The CF MOTO company has been developing and producing motor vehicles for more than twenty years Production capacity is regularly increased, and what was initially a small engine assembly shop in China has turned into a full-fledged motorcycle concern on a global scale. Today, the main focus of the manufacturer remains the assembly and testing of engines, but this does not affect the fact that CF MOTO ATVs are the sales leader in the Russian Federation and a number of other countries.
Despite the popularity of the company’s motor vehicles, all CFMOTO ATVs belong to the budget category, but the location of the production workshops in China does not affect this in any way. Factories are almost completely robotic. Each line, from frame development to ATV assembly, has its own methods of testing products, their reliability and strength, right down to assessing raw materials and running in new vehicles.
Absolutely all CF MOTO ATVs undergo a series of checks at the factory, and they are tested not only on machines, but also in the field. Now one factory in China produces 50-150 ATVs per day, and there are assembly shops on all continents and in different countries. Thanks to the thoughtfulness of the conveyor and assembly line, as well as our own engine testing systems, each CF MOTO ATV can be considered the most reliable and unprecedented in its own price segment.
Introduction of the CF 500
The MOTO CF 500 ATV has gained popularity among us, thanks to which the company’s brand has become recognizable. This model is unlike many other Chinese options.
The fact is that manufacturers in China mainly focus on Japanese and American models, and in most cases they simply copy them. But this original model, which launched in 2006, launched a whole series. With the release of each new generation, the CF MOTO ATV has changed and improved. In addition to decent quality, the moderate price stood out. This explains the constantly growing interest and demand for these products.
Main types
Currently, the company produces two types of ATVs:
- utilitarian;
- sports.
Utilitarian models and all-terrain vehicles have good capacity and are suitable for individual use. They are very popular among fishermen and hunters, as they often have to overcome difficult to reach places.
Sports models are designed for racing and extreme driving. Therefore, all their elements have additional strength.
For lovers of comfort, the company offers a whole line of accessories. They will make riding in the device comfortable, and the CF MOTO ATV truly unique.
The prevalence of the manufacturer's model range is so great that it is difficult to imagine any race without the participation of this ATV.
The CF MOTO company specializes in the production of both classic and sports, as well as utilitarian models. Our racers and outdoor enthusiasts have long appreciated these machines. In Russian off-road conditions they perform at their best. And numerous competitions and tests held in Russia and abroad have proven their excellent endurance and stability.
History of creation of CFMOTO
Our founder created a brand of 4-stroke liquid-cooled engine in Hangzhou, China, the rest is parts. This truly amazing installation contributed to the founding of the company in 1989. It has created world-class ATVs, motorcycles, scooters and more. CFMOTO is a world-class ATV manufacturer that is redefining what people expect from an off-road vehicle. Like you, we are outdoor enthusiasts inspired by the world around us.
From our exquisite 800cc V-Twin or 500HO torque, these engines are the heart and soul of any vehicle. At CFMOTO we understand these complex and emotional relationships. That's why we design, engineer and manufacture our own engines entirely in-house.
At CFMOTO, we create smart machines with the power and agility to take on any challenge, wherever it goes. We don't show you a lot of amazing features just to make you pay extra for them. All of our premium features come as standard. From custom paint jobs to winches. £3,000 for the complete package without being overpriced.
Featuring our independent A-arm suspension, high-performance nitrogen-adjustable gas shocks. We build ATVs and Side-by-Sides with custom engines to give you a comfortable ride—no more, no less.
Before and after 2010
Until 2010, the CF MOTO ATV remained almost unchanged, with the exception of some minor elements and design. All equipment had powerful 500 cc engines. But even this consistency did not prevent them from remaining a leader in the Russian market.
Most of all, we know such basic models as CF500-Basic, CF500-A and restyled 500-X5A, CF625-X6 EFI.
