tft display kawasaki pricelist

Basic functions available in the app include: telephone, map display, music, calendar, and contacts. Additionally, riders can opt to download third party apps to add to their Kawasaki SPIN library to be able to interact with them on the TFT display. Available apps include Sygic (navigation), SENA (headset communication), and more.

*Kawasaki SPIN app is not intended for use during vehicle operation. Only use SPIN app when the vehicle is not being operated and it is safe to do so.

All-digital TFT (thin-film transistor) color instrumentation gives the cockpit a high-tech, high-grade appearance and visibility. The screen’s background color is selectable (black or white), and screen brightness adjusts automatically to suit available light.

Display functions include: digital speedometer, digital bar-style tachometer, gear position indicator, shift lamp, fuel gauge, odometer, dual trip meters, current and average fuel consumption, remaining range, average speed, total time, coolant temperature, clock, battery voltage, Kawasaki service reminder, oil change reminder and the Kawasaki Economical Riding Indicator.

Using high-precision electronic control for engine management, Kawasaki models can achieve a high level of fuel efficiency. However, fuel consumption is greatly affected by throttle use, gear selection, and other elements under the rider"s control. The Economical Riding Indicator is a function that indicates when current riding conditions are consuming a low amount of fuel. The system continuously monitors fuel consumption, regardless of vehicle speed, engine speed, throttle position and other riding conditions. When fuel consumption is low for a given speed (i.e. fuel efficiency is high), an "ECO" mark appears on the instrument panel"s LCD screen. By riding so that the "ECO" mark remains on, fuel consumption can be reduced.

Kawasaki’s fully electronic throttle actuation system enables the ECU to control the volume of both the fuel (via fuel injectors) and the air (via throttle valves) delivered to the engine. Ideal fuel injection and throttle valve position results in smooth, natural engine response and the ideal engine output. The system also makes a significant contribution to reduced emissions.

Electronic throttle valves also enable more precise control of electronic engine management systems like S-KTRC and KTRC, and allow the implementation of electronic systems like KLCM, Kawasaki Engine Brake Control, and Electronic Cruise Control.

The Kawasaki Engine Brake Control system allows riders to select the amount of engine braking they prefer. When the system is activated, the engine braking effect is reduced, providing less interference when riding on the track.

Using the latest evolution of Kawasaki’s advanced modeling software and feedback from a compact IMU (Inertial Measurement Unit) that gives an even clearer real-time picture of chassis orientation, KCMF monitors engine and chassis parameters throughout the corner – from entry, through the apex, to corner exit – modulating brake force and engine power to facilitate smooth transition from acceleration to braking and back again, and to assist riders in tracing their intended line through the corner. The systems that KCMF oversees vary by model, but may include:

KTRC, Kawasaki"s advanced traction control system provides both enhanced sport riding performance and the peace of mind to negotiate slippery surfaces with confidence. Multiple rider-selectable modes (the number of modes varies by model) offer progressively greater levels of intrusion to suit the riding situation and rider preference.

Less intrusive modes maintain optimum traction during cornering. Designed with sport riding in mind, they facilitate acceleration out of corners by maximizing forward drive from the rear wheel. And because Kawasaki’s sophisticated software bases its dynamic analysis on the chassis’ orientation relative to the track surface (rather than relative to a horizontal plane), it is able to take into account corner camber, gradient, etc., and adapt accordingly.

Clever technology enables riders to connect to their motorcycle wirelessly. Using the smartphone application “RIDEOLOGY THE APP,” a number of instrument functions can be accessed, contributing to an enhanced motorcycling experience. Vehicle information (such as the odometer, fuel gauge, maintenance schedule, etc) can be viewed on the smartphone. Riding logs (varies by model, but may include GPS route, gear position, rpm, and other information) can be viewed on the smartphone. When connected, telephone (call, mail) notices are displayed on the instrument panel. Riders can also make changes to their motorcycle’s instrument display settings (preferred units, clock and date setting, etc) via the smartphone. And on certain models, it is even possible to check and adjust vehicle settings (such as Rider Mode, electronic rider support features, and payload settings) using the smartphone.

Drawing on the know-how and technology possessed by the Kawasaki Heavy Industries, Ltd. (KHI), Kawasaki’s supercharged engine delivers high engine output while maintaining a compact design. The key to achieving this incredible performance lies in the engine’s supercharger – a motorcycle-specific unit designed completely in-house with technology from the Kawasaki Gas Turbine & Machinery Company, Aerospace Company and Corporate Technology Division.

