All Comparisons – Comparo 600 hp: Ninja H2 Vs Panigale 1299 S Vs Hayabusa – Dynamics: explosion of the senses …

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Comparo 600 hp: Ninja H2 Vs Panigale 1299 S Vs Hayabusa

All Comparisons - Comparo 600 hp: Ninja H2 Vs Panigale 1299 S Vs Hayabusa - Dynamics: explosion of the senses ...

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 !

Dynamics: explosion of the senses…

Unsuccessful, MNC presses the starter of the novelty 2015 – only available in France since the implementation of last April, since Kawasaki did not consider it relevant to restrict it to 106 hp. In view of the status apart from the H2, the time and resources devoted to making it a "hard-hitting", this decision is perfectly understandable !

Akashi’s block gets underway with a cavernous sound typical of a big Kawasaki 4-legged, revealing in the process a promising ease to take turns. In slow motion, its soundtrack appears similar to that of a, with perhaps a few more decibels….

A few strokes of the accelerator in a vacuum reveal its particular nature: at each cut-off of the throttle beyond 5500 rpm, a relief valve kicks in to prevent overpressure, causing a strange jerky and quite high-pitched hiss three engines on our).

The compressed block rises very quickly in temperature, too much even in view of the significant releases of heat felt after only a few kilometers, especially at low speed and on the right side. The Hayabusa is also quite "warm" in town (ransom for the hyper enveloping fairing), but this is nothing compared to its two rivals. Special mention for the seat of the Panigale, on which an egg must be able to fry quite easily after 150 meters in traffic jams…

The Suzuki takes advantage of its optional Yoshimura exhausts at € 800 to deliver a more muffled sound than usual, always imprinted with exciting airbox snores when accelerating. The Hayab ‘is undoubtedly a real "Gex" !

Finally, the threatening growls of the Ducati twin acoustically stifle its rivals … as well as any form of sound within 1 km! Mamma mia, what intensity! The "Superquadro" does not take half measures, to the point that we hesitate to put gas near towns for fear of breaking all the windows … We dare not imagine the threshold reached with the optional Termignoni "ki-go-bene"…

The reports go up smoothly and quickly on the H2, without disengaging or cutting the throttle, with a simple pressure on its shifter. That of the Ducati is just as efficient and pleasant … on condition of being a minimum in the turns: at low and mid-revs, certain passages sometimes catch, revealing its orientation "Racing".

Its "up and down" shifter has the advantage of working in both directions: when downshifting, the software automatically administers a slight throttle, making it easier to engage the lower gear. Nice! In use, the pleasure and responsiveness of this successful system make it very addictive, both in "muscular" use and in casting..

On the Suzuki, no shifter but a super smooth and precise selection allowing comfortable and fast changes on the fly. Less lively, however, than its rivals who take advantage – a little – of this advantage and – a lot – of their more reactive engine in the first part of the tachometer to escape.

Because no, the Hayabusa does not dictate its law on the revivals despite its advantage of displacement and torque (the H2 still gives it 342 cc and 21.5 Nm, the Ducati 55 cc and 11 Nm): from 3000 to 6000 rev / min, it is even completely dominated whatever the report! A surprise for MNC, who thought to see her playing at the forefront thanks to her legendary "chest" !

In question: the overweight of the Suzuki (75.5 kg more than the Panigale, it weighs down the acceleration) and its development very – too – long, favoring the "Vmax": the fourth already hangs 280 km / h to the block! In the end, its accelerations to mid-range are much less energetic than on its rivals and more concentrated on the second part of the tachometer..

Because beyond 6,500 rev / min, the Hasabusa rushes forward with incredible energy, then strikes a formidable kick to the foundation from 10,000 to 12,000 rev / min (breaker). Here again, the link with the GSX-R is noticeable! This mixture of smoothness and rage forms a unique mechanical signature but is not enough to defuse the two bombs, fighting several tens of meters ahead….

From low speeds up to 5500 rpm, the supercharged block of the Kawasaki offers a pronounced torque, more sustained than on an atmospheric 1000 cc. This allows it to stand the comparison with the light 1299 S (47.5 kg less than the H2), whose acceleration from mid-range is nevertheless marked with phenomenal vigor..

Thanks to its very advanced electronics which perfectly support its first-rate traction by ensuring – if necessary – a formidably fine management of nose-ups and loss of grip, the very demonstrative Italian manages to take a half-wheel ahead. .. But for a few meters only !

The most efficient production motorcycles

Non-exhaustive list of production motorcycles with the highest power and torque values ​​announced. Note that the "euro-horse" ratio is very favorable to Kawasaki and Aprilia with respectively 79.74 euros per horse for the ZZR1400 and 83.7 € / hp for the Tuono V4R. Far from the 125 € / ch of the F4RR and the 105 € / ch of the Vmax, moreover at the end of his career because of Euro4 !

  • : 201 hp – 115 Nm – € 17,399

  • : 200.8 hp – 111 Nm – € 25,190

  • : 200 hp – 166.8 Nm – € 20,999

  • : 200 hp – 158.2 Nm – € 15,949

  • : 200 hp – 113.5 Nm – € 17,599

  • : 200 hp – 112.4 Nm – € 18,499

  • : 198 hp – 113 Nm – € 17,650

  • : 175 hp – 120 Nm – € 14,650

  • : 173 hp – 144 Nm – € 16,100

At 6000 rpm, the discreet whistling emitted by Akashi’s compressor is reinforced and a symbol lights up on the instrument panel under the inscription "Boost": the thrust of the 4-cylinder is reinforced by a big notch until ‘at 8000 rpm, where the second "Boost" indicator lights up…

At this rate, it is – already! – practically no longer possible to accelerate fully, including in third: either the bike goes wheeling, or the Bridgestone RS10 slips under the effort! The electronics intervene effectively to counter the inevitable evasions of the rear wheel, but its salutary reactivity is not enough to hide the authentic expression of rage of the H2.

