2022 CFMoto Motorcycle Lineup First Ride Review

[Hugh Janus]

The 300SS is CFMoto’s top-selling motorcycle so far. (CFMoto/)

As you no doubt read in the 700CL-X first ride review story, CFMoto is out to change the stigma that Chinese motorcycles are garbage. This mission complicates marketing efforts, as the Hangzhou-based firm already competes with the Japanese Big Four and European brands among the middleweight and beginner bike segments. We found few faults with the 700CL-X and 700CL-X Sport, which directly compete with bikes like the Yamaha MT-07, Kawasaki Z650, and the Ducati Scrambler 800 lineups, to name a few. These bikes vary widely:

• Papio, a <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-honda-grom-first-ride/">Grom</a> and <a href="https://www.cycleworld.com/story/buyers-guide/2020-kawasaki-z125-pro/">Z125</a> competitor that focuses on the fun factor of two wheels.
• 300NK, a lightweight naked targeting newbies.
• 300SS, same as above but with fairings.
• 650NK, another midweight naked with modern styling, unlike the retro 700CL-X.
• 650 Adventura, an attempt at a midweight <a href="https://www.cycleworld.com/dual-sport-adventure-motorcycles/">adventure bike</a>.<br/>

Although new to America, these bikes, which focus on offering more value with an entry-level price point below the competition, have all launched in other international markets over the past few months. While testing the 700CL-X, we also got seat time aboard these five bikes on CFMoto’s private 1.2-mile test track in St. Cloud, Minnesota, a track also used by police operations and overlooked by the Minnesota Correctional Facility, a maximum security prison that opened in 1889. CFMoto is known for its CForce ATVs and ZForce side-by-sides and one that has close ties to KTM (though despite rumors, KTM doesn’t build any of the engines for these motorcycles).

2022 CFMoto 650NK and 650 Adventura First Ride Review

The 650NK feels nearly as good as the 700CL-X, though its 60 hp parallel twin is down 12 horses. (CFMoto/)

The 700CL-X lineup was fairly impressive for CFMoto’s first entry in the standard and retro midweight segments. The same can be said for the 650NK, the non-retro-styled standard in the lineup, which is also offered in an Adventura style discussed later. The price point here is the same as the 700CL-X base, $6,499. What you lose in displacement you gain in other areas, such as the 5-inch TFT gauge display and additional fuel capacity.

Powering the 650NK is a 649cc liquid-cooled DOHC parallel twin producing 60 hp at 8,750 rpm and 41.3 lb.-ft. of torque at 7,000 rpm. That’s 14 hp less than the 700CL-X, though it weighs 454 pounds wet, 3 pounds up on the 700CL-X Sport. This greater weight in a smaller bike is largely due to the extra 1.1 gallons of gas in its 4.5-gallon tank.

The 650NK has upright bars that put riders in an optimal position for both comfort and control over the midweight. (CFMoto/)

This engine is also lively, but missing the more aggressive mid-rpm grunt of the 700. In 20 laps on a 650NK the only place the 700 had the edge was on the straights, where that extra power truly showed. But in the areas where this bike will typically be used, in-town riding with some occasional backroad fun, the engine delivers as a parallel twin is expected.

The 650NK’s cockpit features a full-color 5-inch TFT dash. (CFMoto/)

The 650NK also arrives with Eco and Sport modes, switchable while riding and easily observed on the 5-inch TFT color dash. The fueling from the Bosch EFI was spot on, and felt more refined than the 700 lineup. The six-speed transmission with its slipper clutch didn’t botch while running up or down through the gears. Clutch pull was also light and easy, something new riders will appreciate immediately.

The 650NK arrives with J.Juan dual 300mm disc brakes, which performed flawlessly for this model. (CFMoto/)

The 650NK arrives with KYB suspension, with a side-aligned rear monoshock featuring preload adjustability. Although the bike felt stable and solid, it was softer and didn’t provide as much feel at the controls as its CL-X family members. That said, the bike felt planted for an 180-pound rider, though heavier riders might want more damping from the suspension. As expected, it turns in quicker thanks to its shorter 55.7-inch wheelbase versus the 700′s 56.5 inches.

