2022 CFMOTO 700CL-X Sport Review

Is anyone else wondering why a Chinese manufacturer like CFMOTO is building motorcycles with more displacement than is necessary to appease their domestic customers? In a market where necessity trumps grandeur, it’s easy to prioritise big-volume sales from small machines, and the joint venture that KTM and CFMOTO embarked upon in 2013 has successfully sold a tonne of small capacity bikes with KTM branding in China.

Now they plan to make available the largest and most powerful motorcycles ever produced by a Chinese manufacturer. With a 150,000sqm manufacturing facility behind them, and an R&D team spread across 5 countries, there is no doubt CFMOTO is aiming for premium global status. But will they be able to diminish the stigma attached to Chinese-manufactured vehicles?

Already dominant in the ATV & SXS sector, CFMOTO has, up until now, had 7 motorcycles available in its line-up, all of which are LAMS approved. With a price range of $3,490 - $8,490 ride away, the styling varies between fully-faired sport, naked, adventure tourer and grand tourer, and are a popular option for learner riders and those on a budget.

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The 2022 CFMOTO 700CL-X (CL is short for Classic, and X stands for infinite possibilities) range of ‘neo-retro’ cafe racer motorcycles are CFMOTO’s first full-powered offerings. The line-up consists of Heritage, Adventure, and Sport, with prices ranging from $9,490 ride away for the Heritage, up to $10,490 ride away for the Sport.

Aesthetically, people will either love it or hate it. Its style is simple yet lively, imploring you to take another look. It’s stance and composition is similar to the Husqvarna Vitpilen 701 (KTM owned), which is no longer available in Australia. Potential buyers might also be considering a Ducati Scrambler Icon, or the Yamaha XSR700, priced at approximately $15,000 and $13,000 respectively. As the Yamaha is LAMS approved, let’s say the Ducati is its closest competitor…

The 2022 CFMOTO 700CL-X Sport is powered by a 693cc liquid-cooled parallel-twin, and the Ducati is an 803cc air-cooled L-Twin. On paper, the difference in power between the two bikes is negligible, with the CFMOTO claiming 73hp at 8,500rpm and 68Nm of torque at 7,000rpm, while the Ducati claims 73hp at 8,250rpm and 66.2Nm at 5,750rpm. Not bad considering there’s around $4,000 difference in price.

The CFMOTO 700CL-X doesn’t fail an up-close inspection either. Beginning at the bike’s front-end, the ultra-modern headlight and indicators are attractive, and the integrated radiator is neatly housed. CNC-machined alloy fins hug the side of the steel frame behind the radiator, and the rounded tank is nestled above, almost intertwined with the frame.

Clip-on handlebars engender cafe racer style, and are finished with an attractive set of round bar end mirrors. The solo seat is nice, and leads seamlessly to where the stubby subframe is tucked away within a neat tail fairing section. The header pipes are good looking, and the exhaust is discreet in both appearance and sound output.

Coming out of months of grinding lockdowns in Melbourne meant I was in need of some twisty blacktop therapy, and the 700CL-X Sport proved to be a willing companion. I was immediately comfortable with the 795mm seat height (I’m only 5”3’), and there was no straining to reach the grips on the clip-on bars.

The 693cc parallel-twin with Bosch EFI comes to life instantly and warms itself up with a gentle purr. Clutch action is light as a feather and 1st gear engages with certainty. Getting off the line and shifting through gears is a seamless exercise.

It took me about 20 minutes to realise I was in Economy mode, so I immediately switched to Sport mode, closely watching the km/l reading. There is a noticeable power difference between the riding modes, but fuel economy (according to the digital reading) only alters slightly.

Sport mode is lively, but ever so predictable, and once you’ve used it Eco mode feels comparatively flat. Novelty aside, I can’t see a need for the two modes. The 75mm LCD relays information honestly, and cruise control is a nice addition.

The bar-end mirrors are strong, with a flick back mechanism in case you clip something. Their vision is clear, with minimal blur as the motorcycle runs so smoothly. Nought to 4,000rpm is a bit ho-hum, but as the revs increase so does the grin. I found the sweet spot for torquey power between 6,000 and 9,000rpm. Keeping it on the boil here makes for a very satisfying rider experience, with minimal fatigue.

The electronic throttle is responsive, and the lightweight forged pistons partner with the slipper clutch to aid engine inertia. The brakes consist of twin 320mm petal discs up front with Brembo Stylema M4.30 four-piston calipers, and a 260mm disc with a Brembo twin-piston caliper at the rear. I gave the brakes a serious thumping and was surprised by their potency, as well as the discreet yet effective Continental ABS.

The 16.5kg split tubular steel frame and 6.7kg alloy swing arm help keep the weight down, and ensure well-balanced ergonomics. The turning circle is wonderfully petite, and steering feels precise in all applications.

Front suspension consists of fully adjustable 41mm KYB upside-down forks with 150mm travel, and there is a KYB shock with 150mm travel, with preload and rebound adjustment. The standard settings worked well for me (small and light), but a larger rider might benefit from some extra support. The Maxxis Supermaxx MA-ST2 tyres offer more grip than you need for the horsepower on hand, and perform well in the wet too.

If your budget is anywhere around the $10k mark the 700CL-X Sport offers plenty of bang for your buck. All aspects of the package work harmoniously, and the result is an abundance of dependable fun. A feather in CFMoto’s ever expanding cap.

Specs: CFMOTO 700CL-X Sport

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 6500rpm 

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: 320mm petal discs with radial-mount Brembo Stylema M4.30 four-piston calipers, Continental ABS
Rear brake: 260mm disc with Brembo twin-piston caliper, Continental ABS
Tyres: Maxxis MA-ST2; front 120/70-17, rear 180/55-17 

DIMENSIONS AND CAPACITIES 
Rake: 24.3 degrees
Trail: 102.5mm
Claimed wet weight: 205kg 
Seat height: 795mm 
Wheelbase: 1436mm 
Fuel capacity: 13 litres 

OTHER STUFF 
Price: $10,490 ride away 
Warranty: Three years, unlimited kilometres (if serviced within authorised dealer network) 
Colours: Nebula White or Velocity Grey
Test bike supplied by: CFMOTO Australia