All Tests – Street, Scrambler, or both? – Used VOXAN

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Street, Scrambler or both ?

All Tests - Street, Scrambler, or both? - Used VOXAN

MotoGP testing in Barcelona at the end of March: the perfect opportunity for a long-term test of Voxan’s new baby, the Street Scrambler! 3000 km on the handlebars of an attractive machine which illustrates the renewal of the French motorcycle brand.

From March 25 to 29, the first IRTA tests of MotoGP 2004 took place in Barcelona. Great opportunity to try out a motorcycle on a long route! Precisely, Voxan has just released its new baby, the Street Scrambler…

In Issoire, Christophe Roussilhes immediately joined the project. No sooner said than done, the bike is available at the press park at Dynamic Sports in Paris. She’s coming back from a trial and isn’t quite ready by Tuesday afternoon. Never mind, Michel Maxin is putting pressure on his team of mechanics: it will be ready Wednesday morning at the opening. To get to Barcelona on Thursday afternoon, nothing too much, but it will be enough !

Historical review
Born at the end of 1995, Voxan took two years to get its prototype rolling, the first tests of which took place in May 1997. September 1997: the Roadster, the Cafe Racer and the Scrambler were presented at the Mondial du 2-Roues. End of 1998: the first motorcycles, Roadsters, rolled out of Issoire chains. May 1999: a hike in the capital marks the delivery of the first machines to the 66 dealers. April 11, 2000: Voxan presents the Cafe Racer. May 2001: the Scrambler is presented to the press. Orders poured in, but on June 29, 2001, the Clermont-Ferrand Commercial Court declared compulsory liquidation, with an observation period of six months. A very controversial buyer appears, quickly ousted.

Finally, a real buyer arrives in the person of Didier Cazeaux, who saves the French brand in June 2002. April 2003: first "new era" Scrambler. Then came the Cafe Racer and the Roadster in new colors while the dealer network was rebuilt. But the public sees in these motorcycles only the same ones that were presented at the 1997 Mondial! Even if important evolutions were made to the engine, it is only the continuation of what had already been seen … Mondial 2003: presentation of the Black Magic, first real novelty, which marks the restart of the factory . But like the Ducati Mhe, it is sold exclusively on the internet. At the beginning of 2004, finally: arrival of the Street Scrambler in concession, the first Voxan novelty available for testing.

The Street Scrambler
Taking the look of the Scrambler, with the two superimposed exhausts on the right side, the Street Scrambler is however very different. The cycle part is that of the Cafe Racer. Two 17-inch rims accommodate 120 front and 180 rear sport tires – 19 front rim on the Scrambler and 100 front and 150 rear tires. The suspensions also come from the Cafe Racer. The Paioli shock absorber and fork are adjustable.

Braking is entrusted to the Brembo Or group of the Cafe Racer. The engine, also closely derived from the Cafe Racer, is equipped with a new injection of 54 against 45 on the previous range as well as a new Magneti Marelli power unit. The Street Scrambler promises 115 hp in "foreign" version – which we will try here – against 85 for the Scrambler.

Paris-Issoire
Thursday morning in the metro. Leather from head to toe, backpack, duffel bag and helmet in hand: enough to give birth to a few smiles on the gloomy faces of Parisians leaving for a job that is probably less pleasant … In the workshop, the motorcycle is ready as promised. This is the yellow model, whose original lines are made more aggressive than on the Scrambler by the sportier trim, as well as by the scoops and black exhaust guards..

The first impression is that of a little scoundrel and the level of equipment is rather tempting! The column angle is 24.7 ° as on the Cafe Racer, against 25.5 ° for the Scrambler. The front axle should thus compensate for the greater inertia of the lower and wider pneumatic assembly than that of the Scrambler. The engine is now painted black, like that of the new Roadster which is due to arrive at the dealership at the end of April, and benefits from the latest improvements made to the range since the takeover by Didier Cazeaux.

