Compact and economical, the CFMOTO XO Papio Trail makes a strong case as an urban commuter with genuine usability and a little fun factor... Photos: Janette Wilson

Fuel costs are forcing a rethink, and the CFMOTO XO Papio Trail presents a lightweight, low-cost option that prioritises efficiency, usability and practicality. With finance options that’ll cost you around $4 a day, it makes a compelling case for an inexpensive commuter.

The standard CFMOTO XO Papio Trail adventure style Cordial tyres offer plenty of dry grip.

Small-capacity commuters have always made good sense and in the current climate, with fuel prices climbing and everyday costs under pressure, their inexpensive practicality really shines brightly. CFMOTO’s Papio Trail sits somewhere between a minibike and a scaled-down scrambler. It runs a 126cc air-cooled single with Bosch EFI, a six-speed gearbox, dual-channel ABS and traction control, wrapped in a compact chassis with 12-inch wheels and dual-purpose tyres. Dry weight is a claimed 114kg, seat height is 760mm and the fuel tank holds 7L, with a realistic range of well over 300km.

And while your first thought might be that a bike this compact could be dangerous in traffic, its seat height is quite similar to a raft of 300cc and 400cc commuters currently available, while the 12-inch wheels are very often found on many twist-and-go scooters, so visibility is actually quite decent.

“It runs a 126cc air-cooled single with Bosch EFI, a six-speed gearbox, dual-channel ABS and traction control”…

The Papio’s 126cc single produces 7kW at 8,250rpm and 9.2Nm at 6,500rpm, but the way it delivers it is more relevant than the figures themselves. It pulls cleanly from low revs, making it easy to short-shift and keep things moving. The Papio turned up with next to no kays on the clock – showing the trust the importer has on the brand – and I could feel the engine becoming more free and willing as more and more kays clicked over the odo. The fact that it’s been matched to a full sized six-speed gearbox all makes it a lot more versatile, too. Think cooperative as opposed to busy. That’s not to say it’s fast, but it doesn’t feel like it’s getting in your way either, which is the more important metric when it comes to being a practical and economical commuter.

 

 

The Papio Trail runs an USD fork and a preload-adjustable monoshock, both offering 96mm of travel. The front forks are non-adjustable, but their stiffness, damping and feedback far exceeded my expectations for a sub-$5k motorcycle. Produced by 40-year-old Chinese brand YUAN – the mob responsible for the suspension on Kove’s Dakar entries and the electronic units on the 800MT-ES – the forks in particular offer serious composure that you don’t always find in this segment or price point.

The 760mm seat height balances accessibility and vision, while the front and rear suspension offer 96mm of travel each.

Braking is handled by a twin-piston front caliper and single-piston rear, with dual-channel ABS. The rear brake is strong right out of the box, while the front improved in initial bite and feel as the bike bedded in. In town, the bike feels stable and predictable. It tracks cleanly through corners and deals with typical urban road surfaces without fuss. The small wheels and short wheelbase give it a super-tight turning circle and quick direction changes, which suits stop-start riding and filtering through traffic.

The dual-purpose tyres strike a good balance. On dry bitumen, they offer plenty of grip and don’t feel vague, which is important, because most of this bike’s life will be spent on the road. They add a layer of versatility without undermining its day-to-day role. The Trail badge suggests off-road potential, but it’s best viewed as light-duty capability. It will handle gravel roads and uneven surfaces, but the limited suspension travel and small wheels set clear boundaries. But while it really won’t take you where many a trail bike could, it’s light, compact and fun enough to will you into giving it a go anyway.

“But while it really won’t take you where many a trail bike could, it’s light, compact and fun enough to will you into giving it a go anyway”…

Traction control is also part of the package, which is unusual at this price point. ABS is non-switchable but, according to the owner’s manual, traction control can be turned off via the dash controls. The Papio uses an analogue circular dash with an LCD insert, and it packs in more functionality than you’d expect to be offered for the price.

The XO nomenclature is represented in the headlight DRL.

The LCD provides a digital speedo, gear-position indicator, clock, fuel gauge, odometer and two trip meters. Through a series of short and long button presses, you can adjust brightness, set the clock, change between 12 and 24-hour time, choose metric or imperial units, adjust the rpm your shift light illuminates and, of course, reset your trips.

