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BIKELAND > FORUMS > ZX12R ZONE.com > Thread: 2015 Kawasaki H2 Finally Unveiled - Including Specs and Price NEW TOPIC NEW POLL POST REPLY
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posted November 04, 2014 04:20 AM        Edited By: frEEk on 4 Nov 2014 19:24
2015 Kawasaki H2 Finally Unveiled - Including Specs and Price


It has been a long time coming, but we finally have official word on all the details we wanted to know about the roadgoing edition of the much hyped 2015 Kawasaki H2. Well, almost everything. The rather big question of power is still unanswered. The good news: $25g MSRP is much lower than anticipated. The bad news: not particularly light at 525lbs curb weight.

Scroll down for lots of photos.


Kawasaki says:

The launching point for the development of the Ninja H2™ motorcycle was a strong desire to offer riders something they had never experienced before. Convinced that an extraordinary riding experience would not be found by merely building on the performance of existing models, the design team committed to developing the “ultimate motorcycle” from a clean slate.
The bike needed to deliver intense acceleration and ultra-high top speed, coupled with supersport-level circuit performance. To realize this goal, help was enlisted from other companies within the Kawasaki Heavy Industries, Ltd (KHI) group, precipitating an unprecedented level of collaboration.
Ninja H2 development pursued two paths. The first was the Ninja H2™R, which is a closed-course model that allowed the unadulterated pursuit of performance without the limitations of street homologation. This motorcycle is followed by the Ninja H2 street model, which is based closely on the H2R but meets all market regulations. The results are incredible, with both models offering a sensory experience surpassing anything else that riders can find today.
A supercharged engine closely based on the same powerplant as the Ninja H2R powers the Ninja H2. High output notwithstanding, the compact design is on par with power units found in supersport liter-class models. The key to achieving this incredible performance lies in the supercharger – a motorcycle-specific unit designed completely in-house with technology from the Gas Turbine & Machinery Company, Aerospace Company and Corporate Technology Division.

HIGHLIGHTS OF THE 2015 KAWASAKI NINJA H2™:
Street model based on closed-circuit Ninja H2R
998cc four-cylinder engine fitted with Kawasaki supercharger for intense acceleration
Supercharger uses planetary gears, spins at up to 130,000rpm and develops up to 20.5psi boost pressure
Dog-ring transmission allows fast shifting and works with standard quick shifter
Bodywork developed with Kawasaki Aerospace Company to generate downforce
Kawasaki River Mark used to indicate combined Kawasaki Group technology
Trellis frame used for first time to provide strength, controlled flex and air circulation
Single-sided swingarm used for first time, mounted to engine as a stressed member
KYB® AOS-II Air-Oil Separate cartridge fork, adjustable KYB rear shock
330mm front discs with four-piston Brembo® calipers
Multi-mode traction control, launch control, engine braking control, ABS and a quick shifter

KHI Group’s technology was not limited to the supercharger. Advanced technological know-how shared from other Group companies is found throughout the innovative engine and chassis design. For example, the aerodynamic mirror mounts were designed with assistance from Kawasaki’s Aerospace Company to add stability for high-speed riding. This highlights the collaboration, and the level of technology poured into the model was the reason the Kawasaki River Mark* is prominently displayed on the upper cowl.
When it came time to name this model, “Ninja®” was an obvious choice because it is synonymous with Kawasaki performance, and is shared by legendary models over the years. It is also named for another iconic model: the “H2” (also known as the 750SS Mach IV in some markets), which was powered by a two-stroke 748cc triple and boasted the sort of intense acceleration that made it a worldwide sensation. For a motorcycle that delivers supersport-level handling coupled with the kind of acceleration no rider has experienced before, Ninja H2 was the perfect name. And so Kawasaki is again ready to unleash a new sensation upon the world.

*The Kawasaki River Mark is a long-time symbol of KHI dating back to the 1870s. As a policy, its use on products is limited to models with historical significance. But permission was granted for the Ninja H2 to use this special symbol.

THE QUEST FOR POWER
In order to offer intense acceleration, it was essential that the engine was able to produce big power. While a large-displacement engine could easily provide high output, the engineers preferred it to be compact to help ensure a lightweight, compact motorcycle.
Using a supercharged engine enabled these engine design requirements to be met. Aside from minor differences in the engine, as well as an intake and exhaust system tailored for street use to meet noise and emissions standards, the supercharged engine is essentially the same as the closed-course Ninja H2R. It delivers intense acceleration unlike anything you can experience on a naturally aspirated bike. Designed in-house, the immense potential of the compact, highly efficient engine is a testament to the technology possessed by the KHI Group.

SUPERCHARGED 998cc IN-LINE FOUR

KHI-DESIGNED SUPERCHARGER
The supercharger used by the Ninja H2 was designed by Kawasaki motorcycle engineers with assistance from other companies within the KHI Group, namely the Gas Turbine & Machinery Company, Aerospace Company, and Corporate Technology Division. Designing the supercharger completely in-house allowed it to be developed to perfectly match the engine characteristics of the Ninja H2. The highly efficient, motorcycle-specific supercharger was the key to achieving the maximum power and intense acceleration the engineers wanted.
One of the greatest benefits of designing the supercharger in-house and tailoring its design to match the character of the Ninja H2 engine was that engineers were able to achieve high-efficiency over a wide range of conditions – something that would not have been possible by simply using an aftermarket automotive supercharger.
The supercharger’s high efficiency and minimal heat gain meant an intercooler was unnecessary, allowing savings in both weight and space.
The supercharger is a centrifugal-type unit – ideal for high-RPM performance – with a cast aluminium housing.
The unit is located centrally, behind the cylinder bank, in the best position to evenly distribute compressed air to all four cylinders.
The supercharger uses engine oil for lubrication. By not requiring an independent oil source, it contributed to the compact, lightweight design.
The supercharger is driven by a planetary gear train, which runs off the crankshaft. Designing the gear train using technology from Kawasaki’s Aerospace Company resulted in a compact unit with minimal power loss.
The importance of high efficiency in a supercharger is so that, as air is compressed, power-robbing heat gain is minimal. And while many superchargers are able to offer high-efficiency operation in a limited range of conditions, the KHI-designed supercharger for the Ninja H2 offers high efficiency over a wide range of pressure ratios and flow rates – so it is over a wide range of engine- and vehicle speeds. This wide range of efficient operation (similar to having a wide powerband) translates into strong acceleration.
The gear train increases the impeller speed up to 9.2x the crank speed (1.15x step gear with an 8x planetary gear). This means at a maximum engine speed of approximately 14,000rpm, the impeller shaft is spinning at almost 130,000rpm.
The impeller is formed from a forged aluminium block using a 5-axis CNC machine to help ensure precision and durability. The 69mm impeller features six blades at the tip, expanding to 12 blades at the base. Grooves etched into the blade surfaces help direct the airflow.
The impeller’s pumping capacity is more than 200 liters/second (measured at atmospheric pressure), with intake air reaching speeds of up to 100m/s. After passing through the supercharger, air pressure is increased to as much as 2.4x atmospheric pressure (35psi).

