TRACK TEST: KAWASAKI NINJA H2 & H2R

We ride the 300hp Ninja H2R and the H2 in Sepang International Circuit, and we loved every second of it.

A class of it own .
Super charged , super fast and super stylish. Imagine a Lamboghini on two wheels.

We finally get to track test the 2015 Ninja H2R, the most powerful motorcycle ever produced, earth moving 300hp machine from Kawasaki Motors Malaysia at the Sepang International Circuit. We got to ride the both road legal H2 and the track only H2R but the H2R which left us breathless after our 5 plus another 3 for video laps around SIC.

Kawasaki has a proud performance heritage and is not one to shy from pushing boundaries. we could always count on a brass-knuckles counter punch from Kawasaki, a company with strong technological roots in aerospace and high-speed rail to name just a few of Kawasaki Heavy Industries fields of innovation, to come out something that is beyond believe.

The pre-ride tech brief offered a recap of key features and details covered by Bike Art Chief Crew En. Zamani to the Malaysian Media, the test of H2 was controlled as we were paired two by two in session drawn by balloting. The H2 was for all to test ride and few selected journalist will get to have a go on the H2R.

Along with the divulged power output, I also learned that few internal engine differences exist between the models. These amount to cam profiles, head gasket (the H2R has a lower compression ratio) and two additional plates in the R’s clutch. This, along with model-specific exhaust and ECU mapping, accounts for the difference in power character and peak output.

Wrapped in sexy carbon-fiber bodywork, the H2R looked and sounded menacing as our assigned Kawasaki crew warmed the bike in the pit garage for the noon sessions. Its lightweight titanium exhaust emits an ear-splitting shriek with every quick blip of throttle followed with a compressor chirp sound when the throttle is snapped shut again. In turn 3 when your leaning angle toward the right side next to the titanium exhaust, you can clearly hear the roar of this mind blowing machine.      

Both the H2 models use the same electronic rider support suite consisting of KTRC (Kawasaki TRaction Control) and KIBS (Kawasaki Intelligent anti-lock Brake System) based on that of the ZX10R. Expanding on this is KEBC (Kawasaki Engine Brake Control) and KLCM (Kawasaki Launch Control Mode), the latter having three settings offering a progressively greater level of intrusion controlling wheelspin and wheelies while allowing the rider to launch from a stop with the throttle held wide open.

The R allows disabling the rear (or both front and rear) anti-lock. Having felt no ill effect on the rare occasion I invoked ABS aboard the H2 (feeling a subtle pulse in the lever without any freewheeling), I left the R’s system on as well. And with the message driven home that stopping on the circuit or exceeding the 60km pit-lane speed limit would result in immediate ejection, I didn’t sample the KLCM feature. I tried both engine brake options, and the light setting was preferable on both bikes. Same for KTRC. I settled into the least intrusive number 1-minus setting to loosen the reins on these supercharged stallions.

Riders who feel they don’t need no stinkin’ electronics may want to reconsider here. While I look forward to straight-line testing the H2R at speed over 300km/h, i think i joined the 350km/h club at the SIC back straight. Even at lower settings (less intrusion), it doesn’t take much throttle to trigger the TC while cornering. The flickering yellow KTRC indicator light on the dash as the test bike was on TC3.

Even with KTRC covering my back, I paid the R due respect with smooth throttle application off corners. The slip ’n grip exit drives it’s capable of producing are the closest most of us can come to experiencing the sensation of a WSBK corner exit. While the 238kg H2R is no match for true superbike weight, the handling, was like a supersport 600cc bike, the feedback in corners was notably better than the H2, with less fore-aft pitch. Geared taller with two less teeth at the rear, and given the R’s more peaky state of tune, I found it necessary to run a gear lower through certain corners of the circuit. The payoff came when letting it sing to redline up the front straight.

On throttle from the heart of the final corner, I could feel the rear Bridgestone Battlax V01 racing slick break loose and hook up, catapulting the bike forward with TC tempering its desire to wheelie well into fourth gear. As I flashed past start/finish in top cog, the H2R’s digital speedometer continued to climb as I held the throttle pinned deep as I dared. On my best lap, it registered well over 340km/h with about 1,500 revs to spare. Lap after lap as I popped up from behind the windscreen into the fierce wind blast, I marveled at the power and consistency of the cast monobloc Brembo calipers and the 330mm rotors. Incredible strides have been achieved in acceleration and braking. 

At RM150k  for the Kawasaki Ninja H2 and RM296k for the Ninja H2R, experiencing such mind-blowing thrills is obtainable if not cheap.

2015 Kawasaki Ninja H2 and H2R

Built as a race-only bike, the H2R is said to produce a whooping 300hp max–straight off the showroom floor–with a supercharged 998cc, inline-4 cylinder. No signals or mirrors and full-slicks, 120/600 R17 up front and 190/650 R17 in the back, the H2R is only designed for the race track.

As for the H2, the aggressive looks and style will definitely will be an eye catcher when your riding it on the the streets. Looks like a Lamboghini on two wheels.

Horsepower

We didn’t think we’d see a 300hp motorcycle, but the H2R is living up to its hype. This power number makes the Ninja H2R the highest-horespower motorcycle ever manufactured, beating out Kawasaki’s own ZX-14R. We are sure of the power output of the H2 street-version is 200hp with standard road legal exhaust still but we’d bet those power numbers will also beat out the ZX-14R.

The all-new supercharger was built and designed in house with help from Kawasaki’s Gas Turbine Machinery Company, Aerospace Company and Corporate Technology Division. This bike is meant to show off the capability of such a big company like Kawasaki and prove to the general public what their R and production is capable of.

Chassis

As for the chassis, that’s an engineering feet unto itself. The bike is designed for high-speed riding, but according to Kawasaki they also wanted it to handle. They sacrificed a long wheelbase for handling purposes, as a longer wheelbase would normally help with high-speed stability. Instead they focused heavily on the aerodynamics to make up the difference.

An all-new stiff trellis frame, “provided both the strength to harness the incredible power of the supercharged engine, and balanced flex to help stability for high-speed competition riding.” It takes a lot to keep a 300hp engine in place while maintaining rigidity, but it sounds like this chassis will do the job.

Kawasaki says that the carbon-fiber upper and lower winglets and aero work are a part of the “Intense-Force Design” along with the air ducting that feeds the supercharger. Designed with help from Kawasaki’s Aerospace Company, the winglets increased stability in the ultra-high speed range and were critical to the motorcycle’s overall design.

Finishing out the details, the tank is a black chrome and the trellis frame is in Kawasaki green, naturally.

Kawasaki set out to build the fastest accelerating bike in the world and therefore produced the most powerful. “The kind of acceleration no rider has experienced before” is Kawasaki’s tag line for the H2.

NOTES

1. The Ninja H2R is a closed-course model; not be ridden on public roads

2. The Ninja H2R is a mass-production model

3. The street model (Ninja H2) are on sale at selected authorized Kawasaki Dealers

Thanks to Kawasaki Motors Malaysia .
Let’s the good time roll !

H2-RM153900 (200 bhp )
H2R-RM259900 (300bhp)

 Photo Credits: Yusri Yuzzro