This content analyzes three small-displacement adventure motorcycles (KTM 390 Adventure, CF Moto Ibex 450, and Royal Enfield Himalayan) to determine their capabilities, value, and suitability for both new and experienced riders seeking accessible adventure riding.
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As adventure riding continues to grow in
popularity, more riders are looking
beyond sheer horsepower and massive
machines in favor of bikes that balance
capability, simplicity, and
approachability. Smaller displacement
adventure motorcycles offer the promise
of easier handling, potentially reduce
fatigue, and lower barrier to entry,
especially when the routes get tight,
technical, or remote. For riders willing
to trade outright speed for versatility
and confidence, these mini adventure
bikes open doors that heavier machines
often close. In the most challenging
situations, having a light bike that can
still carry everything you need might
make the difference between exploring
new terrain or not. In the winter of
2026, we set out on three new small
displacement adventure motorcycles from
KTM, CF Moto, and Royal Enfield. both to
see what we could find and how the bikes
performed in getting us there. I'm John
Beck here with Ryan Adams and Troy
Sehon. Welcome to motorcycle.com's
So, we've completed our lightweight free
bike adventure test and we've got a
diverse collection of bikes here. We did
a bunch of different terrain, got a lot
of miles in. I think enough to gain a
pretty good impression about what these
three bikes are all about. So,
>> what are our takeaways?
>> Absolutely. But I mean like I think
going back to the overall idea of this
test and kind of what we were able to
do, you know, these lightweight
adventure bikes kind of make things
easier for everyone, you know, like when
we were out kind of playing and whatnot,
you know, I felt like I wanted to go
mess around a little bit more. I wanted
to go jump a rock or slide out in the
sand, you know, whatever. like it just
wasn't a big deal,
>> you know? So, it's fun to get out on
bike this size and you're not dealing
with a $25,000
500 lb machine, you know? So, I think
what's cool for that is that even if
you're experienced, you can appreciate
how much fun these bikes are. And if
you're looking to get into this, you
know, we've got bikes ranging from 6,000
to 7,700, you know, around us. And so,
the barrier of entry for someone looking
to get into this kind of riding is is
pretty low, you know, kind of all around
the board. Yeah, and we talked about
that too, like even calling these, you
know, entry level bikes is in a way
doing them a disservice because
>> I agree,
>> you know, we've all ridden a lot of
bikes and for the price point, how much
fun these were to play around on.
>> It's, you know, if you're someone that
does have the expensive,
>> like you said, 20 plus thousand bike, right,
right,
>> and you want to have something to go
play around in or maybe you want to do
adventures where you don't have all that
weight, that sort of thing. It
>> these are a great option. A lot of
different choices here. Um,
>> no, it's interesting.
hearing your guys' perspective on these
three bikes from someone who's got the
exact opposite end of the experience
level as you guys do. Uh
the thought of just playing around and
grabbing one of these to play around
with, I immediately gravitate towards
the KTM. It is the smallest. It's the
most nimble. It's It fits me better as a
5'8 30in inseam guy. I mean, it's like
50 pounds lighter than everything else here.
here.
>> Super light. Like, if there was one
thing I would just gravitate towards,
it'd be that. Um, but I'm it's it's
interesting hearing your guys' take
about you could just hop on any of these
three and just go rip and play around
and do whatever. So, curious to hear
more about that.
>> Yeah. I mean, it's a good point, though,
because the KTM is like 388 lbs fully
fueled as tested here. And, you know,
it's probably got the best tires out of
the bunch with the MTOS. And really, in
terms of, you know, what feels the most
like a dual sport kind of bike,
definitely the the KTM. So, it it's
interesting too to think about it where,
you know, Troy's like, "All right, this
one's just the easiest to manage,
right?" and the power comes on, it's
nice and punchy for the single cylinder
engine. But I think I I think John will
agree with me that if we were going to
go out and really push ourselves, we
would also pick the KTM.
>> Well, and also the suspension, too. I
mean, of all these, this thing has the
most travel. Yeah.
>> Uh not necessarily the most
adjustability. I think the CF Moto,
>> correct? Yeah.
