Just because you’re on a learner’s licence, it doesn’t mean you need to ride a boring bike. And with the CFMOTO CL-C Bobber, looking cool doesn’t have to be expensive, either!
Words: Kerry Pics: Two Creative Photography
It’s not often that I’ll start a bike test by talking about another manufacturer, but I couldn’t help feeling when I was riding the CL-C Bobber that this really is the bike that Harley-Davidson should have built as the perfect gateway for budding riders to get into the H-D family. But they didn’t. And, instead, the innovative and clever team at CFMOTO saw the gap in the market and delivered. And delivered they did…
When Paul returned from his visit to the CFMOTO headquarters in China, he mentioned how he’d watched a presentation to the assembled Australasian dealers about how the factory looked at current competitors in segments and then targeted them by producing a product with better specs for a lower price. And it’s been extremely successful, with the 450MT adventure bike (and the bigger 800MT-X that’s just been released) taking the market by storm. And there’s soon to be a shakeup in the sports segment with the 675cc models that have just arrived. And with the CL-C Bobber and the more traditional version that features a rear seat, they’ve done it once again, with a whole heap of bike delivered for not a lot of money.
Familiar Heart
When it comes to cruisers, it’s arguably the powerplant that is the most important factor to be considered before everything else, and the 449cc parallel twin, which has been carried over from CFMOTO’s other 450cc variants, is the highlight of the package. This motor is really good! Okay, you haven’t got the arm-stretching bottom-end of a large capacity V-twin, but what you do get is a fun, willing twin that, thanks to the 270º crank, has a bit of character added to the mix. It spins up quickly, and while you need to get the digital tacho over 3,000rpm for a sharp take-off, the performance from there onwards just keeps growing until you find yourself dancing with the limiter. Oh, and the sound. Those twin low-slung pipes aren’t just for looks, with the burble they emit encouraging me to give the throttle a few blips each time I stopped at traffic lights just because I enjoyed the sound so much. That’s not something I’d expected from a small-capacity, Chinese cruiser.
Being a Bobber, it’s distinctly bare at the back, with the monoshock hidden away under the saddle to give a hardtail look. There’s no pillion perch – if you want room for two, you need to get the standard CL-C – and the brown stitched saddle adds a real touch of quality and cool to the motorcycle. The riding position is typical for this style of bike, with the saddle a low 715mm from the floor (if you’ve got short legs, this is perfect) and the pegs reasonably high to give added cornering clearance. You sort of sit in the Bobber, with the bars an okay reach forward and making the riding position surprisingly comfortable even for someone like myself at 172cm tall. Add to this that the Bobber tips the scales at only 177kg wet and I can imagine this will be an extremely popular bike for newer riders who love the look of a cruiser/Bobber but don’t relish the task of trying to keep a machine weighing possibly another 100 kilos balanced.
As we’ve come to expect after riding a few other models from the brand, plenty of technology is provided as standard, and the CL-C Bobber is no different. The 3.5-inch round TFT dash is a real pleasure to look at, with the position thanks to the rider’s sit-in position making it easy to see at a glance. No, it’s not down on the tank or somewhere else that requires a decent look away from the road just to see what speed you’re doing. The large display features a sweeping speedo that is almost old-school yet great to see on the digital display, while revs are small at the bottom and slightly harder to see what’s going on. The figures also move pretty quickly thanks to the willing and revy powerplant. There’s smartphone connectivity when combined with the CFMOTO RIDE app, and the whole system just works.
Rider aids come in the form of ABS and traction control (which can be deactivated if you want to be a hoon…), although there’s no switchable mapping for different power modes. Still, with a maximum output of 40hp @ 8,000rpm and 42Nm of torque at 6,250rpm, chances are you’re not really going to need to reduce the output anyway. Braking comes from J.Juan (Brembo’s subsidiary) with a single 320mm disc at the front gripped by a radially-mounted four-piston caliper combined with a 220mm rear disc and a single-piston caliper from the same brand, while the front forks are a set of thick 37mm USD items featuring 130mm of travel. The tyres come from CST and feature a large profile front tyre at 130/90-16, while the rear is a sensible 150/80-16, with the extra height certainly there to offer additional cornering clearance as well as the required look. And talking of ‘the look’, CFMOTO has certainly taken inspiration from others in the market when they’ve added touches like the small number stamped underneath the fake fins on the cylinder. Yep, they have certainly ticked all the boxes in the cruiser playbook.
