Will China end up being the ‘new Japan?’
RIDE INVESTIGATES
China now produces an array of high-tech, great-value bikes. Industry expert Ben Purvis looks at what the future could hold…
Words Ben Purvis Pictures Bauer Archive
BMW-based Voge DS900X has been one of the success stories of the year
The story of the British motorcycle industry’s fall from grace is already a well-worn one – complacent about its superiority, it noticed only too late that customers were turning to Japanese bikes in droves. And today we’re witnessing a leap in technology and capability from Chinese bike makers that could put them in a position to carry out a similar coup.
The rate of development today is breathtaking, even if many aren’t aware yet. Take QJMotor, for example: the brand was created by Benelli and Keeway owner Qianjiang in 2020, with a single bike – the SRK600 – that was essentially a restyled Benelli TNT600i. Five years on and QJMotor’s global line-up includes more than 140 models – from 50cc scooters to 1000cc four-cylinder sportsbikes, electric bikes and even a range of ATVs. The company races in the World Supersport Championship with its own SRK800RR, is title sponsor of the MSI Moto2 team, and we’re sure it has its sights set on the UK market.
In this country, CFMoto is perhaps the best-established Chinese bike brand. In the past they have collaborated with KTM for engines, but now also develop their own, too. The firm has also recently launched their first three cylinder models, the 675SR-R sportsbike and 675NK roadster. At less than £7000 they’re both stunning value, highly competent and loads of fun. In China they also have a four-cylinder sportsbike and machines as big as the 1250TR-G tourer – a technological tour de force with the largest touchscreen dash of any production bike, radar, and a KTM-derived V-twin engine that produces 141bhp.
Last year saw the launch of China’s most ambitious motorcycle yet, the Souo S2000, made by a newly created motorcycle arm of car and truck-building giant Great Wall Motor (GWM). The company took Honda’s Gold Wing as a template for ‘biggest and best’ and aimed to outperform it in every area, resulting in a 2000cc eight-cylinder tourer with an eight-speed dual-clutch semi-auto transmission and every gizmo imaginable.
“Positive attitudes are increasingly prevailing”
CFMoto’s 1250TR-G: not in the UK yet, but watch out BMW RT…
Growing demand
The increasing acceptance of larger-capacity Chinese bikes can be seen in their rapidly rising sales figures. CFMoto, for example, `achieved only 70 new bike registrations in the UK in 2021 according to DVLA figures, but that’s rocketed since then. In the first six months of last year – the most recent available figures – 406
CFMotos were registered, and the quarter-by-quarter graph shows rocketing growth since 2023.
The number of Chinese manufacturers offering large, 600cc-plus bikes in the UK is growing fast as well. In the past couple of years, we’ve seen newcomers like Voge – part of BMW-partnering Loncin – Morbidelli and Kove appear on the market. We ran a Voge DS900X, which shares crucial components (including the engine) with BMW’s F900GS, and found it to be practical, fun and fitted with a stunning level of kit for its £9199 sticker price.
The common theme is a combination of high equipment levels and low prices, making a tempting proposition for riders who are prepared to venture away from the safety net of mainstream brands.
Dominic Harris, spokesman for CFMoto in the UK, told us: “Positive attitudes are increasingly prevailing among customers and dealers. Many are excited about the build quality and affordability of Chinese bikes, often comparing them to Japanese and European competitors as opposed to other Chinese brands.
“This shift is evident in the growing interest and sales, as well as the favourable feedback regarding their value for money and reliability from both motorcycle press and customers themselves.”
When it comes to ownership, reliability and parts availability, he’s similarly upbeat, saying: “Feedback from customers has predominantly been positive with regards to ownership experience. Customers and dealers alike have found these bikes to be reliable and durable, often exceeding expectations.”
RiDE reader Seb loves his CFMoto 800NK Advanced
‘MY CFMOTO HAS BEEN SO IMPRESSIVE’
RiDE reader Seb Seal made the leap to a £7099 CFMoto 800NK Advanced last winter, swapping from a 200hp-plus supercharged Kawasaki Ninja H2 SX to the Chinese-made twin.
“The fit, finish and quality of the machine is genuinely outstanding,” he said, “And the feisty, crackling twin is more than enough for mere mortals on the road. The bike is great fun and does everything the Ninja did apart from the ballistic and unusable top end.
“The only downside I have experienced is general xenophobia – something similar to that of when people still harped on about ‘Jap Crap’ when I was starting out.
“The 800’s cruise is the most glitch-free I’ve ever come across and contrary to reports is terminated by any additional throttle, clutch or brake input.
“The J.Juan brakes are every bit as good as Brembos and suspension is on the supple side of sporty. It’s worth noting that parts for these direct from China cost peanuts – a genuine comfort seat is £60 including VAT, taxes and delivery.”
