Driving report Kawasaki Ninja H2 SX SE

In culinary circles, Kawasaki is known for its alphabet sushi. Would you like a taste? KIBS, KECS, KCMF, KIPASS, ARAS, ACC, FCW, BSD, ESS, TPMS, KLCM, KTRC, KQS, SPIN. For the untrained stomach of a newcomer, such a thing is hard to digest. But each of these abbreviations stands for a technical treat on the Ninja H2 SX SE. This is the most advanced that Japanese motorcycle construction currently has to offer. Across all brands.

The machine is unique because of its compressor motor. Smooth 200 hp served the thousand-cubic four-cylinder engine, as a supplement up to 137 Newton meters are served. 11,000 rpm are required for peak performance and 8500 rpm for maximum speed.

We didn’t even come close to savoring the possibilities of the engine while the black and green sports tourer was in the editorial office. The compressor probably felt terribly underchallenged. The drive acts meekly, but so confidently that it sometimes makes you shudder. When a spoiler Porsche once said it had to flex its muscles on the freeway, the Kawasaki stuck by with incredible nonchalance and only pulled away because its driver no longer felt responsible for such escapades. The official top speed is 299 km/h.

It’s not to everyone’s taste, some people tap their foreheads in the face of such theoretical values. In practice, the compressor ninja is less a case for frenzied frightened figures than for solvent connoisseurs with a sense for special technology, an exception for a manageable target group. Sports tourers that require an active sitting position are a bit out of fashion, and the base price of 28,195 euros, including ancillary costs, which is also due to the predominantly noble presentation and high-quality appearance, prevents large quantities. The top version of the Kompressor-Express is the Ninja H2 SX SE Performance Tourer, which we have moved and is equipped with a suitcase set, Akrapovic silencer and tinted windshield, among other things. You have to swallow when the landlord brings the bill: 30,545 euros.

But this Kawa is one of the few motorcycles for which a highway is more than a necessary evil, which is due to the fact that it pulls its course as if on rails and has the forward thrust of a Shinkansen, shields the storm from the front well, newly formed comfortable upholstery offers, warms your hands if you wish and also touches the sound barrier with luggage. A radar module at the front, inconspicuously integrated into the overall picture, creates the conditions for the new ACC adaptive cruise control based on Bosch developments, which is able to brake and accelerate automatically and works just as well as BMW or Ducati. There is also a collision warning FCW, which sounds the alarm in moments of inattentiveness with light signals on the new, stylish 6.5-inch color screen.

These are useful assistants, we found the blind spot detector BSD (Blind Spot Detection) to be the most useful both on the route and in city traffic. A radar sensor is also installed at the rear for this. Fortunately, he doesn’t annoy you with unnecessary flickering in the rear-view mirrors, but is smart enough to decide when danger could really threaten.

Smart suspension ensures superior comfort

With all the abbreviations mentioned at the beginning and more, the Japanese are demonstrating that the Kawasaki flagship is catching up with the top products from European manufacturers. KQS is the name of the shift assistant, VHA is the popular hill start assist, KLCM is the launch control that we never use, ESS is the emergency brake signal, and KCMF is the cornering brake support. KECS – Kawasaki Electronic Control Suspension – stands for an important point, the semi-active suspension. Together with the famous brake system, it is a worthy playmate for the over-engine. The smart suspension ensures full road holding and at the same time outstanding comfort, even on miserable patches of asphalt. Depending on the driving mode, a skyhook function is activated, which compensates for disruptive influences when braking or accelerating. There is also an electro-hydraulic load equalization, which does not happen automatically, as is already offered here and there at the top level, but can be set at the push of a button – optionally for one or two people with or without luggage.

The presence of the tire pressure monitoring system TPMS must also be pointed out, as must the cornering light. As the incline increases, the 270-kilo monster switches on up to three additional LEDs in the side panels. The abundance of information in the TFT cockpit even includes boost and brake pressure, lean angle, G-forces, the throttle valve position and the temperature in the air box. Smartphone app connectivity serves useful as well as distracting things. The H2 does not disdain curve salad. In our case, with a moderate, civilized driving style, she allowed herself to be fed an average of 5.7 liters of power food per 100 kilometers.

The keyless entry system with rotary switch in the cockpit is a win, but not finished. For the tank cap and side cases you still have to take out the key, fold out the bit and insert it into the lock. The numerous switches on the handlebar ends are not backlit. And the lack of an automatic turn signal reset is no longer up to date. Nevertheless, the following applies: KHGG. Kawasaki did well.