The CBR650R is a sporty-ish sportbike with everyday manners and practicality. (Honda/)

Ups

• Smooth inline-four engine
• Not overly sporty, which makes it great for daily riding
• Who can say no to Fireblade-like styling?

Downs

• Only comes in Matte Black Metallic
• Limited suspension adjustment
• Higher MSRP than some middleweight twins

Verdict

Riders looking for a bike with sportbike styling and handling but an extra dose of practicality will be interested in the CBR650R. An inline-four engine offers more performance than comparable middleweight twins, and it’s hard to argue with the build quality of a Honda.

Overview

The CBR650F hit US shores in 2014 and served as Honda’s bridge between the beginner-friendly CBR500R and the track-oriented CBR600RR. The bike was renamed the CBR650R in 2019, after receiving ground-up revisions and upgrades. That was soon followed up by a move to Showa’s Separate Function Fork Big Piston (SFF-BP), new cams and intake timing, revised bodywork, revised exhaust, and improved emissions in 2021.

The CBR650R is a fully faired variant of Honda’s CB650R naked bike and draws inspiration from the supersport realm with styling cues from the CBR1000RR. Consider this an easy-to-live-with commuter that simultaneously dishes out decent power (for the category) and handles well when it’s time to hit the canyons.

The CBR650R returns in Matte Black Metallic for 2022. (Honda/)

Updates for 2022

Honda revised the CBR650R in 2019 and 2021, and therefore left the 2022 model untouched. There was, however, a $100 price increase. Matte Black Metallic returns as the main color; keen eyes will notice the striping has changed colors though.

Pricing and Variants

The 2022 Honda CBR650R is available in just the one trim, with an MSRP of $9,799. Keep in mind that Honda does offer the CB650R naked bike with similar hardware, but a different look and feel for those not drawn to the CBR’s sportbike styling.

Competition

There’s no shortage of mid-displacement sportbikes on the market today, and each offers a little something different. Engine configurations, hardware, and intended use all vary in this space, meaning there’s something for everyone.

The CBR’s biggest competitor is the Kawasaki Ninja 650 ($7,999), but the naked Suzuki SV650 ($7,399) should also be considered. Want something a little more track oriented? Yamaha has the YZF-R7 ($9,199), while Aprilia offers the RS 660 ($11,399).

The 649cc inline-four engine stands out in a class that’s long been centered around twins. Not a fan of a parallel twin? The CBR650R might be the middleweight sportbike you’re after. (Honda/)

Powertrain: Engine, Transmission, and Performance

The CBR650R shares an inline-four engine with its naked cousin, the CB650R. Balancing performance and rideability, the powerplant has a throaty intake sound as it spools up to its peak 80.1 hp and 41.73 lb.-ft. of torque (both of which were measured on our in-house dyno). There aren’t any power modes, but that’s okay as the engine delivers ample power up top, while being docile enough in the lower revs and feeling very flexible.

The slip-assist, cable-actuated clutch is claimed to lighten clutch operation by 12 percent compared to pre-2019 models, making managing the clutch easy and less tiring. Although the gearbox is easy to work, we did find that the six-speed transmission occasionally slipped into neutral when shifting between first and second gear at high rpm. There’s no ride-by-wire throttle, but the throttle is well calibrated.

This is an overall easy motorcycle to ride, thanks to the smooth fueling, light clutch, and decent power.

Chassis/Handling

Honda switched from the Showa SFF fork to SFF-BP fork in 2021. The suspension provides a firm and sporty ride, with great front-end feel. A caveat to this is that the fork can feel a bit jarring when coming across larger sharp-edged bumps. Obviously Honda still wanted to pump some sportbike DNA into this bike.

The Showa shock is refined and composed and works well when compared to other non-linkage setups.

The steel diamond frame utilizes pressed swingarm pivot plates and twin elliptical spars tuned to be stiffer around the headstock and more flexible in the spar sections for balanced handling and feedback, says Honda. The CBR’s rider triangle also puts the rider in a commanding position that makes it great for flicking the bike through corners. The CBR is ready to play when you are.

Brakes

Radial-mount four-piston Nissin calipers bite onto a pair of 310mm floating discs up front. This setup is complemented by a Nissin single-piston caliper and 240mm disc out back. ABS is standard at both ends, but cannot be disabled. The lever and pedal provide easy-to-understand communication and there’s adequate bite at the discs for street use.

The CBR650R is not meant to be a track-going sportbike (Honda saves that for the CBR600RR), but still offers up decent performance and has a worthwhile spec sheet. Front brakes use radial-mount calipers biting on 310mm floating rotors. (Honda/)

Fuel Economy and Real-World MPG

In testing, the CBR650R returned an average of 39.5 mpg.

Ergonomics: Comfort and Utility

Clip-on handlebars are mounted beneath the top triple clamp but rise up for a more relaxed riding position when compared to a true supersport.

Unlike its naked sibling, the CB650R, the CBR is equipped with a full fairing and windscreen for deflecting wind from the rider. The windscreen could be a tad taller for better wind protection, but that’s nothing the taller windscreen in the Honda OE accessory catalog won’t fix. Both the rider and passenger seats are wide and well padded for all-day comfort. Seat height is 31.9 inches.

Electronics

Electronics are limited to ABS and Honda Selectable Torque Control (HSTC).

HSTC can be turned off with the handlebar-mounted switch. And while it’s unlikely you’ll push the CBR hard enough to put the system through its paces (this is a city-oriented bike after all), it’s nice to have the extra level of safety.

Dual LED headlights and an LCD dash are standard equipment.

Y-spoke aluminum rims are wrapped in Dunlop Sportmax rubber. (Honda/)

Warranty and Maintenance Coverage

Honda offers a one-year, unlimited-mileage warranty for the CBR. Coverage can be extended with the HondaCare Protection Plan.

Quality

The CBR has sharp, angular bodywork that contributes to its polished appearance. And while assembled in Thailand, the CBR650R lives up to the high standards of the Japanese manufacturer.

2022 Honda CBR650R Claimed Specs

MSRP:	$9,799
Engine:	649cc, DOHC, liquid-cooled inline-four; 4 valves/cyl.
Bore x Stroke:	67.0 x 46.0mm
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	PGM-FI fuel injection w/ 32mm throttle bodies
Clutch:	Wet, multiplate slipper/assist
Engine Management/Ignition:	Full transistorized
Frame:	Steel diamond
Front Suspension:	41mm Showa SFF-BP fork; 4.3 in. travel
Rear Suspension:	Showa shock, preload adjustable; 5.0 in. travel
Front Brake:	Dual radial-mounted 4-piston Nissin hydraulic calipers, floating 310mm discs w/ ABS
Rear Brake:	1-piston caliper, 240mm disc w/ ABS
Wheels, Front/Rear:	Y-spoke aluminum, 17 in. / 17 in.
Tires, Front/Rear:	120/70-17 / 180/55-17
Rake/Trail:	25.3°/4.0 in.
Wheelbase:	57.0 in.
Ground Clearance:	5.2 in.
Seat Height:	31.9 in.
Fuel Capacity:	4.1 gal. (0.8 gal. reserve)
Claimed Wet Weight:	456 lb.
Contact:	powersports.honda.com

Source: MotorCyclistOnline.com

The 2022 Harley-Davidson Low Rider S has a starting MSRP of $17,530. Gunship Gray will set you back an additional $450. (Harley-Davidson/)

Ups

• H-D’s biggest engine, the Milwaukee-Eight 117
• Traditional cruiser look, sound, and feel
• Excellent clutch and throttle feel

Downs

• Single rider only
• Limited cornering clearance
• Small/obscure instrumentation

The third version of Harley-Davidson’s Low Rider S features the same defining elements you’ve come to expect from the platform: T-bars, a headlight cowl, and solo seat. (Jeff Allen/)

Verdict

The Low Rider S is an excellent example of a modern Harley-Davidson Big Twin. It’s big and loud, but smooth and refined all at the same time.

Overview

The Low Rider S was introduced as an extension of the Dyna platform, then as a Softail in 2020. That initial Softail model has been refined and updated for 2022 without losing the muscular character and classic style that defined previous LR S models.

The Milwaukee-Eight 117 engine is well-tuned and strong. Ergonomics are somewhat tight for more relaxed rides, but great for shifting your weight around in corners—at least compared to other H-D models. Unfortunately, cornering clearance is still somewhat limited.

The S is a great example of the high level of fit and finish we expect from Harley-Davidson. Paint is smooth and shiny, cables and wires are all neatly tucked away, and there is no clutter, making it easy to focus on the bike’s overall form and performance.

The Low Rider S is a balance of style and performance, with style dictating the measure of performance allowed. (Jeff Allen/)

Updates for 2022

For 2022, Harley-Davidson equipped the Low Rider S with its biggest engine yet, upgrading from the Milwaukee-Eight 114 to the 117.

The ‘22 S now has a small digital dash system integrated into the handlebar riser, as well as a slightly taller monoshock that adds an inch of travel in the rear.

Pricing and Variants

The 2022 Low Rider S in Vivid Black starts at $17,530. Gunship Gray will set you back an additional $450.

Competition

Direct competitors for Harley-Davidson’s Low Rider S would be Indian’s Chief Bobber Dark Horse, the Ducati XDiavel, and new Ducati Diavel.

Keep in mind that success in this space is about balancing performance with style, and each of these bikes bring a little something different to the table.

The Low Rider S has a bigger engine that puts out more power than any previous Low Rider. (Jeff Allen/)

Powertrain: Engine, Transmission, and Performance

Harley-Davidson’s 2022 Low Rider S is powered by the brand’s largest powerplant, the Milwaukee-Eight 117.

The engine is strong and loud with tons of torque available immediately from idle. But while it’s every bit a hot-rod engine, the powerplant feels surprisingly smooth and refined on the road.

“Initial power delivery is very smooth but there is plenty of power on tap throughout the running range,” Cycle World testers said in a first test on the bike. The 117 produces over 100 lb.-ft. of torque from 500 rpm after idle to 500 rpm before redline, peaking at 115 lb.-ft. at 3,200 rpm. The character of the M-8 does not change drastically with the increased size, but sounds more full. Also, power delivery feels similar; there’s just more of it.

