Kawasaki Z H2 motorcycle test

Menus

• Revelation 998
• 4-cylinder compressor, 998 cm3, 200 hp, 137 Nm of torque, 239 kg, 17,099 euros
• Discovery
• On circuit
• On the oval of Las Vegas Motor Speedway !
• On the highway
• On departmental
• Part-cycle
• Braking
• Kawasaki Z H2 video test
• Conclusion

Revelation 998

4-cylinder compressor, 998 cm3, 200 hp, 137 Nm of torque, 239 kg, 17,099 euros

The Roadster era, a heated era in the motorcycle timeline, began in 1993 with the Ducati 900 Mostro, a lovely old lady who is now approaching the doors of collectors. The Triumph T 301 followed closely behind, a distant but elegant evocation of the cafe racers of the 60s. Then the tracksuit outclassed the leather, with the arrival of the Suzuki Bandit 600 in 1995. The race for the shallot s ‘is packed from there. 600 Hornet and Fazer, Z 1000 and Z 750, Speed ​​Triple etc. The roadsters are now spinning the sports train.

Kawasaki Z H2 test

The Kawasaki Z H2 push the plug further, the quest is endless. It uses the already legendary engine of the Ninja H2, the four-cylinder 998 cm3 compressed (supercharged). 200 hp at 11,000 rpm, 14 mkg of torque at 8,500 rpm, 239 kg all full. A blow to end "sequestered, gagged, tied up". The next Ducati Streetfighter V4 will be even stronger, 208 hp, a minimum, obviously. At this level, power remains a potential used as a foil. Because to exploit it, you will have to go through Cayenne or Sainte-Helène. Aware that the time has come for optimism, for frenzied positivism, I will stop there. The previous digression will serve me just as a reminder during the test drive.

Discovery

The Z H2’s engine is closer to that of the Ninja H2 SX, a kind of supersonic roadster, with which it shares the compressor. The roadster pulls shorter, two more teeth at the rear crown. Work on the intake (aluminum airbox, ducts) and the exhaust, tedious according to project leader Koji Ito, was undertaken to further promote maximum torque as early as possible on the curve. It’s not easy to adapt an engine designed to produce 320 hp on the H2R on a roadster intended for everyday use, a little crazy, but everyday nonetheless. Moreover on paper, we are already a little doubtful: you have to wait 8,500 rpm to reach the maximum torque of 14 mkg, or only 1,500 rpm before maximum power. But when we see the level of the maximum torque of the H2, 11,000 rpm, we understand a little better the work of the Kawa engineers. Mr Ito explains: “We had to keep the original crankcases and the compressor layout above the gearbox. To get maximum torque at lower revs, too many things would have had to be changed. »However, the principle of modularity of the H2 range supposes modifying the mechanical parts as little as possible..

The 4-cylinder engine of the Kawasaki Z H2

Injection parameters followed, such as ride by wire settings, to improve throttle response as much as possible. The plethora of hard core electronics will do the rest. No sheep grazing in this menagerie, only thoroughbreds under control. Let those who don’t like anti-madmen turn to pre-2010 bikes, less powerful but less suppressed by the audience. You cannot deprogram the ABS on the Z H2, Euro5 standards oblige (the Z H2 is currently Euro4 approved but is ready for Euro5), but the anti-slip system is erased, among its four modes, on the off.

The silencer of the Kawasaki Z H2

The frame was designed for the Z H2, still incorporating the attachment points of the engine casings. The steering column angle opens 2 ° more than on the H2. The steel tube trellis became, from the H2 then the Z 900, one of the Kawasaki signatures. In addition to aesthetics, it encircles the engine less and allows it to better release its calories. The compressed engine is not lacking…. The swinging arm, directly attached to the crankcases, is also specific to the roadster.

The tubular frame of the Kawasaki Z H2

The suspensions, Showa SFF-BP fork and Showa shock absorber, make some concessions to the top of the range, compared to those for example of a KTM Super Duke R 1290 (specific Ohlins) for example. The front brake is fitted with Brembo M4.32 monobloc calipers, controlled by a Nissin master cylinder, the best compromise according to Kawa.

