Bike Review | 2025 CFMOTO 500SR VOOM

“The VOOM tugs at the heartstrings of sportsbike owners of the ’80s and ’90s thanks to its unique old-school styling”…

CFMOTO’s new 500SR VOOM hits the Australian market with a ride-away price of $10,990, an impressive list of equipment and superb fit and finish. But much, much more than that, it delivers a ride experience often forgotten amid this present-day penchant for parallel twins and does so in a way that lingers in your memory long after you’ve tucked the bike into the shed for the night.

Stubby twin exhausts, a retro sportsbike profile and a narrow waist.

Factory-fitted grip tape on the tank and faux twin circular headlights.

It’s not the only sub-660 cc inline-four on the market – Kawasaki’s ZX-4R and ZX-4RR made their local debuts in 2023 – but where Kawasaki is targeting a trackday buff with its narrow-focused well-appointed sportsbike, the 500SR VOOM tugs at the heartstrings of the sportsbike owners of the ’80s and ’90s thanks to its unique old-school styling. Like the two ZX-4s, it’s not LAMS-approved, which is unusual in this capacity bracket and it gives the VOOM a unique niche in the Australian market.

What do you see? We see early Bimota, Yamaha FZR and OW01, late 1990s GSX-R, ZXR, Slabby, we could go on…

It’s weird to think an inline-four is now one of the rarest engine formats in modern-day motorcycling. And not only has it been built from the ground up rather than around borrowed architecture from one of CFMOTO’s strategic partnerships, it’s cleared all of today’s stringent emission hurdles. And because of that, it’s sub-$11k price tag feels borderline implausible.

And it’s even more apparent when you’re on you’re favourite stretch of deserted backroad on this rev-happy lightweight sportsbike. It demands precision from your inputs and a level of engagement that you frankly don’t expect from a 500cc machine at this price point. Whether its the impressive TFT, or the really capable suspension, or the joyful howl from that twin exhaust, the 500SR VOOM is the distraction we all need from the world right now.

The relatively narrow 160-section rear hoop complements the intuitive handling.

The DOHC unit builds steadily through the midrange before really lighting up beyond 7000rpm, pulling all the way to its 12,500rpm peak power output. Peak power is 58kW (78hp), while the peak torque figure of 49Nm comes in 2500rpm earlier at 10,000rpm. It progressive and smooth rather than breakneck and immense, but it’s delivered in a way that’s reminiscent of the good days and it is thoroughly enjoyable. 

Throttle response is predictable, neither snatchy nor sluggish if you happen to get a gear change slightly wrong, well at least it became so after I realised there was too much slack in the chain and adjusted it correctly. The up-only quick-shifter is really well sorted and a joy to use as you hold each gear for as long as you dare before grabbing the next one and relishing in the high-pitched hilarity. Did I mention how much fun this bike is? 

“Whether its the impressive TFT, or the really capable suspension, or the joyful howl from that twin exhaust, the 500SR VOOM is the distraction we all need from the world right now”…

As well as that captivating small-capacity inline four, the CFMOTO’s styling is a really clever consideration by CFMOTO. At a time when it’s launching a raft of new narrow-focused sportsbikes like the 675SR-R triple and the 750SR-S inline four, it could have easily followed the same formula. But instead it has taken a retro route, swapping GP-style winglets for faux twin headlights and, to my eye at least, has executed it really successfully.  

“You hold each gear for as long as you dare before grabbing the next one and relishing in the high-pitched hilarity”…

Those faux twin headlights are every bit Suzuki’s 1985 GSX-R750. Rimmed by an LED daytime-running light, they’re actually the intake scoops for the engine which, when used to their full effect, is said to up the peak power output by 3kW (4hp). This RAM-air effect occurs when air is pushed through the faux headlights, through some plastic piping which is evident on the inner fairing (hello, GSX-R!) and into the airbox. The VOOM’s actual LED headlight is recessed below the fairing and out of sight.

The VOOM’s functional LED headlight is recessed underneath the front fairing. It’s very GSX-R slabside, yum!

The twin circular taillights carry the idea through to the rear of the bike where even the dual circular exhausts mimic the theme. And if that’s not retro sportsbike enough for you, there’s factory-fitted grip tape at the base of the flat-top fuel tank.

The twin taillight arrangement stays in step with the circular theme front and rear.

