Low capacity motorcycles have often been overlooked in the Australian market and also by many manufacturers over the years, but that has certainly changed of late with a slew of new high-tech offerings in this space, the latest of which to hit Australian roads is Yamaha’s new YZF-R15 that Yamaha have dubbed ‘Version 3.0’.
2020 Yamaha YZF-R15
Complete with variable valve timing and a 20 per cent boost in power over its predecessor to add a bit more bang to back up the R1 inspired sports-bike looks, Yamaha are hoping to stir the loins of a few young riders enough to welcome them into the Yamaha fold.
Engine boasts 20 per cent more power than before
Some will be sold on it from the first look and that $4799 ride away price tag should help get quite a few over the line, especially when they see that with Yamaha Motor Finance they can ride one home from only $22 a week. Despite the many improvements and big boost in power that new price is actually $700 cheaper than the list price of the outgoing model.
2020 Yamaha YZF-R15
Yamaha call their variable valve timing system VVA, Variable Valve Actuation. The high-compression cylinder head is fed via a 60 per cent larger air-box that flows through to much larger ports than before.
2020 Yamaha YZF-R15
Only a single cam actuates the four-valves, but the rocker arms on the inlet valves are shifted between lobes profiled with a duration and lift suited to low rpm situations, over to a second set of lobes that feature a more aggressive cam profile for high performance via a solenoid activated motor at a predetermined point in the rev range.
2020 Yamaha YZF-R15 Video
The frame is a new version of Yamaha’s deltabox backbone wrapped in some seriously sexy R1 inspired bodywork.
2020 Yamaha YZF-R15
The new frame has also allowed the fitment of a new internally ribbed delta-shaped swingarm and beefier 140/70-17 rear tyre on a wider four-inch ten-spoke rear rim.
2020 Yamaha YZF-R15
Front brake diameter is up 15 mm to 282 mm while at the back a 220 mm helps slow the 138 kg (wet) show. There is no ABS system fitted.
Larger front brakes
Yamaha claim much improved economy from the new engine, stating that up to 450 kilometres can be covered before filling the 11-litre tank. As this is a smaller capacity machine Yamaha give only a 12-month warranty on the YZF-R15 compared to 24 months on its larger capacity models.
Yamaha claim a fuel range of up to 450 km
While road going customers are free to get out and enjoy the improvements of the 2020 YZF-R15 right now unfortunately competitors in the ASBK Oceania Junior Cup will have to wait until next season to test their mettle in the heat of national level road race competition on the new bike.
Honda’s popular roadster come bobber styled cruiser CMX500 has been updated for 2020 and a ‘S Edition’ added into the model mix.
2020 Honda CMX500 S Edition scores a headlight cowl, black fork covers and gaiters and a diamond-stiched seat.
The CMX S Edition sports a headlight cowl, black fork covers and a stitched seat.
2020 Honda CMX500 S Edition headlight cowl
Both the S and the standard CMX500 now come with upgraded suspension via preload-adjustable nitrogen charged Showa shocks, a full LED lighting package, new instruments with gear position indicator and a slip-assist clutch.
Suspension has been upgraded on both models
The CMX retains the 471cc parallel twin-cylinder engine which is now Euro5 and produces a LAMS approved 34kW at 8500rpm, while peak torque is 43.3Nm at 6000rpm.
2020 Honda CMX500 S Edition
The CMX actually draws its powerplant from the CBR500R offering generous performance both for the segment and capacity, with PGM-FI fuel injection –further optimised – and valve and ignition timings revised to focus on bottom-end torque.
2020 Honda CMX500 S Edition
Learner legal and with a very low 690 mm seat height, the easy riding CMX500 has proved very popular with Aussie motorcyclists
2020 Honda CMX500 S Edition
A removeable pillion seat continues to come standard with both models.
2020 Honda CMX500 removeable pillion seat
The 16inch front and rear wheels are retained from 2019, as is the 296mm front rotor and twin-piston caliper setup, with a single-piston rear caliper. Dunlop tyres are fitted in 130/90 -16 and 150/80 – 16 sizes. Two channel ABS is standard fitment.