>> Takes that. And that it brings up
another point, too. Definitely off-road,
>> this 100% I think rose to the top in the
test. But it's a trade-off, you know,
when you're doing these dual sport
rides. And overall, the motor on that
thing, there's there's so much value in
this. And when you look at the price
point, it's like it's a pretty hard decision.
decision.
>> It's pretty wild. The CF Moto uh IBX
450, it's 6,500 bucks. As tested, this
one has a ton of hard parts on it, which
are really nice to have. Good for
strapping stuff down, good for
protecting the bike, you know, but you
know, without those hard parts, the bike
6,500 bucks. You get uh tubeless cross
spoked wheels, 21 18inch sizes, so you
got all the rubber you could ask for. In
terms of options there, you got an
adjustable windscreen, TFT dash,
adjustable, well onoff ABS and traction control.
control.
>> Uh the fully adjustable suspension. Like
this is a very
>> goes on and on. The two power little
things like the two USB power ports.
Even when I was putting GPS wiring and
popping the seat open, there's like pre
wiring pre-range for auxiliary stuff
just ready to go. I mean, the thing's
clearly geared towards someone that
wants to set it up as an adventure bike.
>> Yeah. And and really do the full thing
like, you know, like we did on this
trip. We did we did plenty of super slab
and roads and twisties and off-road and
stuff. So, we did the you know, we had
the full adventure experience. And I
think that's what, you know, helped the
twin. It's the only twin here. You know,
the other two are Thumpers.
>> So, that that twin engine really puts
the power down smooth. It's fun off-road
in the sand. It comes on really
tractably, but then onroad it's super
smooth. So, you know, on that one, just
droning down the freeway is not so much
of an issue. Yet, some some vibes creep
through on this. I think probably a
little more on the KTM than than the
Royal Enfield. But
>> the KTM is surprisingly smooth. >> Yeah.
>> Yeah. >> Yeah.
>> Yeah.
>> For a small little thumper. >> Yeah.
>> Yeah. >> Yeah.
>> Yeah.
>> The vibes were between the Royal Enfield
and this the vibes were just
>> to me because coming off that these are
both vibing but just very different.
This is this has a more of I guess
industrial feel. >> Um
>> Um
>> Yeah, the Anfield 100%. Um and that's
the weird thing too because it had we
all commented it had a heavier feel as
well, but that one especially with the
hard parts is the heaviest bike. Yeah.
So, fully fueled that with with the full
setup is like 447 lbs to the Royal
Enfield's 435, but the Royal Enfield,
>> it just feels heavy. Yeah. And like, so
back to this one being kind of a
contender, it really carried the weight
well on and
>> offroad. But let's let's take a second
to go back to the engine on the CF Moto
>> and highlight the fact it's a 450cc
parallel twin, but it has the 270°ree
crank. So, it sounds killer even with a
little exhaust. Yeah,
>> I've heard some of these with an
aftermarket exhaust and it's just
>> it sounds so good. But
>> super smooth. It can do highways. It can
do off-road. It's I've ridden this
engine in other packages, too. And it's
>> such a good engine.
>> Which surprises me. Why did they put
such a light clutch on it? Because it
feels like with a little bit more clutch feel.
feel.
>> Yeah. We want to talk about some size
because the CF motor is a stellar
package, but it's not all gravy, right?
>> The the clutch. Yeah, it's super
lightweight, which is
>> that's nice, but it's so vague.
>> It's totally vague. You can't feel the
the the engagement point at all.
>> And in thinking of gripes, that's the
only thing immediately that comes to
mind really. Oh, the the seat, too.
That's that is a CF Moto C, but it's not
the stock one you're saying.
>> Correct. Yeah,
but in my opinion it's kind of
artificially low for like a spec sheet
number because I mean I have a 30 inseam
and with the standard seat it feels like
a low seat so you get a lot of bend at
your knee. This is the slightly taller
seat but like you were saying John it's
it's pretty squishy which is not really
something that you're into.
>> Some people might be. Yeah, for me,
especially doing long long pavement
days, it just seems like foam like that,
you kind of sink into it after a while.
