CFMOTO 800MT-X 2026 review

You can tell straight away where the 800MT-X's basic design comes from. The low-slung tank, the parallel twin, the slim waist when standing – it all strongly recalls the KTM 790 and 890 Adventure. But CFMOTO hasn't simply put a cheap photocopy on wheels. Engine management, air intake, air outlet and exhaust system were modified and tuned in-house. The 799 cc twin delivers 91 hp and 86 Nm. That's plenty of substance for a grown-up adventure bike, but the character has changed compared to its Mattighofen role model.

Then there's the point that makes CFMOTO so interesting to many adventure riders right now: the price. In Germany the 800MT-X costs under 9,000 euros, in Austria under €10,000. For a bike with this power, a large TFT, tyre pressure monitoring, tubeless spoked wheels, an off-road mode and fully adjustable suspension, that's quite a statement. While many established manufacturers keep making their adventure bikes more expensive, CFMOTO lures buyers with cut-throat pricing.

The first impression of the sound is spot on. The 800MT-X doesn't purr away thinly; it sounds a touch bassier than the KTM 790 Adventure as I remember it. It's no dramatic brapapapapap, but a pleasant, slightly grunty tone. For a parallel twin in this class, that's perfectly fine.

On the move, though, the biggest shift in character compared to the familiar KTM engine becomes apparent. Low down, the CFMOTO lacks that juicy punch, the revvy pull that I always found so fascinating on the 790 Adventure. Below 3,000 rpm it doesn't really feel comfortable. At around 2,000 rpm there's even pronounced chain-slap and very rough running, and that's exactly where it can quickly stall too. It happened to me, and to Supermoto world champion Bernd Hiemer as well, by the way. And these were situations where we both thought: with a different engine, it probably wouldn't have died. So the twin in the 800MT-X is definitely no friend of low revs.

It only really comes alive further up. From around 4,500 rpm the thrust comes in more cleanly, then it revs out obligingly and can be ridden more sportily. Off-road on loose ground, 91 hp is more than enough anyway to have fun or get yourself into trouble. Still, I miss a bit of that mix of low-rev chugging and revvy blasting that makes a really good adventure bike so pleasant on gravel. The CFMOTO is controllable, but you need to know its rev preferences.

The quickshifter is basically a plus point. When it wants to, it shifts quickly, crisply and without any fuss. At higher revs in particular it works brilliantly. You pin the throttle, flick the lever up and the 800MT-X keeps charging. That's exactly how it should feel.

It just doesn't always do it. Every now and then there are situations where the quickshifter simply refuses the upshift. Then you have to try again or pull the clutch and shift normally. I could never 100% work out exactly when this happens. There are moments when it works perfectly, and then there are spots where it just won't play along.

The gearbox is also okay on the whole, but has its little diva phase between first gear, second gear and neutral. Sometimes neutral isn't immediately where you expect it. And sometimes going from neutral back into first isn't quite as smooth as you'd like. The clutch itself, on the other hand, is nice and light and easy to operate. Off-road especially, that's worth its weight in gold, because you don't have to fight a stiff hand pump during slow manoeuvres.

On the road, the 800MT-X does a decent job. It turns in willingly, doesn't feel sluggish despite its size and inspires confidence early on. The low centre of gravity helps turn-in. Even though the CFMOTO weighs around 220 kg wet weight, it feels lighter when turning in and manoeuvring than the figure suggests. As on the KTM, the low-slung 22.5-litre tank is no design gimmick but a real improvement to the riding dynamics.

In the twisties, the maximum lean angle is fine, the suspension works cleanly, and you can have real fun sweeping through the corners, even if the large front wheel means it doesn't drop into lean overly eagerly. The 800MT-X is no supermoto and no sports bike, but with a bit of determination it can be hustled briskly through the bends. With the price in mind, the riding performance is all the more convincing.

Still, my impression on tarmac stays at: good to passable. Comfort is fine, the corners come easily, touring is possible, but I miss the final polish. The quirks of the engine characteristics and the quickshifter have already been described. As far as wind protection goes, as a rather slight guy I still feel wind on my shoulders and turbulence at the helmet, despite the adjustable windscreen and additional wind deflectors at the front. Okay for long stages, but nothing to write home about.

With the brakes, you can tell that CFMOTO designed the 800MT-X with a strong off-road focus. The J.Juan brake at the front has a rather soft pressure point. On the road that's not quite as crisp as on sportier systems, but it suits off-road modulation. You do have enough stopping power, and if you bring in the rear brake, you can decelerate properly.

The rear brake is generally easy to modulate. That's important off-road or during slow manoeuvres in particular, as it lets you stabilise the bike and steer it precisely. Only the rear ABS didn't sit quite right with me on first impression. Although the system is lean-angle sensitive, it suddenly released during slower turning manoeuvres in odd situations. CFMOTO is welcome to do a bit more fine-tuning on the control algorithm there.

The suspension is one of the 800MT-X's big strengths. There's 230 mm of travel front and rear, the 48 mm upside-down fork is fully adjustable, and the whole package works properly, not just on paper. The CFMOTO willingly soaks up undulations, gravel and slow off-road sections. Only when you slam over bumps at real speed does a slight oscillation creep in.

