CFMOTO’s 2025 450SR S delivers sharp styling, real-world comfort, track-ready performance, and impressive tech for under $10k. We put it to the test on road and track... Pics: SDPics, JPMedia
There aren’t many bikes that deliver this level of equipment, styling, and fun factor for this price. The CFMOTO 450SR S is seriously impressive, and at under 10k ride away, it truly does offer value for money. Jeff Ware and James Weaver track and road test it for you…
$9,990 On Road puts the CFMOTO 450SR S at the top of the price point for the 300 to 500 LAMS sportsbike class, but it has a tech and hardware that rivals top spec Euro bikes costing triple the amount. On paper, it is impressive value.
I spent two weeks with the bike, clocking up nearly 1000km on the road in all conditions, before taking it out for a full day on track at Sydney Motorsport Park thanks as always to SMSP Ride Days, our track testing partners, for a solid shakedown. A waste of time? Probably to most of the target market… Why? I am 50, but I was young once and rode P plater bikes, and I’ve been a full time bike journo for 25-years so have ridden a lot of LAMS bikes.
Read my test purely for my experienced opinion, but you will read later that we did chuck a 17-year-old on the bike to give what I reckon is a proper opinion of this little weapon… Not an old fart’s opinion! But back to the start – when I picked it up from Ben and the team at Two Wheel Obsession, right off the bat, my first peek at the bike in person had me grinning. It looks like a proper supersport weapon, and had the boy racer of old coming out in me…
Special thanks to CFMOTO Australia and Two Wheel Obsession, a CFMOTO Dealership on the Central Coast NSW (02 43241800), give them a buzz for any of your motorcycle needs from accessories to service and sales.
Read our CFMOTO 450SR test here, 450NK review here and our CFMOTO 450MT review here…
Big aero winglets up front with programmed LED DRLs and LED headlights, a full fairing that wraps neatly around the gold USD forks, a sharp cockpit and tank design, and an overall stance that screams Moto3 or Moto2 weapon. Finished in the gorgeous Zircon Black colour scheme, it looks seriously premium, at least it does to me, I reckon it looks like a little Ducati. Can I say that? Sounds like one too!
I’m 50, and when I was 17 I was riding a Yamaha TZR250 around like a nut, getting chased by the feds… Those crazy days are gone, but if I was 17 again I’d be doing everything I could do get a load for one of these four-stroke wonders.
There are plenty of upgrades over the standard 450SR we tested previously. Yes, the 450SR S is more expensive than the Ninja 500, YZF-R3, and even the CBR500, but it has a fair whack more kit. For starters, it gets gold anodised 37mm USD separate-function KYB fork with adjustable compression and rebound damping, a new single-sided swingarm that looks trick, and an underslung exhaust for that MotoGP style. There’s also the addition of traction control to the electronics suite, a welcome inclusion for newer riders, plus an one-way quick-shifter.
Swinging a leg over, it feels spacious for a bike in this class. At 187cm tall, I often feel cramped on LAMS sportsbikes, but the peg-to-seat ratio is surprisingly generous, and the clip-ons give it a comfortable yet sporty stance. The tank shape is excellent, allowing you to really lock in with your knees on track, and on the road, it’s comfy for long stints. The fairing is properly designed too. At full tuck, I felt isolated from the wind, with plenty of space to get under the screen for a few extra km/h down the straights. It’s not fast, I was getting about 200km/h, similar to the rest in the class at SMSP.
“The geometry is sorted – it turns in predictably, holds a line, and feels stable on corner entry and mid-turn.”
On track, the first thing I noticed was how confidence-inspiring the chassis felt. The geometry is good – it turns in predictably, holds a line, and feels stable on corner entry and mid-turn. It’s not as flickable as a pure old-school small capacity sportsbike, but the steering is light enough to flick side to side with ease, and the extra stability gives you confidence to push harder lap after lap. Ground clearance improved with the removal of the hero blobs from the footpegs.
