ninja 650 tft display made in china

Kove Moto (formerly called Colove) is a Chinese motorcycle brand with sights on the European market. The company made an appearance at this year’s EICMA, and it fired warning shots at the market leaders with its on-display motorcycles. The protagonist was the Kove 400RR sportbike which, with its inline-four heart, is easily the most powerful 400cc motorcycle out there. Not to mention, it takes us back to the pre-emission norm days when small, race-derived four-cylinder motorcycles - like the 1989 Honda CBR250 RR - were all the riot.

The key talking point is Kove’s impressive engine. It is a 399cc, four-cylinder unit with an extraordinary 13:1 compression ratio – which is even higher than the Suzuki Hayabusa’s engine. As a result, the 400RR churns out 68 horsepower, more than the Kawasaki Ninja 650, let alone the Ninja 400. What makes matters even more impressive is the claimed 152kg (335 pounds) weight, and the stonking claimed top speed of 220kmph (136mph)!

The Kove 400RR looks distinctive, especially for a 400cc offering. It has an aggressive fascia with four projectors flanked by aerodynamic winglets and edgy bodywork. The rear end, meanwhile, looks inspired by the Ducati Panigale V4, but it’s not a blatant copy, at least. It’ll be interesting to see how good this looks in the flesh, as pictures usually don’t tell the full story. Design aside, in typical Chinese fashion, the 400RR is loaded with features. We’re talking a sizable TFT instrument cluster, smartphone connectivity, USB type-C port, and electronic rider aids, all available as standard.

The 2021 Kawasaki Ninja 650 brings sharp styling and a more upright riding position to the Ninja family. Using the 649cc parallel-twin engine, shared in a few places across the 2021 Kawasaki lineup, in the Ninja 650 it is tuned to kick out 67hp.

Like all of Kawasaki’s Japanese-made Ninja family, the Ninja 650 has the same distinctive lines through the fairing, windscreen, and headlight assembly that are instantly recognizable. Kawasaki Motorcycles has aimed this bike to be a rewarding street machine. From the front forks, brakes, frame construction, and tire choice the Ninja 650 has been dialed in to reward your daily commutes.

As expected features such as ABS are standard, including a slipper clutch is a nice bonus. Excellent tech features are included and easily accessed through the TFT display. Your smartphone can Bluetooth connect and make use of the Kawasaki Rideology app.

Kawasaki has updated its Ninja 650 for 2020 with a new family face and an up-to-the-minute instrument panel to make the bargain middleweight more convincing than ever.

The new look is clearly in line with the style that was first established by the Ninja H2 and since spread to the Ninja 400. The main changes are at the front where the headlights are new LED units with a reverse slant so they’re under the point of the nose rather than above it. It’s a look that, in some ways, harks back to the 2003-2004 ZX-6R – a styling high point for Kawasaki that the firm has rarely revisited.

The instruments are the main technical change, with a new 10.9cm TFT colour display that not only includes all the usual displays as well as a shift light and gear position display but also adds Bluetooth connectivity for your smartphone. Via Kawasaki’s own Rideology app, you get access to sat nav and notifications, powered by the CPU of your phone.

The Kawasaki Ninja 650, one of Kawasaki’s most popular performance bikes in India, is going to have a new look for next year. Kawasaki has comprehensively reworked the motorcycle, bringing it up to date and also giving it a fresh appearance.

To start off with, the fairing has been redesigned and now also houses twin LED headlights and a narrower, taller screen. The styling of the new bike is in sync with the current design language, which started with the Ninja 400, for most of Kawasaki’s fully-faired bikes. Behind this screen is an all-new 4.3-inch colour TFT display that also offers Bluetooth connectivity via Kawasaki’s Rideology app. Riders can log their rides, monitor the status of the vehicle, receive notifications and change the display settings using this app.

Moving further back, the rider’s seat gets a slightly taller ‘backrest’ portion, and pillion comfort has been improved with a thicker and wider seat. Another area that has been updated is tyres, with the new Ninja 650 using Dunlop Sportmax Roadsport 2 compared to the Dunlop Sportmax D214 tyres on the older bike. Tyre sizes remain identical with a 120/70-ZR17 front and 160/60-ZR-17 rear.

Geometry and cycle parts also remain the same, meaning a 41mm conventional telescopic fork and preload-adjustable monoshock, with 300mm twin discs up front accompanied by a 220mm disc at the rear. Though ABS is optional abroad, the Ninja is sold in India with dual-channel ABS as standard. The current bike has a kerb weight of 193kgs and a seat height of 790mm, and these figures remain unchanged on the updated version too. This makes the Ninja a manageable and comfortable motorcycle to ride.

