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Patent Filings Show Interesting Kawasaki Electric Motorcycle Details

Is Kawasaki Getting Close?

Kawasaki patents of an electric motorcycle have surfaced before. Now more details are coming out thanks to more recent patent filings. The latest patents focus on the actual cooling of the batteries that will be used on the bike. It seems that Kawasaki is focusing on some kind of liquid cooling solution.

When I say liquid cooling, your mind immediately goes to some kind of water-based coolant, but it looks like Kawasaki could use some kind of oil cooling system to cool down the battery. Which is somewhat surprising, but as RideApart notes, it actually makes a lot of sense. Water and lithium-ion batteries don’t play nice together, so an oil-cooled solution for the battery could be a way to get around that.

Most batteries on motorcycles get sufficient cooling from the air passing around the bike. This special cooling system suggests that Kawasaki anticipates the batteries getting quite hot. It’s unclear how hot they could get or what this means for the bike. My assumption is that it will be a high-powered machine and the cooling would probably be for fast-charging purposes, too.

The patent drawings are actually quite detailed, and there’s probably more here that I’m not seeing. All I know for sure is that Kawasaki has an electric bike in the works, and that gets me pretty excited. I’d love to see the company challenge the other big names in the electric motorcycle world. 

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It Looks Like a Kawasaki Electric Bike Is Moving Forward

New Patent Drawings Reveal Progress

It would seem that Kawasaki has an electric motorcycle it’s working on. Visordown nabbed some patent drawings that show how the bike is progressing. In short, Kawasaki’s getting closer. There are two drawings that show some interesting things about the bike.

The first shows a mostly complete motorcycle, or rather a simple drawing of one. It’s all there, what looks like a battery and electric motor, handlebars, etc. This suggests Kawasaki at least has a design in mind and is working towards patenting its ideas. 

Kawasaki electric bike patent
Images from Visordown

The second shows a close up of the gearing and clutch. Yep, this electric bike appears to have a clutch. Visordown notes that the addition of the gearbox could help the electric motor spin more efficiently, allowing the rider to get the most out of the battery power. the addition of a couple gears also would make the electric motorcycle feel a little more conventional and less like a twist-and-go scooter. 

The patent drawings are honestly pretty unclear. As Visordown notes, the information gleaned from the drawings could be incorrect. Kawasaki could just be patenting the designs for a future application. This would allow them to come back to it at a later date, or the manufacturer could be hiding something truly significant within the drawing that we didn’t notice. Either way, it shows that Kawasaki is working on something interesting.

The likelihood that its an electric motorcycle is pretty high. Kawasaki has had electric motorcycle concepts in the past (the J Concept comes to mind) and with electric bikes poised to become the future of the industry, it’s no wonder Kawasaki appears to be working on one.

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Kawasaki Files for ‘Meguro’ Trademark in Several Markets

Back From the Dead?

If you don’t recognize the name Meguro, don’t worry. It hasn’t really been a thing since the 1960s. It was a motorcycle gearbox company in the 1950s, then a motorcycle company, and then Kawasaki acquired the company and continued to use the name for a bit on a bike. Eventually, the Meguro name was killed.

Now Kawasaki may bring the Meguro name back from the dead. According to Motorcycle.com, the company recently filed for the Meguro trademark rights in several markets. The markets include the U.K., U.S., New Zealand, Australia, and the Philippines. The company will reportedly use the trademark for, “two-wheeled motor vehicles; motorcycles; scooters; mopeds; bicycles; structural parts for motorcycles,” according to the filing.

As Motorcycle.com points out this filing is probably about more than just protecting the name’s heritage in the motorcycle industry. It’s more likely that Kawasaki will build a retro bike of some kind. This would jive with the current slew of bikes it has put out, including the Z900RS and the new W800.

The old Meguro bikes were little more than BSA knockoffs. I don’t see anything wrong with that, honestly. If Kawasaki could give me a modern and reliable bike that looked like a vintage BSA with some modern tech like fuel injection and some quality brakes, I’d be all for it. 

With that said, Kawasaki has made no indication as to what the Meguro name will be used for. While the retro bike guess is a good one, it’s purely speculation. The name could be used for basically any bike. I’m keeping my fingers crossed for a BSA lookalike, though.

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Gear Reviews Kawasaki Kawasaki KLR 650 Other Motorcycle Blogs Web Bike World

A Fond Farewell to the Legendary Kawasaki KLR 650

The KLR650-A was unveiled in 1987, replacing the smaller KLR600 and becoming the monster of the Japanese dual sports. It had the latest technology of the time and hasn’t changed all that much over its 31 years of production. It is amazing to think that it’s production life spanned such a long time considering there hasn’t been anything else on the market that hasn’t evolved in its technology, looks, and parts.

The KLR650 has gone through a few evolutions, albeit minor ones with the biggest being an update in 2008 to the Plastics, Chassis, Engine, and Rotors. Mostly it was the same bike with updated looks.

Original Kawasaki KLR650-B Tengai Brochure

Original Kawasaki KLR650-B Tengai Brochure

Breakdown

Pros

  • More dirt-bike than adventure tourer; perfect if you are looking to go off the beaten path
  • Less technology and more practical design (easier to work on or work with if you are stuck out in the bush).
  • Cost/purchase price is light on the wallet, and so is the maintenance costs when comparing equivalent models of different manufacturers.
  • Lots of aftermarket accessories, as well as stock OEM parts
  • Steel double tube engine frame that allows a little bit of give for softening the bumps – and the way that the forks are designed to give more stability at higher speeds than dirtbikes and lots of room for some give on jumps.
  • No ABS – offroad, you don’t want ABS to suddenly lock your rear tire on gravel – it’s better as it allows the rider to control which brake does what (as ABS isn’t ideal off-road).
  • Carbureted (again, makes it easier to work on in the bushes).
  • More torque in the bottom end, let’s face it – again something that’s needed when dealing with tricky off-road situations as well as getting away from surprised wildlife.
  • CDI discharge system – as sometimes simpler is better to work with.

Cons

  • Very old technology (which can be a pro or a con depending on what type of motorcycle enthusiast you are – 31 years of new and used parts available and easier for the backyard mechanic to work on due to the lack of technology).
  • Soft suspension goes through oil faster than most, heavy (depending on what you are looking for).
  • Doesn’t have the same power as some of its equivalents.
  • Carbureted (you have to deal with a choke and proper jetting for the altitude you are riding at as power will vary between sea level and higher altitudes).
  • Smaller windscreen with less wind protection on the highway.
  • The electrical system wasn’t enough to handle more than the bike and some heated grips

Generations of KLR

Two Kawasaki KLR650 models

Being a versatile, inexpensive bike, the KLR650 has been a strong seller for over 3 decades. I even worked at a Kawasaki dealership out of Calgary, AB Canada for roughly 7 years as a salesperson and I remember the many new and used KLR650’s that left with their new owners every year.

It wasn’t just one demographic purchasing them either, but all age ranges and walks of human life. There are even dedicated forum sites such as the KLR Forum and fan sites such this KLR650 timeline page.

I had come across a comparison book I had from back in 2003 – on the A series. Just something neat to share from the books and magazines that I hadn’t yet recycled. I guess being a slight bit of a collector amounted to something useful here and there.

Kawasaki Model Comparison Book - KLR650 Features and Advantages
Kawasaki Model Comparison Book - KLR650 Specs
Kawasaki Model Comparison Book 2003
31 Years of Production Changes

Various Kawasaki KLR650 models during production

Some Notable Milestones

1987

The KLR600 was retired and evolved to the larger 651 cc engine and the KLR650-A model was born. Being a first year, there is always going to be some form of kinks and so the crankshaft is different from all the other future models.

1988

Kawasaki engineers made the engine cases stronger and reinforced it with extra bolts between the crank and the countershaft.

1990

An improvement in the countershaft with longer splines for more engagement with the sprocket. The Tengai (KLR650-B model) was introduced as a more off-road/Dakar style which that production ran until 1992.

Interesting side note, Tengai in Japanese means “the end of the sky”. Also, in 1992, there were some changes to front brake master cylinder, improving braking performance.

Mid-1996

A few changes made for improvements to the engine again creating something that would be longer lasting: there was an improved clutch basket with more clutch plates, the 2nd and 3rd gear ratios were changed; also they changed the crank to a heavier part and took out the kickstarter as it wouldn’t fit with the newer style clutch basket.

A few other noted changes were that they changed the countershaft sprocket retainer from a slotted plate to larger nut and they changed the valve cover, while also adding a bracket to hold the cam chain bumper.

Pre-2001

At some point in time, the Kawasaki service manual indicated that there was a higher charging system output; but the only change in the microfiche seemed to be the rotor. The new power rating changed to 17A/14V (238 W) @ 7000 rpm; whereas the earlier version was 14A/14V (196 W) @ 8000 rpm (side note: that’s above redline…).

2001

Assembly of the KLR650 shifted from Japan to Thailand. The likely reason would have been to save assembly and labor costs, as the parts still appeared to have been manufactured in Japan.

2007

There was a new shift lever added prior to the “major” change in 2008

2008

The KLR650 A model changed production into the E model, improving the engine, chassis and modernizing the bodywork to keep up with the competition that have been changing and evolving – all while keeping the costs of the machine itself down (which among other things kept up the model’s popularity with the die-hards and pleasure riders alike).

