Tag Archives: CFMoto

Review: CFMOTO 800MT Touring

Somewhere over the past 17 years that Chinese-made CFMOTO motorcycles have been exported to Australia, they have morphed from cheap and cheerful transportation into good value.

Now, with the launch of their new 800MT range of Touring and Sport bikes, starting at $12,990, they have made another transformative leap — to a desirable adventure machine.

Largely due to their association with Austria’s KTM, CFMOTO motorcycles have improved their build quality while piling on the technology.

But more importantly they now seem to have a better understanding of discerning global markets that view motorcycles as more than mere transportation.

I have ridden just about every CFMOTO model imported into Australia in the past 17 years and have been impressed by how much bike you get for your buck.

In fact, maybe a bit too much bike as they are usually overweight.

Weight is still an issue in the 800MT Touring I have been testing. At 231kg, it’s plump for a mid-sized bike. Most of that heft is up high in the 19-litre fuel tank making it top heavy which is not ideal for an adventure bike, especially when the going is slow and technical.

But my other issues with past CFMOTO models — rudimentary suspension and minor glitches such as riding modes that don’t work and nonsensical instrument info — have been wiped out by the 800MT.

This bike simply entices with its quality of finish, high level of creature features and competent handling.

Look at this impressive array of standard features: cruise control, seat and handgrip warmers, rear wheel hugger, adjustable gear shifter, self-canceling indicators, LED lighting including fog/auxiliary lights, conveniently positioned USB and 12-volt chargers, two riding modes, slipper clutch, cornering ABS, crash bars, a huge iPad-sized TFT screen with comprehensive info, hand-adjustable windscreen, fully adjustable suspension, and even Bluetooth connectivity that provides simple navigation commands on the screen.

I wouldn’t be surprised if in a couple of months CFMOTO Australia doesn’t do a deal where they throw in luggage as they have done in the past with other models.

The 800MT range is their first non-learner model.

The Touring ($14,490) and Sport ($12,990) went on sale in January 2022, initially for customers who joined their pre-order campaign, which included $800 worth of free accessories. 

The campaign just about exhausted their initial shipment but they have since received more containers to crank up the stock levels again.

So far, the most popular model is the Touring model which adds tyre pressure monitoring, centrestand, up/down quickshifter, plastic handguards, luggage racks, alloy bashplate, steering damper and attractive “gold” wire-spoked wheels that accommodate tubeless tyres. They even feature handy right-angle valve stems.

Whew! That’s an exhaustive list of features on top of the already impressive array of standard equipment.

But is it all just frosting on a stale cake?
No, this is a fresh and exciting bike with capable performance, ride and handling for touring our wide, brown land.

That’s not to say there aren’t some drawbacks, apart from the top-heavy weight.

That weight issue should be of particular concern to any rider shorter than me.

At 183cm (6’), I have trouble putting my feet flat on the ground when stopped because of the tall 825mm seat. It’s not just the height, but the width that prevents you getting your heels on the ground.

On a couple of occasions I almost dropped the top-heavy bike when stopped on slippery or unstable surfaces.

You will also have to be careful about where you park the bike as the side stand is too short and it could topple over on a sloped or rough surface.

The 800MT range is powered by KTM’s 799cc parallel-twin engine that has been one of their best units for the past five years.

The twin is a capable unit, although the power band here is fairly narrow and you have to judiciously use the gears for stirring motivation.

It will pull strongly from 3200 revs, but loses breath about 5000, well short of the limiter at 9500rpm.

There is also a jerkiness in the throttle and a surging at constant throttle going about 50-60km/h. I believe there is a software fix coming for this.

The engine has little low-down torque for tricky off-road situations, though the low gearing helps.

However, its overall gearing is too low with the engine spinning at 4400revs at highway cruising speed (100km) in sixth gear.

That’s probably why the fuel economy is a disappointing 5.6 litres per 100km.

It’s not as low geared as the 700 range, but an optional sprocket for higher gearing would be welcome for Australian conditions.

Otherwise, the transmission with up and down clutchless quickshifter feels reasonably slick and functional, while the slipper clutch works well to prevent rear-wheel lockups on handfisted downshifts.

When you work the gears and run the engine hard there is an entertaining, but not annoying, growl from the exhaust.

The engine runs quite hot and there is a blast of hot air blown from the radiator directly on to your shins. While this is expectedly uncomfortable in slow-moving urban traffic, it is even noticeable out on the highway.

You will have to wear long boots, otherwise it could become intolerable in a Queensland summer. Of course in winter, it’s an advantage.