In addition to an updated bike, Kawasaki has also revealed a list of new accessories that will be made available for the Ninja 650. These include a taller screen, protection for the TFT display, a taller seat, tank pads, luggage and a DC charging port.

Despite all these additions, the price of the Ninja has remained the same overseas, with the standard variant starting at $7399 (Rs 5.25 lakh) and going up to $7999 (Rs 5.67 lakh) for the KRT Edition with ABS. It remains to be seen if the same trend will apply in India as well. Currently, the standard variant of the Ninja 650 retails for Rs 5.89 lakh while the KRT edition is priced at Rs 5.99 lakh (ex-showroom India).Renew Kawasaki Ninja 650 Bike Insurance - Save Upto 75%* with Best Insurance Plans - (InsuranceDekho.com)

CFMOTO has sold the 650NK (the naked bike) since 2012, and revamped it significantly in 2017, along with releasing the 650GT (a sports tourer) and 650MT (an adventure tourer).

The 650 class of motorcycles are all powered by a 649cc liquid-cooled eight-valve parallel twin. The engines have a bore and stroke of 83.0 x 60.0 mm, and a compression ratio of 11.3:1.

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.

The 650 class of motorcycles make around 52 kW (70 hp) at 8750 rpm, which is lively without being aggressively sporty. They’re also sold in a learner restricted version, which makes around 41 kW (55hp), for compliance in markets like Australia and New Zealand that have power restrictions as well as capacity restrictions.

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.

CFMoto was founded in 1989 by then 24-year old entrepreneur Lai Guogui. In 2007 it opened its present 150,000m² plant in Hangzhou, 200km/125mi SW of Shanghai, whose 1,500-strong workforce - 240 of whom are qualified engineers directly involved with R&D – is steadily ramping up production not only of bikes and scooters, but especially ATVs, in which CFMoto is a global market leader [see Company Profile]. In 2009 the company began development entirely in house of its own liquid-cooled dohc 650cc parallel-twin engine as a platform for a range of different middleweight models. The 650NK Naked version was the first of these to be launched in China in 2011, reaching export markets one year later. The 650TK bagger Tourer came next, with export sales commencing in 2014, and 2017 saw the 650MT adventure tourer sold worldwide. Now it’s the turn of the 650GT, which uses the same tubular steel diamond frame as the other two models, with the same 650cc parallel-twin engine employed as a fully-stressed chassis component.

At the EICMA Milan Show last November, CFMoto introduced this latest model in its growing lineup of midsized motorcycles as a direct replacement for the 650TK, whose trunk space was part of the bodywork rather than conveniently detachable, so incapable of being taken indoors for an overnight stay. CFMoto has responded to customer feedback by launching this sports touring version of its successful 650MT adventure tourer, now with separate Spanish-made SHAD luggage, a full fairing like the TK but with an adjustable screen, plus a much lower two-piece seat than the 650MT (now 795mm high rather than 840mm), and reduced suspension travel. The GT’s 43mm Yuan conventional telescopic fork shared with the 650NK naked bike (rather than upside down, as on the MT) that’s adjustable for compression damping now delivers 125mm of front wheel travel (versus 140mm), with 130mm at the rear (was 145mm) via the Yuan cantilever monoshock adjustable for spring preload and rebound damping. Metzeler RoadTec 01 tyres are carried on the 17-inch cast aluminium wheels, with a 160/60ZR17 rear that encourages deft handling coupled with good grip. LED headlamps are now fitted to the more protective full fairing now fitted versus the 650MT’s more vestigial design, each bike’s styling the work of Kiska Design in Austria, as well as LED turn indicators and tail lamp, plus it has a 5-inch TFT dash with two screens each with a different night setting, one each for two of the three riding modes available, Sport and Touring (choose which one you want for the Rain mode).

As with the 650MT I rode a couple of years ago, the chance to be the first journalist to ride the new model came by visiting CFMoto’s Australian importers, Melbourne-based Mojo Motorcycles, to sample one of the first bikes off the assembly line that had been sent Down Under for ADR homologation. Australia is a key export market for CFMoto, which coupled with its geographical proximity, is the reason that Mojo gets first dibs on new models from China’s finest. After being downright impressed with the overall performance and especially value for money delivered by its 650NK Naked sister bike when I first rode it back in 2012, and having visited CFMoto’s Hangzhou factory to see for myself the significant level of quality control imposed at each stage of its production cycle, I was looking forward to finding out how much its twin-cylinder platform had continued to progress.

