motorcycles with tft display made in china

The CF1250 is based on the KTM LC8 V-twin motor taken from the 1290 SuperDuke. CFMoto has reworked the engine with new casings and the end result is a 1279cc V-twin which is known to churn out 140 PS of maximum power at 8,500 rpm and 120 Nm of peak torque at 7,000 rpm.

The bike features a 12.3-inch colour TFT LCD instrument cluster which is huge even for car standards. The screen is capable of displaying a plethora of information in a simple and uncluttered format. It boasts mobile phone integration for caller ID, navigation, and more.

The bike rolls on 120/70 ZR17 (front) and 190/55 ZR17 (rear) tyres and also comes equipped with dual front disc brakes. The brakes work in-conjunction with ABS for added safety.

It’s an unusual move from KTM to revive a model which they have already superseded (with the 890 Adventure line-up) but the bigger news is this first major wholesale shipping of the model production to China.

The redesign is straight out of Mattighofen and they say, pretty high up the press information to make the point, that the process will be supervised by KTM staff on the ground in China. Transcontinental cooperation is not new for KTM and the main thrust of this new venture with CFMOTO is to feed motorcycles “directly into the furthest corners of the globe” they say.

There is no word on pricing of this model, you would hope it will arrive with a lower price tag having already been designed and tooled, and of course built in China.

The original 790 Adventure was a great bike of course, helping forge the then new trend for middleweight Adv bikes. For the 790’s comeback KTM say they wanted even more ‘rideability’ from the LC8c motor that pumps out 95hp at 8,000 rpm and 88Nm at 6,500 rpm but also tweaks that would meet the criteria for Euro 5 emissions targets – even if that claim or aim to reach “further corners of the globe” with this model makes EU emissions regs seem like a side issue.

Reworked throttle bodies bring a cleaner and more efficient connection due to the enhanced combustion, and the ‘knock control’ sensor affords a higher state of ignition and better capacity for low octane fuel; a reassuring characteristic for the different qualities of gasoline found while travelling. A reconfigured optional Quickshifter+ enables faster shifting; all of which can be heard through the very latest exhaust system with 2023 catalytic converter and pre-muffler.

The dependability of the KTM 790 ADVENTURE is hiked with the reworked Power Assist Slipper Clutch with new friction plates and the engine breathes freer with a new airbox.

Refined feeling comes from the ‘23 spec 43 mm WP APEX Suspension fork at 200 mm travel with the same allotment for the shock, which has preload adjustability. The construction of the CroMo frame, in which the engine is used as a stressed member, guarantees a robust and stiff constitution for pillion and load-carrying as well as clever positioning of the rear shock for a low seat height (840 mm).

The lights are full LED sets and the dashboard view is brighter and better with the 5” TFT reacting to ambient lighting and utilizing a redesigned menu system of new infographics for faster and easier customization. Syncing the KTMConnect App will now lead to even more beneficial navigational and travel options, such as profiling the ‘top ten’ calls and contacts and adjusting the parameters of turn-by-turn guidance on the go.

As with the forerunner to the 2023 edition, the KTM PowerParts range is plush with KTM 790 ADVENTURE components for protection or aesthetic add-ons. Owners won’t have to consider extra defense against hits and dents to the front of the bike however thanks to the light aluminum engine protector, fitted as standard. The plastics (injected molded with graphics for more resistance) have also been reshaped to guard the tank and seat against unwanted knocks.

Nearly intact are the shapes, which are extremely athletic and muscular, as well as the silhouette, which is distinctly unique and futuristic. Instead, the headlights are altered, becoming generally less angular and somewhat less round than those shown in the EICMA prototype. A stylish color TFT display has also been installed, and several warning lights, including the customary ones for gasoline, temperature, time, and gear, are scattered around it on the dashboard. The prudciton model also seems to include a tire pressure monitoring system.

The two-up saddle with a subdued seat for the passenger and the slightly taller windscreen are other minor modifications that have been made in the journey from idea to reality. This suggests that, despite maintaining its sporty, futuristic design, the Jedi Vision K750 has some practicality in mind. Other tech features are abundant, as well. For instance, the bike has a push-start button, which is upside-down in the images supplied but is readily fixable if the bike is put into production. Last but not least, it"s nice to observe that the bike"s single-sided swingarm has been retained by the manufacturer.

