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While Benelli’s TRK502 brought the brand into the country when it came to the dirt the TRK definitely sits more on the road-going side of the adventure class. Benelli’s new BXX 300 gives the brand a far more dirty-worthy option that is set to jump into the battle against the popular Honda CRF300 Rally and Royal Enfield Scram 411. However, what Benelli is bringing to market isn’t a pure dual sport machine like the Honda. The BXX 300 is somewhat of a hybrid, offering a bit more of a scrambler/adventure vibe than either a full adventure spec or dual sport offering. The main reason for us saying that is the BXX’s wheel sizing which comes in the form of a 19-inch front wheel matched to a 17-inch rear. This should be good for lighter adventures but isn't as hard-core as a proper dual-sport machine. Built around a 292.4cc single-cylinder which has been developed from Benelli’s 250cc engine found in the Leoncino 250 overseas, the BXX 300 puts down 28.8hp at 9,000rpm and 24.5Nm of peak torque. Fuel consumption is quoted as only 3.2 litres per 100km, giving the BXX a potential for 400km on a single 13-litre tank of fuel. Chassis-wise, the bike is well set up with learners in mind with 180mm of travel from the suspension while ground clearance is quoted as 220mm. Unfortunately, unlike the high-spec of the Tornado 500, the BXX 300 only gets the bare basics of suspension adjustment with spring preload adjustment on the rear shock. Seat height comes in at a reasonably tall 837mm, but this is still much more attainable than the competition. The frame of the BXX is a steel trellis with lower loops under the engine offering the potential for mounting series skid plates in the aftermarket (the bike comes with a plastic unit out of the box). While its kerb mass is a bit heavier than experienced hands would like at 165kg, it is still well within the ballpark where a beginner ADV bike can weigh anything from 150-200kg. Benelli's local distributor, Urban Moto Imports, is yet to announce local arrival or pricing, but with the growing popularity of the small-capacity adventure market, bringing the BXX 300 into the local lineup should be a no-brainer.

The fact a new Stelvio was on the way was one of the worst-kept secrets of the Moto Guzzi V100 launch, and now we finally know all the important details of the brand-new 2024 Moto Guzzi Stelvio adventure tourer. Based on the same “Compact Block” 90º V-twin as found in the new V100 Mandello, the Stelvio returns the Italian brand to the heavyweight adventure tourer world after a notable absence The similarities with the V100 Mandello continue into the swingarm position, with the Stelvio also placing the single-sided swingarm and drive shaft on the combo on the left side of the bike. However, as the Stelvio is expected to take on a bit of the rough stuff, Moto Guzzi has reinforced the unit on the Stelvio for added durability. The suspension system has been exclusively tailored for the Stelvio, delivering both control and excitement in sporty riding, as well as the necessary comfort during long journeys and reliable grip on what Guzzi calls “less conventional terrain.” That all comes courtesy of its ample 170-mm travel. The Sachs fork, equipped with 46 mm stanchions, is adjustable for rebound hydraulics and spring preload, while the KYB shock absorber allows adjustments for rebound hydraulics and spring preload via convenient manual controls. Its sloping configuration is meticulously designed and fine-tuned to provide a progressive response and sensitivity in cushioning bumps in the road. The Brembo braking system incorporates a pair of 320-mm floating steel discs at the front, engaged by radial-mount monoblock callipers. The handlebar master cylinder, along with the clutch master cylinder, is also of a radial design, and both feature adjustable levers for distance to the handlebar. For the rear brake, a 280-mm disc is engaged by a dual-piston calliper. Tubeless spoked wheels, with a 19-inch front and 17-inch rear, accommodate tyres designed with a structure and tread pattern suitable for light off-road riding. A 21-litre fuel tank provides enough juice for a touring range of around 400km while the rider can choose from up to five different riding modes to tailor the ride to their liking. These link in with the bike’s 6-axis IMU to help offer the best solutions from the traction control and ABS systems. While the V100 Mandello debuted a first for Guzzi in the form of the highly refined “Comfact Block” engine, the Stelvio also brings to the table a first for the Italian brand. The Stelvio is the first Moto Guzzi equipped with the PFF Rider Assistance Solution, which is offered as a factory option (the bike can be ordered with or without). This cutting-edge driving assistance platform is built on 4D Imaging Radar technology. According to Moto Guzzi, this is the first time that such radar sensors (one is located above the front headlight assembly and one below the rear headlight assembly) have been implemented for use on a motorcycle. The advantages, compared with a traditional ultrasonic sensor-based driver assistance system, lie in an extremely wide field of vision and reliable monitoring regardless of lighting and environmental conditions. These devices play a key role on the active safety front, providing the Following Cruise Control (FCC), Forward Collision Warning (FCW), Blind Spot Information System (BLIS) and Lane Change Assist (LCA) functions. FCC represents an advanced cruise control system that utilizes the front radar to adapt the speed based on the vehicle in front. This system intervenes in engine brake control, amplifying it if the vehicle in front decelerates. The system acts on engine brake control, increasing it if the vehicle in front slows down. Once again, Moto Guzzi is taking a huge step forward with its latest offering and we can't wait to see how the brilliant Compact Block engine goes in the new adventure chassis. Kiwi fans of the brand can expect the Stelvio to arrive in dealerships in the latter half of 2024.

