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Discussion Starter #1 (Edited)
Listen up you whiney girls!!!!!!!!!!!

EDIT Sorry I wasn't supposed to share some info...... lol EDIT - its good info though!

Or if it had a 1,000rpm earlier rev limiter

I have seen so many people worry about the performance of this bike we'll guess what a simple ECU flash from the one, the only, the best in the business..... >:D>:D>:DGUHL MOTORS>:D>:D>:D .....already has their hands on a H2 and the H2R and they WILL be making some BIG power on the H2's!!!

If I had the $ I'd find a way to order one but I'll have to sit out on this one.

I know a ton of people stick with woolich stuff including myself for self flashing but Guhl is light years ahead of woolich on this and I AM EXCITED!!!!!

I'll give more updates as they come but the H2's ECU is HEAVILY restricted:nerd:
 

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No kidding. Without the co-operation of someone inside at Kawasaki, he would have the same level of H2 / H2R ownership that any of the rest of us does: a piece of paper that says I gave them some money.
 

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RICKY'S...he's borrowing Ricky's.I'd imagine ALL the adjustments in that ECU are very straightforward with the right software...if it is an H2R ECU....he can most likely 'see' where the H2 stuff is at(if it's in there)...if not...all he needs to do is tone the H2R settings down a bit...back it off some...start from the H2 output levels...and go from there.There may very well be an actual set of bin files to accomodate the H2's programming.In the ECU that is.Who knows?The actual files MAY be locked in the H2R files....allowing it to be reset for an H2 application...????
 

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Awesome, looking forward to seeing what power a brand like that can unlock from the H2 with their tune. How much power would you guys want to see realistically unlocked?
 

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Awesome, looking forward to seeing what power a brand like that can unlock from the H2 with their tune. How much power would you guys want to see realistically unlocked?
Personally I would be happy with about 250 rear wheel BHP on my H2 - a nice big number (and probably more power than I could use 98% of the time) without compromising reliability and pushing the bike towards the H2R service/maintenance regime

I would also like to see the 'lost' power over 10,0000rpm restored to allow the bike to rev through better and give it a higher top speed
 

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Personally I would be happy with about 250 rear wheel BHP on my H2 - a nice big number (and probably more power than I could use 98% of the time) without compromising reliability and pushing the bike towards the H2R service/maintenance regime

I would also like to see the 'lost' power over 10,0000rpm restored to allow the bike to rev through better and give it a higher top speed
I think your spot on , there is clearly room for the revs and power to rise to 250 bhp. Without loosing tractability . The H2R has got different cams. It is not made to be street rideable and pull of with no or very little throttle and filter through traffic on the work commute.

The R must redline at 15- 15,500. There is plenty of scope here.
Even my 15 year old zx12r revs to 12k, still does.
 

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I am fine with halfway-ish between where it is (restricted), and where it could be (H2R). 14k redline/rev limit is fine with me, in the interest of reliability.
 

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Discussion Starter #12
The H2R has a 14,000 rpm rev limiter.

Guhl has both ECU's the H2 and the H2R

The mapping is not so easy, Don Guhl has told me there are 800 different maps inside these ECU's which a standard ECU like the zx-10r's only have around 200 so 4 times the mapping.

I hope he will put out a few different "stages" for the tunes for the guys who dont want to go to crazy, I think the 250hp level would be nice and not to harsh on the engine, I'm sure no one is in a hurry to replace pistons!

The other thing were waiting to confirm is if there is a difference in supercharger drive gears to see if they are spinning it faster or not.

I'll keep you guys posted!
 

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'Drive Gears'...you think there may be a difference between the H2 and H2R?

Looking at the manual pics of the gears and housing...it doesn't look like it'll take anything bigger gearwise...if we only had a parts diagram(with part numbers) for the two bikes.


"Guhl has both ECU's the H2 and the H2R"...figured he did by now...he did Ricky's didn't he?
 

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The other thing were waiting to confirm is if there is a difference in supercharger drive gears to see if they are spinning it faster or not.
I have nothing to prove it and to be 100 % sure about it but my little finger tell me that there 95% of chance that both are exactly the same.
 

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It is also possible that the drive mechanism is the same, but the rotor is different. Doesn't take much of a difference in the shape of the blades to drastically change the characteristics of the turbine.
 