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It is of course OK to have emotions. Particularly about motorcycles — it’s a very personal subject! But it’s also useful to have some facts surrounding those emotions so we know exactly what we’re talking about.

CFMOTO is becoming an important brand because they do a lot of manufacturing, and because their motorcycles are becoming genuinely well-accepted in the international motorcycle marketplace.

As of 2021, according to their website, CFMOTO has around 1800 employees, with 200 members in their R&D team. These numbers may be out of date, but it shows it’s a sizeable company. They currently produce over 600,000 motorcycles a year as of 2021, mostly for China.

This is notwithstanding that CFMOTO produce some amazing ATVs! I just know less about ATVs (they look fun, but riding them on roads is restricted in most places).

CFMOTO has sold the 650NK (the naked bike) since 2012, and revamped it significantly in 2017, along with releasing the 650GT (a sports tourer) and 650MT (an adventure tourer).

The 650 class of motorcycles are all powered by a 649cc liquid-cooled eight-valve parallel twin. The engines have a bore and stroke of 83.0 x 60.0 mm, and a compression ratio of 11.3:1.

The 650 class of motorcycles make around 52 kW (70 hp) at 8750 rpm, which is lively without being aggressively sporty. They’re also sold in a learner restricted version, which makes around 41 kW (55hp), for compliance in markets like Australia and New Zealand that have power restrictions as well as capacity restrictions.

The CFMOTO 800MT is based around the 799cc LC8c parallel twin that came from KTM. This is a result of their partnership (see below). It’s a cracker of an engine, making (in the 800MT) 70 kW or 95 hp, and with a lot of character from its 285 degree crankshaft, helping it mimic the delivery of KTM’s V-twins.

The CFMOTO 800MT Touring comes with fully adjustable KYB suspension, a quickshifter, a big TFT screen, fog lights, radial-mounted J.Juan brakes with Cornering ABS as standard, and so much more. On other brands’ bikes, these are usually expensive add-ons.

The bike has a ton of high-spec gear, like semi-active WP electronic suspension, big 12.3 inch TFT display, Brembo radial-mounted calipers, and cornering ABS. It even has a multimedia sound system.

Aside from the motorcycles above, CFMOTO has made a plethora of smaller motorcycles for the international markets. These include single cylinder bikes in the 150, 250, and 300 range, and possibly a future twin in the 400 range.

Generally speaking these motorcycles serve their purpose and even look quite good at times. They only suffer from limited brand perception (always influenced by China/global relations) and lower resale value.

The significant phase of the partnership started in 2014 when KTM started manufacturing KTM 200 and 390 Dukes for KTM in China. They’re sold under the CFMOTO KTMR2R brand. (For global markets KTM partners with Bajaj in India to manufacture its 390 Duke and RC 390 for international audiences. And the new 2022 KTM RC 390 has some amazing specs!)

CFMOTO is also starting to sell its own-brand of motorcycles using the LC8c engine in 799cc configuration, starting with the CFMOTO 800MT — which is incredible value for money, offering a level of tech and options usually found on bikes costing 30-50% more.

CFMOTO has a few other partnerships for accessories. The most significant of these is with Total Lubrifiants SA, a French company (SA stands for Société Anonyme, and translates conceptually to “Public Limited Company”).

It’s natural to want to vote with your wallet, and many people do so. I vote with my wallet constantly, preferring some manufacturers, sellers, or brands over others based on not just the product, but my perception of the company’s values.

It goes without saying that TFT screens are becoming a more common feature on motorcycles these days. Even entry-level beginner-focused two-wheelers are starting to feature this fancy tech—heck, even some e-bikes come equipped with full-color TFT screens. That said, what exactly is a TFT display, and is it even any better than an analog instrument cluster? On top of that, why do more and more manufacturers seem to be slapping a TFT screen on all their models?

Well, for starters, a TFT, or Thin-Film-Transistor Liquid Crystal Display, is similar to what you find on your smartphone. Although not necessarily as fancy and capable of displaying millions of colors as your brand new iPhone, the TFT screens on most premium motorcycles are touted as full-color, and feature graphics and animations that really elevate the riding experience. As such, it’s no surprise that more and more manufacturers are outfitting their bikes with this tech. Indeed, three years ago, the notion of having a bike with a full-color display was exciting. These days, however, it’s pretty much a standard feature.