Updated rear suspension has added 1.2 degrees of available lean angle, compared to the previous Low Rider S. (Jeff Allen/)

Chassis/Handling

The Low Rider S is built on a tubular steel frame with a 43mm inverted fork and a single rear shock. Updates for 2022 see a new, longer monoshock that adds a half inch of stroke and a full inch of travel.

“The fork had a different feel than the shock,” Cycle World commented during testing. “It was more plush and forgiving, but still maintained a nice firm feel while being pushed through a canyon or mountain road. The fork only felt too soft on hard brake application, which would bring about more dive than is preferred.”

Braking equipment remains unchanged from the previous Low Rider S model, with dual four-piston calipers on 300mm discs. (Jeff Allen/)

Brakes

Braking duties are handled by dual four-piston calipers on 300mm discs at the front and a single two-piston caliper on a 292mm disc in the rear.

Feel at the front brake lever is exceptional until you activate ABS, then it will push back with steady pulses as the system works to stop the bike. Rear brake feel is vague but present. In testing, the Low Rider S stopped from 60 mph in just over 135 feet, on par with the performance-oriented bikes like the Yamaha MT-09 SP or a Ducati Multistrada V4 S. An interesting comparison, sure, but it highlights the performance capabilities of the Low Rider S.

Ergonomics on the FXLRS are tight and aggressive. Some taller riders complain about this seating position and would prefer forward controls. (Jeff Allen/)

Ergonomics: Comfort and Utility

Mid-mounted foot controls and a straight bar on high risers put the rider in an upright position with their feet below their knees. Some taller riders may find this cramped, but aggressive riders often prefer this stance to the more relaxed forward-control-equipped ergos.

This Low Rider S is premium and has some of the best equipment H-D has to offer, but the gauge right in the rider’s sight line is still the same old analog unit that’s been used for years. (Jeff Allen/)

Electronics

Things on the Low Rider S are kept intentionally analog. The gauge system is minimal and tucked into the handlebar riser. ABS comes standard, but there is no traction control.

Warranty and Maintenance Coverage

The Low Rider S comes with a two-year warranty.

Quality

Harley-Davidson sets a high standard for fit and finish, which is exemplified in the Low Rider S. Paint is smooth and high quality. Wires and hoses are neatly tucked out of the way. The S has a durable and permanent feel, while still feeling high-end.

2022 Harley-Davidson Low Rider S Specs

MSRP:	$17,530 / $17,980 (Gunship Gray)
Engine:	Oil/air-cooled
Displacement:	117ci (1,917cc)
Bore x Stroke:	103.5 x 114.3mm
Compression Ratio:	10.2:1
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	94.8 hp @ 4,750 rpm
Cycle World Measured Torque:	115.1 lb.-ft. @ 3,200 rpm
Fuel System:	Electronic Sequential Port Fuel Injection
Clutch:	Wet, multiplate
Frame:	Steel tubular
Front Suspension:	43mm inverted cartridge fork
Rear Suspension:	Coilover shock, spring preload adjustable
Front Brake:	4-piston caliper, 300mm discs w/ ABS
Rear Brake:	2-piston floating caliper, 292mm discs w/ ABS
Wheels, Front/Rear:	Radiate cast aluminum; 19 in./16 in.
Tires, Front/Rear:	Michelin Scorcher 31; 110/90B-19 / 180/70B-16
Rake/Trail:	28.0°/5.7 in.
Wheelbase:	63.6 in.
Ground Clearance:	5.7 in.
Seat Height:	28.2 in.
Fuel Capacity:	5.0 gal.
Claimed Wet Weight:	679 lb.
Contact:	harley-davidson.com

Source: MotorCyclistOnline.com

The 300SS is CFMoto’s sportier entry into the small-displacement sportbike category. (CFMoto/)

Ups

• Aggressive styling
• Standard 5-inch TFT display
• Affordable MSRP

Downs

• Uncomfortable riding position
• Awkward mirror placement
• Smaller-displacement engine compared to some competitors

Verdict

As far as entry-level sportbikes go, CFMoto’s 300SS is a powerhouse of value and performance. With a range of features and attractive styling, the 300SS is a worthy competitor in the US market, especially considering the bike’s modest $4,299 price tag.

The 300SS is available in Nebula White and Nebula Black color options. Not only is it an affordable entry into the sportbike category, but it also looks good, with a modern and stylish design. (CFMoto/)

Overview

Chinese manufacturing has historically been clouded by such things as poor-quality metals, imprecise castings and engine tolerances, poor quality control, and lackluster reliability, but even in 2022, is that still the case? If CFMoto’s new lineup of motorcycles is any indicator, it’s safe to say that these once-plausible claims are more of a fallacy in the current day and age.

Hailing from Hangzhou, China, CFMoto opened the doors to its Plymouth, Minnesota–based US headquarters in 2007 and hasn’t looked back. The brand originally specialized in ATVs and side-by-sides. However, upon noticing a massive gap in the motorcycle market that’s been long dominated by the Japanese Big Four and European manufacturers, CFMoto launched its line of bikes, including the top-selling 300SS.

This entry-level 300SS sportbike is nothing short of impressive, especially when considering the low price tag, peppy 292cc single-cylinder DOHC engine, standard TFT display, and stout build quality. Time will tell if the company has what it takes to change the market’s perception of Chinese motorcycles, but bikes like the 300SS have certainly started a shift in opinion.

There might be more performance-oriented models in the small-displacement sportbike category, but that doesn’t mean the 300SS isn’t capable of fun days in the canyons. (CFMoto/)

Updates for 2022

As this is the first year of production for the 300SS, there are no updates to be found.

Pricing and Variants

The 300SS is offered alongside CFMoto’s similarly spec’d 300NK naked bike, which could be considered a variation of the platform. However, for those looking for a fully faired, small-displacement sportbike the 300SS is CFMoto’s sole option. Colors are the only notable options, the 300SS being offered in Nebula White and Nebula Black.

There is a slight cost increase over the 300NK thanks likely to the added costs of bodywork. While the NK is priced at $3,999, the 300SS crosses the $4,000 mark with an MSRP of $4,299.

Competition

There are no shortage of options in the small-displacement sportbike category, with nearly every manufacturer offering a beginner-friendly entry into the world of motorcycling.

Options include the Honda CBR300R ($4,899), Yamaha YZF-R3 ($5,499), Kawasaki Ninja 400 ($5,299), Suzuki GSX250R ($4,999), and KTM RC 390 ($5,799). If BMW’s G 310 RR comes to the US, that will be part of the competition as well.

With similar specifications and a significantly lower price tag, CFMoto’s 300 series isn’t designed to just compete in the current market but to undercut other bikes in its class. After all, why spend an extra $1,000 on a bike with similar features and a warranty? That’s CFMoto’s concept.

One thing to keep in mind is that each manufacturer takes a slightly different approach to the category, with bikes like the KTM RC 390 and Kawasaki Ninja 400 designed to offer a little extra performance for riders who may want to hit the racetrack.

The 292cc single-cylinder engine uses a counterbalancer for reduced engine vibrations. CFMoto claims 29 hp at 8,750 rpm and 18.7 lb.-ft. torque at 7,250 rpm. (CFMoto/)

Powertrain: Engine, Transmission, and Performance

The 300SS is equipped with a 292cc DOHC single-cylinder engine with a Bosch EFI handling fuel management. All 29 hp and 18.7 lb.-ft. of torque are routed through a six-speed transmission with a slipper clutch, piloting the bike to a moderate top speed of 87 mph.

While not blisteringly fast, the bike has plenty of pep for cruising around town and having some fun on backroads; gearing is also effective for any riding style, making the 300SS a versatile and enjoyable entry-level machine.

In terms of displacement, the 300SS is closer to the Honda CBR300R and Suzuki GSX250R, which take a more modest approach compared to the larger-displacement Kawasaki Ninja 400 and even KTM’s RC 390.

There are some borrowed design cues, but overall, the 300SS has a very unique look that helps it stand out from the mainstays in the sportbike space. (CFMoto/)

Chassis/Handling

Comfort and predictable performance are the name of the game in the lightweight category, where there’s less emphasis on an ultra-rigid chassis more suited for racing. CFMoto’s uniquely designed steel trellis frame takes that into account, balancing things like weight and rigidity. This is not the only steel trellis frame in the class, but it still stands out among the competition.

Similar emphasis is placed on the suspension, which CFMoto claims was designed to be lightweight but rigid, with a progressive-rate springs in the fork. The shock uses an IFP (Internal Floating Piston) and has five-click preload adjustability.

There’s a decent blend of sporty stiffness and comfortability out of the box. However, the 300SS’s clip-on handlebars make managing quick turns more difficult and clumsy than the naked offering.

Front brake package consists of a 300mm disc and four-piston caliper. Notice the design touches on the wheel. (CFMoto/)

Brakes

Braking on the 300SS is more than satisfactory, especially when coupled with the bike’s low 364-pound curb weight (though 31 pounds more than the naked 300NK).

The SS sports a four-piston caliper and 300mm disc up front, and a 245mm single-rotor setup at the rear, providing plenty of clamping force to control the bike through corners and harsh braking. With the addition of standard, dual-channel ABS, braking is controlled and predictable in all conditions.

Fuel Economy

There is currently no Cycle World real-world fuel economy data.

Ergonomics: Comfort and Utility

Due to the low height of the clip-on handlebars and the long reach between them and the seat, the 300SS forces riders into an uncomfortable seating position. Coupled with the awkwardly spaced mirrors, the everyday drivability of the 300SS leaves a bit to be desired.

One of the standout items across CFMoto’s 300 lineup is the 5-inch TFT display that comes standard. (CFMoto/)

Electronics

The CFMoto 300SS is no stranger to technology, as it comes standard with everything from factory dual-channel ABS to a full-color, 5-inch TFT display. LED headlights, taillights, and signal lights are standard, providing crisp and accurate light output.

Warranty and Maintenance Coverage

The 300SS comes standard with CFMoto’s two-year factory warranty.

A closer look at the 300SS bodywork highlights the modern design CFMoto was aiming for. For $4,299, this really is a good-looking motorcycle. (CFMoto/)

Quality

Quality is impressive across CFMoto’s entire on-road lineup, and the 300SS is no exception. Precision welds line the entirety of the steel trellis frame, plastics are robust and neatly molded, and the bike’s overall feel rivals the current top contenders in its class.

