The first Chinese-built inline four to hit the Australian market ushers in a new era of affordable performance
Twist the throttle of CFMoto’s new 500SR VOOM and its four 125cc pistons harmonise into a fluid, rising soundtrack that builds with every thousand rpm. It starts with a reasonably loud hum at low revs, as musical as it is mechanical, and the note tightens into a keen-edged growl in the midrange before soaring into a distinctive howl as the digital tacho climbs past 10,000rpm.
It’s urgent, alive and unmistakably inline-four, and I’d forgotten just how much fun a small-capacity four-cylinder engine can be. That steady, insistent pull that rewards commitment, thrives on revs and has you nervously checking your surroundings for flashing red and blues. Compared to today’s ubiquitous parallel twins, the VOOM’s engine feels creamy and turbine-smooth, thanks to its naturally balanced 180-degree crank and the seamless timing of four evenly spaced crank throws. It’s just so much fun; you’re chasing the redline not out of necessity, but because it’s addictive.
FOUR PLAY
The 500SR VOOM is the first Chinese-built inline four-cylinder motorcycle to be sold in Australia. Even with a ride-away price of $10,990, I already knew the ride quality and the execution were going to be top notch. I’m a big fan of what the 37-year-old brand has achieved in the past decade, but I wasn’t prepared for just how much fun I was going to have on a 500cc retro-styled sportsbike.
It’s also worth noting the VOOM isn’t LAMS-approved. Despite its capacity, it exceeds the power-to-weight threshold and doesn’t qualify for Australia’s learner scheme. That’s unusual for anything under 660cc, but not entirely without precedent – Kawasaki’s ZX-4R and ZX-4RR are also off the list. Like those bikes, the VOOM occupies a small niche of compact, high-performance models aimed at fully licensed riders only. And that uniqueness adds to the appeal.
Apart from that bold styling (more on that later), the 499cc inline four is the jewel in the 500SR VOOM’s crown. It’s free-revving, responsive and makes all the right noises. Peak power arrives at a relatively high 12,500rpm, but the engine thrives on revs, pulling harder the longer you stay in it, with a smooth, progressive build that’s both usable and exhilarating. Unlike some fours that feel strangled down low, the VOOM still gives you something to work with at the bottom and in the midrange, although the upper region is where the real fun lives. It runs a conventional cable-operated throttle, which keeps the connection feeling direct and mechanical – but also means there are no selectable ride modes.
This is the first four-cylinder engine developed by CFMoto, and it’s been built in-house. Despite the company’s joint-venture ties with KTM, this 499cc DOHC engine is entirely its own. Bore and stroke measure 63mm by 40mm, which explains its lively top end, and the claimed peak power output is 58kW (78hp) at 12,500rpm with 49Nm of torque at 10,000rpm. Ram-Air lift takes it to a maximum 61kW (82hp) at speed. That Ram-Air effect is fed by twin intakes cleverly integrated into the faux headlights – the actual LED projectors sit low and recessed under the front cowling, leaving the ‘headlight’ pods to function as air ducts.
What’s arguably more impressive is that CFMoto has brought this engine to market as a fully homologated, Euro 5+ compliant roadbike. At a time when Yamaha has been forced to make both its YZF-R6 and YZF-R1 inline fours track-only models due to Europe’s tightening emissions laws and the costs of ongoing development, here comes a Chinese manufacturer not only launching a brand-new straight-four, but clearing the regulatory hoops at the same time. Of course it’s not the only one available today – the three other Japanese brands are still developing them and BMW and MV, too – but for CFMoto to launch a completely new platform, clear Euro 5+ and hit this level of execution on its first attempt is impressive by any measure.
The VOOM’s first gear is so short I ended up skipping it entirely – second gear launches were smoother, better for the quickshifter and more enjoyable from an aural perspective. In fact, the whole gearbox and quickshifter package felt inconsistent at first. At low throttle openings, the transmission was snatchy and the quickshifter was occasionally stubborn. But once I clocked that it was a loose chain and adjusted the tension correctly, the whole set-up was transformed. Shifts became clean and reliable, throttle transitions smoothed out and all my early gripes vanished with a properly tensioned drive chain.
The six-speed gearbox is matched to a slipper clutch. Once things were dialled in, it worked well. The up-only quickshifter is responsive and adds to the sporty feel; you can switch it on or off via the dash settings if you prefer a retro sportsbike experience. It is as refined as anything you’d find on a premium offering – especially higher in the rev range where shifts are sharp and seamless.
To my eye, this is one of the rare times a low-cost bike has gone all-in on bold styling without ending up looking awkward or clumsy. VOOM’s neo-retro fairing hits that sweet spot between homage and modernity, with clear visual cues that recall Suzuki’s game-changing 1985 GSX-R750 – especially in the dual ‘headlights’, the shape of the bodywork and the twin pipes. There’s also plenty of CFMoto’s own Papio minibike in the design, and I can even see a hint of the Paton twin that races in the Isle of Man’s Lightweight TT class. But, unlike some of CFMoto’s earlier efforts that tried to blend too many ideas, this one feels fully formed. It’s cohesive and distinct.
