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2022 CFMOTO 700CL-X | Road Test Review

December 1, 2022 mcnews Leave a comment

Last summer I traveled to Minnesota, home of the CFMOTO U.S. headquarters, to test the company’s new lineup of motorcycles. On a flat, paved, tar-snaked road course at the Minnesota Highway Safety & Research Center, about a dozen journalists and influencers buzzed around on bikes ranging from the 125cc Papio minibike to the 800 ADVentura adventure bike.

Launches featuring multiple bikes are like eating at a buffet: You get to taste a little bit of everything, but you don’t get the full experience of a dedicated entree. After the day at the track, I logged 350 miles on the 650 ADVentura, an affordable, middleweight adventure-styled touring bike with saddlebags, and I got to know the bike better.

But the CFMOTO I kept thinking about was the 700CL-X, a feisty middleweight naked bike with scrambler styling.

At the end of the trackday, when all the photography was done and we were given free reign, I hopped aboard the 700CL-X and played cat-and-mouse with two of my fellow scribes. John Burns was on the 800 ADVentura, and Ron Lieback was on the 650NK naked bike.

Our bikes were like the Three Bears. Papa Bear was the 800 ADVentura, with a 799cc parallel-Twin that cranks out 95 hp with a curb weight of 509 lb. Mama Bear was the 700CL-X, with a 693cc parallel-Twin that makes 74 hp and weighing 426 lb. Though hardly a toddler like CFMOTO’s Papio, Baby Bear was the 650NK with a 649cc parallel-Twin that makes 60 hp and has a weight of 454 lb.

Try as we might, with pegs scraped and boot soles beveled, we could not break ranks. We’d bunch up in the corners, but John and I protected our lines so there were no chances to overtake. We’d draft each other heading onto the front straight and then pull three abreast with the throttles pinned, but there was no fighting the displacement advantage. Burns would pull ahead of me, and Lieback would be on my six, filling my mirrors.

Chasing buddies around a track for bragging rights over beers is always fun, but beyond that, I was really digging the 700CL-X. A wide, upright tubular handlebar gives it good steering leverage, and its light weight made it easy to throw into a corner or weave around the chicanes made of traffic cones. The real kicker was the 700CL-X’s throttle response. In Sport mode, giving it the whip revved up the Twin, and at around 7,000 rpm, there was a loud below from the exhaust and a surge in thrust, almost like V-Boost on the old Yamaha V-Max. Having a $6,499 motorcycle deliver that sort of thrill took me by surprise, and I wondered, What is this thing?

CFMOTO 101

Although well-established in the U.S. market in the ATV and side-by-side segments, CFMOTO is not a familiar brand for most American motorcyclists. Founded in 1989, the Chinese company’s first decade was focused on supplying parts, components, and engines to major powersports manufacturers. In 2000, CFMOTO began building motorcycles, scooters, and off-road vehicles.

CFMOTO has been selling its off-road vehicles in the U.S. since 2002, and after gaining a solid foothold in that market, it established its U.S. headquarters near Minneapolis. In 2012, CFMOTO began importing motorcycles to the U.S., but it met with limited success and pulled out a few years later. Reviews of CFMOTO’s motorcycles were generally positive, but American buyers are averse to new brands. Furthermore, many view Chinese-made motorcycles as being of inferior quality to those made in Japan, Europe, or the U.S.

Thanks to its well-established production expertise and capacity, in 2014 CFMOTO entered a strategic partnership with KTM and began manufacturing 200 Dukes and 390 Dukes for the Chinese market. In 2018, the two companies started a joint venture that allows CFMOTO to license and manufacture some of KTM’s engines. CFMOTO’s 800 ADVentura is powered by the 799cc LC8c parallel-Twin from KTM’s 790 Adventure. Starting in 2023, KTM’s parent company Pierer Mobility will distribute CFMOTO’s motorcycles in some European markets, an arrangement similar to the recent announcement that KTM North America will soon take over distribution of MV Agusta motorcycles in the U.S.

