Engine: In-House Development Weighing 54 kg—One of the Lightest Triple-Cylinder Engines on the Market

The CFMoto 675 NK’s 674 cc inline-three is an in-house development—not an engine sourced from a Japanese or European partner. DOHC, four valves per cylinder, bucket tappets, 120-degree crankpin offset, Bosch port fuel injection. At 54 kg, CFMoto claims it is one of the lightest triple-cylinder engines of its type. It produces 90 hp at 11,000 rpm and 68 Nm at 8,250 rpm, with 75 percent of maximum torque already available from 4,000 rpm.

The engine feels more like Yamaha’s muscular CP3 than the more high-revving triples from Triumph or MV Agusta. It pulls strongly from relatively low rpm, delivers good thrust across a broad rev range, and runs more smoothly with fewer vibrations than its Triumph counterpart. At the top of the rev range, it delivers a burst of dynamic performance—although the fireworks are not quite as intense as on a Street Triple or MV Agusta 800.

One drawback: load-change reactions in tight hairpins require a sensitive throttle hand. There is no ride-by-wire - that explains why there is no blipper. Clutchless upshifts are possible, but you still need the clutch for downshifts.

Chassis: Fully Adjustable KYB, 130 mm of Travel, 1,400 mm Wheelbase—Light-Footed and Neutral

The chassis shares its basic architecture with the 675 SR-R: steel bridge frame, aluminum swingarm, 41 mm KYB USD fork up front with full adjustment, and a KYB monoshock at the rear with adjustable spring preload and rebound damping. Suspension travel is 130 mm at both ends. The 1,400 mm wheelbase is compact, making the 675 NK extremely agile. A light input at the wide handlebar tips the NK into a lean almost effortlessly, and it tracks neutrally through corners.

The transmission shifts precisely. The CFMoto lacks the razor-sharp precision of considerably more expensive rivals, but it is by no means sluggish or imprecise. A few additional clicks of rebound and compression damping noticeably improve the handling. The KYB setup feels harmonious and well balanced, forgives mistakes, and remains easy for less experienced riders to control.

Brakes & Tires: J.Juan Four-Piston Calipers Bite Hard—Standard CST Tires Surprisingly Good in the Dry

The front brakes come from J.Juan: four-piston radial calipers gripping dual 300 mm discs with aerodynamic cooling ducts adopted from the SR-R. At the rear is a single-piston sliding caliper with a 240 mm disc. Bosch ABS comes standard. Traction control has two levels and can be switched off completely.

Neither system is lean-angle sensitive because there is no IMU. That is the most significant electronics disadvantage compared with rivals in this class. The brakes have a somewhat spongy engagement point at a standstill but bite hard once the motorcycle is moving.

Standard tires are CST S3Ns in 120/70-17 front and 180/55-17 rear sizes.

They are surprisingly sticky in dry conditions. Riders with higher expectations should replace the CST tires early with premium-brand rubber.

Ergonomics & Electronics: 810 mm Seat Height, Quickshifter, T-Box—but No Riding Modes, No IMU

Seat height is 810 mm, optionally lowerable to 795 mm or raised to 825 mm. The handlebar is wide, while the footpeg position is moderately sporty. The riding position is compact without feeling cramped. Riders taller than 1.80 meters have more room than on the Triumph Trident 660.

The footpegs quickly touch the pavement during aggressive cornering, which is quite typical of the naked bike concept rather than a design flaw. A quickshifter comes standard, but only for clutchless upshifts. The 5-inch TFT includes connectivity, tire-pressure display, tire-temperature display, and a configurable shift light. The T-Box provides OTA updates, CFMoto RIDE app integration, Google navigation, and connectivity.

There are no selectable riding modes - that is the main technical disadvantage compared with the Trident 660, which added Road, Rain, and Sport modes for 2025, and compared with the Honda CB650R or Yamaha MT-07. Traction control has two levels and can also be switched off completely. There is no adaptive brake light.

Comparison: CFMoto Beats the Triumph Trident 660—but Not in Every Category

Motorradonline directly compared the 675 NK with the Triumph Trident 660 in January 2026. The CFMoto won the test. The reasons: better value for money, a more precise transmission, a smoother and less vibration-prone engine, more room for taller riders, and a more characterful exhaust note.

The Triumph’s advantages are IMU-supported electronics, three riding modes including Sport, a blipper, an established dealer network, and proven resale value. The Triumph Trident 660 starts at €8,295—around €1,800 more than the CFMoto.

Compared with the Yamaha MT-07 at €8,524, with 75 hp, a 689 cc twin, IMU, and three riding modes, the CFMoto offers more power for less money but less sophisticated electronics. The Honda CB650R starts at €9,959, produces 95 hp from an inline-four, and offers E-Clutch. It costs more, produces more power, and has a completely different engine character.

The 675 NK positions itself as the least expensive triple-cylinder option in the middleweight class.

