2025-on CCM Street Motorcycle Review

The CCM’s wide range is a bit surprising, especially when you consider that they’re highly customisable – some models are theoretically available in 4000 different specifications once you configure the hard parts, accessories and fairings. They’re also premium-priced (for a 600cc single) and rarely remotely practical.

The previous Street Moto fit that description, but the second generation has been revamped as a simpler, more accessible and affordable option. There are two models available – the basic Street Moto, defined by its low-level exhaust, spoked wheels and adjustable YSS shock absorbers. At £9,995, it slots in between mid-capacity pose and fun bikes such as: Ducati Scrambler, Fantastic Caballero 700 or Triumph’s 900 Scrambler.

Then there’s the Street Moto R (£11,495), which upgrades to forged aluminium Dymag UP7X wheels, a high-level, larger-diameter exhaust and a remote-chambered YSS shock absorber, plus a carbon sump cover that doesn’t fit on the standard model. They also come in different colour options.

Essentially, it’s another variation on the same chassis and SWM-sourced engine used since the 2019 Spitfire, but that’s no bad thing – at 141/139 kg, with 55 hp and quality chassis components, it’s nimble and agile, savouring low-end punches or having fun with handfuls of throttle as you please.

Is it a suitable daily machine? No (barely a live one, unless you’re committed), but it’s not advertised as such either. It’ll be a bit lacking for the uninitiated or the tech-savvy: there’s no ABS, no traction control and the LCD instrument cluster clearly shows the bare minimum but nothing else. It doesn’t even meet emissions standards and needs to be type-approved for road use in the UK.

This will appeal to some, as it familiarises riders with the intricacies of production bikes. It’s refreshing to get on a brand new bike and ride without having to check what mode it’s in and what the rider aids are set to. The throttle is still pulling a cable with a throttle body attached to the other end: your comfort, enjoyment and safety are firmly in your hands.

It’s not inherently dangerous; it’s a well-developed package that exceeds expectations for a bike hand-built by a firm with just 18 staff in a quiet corner of Bolton; it has a well-behaved engine and a chassis that balances comfort and support beautifully.

We’ll look at the two models in more detail below, but there’s a subtle difference in attitude as well as price. The base model has better low-speed manners and is a little smoother and more stable, while the Street Moto R trades some of that initial friendliness for a punchier, more agile ride that’s better suited to cruising B roads than leafy lanes or city streets.

Small manufacturers can be left wanting when it comes to the finer points of chassis setup, as the labor and budget required to achieve the best balance between spring rates, damping and geometry are relatively limited.

There’s no such problem at CCM: five years spent producing a range of bikes that share basic components, plus ongoing and extensive testing (R&D head Ben spends more time than is healthy building prototypes on Belgian pavé), means the Street Motos not only handle well, but are also underpinned by stability and even good ride quality, even on some of the lousy road surfaces on the Lancashire roads near CCM’s base.

It’s a particularly useful trick for lightweight bikes (the base is 141kg full of liquid, while the R’s lighter wheels and lack of inner tubes shave two kilograms) – there’s a fine line between maintaining braking and cornering support and keeping things smooth when you’re not elbowing up and using leverage.

The difference between the suspensions of the Street Moto and Street Moto R is largely visual, with both versions offering ride quality and handling without any noticeable penalty from opting for the more basic machine. The main handling difference comes from the wheels, where a saving of around 1kg of unsprung weight at either end makes the R much sharper-steering and sportier-feeling than the heavier spoked wheels (with inner tubes, to boot) on the entry model.

This works in the R’s favour on smooth roads, but owners of standard bikes will be happier on rougher roads or less grippy surfaces where the extra weight makes them feel more substantial. Neither bike is in danger of becoming unstable, but the R is a little less confident when not enough taxpayer money is being spent on road maintenance…

Some may mourn the switch from Öhlins suspension to Thai-made YSS, but they are a well-loved and proven option in the aftermarket world, and the extra refinements put into these settings actually mean they are better: owners often complain that older bikes with Swedish kit are harsh.