The front does dive excessively under heavy braking, which tends to upset the chassis slightly as you trail brake and release mid-corner, but I’m probably double the weight of a normal CFMOTO 450SR S rider. A fork spring upgrade, or thicker fork oil, would go a long way in improving that if you plan on regular track days and are on the, err, heavier side. Other than that, leave it alone.
“The rear shock handled my 100kg frame remarkably well, keeping the bike composed through the faster bumpy sections.”
The rear shock handled my 100kg frame remarkably well, keeping the bike composed through the faster bumpy sections. The bike weighs in at 179kg wet, slightly heavier than its Japanese competitors, but honestly, you don’t feel that extra weight on track or road. It remains nimble, stable, and playful at all speeds, it’s a really fun bike, and full licence holders would appreciate it as much as LAMS riders.
The heart of the bike is a 449.9cc parallel twin with a 270-degree crankshaft, producing 34.5kW at 10,000rpm and 39.3Nm at 7750rpm. It’s not the fastest engine out there, roughly on par with the YZF-R3 and slightly down on the Ninja 400 despite its larger capacity, but what it lacks in outright punch it makes up for in linearity. The power delivery is smooth from idle to redline, with no flat spots or abrupt surges, just a friendly, predictable spread of torque.
The heart of the bike is a 449.9cc parallel twin with a 270-degree crankshaft, producing 34.5kW at 10,000rpm and 39.3Nm at 7750rpm.
It doesn’t explode off corners like an old two-stroke, but the speed just keeps climbing steadily until you hit the abrupt limiter. It could do with a little more top end for track use, but for the road it’s spot on. The fuel mapping is excellent, with crisp, clean throttle response that makes commuting a breeze and track riding easy to modulate.
On the road is where the suspension really shines. While it showed its limits at track pace, out in the real world it’s plush and composed. Riding along rough back roads, it simply glides over bumps and potholes without jarring your spine or feeling unsettled. Comfort is second to none for this category, and the upright-leaning riding position makes commuting in heavy traffic easy and fatigue-free. Gearing is also well set up, revving at only 5000rpm in sixth gear on the freeway, meaning it’s relaxed for long stints on the open highways…
“Gearing is also well set up, revving at only 5000rpm in sixth gear on the freeway, meaning it’s relaxed for long stints on the open highways…”
Braking performance is handled by a premium Brembo M40 four-piston caliper gripping a single 320mm floating front disc, and a twin-piston caliper with a 240mm rear disc. On the road, the front brake is powerful and has good feel, more than enough for aggressive riding or quick emergency stops.
The traction control system works well both on track and road, intervening smoothly when required without being intrusive…
On track, however, I did experience fade after three or four hard laps in a row, with the lever coming back towards the bar. It’s a common issue with single-disc setups under heavy repeated braking, so trackday riders may want to look at pads, fluid upgrades, or a master-cylinder swap.
The CST ADRENO HS tyres were a pleasant surprise, offering plenty of grip and fast warm-up times on the track, but they did wear quickly. On the road, they performed admirably, providing confidence-inspiring feel even on cold mornings. The 110/70 – 17 front and 150/60 – 17 rear sizes are common, so replacing them with your favourite brand is easy.
The CST ADRENO HS tyres were a pleasant surprise, offering plenty of grip and fast warm-up times on the track, but they did wear quickly.
The electronics package is impressive at this price point. A 5-inch TFT display with Bluetooth connectivity and the CFMOTO T-Box system brings phone projection, music, nav, and even over-the-air software updates. The traction control system works well both on track and road, intervening smoothly when required without being intrusive. An up and down quickshifter would be nice, and while the up-only unit worked well on the road, on track I found it underperformed slightly, so I switched it off and went back to old-school clutchless shifting for precision.
One thing that stands out about the 450SR S is its soundtrack. The underslung exhaust with that 270-degree crank produces a note that sounds distinctly Italian. More Ducati than Japanese twin, it adds a layer of engagement to every ride. Combine that with the aggressive styling, MotoGP-inspired winglets, and single-sided swingarm, and you get a bike that looks far more exotic than its price tag suggests.
