Kawasaki Z H2 Supercharged motorcycle test

Menus

• 200 hp, 14 mkg at 8,500 rpm, 239 kg all full, 17,099 €
• Put some salt !
• Discovery
• In the saddle
• City
• Departmental
• Highway
• Part-cycle
• Braking
• Comfort
• Consumption
• Video test
• Conclusion

200 hp, 14 mkg at 8,500 rpm, 239 kg all full, 17,099 €

Put some salt !

Fifteen days of driving with the Kawasaki Z H2? I say it bluntly, it takes less to become addicted. A kind of slingshot with sensational elastic power, the Kawa requires little space to send us into the stratosphere. I spent all my time on the handlebars letting go of the accelerator, waiting for loneliness and wringing out the grip until the engine revs over 6,500 rpm, the first threshold of deep ecstasy. It could have happened to me ten to twenty times a day. I fully assume. My biker life has turned out to be spicy and salty as rarely.

Kawasaki Z H2 Supercharged test

Discovery

The four-cylinder in the Kawa H2R struck a new mark on the timeline of motorcycle history in 2015. I was at the first press launch in Qatar that year and the term launch is an understatement. A press catapult is more suitable. 320 hp (crankshaft output), a maximum speed of almost 350 km / h on the Qatari circuit, whose straight line measures barely a kilometer, sensations with each millimeter of rotation of the throttle, this compressed engine marked l ‘evidence a new stage in the madness that inhabits motorcycle manufacturers, madness with which we commune, which creates this so strange cosmos that we call’ motorcycle planet ‘.

A supercharged motorcycle ready to go wild

How who had done that? Kawasaki Heavy Industries is a huge group, in which motorcycles do not represent the largest share (30% of the activity), but whose knowledge is multiple and extensive, especially in aeronautics and railway engineering. The motorbike industry has watered down this abundant source of knowledge.

Tubular mesh allowing the engine to breathe

The result: a supercharged 1000 four-cylinder engine. A little reminder of the difference between a compressor and a turbo: the latter consists of a turbine driven by the exhaust gases; the compressor is itself driven mechanically by the engine, via various connection systems between said compressor and the crankshaft or, as on the Kawa H2 engine, the gearbox. All this to compress air and force-feed the engine, the efficiency of which increases as it feasts on the air / gasoline mixture.

Three drawbacks, however: it consumes (but you don’t buy this kind of machine to save money or streamline your life), it heats up (hence the advantage of the tubular trellis frame, which leaves more air to the engine. than a double section with aluminum beams) and that weighs its weight, not so much the compressor itself but what it supposes to make the mechanical assembly reliable (thick engine casings, solid moving parts etc.). These masses are not simply distributed and play on the balance of the bike, very good level, but miracles do not exist. The original design of the Z H2 imposed certain constraints that must be taken into account, which make this bike a roadster apart..

Important before comparing it to a Ducati Streefighter V4 or a KTM 1290 Superduke R. Last mechanical remark, the compressor of the ZH2 differs from that of the H2 and H2R, the blades of its turbines and its rotation speed have been adapted to favor the torque rather than power at high speeds. It outputs 200 hp "anyway" and 137 Nm of torque at 8,500 rpm.

Four-cylinder in-line 998 cc with supercharger

The electronic equipment lives up to the ambitions of the Z H2, with adjustable traction control (KTRC), a shifter for upshifting and downshifting (KQS) and the KCMF, which oversees the KTRC (…. ) and ABS: depending on the angle of the motorcycle, the pressure on the brakes, the engine speed, the opening of the throttle, the device calculates the best engine power to deliver according to the parameters detected, or the ideal braking power. The pilot also chooses between four driving modes (Road, Sport, Rain, Rider) and three power modes (Full, Middle, Low).

LED headlight

But the best electronics in the world cannot replace a balanced, neutral and "easy" part-cycle in terms of sensations. The steel trellis frame, very rigid, has the advantage of contained weight, allows the engine to easily release its calories but lacks "flexibility" compared to an aluminum element that engineers can design less rigid in parts, so capable of absorbing certain constraints. Hence the importance for the Z H2 to have quality suspensions, here Showa, including the SFF BP fork (SFF stands for Separate Function Forks, i.e. the spring in one fork arm and the hydraulics in the other and BP for Big Piston), adjustable at all points, which can be found for example on a Honda CB 1000 R. Finally, high-end tires, the Pirelli Diablo Rosso III, guarantee most of the connection to the ground.

LED rear light

Last more subjective point, the finish of the Z H2. It doesn’t matter that I am insensitive to the Sugomi design. But this Kawa benefits from the premium Kawa badge, the Kawasaki River Mark, found on the fork crown and deserves a high-end finish. However, the multiplication of plastic assemblies, of average quality, on the front part is more reminiscent of a Z 650 than of a mythical roadster.

