2025 CFMoto Ibex 450 First Ride Review

Date

29.03.24

Source: Cycle World

CFMoto’s Ibex 450 isn’t just a good bike for $6,500, it’s a good bike. Period. (CFMoto/)If you were to draw a Venn diagram of the adventure bike category, CFMoto’s Ibex 450 would sit in the overlap between long-legged, tech-laden adventuring-touring giants like BMW’s R 1300 GS and lighter weight, less adventurous options like Kawasaki’s Versys-X 300, which act as an entry into the adventure-touring world. This is known in the motorcycling world as the ADV sweet spot—a place where midsized engines and svelte builds are paired with modern tech, a more affordable price tag, and at least some off-road chops. It’s where adventures become more exciting, but not yet overwhelming.It’s also a place where, up until recently, you’d have found large holes in manufacturer lineups. There was no bridge between bigger, multicylinder rippers and simpler, less-refined small-displacement ADVs; you were either all in or just toes deep, with a chasm between options.Ibex 450 in Zephyr Blue. Dimensions are more similar to a full-size adventure bike than a small, entry-level one, giving the bike a grown-up look. (CFMoto/)Bikes like KTM’s 890 Adventure, Aprilia’s Tuareg 660, Honda’s Transalp, Yamaha’s Ténéré 700, and Suzuki’s V-Strom 800DE have narrowed the gap, proving that less can in fact be more when it comes to off-road adventures. But if less is more, what’s a little more less? Can a 450cc twin narrow the gap even further without falling into the category of low-budget, entry-level ADV? And can a manufacturer really deliver what you need for just $6,500?If the pearly whites peaking through our dust-covered grins are proof of anything (other than that it’s dry season in the Philippines), it’s that the Ibex 450 is anything but a cheap, low-budget alternative.Related: CFMoto Ibex 450 First LookIbex 450 in Tundra Gray. Note: The Ibex 450 is known as the 450MT in other parts of the world. Ibex (the name used for CFMoto’s entire adventure lineup) was enlisted to ensure no overlap with Yamaha’s MT lineup in the States. US models will also come with the low front fender. (CFMoto/)2025 CFMoto Ibex 450 EngineKey to the Ibex 450′s less-is-more design is its 449cc parallel twin with 270-degree crank—a modified version of what’s used in CFMoto’s 450NK and 450SS on-road bikes, with dedicated camshaft design, airbox, and exhaust for improved midrange. In Ibex form, CFMoto claims 44 hp at 8,500 rpm and 32.5 lb.-ft. of torque at 6,250 rpm, while touting a short-but-peaky torque curve compared to the NK’s flatter curve.For better reference, KTM claims roughly 44 hp and 26 lb.-ft. for its to-be-confirmed 390 Adventure, and Royal Enfield 40 hp and 30 lb.-ft. for its 452cc single-cylinder Himalayan. Honda’s current-gen CB500X twin made 42 rear-wheel horsepower and 29 lb.-ft. when strapped to our Dynojet dyno, while the Ténéré 700 is a step up with a measured 61 hp and 42 lb.-ft. on that same dyno. Kove’s FSE 450R Rally is somewhere in the middle, with a claimed 52 hp and 31 lb.-ft. of torque.We mention each of these bikes because the Ibex could realistically be considered alongside any; the whole point here is to bridge gaps.Parallel twins with 270-degree crankshafts offer a mix of character and good midrange performance. This 449cc twin has both, in spades. (CFMoto/)Part of the 450′s flexibility comes from CFMoto’s beautiful-sounding twin, which makes sufficient power for light-to-moderate highway riding but has a more tractorlike power delivery compared to the 450NK we recently tested, making it better suited to off-road riding. There’s a slight hesitation from the cable-actuated throttle, but fueling is crisp beyond the initial opening and smooth, tractable power is laid down from as low as 3,000 rpm. This helps with lugging through deep sand or up hills without having to stress the engine, or yourself.To drive that point home, CFMoto led us to a nearby off-road park and started layering obstacles on top of us. Tight, sandy turns pointed up a steep grade aren’t our definition of fun when it’s hot, humid, and dry, but the Ibex 450 powered through the stuff in a way that genuinely made us laugh. We had no business getting through the stuff as easily as the Ibex allowed us to—credit surprising amounts of traction and smooth power delivery.Plenty of pep for second- and third-gear wheelies. This is a fun motorcycle to ride. (CFMoto/)Is the powertrain perfect? No, but the only real concern we had was with the clutch lever, which has a light, forearm-friendly pull but very little feedback at the engagement point. For newer riders and technical off-road riding, more feedback would be preferred to help find the friction zone. Even if it comes at the expense of a slightly heavier pull. On the plus side, you get adjustable clutch and brake levers—nice touches on a $6,500 bike.2025 CFMoto Ibex 450 ChassisMore nice features come in the form of a fully adjustable KYB fork and preload/rebound-adjustable shock, each offering 8 inches of travel. Tubeless wheels are a thankful addition for anyone who didn’t grow up changing tubes trailside (or doesn’t want to) and come in 21- and 18-inch sizes, another nod to the Ibex’s off-road intentions.The chassis is all-new, CFMoto suggesting that it borrowed at least some ideas from the KTM 790 Adventure, thanks to its partnership with Pierer Mobility AG, highlighting the cross-pollination between