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• Pure madness
• Close your eyes and go, my boy.
• Holla the forest fairy!
• ABS of the Kawasaki Ninja H2R regulates extremely late
• The ride of your lifetime?
• Technical data Kawasaki Ninja H2R
• judgment

Kawasaki

31 photos

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1/31
310 PS is an announcement. But how does it feel??

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2/31
The new Kayaba fork is fully adjustable.

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3/31
Necessary for the intrepid at the exit of a curve: the electronically controlled steering damper.

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4/31
The new Kayaba fork is fully adjustable.

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5/31
With the single swing arm, the cotter pin on the wheel nut is also history.

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6/31
While the manifold pipes shimmer, …

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7/31
… is hiding "Super charged"-Lettering in a green frame. The compressor of the H2 models …

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8/31
… is a joint project of all Kawasaki departments from motorcycle to aerospace.

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9/31
A conclusion:
The H2R is a unique motorcycle …

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10/31
With the H2R, Kawasaki shows what they can do and where the journey could go in the future.

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11/31
To do this, the ultra-hard throttle response should definitely be fixed, apart from that the H2R is surprisingly balanced.

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12/31
Another problem remains: …

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13/31
On which European racetracks can you still ride this mega-loud bike??

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In any case, the roadworthy H2 is available for off the racetrack.

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15/31
The cockpit, which is limited to the essentials, also shows the efficiency of the “booster”.

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16/31
Filigree optics, perfected down to the last detail: The frame ensures sufficient cooling of the motor and the necessary rigidity of the chassis.

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17/31
For the first time in a Kawasaki model: a single-sided swing arm.

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18/31
"madness", should be the answer.
A few figures: 998 cc, 310 hp, 165 Nm.

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19/31
And even more figures: 200 liters of air blow through the charger every second.

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20/31
Also not entirely unimportant: the H2R costs 50,000 euros.

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21/31
Despite carbon and a lot of fine material, the H2R still weighs 216 kg with a full tank.

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22/31
This makes it 22 kg lighter than its sister model H2, …

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23/31
… Nevertheless, you can feel the weight just when braking into the curve.

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24/31
It’s good that Kawasaki has installed a reliable braking system. It’s damn stable and the ABS regulates extremely late.

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25/31
Ultimately, however, the H2R is built for acceleration.

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26/31
The Kawa technicians also explain the hard throttle response accordingly: they swear that this would also be achieved more smoothly with supercharging, but they themselves because of the "Wow feeling" would have made a conscious decision for the driver.

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27/31
For the author it was more like a "wtf feeling"… But please.

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28/31
But the H2R reconciles with every acceleration out with its unique kick.

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29/31
With the last percent of self-protection in mind, you actually get what the slogan on the press kit promises:
The ride of your lifetime.

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30/31
For tall people, the single bench seat can be adjusted backwards by 15 millimeters.

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31/31
With 200 hp at 11,000 rpm instead of 310 hp at 14,000 rpm, 238 kg instead of 216 kg, tamer camshafts and a modified mapping. And also cheaper by half.

Kawasaki Ninja H2R in the PS driving report

Pure madness

Content of

Who has ever ridden two wheels with over 300 hp? This is pure madness! Everything in between feels more brutal than the 330 km / h top speed. The Kawasaki Ninja H2R in the PS driving report.

We really argued about this date in the editorial office. Sure, we’ve all ridden superbikes on all kinds of GP tracks, sometimes even with MotoGP cars. But over 300 hp and 165 Newton meters of torque – not even Márquez and Co. have ever experienced that here in Qatar. I now carry the long match around with me as a good luck charm. But I swallowed and for a moment I doubted whether it was really lucky when she did me Kawasaki Ninja H2R calls for the first ride with an infernal roar.

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Kawasaki Ninja H2R in the PS driving report
Pure madness

Ninja H2R on the handlebars, as if my soul were spread out before him. Briefly he turns the throttle again. The earth actually shakes, the leather of the actually well-sitting station wagon flutters. A strange chirping pushes through the earplugs, like the giggling of the incarnate. This is the compressor rotor rotating at supersonic speed. Thank goodness fresh Bridgestone V01 slicks are nicely preheated.

Close your eyes and go, my boy.

At the end of the pit exit, the time has come: the Kawasaki Ninja H2R immediately kicks off with a brave twist on the throttle, roaring its power so mercilessly into the desert heat of Qatar that all fingers feel prophylactically for the brake lever. And the long right-hand bend of the Loseil Circuit is about to begin. In which the black monster can be turned into with surprising ease. That may not be Superbike level now, but any big naked bike would be more unruly. The seating position is sporty, but still moderate. The Kawasaki ZX-10R, on the other hand, carries its stub ten millimeters lower, the pegs further back. 

The weight of the Kawasaki Ninja H2R is of course not to be underestimated at 216 kilograms despite the beautiful carbon and the finest material and you can feel it in push mode up to the apex of the curve, but the handling of this charged black devil is surprisingly good.

All tests and articles about the Kawasaki Ninja H2

Holla the forest fairy!

The filigree tubular space frame certainly contributes to this, on which every fine strut has its precisely balanced purpose in order to guarantee the highest possible rigidity and stability for the impressive performance data. The fact that it was a tubular frame and not a bridge frame like on the 10 is also due to the better cooling for the engine through as much airflow as possible. Now the short straight comes to a nasty left corner, I pull the throttle of the Kawasaki Ninja H2R and in the usual manner …

The Kawasaki Ninja H2R storms off again so brutally that an orderly braking and turning point is no longer possible. With a lot of pressure on the brakes, the beast can be caught just in time to grab the links without losing face. Quickly switch to the light and therefore terribly fast right bend – which is also easy – and fearlessly turn the throttle on the outside of the curbs. Madness! The Kawasaki catapults its rider forward so grossly, lifts the front wheel slightly – Baron von Munchhausen has to put his cannonball in for something like that, it’s all too real on the H2R. I have never experienced something like that. The fingers close convulsively around the handles, the balls of the balls brace themselves into the notches and the bottom slides into the great supportive seat cushion. “Unbelievable”, it shoots through your head, as the 300-, 200- and 100-meter signs whiz past as if in a fast search.

