tft display kawasaki made in china

In terms of engine dimensions and design, it’s very similar to that in the Kawasaki ER-6 or Z650/Ninja 650 bikes. They also have a 83.0/60.0mm bore and stroke, though the Kawasakis run a milder compression ratio of 10.8:1.

Seeing the 650 and 400 class engines (which also share similarities), I thought that Kawasaki and CFMOTO may have had a manufacturing partnership, but I haven’t found any evidence for this. Kawasaki still manufactures in Japan.

The CFMOTO 800MT Touring comes with fully adjustable KYB suspension, a quickshifter, a big TFT screen, fog lights, radial-mounted J.Juan brakes with Cornering ABS as standard, and so much more. On other brands’ bikes, these are usually expensive add-ons.

The bike has a ton of high-spec gear, like semi-active WP electronic suspension, big 12.3 inch TFT display, Brembo radial-mounted calipers, and cornering ABS. It even has a multimedia sound system.

No manufacturer is immune from the dodgy tribute band effect. We have already run one long list of copycat motorcycles originating from China which rip-off models from Honda, Ducati, Kawasaki and Yamaha among others and yet in 2021 there is now even more material for a second name and shame.

It’s even more powerful than the Iron 883 at 53bhp (unlike the Harley’s 51bhp) from its 650cc twin-cylinder engine. Throw in LED headlights and LCD display and the Xiang Shuai is going a long way to rendering this article incorrect…

Compared with many of the motorcycles on display here, the company imaginatively titled ‘Moto’ has showcased some decent attention to detail in order to create the S450RR, which most will realise is a S1000RR copy even before they see it.

It’s for effect only though because the 450cc engine means it could only rival a Kawasaki Ninja 400 - which is handy because the rear-end copied that model too.

Here, on what is a fairly faithful attempt at copying the Himalayan’s distinctive retro-no-frills style, the G30 treats us to a TFT dashboard, LED lights, inverted forks and a 26hp single-cylinder engine. Swanky!

Respectfully, the Finja 500 arrives just as Kawasaki replaces the generation its Chinese doppelganger is based on, so you could say there is room for both models to sell without impeding one other. Not that deciding between the two seems likely, but who are we to judge.

KAWASAKI, JAPAN, September 29, 2015 — NLT Technologies, Ltd. (NLT, President: Susumu Ohi; Head office: Kawasaki, Kanagawa) announces development of a prototype 15.6-inch Full HD (1920 x 1080 pixel) TFT LCDs with embedded display port (eDP) for industrial applications. NLT has also begun development of an 18.5-inch Full HD module equipped with eDP interface.

The new 15.6-inch Full HD prototype incorporates NLT’s proprietary Super Fine TFT technology (SFT) for wide viewing angles and high color gamut　meets the display characteristics frequently required by the industrial equipment market. Also its thin and light weight design enables the display to be used in a variety of applications such as portable, high end products.

eDP is a high speed serial interface standard which is used to connect the LCD module and the graphics processing board. eDP allows for compact interface design because it enables connection of image resource equipment (such as personal computers) directly to LCD modules, using a graphic processor that is compatible with the DisplayPort standard. Also less space is required for the driver board, thus a　more compact design of the connector will be achieved because the signal line can be decreased due to the higher speed transmission of eDP compared to conventional LVDS interface. Furthermore, eDP is suitable as a countermeasure for EMI of the interface cable since it does not require an external clock signal.

As the industrial display applications become more compact and require smaller outline and higher resolution density, It is predicted that the demand for eDP will increase since it achieves more compact design and higher speed transmission. As major graphic processor manufacturers encourage adoption of Display Port instead of LVDS interface, acceleration of eDP expansion to the market is likely to follow.

As one ofthe Big Four Japanese manufacturers, Kawasaki has had a storied history in the world of motorcycling. From their classic UJM W1 to their nearly indestructible KL series of dirt and off-road bikes, they have always been there to ruffle the feathers of the other three of the Big Four and always in more ways than one.

Honda, it can be argued, was the company that started the sportbike and supersport style of motorcycles in the late 1970s. However, Yamaha,Suzuki, and of course Kawasaki threw their hats in the ring as well, building on the growing interest worldwide in performance machines. However, it was Kawasaki that landed the heaviest punch in the first round with the Ninja brand and name, and ever since, they have always been the performance-per-dollar leader in the segment.

When the GPZ900R set and broke the record for the fastest street production bike, Kawasaki decided to maintain their record-breaking streak. In 1986, the Japanese brand released a follow-up machine, known as the GPZ1000RX. Building on the GPZ900R’s success, the new model soon claimed the fastest production motorcycle title. Though the newer model was intended to replace the GPZ900R, it didn’t. Instead, it hit the dealerships as a premium alternative to the already successful 900R.

With Kawasaki seemingly the dominant force in the large displacement section of the sportbike segment, the other three manufacturers from Japan brought the fight to the now-legendary 600cc supersport class. Of course, Kawasaki had a 600cc motorcycle already in the ZX-6E, but it was designed as a much gentler sport touring motorcycle.