The importance of high efficiency in a supercharger is that, as the air is compressed, power-robbing heat gain is minimal. And while many superchargers are able to offer high-efficiency operation in a very limited range of conditions, the Kawasaki supercharger offers high efficiency over a wide range of pressure ratios and flow rates – meaning over a wide range of engine speeds and vehicle speeds. This wide range of efficient operation (similar to having a wide power band) easily translates to strong acceleration. The supercharger’s high efficiency and minimal heat gain also meant that an intercooler was unnecessary, greatly saving weight and space, and enabling the engine’s compact design.

Kawasaki has also shared the specifications for the Ninja 650. Its engine is 649cc liquid-cooled 4-stroke parallel twin. Ninja 650 has a power of 67bhp at 8000rpm. Its torque is 47.2 ft-lb at 6700rpm. The weight of the bike is 193 kg. The seat of the bike is 790mm high. The capacity of the fuel tank is 15 litres.

In most international markets, this is the smallest parallel twin from Team Green you can get your hands on. However, in our market, the Kawasaki Ninja 400 BS6 is sold alongside the evergreen (pun intended) Ninja 300, which has remained mechanically unchanged, except for emission and ABS compliance, since the BS3 era.

The Ninja 400, when sold here in its BS4 guise, was available only in the signature Lime Green paint – a Kawasaki hallmark. Now though in its BS6 guise, it gets two paint options. There’s, of course, the Kawasaki Lime Green (Kawasaki Racing Team) for those who want the quintessential Kawasaki paint option. Alongside that is a stealthy Metallic Carbon Grey, which pairs a black-grey combination with green highlights.

The Ninja 400 continues to be suspended by the same 37mm telescopic front fork and preload-adjustable monoshock at the rear. Signature Kawasaki petal rotors perform stopping duties, with a 310mm unit at the front and a 193mm unit at the rear, paired to dual-channel ABS. The calipers at the front and rear both feature a twin-piston set-up. The steel trellis chassis keeping all these things together remains unchanged as well.

Unlike its primary rivals – the TVS Apache RR310 and the KTM RC390, which use a colour TFT screen – the Ninja 400 makes do with a semi-digital instrument cluster showing all the pertinent information, although, it does get a full LED headlamp setup like the aforementioned duo. Another thing to note here is that the Ninja 400 does not come with adjustable levers.

At Rs 4.99 lakh, the Ninja 400 is undoubtedly an expensive purchase. This price tag is all the harder to digest, given the fact that its primary rivals, as well as its peer from Kawasaki, the Ninja 300 (Rs 3.37 lakh), carry much more affordable price tags. The KTM RC390 is priced at Rs 3.14 lakh and the TVS Apache RR 310 is even more affordable at Rs 2.65 lakh.

It is also worth bearing in mind that Kawasaki has a miniscule dealer network (31 outlets) in our country, especially compared to its primary rivals, TVS and KTM.

Pricing big bikes well is as much a Kawasaki forte as pricing small bikes poorly is their Achilles’ heel. For example, their 650cc line-up of bikes, which start at Rs 6.34 lakh, will probably present a much more compelling proposition to the prospective Ninja 400 buyer.

The final word on the likeable little Kwacker is always going to be its bitter pill of a price tag. And until Kawasaki rectifies that, it will continue to sell in the diminutive numbers it did before.

In a rising tide of adventure tourers, cruisers, and extreme sport bikes, the Kawasaki Ninja 1000 (also known as the Ninja 1000 SX, Z1000S, or Z1000SX) is one of the last islands of true sport-touring still sold. Why? Because it’s still one of the best sport touring bikes made.

The Kawasaki Ninja 1000 is fast without being “champing at the bit” fast, fully-equipped without being too heavy, and sporty while still being ride-all-day comfortable for most people. And it’s really well-priced for what you get, either used or new.

So if you think sport touring might be your cup of tea, the Kawasaki Ninja 1000 SX is definitely worth a look, along with a few choice others in the segment.

The “adventure sport tourer” typically has a slightly less top end-biased engine, and a much more comfortable riding position, almost like that of a dirt bike. Sometimes they come with a degree of off-road promise. Classic adventure sport tourers are the Kawasaki Versys 1000, Yamaha Tracer 900, or the more road-oriented configurations of the BMW GS (1100-1250) models, Africa Twin, and Ducati Multistrada (the earliest versions of which were much more road-oriented).

The Kawasaki Ninja 1000 SX’s engine and gearing favours low-down torque compared to a sportbike. It’s tuned so that it can function in a few different gears from as low as 2-3,000 rpm, and it produces peak torque at around 9,000 rpm, which means you don’t have to rev it to the moon before it’s time to shift.