2009

The KLR650 becomes less of an oil guzzler by having thinner piston rings, reducing engine oil consumption.

Summer 2011

Kawasaki changed the clutch basket with a new version containing only 6 clutch plates as compared to the 7 that had been in the A model since 1997. This change started at engine number KL650AEA72320.

Summer 2014

(Halfway through the manufacturing year) There were spring and fork upgrades increasing the firmness of the shocks to lessen rebound and increase spring firmness. The seat was also narrowed in the front (to help with more inseam challenged riders, as even myself at 5’8” was a little stretched while riding it) and widened in the rear.

2018

The announcement of the end of the KLR650 dynasty.

Why Did This Model Series Run For 3 Decades?

There is a lot of speculation, but basically, it came down to what you got for the cost, there has been nothing comparable. Yes, you can spend a ton more money on adventure bikes or something with more technology, power, and features, but sometimes more doesn’t equate to better.

This seems to be proven over the sheer number of units that have been sold over the years. I would imagine that would be well over 250,000 considering how many just the dealership I worked for sold each season alone… and there are many Kawasaki dealerships throughout Canada, the U.S., and Europe.

It was off-road enough to satisfy the riders that wanted to stray off the beaten path but stable with just enough power to be decent on the highway. The A and E models featured a 6.1-gallon tank which was plenty to take you to a gas station in the middle of nowhere before running out of fuel.

31 Years of Stories on the Road

Rummaging through old magazines, I came across an article I found from Canadian Biker in March of 2004. The story and photos were done by Darryl Oakley which he details his trip starting in Kimberley, B.C. traveling up the Alaska Highway north towards Liard Trail.

It was a solo trip for him, although he admitted it wasn’t as smart or safe as going in a group, but for him, that was an important part of the journey. He talked about meeting a lot of different people on the way and describing the peace and serenity of the near-empty roads; watching the beauty of the northern lights and just how much freedom he felt.

Author taking road trip with KLR650

Dakar Rally in 2007

This is starkly contrasted by the Dakar Rally in 2007 that a team called Team Green Dakar out of the Netherlands.

Team Green Dakar using the KLR at Dakar Rally

Dakar Rally Image via Adventure Riding NZ

This team included three riders that were determined to conquer the famous Dakar Rally and the brave riders names were: Peter Oosterbeek, Nol Bikker, and Michael van den Enden. They made it to the fourth stage of the race, but there were no longer any motorcycles at the checkpoint and so it was a did not finish result.

Apparently, there had been some sort of engine problems encountered in the dunes of Morocco. The extreme heat of the desert day and cold of the desert night pushed the bike’s engine to the limits among traversing over the heavy sands.

the Kawasaki KLR at Dakar Rally

Dakar Rally Image via Adventure Riding NZ

Around the World

Kawasaki KLR650 prepped for an adventure

Image via Motorcycle USA

There are also different stories about around the world travels, and one in particular that stood out for me was the global circumnavigating tours, such as those documented by Dr. Gregory Frazier in 2001, 2002.

Two of Dr. Frazier’s articles from Motorcycle USA can be found here:

The basic gist of them is showing how resilient this bike was in different conditions, using different accessories, parts and outlining maintenance along the journey. He went over what worked for him, what didn’t and a few humorous stories about the bikes tendency to want to lay down for naps at gas stations and getting free car washes crossing mountain streams.

I definitely recommend looking at these articles as they outline a great deal of information that only comes from the experience of riding the bike over 45,000 miles.

Movies & TV Series the KLR650 Appeared In

Over the years the KLR650 appeared to be a pretty popular bike to make appearances in movies. Not only was it likely budget friendly, but it was versatile, light and looked different from a lot of the other similar bikes. Here are some movies and series that the KLR650 appeared in:

Chicago P.D. 2014 – 2018

Timecop 1997-1998

The Dark Side of the Sun 1997

Instinct 2018

Reprisal 2019

The Final 2010

Tatort – Hollenfahrt 2009

Ellas Aman, Ellos Mienten (TV Series) 2018

Beauty and the Beast (TV Series) 2012-2016

Hackers 1995 (a personal favorite of mine)

Kawasaki KLR650 in the movie Hackers

The Fast and the Furious 2001

Kawasaki KLR650 in the movie The Fast and the Furious

Neat Points of Note About the KLR

Though they were only a few years running, the C model had a few distinguishable differences such as a smaller tank, beefier off-road features such as larger forks, steel rims, skid plate, rear brake reservoir cover, different tire sizes, a different seat, even less gauges and 37 pounds more weight (likely from the extra reinforcements for off-roading).

The U.S. Army actually had a diesel engine made for the KLR650 that was designed by Hayes Diversified Technology to run military-spec diesel fuel with the same cases, and gearbox – but different pistons, cylinders and other internals that belong with a diesel run engine as opposed to gas. They also featured a sealed non-spillable battery that had a few more advantages than the normal unsealed ones available to the public.

Kawasaki KLR650 Image Gallery

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Could a Kawasaki W800 Street Accompany the Cafe in 2019?

More W800 Versions are Welcomed

Kawasaki has already committed to selling the W800 Cafe in the U.S., but not the W800 Steet. With that said, Motorcycle.com reported on some California Air Resources Board paperwork that suggests Kawasaki will sell the Street version of the bike in the States.

It is a slightly more laid-back version of the motorcycle. However, most of the specs will remain the same as the Cafe version.

Kawasaki just recently unveiled the W800 at EICMA. It has a 773cc air-cooled parallel twin engine that’s fuel injected and mated to a five-speed transmission. The W800 Street will obviously also get the bike’s double cradle frame and the same suspension setup and ABS brakes.

What Will Set the W800 Street Apart?

The W800 Street has a lower seat height of 30.3 inches, higher handlebars, and no bikini fairing. It also loses about four and a half pounds compared to the Cafe version. Aside from those changes, there aren’t many differences except in the styling department.

The paint schemes are different, with the W800 Street getting mostly black paint with a few silver and chrome accents. It’s a handsome machine overall. If the Cafe was a little too over-the-top for you, the W800 Street is the perfect compromise. I think it’s the better-looking bike.

2019 Kawasaki W800 Street
Image from Kawasaki

Kawasaki hasn’t committed to selling the Street version here. The CARB paperwork just suggests it will. This is a smart business move. It allows the company to sell the same bike to a wider audience, and give dealers another way to market the machine without having the carry parts for a whole new product.

I’m not complaining, though. The W800 is a cool bike, and I would love for Kawasaki to make as many versions of it as they can. No official word on price. The bike was confirmed in Canada. The Street version is a little cheaper than the Cafe version. You can expect to pay right around $9,000.

2019 Kawasaki W800 Street
Image from Kawasaki
2019 Kawasaki W800 Street
Image from Kawasaki
2019 Kawasaki W800 Street
Image from Kawasaki

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Motorcycle News Roundup: Week of 12/16

This week has been full of interesting motorcycle news from a customized 180hp Kawasaki GPz750 Turbo to Triumph Factory Custom bikes and rumors of a new Rocket III power cruiser. We’ve covered most of it and rounded up the news that somehow slipped through the cracks.
Check out all of this week’s top stories in the video roundup below.

1. Triumph Scrambler 1200 Pricing Announced

Triumph’s new Scrambler 1200 has a lot of people scrambling for their pocketbooks now that pricing has been announced. The least expensive model will run you $14,000.

Read More

 

2. Customized 1984 Kawasaki GPz750 Turbo Makes 180 Horsepower

If you want a seriously fast motorcycle with a lot of horsepowers, but can’t stand new bikes, this is the deal for you. Check out the 1984 Kawasaki GPz750 Turbo that’s for sale by owner.

3. Fly Free Smart Motorcycles Brings Reto Styling and Electric Power

Electric bikes don’t have to look weird. Fly Free Smart Motorcycles proves that with its Smart Classic and Smart Desert retro styled bikes. Too, bad the power plants leave something to be desired.

Read More

 

4. 2019 Yamaha YZF-R1 GYTR 20th Anniversary Unveiled

Yamaha celebrates the 20-year anniversary of the debut of its YZF-R1 with a special edition called the GYTR. It comes with special racing equipment and graphics. Too bad they’re all spoken for.

Read More

 

5. Rolling Thunder Will Roll One Last Time in Washington D.C.

The biker club Rolling Thunder will have its annual ride in the nation’s capital to support the troops one last time. Funding has become an issue. The group will still do rides at locations across the country.

Read More

 

6. 2019 KTM 450 SX-F Factory Edition Revealed

If you were hoping to buy a race-ready motocross bike from KTM in 2019, your prayers have been answered. THe 450 SX-F Factory Edition is the most advanced motocross bike from the company yet.

Read More

 

7. Indian Motorcycle Files Trademark for Indian Raven

Indian may have a new bike in the works called the Raven. The company trademarked the name recently, and that has our heads spinning as to what the bike could be.

Read More

8. Yoshimura Exhaust System Introduced for 2019 Kawasaki ZX-6R

Is the new 2019 Kawasaki ZX-6R you’re going to buy just not special enough? Buy a new Yoshimura exhaust System and FE eliminator kit and you’ll be the coolest bro on the block.

Read More

9. Triumph Thruxton R TFC Coming in January

Triumph will debut a Thruxton R TFC (Triumph Factory Custom) in January of 2019. It’s a special version of the motorcycle with all kinds of new equipment and only 750 models will be sold.