As such, Kawasaki responded to the announced plans of a new “junior” supersport segment by developing the 1995 ZX-6R. The original model had a smaller version of the ram-air intake that the ZX-11 had launched, but fed that air into a high-RPM inline-four that produced almost dead on 100 HP. A couple of evolutions in the late 90s with the G model ( bumping power to 108 HP) and J model (which boosted the compression ratio in the engine to better use the compressed rammed air, bringing the power to 112 HP) brought Kawasaki more inline with the competition.

Kawasaki took their time to respond, but in 2005 the brand pulled the covers off of the year 2006 Ninja ZX-14 at the Tokyo Motor Show. It boasted a larger engine than the Hayabusa, faster acceleration, and it did not look like someone had sneezed and made a motorcycle. It was angular yet flowing, aggressive in all of the right ways, and could beat any competition in a game of top trumps.

And things only got better in 2011, when Kawasaki released the model refresh, upping the engine size, horsepower, and acceleration. They also appended the R to the end of the name, as it had also been trialed on the track, and had proven to be a capable–if somewhat heavy–track-day bike that could carve corners with the best of them. To this day, it is still the favorite for riders that like to consider the right wrist as a hyperspace lever from Star Wars, because everything goes from visible to a starry blur faster than the blink of an eye.

With the Honda CBR600F4i, the Yamaha YZF-R6, and the Suzuki GSX-R600 all breathing down its neck, Kawasaki pulled one of the most famous “fast ones” in motorcycle history by announcing a revamp of the ZX-6R for the 2003 model year. They announced a whole slew of technical innovations, new brakes, newly inverted front forks, the move from carburetors to fuel injection, and an all-digital dash. What they tried to sneak in was that the engine was also bumped from 599cc to 636cc.

Kawasaki argued that the displacement bump was to make room for the injector heads, but it was a thinly veiled white lie that allowed them to boost power, response, and speed. This resulted in Kawasaki winning many of the magazine and TV show reviews of acceleration, handling, engine smoothness, the works. Honda, Yamaha, and Suzuki cried foul as Kawasaki had upset the “purity” of the 600cc class, yet Kawasaki simply put their fingers in their ears, hummed very loudly, and pointed at the “racing” version of the bike, the ZX-6RR, that still displaced 599cc’s.

Thanks in part to Kawasaki’s dominance in World Superbike Racing, as well as being the best price-to-performance manufacturer from Japan, there has always been a market for a “cheap bike” that can do everything you need it to do, a few things you didn’t know it could do, and that was generally easy to operate and maintain. Starting with the Ninja 300 throughout most of the 2010s, 2018’s Ninja 400 is exactly that bike.

While there are other bikes out there that fill in the same needs, none do it quite as inexpensively as Kawasaki. This is not to say that the bike, or its manufacture, is “cheap” by any means, as the Ninja 400 and its predecessors have stood up to the test of time and miles with very few breakdowns entirely caused by wear. It has become a bit of a trope, however true or false, that if you have a lower displacement Kawasaki, you’ll either sell it or crash it before it breaks on you.

The street version received updates across the board, including the introduction of intelligent traction control, intelligent ABS, a lighter-weight but still super-strong aluminum frame, adjustable footpegs, improved and larger throttle bodies for ram-air intake, Showa BPF front suspension, a horizontal, under-saddle rear suspension, and a full LCD TFT dash. It also included an Ohlins electronic front steering damper, to prevent death wobbles due to the power the bike was outputting, nearly 200 HP.

In 2013, Tom Sykes won the World SBK Championship on a ZX-10R in race trim, with Stuart Easton winning the 2014 Macau Grand Prix, one of the “must-win” races if you want your stock to rise in superbike racing. In 2015, Jonathan Rea won the 2015 World SBK Championship on a ZX-10R race supersport and has gone on to win a grand total of 6 titles so far, all on a Kawasaki.

For a while before 2006, if you wanted to learn to ride a motorcycle and have a good first bike, you either started out on a very low displacement machine, or you leaped headfirst into the 600cc and up supersport segment. There was no real middle ground, except with some European motorcycles that, because of tariffs at the time, cost an arm and a leg. Suzuki noticed it first around the turn of the millennium, with Kawasaki paying attention as well.

Always at the forefront of technology and development, there had been rumblings for years that Kawasaki had a supersport in development that would rattle the market. In 2015, Kawasaki unveiled the new Ninja H2R, and it not only rattled the supersport world, it created an entirely new class of sportbikes now known as the hyper sport.

A track-only bike, it was a technical tour-de-force that made everyone, not just Kawasaki’s Japanese competitors, sit up and pay attention. Using the 998cc inline-four from a ZX-10R, engineers and designers then slapped on a high-speed supercharger that spins so fast that the tips of its impeller blades hit nearly 1.5 times the speed of sound. This compressed-air then passes through an intercooler mounted below the radiator, then gets fed into the engine, producing a nominal 320 HP.