I could go on, but that covers a few major use cases. Nobody would describe the Ninja 1000 as slow or a lousy handler, but there are definitely faster bikes and better handlers (that you don’t have to push quite as hard into a corner) out there. And there are more comfortable tourers (like the Versys 1000) as well as livelier bikes (like the Z1000). Notice I’m using just Kawasaki examples — they make a very broad range of motorcycles!

The engine hasn’t changed dramatically since the first Kawasaki Ninja 1000. It always has had that capacity and format, made similar power and torque, had the same reliability, and behaved the same — though it has become smoother over time.

For a long time, Kawasaki has taken a different approach. Kawasaki prefers to increase the capacity for its street bikes so that it can extract more mid-range from them without sacrificing peak power.

The Kawasaki Ninja 1000’s engine is the same as the one in the 2010 Kawasaki Z1000, though in a different state of tune. The engine was all-new from 2010. The previous two generations of Z1000 had used a bored-out ZX-9R engine, but the 2010-on Z1000 got an all-new block designed from the ground up to be for street riding rather than the track.

While it’s an all-new engine block, Kawasaki treats it the same way as the previous generations of Z1000 engine: the engine has more displacement than the ZX-10R superbike, which means the motor can be tuned for mid-range torque as well as top-end power.

It was based on the engine from the 2010 Kawasaki Z1000, which was an all-new engine for the latest Z1000 (there was a 2009 Z1000 but with a very different engine and chassis).

Despite having the same engine, the original 2011 Kawasaki Ninja 1000 was not as lively as the 2010 Z1000. This is mostly down to a) the taller gearing and b) the softer, more distance-oriented suspension. Maybe a tiny bit due to the slightly shorter wheelbase, too.

The instrument dash is also a lot better on the Ninja, but that’s because I’m a sucker for a huge tachometer, an attitude that won’t age well with the dominance of TFT displays (like those on the Gen 4 Ninja 1000).

The Gen 1 Kawasaki Ninja 1000 arrived after the 6th gen Honda VFR800, a sports tourer with an almost cult-like following, was discontinued after the 2009 model year. So it arrived into a vacuum in the middleweight sport-touring segment.

In 2020, Kawasaki updated the Ninja 1000 again, adding cruise control! This was a notable absence on the 2017+ version which seemed to conspicuously omit this feature.

And just in case you thought the Ninja 1000 had gone soft — Kawasaki also added a standard two-way quickshifter, so it is a bike for truly every occasion.

The TFT display on the 2020+ Ninja 1000 SX comes with a cheeky little addition — a lean angle indicator! It’s a live view showing you just what lean angle you got to. And in case you don’t want to stare at the display during the ride (especially while leaning), it saves it so you can review your lean angle at the end of the ride.

So you can pick up a 2011 Kawasaki Ninja 1000 for less than half what you’d pay for a 2021 model — for the same model and almost the same visual style. A 2nd gen is around half the price of a 2021 model.

In general I consider alternatives to the Kawasaki Ninja 1000 SX to be other “comfortable sportbikes” with engines that rev past 10,000 rpm, make more than 100 hp, have factory accessories (or standard inclusions) like luggage and cruise control, and have a riding position that’s so easy you barely have to think about it.

The H2 SX (and SX SE, and SX SE+… see our guide to the Kawasaki H2 range) is a supercharged, very high-power, heavier, and very premium sport-tourer. It’s more of a Hypersport machine, like the Hayabusa or ZX-14R, but it’s worth mentioning just because in later versions it does come with cruise control and factory luggage options (and also, it’s from Kawasaki so it’s likely you’ll see it in the same showroom).

The Kawasaki H2 SX comes with the kitchen sink — cruise control, an IMU, the lot. It’s quite a bit heavier than a supersport bike like the ZX-10R, and definitely more oriented towards riding distances.

While there are a few sport tourers in BMW’s line-up, the R 1200 RS (and since 2020, the R 1250 RS) are the most comparable to the Kawasaki Ninja 1000.

This riding season I upgraded my motorcycle from Ninja 400 ABS to Z900 ABS. I was looking for more power and a more comfortable riding posture. My new Z900 delivered both. We clocked a few thousand miles across Washington together. It gave me an opportunity to contrast my Ninja 400 experience with Z900. I distilled them into this article for other riders looking to upgrade. I won’t be talking tech specs or showing pictures of a nice TFT display – there are plenty of those on the internet. This post is about various aspects of experience riding the motorcycle.

