QJMotor SRT 600 S review: The £4,699 Adventure Bike Bargain

Let’s be honest: the Chinese-made QJMotor SRT 600 S adventure all-rounder is decidedly imperfect. But look at that price tag: £4,699 as of writing. That is incredibly hard to beat when it comes to a brand-new 600-class motorcycle. Hell, it’s hard to beat in lesser classes.

It’s hard to beat in the secondhand market, too. You won’t find a Honda NX500 at that price.

But being super affordable isn’t a reason in and of itself to buy an SRT 600 S. After all, £4,700 is still a lot of money. Is this bike actually worth the cash? 

Earlier this year, I had the chance to spend two weeks riding the SRT 600 S through all kinds of weather (most of it miserable) and over long distances (QJMotor’s UK headquarters is roughly 300 miles from my house). Here is what I learned.

Some background

QJMotor is one of many brands owned by Chinese manufacturer Qianjiang Motorcycle Group. Operating since 1985 and part of the massive Geely group (which owns Volvo), it is one of China’s largest motorcycle manufacturers and the force behind Keeway and Benelli.

QJMotor arrived in the UK market last year, dramatically undercutting its Japanese and European rivals. The SRT 600 S is perhaps the most attractively priced of the lot, offering big-bike feel and beginner bike pricing. Equipped with tantalising extras like auxiliary lighting, crash bars, and heated grips, it even comes with full hard luggage.

I find it impossible to believe QJMotor isn’t deliberately taking a financial hit on this one to gain market share. QJ claims its machine is an "ADV motorcycle designed to fuel your passion." I’d say it’s a year-round runabout commuter that you won’t be upset about when it gets eaten by UK winter rust.

Look, fit, and feel

There’s something not entirely right about the aesthetics. Like all Chinese motorcycles, it’s derivative, but the look here is particularly confused. It looks like one person had an idea, quit, another person had a different idea, quit, and a third person had to finish the project.

Throw a leg over its surprisingly low 805mm seat, and the bike is a little cramped for a 6-foot-1 rider. The seat itself has a somewhat firm, budget feel, but it's OK for 45 minutes or so. Taller riders will want to avoid long hauls, though riders with a shorter inseam may be delighted to finally get both feet down on an adventure bike.

Interestingly, the ergonomics were much more comfortable standing up. Despite the alloy wheels and street tyres, I took it down a muddy lane, and its balance and feel were better than expected.

Looking ahead, the gigantic 7-inch TFT dash fills your lower field of vision. It's reasonably easy to read, though bright daylight performance could be better. The non-adjustable windscreen kept the weather off my chest, but my arms and head were left in the wind.

The switchgear looks particularly cheap - like it belongs on a child’s toy - and navigating the bike’s uncluttered menu is markedly less than easy. Standard auxiliary lights try to compensate for a weak main headlight, but they are too focused, creating a letterbox effect that leaves parts of the road unseen.

Engine and transmission

Powered by a 554cc liquid-cooled parallel twin, the SRT 600 S claims 55 bhp and 40 lb-ft of torque. QJMotor uses a sleeved-down version of this powerplant in its 449cc SRT 450 RX, but it feels like things should be the other way around. This feels like an engine that used to be smaller and is now being asked to do more.

It holds motorway speeds without issue, but it won't stop your heart with thrilling acceleration. There is very little low-end punch, and it feels wheezy approaching 80 mph. That said, a 270-degree firing order gives the bike a modicum of character, and the exhaust sounds far better than you’d expect. Honestly, the exhaust note is the bike's best feature.

The transmission is light and smooth, offering no cause for concern. The gearing is a little odd, though; first gear is basically just a “rolling gear” to get you moving before immediately clicking into second.

Chassis and brakes

The SRT 600 S is set up well. An adjustable Marzocchi suspension contributes to its good balance, resulting in handling that defies its sub-£5,000 price tag. With more off-road focused tyres, it would be an acceptable choice for fire roads.

On the road, I wouldn’t call it nimble, but it handles as well as you can expect from a middleweight carrying a 220kg wet weight. Perhaps that heft plays a part in it feeling so planted. As a commuter tackling a mix of motorway and city, it’s a solid choice.

Brakes are a little spongy and lack initial bite, likely due to budget pads. Better pads would enhance stopping power, methinks, but as is, they bring the bike to a stop reliably and without drama. The hardware is solid: Brembo-made ByBre callipers and a Bosch dual-channel ABS system.

Goodies and techno-whizzbangery

The SRT 600 S impresses with standard items that would be pricey extras elsewhere: auxiliary lights, full luggage, crash bars, handguards, a bash plate, heated grips, and a heated seat.

Unfortunately, the physical reality is less impressive. The handguards feel cheap, the crash bars don’t protect anything important, the heated grips are effectively useless even on high, and the heated seat is inconsistent.

This “meh” quality extends to the software. The premium feel of the TFT screen is spoiled by a byzantine, confusing menu. And the fuel gauge is quirky: it stays at “full” for roughly half of the 20.5-litre tank’s capacity, rapidly drops, and then flashes panicked warnings once you hit 5 litres.

Maintenance and reliability

QJMotor suggests replacing the oil, oil filter, air filter, and spark plugs every 4,000 miles, with valve clearances checked every 25,000 miles. Those are somewhat short intervals for a modern motorcycle. You’ll either need to teach yourself to wrench or lose your purchase savings through frequent dealer visits. 

Accessing the sump plug is easy once the bash plate is off, and the centre stand helps. But removing the tank to reach the air filter and spark plugs looks like a colossal ball ache.

In the UK, QJMotor is imported by MotoGB, who sell over 20,000 bikes a year across various brands. They’ve been in the business for decades, so there is reason to believe parts will be available and the two-year warranty honoured.

The core elements seem solid. The engine “borrows” heavily from the Honda NX500’s architecture, suggesting underlying reliability. It just hasn't been around long enough to get a viable long-term perspective from owners.

Also: it gets very mucky, very quickly. It never looks clean.

Competition and verdict

The obvious competitor is Honda’s NX500 (nee CB500X). Not only does the engine resemble the Honda’s, but the SRT 600 S’s styling feels like a muddled homage to it. Outside of Honda, its most direct competition is arguably the Benelli TRK 502 - another Qianjiang product.

Overall, the QJMotor SRT 600 S is not a bad motorcycle. It’s also not a great one. You get a lot for your money, but I came away feeling less would be more: less bling, more focus on fit, finish, and a sensible menu.

If you live close to a trusted MotoGB dealer, the SRT 600 S is a good year-round commuter. The resale value will be sub-optimal, so you might as well ride it into the ground.

Personally, though, I’d opt for a good-condition secondhand Suzuki V-Strom 650 instead. Because much like the Miata is always the answer in cars, the V-Strom 650 is always the answer in bikes.

The SRT 600 S has strong foundations - a wonderful exhaust note, a balanced chassis, Marzocchi suspension, and a rugged steel frame. So, although I wouldn’t buy one, I wouldn’t criticise someone else for doing so. Because, hey, look at the price tag.

2026 QJMotor SRT 600 S specs