Honda CMX500
The CMX will be available for an MLP of $8,599 and in three colour options: Graphite Black, Matte Jeans Blue Metallic and Matte Armoured Silver while the S Edition comes in Matte Axis Grey Metallic from $8,999.
Motorcycle Test by Wayne Vickers – Images by Rob Mott
I’m the first to admit that as a relatively seasoned rider I do find it challenging to get excited about entry level bikes. They generally don’t stir my nether regions like their full sized big brothers can – nor should they be expected to really… that said, I did thoroughly enjoy my time aboard the little MT03. It’s got quite a bit going for it and would make an excellent mount to learn the ropes on and start pushing the boundaries. I must say I’m liking the direction that Yamaha has taken their product line of recent years with the focus on fun and usability.
Yamaha MT-03
Like the rest of the MT range – it’s a funky looking bit of kit. Lots to like, especially from the side profile, that headlight assembly is a little transformer like, but I quite like the overall look. Nice materials and finish overall too. It doesn’t look cheap, or entry level. Plenty of nice little details to admire.
Yamaha MT-03
First things first. Yes, it’s small, but not cramped. In fact I felt as comfortable on this as I recall feeling on the KTM Duke 790 last year, which is saying something as that was a bit of a tardis. Sure – there isn’t a lot of room to move forwards or back, but the sculpted tank shape does a terrific job of letting your legs tuck in.
Yamaha MT-03
Even at my height of just shy of six-foot (181 cm), I actually really enjoyed the riding position and the snugness of that tank shape. Great for teaching newcomers the importance of keeping those legs in for that little bit more feedback from the bike. Seat is also surprisingly comfy even for extended boring highway hauls. Big tick for ergos.
Yamaha MT-03
The dash is one of Yamaha’s better ones. Nicely laid out LCD, clear and simple, but no distance to empty meter.. *cough* (I’m just going to keep saying that now, sorry if it gets repetitive, but they should be standard. It’s 2020…) Switch-gear is also nicely positioned and simple. No complaints here – nothing felt cheap or fragile – just simple. And I’d much rather simple and solid over complex and cheap. Another tick.
Yamaha MT-03
On take off, you notice the clutch feel is smooth and progressive, but man that first gear is low. I felt it was probably a little unnecessarily low and found myself often starting in second gear. Idling along in first gear was just barely faster than Rob’s walking speed on our photo shoot day… Nonetheless, with six cogs, it happily zips about and when on the go you can explore its limits with ease and confidence. And peddling the box when having half a crack on it was a true joy. I don’t think I missed a single shift and the shift feel itself is nice and solid too.
Yamaha MT-03
That little parallel 320 cc mill is a nice thing too. Obviously it’s no torque monster, but it’s almost impossibly linear in its delivery. Once off idle there’s barely a surge or dip all the way to the 14,000 rpm limiter. It’s a happy little vegemite at almost any revs to be honest. In fact.. I wonder what a Tenere 300 would be like… bored out to closer to 400 for some more midrange.. something to challenge the new KTM 390 Adventure… and drop it into a WR based frame with.. Hmmm … Sorry.. I digress.
Yamaha MT-03
ABS at both ends with twin-piston calipers up front provide the stopping power and never feel wanting. Good bite and plenty of feel through the levers. This thing just keeps getting ticks.
Yamaha MT-03
The real strength of the MT-03 is its handling though. That chassis and suspension work together in near perfect harmony. Helped no doubt by its light weight too (tipping the scales at just under 170 kg), there’s plenty of fun to be had on a twisty road aboard the little MT. It’s a proper corner carver in its own right, not just compared to other entry level bikes. Capable of surprising corner speeds. One particular set of tight esses that I ran a few times stood out. Even though it was near blind line on entry, I was gradually getting faster. And faster. And faster… to the point where I was running out of brave pills, not the bike. My corner speed gained about 40 km/hr in about four or five runs. I’d keep adding speed, the bike wouldn’t raise a sweat. Plenty of grip and feedback and never once felt like it was approaching the limits. Even though the road had plenty of ripples and dips both pre and mid corner. I like the steering too. Super agile yet not overly light, sharp or flighty in the front end. Very predictable and precise. It’d be proper fun on a flowing twisty road with super sticky tyres on…
Yamaha MT-03
There’s not a doubt in my mind that it’d be a great platform for a beginner to explore the limits and get the knee down for the first time on the right stretch of road. It took me back to my first bike actually. A CBR250RR four-pot screamer. I had a ball on that bike on roads like the black spur and Great Ocean Road – it only made a half dozen or so more hp at the top than the little MT03 does and the MT has a much better bottom end… It’s a solid package.
