Although the displacement of these two bikes is relatively similar, in the end these naked bikes have quite different characteristics. But since comparisons don’t always have to be made with bikes with identical technical data sheets, here are two interesting models from brands that have grown a lot and have the potential for much more!
We’re not going to give an exhaustive summary of the history of the two brands, as those in the know will already know them and the rest of you can easily look them up, but we’ll simply remind you that Royal Enfield’s history is very long and began in England before establishing itself definitively in India. Today, the brand is made up of low and medium displacement models – most of them with a common base – in which ease of riding, simplicity and retro design are in the spotlight, but with the brand’s prospects of improving the overall quality with each model launched, as we recently saw with the Super Meteor 650. Although it’s considered a small manufacturer in Europe with simple ambitions, in India it’s considered a premium brand with huge sales figures, so we’re curious about the coming years.
As for CFMOTO, it’s a very recent Chinese brand, created in 1989, and as well as specializing in moto 4, UTV and SSV, it’s becoming increasingly strong in two-wheeled motorcycles, launching several medium and high-cylinder bikes and with strong partnerships with KTM and other supplier companies. The brand is also strong in the Moto3 world championship and, as you can see in this issue, now that it’s present in our country through the Multimoto group, we’ve even been to a presentation of a new model in Turkey; and those who went to the MotoGP in Portimão got to see the range at an exhibition next to the main grandstand. It’s a brand with an already varied range and everything it needs to grow even further.
HNTR 350
We said that these are motorcycles with different characteristics because the engines have different pretensions. The HNTR’s single-cylinder is simpler and air-cooled, while the CL-X is capable of superior performance and is liquid-cooled. Speaking of the HNTR, it’s part of a range that includes even more classic models such as the Classic and Meteor, while the Scram and Himalayan are more adventurous. The 350 on these pages is clearly a retro utility bike, simply built and well suited to those taking their first steps in motorcycling. The 349 cc “air/oil engine” has 2 valves and produces 14.87 kw (20.2 hp) at 6,100 rpm, for a maximum torque of 27 Nm at 4,000 rpm, with a 5-speed gearbox, which is also unusual these days.
THE BEST Aesthetics, riding position, braking, engine character TO BE IMPROVED Dynamic behavior, performance.
In terms of handling, the HNTR has 17-inch wheels, a conventional 41 mm fork at the front and two shock absorbers at the rear, which can be adjusted in 6 spring preload positions. It has a brake disc on each axle (2-piston caliper at the front), side and center stands, a 13-liter tank capacity, the seat is 790 mm from the ground and it weighs 181 kg in running order.
The braking system with Bybre calipers proved to be sufficient for the model’s performance and with a pleasant feel on the right hand lever.
The controls are easy to operate and have a different design on the two grips, as is Royal Enfield tradition.
In the rear gear we see shock absorbers that are too hard and a tire that doesn’t have the best grip. The exhaust offers a lovely singing sound.
All the lights are simple and retro in design, as we can see in the rear section.
The seat is very comfortable and spacious enough for driver and passenger.
At the front, the lights are also of a classic design. The rear-view mirrors vibrate too much when driving.
The instrumentation mixes classic and contemporary design, but we would have liked it to be more complete.
Driver and passenger follow a very natural and relaxed posture in the Royal Enfield.
The digital LCD instrumentation is very simple, without a tachometer or on-board computer, but with a gasoline level and two partial kilometers and is compatible with the Royal Enfield Tripper navigation system. It also comes with the brand’s typical retro-inspired controls, has a USB port and is available in 6 different decors, some (in our opinion) more eye-catching than the one in this article. It also comes with a 3-year warranty and a very interesting price tag, lower than that of many 125 cc bikes!
THE 300CL-X
As for the other bike in this article, the 300CL-X is the most classic of CFMOTO’s low-cylinder offerings, where we also find the 300NK sports naked and the 450SR sports bike, which is just arriving on the market and which we tested here in this issue. The CL-X also features a single-cylinder, but with a double overhead camshaft and 4 valves, with liquid cooling. A 292 cc engine that delivers 20.5 Kw (28 hp) of power at 8,750 rpm for a maximum torque of 25 Nm at 7,000 rpm, it has a 6-speed gearbox and slipper clutch. And it comes with two driving modes where the only difference will be a slight delay in the response of one of them, so it’s always best to use the sportier one.
THE BEST Lively engine, dynamic handling TO BE IMPROVED Braking, driving position
The bike also has 17-inch wheels and a brake disc on each axle, but the 37 mm fork is inverted and there’s a direct-link monoshock at the rear. The 300CL-X has a 14.5-liter tank, a seat 795 mm from the ground and a dry weight of 155 kg.
The CFMOTO’s braking let us down, both in terms of power and the feel we got from the right-hand lever.
The seat is comfortable and well-finished, but the “hump” doesn’t allow the rider to get further back. The passenger doesn’t have a firm grip.