The 2015 Ninja H2R was always meant to be a limited series, a “this is what we can do” demonstration to the world that Kawasaki was at the top of their game. However, so much interest was raised from the release, as well as the customer demand for a road-going version, that the H2 program was morphed into Kawasaki’s top-tier lineup of motorcycles. There is the hypersport H2, the naked Z-H2, and then there is the most popular of the bunch, the sport-touring H2 SX.

While it is by no means cheap, the H2 SX is the most realistic of the bikes to come from the H2 project. Kawasaki traction control, anti-wheelie, 6 axis ICU, cornering ABS, dual-zone linked ABS, mounting points for panniers, raised clip-ons for a comfortable riding position… the H2 SX has it all and more. Even better, once it’s at a highway cruise, it has an intelligent eco mode that turns it from a monster with infinite power into a quiet, comfortable, albeit slightly big sport-tourer that sips gas.

The first area is sales volume. Compare how many ZX-10R’s have moved from a showroom to the R1, the CBR1000RR, or the GSX-R1000R. It’s shocking, but the ZX-10R has outsold them all, even if you combine all three together for a given year. This falls mostly upon the fact that Kawasaki is still the price-to-performance leader from the Big Four, as well as that Kawasaki is dominant in World SBK. Racing tech trickles down to street-based supersports, and it shows with the tech that the ZX-10R packs.

The second area of importance that the ZX-10R fills is rideability. There is the thought amongst supersport riders that unless the bike is on a razor’s edge the whole time, it’s crap. Kawasaki thinks in the other direction. When it needs to be, it is a razor’s edge literbike, a canyon carving monster that screams over 13,000 RPM. But it also commutes comfortably, still has plenty of power down low, and doesn’t send as much force through the rider’s wrists as other supersports may. This is due to Kawasaki working hand in hand with Showa to make the front forks responsive and quick, but also soft enough to dampen out the bigger bumps.

According to the Bosch survey nearly 90 percent of riders use their smartphone to prepare or follow-up on trips. One third puts themselves in great danger using their smartphone even while riding. Bosch has developed the smartphone integration solution mySPIN to make the usage of smartphone content safe and more comfortable. Available in the powersports segment since 2018 – this includes for example so-called all-terrain vehicles or personal watercrafts – in BRP vehicles, mySPINnow will be introduced in the motorcycle segment for the first time. Ducati will introduce it together with Bosch’s also new 6.5-inch connectivity display without the split-screen option. “We want motorcyclists to be able to access smartphone content in an integrated and easy way while riding their bike. With the mySPIN platform and integrated connectivity cluster, we have found the right way to do it”, says Vincenzo De Silvio, Research and Development Director at Ducati. From 2021, the solution will also be introduced by Kawasaki.

As one ofthe Big Four Japanese manufacturers, Kawasaki has had a storied history in the world of motorcycling. From their classic UJM W1 to their nearly indestructible KL series of dirt and off-road bikes, they have always been there to ruffle the feathers of the other three of the Big Four and always in more ways than one.

Honda, it can be argued, was the company that started the sportbike and supersport style of motorcycles in the late 1970s. However, Yamaha,Suzuki, and of course Kawasaki threw their hats in the ring as well, building on the growing interest worldwide in performance machines. However, it was Kawasaki that landed the heaviest punch in the first round with the Ninja brand and name, and ever since, they have always been the performance-per-dollar leader in the segment.

When the GPZ900R set and broke the record for the fastest street production bike, Kawasaki decided to maintain their record-breaking streak. In 1986, the Japanese brand released a follow-up machine, known as the GPZ1000RX. Building on the GPZ900R’s success, the new model soon claimed the fastest production motorcycle title. Though the newer model was intended to replace the GPZ900R, it didn’t. Instead, it hit the dealerships as a premium alternative to the already successful 900R.

With Kawasaki seemingly the dominant force in the large displacement section of the sportbike segment, the other three manufacturers from Japan brought the fight to the now-legendary 600cc supersport class. Of course, Kawasaki had a 600cc motorcycle already in the ZX-6E, but it was designed as a much gentler sport touring motorcycle.

As such, Kawasaki responded to the announced plans of a new “junior” supersport segment by developing the 1995 ZX-6R. The original model had a smaller version of the ram-air intake that the ZX-11 had launched, but fed that air into a high-RPM inline-four that produced almost dead on 100 HP. A couple of evolutions in the late 90s with the G model ( bumping power to 108 HP) and J model (which boosted the compression ratio in the engine to better use the compressed rammed air, bringing the power to 112 HP) brought Kawasaki more inline with the competition.

Kawasaki took their time to respond, but in 2005 the brand pulled the covers off of the year 2006 Ninja ZX-14 at the Tokyo Motor Show. It boasted a larger engine than the Hayabusa, faster acceleration, and it did not look like someone had sneezed and made a motorcycle. It was angular yet flowing, aggressive in all of the right ways, and could beat any competition in a game of top trumps.