While brand or country of origin are important for some buyers, others place a higher priority on style, performance, price, reliability, and dealer experience/proximity. With an MSRP of $6,499, the 700CL-X offers good value and is less expensive than other middleweight naked bikes like the Honda CB650R ($9,299), Kawasaki Z650 ABS ($8,249), Suzuki SV650 ABS ($7,849), Triumph Trident 660 ($8,395), and Yamaha MT-07 ($8,199). The 700CL-X is covered by a two-year, unlimited-mileage warranty, and CFMOTO has about 200 motorcycle dealers in the U.S.

Here’s Lookin’ at You

Through its partnership with KTM, CFMOTO’s motorcycles are styled by Kiska. With its minimalist profile, tubular handlebar, bobtail with a one-piece seat, Y-spoke cast wheels with an 18-inch front, and Pirelli MT60 semi-knobby tires, the 700CL-X has the stance of a street tracker. Retro touches include a round headlight, a round gauge cluster, a single front disc, and a stubby exhaust shaped like a Foster’s Oil Can. One can see hints of the Ducati Scrambler in the 700CL-X’s tubular-steel frame, brushed aluminum tank panels, swingarm-mounted license plate carrier, and machined finishes on its engine’s faux cooling fins.

With the exception of its switchgear and the layout of its LCD instrument panel, the 700CL-X doesn’t look cheap, and its fit and finish are on par with more expensive bikes. It is illuminated front and rear by LEDs, and it has a unique, bright-white headlight surround shaped like one of those Craftsman four-way flathead screwdrivers I used to have on my keychain. The turnsignals are self-canceling, the clutch and brake levers are adjustable for reach, the brake lines are steel braided, and the cleated footpegs have removable rubber inserts.

Motorcycles at this price point are usually limited to basic features, but the 700CL-X has throttle-by-wire with two ride modes (Eco and Sport), a slip/assist clutch, standard ABS, and cruise control. Most notable, in a class where the most one can typically hope for is spring preload adjustment, often only at the rear, the 700CL-X has a fully adjustable 41mm inverted KYB fork and a linkage-mounted KYB shock with a progressive spring rate and adjustable preload and rebound. Brakes are supplied by J.Juan (a Brembo subsidiary in Spain), with a radial-mount 4-piston front caliper squeezing a 320mm disc and a 2-piston rear caliper pinching a 260mm disc.

Time to Ride

The 700CL-X is very approachable. Its dished seat is 31.5 inches high and provides decent support. The bike feels compact and light, and the tall handlebar allows the rider to sit mostly upright. Thumb the starter, and the CFMOTO’s 693cc DOHC parallel-Twin burbles to life, settling into a syncopated rumble. The engine compresses fuel and air with forged pistons that move up and down via fracture-split connecting rods.

Roll on the throttle, and the engine spins up quickly with no drama. Concerns about vibration and heat never crossed my mind, and the throttle-by-wire delivers crisp response without any vagueness or abruptness. When we rolled the 700CL-X into Jett Tuning’s dyno room and John Ethell ran it on the big drum, it sent 62 hp at 9,200 rpm (redline is 9,500) and 41.6 lb-ft of torque at 7,400 rpm to the rear wheel. The dyno curves show a notable bump above 7,000 rpm that corresponds with that boost sensation I mentioned earlier – a little extra kick in the pants to keep things lively.

Lightweight, modestly powered bikes like the 700CL-X are some of my favorites to ride. Unlike today’s liter-class fire-breathing beasts, I don’t feel any guilt about not being able to use the bike’s full power, nor inadequacy for not being able to exploit its capabilities. I mostly kept it in Sport mode because the milder throttle response of Eco mode felt like a letdown. If I were commuting or taking a weekend escape, then I’d use Eco and cruise control to conserve fuel.

But all I did on this test ride was flog the darn thing – I couldn’t help myself, and my fuel economy suffered accordingly. Pushing the 700CL-X hard through a series of curves was a blast, taking me right back to the fun I had last summer chasing John Burns and outrunning Ron Lieback. Some bikes just bring out my hyperactive inner child.

