As a husky guy who’s 6 feet tall and more than 200 lb, I’m not the target buyer for small bikes, but man, I sure love riding them. Don’t get me wrong; I love riding powerful bikes (like the 190-hp KTM 1390 Super Duke R Evo I track-tested in Spain) and big bikes (like the Harley-Davidson Glides I recently rode on a nine-day, 4,200-mile tour through four states), but they require a level of respect and seriousness that I’m not always in the mood for. Sometimes I just wanna have fun.
The CFMOTO 450NK has carefree written all over it. It weighs just 364 lb, makes 50 hp at the crank, and has nothing to figure out – just hop on and ride. That’s not to say the 450NK is a toy or just a playbike. While it’s certainly slender between the knees and is easy to toss through a set of tight turns, it doesn’t feel diminutive, nor does it have a cramped cockpit. Snug, perhaps, but not cramped. The positions of the upright handlebar and footpegs are sensible, and the sculpted shape of the tank allows the rider to comfortably wrap around it, giving the sense of sitting in rather than on the bike.
Powering the 450NK is a liquid-cooled 449cc parallel-Twin that’s a workhorse in CFMOTO’s lineup. The same engine is found in the 450SS sportbike, the Ibex 450 adventure bike I recently tested, and the forthcoming 450CL-C cruiser. Dual counterbalancers help it run smoothly throughout the rev range, and its 270-degree crank gives it a delightful rumble complemented by a spicy exhaust note – not the dull drone one might expect of a bike in this class.
Except for a bit of low-speed roughness, the 450NK’s cable-actuated throttle provides good response. The slip/assist clutch makes for a light, easy pull when rowing through the 6-speed gearbox, and both the clutch lever and front brake lever are adjustable for reach. The 450NK’s 17-inch cast-aluminum wheels and narrow 110/70 front and 140/60 rear tires (made by CST, the parent company of Maxxis) contribute to the bike’s nimbleness. A light push on either end of the handlebar is all it takes to initiate a turn, and the 450NK holds its line obediently.
The bike makes a great commuter or playful canyon carver. It purrs smoothly at highway speeds and will do “the ton” with little effort. Given my body’s weight and terrible aerodynamic profile, not to mention my tendency to twist the throttle with abandon, I recorded lackluster fuel economy during this test – just 42.4 mpg, yielding about 157 miles from the 3.7-gallon tank. When our lighter and less aggressive associate editor, Allison Parker, tested the 450SS, she posted a more respectable 63 mpg. Sheesh, maybe it’s time to shed a few pounds and reduce my coffee intake.
The 450NK’s suspension and brakes, while competent, are about what you’d expect for a $5,399 motorcycle. The 37mm inverted fork is not adjustable, and the multi-link rear shock is only adjustable for spring preload. Damping is good for general street riding without being overly taut or too soft. The J.Juan brakes, with a 4-piston radial front caliper pinching a 320mm disc and a 1-piston floating rear caliper with a 220mm disc, provide adequate, consistent stopping power. Standard safety features include ABS and switchable traction control.
Carles Solsona, CFMOTO’s Italy-based motorcycle design director, did a great job on the 450NK’s styling, which echoes that of the 800NK. Both bikes have a V-shaped headlight nacelle with a large daytime running light, and the tops of their front fenders have a unique convex shape. The tank shrouds, radiator shrouds, lower cowling, and airy cut-outs in the tail give the 450NK a modern, go-fast look, and the Zephyr Blue colorway is especially eye-catching (the other color option is Nebula White).
Useful amenities include full LED lighting, a USB charging port, and a 5-inch color TFT instrument panel that includes Bluetooth connectivity to the CFMOTO app, which allows navigation and music to be shown on the screen. The switchgear and menus are intuitive, but the app’s navigation function needs some refinement.
As with other bikes in CFMOTO’s lineup, the 450NK delivers good value for the money, but its most endearing trait is its approachability. After a long hiatus from riding, my brother, Paul, has returned to the joys of motorcycling, and lately we’ve been getting together for Saturday morning rides. He has taken a shine to the 450NK, which has been the perfect bike on which to sharpen skills that had become dull.
Whether you’re new to riding, returning to the fold, or are a jaded veteran, the smile that will be on your face after riding this bike is priceless.
Adventure bikes are undeniably hot right now. Out of more than 70 new or significantly updated street-legal motorcycles announced for 2024 in the U.S. market, nearly half are dual-sport or adventure models. There are many ADVs to choose from in the 750cc-and-up displacement class, but there are few below 500cc. One of the most intriguing additions to the adventure category is the 2025 CFMOTO Ibex 450.
Known as the 450MT outside the U.S., the Ibex 450 is powered by a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers, and it’s mated to a 6-speed gearbox with a slip/assist clutch. Variations of this engine are found in several CFMOTO models, including the 450NK naked bike, the 450SS sportbike, and the forthcoming 450CL-C cruiser.
In the Ibex 450, the engine produces a claimed 44 hp at 8,500 rpm and 32.5 lb-ft of torque at 6,250 rpm. When Royal Enfield updated the Himalayan adventure bike for 2024, it was upgraded from an air-cooled 411cc Single to a liquid-cooled 452cc Single that makes a claimed 39.5 hp and 29.5 lb-ft of torque. The Ibex not only makes more power and torque, but its two cylinders and dual counterbalancers also deliver the goods more smoothly.
CFMOTO set out to produce a light, fully capable adventure bike at a reasonable price, and it has achieved its goal. The Ibex 450 is claimed to weigh 386 lb dry, so probably about 425 lb with its 4.6-gallon tank full. Even though it’s priced at just $6,499, it’s brimming with features not found on adventure bikes that cost thousands of dollars more. Perhaps most appealing is its tubeless spoked wheels, which greatly simplify roadside or trailside flat repairs. And they’re in 21-inch front and 18-inch rear sizes, which perform well off-road and are compatible with a wide range of dual-sport and adventure tires.
