Launch: 2014 CFMoto 650NK and 650TK

China is an industrial powerhouse, and that’s why Australia is pushing hard to negotiate a free trade agreement with the country that is already our biggest trading partner, ahead of Japan, America and South Korea.

I’m no David Koch-like economic forecaster, but if the free trade agreement will make it easier for us to access more and more manufacturers like CFMoto in the future, then we’re all in for a good time. The export-orientated company completely smashes the myopic view that “all bikes out of China are crap”, particularly with its eye-catching range of ATVs, side-by-side vehicles and a couple of middleweight parallel twin motorcycles – the fairly agreeable-on-the-eye 650NK and 650TK.

But first, some background. CF Moto is based out of Hangzhou in China, and currently produces around 600,000 motorcycles, ATVs, scooters and side-by-side vehicles per year in capacities ranging from 125-800cc, with a whopping 25 percent of its workforce dedicated to R & D.

The company’s key pillars are value for money – in contrast to “cheap” – as well as being reliable and innovative. Downstream of production, another key company platform is excellent service and warranty.

CFMoto was introduced into the Australia market in 2006, and is now firmly entrenched as the ninth biggest selling manufacturer – and with Triumph and Polaris its next ‘targets’. And there’s more hardware on the way to help its cause, including 150cc, 250 and 400cc versions of the NK theme (here) and an adventure bike based on the 650cc parallel twin format. There’s also a fully fledged sports bike on the drawing board, and our guess is that will be 650cc powered as well. The future is bright.

Over 8000 CFMoto units have been sold in Australia since 2006 – the majority ATVs -- with more than 2000 retail sales recorded in 2013 alone.

The Bikesales Network first rode the 650NK in May, 2012, just as it was about to go on sale in Australia for the first time, with the LAMS version to follow about sixth months later. There were many plaudits, but the main ones were for the beautifully compliant 650cc parallel twin engine and refined braking and suspension packages. It begged the constant refrain: “All this for $6990 rideaway”?

Well, yes, and since then CF Moto has also unveiled the $7990 rideaway 650TK, based on the 650NK platform but with the addition of a fairing, hard panniers and a few bits and pieces to make longer-haul riding more comfortable – including beefier lighting and more expansive instrumentation.

The 2014 models feature a number of enhancements, a lot of it geared towards those “finishing touches”. For the 650NK that includes a better frame finish, reconfigured instrumentation with clock and trip meter, a Ji-Juan braking package (larger rotors), Continental tyres, redesigned lighting with increased tail and indicator lamp area and high brightness LED tail and indicator lamps.

The 2014 650TK has all of the above, and also a 12V DC power outlet, larger reconfigured radiator openings and advanced pannier latching system.

650NK
The 650NK bike has a really engaging personality – even a bit of a swagger. And why not? The fuel-injected engine is a beauty: it’s willing and eager to please, and with excellent fuelling on a steady or aggressive throttle that leaves a snatchy bike like the MV Agusta 675 Brutale ashen-faced. The full-power version of the 650NK produces 70hp (59kW) and 62Nm, while the LAMS version is 56hp and 62Nm. There are 38mm throttle bodies, with single injectors per cylinder. There’s also an underslung exhaust, which is becoming de rigueur for a number of reasons, including aesthetics and mass centralisation.

With a more than respectable level of torque, combined with a clean throttle response and a gearbox which requires little encouragement, the 650NK doesn’t ever really break stride. It starts pulling cleanly at around 3000rpm, really begins to break free at 6000rpm, and then continues to the 10,000rpm redline – or the 11,000rpm rev limiter if you are in hard, keep-your-mates-at-bay acceleration.

Those power and torque numbers are just about the industry ‘standard’, with bikes like the Suzuki SVF650 Gladius, Hyosung GT650 (both V-twins) and Kawasaki ER-6n all around the same ball park. Only Honda’s NC700S, a parallel twin like the 650NK and ER-6n, breaks the mould, with Honda deliberately opting for a low-revving, low-friction mill -- for better mileage as much as anything else.

The 650NK doesn’t have a balls-out top end, but for a first-up effort from the Chinese company the parallel twin engine is a wonderfully smooth and refined piece of work. And with a more than decent mid-range, it has all the elements for laid-back touring – which is where the 650TK also comes into the equation. The bike sits on 4200rpm at 100km/h in top gear.

At half to three-quarter throttle, it takes an astute person to realise the difference between the LAMS and full-power 650NK – and some of my ‘professional’ compatriots have also been fooled once or twice over the years by that very teaser. But I’ll agree: it’s only when the throttle is pegged that it becomes patently obvious the engines are different spec. Otherwise, it’s just about a parallel universe – pardon the pun.