So, it's like comfortable for the first
x number of miles and then that quickly
runs out. But like I point out before,
I'm a fan of like old 990 and 950 seats,
which are basically like 2 by sixes and
because it's like
>> for long miles though, it's like I like
that consistency. Um, it was interesting
too on this one, oddly enough, on the
road that might have been the most
comfortable saddle cuz it would had a
good firmness and it was wide.
>> Yeah, the Royal Enfield. It's Yeah, it's
pretty firm, but it it is wide. wide.
Yeah, exactly.
>> You know, and even with the luggage
strapped to the back, you still had
plenty of room to move around in that
kind of wide seat. It's not above 7 kg
of luggage. That's what
>> oddly enough, on the KTM, I think I've
done the most highway miles on the KTM,
>> and it should not be comfortable,
>> but it's surprisingly
>> not bad. I mean, it's narrow. It's
stiff. Well, stiffer for sure.
>> But I I rode around thinking like, I'm
not dying here. like this is totally
fine. So, pretty impressive as far as
that goes.
>> And the windscreen's nice.
>> And the wind screen's really nice, too.
Yeah. Yeah.
>> No, I mean the like as soon as I got on
on the KTM on the highway, you know, for
well, the first thing that I noticed was
how much top end pull it still has, you
know, really like this feels again, you
know, probably sportiest onroad and off.
You know, the power comes in a little
smoother on the CF Moto, but this one
delivers a bit more punch. But also, I
mean, I I was asking Troy, you know,
after our freeway stent if it felt
flighty because it's thinner, lighter,
you know, uh, and whatnot. But yeah, you
felt and and I felt the same way once I
was on it. So, you know, I mean, the
handlebar is nice and wide, the
windscreen's big,
>> the the bend at the knee is comfortable,
totally neutral. And for me, I I did
think that the, you know, I rode the
infield on the way out here, so put a
lot of freeway miles on that. And I did
feel like I had a little bit more of a
bend at the knee than I would like. Um,
but it's got that little tiny
windscreen, but it seems to do a really
good job. And other than that, I mean,
it's it's not a bad place to pound out
some miles.
>> I I think I got the most highway miles
in on this cuz that's the one I rode out
here on. Um,
>> the IDA.
>> Yeah. And I got to admit, I was really
impressed with the couple things, the
windscreen and the motor.
>> Keep going back to the motor. The windscreen
windscreen
>> usually, it's funny with those things. I
usually don't like adjusting them. And
typically it's I want it gone. I like
the smooth air flow. Surprisingly, this
one I found going up and down a lot and
didn't get any buffeting or anything
like that. So, I was impressed with
that. The other thing that was it was
odd because it does pull at, you know,
once you get up in like 90 mph or
something and it still wants to pull,
but I'm looking down and all
everything's flashing red and I'm in
some sort of red line zone, but you
don't feel it like rolling off. It seems
like that motor has a lot more, but the
TFT is telling you like chill out
because all of a sudden the thing's
flashing red at you. But we never hit a
limiter, I don't think, on it the whole trip.
trip.
>> I think Troy managed.
>> I did because you were curious about it.
So I artificially did for you.
>> I'm taking the blame.
>> I mean, it it'll it'll rev to 9500.
>> 9500. Okay. Where does the flashy thing
start happening?
>> I didn't pay attention.
>> I wasn't concerned. was just concerned
with getting to that rev limiter.
>> I wanted to know when does the power
stop and it was 9500 RPM and then it
hits a limiter and you definitely feel it.
it.
>> And I think for us, you know, when we
did our closed course testing of the top speeds,
speeds,
>> everything was right around 100.
>> You know, the the KTM took the cake at
101, but everything else,
>> this one was 98. What did this
>> CF I saw 99.
>> Yeah. So, I'll pretty much
>> in ballpark. Yeah. almost do the ton,
>> which is crazy, too, because these two
are singles and kind of big displacement
difference between these two. And that's
a twin and they're all in the same ballpark.
ballpark.
>> Yeah. Well, and but like we were talking
about on the freeway, you know, through
our comms at 80 miles an hour, the Royal
Enfield spinning like 61 6200 RPM,000
above that.
>> Yeah. And what was the CF Moto? Like 7500
7500
>> 75 76.
