CFMoto Ibex 950: Why the 1000MT-X Is Named and Priced Differently in the US

• 946 cc parallel twin with around 113 hp (83 kW) at 8,500 rpm and 105 Nm (77.5 lb-ft) at 6,250 rpm
• US list price: 12,499 US dollars (around 10,800 euros), plus freight and set-up
• Dealer deliveries from the fourth quarter of 2026, two-year factory warranty

CFMoto has been working its way up in displacement for years. First came the Ibex 450, then the 800 series, and now the brand’s largest model to date. In North America it is called the Ibex 950 and is listed as a 2027 model year. Technically it is the same adventure tourer sold in Europe and Asia as the 1000MT-X. The name change follows the system CFMoto already introduced in the US with the Ibex 450 and the Ibex 800 E.

What is the CFMoto Ibex 950?

The Ibex 950 is the US version of the CFMoto 1000MT-X and the largest motorcycle in the brand’s entire American line-up. Within the adventure series it sits above the Ibex 800 E and the Ibex 450.

The path to this point is easy to follow. The model was unveiled in November at EICMA in Milan. In April 2026 came certification by the US Environmental Protection Agency (EPA), which cleared the way into the American market. In August 2026 CFMoto then announced pricing and equipment for North America.

One detail on the side is worth noting: CFMoto brought its litre-class adventure bike to market before KTM had even announced a model called the 990 Adventure. The Austrians had to postpone several product launches because of their financial situation. The 1390 Super Adventure S EVO was originally planned as a 2025 model year and now arrives as a 2027 model.

What technology is inside the Ibex 950?

At its heart is a liquid-cooled parallel twin with 946 cc, four valves per cylinder and two overhead camshafts. CFMoto quotes around 113 hp (83 kW) at 8,500 rpm and peak torque of 105 Nm (77.5 lb-ft) at 6,250 rpm.

The engine is based on KTM’s LC8c platform, which CFMoto builds under licence. Bore and stroke of 92.5 by 70.4 millimetres match the KTM 990 Duke exactly, as does the compression ratio of 13.5:1. The tuning is different. According to the manufacturer the focus is on usable power; the torque curve is said to be broad rather than peaky and strongest in the mid range. For comparison: the 990 Duke makes around 125 hp (92 kW), but only reaches that figure at 9,500 rpm.

The power figures deserve a closer look. Older documents on the 1000MT-X quoted 111.3 hp, while the current US spec sheet lists 112 hp, which converts to just under 113 metric horsepower. The difference is small and most likely comes down to different measurement standards and rounding.

Suspension, brakes and wheels

The suspension comes entirely from KYB. Up front there is a fully adjustable upside-down fork with 48-millimetre stanchions, at the rear an equally fully adjustable shock. Preload, rebound and compression damping can be adjusted at both ends. Travel is 230 millimetres at each end. The shock is mounted directly and works without a linkage.

The brakes come from Brembo. At the front, radially mounted M4.32 four-piston calipers grip two floating 320-millimetre discs; at the rear there is a 260-millimetre disc with a floating P2.34 single-piston caliper. The control systems come from Bosch, including two-channel cornering ABS and traction control with lean-angle sensing.

The frame is a steel tube construction and the swingarm is aluminium. The engine is integrated as a stressed member. The spoked wheels are tubeless and measure 21 inches at the front and 18 inches at the rear. Pirelli Scorpion Rally STR tyres in 90/90-21 and 150/70-18 are fitted from the factory, a compromise tyre for road use and light off-road. According to the manufacturer, buyers can choose a more off-road or a more road-oriented tyre on request.

Electronics and equipment

Operation runs through a portrait-mounted 8-inch TFT touchscreen. The ride-by-wire throttle allows several riding modes. Standard, Rain, Off-Road and All-Terrain are available, plus a freely configurable mode called Master. There is also stability control that works through an inertial measurement unit, in other words sensors that record the position and movement of the motorcycle.

Cruise control, a bi-directional quickshifter, tyre pressure monitoring and USB ports in Type A and Type C are standard as well. For touring use CFMoto fits heated grips, a heated seat, an adjustable windscreen, integrated hand guards, a large skid plate and a rear luggage rack. The lighting is fully LED, including fog lights. A 22-position adjustable steering damper is also part of the standard specification. It can be set soft on the road and firmer off-road so the front wheel deflects less.

How big and how heavy is the Ibex 950?

Curb weight is 222 kilograms (489 lbs), dry weight 200 kilograms (440 lbs). Seat height is 871 millimetres (34.3 inches).