Read More

 

10. Could a Triumph Factory Custom Rocket III be Coming?

The Triumph Rocket III will receive a complete overhaul soon. When it does, Triumph may build a TFC model. An image of the upcoming bike was leaked after a recent dealer meeting.

Read More

 

11. BMW’s Head of Design Discusses the Future of Motorcycle Design

BMW’s future could get interesting. The company’s Head of Design discussed the company’s design moves with the new S1000RR and the possibilities that come with electric bikes. I have a feeling things are going to get weird.

Read More

The post Motorcycle News Roundup: Week of 12/16 appeared first on Web Bike World.

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Yoshimura Exhaust System and FE Kit Introduced for 2019 Kawasaki ZX-6R

The Revised 2019 Model Gets New Aftermarket Equipment

For 2019, Kawasaki added some new tech, revised the styling, and upped the list of features on its mid-level bike, the ZX-6R. The 636cc machine is a bonafide killer in the middleweight segment. The 600cc market has been slashed considerably in the last few years. Kawasaki has managed to keep the ZX-6R relevant and even add new goodies.

The ZX-6 gets a revised engine for emissions purposes (power is not affected), updated gearing that favors the low-end of the powerband, standard KQS clutch-less quickshifter, and a whole new look.

The changes to the ZX-6R don’t end with what the bike comes with from the factory. The aftermarket companies are keeping pace, too. Yoshimura decided to make an exhaust for the 2019 ZX-6R, due to the fact that Kawasaki updated it.

New ZX-6R, New Yoshimura Exhaust

Yoshimura calls its new exhaust for the 2019 Kawasaki ZX-6R the Alpha T 3/4 system. The company says this system provides more performance than a typical slip-on—torque up by 4.7 percent and horsepower up by 2.2 percent. The exhaust will eliminate 11 pounds from the bike, too. If you weren’t interested in replacing your brand new ZX-6R’s exhaust those are some pretty good reasons to do so.

Additionally, Yoshimura came out with a special fender eliminator kit for the 2019 ZX-6R. The kit is complete with a DOT-compliant LED lighting system for the license plate. The laser-cut, stainless steel bracket offers an attractive look. It will fit under the tail of the bike easily, getting rid of the rather unsightly rear fender.

If you want to get Kawasaki’s revised ZX-6R in 2019, the fender eliminator and the exhaust system from Yoshimura can give your new bike something special.

The post Yoshimura Exhaust System and FE Kit Introduced for 2019 Kawasaki ZX-6R appeared first on Web Bike World.

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2018 Kawasaki Ninja 1000 ABS Hands-On Review

#TeamGreen

The Kawasaki Ninja 1000 ABS is a sport touring bike that I was wanting to review for a while. I like the aggressive styling of the bike and after sitting on it in the showroom, I know I wanted to take this Motorcycle for a test drive.

I really like the way the bike feels when you are sitting on it. The handlebars are just back enough that you are sitting in a semi-upright sport touring position and it just feels right.

2018 Kawasaki Ninja 1000 ABS in black at showroom

I would like to thank Blackfoot Motosports in Calgary, Alberta for giving me the opportunity to take this amazing machine out for a romp. Please check out their website at Blackfoot Online.

Specifications

  • Engine: 1,043cc 4-stroke inline four, liquid cooled, DOHC 16 valve with digital fuel injection
  • Front Brakes: Dual Semi-Floating 300mm petal discs with dual radial mount monoblock opposed 4 piston
  • Rear Brakes: Single 250mm petal disc with a single piston caliper
  • ABS Standard
  • Seat Height: 815mm (32.3 inches)
  • Fuel Capacity: 19 liters (4.2 gallons)
  • transmission
  • Wet Multi-disc Manual Clutch
  • Front Tire: 120/70-ZR17
  • Rear Tire: 190/50-ZR17
  • Maximum Power: 105 kW (140.8 Hp) / 10,000 rpm
  • Maximum Torque: 111.0 n.M (81.9 ft-lb) @ 7,300 rpm
  • Front Suspension: 41mm inverted fork with stepless compression, rebound damping, and spring preload adjustability
  • Rear Suspension: Horizontal back-link, gas charged rear shock with rebound damping and spring preload adjustability
  • Curb Weight of 235 Kg (516 lbs.)
  • Kawasaki Traction Control (KTRC)
  • Kawasaki Intelligent anti-lock Brake System (KIBS)
  • Power Mode
  • Kawasaki Corner Management Function (KCMF)
  • Final Drive: Sealed Chain
  • MSRP at time of review: C$14,299 US$12,199

First Impressions

My first impression of the Ninja 1000 ABS was that it was a very nice looking bike. It has the look of a racer and the feel of a touring bike. The bike has a very nice stance, I am 5’9” and the seat was perfect for me.

The handlebar position was not too far forward and did not feel awkward. The footpegs were well positioned and I did not feel like my legs would cramp up even on a longer trip. The seat was comfortable and provided adequate padding, and finally, the complete style of the bike makes it look much more expensive than it is.

2018 Kawasaki Ninja 1000 ABS

Pros

  • Looks Great
  • Excellent Safety Features
  • Good Power
  • Good Fuel Mileage
  • Comfortable

Cons

  • Lack of basic “Touring” features such as Cruise Control
  • HAeated Grips
  • Windshield is not very good in the rain

First Ride From The Dealer To My House

It was not very warm in Calgary when I picked up the Ninja from the dealer. In fact, that morning, I woke up to snow on the ground. By the afternoon it had cleared up and the weather did not call for snow for the immediate future.

2018 Kawasaki Ninja 1000 ABS frontal view

I picked up the bike at around 2 PM and made my way home. I took the long way back to my house and tested the Ninja in traffic. I was very pleased with the way this motorcycle handles itself in traffic. I had the power mode set on full power and I never changed it during the entire review.

The bike was amazing in traffic. It did not feel out of place and was extremely good at cornering in the city. In my opinion, this motorcycle would be a wonderful commuter. It was in its environment in the city.

I was a bit disappointed with how dim the instrument cluster is during the day. It is not very bright which is a bit annoying.

I made it home and was admiring the looks of it as I was taking pictures for this article. The lines are very aggressive, yet it still looks refined. I found myself going outside on several occasions to just stare at the bike and admire the lines.

A friend showed up and was quite impressed with the bike. He also loved the look of it and was very pleased when I started it up and he heard the exhaust note for the first time.

2018 Kawasaki Ninja 1000 ABS side view from rear angle

Evening Riding

The lights on the Ninja are nice and bright. Illumination is not an issue with this bike at all. The LED headlight and tail light are crisp and clear. If only the signal lights were also LED.

2018 Kawasaki Ninja 1000 ABS headlights on at night

At night, the instrument cluster was well illuminated and easy to read. It is simple with an analog tachometer and a digital screen that shows your speed as well as the other functions such as the power mode, traction control settings, fuel etc… A bit utilitarian, but not overly cluttered with information. If it was this bright during the day, it would be a winner.

The windscreen is adjustable. I set it up to the sharpest angle and took a ride on the highway. I was satisfied with the way it deflected the wind away from my chest and head. I did not feel any helmet turbulence at highway speeds.

Back Road Riding

Gerry and Jim of Web Bike World riding their bikes

I met up with my friend and fellow Web Bike World content rider Jim Pruner in the morning. It was very close to freezing at 2 degrees Celsius (36 degrees Fahrenheit) and raining. We had breakfast and finally decided to get some miles in…

We decided not to do our usual Alberta Route 1A as it had snowed quite a bit the last few days and we did not want to take the chance to get caught up in a snowstorm. We headed east.

The Ninja was excellent in this weather. Given that this was a demo bike with about 1000 Km on it from test drives, the tire was well broken in and the bike did not let the cold and damp stop it from doing its thing. I was amazed at how well the bike accelerated. The handling in the turns was excellent and the braking was very nice.

Gerry posing with 2018 Kawasaki Ninja 1000 ABS

I was not overly satisfied with the windshield in the rain. It did manage to disperse some of the moisture, but not all of it. My visor was bombarded with droplets during the entire time we were riding.

We rode for about 45 minutes and stopped in a small town east of Calgary. I was testing out a new Olympia X Moto 2 Jacket and Pant combo and I was not cold; however, my gloves were not up to the task. My hands were drenched and it was a bit discerning to see my left index finger as blue as if I had been eating blueberry pie.

Jim and I discussed my predicament and decided to switch bikes for a while. He rides a Kawasaki H2SX SE and it has heated grips. My hands were able to warm up. Both bikes are similar, but the Ninja 1000 is nowhere near the H2SX when it comes to comfort and performance. I guess that is understandable given the difference in price.

We kept riding for another hour and made our way back to Blackfoot Motosports.

Brakes

Brakes on 2018 Kawasaki Ninja 1000 ABS

The brakes on the Ninja 1000 ABS are amazing. They stop this machine without any issues. I was very happy to see how well they performed in cold weather and in the rain. The ABS is smooth and has the Kawasaki Intelligent Anti-Lock Brake System (KIBS) gives you additional peace of mind in the event of an emergency maneuver.

