We've reviewed the CFMOTO 450MT, 650MT and 700MT and now we head to Victoria to review the new CFMOTO 800MT-X over a two day hard test on tar, dirt and trails. Pics: Fstyle Photo
Over the past decade since we tested the first CFMOTO 650MT to be available Down Under, we’ve had two long term MT’s, a 650 and an 800, plus reviewed the 450MT and the 700MT. All models proved to be great value and brilliant, but the 800MT-X steps it up.
Hatto swapped the tropical winter of Cairns for the crisp rugged beauty of Victoria’s Otways to ride the MT-X.
From the moment the email from the Editor landed in my inbox I was buzzing with excitement. A new chapter in motorcycling was about to unfold and I was fortunate to be part of it. Bags packed early and mind racing, I swapped the tropical winter of Cairns for the crisp rugged beauty of Victoria’s Otways. My mission was simple to describe but harder to measure: to find the perfect adventure bike for the wild terrain of Far North Queensland. The contender was the all-new CFMOTO 800MT-X!
Last July Bernie headed to Victoria to put the CFMOTO 450MT to the test for us at the Aussie and NZ Media Launch.
On the flight south I found myself thinking back to my most recent CFMOTO experience, riding the 450MT in the Victorian Alps (read my review here). That machine impressed me with its ability, its value and, perhaps most of all, the passion of the CFMOTO team. It was refreshing in a motorcycle world where established names so often dominate the conversation.
Now I was heading into new territory with the 800MT-X, a bike that on paper looked like the 450’s bigger and bolder sibling. More power, a 22 litre tank, cornering ABS and the promise of versatility across almost any surface. I wondered whether it would deliver. Would it feel heavy compared with the 450? Would it carry the same agility? Or was it simply a 450 with more muscle?
Read about the Low Seat version Bernie used (above pic) of the CFMOTO 800MT-X here…
With decades in the motorcycle industry I have watched many trends rise and fall. I remember the early days of the Japanese manufacturers, the scepticism from the old guard, the surprise when they proved themselves and finally the revolution that followed. They reshaped the industry. I sense we are again on the edge of transformation. It’s exciting stuff…
“That is exactly what motorcycling needs, new challengers and new dreams. After all, as motorcyclists, we are risk takers”…
The Chinese manufacturers, CFMOTO chief among them, are not simply entering the market but challenging it, pushing Japanese and European brands to respond. They are bringing new energy, fresh ideas and a clear desire to prove their worth. That is exactly what motorcycling needs, new challengers and new dreams. After all, as motorcyclists, we are risk takers… We like a new challenge.
“The Chinese manufacturers, CFMOTO chief among them, are not simply entering the market but challenging it, pushing Japanese and European brands to respond.”
Arriving at CFMOTO’s new headquarters in Altona, Melbourne, I was greeted by the ever cool Matt Reilly, Marketing Manager and the driving force behind the brand’s growing presence in Australia. The facility was so new that the taxi driver had never heard of it. A year earlier I had visited the old base, but the momentum behind the brand was clearly strong enough to demand a bigger and more capable space. Walking through, I could feel the energy.
The same passion that I had seen at the 450MT launch was alive and well. After a tour we set out for our destination, the King Parrot Cottages in the Otways, which would be our base for the ride, led by Otways Motorcycle Adventures. The setting was charming, the vibe professional and relaxed, the food fantastic and anticipation was building.
“An introductory $14,999 ride away with a three year warranty, later rising to $15,999 from October 1 2025″…
Over a few beers that night we were introduced to the new machine. What stood out immediately was the level of development. The KTM derived LC8c 799cc parallel twin has been reworked to deliver 95 horsepower and 87Nm of torque with stronger mid-range drive. The six speed gearbox is paired with a slipper clutch and bi directional quick-shifter. The lightweight chromoly steel frame and trellis sub-frame provide strength while giving 240mm of ground clearance.