Contact: the V at 72 ° snorts in a pleasant growl, very present without being excessively strong. The seat appears comfortable although firm. The slightly set back toe clips allow a position on the front corresponding well to the grip of the pretty Tomaselli handlebars.

First turns of the wheel in town and first surprise: the throttle is ultra responsive, both to acceleration and to cut-off. The Street Scrambler accepts without flinching to be swung from right and left in traffic and the gniak available from low revs – there is already a substantial torque from 2,500 rpm – allows to get out of traffic with ease. The engine brake, helped by the torque present, is a good braking aid. We will only call on the Brembos in somewhat borderline situations. If necessary, the emergency braking is effective although slightly lacking in bite, the Paioli fork effectively damping the power of the two 320 discs clamped by the 4-piston calipers. On the other hand, the rear brake seems inefficient because of a somewhat long stroke. At least there is no risk of blocking the rear, the engine brake already helping to seat the bike properly before planting strong braking from the front.

A6 motorway, direction Issoire and Montpellier. Fluid circulation. The V 72 purrs in 6th at 4 – 5,000 laps. At these speeds, the rotation of the throttle makes emit a hoarse and dull growl with a sound very different from other big twins. I get caught up in the game and let the rpm drop to just under 4000 to enjoy it over and over again! And when the sound changes to a rumble – BROOOOOOO before 4000 and VROARRRRR after 5000, you see what it looks like? -, a big mimine gently pushes your buttocks. It is then time to seriously contract the abs to avoid hanging onto the handlebars..

This engine is a real success: flexible at the bottom like the Scrambler, picking up in town from 2,000 revs without any problem and giving off sensations ranging from the good big vibration between 2 and 5,000 to the frank push beyond! The problem on the highway – where this bike has absolutely nothing to do! – comes from the fact that we are comfortable around 6,000 laps … which gives a small 170 counter in 6! Of course, the lack of protection is then felt, but not as much as on the Scrambler, the position more collected and more forward allowing to be erased a little more. But the Street Scrambler is definitely not a GT, even if the accessories developed by Givi for Voxan should make it possible to preserve the cervical (bubble) and to carry luggage in a more suitable way than a net on the rear part of the saddle (luggage storage). In short, it is quite possible to support a high speed, provided you dab and hold the bike between your legs to avoid catching the handlebars: Against use with a roadster? Yes, but a test is a test !

On the first German section of the A6, swallowed between 170 and 180 meters, the reserve warning light comes on around 110 km: it is not much, even taking into account the relatively high speed sustained until then. This helps to demonstrate if it was still needed that this use is not provided for in the program by Voxan! 11 liters at the pump for 128.7 km, including the first part in the city. Or a little more than 8.5 liters per 100. Not huge in itself at this rate, but given the limited capacity of the tank, autonomy suffers. To test this autonomy, I set off again, stalling at 150 meters. And of course, it’s much less funny … Hard job! Engine speed set at 5,300 revolutions, stage without much interest and verdict at the pump: 13.2 liters for 155.7 km, or 8.5 l / 100. Little change from 170-180, the only merit of this gait being to spare the neck muscles…

Revenge on the next step, which consists of testing high-speed acceleration while taking advantage of the little traffic on this German portion of the A6 … From 150 counter at 5,300 rpm, a frank rotation of the handle propels me forward and the needles go up fast – very fast even! – up to 210 km / h at 7,400 rpm, still quite quickly up to 230 km / h, then more slowly up to 240 counter at 8,400 rpm. The maximum power being given for 8000 tr / min, this result is logical, the maximum torque intervening at 6500 and the breaker at 9000, speed which one does not need to reach at all, the most interesting happening between 6,500 and 8,500 rpm. But even in "full dab" position, this speed is painful to maintain! Not shrinking from any sacrifice, I will push the vice, taking advantage of the absence of any other vehicle, to start the test again … with the same effects! Astonishing, no ?