The tank holds 22.3 litres (5.9 gallons), which is said to be good for more than 320 kilometres of range. The wheelbase measures 1,529 millimetres, ground clearance 239 millimetres. CFMoto quotes a rake of 26.4 degrees and 104 millimetres of trail. Overall dimensions are 2,281 millimetres long, 937 millimetres wide and 1,476 millimetres tall.

On seat height the manufacturer notes that the machine is narrow around the seat. That puts the high figure into perspective in practice. A motorcycle with 230 millimetres of travel and a 21-inch front wheel can hardly be built any lower. The tank also sits low in the chassis, which lowers the centre of gravity. CFMoto uses a saddle-shaped tank design for this, much like KTM.

What does the CFMoto Ibex 950 cost in the US?

CFMoto asks 12,499 US dollars (around 10,800 euros) in the US. According to the manufacturer the price excludes freight and set-up.

The figure gets interesting in comparison with Europe. In Italy the identical 1000MT-X started at 10,490 euros (around 12,140 US dollars). Converted, the US price is therefore around 310 euros above the Italian list price. The gap is small, and a direct comparison remains difficult because freight and set-up are charged separately in the US. The broad picture is still clear: CFMoto asks a similar level for the same motorcycle on both sides of the Atlantic.

Within the American line-up there is a clear structure. The Ibex 450 sits at 5,999 US dollars (around 5,185 euros), the Ibex 800 E at 9,799 US dollars (around 8,470 euros) and the Ibex 950 at 12,499 US dollars (around 10,800 euros). In Italy the smaller 800MT-X was listed at 8,990 euros (around 10,400 US dollars).

How does the price compare with the competition?

Among adventure bikes with a 21-inch front wheel and comparable displacement, no model undercuts the price of the Ibex 950. Only the Aprilia Tuareg 660 matches it at 12,499 US dollars (around 10,800 euros), but works with a 659 cc twin.

Above that it gets more expensive, even though displacement stays smaller. The Yamaha Ténéré 700 World Raid costs 12,999 US dollars (around 11,240 euros), the Suzuki V-Strom 800DE Adventure 13,249 US dollars (around 11,450 euros) and the BMW F 900 GS 14,395 US dollars (around 12,440 euros). The KTM 890 Adventure R sits at 16,299 US dollars (around 14,090 euros), the Ducati DesertX at 16,995 US dollars (around 14,690 euros) and the Triumph Tiger 900 Rally Pro at 17,595 US dollars (around 15,210 euros).

How does the Ibex 950 differ from the KTM 890 Adventure R?

Both motorcycles share the basic ingredients but differ in almost every detail. The CFMoto has more displacement, more power and more standard equipment, yet costs 3,800 US dollars (around 3,285 euros) less.

In detail: KTM quotes around 105 hp (77 kW) at 8,000 rpm and 100 Nm (74 lb-ft) at 6,500 rpm for the 889 cc engine of the 890 Adventure R. CFMoto bored out the LC8c twin and lengthened the stroke, turning 90.7 by 68.8 millimetres into 92.5 by 70.4 millimetres. For suspension KTM uses WP XPLOR with 240 millimetres of travel, CFMoto KYB with 230 millimetres. Seat height is 880 millimetres on the KTM and 871 millimetres on the Ibex. On tank capacity it is 20.1 versus 22.3 litres in favour of the CFMoto, on weight 215 versus 222 kilograms in favour of the KTM.

The difference in equipment is clearer. The KTM has a 5-inch display, the CFMoto an 8-inch touchscreen. Cruise control, heated grips, heated seat and quickshifter are permanently on board on the Ibex 950 and not tied to a time-limited activation. The steel tube frame also looks almost identical in photos; only the rear frame section appears to be newly designed.

When does the Ibex 950 reach dealers?

CFMoto is targeting the fourth quarter of 2026 for North America. The machines should therefore be at dealers towards the end of the current calendar year.

Two paint finishes are available, Tactical Green and Nebula Black. The factory warranty is two years. From the accessory range CFMoto lists a reinforced aluminium skid plate, a three-piece luggage set, a radiator guard, a taller touring screen and a heated low seat.

What the move means for the brand

The Ibex 950 is another building block in the model offensive with which CFMoto has been expanding its adventure range upwards for years. After the 450 and 800 series, the brand now occupies the litre class as well, and it does so with name-brand components from KYB, Brembo, Pirelli and Bosch plus an equipment list that is often on the options sheet at established manufacturers. Within the 2027 model year the bike is therefore one of the newcomers likely to put noticeable pressure on the competition in the middle and large adventure class.

Frequently Asked Questions

➜ This article is part of our comprehensive overview: New Motorcycles 2027: All Models, Releases and Highlights at a Glance. Find all key information on this topic in one place.