NEW Kawasaki Ninja H2 SX SE Tourer – Review (2022 - on)

Price: £25,329 | Power: 197.3bhp | Weight: 267kg | Overall BikeSocial Rating: 3/5


Review – Intro

If one can be underwhelmed or overwhelmed, then being impartial (often referred to as ‘meh’) is surely a state of, er, whelm? Either way, before equipping myself with Kawasaki’s 2022 iteration of their supercharged super tourer, the H2 SX SE, I was expecting my flabber to be ghasted by its performance and prowess, and certainly overwhelmed. This latest version of the rather batty model introduced in 2018 remains as a 197bhp armchair, except it boasts more tech as Kawasaki’s latest gen TFT screen plus adaptive cruise control, blind spot detection, and a forward collision warning system have all been installed.

The SE model comes with additional goodies in the shape of electronic ‘skyhook’ suspension and Brembo Stylema monobloc calipers on the front, which is all very lovely when it comes to bouncing about on Norfolk’s coastal roads and then stopping occasionally, sometimes abruptly for tractors, wildlife, tourists, etc.

As a touring motorcycle (you can easily tell because of the panniers fitted as standard and the fact it’s called ‘Tourer’ – one of four SX SE models in the range) with such a vast quantity of beans and some fancy tech, I’m immediately drawn – in fact if the Kawasaki H2 SX SE Tourer were on Tinder then I’d be swiping right based on appearance and tech spec. Yet I find myself thinking ‘wowsers, there must be something wrong here because the bike has been around for 3.5 years and hasn’t won every accolade going’.

At +£25k, it’s got a lot to live up to in terms of comfort, performance, rider aids, and anyway, how far will this ‘tourer’ get me with one fully brimmed 19-litre tank full? And does the world need a ZZR1400 + ZX-10R mixture?


Pros & Cons
  • Booming power further up the rev range
  • Spacious cockpit
  • Easy-to-use and spacious pannier system
  • Adaptive cruise control is a mega touring benefit
  • Very expensive for what you get
  • Anything under 5,000rpm isn’t why you spend £25k
  • Not especially comfortable for a sports-tourer
  • Non-adjusting windscreen, nor any hand guards


Review – In Detail

Price & PCP
Engine & Performance
Handling & Suspension (inc. weight & brakes)
Comfort & Economy
Owner Reviews


Kawasaki Ninja H2 SX SE Tourer (2022) Price & PCP

How much is the 2022 Kawasaki Ninja H2 SX SE Tourer? It starts at £25,329. It’s true.

Just one colour scheme is available which is the recognisable Kawasaki green, though more scientifically known as ‘Emerald Blazed Green / Metallic Diablo Black / Metallic Graphite Grey’ but that’s quite a mouthful.

Three other models are available in the range: the H2 SX SE, a Performance edition, this one - the Tourer, then there’s a Performance Tourer.

For those who deem a 3-year PCP deal is the best option, then stick £5k down with 5,000-miles per year as your max and the monthly repayments will come in around £270. Feel free to tinker with the K.Options Kalculator for a personalised quote.


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Kawasaki Ninja H2 SX SE Tourer (2022) Engine & Performance

Right then, let’s get straight to it. If you’ve got this far you’ll know the key figure is 197.3 bhp (147.1 kW) @ 11,000rpm, followed by the slightly more nerdy 101.3 lb-ft (137.3 Nm) @ 8,500rpm – mighty figures I’m sure you’ll agree. Considering the peak torque figure of Ducati’s astonishing Panigale V4S is a mere 91 lb-ft (124 Nm), you realise the booming capability of this 267kg Japanese projectile. But it’s not apparent when you shuffle off through town and out into the wilds for the first time. Its behaviour is docile and well-heeled, and it wasn’t until I found an appropriately quiet stretch did I discover the wild side, and the key figure is not 197.3 bhp but the peak torque placement of 8,500rpm – oh yes, that’s where the action is. But this is no irresponsible, applecart-upsetting, jail-hungry crotch rocket. Kawasaki has been supercharging its motorcycles since 1984 and after a little break, their 21st century resurgence came via the spectacular H2R in 2015, and so the marque has been fine-tuning its four-cylinder booster for enough time to house it appropriately and to avoid lag of any kind, on-or-off throttle, as one might expect from the automotive turbo chargers of the 80s and 90s.

