CFMOTO’s Ibex 800 E delivers a lot of bang for your adventure bucks, and the optional aluminum luggage makes it ready for the long haul. (Photos by Kevin Wing) What do you look for in an adventure bike? A well-rounded one that excels both on and off pavement? A good balance of power and weight? High-tech features? Good value for your hard-earned dollars? The CFMOTO Ibex 800 E checks all these boxes, and a few others. We logged more than 1,700 miles on our test of a 2025 model (the only changes for 2026 are colors and graphics), mostly on pavement but with a few off-road excursions. Starting at just $10,299, the Ibex 800 E punches above its weight in terms of performance, capability, tech, and standard features. Our test bike was equipped with CFMOTO’s optional three-piece aluminum luggage set ($1,699). The panniers attach to the tubular luggage rack that comes standard, and the set includes a mounting plate for the top box.  Rated at 94 hp and 57 lb-ft of torque, the 799cc Twin delivers serious thrust. At its heart, the Chinese-made Ibex 800 E has a 799cc parallel-Twin that makes 94 hp and 57 lb-ft of torque. Thanks to a partnership between CFMOTO and KTM that goes back more than a decade, the engine is from the KTM 790 Adventure and the Ibex’s bodywork was designed by Kiska, the European firm that has given KTMs their distinctive styling for years. The full-coverage skid plate and centerstand are both standard equipment. To give it best-of-both-worlds capability, the Ibex is equipped with tubeless spoked wheels – a 19-inch front and a 17-inch rear – wrapped in Michelin Anakee Adventure tires. At 6.3 inches on the fork and 5.9 inches on the shock, suspension travel is middle of the road for an adventure bike, but it allows for a manageable 32.5-inch seat height. KYB suspension components include a fully adjustable inverted fork and preload- and rebound-adjustable rear shock.  Tubeless spoked wheels are shod with Michelin 80/20 tires. What makes the Ibex 800 E such an outlier is the amount of tech you get at this price point. The throttle-by-wire system enables six ride modes (Sport, Rain, Offroad, Offroad+, All Terrain, and All Terrain+) that adjust throttle response, ABS, and traction control. Cornering ABS and TC, wheelie control, cruise control, an up/down quickshifter, radar-enabled collision avoidance systems, tire-pressure monitoring, and a touchscreen 8.8-inch TFT with Bluetooth-enabled Apple CarPlay and CFMOTO’s RideSync are all standard equipment, along with hard parts like crash bars, a skid plate, a centerstand, heated grips and seat, auxiliary lights, and handguards. The TFT display is info-packed, but those nested red rings pulse distractingly while riding. After some highway miles and a few canyon blasts, we loaded up the luggage and headed north to the Monterey Peninsula, taking a mix of freeways and deserted backroads to get there. Total storage capacity is 99 liters: 36 liters in the top case (which holds a full-face helmet), 35 liters in the left pannier, and 28 liters in the right pannier (which loses space due to the exhaust pipe). All three cases are top-loading, lockable, and have waterproof/dustproof seals. They also have removable liners made of black microfiber, which feels like velvet and keeps things from rattling around but creates a light-eating black hole effect inside. The cases have carry handles and hard plastic corners with strap attachment points, and the top case has a back pad for the passenger. It’s high-quality kit that’s easy to use and remove/reattach as needed. Four off-road ride modes allow riders to dial in throttle response, ABS, and TC based on conditions and riding style. CFMOTO used to offer two versions of the Ibex 800: the 800 T, similar to the E tested here, and the 800 S, which had cast-aluminum wheels, more street-oriented tires, and fewer ADV accoutrements. For 2025 and 2026, only the 800 E is offered, and though it’s the more off-road-worthy version, it still leans more toward pavement than dirt, like its 80% on-road/20% off-road tires. That makes its selection of ride modes a bit of a headscratcher. Only two are for street riding (Sport and Rain), while four are for off-pavement conditions. In addition to softening throttle response compared to Sport mode, Offroad reduces TC intervention while Offroad+ also deactivates rear ABS; All Terrain further softens throttle response, turns off TC, and deactivates rear ABS, while All Terrain+ deactivates front and rear ABS. Sport mode pairs quick throttle response with low TC intervention. A Touring mode with intermediate throttle response and TC intervention would be a good addition, or a Custom mode that allows the rider to save their preferred settings. The luggage locks to the bike and has locking lids, all with one key. As it turns out, Sport is a good default mode for street riding. Throttle response isn’t too aggressive, and allowing a little rear-wheel slip is fine. KTM uses DKK Dell’Orto electronic fuel injection on the 790 Adventure, but CFMOTO uses a Bosch EFI system on the Ibex 800 E and fueling is spot-on. The 799cc Twin loves to rev and rewards aggressive riders with plenty of rowdiness when called for, but it cruises along just fine in the midrange. The slip/assist clutch makes the lever pull light, but on our test bike the friction zone was narrow; the clutch would engage suddenly if we weren’t careful. Cornering ABS and traction control are standard, and settings change with each ride mode. On the highway, the Ibex 800 E is all-day comfortable with a plush seat, plenty of legroom, decent wind protection, and the convenience of cruise control. Two knobs allow the windscreen’s height to be adjusted without tools, and airflow was good. The heated grips and seat are a plus on cold mornings, though