>> Okay. And was a little bit lower like >> Okay.
>> Okay.
>> 71 72 something like that. Yeah.
>> And for a multi-cylinder bike, I mean,
it stands for reason, I guess. >> Mhm.
>> Mhm.
>> But the fact that these two were close
and this one, it makes me wonder about
the final drive ratios. I don't know if
we looked at that to find out if there's
differences between these, what the
difference is,
>> I don't know. But getting back to a
point, getting back to like the newer
rider looking at one of these and
getting back to the uh clutch thing with
the CF Moto, um
I think the newer rider should be aware
of just how much you're going to use the
clutch both onroad and off.
>> And with the CF Moto, we you know,
having a light clutch pull is great. And
a lot of times manufacturers, not just
CF Moto, but others, achieve that a
couple of ways. They can either use uh
lighter clutch springs to achieve that
lighter pull and or less clutch springs altogether.
altogether.
I'm not sure which one the CF Moto has,
but it's like the actual bite point is
not bad. I mean, the clutch pull is
really light as we know, but the actual
clutch bite point is not terrible, but
usually on other motorcycles I've
ridden, the further out you let go of
the clutch, the more you feel the power
engaging, right? Whereas the CF Moto is
you feel that bite, but then the more
you let the clutch out, there's no
difference in how much power is being
put to the back tire.
>> And that's the part
>> that's really confusing.
>> That vaguess,
>> the vagueness of the bite point to full
engagement of the engine to the back
tire. And so,
correct me if I'm wrong, but especially
off-road when you kind of need that
clutch pop to get out of a situation,
you want to know boom, boom, boom,
exactly when to pull the clutch in, when
to pop the clutch out.
>> With the CF, you don't have that feeling
of having that clutch pop to do what you
need it to do. Um, in theory, I haven't
checked out the actual mechanics of the
engine. In theory, you could either add
stiffer clutch springs to solve that,
but uh it kind of feels like the the
clutch is already slipping or the clutch
is burnt or you know you have a bad
clutch when it's just kind of the way it is.
is.
>> Exactly. That's why this one was so fun
in that play area. It has that feel that feedback.
feedback.
>> Yeah, it gives you definitely gives you
the feedback, but I mean the best out of
all of these. The Royal Enfield kind of
slots in the middle. I mean, you can
tell what what's happening when it's
happening on the Royal Enfield for sure,
but I would say, you know, out of these,
it kind of slots into the middle in that regard.
regard.
>> Um, yeah. I mean, it's it's pretty
interesting what, you know, what you get
out of a bike at this price point,
though. I mean, cuz the Royal Enfield
has some cool like Google Map
integration into its display. Connect
your phone to all of these uh with the
various apps and whatnot. You don't need
an app for the CF Moto. You can connect
that and do some functionality uh
without the app with your phone. It's
pretty cool. Um,
I think like, you know, I think we have
a good gauge of where these all three of
these bikes land, you know, in terms of Yeah.
Yeah.
>> like which one's best for what. Yeah.
>> You know, what what do we think about that?
that?
>> For me, the big caveat of this whole
test is the tires. >> Absolutely.
>> Absolutely.
>> Cuz like this thing definitely rose to
the top offroad and I you the KTM. I
should start saying the actual bike
>> just in case there's other things
coming. I'm just going to stop talking
and do the whole thing in sign language
and he's going to be my interpreter. >> Yeah.
>> Yeah.
>> That makes this whole process easier.
So, the KR I'll just change accents for
each bike so I can talk about no.
no.
>> So, the KTM
uh the 390 definitely rose to the top
offroad and I think regardless of tire
choice that would come through no matter
what. Like if you swap the tires for
example on the Royal Enfield and the KTM,
KTM,
>> right? It would still rise to the top,
but you would definitely feel the lack
of grip from these tires. And the CF
Moto all around on-road off-road as a
complete package I think would rise to
the top. And funny enough, it had the
middle middle road tires like the ones
between these two. >> Yeah.
>> Yeah.
>> So, and
>> yeah, the CST Ambroa 4. >> Those
>> Those
and the Seat. No, Seat, right? Not a not
a Spanish car brand. C A T.