These two distinct characters – docile and rambunctious – aren’t split by a hair’s width. There’s no obvious switch, kick or power band. No, it’s much more subtle but be warned, the subtlety of that addictive amount of horsepower can soon get you into mischief be that with the rozzers, a hedge, or the aforementioned wildlife, tourists and tractors. It’s deceptively quick and all too often a quick glance at the new TFT screen had me rolling off to a more respectable speed, though get in the zone and there’s few bikes as memorable for the pure enjoyment of making significant progress. These Kawasaki engineers must have two very different production lines in the manufacturing plant; one for the sensible fours and twins, while the other (undoubtedly painted in vivid colours with shots of sake every 10 feet) is reserved for the slightly wilder motors. It’s a company not afraid to rock the boat.

When cruising on the H2 SX SE there’s no need for 197 horses or 101.3 torques, so the ride becomes a reasonably relaxing one – from a performance point of view at least. We’ll get on to the comfort side soon.

The vast single-sided silencer is an eye-sore and while it might keep the pencil-pushing emissions and noise police happy, if I were spending this kind of money on a super-tourer then I’d soon replace it with the official aftermarket Akrapovič. Yes, it keeps the cruising decibels to a minimum, but I couldn’t live with that last glance before the garage door shuts, my eyes would just home in on the exhaust.

The engine is smooth, very smooth in fact. It pulls quickly without being aggressive and picks up well across the rev range courtesy of that huge dollop of torque. The zingy bit is when you reach the 6-8k rpm section – that’s when you know you’ll be arriving early at your next destination. Yet for all the positives of this 998cc in-line four, it’s gearbox isn’t as refined as it should be for a touring bike with a £25,000 price tag. The enhancement of speed, precision and feel of a gear change is precisely what a quickshifter is there to do. This one does none of the above. Well, it only works when riding with gusto, otherwise it feels like a double or triple clunk is required to engage leaving you wondering if the next gear has been selected. Then, with the autoblipping downshift, such was its apparent absence, I had to research if one was even equipped – and I found a forum with members mentioning the requirement for a completely closed throttle. What’s the point of having one if it doesn’t work? I don’t recall the Z H2 having such issues. Then again, the bike I was riding only had 350 miles on the clock when I took delivery.

About the original 2018 model, our tester, Roland Brown, wrote: “It’s much like a very smooth ZZR1400 with a chirping sound as you shut off (apparently caused by the supercharger blades’ tips breaking the sound barrier)



Kawasaki Ninja H2 SX SE Tourer (2022) Handling & Suspension

For a big and long girl, weighing in at 267kg with a 1480mm wheelbase, my concern immediately springs to low-speed stability as well as shuffling it around in the garage, petrol station, or car park. A sizable proportion of the bike is carried over the front end with the handlebars and riding position noticeably set back to bring the centre of weight more, well, central. The nose of the bike sticks out beyond the front axle, though the handlebars – clipped onto and rising up and back from the top yoke – are set behind the front tyre resulting in an ambiguous feel from the front, I wanted to trust it more than I could which isn’t ideal when throwing it into a turn - tighter corners are a struggle. In contrast, the longer corners are where the bike excels – that wheelbase and weight working in unison to offer compliant, comfortable curves.

Styling-wise, I’m sort of taken, mainly because its different to everything else: the flow of go-faster/aerodynamic lines on the fairing and colour combo of the panniers does set the bike off nicely while the smart touches including the keyless ignition and indicators set into the mirrors are neat.

