China’s motorcycle industry is moving fast—and the 24^th China International Motorcycle Trade Exhibition (CIMAMotor 2026) made that particularly clear.

The latest CIMA Motor show offered a snapshot from twin-cylinder maxi-scooters and lightweight V-twin cruisers to three-cylinder ADVs, liter-class ATVs and a 200-plus-hp V4 superbike.

Here are seven of the most interesting motorcycles to emerge from CIMA Motor 2026.

No.7

TEYIN TX450: A Twin-Cylinder Maxi-Scooter With Serious Electronics

The maxi-scooter market is getting increasingly sophisticated, and TEYIN’s new TX450 is a good example of where Chinese manufacturers are taking the segment next.

Unveiled at CIMAMotor 2026, the TX450 is a sporty, mid-to-large-displacement maxi-scooter powered by a 398cc parallel-twin supplied by Loncin. With 31kW (42 hp) and 42N·m of torque, it has enough performance for highway work while retaining the refinement advantages of a twin-cylinder layout. TEYIN claims a top speed of 139km/h.

The more interesting spot, however, is the electronics package. The TX450 gets a six-axis IMU, cornering ABS and multi-level traction control—equipment that would have seemed decidedly exotic on a Chinese maxi-scooter not so long ago.

The IMU continuously monitors the scooter’s movement and lean angle, allowing the electronic aids to adjust their intervention accordingly. That’s particularly useful when cornering or dealing with wet pavement, where a conventional ABS or traction-control system can’t account for the motorcycle’s attitude in quite the same way.

Styling is suitably sporty, too. The TX450 follows the familiar silhouette of a performance maxi-scooter but gives the front end sharper lines and a more aggressive face.

The result is a scooter that isn’t simply about displacement and practicality. With twin-cylinder power and a sophisticated electronic package, the TX450 is clearly aiming higher.

No.6

ZXMOTO 600V: A Lightweight V-Twin Cruiser With a Different Philosophy

At the CIMAMotor 2026, ZXMOTO unveiled its first-ever cruiser, the 600V. The move represents a significant expansion for a brand previously better known for sportbike products. The company’s experience with the ZXMOTO 820RR, which secured a WSBK championship, also provides a technical foundation for the chassis development and tuning of this V-twin cruiser.

The 600V is powered by a 578cc 90-degree V-twin liquid-cooled engine producing 44kW at 8,500rpm and 59N·m of peak torque at 5,500rpm. Maximum torque arrives relatively low in the rev range, while a dual balance-shaft system and idle-cylinder deactivation technology are designed to balance strong low-end response with smoother operation and improved low-speed thermal management.

Weight reduction is one of the 600V’s key differentiators. According to its MIIT filing, the bike has a curb weight of just 195kg, approximately 15kg lighter than the VOGE CU625 built on the same platform. With many 600cc-class cruisers weighing more than 210kg, that difference could make a noticeable contribution to low-speed maneuverability and accessibility for newer riders. Equipment includes ride-by-wire electronic throttle, belt drive, dual-channel ABS, traction control and a slipper clutch as standard, along with a 17.3-liter fuel tank.

Any discussion of the 600V inevitably brings up BENDA. As one of the leading names in China’s cruiser segment, BENDA has demonstrated with models such as the Chinchilla, Dark Flag and ROCK that a cruiser can be about attitude as much as transportation. Its products typically emphasize styling, road presence and a muscular American-inspired character, although their relatively high weight can make them more demanding for inexperienced riders. The ZXMOTO 600V takes a different approach: ease of riding over visual drama. Its 195kg weight, low seat height, electronic throttle and belt drive are all intended to reduce the barriers to riding a large-displacement motorcycle, making the motorcycle more approachable for first-time big-bike buyers.

In simple terms, BENDA focuses more on “attitude and presence,” while Zhangxue emphasizes “lightness and ease of use.” The two approaches target different priorities within China’s growing cruiser market.

With an official price of RMB 27,980, the 600V also enters the market with a relatively accessible price point for a lightweight V-twin cruiser.

No.5

KAYO HY300GY: Off-Road DNA, Now With a License Plate

KAYO has spent years building a reputation around off-road motorcycles. The HY300GY takes that experience and applies it to something designed to spend at least some of its life on the road.

At its heart is a 292cc liquid-cooled, DOHC, four-valve single-cylinder engine making 21kW at 9,000rpm and 23.76N·m at 7,500rpm.

The numbers aren’t outrageous, but that’s not really the point. The HY300GY is about keeping the motorcycle light and giving it the hardware to deal with rough ground.

There’s 270mm of ground clearance, an adjustable front suspension setup and an adjustable rear shock with an external reservoir. The motorcycle runs an 80/100-12 front tire and a 120/80-18 rear, while disc brakes are fitted at both ends. And then there’s the weight: just 147kg.

That’s impressive considering the motorcycle’s 890mm seat height and off-road-oriented suspension. The combination should make the HY300GY relatively easy to maneuver when the trail gets technical.

This isn’t a motorcycle built around luxury equipment or a long list of electronic rider aids. Instead, KAYO has stuck to the fundamentals: low weight, suspension travel, ground clearance and mechanical simplicity.

Think of it as an off-roader that happens to be road legal, rather than a road bike pretending to be an adventure motorcycle.

No.4

ZXMOTO 820X: A Three-Cylinder ADV With Big Ambitions

ZXMOTO’s move into the adventure segment might be its most significant expansion yet.

The 820X is ZXMOTO’s first ADV motorcycle, and it arrives with an 818.8cc inline-three, 85kW and 80N·m of torque. That puts it squarely into the middle-to-large-displacement adventure category, where the competition is fierce. The engine is only part of the highlights.

