After spending a year with the CFMOTO 800MT, it’s time for Nick to give his long-termer back. Check out what his final thoughts are on this affordable adventure machine…
It’s been a year already? I’ve taken the 2022 CFMOTO 800MT on just about every terrain it can handle. We’ve had plenty of good times together and saying goodbye has been a tough thought. The question is; does it rival my old 650MT that I loved so dearly?
A year with the 2022 CFMOTO is already up! Check out what Nick’s final thoughts are of this affordable adventurer.
The story of the 2022 CFMOTO 800MT begins in 2013, marking the start of a collaboration between China’s CFMOTO and Austria’s KTM. Initially focused on distributing KTM bikes in China, the partnership evolved into a joint manufacturing venture in Hangzhou by 2017. This led to the creation of models like the CFMOTO 300SR and 700CL-X, influenced by KTM’s design. The standout, however, was the 800MT, noted for its 799cc parallel-twin engine sourced from the KTM 790 Adventure.
Check out all of Nick’s 800MT updates here…
The idea of a KTM-inspired CFMOTO 800MT surfaced around 2020, and the bike was officially revealed in April 2021. It was clear from its promotional material that CFMOTO was targeting the off-road segment, a step up from its beginner-level offerings. Now, let’s go through a year of riding the 800MT, a motorcycle that showcases the strengths of the CFMOTO-KTM alliance.
My journey with the 800MT began with anticipation fuelled by my year-long relationship with its predecessor, the 650MT. Each day brought me closer to the launch, where I would have a proper run on this new addition to the adventure scene. Although CFMOTO isn’t typically a name associated with off-road adventures, the press releases hinted at something exciting, and they didn’t disappoint.
Nick is used to light enduro bikes. Causing him to get stuck in a few spots on the 800MT, which is bulky in comparison!
Upon arriving in Melbourne, I was all set for my inaugural ride that would define my initial impressions of the 800MT. Victoria’s highland terrain provided the perfect testing ground; it had a bit of everything to put this thing through its paces. The lineup of 800MTs signalled that CFMOTO had raised the bar.
I had high expectations for the 800MT having left the launch. It was only a couple of months before my machine was ready to be picked up. Each month brought a new adventure with the 800MT, taking me from daily urban commutes on the freeway to some of the more serene backcountry New South Wales has to offer. Notably, the St. Albans Loop was a regular ride, offering the perfect mix of twisties and loose sandy gravel, something that the 800MT seemed to love.
Some of the initial upgrades were the bar-risers, an absolute necessity for a taller rider. Sitting at 197cm, these offered a tonne of support for my lower back, making the standing position more comfortable for those endless fire trails. The hard luggage and pannier racks were installed not long after, and the quality here is second to none. Throughout about 12 months, there has been no actual deterioration here.
Winter showcased the CFMOTO 800MT’s capability in colder conditions, with heated seats and grips proving essential.
Winter showcased the 800MT’s capability in colder conditions, with heated seats and grips proving essential. These features got a severe workout on cold morning commutes. If anything, the heated seat, even at its lowest setting, still had the potential to cook the family jewels if you’re not careful! But hey, who can complain about a heated seat that works too well?
“Throughout the year, the 800MT’s performance remained consistent, and consistency is satisfying.”
Throughout the year, the 800MT’s performance remained consistent, and consistency is satisfying. Despite the initial issues regarding the throttle mapping (they were quick to whip this bike back into the shop and reflash the ECU) and the intermittent problems with the quick-shifter (I was lucky enough to only experience this a handful of times across the year), for the most part, I didn’t have a single mechanical or electrical issue that impeded my ability to ride this thing.
Towards the end of my time with the 800MT, I started noticing some intermittent problems with the odometer and the tyre pressure sensors; however, there’s likely an update to the system that I was not able to get my hands on. The tyre pressure warning lights were almost always on, which was another weird little electrical gremlin despite them always sitting at the perfect pressure.
I can confidently say that it stands tall in the adventure touring segment, offering an excellent blend of comfort, capability, and value. But, the suspension here simply doesn’t provide enough if you’re into some of the more hardcore terrain. In my time with the bike, I spent some time researching possible upgrades, but there isn’t a whole lot around yet. This likely reflects the target market; it’s enough for mid-range terrain. Just slow it down a bit!
“I can say that it stands tall in the adventure touring segment, offering an excellent blend of capability, and value.”
The cruise control system is an absolute cracker and never failed me. The switchgear for this can be finicky, and I see this starting to fail after many uses. Unfortunately, it is not particularly intuitive, and it doesn’t make it easy to adjust while riding, but after a couple of tries, you start to understand the methods needed. The rest of the tech held up well; the phone connectivity is something I never really used, but it never failed to connect to my phone and let me know. Riding on highways brought its own set of challenges and experiences. As a tall rider, the wind buffeting is significant, making a taller screen an essential upgrade. Every bike has its quirks, and these were part of the 800MT’s character.