The switchgear is straightforward. On the left, you get your high beam switch and a trigger-style flasher, the horn and indicators. On the right, there’s the kill switch, starter and hazard lights. There’s also what appears to be a USB charging port on the dash, though access was difficult. Each attempt to open the cover resulted in the unit pulling away from its housing, suggesting an assembly issue that would need attention. There are wires going into the back of the unit, so the functionality is there.

“Despite its compact dimensions, the Papio Trail actually feels quite spacious”…

Despite its compact dimensions, the Papio Trail actually feels quite spacious. Granted, I’ve never been described as tall, but the high-bend handlebars open up the riding position and make it possible to stand when needed, although taller riders probably won’t want to stay there for long.
Seat height at 760mm makes it accessible, and the seat itself is well supported and quite roomy, although the stepped pillion seat does prevent you from moving back on the rider’s seat.

At 164cm tall, Kel can stand quite easily on the Papio Trail. Bar riders may be needed for taller riders.

Even the pillion setup is more usable than it first appears, with a reasonable seat-to-peg relationship.
There’s also a practical rear rack, which adds genuine value for commuters. Being able to carry a bag or strap down gear without resorting to aftermarket solutions makes a difference in day-to-day use.

Mirrors offer up-and-down adjustment, but no side-to-side movement without tools, which limits on-the-fly alterations, but you’ll only need to do it once, so hardly a deal breaker. The cabling and wiring are neat and well managed, which gives the bike a clean overall presentation.

“Seat height at 760mm makes it accessible, and the seat itself is well supported and quite roomy”…

In my opinion, the Trail’s styling is probably a little let down by the fact that it’s an offshoot of the Racer variant. Things like the shape of the tank, the underseat exhaust and stepped rear tail – in this case the pillion seat – certainly look the part on the Racer version, and especially the Moto3 replica.

The CFMOTO XO Papio Racer.

But when you remove the fairings and add dual purpose tyres, I think you’re left with slightly awkward styling. But all won’t agree.

Check out our other LAMS motorcycle reviews here…

The front suspension offers great feedback with no undue dive.

In saying that, there are a few neat touches that deserve a nod of recognition, even though they make me feel quite old, and it all comes down to retro gaming. The dual headlight’s X and O is a reference to the buttons on a gaming handset and the pixelated logos which appear on the tank, half fairing and even embossed into the rear seat, all back up that visual logic.

While the CFMOTO is obviously LAMS-approved, it really isn’y trying to with larger LAMS bikes. Like the Honda Grom, Kawasaki Z125 Pro and Benelli TnT135, it’s simply targeting real-world usability, low operating costs and enough character to keep things fun. Interestingly, the Honda, Kawasaki and Benelli are no longer available as new bikes in the Australian market, which suggests either CFMOTO has missed the boat or has its timing perfect. Honda does offer the NAVi, but it uses a twist-and-go carburettor-fed 109cc mid-mounted single, similar to a scooter, with drum brakes and a belt drive.

The Papio has a ride-away price of $4790, which is really hard to argue with, or you can opt for $119 per month with CFMOTO finance. That works out at about $4 a day. For short to medium-distance commuting, urban riding and light-duty exploring, the Papio Trail is fun, cheap and oh-so cheerful.

 

2025 CFMoto Papio XO Trail Specifications

www.cfmoto.com.au
Price: $4790 (ride away)
Colours: Nebula White
Claimed power: 7.0kW @ 8250rpm
Claimed torque: 9.2Nm @ 6500rpm
Weight: 114kg (dry)
Fuel capacity: 7.0L
Fuel consumption: 2.2L/100km

Engine: Air-cooled, single-cylinder, four-stroke, 57mm x 49.4mm bore x stroke, 126cc, 9.0:1 compression, EFI Gearbox: 6-speed Clutch: Wet, multi-plate

Chassis: Tubular-steel frame
Rake: N/A Trail: N/A
Suspension: YUAN upside-down fork, non-adjustable, 96mm travel (f), YUAN single shock, 96mm travel (r) Brakes: 210mm disc, dual-piston caliper, ABS (f), 190mm disc, single-piston caliper (r) 
Wheels & Tyres: Alloy wheels, CORDIAL 120/70-R12 (f), 130/70-R12 (r)

Dimensions:
Wheelbase: 1214mm
Ground clearance: N/A
Seat height: 760mm
Overall height: 1009mm
Overall length: 1748mm
Overall width: 736mm

Instruments & Electronics: Analogue dash with LCD insert, dual-channel ABS, traction control.

 

 

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