From its humble beginnings as a manufacturer of motorcycle parts in 1989, CFMOTO has grown into a global enterprise, producing engines, ATVs, side-by-sides and motorcycles, sold in over 70 countries. Originally introduced to the Canadian market in 2006, the company has garnered substantial attention in recent years thanks in large part to the introduction of a new motorcycle lineup in 2022, as well as its successful ascension to the world stage of road racing in MOTO3 competition.
Having seen several CFMOTO models in person during the Moto Canada Motorcycle Shows earlier this year, initial impressions, while limited to fit & finish, design and specifications were positive and we found ourselves wondering how these motorcycles would perform in the real world. Fortunately, the team at CFMOTO Canada were able to accommodate our request for a test ride and a few weeks ago we picked up not one but two 2026 models from Calgary CFMOTO dealer Basecamp Motorsports.
Amongst a lineup that features small- and mid-displacement cruisers and sport bikes, the IBEX 450 and IBEX 800 Explore are CFMOTO’s offerings to riders who are looking for motorcycles that have the ability to keep on going when the asphalt stops. Excited to experience these models in their natural habitat, IM contributor Carey Fougere and I set out for a day of riding in the foothills of the Rocky Mountains located to the west of Calgary.
IBEX 450
Of these two models, the IBEX 450 immediately jumps forward as the one that is more focused on off-asphalt activities, with rally inspired styling and a 21-inch front and 18-inch rear wheel combination.
Further inspection of the specifications highlights a major difference when comparing the IBEX to potential competitors against which it will be judged: the use of a parallel twin engine vs. the single-cylinder format favoured by much of the industry. Travelling at freeway speed in sixth gear to put Calgary in the rear-view mirror saw the tachometer on the 5-inch TFT screen reading 6,300 rpm as the speedo hit 110 km/h. A little bit of quick math indicates a theoretical (and proven) top speed of approximately 145 km/h at the 8,500 rpm redline. While these results are pretty consistent among other small displacement adventure bikes, the standout was the lack of vibration, which I credited in part to the company’s decision to use a parallel twin powerplant.
During the initial highway stretches, I found the seat to be surprisingly comfortable while the wide handlebar was an easy and equally comfortable reach, placing the rider in a relaxed upright position. One area with room for improvement would be the lack of legroom resulting from the low 820 mm (32.3 in) seat height. While it makes the bike accessible to a wider audience, lowering the seat height while maintaining a reasonable 220 mm (8.7 in) ground clearance to accommodate off road activities results in limited leg room. CFMOTO’s accessory catalogue does include an 870 mm (34.3 in) seat option, which would go a long way towards solving this issue.
With the preceding month of June having experienced record rainfalls, it should not have come as a surprise to find our chosen back road route closed due to multiple washed out sections. Fortunately, back tracking on the highway led us to a 40 km section of gravel road that would serve as our back up testing ground. While this stretch of gravel is normally well maintained, the recent rainfall left it dominated by large potholes, ruts, washboard and sections of loose gravel, turning this normally sedate road into the perfect opportunity to test the bike’s off-road capabilities; and the IBEX 450 did not disappoint.
Where elements of the IBEX 450 limit its potential for taking on long stretches of highway, these same design features make it a standout performer when the pavement ends.
Off-road enthusiasts will appreciate the ability to shut off the rear wheel ABS and that same low gearing that restricts top end highway speeds down, is perfect for lugging over obstacles.
Ergonomics felt very natural when standing and the wide motocross style footpegs provided a solid and maintainable foothold while working through random series of deep potholes. As the quality of the road continued to deteriorate, the quality of the KYB suspension package shone through, keeping the bike planted and in control no matter how uneven or rough the surface. With full adjustability on both front and rear, riders will be able to further tailor the suspension setting to their personal preference and riding styles. Adding to the off-road capacity of the IBEX 450, its CST Ambro A4 II tires feature a large block design to assist with traction in all conditions.
As an added benefit the CFMOTO accessory catalogue provides individuals the ability to customize their IBEX 450 to meet their unique needs. Our test model came outfitted with a number of examples including lower side bumpers for additional engine protection, heated seat, heated grips and upgraded aluminum skid plate. It was also fitted with side box brackets as well as CFMOTO soft cases (we removed the soft cases to avoid the need to clean them).
