Ninja H2 banner

1 - 19 of 19 Posts

·
Registered
Joined
·
200 Posts
Discussion Starter #1
Comparing the flagship superbikes that debuted at EICMA

Engine and Performance:

Engine cc

H2: 998
1299: 1285
R1: 998

Power

H2: 200 PS
1299: 208 PS
R1: 200 PS

Torque

H2: 140 Nm
1299: 144 Nm
R1: 112 Nm

Dimensions:

Wheelbase

H2: 1455 mm
1299: 1437 mm
R1: 1405 mm

Ground Clearance

H2: 130 mm
1299: 125 mm
R1: 130 mm

Seat Height:

H2: 825 mm
1299: 830 mm
R1: 855 mm

Weight:

H2: 238 kg
1299: 190 kg
R1: 199 kg
 

·
Registered
Joined
·
539 Posts
Great comparison of specifications of the both of them.
Do you know what pricing is supposed to be like on the Ducati 1299?
 

·
Registered
Joined
·
243 Posts
Great comparison of specifications of the both of them.
Do you know what pricing is supposed to be like on the Ducati 1299?
Rider All i can say is the 1299 will be slow top end bike I went to so many F head buds with some of the best tuners in UK EU AUS and USA the bike is what it is grate bike but top end F sucks i have one So i know. O top end on the 1199 with REFLASHED E.C.U won't go pass 182 GPS verified all night long.:crying::crying::crying:
 

·
Registered
Joined
·
216 Posts
The V motors are not good compared to the in-line 4
Top end speeds are always higher with in-line.

The Ducs, are good down low, and have great torque,
but the in-line 4 will rev like a mofo, and never blow.
I've owned GSXR1000's and R1's and held them out
to super top end runs, and they never exploded.
 

·
Registered
Joined
·
243 Posts
The V motors are not good compared to the in-line 4
Top end speeds are always higher with in-line.

The Ducs, are good down low, and have great torque,
but the in-line 4 will rev like a mofo, and never blow.
I've owned GSXR1000's and R1's and held them out
to super top end runs, and they never exploded.
I know you right about that.
 

·
Registered
Joined
·
220 Posts
Can someone describe how these bikes differ since the Panigale has way more displacement but they all have around the same power? How will that feel when riding?
 

·
Registered
Joined
·
554 Posts
Can someone describe how these bikes differ since the Panigale has way more displacement but they all have around the same power? How will that feel when riding?
Its the inherent differences in characteristics between V engines and inlines. Essentially it can be summed up crudely as Inlines are (relatively) torqueless but happy to rev and rev, while V twins have plenty of low down grunt.

as a general rule comparing engines of similar size, fewer cylinders = more torque at lower RPMs but less peak horsepower.

If you want to see this visually played out check out RC213V vs M1 in MotoGP, the Honda turns tight and square in order to squirt off apex at low RPM, TONS of Torque. Where the Yam needs flowing ribbon lines to keep RPM and corner speed up because they get slapped at the bottom...

There are better technical explanations but I'm not capable of giving one...
 

·
Registered
Joined
·
539 Posts
Rider All i can say is the 1299 will be slow top end bike I went to so many F head buds with some of the best tuners in UK EU AUS and USA the bike is what it is grate bike but top end F sucks i have one So i know. O top end on the 1199 with REFLASHED E.C.U won't go pass 182 GPS verified all night long.:crying::crying::crying:
thanks for the response, that's along the lines of what i was thinking about it.
fortunately being a ducati it will still get some good sales volume.
 

·
Registered
Joined
·
216 Posts
A Duc is always going to have the lore of an Italian, high quality machine, similar
to the lore of the Ferrari brand, in reference to cars.

I've rode a few Ducati's.... it's a whole different world, compared to the rice- burners.

Ducati's will always have sales volume, especially in Europe.
 

·
Registered
Joined
·
554 Posts
A Duc is always going to have the lore of an Italian, high quality machine, similar
to the lore of the Ferrari brand, in reference to cars.

I've rode a few Ducati's.... it's a whole different world, compared to the rice- burners.

Ducati's will always have sales volume, especially in Europe.
They literally feel different. They throng and quiver at idle (there's almost something sexual about it, like a women in heat) while the Japs hum like a finely tuned application.

If you'll allow my crude definition to stand ;):D
 

·
Registered
Joined
·
539 Posts
They literally feel different. They throng and quiver at idle (there's almost something sexual about it, like a women in heat) while the Japs hum like a finely tuned application.

If you'll allow my crude definition to stand ;):D
I support the crude definition here, one which I can't imagine anyone not supporting :D
 

·
Registered
Joined
·
220 Posts
A woman in heat? I thought that was more of a things that cats do. I think I get what you are getting at.

Do you not think that the Germans can produce the same sensation?
 

·
Registered
Joined
·
574 Posts
The big factor in these engines is volumetric efficiency. You want the largest bore and shortest stroke so you can have more valve area to get the fuel in the engine. Think of a Chevy Monte Carlo that makes 245 ft/lbs of torque at 4500 rpm and a F1 car that also makes 245 ft but at 19,000 rpm. The F1 makes 918 hp at peak, but loses 30 hp if the revs drop 300 rpm. Those four cylinder bikes have bores around 80mm and short strokes around 50mm and they can often spin 14,000 to 16,000 in street tune! The big twins just can't spin that high even with the "R" version Ducatis that have titanium rods and valves. Ducati does a great job building a narrow, lightweight bike with a tremendous powerband, but even with 20 to 30% more displacement, they seem to be losing ground to the four cylinder bikes. I have a 749R that is very fast, but any new 600 supersport will smoke the bike.


The H2 will just take all the four cylinder advantage to a new level. Even without the supercharger, the Kawasaki 1000's have been competitive with any bike. I'm not sure what the ultimate potential of the supercharger will be on the H2, but I would not be surprised to see them at 400 hp with an intercooler, mapping, injector tweaks, and nitrous. My guess is that the supercharger will be the ultimate factor that limits the H2's potential. Unless there are some larger superchargers that come online, tuners may have to resort to using turbos to get power to the next level (500-600 hp). Should be fun.
 
  • Like
Reactions: Jezebel

·
Registered
Joined
·
210 Posts
Here's something to consider.

This year there's a 'Special Edition' Ducati. There will be one next year, and again the year after that. Every year you can get something really fantastic - but in just 1 year it becomes 'last years model'. Ducati's age well but they don't stay flavour of the month for long.

The H2 is the H2. There won't be a new limited edition next year. Well, probably not. The H2 will stand as the top Kawi for some time. It'll be a memorible bike to all motorcyclists for a decade. Maybe longer.

Remember the Ducati 916? Me too. That bike went beyond anything else in the day and is still remembered to day. That's the future of the H2.

That's how I see it.

BTW, I bought a 1985 GSX-R750 new. It was the first bike that really had enclosing bodywork, oil jet cooling with an oil cooler. Dual headlights. It was ground breaking and is still legendary. Think CBX, the incredible 6 cylinder Honda from the '70's.... The H2 is like that too.

The Panigale is an awesome bike, no doubt, but it's just another cog on the Ducati wheel. Nothing to re-write history. It's evolutionary, not revolutionary.

When you compare, consider it's legacy.

Greg
 

·
Registered
Joined
·
787 Posts
Lets not underestimate how much we have in reserve. i.e. above 10,500 rpm. The Yam is strung out fully already. H2 power is plus 10 ps with ram air. Hows the Ducati doing in the 4 year warranty stakes?
 
1 - 19 of 19 Posts
Top