Braking on both bikes is handled by a single J. Juan radial four-piston caliper that provides a pleasant feel and progression, no doubt thanks in part to the lack of ABS hardware that severs the connection between the rider and the friction surfaces. The single piston works well for those who use it for fine control at low speeds (or those who push the rear end sideways by backing up a bit into corners…).

If you’ve learned to ride a bike with ABS, this system won’t knock you out straight away (unless you do something really stupid) – it’s controllable enough, with enough support and feel from the forks, that you should be able to work out the grip levels yourself.

The Husqvarna designs date back to the early part of the century when the Swedish company was run by the Cagiva group, before it was sold to Pierer and started using KTM parts. The claimed 55 hp is plenty, and for a bike made by CCM, it’s enough to have some fun without being too focused. It’s jittery and will no doubt be uncomfortable to ride at high speeds for hours on end. But it would be crazy to buy a bike like this and expect to get away with it…

Throttle response is good too, thanks both to its long development life and the lack of having to comply with Euro standards that make it difficult to achieve good twist grip with the lean fuel conditions they impose on manufacturers. No matter how good the ride-by-wire is, there’s an undeniable satisfaction that comes from physically opening the throttle yourself.

It’s worth noting that while all CCMs use the same engine/throttle body design, their power characteristics differ slightly thanks to the exhaust layout. The Street Moto’s low-level exhaust has slightly smaller diameter pipework than the Street Moto R’s high-level system; this is due to the need to maintain ground clearance: a fat header was tried and tested in advanced limited clearance.

So there’s a slight drop in power and torque (although no exact difference has been stated by CCM) but it’s also smoother when you first get on the throttle and smoother overall. If you’re not fussed about delivering big handfuls of power and riding like your hair’s on fire, the base model is a more pleasant bike to ride at slow to moderate speeds.

But you’ll want the Street Moto R for real fun – a slight jolt on initial throttle and a slight increase in vibrations are compensated for by a freer revving and livelier feel, especially at higher revs, where the larger pipework doesn’t hold the engine back like the underslung manifold.

First impressions are generally good – as you’d expect on a bike of this type, it’s well detailed with a mostly nice-looking fit and finish. There are a few niggles – the side stand has an annoying design that flips up when you take the weight off it, and it also hangs down from a slightly unsightly bracket. There are also threaded lugs on the swingarm, which are used for the number plate bracket on other models, but are unnecessary here – they look a bit messy.

Owners of other variants report that they generally hold up well, but be aware that most won’t get much mileage. One review notes that daily use invites corrosion a little too easily on the steel chassis. It’s unlikely to be a problem for most owners who avoid wet, salty roads, but if you’re looking to ride your bike, not store it, it’s worth a spritz of protector.

Some owners say the engine and transmission don’t fully break in and free up until you’ve clocked over 1,000 miles, so if your brand-new Street Moto feels a little stiff in places, keep that in mind: it’ll get better with use.

There’s a purely subjective issue here: a price of just under £10,000 for a 600 bike that’s completely devoid of modern conveniences is objectively not good value for this type of bike. Ducati Scrambler offer more for the same money or Yamaha’s XSR700 Similarly simple yet stylish, for less money.

The USPs of the CCM are that it is exclusive, hand-built and that the raw, basic kit is only created. It is not a bike designed by committee, built for a target audience and submitted to tough EU standards. It is made to be fun and pleasing to the eye – nothing more.

There are few direct competitors, as the only major road singles on sale are: KTM 690SMC-R/GasGas 700SM/Husqvarna 701SM platform and Ducati Hypermotard 698. The Street Moto isn’t really a supermoto like those bikes: the KTM is a fairly stable ‘motard’ built to be ridden aggressively. The Ducati is a bit more usable and perhaps the closest approximation, but it’s still a production bike and considerably heavier than the barebones CCM.

Otherwise, for a mid-size, crazy, middleweight product your options are generally twin: depending on your taste, you could consider: Ducati Scrambler, Fantastic Caballero 700 or Triumph 900 Scrambler.