Test Voxan Scrambler

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Test Voxan Scrambler
Voxan scrambler

motorcycles

Test Voxan Scrambler

Test Voxan Scrambler
Fashion creation

Scrambler models from the seventies inspired the designers of the French brand Voxan. They created high two-wheel couture that is not only appealing on the catwalk.

Ralf Schneider

08/30/2001

Doesn’t it look really cute? This small, round tank, this short fender in cheeky metallic orange, the black V2, wrapped in a half-high exhaust system, brushed aluminum and shiny chrome in the right places, that flair of subtle coarse tread. No doubt the designers of the Voxan Scrambler have skilfully played with the style elements of the scrambler fashion from the sixties and seventies of the last century and composed an appealing, contemporary motorcycle outfit with them. What does it matter that the scrambler then as well as the Voxan today with the original Have nothing to do with scrambling, romping around in the area? Pretty stays pretty, and scrambling takes place on the street with 1000 cc, over 80 hp and a weight of 225 kilograms. The Michelin T 66, which don’t really want to be off-road tires, prefer to stick to asphalt, where the massive motorcycle actually moves with the ease and liveliness of a jumping field, finds itself in long bends down to crisp, deep slopes and lets itself go Swivel loosely on the wide tubular handlebar through alternating curves. The Voxan can do this despite a long wheelbase, a flat steering head and a long caster. It can because of its relatively narrow tires and its low front wheel load. Only 100 of the 225 kilograms are at the front, which enormously promotes handiness.

It speaks for the Voxan that it largely avoids the basic disadvantages of a light front – usually increased wheelie and kickback tendency, low driving stability at high speed. It can be driven over bumpy stretches under full acceleration without wedging the handlebars and runs steadily in a straight line even at top speed. The only drawback to bear is comfort. Due to the inevitable relief of the already light front section when driving, even the softly sprung and gently damped fork no longer responds well. In other words: the front wheel is not pushed over the bumps, but rather bounces from tip to tip. In addition, the soft rear suspension deflects too far too quickly, which the driver can hardly compensate for by leaning on the footrests. Because they are too far forward in relation to the seat hollow far back, in which one is immovably stuck to all of this. The long chain of causes briefly described: After two hours, even an extremely well-trained driver’s bum hurts. The pillion has it better, but is also a bit affected by the rear suspension. Incidentally, the position of the shift lever is also ergonomically questionable; it only fits halfway from shoe size 46. At least the gearbox works smoothly and precisely.

Ample play in the drive train causes one or the other load change reaction. But because the V2 runs nice and smooth from 2500 rpm and its injection is well tuned, the idle travel can usually be overcome without jerks after some getting used to. Compared to the Voxan Cafe Racer, whose engine comes from the same construction kit, the Scrambler lacks 19 hp Top performance and also 600 revolutions. To do this, it pushes around seven hp more than the Cafe Racer up to 7000 rpm, pulls through between 60 and 140 in the last gear 1.2 seconds faster and is therefore exactly configured for quick gliding on the country road. Here, the time-consuming adaptation through different camshafts and modified programming of the injection system pays off. It is also very pleasant that the engine vibrates only a little, which is remarkable for a 72-degree V2 of this displacement class without a balancer shaft. Of course, the consumption is also remarkable. 5.4 liters for 100 kilometers of country road travel in compliance with all road traffic regulations are still politically correct. With increased driving dynamics, however, two liters more easily run through the injection nozzles. Even at a constant 130 km / h on the highway, the Scrambler swallows an impressive 6.2 liters. Fortunately, the small button tank is bigger than it looks, as it extends invisibly under the bench. After all, a volume of 14.5 liters is enough for 200 kilometers, even if power-scrambling should be the order of the day.

The question remains about the good money. 19,990 marks plus ancillary costs are not a stick-out, especially those Voxan scrambler not exactly one of the lavishly equipped motorcycles. The Cafe Racer from the same company costs 2500 Marks more, but can offer better quality spring elements and delicacies such as a milled fork bridge. On the other hand, some details of the scrambler seem crude and cheap. The latter applies to the double-piston floating calipers from Nissin, which brake properly, but seem almost painfully efficient on a motorcycle in this price range. It then becomes embarrassing with the fork sliding tubes, which have been brushed very sloppily around the cast reinforcement beads. Even the pretty, blue shining scales and pointers of the chrome potty instruments can’t quite make up for it.

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