2022 CFMOTO 700CL-X Heritage Review

This 2022 CFMOTO 700CL-X Heritage is the first of three separate 700CL-X models – the 700CL-X Sport will arrive in late September while the 700CL-X Adventure will round out the trio by the close of 2021. 

But the importance of this spearhead goes further than its all-new model status, because it also marks a milestone as the Chinese brand’s first full-power, non-LAMS model in this country. 

CFMOTO has been beavering away in Australia since 2005, in that time progressing from an unknown entity with some scooter models, to boasting a broad range of learner-friendly, budget-priced motorcycles and a comprehensive line-up of ATVs, UTVs and SSVs. 

With its products sold in over 80 countries and a joint venture in place with KTM, it’s fair to say CFMOTO has big ambitions – and this 700CL-X range is yet another way point on the brand’s upward trajectory. 

So, what exactly do we have here and – more importantly – is it any good? 

Naked flame 

The CFMOTO 700CL-X Heritage is an all-new ‘neo-retro’ middleweight powered by a 693cc parallel-twin. 

The powerplant is essentially a stroked (by 3mm) version of the twin found across the brand’s 650 platform (650NK naked bike, 650GT sportstourer, 650MT adventure bike), and while the 693cc capacity places it outside of the Learner Approved Motorcycle Scheme (LAMS) framework, it also lends the model plenty of punch. 

How much, exactly? CFMOTO says this 700CL-X is good for 73hp (55kW) at 8500rpm and 68Nm at 6500rpm, in a package weighing in at a claimed 196kg (wet). That’s 18hp (13kW) and 6Nm more than its 650 siblings. 

Featuring Bosch electronic fuel injection, a ride-by-wire throttle (with Eco and Sport ride modes), a slipper clutch and forged pistons, the unit is held by a chromoly tubular steel frame with an aluminium swingarm. 

Suspension is courtesy of a fully adjustable 41mm KYB inverted fork and KYB monoshock, the latter adjustable for preload and rebound. And there’s a single-disc brake front and back, with J.Juan calipers. J.Juan is a Spanish brake company now owned by Brembo, and it produces brake components from facilities in both Spain and China. 

The brakes are backed by an antilock system from Continental, while other features include a full LED lighting package with auto headlight function and daytime running light, a 75mm-diameter LCD instrument display, and electronic cruise control. 

Related reading:
Budget-friendly CFMOTO 800MT range coming soon
CFMOTO launches ZEEHO electric mobility brand
CFMOTO unveils 1250TR-G grand tourer

Unique styling 

Whatever preconceived ideas you may or may not have regarding Chinese automotive products, this CFMOTO 700CL-X Heritage is one striking machine. It’s got a neo-retro look all its own, although the more you look at it the more you can draw parallels with other avant-garde machines like Indian’s FTR 1200 or Husqvarna’s Vitpilen or Svartpilen. 

It's an edgy-looking thing and anything but bland, and there are a few factory accessories on offer too: a comfort seat, ‘bar-end mirrors, soft saddlebags, a headlight guard, a radiator guard, and a chain guard. 

But the LED lighting with DRL adds a touch of class and I especially like the model’s smooth and tidy tail section, with its nod to off-road antics thanks to the chunky Pirelli MT60RS dual-sport rubber. 

CFMOTO claims the model has an 80/20 split between its on-road and off-road ability, and with that rubber, its upright ride position, flat handlebar and reasonable 150mm of suspension travel, that’s probably about right. 

On the road 

With CFMOTO focussing on budget-priced, entry-level motorcycles to date, I found myself genuinely surprised by how much fun I was having aboard this 700CL-X Heritage after collecting it from Melbourne-based CFMOTO importer and distributor, Mojo Motorcycles. 

This feisty little middleweight is incredibly easy to ride yet engaging and involving too. The 693cc twin spins up readily and while its midrange is reasonable, the fun really begins from 6000rpm and it keeps on devouring those revs right up to its 9500rpm revlimiter. 

This means the more input you give it – via the light-action throttle and an impressively slick-shifting six-speed transmission – the more you get out of it, and all to the stirring note of the surprisingly fruity exhaust. 

At 100km/h in sixth it’s bopping along at 4500rpm and vibration is nicely dampened throughout the rev range, its compact mirrors giving a clear view to the rear. 

The two ride modes, Eco and Sport, have two very distinct characters. Eco mode is essentially a rain mode, with softer throttle response and reduced output, meaning Sport mode will account for the vast majority of your time in the saddle. 

The fuelling does tend to ‘hunt’ a little at lower speeds (say 60km/h and below) in either mode (less so in Eco), but it’s not a huge issue (though one we'd like to see addressed). 

The upright ride position, meanwhile, sets you up for old-school bend-swinging fun. The cockpit is compact, however, and the sharply sculpted seat means you are locked into position, but it’s not too extreme and I was comfortable enough over the course of a day zipping around town and into the hills, despite my bulk and stature (90kg/188cm). 