POWER UNIT DESIGNED FROM THE CLOSED-COURSE NINJA H2R
Despite its familiar in-line four configuration, the Ninja H2 engine is loaded with technology developed specifically for this supercharged engine: some new, others with know-how from the Kawasaki Group.
Every component of the engine was chosen to achieve a certain function. In order to accommodate the higher air pressure from the supercharger, as well as to help ensure reliability of the closed-course Ninja H2R, the entire engine was designed to be able to handle stresses 1.5-2x greater than a naturally aspirated liter-class engine. In fact, aside from its camshafts, head gaskets and clutch, the engine is the same as the unit found in the Ninja H2R.
The combustion chamber design is complemented by flat piston crowns. The shape, inspired by the pistons used in the Green® Gas Engine developed by Kawasaki’s Gas Turbine & Machinery Company, also contributes to the engine’s anti-knock performance.
While the intake valves are stainless steel, the exhaust valves needed to be able to withstand the supercharged engine’s high-temperature exhaust gases. So the exhaust valves are formed from two materials that are friction-welded at the center: Inconel – an extremely heat-resistant alloy ­– is used for the valve head and lower half of the stem; while heat-resistant steel is used for the upper half. The stems are tapered, varying in diameter from 4.5-5mm.
A dummy head is used during the cylinder honing process. The more precise circular and cylindrical shape that results allows the use of low-tension piston rings, which help reduce mechanical loss.
The pistons are cast, since they offer better strength than forged pistons under the very high temperatures generated by the high-performance supercharged engine. A unique casting process (similar to forging) sees unnecessary material removed, with hollows created to achieve the ideal thickness. This produces a piston weight on par with forged pistons.

DOG-RING TRANSMISSION
To facilitate smooth, quick shifting, a dog-ring-type transmission was selected. This is similar to the kind of transmission commonly found in MotoGP™ or Formula 1®, and was developed with feedback from the Kawasaki Racing Team.
Unlike a standard motorcycle transmission, where the shift forks slide the gears into position, the gears remain in place in a dog-ring transmission. Only the dog rings move, sliding into position to engage the desired gear.
Because the dog rings are lighter than transmission gears, this type of transmission offers a significantly lighter shift effort. Shift feel is also improved, and a much quicker shift is possible, facilitating quicker acceleration.

HYDRAULIC CLUTCH & BACK-TORQUE LIMITER
A high-quality hydraulic clutch offers less maintenance and helps to ensure that the initial bite point can be maintained. By using Brembo® components, superb linearity and smooth actuation are further benefits.
Brembo parts are used for both the clutch lever’s radial-pump master cylinder and the clutch release mechanism. They receive extra attention from Brembo before being shipped to Kawasaki. Each part is examined and adjusted to help eliminate any ineffective (idle) stroke, resulting in superb control.
The back-torque limiter contributes to stability by helping prevent wheel hop when downshifting. The back-torque limiter is also adjustable.

MAXIMIZING AIRFLOW EFFICIENCY
To maximize the performance of the supercharged engine, airflow efficiency was of paramount importance. How air enters the supercharger, how the compressed air enters the engine, and how the combusted air/fuel mixture is discharged were all carefully analyzed for maximum efficiency to help ensure the airflow characteristics would create the desired engine character.

RAM AIR INTAKE
Air supplied to the supercharger enters via a single ram air intake in the left side of the upper cowl. The total frontal area is approximately 3x the area of the supercharger inlet.
A ram air duct was designed to take the fresh air to the supercharger in as straight a line as possible. Its shape was created to match the impeller characteristics, further contributing to the engine’s output.
For optimum efficiency for the Ninja H2 engine, the air cleaner is positioned directly in front of the supercharger.

ALUMINIUM INTAKE CHAMBER
The intake chamber has a large volume (6 liters), and is ideally shaped for high efficiency and engine output.
Being constructed from rigid aluminium offers two advantages:
1) Aluminium offers excellent surface heat dissipation, helping to keep the intake air cool;
2) The rigid structure helps to ensure an airtight seal for the pressurized air at approximately 2-bar (29.4psi).
Inside the intake chamber, newly developed Kawasaki technology contributes to the engine’s high performance. The top injectors spray fuel onto stainless steel mesh positioned over the intake funnels. This has an ordering effect, creating a more uniform air/fuel mixture as the fuel is drawn into the intake funnel. The mesh also promotes fuel misting, which helps cool the intake air and increases combustion chamber efficiency.

ELECTRONIC THROTTLE VALVES
Kawasaki’s fully electronic throttle actuation system enables the ECU to control the volume of fuel (via fuel injectors) and 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.*

* The system enables more precise control of KTRC (Kawasaki Traction Control), and facilitates implementation of other electronic systems like KLCM (Kawasaki Launch Control Mode) and Kawasaki Engine Braking Control – see below.

INTAKE & EXHAUST PORTS, CAMSHAFT PROFILES
The intake ports are polished to help ensure smooth air/fuel flow and minimize resistance.
Straight exhaust ports – one for each exhaust valve – do not converge in the cylinder head. The straight-line design enables the most efficient removal of air from the combustion chamber and also contributes to efficient combustion chamber filling.
Camshaft profiles were optimized for the Ninja H2 engine and are tuned to offer strong low-speed torque.

EXHAUST SYSTEM
The entrance to the header pipes is oval to match the two exhaust ports per cylinder. Partly formed by hydroforming, each header pipe tapers from an oval to a round cross-section. The collector pipes are also hydroformed.
Designed to suit the output and characteristics of the Ninja H2 engine, the stainless steel header pipes have a 45mm diameter. For the ideal exhaust pressure, all four header pipes are connected.
The exhaust system also includes a compact under-engine pre-chamber, with double-wall construction for rigidity. This construction helps reduce radiating noise and high frequency exhaust noise.
The single right-side silencer ensures noise and exhaust gas emissions meet market regulations.

KEEPING THE ENGINE COOL
Cooling performance can be a substantial limiting factor for engine output, so maximizing the cooling efficiency was a key consideration when designing the engine. In addition to helping ensure that intake air remain as cool as possible, the heat generated by the high-output engine needs to be dissipated, and engine components themselves need to be kept cool to help ensure efficient operation. The extensive pursuit of cooling performance led to a highly complex engine layout, both for the lubrication system (oil is used for cooling as well as lubrication) and the cooling system.

CYLINDER HEAD
A number of considerations were given to the aluminum cylinder head design to provide the necessary cooling performance. The large coolant passageways result in excellent cooling for the combustion chamber.
The water jacket extends between the twin exhaust ports of each cylinder, while large coolant passageways around the spark plug holes and valve seat areas offer superior cooling. The steel spark plugs and valve seats have a greater tendency to retain heat than the aluminum cylinder head, so cooling them is very important and makes a big difference to temperature control.

OIL JETS
In the interest of keeping the engine compact and simple, a single lubrication system provides cooling oil for the engine components, supercharger and the transmission.
Oil jets lubricate the supercharger chain in two places – at the contact points where the chain meets the upper and lower sprockets.
In addition to the two oil jets, the supercharger drivetrain’s lower gear has an oil passage.
Inside the engine, there are two oil jets per cylinder to ensure the hot pistons are effectively cooled.
Transmission oil jets (used for the first time in a Kawasaki motorcycle) enable a compact transmission with high durability.

LUBRICATION SYSTEM COMPONENTS
Because the lubrication system is servicing so many components, oil volume is 5.0 liters (1.3 gallons) – that is about 35% more than usually seen in a naturally aspirated engine of the same displacement.

RADIATOR
The radiator’s size and capacity is on par with those found on current liter-class supersport motorcycles, but it offers superior cooling performance because it flows approximately 1.5x more air than other bikes. This was found to be more effective than simply increasing the size of the radiator.
Airflow is facilitated by the compact side-cowl design, and leaving the lower part of the engine open (except for the small under cowls) to the air was designed to extract hot air.

