The new CFMOTO 800MT-X is the most off-road focused bike in the MT range. It is based on KTM’s 790 Adventure platform, sharing its trellis frame and 799cc parallel twin engine. Peak output is a claimed at 70kW (95hp) at 8500rpm and 87Nm at 6750rpm, and it tips the scales at 200kg dry (220kg kerb).

Compared to the 790 Adventure, the MT-X ups the ante in the suspension department with 230mm of travel front and rear – 30mm more than the KTM – and it runs a taller fixed 870mm seat height compared to the KTM’s adjustable 840-860mm perch. The 800 MT-X carries more fuel too, with a 22-litre tank (the 790 Adventure has a 20L tank), though both bikes use a similar blow-moulded design with low-slung flanks for mass centralisation.

Styling-wise, the MT-X is finished in Zephyr Blue or Nebula Black, and it sports new bodywork including a redesigned front mudguard, LED lighting system, and a closed-section aluminium swingarm (in contrast to the KTM’s open-ribbed design). Braking hardware comes from J.Juan in Spain, while the suspension is supplied by Chinese brand Yu’An. This is no badge-engineered KTM – the 800MT-X is very much its own machine.

With an introductory price of $14,990 ride away ($15,990 ride away from 1 July), the MT-X is priced a full $1905 less than the 2025 KTM 790 Adventure ($16,895 ride away).

ERGONOMICS AND RIDE IMPRESSIONS

At 175cm tall, I felt more at ease on the CFMOTO than on the KTM. The rider triangle (seat, ’pegs, ’bar) feels more open and natural. There’s more room to move than on the KTM’s stepped, two-piece seat, and the handlebar position and knee grip on the slim tank are excellent for both seated and standing positions.

Control feel is generally good. Lever actuation is light enough, although the foot brake lever sits a little high for my liking when seated. The ride-by-wire throttle has too much free play, and engine braking is noticeably strong – chopping the throttle off-road causes the front end to dip slightly. These quirks can be adapted to, but the same can’t be said for the Chinese CST tyres. Styled after the Pirelli Scorpion Rally, they’re fine on dry tarmac and gravel, but offer poor grip in wet or muddy off-road conditions. Even experienced riders will find them unpredictable. If you’re buying an 800MT-X, make tyre replacement your first job.

That’s a shame, because off-road the MT-X actually shines. Its revised ergonomics and longer-travel suspension arguably make it even more capable than the KTM 790 Adventure. The suspension is fully adjustable, though rear preload requires a screwdriver as there’s no hand adjuster. Factory settings were decent, but we didn’t have enough time to tune the bike properly to suit individual rider weights during the press launch.

One minor concern: riding in second and third gear at low speeds on gravel, the twin cooling fans often kicked in early, even though coolant temps stayed at mid-scale. Not a red flag, but worth keeping an eye on.

ENGINE, TECH AND FINISH

Unsurprisingly, the 799cc twin feels just like the KTM’s – torquey, free-revving and impressively smooth. It pulls strongly without undue vibration or clatter. The gearbox is a touch notchy, and gear changes require a firm pull on the clutch. A quickshifter (up and down) is standard, though it must be activated via the seven-inch vertical TFT display.

The display itself is crisp and easy to read, and offers Bluetooth connectivity, dual USB ports, cruise control, and a tyre pressure/temperature monitoring system. However, ambient temperature is absent. ABS and traction control are adjustable – though not intuitively – and riding modes include Standard, Rain and Offroad. Switchgear quality is actually better than the KTM’s, though the protruding buttons are prone to accidental engagement. The high-beam toggle on the left switchblock was repeatedly knocked when pulling in the clutch. No heated grips are offered – not even as an option.

On the road, the MT-X offers solid performance and effective wind protection. The manually adjustable screen works well, though high-speed testing wasn’t possible due to the relaxed pace of our large group ride.

Fit and finish is generally good, but some cost-saving details are evident. The unpainted tank cover began to scratch after just a few dusty off-road kilometres, and the front section of the muffler browned near the catalytic converter after only a few hundred kays. Long-term durability? The 450MT is holding up well in markets, so time will tell.

 VERDICT

The CFMOTO 800MT-X is among the most convincing midsize adventure bikes to emerge from China to date. It combines impressive build quality with a proven (KTM-derived) engine, competent chassis, and a high feature count at a compelling price.

As a touring bike, the MT-X is comfortable and capable. Off-road, it holds its own, perhaps even surpassing the KTM 790 Adventure in a few key areas like suspension and ergonomics. On tarmac, it’s a refined, enjoyable ride.

Just do yourself a favour and ditch those CST tyres before your first bush bash. With better rubber, the 800MT-X isn’t just good value, it’s good, full stop.

WHAT IS CFMOTO?

CFMOTO was founded back in 1989 in Hangzhou, China – about 150km southwest of Shanghai – by the Lai family, who still owns the company today. What started as a domestic parts supplier has grown into a global player building motorcycles, scooters and ATVs for a growing list of markets.

The company built its first engine in 1997, launched its first scooter in 1998, and entered the ATV game in 2005. Unlike many state-run Chinese manufacturers, CFMOTO partnered early with Western firms, gaining a crucial edge in R&D and design.

In 2020, it teamed up with KTM under the CFMOTO-KTMR2R joint venture to manufacture 790-series bikes for the Chinese market at a new purpose-built factory in Hangzhou. It handles KTM distribution in China, while KTM owns a 49% stake in the partnership. In 2023, CFMOTO also inked a joint-venture deal with Yamaha.

Racing? Yep, they’re in that too. CFMOTO entered Moto3 in 2022 with a rebadged KTM 250 and promptly won the 2024 world title with Colombian rocket David Alonso, who notched up a record 14 wins. He has stepped into Moto2 this season on a Kalex dressed in CFMOTO colours.

To better appeal to Western riders, CFMOTO leans on Austria’s KISKA for styling and Italy’s Modena 40 for engineering – now its official Euro R&D hub. At last count, the company had 7400 employees, an annual turnover of US$1.71 billion, and builds more than 100,000 vehicles a year across both motorcycle and ORV platforms.

SPECIFICATIONS

CFMOTO 800MT-X

ENGINE
Type Parallel twin-cylinder four-stroke, DOHC, 8 valves, ride-by-wire
Displacement 799cc
Bore & Stroke 88mm x 65.7mm
Cooling Liquid-cooled
Compression ratio 12.7:1
Fuel metering EFI
Tank capacity 22 Litres
Transmission Six-speed
Clutch Slipper, wet multi-plate

DIMENSIONS
Wheelbase 1530mm
Seat height 870mm
Ground clearance 240mm
Claimed weight 200kg (dry); 220kg (kerb)

SUSPENSION
Front Yu’An USD fork, 48mm, fully adjustable, 230mm travel
Rear Yu’An shock, fully adjustable, 230mm travel

BRAKES
Front J.Juan, twin 320mm discs, radial four-piston calipers
Rear J.Juan, 260mm disc, twin-piston caliper

RUNNING GEAR
Handlebar CFMOTO
Front tyre CST 90/90-21 (tubeless, spoked)
Rear tyre CST 150/70-18 (tubeless, spoked)

PRICE & CONTACTS
RRP $14,990 ride away ($15,990 ride away from 1 July 2025)
BROWSER www.cfmoto.com.au
BLOWER 1300 720 020
Warranty 3 years