And we said that these are motorcycles with different characteristics because right away the engines have different aspirations. The single-cylinder of the HNTR is simpler, air-cooled, and the CL-X’s capable of higher performance and liquid-cooled. Speaking now of the HNTR, it is part of a range where we find models with even more classic lines like the Classic and the Meteor, with the scrambler Scram and the Himalayan being more adventurous. The 350 on these pages is clearly a retro utility bike, with simple construction and well adapted to those who are taking their first steps in motorcycling. The 349 cc “air/oil” engine has 2 valves and delivers 14.87 kW (20.2 hp) at 6,100 rpm, with a maximum torque of 27 Nm at 4,000 rpm, and a 5-speed gearbox, which is also uncommon these days.
THE BEST Aesthetics, riding position, braking, engine character TO IMPROVE Dynamic behavior, performance.
In terms of chassis, the HNTR mounts 17-inch wheels, a conventional 41 mm fork at the front, and two rear shock absorbers, adjustable in 6 positions in the spring preload. It has a brake disc on each axle (2-piston caliper at the front), mounts a side and center stand, the tank has a capacity of 13 liters, the seat is 790 mm from the ground, and weighs 181 kg in running order.
The braking with Bybre calipers proved to be sufficient for the model’s performance and with a pleasant feel on the right lever.
The controls are easy to operate and have a different design on the two grips, as is tradition in Royal Enfield.
In the rear suspension, we see that the shocks are too hard and the tire does not have the best grip. The exhaust offers a charming sound.
All the lights are simple and have a retro design, as we can see in the rear section.
The seat is quite comfortable and spacious enough for both rider and passenger.
In the front, the lights also have a classic design. The rearview mirrors vibrate too much while riding.
The instrumentation combines a classic design with the contemporary, but we would like it to be more complete.
Rider and passenger adopt a very natural and relaxed posture on the Royal Enfield.
The digital LCD instrumentation is very simple, without a tachometer or onboard computer, but with a fuel level and two trip meters, and is compatible with the Royal Enfield Tripper navigation system. It also features the brand’s typical retro-inspired controls, a USB port, and is available in 6 different decorations, some (in our opinion) more eye-catching than the one in this review, and comes with a 3-year warranty, with a very interesting retail price, lower than many 125cc bikes!
The 300CL-X
Regarding the other bike in this review, the 300CL-X is the most classic proposal among CFMOTO’s low-displacement motorcycles, where we also find the sporty naked 300NK and the sporty 450SR that is coming to the market and we tested here in this edition. The CL-X also features a single-cylinder but with dual overhead cams 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, has a 6-speed gearbox and a slipper clutch. It also incorporates two riding modes where the only difference will be a slight delay in response in one of them, so it’s best to always use the more sporty one.
THE BEST Lively engine, dynamic behavior TO IMPROVE Braking, riding position
In the chassis we also find 17-inch wheels and a brake disc on each axle, but the 37 mm fork is inverted and at the back we find a direct-link monoshock. The 300CL-X has a 14.5 liter tank, a seat 795 mm from the ground and the weight (dry) is 155 kg.
The braking of CFMOTO disappointed us, both in power and in the feel we have on the right lever.
The seat is comfortable and has good finishes, but the “hump” does not allow the rider to lean further back. The passenger does not have rigid handles to hold onto.
The controls are simple, with small buttons that are easy to operate.
This CL-X has a beautiful paint job that catches the eye, and the LED front headlight is another strong point.
The rear monoshock, while not perfect, is more effective than the dual shock of the HNTR.
The rear also shows signs of modernity, with a beautiful LED taillight.
The instrumentation is similar to the larger CL-X models, being quite modern and complete.
The passenger sits with somewhat cramped legs and without rigid safety handles.
It still stands out for the full LED lighting and the lines completely merge the past with the present in the two available decorations, with the instrumentation also being modern and complete, providing all the essential information along with onboard computer data on instant and average fuel consumption, average speed, etc. The purchase price is higher than that of the HNTR but equally very appealing.
STYLE AND COMFORT
Starting with the aesthetics and finishes, it is undeniable that the CL-X “was born” very well, with an aesthetic that immediately reminds us of the 700CL-X. A motorcycle with modern lines but classic inspiration that is easy to like. The overall quality and finishes are satisfactory, the same happening with the Royal Enfield, which has an even more classic inspiration. Here black stands out, and in person this motorcycle seems to have more classic lines than it appears in photos. But as soon as we sit on it, there are many more differences: on the Indian motorcycle, we sit naturally and immediately feel comfortable, as if it were our motorcycle all along. In the Chinese model, we never manage to feel very comfortable, as the footrests are slightly forward and the handlebar is high and very wide, reminding us of an old Honda CM 125. Can you see the style?