The 800MT comes with two riding modes: Sport and Rain. The latter dampens throttle response and is handy for slippery conditions such as wet roads or gravel. It helps compensate for the lack of traction control which many adventure riders may miss.

CFMOTO uses Spanish J.Juan brakes (now owned by Brembo) on most of its bikes and they are reasonable performers.

On the 800MT they feature twin discs up front which lack some initial bite, which is not an issue when riding on gravel.

If you hit the brakes hard in a panic stop, the hazard lights automatically flash which is a great safety feature that should be standard on all bikes.

The cornering ABS is also a worthy safety device that prevents the front tyre from slipping out from under you on a bend. 

The ABS does allows minor rear-wheel lockups that may be disconcerting for some but are handy for riding on dirt roads where the tyre tread needs to dig into the gravel.

Ride is on the plush side so it suits our bumpy urban streets as well as B-grade country roads.

Since the suspension is adjustable for compression, rebound and preload, most riders should be able to find suitable settings for their weight and riding style. However access to the rear shock preload adjuster with a C spanner is difficult as it is hidden under the tank and seat.

Steering is ponderous with a 19-inch front wheel and wide bars, but again this suits adventure riding for which it is intended.

Cruise control is a welcome addition and is easy to operate.

It can only be deactivated by hitting the brakes or pulling in the clutch, not rolling back the throttle.

I found it did allow the bike to drift over the set speed by up to 5km/h, even on a flat surface, so keep an eye on your speedo.

The massive TFT instruments have a plethora of information on the home screen which is great. No need to scroll through several screens to get all the info you want.

There are also several other screens for controlling a host of other functions such as the seat and hand grip warmers.

Surprisingly, you can change most of these settings on the fly which can be a distraction. 

You can also hook up the bike to the CFMOTO RIDE app, which is available across iOS and Android platforms. All you have to do is punch in the bike’s VIN to register on the app which also opens up the navigation function.

The 800MT has one of the biggest instrument screens on any bike and it is easy to read in most conditions, expect when the sun is shining directly on the screen.

Riders will find the 800MT has a neutral riding position with a plush seat that should see you comfortably through its 300+km fuel range without a break.

Pillions will also find their wide and flat perch very comfy with generous handles to grip.

The handlebars may be too high for some short riders, but you can easily roll them back for a more relaxed reach. You certainly won’t need bar risers to accommodate riding in the standing position across rough surfaces.

Those bars are also quite wide at 853mm which makes legal lane filtering tricky. 

Perched atop the bars are large truck-style mirrors which give a big and clear view behind but can snag on SUV wing mirrors in traffic.

The windscreen provides moderate protection and can be adjusted 5cm by turning two knobs on either side of the screen. It would have been better if it could be adjusted by just one knob or lever on the left so you can keep your right hand on the throttle grip.

Tall riders may experience some wind buffeting even in the highest position.

At night the LED headlight casts a very bright and white headlight with good dispersion and eyebrow-singeing high beam, especially when used with the auxiliary driving lights, although you will have to disable the auto light function.

Despite some shortcomings, this is now a desirable bike for Aussie adventure riders.

The 800MT competently fulfils its design intention to tour a variety of terrain. Just throw on some luggage and go chase the horizon. 

CFMOTO 800MT Tech Specs

Price $12,990 rideaway (Sport), $14,490 (Touring) 
Warranty 3 years, unlimited km
Engine Liquid-cooled 799cc parallel twin
Power 70kW @ 9000rpm
Torque 77Nm @ 7500rpm
Transmission Six-speed, slipper clutch, chain drive
Suspension  43mm KYB upside-down forks, fully adjustable, 160mm travel; KYB mono shock rear, fully adjustable, 150mm travel
Brakes 320mm twin discs, J.Juan 4-piston radial callipers; 260mm rear disc, J.Juan twin-piston calliper, cornering ABS
Wheels 19×2.5; 17×4.25 cast
Tyres Maxxis tubeless 110/90-19; 150/70/17
Wet weight 231kg
Wheelbase 1531mm
Seat 825mm
Clearance 190mm
Length 2234mm
Width 853mm
Height 1277mm
Fuel 19 litres

Source: MotorbikeWriter.com

New livery for CFMOTO 300SR

While we are seeing prices rising on most new motorcycles arriving in Australia because of high demand and supply chain issues, Chinese brand CFMOTO has not increased any prices for 2022.

That includes their first fully faired sports bike, the 300SR, which is now available in a new tri-colour livery – orange, blue and white.CFMOTO 300SR

The retail price remains unchanged at an attractive $5790 ride away, with the eye-catching new design joining Nebula Black and Turquoise Blue in the Australian line-up.

