The CFMOTO 800NK is an aggressively priced naked with sharp styling, and surprisingly good performance. Is this the best-value twin-cylinder bike on the market? Action Photos: SDPics
We hit SMSP for some laps on CFMOTO’s 2025 800NK – a middleweight naked punching well above its price point. With sharp styling, solid tech, good suspension and brakes, we figured that it’s time to see what this twin can really do on track…
At $11,490 Ride Away the CFMOTO 800NK Advance as tested is great value. We were surprised how good it was on track once we made a few small tweaks, it’s fast, sharp handling, stops well and was a lot of fun…
I’ve tested plenty of bikes over the years at Sydney Motorsport Park thanks to Sydney Motorsport Park Ride Days, from full-blown litre-class weapons to retro classics that barely suit a racetrack. But every now and then, something genuinely surprising comes along. The 2025 CFMOTO 800NK is one of those bikes. I wasn’t expecting it to be this good. Not here. Not on the full GP circuit. But after a few sessions I walked away impressed…
Read our other CFMOTO reviews here… and Nakedbike reviews here…
CFMOTO has been levelling up fast, and the 800NK is another model that is proof they’re not just playing catch-up anymore, they’re properly in the game. Powered by a 799cc parallel twin that punches out a solid 74kW(100.8hp)@9,000rpm and 81Nm@8000rpm, there is plenty of go for a middleweight naked, especially one with a wet weight of just 186kg. But what really caught me off guard wasn’t the engine, it was how the whole package worked on track, once I got used to the riding position.
Jeff was impressed with the track performance of the 800NK, straight out of the box, for the price, it is exceptional.
Swinging a leg over, the NK feels unlike any modern naked, you get that upright, commanding riding position but with a deep seat and tall tank, and that huge TFT tablet dash really jumps out at you. You sit in the 800NK more than you do with most sports nakeds. The ‘bars are wide, the tank’s slim between the knees, but high and broad above, and the seat height is tallish but not ridiculous. I’m 187cm, and it felt bang-on.
Thumbing the starter brings the twin to life with a raspy bark from the stock muffler, and it sounds way fruitier than I expected. It idles away with a rumble and sounds eager to go, but I did have a few issues firing it up when it was hot. It would take 10 to 15 cranks before it woke up, at times I was concerned that the battery was going to go flat trying to start the bike. CFMOTO Australia later replaced the battery, telling me it was faulty, I am interested to hear from any owners out there. Comments below.
The KTM derived twin is a cracker of an engine, very engaging and fun, with serious punch off turns, it wants to lift the front wheel out of the hairpins… There are three Ride Modes, a slipper clutch, quick-shifter and traction control.
First session out and I took it easy, just getting a feel for the bike and Maxxis Supermaxx ST. The ride-by-wire mapping is smooth in Street mode, with nice fuelling and a linear throttle curve. But after a few laps I flicked it into Sport and started pushing a bit harder. That’s when it started to click. The throttle sharpens up, if a little too snappy on initial opening, and the engine picks up revs quicker.
It’s quick, composed, packed with features, and built to a standard that genuinely competes with the Japanese and Euro rivals…
It’s still not a manic top-end screamer, but there’s real punch in the midrange, and it revs happily past 10,000rpm, where things start to flatten out, then it’s time to grab another ratio via the quick-shifter, which is reliable in shift but a bit too delayed for the track, it needs to shift up faster with a quicker kill time. On the way down gears, it works well and is glitch free.
What really stood out was how planted and agile the chassis felt. The KYB suspension is fully adjustable front and semi adjustable at the rear, and out of the box it was actually set up pretty well for a 90kg plus gear rider like me. A bit soft for full-throttle antics out of some corners, but it held line through the tighter stuff. Turn Two, Three, Four, all tackled without ever feeling vague or wallowy. Ground clearance was the only real limiting factor to cornering, the footpegs are low and have huge hero blobs on them that I could not take off at the track due to the amount of thread lock on them.
“The KYB suspension is fully adjustable front and semi at the rear, and out of the box it was actually set up pretty well for a 90kg plus gear rider like me”…
Braking was another area where I was expecting compromise, but again, it delivered. The J.Juan calipers on 320mm discs aren’t Brembo-spec, but they’ve got solid feel and heaps of initial bite, with good modulation. I never felt short on stopping power, even barreling into Turn Nine or hauling it up into the hairpin. The ABS didn’t interfere either, not once on the track. That’s usually my gripe with road-tuned systems, but whatever calibration CFMOTO’s using here, it’s well sorted for track days. The rear brake lacks feel and was possibly a bit cooked when I rode it, which is a shame as I use it a lot.
The NK holds its own thanks to a stiff chassis, excellent tyre feedback (I was really impressed with the Maxxis, seperate test on those on the way), and the kind of confidence that only comes from a bike that’s developed with good geometry. It’s forgiving but not vague, and you can really throw it around. Tip-in is light, transitions are smooth, and there is good front-end feel on or off the brakes.
