Motorcycle specifications KawasakiNINJA H2 SX SE 2019 Sport-GT hallucinogen

On the vast majority of motorcycles, when you turn the right-hand throttle, you're fully aware of what's going to happen, and you dose accordingly. On the Kawasaki 1000 H2, however, just looking at that same handle causes a distinct tension in the spine. Because anyone who's tried it knows that it's the open door to high-voltage shooting. Tilt, extraball and live super jackpot. And for the more adventurous, there's also the H2R for chasing the Rafale.
Both can be enjoyed in single-seaters. But Kawasaki has decided that the H2 could open up to other dimensions. Touring, for example. And why not take along a passenger? The kind of idea that usually sends you straight to the shrink's office. Except that this is Kawa, the company that made a production motorcycle that runs at 400 km/h. So to get the 1000 H2 SX into production and onto the market, all we needed was the desire and the engineers to get back to work.

Transforming the H2 into a sport-GT is a bit like putting a stick of dynamite in the family station wagon. You know it's going to take you far, and you know it can blow up in your face on demand.
Explosive, intoxicating and sensational, the 4-cylinder compressor couldn't be grafted onto a touring version, however sporty. It had to be made more... benevolent.
And the work was extensive, based on the supercharged 998 cm3. The manufacturer redesigned the intake, pistons, cylinder head, camshafts, crankshaft and injection butterflies. The compression ratio has been increased (8.5 -> 11.2:1), the exhaust system has been redesigned, gear ratios have been rearranged and weight has been saved. Including the engine and exhaust, we're talking about 3 kilos lighter. But we're more interested in the muscles of this powertrain. Although "civilized" for road use, the H2 SX's block produces just as much power as the H2, i.e. 200 hp static and 210 hp dynamic, and even more torque, peaking at 14 mkg.

When it came out, the H2 was a big surprise. Not only because of its supercharger, but also because of its tubular steel trellis frame. Almost all high-caliber Japanese machines are equipped with a double-spar aluminum perimeter frame. For the H2 SX, the structure is slightly modified but retains the same construction principle. The rear buckle is much stronger, to support a 195-kilo crew. The peripherals are designed to take the load and ensure high-flying efficiency. However, they fall short of the H2. Logical, since the latter plays in a much more violent register. For the SX(for the H2), a 43 mm inverted fork, Kawasaki-branded 4-piston radial calipers(Brembo M50), fully adjustable suspensions (amortosuspension(Öhlins amorto), a 190 mm(200 mm) rear tire, a stiffer chassis and a 25 mm longer wheelbase. A plus for stability, and indispensable as the bike is expected to roll along at high speed for an indeterminate length of time. The good news is that the single-sided frame and superb star rim are retained. Another piece of good news is that fuel consumption is down - a real relief, given the H2's high fuel consumption. More good news: the muffler is much smaller and less ugly than that of the sporty model. The bad news is that the weight of this sport-GT is commensurate with its size. At 260 kilos fully loaded, it's a heavy cruiser, not a bubbly roadster. But...
But let's put things into perspective. The H2 SX is not light, that's for sure. Neither is the H2 on which it's based. And in the Sport-GT category, we've never been svelte. An 800 VFR ? 243 kilos. A ZZR ? 268 kgs. A Hayabusa ? 252 kgs. And when it comes to equipment, with all that's on board, it's clear that it's not just the rev counter needle that loves the right-hand side.

You've seen the machine! As you'd expect, it's not all finesse and discretion. The design of the H2 SX is intended to shock, to challenge, to impress, to make those in front of it lower their sights. A rhinoceros of the road, who stops at nothing once launched (except the brakes). Visual feelings will be enthusiastic or acidic, but neither mixed nor hesitant. You'll either love it, or you'll puke, but either way, it'll call out to you. The two-tone color scheme is a perfect match, ensuring a quality impression. The headlight has grown in size, but it's the side lights that catch the eye. They are attracted by bends. They inaugurate Kawa's first adaptive lighting system. Each unit contains 3 LEDs that light up progressively according to the angle taken.

Which brings us on to the H2 SX's heavy electronics package. We've just seen that it features the first-ever cornering light. And that's not all. It also gets a full-colour TFT instrument panel. The best place is still given over to a needle-type engine speedometer. Which is now partly nibbled away by the digital display. Two types of display are available: Touring or Sport, depending on mood.
More than a Sport-GT, the turbine-powered SX is a showcase for Kawa. As such, it must be equipped with the very latest technology. Especially since it has no choice. You can't be one of the few supercharged motorcycles on the market and be short on electronics.
These include KIBS (Kawa's intelligent anti-lock braking system), KTRC 3-mode traction control, KLCM standing start assistant, KLCM braking control and KTRC 3-mode traction control. KLCM, KEBC engine brake control, 3 power modes Full - Middle - Low, IMU inertial unit, cruise control, Up&Down shifter and .. well, no electronic suspension. The latter are the privilege of the ZX-10R SE, Versys 1000 SE, and..... H2 SX SE+.

Despite all this technology, there are some simpler things you'll find more essential. Anti-roll bars will save your bones and your fairing. But on a day-to-day basis, you'll appreciate the center stand for greasing the chain and maintenance operations, the high bubble that protects the neck, the high half-handlebars that take the strain off the rider, the 12V socket for charging GPS, smartphone and various toys, the off-set thumbwheel for adjusting the shock absorber, and the high, easy-to-reach rear wheel.for adjusting the rear shock absorber, the best steering angle, the two-height adjustable saddle, heated grips, and suitcases for.... ah no, they're optional, fitting into perfectly integrated slots in the rear shell. Let's finish off the on-board equipment by mentioning the tank protectors and knee pads.

One might be tempted to ask. But why a 200 hp H2 SX when the ZZR 1400 delivers the same power? Because the two monsters don't exactly play in the same segment. With the supercharger, H2s offer a distinctly different riding experience from other motorcycles. A muscle that tightens, while other bikes lengthen. Not easy to conceive? Imagine throwing a big rock with your arm or a slingshot. The point of impact may be the same, but the impulse is very different.
Positioned between the Z 1000 SX and the ZZR 1400, the Ninja 1000 H2 SX SE offers a new conception of high-speed touring. A mix of roads, curves, speed and hysteria. To share the H2 experience, Kawa could have added footpegs and an extra seat. But they went much further with the SX. A striking, offbeat machine for a select clientele.

note that the H2 SX is also available in a std version. Understandably, it will not be imported into France. With its drab black color, far less equipment and less attractive overall package, this variant smacks of a flop for our market.

M.B. - Manufacturer's media