And things only got better in 2011, when Kawasaki released the model refresh, upping the engine size, horsepower, and acceleration. They also appended the R to the end of the name, as it had also been trialed on the track, and had proven to be a capable–if somewhat heavy–track-day bike that could carve corners with the best of them. To this day, it is still the favorite for riders that like to consider the right wrist as a hyperspace lever from Star Wars, because everything goes from visible to a starry blur faster than the blink of an eye.

With the Honda CBR600F4i, the Yamaha YZF-R6, and the Suzuki GSX-R600 all breathing down its neck, Kawasaki pulled one of the most famous “fast ones” in motorcycle history by announcing a revamp of the ZX-6R for the 2003 model year. They announced a whole slew of technical innovations, new brakes, newly inverted front forks, the move from carburetors to fuel injection, and an all-digital dash. What they tried to sneak in was that the engine was also bumped from 599cc to 636cc.

Kawasaki argued that the displacement bump was to make room for the injector heads, but it was a thinly veiled white lie that allowed them to boost power, response, and speed. This resulted in Kawasaki winning many of the magazine and TV show reviews of acceleration, handling, engine smoothness, the works. Honda, Yamaha, and Suzuki cried foul as Kawasaki had upset the “purity” of the 600cc class, yet Kawasaki simply put their fingers in their ears, hummed very loudly, and pointed at the “racing” version of the bike, the ZX-6RR, that still displaced 599cc’s.

Thanks in part to Kawasaki’s dominance in World Superbike Racing, as well as being the best price-to-performance manufacturer from Japan, there has always been a market for a “cheap bike” that can do everything you need it to do, a few things you didn’t know it could do, and that was generally easy to operate and maintain. Starting with the Ninja 300 throughout most of the 2010s, 2018’s Ninja 400 is exactly that bike.

While there are other bikes out there that fill in the same needs, none do it quite as inexpensively as Kawasaki. This is not to say that the bike, or its manufacture, is “cheap” by any means, as the Ninja 400 and its predecessors have stood up to the test of time and miles with very few breakdowns entirely caused by wear. It has become a bit of a trope, however true or false, that if you have a lower displacement Kawasaki, you’ll either sell it or crash it before it breaks on you.

The street version received updates across the board, including the introduction of intelligent traction control, intelligent ABS, a lighter-weight but still super-strong aluminum frame, adjustable footpegs, improved and larger throttle bodies for ram-air intake, Showa BPF front suspension, a horizontal, under-saddle rear suspension, and a full LCD TFT dash. It also included an Ohlins electronic front steering damper, to prevent death wobbles due to the power the bike was outputting, nearly 200 HP.

In 2013, Tom Sykes won the World SBK Championship on a ZX-10R in race trim, with Stuart Easton winning the 2014 Macau Grand Prix, one of the “must-win” races if you want your stock to rise in superbike racing. In 2015, Jonathan Rea won the 2015 World SBK Championship on a ZX-10R race supersport and has gone on to win a grand total of 6 titles so far, all on a Kawasaki.

For a while before 2006, if you wanted to learn to ride a motorcycle and have a good first bike, you either started out on a very low displacement machine, or you leaped headfirst into the 600cc and up supersport segment. There was no real middle ground, except with some European motorcycles that, because of tariffs at the time, cost an arm and a leg. Suzuki noticed it first around the turn of the millennium, with Kawasaki paying attention as well.

Always at the forefront of technology and development, there had been rumblings for years that Kawasaki had a supersport in development that would rattle the market. In 2015, Kawasaki unveiled the new Ninja H2R, and it not only rattled the supersport world, it created an entirely new class of sportbikes now known as the hyper sport.

A track-only bike, it was a technical tour-de-force that made everyone, not just Kawasaki’s Japanese competitors, sit up and pay attention. Using the 998cc inline-four from a ZX-10R, engineers and designers then slapped on a high-speed supercharger that spins so fast that the tips of its impeller blades hit nearly 1.5 times the speed of sound. This compressed-air then passes through an intercooler mounted below the radiator, then gets fed into the engine, producing a nominal 320 HP.

The 2015 Ninja H2R was always meant to be a limited series, a “this is what we can do” demonstration to the world that Kawasaki was at the top of their game. However, so much interest was raised from the release, as well as the customer demand for a road-going version, that the H2 program was morphed into Kawasaki’s top-tier lineup of motorcycles. There is the hypersport H2, the naked Z-H2, and then there is the most popular of the bunch, the sport-touring H2 SX.

While it is by no means cheap, the H2 SX is the most realistic of the bikes to come from the H2 project. Kawasaki traction control, anti-wheelie, 6 axis ICU, cornering ABS, dual-zone linked ABS, mounting points for panniers, raised clip-ons for a comfortable riding position… the H2 SX has it all and more. Even better, once it’s at a highway cruise, it has an intelligent eco mode that turns it from a monster with infinite power into a quiet, comfortable, albeit slightly big sport-tourer that sips gas.