>> Yeah. you said the name of I'm like is
this benefit car brand making your tires
for this bike
>> starts with this seat.
>> Um but yeah in that play area I got to
take all three of these on mostly that
one because it was the most fun. So I
spent all this time on that thing. >> Yeah.
>> Yeah.
>> But you know doing little rips out to
the single track and the rocky area and
stuff like that.
>> Went through all three.
>> Um this thing in the sand it's
>> which thing, John?
>> Anyway, it's the Royal Enfield. Um sucky
tires. But what we talked about, I hate
to say that because I don't know the
tires that well, but
>> it's for for our purposes in the dirt
kind of sucky.
>> Say, um, when I was riding out to one of
the um rocky areas and it got this one
of the sier areas, too,
>> even with the tires, this thing, even
though it's not the heaviest, the Ibex
is, it carries the weight. Well, it
carries the weight everywhere it feels
like. But somehow it had that low
tractory feeling. So when the thing
starts swapping it, the weight felt to me
me
>> maybe it was just so much weight or
whatever, it actually tracked pretty
good through the sand. I was surprised.
Yeah. And unrelated to this, I took a
bare 650 through some dunes and stuff
like that. Same thing. I thought this is
going to be a nightmare and it worked
really well. But something about the
Royal Enfields in general, this one and
other models, they have that overall
heavy feel, but it's also a very planted
feel. So I think in spite of the tires
and the sand, it works surprisingly
well. It wasn't until I got to the rocks
that I started casing a little bit and I
did not on either of these. So that's
>> Yeah. Which I mean I think it boils down
to the suspension because the CF Moto is
actually like almost a half inch lower
ground clearance. >> Okay.
>> Okay.
>> As far as the spec sheet says. So
>> all of these >> Yeah.
>> Yeah.
>> the lowest. Okay.
>> Yeah. So it's uh it's a little under 9 in.
in. >> Okay.
>> Okay.
>> This is the Royal Enfield is 9 in 9.1
and you've got like 10 on the KTM.
>> Okay. So yeah, but I agree
>> how it uses that travel.
>> It it is you know Troy was just crawling
over some boulders and you know at no
speed just crawling and and still you
know hit the skid plate on the CF Moto
>> every time you know. So
>> it yeah it it uh kind of depends on how
you're riding but and what you're riding
I guess. But I
>> I agree with the stability though for
the Royal Enfield cuz like when we were
offroad and like through some like
chatter bumps like sandy stuff and
>> and whatnot, it does feel really
planted. But it's once you get into the
the more technical stuff then then you
start hitting the ground pretty quick.
>> And the travel thing too cuz on the
Royal Enfield the rear I noticed was
bottoming out quite a bit. Although we
did not have the preload
roughly midway through.
>> So that could have been part of it. Even
though it has a little bit of a ground
clearance advantage, I was able to hit
stuff a little bit harder, a little bit
more aggressively going up rocks on the
CF Moto than I could on this. Yeah.
>> Without hitting the bump stops. So, I
didn't find myself bottoming this as
much as that or casing out as much.
>> So, I think that's that speaks to the
level of suspension on this compared to
the Royal Enfield.
>> Right. No, I mean I I think onroad or
off-road if you're really wanting to
rail on something, the the KTM kind of
comes to the top in my opinion. >> Um,
>> Um,
>> and the CF Moto, I think, is the
>> the most well-rounded package for
someone who really wants an adventure
bike to have an adventure
>> and, you know, have all the nicities of,
again, the crosswalk wheels, the all all
of the options that that that thing offers
offers
>> and $1,700 less, right?
>> Right. Than Yeah. Yeah. So 7,700 for the
KTM, 6,500 for the CF Moto, and 6,000
for the Royal Enfield in this color way.
The other colors go up a little bit.
>> Yeah. It it almost like the price point
on these is such a key factor, I think,
because the Royal Enfield, you know,
we're talking a lot about the IBEX and
the 390 and all the qualities they have.