The current special offer – a free CFMOTO helmet and jacket valued at $349 with every 300SR purchase until February 28, 2022 – also applies to the new variant.

The liquid-cooled, fuel-injected single-cylinder 300SR remains an inimitable LAMS package with its linear power and torque curves – great for learners and commuters – as well as impressive styling, underslung exhaust, 780mm seat height, 37mm upside-down fork, J.Juan brakes, Continental ABS, TFT display, LED lights, switchable ride modes and mobile phone connectivity.

All in a light-weight package of just 165kg.

CFMOTO 2022 prices

150NK $3490 (promotion until March 31, 2022: free CFMOTO helmet and jacket valued at $349)

250NK $4290

300NK $4990

300SR $5790 (promotion until February 22, 2022: free CFMOTO helmet and jacket valued at $349)

650NK $6790

650NK SP $7790

650MT $7490

650GT $8490

700CL-X Heritage $9490

700CL-X Sport: $10,490

700CL-X Adventure: $TBA (available Q2 2022)

800MT Sport: $12,990 (available Q1 2022)

800MT Touring: $13,990 (available Q1 2022)

Source: MotorbikeWriter.com

Review: CFMOTO 700CL-X Sport

Australian importer Mojo Motorcycles has released the second model in the CFMOTO 700CL-X family with the addition of the Sport which is much more than just a name change and an extra $1000.

The Heritage was the first model in the new family to be released a few months ago at an incredible $A9490. The Sport costs $A10,490 ride away and will be followed by an adventure model early next year with pricing not yet confirmed. 

CFMOTO Australia includes a two-year unlimited kilometre warranty plus an extra year if servicing is done by an authorised dealer.

I reviewed the Heritage in September and loved the bike’s value, styling and spirited engine.

CFMOTO 700CL-X Heritage
CFMOTO 700CL-X Heritage

The Chinese manufacturer has produced a good basis for a family of bikes with the Sport slotting into the cafe racer sector with its clip-on bars and bar-end mirrors.

The Heritage and Sport come standard with two engine modes, cruise control, USB charging port under the seat and full LED lighting including a headlight that adapts illumination to ambient conditions.

Aesthetically, the Sport gets a black catalytic convertor which is a lot less ugly than the bare metal of the Heritage, striking paintwork, a headlight mini-cowl, black levers, black forks, carbon-fibre-style trim and five-spoke wheels.

It also features a solo seat and tail cowl, yet pillion pegs are fitted, so you can presumably buy a rear seat. In some states, rego costs less for a solo seat.

Black cat!

Like many CFMOTO bikes, this is styled by Kiska Design House in Austria and the subtle paintwork and trim creates a fresh and sporty look.

It is powered by the same inline twin-cylinder water-cooled engine as in their 650cc range.

However, it has been stroked 4mm to 693cc, so it is no longer learner legal in Australia.

Other engine updates include Bosch fuel-injection, split connecting rods, a slipper clutch, forged pistons and improved intake, pushing power from 41.5kW to 55kw and torque from 62Nm to 67Nm.

The unit is free revving with a beefy midrange and buzzing top end. 

I was not happy with the short gearing on the Heritage which spins at 4500 revs in sixth gear at 100km/h.

However, the same gear ratios on the Sport make a lot more sense in a canyon-blasting cafe racer. 

You won’t be touring highways for long spells on this bike, so you won’t suffer those tingling fingers and toes as on the Heritage.

But don’t think this is a radical riding position either.

The clip-on bars are perched atop a high yoke, so the bars aren’t too much lower than on the Heritage.

You also sit 5mm lower in the seat, so the riding position requires only a slightly more forward lean to the bars.

The bars are nice and narrow for lane-filtering and the bar-end mirrors don’t poke out too far.

They are also perched on stubby shafts that prevent any blur from engine vibration and will easily flip down to avoid hitting car wing mirrors and quickly flip back into place again.

Despite being a bargain, the Chinese company hasn’t cut corners when it comes to the tyres and brakes.

While the Heritage gets exotic Pirelli MT60RS “scrambler” tyres found on Triumph and Ducati scramblers, this is shod with sticky Maxxis MA-ST2 sports tyres.

But what really sets this apart from the Heritage is the brakes, featuring 320mm twin petal discs with Brembo twin-piston callipers and Continental ABS.

Sport weighs in at 9kg more than the 196kg Heritage, but with those brakes, its stopping power is awesome.

Together with the short-gearing, it is a hard-charging and hard-stopping bike built for carving for favourite mountain pass.

However, the other shortcomings of the Heritage remain.

My main gripe is the KYB rear shock. Its compression stroke is too harsh and non-adjustable.

