Voge 900 DSX 2024 review | First Ride

Along with standalone bikes from the likes of CF Moto and others, the Voge 900 DSX embodies nothing less than a coming of age for the vast Chinese motorcycle industry as it squares up to the European and Japanese establishment on its own terms, rather than just as a manufacturing partner or the money behind reborn names like Benelli or Moto Morini.

In looks, power and design the 900 DSX may conform to adventure bike norms but stands for much more than that, combining a stunning price with quality components and an engine born of a long-standing partnership with no less than BMW. That Voge has then taken a motor it builds through this arrangement for the very similar looking F 900 GS, built its own bike around it and then priced it to undercut its German relative to the tune of several thousand pounds may have some at BMW pondering the unintended consequences of such outsourcing deals, the 900 DSX’s smart use of proven parts from big name suppliers to help its credibility only rubbing salt on the wound. Will that be enough to tempt buyers away from the bigger brands and their longstanding legacies? Time to find out.

Describing the Voge’s design as ‘generic adventure bike’ sounds like damning with faint praise, but people seem to love the format and the 900 DSX is no better or worse looking than any of the others in the class. Indeed, with its tubeless wire wheels, gold KYB forks and purposeful proportions it’s perhaps even a cut above the average, especially when you factor in the price. Fit and finish looks pretty decent as well and, some cheap switchgear apart, stands passing comparison with Japanese rivals from Honda, Suzuki and Yamaha. Good enough to grab your attention if you chance upon it alongside them in the showroom and then hold it when you see the price ticket.

Under the plastic panels it’s nothing out of the ordinary, with a steel mainframe, tubular bolt-on subframe and an aluminium swingarm and monoshock. This and the forks are from KYB and are fully adjustable which, spot the recurring theme, is impressive at this price. Ditto the Brembo brakes bolted to them. The adjustable screen, standard side-mounted LED spotlights, handguards, racking for the luggage and the engine protection bars give it a slightly fussy appearance, but going by the adventure bikes you see out and about, buyers love this fully accessorised look and it’s all included as standard.

A parallel-twin with a 270-degree crank is pretty much the default in most mid-size bikes these days, the 895cc unit in the Voge a product of a long-standing relationship between parent company Loncin and BMW. Its 95PS (70kW) and 95Nm (129lb ft) are a little down on what the same puts out in BMW’s equivalent F 900 GS but at the upper end of the class, even if it’s less characterful than the unexpectedly fruity Suzuki V-Strom 800DE and perhaps a tad softer than Honda’s hard-hitting twin in the XL750 Transalp. So, while you may not fall in love with the engine, it’s more than up to the job, pulling with a free-breathing flexibility and capable of dismissing A-road overtakes without need to clog it down a couple of gears from a cruise. The standard-fit up-and-down quickshift makes it easy to do so if you wish and seems to work effectively.

A claimed weight of around 220kg puts it on a par with that equivalent V-Strom 800DE, this and the big 21-inch front wheel (complete with a steering damper) demanding meaningful inputs. Saying that, with your weight nicely centred in the bike and the confidence-inspiring support of the forks, you can hustle the Voge along at a respectable rate whether the roads are tight and twisty or open and flowing. We didn’t fiddle with the stock settings on the suspension but, while it felt plush and impressively composed, a mild mid-corner compression was enough for it to blow through its travel and drag the centre stand, suggesting a bit more preload or compression damping might be worth dialling in, especially if you’re carrying a pillion or loaded up with kit. Beyond that, there’s nothing to suggest any nasty habits, the adjustability meaning if there were you’d hopefully be able to tweak the set-up to deal with them.

Riders seem to like the tall, upright adventure bike stance for much the same reason SUV drivers like sitting up high – the confidence gained from an elevated seating position and ability to see over things. Unless, of course, they happen to be other adventure bikes or SUVs. Anyway, while the 900 DSX’s off-road friendly ride height does make it reasonably tall in the saddle, it doesn’t feel as top-heavy or unwieldy at low speeds as some ‘full fat’ adventure bikes, the relatively slim waist meaning you should be able to get your feet down at a standstill. Once up and running the Voge is easy to get along with, the big front wheel and the suspension travel meaning you can ride without fear of the lumpy tarmac, potholes, speed humps or other imperfections that might have riders of lesser machines backing off.

Decent damping support means little of the diving under brakes or wallowing over bumps you can get on some long-travel bikes, and the Voge feels like it would be a comfortable place to rack up miles, be that on the daily commute, long Sunday rides or extended tours. Heated grips and a heated seat will broaden that operating window to the winter months as well, while the adjustable screen helps you duck out of the worst of the wind and rain. In short, first impressions suggest this will be a comfy place to put in the hard miles and the 900 DSX brims with the practicality folk love in this format of bike.

Where to start? Value for money in Voge world doesn’t just equate to mechanical stuff like the engine, suspension and brakes; the 900 DSX also includes an incredible package of electronic goodies ranging from an app-supported 7.0-inch TFT instrument display through to four rider modes (three for the road and an off-road Enduro setting), cruise control, rear radar with blind spot alerts in the mirrors and even a built-in dash-cam in the front fairing to record those SMIDSYs for posterity. Or insurance claims. The rear radar can also sense vehicles closing too fast from behind and flash the brake and hazard lights at them, which sounds gimmicky but if it means the difference between being rear-ended or not while waiting to merge onto a roundabout then we’ll take it.

Engine bars spare crankcase scrapes if you manage to drop it, while the standard centre stand makes regular maintenance like oiling the chain a breeze, these all features you’ll likely end up paying extra for on rival bikes. Even the three-piece hardcase luggage is included, the price advantage the 900 DSX starts with only extending as you option up or accessorise equivalent bikes to a similar level – to pick one example a Suzuki V-Strom 800DE Tour with its full luggage set is £12,499 and would still need more spending on it to get much of the stuff the Voge includes as standard. We also optioned up a BMW F 900 GS on the configurator with comparable bits and that was knocking on £17,000 before we’d even added the luggage set. Realities like this really put the Voge’s £9,199 starting price into context.

Where classic and sports bikes live by brand image and associations with glories past or present, adventure bikes are often bought more with functional needs first and foremost, be that commuting or touring. Which is why, despite it being a competitive sector, Voge is smart going all-in here. Put it this way, if you arranged an ID parade of modern adventure bikes with all branding removed the 900 DSX would more than pass muster among them, an impression that would endure if you then rode them all back-to-back still oblivious to which was which. This is no mean feat, the fact it does this while undercutting pretty much every equivalently equipped alternative by literally thousands of pounds even more astonishing.

Objectively, it’s an impressive effort. But badge affiliations are strong, especially among motorcyclists. And where a Honda, Yamaha, Suzuki, KTM or BMW brings with it certain expectations or associations, the Voge is little more than a collection of parts – seemingly decent ones and put together with some skill – but lacking any emotional connection or provenance. Not a problem if you’re just after the most bike your money can get, but perhaps the toughest nut for newcomers like Voge to crack. The established brands had best enjoy that advantage while they still can, mind.