I was surprised at how easy it was to reach the ground with my feet on this CFMOTO adventure bike. The appeal of the 450MT is its lightweight and compact size.

CFMOTO 450MT… 999,900 yen (Reservations start in May 2025)

The frame is a chromoly steel trellis type, with separate seat rails, an aluminum swingarm, and a ground clearance of 220mm.

The body color is available in Zephyr Blue as shown in the photo, as well as Tundra Gray, the latter of which has brown outer tubes on the front forks.

Rhythmic water-cooled parallel twin, easy to use and highly reliable

The CFMOTO 450MT has an impressive tough styling reminiscent of a rally raid machine. The Yamaha Ténéré 700 is a representative model in this category among Japanese manufacturers, but the seat height of that model is quite high at 875mm, which personally makes me feel a little intimidated. However…

The moment I straddled the 450MT, I was amazed at how easy it was to reach the ground. I’m 175cm tall, and both heels of my feet barely touched the ground. What’s more, by changing the position of the rear shock’s link, it’s possible to lower the seat height by 20mm. During this test ride, I started from the CFMOTO Tokyo showroom (Komae City, Tokyo) and drove for about four hours through the winding roads of a residential area, and the ease of reaching the ground was more than I’d imagined.

First, let’s talk about the impression of power performance. The engine is a 449.5cc water-cooled parallel twin with a maximum output of 42.1PS. For reference, Honda’s crossover model “NX400” (891,000 yen) produces 46PS from a 399cc engine, so if you just look at the numbers, the 450MT seems a little modest.

The engine is based on the 449.5cc water-cooled DOHC 4-valve parallel twin-cylinder found in the 450SR full-cowl sports bike and the 450NK naked bike. The camshaft and intake/exhaust systems have been optimized for adventure use, and the ignition timing has been re-set to significantly improve torque in the low to mid-range. While the 450SR boasts a maximum torque of 40Nm at 7750 rpm, the 450MT boasts 42Nm at 6500 rpm. Features include a 270° phase crank, two balancer shafts, an FCC slipper clutch, a large radiator, Bosch EFI and traction control. The official maximum output is 42.1 PS at 8500 rpm.

However, the impression changes completely when you actually start riding. The starting dash is clearly sharper than the NX400, and the amount of torque at low speeds is striking. It’s not an extremely low gear setting, but rather a setting that prioritizes low to mid-range revs, with the cams, intake and exhaust systems, and ignition timing all optimized. What’s more, the rhythmic pulsation and lively acceleration provided by the 270° phase crank, the smoothness provided by the two balancer shafts, and the light clutch lever feel make this engine even more appealing the longer you ride it.

There were two things that bothered me. One was that the response when you first opened the throttle was a little too sharp. It’s not at the level that would be called the “thump” of the past, but I felt it could do with being a little milder on congested roads. The other was fuel economy. When driving in the city, the meter showed 5.5L to 6.0L/100km, which converts to 18.2 to 16.7km/L per liter. Considering that the NX400’s actual fuel economy is around 30km/L, this isn’t very good. However, with CFMOTO’s fast development pace, there’s a good chance that this will be improved with future ECU updates.

The day of the test drive was a midsummer day, and we were stuck in traffic for a long time on the Kan-7 and Kan-8 routes in Tokyo, but there was absolutely no unstable idling or heavy shifting. Although this is just one example, it really gave us a sense of the high reliability of this model.

Impressed by the comfortable suspension and excellent touring capabilities

While it’s becoming common to share a platform and increase the number of derivative models, the 450MT stands out with its chromoly steel trellis frame, which has been specially designed for this model. The steering head is positioned higher, and the structure around the pivot that supports the swingarm is completely different from the 450SR and 450NK, which are equipped with the same engine. Furthermore, the addition of a down tube to allow for the installation of an underguard makes it clearly designed for off-road use.

The wheel diameter is 21 inches in the front and 18 inches in the rear, and both wheels are wire-spoke wheels (with aluminum rims) that are compatible with tubeless tires. The standard tires are made by CST. The brakes are made by J.JUAN, a subsidiary of Brembo, and the Bosch dual-channel ABS can be switched off on the rear only.

The 41mm inverted front forks and linked rear shock absorbers with reservoir tanks are both fully adjustable types manufactured by KYB. Wheel travel is 200mm both front and rear.

