CFMoto first introduced its new 450 parallel twin last year as the 450SR, and it’s one of the wonder packages of 2023. It’s well styled, well-equipped, well-built, and very clever value for money. Now the factory has done the same with the 450MT. , the little brother of the 800MT that we also tested in 2022 when it was announced in Australia. And we were in the Philippines for the overseas launch to get a first look at this new small-capacity Adventure bike.
I was inspired by the dual 450 and couldn’t help but wonder what it would look like on a dirt bike. I even went so far as to look for an engine to use in a version. As it turns out, CFMoto is way ahead of me. And now we see the effects of their work.
Let’s first talk about what it’s not and put that aside. This is not an enduro or 450 rally bike. Nor is it a hardcore all-rounder animal. If that’s what you’re after, you probably will. They object to weight and strength figures. It weighs 175 kg dry and develops 44 hp. With the full 17. 5 L tank and adding up all the liquids, it tips the scales to about 192 kg.
This makes the 450MT a dozen pounds lighter than the Tenere 700. And there are indeed some comparisons to be made, as it actually looks like a lighter and less resistant T7. But those numbers alone don’t tell the whole story. To me, at least, I found it particularly lighter, more serene, more predictable, and less difficult to ride than middleweight adventure bikes, so to speak.
And let’s not forget that soft construction is almost synonymous with expensive and/or brittleness. It’s not expensive. And it doesn’t look flimsy.
So, with the expectation that the 450MT is a flexible vehicle, an off-road fighter, let’s get started.
In fact, it’s a lovely, well-proportioned and beautiful bike from almost every angle. Which is uncommon on smaller capacity Adventure bikes, now I’m thinking about it. It is available in two colors, Zephyr Blue and Tundra Grey. Can tundra be gray? It’s going to have to be gray somewhere, right?Anyway, I like it. On the other hand, I have a soft spot for silver and gray. Elegant.
Sitting on the bike, you see how comfortable it is. This seat is great and feels strangely low. My feet were firmly resting on the platform (I’m 181 cm or just under 6 feet in old silver). It’s noticeably wider than any bachelor’s between the thighs, though quite thin, of course. Again, as expected.
Overall, it looks well-built and finished, just like the SR. And it’s available with optional upper front coverage for an additional $200. Marchander. It should. There are smart quality plastics; It’s hard to say how they would wear out, since we only dedicate one day to them.
Turn on the 450MT and this small 270-degree parallel double strap emits a note that beats its weight. It’s okay, even with the original muffler. This definitely increases the degrees of anticipation. And you release the clutch for the first time and you can’t help but notice how stylish it is.
Now, 44bhp will rip your rear trunnions off, but you temporarily get used to the corner and there’s a big dominance of about 3,000 to 6,000, where the bike is in place. There is no coughing or wheezing under or above at all. It’s just where you feel best. Plus, it only works with an 11. 5:1 composition, so you’re not under a lot of stress. Which tells me two things. It wants to be durable and there’s room to lean the bike for more hits. I’ve heard rumors that tuned SR engines make 55 horsepower. . .
In the morning, I found mine a little eager to speed up without delay, but in the afternoon I noticed it less. Again I suspect that the motorcycle starts rolling on its own since it had less than 500 km on the odometer.
However, it should be noted that early versions of the 800MT opened the throttle quickly (significantly faster than the 450), but were later updated with an ECU shock and this was resolved. So I was looking for messes there. I think it was okay with some kays.
The box of mine was also still quite stiff in the morning, but by mid-morning things were loosening up and before lunch I was up and down without the clutch. It’s exciting to sell those gears. Especially on the road.
That 17, L tank I talked about earlier? I think this consistently deserves to allow you to comfortably exceed three hundred km. It’s hard to say after our brief test, especially in those situations and with us journalists dealing with it. but if it doesn’t exceed five liters corresponding to a hundred kilometers, I’ll eat my hat. So I would think about 350 kilometers before refueling.
Ergonomically, I’d say it would be best for anyone under 170-175cm, but for anyone taller, I’d recommend opting for the optional top seat if you need to get up and play. It’s actually manageable, but I would have liked a little more seat to have compatibility a little higher between my knees.