Fully adjustable Yuan suspension with 230mm of travel at both ends promised control across varied terrain. A Bosch six axis IMU brings cornering ABS, traction control and cruise control. Brakes are 320mm front discs with four piston J.Juan radial calipers and a 260mm rear disc with twin piston J.Juan caliper, all with cornering ABS. Fuel capacity is 22.5 litres with an optional eight litre auxiliary tank.
A 7in vertical TFT screen carries smartphone connectivity and CFMOTO Ride app integration. At an introductory $14,999 R/A with a three year warranty, later rising to $15,999 (from October 1 2025), it looked like remarkable value. The spec’s were impressive, but the real measure would be in the riding.
THE RIDE
The first morning dawned crisp and clear. After breakfast, media photos and a rider briefing, we set out. I was on the lower suspension version, better for my 172cm frame and a still healing hip flexor from a Cape York mishap. From the first kilometres the 800MT-X showed poise. Gravel roads, rainforest trails, flowing fire roads, it took them in stride. The cornering ABS was smooth and confidence inspiring on surfaces where traction is usually uncertain. Metzeler KAROO tyres (check out our review here), gripped well despite the damp. The bike carried itself like a larger machine but never felt cumbersome.
“From the first kilometres the 800MT-X showed poise. Gravel roads, rainforest trails, flowing fire roads, it took them in stride.”
On the wet tar of the Great Ocean Road the 800MT-X remained composed where many bikes would have twitched. Even on 60/40 tyres I felt comfortable. Interestingly, I found Standard mode gave me better feel than Wet mode in those conditions. Ergonomically it felt right, the big tank never intrusive and the controls where I needed them. Dirt sections were fast and flowing, handled with ease, and I came away with a big lift in confidence.
Heartbreak Hill was the day’s test. Eroded, rutted and near impossible to walk up, it was a serious challenge even for experienced enduro riders. I chose to watch from the bottom but three younger riders attacked it on the 800MT-X and succeeded.
It was a moment of grit and skill, but also of proof. Most adventure riders would not point their bike at something like that, yet the machine proved it could cope. Day one showed that while the bike is capable of the extreme, it truly shines in the real world of coastal roads, fire trails and mixed surfaces.
Read our CFMOTO 800MT articles including Long Termer here… our CFMOTO 650MT articles and long termer here, and our CFMOTO 700MT review here…
Day two began grey and cold. I felt a pang of homesickness for the warmth of Far North Queensland and caught myself wishing I had heated grips. The ride was more intense, beginning with sandy trails. The 800MT-X felt remarkably similar to the 450MT in its steering and balance.
“Fuelling was smooth and allowed me to use throttle to create grip, drive out of corners was fun and rewarding”…
Fuelling was smooth and allowed me to use throttle to create grip, drive out of corners was fun and rewarding. Transitioning to a technical forest descent the bike stayed manageable even as the track tightened, ruts deepened and slippery logs appeared. Despite its size it never felt like work.
The climb out gave me three memorable moments. First came a faceplant into a half metre mud puddle that raised a laugh from Matt Reilly. Next came the lift, where I discovered how light the bike feels for its class. I managed to heave it up, fire it up first time and ride out. Finally came the resilience, when I saw the bike had escaped without a mark. The trail continued with rutted fire roads, sandy patches, clay and a few mounds perfect for launching. It was a varied mix and the bike took it all on.
At 63 years of age I am no stranger to motorcycles, yet this bike made me feel like a kid again. Selecting Off Road mode, turning traction control and rear ABS off, I gave myself permission to play. Rear slides under brake, drifting out of turns and throttle steering felt natural and predictable. The engine was smooth and tractable, stability on throttle gave me confidence and the bike felt planted without being dull. It was fun in the way a good adventure bike should be.
