CFMoto’s 450SR S proves the brand’s renown for high-spec, low-cost sportsbikes is well earned
CFMoto has earned a reputation over recent years for punching above its weight. It’s been a hard-earned reputation, mind you, and while the clumsy design once associated with Chinese brands has all but disappeared, CFMoto’s build quality, product execution and value for money have made it a major player on the global motorcycle stage.
While all the headlines in 2025 have so far been about the recently launched 675cc and 800cc models – reminding us that Chinese manufacturing is becoming increasingly accomplished and ambitious – CFMoto has been perfecting its formula on smaller-capacity models, and bikes like the 450SR S are the very capable fruits of that labour.
Announced this time last year as a higher-spec version of the 450SR sportsbike, it takes all the attributes which put it well ahead of the Kawasaki Ninja 500 in our comparison test (AMCN Vol 73 No.24), and adds a handful of both cosmetic and technical improvements.
For an extra $1000 (or $4.80 per week, if you use CFMoto’s finance option), which takes the ride-away price to $9590, you get a single-sided swingarm, Bosch traction control as standard and a more powerful rear brake in the form of a 20mm larger-diameter rear disc. Add to that a separate-function fully adjustable front fork, an underslung side-exit exhaust to make sure the benefits of the single-sided swingarm are clear for all to see, an improved ABS system, a standard quickshifter, tyre-pressure monitoring system and automatic headlights, as well as an upgraded TFT screen with more info, more adjustment and phone-mirroring capabilities.
An impressive list of extras.
Power comes from the same 449cc parallel-twin engine that’s used across CFMoto’s 450 range and it’s hands-down one of the best in the class. I fell for it in its 450MT application and it’s equally as enchanting in the 450SR. The 270º crank means it’s full of character, twin balancer shafts make it smooth and all-day easy to use, and the 39.3Nm of peak torque at 7750rpm makes for a nice strong mid-range. Peak power is a LAMS-friendly 34.5kW (46.2hp) chiming in at 9250rpm, which may not sound particularly impressive on paper, but when the well-balanced bike tips the scales at 179kg ready to ride, it honestly makes for a fun and engaging little sportsbike.
CFMoto’s decades of experience is clear in areas like the fuelling, where no amount of copying can hide an inferior connection between your right hand and your rear tyre. And not only is the fuelling faultless, but the sound emitting from the underslung exhaust is terrific for a 450cc LAMS-approved machine.
Long-time readers will know that I’ll take a subdued, standard exhaust note over an obscene aftermarket one any day of the week, but this is neither subdued nor obscene; instead it’s playful and purposeful, and sounds every bit like a Ducati V-twin thanks to that 270º crank.
However cringey they are, it’s hard to argue with the stickers on the rear bodywork, which read ‘more fun’. Get on the gas early out of a second-gear turn and your throttle hand is encouraged by the sound of that exhaust. Get your timing of the quickshifter-assisted gear changes spot on and you’re rewarded with that lovely pop of unburnt fuel in the cut time. And the up-only quickshifter is dialled in beautifully. These are things I usually associate with higher-priced and higher-capacity bikes and they’re all great reminders of just how far this brand has come in its 36 years of existence.
That convincing execution is carried over in the suspension, which shows little evidence of the under-damping that often comes with a sub-$10k LAMS-approved machine. Lift the bike off the sidestand and you will feel the front drop slightly as the weight settles, but none of that unexpected movement is carried over once you start rolling. Both the front and rear suspension’s base setting strike a great balance between comfort and control during spiriting riding, offering far more feedback and support than you’d expect at this price point.
The feedback from the front end via the 37mm adjustable front fork is surprisingly good, with no excessive dive under hard braking. Even just tooling along at urban speeds, there’s a clear feeling of quality from the suspension.
Speaking of better than expected, not that long ago Brembo monobloc M40 radial calipers were the stoppers reserved for high-end sportsbikes. Here the four-piston unit gripping a single 320mm front disc is more than enough to bring this little parallel-twin to a hurried halt, complemented by a no-name caliper biting a 240mm-disc at the rear.
