The first time I walk past the CFMOTO stand at EICMA 2026 in Milan, there’s already a line for the press presentation, so I keep moving and promise myself I’ll come back. I mean it. Of all the brands at the show this year, three put on the biggest show for me: Honda, Kawasaki and CFMOTO. Everybody brought cool stuff. These three brought the heavy hitters.

When I make it back, the crowd hasn’t thinned one bit. I have to elbow my way to the front, and what’s waiting there is worth every bruise: a Chinese superbike that wants to shake up the class, and a small adventure bike I’d happily ride home.

CFMOTO’s V4 superbike goes production

There it is, in the middle of the scrum: the V4 SR-RR, shown as a prototype a year ago and now standing there as the production bike. CFMOTO developed the 997 cc, 90-degree V4 in-house, with a counter-rotating crank and Pankl titanium con rods. The claim is more than 210 hp. The prototype was already GPS-clocked at 196 mph (315.82 km/h), which CFMOTO calls a record for a China-built motorcycle. Add a titanium Akrapovič full system, fully adjustable Öhlins suspension, Brembo Hypure calipers and active winglets. Massive swingarm, big, mean machine. I’m buzzing, but there’s no getting close. People are all over this thing. Even from the second row, though, the tank finish, the triple clamp and all the little details tell you the same story: this is seriously fine work.

The CFMOTO V4 SR-RR in white livery with V4 graphics on display at EICMA 2026 in Milan.

Headed for World Superbike

A superbike from China’s leading manufacturer is going to reshuffle the deck. I’m convinced of that, and I’m just as sure CFMOTO will take it racing in World Superbike. Reportedly the plan is to join no later than the 2027 season finale in Shanghai, where the series races next year. You can bet they’ll want to put on a show at home. What there isn’t yet, reportedly: a price, a launch date or a full production spec sheet. Obviously I haven’t ridden it. I’m hoping to get a shot sometime in the first quarter. Just eyeballing it, I think I’ll find enough room in the saddle, which isn’t a given for taller riders. Later I find a gap and finally get a close look at the clutch, the winglets, the brake disc covers, the Brembo calipers and the Öhlins fork. Can’t wait.

CFMOTO V4 SR-RR in a manufacturer press photo

Why dealers should bet on this brand

CFMOTO’s European footprint is bigger than most people realize. There’s a design subsidiary in Italy near Misano and a development center in Salzburg, Austria. The factory sits about 60 miles south of Shanghai. I’ve been there, and it left a mark. Here’s my bet: within two years, CFMOTO will be top three in new registrations in Germany and Austria, and the established brands are going to feel it. If I owned a dealership, I’d put my chips on this brand for the next few years. They’ve got fascinating bikes in every displacement and every segment. The 1000MT-X is a great example, and a huge seller. All good stuff. But the real star of the stand is a few yards over.

The 550s replace the much-loved 450MT

Finally, the 550s, and of course I can’t get close again. CFMOTO shows two versions: the 550MT as the touring adventure bike and the 550MT-X as the more aggressive off-roader. You can tell them apart by the front wheel. The MT runs a 19” front and a 17” rear, the X a 21” and 18” combo. Both replace the 450MT, a hugely popular adventure bike that, for me, was already the best motorcycle in its class. Tough as nails. I know what I’m talking about: I raced a 450MT in a two-day enduro and finished fifth or sixth in my class. Honestly, I don’t remember which. Either way, it’s a seriously good bike, and thousands of happy owners agree.

More power, less weight

Then comes the kicker, the one I wrote down in percent. According to CFMOTO, the 550MT-X makes about 30 percent more power than the 450MT, 54 hp from a new 527 cc parallel twin, and weighs 3 kg (about 7 lbs) less. Ready to ride, it’s 403 lbs. That’s exactly how it should be! It ought to be an unwritten law of adventure bike development. I don’t need adventure bikes that get bigger, heavier and pricier every generation. Give me more power, sure, but drop the weight at the same time so the bike stays fun. On top of that, the finish is better than before, and the fully adjustable KYB suspension offers 9.1” of travel up front and 8.7” out back. The shock alone is a thing of beauty. If you like your riding off the pavement, this is paradise.

I’m buying one

The two bikes split on the dash, too: the 550MT mounts its screen horizontally, the 550MT-X stands it up vertically, a 6.2-inch display with MotoPlay, per CFMOTO. I’m pretty sure it’s strictly forbidden, and the stand guards are hawks, but I climb on anyway. After that, my mind’s made up, especially on the X: I’m buying one. Done. No idea what it costs, and I don’t care. Color doesn’t matter either, though gold always works for me. First one off the line, please, the sooner the better. One request: the seat feels a bit low to me again, so a taller accessory seat would be great. By the end of the show, when I’m adding up next year’s budget, the 550 sits right at the top of my list, next to the Africa Twin.

CFMOTO 550MT in a manufacturer press photo

The 550MT is a grown-up travel bike

The 550MT is for riders who want to go far. Big tank, luggage system, the works: it’s a full-size adventure tourer in an approachable power and weight class, and honestly, you don’t need more. CFMOTO gives it the same 54 hp and 38 lb-ft as the X, plus an electronic clutch, a two-way quickshifter, three ride modes, IMU-based cornering ABS and traction control, cruise control and an 8-inch display with Apple CarPlay. The seat adjusts from 31.5” to 32.3”. Mark my words: dealers are going to make a killing on this bike. It’ll sell like crazy. If you want an adventure bike that doesn’t brag about displacement or weight but brings everything you need for the road, keep an eye on these two.

The CFMOTO 550MT with aluminium side cases on display at the CFMOTO stand at EICMA 2026 in Milan, with a show visitor sitting on it.

A little 675 that took a beating

Before I move on, a word about the sportbike I kept as a long-term tester this year: the 675, the little sister of the big V4. Instructors rode it on track all season, and four more ran as test bikes. Sadly, one got crashed, but mechanically there wasn’t a single failure, problem or breakdown. Everybody got along with it. Great looks, easy to use, a blast to ride: a wonderful little sportbike. That’s exactly why I’m so curious about the V4 SR-RR. The little sister survived a whole season of track work without a whimper. Now the big one has to show what it’s got.

Can you buy a CFMOTO 550 in the US?

Not yet. CFMOTO USA hasn’t announced the 550MT, the 550MT-X or the V4 SR-RR for the American market, and none of them shows up in its current motorcycle lineup (as of Nov 5, 2026). There’s no European price for either 550 yet, so I can’t even give you a ballpark. What you can buy today is the bike they replace: the 450MT is sold here as the Ibex 450 at $5,999 MSRP. If the 550s cross the Atlantic, US media expect them to join the Ibex family. The 675 sportbike from our long-term test is already here as the 675SS at $7,499. As for the superbike, CFMOTO North America reportedly hasn’t confirmed US plans or a US model name.

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