at anything above the medium setting the seat felt like a hot plate. We burned nearly 40 gallons of fuel during this test and averaged 43.8 mpg, good for 219 miles of range from the 5-gallon tank. Design firm Kiska gave the Ibex 800 E attractive bodywork that isn’t too extreme or formulaic. Radar-assisted safety features have become more common in the past few years but not on bikes that cost just a few Benjamins over ten grand. The Ibex 800 E has a rear radar that enables blind spot detection, lane changing alert, and rear collision warning. If the system detects a vehicle in your blind spot, it will flash a large yellow warning on the TFT display on the same side as the encroaching vehicle. If you have your turnsignal on to move into that same lane, the TFT will flash red and the horn will beep. The first time this happened, I was caught off-guard and thought another driver was honking at me. When it happened again, I realized my bike was beeping the horn to warn me, but it felt more like a rude gesture to other drivers. While I appreciate the potential value of such safety features, when working my way through dense traffic in Los Angeles (when I always have my head on a swivel) they became more annoying than helpful. Fortunately, the radar-assisted features can be turned off. The Ibex has a neutral riding position and a comfortable seat. GEAR UP Helmet: Arai XD-5  Jacket: Tourmaster Adventure Lite Mesh  Airbag Vest: Alpinestars Tech-Air 5 Plasma  Gloves: Tourmaster Sierra Peak Adventure Pro 2.0  Pants: Tourmaster Adventure Lite Mesh  Boots: Tourmaster Highlander Adventure  The Ibex 800 E has what CFMOTO calls an MMI (multi media interface), which integrates the touchscreen display with apps, menus, and buttons on the left switchgear. The display screen can be customized, but there’s almost too much information available, and accessing some of it can be confusing. Owners will need to spend some time with the manual to learn all the ins and outs, and even then some functions or information may remain buried because getting to it isn’t intuitive. Also, when riding with the digital speedometer on the main display, a set of nested rings around the speedo pulses in a distracting disco-like manner, which we never figured out how to turn off. While the MMI is a big step up from previous CFMOTO models we’ve tested, it needs work to make it more user-friendly.  Exiting the highway and navigating to winding, sparsely traveled backroads is where the Ibex really shines. Its suspension delivers a comfortable, responsive ride on smooth pavement, rough pavement, and unpaved fire roads. The wide, upright handlebar lends itself to both sit-down and stand-up riding, and if you prefer the latter, the vibration-damping rubber inserts can be removed from the cleated metal footpegs. Tipping the scales at 509 lb with a full tank, the Ibex carries its weight fairly high, especially when riding with a passenger or fully loaded luggage. It tips easily into turns and stays composed when unexpected dips, cracks, and seams reveal themselves mid-corner. Twelve grand gets you a highly capable, fully kitted-out middleweight adventure bike that will take you almost anywhere. That’s a hard bargain to beat. There are many roads in California that will put bikes to the test, and one of our favorites on the Central Coast is Santa Rosa Creek Road outside of Cambria. Pashnit.com rates it 4 out of 4 on its Goat Scale, applied to roads only fit for goats, and quite a few Rider covers and road tests have been photographed there over the years. Just 16 miles long, it’s about a lane and a half wide, has no mustard or mayo lines, and is mostly hidden within the dark shade of oak trees. The patched and repaired pavement is in desperate need of resurfacing, and it deteriorates more with each passing year. Some areas have sunk due to the soft earth underneath collapsing, while other areas have all but washed away during heavy winter rains. Santa Rosa Creek Road can be a nightmare on a low-slung cruiser, but it’s an adrenaline-fueled frolic on an adventure bike. Hustling the Ibex 800 E from one end to the other revealed many of its virtues: quick acceleration, hit-absorbing suspension, precise steering, grippy tires, strong brakes (up front, a pair of J.Juan 4-piston radial calipers squeeze 320mm discs), and the reassurance of cornering ABS and TC. There is much to like about CFMOTO’s Ibex 800 E. It’s a fully equipped adventure bike with all the bells, whistles, and extras you could want for a very reasonable price. Even with the optional luggage included ($11,999), it’s comparable to or less expensive than other middleweight adventure bikes that are more bare bones. Bikes built to a price often force you to give up things in the bargain. But the Ibex 800 E has a proven engine that delivers solid performance, high-quality suspension and brakes, tubeless spoked wheels with good tires, a full suite of electronic rider aids, and a long list of useful features, all backed up by a two-year, unlimited-mileage warranty. It’s all in, and so are we.  2025 CFMOTO Ibex 800 E Base Price: $10,299 Price as Tested: $11,999 (3-piece luggage set) Website: CFMOTOusa.com Warranty: 2 yrs., unltd. miles Engine Type: Liquid‑cooled, transverse parallel‑Twin, DOHC w/ 4 valves per cyl. Displacement: 799cc Bore x Stroke: 88 x 65.7mm Horsepower: 94 @ 9,000 rpm (factory claim) Torque: 56.8 lb-ft @ 6,500 rpm (factory claim) Transmission: 6-speed, cable‑actuated wet slip/assist clutch Final Drive: Chain Wheelbase: 60.3 in. Rake/Trail: 25 degrees/4.1 in. Seat Height: 32.5 in. Wet Weight: 509 lb (factory claim, w/o luggage) Fuel Capacity: 5.0 gal. Fuel Consumption: 43.8 mpg Estimated Range: 219 miles The post 2025 CFMOTO Ibex 800 E Review appeared first on Rider Magazine.