Yamaha MT-03
And to top it off the MT-03 barely uses any fuel.. I was seeing a bee’s dick over 3.5-litres per 100 kilometres. Given it has a 14-litre tank that puts it well past the 300 km tank range. It wouldn’t cost much to run, light weight and gentle power delivery means tyres and pads etc would last big kilometres too.
Yamaha MT-03
Time to wrap up. Bearing in mind that this is a low budget entry level bike (a smidge over 7k ride away!!!), it has a lot to offer. Upside down forks, ABS, a bullet-proof twin-cylinder engine and a chassis that encourages you to have fun. There’s no wonder I see quite a few of these on the road… that’s a lot of smiles per dollar right there.
Yamaha MT-03
Why I like it
What a fun little package
Doesn’t actually feel small. Surprisingly good ergos, great tank shape
Agile yet predictable handling. It likes corners! And won’t bite.
I’d like it even more if
Exhaust note is w-h-i-s-p-e-r quiet. Barely hear it on the highway over wind noise.
Gearing is perhaps a little short down the bottom. It happily starts in second.
I’d sacrifice some top end for a little more mid-range
Austrian company KSR Group this week started production of their new Brixton Crossfire 500.
Brixton Crossfire 500 Technical Features – Click to enlarge
This new flagship model for the fledgling brand was first shown at EICMA in 2018 but has now officially entered production.
Brixton Crossfire 500
Brixton use a somewhat retro somewhat contemporary long but angular fuel tank that they refer to as their ‘X-Tank’ design that they put forward as their visual product language in a designer-speak and this is also where the model name Crossfire is derived from.
Brixton Crossfire 500
The new Crossfire design line was developed by the KSR Group design team, which has been working creatively in KSR’s own design studio in the Krems-Gedersdorf Business Park, Austria, for the past 2 years.
Brixton Crossfire 500
State-of-the-art software and hardware, including a clay studio with a hydraulic 360-degree rotating lift, where clay models of future models can be produced and viewed from all sides for refinement along with a 3D printer for the rapid production of prototypes of individual design elements.
Brixton Crossfire 500
At the heart of the Crossfire 500 is a completely new 486 cc parallel twin developed by 20 engineers over a two-year period. A total of 80,000 development hours went into the engine which at 35 kW (47 horsepower) is designed to fit the European A2 learner requirements perfectly and will also be eligible for learners under the Australian LAMS regimen.
Brixton Crossfire 500
Brixton say their prototypes have covered more than 40,000 kilometres of testing both on the road and on test tracks. During these particularly tough test runs, the load of one test kilometre corresponds to a multiple of the load of an everyday kilometre but still this is a fraction of what most manufacturers put any new platform through before releasing models to the public.
Brixton Crossfire 500
Brixton has chosen well-known suppliers though to help underpin the quality of the package with Japanese suspension components from KYB, the well regarded J.Juan brakes from Spain, rubber from Pirelli in Italy and the ABS system from just over the border in Germany from Bosch.
Brixton Crossfire 500
The Crossfire 500 was accompanied by the Crossfire 500 X from the start of production. The Crossfire 500 X has been given a more rustic look with coarser tyres, wider handlebars, a different seat and a license plate holder mounted in the extension of the seat.
Brixton Crossfire 500
Production of the Crossfire 500 and Crossfire 500 X, whose launch had to be postponed somewhat due to the Covid 19 pandemic, has now started, with the first models expected at Brixton dealers in Europe in August 2020. It is unclear what plans the company has for Australia.
