On-Targ Et Twin
On-Targ et Twin
Voxan's stunning Cafe Racer has it all: character, performance, style. So, when's it coming to America?
BERTRAND SEBILEAU
TAKE ONE LOOK AT THE SVELTE NEW Voxan Cafe Racer and it's obvious that craftsmanship and originality abound. From every angle, seduction is apparent. In fact, enthusiasts are so smitten that in France, where Voxan is based, more than 100 of the V-Twins already are spoken for, and production hasn't even begun!
Located in the town of Issoire in the central part of the country, Voxan is the brainchild of 50-year-old industrial magnate Jacques Gardette. Founded in 1995, the company has delayed pro duction of its trio of modular Twins-the: Cafe Racer, Roadster and Scrambler-again and again. And again (see Roundup, October, 1998). Now, Voxan is ready to begin full-scale production.
Gardette expects to produce some 1400 bikes this year, with double or even triple that planned when the machines are exported throughout Europe. Renowned Grand Prix chassis con structor Alain Chevallier designed the frame, which employs two large-diam eter steel tubes that parallel each other from the steering head, over the cylin ders, to the swingarm pivot. "I have always dreamed of building my own production motorcycle," admits Che valuer. "When I met Jacques, I saw right away that he didn't really grasp the size of this project. But I also noticed that he was very motivated."
Chevallier notes there's a big differ ence between building a racebike and a production streetbike. "In racing, you don't look at how much money it will cost," he says. "You don't hesitate to take the best solution, whatever it costs. On a production series, you have to think differently. Now, I'm able to understand why the Japanese sometimes make imperfect motorcycles. Industrialization weighs heavy in mak ing early choices, which you can't change. Costs are the main criteria." Chevallier admits to being antsy about his baby's acceptance in the marketplace. "When you're working for a race team, you have your results with each race," he says. "You've
worked for 15 days and you know immediately if you’ve done well or not. Here at Voxan, I’ve worked on the project for about three years without really knowing if it’s good or not. Only the customers can tell me if I’ve done a great job.” The Cafe Racer’s cast-aluminum steering head doubles as the airbox, while the swingarm area serves as an oil tank for the dry-sump engine. Airy, Stephane Valdant-penned styling
places the fuel-injected, liquid-cooled, 996cc V-Twin in full view, for an overall look that is lean-and mean. At a claimed 412 pounds dry, the Voxan weighs 46 pounds less than a Ducati 996. Developed by Sodemo, the engine maintains the same oversquare 98 x 66mm boreand-stroke dimensions of Ducati’s 996, Suzuki’s TL1000s and Honda’s VTR1000. What differentiates the vertically split powerplant from its competition, however, is a 72-degree Vee-angle (not so coincidentally, this is the same angle that French auto giants Peugeot and Renault use for their championship-winning Formula One V-lOs). And, of course, that it is a dry-sump design. There are four valves per cylinder (39.2mm intake, 33.8mm exhaust), and dual overhead camshafts driven via chain. Titanium connecting rods are mated to lightweight, slipper-style pistons, and the gearbox is a sixspeeder. The engine was initially developed using Sodemo’s automotive-spec Sytel fuel-injection system, but driveability problems forced fitment of a more proven Magneti-Marelli design. French law stipulates a maximum of 98 horsepower, but export models will produce 118 bhp at 9000 rpm.
The engine fires quickly, and once underway, there is an immediate feeling of elation. The controls are perfectly positioned, and the narrow, rounded seat is low. Clutch action is progressive, and the prototype’s 2-into-2 exhaust emits a pure, unadulterated tone. Throttle response is a bit sensitive, but the transmission shifts smoothly. Spun toward redline, the engine feels lively and powerful. There’s enough torque to stretch the rider’s arms, and despite the absence of a balance shaft, vibration is barely a concern. In fact, the sensations that do seep through are mostly pleasurable, and give the bike personality. The small fainng provides reasonable protection, but the wind screen could be taller.
The ride is much better than antici pated. Neutral-steering and not overly sensitive to inputs, the bike handles easily and precisely. The inverted WP fork and under-engine shock offer a compliant, real-world ride that many other sportbikes can only envy, even if really big bumps do bottom the suspension.
Despite the wet weather, the Voxan easily handles the curvy roads leading toward Luc in the south of France. Beginning to test the Cafe Racer's lim its, I sample the effective-and beauti ful-Beringer brakes. The bike feels light and narrow-waisted, and the engine offers fearsome acceleration. At no time does it feel like a fragile proto type. Even the factory mule is solid, comfortable and a pleasure to use. Transitioning to the racetrack, where the surface is also wet, I'm
unable to push the bike any harder than before. Again, the sensitive throttle is apparent. At 6000 rpm, the engine displays bags of torque; at 9000 rpm, it's difficult to manage the power on wet asphalt. The steering geometry is less radical than on other modern sportbikes; the spec sheet
shows a 56.4-inch wheelbase with 52.5 percent of the bike's weight over the rear wheel. Nevertheless, the engine's low center of gravity makes the bike feel exceptionally nimble in side-to-side shifts. High-speed testing remains to be done, but at more-than moderate, less-than-full-blast velocities, stability is excellent. Back at Voxan HQ, talk turns to the company’s U.S. plans. “We’re not ready to come to North America,” insists Marc Fontan, director of communication and marketing. “We will start to sell in Europe first in 2000. Then, if everything is going well, we’ll export the motorcycles to the USA. Em pretty certain that we’ll do it because the American bike culture
is very strong. We’re just not prepared right now, and it isn’t our primary goal.” Until then, the Cafe Racer, priced at approximately $12,500, will have to hold its own against the world’s best in Europe. Despite the delays, the tiny company can be proud of its work. Tres magnifique, Voxan! □
Bertrand Sebileau writes for the French magazine Moto Journal, where this riding impression was originally published.