We will have a really cool couple of CFMOTO 800NK build features coming up for you with Dave Reid and CFMOTO Western Sydney shortly so stay tuned…
After a few sessions I walked away with the distinct feeling that the 800NK isn’t just “good for a CFMOTO.” It’s just good. Full stop. It’s quick, composed, packed with features, and built to a standard that genuinely competes with the Japanese and Euro rivals at a price that undercuts them by thousands on the showroom floor.
“The kind of confidence that only comes from a bike that’s developed with good geometry”…
Is it perfect? No. But it doesn’t need to be. What it offers is real-world performance, quality kit, and a tonne of fun for the money. Whether you’re stepping up from a 450 or later the new 675NK (read our review here) or looking for something different in the crowded middleweight naked segment, the 800NK is well worth a crack. It is also an excellent starting point for customisation for either street use or track use, and we look forward to road testing the bike soon…
And speaking of price, the 800NK undercuts pretty much everything in the segment. Yet the finish quality is right up there. Machined triple-clamps, decent switchgear, backlit controls, and a massive TFT dash with a few different display modes. It even has cruise control, quick-shifter, and ride modes as standard. Most brands still charge extra for half that kit… We will have a really cool couple of 800NK build features with Dave Reid and CFMOTO Western Sydney coming up for you shortly so stay tuned…
Tech Talk CFMOTO 800NK
CFMOTO 800NK Range Highlights
- Two specifications: Sport (standard) and Advanced (flagship)
- 799cc parallel-twin, DOHC engine, 285° firing order
- Power: 74kW (100.8hp) @ 9,000rpm
- Torque: 81Nm @ 8,000rpm
- Riding modes: STREET, SPORT & RAIN
- CF-SC Slipper Clutch
- Bi-directional quickshifter (Advanced)
- KYB Suspension
- 5-inch TFT curved display (Sport)
- 8-inch TFT full-laminated touchscreen with Apple CarPlay (Advanced)
- Keyless Start System (Advanced)
- Colours: Zircon Black or Nebula White
Sporting aggressive naked-bike styling and an impressive list of standard equipment, the CFMOTO 800NK cuts bring a fresh shape into the highly competitive naked motorcycle market with its, arrow-shaped LED headlight, short tail, and sharp lines.
The 800NK is powered by a lively KTM-derived 799cc parallel-twin DOHC engine punching out a maximum output of 74kW(100.8hp)@ 9,000rpm with 81Nm@8,000rpm of torque.
The 800NK is powered by a lively KTM-derived 799cc parallel-twin DOHC engine punching out a maximum output of 74kW(100.8hp)@ 9,000rpm with 81Nm@8,000rpm of torque.
Lightweight forged aluminium pistons and chrome ceramic-coated piston pins are employed to reduce piston weight and reduce reciprocating mass, resulting in a faster revving engine. The pistons are connected via forged cracked connecting rods for precision fit and increased service life. The lightweight 75° forged one-piece crankshaft with plain bearings also reduces the rotating masses inside the engine, improving the throttle response when accelerating or decelerating. CFMOTO say the 285° firing order creates a similar power delivery and sound characteristics of a V-twin engine.
CMFOTO say the CF-SC slipper clutch improves downshifts, preventing the rear wheel from sudden blocks and slipping when the vehicle brakes suddenly and decelerates. The 800NK Advanced is equipped with a bi-directional quickshifter.
The 800NK Advanced is equipped with a bi-directional quickshifter, enhancing the riding experience further with effortless gear changes.
While many competitors feature non-adjustable suspension, both 800NK models boast adjustable KYB components. The 43mm inverted forks feature a split function design for compression and rebound damping and adjustable spring preload.
A single rear shock features adjustable spring preload and rebound. The suspension has been tuned for optimal support in spirited sports riding without compromising comfort in normal riding conditions.
A chrome-molybdenum steel frame maintains rigidity balance and is matched with an aluminium swingarm for stability.
A high-strength, chrome-molybdenum steel frame maintains rigidity balance and is matched with an aluminium swingarm for stability. CFMOTO engineers strived to deliver a focused front-end feel with tailored flex characteristics to suit various riding conditions and styles. The bike’s lightweight design, tipping the scales at just 186kg (189kg Advanced).
Lightweight aluminium alloy wheels reduce unsprung weight. The Advanced variant is also fitted with a steering damper for enhanced stability.
“The 800NK provides riders with an upright but centralised riding position, which CFMOTO say they aimed to achieve the ideal balance between the sportiness of aggressive riding and the comfort of daily street riding.”
The 800NK provides riders with an upright but centralised riding position, which CFMOTO say they aimed to achieve the ideal balance between the sportiness of aggressive riding and the comfort of daily street riding. The 795mm standard seat height and narrow seat cushion shape assist the rider with reaching the ground. Meanwhile, an optional 820mm genuine accessory high seat is also available.