“The bars too: if you’re serious about off-roading, I’d prefer a top turn or risers for a higher status position. Now, to clarify, I didn’t find it cramped as such, but a little more space wouldn’t. Hurts. If you weren’t doing a lot of off-road paintings, I’d probably leave it as it is and just move those bars forward a little bit.
Handling was one of the most unexpected aspects. The MT comes with a full 21-inch front and an 18-inch rear, which will require more effort on the road to replace the steering, but you wouldn’t know it. The weight stays pretty central, and the bike adjusts the steering easily. I actually felt comfortable letting him run through the corners and maintaining decent speed in the corners.
I rode it like a superbike on the road and it was amazing. I rode with classic taste (leaning on the motorcycle) and the motorcycle was great. I even pulled the knee out just to see what it looked like. And it’s a matrix. Well, you get the picture. It moves really well from side to side and that front end gave me a lot of confidence. In fact, the tires were strangely fine. It’s also no challenge to work in those crazy 30 degrees Celsius temperatures.
Brakes? Well, it’s a single 320mm disc at the front that works pretty well. I may have used a little more force on the road as I hurried and made a bit of progress, but for everyday things it’s fine and actually fine. They feel smart about gravel and dust. Maybe I’d go for a softer pad on the front?It would take me more than a day of driving to make that decision.
As for the modes, there’s a single button on the left transfer block that puts it into off-road mode by long-pressing it for a second. This disables traction and puts the ABS into off-road mode, completely disabling the ABS at the rear. I’ve had it off-road all day.
I found that the rear tended to lock into the ground a little more abruptly than I would have liked the day before, but the situation progressed as the day progressed. Either I got used to it or the pills were very well compatible. But unlike the front, it might be worth considering a harder pad on the back.
As for the suspension, the 3 Australian Hounds opted for a little more preload and damping at the surprise rear and opted for more damping at the front. I climbed 3 more steps the whole lap and it was close enough to stay there for the rest. of the day, improving things on and off the road. A remarkable three-stage upgrade is a smart signal in a variety of 20 stages.
200mm is available, which deserves to give you an indication of where the bike stands in the ‘off-road’ vs ‘off-road’ range. The Aprilia Touareg, which is still my benchmark for Adventure off-road motorcycles, is 240mm. The KTM 790 Adventure S (the off-road version, not the R) has the same 200mm reference.
I weigh 87kg (which I just found out is on the Australian average for us) and was quite pleased with the spring ratings. I’ve found that pushing and launching off-road in “normal” two-way situations is fine, but that’s when you’re riding a bike.
I wasn’t jumping ahead. He also had no passenger or 30 kg of luggage. Would you propose a dual 450 as a passenger bike? Probably not, but I would. But not as smoothly as an average weight, obviously. However, the 450MT has a great bar and a sturdy roof rack!
We talked a bit about electronics, there’s an excellent 5-inch TFT demo that’s transparent and easy to read. It comes with the CFMoto OTA (Over The Air) upgrade system. So you can update the newest ECU card yourself via the CFMoto app. .
You can also track the location of your bike and view riding data. I was told that several SR450s have had this feature installed after they were stolen. What a smart thing to do. It also comes with an 18W USB and Type-C charger for your electrical devices.
The other big tic? The air outlet can be accessed by cutting the seat (with a wrench), and then a few bolts make the front cassette detachable under the back of the tank. Therefore, there is no need to remove the tank. It’s almost as if they have an idea about the customer. . .
And then, of course, there’s the price. The launch cost was nine thousand dollars, which, frankly, is a value. CFMoto has pre-sold more than three hundred of them at this price. Even after the post-introduction special, it will only go until 9000. And while it’s true that I probably wouldn’t keep a nine-thousand-dollar bike at the same time as a thirty-thousand-dollar motorcycle. , I haven’t noticed anything that’s an apparent challenge or weakness. The wheels are also tubeless!
CFMoto achieves goals here. And there will be more to come. I think we’re seeing a repeat of the effect that the rise of Japanese brands had in the 1980s.
These three hundred or so are expected to begin arriving in April and be fully delivered by July. Rate three hundred satisfied customers, I’d say.
Visit CFMOTO Australia Motorcycles for more data (link).
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