I still have some technical issues to work out but I'm almost positive Kawasaki's engineers intentionally helped in the process. They left the wire routing holes for the turn signal mirrors under the wings, they left the H2's relay controller for the lighting and signals intact, they left the fuses and wiring in the block for the cooling fans and the mounts on the radiator, the front and rear brake lights are wired (but unplugged), all the trip odometer/economy riding functionality is included in the main display (the main display only has one function change from the street version; the flash to pass switch has been converted to a lap timer switch), they even left the blanking plate bolts in the tail long enough to attach an undertail. The literature describes KTRC 1,2 for the track, 3 for 'street conditions' and there are a couple references to street riding in the the service manual and technical information (in fairness they could just be copy/paste leftovers from the H2 docs).
It's not going to be easy per se, but they've done 80% of the work and made it so you never have to cut a single hole anywhere. I love you Satoaki Ichi.
Having both bikes now I can tell you there are quite a few differences and the increased size of the intake on the R isn't just limited to the filter and dual ports - the runner is like twice the size too. I read a cool article last night that talked about the poor dyno numbers the H2R was posting in private hands and it turned out the reason was mostly the size of the rooms the dynamometers were located in. The H2R sucks in so much air it empties the room
and then chokes out. They fixed the problem by moving to larger spaces, using a rear tire that wouldn't slip on the dyno drum like the slicks were and then only went 100% on the throttle between 11-14K. This thing is nuts
A lot of the 'reliability issues' with tuned bikes, the hybrid and low dyno readings with the H2/R seem to be boiling down to not really appreciating how much air the H2 needs to shovel through it's face to make big power. The only reason for the cam difference on the R is to use the longer duration to hold the valves open so the supercharger can push the exhaust gas out of the way at high RPM. The only substantial mechanical difference between the two bikes I can see is airflow, primarily at the intake.
If Ichi the killer wants to chime in, I'd love to know if the signals and headlight functionality are still programmed into the ECU and whether or not the cam/supercharger shoving air through the head will cool the engine enough for prolonged use at low RPM without the fans. Manual only says not to let it idle for more than 5 minutes but they beat these things at Losail for days in sweltering heat without a problem…I guess we'll find out;