J.Juan 4-piston radial-mount calipers are matched with dual 320mm floating discs. The rear brake system employs a twin-piston J.Juan caliper paired with a single 260mm disc.
J.Juan 4-piston radial-mount calipers are matched with dual 320mm floating discs. The rear brake system employs a twin-piston J.Juan caliper paired with a single 260mm disc. A lightweight Antilock Brake System (ABS) by BOSCH supports the package.
The new 800NK range is jam-packed with advanced tech, including the choice between three riding modes (Street, Sport and Rain) via the ride-by-wire throttle.
The new 800NK range is jam-packed with advanced tech, including the choice between three riding modes (Street, Sport and Rain) via the ride-by-wire throttle, each offering a unique combination of torque output to suit varying road conditions, abilities, and preferred riding styles. A cruise control system assists with reducing rider fatigue, improves touring comfort, and is easily set and adjusted via buttons on the left switch block.
CFMOTO’s T-Box system enables smartphone connection via Bluetooth and the smartphone application. Through the CFMOTO RIDE App, the rider can access an array of features, including navigation, ride history and statistics; remote vehicle status, including a fuel indicator; the ability to conduct over-the-air (OTA) software updates; new security features, including movement sensors, vehicle location and even set up a virtual electric fence to alert you of vehicle movement or theft.
The 800NK Sport is equipped with a 5-inch TFT curved display with a wealth of information available at a glance via an easy-to-read layout, including a shift indicator.
The 800NK Advanced employs an 8-inch TFT full-laminated touchscreen display with an automotive-grade MCU, bringing clear visual effects and smooth operation like a tablet. This stunning display can be fully controlled via a voice activation system, external button operation, or glove touch, avoiding riders needing to remove their gloves when stopped. Moreover, the new touchscreen display supports Apple CarPlay projection, multimedia interaction and Bluetooth connectivity.
Another feature unique to the Advanced variant is the keyless start system. When the Bluetooth key is within 2 metres of the motorcycle, the righthand switch block can be used to power the ignition and start the bike.
Another feature unique to the Advanced variant is the keyless start system. When the Bluetooth key is within 2 metres of the motorcycle, the righthand switch block can be used to power the ignition and start the bike.
CMFOTO 800NK Genuine Accessories
The new 800NK lineup comes with a range of high-quality accessories to further enhance the ride and appearance. Accessories that will soon be available include a Radiator Guard, Bar End Mirrors, Axle Sliders, Billet Clutch and Brake Levers, Billet Rear Sets, Aluminium Belly Pan Spoiler and a Tall Seat. These accessories allow riders to personalise their 800NK to suit their preferences and enhance their overall riding and ownership experience.
2025 CFMOTO 800NK Sport [Advanced] Specifications
Price: $11,290 [$11,490] Ride Away 1/6/25
Warranty: Three-year, unlimited kilometre
Colours: Zircon Black or Nebula White
Service: N/A
Claimed power: 74kW(100.8hp)@9,000rpm
Claimed torque: 81Nm@8000rpm
Wet weight: 186kg [189kg]
Fuel consumption: N/A
Fuel capacity: 15L
Engine: Parallel twin cylinder, 4-stroke, liquid-cooled, 8-valve, DOHC, 799cc, 12.7:1 compression, 88mm x 65.7mm bore x stroke, Fuel System Bosch EFI (Euro 5) Gearbox: 6-speed with CF-SC Slipper Clutch.
Chassis: Chrome-molybdenum steel frame, aluminium swingarm, Rake: N/A, Trail: N/A
Suspension: 43mm KYB upside-down fork, fully adjustable, 130mm travel, KYB single shock, adjustable rebound damping and spring preload, 130mm travel
Brakes: J.Juan four-piston radially-mounted calipers, dual 320mm floating discs, J.Juan twin-piston caliper, 260mm disc Antilock Brake System (ABS) BOSCH ABS
Wheels & Tyres: Aluminium alloy wheels, 120/70 ZR17, Maxxis Supermaxx ST, 180/55 ZR17, Maxxis Supermaxx ST
Dimensions:
Wheelbase: 1468mm
Ground clearance: N/A
Seat height: 795mm (820mm High Seat Optional)
Overall length: 2132mm
Overall width: 810mm
Overall height: 1158mm
Instruments & Electronics: 5-inch TFT curved display, T-Box system, Street, Sport and Rain riding modes, cruise control [8in TFT, Keyless start]
Editor’s Note: If you are reading this article on any website other than BikeReview.com.au, please report it to BikeReview via our contact page, as it has been stolen or re-published without authority.
2025 CFMOTO 800NK Advanced Gallery
2025 CFMOTO 800NK Sport Gallery
Ratings | Bike Review | Quick Spin, 2025 CFMOTO 800NK track test
Excellent
The CFMOTO 800NK is an aggressively priced naked with sharp styling, and surprisingly good performance. Is this the best-value twin-cylinder bike on the market? Action Photos: SDPics
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