Visit to Voxan
Passing through Issoire by the A75 motorway, a stop at the factory is essential. Welcomed by Christophe Roussilhes, sales and export director and recently promoted to communication manager, we will take the opportunity to take stock of the situation. Voxan maintains a current production rate of 4.5 motorcycles / day, mainly Street Scramblers. The assembly lines will soon welcome the new Roadster, which for the record takes the original design of Sacha Lakic and with the Street Scrambler will carry the image of the renewal of the brand. The Voxan network currently has around sixty points of sale in France and exports are developing. After Germany, Austria and New Zealand (read), "many foreign importers would like to see the French exception among them", indicates Christophe while stressing that he"however, you have to take the time to do it right"… In France, dealers will soon have useful products (bubbles and luggage) and futile (new range of derivative products)."In any case, Didier Cazeaux does not intend to give up, even in the face of the current difficulty of the particular motorcycle market, which allows us to calmly consider the future of the French brand.", concludes Christophe.

Issoire-Fontanes
Leaving Issoire, warned of the risk of snow in the Massif Central passes, I decided to stay on the A71. to check handling in large, fast curves as far as Millau. And too bad for the roads around Le Puy … On condition of tightening the bike with the legs and of maintaining the position on the abs, the trajectory is perfectly rigorous.

The motorway stops before going back down to Millau and a few mobile chicanes allow me to test the accordion rock, gas-brake, gas-brake rhythm and we start again. No ulterior motive if you want to overtake just before a turn. I turn the handle, the car is passed. Shit, shit, I come a little hard in the turn … No choice, you have to swing the bike while keeping the brakes late. The precision of the front axle, well relayed by the effective braking allows – fortunately – some unorthodox daring. At high speed, the relative weakness of the rear brake becomes an advantage because it is very difficult to block it despite the large torque of the V72. We can therefore send without ulterior motive !

Passed Millau, I began to dream of virolous departmental roads, the foretaste of these first turns in a now milder weather being promising. Arrived at Caylar, I finally left the A75 to join Ganges via the Cirque de Navacelles and the Gorges de la Vis. A standard route that I know well, having taken it on several different machines. From the small tight blind virolo, from the hairpin: here is finally the favorite playground of the Street! The front axle works wonders and the braking and engine vigor are not to be outdone. The position close to the supermotard makes it easier to attack than with a sports car, but still requires more precision than with the Scrambler. Difficult to have butter and the money of butter! We lose with the comfort of the Scrambler what we gain in precision with the Street. A matter of taste and, above all, of how to ride! As much as the Street invites you to be constantly aroused, the bucolic ride is more natural on the handlebars of the Scrambler.

Driving the Street is more demanding because everything is a step above the Scrambler: firmer fork, more powerful braking and engine that picks up as low as that of the Scrambler but with much more gniak: a treat. But the second drawback of the Street after consumption: in small laces, the reactivity to the grip is such that when you enter a very tight bend, it is prudent either to resume the gas net before the point of rope, or to resume the clutch a little to compensate for the brutality of the go-around. Otherwise, beware of the premature restart of gas at the end of the pin, because the slightest rotation of the handle propels you forward !

After a few big curves on billiards, from Ganges to Saint-Martin in London, I set off again on small bumpy road which confirms that the Street is much less comfortable than the Scrambler. The fork absorbs well the many bumps of the secondary road that runs between the Monts de l’Hortus, the front wheel remains stuck to the asphalt, but at the cost of less comfort than with the Scrambler. In fact, the Street feels more like a sport-based street bike than an upgraded version of the Scrambler. What to wonder why to have kept "Scrambler" in the name of this machine! Because as much the Scrambler does not balk at frequenting the roads, as a Street will go to the fields only by excess of optimism! On bumpy roads too, the Street behaves like a sports car with large handlebars: what you gain in precision, you lose in comfort and ease..

