VOR EN400

VOR four-stroke dirt bikes have slowly been gaining ground with Australian riders, largely because they're different, and they're Italian. A VOR doesn't look like a Kawasaki in a similar way that Sophia Loren doesn't resemble Celine Dion one is practically handmade by Italians who know every part by name; the other is a small unit in a massive production run.

The men who design VORs bring to the job a sense of individuality. What makes a VOR different is not only that it's black. A lump of coal is black. No, with a VOR you get everything you like in a top shelf trail bike brilliant controls, forged aluminium swingarm, nice bars, well sorted suspension, tractable power and terrific brakes, and so on and so forth. You also get the bits you don't expect in most dirt bikes, like a cassette gearbox, which can be removed without disassembling the engine, a beautiful instrument pack, gear-driven valves and a superlight hydraulic clutch.

The VOR also has a forward-kick kickstarter, which used to be the object of either abuse or praise, depending on how quickly the engine would start after the bike had been dropped. The new bikes now have electric start, so which way the kickstarter moves is irrelevant unless you're snagged on the side of a hill with a flat battery.

The fuel tank is a nifty design that holds about five litres in the forward section above the top frame spars and the rest of the juice in the main section under the seat. This suggests better weight distribution, specially after you've gulped the first five litres and then have the majority of the fuel in the centre of the bike where its mass has a reduced effect on the bike's steering characteristics.

Previous VOR four-strokes were criticised for being fat at the front, and they were right between the radiator shrouds where your knees are supposed to go. It was an impediment to getting more of your weight over the front of the bike, but that problem has been rectified by the new perimeter frame, which is not only welded rather than bolted-together now, but far narrower at the front of the bike. The VOR has actually shed 150mm between the shrouds and it's made a big difference to the feel of the machine and your ability to put your body weight right where you need it. We thought the new VOR was also flatter across the top. The bike now feels more Japanese, although saying that won't necessarily please the Italians.

Electric start is the way to go these days, even on race bikes. Oddly enough, VOR didn't introduce it because trail riders were screaming for it but because Supermotard racing is very popular in Europe and all the Supermotarders want button start. The kickstarter is retained for "emergency use" and that's a sensible idea. The electric start assembly adds only 2.5kg to the bike's weight (a claimed 114kg dry) and the whole shebang is located as low as possible under the air cleaner box. You're supposed to use the kickstarter first thing in the morning, but because we're lazy buggers we couldn't be bothered. We used the button all day and at no stage did the system start wheezing or look like it was about to give up the ghost.

All this technical information is fluently conveyed by the boys at Cross Country Action, but you have to wonder about some of the stuff in the factory's press material. It's Italian translated into English by an Albanian: "The development of this model did not miss the crucial global performance evaluation parameter, this is riding ease." Okay, pal. I'll have one crucial global performance evaluation parameter. And make it black.

Getting it on
Being Italian doesn't mean the VOR is quirky, if you ignore the forward kickstarter. The suspension is an unusual but effective combination of a Paioli shock and a Paioli-Kayaba, upside-down 46mm fork. We believe the switch to Paioli for the shock was a result of Ohlins supply problems, and because "Ohlins can be difficult to deal with."

The rebound clickers are in the top of the fork leg and compression clickers in the bottom, a setup familiar to all of us. The suspension is ideal for trail riding. The fork responds predictably to small bumps and the package gives a very plush ride without being sloppy. The bike seems to be set up for guys around the so-called "average weight", about 70kg, so you will bottom the fork if you slam something hard enough, or launch yourself off the highest point of a tailings dam and into a paddock full of rocks.

Then again, that's true of most trail or enduro bike suspensions. What trail riders want is something that gives them a comfortable ride all day without dislocating C-pieces in the spine or rupturing kidneys, and in that department the VOR delivers. You could ride this thing to Cape York and back and not require a hip reconstruction on your return.

The EN400 also has very nice brakes that combine stopping power with plenty of feel, and we liked the way the thing steered. There was a hint of headshake occasionally but the VOR goes where you point it and doesn't ask for much physical exertion from the rider.

The triple-clamps and bar mounts are nicely finished and the hydraulic clutch, a genuine one-finger job, works nicely with a gearbox that is almost Honda-smooth. The throw between gears is short and the action damn near perfect. The VOR click! is much nicer than KTM clunk!, and with this bike you can actually find neutral when the bike is stationary.

The only thing we don't like about the VOR is the ADR-enforced side-stand. The thing is spring-loaded with the tension of a Hun catapult and will not lock into place. You have to get off, stand on the lefthand side, hold the stand in place with your foot and then let the bike's weight drop onto it.

My Honda XR650 sidestand locks into place while I'm sitting on the bike and I don't see why VOR can't make one that does the same thing.

The VOR isn't what you'd call a lightning fast bike, but we reckon the VOR puts out the kind of power most trail riders like.

The single-cylinder engine develops a moderate bottom-end but comes on with a willing surge in the midrange and top-end. It's very strong through the upper regions of third, fourth and fifth gear, which is exhilarating on fast fire trails and very useful when you've had enough for the day and just want to get home. This is not one of the new generation, fast revving four-strokes that wails like a banshee and hits 13,000rpm in every gear.

It's not out to scare you and it won't do anything you don't expect, but what it will do is get you up gnarly hills with very little fuss and then deliver progressive, useable power that anyone can handle.

Another thing we like about this engine is its ease of maintenance. The air filter is easy to get at, and the engine oil is scrubbed through two washable oil filters, so you don't have to buy new filters every time you dump the oil, as you do on a KTM four-stroke (oil change cost: about $60!) The VOR's oil capacity is only 1.2 litres, though, so change it regularly and use a top name brand.

The VOR EN400 retails for $11,065 plus GST. That's about two grand more than most of the opposition and enough to dissuade some potential buyers from signing up. On the other hand, parts prices for VOR equipment are reasonable and in the long run that can make a difference. If you want more bottom-end for an EN400 you can whack on an Italian aftermarket motocross muffler for about 350 bucks. Do the same thing with a Yamaha using original parts and it'll cost you 1000 big ones.