2018 Kawasaki Ninja H2 SX SE: MD First Ride - Motorcycle Daily

It wasn’t long ago that forced induction motorcycles were the exclusive province of enthusiast tinkerers with more time and money than common sense. Sure, massive horsepower was obtainable, but at the cost of anything resembling reasonable reliability or efficiency. You can credit Kawasaki for beginning to move the industry toward the “normalization” of forced induction, production motorcycles with the introduction of the H2 models a few years ago.

Now, Kawasaki wants to take another step. Continuing with supercharging, as opposed to turbo-charging, Kawasaki takes aim at riders who want to combine extreme performance with a much more comfortable, practical machine. To do so, Kawasaki has developed the Ninja H2 SX sport tourers, including both a standard model and the “SE” we tested yesterday.

We discussed all of the technical details in an earlier article, but plenty of it bears repeating, and emphasizing, here. Let’s begin by pointing out that the Ninja H2 SX SE is a premium motorcycle priced at $22,000 (the standard H2 SX is $19,000). This is Kawasaki’s current flagship machine, and it includes plenty of top-shelf features in addition to the amazing engine.

This steel trellis frame is exclusive to the H2 SX models. Although Kawasaki has several bikes now with steel trellis frames, this particular frame was designed to carry significantly increased passenger/luggage loads. A longer wheelbase, much more comfortable rider/passenger accommodations and incorporated saddlebag mounts distinguish the new sport tourers from their more aggressive H2 siblings. The SE we tested even includes heated grips (and cruise control).

As you might imagine, as a premium sport machine, the Ninja H2 SX SE also includes just about every electronic/computer aid currently available on a state-of-the-art motorcycle. We quote Kawasaki’s summary:

“The 2018 Kawasaki Ninja H2 SX and Ninja H2 SX SE are designed to be premier, class-leading sportbike machines. The 2018 Kawasaki Ninja H2 SX and Ninja H2 SX SE feature brand new Kawasaki Electronic Cruise Control, Kawasaki Traction Control (KTRC), Kawasaki anti-lock Braking (KIBS) and Bosch IMU. Thanks to the Kawasaki proprietary software that works with the IMU, the Kawasaki Ninja H2 SX features six axes of measurement creating a highly advanced electronics package.”

The traction control (adjustable in stages, including off) and the KIBS operate with real-time input from the Bosch IMU. Essentially, the IMU factors in lean angle, G-forces, yaw, pitch, roll, etc. to help the rider maintain traction, and stay upright.

Kawasaki emphasized the importance of its proprietary software in the performance of its electronics package, and you would have to assume Kawasaki knows a thing, or two, about such software when you look at the dominance of three-time WSB champion Jonathan Rea on his Kawasaki superbike. Given the performance capabilities of the Ninja H2 SX SE we rode yesterday, this electronics package is an important component in the riding experience. Trust us.

While both the standard and the SE models feature LED headlamp and tail light, together with common engine and chassis components, the SE we tested has these additional features:

• LED Cornering Lights
• Multi-Function TFT Color LCD Meter
• Larger Windscreen
• Kawasaki Launch Control Mode (KLCM)
• Kawasaki Quick Shifter (KWS) (up and down)
• Steel Braided Brake Lines
• Heated Grips
• Centerstand

The cornering lights (three on each side of the fairing) light-up progressively as you lean the bike over in a corner. The new TFT instrument panel is gorgeous … with outstanding levels of brightness/contrast, and several modes that the rider can toggle through. In addition to changing the readout from white on black to black on white, you can switch the display from Touring Mode to Sport Mode, and emphasize different bits of information such as boost pressure and braking force (as well as a whole lot of other information made available by that proprietary software and IMU). Although we didn’t have a lot of time to play with the display, we can tell you that Kawasaki did a good job making each of these read-outs legible at a glance.

On the subject of adjustable performance, Kawasaki includes the ability to change engine braking forces from standard to “light”, and three power modes (Full, Middle (75%), and Low (50%)). From our brief experience, all of these adjustments work just about as seamlessly as you could expect, with the different power levels remaining smooth and predictable in their performance.

The KYB suspension is fully adjustable front and rear, including compression, rebound and spring preload. The rear shock even allows you to adjust two types of compression, high and low speed. You can adjust rear shock preload without tools by simply turning an external knob below the seat.

Did we mention the engine? The 998cc four-cylinder, supercharged engine is essentially all new in the H2 SX models. Compared to the prior H2 models, a myriad of new parts and designs were focused on increasing thermal efficiency to achieve excellent low-to-mid street power and improved fuel economy. Among the changes are new pistons, cylinder head and cylinder, new cam profiles, and a new supercharger impeller. The list of changes is long, but one of the results is striking. Compared to earlier H2 models, engine compression in the H2 SX machines has increased dramatically … from 8.5:1 to 11.2:1. Kawasaki emphasized that the supercharger is an in-house design which meets reliability standards set for all street legal motorcycles produced by KHI. To this end, it is relatively simple and without an intercooler, featuring “minimal heat gain”.