Fontanes-Barcelona
The meeting in Barcelona is set for the beginning of the afternoon. So starting at 8 am, there is no question of the highway! I am heading towards Clermont l’Herault by the small departmental ones and I opt for the course of two local hill climbs, Grabels and Neffiès: the guarantee of having good virolos on roads not too wide nor too busy, with a good bitumen! On this type of route, the Street works wonders. You just have to take care of the responsiveness of the handle in slow bends, and not to turn it too early otherwise you will go wheelie on the angle, which I gladly admit not mastering…

There is also plenty to do without turning the handle fully on this type of course. The rest goes through Le Perthus, a good moment of motorbike marked out by mobile chicanes bigger than those of Millau, because loaded with tourists. Not a problem, overtaking is easy. But the traffic is quite heavy and it is difficult to drive quickly in complete safety. Never mind: I gently wind between 4 and 6000 laps, taking advantage of the slightest stretch to double what precedes me. Until the Circuit de Catalunya, I take this opportunity to put my eyes on it, especially towards the end of the journey on the national road that runs along the Mediterranean.

Arrived on the circuit I crutch the Street … and come face to face with his majesty Rossi himself playing the clown on a scooter! As a starting point, there are worse (read our).

Barcelona-Marseille (13)
Return to Fontanès on Saturday at the end of the day, then departure for Marseille the next day via small bumpy departmental roads. The opportunity to confirm that if safety is not in question, far from it with the wheels riveted to the ground despite the bumps, we will talk more about firm comfort than Pullmann: fast driving on bumpy roads does not. is not without consequences on the arms! But being towed by this engine is definitely too good … Go and prevent yourself from turning the handle under petty pretexts of small bobosses !

In short, gas in full force as far as Arles and its ancient theater. It’s getting hot and the fan turns on at red lights, which has the effect of significantly heating the right thigh under which the pretty exhausts pass … Enough in any case to feel the need to spread said thigh. at each stop, which is particularly unpleasant! An additional reason to turn the handle as soon as you leave the urban environment, as if you had to look for pretexts! All that to say that it didn’t take me very long to do Arles-Marseille! A good night’s rest on this and we can find more interesting routes.

Les Termes, Le Castellet, Giens, Grenoble
Discovery of one of the high places of Marseille virolo with the two regionals of the stage, Thomas and Jean-Pierre: direction les Termes! As a regular in the area and rather good at riding a motorbike quickly, Thomas agrees to drive "slowly" at first to allow me to recognize the circ … uh, the road in his wheel: thank you to him! A reconnaissance climb-descent later, he sets off again for a rapid climb. Without being able to follow it, I try to drive clean – we console ourselves as best we can -, which allows me to confirm the capacities of the Street on this ground of virolos: good braking, precise front axle, it is possible to keep the brakes late and the V72 propels you to the next corner. The time to make a few passages to satisfy the photo shoot and it is already time to leave.

As long as you are in this sector, you might as well do one of the other high places in the area: the climb to Le Castellet! Thanks to the morning workout I’m hot! Must take advantage of it! Arriving at the foot of the climb, I notice a few mobile chicanes among which knit three local motorcycles. In the lead a CBR 600 RR, followed by a Monstro then an SV. The time to pass in my turn the mobile chicanes, I arrive behind the SV to which I make the interior in a straight line thanks to a higher acceleration in exit. Suddenly, I find myself faster than the Monstro to enter the next left, I initiate the same maneuver, but not having seen me coming, its driver closes the path for me, thus giving me a new opportunity to check that the braking on the angle is well supported by the Street !

I put myself back behind for a short time: the visibility to the right that follows allows me to take the outside, gas! Meanwhile, the rascal in CBR took the opportunity to take some mobile chicanes in advance! We are almost at the end of the climb. There remains only the pif paf dear to Jean-Pierre, then the left when I arrive behind the CBR which has not yet seen me. In the snitch on the right, no way, we do not see anything. We arrive in the bump in the back of a car, the CBR hesitates, not me! Gas … the time to see the driver watching me go by with my backpack and my duffel stowed behind (he must have been expecting one of his friends) and I woneeeeeee! Uh, no, nothing …. In short, another test successfully passed by the Street !

