Ducati’s about to reveal a new Scrambler at 2022 EICMA – and word is that the machine will be lighter, leaner and possibly even a tad meaner.
The report from BikeAdvice states that loyal Ducatisti caught a look at the new bike during World Ducati Week, in a ‘secret room’ where the brand chucks new things for their close-lipped fans to ogle prior to the debut and consequential barrage of press releases.
“The new Ducati Scrambler will weigh 5 kg lighter than the previous model,” states the report.
“[It] could tip the scales at around 184 kg…some written reports hint at a slimmer & lighter construction and updated technology – sporting revisions to the frame, swingarm, and cast wheels which contribute to its slim silhouette.”
A wider seat, LED lighting, and updated electronics (including a new dash) are also purportedly in store for the Scrambler, with a special emphasis on the potential for interchangeable gas tank covers (at least, based on the different tank that Moto.it caught a glimpse of when they were standing in front of it).
Whatever is in store for the red corner of EICMA, we’re here for it. Stay updated via our homepage, drop a comment down below, and as always – stay safe on the twisties.
Aprilia promises real adventure in its inaugural Tuareg Experience in Baja, Mexico. (Aprilia/)
Just in time for the cool autumn riding season, Aprilia offers would-be adventure-touring riders a real south-of-the-border escapade during its Aprilia Tuareg Experience. For $3,500 this six-day all-inclusive tour lets motorcyclists sample the soon-to-be-released Tuareg 660 middleweight ADV bike by riding it both on- and off-road.
“Aprilia is a brand that stands behind its passion. With the launch of the Tuareg 660, a name known from the company’s history, we knew we weren’t just introducing a new model, but reintroducing Aprilia and the Tuareg name to an extremely passionate group of ADV riders,” says Marco d’Acunzo, president and CEO of Piaggio Group Americas. “The Tuareg Experience is a part of our commitment to these riders and Aprilia’s addiction to real riding, which you can find some of the best of in Baja California.”
In October, 12 lucky motorcycle riders (including staff) begin their trip in San Diego and ride a 1,000-some-mile loop visiting Ensenada, San Felipe, LA Bay, and Cataviña. Aprilia says riders should “feel comfortable with off-road application, as well as management of vehicles (height, weight, control) in these circumstances.” It says riders will log more than 200 miles most days on a variety of paved and unpaved surfaces.
Chase vehicles will provide support for the tour to help to mitigate potential breakdowns, flat tires, and so on, allowing participants to focus on the ride. Riders should limit luggage to a single stowable gear bag and backpack.
But an uncharacteristic “rookie” error from Quartararo in the Netherlands has blown the title race back open. Pecco is now a three time winner in 2022, like Quartararo and Enea Bastianini (Gresini Racing MotoGP™), but his four DNFs have so far hindered his Championship attack. But the fact is when Pecco has been on the podium, it’s been on the top step. If a bit of consistency can be found, there is no doubt Bagnaia has the pace to make life difficult for Quartararo and Espargaro in the upcoming races. Clawing back large hauls of points in the latter half of a campaign is something we’ve seen before from Pecco, too.
Speaking of corner exit, if you talk to three of Yamaha’s four riders they’ll tell you that Yamaha’s biggest problem is its rear grip. However, Quartararo is adamant that the bike does have rear grip, it just takes a little bit to find it, with the World Champ maintaining that the biggest weakness is their lack of top speed. Yamaha are working on their rear grip problem though as we have seen two new swingarms. The first, pictured below, is their new aluminium swingarm which Quartararo has used for the last 3 or 4 races. But they also have a new carbon one which both riders have tested but not raced.
Champion enduro rider Iván Cervantes continues to impress onboard the Triumph Tiger 900.
Begin Press Release:
IVÁN CERVANTES WINS THE 2022 BAJA ARAGÓN TRAIL CATEGORY ON THE TIGER 900 RALLY PRO
Five-time Enduro World Champion, Iván Cervantes, takes the first ever Trail category win at the 2022 Baja España Aragón, riding his Triumph Tiger 900 Rally Pro.