The 820X runs a 19-inch front and 17-inch rear spoked-wheel combination and uses electronically controlled suspension. Riders can select damping characteristics, while the system can also automatically adjust damping and rear preload. Seat height is electronically adjustable as well.

Without its luggage system, the 820X weighs 218kg—relatively lean for an ADV with this much engine and equipment. And ZXMOTO hasn’t exactly gone easy on the electronics. The standard specification includes a six-axis IMU, cornering ABS, ride-by-wire, a bidirectional quickshifter, heated grips and front-and-rear cameras.

The Touring version adds millimeter-wave radar, adaptive cruise control, front and rear collision warnings and blind-spot monitoring.

In other words, ZXMOTO isn’t treating the 820X as a simple engine-and-suspension adventure motorcycle. It’s positioning it as a high-tech long-distance machine that can move between asphalt and unpaved roads. There are two versions: the Strike Edition at RMB 46,800 and the Touring Edition at RMB 57,800.

For a company making its first serious move into the ADV world, the 820X is a fairly ambitious statement.

No.3

VOGE CU-X: What Happens When a Motorcycle Starts Thinking About Its Environment?

Not every interesting motorcycle at CIMA Motor 2026 was designed to go into production tomorrow. VOGE’s CU-X is one of those motorcycles.

Described as the first motorcycle to showcase the company’s new “Jiyu Zhixing” technology platform, the CU-X is essentially a rolling technology demonstrator. Rather than focusing on horsepower or displacement, VOGE is using it to show where it thinks intelligent motorcycle technology is heading.

The platform is split into two broad areas.

“Jizhi” focuses on sensing and interaction, combining Beidou positioning, environmental perception and connectivity with smartphones and wearable devices.

“Jixing” is more concerned with what the motorcycle actually does with that information, with technologies including hybrid power, active suspension, vehicle stability control and chassis-position adjustment.

That’s a significant shift from the kind of “smart motorcycle” technology we’re used to seeing today. Most connected motorcycles can show navigation, pair with a phone or display notifications. VOGE’s vision goes a step further: the motorcycle should be able to understand what’s happening around it and use that information to influence how it behaves.

The company also announced a strategic partnership with AGIBOT and demonstrated the VOGEBOT riding robot, bringing the increasingly popular concept of embodied AI into the motorcycle world.

There’s an important caveat: the CU-X is still a concept. VOGE hasn’t announced production timing, final engine specifications or pricing. So don’t expect to see one at your local dealer just yet.

For now, the CU-X is best understood as a window into what VOGE thinks the intelligent motorcycle of the future could look like.

No. 2

QJMOTOR SFA1000: A Liter-Class ATV Built to Get Dirty

QJMOTOR may not have had its own dedicated booth at CIMAMotor this year, but its SFA1000 flagship ATV still managed to attract attention. And this isn’t a lightweight recreational quad.

The SFA1000 is a full-size, liter-class ATV powered by a 976cc 80-degree V-twin. The eight-valve SOHC engine produces 65kW at 7,250rpm and 93N·m at 6,520rpm. That’s a lot of engine for something with four wheels and a very strong appetite for mud.

The chassis is equally serious. Independent double-A-arm suspension is used up front, with independent trailing-arm suspension at the rear. Ground clearance is 285mm, while 27-inch tires provide the contact patch for tackling loose and uneven terrain.

The drivetrain offers selectable two- and four-wheel drive, while front and rear differential locks are available for situations where traction becomes scarce. That matters when you’re climbing steep slopes, crawling through mud or trying to get yourself out of somewhere you probably shouldn’t have driven into in the first place.

There’s also a 25-liter fuel tank and a range of factory accessories aimed at longer-distance exploration and more specialized use.

The SFA1000 isn’t trying to be a fashionable recreational toy. It’s a big, powerful ATV designed around traction and terrain. For serious off-road enthusiasts, that’s exactly the point.

No. 1 

CFMOTO V4 SR-RR: China’s 200-Plus-HP Answer to the Superbike Elite

And then there’s the motorcycle that arguably generated the biggest performance headline at CIMAMotor 2026.

The CFMOTO V4 SR-RR represents a major escalation for China’s motorcycle industry. Rather than competing in the familiar middleweight sportbike territory, CFMOTO is going directly after the liter-class superbike establishment. At its center is a 997cc 90-degree V4 producing more than 210 horsepower and spinning to 15,000rpm. The claimed curb weight is under 200kg.

Those figures alone would make the motorcycle interesting. But CFMOTO has gone considerably further with the engineering. The engine uses a counter-rotating crankshaft, while an active aerodynamic system allows the winglets to change position depending on riding conditions. The goal is to optimize aerodynamic performance during high-speed running and braking rather than simply adding wings for visual drama.

The electronics package is equally serious, including a six-axis IMU, cornering ABS, traction control and a bidirectional quickshifter.

Then came the number that got everyone’s attention. In June 2026, CFMOTO reported a top-speed run of 315.82km/h with a prototype V4 SR-RR, setting what the company described as a new Chinese record for a gasoline-powered motorcycle.

A top-speed figure doesn’t tell you everything about a superbike, of course. Track performance depends on far more than terminal velocity. But it does provide a useful indication of just how seriously CFMOTO is approaching the project.

Visually, the V4 SR-RR looks every bit the part. The low-slung bodywork, extensive fairings and active aero give it the kind of aggressive silhouette you’d expect from a modern liter-class race replica.

For years, Chinese sportbikes have generally competed on price, equipment and increasingly sophisticated middleweight performance.

The V4 SR-RR is different. With more than 210 horsepower, a sub-200kg target and a claimed 315.82km/h top speed, CFMOTO is no longer simply trying to build a competitive Chinese sportbike. It’s trying to build a superbike.

And that may be the biggest highlight to come out of CIMAMotor 2026.

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