Seating

Seating on 2018 Kawasaki Ninja 1000 ABS

The seat on this bike is comfortable. It is not as comfortable as some more expensive motorcycles out there, but I would be able to do a long distance ride on this bike without too much complaining. It was firm, but not hard. The cushioning was adequate for longer trips and excellent for a commuter.

Power

Engine on 2018 Kawasaki Ninja 1000 ABS

The Ninja 1000 has good power down low that continues through the midrange and starts to take on a more aggressive attitude around 7,000 RPM. it has a nice controlled feel to it and in my opinion, the Ninja has an excellent sport touring powerplant.

Riding Position

Handlebars on 2018 Kawasaki Ninja 1000 ABS

I was quite comfortable on the Ninja 1000 ABS. I found that the higher handlebars were a huge benefit. I did not feel like I was resting on my wrists at all. Once the wind pushed me back a bit, my shoulders and hands were very relaxed.

As much as I like almost everything about the H2SX, I find that for me, the comfort level is better on the Ninja 1000 when it comes to the bars and the seat position.

Tires

Front tire on 2018 Kawasaki Ninja 1000 ABS

The Ninja 1000 ABS comes equipped with Bridgestone Battlax Hypersport tires. They work well, I found that I had very good traction at all times on wet and cold pavement.

The Ninja comes with a 120/70-ZR17 tire on the front and a 190/50-ZR17 on the rear.

Rear tire on 2018 Kawasaki Ninja 1000 ABS

Conclusion

I rate the Ninja 1000 ABS a 4 out of 5 stars.

I feel that the Ninja 1000 ABS has the styling of a more expensive bike. It is in line with the look of the H2SX and the ZX-10R.

In terms of comfort, I have nothing but good things to say about this motorcycle. The seat position, the handlebars, the suspension are excellent.

It handles like a dream. As far as power is concerned, the Ninja has plenty of power to satisfy most riders. It is very refined and with the traction control set a bit higher, I did not feel at any time that this bike was getting away from me. I would love for it to have a supercharger, but I appreciate all it gives in this price range.

I was pleasantly surprised at how many features this bike actually has for the price it is. Excellent brakes with ABS and Anti-lock, traction control and corner management as well as power mode selection. These features make the bike a contender in its class. Also, the fuel consumption of this bike is very good. The bike averaged 55 Mpg during this review.

I was a bit disappointed in a few things. The display is very dim during the day. I wish it was brighter. It was difficult on a gloomy day to properly see the display. I can just imagine how hard it would be in the blazing sun.

Instrument Display on 2018 Kawasaki Ninja 1000 ABS

The windshield did well when it was not raining. I was hoping that it would have been excellent in the rain; however, it was mediocre.

Finally, it was disappointing that something as basic as heated grips and cruise control is not included in this bike. I would almost like to see the price go up a bit and that these options would be included in the bike. In my opinion, if you are going to position a motorcycle in the sport touring category, these items are a must.

Despite these few things, I feel that the Ninja 1000 ABS is an awesome machine and it is a contender in the sport touring category.

I recommend this bike to anyone that is thinking of getting into sport touring. I would recommend that some of the options mentioned above be installed during the initial purchase of the motorcycle to make your experience that much more enjoyable.

2018 Kawasaki Ninja 1000 ABS Image Gallery

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2018 Kawasaki Ninja H2SX SE Long-Term Review

The 2018 Motorcycle of The Year

After 7500 miles of asphalt with some gravel and dirt thrown in how did the new for 2018 Kawasaki H2SX SE Sport Tourer perform?

2018 Kawasaki Ninja H2SXSE on the Icefield Parkway.

In a word, flawlessly. No, that’s insufficient praise for it. Perfectly awesome despite some very rough treatment from yours truly.!

2018 Kawasaki Ninja H2SXSE on the Alaska Highway.

I rode this motorcycle 5600 miles from my home in Alberta, Canada to Dawson City, Yukon, and back. It mastered the Cassiar and Alaska highways beautifully along with many sections of nasty road construction and a TON of rain along the way.

At the time of this writing, I’m approaching 6000 miles in just two months of ownership so I’ve definitely “put the boots” to this bike looking to find a weakness in it.

The only thing I really haven’t done is take it racing on a track which I’m confident it would handle very well, but it’s unnecessary for this review given that this is a sport touring bike.

2018 Kawasaki Ninja H2SXSE on the Alaska Highway going fast.

For a full ride report and some unbelievable photos taken along the way see my other article Ride To Tuktoyaktuk: Part One.

Here’s a short intro video to the bike of the day we picked it up from Blackfoot Motosports. I apologize for the wind noise at the beginning. We’re still perfecting audio capture.

Before I get into the intimate details of my long-term review let me present some important numbers and specs of this praiseworthy motorcycle.

Vital Statistics

2018 Kawasaki Ninja H2SXSE on the showroom floor at Blackfoot Motosports in Calgary, Alberta.

  • Engine 998 cc, 4-cylinder, DOHC, 4-valve, liquid-cooled, supercharged
  • 200 horsepower at 11,000 rpm, and 101 ft/lbs of torque @ 9500 rpm
  • Bore x Stroke 76.0 x 55.0mm
  • Compression Ratio 11.2:1
  • Fuel System DFI® with 40mm throttle bodies (4) with dual injection
  • Transmission 6-speed, return, dog-ring
  • Final Drive Sealed chain
  • MSRP $22,000

The Beast Within

Do you remember the movie Kill Bill and the character played by Lucy Liu named O-Ren Ishii?

It’s hard to forget this scene from the movie and how expertly she disposes of one of her underlings for objecting to her mixed ethnicity and heritage.

In my mind, the Ninja H2SX is somewhat personified in that movie character O-Ren Ishii. It’s gorgeous, refined and classy in appearance by any standard. It’s lovely to take in visually with its metal-flecked, emerald green paint and starkly contrasting black panels. The bike is beautifully poised and built with attention to detail.

Craig Drake art painting of Oren Ishii.

Photo Craig Drake Art

The green stripes on the rims along with the chrome accents on the rear wheel are especially eye-catching.

2018 Kawasaki Ninja H2SX SE rear wheel green stripe and chrome highlights.

I like the special H2 family crest on the front fairing and the “Ninja” ones on each side.

2018 Kawasaki Ninja H2SXSE H2 crest on the front fairing.

2018 Kawasaki Ninja H2SXSE headlight.

2018 Kawasaki Ninja H2SXSE taillight.

The front fairing has jagged points reaching forward around the sides of its distinct headlight all adding up to a unique appearance that won’t be duplicated.

2018 Kawasaki Ninja H2SXSE on the Icefield Parkway.

Its “voice” is soft-spoken with a quiet exhaust note, smooth and calm while casually running down the road. It’s the epitome of civilized when asked to be… until you provoke it with your right hand.

Enter the Dragon

Twist the throttle in any gear, at any speed and just like O-Ren Ishii an inner fury like that of an angry dragon roars to life in the H2R derived powerplant launching this Ninja H2SX SE ahead with nearly unbridled rage when engaged in full power mode. The first time I let it loose I felt the bars trying to pull out of my grip!

I’ve ridden a 2016 ZX-14 and I can say without hesitation this 1000cc H2SX feels like it pulls just as hard as that big 1400cc bike does.

2018 Kawasaki Ninja H2SXSE riding down the road, viewed from behind.

Man is this bike fast! Not just fast, but SNEAKY fast because of how vibration-free and silky smooth it executes your every command.

That’s what I would name this bike. The Silk Ninja or perhaps the H2SeXy.

Torque and Horsepower

Why would anyone want a 200 horsepower touring bike?

Let’s get this straight now, it’s not a Sport Tourer it’s something more. I classify this machine as a “Super Tourer” because it’s a cut above the FJRs, Concours, Hayabusa and even the mighty ZX-14.

Not because it’s necessarily faster than the Hayabusa and ZX-14 or more comfortable than the FJR or ZZR Concours, but because it’s the perfect mixture of those bikes when it comes to comfort, power, technology, styling and touring accessories without compromising on handling.

It would be just as happy on the track as it is in the city or on the highway.

2018 Kawasaki Ninja H2SXSE riding fast on the Alaska highway.

I never felt overwhelmed by all the ponies available to me, I thoroughly enjoyed them. All that jam provides instant passing power on the highway and even when I had the bike loaded down with all my traveling gear it was virtually unaffected by that burden.

I don’t feel the need to downshift to pass vehicles while at highway speed. I just roll on the throttle in 6th gear and even going uphill the bike pulls like a full team of Clydesdales much to my delight.

100 foot-pounds of torque is exactly the amount I enjoy in any bike, let alone this Ninja. While riding with my friend on his V-Max I compared the two and the Ninja was right there with the muscle bike then gone ahead of it the next. Especially once we came to a corner.

More Power?

What if 200 horsepower isn’t enough for you? What’s the potential of this Ninja?

According to some tuners on the H2SX Facebook page, they’re gaining close to 40 more horses with only a remapping of the control module (voids warranty). Imagine what you could do with intake, full exhaust and changing out heavier parts for lighter ones?

Rumor has it that some people are getting 255 hp after all that. Insane.

Supercharged Chirping and Whining

The powertrain on the Ninja is the best thing about it and the main reason I wanted to long-term test this bike.

2018 Kawasaki H2SX SE Supercharger.

The H2SX supercharger is different than the one on the H2. It was re-designed specifically for the H2SX to work with different fuel mapping to produce mid-range punching power instead of high-end insanity like on the H2. The pitch and shape of the fins have been altered and the combustion chamber compression ratio increased all to come together in a beautiful SX package.