Z900, like any other Kawasaki, or a motorcycle in general, requires oil changes. Oil change intervals are reasonable – the first change at600 miles, then at 3000 miles, afterward every 5000 miles. The best way to go is to change the oil yourself. Labor costs at the motorcycle dealerships are sky-high, up to $120/hour. Instead of shelling $300+ for an oil change, you can buy a Kawasaki oil change kit and do it yourself. It’ll cost you $50.

Z900 has a generous number of accessories from Kawasaki and 3rd parties – radiator protector, tail tidy, Akrapovic exhaust, USB port, etc. If you have the time, the money, and energy to customize this bike, you will not be bored.

It is worth sharing a quick word on the app. I love the idea of connecting your bike computer to the phone to track and tune bike performance. The idea is amazing and I wish more manufacturers took it to heart. Kudos to Kawasaki for the initiative.

The Brutale is stripped of everything except the basic necessities, displaying to the world in a ruthless fashion the inner workings of the Brutale motor.

When you thought Kawasaki couldn’t produce anything else quite as mental as the fully faired H2, they go and produce the Z H2 in the year 2020 and for 2022 it has just got even better!

It comes with fully adjustable Ohlins suspension front and back; Brembo brake calipers; Metzeler RACETEC RR tires and 5 riding modes controlled by the TFT instruments.

A host of electronics are equipped on the model including: 6 IMU rider aids; Advanced Quick Shift; Four mode Yamaha Ride Control; TFT display; Electronic cruise control.

Other tech features include lean-angle stability control, ABS with cornering pre-control and Wheelie control. All of which are controlled by the Ride Command display, which also pairs via bluetooth to your smartphone.

Another of my favorite naked machines is the Z900RS from Kawasaki. It is one of the best looking modern retro throwbacks to date but it is also loaded with performance features to match.

Kawasaki haven’t overloaded the bike with technical features like some of the other performance naked machines on the list, but they have updated it enough to be considered modern.

The Kawasaki Z900RS is completely timeless, and is the most traditional ‘motorcycle’ design on the list, which makes it a firm favorite of mine. As true to the original Z1 as you can get with modern reliability and power.

In keeping with the styling of the bigger sibling the Z650RS is just as timeless in its design, and unapologetically throws back to the original Kawasaki Z650 of the 70’s with the utmost respect.

There are no cutbacks taken either. The LCD display is customisable for your rider info, Nissin radial mount calipers and Showa suspension are used, and the styling gives a big bike feel with sharp angular lines and impressive detailing.

My 2009 Kawasaki Versys 650 was one of the best utilitarian two-wheelers I’ve owned, but since I’m always putting miles on test bikes, I hardly ever rode it. When I realized I’d added only 500 miles to the odometer in five years, a deep sense of shame prompted me to sell it. After listing it on Facebook Marketplace, it was gone in a flash. Due to the high prices for used motorcycles right now, I earned a small profit – about a dollar for every mile I put on it.

Flash forward a few months and I’m wending my way through the twisty interior of San Diego County aboard a 2022 Kawasaki Versys 650. It’s the $9,999 LT version with hard saddlebags and handguards, which only comes in Metallic Spark Black/Metallic Flat Spark Black this year. The base model is available in the same color for $8,899, or in Candy Lime Green/Metallic Flat Spark Black/Metallic Spark Black for $9,099.

New for ’22 is a full-color 4.3-inch TFT display that is a major improvement over the previous instrument panel, and light-years beyond the one on my ’09 model. The layout of information is modern and clean, blending everything – the gear position indicator, fuel gauge, tach, speedo, clock, tripmeter, etc. – into a centrally located format. A rider can choose between a black or white background, and the screen brightness automatically adjusts to ambient light levels.

Simultaneously depressing two analog buttons on the display allows a Bluetooth connection to be established between the Versys and Kawasaki’s Rideology smartphone app. The app features a useful and handy maintenance log, general bike info, and the ability to record rides as well as share them with others.

During the ride, when the bike and app are talking to one another, the TFT display will notify the rider when a new call or email has been received. The part of my ride recorded with the Rideology app showed that I traveled 79 miles for 1.34 hours from Orange to San Diego counties at an average speed of 54 mph. The map, however, displayed a straight line from point A to point B, not an accurate GPS mapping of the twists and turns.

The 28-liter saddlebags are large enough to accommodate a full-face helmet, though without much room to spare. There is also a helmet lock if you need to secure your lid when the saddlebags are full of other incidentals. The ignition key unlocks the saddlebags and allow them to be removed from the motorcycle. For those requiring more storage, Kawasaki offers a matching 47-liter top case along with other accessories, such as heated grips and a GPS mount.