CFMoto and PMG. Similar to the Ténéré 700, the lower part of the Ibex’s frame can be removed for when working on the bike or if it was damaged on a ride and needs to be replaced.Related: 2024 Royal Enfield Himalayan First Ride Review UPDATED w/PricingFully adjustable KYB fork is nice to have, but stock tuning is stiff and causes the bike to deflect off rocks or sharp edges. (CFMoto/)There are a couple of other tricks behind the Ibex’s fairings, including a two-position shock linkage, which enables you to lower the rear of the bike and drop the seat height from 32.3 to 31.5 inches. A taller accessory seat raises seat height to 34.3 inches.Packaging and overall dimensions are more like the full-size Ténéré 700 than the smaller KTM 390 Adventure, with handling somewhere in between. The bike is lightweight, neutral, and easy to steer through ruts or slick, dusty corners, with plenty in reserve to make quick line changes when a rock (or stray dog) suddenly emerges from the dust. Both regular occurrences in the hills outside El Nido. In technical, slow-speed riding, the bike is balanced and easy to stay on top of. It’s fun and lively, but not in an on-edge way.CST Ride Ambro A4 tires are quite good on and off-road, with especially good feedback and traction under acceleration. (CFMoto/)On the other hand, stock suspension isn’t refined and is too stiff in the initial part of the stroke, causing the bike to deflect off rocks and sharp-edged bumps. This lessens as the pace picks up and you put more load into the suspension, but you never get rid of the “busy” sensation caused by the fork. Expect to spend time getting the suspension dialed in if you plan on doing much off-road riding.The story is pretty much the same on the road; the bike is agile and capable of being ridden all day without wearing your body out, but rides low in the rear and is a few suspension tweaks away from giving you the front-end confidence needed to rail through corners. The broken-up asphalt sprinkled around El Nido, Palawan, didn’t encourage aggressive riding, and we politely obliged.Here we have an off-road park. Dried out with steep climbs, deep sand, and sharp turns. The Ibex 450 took it all in stride. (CFMoto/)An added benefit of the mellow speeds we toured El Nido at is that the riding never overwhelmed the J.Juan brakes, which consist of a single four-piston caliper and 320mm disc up front, and single-piston caliper biting on a 240mm disc out back. Braking power is plenty good for casual riding, but a numbness through the initial part of the lever pull zaps some confidence during spirited riding.While the bike is lightweight, stock suspension keeps the Ibex 450 from being really fun on the pavement. (CFMoto/)2025 CFMoto Ibex 450 Electronics and Other FeaturesRider aids include switchable ABS and traction control, both of which can be turned off via an easy-to-reach switch on the left side of the handlebar or adjusted independently of one another through the 5-inch TFT. There are no ride modes or cruise control, meaning fine-tuned performance comes down to your throttle hand. ABS intervention leans toward aggressive, but the traction control system is nice in that it reacts quickly and efficiently once the tire breaks loose. These are things you have to get right in 2024, and for the most part CFMoto has, even if there aren’t layers of settings for either system.Related: 2024 Yamaha Ténéré 700 First Ride ReviewThings you did not used to expect on a $6,500 motorcycle: a 5-inch TFT, toolless adjustable windscreen, and USB connector. (CFMoto/)Kudos also go to the easily adjustable windscreen and folding mirrors, which can be rotated inward so that your arms don’t hit them while standing up. Doing so is actually encouraged, it seems; whereas the rider triangle for most entry-level and on-road adventure bikes makes standing up feel awkward, the Ibex’s pegs and handlebar are nicely positioned for any type of riding.The only ergonomic-related problem was that for us, at 6-foot-3, our knees were in constant contact with the far-reaching (and sharp) edges of the wide, 4.6-gallon tank. Moving back in the saddle was a Band-Aid, but easy enough to get used to, and in every other way we appreciated the space and layout of the Ibex’s cockpit. Comfort, fit and finish, and styling transcend the price.Switches have a KTM feel to them and are quite intuitive, though admittedly, there’s not a lot to adjust on the Ibex 450. No ride modes, but you do get switchable ABS and traction control, which are easily cycled via this switch on the handlebar. (CFMoto/)Final ThoughtsCFMoto’s Ibex 450 has more going for it than just an attractive price tag. It’s a fun and capable motorcycle—period—with the ability to make adventure riding more accessible to more people.Is the bike perfect? No, but the engine is entertaining and the chassis quite good, with only a few hardware tweaks needed for the bike to go from filling a void in the category to completely disrupting the space. Already, it sits closer to the larger and more expensive middleweight adventure bikes than you might expect, with enough character and performance to keep you entertained for much longer than less adventurous, entry-level machines.That right there is the beauty of a smaller bike playing in the ADV sweet spot.Our steed for the ride around El Nido, an Ibex 450 equipped with engine guards and an accessory tall seat. (CFMoto/)2025 CFMoto Ibex 450 Specs