But in 2010, a model was released that had qualitatively different characteristics. The 625-X6 received a 600 cc engine, as well as electric power steering. Then, in 2011, another interesting model, the SSV-Z6EFI, was released, which added row seats, but lost power steering.
Utility ATVs
To understand why the CF MOTO ATV has gained such popularity in Russia, it is worth paying attention to its technical characteristics.
Firstly, the engine deserves special praise, as it meets the highest requirements and undergoes a rigorous multi-stage test during the assembly phase.
Secondly, the energy-intensive suspension, which has a large power reserve, performs well.
Thirdly, the vehicle is capable of making its way through the most seemingly impassable places, through snow drifts and through swampy areas, thanks to lug lugs on the wheels.
In addition, almost all of the manufacturer’s ATVs have an extended base, which allows them to serve as cargo transport, loading them with whole trunks when going fishing or hunting.
But the main advantage, why we often choose models from this particular company, is the ratio of quality and reasonable price for CF MOTO ATVs. This feature allowed our compatriots to love and respect this transport so much.
The average cost of a new device ranges from three hundred to seven hundred and forty thousand rubles, depending on the model.
Analogues and direct competitors
No matter how strange it may sound, CF MOTO ATVs have no direct competitors in the sales market, except perhaps the domestic Stels. After the jump in the value of foreign currency, many imported vehicles increased in price, and prices for CF MOTO ATVs also increased. For this reason, Russian Stels and Chinese CF MOTOs have become comparable in cost, but not in build quality and consumer convenience.
As ATV owners note, the Chinese have some minor shortcomings, but in terms of technical equipment, ease of use and repair, any CFMOTO will give a head start to the domestic auto industry. At the same time, most of the basic Chinese models have an easy-to-access assembly system. There is no need to pull out half of the internals if one spare part breaks slightly, but Russian Stels cannot boast of the same result in the arrangement of parts.
Although for most Russian consumers Chinese equipment falls into the “taboo” section, true connoisseurs of off-road motor vehicle travel understand that this rule should not always be followed. The equipment of the CF MOTO concern itself shows only its best side. There is no need to compare the company’s ATVs with analogues, because they are unique in their kind. Although they cannot boast of such parameters as purebred Americans or Canadians, this is not necessary, because it is in the Chinese motorcycle equipment from CF MOTO that the price-quality parameter is met in the best ratio.
ATV line
In the model range of devices, you can choose the vehicle that suits you best. Lightweight and maneuverable equipment will appeal to fans of extreme driving and racing, while fishermen and hunters will most likely prefer large and roomy cars.
In addition, the lineup includes equipment for those who are just starting to drive an ATV or just want to go out into nature to relax. Such models have comfortable car seats, and the technical characteristics are quite moderate.
The manufacturer also thought about children, for whom he developed special models.
ATV CF Moto X8 Terralander
Not long ago the company released a new product, the X8 ATV. It created a real sensation in Europe, the USA and other countries. And this interest does not fade, but only increases every year. The model is perfect for off-road tourism enthusiasts. She can handle trails that even a jeep can’t handle. The main feature of the ATV is its focus on Russian roads, climate and specific Russian driving style.
The engineers tried to take into account all the features. A big advantage is that spare parts for CF MOTO ATVs will be fully present on the Russian market.
The model will arrive in Europe under the name Terra Lander X8 (800-2). She received an 800 cc engine. The suspension has enormous energy capacity and guarantees maneuverability even at high speed, which, by the way, can reach up to 105 kilometers per hour.
You just need to look at the stylish and aggressive appearance to become a devoted fan of this vehicle. Availability of service and all the necessary spare parts for CF MOTO ATVs, constantly available on the Russian market, make the model number one in its class.
Last fall, my fourth season ended. He is the fourth only formally. I myself consider it the first full-fledged one, because it was in this season that I began to travel far beyond the borders of my small cozy town, finally received a driver’s license and from April to mid-October I drove 5 times more than in all three previous seasons. The reason for this was the purchase of a new motorcycle - CF Moto 650TK. Its “naked” brother, the NK model, gained some popularity even outside the Chinese circle and, in general, showed a very good level of reliability coupled with an acceptable cost, availability of spare parts and low cost of ownership. It would seem that this is an ideal set of qualities for people who count their money and are not fooled by show-offs.