This is a balanced supercharger meaning the intake fins can be modulated to vary the amount of air going into the inner fins that compress the air going into the combustion chambers. Check out Kawasaki’s video showing this concept.

Look No Intercooler!

Kawasaki did something special and designed the supercharger in-house in a way that no intercooler is necessary!

The bike does have an external oil cooler mounted on the front of the engine that works well in keeping the engine temp steady and stable.

I kept a close eye on the engine temp while testing it and even in the hottest weather it stayed within reason and didn’t roast me either.

RPMs For Days

Anything above 3500 rpm and the bike comes to life beautifully all the way up to the 12,000 redline. It never lacks for power and the supercharger whine is distinct along with the “chirping” produced when you roll on the throttle hard for a moment under load and then chop it back to nothing.

The sounds of unneeded boost bleeding off combined with the supercharger blades breaking the sound barrier are delicious to any gearhead like me.

Reliability

A very dirty 2018 Kawasaki Ninja H2SX SE in a parking lot.

I should have known even over so many miles traveled on rough roads spanning temperatures ranging from below freezing to blazing hot days above 90 the bike wouldn’t give me any trouble.

Cost of parts and labor due to repairs over 7500 miles? $0.00.

Breakdowns? 0

Warranty issues? 0

No starts? 0.

You get the idea.

2018 Kawasaki Ninja H2SXSE.

Maintenance

The first scheduled maintenance at 600 miles wasn’t cheap costing just under $230 US. All they did was change the engine oil, filter, lube and inspect the bike. It was necessary to have the dealer perform it in order to maintain warranty from what they told me.

The good news is the next oil change isn’t due until 7600 miles and I can (and will) do it myself.

The first valve set check isn’t until 15,200 miles. That’s a major service at the dealership and will cost about $1000 for parts and labor. In looking at how tough it’ll be to access the top of the engine I can believe half that cost will be labor. Still, I’ve heard the ZX14 is no picnic to check valves on either and I was surprised how easily I removed the left side fairing when I checked my air filter.

Air Filter

2018 Kawasaki H2SXSE air filter plugged with bug guts.

I forgot to check my air filter after I returned from the ride to Tuktoyaktuk. In fact, I went on another 1500 mile ride with a riding club I belong to with a filter about 50% plugged with bug guts! Still, the bike was averaging about 60 mpg if you can believe it.

I decided to remove the whole left side fairing and intake tube to clean things up and get a better look underneath. It wasn’t hard to do because someone had given me a heads up on the H2SX Facebook group that there were 3 or 4 hard-to-find, small clips hiding here and there on the fairing as I point out in the video above. I had everything off in about an hour while taking my time and photos.

2018 Kawasaki Ninja H2SX SE with left side fairing removed.

I called both Kawasaki dealerships in my area and was told a new filter was a week away!

This is disappointing product support, to say the least on a regular maintenance part. I carefully tapped out the filter, then used compressed air (carefully) to blow out the rest of the dirt. I don’t recommend doing this as it’s easy to blow a hole in the paper element, but it was so plugged I had no choice.

A new Kawasaki air filter costs $27. There are some excellent reusable aftermarket ones made by Sprint out there that don’t even need oiling as a K&N one does, but they aren’t cheap at $239 USD.

The Supercharger Inlet

2018 Kawasaki H2SXSE supercharger scroll blades.

I checked my supercharger endplay and axial play by hand without a dial indicator and noticed no movement whatsoever. That probably means it does have some, but I didn’t have the proper tool handy to check it.

2018 Kawasaki Ninja H2SXSE air filter removed.

No dirt had bypassed the filter but the small bag or trap for dirt was packed full on the dirty side of the filter housing.

2018 Kawasaki H2SXSE air box debris collector.

I emptied that and the oil collector which holds any oil that happens to make its way to the clean side of the supercharger inlet. After 7300 miles the bottle was only about ⅓ full of oil and was easy to pull off and empty out. It’s accessible without removing the fairing.

2018 Kawsaki H2SX SE oil collector bottle from supercharger inlet.

Fluids

Despite the small amount of oil in the collector bottle the bike overall didn’t leak or consume any fluids other than gasoline. I religiously check fluids before each ride, but after thousands of miles without change, I cut back to only checking every few days.

There’s still been no change in the coolant or engine oil level. For someone as OCD as me to pull back on my insatiable need to check and double check my ride it’s really saying something about this motorcycle.

Clutch Fluid Reservoir

2018 Kawasaki Ninja H2SXSE clutch fluid reservoir with dark fluid in it.

I did notice the clutch fluid darkening in the reservoir over time. Other owners on the H2SX Facebook forum did too and some went to the dealer to ask about it. It’s not harmful and doesn’t require changing until scheduled down the road according to Kawasaki. I’ve had no clutch issues of any kind.

Cold and Wet Riding

I rode it through torrential rain storms and even small hail for a week straight without any complaint.

The chain never needed adjustment through the first set of tires I wore off the bike in 5600 miles. I lubricated it often due to the amount of rain I rode through, but only cleaned it twice without consequence.

Two Up Riding

I hate to admit it, but I haven’t had a passenger on the H2SX yet.

The bike has really well thought out passenger handles and even the rear seat seems decent, but without a passenger backrest, I wasn’t comfortable having someone back there taking into account the wicked acceleration this bike has. I have full confidence a passenger would be fine on the bike and only mention this failure on my part in the interest of transparency.

Sorry, everyone.

Bridgestone Battlax Tires

The factory-equipped tires performed well in all conditions on the bike. They gripped the road as expected, but wore very weirdly as you can see in the photos.

2018 Kawasaki Ninja H2SXSE rear Bridgestone Battlax tire.

2018 Kawasaki Ninja H2SXSE front Bridgestone Battlax tire.

The center patch on the rear was noticeably flattening even after just the 600-mile break-in. I was concerned they wouldn’t last through my trip to Dawson City and back so I left the bike in Medium power mode the whole time.

2018 Kawasaki Ninja H2SXSE rear Bridgestone Battlax tire.

This was a good move since other owners were reporting wearing out rear tires in only 2500 miles and I had double that to cover on the trip. It lasted until I got home safely, but barely!

The front tire wore right down to the wear bars in 5600 miles on only the sides!

The center portion still had life left on it and I was irritated it didn’t wear uniformly. This is the complete opposite of the rear which wore out in the center. Strange raised bands showed up in both tires along the left and right side of center at about the 2000 mile point and got more pronounced up until I replaced them with Michelin Road 5 tires.

2018 Kawasaki Ninja H2SXSE front Bridgestone Battlax tire.

Compared to the Michelins, the Battlax tires were quite hard and transmitted a lot of vibration and shock from the road to my hands. I only realized this after switching to a much better tire in the Michelins.

Stay tuned for my separate review on those beauties.

Electronic Rider Aids

  • Kawasaki Corner Management Function (KCMF)
  • Kawasaki Traction Control (KTRC)
  • Kawasaki Launch Control Mode (KLCM)
  • Kawasaki Intelligent anti-lock Brake System (KIBS)
  • Kawasaki Engine Brake Control
  • Kawasaki Quick Shifter (KQS) (upshift & downshift)
  • Cruise Control
  • LED Cornering Lights
  • 3 Power settings

Power Settings

Low, medium and full power settings can be selected with the push of a button on the H2SX handlebars.

Low is 50% of full, with the medium being 75%. Let me just say the difference that last 25% power makes between medium and full is astonishing.

This bike could conceivably be ridden by a confident new rider in low power mode and then grow with them over time to suit their evolving skillset as a rider.

Cornering LED Lights

2018 Kawasaki Ninja H2SXSE cornering lights.

Three LED lights on each side come on as the bike is leaned over in a turn to help illuminate the road. It also impresses your friends riding in front of you on those rare occasions anyone will be in front of this low flying rocket ship of a motorcycle.

LED lighting all around on this bike is excellent. No visibility issues or burnt out bulbs to worry about.

Launch Control

The KLCM feature is for track use only according to the owner’s manual and shouldn’t be activated using the handlebar switches while out cruising the streets. *wink, wink, nudge*

Once activated you hold the throttle wide open and the bike will limit the revs until you let out the clutch for liftoff. The bike will maintain maximum traction and forward thrust achievable without raising the front wheel very much or spinning the rear tire.

Need I say more about this other than, it works and hold on reeeeeeally tight, because it’s a wild ride?

Space Age Tech

Angle Sensors and Other Gizmos

The electronics package on this Ninja is one of the things setting it apart from its peers that are just as sporty and/or powerful.

The bike has inclinometers on it to track yaw, pitch and lean angles on six axes. It can show you these angles on the TFT display, but it’s difficult to watch as you scrape your knee on the road through corners.

It keeps track of the maximum lean angle achieved like the high scores on an arcade game so you can brag about it to your friends. It uses this information to manage wheelie control (KEBC and KTRC working together), cornering braking ABS modulation (KIBS) and to trigger the cornering lights.

Engine Braking KEBC

Engine braking can be dialed back electronically along with the ABS and traction control if you don’t care for such a safety net on the Ninja. The electronic wizardry is dazzling on the H2SX.

