CFMOTO 500SR VOOM 2025 Review

CFMOTO has spent the last decade shifting perceptions of what a Chinese motorcycle can be, and while the new 675SR-R might be stealing all of the performance headlines, its new-for-2025 500SR VOOM may be its boldest step yet. With a non-LAMS-compliant 499cc inline-four, a style brief that tips its hat to the golden age of sportsbikes, and a spec sheet that reads more premium than budget, it’s positioned as the most affordable four-cylinder road bike in Australia.

That alone makes it a curiosity, but once on board, the VOOM reveals itself as more than just an exercise in nostalgia. The engine thrives on revs and makes every gear change an event, the chassis feels planted yet responsive on a winding backroad, and the dash delivers more real-time information than anything else near this price. Priced at $10,990 ride away, the VOOM is aimed squarely at full-licence riders who want character and engagement without the heavyweight commitment of a litre-class machine.

CFMOTO has launched the 500SR VOOM in Australia at $10,990 ride away, making it the most affordable inline-four currently available on the local market. That figure undercuts Kawasaki’s ZX-4R by several thousand dollars and leaves the Honda CB650R as the next closest four-cylinder option in terms of format, but at a higher price.

The VOOM’s value equation is strengthened by the level of equipment supplied as standard. Fully adjustable suspension at both ends, J.Juan radial-mount calipers on twin 300mm discs, dual-channel ABS, an adjustable steering damper, and a crisp five-inch TFT display with phone pairing and navigation support are all part of the package. Add in touches like dual USB charging ports and optional connected-ride functions via CFMOTO’s T-Box, and it stacks up as a genuinely well-specced machine for the money.

Powering it is a brand-new 499cc liquid-cooled inline-four developed entirely in-house by CFMOTO. With peak outputs of 58kW at 12,500rpm and 49Nm at 10,000rpm, the engine sits outside LAMS approval. The Ram-Air system, which channels air through the faux DRL-rimmed dual headlight intakes to the airbox, can add a claimed four horsepower at speed.

Taken together, the VOOM occupies a curious niche: it’s not pitched at learners, nor at track-day specialists, but at riders who want the engagement of a four-cylinder sportsbike in a package that’s accessible, distinctive, and affordable.

No question, the star of the VOOM is its engine. Compact four-cylinders have become increasingly rare in today’s market, and this one brings back the character that many riders grew up with. Twist the throttle and the VOOM’s inline-four wastes no time reminding you why riders fell in love with this engine format. It starts with a steady hum at idle, smooth enough to belie its size, before building urgency as the tacho climbs. By the midrange it’s already pulling with conviction, and once the needle sweeps past 10,000rpm, the note hardens into a howl that dares you to stay in it.

Unlike many modern twins, which can feel flat when revved, the VOOM rewards commitment. Each rise in revs feels sharper and more insistent, yet the delivery remains turbine-smooth thanks to the engine’s natural balance. It’s this blend of refinement and excitement that makes the 499cc four such a standout.

That lively motor is well supported by a chassis that feels really well sorted and communicative. The suspension balance is excellent, offering composure over rougher backroads without dulling its sharp turn-in. Up front, the 41mm USD fork is adjustable for preload and rebound, while the rear multi-link shock offers the same. I didn’t feel the need to make changes, which says a lot about the quality of the factory settings, but the adjustability is there if you want to fine-tune.

The steering is light, helped by the relatively narrow 160-section rear tyre, and there’s plenty of feel through the controls. At a claimed 194kg wet, it’s lighter than most riders would expect from a fully faired inline-four, which helps explain its agility through direction changes. Mid-corner stability is impressive too, while the CST Migra S3N rubber proved more than capable in mixed conditions. There’s also a steering damper fitted as standard, offering 24 clicks of adjustment. I didn’t feel the need to move it from the factory-centre setting, which speaks to how settled the chassis feels.

The five-inch TFT dash also deserves special mention. Beyond the usual tacho, speedo, and trip data, it displays live tyre pressures and temperatures, plots real-time power and torque curves, and lets you set a shift-light threshold. There’s even an ESS function that flashes the brake light under heavy deceleration, plus full phone connectivity with Google Maps projection via MotoPlay. Two customisable layouts mean you can tailor the screen to your taste. Traction control can also be toggled on the fly via a dedicated switch on the left block, making it easy to adjust without diving into menus. Impressive for a bike at this price point.

