CFMoto 800NK (2023) - Review

Technical Review: Ben Purvis (7/3/2023)
UK Roads Review: Adam ‘Chad’ Child (09/10/24)

 *the prices listed are representative of CFMoto’s current promotion at the time of writing

Ever since the Honda Hornet 750 and Suzuki GSX-8S were released within days of each other it’s been looking like a deadly duel has been brewing for supremacy in affordable, mid-sized, naked bike market. Along came China’s CFMoto to throw a wildcard into the battle in the form of the 800NK – a KTM-engined twin with more performance than either of the Japanese alternatives.

The 800NK doesn’t come as a surprise, as we’ve been following the project since 2022 though the ‘NK-C22’ concept unveiled in September of that year previewed the new bike’s design but with lashings of carbon fibre, an SC Project exhaust and a single-sided swingarm to add an extra layer of exoticism.

The production 800NK motorcycle is available in two variants: the Sport and the higher-spec Advanced, which has the same power, torque and chassis, but also gets a large 8-in TFT display with Bluetooth connectivity and Apple CarPlay. A quickshifter and steering damper are also standard items on the Advanced and contribute to the bike's extra three kilos. The Advanced is the bike we have on test here in leafy autumnal Northamptonshire.

2023 CFMoto 800NK - Price

How much will the CFMoto 800NK cost? Prices are very competitive. The Sport model starts at just £6999 but is currently on offer for £5999. The Advanced, the higher-spec model we have on test and which is equipped with an 8-in dash, quickshifter and steering damper, comes in at £7499 but is currently on offer at £6799. PCP payments for the Advanced, at full retail and after a £794 deposit, are £109 per month.

While the 800NK is competitively priced, it doesn’t undercut the competition. In fact, Honda’s CB750 Hornet is listed at £7299 and has more rider aids, including traction control. KTM's own 790 Duke, upon which the CF is heavily based, starts at £7999 and, like the Honda, has more rider aids.

2023 CFMoto 800NK - Engine & Performance

The engine here is a familiar one: the KTM LC8c. Originally introduced on the 790 Duke seven years ago, in KTM form it’s grown from 799cc to 889cc since then but the engine has always been manufactured in China by CFMoto on KTM’s behalf, so it’s well-proven and there’s nothing to fear from the fact it’s being made by a Chinese brand.

For the 800NK, the engine reverts to its original 799cc – with KTM keeping the more powerful 947cc versions for its own 990 Duke. The KTM-based engine drives a six-speed gearbox, via a slipper clutch, aided on the top-spec version of the 800NK by an up/down quickshifter.

The 800NK’s top speed, according to CFMoto, is north of 137mph. The bike features three riding modes – Rain, Street and Sport – each giving a different look to the TFT dash. Speaking of which, there are two versions of the instruments. The base version uses a 5-inch TFT display with phone connectivity for navigation, calls and music, while the higher-spec model has a massive 8-inch display mounted in portrait orientation and featuring a split-screen function and built-in Apple Carplay.

Quoted power is 70kw/94bhp at 9250rpm and peak torque comes in at 79Nm/58.3 lb-ft at 8000rpm, which allows the 800NK to be further restricted for A2 licence holders. The KTM 790 Duke, which provides the 800NK parallel twin, produces the same power, but more torque (87Nm/64 lb-ft). CFMoto and KTM could have squeezed more power out of the 799cc twin – the older 790 Duke was good for north of 100bhp – but that wouldn’t allow the bike to be restricted for A2 licence holders.

The 800NK may not produce the outright power and torque of the KTM but don’t be mistaken, it delivers a flurry of quickfire punches on the road. Its drive in the lower part of the rev range is particularly strong and builds with impressive urgency. It revs freely, gallops past traffic and on paper makes more torque than the Suzuki and Honda. It's a sporty and eager; useful and tractive. With just under 100bhp and healthy spread torque it has everything anyone truly needs to have fun on the road, while a slightly unusually styled, mid-position exhaust delivers a decent rasp to it too.

Those three riding modes come as standard, and you don’t have to buy an accessory pack like you do with some KTM models. There is a noticeable difference between the modes, but I found Sport a little too sharp when opening the throttle off the bottom of the rev range. In dry conditions my default option was the easier-going Street mode, with Rain mode on standby for tricky surfaces.

Unusually for a modern-day motorbike, especially one putting close to 100bhp to the road, there is no traction control, which some purists will love while others will find it off putting. After all, some smaller capacity and cheaper bikes like KTM’s 390 Duke come with a full suite of lean-sensitive riders aids, so if you are upgrading from a smaller capacity bike to the larger more powerful CFMoto, you might see the lack of rider aids as a step backward. More experienced riders. meanwhile, may prefer the freedom of minimal electronic intervention.

I felt about 75% for no rider aids and 25% against. For most of the time I would ride a mid-capacity bike with this level of power and performance with the TC turned off anyway, and like most I dislike having to scroll through the menu to turn it off every time the ignition is switched off and on again. But then there is always the odd occasion, especially in winter when it’s cold, wet and generally horrible, that it's reassuring to have some TC in the background, just in case. I guess it’s down to your experience and where and how you ride.