I did remove the footpeg hero blobs to gain a little more lean angle on track, but for street riding they’d rarely touch down. The slipper clutch performed flawlessly, allowing smooth aggressive downshifts into corners without unsettling the rear. Operation around town was equally light and progressive, ideal for newer riders, the clutch action is light, the levers are plastic by the way… Fuel capacity is 14L, giving decent range on the road, we averaged 4.9L/100km, though the bike was very thirsty on track. You’ll be filling up more often if you’re doing extended track sessions.
Fuel capacity is 14L, giving decent range on the road, though the bike was very thirsty on track. You’ll be filling up more often if you’re doing extended track sessions.
After two weeks with the 450SR S, I came away genuinely impressed. It’s comfortable, stylish, packed with tech, and most importantly, fun. Whether commuting through city traffic, carving up backroads, or doing trackdays, it just puts a smile on your face. If I was 18 again and could get a loan, I’d buy one in a heartbeat and be the happiest boy racer in the country. It looks Italian, sounds like a Ducati, and costs under $10k. That’s a winning recipe in anyone’s books.
Second Opinion – James Weaver
17-year-old racer James Weaver has competed in everything from dirt track to OJC Cup, supermotard to supersport, you may remember his columns here. His daily ride to school is a Yamaha YZF-R3, so we figured he is probably the best person to track test the 450SR S for us…
James Weaver may only be 17, but he has over a decade of racing under his lid already… He rides an R3 to school…
If you’re a learner rider or someone looking for a road bike that can pull double duty on the track, or you are restricted to LAMS bikes but experienced (my scenario) the CFMOTO 450SR S is seriously worth a look. Priced under $10K, a little more than the competition, it’s one of the few bikes in this class that lets you push hard on the circuit, then comfortably ride home, and has a lot of good technology and connectivity that would be great for daily riding.
Compared to the Japanese 300 to 400cc offerings like the Ninja 400/500 or YZF-R3, the 450SR S feels more planted and aggressive out of the box on track. The extra torque from its parallel twin makes it punch out of corners, and it’s mapped well, smooth and responsive without being snappy. It sounds surprisingly meaty too more Ducati growl than sewing-machine buzz.
“On the track, the suspension was spot on for my 60kg. I didn’t feel the need to tweak it to get good lap times, and the sticky stock CST Adreno tyres were a huge surprise, they gave me the confidence to push harder.”
The styling to me is a head-turner. That single-sided swingarm and the MotoGP-inspired winglets make it look far more premium than its price suggests. The full-colour TFT dash is bright and easy to read, and bar-mounted controls give you access to phone connectivity, traction control, and a quickshifter—features rarely seen at this price point, I had a muck around with it all in the pits, it is great.
“In short, the 450SR S is a stunning mix of value, style, and real-world performance”…
On the track, the suspension was spot on for my weight. I didn’t feel the need to tweak it to get good lap times, and the sticky stock tyres gave me the confidence to push harder. The brakes were sharp early on, though I did notice some fade after a few laps. That said, it’s unlikely to bother learners or everyday riders on the street. The riding position is quite aggressive, but not uncomfortable, making it ideal for spirited riding without sacrificing road comfort.
In short, the 450SR S is a good mix of value, style, and real-world performance that can easily handle track days. Whether you’re just starting out track days or want an affordable way to hit the track on weekends, this bike absolutely delivers. I would love to try one in race trim… – James
CFMOTO 450SR S TECH TALK
Following on from the highly successful 450SR release last year, CFMOTO Australia announced the imminent arrival of the flagship 450SR S variant for 2025. The new S model added an even sportier appeal to the already epic value for money 450 SR, here is what we got Down Under.
Key Changes from the 450SR
- NEW Traction Control System
- NEW 37mm inverted separate-function front forks with adjustable compression and rebound damping
- NEW Single-sided swingarm
- NEW Underslung exhaust
- NEW Front winglet design for enhanced aerodynamic performance
- NEW Φ240mm rear disc with twin-piston rear caliper
The most important changes are the addition of traction control and adjustable suspension for the 450SR S! The 37mm inverted front forks now feature separate function and adjustable compression and rebound damping.