The descent to Toulon being deserted, needless to say that I was busy on the way! Which will cost me dearly when I arrive in Toulon, by the way. The crossing of the city being quite crowded, I make many stops at red lights and the fan sends me the heat of the engine on my thighs while the exhausts literally cook my right thigh….

The cashiers look at me laughing at each traffic light, as I try to avoid the heat by taking the heron’s position at each stop. I have known more comfortable … The ordeal ends after Le Pradet, the traffic allowing the V72 to cool down enough to avoid this inconvenience at each traffic light. Time to visit a friend in rehabilitation, Frank, whom I greet here with his favorite Chris, and it’s time to hit the road.

Giens-Voiron
My evening stopover being planned at Etienne’s near Voiron, no time to stroll. Perfectly mastering the "total dab" position mentioned above, I stuck at 180-190 on the German motorway which joins Valence. At nightfall I discover powerful and efficient lighting, rare enough on a motorcycle to be reported. A small adjustment in the height of the beam which tended to light up the trees with my 95 kg, that’s all. On the other hand, the red lighting of the meters, however pretty it may be, does not make them very readable at night: to review! The engine turns around 6500 revolutions, in the fat of the couple. He obviously feels very comfortable there, which is a bit paradoxical for a motorcycle whose initial program is not necessarily to ride at these speeds! End of the motorway, the small roads that lead me to Etienne allow me to confirm the good quality of the lighting. Finally arrived safely, I discovered another disadvantage of using the Street Scrambler at sustained high speed: two pretty bruises at the top of the thighs, where we tighten the false tank, slightly prominent on both sides. other of the two frame beams. Slightly rounding this part of the body would be welcome !

Voiron-Paris
On the menu: small roads with obligatory passage in the Morvan (read in particular. Direction Bourg-en-Bresse, Mâcon, Le Creusot before joining first the D978 and its large curves to Château-Chinon, where the cycle part and the relaunch of the Street are marvelous. Icing on the cake, I cut by Les Settons and the pretty laces which circumvent the lake to join Avallon via Qarre-les-Tombes.

Here again, the Voxan gives you confidence in all circumstances thanks to the precision of its front axle, the firm damping but which guides the wheels riveted to the ground well, and the revival of the twin which takes me out of a turn. to the other without weakening. End of dessert, time is running out to me and you shouldn’t be idle on the N6 to reach Paris on time. Fortunately the traffic is relatively fluid and I will not have to undergo the "crotch barbecue" effect as in Toulon. It is with regret that I leave this nice toy at Dynamic Sports, the few faults of this machine do not hide a real driving pleasure. !

Conclusion
The GT use of the Street Scrambler, over a good part of these 3,000 km, is probably not the one intended for its future owners. On the other hand, if we accept the frequent passages at the pump (8.7 l / 100 km on average on this test), we will have an effective weapon on rough roads which can compete with the Tuono, S4R, Z 1000, Multistrada and other high-end roadsters with a sporting tendency. Although comfortable in the city, it will be necessary to avoid traffic jams, pledge of discomfort as the heat given off by the pots and the fan can become annoying if you have pushed the engine a little beforehand. Finally, in the chapter of the problems encountered: a burnt taillight bulb, the trip 2 to zero since the first thousand km and a crease on the driver’s seat.

