Kawasaki Z H2 & KTM 1290 Super Duke R
Conventional, normally aspirated big V-twin power from KTM, or something a little different - all-new supercharged power from Kawasaki... Time to be brave and test those neck and arm muscles -which would we take home?
This has been a good year for bonkers muscle bikes. These are just two trump cards from the pack.
Kawasaki Z H2 and KTM 1290 Super Duke R
As sportsbikes' popularity declines, high-powered naked bikes have seen a sales increase. UK riders still want big performance, the latest rider aids and technology, but no longer want to emulate World Superbikes or suffer the realities of hard seats and uncompromising ergonomics, which force your feet up near your backside.
This means the market is awash with attractive, aggressive, scaled-down naked sportsbikes, offering similar handling and performance to their racy sportsbike relatives. Rip the bodywork off your superbike, add some straight bars and hey-presto you've yourself a naked superbike.
In this field of exotica, two bikes stand out. They are not at the top end of this pricey sector, and neither are a scaleddown version of a race bike. There is no KTM superbike, and yes, Kawasaki's Z H2 has a sporty sibling, the formidable H2, but you'd never see a supercharged Kawasaki H2 leading a race; the Z H2 isn't a scaled-down ZX-lOR.
It's an intriguing comparison as both manufacturers have chosen very different routes of development. KTM has built the KTM 1290 Super Duke R from the ground up. Now in its third incarnation, it has grown from 990cc to 1.3 litres in a bid to chase horsepower and stay Euro compliant.
Kawasaki has attempted to climb Everest the hard way and is the only manufacturer to choose the supercharged route. Capacity remains at 998cc, but the supercharger puts it on a level playing field with the larger competition.
But which would you want to see in your garage on a Sunday morning ahead of a blast to the coast? Only one way to find out.
KAWASAKI Z H2
Kawasaki's first supercharged bike, their H2 (and track-only H2R), was launched in Qatar back in 2015, and I was one of the lucky first testers from outside Kawasaki to ride it. I still remember that first lap, tucked in down the 1km straight, flat in sixth gear... the H2R was like nothing I'd experienced before. Once back in the UK, in controlled conditions, I managed to clock a true 206mph. The road-legal 220bhp H2 was then refined, calmed and reshaped into the H2 SX, Kawasaki's sports-touring model launched in 2018 and a bike which shares many similarities with the new naked Z H2. I first rode the SX on its world launch around Estoril race track, and was surprised how Kawasaki had managed to tame the sometimes overly aggressive H2. So I was looking forward to throwing a leg over the naked Z H2, which according to Kawasaki, has been refined even further.
Essentially, by adopting the smaller-diameter supercharger impeller used in the SX, Kawasaki have reduced the peak power of the Z H2 compared to the H2 while giving it more low to mid-range torque. The Z H2 also makes its peak power lower in the rev range than the H2 SX. But don't be fooled, they haven't added too much lemonade to your Stella. Quoted power is 197bhp, just 3bhp shy of Kawasaki's benchmark superbike, the ZX-IOR, and peak torque is l0llb-ft at 8500rpm. In a game of top trumps, the Z H2 appears to be a winning card. But, with 30% more engine capacity, the KTM just edges out the Kawasaki in the torque bragging rights.
Throwing a leg over the Kawasaki for the first time you can't help but smile - no normally aspirated engine gives you the exciting feeling the Z H2 does. You know you're in for something special. It feels like Christmas morning, every morning. Let the engine tickover, watch the engine temp and boost rise, give the throttle a few blips, and listen to the chirp of the supercharger.
The impeller with a 9.2 ratio impeller-to-crank speed, quick enough to break the sound barrier and create a brilliant chirping sound from around 6000rpm and upwards.
It is most noticeable when you close the throttle at high rpm and becomes highly addictive.
All the headlines are about the engine, and it is hard to ignore. The Z H2 uses the SX's69mm diameter 'balanced' supercharger impeller to help deliver a huge vat of mid-range torque and low to mid-range power. The result is the instant thrust that's hard to keep up with at first. The rear Pirelli finds plenty of grip thanks to sophisticated electronics, so you just sit back and wait for the bike to try and rip your arms from their sockets. The immense power of the supercharger will even take experienced riders by surprise, especially if they've not tasted supercharged power before.
Like a ZZRl 400 or Suzuki Hayabusa, it's almost impossible to
ride slowly and legally, it's so much fun. It has bucket loads of torque, but you can't help but dance on the quickshifter to get the supercharger spinning again, which results in eyeball-popping acceleration. Crack the throttle in second gear and 100mph passes all too easily. Keep tapping the quickshifter and it feels like the only limits to your speed are your arms and neck muscles. You have been warned.
But there is a flip side to the new Z H2. Flick into one of the softer rider modes and the angry tiger transforms into a lazy house cat. The throttle response is smoother than an Italian waiter's chat-up lines. Even a relatively new rider could jump on the Z H2, ride to the shops and back and never feel intimidated. The original H2 was a little sharp on the throttle to put it mildly but, as with the H2 SX, that has been ironed out with the Z H2. It really does have two personalities, angry arm-ripping supercharged animal one minute; user friendly and relatively easy the next.