Street “brother” - 650NK
Despite this, exactly the same motorcycle in a touring body kit has not gained much popularity in our market. The reason, in my opinion, is banal - the year sales began (2016) fell exactly at the height of the notorious economic crisis, and there were few people willing to shell out more than 350 thousand rubles for a “Chinese” car. What exactly made me join the suppressed minority and shell out 449 thousand rubles (sic!) for a motorcycle ex-showroom is a topic for a separate post, and I strongly urge readers not to waste time on comments explaining to me what a sick bastard I am and what these money I could buy almost new $brand_name $model_name. I will only say that I had my own subjective reasons and personal beliefs for this. Among the new motorcycles in the sports-tourist class, with the stated performance characteristics and level of equipment, the 650TK simply has no competitors. That’s why I wasn’t particularly overcome by the agony of choice - having received the financial opportunity to buy it at the salon, I did it without much hesitation. Its characteristics and how shamelessly its appearance is similar to the Honda ST1300 have been written about more than once, and I see no point in repeating someone else’s words. Instead, I offer you the most honest and objective review from a real owner, after 14 thousand kilometers.
On the day of purchase
Let's start in order - with the first impression of the purchase and a small disclaimer about what this motorcycle is made of. Since I bought it at the end of November 2021, I had four and a half painfully long months before the first ride, and I did not fail to make good use of them, disassembling the motorcycle’s body kit in order to equip it with various goodies ahead of time and personally check the quality of the pre-sale preparation. Impressions from the materials remained generally positive, despite the fact that in literally several places, the interface of the body kit with other elements conveyed greetings from heaven, gaping with half-centimeter gaps. Plus, a couple of tertiary threaded connections still reminded us of the origin of the motorcycle with their quality. However, all the important components are assembled neatly and with attention to small details that is atypical for stereotypical China.
Now it's naked
At this point in the story, I consider it necessary to dispel the persistent misconception that all Chinese motorcycles are entirely made in China.
The CF Moto concern is a serious and world-famous manufacturer of motorcycle equipment, which understands that “reinventing the wheel” in areas where sufficient personal experience has not yet been accumulated inevitably affects the quality of the product. Therefore, looking at the recent flagship of their motorcycle line, we will see “brains” from Ducati, injector from Marelli, Austrian KYB suspension, ABS block and stock tires from Continental, J.Juan brakes. And yes, the Asians still assemble the engine themselves, but even that one is a licensed copy, although not an advanced one, but a proven unit from Kawasaki. The copy is so neat that you can put parts from the “ruff” into it without any problems. By the way, I found out who served as the “donor” for the Chinese by chance, after the acquisition, and, remembering that before the sharp increase in prices I had been dreaming of buying a new Kawasaki Versys 650 for many years, I was pleasantly pleased by this fact - yes, let it be It sounds funny or naive, but in the end, I, without knowing it, still got on the desired motorcycle, even if it had changed citizenship and class. Finally, with April, the long-awaited moment of the first trip and a tedious but necessary break-in, one and a half long, arrived. thousands of boring kilometers. Needless to say, after three seasons on a small thirteen-horsepower two hundred, 62 frisky Chinese horses caused nothing but delight, accelerating to a hundred in five seconds. Now, after the season has passed, I understand that this engine is an example of calm, linearity and predictability, but then...
