2020 Kawasaki Z H2 Review

The 2020 Kawasaki Z H2 packs 200hp and not so long ago that would have been big news in the litre sportsbike category. But 200hp, 1000cc naked bikes are the latest trend in motorcycling and the 2020 Kawasaki Z H2 is one of three currently available – the other contenders being the Ducati Streetfighter and MV Brutale RR.

If you include the track-only H2R, the 2020 Kawasaki Z H2 is the fourth supercharged bike in Kawasaki's line-up, but the first without a fairing. How's that gonna work? Time to find out...

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The new normal

I turn the key and watch as the large TFT display goes through its opening animation, accompanied by lots of high-pitched whirring and whining. Pride of place in the routine is the Kawasaki River Mark denoting the H2 range, also displayed in metal on the bike's elongated nose.

There's a lot of surplus info on the screen that I’ll probably never need, such as the G-force meter, lean angle display and brake pressure readout. I can't quite recall how to switch to the other, simpler layout, so I leave it as is. I hit the starter giving the bike a chance to warm up in that busy-sounding way Kawasaki fours always do when they’re on choke.

Swinging a slightly trembling leg over the generous and roomy saddle, I flick the side-stand up, put my foot on the intricately machined and comfortable footpeg, and pull in the nicely weighted clutch lever.

Snicking the bike into gear there's no fuss or drama, no crunch or aggressive jolt forward – the neutral indicator just silently switches to '1' and we're ready for take-off. So far so normal then, although I have the distinct feeling that with 200hp and 137Nm, courtesy of the bright red supercharger nestled behind the cylinders, this might be where normal comes to an abrupt and electrifying end.

The bike is in the middle of the three pre-set maps: Road, with Sport and Rain either side (there's a user customisable Rider mode too). Rain mode cuts the power by half as well as calling up more intrusive levels of safety. I tried it once, didn’t bother again. Road mode offers 75 per cent power and Level 2 traction control, while Sport gives full power with the electric fairies at Level 1 intervention.

Pulling out onto the main road I remember that the bi-directional quick-shifter only operates above 2500rpm, which means there's no argument about who's doing what through slow traffic. The gear lever feels solidly connected to the gearbox, unlike the strange, spongy feel afforded by the QS system on the Versys 1000.

The exhaust is politely quiet, which is a bit of shame for such a beast, and the engine is so creamy smooth it must be whittled almost entirely from balance shafts. Without the tacho you'd be hard pressed to tell whether it's even running.

Everything is very sedate and refined – even the mirrors work which, as I discovered soon enough, is a very necessary trait on a bike that effortlessly eclipses the national speed limit in the time it takes to say, “Hello sir, do you know why we've stopped you?”

Beauty or a Beast

Before we go on about how this bike has a penchant for turning your eyeballs to jelly and your license to a flaming bonfire of regret, let's briefly address the elephant in the room – the inspiration for Kawasaki's 'Sugomi' styling.

The Z H2's design is certainly polarising. The front end seems to be the focus of most debate, with its protruding nose and headlight assembly. It's likely related to the efficient operation of the supercharger, the intake for which is positioned on the left-hand side of the bike's front end.

A requirement for cooler oxygen has no doubt dictated, to some extent, where the mouth of the intake needs to be and in turn the surrounding bodywork. An air-filter element needed to fit in there too, in part to help strain out the small mammals and untethered children its gaping maw seems likely to ingest.

Having said all that, the looks really grew on me over the two weeks and thousand kilometres I had the bike for. It makes a statement, and if you're already a fan of Kawasaki's styling then you'll probably love this.

Groundhog Wheelie

So let's address the most important technical question: “What’s it go like?”

To begin with, pretty normal. Up to about 4000rpm the motor feels similar to many other in-line litre-bikes, the supercharger not spinning fast enough to make much of a contribution. Beyond this, the forced induction starts to make its presence felt with a bit of a step in power around 6500rpm, producing plenty of lovely mid-range grunt.

But wait, there's more. At around eight grand, and close to peak torque, the colossal main event arrives and the world smashes into reverse at the same rate as the revs fly towards the 12,000rpm redline. It would be an exaggeration to say it comes on like a light switch, but not much of one, and anyone who’s ever ridden a powerful two-stroke will recognise the sensation.

The bike claws forwards and immediately you're pressed against the step in the seat and hanging on as if your life depends on it… which I guess it does. As your brain reels at the insane change in velocity the front wheel jumps up off the ground and then… just hangs there.

There's no need to shut off though as the TC/wheelie control has your back and, in this case, also your front. The tyre comes down to earth just as everything on the dash goes red and it's time to grab second, which happens almost instantly thanks to the short throw of the quick-shifter, the throttle still on the stop.

This slaps the motor right back into the fat part of the torque curve and again puts inches of daylight under the front tyre. Third comes up moments later and the process is repeated, although by now you're going way faster than the legal motorway limit, still on one wheel. And you haven't even tried Sport mode yet. Welcome to the unique and utterly mind-melting world of the Kawasaki Z H2.

When I rode the sportstourer H2 SX SE last year I thought that was quick enough. The Z H2 has a much more exciting delivery, feels even quicker, and dishes out what seems like the bulk of its power in one massive lump. I have rarely laughed so loudly or so often inside my helmet and after a few flat-chat runs through the 'box your neck will be aching almost as much as your face.

Faired enough

One aspect of having so much power and so little windscreen, is that over distance there's every likelihood of being battered into submission by the elements. But all that bulk up front certainly serves a purpose on the freeway and, although you are out in the breeze, the airflow is way less turbulent than I was anticipating.

