2024 Voge 525DSX review | This low-priced, high-spec mini-adventurer from China might surprise you

The first thing you spot about the Voge is its physical size. A big and roomy bike, when you sit on it is feels anything but a middleweight adventurer and yet at low speed it is far from cumbersome. How? Look behind the Voge’s fairing you discover lots of big air gaps as Voge have stuck oversized bodywork on a small bike to give the impression of something more substantial but without its associated extra weight. In fact, the 525DSX weighs just 206kg wet and has a seat height of 810mm.

On the go you spot the fact Voge have invested in items that matter with the KYB suspension and Metzeler Tourance tyres ensuring everything remains nice and composed as it tracks through bends with precision.

You can ride the Voge hard and it gives loads of feedback (its brakes are disappointingly dead-feeling) and it feels anything but a ‘budget’ bike. It also has good weather protection thanks to brush guards and a two-stage adjustable screen as standard (although it lacks a handle and our courier crushed his thumb in it).

The all-new 525 parallel twin engine, which is actually 494cc, is a very impressive motor with lots of mid-range and a friendly, if a touch raw at times, character. More than happy to cruise at 70mph, it has a few vibrations but nothing too unpleasant and is noticeably peppier than its main rival, the Honda NX500, when it comes to top-gear roll-on acceleration.

Producing 46.9bhp with 32.5ftlb of torque, it is easily able to record 60mpg and comes with traction control and two (pointless) power modes but our test bike did hop out of gear a few times, which may simply be down to a poorly-adjusted gear lever. Considering Loncin’s engineering background, it is unlikely to be anything major.

If you were to take the Voge badge off the 525DSX, you would be hard-pushed to know its Chinese-origin. There again, most of its Japanese-branded rivals are built in the Far East so does it matter anyway?

Overall the build quality seems high on the Voge with money spent where it matters, however only time will really tell. That said, it is worth noting that as far back as 2005, Loncin started to make the G650GS engine for BMW and nowadays they manufacture the F-Series parallel twin engines for the German firm as well as their single-cylinder C400X scooter. And they make around 3,000,000 bikes every year. They really do know their stuff...

There is no denying the Voge is a very keenly priced bike and at £6199 it is £600 cheaper than its main rival, the Honda NX500. However this price difference doesn’t take into account the spec of the Voge and to bring the Honda up to its level (brush guards, centre stand etc) costs over £1500, making the Voge seem remarkable value.

It’s slightly less economical than the Honda, which is no drama, but the major worry is the Chinese-brand’s residual value. As Voge are still very much a fledgling brand in the UK (they do have 52 dealers), the used market isn’t crying out for them and selling a used Voge will be considerably harder than a used NX500 or ‘known branded’ motorcycle. This will change with time as the brand expands and gains popularity but as it currently stands, that’s the situation. Read more about this rivalry in our Honda NX500 vs Voge 525DSX twin test.

A KTM 390 Adventure costs £6,599 (2024) and is slightly down on power thanks to its smaller engine capacity, too. A Sinnis Terrain 380 comes in at £4495 (plus OTR) but can't hold a candle to the spec and finish of the Voge.

It is very hard to think of anything Voge have left off the 525DSX. It comes with Metzeler Tourance tyres, Nissin brake calipers, KYB suspension (with fully-adjustable forks), two power modes, switchable traction control and ABS, connectivity, auxiliary lights, crash protection, brush guards, a centre stand, luggage rack, adjustable screen, spoke wheels, 12V and USB sockets and even a forward-facing camera. Wow!