Road test of Kove800X Pro 2025 T7 Slayer

Some tests are special! Such is the case today with the Kove 800 X PRO. Chinese production, with its exponential growth, raises many questions. Will the new mid-size trail bike give us those answers...... we'll try to find out together!!!

A little history to start with. Founded in 2017 by a former mechanic, engine builder and off-road racer, Zhang Xue, 35, had a simple but no less ambitious idea: to create motorcycles and launch them in competition to validate the technical choices made. And if you're going to compete, why not do it with panache? And so, the choice fell on the Dakar, no less! 1st participation in 2023 with 3 motorcycles at the start, for a result that is none other than 3 motorcycles at the finish as well. Bearing in mind that 1/3 of motorcycle participants fail to reach the finish line, this is both a success and a performance.

Performance is no stranger to Kove, since the brand's slogan is none other than "Focus on Performance". The message seems clear: we say what we do, we do what we say. In 2025, the team participated again, this time with 12 bikes at the start - as many as Honda - and 9 at the finish. The success is still there, but it takes more than success to achieve such a result in one of the world's toughest races. The performance/reliability potential is undeniably part of the package. The stage is set! Today, the brand produces 35,000 motorcycles a year, a mere fraction of China's total output, but one that's sure to be talked about...

For this test, Kove invited us not to Africa but to Spain, more precisely to Oliana - a lovely mountainous region between Andorra and Barcelona. In order to put this Kove 800 X Pro through its paces, the route will be made up of road sections and three off-road sections, for a total of around 270 km. For the occasion, Kove has also invited one of its official riders in the person of Neels THERIC, the French rider who finished 15th in the 2025 Dakar. He'll also be gracing us with some incredible off-road passages! The weather was kind to us throughout the test day. Despite the previous day's thunderstorms, the roads and tracks had time to dry out before we passed through. Now it's time to take a closer look at this little Chinese beauty!

At first glance, it's clear that this bike will be used for more than just riding. Its dimensions - 2.24 m long and 89.5 cm wide - are reminiscent of its rival, the Yamaha Ténéré 700. The equipment immediately looks serious: side guards and an original skid plate, 21" Akront front and 18" Akront rear spoked wheels, KYB inverted fork adjustable in all directions, KYB monoshock also adjustable, steel double-beam frame, aluminum swingarm, wave-type front discs, 4-piston calipers, 7" TFT screen, full LED lighting, 19-liter fuel tank. The visual aspect inspires confidence, the adjustments are perfect, everything is well placed, you can feel that the design has been thought through and the quality of the materials is top-notch. The exhaust is well integrated, and the often unsightly line/silencer connection is well hidden. Available in matte green or dark gray, we could almost regret that the 2 colors lack a little identity of their own, but nonetheless give it an adventurous look that fits perfectly with its philosophy. Finally, all it needs is a pair of handguards to be complete.

Our Chinese model proudly boasts 94.5 hp for an unladen weight of 171 kg, or 190 kg in running order (as a reminder, running order weight includes all fluids 90% full). Quite simply, no-one is doing better, or even as well, at the moment. Kove's ambition is clear: they're not here to make up the numbers, but to set the standard. As a reminder, a Yamaha T7, which is the main target, boasts 73. 4hp for a weight of 208 kg in running order. A first victory for the Chinese. Numbers are all very well... but let's go and check whether these tempting specs are as eye-catching on the handlebars as they are on paper!

Once in place, the seat is accessible. It offers a range of 865 to 875 mm via the connecting rods, but you won't feel too high thanks to the machine's slim design. Once in place, your feet find their natural place, and your legs are bent just right. As for the top section, your hands fall right on the handlebars, which are placed at a judicious height. All the controls are effortlessly accessible, and you don't even have to look to see which button to press. What emerges from these first impressions is simplicity and common sense. Everything you need is present, yet easily accessible. A pleasant driving position where the rider fits in perfectly. A real success, as the position naturally calls for riding. Note that only the brake lever is adjustable.

The TFT display includes rev counter, speedometer, fuel gauge, water temperature, gear engaged and the usual host of indicator lights. It also offers a Bluetooth connection via the "Thinkerride" app, enabling the rider to take advantage of all the system's functions. Please note that use of the navigation system will be subject to a charge. One comment on the display: the turn signal indicators at the top of the screen are too small for my liking, and are not sufficiently visible.

Interestingly, the wheels are equipped with pressure and temperature sensors. So you can check these 2 parameters at a glance while riding. A little cherry on top: you even get angled valves. An easily accessible USB socket on the right-hand side of the fork head makes it easy to connect a GPS or phone.

Ignition, starter, the engine's 799 cm3 starts up instantly. Vibrations are well under control. At first revs, the balance is good, and thanks to its low weight, it feels very maneuverable. Clutch control is precise without being too hard. The first part of the test was therefore spent on roads, which were rather pleasant and well-suited to this type of machine.