LIQUID-COOLED OIL COOLER
A liquid-cooled oil cooler adds to the extremely high cooling performance necessary for the high output engine.

HIGH-SPEED STABILITY & LIGHT HANDLING
Designed for the performance parameters of the closed-course Ninja H2R and shared with the street-going Ninja H2, the objectives for the chassis were to provide superb motorcycle composure at ultra-high speeds, while offer cornering performance that allows the rider to enjoy riding on a circuit, and finally to be very accommodating to the rider. Ordinarily, high-speed stability can easily be achieved with a long wheelbase, but a shorter wheelbase was selected to achieve the compact overall package and sharp handling that were desired. So the frame needed to not only be stiff, but also to be able to absorb external disturbances, which could otherwise unsettle the chassis when encountered at high speed. A trellis frame provided both the strength to harness the incredible power of the supercharged engine, and the balanced flex to achieve stability for high-speed riding.

INNOVATIVE CHASSIS DESIGN

TRELLIS FRAME
Using a trellis frame offered an elegant, lightweight solution to meeting the performance requirements for the chassis of the closed-course Ninja H2R. Able to harness the massive power of its engine, it has a balance of stiffness and flexibility that enables a high level of stability while being able to handle external disturbances at high speeds. Its open design also helps dissipate heat generated by the supercharged engine.
Development of the trellis frame made good use of the latest analysis technology and substantial test rider feedback.
Pipe diameter, thickness and the bend of each piece of the trellis frame were carefully selected to obtain the necessary stiffness for each part of the frame. The trellis pieces are primarily made from high-tensile steel.

SWINGARM MOUNTING PLATE
This innovative new chassis mechanism allows the engine to act as part of the frame.
The swingarm mounting plate bolts to the back of the engine. The swingarm pivot shaft goes through this plate, essentially allowing the swingarm to be mounted directly to the engine.
Thanks to the swingarm mounting plate, the frame does not need to use crossmembers for stability. This contributes to the frame’s low weight.

SINGLE-SIDED SWINGARM
The Ninja H2 and H2R feature Kawasaki’s first single-sided swingarm.
Having a single-sided swingarm allows the exhaust silencer to be mounted closer to the bike centerline, providing a high bank angle for sporty cornering.

CHASSIS GEOMETRY
To ensure fun at high speeds as well as on the racing circuit, a compact package was desired. Therefore, the chassis geometry is very similar to that of a liter-class supersport motorcycle.

FRONT SUSPENSION
KYB® AOS-II racing suspension makes its debut on a street bike.
Based on the Air-Oil Separate cartridge fork that was developed for motocross racing.
Designed for low friction, the 43mm front fork offers superb action, with a smooth initial action followed by strong damping at the end of the stroke.
As the suspension works, a large 32mm free-floating piston at the bottom of the oil-damping cartridge pumps oil up to a sealed area between the inner and outer tubes. The oil in this area provides a friction-reducing film on which the tubes can slide against each other, resulting in an extremely smooth action.

REAR SUSPENSION
Fully adjustable KYB rear suspension offers superb stability.
The top of the rear shock mounts to the swingarm mounting plate. Again, doing away with the need for frame crossmembers.
The bottom of the rear shock is mounted via a revised Uni-Trak® linkage that offers excellent feedback for rear tire grip. The new linkage, situated below the swingarm, also mounts to the swingarm mounting plate.

BRAKES
Given the high-speed potential of the Ninja H2, the brakes chosen were the best available for a production motorcycle. Special tuning helped ensure that all play in the lever was removed from the system, so that when the brakes are applied they respond immediately.
A pair of massive 330mm Brembo semi-floating discs, with a thickness of 5.5mm, delivers superb braking force.
The brake discs have grooves running down the center of the outer edge to increase the discs’ surface area for greater heat dissipation.
Dual radial-mount Brembo cast aluminum monobloc calipers grip the front discs. The rigid, opposed four-piston calipers with 30mm pistons contribute to the superb braking force of the Ninja H2, as well as a high-quality image.
A Brembo radial-pump master cylinder and reservoir receive extra attention before being shipped to Kawasaki. Each part is examined and adjusted to help eliminate any play in the lever stroke.
A large 250mm disc generates strong braking force at the rear.

ORIGINAL WHEEL DESIGN
The cast aluminum wheels were designed specifically for the Ninja H2 and H2R.
The star-pattern five-spoke wheel design was selected based on the optimum balance of rigidity for high-speed performance.
The analysis technology used in the wheel development comes from Kawasaki’s World Superbike involvement.
Knurling on the inside of the rear wheel rim helps prevent tire slipping on the wheel that could be caused by the massive torque generated by the engine.

HIGH-SPEED TIRES
To help ensure sufficient tire durability when riding at high speed, high-performance tires must be used.
A massive 200mm rear tire transmits the Ninja H2’s power to the tarmac.
The Ninja H2 is able to use high-performance street tires.

SHAPED FOR SPEED
As speed increases, wind resistance increases exponentially. To enable high-speed operation, a combination of high power and slippery aerodynamics was needed. With power requirements taken care of by the supercharged engine, the next step was to design bodywork that provides both minimal drag and good control when riding at high speed. Assistance from Kawasaki’s Aerospace Company was enlisted in creating the aerodynamically sculpted bodywork to provide maximum aerodynamic efficiency.

AERODYNAMICS

AERODYNAMICALLY DESIGNED BODYWORK
It is no accident that when viewed from the side, the Ninja H2 and H2R do not have the aggressive forward-canted stance of most modern supersport motorcycles. While supersport bikes use their front-leaning attitude to aid quick steering, at the speeds for which the closed-course Ninja H2R was designed, such a posture would create drag, which would hinder top speed potential. Therefore, the H2 stance is very neutral, almost flat – like a Formula 1 car – to make the body as aerodynamically sleek as possible.
The aerodynamically shaped upper cowl uses lips and lines to direct airflow over its surface.
The upper cowl locates the ram air intake in the most efficient position.
Compact side cowls and under cowls were designed to assist heat dissipation.
The rear cowl has an extremely compact three-piece design. The center portion is taller, creating an aerodynamic form that helps smooth airflow as it passes the rider. Wind is also able to pass between the center and side pieces, further reducing air resistance.

GENERATING DOWNFORCE
In order to maintain both straight-line stability and the ability to change direction while running at high speed, the Ninja H2 features a number of aerodynamic devices to help ensure the front wheel has strong contact with the ground.
The design of the upper cowl incorporates a chin spoiler. Rather than being a cosmetic flourish, it produces downforce that contributes to high-speed stability.
Further contributing to high-speed stability, the Ninja H2 features mirror mounts with airfoil cross-sections. Like the wings on the closed-course Ninja H2R, the mounts were also designed by Kawasaki’s Aerospace Company. The trailing edges are equipped with Gurney flaps that increase the effectiveness of the simple airfoil shape, allowing greater downforce to be generated by the small surface.

MAN / MACHINE INTERFACE
Since the Ninja H2 was not intended to be a pure race bike, it did not need the spartan accommodations found on most purpose-built supersport models. As a result, the Ninja H2’s man / machine interface enables riders to enjoy the bike’s performance with a degree of comfort. While the riding position, ergonomics and cockpit layout were designed first and foremost to put the rider in the best position to control this amazing machine, the impression from the rider’s perspective is not one of austerity, but is more about quality, high-tech control and the impeccable fit and finish.

