CFMOTO Australia will be running a host of demo ride days over the next few months, across quite a few states, in partnership with TeamMoto and their dealership network, spanning February to April.
2024 CFMOTO Papio XO Racer
Whether a TeamMoto regular or a rider less familiar with CFMOTO, all are welcome to, with the Demo Ride Days presenting an excellent opportunity to sample some of the latest offerings from the world’s fastest-growing powersports brand, which now offers an extensive range of motorcycles.
You can join by registering your spot at one of the selected dealerships, with a full list of dates listed below:
(Note: Only February dates are currently accepting entries)
3rd February 2024 – 10:00 am to 2:00 pm
2nd March, 2024 – 10:00 am to 2:00 pm
20th APRIL – 10:00 am to 2:00 pm
CFMOTO models available for test rides include the XO Papio Racer, 150NK, 300NK, 300SR, 450SR, 650NK, 800MT Explore. However not all bikes are available at all dealerships, and ensure you book for your preferred dealership.
If your desired bike is not available at your preferred dealership, please contact them, and they may be able to arrange a private test ride for you.
CFMOTO 650NK
The CFMOTO Demo Rides offer a great opportunity to take the latest and greatest motorcycles from the range for a spin, with staff on hand to answer questions or offer additional insights.
There will also be an In-Store Sale, with special promotions and discounts on parts and accessories, available only to attendees of the test ride event, as well as exclusive spot prizes to be won on the day by just registering and attending an event.
Plus you can meet your local riding community, and connect with fellow motorcycle enthusiasts and share your passion. So don’t miss out on this exciting opportunity.
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.
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.
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.
What do you think?
Drop a comment below letting us know what you think, and as ever – stay safe on the twisties.
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.)
During our full day of testing eight different CFMOTO models, we played games like Avoid the Tar Snake and Tag the Flag.
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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.
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.
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).
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.
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.
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 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.
Several 2022 CFMOTO motorcycles ready for testing (left to right): 700CL-X Sport, 700CL-X, 300SS, and 650 ADVentura (with optional top box).
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.
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.
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.
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
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.
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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 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 CFMOTO300NK / 300SS
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.
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.
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.
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 CFMOTO650NK / 650 ADVentura
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.
For the 650NK, choose from Nebula White with high-viz wheels or Nebula Black with black wheels.
Ratcheting up the price – $6,499 for the NK (Nebula White or Nebula Black) and $6,799 for the ADVentura (Athens Blue or Nebula White) – brings higher specification. Both have brakes made by J. Juan, a Spanish supplier owned by Brembo, with dual 300mm discs up front with 2-piston calipers and a single 240mm disc out back with a 1-piston caliper. Continental dual-channel ABS is standard, and 17-inch cast wheels are shod with premium Pirelli Angel GT sport-touring tires.
The 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.
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 CFMOTO700CL-X / 700 CL-X Sport
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.
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.
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.
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 CFMOTO650 ADVentura
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.
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.
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.
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.
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.
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.
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.
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
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.com, CFMOTO USA on Facebook, CFMOTO on Instagram
You can listen to Episode 40 on iTunes, Spotify, 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.
Somewhere over the past 17 years that Chinese-made CFMOTOmotorcycles 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.
Motorcycle Test by Wayne Vickers – Images RbMotoLens
CFMOTO 700 CL-X Sport
Two blokes within ten minutes stopped and asked us about the bike when we were shooting the pics. “What is that mate? It looks awesome, is it a custom?” Both were amazed when I told them it was a production bike. Then positively gobsmacked when I told them it was by CFMOTO – a Chinese brand. Both guys owned Ducatis. One hung around poring over the bike and asking questions for another 10 minutes. He has a Paul Smart in the shed. If you reckon Chinese bikes aren’t there yet from a design or build level point of view – I’m telling you that you need a rethink. They look pretty bloody good in the metal. Feel solid on the go too…
The CL-X700 Sport got plenty of admiring glances and remarks
Mechanically it’s basically the same as the 700 CLX Heritage I reviewed not long back. The CL stands for Classic I’m told, and the X represents infinite possibilities. The marketing book says they’re going for a neo retro cafe racer vibe. Which, while being a bit of a mouthful, sums up the look quite nicely.
