2026 CFMOTO 675SS Review

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2026 CFMOTO 675SS Review

Smooth is fast. No bad vibes from the 675cc Triple mill means you can focus on the task at hand. (Photos by Kevin Wing)

By the time China-based CFMOTO was founded in 1989, I was 20 years old. That means I had already decided which motorcycle brands were competitive and reliable, which ones were all about status, and which ones should be avoided at all costs. Once I did the math, I shut the door to the possibility of any additions or alternatives and went about my motorcycling life just as happy as a clam. 

Gorilla in the midst: Don't confuse this platform for a mild imitation. It's fully capable of pouncing at a moment's notice.

How did I decide which manufacturers made the short list? Simple; whatever brands of motorcycle my older neighbors Mike Destefano and Bruce Richards were racing at the time were on the good list, and whatever bikes they cursed and threw wrenches at were to be avoided. Basically, I employed what experts refer to as The Scientific Method.  

Lean on me. Feel free to throw the CFMOTO into whatever corner you like. With adjustable KYB suspension, it won't blink.

Fast forward a whopping 36 years later, and I've mostly held fast to those early opinions about motorcycle brands, despite a steady influx of fresh players in the motorcycle manufacturing space. I know this to be true because when I first took possession of the new CFMOTO 675SS, it felt like an intrusion on the short list of motorcycle manufacturers that had, over years, earned a permanent place in my garage. As I stared at the CFMOTO, it felt like the equivalent of some random person trying to muscle in on poker night with me and my decades-long group of cronies. I don't need a new friend, I don't want a new friend, and damn it, there just aren't enough cigars and beer to go around.  

Lightweight wheels and swingarm and an aesthetically pleasing exhaust are just some of the examples of the attention to detail that went into the development of the 675SS.

So as you might imagine, I was a bit standoffish from the get-go. I knew nothing about this bike or the company that it rode in from, and I didn't expect a positive outcome. On the contrary, a little part of me was looking forward to punishing it to the degree it would prove unworthy of a seat at the table. If I could make that happen, I could go right back to my uncomplicated, predictable little world that even a toddler could manage. No question it was closed-minded and juvenile, but I'm just being honest with you. 

The 5-inch TFT display is easy to read, provides good information, and was simple to navigate after just a few miles in the saddle. The adjustable steering damper makes sure the front end stays well-behaved.

I was a bit deflated when I first turned the key to the "on" position, because the TFT display was so bright and vivid, I had no trouble noting that the traction control was set to minimal intrusion, the tire pressures were 33/34 psi, and I had accidentally toggled the left turn indicator. And when I tapped the start button, the 675cc 95-hp inline-Triple sounded deep and throaty, barking out of the brushed stainless exhaust. Then I clicked it into gear and was further disappointed, because the fueling was so smooth right off idle, I couldn't stall it from a stop even after multiple half-hearted efforts to do so. On the contrary, it had consistent power immediately off idle and was maybe the easiest sportbike I ever launched off the line, liter bikes included. As much as I hated to admit it, this motorcycle would be easy to live with in city traffic, because in addition to the fantastic fueling, it had ample bottom-end power. 

Every little bit helps. The 675SS takes cues from MotoGP with aerodynamic winglets to help generate downforce and maintain better road contact.

Right about then, there was a glimmer of hope that I had discovered a real weakness in the CFMOTO in its old-school cable clutch. But that dream died when the power to the driveline was strong, consistent, and possessed a predictable friction range within the lever's travel. Even during high-rpm launches, the clutch maintained great bite and never faded. Damn it. 

Come along for the ride. Yes, the CFMOTO has both a pilot and passenger seat, but like most sport-oriented bikes, they demand some serious commitment over time.

Fortunately, good luck shined on me as I serendipitously stumbled on a very real design oversight: the overly stiff steering damper. That's right, the damper was so ungodly stiff that full lock-to-lock turning at street speeds was almost impossible. But victory slipped through my fingers just a few miles later, as the inquisitive child in me decided to fidget with the damper rod at a traffic light and realized that it was fully adjustable. Approximately 20 clicks later, I had essentially turned it off and the clip-ons moved back and forth with ease. Clearly it wasn't just for looks. Awesome. 

Don't worry, be happy. J.Juan brakes are made by Brembo and absolutely get the job done in all conditions. Air ducts keep the pads cool under pressure.

I'll concede that the 675SS runs great at slow speeds, but who cares about all that? After all it's a sportbike and needs to be able to go hard, stop quick, and turn sharp. I was confident it would be in this arena that I would expose the bike's shortcomings, especially when it came to the budget components I suspected it had. 

Point and shoot: Throughout the day I cooked a few turns and chose some bad corner-entry spots, but the 675SS rescued me with a planted chassis that allowed quick direction changes when I needed.

The best example of manufacturers cutting corners is typically the suspension, so I leaned down in hopes of locating an unfamiliar brand name on the shock and fork but read a name I was not expecting: Japan's KYB. The same stuff that comes on Kawasaki, Suzuki, Yamaha, and Triumph motorcycles. I've been using KYB suspension on my bikes for years, and I love the stuff. Ah, but these were probably nonadjustable old-tech versions with cool new stickers on them. Well, my flathead screwdriver responded with a resounding "no" as it spun this way and that, enabling fine-tuning adjustments to rebound and compression on the fork and rebound and preload on the shock. 

So what, it had quality suspension components on it. Big deal. I didn't care at that point, because my new plan was to pick up the speeds on some fast Southern California canyon roads and watch the CFMOTO house of cards come tumbling down.  

More cow bell. At 6-foot-2, I had plenty of room to explore the space.