ABS of the Kawasaki Ninja H2R regulates extremely late

It’s good that the Kawasaki Ninja H2R has got a reliable braking system. The manufacturing tolerances, said Kawasaki spokesman Martin Lambert, have been reduced again at Brembo for the H2 selection. The brake is not as brutally snappy as on a Ducati Panigale, for example, but it is damn stable and the ABS regulates extremely late.

The dampers of the Kawasaki Ninja H2R are also suitable. The Kayaba fork skilfully supports itself against the hard braking attacks, while the shock absorber braces itself against the force in the drive train, mainly when accelerating out, and ensures relatively wobbly intermediate sprints. The chassis has hardly anything else to do on the flat course, nasty blows or undulating surfaces are not an issue in the emirate.

Kawasaki

Every wing and every edge is sorely needed so that the H2R does not take off.

Now we are in the middle of the confusing meander of the Qatar slope. Everything looks the same somehow, it goes right, then left again, and then right again. Only the radii change, which is not really visible at the entrance to the curve. In addition, everything is very flat, there are hardly any landmarks. And if that wasn’t enough work, the hard throttle response of the Kawasaki Ninja H2R doesn’t make it any easier. If you take your foot off the gas, you will experience such a jolt at the finest turn that the line is quickly in the bucket. The H2R does a lot better than its street-legal H2 sister, but the phenomenon is a bit too much for it too. When asked, the Japanese technicians swear that this could also be achieved more smoothly with supercharging, but they consciously chose it because of the “wow feeling” for the driver. For me it was more of a “wtf feeling”, but please.

With every acceleration out and on the short sprint sections, the Kawasaki Ninja H2R reconciles this flaw with its unique kick. When the intake air flows through both trunks in the R version and, in contrast to the H2, sharper cams, the higher compression and a changed mapping do their job, then the space-time continuum shifts and it becomes apparent: Exactly for this feeling the 50,000 euro cannon was built. 200 liters of air blow through the charger every second – no eye stays dry.

The ride of your lifetime?

At the latest on the one kilometer long home straight, the Kawasaki Ninja H2R shows why the Kawasaki designers had so little design freedom and why every wing and every edge are sorely needed to prevent this bird from taking off. The gears can be stepped effortlessly using the automatic gearshift. The driver can ideally duck behind the fairing. Then the hurricane breaks out. In the cockpit, the boost display rises to a maximum of four symbols, but you shouldn’t indulge in this sight for too long, because the 250 km / h limit is broken in no time. Then the speedometer reads 300 – the finish line has just been reached. In front of the braking point we are at almost 330 km / h.

The Kawasaki Ninja H2R is so fed up that the absolute top speed is not that impressive. This experience really only reaches deep into your mind when you brake. Anyone who emerges from the disguise and resolutely reaches into the stoppers, while still seeing the lawn carpet and the gravel bed behind it flying towards you at mad speed, really knows how to estimate 330 km / h on a two-wheeler.

And then it’s back to the next lap, you get used to the route and the uniqueness of the bike. Soon I am drifting out of the corners with the finely regulated TC, the front wheel moderately lifting into the air. However, neither TC nor wheelie control offer ultimate security against highsiders and rollover. The brutal violence of the Kawasaki Ninja H2R should still be tamed with your right hand and a cool head, because the Kawa system is almost five years old and will probably only be updated in the next ZX-10R. But with the last percent of self-protection in mind, the H2R is actually what the slogan on the press kit promises: The Ride of your Lifetime.

Technical data Kawasaki Ninja H2R

Kawasaki

310 hp at 216 kg. Even with the driver, there is still 1 hp per kilogram.

Kawasaki Ninja H2R

DRIVE

Four-cylinder in-line engine with compressor, four valves / cylinder, 228 kW (310 hp) at 14,000 / min, 165 Nm at 12,500 / min, 998 cm³, bore / stroke: 76.0 / 55.0 mm, compression: 8.3 : 1, ignition / injection system, 50 mm throttle bodies, hydraulically operated multi-disc oil bath slipper clutch, six-speed gearbox, chain

LANDING GEAR

Steel tubular space frame, steering head angle: 64.9 degrees, caster: 108 mm, wheelbase: 1450 mm, inner fork tube Ø: 43 mm, spring travel from / h .: 120/135 mm

WHEELS AND BRAKES

 Cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/60 ZR 17, rear: 190/65 ZR 17, 330 mm double disc brake with four-piston floating calipers at the front, 250 mm single disc with two-piston fixed caliper at the rear , SECTION

WEIGHT

216 kg (full tank), tank capacity: 17 liters super

BASIC PRICE

 50,000 euros (plus ancillary costs)

judgment

31 photos

Pictures: Kawasaki Ninja H2R in the PS driving report

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Kawasaki Ninja H2 R sales in Germany

1000PS marketplace app

who "save up" can also use a normal H2.

An exclusive motorcycle like the Kawasaki Ninja H2 R is definitely not a motorcycle for bargain hunters. Nevertheless, it is surprising that a handful of copies are offered on the used market. If you are looking for similar compressor fun, you can only grab normal H2. Here are the current prices: used Kawasaki Ninja H2 and H2 R in Germany.

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