kawasaki tft display 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.

has a long experience in the market of displays for over more than three decades. The displays include products based on passive, TFT- and LTPS-technology, as well as colour filters and backlights. New display lines are utilizing AM-OLED technology.

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.

Around the world, many motorcycle lovers like the Kawasaki Ninja 650 sportbike. Not only does it resemble its race-oriented brother, the ZX-6R, in appearance, but it is also far more manageable and easier to ride on a regular basis. Now, there"s no questioning the Ninja 650"s status as one of the world"s most well-liked middleweight sportbikes. But how wonderful is this bike precisely, and what makes it so unique? Continue reading to see why the Kawasaki Ninja 650 could be one of the best bang for your buck middleweight sportbikes available right now.

The Kawasaki Ninja 650 appears intimidating at first glance. Indeed, it is a stunning sportbike thanks to its full fairing, aggressively carved bodywork, and of course, eye-catching hues. Kawasaki, however, has done a fantastic job of hiding the reality that, underneath the bike"s aggressive look, is a comfortable practical motorbike that may very well be your everyday commuter.

The Kawasaki Ninja 650 offers more upright riding ergonomics due to its slightly elevated clip-on handlebars and significantly less aggressive rear-set foot pegs, as can be seen upon closer inspection. Additionally, the Ninja 650 comes equipped with a comfortable seat and a roomy pillion seat. Nevertheless, the Ninja 650 is just as comfortable racking up miles on the highway as it is taking on the twisties or tearing around the track.

The extras go beyond just the surface, though; Kawasaki equipped the Ninja 650 with their bulletproof 649cc parallel-twin engine. This engine, which has been operating for about two decades, has shown its dependability and overall performance across several platforms. In actuality, the Z650 naked bike, Versys 650 adventure bike, and Vulcan S cruiser all have the same engine.

The cost of the Kawasaki Ninja 650 is a fair P433,500. The Ninja 650 excels in comparison to the competition while being priced right in the middle of the 650-class. The Suzuki SV650, which costs P399,000, comes with a powerful 90-degree V-twin engine but lacks all the technological advancements seen in the Ninja 650. On the other hand, the Yamaha MT-07 costs P459,000 but offers a definite performance edge over the Ninja 650. That said, the Ninja 650 receives a sophisticated full-color TFT display and smartphone Bluetooth connectivity—features which no other bike in the 650 class presently has on offer.

Sure, the Kawasaki Ninja 650 technically is a sportbike, owing to its full fairing and race-inspired aesthetics. However, underneath the plastics, the Ninja is surprisingly practical and could very well be ridden on a daily basis. In fact, I’d even go as far as to say that the Ninja 650 could very well be your only motorcycle, and you’d get by perfectly fine—be it on the street, track, or the daily commute. A lot of motorcycle enthusiasts choose the Ninja 650 as their weapon of choice precisely for this reason. It has tons of aftermarket support, meaning you could deck it out with accessories that’ll make it a competent daily commuter, potent track weapon, or comfortable sport-tourer.

In recent time, China domestic companies like BOE have overtaken LCD manufacturers from Korea and Japan. For the first three quarters of 2020, China LCD companies shipped 97.01 million square meters TFT LCD. And China"s LCD display manufacturers expect to grab 70% global LCD panel shipments very soon.

BOE started LCD manufacturing in 1994, and has grown into the largest LCD manufacturers in the world. Who has the 1st generation 10.5 TFT LCD production line. BOE"s LCD products are widely used in areas like TV, monitor, mobile phone, laptop computer etc.

TianMa Microelectronics is a professional LCD and LCM manufacturer. The company owns generation 4.5 TFT LCD production lines, mainly focuses on making medium to small size LCD product. TianMa works on consult, design and manufacturing of LCD display. Its LCDs are used in medical, instrument, telecommunication and auto industries.

TCL CSOT (TCL China Star Optoelectronics Technology Co., Ltd), established in November, 2009. TCL has six LCD panel production lines commissioned, providing panels and modules for TV and mobile products. The products range from large, small & medium display panel and touch modules.

Everdisplay Optronics (Shanghai) Co.,Ltd.(EDO) is a company dedicated to production of small-to-medium AMOLED display and research of next generation technology. The company currently has generation 4.5 OLED line.

Established in 1996, Topway is a high-tech enterprise specializing in the design and manufacturing of industrial LCD module. Topway"s TFT LCD displays are known worldwide for their flexible use, reliable quality and reliable support. More than 20 years expertise coupled with longevity of LCD modules make Topway a trustworthy partner for decades. CMRC (market research institution belonged to Statistics China before) named Topway one of the top 10 LCD manufactures in China.

Founded in 2006, K&D Technology makes TFT-LCM, touch screen, finger print recognition and backlight. Its products are used in smart phone, tablet computer, laptop computer and so on.

The Company engages in the R&D, manufacturing, and sale of LCD panels. It offers LCD panels for notebook computers, desktop computer monitors, LCD TV sets, vehicle-mounted IPC, consumer electronics products, mobile devices, tablet PCs, desktop PCs, and industrial displays.

Founded in 2008，Yunnan OLiGHTEK Opto-Electronic Technology Co.,Ltd. dedicated themselves to developing high definition AMOLED (Active Matrix-Organic Light Emitting Diode) technology and micro-displays.

Nearly intact are the shapes, which are extremely athletic and muscular, as well as the silhouette, which is distinctly unique and futuristic. Instead, the headlights are altered, becoming generally less angular and somewhat less round than those shown in the EICMA prototype. A stylish color TFT display has also been installed, and several warning lights, including the customary ones for gasoline, temperature, time, and gear, are scattered around it on the dashboard. The prudciton model also seems to include a tire pressure monitoring system.

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 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

Cast wheels are shod with high-performance sport- or sport-touring tires in the same sizes, and both shed velocity with triple disc brakes that include radial-mount opposed 4-piston calipers up front and ABS. LED headlights and taillights are standard, and front and center is a large, bright 6.5-inch TFT display with a wealth of ride and vehicle information accessible via the Multi-Controller wheel and menu button on the left bar.

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.

Sitting indiscriminately beneath the angled styling is the 1,043cc, liquid-cooled, 16v, inline-four. And it’s a beauty! Having been around for some time now, Kawasaki has fettled and finessed it into what it is today.

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.

Admittedly, the quick shifter isn’t as refined as the rest of the bike – but it’s pretty damn close to being perfect. And let’s not forget that Kawasaki has been refining this bike since 2011, whilst the quick shifter only came around in 2020.

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.

I’m not too sure what Kawasaki quote as the mpg (I tend to ignore manufacturer claims on just about anything), nor have I read what other owners are getting to the gallon.

It works, but it’s not ideal. And considering this bike is a sports TOURER, I feel Kawasaki should make the effort to incorporate a centre stand into the frame for chain and bike maintenance.