A backside look at the 650NK showing the swingarm and underslung exhaust. (CFMoto/)

What did impress was the J.Juan brake setup, with its dual 300mm discs up front squeezed by two-piston calipers and a single 240mm disc and single-piston caliper out back. This doesn’t sound as aggressive as the Brembo Stylemas, but on this platform, the J.Juan’s functioned flawlessly even after some serious flogging. The ABS also performed without issue on dry and wet surfaces alike; luckily a typical 15-minute Midwest downpour arrived and allowed us to test the braking system in honest weather.

The bike arrives with a 4.5-gallon fuel tank, which is up 1.1 gallons on the retro-styled 700CL-X models. (CFMoto/)

The 650 is also offered in an adventure model, aptly named the Adventura. The NK was good fun, but the Adventura model didn’t speak to us as strongly.

We liked the 650NK, but this variation of it in ADV style threw off lots of heat and just didn't feel as good. (CFMoto/)

CFMoto basically equipped the 650NK with adventure-style bodywork and a longer touring seat, adjustable windscreen, hard-sided panniers, and a 4.8-gallon fuel tank. All of this adds 15 pounds to the overall wet weight; the Adventura tips in at a claimed 469 pounds. This weight difference isn’t noticed, but the longer wheelbase of 56 inches, versus 55.7 inches, and a taller seat height of 33 inches, versus 30.7, provide a slower overall feel.

Unlike typical adventure-style motorcycles with 19-inch front wheels, the 650 Adventura arrives with a 17-inch front wheel. (CFMoto/)

This bike needs more refinement to compete with other adventure-style uprights in this space, such as the Suzuki V-Strom 650. The biggest gripe with the Adventura was the heat; bodywork seemed to funnel the engine heat directly on the top of the gas tank, which kept riders toasty on both the track and the highway, a persistent annoyance.

A look at the 650 Adventura’s cockpit, which blocks much wind for riders. (CFMoto/)

But with an MSRP of $6,799, more than $2,000 less than the V-Strom 650, many entry-level riders may be able to live with the engine heat. It may even be a positive for those in colder climates.

A good styling overview of this 469-pound adventure bike. (CFMoto/)
The seat heat of the 650 Adventura is similar to other middleweight adventure bikes with a 33-inch height. (CFMoto/)
Pricing is $6,799 for CFMoto's first adventure bike, a price point of about $2,000 cheaper than the main competitor, Suzuki’s V-Strom 650. (CFMoto/)

2022 CFMoto 300SS and 300NK First Ride Review

The quality of the 300SS impressed, though the riding position didn’t. (CFMoto/)

The CFMoto 300SS and 300NK were designed to be less expensive than other entry-level sport motorcycles, undercutting the Suzuki GSX250R, Honda CB300R and CBR300R, Yamaha YZF-R3, and the Kawasaki Ninja 300 and 400. These Japanese machines basically slot in around $5,000 MSRP, but the CFMoto 300s with their trellis frames and parallel twins are offered for around $4,000.

A look at the 300SS cockpit. It takes some stretching to reach those mirrors. (CFMoto/)

Like the 700CL-X and 650 lineups, the 300 series are available in two flavors, the 300NK and the 300SS. They’re basically the same, except the SS is wrapped in full bodywork, has a slightly lower fuel capacity at 3.1 gallons versus 3.3 on the 300NK, and has a lower seat height of 30.7 inches versus 31.2 inches. The bodywork also raises the 300SS’ weight to 364 pounds (claimed), 31 pounds more than the NK.

The 29 hp 300NK is a super-capable entry-level sportbike and provides much more comfort than the 300SS. (CFMoto/)

Suspension duties for both bikes are handled by an upside-down fork, a center-aligned monoshock, and 17-inch wheels (110/70; 140/60). Stopping is handled by a single 300mm disc and a four-piston caliper up front and a 245mm disc and single-piston caliper out back. Continental ABS is standard on both bikes.

The 300SS and 300NK are powered by CFMoto’s 292cc single-cylinder liquid-cooled DOHC engine producing a CFMoto-claimed 29 hp at 8,750 rpm and 18.7 lb.-ft. of torque at 7,250 rpm. For entry-level machines, the power is similar to the other single competitors, such as the GSX250R at 24 hp and the Honda CB300R at 31 hp.

A look at the upright position of the 300NK's cockpit and its 5-inch TFT display. (CFMoto/)

This CFMoto engine features Bosch EFI, and is mated to a six-speed transmission with a slipper clutch. The single ran smoothly during time on track, and the bike is geared properly for a wide range of riding, from in-town to the highway. A wide-open top speed of 87 mph was achieved with the 300SS on the track’s short straight; the midrange seems revvy enough to keep riders moving smoothly through downtown traffic.