Air is directed into the airbox through the twin faux headlights.

Sporty seat.

LED lighting.

The five-inch colour TFT is bright, legible and thoughtfully configured. The main screen is easy to absorb on the move once you get a feel for where everything is. Bright and colourful, it presents a sweeping rev counter, digital speed display, dual temperatures (engine and ambient), a clock, fuel gauge, estimated range, trip options and live readouts of tyre pressures and their temperatures. Power and torque delivery are plotted in real time, too, which, despite erring on gimmicky, definitely just adds to the sheer fun you have on this bike.

Twin 300mm discs, J.Juan four‑piston monobloc calipers.

Fit and finish is high, evidenced by the lightweight Y-spoke wheels

A five-tab menu sits behind the home screen. The Vehicle tab handles the core riding adjustments – traction control (two levels or off), shift-light setting, quickshifter toggle and activation of the ESS brake light flash. The remaining tabs handle smartphone pairing, music playback, MotoPlay (which mirrors Google Maps), and display preferences. You can even store two different display styles and flick between them depending on mood or conditions.

It’s worth noting that the traction control can be toggled on the fly as well by thumbing the dedicated button on the left-hand switch block. Below the dash are two USB charging ports – one Type-A, one Type-C – and CFMOTO’s optional T-box unit adds functions like trip logging, geolocating ability, over-the-air updates and diagnostic access. There’s a lot going on for the asking price…

“Power and torque delivery are plotted in real time which definitely just adds to the sheer fun you have on this bike”…

The gearbox ratios are pretty well matched to the engine’s characteristics, although you really don’t need first gear. Taking off from a standstill is smoother and far less frantic in second gear, and I suspect such a tall first gear has more to do with passing ride-by noise testing than any rider-led decisions. But it doesn’t matter, turning your six-speed transmission into a five-speed ’box just adds to that retro sportsbike feel…

The inline four-cylinder engine is surprisingly versatile throughout the rev range.

On the open road it settles comfortably at 110 km/h, but the engine’s happiest when it’s stretching its legs. Ride it like a four – let it sing – and the VOOM delivers a lively, engaging experience few, if any, in this price bracket can match.

The up-only and switchable quick-shifter is as good as they come.

Navigate through the powerful TFT via the left switchblock.

Despite its compact engine capacity, the VOOM’s ergonomics are quite accommodating. The riding triangle feels neutral rather than sportsbike-cramped thanks to the handlebar mounts being cast into the top triple clamp. The relatively low 795mm seat height is paired with a rational footpeg position, which again adds to that retro sportsbike feel. It’s sporty without being punishing.

“The ergonomics are sporty without being punishing”…

The suspension is better than the price point dictates, as we’ve come to expect from CFMOTO over recent years. The 41mm upside-down front forks are adjustable for both compression and rebound and offer 120mm of travel, while the multi-link monoshock at the rear gets preload and rebound adjustability, along with 60mm of travel.  

Theres’ a ton of feedback through the CST Migra front hoop – even in damp conditions. The rear is equally impressive.

On the move, the VOOM feels composed and planted despite its 194kg wet weight. Between a well sorted tubular-steel chassis, that great-out-of-the-box no-name suspension and the surprisingly good CST Migra S3N rubber, there’s loads of feedback between you and what happening beneath you.

The relatively narrow 160-profile rear tyre is well suited to the bike and makes turning into a corner effortless and the bike feels settled even through fast flowing corners. There is an adjustable steering damper as standard, although I didn’t have any need to tweak it from centre of the 24-click adjustment stroke in which it arrived.  

Braking is handled by J.Juan hardware with a twin 300mm disc setup at the front and single 220mm disc at the rear. The four-pot monobloc calipers are excellent, offering  great initial bite and progression, while the rear is best used for stability rather than its stopping prowess, although it may improve as more kays are put on the bike.

Its real-world usability and relaxed ergonomics means commuting is not out of the question

That beautifully shaped tank holds 15.5L and I measured a consumption figure of 5.2L/100km during the test period, meaning the VOOM offers a real-world range of just under 300km. That puts it within striking distance of many mid-capacity twins, making it surprisingly useful for commuting or longer day rides. Speaking of commuting, its real-world usability and relaxed ergonomics means it’s not out of the question. The bar-end mirrors might impede the tight lane filtering, but as far as ’bar-end mirrors go, they’re actually really functional. They look great and offer clear vision behind.