All this tech definitely made me a more confident and capable rider in the twisties and I managed a 38 degree lean as my highest measurement turning left according to the bike’s display. You don’t even realize all these safety features are working, you just feel that the bike can be pushed harder on roads which used to be challenging to ride on.

Braver riders have told me that the pegs start scraping dangerously around the 48-degree mark and the front wheel will start sliding out a bit.

2018 Kawasaki Ninja H2SXSE gauges and TFT display.

Good luck beating my high score of a 72-degree right side “lean”.

It was accomplished when my bike fell over while fueling it at a remote gas station on the Cassiar highway. I’ve never been more upset than when I picked up that beautiful bike to see the scratches on the fairings. Replacement ones aren’t cheap either as you would expect totaling about $500 because of a careless moment on the uneven ground by a gas pump.

2018 Kawasaki Ninja H2SXSE right side fairing.

My Favorite Parts

Cruise Control

The cruise control on this bike is such a necessity when it comes to long-range riding.

I’m so glad Kawasaki had the wisdom to include it. I used the hell out of it gratefully which increased my riding time substantially. I easily can ride 700 miles per day thanks to it and my top day was close to 900 miles.

One complaint is that it did seem to forget what I set the cruise to when I cancel it by using the brake. I hit RESUME and nothing happens. I have to hit SET again for some reason I haven’t quite sorted out.

Quick Shifter

The quick shifter (KQS) is my absolute favorite feature.

KQS combined with the awesome horsepower and torque enable this bike to accelerate like few others can. I don’t care how quick you think you are at shifting manually, nobody is faster than the KQS clutchless system.

At first, I kept trying to help the computer by rolling off the throttle when upshifting, but that stops it from working. Once I realized holding the throttle wide open and just banging the shifter with my foot upwards was the way to go I was FLYING!

The power doesn’t drop off at all between gears doing this and the bike doesn’t lurch either. It’s the closest thing to a DCT or fully automatic bike around. KQS doesn’t function below 2500 rpm.

Downshifting

Downshifting without the clutch is a little different and took a while to get just right. You can downshift any time using KQS but the bike will be unhappy if the revs are too high and lurch roughly in the lower gears. The bike will tell you when you’re doing it right by shifting down just as smoothly as up if you let the revs come down before trying.

Transmission

The transmission is very smooth other than when it’s shifted into first gear from neutral for some reason. It bangs loudly and the bike jumps, quite a bit like most Harley Davidson bikes do.

The rest of the shifts come as smoothly as any bike I’ve ridden.

Heated Grips

Unlike the factory heated grips on my KTM 1190 Adventure the factory heated grips on the H2SX really get hot. There are three different settings to suit the desired level of warmth.

2018 Kawasaki Ninja H2SXSE left handlebar switches.

I used them a lot on my ride to Dawson City and this feature more than any other made the trip enjoyable despite the heavy rain and temperatures around freezing.

Display Unit

The gauges on the H2SX SE are clear, easy to read and navigate using the switches on the handlebars.

2018 Kawasaki Ninja H2SXSE gauges and TFT display.

I especially enjoy how when you turn the key on the H2 symbol appears briefly as if to say, you’re a member of this exclusive society. When you shut the key off the screen flashes “Kawasaki” and then wipes it off the screen before powering down.

2018 Kawasaki Ninja H2SXSE ignition key.

The Tach and TFT

The tachometer is a standard analog needle that lights up clearly in the dark with warning lights surrounding it on the left side of the dash. It is rimmed by indicator lights for cruise control, high beam etc.

The bright TFT display on the right is big enough to read at any speed and available in four different incarnations including reversing the black background with white numbers to a white background/black numbers set up as is seen below.

2018 Kawasaki Ninja H2SXSE gauges and TFT display.

Display Modes

2018 Kawasaki Ninja H2SXSE gauges and TFT display.

Touring and three-sport display settings give you a myriad of different information you would want and many you wouldn’t expect. I tend to use the touring one the most because I like to see the range left on the bike the most and it isn’t available in any of the sport modes, unfortunately.

2018 Kawasaki Ninja H2SXSE gauges and TFT display.

Touring Display Mode

I like to keep the lean angle indicator open just for fun even though I can’t see it while cornering hard.

The sport modes show the front to back or “yaw” of the bike which is interesting but useless to me, however I do enjoy seeing the boost bar spike when accelerating hard. It also can show you the amount of throttle or braking force being requested by your right hand on a graph next to the boost one. I can’t say I’ve ever heard of that being shown on a monitor before.

2018 Kawasaki Ninja H2SXSE gauges and TFT display.

Sport 1 Mode Display

Center Stand

The SE model comes standard with a center stand. It adds weight to the bike, but on the other hand, makes cleaning and lubing the chain, storing or working on the bike so much better.

It has never dragged while cornering thankfully and has been trouble free as with everything else on the Ninja.

Tank Protector

2018 Kawasaki Ninja H2SXSE gas tank protector with scratches on it.

The plastic on the gas tank isn’t the most beautiful paint protector I’ve ever come across, but I can tell you it sure works. There isn’t one scratch on the gas tank paint, but there are on the plastic protector where I obviously leaned up against it a lot.

Comfort and Ergonomics

Seating Position

Catwoman riding a 2018 Kawasaki Ninja H2SXSE.

The riding position on this bike isn’t what might be expected. I was quite surprised to find the seat is firm enough to ride the bike aggressively while also being plush enough to last 700 miles in a day without being unable to walk the next morning.

Catwoman riding a 2018 Kawasaki Ninja H2SXSE.

If you slide forward in the seat up to the fuel tank you’ll be sitting nearly straight up, but the option is there to slide all the way back in the saddle and have a good lean too.

The Seat

2018 Kawasaki Ninja H2SXSE passenger seat.

The seat on this bike is certainly not a Corbin, but it’s fairly plush compared to any sport bike seat and many adventure touring seats. It falls short when compared to bona fide touring bikes like the big BMW Ks and Goldwings.

I wouldn’t feel honest to bestow upon it the word comfortable.

Bearable is the word I want to use.

2018 Kawasaki Ninja H2SXSE seat.

I installed a medium cruiser Airhawk seat cover for my long trip up north and was grateful for it.

It wasn’t totally necessary though, because I just did a 4 day trip without the Airhawk with no ill effects. It definitely could benefit from a gel insert or flattening out a bit more on the rear section, but it’s not hard to live with right from the factory on long rides.

Wind Protection

The front fairing and windshield cut a swath through the wind in such a brilliant way I find the majority of the wind misses my body, including my legs.

2018 Kawasaki Ninja H2SXSE front fairing and windshield.

The pattern of insect bodies on my riding gear after the long ride home from the north indicated the wind hitting just the outside edge of my shoulders, my helmet, and my feet. There really is plenty of protection afforded the rider, again showing how suitable this bike is for long distance touring.

Mirrors

2018 Kawasaki Ninja H2SXSE mirror.

I appreciate how good the mirrors are when it comes to vibration at any speed. Never did they distort the view behind me due to vibration. I love the integrated turn signals and the fact they fold in tight to the fairing if need be.

2018 Kawasaki Ninja H2SXSE front turn signal.

When compared to other excellent sport touring bikes (like the Ducati SuperSport for example) where the mirrors are completely unusable at highway speed due to vibration, this Ninja is so much better. It’s the little things like this that reflect the care and attention built into the H2 line of motorcycles.

2018 Kawasaki Ninja H2SXSE mirror.

Handling And Performance

Front Suspension / Wheel Travel

With 43mm inverted forks equipped with rebound and compression damping, spring preload adjustability and top-out springs yielding 4.7 inches of travel I never bottomed out the front end even going through some deep holes in construction zones. I never bothered trying to adjust it for that reason. My 180 lb carcass must be what it was set up for.

2018 Kawasaki Ninja H2SXSE adjuster for front suspension.

Rear Suspension / Wheel Travel

A new Uni-Trak®, gas-charged shock with piggyback reservoir, compression, rebound damping, spring preload adjustability and top-out spring yield 5.5 inches of travel in the rear.

2018 Kawasaki Ninja H2SXSE rear wheel and swingarm.

I did monkey around with the manual preload adjuster with my luggage on the bike for my ride north with satisfactory results. I softened it up for regular riding. I find it to be unnoticeable when I ride which in my books means it’s right where it should be.

2018 Kawasaki Ninja H2SXSE rear suspension preload adjuster knob.

Brakes

Radial mounted, 4-piston monobloc calipers and dual semi-floating 320mm discs are the front brakes with opposed 2-piston calipers and a single 250mm disc in back.

2018 Kawasaki Ninja H2SXSE front wheel and brake rotor.

Once they seated I liked the brakes a lot. My only complaint is that some fine gravel got into the front brakes while I rode through so many construction zones up north and now I have a slight squeak happening when I roll up to a stop light and apply the brakes lightly.

The brakes worked well while attempting trail braking in corners, but admit I’m not a professional racer who has mastered the technique, just an average guy on an above average motorcycle.

I performed only one emergency stop over the nearly 8000 miles logged on it now, and haven’t noticed the ABS kick in even once yet. It stops on a dime.

Trellis Frame

Made out of high-tensile steel with a very sexy single-sided rear swingarm the bike feels stiff and strong while out on the road at any speed.