SEATING FOR ONE

RIDING POSITION & ERGONOMICS
With the kind of riding the Ninja H2 was designed for, and a desire for a compact package resulted in a riding position similar to that of a supersport bike without being quite as aggressive. As enjoyment of the intense acceleration and high-speed capability was the first priority, a solo seat for the rider is the only seating provided.
The riding position was designed for high speed and circuit riding. The rider triangle is similar to that of the Ninja® ZX™-10R motorcycle, but more relaxed.
To help support the rider during intense acceleration, hip-supporting pads flank the rear of the seat. The hip support is adjustable 15mm backward to suit the rider’s size.

INSTRUMENTATION & CONTROLS
The advanced, high-tech design of the instrumentation conveys the image of piloting a fighter jet. Handlebar control switches put all mode selection and display options at the rider’s fingertips.
The new instrumentation design combines a full digital LCD screen with an analog-style tachometer.
The LCD screen uses a black / white reverse display (white characters on a black background), contributing to the high-quality image.
In addition to the digital speedometer and gear position indicator, display functions include: odometer, dual trip meters, current mileage, average mileage, fuel consumption, coolant temperature, boost indicator, boost (intake air chamber) temperature, stopwatch (lap timer), clock and the Economical Riding Indicator.
The tachometer design uses an actual needle, but the black dial “face” looks blank until engine speed increases. Backlit RPM numbers light up to chase the tachometer needle as it moves around the dial.
Compact new switch design allows all instrument functions to be controlled from the handles.

ELECTRONIC RIDER SUPPORT
Complementing the Ninja H2’s incredible engine and chassis performance, advanced electronics work behind the scenes to provide rider support. Depending on rider preference, many of the systems may be turned off. And while the high-performance engine was designed to be accommodating even without the benefit of rider aids, when electing to fully experience the Ninja H2’s intense acceleration or high-speed potential, these systems are available to provide an extra degree of rider confidence.

ENGINE & CHASSIS MANAGEMENT SYSTEMS

KTRC (KAWASAKI TRACTION CONTROL)
The new KTRC system used on the Ninja H2 combines the best elements of Kawasaki’s earlier traction control systems. Multi-level modes offer riders a greater number of settings to choose from, with each mode providing a different level of intrusion to suit riding conditions and rider preference. And all modes are designed to manage output when sudden wheel slip occurs. The new system offers both enhanced sport riding performance and the peace of mind to negotiate slippery surfaces with confidence.
Riders can choose from three modes, each offering a progressively greater level of intrusion. Each of these modes also has three rider-selectable levels, adding more or less intrusion (rider preferences for each mode are programmable for on-the-move selection), giving a total of nine possible settings. Riders may also elect to turn the system off.
Mode 1 is for the circuit, Mode 2 for the street, and Mode 3 for wet pavement conditions. A Rain Mode is also available, as outlined below.
Using complex analysis, the system is able to predict when traction conditions are about to become unfavorable. By acting before slippage exceeds the range for optimum traction, it means that drops in power can be minimized, resulting in smoother operation.
Rain Mode can be turned on and off independently from KTRC. Activating Rain Mode sets KTRC to Mode 3+, and limits power output, torque and response. Similar to a Low Power setting, maximum engine output is less than 50% of full power, with a gentler throttle response.

KLCM (KAWASAKI LAUNCH CONTROL MODE)
Designed to assist the rider by optimizing acceleration from a stop, KLCM electronically controls engine output to prevent wheelspin and minimize wheelies when launching.
Riders can choose from three modes, each offering a progressively greater level of intrusion. Each mode allows the rider to launch from a stop with the throttle held wide open.

KAWASAKI ENGINE BRAKE CONTROL
The system allows riders to select the amount of engine braking they prefer.
When the system is activated (by selecting “LIGHT” in the Engine Braking settings), the engine braking effect is reduced, providing less interference when riding on the circuit.

KIBS (KAWASAKI INTELLIGENT ANTI-LOCK BRAKE SYSTEM)
Kawasaki’s supersport-style ABS is standard equipment on the Ninja H2. This is based on the same system used on the Ninja ZX-10R, with programming and settings revised to suit the performance parameters of the Ninja H2.
High-precision brake pressure control enables the system to avoid reduced brake performance due to excessive pressure drops, allows lever feel to be maintained when KIBS is active, and helps ensure ABS pulses feel smooth (not heavy).
High-precision brake pressure control also offers a number of sport riding benefits:
1. Rear lift suppression
2. Minimal kickback during operation
3. Accounts for back-torque

KQS (KAWASAKI QUICK SHIFTER)
Ninja H2 is the first Kawasaki motorcycle to be fitted with a standard quick shifter.
Complementing the engine’s strong power and the dog-ring transmission, a contactless-type quick shifter enables rapid upshifts for seamless acceleration.

ÖHLINS ELECTRONIC STEERING DAMPER
Unlike a mechanical steering damper – in which the settings, once fixed, must cover all riding conditions and speeds – the damping characteristics are changed electronically, according to vehicle speed, and the degree of acceleration or deceleration.
At low speeds, the settings were chosen so that damping does not interfere with the bike’s intrinsic lightweight handling. At high speeds, damping increases to provide enhanced stability.
Kawasaki’s electronic steering damper was developed with Öhlins, one of the most popular and respected steering damper manufacturers.
The electronic steering damper provides just the right amount of damping based on what the bike is doing. Using input from the rear wheel speed sensor (provided via the engine ECU), the electronic steering damper’s ECU determines the vehicle speed as well as the degree the bike is accelerating or decelerating.

STYLING & CRAFTSMANSHIP
Wanting to ensure a bold design worthy of a model that carries both the “Ninja” and “H2” names, the prime styling concept for the Ninja H2 was “Intense Force” design. As a flagship for the Kawasaki brand, it needs to have presence, and styling that reflects its incredible performance. But the design is much more than cosmetic. While its edged styling certainly looks the part, the Ninja H2 also possesses a functional beauty: each piece of its bodywork was aerodynamically sculpted to enhance high speed stability; the cowling design also maximizes cooling performance and heat dissipation, aiding the engine’s incredible output; and the ram air duct is ideally positioned to bring fresh air to the supercharger.
More than any Kawasaki motorcycle to date, the Ninja H2 is a showcase of craftsmanship, build quality and superb fit and finish – right down to the high-tech mirror-like paint specially developed for this model.

INTENSE FORCE DESIGN

STYLING & CRAFTSMANSHIP DETAILS
Machined surfaces on the wheel spokes and painted rims contribute to a high-quality finish.
High-level attention to detail is evident in the numerous machined fastener designs (such as the steering stem and rear hub nuts).
Welding bead quality for the trellis frame is uniformly high, contributing to the Ninja H2’s superb fit and finish. Depending on the weld, some are efficiently and precisely welded by Kawasaki robots, while others are welded by expert Kawasaki craftsmen.

LIGHTING EQUIPMENT
Ninja H2 is equipped with all the lights needed for street-legal operation. And with the exception of the bulb illuminating the license plate, all lighting equipment on the Ninja H2 uses LEDs.
The bright, compact LED headlamp is positioned low, at the front of the upper cowl, contributing to the “Intense Force” design.
The design of the LED front position lamps brings to mind the fangs of a predator.
The elegant LED tail light is flanked by surface-emitting LED position lamps.
New LED rear turn signals designs feature an inner lens, surface texturing and surface-emitting LEDs that contribute to the bike’s high-quality image.