After a carefully completed run-in by mid-May and zero maintenance from the officials, I was able to fully appreciate the dynamic characteristics of the motorcycle. There are no special revelations about the engine - again, watch any test drive of the Versis and you roughly know how its Chinese clone drives. It accelerates my 90 kilogram carcass without difficulty in any gear. Once I reach cruising speed on the highway, I can spend the entire trip in sixth, clicking down only at traffic lights or traffic jams. The 650 cc engine still feels the weight of the passenger, and with my beloved woman behind me, I sometimes switch to fifth before overtaking some heavy truck. With a permanent passenger
Well, I confess - a couple of times I “gave it” on an empty daytime highway, accelerating it to the required maximum speed of ~190 according to GPS purely for experimental purposes. Just “shhhhh”, in fact I’m a very careful and calm driver. This whole Chinese herd needs to say “Shhhhhh!” in time. A responsive and fairly powerful front brake allows you to quickly and effectively stop in “emergency” situations with a slight movement of your finger, and a moderately soft rear brake helps control traction on serpentines and in traffic jams, and brake as smoothly and without pecks as possible before coming to a complete stop. The only thing (technically “advanced”) that I had a chance to compare with is the BMW R1150RT, whose combined brakes, although more “uncompromising”, but at the same time, the rear brake, in principle, did not allow me to maneuver at low speeds, because it instantly “dug in” » motorcycle, which the owner also complained about. Perhaps this was a feature of a particular instance, but I liked the braking force control on my motorcycle more. There is not much to say about ABS, except that it is there, it works and does its job perfectly. I managed to activate the system on the front wheel only a few times on sandy ground, and then only by deliberately braking “to the floor” in order to make sure that it was working at all. About ergonomics and comfort. The landing is almost touristic, but with a straight back, the arms remain almost straight. And although in visual comparison the posture on the same R1150RT looks more relaxed, on my motorcycle I don’t stretch or lean on the handlebars, I don’t want to straighten my back, and my hands never went numb. In general, the position seems natural and familiar to me, and on long roads only the butt asks for mercy, steadily numbing every ~1.5 hours spent in a street-style hard saddle. Another thing is the position of the legs. With my height of ~180 centimeters and a disproportionately short torso, my legs on the footrests are still bent somewhat more strongly than I would like. And my arthritic knees regularly remind me of this, as if to say: “Dude, either you treat us, or in a couple of years you buy yourself a cruiser.”
At a glance about landing
Suspension: although it has no settings other than the preload on the rear shock absorber, it is, in my humble opinion, very well tuned from the factory, handles typical road irregularities without any complaints and generally has a pleasant balance between softness and controllability, which was noted not only by me , but also my comrades. And speaking of handling. The steering of this vehicle is what delighted me from the first trips and continues to delight me to this day. Excellent weight distribution, no steering or heaving, the motorcycle goes where you want and how you want without the slightest effort. I can put it up to the step at speed and effortlessly go through serpentines, I can weave in a traffic jam at a speed of ~1-2 km/h without moving my legs, and I can easily turn around on a one-lane road. In general, of all the heavy (>200 kg) motorcycles that I have ever driven, only this one did not force me to get used to the controls. This is a definite 5 points. Up to this point, almost everything said could be applied to the NK version of the motorcycle. But what amenities does a tourist body kit offer the owner? Firstly, of course, wind protection. I admit, I cannot share comparative impressions about the 650TK classmates, but from personal feelings and experience, the wind and mud protection on it is not very bad. It happened more than once to drive along a two-lane road after rain, abundantly irrigated by fine streams from under oncoming trucks: the motorcycle was covered with a uniform layer of mud to the very top, but I was for the most part dry, clean and happy. Light drizzle at speeds above ~60-80 km/h can also be ignored. Even the aerodynamic “ears” of the turn signals do a good job of diverting the oncoming flow away from the wrists. This can be clearly felt only by lifting your hand from the grip and lifting it a few centimeters. But I won’t deny that the windshield would have been higher. I partially solved this problem by installing a spoiler, which I ordered in the motorcycle’s homeland back in the winter (in fact, I never rode without it). But even with it, at speeds over 100 km/h, air hits the upper part of the visor, causing discomfort with a terribly annoying roar in the ears. It is possible that the problem lies in the design of my helmet, since it is almost completely eliminated by replacing the visor with cross-country glasses. And yet, for the insufficiently high and non-adjustable windshield - a four.