I struggled a little with the quick-shifter at first, mostly because of my old habit of preloading the lever. Once I adjusted the gear lever height it came together. The gearbox itself was super smooth both up and down, the slipper clutch worked perfectly, and I found myself hardly touching the clutch. The engine was quiet at idle, free of rattles or harsh vibration, and happy to run in high gears without protest. At legal speeds it never felt strained, and when asked it responded with crisp acceleration but minimal noise.
“I settled on Off Road with traction control and rear ABS off for dirt”…
The range of ride modes offered plenty of choice. I settled on Off Road with traction control and rear ABS off for dirt, Standard for wet and dry roads, and rarely used Wet as it felt a little flat. I adjusted the suspension, slowing the front rebound and slightly increasing rear compression.
“I adjusted the suspension, slowing the front rebound and slightly increasing rear compression. The result was more edge grip and stability”…
The result was more edge grip and stability. The Juan suspension, which has been around for years, did an excellent job of keeping the bike composed. On the Great Ocean Road it absorbed bumps like a heavier touring bike and felt secure on icy corners.
The fuelling was a joy. On the 450MT a year earlier it had been less precise, but on the 800MT-X it was spot on. That gave me confidence especially mid corner. It is encouraging to see that CFMOTO listened to feedback and responded with such improvement.
I have owned a mid sized adventure bike for some time, but I would happily trade it for the 800MT-X. It is comfortable enough for big kilometre days, light enough for technical trails, and equipped for the kind of mixed terrain that defines riding in Far North Queensland. Accessories and panniers are well priced, making the overall package even stronger. The price is a huge incentive but not the main reason to buy. The real reason is that this is a genuine mid weight adventure bike that is well thought out and genuinely capable, a true player not a bargain bike.
“The chassis offers balance and grip, the suspension sits on the softer side of firm but works across varied surfaces”…
The engine is smooth with deceptive power, the chassis offers balance and grip, the suspension sits on the softer side of firm but works across varied surfaces, the brakes feel great on all surfaces, the ergonomics are well laid out, the electronics are effective once understood, the gearbox is excellent and the quick-shifter sensitive but workable. On road it is joyful, off road it is a blast, and at my height and weight it fits perfectly. Value is exceptional.
For riders like me, older but still hungry for adventure, it offers a mix of performance and practicality that is hard to beat. It will not turn you into Toby Price, but it may well give you the confidence to chase your own finish lines.
Whether you are crossing creeks or carving through the Otways it feels like it belongs. It is a refreshing take on adventure riding backed by a team that genuinely cares. For those chasing epic moments and unforgettable journeys, the 800MT-X may be the bike you have been waiting for.
“It will not turn you into Toby Price, but it may well give you the confidence to chase your own finish lines.”
Tech Talk CFMOTO 800MT-X
ENGINE
The CFMOTO 800MT-X is powered by the KTM-derived LC8c 799cc liquid-cooled parallel twin engine with double overhead camshafts and a 285-degree crankshaft. It uses twin balancer shafts to reduce vibration and incorporates Bosch electronic fuel injection for precise throttle control. Diamond-like carbon (DLC) coating is applied to components to lower noise and friction.
The engine produces a maximum of 70kW, equivalent to 95 horsepower, at 8,500rpm, and peak torque of 87Nm at 6,750rpm. Compared to previous iterations, torque has increased by 11Nm and arrives lower in the rev range. Power is transmitted through a six-speed gearbox fitted with a power assisted slipper clutch, designed to smooth downshifts and reduce rear wheel hop.
CHASSIS
The motorcycle is built around a chromoly steel frame paired with a trellis subframe weighing 15.1 kilograms. This structure is designed to provide strength while allowing for passenger and luggage capacity. The 800MT-X rolls on aluminium spoked rims with a 21-inch front and 18-inch rear, shod with tubeless adventure tyres, and delivers 240mm of ground clearance. Geometry has been revised with changes to rake and trail to balance stability and agility. Suspension is supplied by Yuan and consists of 48mm inverted front forks and a single piggyback shock at the rear.
