The 790 running lean is a known issue. The NKs seem to be slightly richer but unless we get dyno data from the o2/wideband, it's only a guessing game. It does run cooler than the duke, so my guess is they managed to richen the AFR up.

I'll be way north of 70k KMs on the bike by the time my warranty runs out (2 yrs unlimited mileage). So either new engine under warranty or new bike anyway.

This post has been edited by jaycee1: Aug 30 2024, 01:01 PM

Time to bring this thread back from the dead.


Update time. Long term review.

Current mileage 37k ++ , 1 year 1 month of use. Daily use.

Bike seems to be running problem free past few months.

Done the 30k scheduled VC at 33k.
Happy to report the cams and followers did not show any excessive wear. VC in spec so no shim replacements needed. Work done at CFMOTO Flagship store at Kota Warisan Sepang. Shop done work on the 790 previously.

All parts supplied by myself, ordered from Taobao ahead of time

VC Labour cost - 200
Oil (3L) Motorex 15w50 - 270, supplied by shop


Own parts (original CFMOTO parts)
Valve cover gasket kit (valve cover gasket, 2 spark plug seals + 4 O rings) - 50
2x NGK iridium spark plugs - 130
Air filter - 25
Oil Filter - 25
Bike does not have a fuel filter.

Total cost : 700.

Bike's VC was in spec so there was no need for replacement shims. The shop ordered shims ahead of time but did not use them. 10ea.

VC cost wasnt too scary, as a normal oil change usually runs 300+ anyway.

Current OCI is 10k or about every 3 months given the mileage I do.


Anyway, about the cheese cam issues on the KTM LC8C engines, the chinese made LC8Cs has some head revisions done to the oiling channels when they moved production to China. Which means KTM knew about the cheese cam issues but chose to keep quiet. So far, none of the NKs and MTs have reported any cheese cam issues.

Things that have gone wrong
1) Signal switch failed - Replaced under warranty (apparently common issue, affecting a few bikes already)

2) Coolant overflow tank crack and leak - Replaced under warranty (also common known problem due to design fault)

3) various bolts getting loose. Lost a few screws

Things that would need attention soon.
1) Suspension has gotten a bit soft. Probably in need of a service soon....not surprising as I'm not the easy on the bike.
2) PR6 rear tyre due for replacement soon. 23k on them currently. Can probably get to 25k before need a replacement. 0.5mm to wear bars. Factory Maxxis tyres lasted about 14k.
3) Hydraulic chain tensioner seems to loose its oil after a few days of sitting, leaving brief clattering on startup. A minute of idle warm up and the sound goes away.



Bike is exactly what I wanted it to do. Good low speed balance, relatively light weight, very good mid range power and response for daily city ride and threading through traffic. Highway riding comfort is still one of the best in the midweight sport naked category although the seat is quite firm and could use a little more padding for the long Thailand trips (have made 4 trips on the bike past year). For longer trips, minor vibrations can be felt at between 5000-6000 rpm, so either ride under or over that range. But anyway, most of the time I just use the cruise control and relax the throttle hand, so the vibrations are a non issue.

Cornering handling at the limit still remains a bugbear with front end stability lacking when powering out of corners, with some headshake from the fairly aggressive head angle and no doubt from the aggressive midrange throttle and torque wanting to lift the front. FWIW, The Duke 790 shows the same character. Had a race shop set sag and drop the front forks 1/2 inch in an attempt to move weight forward a little. The difference can be felt but ultimately, bike is happiest under 90%. Just dont ride the bike like a supersports and the bike wont try to throw you off. Mind you, even at 90% its still a stupid quick and agile bike that would do corners stupid fast.

The jerky throttle on low RPM and partial light throttle still remains. Its just something to just live with, and requiring a bit more clutch feathering.

Fuel consumption is decent. Burns about 4L/100 highway cruising at 120. Burns 3x more fuel at WOT and at speeds of 200+. Will do 250km a tank if gentle on the throttle. Top speed achieved is 234km/h and currently the fastest stock NK in Malaysia. Will do 240 with an exhaust upgrade and decat.

As for reliabilty, I think the issue is that all the chinese brands are spitting out so many models so quickly that none of them have had time to iron out kinks and durability issues, so you see things like smaller components like switchgear fail prematurely. The engine however seems pretty decent....but like all KTM engines, they are not known to be particularly smooth nor quiet, often clattering like a truck.

Would you have made a different choice looking back now?

The 800NK is often touted the second best bike of CFMOTO in China, after the 450 series and only because the 450 is a house design whereas the 800 is more of a Duke replica. The rest of the line had too many QC/design issues.

Besides that, they priced the 800NK so well in Malaysia, the competition eg. Duke 790, GSX8s or even the Z900 are way above 40K.

