2024 CFMoto 800NK Advanced review | The amazing value Chinese-built naked middleweight

Despite its fairly wild styling, CFMoto have resisted making the 800NK too sporty and its suspension, which has a degree of adjustability (although accessing the fork tops is tricky as they are tucked away behind plastic shrouds), sits in a nice place between firmness for sporty riding and give for comfort. You can certainly still push-on and the NK responds well, turning with all the agility of a sporty naked bike such as the 790 Duke, but it never feels compromised or overly harsh.

The ABS, however, does feel a generation behind the latest angle-responsive systems in how it reacts and it is odd that the CFMoto lacks traction control. Does it need it? Nowadays you would tend to say yes and it is a shame that this is the one area the CFMoto feels behind the game. Time to pop over into the KTM department and pinch the 790 Duke’s IMU and ABS and TC algorithms...

The riding position is traditional naked bike with a welcome sway towards comfort – unless you are a pillion! That pillion seat isn’t very spacious or comfortable...

The 800NK’s engine is effectively a re-worked 790 parallel twin, not an 890 with a reduced capacity, and is mechanically exactly the same unit as used in the KTM 790 Duke model. The fact it is an older first-generation engine is beside the point as it has been reworked internally and feels much more refined than it did when KTM launched it in 2018.

Packing lots of lovely mid-range, it feels slightly de-tuned in the CFMoto with a softer throttle response (unless you select Sport mode) than on the 790 Duke but that’s not to its detriment. Fun to use and with an incredibly precise quickshifter and gearbox, its softer fuel mapping suits the NK’s attitude and is spirited when requested but also easy-going if you want to take it gently. It can be made A2-legal if required.

Considering its price tag you would expect to find a few corners cut on the CFMoto’s build quality or level of finish, however this doesn’t appear to be the case.

Its styling is pleasingly contemporary, the fit and finish seems good and the NK comes with a four-year warranty, which is reassuring, and up to seven years extendable breakdown recovery if serviced by an authorised dealer. It can also do automatic over-the-air software updates via its dash.

It's worth noting that KTM's LC8c engines haven't always been the most reliable, but in fairness, CFMoto's is revised and there's no indication camshaft issues will be a problem here.

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Now linked to KTM’s European distribution network, CFMoto’s products are being aggressively marketed by the Austrian firm. In a deal that sees the two firms working very closely in partnership (CFMoto build all KTM’s 790 products and use the older-generation parallel twin in their own bikes), CFMoto’s products are set to be sold alongside KTM’s in an ever-increasing number of multi-brand dealerships.

In fact, the are currently 43 CFMoto dealerships in the UK but this number is expected to rise to roughly 60 in the near future. The majority are solus CFMoto dealerships but a lot of existing KTM franchises are also taking on the Chinese firm’s products.

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When you look at the price of the CFMoto and compare it to is rivals it is hard not to be very impressed indeed. The 800NK has an RRP of £7499 (at its launch CFMoto ran an offer that not only sees this reduced by £700 to £6799 but also interest rates of 4.9% on PCP and 3.9% on HP). It’s natural rival, the KTM 790 Duke which is also built by CFMoto in China, costs £7999 but you need to pay £252.79 extra for cruise control, £361.51 for an up/down quickshifter, £126 for connectivity and there is no keyless. The Honda CB750 Hornet is £7299, Yamaha MT-07 £7516 and Kawasaki Z650 £7139, none of which are as tech-heavy, while the Aprilia Tuono 660 is £8950 and the Triumph Trident 660 £7895 or Street Triple 765 £10,095.

In terms of value for money, the 800NK Advanced is a clear winner.

It’s hard not to be impressed by the CFMoto’s spec list and on the whole all the tech works well. The simply enormous dash, which looks like an iPad has been stuck to the bike, is fantastic to use and links via Bluetooth to Apple CarPlay, which is a great system. It looks silly but works brilliantly.

CFMoto have developed their own switchgear, which is well designed, and the keyless ignition (but not fuel tank) is a neat touch and cruise control a welcome bonus. The fact the 800NK has an inbuilt tracker (with no annual fee) is incredible when you see how much aftermarket systems cost, so credit to them for that, and it’s great to see adjustability in the suspension.

There are a few pointless additions such as the odd indicator light strips on the bars and auto-adjusting lights but overall, most of the tech is on the money. It’s just a shame the ABS is a bit behind the game and there is no TC.