For nearly $1,000 less than its competitors, the 300SS is certainly a considerable offering in the entry-level streetbike class.

2022 CFMoto 300SS Claimed Specifications

MSRP:	$4,299
Engine:	292cc, DOHC, liquid-cooled single-cylinder; 4 valves/cyl.
Bore x Stroke:	78.0 x 61.2mm
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	Bosch EFI
Clutch:	Wet, multiplate slipper clutch
Frame:	Tubular steel w/ aluminum alloy swingarm
Front Suspension:	Inverted fork
Rear Suspension:	Monoshock, 5-click preload adjustable
Front Brake:	Radial-mounted 4-piston caliper, 300mm disc w/ ABS
Rear Brake:	1-piston floating caliper, 245mm disc w/ ABS
Wheels, Front/Rear:	Aluminum alloy; 17 x 3 in. / 17 x 3.5 in.
Tires, Front/Rear:	110/70R-17, 140/60R-17
Rake/Trail:	25.0°/4.1 in.
Wheelbase:	53.5 in.
Ground Clearance:	5.9 in.
Seat Height:	30.7 in.
Fuel Capacity:	3.2 gal.
Claimed Wet Weight:	364 lb.
Contact:	cfmotousa.com

Source: MotorCyclistOnline.com

CFMOTO’s 650NK sports minimalistic styling and a classic, upright riding position for around-town riding. (CFMOTO/)

Ups

• 5-inch full-color TFT display
• Well-sorted chassis
• Low MSRP compared to competition

Downs

• Heavier than the comparable 700CL-X
• Lacks some midrange grunt

Verdict

The Chinese-manufactured CFMOTO 650NK combines premium features with excellent riding characteristics. Although not as punchy as CFMOTO’s 700CL-X, the 650NK is a well-optioned package that’s ideal for around-town riding and the occasional spirited backroad session.

As with many CFMOTO models, you can see some design influences in the body panels, but also how designers have tried to add their own flair to the overall look. (CFMOTO/)

Overview

Hangzhou-based CFMOTO is well aware of the negative stigmas hovering over Chinese-manufactured motorcycles; instead of affirming the harmful stereotypes, it has devised a business model to storm into the US motorcycle market and change the perceptions of Chinese manufacturing once and for all.

The game plan is simple: Introduce a line of high-quality, feature-packed bikes that rival the quality of comparable Japanese and Euro machines, all for a price tag that undercuts the current market by $1,000–$2,000.

The 650NK is one such model—an impressive middleweight naked bike with a peppy, 649cc liquid-cooled DOHC parallel-twin engine, dual-disc front brakes, a full-color TFT display, and modern styling to appeal to the new generation of riders.

Sharp lines and bold colors are a staple of the CFMOTO lineup. (CFMOTO/)

Updates for 2022

As this is the CFMOTO 650NK’s first year on the market, there are no updates to report.

Pricing and Variants

CFMOTO’s 2022 lineup contains two different 650 models sharing the same basic components, including the chassis, 649cc engine, suspension, and brakes. However, the 650NK and 650 Adventura models are marketed toward different environments: city versus more remote destinations. There are enough changes to consider them two separate models, rather than variations of the same.

This being said, if you prefer the aesthetics and riding style of an adventure-style bike over the minimalist, naked styling of the 650NK, feel free to take a look at the buyer’s guide for the CFMOTO 650 Adventura.

The standard 650NK retails for a modest $6,499 and is available in two trim colors: Nebula White and Nebula Black.

The 650NK is available in two colorways: Nebula White and Nebula Black. MSRP is $6,499, and the bike comes with a two-year manufacturer warranty. (CFMOTO/)

Competition

The 650NK fits nicely in the ultracompetitive midweight naked class, going head-to-head against notable options like the Suzuki SV650 ($7,399), Yamaha MT-07 ($8,199), Kawasaki Z650 ($7,749), Triumph Trident ($8,395), and Aprilia Tuono 660 ($10,499).

The Ducati Scrambler lineup is comparable, at least on a non-cost basis; other manufacturers like Honda, Kawasaki, and Yamaha have cafe-styled options that should be considered, such as the Honda CB650R ($9,299), Kawasaki Z650RS ($9,099), and Yamaha XSR700 ($8,899).

With its 649cc parallel-twin engine, technology, and impressive quality, the CFMOTO 650NK is a worthy addition to the class.

The 649cc parallel-twin engine is factory-built by CFMOTO. The company claims 60 hp at 8,750 rpm and 41 lb.-ft. at 7,000 rpm. (CFMOTO/)

Powertrain: Engine, Transmission, and Performance

CFMOTO’s 650NK is powered by a spry 649cc liquid-cooled DOHC parallel-twin engine. With a 50cc drop in displacement versus the 700CL-X, the 650NK is slightly down on power in the midrange. However, that’s not to suggest that CFMOTO’s middleweight naked is a slouch. Compared to the company’s higher-powered 700 models, the 650 realistically only falls behind on long straights; besides that, the bike gets up to speed quickly and smoothly thanks to the Bosch EFI system.

The claimed 60 hp and 41.3 lb.-ft. of torque are routed through a six-speed transmission with a cable-driven slipper clutch that opens the door to smooth and crisp shifts in all conditions. The clutch also features an incredibly light pull, a feature that new and veteran riders alike will enjoy.

The 650NK chassis is well-sorted and feels planted when the riding turns spirited. (CFMOTO/)

Chassis/Handling

Not only is the 650NK’s drivetrain crisp and enjoyable, but the chassis is as well, the 650NK sporting KYB adjustable suspension front and rear. Front damping is handled by a telescopic, rebound-adjustable KYB fork, while the rear is suspended by an offset KYB damper with rebound and preload adjustment. While handling is smooth and controlled out of the box, overall damping is softer than CFMOTO’s 700CL-X lineup, leaving a bit to be desired during spirited riding. However, the KYB adjustable suspension allows riders to tune damping to their characteristics and riding style for a personalized experience.

Steering is smooth and direct thanks to the 650NK’s short 55.7-inch wheelbase and standard handlebar.

J.Juan brakes are standard equipment. While there’s no Brembo upgrade, as is the case with the 700CL-X Sport, overall stopping performance is overall good, with good feel and power from the J.Juan calipers. (CFMOTO/)

Braking

The 650NK’s J.Juan brakes are one of the bike’s shining features, providing excellent braking feel and performance in all conditions. Front braking is handled by dual 300mm discs and two-piston calipers, while rear braking consists of a single 240mm rotor and single-piston caliper.

Although not as impressive on paper as the 700CL-X or Brembo-equipped CL-X Sport, the J.Juan brakes on the 650NK are extremely balanced and predictable, performing flawlessly even after countless spirited laps around CFMOTO’s private Minnesota track.

The 650NK also comes with factory dual-channel Continental ABS, which our test riders found works well in wet and dry conditions.

Fuel Economy and Real-World MPG

There is currently no Cycle World fuel economy data for this platform.

A relatively low, 30.7-inch seat height makes the 650NK an easy bike to feel in control of in around-town riding. (CFMOTO/)

Ergonomics: Comfort and Utility

With a standard handlebar and low 30.7-inch seat height, the 650NK places riders in a comfortable, upright position ideal for riding around town, touring, or the occasional spirited ride. The short distance between the bar and seat also aids in the upright feel, a characteristic that touring riders will certainly appreciate. There is, of course, little to no wind protection from the headlight casing, and this is where the 650 Adventura offers more in terms of long-range comfort.

Electronics

The 650NK comes with two electronically controlled riding modes—eco and sport. Drive modes are displayed on the moto’s crisp and attractive 5-inch TFT display, justifying the bike’s identical price to the larger-displacement 700CL-X models. Other features include standard dual-channel ABS and full LED lighting.

Warranty and Maintenance Coverage

Like the majority of models in CFMOTO’s new seven-model lineup, the 650NK comes with a two-year factory warranty.

A 5-inch, full-color TFT display highlights CFMOTO’s commitment to using quality components. (CFMOTO/)

Quality

Continuing the trend of well-built and affordable motorcycles, the CFMOTO 650NK boasts impressive levels of quality. From clean and properly penetrated welds on the trellis frame to tried-and-tested suspension and brake components to precisely molded plastics, the overall quality of the 600NK assuredly rivals its Japanese and European counterparts. Fit and finish is excellent as well, especially when considering the $6,499 price tag.

2022 CFMOTO 650NK Claimed Specs

MSRP:	$6,499
Engine:	649cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl.
Bore x Stroke:	83.0 x 60.0mm
Transmission/Final Drive:	6-speed/chain
Fuel System:	Bosch EFI
Clutch:	Wet, multiplate slipper
Frame:	Tubular steel w/ aluminum alloy swingarm
Front Suspension:	KYB telescopic fork, rebound damping adjustable; 4.7 in. travel
Rear Suspension:	KYB monoshock, side aligned/cantilever, rebound and preload adjustable
Front Brake:	Radial-mounted 2-piston J.Juan caliper, 300mm disc w/ ABS
Rear Brake:	1-piston floating J.Juan caliper, 240mm disc w/ ABS
Wheels, Front/Rear:	Aluminum alloy; 17 x 3.5 in. / 17 x 4.5 in.
Tires, Front/Rear:	Pirelli Angel GT; 120/70R-17 / 160/60R-17
Rake/Trail:	24.5°/4.0 in.
Wheelbase:	55.7 in.
Ground Clearance:	5.9 in.
Seat Height:	30.7 in.
Fuel Capacity:	4.5 gal.
Claimed Wet Weight:	454 lb.
Contact:	cfmotousa.com

Source: MotorCyclistOnline.com

The 300NK is marketed toward newer riders. A stylish design, affordable price tag, and premium features help increase the draw. (CFMOTO/)

Ups

• Comfortable, upright ergonomics
• Reasonable price point
• 5-inch TFT display

Downs

• Smaller-displacement engine than some competitors

Verdict

CFMOTO’s entry-level naked sportbike, the 300NK, is an impressive machine marketed as a direct competitor to the small-displacement motorcycles from the Japanese Big Four and European companies. The 300NK features comparable specs, features, and performance at a lower cost, potentially swaying consumers to rethink their biases toward the long-standing contenders in this space.