I’m sure you remember the days when an SD card with a 512MB memory would set you back thousands of pesos. Nowadays, you can pick up a 256GB microSD card for the same amount of money, and from a reputable brand. The same is true with TFT screens, and quite frankly, all facets of technology. That being said, it could be argued that fitting a motorcycle with a TFT display is in fact cheaper and more cost effective than opting for an analog instrument cluster, especially if you’re a manufacturer with economies of scale at your disposal.

Take, for example KTM, and its full color screens found across the board in its model range. The screen on the 390 series is pretty much the same as that of the 790 and 1290 models, albeit encased in a different housing. Underneath it all, however, it’s pretty much the same tech, and so it makes perfect sense for KTM to fit all its bikes with this technology—much to the delight of tech-hungry consumers like ourselves.

Indeed, well-crafted analog displays like that on the Triumph Thruxton could very well soon be a thing of the past, or something reserved for enthusiasts and collectors. Like a beautifully crafted watch, a high-quality analogue gauge cluster is truly something to behold, and something purists and classic aficionados hold near and dear to their hearts. As such, it could be argued that the mechanical instrument cluster could soon be considered a premium feature among high-end classic-style motorcycles.

At the end of the day, TFT displays have their benefits, and it can be argued that these benefits are strong enough to send analog gauge clusters the way of the dinosaurs. For starters, they’re adjustable, and easily configurable. They’re also a lot more visible with auto-contrast technology allowing them to adjust automatically to ambient light. Furthermore, they simply allow manufacturers to stuff in more data, keeping the rider informed about their bike. A TFT screen is pretty much like a tablet for your bike, allowing you to keep tabs on all the information it has to offer you.

Over the past few years, the Chinese have been making a push into the adventure market with a few different models that represent a wide range of takes on what the modern adventure bike is and it’s clear the average adventure bike is improving step-by-step.

Chinese manufacturers pump out an insane number of motorcycles a year to the domestic and international markets. The internet tells me I can lose weight if I buy an Abdominator Pro and drink only silkworm urine for a month – it also tells me that in 2019 China produced around 17 million motorcycles, backed by a rapid growth of electric bike sales (chinamotorworld.com) which sees around 350 million people choosing an electric bike for transport.

In January 2021 alone, the production and sales of electric motorcycles reached 321,700 units and 306,100 units, which represented a year-on-year increase of 159.87% and 200.87%, respectively. To be clear, this has nothing to do with e-bikes which also sell like crazy, these are mostly electric scooters of which some have progressed technologically to the point of being connected to the Alibaba Cloud.

China has about 200 motorcycle manufacturers slaving away to bring people the joys of hitting powerband on a Beijing street. Many of the larger ones are engaged in joint ventures with better-known brands like Jianshe which has a deal with Yamaha, or Loncin which is beasties with BMW and CFMoto which is in close contact with KTM and its Kiska design house. Some brands perhaps more familiar to us are in fact all Chinese with SWM being owned and built by Shineray, while Benelli is actually Qianjiang.

Chinese motorcycles have a long way to go before they’re able to compete with the Japanese and Europeans in both upper-end quality and dealer networks in western countries, but small steps are being taken towards building a bike that will be capable off-road so let’s take a look at a few of the offerings, some available here and some not, for 2021.

Let’s take the Benelli TRK 502X for example. I’ve ridden it quite a bit on and off-road and can confirm that it has quite a fun little engine that’s on fuel. It doesn’t like going around corners on dirt roads though. It’s comfortable even on long days, but components fall off it with little encouragement.

It’s a really nice-looking bike that doesn’t quite meet the marketing hype of a bike, “Designed to meet the needs of the most demanding riders who wish to travel without boundaries,” because definitely has boundaries that you don’t have to be demanding to reach. But for $9,890 ride-away, it’s a great commuter with a two-year warranty and a choice of four colourways. I couldn’t love it, but I can’t hate it.

CFMoto’s upcoming MT800 looks like it will be the spearhead for future adventure efforts with an engine straight out of the KTM 790 Adventure as well as KYB suspension (read more about it here). The bike is a big statement and while pricing is yet to be released, if it comes in substantially less than $15,000 then it will find willing wallets keen to empty themselves straight away.