While the 700CL-X was solid and responsive and its suspension took a hammering without complaint, the single-disc front brake wasn’t quite up to the task. Stopping power was decent, but feedback at the lever was numb, and it exhibited some fade after repeated hard stops. A second front disc would probably help – or an upgrade like the setup found on CFMOTO’s 700CL-X Sport, a cafe racer version with top-shelf Brembo Stylema front calipers and an MSRP of $6,999.

After logging hundreds of miles on the 700CL-X on city streets, freeways, and winding backroads, there were a few things that left me wanting. The first is the small fuel tank, which holds just 3.5 gallons. (Other bikes in this class have fuel capacities ranging from 3.7-4.1 gallons.) During this test, I averaged 41 mpg, which works out to 143 miles of range. Exhibiting more throttle restraint is the sensible solution, but where’s the fun in that? I’d rather have more fuel to burn.

The second is the instrument panel. When less expensive bikes like the KTM 390 Duke – which CFMOTO builds for the Chinese market – have color TFT displays, the monochrome LCD display on the 700CL-X seems like an unfortunate way to save a few bucks. Other than the road in front of us, the instrument panel is the main thing we look at when riding. The 700CL-X’s gauge provides plenty of info, but the perimeter tachometer is hard to read, the text for some of the info functions is too small, and I couldn’t figure out how to reset the tripmeter without also advancing the clock by one hour. If I didn’t do the time warp again with each fill-up, I had to press the “Adjust” button 23 more times to correct it.

Lastly, the self-canceling turnsignals shut off too early. Hit the button and they’ll flash four or five times and then stop, which sometimes happens before the turn is executed.

GEAR UP:

Good Times

Over the past 15 years, I’ve ridden and tested hundreds of new motorcycles of nearly every size, configuration, and style. Because my passion for motorcycles runs deep and my tastes are omnivorous, I can honestly say I’ve enjoyed every motorcycle I’ve ridden. Some aligned with expectations, some fell a bit short, and a few went above and beyond, exceeding expectations because something about their styling, character, or performance – or all three – felt special.

That happened to me last summer. As I worked my way up through CFMOTO’s eight-model lineup, the 700CL-X caught my eye because I like scrambler styling and I’m a sucker for gold wheels (which come with the Coal Grey colorway; the Twilight Blue colorway has black wheels). Then I rode it and was surprised by how responsive the engine was, especially that extra kick above 7,000 rpm, and it had a nice bark to its exhaust. It was also light, agile, and fun to ride.

The 700CL-X exceeded my expectations – not just for a motorcycle built in China, but for any motorcycle at this price point.

2022 CFMOTO 700CL-X Specs

Base Price: $6,499

Warranty: 2 yrs., unltd. miles

Website: CFMOTOusa.com

Engine

Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
Displacement: 693cc
Bore x Stroke: 83 x 64mm
Compression Ratio: 11.6:1
Valve Insp. Interval: 24,800 miles
Fuel Delivery: Bosch EFI w/ throttle-by-wire
Lubrication System: Wet sump, 2.3 qt. cap.
Transmission: 6-speed, cable-actuated wet slip/assist clutch
Final Drive: Chain

Chassis

Frame: Tubular chromoly-steel trellis w/ cast aluminum swingarm
Wheelbase: 56.5 in.
Rake/Trail: 24.5 degrees/4.3 in.
Seat Height: 31.5 in.
Suspension, Front: 41mm inverted fork, fully adj., 5.9 in. travel
Rear: Single shock w/ linkage, adj. spring preload & rebound, 5.9 in. travel
Brakes, Front: 320mm disc w/ radial-mount 4-piston caliper & ABS
Rear: 260mm disc w/ 2-piston caliper & ABS
Wheels, Front: Cast aluminum, 3.50 x 18 in.
Rear: Cast aluminum, 4.50 x 17 in.
Tires, Front: Tubeless, 110/80-R18
Rear: Tubeless, 180/55-R17
Wet Weight: 426 lb
Load Capacity: 368 lb
GVWR: 794 lb

Performance

Horsepower: 62 hp @ 9,400 rpm (rear-wheel dyno)
Torque: 41.6 lb-ft @ 7,400 rpm (rear-wheel dyno)
Fuel Capacity: 3.5 gals
Fuel Consumption: 41 mpg
Estimated Range: 143 miles

The post 2022 CFMOTO 700CL-X | Road Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2022 CFMOTO Motorcycle Lineup | First Ride Review

July 27, 2022 mcnews Leave a comment

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.

