In November, CFMOTO gave a strong hint about its upcoming models by showing a series of prototype bikes at the EICMA trade fair in Milan. One of them was the MT-X adventure bike and, just a few months later, we had our first contact with the production version due to the official registration of the future bike’s design.
Although CFMOTO didn’t reveal many details about the MT-X at the time, it was clearly based on the LC8c twin-cylinder engine designed by KTM and used in CFMOTO’s current Ibex models. CFMOTO and KTM are, of course, partners in a Chinese partnership, and CFMOTO has long had the task of manufacturing engines for use in KTM motorcycles, so this is not a case of China stealing a Western brand, but of cooperation between the two companies. Currently, CFMOTO uses the 799 cc version of the LC8c, from the entry-level 790 Duke and 790 Adventure models, instead of the 889 cc versions (“890″) or the new 947 cc versions (“990″) used in the high-end KTM models.
However, while the 800MT is geared towards road use and touring, leaving a fairly clear gap between it and the more off-road-oriented KTM 790 Adventure, the MT-X concept fills that gap and the production version shown in these illustrations appears to be a direct competitor.
The similarities with the KTM are more pronounced than the engine. The tubular steel frame is almost identical to the one used on the 790 Adventure, and the production 800 MT-X (the likely title for this model when it arrives in showrooms) even uses the same low-slung dual fuel tank layout as the KTM. Clearly visible in these CAD images, the tanks are not identical to those on the KTM, but they are in the same position and offer the same advantages. These include a lower center of gravity, making the bike easier to handle when the tanks are full, as well as allowing for a longer, flatter motocross-style seat and avoiding the spread-leg riding position that a wide, high-mounted tank might force.
From these designs, it’s clear that the “concept” version of the MT-X at EICMA was actually the production bike. The main differences are the exhaust silencer – the concept version had an Akrapovič system instead, with a larger end – and slight changes to the fairing. The concept had fairings over the brake discs, for example, which have disappeared in the production version, while the production bike also gains a more sculpted seat and some passenger support bars that were not present in the presentation version. For practical purposes and legal compliance, there is also a new, perfectly fitting front mudguard underneath the taller motocross version.
There was never any doubt that the MT-X would give rise to a production model – even when it was unveiled in November, CFMOTO said it would be “available very soon” – but now that the design of the production version has been registered, it looks like it could be ready for release soon.