2018 Kawasaki Ninja H2SXSE trellis frame.

The hollow frame saves some weight which is good since the Ninja is hefty at 573 lbs wet. It’s heavy but not too heavy to throw around. Overall I feel like it handles as a much smaller bike would with big bike power and acceleration.

The frame on the H2SX is thicker and stronger than the one on the H2 to handle luggage and a passenger.

2018 Kawasaki Ninja H2SXSE with left side fairing removed.

Seat Height

The seat is quite high by sport touring bike standards at 32.9 inches and a couple of times I’ve found it trying to tip over on me when I’ve been careless with my foot placement at red lights or maneuvering in a parking lot.

For someone taller than my 5’7” frame it would be a walk in the park, but us dwarves with 27-inch inseams will always labor harder with any bike higher than 31 inches.

Fuel Capacity and Economy

The tank holds a paltry 5.0 gallons which may seem to be a problem when it comes to touring demands for extended range before refueling.

It’s not at all thanks to the supercharged engine!

It’s sounds made up but it’s the truth. Making your bike faster by boosting the intake air also makes it more fuel efficient. Feel free to use that argument on your spouse to justify turning your car or bike into a hot rod if you like. You’re welcome!

On my big ride to Dawson City I was traveling up with a 2016 Triumph Tiger 800 most of the way and I never ran out of gas before it did once. Typically when it ran out I still had 30 miles left or more from what the display read. Very impressive I think!

Even driving like the maniac I am at times on this thoroughbred, my lifetime fuel efficiency on the bike sits close to 60 mpg! This makes me wonder why more bikes aren’t supercharged seeing how I can get 250 miles out of it if I drive like a rational human being.

The answer has to do with dollars and cents. A replacement supercharger for the H2SX comes in at roughly $2800.

Touring Luggage Complications

Kawasaki Canada was good enough to supply me with a set of factory hard bags for my testing along with the One Key System kit for them.

2018 Kawasaki Ninja H2SXSE with luggage installed.

Kawasaki One Key System

2018 Kawasaki Ninja H2SXSE KQR luggage.

The Kawasaki One Key System costs $54.95 and is well worth it to program the locks on the luggage to work with the ignition key. It wasn’t difficult to install or program using small metal gates that insert into the lock’s tumbler. All told it took me about an hour and a half to install the mounts for the luggage on the bike and program the One Key System.

Kawasaki QR Luggage Set

The Kawasaki KQR hard bags (Kawasaki Quick Release) for this bike are the same ones used on the Versys 1000, so they’re proven and reliable, but how will they fare on this lightning bolt of a bike you may ask?

2018 Kawasaki Ninja H2SXSE with luggage installed viewed from the rear.

These bags are a joy to use because they come off or go on the bike in seconds. They mount to the existing passenger grab handles and an easily installed lower bracket that comes in the kit.

While all my friends were still fiddling with their bike luggage I was waiting patiently to leave every time. When checking in or out of a hotel I just treated the bags like suitcases… covered in bug guts suitcases that is.

No Leaks

I rode through torrential rain several times for days and every temperature imaginable with nothing ever getting through the seal on the bags. Not even dust.

2018 Kawasaki Ninja H2SXSE luggage.

They hold 28L of whatever you like and have an elastic inside to separate it into two compartments. An optional inner bag is available if you want to further separate things, but I think this is unnecessary.

2018 Kawasaki Ninja H2SXSE luggage opened up and full of items.

I managed to carry all my compact camping gear in the right side bag for my trip north. A tent, hatchet, jetboil stove with fuel, mini air compressor, first aid kit, a pair of running shoes, lighter, Thermarest bedroll and I may have been able to get my sleeping bag in there if I had omitted the shoes and used a compression sack.

Do Not Exceed Warnings

Warning stickers on the luggage advised not to put more than 12 lbs of gear in each side or exceed 80 mph. I grossly exceeded both those limits without repercussions… on many occasions.

Tough Luggage

I already mentioned that my Ninja tipped over on its side at a gas station thanks to extremely uneven asphalt and mud 2 inches deep. The right side luggage took the brunt of the impact and was thoroughly scratched up as a result, but that was the extent of the damage to it. It protected all the contents, stayed attached to the bike solidly and didn’t leak.

This is really great stuff if not a little pricey. Including all the mounting hardware and One Key System, you’ll need $1000, but it’s worth it. The covers on top of the luggage can be color matched green or black. I ended up with black caps because no green ones were available before I left on my trip.

I actually now prefer the black over the green.

Luggage Shortcomings

It’s disappointing there’s no tank bag or top box/tour pack to fit this bike from Kawasaki available. What a huge oversight on what is most definitely the best high speed touring bike available!

Furthermore, why isn’t at least the available luggage included with the bike as with the Versys 1000? The price tag on the H2SX SE is high enough already without taking on another $1000 for only side bags.

GIVI and the Internet to the Rescue

The parts people at my dealership were no help in sourcing either of these necessary items. Out of necessity, I did the only thing I could and turned to the wisdom of the world wide web.

Givi ST602 tank bag installed on a 2018 Kawasaki Ninja H2SXSE.

Members of the Facebook H2SX group had the tank bag answer and told me about the Givi ST602 bag and BF04 flange. They worked perfectly together and I’m so happy I had the tank bag on my trip to hold all the valuable items I wanted to keep close at hand.

Givi ST602 tankbag shown detached from base.

For the top bag, I simply improvised mounting a Nelson Riggs bag strapped down on the passenger seat using a spider web style elastic net and some Rok Straps. It did the trick, but I understand now there’s a couple of different options available from GIVI to mount a proper hard case on the bike.

Givi luggage rack installed on a 2018 Kawasaki Ninja H2SXSE.

Photo Kevin Remsen

A Few Other Small Gripes

I don’t have much to groan about, but there are a few things I’ll mention other than the lack of a complete luggage set and squeaky front brakes at red lights.

Tool Compartment

Under the passenger seat is a storage area big enough to house the unimpressive toolkit that comes with the Ninja and the owner’s manual.

2018 Kawasaki Ninja H2SXSE tool storage compartment.

The tools included are few and aren’t up to the task of removing the rear wheel or even adjusting chain tension. I put in a ratchet and enough other tools to be able to remove the rear wheel and adjust chain tension myself.

The worst part is the fact the spanner wrench needed to adjust the chain isn’t included in the kit and costs a whopping $100 from the dealer.

Luckily I discovered the spanner wrench from my friend’s VFR800 worked, so I had a copy of it made out of a flat bar by a welder friend of mine. I haven’t needed to use any of these tools yet, but I like the peace of mind knowing I have them on board.

Trapped Moisture

Moisture trapped behind the windshield of a 2018 Kawasaki Ninja H2SXSE.

Whenever I wash the bike water and moisture gets trapped in behind the lower part of the windshield and sits there until the sun boils it out. I’m not eager enough to get rid of it by undoing all the mounting screws, but it bugs me to have it hang around so long afterward.

No BlueTooth Connectivity

For all the technology found on the Ninja, it lacks the ability to link your phone to the TFT display. This would be very handy for displaying GPS data and directions as you can on some other touring bikes.

Scratches

The clear windshield and lens on the tachometer sustained scratches more easily than I would have liked. It happened pretty early on when I got the bike extremely dirty from riding in dust and rain then wiped it off with my fingers. If I had rinsed it with water perhaps it wouldn’t have happened.

Scratched tachometer cover on a 2018 Kawasaki Ninja H2SXSE.

Happily, the TFT lens is still scratch free even now despite enduring the same treatment.

Strange Noise Under Load

There’s a weird flapping/ticking sound that shows up at about 4000 rpm while under load I can’t pin down. It sounds a bit like a piece of plastic is being stuck in a spinning fan. It comes and goes and I think it’s just vibration going through the fairing somewhere.

I’m still working on hunting this one down.

Update: it was loose fairing screws on the left side. I’m thinking I should put a small dab of blue Loctite on each screw the next time I take it off to change the air filter.

Scratches On The Muffler

Scratches on the muffler of a 2018 Kawasaki Ninja H2SXSE.

I got a lot of road tar on the brushed aluminum muffler that was difficult to remove. I finally got it off after washing the hell out of it, but this resulted in some ugly buff marks on the metal. I only used microfibre cloth on it and my fingers, but still managed to leave marks.

Loose Fairing Fasteners

All the screws holding the fairings on were very loose after 5000 miles. Very nearly sitting finger tight when I finally checked them and snugged them up. I’m quite surprised I didn’t lose any before I got around to checking them.

Final Verdict?

2018 Kawasaki Ninja H2SXSE in Canmore, Alberta with Three Sisters Mountains.

If you haven’t figured out by now that I’m completely enamored with this Ninja, you’re not the sharpest tool in the shed. There’s little to dislike and plenty to love.

It’s proven itself to me over many miles traveled as the ultimate sport touring bike loaded with awesome technology that enhances any rider’s skills and the experience in general.

Most Important: The Fun Factor

Everything else aside it’s really fun to ride! I’ll never tire of launching this bike down a long highway at warp speed and entering a corner leaned over while punching the throttle. It lives up to the hype in every way.

It’s an eye-catching bike in general.

Few people know what it really is, and write it off as just another “crotch rocket with a fancy paint scheme”. However, more than once I’ve met someone who does know and their eyes light up upon recognizing the significance of the H2 heritage.

Those people always come over for a chat and a chance to fawn over the friendliest member of the insane asphalt punishing H2 clan.