The 300NK has some unique lines, but doesn’t veer too far from traditional naked-bike design, which keeps the bike from sticking out like a sore thumb in a competitive category. (CFMOTO/)

Overview

Enthusiasts have long overlooked Chinese-manufactured motorcycles due to their reputation for mediocre quality, performance, and reliability, especially when compared to their Japanese and European counterparts. Until recently, few motorcycles hailing from the middle empire have been able to break into the US market; enter CFMOTO’s wide-ranging lineup of on-road motorcycles.

With a US headquarters based out of Plymouth, Minnesota, CFMOTO is doing its part to offer budget-friendly, well-optioned, high-quality bikes that’ll significantly undercut the current market. With a strong showing from the company’s all-new line of bikes, CFMOTO is posed to once and for all silence the negative stigmas associated with Chinese manufacturing.

The entry-level 300NK is a force to be reckoned with in the small-displacement naked-bike category. This model features a 292cc liquid-cooled single-cylinder DOHC engine pumping out 29 hp, modern tech, and convenience features that’ll surely trick you into thinking you’re riding a machine with a significantly higher price tag.

One thing to consider is engine displacement, as many of the options in this space have increased in size over the years and outclass the 300NK.

Upright, comfortable ergonomics are traditional naked bike. There’s of course no denying this is a small-bore bike, with dimensions that might not suit taller riders. (CFMOTO/)

Updates for 2022

As this is CFMOTO’s first iteration of the 300NK, no updates can be found across the platform.

Pricing and Variants

The CFMOTO 300NK comes in at a reasonable $3,999 and is available in two colors: Athens Blue or Nebula Black.

CFMOTO also offers a similarly spec’d 300SS, a fully faired small-displacement sportbike featuring the same chassis and drivetrain.

Comfortable, upright ergonomics and nimble handling make the 300NK a great option for city riding. (CFMOTO/)

Competition

The small-displacement sportbike category has grown rapidly over the past decade and now features a wide range of bikes from nearly every manufacturer. Naked bikes from Europe include the BMW G 310 R ($4,995), Husqvarna Vitpilen 401 ($5,399), and Husqvarna Svartpilen 401 ($5,399). Competition from Japan includes the Honda CB300R ($5,049), Kawasaki Z400 ($5,399), and Yamaha MT-03 ($4,999).

The 292cc single-cylinder engine might be outclassed by some of the larger-displacement competition, but does offer smooth, predictable power. (CFMOTO/)

Powertrain: Engine, Transmission, and Performance

While you can’t expect blistering speed from any entries in the small-displacement, entry-level category, the 292cc liquid-cooled single-cylinder DOHC engine stuffed into the 300NK’s trellis frame provides decent performance in nearly all riding conditions. One important consideration is that, aside from Honda’s 286cc CB300R, the 292cc 300NK is smaller in displacement compared to much of the competition.

As the bike only weighs a claimed 333 pounds, the 29 hp single-cylinder engine still has plenty of oomph to get the 300NK to a top speed of 87 mph, while a Bosch EFI system produces a smooth and linear powerband.

The engine transfers power through a six-speed transmission and slipper clutch that keeps things under control at corner entry. There’s plenty of gearing whether running around town or engaging in mildly spirited riding. Another nice feature is the counterbalance shaft, which helps quell vibrations while cruising down the highway.

The steel trellis frame looks good but also strikes a nice balance between weight, cost, and performance. (CFMOTO/)

Chassis/Handling

The 300NK uses a steel trellis frame that looks relatively high-end but, more importantly, helps CFMOTO find a nice balance between weight, cost, and on-road performance. The fork uses a progressive-rate springs while the shock has five clicks of preload adjustment.

Thanks to a low curb weight and wide, one-piece handlebar that offers good leverage, the 300NK feels lightweight and fun regardless if you’re cutting through town or cruising down a tight section of canyon road. Steering is direct and easily controllable, and the suspension promotes a sporty, yet comfortable ride.

Lightweight, predictable handling is important in the world of entry-level bikes and the 300NK manages the task well.

Front brakes consist of a 300mm disc and four-piston caliper. (CFMOTO/)

Brakes

Stopping is handled by a four-piston caliper biting on a single, 300mm brake disc. Said disc is bigger than what’s found on the Honda CB300R (296mm) and Yamaha MT-03 (298mm), but smaller than what’s found on the Kawasaki Z400 (310mm) and Husqvarna 401s (320mm). Dual-channel antilock brakes (ABS) are standard.

With such a light overall curb weight, the 300NK’s brakes are capable of slowing things down with relative ease. Brake feel is respectable, and while the initial pull isn’t aggressive, that’s a common trait among entry-level bikes.

Fuel Economy

There is no Cycle World recorded fuel economy data for the 300NK.

Ergonomics: Comfort and Utility

Compared to CFMOTO’s fully faired 300SS sportbike, the 300NK features a taller, 31.2-inch seat height and standard handlebar for a comfortable and upright seating position that lends itself to around-town riding.

The bike is comfortable for most riders, though remember that small-displacement machines are going to force taller riders to make some sacrifices in terms of comfort.

A 5-inch full-color TFT display on a bike costing under $4,000. Credit CFMOTO for finding ways to incorporate modern technology into an affordable package. (CFMOTO/)

Electronics

Continuing with CFMOTO’s “bang-for-your-buck” mentality, the entry-level 300NK is equipped with a slew of electronics that rival similar entry-level bikes, including a 5-inch full-color TFT display and factory-equipped dual-channel ABS. Lighting is all LED too.

Warranty and Coverage

The 300NK comes with CFMOTO’s two-year factory warranty.

A closer look at the 300NK frame and bodywork highlights the relatively high fit and finish of CFMOTO’s bikes. (CFMOTO/)

Quality

From what we can tell, the CFMOTO hit the nail on the head with its 300NK, offering a quality motorcycle for an affordable price. Welds on the trellis frame are clean and even, materials seem premium, coatings are robust and neatly applied, and everything functions precisely as intended. You’ll be hard-pressed to point out notable flaws, even with the low, $3,999 price tag.

2022 CFMOTO 300NK Claimed Specs

MSRP:	$3,999
Engine:	292cc, DOHC, liquid-cooled single-cylinder; 4 valves/cyl.
Bore x Stroke:	78.0 x 61.2mm
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	Bosch EFI
Clutch:	Wet, multiplate slipper
Frame:	Steel trellis w/ aluminum alloy swingarm
Front Suspension:	Inverted fork
Rear Suspension:	Monoshock, 5-click preload adjustable
Front Brake:	Radial-mounted 4-piston caliper, 300mm disc w/ ABS
Rear Brake:	1-piston floating caliper, 245mm disc w/ ABS
Wheels, Front/Rear:	Aluminum alloy; 17 x 3.5 in. / 17 x 4.5 in.
Tires, Front/Rear:	110/70R-17 / 140/60R-17
Rake/Trail:	25.0°/4.1 in.
Wheelbase:	53.5 in.
Ground Clearance:	5.9 in.
Seat Height:	31.2 in.
Fuel Capacity:	3.3 gal.
Claimed Wet Weight:	333 lb.
Contact:	cfmotousa.com

Source: MotorCyclistOnline.com

The CFMOTO Papio goes head to head against Honda’s Grom and Kawasaki’s Z125 Pro in the mini streetbike category. (CFMOTO/)

Ups

• 6-speed transmission
• Low maintenance
• 5-click preload-adjustable rear suspension

Downs

• Fewer aftermarket options compared to Grom and Z125 Pro

Verdict

CFMOTO’s Papio is a well-sorted entry into the mini-moto class. Features like a six-speed transmission and low sticker price help the bike stand out in a category that rewards a strong balance between style, performance, entertainment value, and price.

Important things to consider when looking at the Papio are the price advantage over bikes like the Honda Grom and Kawasaki Z125 Pro, but also the fewer aftermarket options available for this model. Customization is key in the mini-moto space, and there will be more aftermarket parts available for the Honda and Kawasaki.

The Papio’s sport-inspired bodywork is available in two colors: yellow and Grey/Red Dragon. MSRP is $2,999, compared to $3,499 for the Honda Grom and $3,399 for the Kawasaki Z125 Pro. (CFMOTO/)

Overview

If you’ve been even remotely active in the moto community over the last decade, you’ve likely noticed a peculiar emergence of small-displacement, inexpensive mini streetbikes from notable Japanese companies like Honda and Kawasaki. Well, Hangzhou, China-based CFMOTO noticed this as well, introducing to its 2022 seven-moto lineup its own 126cc mini streetbike: the Papio.

CFMOTO clearly studied the competition, as the Papio has a similar look and feel to Honda’s Grom and Kawasaki’s Z125 Pro. Behind the bold colors and traditional mini-moto styling, there’s a rather impressive list of features, including a six-speed transmission, full LED lighting, a digital display, and five-click adjustable rear suspension.

By not venturing too far from the prerequisites of style, fun, and affordable performance, CFMOTO has built a worthwhile contender for new riders, as well as experienced motorcyclists looking for affordable and fun around-town transportation.

There’s no doubt CFMOTO studied the competition before building the Papio. Styling isn’t far from the Grom or Z125 Pro, and specs mostly align with those two models. The benefit for consumers is a bike that has a slight cost advantage over the competition, but similar looks and feel. (CFMOTO/)

Updates for 2022

There are no updates for the 2022 CFMOTO Papio as this is the bike’s first year in the CFMOTO lineup.

Pricing and Variants

The Papio comes in at a modest $2,999, less than its Japanese competitors. Variations are limited to colors, with the 2022 Papio available in either yellow or Grey/Red Dragon.

Mini motos like the Papio are great for running neighborhood errands, transportation at the RV park, and even getting up to speed as a new rider. (CFMOTO/)

Competition

Multiple manufacturers have followed Honda into the mini-moto category, creating an interesting list of options for those looking for small-displacement fun. The Honda Grom ($3,499) and Kawasaki Z125 Pro ($3,399) are the biggest hitters in the space, but there are more options, including the CSC City Slicker ($2,795), Benelli TNT135 ($3,199), Kymco K-Pipe 125 ($2,249), and the SSR Razkull 125 ($1,199).

Honda’s lineup also includes the Navi ($1,807), Super Cub C125 ($3,849), Trail 125 ($3,999), and Monkey ($4,249).