The 650MT was the first CFMoto product to be Euro 4 compliant, so the 650GT follows in its tyre tracks by including twin-channel Continental ABS as standard, while once again being as affordably priced as its sister model. With deliveries scheduled to commence later this year, Mojo is targeting selling the model Down Under for AUD 8,490 on a ride away basis, including 10% local sales tax, dealer pre-delivery charges, stamp duty and 12 months registration, as well as a two-year unlimited mileage warranty – albeit excluding the pair of 32-litre SHAD panniers fitted to the test bike, costing an extra AUD 650 for the two. That’s only a little more than the 650MT priced at AUD 7,990 with its less protective bodywork, and stacks up well against the Kawasaki Ninja 650 that’s its obvious competitor retailing in Oz for AUD 9,999, without luggage, and with delivery charges, registration etc. still to be paid – figure an extra $1,000 on top of the sales price. That’s a chunky savings of up to 30% for the Chinese model. But does the 650GT only give you what you’ve paid for, with corner-cutting compromises in quality and performance?

And that’s what the Kawasaki Ninja 1000SX is. It’s a supremely capable machine, confident in its abilities. It doesn’t need to show off or compete for attention at the biker cafes.

Look, I know the Ninja 1000SX isn’t the fastest bike in the world. But with a 0-60 time of 2.9 seconds and a top speed of 152 mph, it ain’t no slouch!

The delivery of the 140 horses from the 1,043cc engine is exquisite. And unless you’re a supremely experienced rider with lots of time spent on tracks, the power of the Ninja 1000SX will never get tiring.

As many other reviews have stated, the Kawasaki quick shifter on the Ninja 1000SX can be a bit clunky. And to get the best from it, you have to get used to it and fathom out where it works best and where you’re better off using the clutch.

I don’t doubt that Kawasaki will refine the quick shifter on future generations of the Ninja 1000SX – and I’m positive it will be a major plus point of the bike.

It wouldn’t be a fair review if just spouted off about all the good bits. So I wanted to include a few things that I don’t like about the Ninja 1000SX.

As for its styling, the SR Max250 boasts maxi-scooter proportions, and features a sporty fairing with angular styling on the front and side panels. The scooter gets a large windscreen, as well as a spacious saddle that’s more than capable of comfy seating for two. Tech features consist of a full-color, seven-inch TFT display, two riding modes consisting of Eco and Sport, and a rudimentary traction control system. The scooter comes to a stop thanks to ABS-equipped front and rear disc brakes, while a telescopic front fork and twin gas-charged shocks at the back handle suspension duties.

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.

Moving up from the 300s to the 2022 CFMOTO 650NK gains 357cc and an extra cylinder. It’s liquid-cooled, DOHC, 8-valve 649cc parallel-Twin churns out 60 hp at 8,750 rpm and 41.3 lb-ft of torque at 7,000 rpm, and it’s equipped with a 6-speed transmission is equipped with a slip/assist clutch, triple-disc brakes made by J. Juan, standard ABS, and Pirelli Angel GT sport-touring tires. It’s available in Nebula White or Nebula Black for $6,499.

Like the 650NK, the 2022 CFMOTO 650 ADVentura is powered by a liquid-cooled, DOHC, 8-valve 649cc parallel-Twin that makes a claimed 60 hp at 8,750 rpm and 41.3 lb-ft of torque at 7,000 rpm, and it’s equipped with a 6-speed transmission is equipped with a slip/assist clutch, triple-disc brakes made by J. Juan, standard ABS, and Pirelli Angel GT sport-touring tires. The adventure-style streetbike has an adjustable windscreen with side deflectors and standard hard-shell saddlebags. It’s available in Athens Blue or Nebula White for $6,799.

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.

KLR650 Adventure (Non-ABS MSRP: $7,699, ABS MSRP: $7,999; Cypher Camo Gray; equipped with factory-installed side cases, LED auxiliary light set, engine guards, tank pad, 12V power outlet and USB socket)

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.

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.

In November 1901, Royal Enfield launched its first motorcycle at the Stanley Cycle Show in London, kickstarting the journey of what would become the oldest motorcycle brand in continuous production. It is marking the milestone with Royal Enfield 120th Anniversary Edition Twins, special-edition versions of the INT 650 and Continental GT 650. A limited run of only 480 units worldwide – 120 in each of its four regions, split equally among INT 650 and Continental GT 650 models – will be built, and they will be available in early 2022.