Brixton Crossfire 500
“The launch of the Crossfire 500 is a very important milestone in the history of the Brixton Motorcycles brand. And we are very confident that this model will not only meet the spirit of the times, but above all the tastes of our target group,” explain Michael and Christian Kirschenhofer, owners and managing directors of the KSR Group.
Brixton Crossfire 500
“It all started with the presentation of the first Brixton 125 motorcycle at the EICMA 2016, and from then on it accelerated at an incredible pace! Being different and unconventional was and is the motto at Brixton Motorcycles – always in line with our mantra “Any directions, as long it is your own”. This approach is still very inspiring for us, especially when you see how the team and our large community identify with our brand!”
Hyosung could be planning a comeback with its GV 300 S Bobber which they will sell in Europe and could usher the brand back into other markets such as Australia.
The Korean manufacturer began in 1966 and stormed into our market about 10 years ago with good quality learner-approved models and attractive pricing.
Australian importers PS Importers no longer brings them in and group marketing manager Dale McBride says they have no current plans for Hyosung.
However, he says they will monitor how the Bobber 300 goes in Europe.
Hyosung promised great things when they introduced their brand to the Australian market.
It was a bargain-priced product with a heart of gold and honest performance.
Hyosung return?
GV 300 S Bobber
But the brand did not perform well here, which is strange since Korean car manufacturers Hyundai and Kia have taken Australian and the world by storm with their attractive, well-priced models.
Unfortunately, Hyosung has had virtually had no new models and few updates or improvements.
Until the Bobber GV300, that is.
The Hyosung range features 250cc and 650cc models with the 300cc V-twin-powered GV 300 S Bobber slotting in between.
It will have a low 710mm seat, weigh only 170kg and have only about 30hp output.
More importantly than engine size, it actually looks quite attractive ( a bit like Yamaha’s Bolt cruiser), unlike the ugly and weirdly named Aquilla cruisers.
Hyosung GV650 Aquila
However, price in Europe is €4990 (about $A8300) which is about $2500 overpriced for our market.
If it goes well in Europe and they trim some pricing, could this be the bike that returns the Korean brand to Australia?
Husqvarna’s entry into the LAMS segment in Australia was heralded by two stylish and unique offerings – the Svartpilen 401 and Vitpilen 401. Original pricing for these exotic machines was over $11k on the road when they were first launched into the Australian market.
Now you can pick up one of these machines for as low as $7,495 Ride-Away thanks to a drastic pricing update from Husqvarna, so let’s take another look at the Svartpilen 401. Moto Hub in Sydney were kind enough to lend me the Svartpilen so I figured I’d see how it stacked up in the LAMS segment.
Of the two 401 options, the Svartpilen boasts dual-sport style tyres alongside the dark colour scheme. The Vitpilen rolls on road tyres and is available in white bodywork with a more aggressive seating and ‘bar position in comparison.
The Svartpilen 401 shares some familiarity with the KTM 390s
Looking over the Svartpilen 401 I couldn’t help but admire the styling. It won’t be for everyone, but it reminds me of the European or more specifically German custom scene, with a certain brutal artistic quality. These machines stand out from the LAMS crowd, and a deeper look reveals a very rare attention to detail.
The Chromium-Molybdenum steel trellis frame
The bike is a bit raw around the engine where the wiring loom and piping has been hidden between that powerplant, trellis frame and exhaust collector, but that’s what you get on a nakedbike. The essentially one-piece tank to tail bodywork is what draws the eye.
Somewhat surprisingly for such an aggressively styled machine the Svartpilen includes pillion pegs and a flat pillion perch. The riders seat is sculpted and situated 835 mm from terra-firma. With an upright seating position and raised handlebars you’re offered a commanding view of the road ahead along with a relaxed seating position and plenty of leverage via wide ‘bars.
An 835mm seat height and minimalist seat height contribute to a compact look
That level of nice detail continues through to the triple-clamps, those stunning wheels and even across a host of details like the radiator shrouds, blacked out levers and fuel cap, along with an aftermarket style exhaust and much more.
