Highway Check: CFMOTO 800NK Superior

As soon as thought to dominate solely the smaller capability learner and commuter equipment, bikes from the Far East at the moment are increasing into the higher realms of tourers, journey bikes and sports activities nakeds…

Phrases: Dave Manning             Images: Gary Chapman

The transfer into bigger capability segments of the market was solely a matter of time, and the comparability between the Japanese factories’ merchandise of the late Sixties and early Seventies with the bikes now being launched by numerous Chinese language producers is obvious to anybody sufficiently old to recollect the derogatory slights geared toward merchandise from Nippon. And CFMOTO most definitely aren’t shy about coming ahead with their new vary of bikes – understated and reserved will not be phrases that you simply’ll be studying on this characteristic (yeah, okay, simply as soon as).

The 800NK Superior is the appropriately-monikered bare bike of the CFMOTO parallel twin vary, powered by the 799cc model of their parallel twin engine. That is, as it’s possible you’ll know, primarily the identical engine that powers the KTM 790 Duke and 790 Journey (truly a reworked model of the primary iteration of the KTM lump, however very near the most recent 790), and it’s a pretty instance of how a mid-capacity parallel twin is a enjoyable and fascinating engine that’s, in actuality, greater than sufficient for the crowded roads of the UK. Not solely the engine, but additionally the primary body is shared with the Duke, whereas the bolt-on subframe is completely different, as are the suspension and braking elements.

However the largest distinction is, clearly, with the aesthetics. The 800NK is, no doubt, hanging in its seems to be, no matter whether or not you just like the styling or not. One wonders if the model will stand the check of time, or look dated shortly, however it’s refreshingly completely different from different equipment at present being constructed, and whereas there are angular styling cues that bear resemblance to KTM merchandise (hardly stunning since there was the identical styling home engaged on KTM and CFMOTO product improvement), the Chinese language machine most undoubtedly has its personal model. Whereas it’s angular, there’s one thing of an natural swoopiness to the model, whereas remaining tight and compact, with a sense of being pared again to the minimal, as befits a unadorned machine. That stated, it’s not in need of spec or componentry…

At tickover and low revs, there’s seemingly no airbox noise, which is uncommon for a contemporary parallel twin, with many engineered to present all their aural pleasure from the airbox, and it’s solely above 5000rpm the place the consumption noise begins to grow to be obvious. Nonetheless, the NK’s soundtrack isn’t solely derived from the noises that the airbox generates, and there’s a neat rumble from the exhaust on a closed throttle, and the quickshifter usually creates a pleasant ‘pop’ from the high-level pipe on upshifts. That shift is somewhat heavier than different sportier bikes with quickshifters, but it surely works very nicely in case you decide to the shift – however will sometimes lower the ignition however not shift gear in case you’re somewhat too light, so it’s higher to metaphorically journey in wellies slightly than slippers… The ’shifter can also be a blipper, too, so on downshift the throttle is electronically blipped to match revs, and it really works very nicely. It’s solely once you attempt to idiot it (by altering up on a closed throttle, or down when accelerating) that it will get befuddled and slows the shift. However then that’s the case with most shifters, it’s solely with bikes just like the new-for-2024 Yamaha MT-09 that the extra superior shifter works in these instances.

Like many different current machines, onerous braking induces the hazard lights to flash, which truly continues for a few seconds after you launch the brakes, which is a bit odd once you first discover it. Additionally, when indicating, there are the sequential lights within the high yoke that gentle up (on the appropriate of the yoke for the right-hand indicator, and so on.), however these don’t gentle up when the brake-activated hazard lights do.

The NK’s gasoline injection isn’t the smoothest, with a snatchy really feel on a continuing throttle, which is exacerbated by the quick-action throttle, and it may very well be improved with a bit extra throttle motion for a highway bike. As it’s, I usually discovered myself with the throttle proper in opposition to the cease, and the final time I keep in mind using a motorcycle that felt like I used to be hitting full throttle so usually and for thus lengthy was an XSR125 three years in the past. That stated, it’s not gradual by any means, it’s simply that the quick throttle motion signifies that you hit the cease with little or no precise throttle motion.

The suspension does really feel somewhat harsh, as if the damping is simply too extreme, or perhaps has too heavy an oil because it appears not fairly plush sufficient to even out smaller bumps. This can be a easy reflection of the kind of Lincolnshire again roads that I occurred to decide on, whereas expertise means that this will ease a tad with just a few extra miles underneath the 800’s belt (this bike had only a few miles on the clock).

