CFMOTO 700CL-X Heritage: Classic Styling
Review: Simon Harris Photography: Heather Ware
CFMOTO’s alliance with KISKA design and KTM is really paying dividends, as evidenced by their current range of models. The pictures, as is often the case, can’t quite do justice to seeing something in the metal and, boy, is this motorcycle a sweet looking machine.
A design amalgam with echoes of cafe race, bobber, flat tracker and ’80s musclebike that is enhanced with some very modern styling cues that not only delight the eye but also delivers a very purposeful stance. Several people made comments to me directly on how eye-catching it is. CFMOTO has really put in some hard yards to create a machine that will impress discerning customers – it seems that all parts have been made with deep customer scrutiny in mind. From headlight to taillight, you won’t find any hallmarks of cheap and nasty here.
The compact but hearty 693cc powerplant delivers 55kW (13kW up from LAMs 650 version) / 68Nm (74hp / 50ft-lbs) and is a good match for the 196kg wet weight. The motor is very flexible in nature, with fuss-free power available from around 3000rpm to the far side of the tacho without lurching, snatch or hesitation – thank you Bosch EFI system and ride-by-wire throttle. The exhaust note from the stubby, low-slung can is relatively tame when putting about suburbia, but opens up nicely in chorus with a throaty induction roar when the throttles are wide and the cylinders are gulping in the air.
For my size (170cm in riding boots), the CL-X Heritage is very comfortable. The ergonomics are good and although I kind of instinctively flail around looking for rear-set foot hardware, the mid-set ‘pegs become quickly familiar. CF offers a slightly thicker seat option for taller riders. Speaking of seats, the rustic brown faux leather on the test bike is as comfortable as it is pleasing to look at. Classy.
Spread forward over the satin finish tank and you get to a nice set of ‘bars that include good quality hardware – span adjustable levers both sides and simple but sturdy switch-block controls, including cruise control and dual power modes as standard. A bit more feel on the indicator switch, however, would be good as the merest nudge activates it.
In the midst is a single clock LCD dash that provides an easy to use interface for the usual information – odo, trip, temp, time and so on. There is nothing particularly fancy here, which I reckon is really part of the appeal of the machine – simple but sophisticated fun.
The fuel gauge is a bit questionable as it stays “high” for an extended period before plummeting into the reserve load quite surprisingly. Not wanting to be caught pushing a bike, I refuelled not long after the gauge began flashing at me to refill but could not get more than 9 litres into the 13 litre tank.
Ahead of the dash is a very funky LED headlight with a daytime running halo lamp that accentuates the “X” brand. All lighting is LED based, with the headlight auto-adjusting to ambient lighting conditions. Incidentally, you will find the “X” theme everywhere on this bike; subtle but prominent.
The bike rides on KYB suspension, with 150mm travel at both ends. Beefy 41mm fork set up front with adjustable preload and compression damping in each leg, respectively. The rear is a simple cantilever arrangement that features preload and compression damping adjustment.
As the factory is usually right when it comes to good settings for the majority of riders, coupled with the actual behaviour of the bike during riding, there was no need to alter anything from standard. If I were to carry a pillion, an increase in rear preload would have been required, however, my wife was a bit perturbed by the size of the pillion accommodation and the idea of bum in the breeze above that back tyre. Oh well, that works for me!
The welded tubular steel frame and aluminium swingarm keep the suspension and engine fastened and aligned, and provides a lithe but stable platform. These are nicely exposed to the eye also. The front wheel is an 18in item and despite this, the bike has an abundantly light feel in the steering.
The application of Pirelli MT60 RS tyres is a show of commitment from the factory that not only remains in step with the flat-tracker aspect but also roll around the radius consistently and provide excellent grip once the big tyre blocks are warmed up a little. Spanish J.Juan brakes fill the centres of the wheels, however, a single disc up front may be a tad under-specced. ABS finishes the safety package.
It might be cliche to say hopping on and riding off is instantly familiar and comforting, but it really is. Pinky promise. The sheer ease of manoeuvring the bike out of the driveway, featherlight clutch to gently click up the gears as you apply the linear drive is just so pleasant.
As is usual for me, and convenient, I first head out to my fave set of nearby corners to get a feel for the bike on the lean. The road is pretty smooth here and provides a mix of medium speed corners, left and right. Downhill one way, up the next. Lather, rinse, repeat.
You can feel when the tyres are not quite ready, which is feedback you want as much of as possible, as the front gives a feeling of wanting to go slightly wide from your theoretical line. Once down the hill, back up and relatively confident there’s nothing obscuring your path, it’s time to start leaning in on the broad ‘pegs a little more.
The steering remains super light and totally neutral, thereby giving a sensation of intuitive steering with the bike following your eyes. Soon, you forget that you are not on the stickiest of rubber, but it matters not as the bike really tracks true and changes direction very easily – just relax on the ‘bars and allow the chassis to respond naturally. Ground clearance is pretty good, but you soon start touching down. It could definitely go further over than the ‘pegs allow, but this is still exhilarating.
Opening the throttle wide on exit has the engine rapidly climbing the tacho and building speed with gusto. On straight up acceleration, the front-end unloads and skims the road surface as you squirt through the first two gears. Give it a slight pull on the ‘bars in first and the front will arc upward.
The engine has two modes of operation, with “Eco” really dulling the power delivery at all but the widest of throttles. This is good for relaxed commuting or fuel conservation, but otherwise makes the plot a bit lacklustre. Taking the CL-X onto the motorway allowed use of the cruise control, which works well and is simple to operate.
It felt strangely exciting to motor along at speed using one’s hands as sails to control direction – look mum, no hands! I wonder if that is legal. Is anything? The bike will go all day at highway speeds, and you have a fair patch of seat on which to writhe about, but wind fatigue will eventually bite a little. Perhaps more so for taller riders.
On bumpier roads, the bike continues to impress with the ability of the suspension to absorb all but the most heinous of bumps and corrugations without getting particularly out of sorts or quickly recovering in terms of suspension control and line. This would likely be improved with the bike a bit more loaded up than my 70kg.
As you increase the tempo, the stability tightens a bit, but never to the point of not feeling that you can turn it. The road opened up on my jaunt due to recent back burning, and with better sighting, upping the pace and setting your lines ahead is easy to do. If you have to, using the front brake (moderately) mid-corner does not overly stand the bike up and provides a good defence if you experience the unexpected.
The 700CL-X has plenty of positive attributes and is a responsive, charming, mid-capacity motorcycle. Its exploitable and engaging performance, nimble handling and willing nature really make it an interesting proposition. The bike’s form and function certainly outweigh its price tag and it definitely belongs in the same league as its more established rivalry.
In my opinion, from an aesthetic perspective, it is way ahead. CFMOTO has really impressed me with its build quality and attention to detail in the CL-X and I look forward to more of the same. Remember, the CL-X comes in at well under 10 grand, ride away, and scores a three-year warranty to boot.
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