Check out Rider‘s 2022 Motorcycle Buyers Guide

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.

CF Who?

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

GEAR UP
Helmet: Nolan N80-8
Jacket: Fly Racing Coolpro Mesh
Gloves: Fly Racing Brawler
Pants: Fly Racing Resistance Jeans
Boots: Fly Racing M16 Leather Shoes

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 CFMOTO 300NK / 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.

2022 CFMOTO 300NK — With its stubby tail and powdercoated steel trellis frame, the 300NK has modern streetfighter styling. Color choices are Athens Blue 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.

2022 CFMOTO 300SS — The 300SS is available in Nebula White or Nebula Black.

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 CFMOTO 650NK / 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.

2022 CFMOTO 650NK — For the 650NK, choose from Nebula White with high-viz wheels or Nebula Black with black wheels.

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.

2022 CFMOTO 650 ADVentura — The 650 ADVentura is available in Athens Blue or Nebula White.

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 CFMOTO 700CL-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.

2022 CFMOTO 700CL-X — The 700CL-X is available in Coal Grey with bronze wheels or Twilight Blue with black wheels.

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 CFMOTO 650 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

The post 2022 CFMOTO Motorcycle Lineup | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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CFMoto Returns to U.S. with 7 Models for 2022

June 14, 2022 mcnews Leave a comment

After a short hiatus, CFMoto is again importing its motorcycles to the U.S. It is offering seven bikes as part of its 2022 lineup. With a range of small and middleweight motorcycles, CFMoto continues its reputation for reasonable price points for both novice and advanced riders.

The 2022 models include the Papio minibike ($2,999), the 300NK naked bike ($3,999) and 300SS sportbike ($4,299), the naked 650NK ($6,499) and 650 ADVentura adventure bike ($6,799), and the classic series 700CL-X ($6,499) and 700CL-X Sport ($6,999).

CFMoto Comes of Age

Following the creation of a trademarked liquid-cooled 4-stroke engine in Hangzhou, China, CFMoto was founded in 1989. It has been a supplier of engines, parts, and components for some of the biggest brands in powersports. In 2002, the company entered the U.S. market. In 2005, it built the company’s U.S. headquarters in Plymouth, Minnesota.

In the early years, the company produced mostly small-displacement models. In 2012, CFMoto introduced the parallel-Twin 650NK, followed shortly after by the 650TK tourer. While there were a few superficial details that raised an eyebrow, overall the bike performed very well considering its $6,999 price point.

After the 2016 model year, CFMoto stopped importing bikes to the U.S. The company continued to make motorcycles, and in 2017 CFMoto signed a joint venture agreement with KTM, according to the CFMoto website.

“The joint venture will bring CFMOTO’s R&D and manufacturing capability to a whole new level,” Minjie Lai, CFMoto general manager, said at the groundbreaking ceremony for the joint venture production facility in March 2018. “CFMOTO will benefit from KTM’s advanced technology and profound experience from years of being a leader in the power sports industry. KTM recognized how our manufacturing capacity, supply chain management, and channel development could help implement their global strategy.”

As of 2022, the company states it has more than 500 dealers in the U.S. Read on to learn more about the new models for 2022.

2022 CFMoto Papio

The CFMoto Papio features a 126cc air-cooled 4-stroke Single with a 6-speed gearbox that kicks out 9.3 hp at 8,500 rpm and 6.1 lb-ft of torque at 6,500 rpm. The telescopic fork provides approximately 4.3 inches of travel, and the rear monoshock has five-click preload adjustability. Both ends employ lightweight 12-inch alloy wheels paired to 130/70 rear and 120/70 front street tires. Stopping power comes from a 2-piston caliper and 210mm disc up front and a 1-piston caliper grabbing a 190mm disc in the rear.