Initially released as the KLR600 in 1984 and upgraded to a 650 in 1987, it came equipped with Kawasaki’s innovative water-cooled DOHC, four-valve engine, a five-speed transmission, and a modern front disc brake. Combined with its dirt-bike geometry, the KLR650 had the power to cruise paved roads at mile-munching speeds and the ground-clearance to continue relentlessly when the paving ended. It was also affordable, proved to be reliable, and is deserving of its place in the annals of two-wheeled wanderlust.

When Kawasaki announced the return of the KLR650 for 2022, the forums erupted with breathless speculation, rife with pundits predicting such horrors as EFI, sensor-driven electronics, and the inevitable hike in price. I spent two days riding the new model through the mountains of New Mexico before loading it up with gear and riding back to Los Angeles, through Arizona, camping on the pine-strewn bluffs of the Coconino National Forest.

Another victim of tightening emissions regulations, the curtain dropped on the original KLR650 and its carburetor in 2018. Despite receiving only one major update in over four decades of production, its many fans and the motorcycle press lamented the loss of a dual-sport legend. In the current era of fly-by-wire electronic wizardry, the KLR had become something of a dinosaur but, to its legions of supporters, its simplicity and ease of repair in the field were its greatest attributes. A trait noted by the U.S. Marine Corps, which has a fleet modified to run on diesel.

Concerns that the heir to the revered KLR650 moniker would be unworthy and overly complex proved overblown. Kawasaki has hardly changed a thing. Yes, the old Keihin carburetor is gone and good riddance. Thanks to the new EFI, a reliable thump follows every push of the starter button, regardless of weather or altitude, and coupled with an advanced fuel atomizer, improves efficiency, meeting the latest regulatory requirements. Nonetheless, the KLR remains a simple machine, with no fly-by-wire, TFT screen, or IMU sensors to malfunction, and the base model is still well under $7,000.

Kawasaki hasn"t squandered the opportunity to make some significant tweaks and the new KLR650 benefits from several enhancements which should appeal to a new generation of riders. Kawasaki has increased torsional rigidity by making the subframe an integrated member of the mainframe, and the addition of a slightly longer swingarm adds stability and a higher load rating. Further accommodated with strengthened loadbearing points, both front- and rear-wheel axle diameters have increased, now 2mm and 3mm thicker, respectively. The rear swingarm pivot has also received a 2mm upgrade promising sustained durability under increased loads.

The new model is slightly (28 pounds) heavier, and the front suspension is optimized to accommodate the change. A new rear monoshock is now adjustable for preload and rebound, a welcome addition to a bike already popular among globetrotters. I loaded over 70 pounds of camping gear and kit on the KLR650 Adventure before riding back to Los Angeles. With a click of preload and a full turn of rebound, the resulting handling was comfortingly similar in feel to the unloaded bike.

A new, sealed, low-maintenance battery is smaller and lighter, complementing the new 26-amp generator for powering USB and 12-Volt charging ports and a new line of accessories, mountable on a handy half-inch bar fitted above the dash. The updated, backlit LCD is easy to read and displays such basics as a digital speedometer, odometer, dual trip meters, and finally, the KLR has a proper fuel gauge.

The 2022 KLR650 is still a single-cylinder middleweight, tuned for torque. On the highway, comfortable cruising is limited to around 70 mph, but by the time I reached 60, my left foot was searching for a sixth gear. Kawasaki has made an effective job of balancing the old thumper, and the lack of engine vibration is surprising for a single. On the back roads, I get a chance to throw the KLR into some corners. At slower speeds, the 21-inch front wheel and tall stance result in a bit of flop, but front-end run-out is minimal, and mid-corner acceleration feels composed.

The dual-sport market is awash with powerful, multi-cylinder, technically-advanced motorcycles, many of them supremely capable, stunningly beautiful, and stars on our wish lists, but even the middleweight examples are all well over $10,000. Whether your destination is the corner-shop or the very ends-of-the-earth, there is a strong argument in favor of taking the simplest thing that will get you there and back, and as much as we love bikes like the BMW R 1200 GS, for the same price you can buy a KLR, all the gear you need, and still have money left over for your trip. The new Kawasaki KLR650 is not perfect, and that’s just fine with us.

The biggest news is of course the new 4.3-inch TFT screen. But it is not just a pretty screen as it includes features that could be found on bigger (read: more expensive) bikes. There is the auto contrast feature; Bluetooth connectivity for music and phone calls; GPS navigation via connection to a phone app; and thankfully a gear position indicator.