CFMOTO 450MT 2024 Review

The CFMOTO 450MT adventure tourer could be the bike that changes everything. That’s what local distributor Mojo reckons and, after the Australian media launch near Lake Eildon, it’s not hard to see why.

With a super affordable price tag, a respectable parallel-twin motor, quality suspension, and plenty of handy features, the 450MT is the everyman’s adventure bike. It’s a bike that most adventure riders should be on instead of big, expensive, and hard-to-tame 1200cc machines.

Of course, I can hear the cries of “tell him he’s dreaming” through my computer screen. How can a Chinese-built, LAMS-approved, sub-$10k bike be a better choice than my 1200cc, $35k high-tech mothership? Well, Darryl, it's true. And it was somewhere in the hills above Bonnie Doon that I realised how good it really is.

The first thing you need to know about the 450MT is that it checks in at just $9490 ride away. And when you read on and find out what that price gets you, you’ll be rubbing your eyes in disbelief.

According to Mojo, the LAMS-approved dual-sporter has already sold like hotcakes, and that trend is set to continue. Over 500 examples have already been delivered to customers, most bought sight unseen. There is a lot of hype around this model, and much of it is related to the price.

CFMOTO developed the 450MT completely in-house with over 4000 hours of development. The brand admits it has learned a lot from its joint venture with KTM, and this is evident in the high level of design and build quality. Yep, the made-in-China stigma is dead.

The 450MT’s direct rival is the Royal Enfield Himalayan 450, which offers similar pricing and specification.  I haven’t ridden the Himalayan 450 myself, so I’ll save comparisons for another day, but paired together, CFMOTO and Royal Enfield are breathing new life into a category that has mostly been neglected in recent years.

The smaller and LBOTY-winning KTM 390 Adventure ($9895 ride away for the spoked wheel version) is another competitor, as is Benelli’s TRK502X ($10,690 ride away). You could even argue that Honda’s CRF450L ($13,767 ride away) is an alternative.

CFMOTO is taking a modular approach with its 449cc parallel-twin engine. It debuted in the acclaimed 450SR sportsbike and has since found a home in four other individual models – the 450SR S, the 450 CLC, the 450 NK, and now the 450MT.

The donk puts out a claimed 32.5kW (44hp) and 44Nm – not inspirational figures, but enough for dual sport use. The liquid-cooled twin-cylinder motor also features a 270-degree crankshaft and double balance shaft.

Each version of the 449cc engine is tuned for its specific application. We loved the surprisingly perky 450SR sportsbike, while the 450MT is more suited to off-road adventure riding.

Given the price tag, it would be natural to think that the 450MT comes with sub-par equipment, but that is absolutely not the case.

The star attraction is the almost-fully adjustable KYB suspension that offers 200mm travel front and rear. Only rear compression cannot be tweaked. The level of adjustment puts the 450MT ahead of the Himalayan 450 in this department.

Also standard are J.Juan brakes, 21- and 18-inch spoked tubeless wheels clad in CST dual-sport rubber, a three-piece frame construction, and a 17.5L fuel tank.

For off-road use, the bike also features an adjustable windshield, removable rubber footpeg inserts, and foldable mirrors – all possible without tools.

Changing the air filter is a quick job too – another plus for off-road use – and there is a tool kit under the seat. The bike does not come standard with a foam air filter element, but CFMOTO will offer one as an option.

The 450MT features switchable Bosch ABS (rear-wheel only) and traction control, both of which can be disengaged by a single handlebar-mounted button. Simple.

The two settings can be adjusted independently via the KTM-inspired 5-inch TFT display, but most will be happy to just use the linked button. 

CFMOTO offers smartphone connectivity via its T-Box system. That includes calls, music, vehicle information, and tracking. And guess what? You don’t need to pay extra to enable those features. It’s all very easy to use, though the screen is a little hard to read in harsh sunlight or with polarised lenses.

Elsewhere, it’s a pretty basic affair. The throttle is cable-actuated, which means no ride modes, while there is no quickshifter, cruise control, or heating fitted as standard. Heated grips are possible but, as we went to print, CFMOTO does not currently offer them as an option, so you’ll have to go aftermarket.

There are some other thoughtful inclusions a USB charging port, LED lighting, and backlit switch blocks. Those kinds are things aren't always a given on a bike of this price.

Hopping aboard the 450MT is no different to any other bike in its class. It feels exactly as an adventure bike should. It’s tall, but with a seat height that is still accessible to most, and the rally-style tower and adjustable windshield keep you reasonably protected.

