Motorcycle specifications KawasakiNINJA H2R 2020 The divine wind

Every superlative has been used to define the H2R. A few minor evolutions will therefore find it hard to resonate with the aura of this exceptional motorcycle. But they are there, discreet but effective. A multi-axis inertial unit, an Öhlins TTX36 shock absorber (replacing the Kayaba) and a shifter that also works when downshifting are all invited on board. Aerodynamic concerns have been taken a step further, with drilled brake and clutch levers. This prevents high-speed air from pushing these rods. It's true that unreasonable mph and Dantesque acceleration are this Kawasaki's passion.

Some motorcycles have even gone as far as the insane. The Kawasaki Ninja H2R surpasses all that. With this totally surreal sportbike, the Akashi-based company dares to market a crazy machine. A radical sports bike that's far more powerful than a MotoGP machine!

326 horsepower! Dynamically under the effect of forced air - 310 statically! A real dragster! A rocket! A sick thing. The H2R is so insane that it will be reserved for use on the racetrack (a wiser H2 version, minus a hundred or so horsepower, is there to support it on the road). Kawasaki has installed a 998 cm3 4-cylinder engine in the H2R, boosted by a special compressor - enough to deliver extraordinary acceleration.

This bike could provoke fear, indignation or an ode to insanity. Above all, it exerts a fascination. Its strange design contributes in part, its engine in full. How did Kawasaki manage to create such power? Let's take a look at the inner workings of this machine, capable of speeds in excess of 350 km/h. Or even 400 km/h - rider Kenan Sofuoglu did it superbly on his home turf.

For once, the most exciting part of a motorcycle is not its engine, but its compressor. Kawa has combined the efforts of its Motorcycle, Aerospace, Gas Turbine and Internal Technologies divisions to develop this bike. One of the advantages of this type of supercharger is response time. Unlike a turbo, which uses energy from the exhaust gases and has to cope with the resulting inertia, the supercharger is driven directly by the engine. So it starts pushing very early, until it goes completely crazy. An epicyclic gear drives a turbine machined from a block of aluminum. A real little piece of goldsmithery, measuring 69 mm, with 12 vanes at its base and 6 at its tip. The gear train multiplies its rotation speed by 9.2. So, when the vilo is at engine speed, i.e. 14,000 rpm, the propeller spins at 130,000 rpm! Imagine that this winged top, as wide as a Coke can, is balancing more than 200 liters of air per second. The air pressure coming out of it can reach 2.4 times the outside pressure. No wonder the engine is breathing hard. Two carbon ducts (only one on the H2) carry fresh air to the compressor. Once compressed, it passes through a 6-liter aluminum airbox. Air-tightness is far more important here than on an atmospheric motorcycle.

The mill has to cope with the exceptional power it produces. It has therefore been designed to be twice as strong as a sporty 1000. The volumetric ratio in the cylinders is singularly low, at just 8.3:1 - often the case for supercharged engines. This is more than compensated for by the air pressure flowing through the ducts.
There are quite a few special parts in this engine. One might have thought that titanium would be used for the valves. Not so. The intake valves are made of steel; the exhaust valves are a mixture of Inconel, an alloy with very high thermal resistance, and steel capable of withstanding high temperatures. Their clearance is defined by 0.025 mm shims, twice as precise as standard shims. Pistons are cast using a special process, giving them the strength and weight of forged models.
The engineers would love to spend 4 hours detailing everything that's inside. Instead, let's focus on the set of dual injectors, the high-pressure fuel pump, the quicker, more precise dog-clutch gearbox, the clutch with torque limiter to absorb rear-wheel kickback, and the minimalist muffler. Freed from the constraints of road use, the titanium megaphone can fully express itself. At once beastly, deafening and incredibly ferocious.

Pushing a motorcycle to a third of the speed of sound requires special aerodynamic treatment. Kawasaki has grafted two pairs of fins onto the carbon fairing to generate more downforce at the front of the H2R. Kawasaki's aerospace division was responsible for the design of the fairing. In addition to its material, the skin of the model also benefits from a special feature. It is coated with a very special paint that reacts to light. Depending on how you look at it, the dress goes from deep black to a veritable silver mirror. Underneath, the technique continues for the pleasure and rigor of an extraordinary design.

