I doubt anyone that owns either of these bikes can't really appreciate the other, they're almost identical. It's possible to have a respectful conversation without trying to insult (nor would you speak to me that way in person) the way you're expressing yourself by trying to put me down & getting personal, like how it sounds via teenagers commenting on YouTube isn't how we should treat one another on this forum which I assumed was made up of mature adults that shared the same passion....Have a nice night selenap, gotta jet}}}}}
My bike is H2R #10
, was dyno'd before they put it in the box and it makes 321.1 SAE. Right now. No waiting. That's why I bought it. Having ridden it almost 600 miles, that's not an error. Anything lower than KTRC 2- makes the bike just about useless. After 10K RPM the thing goes into f'ing warp drive all the way to 15K. My H2, while amazing, has absolutely NOTHING on the H2R. Again, why I bought it. Several other tests have shown 310+ - including the one from Kawi performed on a dyno in a room full of people live
- but no one wants to quote any of those because it doesn't make the H2R look bad. Just because motorcycle.com couldn't get it done doesn't mean it isn't there. They did everything they could to cripple that bike including using Gadson's H2 ECU
. They might as well have shoved a potato in the tailpipe. How did that one, awful example become the yardstick by which all H2R's are measured?
Saying an H2 is anything
like the R is monumentally, embarrassingly wrong. The only way you can possibly make that comparison is to have never ridden both.
If you need a cheat sheet on just how 'nearly identical' the H2 and H2R are - here you go;
The H2R is simply what any of us would do to the H2 if we had the unlimited resources of Kawasaki Heavy Industries at our disposal. There are four major differences…and a million little ones. Comparing the two bikes it becomes abundantly clear that other than general shape, a few panels and the transmission, they're barely even related;
- The entire upper fairing is completely different down to the shape, the windscreen, the bolts that hold it in, the inner covers and the materials its made out of. The wings are obviously different - but they're not just some flimsy carbon impregnated plastic - they're legit, F1 level quality structural elements. If an H2R ever fell over (dear God please don't ever let me find out), the upper and lower wings will easily hold it up. They're not $1500 a piece just to keep you buying an extra set and selling them.
-The wiring harness is different in interesting ways (we'll cover that later).
-The rake and trail are different. H2 - 24.5/103mm vs H2R 25.1/108
-The dimensions are even different; The H2 is (LxWxH) 2,085 x 770 x 1,125 mm VS the H2R 2,070 x 770 x 1,160 mm
-The H2R's seat height is 5mm lower
-The H2R is 48.5 pounds lighter
-Has 23.2 more ft lbs of torque (aka 31.5nm)
-The left control is cosmetically/functionally different.
-The function of the meter unit is very different; you can select ABS off, front only or front/rear, it has a lap timer, minute/hour meter to keep track of time spent over 8,000RPM, a max speed memory function and completely different KTRC and mode programming.
-The ECU is obviously different including a 14,500rpm rev limit as opposed to 10,500rpm on the H2. That's because;
-The air filter surface area of the H2R is roughly 2.5x larger (the H2R needs four times the air required on the H2), the intake (one of the major differences) is entirely made of carbon fiber, weighs nothing, uses both inlets (larger than the H2 on both sides) and the entire system/volume/area is significantly larger than the H2 (13,000 mm2 for the H2R). The runner is much larger, has a smoother, uninterrupted curve, is not impeded at the supercharger in any way and the system is completely sealed fore and aft. The resonator that the BOV terminates in is also carbon fiber (it's kinda cool that they constructed parts out of carbon where they could that aren't even visible).
-The H2R runner has a constriction in the middle to increase the Venturi effect of the air coming in (it's shape helps speed up the air and increase its pressure before it even reaches the supercharger). It also has a $3200 carbon resonator attached to deal with the pushback of the intake valves and keep the incoming air smooth. These guys weren't messing around!
-The R has no cooling fans partly due to intended use (read; no stop and go traffic) - but partly because of how the cams function (another major difference). The cams have more duration and lift obviously to utilize the extra air and fuel being rammed in - but they also do something pretty clever; the exhaust lobes have more duration and actually use the supercharged intake air to clear out spent gasses on the exhaust stroke and cool the cylinders at high RPM. (That's also why the exhaust is different and why it's dangerous to go too far with lifting your H2's rev limiter).
-The entire exhaust system stem to stern is different and made of only one material (titanium) vs titanium and stainless mix of the H2.
, cam and compression are different, not
the gasket (major, major difference - however the cylinder head, gasket, pistons and crank are the same on both bikes.) The H2 is 8.5:1 vs the H2R at 8.25:1
-The H2R has two additional clutch plates
-The fuel pump is different ($1500 on the R)
-The tire sizes are different (the R uses a 190 rear, the H2 comes with a 200)
-The rear chain/drive/sprocket and hub on the R are different; 42 teeth (plus all the attached bits) vs 44 for the H2.
They didn't just slap some carbon on it, pull the cat off and call it a day. They went bonkers tweaking and optimizing every single element. That's why the H2R is special just beyond the obvious HP gains.