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Speed Triple gets cushy
FIRST RIDE - TRIUMPH SPEED TRIPLE 1200 RS
Electronic Öhlins upgrade solves Speed Triple’s rough-riding issue
The same bold presence, now with a ride to match Pictures: Chippy Wood, Stuart Collins
ELECTRIC SHOCK
The Öhlins TTX shock absorber and upside-down forks now have a black box in charge of the damping adjusters, constantly reacting the load, road conditions and your set-up desires – similar to the old 1200 RR, but with next-gen electrical/damping parts.
CLEAN PUNCH
Euro5+ forced a few tweaks to improve emissions, but Triumph married the legislative changes with performance improvements. Peak power is now 181bhp (three extra), plus an extra 2lb·ft of torque.
The 2021 SPEED Triple RS was a swing and a close miss: stonking engine, good kit, but the ride quality and handling let down what should have been a brilliant roadster. The RR variant, with semi-active damping, was better – but the incongruous retro mini-fairing and low bars limited appeal.
While the RR is discontinued, the RS is updated for 2025 with digitally managed suspension in the form of the Öhlins’ latest EC3 system, as well as refined electronic and mechanical components to respond faster and deliver something akin to the effect of MotoGP ride-height devices, fiddling with settings to promote grip out of corners. Clever.
The main benefit is eradicating the out-of-the-box setup that was too harsh, yet lacking support if you wanted to get lively. The digital interface allows fast access to a selection of suspension presets to suit your desires, too, so no need for an intimate understand of prebound and depression damping to correct it…
Personalising it is straightforward – you tell it you want more braking support, or stability, or nicer ride quality, via sliding toggles in the menu. No doubt this will pay dividends on a sunny back road or track, but it also proved a significant benefit for the largely wet conditions on the combined street/circuit launch: the standard Pirelli Supercorsa SP tyres are arguably a bit too racy for a bike that’s not track-focused (even though it is track capable), yet the suspension is able to dial in compliance and aid natural grip in tricky conditions, helping make the best of a semi-slick tyre designed to excel on sun-kissed tarmac. A manually adjustable Marzocchi steering damper has been added to calm wobbles – rarely needed on the road, but the RS threatened to get wriggly a time or two on track, so you may call on its calming influence at some point…
The Speed Triple’s road-focused punch is still the star of the show, with an extra 2lb·ft of torque delivered 250rpm earlier. It’s a true, built-for-purpose supernaked engine, rather than a watered-down sportsbike – and all the better for it. It revs on with ferocity, but that midrange-centric delivery makes its substantial output usable at close-to-sensible speeds.
STUNTS FOR ALL Triumph have segregated wheelie control from traction control, but it’s not just a preventive measure – set it low enough and it’ll hold the front wheel aloft with minimal stunting ability required from you…
The electronics have had a makeover too: separate wheelie control, engine braking management and ‘brake slide assist’ are introduced for track fiends to get the most out of it: I only really got chance to try the wheelie control, which offers the surreal experience of being able to pin it, front wheel 600mm in the air for as long as you like. As someone who can’t wheelie ordinarily, this could get me into trouble… The operating system and display is still a bit clunky and doesn’t allow quick adjustment on the move, or display as much info as you’d like without opening submenus. Trip functions aren’t displayed as readily as we’d like, either.
It is more comfy, with higher, wider bars shortening reach and keeping the spacious seat-to-peg gap. Vibes are reduced by a revised balancer – at certain rpm (about 70mph in top, annoyingly) there was an unpleasant high-frequency buzz, but on the basis of this ride at least, it’s better.
The rest of the Speed Triple is similar to before, but that’s no bad thing. It’s a shame rain prevented us getting a full picture of how the revisions have improved the bike, but it should be a much closer, more viable alternative to the KTM Super Duke and Aprilia Tuono V4, as well as the MT-10 SP. Those extra manners and niceties should underpin what was already a very potent machine.
DAN SUTHERLAND
BEYOND THE HYPE: The bits that actually make a difference
It’s cushy
The previous RS’s harsh damping is a thing of the past with the 2025 model. The Öhlins magic-carpet effect cossets you far better and aids mechanical grip in poor conditions with no drawback in the dry when you push on.
Better electronics (if you can find them)
The new digital toys are great fun, but Triumph’s joystick controls – as well as the menu layout on the TFT dash – remains frustrating. They’re getting better, but a more significant change to the interface is needed.
Flip-flop faster
New wheels with a hint of OZ Piega style (they’re unbranded, cast parts) look the part and knock a few grams off the unsprung weight. Not enough to feel as you lift it off the stand, but it helps make it a touch more responsive in direction changes.
The second-gen 1200 RS makes a much stronger case for itself now it has the ride quality it desperately needed as a sporty roadster with track potential. It’s a successful update that’ll make owners of the old bike envious.