There are a heap of bikes getting around with names like M1nsk’s TRX 300i, the Sinnis Terrain 380, CSC RX3 or the Cyclone RX3 but they’re all built by Zongshen and based on the company’s RX3 or RX3S models.

It has decent styling and at first sight, it looks like it’s been fitted out well with crash bars, panniers and a decent screen and at a reported price of just over $4000 in the US, it’s undeniably cheap. But the build quality and performance off-road is dubious at best.

In 2017 Zongshen entered the Dakar rally on their then-new NC450 Rally bike. None of the five bikes finished but to the company’s credit only one through a mechanical issue. The engine was then placed in the RX4, Zongshen’s flagship adventure model. They sell in the US as a CSC RX4 at just 4,995.00 and it comes with a 7-inch TFT display with Bluetooth connectivity as well as LED lighting, adjustable windscreen, spoked wheels, bashplate and crash bars and topped off with a three-piece pannier set. That’s the equivalent of an adventure bike family meal.

If this hit Australia at less than $7000 it’d be a decent starting point for someone with a wallet unburdened with mounds of cash. If something breaks it should be cheap to replace (and hopefully no great waiting time), and if it gets one more rider out and about with an acceptable degree of reliability then it’s a good thing.

Loncin is a massive company with fingers in many dumplings. It produces around 2.5 million motorcycles a year which is close to 7000 bikes a day. They also started making engines for BMW’s G650GS in 2005 and in fact, the current F 850 GS runs an engine built by Loncin. Voge is reportedly the company’s premium brand and the 650DS is the bike they’re hoping will grab the dirt squirter’s attention the world over running that same engine from the G650GS.

It promises a TFT screen with Bluetooth connectivity, BOSCH EFI, tubeless tyres, spoked wheels and LED lights as well as a power output of 49 horsepower and a weight of 192 kilograms. The 650DS appears to be a step forward from the Loncin DS8 that debuted in 2018, also with the G650GS engine but with less refined styling.

According to the Bosch survey nearly 90 percent of riders use their smartphone to prepare or follow-up on trips. One third puts themselves in great danger using their smartphone even while riding. Bosch has developed the smartphone integration solution mySPIN to make the usage of smartphone content safe and more comfortable. Available in the powersports segment since 2018 – this includes for example so-called all-terrain vehicles or personal watercrafts – in BRP vehicles, mySPINnow will be introduced in the motorcycle segment for the first time. Ducati will introduce it together with Bosch’s also new 6.5-inch connectivity display without the split-screen option. “We want motorcyclists to be able to access smartphone content in an integrated and easy way while riding their bike. With the mySPIN platform and integrated connectivity cluster, we have found the right way to do it”, says Vincenzo De Silvio, Research and Development Director at Ducati. From 2021, the solution will also be introduced by Kawasaki.

When you’re looking for new adventure experiences, make sure you have a motorcycle that’s designed with all the technological capability needed to maximize your ride enjoyment.

NEW optimized-cornering traction control*Optimized cornering traction control is standard for all mid- and top-spec Tiger 900 models. The cornering functionality regulates the traction control intervention to maintain the optimum level of traction whatever the lean angle for enhanced ride quality and rider safety. Traction control can also be switched off independently using a dedicated menu on the TFT display. (*This feature is not available on the Tiger 900 base model)

NEW Triumph Shift AssistIncluded on the top-spec GT Pro and Rally Pro models as standard, and available to all other Tiger 900 models as an accessory, the new Triumph Shift Assist allows up and down gear changes to be performed without the use of the clutch for smooth, comfortable shifts while maintaining accelerator position. This adds to rider convenience and can reduce rider fatigue over long journeys.

NEW signature all-LED lightingThe Tiger 900 (GT and Rally) range’s signature all-LED lighting brings maintenance-free visibility with a new more distinctively styled headlight, tail light, auxiliary lights, and indicators. The new all-LED headlight provides a 27% mass reduction over alternative lighting systems, while incorporating distinctive accent lighting. The LED auxiliary lights provide long distance, all day capability, and are fitted as standard on the top-spec GT Pro and Rally Pro models.

