Bitter Truth! Why ZXMOTO Avoids CN Riders

At the WorldSSP class of the World Superbike Championship (WSBK) round in Portugal at the end of March this year, French rider Valentin Debise rode the 820RR-RS machine from Chinese manufacturer ZXMOTO to a double victory. In recent days, both Zhang Xue and his ZXMOTO brand have gone viral online.

Recently, Zhang Xue gave an exclusive interview to Xinhua’s “Big Names Talk,” discussing a range of high-profile topics, including his feelings after the victory, future racing plans, and the advantages of his motorcycles. Notably, he also addressed the issue of Chinese riders, bluntly stating that Chinese riders “simply aren’t fast enough” at present—an issue he believes deserves deeper examination.

Speaking about the victory, Zhang said: “When you keep doing one thing over and over for a long time, and it finally produces a result—especially a perfect one—you feel an overwhelming surge of excitement.” As for the impact of the win, he admitted: “It has affected motorcycle sales, but otherwise, nothing has really changed for me.”

Interestingly, Zhang revealed he had not expected to win in Portugal, and that the victory actually disrupted his long-term plan. “The original goal was to get on the podium this year, win individual races next year, and then fight for the championship the year after. So this result kind of messed up my plan,” he joked. Regarding future ambitions, Zhang was candid: “We will compete in the Dakar Rally and MXGP (450cc class). Winning the WSBK title in this category is a must. Then on January 1, 2028, we’ll enter the Dakar Rally, aiming for stage wins in our debut.”

With this victory, ZXMOTO became the first Chinese motorcycle manufacturer to win in WSBK, breaking decades-long dominance by global brands such as Ducati, Yamaha, and Kawasaki. Discussing the keys to success, Zhang explained: “First is lightweight design, second is our performance setup. Within the regulations, many of our race settings are already applied to our production bikes. The purpose is racing—to win. Also, our engine has very strong mid-to-low torque, which gives us great acceleration out of corners.”

At the same time, Zhang emphasized the importance of skilled riders. When asked about rider requirements, he praised his two team riders: “They have extensive racing experience and adapt to new tracks faster than younger riders. Most importantly, they can give me feedback—telling me what’s wrong with the bike and how to adjust it. That communication is crucial.”

Toward the end of the interview, Zhang was asked why he did not use Chinese riders. He replied bluntly: “Because Chinese riders are not fast enough right now.” Analyzing the reasons, he said: “First, there is no complete training system. Second, there is no competitive racing environment. To exaggerate, it’s like an athlete from a certain African country entering a swimming competition—you’ve probably seen that news. If you ask why he isn’t fast, the answer is similar.”

So how can this issue be solved?

Zhang continued: “Relaxing motorcycle restrictions would help, but that’s not the core issue. The key is that brands must take the lead in building development pathways. For example, CFMOTO has done very well by starting youth training programs. We also launched a support plan for young and talented riders at the end of last year.”

He elaborated: “How much does it cost to train a rider? Most parents are unwilling to let their children ride motorcycles—especially older generations. But now, some younger parents are more open to letting their kids pursue their passions. Still, if a child starts training at five or six, it takes at least ten years—until age fifteen or sixteen—to see if they have international potential. That costs hundreds of thousands per year, totaling several million to even ten million yuan over a decade. Most families simply cannot afford it.”

To address this, Zhang proposed a solution: “If a young rider competes internationally and performs well, we will provide support. I’ve set up a one-million-yuan annual bonus pool, distributing it among three to five promising young riders. If even one of them succeeds and comes back to help build the environment and training system, it could make a real difference.”