Crazy Gets Crazier: The Kawasaki H2 SX SE

It wasn’t long ago that the internet was alight with perilous predictions that mega powerful gasoline powered machines had one foot in the grave, the horsepower wars were over, and the days of driving and riding pleasure were firmly behind us.

Man, were those people wrong. There’s no question we’re living in something of a golden age of both transportation and the ICE engine. Madness abounds in world of the supercars, and there is no shortage of insanity in the motorcycle industry either. Case in point, the bonkers Kawasaki H2.

The Kawasaki H2 super-(hyper?) bike is essentially without equal. When the company dropped this 220+ horsepower, supercharged leviathan into the marketplace, it was like showing up to an old-timey pistol duel with an attack helicopter. Because of the H2, and its incredible contemporaries, the motorcycling landscape will never be the same again.

Now, Kawi has taken things into another mental direction with the launch of this, the H2 SX SE sport-tourer. Before we begin, I have to say something. ‘H2 SX SE’ has to be one of the most awkward name for a motorcycle ever. Like, why so many letters, Kawasaki? In an effort to not confuse anyone, and for me to not lose my mind, henceforth the bike will be referred to as the SX. Ok, let’s do this.

The days of trundling across great distances on a sport-tourer, held aloft on responsibility and a tempered demeanor are officially over with the SX. Kawasaki basically gave the H2 superbike new clothes, a slightly detuned engine, some hard bags, and called it good.

Those subtle changes to the supercharged powerplant include smaller throttle bodies, slimmer headers, and a reworked supercharger. This essentially amounts to putting a slightly smaller nozzle on a rabid, drunken flamethrower. With 197 horsepower on tap, the SX may make less power than the H2, but it’ll still blow the doors (and fairings) off nearly anything on the road.

It’s under the skin where the significant changes have been made, however. That list includes lengthening the bike’s swingarm by 15 millimeters, the steering head has been moved 15mm more forward, the rear subframe has been strengthened to handle the additional weight of gear and/or a passenger, and there’s different suspension tuning on the KYB front fork and rear shock.

Other evidence that the SX is its own machine is the use of a new ride-by-wire throttle system, and a revamped electronics suite. That electronics package includes a five-axis Bosch IMU, Kawasaki’s Intelligent Braking System, traction control with three different modes, and two-way engine braking control.

When you opt for the upgraded ‘SE’ package, the bike gets cruise control, a different seat, heated grips, a taller windscreen, a trick color TFT dash, and up and down quickshifter.

Slowing things down are a set of ABS-enabled dual disk front brakes with four-piston radial-mount monoblock calipers and braided brake lines. Rear braking is done by two-piston calipers on single disk, also with braided lines.

A relatively small five-gallon gas tank means range on the SX won’t be stellar – particularly when you factor how often you’ll likely be tempted to sample the bike’s ridiculous power and speed. But long range fuel economy isn’t really what this bike is about, is it?

As you might expect, the price tag for the SX is sizeable - $19,000. Ponying up for the SX SE will set you back another $3,000, bringing the price up to $22,000.
That’s definitely some serious coin, but then again, this is a serious machine. #iwantitrealbad