By Ben Purvis August 4, 2025

We’ve been tracking the progress of CFMoto’s upcoming 750SR-S (likely to be called the 750SS in the US) since last year, and now the bike has been officially unveiled in China ahead of an expected global reveal later this year.

It’s a notable model for CFMoto’s increasingly impressive lineup as it marks the company’s first venture into four-cylinder-powered motorcycles. CFMoto is building on the experience it gained with the three-cylinder 675SS and 675NK models and taking another substantial step toward competing across all the major market segments against more established Japanese and European rivals.

The bare numbers show that the 750SR-S, despite its aggressive, race-rep styling, is more of an all-rounder than an out-and-out track machine. The in-line four-cylinder DOHC engine is an evolution of the company’s 675cc triple concept, sharing the same 72mm bore along with a 46mm stroke to hit 749cc, and while that bore and stroke put it in the same league as the likes of Suzuki’s GSX-R750, the CFMoto’s peak power is a relatively tame 110 hp, a number that the company says will rise to about 113 hp at speed when the ram-air system is pressurizing the airbox a little. For comparison’s sake, the current Suzuki GSX-R750—the last of the old-school 750-class Japanese sportbikes—puts out 147 hp, and even the GSX-R600 beats the CFMoto, with a peak of 119 hp. The difference is a one of rpm: the GSX-R750 hits its maximum at 12,200 rpm, while the new CFMoto peaks at only 10,250 rpm. If it was able to rev higher, it would come much closer to the Suzuki’s performance, but it’s unclear whether the relatively restrained limit is down to conservative ECU tuning, emissions requirements, or a more fundamental limitation of the engine itself.

At 59 lb.-ft., the torque figure—a number that’s more closely tied to engine capacity than engine speed—is closer to the Suzuki’s 64 lb.-ft., and peaks at a relatively low 9000 rpm whereas the GSX-R needs over 11,000 rpm before hitting its maximum. That suggests the motor is tuned for a broad midrange at the expense of outright power. Even so, it slots into CFMoto’s range as the brand’s second-most-powerful bike, beaten only by the China-only 1250TR-G tourer, which gets 140 hp from a 1279cc V-twin derived from KTM’s LC8 design.

While the bare performance figures were already known from CFMoto’s type-approval applications for the new bike, its official launch confirms more about the rest of the specifications. Key details include the use of fully adjustable KYB suspension at both ends, with an upside-down fork paired to a rear monoshock acting on a cast aluminum, single-sided swingarm that ends with an aero-cowled rear wheel that’s been subject to a patent application relating to the three sculpted covers that clip between some of the spokes. A 20-stage adjustable steering damper sits above the top yoke. Brembo supplies the brakes, with M4.32 monobloc radial-mount four-piston calipers at the front, complete with race-style cowls to channel cooling air to the calipers.

Those brakes are operated via a cornering ABS system from Continental, thanks to the use of a six-axis inertial-measurement unit that also enables a lean-sensitive traction control with two riding modes. A large 6.2-inch TFT screen provides control over that tech, as well as a host of others including Bluetooth connectivity, a keyless unlocking/ignition system that means a phone can double as the bike’s key via NFC or a dedicated app. CFMoto also says there’s over-the-air software updates and that the dash supports integration with Insta360 action cameras. Other standard-fit equipment includes an upshift-only quickshifter, automatic headlights with a cornering light function, tire-pressure monitoring, and an emergency brake light.

The company says the bodywork is wind tunnel tuned, including the inevitable winglets, and the bike is pictured at Pininfarina’s wind tunnel—a pioneering example of the breed that was also used to hone the first full-faired production bike, BMW’s R 100 RS, back in the 1970s. The result is a machine with a 31.7-inch seat height, which can be upped to 32.5 inches with an optional high seat, while the styling includes four mid-high level exhaust outlets, two on each side, to leave no doubt about the bike’s cylinder count. Frontal styling is aligned with the 675SS and the company’s other sportbikes, with a pair of signature, hockey stick–shaped running lights embedded into the headlamps and turn signals incorporated into the mirrors. Coming in at 470 pounds, the 750SR-S isn’t the lightest machine in its class, although that weight is measured with a full 4.5-gallon tank of fuel.

CFMOTO 750SR-S (4).jpg | Two colors will be available on the CFMoto 750SR-S. | Photo: CFMoto

CFMoto is expected to reveal more about its international plans for the new bike at or around the EICMA show later this year, when we can also expect to hear more about the much-anticipated V-4-engined liter-class superbike that’s due to sit above it as the highest-performance offering in the company’s range.

2026 CFMoto 750SR-S Specs

Source: CYCLE WORLD