The engine is a cracker with plenty of torque, and the gearbox, while a bit clunky and stiff from new, really started to loosen up around month two. I chucked in a performance DNA airfilter, and the radiator stone guards are genuine through CFMOTO. Did I notice much of a difference? Not really, maybe a little bit of throttle response improvement.
The stone guards certainly did their job in the rockier terrain, but I never got my hands on a heavy-duty sump guard, which would have been a neat addition. Unfortunately, we were also never able to get our grips of an aftermarket exhaust either, and I’m still keen to see how these things run and sound when they can flow a bit easier.
“The bike’s styling was a consistent head-turner, making it a conversation starter wherever it went.”
The bike’s styling was a consistent head-turner, making it a conversation starter wherever I went. However, the harsh Australian climate didn’t spare it, and signs of wear began to show despite being kept under cover. Rust spots and worn bolts were reminders of the bike’s journey through various conditions. This is slightly worrying, but it comes with the price.
The hardware cannot stack up against the more expensive competitors. The crucial stuff, for example, the wheels, sprockets, and suspension, remained steadfast. It was just the mounting hardware that I noticed was slightly softer than I’d have liked, especially for the luggage racks that were often holding 20-plus kilograms. I addressed the mounting gear issues by replacing the stock bolts with high-tensile ones and using Loctite, which resolved the problem of bouncing panniers and loose bolts.
“After months filled with adventures, a few hiccups, and countless priceless memories, would I put my money down for the 800MT? Absolutely. This bike has proven its mettle, showcasing an ability to tackle whatever I throw at it”
After months filled with adventures, a few hiccups, and countless priceless memories, would I put my money down for the 800MT? Absolutely, in a heartbeat. This bike has proven its mettle, showcasing an ability to tackle whatever I throw at it, all while flaunting that signature CFMOTO grin. Overall, this is a bike that I can and have recommended to many, many people. If you’re looking for something to get you into the adventure scene, something that will do a bit of both and still handle the twisties with ease, it’s not a bike to look past.
“It’s not a GS or an Africa Twin, but we know that, and we know how much we are paying, and we get a damn lot for that amount of cash.”
It’s not a GS or an Africa Twin, but we know that, and we know how much we are paying, and we get a damn lot for that amount of cash. In terms of maintenance costs, parts are cheap and readily available via the CFMOTO website or your local dealer. The first service had been done when I got the bike from CFMOTO Australia, and Jeff and I did the second service ourselves, which was Castrol oil and a filter, cleaning the DNA airfilter, checking the plugs and servicing the chassis. We didn’t do the valve clearances. Nothing needed replacing, and nothing broke (that I could see).
Did it manage to outshine my beloved 650MT in my heart? Not entirely. The 650MT was my partner during some tough times, earning a special place in my heart. But that doesn’t take away from the 800MT’s brilliance. It’s a phenomenal ride, and grabbing one for yourself is a decision you won’t regret. I did almost 9000km on the 800MT and that included my daily 200km return motorway ride, and weekend off-road riding, averaging out to a thirsty 5.9L/100km over the year… So approximately $1,100.00 on fuel for the year…
“CFMOTO 800MT, you’ve truly earned your stripes, and our wild ride together will be a story told for years to come.”
CFMOTO 800MT, you’ve truly earned your stripes, and our wild ride together will be a story told for years to come. I’m keen to get the newest models in for some tests and see if they have listened to us regarding the electrical gremlins and suspension components. The current models are now boasting a lot of new tech, and I can’t wait to get my hands on one.
2022 CFMOTO BikeReview 800MT Specifications
Price: $12,990 ($13,990 for touring)
Colours: Twilight Blue (Touring), Nebula Black (Sport)
Claimed power: 70kW@8000rpm
Claimed torque: 88Nm@6600rpm
Wet weight: 225kg (no panniers)
Fuel capacity: 19L
Engine: Liquid cooled, DOHC, parallel twin, 799cc, 88 x 65.7mm bore x stroke, Bosch electronic fuel-injection with ride-by-wire throttle, 12.7:1 compression ratio.
Gearbox: 6-speed
Clutch: Slipper
Chassis: Steel tubular frame
Suspension: 43mm USD KYB Fully Adjustable, 160mm travel (f) KYB Monoshock, fully adjustable, 150mm travel (r)
Brakes: 320mm discs, J.Juan 4-piston radial calipers, ABS (f), 260mm disc, J.Juan 2-piston caliper, ABS (r) Bosch ABS,
Wheels & Tyres: Maxxis Tubeless, 110/80–19in (f), 150/70–17in (r) Spoked wheel with Touring model, Cast-alloy with Sport model.
Dimensions:
Length: 2234mm
Width: 853mm
Height: 1277mm
Wheelbase: 1531mm
Seat height: 825mm
Ground clearance: 190mm
Instruments & Electronics: 7in TFT Dash, two riding modes, ride-by-wire throttle, cruise control, Bosch ABS, LED lighting.
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