To place your belongings, the motorcycle offers two quite roomy, and also waterproof 30-liter cases (although water still began to seep into one of them when washing with high pressure - you need to glue the seal). With a decent capacity and carrying capacity, the Chumadans, alas, are embarrassed - the inscription “3 kg max.” is emblazoned on the end. Of course, I don’t carry weights in them, but sometimes when I return from the store with groceries, no, no, I exceed the norm. Until they fell off. The panniers, unfortunately, are not quickly removable, so in the off-season I will take the trouble of ordering inner bags. Small things can be folded into two waterproof and also quite roomy “glove compartments” on the sides of the dashboard. One of them is locked with a key, and in it, back in the winter, I immediately built in a USB socket with a voltmeter, which I connected from the standard cigarette lighter (yes, there is one too). The controls do not stand out in any way, everything is like a typical Japanese one, with the exception, just, of the presence of a headlight/low beam switch. The grips are made of soft, pleasant-to-touch rubber, the levers are adjustable. The mirrors located in the turn signal housing are located below the level of the steering wheel, while providing excellent visibility on both sides. The panniers come into view just a little from the edges, which allows for better control of the situation when maneuvering in narrow places or when reversing. For lovers of classic mirrors, there are brackets covered with rubber plugs into which, if desired, you can screw in accessory holders. The dashboard gives me mixed feelings. On the one hand, with its appearance it sends us greetings from the 2000s - the huge analog speedometer with tachometer and “conventional” indicators do not shine with graceful lines. On the other hand, indicators perform their function flawlessly. They are so huge and bright that they can only be eclipsed by the flash of a nuclear explosion. It depends on you, but personally, I don’t like tiny light bulbs gathered in one pile in the area of a matchbox, so for me this is a definite plus. The small LCD display conveniently houses the odometer/tripmeter, for once an accurate fuel level indicator, an engine temperature indicator and a clock. In general, a standard minimum set. In the evening, the dashboard emits an unobtrusive white moonlight. However, the biggest minus I give is the lack of a gear engaged indicator. Heck, even my Stels Flame 200 had it, and I refuse to accept any arguments about its absence on the 2021 bike! As a result, the tidy, alas, is a C grade, both in visual design and functionality. Well, the last point of review is the light. The headlights are traditional halogen lamps, one for low beam and the other for high beam. They don’t grab the stars from the sky, they just shine and allow you to move moderately comfortably in the dark. All other light is LED, bright and noticeable. Huge front turn signals and a massive rear light are clearly visible both at night and during the day. There are even daytime running lights. It's a small thing, but nice. Finally, about operation and ownership. As expected, the new motorcycle, having been carefully run in, did not cause any particular trouble. A couple of times I applied under warranty with ordinary sores. The first time was with a faulty throttle position sensor: the officials didn’t bother with it, but simply changed the entire throttle assembly for me, saying that by order from above, for some time now they, regardless of the problem, are changing the entire assembly. The second time was completely nonsense: the “frogs” of the brake light were stuck with dirt. I decided to enjoy the warranty period to the fullest and at the next maintenance I asked to have the problem fixed. According to tradition, instead of cleaning, faulty devices were simply replaced. Well, and, among the annoying misunderstandings, the rear part of the muffler, which had a more decorative than functional meaning, was inadvertently lost somewhere on the way to St. Petersburg. I no longer know whether the loss was a consequence of my intervention or an oversight on the assembly line; I only heard from fellow TsF motorists that I am not the only lucky one. The last thing that significantly annoyed me during operation was the drive chain, which I killed with my own careless attitude towards timely maintenance. In view of the absence of a central step and undercarriage, I lubricated and cleaned it somehow and for the last 2-3 months of the season I “enjoyed” the increasing crackling and crunching, loudly notifying those around me of my presence. In the coming season, I