2022 CFMoto 700CL-X and 700CL-X Sport First Ride Review

The 700CL-X felt good in full tuck, a position definitely needed to achieve triple digits. (CFMoto USA /)

Talk to anyone who tests motorcycles across all categories, from big ADVs to entry-level sportbikes to baggers, and you’re likely to hear that there are really no truly bad bikes on the market. The issue with this sentiment is that it typically applies to the major Japanese, European, and American OEMs. Mention China and you’ll find many people embrace the long-standing mindset that the products are garbage, especially those with unproven engines amid dominating competitors.

Hangzhou-based CFMoto, a company known primarily for its CFORCE ATVs and ZFORCE side-by-sides, is out to change this stigma. They have a new lineup of motorcycles, highlighted by the 700CL-X naked that’s available in two flavors, the standard base and the retro-themed Sport. This stigma-removal movement is in full swing at its stateside division, CFMoto USA, located in Plymouth, Minnesota. CFMoto is all-in on two-wheel action; back in October, the company announced a lineup of seven motorcycles for 2022, with an eighth to be announced August 1. These bikes have already been launched overseas, but are new to the stateside audience.

What are your thoughts on the 700CL-X Sport’s styling? Is it retro enough? (CFMoto USA/)

CFMoto, whose name comes from the Chinese name Chun Feng, meaning Spring Wind, places its focus on delivering value with below-entry-level pricing. The most expensive bike available, the 700CL-X Sport, is priced around $7,000, and CFMoto claims it will run head-to-head with the more expensive Yamaha MT-07, Kawasaki Z650, and even the Ducati Scrambler 800.

CFMoto also has close ties with KTM, though despite rumors, KTM doesn’t build the engines for these seven motorcycles; CFMoto makes its own. CFMoto flew us to Minnesota for some testing of its 700CL-X models and the others at its private 1.2-mile test track in open-track conditions, followed by a street ride aboard the 700CL-X platforms. These two platforms are more refined than the other offerings from CFMoto, even if they lack traction control and other upgraded electronics.

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CFMoto also understands the need for refinements and is ready to improve each machine based on reactions from the market and journalists; after all, this entry into the motorcycle segment is expected to help further grow the CFMoto brand, which earned $400 million in stateside sales in 2021 across its 550 dealerships. Here’s what was learned after a few hours on the track and multiple hours on the street aboard the 700CL-X models touring the Lake Minnetonka area.

The 700CL-X base may be more upright, but it performed better on the track versus the Sport. (CFMoto USA/)

2022 CFMoto 700CL-X and 700XL-X Sport First Ride Review

The main attractions in the 2022 motorcycle lineup are the 700CL-X and 700CL-X Sport. (In other markets the non-Sport model is called the Heritage, but this test will refer to it as the base model going forward.) These two bikes use exactly the same engine and chassis. Both are powered by a 693cc liquid-cooled parallel twin that looks eerily similar to the Kawasaki 649cc parallel twin and produces a CFMoto-claimed 74 horsepower at 8,500 rpm and 47.9 pound-feet of torque at 6,500 rpm. Both also feature a trellis frame, a fully adjustable 41mm KYB fork, and a link-mounted KYB single shock with preload and rebound adjustment.

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Where the two differ are brakes, wheels/tires, handlebars, styling, and wet weight. The Sport uses Brembo Stylema brakes with dual 320mm front discs squeezed by four-piston calipers and a 260mm disc out back clinched by a two-piston caliper; the base uses J.Juan brakes with a single 320mm disc up front squeezed by a two-piston caliper and a single 260mm disc out back clinched by a two-piston caliper.

The 700CL-X is all about upright comfort. (CFMoto USA/)

The Sport uses typical 17-inch wheels with Maxxis MA-ST2 rubber (120/70; 180/55), and the base an awkward 18/17 setup with Pirelli MT60 RS rubber (110/80 18; 180/55 17). The base model’s unusual combination was created for scrambler-style aesthetics, but sportier riders will have a tough time finding 18-inch rubber. That said, the MT60 RS is more than capable for this bike in all situations while providing Scrambler lovers with an added aggressive look.