A Brembo M40 front caliper provides strong and controlled braking power at all times and is supported by an Antilock Brake System. The rear brake has been upgraded to a 240mm single disc, dual-piston caliper for optimal stopping power.
The 37mm inverted front forks on the 450SR S now feature separate function and adjustable compression and rebound damping…
The new hidden exhaust seamlessly integrates with the rear of the bike, while the standard LED headlights and ESS emergency braking lights add to the overall safety and aesthetics.
The 5in TFT display supports MotoPlay, including screen projection, music, navigation, and phone, ensuring riders stay connected while on the road. The motorcycle also supports over-the-air (OTA) upgrades for continuous improvement.
The 5in TFT display supports MotoPlay, including screen projection, music, navigation, and phone, ensuring riders stay connected while on the road…
At the core of the CFMOTO 450SR S lies highly acclaimed 449.5cc parallel twin engine. The 272MQ engine boasts a 270° crankshaft which CFMOTO says imitates the sound and feel of a 90º V-twin.
In contrast to the 360° and 180° parallel twin variants, the 270° crank provides a striking compromise between rocking couple and inertial forces with better primary balance than the 360° and a lower rocking couple than the 180°.
Key Engine Specifications:
- Max Power: 34.5kW@9250rpm
- Max Torque: 39.3N.m@7750rpm
- Power-to-Weight Ratio of 0.22
The 450SR S is available in two contemporary liveries – Zircon Black or Tundra Grey for a manufacturer’s suggested retail price of $9,590 Ride Away. As part of CFMOTO’s dedication to customer satisfaction, the 450SR S is supported by CFMOTO’s 3-Year warranty program.
2025 CFMOTO 450SR S Specifications
Price: $9,590 R/A ($9,990 R/A Aspar Edition)
Warranty: Three years/unlimited kilometre
Colours: Tundra Grey or Zircon Black (tested)
Claimed power: 34.5kW@10,000rpm
Claimed torque: 39.3Nm@7750rpm
Wet weight: 179kg
Fuel capacity: 14L
Fuel Consumption Claimed: N/A
Fuel Consumption (measured): 4.9L/100km (street)
Engine: Liquid-cooled, four-stroke, parallel twin, DOHC, 270° crankshaft, 449.9cc, 72 x 55.2mm bore x stroke, 11.5:1 compression, Bosch EFI. Gearbox: 6-speed with CF-SC Slipper Clutch
Chassis: Chromium-molybdenum alloy steel frame
Rake: N/A degrees Trail: N/A
Suspension: 37mm USD seperate-function fork with adjustable compression & rebound damping, 120mm travel (f), Multi-link central single rear shock, adjustable spring preload, 120mm travel (r)
Brakes: Brembo M40 4-piston radially mounted caliper, single 320mm floating disc, ABS (F) Single-piston caliper, 240mm disc (R)
Wheels & Tyres: 110/70 R17, CST ADRENO HS, 150/60 R17, CST ADRENO HS
Dimensions:
Wheelbase: 1370mm
Seat Height: 795mm
Ground Clearance: N/A
Overall Length: 1995mm
Overall Width: 715mm
Overall Height: 1140mm
Instruments & Electronics: 5in TFT colour display, CFMOTO T-Box, CFMOTO RIDE App, BOSCH 9.1 ABS, LED lighting. ABS, TCS.
Editor’s Note: If you are reading this article on any website other than BikeReview.com.au, please report it to BikeReview via our contact page, as it has been stolen or re-published without authority.
Ratings | Bike Review | 2025 CFMOTO 450SR S Road & Track Test
Fantastic!
CFMOTO’s 2025 450SR S delivers sharp styling, real-world comfort, track-ready performance, and impressive tech for under $10k. We tests it on road and racetrack to see if it delivers…
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