The first area is sales volume. Compare how many ZX-10R’s have moved from a showroom to the R1, the CBR1000RR, or the GSX-R1000R. It’s shocking, but the ZX-10R has outsold them all, even if you combine all three together for a given year. This falls mostly upon the fact that Kawasaki is still the price-to-performance leader from the Big Four, as well as that Kawasaki is dominant in World SBK. Racing tech trickles down to street-based supersports, and it shows with the tech that the ZX-10R packs.

The second area of importance that the ZX-10R fills is rideability. There is the thought amongst supersport riders that unless the bike is on a razor’s edge the whole time, it’s crap. Kawasaki thinks in the other direction. When it needs to be, it is a razor’s edge literbike, a canyon carving monster that screams over 13,000 RPM. But it also commutes comfortably, still has plenty of power down low, and doesn’t send as much force through the rider’s wrists as other supersports may. This is due to Kawasaki working hand in hand with Showa to make the front forks responsive and quick, but also soft enough to dampen out the bigger bumps.

But wait, there’s more! What I think is the most significant release for Kawasaki this year has to be the return of the KLR650. All-new, and looking like an absolute winner.

The Ninja H2-R is the exclamation point for the entire Kawasaki lineup. The world’s only limited production supercharged hypersport model represents the unbridled pinnacle of Kawasaki engineering, with astonishing acceleration and mind-bending top speed, only suitable for the track.

Featuring a 998cc inline four-cylinder engine, proprietary supercharger, lightweight trellis frame, compact superbike dimensions, carbon fiber aerodynamic devices, fully adjustable high-performance racing suspension and a rigid single-sided swingarm. This track-only motorcycle also features Kawasaki Launch Control Mode (KLCM), Brembo Stylema monobloc calipers, Öhlins rear shock, highly durable self-healing paint and sits at the head of the class in advanced electronics and technological development.

The 2022 H2 and H2 Carbon carry forward from2021 modelbasically unchanged. The order window is closed for these limited-run street versions of the H2 R. Packed with 228 HP from the supercharged 998cc engine, and every high tech goodie a flagship HyperSport bike should have, Kawasaki still keeps the weight low at 528lbs fully fueled.

New dedicated features like the Advanced Rider Assist System (ARAS) provide real-world benefits including Adaptive Cruise Control (ACC) and Blind Spot Detection (BSD). Integrated into the new 6.5″ TFT color instrumentation is Kawasaki’s SPIN infotainment system. Experience the exhilaration of the unique balanced supercharged engine for both long-distance touring and daily riding.

The Kawasaki Ninja® ZX™-10R supersport was all-new in 2021, and for 2022, it continues to set the bar high in the pinnacle of road racing around the globe with unmatched success on the racetrack, including carrying Kawasaki to seven FIM Superbike World Championships (WorldSBK) since 2013. ABS braking remains a $1000 option.

Unchanged from last year, the 2022 Ninja 1000SX continues to be a silky smooth, powerful sport machine. Loaded with comfort and technology, Kawasaki provides far more than one might expect for the dollars asked.

A fiercely authentic supernaked, the 2022 Kawasaki Z400 ABS exudes fresh street style and is immediately recognizable in a crowd with its compact chassis and aggressive styling. Comfortable, balanced, and capable, the Z400 ABS offers a visceral riding experience that’s sure to turn heads.

The 2022 Kawasaki Z650 is treated to a Special 50th Anniversary Edition. Unique to this Anniversary Edition is the Firecracker Red color & graphics, special textured seat leather, commemorative Z 50th emblem and logos, and a very special Z 50th Anniversary coffee table book.

The 2022 Z900 ABS contains a host of advanced features and epitomizes Kawasaki’s belief of what the ideal supernaked should be. At 948cc with an ultra-lightweight chassis, every ride is met with exceptional power, responsiveness, and excitement.

The 2022 Kawasaki Z900 is treated to a Special 50th Anniversary Edition. Unique to this Anniversary Edition is the Firecracker Red color & graphics, special textured seat leather, commemorative Z 50th emblem and logos, and a very special Z 50th Anniversary coffee table book.

The 2022 Kawasaki Z650RS is treated to a Special 50th Anniversary Edition. Unique to this Anniversary Edition is the Firecracker Red color & graphics, special textured seat leather, commemorative Z 50th emblem and logos, and a very special Z 50th Anniversary coffee table book.

Unchanged from last year, the Kawasaki Z900RS ABS motorcycle calls upon timeless design elements with minimal bodywork and no fairing for a pure retro-style look. For those seeking just a tad more flair, there is the Z900RS Cafe. Featuring a Café-racer style front cowl and vintage graphics.

The 2022 Z H2 features a 998cc liquid-cooled, in-line four-cylinder balanced supercharged engine, effortless dog-ring transmission, specifically designed lightweight trellis frame, IMU electronics package, high-performance Showa suspension components, Brembo® Monobloc brake calipers, Kawasaki Quick Shifter (KQS), Kawasaki Launch Control Mode (KLCM), Kawasaki Cornering Management Function (KCMF), Electronic Cruise Control, Integrated Riding Modes, Assist & Slipper Clutch, all-digital TFT Color instrumentation, Smartphone Connectivity via RIDEOLOGY THE APP, and all LED Lighting.