You really have to check this bike out in person yourself to fully appreciate what’s on offer as images just don’t do it justice. Have a look at the RC 390 and compare that to the Husqvarna, there’s a big jump in finish, which is why the Svartpilen originally demanded that premium price and the component quality is a step up from similarly priced models.
Compared to the Harley Street 500, which is priced similarly to the 401’s original RRP and which looks clean with blacked out engine and components – from arms reach – the Svartpilen is a major step up. A closer look at the Street 500 reveals a basic build quality, with many components looking quite cheap. The Svartpilen 401 on the other hand backs up its attitude with top notch quality and componentry everywhere you look. It’s a harsh comparison for the Street 500, especially in light of the Husqvarna’s price drop, for those who may consider something a bit more roadster than cruiser.
The level of detail on the Svartpilen 401 is without equal in the LAMS category
Riding the Svartpilen 401
Setting off from Castle Hill a few points immediately strike me, the first being familiarity with the KTM 390s in how the bike feels, and secondly just how good that RbW throttle is, especially cutting through the remnants of early morning peak hour traffic.
I’m heading for Galston Gorge, a tremendous little section of road, especially for a small capacity machine – if you can get a clear run, and manage to avoid the many drivers incapable of sticking to their side of the road.
The ‘bars on the Svartpilen feel super-wide, while vision through the mirrors is exceptional. The dash is a simple and clear digital affair, so there’s everything I need at a glance, while ticking the street fighter theme of the bike.
The Svartpilen 401 offers wide ‘bars and an upright seating position, and feels compact but not small
A light clutch is operated via cable and there’s a slipper function as befits this sporty little offering. Blasting through traffic I’m reminded how good this single-cylinder powerplant is, with a torquey and responsive character – it’s the best fuelled LAMS machine I’ve ridden.
The engine easily matches the performance of Kawasaki’s 400, particularly around town. The twin-cylinder Japanese bike perhaps feeling a little more relaxed at highway speeds while the single-cylinder Austrian donk is always eager.
Being quite enthusiastic on the throttle did mean taking advantage of the brakes coming up to roundabouts and traffic lights, which also quickly showed off just how powerful that four-piston Bybre caliper is. The light Svartpilen has class leading bite and stopping power.
A powerful four-piston Bybre caliper is class leading
Knock open that throttle when the light goes green and you’re off with plentiful acceleration via a grin inducing surge of single-cylinder torque. Only a very keen cage driver in a performance vehicle will keep up. You can short-shift through the gearbox and enjoy that spectacular low to mid-range, or hold those gears and wait for the shift indicator to light up.
You can still lug the engine if you insist on upshifting early high or let the speed drop without really noticing, but keep the powerplant on the boil and you’ll be rewarded with plenty of urge.
For cutting through suburban traffic and hooning around town the Svartpilen is a gem.
The powerplant in the Svartpilen 401 is a gem, and the application of RbW flawless
Galston Gorge gave the Svartpilen 401 a real opportunity to shine. This tight and windy section of road with endless tight hairpin corners is a great hunting ground for small nimble motorcycles. The Svartpilen 401 rails through the bends with razor sharp handling that actually surprised me a little at times.
Even the Ninja 400, which makes my own Daytona 675R feel heavy, isn’t as responsive and fast turning as the Svartpilen 401. The meaty single-cylinder engine and Bybre brake set-up is ideal for blasting between corners before washing off speed in the hurry, only to blast back out towards the next, rinse and repeat. Aggressively knocking down through the gearbox onto the slipper clutch is also an option for washing off speed, but even for my lazy riding style the Svartpilen demands rider engagement and rewards it in spades.
Pirelli Scorpion Rally STR tyres on the spoked wheels are an interesting styling choice
The Pirelli Scorpion Rally STR tyres also look the business, but through the tight low speed corners in the Gorge I could feel the blocks on the tyres start to move around when really pushed. Dedicated road riders might choose some more sporting road rubber after wearing the original tyres out.