Switch the ignition on using a conventional key and the daytime running lights flanking the split-style headlight dance up and down the nose of the bike, as a graphic interpretation of the 450SR S reveals itself on the TFT dash. It’s an informative dash for the money, with the default appearance showing you both ambient and coolant temperature, the pressure and the internal temperature of both tyres, there’s a gear-position indicator, a fuel gauge as well as range-until-empty, plus the usual trip meters, tacho and speedo. There’s plenty of adjustment within the menu, too, both in terms of the appearance and the information shown on the default dash and in the adaptable rider aids such as traction control, upshift alert, quickshifter activation and the emergency warning lights which you can set to flash under particularly hard braking.
And don’t forget CFMoto’s notable T-Box system, which uses a wired-in Bluetooth receiver, GPS and (free) 4G data to send you notifications on the bike’s whereabouts, its maximum and average speeds, your lap times as well as any fault codes and maintenance requirements.
I suppose it’s because of all this technical capability that it’s still a little surprising to see a cable-operated throttle, which of course means no selectable power maps. But, quite honestly, between the engine’s modest output and the inclusion of traction control as standard, there’s really no need to trim the performance – it’d just be tech for tech’s sake.
The steel-tube trellis frame is well sorted, and combined with relatively skinny 17-inch tyres each end, a short 1370mm wheelbase and sportsbike-like ergonomics, the handling is light and responsive – perfect for new-ish riders and engaging enough for seasoned ones.
The clip-on ‘bars sit level with the top yoke rather than below it, meaning the racer crouch isn’t extreme, and this is backed up by some rationally placed footpegs that don’t cause any cramping, despite the very accessible 795mm seat height. I did experience pins and needles and numbness in my throttle hand on rides longer than about an hour, but generally only if the roads were uninteresting. Both the clutch and brake levers are span-adjustable, again not a feature generally included at this price point.
The 449cc parallel-twin’s fuel consumption is hard to argue with, returning 4L/100km, and it was reflected pretty accurately on the readout via the dash, too. It’s better than what I returned on the 450MT, but unsurprising given the adventure bike’s ready-to-ride weight is about 10kg heavier than the up-spec sportsbike. In real-world terms, it means you’re good for well over 300 kays from the 14-litre tank before you’re looking for a servo. Let’s say you’re needing 12 litres to refuel, paying Melbourne’s March 2025 average of $1.95 per litre of 98 RON… that’s less than $24 per tank, or around 7c per kilometre. I don’t even think a Tesla driver can argue with that.
And no one’s going to argue with the styling. A convincing blend of premium cues and sporty proportions, the 450SR S brings a race-inspired aesthetic that wouldn’t look out of place on a higher-capacity supersport machine. The winglet-equipped bodywork is well finished, has layered textures of gloss and carbon-like finishes, and the sliders and gold fork legs all combine to reflect its higher spec. It’s available in two colour schemes, Nebula White (which I tested), or Jet Black. The former has gold highlights, which I reckon look great; the latter has a red trim for that devilish look.
In terms of where it fits in the market, it puts up a compelling argument despite having a higher recommended retail price than Kawasaki’s Ninja 500, Yamaha’s YZF-R3 and KTM’s single-cylinder RC390. It surpasses those three easily though in terms of equipment and appointments, but even compared to Honda’s 2024 CBR500R, which has a ride-away price of $9999, the CFMoto can boast a long list of tech that the Honda cannot. You might argue that the Honda has a better reputation for resale and reliability, but even that argument is getting increasingly weaker as CFMoto’s decades of experience continues to grow.
So, while the 450SR S might not be making the same noises at the moment as CFMoto’s larger-capacity newcomers, it remains an important cornerstone for the brand. Because it’s in this highly competitive segment where value for money is heavily scrutinised, and where it makes CFMoto’s headway abundantly clear; there’s now significant substance behind the impressive styling. And all still with change in your pocket from $10k.