MSRP:
$6,500

Engine:
DOHC, liquid-cooled, four-stroke parallel-twin; 4 valves/cyl.

Displacement:
449cc

Bore x Stroke:
72.0 x 55.2mm

Compression Ratio:
N/A

Transmission/Final Drive:
Manual 6-speed/chain

Claimed Horsepower:
44.0 hp @ 8,500 rpm

Claimed Torque:
32.5 lb.-ft. @ 6,250 rpm

Fuel System:
N/A

Clutch:
Wet, multiplate slipper

Frame:
Steel tube

Front Suspension:
USD KYB fork, fully adjustable; 8.0 in. travel

Rear Suspension:
Multi-link, KYB monoshock, spring preload and rebound damping adjustable; 8.0 in. travel

Front Brake:
4-piston J.Juan caliper, 320mm disc w/ Bosch ABS

Rear Brake:
1-piston J.Juan caliper, 244mm disc w/ Bosch ABS (switchable)

Wheels, Front/Rear:
21 in./18. in.

Tires, Front/Rear:
CST Ride Ambro A4; 90/90-21 / 140/70-18

Rake/Trail:
26.0°/4.2 in.

Wheelbase:
59.3 in.

Ground Clearance:
8.7 in.

Seat Height:
32.3 in. / 31.5 in. (lower linkage mount)

Fuel Capacity:
4.6 gal.

Claimed Dry Weight:
386 lb.

Contact:
cfmotousa.com

Mirrors fold at the elbow so that they can be positioned out of the way when standing up over the front of the bike. (CFMoto/)Rubber footpeg inserts are easily removed, revealing studded footpegs that are plenty aggressive for some spirited off-road riding. (CFMoto/)Before the dry, there was rain. (CFMoto/)And before the dust, there was clean gear. That didn’t last long. (CFMoto/)GearboxHelmet: Arai XD4Jacket: Rev’It Tornado 2Pants: Rev’It Tornado 2Gloves: Spidi X-ForceBoots: Alpinestars Tech 7 Enduro Drystar”}]]

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CFMoto’s Ibex 450 isn’t just a good bike for $6,500, it’s a good bike. Period. (CFMoto/)

If you were to draw a Venn diagram of the adventure bike category, CFMoto’s Ibex 450 would sit in the overlap between long-legged, tech-laden adventuring-touring giants like BMW’s R 1300 GS and lighter weight, less adventurous options like Kawasaki’s Versys-X 300, which act as an entry into the adventure-touring world. This is known in the motorcycling world as the ADV sweet spot—a place where midsized engines and svelte builds are paired with modern tech, a more affordable price tag, and at least some off-road chops. It’s where adventures become more exciting, but not yet overwhelming.

It’s also a place where, up until recently, you’d have found large holes in manufacturer lineups. There was no bridge between bigger, multicylinder rippers and simpler, less-refined small-displacement ADVs; you were either all in or just toes deep, with a chasm between options.