Taking a resounding win in the newly formed Trail category across more than 280 miles (450km) of the Aragón region’s most challenging terrain, Cervantes finished with an overall time of 6 hrs, 13 min, and 32 sec, 1 hour and 6 minutes ahead of the second placed rider in the category.
Perhaps even more impressive, in a race that counts as the 4th round of the 2022 FIM Bajas World Cup, Iván finished in 12th position overall, only 33 minutes and 50 seconds behind the first placed rider, against a field of 75 others, including some of the most competitive riders in the international rally scene and their purpose built, Dakar specification racing motorcycles.
New for 2022, the Trail and Maxi-Trail categories at the Baja Aragón were created to showcase the ever-increasing range of production Adventures motorcycles, where the Triumph took the opportunity to highlight its advantages. Hand painted in a distinctive one-off ‘Baja Aragón’ racing livery, the Tiger 900 Rally Pro’s first place finish demonstrates its incredible off-road capability and reinforces its position as the leader in this sector.
Ivan Cervantes: “We came to the Baja Aragón with a clear goal, which was to win the new Trail category on the Tiger 900 Rally Pro. However, our greater ambition was to finish as high as possible in the overall rankings, where people have been amazed at the pace we have taken with the Trail. We are proud to have done a great job, and I believe we have given everyone a lot to talk about. This once again proves that Triumph is here in off-road racing – and is here to stay. We chose this race because in the future we plan to come here with the Enduro project, and of course we plan to succeed! I am very happy to return to Baja Aragón after so many years and to return home as the category champion with Triumph.”
The 2023 Ryvid Anthem Launch Edition. Slotted cutouts help cool the electronics within. (Ryvid/)
The electric motorcycle commuter category just grew by one. EV newcomer Ryvid is showing off its first offering, the $7,800 Ryvid Anthem Launch Edition, with preorders beginning Sunday, August 14, 2022, at 10 a.m. PST. Only 1,000 units of the Launch Edition will be produced.
Billed as a “first-of-its-kind, customizable motorcycle,” the Anthem will feature an Ergo-Easy ride height-adjustable seat, allowing the seat to electrically morph in height from 30 inches up to 34 inches. This will be standard on the Launch Edition, while later models will use manual adjustments via compressed air.
The 2023 Ryvid Anthem Launch Edition, from the left side. Note the swingarm-mounted motor with belt drive. (Ryvid/)
The rest of the bike follows more traditional best practices of design and configuration. The engine is mounted to the swingarm, like a scooter. The proprietary planar frame is made from 316 stainless steel and is said to be inspired by aerospace design, a nod to founder and CEO Dong Tran’s aerospace design background. A planar frame means all the members, pieces, or components of the frame are the same plane, or line. Think along the lines of XB-era Buells. (That’s not a slight, by the way.)
A 4-inch range of seat heights mean almost all riders are welcome. Will it be adjustable while riding? Stay tuned. (Ryvid/)
Power comes via a 72-volt air-cooled brushless DC motor running off a 4.3 kWh lithium-ion battery. Rather than the hub-mounted motor of the Sondors Metacycle, the Anthem mates its swingarm-mounted motor to a belt drive.
The fully enclosed motor and belt drive will help keep things as maintenance-free as possible. (Ryvid/)
Peak wheel torque is a claimed 250 lb.-ft., or 338 Nm. Charging time is said to be three hours on 220V and six hours on 110V. Claimed range is 75-plus miles, or around 50 miles in Sport mode. Top speed comes at 75-plus mph.
A 4.9-inch TFT display keeps the rider informed. (Ryvid/)
A 4.9-inch TFT sums up what’s happening on the road, while a 310mm front disc and four-caliper piston pairs with a 240mm rear disc and two-piston caliper to stop things. The bike forgoes a foot pedal brake; the right lever is the front brake, the left the rear. The Anthem weighs in at 240 pounds.
