The motorcycle manufacturer CFMoto, based in China, brings its first travel enduro - and surprises: The 800MT Touring model is the most technically sophisticated, best-quality motorcycle of Chinese origin at the moment. An Austrian gene donation helps.
The fact that Chinese companies are pushing into the European motorcycle market is nothing new: Benelli, Mondial, Niu, Quingqi, Shineray, Sky Team, Sym Sanyang and Zhejiang are brand names that have appeared in German registration statistics for years. CFMoto is also one of them. The company, also established as KTM's Chinese sales and production partner, is now launching its first travel enduro model, the 800MT.
To anticipate our conclusion, the 91 hp two-cylinder machine is currently the most technically demanding and also the best quality motorcycle of Chinese origin. Of course, one should not ignore the gene donation from KTM in the form of the engine, transmission and electronic assistance systems of the 790 Adventure, which is no longer offered.
Even in the China trim, the KTM in-line two-cylinder is not a powerless tiger: although it is nominally lacking 4 hp, the engine first had to be made Euro5-compatible by the Chinese; KTM did without it at the time and replaced the 790 with the larger displacement 890 version shortly after its launch in 2019. The loss of torque weighs heavier than the 4 hp: Instead of 89 Nm at 6600 rpm, there are only 75 Nm on board, which are only fully available at 8000 rpm.
Consumption suffers from the new engine tuning, which is not yet really solid, and also the vehicle weight, which is quite high at 231 kilograms: while the KTM 790 Adventure (210 kilograms) was still specified as 4.2 liters/100 kilometers, CFMoto gives the 800MT 5.0 liters on. Our practical values with mainly fast but relaxed country road tours were between 4.1 and 4.9 liters/100 kilometers. In view of the 19-liter tank, one is happy about a range of around 350 kilometers.
The gearbox of the China cracker is also a pleasure. It shifts easily and precisely, the quickshifter for clutchless shifting works in the KTM manner, so it's great. I like the clutch too.
The chassis of the Chinese is completely different from that of the Austro gene donor. Instead of the WP suspension elements, those from Kayaba are fitted, instead of 20 centimeters there are only 16 (front) or 15 centimeters of travel. Of course, that's enough for bad roads, but the values are meager for a travel enduro. The emphasis is clearly on travel.
Because the vast majority of touring enduro riders have no greater ambitions than occasionally dashing down a dirt track, this is not a serious disadvantage. It is pleasing that both the USD fork and the central spring strut are adjustable in all parameters. Even the basic setting is ok. The three-disc brake system purchased from Nissin works well, but is not one of the wild biters. Most drivers should be fine with it. Outstanding for a bike "Made in China" is the presence of a six-axis sensor; therefore, an ABS capable of banking and dynamic traction control are on board. Very praiseworthy!
We got along very well with the ergonomics of the CFMoto 800MT. The two-piece, non-height-adjustable seat is well contoured and comfortably padded, and the crucial triangle of seat, handlebars and footrests fits perfectly. The height-adjustable windshield surprised us positively; its wind protection is excellent, no significant turbulence was noticeable.
The equipment of the 800MT in the Sport version (9,899 euros) is good, in the 2,600 euros more expensive Touring version it is outstanding. All-round LED lighting including auxiliary headlights and self-resetting turn signals, cruise control, a pannier rack system for three aluminum containers, a 12 V and a USB socket in the cockpit, which also has a 7-inch TFT display, are always supplied. It is very easy to read, and the on-board computer is also easy to use. Bluetooth connectivity is of course provided. Two driving modes, Sport and Rain, are available. The fact that there is no Enduro mode and it is also not possible to deactivate the ABS indicates that CFMoto does not ascribe any major off-road talents to the vehicle from the outset.
The touring version of the 800MT also comes with a heated driver's seat, heated grips, steering damper, center stand, engine underguard, hand guards, a tire pressure monitor and the aforementioned quick shifter. However, the highlight of the equipment optimization is the three-part aluminum case set: Meticulously processed, with inner lining and carrying handles as well as fine locks, it is also very easy to (dis)assemble and load.
The aluminum containers are optimally adapted to the motorcycle and have the usual volume of 28 or 35 liters; the top case holds 36 liters. Elsewhere, more than 1500 euros have to be spent for a high-quality, complete three-part case system including carriers.
CFMoto would probably not be able to bring the 800MT to market in this form if various components from KTM were not available. But as a production partner of the Austrians, they now have access to the latest technology.
With a final price of 12,499 euros, the 800 MT costs no more today than the 790 Adventure did in 2019 - without the pannier system. Your shortcomings are limited to a few points: inappropriate throttle response including torque hole in the middle speed range and too low payload with mounted suitcases (167 kilograms). Incidentally, the CFMoto is far ahead of the KTM in one important respect: without exception, its design was described as successful by all viewers.