The Papio has a 30.5-inch seat height, a 1.9-gallon fuel capacity, and a 251-lb curb weight. It has LED lighting all around and a multifunction LCD instrument panel. It comes in Yellow or Gray/Red Dragon for $2,999.

2022 CFMoto 300NK and 300SS

Both the 300NK naked bike and 300SS sportbike come with a liquid-cooled 292cc DOHC 4-valve Single that makes a claimed 29 hp at 8,750 rpm and 18.7 lb-ft of torque at 7,250 rpm. Both bikes have Bosch EFI, dual-channel ABS, and a 6-speed gearbox with a slip/assist clutch.

Braking is handled by a radially mounted 4-piston front caliper with a 300mm disc and a 1-piston rear caliper with a 245mm disc. The 300NK and 300SS also both have an inverted fork and internal-floating-piston monoshock in back with five clicks of preload adjustability.

The differences between the two are primarily curb weight and dimensions. The naked 300NK weighs 333 lb, has a 31.2-inch seat height, and a 3.3-gallon tank. The fully faired 300SS weighs 364 lbs, has a 30.7-inch seat height, and a 3.3-gallon tank.

The 300NK comes in Athens Blue and Nebula Black for $3,999, and the 300SS is offered in Nebula White and Nebula Black for $4,299.

2022 CFMoto 650NK and 650 ADVentura

Moving up to the middleweight class, CFMoto offers the naked 650NK and 650 ADVentura adventure bike. Both bikes feature a 649cc DOHC liquid-cooled parallel-Twin that makes 60 hp at 8,750 rpm and 41.3 lb-ft of torque at 7,000 rpm.

Both bikes have dual-channel ABS, a 6-speed gearbox with a CF-SC slip/assist clutch, and a 2-into-1 tuned exhaust. Brakes are by J.Juan, with dual 300mm discs in front with 2-piston calipers and a single 245mm rear disc with a 1-piston caliper.

The naked 650NK weighs 454 lb, and the 650 ADVentura weighs 480 lb. But the bigger difference in the bikes comes from their intent. As an adventure bike, the 650 ADVentura comes factory-equipped with progressive-rate inverted fork with 12-click rebound adjustability, and the rear cantilever swingarm utilizes an internal-floating-piston monoshock with stepless preload and eight-click rebound adjustment.

The ADVentura has LED lighting all around, a 5-inch color TFT display, and 4.75-gallon tank. It is also equipped with removable hard-sided panniers, handguards, and an adjustable windscreen.

The sporty 650NK has a KYB telescopic fork with 4.7 inches of travel and a preload-adjustable KYB rear monoshock with 1.8 inches of travel. It has LED lighting all around, a 5-inch color TFT display, and rolls on Pirelli Angel GT sport-touring tires. Seat height is 30.7 inches and fuel capacity is 4.5 gallons.

The 650NK is offered in Nebula White and Nebula Black for $6,499, and the 650 ADVentura comes in Nebula White and Athens Blue for $6,799.

2022 CFMoto 700CL-X and 700CL-X Sport

Taking it up a notch, the 700CL-X and 700CL-X Sport motorcycles both feature a 693cc DOHC liquid-cooled parallel-Twin that makes 74 hp at 8,500 rpm and 47.9 lb-ft of torque at 6,500 rpm. Both bikes have throttle-by-wire, dual-channel ABS, a 6-speed gearbox with a CF-SC slip/assist clutch, 2-into-1 tuned exhaust, a fully adjustable KYB 41mm inverted fork, and a linkage-mounted, progressive-rate KYB rear shock with rebound adjustability.

The 700CL-X and 700CL-X Sport also offer Economy and Sport riding modes and one-touch cruise control. For braking power, the 700CL-X has a J.Juan 320mm single disc and radially mounted 4-piston caliper in the front, while the 700CL-X Sport has a Brembo Stylema 4-piston front calipers with dual 320mm discs. In the rear, both bikes have a 2-piston caliper with a 260mm disc. The 700CL-X rolls on Pirelli MT60 tires, while the Sport is fitted with Maxxis SuperMaxx ST tires.

