- 674cc triple produces 94hp @ 11,000rpm / 70Nm @ 8,250rpm
- Naked version of the fully-faired SR-R
- Great package for an exceptional price
It looks good, sounds great and delivers all the fun you’d expect from a 675cc triple, yet it’s incredibly affordable. This could well be the bike that will change your mind about the ‘Made In China’ tag…
Words: Paul Pics: Two Creative Photography
I’m hammering down a favourite backroad that’s thankfully devoid of traffic on a mid-week afternoon, which is one of the bonuses of not having to test bikes at the weekend. The triple-cylinder powerplant beneath me is emitting occasional pops and crackles as I slot another cog in with the standard quickshifter, all while watching the revs rise up and down on the sweet TFT dash that even tells me the air temp of my tyres. It’s all pretty spectacular stuff and something that would have been unheard of even a handful of years ago from a motorcycle produced in China. As we’ve discovered after riding a few of their latest models in recent months, CFMOTO has made giant leaps forward in the motorcycle (and ATV) market recently. And while many might think the 450MT adventure bike is the darling of their current line-up, I reckon this naked triple is by far the most fun you can have for the money.
Three cylinders just seem to work for motorcycles, with the combination of a torque-laden bottom-end giving it the character of a twin, while a screaming top-end is reminiscent of a four-cylinder. And then there’s the sound, which is glorious, especially when you’re up in the revs. With Triumph, Yamaha, and even MV Agusta using a three-cylinder powerplant so successfully in some of their models, it was still a surprise when CFMOTO revealed that they were going to produce one.
And why was it a surprise? Up until now, the powerplants for the larger capacity models have been essentially based on the knowledge gained from producing the 790 range for KTM, with a purpose-built facility in Hangzhou pumping out the orange machines. But a three-cylinder, 675cc powerplant. Well, that’s all their own, with an additional cylinder added to their 449.5cc parallel twin giving them a 674cc triple pumping out a decent 94hp. And after spending a couple of weeks with the sporty SR-R and the naked NK, I can say they’ve done a bloody good job.
With styling similar to the 800NK, the 675NK shares much of its running gear with the sporty SR-R, with the same alloy steel tubular frame, under-slung exhaust and KYB suspension. It looks like quite a big bike, but sliding into the saddle reveals a low 810mm standard seat height, with the raised handlebars giving the NK a sit-in riding position. It’s a nice place to be, although the reasonably high position of the footpegs gives away the sporty intentions. Just like the SR-R, the TFT dash is great, especially with the tyre monitors showing live pressure and air temperature stats. The speedo and gear indicator are large on the right side, with the rev counter running across the top in a bar. It goes up to a red 14, but there’s a limiter pretty much where max power comes in. And while you can hang onto the revs, the triple is much happier driving hard through the mid-range than it is bouncing off the limiter.
With the throttle using traditional cables, there isn’t any switchable mapping, and the traction control and ABS aren’t lean-sensitive. But this is a $12k bike, remember. There’s a fuel gauge, trip meter, and a clock. You can also connect your phone using the standard T-Box and the CFMOTO app to access mapping. And there’s even a Track Switch which, unfortunately, doesn’t put the NK into track mode but instead lets you option a race pattern gearshift with a simple screw adjustment.
With max power claimed at 94hp @ 11,000rpm, it’s the 70Nm of torque at 8,250rpm that you tend to use more, although you barely need to let the revs rise that high to make decent headway. The motor pulls hard from as low as 3,000rpm, with a significant hit at just over 7,000rpm. Overtakes in top gear at 100km/h are fast enough simply rolling the throttle on, although dropping a cog or two makes it much more fun.
Mixed Conditions
As it was nearing winter at the time I tested the NK, and finding a day with clear skies and no rain was proving challenging. So I opted to take a gamble and head out with an eye on the sky looking to avoid showers. Cruising through town and the sit-in/up riding position of the NK means you’re in the perfect spot to keep an eye on all the other traffic, and darting around becomes a bit of a game when you realise just how quickly the NK steers. And I mean REALLY quickly. I guess the standard steering damper was a bit of a giveaway, but the NK seems to dive for a corner almost faster than I can react, which makes me put a bit of faith in the Chinese-brand tyres. And when the conditions are a mix of dry, drying, and soaking, the tyres really do start weighing heavily on my mind.