Electric motorcycles for police use is nothing new, and the more efficient two-wheelers solve a number of issues related to high fuel costs and improved routine maintenance. Now we’re getting a first look at a particular new model known as the CFMoto 300 GT-E that is destined for use by police in China.

A fairly long range of 150 km (93 miles) should translate to effective urban patrols but also bumps up the portly weight of the bike to a staggering 224 kg (494 lb). Electric motorcycles with significantly longer ranges exist but are generally designed for both highway and city riding. The 300 GT-E, on the other hand, is designed for city use where 93 miles would be a relatively full day of riding.

The CFMoto 300 GT-E is outfitted with a 7-inch TFT display, an inverted front fork, Bosch antilock brakes, keyless start, and of course, a full siren and light package for police use.

It features a slight cruiser design with a minimalist front fairing that should help improve its range over more naked roadster variations common in the industry.

Most other police electric motorcycles in the West have begun as civilian models. For example, the Harley-Davidson LiveWire has found use as a police motorcycle in both the UK and the US, where it has been retrofitted with police hardware. Harley-Davidsons are the most commonly used motorcycles for police departments in the US, and so it makes sense that the company would seek to demonstrate its first electric motorcycle model for police use as well.

Zero’s electric motorcycles have also been commonly adopted by police departments for patrol use, including a rather humorous example where we saw one pull over a Tesla for a traffic stop in what the officer dubbed “the quietest police pursuit ever.”

Cops have found even smaller electric two- and three-wheelers to be useful as well, with options ranging from electric bicycles to standing electric trikes.

Some 50 mph (80 km/h) electric bikes have been issued in police versions, though these models stretch the definition of ‘bicycles’ as they are often considered to be light electric motorcycles with vestigial pedals attached.

Those e-bikes have even been developed in military formats, with some models currently serving with the Ukrainian military in an ongoing defensive war countering the 2022 Russian invasion of Ukraine.

On the engine side of things, there is nothing new. The TRK 502 X will remain with 47.6 horsepower for now, at least, and aside from the swingarm there are no other chassis changes to the 2022 model.

Fuel tanks and jerseys, helmets and tools, calligraphy and photography: the workshop – or rather the wonderful and orderly chaos – of Shinya Kimura, one of the most sought-after customizers in the world (and one of the most interesting ones!), is packed with mementos and astonishing items of all kinds. No more than two or three motorcycles leave his holy halls each year. During his modification projects, he focuses on only one bike at a time to be fully invested in the project. The flow and harmony as well as the Wabi-Sabi of Japanese aesthetics play a crucial role in this. The patina and the genuine character of the – mostly – old motorcycles are just as important to him as the essence of the future rider. After all, it’s the rider who completes the project. So it’s all the more exciting that this time Shinya has a brand-new R 18 in his workshop and the rider concerned is no less than he himself.

The very first gasoline internal combustion motorcycle was the Daimler Reitwagen, built in 1885. Robert Bosch created his namesake company a year later, in 1886. Coincidence? Probably, but it makes a nice segue into the advancements that Robert Bosch GmbH, better known simply as Bosch, has made in the motorcycle industry. As the company points out, “As a leading supplier of motorcycle safety systems, Bosch has sought for years to make motorcycles first and foremost safer, but also comfortable – without diminishing riding enjoyment.” As part of this commitment, the company just released their new line of five-inch TFT displays for motorcycles – the TFT Cluster 5” and the Connectivity Cluster 5”.

These displays were designed to be used by motorcycle manufacturers as original equipment dashboards, and as such, are completely customizable. With a compact footprint, the displays can be installed in a very confined space, something the engineers at Suzuki no doubt appreciated when the TFT Cluster 5” was selected for use in the 2023 V-STROM 1050 and V-STROM 1050DE.

The Connectivity Cluster 5” differs from the TFT Cluster 5”, in that, as you might have guessed, it has connectivity capabilities. Previously, adding GPS navigation to a motorcycle not already equipped required a separate aftermarket unit or smartphone mounted to the motorcycle in conjunction with the stock dashboard display. The Connectivity Cluster 5” allows the rider to wirelessly connect their smartphone to the dashboard, bringing smartphone functionality to the display, such as GPS, music, and messaging. At the same time, important information regarding the motorcycle operation, such as warnings or speedometer readout, is retained.