For the extra money, the SE comes equipped with electronic suspension with handy pre-load adjustment through the ye olde switch gear making it a doddle to sort if you’re needing a little propping up at the rear should a pillion or some luggage find their way on. Meanwhile, the semi-active damping reads the road well and although each riding mode has their own pre-sets, I still found the rebound a little too sharp over the bumpier sections in Sport and even Road mode. Incidentally, the modes are easier to alter by holding the handily titled ‘Mode’ button up or down. The modes don’t scroll continuously though – once you’re in Sport, then it’s three separate down pushes to get it into Rider. While I’m mid-moan, I’ve mentioned ye olde switchgear and unfortunately I’ll mention the price tag once more – the justification becomes harder knowing that it’s non back-lit and appears as though it was laid out by whoever was asked to turn off the lights and lock up at 5pm on a Friday. The indicator will be nigh-on impossible to determine if it’s been cancelled once you’re in winter gloves. Though, even on a 26-degree day, I still thought of you dear readers and tested the heated grips – they’re mega. In fact, the grips are grippy too, all the better for hanging on when the supercharger is doing its thing.

Then, when you want to scrub the speed, you can rely on the very good brakes that the SX SE is equipped with. The SE version is boosted by the upgraded Brembo Stylema set-up on the front including a Brembo radial master cylinder. It’s a system that controls the balance of weight transfer along with the leccy suspension with pleasant composure too.


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Kawasaki Ninja H2 SX SE Tourer (2022) Comfort & Economy

I set off on a ride to see how far one full 19-litre tank could get me. With Road mode selected, the fancy TFT display revealed a 180-mile range. One hour later with 45 fairly sedate miles covered and the range was just 11-miles lower at 169.

My route was from home in Whittlesey trundling around the North Norfolk coast towards Cromer and headed inland and homeward bound. The first half was calmer than the second and fortuitously a whole fuel tank’s worth had taken me on this 180-mile loop with the range reading ‘---’ for the final two miles before pulling into the petrol station. The fuel light came on with 35 mile remaining (yes ‘mile’, not the plural).

That original 180-mile range prediction had turned out to be super accurate too, and to prove the bike had nothing but a few fumes left in it, I managed to squeeze 18-litres in, which at 199.9p per litre turned out to be a £36 fill-up!

The result was 43mpg vs the 52.3mpg claimed by the manufacturer. Well, they can’t ‘claim’, it has to be an accurate figure for homologation purposes but either way, if an economy figure of 50+ is on your tick list, then the performance, this particular Kawasaki model’s USP, will remain redundant.

The ‘Tourer’ part of the Kawasaki’s autograph would suggest a plush riding position with a comfortable seat and plenty of home comforts. Hmm, not really. The 835mm high seat (low seat available: from £212) is wide enough for even the largest of cheeks, long enough to move around on, and fine for an easy step-over. With plenty of apparent padding, it appeared to be more luxurious than it is. Maybe it was the Dainese riding jeans being uncompliant on this hot day but the slightly odd riding position with a peg-to-saddle distance similar to a sportsbike, while the seat-to-handlebar length being more than a stretch, meant cramped knees and either elbows out like a chicken, or there’s far too much pressure on my carpel tunnel area. I suspect the steering head is placed so the lock-to-lock angles provide good low and no speed manoeuvrability but the rider reach, even for this gangly man is still too much to feel comfortable. A degree of adjustability with the pegs, gear lever, or even the handlebar position would accommodate for riders of different shapes and sizes.

Tuck in behind the non-adjustable windscreen and the buffeting isn’t an issue but it’s certainly breezy when sat up. And there aren’t any handguards which some touring types would prefer.



Kawasaki Ninja H2 SX SE Tourer (2022) Equipment

The Tourer model has a one-key pannier system fitted which not only makes the bike look better with its matching colour scheme and sleek appearance (also because it covers a lot of that grim silencer), but the 2 x 28 litre cases are dead easy to use or remove too. The system is available as an optional extra for around £850, and a set of inner bags at £89. The ignition and steering lock are keyless, replaced by a fairly crude plastic knob to turn, while the panniers and fuel cap require the key.

A centre stand comes as standard which is a welcome addition for chain maintenance, while the key additions to the 2022 bike are the trio of electronic goodies already mentioned: front collision warning, blind spot detection and adaptive cruise control. All three are the type of accessory you don’t think you need until you’ve used them. A bit like standard cruise control, or ABS. I had plenty of experience with the Ducati Multistrada V4S ACC which was excellent, just like Kawasaki’s version; anything above 15mph and whether you’re in town, country or motorway, the bike will sit at the required distance from the vehicle in front. It’s sensitive enough without being excessively cautious.