The Ibex 450 has a chromoly steel frame, 8.7 inches of ground clearance, and adjustable KYB suspension with 8 inches of travel. It also includes a 5-inch TFT display with Bluetooth connectivity ABS that can be disabled at the rear, switchable traction control, an adjustable seat height, a windscreen with on-the-fly height adjustment, handguards, a skid plate, a radiator guard, folding mirrors, a rear rack, LED lighting, and a USB-C charging port.
CFMOTO hosted a global launch for the Ibex 450 in Palawan, Philippines, a province that includes several tropical islands between the South China and Sulu seas (think Survivor, Seasons 25-28). Our test ride was around El Nido, which has few paved roads, and those that are paved are made of rough poured concrete and are buzzing with small scooters and motorcycles, many of which are “tricycles” with enclosed sidecars that are the local version of a tuk-tuk. Most roads are poorly maintained dirt and gravel tracks through the island’s hilly jungle terrain that connect small villages and beaches.
We knew we weren’t in Kansas anymore when our first obstacle was a water crossing (bypassing a rotted bridge) where water buffalo kept themselves cool in the shaded water. Even though it was March, Palawan was oppressively hot, with temps and humidity levels in the 90s. The region was in a severe drought, so the unpaved roads were extremely dusty – bikes kicked up clouds of fine, powdery silt that hung in the air like smoke. We spaced out our conga line of bikes as best as we could, but like a team of sled dogs, unless you’re in the lead, the view is always the same.
Since the standard seat height of 32.3 inches is on the low side for an adventure bike and I’ve got a 34-inch inseam, I opted for the accessory high seat ($199.99), which increases seat height to 34.3 inches and provides a much flatter seating platform. Even with the high seat, there was a fair amount of bend in my knees given the height of the footpegs, and the seat was plush and comfortable.
Within the first few miles, I felt comfortable on the Ibex 450. I’ve been testing a 450NK back home, and I’ve developed a fondness for the sound and feel of the 450cc parallel-Twin, which emits a nice rumbling exhaust note. The cable-actuated throttle provides predictable response, though small inputs at low speeds felt a tad jerky. (My test bike had only 65 miles on the odometer, so it was barely broken in.) The gearbox shifted smoothly, aided by the light action of the slip/assist clutch.
Given the roughness of the unpaved roads and tracks, I spent a fair amount of time standing up on the cleated footpegs (I removed the rubber inserts). The Ibex 450 feels slim between the knees, and the tank section is smooth and unobtrusive. The wide handlebar provided good steering control, and even though it is adjustable I would have liked a higher riser to accommodate my tall frame (I’m 6 feet tall with long arms).
The brakes are supplied by J.Juan and consist of a single 4-piston front caliper squeezing a 320mm disc and a 1-piston rear caliper squeezing a 240mm disc. Although braking power was sufficient for my needs, especially since we were traveling at a moderate pace given the conditions, there was limited feel at the lever. I liked the convenience of turning off ABS and TC at the rear wheel by pressing a button on the handlebar (a long press turns rear ABS/TC off, and a quick tap turns them back on), but a true off-road ABS mode with less intervention at the front wheel would be a valuable addition.
The large-diameter front and rear wheels rolled over obstacles with ease, and the CST adventure tires (which have a tread pattern similar to Pirelli Scorpion Rally STRs) provided decent grip and predictable behavior, even in loose sand and deep silt.
To achieve an aggressive price point, compromises must be made, and on motorcycles that typically means lower-spec brakes and suspension. The Ibex 450’s suspension adjustability (the fork is fully adjustable; the shock is adjustable for rebound and preload) is a major plus in this price range. With the standard settings used at the launch, the KYB suspension performed quite well, though it felt a little rough at low speeds and more responsive at higher speeds. I look forward to a longer test where I can dial in the fork and shock damping and preload to my size and riding style.
This was no bunny slope test ride. CFMOTO mapped out a challenging route that required skill and focus. There were tricky climbs and descents littered with rocks and ruts, roads and trails with rough embedded stones, unpredictable dogs and goats hiding in the shade by the side of the road, and even a stretch of singletrack through a mango grove with unforgiving low branches.
At the end of the day, after we’d sweated through our gear and depleted our energy reserves, we did laps around an off-road park with increasingly difficult terrain. The Level 1 loop was easy, much like what we’d ridden earlier in the day. Level 2 was harder with challenging climbs and descents on a heavily silted trail with switchbacks and hidden tree roots. Level 3 was harder still, climbing to the top of a small mountain and then back down the other side.
I’m happy to report that I made it through all three levels without dropping the bike, but the off-road park tested me as much as it tested the bike. The Ibex 450’s tractable power, moderate weight, long-travel suspension, and large-diameter wheels were helpful throughout the day and especially on those loops around the park. I never felt like something was missing or holding me back (except my 50-year-old body).
Another useful feature of the Ibex 450 is its 5-inch TFT display, which uses bold white-on-black graphics, motorcycle illustrations that show what different settings do, and an easy-to-navigate menu system. On either side of the instruments are knobs for adjusting the windscreen height. And above the dash is a horizontal bar where a GPS or smartphone can be mounted.
The CFMOTO Ibex 450 proved itself to be not just a good adventure bike for the price, but a good adventure bike period. It has the features that adventure riders want, and it’s available with useful accessories like the high seat I tested, upper and lower crash guards (which were fitted on our test bikes; $149.99 for the upper guards, $129.99 for the lower guards), a beefier skid plate, a touring windscreen, a centerstand, hard and soft luggage, and more. At $6,499, it’s a great value, and it’s backed by a 2-year warranty.
The Ibex 450 will be available at CFMOTO’s 350-plus U.S. motorcycle dealers starting in September, and I bet it will sell like hotcakes.
2025 CFMOTO Ibex 450 Specs
Base Price: $6,499
Price As Tested: $6,979 (high seat, upper and lower crash guards)
Back in the ’70s, Cycle magazine coined the term “Universal Japanese Motorcycle” to refer to the proliferation of standard bikes built by the Japanese Big Four that adhered to the same formula: air‑cooled inline‑Fours with tubular cradle frames, disc front brakes, telescopic forks, and dual rear shocks.
