Time for an update.


After 22000km in the space of 8 months, where the Jetmax has been my choice of transport over my 2007 Dragstar 1100 classic or my Suzuki, I have to say that I'm fairly impressed with the Jetmax overall. Since writing this review I've since visited the CFMoto factory in Hangzhou, China and was suitably impressed with the whole operation. They have 4 assembly lines churning out, regular bikes and scooters on 1, the Jetmax on another, ATV's on line3 and UTV's on line 4.

The showroom was huge and impressive with one of everything they manufacture. I saw the new CF650NK sport bike similar to the Kawasaki E6N, in the flesh and have to say while I don't think the style is suited to the majority of the roads in China, the bike itself looked sharp.

CF650NK-1.jpg

More info on the CF650NK can be found at motofans (note that this link will take you to a Chinese motorcycle forum, so unless you have Asian fonts enabled you may see gibberish) you'll find photos and video links.

CF650NK-ad.jpg

Back to the CF250T-6A Jetmax.

Great machine, which has a top speed of around 140-145km/h indicated with around a +10% margin of error based on GPS indicated speed. The rear low profile radial tyres only tend to last around 10000km before seemingly becoming more prone to punctures and developing slow leaks. This has occurred on the two standard manufacturers supplied tyres that I fitted, the phenomenon has also occurred on my friends black Jetmax now that he's just ticked over the 10000km mark. I have replaced the second rear tyre with a third tyre named a Kenda (Taiwan branded tyre), which seems to ride mildly better, and raises the rear end a few centre-meters or so. I've just replaced the front tyre with another of the same manufacturers low profile tyres so it would appear that the front tyres have twice the life of the rear.


I've replaced the final drive belt at the manufacturer recommended 10000km interval around 12000km, for which a pneumatic impact driver is needed. I failed to adjust the belt as recommended by CFMoto at 3000km, (naturally the local bike dealer has no idea and failed to advise of such TIC!), despite which there seemed to be no issues. Getting the belts off needed more than a manual impact driver (which simply didn't work), having lifted the Jetmax using a friends forklift for easier access to the rear drive belt housing etc. The outer halves of the forward and rear pulleys were easily removed, using the pneumatic impact driver. Once removed the now accessible drive belt, I determined that the existing belt was less than 5mm narrower over the new replacement belt. Despite the good appearance of the existing belt, I erred on the side of caution and replaced the belt anyway. Fitting evrything back together was simply a reverse of the steps, but I used some compressed air to give the inside of the whole housing unit a good clean, before bolting everything back into place.


Since this review, CFMoto have redesigned the rear pillion grab-rails to incorporate a top box mounting platform, so I bought one to replace the one made in my friends workshop. I've also upgraded the headlights with some HID Xenon hi/low bulbs and used two single ballasts for each headlight. The standard 35w/35w halogens do not provide enough light at all. I'd upgraded the standard halogens with a pair of 100w/90w bulbs, but the standard wiring couldn't cope so I downgraded to some 60w/55w halogens which were an acceptable compromise.


Other than that, no other issues, simple maintenance tasks are achieved easy enough. Oil filter and drain plug access is easy. The rear drive housing requires hypoid gear oil, and the access plugs for this are accessible with a little effort. Removing the rear wheel/tyre requires removal of the rear slip-on exhaust muffler, removing the bottom right shock absorber spring bolt too. Removal of the left shock absorber spring bolt, loosening and removal of the left shock absorber lower attachment bracket so that one can access and remove the left sided rear brake housing bolts, which then allows the rear brake calliper housing to be slid of the rear brake disc with some manipulation. The rear wheel axle also has a large 21mm hex nut which needs removal then the rear wheel can be taken off from the right side. This nut must be tightened with enough force (no torque specs are provided in the manual) so that it doesn't loosen after reapplication.


I have fitted a kind of ergo cushion on top of the riders seat to provide some relief to my butt on longer rides, but more so to give some added height, since the riding position is quite low. This probably wouldn't be an issue for the average Chinese height, but will be for European/Anglo-Saxons et al. A friend went so far as to remove the riders backrest completely and have the seat re-foamed and reupholstered so that he sits further back on the seat, with more reach for the arms and legs. In other words the setting will be a little cramped for anyone >180cm.