Motorcycle specifications CFMOTO V4SR-RR 2027 The explosion is getting closer to the runway

It’s ready! The CFMOTO V4SR-RR has been fitted with its mirrors, turn signals, and the green light to shake up the hypersport scene—and it’s got plenty of horsepower to take on the industry’s top contenders.

The prototype unveiled at EICMA 2025 revealed the broad outlines—virtually final—of China’s first large-displacement sport bike. A machine with its sights set on Superbike racing, and the competition right in its sights.

Active winglets—a world first

The production version is nearly identical to the prototype. It retains its sleek and stylish lines, though the front end is heavily loaded with its aerodynamic package; and it features a technical innovation that CFMOTO is the first to introduce. The Hangzhou-based brand goes further than any of its future rivals by offering active winglets capable of pivoting to adjust downforce. The V4SR-RR will be able to prioritize downforce on the landing gear (+20% at 160 km/h just before braking) or minimize drag in real time based on riding style and speed.
Its winglets operate independently of one another, which facilitates changes in direction.
Aerodynamic innovations are typically the preserve of high-end Italian motorcycles—this time, China has pulled ahead of the world’s top manufacturers.

The V4SR-RR is highly anticipated for its performance and engine. In late 2024, it was unveiled with some very enticing promises. Nothing less than a V4—THE engine of choice for blasting past the speedometer. Its displacement is 997 cm³, with a bore set at the regulatory limit for World SBK—so there’s no mistaking its goal. Its design is a blend of the Ducati Panigale and Aprilia RSV4 engines, featuring, among other things, a counter-rotating crankshaft and titanium connecting rods. Already extremely powerful, the Chinese engine is expected to deliver over 210 chevaux! It also boasts a redline of up to 15,000 tr/mn.

Astounding!!! The V4SR-RR thus ranks directly ahead of the R1, ZX-10R, and GSX-R1000R. What a slap in the face! Furthermore, its power-to-weight ratio is well under 1 kg per horsepower. The advertised dry weight is just 180 kg. Add to that the dozen kilos added by the 16 liters of gas held in its brushed aluminum tank. Install a 600-gram lithium battery. Throw in one or two mandatory trinkets, and the V4SR-RR should tip the scales at 195 kg on the dealership’s sales floor.

Premium from the Start

What’s more, the V4SR-RR doesn’t mess around when it comes to its chassis either. It uses an aluminum monocoque frame supported by the engine (is the Panigale V4 still in its sights—or in its DNA?). It’s already aiming to win over fine-tuning enthusiasts by offering an adjustable steering column and likely an adjustable swingarm pivot. A refinement once offered by the best Italian sport bikes. The bike is also equipped with an adjustable frame reinforcement system. The Öhlins suspension, including a massive inverted fork, is semi-active.

At the rear are a pair of Brembo Hypure calipers, the latest generation from the Italian manufacturer. It also features a dual-outlet Akrapovic titanium exhaust and Pirelli Supercorsa SP V4 tires. Top-notch gear, worthy of the most formidable track bikes on the market.
What will really catch your attention is that all these features come standard, at a price that’s very close to 20,000 euros. Its closest competitor in terms of price—with the same level of equipment—starts… 7,000 euros higher.

The Chinese bike’s electronics appear to be nearly as comprehensive as those of the industry leaders, featuring an Up & Down shifter, a large color TFT display, traction control, multiple riding modes, Launch Control, cornering ABS, an inertial measurement unit, engine braking management, and multiple power modes. That said, the dynamic control algorithms certainly won’t be as advanced as those of a Ducati— there’s a huge difference between traction control that regulates your acceleration and one that anticipates how you’ll accelerate before you do. The Italian manufacturer has been drawing on decades of experience in MotoGP and Superbike racing. It’s a wellspring of performance where Chinese brands are only just beginning to gain a foothold.

Another concern besides speed

The bike was claimed to have broken the 300 km/h barrier when it was first unveiled as a prototype. A few months later, it was clocked at 315.82 km/h. A warning shot that everyone took seriously, ahead of the dreaded blow it could deal to the category.
The response won’t come anytime soon. We’re expecting the CFMOTO V4SR-RR by late 2027 at the earliest. By then, the Chinese predator will certainly have released some data capable of piquing observers’ curiosity and giving the competition a few cold sweats.

M.B. - Manufacturer photos