CFMoto 675NK Heading to US

The US was among the first markets outside China to receive CFMoto’s first three-cylinder model—the 675SS sportbike—but its naked sibling, the 675NK that was unveiled last year, hasn’t joined it in showrooms, yet. Now that looks set to change as the unfaired roadster is listed among the latest models to be approved for the US market by the EPA.

The 675NK was launched onto the world stage at EICMA last November and is already available in Europe, where it follows the usual CFMoto recipe of offering a higher spec than its more established rivals for a lower price. In mainland Europe, the 675NK costs 6999 euros, 1000 euros less than the 7999-euro 670SR-R (the global title of the bike we know as the 675SS). Since the 675SS carries an MSRP of $7999 in the US, giving a 1:1 conversion between dollars and euros, it’s logical to expect the 675NK should be in the region of $6999 over here—although the current climate of fast-changing tariffs could have an impact on those numbers.

Unsurprisingly the 675NK’s spec isn’t hugely different to that of the faired 675SS, and the EPA documents list the two machines together under a joint certification. That indicates that the US version of the naked bike will have the same 94-hp version of CFMoto’s 675cc three-cylinder engine that’s used in the 675SS, while the European version of the 675NK gets a slightly detuned, 88.5-hp variation on the same motor.

With a 72mm bore and 55.2mm stroke, the CFMoto triple is a less extreme interpretation of the three-cylinder idea than other more familiar engines to share the same capacity. Triumph’s old Street Triple 675, for example, had a 74mm bore and 52.3mm stroke before it was enlarged to the current 765cc, and MV Agusta’s 675cc F3 (also since superseded by a larger model) had an even bigger 79mm bore and shorter 45.9mm stroke. That means the Chinese bike’s power isn’t as high as those European machines, but it also hits its peak power and torque at lower revs. The maximum power comes at 11,000 rpm, while torque tops out at 8250 rpm. In Europe, that torque peak is 50 lb.-ft., but since the US market bike’s EPA approval shows the same spec as the 675SS, our version is likely to have slightly more (the SS achieves 51.6 lb.-ft. at the same revs).

The chassis is straight from the SS too, with a fully adjustable 41mm KYB upside-down fork and a KYB monoshock with adjustable preload and rebound damping, mounted on a steel tube frame with an aluminum swingarm. The 4-gallon fuel tank and rear bodywork are shared with the 675SS, while the front fairing and bellypan are stripped away and replaced with a headlight similar to the design on the existing twin-cylinder 800NK, paired to new side cowls flanking the radiator. Like the 675SS, there are scoops feeding air to the radial mount, four-piston calipers, which are the same J.Juan units used on several KTM models. With less bodywork, the 675NK can also be lighter than the SS. The Euro-spec version of the bike hits a curb weight of 417 pounds, down from the 429 pounds of the faired model.

Technology includes a curved, 5-inch TFT dash, also shared with other CFMoto models, featuring phone connectivity, along with an upshift-only quickshifter. The lights are all LEDs, complete with animation on the front DRL, and there are both USB-C and USB-A ports as well as a tire pressure monitoring system. Rider aids are limited to two-mode traction control and standard ABS.

We’re still waiting for an official announcement about the 675NK’s availability in the States, but its appearance on the EPA list of approved bikes for 2025 indicates it’s planned to reach these shores relatively soon.