Benelli's local lineup is set to gain an attractive LAMS sports bike option with the soon-to-be-released Tornado 500. Set to go head-to-head against Honda’s freshly revised CBR500R and Kawasaki's Ninja 500, Benelli’s 500cc range gains a modern-looking sports bike option in the form of the new Tornado 500. Benelli was the original Sino-Italian brand to make landfall in New Zealand, and after a relatively quiet period, it is aiming squarely at the Japanese LAMS sports market with the Tornado 500. This fully-faired sporty not only looks hot to trot, it's got some great equipment as part of its build package that will make it a competitive option against its more established rivals. Powering the Tornado 500 is Benelli’s 500cc parallel-twin engine which is now Euro 5+ emissions compliant. The engine features wet-sump lubrication, a wet clutch, and a six-speed gearbox with chain final drive. Despite the strangling nature of emissions regs, Benelli is claiming a maximum power output of 47.6 hp at 8500 rpm and peak torque of 46 Nm at 6000 rpm which will be plenty for LAMS class riders looking to get their thrills. The chassis should also leave little on the table. The frame is an appropriately Italian steel trellis design, while the suspension system comprises a 41mm Marzocchi upside-down fork at the front with spring preload, compression and rebound hydraulic brake adjustment. At the rear is a central adjustable monoshock on the swingarm, which Benellis says ensures a smooth and controlled ride. Pulling the 17-inch aluminium alloy wheels to a halt is a set of twin Brembo 4-pot monobloc brakes clamping down on 320mm discs at the front matched to a 260mm single piston unit at the back with the mandatory ABS backing it all up. Benelli is claiming a kerb weight of 186 kilos for the Tornado 500, which is lighter than the Honda CBR500R, so it should match up well against the other bikes in its class. Pricing and arrival are yet to be confirmed by Benelli's New Zealand distributor Urban Moto Imports so we'll update you once these have been locked in.

Following on from the positively received GSX-8S and DL800 range in the past year, Suzuki has announced the hot-looking GSX-8R which ads a hot-looking sports bike into the lineup and will be heading our way in early 2024. Based on the GSX-8S released earlier this year, the new GSX-8R adds a fairing and revised ergonomics into the package and will go head-to-head with the likes of Yamaha’s YZF-R7. The 8R’s fairing looks like a Suzuki sports bike should, with the bike taking on a far more balanced aesthetic compared to its naked sibling. At its heart is the same 270-degree 776cc parallel-twin as found in the GSX-8S putting down 81hp at 8500rpm and 78Nm of torque at 6800rpm. Placing a foot firmly into the sporty sector, the 8R comes out of the box with a bi-directional quickshifter and Suzuki's S.I.R.S suite of electronics to improve control and fun factor. With the more sporty aesthetic comes a more sporty chassis, with Suzuki swapping out the KYB shock and fork of the GSX-8S for Showa SFF-BP fork and link-type monoshock on the 8R. It's fair to say Suzuki's sport bike offerings have been lacking locally in recent years, so the GSX-8R should help give new life not just to the brand's local lineup but to the sub-1000cc sport bike segment as a whole. Suzuki NZ currently expects the GSX-8R to arrive locally in March 2024, with pricing starting at a cool $16,100.