You can adjust the rebound and the preload, but getting a C spanner in there is difficult.

The fully adjustable KYB forks are ok although it does dive hard under braking which makes the back wheel light. This causes a fair amount of slither into a corner, despite the slipper clutch preventing rear-wheel lock up under down shifts.

My other gripe is the instruments.

While they show a lot of information, they lack fuel range, a second trip meter and ambient temperature, while having some other information that isn’t even explained in the manual.

The digital fuel gauge also drops quickly and starts flashing way too soon with five litres in the 13-litre tank remaining which should get you another 100+km of range. 

These are minor gripes for what is a handsome, well-appointed motorcycle that will put a smile on your face without causing you a pain in your hip pocket.

CFMOTO 7000CL-X tech specs

  • Price: $A10,490 ($NZ10,990) ride away
  • Engine: 693cc parallel twin, four-stroke, liquid-cooled, eight-valve, DOHC
  • Bore and stroke: 83mm x 64mm
  • Compression: 11.6:1
  • Power: 73hp (55kW) at 8500rpm
  • Torque: 68Nm at 6500rpm
  • Gearbox: Six-speed with slipper clutch
  • Suspension: 41mm KYB upside-down fork, fully adjustable, 150mm travel; KYB shock with preload and rebound adjustment, 150mm travel
  • Brakes: 320mm petal discs with radial-mount Brembo Stylema M4.30 four-piston calipers; 260mm disc with Brembo twin-piston caliper, Continental ABS
  • Tyres: 120/70-17 Maxxis MA-ST2; 180/55-17 Maxxis MA-ST2
  • Rake: 24.3 degrees
  • Trail: 102.5mm
  • Length x width x height: 2090mm x 795mm x 1080mm
  • Wheelbase: 1436mm
  • Seat: 795mm
  • Fuel: 13 litres
  • Wet weight: 205kg

Source: MotorbikeWriter.com

CFMoto 650GT Updated For European Market

CFMoto has made some minor tweaks to its 650GT for 2022. As its name suggests, the motorcycle is a sport-touring model, and the updates include minor tweaks that make it better suited for long-distance rides. 

These include color-matched side panniers and two USB charging ports. In addition to these features, the 650GT will also be available with a new Nebula Black colorway, which is a nice addition considering that most of CFMoto’s other color schemes are bright and bold. The rest of the bike remains essentially unchanged.

The 650GT continues to be powered by the 649cc, liquid-cooled, parallel-twin that produces 62.5hp at 9,000rpm and 43.1lb-ft of torque at 7,000rpm. Hardware components like the 38mm KYB telescopic fork and monoshock have been carried over from the previous year’s model. 

Other features include a 5.0-inch TFT display with two layouts — Touring and Sports, a height-adjustable windscreen, and full-led lighting.

RideApart also reports that the new CFMoto 650GT retails for €6,440, or the equivalent of $7,471. CFMoto has been busy the last few months, launching multiple new motorcycles and announcing plans to expand to new markets like the US. Some of the models expected to reach American shores include the 300 NK, 300SS (300SR), 650NK, 650 MT, 700 CL-X Classic, 700 CL-X Sport, and Papio 125. 

The source mentions that the 650GT isn’t on the list of models to be launched in the US. However, it might make its way there later.

Source: MotorbikeWriter.com

CFMoto SR-C21 Concept Could Be Competition for Yamaha’s R7 Sportbike

Chinese brand CFMoto has been making huge strides in the motorcycle industry. Having been in close communications with Austrian brand KTM since 2013, CFMoto has acquired access to the American markets, where they have been dominating the ATV and UTV sector since 2006.

A view of the lights on the SR-C21 concept bike from CFMoto's R&D Europe Modena 40 design studio

Amidst all this, the company has been popping bikes out at a steady rate – beasties such as the 700 CL-X, which debuted in Europe just last month, its Quatre-Litre sibling, the 250 CL-X (currently only available in the Eastern Hemisphere), as well as the launch of their long-anticipated 800 MT range and an official confirmation of their range of electric bikes in December of 2020

Now, we’ve just received word from AutoEvolution and VirusCars that the company is working on a new middleweight sportbike – and it may be a new, budget-friendly rival to Yamaha’s R7

A tail view of the SR-C21 concept bike from CFMoto's R&D Europe Modena 40 design studio

Here is what we know: 