And this one's not to dismiss this, but
you got it works really well. And it's
also got this incredibly approachable
price point. Yeah, I mean it does the
engine does feel like a bit of a dog
compared to these two though also, you
know. I mean I I kind of got used to it
and fine with it, you know, and and
again like it still pulls at 85 miles an
hour, you know, it's still easy to pass
cars and whatnot, but
>> I got used to it, was comfortable with
it, totally fine in a vacuum. And then
and then once we got onto the other
bikes, it was like, oh,
>> oh yeah, here
>> there's a lot more performance in this.
And you know, we're all talking about
450s here basically. So there's a lot
more. I mean, the KTM is 399. The Royal
Enfield's 452 and 449 for the CF Moto.
So, I mean, we're all,
>> you know, the KTM is the smallest by a
decent amount, but when you got on that,
the top end is >> Yeah.
>> Yeah.
>> Let me bring up a different sort of
twist on all of this. As the
person here representing the newer
rider, someone getting into this
category in the first place, when I look
at the Royal Enfield,
I don't at all immediately,
to myself anyway, think, "Oh, well, the
natural two other bikes I would cross
shop with an Enfield
>> are an IBEX 450 and a 390 Adventure." So,
So,
are we kind of putting the Enfield
in are we an unfair competition?
>> Unfair competition,
>> you know? I mean, I think about that,
too. And and looking at the bike,
honestly, the Royal Enfield doesn't
really, you know, it I feel like it fits
more in like the Scrambler realm in
terms of styling and whatnot, but the
where I mean, and where Royal Enfield is
kind of positioned that bike, they want
it to compete with these. I mean, the
the Ibex and the Himalayon have the same
suspension travel, you know? So, that's
where it starts to get a little murky
and it's like I I don't know. Are people
cross shopping these? I mean, a lot of
motorcycleycling and our decisions we
make are when you're buying a bike, a
lot of it is visual and appearance sakes
and and
>> you know, I don't I could be wrong, but
I don't think someone is looking at the
Enfield going,
>> you know,
>> I look at the Enfield and I think
>> it's a good looking bike. It looks
pretty nice,
>> 100%. Yeah,
>> it looks completely different than the
KTM and the CF Moto. Yeah.
>> So, if visuals are the first thing,
>> I have a hard time thinking that this is
being cross shopped, the Enfield's being
cross shopped with the CF and the KTM
despite what Unfield's management might
be saying about it wants to compete with
these two.
>> The spec sheet, I mean, for that matter,
really, you know, absolutely. I I mean,
>> these h have, you know, very uh
different styling and they're they're
more in line with each other.
Personally, I think they both the front
end of both look really good. I really
dig the way these look. So, that's
another, you know, pro for bikes in this
category. Like, these are really cool
styled machines. And that's not to say
the Royal Enfield isn't. It's just different.
different. >> Different.
>> Different. >> Yeah.
>> Yeah.
>> Well, that that actually brings up a
point of say you're someone back to the
experienced rider that has been riding
very technical, modern bikes, whatever.
This is a a contrast to that. Visually,
it's a very nice looking bike just with
a slightly retroish style, but also the
riding experience itself. We talked
about it kind of it the bike overall if
you had to put it in a phrase like it
has a metal on metal feel right
>> you know it's like it's very it's very
raw very mechanical even though it does
have like said Google maps integration
and stuff like that but it's hidden in a
round gauge so it's like everything has
that sort of
>> like vintage feel to it and that is
probably part of the consumer base
that's going to be looking at this
>> searching for a completely different
experience on the endfield
>> than you are on the but I I think that
it's maybe not
so much a different experience. It's a a
different way of getting to that
experience, which I mean, which is
exactly what we did, right? Because the
thing with the infield is like if you
want that more classic motorcycle look
versus this wild front ends on this on
these things,
>> you know,
>> it's cool that you can get a classic
motorcycle and it's not the only time
we've seen it. Like we've seen
scramblers from other brands, Triumph, whatever,
whatever,
>> uh that are really off-road capable, but
it's cool to be able to get a motorcycle
classic styling, and then go do
everything that we did, you know, just
go explore in the California desert, go
explore in the mountains,
>> find interesting points of interest, you
know, like it's it's it's
>> it's great to have options.
>> Sure. And to improve your experience,
just change the tires. >> Exactly.
>> Exactly.