Bosch claims that the compact size and customizable nature of their new displays makes them suitable not only for conventional motorcycles, but also electric motorcycles, e-scooters, and ATVs. Expect to see Bosch’s new displays as original equipment on more motorcycles, as riders demand increased functionality, legibility, and connectivity from their bikes’ instrument clusters.

With more than a decade of motorcycle testing experience under my belt, it’s rare to get a first ride on a motorcycle built by a company I have no prior experience with. When CFMOTO invited Rider to Minneapolis to ride its 2022 lineup of motorcycles – a total of seven models (plus an eighth model that’s under embargo) – I was all-in.

CFMOTO’s motorcycles range from small to middleweight in size, and they’re attractively priced. The lineup includes the 126cc Papio minibike ($2,999), 300NK naked bike ($3,999), 300SS fully faired sportbike ($4,299), 650NK naked bike ($6,499), 650 ADVentura street-adventure bike ($6,799), 700CL-X street scrambler ($6,499), and 700CL-X Sport modern café racer ($6,999). The Papio comes with a one-year warranty while the others are covered for two years.

Our test riding was done at the Minnesota Highway Safety & Research Center (MHSRC), a training facility that includes a 1.2-mile paved road course with a half-dozen nicely radiused corners, a one-third-mile front straight that leads into a slightly banked left-hand sweeper, and an ultra-tight, winding half-mile infield course. Like real-world roads, the pavement was rough and littered with tar snakes that got greasy in the midday sun, and it was damp in the morning after overnight rains and again after an afternoon cloudburst. The track allowed us to test multiple bikes in succession and pursue top speeds without running afoul of local law enforcement.

Unless you’re familiar with ATVs and side-by-sides, CFMOTO might be new to you too. Established in Hangzhou, China, in 1989, the company grew quickly to become a supplier of engines, parts, and components for some of the biggest brands in powersports. By 2000 CFMOTO had begun manufacturing motorcycles, scooters, and off-road vehicles.

According to Alan Cathcart, in a company profile published in 2015 on Rider’s website, “CFMOTO emphasizes quality of manufacture rather than low cost, so while its bikes are well priced, they’re also well-made and durable.” In 2014, Austrian manufacturer KTM established a partnership with CFMOTO, and the company began producing KTM 200/390 Dukes for the Chinese market.

Stefan Pierer, CEO of KTM, told Cathcart, “We built up a very good trust level with CFMOTO – they are a very serious Chinese company. We’ve now arranged to do a 50/50 joint venture on KTM products made in China for sale worldwide. … I’m happy to attach the KTM name to something made by them.”

CFMOTO has been selling off-road vehicles in the U.S. since 2002, and it established its American headquarters in Plymouth, Minnesota, in 2007. In 2012, CFMOTO began importing motorcycles, including the 650NK naked bike and the 650TK sport-tourer, both powered by a liquid-cooled 649cc parallel-Twin.

After a couple of years, CFMOTO pulled out of the U.S. motorcycle market because its offerings didn’t resonate with American buyers. It went back to the drawing board, developed a full lineup of bikes, introduced them in Europe and other markets where they were well-received, and decided to try again in the U.S. CFMOTO has 550 dealers in the U.S., with nearly 200 of them selling motorcycles. All 2022 models have been available since April.

Weighing weighs just 251 lb and rolling on 12-inch wheels, the Papio has a 126cc air-cooled fuel-injected Single that kicks out 9.3 hp at 8,500 rpm and 6.1 lb-ft of torque at 6,500 rpm. Unique in this segment is the Papio’s 6-speed gearbox, which helps it achieve a respectable top speed – even with my 215 lb in the saddle, I saw an indicated 62 mph by the end of MHRSC’s front straight.

Small and affordable the Papio may be, but it’s nicely featured, with LED lighting all around and a digital instrument panel. It has a telescopic fork with 4.3 inches of travel, a rear shock that has five-click preload adjustability, and single-disc brakes front and rear. Seat height is 30.5 inches, fuel capacity is 1.9 gallons and color options are Lemon Green and Galaxy Grey with red accents.

