CFMOTO 800MT-X 2025 Launch Review

The CFMOTO 800MT was a big leap for the Chinese brand, and it’s been further refined in the years since. Armed with a KTM-built engine and a cheap price tag, the MT was arguably the Hangzhou firm’s best effort to that point. 

But the 800MT wasn’t perfect. It came with a few minor quirks and lacked any real off-road credibility at a time when bikes like the KTM 890 Adventure R and Aprilia Tuareg 660 were re-writing the rules on what is possible in the dual-sport segment. 

So, the all-new 800MT-X, which arrives Down Under soon, makes a lot of sense. It shares its basic underpinnings with the 800MT but switches things up with longer suspension, a low-slung fuel tank, dual sport rubber, a 21-inch front wheel, and more.  

In short, the 800MT-X is built ready for off-road use and is a lot closer in spirit to the lauded KTM 790 Adventure R with which it shares its powertrain. Plus, it undercuts most of its competition on price by a significant margin.

To find out if CFMOTO has hit the mark, I made the long trip to the Algarve region of Portugal for a world-first test ride. The real test will come when the bike is available to test here in Australia, but these are my early impressions. 

The CFMOTO 800MT-X will arrive in Australia with an “introductory” price tag of just $14,990 ride away. Considering it shares many similarities with the KTM and Husqvarna equivalents, the MT-X is a mouth-watering proposition. 

Of course, that price will probably rise to about $16k once the introductory offer expires, but it’s still incredible value. 

For reference, if we position the 800MT-X as a dirt-focused machine, its main competition will include the KTM 890 Adventure R ($27,295 ride away), Aprilia Tuareg 660 ($23,540 ride away), Yamaha Tenere 700 ($21,299 ride away), Tiger 900 Rally Pro ($25,950 ride away), and Husqvarna Norden 901 Expedition ($26,495 ride away). 

To a lesser extent, you could also throw in the Suzuki V-Strom 800DE ($16,990 ride away) and the Honda Transalp ($16,025 ride away). 

I’ve probably missed a few, but the key point is that, in the middleweight off-road adventure segment, the MT-X is cheapest by a long way.  

The 799cc LC8c parallel-twin powerplant is the same one used in the 800MT and the KTM 790 Adventure platform. And it’s a beauty. It is raw and mechanical, as is typical of KTM’s parallel-twin motors, and it offers more than enough power and torque for its intended purpose. 

You might have heard about the camshaft controversies that surrounded the LC8c, but CFMOTO says it has addressed that right off the bat with a redesigned top-end and lubrication system, meaning the MT-X shouldn’t suffer the same fate. 

The MT-X is geared towards off-road use with a 21- and 18-inch wheel combo, and a suspension set-up that offers 230mm of travel front and rear, as well as full-adjustability. This puts it right up there with its competitors.

Sadly, our ride was cut short due to weather, but my first impression is that, as an off-road bike, the MT-X is on par with something like the Norden 901 Expedition. Of course, the Norden offers a bigger displacement, more power and torque, and a few extra bells and whistles, but the MT-X felt very close in spirit.

On the tarmac, the MT-X is smooth, comfortable, and easy to ride. It offers good wind protection, and the J.Juan brakes are nothing to complain about. It might be primed for off-road use, but this bike will be great for longer journeys in varying terrain. 

One notable similarity between the MT-X and its KTM and Husky cousins is the low-slung fuel tank which allows for 22.5L while maintain a low centre of gravity. This makes for a nimble and agile handling dynamic. 

The electronics package on the MT-X is also very decent for the price. It comes with cruise control, a two-way quickshifter, tyre pressure monitoring, three ride modes, and an impressive 7-inch vertically mounted TFT display.

There is also smartphone and T-Box connectivity, as well as a Bosch six-axis IMU for cornering ABS and traction control. Traction control can be switched off, while ABS can be deactivated at the rear wheel. 

Other welcome inclusions are an adjustable windscreen, handguards, and a bashplate, and a high front mud guard, all fitted as standard. 

While the MT-X borrows in engine and chassis from KTM, the rest of the bike is built or sourced by CFMOTO, and naturally there are some compromises to keep cost down. 

The suspension is not WP, but rather a Chinese brand called YU’AN. It’s a lesser-known company to the Western market, but as another reviewer pointed out, the parts on the MT-X look like KYB parts, so it’s possible that YU’AN has taken inspiration from other more established suspension firms. 

Still, as much as the suspension was capable in off-road scenarios, it did feel a bit harsh at times. However, a few adjustments might help this. 

Likewise, the CST Ambro tyres were not my cup of tea. As soon as we hit the dirt, I felt them slipping and sliding, and a better set of rubber with more grip would be good. They weren’t too bad on the road, but we also didn’t push too hard on the tar due to the bad weather. So, there is still a question mark there. 

Another issue is mapping. This seems to be something of an ongoing problem for CFMOTO. It has certainly improved over the years, but that initial throttle response is still just a little bit jerky which lets the engine down ever so slightly. 

The MT-X is also a little heavy on paper. It weighs in at 220kg wet, which isn’t outrageous, but places it at the heavier end of this segment. Fortunately, the weight isn’t too noticeable on the move. 

I have long been a big fan of the KTM 890 Adventure R, and I still consider it to be the best off-road adventure bike in the game. But it isn’t cheap, which makes the MT-X an extremely attractive alternative.

It is more than $10k cheaper than the 890 R but still essentially does the same job. The Transalp and V-Strom 800DE are closer in price, but arguably not as capable. It’s hard to see it any other way – the MT-X is a bargain. 

The MT-X is shaping up to big another big win for CFMOTO in what is becoming a reoccurring story. I’ll look forward to testing the bike in Australian conditions soon, but CFMOTO certainly has my attention. 

ENGINE
Type: Liquid-cooled, four-stroke DOHC parallel twin
Capacity: 799cc
Bore x stroke: 88mm x 65.7mm
Compression ratio: 11.5:1
Engine management: Bosch electronic fuel injection

PERFORMANCE
Claimed maximum power: 95hp (70kW) at 8500rpm
Claimed maximum torque: 87Nm at 6750rpm

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

CHASSIS AND RUNNING GEAR
Frame: Tubular steel frame
Front suspension: YU'AN 48mm upside-down fork, fully adjustable, 230mm travel
Rear suspension: YU'AN monoshock, fully adjustable, 230mm 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: CST Ambro tubeless – front 90/90-21, rear 150/70-18

DIMENSIONS AND CAPACITIES
Claimed wet weight: 220kg
Seat height: 870mm
Ground clearance: 240mm
Fuel capacity: 21 litres

OTHER STUFF
Price: $14,990 ride away (introductory price)
Warranty: Three years, unlimited kilometres