HIGH-TECH PAINT
The Kawasaki original silver mirror-like paint used on the Ninja H2 – known as Mirror Coated Black – was developed by Kawasaki specifically for motorcycles. The highly reflective surface adds to the bike’s stunning design.
In the shade, the paint appears black, but once in the sunlight its highly reflective surface takes on the appearance of the surrounding scenery. The stark difference in the way the paint appears in the light and shade emphasizes the beautiful curvature of the bike’s sculpted bodywork.
While this kind of paint is similar in appearance to what has been used by top custom builders, this is the first time it has been used on a mass-production vehicle in either the automotive or motorcycle industries. Strict Kawasaki quality control measures help to ensure a long-lasting finish.
The highly reflective surface is created by inducing a silver mirror-like reaction (a chemical reaction between a solution of silver ions and a reducing agent) that forms a layer of silver. This silver (Ag) layer is what creates the paint’s glass-like metal appearance. Compared to candy paints, which use aluminum flakes to generate a sparkling effect, the Ag layer appears as a uniform metallic surface.
In the shade the Ag layer is translucent, allowing the base coat color to show through. This gives the paint a deep, three-dimensional quality.
While the multiple layers of paint on typical production vehicles are applied by robot painters, each layer of the paint on the Ninja H2 – from primer to clearcoat – is carefully finished by hand by Kawasaki craftsmen to ensure a flawless, lustrous surface. Twice the layers of clearcoat (two on standard pieces, four on pieces with decals) adds to the high-quality finish.
The paint on the fuel tank is finished with a UV coat (the only layer where robot painters are used) to protect the tank’s brilliant finish.

KAWASAKI RIVER MARK
Special permission was obtained to use the River Mark on the Ninja H2. Its use is reserved for models of historical significance.

HIGH-PRECISION PRODUCTION
Unlike a regular mass-production model, the high-precision production of the Ninja H2 requires greater hands-on participation by skilled Kawasaki craftsmen. So each step, from metalworking, treatment, welding and painting to assembly, fine-tuning and inspection is carefully attended to create a product of superior quality. Within Kawasaki’s Akashi Factory, production takes place in an area dedicated exclusively to the Ninja H2 motorcycle.

COLOR
The Kawasaki Ninja H2 is only available in its very special Mirror Coated Black paint.

ORDERING INFORMATION
The Kawasaki Ninja H2R and H2 are limited-release production motorcycles, available for a short time in select markets. In order to reserve one of the world’s first supercharged production streetbikes, make a deposit at your local authorized Kawasaki dealer no later than December 19, 2014. Reservations will be taken on a first-come, first-served basis and are secured only with a deposit.


Specs:

Engine: Liquid-cooled, 4-stroke in-line four
Displacement: 998cc
Bore x Stroke: 76 x 55mm
Compression Ratio: 8.5:1
Fuel System: Fuel injection: 50mm x 4 with dual injection
Intake System: Kawasaki supercharger
Cooling System: Water-cooled
Lubrication: Forced lubrication, wet sump with oil cooler
Ignition: Digital
Transmission: 6-speed, return, dog-ring
Final Drive: Chain
Frame Type: Trellis, high-tensile steel, with swingarm mounting plate
Rake/Trail: 24.4˚ / 4"
Fuel Capacity: 4.5 gallons
Front Suspension / Wheel Travel: 43mm inverted fork with rebound and compression damping, spring preload adjustability and top-out springs / 4.7
Rear Suspension / Wheel Travel: New Uni-Trak® with gas-charged shock, piggyback reservoir, dual-range (high/low-speed) compression damping, rebound damping and preload adjustability, and top-out spring / 5.3"
Front Tire Size: 120/70 ZR17 M/C (58W)
Rear Tire Size: 200/55 ZR17 M/C (78W)
Front Brakes: Dual radial-mount, opposed 4-piston calipers, dual semi-floating 330mm discs
Rear Brakes: Opposed 2-piston calipers, single 250mm disc
Overall Length: 82"
Overall Width: 30.3"
Overall Height: 44.3
Ground Clearance: 5.1"
Seat Height: 32.5"
Curb Weight**: 524.7 lb
Wheelbase: 57.3
Color Choices: Mirror Coated Black
MSRP: $25,000

*Specifications are subject to change. Media are encouraged to visit www.kawasaki.com for most current specifications.
**Curb weight includes all necessary materials and fluids to operate correctly, full tank of fuel (more than 90 percent capacity) and tool kit (if supplied).





















































































































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Gunner


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posted November 04, 2014 05:38 AM        Edited By: Gunner on 4 Nov 2014 22:16
524 POUDS !!!! WOW !!!!!!!!!!!!!!!!!!!!!!!!!!!!! Fat girl!!!!!!!!! Considering my 10R weighs just ovr 350 pounds now and will make between 215 and 225 when the motor is back together this year I'm not feeling like this thing is all that impressive for the weight.. Where is all that weight at?

No I'm quoting wet weight after spending as much as a small house cost on the thing. I've sourced everything needed to put together a full BSB spec Gen 1 ZX0R right down to the hand made Aluminum tank / seat combo and all Kevlar body panels.. It's 350 WET and 225 Hp from the same dude that builds the motors for the top BSB Kawasaki teams. He makes 225 at 998cc . my motor is 1080cc since I don't have to comply to any rules for engine size with my street bike.. H2's will fall like leaves from a tree in the fall of the year to this rocket.. Here's the bike I seen that set me to build mine.

Except mine has BST wheels and Ohlins forks... Lime green pain of course... All the parts are sourced and here I'm jut looking for the time t assemble the thing. Why do you think I was poking Brock about the H2? It would have had to be very special to top this beast


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frEEk


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ummm... yeah
Posts: 9650
posted November 04, 2014 06:26 AM        
Factory 10R is 443lb. I'm guessing you are quoting dry weight on your 10. Regardless, can't compare a factory model to your unit with aftermarket weight savings (or power mods).

That said, yes it is surprisingly heavy.

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fish_antlers


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posted November 04, 2014 06:45 AM        

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Gunner


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posted November 04, 2014 07:19 AM        Edited By: Gunner on 4 Nov 2014 22:24
I doubt it's possible to get this thing down to 10R weight considering the H2R is 475 pounds with all it's carbon and no lights etc... Kawasaki built a PIG... they were right it's built beyond BELIEF!!! LOL !! WAY BEYOND and then some extra pork to go please!! LOL
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fish_antlers


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posted November 04, 2014 09:57 AM        
This certainly makes the Yamaha / H2 scenario that much more interesting - and now you cant' count out Ducati. Bit of a win win for consumers. At least there's more choice than a Grom or a Grom
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Gunner


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posted November 04, 2014 11:15 AM        
Yea I like the Duc at 1299 cc and the Yamaha will be interesting to see the specs on.. I can't imagine they built a PIG like Kawasaki has done here.. I simply can't believe this thing weighs 525 pounds that's 12R and 14R weight.. Sure the power is there but power combined with weight is still slow and ill handling
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frEEk


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ummm... yeah
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posted November 04, 2014 02:51 PM        
Still 50 lbs lighter than current 14R so a sight better there, and more power. but as said before, surprisingly heavy all the same. would have expected something approaching Panigale scale readings given the price and all the marketing superlatives. Can only guess weight simply wasn't one of their goals.