The 2022 Z H2 SE will once again come with Brembo® Stylema Monobloc brake calipers, a Brembo front brake master cylinder, and steel-braided lines, offering riders strong braking performance and enhanced control. It also adds the Kawasaki Electronic Control Suspension (KECS) with Skyhook EERA Technology which adapts to road and riding conditions in real-time.

A true throwback to its 1960’s predecessor, the famed Kawasaki W1, the 2022 W800 is not only rich in history and character but also packed with modern technology.

Powered by a clean running, air-cooled 773cc vertical twin-engine, the W800 has ABS brakes, Assist and Slipper Clutch, Kawasaki advanced analysis designed frame, and an LED headlamp.

The widely popular Versys® 650 and Versys® 650 LT return to Kawasaki’s lineup stronger than ever for 2022 with several upgrades including Kawasaki Traction Control (KTRC), new TFT Color Instrumentation with Smartphone Connectivity, sharper front cowl styling, LED headlight, and an adjustable windshield to ensure you enjoy every ride.

The 2022 Versys 1000 SE LT+ features a 1043cc in-line four-cylinder engine, upright riding position, Integrated Riding Modes, Kawasaki Quick Shifter (KQS), all-LED lighting including cornering lights, multi-function TFT color LCD screen, Smartphone Connectivity via RIDEOLOGY THE APP, Electronic Cruise Control and heated grips. For 2022, the Versys 1000 SE LT+ benefits from an update to its KECS (Kawasaki Electronic Control Suspension) to incorporate Showa’s Skyhook EERA (Electronically Equipped Ride Adjustment) technology.

Unchanged from 2021. The 2022 Vulcan 1700 Vaquero ABS features a 1,700cc liquid-cooled, fuel-injected, 52-degree V-twin engine, Electronic Cruise Control, Kawasaki Advanced Coactive Braking Technology (K-ACT II) ABS, stylish frame mounted fairing, AM/FM/WB audio system with SiriusXM radio compatibility, and sealed saddlebags.

Unchanged from 2021. The 2022 Vulcan Voyager ABS is the king of Kawasaki cruisers, featuring a 1,700cc liquid-cooled, fuel-injected, 52-degree V-twin engine, stylish frame-mounted fairing, intercom headset compatible audio system, and integrated luggage.

The KLX 230 dual-purpose motorcycle is built to take riders to new places. Taking cues from the KX line and Kawasaki’s racing heritage, this street-legal, dual-purpose motorcycle has been designed to enable riders to get out of town and enjoy the trails with confidence.

For 2022, Kawasaki welcomes the return of the widely popular and critically acclaimed all-new KLR®650 motorcycle to its lineup. The all-new 2022 KLR650 receives the addition of fuel injection to the 652cc single-cylinder engine offering increased reliability and fuel efficiency. A new multi-functional digital instrumentation panel with a fuel gauge is paired with a new fuel tank design with greater useable volume. Numerous parts have been updated for increased riding confidence when carrying luggage, reduced vibrations, and increased generator capacity, contributing to the improved performance and ride comfort.

While CFMoto has been working for many years with Kawasaki to create models with shared genetics, the 800 Adventura models mark its first physical manifestation of its joint venture with KTM to reach the states. Yet at the same time, the new bike doesn’t look much like a KTM at all. There’s the engine, of course, purposely handed off in 2021 just as KTM moved to the current 890cc mill for its North American Adventure series, and a familiar steel tube frame, though the Adventura does use a unique aluminum swing arm system.

Cruise control is also standard, as well as traction control and two electronic ride modes (Rain and Sport), which are switched via a 7-inch color TFT display. Both models also provide USB and 12V DC outlets and feature LED lighting and fog lights. The medium-height windscreens above the pinched beaks look to be the same size on both machines and a gnarled plastic hand knob suggests adjustability.

Tokyo, August 8, 2013 — Kawasaki Heavy Industries, Ltd. announced today that starting on August 18, 2013, it will launch the import and sales of its motorcycle products in China through Kawasaki Heavy Industries Management (Shanghai), Ltd., a local subsidiary.

China is the world"s largest market for motorcycles, and with the recent economic boom, the tastes and preferences of Chinese customers are becoming more diversified. This trend will likely lead to a growth in recreational riders, the segment targeted by Kawasaki.

Kawasaki will enter the Chinese market with a number of popular models, mainly in the middle- and large-size classes: the Ninja ZX-14R, a flagship model with outstanding sport riding performance, the Ninja 650 and ER-6n, middle-size sport models popular for their stylish looks, and the Ninja 250 and Z250, global strategy models with a quality and performance beyond their class.

Kawasaki will continue to provide products and services that further boost its brand appeal and bring greater satisfaction to customers around the world.

