Prior to now, when one appeared particularly for a mid-capacity, air-cooled, single-cylinder retro motorbike, the choices had been — Benelli Imperiale 400, Honda CB350s and the Royal Enfields. Becoming a member of this bandwagon now’s the new-to-India however not new to bikes, the Chinese language big QJMotor, which is aiming for a slice on this phase with the SRC 500.
We had an opportunity to look at each the Imperiale and the SRC facet by facet. Whereas the QJ is visually much like Benelli, it’s a noticeably bigger and heftier motorbike. The truth is, the SRC’s 1,440mm wheelbase is longer than an Interceptor 650, by a big 42mm. Seems to be clever, that is an interesting bike; from its retro two-tone bodywork to the beneficiant use of chrome within the rider’s area of view. The paint high quality is sweet, however this explicit white/purple colourway is just not the best to maintain clear in our circumstances.
The retro theme is strengthened by halogen bulbs throughout and the headlight does a great job of illuminating the highway. The SRC’s totally digital twin-pod show is properly laid out and shows related information, however I consider the Imperiale’s digi-analogue set-up would have suited the QJ’s retro character extra.
High quality is a little bit of a letdown with just a few eyesores on this in any other case good-looking machine. Multitudes of wires, cables and hoses are seen in plain sight, the rider’s footrest is bolted on a crude-looking metallic bracket, and the go change is pressed each time you totally pull within the clutch lever (one thing we additionally confronted on the Keeway V302C). But, these irritants pale compared to this one — there may be nearly no hole between the chain and the left ‘leg’ of the centre stand — leading to an alarming, loud clanking sound because the chain smacks in opposition to it when the engine is beneath load. The corporate says it’s engaged on this situation.
At 205 kg, the SRC 500 is hefty (10kg greater than a Traditional 350), and you’re feeling the load at sluggish speeds or whereas transferring it round. The burden can also be a difficulty whereas taking tight U-turns on account of its massive turning radius. When you get transferring, nevertheless, it does get higher however it’s important to be aware that it is a broad and lengthy bike.
Whereas its 800mm seat peak determine appears approachable, it’s a bit broad the place the tank meets the seat, which splays your legs out a bit. At 5’11”, it was not a difficulty for me, however shorter riders can be affected by this. Alternatively, taller riders might also discover the seat peak to be barely low in relation to the foot pegs. General, the using place is relaxed along with your higher physique practically straight and your toes positioned neutrally, which is conducive to spending lengthy hours within the saddle.
Plonked within the fairly old-school double-cradle body is a big however easy two-valve, air-cooled, 480cc, single-cylinder mill that’s rated for 25.5hp and 36Nm. Whereas these figures will not be precisely spectacular on paper for a near-500cc bike, the SRC is faster than the Benelli Imperiale to 100kph by practically 5s. It could additionally simply maintain triple-digit cruising speeds all day lengthy, with minimal vibrations, helped by its tall gearing.
In our time with it, the SRC 500 achieved a decent 33.3kpl (total), which mixed with its 15.5-litre gas tank, means it could actually comfortably cowl greater than 450km on a single tankful. The gearbox is a 5-speed unit and my criticism with it’s that there’s a disproportionately massive hole between the foot peg and kit lever, ensuing having to magnify your foot motion each time you should shift gears. This may not have been a difficulty if there was a heel-shifter, one thing you’ll anticipate on a laidback machine.
What dissuades you from holding the aforementioned cruising speeds are weak, spongy brakes. Then there may be the inventory suspension set-up, which is way too mushy, with the dual rear shocks bottoming out fairly simply over most bumps. Including two clicks of preload on the rear helped, (I weigh near 86kg with gear), however the total really feel from the suspension is just not of well-controlled damping. As has been the case with all of the Chinese language bikes we’ve examined just lately, the SRC’s ABS calibration is simply too delicate and the accelerator’s journey is abnormally lengthy.
Regardless of these flaws, we now have come to love the QJ SRC. That torquey engine is the star of the present and the retro design is a visible deal with. Nevertheless, the standard ranges are disappointing for a ₹2.eight lakh bike, apart from just a few teething points that should be addressed.