Yet, the NK was making me behave like a racer, looking for the next corner to attack and leaping forward whenever a straight opened up. And you know what? The tyres performed as well as the rest of the ‘Made In China’ machine, never squirming or stepping out despite trying my hardest to get the TC to kick in and demonstrate I was pushing my luck. The low saddle and slim nature of the NK make moving around on the bike a breeze, and it wasn’t long before I was sticking a knee out (a bad idea in riding jeans…) and hanging off the inside of the bike while getting a bit carried away on a favourite stretch of winding tarmac. Yep, this really doesn’t feel like it was made in China…
Any Niggles?
On the international launch of the SR-R, some of the reports talked of a snatchy throttle response and a rev limiter that was like hitting a brick wall. I didn’t experience either of these issues, which I expect is due to the speed with which CFMOTO listens to feedback and then makes changes to fix the issues. I’ve had another test bike from them where the importer had literally downloaded an updated map just before I arrived to collect it, and that too fixed a reported snatchiness. And as for the hard limiter, I actually had to go in search of it to see what it was like, with the power delivery tailing off and letting you know it’s time to select another gear long before you get to the point of electronic limitations. But in the name of research, I bounced into it on a couple of occasions, and it was nothing more than a flutter.
Talking of flutters, there’s a fluttering feel/noise when you’re on a partial throttle that is obviously where the snatchiness was before the updated map. There isn’t anything other than smooth drive in any gear at any revs, and the triple will tickle through town in a high gear at minimal revs without an issue.
Continuing on my spirited ride and enjoying the rise and fall of the triple-cylinder exhaust note soon had me braking later into turns before using the torque of the triple to drag me out the other side. With the NK having an adjustable clutch and brake lever, it’s easy to get the set-up right for you (why doesn’t every bike have an adjustable clutch lever…), but I ended up winding the brake lever all the way out to give me maximum bite after the radial J.Juan set-up wasn’t quite as sharp as I would have liked.
If I owned the NK, I think I’d be swapping the pads out for a slightly more aggressive compound just to give that final bit of bite when you really need to stop. For general riding, they are fine. But up the pace and you’ll want to have complete faith in the set-up, and it’s not quite there as standard. The same could probably be said with the CST tyres, and while they seemed to be up to the job of a bit of fun scratching around some typical Kiwi backroads, I’d be inclined to swap them out for your favourite set of more mainstream rubber if you really wanted to push on.
And you know what? You can when the bike has only set you back $12,190 + ORCs. For that, you’ve not got the most powerful, sharpest, techy motorcycle, but you do get a bike that’s almost there and still a whole heap of fun to ride. And when you look at things like smartphone connectivity, adjustable suspension and the way the lights do a merry dance every time you turn the ignition on, the 675NK feels like a whole heap more than the money. And the fact it’s a really fun, involving and competent motorcycle only makes the price even more impressive.
As a bike for riders coming up from a LAMS machine or trading down from a bike that’s big, heavy and probably more powerful, the 675NK is going to be a great choice. Turn the TC off and it’ll wheelie like a stunt bike, while the sharp steering and wide bars make it almost feel supermoto with its handling. I didn’t get out of shape at all, but I’m grateful there’s a damper there, just in case. The light controls, low saddle (you can option a lower one or taller one), and 189kg wet weight will make it a hit for those who don’t want a big, heavy machine, while the triple-cylinder powerplant that can be lugged around lower in the rev range or bounced off the limiter makes this a bike that will likely appeal to many different riders.
Specifications
2025 CFMOTO 675NK
Price: $12,190 + ORC
Engine Type: 3-cylinder, inline 4-stroke, liquid-cooled, DOHC
Capacity: 675cc
Bore & stroke: 72mm x 55.2mm
Compression ratio: 11.5 :1
Fuel system: BOSCH EFI
Maximum power: 94hp/70kW at 11,000rpm
Maximum torque: 70Nm at 8,250rpm
Gearbox: Six-speed with slipper clutch & quick shifter
Chassis
Frame: Tubular steel frame with aluminium alloy swingarm
Front suspension: KYB Ø41mm USD fork, adjustable compression and damping
Rear suspension: KYB monoshock, adjustable preload, compression and rebound
Front brake: J.Juan 4-piston radial calipers, dual 300mm floating discs
Rear brake: J.Juan single-piston caliper, single 240mm disc
ABS: BOSCH dual channel ABS
Traction control: BOSCH traction control two-level adjustment
Wheels/Tyres
Wheels: Alloy
Front tyre: 120/70 R17
Rear tyre: 180/55 R17
Size / Weight
Wheelbase: 1400mm
Length x width x height: 2020mm x 849mm x 1155mm
Seat height: 810mm
Fuel capacity: 15L
Weight: 189kg
Colour: Glacier White or Tundra Grey
Warranty: 2 Year Warranty
Contact: www.cfmoto.co.nz
