2022 CFMOTO 700 CL-X HERITAGE SPECS AND REVIEWS

The pandemic’s pressures have been ignored by CFMoto, which is now mounting a three-bike attack on the lucrative middleweight sector. Introducing the 700CL-X Heritage

I realized I had forgotten my blasted mask only a few kays from home. I looked in my mirrors, tapped the brake on the back end, and threw a U-turn. And halfway through this U-turn, I realized the brand-new 700CL-X Heritage from CFMoto isn’t your typical sub-$10,000 motorbike.

The things you can’t see are what really seal the deal, even though there are many visible indicators that this bike is punching well beyond its weight. like the chassis’s balance, the superb ergonomics, and the suspension’s ride quality. It is incredibly outstanding for CFMoto’s first-ever midsized machine in the fastest-growing motorcycle sector and, more significantly, a real challenger.

The Heritage is the first of three models on the 700CL-X platform, with the Sport and Adventure joining it in Australian dealerships later this year. All three are based on the same outstanding chassis and suspension package, and all have totally convincing style from the Kiska design studio, signaling that this 32-year-old brand means business.

Before you even start the bike, you can see there’s been a lot of thinking put into where it should fit in the market and what machines it’ll be competing against. With its aluminum tank panels, classic design, and 18-inch front wheel, the Heritage appears to be aimed straight at Ducati’s Scrambler Icon, and the Heritage makes a very convincing case (see sidebar).

The quality of the switchblocks is an improvement over the firm’s 300SR, whose superb grade of finish I praised in the previous issue (AMCN Vol 71 No 05). The brake and clutch levers are both span adjustable, there are braided steel brake lines, and even the ignition key appears to be finely manufactured. Which means nothing in terms of the bike’s ability, of course, but when looking for where CFMoto cut shortcuts to deliver a full-powered street scrambler at a rideaway price of $9490, it’s these minor touches that truly jump out.

Turn the key, and the single, circular LCD dash illuminates before the 693cc parallel-twin engine kicks up. As it settles to idle, I remark that I would love a deeper tone to be emitted from the stubby end can; it sounds a touch tinny to my ear, but it’s also louder than I’d expect, so I imagine it’s a sound many others would probably appreciate.

Drive in the light-action clutch, snick into first gear, and pull away; the first few rolling metres may reveal a lot about a bike. In this case, it’s the Heritage’s balance, which was reinforced a minute or two later when that tight, feet-up U-turn happened as if I’d known the bike for years.

It’s a fun ride since you sit within the bike rather than on top of it, on a fairly accessible 800mm-high seat positioned towards a rear bias along the bike’s longish 1435mm wheelbase. The intelligently built tubular-steel chassis, weighing 16.5kg and coupled to a lightweight aluminium alloy swingarm, gives you a really clear sense of where you are on the bike and what it’s doing underneath you.

The wide, one-piece handlebar is within easy reach, and your feet are naturally situated below your bum. It all adds up to ergonomics that are very pleasant for my 164cm frame, and the well-padded seat widens at the back and provides excellent support. Taller riders may feel a little claustrophobic, but there are a pair of optional taller seats in the accessories catalogue (see sidebar) that boost the seat height by 25mm to accommodate those lanky types.

Aside from balance, the ride quality provided by the fully adjustable KYB 41mm upside-down fork is instantly obvious – preload and compression are changed by the left fork leg, and preload and rebound via the right. At this price, a non-adjustable fork suspending the front end wouldn’t raise an eyebrow, and it’s another feather in the new platform’s well-equipped cap. It also means that the block-pattern Pirelli front tyre encasing the 18-inch front wheel has significantly more sensation than you’d think.

There’s a lot of confidence coming from the huge, wide ‘bar, which provides plenty of leverage to hustle it through the tight stuff, which it’s very good at. When the speed quickens, the front of the seat narrows where it meets the tank, allowing you to effortlessly shift your weight from side to side. And the lone but hefty radial-mounted J.Juan four-piston front caliper catching hold of the 320mm disc provides plenty of feel and stopping force.

That capable fork is paired with a KYB monoshock that allows you to adjust preload and compression, which is useful if you plan to utilize the well-padded pillion seat for either a human or some luggage. There are no grab grips, but the pillion ‘pegs and their mounts would serve as useful tie-down points.

When combined with the front brake, the rear brake provides a lot of sensation and some decent power. Again, a J.Juan caliper, this time a twin-piston model clutching a 260mm rear disc.

With 55kW (74hp) and 68Nm of torque, the 693cc parallel twin’s performance is predictable and usable at the bottom of the rev band, where acceleration is quick. However, the engine’s adaptability comes into play higher in the range, when peak power (8500rpm) and torque (6500rpm) both come into play – the red line is highlighted at 8000rpm. While it’s natural to short shift at around 4-5000rpm, it’s actually rather happy to rev and has plenty of power to play with up in the red zone. Similarly, you can take off in third gear with ease – it’s a highly adaptable engine that the manufacturer backs up with a three-year warranty.