CFMOTO 700 CL-X Sport
It has the same engine and driveline as the Heritage model, with different styling, clip-ons and brakes etc. This is the sportier version. Hence, well… being called Sport. Thanks captain obvious. Twin discs up front versus a single on the Heritage, it also has a slightly more aggressive ride position and a firmer, flatter seat. Supposedly it has a pillion seat, but not really one that’s usable for any human I know… It’d work ok as a spot to stick a tail bag though I guess. If that’s your thing.
CFMOTO 700 CL-X Sport
Now I really enjoyed the Heritage variant during the time I had it, it had a lot of character on the road. So I was looking forward to getting to know the Sport. Despite sharing so much mechanically, I can tell you that they do feel quite distinctly different.
CFMOTO 700 CL-X Sport
Going back to styling. The partnership with Kiska (the guys who do KTMs styling), is obviously paying dividends. There are angles where this thing looks seriously good – hence the admirers mentioned in the opening paragraph. And lots of genuinely nice details. The whole seat and tail unit in particular is beautifully executed. As an overall package it really is quite distinctly unique – which is not an easy ask. Material choice is solid and finishes look excellent. Even the faux carbon finish looks good I reckon. It’s clearly not carbon. It’s sort of not even pretending to be. But the Matt-satin finish seems to suit the bike perfectly along with some nice alloy accents here and there. The headlight looks ace on this variant too and throws out some good light too. It’s not just for looks.
CFMOTO 700 CL-X Sport
It shares the same dash as the Heritage, and it’s a nice enough design that works – so no issues there really other than the fuel gauge sneaks up on you a bit as it gets towards empty. The same switch-gear adorns both models. Like the heritage I found some of the controls a bit devoid of feedback; And I somehow kept tagging the horn unexpectedly with my thumb. Often it was after using the cruise control, when in the process of repositioning my hand on the grip. Though that’s where the cockpit similarities come to and end.
CFMOTO 700 CL-X Sport
Where the Heritage has a more upright sweeping bar setup and high mirrors, the Sport opts for clip ons and bar end mirrors. Those mirrors seem to work ok too surprisingly – they aren’t big, but they do get the job done. The ride position as a result of the clipons being noticeably lower is sportier without extreme. Bearing in mind that the pegs remain in the same location on both variants. The seat is 5mm lower at 795 mm which means standover is more than comfortable and in town manoeuvrability is excellent.
CFMOTO 700 CL-X Sport
Did I mention the brakes are Brembos? Oh yeah – that’s definitely a thing. Stylemas no less. And they work just fine. As does the ABS. And the slipper clutch.
CFMOTO 700 CL-X Sport
I found that the exhaust note on this bike seemed a little quieter than the Heritage – though it looks to me to have the same set-up. Maybe I just wanted it to be a bit rortier.
CFMOTO 700 CL-X Sport
The seat is noticeably flatter and immediately gives it more of a cafe racer vibe. On the go, that firmer seat certainly transfers more information to your freckle than what is soaked up on the Heritage. It really is quite firm. Not the bike to travel around Australia on then probably. I was looking for a rest and stretch after only an hour and a half. I did notice that there’s a ‘high rider’ seat as an optional accessory – could be worth a look.
CFMOTO 700 CL-X Sport
The KYB 150 mm suspension at both ends are slightly underdone. While being fully-adjustable up front ,and adjustable for preload and comp out back, they don’t quite offer the rebound control I’d like – though it’s not nearly as bad as a certain red naked bike I rode recently that costs almost twice what this does. So take that into context. I played with the clickers a bit but didn’t find a setting that was noticeably better than standard.
CFMOTO 700 CL-X Sport
As far as handling goes, on a reasonably smooth road it changes direction well, tips in nicely and holds a good line. The Maxxis MA ST2s offering good feedback and feel. Big bumps did unsettle it, but not in an unexpectedly bad way.
CFMOTO 700 CL-X Sport
Where I did run into a challenge was when pushing harder and trying to lay some black lines down. The power delivery is a bit of a head scratcher. While it might ‘only’ put out 73 horsepower, the way it kicks in from around 4 grand really takes some getting used to if you’re trying to hustle along. There’s a noticeable step up in out-put and much like VTEC being polarising for riders, you’re probably either going to really dig it or find it unsettling.
