If you need any proof that CFMoto has made huge strides in motorcycle design and production, look no further than the Ibex 450. This lightweight adventure motorcycle looks the part, and after our first ride review in the Philippines, we know it also delivers on its looks. Now six months later, we have our hands on one here in the States, and the question begs just how good is it when it’s put to the test in every situation an adventure rider can put it through?To find out, the plan was to follow the same format we recently used on the 2025 Royal Enfield Himalayan—no coincidence that the two would be considered by new and budget-minded riders. This would include everything from the open highway to dirt roads to true enduro riding. The Ibex 450 holds promise not only for riders looking for an affordable entry into adventure riding but also for those who are looking for sub-500cc capability.

Small adventure motorcycles offer excellent value, and the Ibex 450’s $6499 MSRP is higher or similar to a comparably equipped Royal Enfield Himalayan ($6099), Honda CRF300L Rally ($6499), and KTM 390 Adventure R ($6999) but it offers something they don’t: a parallel-twin engine. On the Cycle World dyno the Ibex 450’s 449cc DOHC engine put 37.1 hp at 8920 rpm and 27.1 lb.-ft. of torque to the rear tire. That’s nearly identical to the Himalayan’s37.4 hp and 27.4 lb.-ft. At our test facility, that power pushes the Ibex 450 to a 15-second quarter-mile at 86.1 mph. That time could have been lower, but the short gearing has the CFMoto topping out at an indicated 89 mph. From a standstill, the 450 takes 2.1 seconds to get to 30 mph and 5.9 seconds to pass 60 mph.

There are no ride modes, but this is not a miss considering the friendly yet usable engine character. There is a non-IMU-based TC system that is switchable via a single button that also turns off ABS at the same time, so think of it as your off-road setup button. A single long press puts you into off-road mode, TC and ABS off. Another long press and it’s back to the road. Road MannersOn the road, that short gearing makes for relatively lively acceleration for a 448-pound, 37-hp ADV. There’s a flat torque curve combined with a horsepower curve that is very linear, but despite what the dyno chart shows, the Ibex doesn’t really start to boil until the tach reaches 5500 rpm. That does give a very sporty feel when trying to make time in the curves as you shift more often to stay in the band between 5000 and 9000 rpm. While it doesn’t have the torque punch that a single has down low, the high-revving street character is entertaining.

From a distance the Ibex 450 can easily be mistaken for a middleweight ADV, with its wide 4.6-gallon tank (good for around 200 miles at a 44.3 mpg average) and large frontal area. Sit on it and your instincts point to a midsize machine if you didn’t see “450” on the side shrouds. The cockpit is adventure-standard with a comfortable reach to wide and moderately tall handlebars. Seat height is very manageable 32.3 inches, and if you want to give up some ground clearance for an even easier reach to the ground, a second linkage position will reduce the seat height to 31.5 inches. Legroom is a tad cramped with motocross boots, but a $200 accessory rally seat that adds 2 inches of altitude would solve that issue if you prefer to wear big moto boots or are taller than my 5-foot-10 frame. Wind protection at highway speeds is good. The adjustable windscreen moves up and down easily with the turn of a knob on the right and left side. In the low position the wind will connect with your helmet, and depending on the shape of your helmet and height, you can experience some buffeting. In the high position things smooth out considerably for my height with an Arai VX-4 Pro.

As the roads begin to curve and twist, the Ibex 450’s handling impresses. Despite a longish 8 inches of suspension travel from the fully adjustable KYB fork and preload- and rebound-adjustable KYB rear shock, the ride is balanced and composed. Front-end feedback is exceptional, even with the CST Ride Ambro A4 50/50 tires. Turn-in is easy, but has some weight to it which improves confidence when hustling through the bends. There is also a bit of dive when braking, but it is not excessive; the same goes for rear squat when on the throttle leaving the apex. The movement communicates what the bike is doing and helps the rider’s understanding of what the chassis and tires are doing at every split second.

Braking power from the single J.Juan four-piston caliper and 320mm disc is middling at best. While at moderate speeds the feedback and power were strong, higher speeds combined with downhill corner entries were met with a wooden feel from the lever. It’s the only black mark on an otherwise excellent road-going package.

