CFMoto 650MT

Make Model	CFMoto 650MT
Year	2017 -
Engine	Four stroke, Parallel twin cylinder, DOHC, 4 valve per cylinder with 180° crankshaft, chain camshaft drive and single gear-driven counterbalancer
Capacity	649 cc / 39.6 cu-in
Bore x Stroke	83.0 x 60.0 mm
Compression Ratio	11.3:1
Cooling System	Liquid cooled
Induction	EFI with 2 x 38mm ITT throttle bodies and single injector per cylinder
Ignition	ECU
Starting	Electric
Max Power	69.7 hp / 51 kW @ 8500 rpm
Max Torque	62 Nm / 45.7 lb-ft @ 7000 rpm
Clutch	Wet multi-plate
Transmission	6 Speed
Final Drive	Chain
Frame	Tubular steel diamond frame employing engine as fully-stressed member
Front Suspension	41mm Telescopic Fork
Rear Suspension	Extruded steel swingarm with tubular steel bracing, Kyaba cantilever monoshock
Front Brakes	2x 300mm discs, 2 piston caliper, Continental ABS System
Rear Brakes	Single 225mm disc, 1 piston caliper, Continental ABS System
Front Tyre	120/70-17
Rear Tyre	160/60-17
Wheelbase	1415 mm / 55.7 in
Seat Height	840 mm / 33.1 in
Ground Clearance	170 mm / 6.7 in
Dry Weight	185.7 kg / 409.5 lbs
Wet Weight	206 kg / 454 lbs
Fuel Capacity	18 Litres / 4.7 US gal

The 650MT is the third model in CFMoto’s growing lineup of mid-sized motorcycles after the 650NK roadster and 650TK bagger, each powered by its self-developed 650cc parallel-twin eight-valve motor. To ride one, I travelled to Australia to throw a leg over a bike brought in by Melbourne-based Mojo Motorcycles.

The same 649cc, liquid-cooled parallel-twin motor that was used in the 650NK and 650TK models is fitted to the 650MT, complete with 180-degree crankshaft (so, one piston up/one down). Yes, this is essentially a Chinese ripoff of the Kawasaki Ninja 650 motor, even down to the dimensions. A claimed 70-ish horsepower at 8,500 rpm and 46 lb.-ft. at 7,000 revs makes this engine plenty powerful for everyday use, and mercifully there’s no annoying amount of vibration at any revs, right up to the hard-action 10,500-rpm rev limiter. This makes the 650MT both pleasant and practical in freeway use, as well as ultimately untiring to ride.

The 650MT is a model of rideability thanks to its flawless gearshift and light clutch action. This makes balancing the CFMoto at low speeds easy for riders of all levels of experience, with walking pace feet-up U-turns dead easy on a bike which has a very tight steering lock and is thus pretty manoeuverable, thanks also to the responsive but well-mapped fuelling. There’s no trace of an abrupt pickup from a closed throttle on the 650MT—just a smooth, liquid response which makes the bike seem so controllable. Though not particularly light for a 650 twin at 470 pounds without luggage (but with the 4.8-gallon tank fully fuelled), this will be an ideal mount for beginners provided they’re comfortable with the quite tall 33-inch seat height, though there’s a lower 32-inch option.

The 650MT’s Kiska-concocted riding position is super-comfortable, with the deeply stepped seat slotting you into the bike rather than sitting on top of it, while also providing relatively plush padding. There’s good lumbar support for the rider, and adequate though not exactly spacious room for a passenger, but the footrests are too high and a little too far forward. One thing Kiska nailed is the handlebar shape and placement—it’s perfect.

Grip from the standard Metzeler RoadTec tires was good, and is a step up from the Chinese CST rubber that comes on CFMoto’s other bikes.

The mirrors are excellent and give a good view behind you without blurring at speed, and the switch clusters on the handlebars are a better quality than expected, though the light switches are curiously adjacent the right grip rather than the more commonplace left. The side stand seemed rather short (there’s no centre stand), but it turned out it had actually got bent by the previous rider, who went touring two-up with luggage and a passenger: Mojo boss Michael Poynton has requested that future production versions should be more substantial! The 650MT’s cockpit comes over as accommodating, in spite of the only naff-looking item on the entire motorcycle, the front brake master cylinder which is both massive and ugly. That sense of being welcomed aboard is partly thanks to the well-designed if slightly spartan dash.

The 650MT features Chinese-made Yuan suspension, with a 43mm fork that, oddly, is adjustable for compression damping but nothing else. The Yuan shock offers spring preload and rebound damping adjustments. I liked the front-end setup—it was sprung and damped well enough to iron out all but the worst bumps and pavement cracks. I wasn’t so happy with the rear shock, though, which didn’t seem very compliant and gave a rather choppy ride. It later turned out that the previous rider had ridden with a passenger and cranked up the preload up to suit, and without the necessary C-spanner I couldn’t experiment with adjustments. So the jury’s out on the 650MT’s rear suspension, though the fact that the front is so satisfactory gives you a head start in hoping that it’ll be reasonably effective.

Grip from the standard Metzeler RoadTec tires was good, and is a step up from the Chinese CST rubber that comes on CFMoto’s other bikes. (Mind you, ever since China’s state-owned chemical company ChemChina acquired Pirelli/Metzeler in 2015, I guess these tires are now seen as a local product that just happens to be made in Germany!)

Fitting the Spanish-developed J.Juan brakes—albeit made in the firm’s Chinese factory—gives the 650MT solid stopping power that’s backed by Continental-supplied ABS. Stainless brake lines are fitted as standard, and the two-piston calipers clamp down on large 300mm rotors. The ABS works well, albeit with crude intervention. Both levers on the handlebar are five-way adjustable for reach, which is always a nice feature and something that allows the bike to be tailored to fit a wide range or riders.

Fitting the Spanish-developed J.Juan brakes—albeit made in the firm’s Chinese factory—gives the 650MT solid stopping power that’s backed by Continental-supplied ABS.

The fact that CFMoto has fitted the Metzeler tyres, Bosch ECU, Continental ABS, and J.Juan brakes indicates a welcome concern to deliver a bike fitted with name-brand components that will provide reassurance to export customers, all while maintaining an affordable price that we anticipate being around $6,500 if and when it comes to the US. The CFMoto 650MT is as capable and pleasing (as well as practical) a ride as any motorcycle costing thousands more, with half the looks. Anyone thinking about buying a secondhand Kawasaki Versys 650, let alone a new one, now has a hard decision to make. The prospect of an easily affordable commuter that’s directly comparable to similar, more expensive models sure has us interested—but will it in fact make it to the states? We remain hopeful.

The prospect of an easily affordable commuter that’s directly comparable to similar, more expensive models sure has us interested—but will it in fact make it to the states? We remain hopeful.