Test Voxan Scrambler
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.
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, this flair of subtle coarse pebbles.
What does it matter that the Scramblers back then, just like the Voxan today, had nothing to do with the original “scrambling”, romping around in the terrain? 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 also go well with this, as they don’t really want to be off-road tires, but rather stick to asphalt.
There the massive motorcycle actually moves with the ease and liveliness of a jumping field, finds its way down into long bends down to crisp, deep lean angles and can be easily swiveled 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 makes it extremely easy to handle.
It speaks for the Voxan that they have the principal disadvantages of a light front ?? mostly increased wheelie and kickback tendency, low driving stability at high speed ?? largely avoids. 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.
Only in terms of comfort remains a disadvantage. 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 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 size 46.
At least the transmission 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 Café Racer, whose engine comes from the same kit, the Scrambler lacks 19 HP of peak power and 600 revs. To do this, it pushes around seven horsepower more than the Café Racer up to 7000 rpm, pulls between 60 and 140 in the last gear 1.2 seconds faster and is therefore exactly configured for quick gliding on country roads. 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 balance 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 larger 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. 19990 marks plus ancillary costs are not a stick-out, especially those Voxan Scrambler is not exactly one of the lavishly equipped motorcycles. The Café 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 of the details of the scrambler look 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 were brushed very sloppily around the cast reinforcement beads. Even the pretty, blue-shining scales and pointers on the chrome potty instruments can’t quite make up for it.
Technical data – Voxan Scrambler
VOXAN Scrambler data engine: water-cooled two-cylinder four-stroke 72-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, electronic intake manifold injection, engine management, no exhaust gas cleaning, electric starter, three-phase alternator 380 W, battery 12 V / 18 Ah. Bore x stroke 98 x 66 mm Displacement 996 cm³ Compression ratio 10.5: 1. Nominal output 59.8 kW (81 HP) at 7500 rpm Max. Torque 87 Nm (8.9 kpm) at 6000 rpm Power transmission: primary drive via gear wheels, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 44:18. Chassis: Bridge frame made of tubular steel and cast aluminum screwed on, engine supporting, telescopic fork , Standpipe diameter 43 mm, two-arm swing arm made of cast aluminum, horizontal central spring strut, with lever deflection, adjustable spring base and rebound damping, double disc brake at the front, double-piston calipers, floating brake discs, Ø 320 mm, rear disc brake, double-piston caliper, Ø 245 mm. 4.25 x 17 tires 100/90 19; 150/70 17 Chassis data: wheelbase 1490 mm, steering head angle 64.5 degrees, caster 102 mm, spring travel f / r 155/160 mm. Two-year guarantee with unlimited mileageColors black, orangePrice incl. VAT 19,990 MarkMOTORCYCLE measurementsDelivery performance1Maximum speedSolo 201 km / hAcceleration Solo 0-100 km / h 3.7 sec 0-140 km / h 6.9 sec 0-180 km / h 9.5 sec Pull-through solo (with pillion passenger) 60-100 km / h 4.2 (4.6) sec 100-140 km / h 5.0 (6.4) sec 140-180 km / h 6.2 (9.8) sec Fuel type Super consumption in the test Country road 5.4 l / 100 km Theor. Range 269 kmDimensions and weightsL / W / H 2180/900/1410 mmSeat height 825 mmTurning circle 5230 mmWeight fully fueled 225 kg Permissible total weight * 410 kg Load * 185 kg Wheel load distribution f / h 44/56% Tank capacity / reserve * 14.5 / 4 liters1 Measurement conditions: Temperature 26 Degree, weak cross wind; Jagsttal measurement site; 2 performance on the coupling. ECE measurement: Dynojet roller dynamometer 150. Maximum possible deviation ± 5%. * Manufacturer information
www.bilski-fotografie.de 16 pictures www.bilski-fotografie.de 1/16 In the course, the nineT sisters had to prove their chassis qualities and steering precision ….
Gargolov Top-Test Voxan Café Racer What you want The booming V-Twin as a splendid eye-catcher between the wheels, curves and shapes in the purest …
Gargolov Test Voxan Black Magic Still shot As it already stands: artfully curved stainless steel elbows, Supertrap-like mufflers, brushed aluminum tank…
Jahn comparison test naked bikes BMW R 1150 R Moto Guzzi V11 Sport Voxan Scrambler We are so three Born out of tradition and self-confidence, roll …
Bilski 15th photos Moto Morini 1/15 Moto Morini scrambler. Moto Morini 2/15 Moto Morini scrambler. Moto Morini 3/15 Moto Morini scrambler. Moto Morini…
Jahn comparison test Powercruiser Kawasaki VN 2000, Suzuki Intruder M 1800 R, Yamaha XV 1900 Midnight Star Punchtime Nobody distributes more displacement and …
Jörg Künstle Top-Test Yamaha FZ1 / Fazer Are you going now? We had to wait a long time for that: a naked Nippon athlete. Not washed soft, but …
Mayer comparison test KTM 990 Supermoto versus Ducati Hypermotard 1100 Supermoto duel Crass edges or curved lines: With the Hypermotard 1100 …
Herzog Top-Test Honda CB 1300 Concentrated load 116 hp, 117 Newton meters. Practically one to one with the Honda CB 1300 performance and …
Jörg Künstle Top-Test Triumph Rocket III Simply awesome The bigger, the better? With the Rocket III, Triumph defines the limits of a standard …