The Kawasaki Z H2

There remains the weight, high. The 239 kg are due, says Mr Ito, to the compressor. However, it is not so much the weight of the system that is in question, but the potential it possesses. The 320 hp of the H2R requires super beefy crankcases, a solid crankshaft and connecting rods etc. Not to mention the thickness of the housings to contain noise, a concession made to the versions of the H2 R in the road version. However, the H2, H2 SX and Z H2 use the same mechanical bases as the H2R, with 100 hp less. This is the fault of common monster-based platforms, while others are less so. Finally, Kawa would have done well to release the Z H2 in 250 hp, just to land in Master of Power definitively. Another factor explaining the weight is the rear loop capable of supporting a passenger, which largely explains the lack of weight difference (only 1 kg) between a single-seater H2 and a Z H2.

Kawasaki Z H2

This technical overview completed, I must describe the context of the test. It draws the contours of an imaginary that Kawasaki would like to associate with the Supercharged roadster. The boundaries between the fictional and the real are gradually blurring, as Guy Debord magically anticipated..

The headlight of the Kawasaki Z H2

Las Vegas, Saturday evening, a troop of ten French people stroll, chin raised on the Strip, famous avenue of excess. Everything about it is gigantic, artificial, attractive and icy at the same time and that is what drives you crazy. We can tell that something is going wrong, but the absurdity of a possible criticism immediately jumps to the brain, which turns chopped steak. What does this have to do with the Z H2? Excess activity. All excesses are not created equal ….

The Z H2 is available in two colors

On circuit

I respect the chronological order of the test. It’s pretty crazy to discover the Z H2 on a small, flat, slightly bumpy track, devoid of any markings. The first contact calls for caution, the suspensions, the settings of which respect the origin, jiggle over mass transfers, bumps, the slight drop in the pit straight line. It stirs. The flexible motor, round before 6500 rpm, strong up to 8,500 rpm and then a balloon like the start of an MMA fight between 8,500 and 11,000 rpm, lets itself be controlled but tortures the shock absorber. Each time he came out of the curve, he crashed and returned the stresses to the excellent original Pirelli Diablo Rosso III, which took it but moaned. The guy is feeling a bit lonely. “When the 130 kilo guys say certain things, the 60 kilo guys listen to them. "

Z H2’s engine delivers 200 horsepower and 137 Nm of torque

Ditto for the fork under braking, too soft, which forces the ABS to trigger because you reach the end of the race and also returns the job to the front tire, the same Diablo. Some savings seem to have been made on the suspensions. The beard circuit, the Z H2 has other passions. Courageous on the part of Kawa to present this bike to us on a track that does not put it to its advantage, with the original tires, flexible regulated suspensions (they are adjustable at any point, with an adjustable arm for the fork in hydraulic and the other adjustable in spring) and heavy braking.

The Z H2 weighs 239 kg full facts

Another phenomenon perceived during this session, the rather low ground clearance with the lugs under the footrests. It rubs fast. Some even installed the exhaust.

On the oval of Las Vegas Motor Speedway !

To spin the Las Vegas metaphor, don’t fall asleep. After the circuit in the morning, the Z H2 will be tortured on the oval of Motor Speedway, which receives tests from Nascar. The idea is to spin like a fly in a pot, full force, for those who dare. The exercise is like nothing else.

Contrary to what you might imagine, on a small oval like this (2.4 km), you can’t stay full all the way, on the contrary. I took something like 260 km / h at the end of the straight line, I will be forgiven for not keeping my eyes on the speedometer…. In the two long left turns, the bike crashes and wiggles forward under acceleration. The gestures must be gentle, precise so as not to destabilize her. Kawa had set up a chicane in the pit straight, to avoid overheating the tires. Here again, the suspensions showed their limits, even firmed up (in prestressing and hydraulic). The four-cylinder proved its health at high speeds. From 6000 rpm, it loads, the effect of the compressor (driven by the crankshaft, it rotates constantly) is felt. It then intensifies, it grows severe up to 10,000 rpm.

Brembo M4.32 radial calipers and 320mm discs are there to stop the cavalry

After five or six turns, my neck stressed, eyes swollen, completely out of phase, I’m lost. Discovering the Z H2 in such unusual circumstances blurs the classic benchmarks. A small step for man, a big step for bestiality !

On the highway

Icy side wind, 110 km / h stabilized, asphalt scratched with coarse grooves, something must have happened overnight from Monday to Tuesday. On American roads, you must not move an ear. The dreams of the day before have vanished. They gave in to reality, which was ultimately superb. On either side of Highway 15 stretches endlessly, just covered with sand and rock or those small bushes typical of American deserts. Nature, excluded from the city center, reigns there. And she’s got a hell of a peach this morning. The motorcycles, driven by the wind, take 10 ° degrees of angle in a straight line. The most fragile of the neck lie down on the tank. Among the electronic equipment, cruise control, as standard. Why not. Anyone surprised that the Z H2 doesn’t thrive here? Cool trick, the saddle long and wide enough to vary the positions.