>> Exactly. before we started talking, you
know, checking out the bikes, noticing
that the Ibex uh behind those cool after
after part after sales after after >> after after
>> after after
>> genuine parts.
>> Yeah. Um noticing that the Ibex has
radial mounted brakes and the KTM and
the Royal Enfield have axial mounted.
And I'm curious what the decision-making
process there is. Obviously, that's a
more modern system on the CF Moto, but
it goes back to that that whole package
seems to have all the little bells and whistles
whistles
>> either very evident or like
>> in the details.
>> I mean, I would say in terms of braking
performance though, the KTM had a better
feel, stronger feel,
>> which is interesting. Like, how do they
come about one design?
>> Well, and then like I mean, kind of with
a lot of the conversation, I feel like
the CF Moto performance-wise in that
department falls in the middle and the
Royal Enfield is not the best.
>> Do you think that has to do with the
overall package? you know, the weight of
the package and the suspension,
everything playing together or just the
actual braking system itself.
>> In my opinion, I think it's that CF Moto
wanted to make this thing as robust of
an option in the market as possible. So,
you know, I my thought is that they
would have put that on there to again
another line item on the spec sheet that
makes a $6,500 bike a great
>> package. Yeah.
>> So, I I guess yeah, that so the ironic
thing, we keep talking about how
complete of a package the IBEX is and
how much stuff it comes with, but oddly
enough, it's the only one that lacks any
sort of throttle maps,
>> right? Being able to change ride modes
and whatot. >> Yeah.
>> Yeah.
>> This one has the most robust system, the
>> it's got street, rain, off-road, and
then you've got performance and eco. And
you can turn the ABS off on the Royal Enfield.
Enfield.
The CF doesn't have it electronically,
but it does have it mechanically with
the clutch.
>> Exactly. Yeah.
>> Just pull the clutch a little bit and
then suddenly you have no more power. >> Yeah.
>> Yeah.
>> And I I think that kind of go, you know,
if you ran like pull back on that
conversation, it's something that John
and I talked about like,
>> do you need ride modes? Do you need
traction control?
>> That's it, right? On these bikes,
>> a small displacement motor is inherently
a traction control system. It's not
going to kill you as much as
>> on a serious note, the power on the CF
Moto is so smooth and tractable, >> right?
>> right?
>> Do you need I mean, I guess all of them.
Do you need different rides?
>> Yeah. I mean, in terms of just saying
>> that one doesn't have it, these have it.
Like, it sounds like a downside.
>> Bregging point, but who cares?
>> Not really.
>> Yeah. I mean, which is kind of
interesting in the way CF Moto has kind
of done everything else on the
checklist. That's why it was that they
don't have it. But at the same time, I
don't think that's a negative at all.
>> I I don't think so either. The only if
you were on a spec sheet with a bunch of
check boxes and we went back to the
newer rider idea. The only context where
I could see, okay, maybe it should have
that is especially around here where
you're on a paved road and then you go
around a corner, all a sudden you got
all the dust in there. Right.
>> I could see back to the newer rider idea
where if you had ride modes and all a
sudden it would intervene even if you're
with a small wheel traction control.
>> Yeah, exactly.
>> So, I mean, you got that whatever
throttle map it is. Yeah. So, there's
that. Um,
>> but I I think it does I mean again it
has traction control so that kind of
save you in that situation. But I I
again and thinking about the newer
rider, you know, it's easy for a new
rider to be like, well, well that that
has a bunch of ride modes that doesn't.
and and I I don't think anyone should
not consider the CF moto for that reason
in this package.
>> Yeah, fair point. So, that's our take on
these three lightweight adventure bikes.
And now that we've kind of talked
through some of our opinions so far,
we're going to get them out in the dirt
and on the pavement one last time and
kind of get a few last minute
impressions before we get back on the
slab and head home. And
>> yeah, have a little bit more fun before
we have to get on the freeway and go
back to the real real world.
>> Real world. Yeah.
Well, hope hope this review was helpful.
Hope you enjoyed watching it. Be sure to
like and subscribe and thanks for watching.
>> Adventure. >> Adventure.
>> Adventure. Heat. Heat.
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