Blind spot detection adds a safety net to the life-saver it would not replace, working with a rear sensor to offer a small orange warning triangle in the relevant mirror depending on which side the vehicle behind is approaching. Though with a 197bhp supercharged four cylinder at the call of your right hand, I can’t see that symbol showing itself regularly.

Cornering lights and Hill Hold are convenient additions to a well-specced bike.



Kawasaki Ninja H2 SX SE Tourer (2022) Rivals

It’s not like any other tourer – nothing else comes close in terms of raw power and an ability to chew up miles. Then there’s the price, so what else can hold a torch to this combination of bhp, GBP and kg?


Energica Experia | Price: £27,790

  • Power/Torque: 101bhp / 85lb-ft | Weight: 260kg
  • Our review


    Ducati Multistrada V4 S | Price: £19,595

  • Power/Torque: 170bhp / 92lb-ft | Weight: 243kg
  • Our review


    BMW S 1000 XR M Package | Price: £17,835

  • Power/Torque: 162bhp / 84lb-ft | Weight: 226kg
  • Our review


    Suzuki Hayabusa | Price: £16,999

  • Power/Torque: 187bhp / 111lb-ft | Weight: 264kg
  • Our review


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Kawasaki Ninja H2 SX SE Tourer (2022) Verdict

The purpose or category in which Kawasaki’s H2 SX SE Tourer should fit is tricky to pinpoint, with neither the dexterity for the sportier side of its personality, nor the overall comfort, economy or refinement to be considered a ‘proper’ tourer. Maybe its purpose is to take elements of each and merge them into a mixture that doesn’t exist, and to then stand alone for those who want sportsbike capability with much more practicality… to can carry more than just your toothbrush too. All of which it is very good at. It is unique. The engine is a phenomenon, it has dynamic looks, and most of its electronical assistance makes riding better.

The power is remarkable, but the concern will be about retaining your licence if you want to sample the full berries! The lengthy wheelbase and hefty weight will keep the front end at bay and iron out any stability issues at speed, so while one could troll both its girth and length but they both serve a purpose. The price tag doesn’t seem to be connected to what you get either – up by more than £7k vs the original 2018 model – it’s very expensive compared to other bikes of similar ilk.

I wanted to be overwhelmed, and if it was all down to how fast can you get to your destination while still carrying your weekly shopping and overnight bag then the H2 SX SE wins hands down. But once the exhilaration had worn off as with the novelty of the chirruping every time you roll the throttle off, I was left with a not-that-comfortable, 25-grand tourer. Interesting, yes. Exciting, yes. Practical, ish. It’s the kind of bike where just one test ride won’t be enough to make your mind up.


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Owner Reviews

I got in touch with BikeSocial members who own the H2 SX to tell me their tales, and unfortunately I only have space for a couple from those that replied:


Mark from Peterborough (above)

Model: Kawasaki H2 SX SE (2020/21 MY)

Mods: Datatag, R&G radiator cover, Kawasaki frame sliders, Zumo XT sat nav, and a tracker. I have loads planned, starting with a smoked screen and exhaust end-can.

Annual mileage: 3,000

Riding for: 13 years

My previous bike was a Triumph Street Triple 765 RS, absolutely sublime 1-up riding, but it wasn’t the tool for 2-up riding. The Hayabusa was at the other end of that sport bike spectrum but wasn’t comfortable for me with a long stretch to the bars and I’m 5’10”. 

I’d already test ridden a standard H2 SX so I knew the bike was comfortable and my partner has sat on one before as well, so the fit should be good, and I found an SE I liked. 

Fuel economy is very sensitive to how you make progress, I’m seeing around mid-40s so far. I’ve noticed it’s super front-end heavy pushing the bike in and out of the garage but that’s OK once rolling.

Controls are not as intuitive as the Triumph and I’m still finding out how to use the heated grips properly, but the rest I’ve almost mastered. The Touring display is the only useful one, the others are fancy graphics with stuff you don’t need: I know how hard I’m braking! Another win for the 2018 MY Triumph because it’s brilliant.

