Tag Archives: CFMoto

PIERER Power: KTM’s Parent Company New Distributor for CFMoto and MV Agusta

In recent news, PIERER Mobility AG is capitalizing on the age-old colloquialism, ‘money can’t buy happiness, but it can buy a motorcycle, which is kind of the same thing.’

Proof? In the pudding, of course; recently, KTM’s parent company bought a 25.1% stake in MV Agusta, calling the new connection a ‘strategic cooperation.’

MV Agusta's logo. Media sourced from PIERER Mobility.
MV Agusta’s logo. Media sourced from PIERER Mobility.

The fine print included a purchase takeover by KTM, as well as two new Team Orange seats at MV Agusta’s board (via PIERER Mobility’s press release). 

Now, the automotive industrial company has set their sights on CFMoto, claiming that they will “take over distribution of 11 CFMoto models in 5 lucrative European markets: Austria, Germany, Spain, Switzerland, and the U.K, as of January 2023” (via ADVPulse). 

CFMoto's new Streetfighter model. Media sourced from DriveMag Riders.
CFMoto’s new Streetfighter model. Media sourced from DriveMag Riders.

All this movement comes richocheting off of last year, considered to be PIERER Mobility’s best to date: 332,881 motorcycles were sold in 2021, showing off a +23% increase from 2020’s numbers (270,407).

Currently, PIERER owns KTM, Husqvarna and GasGas; now that MV Agusta and CFMoto have hopped on the distribution bandwagon, we can expect a wider diversity of bikes in our local dealerships, with PIERER’s 2021 revenue (€2,040 million, up 32%) likely continuing to feed inspiration for new bikes in new places. 

A view of KTM motorcycles in a dealership. Media sourced from Justdial.
A view of KTM motorcycles in a dealership. Media sourced from Justdial.

What do you think?

Drop a comment below letting us know what you think, and as ever – stay safe on the twisties. 

*Media sourced from Asphalt & Rubber, JustDial, DriveMagRiders, and MCN*

Source: MotorbikeWriter.com

2023 CFMOTO 800 ADVentura | First Ride Review

2023 CFMOTO 800 ADVentura T
This winter, the 2023 CFMOTO 800 ADVentura joins the company’s seven-model 2022 motorcycle lineup. Photos by Gary Walton and Leviathan.

We recently posted our first-ride review of the seven-model 2022 motorcycle lineup from CFMOTO, which ranges from the 126cc Papio to the 700CL-X Sport. I had a chance to sample each model on a private test track, and then I got a more extensive 350-mile ride on the 650 ADVentura.

Check out Rider‘s 2022 Motorcycle Buyers Guide

2023 CFMOTO 800 ADVentura T
The 2023 800 ADVentura comes in two versions: the up-spec “T” (Terrain) with spoked wheels shown above and the base-model “S” (Street) with cast wheels.

During the press event, held in late June, I also got a first ride on an eighth model, which was under embargo until August 1 and will be available in “late winter” as a 2023 model. The embargo has come and gone, so I can now talk about the 800 ADVentura. (When I asked one of CFMOTO USA’s reps how to pronounce the name, he said “add-ventura” rather than “A-D-V-entura,” which is a mouthful.)

2023 CFMOTO 800 ADVentura T
During our full day of testing eight different CFMOTO models, we played games like Avoid the Tar Snake and Tag the Flag.

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

2023 CFMOTO 800 ADVentura T
Having moved on to the 889cc version of its LC8c parallel-Twin in the 890 Adventure, KTM was happy to allow CFMOTO to use the 799cc version from the 790 Adventure. Note the 800MT on the bodywork – that’s the model name used in other markets.

Given American tastes for large motorcycles and the popularity of adventure bikes, the 800 ADVentura is the CFMOTO model that’s most likely to resonate with U.S. buyers. As described in my 2022 lineup review, CFMOTO established a partnership with KTM back in 2014, and soon after began producing KTM 200/390 Dukes for the Chinese market. In 2018, CFMOTO and KTM broke ground on a joint venture production facility in China.

2023 CFMOTO 800 ADVentura T

Given the cozy relationship between CFMOTO and KTM, it’s no surprise that CFMOTO’s top-of-the-line model is powered by a liquid-cooled, DOHC, 8-valve 799cc parallel-Twin borrowed from the previous-generation KTM 790 Adventure, which makes a claimed 95 hp and 57 lb-ft of torque. Equipped with throttle-by-wire, it has two ride modes (Sport and Rain) and cruise control.