Those faux headlights are bordered by ring-shaped daytime running lights that give the bike a sharp, unmistakable on-road presence that’s complemented by the always-on indicators which make the bike look wider from a distance than it actually is. Around the back, the twin circular taillights echo that same design.
The dual exhausts give it a real retro racer look, as does the shape of the petrol tank, which is flat on the top and tapers towards the bottom while the base of it gets factory-installed grip tape which is proper old school. A neat touch are the bar-end mirrors, which suit the retro racer look and offer better visibility than expected. They sit out wide enough to be really useful, but could impede on lane splitting if you’re using the VOOM to commute.
While the styling leans heavily on old-school cues, the equipment is anything but. Fully adjustable suspension front and rear, a 41mm upside-down fork, dual 300mm discs with radial-mounted J.Juan calipers, an adjustable steering damper and a slick 5-inch TFT dash with navigation support all come standard. One particularly cool feature is the live power and torque curve displayed on the dash – an active overlay that traces your engine’s output against the revs in real time. Whether it’s gimmicky or not is up for debate, but it does give you a visual reference in terms of where you are in the powerband and how your throttle inputs translate into actual performance.
LEAN CUISINE
For a bike that looks and sounds like it does, the VOOM is surprisingly well-mannered. The chassis is well sorted, quick steering and offers a tonne of feedback. It turns in really easily thanks to the relatively narrow 160-section rear tyre, and the neutral-for-a-sportsbike ergonomics give you plenty of control. At a claimed 194kg wet, it’s relatively light for a fully faired inline-four and feels nimble through direction changes and is easy to manage at low speeds.
The suspension plays a role here, too. The fork and rear shock are adjustable for preload and rebound, although I didn’t feel like I needed to make any changes, such was the quality of the base settings – and yes, I’m the first person to test the unit. It felt great straight away; firm enough to push, yet not harsh or twitchy. Over mixed roads it stayed composed and never felt overwhelmed; really impressive stuff for the asking price.
Mid-corner, the VOOM communicates well – there’s good feel through the ‘bars and ‘pegs – making it easy to develop trust. That’s helped by the CST Migra S3N tyres, which felt surprisingly grippy in all the conditions I rode through. And with both pressure and temperature data displayed in real-time on the dash, it adds a layer of confidence most bikes at this price can’t offer.
Those J.Juan front brakes are backed up by a 220mm rear disc, all connected to a dual-channel ABS system. The front brake set-up is excellent – progressive feel, good bite and no hint of fade. I did feel the rear ABS intervention a few times through the pedal when decelerating hard into switchbacks, but never through the lever, and it wasn’t off-putting. The rear brake itself isn’t overly powerful, but useful when used in tandem with the front for stabilising the bike into a corner or tightening a line without upsetting anything.
There’s also a steering damper fitted as standard. Once again, I didn’t feel the need to move through any of the 20-step adjustability on offer, nor did I really notice its presence – which is probably the point. Beyond that, it’s surprisingly practical for something that looks so focused.
The switchgear is intuitive, the clutch action is light and fuelling is just about perfect. Fuel consumption over the test averaged 5.2L/100km, and with a 15.5L tank, that gives you a theoretical range just shy of 300km.
Mimicking that retro styling is a relatively relaxed ergonomic triangle. The handlebar mounts are cast directly into the top triple clamp rather than being clip-ons mounted beneath. While the sportsbike look is convincing, the overall riding position isn’t punishing and you’ve got plenty of room to move around. The seat is wide and supportive. I never found myself wishing for a break to ease any numbness or discomfort and it’s really accessible at 795mm high, too.
There’s a prominent pillion pad, which garnered many a comment from others saying they wouldn’t like to spend a lot of time there, but there are certainly more precarious-looking pillion seats around and it does form a decent perch to strap a bag to (which I did). There’s even a decent-sized loop strap tucked underneath it for someone to hang on to if they so desired.
DASH OF GENIUS
For a sub-$11k sportsbike, the VOOM packs in more tech in the dash than you’d reasonably expect. The five-inch TFT unit is crisp and well laid out, with a standard display that includes a tacho, digital speed readout, both engine and ambient temperatures, a clock, fuel gauge, range-to-empty, trip data, real-time tyre pressure and temperature, and the live power and torque curves. You can toggle between two trips and an odo, and the layout is easy to read at a glance.
