In case you weren’t already aware, CFMoto is among the fastest growing and most credible of a new breed of Chinese manufacturers. It has had close ties with KTM since 2013 and is releasing an increasingly impressive range of mid-capacity machines. The collaboration between the two companies is strong. CF Moto, for example, assembles the now budget-priced KTM 790 Adventure in its factory, while KTM handles European distribution for CF Moto’s own models in five major markets, including the UK.
The 700 CL-X Heritage was the first of these models to make it to our shores. Based around a longer stroke version of Kawasaki’s venerable ER-6 parallel twin, it’s a ‘neo-retro’ roadster in a similar old/new style (by KISKA Design, which also styles KTMs) to Ducati’s Scramblers, credible performance, better-than-average components (including multi-adjustable suspension and riding modes) and an impressively affordable price, which has been reduced to just under £5k at the time of writing. There is even an upspecced ‘Sport’ version with improved forks, brakes and more.
At that price, when a comparable Ducati Scrambler costs nearly double, it’s hard to criticize, but you do need to be aware of its so far limited dealer network, slightly iffy build quality, unproven reliability (although a four-year warranty helps!) and residuals, not to mention a slightly raw and unrefined riding experience.
At the heart of the 700 CL-X is a parallel-twin motor derived from Kawasaki’s old ER-6, but which has been modified and overbored to sweep 693ccs. It’s a design which dates back two decades now and although power and torque are up (to match, incidentally, Yamaha’s MT-07) and it is a decent enough performer with a reasonable midrange and surging top end, there’s a crudeness to it that can’t be ignored. It hasn’t the refinement of the Yamaha or other recent Japanese rivals such as Honda’s Hornet and Suzuki’s meaty GSX-8S, but then it costs a lot less too. Newer CF Moto offerings are now using KTM’s more recent (and more refined) 790cc twin and it’ll be interesting to see how long the CL-X, which we first saw in 2021, continues with the older engine.
The handling is probably better than expected, too, largely thanks to better-than-average suspension. Although the frame and attitude of the CL-X is fairly familiar, the multi-adjustable KYB suspension gives a firm but controlled ride; nimble bend-swinging is a joy and on the whole it’s a hoot to ride, if not in the same league as posher middleweight nakeds such as the Monster, Street Triple, KTM Duke and so on. It sits in a space with other Chinese owned brands, where the Moto Morini Seiemmezzo and Benelli Leoncino follow a similar pattern of retro styling, budget pricing and an ER6 derived motor.
Braking, meanwhile, is courtesy of big twin front discs grasped by meaty four-piston radial calipers by Spanish firm J. Juan (the Sport version gets proper Brembos). No, they’re not quite as impressive or reassuring as their Italian counterparts but they offer plenty of power and feel and certainly more than some rivals with more basic set-ups.
Although a ‘Neo-retro’, for the most part the riding experience of the 700 CL-X is fairly modern and conventional. As a roadster, its 800mm high seat sits you slightly ‘in’ the bike with an easy, comfortable reach to fairly high and wide handlebars. It all makes it natural and easy to control, a joy around town or on B-Road blasts but you’ll feel slightly exposed and weather-beaten over distance or at prolonged motorway speeds. Pillions aren’t particularly well provided for, either.
As that alludes to, it makes the 700 CL-X great around town or on short ‘hops’, fun on twisty back roads but being so upright and exposed makes long distance tours or fast, sustained commuting more of a grind. It’s also not a natural luggage carrier, but if that’s what you want from a bike – essentially being a Sunday short-distance toy – you won’t be disappointed.
Equipment-wise, as also mentioned elsewhere, the 700 CL-X is surprisingly well-equipped (and the upspecced, slightly more expensive ‘Sport’ version, complete with Brembo brakes and higher-grade suspension, is even better still). There’s a decent enough LCD dash, multi-adjustable suspension, two riding modes, cruise control, ABS which, for a current £5k price, feels like something of a bargain.
On the slight downside, our jury’s still out on its build-quality – some of the finishes look a little thin and the reputation of Chinese-built bikes certainly isn’t the best, but at this price you can’t expect everything…
So what does a CF Moto 700 CL-X cost and should I buy one?
When launched back in 2021 the 700 CL-X was priced at £5999. That in itself, considering its spec and ability (when a Yamaha XSR700 cost over £7500, was something of a game-changer. Today, it’s even better value, currently priced at £4999. For that money, if you’re after a decent, 70bhp+, stylish roadster, nothing comes close. Even Royal Enfield’s popular 650cc twins cost well over £6000, and they only produce 47bhp.
Whether you should actually buy, however, is less clear cut. You should seriously consider availability, the location (and reputation) of your local dealer (although this, too, is improving under KTM control), residual values and reliability (which, again, should be compensated for by its impressive four-year warranty) and how much extra you’re prepared to pay for more proven, respected brand. Apart from that, there’s no denying it’s a bargain and we are looking forward to seeing what comes next from this developing Chinese brand.
CF Moto 700CL-X Heritage specification
Price: £4,999
Engine: 692.2cc parallel twin, DOHC, four valves per cylinder, liquid cooled
Power: 74hp (51.5kW) @ 8750rpm
Torque: 60.9Nm (50lb-ft) @ 6500rpm
Transmission: Six-speed, chain final drive
Frame: Tubular steel
Suspension: (F) Fully adjustable 41mm USD fork, (R) Preload and rebound-adjustable mono shock.
Wheels: Cast aluminium, 18 x 3.5”/17 x 5.5”
Tyres: (F) 110/80 x 18, (R) 180/55 x 17
Brakes: (F) 300mm disc, four-piston J-Juan radial caliper, (R) 250mm disc, 2-piston caliper. ABS
Weight: 196kg (dry)
Wheelbase: 1,435mm
Seat height: 800mm
Fuel tank: 13 litres
Fuel consumption: 57mpg (tested)
Service intervals: 3,000 miles/12 months (minor), 12,000 miles (major), 24,000 miles valve check
Warranty: 48 months unlimited mileage
Contact: www.cfmoto-motorcycle.eu/uk
Words: Phil West
Photos: CF Moto