The ergonomics are far more relaxed than you’d expect from a small-capacity sportsbike.

It’s hard to place the VOOM squarely in an existing category, but if you’re narrowing it to inline-four competition with a similar capacity, the list is short. Kawasaki’s $11,794 (plus on-road costs) ZX-4R and $13,194 (+orc) ZX-4RR are the obvious contenders, as is Honda’s $12,499 (+orc) CBR650R. Out of the capacity range but firmly into the retro sphere, you’ve got Suzuki’s newly announced $17,990 (ride away) GSX-8T and the $18,990 (ride away) GSX-8TT. 

The ZX-4R meets the VOOM in capacity, but is far more sporty.

The Suzuki GSX-8TT takes a similar retro theme, but goes down the upright naked route.

I think the VOOM really belongs to its own lane, and CFMOTO needs to be applauded for that. I’m a fan of what CFMOTO has been doing lately, so I knew the 500SR VOOM was going to be good. But just how well executed and just how much fun I had on it, I honestly wasn’t expecting.

The engine is the jewel in the crown here: smooth, responsive, melodious and rewards commitment. Followed closely by that convincing styling. But what elevates it is how well the rest of the package keeps pace. The chassis, the suspension, the brakes – they’re all playing at the same level.

Commuting to work or scratching on your nearby twisties, the 500SR VOOM is up for it all.

And then there’s the price. For $10,990 ride-away, you get genuine performance, real-world comfort and a nostalgic hit of style. It’s not a learner’s bike and it’s not a track weapon – it’s just a seriously good streetbike with character, charm and a soundtrack that eggs you on. The 500SR VOOM brings back something we’ve been missing in this segment for a while: performance and character.

Inline-four comeback!

Once the default engine format for Japanese sportsbikes, the humble inline‑four has become a rarity in today’s small‑capacity segment. But that’s starting to change.

Kawasaki was first to move, releasing the ZX‑4R and ZX‑4RR in 2023 with a screaming 399cc inline-four that redlines at 15,000rpm. While pitched as a track-focused tool rather than a street all-rounder, it proved there’s still life in the old format yet. Now, CFMOTO has joined the charge with its 500SR VOOM, offering a more road‑oriented experience at a much sharper price point.

QJMotor’s SRK400RR

Meanwhile, Honda is resurrecting one of its most iconic names. After years of silence, the CB400 is officially returning in 2025 with a brand-new inline-four engine and a styling brief that nods to the original Super Four. It’s not yet confirmed for Australia, but its reappearance marks a significant moment for the format.

Other Chinese brands like QJMotor and Kove are also actively developing compact inline-fours in the 400–500cc bracket, aiming to hit a similar blend of performance, price and nostalgia. QJ’s SRK400RR has already made headlines with its claimed 16,000rpm redline and modern equipment.

So while the format may have fallen out of fashion in the shift towards lightweight twins and emissions compliance, there’s now a definite pulse in the low-capacity four-cylinder class. The 500SR VOOM may be leading the charge in terms of real-world availability and affordability in this country, but it may soon no longer be an outlier.

2025 CFMoto 500SR VOOM Specifications

www.cfmoto.com.au

Engine: Liquid‑cooled, inline four‑cylinder, DOHC, four valves per cylinder, 63mm x 40.1mm, 12:1 compression, Bosch EFI Gearbox: Six‑speed Clutch: Wet, multi‑plate, slipper

Chassis: Tubular‑steel trellis frame
Rake: Not given Trail: Not given
Suspension: 41 mm USD fork, preload and rebound adjustable, 120mm travel (f); Multi‑link monoshock, preload and rebound adjustable, 60mm travel (r)
Brakes: Twin 300mm discs, J.Juan four‑piston monobloc calipers, ABS (f); single 220mm disc, single‑piston caliper, ABS (r)
Wheels & Tyres: Cast alloy wheels, CST Migra S3N, 120/70R17 (f), 160/60R17 (r)

Dimensions:
Wheelbase: 1395mm
Seat height: 795mm
Overall length: 2010mm
Overall width: 730mm
Overall height: 1115mm
Ground clearance: Not given

Instruments & Electronics: Bosch ABS and traction control, up‑only quick-shifter, shift light, full‑colour TFT display