Some motorcycles had familiarized even reached the stage of madness. The Kawasaki Ninja H2R goes beyond all of that. With this totally surreal sportswoman, Akashi’s firm dares to market a crazy machine. A radical sportswoman far more powerful than a MotoGP machine !
326 horses !!! In dynamics under the effect of forced air – 210 in static! A real dragster! A rocket ! Something sick. The H2R is so crazy that it will be reserved for use on the circuit (a wiser H2 version, amputated by a hundred horsepower, is there to support it on the road). Kawasaki installed in the H2R a 4-cylinder 998 cm3 boosted by a specific compressor – enough to offer extraordinary acceleration.
This motorcycle could cause fear, indignation, the ode of dementia. It is above all a fascination that she exercises. Its strange design contributes a little, its engine totally. How did Kawasaki split with such power? Let’s discover the guts of this racing car capable of exceeding 350 km / h. Even to post the 400 km / h – the driver Kenan Sofuoglu did it superbly on his native land.
For once, the most exciting part of a motorcycle is not its engine but here the compressor. Kawa has united the efforts of its Motorcycle, Aerospace, Gas Turbines and Internal Technologies divisions to develop this motorcycle. One of the interests of this kind of overeating is the response time. Unlike a turbo which uses the energy of the exhaust gases and must undergo the resulting inertia, the compressor is directly driven by the engine. So it starts to grow very early, until it goes completely crazy. An epicyclic type gearïdal drives a turbine machined from a block of aluminum. A real small piece of goldsmith’s work of 69 mm, equipped with 12 pallets at its base and 6 at its end. The gear train multiplies its rotational speed by 9.2. So, when the vilo is at the cleat of the engine speed, ie 14,000 rpm, the propeller swirls at 130,000 rpm !!! Imagine that this winged top, as large as a can of Coke, then swings more than 200 liters of air per second. The air pressure coming out of it can reach 2.4 times the outside pressure. You surprise me that the engine is breathing heavily. Two carbon ducts (only one on the H2) bring fresh air to the compressor. Once compressed, it passes through a 6 liter air box made of aluminum. The concern for sealing is much more essential here than for a motorcycle with atmospheric efficiency..
The mill must take in the exceptional power it produces. It was therefore designed to be twice as resistant as a sports 1000. The compression ratio in the cylinders is singularly low, barely 8.3: 1 – this is often the case with supercharged engines. This is then largely compensated by the air pressure flowing through the ducts.
There are a lot of special parts in this engine. One would have thought that titanium would be used for the valves. But no. The admission ones use steel; the exhaust ones are a mixture of Inconel, an alloy with very high thermal resistance, and steel capable of withstanding high temperatures. Their clearance is defined by shims of 0.025 mm, which is twice as precise as standard shims. The pistons are cast by a special process giving them great resistance and the weight of forged models.
Engineers would love to detail everything in there for 4 hours. Let us rather retain the set of double injectors, the high pressure gasoline pump, the more precise and faster clutch gearbox, the clutch with torque limiter to collect the force feedback from the rear wheel, and the minimalist silencer. . Freed from the constraints of road use, the titanium megaphone can fully express itself. At once bestial, deafening and incredibly ferocious.
Pushing a motorcycle to a third of the speed of sound requires special aerodynamic treatment. Kawasaki grafted on the carbon fairing two pairs of fins in order to generate more downforce on the front of the H2R. It is the aerospace division of the manufacturer which took care of the design of the casing. Its skin enjoys another privilege than its material. It is covered with a very special paint reacting to light. Depending on how you look at it, the dress changes from deep black to a real silver mirror. Below, the technique continues for the pleasure and rigor of an extraordinary design.
Technically, the Ninja H2R is based on a new and surprising steel tube frame. Kawa is more familiar, like all Japanese, with a double perimeter aluminum spar. Rare exceptions: the ZX-12R, ZZR 1400 and 1400 GTR with a monocoque structure. Thanks to its highly studied tubular profile, this frame offers the desired rigidity in strategic places, but this design is above all decisive for removing heat from the engine. With all the watts it can spit out, it is important not that the calories remain locked around under penalty of transforming the H2R into a pressurized oven..
