Voge DS800X Rally (2025 - ) review

The mid-size adventure bike template has already been set by others and Voge – wisely – doesn’t stray from it with the DS800X Rally. Its off-road ambitions are more obvious than those of its bigger DS900X relative, the tall screen and vertical TFT display combined with standard protection bars and dirt-friendly tubeless 21-inch and 18-inch wheels with proper Pirelli rubber. The fully adjustable forks are from KYB, as is the linkage-driven monoshock at the back. A big 24-litre tank will be popular with those riding in the wilds where fuel stops may be few and far between, though it’s a conventional design rather than the balance-friendly ‘saddle’ style used by equivalent KTMs and Koves. A slightly menacing skull-like lighting motif is among the Voge’s more distinctive features but, in general, the DS800X plays it safe in looks and engineering.

The big tank and tall, wide bars give the DS800X a feeling of substance from the off, the 850mm seat height typical of the breed without being too intimidating. Like all adventure bikes it’s tall and upright, with a commanding riding position for a good view over things, whether that’s other traffic on the commute or hedges and walls on country roads. For all its off-road ambitions the standard seat is more accommodating than the proper moto seats seen on some rivals, though more hardcore off-road riders may prefer that style of seat for dirt riding.

The DS800X tends toward the off-road end of the spectrum when it comes to adventure machines but remains just as viable for use as a daily or road touring machine. Such is the beauty of the genre, in that respect. Standard heated grips and seat are among the convenience features you’ll appreciate if you ride all year and while we didn’t test the pillion seat it looks plenty roomy for two. There’s also a luggage rack included and a very reasonably priced luggage set if you do have ambitions to go the distance with it. To those ends while screens vary in effectiveness from rider to rider we found the Rally’s relatively small example did a reasonable job of deflecting the worst of the windblast on the motorway.

Where the bigger DS900X trades on the fact its engine is shared with BMW’s F 900 GS under a manufacturing partnership with parent brand Loncin the motor in the 800 is an in-house affair. A conventional parallel-twin, its 798cc, 94 horsepower and 81Nm are all competitive for the class, the surprisingly rude bark on start-up setting the tone for what turns out to be a surprisingly charismatic motor. Response to the trad cable throttle is a little on-off and hard to modulate at lower speeds, which can lead to a bit of head-nodding around town until you get used to it. But, in general, there’s bags of grunt off the line, a healthy appetite for revs and a rorty exhaust note to encourage you to grab big handfuls of throttle at every opportunity. Like-for-like weight comparisons are muddied by the different ways manufacturers figure their bikes but the 213kg dry weight means the DS800X is heavier than the likes of the 790 Adventure, and you do feel that to a degree. But in isolation it’s plenty rapid enough and more characterful than the 900. You get two rider modes as standard, though the traditional throttle means no quickshifter or cruise. Braking is handled by chunky radial Nissin calipers up front with plenty of bite and switchable ABS for riding off-road.

The combination of weight, the big tank and 21-inch wheel mean the DS800X loses a degree of chuckability over some rivals, the trade-off being it feels very planted and rooted to the road. Our short test ride on a box-fresh bike didn’t afford time to fiddle with the adjustable suspension but, if we’d had the luxury of more time, we might have firmed things up a tad to offset a bit of dive under braking and squat under power. The beauty being that – unlike a Transalp, for example – the Voge has that option should you wish to tweak the settings to your riding style or road conditions.

We’re getting used to Chinese bikes undercutting their mainstream rivals for both purchase price and value for money and the DS800X Rally is no different, weighing in literally thousands less than the equivalent Honda, Yamaha, Suzuki or similar. Little wonder it was one of the top-selling adventure bikes in 2025 for that reason alone. Short service intervals might mean more time and money spent at the dealership, especially if you’re doing the miles. But, other than that, the DS800X should be as affordable to live with as it is to buy.

Voge is still too new to the UK to have established a meaningful reliability record so we’ll have to suck it and see for now. There are certainly no alarm bells in the way the DS800X has been designed, put together or the parts and finishing kit used and our six months living with the DS900X suggests Voge builds its bikes properly.

Longer-than-average warranties are a common tactic used by Chinese car companies to help win over buyers from the established names but we’re yet to see the same with bikes, the two-year warranty for the Voge nothing more than adequate when KTMs come with up to four years’ cover and Honda’s warranty can be extended to as much as six years. As for the seemingly cautious 4,000-mile/annual service intervals there are two takes, one being it’s a pain and may mean multiple services in a year if you’re a big miles rider. The other being it’s a sensible precaution for a new engine and, like the 900, will likely be extended once it’s proven itself.

Absolutely no complaints when it comes to the quality of cycle parts given the prevalence of known brands like KYB, Pirelli and Nissin for suspension, tyres and brakes. The vertical TFT screen works well and has the functionality you need but doesn’t look as fancy as the equivalents from big-name brands, the same to be said of the cheap-feeling switchgear. Though, at this price point, it’s the kind of thing you might reasonably forgive. Likewise, the relatively basic rider electronics, comprising regular traction control and ABS rather than the more sophisticated cornering systems on many rivals, both switchable. In some ways this suits the DS800X’s more back-to-basics off-road vibe and may appeal to some riders for just that reason.

Price will, inevitably, be the likely immediate attraction for the DS800X Rally. But the fact that – even setting that aside – it feels a credible rival to established favourites like the Transalp, V-Strom 800 DE and Ténéré in performance, kit and riding manners from the off is impressive. And the money you save on the purchase price could get you a long way on that summer roadtrip, whether that stays on the beaten track or strays off it.