Braking on both worked as expected; it doesn’t take much to slow such lightweight machines down. Suspension responded with an overall character similar to the Ninja 300.

The 300SS bodywork was clean, though the lines may be questionable. (CFMoto/)

The 300s get the same 5-inch TFT color display as the 650s; layout is simple and intuitive and offers all standard data in full color.

Again, the NK seems like the better machine here. Its upright ergonomics felt more comfortable than the SS, which has a long reach and mirrors that take some effort to reach and adjust. The NK’s upright controls also allowed for quicker and smoother steering inputs and a feel of more control overall.

The 300SS may be more appealing to some, but this bike does a better job of handling and comfort. (CFMoto/)

The price difference is also there; the 300NK’s MSRP is $3,999, and the 300SS’ is $4,299. If appearance is your thing, the 300SS may be worth the extra 300 bucks. And from CFMoto’s sales claims, appeal is a factor; to date, the 300SS is the brand’s No. 1 seller worldwide, says CFMoto.

But if you’re looking for more control and everyday drivability, the NK is a more than capable entry-level naked sportbike. We really want to ride this machine back to back with the GSX250R and Honda CBR300.

A side look at CFMoto's top-selling motorcycle to date. (CFMoto/)
The styling blends well with other Japanese entry-level sportbikes. (CFMoto/)
The seat height is just 30.7 inches versus the 31.2-inch height of the 300SS. (CFMoto/)
The 300NK's swingarm blends well with the trellis frame chassis. (CFMoto/)
A single 300mm front disc squeezed by a four-piston caliper is more than enough to slow this bike down from its top speed of around 85 mph. (CFMoto/)

2022 CFMoto Papio First Ride Review

CFMoto doesn’t just want to go head-to-head with entry-level sportbikes and midweight nakeds; it also wants to take on the mini streetbike category with its Papio, a direct competitor to the Kawasaki Z125 Pro and the hugely popular Honda Grom. A look at Honda numbers explains why; shortly after being introduced in 2014, the Grom became the firm’s top-selling streetbike in the USA. And last year, when Honda launched its third-generation Grom, the Japanese OEM reported that it had sold over 750,000 Groms worldwide.

CFMoto’s Papio competes directly with the Honda Grom and Kawasaki Z125 Pro, its unique selling point being a six-speed transmission helping spread out all 9 hp. (CFMoto/)

What makes the Papio different are its price and its gears. The current five-speed Grom sells for $3,499, and the four-speed Z125 Pro for $3,399, but the Papio is sold for $2,999 and features a six-speed transmission. The six-speed is mated to the only air-cooled engine in CFMoto’s lineup, a 126cc single-cylinder producing 9 claimed horsepower at a screaming-lawn mower 8,500 rpm and 6.1 lb.-ft. of torque at 6,500 rpm. This equates to slow-speed fun on a 251-pound machine with 12-inch wheels. After you’re bored doing wheelies and stoppies, get into full tuck downhill in sixth gear, and you’ll see 64 mph.

CFMoto Ride App

CFMoto’s Ride app, touted as “the ultimate digital garage,” is worth mentioning. When hooked to the bikes with the 5-inch TFT display (not yet available on the 700CL-X models), CFMoto says it should offer loads of information, including total mileage, top speed, acceleration, cornering stats, and braking data, along with navigation and a vehicle theft notification. Unfortunately, the app wouldn’t sync with the 650s at the track.

The 292cc’s 29 hp is similar to the output of the 300SS’ competitors, the GSX250R (24 hp) and Honda CB300R (31 hp). (CFMoto/)

Concluding Thoughts

Much work remains to be done if CFMoto is to compete with the Japanese and European moto manufacturers. Still, though quirks were discovered just as they would be with any motorcycle, CFMoto surprised us with the refined nature of its first-iteration bikes. The build quality of the bikes and their solid feel were on par with the competition. Again, refinements are needed, but CFMoto has come out of the gate with products worthy of consideration. Nearly 200 out of 550-plus CFMoto dealerships are currently selling the motorcycle lineup. Company representatives say that as demand goes up, so will the availability across other stateside dealerships.

The battle to change the Chinese motorcycle junk syndrome has just begun. But CFMoto has proven itself in the side-by-side and ATV realms amid competition like Polaris. The numbers tell the story; CFMoto earned more than $400 million in stateside sales in 2021 across its 550-plus dealerships. If CFMoto can break this stigma while consistently refining its product, like European and Japanese OEMs do, those stateside sales numbers should grow.

