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