2025 CFMoto 800MT-X Review

Want something as good off-road as on for your adventuring? Look no further than CFMOTO’s 800MT-X.

Not so very long ago – crikey, it was 2022 – we rode the then-new CFMOTO 800MT and thought it was a sector-defining adventure bike, particularly on the value front. For those on a budget wanting a comfy long distance cruiser and trail explorer, this really seemed to be gold. And it didn’t do much wrong either, which is admirable for a reasonably affordable big bike.

So now we’ve had another shot at the 800MT, only this one brandishing an X-suffix, with a bit more motoX mongrel to it. Ready for a few jumps and proper off-road experiences? Not quite my area of expertise but seasoned adventure riders will likely be up for that. Like most SUVs that have an off-road mode covered in cobwebs, it’s likely that the X won’t always be hammering around the countryside blazing new trails or jumping ravines. We’d imagine most of these will be doing what the MTs (there are two models now) do, a spot of gravel road riding occasionally, and tarmac duties the rest of the time. 

Cue the off-road rubber

Not that this one hadn’t experienced a few adventure rides, what with its standard dual-purpose rubber replaced by knobbie tyres. This would be interesting because we rarely get to experience vehicles with mud pluggers. The few utes/SUVs I’ve driven with these hummed and thrummed on road, though more recent examples seemed quieter. Well the full noise mud tyres on the MT-X sure do hum a merry tune. Not that it worried me unduly because I ride with ear protection anyway. But over and above the mechanical noise there’s definitely additional clamour from the blocky rubber. In general, it gets louder with speed, but there seem to be harmonics involved as well. 

I was more concerned really with how it affected handling but needn’t have been. Okay, so they’re not as grippy as the dual-purpose rubber that has smaller blocks, and less air between them. So they’re not as confidence inspiring with a lean on. But then on dry roads, no particular worries either. This leans over with just the merest hint of peg and bar pressure, like the original MT did, aided by fairly wide handlebars and a low sited fuel tank. 

Long shanks

The other thing you’ll notice about the MT-X that’s quite different is just how tall it is. The standover height is 870mm compared with 830mm on the MT. I’m around 183cm, or six feet. Even in boots I couldn’t balance it flat-footed, so those with shorter inseams will want to consider the accessory low seat that brings standover height back to 830mm.

Naturally, the other primary difference for this model is the suspension. And wheels too. There’s a 21-inch/18-inch wheel combination for better off-road handling alongside more ground clearance (240mm). And suspending them is a set of Yu’an 48mm USD forks, with 230mm of travel. These are fully adjustable and it’s the same for the shock from the same company out back. Piling aboard I really could not manage by swinging a leg over. It’s simpler to use the foot peg as a ladder.

The frame is a chromoly steel number and CFMOTO quotes kerb weight of 220kg for this versus 11kg more for the MTs. 

Engine uptick

The KTM-derived LC8c 799cc parallel-twin engine now squeezes out an extra 12Nm, for a total of 70kW and 87Nm. The added urge in the midrange is said to enhance off-road riding further. We repeated performance figures out of curiosity but found no marked changes. Any extra grunt was negated by the different tyres. Both the sprint time and overtake were 0.2 slower at 4.1sec, and 2.34sec. Both are still pretty respectable. And the stoppie was 2m worse off, at 41m. So a small loss of grip and speed with the wild country rubber versus a big gain off-road we imagine with the added travel, ground clearance, and tyre suitability in iffy conditions. 

The midrange welly starts in at around 4000rpm, making top gear overtakes easy, while there’s a flurry of extra energy from about 6000rpm onwards to the 9500rpm redline. Down low this will pull away okay from nigh on 2000rpm or 60km/h in top whereas previously it was unhappy below 2500rpm. 

Stick to the middling revs from about 3500-6000rpm because that’s where the engine is also silkiest, with almost no vibes through the bars or pegs and lovely clear mirror images. Those, by the by, are secured by a pair of nuts; there’s one in the stem. If either comes loose, you can tighten it by hand enough to maintain mirror position. Fix it properly when you get home.

The X model has a 22.5L tank, up from 19L. Trip info only ever said 4.3L/100km overall so that’s potentially 500km before a refill is needed.

Rides so smooth

What we should also mention is the absorbing ride quality because there’s nothing quite like long travel suspension for smoothing unseemly tarmac. Progress on this is sensational, enhanced by a plush seat and easy-going riding position (once you’re on and underway). Tubeless tyres probably help too.

What else do you get for your $15,990? There’s a six-axis IMU for cornering brake and traction control and you can switch out ABS to the rear. There’s also three ride modes, one of which is an off-road setting. Count also on a bidirectional quick shifter (smooth, effective), a slipper clutch and a huge seven-inch portrait-style TFT screen. This shows that 100km/h is precisely 4000rpm, 110 is 4500rpm, both a lope for this. 

So much kit

The wee screen up front is manually adjustable for height. Keep it low for still days, up for when the weather arrives. It’s well sorted. Other items include cruise control and a ride app so you can integrate your phone via Bluetooth. There are also LED lights, a steering damper and radial brakes up front with good power when you give them a decent squeeze. The rear is also strong. One issue? We kept knocking high beam on when using the clutch.

This comes in grey, or blue/white here which is far more visible. If it were our’s, we’d stick to the standard rubber, and just have a ball easy riding around New Zealand. If the budget doesn’t run to a GS, this CFMOTO will manage fine. And you’ll likely have almost as much fun aboard this. 

Don’t need the off-road ability? The standard MT is $500 less and slightly easier to mount, almost as cushy and comes with heated grips and seats. There’s also a fully kitted Explore version with a whole lot of extra kit, mainly in the safety and practicality areas, at $17,790.  

CFMOTO 800MT-X
$15,990
0-100 km/h 4.12s
80-120 km/h 2.34s (68.3m)
100-0 km/h 41.68m
Speedo error  95 at an indicated 100km/h
Engine Capacity  799cc
Format  Liquid-cooled / fuel-injected / IL2
Max power  70kW@8500rpm
Max torque  87Nm@6750rpm
Cylinder head  DOHC / 8v
Gearbox  6-speed
Drivetrain  Chain final drive
Suspension front  48mm USD forks, fully adjustable 
Suspension rear  Monoshock, fully adjustable
Brakes front  Four-piston calipers, 320mm, twin discs
Brakes rear  Twin-piston calipers, 260mm disc
Safety systems  ABS, TC
Tyre size  f-90/90R21, r-150/70R18
Tyre type  CST Ambro A4
Wheelbase  1530mm
Seat height  870mm
Fuel capacity  22.5L
Measured weight  220kg
Weight distribution  f-106kg / r-114kg