Following hot in the skidmarks of the new 990 Duke, KTM has dropped a bombshell in the form of the new 1390 Super Duke R and Evo which is due to arrive in New Zealand dealers in early 2024. With 2024 marking the 30th anniversary of the Duke nameplate, KTM has gone fully balls to the wall with the new 1390 SUPER DUKE R and its even more high-tech stablemate, the KTM 1390 SUPER DUKE R EVO. Beyond the typically challenging aesthetics that are a hallmark of KTM’s design ethos is a monstrous 1350cc V-twin punching out 190hp at 10,000rpm with 145Nm of train pulling torque at 8000rpm. KTM reached the new displacement by increasing the bore of the LC8 v-twin to 110 mm, with an all-new cam shift integrated on the cylinder heads. According to KTM this provides more power and torque throughout the rpm range and allows for a more differentiated fuel mapping to meet the latest EURO 5+ emission regulations. Despite the ferocious power levels, KTM has put in a lot of work to make sure we mere mortals can tame the beast. Along with the usual nanny aids and rider modes, KTM has given the new 1390 Dukes a set of electronic suspension and new compound tyres to maximise the bike’s contact with the ground. The tyres from the factory will be dual compound Michelin Power GPs, while the suspension sees a fully adjustable WP APEX rear shock at the rear and a new 48mm WP APEX Open Cartridge fork up the front. The fork is of a split function design while improved DCC settings provide better pressure balance resulting in less compromise between suspension comfort and performance. KTM is also offering an all-new level of suspension management for the 1390 Duke Evo with the latest generation of WP Semi-Active Technology (SAT). As the most advanced suspension system on the market according to KTM, it features electronically controlled magnetic valves for variable damping, providing a wide range of adjustability for those riders who don’t like to twist their own knobs. While KTM has given the 1390 Duke a visual overhaul including a redesigned tank and the addition of winglets, they also get the same rather alien-looking LED headlight as the 990 Duke, and that makes the biggest visual impact. Weighing in at nearly 700 g less than the previous unit, it adds an all-new aggressive glare to the KTM 1390 SUPER DUKE R. It also looks like an utter sod to clean to our eye, but the position and daytime running lights will be welcome especially as they auto-adjust in intensity according to ambient light conditions thanks to a light sensor integrated into the dashboard. Despite the massive power, the air intake and airbox redesign allowed KTM to increase the fuel tank by 1.5 litres for a total of 17.5 litres. Depending on how much you ride like a loon, KTM reckons you can get a range of over 300 km out of the 1390 Dukes. With the 30th anniversary coinciding with the 1390’s debut, KTM will offer both the 1390 Duke R and Evo in select 30 YEARS OF DUKE colourways, reminiscent of the orange scheme found on the 2005 KTM 990 Super Duke. Pricing for the new 1390s is set to be announced closer to the arrival of the bikes in local dealerships.

Two years after the Cambridge Motorcycle Club's MX track ran its final meeting, the site is officially becoming one of a number of new dog parks created by the Waipā District Council. After public consultation as part of a policy review into dogs in the area, the Waipā District Council has named the site of the Cambridge Motorcycle Club's Rowling Place motocross track as an off-leash dog park. Previously dogs were allowed on the site on leash only. The Cambridge Motorcycle Club held its last meeting at the track in November of 2021 after a tumultuous few years which included the death of a spectator at the track in May 2016. The news of the site's new official purpose comes with mixed emotions for us here at OnThrottle. We live locally, and as dog owners the added space to walk our moto-dog, but we also own small humans who we'd love to have easy access to a track locally to learn to ride. The sound of bikes ripping up the track while we tooled around in the garden is also oddly missed. Sadly, MX tracks the world over are under threat from housing developments, and the fate of the Cambridge site is far from a unique outcome.

Triumph Motorcycle's modern classic range of Bonnevilles have always been lookers, but for 2024 they get even more so with the introduction of eight Stealth Edition motorcycles. The range of dramatic new custom-style paint finishes will be available for one year only, with each model featuring its own unique tank design, which showcases a dramatic hand-painted finish that intensifies in the light to reveal vivid colour. The eight Triumph Stealth Editions include the Bonneville Speedmaster in red, the stripped-back Bobber in purple, the T100 and T120 in a striking blue, the popular Speed Twin 1200 in red and the agile Speed Twin 900 in green, the Scrambler 900 in eye-catching orange, and finally, the moody T120 Black features a sophisticated matt silver finish. The process starts with a base layer of mirror-finish metallic ‘Silver Ice’ being applied to each tank, followed by a precisely placed dark-to-light ‘Sapphire Black’ graphite vignette. Finally, a translucent tinted lacquer is applied in multiple layers, to build a deep and rich top coat. The transition from dark-tinted graphite to vibrant colour, springs to life when exposed to light, varying in hue and tone under different conditions and appearing different from every angle. The hand-painted finish ensures subtle variations, making every motorcycle truly unique, and yet going by Triumph Motorcycles' website the uniqueness won't cost you extra. Grab yours while you can!