Much has changed in the last five decades, but manufacturers still stick to tried‑and‑true formulas when designing motorcycles. These days, regardless of where bikes hail from, there has been a convergence in the middleweight class on parallel‑Twin engines because they are cost‑effective to produce, easy to package within a frame, and flexible in terms of tuning. Also known as vertical Twins because the two side‑by‑side cylinders stand upright, modern versions typically have liquid cooling, fuel injection, and a 270‑degree crankshaft that produces a V‑Twin‑like rumble.
Last year, Suzuki, a veteran of the UJM wars, introduced a liquid‑cooled 776cc parallel‑Twin that powered two new models: the GSX‑8S naked sportbike and V‑Strom 800DE adventure bike. The engine has DOHC, 4 valves per cylinder, a 270‑degree crank, throttle‑by‑wire, and Suzuki’s patented Cross Balancer system, which minimizes vibration. The GSX‑8S is equipped with several Suzuki Intelligent Ride System electronic rider aids, including throttle response modes (Active, Basic, and Comfort), multi‑mode traction control (1, 2, 3, and Off), an up/down quickshifter, Easy Start, and Low RPM Assist.
Chinese manufacturer CFMOTO entered the U.S. motorcycle market in 2022 and has expanded its lineup to 11 models for 2024. One of its newest is the 800NK, a naked sportbike powered by a liquid‑cooled 799cc parallel‑Twin that’s a previous‑gen version of the KTM 790 engine, which CFMOTO now builds under a partnership agreement. Similar to Suzuki’s modular approach, the same engine is found in CFMOTO’s Ibex 800 adventure bikes. On the tech front, the 800NK has throttle‑by‑wire, throttle response modes (Sport, Street, and Rain), and cruise control but no traction control or quickshifter.
Those looking for an affordable, streetfighter‑styled motorcycle would likely cross‑shop these two bikes, especially since there’s just a $500 delta between their MSRPs: $8,999 for the Suzuki and $8,499 for the CFMOTO. To suss out their differences, we tested them back‑to‑back on local freeways and backroads and had our friend John Ethell at Jett Tuning run them on a Dynojet dynamometer.
CFMOTO 800NK vs. Suzuki GSX8S: Wonder Twin Powers, Activate!
Despite just a 23cc difference in displacement between the CFMOTO and Suzuki, there’s a significant difference in engine output. Both Twins rev out to nearly 10,000 rpm, and their dyno curves show fairly linear increases in power and flat torque curves. Past 6,000 rpm, their curves begin to diverge, with the CFMOTO climbing to 93.4 hp at 9,400 rpm while the Suzuki levels out at 75.9 hp at 8,300 rpm. Torque figures are closer, but the 800NK still has the advantage in the upper rev range, maxing out at 57.1 lb‑ft at 6,600 rpm compared to 53.3 lb‑ft at 6,700 rpm on the GSX‑8S.
The CFMOTO also has a lower curb weight, giving it a higher power‑to‑weight ratio. It weighs 410 lb with its 4.0‑gallon tank full, whereas the Suzuki weighs 445 lb with 3.7 gallons in its tank.
Differences in power and weight aren’t readily apparent at lower rpm and around‑town speeds, but the Suzuki feels more refined. The GSX‑8S starts easily when cold, idles smoothly, and has spot‑on fueling and throttle response. The 800NK, on the other hand, is slow to warm up, idles like it’s in a bad mood, and exhibits some hesitation when making throttle adjustments between 4,000 to 6,000 rpm, which corresponds to a dip in the horsepower and torque curves.
Above 6,000 rpm, however, the CFMOTO finds its groove, responding cleanly and directly to throttle inputs and making its power and weight advantages readily apparent. It flicks back and forth through tight corners more easily than the Suzuki, and a twist of the wrist catapults the 800NK ahead more rapidly than the GSX‑8S, which falls flat in the upper rev range. Although sound doesn’t necessarily affect performance, it does tap into our emotions. The CFMOTO’s more aggressive exhaust note makes for a more engaging riding experience without being too loud.
There’s also some daylight between these bikes in terms of shifting. Both are equipped with 6‑speed transmissions with cable‑actuated slip/assist clutches. Neither bike requires much effort to change gears, but the Suzuki’s gearbox is noticeably smoother, and it’s aided by the convenience of a quickshifter. The CFMOTO has an adjustable clutch lever, but the Suzuki does not.
When manufacturers aim for aggressive price targets, one of the most common places to cut costs is with the suspension, particularly in terms of adjustability. Both CFMOTO and Suzuki sourced their components from Japanese suspension maker KYB, and both bikes have inverted forks (43mm on the CFMOTO, 41mm on the Suzuki) and rear monoshocks. The only adjustability on the GSX‑8S is rear preload, but the 800NK offers full adjustability on the fork and rebound and preload adjustability on the shock. Ride quality between the two is fairly similar, with their damping rates calibrated for general use rather than the tautness of more aggressive sportbikes, but the CFMOTO allows riders to dial in their preferences front and rear.
The CFMOTO has a slight edge in terms of braking. With components sourced from J.Juan, a Spanish subsidiary of Brembo, the 800NK has a pair of 4‑piston radial front calipers pinching 320mm discs, a 2‑piston rear caliper pinching a 260mm disc, a radial‑pump front master cylinder, and steel‑braided lines. The 800NK’s brakes provide strong, consistent power with good feedback from the adjustable front lever, but they could use more initial bite.
The Suzuki wears Nissin brakes, with dual 4‑piston radial front calipers squeezing 310mm discs, a 1‑piston rear caliper squeezing a 240mm disc, an axial‑pump front master cylinder, and rubber lines. Stopping power is decent, but the Suzuki’s brakes feel more numb and provide less feedback than the CFMOTO’s. ABS is standard on both bikes.
The 800NK and GSX‑8S are compact machines with short wheelbases, narrow waistlines, and sporty chassis geometry. Both have steel frames, steel subframes, cast‑aluminum swingarms, and tapered aluminum handlebars. From the cockpit, the Suzuki almost disappears beneath the rider thanks to its svelte tank, 1.7-inch narrower handlebar, and slender (but 0.4 inch taller) seat. The CFMOTO’s tank and bodywork flare out more, and its handlebar is wider, giving it more visual presence from the saddle. Its seat is also wider at the back and has thicker, more comfortable foam.