With an MSRP of $8,099, the IBEX 450 comes in at a price point that is almost identical to Kawasaki’s new-for-2026 parallel-twin powered KLE500 and well under Royal Enfield’s Himalayan 450 and KTM’s 390 Adventure R.
Tipping the scales with a dry weight of 190 kg (419 lb), the IBEX 450 is lightweight adventure bike that is definitely worthy of consideration by consumers who are looking for an affordable point of entry and a versatile motorcycle. Capable off-road and for limited stretches of highway, the IBEX 450 also has the makings of a great commuter bike.
2026 CFMOTO IBEX 450
Suggested Retail: $8,099
Colours: Tundra Grey, Zephyr Blue
Engine: Parallel twin-cylinder
Displacement: 449 cc
Bore & Stroke: 72.0 x 55.2 mm
Compression Ratio: 11.5:1
Power: 44 hp @ 8,500 rpm
Torque: 32.5 lb-ft @ 6,250 rpm
Transmission: Six speed
Wheelbase: 1,505 mm (59.3 in)
Seat Height: 820 mm (32.3 in)
Weight: 190 kg (419 lb) dry
Suspension (front): KYB inverted fork, fully adjustable
Suspension (rear): KYB shock, fully adjustable
Tire (front): 90/90-21
Tire (rear): 140/70-18
Brakes (front): Single 320 mm discs with four-piston caliper
Brakes (rear): Single 240 mm disc with single-piston caliper
Fuel Capacity: 17.5 L
IBEX 800 Explore
Where the IBEX 450 is built with a focus on off-road capabilities, riders looking to rack up serious highway miles and occasional light gravel excursions will want to check out the IBEX 800 Explore.
Drawing upon CFMOTO’s long standing partnership with KTM, the IBEX 800 Explore is powered by the proven 799 cc parallel-twin engine that is also found in the KTM 790 Adventure, producing a claimed 94 horsepower and 57 ft-lb of torque. This same partnership is also evident in the overall visual design that bears multiple similarities to the KTM.
When it comes to the tech side of the equation, CFMOTO has taken it to the next level. With ride-by-wire throttle, six selectable ride modes (Rain, Sport, Off-road, Off-road+, All Terrain and All Terrain+), lean sensitive ABS and traction control, cruise control, rear and side collision avoidance warning system and a bi-directional quick shifter all included as standard equipment. The large 8.8-inch MMI (Multi Media Interface) display supports CF Moto’s proprietary RideSync app as well as Apple CarPlay.
Heated grips and seat, full LED lighting, centre stand, skid plate and crash bars round out the impressive list of standard equipment. As an added bonus the 800 Explore comes standard with CFMOTO’s black aluminum side and top boxes. Long distance travellers will appreciate the quality of these solidly constructed waterproof cases that include locks and scratch proof liners to keep your possessions safe when you are on the road.
After a morning on the IBEX 450, the second half of the days was my chance to spend some quality time on the IBEX 800 Explore. Jumping onto the saddle, the low 825 mm (32.5 in) once again makes it easy for even vertically challenged riders like myself to feel comfortable (with a 30 inseam both of my feet are firmly planted on the ground. Similar to the 450, I would recommend consumers consider the company’s optional “heightened seat” which is 30 mm taller and will assist with reducing the eventual leg cramping.
The 800 Explore features 19-inch front and 17-inch rear wire-spoked wheels. The selection of tubeless Michelin Anakee Adventure rubber, advertised by the manufacturer as offering wet grip, high-speed stability and suitable for light off-road duty, reaffirms the road going focus of this bike.
Stretching the bike’s legs on the first section of highway, the 800 Explore feels right at home, turning into corners with ease and providing smile-inducing acceleration on the way out as the quickshifter moves seamlessly through the gears. The overall ergonomics are comfortable and upright, encouraging my imagination to flow towards heading out on a long-haul tour with this motorcycle.
