IG.
Registered
I tried to say away from more writing, but after reading a really detailed article in January 2015 issue of Roadracing World about new bikes, including H2R and H2, I just couldn't contain myself. So, here is most of what I wrote...
Dear Editor,
...I wasn’t going to write again, but after reading your wonderfully detailed article about new Kawasaki bikes (among others) written by David Swarts, I am now more confused than ever about the purpose of these bikes. Don’t get me wrong - I like the extra power like the next guy, and truly enjoy my current bike’s measly 242 HP max at the wheel (that’s two-four-two – not a typo, and I have a dyno chart to prove it). But as I saturate my mind with technical details about these hydrogen inspired bikes, my brain fails to place them in the proper category.
To start with, being able to crank (pun intended) HP numbers is great, but I would really like to know HP numbers at the rear wheel for both bikes. I would dare to guess 275 HP and 185 HP respectfully. Now, to the most confusing data: 57.3†wheel base, almost 525 LB claimed curb weight, and 200/55-ZR17 rear tire... I am aware of a much, much older but a well-known bike with a lot better aerodynamics having similar properties: wheel base 58.5â€, claimed curb weight of almost 547 LB, and 190/50-ZR17 rear tire. Every track day rider and racer knows that with such numbers for weight, wheel base, and tire size, any of the bikes mentioned do not stand a chance in flickability, quickness of turn in, and cornering against the latest naturally aspirated liter bikes which are lighter, and have shorter wheel base. OK, that extra power may shave a second or two on a straightaway. However, this won’t be enough to offset other deficiencies for the rest of a road course.
Maybe, the new bikes are meant to be a straight line only rockets, which recent Kawasaki video (shot on a runaway) might suggest? Doubtful, because aerodynamics of the new bikes doesn’t seem to provide low coefficient of drag (a measured Cd number would be helpful here). Pricing is the whole ‘nother topic as getting a used ‘much, much older’ bike mentioned above for around $7,000 and adding a stage 2 turbo kit – installed and tuned by a nationally reputable shop (like Powerhouse Motorcycles – www.PowerHouseMC.com) for around $11,000 can easily surpass 300 HP at the rear wheel (not at the crank), and on pump gas – for a total of $18,000! Which is almost three times less than the price of H2R. With modern day turbos, only ham fisted riders will notice a turbo-lag. No winglets required as such beast would stay planted at most any speed a pilot is not afraid to subject himself or herself to.
Confused and curious,
Igor G.
Dear Editor,
...I wasn’t going to write again, but after reading your wonderfully detailed article about new Kawasaki bikes (among others) written by David Swarts, I am now more confused than ever about the purpose of these bikes. Don’t get me wrong - I like the extra power like the next guy, and truly enjoy my current bike’s measly 242 HP max at the wheel (that’s two-four-two – not a typo, and I have a dyno chart to prove it). But as I saturate my mind with technical details about these hydrogen inspired bikes, my brain fails to place them in the proper category.
To start with, being able to crank (pun intended) HP numbers is great, but I would really like to know HP numbers at the rear wheel for both bikes. I would dare to guess 275 HP and 185 HP respectfully. Now, to the most confusing data: 57.3†wheel base, almost 525 LB claimed curb weight, and 200/55-ZR17 rear tire... I am aware of a much, much older but a well-known bike with a lot better aerodynamics having similar properties: wheel base 58.5â€, claimed curb weight of almost 547 LB, and 190/50-ZR17 rear tire. Every track day rider and racer knows that with such numbers for weight, wheel base, and tire size, any of the bikes mentioned do not stand a chance in flickability, quickness of turn in, and cornering against the latest naturally aspirated liter bikes which are lighter, and have shorter wheel base. OK, that extra power may shave a second or two on a straightaway. However, this won’t be enough to offset other deficiencies for the rest of a road course.
Maybe, the new bikes are meant to be a straight line only rockets, which recent Kawasaki video (shot on a runaway) might suggest? Doubtful, because aerodynamics of the new bikes doesn’t seem to provide low coefficient of drag (a measured Cd number would be helpful here). Pricing is the whole ‘nother topic as getting a used ‘much, much older’ bike mentioned above for around $7,000 and adding a stage 2 turbo kit – installed and tuned by a nationally reputable shop (like Powerhouse Motorcycles – www.PowerHouseMC.com) for around $11,000 can easily surpass 300 HP at the rear wheel (not at the crank), and on pump gas – for a total of $18,000! Which is almost three times less than the price of H2R. With modern day turbos, only ham fisted riders will notice a turbo-lag. No winglets required as such beast would stay planted at most any speed a pilot is not afraid to subject himself or herself to.
Confused and curious,
Igor G.