Since the Honda Grom was introduced in 2014 and became a runaway best-seller, the small-bore segment has expanded rapidly. These days, the Grom will set you back $3,499, the Kawasaki Z125 Pro goes for $3,399, and the Benelli TNT135 is $3,199. The Papio, which takes its name from the genus that includes baboons, slides in below the others at $2,999.

These are stylish, well-equipped bikes, with LED lighting and a 5.5-inch TFT display with Bluetooth that pairs to the CFMOTO Ride smartphone app, which provides vehicle info and navigation (the app is also compatible with the Papio, 650NK, 650 ADVentura, and 700CL-X Sport, but not the 700CL-X).

The 650NK, which weighs 454 lb, carries 4.5 gallons of fuel, and has a 30.7-inch seat height, is equipped with KYB suspension, with a non-adjustable fork and a preload-adjustable rear shock. The 650 ADVentura has an inverted fork with 12 clicks of rebound adjustment and a rear shock with adjustable preload and rebound (eight clicks). Both models have full LED lighting and a 5-inch TFT display.

CFMOTO’s 650 ADVentura has the Kawasaki Versys 650 LT in its crosshairs. Both are street-adventure bikes with 649cc parallel-Twins, upright seating positions, small upper fairings with height-adjustable windscreens, and removable hard saddlebags. There are some differences too – the Kawasaki has traction control but the CFMOTO doesn’t, for example, and the CFMOTO has a longer warranty – but they’re similar enough to be kissing cousins.

The biggest delta between the two is price. The Kawasaki’s MSRP is $9,999, but the CFMOTO’s is only $6,799. You can buy a lot of overpriced gas for $3,200.

BMW has updated its entire K 1600 lineup, which includes four models powered by a liquid-cooled, 1,649cc inline-Six. The engine is now Euro 5 compliant and still makes 160 peak horsepower, though it now arrives at 6,750 rpm, 1,000 rpm earlier than before. Peak torque has increased to 133 lb-ft, up from 129, at 5,250 rpm. All models get a new 6-axis IMU; engine drag torque control (MSR); BMW Motorrad Dynamic ESA (Electronic Suspension Adjustment) “Next Generation”; “welcome,” “good-bye”, and “follow me home” light functions; an updated cornering LED headlight; a 10.25-inch high-definition TFT color display with integrated map navigation (via the BMW Motorrad Connected app) and Bluetooth connectivity.

The 2022 Indian Chief Bobber Dark Horse gets the larger, more powerful Thunderstroke 116 V-Twin, the 4-inch display with Ride Command, and standard ABS. Sixteen-inch wheels have chrome spokes and gloss black rims, and nearly everything gets a menacing, blacked-out look. The Chief Bobber Dark Horse comes in Black Smoke, Titanium Smoke, and Sagebrush Smoke, and pricing starts at $18,999.

The up-spec 2022 Indian FTR S features a Bluetooth ready 4.3-inch Ride Command touchscreen display, giving riders access to three selectable ride modes and IMU-supported rider aides like cornering ABS, traction control, wheelie control, rear-wheel lift mitigation, and stability control. Standard equipment includes a fast-charging USB port, an Akrapovič slip-on exhaust, and fully adjustable Sachs suspension. It’s available in Maroon Metallic (above) and White Smoke, and pricing starts at $14,999.

For touring riders who want more power, safety, and sophistication, the 2022 Indian Super Chief Limited features a quick-release windscreen, saddlebags, a touring seat with passenger pad, floorboards, and traditional pullback handlebars like the base-model Super Chief. The Limited adds the Thunderstroke 116 V-twin, standard ABS, and a 4-inch round display with Bluetooth-connected Ride Command. Chrome finishes and rich metallic paint make the Super Chief Limited extra special. It comes in Black Metallic, BlueSlate Metallic, and Maroon Metallic, and pricing starts at $20,999.

As far as dual-sport motorcycles go, the Kawasaki KLR650 is the stuff of legend. We’re big fans of the KLR, and when it was dropped from Kawasaki’s lineup we wrote a heartfelt requiem for our old friend. After a brief retirement, the 2022 Kawasaki KLR650 returns with some major upgrades, including a fuel-injected (finally!) liquid-cooled 652cc Single that promises increased reliability and fuel efficiency and optional ABS.

Vertically challenged? The 2022 Kawasaki KLX230S dual-sport is based on the KLX230, but it drops the seat height from 35 to 32.7 inches.⁠⁠ It’s powered by an air-cooled 233cc Single with a 2-valve, SOHC valvetrain and EFI. The new KLX230S is available in Lime Green with an MSRP of $4,799, while the ABS is available in the Lime and in an Urban Olive Green/Ebony color option, with an MSRP of $5,099.

A popular middleweight sport-tourer since it was introduced in 2008, Kawasaki’s 649cc parallel-Twin-powered Versys 650 gets new traction control, refreshed styling with an adjustable windscreen and LED lighting, and a new TFT color display with Bluetooth connectivity. The 2022 Kawasaki Versys 650 is available in Metallic Spark Black/Metallic Flat Spark Black for $8,899 or Candy Lime Green/Metallic Flat Spark Black/Metallic Spark Black for $9,099. The 2022 Kawasaki Versys 650 LT with handguards and saddlebags is available in Metallic Spark Black/Metallic Flat Spark Black for $9,999.

