CFMoto 450SR Tested: Style, Tech and Serious Value

• Sharp styling, strong tech and serious value for LAMS riders
• 270° parallel twin delivers real-world fun and character
• Not perfect — but one of the most compelling bikes in the class

If you’re after a LAMS bike that looks sharp, features top-tech yet won’t break the bank, the CFMoto 450SR delivers it all and goes good too!

Is there no end to the success of CFMoto’s 450cc parallel twin? Their adventure bike, the 450MT, has consistently been at the top of NZ’s motorcycle sales charts, while the amount of racy-looking CF’s you see zooming around the streets of Auckland certainly insinuates that this version has also been a hit. And after spending a couple of weeks with the SR, it’s easy to see why.

And that’s important. Motorcycling is predominantly a pastime of old dudes with grey hair, and that’s no good for the industry, as one day their knees won’t be able to take the strain of holding a bike up on two wheels. It’s important that models like the 450SR exist to convince the younger generation that bikes are cool, and this CFMoto certainly does that. Especially as it’s seriously affordable, too!

LAMS Landscape

There’s been a lot of focus in the LAMS category now that learners are no longer restricted to crusty old 250cc single-cylinder four-strokes. Instead, learner riders now have a plethora of options, from naked European models like Triumph’s Trident 660 or smaller 400cc offerings, to the sportier options like Kawasaki’s Ninja 400 (or new Ninja 500) and Yamaha’s R3 or R7. Yet, none of the others have really dived into the wants of the youth quite so readily as CFMoto, with the huge MotoGP-style wings on the front likely to get any ‘traditional/old’ motorcyclist laughing in their helmet. But the new generation of riders don’t care so much about the intricate details of horsepower, torque and wet weights that we used to argue about in the pub back in the day. No, they just want a bike that looks cool, goes okay, sounds good and has some gadgets. With the 450SR, that’s a tick, tick, tick, tick and, tick…

Design & First Impressions

Looking over the bike as the rain pelleted down outside – the weather really hasn’t been conducive to motorcycle testing recently – and the styling is quite incredible. And let’s remember, this comes from a Chinese motorcycle manufacturer which also produces quads and side-by-sides. It wasn’t long ago that every motorcycle that came out of China looked like it was styled in the Eighties. Well, those days are well and truly gone, with the 450SR looking so good you’d have to think an Italian pen was involved somewhere in the design process.

The wings are huge and over-the-top. With a claimed top speed of 190km/h, there’s not much chance of them generating much downforce as a rider whips up and down the Southern Motorway or cruises around the Viaduct. And with a claimed 46hp produced from the sweet parallel twin, this isn’t the sort of bike that requires help keeping the front wheel in touch with the ground despite a 0-100km/h sprint time in the sub-5 seconds bracket. Yet, combined with the rest of the stylish, angular package, the wings just kind of work. In fact, I quite liked them.

The LED lighting is also cool, with a swoosh running up and down the DRLs as you turn the bike’s ignition on. Such a simple touch, yet probably enough to get a young rider to sign a finance form without even riding it. There’s plenty of faux carbon fibre, yet it still looks the part. And once the CFMoto has run through its little start-up sequence on the 5-inch TFT dash, you’re greeted with a well-designed, easy-to-manage screen that gives you a heap of info and a couple of different layouts. And, importantly, you can connect your phone and work a bit of magic via the CFMoto app. And let’s not forget, this is all on a bike that currently retails for $8,290 + ORC, thanks to the current Summer Sale offering $500 off.

Engine & Performance

While some LAMS bikes can feel tinny or buzzy, CFMoto’s parallel twin not only sounds great from the exhaust – which is a standard can, not underslung like the SR-S – but also delivers a heap of usable power. The fact that there’s a 270-degree crank in the parallel twin gives it a slightly lumpy, V-twin-like character compared to some of the smoother, more linear twins in the class. It also adds a bit of personality to the way the bike delivers its power, and combined with the exhaust note, makes the 450SR feel a little more grown-up than you might expect from a LAMS machine.

That firing order means you don’t need significant revs to get the SR driving forward at pace. With the rev counter running along the bottom of the dash, once the needle gets above 5,000 rpm, the 450SR is making reasonable progress, while holding on delivers more fun before it’s all over, the closer you get to the redline. You can run up to almost 12,000rpm before a hard limiter kicks in, but you should have shifted to a higher cog long before then to get the twin back into its happy place and delivering the best response. Shifting just before 10k was where I found it best when out for a bit of fun in the local twisties.

Handling & Ride

And in this environment, the 450SR is a real blast. The low 179-kilo wet weight combined with the narrow 150-section rear tyre helps get the CFMoto flicking from one lean-angle to the other without much input through the ‘bars. And despite those handlebars being clip-on items that sit below the ornately designed headstock, the riding position isn’t too dramatic. Okay, the footpegs are quite high, and it definitely puts you into a sporty tuck, but you’ll want that so you can crouch behind the low screen when trying to push the SR to the limit.

The suspension consists of non-adjustable 37mm USD forks with 120mm of travel, while the rear monoshock, complete with rising-rate linkage, offers 130mm of travel and is preload adjustable. They do the job of being firm enough for spirited riding without being harsh when you just want to get to your destination. The rear shock, especially, is supple enough to soak up the bumps and imperfections of NZ roads, rather than being razor-sharp and race-track-focused.

