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2015 Kawasaki Ninja H2R Release - Brace for impact! Kawasaki has crashed the party again, this is have times with a 300/s horsepower supercharged motors for closed-course alone operation. There is no curb, no have emissions, don't.

Again? In 1972, in the middle of the bed as the current market, Kawasaki released the super strong H2 two-stroke three, which is really the most bang for the money available. No one can stand against it. H2R racing version of the three now gives its name to the 300-horse Kawasaki unveiled today at the INTERMOT 2014 motorcycle display in Cologne, Germany.

Motorcycle market has continued to move upmarket over the years, with manufacturers of products aimed at people with disposable income. The further process is running, the more exotic radical and should offer to give their buyers a reason to act. Market and bulk commodities old motorcycle lose traction. Kawasaki knows that a strong identity is central to success in the next time.

The press release explains that the new Ninja Kawasaki H2R other not slow steering, power-laden ship straight. In addition, the machine is "a compact design that is similar to the unit of energy in the supersport category. "And the only way to pack a great power into a small package for the unheard-of for the goods to the simple machines that measure all fuel- air mixture is much larger engine. This chassis has a trellis construction, and bodywork, which should be appropriate for high-speed stability, derived from wind tunnel

Supercharging-compressing the air prior to delivery to the engine intake-air temperature increases. When the engine supercharged 1500cc Kawasaki ZX-14 based his boat Ultra 300X, the company uses a blower is similar to that seen at the top of every Top fuel drag cars. Roots blower is effective in engine rpm range but they generate a lot of heat. Push hot air into the combustion engine led to the explosion, the normal combustion destructive metal blast off from the cylinder head and piston. It was no problem on the boat, which has a limited cold water available for the operation of the air conditioning costs, or "intercooler" (people like the term, but it is actually a misnomer. In wartime engine piston aircraft, multi-stage supercharging system that is common, and cooling placed between stages as it is called an intercooler. When there is only one stage supercharging, engineers prefer to call it "air conditioning costs").

Where you will install the intercooler on the bike? And how are you going to high volume air conditioning ducts in and out of it?

Therefore, Kawasaki choose the most efficient of all types of blowers, centrifugal supercharger. The more efficient blower, the less heated compress air (not that almost always where energy is wasted going into heat?). In a centrifugal blower, a spinning disk carrying tapered radial vanes on one or both faces which rotates at high speed. Water entering along the axis that was thrown out by the propeller and accelerated to very high speeds, usually somewhat more than the speed of sound, which is 1087 meters / second at sea level). Water thrown from the propeller enters the scroll-shaped section in the vicinity where the speed energy into pressure energy. Special abilities Kawasaki Heavy Industries' Gas Turbines and Machinery Co. called in the design of this supercharger. Yes, Kawasaki produced both jet engines and electric turbines generate.

An engine Kawasaki ZX-10R Superbike 998cc displacement took around 7,000 liters of air per minute. But if the power of the compressor double the volume of air into it, horsepower will double. A limit is set for this process with heat. As a burning fire spread from the spark plug, the expansion of the hot combustion gases burn compress the remaining costs. As the cost of burning heated by this compression, the chemical reaction of pre-fire in it accelerates. If this reaction go far enough, bits of burnt costs go before the flame front reaches them, generating shock waves of sonic speed of combustion that makes the sound we call "combustion knock," or explosion. destructive effecof the explosion set limits our power hungry. Typically, the compression ratio is lower than the supercharged engine machine subject unsupercharged fresh charge less heating, thus staving off an explosion. WW II supercharged aircraft engines usually have a compression ratio of about 7: 1, while the first turbo era F1 engine ran about 9.5: 1. Splitting difference between, we got about 8.25: 1.

This will not lower compression reduces engine torque? Sure, but maybe around town performance is important not only for track bikes. Or it may be more supportive of the idea that Kawasaki has a torque-smoothing technology we have not seen.

Many of us have seen pictures Kawasaki patents and text are available on the Internet. They show the supercharger drive packed into the space behind the cylinder block transverse in-line engine. Gear teeth cut into one of the flywheels change jackshaft rear engine cylinder block. Shaft which in turn drives the shaft on top of it, ending with a step-up compact planetary drive before centrifugal impeller itself. Impeller small, as the driver of the very similar-in-concept of one aircraft engine R-4360 I have a diameter of only 14 inches (4360 cubic inches, by the way, is 71 times eviction of the ZX-10R). The output of compressed air from the blower scroll housing to flow upwards, pressurizing the intake airbox it (which might be something stronger than ordinary ABS Samsonite looks structure). In Cosworth fashion, we can expect the throttle body looks normal and bellmouth intake, projecting up into the box from the engine head cylinder. Master engineer Cosworth Keith Duckworth once said that the supercharged engine only normal engine operating under really deep mines (where the air pressure is higher).