Ibex 450 in Zephyr Blue. Dimensions are more similar to a full-size adventure bike than a small, entry-level one, giving the bike a grown-up look. (CFMoto/)

Bikes like KTM’s 890 Adventure, Aprilia’s Tuareg 660, Honda’s Transalp, Yamaha’s Ténéré 700, and Suzuki’s V-Strom 800DE have narrowed the gap, proving that less can in fact be more when it comes to off-road adventures. But if less is more, what’s a little more less? Can a 450cc twin narrow the gap even further without falling into the category of low-budget, entry-level ADV? And can a manufacturer really deliver what you need for just $6,500?

If the pearly whites peaking through our dust-covered grins are proof of anything (other than that it’s dry season in the Philippines), it’s that the Ibex 450 is anything but a cheap, low-budget alternative.

Related: CFMoto Ibex 450 First Look

Ibex 450 in Tundra Gray. Note: The Ibex 450 is known as the 450MT in other parts of the world. Ibex (the name used for CFMoto’s entire adventure lineup) was enlisted to ensure no overlap with Yamaha’s MT lineup in the States. US models will also come with the low front fender. (CFMoto/)

2025 CFMoto Ibex 450 Engine

Key to the Ibex 450′s less-is-more design is its 449cc parallel twin with 270-degree crank—a modified version of what’s used in CFMoto’s 450NK and 450SS on-road bikes, with dedicated camshaft design, airbox, and exhaust for improved midrange. In Ibex form, CFMoto claims 44 hp at 8,500 rpm and 32.5 lb.-ft. of torque at 6,250 rpm, while touting a short-but-peaky torque curve compared to the NK’s flatter curve.

For better reference, KTM claims roughly 44 hp and 26 lb.-ft. for its to-be-confirmed 390 Adventure, and Royal Enfield 40 hp and 30 lb.-ft. for its 452cc single-cylinder Himalayan. Honda’s current-gen CB500X twin made 42 rear-wheel horsepower and 29 lb.-ft. when strapped to our Dynojet dyno, while the Ténéré 700 is a step up with a measured 61 hp and 42 lb.-ft. on that same dyno. Kove’s FSE 450R Rally is somewhere in the middle, with a claimed 52 hp and 31 lb.-ft. of torque.

We mention each of these bikes because the Ibex could realistically be considered alongside any; the whole point here is to bridge gaps.

Parallel twins with 270-degree crankshafts offer a mix of character and good midrange performance. This 449cc twin has both, in spades. (CFMoto/)

Part of the 450′s flexibility comes from CFMoto’s beautiful-sounding twin, which makes sufficient power for light-to-moderate highway riding but has a more tractorlike power delivery compared to the 450NK we recently tested, making it better suited to off-road riding. There’s a slight hesitation from the cable-actuated throttle, but fueling is crisp beyond the initial opening and smooth, tractable power is laid down from as low as 3,000 rpm. This helps with lugging through deep sand or up hills without having to stress the engine, or yourself.

To drive that point home, CFMoto led us to a nearby off-road park and started layering obstacles on top of us. Tight, sandy turns pointed up a steep grade aren’t our definition of fun when it’s hot, humid, and dry, but the Ibex 450 powered through the stuff in a way that genuinely made us laugh. We had no business getting through the stuff as easily as the Ibex allowed us to—credit surprising amounts of traction and smooth power delivery.

Plenty of pep for second- and third-gear wheelies. This is a fun motorcycle to ride. (CFMoto/)

Is the powertrain perfect? No, but the only real concern we had was with the clutch lever, which has a light, forearm-friendly pull but very little feedback at the engagement point. For newer riders and technical off-road riding, more feedback would be preferred to help find the friction zone. Even if it comes at the expense of a slightly heavier pull. On the plus side, you get adjustable clutch and brake levers—nice touches on a $6,500 bike.

2025 CFMoto Ibex 450 Chassis

More nice features come in the form of a fully adjustable KYB fork and preload/rebound-adjustable shock, each offering 8 inches of travel. Tubeless wheels are a thankful addition for anyone who didn’t grow up changing tubes trailside (or doesn’t want to) and come in 21- and 18-inch sizes, another nod to the Ibex’s off-road intentions.

The chassis is all-new, CFMoto suggesting that it borrowed at least some ideas from the KTM 790 Adventure, thanks to its partnership with Pierer Mobility AG, highlighting the cross-pollination between CFMoto and PMG. Similar to the Ténéré 700, the lower part of the Ibex’s frame can be removed for when working on the bike or if it was damaged on a ride and needs to be replaced.