The low centre of gravity makes the whole thing even better. Big adventure bikes can quickly bring a cold sweat to your brow on loose ground. As soon as the weight sits high, every little correction becomes strenuous, and at some point the rider is no longer riding the bike – the bike is riding the rider. That doesn't happen so quickly with the 800MT-X. The 220 kg are there, no question, but they sit more pleasantly in the bike than on many other mid-range adventure bikes.

That makes a difference especially in slow sections. Not only because of the weight distribution, but also in terms of freedom of movement. You can balance it neatly, work with your hips, get your knee against the outside of the tank and position yourself far enough forward. Standing up, the 800MT-X doesn't feel like an overly wide touring barge, but like a bike that genuinely expects to be ridden away from paved roads.

On tarmac, the CFMOTO is good. Off-road, it gets really good. That's where everything that previously only sounded like individual technical points suddenly comes together: low tank, good-natured engine, plenty of room, absorbent suspension and a standing position that's neither too touring-oriented nor too aggressive.

The ergonomics are excellent. You stand neutrally enough for long stages, yet can still ride actively, shift your weight and let the 800MT-X work beneath you. Many adventure bikes don't manage this balancing act as well. Some are comfortable standing but too passive. Others are sporty but tiring in the long run. The CFMOTO strikes a very pleasant middle ground here.

Even without a Supermoto world champion gene in your right wrist, you quickly gain confidence on the 800MT-X. I wouldn't call myself an off-road hero, but you feel at home on this bike. You can switch off traction control via the FN button, use the off-road mode and still keep the machine well under control. Perhaps the engine character even helps here: because there's no brutal torque hammer waiting low down, it stays predictable on loose ground.

Standard features include Rain, Street and Offroad riding modes. Traction control can be switched off, which is a must off-road if you don't want to be nannied on every gravel ramp. There's also a large 8-inch TFT display. The tyre pressure monitoring also chimed in during the test. Not because anything was broken, but because air was deliberately let out of the tubeless wheels for the off-road riding and Bernd's antics. Having such a system as standard in this price class is still remarkable. Features like this are usually found in the pricier premium class.

The tubeless spoked wheels match the ambition. At the front the 800MT-X runs the classic adventure bike size of 90/90-21, at the rear 150/70-18. That means you can fit more serious knobbly tyres if the stock rubber is no longer enough. Our bike was fitted with CST Ambro A4 II, a rather road-oriented dual-purpose tyre. That's fine for a first impression, but for more serious adventures I'd reach for chunkier footwear depending on the use.

The seat height is 870 mm. That's not for really short people, but thanks to the slim waist it's not as daunting as the figure alone sounds. Riders of average height should get on fine. In return you get freedom of movement, suspension travel and a bike that doesn't kiss the rocks with its sump at the first ledge off-road.

Touring basically works. The large tank allows long stages of over 400 km without a fuel stop, comfort is fine and the seating position is neutral, albeit with a somewhat tight knee angle. Only on wind protection does my impression remain mixed. The additional wind deflectors take some air off the front, but there's still enough movement reaching the shoulders and helmet. If you're very sensitive to turbulence, you should check this carefully on a test ride.

The side stand also caught my attention. It's pretty short for an enduro. So on loose ground you have to look more carefully where you park if you don't want the CFMOTO to suddenly lie down in the gravel. No huge drama, but a small practical point that does count for adventure bikes off-road.

The 800MT-X isn't perfect. The engine could be fuller, smoother and less prone to stalling low down. The quickshifter sometimes refuses to cooperate. The gearbox has minor moods around first gear, second gear and neutral. For me, the rear ABS opened too early when stabilising slowly with the rear brake. And the wind protection is okay, but not great.

On the other hand, you have a bike that's set to cost under 9,000 euros, with 91 hp, 86 Nm, 230 mm of travel front and rear, a 22.5-litre tank, fully adjustable suspension, 21-inch front wheel, tubeless spoked wheels, riding modes, quickshifter, tyre pressure monitoring and a large TFT. You have to be fair here. With this price in mind, some weaknesses carry less weight than they would on a significantly more expensive bike.

And then there's the feeling off-road. That's exactly where the 800MT-X not only makes rational sense but is real fun. It inspires confidence, can be ridden intuitively and zips willingly over rough surfaces and narrow trails. For an adventure bike, that may be more important than the last newton metre down low.

The CFMOTO 800MT-X is good on the road, but considerably more convincing off-road. If you're mainly after tarmac, motorways, a big screen and maximum wind protection, you'll certainly find more polished alternatives. But if you want a brutally attractively priced adventure bike that doesn't just pretend it can do off-road, you should take the 800MT-X seriously.

It isn't the better KTM 790 Adventure. For that, the engine lacks a bit of oomph and smoothness low down. But it is its own well-made interpretation of the idea: low centre of gravity, grown-up features, good suspension, strong ergonomics and a price that makes you look twice. On tarmac it behaves itself. In the dirt it grins.