Voge Just Dropped Its 2027 Lineup in Milan - Here's Every New Bike, Every Number, and Why It Matters

A little show-floor colour before the metal. The Loncin Group stand is split into three worlds this year - long-distance touring and maxi scooters on one side, street machines in the middle, off-road and enduro at the back - a floor plan that quietly doubles as a statement: we now compete everywhere. Remember that Voge was literally born on this show floor in 2019, arriving with three modest machines (a 300 naked, a 500 adventure bike, a 300 sportbike). Seven EICMAs later it fields five families, a press-award-winning adventure range, Europe's only affordable inline-four - and today's four debuts. Few brands in the hall have compressed that much distance into seven years.

The R800: Voge's 190-Kilogram Plot Twist

Let's start with the number that made show-floor journalists re-read their press kits. Everyone expected Voge's first big naked to borrow the proven 798cc twin from the DS800X Rally - and it does, at an identical state of tune, all 95.2 horses of it. What nobody expected was the scale: 190 kg net. Chinese middleweights have carried a "sturdy but heavy" reputation for years; the R800 deletes it in one line of the spec sheet.

Specification	Voge R800
Engine	KEL800 - 798cc parallel twin, DOHC 8v, liquid-cooled, 12:1 compression (the DS800X Rally's heart)
Power / Torque	95.2 hp @ 9,000 rpm / 81 Nm @ 6,500 rpm
Weight	190 kg net
Seat / Tank	810 mm / 16.5 L
Chassis	Exposed trellis frame, aluminium swingarm, gold-anodised USD fork, steering damper
Gearbox	6-speed with bi-directional quickshifter as standard
Tyres	120/70-ZR17 / 180/55-ZR17
Electronics	4 riding modes, traction control, dual-channel ABS, brake flashers, digital dash

The class it just walked into - because context is everything in this segment:

Bike	Power	Weight	Quickshifter std?
Voge R800	95.2 hp	190 kg (net)	Yes - both ways
Honda CB750 Hornet	~91 hp	~190 kg (wet)	No - optional
CFMoto 800NK	~95 hp	~186 kg (kerb)	Trim-dependent
Yamaha MT-07	~73 hp	~184 kg (wet)	No - optional

Rival figures are manufacturer claims measured to differing standards (net vs wet) - the R800's wet figure will land a little higher once fluids are counted. Even so, the company it keeps is clear.

Why it matters: the middleweight naked class is the most knife-fought segment in Europe, and Voge's answer wasn't gadgets - it was hardware you can see: an exposed trellis frame, gold fork legs, an aluminium swingarm, a steering damper, and an up/down quickshifter rivals charge extra for. The engine's pedigree is no mystery either: parent company Loncin has built twins for BMW Motorrad for years, and this exact 798cc unit has two seasons of DS800X Rally service behind it - a rare luxury for a "new" model (the full manufacturing story is here). Within Voge's own range it slots above the R625 - the middleweight the UK press crowned the value king of its class - as the family's first true full-A-licence flagship.

What we don't know yet, honestly: the price (the number that decides this entire war), European dates, whether cornering ABS or radar makes any trim, and colour options. Dutch market-watchers made a sharp point pre-show: in the naked class, Voge's usual "more equipment for less" trick faces its toughest crowd, because the Hornet already plays the aggressive-price game. The counter-argument is the spec sheet above. The verdict arrives with the price tag - and lands in this article the same day. Our R800 accessories collection is already open and waiting.

RR125S: The Supersport Your Sixteen-Year-Old Self Ordered

Here's the stand's genuine surprise. We knew about the 125RS naked; Milan pulled the sheet off its fully-faired twin sister - and this is no sticker kit on a commuter. Clip-on bars. Racing fairings. A six-speed DOHC single tuned to 15 hp, the legal ceiling of the A1 class, in a 147 kg package with dual-channel ABS and traction control - electronics half the 300 class doesn't carry. And one spec that deserves a double-take: a 16-litre tank, on a 125 sportbike. That's grand-touring capacity in a pocket rocket; at typical 125 consumption it hints at 450+ km between stops.