The 800 ADVentura has a chromoly-steel frame, fully adjustable KYB suspension (front/rear travel is 6.3/5.9 inches), 19-inch front and 17-inch rear wheels, and J. Juan triple-disc brakes with cornering ABS. It has a 5-gallon fuel tank, full LED lighting, and a 7-inch TFT display.

2023 CFMOTO 800 ADVentura T

Two versions of the 800 ADVentura will be offered, an “S” (Street) model with cast wheels and a “T” (Terrain or Touring, you decide) model with spoked wheels. The T is also equipped with a quickshifter, a tire-pressure monitoring system, a steering damper, a skid plate, crash bars, handguards, and a centerstand. Claimed curb weight is 496 lb for the S and 509 lb for the T.

There was only one bike at the launch, an 800 ADVentura T, and it was hogged by everyone. I managed to get in a few laps, just enough to realize its potential. The 800 ADVentura has the wide, flat seat and comfortably upright seating position with generous legroom that we’ve come to expect from adventure bikes, and is part of what makes them so popular (unless you are short of inseam, of course).

2023 CFMOTO 800 ADVentura T

When you’re on a closed circuit, as we were on the Minnesota Highway Safety & Research Center’s 1.2-mile, 6-turn paved road course with a one-third-mile front straight, it’s only natural to give the whip to whatever you’re riding. With the 800 ADV-T in Sport mode, I pinned the throttle and felt it surge forward with gusto.

I was the 509-lb gorilla on a track shared with wee Papios and playful 300s, so I used the 800’s wide handlebar to give a wide berth to other bikes and slice my way through the two chicanes made of traffic cones. Cornering ABS gave me the confident to dive deep into turns and trail brake to scrub off speed, and the J. Juan binders did my bidding without complaint. The 800 ADV-T handled with confidence and poise, and I was sorely tempted to exit the track and hit the road.

2023 CFMOTO 800 ADVentura T

At the end of the day, after indulging in the gluttonous BBQ buffet laid out by Big Mo Cason (who drove all the way from Des Moines, Iowa, to cater the event) and a midafternoon downpour that drenched the track, I spent my last dozen or so laps of the day staring at the back of the 800 ADVentura. John Burns, who writes for Motorcycle.com and looks like Willie Nelson in high-viz gear, had grabbed the 800’s key and I did my best to chase him down on a 700CL-X.

I outweigh JB by 50 lb, probably 55 after hoovering two plates of brisket, mac-n-cheese, slaw, and cornbread at lunch, so my meat sack in the saddle knocked a big dent in the 700CL-X’s 83-lb weight advantage. Factor in the 800’s 21-hp upper hand over the 700 (95 hp vs. 74), however, and you’ve looking a pretty even odds. Lap after lap I’d close in on John, but I could never quite catch him. Burns got in way more laps on the 800 ADV-T than I did, and he can write – and ride – circles around me, so check out his review over at MO if you desire more depth and entertainment.

2023 CFMOTO 800 ADVentura T

Overall, the 800 ADVentura felt solid, responsive, and – not surprisingly given the origin of its engine – on par with similar offerings from Europe. We look forward to getting more seat time for a more in-depth evaluation.

2023 CFMOTO 800 ADVentura Specs

Base Price: $9,499 (S model)
Price as Tested: $10,499 (T model)
Website: CFMOTOusa.com
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valve per cyl.
Displacement: 799cc
Bore x Stroke: 88.0 x 65.7mm
Horsepower: 95 hp @ 9,250 rpm (claimed, at the crank)
Torque: 57 lb-ft @ 8,000 rpm (claimed, at the crank)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 60.3 in.
Seat Height: 32.5 in.
Wet Weight: 509 lb
Fuel Capacity: 5.0 gals.

The post 2023 CFMOTO 800 ADVentura | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 CFMOTO Motorcycle Lineup | First Ride Review

2022 CFMOTO
The 650 ADVentura is one of seven models in the 2022 lineup of CFMOTO motorcycles. Photos by Gary Walton, Leviathan, and the author.

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.

2022 CFMOTO
Several 2022 CFMOTO motorcycles ready for testing (left to right): 700CL-X Sport, 700CL-X, 300SS, and 650 ADVentura (with optional top box).

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. 

2022 CFMOTO
The Minnesota Highway Safety & Research Center is located in St Cloud, MN.

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. 

2022 CFMOTO
Ready to ride! Front row (left to right): 300NK, Papios, 650NK, and 700CL-X Sport. Back row (left to right): 650 ADVentura, 300NK, 700CL-X, 300SS, 700CL-X, and 650 ADVentura.

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. 

CFMOTO
Alan Cathcart riding the CFMOTO 650TK. Photo by Stephen Piper.