Would we find Öhlins for the fork? No, Akashi’s company preferred to install a 43mm Kayaba AOS-II inverted fork. With its separate air and oil cartridges, its anti-friction DLC coating on the dip tubes and its panoply of adjustments (compression – rebound – preload), it can boast of a behavior to match the performance of the machine.
The stern is also an exceptional case … for the brand. Not for the shock absorber, also supplied by Kayaba. Do not neglect him, it is he who will take care of working the rear section under the onslaught of the breaking wave.
No, in fact, this is the first Kawasaki to receive a single-sided arm. A superb piece holding a very nice shuriken rim. As for the brakes, it could not be other than to take Brembo gear. Two 330 mm discs are clamped by M50 monobloc calipers with radial mounting. The master cylinder is also radial and also signed Brembo. The rear is provided by a 2 piston caliper taking care of a 250mm disc.
Let us conclude this technical aspect with the tires. There aren’t many that can keep up with the insane fieryness of H2R. This will be the hard job of the Bridgestone V01. Superbike tires cutting 120/600 – 17 and 190/650 – 17.
Against all expectations, an H2R is not exactly light. No less than 216 kilos once the belly is full. With this weight, design and geometry, this Ninja will not be as efficient as a hypersport on circuit. But that is not its goal. She just wants to atomize everything that rolls. And she does.
Taking control of an H2R could be like getting stuck in a fighter plane. The bike can also stand up to it on take off. Seize the moment, get in the saddle, enjoy a ray of sunshine on the Kawasaki River Mark logo (and not that of Kawasaki motorcycles) and settle into a saddle / footrest / handlebar triangle not so radical as that. Very sporty certainly, but less than on a ZX-10R. The single-seater seat is embedded in a structure that allows the seat to be retained when it is shifted by speed. The hip supports placed on either side of the saddle are adjustable by 15 mm. The moment has come to start the beast, to bring a high-tech dashboard to life. A digital window grouping the on-board data (speed, gear engaged, compressor activation pictograms, consumption, temperature, etc.) is bitten by a large astonishing tachometer. The engine speed digits only light up as the needle reaches them. And she crosses them quickly. A symbol crown (neutral, oil indicator, piloting assistance, reserve, and others) completes the unit. This handset is only the door to a world where electronics reign over driving. Luckily, seeing the bomb we’re sitting on.
The 1000 H2R is copiously equipped, with a shifter, an electronic steering damper Öhlins and in-house pilot control solutions.
– The 9-stage KTRC traction control maximizes traction and acceleration while allowing a certain level of slip depending on driving conditions. It calms the engine if necessary and above all analyzes its environment all the time. Thus, it takes into account different factors for "to predict" when motor skills are going to be damaged. What allows him to manage "in advance" power distribution.
– The KLCM departure aid allows cannon departures, according to 3 modes. It is deactivated when passing 150 km / h or when passing the 3.
– The anti-lock KIBS brakes. As its name suggests, it prevents the wheels from locking during hard braking or in questionable conditions. It also prevents the rear axle from rising, decreases the rebound phenomenon, and allows better control of the rear brake by taking into account the action of the counter torque..
– The KEBC engine brake control allows you to choose a certain level of its action.
All this on the supervision of the KCMF. It monitors engine and chassis parameters throughout the turn (entry, chord point, exit), modulating braking force and engine power in order to smooth the acceleration / braking transition, and then reset. throttle, thus helping the pilot to best follow the desired trajectory throughout the turn.
The price to access this prodigious motorcycle is delusional. Already allowing to select its customers, to prohibit its piloting with the hot heads, and is justified by its exceptional dimension. If it is twice that of the civilian H2 and displaying the triple of a hypersport, it is however not so extravagant if we compare it to some MV-Agusta or luxury productions (Scotland, Bimota , NCR, …). A price that does not really have any consideration when you think of the machine created by Kawasaki. The only production motorcycle capable of stunning the most extreme power fantasies. The ultimate missile, devouring 1 km in 11 sec !
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Model marketed in
400 km / h
The technical aspect
Kawasaki NINJA H2R 2015
- Tank: 17 liters
- Width: 770 mm
- Height: 1160 mm
- Wheelbase: 1,450 mm
- Operating weight: 216 kg
- Train before
- secondary by chain
- Rear axle
(76 x 55 mm)
at 14,000 rpm
at 12,500 rpm