As streetfighters, these bikes lend themselves to an aggressive riding style, but they’re comfortable enough for everyday riding or commuting. Their handlebars’ bends and risers allow for an upright seating position, and their footpegs are placed high enough for good cornering clearance but low enough for adequate legroom.
When you exit the highway and find your way to a winding backroad, they are more than happy to display their athleticism. Both roll on 17‑inch cast wheels with 120/70 front and 180/55 rear tire sizes, and their radials – Maxxis Supermaxx ST on the CFMOTO, Dunlop Roadsmart 2 on the Suzuki – provide neutral handling and decent grip. With its additional steering leverage and 35‑lb weight advantage, the CFMOTO is more agile than the Suzuki but not by much.
CFMOTO 800NK vs. Suzuki GSX8S: Devil in the Details
In some ways, these are two evenly matched motorcycles, while in others, they diverge. One is built by a well‑established Japanese brand that has been building motorcycles since the early 1950s and selling them in America since 1963. The other is built by an upstart Chinese company that has been building motorcycles only since 2000 but has grown rapidly and not only builds its own engines and motorcycles but also builds them for KTM, Europe’s largest manufacturer.
Although the Suzuki GSX‑8S was introduced in 2023 as a new model with a new engine, it feels very refined. It has the build quality and fit and finish one expects from one of the Big Four Japanese manufacturers, and its engine, electronics, and chassis work together harmoniously. The GSX‑8S costs $500 more than the 800NK, but it has standard features that the CFMOTO lacks, such as traction control and an up/down quickshifter. Its bright TFT instrument panel uses a larger, thicker font and is easier to read in all conditions than the one on the 800NK.
As the new kid on the block looking to build trust in the market, CFMOTO’s value proposition is to provide more bang for the buck. For the 800NK, that starts with the tried‑and‑true KTM 790 engine that delivers an additional 17.5 hp and 3.8 lb‑ft of torque over the GSX‑8S motor. It continues with a 35‑lb lower curb weight, suspension with more adjustability, higher‑spec brakes, and features like cruise control and smartphone connectivity. Not only is the base price lower, but it comes with an additional year of warranty coverage. But it also feels rougher around the edges, particularly regarding its low‑rpm fueling.
If you’re an experienced rider who wants a light, powerful, somewhat rowdy streetfighter and can live without traction control and a quickshifter, you’ll want the CFMOTO 800NK. But if you’re someone who prioritizes smoothness and refinement over power, or if you’re a newer rider, the Suzuki GSX‑8S is for you.
Spec Comparo: 2024 CFMOTO 800NK vs. 2024 Suzuki GSX-8S
Base Price: $8,499 (CFMOTO) — $8,999 (Suzuki)
Warranty: 2 yrs., unltd. miles — 1 yr., unltd. miles
We’re at the 2024 American International Motorcycle Exposition (AIMExpo) in Las Vegas, where nearly 200 vendors from around the world are displaying the latest motorcycles and products to dealers, media, and other industry insiders. Here are 21 cool new motorcycles we’ve seen at the show.
When the 2024 CFMOTO lineup was announced last October, notably absent was the 650 ADVentura middleweight street-adventure bike. However, added to the company’s lineup were two new naked sportbikes, one of which is based on its 450 platform, and at the annual AIMExpo in Las Vegas, the company announced two new bikes based on that same platform: the 2025 CFMOTO Ibex 450 adventure bike and the 450CL-C cruiser.
The Ibex 450 features a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers all working together for a claimed 44 hp at 8,500 rpm and 32.5 lb-ft of torque at 6,250 rpm. The engine is mated to a 6-speed gearbox with a slip/assist clutch.
When we tested the 650 ADVentura in the summer of 2022, one of the things we noted was the lack of traction control. This has been added on the Ibex 450, as well as the ability to turn it off at the rear wheel. The Ibex 450 has a fully adjustable KYB inverted fork and a central-aligned, multi-link rear monoshock with adjustable damping and preload and an external gas reservoir for steady damping and enhanced heat dissipation. Suspension travel is 8 inches front and rear.
In addition to the Standard ride mode, the Ibex 450 also features an Off-Road mode and switchable rear-wheel ABS, two features we would’ve liked on the Ibex 800 T. Otherwise, stopping power comes from J.Juan components, with a 4-piston caliper biting a single 320mm disc up front and single-piston caliper and 240mm disc in the back.
The Ibex 450 has a chromoly steel frame, tool-less windscreen adjustment, foldable mirrors, an adjustable handlebar, an aluminum alloy skid plate, and a 4.6-gallon tank. The 32.3-inch seat height/ride height can be lowered to 31.5 inches via an integrated lowering link, it has 8.7 inches of ground clearance, and it rides on tubeless, cross-spoke rims (21-inch front, 18-inch rear). The bike has a dry weight of 386 lb.
The Ibex 450 features full LED lighting, a 5-inch curved TFT with Bluetooth and CFMOTO Ride app connectivity, and a USB type-C charging port.
The 2025 CFMOTO Ibex 450 will come in Zephyr Blue or Tundra Grey and start at $6,499.
Following up on the addition of the new 450NK naked sportbike to the 2024 lineup, CFMOTO has announced two other new bikes based on the same platform: the 2025 CFMOTO 450CL-C cruiser and the Ibex 450 adventure bike.
Although the CFMOTO website says that the 700CL-X has elements of a cruiser, when we tested it in 2022, we felt it was more naked sportbike with scrambler styling. However, the new 450CL-C firmly plants its flag in cruiser territory.
The 450CL-C features a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers all working together for a claimed 40 hp at 8,000 rpm and 30 lb-ft of torque at 6,250 rpm. The engine is mated to a 6-speed transmission, a slip/assist clutch, a Gates belt final drive, and a dual-chamber exhaust coated in a matte ceramic finish.
Braking is provided by J.Juan components, with a 4-piston caliper and single 320mm front disc and a single-piston caliper and 240mm disc in the rear. For suspension, the 450CL-C has a 37mm inverted fork and central monoshock. ABS and traction control are standard.
