Kawasaki Ninja H2 SX SE 2018: Supercharging becomes for every day [ROAD TEST VIDEO]

Kawasaki Ninja H2 SX SE 2018 – Sport – Supercharged Touring: a whole new concept, which perhaps we could get used to talking about in the future. With this H2 SX Kawasaki in fact clears the use of the centrifugal compressor, which becomes the technological provocation seen with the 2 horsepower and 310 km/h H400R for every day and not just. First it amazed us with special effects, now Kawasaki exploits innovative technology on a product which, while on the one hand remains a niche, on the other is accessible and usable every day. Even equipped with rigid side bags, as well as many comforts, available in the standard version and in the richer SE of this test, the H2 SX sees the supercharging become more docile and less aggressive, but this bike is still capable of speeds close to 300 Km/h and a power of 200 hp, which rises to 210 with the airbox under pressure! We tried it and we'll tell you about its stunning features.

As mentioned, a couple of years ago the most extreme and non-road-approved version of the H2, the R, which from the 200 horsepower of the road version rose to values ​​never seen before on a mass-produced two-wheeler (310), set a record of speed, with the Turkish champion Kenan Sofuoglu. This was, in fact, the final act of something that had stunned the world since the appearance of the first H2 and H2R. Now from that project comes a more traditional motorcycle, which in fact is positioned between the Z1000 SX and the ZZR 1400.

Aesthetics and finishes:

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What remains is a slightly Martian front, which merges with a conventional rear

Among the new features for 2018, it is certainly one of those that aroused the most curiosity, but it is certainly not among the bikes with which to stand in front of the bar to attract glances of admiration. Or rather, not everyone who would be attracted by a super sports car, admired without distinction by men, women and children, whether they are two-wheel enthusiasts or not. The H2 SX attracts the attention of the most technical, who know well what lies beneath its hull with unconventional shapes.

Aesthetically, the front part recalls the original H2, with a very characteristic look, made of taut lines and which does not want to go unnoticed, even if the exposed carbon disappears and the details, as well as the mirrors, are more traditional and designed for daily use. The rear part, however, is more conventional, also due to the novelty of the passenger seat, which required redefining the structure of the chassis. The 28 liter side bags, specially developed by the Italian Giva, do not affect the stability of the bike, even at German Autobahn speeds.

The instrumentation is customizable and there are many parameters to act on, both for its layout and for the configuration of the motorbike. In addition to various graphics (which can also make the supercharging pressure visible, among other data), we have traction control on 3 levels which can be excluded, engine braking, the type of delivery which varies from Full to Low, passing through Medium, but by reading the driving style, it manages to adapt to whatever map is chosen. Aesthetically we then find the side LED lights, standard on the richer SE, which follow the fold, lighting up in sequence.

Engine and performance:

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The thrust of the turbine has less of a "wow effect" than expected, but it is addictive

The H2 SX is also equipped with cruise control, which seems very useful to avoid getting a fine, because one of its features is that of masking the speed at which you are traveling very well. It seems to go half of what you read on the instruments and the very linear, but definitely out of the ordinary, delivery of its engine certainly doesn't help to limit itself. The maximum power of this extraordinary engine reaches 11 thousand rpm, while the torque is over 137 Nm (14 more than a Panigale V4!). All this, with the delivery curve filled practically to perfection by supercharging, pushes its 256 kg in running order with decidedly adrenaline-filled accelerations, especially if you are in Germany or on the straight of a circuit, where the H2 SX reaches 260 very quickly -280 km/h, and then began to slow down the rise in speed towards sidereal values, close to and above the 300 indicated.

The supercharged 4-cylinder has a displacement of 998 cc, it is basically the same as seen on the first two models of the Ninja H2 family, but it has been profoundly revised, in practically every detail, including intake, exhaust and electronics. All for what is, in fact, its first use on a 100% production motorcycle. It increases efficiency by 25%, loses weight (about 3 kg in the overall engine - exhaust, of which two from this last element alone), gains a completely new compressor wheel and, despite changing a lot in some specific values ​​(such as the compression ratio – from 8.5:1 to 11.2:1), keeps the maximum power substantially unchanged.

In practice, once you get on the H2 SX, you may initially be a little disappointed. In fact, if on the one hand the thrust of supercharging does not appear to be anything exaggerated, what makes the H2 SX extremely satisfying and makes you fall in love with it over time is its extreme elasticity: you enter the motorway or a fast road , put it in sixth gear and you almost forget about the gearbox, until, as the speed increases, the thrust becomes more and more consistent and surprising, thanks to the supercharging. A motorbike that amazes over time and is the perfect travel companion, especially for those who clock up a lot of kilometres. Then there remains the frivolous side of supercharging, linked to a particular sound, which can be heard especially in low gears by opening and closing the throttle as if it were a switch with only two positions. Thus, on release, the "puff" is heard decisively, clearly revealing the peculiarity of the H2 SX.