The gorge also gave the opportunity to test out the Svartpilen’s strudy looking WP Suspension. 43mm forks and a mono-shock bolted straight to the swing-arm via the brand’s well-known PDS set-up. I’ll admit I was a little surprised that there wasn’t adjustability on the forks considering the initial asking price, but it’s not a normal expectation in this segment.
WP suspension does an exceptional job and is a sporty setup, but does not offer adjustability
The ride itself on the WP springers was sporty, leaning towards the hard-nosed café racer theme that the bike portrays externally. Not having time to play around with the rear preload, at 70 kg the overall setup was still exceptional, with good feel from the front and plentiful support – that’s important with that big stopper up front. The rear could be a little better controlled when it cops the big hits, but still responds better than most of the competition in this segment of the market.
The Svartpilen 401 is really like nothing else out there, apart from the Vitpilen 401…
The Svartpilen is in many ways a no compromise option in a segment that revolves around compromises for everyday life, commuting while still having fun. I could easily commute around Sydney on a Svartpilen on a daily basis.
At the end of the day that amazing powerplant, WP suspension and Bybre braking package are a great match for the out-there styling. Paying over $11k for one of these machines would be a hard sell to me, however at $7,495 out the door for an MY18 Svartpilen 401 or Vitpilen 401 that seems like a steal.
With a pretty massive drop in pricing on these machines, it’s definitely time to take a look if you’re looking for a LAMS machine and something special
With that said, you’ve got to know what you’re after in a motorcycle, particularly a first motorcycle. If you’re just after a run-around and something a bit softer, slower and more forgiving, this may not be for you. There’s nothing wrong with that either. Different strokes for different folks and all that….
CFMoto Australia have announced a new motorcycle to join the line-up in 2020, with the 300SR introducing the brand’s first sporty motorcycle in a LAMS friendly package.
2020 CFMoto 300SR
Based around a 292.4cc liquid-cooled single-cylinder powerplant, the 300SR will produce 29.2 horsepower at 8750 rpm and 25.3 newton metres of torque at 7250 rpm, figures similar to those boasted by Honda’s CBR300R, which is no longer offered in Australia after being dropped for the excellent CBR500R that is also learner legal.
CFMoto are promising a quick revving nature alongside strong torque with a double-overhead camshaft design, low-friction coated pistons, and a balance shaft to reduce vibrations. Bosch provide the EFI.
2020 CFMoto 300SR
Brakes consist of a four-piston caliper with 292 mm rotor, while a single-piston floating rear caliper grasps a 220 mm rotor, with both rotors featuring an unusual slotted design. Both are backed up by Continental ABS, ensuring high levels of safety for new riders.
Details on the suspension are sparse, but we do know it wears 37 mm upside-down forks, and single rear shock, with the only adjustability likely to be preload on the rear, representing the bare minimum normally found on bikes in the segment.
2020 CFMoto 300SR
Lightweight wheels are also mentioned, alongside CST radial tyres as standard fitment, with a lightweight integrated frame design. A TFT display is also a standout feature along with LED lights.
2020 CFMoto 300SR
The frame looks to be a trellis item by the photos, with no adjustability of the brake or clutch lever. A simple exhaust with belly mounted collector and exit keep weight centralised and low, while the tail looks a little Ducati inspired. Indicators also appear to be LED, which would be another nice premium touch.
2020 CFMoto 300SR
CFMoto are also promising a range of accessories, with pricing yet to be released, but likely to be highly competitive based on CFMoto’s other offerings. The 300SR is due in Australia in May in Nebula Black and Turquoise Blue.
Aprilia plan to introduce a lower-powered version of its upcoming RS 660 lightweight sports bike so it can be ridden by learners and novices under the European A2 motorcycle licence.
The announcement came in a quirky Instagram post that says “A2 driving license? Aprilia RS 660 95hp version confirmed! Keep updated!”
The A2 licence is a similar system to the Australian and New Zealand Learner Approved Motorcycle System, so there could be scope to also make a LAMS version alongside the fuel-powered version.