don’t intend to repeat my mistakes, but I’m already thinking about a cardan drive. Quite a few small things: clips on the panniers snapping off on bumps and here and there “crickets” and creaks appearing in the area of the tidy (which, as far as I know, suffers from many “plastic” motorcycles to one degree or another). The motorcycle was tested on a number of mini-long trips in the surrounding vast regions, the most extensive of which was a trip to Karelia, on the northern shore of Lake Ladoga, with a mileage of about a thousand kilometers over the weekend. There were trips on it in the heat, and in the cold, and in hellish downpours, and wandering along creepy night roads in the middle of unfamiliar forests with a dead navigator, and even evacuation to a special parking lot, when, after driving 160 km, I was stopped by a brave motorized battalion 200 meters away. to the destination :)) “Ushasty” was never capricious and never let us down on a long journey. And I, in turn, getting ready for another weekend getaway 300-400 km from home, never doubted that this proud white Chinese would take us to our destination without any worries. In general, over the 14 thousand kilometers traveled, I never once had the thought of a lack of dynamics or the desire to switch to a “liter”. My driving style and scrupulous attitude towards traffic rules practically exclude situations in which I would want a more powerful moped. More comfortable - undoubtedly, someday. But I simply don’t see the point in increasing power. I intend to ride it for the next 3-4 seasons, unless my plans are dramatically changed by any external circumstances. For the coming summer, my beloved woman and I are planning our first trip to Europe (and the first trip abroad in general in my 30 years), as well as, if possible, a number of larger long-distance trips across the country. For these events, it is planned to modernize the touring properties of the motorcycle: installing gel and heating in the seat, installing heated handles; possibly a rear case, additional light, gear indicator; as well as minor decorative modifications.
Epilogue. I understand that it is difficult to hear an absolutely unbiased and objective opinion from the owner of any item. After reading this ode of praise, you might think that all I wanted to do was justify my choice to someone. And I’ll probably surprise you even more if the question “Do I recommend buying this motorcycle?” I will firmly answer “No.” And yet, let me be a little more detailed. To answer the question posed, answer yourself a few statements: • You don’t care about the show-off and nameplate of a famous brand on your motorcycle • You don’t have the time/money/desire to carefully select a motorcycle “from hand” • A crystal-clear history of motorcycle ownership is important to you • An official guarantee is important to you • You don’t like to repair/maintain your equipment yourself and don’t want to figure it out • You live in a city where it is difficult (or even impossible) to find a good motorcycle service • You are not going to sell this motorcycle in the next 3- 4 years If you, like me, are one of those very few, in my opinion, people who can answer positively to all the points on the list - this motorcycle is for you. If you answered “No” to at least one point (except for the warranty), then, without a doubt, any used motorcycle for 450 thousand will be the best choice for you. Of course, whether my personal choice was successful will only be shown by mileage exceeding at least 50 thousand. The CF Moto 650TK is not a dream come true, not a dream bike, not the pinnacle of technical progress or design, and certainly not the world's best sports tourer. But it's just a good bike that, in my opinion, is worth the money.
PS Unfortunately, according to dealers, since the year before last the Russian distributor CF Moto has practically stopped supplying motorcycles to our market. Those copies of the 650TK that can still be found for sale are, apparently, remnants from the first and, it seems, only batch imported in 2021. And this is all the sadder because the concern from the Middle Kingdom regularly modernizes and replenishes its motorcycle line with new, very attractive devices. So, the object of today’s article was replaced by the bomb-looking 2019 model 650GT, and touring-enduro lovers could be pleased with the “Versys smoker” - 650MT. Whether we will ever see these and other new products on our market is a big question. At least the good news is that CF Moto all-terrain vehicles are in constant demand, which means the dealer network lives and will continue to live, providing motorcycle owners with spare parts for their most popular engine.