All in, it’s fairly an aggressive energy supply (nicely, an aggressive throttle motion), allied to punchy energy from the parallel twin, particularly when above 5000rpm (however marginally softer than the equal KTM), which, mixed with the using place, provides a sense of a unadorned sportsbike – what was as soon as known as being a ‘manufacturing facility streetfighter’ – and the onerous suspension and spectacular brakes solely add to that feeling. However it’s one thing of an anachronism in that the 800NK has an fascinating stage of digital aids, together with cruise management (however not heated grips). There are three rider modes – Sport, Road and Rain – and it’s solely within the Rain mode that the sharp throttle response appears to ease, though the mode change is refreshingly straightforward, being undertaken on the transfer with a easy button push. I’ve questioned why some producers insist on the modes solely being changeable at a cease, when the character of a motorcycle is that you simply’ll invariably be on the transfer once you need to change the mode…

The massive portrait format sprint – and that’s huge as in ‘somebody’s bolted an iPad to your bike’ huge – is kind of imposing, however tucked away as finest as it may be. Due to its measurement, it might show not solely the traditional features of velocity, revs, gasoline stage, and so on. (but I couldn’t fathom out easy methods to present a visit or odometer), but additionally the leisure facet of a pill, too, that being music, telephone connectivity, navigation, and so on. I’d go so far as to say the twin show of regular features and navigation being on present collectively is good as, as a rule, these bikes that may have navigation displayed on their sprint usually over-prioritise the navigation in opposition to fundamental requirements (speedo, journey, gasoline and rev counter). However in fact, what with me being one thing of a technological throwback (keep in mind how I stated how pleasing the plain speedo and rev counter had been on the Norton Commando?), I’ll by no means use all the choices that the CFMOTO provides and would go so far as to say that they’re now on the stage that they grow to be a distraction. That’s partly as a result of my analogue mind can’t address a number of digital inputs, however I do surprise if it’s a step too far, and strikes away from the pure pleasure of simply using a motorbike? Who wants something additional (telephone interruptions, audible e-mail, and so on.) when the act of using is, certainly, sufficient?

Technological advances are additionally current once you come to begin the bike. Sure, one other reply to a query that nobody requested… it’s keyless. Besides that it isn’t, probably not, as you want the important thing to open the gasoline cap. So why not have a handy and accessible place to retailer that key for the gasoline cap whilst you’re using. Like, say, in an ignition change… Very like nearly each different bike I’ve ridden that has keyless ignition, it’s a proper royal ache within the posterior. Typically it really works instantly. Typically it doesn’t. When it doesn’t is when numerous persons are watching/once you’re in a rush/once you need to show the spectacular sprint, and so on.

All of that stated, once you’re truly using it, it’s slightly spectacular. The ergonomics are excellent for my peak; the dealing with is pleasingly impartial (offering the Tarmac is in cheap situation); the ability supply is exhilarating; and the brakes are efficient. High quality of end can solely actually be examined by overlaying the miles in all method of circumstances (i.e. a British winter actually reveals if a motorcycle stays corrosion-free), though the end on the CFMOTO appears to be of a stage that matches most different main producers, and the four-year guarantee may be very reassuring. And, whereas the pricing of £7499 is fairly spectacular, there may be at present (it now being the top of August 2024) a discount in pricing and the Superior is offered at an astounding £6799, which is an unimaginable £1200 lower than a KTM 790 Duke. There may be additionally the lower-priced model of the NK, the Sport, which has a smaller TFT sprint, and doesn’t have the quickshifter, cruise management or distant key, and has a retail of £6999 (at present lowered to £5999).

My remaining remark regards the textual content on the tail unit: ‘Using machine’. Er, sure. Is there one thing else that we had been anticipated to make use of it for?…

Specification

Make and Mannequin: CFMOTO 800NK Superior

Value: £6999 (£5999 at time of writing)

Engine: 799cc, parallel twin, water-cooled, DOHC

Energy: 94bhp (70kW) @ 9250rpm

Torque: 58.2lb-ft (79Nm) @ 8000rpm

Body: Tubular metal foremost body, bolt-on metal subframe

Wheelbase: 1468mm

Rider aids: Cruise management, Bosch ABS, Sport, Road & Rain modes

Brakes: (F) Twin 320mm discs, 4 piston radial J.Juan calipers. (R) 260mm disc, twin piston J.Juan caliper

Transmission: 6 gears & chain remaining drive

Suspension: Totally adjustable KYB forks, 130mm journey (R). Totally adjustable KYB shock, 130mm journey

Wheels/Tyres: (F) 3.15×17” forged aluminium wheel, Maxxis 120/60ZR17 tyre. (R) 4.5×17” forged aluminium wheel, Maxxis 180/55ZR17 tyre

Seat peak: 795mm (non-compulsory 820mm)

Gasoline capability: 15 litres

MPG: 55mpg (examined)

Weight: 186kg (dry)

Guarantee: 4 years

Roadside help: 12 months European breakdown cowl

Contact: www.cfmoto-motorcycl.eu/uk