PROS – Sharp styling, impressive tech and character-filled engine make the 450SR S a standout in the LAMS class
CONS – Longer distances can highlight some ergonomic niggles and the cable throttle leaves room for improvement
Holy Jorge!
This could be the best $400 you’ve ever spent
IN A NOD to its Moto3 dominance, CFMoto has unveiled the 450SR S Team Aspar Limited Edition, which mirrors the same spec as the SR S. Celebrating the brand’s 2024 Moto3 Triple Crown victory, where rider David Alonso together with Ryusei Yamanaka clinched the Rider, Constructor and Team Championships, the limited-edition livery has been made available on the 450cc road-going sportsbike for a premium of just $400, taking the ride-away price to $9990.
Called Championship Blue, it mirrors the Aspar Team’s racebikes and is adorned with official branding and sponsor logos. The fuel tank displays the three championship wreaths, commemorating the team’s 2024 achievement.
Four-time world champion Jorge ‘Aspar’ Martínez, the team’s namesake, had a career spanning 15 years between 1982 to 1997 where he won three 80cc titles and one in the 125cc category.
Sporting choice
CFMoto 450SR S
Features a 449cc parallel twin with a 270° crankshaft, offering a balance of power and torque suitable for both commuting and Sunday scratching. $9590 (ride away)
Kawasaki Ninja 500
Equipped with a 451cc parallel-twin engine, it provides a slightly lower power output but higher torque at lower rpm, giving it decent mid-range performance. $7544 (plus on-road costs)
Yamaha YZF-R3
Powered by a 321cc parallel twin, it offers a high-revving engine character, making it agile and responsive. With fewer cubes, it has less torque compared to its rivals. $8699 (ride away)
KTM RC 390
Utilises a 373cc single-cylinder engine, delivering a lightweight and nimble experience with competitive power and torque figures. $9095 (ride away)
Honda CBR500R
Its 471cc parallel twin produces the highest power and torque in this group, suitable for riders seeking a balance between performance and comfort. $9999 (ride away)
SPECIFICATIONS
ENGINE
Capacity 449cc
Type Parallel-twin, 270° crank, DOHC, four valves per cylinder
Bore x stroke 72mm x 55.2mm
Compression ratio Not given
Cooling Liquid
Fueling EFI, Bosch
Transmission Six-speed
Clutch Wet, multi-plate, slipper
Final drive Chain
PERFORMANCE
Power 34.5kW (46.2hp) @ 10,000rpm (claimed)
Torque 39.3Nm @ 7750rpm (claimed)
Top speed 190km/h (est)
Fuel consumption 4.0L/100km (measured)
ELECTRONICS
Type Bosch
Rider aids ABS, traction control, up-only quickshifter and shift light
Rider modes Not applicable
CHASSIS
Frame material Chro-moly alloy steel
Frame type Trellis
Rake Not given
Trail Not given
Wheelbase 1370mm
SUSPENSION
Type CFMoto
Front: 37mm upside-down fork, fully-adjustable, 120mm travel
Rear: Multi-link monoshock, adjustable preload, 130mm travel
WHEELS & BRAKES
Wheels Cast aluminium
Front: 17 x 3.0 Rear: 17 x 4.0
Tyres CST Adreno HS AS5
Front: 110/70R17
Rear: 150/60R17
Brakes Brembo, ABS
Front: Single 320mm disc,
four-piston M40 monobloc caliper
Rear: Single 240mm disc,
single-piston caliper
DIMENSIONS
Weight 175kg (wet, claimed)
Seat height 795mm
Width 735mm
Height 1130mm
Length 1990mm
Ground clearance 135mm
Fuel capacity 14L
SERVICING & WARRANTY
Servicing First: 1000km
Minor: 6000km
Major: 24,000km
Warranty Up to three years, unlimited kilometres
BUSINESS END
Price $9590 (ride away)
Colour options Nebula White or Jet Black
CONTACT