There isn’t a throttle on this bike, it’s a space/time control! You point the bike where you want to go, twist, you’re simply there! I use Medium power mode 2-up to smooth the throttle, and can be aggressive just cracking it open and throw you off-line, again, something Triumph calibrated really well but Kawasaki still need some time on this. 

I’ll be honest and you may have gathered this already, if Triumph made their version of a Hayabusa, I suspect I’d be all over it!  Otherwise, this is my 3rd Kawasaki, and I still am taking in that I own this bike and really enjoying it.


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Chris from Middlesbrough (goes by the moniker ChrisTOURpher on social media) (above)

Model: Kawasaki Ninja H2 SX Tourer (2021)

Mods: Frame sliders. I would prefer a shorter exhaust to allow for full visibility of the single sided swingarm.

Annual mileage: 5,000

Riding for: 5 years

I have had numerous motorbikes over the years, yet, never fully satisfied with my choices, that is, until now. The H2 SX is perfect for me, it has that aesthetically pleasing sports look and is extremely powerful, which keeps the ‘speed demon’ side of me satisfied. And on the other end, with it being the tourer version, it offers a more comfy riding position, aiding longer trips and keeping the aches and pains away. I am 6’ 2” and it’s a very comfy ride, however, due to the shape of the tank, any taller and you might find your knees pointing out quite a bit. Aesthetics wise, the H2 SX has a lovely single sided swingarm, however, is covered by the massive exhaust. I do plan on purchasing a smaller, aftermarket one to rectify this, however, it would be nice if it came with a smaller exhaust from the factory. All in all, this bike is a great advancement in the motorbiking world, it has the raw power, yet is also perfect for long distance rides, and who can forget the supercharged engine, offering that lovely whistling noise that brings a smile to your face every time.


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Kawasaki Ninja H2 SX SE Tourer (2022) Technical Specification


New price

From £25,329



Bore x Stroke

76 x 55mm

Engine layout

In-Line Four

Engine details

Liquid-cooled, 4-stroke, with Supercharger

Power (claimed)

197.3 bhp (147.1 kW) @ 11,000rpm

Torque (claimed)

101.3 lb-ft (137.3 Nm) @ 8,500rpm


6-speed, chain drive

Average fuel consumption

Claimed: 52.3mpg (5.4 l/100 km)

Tested: 43mpg (6.57 l/100km)

Tank size

19 litres

Max range to empty

Claimed: 237 miles

Tested: 180 miles

Rider aids

ARAS system: adaptive cruise control, forward collision warning, blind spot detection. New 6.5” colour TFT instrumentation is Kawasaki's SPIN Infotainment system.


Trellis, high-tensile steel with Swingarm Mounting Plate

Front suspension

ø43 mm inverted fork, 120mm travel

Front suspension adjustment

KECS-controlled rebound and compression damping, manual spring preload adjustability, and top-out springs

Rear suspension

New Uni Trak, BFRC lite gas-charged shock with piggyback reservoir, 139mm travel

Rear suspension adjustment

KECS-controlled compression and rebound damping, and electronically adjustable spring preload

Front brake

Dual semi-floating 320 mm discs. Caliper: Dual radial-mount, Brembo Stylema monobloc, opposed 4-piston

Rear brake

Single 250 mm disc. Caliper: 2-piston

Front wheel / tyre

120/70ZR17M/C (58W)

Rear wheel / tyre

190/55ZR17M/C (75W)

Seat height




Weight (dry)



Two-year warranty included, can be upgraded to four years


600 miles then every 7,500

MCIA Secured Rating

3/5 stars



Looking for motorcycle insurance? Get a quote for this motorbike with Bennetts bike insurance


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What is MCIA Secured?

MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.

As we all know, the more security you use, the less chance there is of your bike being stolen. In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. For reviews of the best security products, click here.

MCIA Secured gives motorcycles a rating out of five stars, based on the following being fitted to a new bike as standard:

  • A steering lock that meets the UNECE 62 standard
  • An ignition immobiliser system
  • A vehicle marking system
  • An alarm system
  • A vehicle tracking system with subscription

The higher the star rating, the better the security, so always ask your dealer what rating your bike has, and compare it to other machines on your shortlist.