The Anthem fits in nicely in the growing class of commuter electric bikes, including the Sondors Metacycle, Super73 C1X, Kollter ES1 Pro, and the UBCO ADV. Of these, the UBCO and Kollter are in fact currently available for purchase. According to Sondors’ Facebook page, the June Metacycle delivery date has only been partially fulfilled, with lively debate among those still waiting. The 2024 C1X is slated to arrive in late 2023.
The stainless steel planar frame, said to be inspired by airplanes. Like a Saab, maybe? (Ryvid/)
Assuming production and delivery go according to plan, customers will receive their Anthem in summer of 2023. Story to be updated.
The Ryvid Anthem’s removable battery pack. (Ryvid/)
Ryvid Anthem Launch Edition Technical Specifications and Price
Vietti, Fernandez and Ogura couldn’t be much closer heading into the summer break
Heading into the 2022 summer break, the Moto2™ World Championship title fight couldn’t be closer. Three riders are split by one point with nine races to go, so motogp.com have a look at who the main contenders are and who could still have a say in where the trophy lands at the end of the season.
Celestino Vietti (Mooney VR46 Racing Team – 1st, 146 points):
Victory in Qatar’s season opener for Vietti was followed by a second place in Indonesia, before the Italian racked up his second win of the season in Argentina to take 70 points from a possible 75 to start the season. However, a DNF in Austin dampened Vietti’s classy opening stint of 2022, and it’s not been an easy ride since for the World Championship leader.
Just two podiums – P2 in Portugal and P1 in Barcelona – have followed in the lead up to the summer break, but Vietti still leads the title chase, albeit level on points with Augusto Fernandez (Red Bull KTM Ajo).
Augusto Fernandez (Red Bull KTM Ajo – 2nd, 146 points):
Three wins in the last five races have elevated Fernandez to second in the Championship, level on points with Vietti. The French GP victory was the turning point in the Spaniard’s season after suffering two DNFs and no podiums in the opening six races, seeing him trail Vietti by 56 points after the Spanish GP.
A P3 at the Catalan GP and P5 in Italy have been Fernandez’s results alongside those three victories since the dominant Le Mans win. The latest of those came at the Dutch TT, where we saw Fernandez come from ninth on the grid to win a fascinating battle. With Vietti missing out on a rostrum in P4, that win was enough to see Fernandez draw level with the Italian heading into the summer break.
Ai Ogura (Idemitsu Honda Team Asia – 3rd, 145 points):
Consistency is key. And that’s something Ogura has had in his locker this season. That’s why the Japanese star is just one point off the title lead despite having two less victories to his name than both Vietti and Fernandez.
In the first 11 races of the campaign, Ogura’s worst result across the line has been P8 in Germany. He fell foul of the dramatic incident in Portimao, but that’s been the only DNF of Ogura’s season so far – and it’s been a year that has seen Ogura take his first victory, and add a further four podiums to his name. His recovery ride to P2 in Assen was sublime too.
Other riders to watch closely:
The first name, naturally, is fourth place Aron Canet (Flexbox HP40). The Spaniard is 30 points adrift of Vietti and Fernandez but has been a consistent threat all year, notching up four P2s and a P3 in Indonesia. Canet was forced to miss the Dutch TT through injury, but sitting just 30 points down means Canet is still well in the title hunt.
The likes of Tony Arbolino (Elf Marc VDS Racing Team) and Joe Roberts (Italtrans Racing) – fifth and sixth in the overall standings – have won races this year. It’s a huge mountain to climb for both to come from over 40 points down, but it’s by no means a done deal for them.
Reigning Moto3™ World Champion Pedro Acosta (Red Bull KTM Ajo) had just won his first race and backed that up with a second podium of the season in Germany before a training crash saw the Spaniard fracture his femur. Hopefully Acosta will be fit to race at Silverstone after the summer break, and if he’s not a realistic title contender as things stand, Acosta can certainly have a serious say in the Championship chase.