The rear shock absorber preload is adjusted using a double nut. By changing the mounting position of the lower end of the shock absorber on the link, the seat height can be lowered by 20mm.

A large TFT display sits directly in front of your eyes, and the aluminum handlebars are positioned high and wide. The moment you step on board, you get the feeling that it’s a rally raid machine. The handling impression, with its relaxed steering angle and large body pitching, is somewhat reminiscent of the Yamaha Ténéré 700. It is a type that turns mainly through the banking angle, and the trellis frame combines strength and flexibility. The front and rear suspension operates very smoothly, and absorbs shocks well when going over gaps. It is so comfortable that your buttocks won’t hurt even if you ride continuously for more than two hours, making it suitable for long tours.

The front brakes are single disc, but they are not insufficient on the road, and both the braking power and control are sufficient. The fact that the rear ABS can be deactivated with an independent switch also shows that the design concept was strongly focused on off-road riding.

The windshield height can be adjusted using the dial on either the left or right side, and at the highest position it provides excellent wind protection. The mirrors are designed with practical details such as a foldable stay that can be folded inward to prevent interference with your arms when standing.

While the KOVE 450 Rally (1.38 million yen) is a more competition-oriented machine, the 450MT has a stronger adventure tourer character. In Japan, genuine accessories such as top cases and pannier cases are available, showing that it is optimized for touring use. For riders looking for an adventure bike that is lighter and easier to handle than the BMW F 900 GS or Yamaha Ténéré 700, or for those considering stepping up from the Honda CRF250 Rally or Suzuki V-Strom 250SX, the 450MT is a bike that is perfectly positioned.

Riding position and foot reach (175cm/68kg)

The handlebars are set high on the risers, so you can sit comfortably even when standing. The urethane seat cushion looks thin, but the seat is wide and comfortable.

The foot reach is superior to that of the V-Strom 250SX. If you hear that it can be lowered by 20mm, that alone should be enough to pique the interest of many people. The slim body also contributes to this.

Detailed explanation

The brake discs are φ320mm in the front and φ240mm in the rear.

The fuel tank is quite large at 17.5L. The mirrors are foldable so as not to get in the way when riding off-road. The windshield height can be adjusted by turning a dial.

It features a 5-inch color TFT display. By connecting to the smartphone app “CFMOTO RIDE” via Bluetooth, you can check driving data and vehicle status in real time. It also has a variety of functions, including “My Ride,” which displays information such as mileage, top speed, acceleration, and bank angle, “Vehicle Seek,” which can locate the vehicle in the event of theft, news distribution, reminders, and OTA updates (the features available on models imported to Japan are currently being confirmed).

A separate button is located to cancel the rear ABS. Traction control can be cancelled from the meter screen. A hazard switch is located on the right side.

The front and rear integrated seats feature non-slip upholstery. A genuine accessory high seat with a seat height of 870mm is also available.

The seat can be removed by unlocking the key. The on-board tools include a hook wrench for the rear shock absorbers.

The headlights have low beams on the top row and high beams on the bottom row, with daytime running lights laid out in between.

All lights are LED. The grab bar and rear carrier are integrated and flush with the passenger seat, making it easy to load large items.

CFMOTO・450MT main specifications

Engine:

Water-cooled 2-cylinder, 4-stroke, DOHC, 270° crankshaft.

Displacement: 449cc.

Bore x stroke: 72mm x 55.2mm.

Power: 31kw (42.1PS) / 8500rpm.

Torque: 42N·m / 6500rpm.

Compression ratio: 11.5:1.

Transmission: CF-SC. Slipper clutch, 6-speed, wet multi-plate.

Throttle: Mechanical.

[Size]

Overall length 2210mm

Overall width 870mm

Overall height 1390mm

Wheelbase 1505mm

Seat height 820mm (800mm: when linkage bolt position is adjusted)

Minimum ground clearance 220mm

Vehicle weight 185kg

Fuel tank capacity 17.5L

Chassis:

Front brake: φ320mm single disc, 4-piston caliper

; Rear brake: φ240mm single disc, single-piston

caliper; Front tire: 90/90 R21 CST ; Rear

tire: 140/70 R18 CST ; Rims

: Tubeless-ready spoke rims

; ABS: Bosch dual-channel ABS (rear ABS ON/OFF selectable)

; Traction control: Bosch TCS;

Power port: 18W USB Type-A & Type-C