CFMoto V4 SR-RR: Aspar Test with Alonso and Holgado Fuels WorldSBK Plans

• Test riders: Dani Holgado, David Alonso and Máximo Quiles from the Aspar team’s circle
• Engine: V4 with 997 cc and, according to the manufacturer, more than 210 hp (157 kW)
• Outlook: The V4 SR-RR is seen as a possible basis for an entry into the Superbike World Championship

After this summer’s top-speed record, development of the CFMoto V4 SR-RR is moving into its next phase. The Aspar team has released a short video showing the prototype on a race track. The bike wears a camouflage livery meant to hide details of the new model. What stands out most is who rode it: three riders from the Grand Prix paddock, two of them about to step up to MotoGP. That puts a question in the spotlight that has been discussed in the scene for some time. Will the V4 SR-RR be the motorcycle with which CFMoto enters the Superbike World Championship?

Who rode the CFMoto V4 SR-RR at the test with the Aspar team?

The riders were Dani Holgado, David Alonso and Máximo Quiles. All three come from the circle of the Spanish Aspar team, which works closely with CFMoto.

The names carry weight. Holgado moves up to MotoGP after the end of the current season. There he will ride for the Gresini team, with Joan Mir as his teammate. David Alonso will race for Honda in MotoGP in 2027. Máximo Quiles rides for Aspar in Moto3. The CFMoto V4 SR-RR test was organised jointly by the manufacturer and the Aspar team.

It is no coincidence that these particular riders are putting the new superbike through its paces. The test links two parts of the same project: CFMoto’s involvement in the Grand Prix world championship through the Aspar team, and the development of the sportbike that is set to become the technical flagship of the Chinese brand.

What role does the Aspar team play for CFMoto?

Aspar is CFMoto’s partner in Grand Prix racing. Through the team, the manufacturer is represented in Moto2 and Moto3.

According to CFMoto, racing experience flows directly into its production bikes. Power curves, frame stiffness and electronic control programs that have proven themselves in Moto3 are said to have been quickly adopted in models such as the V4 SR-RR and the 500SR. CFMoto has also acquired a stake in Kalex Engineering. The company builds the chassis that dominate the Moto2 field. This investment is expected to further accelerate technical development.

Vice President Chen Zhiyong already highlighted this connection at the time of the record in June: “This breakthrough stems from CFMOTO’s long-term commitment to independent R&D and refining technologies through world-class racing events.”

Is CFMoto planning to enter WorldSBK?

An entry into the Superbike World Championship has not been officially confirmed so far. However, several reports see the V4 SR-RR as the likely basis for such a project.

Jorge Martinez, boss of the Aspar team, was clear about it. Speaking to Speedweek in the summer, he said: “The priorities are set. Our partner CFMoto is very interested in developing towards the Superbike World Championship and then MotoGP.” Martinez also described it as unique that a major Chinese manufacturer is investing so comprehensively: in developing talent, in teams, in infrastructure and in technology.

Signs of the superbike plans have been around for a while. As early as the end of 2025, it was reported that CFMoto had signed Matteo Ferrari as lead test rider for the V4 SR-RR. The Italian is a former MotoE champion and previously raced in Moto3, MotoE and the Supersport World Championship. Ferrari said at the time: “It’s a great challenge and an incredible opportunity. CFMoto has a long-term vision and clear ambition. I’m excited to start working on this project.”

According to the same reports, CFMoto is also said to have poached a senior chassis engineer from Ducati. The timeline given back then was the first extensive track tests in the second half of 2026, with a WorldSBK debut possible from 2027. The current test sessions with the Aspar team fit this time frame. Should the V4 SR-RR’s active aerodynamics also be used on the race bike, CFMoto would be one of the first teams in the series with this technology.

If the entry goes ahead, CFMoto would be the first Chinese manufacturer in the premier class of a motorcycle world championship. Should the brand later also make the jump to MotoGP, it would be one of only four competing in both series at the same time. Currently these are Ducati, Honda and Yamaha. Suzuki, Aprilia and Kawasaki also used to compete in both championships simultaneously.

Why is MotoGP currently harder to reach for CFMoto?

The road to MotoGP is currently considered much more difficult. One reason is displacement: in 2027, MotoGP switches to smaller 850 cc engines, while Pirelli replaces Michelin as tyre supplier. With its 997 cc, the V4 SR-RR is therefore a better fit for the Superbike World Championship.

Then there is the situation in the paddock. CFMoto is said to have been interested in KTM’s MotoGP slot in case the Austrians had pulled out due to their financial problems. That did not happen; KTM has weathered the crisis. In addition, KTM, together with Ducati, Aprilia, Honda and Yamaha, has signed the manufacturers’ new commercial agreement. This keeps all five brands in MotoGP for the next five years. Nevertheless, the premier class remains on the table as a long-term goal for CFMoto.

What technology is inside the CFMoto V4 SR-RR?

At its core is a completely in-house developed, liquid-cooled 90-degree V4 with 997 cc. According to the manufacturer, it produces more than 210 hp (157 kW) and revs up to 15,000 rpm.

The engine features a counter-rotating crankshaft, a solution taken from MotoGP. The crankshaft spins against the direction of the wheels, which partially cancels out gyroscopic forces and is meant to make the bike more agile. CFMoto says it holds more than 40 patents for the engine. The manufacturer quotes a dry weight of 180 kg (397 lbs), and the bike is expected to stay under 200 kg (441 lbs) ready to ride.

The active aerodynamics are particularly striking. The wings on the front adjust electronically depending on the riding situation. According to CFMoto, this reduces drag under acceleration by 12 percent and increases front-wheel downforce at high speeds by 45 percent. The aerodynamics were fine-tuned in, among other places, the Pininfarina wind tunnel.

The electronics are based on a six-axis IMU. This sensor measures lean angle and acceleration in all directions. It underpins cornering ABS, the e-CBS combined braking system, traction control, a two-way quickshifter, hill-start assist and cruise control.

Top-speed record as a stepping stone

The track test follows the record run of 15 June 2026. At the test site in Shangrao in Jiangxi province, a pre-production prototype reached 315.82 km/h (196.2 mph). The riders were Du Bang and Huang Shizhao. According to CFMoto, the run was monitored and documented on video by a state testing centre in Chongqing and a notary office in Hangzhou, with speed measured by GPS. The motorcycle is said not to have been a specially modified race bike.

The figure is considered a record for a Chinese motorcycle with a combustion engine. According to the manufacturer, this makes China only the fourth country to break the 300 km/h mark with a motorcycle of its own. For comparison: the MotoGP top-speed record, set by Jorge Martin on the Aprilia RS-GP at Mugello, is only around 52.8 km/h (32.8 mph) higher.

When will the CFMoto V4 SR-RR go on sale?

CFMoto has not yet announced a date or a price. All that is certain is that the V4 SR-RR will go into series production and become the brand’s new flagship.

With the production version, CFMoto takes on established superbikes. Its direct rivals are considered to be the Ducati Panigale V4, the Honda CBR1000RR-R, the Yamaha R1, the BMW M 1000 RR and the Kawasaki ZX-10RR. The upheaval in racing from 2027 gives the project additional significance: while MotoGP switches to 850 cc, the V4 SR-RR could open the door to the Superbike World Championship for CFMoto. That would make it not just a new production model, but also the figurehead of the manufacturer’s racing ambitions.

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