The Moto2™ Championship fight reignites at the British GP.
Moto2™ race recap: Fernandez wins race of the year contender 26/06/2022
The intermediate class put on a show at the Cathedral of Speed in a race that had it all!
VideoPass allows you to watch every single second of every single sector LIVE and OnDemand
With more than a decade of motorcycle testing experience under my belt, it’s rare to get a first ride on a motorcycle built by a company I have no prior experience with. When CFMOTO invited Rider to Minneapolis to ride its 2022 lineup of motorcycles – a total of seven models (plus an eighth model that’s under embargo) – I was all-in.
CFMOTO’s motorcycles range from small to middleweight in size, and they’re attractively priced. The lineup includes the 126cc Papio minibike ($2,999), 300NK naked bike ($3,999), 300SS fully faired sportbike ($4,299), 650NK naked bike ($6,499), 650 ADVentura street-adventure bike ($6,799), 700CL-X street scrambler ($6,499), and 700CL-X Sport modern café racer ($6,999). The Papio comes with a one-year warranty while the others are covered for two years.
For my first ride on each model, I worked my way through the lineup from smallest to largest, from the Papio to the 700CL-X Sport. After logging several laps on each bike, I rode them again and again in random order throughout the day.
Our test riding was done at the Minnesota Highway Safety & Research Center (MHSRC), a training facility that includes a 1.2-mile paved road course with a half-dozen nicely radiused corners, a one-third-mile front straight that leads into a slightly banked left-hand sweeper, and an ultra-tight, winding half-mile infield course. Like real-world roads, the pavement was rough and littered with tar snakes that got greasy in the midday sun, and it was damp in the morning after overnight rains and again after an afternoon cloudburst. The track allowed us to test multiple bikes in succession and pursue top speeds without running afoul of local law enforcement.
After a full day of at least 100 laps on eight different models, we had an opportunity to spend the next day testing the model of our choice on public roads. I picked the 650 ADVentura and logged another 350 miles on it.
Unless you’re familiar with ATVs and side-by-sides, CFMOTO might be new to you too. Established in Hangzhou, China, in 1989, the company grew quickly to become a supplier of engines, parts, and components for some of the biggest brands in powersports. By 2000 CFMOTO had begun manufacturing motorcycles, scooters, and off-road vehicles.
According to Alan Cathcart, in a company profile published in 2015 on Rider’s website, “CFMOTO emphasizes quality of manufacture rather than low cost, so while its bikes are well priced, they’re also well-made and durable.” In 2014, Austrian manufacturer KTM established a partnership with CFMOTO, and the company began producing KTM 200/390 Dukes for the Chinese market.
Stefan Pierer, CEO of KTM, told Cathcart, “We built up a very good trust level with CFMOTO – they are a very serious Chinese company. We’ve now arranged to do a 50/50 joint venture on KTM products made in China for sale worldwide. … I’m happy to attach the KTM name to something made by them.”
CFMOTO has been selling off-road vehicles in the U.S. since 2002, and it established its American headquarters in Plymouth, Minnesota, in 2007. In 2012, CFMOTO began importing motorcycles, including the 650NK naked bike and the 650TK sport-tourer, both powered by a liquid-cooled 649cc parallel-Twin.
Cathcart reviewed the 650TK in 2015, which retailed for $6,999, and gave it high marks. Other than a few fit-and-finish complaints, he concluded that the “CFMOTO 650TK is as capable, practical, and pleasing as any motorcycle costing twice the price” and “an awful lot of motorcycle for the money.”
After a couple of years, CFMOTO pulled out of the U.S. motorcycle market because its offerings didn’t resonate with American buyers. It went back to the drawing board, developed a full lineup of bikes, introduced them in Europe and other markets where they were well-received, and decided to try again in the U.S. CFMOTO has 550 dealers in the U.S., with nearly 200 of them selling motorcycles. All 2022 models have been available since April.