The reach to the handlebar and footpeg were comfortable for my 6.1ft frame, while the standing position is perfectly tailored to off-road use.

You’ll want to remove the rubber footpeg inserts as soon as you hit the dirt, because they get quite slippery. And, when you do, they offer plenty of contact area to keep you your boots locked in. To remove them, you simply pull them out. No tools required.

In fact, taking advantage of the dirt-focused features is incredibly easy. Pull the rubber inserts out, fold in the mirrors, lower the windshield, and press the ABS/Traction control button to disengage those features and you’re ready to go. Even suspension adjustment is a really easy process.

Some may disagree, but I believe the 450MT lends itself better to the dirt than the road. Sure, it’s not on the same level as an 890 Adventure R, or a Tuareg 660, or even a Yamaha Tenere, but it performs on the dirt in the same way a Suzuki DR-Z400, DR650, or Kawasaki KLX650 would.

The KYB suspension really surprises with its decent travel and excellent control. On the rocky, muddy, and mountainous trails around Lake Eildon, I rarely found the limits of both the fork and shock. And I’m no lightweight. Perhaps the only time where is started to waiver was on really rocky descents, where it was hard to pick a smooth line.

Engine-wise, the 450MT is set-up perfectly for the bush too. It suffers from some slight fuelling issues with small throttle input but, if you keep the revs up, it tractors along as well as any other bike in its class. The power will get you through most obstacles, but it’s soft enough that it is never intimidating.

Handling is lightweight and agile, the brakes are adequate, and the electronics are simple but effective. There isn’t much I can criticise the 450MT for.

The biggest limiting factor is the tyres. The CST rubber was fine in the dry but lacked grip in wet and slippery conditions. A more aggressive profile tyre would help greatly in the bush.

As good as the 450MT is on the dirt, it is more than capable on the tarmac. Riders used to more powerful machines might find it to be a bit mellow, but it still offers useable grunt to get you to and from the trails. No one is buying this bike to win the Isle of Man TT, so a fire-breathing powerplant really isn’t necessary.

Gear shifts are smooth, the exhaust note is surprisingly spicy, and the suspension keeps you nice and balanced in the bends. Negatives? Not many, but there is little too much wind buffeting, the brakes are soft on the tar, and that fuelling could be better.

If I needed a new adventure bike right now, I would seriously be considering the CFMOTO 450MT. Only the Himalayan 450 rivals it for pure value, and I personally prefer the 450MT’s modern rally-style look.

Of course there is still the question of reliability, and also that invisible force known as street cred. But CFMOTO’s build-quality is better than ever and China’s reputation for motorcycle manufacturing is quickly growing.

And if you still can’t get past the China factor, then look at it like this – Japanese and Korean vehicles weren’t always lauded for their reliability, style, and quality, and now those countries are home to some of the world’s most respected brands. China is going through that transformation now, and CFMOTO is one of the leaders.

Mojo Motorcycles boss, Michael Poynton, told bikesales that he believes the 450MT will be a game changer for the brand. When we look back in a few years’ time, we may just look at this bike as not only a turning point for CFMOTO, but possibly the entire adventure motorcycle segment. The 450MT is the real deal. Don’t sleep on it.  

ENGINE 
Type: Liquid-cooled, four-stroke, DOHC parallel-twin, 270 degree crankshaft
Capacity: 449.9cc 
Bore x stroke:72mm x 55.2mm 
Compression ratio: 11.5:1 
Engine management: Electronic fuel injection 
Emissions: Euro 5 

PERFORMANCE 
Power: 32.5kW (44hp) at 8500rpm 
Torque: 44Nm at 6250rpm 

TRANSMISSION 
Type: Six-speed 
Final drive: Chain 
Clutch: Wet, multiplate, CF-SC slipper 

CHASSIS AND RUNNING GEAR 
Frame: Tubular steel 
Front suspension: KYB Ø41mm USD fork, adjustable compression and damping, 200mm stroke
Rear suspension: Single KYB rear shock, adjustable preload, compression and rebound, 200mm stroke
Front brakes: J.Juan four-piston caliper, single 320mm disc
Rear brake: J.Juan ingle-piston caliper, 240mm disc
Tyres: 90/90 R21, CST (front), 140/70 R18, CST (rear) 

DIMENSIONS AND CAPACITIES 
Claimed wet weight: 175kg 
Seat height: 820mm 
Fuel capacity: 17.5L

OTHER STUFF 
Price: $9490 ride away 
Warranty: Three years, unlimited kilometres (if serviced within authorised dealer network) 
Colours: Zephyr Blue or Tundra Grey