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2024 Voge DS900X: What we’ve learned after 3400 miles
LONG-TERM TEST BIKES
Can you trust a cut-price adventure bike from a relatively unknown brand? After five months with Voge’s DS900X, we have the answers…
Pictures Bauer Archive
It’s been an interesting few months with the Voge DS900X. Launched in early autumn, it impressed us instantly with its equipment level, superb value and more-than-passable dynamics. Loncin, the company behind Voge, also manufacture BMW’s F900GS motor and this bike shares a version of that engine while also having a similar chassis and running gear – at a fraction of the cost.
So, where the catch? We’ve given the Voge a hard time to find out. It’s been out in snow, salt and gloop, been razzed up and down the country, and has hosted more RiDE staff buttocks than any other machine. We’ve clocked up more than 3000 miles on it, and aside from one hiccup it’s been pretty plain sailing…
1 Time to stop talking about ‘Chinese’ bikes
It’s impressive. Fit and finish are way ahead of bikes from a few years ago. Metalwork is convincing, well-painted with an aluminium sparkle to bars and yokes, the filler cap is solid, plastics are thick and fit well. General component spec is on par, and after a winter’s use there’s no significant corrosion – things like wheel spokes, disc carriers and buttons, banjo bolts and fasteners are all clean. I’ve seen Japanese bikes looking far worse far more quickly.
Simon Hargreaves
2 Dynamics are decent
Aside from a dragging centrestand, it’s fun in the bends
KYB suspension is soft as standard, but is adjustable and responds well to tweaks – it controls the Voge’s hefty 270kg wet weight reasonably well and give accurate handing, even if it isn’t exactly a corner slayer. The DS900X loves A and B-roads where you can pick a flowing line, rolling on and off the gas and taking advantage of the smooth and effective F900GS-based motor. That motor also gives vibe-free, tall-gear cruising on the motorway. Comfort and wind protection are good, too.
Matt Wildee
3 Beyond fully loaded
Enough here to keep geeks happy for months
Nothing else matches it for kit at the price. Big TFT dash, cruise, heated grips and seat, keyless, crash bars, fogs, handguards, centrestand, TPMS, aluminium panniers and top box, blind spot radar, front video/stills camera, quickshifter, adjustable levers and screen, rider modes, traction control, and satnav via Voge’s app. Probably more I forgot to mention. And it all works okay – switchgear is good, menu navigation easy enough, and while the screen’s a bit cluttered, it’s informative. An amazing inventory.
Simon Hargreaves
4 We’ve had a few niggles, though
Headstock bolt loosened off
The headlight aim was hell to adjust. The headstock nut worked loose. The fuel gauge is the most inconsistent of any I’ve ever used – sometimes staying ‘full’ then dropping like a stone – and isn’t helped by a lack of a range indicator. Keyless ignition is good, but infuriating when it isn’t combined with a keyless fuel cap and a tiny key stored in the fob. The centrestand drags when you corner quickly, and when we put the bike in for a firmware update, the odometer was reset to zero. Voge are replacing the dash under warranty and the mileage can be reinstated.
Matt Wildee
5 Overall, it’s a pretty decent package
Comfortable, well-built, reliable over our test period, and offers so much for the cash. It doesn’t feel quite as together or sophisticated as a Tiger 900 or F900GS – they are lighter, more powerful and, if your ride briskly, much more fun. But the Voge is more than 30 per cent cheaper for a bike with similar spec, and while it’s a tidy handler and has a good motor, it feels a step away from the cutting edge. For many, though, the price will mean this won’t matter a jot.
Matt Wildee
WHAT WORKS WHAT DOESN’T
Brilliant luggage as standard
At the time of writing, Voge include a £1000 set of 27-litre aluminium panniers and 27-litre top box free with the DS900X. They’re brilliant, well-made items, and felt-lined for a posh touch. SiH
Proper running gear and tyres
Brembo calipers are proven, as is the KYB forks and the shock (which has a neat hydraulic preload adjuster). OE tyres are Pirelli Scorpion Trail IIs – they have proven good in the wet and last well, too. MW
Candid camera, but unnecessary
Camera runs on a constant loop recording to a card on the bike, links to your phone over Wi-Fi, and can grab a screenshot by pressing a button on the right bar cluster. I’ve never been keen to use it, though. SiH
COSTS SO FAR
First service £180
Fuel, 303 litres @137.8p/litre £417
Cost per mile £0.18
THE FACTS
£9199
94bhp
270kg
MILES THIS MONTH 698
MPG THIS MONTH 51.0
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A great route to ride… The Brecon Romp
The Brecon Romp
Best for Riding roads made famous by Top Gear (but they’re pretty good nonetheless)
Length 86 miles
Route Start off the A465 at Garnlydan, B4560 to Llangyndir, Talybont-on-Usk, then head for Merthyr Tydfil, back into the hills on the A470, loop back to Hirwaun on the A4059, then A465 again to Abercraf and into the hills again on the A4067, loop round onto the A4069 Black Mountain Road
Love it because It’s remote, wild moorland, with some amazing strips of tarmac
Take a picture Pontsticill Reservoir
Stop for food Aberglais Inn just outside Merthyr