The next rung on CFMOTO’s moto-ladder is a liquid-cooled, DOHC, 4-valve 292cc Single with Bosch EFI that makes a claimed 28.7 hp at 8,750 rpm and 18.7 lb-ft of torque at 7,250 rpm. You can choose the naked 300NK ($3,999) in Athens Blue or Nebula Black, or the fully faired 300SS ($4,299) in Nebula White or Nebula Black.

Both feature a steel trellis frame, a 6-speed transmission with a slip/assist clutch, an inverted fork with a progressive-rate spring, and a preload-adjustable rear shock. Ten-spoke 17-inch cast-aluminum wheels are slowed by a 4-piston radial-mount front caliper with a 300mm disc, a 1-piston rear caliper with a 245mm disc, and Continental dual-channel ABS.

With its tubular handlebar and slightly taller seat (31.7 inches), the 300NK has a more upright seating position and weighs 333 lb. The 300SS has sporty clip-ons, a 30.7-inch seat height, and a 364-lb curb weight. Both are fun and flickable with linear but modest power delivery, and the counterbalanced Single is remarkably smooth. The brakes, however, felt wooden, a problem that would likely be solved by more aggressive pads.

These are stylish, well-equipped bikes, with LED lighting and a 5.5-inch TFT display with Bluetooth that pairs to the CFMOTO Ride smartphone app, which provides vehicle info and navigation (the app is also compatible with the Papio, 650NK, 650 ADVentura, and 700CL-X Sport, but not the 700CL-X).

Moving up from the 300s to the 650s gains 357cc and an extra cylinder. The liquid-cooled, DOHC, 8-valve 649cc parallel-Twin in the 650NK and 650 ADVentura is said to churn out 60 hp at 8,750 rpm and 41.3 lb-ft of torque at 7,000 rpm. Like the 300s, the 6-speed transmission is equipped with a slip/assist clutch.

Ratcheting up the price – $6,499 for the NK (Nebula White or Nebula Black) and $6,799 for the ADVentura (Athens Blue or Nebula White) – brings higher specification. Both have brakes made by J. Juan, a Spanish supplier owned by Brembo, with dual 300mm discs up front with 2-piston calipers and a single 240mm disc out back with a 1-piston caliper. Continental dual-channel ABS is standard, and 17-inch cast wheels are shod with premium Pirelli Angel GT sport-touring tires.

The 650NK, which weighs 454 lb, carries 4.5 gallons of fuel, and has a 30.7-inch seat height, is equipped with KYB suspension, with a non-adjustable fork and a preload-adjustable rear shock. The 650 ADVentura has an inverted fork with 12 clicks of rebound adjustment and a rear shock with adjustable preload and rebound (eight clicks). Both models have full LED lighting and a 5-inch TFT display.

Standard equipment on the ADVentura includes Shad hard saddlebags, a windscreen with 1.5 inches of toolless height adjustment, and a USB charging port on the dash. It weighs 481 lb (add 17 lb for the saddlebags), carries 4.75 gallons of fuel, and has a 32.3-inch seat height.

Both 650s have upright seating positions, and thanks to its taller seat, the ADVentura offers more legroom than the NK. Both are very approachable and fun to ride. Twisting the right grip delivers rheostat-like power with barely a hint of vibration from the counterbalanced Twin. They are light enough to be tossed into turns, their Pirelli tires provide good grip, and their brakes shed speed quite well. They felt stable at speed too – I maxxed out at an indicated 106 mph on the NK and 107 mph on the ADV. (Read more 650 ADVentura impressions below.)

Though gaining just 44cc in displacement over the 650s, the 700s represent a big step up in specification and performance. Their shared liquid-cooled, DOHC, 8-valve 693cc parallel-Twin makes a claimed 74 hp at 8,500 rpm and 50.2 lb-ft of torque at 7,000 rpm, and both have a 6-speed transmission with a slipper clutch and chain final drive.

The 700s are also equipped with throttle-by-wire, which enables two ride modes (Sport and Eco) and one-touch cruise control. They have a stylish, throaty exhaust can on the right side, self-canceling turnsignals, and all-round LED lighting with a daytime running light.

