The Z brand has a rich history that stretches back almost 50 years. Now with the arrival of the Supernaked Z H2 with its supercharged engine, the second chapter of Z history is about to begin. A distillation of the vast technology possessed by Kawasaki Heavy Industries, Ltd., the innovative Z H2 is a motorcycle worthy of title “ultimate.” This new flagship model will lead the Z Series into the future.
The Z H2’s most defining feature is its supercharged engine. While the idea of a supercharged engine may call to mind an extremely high powered motorcycle that only a handful of riders are able to ride in very limited conditions, Kawasaki’s modern development philosophy called for a machine that enables a wider range of riders to understand the pleasure of riding a motorcycle. Kawasaki’s supercharged engines were designed with this idea firmly in mind. The Z H2’s supercharged engine achieves the seemingly contradictory goals of ample power and easy-to-manage power delivery.
The Supernaked Z H2 eliminates this problem by using a supercharged engine. The liquid-cooled DOHC 16-valve 998 cm3 In-Line Four Balanced Supercharged Engine generates a high maximum power of 147 kW (200 PS)*, while also being lightweight and compact. It produces intense acceleration unlike anything a naturally aspirated engine can provide.
Like on the Ninja H2, high supercharger efficiency means that an intercooler is not required. Although automotive engines with superchargers typically have separate lubrication systems, but Kawasaki’s supercharged engines use a single lubrication system to provide cooling oil for the engine components, supercharger and transmission. This allows the elimination of duplicate parts like oil pumps, contributing to weight reduction.
One of the keys to achieving the Z H2’s impressive power is its o69 mm impeller. Formed from a forged aluminium block using a 5-axis CNC machining centre to ensure high precision and high durability, its complex shape features 6 blades at the tip, expanding to 12 blades at the base. To withstand high pressures and high temperatures not found in a naturally aspirated engine, cast pistons were selected. Cast pistons offer better strength than forged pistons for the very high temperatures generated by
the supercharged engine.
The intake chamber is made of an aluminium alloy, which offers excellent heat dissipation, and is able to handle the supercharged air pressure (approximately 2 atm). A diffuser and net located at the intake chamber inlet help to smooth intake airflow, and contributes to overall supercharger efficiency, which helps prevent engine knocking even without an intercooler.
Using the latest evolution of Kawasaki’s advanced modelling software and feedback from a compact Bosch 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.
Electronic Throttle Valves enable the ECU to control the volume of both the fuel and the air delivered to the engine. Ideal fuel-air mixture results in smooth, natural engine response and the ideal engine output. The system also contributes to reduced missions. Further, being able to control intake air also enables more precise control of KTRC (Kawasaki Traction Control).
With upcoming EURO 5 emission regulations in mind, a newly designed exhaust system features a layout without an exhaust pre-chamber. This makes room for a large catalyser and a long collector section where exhaust gases from each cylinder can mix well. The long collector greatly contributes to low-mid range torque – a key feature of this model, while the silencer was kept as small as possible despite the lack of pre-chamber, greatly contributing to weight reduction of the exhaust system.
Kawasaki’s latest cruise control system allows a desired speed to be maintained with the simple press of a button. Once activated, the rider does not have to constantly control the throttle. This reduces stress on the right hand when traveling long distances, enabling relaxed cruising and contributing to a high level of riding comfort. Operation of the Electronic Cruise Control is conveniently from the left handle. The system can be engaged with the touch of a button.
A Bluetooth chip built into the instrument panel 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. A number of functions are available: – Vehicle Info: information such as fuel gauge, odometer, maintenance schedule, etc can be viewed via the smartphone.
Sport, Road, Rain, and Rider (manual) are all-inclusive modes that link KTRC, Power Mode and KECS allow riders to efficiently set traction control, power delivery and suspension character to suit a given riding situation. Riders can choose from three settings (Sport, Road, Rain) or a manual setting (Rider). In the manual Rider mode, each of the systems can be set independently. – Sport: enables riders to enjoy sporty riding on winding roads. – Road: offers comfortable riding over a wide range of situations, from city riding to highway cruising and rural roads. – Rain: offers rider reassurance when riding on a wet road surface. The riding mode can be changed while riding, using the button at the left handle.
