2024 CFMoto 450MT review

It began with the CFMoto 450SR sports bike. Big performance for not a huge outlay. Now CFMoto has lobbed a grenade in the compact adventure sector. We ride the striking 450MT.

In case you hadn’t noticed, CFMoto is becoming a force to be reckoned with. The brand has now come under the wing of Forbes and Davies in New Zealand, improving its local chances.

And each successive new model seems to bring another level of sophistication and tech advancement, along with improved build quality.

Recently they’ve landed what could be a killer blow for the brand in the form of the LAMS-legal CFMoto 450MT. If that suffix suggests it can climb mountains then it was well chosen, though it actually stands for Multifunction Touring. Whatever, this is the adventure offering based on the same 450 twin-cylinder engine that first arrived here in the 450SR sports bike.

The MT is likely to give the sector a shake up. That’s because it is going out the door for $9990 but competes with bikes that either cost more – Honda’s CB500X at $12,795 – or are smaller single-cylinder offerings for similar price, such as Triumph’s Scrambler 400X, KTM’s 390 Adventure and Royal Enfield’s new Himalayan 450.

Motor rejigged

On first inspection this looks somewhat bigger than you might expect, roughly the size of a Tenere 700 and roughly the same weight at around 195kg wet. For adventure bike novices then, this is well sized, especially with three different seat heights on offer. It’s also one that’s strong enough in the engine department for relaxed all-day cruising at 100km/h if you’re touring between off-road rides.

The 450 twin has been retuned for enhanced low down pull which is necessary for offroad duties. With a different airbox, exhaust and cams, its peak torque of 44Nm is developed at 6250rpm, while max power of 32kW arrives at 8500rpm.

The engine also features a double balancer shaft so is silky smooth at open road speeds, 100km/h corresponding to 5800rpm in top. That’s not far adrift of where peak torque is developed so roll ons in sixth feel solid. And the gearbox is smooth and light in operation, like the clutch, with neutral a snip to find.

It’s hard to see where cost savings have been made. Okay, so there’s a single disc up front where the Honda has a pair of them. But its disc is 320mm in diameter and is slowed by a JJuan four-piston radial-mount caliper. This works well enough, though requires decent input pressure. Handlebar levers are both adjustable.

And that’s the thing about the 450MT; they haven’t gone budget in the key areas. You get a full-colour TFT screen with Bluetooth functionality for two devices, while there’s adjustable KYB suspension offering 200mm of travel at both ends.

The front is fully adjustable, the rear for preload and rebound. How good is that? Moreover, the handlebars can be moved forward or aft 10mm by simply rotating them around slightly in either direction. Seat height is set at 820mm and it’s low enough that it isn’t too difficult to swing a leg over.

Independent styling

Check the look of this thing. Evidently it was penned by KISKA, an international design group with an office in China. It features desert rally-type styling and really looks the part, especially in Zephyr Blue.

But it also offers more than just a degree of authentic off-road ability. The wheels are 21 inches and 18 inches in diameter, front and rear, and there’s a full tubeless set-up from the factory. That partly explains the plush ride comfort.

Compared with the 450SR this offers way more weather protection, with standard handguards and a manually adjustable screen that can be lowered or raised on the go. At its highest – there’s 60mm of travel – it keeps most of the air off your helmet.

The fairly sizeable tank (17.5L) and bodywork also keep a bit of wind off the legs. We noted fuel use of 4.2L/100km on the motorway at 100km/h so CFMoto’s range claim of 350km before a refill may be conservative.

Thumb the starter and this makes a throatier noise than any single can manage. It’s more interesting in the way parallel twins sometimes can be, and quite out there too. There’s a resonant zone exactly at 4000rpm but it’s seldom annoying because that equates to about 75m/h in top gear.

Once underway the first thing you notice is how easily this drops into corners, it is that easy to steer. And that ride comfort; all manner of bumps are smoothed over by the long-travel suspension.

Small wonder riders choose ADVs for long distance touring instead of traditional mounts.

Quick enough

This isn’t as fast as the 450SR because power to weight is down slightly. It gets to 100km/h in six seconds, and back down to zero in 47m. However, the low-speed compromise is worth it; this can ease about the suburbs in top gear okay, pulling away from just over 2000rpm without complaint.

Its main rivals are the new Scrambler 400 X from Triumph, Royal Enfield’s new Himalayan 450 and KTM’s 390 Adventure, all out of India and all priced at $8999. The Triumph and KTM are a bit lighter and nippier being singles, but we prefer twins for open road work.

With its double balancer shafts there is almost no vibration at 100km/h, and the mirrors give a great view of what’s behind. They also have an elbow joint halfway up the stem that allows them to be tucked out of the way when lane splitting or in close contact bush riding.

Clever stuff. The colour TFT screen is vibrant, shows all the main data you need and TC is switchable within the submenus.

Yes there are cheaper alternatives in the sector but the CFMoto 450MT looks and goes great, is a twin versus a single and has build quality that rivals any on the market.

In a world where price rises are running rampant, it’s good to know there’s real value to be had in the LAMS sector.

And once again, CFMoto is right up there with the big hitters.

This story first appeared in the July 2024 issue of NZ Autocar magazine.