The engine, which is used as a fully stressed member off the tubular steel diamond frame, has a single gear-driven counterbalancer to manage the vibes.  There’s a little buzz going through the machine, but it’s never an issue.

With compact dimensions that include a 1415mm wheelbase, the 650NK is a tactile steed on sinuous roads, and that’s where the CFMotos were pointed for the Australian media launch. The seating position is not overly aggressive in a KTM Duke 690 type of way, but there’s enough attitude in the posture to really get the front end digging in. Get that right and pointing and shooting always takes on a more interesting flavour, no matter the bike. On the NK, a wider handlebar would gain even more leverage for sharp cornering and ease of changing direction.

With a wet weight of 206kg, the 650NK is in the class mix. It is well balanced and the KYB non-adjustable suspension – while fairly basic – does hold firm despite being on the softer side of the equation. The front fork -- definitely the stronger part of the suspenders -- is a conventional 41mm design, and the rear is a cantilever monoshock, with 120 and 45mm of travel respectively. The 650NK tracks on 120/70-17 and 160/60-17 Continental Road Attack 2 rubber.

The four-piston front brakes and twin-piston rear are perfectly fine for the intended all-rounder brief of the 650NK, but there’s no anti-lock braking as yet. My guess is will be seeing it on the smaller LAMS bikes that are on the way, as well as the larger capacity bikes in due course.

The 650NK also has a new master cylinder, and adjustable brake lever.

Back in the fringes of Melbourne at the end of the day, fourth gear is the best bet for the most active drive and acceleration on the 650NK through the ’burbs, while the smooth clutch action is easy to work with. And the bike feels as stable and rock solid as ever. It’s a little crackerjack.

The instrumentation is a mix of analogue (tacho) and digital, the latter encompassing engine temperature, trip meter, voltage, fuel and clock. The functions are all mutually exclusive, and have to be toggled through via a button the dash – which the 2013 model didn’t have at all.

The digital screen on the 2013 model was also too small and the angle all wrong, but both have been rectified. Some things may get lost in translation to the CFMoto engineers, but the messages obviously get through...

The 2014 650NK also has vertically stacked headlights, and LED blinkers are built into the front shrouds. The brake light is also LED. Since 2002, CFMoto styling has been charged to an Austrian design house run by Gerald Kiska. And the company should be hiring more staff pronto, as CF Moto is going to be keeping them very busy over the next few years...

Colours for the 2014 650NK are black, white, blue or orange.

650TK
The newest CFMoto on the block – and one which I’d probably adopt as my every day mount over the 650NK. That’s not an indictment on the NK, but instead the advantages of the TK in fickle Melbourne weather: protection from the elements, the adoption of panniers, and other little bits and pieces such as the auxiliary power socket (which sits on the upper lip of the fairing, when it may be better placed in the front console).

Mechanically, the TK is a ‘save as’ version of the NK, but the engine has to work a little harder to lug around some extra carriage – 220kg wet as opposed to 206kg for the NK. However, seat of the pants the TK seemingly gives little away to the NK in raw acceleration, but it’s not quite as sharp in the braking and change of direction departments. But I’m splitting hairs; this is a good thing.

For my 172cm, the 650TK presents a very comfortable proposition, with the pegs mounted low in the chassis (also the same for the 650NK), and I can tuck my legs close to the back flank of the fairing – great for protection. Taller folk may find it a much tighter fit, however. The screen protection is decent, although it’s non-adjustable.

The rear panniers add 60 litres of luggage carrying capacity, and they include a couple of easy opening, easy closing levers. The panniers are mounted quite high so the chances of scraping them are minimal – a bugbear that affected the early adventure bikes.

The instrumentation on the 650TK takes a more analogue flavour, and the digital inset has similar functions to the NK’s. There are no heated grips.

The 2014 model CFMotos certainly won’t slip under the motorcycle radar, because not only are they quality pieces of kit but they are extremely well priced -- facts that cannot be ignored. And they provide another genuine choice for the discerning consumer, and isn’t that a good thing?

Colous are red, silver, white or black.

>CFMoto in Bike Showroom

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

CHASSIS AND RUNNING GEAR
Frame type: Steel diamond frame
Front suspension: 41mm KYB telescopic fork
Rear suspension: Cantilever KYB monoshock
Front brakes: Dual disc
Rear brake: Single disc
Tyres: Front 120/70-17, rear 160/60-17

DIMENSIONS AND CAPACITIES
Rake: Not given
Trail: Not given
Claimed wet weight: 206kg (TK: 220kg)
Seat height: 795mm
Wheelbase: 1415mm
Fuel capacity: 17 litres

OTHER STUFF
Price: $6990 rideaway (TK: $7990 rideaway)
Test biked supplied by: Mojo Motorcycles, www.cfmoto.com.au