Specification	Voge RR125S
Engine	KE125 - 124.8cc single, DOHC 4v, liquid-cooled, 12:1, 6-speed
Power / Torque	15 hp @ 9,500 rpm / 12 Nm @ 8,500 rpm - the A1 maximum
Weight / Seat / Tank	147 kg net / 790 mm / 16 L
Chassis	USD fork, monoshock, clip-ons, full racing fairings, 17" tubeless (110/70 + 150/60)
Electronics	Dual-channel ABS, traction control, white-on-black LCD with navigation, full LED

Why it matters - follow the money: the A1 supersport dream is currently a luxury purchase. A Yamaha R125 or Aprilia RS 125 - the posters on teenage walls - runs toward six thousand euros in most markets. Voge's own 125RS naked launched in Spain and Portugal at €3,088 with a 5-year warranty; if the faired RR125S lands anywhere near its sibling's money, it halves the price of the dream while carrying traction control the Japanese 125s don't offer. That's the same move the SR125 GTS pulled on 125 scooters last week: refuse to treat small-capacity riders as second-class citizens. Together, the 125RS naked (collection here) and RR125S form a two-bike youth program - and in several countries, car-licence riders qualify for both. Parents, consider yourselves warned.

CU625: Leather Jacket, Belt Drive, A2 Papers

Milan showed the configuration Europe actually gets of Voge's V-twin cruiser, and it's laser-cut for the A2 licence:

Specification	Voge CU625 (European trim)
Engine	578cc liquid-cooled V-twin, 8v
Power / Torque	47.6 hp / 52 Nm - the A2 sweet spot
Final drive	Belt - no chain to lube, ever
Seat	710 mm - one of the lowest in the range
Wheels	16" alloys - 130/90 front, 150/80 rear
Equipment	Round TFT, traction control, dual-channel ABS, heated grips + USB-A and USB-C - all standard

Why it matters: the A2 cruiser class is ruled by Honda's Rebel 500 and Kawasaki's Eliminator - excellent machines that sell most comforts as accessories and both drive through chains. The CU625 counters with a real V-twin (not a parallel twin in a cruiser costume), maintenance-free belt drive, and a standard-equipment sheet - heated grips and twin USB ports included - that reads like a rival's options catalogue. The 710 mm seat makes it one of the most short-rider-friendly motorcycles Voge sells. Worth knowing: a full-power version around 60 hp exists for unrestricted licences in some markets. The CU625 collection is stocked and ready.

Rally 300: The People's Champion Gets Factory Armour

This one's personal for our readers. The 300 Rally (300GY) - star of one of the most-read guides on this blog and the bike that goes toe-to-toe with Honda's CRF300 Rally at a fraction of the price - returns restyled, and the update is pure fan service:

Specification	Voge Rally 300 (updated)
Engine	YF300 - 292.4cc single, liquid-cooled, EFI, 6-speed
Power / Torque	28.6 hp @ 8,500 rpm / 25 Nm @ 7,000 rpm
Weight / Seat	160 kg net / 850 mm
Clearance / Wheels	280 mm / spoked 21" front, 18" rear
New for this update	Rally-style front with tall windscreen + front crash bars from the factory, anti-slip seat, full LED

Why it matters: look at what became standard and you'll recognise the first-month shopping list of every Rally 300 owner we've ever heard from - screen and protection top it, every time. Voge effectively read its owners' garages and built the bike they were already building. We respect the honesty. What hasn't changed matters too: same bulletproof 292cc single, same 21/18 spoked wheels, same 280 mm of clearance that embarrasses bikes twice its price off-road - and the same famous maintenance religion, which remains unchanged and remains law.

SR16 380: Confirmed - Numbers Loading…

The fourth reveal keeps its cards closest: the mid-size SR16 380 commuter scooter stood on the stand with its full spec sheet still to be published. What we can read is the trajectory, because the SR16 story has been a staircase: the high-wheel SR16 125 arrived first (designed with Italy in mind, aimed straight at Honda's SH empire), the SR16 200 followed with more punch, the fully-loaded SR16 Air landed with top box, screen and heated grips as standard - and now the family jumps to 380, a displacement that turns a city scooter into a genuine ring-road-and-beyond commuter aimed at the Honda SH350i's lunch. If the pattern holds (and it has for three model years straight), expect the equipment sheet to embarrass the class. This section fills in the moment the numbers drop - and the SR16 380 collection is already open in anticipation. (Yes, we're that confident in the formula.)

