All new 2022 KAWASAKI Z H2 AND Z H2 SE IN COMPARISON smoke detector.

All new 2022 KAWASAKI Z H2 AND Z H2 SE IN COMPARISON smoke detector. 

All new 2022 KAWASAKI Z H2 AND Z H2 SE IN COMPARISON smoke detector. With a whopping 200 hp, the Z H2 from Kawasaki has already been an excellent street painter. Equipped with semi-active spring elements and new Brembo anchors, the 2021 Z H2 SE is supposed to spice up this rubber-consuming talent with better suspension and braking performance.

Amazement, all that remains is astonishment. This engine, this metal, supercharged monster with four cylinders, powers its power in the direction of the pitiful rear tire in an inimitable, tremendous, elemental way. In the rapture you forget to breathe, drool from your open mouth. That’s just awesome. Both Kawasaki Z H2 mobilize 200 hp at a low 11,000 tours , so there is no difference between them. The compressor wheel, which is driven directly by the crankshaft, turns faster and faster with increasing speed, pumps more air towards the airbox, and your engines, which are compressed at 11.2 to 1, receive more and more ignitable mixture. From these ingredients, the Z H2 and Z H2 SE conjure up a pure feast for fans of acceleration.

It is not the pure sprint values ​​that make every strong pick on the throttle so unbelievable. They need 8.2 seconds up to 200 km / h, while a ZX-10RR from the same company can do it in 7.5 seconds. Rather, it is this casualness with which this sack of power, which is always full to bursting, can be accessed at any speed. How impressively Z H2 and sister SE - similar to Obelix, who fell into the magic potion as a child - demonstrate their power, is demonstrated by the pull-through measurements. A lean 6.0 seconds pass from 60 to 140 km / h in sixth gear. The already mentioned ZX-10RR needs 7.3 seconds for this. A show of force. Worth mentioning: Both compressor nakeds make their power available so easily that every turn to the right at every speed occurs without any sneakiness.

Z H2 does not flit neutrally around the corner

At least almost. When the 40 mm throttle valves are completely closed - for example when braking - they get stuck a little when the throttle is gently opened for the first time, and it jerks slightly when the load changes. The other way around: The fact that Kawasaki managed to manage the four-in-line so harmoniously despite the strongly fluctuating pressure conditions, the constant change in pressure build-up and release via the chirping wastegate valve, deserves respect.

Weaknesses are more noticeable elsewhere. So the Z H2 doesn't flit neutrally around the corner. But that is not due to the engine weight. With the compressor, the Z H2 quad weighs a good 75 kilograms. For comparison: the unit of the ZX-10RR weighs around 70 kilograms without charging. Rather, the total weight of 242 pounds pushes a lot when braking at the entrance to the curve, plus the 1,455 millimeter long wheelbase and a sitting position with a wide knee because of the sweeping frame. Turning in is similarly blurred: the Kawasaki folds into the corner with almost no counter-pressure at the first impulse, but then needs a firm hand for deeper lean angles in order not to automatically pivot onto the broad line. Driving behavior that above all lacks feedback. Can the new Z H2 SE do that better with its semi-active chassis? Not necessarily, because the basic ingredients such as high weight and a wide-legged sitting position remain the same. But the fork and damper of the Z H2 SE manage the balancing act between comfort and sport much better than the Z H2, which is equipped with conventional suspension goods.

It tends to be more tight on its tires (fork values: rebound and compression: 5 U open, rebound damper: 2 U open, preload each standard). The high-speed compression of your Kayaba fork in particular comes up with a sporty toughness. When braking into curves, it literally tramples over faults on poor asphalt. Thanks to ABS cornering - and lean angle-dependent traction control - the Z H2, like the Z H2 SE, offers a network with a double floor in such situations, but the unrest in the motorcycle is still a nuisance. The Z H2 SE does that better. With its semi-active basic damping settings soft, normal and hard, it has three basic set-ups that are linked to the driving modes rain, road and sport. In the additional driver driving mode, Power (3-stage), TC (3-stage and off) and chassis settings can also be individually configured, with adjustments to the rebound and compression stages of fork and damper then even possible in eleven additional stages from +5 to 0 to -5. The preload still has to be adjusted manually, which is tedious, especially on the damper because of the very tight space available. Since the rear of the Z H2 SE was a little too low when it was delivered, its preload was increased by one revolution for this comparison.

Kawasaki Z H2 SE rolls more sensitively

But back to the rumble slope. In the soft chassis mode, the Z H2 SE rolls much more sensitively over poor roads than the Z H2 before. The semi-active damping Kawasaki ironed out cracks and patches in an almost exemplary manner, the driving comfort gains noticeably. Only when the pace increases to the sporty level does the damper act a little too softly in this set-up, allowing too much movement. The hard chassis mode does that better. It has roughly the same damping settings as the fork and shock absorber of the Z H2, and has a solid basic hardness. However, the spring elements of the Z H2 SE respond noticeably better. The fork in particular glides much more smoothly over bumps. With the suspension modes soft and hard, the Z H2 SE masters the demands of comfort and sport really well - and all that at the push of a button. The normal Z H2 does not offer this range. The chassis electronics of the Z H2 SE also include numerous intermediate stages for individual set-ups. However, neither in the menus on the TFT display nor in the manual of the Z H2 SE are basic values ​​for the chassis settings soft, normal and hard. This makes a completely individual setup almost as easy as the famous search for a needle in a haystack.

It becomes clearer with the brakes, the second distinguishing feature of the two Kawasakis. The normal Z H2 has a radial Nissin brake pump and M4.32 radial calipers from Brembo, the Z H2 SE has a radial pump from Brembo and Stylema radial calipers - also from Brembo. In normal driving, the different configurations differ primarily in response. With a short lever travel and slightly higher hand force, the Nissin-Brembo combination grips tightly, while the pure Brembo setup with a slightly longer lever path allows a finer modulation of the braking power with a little less hand force. Ultimately a matter of taste, both systems delay a lot.

Only in the extreme, when stopping in the ABS control range, ABS pressure modulator and adjustment are the same, do differences arise. Solo these are low, both Kawasakis are similarly stable. There are bigger differences with a pillion passenger, which is mainly due to the fact that the normal Z H2 becomes light at the rear towards the end of the braking distance, lifts off and the rear wheel shifts. The Z H2 SE, on the other hand, always keeps the rear tire down when the ABS is stopped with a pillion passenger. This is made possible by the fork's automatic damping adjustment when decelerating. If the fork compresses less, the motorcycle is more stable. The lift-off detection does not intervene, the braking distance is shorter.

Quite soberly and, above all, in terms of comfort and safety, the Z H2 SE is the better Z H2. However, also the clearly more expensive one. The SE costs 20,235, which is a surcharge of more than 3,000 euros compared to the normal Z H2. That's almost 19 rear tires. And both smoke alarms need some of them.

All new 2022 KAWASAKI Z H2 AND Z H2 SE IN COMPARISON smoke detector. 

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