The feeling that comes over you instantly is the same as when you put your bottom on the saddle: everything feels natural! The throttle (which uses a traditional cable - no ride-by-wire here) controls the rear wheel in one of 2 riding modes, ECO or SPORT. In use, ECO mode is sufficient, being perfectly calibrated. Okay, SPORT gives a little more response, but on the throttle, it provides some jerks if you don't take care to turn the handle very gently. It's acceptable in rogue mode, but can become a pain in the neck when you're on the move.

At present, the engine complies with the Euro 5 standard; it should be upgraded to Euro 5+ by the end of 2025, with Kove staff affirming that it will retain its dynamic qualities. And dynamic it certainly is! Full as an egg, it pushes from start to finish without any dips or peaks in torque. No need to think about whether you're too low or too high in the revs. Want more? Turn the handle! Exiting a bend with one gear too many is no problem. Wherever the needle is between 2,500 and 8,500 rpm, it will instantly move up again as soon as the throttle is turned. You'll even find yourself reaching for the ignition switch! What's more, the flattering sound of this twin, coupled with its efficiency, make it a downright fun engine!

Of course, the old-fashioned "traction control" angel is on hand to prevent any overrun (adjustable to 3 positions: Standard, Rain and Off). Just like this bike, it's simple but effective. No endless menus and settings. The gearbox, firm and precise, is not at all critical. It's ideally staggered, providing perfect support for the engine. As for the clutch, there's nothing to complain about in terms of cable control or dosage. Flexible and easy to adjust, it's in keeping with the bike's philosophy. There's no shifter here, but it should soon appear on the future GT version, which is more road-oriented. In terms of maintenance, you'll need to schedule a service every 5,000 km, and parts availability will be ensured by the European importer based in Spain, which already has extensive warehousing facilities. Now that we've validated the engine part, let's look at the rest.

On the chassis side, Kove calls on Kayaba (KYB) for the suspension. The 48mm-diameter fork and shock absorber are fully adjustable in rebound, compression and preload. Both Japanese components offer 240 mm of travel. This choice, combined with the bike's geometry, seems more than judicious. Rigorous without being firm, the handling inspires confidence. Hard braking is perfectly absorbed by the fork. It digs in naturally and reassuringly. As for the rear end, the shock absorber does a marvellous job of handling the horses that the tire sends to the ground! Like the engine, traction works in all conditions. Trajectory corrections are effortless, even once you've stalled in a bend. A healthy chassis with no surprises. Standard equipment also includes a steering damper to limit steering reactions. In short, all good things come from discovering Spanish roads and the Kove in concert.

Back to the brakes. The 800 X PRO opts for a high-performance configuration, with 2 x 310 mm wave discs clamped by 4-piston Taisko calipers at the front, and a single 220 mm wave disc with single-piston caliper at the rear. At the throttle, it provides consistency and bite for perfect braking management. As power is proportional to the action on the lever, its dosage is intuitive, even when riding dynamically. If you're still caught off-guard, simply pull the right-hand lever a little further to calm the beast's ardor. The ABS can be set to suit the terrain. Either active on the 2 wheels, or for the front wheel only, or completely deactivated. The setting appeared perfectly calibrated for the day's use: it didn't trip at all, despite the fast pace at the end of the day.

For the off-road part, we switch the TC to Off, and the ABS to active only on the front wheel.... And that's it, those are the only settings you need to change before setting off on the dirt. The weight of the 800 X PRO is clearly an asset in this environment. Once again, its overall balance makes it sound, thanks in particular to an ideally positioned center of gravity. The wide handlebars and narrow front seat make it easy to stand up. The throttle-motor linkage, backed up by excellent fuel injection, enables precise throttle metering. In terms of engine management, SPORT mode is of absolutely no interest here. The twin's wide range of use comes into its own here, capable of towing low in slow areas, while offering sufficient power for long stretches of road or outright acceleration in open terrain. The suspension, which benefits from the development the brand has been able to make in competition, is beyond reproach. It copes wonderfully with even the roughest sections. A playground that's undeniably part of its DNA.

After 273 km, the dashboard shows a very flattering fuel consumption of 4 l/100km. Of the ten or so bikes we tested, not a single mechanical problem could be reported. And yet, they were not spared. The Kove arrow hits the target right in the middle. A surprising machine, designed with care and seriousness, equipped with quality components, a sparkling mechanical system backed up by an efficient gearbox, all installed in a well-tuned, well-sprung chassis.

With a 2-year warranty and a price tag of €9999, far more affordable than its European or Japanese rivals, it could well redefine the standards for light, off-road trail bikes. One to watch very, very closely......