Review CFMoto 675 SR-R (2026): A Fully Faired Triple for Under €8,000—Tested at the Portimão MotoGP Circuit

90 hp triple, aerodynamic winglets, fully adjustable KYB suspension, J.Juan radial calipers—and around €1,800 less than the Triumph Daytona 660. If you are looking for a fully faired middleweight sportbike, there are few alternatives in this price range.

As of: April 15, 2026 | Model: CFMoto 675 SR-R (2026) | Price: €7,999 including additional charges | Promotional offer from April 1, 2026: €675 discount + 5-year warranty | Stationary noise: 98 dB(A)—Tyrol riding restriction applies | Manufactured by: CFMoto, China

 

Positioning: A Fully Faired Triple in the No-Man’s-Land Between 600s and High-End Supersports

The market for fully faired middleweight sportbikes was stagnant for a long time. The Triumph Daytona 660, starting at €9,795 with 95 hp, is the most direct European competitor. The Yamaha R7 produces less power at 75 hp, while the Honda CBR650R, at €11,039 and 95 hp from an inline-four, is more expensive. The CFMoto 675 SR-R, with 90 hp, undercuts the Daytona 660 by around €1,800 and produces roughly 15 hp more than the Yamaha R7.

It positions itself as the least expensive triple-cylinder option in this segment—with a full fairing, winglets, and J.Juan radial calipers standard. The SR-R was the first CFMoto model to use the new 675 triple, arriving before the naked 675 NK. It was presented for Europe at EICMA 2024, and the international riding launch took place at the Portimão MotoGP circuit. That is an unusual venue for a budget motorcycle—and the SR-R passed the test.

Engine: In-House Development, 54 kg, Broad Powerband—Not a High-Rpm Specialist, but Easy to Use and Convincing in Sound

The 674 cc triple, with a 72 mm bore and 55.2 mm stroke, is an in-house CFMoto development—not an externally sourced engine. DOHC, four valves per cylinder, bucket tappets, 120-degree crankpin offset, Bosch port fuel injection, 11.5:1 compression ratio. According to CFMoto, the engine weighs approximately 54 kg—around 7.5 percent less than comparable rival engines.

Euro 5+ output is 90 hp at 11,000 rpm and 68 Nm at 8,250 rpm. According to CFMoto, 0–100 km/h takes less than 3.6 seconds. Top speed is approximately 220 km/h. This is not a peaky, high-revving engine. Instead, it delivers broad thrust from relatively low in the rev range. At the top end, however, it is less explosive than the Triumph, for example.

On the plus side, throttle response is smooth and vibration levels are low. Seventy-five percent of maximum torque is available from 4,000 rpm. There is no ride-by-wire, which means there is no blipper. The quickshifter works only for clutchless upshifts.

Chassis & Brakes: Fully Adjustable KYB, 130 mm of Travel, Winglets Standard—Surprisingly Successful on a MotoGP Circuit

The chassis uses the same basic KYB components as the 675 NK: a fully adjustable 41 mm USD fork up front and a KYB monoshock at the rear with adjustable spring preload and rebound damping. Suspension travel is 130 mm at both ends. The frame is made from chrome-molybdenum steel, with a banana-shaped aluminum swingarm.

Wheelbase is 1,400 mm, identical to the NK. The SR-R feels stable and precise.

Its light-footed handling is its strongest card, and at corner entry it feels surprisingly accurate and confidence-inspiring. The winglets are claimed to be functional aerodynamic elements rather than decoration. Up front, a J.Juan four-piston radial fixed caliper works on dual 300 mm discs. There is little initial lever travel and the brakes bite hard. ABS intervenes slightly early. For safety-conscious riders, that is no disadvantage. For sporting riders operating near the limit, it could be a frustration.

At the rear is a J.Juan single-piston floating caliper with a 240 mm disc.

Ergonomics & Electronics: 810 mm Seat Height, Sporty but Street-Friendly, 5-Inch TFT, T-Box, Quickshifter—but No IMU

Seat height is 810 mm, optionally lowerable to 795 mm or raised to 830 mm. The clip-ons sit level with the upper triple clamp. The ergonomics are sporty but just practical enough for everyday riding. The Triumph Daytona 660 is slightly more comfortable. The Yamaha R7 feels more extreme. Taller riders should take a test ride or order the taller seat.

Electronics include Bosch ABS, which is not lean-angle sensitive because there is no IMU. Traction control has two levels and can be switched off completely, but it is also not lean-angle sensitive. There are no riding modes. A quickshifter comes standard, but only for clutchless upshifts.

The 5-inch TFT is paired with CFMoto’s T-Box, providing OTA updates, the CFMoto RIDE app, and Google navigation. Tire-pressure and tire-temperature displays are included. The display does not have an anti-glare coating. Track Switch Mode allows the shift pattern to be reversed through a simple bolt adjustment—a useful racetrack feature.

Competition: €1,800 Less Than the Triumph Daytona 660—but Also 5 hp Down and Without an IMU

The Triumph Daytona 660 starts at €9,795 and produces 95 hp, with Showa suspension, Brembo four-piston brakes, an IMU, and three riding modes including Track. It offers more electronics, costs €1,800 more, and produces 5 hp more.

The Yamaha R7 costs €10,999, produces 75 hp uses KYB suspension. It has less power, no riding modes, and no IMU—giving it a similar electronics profile to the CFMoto.

The Honda CBR 650 R costs €11,039, produces 95 hp from an inline-four, and has no IMU. It is more expensive and offers a different engine character.

