CFMOTO at EICMA 2026 with a V4 and the new 550MT

On my walk around EICMA 2026 in Milan, I pass the CFMOTO stand, and even from a distance it's clear: something is brewing. People are queuing in front of the presentation, so I move on for now and make a firm promise to come back later. I'm genuinely looking forward to it, because for me three manufacturers are showing the most fascinating new models at this show: Honda, Kawasaki and CFMOTO. Everyone has brought some cool stuff, but these three are presenting some seriously mighty bikes. When I return, the crowd hasn't got any smaller. To get to the new models, I literally have to fight my way through. The reward: a superbike from China that wants to reshuffle the deck, and a small adventure bike I'd love to take home right away.

And there she is, right in the middle of the crowd: the V4 SR-RR, now a production bike following last year's prototype. CFMOTO developed the 997 cc V4 with a 90-degree cylinder angle in-house, with a counter-rotating crankshaft and titanium conrods from Pankl. The manufacturer quotes the output at over 210 hp. The prototype was already GPS-clocked at 315.82 km/h, according to CFMOTO a record for a Chinese-built motorcycle. On top of that comes a full titanium Akrapovič exhaust system, fully adjustable Öhlins suspension, Brembo Hypure calipers and active winglets. A massive swingarm, a beast of a machine. I'm totally buzzing, but getting really close is impossible: people are absolutely hungry for this bike. What I can see from the second row still convinces me. The finish on the tank, the triple clamp, all the fine details: this is absolutely top-notch stuff.

A superbike from China's leading manufacturer will completely reshuffle the deck, I'm convinced of that. I'm also sure CFMOTO will take it into the World Superbike Championship. According to reports, the brand plans to enter by the 2027 season finale in Shanghai at the latest, where the series will race next year. They'll certainly want to show what they've got there. CFMOTO hasn't announced a price or market launch yet, and the full production specs are still missing. Naturally, I haven't been allowed to ride it yet; I'm hoping for the first quarter. Looking at it, I at least get the impression that I'll find enough room in the saddle, which is not a given for tall riders. Later I do manage to find a gap to check out the details: clutch, winglets, brake disc cover, Brembo calipers, Öhlins fork. Martin Bauer is set to find out how fast the V4 really is on the race track by setting a lap time for us.

How serious CFMOTO is about Europe is shown by the structure behind the brand. In Italy, near Misano, there's a design subsidiary, and in Salzburg a development centre. So, two European spheres of influence. The factory is located around 100 km south of Shanghai. I've been there and came back genuinely impressed. My thesis: in Germany and Austria, CFMOTO will land in the top 3 of registration figures within the next two years. Established manufacturers will face serious competition. If I were a motorcycle dealer, I'd bet on this brand for the coming years, because it has fascinating bikes in every displacement and product segment. The 1000MT-X is one such example, an incredible bestseller we've already ridden this year. All cool, no question. But the absolute highlight of the stand is a few metres further along, and that's where I'm heading now.

Finally I get to the 550, and of course once again I can't get all the way up to it. CFMOTO is showing it in two versions: the 550MT as an adventure bike for touring and the 550MT-X as a somewhat more aggressive enduro. You can already spot the difference by the front wheels. According to CFMOTO, the MT rolls on 19 and 17 inch wheels, the X on 21 and 18 inch. Both succeed the 450MT, an incredibly popular enduro that for me was already the best bike in its displacement class: cool and incredibly tough. I know what I'm talking about. I rode a two-day enduro race on the 450MT and finished somewhere in fifth or sixth place in my class, I can't remember exactly. A seriously awesome bike, and thousands of satisfied customers feel the same way.