In the saddle

Not very high in the saddle at the saddle / tank junction, the bike lets me put two spikes on the ground (I measure 1m68). The kickstand folds and unfolds with ease. The handlebars offer a natural position, a little to the front, as the tank is bulky in its height. It is indented at the crotch (although it is not a Triumph Speed ​​Triple in terms of finesse) but remains "a centerpiece", 19 liters.

8 liters per hundred in nervous use

The dashboard is chosen according to the useful information of the moment. The left stalk allows you to navigate through the different tables that regulate the parameters, but its use requires a little assimilation.

The controls are smooth, the engine very discreet at idle. Nothing lets guess the monster it conceals. Even in first gear, with the clutch gradually released, the mega Z shows disturbing benevolence.

Complete dashboard

City

A first fault appears, recurring during this fortnight with the Kawa, the turning radius encumbered by the fork which comes quickly against its stop. In the city, U-turns are not easy and even with maintaining a little speed to give the bike a little angle, you need a wide track to turn without maneuvering. Ditto at the stop in my garage. This is of course not a major flaw, but in everyday use it often plagues.

Large turning radius

The Z H2 sneaks, if not without worry, in an urban environment, its mirrors are readable, its flexible gearbox (I prefer to use the clutch rather than the shifter at low speeds, so as not to have jolts), its braking powerful and progressive. The practicalities are reduced to nothing, as with any roadster and the duo is painful, as is the securing of a bag on the passenger seat. But I am well aware that it has no utilitarian vocation.

Departmental

So I look forward to the ride with serenity, even though I can’t wait to wake the monster. First roundabout, the Z engages with ease, firm on its path, I did not keep up a lot of speed. It is piloted on the footrests. A quiet straight line emerges. I screw in third, the front wheel rises little, contained by the electronics, the thrust remains constant, first burst of adrenaline, intense !

Beyond 6,500 rpm, everything panics, then a vortex rises to 8,000 rpm, the gaze focuses on a single distant point, the muscles stiffen, the space-time changes. Like a first shot of a mechanical and earthly drug, but nonetheless vicious: the brain will constantly ask for more. I have to find peaceful regions, which the first tourists do not know. Le Perche seemed to me to be ideal, on the edge of the Orne, a beautiful countryside far from the sea, perfect.

90 km / h at 3,500 rpm !

The long straight lines of the Beauce allowed me to judge the comfort first. The saddle requires a break every hour. Long, it allows you to change position, but its firmness eventually wears out. The suspensions quickly seemed dry to me. I waited for the small roads to sort them out.

At 90 km / h counter, the tachometer at 3500 rpm in 6th gear, watching for hidden radars, I thought I was riding the brave roadster of Mr. Everyone, but I knew I could wake up the Thing at any moment . I smiled stupidly. Between Senonches and Mortagne-au-Perche, I only chose the twisted departmental ones, fortunately capable of stretches. I picked up the pace and began to feel the weight of the bike pulling me outside when my ambitions got bold. The suspensions lacked flexibility and progressiveness. But the slightest straight line worked like an eraser. I cut the throttle, went under 5,000 rpm, for the simple pleasure of screwing up to 8,500 rpm and this every time. The camisole was watching me.

The pleasure of this furious engine remains unique and rare are the motorcycles to be enchanted at this point in a straight line. Even a sportswoman cannot do it, with her gear ratio too long. That of the Z, shortened, linked to its more torquey engine than the H2, manages to never tire of accelerating in a straight line, even after fifteen days of everyday life. Even harder, if it is necessary to be forgotten, the Thing fits into its box without flinching. What other motorcycle shows these two faces so different and special at the same time? And then that clicking (finally boring, honestly) of the pressure relief valve when the revs drop ….

Difficult not to lift the front wheel each time you accelerate

On the other hand, in turns and even more in the sequences of turns, I was less ecstatic. After having relaxed the suspensions (compared to the origin: I opened the compression by two turns and the rebound of the fork by one turn, then I removed one turn from the fork spring; on the screw at the bottom shock absorber, I removed a hole and a half), became more comfortable, the bike still held up well (no random or messy movements) but it widened even more. And despite the excellent tire fitment, I didn’t have complete confidence in the front axle, which is a bit heavy, which you don’t swing without a second thought. I always kept a margin. Also the shoots in a straight line appealed to me much more than the twirls on small roads. The sport of the Z H2 is 1,000 meters !

137 Nm (14 kgfm) at 8,500 rpm

Highway

Too bad we are not free there, I mean left to our free will. Why not be able to speed up with ease when nothing is on the horizon? I couldn’t resist at times, because the highway is boring and the revs of the Z H2 are exceptional. I could have done a Paris-Marseille in constant acceleration !

за panics at 6,500 rpm for a vortex beyond 8,000 rpm

In short. On the other hand, I was surprised by the relative absence of air flow at 140 km / h, due to some kind of aerodynamic magic.