CFMOTO 700 CL-X Sport
Whereas I found that kick a bit of fun on the Heritage, I found it distracting on the Sport because I wanted to ride it faster. And for me, faster needs to be smooth. I don’t think it ever unsettled the bike – but I’d much rather the aggressive delivery was tuned in a way so you can open the taps more progressively. I suggested as such in the Heritage review, but the sport would benefit from something like a Power Commander or a retune even more than the Heritage. In doing so you’d fix what is really the only major gripe I have with the bike. And you’d do it for not much money I’d expect…
CFMOTO 700 CL-X Sport
Speaking of money. This is where it ramps up another notch in the ratings stakes. Because at just on ten and a half grand it represents amazing value. You’re starting to get up towards Triumph Trident territory in terms of money (they’re a bit over 12 big ones), and they’re an incredible bike for the coin. But remember that the Trident is a LAMS bike in Australia and as such is limited to the 53 hp version. This CFMOTO jigger has almost half as much power again… and with a tune… could represent the bargain buy of the year. And then you could throw on a nice conical muffler and liberate some more sound. And throw some proper sticky tyres at it…
CFMOTO 700 CL-X Sport
Why I like the CFMOTO 700 CL-X Sport…
Value, value, value
Styling is very nicely executed
Such a great base that could be even better with a few tweaks…
CFMOTO 700 CL-X Sport
I’d like the CFMOTO 700 CL-X Sport more if…
That power delivery was ironed out a bit. Then it could be punted hard
CFMOTO Australia’s first fully faired sports bike, the 300SR, will be arriving in a new tri-colour colour scheme, featuring orange, blue and white livery for 2022, while retaining the ultra competitive $5790 Ride Away price point the successful model is famous for.
CFMOTO introduce new tri-colour 300SR for 2022
The striking new design joins Nebula Black and the traditional CFMOTO Turquoise Blue in the Australian line-up.
A current special offer sees customers receive a free CFMOTO helmet and jacket valued at $349 with every 300SR purchase until February 28, 2022 includes the new tri-colour variant.
CFMOTO 300SR in Turquoise Blue
The CFMOTO 300SR runs a liquid-cooled, fuel-injected single-cylinder as part of its LAMS package with linear power and torque curves – great for learners and commuters.
CFMOTO 300SR in Nebula Black
With impressive styling, an underslung exhaust, 780 mm seat height, 37mm upside-down forks, J. Juan brakes, Continental ABS, TFT display, LED lights, switchable ride modes and mobile phone connectivity, it is a very impressive package for the money and tips the scales at a light 165 kg.
For further information on the 300SR and promotion head to www.cfmoto.com.au or contact your CFMoto Dealer.
CFMOTO 300SR
2021 CFMOTO 300SR Specifications
2021 CFMoto 300SR Specifications
Engine
Single cylinder, 4-stroke, liquid cooled, 4-valve, DOHC with balance shaft
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.
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)
Motorcycle Review by Wayne Vickers – Images by RBMotoLens
This is third CFMOTO I’ve tested in recent times and I’ll say straight up that the CFMoto 700CL-X Heritage is the best of them so far. To start with, it’s not a LAMS bike, so it has noticeably more poke.
CFMoto 700CL-X Heritage
However that aside, I reckon the build quality and design are an overall step up as well. It’s seriously not far from being a genuinely bloody good thing. Not just good for the price, but proper good.
The CFMoto 700CL-X Heritage marks a step forward for the brand
But what exactly is it? Well, they’ve focussed the 700CL-X at the ‘classic’ retro naked segment with the brand’s first full power bike and one they describe as a bit of a watershed moment. It’s the product of their newest R&D office and production facilities. I think it shows.
A number of elements stand out, like the use of X’s in various places
The design has some really nicely executed elements and overall reminds me a little of the Indian FTR, which is no bad thing. It just tones the butch down a little from the FTR and aims things further on-road even though it arrives with chunky treaded tyres for a bit of that scrambler look.
The leather seat is another nice inclusion on the CFMoto 700CL-X Heritage
The materials overall look nicely finished. Nothing looks like it’s been built to a cost even though it obviously has. Nice aluminium panels, a lovely leather seat, well resolved touches everywhere. The more you look the more you see. Are those braided lines? Why yes. Yes they are. It looks pretty trick!
The CFMoto 700CL-X Heritage’s engine is noticeably more powerful than the LAMS 650s
That 693 cc engine is a much more lively lump than the LAMS 650 donks. It throws out just under 75 ponies and 70 Nm of torque and does so in a lively manner. It has a meaty exhaust note from that stubby little can; and a surprisingly rorty intake note.
Claimed power is 75 hp and 70 Nm of torque
Get up it and the bike growls underneath you. And it revs nicely too. Peak power coming in at around eight and a half grand. Unlike the 650s, the mode button on this jigger transforms the engine. Eco mode cuts power by a decent margin and has a super soft throttle feel. It feels more like a wet map to be honest. Very smooth.
