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The first ever hybrid electric vehicle prototypes made their debut over 100 years ago. It wasn’t until the late 1990s, however, that they achieved mainstream status in the automotive industry. In the motorcycling world, it is an untouched category altogether. Until now.
The “Big Four” Japanese brands have quietly waited in the wings while other start-ups and manufacturers released their electric offerings over the years. Kawasaki has watched, and listened, as riders reacted to the EV creep into motorcycling.
Kawasaki’s first wave of EV models show that they have been keenly observant of the pain points for most riders. Where to charge, how long it will take, limited range, and price are the top concerns that plague the EV space. While Kawasaki’s first purely electric models, the Ninja E-1 and Z E-1, make a case for a city commuter solution, they weren’t quite up for the task of solving every objection. For riders who need more range and power, the Ninja 7 Hybrid is the step up they are looking for.
Hybrid 101
A crash course about general HEV (hybrid electric vehicle) basics is necessary to really understand the all-new Kawasaki Ninja 7 Hybrid. It is common knowledge that a hybrid pairs an electric powertrain with a traditional combustion engine, but there are several variations of how these two systems can operate. There are four types of HEVs in the auto marketplace — full hybrids, plug-in hybrids, mild hybrids, and range-extender hybrids.
The Ninja 7 is considered a full hybrid, sometimes also referred to as a strong hybrid. What this means is that the internal combustion engine (ICE) creates regenerative power that recharges the battery of the electric system. Within the category of full hybrids, there are two types – parallel or series. While a series hybrid can only be propelled by the electric system, a parallel hybrid like the Ninja 7 can be propelled by either one or both of the powerplants on board.
What this means for the rider is that the Ninja 7 Hybrid does not require plugging in to charge, ever. It also means it delivers both an electric and a traditional riding experience, depending on which modes are selected.
ICE and EV in harmony
Far too often, ICE and EV are pitted against each other. But why not combine the two systems together for the best of both worlds? In that effort, Kawasaki has specifically chosen its 451 cc engine to pair with its all new low-voltage electric system in the company’s first hybrid.
The 451 cc parallel twin engine is the same platform used in the Eliminator, but it does have some key differences. Changes to the velocity stack, exhaust, and ECU mapping result in a modest performance bump — up 10 horses to 59 horsepower. When combined with an assist from the electric e-boost function, it puts the Ninja 7 at an overall 69 horsepower maximum potential.
Speaking of that electric system, Kawasaki is employing a low-voltage 48 V battery pack with a traction motor that has a maximum output of 9 kW. Most other electric motorcycles on the market use a high-voltage system (such as Zero Motorcycles and LiveWire). The main reasons being that high-voltage systems often have the best performance potential and fast charging capability. Kawasaki was on a different mission, however, and a more compact low-voltage system made better sense for a hybrid. The result is an electric system that is smaller, theoretically longer lasting (over the lifetime of the machine), and less expensive compared to high-voltage.
The real trick is how to mate the two systems together, and Kawasaki’s engineers have devised an all-new semi-automatic transmission for the task. Kawasaki describes the transmission as an “electronically controlled six-speed transmission” that uses “proprietary logic to smoothly shift gears and operate the hydraulic clutch.” To put it another way, an ECU is programmed to discern when to engage or disengage the electric power train from the traditional hydraulic gear transmission, with input coming from sensors on the electric motor when in automatic shifting mode. While the AT (automatic transmission) programming is based on maximizing fuel economy, the rider can take back control in the manual transmission (MT) mode and initiate gear shifts via the paddle buttons on the lefthand cluster.
Japanese engineers from KMC say one of the biggest resource commitments of the four-year development of this bike was developing the software for this system. When asked how many patents were tied to the new technology they insisted, “too many to count.”
The result is a hybrid that can intelligently swap between either system and is designed to maximize fuel efficiency, but also inject some fun into the ride with the e-boost function (more on that soon).
Ninja 7 Hybrid riding modes — EV mode
What better place than Barcelona, Spain, to get a first taste of the Ninja 7 Hybrid? I say this because Barcelona is one of many European cities starting to implement low-emissions zones in dense downtown districts. Any vehicles not meeting the low-emission standard for Zone 1 can be caught by camera or local authorities and issued a financial penalty for entering the restricted low-emission area. Because of this, engaging the Ninja 7’s pure EV mode first thing on our trip was required to be compliant.
It isn’t a simple push of the button to just twist and go on the Ninja 7. Like any new electronic device, there is a bit of a learning curve. A four-step sequence is necessary to get the throttle live, and it includes putting the bike into gear. You heard that right, this electric bike works in gears. It is an odd sensation to have the silence of an EV interrupted by the shifting of gears, which are very audible and also felt through the bike.