For this high-intensity task, I squeezed into my Mithos track suit and slammed a lukewarm prune juice. I was ready. The first bit of feedback the CFMOTO gifted me as speeds danced toward triple digits was disheartening, because all I uncovered was a super smooth engine and fueling that revealed no hesitation or odd hit anywhere along the journey through six gears on up to the 11,000-rpm hard ceiling. Yes, the rev limiter let me know the fun was over somewhat abruptly, but by then I was heading straight to Xanadu with a huge grin on my face. 

Along the way, I noticed a suspicious lack of vibration emanating from the bars, seat, or pegs. This lack of vibes was something I observed almost immediately at freeway speeds a day earlier, but I was hesitant to admit it to myself because it didn't fit my world view at the time. Even more frustrating, the up-only quickshifter was rapid and smooth while at half throttle, full throttle, and everywhere in between. At slower speeds it was a little clunky getting from gear to gear if my left toe was lazy, but once I shifted with purpose it was butter, so that was more of a me problem.  

Follow the Yellow Brick Road. The 675SS had no problem settling into any corner I dropped it into.

Sure, the 675SS had proven to be good up to that point, but what about the brakes? Maybe they're the Achilles heel of the CFMOTO? After all I've never heard of J.Juan brakes; who even manufactures them? Excuse me, what's that? Brembo makes them? The top-tier Italian brake manufacturer? Crap. Well, I guess that explains why I couldn't get them to fade while I hammered them at high speeds about 15 times in a row. In retrospect I guess it makes sense, because these are dual 4-piston calipers squeezing the daylights out of big 300mm discs.  

This motorcycle test was not going how I planned, but I didn't give up just yet. Maybe the tires were the chink in the CFMOTO's armor. I'd never used Cheng Shin tires on a sportbike, so I imagined the CST S3N tires were not going to inspire much confidence at higher speeds or greater lean angles. A hard no. They had a planted feel loading into turns, with a predictable roll from corner to corner. Within a few miles of twisties I got comfortable enough to forget about the tires altogether. I would have bet you a couple of Zimas that I'd catch this motorcycle out once I pushed it hard, but it wasn't to be. In retrospect, it did have traction control and a robust slipper clutch to smooth out my overcooked entries, mid-corner miscues, and whisky-throttle exits. 

Balancing act: The 675SS somehow manages to be ergonomically sound for day-to-day rides, yet maintains great performance integrity when it's time to pop some ibuprofen and show the world who's who.   

GEAR UP:

• Helmet: Schuberth C5 Carbon 
• Jacket: Richa Charleston Jacket 
• Airbag Vest: Alpinestars Tech-Air 7x 
• Gloves: Lee Parks Design Deer Tour 
• Pants: Richa Original 2 Jeans 
• Protection: Bohn Armored Riding Pant 
• Boots: Indie Ridge Crossfield 

I gave up. Maybe a trackday would have enabled me to continue pushing the bike to reveal some shortcoming, but I have a sneaking suspicion that the CFMOTO 675SS would have proven a resilient and worthy adversary. 

Listen, I'm not a quitter, but I tried to punish this bike enough to cast it aside as a lesser version of more established brands and simply couldn't get it done. The build quality, performance, and aesthetics are unquestionably solid. And that's ignoring the fact that this bike can be had for an insanely inexpensive $7,999. It was fast, didn't vibrate, fueled smoothly, shifted rapidly in all conditions, cornered with cool confidence, and easily dropped the anchor whenever I hugged the brakes. And at 6-foot-2 I was surprisingly comfortable droning down the freeway for miles on end, with minimal wrist pressure, wind buffeting, or saddle soreness. Does that mean this bike would be my steed of choice for a guys' trip to Alaska? No. The windscreen would be too short, the bars too low, the seat too firm, the suspension too stiff, and the pegs too high. But flame throwers are hot, anvils are heavy, and razors are sharp. The right tool for the job, right? And this is a track and canyon weapon.  

Embrace the climb. Mid-range power from the 675cc Triple was plentiful enough to easily hustle me through steep inclines no matter how inconsistent my gear selection was.

The CFMOTO 675SS gives you modern sportbike styling, LED lights, a useful USB power plug, cool track-specific software, and plenty of other tidbits to hold your interest long after you ease off the throttle and let the adrenaline work itself out of your system. The cherry on top? When I took a break at the world-famous Rock Store on Mulholand, the 675SS garnered a fair amount of attention and was the subject of a few "what's that?" conversations, which is difficult for any motorcycle to do given the massive amount of exotic machinery on display there. 

The CFMOTO 675SS surprised and impressed me. Not just because of what it could do but also because it broadened my thinking about which motorcycle brands were "worthy" of my consideration. Maybe it's time I made room for one more spot at the poker table.  

The more you look, the more you'll like. Attention to detail is spot on regardless of price.

2026 CFMOTO 675SS Specs 

• Base Price: $7,999 
• Website: CFMOTOusa.com 
• Warranty: 2 yrs., unltd. miles 
• Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl. 
• Displacement: 675cc 
• Bore x Stroke: 72.0 x 55.2mm 
• Horsepower: 95 hp @ 11,000 rpm (factory claim) 
• Torque: 51.6 lb-ft @ 8,250 rpm (factory claim) 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 
• Wheelbase: 55.1 in. 
• Rake/Trail: 26 degrees/4.2 in. 
• Seat Height: 31.9 in. 
• Wet Weight: 429 lb 
• Fuel Capacity: 4.0 gal. 
• Fuel Consumption: 43.5 mpg 

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Source: 2026 CFMOTO 675SS Review

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