The 2022 Kawasaki Ninja H2 SX SE: A Perfect All-Around Sportbike
One of Kawasaki’s best all-around sport bikes gets new additions this year to make it better for touring—including adaptive cruise control, collision detection, blind spot monitoring, and more. Make no mistake: the legendary big 4 Japanese bike brands have always taken their high-end sport bikes seriously, but Kawasaki is out to turn heads with this year’s Ninja H2 SX SE.
There’s no major updates here when it comes to the powertrain; this year’s model of the bike still boasts the 998cc, liquid-cooled, 4-stroke, DOHC 16-valve in-line four that it had the year before. But we do mean “boasts”, because that engine is something to write home about, especially in the streamlined Ninja H2 SX SE—producing an extremely impressive 197 hp and 101 lb-ft of torque @ 9500 rpm. Yikes.
There have been upgrades in the form of new cam timing, a longer collector pipe, a larger muffler, and a somewhat revised transmission that makes it easier to shift into neutral. But the biggest changes are the radar-based features listed in the first paragraph of this article, plus a new six-axis IMU in the bike’s ECU to improve its Advanced Rider Assist system. Oh, and did we mention there’s a 6.5 inch TFT screen now as well to help you keep track of everything? Nice.
To top things off, there’s a new version of the semi-active suspension from last year’s SE+ model—Showa Skyhook Electronically Equipped Ride Adjustment helps the bike react to impurities in the road’s surface, and a new radial-pump Brembo master cylinder for the brakes improves their feeling and performance. Last but not least, Bridgestone Battlax Hypersport S22 tires replace the S21s from last year. This is rubber you’ll be happy to keep on the road.
Only one color choice here: Kawasaki’s distinctive combination of Emerald Blazed Green/Metallic Diablo Black/Metallic Graphite Gray. But with everything this bike offers, you want it to look distinctive. It stands out proudly in the 2022 Kawasaki motorcycle lineup.
The 2022 Kawasaki Ninja H2 SX SE starts at $27,500 USD / $31,499 CAD.
On this page: we’ve curated specs, features, news, photos/videos, etc. so you can read up on the new 2022 Kawasaki Ninja H2 SX SE in one place.
- Price: $27,500 USD / $31,499 CAD
- Key Features:
- Supercharged 998cc In-Line Four engine
- Selectable Power Modes
- Anti-lock Brake System
- Showa Skyhook Electronically Equipped Ride Adjustment
- Engine: 998cc, liquid-cooled, 4-stroke, DOHC 16-valve in-line four
- Power: 197 hp
- Torque: 101 lb-ft @ 9500 rpm
- Dry Weight: 591 lbs (268kg)
- Seat Height: 32.9 in (835 mm)
2022 Kawasaki Ninja H2 SX SE Specifications
|Engine||998 cc Liquid -cooled, 4-stroke, In-Line Four, DOHC, 16-valve|
|Bore x Stroke||76.0 x 55.0mm|
|Fuel System||DFI® with 40mm throttle bodies; Kawasaki Supercharger|
|Transmission||6-speed, Manual, Return Shift, Dog Ring|
|Final Drive||Sealed chain|
|Suspension Front||43mm inverted fork with KECS-controlled rebound and compression damping, manual spring preload adjustability and top-out springs/4.7 in|
|Suspension Rear||New Uni-Trak®, BFRC gas charged shock with piggyback reservoir, KECS-controlled compression and rebound damping electronically-adjustable spring preload/5.5 in|
|Brakes Front||Dual radial-mount, opposed 4-piston Brembo Stylema® monobloc calipers, dual semi-floating 320mm discs, KIBS ABS|
Opposed 2-piston calipers, single 250mm disc, KIBS ABS
|Tires Front||120/70 ZR17 (58W)|
|Tires Rear||190/55 ZR17 (75W)|
|Fuel Tank Capacity||5.0 gal|
Emerald Blazed Green/Metallic Diablo Black/Metallic Graphite Gray
|Ignition||TCBI w/Digital Advance|
|Overall Length||85.6 in|
|Overall Width||31.1 in|
|Overall Height||49.6 in|
|Ground Clearance||5.1 in|
|Seat Height||32.9 in|
|Curb Weight||590.9 lb|
|Kawasaki Protection Plus||12, 24, or 36 months|
2022 Kawasaki Ninja H2 SX SE Features
Based on feedback from racing activities, the Assist & Slipper Clutch uses two types of cams (an assist cam and a slipper cam) to either drive the clutch hub and operating plate together or apart.
Under normal operation, the assist cam functions as a self-servo mechanism, pulling the clutch hub and operating plate together to compress the clutch plates. This allows the total clutch spring load to be reduced, resulting in a lighter clutch lever feel when operating the clutch.
When excessive engine braking occurs – as a result of quick downshifts (or an accidental downshift) – the slipper cam comes into play, forcing the clutch hub and operating plate apart. This relieves pressure on the clutch plates to reduce back-torque and helps prevent the rear tire from hopping and skidding. This race-style function is particularly useful when sport or track riding.
While effective vehicle speed and engine speed may vary by model, paying attention to conditions that cause the “ECO” mark to appear can help riders improve their fuel efficiency – a handy way to increase cruising range. Further, keeping fuel consumption low also helps minimize negative impact on the environment.