The 700CL-X street scrambler ($6,499) is available in Coal Grey with bronze wheels or Twilight Blue with black wheels, and it has a tubular handlebar and Pirelli MT-60 dirt track-style semi-knobby tires. J. Juan brakes include a 320mm front disc with a radial-mount 4-piston caliper and a 260mm rear disc with a 2-piston caliper, and Continental ABS is standard. Curb weight is 426 lb.

The 700CL-X Sport ($6,799), available in Nebula White or Velocity Grey, takes a more aggressive café racer approach to styling and ergonomics, with clip-on handlebars, bar-end mirrors, a removable rear cowling (passenger pegs are standard but a passenger seat is sold as an accessory), and faux carbon fiber accents. Top-shelf Brembo brakes include a radial front master cylinder, radial-mount monoblock Stylema 4-piston calipers squeezing 320mm discs, and a 2-piston rear caliper squeezing at 260mm disc. Five-spoke cast aluminum wheels are shod with Maxxis SuperMaxx ST sport tires. Curb weight is 451 lb.

These bikes are a helluva lot of fun, with engine response that feels like a bigger step up from the 650s than the small displacement bump would suggest. With its wider handlebar, more upright seating position, more comfortable seat, and lower weight, the 700CL-X was my favorite of the two. Other than the 650 ADVentura, it’s the bike I spent the most time on, chasing down – but by no means racing – other journalists on the track.

CFMOTO’s 650 ADVentura has the Kawasaki Versys 650 LT in its crosshairs. Both are street-adventure bikes with 649cc parallel-Twins, upright seating positions, small upper fairings with height-adjustable windscreens, and removable hard saddlebags. There are some differences too – the Kawasaki has traction control but the CFMOTO doesn’t, for example, and the CFMOTO has a longer warranty – but they’re similar enough to be kissing cousins.

Since a middleweight street-adventure bike is right in Rider’s wheelhouse, the 650 ADVentura is the bike I chose to spend the day with. On a hot, muggy morning in late June, I threw a leg over a blue one in a hotel parking lot in Maple Grove, Minnesota. My visits to the North Star State are few and far between, so I headed north to Duluth on the southern shore of Lake Superior to visit the Aerostich store and factory and have lunch with Andy Goldfine.

Work obligations consumed part of my morning, so I left late and slabbed it on Interstate 35 to make time. Boring yes, but also a good way to get to know how a bike runs at sustained high speeds. Keeping up with traffic, the speedometer hovered around 80 mph the whole way. For 160 miles I passed lots of trees as well as billboards for fishing boats, fishing lakes, fish camps, and marinas. The 650 ADVentura hummed along beneath me, giving off a bit of engine heat but hardly any vibration.

Two hand knobs can be loosened to adjust the height of the ADVentura’s windscreen. With it fully raised and supplemented by deflectors on either side of the dash, wind protection was good with no buffeting. As I got closer to Duluth, I caught the edges of two rainstorms and got a little damp in my mesh jacket and riding jeans. As I-35 descended a steep hill toward downtown, the temperature dropped into the mid-50s due to the cooling effect of Lake Superior. By the time I dropped the kickstand in Aerostich’s parking lot, my teeth were chattering.

After touring Aerostich’s headquarters and warming up with coffee and a warm bowl of soup during lunch with Andy, I rode up one of Duluth’s steep streets and cruised along Skyline Parkway Scenic Byway, which follows a ridgeline just west of the city and offers panoramic views of Duluth, the harbor, and Lake Superior. The byway offered up some fun curves, plenty of frost-damaged asphalt, and even some gravel on the north end near Hawk Ridge. The final 4 miles of the byway follows Seven Bridges Road, which cuts back and forth over the cascading course of Amity Creek on a series of arched stone bridges.

The 650 ADVentura has the qualities I love most about middleweights – modest curb weight, light steering, and enough power for a lively riding experience. Its suspension and brakes are dutifully competent, and its slip/assist clutch helps it shift with ease. Its wind protection, ergonomics, and smoothness made my 350-mile day enjoyable, though its soft seat foam crushed down and didn’t offer adequate support. Fuel economy during my all-day test ride was 45.5 mpg, good for 216 miles from the 4.75-gallon tank.

Overall, I was impressed with the 650 ADVentura as well as CFMOTO’s other models. They are stylish, well-built with quality components, and spec’d with desirable features. And at a time where value is increasingly important, they offer incredible bang for the buck.

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