That bike of yours sounds pretty damn impressive gunner... but hardly a sensible comparison to the factory effort is it? By that logic you should be comparing it to the factory race team.... which yours basically is by the sounds of it, cept a touch less accomplished since you had to "cheat" with CCs... and since you didn't do it yourself, you just bought what other teams (possibly including factory team) figured out. So yeah, I don't see where you get your air of superiority over the oem.

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frEEk


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ummm... yeah
Posts: 9650
posted November 04, 2014 02:52 PM        
Make that 65lbs lighter than the 14R. Christ that 14 is heavy. And i thought the ol' 12 at about 550 was heavy.









wonder what mine weights now? i'll have to weight it one a these days.

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fish_antlers


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posted November 04, 2014 02:58 PM        Edited By: fish_antlers on 5 Nov 2014 06:07
I remember taking apart an old rotary phone when I was a kid and discovering there was a big lead weight bolted inside it to make it feel heavier and "higher quality".


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tuusinii


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posted November 04, 2014 04:39 PM        
525lbs isin't bad if it's wet. Today all the needs of noise, pollution,etc will weight quite much today - on the street. And remember that with compressor the power curve probably is much higher than NA and will boost the acceleration far more than just the peak number.
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psycho1122


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posted November 04, 2014 10:04 PM        
+1

I would not be surprised if changing out the exhaust alone could get it under 500 lbs.

Other street (eliminate rear fender) and EPA mandated bits could shave additional lbs.

Let's be fair.... you do need some heft to keep the beast planted. How you use the heft could be the secret. I like the long distance between the crank center and rear axle center. Also the overall geometry will still allow great cornering and stability.

Keep in mind, big power (do not forget the huge power curve under peak) requires beefier components and additional cooling. Transmission, clutch, driveline and castings PLUS the additional fluids. Let's not forget the additional weight of the compressor and it's drive components. What is cool is how compact and mass centralized this engine is! I would not be surprised if this thing made 240+ H.P. to the ground with an aftermarket exhaust Wicked.
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Gunner


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posted November 05, 2014 09:31 AM        
quote:


That bike of yours sounds pretty damn impressive gunner... but hardly a sensible comparison to the factory effort is it? By that logic you should be comparing it to the factory race team.... which yours basically is by the sounds of it, cept a touch less accomplished since you had to "cheat" with CCs... and since you didn't do it yourself, you just bought what other teams (possibly including factory team) figured out. So yeah, I don't see where you get your air of superiority over the oem.


Clearly you're fishing for something and I'm not biting your bait... I'm quite proud of my bikes since they are creations of my own hands. Where you get the off the wall assumption that someone worked any of his shit out is a mystery to me. If you knew what you're talking about on this topic you would know that no one has put any effort into a generation 1 ZX10R in 10 years now. Parts are all but non existent and getting anyone to work on one is impossible. I picked a Generation 1 ZX10R to build FOR THAT VERY REASON! It's a huge under dog.. Anyone can build a Generation 4 ZX10R at this point in time. The parts are everywhere and help is hanging in every tree. You can buy anything you need since there's no less than 50 teams competing with them at this time. THERE'S NO ONE competing with a Generation 1 ZX10R anywhere in the planet except for grudge bikes and that's way out in left field from what I've done here. You are about as completely WRONG in your assumptions as humanly possible.. But I'm sure you think you have it all figured out.. I'm still laughing about that CHEATING remark? By what rules have you determined I'm cheating? What class am I trying to enter this thing in and what's the engine rules for said class? Is 225 Hp from the New Kawasaki PIG really all that impressive given the fact it's got the latest and greatest blower that KHI can build? i'm just one guy working in my own shop working with 1080cc.. Granted I did hire someone ( a very, very talented someone) to build me a cylinder head and cam package for my motor. But can you name anyone here or anywhere else that ports their own cylinder head? There's only a hand full of people that do that. Granted I went to the UK to find one of the best on this planet to ever touch a 10R cylinder head since getting over 200 Hp from 998 cc isn't an easy task and this guy gets 225 at 998cc... I added the extra displacement to allow for a lesser state of tune and pump fuel friendly package without giving back a bunch of power in the process. At the same state of tune I'm fairly certain he could get 250 Hp from the same 1080cc but it wouldn't be street friendly.. And what good is trailer queen that requires race fuel? NONE TO ME..

I still don't see your point? My point was simple......... That point was this, Kawasaki hasn't really done anything all that impressive when you consider all their resources and all their effort put into this project. When you compare it to an effort of one determined man without any of their corporate might behind him. My bike isn't the only one like it in the world. I know of at least two others in the UK that are just as developed by just average guys like myself. If we can buid 200 PLUS Hp from aspirated liter size motors is Kawasaki really impressing anyone except the UNINFORMED and UNKNOWING? I think not.. But that's just my opinion and I'm entitled to it. You may think the H2 is the greatest thing to ever be made and that's fine.. But all this Hype had me expecting a LOT MORE in some regards and a LOT LESS in others. LOL!! More power---------------------------> LESS WEIGHT


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Gunner


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posted November 05, 2014 09:36 AM        
quote:
+1

I would not be surprised if changing out the exhaust alone could get it under 500 lbs.

Other street (eliminate rear fender) and EPA mandated bits could shave additional lbs.

Let's be fair.... you do need some heft to keep the beast planted. How you use the heft could be the secret. I like the long distance between the crank center and rear axle center. Also the overall geometry will still allow great cornering and stability.

Keep in mind, big power (do not forget the huge power curve under peak) requires beefier components and additional cooling. Transmission, clutch, driveline and castings PLUS the additional fluids. Let's not forget the additional weight of the compressor and it's drive components. What is cool is how compact and mass centralized this engine is! I would not be surprised if this thing made 240+ H.P. to the ground with an aftermarket exhaust Wicked.


The H2R is 475 pounds with no headlight and all carbon body work, with a race pipe... Even if you put BST wheels on the H2R what's the best it's going to be 460 pounds? Now think about the cost of all that carbon to get the H2 down to 500 pounds and the end don't justify the means
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frEEk


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ummm... yeah
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posted November 05, 2014 11:39 AM        
tuusinii, given the current 10R is 432lb wet, i'd say 525 is not exactly top end supersport light. New Panigale is 420lb with 200hp. The H2R at 475 isn't too bad given the 300hp, and as you pointed out all that extra required strength. But then if it is so track oriented with no warranty, is it actually built to withstand 300hp? Or is it more like a track bike where you accept a high probability of short engine life? Time will tell I suppose.

Gunner, not fishing in the least. And please take off your personal/individual tin foil hat. Don't assume I think I've "got it all figured out" or think the Kaw factory shits diamonds. I said nothing to indicate that, and you are imagining some kind of tone of voice that simply isn't there. I'm just interpreting your short post above, and may well have made some false assumptions (the primary one being your bike being to BSB spec with engine by the BSB builder meant you used the parts and tricks that were figured out by the Kaw BSB team years ago).

By cheating, I meant you making the same HP as the BSB teams with an extra 8% CC. That being a result of a reduced state of tune is 100% rational and certainly the same thing I would do. Why would you want a topped out bike that will blow up in a year? Fine for a big $ race team that only uses an engine for a year anyway but not for someone using the bike for fun. However, you're also pointing out your own flaw in the equation: A REDUCED STATE OF TUNE FOR LONGEVITY/USABILITY. You don't think the same is true of the H2? I would strongly suspect it has so "little" power for the same reason ANY production bike does: warranty and emissions. And probably fuel consumption too. I suggest it is foolish to think that the factory couldn't produce a bike that made just as much as the BSB bike if they didn't worry about all those things. And if they would price the bike much higher, so they can afford highly skilled & trained people to any handwork needed to take heads to a racing state of tune. And add CF wheels and full TI/Carbon exhaust. Granted 25G isn't cheap, and would probably be enough they coulda included light exhaust if not for sound and emissions. But then when you building a low volume bike, you can't spread around your R&D cost much.