My old Versys didn’t have ABS, traction control, a remote preload adjusting shock, TFT display, a slip/assist clutch, LED lights, or an easily adjustable windscreen, and it didn’t look nearly as good as the ’22 Versys. In 2009, the MSRP of a base-model Versys was $7,099, which is just over $9,700 in today’s dollars. The new bike offers much more for less money, and the touring-ready LT is a fantastic bargain.

The Ninja® ZX™-10R supersport bike is built for those who rise to the challenge. Hailing from the proving grounds of the FIM WorldSBK Championship, the Ninja ZX-10R is the direct result of decades of world-class road racing innovation, carrying Kawasaki Racing Team (KRT) rider Jonathan Rea to six consecutive championship titles. Our experience on the track has led to a potent 998cc four-cylinder engine, a race-optimized chassis and an innovative electronics package. Push your limits aboard the Ninja ZX-10R.

NEXT-LEVEL TECHNOLOGY: The highly advanced, compact IMU enables inertia along 6 Degrees of Freedom to be monitored. Acceleration along longitudinal, transverse and vertical axes plus roll rate and pitch are measured. The yaw rate is calculated by the ECU using Kawasaki’s proprietary dynamic modeling software. Kawasaki’s dynamic modeling software utilizes the Bosch® IMU as a source of input then processes the input to provide electronic rider aides that support the rider’s intentions while maintaining seamless performance. This next-level system enables predictive and adaptive electronics for precise chassis orientation awareness.

SPORT-KAWASAKI TRACTION CONTROL: Hybrid predictive/feedback-type evolution of the highly sophisticated traction control system helps racers push harder by maximizing acceleration. Five modes enable a greater range of feeling for specific track conditions and riding preferences. Updates to Modes 4 and 5 offer a more rider-friendly characteristic while cornering.

KAWASAKI CORNERING MANAGEMENT FUNCTION: Input from the IMU enables cornering management which assists riders in holding their intended line through the corners on the track.

ADAPT TO THE ROAD: Integrated riding modes link Kawasaki TRaction Control (KTRC) and Power Modes to offer varying traction control and power delivery settings to suit different riding conditions. Sport mode enables sporty riding for tracks or back roads. Road mode covers a wide range of typical riding situations. Rain mode delivers reassurance over wet road surfaces. Four available rider modes (manual) offer custom combinations to better suit preferences.

CHAMPIONSHIP-PROVEN POWER: The 998cc four-cylinder engine of the Ninja® ZX™-10R supersport was designed to win championships. Based on feedback from Kawasaki"s WorldSBK race machine, an air-cooled oil cooler increases cooling performance for strong engine performance at all rpm. Gear ratios are optimized for track riding and offer quick low-mid range acceleration. The Ninja ZX-10R is built for those who rise to the challenge.

WORLDSBK INSPIRED: Valve train inspired by Kawasaki’s WorldSBK engineers is an example of top-level racing technology. Finger-follower valve actuation enables a higher rev limit and more aggressive cam profiles – both contributing to high-rpm performance.

BEYOND NORMAL: Kawasaki next-level electronics bring the extraordinary power of the World Superbike-winning Ninja® ZX™-10R motorcycle to stunning new levels.

KAWASAKI LAUNCH CONTROL MODE: The 3-mode system is designed to help racers optimize acceleration from a stop. Kawasaki Launch Control Mode (KLCM) manages engine output to minimize wheelspin and front wheel lift off the starting line.

MORE CONVENIENCE: Kawasaki Engine Brake Control (KEBC) allows riders to set engine braking according to preference while the electronic cruise control allows a desired speed to be maintained with the simple press of a button.

KAWASAKI QUICK SHIFTER: The dual-direction Kawasaki Quick Shifter (KQS) system facilitates acceleration by allowing clutchless upshifts and downshifts while on the track. Designed for more effective sport riding, KQS can also be used on the street when the engine is above 2,500 rpm.

DIGITAL LANDSCAPE: All-digital TFT (thin-film transistor) color instrumentation gives the cockpit a high-tech, high-grade appearance and visibility. The screen’s background color is selectable (black or white), and screen brightness adjusts automatically to suit available light. Display functions include: digital speedometer, gear position indicator, upshift indicator, odometer, dual trip meter, fuel gauge, cruising distance, average fuel consumption, outside temperature, water temperature, clock, economical riding indicator, IMU indicator, KIBS indicator, boost pressure and boost temperature.

Electronic Cruise Control, Kawasaki Launch Control Mode (KLCM), Kawasaki Sport Traction Control (S-KTRC), Kawasaki Engine Braking Control, Kawasaki Quick Shifter (KQS) (upshift & downshift), Kawasaki Corner Management Function (KCMF)