Kawasaki Ninja H2...750 cc supercharged.

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Any chance of it being in the 2015 international supershow? would pay to see this..
 
Both are SC inline 4's
Unfortunately, there is nothing in common with the original H2 with this bike... Maybe Kawi thought they were throwing a bone to us old triple freaks but to me they would have been better off leaving the H2 badge off this bike. It just confirms that Kawi will never revisit the 2 stroke street bike, which sucks the hind tit!
 
Emission standards in the modern world mean that no one will produce those old 2-strokes again. Kawasaki has no choice in that matter. The H2 of old was the fastest production bike at the time regardless of specs ... that's the intent with this one also.
 
Tell that to Bombardier with their direct injection E-TEC 800R
It's a fricken cop out that they couldn't do it because of emissions. They just lack intestinal fortitude.
Don't get me wrong, I'm sure it will be a great bike, it's just that they got our hopes up years ago when development started on this project and they consulted with a few of the Kawi triple guru's about their wish list for the new H2. They would have been better off talking to the Z1 crowd and buggered off the triple forums.
 
Comparing the near impossible to acquire exotics from Kawasaki and Ducati really shows the beauty of the Italian design. I never will have to choose but if I did the Superleggera would be my pick.

ducati-1199-superleggera-studio-pics-leaked_3-620x421.jpg
2015-Kawasaki-Ninja-H2-Street-Brightened-770x420.jpg
 
Walms said:
Tell that to Bombardier with their direct injection E-TEC 800R
Click to expand...

I know about those. The emission standards for outboard motors and snowmobiles are an order of magnitude more lenient than Euro 4 (current motorcycle requirement) and Euro 5 (coming soon). The European emission regulations are much more stringent than the (outdated) North American motorcycle emission standards. The bike has to be built to conform to the most stringent standard that will be in effect through its production lifetime, and that will be Euro 5.

The direct-injection two-stroke systems have the following emission-related difficulties:
- Catalyst warm-up (affects cold start and warm-up HC emissions) because the exhaust temperature tends to be low due to higher dilution. In-cylinder fuel distribution at light engine load (e.g. idle) tends to have some areas too lean or too diluted with recirculated exhaust to burn, but enough to contribute to HC emissions that the not-warmed-up catalyst can't treat. 4-stroke engine running stoichiometric with minimal EGR doesn't have this problem.
- NOx, because fresh air short-circuiting across the piston plus the intent to run the engine lean for fuel economy causes too much oxygen in the exhaust stream to allow a 3-way catalyst to reduce NOx. The engine-out NOx tends to be fairly low because of inherent exhaust recirculation, but not low enough. There's no known way to meet Euro 5 NOx standards without exhaust after-treatment of some sort.
- Particulate matter ... because the piston rings have to be lubricated, and every time the piston rings cross one of the ports, a bit of the lubricating oil either gets into the intake air or out the exhaust pipe where hopefully the catalyst can get it, but lube oil doesn't get dealt with as well as fuel does.
 
Gary64 said:
Comparing the near impossible to acquire exotics from Kawasaki and Ducati really shows the beauty of the Italian design. I never will have to choose but if I did the Superleggera would be my pick.

ducati-1199-superleggera-studio-pics-leaked_3-620x421.jpg
2015-Kawasaki-Ninja-H2-Street-Brightened-770x420.jpg
Click to expand...

If you're going to go there. ... don't forget the even nicer looking duc. The new one is ok but it's just a carbon panigale. The desmo was something totally different. Both leaps and bounds ahead in the looks dept compared to the ducasaki

yqymype5.jpg
 
Brian P said:
I know about those. The emission standards for outboard motors and snowmobiles are an order of magnitude more lenient than Euro 4 (current motorcycle requirement) and Euro 5 (coming soon). The European emission regulations are much more stringent than the (outdated) North American motorcycle emission standards. The bike has to be built to conform to the most stringent standard that will be in effect through its production lifetime, and that will be Euro 5.

