2016 CFMoto 400NK and 650NK first ride

When Bikesales first rode the 650NK nakedbike a few years ago (here), to say we were impressed was an understatement. In a tough battleground, it could definitely hold its head high with a strong engine and chassis, even though it did bear a striking resemblance to the Kawasaki ER-6n…

In 2016, the 650NK continues to be a key plank in the Aussie CFMoto lineup, but only in LAMS configuration as the interest for the full-powered version (which offered an extra 13.4hp) was so low that it wasn't really worth continuing to bring it Down Under.

The latest 650NK arrives in Australia with revised styling and more power in the one LAMS-approved format. The 649.3cc liquid-cooled, fuel-injected, parallel-twin produces a claimed 56.4hp (41.5kW) and 62Nm, with its power fed to the rear wheel via a six-speed transmission. Anti-lock braking is available as standard in a package that retails for $6990 rideaway.

The 650NK benefits from the styling influence of Austrian design house Kiska, which has shaped KTMs since the early 1990s. Now there's another NK that's been added to the Kriska portfolio in the form of the 400NK.

The 400NK is essentially a sleeved-down version of the 650NK, with its 400cc, liquid-cooled, fuel-injected, parallel-twin engine producing a claimed 42.8hp (31.5kW) and 35.4Nm.

The 400NK is available in two models: the base model for $5490 rideaway, and an anti-lock braking version for $5990 rideaway.

There's also the tiddler 150NK as well to complete the naked family.

Both the 400NK and 650NK have the same tubular steel diamond frame and running gear, with the major difference being engine capacity and suspension – Chinese springs for the 400, with  rebound and preload adjustment on the cantilever rear, and KYB for the 650 with rear preload adjustment. Continental supplies the anti-lock braking for both bikes.

Bikesales collected both of the freshly registered machined at the same time from CFMoto's swish new headquarters in Melbourne, and I rode the 400NK first-up.

First impression is that it's a real 'sit-in' bike, with a low seat height (795mm) and easy to get a foot to the ground. The instrumentation also looks classy and the styling is sharp – so obviously Kiska. The build quality is good in areas like frame welds, fit and bodywork tolerances.

Like most LAMS bikes, the power of the 400NK is quite linear and you have to be active with the throttle to keep it moving. It certainly doesn't require the exacting standards of a smaller LAMS bike – the 150NK for example – to get up and grooving at a decent beating-the-traffic pace, but the 400's engine doesn't really open up until about 6000rpm. Peak power is at 9500rpm, and maximum torque is at 7650rpm.

The NKs have an economy or sport selection for the engine, but I couldn't tell any difference between them.

The gearshift on the 400NK was a little heavy and notchy, but I'd certainly like a revisit with a few more kilometres on it to ascertain whether it has loosened up.  There's also a bit of vibration, but only the right-hand mirror suffers from excessive vibes, while the left-hand one remains quite still. One to ponder, and the sidestand is a bit odd looking…

Those are slight criticisms I can put up with in the 400NK's first Aussie foray, as it's bloody close to the standards set by its Japanese or indeed Japanese but Thai-built rivals. And the price is keen in comparison too, with the 400NK cheaper than its parallel twin opposition in the form of the Kawasaki Ninja 300.

The Spanish J.Juan front brakes were the biggest frustration for me. They are governed by braided steel lines and petal discs, but they are spongy at the lever with little feel. I needed to pull back quite a way on the lever to prompt them into action, and then they're a little grabby as well.

Handling on the 400NK is excellent around town, even with the CST Adreno Chinese rubber. With a dry weight of 193kg, it's certainly not the lightest in class by any stretch, but it's stable and corners with plenty of poise. The bars aren't super wide, but there's still a bit of leverage to be gained. You'll also feel in control with the upright ride position and low centre of gravity.

Tyre sizes are 120/70 and 160/60 on 17-inch rubber – the same as the 650NK.

The NK400 is roomy, with the pegs mounted quite low in the frame, and the seat is sweet: you’ll travel in comfort as long as the 17-litre tank will hold out.

That's the 400NK recipe – and if you 'save as' you'll just about be on the same wave with the 650NK. However, the 650's extra capacity does make a significant difference, and I'd be leaning towards it – and the anti-lock braking as standard – if I was in LAMS purchasing mode. I also like the anodised aqua rims and LED taillight.

The 650NK is also slightly more refined – the gearbox for one felt a lot smoother – so that's another tick for the higher capacity version.

There's no doubt the 400NK and 650BK are more than well-equipped to do battle in the modern LAMS marketplace – and when you add the 150NK into the mix it's quite the arsenal. The styling is classy and, even though the engine and chassis don't have the same top-of-the-class attributes, the packages are still rock solid. They aren't sports middleweights in the true sense of the words, but the suspension, as an example, is perfectly capable if it's used within its remit. Go beyond that and relationships may be strained.

Stick to the thrust and parry of commuting though and the 400NK and 650NK will give back in spades. Don’t go middleweight LAMS shopping without considering these two.

And here's a bonus! We know there are only three days to go, but CFMoto Australia is giving away a free CFMoto rider jacket valued at $249 and motorcycle cover with every 400NK or 650NK purchased before September 30, 2016.

Visit cfmoto.com.au for more information on the NK range.

PERFORMANCE
Claimed maximum power: 56.4hp (41.5kW) at 8500rpm (31.5kW/42.8hp at 9500rpm)
Claimed maximum torque: 62Nm at 7000rpm (35.4Nm at 7650rpm)

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Wet

DIMENSIONS AND CAPACITIES
Rake: Not given
Trail: Not given
Claimed dry weight: 193kg
Seat height: 795mm
Wheelbase: 1415mm
Fuel capacity: 17 litres

OTHER STUFF
Price: $6990 rideaway ($5490 rideaway, ABS $5990 rideaway)
Test bike supplied by: Mojo Motorcycles