Unlike much of its ICE competitors, the Papio is equipped with a six-speed transmission.

The Papio uses a 126cc air-cooled four-stroke engine with electronic fuel injection. The engine is claimed to produce 9 hp and 6.1 lb.-ft. of torque. (CFMOTO/)

Powertrain: Engine, Transmission, and Performance

Plopped into the chassis of the Papio is CFMOTO’s air-cooled 126cc single-cylinder four-stroke engine. While not fast by any stretch of the imagination, the engine puts out a claimed 9 hp and has plenty of get-up-and-go for around-town riding. A light clutch pull and smooth power delivery helps new riders feel comfortable in their first outings.

Power is routed through a six-speed transmission—the only one in its class—giving the Papio a significant edge over its competition. The big goal for CFMOTO is easy cruising at higher speeds.

Overall riding characteristics are light and zippy. If you can keep yourself from trying to do wheelies and stoppies every 30 seconds, all 9 hp and 6.1 lb.-ft. of torque can eventually get you moving to a top speed of 64 mph.

Chassis/Handling

With mini motos, manufacturers are tasked with balancing production costs with solid components and CFMOTO manages that task seemingly well, outfitting the Papio with a backbone frame that uses specifically engineered rigidity and keeps durability in mind.

Rear swingarm suspension and an IFP (Internal Floating Piston) monoshock with five-click preload adjustability provide good performance out back, while lightweight, 12-inch alloy wheels keep the Papio in line with its main competition. These wheel sizes promote quick, nimble handling around town.

Thanks to the short 48-inch wheelbase, low 251-pound curb weight, and adjustable suspension, the Papio performs relatively well for its class.

The Papio is close in spec to the Honda Grom and Kawasaki Z125 Pro. For example, the front brake disc is 210mm. That’s 10mm smaller than the Honda’s brake disc, but 10mm larger than the Kawaski’s. (CFMOTO/)

Brakes

The Papio sports a solid brake setup for its size, with a J.Juan 210mm disc and two-piston caliper up front and a 190mm disc and single-piston caliper out back. That front brake disc is smaller than the Grom (220mm), but larger than the Z125 Pro (200mm).

Fuel Economy and Real-World MPG

There is currently no fuel economy data for the CFMOTO Papio.

Ergonomics: Comfort and Utility

The Papio’s low, 30.5-inch seat height and standard handlebars make for a comfortable, upright seating position. Fuel capacity is up just slightly over the Grom (1.9 gallons versus 1.6 gallons), but slightly less than the Z125 Pro, which has a 2-gallon tank.

The Papio has a very traditional look and feel from the cockpit. Lighting is all LED, and the LCD screen has a gear indicator. The fuel tank is 1.9 gallons. (CFMOTO/)

Electronics

No cost cutting here. The Papio has a full LED light setup and a bright LCD display for gauge readouts and indicator lights.

Warranty and Maintenance Coverage

The Papio receives CFMOTO’s shortest warranty in its new seven-bike lineup, one year.

Quality

Overall quality of the Papio is as impressive as CFMOTO’s other products, continuing to break down the negative stereotypes of Chinese motorcycles. The Papio features an excellent fit and finish, quality components, and rideability on par with any competitor in the mini streetbike class.

Styling is similar to the competition. Sharp lines are paired to bold colors. (CFMOTO/)

2022 CFMOTO Papio Claimed Specs

MSRP:	$2,999
Engine:	126cc, air-cooled single
Bore x Stroke:	57.0 x 49.4mm
Transmission/Final Drive:	6-speed/chain
Fuel System:	EFI
Clutch:	Wet
Frame:	Tubular steel w/ aluminum alloy swingarm
Front Suspension:	Telescopic; 4.3 in. travel
Rear Suspension:	Monoshock, 5-click preload adjustability
Front Brake:	2-piston caliper, J.Juan 210mm disc
Rear Brake:	1-piston floating caliper, 190mm disc
Wheels, Front/Rear:	Alloy; 12 x 2.75 in. / 12 x 3.5 in.
Tires, Front/Rear:	120/70-12 / 130/70-12
Rake/Trail:	28.0°/3.3 in.
Wheelbase:	48.0 in.
Ground Clearance:	N/A
Seat Height:	30.5 in.
Fuel Capacity:	1.9 gal.
Claimed Wet Weight:	251 lb.
Contact:	cfmotousa.com

Source: MotorCyclistOnline.com

The CFMoto 650 Adventura was designed as a capable yet affordable entry into the ultra-popular middleweight adventure bike category. (CFMoto/)

Ups

• Peppy 649cc parallel-twin engine
• 5-inch full-color TFT display
• Attractive styling

Downs

• Poor airflow funnels engine heat directly toward rider
• 17-inch standard wheels

The 650 Adventura is available in two colors, Nebula White and Athens Blue. The MSRP is $6,799, and the bike comes with a two-year manufacturer warranty. (CFMoto/)

Verdict

The CFMoto 650 Adventura doesn’t quite have what it takes to compete toe-to-toe in the middleweight adventure category. That isn’t to say that the bike isn’t a quality machine with a generous feature set, but it takes more than that to fully capture the adventure bike spirit. Instead, the Adventura feels like a bulkier, less comfortable version of the company’s 650NK naked.

That said, for its modest price, the 650 Adventura is worth considering for entry-level riders looking to break into the touring/adventure scene.

Unlike typical adventure-style motorcycles with 19-inch front wheels, the 650 Adventura has a 17-inch front wheel, signaling its pavement-focused intentions. (CFMoto/)

Overview

CFMoto came out full throttle with its 2022 moto lineup, debuting seven new models that fill a long-standing need for premium quality at entry-level price points. The company may be a new name to most consumers, but Chinese-based CFMoto has been a prominent force in the ATV and side-by-side market for years; its US headquarters has been in Plymouth, Minnesota, since 2007. The company’s foray into motos is still relatively fresh, but with close ties to KTM, CFMoto may be well positioned to break into the US market.

The 650 Adventura is the company’s adventure-touring option, a fully featured, well-built 649cc parallel-twin-powered machine. On paper, with its 5-inch full-color TFT display, J.Juan brakes front and rear, fully adjustable upside-down front fork and monotube rear shock, and contemporary styling, the 650 Adventura seems competitive. Riding it in the real world, though, leaves a bit to be desired, with smaller issues like excess heat in the cockpit area. That said, the bike’s low price point will most likely be enough for entry-level riders to overlook any flaws.

The 650 Adventura offers just enough ground clearance and suspension travel to explore off the beaten path. (CFMoto/)

Updates for 2022

As this is the first year of production for the 650 Adventura, there are no updates to report.

Pricing and Variants

The 650 Adventura isn’t the only model in CFMoto’s lineup with a 649cc parallel twin, adjustable front and rear suspension, 5-inch TFT display, and J.Juan disc brakes; much of this is shared with CFMoto’s 650NK. The Adventura seems to be, more or less, a restyled version of the NK with a taller seat and a heftier price tag.

The only variations on the Adventura are trim color; it’s available in either Athens Blue/Matte Titanium Gray or Nebula White/Matte Titanium Gray.

Detachable, hard-sided panniers provide adequate storage for touring, while an oversized seat offers comfort on long rides. (CFMoto/)

Competition

CFMoto’s 650 Adventura is intended to compete in the middleweight adventure class, where it goes up against bikes such as the Aprilia Tuareg 660 and Suzuki V-Strom 650 (soon to be replaced by the V-Strom 800DE). Other standouts in this category include the Yamaha Ténéré 700, KTM 890 Adventure R, BMW F 850 GS Adventure and 850 GS, Husqvarna Norden 901, Triumph Tiger 900 models, and the Ducati DesertX.

While the Adventura may be less capable in off-road riding, its modest price tag may justify a reduction in versatility, especially if on-road touring will be the bike’s primary use.

CFMoto’s 649cc DOHC counterbalanced parallel-twin engine is outfitted with Bosch EFI. The powerplant produces a claimed 60.3 hp at 8,750 rpm, and 41.3 lb.-ft. of torque at 7,000 rpm. (CFMoto/)

Powertrain: Engine, Transmission, and Performance

The 650 Adventura’s 649cc parallel-twin engine produces a moderate 60 hp and 41.3 lb.-ft. of torque, providing riders with adequate pep for around-town riding and touring. While a bit lacking in the midrange, the engine’s Bosch EFI system makes for a smooth, predictable powerband.

Power goes through a six-speed transmission, with a CF/SC slipper clutch for quick and accurate shifts. In testing, the bike performed decently, but compared to its naked counterpart the Adventura feels notably less refined on the street.

Despite the low MSRP, CFMoto’s machines aren’t short on nice features. The 650 Adventura’s fork features 12 clicks of rebound damping adjustment through easy-to-access knobs. The shock offers eight clicks of rebound damping adjustment, and stepless preload adjustment. (CFMoto/)

Handling

The 650 Adventura is fitted with premium upside-down adjustable dampers front and rear, including rebound-adjustable front fork and rebound/preload-adjustable rear offset monotube shock. The dampers perform well out of the box for riders weighing around 180 pounds; however, larger riders may need to increase damping to get the most out of the bike.

Handling is approximately what you’d expect from any middleweight adventure bike with a 33-inch seat height. Steering is moderately light and overall good for spirited riding, though not as sporty as the shorter-wheelbased and lower-seated CFMoto 650NK.

J.Juan front semi-floating dual disc brakes provide excellent braking feel and fade-free performance. (CFMoto/)

Brakes

As on the 650NK, the Adventura’s J.Juan front brakes are one of the bike’s better aspects, providing excellent braking feel and fade-free performance. Up front, CFMoto uses dual 300mm rotors and two-piston calipers, while a single-piston caliper acts on the bikes’ single rear 240mm rotor.

The model also features standard dual-channel Continental ABS, which performed well in both wet and dry conditions during test sessions.

Fuel Economy and Real-World MPG

There is currently no fuel data for the CFMoto 650 Adventura.

The windscreen is adjustable and provides great wind protection for long-distance touring, though it can trap heat near the cockpit. (CFMoto/)

Ergonomics: Comfort and Utility

Overall, the 650 Adventura isn’t a bad first attempt at an adventure bike. It simply isn’t as refined as bikes from competitors with more experience. For instance, the upright seating position isn’t necessarily uncomfortable; it’s adequate for touring and around-town riding. However, the bike’s bodywork seems to funnel engine heat directly upward. When paired with the oversized windscreen, heat ends up trapped directly in front of the rider for an uncomfortably toasty riding experience. Perhaps this is a side effect of basing operations out of Minnesota? In any case, the excess heat will almost certainly get some complaints in warmer climates.