SE vs Base Model

2018 Kawasaki Ninja H2SX

Photo from Kawasaki.com

At $22,000 the H2SX SE isn’t cheap to buy, so Kawasaki has offered a non-SE or base model of the bike available for $19,000.

I think for $3000 more the SE is the easy choice because it has tons more features and options on it that make the bike just that much better. If you really can’t come up with the extra cheddar, but still must have this bike I suppose at least the all-black paint scheme is something you could perhaps like better than the green?

You’ll still get Kawasaki Corner Management Function (KCMF), Kawasaki Traction Control (KTRC), Kawasaki Intelligent anti-lock Brake System (KIBS) and Kawasaki Engine Brake Control, but no cruise control, quick shifting, TFT display, heated grips, cornering lights, center stand, touring quality seat, premium emerald green paint or the higher end two-tone rims.

I don’t see the point in buying the base model if you have the extra cash. This isn’t light enough to be a really good track bike, it’s for touring and is built that way. I suppose it would be a decent platform to build a drag bike with? Maybe?

The Competition

2018 Yamaha FJR1300.

Photo from Yamahamotorsports.com

The base model H2SX lacks most of the goodies that make the SE bike stand out. I think it’s harder not to look at other bikes like the Yamaha FJR or Ducati SuperSport S as an option if you choose the base H2SX instead of the Special Edition H2SX. The FJR starts at $17,999 base and includes cruise control, center stand, cornering lights, electronic suspension, adjustable windshield, integrated luggage and heated grips.

2018 Ducati Supersport S.

Photo https://www.ducati.com/be/nl/bikes/supersport/supersport

The Ducati SuperSport S comes in under $15,000 but just can’t match up really. It’s a beautiful bike equipped with some good technology too, but only 113 hp and not nearly as touring friendly as the Ninja.

2018 BMW R1200RT.

The BMW R1200RT is a beauty of a bike too that starts at just under $19,000. It’s heavier at 609 lbs, only 125 hp but definitely is more refined and comfortable. Good as it is, I find it comparatively ugly with that giant fairing in front. Of course, some people probably don’t appreciate the H2SX looks either so you can take that with a grain of salt.

It’s not totally fair to compare the FJR, Ducati or the BMW with the Ninja as they just can’t keep pace with the Kawasaki from a power perspective. Nothing really does offer the same combination of performance and comfort.

That’s what makes the H2SX SE so special and praiseworthy. It’s the unicorn of performance-touring motorcycles.

The H2SX vs the H2

H2-H2SXSE1

I had a great opportunity to test ride my friend’s 2015 Kawasaki H2 recently while he took my SX for a whirl. I loved seeing these two relatives parked beside each other and couldn’t resist the photo op.

Gerard Butler as King Leonidas from the movie 300.

If the H2SX is personified by O-Ren Ishii, then the H2 with it’s lower and slightly irregular idle, twitchy, race-bred throttle response and almost frantic need to go faster, Faster, FASTER can only be Gerard Butler’s portrayal of King Leonidas from the movie 300 about the Spartans vs the Persian Army at the Hot Gates.

Spartan is a great word to use in describing the creature comforts of the H2 compared to the cushy H2SX. There are no comforts to be had because the H2 doesn’t pretend to be anything other than a hypersport bike.

Even the dash is very industrial on it and the control switches for signals, horn or anything else is small and seemingly only there in the most basic sense of the word. Update: Kawasaki just announced the 2019 H2 will have a TFT display.

The H2 feels much smaller than the H2SX, looks as perfectly sculpted as the uber-muscular King of the Spartans and twice as focused, dangerous and downright cool. It pulls no punches, gives no quarter and does not compromise.

I’m pretty sure I heard it shout “This is SPAARRRTAAAA!” as I left the parking lot and again when I pinned the throttle in second gear and the front wheel lifted off the ground at 75 mph. Hehehe… there’s no wheelie control on this one.

The Kawasaki H2 and H2SX SE together in a parking lot.

You won’t be comfortable very long in the racing tuck position hunched over the gas tank behind a very small fairing. You WILL feel lots of wind, go fast, and look awesome slaying Persians… err I mean asphalt and your rear tire in no time while riding the H2. There’s no passenger seat on the H2. No one would be crazy enough to ride on it with you.

The 2018 Kawasaki H2SX SE beside a 2015 Kawasaki H2.

The black-chrome paint on the H2 is to die for, even compared to the sexy SX. Everywhere it goes the H2 draws a crowd of admirers and in stark contrast to the SX, everyone knows exactly what the H2 is who lays eyes on it.

It was awesome to be around and I enjoyed the ride very much. When Greg and I took back our rides after the trade, he remarked how surprised he was at the difference in power delivery.

“That thing is a freight train! I bet I could turn faster laps on the track with the SX than I could on the H2!” he exclaimed speaking of the mid-range gusto of the H2SX SE.

Me sitting on the Kawasaki H2.

He’s right. The low-end power of the SX is much more user-friendly and confidence building whereas the H2 seems more interested in scaring the bejeezus out of its pilot than anything else.

Alright, that’s enough about the H2, back to the SX.

Insurance Costs

Here’s a really fun fact for you: the H2SX SE is cheaper to insure than my KTM 1190 Adventure was due to the smaller engine size.

The 1000cc level of engine size is a cutoff with many insurance companies and so telling them (truthfully!) this H2SX is a sport touring bike with only 998cc is important. Just maybe don’t mention the 200 hp part.

Overshadowed?

I realize this year’s crop of impressive adventure bikes and the new Honda Gold Wing are stealing the spotlight along with the attention of buyers and media members. I totally understand all the reasons for their popularity and agree those are excellent motorcycles too.

On the other hand, I think anyone who spends some quality time as I have with the Kawasaki H2SX SE will agree it needs serious consideration as the Motorcycle Of the Year for 2018. It definitely gets my vote.

If only we could throw on some Continental TKC 80 tires and ride it off road, then would it get more attention it so rightfully deserves from the media and riders?

There’s One BIG Problem for Me

2018 Kawasaki Ninja H2SXSE with mountains in the background.

Sigh… I love this motorcycle and want to keep it, but I’m more interested in adventure riding at this point to be completely honest. Many times on the way to Dawson City I saw gravel roads and dirt trails I wanted to explore and the Ninja held me back. I had to switch to an Africa Twin to continue the ride from Dawson City to Tuktoyaktuk for obvious reasons too.

How do I part with this nearly perfect touring motorcycle though??? I’m keen to get my hands on the upcoming KTM 790R and Harley Davidson Pan America, so I will have to let it go VERY reluctantly eventually. Luckily both the Harley and KTM are at least 15 months away from what I’m told, but the new BMW 850GS is also calling out to me and is available in the spring of 2019. Maybe even the new Triumph 1200 Scrambler in October this year?

I’m so torn, and I don’t think I can justify owning this Ninja and a new adventure bike. Perhaps that’s the reason this bike won’t be proclaimed Homecoming Queen of Prom 2018. We are all more smitten with dual sport versatility than we are with the ultimate touring performance on asphalt.

2018 Kawasaki Ninja H2SX SE.

Pros

  • Unmatched combination of sport performance and touring comfort
  • Unique
  • Awesome looks and technology package
  • Seemingly reliable and trouble free
  • Excellent fuel economy
  • Easy to ride considering how much power is available
  • Super stable at any speed

Cons

  • Limited supply of aftermarket luggage and accessories
  • Questions remain about really long-term supercharger reliability and a high cost of replacement
  • Eats tires quickly in full power mode
  • Some areas scratch very easily and windshield fogs in one area irritatingly

Specs

  • Manufacturer: Kawasaki
  • Price (When Tested): $22,000
  • Made In: Japan
  • Alternative models & colors: H2SX in black
  • Size: 998cc supercharged engine
  • Review Date: August 7, 2018

2018 Kawasaki Ninja H2SX SE Image Gallery

The post 2018 Kawasaki Ninja H2SX SE Long-Term Review appeared first on Web Bike World.

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Kawasaki ups the ante in the supernaked segment with 2017 Z1000R

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The 2017 Kawasaki Z1000R gets Ohlins rear suspension, Brembo brakes and a new paintjob

For 2017, Kawasaki have unveiled a higher-performance Z1000 – the new, Euro 4-compliant Z1000R, which gets revised ECU settings for smoother, more consistent power delivery, and revisions to the main and pre-catalysers for reduced emissions. Braking performance has been improved in a big way, with a pair of new 310mm Brembo brake discs at front, with grooved stainless steel rotors, stainless-steel braided lines and Brembo M50 cast-aluminium monobloc radial-mount 4-piston calipers.

The 2017 Kawasaki Z1000R also gets uprated rear suspension – the new Öhlins S46DR1S rear shock features an aluminium body with single-tube construction, large φ46 mm piston, and internal air and gas chambers separated by a floating piston. This fancy spring is said to offer a more supple ride, improved stability and better high speed handling. Also, its remote preload adjuster makes it easy to adjust settings without tools, when carrying a passenger.

Revisions to the Z1000R's styling include a special black/gray paintjob with yellow-green graphics, tank pads with R edition graphics, frame pads and a seat embossed with the 'Z' mark. Output remains the same at 142bhp and 111Nm of torque, which provide highly entertaining performance in a package that weighs about 221 kilos.
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