As premium models, the 700CL-X and 700CL-X Sport feature LED lighting all around, daytime running lights, self-canceling turnsignals, and a 3.5-gallon tank. The 700CL-X has a single upright handlebar with dual mirrors on top, while the Sport features clip-on handlebars with bar-end mirrors.

Both models have a 31.5-inch seat height. Curb weight is 432 lb for the 700CL-X and 451 lb for the 700CL-X Sport.The 700CL-X comes in Twilight Blue and Coal Gray for $6,499, and the 700CL-X Sport comes in Nebula White and Velocity Gray for $6,999.

For more information or to find a CFMoto dealer near you, visit CFMotoUSA.com.

Rider Motorcycle Buying Program. Get up front prices on local inventory. View Inventory

The post CFMoto Returns to U.S. with 7 Models for 2022 first appeared on Rider Magazine.
Source: RiderMagazine.com

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CFMOTO 700CL-X Heritage Review | Motorcycle Test

December 20, 2021 mcnews Leave a comment

CFMOTO 700CL-X Heritage Test

Motorcycle Review by Wayne Vickers – Images by RBMotoLens

This is third CFMOTO I’ve tested in recent times and I’ll say straight up that the CFMoto 700CL-X Heritage is the best of them so far. To start with, it’s not a LAMS bike, so it has noticeably more poke.

However that aside, I reckon the build quality and design are an overall step up as well. It’s seriously not far from being a genuinely bloody good thing. Not just good for the price, but proper good.

The CFMoto 700CL-X Heritage marks a step forward for the brand

But what exactly is it? Well, they’ve focussed the 700CL-X at the ‘classic’ retro naked segment with the brand’s first full power bike and one they describe as a bit of a watershed moment. It’s the product of their newest R&D office and production facilities. I think it shows.

A number of elements stand out, like the use of X’s in various places

The design has some really nicely executed elements and overall reminds me a little of the Indian FTR, which is no bad thing. It just tones the butch down a little from the FTR and aims things further on-road even though it arrives with chunky treaded tyres for a bit of that scrambler look.

The leather seat is another nice inclusion on the CFMoto 700CL-X Heritage

The materials overall look nicely finished. Nothing looks like it’s been built to a cost even though it obviously has. Nice aluminium panels, a lovely leather seat, well resolved touches everywhere. The more you look the more you see. Are those braided lines? Why yes. Yes they are. It looks pretty trick!

The CFMoto 700CL-X Heritage’s engine is noticeably more powerful than the LAMS 650s

That 693 cc engine is a much more lively lump than the LAMS 650 donks. It throws out just under 75 ponies and 70 Nm of torque and does so in a lively manner. It has a meaty exhaust note from that stubby little can; and a surprisingly rorty intake note.

Claimed power is 75 hp and 70 Nm of torque

Get up it and the bike growls underneath you. And it revs nicely too. Peak power coming in at around eight and a half grand. Unlike the 650s, the mode button on this jigger transforms the engine. Eco mode cuts power by a decent margin and has a super soft throttle feel. It feels more like a wet map to be honest. Very smooth.

Eco mode offers a decent reduction in power in the 700CL-X

Given that the bike has no traction control, you could easily use this as a wet map if you were so inclined. Newer riders would likely see a benefit there.

Sport mode is where the fun is at however

Flick it to Sport mode though and it comes to life. It’s night and day. Apparently it’s just timing and fuel that changes, but it feels like a whole different engine.

In old school terms, it feels like another butterfly is opening up or another injector coming online when you give the throttle a decent twist – there’s a noticeable kick as it responds. It’s akin to the feel of VTEC kicking in. It’s good fun on the road!

A Power Commander could do the trick in smoothing out Sport performance

The fueling isn’t perfect in Sport mode though – I found it a bit snatchy down low. Nothing that’s a deal breaker, it has certainly got some character which I kinda like. But it could be improved. To the point that I couldn’t help but wonder how good the bike could be with maybe a Power Commander thrown on… It might make it a better wheelie bike too.

A shorty exhaust after the collector delivers a rorty note

It didn’t feel totally comfortable on the back wheel with the fuelling the way it was and I had trouble finding the balance point.

