Road test of KawasakiZ H2 SE 2021 Kawasaki Z H2 SE - A molar-pulling test drive

imagine a seat, an armchair, a chair, anything you can sit on. Visualize a 2-meter-diameter spring installed behind it, nominally 10 meters long but fully compacted and held in place by a mousetrap trigger.

now put on a G-suit, sit back and imagine that a large cube of explosive is going to fart into your back and release the spring... To turn this illusion into reality, simply wring out the handle of the Z H2 SE roadster!

you don't come away from a relationship with this Kawasaki intact. Everything that happens before or after the compressor starts up is irrelevant. The power delivered by the 4-cylinder is measured in horsepower, mkg, watts, whatever you like... But it's only when you're on the handlebars, in the last third of the rev counter, that this piece of TNT fully reveals itself.
Come with me at 130 km/h. We settle into^3rd gear, but whether in second, fourth or any other gear selection, the same thing will happen.
The gaze is fixed on the horizon, the right eye trying to guess what the hand on the gas pedal is going to do. Survival instinct demands that you don't turn that tempting knob. On the contrary, the nerve impulse begs for a dose of adrenalin under pressure. The hesitation will have lasted half a second. Soda!!!!

too late! The engine pushes proudly from 6,000 to 8,000 rpm while taking a deep breath. This short rev range is swallowed up quickly, and then suddenly, the enormous spring is released in a fury that is simply staggering. An insane "VrrouPPPPPPP" sends the Z H2 hurtling towards speed like a shell from a tank. The velocity is such that before you've finished accelerating, you're already in the next gear. Remember Star Wars, when the Millennium Falcon went into light speed? The same thing is happening in the pilot's brain.
The front end sought a ride in the sky before traction control refocused it, but not for long. In^3rd gear, it's up! A kick in the shifter (a little dry, almost surly) and a similar observation. In 4th, it lifts too! The thrust doesn't let up at all, and the tachometer starts to register big numbers. In 5.... It's lifting again! Above all, don't ask yourself any questions, or you risk becoming unreasonable. Everything's going fast, very fast!

that 's the magic of the H2 roadster. One-way Ariane 5 speeds with every compressor-powered acceleration. Unlike a hypersport or any other severely burned-out machine, the boiler doesn't throw its power at you with exponential progressiveness. Here, it bursts in like an avalanche, sweeping you along in 4,000 rpm of deflagration. And then there's the sound of deceleration, as the compressor squeals like a chicken in a wringer. You can't help but enjoy it, just before giving it another shot.

and therein lies the most obvious pitfall of this bike: addiction. So much potato, so much madness in an instant that you want more and more. Violent but not brutal, unlike the sport bike released in 2016. The technical base is identical, but Kawasaki has made enough changes to make the block less aggressive, less destabilizing, less explosive. This makes it all the more enjoyable to go and get the good, huge slaps it's capable of.
The other danger is the license. You can lose between 150 and 200 points on your license with each outing. Does that sound exaggerated to you? A simple 5-minute test will make you realize that pink paper burns as fast as fuel in joyriding. After 10, you're hooked. 30 minutes later, it's time to start thinking.

think about how to keep a cool head. Seriously teasing the Z H2 is a bit like flying a Rafale without the canopy. You get a kick out of it, you get a taste for it, you can get carried away quite easily, intoxicated by the speed of sound.
What's more, it's not a tank like the V-Max or the Rocket III. It's very agile and, above all, disconcertingly easy to drive. Given its size, you'd expect this machine to be rather physical, almost demanding, requiring a great deal of technical know-how. So yes, it takes a lot to really get the most out of it.
But for a biker with a modicum of experience, it doesn't take long to get the hang of it. So beware of misplaced optimism. You shouldn't open the throttle in the middle of a curve if the engine is in its optimum range. The electronic assistants will be there to manage traction, wheeling and all the rest, but don't forget that the bike starts off like a cannonball. A modicum (and more) of caution is recommended before taking on the role of Kocinski.

