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Riding the fastest production motorcycle in the world! Crouched down behind a wing-festooned carbon-fiber fairing about one-third of a mile down an Oregon airstrip, I shifted into fourth gear at wide-open throttle and was both thrilled and alarmed when the front wheel departed the tarmac. I stole a furtive glance at the speedometer and saw three mind-blowing digits unexpected while wheelying: 170. Click to expand...

Read more Kawasaki H2R 200-Mph Review at Motorcycle.com #1 · May 20, 2016

Riding the fastest production motorcycle in the world! Crouched down behind a wing-festooned carbon-fiber fairing about one-third of a mile down an Oregon airstrip, I shifted into fourth gear at wide-open throttle and was both thrilled and alarmed when the front wheel departed the tarmac. I stole a furtive glance at the speedometer and saw three mind-blowing digits unexpected while wheelying: 170. Click to expand...

Read more Kawasaki H2R 200-Mph Review at Motorcycle.com See less See more 1 Sort by Oldest first Oldest first Newest first Most reactions #2 · May 20, 2016 Old story, just trying to get some H2/H2R "news" on the homepage #3 · May 21, 2016 (Edited) "The H2R is said to produce 115 lb-ft of torque all the way up at 12,500 rpm, just 1500 rpm below its claimed 310-pony horsepower peak. The conversion from crankshaft power to power generated at the tire on a rear-wheel dyno is typically a loss of about 10%, perhaps stretching to 12%. Taking 12% from 310 hp would translate into about 277 hp, but the H2R I was riding spat out 231 hp when tested on the MotoGP Werks Dynojet dyno we regularly use. Adding 12% to our raw number would take it up to just(!) 259 hp. We’ve seen other H2Rs register numbers in the 240 range. So, the horsepower number is well into the double triple-digits, but it’s not quite as sick as what Kawi claims, so we wonder if Team Green’s engineers played it a bit safe by spec’ing an overly rich mixture after initially tuning leaner for maximum power. There was a strong smell of gas from the H2R during our dyno runs and the dyno testing performed by other tuners. This keeps intake-charge temperatures lower (remember, the H2/R doesn’t use an intercooler), thereby enabling operation without danger of detonation or internal parts ending up on the outside. Brock Davidson of Brock’s Performance describes the mixture as “incredibly rich,” somewhere near a 10:1 air/fuel ratio. Such a rich mixture comes at the expense of some peak power." #4 · May 21, 2016 Dude you are REALLY stressing out over this H2 versus H2R which makes the most power comparison. Its in virtually every post you make, getting real old. You should take a hit of valium purchased from some Canadian Online pharmacy and let it go. H2s are restricted, H2Rs are restricted. Few are going to leave either restricted and a derestricted H2R shits all over a derestricted H2. Let it go. Its just how Kawi build them. I know you want to keep making the same old argument over and over and over about how a derestricted H2 beats a stock H2R. Who is going to leave a H2R restricted lol? Show more replies 0 Reply #10 · May 22, 2016 H2 rev limit is well beyond 10,500 rpm. The wheelbase and overall length dimensions are different because (A) the different number of teeth for the rear sprocket leads to a different nominal position for the rear axle because the length of the chain can only be changed in discrete increments, and (B) the rear tire has a different rolling diameter. The design of the chain adjuster means the nominal height of the rear axle changes relative to the swingarm. The different rolling diameter of the rear tire plus the different default position of the chain adjuster will also change height that the rear of the bike sits at, which automatically changes the seat height, and the rake, and the trail. It would also be completely unsurprising if the base suspension settings are different in order to make the whole package work together. These changes aren't necessarily because of fundamental changes in hard parts (frame, swingarm, triple clamps, forks, etc). The bikes are obviously different in many ways but they are variations on the same theme ... It is physically impossible for the longer overlap in the cam timing on the H2R to result in four times as much total air (and fuel) going through the engine. There isn't enough time/area for it to happen. "More", yes, and significantly so if you are comparing to the H2 in stock (restricted) form. Less so if you compare to a de-restricted H2. But not four times as much. Pumping vast amounts of raw air and fuel through an engine simply in order to cool it off is nothing to brag about - it is a colossal waste, it will result in a BSFC that any decent powertrain engineer should be ashamed of in this day and age ... Four times as much fuel used in order to make 50% more power is not a good trade-off. I will just about guarantee that there is a mis-translation from Japanese to English involved here, or some other similar improper explanation or misunderstanding. #14 · May 25, 2016 (Edited) @ Ciff - First off you must have some kinda magic, you get banned but then are able to continue posting, not only w/ other ids but the one that was vanquished! But welcome back. "almost identical" I think is a lot more accurate than its "clear that other than general shape, a few panels and the transmission, they're barely even related" I mean besides the cams & crankcase, it's the same engine, it's the same transmission, it's the same frame, suspension, brakes, wheels, swingarm, triple