VOR 530

The VOR you see here actually started life about 10 years ago as a Vertemati, a rather unusual, small production four-stroke with mechanical features than only the Italians would think of. A single specimen of that beautiful machine was brought to Australia during the Nineties by an optimistic importer who hoped to flog subsequent shipments to people who wanted "something a little different," but then we never saw it again.

Vertemati eventually disappeared down the same hole that swallowed the De Lorian but, thanks to some of the Italian engineers who designed it and stayed with the project, it managed to morph into the big black VOR and survive in another form. But even then, trouble was bubbling not far from Milan.

That company, VOR Motori, spent a lot of money early in the new millennium developing its revamped four-stroke range, including what is reputed to be a very exotic 250cc bike. (That model will make its debut at the Munich bike show next year.) Unfortunately for VOR though, the development program sucked it dry; there was no money left, to the extent that VOR Motori would have followed De Lorian had it not been purchased by Mondial, a company known for its scooters, among other things, and a staggeringly expensive, 1000cc road bike along the lines of the Bimota. Getting the deal done took a hell of a time but buying VOR Motori saved the company. It also gave Mondial access to production facilities at a time when dirt bikes are selling as quickly as most manufacturers can punch them out. In short, the buyout suited everyone.

GET ON IT AND GO

Our test bike was supplied by the national VOR and TM importer, John Hall, of Cross-Country Action. Our Faster Master, Jake Stapelton, flogged the thing for our photo shoot, riding it like a two-stroke while spraying roost everywhere, then it was my turn to sit bum on bike and bugger off. Here are my impressions.

The VOR looks like a big bike but doesn't feel like one. The latest model has been made deliberately lower, with reduced height in the seat and the subframe. Seat height is 925mm. At 5' 11" I could sit on it and still have both my feet almost flat on the ground, but I could see how shorter guys might feel a little less comfortable. Put it this way: the VOR is slightly lower than either a Honda XR650R or the XR400, so if you're comfortable on those you'll be five millimetres more comfortable on the VOR.

The controls are attractive and nicely made, exactly what you'd expect in an Italian motorcycle, and the VOR is narrow, so moving your weight around doesn't involve climbing over things or trying to avoid protrusions like spiky radiator shrouds or side panels that snag your nylons or your boots. It's a street legal race bike and built like one.

The VOR has electric-start, and that quirky kickstarter that you kick forward rather than backward. I don't have a lot to say about this. It felt odd when I once used it before the button-start models arrived, but other than that I don't think it matters a damn. In my opinion it's way better than having the kickstart lever on the lefthand side, where Husqvarna used to put it, and where it not only felt odd but downright unnatural. Now there's button-start on all these bikes, what the hell?

You'd expect a modern four-stroke with 530cc to get up and bark, and this one does. The big VOR is thunderously fast, and although you'd create every flavour of chaos and mayhem if you did something stupid, the engine is actually very progressive in its power delivery, and highly predictable. The big single cylinder donk revs freely, there's torque everywhere and throttle response is terrific. Put these three things together and you have the world's fastest black tractor or a dirt bike that'll suck the paint off your house. Or both. On the other hand, because power is so progressive, it's an easy bike to ride and not really intimidating.

 Standard gearing is 13-50, which suits enduro and trail riders more than grasstrack racers. If you were racing this thing at a Thumper Nats or AMCROSS meeting you'd want taller gearing that'd help take a bit of the snap out of the acceleration and give you a bit more speed down the straight. Mind you, a "bit more speed" than the stocker already produces could be a frightening prospect. Second gear race-starts are the go, naturally, and it isn't difficult keeping the front wheel down, but there's so much pig-rooting grunt here I have no idea where'd you need first, unless you were bogged up to the bars in Bailey's Irish Cream.

The VOR turns nicely at trail speeds and changes direction without being beaten over the head. Some biggish bikes don't want to change direction; this one doesn't mind. The big girl has a nice transmission too, with short throws between gears and a solid, positive feel to the shift action. Anyone who can mono will love this bike, but I warn you now, don't ride behind it; the goolies that come off the rear tyre are meteorites and they'll peel your Arai like a boiled egg. Won't do your makeup much good either.

After thrashing around on the big black tractor, I didn't want to give it back. It impressed me. It's like an Italian XR650R but with brakes and handling. I liked the power, the balance, the unholy speed, in fact I was just getting the hang of it when some little runt on an 80 blew me away.

Kids have no respect these days. And what'll that little bastard be like in a few years with a VOR 530 under him?

HERE'S THE NEW STUFF

 The 2004, electric-start VOR carries many improvements, perhaps because Mondial, while appreciating the fascination for exotica, would like to see it in a more global design that won't frighten off potential buyers. It's alright to sell a small number of very exotic bikes for a large price but it's more lucrative to sell a large number of not-quite-so exotic bikes. So things had to change.

And they did. The new VOR 530 has a Keihin carb instead of that gumboot of a Dell Orto. It also has a new swingarm; a big fat 46mm Ohlins fork and an Ohlins shock instead of those from Paioli; it has a new cam and new crankshaft roller bearings; larger, heavy-duty radiators; billet triple-clamps (very Italian); a lower subframe; and a chassis that is now chrome-plated (also very Italian).

There are detail improvements too. The rear brake master cylinder is now protected by a metal guard, and there's a new multi-function digital speedo with two control buttons mounted on the lefthand side of the tapered Rikon bars. The headlight assembly is also new. Component-wise, this is a quality package of the first order.

WHAT BAZ LIKED: It's damn fast; It looks horny; It's easy to ride.
WHAT BAZ DIDN'T LIKE: Can't afford one.

ENGINE:
Engine type: Single cylinder four-stroke;
Bore x stroke: 97 x 71mm;
Displacement: 524cc;
Compression ratio: 11.5:1.

TRANSMISSION:
Type: Five-speed;
Final drive: 520 chain, 13-50 gearing.

CHASSIS AND RUNNING GEAR:
Frame: Perimeter chrome-moly/ removeable subframe;
Front suspension: Ohlins 46mm USD fork;
Adjustment: Everything;
Rear suspension: Ohlins shock;
Adjustment: Ditto;
Front brake: 270mm Braking wave rotor and Brembo caliper;
Rear brake: 220mm Braking wave rotor and Brembo caliper.

DIMENSIONS AND CAPACITIES:
Dry weight: 114kg;
Seat height: 925mm;
Fuel capacity: 10 litres.

OTHER STUFF:
Test bike supplied by: Cross-Country Action;
Colour: Big Bad Black;
RRP: $13,390.