Fuelling on the CFMoto 700CL-X Heritage could be better, notably while undertaking some antics

The rest of the controls are all pretty solid. Nice slipper clutch and box. I found some of the switchgear a bit devoid of feedback, especially the indicator switch, but did like the round dash design. With the headlight design it took us a while to spot the X and there’s a few of them sprinkled throughout the bike. I especially liked the seat-tail unit design.

Switchgear feedback wasn’t the best on the CFMoto 700CL-X Heritage

Speaking of, it’s quite a comfy seat, my buttometer was happy for solid 60+ minute stretches, but it did start looking for a rest after several hours on the photoshoot day. I don’t think it’s the seat though that’s the issue there.

A look through the dash settings on the CFMoto 700CL-X Heritage

I think the KYB rear suspension is maybe a touch underdone in terms of rebound control. I didn’t notice it at first, but certainly after a solid day on the bike, it was showing up. It’s just a little on the harsh side.

Nothing to stop most people from climbing aboard, because most people probably wont spend four or five hours in and out of the saddle in a single stint. You’ll also be getting off to refuel anyway. That 13 L tank won’t get you far past 250k’s, which gives you an idea of how they think people will use it. And I don’t think that range is an issue, particularly for this bike. Standard cruise control helps keep your licence intact on any highway commutes.

The tank holds 13 L which should be enough for most between stops

Brakes wise, I was initially thinking it should have a pair of discs up front when I first got aboard, but the single J.Juan unit works and showed no signs of being an issue. If I was going to be charging hard, often, it might be something to consider. But then.. it has a sister model called the 700CL-X Sport and it has twin discs, so if that’s your bent – go for that one. Continental supplies the ABS smarts.

The single disc also did the job, with the Sport version running two

Handling wise it rides pretty damn well. Those tyres are quite a high profile, so it tips in eagerly and is composed and stable throughout the corner, feels nice and light on change of direction too. No problems there. I was starting to really enjoy repeated runs of a twisty section for the pics. If only the cars would have buggered off I could have had some real fun…

The ride was nice too, with the rear shock a little harsh after a day in the 700CL-X saddle

So then the only remaining question is how much – and this is where it shines even further. $9,490 ride-away (or $10,490 for the Sport). Exqueese me? Seems unpossible. There’s a whole lot to like here.

The CFMoto 700CL-X Heritage offers exceptional value at under $10k in Australia ride-away

People would be doing themselves a disservice by looking past this bike. And a Power Commander or something along those lines along with a decent tuner could make it even better I am sure. All in all I give it two thumbs up.

The future is looking good for CFMOTO I reckon. I wonder how good the 800MT is going to stack up…

The details are a testament to the CFMoto 700CL-X Heritage’s evolution from the more basic LAMS 650s

Why I like the CFMOTO 700CL-X Heritage:

Overall its very nicely styled and well built
That engine has got some character – and poke
Nice exhaust note for a stocky too
Such a great package for under ten grand
Imagine it with a power commander and tune…

700CL-X criticisms are sparse, better fuelling in Sport mode and some tuning of the shock

I’d the CFMOTO 700CL-X Heritage more if:

The fuelling could be better in Sport mode
And the rear suspension could have better rebound control for stints beyond a couple of hours

CFMOTO 700CL-X Heritage Specifications

Engine: 693 cc, eight-valve, DOHC, four-stroke parallel-twin
Bore x stroke: 83 mm x 64 mm
Compression ratio: 11.6:1
Fuel system: Bosch EFI with ride-by-wire throttle
Maximum power: 73 hp (55 kW) at 8500rpm
Maximum torque: 68 Nm at 6500rpm
Gearbox: Six-speed with slipper clutch
Chassis: Tubular steel frame with aluminium alloy swingarm
Front suspension: 41 mm KYB upside-down fork, fully adjustable, 150 mm travel
Rear suspension: KYB shock with preload and compression adjustment, 150 mm travel
Front brakes: 320 mm disc with radial-mount J.Juan brake caliper
Rear brakes: 260 mm disc with floating J.Juan brake caliper
ABS: Continental
Front tyre: 110/80-18 Pirelli MT 60 RS
Rear tyre: 180/55-17 Pirelli MT 60 RS
Length x Width x Height: 2107 mm x 887 mm x 1200 mm
Wheelbase: 1435 mm
Seat height: 800 mm
Fuel capacity: 13lt
Wet weight: 196 kg
Maximum payload: 150 kg
Warranty: Three years
RRP: $9490 Ride Away

For more information on the all-new 700CL-X variants, visit www.cfmoto.com.au or contact your local CFMOTO dealer.

