Don’t let the minimalist design fool you—there’s nothing minimal about the boosted power of the Z H2 naked hypersport. Advanced performance engineering and innovative rider support technologies complement the immense power of the balanced supercharged engine. Tap into the ultimate rush of supercharged power. Feel the visceral thrill of a supreme supernaked. The Z H2 delivers exhilaration like you’ve never experienced before.Take it for a ride today
Sudden over-application of the brakes, or braking on low-grip surfaces (surfaces with a low coefficient of friction) such as wet asphalt or manhole covers, may cause a motorcycle's wheel(s) to lock up and slip.
Developed and tested through Kawasaki Factory racing, the Assist & Slipper Clutch utilizes two types of cams. An assist cam and a slipper cam enable the Assist & Slipper Clutch to function in two different ways, with the clutch hub working together or apart from the operating plate. Under normal operat
Electronic Cruise Control allows the rider to maintain a desired speed (engine rpm) with the simple press of a button. Because the rider does not have to constantly maintain the throttle position, this system allows relaxed cruising.
Electronic Throttle Valves allow the ECU to deliver the ideal amount of fuel and air to the engine.
Combined with Kawasaki’s proprietary dynamic modelling program, input from the IMU (Inertial Measurement Unit) enables even more precise chassis orientation awareness, the key to bringing Kawasaki’s electronics to the next level.
KLCM (Kawasaki Launch Control Mode) optimizes acceleration from a stop by electronically managing engine output to minimize wheelspin.
KCMF (Kawasaki Cornering Management Function) oversees multiple engine and chassis electronic management systems to facilitate smooth cornering.
El KIBS (Kawasaki Intelligent anti-lock Brake System) es un sistema de frenado de alta precisión, alta eficiencia y sensación natural diseñado específicamente para modelos superdeportivos.
KQS (Kawasaki Quick Shifter) enables clutchless up- and downshifts.
KTRC (Kawasaki TRaction Control), Kawasaki's advanced traction control system, offers a selection of modes to suit a wide range of riding situations, from sport riding to touring.
Power modes offer riders an easily selectable choice between Full and Low Power. While Full Power is unrestricted, in Low Power mode maximum power is limited to approximately 75-80% of Full. Response is also milder in L
Smartphone connectivity contributes to an enhanced motorcycling experience by enabling riders to connect to their motorcycle wirelessly.
Sound tuning enhances the exhilaration a Kawasaki motorcycle offers by complementing the sensations the rider feels with a carefully crafted auditory component.
Designed completely in-house, the immense potential of the highly compact, highly efficient supercharged engine is a testament to the technology possessed by the KHI Group.
4-stroke, 4-cylinder, DOHC, 4-valve, liquid-cooled, supercharged
76.0 x 55.0mm
DFI® with 36mm Keihin throttle bodies
TCBI with electronic advance
6-speed dog-ring, return shift
Showa SFF-BP Fork with Adjustable Compression and Rebound Damping, Spring Preload Adjustability
New Uni-Trak®, Showa Gas-Charged Shock with Adjustable Compression and Rebound Damping, Preload Adjustability
Trellis, high tensile steel
Metallic Spark Black/Metallic Graphite Gray/Mirror Coated Spark Black
12, 24, 36 or 48 months
Integrated Riding Modes, Kawasaki Cornering Management Function (KCMF), Power Modes (3), Kawasaki Launch Control Mode (KLCM), Kawasaki Traction Control (KTRC), Kawasaki Launch Control Mode (KLCM), Kawasaki Engine Brake Control (KEBC), Kawasaki Intelligent anti-lock Brake System (KIBS), Kawasaki Quick Shifter (KQS) (upshift & downshift), Electronic Cruise Control
Rideology the App Smartphone Connectivity, TFT Instrumentation
Dual Disc w/Radial-mount M4.32 Calipers, ABS
Single 250mm petal-style disc with single-piston caliper, ABS
12 Month Limited Warranty
**Curb weight includes all necessary materials and fluids to operate correctly, full tank of fuel (more than 90 percent capacity) and tool kit (if supplied).
Specifications subject to change
KAWASAKI CARES: Always wear a helmet, eye protection, and proper apparel. Never ride under the influence of drugs or alcohol. Read Owner’s Manual and all on-product warnings. Professional rider shown on a closed course. ©2019 Kawasaki Motors Corp., U.S.A.
Sudden over-application of the brakes, or braking on low-grip surfaces (surfaces with a low coefficient of friction) such as wet asphalt or manhole covers, may cause a motorcycle's wheel(s) to lock up and slip. ABS was developed to prevent such incidents. Kawasaki ABS systems are controlled by highly precise and extremely reliable programming formulated thorough testing of numerous riding situations. By ensuring stable braking performance, they offer rider reassurance for even greater riding enjoyment.
