Comparo 600 hp: Ninja H2 Vs Panigale 1299 S Vs Hayabusa
With its supercharged 200 hp 4-legged, the spectacular Kawasaki H2 is a “ K ” apart, between hypersport and hyper-road. To better understand it, MNC opposed it to the Ducati Panigale 1299 S and Suzuki Hayabusa. Comparo under high (com) pressure !
Kawasaki compresses the competition !
Passing behind the handlebars of three "monsters" of this type is not without triggering a certain emotion, mixed with a legitimate touch of apprehension. The raw power released by their lines impresses: to ride the 1299 Panigale S, the H2 and the Hayabusa is to touch an extreme form of motorcycle performance. And that, casually, it makes you a biker !
Unsurprisingly, the Italian turns out to be the most radical: the Panigale has authentic pistarde genes … as well as their many "genes"! Its high saddle (830 mm against 825 for the H2 and 805 for the Hayabusa) has the width and consistency of a battery, while its low and widely spaced half-handlebars break the wrists. And the legs? They are badly folded, in a "natural" position to extend the knee of course. !
This ergonomics handicaps the maneuvers, already not easy to achieve due to a measured turning diameter of 7.25 m (against 6.42 m for the H2 and 6.10 m for the Hayabusa). Its "manly" clutch does not make things any easier: that of the Suzuki in comparison evokes a lump of butter! The lever of the H2 also has a sporty feel, but is more progressive than its alter ego of Bologna.
The mechanical roughness of the Panigale confirms its lack of connections with urban travel: the twin knocks under 2,500 rpm until third and requires 500 more turns on the last report. That is a minimum of 90 km / h to drive smoothly in 6th! Beside, the two Japanese play it "velvet 4-legged" by relaunching without a bump in sixth at 50 km / h, at 1750 rpm on the Suzuki and 2000 on the Kawasaki.
The Hayabusa takes the advantage over the H2 in terms of engine pleasure not by its superior elasticity – the two are on an equal footing – but thanks to its better controlled vibrations (the Kawa sizzles unpleasantly at 6000 rpm and the Ducat ‘ vibrates generously at all speeds). Its injection is also perfectly calibrated, without any jolts. The ride-by-wire of the H2 lacks progressiveness, like that of the Panigale.
Progress is not always good: better a "good old" accelerator cable than a perfectible potentiometer! Things are getting better by selecting the "Rain" maps, but the power distribution is seriously smoothed out on the Ducati and downright castrated on the Kawasaki. Not very useful, even frustrating … except when it rains !
The Hayabusa drives the point home with a less demanding stance and a remarkably comfortable saddle for the genre. If the pilot has more space on board and is not so "broken", he must however deal with a long and pot-bellied tank (21 liters against 17 on his rivals) which spreads his legs and extends his arms. Beside, the Ducati passes for a 600 Supersport with its wasp waist and its devilish compactness, aided by a wheelbase contained at 1437 mm (against 1455 for the H2 and 1480 for the Hayabusa).
The half-handlebars of the Suzuki, whose handlebars are the most closed, are located very far in front: as a result, the chest tilts generously to grip the handles, significantly straining the lumbar region over the long term. At least at legal speed: in "TGV" mode, the air pressure relieves the pressure, making this "dab" position almost pleasant. !
This elongated posture confirms this motorcycle’s vocation as a speed record tracker: the helmet naturally takes shelter behind its protective windshield – especially the optional high model at € 76 tested here -, the rider’s back then forming a real physical junction between the screen and the profiled rear shell (passenger seat, also rather comfortable and supplied as standard).
The Kawasaki takes again for its part the Superbike codes: firm saddle, succinct protection (the Ducati does much better), low handlebars and high perched footrests. In this, the H2 is a true "Ninja", much more radical and uncomfortable than its cousin ZZR1400. An interesting observation about its positioning in motorcycle production in general, and that of Kawasaki in particular…
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