Chinese manufacturer QJMotor may not be a household name in the USA or Europe, but lots of us know Benelli and Morbidelli. Both of these iconic marques are owned by QJMotor. And while the Zhejiang province manufacturer’s acquisitions grow ever more global, its own QJ-branded range of machines continues to close the gap to mainstream competition from Japan and Europe, not just in terms of performance but also in specification and build.Then there is pricing. This new adventure-styled SVT650 V-twin sits in the heart of QJMotor’s 2025 lineup and enters the market as a direct challenger to Suzuki’s respected V-Strom 650 and V-Stom 650XT It comes in two configurations: the base model with the cast aluminium wheels and this, the wire wheel and higher spec 650 X. In the UK, they are priced at £5699 and £5999 plus £200 OTR charges respectively (no pricing or availability has been announced for the US yet). A straight currency conversion reveals a theoretical US price of $7430 and $7873 (tariffs and import duties not considered) that clearly undercuts the pricing of the V-Strom 650 ( $9299 USA) and V-Strom 650XT ($9799 USA).

At which point, some will wag their index finger and remind us that aggressive pricing and lookalike design are a signature dish of Chinese manufacturers—that the price is invariably too good to be true. A counter view, however, is that manufacturers such as QJ have now largely caught up with certain segments of the mainstream market and done so without loosening their grip on pricing and costs. Which view is closer to reality? As we review motorcycles and are not global economists, we spent a day on the road with the 2025 QJMotor SVT650 X to find out if it is any good so you can decide for yourself where you want to spend your money.SVT650 V-Twin EngineBoth versions of the SVT650 are driven by QJMotor’s own 645cc DOHC V-twin. It shares the SV650’s and 650 V-Strom’s 81mm bore and 62.6mm stroke and is clearly based on the Japanese design. The QJ V-twin, however, makes more power: a claimed 75 hp at 9000 rpm compared to 71 hp at 8000 rpm on the current Suzukis. Torque is also higher on the SVT: 48 lb.-ft. at 8000 rpm, compared to 46 lb.-ft. at a lower 6500 rpm on the Suzuki.

Suzuki’s 650 V-twin has powered the Japanese manufacturer’s middleweight lineup in various guises for almost a quarter of a century. It will be discontinued in 2026 in Europe but has become an exemplar of utility, reliability, and entry-level fun—and this QJMotor interpretation is just as user-friendly and forgiving. An absence of riding modes will probably attract and repel potential buyers in equal measure, but it is refreshing just to jump aboard and open the throttle rather than having to spend an hour with your head in the owner’s manual and fiddling with menus.There’s a noticeable lumpiness in the bowels of the rev range but also strong drive and a broad spread of smoother V-twin torque in the middle. Around town, it is no less alive and efficient than the V-Strom. It all feels rather pleasant and familiar. On open roads, the 75hp motor rushes the SVT up to a comfortable 80-mph cruising speed which, in top gear, arrives at around 6000 rpm. Vibrations are noticeable rather than annoying, and we’d predict a top speed of around 120 mph.

There is, though, a slightly dull edge to the SVT’s top-end performance compared to the spritelier Japanese competition. One reason may be because the SVT weighs in at a claimed 520 pounds fully fueled, only 2 pounds lighter than the base BMW R 1300 GS and some 51 pounds or 11% heavier than the V-Strom. Accelerating hard to pass slightly slower traffic takes more planning. Add a pillion, fill those standard panniers with kit for a weekend away, and the unfavourable power-to-weight ratio will be amplified further.SVT650 X ChassisOn the chassis front, comparisons with Japanese middleweights are less obvious. Both SVTs share a steel-tube trellis frame and an upside-down fork, adjustable for rebound damping and spring reload, plus a preload-adjustable rear shock. Wheels are 19-inch diameter front and 17-inch rear (wire spokes on the X, cast in the base model) and run Metzeler Tourance tires. Braking is looked after by ABS-supported four-piston Brembo calipers and 320mm front discs. Like the Suzuki V-Strom, both QJMotor machines have a touring-friendly 5.3-gallon fuel tank.

