Grab a supercharged SX from £10k
Now two years old, the supercharged sports-tourer still takes your breath away
Two years on from its launch the H2 SX is a bit of a bargain
What we said then Despite what its name might suggest, the H2 SX is neither a supercharged H2 with added panniers and screen nor the best-selling Z1000SX with the H2’s 197bhp engine wedged in. No, the H2 SX is much, much more than that. Although the H2 SX’s tubular trellis frame is similar to that of the H2, its engine is mounted two inches further forward, its headstock is shallower, tubes thickened and its wheelbase is stretched by 25mm for added stability. Plus, the subframe has been strengthened to take a pillion and luggage, too. Engine-wise, the H2 SX is 998cc just like the H2, but inside the crankcases it’s an entirely new motor created with the goal of balancing performance and economy. At low speed there’s a natural equilibrium while the supercharged motor fuels and responds beautifully low down with little of the H2’s aggression. However, as speeds increase, the fuelling becomes a little snatchy.
Once up to speed, the tacho hovers calmly around 6000rpm in top, merely halfway to the 12,000rpm redline. When cruising you notice that the riding position is a halfwayhouse between Kawasaki’s ZZR1400 and Z1000SX. You’re not as upright as the Z1000, nor as hunched over as the ZZR, while the large screen is ample, even for taller riders.
The seat’s spot on, too, both for rider and pillion, allowing for all-day comfort with no serious complaints. Kawasaki claim the that new H2 SX is 25% more fuel efficient than the standard H2 and can cover over 200 miles between fill-ups from its 19-litre tank. In reality, though, it’s more like 175 miles.
Project Leader, Mr Hiroyuki Watanabe, told MCN: “The Ninja H2 SX is developed to be the fastest Sport Tourer on the Autobahn.” And I think he’s right. The SX’s power is instant. Once the chirping supercharger is spinning, the acceleration in any gear is spine tingling. But the H2 SX is definitely more touring than sports. Taken from launch report, MCN February 7, 2018.
What’s it like now?
A premium bike designed to take high mileages, yet some owners report disappointing cosmetic issues; the tubular frame can collect water if not fastidiously dried, leading to bubbling paint and corrosion at the weld points. The centrestand fitted as standard to the higher spec SE model was subject to a recall because of a weakness in the spring mounting point. Mere niggles, however, and if you’ve got £10,900 burning a hole in your pocket you could bag a sub2000-mile, two-year-old base model; splurge a further £2000 and you’ll net an SE complete with colour-matched panniers. Servicing is every 4000 miles at an average cost of £150 for a basic, with the pricier valve clearance check due at 16k for around £399.
Worthwhile additions
The OE Bridgestone S21s do not inspire confidence – which you need when riding a 197bhp, 260kg machine. Michelin Road 5 are popular, thanks to their combination of grip and lifespan – around 5000 miles from the rear. The panniers are worth having too; they’re quick release, don’t ruin the bike’s looks either when in situ or removed, and take 56 litres’ worth of stuff. The boxes cost £600 new but won’t add that premium on to the value of a used bike.
‘Acceleration in any gear is spine tingling’