Although the patent was written as widely as possible, what we can see on the web shows a dog-shifted two-speed supercharger drive shaft. Why? This may be because the output of a centrifugal blower increases with the square of rpm. Thus, if a blower that convey simple 5 psi of boost (which is 5 psi above atmospheric) at 6,000 rpm, it will try to give a boost 20 psi at 12,000.

Why not just go with it? One problem: the resulting torque curve would rise so steeply that it would make the bike unrideable. One way to change it is to run a supercharger on a high ratio at lower engine rpm, and then at some point the shift to a lower ratio to limit the top-end torque for something that can be used. Best of all would be the supercharger continuously variable that can maintain a constant urge to improve rideability.

Also looks at one of the teaser video is audio tracks from Kawasaki Ninja H2R with soprano whine acceleration through the gears, emit little creaking in every shift. It is the sound of the airbox pressure relief valve, vent excess pressure. Rpm high voice, so I'm sure the people you are with handheld oscilloscope has shown traces of pressure to reveal rpm (In 2007, the first test of the 800cc MotoGP bike then new in Valencia, the vertices of the Yamaha engineers have oscilloscope down at the end of the pit straight, free sonic information harvesting).

Why not just turbocharge ZX-10R? Same objection: Turbo power is very difficult to make a rideable, which makes it even more convinced that Kawasaki has one or more technology-uniform torque on the H2R. And one more thing: We know some have taken steps Kawasaki ZX10-R made based Superbikes reliable at 220 horsepower. But with the strength of 36 percent more, and as the products offered to the public, should receive primary beefings H2R-up in all departments.

In addition to providing "type of acceleration no rider has previous experience, "Kawasaki also want aerodynamic chassis will provide "stability disturbed," "cornering performance," and what the company calls "character accommodating. "H2R is to become an all-around motorcycle, and for that reason it can be expected to bring electronic cultivate, including KTRC traction control, engine braking KEBC control and launch control KLCM. That stated, racing slicks on 17-in. This reminds us that the wheel track bike.

Extensive aero job done in the wind tunnel facility Gifu Kawasaki (back when we were racing H2Rs original, our technicians, Kazuhito Yoshida, told us "In Gifu, many smart people."). The Result? "The wind tunnel-sculpted bodywork" very different from the design-college training is currently considered a "streamlined." I'm glad, because I truly bored with the conformism of sharp edges, points, and spoon so deliberately cribbed from corrosion fighter jets in 1950.

How fast is 300 horsepower to drive a motorcycle? Back in 1973, we H2Rs makes about 90 hp and reaches more than 170 mph. Speed ​​increases roughly as the cube root of the ratio of horsepower (which is 300/90 = 3.33), which showed a 1.5 x 170 = 250-260 mph. But back to earth: If we are directed at the highest speed H2R to dreamland, we will shift from the first at 110 mph!

Chassis chosen for this creation is the design of tubular steel trellis. In the words of Kawasaki: ". The frame need to be tight, but must absorb external forces encountered while riding in the range of ultra-high speed" All motorcycle manufacturers are now studying and measuring their chassis stiffness in various fields, so that when they stated that "frame new trellis developed using the latest analysis technology, "they're talking about something that is real. Compared with aluminum twin-beam-Cobas-kind classic chassis, trellis moreover presents obstruction to airflow over and around the machine, which may be responsible for up to 10 percent of cooling.

If, in 1972, if we have reasoned backwards from H2R to H2, we will propose should be a bike street-legal production of H2. So there. We do not need to look for disturbances in the orbit of Neptune suggests the existence of "something else out there" when we consider this new H2R Ninja. So we wait and see.

Motorcycle market is in dire need of this poke in the eye. Wake up and pay attention! Get cracking! When we look at the current crop of 1000s, all date from before now our "recession," and what little has come by way of new products has sought to please most of the imaginary "new buyer" with low-tech delights. This makes me remember long ago an auto writer Tom McCahill, who once called the US automotive engine in its time as "panda dehydration and eight sixes hormone squirrel."

Kawasaki proud of this creation, and allows H2R bear River Mark logo, symbol of the KHI Group which dates back to the 1870s. Its use is, we are told, is "limited to models with historical significance." The future of the motor? This is going to be any the market choose.

Source : Wikipedia, cycleworld