Imagine the scenario: you create a successful company, take it to the Dakar Rally, wow the world, and then... you just walk away. And start over. This is not a Mexican soap opera script, this is Zhang Xue. The man who gave the world the Kove Moto is back with a new brand, the ZX Moto, and the 820 X. It sounds suspiciously like a rock star's "last farewell concert," but when you look at the specs of this three-cylinder machine, it becomes clear: this guy is not kidding. He's an engineer who clearly hates boredom.
Let's be brutally honest. Chinese motorcycle brands are often like those cheap copies clocks at the market – from a distance they look fine, but up close you can see the hands are running backwards. Most of us are left cold. A ZX Moto was not born in a vacuum of corporate meetings and intellectual property theft. Its founder, Zhang Xue, is not someone who just draws logos in PowerPoint. He is an engineer who has spent years deep in the bowels of powertrains.
And this is exactly what is known about ZX Moto 820 XInstead of us at the fair EICMA Bored with futuristic plasticine concepts that will never see the asphalt, he brought a motorcycle that looks like it could be started and driven tomorrow. No “marketing bullshit”, just metal, rubber and petrol.
Heart of the Beast: Three Game-Changing Reels
This is where things get really interesting and where every true “petrolhead” raises an eyebrow. Chinese manufacturers usually stick to proven two-cylinder engines. Simple, cheap, safe. And Zhang said: “No, thanks, that’s for amateurs.”
ZX Moto 820 X drives inline three-cylinder engine with volume 818.8 cc. Why is this important? Because three-cylinders offer that holy grail point between the torque of a two-cylinder and the revs of a four-cylinder. The numbers are almost outrageous for a newcomer to the market:
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Power: 87 kW (117 hp) at 11,000 rpm.
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Torque: 85 Nm (63 lb-ft) at 9,000 rpm.
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Compression ratio: 13:1.
Putting these numbers into context – it puts him squarely in the ring with European aristocracy like Triumph Tiger 900 or MV Agusta Enduro VeloceFor a brand that's been around for less time than the average diet, that's quite a lot. boldlyThis is not a food delivery engine; it is a machine that wants you to “push” it.
Design: Function before posing
Let's take a look at it. Does it remind anyone of anyone? Of course. That beak and side slits are no sign of a hot water leak. But this type of bike is not about the catwalk, it's about survival. The prototype at EICMA was dressed in a sand color with luggage, making a clear statement: “This is not a toy for Instagram influencers, it’s a travel tool.”
The frame is a simple steel frame with an aluminum swing arm. The seat is set at a height 830 mm (32.7 in), and the wheelbase is 1532 mm (60.3 in). The wheel measures 19 inches up front and 17 inches at the rear. It's that happy medium – stable enough for highway speeds when you're running away from responsibility, and agile enough for dirt roads.
But be careful with the weight. Dry weight (without liquids) is 218 kg (481 lbs). When you add oil, gas, and your gear, this isn't exactly a ballerina. It's a concrete "grandma" that will require a firm hand. If you skipped leg day at the gym, you'll regret it here.
Technology: Analogue feel in a digital world
The engineering details show that Zhang thinks like a motorcyclist who has been stranded in the middle of nowhere. The fuel injection system is Bosch, the gas is electronic (ride-by-wire), but watch out – it has backup steel braids. This is genius! This is the kind of paranoia I just love about adventure bikes. If your chip dies in the middle of Mongolia, you still have a mechanical connection.
“This is not just another Chinese engine. This is an engineering statement from a man who left his own company to do things his own way, without compromise from the board of directors.”
Conclusion: Get ready for the new wave
It would be easy. ZX Moto 820X dismiss it with a wave of the hand and cynicism, saying it's just another attempt from the East. But the specifications, especially that three-cylinder engine, suggest something else. They point to ambition and technical know-how. While the prices of established motorcycles climb into the stratosphere and sell us "status", Zhang Xue comes with serious mechanics.
If this thing works as reliably as the numbers on paper promise, and if the price is right (and it will probably be significantly lower than the competition), then we have a potential hit ahead of us. Of course, brand heritage (brand heritage) is nil. Service network is a question mark. But for those who buy performance, the sound of three cylinders and engineering prowess, not the badges on the tank, this could be the most interesting new product of the year. The world of motorcycling needs exactly this kind of shake-up.