The six-speed transmission is a dog-ring-type, and the clutch is the now familiar “assist and slipper” that reduces clutch pull effort, and prevents rear-wheel lock-up following aggressive downshifts.

It is immediately apparent that the ergonomics of the H2 SX SE are very relaxed for a “sportbike”. The bars are relatively high and the footpegs are placed more forward and lower. This is not a bolt upright seating position like an adventure bike, or even a dedicated luxury tourer, but it is a comfortable enough perch for an extended trip.

When we first pulled out of the hotel parking lot to begin our test ride along with four other journalists, it was clear within the first half mile that this is a remarkably smooth inline-four powerplant. In fact, three of the other journalists agreed with me that the H2 SX SE was surprising in this regard.

The engine features two balance shafts, and, together with that smoothness, delivers its power in a largely predictable, linear fashion. Why do we say “largely”? Because below 7,500 rpm the bike simply feels like a fast, normally aspirated 1,000cc motorcycle. Plenty of power for around town where the tach will stay between 4,000 and 7,000 rpm. Then there is the power delivered about 7,500 rpm…

If you find yourself at 7,500 rpm, or so, on either the standard or SE version of the H2 SX, and you want to twist the throttle hard to the stops, make sure you have plenty of unobstructed road in front of you. Again, without any unnecessary drama, from just below 8,000 rpm until 11,000 rpm (where horsepower peaks at close to 200), this bike becomes a bullet. See that car a quarter of a mile in front of you traveling the same direction at 80 mph? Your closing speed to his/her rear bumper will shock you.

The last time I had a similar sensation of acceleration was aboard another Kawasaki … the ZX-14R. The difference is that the Ninja H2 SX SE goes about this business of mad acceleration in a different way. While the acceleration is stunning, the bike feels so smooth and unfussed that it is different from your typical, normally aspirated, mega-horsepower machine. Can a bike this quick, be “sneaky fast?” In a way, yes. You might find yourself asking, inside your helmet, “Did that just happen?” The sensation is almost surreal.

Aside from the engine performance, perhaps the most notable aspect is the suspension action. In a word, the suspension feels superb. The holy grail of suspension tuning (for a street bike, at least) is to combine sufficient stiffness (damping) to permit aggressive riding, with plush, supple absorption of stutter bumps (lane dividers, pothole edges, etc.). The Ninja H2 SX SE does this as well as, or better than, just about any other bike we can remember.

We never touched any of the suspension settings provided to us by Kawasaki for our test ride. In the afternoon, when the pace picked up, I did feel that my 210 pounds could use a bit more spring preload on the rear shock (easy enough to do with the hand crank available), but even without dialing that in I had no trouble keeping pace with some very fast riders. The bike handles very well, indeed, given a claimed wet weight of 573 pounds (with the 5.0 gallon tank full). The wide, high bars provide good leverage, and the bike tracks a smooth arc through corners, although you certainly won’t be flicking it from side-to-side like a dedicated supersport.

The quick shifter, combined with the excellent dog ring-type transmission allows you to completely forget about the clutch during aggressive riding. Full power upshifts and closed throttle downshifts without the clutch are smoother than anything we have experienced on a production street motorcycle. We don’t say that lightly … you have to experience it yourself to understand. Engine speed, of course, is precisely adjusted to match the needs of these downshifts and upshifts. It all happens instantly and seamlessly. Very impressive stuff.

It goes without saying that a bike like this needs outstanding brakes, and the Ninja H2 SX SE delivers. With steel-braided brake lines standard, the radial-mount, four-piston calipers offer a predictable, but strong, grip on the 320 mm dual discs in front. I purposely, repeatedly, stressed the brakes during one photo stop, and the power and modulation was fantastic. I thought I would induce a pulse from the ABS system, but never felt one.

Throttle response, always an issue with any Euro 4 compliant, fuel injected motorcycle, is outstanding. Opening a fully closed throttle, unlike many other Euro 4 compliant bikes, results in a seamless, snatch-free transition to power.

The only complaints we have concern seat comfort after several hours on the bike (it started to feel a bit hard), and the length of the reach to the bars (probably, a very subjective feeling).

In sum, after 180 miles aboard the 2018 Kawasaki Ninja H2 SX SE, we are beyond impressed. “Stunned” might be the term we are looking for. The engine, suspension and transmission each perform near the pinnacle for such systems on production motorcycles. The fact that this bike combines all three, together with the rest of its attributes, underscores Kawasaki’s claim that this is a “premium” product, and its current flagship.

It is an expensive motorcycle, but, based on our test ride, a good value nonetheless. If you are an experienced motorcyclist looking for a thrill ride, but don’t want to suffer the traditional, sportbike ergonomics, the Ninja H2 SX SE may be calling your name.

Kawasaki offers a number of accessories for both H2 SX models, including the nicely integrated saddlebags shown in some of the photos. For additional details and specifications, visit Kawasaki’s web site here.

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