The digital throttle has two switchable maps, Sport and Eco, and, unlike the firm’s 300SR, makes a significant difference in throttle response. You may also switch it on the fly without closing the throttle, and you’ll notice and hear the difference as soon as you press the button on the left side of the dash.

I spent the bulk of my journey on Sport mode, and while I didn’t experience any rain during my testing period, the softer Eco map might provide some piece of mind in wet and slippery circumstances.

There is Continental ABS, but there is no IMU – which you wouldn’t anticipate on a bike this price – thus the system is not lean-angle sensitive. You probably wouldn’t expect cruise control, but it exists. And, while the cruise control’s dash lights are slightly confusing – it stays green when deactivated, the graphic only turns orange if you touch the brake or clutch lever, as opposed to other machines where the light turns green to indicate it’s on and orange to indicate it’s off, but ready for activation – and while it’s not as refined as systems found on bikes twice and three times the Heritage’s price, it does exactly what it’s supposed to do.

The headlight, which is designed to resemble the X in the model name (as are the LED taillight, clutch cover, and emblems on the tank and front guard), automatically shifts between daytime running light and headlight modes based on ambient light, which is a useful function. While other modern machines’ instruments will do the same, the CL-dash X’s offers five levels of brightness, though only through manual adjustment.

The LED indications are self-canceling, but the off switch is tripped when you first lean into the corner, rather than when you exit it. This is fine for typical bends, but if you do a U-turn at a roundabout, the motorist at the third exit will undoubtedly think you’re driving straight ahead and pull out in front of you. To avert a potentially dangerous situation, you must reapply the indication.

Low beam casts a great, wide pool of light over both lanes of a regular road, and while switching to high beam didn’t make a substantial difference, a couple of passing cars flashed me while on low beam, indicating it’s quite bright enough.

While the firm’s $5790 (ride away) 300SR boasts a color TFT display, the 700 CL-X Heritage offers a basic LCD dash, and while it’s less spectacular, the 700 provides a bit more information to the rider. A clock, temperature gauge, average and real-time fuel consumption, fuel gauge, gear position indication, average speed reading, and battery voltage are included in addition to the normal odometer and dual trip meters.

Despite visually dominating the CL-X Heritage’s appearance, the tank is a modest 13-litre affair that will have you seeking for gasoline long before you’re ready to stretch your legs. I’d driven 180 kilometers when I reached the final bar on the fuel gauge, which began flashing barely 20 kilometers later, making me apprehensive and impatient to find a service station.

When I did, though, I could only get just under nine litres into the tank, implying that I had another 80 or so kilometers before things went really bad. It also means I returned a very respectable consumption figure of 4.54L/100km, which was mirrored on the dash’s average consumption readout.

However, if I did run out of gas, the 700CL-X Heritage features danger lights to bring attention to itself if it left me stranded in an inconvenient location. And, as I waited for assistance, I could charge my phone using the USB connector positioned under the seat.

Again, tiny but important touches add up to a well-equipped motorbike that is extremely reasonably priced in a crowded midsized market. This first of three 700CL-X machines is pretty impressive as CFMoto’s first step into the non-LAMS category. Of course, the collaboration between CFMoto and KTM is at the root of such a high-quality product, and it bodes well for the next 800MT Adventure platform as well.

When you consider that the 693cc Heritage produces more power and torque than the Ducati’s 803cc Scrambler Icon, with which it shares many specs and characteristics, and that the CFMoto is more than $6000 cheaper – and comes with a 12-month longer warranty period – it makes a fairly compelling case.

When its two stablemates join it on showroom floors and the 800MT barges its way into the equally congested Adventure bike sector, I have a feeling the brand will have taken on a completely different connotation in the minds of Australian riders.

My dependable Honda CBR500R 2020 was swapped in for a new brand called CF Moto, model CLX700 Heritage.

Unfortunately, I got a check engine light not even 30 minutes into riding it, and it has been back and forth to the dealer, where it is now stranded since they have no idea what the problem is or what the code is.

The distributor is also dumb; they have delivered a device to assist the dealer to grasp what the code means, but it might take weeks, and I don’t want to keep a lemon or wait that long because the riding season here is so short.

I contacted both CF Moto Canada and CF Moto USA, who appear to have one CSR each for customer service, which is even more troubling and offers no help.

I contacted CF Moto Official via SM and email, but received no response.

Does anyone know what check engine error code P057129 means? and how can it be fixed?

This transaction is about to be canceled.

• I’m also a proud owner of this dreadful motorcycle.

  If you purchase this, be prepared to encounter moderate to big issues.

  coolant dripping

  oil dripping

  The cruise control is not engaging or disengaging.

  missing screws as a result of high vibration

  The most common check engine codes are brake, ABS, and throttle.

  poor service centers

  rear brake is really ineffective

  If the battery is not used for a month, it will drain.

  Some minor accessories, such as rubber on the radiator and exhaust pipes, are missing.

  brand new manufacturer scratches

  passing away while driving