‘Even ex­pe­ri­enced riders are taken aback by the full force of the H2’s ac­cel­er­a­tion’ What we learnt at the dragstrip...

Motorcycle News (UK) - - This Week -

voked (see the video on mo­tor­cy­cle­news.com). But you can’t just jump on the H2 and nail it, you have to build up to the ex­pe­ri­ence, warm up your neck mus­cles and speed per­cep­tion, get ready for both to take a kick­ing; even ex­pe­ri­enced riders are taken aback at the sheer force of its ac­cel­er­a­tion. Thank­fully, there are rider aids to help you. The trac­tion con­trol does calm the beast, but there’s still no get­ting away from the fact that the H2 has set a new bench­mark for pro­duc­tion road bikes.

De­spite the ZZR’S out­right speed deficit, age and bulk, it is by far the eas­ier of the two to get off the line thanks to its supremely smooth power de­liv­ery and long wheel­base (1480mm – 25mm longer than the H2). Up to 100mph the ZZR ac­tu­ally man­aged to cling con­vinc­ingly to the coat tails of the fire-breath­ing H2, but af­ter that the full ef­fect of that su­per­charger gifts the H2 a surge of power that sees it dis­ap­pear over the hori­zon, the ZZR left breath­ing its ex­haust gasses.

In­ter­est­ingly on our dragstrip test, the ZZR edged-out the H2 for top speed, but you have to re­mem­ber that th­ese bikes are re­stricted to 186mph. Both are ca­pa­ble of much more, each eas­ily bat­ter­ing their lim­iters long be­fore the end of our two-mile test strip. The ZZR is more stable flat-out, the fair­ing of­fer­ing greater wind pro­tec­tion for the rider, forg­ing a wind­less bub­ble which co­coons you. The H2 is more like a con­ven­tional sports­bike; you have to get com­pletely tucked in to get out of the wind­blast, and it feels more ner­vous than the ZZR.

But while both bikes can do this all day, there are very few places where you can get any­where near the full ef­fect of their ac­cel­er­a­tion, so does ei­ther make any sense on the road?

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