The ergonomics just work and, at a shade under six-foot, suited me to perfection. It's not a huge stretch to the ground either yet there's over 50 degrees of cornering clearance.

With the superb one-touch cruise control, the sublimely smooth engine, and forgiving rear suspension, motorway miles are eaten up with aplomb. What's more, with a 19-litre tank you can expect to see well over 250km (at the 6.6l/100km we achieved) before you run dry. The fuel light does come on pessimistically early, but the very useful range-to-empty display is your friend.

This really is all-day comfortable and after a seven hour ride, I can attest to feeling as fresh as the proverbial daisy and wishing only for heated grips rather than any additional wind protection.

One reservation concerns the tiny pillion seat; you’d have to be pretty game to sit on it for much more than a quick spin to the corner shop.

Power to the people

First and foremost, this bike is definitely about the engine delivery, but when you get bored of wheelies, or at least when you’ve ridden your luck to the point that it feels prudent to knock it on the head for a bit, there’s a whole other side to this bike.

As a commuter it is possible (with an iron will, I must admit) to ride in a sensible and relaxed manner and filter like a pro. Initially, the bike feels quite wide, primarily due to how splayed your legs are around the back of the broad tank. However, it’s no more difficult to slip through narrow gaps than many a big bore inline-four and it has good low-speed balance in tight confines.

The fueling is absolutely immaculate, with no abruptness when coming on or off the gas. The upright riding position gives great vision over the cars, while the light slip/assist clutch has a wide take-up point, and the rear brake plenty of feel.

Riding this bike in the twisties is definitely a case of 'slow in, fast out' – the last bit so insane it’s an absolute hoot. Ride it in the meat of the boost and the rear will squirm about as the front wheel paws the air – often while you’re still cranked over, and most definitely over every bump or rise in the tarmac. It’s hilarious, and whatever corner-entry speed you might have sacrificed becomes irrelevant.

Rapid changes of direction do highlight the bike's 240kg wet weight and rough roads are no friend of the rather basic rear shock: another reason to be a bit circumspect when diving into unfamiliar corners.

Having said that, it’s perfectly possible to spark a footpeg off the bitumen and the excellent Brembo M4 monoblocs – unusually mate to a Nissin master cylinder – give tons of outright power and brilliant feel at the lever.

Even if it doesn't have superbike handling to match its superbike power, the Z H2 is certainly brilliant fun to attack the bends, harnessing its monstrous torque to slingshot your way to the next apex. The soundtrack to all of this is the frantic chirping of the supercharger, apparently caused by the tips of the impeller blades breaking the sound barrier.

I don’t care if that’s true or not; it makes a bloody good story and announces to all and sundry you're riding something a bit special.

At your service

Despite all this supercharged fury, the Z H2's servicing intervals aren't any more frequent than many normally aspirated bikes, at every 12 months or 12,000km, whichever comes first. Bear in mind that hourly rates might be a little steeper, however, as only certified technicians are allowed to work on the H2 range. Seems fair.

Overall build quality is excellent, with high quality components including Brembo brakes, Showa BP fork, sticky Pirelli Diablo Rosso III tyres, a comprehensive suite of electronics, cruise control, TFT instrumentation (with Bluetooth connectivity) and of course that utterly devastating engine.

It’s a bit odd then that the Z H2 is equipped with such a mundane rear shock. At the very least this should have been a fully adjustable unit, and at best it'd come with a remote preload adjuster too.

Presumably it's a price thing, but I don't think anyone would be looking to purchase a supercharged motorcycle because it's the cheap option. In any case this bike already undercuts its nearest rival, the Ducati Streetfighter, by between $4000 to $8000, depending on the model, and a grand or so either way probably isn't going to dissuade any prospective buyers.

Summing up

That aside, the Kawasaki Z H2 is a quite remarkable machine and I guarantee you won't have ridden anything else like it. I also guarantee you will ride this like a massive hooligan, simply because letting it rip is utterly addictive and the electronics will make you feel like a much better rider than you probably are.

One final thought. This is the first bike, in maybe ever, where I haven't been game to turn off the anti-wheelie or traction control. Make of that what you will.

ENGINE
Type: Liquid-cooled, DOHC, 16-valve, four-stroke, inline four-cylinder
Capacity: 998cc
Bore x stroke: 76mm x 55mm
Compression ratio: 11.2:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 197hp (147.1kW) at 11,000rpm
Claimed maximum torque: 137Nm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate slip/assist
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: High-tensile tubular steel trellis
Front suspension: Inverted Showa Big Piston Fork, fully adjustable, 120mm travel
Rear suspension: Showa Uni Trak monoshock, adjustable for preload and rebound, 134mm travel
Front brakes: Twin 320mm discs with four-piston, radial-mount Brembo M4.32 monobloc calipers, ABS
Rear brake: Single 260mm disc with twin-piston caliper, ABS
Wheels: Cast aluminium 6-spoke; 17x3.5 front, 17x6.0 rear
Tyres: Pirelli Diablo Rosso III; 120/70-17 front, 190/55-17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 239kg
Rake: 24.9 degrees
Trail: 104mm
Seat height: 830mm (adjustable for an extra 20mm)
Wheelbase: 1455mm
Fuel capacity: 19 litres

OTHER STUFF
Price: $23,000 (RRP)
Colours: Metallic Spark Black with Metallic Graphite Gray and Mirror Coated Spark Black
Warranty: Two years/unlimited kilometres
Bike supplied by: Kawasaki Australia