The tank of the Z H2 offers a capacity of 19 liters

On departmental

Entering the Valley of Fire, one of the most beautiful places in the world, even though I’ve never been around the world. Beauty cannot be discussed. National park, entrances and exits of the natural monument are supervised, the maximum speed on the small roads which have slipped there is limited to 25 mph, 40 km / h…. which allow talking about driving position. The handlebars are not too wide, the saddle a little stiff, the legs reasonably bent, the saddle / handlebar / footrest triangulation is healthy, it does not presuppose intense pain. The mirrors are readable, the dashboard too, its information easy to scroll.

Kawasaki Z H2 test drive on roads around Las Vegas

I am today in Road mode (the day before in Sport, there is also the Rain), the response to the throttle has softened compared to the Sport, the revs are sluggish over my wrist blocked by fear , but cops this time. This will often happen with the Z H2, as with all roadsters that have set 200 nags as a lifeline..

The Showa SFF-BP inverted fork works on 120 mm

In the few tight corners, the Kawa handles healthily, surprisingly agile even considering its weight and 190 wide rear tire (luckily it’s not a 200). It drives from the footrests more than from the handlebars, sensitive to too sharp thrusts. The front end, devoid of steering damper, is a bit sharp. The Z H2’s wheelbase (1,455mm) has been shortened compared to the H 2 SX, with its shorter swingarm. This exercise assumed better quality suspensions. Here again, they are flexible and not very sensitive to settings. On heavy braking, I can still trigger the ABS. The shock absorber sometimes destabilizes the bike, with little angle, on the bumps of the drops in the Valley of Fire.

The 17-inch rims are fitted with Pirelli Diablo Rosso III tires

Back to the crazy city, a national with long rows showed that the Z H2 likes airy spaces, where we take advantage of the trunk of its flexible engine at the bottom and really hairy from 6500 rpm. I’m curious to try it anyway on the Morvan, Auvergne, Vosges or Corrèze streamers. One thing is certain, it does not have the rigor and precision of a KTM 1290 Super Duke R sold for the same price.

Part-cycle

Only the suspensions show their limits on the Z H2. The overall geometry does not suffer from criticism, the bike is healthy, agile, stable if nothing is touched in the corners. She does not like imprecise, somewhat forced entries, so she tends to widen the trajectory.

The inverted fork of the Kawasaki Z H2

Braking

The feeling of the front axle makes it possible to effectively dose the power of the mixed Brembo (calipers) and Nissin (master cylinder) braking. Once again, we quickly stumble on ABS, flexible fork obliges. The rear brake just slows down the bike and also triggers the ABS very quickly.

Kawasaki Z H2 Brembo calipers

Kawasaki Z H2 video test

Conclusion

“The biker gang will know how to remain original! », Quote from the group Stupeflip which seems to me to stick to the Z H2. It’s good that builders are capable of such inheritance in such a confined world. It doesn’t matter if the potency remains only a potential 99% of the time. The flexible, round, mastard engine after 6500 rpm officiates as the lord of the Z H2. The line is unfortunately agreed upon, timid to affiliate with the H2 line. The suspensions are not worthy of the motorcycle. Maybe an R or SP series or whatever alphabet will bolster the promising roadster, but at what cost ?

The Kawasaki Z H2 is sold from 17,099 euros

The base, with the black frame, starts at 17,099 euros, it takes 17,549 euros for the SE 1 (red frame) then 17,749 euros for the SE 2 (green frame). Not to mention any accessories such as heated grips or the Akrapovic silencer. The Performance Pack, which adds the Akrapovic titanium exhaust, a windscreen, a seat cowl, tank protection and TFT screen protection, asks for an additional 1,400 euros..

Strong points

Engine box above 6500 rpm

Driving position

Ease in “normal” driving

Weak points

Vividness of the front axle on big stresses

Slightly progressive suspensions

Shifter to downshift sometimes recalcitrant

Kawasaki Z H2 technical sheet

Test conditions

• Itinerary: Around Las Vegas (Nevada, US) and on the track
• Weather: dry and cold (between 8 and 15 °)
• Motorcycle mileage: 772 km
• Problem encountered: ras

Test equipment

• Helmet HJC RPHA 11
• Helstons Rag Crust Jacket
• V Quattro gloves
• Vanucci shoes

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