Dive into the menu and you’ll find five tabs. Under Vehicle, you can switch traction control between Level 1, Level 2 or off, adjust the RPM threshold for the shift light, turn the quickshifter on or off, and activate or disable the ESS (Emergency Stop Signal), which flashes the indicators during heavy braking. The other menu tabs cover Phone, Music, MotoPlay (which enables Google Maps projection to the dash) and Settings, where you can customise language, units, time and even create two separate display presets depending on how you want the dash to look. It’s a polished system that genuinely adds value without trying to be too clever for its own good.
There are dual USB ports inside the fairing below the dash – one USB-A and one USB-C – making it easy to charge a range of devices. Buyers can also option a T-box module, which gives you ride tracking, over-the-air updates, diagnostics and navigation control.
VERDICT
It’s been a long time since a new bike surprised me this much. Not because I had low expectations, but because the VOOM over-delivers in all the areas that matter on such an inexpensive machine. The engine is the star, no question. It’s engaging, characterful and makes you want to find the long way home. But what makes it work as a complete package is that the chassis, suspension, brakes and build quality all keep up. There’s no weak link.
And then there’s the price. At $10,990 ride away, you’re getting a proper inline-four with high-spec componentry, decent electronics and one of the best dashes in the segment.
It’s not a beginner’s bike and it’s not just a weekend toy either. The VOOM occupies that rare sweet spot where performance, style and everyday usability overlap. Just like those sportsbikes of the 1980s and 1990s did.
Record setter
Before it even hit Australian showrooms, the 500SR VOOM became a record-breaker. At Lake Gairdner in South Australia, CFMoto’s new inline-four clocked 227.42km/h (141.31mph), setting a new official Australian land speed record in the 500P‑P (500cc Production Frame/Engine) class. The record-breaking run was piloted by Richard Harding and eclipsed the previous 500cc class benchmark of 199.14km/h. That effort gives the VOOM a unique claim in the current sportsbike market; a verified land-speed record on a production-spec machine, before a single unit had been delivered.
The company it keeps
The CFMoto 500SR VOOM is the most affordable inline-four motorcycle currently sold in Australia, and by a fair margin. While it doesn’t have many direct rivals, there are still a few other options worth noting.
Kawasaki ZX-4R / ZX-4RR
Launched in 2023, Kawasaki’s ZX-4R range revived the high-revving, small-capacity four-cylinder formula. The ZX-4RR gets more premium running gear and is priced at $13,194 plus on-road costs, making it the VOOM’s closest competitor in layout and licensing class. Like the VOOM, neither version is LAMS-approved.
Honda CB650R
A 649cc inline-four with more torque and top-end grunt, Honda’s middleweight neo-retro nakedbike sits in a different class but could be the next step up for riders who love four-cylinder performance. It’s heavier, less visually nostalgic (to my eye) and, when on-road costs are added, around $2500 more expensive.
Suzuki GSX-8R
Not an inline-four, but worth a mention for context. Suzuki’s new GSX-8R is likely to draw interest from some of the same riders. It uses a parallel-twin engine, not a four, and targets sportsbike riders looking for comfort. It’s $3000 more expensive and less exciting on paper, but smooth and refined to ride.
SPECIFICATIONS
ENGINE
Capacity 499cc
Type Inline four cylinder, DOHC, four valves per cylinder
Bore & stroke 63mm x 40.1mm
Compression ratio 12:1
Cooling Liquid
Fueling EFI, Bosch
Transmission Six-speed
Clutch Wet, multi-plate, slipper
Final drive Chain
PERFORMANCE
Power 58kW (78hp) [max. 61kW (82hp)] @ 12,500rpm (claimed)
Torque 49Nm @ 10,000rpm (claimed)
Top speed 220km/h (claimed)
Fuel consumption 5.2L/100km (measured)
ELECTRONICS
Type Bosch
Rider aids ABS, traction control, up-only quickshifter and shift light
Rider modes Not applicable
CHASSIS
Frame material Tubular-steel frame
Frame type Trellis
Rake Not given
Trail Not given
Wheelbase 1395mm
SUSPENSION
Type CFMoto
Front: 41mm upside-down fork, adjustable preload and rebound,
Rear: Multi-link monoshock, adjustable preload and rebound
WHEELS & BRAKES
Wheels Cast alloy
Front: 17in x 3.0
Rear: 17in x 4.5
Tyres CST Migra S3N
Front: 120/70R17
Rear: 160/60R17
Brakes J.Juan, ABS
Front: Twin 300mm discs, four-piston monobloc calipers
Rear: Single 220mm disc, single-piston caliper
DIMENSIONS
Weight 194kg (wet, claimed)
Seat height 795mm
Width 730mm
Height 1115mm
Length 2010mm
Ground clearance Not given
Fuel capacity 15.5L
SERVICING & WARRANTY
Servicing First: 1000km
Warranty Up to three years, unlimited kilometres
BUSINESS END
Price $9590 (ride away)
Colour options Nebula White or Zephyr Blue
CONTACT