The only negative note, if we want, is the operation of the Quickshifter, bidirectional on the SE version, which is adequate for sporty driving and less so for more touring, where it is a bit abrupt in its intervention. For the rest, the inline 4 vibrates slightly, nothing serious and is only felt on the handlebars, while the heat, although less than the first H2, is there and in this season it is obviously not very pleasant on the legs.

Ride and handling:

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Perfect on the forehand, but in an unexpected, fun and pleasant way also on the mixed

You think of 200 horsepower motorbikes and you imagine the latest track Superbike, but in reality, despite not seeing much interest in our area, there have always been motorbikes with exaggerated horsepower, designed for long-range touring. Sport Tourer, just like the H2 SX, perhaps equipped with two rigid bags, perfect for taking you to the office, traveling comfortably and with a significant surplus in terms of power and torque, or for leaving for holidays or for a business trip , without fearing too much traffic. The H2 SX, as was easy to predict, is a definitive weapon due to its reach on the straight, but even if it is not a tiny thing (its weight is 256 kg) and is not even compact, between the curves of winding roads if it works very well. Just take the measurements of a front which turns out to be excellent, and the adrenaline rises even on narrow roads, while we were able to record maximum lean angles over 50-52 degrees, not bad!

The credit goes to the chassis and electronics, in particular. From this point of view we find the KCMF (Kawasaki Cornering Management System) which manages the many services available to optimize performance even when cornering, starting from braking, with the cornering ABS which takes the name of KIBS (Kawasaki Intelligent anti-lock Brake System), but also traction control and even the headlights in the case of the SE, equipped with KLCM (Cornering Lights), which turn on the side LEDs according to the inclination angle of the bike.
Not least the chassis, which sees a new frame, revisited above all to accommodate the passenger and in fact the load that can be supported goes from 105 to 195 kg (similar to that of a Z1000SX). The suspensions are fully adjustable and feature a Showa fork with 43 mm upside down stanchions and a mono from the same company at the rear. The brake sector is also very good, and despite not relying on the supply of one of the best-known partners, manages to achieve excellent results, both in terms of stopping distance and resistance to effort and modulation. The 320 mm front discs are gripped by radial monobloc calipers, developed together with Hitachi and branded Kawasaki. An advanced ABS system, called KIBS, helps complete the task, which uses the 6-axis inertial platform and guarantees a neutral set-up, even when squeezing the brakes when the bike is bent, or during high-speed braking, where the H2 SX never gets upset .

Price and consumption:

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Not even exaggerated in light of what is important

Let's start by telling you that, if you think that the technology linked to supercharging leads to reduced reliability, Kawasaki proves you wrong, given that it is its first motorcycle with maintenance intervals every 12.000 km (instead of 6.000).

The price of the first Supercharged Sport Tourer starts from 19.690 euros for the "base" H2 SX, which rises to 22.690 for the SE. The additional 3 thousand euros include, among other things, the TFT instrumentation instead of LCD, this dedicated green and black color, the cornering lights, the higher windshield, the bidirectional Quickshifter, the metal braided brake hoses instead of rubber and the absolute gem of Launch Control.

Finally, a note on consumption, not so much because the buyer of this bike may be so sensitive to this aspect, but because supercharging, a bit like what happened recently for cars, is also useful in the direction of efficiency. If using the compressor the H2 SX is scary not only in terms of performance, but also in terms of consumption, with slightly more careful driving it is not at all difficult to reach the values ​​declared in the average cycle, which speak of 5.7 l/100 km. At the end of the test, with sections driven decidedly above the pace that would be achieved with "normal" use, we still recorded an average figure of 15 km/l. Not bad, also because the 19 liter tank (compared to 17 on the H2) thus guarantees distances that can go beyond 300 km without having to refuel.

PROS AND CONS
We like it:
Always full and satisfying delivery, unrivaled at high speeds, surprisingly at ease even on mixed terrain, excellent braking and lots of comfort
We do not like it:
High consumption using supercharging, Quickshift only for the most sporty use, very (too?) personal look

Kawasaki Ninja H2 SX SE 2018: the Motorionline Report Card

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Gianluca Cuttitta collaborated

Tester clothing:
Spidi gloves, jacket and trousers
Boots: Stylmartin Stealth
Helmet: X-LITE X-1003 Ultra Carbon