Kawasaki’s fully electronic throttle actuation system enables the ECU to control the volume of both the fuel (via fuel injectors) and the air (via throttle valves) delivered to the engine. Ideal fuel injection and throttle valve position results in smooth, natural engine response and the ideal engine output. The system also makes a significant contribution to reduced emissions.
Electronic throttle valves also enable more precise control of electronic engine management systems like S-KTRC and KTRC, and allow the implementation of electronic systems like KLCM, Kawasaki Engine Brake Control, and Electronic Cruise Control.
The Kawasaki Engine Brake Control system allows riders to select the amount of engine braking they prefer. When the system is activated, the engine braking effect is reduced, providing less interference when riding on the track.
Designed to assist riders by optimizing acceleration from a stop, KLCM electronically manages engine output to minimize wheel spin when moving off. With the clutch lever pulled in and the system activated, engine speed is limited to a determined speed while the rider holds the throttle open. Once the rider releases the clutch lever to engage the clutch, engine speed is allowed to increase, but power is regulated to minimize wheel spin and help keep the front wheel on the ground. The system disengages automatically once a predetermined speed has been reached, or when the rider shifts into third gear. Depending on the model, riders can choose from multiple modes, each offering a progressively greater level of intrusion.
Using the latest evolution of Kawasaki’s advanced modeling software and feedback from a compact IMU (Inertial Measurement Unit) that gives an even clearer real-time picture of chassis orientation, KCMF monitors engine and chassis parameters throughout the corner – from entry, through the apex, to corner exit – modulating brake force and engine power to facilitate smooth transition from acceleration to braking and back again, and to assist riders in tracing their intended line through the corner. The systems that KCMF oversees vary by model, but may include:
Less intrusive modes maintain optimum traction during cornering. Designed with sport riding in mind, they facilitate acceleration out of corners by maximizing forward drive from the rear wheel. And because Kawasaki’s sophisticated software bases its dynamic analysis on the chassis’ orientation relative to the track surface (rather than relative to a horizontal plane), it is able to take into account corner camber, gradient, etc., and adapt accordingly.
In the more intrusive modes (and for some models, in any mode), when excessive wheel spin is detected, engine output is reduced to allow grip to be regained, effectively enabling riders to negotiate both short, slippery patches (train tracks or manhole covers) and extended stretches of bad roads (wet pavement, cobblestone, gravel) with confidence.
Clever technology enables riders to connect to their motorcycle wirelessly. Using the smartphone application “RIDEOLOGY THE APP,” a number of instrument functions can be accessed, contributing to an enhanced motorcycling experience. Vehicle information (such as the odometer, fuel gauge, maintenance schedule, etc) can be viewed on the smartphone. Riding logs (varies by model, but may include GPS route, gear position, rpm, and other information) can be viewed on the smartphone. When connected, telephone (call, mail) notices are displayed on the instrument panel. Riders can also make changes to their motorcycle’s instrument display settings (preferred units, clock and date setting, etc) via the smartphone. And on certain models, it is even possible to check and adjust vehicle settings (such as Rider Mode, electronic rider support features, and payload settings) using the smartphone.
Drawing on the know-how and technology possessed by the Kawasaki Heavy Industries, Ltd. (KHI), Kawasaki’s supercharged engine delivers high engine output while maintaining a compact design. The key to achieving this incredible performance lies in the engine’s supercharger – a motorcycle-specific unit designed completely in-house with technology from the Kawasaki Gas Turbine & Machinery Company, Aerospace Company and Corporate Technology Division.
One of the greatest benefits of designing the supercharger in-house and tailoring its design to match the engine’s characteristics was that engineers were able to achieve high-efficiency operation over a wide range of conditions – something that would not have been possible by simply dropping in or trying to adapt an aftermarket automotive supercharger.
The importance of high efficiency in a supercharger is that, as the air is compressed, power-robbing heat gain is minimal. And while many superchargers are able to offer high-efficiency operation in a very limited range of conditions, the Kawasaki supercharger offers high efficiency over a wide range of pressure ratios and flow rates – meaning over a wide range of engine speeds and vehicle speeds. This wide range of efficient operation (similar to having a wide power band) easily translates to strong acceleration. The supercharger’s high efficiency and minimal heat gain also meant that an intercooler was unnecessary, greatly saving weight and space, and enabling the engine’s compact design.
Designed to help riders maximize their acceleration on the track by enabling clutchless upshifts with the throttle fully open, KQS detects that the shift lever has been actuated and sends a signal to the ECU to cut ignition so that the next gear can be engaged without having to use the clutch. On models that offer clutchless downshifts, during deceleration the system automatically controls engine speed so that the next lower gear can be selected without operating the clutch.
Kawasaki ABS systems use front and rear wheel sensors to constantly monitor wheel speed. Should information from either of the sensors indicate that wheel lock has occurred, the ABS ECU directs the pump in the ABS unit to modulate brake fluid pressure (releasing and reapplying pressure so that traction can be regained) until normal operation resumes. ABS offers rider reassurance that contributes to greater riding enjoyment.
Models equipped with multiple Power Modes offer riders an easily selectable choice of engine power delivery to suit riding conditions or preference. In addition to Full Power mode, one (Low) or two (Middle, Low) alternate mode(s) in which maximum power is limited and throttle response is milder are provided.
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Kawasaki Official Websites