2022 CFMOTO 800MT Launch Review

The 2022 CFMOTO 800MT is a big deal for the Chinese manufacturer. Earmarked as the machine that will help the brand shake off the dreaded made-in-China stigma, the CFMOTO 800MT has a lot of expectation on its shoulders.

Fitted with a KTM-built engine and probably the most equipment seen on a CFMOTO to date, the 800MT has finally arrived in Australia and is hoping to capitalise on the increasing thirst for middleweight adventure bikes.

Related Reading:
Best new adventure bikes under $20,000
CFMOTO 800MT unveiled
CFMOTO 800MT sprung
2019 bikesales Bike of the Year winner: KTM 790 Adventure R

So, does in hit the mark? Well, in short, yes it does, but there is an asterisk. While it is a capable and functional adventure tourer that comes with a mouth-wateringly affordable price tag, there are a few quirks and faults that won’t please everyone.

Fortunately, we were given the opportunity to head for the mountains and put the bike through its paces on a typically-Australian adventure ride. Is this CFMOTO’s ticket to the big time? Let’s dig in and find out.

First, a quick recap. The 2022 CFMOTO 800MT’s genesis can be traced back to 2013, when the Chinese brand inked a game-changing deal with Austrian giant KTM. That deal initially focused on distribution of KTM bikes to the Chinese market, but it evolved into a fully-fledged joint venture in 2017.

The CFMOTO-KTM joint venture ultimately resulted in a new facility in Hangzhou, as well as the promise of multiple new models under both KTM and CFMOTO branding.

KTM’s influence became obvious quickly, especially once the KTM-inspired CFMOTO 300SR and CFMOTO 700CL-X were released to the market.

But it was the CFMOTO 800MT that generated the most buzz, thanks to its 799cc parallel twin engine that was adopted from the award-winning KTM 790 Adventure.

Rumours of a KTM-based CFMOTO 800MT surfaced in 2020 before the bike was finally revealed in full in April 2021. The marketing imagery, which showed plenty of off-road action, suggested that the Chinese firm was out to make a statement with its new non-LAMS adventure tourer.

And, in many respects, it did make a statement…on paper at least. The 799cc parallel twin is a proven unit and puts out 95hp at 9000rpm and 77Nm at 7500rpm and, with KTM’s reputation behind it, no one doubted that it would meet expectations. Thrown in a TFT screen, a solid tubular steel chassis, J.Juan brakes, KYB suspension and loads of creature comforts, and it was clear that CFMOTO had its heart set on trying to pack as much as it could into a sub-$15,000 bike.

The 800MT comes in two variants – a Sport version ($12,990 ride away) and a Touring version ($14,490 ride away). The Touring version packs more standard equipment, but the only real performance differences are the addition of spoked wheels (for off-road use) and a quickshifter. Either way, the 800MT appears to be great value in either guise.

But while the 800MT certainly impressed on paper, putting it in the field presented a slightly different view. Don’t stop reading though, because there is still a lot to like about this machine.

The COVID-19 pandemic was responsible for delaying the Australian media launch of the 800MT, but after months of anticipation, we were finally invited out into the Victorian High Country to put it through its paces.

The ride took us north of Melbourne, through Marysville, and then into Eildon and Jamieson, before the overnight stop in the remote mining town of Woods Point (where there was an unfortunate incident involving our host and some hot sauce).

We tackled a variety of terrain, however there was a slight bias towards the tarmac, which is an early hint of what this bike is capable of (I’ll get to that in a moment).

First things first, the 2022 CFMOTO 800MT is a great road bike. This was evident after a run through the forever-twisty Eildon-Jamieson road.

The 799cc engine provides plenty of poke and an immediacy that I previously wouldn’t have associated with CFMOTO. Yep, the Chinese firm has come a long way from its mild mid-cap learner-approved days.

Interestingly, while the 800MT power plant packs the same horsepower as its KTM counterpart, it does give up about 12Nm of torque. Both peak torque and horsepower arrive later in the rev range too. But this certainly doesn’t play on your mind, because the 800MT still provides a fun and spirited ride.

Complementing the fun engine is a chassis that feels agile and lighter than the claimed 225kg wet weight. The bike tips in and out of corners with ease, and holds its line perfectly around the bends, with very balanced handling.

The suspension holds up well on the road too, soaking up all bumps and potholes reasonably well, and keeping the bike on its line through the twisites. Throw in the decent gearbox and quick shifter (Touring only), and solid geometry and ergonomics, and this bike can be seriously quick when placed in the right hands.

There are a couple of small quirks and faults that might bug some people. Firstly, there seemed to be a fuelling issue, where the power would bog down for a split second with a big handful of throttle. It wasn’t frequent enough to be a major issue, but it was noticeable all the same. The good news is that CFMOTO Australia is aware of it and is tinkering with mapping settings that should improve the problem.

The other thing I noticed is that the bike seemed slightly unsteady at high speeds. I couldn’t quite put my finger on what the source of the issue was, but I felt like it there was a little too much lateral movement when exploring the upper limits of the speedo. Is it just in my head? Maybe. But most buyers will be sticking to speeds where this problem does not exist anyway.

Okay, so aside from a couple of issues, the 800MT works a charm on the road. But how does it go on the dirt? It is an adventure tourer after all…

When CFMOTO Australia divulged the launch route to us, it became clear that, despite the adventure tag, the 800MT is geared a little more towards tarmac use. This is especially true of the Sport variant, but the Touring version is really only boosted by spoked wheels.