Technically, the Ninja H2R relies on a surprisingly original tubular steel frame. Like all Japanese, Kawa is more familiar with a double aluminum perimeter spar. The only exceptions are the ZX-12R, ZZR 1400 and 1400 GTR, which feature a monocoque structure. The frame's carefully designed tubular profile provides the necessary rigidity in strategic areas, but above all, it is crucial to the engine's heat dissipation. With all the watts it can spit out, the last thing you want is for the calories to get trapped around it, otherwise you'll turn the H2R into a pressure cooker.

Will we find Öhlins for the forks? No, the Akashi firm preferred to install a 43 mm Kayaba AOS-II inverted fork. With its separate air and oil cartridges, DLC anti-friction coating on the dip tubes and a wide range of settings (compression - rebound - preload), it boasts handling that matches the machine's performance.
The stern is also an exception... for the brand. Quality first, with an Öhlins TTX 36 shock absorber, which is responsible for working the rear section under the onslaught of the breaker.
No, in fact, this is the first Kawasaki to receive a monobar. A superb piece of equipment holding a beautiful shuriken rim. As for the brakes, Brembo was the only choice. Two 330 mm discs are gripped by M50 radial-mount monoblock calipers. The master cylinder is also radial and signed Brembo. At the rear, a 2-piston caliper handles a 250 mm disc.
Let's conclude this technical aspect with the tires. There aren't many tires capable of handling the H2R's insane energy. This will be the tough job of the Bridgestone V01s. Superbike rubber in 120/600 - 17 and 190/650 - 17 cuts.
Against all expectations, an H2R isn't exactly light. It weighs no less than 216 kilos with a full belly. With its weight, design and geometry, this Ninja won't be as efficient as a hypersport on the racetrack. But that's not its aim. It just wants to nuke anything that rolls. And it does.

Taking control of an H2R could be akin to crashing a fighter jet. In fact, the bike can hold its own at take-off. Seize the moment, climb into the saddle, catch a ray of sunlight on the Kawasaki River Mark logo (not the Kawasaki motos logo) and settle into a not-so-radical saddle/footrest/handlebar triangle. Very sporty indeed, but less so than on a ZX-10R. The single-seater seat is recessed into a structure that holds the rider's bottom up when it's shifted by speed. The hip supports on either side of the seat are adjustable by 15 mm. Now it's time to start the beast, and bring a high-tech dashboard to life. A digital window containing on-board data (bike angle, speed, gear engaged, compressor activation pictograms, fuel consumption, temperature, etc.) is bitten by an astonishingly large tachometer. The engine speed figures only light up as the needle reaches them. And it hits them fast. A crown of symbols (neutral, oil level indicator, power assist, reserve, etc.) completes the package. The instrument cluster is merely the gateway to a world where electronics rule the road. Fortunately, given the bomb we're sitting on.

The 1000 H2R is copiously equipped, with an Up&Down shifter, Bosch IMU 6-axis inertial unit, Öhlins electronic steering damper and in-house steering control solutions. Some of these already exist on other models, but the IMU enhances them.
- The 9-step KTRC traction control maximizes traction and acceleration, while allowing a certain level of wheel slip depending on driving conditions. It calms the engine as required and, above all, constantly analyzes its environment. It takes into account the bike's orientation, banking, wheel speed and calibrates itself according to tire wear, tire profile and other factors to "predict" when traction will be compromised. This enables it to manage power distribution "in advance".
- The KLCM start assist system offers a choice of 3 starting modes. It is deactivated when passing 150 km/h or 3.
- KIBS anti-lock braking system. As its name suggests, it prevents the wheels from locking up under hard braking or in dubious conditions. It also modulates braking action in bends, prevents the rear axle from lifting, reduces rebound, and provides better control of the rear brake by taking into account the action of counter-torque.
- The KEBC engine brake control allows you to select a certain level of action.
All this is supervised by the KCMF. It monitors engine and part-cycle parameters throughout the turn (entry, chord point, exit), modulating braking force and engine power to smooth the acceleration/braking transition, then the go-around, thus helping the rider to best follow the desired trajectory throughout the turn.

The price tag for this prodigious motorcycle is insane. It's the only way to select your clientele, to keep it out of the hands of hotheads, and it's justified by its exceptional nature. While twice the price of the H2 and three times that of a hypersport, it's not so extravagant when compared to certain MV-Agustas or luxury products (Ecosse, Bimota, NCR, etc.). In any case, it's a price that doesn't really matter when you think of the machine Kawasaki has created. The only production motorcycle capable of stunning the most extreme power fantasies. The ultimate missile, devouring 1 km in 11 sec!

M.B - Manufacturer's photos