At a claimed 236kg the Z H2 isn't a featherweight, but in Kawasaki's defence it was never described or intended as such. On the track, the lighter KTM with less power would show the Kawasaki a clean pair of heels if the track was twisty enough. The KTM feels considerably lighter, flickable and sportier, way ahead of the big Kawasaki. However, despite the on-paper weight, the Z H2 carries its kilos well - the suspension copes, and the extra kilos add stability and a sense of reassurance, which is lacking on the KTM. The only downside is the bike's physical girth; it's noticeably wide around the fuel tank, which is a constant reminder of the weight of the bike.
But Kawasaki stresses this isn't a track bike, and on the road the handling is impressive, stable and predictable. Even at a brisk pace I had few complaints, while the Pirelli Rosso 3 tyres gave great feedback at knee-down levels of lean. On a trackday, I'd want to play with the suspension to get the right set up, but for 90 per cent of the time the 'showroom' set up works. According to the digital readout on the new TFT dash, I achieved 47 degrees oflean to the right and 45 to left, and it still felt planted while ground clearance wasn't an issue on the road. I'm guessing very few owners will venture on track, whereas KTM owners will be battering down the doors at Cadwell Park.
Obviously, with so much power, Kawasaki had to heavily invest in up-to-date rider aids, and Kawasaki has delivered. There are four rider
modes - Sport, Road, Rain, and a specific Rider mode which lets you pick and mix the rider aids and settings to your personal taste. You can even turn off the traction control if you're brave enough.
The pre-programmed rider modes change the engine power, its character and traction control intervention. The rider aids are changeable on the move, and everything is clearly displayed on the latest TFT full-colour dash.
The electronics are excellent, sophisticated and hard working - they have to be on a bike that will try to lift the front wheel in the first three gears. But the intervention is smooth, not dramatic; not a power cut but a control. In addition to the conventional rider aids, the Z H2 has launch control, cruise control, cornering ABS and an up/down quickshifter. Despite costing less than the KTM, the Kawasaki comes with higher spec as standard, and the extra information like lean angle clearly displayed in the dash is as highly addictive as the supercharger's chirp.
The only negative aspect is the new switchgear, which takes a little getting used to, and it seems to take forever to change modes on the move. Actually, I've seen glaciers melt quicker.
Looks are subject to interpretation, but the fan club for the Z H2's styling is small. I wouldn't describe the Kawasaki as ugly, but it's certainly not going to be to everyone's taste.
Personally, I like some aspects of the bike, the non-symmetrical face and huge air-duct on one side of the headlight in particular. The trellis frame not only keeps the motor cool, but looks attractive. The Z H2, like all recent bikes from Kawasaki, has a feeling of quality. But I'm unsure about the look of the front end, and the jury is still out.
The price of £15,149 is a lot of money, but it's cheaper than our KTM test bike at £16,529, and in standard form has a higher spec than the KTM. The downside to the supercharged Zed is its running costs. A rear tyre is going to last less than 2000 miles if ridden hard. Then there is the fuel consumption; get the supercharger spinning and it will drink quicker than an alcoholic during a happy hour.
KTM 1290 SUPER DUKER
When KTM launched its first Super Duke it was just 998cc in capacity, the V-twin producing 120bhp, and it only topped the scales at 179kg. In 2005 this was incredible, a revelation. It had its faults - poor fuelling and fuel consumption - but it was a fresh injection of madness into the motorbike world. This was Gene Simmons partying hard in full make-up. I raced one in the oneand make series which supported the British Superbike series; it was crazy and so much fun. KTM have kept that simple DNA right through the Super Duke's evolution, increasing power over the years, adding rider aids and technology, but maintaining the same attitude of the original. This is the bike that wanted to throw a TV out of a hotel window, or drive a Rolls Royce into a pool.
In 2014 KTM introduced the first 1290 Super Duke, nicknamed The Beast. I remember riding the bike on its world launch in Ascari and it certainly lived up to the name. In
2017 KTM tweaked and tamed the beast, but now it's time for the third generation of The Beast.
For 2020 KTM is claiming the bike is 90 per cent new, even though it looks very similar to its predecessor. These changes have obviously been forced upon KTM to make the bike Euro 5 compliant, but instead of simply adding a cat-converter, KTM has seen this as an opportunity to fully re-vamp.
Despite cleaning up the emissions, KTM has increased power and reduced weight - something rarely achieved by other manufacturers. Claimed power is now up 3bhp to l 77bhp, and torque is a fraction down at 103lb-ft, but still more than the supercharged Kawasaki.
Every aspect of the bike has been reviewed and improved if possible: wheels, brakes, bodywork, chassis electronics. The chassis is three times stiffer, but lighter. The subframe is all-new and again lighter.