  1. VirusCars states that, believe it or not, this isn’t really news that’s rocking anyone’s boats; with CFMoto currently in ownership of over half of the company of KTM, the Chinese brand is in the perfect position to create something between KTM’s RC390 and their new flagship supersport, the RC8C
  2. With the release of the R&D Europe Modena 40 design studio’s new SR-C21 concept (sporting an SC-Project twin-exhaust, which will likely put the bike in the parallel-twin category), CFMoto has obviously been working in new corners of their market, evolving their 300SR supersport beastie for the occasion…what we’re saying is that we wouldn’t put it past them to continue that evolution. (Dubious at the potential? Just take a gander at the lineup they had a mere 10 years ago compared to what they’re putting out now.) 
  3. Assuming that CFMoto goes with the ingredients they currently have (which they’re known for) and uses intel and ideas from KTM (why wouldn’t they), the end result could be a cheaper, more dumbed-down, accessible replica of the RC8C. This is based on what we know of the SR-C21’s current aesthetics, combined with VirusCar’s comment – “the 300SR uses a smaller-displacement version of the 390 RC’s engine. So, a replica of the RC 8C could work with the same engine that’s found on the 800 MT”.
  4. – Sure, the SR-C21 could be a remix of their newer 700 CL-X. If so, let’s explore that. You’re looking at 73 pretty ponies and 68 Nm (50 ft-lb) at 6,500 rpm. The Yamaha R7, by contrast, shows similar specs – 72.4 hp, with 67 Nm of torque @ 6500 rpm. The most important part about this comparison is that the linear torque in the R7 makes it perfect for easy power anywhere in the revs – something that would be interesting to compare to the SR-C21 if CFMoto decides to recreate the R7’s displacement numbers.

A side view of the SR-C21 concept bike from CFMoto's R&D Europe Modena 40 design studio

All told, CFMoto could have a very important beastie on their hands if they stick to the script and churn out a middleweight sportbike costing under $9,000. Not only would it compete with the likes of the Aprilia RS 660 and the Yamaha R7, but it could draw some serious attention.

A view of the logo and graphics on the SR-C21 concept bike from CFMoto's R&D Europe Modena 40 design studio

What do you think? Are we going to get a bike to rival Yammie’s spiffy brainchild?

As always, we love to hear from you, so drop a comment below and let us know what you think (and maybe spruce up on lineups from Aprilia and Yamaha as CFMoto cooks up another update on this bike).

Source: MotorbikeWriter.com

CFMOTO offer free extras on 800MT

CFMOTO Australia has announced a pre-order campaign for their 800MT adventure tourer range with $899 of free accessories.

The 800MT Sport in Starlight Black will cost just $12,990 ride away and the up-spec Ocean Blue 800MT Touring is only $1000 more.

They will start arriving in January 2022 with a three-year, unlimited kilometres warranty under CFMOTO current ‘2 plus 1’ deal.

For those who have already ordered the bikes or do so before the end of the year, CFMoto Australia will throw in $899 worth of free accessories fitted during pre-delivery.

They include:
•    Silver side crash bars;
•    Black radiator protector; and
•    Black headlight guard.

It sounds like a good idea and a real incentive to get customers to be patient while they wait for the Chinese-made motorcycle.

CFMoto 800MT

The company supplied this question-and-answer info for those interested:

How will the campaign work?

Customers can make a pre-order through a dealership, over the phone or online via a new dedicated 800MT microsite with a simple step-by-step build process.

The microsite’s address is www.cfmoto800mt.com.au, and has extensive information on both models including images, words, specs and video.

Once the customer has digested the full gamut of 800MT information, they can start the build process to place a pre-order and nominate their preferred dealer.

The build process also allows customers to include any accessories they’d like to include on their 800MT over and above the free items already included in the campaign.

Once the pre-order details are received by a CFMOTO dealer, it will then contact the customer to verify details and process a $500 deposit.

Does the customer have to place a pre-order through the new 800MT microsite?

No. A customer can still place a pre-order directly with a dealership, over the phone etc, as long as a deposit is taken by the dealer within the promotional period.

Is the deposit refundable?

On the basis that customers won’t see either 800MT before they arrive, the $500 deposit is 100 per cent refundable if the customer changes their mind.

What about customers who already have placed deposits?

Yes, these customers are eligible for the pre-order promotion.

When will deliveries start to take place?

First shipments are scheduled to arrive in January 2021 to begin honouring the summer delivery guarantee.CFMoto 800mt

•    Seven-inch TFT screen
•    Ride by-wire throttle
•    Multiple riding modes
•    Slipper clutch
•    Cruise control
•    Continental ABS braking system
•    KYB fully adjustable suspension
•    Adjustable screen
•    Fog lights
•    Crash bars
•    USB charging
•    LED lights and turn signals
•    Three-year warranty

CFMoto 800mt

•    Tyre pressure monitoring
•    Wire-spoked wheels
•    Centrestand
•    Up/down quickshifter
•    Handguards
•    Alloy bashplate
•    Steering damper

At the heart of both bikes is KTM’s  799cc parallel twin, which produces 70kW (95hp) at 8000rpm and 88Nm at 6600rpm.