Then comes the bombshell, which I made a point of noting down in percent. According to CFMOTO, the 550MT-X delivers around 30 percent more power than the 450MT, namely 54 hp from a new 527 cc parallel twin, while weighing 3 kg less. Ready to ride, it's 183 kg. That's exactly how it should be! This really ought to be an unwritten law for developing adventure bikes. I don't need enduros that get bigger, heavier and more expensive with every generation. I'll gladly take more power, but then the weight has to come down at the same time so the bike stays cool. On top of that comes a better finish than before and fully adjustable KYB suspension with 230 mm of travel at the front and 220 mm at the rear. The shock alone is a feast for the eyes. If you like heading off the asphalt, this combination takes you straight to paradise.

CFMOTO also takes two paths with the displays. On the 550MT the screen is mounted landscape, on the 550MT-X portrait, according to CFMOTO a 6.2-inch display with MotoPlay. Even though it's surely strictly forbidden and the stand guards are watching like hawks, I sit on it. After that, my verdict is set, especially for the X version: I'm buying one. Done deal. I don't know what it costs, and I don't care. Same with the colour, although something with gold always works for me. The first one, please, and the sooner the better. I do have one wish, though: the seat is once again a bit low for me, so a taller one from the accessories catalogue would be nice. When I take stock at the end of the show and run the numbers on my budget for next year, CFMOTO's 550 is right at the top of the list anyway, right next to the Africa Twin.

The 550MT is aimed at anyone who wants to head off on a big tour with an enduro. Big tank, luggage system, the full package: this is a fully-fledged adventure bike in an accessible power and weight class, and that's really all you need. According to CFMOTO, it gets the same 54 hp and 52 Nm as the X, plus an electronic clutch, a bidirectional quickshifter, three riding modes, cornering ABS and traction control with IMU, cruise control and an 8-inch display with Apple CarPlay. The seat height is adjustable between 800 and 820 mm. I'm convinced: dealers are going to make an absolute killing with this bike, it'll sell like crazy. If you're looking for an adventure bike that doesn't show off with displacement and kilos but simply brings everything you need on the road, take a close look at the two 550s.

Before I move on, I have to tell you about the supersports bike we had in our long term test this year: the 675, the little sister of the big 1000. Our instructors rode them on the race track all year, and we had four more units as test bikes. Unfortunately one of them went down, but technically there was no failure, no problem and no damage. Everyone got along with it. Awesome looks, accessible handling, great riding pleasure: a wonderful supersports bike. That's exactly why I'm so excited about the V4 SR-RR. The little sister held up a whole year on the race track without a grumble; now the big one has to show what it can do. I can hardly wait for the first test days in the new year.

Just how packed the crowd around the new V4 SR-RR really was is shown in my four-hour walk around EICMA 2026 on the 1000PS YouTube channel. The CFMOTO part starts after three hours and 22 minutes, this link jumps straight to the stand. You can see me fighting my way to the superbike, plus the tank, triple clamp, winglets and Brembo brakes up close. Then it's on to the two 550s with their different front wheels and displays, and to my forbidden sit test, after which I spontaneously decide to buy one. The 1000MT-X also makes a brief appearance. Before and after, more than 40 other stands await, from Honda to Kawasaki to BENDA, with sit tests, stand chats and clear verdicts. Four hours of show to catch up on, without any stand guards and without the crowds.

• V4 SR-RR: 997 cc 90-degree V4 with counter-rotating crankshaft, over 210 hp, 315.82 km/h (prototype, GPS-measured), fully adjustable Öhlins suspension, Brembo Hypure, full titanium Akrapovič exhaust system, price and market launch TBA
• 550MT-X: 527 cc parallel twin, 54 hp at 8,500 rpm, 52 Nm at 6,000 rpm, 183 kg wet weight (172 kg dry weight), 21/18 inch, fully adjustable KYB with 230/220 mm travel, 250 mm ground clearance, 6.2-inch portrait display
• 550MT: 527 cc parallel twin, 54 hp at 8,500 rpm, 52 Nm at 6,000 rpm, 19/17 inch, KYB suspension, electronic clutch, quickshifter, cruise control, 8-inch display with Apple CarPlay, seat height 800 to 820 mm