The Future of CFMOTO: What's Ahead for 2026

CFMOTO is set to continue its growth in Europe with new triple-cylinder engines, a clear brand identity, and a stronger dealer network. Markus Ferch and Hans Leeb openly discuss plans, potentials, and priorities. In a conversation with Poky from 1000PS, Markus Ferch (VP Sales Europe, CFMOTO) and Hans-Jürgen Leeb (General Importer for Germany and Austria) provide insights into the current model strategy, the brand's development in Europe, and the future of their collaboration with KTM.

Poky: This summer, I had the chance to ride the 675 NK—it's a really well-made motorcycle. How satisfied are you with its launch in Germany and Austria?

Hans-Jürgen Leeb: Very satisfied, even though we started late. The first bikes only arrived in August or September, almost after the season. Still, the results were very good. The 675 pleasantly surprised us. In September, we had more registrations in Germany than with the 450MT. Demand is huge, we're practically sold out.

Markus Ferch: The international feedback is strong as well—the triple-cylinder is extremely well-received. The package fits well: attractive price, good product. Interestingly, in many markets, the fully-faired variant is almost outperforming the naked version.

Poky: Will the platform be further expanded? Can we expect new variants in 2026 or 2027?

Ferch: You can certainly expect something, but I can't say yet which direction it will take.

Poky: There's also the 800 NK from the joint venture with KTM. From my perspective, the two models are positioned quite closely. Is that intentional, or does it create internal competition?

Ferch: A bit of both. We knew that the 675 NK, with its pricing and triple-cylinder, would closely approach the 800 NK. Ultimately, personal taste decides: the punch of the twin-cylinder or the smoothness of the triple-cylinder. Of course, there are overlaps, but both models are important to us. The partnership with KTM was and remains very valuable.

Poky: So, the 800NK will continue despite stricter emission standards?

Ferch: Yes, the 800 platform stays. We're now at Euro 5 Plus, and it's continuing.

Poky: For the 800 MT X, how does the sales split between the 21/18-inch version and the road-oriented variants?

Leeb: It's still too early for that; the first registrations only started two months ago. Demand is divided, but specific numbers would be speculative. A word on the 800 NK: We'll be pushing it harder next year and lowering the price in Germany to €7,999. This places it above the 675, but it's very attractively positioned.

Poky: Outside, there's a spectacular sport concept with a V4 engine. Is that something we'll see on the road soon?

Ferch: At the moment, it's a prototype. Of course, we plan to bring the vehicle into production. But this is another level—higher forces, different demands on material and manufacturing. Our production standard is at a European level, sometimes even beyond. The key is engineering competence, and we now have an international team in-house. The engine is developed in China, but with input from experts.

Poky: Does any experience from Moto3 feed into such projects?

Ferch: Hardly directly. In Moto3, we're talking about 250cc single-cylinders, which is technologically quite different. However, motorsport sharpens the focus: quick modifications, precise geometry changes, efficient maintenance—such principles are helpful to us.

Poky: On the topic of electrification: you've showcased an electric motocross. How do you position that?

Ferch: We've presented a motocross-like concept, with 35–40 kW of power—roughly at the 450cc level. It was a test to gather feedback. Currently, we don't see enough demand in Europe or the USA. We have the technology and could quickly implement it, but for now, we're focusing on other models.

Poky: Let's talk about the distribution situation in Europe. After some changes, how is the parts supply going?

Ferch: Transitions always bring initial challenges, but we've moved past them. The parts supply from the factory is stable.

Leeb: From importer to dealer, this has also greatly improved. You don't build a parts inventory in three weeks, but we're now over 90 percent availability, and the trend is rising.

Poky: How large should the dealer network become?

Leeb: Currently, we have around 100 dealers in Germany and Austria. For good coverage, we need about 150. We know exactly where the gaps are and have many inquiries. Goal: 150 dealers by spring 2026.

Ferch: We're experiencing strong growth across Europe. The brand has gained trust. Dealers are now actively approaching us—a scenario that was unimaginable five years ago.

Poky: For a long time, you've been defined by price-performance. What is the brand promise for 2026?

Ferch: Price-performance remains central. However, we have the advantage of working with a cost structure that allows us to offer good quality at attractive prices. We want more brand presence, more premium, but without losing our volume ambitions. And we clearly distinguish ourselves from the growing (Chinese) competition.

Poky: What about used prices and residual values? These are very low for five-year-old vehicles. What ambitions are there to change that? Are "approved" programs for used vehicles planned?

Ferch: The newer models retain their value much better. A few years ago, that was a problem—buyers were afraid they couldn't resell their motorcycle. That's changed now. Programs like "Approved/certified used bike" are conceivable, but not yet concrete.

Leeb: On the topic of price-performance, that will always remain our core. In the four-wheeler segment (ATV, Side-by-side), we've learned to meet European expectations. The level wasn't there before, but it is now.

Poky: From a technical standpoint, what does CFMOTO develop in-house, what comes from partners, and what do you purchase?

Ferch: That depends on the model. Fundamentally, there's significantly more in-house development in our products today. The 675 engine is entirely our own, as is the V4. We aim to become more technologically independent.

Poky: And quality-wise? Are there differences between in-house developments and joint venture products, particularly regarding warranty cases?

Ferch: No. Regardless of origin, we have very low warranty rates. Our return numbers are on the low side—the quality is right.

Poky: The latest model from the joint venture is the 1000 MT-X. Will that be the last machine from the collaboration?

Ferch: No. The joint venture with KTM is going very well for both partners, and there are no plans to change that. We continue to produce some models for KTM at our shared facility, and CFMOTO is also the exclusive importer for KTM and Husqvarna in China.

Poky: And in the future? Specifically in the off-road sector—are lighter, rally-oriented models planned?

Ferch: Weight is always a topic, especially for adventure bikes. We test our bikes intensively, even to the point of abusing them to see what they can actually withstand, like at the RedBull Romaniacs. We were there with some 450 and 800 MTs in the new adventure class. A more radical off-road version is conceivable, but currently not a concrete project.

Poky: Next season, you're covering the market up to 1000cc. Where do you see the greatest potential in Europe?

Ferch: The 450 MT was the most successful model we've ever brought to Europe—over 12,000 units in the first year. Generally, naked and adventure bikes are growing strongly, with the latter fitting well with our DNA.

Poky: And if you had to rank them by displacement, is it still the 450 MT or the new 1000 MT-X?

Ferch: The 1000 MT-X doesn't play in a volume segment as a 21/18 adventure tourer, but it's an image builder. Around 200 kilos dry, about 112 hp and 105 Nm, paired with Pirelli, Brembo, and Kayaba—it's a serious tool for big tours. We're finalizing the pricing, but it will be very attractive.

Poky: Then I say thank you for the conversation.

Ferch & Leeb: Thank you as well.