Power is boosted by smaller throttle
bodies (down to 40mm from 50mm),
a smaller ram-air intake, and headers
(2.2mm smaller in diameter)
h my…” I mouthed as the hurtling
began. “Oh great stump-jumping Jesus of
Nazareth…oooh…”
And then there was no more talking to
myself. There was maybe some fractured internal
dialogue to do with possible defences in the
forthcoming criminal trial, but I was pretty much
mute and dry-mouthed as the H2SX showed me
it’s stuff.
And we surely did hurtle some.
I will admit to nothing. I will confess to even less.
It won’t make any difference if it all goes to trial,
but I need to not be seen to be an advocate for
anti-social behaviour.
“I was just redefining acceleration, your honour”,
is just not going to play well as a defence.
So let’s just all regard the hurtling as fantasy,
shall we?
But before I begin describing the indescribable
joy of firing a supercharged set of panniers at the
horizon, I need to address the technical aspects
of the H2SX. I do this so you’ll know that while
Kawasaki engineers might have bolted some
hard luggage onto the H2’s arse and dubbed it
a “sports tourer” (while doubtlessly giggling into
the company sake bowls), this is a more powerful
and rideable bike than the stupendous H2.
And panniers aren’t the only things the Green
Machine has added to make it so.
The compression ratio is up on the H2 from 8.5:1
to 11.2:1.
Breathe...
This provides better power production and
thermal efficiency at less Christian engine speeds
while preventing engine detonation. Power is
boosted by smaller throttle bodies (down to
40mm from 50mm), a smaller ram-air intake, and
headers (2.2mm smaller in diameter). How so? Is
not bigger better in all things? Apparently not with
forced induction. This downsizing helps boost
flow velocity at a lower rpm than the H2.
Remember, breathe.
KIWI RIDER 101