The 450CL-C rides on a 58.5-inch wheelbase and has a 28-degree rake and 4.25 inches of trail. The curb weight is listed at 399 lb with its 3.2-gallon fuel tank full. The bike rolls on 16-inch rims wrapped in chunky tires (130/90-R16 front, 150/80-R16 rear) and has a 27-inch seat height.
It has full LED lighting and a 3.6-inch round TFT display with Bluetooth and CFMOTO Ride app connectivity.
The 2025 CFMOTO 450CL-C will come in Bordeaux Red and Nebula Black and start at $5,699.
CFMOTO has announced some changes to its 2024 motorcycle lineup. The CFMOTO 800NK naked sportbike joins CFMOTO’s Ibex 800 S and T adventure bikes in the middleweight class. The 450NK is another new naked sportbike that joins the 450SS, and the Papio minibike lineup now includes two models, the Papio CL and Papio SS.
Models returning for 2024 include the 300NK, 300SS, 700CL-X, and 700CL-X Sport. The 650NK naked bike and 650 ADVentura street-adventure bike have been dropped from the lineup.
Similar to its adventure bike stablemates, the new CFMOTO 800NK features a liquid-cooled 799cc parallel-Twin with DOHC and 4 valves per cylinder that makes a claimed 100 hp at 9,500 rpm and 60 lb-ft of torque at 8,000 rpm. This is a previous-gen version of the KTM 790 engine that CFMOTO builds under a partnership agreement. The 800NK has a 6-speed gearbox, throttle-by-wire, and a slip/assist clutch. The 800NK adds a Street ride mode in addition to the Sport and Rain modes found on the Ibex 800 models. All three models have cruise control, but the Ibex 800 T is the only model that features a quickshifter.
The 800NK has fully adjustable KYB suspension, with an inverted fork and single shock, and for stopping power, all 800 models have J.Juan components, with radial-mount 4-piston calipers biting dual 320mm discs up front and a 2-piston floating caliper pinching a single 260mm disc in the rear. ABS is standard.
The naked sportbike rides on 17-inch aluminum alloy wheels with a 57.8-inch wheelbase. Seat height is 31.5 inches, and with a 4-gal. fuel tank, the bike comes in with a curb weight of 417 lb.
The 800NK has full LED lighting and a 5-inch TFT display with Bluetooth compatibility and device pairing via the CFMOTO Ride App.
The 2024 CFMOTO 800NK will come in Nebula Black or Zircon White starting at $8,499.
2024 CFMOTO 450NK
When we tested the 2023 CFMOTO 450SS in the Appalachian Mountains of Tennessee and North Carolina, our reviewer said the bike “proved a trustworthy steed that allowed me to work on my cornering skills with a confidence-inspiring ride.” For 2024, CFMOTO has released the naked sportbike version of the platform, which features the same liquid-cooled 449cc parallel-Twin with DOHC and 4 valves per cylinder and a 270 crank, all working together for a claimed 50 hp at 9,500 rpm and 28.8 lb-ft of torque at 7,600 rpm and mated to a 6-speed gearbox and slip/assist clutch.
Both the 450NK and 450SS also share the same suspension, with an inverted fork and multi-link rear suspension, but for stopping power, the 450NK uses J.Juan components while the 450SS uses Brembo M40 front calipers. However, other braking specs are the same, with a 4-piston front caliper biting a 320mm disc and a single-piston floating caliper and 270mm disc in the rear. ABS is standard on both bikes.
Both bikes ride on 17-inch aluminum alloy wheels. CFMOTO hasn’t specified the tires on the 2024 450SS – the 2023 model was shod with CST Adreno HS AS5 tires – but the 450NK has Maxxis Supermaxx ST tires.
The 450NK comes in with a slightly longer wheelbase than the SS (53.9 inches vs. 53.5), a slightly higher seat height (31.3 inches vs. 31.0), and at a trim 364 lb, it’s 6 pounds lighter than the SS.
Both bikes have full LED lighting and a 5-inch TFT display with Bluetooth compatibility and device pairing via the CFMOTO Ride App.
Both 2024 CFMOTO 450 models come in Nebula White, but the second option for the 450NK is Zephyr Blue, as opposed to Zircon Black for the 450SS. The 450NK starts at $5,399, and the 450SS starts at $5,699.
2024 Papio CL and SS
The CFMOTO Papio takes its name from the genus that includes baboons, and when our reviewer tested out a 2022 Papio at a CFMOTO launch in Minneapolis, he said the ride indeed was like a barrel of monkeys.
For 2024, CFMOTO now offers two Papio models that will appeal to different buyers. CFMOTO says the Papio CL has “scrambler roots” and is more geared toward playing the dirt, while the Papio SS has a retro racing look.
Both bikes feature an air-cooled fuel-injected 126cc Single making 9.4 hp, but the peak comes a little sooner than the 2023 model (8,250 rpm vs. 8,500), and the torque is slightly higher at 6.8 lb-ft compared to 6.5 lb-ft on the 2023 model. The engine is mated to a 6-speed gearbox, which is a unique feature in this segment.
Suspension is still provided by an inverted telescopic fork (with lower covers on the CL for extra protection) and a central monoshock, and braking still comes from a 2-piston caliper and 210mm disc up front with a single-piston caliper and 190mm disc in the back. ABS is standard on both models.
Both bikes roll on 12-inch three-spoke aluminum alloy wheels, with the CL tires sporting a more chunky tread pattern than the SS. The CL also has a higher handlebar and lower footpegs to suit its purpose, while the SS has clip-on handlebars, a quarter fairing, and a lower belly pan. The sharper beak on the previous Papio has been softened for 2024 and now features dual round LED headlights.
Seat height has dropped a half-inch from the previous Papio, down to 30 inches on both 2024 models, and while the fuel tank capacity is one-tenth of a gallon less at 1.8 gal, the curb weight still comes in at 251 lb. The 2024 Papio CL comes in Nebula Black or Galaxy Grey starting at $3,299, and the Papio SS comes in Magma Red, Nebula White, or Moss Green, also at $3,299.
