QJMotor SRK 700: a technical verdict on the roadster aiming at the MT-07

On paper, the QJMotor SRK 700 ticks the box every mid-size roadster has to tick in Europe: do as well as a Yamaha MT-07 for less money. A 693 cc twin, about 73 hp, an upside-down fork, radial calipers, A2 restriction available, and a price of €7,290 when it reached France in 2023 — then €6,490 in Italy in 2024.

We went through the spec sheet, the road tests and the used market to answer the only question that matters: is it a good deal, technically and at resale?

Who is QJMotor?

QJMotor is the own brand of Qianjiang Motorcycle, a manufacturer from Wenling (Zhejiang) founded in 1985, whose largest shareholder since 2016 has been the car group Geely (Volvo Cars, Lotus). It is also the group that owns Benelli and Keeway, and builds the Harley-Davidson X350 and X500 for Asia. In France QJMotor has been distributed since 2024 by SIMA (Beaune), the importer that created Mash, after a year and a half with DIP; the UK has its own distributor. In late 2025 SIMA had a conciliation agreement with its banks to reschedule its debt validated by the Dijon commercial court: nothing alarming in itself, but worth keeping in mind for parts and warranty follow-up. The links between brands are detailed in who makes what.

The spec sheet

Figures vary between model years and sources: the Italian test of the 2024 version quotes 77 hp and 70 Nm. If buying used, check the figures for your bike on the registration document (power in kW).

Technical analysis

The engine: a recent unit, not a hand-me-down

The 693 cc twin is a different engine from the 754 cc unit of the Benelli 752 S and Leoncino 800: more compact, it also powers the QJMotor SRT 700 adventure bike. So the group has two mid-size twins, and the SRK 700 uses the newer one. Testers praise a lively, full-bodied engine in the mid-range, with Bosch injection and ABS that work cleanly.

That's a reliability point to nuance: a recent engine has less history than a proven one. Yamaha's CP2 has more than ten years and hundreds of thousands of units behind it; Qianjiang's 693 has a few years. It's not a fault, it's an uncertainty — and you pay for it at resale.

Chassis: serious kit, but weight

Upside-down fork, radial calipers, aluminium swingarm: the hardware is above what a base MT-07 offers. The price is weight — around 195 kg ready to ride — more than the Japanese benchmarks, a "family vice" shared with Benelli according to the Italian press. It doesn't spoil everyday agility, but you feel it in quick direction changes and when manoeuvring.

Electronics: the bare minimum

No traction control on the version tested in 2024, a small 4-inch screen with little information and service warning lights judged too small. For a 73 hp roadster the lack of traction control is no deal-breaker, but it's a clear difference from newer, better-equipped Chinese rivals.

What is documented on reliability

• No public recall found for the SRK 700 in RappelConso at the time of writing (the French database, which also relays EU Safety Gate alerts). The Qianjiang group did, however, have a recall relayed in 2024 on the Benelli TRK 502 (shock absorber): proof the alert system works for these brands too. UK owners can check the DVSA recall service.
• Road tests point to "more utilitarian" finish than the Japanese, not breakdowns.
• Owner feedback remains scarce in France, the bike being recent and sold in small numbers. What you find online is mostly about small electrical and finish niggles, fixed under warranty. That is not proof of reliability; it's an absence of hindsight.

The general context — corrosion, connectors, parts lead times — is covered in our overview of Chinese motorcycle reliability.

Servicing: the rules to follow

We found no reliably published service schedule for the SRK 700: the service book handed over at delivery is what counts, and it's what the importer will look at in any dispute. Common-sense rules:

• oil and filter on time per the book, with the specified oil (JASO MA2 for a wet clutch) — see our oil change guide;
• valve check when the book says so, quoted in advance: it's the big service on a twin;
• chain lubed and adjusted regularly (chain maintenance);
• updates and campaigns checked by the dealer with the frame number.

The real issue with a young brand is parts availability: ask the dealer the lead time for a lever, an indicator, a mirror and a set of pads before buying. The subject is developed in parts, warranty and dealer network for Chinese motorcycles.

Value and resale

The used market for the SRK 700 is very thin. Dealer listings on the French site Motoplanete, October 2026:

Against the €7,290 launch price, a one-year-old SRK 700 with 3,000 km is advertised at around 69% of its new price. A 2024 MT-07, sold at €7,999 new in France in 2025, is advertised at around 80% with more than twice the mileage. Two listings don't make a valuation, but the gap is consistent with what we see on young brands: used buyers pay for model reputation and network depth. UK prices will differ — read these as ratios.

In other words: the price advantage when new is partly clawed back at resale. If you keep the bike for years, the SRK 700 remains a good deal; if you change every two years, the sum gets tighter. The full figures are in QJMotor SRK 700 vs Yamaha MT-07, and the Japanese benchmark duel in Yamaha MT-07 vs Kawasaki Z650.

Our technical verdict

The SRK 700 is a roadster well equipped for its price, with a recent, punchy engine, a serious chassis and minimal electronics. It suffers from its weight, a less polished finish than the Japanese and above all a lack of long-term hindsight. As a purchase, it's a genuinely rational choice for an A2 rider who wants equipment; at resale, expect steeper depreciation than an MT-07. To see the other options in the segment, read our best A2 motorcycles comparison.

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Selling your SRK 700 or torn with a used Japanese bike? Value your bike with L'Atelier to compare on real figures.