BMW’s next generation of the R nineT comes with a cruiser sibling in the form of the new R12. The centrepiece of the new BMW R 12 models is the completely newly developed tubular bridge steel spaceframe. This frame differs from the previous R nineT series, which had a front and rear main frame. As a result, the new frame eliminates the need for previous fastenings, reducing weight and giving the new R 12 models a cleaner and more classic appearance. The rear frame, also made of tubular steel, is bolted to the main frame. The engine will be familiar to BMW fans with the firm’s 1170cc air/oil-cooled boxer engine delivering 109 hp at 7,000 rpm in the R 12 nineT and a more sedate 95 hp at 6,500 rpm in the R 12. As part of the complete redesign of the chassis, the new R 12 models also feature a new airbox. This is now fully integrated under the seat. The left-mounted “Twin Pipe” exhaust system with two rear silencers with reverse cone design caters to both the desire for a classically designed, sporty roadster and a cruiser. When it comes to instrumentation, BMW is keeping things classy with the new R 12 nineT coming equipped with two analogue instruments for speed and rpms, with a USB-C port on the left side and a 12V socket on the right side for charging electronic gizmos. With customisation always a key principle in the R nineT line, the round instruments continue to support this by communicating via a LIN-Bus and separating the control and display units. The standard instrumentation for the new R 12 cruiser out of the box is limited to just the speedometer, but the rev counter can be retrofitted with genuine BMW Motorcycle accessories. If, however, you like a touch of modernity in the form of a digital display, BMW will also sell you one ex-works. Key differences in styling between the two new R 12 bikes start at the fuel tank. On the R 12 nineT the aluminium tank with brushed and clear-coated side panels, the seat, and the tail-hump create a rising, dynamic line. The new tank offers improved ergonomics compared to its predecessor thanks to it being 30 mm shorter and a narrower fuel tank in the rear area. That allows the rider to sit closer to the handlebars, benefits from improved knee contact, and has a more front-oriented seating position on the motorcycle overall. On the new BMW R 12, the bike instead gets a steel tank reminiscent of the so-called “Toaster Tanks” of the 1970s BMW /5 models. This tank helps to emphasise the typical design language of a cruiser in a classic teardrop shape and forms a descending line in combination with the standard solo seat and the curved, low-mounted rear wheel cover. The large 19-inch front wheel and the small 16-inch rear wheel complement this harmoniously. The classic cruiser design is also reflected in the relaxed seating position with low seat height and wide handlebars. "With the new BMW R 12 nineT as a Classic Roadster and the R 12 as a Classic Cruiser, we are seamlessly continuing what began in 2013 with the R nineT, explains BMW Motorrad’s Head of Air-Cooled Boxer Series, Josef Miritsch. Thanks in particular to the new frame concept, we have achieved an even more classic and purist design. The air/oil-cooled boxer engine with new airbox, which has its roots in the legendary sport boxer of the HP 2 Sport from 2007, ensures confident propulsion. With its four radially arranged valves, it is one of BMW's absolute engine icons." Pricing for the new BMW R 12 machines is yet to be determined, with local distributors Sime Darby expecting the new bikes to land in New Zealand in the late first quarter of 2024.