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Discussion Starter #16
We are totally unsure if there is any difference but there is a possibility, its not so much as fitting a larger gear as installing a smaller one, right now the super charger ratio is a .88:1 ratio so its actually slowing it down slightly, up that to 1:1 and it will speed it up.

There is a parts diagram for the H2 just not for the H2R. So until we get the H2R microfiche we'll just have to keep guessing.

There is a good chance the bikes could have the same gears.

Other possibility is the gear going from the crankshaft to the supercharger drive gear shaft could be different as well making the ratio from the crankshaft to that SC Drive shaft different.

In this video it says crankshaft speed is 14,000rpm a stepup gear goes to 16,000rpm and the impeller is 130,000rpm

https://www.youtube.com/watch?v=dRXIMQm6xcg

Totally just guessing but if you take that 16,000 and 14,000 and figure out the ratio it comes to to 1.14 The STREET H2 supercharger gears are 22/25 = .88 Swap them around to 25/22 = 1.136 and you wouldn't have to worry about chain length maybe as long as there's room inside the cases and SC housing.

I dont think it will be that simple to swap the gears as there are different machining marks on them but I don't think it would be that hard for someone to machine some new ones up ;-)
 

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I have nothing to prove it and to be 100 % sure about it but my little finger tell me that there 95% of chance that both are exactly the same.
The following information regarding the KHI-DESIGNED SUPERCHARGER is absolutely IDENTICAL in BOTH the 2015 Kawasaki Ninja H2 AND H2R Press Releases (U.S.).

 The supercharger is driven by a planetary gear train, which runs off the crankshaft. Designing the gear train using technology from Kawasaki’s Aerospace Companyresulted in a compact unit with minimal power loss.

 The gear train increases the impeller speed up to 9.2x the crank speed (1.15x stepgear with an 8x planetary gear). This means at a maximum engine speed of approximately 14,000rpm, the impeller shaft is spinning at almost 130,000rpm.

 The impeller is formed from a forged aluminium block using a 5-axis CNC machine to help ensure precision and durability. The 69mm impeller features six blades at the tip, expanding to 12 blades at the base. Grooves etched into the blade surfaces help direct the airflow.

 The impeller’s pumping capacity is more than 200 liters/second (measured at atmospheric pressure), with intake air reaching speeds of up to 100m/s. After passing through the supercharger, air pressure is increased to as much as 2.4x atmospheric pressure (35psi). :nerd:
 

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There is a multi-stage gear ratio happening here.

First there is a gear ratio from the crankshaft to a countershaft (and this will not be a 1:1 ratio either), then there is the chain ratio, then there is the planetary ratio.

I've got that video stopped on my computer monitor right now ...

The sun gear (on the impeller drive shaft) has 14 teeth. The planet gears have 49 teeth. The ring gear is not shown, but because of the way gear teeth work, it has to have 112 teeth (2 x planets + sun). That is exactly 8:1 step-up ratio in the planetary gear set. The gears from the crank to the countershaft are not shown, but it looks like the countershaft gear is smaller than the gear on the crank by quite a bit. It's plausible that the real situation is a 1.31:1 step-up ratio (crank to countershaft), followed by the 0.88 (22/25) chain step-down, followed by the 8:1 planetary.

It's pretty unlikely that the crankshaft-to-countershaft ratio would be changed, because that would require changing the crankshaft since the gear is built into it, and that's expensive.

I'm now suspecting that they all have the same drive ratio - but there's no guarantee that they use the same impeller ...
 

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All very well to look at the H2r for parts to upgrade the H2 But
how long after release do you think products like this will be available




bigger impellor and water/air intercooler would wake it up :)
 

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- but there's no guarantee that they use the same impeller ...
Except the official Kawasaki Press Releases (U.S.) for both the H2 and H2R state the exact same specs...

 The impeller is formed from a forged aluminium block using a 5-axis CNC machine to help ensure precision and durability. The 69mm impeller features six blades at the tip, expanding to 12 blades at the base. Grooves etched into the blade surfaces help direct the airflow.

 The impeller’s pumping capacity is more than 200 liters/second (measured at atmospheric pressure), with intake air reaching speeds of up to 100m/s. After passing through the supercharger, air pressure is increased to as much as 2.4x atmospheric pressure (35psi).
 
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