2022 CFMOTO Papio
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Since the Honda Grom was introduced in 2014 and became a runaway best-seller, the small-bore segment has expanded rapidly. These days, the Grom will set you back $3,499, the Kawasaki Z125 Pro goes for $3,399, and the Benelli TNT135 is $3,199. The Papio, which takes its name from the genus that includes baboons, slides in below the others at $2,999.
Weighing weighs just 251 lb and rolling on 12-inch wheels, the Papio has a 126cc air-cooled fuel-injected Single that kicks out 9.3 hp at 8,500 rpm and 6.1 lb-ft of torque at 6,500 rpm. Unique in this segment is the Papio’s 6-speed gearbox, which helps it achieve a respectable top speed – even with my 215 lb in the saddle, I saw an indicated 62 mph by the end of MHRSC’s front straight.
The Papio is aptly named. The Minnesota-nice guys from CFMOTO, who used cones to create two chicanes on the MHRSC track to slow things down, asked us not to race each other. One bike is a ride, two bikes is a race, and three Papios is a barrel of baboons. We couldn’t help ourselves.
Small and affordable the Papio may be, but it’s nicely featured, with LED lighting all around and a digital instrument panel. It has a telescopic fork with 4.3 inches of travel, a rear shock that has five-click preload adjustability, and single-disc brakes front and rear. Seat height is 30.5 inches, fuel capacity is 1.9 gallons and color options are Lemon Green and Galaxy Grey with red accents.
2022 CFMOTO300NK / 300SS
The next rung on CFMOTO’s moto-ladder is a liquid-cooled, DOHC, 4-valve 292cc Single with Bosch EFI that makes a claimed 28.7 hp at 8,750 rpm and 18.7 lb-ft of torque at 7,250 rpm. You can choose the naked 300NK ($3,999) in Athens Blue or Nebula Black, or the fully faired 300SS ($4,299) in Nebula White or Nebula Black.
Both feature a steel trellis frame, a 6-speed transmission with a slip/assist clutch, an inverted fork with a progressive-rate spring, and a preload-adjustable rear shock. Ten-spoke 17-inch cast-aluminum wheels are slowed by a 4-piston radial-mount front caliper with a 300mm disc, a 1-piston rear caliper with a 245mm disc, and Continental dual-channel ABS.
With its tubular handlebar and slightly taller seat (31.7 inches), the 300NK has a more upright seating position and weighs 333 lb. The 300SS has sporty clip-ons, a 30.7-inch seat height, and a 364-lb curb weight. Both are fun and flickable with linear but modest power delivery, and the counterbalanced Single is remarkably smooth. The brakes, however, felt wooden, a problem that would likely be solved by more aggressive pads.
These are stylish, well-equipped bikes, with LED lighting and a 5.5-inch TFT display with Bluetooth that pairs to the CFMOTO Ride smartphone app, which provides vehicle info and navigation (the app is also compatible with the Papio, 650NK, 650 ADVentura, and 700CL-X Sport, but not the 700CL-X).
2022 CFMOTO650NK / 650 ADVentura
Moving up from the 300s to the 650s gains 357cc and an extra cylinder. The liquid-cooled, DOHC, 8-valve 649cc parallel-Twin in the 650NK and 650 ADVentura is said to churn out 60 hp at 8,750 rpm and 41.3 lb-ft of torque at 7,000 rpm. Like the 300s, the 6-speed transmission is equipped with a slip/assist clutch.
Ratcheting up the price – $6,499 for the NK (Nebula White or Nebula Black) and $6,799 for the ADVentura (Athens Blue or Nebula White) – brings higher specification. Both have brakes made by J. Juan, a Spanish supplier owned by Brembo, with dual 300mm discs up front with 2-piston calipers and a single 240mm disc out back with a 1-piston caliper. Continental dual-channel ABS is standard, and 17-inch cast wheels are shod with premium Pirelli Angel GT sport-touring tires.
