Who would have thought that an engine and a motor could create such an interesting bike? | Ninja 7 Hybrid 1000km Test Drive [1/3]

Kawasaki Ninja 7 Hybrid…1,848,000 yen

Kawasaki’s innovative and original

It’s been almost 30 years since I started working in the motorcycle media, and recently I’ve been finding myself feeling less and less excited and thrilled when I see photos and specs of new models.

In this environment, Kawasaki is a rare manufacturer that allows older men who have become less sensitive to dream like they did when they were younger.

To name a few specific models, when they were released, the 2015 Ninja H2 (the world’s first supercharged motorcycle), the 2020 ZX-25R and 2023 ZX-4R (the first new four-cylinder vehicles in the under-400cc class in over 20 years), and the 2024 Ninja e-1 and Z e-1 (Japan’s first full-fledged electric motorcycles), I was overcome with a strong desire to test ride them, and when I actually test rode them, I felt like I had entered a new world.

That’s why I was looking forward to the Ninja 7 Hybrid and Z7 Hybrid, which will go on sale in 2025 as the world’s first strong hybrid bikes.

Although I haven’t had a chance to experience these two cars for the past six months since their debut, I was able to take my time driving the Ninja 7 Hybrid during this serious 1000km ride and realized that it has appeal that is at least on par with the aforementioned vehicles.

Right now, I am once again impressed by Kawasaki’s advanced technology and originality.

The fascinating world of hybrids

Looking at its exterior, some might mistakenly think it is a derivative model of the Ninja 400 or Ninja 650, but many of the Ninja 7 Hybrid’s main parts are newly developed.

The 451cc parallel twin is based on the one used for the export-spec Ninja/Z/Eliminator 500, but the electronically controlled automatic clutch that not only switches on and off the power but also adjusts the distribution of power produced by the engine and motor is a special design, and the trellis frame and exterior have a design that is similar but not identical to that of existing Ninja models.

The maximum output and torque of the power unit are 58ps/10500rpm and 4.4kgf-m/2800rpm for the engine, 12ps/2600-4000rpm and 3.7kgf-m/0-2400rpm for the motor mounted on top of the transmission, for a total system output of 69ps/10500rpm and 6.1kgf-m/2800rpm (this is not a simple addition).

And these figures are not much different from the Ninja 650’s 68ps/8000rpm and 6.4kg-m/6700rpm…

The Ninja 7 Hybrid’s power unit was incredibly fun. Oh, this expression makes it seem like the Ninja 650’s engine is boring, but that’s not the case.

I rode in a variety of situations, making full use of the three modes – Sport HV, Eco HV, and EV – and discovered a new kind of enjoyment that was different from existing bikes. I was amazed to discover that such an interesting world existed.

On the other hand, when I first heard the word “hybrid,” I had the image of an eco-friendly bike that was conscious of environmental issues, but the Ninja 7 Hybrid conveys the builder’s playful spirit and intention to “create an interesting world that cannot be achieved with an engine alone.”

In the following text, I would like to explain the appeal of each mode.

e-Boost converts power into acceleration

Let’s start with the main mode, the Sports HV mode. Perhaps because the motor assist and the regenerative system that stores power operate so naturally, the impression I got was that it’s basically not much different from the Ninja 650.

However, the Ninja 7 Hybrid uses an automatic clutch and paddle shifters that are operated with the thumb and index finger of the left hand, and if you select ALPF: Automatic Launch Position Finder, it will automatically downshift to first gear before coming to a stop, making it easier to operate than the Ninja 650.

But that wasn’t necessarily something worth mentioning to me.

However, the Sport HV mode has an e-boost that converts electric power into acceleration. This mechanism has two types, one for starting and one for driving, and I was particularly surprised by the former, which gives you a dashing force that makes your brain feel like it’s shifting backwards.

However, the latter, which can be an effective weapon in crucial situations such as on straight stretches of highway or mountain pass roads, also seemed quite attractive.

Without fear of being misunderstood, I would say that the e-Boost has an appeal that reminds me of the nitrous that is a staple in drag racing or Cyborg 009’s acceleration device, and after enjoying this mechanism, I felt that it opened up new possibilities for electricity and motors.

I was impressed with the motor’s performance in Eco HV mode.

Next, let’s talk about Eco HVs. The feature of this mode, which is equipped with an idling stop function, is that it makes the presence of electricity more apparent.

When starting, the machine moves using only the power of the motor (the engine starts when the speed exceeds around 20 km/h), and when the engine speed drops while driving, you can hear the motor assist along with a whirring sound.

What was interesting about this Eco HV mode was how the car accelerated when the transmission gear was lower than ideal, such as around corners in urban areas or hairpin bends on mountain roads.

When encountering such a situation, a sports hybrid vehicle automatically performs exquisite clutch work while the engine does the main work, but in an eco hybrid vehicle, there is almost no change in engine speed and the vehicle accelerates smoothly using the power of the motor.

Of course, as mentioned above, the main mode of the Ninja 7 Hybrid is the Sport HV mode. However, I also found the Eco HV mode, which allows you to feel the smooth acceleration that only a motor can provide, appealing enough to make me want to use it.

The eye-opening EV mode

Following the Sport HV and Eco HV, we will introduce the EV mode and Walk mode, which run on the motor alone without using the engine at all. By the way, the EV mode has a cruising range of around 10km, so you might think it’s only for early morning or late night driving in residential areas…

Not only is it surprisingly useful in urban areas during the day, but when I selected this mode on a mountain pass, I was surprised to hear the sounds of the wind rustling through the trees, the murmuring of the river, and the chirping of birds. Riding on a mountain pass in near silence was a refreshing experience.

On the other hand, the walk mode is intended for use when entering and exiting parking spaces, and its key feature is that it can move not only forward but also backward (speeds are approximately 3km/h forward and approximately 2km/h backward).

This may be a bonus unique to this bike being electric, but as I’ve recently started to feel my physical strength declining, I feel that I would like mid-size and larger bikes to incorporate a similar mechanism, even if it’s just in reverse.

Well, while I’ve been writing about my impressions of the power unit, I’ve already exceeded the usual number of characters for one post. It seems like a bit of an abrupt end, but I’d like to talk about the chassis and my impressions of the long run in the second post, which will be published soon.

Main specifications