The direct-injection two-stroke systems have the following emission-related difficulties:
- Catalyst warm-up (affects cold start and warm-up HC emissions) because the exhaust temperature tends to be low due to higher dilution. In-cylinder fuel distribution at light engine load (e.g. idle) tends to have some areas too lean or too diluted with recirculated exhaust to burn, but enough to contribute to HC emissions that the not-warmed-up catalyst can't treat. 4-stroke engine running stoichiometric with minimal EGR doesn't have this problem.
- NOx, because fresh air short-circuiting across the piston plus the intent to run the engine lean for fuel economy causes too much oxygen in the exhaust stream to allow a 3-way catalyst to reduce NOx. The engine-out NOx tends to be fairly low because of inherent exhaust recirculation, but not low enough. There's no known way to meet Euro 5 NOx standards without exhaust after-treatment of some sort.
- Particulate matter ... because the piston rings have to be lubricated, and every time the piston rings cross one of the ports, a bit of the lubricating oil either gets into the intake air or out the exhaust pipe where hopefully the catalyst can get it, but lube oil doesn't get dealt with as well as fuel does.
Click to expand...

Yeah, two-stroke is dead and will not come back. Evinrude actually leads in this technology.

Engineers can point to the bigger picture, 2-stroke emissions are higher, but lots of 4-stroke case oil does not get properly disposed of worldwide. In many countries, they still just pour it into the river.

I think the most interesting engine recently is a Toyota two stroke linear electric generator.

toyota-central-rd-labs-free-piston-engine-linear-generator-fpeg_100465417_l.jpg



http://www.greencarreports.com/news...on-engine-that-generates-electricity-directly

The piston up and down movement directly generates electricity, like those battery-less shaker flashlights, final drive is just a wire to a motor. Low weight, low complexity, no battery, no range issues, tons of electric torque, no gears.
 
Brian P said:
I know about those. The emission standards for outboard motors and snowmobiles are an order of magnitude more lenient than Euro 4 (current motorcycle requirement) and Euro 5 (coming soon). The European emission regulations are much more stringent than the (outdated) North American motorcycle emission standards. The bike has to be built to conform to the most stringent standard that will be in effect through its production lifetime, and that will be Euro 5.

The direct-injection two-stroke systems have the following emission-related difficulties:
- Catalyst warm-up (affects cold start and warm-up HC emissions) because the exhaust temperature tends to be low due to higher dilution. In-cylinder fuel distribution at light engine load (e.g. idle) tends to have some areas too lean or too diluted with recirculated exhaust to burn, but enough to contribute to HC emissions that the not-warmed-up catalyst can't treat. 4-stroke engine running stoichiometric with minimal EGR doesn't have this problem.
- NOx, because fresh air short-circuiting across the piston plus the intent to run the engine lean for fuel economy causes too much oxygen in the exhaust stream to allow a 3-way catalyst to reduce NOx. The engine-out NOx tends to be fairly low because of inherent exhaust recirculation, but not low enough. There's no known way to meet Euro 5 NOx standards without exhaust after-treatment of some sort.
- Particulate matter ... because the piston rings have to be lubricated, and every time the piston rings cross one of the ports, a bit of the lubricating oil either gets into the intake air or out the exhaust pipe where hopefully the catalyst can get it, but lube oil doesn't get dealt with as well as fuel does.
Click to expand...

You definitely have more artillery on this subject than I do so I'll concede! Lol
I had no idea about the different requirements... I would have thought outboards to be more strict?
Anyway, I'll be riding my old triple for a lifetime anyway! Even if the government tries to outlaw 2 strokes all together, I'll just run alcohol and bean oil... Screw them! Haha
 
Brian P said:
All of those production-quantity numbers are idle speculation.
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For the UK, Kawasaki stated 15 H2Rs, 10 H2 street for 2015. However, I just checked some numbers, and UK bike registrations are really low, 75,000 for the whole country. (edit..wrong, that's just new bikes). UK has 1.2M riders.


The 800lb gorilla in the room is whether this bike is already banned from most insurers.
 
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CafeRay said:
The 800lb gorilla in the room is whether this bike is already banned from most insurers.
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Probably and the few "brave" will make a buyer pay .... But it will not matter anyway, once you see the allotment for Canada.
 
UK Lotus engineering did an interesting project about three years ago where they produced a small , very efficient 2 stroke car engine with less emissions and carbon footprint than most 4 stroke. But the legislation in the US that killed 2 stroke outboards wont be reversed any time soon. And as such motorcycles and cars wont get much traction either.
 
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