I suspect that 520lb doesn’t take into account the extra weight of the SVT’s hard luggage and mounting brackets either. The Suzuki V-Strom has a robust and solid air but doesn’t feel anywhere near as heavy as the QJ. On the plus side, the SVT’s seat is comfortable and, at 31.3 inches—much lower than the Suzuki. You sit in the bike rather than on it, meaning that once the QJ is off its sidestand and moving, that weight isn’t as noticeable. In fact, it’s reasonably easy to manage at low speeds or to pedal backwards.

Suspension is one area where you might reasonably expect cost saving on such a cheap motorcycle, but the ride is compliant and composed. There wasn’t a chance to explore its ability on green lanes and gravel, but on the very worst asphalt we could find our test machine handled everything from speed bumps to horribly potholed back lanes without breaking stride. Stability was also excellent no matter how much I tried to disrupt its composure, while the Brembo stoppers are strong and the ABS intervention isn’t too intrusive.

The SVT650 exudes a rugged stoicism that is easy to like, but there are limitations. That unwelcome weight dulls the steering like it does the engine’s top end performance, and the SVT’s chassis is a tad sluggish during changes of direction. Push on a bit and the suspension, while never losing control, feels a bit stretched as it fights to steady the ship.In short, while the SVT handles and rides well, the agility that makes hustling a 650 V-Strom or, say, a KTM 790 Duke such a blast is, if not missing entirely, somewhat suppressed by that excess poundage. I should point out again, though, that Cycle World’s test bike was hauling a hard case luggage system, and that a slick SVT without them would certainly respond better to rider inputs.

This was a brief test but we’d have no hesitation in churning out some big miles on the QJMotor. That generous 5.3-gallon fuel tank combined with a frugal engine should deliver a range of over 240 miles. There isn’t an MPG display, but 46-54 mpg isn’t out of reach. As noted, the riding position puts even short riders in control at low speeds, the seat is low and supportive, the suspension absorbs almost everything, while the screen is two-position adjustable and protective, and the pillion has plenty of room too. Hand guards come as standard, as do one-setting heated grips and a heated seat. You don’t find those goodies on a stock V-Strom 650.

In fact, the level of standard equipment defies the SVT650’s price tag. A large, seven-inch dash can be paired with your phone, which itself can be charged via a USB port. Tire pressure and temperature monitors inform you via an alarm if the pressures drop too far, and are as diverting as they are useful. All lighting is LED. A centre stand would be useful and a remote rear preload adjuster would add convenience when carrying a pillion and luggage, but there is very little to fault here, even the hard luggage comes as standard.So Is the QJMotor SVT650 X a Realistic Option In Middleweight ADV?Consumer trust is earned the hard way, and QJMotor will have to work hard indeed to convince the riding public that this adventure middleweight is a better option than a Japanese equivalent. And that’s before things such as dealer support, servicing, and long-term reliability are considered.But here’ s what we know: The SVT650 X performs well. It will excel as a commuter, a weekend tourer, and as an easy Sunday afternoon ride. It isn’t especially exciting, but it does get on with the job of getting you from A to B in a comfortable, competent, and enjoyable way. It looks the part, too.

It carries too much weight for this type of middleweight, which dulls its engine and chassis performance when you want to up the pace. But in every other aspect, bar two, it matches the benchmark that is the Suzuki 650 V-Strom.Aspect one is specification. Here the SVT ages the Suzuki in terms of the useful features fitted. A heated seat, for example, is a rare luxury on a bike priced so low. The presence of familiar, quality components such as Brembo and Michelin raise the bar again.And while it’s true that the SVT650 is arriving at a moment that Suzuki is on the brink of retiring its V-twin, there’s still no escaping the allure of aspect two: the SVT’s price. A high-spec, ready to tour V-Strom equivalent for considerably less than the Suzuki simply cannot be ignored.

2026 QJMotor SVT650 X Specs