Like I said originally gunner, "That bike of yours sounds pretty damn impressive". I didn't take anything away from you there. Hell, I would have been impressed at 350 dry (well under the Panigale weight even), but 350 wet is killer. And if you had to piece it yourself together rather than just copy the specs of the G1 BSB 10R, credit for the parts research/selection and logistics to you.

But I maintain that comparing a bike you put together with aftermarket race parts and the help of someone with years of experience building that particular engine for race teams, to a warranted street bike output by the factory isn't apples to apples. Is your bike the bigger bad ass? Well shit, clearly! But so is a amateur built 1/4 mile Mustang compared to a $2M Zonda (even though the prices are flipped in that situation).

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capt10ed


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posted November 05, 2014 12:05 PM        
https://www.youtube.com/watch?v=vAo0LWQFxdE&feature=share
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with a best of 208.1 in 1.5 miles
and 204.5 in the mile.

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Elis7


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Hoser.
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posted November 05, 2014 12:37 PM        
Looks like it's time to sell my 14.
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capt10ed


Expert Class
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posted November 05, 2014 01:15 PM        
I'm not so sure.
The H2 is weighing in at 524lbs
My 14R's fighting weight is 520lbs.
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with a best of 208.1 in 1.5 miles
and 204.5 in the mile.

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Gunner


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posted November 05, 2014 03:13 PM        
Freek I look at it like this. BMW built a top shelf version of its S1000 with a premium price tag but unlike what Kawasaki done here they actually used top shelf equipment. Same as my 10R and for that matter my 12R. If they were going to build something hyped as Built beyond belief I sure wish they would have done it that's all. Who the heck am I in the grand scheme of life and my bikes are built far superior to what they have done here. I'm more than a bit disappointed with the specs of this thing. Hell Brock will be hard pressed to justify selling BST wheels for the thing since even spending 4K on the thing will still not get the weight into respecable range. Ive seen your 12R freek its probably 40 pounds lighter than this thing. Then there's that 8.5 to 1 compression ratio that is very telling to anyone thst understands engines and the reasons behind dropping the compression that low. I'm shocked beyond belief its not at least 10 to 1 which in todays world of fast burn combustion chambers is on the low side for boosted motors that are tuned to make power. This screams the motor is conservative which could be a good thing but it's intended use is corners which is where the weight is going to kill it. All that aside it looks kool and that sells bikes... That and the hype of a supercharger will sell a ton of these things. People that dont understand anything but catch phrases will be all over it. But for the same 25K you can buy a 14R install a turbo from one of several kit suppliers, a set of BST wheels some nice Brembo brakes and have a bike that very few thjngs on the planet can beat. 450 to 500 hp would be a reality to get and it would be reliable.. if you done all the installs yourself you would have less than that 25K in the bike I just discribed. 14Rs can be had now in the high 8K to low 9K range with low miles on them.. That's for the guy that wants ultra fast. For the guy that wants to handle and have 200 to 225 Hp there's several choices that will do that and all for less than that 25K price tag... SO WHERE DOES THIS H2 OR H2R FIT INTO LIFE? I guess thats my biggest question I would like to ask Kawasaki on this topic.

By the way acheiving that weight came at some expense I'm not going to lie and pretend it didn't. If Braketech would ever get more of there carbon matrix rotors in I can peel another 5 pounds off where it really pays big returns. A lot of work goes into putting something like that together. I've had to form relationships with several people in the UK just to get help sourcing 10 year old nearly extinct parts for a bike that 85% of what was ever produced is already recycled or in bins. Had I picked a generation 4 ZX10R to start from everthing would have been 90% avaliable and on the shelf since it's the most raced model in the pits in todays world. It's the GSXR 1K of a decade ago. But I wanted unique without all the pansy electronics that do everything but ride the thing for you. Traction control, wheelie control, launch control, anti lock brakes, etc is for wimps in my book. I think all that stuff should be banned. Sykes lost the championship this year for two main reasons. Reason 1 is Kawasaki sit on its ass and allowed everyone else to catch up. Reason 2 is the Kawasaki electronics aren't as effective in the wet as the Aprillia's is. The Kawasaki couldn't even stay in the draft of the Aprillia at the last race this past Sunday. Sykes rode as hard as he could he just couldnt catch the Aprillia down the straight. Kawasaki has been more interested in hyping this pig than winning back to back titles. Sad just sad.

I was hoping this thing would weigh 400 pounds or less for the street model and 350 to 375 for the all carbon laiden Race spec model. But it's an easy 100 pounds over weight. I know that single sided POSER swingarm is heavy unless it's magnesium and I'm betting its not. I can easily see 15K being spent to get the weight just close to something respectable. The Ducati at 1299 cc is looking very mean to me. The KTM 1290 Superduke is a raging bull I can just imagine what the new Duc will be and I'll bet its not anymore expensive.

One thing Kawasaki did hit the nail on the head on is the slogan... ever since the first pictures of the thing I've been able to find things about it that make me say "wow I can't believe that.. right up to the day they finally released the specifications this week and now I'm finding myself saying that very same phrase again... something tells me that was also the thoughts from the powers within Kawasaki everytime the engineering staff dropped the next bomb on the desk of the boss.... in some Japanese phrase he must have been screaming at his staff saying ----------> you idiots have built this thing so fat its beyond belief! LOL!!!! I think we can all agree on that point at this point... even my loyal legion of GUNNER haters club members would have to agree with that point and that group would swear the sky is red if I said its blue... lol...
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frEEk


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ummm... yeah
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posted November 05, 2014 05:01 PM        
quote:
My 14R's fighting weight is 520lbs.

Then you've done some work on it. Alot of work in fact. Do the same to the H2 and you'll have something a bunch lighter. There should be big weight savings in the exhaust, and probably a good chunk in the wheels too (esp if going to carbon).

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frEEk


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ummm... yeah
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posted November 05, 2014 05:11 PM        
Gunner, we're on the same page I think, just in different editions of the same book. I agree that the weight is a disappointment given the level of hype, the price, and the power (power depending on how much it ends up making, how conservative it is/easy to bump up). I can understand _why_ they left it as is though: price and warranty/reliability. I simply can't believe there would be any other reason. Thing is though, if you were so determined to make something deserving of their special "historically significant" emblem, don't compromize on price, and push the envelope a bit on reliability. Don't make something ultra conservative that won't overheat in vegas (yes, in this case I'd give them a pass on that), and start without problems in the Arctic winter and will go double normal between oil changes, and will last 100,000 miles without an engine rebuild. Just go for it. Perhaps that's what they did with the H2R, but they shoulda done the same with the road version too IMO.

Here's hoping they prove the weight concern unwarranted with exceptionally good mass placement and enough power to make up for the pudge.