Part-cycle

After circling around the settings a bit (given above, for a rider of around 1m70 and 69kg), I ended up finding the bike quite comfortable. But the suspensions still lack progressiveness. Especially the fork. Her reactions remain fairly dry, unless you open the hydraulics a lot, which affects her handling (she wriggles). The weight is felt. Perhaps the Z would have benefited from having an even more open column angle, for the stability of the front end when entering a turn. The bike remains very healthy at a fast pace. You just have to keep in mind your ability to widen if you enter a turn a bit quickly.

Do not hesitate to adjust the bike to your taste to change the comfort

Braking

The quality equipment (Brembo M 4.32 front calipers, 320 mm diameter discs) demonstrates power and progressiveness, no complaints. ABS tends to kick in a bit early on heavy downforce, which I had already seen at the press launch on the track. The rear brake is very useful for bringing the bike back to the rope when cornering, it is far from being violent.

Dual 320mm semi-floating discs, Brembo M4.32 radial calipers

Comfort

The saddle lacks flexibility, the suspensions cash in well, despite the lack of progressiveness of the fork on big shocks or big constraints. At a daily pace, the combination of driving position / suspension / flexibility of the controls make the Z H2 a pleasant, easy, pleasant roadster. The trunk of the engine at low revs, far from the fiery after 6,500 rpm, has all the voluptuousness one expects from this kind of big bike.

Sports saddle

The position is more of a sporty one for the passenger, who enjoys the scenery by being perched high behind the pilot.

A duo like a sports car with a vision above the pilot

Consumption

Another weak point of the Z H2, consumption of around 8 l / 100 km during these two weeks. Of course, I had a lot of fun, but it was out of the question to remain reasonable or to do a typical car test at steady speed at 4000 rpm. So much so that the 200 and twigs of kilometers necessarily lead to the pump, unless you wait for the last liter and take the risk of pushing 239 kg of motorcycle ….

Ready to be addicted ?

Video test

Conclusion

Unique roadster of its kind, the Z H2 shows a pleasant benevolence on a daily basis and turns into a tornado over just 500 meters when conditions allow. It’s an easy roadster whose pleasures can be enjoyed in a straight line, always, without weariness. A piece of historic engine! The Z H2 has two distinct faces, which makes it a pleasant everyday bike and a fury that you rediscover with every drop in revs. Finally, when you look at it, given its technology, its power and its original positioning, its 17,000 euros (17,099) are not so crazy.

Strong points

• Engine
• The ease of handling AND the madness of high speeds
• The driving position
• The equipment

Weak points

• The weight
• ABS that kicks in early on hard braking
• The consumption

Kawasaki Z H2 technical sheet

Test conditions

• Itinerary: small varied roads + interurban highways with a bit of town
• Motorcycle mileage: 2500 km
• Problem encountered: my reason.

Related articles

• Kawasaki Z900RS test

  4 cylinders in line, 948 cm3, 111 hp at 8,500 rpm, 10 m / kg at 6,500 rpm, 215 kilos, from € 11,999 A skillfully modified Z 900 or the worthy heir to the…

• Kawasaki Z H2 motorcycle test

  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,…

• Kawasaki H2 SX SE test

  4 cylinders in line, compressor, 998 cm3, 210 hp at 11,000 rpm, 137.3 Nm at 9,500 rpm, 260 kilos, € 21,999 Kawasaki reinvents the super-fast and…

• Indian 1200 FTR Rally motorcycle test

  Bite V-Twin, 1203 cm3, 120 hp, 120 Nm at 6,000 rpm, 235 kg TPF, 14,990 euros … daily test The word scrambler warms up lots of images, broadcast, told,…

• Kawasaki ZZR 1400 motorcycle test

  The Very High Speed ​​Motorcycle according to Kawasaki We do three kilometers at 200 then at my signal, we open wide. Sitting next to me, assayer Kawa…

• Kawasaki ZX10R motorcycle test

  The motorcycle division of the giant Kawasaki industry, is only a drop in the sea, but that does not prevent it from being a major player in the world of…

• BMW R 1150 R motorcycle test

  Biker test: David B. At first look the BMW R1150R serves a design combining class and sobriety. The lines are more worked than on the old R1100R and the…

• Triumph Sprint GT motorcycle test

  Mister Hyde in velvet panties !! 3500 km test Triumph unveiled the Sprint GT in 2010, evolving into a more road version of the ST. Seen from the front,…

• Triumph Speed ​​Triple R 1050 motorcycle test

  A top-class Speed ​​Triple From the luxury spokes from Ohlins for the suspensions, Brembo for the monobloc calipers and PVM for the forged wheels, the…

• Curtiss P40 Warhawk Final Edition motorcycle test

  First and last 2.163 cc V-Twin, 156 hp and 217 Nm, 247 kg full made, $ 75,000 Curtiss Motorcycle Co. , named after legendary American biker and aviation…