REVIEWS

Ride Review: The Kawasaki Ninja H2SX SE will have you planning an Autobahn or Nürburgring trip immediately!

What do a Suzuki Hayabusa, Yamaha VMax, Honda Fireblade and a Screamin’ Eagle Stage 3 tuned Harley-Davidson all have in common? They’re all now humbled at the lights by the touring Kawasaki H2SX!

SUPERCHARGER! It’s a word that belongs in the Fast & Furious movies, next to Turbo Boost, NOS Injection and Intercooler. But since the introduction of the bonkers Kawasaki H2R three years ago it’s a word that motorcyclists can no longer ignore. Now, in 2018 you can add a whole dollop of Supercharge juice to your vocabulary because the more ‘ordinary’ H2SX is here.

Let’s get real for a second, a supercharged engine sounds cool and impressive in promotional material, but at €25,000 the shine could quickly be lost towards what is essentially a motor that’s built to just go in a straight line.

Take the block out of the H2, bring in the knowledge gained from the competent and much praised ZZR1400 and the Z1000SX, throw in a couple of panniers and you’re onto a winner. Right?

Now that the hype has died down a little bit though – and with the introduction of the supercharged H2SX tourer – Kawasaki are hoping to profit from bringing the same engine to a wider market and with a reduced price. Could this be the sweet spot the big green machine?

We were invited over to Estoril in Portugal to find out.

At first glance, all of the necessary elements are there… Take the block out of the H2, bring in the knowledge gained from the competent and much praised ZZR1400 and the Z1000SX, throw in a couple of panniers and you’re onto a winner. Right?

Clothing

It’s not so simple.

At a ‘performance workshop’ the project developer, Watanabe-San explains that Kawasaki have had to completely redesign the H2 block for the new H2SX; adding lower consumption and more torque to the low and mid-range areas.

We start the test in the usual, gung-ho way; full-power, giving it everything, and immediately discover that going from zero to full in freezing temperatures on wet asphalt is not the greatest of ideas.

And then there are the electronics.

From the moment you come face-to-face with the new H2SX, the LCD display strikes as something completely new for the famous green marque. The buttons on both left and right bars are extensive enough to feel initially overwhelming and the functions that they enable are extensive enough to put the most technologically advanced of all modern tourers to shame. There’s no electronic suspension but with multiple dashboard layouts, adjustable driving modes, three levels of traction control, switch-off’able quick-shifter, cruise control and launch control there’s enough to get to grips with.

We start the test in the usual, gung-ho way; full-power, giving it everything, and immediately discover that going from zero to full in freezing temperatures on wet asphalt is not the greatest of ideas. Couple this with fresh Bridgestone Hypersport S21s that have yet to be ‘scrubbed in’ and the drifting from both tyres and buttocks is enough to send a shiver of fear up the spine.

So traction control on medium and riding mode put back firmly into the ‘middle’ it is then.

It’s a motion that doesn’t take as long as I had first feared – the controls are intuitive enough to be done on the fly, and help to settle the nerves.

It’s really not the greatest of conditions in which to test the H2SX’s abilities to be honest and after 250kms of riding in ice cold wind and rain it’s all that we can do to keep going. Riding comfort wise everything is fine and with a nice, wide tank and spacious seating position there’s nothing to complain about. But that cold wind?!

The windshield is large enough to hide behind and take the edge off of most of the buffeting and heated grips coupled with electronic ‘castration’ tools mean that we make it to our destination as relaxed as possible.

But a sunny day at Estoril circuit the following day is all that we can think about to keep us going towards our destination.

Finally, we give it some gas.

It’s an early morning start, but we don’t truly wake up until we put the supercharged engine into the limiter at the beginning of the first, Estoril straight. Launch control for the win!

The electronics ensure that everything goes to plan and all you need to do is to find first gear and then open up the throttle.

‘Watatatatataaa!’ then the whistling of the wastegate before letting the clutch lever rise. Bam!

‘The braking point is just around the third bridge’, is the advice offered by the PR-man before we start. In truth that’s about one bridge too far for this rider and the double-disc brakes have trouble scrubbing the incredible speed from my H2SX and the gravel is just about avoided.

After a while of careful measuring and balancing, the potential of the engine is realised and it’s striking just how much more powerful the motor is at the bottom end when compared to the H2. It just doesn’t matter what gear you’re in or what speed the engine is running at; whatever power you need is available, seemingly on tap.

The brakes struggle a little on track after a while, but there is nothing to suggest that there won’t be more than enough stopping power for even the most spirited of rides on a public road.

‘Watatatatataaa!’ then the whistling of the wastegate before letting the clutch lever rise. Bam!

The suspension in this regard is excellent. At 256kgs the H2SX isn’t exactly svelte and in chicanes the fat rolls take some effort to tuck back in, but it’s smooth and managed. And there is always that throttle response to aid in allowing the extra gas needed to get you back onto the riding line.

It never ceases to be breathtaking ;the 200 horses coming out of that 998cc four-cylinder beast is something that will never get old.

And this is a tourer don’t forget. So once all of the modern touring equipment is back on the machine and the sporty underpinnings are still available, what’s not to get excited about?

So where exactly is the catch? It’s a question that is asked of us throughout our time with the machine. And the only real issue with the Kawasaki H2SX is one of compromise.

Do you want an super-comfortable Grand Tourer? Or do you want the world’s fastest sportsbike? The H2SX is not going to be the best in class when compared to pure machines in each of those segments. But if you want an engine that is at home on all roads, across all markets and is unbeatable in a straight line, then you can start planing your first Autobahn or Nürburgring trip now.

Specifications:

Kawasaki H2SX 
Engine: 998cc, 4 kl./cil., Liquid-cooled 4-in-line with compressor
Max. power: 200 hp / 11,000 rpm
Max. torque: 137.3 Nm / 9.500 rpm
Transmission: zesbak, chain
Frame: steel lattice frame
Front suspension: 43 mm UPSD, fully adjustable, suspension 120 mm
Rear suspension: monoshock, fully adjustable, suspension 139 mm
Front brake: 330 mm discs with 4 piston calipers
Rear brake: 250 mm disk with 2zuigerremklauw
Tires Front / rear: 120 / 70-17 / 190 / 55-17
Wet weight: 256 kg
Seat height: 835 mm
Tank capacity:19.0 l.
Colors: Emerald Blazed Green / Metallic Diablo Black (SE)


This review first appeared on MaxxMoto ; It’s translated and republished here with explicit permission.

 

 

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