And, to be honest, the 800MT wasn’t great off the tarmac. Now, this is coming from a bloke that rode exclusively off-road until the age of 28, so maybe I’m a little biased, but I just felt like the 800MT didn’t like the dirt all that much.

On smooth gravel roads it was fine, as expected, but as the terrain got a little rougher and looser, the bike started to struggle a bit. It always seemed to be looking for traction on loose dirt, inclines and rocky terrain (ironically, traction control might have helped here).

It is worth noting, however, that the Pirelli STR Rally hoops fitted to our test units were great and offered plenty of grip (sometimes when you least expected it), but both versions of the 800MT come standard with Maxxis tyres that are no so dirt-friendly.

The suspension doesn’t quite excel off road either. As mentioned earlier, the KYB equipment is great on the tarmac, but with just 160mm (front) and 150mm (rear) of travel, the dirt presents a bit more of a challenge. For reference, the recently-launched Husqvarna Norden 901 has 220mm and 215mm, and even that struggled at times.

Still, the 800MT probably batted above its average. At one point, we found some tricky hill climbs, erosion mounds and a creek crossing to play in, and I had an absolute blast. Yes, you need to keep 100% focus and exercise caution to ensure you don’t end up on the deck, but the bike can still overcome some fairly challenging terrain in the right hands.

To be fair, CFMOTO never promised a hardcore adventure off-roader. That notion probably comes from the KTM connection, as well as the ambitious marketing material. The 800MT is a sporty adventurer ‘tourer’ and it is most at home exploring the country via the road. But, like I found with the Norden, if you accept the bike’s limits and ride cautiously and methodically, the 800MT will go further than the spec sheet probably suggests.

Shortcomings aside, the 800MT really is great value. In terms of comfort and functionality, it ticks all the boxes of an adventurer tourer. The TFT display looks great (although it is a little fiddly) and the controls are all laid out well, while the bike is also fitted with bluetooth connectivity, navigation and CFMOTO’s T-Box sytem. The seat and ride positon are both super comfy on long rides, and the bike comes ready-made for a variety of luggage options.

If you opt for the Touring version, you’ll get heated grips and a heated seat (almost unheard of on a sub-$15,000 bike) tyre pressure monitoring, hand guards, quick shifter, bash plate, steering dampener and of course spoked wheels.

Given that you only save $1500 on the Sport version, it is a no brainer to opt for the higher-spec version. And CFMOTO Australia tells us that customers agree, with the majority of pre-orders going for the Touring variant.

Another big tick is the variety of accessories available to customers including additional protection, rally-style footpegs, a higher seat, and loads of luggage options.

Looking ahead, I would not be surprised if CFMOTO adds traction control and a broader range of ride modes. For a bike that will appeal to many first-time adventure riders, TC would be an excellent safety net, but of course it would also add to the price tag. As for ride modes, the current Rain mode is rather useless, and there is no real reason to switch from Sport mode. A bit more variation, and maybe an off-road mode would be welcome.

The other thing that the next version of the 800MT will almost certainly have is keyless ignition. In fact, if not for a global microchip shortage, the bike would have a keyless system now.

When you look at the packed middleweight adventure field, it is clear that the CFMOTO 800MT has a place. It certainly doesn’t have the capability of off-road titans like the KTM 890 Adventure R, but it does offer a lot of comfort, functionality, and practicality for a very good price.

It is far from perfect, but CFMOTO has put together an exciting package that is teetering on the edge of greatness. When the firm does eventually update the 800MT, it won’t take many changes to turn it into a pretty special adventure tourer.

For now though, the 800MT would be a fine choice for first-time adventurer riders, or even commuters looking for a comfortable daily driver. The price tag is excellent value and the bike is capable enough to get you out there and exploring.

The 800MT might not yet be the bike that delivers CFMOTO to the promised land of motorcycling superpowers, but it the biggest hint yet that it is well on its way. I can’t wait to see what this exciting Chinese brand does next.

ENGINE
Type: Liquid-cooled, four-stroke DOHC parallel twin
Capacity: 799cc
Bore x stroke: 88mm x 65.7mm
Compression ratio: 12.7:1
Engine management: Bosch electronic fuel injection

PERFORMANCE
Claimed maximum power: 95hp (70kW) at 9000rpm
Claimed maximum torque: 77Nm at 7500rpm

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Slipper

CHASSIS AND RUNNING GEAR
Frame: Tubular steel frame
Front suspension: KYB 43mm upside-down fork, fully adjustable, 160mm travel
Rear suspension: KYB monoshock, fully adjustable, 150mm travel
Front brakes: 320mm discs with J.Juan four-piston radial calipers, ABS
Rear brake: 260mm disc with J.Juan twin-piston caliper, ABS
Tyres: Pirelli Scorpion Rally STR (as tested), Maxxis tubeless (as standard) – front 110/80-19, rear 150/70-17

DIMENSIONS AND CAPACITIES
Claimed wet weight: 225kg
Seat height: 825mm
Ground clearance: 190mm
Fuel capacity: 19 litres

OTHER STUFF
Price: $12,990 ride away (Sport), $14,490 ride away (Touring)
Test bike supplied by: CFMOTO Australia
Warranty: 3 years, unlimited kilometres