Starting Friday, Sept. 8, and resuming Monday, Sept. 11, we’ll be announcing two MOTY finalists per day, with the big reveal of Rider‘s 2023 Motorcycle of the Year winner on Friday, Sept. 15. So bookmark this page and keep checking back. –Ed.
If Rider’s Motorcycle of the Year, now in its 34th year, were a person, it would have graduated from college or completed military service, launched a career, got married, bought a house, and started a family. It would have a couple motorcycles in the garage, perhaps a cruiser or sport-tourer for the open road and a dual-sport or adventure bike for exploring the backcountry.
In other words, it would be like the rest of us: a dedicated motorcycle enthusiast.
Rider has been bringing you “Motorcycling at Its Best” for almost 50 years. We’ve tested nearly every street-legal motorcycle on the market, with an emphasis on real-world bikes that are within reach for most of us. For every $100,000 Arch 1s we review, we test dozens if not hundreds of motorcycles you’ll find in dealerships and garages across America, from sea to shining sea.
Unlike car dealers, most motorcycle dealers don’t offer test rides. Demo rides are great, but they are few and far between and often involve parade-pace conga lines that don’t allow riders to experience a motorcycle’s true capabilities. We know you count on us to provide honest, in-depth reviews to help you make informed purchase decisions – or to just keep you up to date on the latest and greatest bikes on the market.
Every year, we ride as many new or significantly updated motorcycles as we can and evaluate them within the context of their intended use. Then we put our collective heads together and identify those that best fulfill their intended purpose and advance the state of motorcycle design, performance, and function.
For 2023, there were more than 80 eligible contenders. We narrowed them down to 10 finalists and one winner. Starting Friday, Sept 8, and resuming Monday, Sept. 11, we’ll be updating this post with two finalists per day, with the big reveal of this year’s 2023 Motorcycle of the Year winner on Friday, Sept. 15. So bookmark this page and keep checking back.
Without further ado…
2023 Motorcycle of the Year Finalists:
1. BMW R 18 Roctane
The fifth member of the R 18 family is a unique alternative to the ubiquitous American V-Twin. It’s powered by the BMW 1,802cc “Big Boxer” Twin and features blacked-out styling, a midrise handlebar, a 21-inch front wheel, and hard saddlebags. The Roctane has admirable curb appeal, good comfort and handling, and high-tech features including Rock, Roll, and Rain ride modes.
CFMOTO has been on the gas lately, expanding its motorcycle lineup from seven to 10 models, including two versions of the Ibex 800 adventure-tourer powered by a 790cc parallel-Twin adapted from the KTM 790 Adventure. The top-of-the-line Ibex 800 T is comfortable, capable, and packed with useful features yet retails for an accessible $10,499.
Earlier this year, we tested the 2023 CFMOTO 300SS, a small and capable sportbike that is the company’s bestseller worldwide. Next up the ladder is the CFMOTO 450SS, which joined the 10-model lineup this year.
The CFMOTO 450SS rings in at $5,499, which is $1,000 more than the 300SS. For the extra grand, the 450 delivers 158cc more displacement and one more cylinder than the smaller bike’s 292cc Single. It also features a Brembo front brake caliper, adjustable levers, a more informative and brighter TFT display, and other upgrades. Color options for 2023 are Nebula Black with blue accents or Zircon Black with red accents.
Level Up
In the small sportbike segment, CFMOTO is the only manufacturer offering a 450, and the 450SS’s liquid-cooled 449cc parallel-Twin makes a claimed 50 hp at 9,500 rpm and 28.8 lb-ft of torque at 7,600 rpm. Its closest competitors are the KTM RC 390 (44 hp, 373cc Single, $5,899), Kawasaki Ninja 400 (45 hp, 399cc parallel-Twin, $5,299), and QJ Motor SRK400RR (44 hp, 400cc parallel-Twin, $5,099). The CFMOTO, KTM, and QJ Motor all come standard with ABS, but it’s a $400 upgrade on the Kawasaki.
The 450SS’s engine has Bosch fuel injection, dual overhead cams with 4 valves per cylinder, and a 270-degree crankshaft, which gives it a rumbling sound and feel. The engine is mated to a 6-speed gearbox and a slip/assist clutch. The bike’s wet weight is 370 lb, only 6 lb heavier than the 300SS, and it has a 3.7-gal. fuel capacity, a 31-inch seat height, and a 53.5-inch wheelbase.
Suspension comes in the form of a 37mm inverted fork and a multi-link rear shock with preload that can be adjusted using the small toolkit under the seat. Stopping power comes from a radially mounted Brembo M40 4-piston front caliper biting a 320mm disc and a single-piston floating caliper and 270mm disc in the rear.
First Date
Upon pulling up at my local CFMOTO dealer and parking the 300SS beside the 450SS, I noticed that the 450SS has a similar overall appearance to the 300SS but with features that make it look sportier and a bit sexier. From the streamlined windshield and larger exhaust to the sliders on the bodywork and race-inspired winglets, the 450SS looks like it means business. Upon turning the key, the LED headlight performs a sort of welcome dance in which light flows from top to bottom and flashes to catch the eye of passersby.
Firing up the 450SS produces a nice growl from the 449cc parallel-Twin. The seating position is comfortable for me, and I could ride the 450SS for longer periods of time than I could the 300SS before I needed to hop off and stretch out. At 5-foot-1, I had plenty of leg room and seat room. The reach to the clip-ons was a bit long but not uncomfortable.
Rolling on the throttle, the 450SS delivers immediate power. Initial throttle response is a little jumpy, but that smooths out in higher gears. Once it gets going, the bike has enough power and grunt on tap for me to do everything I want to do whenever I want to do it. To see how the 450SS stood up against longer hours in the saddle and more aggressive corners, I spent three days putting about 700 miles on the bike in the Appalachian Mountains of Tennessee and North Carolina.
Wanting to make progress on my way to Robbinsville, North Carolina, from my home in Middle Tennessee, I ripped the 450SS up the interstate for about 130 miles, and the bike was happy to play along. (See sidebar below about 129 Cabins, a motorcycle-friendly inn where I stayed on this trip.) Whenever I needed to push past slower-moving traffic or change speeds, it was eager to comply.