The 650NK, which weighs 454 lb, carries 4.5 gallons of fuel, and has a 30.7-inch seat height, is equipped with KYB suspension, with a non-adjustable fork and a preload-adjustable rear shock. The 650 ADVentura has an inverted fork with 12 clicks of rebound adjustment and a rear shock with adjustable preload and rebound (eight clicks). Both models have full LED lighting and a 5-inch TFT display.
Standard equipment on the ADVentura includes Shad hard saddlebags, a windscreen with 1.5 inches of toolless height adjustment, and a USB charging port on the dash. It weighs 481 lb (add 17 lb for the saddlebags), carries 4.75 gallons of fuel, and has a 32.3-inch seat height.
Both 650s have upright seating positions, and thanks to its taller seat, the ADVentura offers more legroom than the NK. Both are very approachable and fun to ride. Twisting the right grip delivers rheostat-like power with barely a hint of vibration from the counterbalanced Twin. They are light enough to be tossed into turns, their Pirelli tires provide good grip, and their brakes shed speed quite well. They felt stable at speed too – I maxxed out at an indicated 106 mph on the NK and 107 mph on the ADV. (Read more 650 ADVentura impressions below.)
2022 CFMOTO700CL-X / 700 CL-X Sport
Though gaining just 44cc in displacement over the 650s, the 700s represent a big step up in specification and performance. Their shared liquid-cooled, DOHC, 8-valve 693cc parallel-Twin makes a claimed 74 hp at 8,500 rpm and 50.2 lb-ft of torque at 7,000 rpm, and both have a 6-speed transmission with a slipper clutch and chain final drive.
The 700s are also equipped with throttle-by-wire, which enables two ride modes (Sport and Eco) and one-touch cruise control. They have a stylish, throaty exhaust can on the right side, self-canceling turnsignals, and all-round LED lighting with a daytime running light.
Wrapped around the engine is a tubular chromoly steel frame connected to a steel trellis subframe and a lightweight gravity-cast aluminum swingarm. KYB suspension includes a 41mm inverted fully adjustable fork and a linkage-mounted rear shock that’s adjustable for preload and rebound. Seat height is 31.5 inches and fuel capacity is 3.4 gallons.
The 700CL-X street scrambler ($6,499) is available in Coal Grey with bronze wheels or Twilight Blue with black wheels, and it has a tubular handlebar and Pirelli MT-60 dirt track-style semi-knobby tires. J. Juan brakes include a 320mm front disc with a radial-mount 4-piston caliper and a 260mm rear disc with a 2-piston caliper, and Continental ABS is standard. Curb weight is 426 lb.
The 700CL-X Sport ($6,799), available in Nebula White or Velocity Grey, takes a more aggressive café racer approach to styling and ergonomics, with clip-on handlebars, bar-end mirrors, a removable rear cowling (passenger pegs are standard but a passenger seat is sold as an accessory), and faux carbon fiber accents. Top-shelf Brembo brakes include a radial front master cylinder, radial-mount monoblock Stylema 4-piston calipers squeezing 320mm discs, and a 2-piston rear caliper squeezing at 260mm disc. Five-spoke cast aluminum wheels are shod with Maxxis SuperMaxx ST sport tires. Curb weight is 451 lb.
These bikes are a helluva lot of fun, with engine response that feels like a bigger step up from the 650s than the small displacement bump would suggest. With its wider handlebar, more upright seating position, more comfortable seat, and lower weight, the 700CL-X was my favorite of the two. Other than the 650 ADVentura, it’s the bike I spent the most time on, chasing down – but by no means racing – other journalists on the track.