It’s quite a short reach to the handlebar though and the seat height is low at 800mm, so it’s ideal for riders of up to average height as well as those stepping up from a lower-capacity entry-level machine. The accessory ‘comfort’ seat adds 20mm to the bike’s seat height. 

The 700CL-X Heritage has mid-mount footpegs and the cornering clearance is decent, and certainly sufficient to maintain some pace. Add in the control and leverage afforded by that handlebar, and a low centre of gravity, and there’s plenty to keep you smiling while throwing this bike from one corner to the next. 

The suspension, while a touch harsh over broken ground, nonetheless does a perfectly capable job of keeping things neat and tidy, and the bike’s neutral steering and nimble nature only encourage you to push harder – it's a real feelgood machine. 

Stopping performance 

At first I thought the brakes were a little lacklustre and in need of a twin-disc set-up up front, despite the braided line and raidal-mount four-piston caliper. It’s not bad, I just felt it could do with a little more power and feel. But after spending some time in the twisties, I’d say they’re well matched for this style of bike; they just need a decent squeeze at the lever to get the best from them. 

In any case, the looming CFMOTO 700CL-X Sport has a twin-disc front brake with four-piston Brembo (not J.Juan) calipers, so it’s as much a point of differentiation between variants as anything. 

Oh, and the Continental ABS system works well too, although I would have liked to have seen traction control also thrown into the mix. 

As for faults and foibles, the build quality is generally of a high standard but the switchgear is on the cheaper side – there’s no feedback from the various buttons or the indicator stalk to confirm you have selected a certain function. And the electronic cruise control icon doesn’t change colour to let you know if cruise is active or not, which can prove irritating. 

The self-cancelling indicators are a ‘dumb’ system – they simply switch off after a set period of time regardless of the riding situation – and while there is a USB charge outlet under the seat, there’s nowhere to store your phone (or even plus a lead in with the seat in place).

None of these issues are dealbreakers, mind you, but hopefully they will be addressed in due course. 

The LCD display is attractive and informative enough, providing info like actual and average fuel consumption, a clock, temperature, and a fuel gauge. Speaking of fuel, we recorded an average of 5.5L/100km, giving a modest range of 220km from the 13-litre fuel tank. 

Servicing is pegged at 1000km and then every 5000km, while the bike is backed by a two-year/unlimited-kilometre factory warranty, or three years if you have it serviced within the authorised CFMOTO dealer network. 

The verdict 

If this CFMOTO 700CL-X Heritage appeals, then I think you’ll appreciate what I’ve saved until last: its price. Because at $9490 ride away, it seems CFMOTO isn’t turning its back on its budget-friendly ethos, despite pushing into new performance territory. 

In comparison are rivals like the Benelli Leoncino 500 ($9390 ride away) and Benelli 502C ($9990 ride away), along with Yamaha’s XSR700 ($13,299 ride away). 

If you are looking for a middleweight roadster with engaging performance and a healthy features list for a relatively modest sum, put the CFMOTO 700CL-X Heritage on your test-ride list. Like me, you may be very pleasantly surprised... 

Specs: CFMOTO 700CL-X Heritage 

ENGINE 
Type: Liquid-cooled, eight-valve, four-stroke, DOHC parallel-twin 
Capacity: 693cc 
Bore x stroke: 83mm x 64mm 
Compression ratio: 11.6:1 
Engine management: Electronic fuel injection 
Emissions: Euro 5 

PERFORMANCE 
Power: 73hp (55kW) at 8500rpm 
Torque: 68Nm at 7000rpm 

TRANSMISSION 
Type: Six-speed 
Final drive: Chain 
Clutch: Wet, multiplate, slipper 

CHASSIS AND RUNNING GEAR 
Frame: Tubular chrommoly 
Front suspension: Inverted 41mm Kayaba telescopic fork, fully adjustable, 150mm travel 
Rear suspension: KYB monoshock, adjustable for preload and rebound, 150mm travel 
Front brakes: Single 320mm disc with J.Juan four-piston radial-mount caliper, ABS equipped 
Rear brake: 260mm disc with J.Juan twin-piston caliper, ABS equipped 
Tyres: Pirelli MT60RS; front 110/80R18, rear 180/55R17 

ELECTRONICS 
Ride-by-wire throttle, Eco and Sport ride modes, ABS, electronic cruise control, full LED lighting with DRL 

DIMENSIONS AND CAPACITIES 
Rake: 24.3 degrees
Trail: 102.5mm
Claimed wet weight: 196kg 
Seat height: 800mm 
Wheelbase: 1435mm 
Fuel capacity: 13 litres 

OTHER STUFF 
Price: $9490 ride away 
Warranty: Three years, unlimited kilometres (if serviced within authorised dealer network) 
Colours: Coal Grey or Twilight Blue 
Test bike supplied by: CFMOTO Australia