Meanwhile: the Class of 2026 These Four Just Joined

Today's debuts didn't arrive in a vacuum - they complete a twelve-month sprint that already delivered, and which we've covered piece by piece: the SR450X, the class's only twin-cylinder adventure scooter with radar and dashcams; the RR660S, Europe's only affordable inline-four with launch control; the SR125 GTS, the 125 scooter with ABS, TCS and a dashcam as standard; the fully-equipped SR16 Air; and the €3,088, long-legged 125RS naked. Line them up with today's four and you're looking at nine new or renewed machines in a single model year. That's not a lineup refresh; that's a land grab.

Still Behind the Curtain

Two mysteries survive show week so far. First, the CU-X plug-in hybrid cruiser - the petrol-electric concept with its exotic hub-centre-style front end, revealed in China and tipped by the Italian press for a Western debut but never confirmed; if it appears, it will be the most-photographed machine on the stand. Second, European timing for the A2-friendly inline-four supersport shown previously alongside the RR660S - Italian sources have floated both RR500S and RR460S as its market name; we'll use whichever badge ends up on the fairing. Italian press whispers of "last-minute surprises" on the stand; if anything breaks, this article updates.

The Bigger Picture (Or: Pick Your Fighter)

Zoom out and the strategy is almost cheeky in its completeness. In one morning, Voge filled its last two empty boxes - big naked and learner supersport - European-ised its cruiser, and armoured its cult off-roader. Five families. No gaps. One weapon used everywhere: equipment the rivals sell in instalments, fitted as standard. And one pattern worth noticing as a buyer: every machine above runs proven mechanicals in new clothes - the R800's twin has two years of Rally service, the RR125S's single already powers its naked sister, the CU625's V-twin is already on roads. Voge takes risks with segments, not with engines. The full family tree lives in our complete Voge lineup guide - getting a major update as these machines reach dealers.

So, honest question before the FAQ: which one's yours? The 190 kg trellis-framed R800, the poster-bike RR125S, the belt-drive CU625 - or are you waiting on the SR16 380's numbers like we are? The comments are open, and they're read.

Frequently Asked Questions

What engine does the Voge R800 use?

The KEL800 798cc parallel twin from the DS800X Rally, at an identical 95.2 hp / 81 Nm state of tune - in a 190 kg trellis-framed naked with a standard bi-directional quickshifter. Two seasons of real-world Rally service stand behind it.

When can I buy the R800, and for how much?

No European prices or dates yet - distributors are confirming now, with market-by-market availability expected through 2027. Voge's pattern is to undercut comparable Japanese machinery by a meaningful margin; if the R800 repeats that against the Hornet, the class gets interesting. This article updates as figures land.

Is the RR125S the same bike as the 125RS?

Siblings, not twins: 125RS is the naked (wide bars, €3,088 launch price in Spain with a 5-year warranty), RR125S the full supersport (clip-ons, fairings, 16 L tank, 147 kg). Same 15 hp A1-maximum engine, same ABS + traction control package.

Which licences do the new models need?

RR125S and 125RS: A1 - and car-licence 125 rules in several countries (Italy directly on a patente B, Spain after 3 years of carnet B, France with the 7-hour training, Germany via the B196 extension). CU625 in European trim: 47.6 hp - squarely A2. Rally 300: A2-friendly. R800: 95 hp - full A licence only.

What's new on the Rally 300, exactly?

A rally-raid front end with a tall windscreen, factory-fitted front crash bars, an anti-slip seat and a restyled face - on top of otherwise-unchanged mechanicals: the 292cc single, 21/18 spoked wheels, 280 mm clearance and 160 kg. The accessories owners used to buy in month one now come in the crate.

What happened to the CU-X hybrid concept?

Still officially China-only; a Milan appearance was expected by the Italian press but not confirmed by Voge. If it surfaces during show week, it gets its own section here.

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Following EICMA from your sofa like us - or walking the halls in person? Share what caught your eye in the comments; show-floor impressions beat press releases every time. Collections for every new model are already open, and code VOGEBLOG5 takes 5% off your first accessories order whenever your new Voge finds its way home.