CFMoto 700CL-X Heritage Gallery

Source: MCNews.com.au

Motorcycle News, News

CFMoto’s new 693 cc parallel twin arrives early next year

August 13, 2020 mcnews Leave a comment

CFMoto 700 CL-X

Chinese motorcycle manufacturer CFMoto is planning to come out punching in 2021 with a range of models power by an all-new 693 cc parallel-twin that makes 73 horsepower at 8500 rpm and 68 Nm of torque. With a dry weight of 183 kg that promises decent performance.

CFMoto CL-X series: all-new 693cc parallel-twin engine, all-new lightweight frame

This will be CFMoto’s first, but certainly not their last, step up to a larger engined range of motorcycles and they are gunning for success with a high standard specification that includes adjustable KYB suspension with a generous 150 mm of travel, J.Juan four-piston radial brakes with Continental ABS, Bosch ride-by-wire with riding modes, and DRLs along with a slipper clutch and cruise control.

Standard spec is really quite high with J.Juan radial four-piston brake and adjustable KYB suspension

These machines were first unveiled at EICMA last year and have now been released into the Chinese domestic market ahead of their international release with the bikes expected to hit Australia early next year.

An adventure variant is on the way early next year

The first of the triumvirate to arrive will be the 700CL-X Heritage in February and it will be followed soon after by the 700CL-X Adventure and 700CL-X Sport.

A wide range of individualisation accessories will be available for the Heritage with practical items such as panniers joining the range of bling.

CFMOTO Australia director Michael Poynton says the 700CL-X is a watershed model for the brand as its first full-power bike to take on Australia’s middleweight naked segment.

CFMoto coming out swining in 2021 with new three-model CL-X range

“The 700CL-X is extremely important to us. It will be the company’s first non-LAMS model, and it’s just the tip of the iceberg of what we can expect from CFMOTO as a result of its relationship with KTM,” Poynton says. “Underscoring that relationship is a significant joint venture built on bricks and mortar. This comprises an all-new office and R&D building, in Hangzhou, China, which officially opened this month, as well as a new manufacturing facility nearby, which will be operational later this year.”

CFMoto has been assembling low-capacity KTM motorcycles in China since 2011 and the companies are stepping up their activities as the Chinese plant has also recently taken over the production of KTM’s middleweight range. It is also expected that the previous generation LC8 KTM V-Twin will make its way into a new CFMoto model line-up in the future.

Pricing for the 700CL-X range will be announced at a later date.

CFMoto 700CL-X Heritage Specifications

Engine – 693cc, liquid-cooled, DOHC, 12-valve, parallel-twin
Bore x Stroke – 83 x 64mm
Compression Ratio – 11.6:1
Induction – EFI
Claimed Power – 73 horsepower at 8500 rpm
Claimed Torque – 68 Nm at 7000 rpm
Drivetrain – Six-speed, slipper-clutch, chain
Frame – Aluminium alloy
Front Suspension – KYB 41mm inverted forks, adj. rebound and compression, 150 mm travel
Rear Suspension – KYB monoshock, adj. preload and rebound, 150 mm travel
Brakes – 320mm rotor, J.Juan four-piston radial caliper (F), 260 mm (R), Continental ABS
Tyres – 110/80-18 (F), 180/55-17 (R) Pirelli MT60 RS
L x W x H – 2107 x 887 x 1200
Wheelbase – 1435 mm
Seat Height – 800 mm
Dry Weight – 183 kg
Fuel Capacity – 13.5 Litres
Due – February 2021
Price – TBC
Warranty – Three years, unlimited kilometres

Source: MCNews.com.au

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Tag Archives: CFMoto 700CL-X

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