Fully adjustable KYB fork is nice to have, but stock tuning is stiff and causes the bike to deflect off rocks or sharp edges. (CFMoto/)

There are a couple of other tricks behind the Ibex’s fairings, including a two-position shock linkage, which enables you to lower the rear of the bike and drop the seat height from 32.3 to 31.5 inches. A taller accessory seat raises seat height to 34.3 inches.

Packaging and overall dimensions are more like the full-size Ténéré 700 than the smaller KTM 390 Adventure, with handling somewhere in between. The bike is lightweight, neutral, and easy to steer through ruts or slick, dusty corners, with plenty in reserve to make quick line changes when a rock (or stray dog) suddenly emerges from the dust. Both regular occurrences in the hills outside El Nido. In technical, slow-speed riding, the bike is balanced and easy to stay on top of. It’s fun and lively, but not in an on-edge way.

CST Ride Ambro A4 tires are quite good on and off-road, with especially good feedback and traction under acceleration. (CFMoto/)

On the other hand, stock suspension isn’t refined and is too stiff in the initial part of the stroke, causing the bike to deflect off rocks and sharp-edged bumps. This lessens as the pace picks up and you put more load into the suspension, but you never get rid of the “busy” sensation caused by the fork. Expect to spend time getting the suspension dialed in if you plan on doing much off-road riding.

The story is pretty much the same on the road; the bike is agile and capable of being ridden all day without wearing your body out, but rides low in the rear and is a few suspension tweaks away from giving you the front-end confidence needed to rail through corners. The broken-up asphalt sprinkled around El Nido, Palawan, didn’t encourage aggressive riding, and we politely obliged.

Here we have an off-road park. Dried out with steep climbs, deep sand, and sharp turns. The Ibex 450 took it all in stride. (CFMoto/)

An added benefit of the mellow speeds we toured El Nido at is that the riding never overwhelmed the J.Juan brakes, which consist of a single four-piston caliper and 320mm disc up front, and single-piston caliper biting on a 240mm disc out back. Braking power is plenty good for casual riding, but a numbness through the initial part of the lever pull zaps some confidence during spirited riding.

While the bike is lightweight, stock suspension keeps the Ibex 450 from being really fun on the pavement. (CFMoto/)

2025 CFMoto Ibex 450 Electronics and Other Features

Rider aids include switchable ABS and traction control, both of which can be turned off via an easy-to-reach switch on the left side of the handlebar or adjusted independently of one another through the 5-inch TFT. There are no ride modes or cruise control, meaning fine-tuned performance comes down to your throttle hand. ABS intervention leans toward aggressive, but the traction control system is nice in that it reacts quickly and efficiently once the tire breaks loose. These are things you have to get right in 2024, and for the most part CFMoto has, even if there aren’t layers of settings for either system.

Things you did not used to expect on a $6,500 motorcycle: a 5-inch TFT, toolless adjustable windscreen, and USB connector. (CFMoto/)

Kudos also go to the easily adjustable windscreen and folding mirrors, which can be rotated inward so that your arms don’t hit them while standing up. Doing so is actually encouraged, it seems; whereas the rider triangle for most entry-level and on-road adventure bikes makes standing up feel awkward, the Ibex’s pegs and handlebar are nicely positioned for any type of riding.

The only ergonomic-related problem was that for us, at 6-foot-3, our knees were in constant contact with the far-reaching (and sharp) edges of the wide, 4.6-gallon tank. Moving back in the saddle was a Band-Aid, but easy enough to get used to, and in every other way we appreciated the space and layout of the Ibex’s cockpit. Comfort, fit and finish, and styling transcend the price.

Switches have a KTM feel to them and are quite intuitive, though admittedly, there’s not a lot to adjust on the Ibex 450. No ride modes, but you do get switchable ABS and traction control, which are easily cycled via this switch on the handlebar. (CFMoto/)

Final Thoughts

CFMoto’s Ibex 450 has more going for it than just an attractive price tag. It’s a fun and capable motorcycle—period—with the ability to make adventure riding more accessible to more people.

Is the bike perfect? No, but the engine is entertaining and the chassis quite good, with only a few hardware tweaks needed for the bike to go from filling a void in the category to completely disrupting the space. Already, it sits closer to the larger and more expensive middleweight adventure bikes than you might expect, with enough character and performance to keep you entertained for much longer than less adventurous, entry-level machines.

That right there is the beauty of a smaller bike playing in the ADV sweet spot.

Our steed for the ride around El Nido, an Ibex 450 equipped with engine guards and an accessory tall seat. (CFMoto/)

2025 CFMoto Ibex 450 Specs