Kove 625X Pro test: Introduction and rivals of the Kove 625X Pro
Since the first Kove models appeared in 2024, which generated great expectations for their capacity in the field, the Chinese brand has evolved a lot in these 2 years. This is largely due to its distributor in Spain, Grupo Motos Bordoy, which more than a distributor is a “brand developer”, since its work is not limited only to bringing motorcycles and providing spare parts to its customers, but, thanks to continuous contact with the brand, helps to evolve its models, adapting and improving them for the European market.
Kove develops practically all of its components in almost its entire range, thus controlling the entire manufacturing process depending on the model in its catalog. This allows them to make the necessary changes as the brand grows with new models. Proof of this is that it has become the first Chinese motorcycle brand to win the World Champion, by winning the SSP300 title with the Spanish rider Beñat Fernández in 2025.
All this, together with sales data that already reaches 50,000 units worldwide, shows us the evolution of the brand, positioning itself higher and higher within the sector and competing increasingly closer to the big European and Japanese brands, all of them many decades old.
With this new Kove 625X Pro, the brand expands its range towards the general public, since, although we were accustomed to high-performance motorcycles faithful to its slogan “focus on performance”, in this new model they have sought a motorcycle that is more accessible for all types of users. Its Rally 800 and 450 models are focused on those users looking for pure performance, and more towards the field side. But with this new trail medium, its objective has been to create a motorcycle suitable for customers who are looking for an easier and more versatile motorcycle, full of accessories and who are looking to do more kilometers on the road than on the countryside.
This places it within the medium displacement Trail Sport-Touring segment, where it is in the fight with the Voge DS625X (€6,592), Moto Morini X-Cape 700 (€6,590) and Benelli TRK 702 (€6,590).
Kove 625X Pro Test: Kove 625X Pro Features
With this objective of creating an easy motorcycle focused on a large number of users, loaded with accessories and for more asphalt use than the rest of its Trail range, but without giving up the countryside, the new 652X Pro has a 581 cc twin-cylinder engine that produces 62.5 HP of power at 8,500 rpm and 56Nm of torque at 7,750 rpm, it has two driving modes (Sport and Eco) and with Control Disconnectable Traction.
This engine is manufactured by Loncin and has its origins in the architecture of the Honda CB500X engines, to which the Chinese giant has made different modifications and which also uses the Voge 625X. Each brand then incorporates the exhaust system, injection, electronics… so even though the engines are the same, they do not transmit the same sensations on some motorcycles as on others.
In the cycle part, KYB suspensions adjustable in compression, extension and rebound are mounted on the double-beam steel chassis, with a fork with a 43 mm diameter and 185 mm travel, a working distance that seems appropriate for the type of use for which it was designed, since it allows for stability on the road, but with enough travel to do sections off the asphalt. The shock absorber with linkages declares a travel of 237 mm, a figure that seems high to us compared to the fork, but which we could not verify.
In the brake section, it has a double 298 mm front disc with Taisko radially mounted 4-piston pumps, with disconnectable ABS, both on the rear brake and on both trains. Regarding the tires, it uses the Pirelli Scorpion Rally STR, something that we also find interesting since they move away from Chinese gears and opt for a type of tire that is very optimal for the use for which the motorcycle was designed.
But the most interesting thing comes in the accessories and the driving aids or ARAS (Advanced Rider Assistance Systems), since it has a rear radar, something that until now was only fitted on motorcycles over €20,000 focused on long trips, but since we tried it the first time we thought that all motorcycles should have it, since it provides a very notable extra security in all types of driving.
This system warns us if it is safe to change lanes, if a vehicle is approaching from behind or if we have a vehicle in a blind spot. When the radar detects any of these situations, LEDs flash on the mirror on the side where the danger is and a red light also flashes on the 6.75″ TFT screen (with adjustable angle), also on the side where the danger is. This way we know we need to be cautious and, more importantly, where.
Regarding accessories, the list is long: Heated grips and seat, Full LED lighting, welcome light projected on the floor, automatic light, Smart Key, Tire Pressure and Temperature Control, adjustable screen, side fenders, aluminum skid plate, two charging sockets in front and one under the seat, and glove box in the tank. It does not have Cruise Control or Quickshifter, relatively important things depending on the use we are going to give it.
With all this equipment, the weight of the assembly in running order is 200 kg, to which we must add the 21 liters of gasoline, which fit in the generous tank of the new 625X.
Kove 625X Pro test: Kove 625X Pro behavior and sensations
When we get on the Kove 625X Pro for the first time, we are greeted by a comfortable seat, quite narrow, at a height (820 mm) that allows us to reach the ground with the entire sole of our foot supported with our 1.80 m height. The keyless start system works correctly and a single press of the button is enough to turn on the instrumentation. When we start and start to ride the handlebars are in a very high position with respect to the seat, although soon after driving the sensation dissipates; For smaller people they will reach the ground well, but they will have to tilt the handlebars forward to be more comfortable.
The engine responds well at low revs, with a first thrust perhaps too direct in the first degree of throttle rotation. That is to say, from the total closed fist, to opening the first turn smoothly, the thrust input is very direct, which perhaps would be better a little softer, as it is throughout the rest of the power band. And they have achieved a very linear and usable delivery, since both low and midrange respond with thrust in any situation, allowing us to go in high gears without worrying about changing.
The sensation is of a very wide mid-range of revolutions, where we can play for a long time with very comfortable revolutions without losing thrust at any time. This makes both mid-level users and those new to the world of motorcycles very comfortable and can have fun controlling the motorcycle easily from the first moment.
The upper part of the revolutions maintains the power well, but users looking for more sporty driving will miss a little more oomph in this area, since the expected final pull from the high end does not appear. But as we say, this makes a large number of users feel comfortable and safe, being a very usable and accessible engine, which is what is sought.
As far as the chassis part is concerned, both chassis and suspension transmit a very precise feel. The bike is agile, stable and easy to steer and take along the line we choose. The suspensions do their job very well throughout the entire journey, absorbing small bumps well, but also remaining firm when we increase the pace in sporty driving. We are looking forward to having been able to test them in the field to see the versatility of the set.
Regarding the brakes, in the front axle we have plenty of power, being able to stop the whole thing with ease, while the feel, although good, could improve a little, although here we could not adjust the lever in the position that we felt comfortable with, since in all the position options it was too far away. The feel of the rear brake was also good, but the ABS in combination with the tire made it feel too intrusive, but since we have the option to deactivate it we can configure it to the best sensations we have.
The adjustable TFT screen is very easy to tilt, which is very useful both for the height of each person and for the time of day and sunlight, something that we found very interesting and comfortable. We miss the cruise control and the quickshifter, which are really useful things, the Shifter in any type of driving and the cruise control for those looking to use it on long trips.
Regarding the rear radar, in the first stages you have to adapt, since the brain receives new information that it is not used to. You have to process new visual stimuli and understand what they mean, but after 10 minutes you have an extremely useful new tool. You no longer have to turn your trunk when you sit up or make sure by looking twice in the mirror that no one is there.
Furthermore, we verified that when someone approaches from behind at intercepting speed, the rear brake light flashes automatically, thus warning the driver that it is approaching. We insist, if it were up to us, all motorcycles should have this system.
