VOGE

Voge 900DSX: accessible maxitrail and in “full equipment” configuration

The penetration of Asian manufacturers into Western markets not only maintains the intense pace of expansion that we have already seen in recent years, but it even seems to be increasing.

This is confirmed when reviewing Voge's evolution. The Loncin Group's premium brand was presented to us in society in 2019 with an offer of six motorcycles based on a 300 cc and a 500 cc mechanism.

But in just five years its range has grown to fifteen models in different segments - trail, naked, scooters, scrambler, electric - and many of them debuting new driving and cycling platforms.

This effort by the Asian firm, together with the work of the Onex Group, which is in charge of distribution in our country, has allowed Voge to be among the “top ten” in the Spanish market during the 2023 academic year with just over 4,000 registered units. .

Until now, the trail/adventure motorcycle proposal was made up of the DSX 650, 525 and 500, and the 300 Rally - along with its DS sisters with a more asphalt configuration.

The saga now grows to its eighth member with the launch of the new 900DSX, the largest model that Voge has launched so far and which becomes the brand's new flagship.

KNOWN ENGINE...This motorcycle is the result of joint development with BWM, in a collaboration between the German and Asian brands that both parties expose openly and openly.

This “joint venture” dates back to 2005, when Loncin began producing the 650 cc engine for several BMW models. Later they would also make the twin cylinders of the German F series and would even take full charge of manufacturing the C400 scooter (a structure that Voge took advantage of in 2023 to launch his own SR4 Max).

The synergies are now used again in the 900DSX, whose engine has been developed in collaboration with BMW, but since 2017 - because it not only powers the new 900 GS, but also the previous R and XR.

We are talking about an 895 cc in-line twin, with the crankshaft set at 270 degrees, 95 HP of power (70 kW) and 95 Nm of torque. It is powered by a Bosch injection system with traction control and four engine modes.

The fact of staying below 100 horsepower makes it possible to offer a limited version for A2 license, although this will not arrive until February 2025 when the version approved for Euro5+ also appears.

Of course, Voge boasts of the efficiency and cleanliness of its engine, which has achieved about 99 grams of CO2 per kilometer in homologation tests, which also translates into lower taxes and acquisition costs.

The chassis has been designed especially for the 900, as it is different from the rest of the DSX saga. It is a double beam steel frame, with the supporting engine without a cradle, removable steel subframe and aluminum swingarm.

The suspension uses Kayaba material front and rear, with a 43 mm inverted and multi-adjustable fork -preload, compression and extension-, and a shock absorber with remote preload adjustment and hydraulic rebound. A steering damper is also missing.

The brakes combine Brembo calipers with in-house pumps, for a double 305 mm front disc and a 265 mm rear disc, as well as dual-channel ABS.

“FULL EQUIPE”…As you are seeing, the structure of the 900DSX is more or less conventional, but, now, what the Voge stands out for is for having an impressive “full equipment” equipment in which there is practically no lack you are welcome.

In terms of ride comfort, it has a hand-adjustable windshield - two positions -, heated grips and seat, adjustable levers, footpegs - for passenger and driver - “off road” with removable rubber without tools; 5 and 12 volt power outlets with outputs for standard USB, USB C and cigarette lighter plug.

To facilitate maintenance operations and improve the overall robustness, it comes with a center stand, skid plate, engine guards, handlebar covers and tubeless spoked wheels with Pirelli tires. The lighting system is all LED, including auxiliary fog lights and turn signals with emergency braking function.

And in electronic “gadgets”, the 900DSX is by no means spartan either: “quick shifter” to shift up and down, ignition with proximity key, rear radar for blind spot warning system in the mirrors, cruise control; 7-inch TFT screen with mobile connectivity system, turn-by-turn navigator and tire pressure monitor…

Even, like other Voge models, it comes with a 1080 HD front video camera with a button on the handlebar tips to also capture photos. The system records continuously and automatically when the engine is started, dumping the files to the included SD card, in which it even separates the photos taken and the “highlights” such as overtaking or hard braking into different folders. It is designed more as a security camera against road traffic than as an action camera.

Well, all this is what the 900DSX offers as standard for €8,888..., including a 5-year warranty and a launch promotion that allows it to be equipped with three aluminum suitcases for €898 (offer valid until May 31, 2024). . This new model is now available in dealerships in three chromatic finishes.

Those responsible for the brand told us during the presentation that this is not just an introductory price, but will be the natural price of the Voge. They also explained to us that the possibility of adjusting the price is due to joint development with BMW, as well as the efficiency of distribution and production, through highly robotic manufacturing.

THE THREE BES...The impressive equipment/price ratio of the 900DSX makes it clear that this motorcycle perfectly fulfills the third essential quality of a commercial item: cheap. And we say this as an objective judgment, not as a derogatory assessment.