2023 CFMoto 800NK - Handling, weight and suspension

The 800NK’s upside-down forks – made by KYB, supplier for many of CFMoto’s other models – are adjustable for compression and rebound, while the rear shock has preload and rebound adjustment. The wheelbase – 1465mm – is longer than the 1420mm Hornet 750 and identical to the Suzuki GSX-8S, but shorter than the KTM 790 Duke that uses the same engine. At 186kg wet (189kg for the higher-spec version), the CFMoto is lighter than most of its direct rivals, too.

As it has with the engine, CFMoto has relied on its connection with KTM for the chassis. The 800NK uses essentially the same frame as the 790 Duke although the swing-arm is restyled, while tyres are from Maxxis and made in Taiwan.

Initially, it's easy to feel a little shortchanged on the CFMoto, as you have essentially a KTM chassis with midrange KYB suspension instead of the quality WP items you find on the Austrian bike. But the overall setup is good. The 800NK is supremely flickable and light, and you’re very much over the front end, almost supermoto-like, and seriously engaged with the ride.

The handling is responsive. There's genuine KTM-style agility here. The NK is set up for a sporty ride and encourages you to seek the entertainment value of each outing – and the harder you push the more the chassis comes alive. The Maxxis rubber is okay but does lack a little feel, and if I was to take my Chinese sports naked to a track day, I’d want to change it for something grippier.

At slower speeds, especially under 40mph, the ride is a little harsh and lacks the plushness you find on some of the more expensive competition. That firmness is amplified by a thin seat, and over speed humps and potholes around town, the forks lack compliance. If I owned an 800NK I would want to tweak the suspension a little and make it more useable as an everyday road bike. (Note: the spring pre-load adjustment on the rear shock is difficult to access).

Brembo-owned J.Juan provides the twin radial front calipers, in fact KTM uses the same supplier for several models. There’s ABS, of course, but no clever cornering anti-lock. The front discs are the usual 320mm floating design, aided by a 260mm rear disc and single-pot caliper.

As mentioned above there is no IMU fitted to the CFMoto 800NK, meaning there are no rider aids and just three rider modes and conventional ABS. The ABS isn’t bad, while stopping power is more than enough for the road, and that firm suspension set up allows you to punish the forks. However, when you start to ask more of them on a track day, you’ll find the limitations of the stoppers.

2023 CFMoto 800NK - Comfort & Economy

For a fairly sizeable bike, the seat height is actually low at just 795mm. Your author is 5’6½” but it’s easy to get two feet securely on the ground. I think shorter riders are going to be drawn to the light feeling of the CFMoto, too. However, taller rides may find the standard seat/high peg combination a little snug, but CFMoto do offer an optional taller seat option.

As mentioned, the ride quality is a little firm, and that thin seat doesn’t add to the riding pleasure. My prediction is that it won't be as comfortable as the Japanese competition over distance. Tank range from the 15-litre tank and frugal engine is close to or sometimes over 200 miles, with 60mpg easily achievable. Cruise control comes as standard, meaning you could theoretically bash out some serious miles on the CFMoto without stopping. In reality, I'm unsure if my backside could handle it.

As we tested the top-spec Advanced model, we had the delights of the huge 8-in TFT display with Apple CarPlay capability and touchscreen. It is essentially like having a tablet for a dash and might attract the wrong kind of attention when parked up as it looks like an iPad bolted to the bars. The top half of the screen is a digital display, the bottom all matched for apple CarPlay. There is no arguing the dash is impressive, but it takes a while to come alive and some riders would prefer the simple display on the standard bike, which is also full colour and neatly executed.

2023 CFMoto 800NK - Rivals

 Among the plethora of naked middleweights, many of which are also parallel twins, come more powerful, lighter weight, better specced, pricier options but also competitors who swing the other way that are cheaper, not as well tech laden or with less grunt, so if you’re shopping in this sector then choose wisely because you really are spoilt.

The bargain of the bunch is Honda’s 750 Hornet which is out to steal the lunches of its middleweight rivals by offering more power, less weight and a lower price tag than the competition. The Suzuki GSX-8S features the first all-new Suzuki engine in years and is the most tempting machine from the brand since the SV650 was launched. While the CFMoto’s stablemate, the KTM 790 DUKE was recently reborn to slide under the 890 Duke in the KTM range, and is made alongside the 800NK in China. It shares the same engine and could be the 800NK’s closest rival.

Honda Hornet CB750 | Price: £6999

Read more

Power/Torque

91.5bhp / 55.3lb-ft

Weight

190kg

Suzuki GSX-8S | Price: £8299

Read more

Power/Torque

81.8bhp / 57.5lb-ft

Weight

202kg

KTM 790 DUKE | Price: £7999

Read more

Power/Torque

94bhp / 64lb-ft

Weight

189kg

2023 CFMoto 800NK - Technical Specification

 * the prices listed are representative of CFMoto’s current promotion at the time of writing.

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