A Day in the Life of the 2022 CFMOTO650 ADVentura
CFMOTO’s 650 ADVentura has the Kawasaki Versys 650 LT in its crosshairs. Both are street-adventure bikes with 649cc parallel-Twins, upright seating positions, small upper fairings with height-adjustable windscreens, and removable hard saddlebags. There are some differences too – the Kawasaki has traction control but the CFMOTO doesn’t, for example, and the CFMOTO has a longer warranty – but they’re similar enough to be kissing cousins.
The biggest delta between the two is price. The Kawasaki’s MSRP is $9,999, but the CFMOTO’s is only $6,799. You can buy a lot of overpriced gas for $2,200.
Since a middleweight street-adventure bike is right in Rider’s wheelhouse, the 650 ADVentura is the bike I chose to spend the day with. On a hot, muggy morning in late June, I threw a leg over a blue one in a hotel parking lot in Maple Grove, Minnesota. My visits to the North Star State are few and far between, so I headed north to Duluth on the southern shore of Lake Superior to visit the Aerostich store and factory and have lunch with Andy Goldfine.
Work obligations consumed part of my morning, so I left late and slabbed it on Interstate 35 to make time. Boring yes, but also a good way to get to know how a bike runs at sustained high speeds. Keeping up with traffic, the speedometer hovered around 80 mph the whole way. For 160 miles I passed lots of trees as well as billboards for fishing boats, fishing lakes, fish camps, and marinas. The 650 ADVentura hummed along beneath me, giving off a bit of engine heat but hardly any vibration.
Two hand knobs can be loosened to adjust the height of the ADVentura’s windscreen. With it fully raised and supplemented by deflectors on either side of the dash, wind protection was good with no buffeting. As I got closer to Duluth, I caught the edges of two rainstorms and got a little damp in my mesh jacket and riding jeans. As I-35 descended a steep hill toward downtown, the temperature dropped into the mid-50s due to the cooling effect of Lake Superior. By the time I dropped the kickstand in Aerostich’s parking lot, my teeth were chattering.
After touring Aerostich’s headquarters and warming up with coffee and a warm bowl of soup during lunch with Andy, I rode up one of Duluth’s steep streets and cruised along Skyline Parkway Scenic Byway, which follows a ridgeline just west of the city and offers panoramic views of Duluth, the harbor, and Lake Superior. The byway offered up some fun curves, plenty of frost-damaged asphalt, and even some gravel on the north end near Hawk Ridge. The final 4 miles of the byway follows Seven Bridges Road, which cuts back and forth over the cascading course of Amity Creek on a series of arched stone bridges.
The 650 ADVentura has the qualities I love most about middleweights – modest curb weight, light steering, and enough power for a lively riding experience. Its suspension and brakes are dutifully competent, and its slip/assist clutch helps it shift with ease. Its wind protection, ergonomics, and smoothness made my 350-mile day enjoyable, though its soft seat foam crushed down and didn’t offer adequate support. Fuel economy during my all-day test ride was 45.5 mpg, good for 216 miles from the 4.75-gallon tank.
Overall, I was impressed with the 650 ADVentura as well as CFMOTO’s other models. They are stylish, well-built with quality components, and spec’d with desirable features. And at a time where value is increasingly important, they offer incredible bang for the buck.
2022 CFMOTO 650 ADVentura Specs
Base Price: $6,799 Website:CFMOTOusa.com Warranty: 2 yrs., unltd. miles Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valve per cyl. Displacement: 649cc Bore x Stroke: 83 x 60mm Horsepower: 60.3 hp @ 8,750 rpm (claimed, at the crank) Torque: 41.3 lb-ft @ 7,000 rpm (claimed, at the crank) Final Drive: Chain Wheelbase: 56 in. Rake/Trail: 24.5 degrees/4.1 in. Seat Height: 32.3 in. Wet Weight: 498 lb (w/ saddlebags) Fuel Capacity: 4.75 gals. Fuel Consumption: 45.5 mpg Estimated Range: 216 miles