The Adventura includes a set of roomy hard-sided panniers and an oversized seat for long-distance comfort. Other nice features include the aforementioned adjustable windscreen, integrated hand guards, and a USB charging port. A lower fairing/engine guard is sold separately.

Even more high-end features from CFMoto. The 650 Adventura comes equipped with a 5-inch full-color multifunction thin film transistor (TFT) display screen. (CFMoto/)

Electronics

The 650 Adventura’s electronics include a full-color 5-inch TFT display, dual-channel Continental ABS, and LED lighting. The bike is also equipped with dual riding modes, Eco and Sport, allowing riders to choose between fuel economy and total performance.

Warranty and Maintenance Coverage

CFMoto’s 650 Adventura comes with a two-year factory warranty.

The 650 Adventura’s quality is just as impressive as that of the rest of CFMoto’s lineup. Defined welds can be seen on the carbon-steel trellis frame, fit and finish appears excellent, and the company has opted for tried-and-tested components to deliver a pleasant feel and appearance.

2022 CFMoto 650 Adventura Claimed Specs

MSRP:	$6,799
Engine:	649cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl.
Bore x Stroke:	83.0 x 60.0mm
Transmission/Final Drive:	6-speed/chain
Fuel System:	Bosch EFI
Clutch:	Wet, multiplate slipper
Frame:	Tubular steel w/ aluminum alloy swingarm
Front Suspension:	Inverted fork, rebound damping adjustable
Rear Suspension:	Cantilever, rebound damping and preload adjustable
Front Brake:	Radial-mounted 2-piston J.Juan caliper, 300mm disc w/ ABS
Rear Brake:	1-piston floating J.Juan caliper, 240mm disc w/ ABS
Wheels, Front/Rear:	Aluminum alloy; 17 x 3.5 in. / 17 x 4.5 in.
Tires, Front/Rear:	120/70R-17 / 160/60R-17
Rake/Trail:	24.5°/4.1 in.
Wheelbase:	56.0 in.
Ground Clearance:	5.9 in.
Seat Height:	33.0 in.
Fuel Capacity:	4.75 gal.
Claimed Wet Weight:	480 lb.
Contact:	cfmotousa.com

Source: MotorCyclistOnline.com

In addition to the one-off tribute graphics, the Panigale V2 Bayliss 1st Championship 20th Anniversary Edition also comes with premium Öhlins suspension, a custom triple clamp, and special exhaust. (Ducati/)

Ups

• Upgraded Öhlins suspension is worth every penny
• Beautiful paint and graphics
• Track-ready out of the crate

Downs

• Cockpit a bit tight depending on your size
• A bit pricey for a middleweight

Verdict

It’s the last of the V-twin superbikes in Ducati’s lineup, and the Panigale V2 Bayliss is also a gem. Not only does the Superquadro engine provide the right combination of power and performance for almost anyone, but the electronics and rider aids help almost anyone get the best out of themselves and the bike.

Ducati continues to offer the standard Panigale V2, which took Josh Herrin to the 2022 MotoAmerica Supersport Championship. (Ducati/)

Overview

Ducati has won 14 rider’s and 17 manufacturer’s championships in World Superbike racing to date. But its deep involvement in racing meant that to stay competitive it had to change with the times, and it started producing V-4-powered superbikes back in 2018.

Luckily those same evolving rules mean that there is a place for Ducati’s Panigale V2 in Supersport competition. That means riders get an amazing trackworthy supersized supersport to play with, and Ducati gets to consider its V-twin legacy. Anyone looking for a turn-key trackday bike should consider this amazing machine.

The bike’s name and its series-production number are engraved on the billet upper triple clamp of each Bayliss 1st Championship 20th Anniversary Edition model. (Ducati/)

Updates for 2022

The Panigale V2 came out back in 2020 as the replacement for the Panigale 959 and was met with enthusiasm by the Cycle World staff. But for 2022, Ducati decided to use the opportunity to release the V2 Bayliss 1st Championship 20th Anniversary Edition seen here.

Key upgrades over the standard V2 include the Troy Bayliss livery and paint, Öhlins suspension front and rear, and an ultralightweight lithium battery as standard.

Pricing and Variants

There are now two versions of the V2; the standard model goes for $17,795, while this commemorative Bayliss edition will set you back $21,495.

Ducati’s styling department put a lot of love into the design of the Bayliss 1st Championship 20th Anniversary Edition. Troy’s racing number (21) is featured prominently, while wide green band and narrower white bands are an obvious homage to Italy’s tricolor flag. (Ducati/)

Competition

Arguably every sportbike in the market is a competitor, but let’s focus on the bikes that currently compete in World Supersport. Yamaha’s R6 has sadly slipped out of production, but Kawasaki’s ZX-6R carries on for 2023, as do Suzuki’s GSX-R600 and GSX-R750. You can add the MV Agusta F3, the recently teased Yamaha YZF-R9, and the KTM RC 8C to that list too.

Turn-in is crisp and predictable; the combination of the slipper clutch and EBC help keep unwanted movement from the rear tire in check, so the chassis feels planted and ultra-stable. (Jeff Allen/)

Powertrain: Engine, Transmission, and Performance

The Superquadro engine is a liquid-cooled 955cc 90-degree twin with four valves per cylinder and desmodromic valve actuation. Bore and stroke measure 100 by 60.8mm. The V2 cranks out 132.6 hp at 10,730 rpm, and 67.05 lb.-ft. of peak torque at 9,070 rpm on the Cycle World dyno. Power goes through a six-speed transmission via a wet clutch with slipper and assist functions and hydraulic actuation.

Induction is through a pair of throttle bodies with elliptical bores the equivalent of 62mm in diameter. The throttle bodies are controlled by full ride-by-wire operation that can control each independently. At the other end, a 2-into-1-into-2-into-1 exhaust system with a pair of catalytic converters gets rid of the burned mixture through a stubby little silencer.

“The V2 displayed impressive, utterly complete composure right out of pit lane,” Blake Conner said in his First Ride Review. “The combination of the V-twin’s smooth power delivery and the electronics’ optimization of traction and drive allowed instant confidence, something that doesn’t usually occur on an open-class superbike.

“On track, keeping the engine spinning above 6,000 rpm is key as there is a pronounced dip in power around the 5,250 rpm mark. Lapping a track, it’s easy enough to keep the revs up, but also made me wonder how it would feel on the street. From 6,000 rpm on up, the power climbs in a linear manner right up to around 10K, where it feels like it gets a little boost, ripping through the last 1,500 rpm almost instantly, meaning the rider had better have a toe ready on the quickshifter to tap into the next gear.”

The Panigale V2 Bayliss gets upgraded suspension components, compared to the standard V2. Out back, there’s a fully adjustable Öhlins TTX 36 shock that offers great performance for track riding. (Ducati/)

Chassis/Handling

The Bayliss, like the standard V2, has a cast aluminum monocoque frame and uses the engine as a stressed member. The steering head is set at 24 degrees with 3.9 inches of trail, and the wheelbase measures 56.6 inches. What really separates the Bayliss from the standard V2 is the suspension. Up front is a fully adjustable Öhlins NIX 30 inverted fork with 43mm stanchions and 4.7 inches of travel. At the rear is an offset-mounted, fully adjustable Öhlins TTX 36 shock with 5.1 inches of rear-wheel travel. An Öhlins steering damper is part of the bike’s special equipment. The bike comes standard with Pirelli Diablo Rosso Corsa II tires, a 120/70-17 front and 180/60-17 rear.

“Turn-in is crisp and predictable; the combination of the slipper clutch and EBC help keep unwanted movement from the rear tire in check, so the chassis feels planted and ultra-stable,” Conner added. “With the safety net of a little bit of ABS at the front, trail-braking into the corner never felt like a balancing act with the front brake lever.”

The Panigale V2 Bayliss 1st Championship 20th Anniversary Edition looks, and feels, at home on a racetrack. (Jeff Allen/)

Brakes

Braking hardware is identical to the standard model V2, with a pair of Brembo Stylema M4.32 radial-mount four-piston calipers and 320mm semi-floating discs up front. The rear has a twin-piston Brembo caliper and a 245mm radially vented disc.

“As far as brakes are concerned,” Conner said, “the Brembo Stylema units are amazing components that make the V2 track-ready out of the crate. Feel at the lever is completely and totally predictable and consistent; stopping power comes in smooth and powerful without feeling grabby.”

Fuel Economy and Real-World MPG

Cycle World spent limited time on the street and didn’t record enough miles to get a good fuel-mileage reading.

The seat gets the special-edition treatment, but taller riders will still wish for a little more room to move around when riding. (Ducati/)

Ergonomics: Comfort and Utility

The V2′s cockpit is admittedly tight, and leaving riders nearing the 6-foot mark hoping for a little more room to move back in the saddle. Expect the rest of the rider triangle to be typical of a committed sportbike, which means on-track performance comes before outright comfort.

Electronics

The V2 uses a full ride-by-wire throttle and a six-axis IMU. There are three riding modes: Street, Sport, and Race. Each has a set of parameters that optimize the mode for certain conditions. There are presets for the engine’s power output, eight levels of DTC EVO 2 (Ducati Traction Control), four levels of DWC (Ducati Wheelie Control), three levels of EBC EVO (Engine Braking Control), and three levels of ABS Bosch Cornering EVO. All of these presets can also be overridden to fit rider preferences; it’s always possible to revert back to the defaults.

The Bayliss comes standard with an up-and-down quickshifter. A 4.3-inch full-color TFT display sits front and center, while full LED lighting is used.

Warranty and Maintenance Coverage

The Panigale V2 Bayliss comes with a 24-month unlimited-mileage warranty.

Bayliss 1st Championship 20th Anniversary Edition tank features Troy’s signature, his race number, and the years of his three World Superbike championships. Fit and finish is overall great for the Panigale V2, and the extra details on this limited model are just icing on the cake. (Ducati/)

Quality

From our brief time with the Bayliss, the fit, finish, and build quality are top-notch.