When I got off the interstate and started winding my way through the mountains, the 450SS felt right at home. One upgrade over the 300SS that I appreciated was the front brake. Where the 300SS’s front brake felt weak and needed some encouragement to apply the right amount of pinch, the 450SS’s Brembo M40 front brake was responsive and shed speed quickly. It was a welcome upgrade when I hit the twisty roads through the mountains, including my first foray on the Tail of the Dragon.
The suspension provided confidence as I dipped and climbed. I adjusted the front brake and clutch levers with the dial adjustments on both, and I was glad to be able to shorten my reach and put the levers in easy grabbing distance. As a rider with smaller hands, needing to stretch my wrist to reach the front brake lever affects my grip on the throttle, and having a shorter reach allowed me to experience the 450 without such hinderances.
On my return trip to Middle Tennessee, I rode on wet roads and dodged storms for several hours. Although I didn’t push the bike too hard in the rain, the CST Adreno HS AS5 tires never misbehaved. They held onto the pavement and provided adequate grip in the turns. When the roads were dry, the tires felt even better. Some riders who are more willing to push the 450SS to its limits might desire a higher-performing tire, but I found the stock tires were plenty for my needs.
From the Cockpit
The 5-inch TFT display is also an upgrade over the TFT on the 300SS. I found the display on the 300SS a little hard to see in direct sunlight, but the display on the 450SS is always bright and visible. It also provides more information than the display on the 300SS. You’ll find speed, a tachometer, a clock, gear position, and fuel level, as expected. With up and down arrows on the left switch, you can also toggle between a variety of information, including an odometer, two tripmeters, range, average speed, fuel consumption, and average mph per trip.
The 450SS will also connect to a phone via Bluetooth, and from the CFMOTO app, the rider can pull up navigation and music on the display. The navigation worked the same as on the 300SS, which means there are still some kinks that need to be worked out. For example, when choosing a route on the app, I’m given two options. If I choose the longer option that avoids interstates and highways, the navigation will hold that route for a mile or two before trying to direct me to the faster route. I also still don’t like that the distance to the next turn is given in inches after coming within 0.1 mile of the turn, which was an annoyance with the 300SS as well. However, these are minor nuisances for which I expect CFMOTO will find a solution before long.
The 300SS comes with two ride modes. In contrast, the 450SS has no ride modes, but it does have two display modes. Concision mode provides more information and easier access to all the options, and Classics mode is simplified and puts revs and speed front and center.
One More Round
For a moto trip to and through the Appalachian Mountains, the CFMOTO 450SS proved a trustworthy steed that allowed me to work on my cornering skills with a confidence-inspiring ride. I enjoyed the 300SS as well, but if I were deciding between the two, I’d opt for the higher-powered and more refined 450SS for $1,000 extra. The parallel-Twin is impressively responsive, the Brembo front brake provides much better braking, and the dimensions are more comfortable for longer stints in the saddle. I’d be happy to keep this one in the garage and on the road for a while longer.
My trip to Robbinsville, North Carolina, for this test ride not only provided me with excellent roads in the Appalachian Mountains but also a chance to get away and enjoy the beauty of the area. Not wanting to stay at an uninspiring chain hotel, I found a room at 129 Cabins that had exactly what I was looking for: proximity to great riding roads, solitude, and scenery.
Located off of U.S. Route 129 about 25 miles southeast of the Tail of the Dragon, 129 Cabins offers six private rooms on a wooded hillside, each with a private motorcycle garage. I stayed in a room with a king bed, but other layouts have two full-size beds or a king and bunk beds. Each room includes a large TV, wi-fi, air conditioning, a bathroom and shower, a microwave, a minifridge, and a breakfast area with a table and coffee pot. Outside each room is a covered porch with rocking chairs and a supply of firewood for the firepits located around the cabins. There is also a lodge available for rent for larger groups.
My room was clean and comfortable, as well as more spacious than I expected. The firepit provided a welcoming spot to relax in the evenings, and the porch was perfect for listening to the rain while I sipped my morning cup of coffee.
I’d recommend 129 Cabins to anyone looking for an Appalachian motorcycle getaway. Pricing starts at $89, and more information can be found at the 129 Cabins website or by calling 865-771-0957.
CFMOTO is no stranger to off-road vehicles. In fact, many of you may be more familiar with CFMOTO ATVs and side-by-sides, which the company has been selling in the U.S. for more than 20 years. Its first foray into the ADV market was the street-focused 650 ADVentura, announced in June of last year as part of the 2022 lineup. More recently, the company released the 2023 CFMOTO Ibex 800 T and Ibex 800 S, with the 800 T designed for “when the blacktop turns to dirt” – fitting since the bike is named after a wild mountain goat.
Both the Ibex 800 T and S are powered by a liquid-cooled 799cc parallel-Twin with DOHC and 4 valves per cylinder borrowed from the previous-generation KTM 790 Adventure that makes a claimed 94 hp and 57 lb-ft of torque and is mated to a 6-speed gearbox with a slip/assist clutch (the T also adds a quickshifter to the mix). Both bikes are equipped with throttle-by-wire and have two ride modes (Sport and Rain) and cruise control.
The Ibex 800 S ($9,499) rolls on cast wheels (19-inch front, 17-inch rear) and is aimed at street-focused riders. The Ibex 800 T ($10,499) has spoked wheels and is equipped with several upgrades, including a skid plate, heated grips, a heated seat, a quickshifter, and both USB and 12V outlets. Our Ibex 800 T test bike was equipped with the optional centerstand ($279.99) and pannier set ($1,699.99), for an as-tested price of $12,479.
When I fired up the Ibex 800 T for the first time, I found the aural quality of the engine to be kind of chirpy, but once you get moving, the billy goat gets gruff, producing a satisfying growl and a surge forward with some nice grunt in the midrange. However, the throttle-by-wire needs some fine tuning. In Sport mode, response was a bit too snatchy. This can be mitigated in Rain mode, but when the roads are dry, this seems more like a workaround than a feature. The throttle-by-wire also led to issues in the dirt, but more on that shortly.
