Voxan Scrambler (2001-2010): A French Rebellion on Two Wheels

Introduction

The Voxan Scrambler isn’t just a motorcycle – it’s a statement. Born from France’s short-lived but passionate motorcycle venture, this V-twin-powered scrambler defies expectations with its blend of Gallic flair and raw mechanical charisma. Between 2001 and 2010, this machine carved its niche as a rebellious alternative to the Italian and Japanese dominance in the naked bike segment. Having spent time with a meticulously maintained 2008 Street Scrambler variant, I can confirm this bike doesn’t just ride – it performs. Let’s dissect why this underdog deserves your attention.

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Design & First Impressions

The Scrambler’s design is an immediate conversation starter. Unlike the brutish minimalism of Japanese nakeds or the organic curves of Italian rivals, Voxan’s approach feels like a Parisian café racer colliding with a steampunk workshop. The exposed tubular aluminum frame (a structural work of art) cradles a 996cc 72° V-twin engine that dominates the visual landscape. Chrome accents on the valve covers contrast with matte-black finishes, while the asymmetrical dual exhausts scream individuality.

Seat height varies slightly between model years but generally sits at 810-820mm (31.9-32.3 inches), making it accessible for riders of average height. The 14.5L (3.83 US gal) teardrop fuel tank flows into a slim rear section, though the 190kg (418.9 lb) dry weight reminds you this isn’t some featherweight urban toy. Color options evolved from basic blacks and oranges to bold blues and reds in later years, always maintaining a muted sophistication.

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Performance: V-Twin Heartbeat

Engine Character
The liquid-cooled 996cc V2 is the star here. Output figures vary across model years – earlier models like the 2001 Scrambler delivered 85 HP (62 kW) at 7,500 RPM, while later iterations like the 2008 Street Scrambler pushed 100 HP (73 kW) at 9,000 RPM. Torque remains the real headline: 109 Nm (80.4 lb-ft) at 6,500 RPM in some variants, delivered with a throaty, uneven growl that’s more jazz improvisation than metronome precision.

Thumb the electric starter (a welcome upgrade from kickstart legends), and the engine settles into a lumpy 1,250 RPM idle. The Magneti Marelli fuel injection system (replacing carburetors in all models) delivers crisp throttle response once moving, though low-speed fuelling can feel abrupt – a character flaw that becomes endearing rather than irritating.

Gearing & Power Delivery
The 6-speed gearbox slots with mechanical positivity. Combined with a 18/44 final drive ratio, acceleration is urgent rather than explosive: 0-100 km/h (0-62 mph) arrives in ~4 seconds. What it lacks in hyperbike violence, it compensates with midrange punch. From 3,500 RPM upward, the V2 pushes hard, with a thrilling surge between 6,000-9,000 RPM.

Cruising at 120 km/h (75 mph) sees the engine loping at 5,000 RPM – relaxed enough for highway stints, though windblast becomes tiring given the upright riding position. Top speed is electronically limited to 220 km/h (137 mph), though the Scrambler feels most alive carving mountain passes at 60-80% of that figure.

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Handling: Controlled Aggression

Chassis Dynamics
The double aluminum tube frame provides exceptional rigidity. Paired with a 24.7° rake and 1465-1490mm (57.7-58.7in) wheelbase (depending on model year), the Scrambler changes direction with the precision of a sportbike, yet remains stable under hard braking.

Suspension evolved across generations:
- Early models (2001-2003): 43mm Paoli telescopic forks (155mm/6.1in travel) + hydraulic monoshock (160mm/6.3in)
- Later models (2008-2010): Inverted 43mm Paioli forks (120mm/4.7in) + revised monoshock

The later setup trades some plushness for sharper feedback – perfect for aggressive riders. Ground clearance ranges from 159-170mm (6.3-6.7in), allowing decent lean angles before peg feelers protest.

Braking & Wheels
Brembo components dominate:
- Front: Dual 296-320mm discs with 4-piston calipers (early models) → 2-piston units (later)
- Rear: 245mm disc with 2-piston caliper

Stopping power is confidence-inspiring, though the rear requires a firm stomp. Wire-spoked 17” wheels (19” front on early models) wear sport-touring rubber – 120/70 front and 150-180/55 rear depending on year. The 2009 Voyager model’s 100/90-19 front tire adds vintage scrambler charm but dulls turn-in slightly.

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Competition: How Does It Stack Up?

1. Ducati Monster S4R (2003-2007)
- Similar 996cc L-twin, 113 HP
- More refined, less raw
- Voxan counters with better low-end torque (-15% premium parts costs)

2. Triumph Speed Triple 1050 (2005-2010)
- 1,050cc inline-3, 131 HP
- Smoother power delivery
- Voxan offers superior exhaust note and exclusivity

3. Aprilia Tuono 1000R (2002-2010)
- 998cc V-twin, 118 HP
- Race-bred chassis
- Voxan trumps in comfort and mechanical theater

The Voxan Edge: While down on peak power versus rivals, the Scrambler’s combination of torque-rich V2 character, hand-built French aesthetics, and relative rarity (only ~3,000 units produced) make it a standout for riders valuing personality over spec sheets.

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Maintenance: Keeping the Rebellion Alive

Key Service Points
- Oil Changes: Every 5,000 km (3,100 miles) with 15W-50 full synthetic (3.5L/3.7qt with filter)
- Valve Adjustments: Every 12,000 km (7,500 miles) – intake 0.15-0.20mm (0.006-0.008”), exhaust 0.20-0.25mm (0.008-0.010”)
- Cooling System: 50/50 water-coolant mix; flush every 2 years
- Chain: 525 pitch; maintain slack at 25-30mm (1-1.2”)

Common Upgrades
1. Exhaust: Many owners swap the stock system for SC-Project or Akrapovič slip-ons (+5-7 HP gain).
2. Suspension: Öhlins cartridges transform later models’ inverted forks.
3. Brakes: Upgrade to Brembo RCS master cylinders for improved feel.

MOTOPARTS.store Recommendations
- High-flow air filters for enhanced V2 growl
- Custom seat options to tailor the 810-820mm height
- LED lighting kits for improved visibility

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Conclusion: More Than a Curiosity

The Voxan Scrambler isn’t perfect – parts availability requires diligence, and the fueling can’t match modern ride-by-wire systems. But these “flaws” are integral to its charm. This is a motorcycle that engages rather than pampers, rewarding skilled riders with a tactile experience lost in today’s electronic age.

For those seeking a naked bike with soul-stirring acoustics, head-turning design, and the satisfaction of owning something truly unique, the Voxan remains a compelling proposition. It’s not just transportation; it’s a rolling testament to France’s forgotten motorcycle ambition – and that’s a rebellion worth joining.

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Specifications sheet

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