450MT's Global Launch and Ride in Palawan
It was August of last year when CFMOTO launched the 450NK – with the Philippines hosting its global launch at OKADA Manila. Immediately after its launch, we were treated to a ride to the beautiful Subic Bay for the 450NK's first ride.
During the celebrations, we asked CFMOTO if an adventure bike version of the 450NK is on the way, much like what KTM did with the 390 Duke and 390 Adventure, and all they said was “soon.” Come November, the 450MT made its first appearance in EICMA, and after a few months, it’s finally here.
El Nido, Palawan
CFMOTO has chosen the beautiful town of El Nido in Palawan as the launch site of the new 450MT. El Nido’s beautiful beaches, winding roads, and abundance of unpaved mountain roads were the perfect staging area for the 130-or-so foreign and local moto journalists to test the 450MT’s on and off-road capabilities.
As one of our colleagues in the motoring industry put it, CFMOTO did not ask anyone to treat the 450MT like a baby, but instead told us to enjoy the bike to its full capabilities. There’s a catch though: try not to break bones – said CFMOTO.
Features
The new 450MT (PHP 328,900) is CFMOTO’s answer to the growing entry-level adventure bike segment. The 450MT will go head-to-head with KTM’s 390 Adventure (PHP 338,000), Honda’s CB500X (PHP 399,000), Bristol Venturi 500 (PHP 368,000) and soon to arrive Royal Enfield Himalayan 450 (PHP 339,000).
The 450MT features an all-LED lighting, TFT screen with Bluetooth connectivity, USB charger (Type C and Type A), Rally-style adjustable windscreen, foldable sidemirrors as standard, handguards, skidplate, ABS, traction control, slipper clutch, KYB adjustable suspension, enduro footpegs, tubeless wire wheels and a rider-option low seat (800mm), standard seat (820mm) or rally seat (870mm). Optional kit: crash bars and engine guard.
Day 1: thrashing the 450MT
Since we have the “license” to thrash the bikes, the first order of the day was to head on to El Nido’s E-Bahay Nature Adventure Park, a.k.a. CFMOTO Adventure Park, which is about a 15-minute ride from Seda Lio.
There were 3 levels of routes within the CFMOTO Adventure Park: Level 1 was the easiest route, while Level 2 was a bit short but offered the most difficulty thanks to its technical inclines and loose dirt on sections; while Level 3 offered a difficulty level that is somewhere between Level 1 and 2.
After warming up on Level 1, our group proceeded on to Level 2. There, the 450MT immediately presented itself as a capable adventure bike that is inclined more to off-road riding. For many years, I’ve owned a Honda CRF 250L (which I’ve beaten to a pulp on enduro rides) and on one occasion tested its CRF 300L sibling.
That said, I know the feeling of riding a CRF and it’s practically the same in terms of weight and suspension when riding the 450MT. The CFMOTO offering, however, has more punch, thanks to its parallel-twin, 450cc engine that churns out a claimed 44 PS of power and 44 Nm of torque. The torque output alone is already comparable to the bigger Kawasaki Versys 650’s torque output. And since the 450MT by design is an adventure bike that should be capable of the long haul, the ergonomics are way better than my old CRF 250L dirtbike.
On paper, the 450MT tips the scales at 175 kilos dry. Add oil, coolant, and 17.5 liters of gasoline (full tank) to make it running condition, it should tip the scales at 196 kilos, more or less. However, picking up the 450MT flat from its side feels lighter compared to my old CRF 250L. CFMOTO engineers must’ve done something to keep the 450MT’s weight down low or spread out so as not to make it a top-heavy bike.
Flicking the 450MT on Level 2’s tight corners feels close to a dirtbike rather than a heavy adventure bike.
Our group photo-op at Moon Beach with moto media from South Korea
Like Yamaha’s Tenere 700 (T7), the 450MT offers no riding modes. But, unlike the T7, the 450MT’s “off-road mode” can be switched on and off on the fly with a dedicated button on the left handlebar. “Off-road mode” on the 450MT means turning off the ABS and traction control.
Level 3 was a bit of a “cool down” lap before heading back to El Nido’s back roads and further up to Moon Beach.
Day 2: Road to San Vicente
After thrashing the 450MT on mostly dirt roads in El Nido on Day 1, some of the local moto media opted to extend their stay (MotoPinas.com included) for a 240-ish unsanctioned ride to and from San Vicente, Palawan.
The national highway going to San Vicente, in some parts, can be compared to our Marilaque, with winding roads that can be enjoyed by skilled riders. I’m confident about how the 450MT’s suspension will handle the twisties, what I am not confident though is how the stock CST tires will grip the pavement. CST tires have a reputation of being slippery thanks to the rubber compound they use. I was wrong.
The stock CST tires, with its Pirelli Scorpion Rally STR-like tread, held on the pavement even if we pushed the 450MT hard on the corners. On straights, one rider claimed that he was able to reach 155 kilometers per hour, top speed. He also said that if the road stretched like SCTEX, he estimates the 450MT could do a bit more than 155 km/h.
I estimate that the 450MT I used had a fuel economy of 23-25 kilometers per liter – which includes off-roading around El Nido’s finest backroads and some redlining on the way to San Vicente, Palawan.
Like a dirtbike
CFMOTO engineers really did a great job in putting together the 450MT. Though it is based on the existing 450NK platform, the engineers had made the 450MT as off-road capable as possible which in my opinion blurs the line between an adventure bike and a dirtbike.
As I’ve mentioned earlier, the 450MT’s characteristics are practically the same as my old CRF 250L. I can flick the 450MT just as I would on a normal dirtbike because it is light and agile. If I tip over, the 450MT is light enough to be brought back up without any assistance – just as I would on a dirtbike.
The 450MT’s suspension is adjustable – just like most dirtbikes sold in the market today. Also, when the road cuts to off-road and then again to the pavement, the ABS and traction control can be switched on and off on the fly with one button – this is a practical and effective solution, and there’s no need to navigate through a bunch of options on the TFT screen like in many adventure bikes on the market.
If there's one thing that I don't like about the 450MT, it's the front ABS that can't be turned off. Most advanced off-road riders would prefer both the front and rear ABS disabled on off-pavement excursions, but the new 450MT won't allow it. There's a simple solution though: remove the ABS fuse. Problem solved.
After the Global Launch in El Nido, a lot of friends have been calling me about the new 450MT asking a ton of questions about it. My answer is simple: “The 450MT is the ‘cheater bike’ of adventure riding.” The bike is so light and capable, it’s like cheating on adventure rides by riding a dirtbike instead of an adventure bike.
Are we going to see a lot of 450MTs on next year’s FJMOTO Mountaincross Adventure? Yes we will, especially with its very enticing SRP.