While the Ibex 450 is slighter smaller in physical size than a middleweight ADV, on the road it provides a level of comfort, communication, and handling that is on par with the best of the class. It clearly doesn’t have the same steam from its 270-degree parallel twin, but it’s plenty quick and capable for shredding mountain pavement and covering long stretches.

Off-road CapabilityOne of the potential positives of a smaller ADV is less weight and better agility when asphalt gives way to gravel, dirt, rocks, and ruts. So we threw the entire off-road book at the Ibex 450—gravel roads, rocky two-track, tight single-track, deep and loose sand washes, and even some technical enduro. On gravel, that planted front end that gives the Ibex 450 excellent road holding also pays off big-time. It is easy to know exactly what the level of grip available from that CST front tire is, and that gives confidence to pick and change lines quickly and assertively. At the rear, the torque delivery allows for controlled power slides with the TC off. Carving arcs with the rear end stepped out is simple despite there only being 37 hp on tap.

Ergonomics for off-road use are spot on. While the tank is wide at the front, it’s narrow where it matters as it joins the seat. Moving forward and back while standing is not impeded by the tank or seat. Motocross-style footpegs provide support with tactile grip, and the handlebar is at a height that doesn’t require the rider to lean too far forward. Honestly, if you were blindfolded and placed on the Ibex, your first guess would be that you are sitting on a Yamaha Ténéré 700.

That wooden front brake lever on the street is not even noticeable in the dirt. Modulation and power are top-notch with excellent feedback from the front tire. At the rear, the single-piston caliper and 240mm is mushy at first but will lock up with a firm press. As the trails get rougher, the fully adjustable KYB suspension shines. It’s plush on choppy and rocky trails and is damped well for larger bumps and some small jumps. The lack of compression damping at the rear is regrettable, but the adjustable rebound circuit does provide controlled rear wheel action in most cases. It is possible to bottom both ends of the suspension, but it is a more common occurrence at the rear without the ability to increase compression damping.

As the terrain increases in difficulty, the only real issue on hard-packed trails is the CST tires; the front tire exhibits the same tendency to knife and wash as the Pirelli STR as the 50/50 design forgoes a steeper side knob profile in favor of a rounded street shape. Leaning the bike too far or pushing the front into a softer patch causes an instant loss of traction, but if you want more off-road grip, it’s as simple as a tire change to something that works better for your riding style and terrain.

Deep sand is the toughest challenge on the Ibex 450. That nose-heavy character that makes the Ibex a dream on the street and gravel roads is a detriment in the sand. With so much input from the front end, the front tire sinks and knifes easily, especially when rolling off the throttle. You really have to get your weight back to maintain control, but even so, the Ibex 450 behaves like a much heavier bike in the sand.

Although the Ibex 450 is more difficult to handle in the sand, there’s enough torque on tap to ride the Ibex like a dirt bike, with snaps of power for a cut-and-thrust style in all other dirt situations. And when the speeds increase, the linear power delivery at the top-end limits stress and surprises. Gearing is low and limits the top speed, but it does supplement the acceleration torque sensation when you need it on the trail.

When climbing technical enduro trails, the low seat height increases confidence to push the limits. And the Ibex’s limits are high. Short of mountainside hill climbs that require sheer horsepower, this plucky 7/8-sized ADV will go anywhere a Yamaha Ténéré will go. On our test, only the 50/50 tires put a stop to the CFMoto’s forward charge through tough and technical enduro trails. Is the CFMoto Ibex 450 As Capable As a Middleweight ADV? CFMoto has struck an impressive balance with the Ibex 450, not only does it have middleweight ADV comfort and off-road capability, it does the bigger bike things with less weight and a lower price tag. Sure, there’s less power, but the Ibex 450 punches above its weight with a confidence-inspiring performance with a low seat height, controllable and usable power, and excellent suspension. CFMoto has become a legitimate challenger to the legacy Japanese and European brands, and the 2025 Ibex 450 is the best example of that.

CFMoto Ibex 450 Specs

GearboxHelmet: Arai VX-Pro4Jacket: Leatt Jacket Moto 4.5 LiteJersey: Leatt Jersey Moto 4.5 EnduroPants: Leatt Pant Moto 4.5 EnduroGloves: Leatt Gloves Moto 3.5 LiteBoots: Leatt Boots 5.5 FlexLock Enduro