To meet the special requirements of certain riders, specialized ABS systems are also available. For example, KIBS (Kawasaki Intelligent anti-lock Brake System) is a precision-tuned brake system designed specifically for supersport models, enabling sport riding to be enjoyed by a wider range of riders. By linking the front and rear brakes, K-ACT (Kawasaki Advanced Coactive-braking Technology) ABS provides the confidence to enjoy touring on heavyweight models. Kawasaki is continually working on the development of other advanced ABS systems.
Developed and tested through Kawasaki Factory racing, the Assist & Slipper Clutch utilizes two types of cams. An assist cam and a slipper cam enable the Assist & Slipper Clutch to function in two different ways, with the clutch hub working together or apart from the operating plate.
Under normal operation, the assist cam functions as a self-servo mechanism, pulling the clutch hub and operating plate together to compress the clutch plates. This allows the total clutch-spring load to be reduced, resulting in a lighter clutch feel at the lever.
When excessive engine braking occurs – as a result of quick downshifts (or an accidental downshift) – the slipper cam comes into play, forcing the clutch hub and operating plate apart. This relieves pressure on the clutch plates to reduce back-torque and help prevent the rear tire from hopping and skidding.
Electronic Cruise Control allows the rider to maintain a desired speed (engine rpm) with the simple press of a button. Because the rider does not have to constantly maintain the throttle position, this system allows relaxed cruising. This reduces stress on the right hand when traveling long distances, contributing to a high level of riding comfort.
Electronic Cruise Control is featured on Kawasaki's Vulcan 1700 / VN1700 Series cruisers and Jet Ski Ultra 300X and 300LX personal watercraft series. These models are equipped with an Electronic Throttle Valve system, meaning the throttle valves are not actuated directly by twisting the throttle grip (or pulling the throttle lever); rather, a position sensor on the throttle grip sends a signal to the ECU that determines the ideal throttle position. This is how Electronic Cruise Control is able to automatically adjust engine power to maintain vehicle speed when ascending or descending grades in the road. Without the precise control enabled by Electronic Throttle Valves, functions like Electronic Cruise Control would not be possible.
Kawasaki’s fully electronic throttle actuation system enables the ECU to control the volume of both the fuel (via fuel injectors) and the air (via throttle valves) delivered to the engine. Ideal fuel injection and throttle valve position results in smooth, natural engine response and the ideal engine output. The system also makes a significant contribution to reduced emissions.
Electronic throttle valves also enable more precise control of electronic engine management systems like S-KTRC and KTRC, and allow the implementation of electronic systems like KLCM, Kawasaki Engine Brake Control, and Cruise Control.
The strength of Kawasaki’s cutting-edge electronics has always been the highly sophisticated programming that, using minimal hardware, gives the ECU an accurate real-time picture of what the chassis is doing. Kawasaki’s proprietary dynamic modelling program makes skilful use of the magic formula tyre model as it examines changes in multiple parameters, enabling it to take into account changing road and tyre conditions.
The addition of an IMU (Inertial Measurement Unit) enables inertia along 6 DOF (degrees of freedom) to be monitored. Acceleration along longitudinal, transverse and vertical axes, plus roll rate and pitch rate are measured. The yaw rate is calculated by the ECU. This additional feedback contributes to an even clearer real-time picture of chassis orientation, enabling even more precise management for control at the limit.
With the addition of the IMU and the latest evolution of Kawasaki’s advanced modelling software, Kawasaki’s electronic engine and chassis management technology takes the step to the next level – changing from setting-type and reaction-type systems to feedback-type systems – to deliver even greater levels of riding excitement.
Designed to assist riders by optimizing acceleration from a stop, KLCM electronically manages engine output to minimize wheelspin when moving off.
With the clutch lever pulled in and the system activated, engine speed is limited to a determined speed while the rider holds the throttle open. Once the rider releases the clutch lever to engage the clutch, engine speed is allowed to increase, but power is regulated to minimize wheelspin and help keep the front wheel on the ground. The system disengages automatically once a predetermined speed has been reached, or when the rider shifts into 3rd gear. Depending on the model, riders can choose from multiple modes, each offering a progressively greater level of intrusion.
Using the latest evolution of Kawasaki’s advanced modeling software and feedback from a compact IMU (Inertial Measurement Unit) that gives an even clearer real-time picture of chassis orientation, KCMF monitors engine and chassis parameters throughout the corner – from entry, through the apex, to corner exit – modulating brake force and engine power to facilitate smooth transition from acceleration to braking and back again, and to assist riders in tracing their intended line through the corner. The systems that KCMF oversees vary by model, but may include:
Kawasaki developed KIBS to take into account the particular handling characteristics of supersport motorcycles, ensuring highly efficient braking with minimal intrusion during aggressive sport riding. It is the first mass-production brake system to link the ABS ECU (Electronic Control Unit) and engine ECU.
In addition to front and rear wheel speed, KIBS monitors hydraulic pressure of the front brake caliper(s), throttle position, engine speed, clutch actuation and gear position. This diverse information is analyzed to determine the ideal hydraulic pressure for the front brake. Through precise control, the large drops in hydraulic pressure seen on standard ABS systems can be avoided. Additionally, the tendency for the rear wheel of supersport models to lift under heavy braking can be suppressed, allowing the rider to maintain control of the rear brake when downshifting.
