CFMOTO 675SR-R Track Test Review

The supersport class has long been one thing above all: an arms race. More power, more aggressive ergonomics, sharper suspensions, and ever-higher limits. For many riders, this eventually became an issue, as not everyone is looking for a bike that constantly demands maximum effort or can only showcase a fraction of its potential on country roads.

CFMOTO takes a comparably clear approach with the 675 SR-R. Instead of maximum power or extreme track orientation, they focus on a bike that remains sporty yet accessible.

The 675cc triple-cylinder engine delivers 90 HP and can be restricted for the A2 license class. This makes the bike appealing to younger or less experienced riders while ensuring the concept doesn't feel artificially toned down or overly cautious.

On the track, it's evident that the power complements the bike's character well. Of course, it lacks the thrust of large superbikes on long straights, but the power delivery is controllable and well-utilized. Riders who prioritize more than just raw acceleration will likely appreciate this approach. But what exactly does this sportbike bring to the table?

At the heart of the 675SR-R lies an inline triple-cylinder engine with around 675cc, which might seem unremarkable on paper but proves itself with a playful character within a predictable framework in practice.

With roughly 90 HP and mid-range torque, this engine consciously avoids brute force. Instead, it offers something that's become almost rare in the supersport segment: a clean, linear power delivery across the entire rev range.

The term "Sweet Spot Triple" fits perfectly here. The engine pulls smoothly from low revs, without feeling sluggish, builds up revs cleanly, and remains consistently controllable. There's no sudden power explosion, no jittery twitching—just a constant, understandable power development.

This is thanks in part to the precise tuning of the fuel injection and throttle response.

Compared to a twin-cylinder, the triple feels more eager and lively without demanding the peak output of a four-cylinder. This balance makes it highly accessible—especially for riders who want to focus on lines and riding technique rather than constantly wrestling with power.

What's particularly striking is how quickly you can get accustomed to the 675 SR-R. The bike doesn't feel frantic or jittery and doesn't constantly demand corrections.

With a ready-to-ride weight of around 195 kilograms, the CFMOTO fits comfortably within its class, but in motion, it feels somewhat lighter. Especially during quick direction changes or in tighter sections, it responds with ease and remains stable. The compact 1400mm wheelbase and 23.7-degree steering head angle significantly contribute to agile steering without making the bike feel twitchy. This also benefits maneuvering and turning in tighter spaces.

The suspension setup clearly targets a broad range of use. At the front, there’s a fully adjustable 41mm KYB upside-down fork, and at the rear, an adjustable KYB mono-shock on an aluminum dual-sided swingarm. On the track, the setup feels more neutral than sharply tuned. Yet, the SR-R consistently provides clear feedback from the front end.

Especially on more technical track sections, the CFMOTO demonstrates how effortlessly it can be handled. The weight shifts are controlled, and transitions bring little disturbance to the suspension. Even under hard acceleration, the geometry remains predictable. Riders who are less experienced with supersports or track riding can particularly benefit from this.

However, it's also evident that the setup isn't uncompromisingly geared for maximum track performance. Those who brake very late and aggressively or enter corners at significantly higher speeds will eventually notice that the suspension and tuning prioritize stability and accessibility over absolute precision at the limit. This doesn't mean the SR-R feels overwhelmed on the track, but its focus is different from that of a radical supersport.

This riding feel is further supported by the bike's weight distribution. CFMOTO claims an almost balanced axle load distribution and a relatively compact engine layout, which should be particularly noticeable when maneuvering and in tighter switchbacks. Also technically interesting is the relatively lightweight construction of the triple-cylinder, which the manufacturer claims weighs under 54 kilograms.

The 675 SR-R was ridden on stock CST Migra S3N tires. In this price range, OEM tires are often one of the areas where costs are more tightly calculated, and expectations are thus commonly lower.

However, on the Pannonia-Ring, the stock tires performed adequately. They reached operating temperature quickly and provided an early sense of grip and feedback.

This contributes to the quality of the front-end feedback mentioned earlier. You get a good feel for what's happening on the asphalt and how far the bike can and wants to go.

Naturally, the stock tires hit their limits under very ambitious riding, but for sporty road rides and occasional track days, the setup is generally sufficient.

The SR-R's features largely align with the current class standards. A TFT display, traction control, ABS, and a quickshifter are part of the standard equipment. The focus here is on the basics, as mentioned in a CFMoto interview on-site.

The quickshifter works reliably and smoothly for upshifts. However, there is no blipper for clutchless downshifts. This is particularly noticeable on the track, where you have to actively use the clutch when braking, while other bikes have automated this step.

The ABS also engages relatively early. While this might not bother many riders on the road, its tuning can feel somewhat conservative during sporty riding on the track.

On the other hand, the controls leave a solid impression. The switches are logically arranged, the TFT display is easy to read, and essential information can be quickly accessed.

CFMOTO equips the 675SR-R with what you would expect today: a clear TFT display, intuitive menu navigation, and easily accessible controls.

Traction control and ABS are present and easy to adjust, though in practice, the ABS engages early. On the track, this can result in not being able to utilize full braking power during hard braking, as the system starts regulating.

The braking system itself is solidly dimensioned and well-modulated. A sportier tuning would be desirable, considering the ABS.

Another point is the quickshifter. Clutchless upshifts work reliably and smoothly, especially at higher RPMs. However, a blipper for downshifting is missing, which means you have to actively use the clutch when braking.

In everyday use, this isn't an issue. On the track, though, it can interrupt the flow slightly as you momentarily disengage from the movement. This stands out more, given the otherwise very intuitive riding experience.

CFMoto has consciously opted for the basics, so considering the price of this package, I'm willing to overlook this.

In the end, the 675 SR-R does exactly what its overall concept suggests: it deliberately positions itself as an accessible supersport bike, without claiming to be the sharpest tool in the shed.

On the track, this means a motorcycle that quickly builds confidence, offers few surprises, and is defined more by stability and predictability than by maximum aggression at the limit. Those seeking absolute track performance may find the ultimate precision in suspension and electronics lacking in certain areas.

For many other applications, however, this focus is the essence of the machine. The SR-R remains predictable, moves cleanly, and doesn't require constant engagement with its power delivery or behavior.

In essence, it's not a bike that defines itself through superlatives, but rather through accessibility. This is where it is best categorized: as a sporty all-rounder with track ambitions, but without the claim of being an uncompromising track tool. To see the bike in an active track test, click here for the video.