It was, however, impressive to see a single radially-mounted monobloc Brembo M40 caliper up front, which combined with a Bosch ABS system, offers decent, confidence-inspiring stopping power — though it could do with a fraction more initial bite when pushing on. There’s also traction control fitted, which can be switched off if you want a bit more freedom, but for most riders, especially learners, it’s a welcome safety net.

Real Roads

I wasn’t expecting to have so much fun on the 450SR, thinking it was more looks and no substance. Yet the further I got into my test ride the further I wanted to go I was having so much fun. With ominous clouds appearing around me, I spent the day exploring roads and dodging downpours without having much of an idea where I was going. Instead, I was just seeking out dry tarmac and twisting corners so I could continue to explore the limits of the CFMoto.

Encouraged by the sweet 6-speed gearbox, flicking up and down ratios to keep the twin on the boil required a brief roll off of the throttle to select the next cog without using the clutch. The more expensive and higher spec SR-S version comes with a quickshifter, and I would have loved one on the SR, but in reality, I didn’t really need one as the gearbox is so easy to shift. If you do want to use the clutch, you’ll find it’s nice and light, with the span-adjustable lever a real advantage for riders without a long reach. It also features a slipper clutch, which helps smooth things out when you’re banging down through the gears into a corner. It’s the sort of feature that more experienced riders will appreciate, but it’s also a nice safety net for learners still finding their rhythm.

Despite a decent day in the saddle, I wasn’t overly stressed about the riding position. The saddle did start to feel a little firm later in the day, but otherwise, I was happy to spend a decent few hours on the 450.

While I didn’t connect my phone to the 450SR, I was happy to find a fuel gauge and also details of average usage, distance to empty and other stats on the nice TFT screen, especially as I was heading nowhere in particular and didn’t really know where fuel stops would be. Fuel use also seemed pretty reasonable for the sort of riding I was doing, and while I didn’t do a full range test, you’d expect somewhere in the mid-3 to low-4L/100km range, which makes it a pretty practical option for commuting as well as weekend blasts.

With the level getting low enough to cause a little bit of apprehension, I suddenly saw the range drop to zero before coming back again a little while later. Whether this was a sticky gauge or maybe a software glitch, I’m not sure, but if this were my regular bike, I’d have a pretty decent idea of how far I could expect from the 14-litre tank before needing to worry.

With CST tyres featuring a relatively sporty tread pattern fitted to the 450SR, I was a little apprehensive as I encountered wet sections on the ride. In the dry, I felt I could push the little machine into turns with commitment, venturing towards boot scraping angles without much drama. On wet or damp roads, I wasn’t quite so sure. And while I didn’t have any ‘moments’ with the tyres, they are still a bit of an unknown quantity when the conditions are less than ideal. And, to be honest, I wasn’t game to push it to find out as I was in the middle of nowhere. For everyday riding, they’re fine, but if you were planning on pushing on regularly or doing track days, they’d probably be one of the first things you’d look to upgrade.

Where It Fits

The 450SR sits right in the heart of the LAMS sportsbike class, going up against bikes like the Kawasaki Ninja 400 and Yamaha R3, but with a stronger focus on styling, tech and value. It’s not necessarily trying to be the sharpest or fastest option out there — instead, it leans into being the most appealing overall package, especially for newer riders who want something that looks as good as it rides.

Verdict

The fact that the CFMoto 450SR is just over $8k is staggering, as there’s just so much going on. It’s a really great, sporty, LAMS bike that’s certainly going to appeal to younger riders, and that’s really important as we need bums on seats. Yet, despite the price, there is nothing really evident of corners being cut to save on production costs. The bodywork and componentry all look quality, the TFT dash is great, it’s got a Brembo monobloc caliper (just one…), and the motor is smooth yet engaging. If I were coming into motorcycling as a youngster, I’d be all over it. It’s even good looking enough to be a poster on the wall (remember those!)

If you don’t like the sporty riding position, there’s a naked NK version that’s even cheaper. And if you want a bit more bling, the SR-S version takes the same package and upgrades the electronics and suspension, adds a quickshifter, and an underslung exhaust for $1400 more. Oh, and there’s a single-sided swingarm..!

While there are still many out there hesitant and/or angry about the new onslaught of Chinese machines, it’s a really hard argument to ignore just how good many of the new models are, especially from brands like CFMoto. They are targeting key demographics and segments – naked, LAMS, adventure – and delivering some really solid performers. Often, they might not be at the cutting edge of performance compared to others in the segment, but what they do provide is more than enough for a lot of the riders, especially when you add price to the equation. It might not be the outright performance benchmark in the class, but as an overall package, it’s one of the most compelling LAMS bikes on the market right now.

What is great is that machines like the 450SR are reinvigorating the conversation about motorcycles in the younger circles. For many of us older riders, we fantasised about owning a motorcycle from a young age. That’s not been the case for a very long time. Now, with these cool, affordable machines, kids are thinking about owning a bike again, and that can only be good for the future of motorcycling for all of us.

CFMoto 450SR

Publisher/Editor

Paul

Paul is the owner, publisher and editor of Bike Rider Magazine, a role he has had for over two decades. He has been BRM’s primary test rider throughout that time, riding and reviewing everything from learner machines to high-performance superbikes. After cutting his teeth with Superbike Magazine in the UK, Paul moved to New Zealand in the early 2000s and has since dedicated his career to delivering honest, rider-focused motorcycle journalism.