Designed to help riders maximise their acceleration on the circuit by enabling clutchless upshifts with the throttle fully open, KQS detects that the shift lever has been actuated and sends a signal to the ECU to cut ignition so that the next gear can be engaged without having to use the clutch. Depending on ECU settings (or when a race kit ECU is used), clutchless downshifts are also possible.
KTRC, Kawasaki's advanced traction control system provides both enhanced sport riding performance and the peace of mind to negotiate slippery surfaces with confidence. Multiple rider-selectable modes (the number of modes varies by model) offer progressively greater levels of intrusion to suit the riding situation and rider preference.
Less intrusive modes maintain optimum traction during cornering. Designed with sport riding in mind, they facilitate acceleration out of corners by maximizing forward drive from the rear wheel. And because Kawasaki’s sophisticated software bases its dynamic analysis on the chassis’ orientation relative to the track surface (rather than relative to a horizontal plane), it is able to take into account corner camber, gradient, etc., and adapt accordingly.
In the more intrusive modes (and for some models, in any mode), when excessive wheel spin is detected, engine output is reduced to allow grip to be regained, effectively enabling riders to negotiate both short, slippery patches (train tracks or manhole covers) and extended stretches of bad roads (wet pavement, cobblestone, gravel) with confidence.
Models equipped with IMU incorporate chassis-orientation feedback to offer even more precise management.
Power modes offer riders an easily selectable choice between Full and Low Power. While Full Power is unrestricted, in Low Power mode, maximum power is limited to approximately 75-80% of Full. Throttle response is also milder in Low Power mode. Riders may opt to use Low Power mode for rainy conditions or city riding, and Full Power when sport riding.
Available on the Ninja® ZX™-14R / ZZR1400, Versys® 1000 and other Kawasaki models, when combined with the 3-mode KTRC (+ OFF) Traction Control system, Power Mode selection offers a total of eight combinations (KTRC: Mode 1/2/3/+OFF x Power Mode: Full/Low) to suit a wide range of riding situations. For example, an experienced rider enjoying sport riding on dry pavement might choose Full Power and Mode 1. On a wet or slippery surface, choosing Low Power and Mode 3 would yield the lowest chance of incurring wheel-spin, and the milder throttle response would offer a higher level of riding safety.
Clever technology enables riders to connect to their motorcycle wirelessly.
Using the smartphone application “RIDEOLOGY THE APP,” a number of instrument functions can be accessed, contributing to an enhanced motorcycling experience. Vehicle information (such as the odometer, fuel gauge, maintenance schedule, etc) can be viewed on the smartphone. Riding logs (varies by model, but may include GPS route, gear position, rpm, and other information) can be viewed on the smartphone. When connected, telephone (call, mail) notices are displayed on the instrument panel. Riders can also make changes to their motorcycle’s instrument display settings (preferred units, clock and date setting, etc) via the smartphone. And on certain models, it is even possible to check and adjust vehicle settings (such as Rider Mode, electronic rider support features, and payload settings) using the smartphone.
Kawasaki has long had a reputation for building great-sounding bikes – a characteristic inherent in Kawasaki’s engine architecture – but it is only recently that effort has been put into crafting a specific auditory experience though careful sound tuning of either the intake or exhaust system.
Designed specifically to allow riders to enjoy their motorcycles aurally as well as physically, the carefully crafted auditory notes can be the key components of the street riding exhilaration offered by models that have benefited from sound tuning. Sound tuning can include conducting sound research, designing intake and exhaust system components based on acoustic test carried out in a sound room, and careful consideration of every detail of a system’s components to ensure a balance of performance and the desired sound.
Drawing on the know-how and technology possessed by the KHI Group, Kawasaki’s supercharged engine delivers high engine output while maintaining a compact design. The key to achieving this incredible performance lies in the engine’s supercharger – a motorcycle-specific unit designed completely in-house with technology from Kawasaki’s Gas Turbine & Machinery Company, Aerospace Company and Corporate Technology Division.
One of the greatest benefits of designing the supercharger in-house and tailoring its design to match the engine’s characteristics was that engineers were able to achieve high-efficiency operation over a wide range of conditions – something that would not have been possible by simply dropping in or trying to adapt an aftermarket automotive supercharger.
The importance of high efficiency in a supercharger is that, as the air is compressed, power-robbing heat gain is minimal. And while many superchargers are able to offer high-efficiency operation in a very limited range of conditions, Kawasaki’s supercharger offers high efficiency over a wide range of pressure ratios and flow rates – meaning over a wide range of engine speeds and vehicle speeds. This wide range of efficient operation (similar to having a wide power band) easily translates to strong acceleration. The supercharger’s high efficiency and minimal heat gain also meant that an intercooler was unnecessary, greatly saving weight and space, and enabling the engine’s compact design.