CFMOTO 800MT-X 2025 Review

CFMOTO isn’t new to the motorcycle industry. The company has been building motorcycles and UTVs from its base in Hangzhou, China, for nearly 35 years, and Mojo Motorcycles has been distributing the brand’s products in Australia for 20 years.

A lot has changed since Mojo introduced the first CFMOTO machines to our local market, which at the time was mainly a basic scooter range. Since then, CFMOTO has expanded to include conventional motorcycles along with ATV and UTV models that have become top sellers in their respective segments.

Many were sceptical when the technical partnership with KTM was announced in 2017. At first, it looked like a way for KTM to cut production costs and tap into the Chinese market. What I didn’t consider was how the partnership might also help CFMOTO enter the adventure bike market in a serious capacity.

When the CFMOTO 800MT launched in 2021, it came with a KTM-designed 799cc parallel-twin engine. It sold well thanks to its sharp price, but quickly drew criticism from riders who dismissed it as a cheap Chinese imitation of the KTM 790 Adventure. Throttle mapping issues and a glitchy quickshifter didn’t help silence the doubters.

Earlier this year, CFMOTO released a dirt-focused variant: the 800MT-X. bikesales Editor Dylan was at the launch in Portugal, but heavy rain meant most of the off-road loop was cancelled. That left him with only a limited gauge of the bike’s dirt ability.

Mojo Motorcycles now has the model in stock locally, and I put my hand up to ride it at the Australian/New Zealand launch. The event was hosted by Otway Adventure Motorcycles, a new operator based in the heart of the Otways.

The Otways are notorious for hanging onto moisture, making them one of the last places to turn dusty even in dry weather. With the launch scheduled in mid-winter after weeks of rain, I doubted how much proper dirt riding we’d actually get.

But CFMOTO Australia’s Matt Reilly quickly assured me there’d be plenty of opportunities to test the bike off-road. A longtime industry figure and keen off-road rider himself, Matt knew the first question on hardcore adventure riders’ minds would be whether the bike truly performs. And he was just as eager as us to find out.

As expected, the weather was cold and damp and stayed that way all day. But the bike impressed everyone.
The similarities with the KTM 790 Adventure are obvious – same engine, same chassis, and a similar fuel tank design. Blindfolded, it would be hard to tell the difference. But I found the 800MT-X engine more responsive and the suspension more supportive. This isn’t just a carbon copy. Similar, yes. But not the same.

Earlier CFMOTO 800cc models were criticised for inconsistent throttle response. The 800MT-X has none of that. Throttle feel was smooth and predictable. The bike offers three riding modes – Standard, Rain, and Off-Road – each with traction control and ABS settings tuned for the conditions. The Bosch electronics package includes a six-axis IMU that measures pitch, yaw, and roll, and it all feels refined and fault-free.

Day one was mostly gravel forest roads, with a wet Great Ocean Road section to finish. Touring conditions didn’t trouble the bike, but I was itching to see how it handled the rough stuff.

Back at the Otways base, riders were greeted by a crackling fire and cold beers on ice. But there was also the challenge of the infamous “Heart Attack” hill. With no run-up, steep gradients, and a surface of wet rocks and clay, it’s a classic enduro test. My mate and riding partner, Aiden Gale, and I couldn’t resist.

After dropping tyre pressures and making two attempts each, we both finally made it to the top (me first, for the record). With a crowd watching and egos on the line, it was a brilliant way to end the day – and proof the MT-X could climb far better than I expected.

Day two was straight into what the Otways are known for – sandy trails that soak up the moisture, with kilometre after kilometre of whoops, dips, and twin-rutted four-wheel-drive tracks.

This was the perfect test for the Yu’an suspension. The fully adjustable 48mm fork and piggyback rear shock look a lot like KYB kit, and the performance was just as surprising. They kept the 220kg package composed and in control. In deep whoops at higher speeds, the ride was plush and stable. The standard settings felt sensible, though there’s plenty of room to stiffen things up.

The J.Juan brakes were another surprise. They don’t quite have Brembo-level bite or feel, but they were still hard to fault.

By the end of the launch, I had a grin from ear to ear. The 800MT-X is a genuinely refined, capable adventure bike.

And then there’s the price. At a promotional $14,990 ride away ($15,990 full price), it’s in a class of its own. The Yamaha Tenere 700 is $21,299 ride away, while the Triumph Tiger 900 Rally Pro, Aprilia Tuareg 660, and KTM 890 Adventure R are all dearer again.

The smaller CFMOTO 450MT has already proven popular and solid, but the MT-X will face the same questions about reliability and resale value. Those answers will only come with time.

The stigma around Chinese-made bikes still lingers, and the KTM 790’s camshaft issue hasn’t helped. But according to CFMOTO, the problem was with the oil feed rather than the camshaft itself. They’ve re-engineered the lubrication system, and no further problems have been reported.

The bi-directional quickshifter was a bit sticky at times, though this may improve with use – I’ve noticed the same on some new Triumphs.

The only other gripe is that heated grips aren’t standard. Beyond that, the test bikes – stock apart from Metzeler Karoo 4 tyres (standard fit is Ambro A4) – left little to complain about.

If you can handle your mates ribbing you for riding a Chinese-branded bike – as they tap away on their Chinese-made iPhones – you’ll probably be the one left smiling when they try it and quietly order one for themselves.

The 800MT-X has every chance of breaking the “made in China” stigma wide open.

It reminds me of the early 1970s, when my dad and his mates were all riding British bikes. When the Honda CB750 and Kawasaki Z900 arrived, they scoffed at the Japanese upstarts. But within a few years, most of them were riding Japanese bikes. And they kept riding them for decades after.

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