it doesn't take long for this war machine to show its character. The shift into first gear slams with a virile jolt, as if truck driveshafts were being engaged with a vengeance. It's a shock to see how smooth the clutch control is, and a few meters are all it takes to expose it to the light before letting it gently warm up a little. Neutral is quite easy to find if you're a little tactful. A few short bursts of throttle surprise us: the engine speed remains above idle for a few moments, even though the throttle has returned to its original position. It's as if a piece of the throttle had stuck. But as the boiler heats up, this phenomenon disappears. Surely an active safety device to preserve the engine when it wakes up.

i like the torque in town. It allows you to get out of stops quickly, to feel the bike bounce without having to work hard, to be alert without having to get excited. The Z H2 behaves like a classic, well-balanced 1000 roadster, as long as you don't make it mad. There's plenty of power, without any overhang, and even more flexibility, allowing you to take off at any moment. No need to worry about weaving in and out of traffic. The bike's size (especially at the front) gives the impression that you're about to take the reins of a bear; once you've got the handlebars in hand, this apprehension fades away in favor of natural handling. The monstrous Z may not be a twirling 125, but it's a no-brainer when it comes to urban riding.

it would be a mistake to limit the Z H2 SE to its engine, even though this is THE strong point of this bike. It's also a surprisingly accessible machine, which quickly puts you at ease. The fact that I rode it through a city without raising a grumble is revealing: nothing gets in the way. Except, perhaps, the occasional left oral appendage. You're well seated, less cramped than on a Z 900, and the controls are easy to reach. The lack of protection is only really felt in the evening. You appreciate the fury of its propulsion so much that you almost forget the pressure of the elements. But the Z H2 would have great devotion to offering a neck brace to any user at the end of the day: neck and shoulders are reminded of the 200 hp by equivocal stiffness.

whether in the cool of the evening or under the dementia of the valleys, the rider will feel the Kawa smile and bellow with impatience when the roads open up. Swallowing a big gulp of air to rip up the landmarks, then splitting the big curves with assaults of rubber, brakes and rage. There's no need to remind you of the Z's bestiality. Let's prefer to swing it from one edge to the other, with the most appreciable homogeneity. At a good pace, it only flinches if the suspension is set to the softest setting. Let's let Mode Sport do the steering, and set off again for the hills. It's in the short stretches that the weight really shows. Its 239 kilos are felt when it's time to tumble briskly from one corner to the next. Not excessively, nor unpleasantly. It doesn't hold back, but the inertia is there. The suspension work will be an asset if you're willing to play along. You can feel them hardening as the attack becomes more convincing, more muscular.

this is because Kawasaki has put some serious hardware into its suspension systems. Showa components are controlled by the Skyhook system, adjusting settings in real time in the main Modes. But you can choose the definition of each parameter in Rider Mode. Before that, let's have a look at the Rain selection.
It was appreciated during a thunderstorm, when the reduced power and relatively soft damping proved to be calm companions on the road. However, as soon as the dampness disappeared, all that was left was boredom. The engine is largely stripped of its ardor, across the entire rev range. It's as if the compressor no longer existed.
So let's skip the Road Mode. The most suitable for everyday use, with a revitalized boiler, firmer suspension and a more distinctive road feel. Road profiles are clearly perceived, but smoother, more absorbed, without being erased - the feel of asphalt without its unpleasantness.
Let's face it, it's the Sport mode that's almost exclusive to our test days. Not the most comfortable, certainly the least quiet, but the most in tune with the spirit of the Z. The electronic aids are the most permissive (for our taste), with traction control that gives you plenty of leeway, wheeling control that often bumps but is not aggressively managed, ABS that kicks in late and cruise control... which we never used, given the lack of weighting on both rider and machine sides.

