CFMOTO 800MT Touring review

CF Moto is leading the way when it comes to Chinese bikes with this new-for-2022 800MT the latest example. After the 2021 CLX roadsters, based on an old Kawasaki ER6 parallel twin engine, the MT steps up another level by using the more modern effective KTM 790 Adventure parallel twin (which KTM no longer uses), a similar tubular steel chassis, smart all-new styling (by Kiska, who also do KTM) and bags of features including TFT dash, riding modes, adjustable screen and even luggage. There are two models available, the Sport and, here, the wire-wheeled and luggage-equipped Touring, and, best of all, it’s genuinely versatile, well-proportioned and effective. On paper it's truly impressive. On the slight downside, in practice some details annoy (the screen isn’t adjustable on the fly and the luggage is small), its quality isn’t quite as good as the established elite, at over £11, it’s not the clear bargain other CF Motos are and there are still question marks about reliability, dealer availability and residuals.

There’s little to criticize here. Although KTM 790 Adventure based, this Touring version feels slightly larger and more substantial than its Austrian cousin which, overall, is a good thing. The whole plot feels like a credible, manageable, versatile full-size adventure without the excessive and intimidating bulk of the latest adventure bike leviathans such as BMW’s R1250GSA and KTM’s 1290 Adventure yet is also more purposeful and convincing as a two-up tourer than smaller adventures such as Yamaha’s 700 Ténéré or KTM’s own current 890 Adventure. As such, the riding position is typical upright ‘adventure’ with an easy gait to the wide bars and should be comfortable all-day while the screen is decent enough and adjustable, although the ‘twin knob’ mechanism means it can’t be done on the move. It’s not quite as convincing, though, as, say, a Triumph Tiger 900 or BMW F800GS, although both those cost more.

Modern mid-to-large adventure bikes often ‘do-it-all’ better than virtually anything else, which is why they’re proving so popular, and the CF Moto 800MT is another great example of that. Its 790cc performance is enough to tackle everything from short commutes to long tours; it’s sufficiently manageable and nimble (especially if you detach the panniers) to wiggle through city traffic; it has decent-enough handling to make Sunday ride-outs a blast and, with semi-knobblies, bash plate etc, it even has some off-road ability. The CF Moto 800MT may not be the master of any of those, but it’s a compelling Jack of all trades at an impressively tempting price.

CF Moto has a deal with KTM (it made the old 790 and the current 890cc parallel twins for the Austrian firm) which is why the 800MT is powered by the same 790cc motor. (Note, however, that KTM no longer uses it, so it’s a touch obsolete from the outset.) As a consequence, the 800MT’s 799cc twin produces a largely competitive 95bhp (although, again note that the KTM 890 has 105bhp), feels decently contemporary and refined and even has two riding modes and a quickshifter. As implied above, though, it’s neither quite as perky nor impressive as more modern rivals such as not just the 890 KTM but also Triumph’s 900 Tiger. Braking is a similar story: although equipped with twin front discs gripped by radially mounted J-Juan calipers all aided by ABS, although we had no specific complaints, they somehow don’t quite engender the same confidence as the more premium Brembos or Nissins used by slightly pricier rivals. You pays your money…

It’s a similar story here: Overall, the 800 MT handles competently and credibly. The suspension front and rear is by KYB, the Japanese brand most of the ‘Big Four’ manufacturers (and others) use. At the front are 43mm inverted forks which are fully-adjustable; at the rear a monoshock which is also fully adjustable. Wheels on this Touring version are alloy-rimmed wires while semi-knobbly tyres are by Maxxis, which, although historically a budget brand, are improving. The result? Familiar-enough mid-to-big adventure bike handling with a comfortable, almost soft ride – although, again, I couldn’t shake the feeling that it would be significantly improved by some diligent suspension fine-tuning and some better tyres.

Another area where budget, Chinese brands can often impress, although with the 800MT being by far CF Moto’s most expensive and highest performing machine so far, it’s not by as much as used to be the case. Residual values are still a concern for Chinese bikes, which can over-ride any initial cost saving and, although, overall, its hunger for consumables such as tyres, chain, brake pads etc, is middling, being 95bhp, it’s not conspicuously better than anything else, either. So, good – but no cigar…

‘Mixed feelings’ is how we best sum up our opinion here. CF Moto’s use of a proven KTM 790 is, overall, welcome and surely a step up, although we do have to add the caveat that KTM’s reliability record isn’t perfect either. Component and build quality are improving, too, although neither is still as good as the latest from, say, Honda or Kawasaki. While on. Top of all that we must reserve judgement slightly simply because the 800 MT is a brand new, all-new bike with no track record. We’ve no specific, stand-out reason to significantly doubt its reliability, however.

A bit ‘six of one, half a dozen of another’ here: Impressively, CF Moto UK is currently offering a full FOUR-year, manufacturer-backed warranty for all parts and labour on selected models, the 800MT being one of them, which, when most rivals only offer two, should give prospective buyers some peace of mind. On the flip side, however, the service schedule is slightly more intensive potentially than many. After the first 500-mile, oil and filter ‘break-in’ service, they’re also due for replacement every 3000 miles along with a host of others checks, the air filter and throttle body need cleaning every 6000, with brake fluid, plugs and coolant needing replacing every 12,000. Valve adjustment comes at 24K. That might not sound much but it probably adds up…

If the CF Moto 800MT impresses in one area more than all others, it’s in its standard levels of equipment. So, dial in: adjustable screen, fully adjustable suspension, riding modes and full colour TFT dash for starters. The ‘base’ £10,399 ‘Sport’ version has alloy wheels and street rubber, while this £700 more expensive ‘Touring’ gets off-road wire wheels, knobbly tyres, quickshifter, three-box alloy luggage (which is also lined), crash bars, centre stand, hand guards, steering damper and riding lights. Whichever way you slice it, that’s pretty good for a £11K bike…

Until now, if you wanted a more mid-size adventure bike your choice was down to the KTM 890 Adventure, Yamaha 700 Ténéré, BMW F850GS or Triumph 900 Tiger. The new 800MT changes that. It’s a decent, proven base bike (the KTM 790 Adventure), has better spec per pound than all of them and also offers pleasing style and versatility. The 800MT also is ushering in a new era for Chinese bikes – being the first that’s truly competitive both in terms of performance and spec. If that was the end of the story the 800MT would be a no-brainer. Unfortunately, we can’t ignore it’s (slightly) less convincing dynamics, build quality and likely reliability/durability, the remaining question marks over its dealer network and residuals and, the plain fact that, at a launch price of £11,099, maybe it’s no longer quite cheap enough to turn a blind eye to those niggles…