Geometry has changed with a longer wheelbase, more offset and reduced
trail, which increases ground clearance and should dramatically affect the steering. The rear shock is all-new and features nice remote preload adjuster; there's a new linkage, the pivot point is higher and the WP 48 fully-adjustable forks are new, too. Overall the bike is 6kg lighter, which is immensely impressive on an already light bike, now topping the scales at a quoted 189kg dry. Even fully fuelled, now via a 161tank rather than 181,estimated weight will be around 205kg fully fuelled. It makes the Kawasaki appear even more on the hefty side. Most of these improvements have been introduced to make The Beast lighter and more powerful than before, but also easier to live with.
Straight away you notice the differences. New switchgear and a full-colour TFT dash, which is easier and simpler to navigate than previously. I wasn't a fan of the first-generation dash and switchgear, and this feels simpler and easier. However, I'm unsure if it's just me (someone who struggles to re-set the time on my watch), but I'd prefer something a little more intuitive.
Only by the end of a long day in the saddle had the Super Duke and I started to click. To be fair, that was without reading the manual or asking any KTM staff for help ...
Our test model came with the optional £830.80 'Tech Pack'. The Tech Pack incorporates all the software upgrades available and saves money compared to buying them separately. It includes a quickshifter, MSR (motor slip regulation), adaptive brake light (flashes when breaking heavily) and the 'Track pack'. The Track Pack also includes two more rider modes track mode and performance mode - and the ability to switch off the wheelie control, plus launch control, traction control slip adjust, and throttle response selection. I guess it all depends on what you want from your Super Duke. If you just intend to ride on the road, keep the rider aids active and your licence intact, then the standard bike is fine.
But for the trackday regulars the 'Tech Pack' throws all the electronic upgrades into one affordable package.
In the interests of professionalism, I tried to ride the KTM legally and normally, even riding in the rain mode, which reduces power to 130hp. But even at these sedate, legal speeds, you immediately notice the difference between the 2020 bike and its predecessor. The ride feels plusher, which is likely down to the change in the rear linkage, and not as harsh as the previous model. The steering feels more natural; there is less effort to get the bike to steer, while it's more responsive than previously. Again, this is a combination of new geometry, suspension, and reduced weight.
For a bike that has a larger engine than my first car (a Nova SR) it's incredibly light, especially when compared to the Kawasaki on test. Comparing the two is like comparing a lumbering heavyweight boxer like Tyson Fury to Nigel Benn, a lean mean middleweight fighting machine. It's incredibly nimble.
As hard as I tried, I couldn't ride the KTM in rain mode for long, it was like going to an Iron Maiden concert wearing earplugs and a suit. The Super Duke was designed to be fun, so let it run, and boy does it deliver. It's crazy. There is so much instant torque, even from as low as 3000rpm. It just wants to find grip and accelerate - I love it. You don't need to rev the KTM, just tap on the quickshifter and, bang, another tidal wave of torque hits you again. In the low to mid-range, it's hard to see any other bike being able to hang on to the KTM, even the supercharged Kawasaki. In the first three gears the Duke wants to lift the front wheel skyward. Rev it hard and it feels like the huge pistons are running freely without any resistance.
But the big advantage it has over older Super Dukes is its electronics. Previously, when the traction control kicked in it felt harsh, especially on the first Beast, which slammed your balls into the fuel tank every time the traction cut in. Now there is much more refinement; it's a fine wine rather than a pint of bitter. With the rider aids activated it allows the front to lift, dependant on which mode it's in, but it's more like a hovering power wheelie rather than an 'oh no!' moment. With the rider aids turned off, wheelies are controllable with a precise and accurate throttle, the snatchy throttle at low revs you'd normally associate with a large V-twin all but a memory. The new Super Duke has to be the easiest bike on the market to wheelie.
When the pace hots up the handling is there to match the power.
The chassis is precise, you can hit the same apex time and time again, bang on the money. The understeer the old bike suffered did show its ugly head on the road this time, but the suspension and tyres give excellent feedback, boosting confidence, enabling you to corner faster with more lean. The KTM always feels one or maybe two steps ahead of the Kawasaki when it comes to the twisties. The Brembo stoppers are superb, again with less weight the KTM outclassed the Kawasaki in this department, while the Supermoto mode added another element of fun.
As with the Z H2, running costs are going to be high. Rear tyres aren't going to last long, it's thirsty and a now the fuel tanks have dropped to 161range will be limited, probably to 100 miles if ridden hard.
The Super Duke doesn't have the comfort of the Kawa, despite having an adjustable riding position, and I'd hate to be a pillion. But if you're looking for practicality, then orange isn't your colour.
CONCLUSION
Both bikes offer power and performance we wouldn't have imagined possible from a naked bike 10 years ago. The limitation isn't the engine, but how strong your arms are. Both also offer unquestionable fun and thrills, but in different ways. I can see the Z H2 appealing to Hayabusa and ZZR1400 owners, a B-King for 2020. It's more refined than the KTM, with immense power, and the supercharger is very addictive.
Anyone wanting more excitement, possibly moving from a sportsbike or trackday bike, will prefer the KTM. It's still enormous fun, has the DNA of the original hooligan, but it's grown up a little and, arguably, no longer wants to throw the TV out of the hotel window.