2022 Ducati Panigale V2 Bayliss 1st Championship 20th Anniversary Specs

MSRP:	$21,495
Engine:	Superquadro liquid-cooled, 90-degree V-twin; 4 valves/cyl.
Displacement:	955cc
Bore x Stroke:	100.0 x 60.8mm
Compression Ratio:	12.5:1
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	132.6 hp @ 10,730 rpm
Cycle World Measured Torque:	67.05 lb.-ft. @ 9,070 rpm
Fuel System:	Electronic fuel injection; ride-by-wire
Clutch:	Wet, multiplate, slipper and assist function; hydraulic master
Engine Management/Ignition:	Electronic
Frame:	Aluminum monocoque
Front Suspension:	43mm Öhlins inverted NIX 30, fully adjustable; 4.7 in travel
Rear Suspension:	Öhlins TTX 36 monoshock, fully adjustable; 5.1 in. travel
Front Brake:	Dual Brembo M4.32 4-piston calipers, 320mm discs w/ Cornering ABS EVO
Rear Brake:	2-piston caliper, 245mm disc w/ Cornering ABS EVO
Wheels, Front/Rear:	Aluminum alloy; 17 x 3.5 in. / 17 x 5.5 in.
Tires, Front/Rear:	Pirelli Diablo Rosso Corsa II; 120/70-17 / 180/60-17
Rake/Trail:	24.0°/3.9 in.
Wheelbase:	56.6 in.
Ground Clearance:	4.9 in.
Seat Height:	32.9 in.
Fuel Capacity:	4.5
Average MPG:	N/A
Cycle World Measured Wet Weight:	451 lb.
Contact:	ducati.com

Source: MotorCyclistOnline.com

Yamaha’s MT-10 is designed for sport-riding enthusiasts who want their superbike-level performance in a comfortable, upright package. (Yamaha/)

Ups

• Yamaha’s CP4 engine is ideal for a naked
• Six-axis IMU means top-notch electronics
• Great chassis and suspension

Downs

• Transformers styling isn’t for everyone
• Feels a bit short of Euro competition in outright power

Verdict

Riders who want the everyday practicality of an upright-naked sportbike but don’t want to spend north of $20,000 should take a serious look at the MT-10. The bike delivers in every aspect of the riding experience, from soulful engine to tight and predictable chassis.

The MT-10 SP benefits from Öhlins semi-active suspension and comes in a YZF-R1M-inspired Liquid Metal/Raven color scheme. Other upgrades include steel braided brake lines. (Yamaha/)

Overview

The Yamaha MT-10 and higher-spec MT-10 SP are the pinnacle of Yamaha’s hyper-naked lineup, offering superbike performance in a uniquely styled package that helps Yamaha stand out in a very competitive space.

The mission with the MT-10, like the FZ1s before it, has remained constant over the past 20-plus years: To provide open-class power and performance in a more street-focused motorcycle with little, or at least less, bodywork. Since its introduction in 2016, the bike has accomplished this goal by drawing from Yamaha’s superbike package and using technologies from Yamaha’s ultra-successful R1.

One thing that the previous-gen MT-10 lacked was the more sophisticated electronics package of the R1. That’s all changed for 2022, with the current model getting some serious upgrades to put it into contention with European competition.

The MT-10’s styling is not for everyone, but there’s no denying the bike stands out on the road. (Joseph Agustin/)

Updates for 2022

The biggest news for 2022 is the addition of a six-axis IMU with rider aids. In Cycle World’s first ride review, we noted that “The inertial measurement unit is the latest generation, both lighter and smaller, allowing such things as lean-sensitive traction control and ABS, Slide Control (SCS), front wheel Lift Control System (LIF), Engine Brake Management (EBM), and cruise control, and a programmable top-speed limiter called the Yamaha Variable Speed Limiter (YVSL).”

Engine updates for 2022 include new fuel-injection settings, plus intake and exhaust mods intended to move the torque lower in the rpm range. Advanced ride-by-wire is managed by the Yamaha Chip Controlled Throttle and new Accelerator Position Sensor Grip throttle. Also new is an improved up-and-down quickshifter, working in harmony with a clutch that has assist and slipper functions.

With a short 55.3-inch wheelbase and aggressive front-end geometry, the MT-10 handles tight canyon roads without breaking a sweat. (Joseph Agustin/)

Pricing And Variants

The standard model MT-10 has an MSRP of $13,999, while the MT-10 SP gets Öhlins semi-active suspension front and rear, exclusive Liquid Metal/Raven paint, and braided stainless-steel brake lines as standard for $16,899.

Competition

There are a ton of bikes in the open-class naked category, including the Aprilia Tuono V4 Factory, BMW S 1000 R, Ducati Streetfighter V4, KTM 1290 Super Duke R, and Triumph Speed Triple 1200 RS, Suzuki GSX-S1000, and Honda CB1000R Black Edition.

The MT-10’s engine delivers smooth tractable torque down low and through the midrange, combined with an inline-four’s revvy nature. (Joseph Agustin/)

Powertrain: Engine, Transmission, and Performance

The engine in the MT-10 is Yamaha’s 998cc liquid-cooled, crossplane-crank CP4, borrowed from a previous-gen YZF-R1. The engine gets lightweight forged pistons with fracture-split connecting rods. A stacked six-speed transmission keeps the unit compact and allows ideal placement of the engine in the chassis. A Yamaha assist and slipper clutch helps get power to the ground efficiently.

For 2022 the bike’s power increases from 158.2 hp to 163.6 hp; torque increases from 81.9 pound-feet to 82.6 pound-feet. Peaks are at at 11,500 rpm and 9,000 rpm, respectively. These are European figures, as Yamaha doesn’t reveal US performance numbers, but they’re likely to be representative of what we get here.

“We were instantly reminded why we love the CP4 engine,” Cycle World said in its first ride review. “Not only is the sound—now amplified into the cockpit—truly a sonic masterpiece, but the power delivery of the crossplane-crank engine is utterly satisfying. The engine’s grunty power is managed by a new ride-by-wire throttle, which is extremely precise and predictable, with delivery based on the riding mode selected.”

“Let the CP4 engine eat and you’ll know right away you’re on an open-class sportbike. The beauty of this engine is that, like the R1, it delivers smooth tractable torque down low and through the midrange, combined with an inline-four’s revvy nature. In this application, it definitely lacks the superbike’s last bit of top-end power, but by the time the engine reaches the top of the rev range the bike is rocking along at a pretty decent clip.”

Acoustic sound grills in the tank are designed to direct the intake roar to the rider. (Joseph Agustin/)

Chassis/Handling

The MT-10s use an aluminum Deltabox frame and uses the engine as a stressed member. The 55.3-inch wheelbase is shorter than most of Yamaha’s Euro competitors, such as the KTM Super Duke, Aprilia Tuono V4 Factory, and Ducati Streetfighter V4; the MT-10′s steep 24-degree rake and 4.0 inches of trail are also a bit more aggressive than those of its competitors.

From Cycle World’s first ride in North Carolina: “The route included quite a few offshoots off the Blue Ridge Parkway, which meant fewer of the flowing long sweepers and many more tight hairpin and carousel turns. Wet patches were still possible around any given corner, so the MT-10′s front-end confidence was welcome. Turn-in was sharp and predictable, with the fork keeping the bike composed over nasty mid-corner bumps and seams.

“At speed, the big MT is stable and composed. Most of the BRP is a billiard table, but some of the side roads were likely to throw a curveball at speed when least expected. Through it all, the bike felt planted and never shook its head or got out of shape.”

Brakes

Braking hardware includes a pair of radial-mount, four-piston calipers pinching 320mm diameter discs up front and a twin-piston caliper and 220mm disc on the rear. Yamaha’s advanced Brake Control System and lean-sensitive ABS use a six-axis IMU, bringing the MT-10 up to date with its Euro rivals.

Despite the 2022 MT-10 having a slightly more aggressive riding position than previous models, the relationship between the seat, pegs, and handlebar is still comfortable for average-height riders. (Joseph /)

Fuel Economy and Real-World MPG

Cycle World has yet to grab full testing numbers on the MT-10.

Ergonomics: Comfort and Utility

Despite a slightly more aggressive riding position than on the previous model, the relationship between the seat, pegs, and bars is just about perfect for average sized riders. A relatively comfortable seat sits at a claimed 32.9 inches and is covered in a plush-feeling Alcantara-like material. Wind protection from the mini-fairing is quite good and keeps the airflow smooth over the rider’s helmet and upper body.

A 4.2-inch color TFT display was all-new for 2022. (Joseph Agustin/)

Electronics

The new Accelerator Position Sensor Grip and full ride-by-wire throttle in concert with the six-axis IMU open the door to a whole list of electronic rider aids. The inertial measurement unit is the latest generation, both lighter and smaller, and provides lean-sensitive traction control and ABS, Slide Control (SCS), front wheel Lift Control System (LIF), Engine Brake Management (EBM), and cruise control, and a programmable top-speed limiter called the Yamaha Variable Speed Limiter (YVSL). The MT-10 also comes equipped with an up-and-down quickshifter and full LED lighting.

A most welcome addition is the new R1-derived 4.2-inch full-color TFT display, a much improved screen for navigating through menus to customize ride modes and access other functions.

Warranty and Maintenance Coverage

The MT-10 comes with a one-year factory limited warranty.

A capable chassis and exciting engine character combine to make the MT-10 a lot of fun to ride in the twisties. (Joseph Agustin/)

Quality

We’ve yet to spend extended time with the MT-10. However, Cycle World’s initial impressions with fit, finish, and paint quality were all positive.