Meanwhile, the 450SR costs the same as the Ninja 500 (or 400 of old) while not being a better product, is really a tough sell. The recently launched 700MT actually sells for less than 450SR in China (as it's just a rehashed 650NK engine), but I doubt they will price it lower here.

This post has been edited by JustForFun: Mar 21 2025, 08:25 PM

What do you mean by saying the 450SR costs the same as the Ninja 500 while not being better product?

Let's look at facts, Kawasaki had to respond the pressure from CFMOTO. They bumped their 400cc platform to 451cc, just to stay relevant. Why? Because the 450SR has disrupted the entry-level sport bike segment in a way the big four Japanese brands failed to do in a long time period. (Why suddenly Modenas decide to bring back in 500, while risk cannibalise their 650?)

The 450SR didn’t just show up, it gave riders what they’ve been asking for: aggressive modern design with high tech features, a high-revving twin 270°, and Brembo brakes all at a competitive price point that big 4 couldn't give and charge us for decades. It’s no surprise that many beginner and budget-conscious riders are now considering it over traditional options, yea you can argue the reliability but do note this engine has been proven globally for the past few years since launching.

Given the circumstances, requirements and then current market offerings, I would say I would have still gotten the NK over the Suzuki 8S and Z900 which I was cross shopping with. The Hornet 750 was late to the party, and the Duke 790 didn't get the massive discount it did until much later. Very rare does the budget and value offering win on its own merits rather than on just price.

The NK was far more comfortable then either the 8S and Z9, as well as lighter than both. The 8S came close (and very closely priced then with the 10k rebate, bringing the price down to 40k, very close to the NK's original price point (I got a 3k rebate on the NK, which brought the price down to 36k). But ultimately what worked in favour of the NK over the 8S, was the more lively engine character past 8000rpm. While both have equally meaty midrange, the 8S powerband drops off just as the going gets fun, a little "potong stim".

The z9 would likely been the more reliable of the bunch though, and also likely more expensive to maintain of the trio. The 8S is also a new engine and platform, but likely also to be more reliable component wise given Suzuki recycles a lot of parts bin parts that have been around for a long time.

As for the 450, there are rumours it was based on the Yamaha CP2 architecture. How much in house development is debatable. CFMOTO was quick to identify a hole in the market and was aggressive to capitalize on it.
Dont forget many years before the 450MT, KTM was also mulling a twin "490" engine as a fill in between the single 390 and the bigger twin 890, which was unfortunately dropped, and could have very well saved them from the mess they are in now. The 450MT is doing remarkably well simply because CFMOTO just built something everyone was asking for, the perennial unicorn.

To me, it's only a marginally better product in terms of specs, which is evened out by Kawasaki's brand value, history and reliability. That's just my opinion, we can agree to disagree.

I am rooting for the 800NK to prove us wrong in terms of reliability, buying new it's the best choice at that price.

Back to the 60s-70s mentality of Jap bike is rubbish and unreliable until time fly pass, then we praise jap bike is the pinnacle of reliability which they are no doubt following brand value. Chinese bike will slowly catch up and may surpass/on par with them eventually given time fly by. It's customer's decision to put where their hard earn money to, and which brand can capitalise on that in the end of the day. More choice on the market: better, to keep each other in check for competitiveness

Peace 🫶🏻✌🏻

How I wish the Honda Hornet is priced more competitively in Malaysia. 51k (47k after discount) for a middleweight is really a non-starter

Going to list down the current common known issues on the 800NK from my members group.


1) Coolant expansion tank crack
2) Signal switch failure
3) improper reading of fuel level
4) Factory muffler rear garnish/trim mounting broken off (maybe from bad welding on the bracket)
5) loosing bolts - needs to be periodically checked and tightened.


Other issues
1) weak hydraulic timing chain tensioner (also affecting all LC8C engines, including KTM)
2) Slow TFT. No Android auto, only car play. Screen mirroring for android is hopelessly unusable. Built in nav software is slow and unusable (cannot find names and addresses in search).


Some other issues could be bike specific due to various lapses in local build quality/QC or rare component failure.


Obviously the bike hasn't been in the market long enough for most riders to accumulate enough mileage to properly get a good indication of overall reliability. To date only 3 bikes have gone past 30k km.

However, so far no reported instance of cheese cam on the 800MT and the 800NK. So the engine and drivestrain seems ok for now.

I think quite a lot of 800MT has gone pass 30k km, some even took it to Laos and come back, safely to say reliability is not much of an issue for the engine or gearbox.. Mainly is just small small accessories issue

Just found out this 2 Singaporean riding 800MT travelling from SG to Scotland total 44,396 km in 222 days back in 2024 -> FB search 2man2bike [I can't link their FB yet]

If anyone still doubting the engine performance of a China bike 😂