TC on. I’ m not a complete Luddite.
PUNCHY POWERPLANT Inside the 1000MT-X beats an engine which is certainly not short of power. The parallel twin, DOHC, 946.5cc engine punches out 111hp( 83kW) at 8500 rpm and 105Nm of torque at 6500rpm. CFMOTO themselves say this motor is a development of the KTM LC8c motor that powers the Duke 990 R and 990 RC R supersport, but with their own 100,000km durability testing, featuring forged camshafts. The power delivery is excellent in all modes. In the softer modes, the power is very smooth and linear and exceptionally manageable right from idle. In ALL Terrain Mode, which I used mostly, the initial response is smooth, but strong, and then progresses robustly into a mega mid-range that is excellent for stepping the rear out and rear wheel steering- a thing the grippy dirt roads were perfect for- and the
21 / 18-inch wheel sizes. I seldom hit the rev limiter, which has a nice soft cut of the power, such was the depth / breadth of the mid-range. A few times I very briefly saw well over 100km / h on the dash on short straights despite the sliding, an indication acceleration is strong. Engine controls are top drawer. Throttle action is light and smooth, likewise the clutch( which has clutch assist). The six speed box with Quick Shift function worked admirably when I used it, but because I am old school, I disabled the QS because for the riding we were doing a manual shift suited me better. It’ s great to have the option.
BRAKES AND SUSPENSION Right from the get go I was very impressed with the brakes, the front in particular. It has a light lever action and feel and is powerful. Feedback to the rider is superb even on
30 KIWI RIDER