This has been done with several other bikes on the market, notably the Yamaha MT-07LA which has reduced capacity (from 689cc to 655cc) and restricted power (from 55kW to 38kW) via 25% throttler restriction, different cams and pistons.
Yamaha MT-07LA
The lithe Aprilia RS 660 weighs in at 169kg dry and fits in the 660cc or below capacity limits of LAMS.
However, they would have to do a fair bit more power restriction on the 95hp (70kW) bike to fit the scheme which also has a power-to-weight formula of 150 kilowatts per tonne or less.
Honda announced at EICMA that their entry level CMX 500 cruiser, also known as the Rebel in some markets, will receive a host of updates for 2020, including updated suspension, full LED lighting, a gear position indicator, slipper clutch and new seat for better comfort.
2020 Honda Rebel
Honda Australia are yet to confirm the local delivery schedule and any movements in pricing but are expected to do so early next year. The CMX has proved a winner as one of Australia’s most popular cruiser options, claiming the #8 position on the sales charts for the YTD as of Q3 in overall road motorcycles, as well as the #3 position in the cruiser category.
2020 Honda CMX ‘Rebel’
A 2020 ‘S’ model variant will also be available in some markets offering factory-fit accessories – as a styling option, and including a headlight cowl, blacked out fork covers and gaiters, plus a diamond-stitch seat. We’re yet to hear whether the S model will be available in Australia.
2020 Honda CMX ‘Rebel’ S headlight and cowl
The CMX retains the 471cc parallel twin-cylinder engine which is now Euro5 and produces a LAMS approved 34kW at 8500rpm, while peak torque is 43.3Nm reached at 6000rpm.
2020 Honda CMX ‘Rebel’
The CMX actually draws its powerplant from the CBR500R offering generous performance both for the segment and capacity, with PGM-FI fuel injection –further optimised – and valve and ignition timings revised to focus on bottom-end torque.
2020 Honda CMX ‘Rebel’ 471cc parallel-twin
A six-speed gearbox is also featured, with the new assist and slipper clutch lightening clutch lever operation by 30 per cent, while downshifting aggressively will remain smooth.
2020 Honda CMX ‘Rebel’
Part of Euro5 compliance necessitated a new LAF exhaust sensor, while the exhaust system is a 120mm shotgun-style affair.
The lean Bobber styling of the CMX is retained, but now includes full LED lighting including the indicators, for a premium feel, alongside the existing 11.2L fuel capacity and fat ‘bars.
2020 Honda CMX ‘Rebel’ LED headlight
The CMX has also had the black out treatment, with fork tubes and discs being the main areas not conforming. The taillight is also new and features mini-circular LED indicators, with a compact main light and die-cast aluminium mount.
2020 Honda CMX ‘Rebel’ LED taillight and indicators
The headlight is a compact 175mm item, with die-cast aluminium mount, and the LCD display now includes a new gear position indicator and fuel consumption reading. Ignition remains below the tank on the left side of the bike.
2020 Honda CMX ‘Rebel’ LCD dash
The pillion seat and footpegs are also easily removed, with Honda adding to the accessory line-up, as well as offering the S edition in a special Matte Axis Grey Metallic colour, with the accessories mentioned above.
2020 Honda CMX ‘Rebel’ seat and pillion seat
Suspension has seen both shock and 41mm forks revised, with new spring rates in both.
The Showa shock units are also now nitrogen charged, and feature reshaped damper rubbers, with Honda promising a firmer action as a result. The shocks are still five-step preload adjustable.
2020 Honda CMX ‘Rebel’
The 16inch front and rear wheels are retained from 2019, as is the 296mm front rotor and twin-piston caliper setup, with a single-piston rear caliper. Dunlop tyres are fitted in 130/90 -16 and 150/80 – 16 sizes. Two channel ABS is standard fitment.
2020 Honda CMX ‘Rebel’ forks feature new springs
The 2020 Honda CMX weighs in at 191kg at the kerb, with an ultra-low 690mm seat height and 1490mm wheelbase.
Dale says the GT is a “great bike” with “world-class” fit and finish that makes it well worth the extra money.
“If it had another name on the tank, you could easily believe it came from one of the best manufacturers,” he says.
