Riders Preferred Membership
Shop by Vehicle
Track Order
Contact Us
Chinese-made motorcycles are better than ever. That doesn’t mean they’re any less divisive.
Often maligned for their copycat designs and pilfered technology, Chinese moto makers have polished their image as of late. If there’s one poster child of that reformation, it’s CFMOTO. The brand hasn’t just pushed into the North American market, it’s done so to positive customer and critical reception.
While more motorcyclists are trusting their hard-earned cash to the Chinese marque, many still have questions about reliability, maintenance, and parts support. The only way to truly assess those qualities is to live with a bike for an extended period. That’s exactly what I intend to do with CFMOTO’s Ibex 450.
When Common Tread contributor Joe Jackson tested the Ibex 450 last year, he was largely impressed. Joe's account was thorough, but his scope was limited to the model's press launch. I want no such restrictions. That was easier said than done, seeing as CFMOTO hadn't shipped any Ibex 450 units to the States just yet.
Fast forward eight long months and an Ibex was finally available. There was just one catch. It was located nearly 300 miles away, in Las Vegas. I'd have to fly to Vegas and ride the bike back to Los Angeles. What luck. It was the perfect way to hold the Ibex's feet to the fire. Nearly 300 miles at Interstate speeds — a tall task for any 450.
Leaving Las Vegas
“Ladies and gentlemen, we’re starting our final descent into Las Vegas,” the flight attendant drones over the intercom.
The flight from LAX to LAS is less than 45 minutes. Once the 737 climbs to its cruising altitude, it’s already on its way back down. Simple as pie, right? Think again.
“We expect some turbulence on our way in,” warns the attendant, “so please keep your seatbelt fastened.”
“Yeah, yeah,” I think to myself. I’m on three to four planes a month. I eat turbulence for breakfast. Shoot, I eat it for lunch and dinner, too. Bring. It. On.
I shrug off the first bumps. Pfft. Child’s play. Only when the left wing dips do I clutch my belt. (Maybe I should tighten this thing.) Suddenly, the plane drops. A collective “WAAHOHHH!” echoes through the cabin. Someone screams in the back. Everyone clutches the seat before them. Well, it was fun while it lasted (crosses myself). Then, the pilot wrestles the plane back from the tempest and we stabilize. The wheels touch down. Welcome to Sin City.
I still feel like the contents of a cocktail shaker by the time I arrive at Carter Powersports. I’m just happy to be on solid ground. Though, it’s just as blustery down here. The gusts will only pick up as the day wears on, too. That’s the desert for you. With the forecast in mind, I waste little time signing my life away, mounting my new steed, and getting on the road.
After an obligatory stop at the Welcome to Fabulous Las Vegas sign (pics or it didn’t happen), I hit the highway. I'm on the gas like I won a fortune counting cards at the blackjack table. Vegas is a city I admire most from my rearview mirror. My wallet and dignity like it that way, too. I can’t ride away fast enough. Unfortunately, the faster I go, the more buffeting I endure.
No matter the direction of travel — be it south, southwest, or west — I’m fighting the wind. It’s a headwind here, a crosswind there, and a tailwind nowhere. It feels like a dust devil is forming in the bike’s cockpit. My head yanks left. My shoulders push right. I’m nearly blown into the next lane. That’s not to say the Ibex’s wind protection is fully at fault. Allow me to explain.
The adjustable windscreen looks squat, but cranking it up to the highest setting lofts oncoming air at the crown of my helmet. Vertical wind protection isn't the problem. It’s the lack of side deflectors that welcomes turbulent air into my cozy confines. Even when gale-force winds aren’t whipping the bike to and fro, buffeting is always present around the shoulders.
That effect only intensifies the faster I go. It's quite tolerable at 70 mph, where the Ibex naturally cruises. Of course, I'm pushing it north of 80 mph, where the 449 cc p-twin spins above 7,500 rpm in top gear. That's less than 1,000 rpm away from its 8,500-rpm redline. At those heights, you can feel the engine laboring away. Plus, there’s little torque or power left over to pull you out of a jam.
On some bikes, you twist the throttle, and the next thing you know you’re doing 90 mph. That’s not a concern with the Ibex 450. The chances of accidental speeding are slim to none. “Sorry, officer, I didn’t realize I was going so fast,” said no Ibex 450 owner, ever. That’s because it requires a firm resolve and an even firmer throttle hand to surpass 75 mph. There’s no claiming negligence. All speeding is a premeditated act.
After pressing the 450’s limits for so long, after fighting the wind to no avail, I ease to a cool 70 mph and let the miles come to me. Sure, Teslas, BMWs, and the occasional minivan blow by, but I’m more concerned with my own pace. Instead of watching the speedo, I watch the wind kick sand off the desert floor. I marvel at the Joshua Trees (while I still can). I glance at the formations of flat-bottomed clouds.