trees, super charger, rear cowl, seat, etc. X 1000. If you get down to every part, nut, screw & fastener, in terms of the number of parts, % wise the bikes probably share 90% of all parts, maybe more. The 2 bikes are lot more related then different. Youve posted many times that Motorcycle.com used RGs ECU for their Dyno test and that's why they got a low 230 rwhp, that doesn't make any sense first of all since RGs ECU already posted 295 rwhp reflashed but anyway,,,,, motorcycle.com did NOT use RGs ECU on the Dyno. While trying to to break 200mph in the half mile an H2R customer at the event switched his stock ECU w/ Rickey's for the 200mph attempt, RGs ECU wasn't run in motorcycle.coms test H2R or their H2R dyno test. I know Kawasaki gave you a Dyno sheet of 326/321 bhp and I get that Kawasaki ran the H2R on a Dyno in "a room full of people", did they release rwhp? ..But that doesn't answer the question, other than Kawasaki providing bhp numbers (who knows what rwhp to bhp calculations they were using) I'm interested in any Dyno post factory showing more than 230-265rwhp for a bone stock H2R. Cause we have 6 H2R dyno tests that I know of not just from Motorcycle.com but from various other parts suppliers like Akrapovic (231 rwhp) and other mags, between them, they've come in at 230-265 rwhp. At 326/321 bhp, the bike should make approx 290-295 rwhp. Performance Bikes tested 2 different H2Rs & got 250rwhp & 264rwhp.......Im happy to hear you're actually riding your H2R, hopefully more than to just "cars & coffee" as you posted in that video (it was nicely done) but should definitely Dyno your bike, now that you're riding it, why not. And if you don't want to do that please just point me to a stock H2R rwhp number that aligns w/ your bhp number. Not sure if you've ever ridden a Stage II H2 but it is a very different animal from the stock H2. And the weight difference of 48lbs, you have to remember the oem H2 exhaust weights 37lbs, put in a lithium ion battery, etc. Plus you've added weight back in, the extra H2 fan plus the other street legal bits so the weight isn't a big factor stage II H2 vs your modified H2R, maybe it's a 15lbs. I'd say the performance H2R owners are feeling is exactly the power Stage II owners are feeling, at least those H2R owners at approx. 230-264rwhp which is every H2R I've seen tested. Re: your comment - "I can assure you that under no circumstances will an unrestricted H2 touch a bone stock H2R." - Under no circumstances except what we've seen so far in the 1/4 mile, at the mile and top speed records. If the stock H2R is making 321 bhp, and on top of that as you say the inlet, air filter, ram air is such a huge advantage how is it that at over 200mph with full ram air in effect, the stock H2R has already been beaten in the 1/4/, the mile and top speed by Stage II H2s, I really just don't see how that possible if the H2R is really making 40-50 more at the rear wheel? It appears like Kawi tuned in an ultra rich mixture to protect the H2R engine at the expensive of top end power, who knows maybe even after they did the factory dynos. One of the posters here that has an H2R got 295 rwhp after reflash w/ Don. That's exactly what RG got too w/ his hybrid after Dons reflash & 295 rwhp = 326 bhp, why even work on a reflash for the H2R if it won't add any rwhp & if it's already making 295 rwhp/326 bhp? The reflash is getting rid of the H2Rs flat spot at 12,800 rpm. I'm referring to multiple RWHP Dyno tests by numerous testers and real world LSR, you're pointing to a brake horsepower mso Dyno sheet that Kawasaki gave you and saying the H2R 'cannot be beat under any circumstances by a stage II H2' when its already happened and been certified again & again & again. #15 · May 25, 2016 (Edited) Not sure what the first part of that was about. Never got banned. Not even temporarily. Have you been seeing 'Cliffies' again behind every post you don't like? And what is your obsession with silencing everyone who disagrees with you? You can't just have a debate and agree to disagree - the other guy has gots go? For what reason? Block me if you don't like what I have to say. FFS I don't constantly accuse you of being SilverbirdH2 (who you obviously are) and demand your removal. That said, I totally agree. Your H2 can beat an H2R. Do your mods, get your money together, come on down and show me. In the interim, why don't you hop on the old interwebz and send Kawi an email telling them how much time and money they wasted on all that pesky engineering. They'll love that! You should also go back and read the H2R issues of Fast Bikes and Performance Bikes where they've all said nearly verbatim everything I've been telling you. Have this argument with THEM and see how far you get. Best of luck. I will give you one small warning; you may talk tough on the internet but if you show up and speak to me like you do here, you aren't going to get polite discourse in return. I don't mind talking bikes but you keep making it personal. I don't care for it. Show more replies 1 Reply #16 · May 25, 2016 Having just re-read the aforementioned articles in both Fast Bikes and Performance Bikes ... Cliff dude.. If you think those articles are saying "verbatim" the same as you , then you are massively mistaken. You have no understanding of the subject matter and should stop embarrassing yourself immediately. Try a different topic like how good clutch less downshifting is ! #18 · May 26, 2016 "I reject your reality and substitute my own" - Mythbusters Insert Quotes Post Reply

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