On the vast majority of motorcycles, when you turn the right grip you are fully aware of what is going to happen and you dose accordingly. On the other hand, on the Kawasaki 1000 H2, the simple fact of looking at this same handle causes a clear tension of the spine.. Because those who have tried it know that it is the door open to high voltage shoots. Live tilt, extraball and super jackpot. For the fools, there is also the H2R to go in pursuit of the Rafale.
Both are appreciated in single-seater. But Kawasaki thought that the H2 could open up to other dimensions. That of tourism, for example. And why not take a passenger. The kind of ideas that usually take you straight to the shrink cabinet. Except that we are at Kawa, those who made a production motorcycle that runs at 400 km / h. So to put the 1000 H2 SX into production and sale, you just had to have the desire and put the engineers back to work..
Turning the H2 into a sport-GT is a bit like putting a stick of dynamite in the family station wagon. We know that it will take us far and that it can blow our heads on demand.
Explosive, intoxicating and sensational, the 4-cylinder compressor could not be grafted as it is in a touring version, however sporty it may be. He had to be made more … benevolent.
And the work was dense, based on the supercharged 998cc. The manufacturer has revised the intake, pistons, cylinder head, camshafts, crankshaft, injection butterflies. The compression ratio is increased (8.5 -> 11.2: 1), we overhaul the exhaust system, we adjust the gear ratios and we gain weight. Engine and exhaust included announce 3 kilos less. But we will be more interested in the muscles of this mechanism. Although "civilized" for road use, the block of the H2 SX comes out as many nags as the H2, i.e. 200 hp in static and 210 hp in dynamic and balances even more torque, with a peak of 14 mkg.
When it was released, the H2 surprised a lot. By its compressor but also by the adoption of a tubular steel trellis frame. Japanese heavy-caliber machines are almost all equipped with a double aluminum perimeter spar frame. For the H2 SX, the structure is slightly modified but keeps the same principle of construction. The rear buckle is much stronger, to support a crew of 195 kilos. The peripherals are designed to handle the load and ensure high efficiency. However a tone below the H2. Logically, the latter plays in a much more violent register. For the SX (for the H2), a 43mm inverted fork, 4-piston Kawasaki branded radial calipers (Brembo M50), fully adjustable suspensions (shock absorber) Öhlins), a 190 (200mm) rear tire, stiffer chassis and a 25mm extended wheelbase. A plus for stability, and essential because the bike is supposed to wind at high speed for an indefinite time. Good news, the single-sided and the superb star rim are preserved. Another good news is that consumption is on the decline; a real relief, because the H2 bottles in high doses. Still good news, the silencer is much smaller and less ugly than that of the sports car. Bad news, the weight of this sport-GT is up to its size. With 260 kilos fully loaded, we are in the field of the heavy cruiser, not the sparkling roadster. But…
But we are going to put things into perspective. The H2 SX is not light, it is undeniable. The H2, on which it relies, is not either. And in the Sport-GT category, we’ve never been slim. An 800 VFR? 243 kilos. A ZZR? 268 kgs. A Hayabusa? 252 kgs. And equipment side, with what it embeds, we understand that it is not only the tachometer needle that likes the right side.
You saw the craft! You can imagine that he plays neither in finesse nor in discretion. The design of the H2 SX is intended to shock, challenge, mark, lower do to those who are in front. A rhino of the road, which nothing stops once started (except the brakes). Visual feelings will be enthusiastic or sour, but neither mitigated nor hesitant. Either you like it, or you stack it, but in any case, she’s apostrophe you. The two-tone color goes very well and ensures a quality impression. The front headlight has developed, but it’s the side optics that catch the eye. They are drawn to bends. They inaugurate the first adaptive lighting at Kawa. Each block contains 3 LEDs which light up progressively depending on the angle taken.
This allows us to continue on the heavy endowment in electronics of the H2 SX. We have just seen that it offers the preview of curved lighting. And that’s not all. It also has the premiere of a full color TFT instrument panel. The best place is always for a needle counter for engine speed. Which is partly nibbled by the digital screen. Two types of display are available: Touring or Sport, depending on the mood.
More than a Sport-GT, the turbine SX represents a showcase for Kawa. It must therefore embark the top of technological evolution. Especially since she has no choice. You can’t be one of the few supercharged motorcycles on the market and be poor in electronics.
The KIBS (Kawa’s intelligent anti-lock braking system), the KTRC 3-mode traction control, the KLCM standing start assistant, the KEBC engine brake control, the 3 full power modes – answer the call. Middle – Low, IMU inertial unit, cruise control, Up shifter&Down and … well no, no electronic suspensions. These are the privilege of the ZX-10R SE.
Despite all this technology, some simpler things will seem to you to be sometimes more essential. The anti-bowls, that will save your bones and the fairing. But on a daily basis, unexpectedly, we will appreciate the central stand for chain lubrication and maintenance operations, the high screen which protects the cervicals, the high half-handlebars which relieves the pilot, the 12V socket to charge GPS, smartphone and various toys, the remote dial for adjusting the rear shock absorber, the best steering angle, the saddle adjustable to two heights, the heated handles, and the suitcases for …. oh no, they are in option, fixing in the slots perfectly integrated in the back shell. Let’s finish the on-board equipment by mentioning the protections for the tank and the knee pads.
One would be tempted to ask the question. But why a 200 horsepower H2 SX when the ZZR 1400 delivers the same horsepower? Because the two monsters don’t play exactly in the same segment. With the compressor, the H2 offers a behavior clearly distinct from other motorcycles. A muscle that stretches while the other mechanics lengthen. Not easy to design?!? Imagine swinging a large stone with your arm or with a slingshot. The point of impact may be the same but the impulse very different.
Set between the Z 1000 SX and theZZR 1400, The Ninja 1000 H2 SX SE offers a new take on high-speed touring. A mix of roads, turns, speed and hysteria. To share the H2 experience, Kawa could have added toe clips and an additional saddle. But was much further with the SX. An offbeat and striking machine, which is reserved for a certain clientele.
Note that the H2 SX also exists in a std version. It will not be imported into France, and that is understandable. Sad black color, much less equipment, less attractive set, this variant smells like a flop for our market.
M.B. – Builder media
What you must remember
Calculate the cost of
Test the price of the motorcycle insurance specialist
sure 11 notice
Model marketed in
about 300 km / h
The technical aspect
Kawasaki NINJA H2 SX SE 2018
- Tank: 19 liters
- Width: 775 mm
- Height: 1260 mm
- Wheelbase: 1,480 mm
- Operating weight: 260 kg
- Train before
- secondary by chain
- Rear axle
(76 x 55 mm)
at 11,000 rpm
at 9,500 rpm