Technical sheet (manufacturer data)
Engine
Type 72 ° V-twin. 4-stroke liquid cooling
Displacement 996 cm3. Bore * Stroke: 98 * 66
Max power French version: 100 hp at 8,000 rpm
Max torque 9.5 MKg at 6500 rpm
Linkage One-piece crankshaft with 2 bearing connecting rods on the same crankpin
Distribution 2 ACT per cylinder driven by Hyvo chain. 4 valves per cylinder. Settings by tablets
Food Magnetti Marelli electronic fuel injection. Phased sequential. 1 injector per cylinder
Lubrication Oil-filled by dry sump. Oil tank in the frame
Getting started Electric starter
Volumetric ratio 10.5 to 1
Transmission
Primary By gears. Report 1.1811 (37/67)
Gearbox Six-speed mechanical
Secondary O-ring chain. Type 525. Ratio 18 * 42 (2.333)
Clutch Multidiscs in oil bath. Hydraulic control
Cycle part
Saddle Solo or two-seater
Frame Double tubular. Front and rear part molded and assembled by screws
Front suspension Paioli reversed. Diameter 41 mm. 120 mm travel. Hydraulic compression and rebound adjustment
Suspension AR Shock absorber placed under the engine, working in compression. 120 mm travel. Hydraulic adjustment.
Arms Cast aluminum alloy arm. Rocker arm and linkage system.
Front brakes Double 320 mm disc – Brembo 4 piston calipers
Rear brakes Single 245 mm disc – Brembo 2 piston calipers
Front wheel 3.5 "* 17" rim – Michelin Pilot Sport 120/70 ZR 17 tire
Rear wheel 5.5 "* 17" rim – Michelin Pilot Sport 180/55 ZR 17 tire
Capabilities
Gasoline 14.5 liters including 4-liter reserve by electric indicator
Engine oil 3.8 liters
Dimensions and weight
Length 2 110 mm
Width 780 mm
Caster angle 24.7 °
Saddle height 810 mm
Ground clearance 159 mm
Wheelbase 1,465 mm
Dry weight 190 kg
Engine speeds
Speed ​​read (counter) Engine speed (in 6th gear)
90 km / h 3,200 rpm
110 km / h 3,800 rpm
130 km / h 4,500 rpm
150 km / h 5,300 rpm
170 km / h 5,900 rpm
190 km / h 6,600 rpm
210 km / h 7,400 rpm
240 km / h 8,400 rpm
Average consumption over 3,044 km
Step Conso Pace
Paris – Gidy (45) 8.55 l / 100 170-180
Gidy-Farges Allichamps (18) 8.48 l / 100 150
Farges-Champs 63) 9.49 l / 100 160 + 2 points at 235-240
Champs-Albaret (48) 8.23 l / 100 150
Albaret-Le Caylar (34) 8.43 l / 100 160
Le Caylar-Clermont l’Herault (34) 8.92 l / 100 Coiled Virolos
Clermont l’Herault-Perpignan 8.45 l / 100 Virolos + accordion on RN
Perpignan-Llavaneres 7.14 l / 100 RN 110-130
Llavaneres-Barcelona-Alcobendas 9.05 l / 100 Cool city + highway 120
Alcobendas-La Jonqueira 8.23 l / 100 Highway 120
La Jonqueira-Salles d’Aude (11) 8.62 l / 100 Highway 160
Aude-Saint Mathieu rooms (34) 9.08 l / 100 Highway 160
Saint Mathieu-Fos sur Mer (13) 9.49 l / 100 Fast
Fos-Marseilles 9.75 l / 100 Arsouille (the Terms)
Marseille-Hyères (83) 9.10 l / 100 Arsouille (Montee Castellet) + city (Toulon !!!)
Hyères-Senas (13) 8.97 l / 100 160-180
Senas-Saulce sur Rhône (26) 9.80 l / 100 180+
Saulce sur Rhône-Voiron (38) 9.81 l / 100 180+
Voiron-Laiz (01) 7.81 l / 100 Coiled ride
Laiz-Chateau Chinon (58) 7.29 l / 100 Coiled ride
Château Chinon – Armeau (89) 9.07 l / 100 Arsouille (Morvan)
Armeau-Paris 8.92 l / 100 180 + city
Average 8.71 l / 100 Sustained !

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