As this is an adventure-touring bike, it seemed fitting that my first experience on the bike was about 50 miles of interstate – and 3,000 feet of elevation gain – to my house. The 800 T has an adjustable windscreen, and it was quite effective at preventing buffeting for my 6-foot frame. I kept the windscreen at the highest position, but for those wanting it somewhere else, height adjustment is tool-less and quick, offering about 2 inches of range.
The Ibex 800 T rides on Maxxis MaxxVenture MA1 tires, which CFMOTO says are manufactured specifically for the bike. Their tread pattern is that of a 90/10 (road/off-road) tire, and as such, I felt the tires performed admirably on the pavement. They offered a smooth ride and weren’t noisy at high speeds, and when combined with the fully adjustable KYB suspension (6.3/5.9 inches of travel front/rear), they inspired more confidence than I was expecting when cornering. Even with the 37 lb of the accessory aluminum top and side cases added, I definitely enjoyed the ride when I was able to get it off the interstate and onto some state highways with more sweepers.
CFMOTO Ibex 800 T: In It For the Distance…Mostly
There were a couple issues I noticed during those first miles on the Ibex. First, there was something about the aerodynamics of the bike that caused a high pitched, near-constant whistle between 65 and 80 mph. Thinking it might’ve been the cases (it sounded like it was coming from behind me), I pulled them off and tested again after I got home, but I still got the same result. I’m not sure what could be done to remedy this, but I would want to get it solved if this was my bike.
Another minor issue is the cruise control. The buttons are large and easy to reach, but it tops out at 80 mph. In my home state of Utah, that’s the interstate speed limit, a speed that it seems like only the semis do…sometimes. The Ibex is a bike that feels steady at higher speeds, and I took it easily above 80 on a few occasions when I needed to overtake someone, but I was limited if I wanted to peg the cruise.
Otherwise, this is a bike that is comfortable for the distance, especially on the highway. Its handling was a pleasure – even more enjoyable when I tested it without the added weight of the cases – and the handlebar is set at a good height and sweep and combines with an approachable 32.5-inch seat height (and a relatively wide and cushy saddle) for an upright position that matched my frame and 32-inch inseam. On a longer trip I took, I stopped every couple hours for gas, but there wasn’t any inordinate stiffness in my body as I stepped off the bike, and I was ready to hop back on as soon as it was filled up.
The 7-inch TFT is clear and easy to read. The home screen includes everything you might want to see without feeling too cluttered, and the submenus offer a plethora of options, including three levels of heated grips and heated seats, handy features when I was climbing to higher elevations. Getting to the various submenus, however, requires a combination of long and quick pushes of several buttons that is reminiscent of the starting sequence of Furiosa’s rig in Mad Max: Fury Road, which can get a little cumbersome if you’re wanting to turn on those heated grips on the fly…or during the apocalypse. Once you get the sequence down, it’s pretty intuitive, but sometimes I got sent back to the main menu by accident, and there were times the menu froze up entirely for a moment.
The bike’s navigation feature is also a little clunky. On my longer trip, I paired the bike to my phone with the CFMOTO Ride app and set a destination. The app offered a couple alternate choices to the main route, but when I selected one and set off, the navigation kept trying to take me on the original route, attempting to reroute me every time I ignored it. Also, even though the automated voice in my helmet was giving distances in miles, the display was giving me kilometers. My colleague Allison Parker had similar issues with the navigation feature on a different CFMOTO (see her 2023 CFMOTO 300SS First Ride Review here). At least I wasn’t being given distances in inches like she was, but there are certainly a few kinks to be worked out with the app’s navigation settings.
However, I appreciated that all the home screen information was still displayed across the top of the navigation screen. And when it comes to connectivity and charging, the Ibex has two USB ports and a 12-volt port just below and on either side of the TFT display.
And ‘When the Blacktop Turns to Dirt’?
This is my first time on an ADV bike, and while I enjoyed the new experience, I think the Ibex 800 T in stock form won’t provide the adventure that more experienced ADV riders seek, although there are accessories that would take it up a notch. At a minimum, mounting more off-road-ready tires would be smart if you want to get dirty.
While enjoying a highway tour on the bike, I spotted a dirt road in the distance that left the pavement, heading off into the hills between the sagebrush and pinyon junipers. It was a two-track intermediate dirt road, not too sandy, rutted, or rocky. I was comfortable in the standing position that suited my height without feeling strain in my back, and I rode relatively conservatively. However, I felt hindered from pushing myself a little more by that snatchy throttle. I may have been physically comfortable standing at steady speed, but slight rolling on or off of the throttle threw me off balance.
After I came to a turn-around point on the dirt road, since I was enjoying this newfound freedom – I kept thinking about how there was no way my Harley Softail would’ve taken me on this adventure – I decided to see if putting it in Rain mode would allow me to take the pace up a little.
Some of you may see where this is going.
For stopping power, both Ibex 800 models have J.Juan components, with radial-mount 4-piston calipers biting dual 320mm discs up front and a 2-piston floating caliper pinching a single 260mm disc in the rear. The brakes did a great job on the pavement, shedding speed when necessary without feeling too grabby. Both bikes also have cornering ABS, which is where I ran into a problem in the dirt.
Unlike some other ADV bikes on the market, ABS cannot be turned off and there’s not an off-road ABS mode (which typically has less intervention on the front wheel and disables ABS at the rear). As I rode down the dirt road in Rain mode, even at slow speed, applying the front brake lever made the front end shudder as ABS kicked in. Down I went.
After I hefted the 546-lb bike back up on its rubber, I switched back to Sport mode, as I hadn’t noticed the ABS issue when riding with that setting. So for the rest of my novice dirt adventure, I was caught between wanting to push myself a little more but not feeling confident with the snatchy throttle responses.
Right on the Cusp
Besides not having switchable ABS, most of my nits to pick with the Ibex 800 T are pretty minor and will hopefully work themselves out in future models – or at least with a Utah version that ups the cruise control limit. When all is said and done, this is a fun bike that feels like it’s right on the cusp of staking its claim as a solid adventure-touring bike for a reasonable price.
2023 CFMOTO Ibex 800 T Specs
Base Price: $10,499
Price as Tested: $12,479 (centerstand [$279.99] and pannier set [$1,699.99])