The 800MTs also have a slipper clutch, Bosch electronic fuel injection and a ride-by-wire throttle with three riding modes: rain, off-road and road.

The 800MT Sport and 800MT Touring share the same 19-litre fuel capacity, expansive rider and pillion seats, tubular steel frame, fully adjustable KYB suspension, crash bars, 825mm seat height, adjustable screen and Spanish J.Juan brakes with ABS.

The major point of differentiation between the two is in the rolling stock: cast wheels on the Sport as opposed to spoked tubeless wheels on the Touring. Wheel sizes are 19-inch front and 17-inch rear – an ideal compromise for road and off-road riding.

Source: MotorbikeWriter.com

The CFMoto 700CL-X Now Has A Quatre Litre Sibling In China, The 250CL-X

Not too long, the CFMoto 700CL-X launched in Europe (head here for our full review). The twin-cylinder neo-retro motorcycle is arguably one of the most popular products in the manufacturer’s line-up. Now, a smaller, quarter-liter iteration has been introduced in the company’s home market of China.

Powering the 250CL-X is the company’s smaller 249cc engine that’s also at the heart of CFMoto’s street-naked 250NK. RideApart mentions that this engine makes about 27.5bhp, which is expected of a single-cylinder engine of this capacity. Interestingly, CFMoto also has a slightly larger 292cc single-cylinder engine  – the one that’s also on the 300NK – in its portfolio. Reports suggest that this is the engine that could make its way to Europe and other markets. As a result, the ensuing model will bear a 300CL-X nameplate.


Unlike the 700CL-X, a brand-new model from the ground up, the 250/300CL-X uses the same frame, suspension, and braking components from the 250/300NK and 300SR. This is a reasonably competent chassis set-up and will also allow the manufacturer to get the new model to more market quicker, as the NKs have already been homologated.

The 300CL-X will take on the likes of the 250s from now-partner brand KTM, and Husqvarna.

Image credit: Visordown

Source: MotorbikeWriter.com

CFMoto 700 CL-X Debuts in Europe

Chinese-made motorcycles tend to catch a lot of flak for being sub-par, but over the last few years, a brand from the Zhejiang Province in China has been growing out of the norm. CFMoto has grown substantially as a brand by spending the recent past expanding to new markets and by introducing some unique, fun-to-ride motorcycles.

The latest addition to its portfolio is the retro-styled CFMoto 700 CL-X. Our friends at motorbikewriter.com recently rode the motorcycle, and you can head here to check out an in-depth review.

Visually, the 700 CL-X draws inspiration from other neo-retro scramblers, like the Ducati Scrambler and the Yamaha XSR700. Speaking of, it’s these middle-weight motorcycles that the 700 CL-X will take on in the market. 

2022 CFMoto 700CL X

Visordown reports that the 700 CL-X is powered by a 693cc parallel twin-cylinder engine that produces 74bhp and 50lb-ft of torque – right around what its counterparts are capable of. The bike also features some unique elements like self-canceling indicators, LED lighting all around, and fully adjustable suspension.

There’s no official information on when (or if) the CFMoto 700 CL-X will be available in the North American market. That said, the manufacturer has updated its European websites to feature the model. Prices in the UK start at £6,299 (approximately $8,669)

Source: MotorbikeWriter.com

Review: CFMOTO 700CL-X Heritage

Chinese manufacturer CFMOTO has been steadily making inroads in Australia over the past decade with its learner motorcycles and all-terrain vehicles.

Australian importer Mojo Motorcycles is one of a growing list of companies that are no longer members of the Federal Chamber of Automotive Industries so their sales figures for CFMOTO are not counted.

But when they were last an FCAI member CFMOTO had laudably and surprisingly crept into the top 10 manufacturers.

And that is despite not having any scooters or motorcycles with an engine capacity of more than 650cc. In other words, no non-learner models.

Until now.CFMOTO 700CL-X Heritage

With the recent arrival of the 700CL-X range — their first non-learner motorcycles — many in the industry will be nervously and enviously monitoring sales of this bike and the coming 800cc models next year powered by KTM engines under their special arrangement with the Austrian motorcycle company.

And well should they be nervous because the 700CL-X Heritage is a handsome and well-appointed motorcycle arriving at $9490 ride away.