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 

2022 CFMOTO Papio
Yes, at 6 feet tall and 215 lb, Rider’s EIC on the Papio (color Galaxy Grey) looks like a gorilla riding a baboon, but that’s part of the fun. He hit 62 mph in 6th gear.

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. 

2022 CFMOTO Papio
2022 CFMOTO Papio in Lemon Green.

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 

2022 CFMOTO
The 300NK has a smooth counterbalanced Single, a slick-shifting slip/assist clutch, and ultra-quick steering.

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. 

2022 CFMOTO
Small-displacement sportbikes with dorky styling are a thing of the past. The 300SS is a fun lil’ ripper with sharp, aggressive bodywork and attention-getting graphics.

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 

2022 CFMOTO
The 650NK has reasonable performance limits but offers unlimited fun thanks to its quality components and grippy Pirelli tires.

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. 

2022 CFMOTO
The 650 ADVentura is the best deal going in lightweight touring. At $6,799 with standard saddlebags, it costs much less than the Honda CB500X ($8,139 with optional saddlebags) and the Kawasaki Versys 650 LT ($9,999).

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 

2022 CFMOTO
The 700CL-X street scrambler looks especially fetching in Coal Grey with bronze wheels (the other color choice is Twilight Blue with black wheels), and its lively 74-hp Twin will bring out your inner hooligan.

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. 

2022 CFMOTO
For café racer fans, the 700CL-X Sport has the goods, with clip-ons, bar-end mirrors, grippy sport tires, and a solo seat. In Sport mode, it leaps out of corners and its stubby exhaust howls with joy.

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. 

2022 CFMOTO 700CL-X
The 700CL-X Sport is available in Velocity Grey (shown above) or Nebula White.

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 

2022 CFMOTO
The wind deflectors and windscreen provide good protection. The screen’s height can be adjusted over a 1.5-inch range without tools.

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. 

2022 CFMOTO 650 ADVentura
With the Shad-sourced saddlebags removed, the single-tube luggage carrier offers a clean look.

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.

RELATED: Aerostich: The Great American Motorcycle Suit

2022 CFMOTO 650 ADVentura
No visit to Duluth is complete without a stop at Aerostich headquarters. Visit Aerostich.com for seasonal store hours, and ask for a free factory tour.

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. 

2022 CFMOTO 650 ADVentura
A view of downtown Duluth, Minnesota, from the Skyline Parkway Scenic Byway. Across the harbor is Superior, Wisconsin.

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. 

2022 CFMOTO 650 ADVentura
Flanking the TFT display are windscreen adjuster knobs and a USB charging port.

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. 

2022 CFMOTO 650 ADVentura
This idyllic spot on the Skyline Parkway Scenic Byway is just a stone’s throw from downtown Duluth.

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. 

2022 CFMOTO 650 ADVentura
Each saddlebag holds a full-face helmet.

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
A stop on Seven Bridges Road, which crisscrosses Amity Creek.

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

Chris Peterman, CFMOTO USA | Ep. 40 Rider Magazine Insider Podcast

CFMOTO Chris Peterman Episode 40 Rider Magazine Insider Podcast
Chris Peterman, Director of Motorcycles at CFMOTO USA, with the 2022 CFMOTO 700CL-X.

Our guest for Episode 40 of the Rider Magazine Insider Podcast is Chris Peterman, Director of Motorcycles for CFMOTO USA, which manufactures and sells motorcycles, ATVs, and side-by-sides. For 2022, CFMOTO has introduced a seven-model lineup of motorcycles to the U.S. They include the Papio minibike ($2,999), the 300NK naked bike ($3,999) and 300SS sportbike ($4,299), the naked 650NK ($6,499) and 650ADVentura adventure bike ($6,799), and the neo-retro 700CL-X ($6,499) and 700CLX Sport ($6,999). (For more details, read our first look review.) We had a chance to test ride all seven bikes the week before this interview was recorded. We talk to Chris about the history of the CFMOTO brand, review the details and pricing of each model, and share our riding impressions.
LINKS: CFMOTOUSA.comCFMOTO USA on FacebookCFMOTO on Instagram

You can listen to Episode 40 on iTunesSpotify, and SoundCloud, or via the Rider Magazine Insider webpage. Please subscribe, leave us a 5-star rating, and tell your friends! Scroll down for a list of previous episodes.

Visit the Rider Magazine Insider podcast webpage to check out previous episodes:

The post Chris Peterman, CFMOTO USA | Ep. 40 Rider Magazine Insider Podcast first appeared on Rider Magazine.
Source: RiderMagazine.com

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

800MT FAMILY FEATURES
•    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

ADDITIONAL 800MT TOURING FEATURES
•    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