The top of the QJ Motor adventure range is a crossover that does not hide its ambitions to be considered a “level” motorcycle and its ambitions as a versatile and fun touring bike. Let's drive it together in this video
March 28, 2024
After an initial contact with the three main representatives of QJ Motor's adventure range – which we told you about in this video – we focused for a few days on the top of the range, the SRT 800 SX. This is an ambitious motorbike for the Chinese manufacturer because it is very Western in terms of concept and performance and because it represents a first exit from the lower end of the market to enter an average price area but with contents already worthy of wannabe maxi. First of all the displacement which rises to 799 cc and the power which reaches 92 horsepower at 9,000 rpm, but secondly also a chassis with a sporty feel and complete equipment which already includes spoked but tubeless rims as standard, a large color display with connection, heated grips and saddle, backlit controls and trio of aluminum cases. All offered at a price of 9,495 euros ex-dealership and with a four-year warranty. So let's get to know it more in depth.
Four models to choose from
Let's start from the mechanics and above all from a necessary clarification because there are four SRT 800s in the price list and they are not at all the same. The “base” SRT 800 is the bike imported from last year and is powered by a 754 cm3 forward-facing twin-cylinder with 56 kW. It is offered at 8,590 euros in the version with 17″ front wheel or at 9,090 euros in the X version with the 19″ front wheel and tubeless tangential spoke rims. Since 2024, however, the new SRT 800 S and SRT 800 SX have also arrived which have the same chassis and the same equipment as the SRT 800 but have another engine, still a forward-facing twin-cylinder with DOHC distribution and eight valves, but with 799 cm3 and with 68 kW. The two are in turn distinguished by having alloy rims and a 17″ front wheel in the case of the S, tubeless tangential spoke rims and a 19″ front wheel for the SX. So right now it's quite safe to be a little confused about which one to choose. The object of our test is the SX version which is also the one with the highest list price as the S is offered at 8,880 euros, which is why we are talking about top of the range.
Engine and chassis
As anticipated, the new engine maintains the two-cylinder forward-facing architecture with double camshaft, eight valves and liquid cooling, but increases in cubic capacity and power. A cavalry which, to tell the truth, is released a little high as well as the maximum torque which is 77 Nm at 8000 rpm. However, the QJ engine at bass is not empty at all and actually shows a pleasant elasticity and appreciable grit. Rather, there is a bit of mechanical noise – nothing alarming – and above all a bit of an on/off effect in the low gears to which you need to get used a little, as well as the cable clutch control which releases a little in high. Details, after all, what matters is that “the meat is there”: when the throttle is opened the engine pushes and stretches, proving itself as suitable for transfers as it is for fun driving on mixed terrain. The gearbox has slightly harsh clutches but it must also be said that the example tested was new. However, it should be noted that the vibrations are clearly perceptible at medium-high rpm on the handlebars and footpegs.
Moving on to the chassis, the frame is a tubular trellis that appears more solid than slender. It shows stability on fast speeds and, as we will see below, it can be driven without too much effort. The fork is a Marzocchi with upside down stems. Unfortunately the technical data sheet is a little stingy with information, but we can tell you that it has no adjustments and this seemed a bit “strange” to us since QJ offers it on lower-end models. The rear monoshock is pivoted directly onto the swingarm without linkages and this still makes us understand that it has a more on-road nature than off-road. The preload adjustment is via ring nut. The rims have tangential spokes and in addition to being aesthetically beautiful they are also tubeless. Maxxis Maxxadventure fit as standard in sizes 110/80 – 19″ and 150/70 – 17″. Braking is entrusted to a pair of 320 mm discs with radial Brembo caliper at the front and a 260 mm disc also with Brembo caliper but floating at the rear. It should be noted that the front brake lever also has a radial pump, a non-trivial detail. We close the technical analysis with the usual important numbers: the saddle is 835 mm from the ground, the tank has a capacity of 24 litres, the wheelbase is 1,540 mm while there is a bit of confusion regarding the weight because the same manufacturer states different values, but it should be 247 kg. More than the maximum value itself, what we found is that, especially with a full tank, the weight is quite high and makes itself felt when lifting the bike from a standstill or in classic garage manoeuvres.
How to drive
In the previous paragraph we already mentioned some important sensations of riding, both in the elasticity and extension of the engine and in the stability of the chassis. On motorway transfers you proceed with the tranquility of someone who can open at any time and overtake: at code speed the engine blends at around six thousand rpm and still has many more above that. Unfortunately, as mentioned, this regime causes some high-frequency vibrations to be felt on the handlebars which can become a bit boring in the long run. The aerodynamic protection is not bad on the torso, there is some turbulence on the helmet but as long as you stay within the speed limits there is no pressure on the rider. The riding position is almost naked due to the torso slightly forward and the knees bent with the footrests slightly backwards. The handlebar is very wide and ensures good control. The saddle is well padded and at a height that seemed correct to us. It also tends to bring the pilot towards the tank. Here, thanks to its volume, you stand with your legs slightly apart. The space reserved for the passenger is good even if it is a little high up, but on the other hand it is inevitable.
He also knows how to have fun around the bends. It's not the quickest of crossovers in tight mixed terrain, but it offers a good compromise on all types of roads we tested it on. Among these he prefers the fastest mixed where he can show good stability and precision as well as quite convincing braking power especially on the front end. Behind the pedal control of the tested specimen had too long a travel. Even if the SX version has a 19″ wheel and a more adventure feel, it remains a purely road motorbike. Indeed, nothing prevents us from tackling a dirt road but that is not where it can offer its best. Rather, it is a motorbike which is appreciated in having fun touring, alone but also as a couple, driving briskly but without overdoing it. Thanks to the asphalts battered by the rain, the suspensions showed a slightly reduced excursion, but their behavior seemed good.
Conclusions
The SRT 800 SX is an interesting alternative to both crossovers and adventures. It drives well, has cavalry, has autonomy (by the way, the recorded consumption is 22 km/litre) and for less than ten thousand euros it offers a complete package that will take you on holiday without further expenses. There are also some goodies such as tire pressure and seat heating (which however has no levels). On the other hand, we cannot fail to highlight how some compromises must be made on the pure pleasure of driving due to some immature notes. The impression is that little by little those peccadilloes that we have noticed will gradually disappear, but for now they are there and we have to deal with them. Above all, vibrations and the readability of the instrument in adverse light conditions are the things that are most annoying in a long day in the saddle and are factors that the Japanese or European competition has already remedied over the years. We have no doubt that even a huge industrial company like QJ will be able to do it quickly.
Pros and cons
Pro
Price/equipment ratio Elasticity of the new engine
Against
Vibrations on handlebars and footrests. Limited suspension travel. Readability of instruments
In this test, Nicola wore:
Casco NOS NS-9
Completo + guanti Scott Priority GTX
Stivali Rev’it Everest GTX