The Sport also arrives with more retro-focused styling, with the addition of clip-ons over a standard handlebar and bar-end mirrors. Brembo braking and miscellaneous styling touches add 19 pounds to the overall weight when the 3.4-gallon fuel tank is full; the Sport weighs 451 pounds wet and the base 432 pounds. There’s also pricing; The 700CL-X base MSRP is $6,499, and the Sport’s is $6,999, making them the most expensive bikes in the CFMoto lineup so far.

There’s no denying the attractiveness of the exhaust pipe on the 700CL-X Sport. (CFMoto USA/)

This liquid-cooled engine feels lively, and the power delivery is in the ballpark for the class where CFMoto expects it to compete. As common with parallel twins, the power delivery is linear to the peak horsepower output of 8,500 rpm. On the track at WOT, the engine revs freely beyond 8,500 rpm, with only noticeable vibrations afterward. During our 60-mile street ride, which took us from Maple Groove to Lake Minnetonka and back, the bike’s Bosch EFI didn’t feel as refined and smooth at the upper rpm range as one might expect, so the bike was short-shifted a gear or two to always keep the engine spinning at around 3,500-4,000 rpm. There’s a slight flat spot on both the Sport and base models around 4,000 rpm, but pointing that out is being somewhat picky.

The 700CL-Xs have two riding modes, ECO and Sport, which are adjustable on the fly and easily viewed on the LCD gauge display. Oddly there’s no TFT as on some of the other less expensive models, but this one is sufficiently vintage looking. The horsepower output remains the same, but the power delivery is extremely softened in ECO. The ECO mode did help ease some abruptness in town, but it’s way down on liveliness for those who favor a snappier throttle.

The 700CL-X Sport’s gauge cluster clearly displays what ride mode you’re in, fully in view due to the clip-ons. (CFMoto USA/)

We’re all spoiled with hydraulic clutches, but this six-speed transmission features a simple cable operation along with a slipper clutch. I experienced zero clunky up- or down shifts in town or on the track, some of the latter under heavy deceleration and braking. The slipper clutch worked as intended; gears are spaced properly to offer optimal gearing for both in-town slower speeds and highway speeds. The clutch is extremely light on the pull and engages smoothly. One or two fingers is all that’s needed, something both newbies and experienced riders will enjoy.

This engine is a perfect companion for urban dwellers who also enjoy exhilaration on some backroads. It can propel the bike to an indicated 110mph or more, as witnesses on top of fifth at the back of the track’s straight. The KYB setup felt good out of the box on both 700s, although riders did add a bit of preload to the Sport on the track to reduce aft-to-fore weight transition under heavy braking; heavy acceleration wasn’t that much of an issue due to the linear and smooth delivery. Around town, the suspension of both models offered a respectable balance between comfort over bumpy surfaces, with enough stiffness to get a feel for the road. Again, that was without tweaking anything. The factory setup was ideal to keep the chassis stable under normal in-town braking and acceleration situations.

The 700CL-X base model provided much feel in longer sweepers. (CFMoto USA/)

Both models offer comfortable ergonomics for weekend touring if that’s in store, also, but the base model’s standard handlebar provides a much better long-distance machine over the Sport. Both arrive with a 31.5-inch seat height that allowed my 34-inch inseam to easily flatfoot at stops. The pegs were ideally positioned, very MT-07-like, for my reach, and I didn’t cramp up during my riding time on both bikes. Again, due to the handlebar versus the clip-ons, the base model came out on top due to simple upright ergonomics. But the braking was another story.

Surprisingly, the base model with its J.Juan system is my pick for braking feel. The Sport’s Brembos have an awkward feel mid-pull when easing into the corners on the track, the lever not delivering even amounts of pressure as the front tire is loaded. The system also feels a bit stiff on the street, providing more-than-needed braking power. Additionally, there were some serious braking issues after 15 laps on the Sport; note that this issue only occurred on one bike, and may be an issue with only that bike. Still, the base model’s J.Juan’s had more feel at the lever whether modulating while aggressively trail braking on the track or easing in and out of stops behind slow-moving traffic in town.

A close look at the Brembo Stylemas that arrive on the 700CL-X Sport. (CFMoto USA/)

As for the ABS, we got lucky in testing when the track suffered a downpour for about 10 minutes, allowing riders to smash on the grinders aggressively once the clouds cleared. The Continental ABS performed as expected on both bikes; it’s not as refined as cornering ABS but provides a safety margin for unexpected braking. Note the ABS can not be turned off, which takes some fun out of the bike, but that’s not the target audience of the 700.