2022 Yamaha MT-10/MT-10 SP Specifications

MSRP:	$13,999 / $16,899 (SP)
Engine:	DOHC, liquid-cooled inline-four; 16 valves
Displacement:	998cc
Bore x Stroke:	79.0 x 50.9mm
Compression Ratio:	12.0:1
Transmission/Final Drive:	6-speed/chain
Fuel System:	Electronic fuel injection w/ YCC-T
Clutch:	Wet, multiplate w/ assist and slipper functions
Engine Management/Ignition:	Electronic
Frame:	Deltabox aluminum frame
Front Suspension:	43mm KYB inverted fork, fully adjustable; 4.7 in. travel / 43mm Öhlins electronically controlled suspension, fully adjustable; 4.7 in. travel (SP)
Rear Suspension:	KYB piggyback shock, fully adjustable; 4.7 in. travel / Öhlins electronically controlled suspension, fully adjustable; 4.7 in. travel
Front Brake:	Radial-mount 4-piston calipers, dual 320mm discs, Brembo master cylinder w/ ABS
Rear Brake:	2-piston caliper, 220mm disc w/ ABS
Wheels, Front/Rear:	Five-spoke cast-aluminum
Tires, Front/Rear:	Bridgestone Battlax Hypersport S22; 120/70-17 / 190/55-17
Rake/Trail:	24.0°/4.0 in.
Wheelbase:	55.3 in.
Ground Clearance:	5.3 in.
Seat Height:	32.9 in.
Fuel Capacity:	4.5 gal.
Claimed Wet Weight:	467 lb. / 472 lb. (SP)
Contact:	yamahamotorsports.com

Source: MotorCyclistOnline.com

The CFMOTO 700CL-X’s styling is defined as neo-retro, similar to Honda’s CB650R. The base-model CL-X would be the most at home in commuting and around-town riding. (CFMOTO/)

Ups

• KYB adjustable fork
• Powerful 693cc parallel-twin engine
• One-click cruise control

Downs

• Awkward 18/17-inch staggered wheel fitment on base model
• Cable-operated slipper clutch
• Questionable exhaust and overall header design

Verdict

In a market dominated by Japanese, Euro, and American-made motorcycles, CFMOTO is tearing down age-old stereotypes of poor manufacturing and performance from Chinese competitors with models like the 700CL-X and 700CL-X Sport.

The 700CL-X Sport is the more performance-oriented model in the 700CL-X lineup. CFMOTO describes the bike as “a street-smart motorcycle with a stripped-down, muscular look and attitude to match.” (CFMOTO/)

Overview

For two decades, CFMOTO has been a driving force in the Chinese ATV and side-by-side market, targeting machines from the Japanese Big Four, European, and American manufacturers. In 2007, the company opened its US-based headquarters in Plymouth, Minnesota, poised to take the American market by storm. For 2022, the company entered the moto market, releasing a seven-model lineup to appeal to various riders.

The company’s flagship bike, the 700CL-X, is impressive for the price, claiming performance that rivals far more expensive and acclaimed motorcycles. The 700CL-X and CL-X Sport feature the same powerplant and chassis, including a powerful liquid-cooled 693cc parallel-twin engine, trellis frame, fully adjustable KYB fork, and a single link-mounted KYB monotube shock.

A powerful liquid-cooled parallel-twin engine, a well-spec’d and sorted chassis, and a price point designed to pique rider interest all combine to make CFMOTO’s flagship motorcycle a potential force in the US market.

The 700CL-X runs a staggered 18/17-inch wheel combo, compared to the Sport’s even 17-inchers, and standard bars for a more upright seating position. (CFMOTO/)

Updates for 2022

This is CFMOTO’s first iteration of the 700CL-X.

Pricing and Variants

CFMOTO offers the 700CL-X in two separate models, base and Sport. Both models are reasonably priced and well-spec’d naked motos, with the base the more affordable of the two, coming in at $6,499 compared to the Sport’s $6,999 price tag. The 700CL-X is loaded with vintage scrambler-inspired styling, while the Sport pulls inspiration from classic cafe racers.

The base model runs staggered 18/17-inch wheels, compared to the Sport’s even 17-inchers, and standard bars for a comfortable upright seating position. By contrast, the Sport is equipped with cafe-racer clip-ons for a low-slung seating position and sportier riding feel.

The price difference doesn’t involve mere styling changes, however. The base model is outfitted with J.Juan brakes front and rear, including a 320mm single disc, four-piston front setup and a 260mm single disc, two-piston rear; the Sport features Brembo Stylema calipers at either end, using 300mm dual disc rotors up front and 260mm dual disc rotors at the rear. The Brembo brake setup is more than capable of stopping the 700 CL-X Sport quickly, though as we discovered on our initial test ride, some may find the brakes to be a bit touchy and difficult to manage compared to the J.Juan’s on the base-model bike.

As for colors, the base receives Coal Gray or Twilight Blue options, while the Sport is available in Velocity Gray or Nebula White.

The 700CL-X is available in two colorways, Twilight Blue and Coal Gray. MSRP is $6,499, and the bike comes with a two-year manufacturer warranty. (CFMOTO/)

Competition

CFMOTO’s 700CL-X models are engineered to be direct competitors to established and far more expensive naked competitors from the Japanese Big Four and European manufacturers. That said, the middleweight naked class is chock-full of solid competition.

Competition includes the Suzuki SV650 ($7,399), Yamaha MT-07 ($7,899), Kawasaki Z650 ($7,749), Triumph Trident ($8,395), and Aprilia Tuono 660 ($10,499).

The Ducati Scrambler lineup is also comparable, at least on a non-cost basis; other manufacturers like Honda, Kawasaki, and Yamaha have cafe-styled options that should be considered, such as the Honda CB650R ($9,299), Kawasaki Z650RS ($9,099), and Yamaha XSR700 ($8,799).

The 700CL-X and CL-X Sport feature the same powerplant, a 693cc liquid-cooled DOHC parallel twin producing a claimed 74 hp and 47.9 lb.-ft. of torque. (CFMOTO/)

Powertrain: Engine, Transmission, and Performance

The 700CL-X and 700CL-X Sport share a 693cc DOHC liquid-cooled parallel-twin engine producing a claimed 74 hp and 47.9 lb.-ft. of torque. Power is routed through a six-speed, CF-SC slipper-clutch transmission.

The engine is smooth and responsive, and while not equipped with a hydraulic clutch like some higher-priced bikes in its class, the classic, cable-driven clutch is extremely light and performs well in nearly all conditions.

On the street, power delivery is linear up to 8,500 rpm, while the engine will happily rev higher in track-style situations, incidentally where we initially tested the 700CL-X models.

The 700CL-X Sport separates itself from the base model with a range of styling and performance upgrades. Notice the sporty tailsection and clip-on handlebars for a more aggressive riding triangle. (CFMOTO/)

Handling

Both 700CL-X models use a KYB 41mm fully adjustable front fork and fully adjustable, link-mounted KYB monotube rear shock. The suspension provides an excellent balance of comfort and performance fresh out of the box. With some additional preload, both models handle well enough for aggressive riding. The base model’s Pirelli MT 60 RS rubber is more than enough for the bike in all riding conditions, while the Sport’s Maxxis MA-ST2 tires provide even more grip for sportier riding.

The 700CL-X Sport (right) gets a massive upgrade in the braking department, with Brembo Stylema calipers biting dual 300mm discs. Base model (left) runs a J.Juan caliper and single 320mm disc up front. (CFMOTO/)

Brakes

The 700 CL-X series of bikes are equipped with more-than-adequate brakes for their class, with the base model sporting a J.Juan 330mm single disc and four-piston caliper up front. Rear brake package is a 260mm single disc with two-piston caliper. The Sport’s dual discs and four-piston Brembo setup are an obvious upgrade, and work with a dual-piston, dual-disc rear setup to offer more braking performance.

Oddly enough, the Sport’s brakes suffered more critiques from our test riders due to questionable hot-lap performance and inconsistent brake feel. Both bikes are outfitted with Continental ABS, which performs adequately in dry and wet conditions.

Fuel Economy

There is no Cycle World recorded fuel economy data.

Ergonomics: Comfort and Utility

With comfortable peg positioning and a 31.5-inch seat height, both models feature relatively comfortable ergonomics well suited for both sport riding and weekend touring. The base model’s standard handlebar makes for a more upright seating position when compared to the Sport’s clip-ons, giving the base model a slight edge in comfort.

More differences between the 700CL-X (left) and 700CL-X Sport (right). Notice the bar-end mirrors on the Sport, versus the traditional mirror setup base model. All 700CL-X models come with an LED headlight, taillights, auto-canceling turn signals, stylized daytime running lights, and a center-mounted gauge. (CFMOTO/)

Electronics

The CFMOTO 700CL-X series features retro-style digital displays, dual riding modes, one-click cruise control, self-canceling turn signals, and ABS as standard equipment. However, the bike’s ABS cannot be turned off, potentially damping the fun of especially spirited riding sessions.

Warranty and Maintenance Coverage

CFMOTO includes a two-year factory warranty on every 700CL-X and CL-X Sport.

Quality

The CFMOTO 700CL-X is an impressive bike with quality manufacturing and fabrication; welds are clean and uniform, the muffler assembly is premium, and the digital display is bright and clear.

2022 CFMOTO 700CL-X and 700CL-X Sport Claimed Specifications

MSRP:	$6,499/$6,999
Engine:	693cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl.
Bore x Stroke:	83.0 x 64.0mm
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	Bosch EFI w/ ride-by-wire throttle
Clutch:	Wet, multiplate slipper; cable actuated
Frame:	Tubular steel w/ aluminum alloy swingarm
Front Suspension:	41mm inverted fork, compression, rebound and preload adjustable; 5.9 in. travel
Rear Suspension:	Monoshock, rebound and preload adjustable; 5.9 in. travel
Front Brake:	Radial-mounted 4-piston J.Juan caliper, 320mm disc w/ ABS (base) / 4-piston Brembo Stylema calipers, dual 300mm discs w/ ABS (Sport)
Rear Brake:	2-piston floating J.Juan caliper, 260mm disc w/ ABS (base) / radial-mounted 2-piston Brembo caliper, 260mm disc w/ ABS (Sport)
Wheels, Front/Rear:	Aluminum alloy; 18 x 3.5 in.; 17 x 4.5 in. (base) / 17 x 3.5 in.; 17 x 4.5 in. (Sport)
Tires, Front/Rear:	110/80R-18; 180/55R-17 (base) / 120/70R-17; 180/55R-17 (Sport)
Rake/Trail:	24.5°/4.3 in.
Wheelbase:	56.5 in.
Ground Clearance:	6.3 in.
Seat Height:	31.5 in.
Fuel Capacity:	3.4 gal.
Claimed Wet Weight:	432 lb. (base) / 451 lb. (Sport)
Contact:	CFMOTOusa.com

Source: MotorCyclistOnline.com