We’ve been waiting for the final spec of Triumph’s all-new dirt bike for what feels like an eternity, and now we finally have not just that but the bike’s name! Meet the Triumph TF 250-X. Triumph is coming straight out of the gate making some big claims with the new TF 250-X. Designed and developed in-house by Triumph’s world-leading engineers in close collaboration with motocross champions such as Triumph ambassadors Ricky Carmichael and Iván Cervantes, the TF 250-X is said to sport a class-leading power-to-weight ratio and the highest specification components in the game. While they haven’t given us an actual figure for how much power the all-new 249.95cc DOHC 4-stroke is putting down, we know it's running a high 14.4:1 compression ratio and is pushing just 104kg of fully fuelled weight. Internally the engine is running a forged aluminium piston and titanium valves, the engine also has diamond-like carbon low friction coatings, lightweight magnesium covers and an Exedy Belleville clutch. Like other manufacturers, Triumph is set to offer advanced engine management and tunability through an optional accessory MX Tune Pro app, which will enabling riders to use real-time user-selectable mapping, a real-time engine sensor dashboard and live diagnostic functionality, through a controlled programmable engine management system. Tank volume is listed as 7-litres, while the engine pushes power to a 13/48 final drive through a 5-speed gearbox. Triumph Motorcycles’ Chief Product Manager, Steve Sargent, said: “The launch of the TF 250-X is the culmination of a significant commitment and investment from Triumph, to not just bring a totally new bike to the motocross world, but to deliver a winning performance. To achieve this, we are focused on delivering the most complete package for any riding level, from champion to amateur. “This bike is 100% Triumph, conceived, designed, developed and manufactured by our world-leading chassis and engine teams, with expert support from our racing champions. We started with a blank sheet of paper and began an all-new ground-up design, including a new engine, new chassis and new electronics.” The TF 250-X’s unique aluminium chassis has a high-strength, lightweight spine frame with twin cradles, which Tirumph says has been designed for the optimum balance of performance, mass and flexibility. It also delivers a high level of tunability to suit different riders and styles. Triumph isn’t known for skimping on components, and the TF 250-X is no exception. KYB suspension tops the list, with 48mm AOS coil forks, forged and machined 7075-T6 aluminium triple clamps and a three-way piggyback coil rear shock. The premium Brembo braking system features a twin 24mm piston floating front caliper, a single 26mm piston floating rear caliper and Galfer 260mm front and 220mm rear discs. DirtStar 7000 Series aluminium rims and machined aluminium hubs are fitted with Pirelli Scorpion MX32 mid-soft tyres. Pro-Taper ACF carbon core bars and ODI half-waffle lock-on grips complete the set-up. While New Zealand arrival and pricing are yet to be confirmed, Triumph has dropped the expected pricing in the UK where the TF 250-X will start from £9,795 ($20,273.81) with bikes set for delivery from the second quarter of 2024. Interestingly, the MX1 class machine is also in the pipeline, with Triumph promising further information about the launch of the TR 450-X and the hotly anticipated Enduro range will follow later in 2024.

With the KTM Duke nameplate hitting 30 years old this year, KTM has announced the return of the 990 Duke moniker with the 2024 KTM 990 Duke. The new bike will enter the market with some interesting features, including what KTM calls a Coming Home light function as standard. For this, the bike’s headlight will remain on after the ignition has been switched off, with the idea being that it will give the rider a few seconds of guaranteed light to open doors or for better visibility in the garage. In a world where high-tech features are all the rage, this simple function might possibly be one of the more useful for real-world riders to debut in years. Power comes care of a dramatically updated version of the LC8c engine found in the KTM 890 range. Now measuring in at 947 cc, the heart of the new KTM 990 Duke receives new pistons, crankshaft, and conrod producing a roaring 123 HP and 103 Nm, while in true peak performance fashion, it only has to propel a total motorcycle weight of just 179 kg. In typical Duke fashion, KTM has bestowed the 990 with a stiff trellis frame and a new closed-lattice swingarm together with high-quality adjustable WP APEX Suspension components. The WP APEX Suspension fitted to the KTM 990 DUKE features easy-to-adjust settings, encouraging the rider to push the limits comfortably. Upfront, the 43 mm WP APEX Suspension can be easily and accurately dialled in with 5 clicks on both rebound and compression. On the rear, the WP APEX Monotube shock absorber can be adjusted in 5-clicks, with manual preload adjustment also possible. Once seated, riders are greeted by a 5-inch, anti-scratch bonded glass dashboard providing all the information a rider pilot could want. According to KTM, the new dash has revised graphics and menu structures that are designed for faster, more intuitive access to the various features of the KTM 990 Duke. This includes a new function that displays Lean Angle data, with an optional TRACK Mode complete with lap timer and telemetry stats. The cockpit also features a USB-C connection is also added for device charging duties. While most of the visuals of the new 990 Duke follow the lines of the previous 890, we’ve got to talk about that headlight! While not everybody’s cup of tea, the new LED headlight is constructed from a carefully chosen mix of materials, with the new design ensuring lighting stability in all road conditions. Position and daytime running lights are located on the profile of the headlight, which also auto-adjusts in intensity according to ambient light conditions thanks to a light sensor integrated into the dashboard. KTM New Zealand is yet to announce local arrival and pricing for the new 990 Duke, but you’ll definitely notice it a mile off when it lands in dealers.