Twisting the grip and buzzing into city traffic, all the reasons I appreciate an EV are brought back into focus. No tired clutch hand, no stall-outs, no wrong gears, no overheating, and even with the ICE off I could notice better balance and stability compared to the fighting centrifugal force in the other riding modes. As I have experienced in the past on other EV models, pedestrians and drivers just react differently to a quiet motorcycle. No jumping, glares, or angry gestures as I politely nipped through traffic and cross walks. For whatever reason, the discreet operation of an e-motorcycle is far better received by the broader public. Not to mention they're often celebrated for being “green.” The admiring looks and many questions we received while out on our rides confirm that, at least in Europe, a HEV motorcycle is an intriguing proposition.
The EV mode of the Ninja 7 does, of course, have its limits. It cannot go above 40 mph, and I also found the throttle response more timid compared to other electric motorcycles out there. The EV range is hard to fully define because it depends so much on rider weight, their twist of the wrist, and demands of any particular city commute (though the dash does attempt to give a modest range estimate, as seen in the TFT dash photo above). Kawasaki curbs expectations by rightly calling it a “low-speed, short-distance mode offering clean, quiet, low-vibration zero-emission operation.”
Once we left the low-emissions zone, I have to admit it was very satisfying to watch the battery life gauge recharge while riding in the hybrid modes. It’s an empowering feeling, especially compared to most other electric motorcycles where you watch the battery life gauge with dread. But there’s a lot more to riding the Ninja 7 in the hybrid modes than just generating electricity, so let’s look at how they work.
Ninja 7 Hybrid riding modes — ECO HYBRID mode
The second mode is possibly the most interesting, as both powerplants work in harmony to achieve the goal of maximum fuel efficiency. How efficient is it? Kawasaki Europe claims the Ninja 7 Hybrid in ECO HYBRID mode with automatic shifting can achieve 3.7 liters per 100 kilometers, just beating out the Ninja 250 at 3.8 liters per 100 kilometers. In American-speak, that’s nearly 76 miles per gallon for the hybrid.
The most power-hungry moment on every ride is during initial take-off from a dead stop, and so the ECO HYBRID mode uses the electric powertrain to alleviate that. The electric power kicks in until you reach 15 mph or so, and then the Ninja 7 seamlessly powers on the 451 cc engine for higher speeds. The conversion between these two systems is truly masterful. I waited for some awkward clunk as I approached the transition speed, but the ICE hums into command at just the right rpm to match velocity. I played with this transition on the ride, trying to find a situation when it would jerk and buck, do anything weird, but it unfailingly passed the baton between the two systems with grace. There is a moment in the transition, where you can feel both systems are on, and it is one of the most unique riding sensations I have experienced yet.
Once the parallel twin engine is in full control, it provides all the familiar feelings of a typical motorcycle. The vibrations and sounds of a fire-breathing engine happily sipping on fermented dino juice are all present for the rider who simply cannot do without. There still is a caveat, however. That would be the absence of a traditional clutch lever and foot gear selector. In the ECO HYBRID mode, the Ninja 7 can operate in either AT or MT. Because the automatic shifting is designed to optimize fuel economy, I often felt that the bike was upshifting early and downshifting late in its quest to keep power demand low. Depending on the riding situation or boredom, I would interrupt this carefully crafted calculation with that primal human need to be involved. Can’t let the algorithms have all the fun, right?
While I am quite comfortable with either a fully electric twist-and-go throttle, or the operations of the standard motorcycle, the paddle shifters were an entirely new dynamic. Their orientation on the left handlebar cluster resulted in some hilarious accidental honks and headlight flashing as I practiced the new mode of shifting in a parking lot. I also initially struggled with getting the paddle shifters to engage properly. For instance, I am used to giving the throttle a little breath during the conventional pull of the clutch lever to shift with my foot on a normal motorcycle. Whenever I let off the throttle trying to upshift on the paddle, it frustratingly refused to upshift at all, leaving me panic smashing the paddle to no avail. The Ninja 7 appears to be tuned to upshift only if the throttle is kept at a maintenance or a slight pull. Once I unlocked this technique, I was merrily gaining speed as needed. As for the downshifts, well, the instinct to breathe the throttle is rewarded here, as holding the throttle on would result in a similar denial of service from the semi-automatic transmission.
Ninja 7 Hybrid riding modes — SPORT HYBRID mode
It is important that riders learn the paddle shifting operation because the SPORT HYBRID mode requires it for at least upshifts (downshifts can still be regulated by the bike in the appropriate setting). I was happy to take back control and get the blood pumping in the twisty hill climbs on the outskirts of Barcelona. The roads were tight, winding, and demanded my full attention. This portion of the ride felt familiar, like the usual canyon run on the weekend, and I say that in a good way.
In fact, the paddle shifters, once mastered, were an enjoyable experience in the more spirited pace of the ride. Shifting with the left foot on conventional bikes can have some impact on the steadiness of the chassis into a corner, whereas the minimal movement of the wrist to paddle shift had no measurable influence on the bike. Pushing deeper into corners, I began to appreciate the quickness and ease of the paddle shifters.
