Access to Aprilia’s engine tech gave Cyclone a shortcut most emerging manufacturers would kill for. The RA1000’s 996 cc V-twin starts from the Aprilia Shiver 900 architecture, then gets a bigger 97 mm bore and a 12:1 compression ratio, landing at 105 hp at 9,000 rpm and 70 lb ft at 6,500 rpm. That is a very solid middleweight performance envelope hiding inside something that looks like a full fat power cruiser. Instead of spending a decade learning how to build a reliable big twin, Zongshen leans on its joint venture with Piaggio and fast forwards straight to a mature engine platform. It is a very modern kind of cheating, and frankly, a very smart one.
The bodywork tells a slightly louder story. The Cyclone RA1000 walks into the room wearing what is essentially a Ducati Diavel cosplay outfit, right down to the stubby tail, 240 section rear tire, and stacked side exhausts that visually anchor the whole rear half of the bike. You get a single sided swingarm, a low, muscular stance, and proportions that scream Italian power cruiser at a glance. There is no subtlety here. If you have ever seen a Diavel, your brain fills in the blanks instantly. The difference is that this silhouette is now being mass produced in China, powered by an Aprilia derived V-twin, and priced to hurt feelings in European boardrooms.
Designer: Cyclone
Look closer and the parts bin tells its own little international story. Brakes are from J.Juan in Spain, a known quantity with decent performance credentials. The engine lineage traces back to Noale via the Shiver, with Cyclone tweaking bore and compression to squeeze out that 105 hp figure. Electronics live on a 6 inch TFT display, backed by full LED lighting and modern switchgear that would not look out of place on a European naked. The frame and swingarm package are clearly engineered to visually showcase that enormous 240 section rear tire, which is the whole point of a bike like this. Subtlety is for commuters. This thing exists to make parking lots feel like a catwalk.
When Cyclone showed the RA9 concept back in 2021, a near 1000 cc Chinese V twin with premium styling felt like a big statement. Fast forward four years and the home market has moved the goalposts into another stadium. QJMotor is selling 900 plus cc fours with MV Agusta roots. CFMoto is prepping a 210 hp V4 superbike. Souo is out there building a 2000 cc flat eight like that is a normal thing to do. In that arms race, the RA1000 looks positively restrained. Which, if you care about actually riding your motorcycle instead of bench racing spec sheets, is not a bad place to land.
On the road, that 105 hp number tells you exactly what to expect. This is not a bike built to chase Panigales up a mountain pass. It is built to hammer out fast, satisfying acceleration from midrange torque, lean over enough to keep you entertained, and look outrageous parked outside a café. The 240 section rear tire is more about theater than lap times. The single sided swingarm is pure poster material. The ergonomics and geometry sit in that sweet spot between power cruiser and naked, closer to Diavel than Shiver in attitude. You buy this because you like the way it looks and you want an engine with proven manners.
The more interesting question is philosophical. At what point does a Chinese brand using licensed European tech and very familiar styling cues stop being an “imitator” and just become part of the same global design conversation. Cyclone is not reverse engineering an engine here, it is building a licensed evolution of one. It is not making a budget commuter with vague Diavel vibes, it is going all in on the silhouette and backing it with credible hardware. You can absolutely argue about originality, but you cannot argue that this is a throwaway product. The RA1000 is a sign that the game has changed. The question now is whether riders are ready to let go of old assumptions and judge it on what it does, not where it comes from.