Braking performance also impresses. The J.Juan four-piston calipers provide strong bite and consistent feel, and the dual-channel ABS intervenes smoothly when pushed. Add in the adjustable steering damper, clear TFT display, and little touches like bar-end mirrors that work and factory-fitted grip tape on the tank, and the VOOM feels well considered and just such a hoot to ride. Fuel use averaged 5.2L/100km during testing, which, with its 15.5-litre tank, translates to around 300km between fills — respectable for a compact sportsbike. The 795mm seat height keeps it approachable for a wide range of riders without cramping taller frames and, combined with the neutral ’bar and ’peg position, feels a lot more accommodating than the styling suggests.

For all its strengths, the VOOM isn’t without quirks. The VOOM’s up-only quickshifter takes a little finesse at low throttle openings, and while it works well once you’re in the flow, some riders may miss the two-way convenience found on pricier rivals. First gear is unusually short, to the point where second-gear take-offs often feel smoother and less frantic, though once you’re rolling the rest of the gearbox ratios suit the engine’s character well.

Selectable ride modes are absent, but that’s because the VOOM still uses a conventional cable-operated throttle. Without ride-by-wire, features like variable power maps — or even cruise control — are much harder to implement. The upside is a direct, mechanical connection between wrist and motor, though riders accustomed to adjusting modes may see it as a shortfall. Traction control is present with two levels and off, but there’s no option to change throttle response or power delivery.

Day-to-day usability is surprisingly good for a fully faired sportsbike, so practicality isn’t really where the VOOM falls short. The surprisingly functional bar-end mirrors sit wide enough to make regular lane filtering tricky, and the pillion pad won’t tempt anyone onto longer rides, but both are par for the course in this segment rather than serious drawbacks.

While the versatility of the engine and the accommodating ergonomics actually make it a credible everyday bike, it shines brightest when ridden with intent, which may leave some buyers wanting a bit more flexibility in commuter use.

By bringing an all-new inline-four to market at a price that undercuts every rival, the brand has created something unique: a retro-inspired sportsbike that’s engaging, stylish, and refreshingly accessible.

It’s not a machine for learners, nor is it a track-day specialist, but for full-licence riders who want character without the cost of a bigger bike, the VOOM is compelling. The engine is seriously addictive, the chassis feels dialled in, and the overall package is more polished than its modest asking price suggests. And did I mention just how much fun this thing is?

For riders who’ve missed the buzz of a high-revving four, or those curious to try it for the first time, the VOOM makes a persuasive case. At $10,990 ride away, it’s hands-down one of the most interesting new sportsbikes on the market.

It’s a motorcycle that puts fun at the forefront. For less than 11 grand, you get a package that’s engaging on a spirited weekend blast yet manageable enough for everyday use — a rare balance at this end of the market.

ENGINE
Type: Inline four-cylinder, liquid-cooled, DOHC, four valves per cylinder
Capacity: 499cc
Bore x stroke: 63mm x 40.1mm
Compression ratio: 12:1
Fuel system: Bosch electronic fuel injection

PERFORMANCE
Claimed maximum power: 58kW (78hp) at 12,500rpm (61kW with Ram-Air)
Claimed maximum torque: 49Nm at 10,000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate, slipper
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Tubular-steel trellis frame
Front suspension: 41mm USD fork, adjustable for preload and rebound, 120mm travel
Rear suspension: Multi-link monoshock, adjustable for preload and rebound, 60mm travel
Front brakes: Twin 300mm discs with J.Juan four-piston radial calipers, ABS
Rear brake: Single 220mm disc with single-piston caliper, ABS
Tyres: CST Migra S3N, 120/70R17 front, 160/60R17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 194kg
Seat height: 795mm
Ground clearance: Not given
Wheelbase: 1395mm
Fuel capacity: 15.5 litres

OTHER STUFF
Price: $10,990 (ride away)
Warranty: Three years/unlimited kilometres