A high-quality hydraulic clutch offers less maintenance, ensuring the initial touch condition can be maintained. And the lighter lever operation thanks to the clutch’s assist function contributes to reduced rider fatigue when street riding. Assist & Slipper Clutch uses two types of cams: an assist cam and a slipper cam, offering two functions not available on a standard clutch. When the engine is driving the rear wheel 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 lever pull when operating the clutch.
To be easy to ride at low and medium speeds, as well as high speeds, the Z H2 needed brake system that matches its performance. The front brakes are gripped by Brembo M4.32 monobloc calipers. Machined from cast aluminium blocks, their highly rigid one-piece structures boast strong braking force. The calipers are radially mounted, further contributing to their high performance. The Nissin master cylinder, fine-tuned with Kawasaki original settings, offers functionality perfectly matched to the Z H2’s character, enabling riders to not only control deceleration from various speed ranges, but also to use the brakes to initiate weight transfer to change the bike’s posture on corner entry.
Like the Ninja H2, the Z H2 features a dog-ring type transmission. The kind of transmission commonly found in MotoGP or Formula 1, it facilitates smooth, quick shifting. Gear ratios were optimised for a sport tourer. A longer primary gear ratio contributes to the Balanced Supercharged Engine’s superb fuel efficiency while helping to reduce the load of its even greater torque on the transmission gears. 1st and 2nd gears are also longer, contributing to easier engine manageability in everyday riding situations. Transmission oil jets (first used in a Kawasaki motorcycle on the 2015 Ninja H2/H2R) enable a compact transmission with high durability.
Dual-direction quick shifter allows both clutchless upshifts and downshifts. Designed for effective sport riding, street optimised settings enable operation at rpm above 2,500 rpm.
New Uni Trak rear suspension and swingarm feature a SHOWA shock absorber unit. It offers excellent suspension action at all speeds, as well as firm bottoming resistance even under heavy loads.
For this model, SHOWA’s SFF-BP front fork is used. The fork’s large-diameter piston provides firm bottoming resistance and sporty damping characteristics. Adjustable pre-load and damping allow riders to easily set up the bike according to their size and the riding conditions.
Absolute manoeuvring stability is essential to achieve stability at all speeds as well as light, nimble handling. This requires a swingarm with sufficient rigidity, so technology from the Ninja ZX-10RR, which can be seen at race tracks around the world, was sourced. The double-sided swingarm, like those used on our supersport models, offers both high rigidity and light weight.
Kawasaki’s supersport grade high-precision brake management system is standard equipment on the Z H2. This is the same base system used on the Ninja H2 and Ninja ZX-10R, with programming and settings revised to suit the street performance parameters of the Z H2.
Mounted on the strong, supple fat-type handlebar, left and right handle switches let riders make setting and display changes without releasing the grips. The left handle switch is used to operate the Electronic Cruise Control, make meter display changes, and update settings, while the right handle switch is used to access to the machine setting menus.
Z H2 (ZR1000K)
Liquid-cooled, 4-stroke In-Line Four
998 cm3
76.0 × 55.0 mm
11.2:1
DOHC 16 valve
Fuel Injection
Digital
Electric
Kawasaki Supercharger
6-speed, Return, Dog-ring
Telescopic
Swingarm (New Uni Trak Rear Suspension)
120 mm / 134 mm
140 mm
Dual 320mm Discs
Single 260 mm Disc
17M/C x MT3.50 / 17M/C x MT6.00
120/70ZR17 M/C 58W / 190/55ZR17 M/C 75W
2,085 × 810 × 1,130mm
1,455 mm
830 mm
19 litres
239 kg
147.1 kW (200PS) @ 11,000 min
137.0 N.m (14.0 kgfm) / 8,500 min
Metallic Spark Black with Metallic Graphite Gray and Mirror Coated Spark Black
24 Months Unlimited Kilometres