Seriously Fun
Dropping into the incredibly low saddle of the Bobber, I expected the riding position to be all wrong, but how wrong was I! It somehow works. I found I wasn’t in that sort of bent-over stance of some cruisers when grabbing the handlebars, and instead, the CL-C just seemed natural. Okay, the pegs are high, but I was thankful for that when I started to enjoy that nippy little powerplant and push it in the corners without dragging too much. Yep, if you want to play a fool on roundabouts it’s easy to get the pegs scraping, but if you want a bike with good cornering clearance then you should have got one of CFMOTO’s other 450cc offerings. Yet the CL-C certainly doesn’t disgrace itself in the turns.
The one bugbear I often have with LAMS models is that they quite often come with non-adjustable levers, which, for us girls or guys with short fingers who are starting out riding, is an absolute nightmare. So I was really pleased to see that not only were the brake and clutch levers of the CL-C adjustable, but the clutch pull was also incredibly light. It’s stuff like that which really endears a bike to a new rider and is likely to make them a fan for life.
Cruising out of town, and I was surprised that all the traits you expect for this style of motorcycle were pretty much non-existent. The handling was light as it’s not burdened with an extra-wide rear tyre, and you could rely on the front brake for pretty much all stopping duties, no matter how hard or late I was trying to scrub speed. The raked-out front suspension takes a bit of feel from the front-end, and while the travel available does its hardest to absorb all the bumps, there’s still the occasional whack through the saddle. But then, that’s just cruisers for you, right? Especially with a lovely-looking but relatively thin saddle that does not offer much more cushioning. Don’t get me wrong, it certainly wasn’t uncomfortable, but you know there are certain concessions you need to accept if you want to ride this style of motorcycle.
And while the styling was cool, the tech great, and the little touches like the engraved filler cap all added to the impression that this is a lot of bike for the money, it was the bit that’s been pulled over from the other models that still continued to impress – that 450cc parallel twin. It’s just a really fun motor to ride with! And while the 450MT adventure bike felt somewhat under-geared, it seems really well suited to the Bobber as the lack of wind protection meant I was never holding onto the throttle trying to get the last few km per hour out of the top-end. Instead, riding the Bobber is all about the mid-range, with the max torque figure at 6,250rpm pretty much where you spend most of your time. And it’s a real hoot!
Around town and the bar-end mirrors that offer great vision of what’s going on behind make lane splitting a little more challenging, but the light controls and steering combined with the easy reach to the floor is perfect for increasing the confidence of new or uncertain riders. And blipping the throttle is great for announcing you’re coming. The only fly in the ointment is the slightly abrupt throttle response when first getting on the gas, but it’s not a deal-breaker and is something I just learnt to ride with. Plus, CFMOTO continue to roll out firmware updates (you know, just like your phone), which is improving on this all the time.
With everyone here at BRM enjoying their time on the CL-C Bobber, it was a real surprise motorcycle. And we don’t get to say that often. So if you’re looking for an affordable LAMS bike that is fun and stylish, then we reckon you need to add the CL-C and the CL-C Bobber to your radar.
Specifications
2025 CFMOTO CL-C Bobber
Price: $9,490 + ORC
Engine
Engine type Liquid-cooled, four-stroke, parallel twin, DOHC, 270° crankshaft
Capacity: 449.5cc
Bore & stroke:72mm x 55.2mm
Fuel system: Bosch EFI
Maximum power: 30kW at 8,000rpm
Maximum torque: 42Nm at 6,250rpm
Gearbox: 6-speed with CF-SC Slipper Clutch
Final drive: Gates Belt Drive
Chassis
Frame: Tubular steel frame
Front suspension: Upside down fork, 130mm stroke
Rear suspension: Centrally mounted single rear shock, 96mm travel
Front brakes: J.Juan 4-radial caliper single disc, Ø320mm disc
Rear brakes: J.Juan single-piston caliper, Ø220mm disc
ABS: Dual-channel ABS
Traction Control: Yes
Wheels: Aluminium alloy
Front tyre: 130/90-R16 M/C CST
Rear tyre: 150/80-R16 M/C CST
Size / Weight
Length x Width x Height: 2205mm x 805mm x 1110mm
Wheelbase: 1485mm
Seat height: 690mm
Fuel capacity: 12L
Wet Weight: 177kg
Colour: Nebula Black or Ivory White
Warranty: 2 Year Warranty
Contact: www.cfmoto.co.nz