Eco mode offers a decent reduction in power in the 700CL-X
Given that the bike has no traction control, you could easily use this as a wet map if you were so inclined. Newer riders would likely see a benefit there.
Sport mode is where the fun is at however
Flick it to Sport mode though and it comes to life. It’s night and day. Apparently it’s just timing and fuel that changes, but it feels like a whole different engine.
In old school terms, it feels like another butterfly is opening up or another injector coming online when you give the throttle a decent twist – there’s a noticeable kick as it responds. It’s akin to the feel of VTEC kicking in. It’s good fun on the road!
A Power Commander could do the trick in smoothing out Sport performance
The fueling isn’t perfect in Sport mode though – I found it a bit snatchy down low. Nothing that’s a deal breaker, it has certainly got some character which I kinda like. But it could be improved. To the point that I couldn’t help but wonder how good the bike could be with maybe a Power Commander thrown on… It might make it a better wheelie bike too.
A shorty exhaust after the collector delivers a rorty note
It didn’t feel totally comfortable on the back wheel with the fuelling the way it was and I had trouble finding the balance point.
Fuelling on the CFMoto 700CL-X Heritage could be better, notably while undertaking some antics
The rest of the controls are all pretty solid. Nice slipper clutch and box. I found some of the switchgear a bit devoid of feedback, especially the indicator switch, but did like the round dash design. With the headlight design it took us a while to spot the X and there’s a few of them sprinkled throughout the bike. I especially liked the seat-tail unit design.
Switchgear feedback wasn’t the best on the CFMoto 700CL-X Heritage
Speaking of, it’s quite a comfy seat, my buttometer was happy for solid 60+ minute stretches, but it did start looking for a rest after several hours on the photoshoot day. I don’t think it’s the seat though that’s the issue there.
A look through the dash settings on the CFMoto 700CL-X Heritage
I think the KYB rear suspension is maybe a touch underdone in terms of rebound control. I didn’t notice it at first, but certainly after a solid day on the bike, it was showing up. It’s just a little on the harsh side.
Nothing to stop most people from climbing aboard, because most people probably wont spend four or five hours in and out of the saddle in a single stint. You’ll also be getting off to refuel anyway. That 13 L tank won’t get you far past 250k’s, which gives you an idea of how they think people will use it. And I don’t think that range is an issue, particularly for this bike. Standard cruise control helps keep your licence intact on any highway commutes.
The tank holds 13 L which should be enough for most between stops
Brakes wise, I was initially thinking it should have a pair of discs up front when I first got aboard, but the single J.Juan unit works and showed no signs of being an issue. If I was going to be charging hard, often, it might be something to consider. But then.. it has a sister model called the 700CL-X Sport and it has twin discs, so if that’s your bent – go for that one. Continental supplies the ABS smarts.
The single disc also did the job, with the Sport version running two
Handling wise it rides pretty damn well. Those tyres are quite a high profile, so it tips in eagerly and is composed and stable throughout the corner, feels nice and light on change of direction too. No problems there. I was starting to really enjoy repeated runs of a twisty section for the pics. If only the cars would have buggered off I could have had some real fun…
The ride was nice too, with the rear shock a little harsh after a day in the 700CL-X saddle
So then the only remaining question is how much – and this is where it shines even further. $9,490 ride-away (or $10,490 for the Sport). Exqueese me? Seems unpossible. There’s a whole lot to like here.
The CFMoto 700CL-X Heritage offers exceptional value at under $10k in Australia ride-away
People would be doing themselves a disservice by looking past this bike. And a Power Commander or something along those lines along with a decent tuner could make it even better I am sure. All in all I give it two thumbs up.
The future is looking good for CFMOTO I reckon. I wonder how good the 800MT is going to stack up…
The details are a testament to the CFMoto 700CL-X Heritage’s evolution from the more basic LAMS 650s
Why I like the CFMOTO 700CL-X Heritage:
Overall its very nicely styled and well built
That engine has got some character – and poke
Nice exhaust note for a stocky too
Such a great package for under ten grand
Imagine it with a power commander and tune…
700CL-X criticisms are sparse, better fuelling in Sport mode and some tuning of the shock
I’d the CFMOTO 700CL-X Heritage more if:
The fuelling could be better in Sport mode
And the rear suspension could have better rebound control for stints beyond a couple of hours