2022 CFMoto 650NK and 650 Adventura Specifications

MSRP:	$6,499 / $6,799
Engine:	DOHC, liquid-cooled parallel twin; 4 valves/cyl.
Displacement:	649cc
Bore x Stroke:	83.0 x 60.0mm
Compression Ratio:	11.3:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	60 hp @ 8,750 rpm
Claimed Torque:	41.3 lb.-ft. @ 7,000 rpm
Fuel System:	Bosch EFI
Clutch:	Wet, multiplate slipper
Frame:	Tubular steel w/ aluminum alloy swingarm
Front Suspension:	KYB telescopic fork, rebound damping adjustable; 4.7 in. travel / Inverted fork, rebound damping adjustable
Rear Suspension:	KYB monoshock, side aligned / Cantilever, rebound damping and preload adjustable
Front Brake:	Radial-mounted 2-piston J.Juan caliper, 300mm disc w/ ABS / Radial-mounted 4-piston J.Juan calipers, dual 300mm discs w/ ABS
Rear Brake:	1-piston floating J.Juan caliper, 240mm disc w/ ABS / Radial-mounted 2-piston J.Juan caliper, 260mm disc w/ ABS
Wheels, Front/Rear:	Aluminum alloy; 17 x 3.5 in., 17 x 4.5 in.
Tires, Front/Rear:	120/70R-17, 160/60R-17
Rake/Trail:	N/A
Wheelbase:	55.7 in. / 56.0 in.
Ground Clearance:	5.9 in. / N/A
Seat Height:	30.7 in. / 33.0 in.
Fuel Capacity:	4.5 gal. / 4.8 gal.
Claimed Wet Weight:	454 lb. / 469 lb.
Contact:	cfmoto

2022 CFMoto 300NK and 300SS Specifications

MSRP:	$3,999 / $4,299
Engine:	DOHC, liquid-cooled single; 4 valves/cyl.
Displacement:	292cc
Bore x Stroke:	78.0 x 61.2mm
Compression Ratio:	11.3:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	29 hp @ 8,750 rpm
Claimed Torque:	18.7 lb.-ft. @ 7,250 rpm
Fuel System:	Bosch EFI
Clutch:	Wet, multiplate slipper
Frame:	Tubular steel w/ aluminum alloy swingarm
Front Suspension:	Retractable / Inverted fork, hydraulic damping
Rear Suspension:	Cantilever / Monoshock
Front Brake:	Radial-mounted 4-piston caliper, 300mm disc w/ ABS
Rear Brake:	1-piston floating caliper, 245mm disc w/ ABS
Wheels, Front/Rear:	Aluminum alloy; 17 x 3 in., 17 x 4 in. / 17 x 3 in., 17 x 3.5 in.
Tires, Front/Rear:	110/70R-17, 140/60R-17
Rake/Trail:	N/A
Wheelbase:	53.5 in.
Ground Clearance:	5.9 in.
Seat Height:	31.2 in. / 30.7 in.
Fuel Capacity:	3.3 gal. / 3.2 gal.
Claimed Wet Weight:	333 lb. / 364 lb.
Contact:	cfmoto

2022 CFMoto Papio Specifications

MSRP:	$2,999
Engine:	Air-cooled single
Displacement:	126cc
Bore x Stroke:	57.0 x 49.4mm
Compression Ratio:	N/A
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	9 hp @ 8,500 rpm
Claimed Torque:	6.1 lb.-ft. @ 6,500 rpm
Fuel System:	EFI
Clutch:	Wet
Frame:	Tubular steel w/ aluminum alloy swingarm
Front Suspension:	Telescopic
Rear Suspension:	Monoshock
Front Brake:	Hydraulic
Rear Brake:	Hydraulic
Wheels, Front/Rear:	Alloy; 12 x 2.75 in.; 12 x 3.5 in.
Tires, Front/Rear:	120/70-12; 130/70-12
Rake/Trail:	N/A
Wheelbase:	48.0 in.
Ground Clearance:	N/A
Seat Height:	30.5 in.
Fuel Capacity:	1.9 gal.
Claimed Wet Weight:	251 lb.
Contact:	cfmoto

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[Buckster]

Pete! You have been in the bathroom for 40 minutes already! What are you doing in there?