AND IN PRACTICE?
In dynamic terms, the differences are noticeable, but the balance does not always lean towards the same side. For example, in terms of performance, as we expected, CFMOTO is much faster in accelerations. The engine offers the performance of a modern motorcycle and has no problems exceeding 145 km/h on the highway, even if the riding position is not ideal for riding fast. In the Royal Enfield, we have a much calmer engine and longer gears due to the 5-speed gearbox, but while the differences in acceleration are clear (and in maximum speed, with difficulties reaching 130 km/h), the torque of the HNTR is pleasant and allows for a very pleasant city or road ride with a delightful exhaust noise. If we get excited in a cornering zone, the differences will also be noticeable: the frame, suspensions, and CST tires of CFMOTO work well – at least in dry conditions and as long as the road surface is not bad – for an animated and fun ride. On the other hand, the Royal Enfield has a rear suspension that is too stiff and the Ceat tires did not please us – not even in dry conditions – so bumps and some instability will arise in corners that we do not usually find in modern motorcycles. More experienced riders may find it fun, but less experienced ones may be scared by some reactions.On the other hand, the CFMOTO brakes fell far short of expectations, in terms of power and lever feel (hard and far from the grip), so the Royal Enfield brakes with Bybre calipers are much more pleasant and efficient to use, even though they also do not have adjustment for the distance to the grip. Other aspects where the pros and cons were divided: the passenger travels 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 most felt, especially in the rearview mirrors, leaving a very confusing view of what is happening behind us.
As for fuel consumption, the Indian motorcycle recorded an average consumption at the pump of 3.5 l/100 km, while the Chinese proposal showed (on the onboard computer) a consumption around 3.8 l/100 km.
CONCLUSION
As you may have noticed, CFMOTO is a more modern and evolved motorcycle, with superior performance and equipment, but the riding position and brakes did not convince us. On the other hand, the performance of the Royal Enfield is too simple and there are dynamic flaws, but the riding position is pleasant and in the city it is a delight to hear the “burble” of the exhausts and even some misfires. It is 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 would buy, it’s up to you to guess which one it would be!
STYLE VS DYNAMICS
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 once again helped us in this work.
At CFMOTO I found a much more energetic engine and the motorcycle handles very well in curves, although the handlebar is too high and wide for my liking. I didn’t like the braking capacity or the feel of the lever. The feel of the gear shifter is also a bit strange, perhaps due to the footpegs being more advanced. And I thought the style of the rearview mirrors doesn’t match the rest of the motorcycle.
Overall, for enjoying some curves the CFMOTO is clearly better, but for everyday city use I would prefer to buy the Royal Enfield because of the style and the attractive sound of the engine.”
Thank you João and see you next time!
CFMOTO 300CL-X
Single-cylinder ENGINE, 4 valves, liquid cooling
DISPLACEMENT 292 cc
POWER 20.5 kW @ 8,750 rpm
TORQUE 25 Nm @ 7,000 rpm
GEARBOX 6 speeds
STEEL tubular FRAME
TANK 14.5 liters
FRONT SUSPENSION inverted telescopic fork, 125 mm travel
REAR SUSPENSION monoshock, 140 mm travel
FRONT BRAKE 292 mm disc
REAR BRAKE 220 mm disc
FRONT TIRE 110/70 R17
REAR TIRE 150/60 R17
WHEELBASE 1,365 mm
SEAT HEIGHT 795 mm
WEIGHT 155 kg (dry)
MSRP (from) €4,680
ROYAL ENFIELD HNTR 350
SINGLE-CYLINDER ENGINE, 2 valves, air/oil cooling
DISPLACEMENT 349 cc
POWER 14.8 kW @ 6,100 rpm
TORQUE 27 Nm @4,000 rpm
TRANSMISSION 5 speeds
STEEL DOUBLE LOWER TUBE FRAME
TANK 13 liters
FRONT SUSPENSION conventional telescopic fork 41 mm, travel n.d.
REAR SUSPENSION dual shock absorber
FRONT BRAKE 300 mm disc, 2-piston caliper
REAR BRAKE 270 mm disc, 1-piston caliper
FRONT TIRE 110/70 – 17
REAR TIRE 140/70 – 17
WHEELBASE 1,370 mm
SEAT HEIGHT 790 mm
WEIGHT 181 kg (ready to ride)
MSRP (from) €4,387
