Under 9K for a 900cc adventure bike? Enduro21 takes a first look and test ride of the Voge 900DSX, the new flagship model from the little-known Chinese brand billed as a high-end Grand Tourer with “enduro styling and off-road DNA”.

“Fully loaded” adventure bikes can cost a penny or two. Take a 900cc (or similar) model from any big-selling brand and start adding in luggage, heated seats, spot lamps, quickshifter, centre stand, spoked wheels and quickly the price you thought you could maybe stretch to has rocketed out of reach.

Part of a growing range of motorcycles from Voge, the 900DSX stands before us as a familiar-looking adventure motorcycle with everything and more you’d expect in terms of chassis and engine spec plus a list of extras you won’t quite believe.

But it also comes in at a retail price just over 9K on the road in the UK, where Enduro21 tested it. A comparable 900cc adventure bike with the same spec can easily be double that price…

You’ll already have worked out that means it is Chinese but with links to major European motorcycle manufacturers (some of whom it clearly resembles) and shared components such as the engine, brakes and suspension, this bike is the ‘yeah, but’ response to every expensive Adv bike in any showroom.

Not our usual kinda bike test

We hadn’t heard of Voge (pronounce the G like a J in English) until the invite came through for a day’s riding in the North of England. Enduro21 readers will know we jump on the odd adventure bike from time-to-time, and this was a good opportunity to try something different and check out how good a high-spec Chinese bike really is.

Get a load of this lot

An 895cc twin cylinder engine is a strong draw because, like the Yamaha Tenere, Honda Transalp or KTM 790/890 is the correct ingredient for a cracking Adv bike.

Built by the Loncin factory it has equal power and torque ratio of 95 (claimed) is has pedigree being, we understand, the same as you’ll find in the previous generation BMW 800 GS.

KYB suspension, spoked 21/17-inch wheels sizes, Brembo brakes and a long list of rider aids like traction control, ‘ride by wire” throttle with four riding modes, up and down quick-shifter and slipper clutch, and a host of creature comforts like the heated seat and not one but three, yes three, different types of plug sockets and frankly all the ingredients are here.

Voge 900DSX technical highlights:

• 895cc, lc, 8v, DOHC, parallel twin cylinder engine with 270-degree crank with a claimed 95hp and 95Nm torque
• Perimeter steel frame and aluminium swingarm
• Adjustable KYB forks and monoshock
• Brembo brakes with ABS
• 21”/17” front rear wheel sizes with spoked wheels and 305mm twin discs up front and single 265mm rear
• 7” colour digital display screen with muti-functions including tyre pressure sensors
• Keyless ignition button (keep key safe in your pocket)
• Heated seat and grips
• Pirelli Scorpion II Trail tyres
• LED lighting including spotlights
• Three-piece aluminium luggage system with racking
• Warning radar/blindspot assistance in mirrors
• Cruise control
• Two-type USB plug and 12v power socket
• Dash cam
• Engine bars, centre stand, handguards
• Quickshifter
• Slipper clutch
• Four switchable riding modes plus traction control (Sport, Rain, Enduro and Road)
• Aviator Blue, Lime Green and Matt Black colours
• Service intervals every 6,200 miles

On the road test

We don’t want to keep banging on about the spec of this bike but it seems like it is the overriding thing. Jump onboard and it quickly establishes itself as an easy to ride, middle weight adventure bike, just as you hope it should be.

So much so it took hardly any time to acclimatise thanks to a pretty standard riding position, comfortable bars-to-feet-to-seat ratio and all controls simply working exactly as you expect. There genuinely wasn’t anything to find fault with on our test bike.

It has a flexible twin cylinder engine which cruises nicely on a motorway, but is torquey and delivers power in a docile nature at slow speed but pulls strongly enough through mid-range.

It carries a bit more lardiness than some, and the suspension is softer too, but in general riding became thoughtless, and we got on with enjoying the Lancashire lanes.

Get yourself connected

The large 7" full colour TFT display with mobile connectivity is clear and easy to use, once we worked out which button was where and did what it was logical with menus to scroll through to choose your riding set-up for mode and braking/traction control. We settled on Enduro mode so we could pop a wheelie or lock the wheels but the intervention from the other modes is subtle and usable in different road conditions.

Road conditions and other roads users can also be recorded in decent quality with the onboard dashcam as standard. You can even take a snapshot as you ride with a button on the right cluster.

These aren’t anything extraordinary, just stuff you expect with a modern vehicle and to find them all functioning on the standard 900 DSX feels rare.

Getting over global manufacturing as a ‘thing’

Global manufacturing means just that and if you know of an adventure bike out there which hasn’t got parts manufactured and sourced from Asia then it will be a rare one.

It’s not new of course with KTM’s even closer embed partnership with CFMoto creating a few like-for-like motorcycles with the Austrian versions sitting at higher price points and the Chinese option selling like hot cakes. Stayed tuned also for the increasing number of Indian manufacturers including Hero expanding around the world. It’s the norm, get over it.

The nub of it is the manufacturer doing all the expensive development work is selling a more expensive bike because it has to. The cheaper motorcycle does carry some similar parts like the Brembo brakes but it must be pointed out the KYB suspension, here for example, is not the same kit fitted to a Ducati. It’s fair to say in most cases the model with the premium brand badge on the side is the most up-to-date and newest (and therefore better?) motorcycle.

It's like comparing different tools. You could buy an expensive Snap-on combination spanner or you could buy a bargain bucket one made of cheese. The best option is the best one you can afford, which is in the middle for most people.

The Voge 900DSX is an affordable but good tool for the job of Adventure bike riding. Its couple of years older Loncin-built engine (the same as the previous model BMW 800 GS) is still a good engine. The motor doesn’t feel as sharp are that Beemer, and overall we’d say it feels a bit heavier and less refined in the suspension department than some rivals.

“Off-road DNA”?

In among its rivals the 900DSX is more road-oriented and not really a rival for an 890R Rally or Tenere Extreme on the dirt due to suspension, ground clearance and general off-road skills. It’s fine off-road to be clear, just it’s more tuned to gravel tracks than Erzbergrodeo.

We can’t vouch for the longevity of parts and warranty from a one-day test but we know UK importers MotoGB are a very well established business with good customer care and parts supply.

That price tag is a hell of a lot less for the equivalent spec on a European or Japanese mid-weight Adv bike but this is a heck of a lot of bike for the money without too much scrimping on the spec sheet.

We won’t go into more detail as we know Enduro21 readers are more inclined to off-road – if you want to know more then get in touch.

But if you’re in the market for an immediately easy to live with, comfortable, capable and more affordable high-sepc adventure bike then stop off at a Voge dealer.

More information: www.vogemotorcycles.com