“The only part of the bike that appears cheap are the switchblocks which need a better choice of symbols and fonts.”
Here is Dale’s assessment of the CFMoto 650GT:
Engine
At 100km/h, the engine is running at 4000rpm which is 500rpm less than the MT.
I get about a very reasonable 4.3L/100km from the MT, so the GT’s economy should be a little better.
At highway speed, power delivery is good and it doesn’t feel like it is over-geared.In fact, it feels a little stronger in the mid-range than the MT.
Engine temperature shows it runs cooler than the MT which does tend to run hot in traffic.
It also feels cooler but this can be difficult to quantify as the temperature gauge does not indicate the actual temperature, only an LCD line.
Suspension
I would rate the GT’s suspension as the best of any CFMoto I’ve ridden.
It handles all manner of road bumps with ease and in general gives no cause for concern.
I would encourage CFMoto to add a preload adjuster cap to the fork, as these not only look good but offer a positive feature at little extra cost.
An Ohlins cap, spacer and spring kit costs the manufacturer very little and a lesser brand cap would add little to the bike’s overall cost, but more to its value.
The rear coloured spring is an attractive feature, but it would be great if it could be adjusted.
I would like to see a pin-type adjuster as used by Ohlins which is easy and simple to use.
Wheels, tyres and brakes
The German Metzeler tyres are a noticeable improvement over the Chinese CST Adrenos fitted to the MT.
They add stability under braking, cornering integrity, they cope better with bumps and undulations and they have better grip. I would imagine they would have superior wet too, but it hasn’t rained here for a while!
The 160 section rear sat on the 4.5-inch rim better than the MT, as well.
Braking power started out a bit poor but began to offer good bite and progression after about 800km.
If they have used the same compounds as the MT, it will be best around 2000km.
Features
The riding position on the 650GT is good and suits a wider range of people with a lower seat than the MT.
I note that some effort has been used to weight the footpegs and rubber mount them.
The left footpeg was in the way most times when I put the side stand down.
By the way, as a tourer, it needs a centre stand, especially with the left-hand side chain run, making chain lubing more difficult on the side stand alone.
The 650GT windscreen is perfect and the type of adjustment should be employed on the MT as it is more effective. Perhaps the robust MT system works better on rougher roads.
The fuel filler cap is much better than the MT as it stays in place during filling.
Mirrors are not as good as the MT as they vibrate. They need better weighting to reduce harmonics. Field of view is poor and there is not enough adjustment available.
Digital instrumentation are what you would expect on a more expensive bike with two layouts. I also love the way they change to night settings and are dimmable.
There is also a USB for charging your phone or GPS, which is essential for a tourer.
My only complaints are minor:
Like the MT, it needs a helmet lock;
It is difficult to tell the fuel and temperature gauges apart;
It was too easy to confuse the horn with the change button for the maps/dash layout; and
The rear axle nut is probably the biggest in the business and could do with at least 1cm shaved off.
Conclusion
This is a recommended option for anyone looking for a good-value, midsize road bike.
They should fit these with panniers from standard not only to fill in the rear aesthetically, but to truly live up to the “Grand Tourer” moniker.
CFMoto 650GT tech specs
Engine
Engine Type:
Two cylinder, inline 4-stroke, 8-valve, DOHC with counter balance
Capacity:
649.3cc
Bore & Stroke:
83mm x 60mm
Compression Ratio:
11.3:1
Fuel System:
Bosch EFI
Max Power Output:
41.5 kW @ 9,500rpm (LAMS Restricted)
Max Torque:
62 NM @ 7,000rpm
Gearbox:
6-speed
Clutch:
Multiplate wet
Chassis
Frame:
Tubular steel diamond frame employing engine as fully-stressed member
2020 Yamaha YZF-R15
2020 Yamaha YZF-R15
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2020 Yamaha YZF-R15
2020 Yamaha YZF-R15
2020 Yamaha YZF-R15
2020 Yamaha YZF-R15
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2020 Yamaha YZF-R15
2020 Yamaha YZF-R15
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