Joining the larger Z900RS is the 2022 Kawasaki Z650RS ABS, a retro-styled middleweight with a liquid-cooled, 649cc parallel-Twin and chassis derived from the Z650 naked sportbike. Kawasaki says the engine produces 48.5 lb-ft of torque at 6,500 rpm. The tank, seat, round headlight, and bullet-shaped analog gauges say old-school, but the LED lighting and central multifunction LCD info panel are contemporary. It’s available in Candy Emerald Green with gold wheels (our favorite!) or Metallic Moondust Gray/Ebony with black wheels. MSRP is $8,999.

Like the retro-styled Z900RS SE (below), the new 2022 Kawasaki Z900 SE naked sportbike gets upgraded suspension and brakes compared to the standard Z900, with a fully adjustable inverted fork and Öhlins S46 rear shock, Brembo M4.32 radial monoblock front calipers, and a Nissin radial-pump master cylinder. MSRP is $10,699.

Kawasaki has announced a new “SE” version of its retro-styled Z900RS for 2022, which features upgraded suspension and brakes. Up front are new radial-mount monoblock Brembo M4.32 calipers and new settings for the fully adjustable inverted fork, which now sports gold legs. Out back is a new fully adjustable Öhlins S46 rear shock with a remote preload adjuster.

Also new on the 2022 Kawasaki Z900RS is a new “Yellow Ball” color scheme, with Metallic Diablo Black paint, yellow highlights on the teardrop tank and rear fender, and fetching gold wheels. MSRP is $13,449.

The street-oriented 2022 KTM 1290 Super Adventure S has been updated with even more tech, comfort, and performance for the open road. Its engine is lighter, its chassis has been updated, and it gets new WP APEX Semi-Active Technology (SAT) suspension. It also gets radar-assisted adaptive cruise control (ACC) and a new 7-inch TFT display. MSRP is $19,499.

The 2022 KTM RC 390 gets new engine mapping and a revised airbox that helps its liquid-cooled, DOHC, 4-valve, 373cc Single make more torque. New rider-assist electronics include cornering ABS with supermoto mode, cornering traction control, and an optional quickshifter. It’s ready for road or track with all-new GP-inspired bodywork, revisions to the chassis that save 13 pounds, updated WP Apex suspension, improved ergonomics, a larger fuel tank, and a TFT color display. MSRP is $5,799.

“The 2022 CFMoto UForce 1000 is the brand’s halo work side-by-side with its powerful engine, big cargo capacity, and impressive towing capabilities. Standard features include a TFT dash, and the rig looks distinctly upmarket, especially for the price point. If you want to look like you’re driving a Polaris without spending Polaris coin, here is your rig.”—UTV Driver

Initially launched in the European market, this bike has been pegged at €5,995, or the equivalent of $7,205 USD—a rather premium price tag, considering the stiff competition from Japanese and European manufacturers. This tidy sum gets you premium features consisting of inverted forks, a full-color TFT screen, and ABS-equipped Nissin brakes.

The Kawasaki Ninja 1000 SX (sold in some markets as the Ninja 1000, Z1000S or Z1000SX)Ninja series from the Japanese manufacturer Kawasaki sold since 2011. Other than its name, it is unrelated to the Ninja 1000R produced from 1986–89, or to other Ninja motorcycles.

Kawasaki has positioned the bike as a "sport bike for the real world."homologated for racing purposes, the designers were free to make compromises for street performance.sport bike, and its performance characteristics remain on the sport end of the spectrum, placing its sports-touring type more in competition with bikes like the Honda VFR1200F or Triumph Sprint GT as opposed to the Kawasaki"s Concours or Yamaha FJR1300.

The updated 2017 bike received a wider front fairing and a taller wind screen, also the addition of a brighter LED headlight replacing the previous halogen light. New high level electronics include the addition of a six-axis IMU that works with ABS and traction control - all of which is now referred to as Kawasaki"s KTRC and KCMF (Kawasaki Cornering Management Function). ABS now comes as standard. The new addition results in a new claimed wet weight of 518 lb (235 kg).Euro 4 rules, furnished with new styling and capable of competing with Suzuki GSX-S1000F, KTM 1290 Super Duke GT, MV Agusta Turismo Veloce and the Ducati SuperSport of 2017, the bike will contribute to the regained strength of the sports-touring class.

Vielhaber, Martin (October 25, 2016), "Kawasaki Z1000SX Test 2017 mit Bildergalerie und Video!", 1000ps.at (in German), retrieved October 29, 2016, das Kürzel SX im Namen steht ja auch für ′Sports Crossover′

Bayly, Neale (January 12, 2011), "BIKES: 2011 Kawasaki Ninja 1000", NASCAR.SpeedTV.com, archived from the original on March 17, 2012, retrieved 2011-02-08