Limited to just 500 examples, is the MV Agusta LXP Orioli the most pointless limited-run bike we have seen come out of the MV factory to date? When we first saw MV Agusta’s lineup of Lucky Explorer adventure bike concepts break cover in 2021’s EICMA show in Milan, we let out a collective shout of joy. Finally! The Italian manufacturer was going to make not only bikes that are practical but also for a range of riders who want more than a pretty bike to look at. Sadly, two years on the attainable Lucky Explorer 5.5 concept has been axed, and the cool 9.5 version has morphed into a limited-run machine that will be lucky to ever see the dirt. At least its name – LXP Orioli – is kinda cool. Limited to just 500 examples with pricing rumoured to be around €30,000 (approx $55,000), each of which comes signed by Dakar legend Edi Orioli, it is fair to say that what MV has delivered has opinions divided. As with the Lucky Explorer 9.5 concept, the LXP Orioli is powered by a three-cylinder engine rather than the big V-twin of the Cagiva Elefant it draws inspiration from. Measuring in at 931cc and pumping out 124hp of peak power and backed by a solid low-down torque spread, the engine has been developed and manufactured entirely in Italy according to MV. For a sub-1000cc machine, there is no denying the LXP Orioli is heavy with a dry weight of 224kg. That puts its wet weight with a full 20 litres of fuel plus oil at over 240kg. For reference, two of its main competitors - the KTM 890 Adventure R and Triumph Tiger 900 Rally Pro weigh in at 210kg and 222kg wet. In true Italian fashion a “racing kit” consisting of a homologated titanium exhaust, co-designed and developed by MV Agusta and Termignoni. This is paired with a carbon fibre end cap and heat shield for a total weight saving of 4kg. Still, going by weight alone and despite its Dakar racer inspiration, an off-road contender this bike is not! That said, MV has given it some decent suspension and tech to help it along off the straight and narrow. Suspension comes from Sachs with the adjustable 48mm USD fork sporting 210mm of travel, while out the back the similarly adjustable Sachs monoshock offers the same. Curiously for a bike purporting to be “all-terrain luxury” the suspension is manually adjustable rather than electronic. Electronics-wise, the LXP Orioli features a TFT dashboard, keyless ignition, quickshifter, multiple rider modes, five levels of traction control intervention and cornering ABS. Braking comes in the form of 320mm twin discs with Brembo Stylema calipers clamping down on them up the front, while in the rear is a twin-piston Brembo caliper and 240mm disc. With a seat height measuring in at 850/870mm you’ll need legs as deep as your pockets to swing a leg over the hefty MV adventure machine.

Until recently it had been left to the imagination as to how good the rumoured and ultimately cancelled KTM 490 Adventure could have been. Thankfully, while KTM dropped the project, their partner CFMOTO didn’t and we now see the realised potential of that platform. Check out the 450MT. Sporting a 450cc parallel-twin engine (also found in the 450NK) CFMOTO might just be the closest to creating an ADV Unicorn for the masses. In 450MT trim the engine delivers 32.5kW (43.5hp) at 8500 rpm and 44 Nm at 6250 rpm, while dual balance shafts improve the smoothness of the 270-degree firing order. Rolling stock comes in the form of a proper adventure-ready 21-inch front wheel paired with an 18-inch rear while suspension is a 41mm adjustable fork from KYB with 200mm of travel on offer. Ground clearance is at the pointy end of the small displacement adventure class at 230mm while the seat height is reasonably attainable at 820mm. Weight, as always, is make or break for these bikes and the CFMOTO seems to be quite promising in this regard. With a claimed dry weight of 175kg, the 450MT should be significantly lighter than the soon-to-arrive Himalayan 450. The CFMOTO 450MT is expected to be available at dealers across New Zealand during the second quarter of 2024. Pricing and final specifications will be confirmed closer to the bike’s local debut. The MT-X concept also clearly leans on learnings CFMOTO has made through building KTM’s 790 platform. CFMOTO has taken KTM’s low-slung fuel tanks and added it to their concept, which with the lightweight triple engine (just 55kg), 21-inch front wheel and dirt-oriented ergonomics should make for a highly competitive middleweight adventure bike. Tech-wise the bike features a front end that resembles the 800MT with a full LED headlight, while the vertical 8-inch TFT dash is a touchscreen. Suspension utilises a long-travel fork supplied by KYB, while the rear shock is from Öhlins. The braking system goes to premium Brembo brakes over the J. Juan units found on the current 800MT. CFMOTO has a lot more in the works, with an all-new 675cc triple which puts down over 100hp at a screaming 12,300rpm also announced at the same time. Watch this space to see if the Chinese manufacturer delivers on what looks to be a middleweight adventure unicorn! !