98 dB(A) and Tyrol: The One Catch That Closes Alpine Passes

With stationary noise of 98 dB(A), the CFMoto 675 NK sits three decibels above Tyrol’s 95 dB(A) limit. Anyone who regularly rides in Tyrol or over mountain passes subject to these restrictions needs to take that into account. For everyone else, it is not a reason to avoid the motorcycle.

The German price is €6,999. Starting April 1, 2026, CFMoto is offering a €675 promotional discount while simultaneously extending the manufacturer warranty to five years. Buy during the promotional period and you both save money and get a longer warranty, which only adds to an already strong value proposition.

Verdict

90 hp triple, fully adjustable KYB suspension, J.Juan radial calipers, quickshifter, T-Box, 189 kg, 810 mm seat height—for less than €7,000. In a direct comparison test, it beats the Triumph Trident 660.

The engine is not a high-rpm spectacle but a broad, linear powerplant with triple-cylinder sound. No IMU, no riding modes, no blipper. And 98 dB(A) stationary noise. If you do not need to ride in Tyrol and would rather spend less money than buy more electronics, this is a very good motorcycle for the price.

 

Quick Check

+ In-house-developed 674 cc triple: 54 kg engine weight—one of the lightest triple-cylinder engines on the market

+ 90 hp / 68 Nm; 75% of torque available from 4,000 rpm; linear character; smoother and less vibration-prone than Triumph Trident 660

+ Fully adjustable 41 mm KYB USD fork + adjustable KYB monoshock; 130 mm travel at both ends

+ 1,400 mm wheelbase: extremely agile; light turn-in, neutral cornering stability

+ J.Juan four-piston radial fixed calipers with dual 300 mm front discs; powerful bite

+ Quickshifter standard for clutchless upshifts

+ T-Box: OTA updates, Google navigation, CFMoto RIDE app, connectivity

+ 5-inch TFT: tire-pressure and tire-temperature display, configurable shift light

+ Two-stage traction control + fully switchable; Bosch ABS

+ 189 kg ready to ride; 810 mm seat height, optional 795/825 mm

+ January 2026 comparison test: victory over Triumph Trident 660

+ Promotional offer from April 1, 2026: €675 discount + 5-year warranty

+ €6,999—around €1,800 less than Triumph Trident 660

 

– 98 dB(A) stationary noise: Tyrol riding restriction applies; passes with a 95 dB limit are off-limits

– No IMU: ABS and traction control are not lean-angle sensitive

– No riding modes—Triumph Trident 660 has Road, Rain, and Sport since 2025

– No blipper; lack of ride-by-wire makes a blipper technically more complex

– Load-change reactions in tight hairpins require a sensitive throttle hand

– Standard CST tires: not ideal in the wet or at the limit

– 141 kg payload: two-up riding only works for lighter rider/passenger combinations

– Resale value and long-term reliability have not yet been established

– CFMoto’s German dealer network is smaller than Triumph’s or Honda’s

 

Technical Specifications: CFMoto 675 NK (2026)

Country of manufacture: China (CFMoto)

Engine: In-house-developed 674 cc liquid-cooled inline-three, DOHC, 4 valves per cylinder, bucket tappets, 120-degree crankpin offset, Bosch port fuel injection, Euro 5+; engine weight approx. 54 kg

Power: 90 hp at 11,000 rpm

Torque: 68 Nm at 8,250 rpm, 75% available from 4,000 rpm

Transmission: 6-speed; quickshifter standard for upshifts only; no blipper because there is no ride-by-wire

Electronics: Bosch ABS, not lean-angle sensitive, no IMU; two-stage TCS + fully switchable, not lean-angle sensitive; no riding modes; T-Box with OTA updates, RIDE app, Google navigation

Frame: Steel bridge frame; aluminum swingarm

Front suspension: 41 mm KYB USD fork, fully adjustable; 130 mm travel

Rear suspension: KYB monoshock; adjustable spring preload and rebound damping; 130 mm travel

Front brakes: J.Juan fixed four-piston radial calipers; dual 300 mm discs with aerodynamic cooling ducts; Bosch ABS

Rear brake: J.Juan single-piston sliding caliper; 240 mm disc; ABS

Wheels: Cast-aluminum wheels; 17-inch front and rear

Tires: 120/70-17 front; 180/55-17 rear; CST S3N standard

Display: 5-inch TFT; tire-pressure and tire-temperature display; configurable shift light; connectivity

Wet weight: 189 kg

Payload: 141 kg

Seat height: 810 mm; optional 795 mm / 825 mm

Wheelbase: 1,400 mm

Fuel capacity: 15 liters

Stationary noise: 98 dB(A)—Tyrol riding restriction applies, 95 dB(A) limit

License: Full motorcycle license; A2 restriction available with conversion kit

Price (Germany): €6,999 including additional charges. Promotional offer from April 1, 2026: €675 discount including 5-year warranty

Warranty: 4 years standard; 5 years during promotional period from April 1, 2026