every straight line just isn't long enough. The mechanical intoxication is accompanied by a feeling of " when you think there's more, there's more! The only difference with a fighter jet is that in the sky, there are no bends or obstacles, and with the Z H2, everything is rushed very quickly. Fortunately, braking is reinforced on this SE.
Once again, Stylema calipers live up to their reputation. The grip on the lever gives an impeccable feel, where you can precisely feel the action of the pads on the 320 mm discs. You can modulate the force with the flick of a finger, requesting fine, mitigated, mitigated-soft, coarse or trapper braking with a delectable level of sensitivity. The ability to slow down the monster is astounding, and reassuring when you're coming in like a cannonball. However, we did feel a certain slackening and reduction in lever clearance after several heavy braking maneuvers, with a passenger on board. It has to be said that in these conditions, the Brembos had to cope with 370 kilos with all hands on deck.

its seismic activity could almost have warned us, with that Machiavellian mug wrapped in a wrestler's neck. Of course, the Z family is palpable. Yes, its look and design are Sugomi. But the Z H2 lacks the visual frivolity of the range. Even theex-Z 1000 looks light and airy next to it. It's deliberate! The Ninja H2 wasn't beautiful; it claimed to be impressive and a harbinger of formidable strength. A similar observation applies to the H2 SX. The roadster can't escape this mantra: beauty is elsewhere; the threat is here. Like a Hummer, Zangief, or an African dictator - it looks at you sideways, and immediately calms you down.

it's only by getting up close, with sentimental-technical curiosity, that you can begin to soak up the carnal emanations of the Z H2 SE. The glittery green paintwork is a real eye-catcher, especially on the frame tubes. Everyone raves about it. Inside, it's filled to the brim; you could barely fit a nut in there. The volumetric compressor hides in the middle, but badly. Its strong red color announces the clamor of an Indonesian volcano. Above, you can make out the metal wall of the airbox. The forced-air duct is painted the same color as the Ninja H2 and H2R, from chrome to black, depending on the angle of view. The saddles also contribute to the sense of good looks, with two color slices and white stitching. Only two points bothered us. The huge muffler, which is as slender as the tools of an MMORPG character. And the absence of a single-sided swingarm. A privilege for the Ninja and Sport-GT... or a way to keep the price down.

how does a passenger feel about a ride on a Space-mountain? On the whole, it's a judicious mix of acceptability and exhilarating thrill. He or she has to climb aboard, just like on a sports car. There's no need to try to hold on to anything or stay relaxed - you have to hold on to the pilot. During the ride, it's exactly like a merry-go-round attraction. As long as it's moving all over the place, lifting your heart, turning your eyes upside down, you don't pay much attention to the very relative comfort. Then, when you take a break, your muscles and joints come to the bitter realization that you're sitting down. But the Z had warned us: this is not a boat for pleasure.

we thought it worth noting a few figures, the importance of which seemed... secondary to the nature of this motorcycle. Fuel consumption? Around 6.5 liters on average, if you ride sensibly. This is almost impossible, and the average is usually between 8.5 and 9 liters. The dance of numbers is amusing, with the presentation of the angles taken, the temperature of the air in the compressor, gauges for the pressure on the brake lever or the action of the compressor, its percentage of action... All data retrievable via the Rideology app. I had great difficulty synchronizing my Android smartphone. Conversely, Guido and his iPhone connected in seconds.

Conclusion

with the Z H2 SE, Kawasaki may well have found the best formula for bringing compressor madness to a wider... and more discerning audience. Far less tiring than the Ninja H2, far more comfortable than the H2 SX, a docile everyday roadster AND a demonic machine on demand, this Z is also less expensive than the other two recipients of this hallucinating engine - the H2R, too exclusive, is out of the running. You'd almost have to pass a self-control test before buying this sick thing. On the other hand, the experience is so powerful that every biker should try it one day.
A bike not to be put in everyone's hands. But it's so good!

m.B - Photos Sebastien de Malfin / M.B