The Voge 900 DSX is a significant motorcycle. It’s the new flagship from Voge, the premium brand of vast Chinese concern Loncin (which also makes many Lexmoto models and has with partnered BMW since 2007 in building the German giant’s F-series engines).

The Voge brand was launched in 2018, and the 900 DSX is a well-specced middleweight adventure bike based on its own version of the F 900 engine. The result is a Chinese bike which not only undercuts its European or Japanese equivalent on price, but matches it for performance and, for the first time, even beats it in terms of specification and equipment.

Or, to put it another way: the 900 DSX is effectively a Chinese interpretation of the BMW F 900/800. It is a capable, versatile, middleweight adventure bike with a virtually identical engine, but on paper has better equipment including a big TFT dash, adjustable suspension, Brembo brakes, dash cam, heated grips, heated seat and even standard metal luggage – all at a price that’s thousands cheaper.

It might not be perfectly executed or have the brand prestige, proven reliability, residuals and dealer experience of its German partner, but the Voge DSX is in many ways a better bike and certainly a far better equipped one – and when was the last time we could say that of a Chinese motorcycle?

The DSX is powered by a version of BMW’s 895cc F-series parallel twin which currently features in the German brand’s F 900 and (in lower tune) F 800 GS adventure bikes. Voge’s parent company, Loncin, has been assembling these engines for BMW since 2007, however there are slight differences with the example in the Voge.

The clutch cover has a different logo while internal differences (including, presumably, the electronics) end up with the DSX producing 95bhp compared to the F 900’s 105 and F800’s 87. The result is more than adequate and supported by three switchable riding modes, not to mention a standard quickshifter.

But it’s not the only difference. The DSX is also slightly under-developed and unrefined in direct comparison with the BMW. It’s overall gearing is oddly high, its throttle response imperfect, power delivery a little raw, while its quickshifter, although OK, works only on up-shifts, not down. Yes, these are really only niggles, but they’re there.

It's a similar story with the DSX’s chassis. Although the individual suspension components are undeniably decent quality and the ride is plush, it again doesn’t feel quite as refined or as well set up as it could be. Its front end is a little soft, its rear a little firm and the result is handling that is more lumbering, wallowy and imprecise, requiring more deliberate positioning into corners, than a well set-up machine might be. On the plus side, the suspension is all adjustable, but it could be better out of the crate.

Although based on the BMW F 900/800, the DSX comes over as a significantly larger, bulkier and more touring-orientated machine. That’s partly because BMW has now positioned the 800 as its more basic, novice-friendly machine, with the new 900 as a taller, more hard-core, off-road enduro, but also because the DSX is intended to a more all-purpose, well-equipped tourer.

On the whole it delivers well. The tall screen is manually adjustable (if a little crude); the seat broad, comfortable and heated as standard (as are the handlebar grips) and, overall, it’s comfortable, upright and a nice place to be for two both rider and pillion.

Versatility should be immense, especially considering the DSX’s equipment levels. It’s a flexible performer. It is comfortable, more than capable of gobbling up huge motorway miles, and is an out-of-the-box tourer thanks to its standard luggage. It can take in some off-roading; is manageable enough to be fine around town and, with some suspension adjustment, is a fun Sunday morning scratcher, too.

But the DSX’s ace card, surely, is its extensive levels of standard equipment, especially considering the price. There are not only decent electronics, including the quickshifter, but also a big 7” colour TFT dash, full aluminium luggage, adjustable screen, radar proximity warners, heated grips and seat, crash bars, riding lights, tyre pressure monitors, dash cam… the list goes on.

It does have to be said that not all of it is the best quality. Screen adjustment is awkward, the aluminium luggage is a little dinky, crude and has a clunky attachment system but really these are mere niggles and at this price point, the DSX is amazing value.

Talking of which, if a similarly equipped BMW (with virtually identical engine) would set you back around £15,000, it’s worth repeating here that the new Voge DSX 900 costs just £8999 – or £9199 including ‘on the road’ costs. That’s game-changing value, especially in these belt-tightening times.

That wouldn’t matter, though, if the DSX didn’t cover the basics well. Its 95bhp twin is within spitting distance of the most premium bikes in this category, such as the Triumph Tiger 900, BMW F 900 and KTM 890, and notably punchier than the ones it’s closest to on price – such as Honda’s 750 Transalp, Suzuki’s 800 V-Strom or Yamaha’s 700 Ténéré.

Its handling may be imperfect, but there’s enough quality and adjustment available to convince me it could be with a little spanner twiddling. And although there are glitches and niggles elsewhere, I’m sure they can be easily fixed. The crudely fitting luggage you’ll attune to and will ‘wear in’; the over-gearing can be fixed with a sprocket swap, and I’ve even seen that a software update significantly improves delivery too.

All of that is significant. In fact, I’d be bold enough to state that the DSX is the first Chinese bike to genuinely sway me over its traditional European opposition. Voge has already been a big hit in Spain and across Europe. All the signs are that it’s set to be here, too. It’ll be fascinating to see what they come up with next.

Voge 900 DSX Specification

Price:                                            £9199 (on the road)

Engine:                                      895cc parallel twin, DOHC, four valves per cylinder, liquid cooled

Power:                                          96.5bhp (70kW) @ 8250rpm

Torque:                                         91Nm (67lb-ft) @ 6250rpm

Transmission:                        Six-speed, chain final drive

Frame:                                          Aluminium ‘bridge’ type

Suspension:                                 (F) KYB telescopic forks, fully adjustable, (R) fully adjustable KYB monoshock.

Wheels:                                        Alloy rimmed cross-spoke wire, 21”/17”

Tyres:                                        Pirelli Scorpion Trail II (F) 90/90 x 21, (R) 150/70 x 17

Brakes:                                         (F) 2 x 305mm discs with four-piston Brembo calipers, (R) 265mm disc, two piston Brembo caliper. Cornering ABS as standard equipment

Weight:                                     238kg (kerb)

Wheelbase:                                  1,580mm

Seat height:                               825mm

Fuel tank:                                     17 litres

Fuel consumption:                     N/a

Service intervals:                       6000 miles/12 months

Warranty:                                      24 months unlimited mileage

Contact:                                        https://www.vogeuk.co.uk/

Words: Phil West 

Photos: Voge