After riding these bikes back-to-back on both the private track and the street, the base model oddly comes out on top. One look at the Sport’s specs and styling and the assumption was it was naturally the better bike. But besides styling—those clip-ons and bar-end mirrors look good, as does the rear tail section— we consider the base model the better bike. Riders felt more in control and comfortable due to the more upright ergonomics, and the brakes worked much better than anticipated.

A close look at the Brembo Stylemas that arrive on the 700CL-X Sport. (CFMoto USA/)

A few final notes: The overall design feels solid from both ride and appearance perspectives, on par with Japanese models. The welds were clean, the bodywork appeared robust, and the paint didn’t look cheap. The stock exhaust tail section may be the most appealing from not only an aesthetic appeal but also a sound standpoint; The bike is quiet while bumming around town but comes alive after 3,500 rpm, delivering just enough noise to appease those who like to hear mechanical parts churn under high revs. As for the ginormous catalyzer section underneath, and the way the front pipes dump out of the cylinder head, well, that’s questionable. What’s not questionable is the one-click cruise control, a comfort feature that’s extremely easy to use and unheard of at this price point. Additionally, the 700CL-X lineup also arrives with self-canceling turn signals.

For a naked model from a Chinese manufacturer, the 700CL-X feels like it’s on its third or fourth iteration of refinement. CFMoto knows non-stop refinements are part of the game, especially in the world of entry-level and lower-cost motorcycles. It’s going to be interesting to see the updated version of this machine, and more importantly, how it holds up when compared to its most popular midweight naked, standard, and retro competitors from the Japanese Big Four and Europe.

The base 700CL-X’s ergonomics worked well for my 34-inch inseam – zero cramps or discomfort means a happier and safer ride. (CFMoto USA/)

Concluding Thoughts

CFMoto is out to change the traditional impression that Chinese motorcycles are garbage. One might expect the company to take one of their top sellers, say the 300SS, and further refine it with updates based on initial input from worldwide riders. But the CFMoto heads in Hangzhou implemented a different type of strategy, launching seven motorcycles at one time, with the 700CL-X as flagship. That bike doesn’t have too many faults. Another larger bike, influenced by CFMoto’s relationship with KTM, will be introduced later this summer.

This overall strategy of launching seven motorcycles aligns with CFMoto’s moto: “We’re not just out for a ride, we’re on a mission.” This mission, which is undoubtedly to change the motorcycling public’s opinion of Chinese quality when it comes to not only ATVs and side-by-sides, but now motorcycles. It will be interesting to see how the public responds.

Refinements of each machine are definitely due, and the road ahead is a long one for CFMoto, filled with endless competition. But there’s no doubting the focus on entry-level quality at a price point untouched by Japanese and European manufacturers. Again, it’ll be interesting to see how the market responds, especially the stateside market, which holds nothing back when it comes to the quality and enjoyability of entry-level and middleweight motorcycles. After the first rides on the 700CL-X and 700CL-X Sport, it seems that CFMoto is on its way. Faults were found, but they were few, just as they are on the top competitors from Japan and Europe. We’d say that if they can sustain this level of quality, they’ll be well on their way to changing our minds.

The 700CL-X base arrives with MT60 RS tires, which provided good feel on the track and the street. (CFMoto USA/)

A close-up of the base model’s left controls – notice the one-click cruise control. (CFMoto USA/)

The exhaust tip may be attractive, but the look of the header pipes and cat is questionable. (CFMoto USA/)

For those who like the feel and look of a café racer, the 700CL-X Sport has some attractive bars. (CFMoto USA/)

The 700CL-X Sport and base models arrive with fully adjustable KYB forks. (CFMoto USA/)

The 700CL-X’s rear swingarm. (CFMoto USA/)

The layout of the bodywork and gas tank shows CFMoto has paid attention to the granular details of moto design. (CFMoto USA/)

A side look at the 700CL-X base model with the optional brown seat. (CFMoto USA/)

2022 CFmoto 700CL-X and 700 CL-X Sport specifications