The Kawasaki’s acceleration then enters "K-taclysmic" mode … and still only increases up to 10,000 rpm (third "Boost" indicator)! This lightning performance puts the Ducati down, which tilts despite its impressive reach and the astounding punch it shows up to 11,000 rpm! But if the Panigale accelerates hard, the Kawasaki, for its part, crumbles the asphalt…

Fortunately, this exhilarating deployment takes place gradually, without latency or sudden turbo-like power peak (lag effect). But if the action of the compressor is done without brutality, the consistency and the force of the thrust are of an extraordinary bestiality: never had MNC tried a motorcycle (of series) with such impressive acceleration. !

At 12,000 rpm, the last "Boost" light comes on and the thrust becomes truly delusional up to the switch: in this zone, the H2 does not propel you, it tele-transports you. Visualize a point 100 meters in front, blink your eyes while accelerating generously and here you are 100 meters behind this marker, the leather sleeves rolled up on the arms … !

Three senior executives

Such an engine requires a chassis to match: Kawasaki did not miss this point by providing its H2 with a very convincing chassis, much more precise and efficient than expected. If the Japanese obviously does not have the agility of the Italian, her well-balanced masses wonderfully conceal her relative plumpness..

The Suzuki can not say the same, even if its handling is rather obvious in view of its size. Healthy and super stable, the Hayabusa is not an anvil on the corner, but liveliness is not its strong point. Surprisingly (or not), it requires almost as much effort to turn at 60 km / h as it does 120 km / h: another aspect of its surface-to-surface missile design.

Its fairly soft suspension compromise – especially at the rear – also ends up admitting its limits, causing if one insists the priming of pumping and a widening of the trajectory. Losses of grip are also to be expected despite its dragster traction, due to a lack of traction control and a fit adapted to its performance: the antique Bridgestone BT15 are unworthy of a motorcycle of this rank. !

Its weight and its less radical geometry inevitably serve it in pure arsouille, as well as its still rather timid braking despite the use of Brembo calipers. The bite and consistency are still not fully there, forcing to let go in front of the hellish train led by the 1299 Panigale S.

As lively as a kid, the Italian swallows curves voraciously, precisely driven and wedged via its incisive and stable front end. Very responsive, it changes angle in the blink of an eye as long as it is physically involved. Its efficient and reactive suspensions are in harmony with this behavior which is certainly demanding, but irreproachable … on smooth asphalt.

On bumpy roads, however, the Panigale loses its splendor. Its "electro-chic" Ohlins are out of the question: of course their calibration is firm, but their sensitivity and their cohesion provide a rather pleasant damping for a sports car. If the pace slows down on irregularities, it is because of its extremely rigid frame which seems to echo every shock..

The H2 takes the opportunity to enhance its reasonably flexible damping which subtly smoothes bumps. Comfort gains what pure efficiency loses: movements due to transfers that are not sufficiently contained are perceptible, especially during violent braking. A few clicks to firm everything up are recommended for very sporty driving.

Its neutral steering fits in with ease and fluidity in curves, the Kawasaki responding perfectly to the orders given. Its imperial stability is hardly ever called into question, except when the enormous load delivered by the engine tends to lighten the front wheel too much. At the same time, it grows so hard…

Verdict: Over-the-counter Katapult !

Since the validation of the retrofit in April, "90 H2 have already found buyers in France, without the possibility of trying it first because none is registered to make demonstrations", explains Kawasaki France. Proud of their coup, the Greens are confident in reaching – or even exceeding – the target of 250 units for 2016.

Objectively, Akashi’s coat of arms can congratulate itself on this unexpected success given the gloomy economic context and the hyperactive repression! No, the category of sports motorcycles is not dead and the alliance of high performance and daring technologies still seduces certain "diehard" enthusiasts (a little lucky, too).

Because such a finding is balm in the heart – including bikers not very focused on speed – and illustrates the deeply passionate nature of the bike, the H2 stands out favorably in this comparison. Its engine from another world simply blew us away, in addition to providing real technological and above all dynamic added value. What a fire pump !

This exceptional mill has a few quirks, such as its vibrations at mid-speed, its significant heat release and its gargantuan consumption (almost 8.5 l / 100 km on average without forcing against 5.9 on the "camel" Hayabusa and 7.2 on the Panigale!). But its spectacular strength makes you forget everything … including reason, if you are not careful !

This confrontation with the Panigale and the Hayabusa also reveals all the praiseworthy qualities of its truly "sporty" cycle part, like its flawless braking (as efficient as the Ducati, but with a bit less bite). All of this makes the H2 a "K-ziment" Superbike … with a few extra pounds. !

MNC planned to further examine this potential on the magnificent, but the decidedly rotten weather this summer literally drowned our projects in the rain (see photos and videos on our) … To vent our frustration, the return journey will pass through Germany, in order to freely stretch the connecting rods of these three exceptional motorcycles on the Autobahn…

At this "little game", the Hayabusa was not surprisingly illustrated by reaching 300 km / h at 1000 rpm from the switch … in fifth gear. Yes still ! A real rocket, admittedly slower to launch than the Ducati and especially the H2, but still capable of catching cold at the tip of almost anything that runs on two-wheel series !

Finally, let us note to conclude the modesty a bit hypocritical of the manufacturers concerning the speed factor: the Kawasaki counter crashes at 299 km / h and that of the Ducati outright stops displaying the speed after 297 km / h. And this a little before reaching their breaker! Same thing on the Suzuki: the graduations go up to 300 km / h, but the numbering stops at 280. When you are told that it gallops, 600 hp !

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