Both ends provide 230mm of travel and are fully adjustable for preload, compression, and rebound damping. Braking hardware includes J.Juan four-piston radial calipers with dual 320mm floating discs at the front and a two-piston caliper with a 260mm disc at the rear. Dimensions are 2,288mm in length, 945mm in width, and 1,426mm in height, with a wheelbase of 1,530mm. Seat height is set at 870mm. The dry weight is 200 kilograms, with a curb weight of 220 kilograms. Fuel capacity is 22.5 litres, with an optional 8-litre auxiliary tank available.
ELECTRONICS
The 800MT-X is equipped with a Bosch six-axis inertial measurement unit, which manages cornering ABS and traction control. Both systems are switchable, and the rear ABS can be disabled for off-road riding. A bi-directional quick-shifter works alongside the slipper clutch for clutchless upshifts and downshifts and is switchable.
Cruise control is standard equipment, while the motorcycle also offers three riding modes: Standard, Rain, and Off-Road. Instrumentation is handled by a vertical seven-inch TFT display that provides Bluetooth connectivity and integration with the CFMOTO RIDE app through the T-BOX system. Additional electronic features include LED lighting, a tyre pressure monitoring system, an electronic steering damper, an adjustable windscreen, and an easily accessible air filter to simplify maintenance.
STYLING
The 800MT-X adopts an adventure-focused design highlighted by a one-piece rally-style seat and a saddle-shaped fuel tank positioned low in the frame for improved mass centralisation. Two colour options are available in Australia, Zephyr Blue and Nebula Black. LED lighting is fitted across the bike, and the vertically oriented TFT display contributes to a cockpit styled for modern adventure touring. The design combines practical off-road considerations such as the high clearance and protective bodywork with a rally-inspired aesthetic that distinguishes the model.
2025 CFMOTO BikeReview 800MT-X Specifications
Price: $14,990 Ride Away until September 30, 2025, $15,990 Ride Away from October 1, 2025
Colours: Zephyr Blue, Nebula Black
Claimed Power: 70kW @ 8,500rpm
Claimed Torque: 87Nm @ 6,750rpm
Wet Weight: 220kg
Fuel Capacity: 22.5L (optional 8L auxiliary tank available)
Fuel Consumption (Claimed): 5L/100km
Fuel Range (Claimed): 450km
Engine: Liquid-cooled, DOHC, parallel twin, 799cc, Bosch electronic fuel-injection, twin balancer shafts, 285° crankshaft, DLC-coated internals, 12.7:1 compression ratio. Gearbox: 6-speed Clutch: Power-assisted slipper clutch (PASC), bi-directional quick-shifter.
Chassis: Chromoly steel frame with trellis sub-frame
Rake: N/A Trail: N/A
Suspension: YU’AN 48mm USD front forks, fully adjustable, 230mm travel (f). YU’AN monoshock with piggyback reservoir, fully adjustable, 230mm travel (r).
Brakes: 320mm dual floating discs with J.Juan 4-piston radial calipers, cornering ABS (f). 260mm disc with J.Juan 2-piston caliper, cornering ABS (r), switchable rear ABS.
Wheels & Tyres: Spoked aluminium tubeless rims, 90/90-21in (f), 150/70-18in (r).
Dimensions:
Length: 2,288mm
Width: 945mm
Height: 1,426mm
Wheelbase: 1,530mm
Seat Height: 870mm
Ground Clearance: 240mm
Instruments & Electronics: 7-inch vertical TFT dash with Bluetooth and T-BOX connectivity, Bosch 6-axis IMU, three riding modes (Standard, Rain, Off-Road), cornering ABS, traction control, cruise control, LED lighting, tyre pressure monitoring system, electronic steering damper, adjustable windscreen.
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 800MT-X
A Winner!
We’ve reviewed the CFMOTO 450MT, 650MT and 700MT and now we head to Victoria to review the new CFMOTO 800MT-X over a two day hard test on tar, dirt and trails, here is our test.
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