The second of the Bs, pretty, is always a matter of subjective taste, and in truth the Voge meets the aesthetic standards of Western adventures. Something that is due to a design of Italian origin, and hence its angular lines, its robust appearance, with “packaging” and a level of finish comparable to that of much more expensive models. Although it is also true that, by sticking so well to the canons of the segment, it ends up being somewhat impersonal.

The first of the Bs, the good one, is the one we were able to verify while riding the 900DSX for the first time through the Sierra Norte of Guadalajara, completing about 200 kilometers on all types of roads, including some dirt tracks.

The general assessment of this Voge is similar to that of its appearance, as the 900 DSX offers a performance that accurately meets its aspirations, especially in essential sections such as the engine, chassis, brakes and suspensions. Although here we do not find a differential feature that distinguishes it from other options with more personality.

A clear example is found in the engine, since the mixed twin-cylinder offers very good performance, with about 95 HP that expresses its greatest vigor in the low and, above all, in the midrange, since at the top we find a permissive but flat stretch. It is a capable and pleasant mechanism to travel kilometers happily and without realizing it, given an adjusted level of vibrations that are only felt occasionally between 4,500 and 5,000 revolutions.

We also find the response of the electronic accelerator precise, although as long as we leave the Road mode on, since in the Sport, the Enduro and the Rain a less natural feel arises - due to excess aggressiveness in the first two, and too much delay in the third -.

Engine modes that, by the way, during our contact could only be changed with the vehicle completely stopped, although those responsible for Voge Spain explained to us that this will be solved in a matter of weeks with a software update that will allow the modes to be varied in March.

Small imperfections appear in the operation of the “quick shifter”, which fails in certain situations – at a few revolutions and low gas load – although the transmission mechanism itself also seems somewhat imprecise. There is nothing to blame for the response of the clutch, with its smooth operation on the lever and dosable action.

The cycle behavior also achieves notable satisfaction without fanfare. The 900DSX seems to us to be a trail especially stable on a straight line and changes direction at high speed, with sufficient handling on more winding sections but, logically, affected by the 21-inch front wheel and a weight of 215 kilos (with its 17-liter tank). empty).

The suspensions offer uneven behavior from the start, with a somewhat firm front end and a shock absorber that is too lively. But both situations can be corrected by playing a little with the settings as we were able to see during this test.

Regarding the brakes, we have been fully convinced by the front one, with a lot of power and precise feel, but not the rear one, which is too aggressive and tends to block easily, so the ABS kicks in very quickly.

The Voge offers a comfortable command position, with a comfortable and not very high seat (825 mm), wide and very well placed footpegs and a handlebar that is somewhat lower than what is typical in trail models.

Aerodynamic protection does not seem to be the most outstanding aspect of our protagonist, because even with the screen in its highest position the pilot continues to notice more wind than ideal if he intends to do long runs on fast roads.

There are other details that do provide the expected level of comfort such as the good functioning of the heating of the grips and the seat, the blind spot warning lights well integrated into the mirrors - they are visible, but they do not bother - and the excellent quality of the dashboard. instruments, with great clarity on the screen, large digits and good distribution of information. It's a shame that other options are missing, such as being able to vary the basic information on the main screen, something that cannot be done at the moment, although it is awaiting a future update.

Voge proposes its new 900DSX as a trail designed for 50/50 dual use on road and dirt tracks, although we think it is a fairly optimistic percentage, since it seems to us to be a much more “on road” adventure than “off road.” ”.

We think so because of the low location of the handlebars, which creates a strange position when riding standing up, with your arms quite low. The suspensions and chassis do not completely clash on dirt tracks, but the travel (194 mm at the front and 198 at the rear), the ground clearance (190 mm) and the tires (Pirelli Scorpion Trail II) are not designed for roads that are too accidented.

DATA SHEET

Price: €8,888.

Engine: 4T, 2 cyl. in-line, water cooling.

Diameter x stroke: 86 x 77 mm.

Displacement: 895 c.

Compression: 13.1:1.

Maximum declared power: 70 kW (95 HP) at 8,250 rpm.

Maximum declared torque: 95 Nm at 6,250 rpm.

Secondary transmission: Chain.

Gear: 6 ratios.

Chassis: Steel perimeter with supporting motor.

Geometry (advance): N.D.

Front suspension: 43 mm diameter Kayaba inverted fork. 194 mm travel. Adjustable in preload, compression and extension.

Rear suspension: Kayaba monoshock. 198 mm travel. Adjustable in preload and extension.

Front brake: Two 305 mm discs. Brembo four-piston calipers.

Rear brake: 265 mm disc. Brembo two-piston caliper.

Wheels: 90/90-21" / 150/70-17".

Tires: Pirelli Scorpion Trail II.

Tank capacity: 17 liters.

Wheelbase: 1,580 mm.

Seat height: 825 mm.

Weight (empty): 215 kg.

Reporter: Marcos Abelenda