Inline braking is the safest way to kick off a successful scrub-in process. (Photos by Kevin Wing) This month I decided it was time I introduced you to my good buddy Trenner Marchetti. What’s he like? Trenner is insanely intelligent, quick-witted, and in possession of more than the minimum required dose of vigor to criticize most of your life choices within the span of a quick lunch at Applebee’s. He’s also the undisputed champion of arcane legal knowledge. Do you know about the 1893 Supreme Court case of Nix v. Hedden which centered around whether a tomato is classified as a fruit or a vegetable? Trenner does. How about a California traffic law that gives peacocks the right-of-way to cross any street in the city of Arcadia? Yep, he knows that one too.  No, I didn’t know traffic codes like Trenner did, but Capt. Kirk didn’t grasp all the ins and outs of Vulcan culture like Spock did, and he managed just fine. Where I did have power over Trenner was in regard to motorcycles. And more specifically, as it pertained to scrubbing in a new set of greasy tires on our police motors. Sure, it was a small victory and only occurred a few times a year, but it was fantastic when it happened. Mere seconds after Trenner’s police bike would get new tires mounted at the local shop, I would get a happy little phone call from him sheepishly asking if I had a few minutes to assist him with scrubbing them in.  Trenner and Quinn. You better believe I made him grovel a bit, but because he was one of my best buddies, I would meet up with him and get to work scrubbing in his tires while he sat in the shade, researching fancy getaways to burn his seemingly endless vacation time on. The process I used back then was the same one I use today, and it has worked flawlessly for high-speed pursuits, cross-town emergencies, and most critically, motor unit coffee meetups after morning commuter traffic has settled down. So this month I decided to share it with you. Now I am fully aware that the following steps represent my process, and there are a million and three ways to do it. So if you have your own method, just keep on keeping on. You won’t hurt my feelings. There are three simple steps I use to scrub my (and Trenner’s) tires: Step 1: Inline acceleration and threshold braking Start slow and gradually ramp up your threshold braking. Just like it sounds, we are going to keep the bike in its upright position (tray tables stowed) and gradually accelerate and brake harder without adding any lean angle to the motorcycle. Using a large vacant parking lot, I typically do 5-10 inline runs at 15-30 mph. I make a point to use both the front and rear brakes during this process so that both tires get some scuffing. This initial step not only scrubs the center of the tire but builds needed heat in the rubber for when we begin leaning the bike. And don’t worry about getting into ABS, because you smartly chose a Trenner-approved location with tons of runoff. Good thinking! Step 2: Circles During the circles, start off with minimal lean angle. I start with a large, approximately 80-foot circle, with speeds around 10-15 mph. The key point here is to remember that we want to scrub every millimeter of our tires, so we need to go slow enough that the motorcycle’s lean angle is minimal in the first two or three laps. Then, rather than ramping up speeds to generate more lean angle, we will gradually work to tighten our circle, approximately 10 feet tighter after every four laps of the merry-go-round. This will safely scuff our new rubber as we go. Yes, we could simply pick up our momentum to add lean angle here, but the introduction of greater speeds never seemed wise, plus Trenner yelled at me once when I tried it that way. I’ll leave the final amount of lean angle up to you, because every bike and rider are different. For me, I go until my pegs and crash bar scrape because that represents the eventual lean angle I know I regularly generate in my day-to-day training and competition. But no matter how far you decide to go, do it slowly, carefully, and from a place of comfort all the way through the process. Once you complete one direction, rinse and repeat going the other way. Step 3: Figure-8 pattern Once your tires are scrubbed, finish off with a few figure-8s. At this point, our tires should be scrubbed from shoulder to shoulder. In this last step, I use figure-8 patterns to confirm my bike’s new shoes are ready to rip. Sure, you can set up cones, but I typically eyeball a distance of approximately 60 feet and begin executing figure-8 patterns, successively ramping up acceleration, braking, and lean angle as I go. This process only takes about 5 minutes to complete, but when it’s done I know for sure my tires are set and my bike is safe. Again, start slow, increase thresholds throughout the exercise, and don’t quit until you feel fully confident that everything going on underneath you is dialed. Well, there