The 451 cc engine is turned all the way up in SPORT HYBRID mode, and it was a complementary amount of power for the hairpins I was riding in. Unlike other electric motorcycles, the Ninja 7 does not suffer from extreme or oddball engine braking. Much of the character and performance of the 451 cc engine remains intact.
Though this review thus far has been centered on the new technologies of the Ninja 7 Hybrid, rest assured that it still handles corners in a manner worthy of the Ninja moniker. To briefly touch upon the chassis, the frame was initially based off the Ninja 400 platform, though my interview with the developers did reveal significant changes were necessary to accommodate the battery pack, so new mounting points and dimensions were engineered for the specific needs of the hybrid power sources. This reformatted frame and elongated swingarm do have a visual impact on the Ninja 7, creating a slight drag-bike aesthetic.
Perhaps an argument can be made that the stretched geometry benefitted the Ninja 7 Hybrid when it recently went head-to-head with the ZX-10R in a straight-line acceleration test, as seen in the Instagram Reel above. That and, of course, the e-boost function.
Think of the e-boost as being similar to the KERS (Kinetic Energy Recovery System) on display in Formula One racing. For a short burst of time (five seconds), the rider can unleash the energy of the EV system on top of the power being output by the combustion engine by pressing the e-boost button. While it is possible to use the e-boost from a standstill, it really works best while in motion, to make passes on the highway or for quick bouts of speed on faster roads.
For my fellow Mario Kart lovers, the e-boost is like a real-life mushroom bonus. I sincerely mean that. The instant spurt of speed is surprising and giggle inducing. But use it wisely, because it’s over fast and ends poorly if there is a banana peel in your path.
The new familiar future
Kawasaki’s waiting game might just pay off. They have wisely watched the electric motorcycle market slowly mature, identified the barriers and oppositions, and have started to explore open niches to fill. Kawasaki's leadership is not shy at all about their intentions for carbon neutrality and they were insistent that they will explore any and all technologies to get there. E-fuels, hydrogen power, high-voltage systems, low-voltage systems, hybrids, and whatever else might emerge are all possibilities that they are willing to explore.
The Ninja 7 Hybrid is a historic first for Kawasaki and the industry at large. It will not appease the die-hard “never electric” riders, and it isn’t meant to. This hybrid is for the fence-sitters, for those riders who wished electric could just make sense for their riding realities. They don’t have any place to charge, they don’t want to wait hours to do so, and they would miss being able to shift gears. For those who can never part with the sound and vibrations of a traditional motorcycle, the Ninja 7 Hybrid also satisfies them, too.
It seems so obvious in retrospect that a hybrid motorcycle could be the ultimate solution, much in the same way hybrid cars have grown in popularity and numbers. While the cynical might say it's "the worst of both worlds," I would have to strongly disagree with that. The Ninja 7 Hybrid gets better mileage than the thriftiest of motorcycles, and with e-boost can deliver speed performance that literally beats a liter bike off the line. Ninja 7 owners will never need to stress about making it home due to lack of range, nor do they need to worry about the when, where, and how they can charge it. The combustion engine isn't just an "over-glorified generator" to charge the battery, it is integral to the machine and does two jobs at once. The one thing that would put a damper on the Ninja 7 Hybrid’s success is its price. At this time, no MSRP figures for any market across the globe has been announced (more information on that is to come in January 2024).
For my time on this remarkable machine, I am impressed. Blending these two technologies into the tight package of a motorcycle is not an easy feat. Kawasaki expertly exploited the best attributes of EV and ICE together on two wheels, and my imagination can’t help but wonder what other, more powerful models might be coming down the pipeline.
| 2024 Kawasaki Ninja 7 Hybrid | |
|---|---|
| Price (MSRP) | TBA |
| Engine | 451 cc, liquid-cooled, eight-valve, parallel twin |
| Motor | Liquid-cooled, interior permanent magnet synchronous |
| Claimed battery capacity | 1.37 kWh nominal |
|
Transmission, final drive |
Six-speed automated manual, chain |
| Claimed horsepower | 58.3 @ 10,500 rpm (engine); 68.5 (total system) |
| Claimed torque | 32.2 foot-pounds @ 7,500 rpm (engine); 44.5 foot-pounds (total system) |
| Frame | Steel trellis |
| Front suspension | 41 mm fork; 4.7 inches (120 mm) of travel |
| Rear suspension | Uni Trak shock adjustable for preload; 4.5 inches (114 mm) of travel |
| Front brake | Dual two-piston calipers, 300 mm discs with ABS |
| Rear brake | Two-piston caliper, 220 mm disc specify with ABS |
| Rake, trail | 25.0 degrees, 4.1 inches (104 mm) |
| Wheelbase | 60.4 inches (1,535 mm) |
| Seat height | 31.3 inches (795 mm) |
| Fuel capacity | 3.7 gallons |
| Tires | 120/70ZR17 front, 160/60ZR17 rear |
| Claimed weight | 500 pounds |
| Available | 2024 |
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