Time is a funny thing. It can fly by or it can drag on. The same can be said of road trips. When pushing the pace (or attempting to, at least), I couldn’t get anywhere fast enough. I was always late for something, be it the next mile marker, the next freeway junction, or the next fill-up. Oddly enough, the slower I went the faster time passed. Dialing back my pace dialed back my anxiety. People undervalue the power of “I’ll get there when I get there.”
Before I knew it, I barreled through Barstow, Victorville, and San Bernardino. All the while, the Ibex ticked along like a clock. By the time I entered Los Angeles city limits, the sun was low in the sky, making its daily descent into the Pacific. It’s trips like this that remind me that motorcycles aren’t just modes of transport, they’re memory-making machines. The Ibex does that as well as any bike. It just happens to be made halfway around the world.
From the outset, I expected the 450 to complete the 291-mile journey. It’s a brand-new bike. It better arrive in one piece. What I’m more interested in is how it performs when the odometer hits five digits. To do that, more trips are necessary. I’m talking long-distance trips and trips to the corner store, off-road campouts and daily commutes. Will it remain reliable then? Time and mileage will tell. But first, I have to turn the baby adventure bike into an all-purpose, mile-munching machine. To do that, I needs a few parts.
For the long haul
As a motorcycle reviewer, I’m only responsible for issuing criticisms, not solutions. I’m little more than a professional complainer. That’s what's different about this project. I don't just identify the bike’s deficiencies, I get to address them. Take wind protection, for example. The Ibex would clearly benefit from a larger windscreen, so one is in order. The same goes for the accommodations. The hand guards provide some shelter from the wind blast, but early mornings and late nights are inevitable on long trips. Heated grips are crucial in such instances.
At the same time, I don’t want to go fixing what isn’t broken. I may not be footing the bill, but I’m treating this project like I am. That means I don’t need every farkle under the sun. The stock levers are adjustable. The footpegs have rubber inserts. The mirrors fold inward. The handlebar has enough rise. Those parts get the job done. The moment they don’t, I’ll replace them. Otherwise, they’re good enough, for now.
I feel the same way about the tires. They’re obviously CST’s best impression of Pirelli’s Scorpion Rally STR model, but they aren’t a must-replace. At least, not yet. Whether romping over whoops in the Nevada desert or hugging corners in the California canyons, the semi-knobbies haven’t faltered yet. I expect to put several thousand miles on them before moving to more aggressive rubber. For the time being, they’ll do.
I’m also leaving room for some experimentation, specifically in the gearing department. Given the Ibex’s limitations on the Interstate, I’m shopping for different countershaft and rear sprockets. However, parts availability may be a challenge, as aftermarket support for the Ibex 450 is far from robust.
It’s a similar story with the seat. I like the fact that I can flat-foot the bike in stock form, but the seat’s modest padding only yields an hour’s worth of comfort. More luxurious options will likely sacrifice sure footedness. I’ll need to weigh all the options. It’s a hard knock life, people.
Not all upgrades are reactive in nature, though. Some are more proactive. I don’t have to “lay ‘er down” to know that crash protection is imperative, especially out on the trail. Not only do engine guards and engine case guards make this list, but a beefier skid plate does too. But that about does it.
If the build sheet seems short, that’s because the Ibex provides a solid foundation to build upon. Its parallel twin is nearly vibeless. Its suspension is stout. Its 4.6-gallon fuel tank is generous (for a 450). There’s certainly room for improvement, but its shortcomings require minor adjustments, not massive overhauls.
Yes, Chinese-made bikes are better than ever. That’s been evident for years now. What’s still unknown is whether they’re more customizable than ever. Whether they're more reliable than ever. Whether they're easier to maintain than ever. I'm looking forward to answering those questions with the Ibex 450.
| 2025 CFMOTO Ibex 450 | |
|---|---|
| Price (MSRP) | $6,499 |
| Engine | 449 cc, liquid-cooled, eight-valve, parallel twin |
|
Transmission, final drive |
Six-speed, chain |
| Claimed horsepower | 44 @ 8,500 rpm |
| Claimed torque | 32.5 foot-pounds @ 6,250 rpm |
| Frame | Tubular steel |
| Front suspension | KYB 41 mm inverted fork, adjustable for preload, compression and rebound damping; 7.9 inches of travel |
| Rear suspension | KYB shock, adjustable for preload, compression and rebound damping; 7.9 inches of travel |
| Front brake | Single J.Juan four-piston caliper, 320 mm disc with ABS |
| Rear brake | J.Juan single-piston caliper, 240 mm disc with switchable ABS |
| Wheelbase | 59.25 inches |
| Seat height | 31.5 to 32.4 inches; 34.25 inches with optional seat |
| Fuel capacity | 4.6 gallons |
| Tires | CST A4 90/90R21 front, 140/70R18 rear |
| Measured weight | 426 pounds |
| Warranty | 24 months |
| More info | cfmoto.com |