Where both of CFMOTO’s adventure bikes rely on brakes from Brembo subsidiary J. Juan, the 800 Explore’s 248 kg (546 lb) dry weight and higher speed capabilities necessitate additional stopping power which is evident in the addition of a second 320 mm disc on the front wheel. Both models utilize four piston floating calipers on the front, while the 800 Explore is equipped with a 260 mm disc and dual piston caliper on the rear compared to the 450’s 240 mm disc single piston caliper setup. On both models braking proved to be adequate with smooth engagement.
Leaving the asphalt behind and returning to our off-road testing section, the limitations of the IBEX 800 Explore become quickly apparent. On the positive side, the bike’s parallel-twin engine and ride-by-wire is responsive with a linear power band that provides a high level of control to the rider. I know Carey found the throttle to be exceptionally aggressive, but I did not have the same experience (you can read more about Carey’s thoughts below). Unfortunately, I started into the off-road section without first learning how to switch between the ride modes meant that I did the entire stretch in Sport mode. Rider’s with more patience and diligence will be able to take advantage of the off-road modes which adjust throttle response as well as ABS and traction control.
Among the most notable differences between the two bikes and certainly a limiting factor for anything beyond gravel roads for the 800 Explore is the suspension. While both utilize fully adjustable KYB suspension on the front and rear, the larger bike is limited to 160 mm of travel compared to 200 on the IBEX 450. As a result, even at my relatively light 165-pound weight, I managed to bottom out the suspension on some of the larger potholes and ruts. Likely not good for the rims and definitely a potential challenge if executing a technical maneuver at the same time. That being said, the 800 Explore handled the smooth gravel sections of the road like a champ, providing a confidence inspiring ride.
With a starting MSRP of $16,499 the CFMOTO IBEX 800 Explore is well positioned within the mid-displacement adventure bike marketplace. On the surface there are models from other brands that can acquired for less, however direct comparison of standard tech, equipment and features highlights the value that CFMOTO offers.
2026 CFMOTO IBEX 800 Explore
Suggested Retail: $8,099
Colours: Gem Black, Starry White
Engine: Parallel twin-cylinder
Displacement: 799 cc
Bore & Stroke: 78.0 x 65.7 mm
Compression Ratio: 12.7:1
Power: 94 hp @ 9,000 rpm
Torque: 56.8 lb-ft @ 6,500 rpm
Transmission: Six speed
Wheelbase: 1,531 mm (60.3 in)
Seat Height: 825 mm (32.5 in)
Weight: 248 kg (546 lb) dry
Suspension (front): KYB inverted fork, fully adjustable
Suspension (rear): KYB shock, fully adjustable
Tire (front): 110/80-19
Tire (rear): 150/70-17
Brakes (front): Dual 320 mm discs with four-piston calipers
Brakes (rear): Single 260 mm disc with double-piston caliper
Fuel Capacity: 19.2 L
Second Impression by Carey Fougere
My first impression of the CF Moto Ibex 800 and Ibex 450 motorcycles was favourable. The 800 is a good-looking bike that comes standard with all the options that an adventure rider typically looks for, and the 450 reminded me of a Dakar bike, with its tower-like fairing and 21 in front tire.
I liked the Ibex 800 standard features: cruise control, navigation, power connections, heated seat, heated grips, luggage, adjustable suspension, riding modes, etc., all for a reasonable price. However, the actual riding experience left me wanting, and this was primarily because of the incredibly snatchy throttle. With the throttle open or even at steady throttle, everything was good. But as soon as I would let off the throttle even a little, the bike would slow down abruptly and pitch me forward. When I examined the Ibex 800 a little closer, I realized the throttle was a fly-by-wire unit and there is no actual physical cable connecting the throttle to the throttle body, it just has an electronic connection. This however, gives me hope that someone much more techy than myself will be able to figure out a way to program the throttle to be less snatchy. The other nit I had to pick was the 8 inch MMI display which is touch-screen only; the buttons on the left handlebar only allowed minimal control of the functionality found on the display. This made most of the functionality of the touchscreen inaccessible while I was riding.
The Ibex 450 has decent suspension and a larger front wheel, which made our gravel-road ride a pleasure. It was a little soft on power, but didn’t have any of the snatchyness of the Ibex 800, which made it a pleasure to ride. Because it is more of a dual-sport bike, it didn’t have many of the features of the 800, but it worked great and was fun to ride.
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