Several European companies have their motorcycles built in China – they cost around 1,500 euros less than machines made in Europe or Japan. Mondial from Italy, Brixton from Austria and Mash from France use this price advantage in the People’s Republic.
–
Mash offers machines between 50 and 650 cc. The X-Ride 650 has been in the range since late summer. “Our product philosophy is simple technology that works,” says Heide Porten, Managing Director of Mash Motors in Germany. All machines are retro bikes, copies of successful motorcycles and reliable engines from the 1970s to 1990s.
–
The X-Ride is optically a clone of the XT 500 from Yamaha. A simple street enduro with no frills. If there isn’t much to it, not much can break. An example: the X-Ride’s speedometer is analog, round and the size of a slightly larger wristwatch. It shows centrally the speed, low speed, time and fuel level. There is no trip meter and nothing can be adjusted on the speedometer. “We swim against the tide of time with our Spartan equipment,” says Porten. Driving modes, traction control, mobile phone connection, all of this is taboo.
–
The engine is a replica of the unit from the Honda Dominator, a single cylinder with 650 ccm, but modern with an injection system instead of carburetors. For a large-capacity stew, the engine runs smoothly, but it shoots, as is expected with single-cylinder with steam. The drive produces 40 hp. That is enough in the city and on the country road at speeds between 80 and 120 km / h. More torments the engine because it is not built for more than 5000 revolutions. The X-Ride prefers low revs instead of high revs, rather leisurely rather than excited.
Unplaned like a rough board
Due to its appearance and equipment with coarse off-road tires, it should be an enduro. But for this they would have to have different wheel diameters. But it doesn’t have 17-inch rims at the front and rear. That’s why it’s more of a Super Moto, a machine for racetracks by hobby drivers. But the X-Ride doesn’t really fit anywhere, because the tires are so rock-hard, and there is only limited possible lean angle on the road.
–
Again, the shock absorber is unsuitable for terrain. It dips into bumps, but only rebounds late, which makes the chassis rock hard. That’s why the machine drives like a rough board.
“In the next year we will be offering two versions of the X-Ride,” Porten says, with the prospect of a remedy. Both engines are then Euro 5 compatible. The current version will still be available, plus a real enduro with a large front wheel, a small rear and significantly longer suspension travel. That might be the better choice.
–
Mash has the X-Ride manufactured by Shineray. The group builds cars, motorcycles, quads and should know their way around. “Nevertheless, we suffer from the stigma of selling low-quality Chinese crackers,” says Porten. The X-Ride actually has some shortcomings, such as the inadequate paintwork on the filler neck of the tank. And after a few days the fuel gauge failed. Overall, however, the machine makes a robust impression. Almost 6,000 euros new price is a lucrative offer for bikers on a budget.
–
This is also the approach of the only real motorcycle manufacturer from China in Germany who has been selling its machines since the middle of this year. Voge is the first own brand of Loncin, one of the largest two-wheel manufacturers in Asia. “The motorcycles are aimed at buyers for whom the price-performance ratio is paramount,” says Gerald Federl, Managing Director of MSA, the importer of the machines. In this target group there are many beginners and those returning to the sport, but also experienced bikers who buy a second vehicle in the medium displacement segment.
Voge is celebrating its debut with four new models, two with 300 cc displacement and two with 500 cc. The smaller engines are single-cylinder, the larger two-cylinder. Two machines are naked bikes, a retro and a travel enduro. The design of the quartet is not Chinese, but European and Japanese and therefore very similar to the machines of established manufacturers. They cost between 3700 and 5800 euros. MSA no longer made a test motorcycle available this late autumn. Even without a exit, however, you can see how the manufacturer wants to win over the European audience.
Manufacturers woo young drivers
“In the next year our challenge will be Euro 5 before it becomes clear whether Voge is ready for a higher displacement segment,” says Federl. He would welcome an upward expansion because motorcycles around 700 cubic meters are very popular in Germany. Loncin knows its way around this class, because the Chinese build BMW’s in-line twin-cylinder for the 750 and 850 series.
From this cooperation, the company is familiar with German quality standards. “We can therefore assume that the quality of the Voge motorcycles is good and that the group has acquired the knowledge of the technology and the market with European employees,” says Werner Hagstotz, from the Hagstotz ITM consulting company. Motorcycles are his specialty and his passion. With MSA, Voge also has a successful exporter of other brands and thus an existing dealer and service network with 70 companies in Germany alone.
With its 300 and 500 cubic machines, Voge relies particularly on drivers in the entry-level 125 class. “These are 18- and 19-year-olds for whom 1200 euros are more or less a decisive argument for or against buying a machine,” says Hagstotz. A Honda CB 500 costs that much more than a Voge 500 R. The Chinese themselves do not mind that the Voge engine is a replica of a Honda. “The Chinese are copying in order to get better,” says the market researcher. For him, copies are not a second choice in China, but technology with potential.
–
Voge specifically builds in small displacement classes that have been neglected by Europeans and Japanese in recent years. BMW and Ducati, Kawasaki and Harley-Davidson don’t have to fear the new competition, says Hagstotz, on the contrary: “With their low-priced offers, the Chinese are expanding the market and attracting new bikers to the motorcycle market who are older and have more money, maybe buy a BMW or another premium brand. ”According to Hagstotz, the way Voge enters the market is professional:“ It’s not about trying things out, you rely on knowledge and ability. ”
Loncin is China’s largest motorcycle exporter. That is why other Chinese motorcycle manufacturers will keep a close eye on how things are going for the company in Germany. “If Voge is successful, others will follow suit,” says Hagstotz. In this respect, the Chinese premiere has a pilot function.
–
