The Future of CFMOTO: What's Coming in 2026

CFMOTO is set to further its expansion in Europe with innovative three-cylinder engines, a solidified brand identity, and a stronger dealer network. In an interview with Poky from 1000PS, Markus Ferch (VP Sales Europe, CFMOTO) and Hans-Jürgen Leeb (General Importer for Germany and Austria) offer insights into the current model strategy, the brand's evolution in Europe, and the future of their partnership with KTM.

Poky: This summer, I got the chance to ride the 675 NK—a truly well-crafted motorcycle. How satisfied are you with the launch in Germany and Austria?

Hans-Jürgen Leeb: We're very satisfied, even though we started late. The first bikes only arrived in August or September, so almost post-season. Still, the outcome was impressive. The 675 NK took us by surprise in a good way. In September, we even had more registrations in Germany than with the 450MT. The demand is huge; we're practically sold out.

Markus Ferch: The international feedback is also strong—the triple-cylinder is going down a storm. The package is spot-on: attractive price, great product. Interestingly, in many markets, the fully-faired version is nearly outperforming the naked model.

Poky: Is the platform going to expand further? Can we expect new derivatives by 2026 or 2027?

Ferch: You can definitely expect something, but I can't reveal which direction we're heading just yet.

Poky: There's also the 800 NK from the joint venture with KTM. From my perspective, these two models are positioned pretty close to each other. Is that intentional, or is there some internal competition brewing?

Ferch: It's a bit of both. We knew the 675 NK, with its pricing and triple-cylinder, would come close to the 800 NK. Ultimately, it boils down to personal taste: the punch of the twin-cylinder or the smoothness of the triple. Sure, there are overlaps, but both models are crucial for us. The partnership with KTM has been and continues to be very valuable.

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

Ferch: Yes, the 800 platform will stay. We're now at Euro 5 Plus, and that's moving forward.

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

Leeb: It's still too early to tell, as the first registrations have only been in for two months. Demand is splitting, but giving concrete numbers would be speculative. A word on the 800 NK: Next year, we're going to push it more aggressively and lower the price in Germany to €7,999. It will still be above the 675, but very attractively positioned.

Poky: There's an impressive sports concept with a V4 engine outside. Is this something we'll see on the streets soon?

Ferch: Right now, it's a prototype. Of course, we plan to bring it into production. But it's on a different level—higher forces, different requirements for materials and manufacturing. Our production standard is at European levels, sometimes even beyond. The key is the engineering expertise, and we've got an international team onboard now. The engine is developed in China, but with input from experts.

Poky: Does any of the Moto3 experience feed into projects like these?

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

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

Ferch: We showcased a motocross-inspired concept with 35–40 kW of power—roughly on par with a 450cc. It was a test to gather feedback. At the moment, we don't see enough demand in either Europe or the USA. We have the technology and could implement it quickly, but we're currently focusing on other models.

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

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

Leeb: The situation has also improved significantly from importer to dealer. You can't build a parts warehouse in three weeks, but we're now at over 90 percent availability, and it's trending upwards.

Poky: How large do you plan to make the dealer network?

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

Ferch: We're experiencing strong growth across Europe. The brand has gained trust. Dealers are now actively approaching us, which was unthinkable five years ago.

Poky: You were long defined by the concept of value for money. What's the brand promise for 2026?

Ferch: Value for money remains central. However, we have the advantage of operating with a cost structure that allows us to offer good quality at attractive prices. We aim for more brand presence, more premium, but without losing the volume appeal. And we clearly distinguish ourselves from the growing (Chinese) competition.

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

Ferch: The newer models are holding their value much better. A few years ago, it was an issue—buyers were worried they wouldn't be able to resell their bikes. That's changed now. Programs like "Approved/certified used bike" are possible, but not yet concrete.

Leeb: Value for money will always be our core. In the ATV and side-by-side segment, we've learned to meet European expectations. The level wasn't there before, but it certainly is now.

Poky: In terms of technology, what does CFMOTO develop in-house, what comes from partners, and what do you source externally?

Ferch: That depends on the model. Generally, there's a lot more self-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 in terms of quality? Are there differences between in-house developments and joint venture products, for example, in terms of warranty cases?

Ferch: No. Regardless of the 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 this 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 several models for KTM at our joint factory, and CFMOTO is also the exclusive importer for KTM and Husqvarna in China.

Poky: And what about the future? In the off-road sector, are lighter, rally-oriented models in the pipeline?

Ferch: Weight is always a topic, especially for adventure bikes. We test our bikes rigorously, even to the point of abuse, to see what they can really withstand, like at the Red Bull Romaniacs. We had some 450 and 800 MTs competing in the new Adventure Class there. A more radical off-road version is conceivable, but currently not a concrete project.

Poky: Next season, you'll be targeting 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 experiencing strong growth, the latter aligning 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 as a 21/18 adventure bike doesn't play in any volume segment but serves as an image carrier. Around 200 kg dry, about 112 hp and 105 Nm, combined 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: Thank you for the conversation.

Ferch & Leeb: Thank you as well.