That includes Pirelli MT60RS “scrambler” tyres as used by Ducati and Triumph, two engine modes, cruise control, USB charging port under the seat and full LED lighting including a headlight that adapts illumination to ambient conditions.

The Hertitage naked bike will be followed by a Sport cafe racer later this year and the Adventure all-roader next year.

It is no coincidence that the “X” from the model name features heavily in the styling which really does have an X factor.CFMOTO 700CL-X Heritage

The bike is styled by Kiska Design House in Australia which is responsible for the famous orange brand’s futuristic form.

That design aesthetic is mirrored in the 700CL-X from the futuristic LED headlight with its “X” illumination to one of the tidiest of tail designs on the road today.CFMOTO 700CL-X Heritage

Not only is it well styled, but there is a lot of attention to detail in the build quality from neat frame welds to little grommets in the headstock to channel the cables. A lot of bigger manufacturers could take notice of this orderly cabling.

The 700CL-X also has the most attractive standard exhaust pipe on the market (apart from MV Agusta) with its stubby, brushed aluminium exhaust, although the catalytic convertor tucked underneath the bike is massive.CFMOTO 700CL-X Heritage

Another plus is the growling exhaust note which is pleasing without being a public nuisance. No need for an aftermarket replacement.

While this is the first non-learner CFMOTO motorcycle in Australia, it is powered by the same inline twin-cylinder water-cooled engine as in their 650cc range.

It has been stroked 4mm to 693cc with other updates including Bosch fuel-injection, split connecting rods, a slipper clutch and forged pistons.

The optimised intake system improves efficiency and increases the peak power from 41.5kW to 55kw and torque from 62Nm to 67Nm.

The result is a much punchier unit that will happily keep pace with other models in the midrange naked bike market.

In fact, it will pop the front wheel if you get a little too eager in the first couple of gears.

That’s not just the result of a punchier engine, but also gearing which I believe is too low for Australian conditions.CFMOTO 700CL-X Heritage

First gear will hit the 6000rpm limiter by the time you get to 60km/h and your hands and nether regions will be tingling excitedly at “cruising” speed on the highways with the engine revving at 4500rpm in sixth gear.

It may mean rapid acceleration, but it also results in numb hands after an hour’s ride and disappointing fuel economy of about 5L/100km with the fuel warning flashing after just 160km, despite a 13-litre fuel tank. 

There are two engine modes — Eco and Sport — although Eco does not improve fuel economy. I suspect it just softens throttle response which is handy in slippery conditions. 

On my two-week test I found I was rapidly clicking through the cogs to fourth and fifth around town and sixth from 80km/h. An aftermarket smaller rear sprocket would sort out the gearing issue.

Thankfully the 700CL-X gearbox is slick and clutch pull is moderate, although neutral can be difficult to select.

Another concern about the powertrain is that service intervals are a low 5000km.CFMOTO 700CL-X Heritage

Thankfully it is one of the few adventur-ish motorcycles that has an easy-to-access air filter for cleaning. Just remove the right plastic panel.

They also say an oil change is so simple it can “easily be done at home”, so you could save some money doing your own services.

Riding position is upright and fairly neutral for most riders although at 183cm tall my knees became sore after a few hours in the saddle due to the high pegs.

The seat is 800mm high, but narrow enough for me to put both feet flat on the ground when stopped with my legs still bent.

It feels like a soft saddle, but you sink down on to a hard and flat platform underneath which can become uncomfortable after a couple of hours.

There is also hardly any room for a pillion who only gets the seat sash to hang on to. That also means little room for a tail bag and the tidy tail means there are no tie-down points for luggage either.CFMOTO 700CL-X Heritage

Straight bars and high and wide mirrors make it a pleasure to filter through traffic. But on the highway the mirrors create some head buffeting and the engine revs blur the rear-view image.

Riders will enjoy the convenience of the easy-to-use cruise control. However, it will lose speed up hills and pick up speed going down, so be aware.

Despite only having one 320mm brake disc up front, the bike weighs just 183kg dry (196kg wet), so it has quite effective braking.

The round instrument pod has a plethora of information and the LCD screen is easy to read in even the brightest sunshine.

However, I have some issues with the instruments.CFMOTO 700CL-X Heritage

The “SEL” and “ADJ” buttons on the left of the instruments do not stand for select and adjust. Instead, the top button toggles through information on the bottom of the screen and the bottom button toggles through info on the top off the screen.

If that isn’t weird enough, a couple of the displays have no meaning at all. One is “-=2” and the other is “P- – – -“. Neither varies and neither is explained in the owner’s manual.