you go. That’s my tire break-in process. But before you go, I want to mention one more scrub-in option for you to chew on, because it was a bit of a mindblower when I stumbled upon it myself. Last summer, I was out in Tennessee at the BMW MOA’s national rally doing police-style riding demonstrations. While I was preparing for my first demo, I looked down and realized my tires were pretty much destroyed due to a multiday motor competition and training clinic I attended just before the rally. While I was colorfully communicating my frustrations to the BMW Performance Center guys, someone called over from the Continental Tire booth and said he would throw on a new set of Continental RoadAttack 4 GT tires for me. Of course that should have been music to my ears, but I knew that because I was confined to a small training space and would be jumping directly into demos in just a few minutes, I wasn’t going to have time to properly scrub in new tires. And the last thing I needed was to draw attention to myself and then hit the deck.  Suspiciously, that’s when I was told that the tires didn’t require break in because of their TractionSkin technology. The Continental man went on to explain that it was a coating within the mold that creates a textured surface instead of a shiny, waxy one. I only half-listened because I didn’t believe him from the word “go,” figuring it was a bunch of marketing smoke and mirrors. But because my current tires were in such bad shape, I decided to take the Pepsi Challenge and let them spoon the tires to my BMW R 1250 RT-P.  Literally moments after the Continental team gave me my bike back, I dropped it into gear and went full send, polishing the crash bars with the parking lot concrete in the process. Then I went the other way, pushing even harder. Nothing but pure traction. Oh and did I mention it was raining intermittently throughout my two days of showboating? So if you hate scrubbing tires, give them a look. I’ll close with a simple public service announcement: No matter what your choice of tires or what anybody (including me) tells you, nothing beats a safe, controlled tire break-in process as outlined by the tire manufacturer. With that said, there’s just one more thing you should know: This afternoon Trenner’s getting a new set of tires on his motorcycle, and I gave him your phone number. Good luck. Quinn wears Schuberth helmets, Richa apparel, Lee Parks Design gloves, and Indie Ridge boots. Find out more at Quinn’s website, PoliceMotorTraining.com. Send feedback to rider@ridermagazine.com. See all Motor School with Quinn Redeker articles here. The post Motor School with Quinn Redeker: Scrub-A-Dub-Dub appeared first on Rider Magazine.

The video dives deep into the shifting winds in the motorcycle club world, exposing open rebellion against traditional 1% motorcycle clubs and the decline of old-school outlaw MCs. Biker culture is changing fast—riders are fed up with drama, made-up protocols, politics, and the constant need to watch their backs. Instead, they’re demanding real brotherhood, loyalty, integrity, respect, and a true riding lifestyle without the criminal baggage, drug dealing, or gang-style territory wars that tarnish reputations. From comments flooding influencer videos to younger riders rejecting rigid hierarchies and prospecting nonsense, this is the seismic shift in the biker scene. Traditional 1%er clubs are hurting for members because people want freedom on their bikes—not second jobs paying dues, following internet-made rules, or dealing with snitching, bad standing drama, and ex-members spilling stories. The internet changed everything: easy info access, worldwide club startups in months, and a pushback against the “old school” that lost its way.We break down why many believe old-school clubs lost loyalty and integrity, how not every club is criminal (reputations often from a few bad apples), the call for restructuring back to true brotherhood over business, and why independent riders and new clubs are rising—focusing on community, riding, and being a man without the BS. If you’re into motorcycle clubs, outlaw biker life, 1%er MCs, biker brotherhood, MC protocol, biker news, Harley Davidson culture, outlaw motorcycle clubs, 1% motorcycle clubs, biker rebellion, MC decline, traditional MCs vs modern riders, lone wolf bikers, or the future of the biker lifestyle—this video hits hard. Drop your thoughts: Is there really an open rebellion against 1% clubs right now? OPEN REBELLION AGAINST 1%er MOTORCYCLE CLUBS Tragic Motorcycle Club Highway Ambush SATANS CHOICE MC BURNING IT ALL DOWN HELLS ANGELS CALIFORNIA KINGS Pensacola Member of Outlaws Motorcycle Club Pleads Guilty to Arson

For Kim Petit, motorcycles weren’t just a hobby—they were once a way of life. Long before motherhood, she and her […] The post How Led Sled’s Custom Sportster Chopper Reignited A Mom’s Passion appeared first on Hot Bike Magazine.