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Gunner


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posted November 05, 2014 07:24 PM        
No amount of power can fix the weight problem. A semi truck with ten thousand Hp STILL WON'T STOP, Still won't turn, Sill won't do anything worth a damn... Sure it will roll in a straight line at high speeds just fine but is that what Kawasaki designed this thing for? Kawasaki rewrote the book on performance in 2004 when the 10R was released.. LIGHT WEIGHT and awesome power! That book hasn't changed.... There's no room in it anywhere for a fat girl. Even one with a blower! Notice the new Yamaha at just over 400 pounds, titanium rods, etc... I'm not a Yamaha fan or at least I didn't use to be..
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psycho1122


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posted November 05, 2014 10:11 PM        Edited By: psycho1122 on 6 Nov 2014 13:21
quote:
No amount of power can fix the weight problem. A semi truck with ten thousand Hp STILL WON'T STOP, Still won't turn, Sill won't do anything worth a damn... Sure it will roll in a straight line at high speeds just fine but is that what Kawasaki designed this thing for? Kawasaki rewrote the book on performance in 2004 when the 10R was released.. LIGHT WEIGHT and awesome power! That book hasn't changed.... There's no room in it anywhere for a fat girl. Even one with a blower! Notice the new Yamaha at just over 400 pounds, titanium rods, etc... I'm not a Yamaha fan or at least I didn't use to be..


Here's a truck for you MF! LOL!

http://www.youtube.com/watch?feature=player_embedded&v=ouzOKAsMIZ8


With this statement of yours, are you suggesting that the 12R does not stop, turn or do anything worth a damn but accelerate in a strait line?!? No doubt that she is also a "fat girl" as you like to state. A short story.... I once had the privilege to observe an AMA class rider on my 12R during a practice session out here in Phoenix at Firebird east track. He proceeded to humiliate his fellow riders with what he referred to as "an aircraft carrier". Big, long with lots of firepower. He would routinely beep the horn at them mid corner to let them know that they were in his way and he was coming through. There was nothing they could do about it. Not a full race mind you, but a clear demonstration that heft is not always detrimental and firepower IS intimidating. He could more than make up for some corner entry with strait line acceleration

The 12R's "perfect" motorcycle geometry allows it to handle very good for it size and weight. (mine is 520 street trim and 500 track) Another example.... A close fiend of mine rode a 04' 10R. We rode many times together in a variety of conditions including track days. With riding skills being equal, the 10R did not have anything on the 12R in real world conditions. If anything, he had to add a damper to calm down the steering. He also had high speed stability issues with it. In outright acceleration, the 10R had midrange punch that matched the 12R. Launch?!? Wheelie prone... Top speeds (above 120)?!? Fell behind every time.
Sometimes overall weight does not hamper a motorcycles performance once it's moving. Maybe in corner entry and outright grip, but mid-corner stability and torque on exit make up for that.
Keep in mind, both of our bikes had real world bolt on's at the time. The kind that the majority of riders would put on or even remove. Nothing like the 10R you are referring to in this topic.

This H2 is going to be an evil monster. I'm sure it will humble many motorcyclists.....
Kawasaki did not make this machine to not work or not have balance.

Cheers
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psycho1122


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posted November 05, 2014 10:24 PM        
quote:
https://www.youtube.com/watch?v=vAo0LWQFxdE&feature=share


There is already a thread on this from the 4th.
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Gunner


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posted November 06, 2014 05:16 AM        Edited By: Gunner on 6 Nov 2014 20:17
quote:
quote:
No amount of power can fix the weight problem. A semi truck with ten thousand Hp STILL WON'T STOP, Still won't turn, Sill won't do anything worth a damn... Sure it will roll in a straight line at high speeds just fine but is that what Kawasaki designed this thing for? Kawasaki rewrote the book on performance in 2004 when the 10R was released.. LIGHT WEIGHT and awesome power! That book hasn't changed.... There's no room in it anywhere for a fat girl. Even one with a blower! Notice the new Yamaha at just over 400 pounds, titanium rods, etc... I'm not a Yamaha fan or at least I didn't use to be..


Here's a truck for you MF! LOL!

http://www.youtube.com/watch?feature=player_embedded&v=ouzOKAsMIZ8


With this statement of yours, are you suggesting that the 12R does not stop, turn or do anything worth a damn but accelerate in a strait line?!? No doubt that she is also a "fat girl" as you like to state. A short story.... I once had the privilege to observe an AMA class rider on my 12R during a practice session out here in Phoenix at Firebird east track. He proceeded to humiliate his fellow riders with what he referred to as "an aircraft carrier". Big, long with lots of firepower. He would routinely beep the horn at them mid corner to let them know that they were in his way and he was coming through. There was nothing they could do about it. Not a full race mind you, but a clear demonstration that heft is not always detrimental and firepower IS intimidating. He could more than make up for some corner entry with strait line acceleration

The 12R's "perfect" motorcycle geometry allows it to handle very good for it size and weight. (mine is 520 street trim and 500 track) Another example.... A close fiend of mine rode a 04' 10R. We rode many times together in a variety of conditions including track days. With riding skills being equal, the 10R did not have anything on the 12R in real world conditions. If anything, he had to add a damper to calm down the steering. He also had high speed stability issues with it. In outright acceleration, the 10R had midrange punch that matched the 12R. Launch?!? Wheelie prone... Top speeds (above 120)?!? Fell behind every time.
Sometimes overall weight does not hamper a motorcycles performance once it's moving. Maybe in corner entry and outright grip, but mid-corner stability and torque on exit make up for that.
Keep in mind, both of our bikes had real world bolt on's at the time. The kind that the majority of riders would put on or even remove. Nothing like the 10R you are referring to in this topic.

This H2 is going to be an evil monster. I'm sure it will humble many motorcyclists.....
Kawasaki did not make this machine to not work or not have balance.

Cheers



Short answer is yes..

Are you suggesting a 12R is remotely close to the handling of a 10R? I don't know where on the planet you are but as an owner of a 12R, 10R both NOT the one I currently have my original 05 made the same Hp as my 12R both made 174 Hp SAE. Be it the 10R had a head and an intake came along with a few other things I done myself inside the combustion chambers but the 10R would GUT the 12R in any competition between the two. It out ran, out handled, out braked, just out performed it everywhere and it was the weight that made the difference. The 12R had 20 ft pounds of torque on the little motor but that never came into play EVER.. It's all a matter of prospective I suppose... Meaning before I owned the 10R I thought the 12R was a rocket that handled like a razor! I was thrilled with it's fat ass... After the 10R I had to look at the thing a lot different... I still love my 12R and in fact I'm also dead in the middle of building it to a spec higher than the 10R but it's been a very long slow and expensive process since I've had to have every part made damn near one off for it right down to the molds for it to have a Carbon/ Kevlar body.. No one makes anything for a 12R anymore.. I think it's the best motorcycle Kawasaki has ever built personally and I always wondered what one would be like at 400 pounds so I decided to find out.. It's actually my bike the 10R is something I'm doing for Joy. Now if I could only clone myself all this work could get done.. There's the real problem not enough time for one man to get it all done...

I would have loved this H2 concept and in fact bought one but I'm not about to pay 25K and spend another 20 K fixing the weight problems that Kawasaki should have fixed in the first place.. What's the point? But there's guys out there that just have to own the worlds first supercharged super bike which this isn't by the way.. All those turbo bikes built way back when are technically supercharged bikes.. Still forced induction and forced induction can be intoxicating at times but frustrating more times than not.. Detonation and all the associated problems that come with a package like that are enough to make anyone that's experienced it before second think their choice.. I'm sure Kawasaki has electronics to stop all that but the process of doing that kills the power big time,,,, can't have both... With forced induction it's either on the edge of breaking or it's knocking ignition timing out to save the pistons from holes!! Either or
____________
There's no such thing as a motor with no more power to give only people with no more intelligence to get it

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