How Good Are CFMOTO Motorcycles Really?

Vienna Airport, Destination: Shanghai. Mission: To discover the true essence of CFMOTO, the leading motorcycle brand in China and a formidable force in the European ATV market. After an 11-hour flight and a two-hour drive south of Shanghai, I find myself at the most advanced motorcycle factory I've visited in my 20-year career as a motorcycle journalist. And that's saying something, after tours in Japan, Germany, Italy, and Austria.

What follows are four intense hours on CFMOTO's private test track in Hangzhou. Four bikes, four different philosophies, one goal: to uncover the truth about a brand that remains a mystery to many European motorcyclists.

Before I even hit a single meter of the test track, the tour takes me through a production facility that shatters all prejudices about Chinese manufacturing. 400 motorcycles roll off the assembly line daily—not on rigid conveyors but on flexible low-floor vehicles, allowing multiple models to be produced on the same line in a single day. Every finished bike then goes through a complete test track, with function checks from brakes and lights to vibration tests.

The numbers speak for themselves: 8,000 employees worldwide, 2,000 engineers across five locations in China, the USA, Italy, Mexico, and Thailand. 80,000 to 100,000 vehicles delivered monthly, split equally between domestic and international markets. Since 1989, CFMOTO has been producing in the region, benefiting from China's dense supply chain—all materials and workforce are readily available on-site. The result: a faster and more cost-effective production than international competitors.

What truly impresses is the developers' deep emotional connection to their products. I spend hours exchanging motorcycle tour photos with the product managers—a universal dialogue among enthusiasts, demonstrating that development here is fueled not just by design, but by genuine passion.

The first test kicks off with the flagship: the 800 MT-X. An adventure tourer that is considered a "large-displacement" bike in China—a term used there for anything over 250cc, whereas in Europe, "large" starts at 600cc.

On both asphalt and the off-road-like terrain of the factory test track, the 800 instantly instills confidence. The suspension skillfully balances comfort and control, and the practically tuned ABS allows for hard braking maneuvers. For my height of 1.85 meters, the ergonomics fit perfectly—a plus point, as CFMOTO offers various seat height options.

What's noticeable: the consistently plush seats across all four test bikes and the CST tires, CFMOTO's development partner. The latter are a pleasant surprise with their neutral steering behavior and solid grip even on the hot test asphalt. A small suggestion for improvement: elements to reduce vibration at the handlebar mount could enhance comfort further.

The technical specs underline the premium claim: the 799cc engine is based on the proven KTM LC8c platform, delivering 95 hp at 8,500 rpm. The fully adjustable KYB suspension with 48mm USD fork and true adventure dimensions of 21"/18" wheels show that no compromises were made. Particularly impressive: the 7-inch TFT display, lean-sensitive Bosch ABS/TCS, quickshifter, and cruise control. At 218 kg ready to ride, it remains within the competitive range despite its rich features.

The 800 MT-X asserts itself as a worthy flagship and a welcome enhancement to the market segment—a motorcycle that underscores CFMOTO's ambitions as a comprehensive provider.

In the supersport segment, CFMOTO sees great opportunities—and rightly so. While more and more manufacturers are pulling out of this market, CFMOTO continues to invest in innovation. New models, including those in higher displacement classes, are already announced for EICMA 2025.

The 675 SR-R shows what is possible when everyday usability and sport are intelligently combined. The seating position is comfortable enough for longer tours but cool enough for a genuine supersport vibe. Its harmonious steering behavior allows the bike to almost find the ideal line on its own.

The design impresses: both the front and rear are well-executed, and the sound is decent. There's room for improvement in the seat, which could be firmer and more grippy. The technical specs confirm the sporty intent: the 675cc triple-cylinder engine produces 90 hp at 11,000 rpm and delivers 68 Nm of maximum torque at 8250 rpm. The KYB suspension is fully adjustable, and the J.Juan brakes with 300mm dual discs upfront provide respectable stopping power on the road—though they might not be large enough for serious motorsport. Weighing in at 184 kg ready to ride and with an accessible seat height of 810mm, it appeals to a broad audience. The 5-inch TFT display, two-stage traction control, and dual USB standards show no corners are being cut.

My clear recommendation to the developers: Definitely offer an A2 version. With fewer competitors, they can make quite an impact in this segment.

The absolute highlight of the test day: the 450 MT. This adventure bike is currently the superstar in the CFMOTO lineup and rightfully earns that title. Eight developers gather around me, hanging on my every word as I return the bike. It's an unusual situation—rarely do Europeans come here whose opinions the company respects.

The pivotal question arises swiftly: What steps must they take to maintain their leadership with this motorcycle, as other manufacturers are already striving to emulate similar concepts? The developers' response surprises: more displacement, more equipment, more features. A classic industry mistake.

My answer is clear: "Build the lightest motorcycle. Don't load it with unnecessary extras, make it light and robust." Notebooks are whipped out! The 450 MT currently leads its displacement and price class because it can be used universally: from the café to the adventure road, from the daily commute to the spontaneous off-road track. It’s a fascinating machine that precisely fills a massive gap. There are plenty of adventure tourers out there. Many are big, expensive, and heavy. Others simply aren't good enough. This one, even with a small engine, meets the demands of many adventurers. A perfect bullseye. CFMOTO has a real gem in its lineup with this one. Keep it up!

The entry-level naked bike rounds out the test quartet with an extroverted, futuristic look. It might not appeal to everyone, but the wide market selection offers something for every taste.

Technically, the 675 NK shares its engine with the SR-R: a 675cc triple-cylinder with 90 hp and 68 Nm. The suspension is also solid—with a USD fork offering 130mm of travel and an adjustable setup. The brakes are again from J.Juan (300mm dual discs up front), with ABS and traction control as standard features. Weighing in at 189 kg ready to ride, it's lighter than its supersport sibling, and the variable seat options starting at 810mm make it accessible for riders of different sizes.

The 675 NK leans more towards the softer side—both in suspension components and the conservatively tuned ABS. The sporty maneuvers suggested by its aggressive styling are only partially possible. However, the balance between stability and agility is spot on: a wide handlebar for agility and a harmonious seating position for longer rides.

After four intense hours of testing and hours of discussions with the developers, a clear picture emerges: CFMOTO is set to make the biggest market share gains in Europe in the coming years. In just a few years, they'll catch up with European and Japanese manufacturers. Currently, their dealer network is still heavily influenced by their ATV dealers. However, more and more motorcycle dealers are jumping on the high-speed train from China, eager not to miss out on this opportunity. What's endearing about the CFMOTO crew is that they are as passionate and crazy about motorcycles as we are, dreaming of Dakar and MotoGP. Countless bikes sit in the company parking lot, and the phones of the CFMOTO crew are filled with photos of their motorcycle trips.

This passion is reflected in their products. All four motorcycles exhibit consistently good quality, a balanced chassis setup, and emotionally-driven development work. The equipment level is also very high, with steering dampers and high-quality electronic systems on board. CFMOTO's challenge isn't in product quality, but in image: they're often mistakenly lumped together with other budget brands that don't produce anywhere near this level.

The solution is simple: keep building "awesome stuff" consistently, as the 450 MT has already demonstrated. In their home market in China, CFMOTO is already a market leader, and in Europe, they dominate the ATV and quad segment with a 40-50% market share. The joint ventures with KTM and Yamaha were significant milestones, and their sporting activities from the Isle of Man to MotoGP underscore their ambitions.

CFMOTO aims to offer leading products in their market segments, not just cheap alternatives. After this factory visit, I'm convinced they are well on their way. The European motorcycle scene can look forward to exciting developments from Hangzhou in the coming years.