The controls are simple, with small buttons that are easy to operate.
This CL-X has a beautiful paint job that makes it stand out, and the LED headlights are another plus.
The rear monoshock, while not perfect, is more effective than the HNTR’s double shock absorber.
The rear also shows signs of modernity, with a beautiful LED taillight.
The instrumentation is similar to that of the larger CL-Xs and is very modern and complete.
The passenger sits with his legs somewhat tucked in and without rigid safety grips.
The lines blend the past with the present in the two available decors, and the instrumentation is also modern and complete, with all the essential information plus data from the on-board computer on instantaneous and average consumption, average speed, etc. The purchase price is higher than that of the HNTR, but just as attractive.
STYLE AND COMFORT
Starting with the aesthetics and finishes, it’s indisputable that the CL-X was “born” very well, with an aesthetic that immediately reminds us of the 700CL-X. A bike with modern lines but classic inspiration that is easy to sympathize with. The overall quality and finish is satisfactory, as is the Royal Enfield, which is even more classically inspired. Here, black stands out, and in person this bike seems to have more classic lines than it looks in the photos. But as soon as you sit down, there are many more differences: on the Indian bike, you sit down naturally and immediately feel like you’ve been on the bike forever. On the Chinese model we never feel very comfortable, as the footpegs are slightly forward and the handlebars are high and very wide, reminding us of an old Honda CM 125. See the style?
AND IN PRACTICE?
In dynamic terms, the differences are noticeable, but the scales don’t always tip in the same direction. In terms of performance, for example, and as we expected, the CFMOTO is much faster when accelerating. The engine offers the performance of a modern motorcycle and has no problem topping 145 km/h on the highway, even if the riding position isn’t ideal for driving fast. In the Royal Enfield we have a much quieter engine and longer ratios due to the 5-speed gearbox, but if the differences are clear in acceleration (and in top speed, with difficulties in reaching 130 km/h) the torque of the HNTR is pleasant and allows you to ride in the city or on the highway very pleasantly and with a delightful exhaust noise. If you get excited in a cornering area, the differences will also be noticeable: the CFMOTO frame, suspension and CST tires work well – at least in the dry and as long as the road surface isn’t bad – for a lively and fun ride. On the other hand, the Royal Enfield’s rear suspension is too stiff and the Ceat tires didn’t please us – not even in the dry – so when cornering you’ll get jolts and some instability that you don’t usually find on motorcycles these days. The more “beaten up” guys might find it fun, but the less experienced might be frightened by some of the reactions.
On the other hand, CFMOTO’s brakes fall short in terms of power and the feel of the lever (hard and far from the handle), so Royal Enfield’s brakes with Bybre calipers are much more pleasant and efficient to use, even if they don’t have a handle distance adjustment either. Other aspects in which the pros and cons were divided: the passenger rides better on the HNTR, with a better leg position and the presence of a safety handle; but it is on this bike that vibrations are felt the most, especially in the rear-view mirrors, leaving a very confusing blur of what is going on behind you.
As for fuel consumption, the Indian bike recorded an average pump consumption of 3.5 l/100 km, while the Chinese proposal showed (on the on-board computer) a consumption of around 3.8 l/100 km.
CONCLUSION
As you can see, the CFMOTO is a more modern and evolved bike, with superior performance and equipment, but the riding position and brakes didn’t convince us. On the other hand, the Royal Enfield’s performance is too simple and dynamically there are flaws, but the riding position is pleasant and in the city it’s a delight to hear the “bubbling” of the exhausts and even some rumbling. It’s impossible to choose a winner because even the concepts are different, but if performance is important to you, you already know which one to choose. Personally, I know which one I’d buy, it’s up to you to guess which one it would be!
STYLE VS DYNAMIC
JOÃO GRILO’S OPINION
He had already been our guest in the past, in a comparison of 125 cc motorcycles, and now our reader and friend João Grilo has come back to help us with the job.
For him, “on the Royal I felt the seat was a bit slippery and from time to time I had to lean back a bit. When cornering, the bike isn’t very stable, with a few jolts, but I loved the sound of the engine and it’s clearly a bike for everyday use in the city.
On the CFMOTO I found a much more energetic engine and the bike handled very well when cornering, although the handlebars were too high and wide for my liking. And I didn’t like the braking ability or the feel of the lever. The feel of the gear selector is also a little strange, perhaps because the footpegs are further forward. And I didn’t think the style of the rear-view mirrors matched the rest of the bike.
Overall, for cornering the CFMOTO is clearly better, but for everyday city riding I’d rather buy the Royal Enfield because of the style and the attractive sound of the engine.”
Thanks João and see you next time!
O conteúdo Comparison review – CFMOTO 300CL-X vs Royal Enfield HNTR 350 – to everyone’s taste aparece primeiro em Motorcycle Sports.