While there is a lot info (clock, instant and average fuel economy, average speed, engine temperature, clock, odometer, battery volts and hours of use) there is only one trip meter.

I would gladly sacrifice the two unexplained displays for a range and/or a range-to-empty display.

Perhaps that could be modified with a software update.

My test bike had only just received its 1000km service, so the engine may loosen up and provide slightly better fuel economy and the KYB suspension may also lose some of its stiction and provide a more compliant ride.

I found the suspension fine for smooth roads, but harsh and choppy on bumpy roads, although there was no bump steer or chattering.

The forks are adjustable for rebound and damping, but it didn’t seem to make a lot of difference and the rear shock is adjustable for preload with a C-spanner which is difficult to access.

CFMOTO says the bike is designed for 20% off-road with its scrambleresque tyres and basic suspension. That’s about right and fits in with other road-oriented scramblers from companies such as Yamaha, BMW and Ducati.

This is a fine entry into the non-learner sector for CFMOTO and portent for bigger bikes to come.

It will come with a pack of accessories including classic-style panniers, a diamond-stitched seat, protection and bar-end mirrors, as well as a collection of rider gear.

CFMOTO Australia includes a two-year unlimited kilometre warranty plus an extra year if servicing is done by an authorised dealer.

CFMOTO 700CL-X tech specsCFMOTO 700CL-X Heritage

  • Price: $9490 ride away.
  • Warranty: 2 years/unlimited km.
  • Engine: liquid-cooled, 693cc twin.
  • Power: 55kW @ 8500rpm
  • Torque: 68Nm @ 6500rpm.
  • Gearbox: 6-speed, chain drive.
  • Weight: 196kg.
  • Suspension front/rear: 41mm KYB upside-down fork, fully adjustable, 150mm travel; KYB rear shock with preload and compression adjustment, 150mm travel.
  • Brakes front/rear: Radial mount caliper, 320mm disc; floating brake caliper, 260mm disc, ABS.
  • Dimensions: 2100mm (L); 860mm (W); 1150mm (H); 1435mm (WB); 800mm (S)

Source: MotorbikeWriter.com

An Aussie Debut For CFMoto 700 CL-X Sport

When CFMoto’s 700 CL-X Sport, Heritage, and Adventure premiered at the  2019 EICMA Motorcycle Show, the Chinese bike made waves with the company’s clever sourcing of inspiration.

A view of the CFMoto 700 CL-X Series: The Sport, Adventure, and Heritage.

CFMoto was already well-known in the industry for a series of smart bikes that lived up to their spec sheet, the most notable being the 800 MT – an adventure bike based on the KTM 790 Adventure.

A view of the CFMoto 800 MT

For the 700 CL-X series, CFMoto created a surprisingly compact bike with a KTM-inspired design, transmission gleaned from BMW roots, and architecture inspired by the engine of the Kawasaki Z650

The result? A veritable chimera of style, speed, and sound that has kept the masses eager for access. 

A view of the CFMoto 700 CL-X Series: The Sport, Adventure, and Heritage.

Now, we’ve just gotten wind from RideApart that the 700 CL-X Sport variant is on its way to the Central and Eastern Hemispheres – specifically, Australia and Europe.

A view of the CFMoto 700 CL-X Sport Variant, soon to be made available in Australia and the Central and Eastern Hemispheres.

Riding on the successes of the CL-X Classic released to the global market last year, the Sport variant will purportedly showcase a sharper style marrying retro to the modern via a newer aesthetic and a more aggressive riding position (courtesy of clip-on handlebars and rear set controls).

A view of the unique headlight on the all-new CFMoto 700 CL-X Sport Variant, soon to be made available in Australia and the Central and Eastern Hemispheres.

The bike will also sport (pun intended) 17-inch cast-aluminum wheels, as well as a very nice set of Brembo brakes, Adjustable front and rear suspension, and an aluminum alloy swingarm designed to keep things light. 

A view of the gas tank details on the CFMoto 700 CL-X Sport Variant, soon to be made available in Australia and the Central and Eastern Hemispheres.

With the bike tipping the scales at 196 kg and CFMoto’s 693cc parallel-twin engine sporting a neat 73 horsepower, the bike is a solid steal at $9490 AUD or the equivalent of $6,939 USD – a factor that has played big into the series’s popularity, and one that could be extremely profitable, should CFMoto ever decide to expand to the Western Hemisphere and include US Dealerships in their contracts. 

A view of the CFMoto 700 CL-X Sport

The 700 CL-X Sport variant will likely see its Australian debut in the fourth quarter of this year. Make sure to stay tuned for further releases, and stay safe on the twisties!

Source: MotorbikeWriter.com