The Aprilia RS 660 costs €11,799, produces 105 hp, and includes an IMU and six riding modes. It is considerably more expensive and offers more sophisticated electronics.

Fundamentally, the CFMoto 675 SR-R is not a pseudo-racer. It is an everyday sportbike with an attractive price-performance ratio. A test ride might change your opinion of Chinese motorcycles.

98 dB(A) and a 15-Liter Tank: Tyrol Is Off-Limits, Range Is Limited

Like the naked 675 NK, stationary noise is 98 dB(A), three decibels above Tyrol’s 95 dB(A) limit. The 15-liter fuel tank provides approximately 270 km of range based on CFMoto’s claimed consumption of 5.5 liters per 100 km. That is acceptable for a sportbike, but a little limited for long-distance touring.

The German price is €7,999. CFMoto’s promotional offer from April 1, 2026 provides a €675 discount plus a five-year warranty instead of the standard four years.

Verdict

90 hp in-house-developed triple, fully adjustable KYB suspension, winglets, J.Juan radial calipers, quickshifter, T-Box, 195 kg, 810 mm seat height—for €7,999. For a fully faired triple-cylinder sportbike, that is a price the competition cannot beat.

There are compromises: no IMU, no blipper, 98 dB(A). When weighed against the Triumph Daytona 660, one must decide whether these compromises are outweighed by the price savings.

 

Quick Check

+ In-house-developed 674 cc triple: 54 kg engine weight, one of the lightest of its kind

+ 90 hp / 68 Nm; 75 percent of torque available from 4,000 rpm; broad, linear, low-vibration power delivery

+ Aerodynamic winglets standard, claimed to be functional rather than decorative

+ Fully adjustable 41 mm KYB USD fork; adjustable KYB monoshock; 130 mm of travel at both ends

+ J.Juan four-piston radial fixed caliper with dual 300 mm front discs; minimal initial lever travel

+ Quickshifter standard for upshifts; Track Switch Mode allows reversed shift pattern through bolt adjustment

+ 5-inch TFT; T-Box with OTA updates, Google navigation, and CFMoto RIDE app

+ Tire-pressure and tire-temperature display; configurable display

+ A2 restriction available

+ 195 kg ready to ride; 810 mm seat height, optional 795/830 mm

+ Approximately €1,800 less expensive than Triumph Daytona 660

+ 4-year warranty; promotional offer from April 1, 2026: €675 discount + 5-year warranty

 

– 98 dB(A) stationary noise: Tyrol riding restriction applies, 95 dB(A) limit

– No IMU: ABS and TCS are not lean-angle sensitive

– No riding modes—Triumph Daytona 660 has Road, Rain, and Track

– No blipper: no ride-by-wire; quickshifter works only for upshifts

– ABS intervenes slightly early

– 15-liter fuel tank: approximately 270 km of range at claimed consumption, limited for touring

– Standard CST tires: usable in the dry, not yet sufficiently proven in wet conditions

– Throttle response can occasionally be unsettled at tight apexes

– Display is not anti-glare

– Long-term reliability and spare-parts availability have not yet been established

– Resale value remains unknown; CFMoto’s dealer network is smaller than Triumph’s or Honda’s

 

Technical Specifications: CFMoto 675 SR-R (2026)

Country of manufacture: China (CFMoto)

Engine: In-house-developed 674 cc liquid-cooled inline-three, DOHC, 4 valves per cylinder, bucket tappets, 120-degree crankpin offset, 72 mm bore, 55.2 mm stroke, Bosch port fuel injection, 11.5:1 compression ratio, Euro 5+; engine weight approx. 54 kg; 3-into-2 exhaust system

Power: 90 hp at 11,000 rpm

Torque: 68 Nm at 8,250 rpm, 75 percent available from 4,000 rpm

Transmission: 6-speed; CF-SC anti-hopping clutch; quickshifter standard for upshifts only; no blipper; Track Switch Mode with reversed shift pattern through bolt adjustment

Electronics: Bosch ABS, not lean-angle sensitive, no IMU; two-stage TCS + fully switchable; no riding modes; T-Box with OTA updates, RIDE app, Google navigation; tire-pressure and tire-temperature display

Frame: Chrome-molybdenum tubular-steel frame; banana-shaped aluminum swingarm

Front suspension: 41 mm KYB USD fork; fully adjustable for spring preload, rebound, and compression damping; 130 mm travel

Rear suspension: KYB monoshock; adjustable spring preload and rebound damping; 130 mm travel

Aerodynamics: Winglets standard, claimed functional aerodynamic elements

Front brake: J.Juan fixed four-piston radial caliper; dual 300 mm discs; Bosch ABS

Rear brake: J.Juan single-piston sliding caliper; 240 mm disc; ABS

Wheels: Cast-aluminum wheels; 17-inch front and rear

Tires: 120/70-17 front; 180/55-17 rear; CST standard

Display: 5-inch TFT, non-anti-glare; tire-pressure and tire-temperature display; configurable shift light; connectivity

Wet weight: 195 kg

Seat height: 810 mm, optional 795 mm / 830 mm

Ground clearance: 140 mm

Wheelbase: 1,400 mm

Fuel capacity: 15 liters; approximately 270 km of range based on CFMoto’s claimed 5.5 L/100 km consumption

Stationary noise: 98 dB(A)—Tyrol riding restriction applies, 95 dB(A) limit

License: Full motorcycle license; A2 restriction available

Price (Germany): €7,999 including additional charges. Promotional offer from April 1, 2026: €675 discount + 5-year warranty

Warranty: 4 years standard; 5 years during promotional period from April 1, 2026