2024 Kawasaki Ninja 7 Hybrid Motorcycle First Ride Review

Hugh Janus · November 2, 2023

Riding the Kawasaki Ninja 7 Hybrid in Barcelona, Spain. The Ninja 7 is the world’s first mass-production strong hybrid motorcycle. (Kawasaki/)

It’s interesting to consider what the book on the electrification of motorcycles will look like a decade from now. There will be chapters on the startups that led the initial charge and the bikes that changed the public’s perception of electric motorcycles. There will be stories about the throng of electric bicycles that attracted a new generation of riders, the companies that failed to deliver on their promises, and on the manufacturing powerhouses that finally decided to enter the game.

There will also be a chapter on hybrid motorcycles, and it’ll undoubtedly start with a mention of the Kawasaki Ninja 7 Hybrid, the first mass-production strong hybrid motorcycle—Kawasaki’s two-wheeled solution for the modern world, where Zero- and Low-Emissions Zones are very much a reality. Even if they haven’t made their way to the United States, yet.

The Ninja 7 Hybrid is a blend of aggressive Kawasaki styling, larger fairings, and air ducts, the latter two features helping conceal the added hardware and improve cooling. (Kawasaki/)

Hybrid Solutions and More

Keyword in the Ninja 7 Hybrid description is “strong,” which signifies that the Ninja 7 Hybrid’s 451cc internal combustion engine (ICE) and electric motor can run simultaneously or power the bike independent of one another, even if the electric motor is sized for slower speeds (sub-40 mph) and short distances (around 7 to 10 miles).

Action is identical to what you’ve come to expect from a hybrid car, but different from that of a mild hybrid (MHEV), which uses battery power to reduce the engine’s workload in certain situations but not to propel the vehicle. This also differs from a plug-in hybrid (PHEV), which generally uses a larger battery and needs to be plugged into an electrical outlet or charging station. No need to worry about finding a working charging station or fussing with cables; the Ninja 7 Hybrid’s battery is charged while riding via the engine and regenerative braking.

Related: 2024 Kawasaki Ninja E-1 and Z e-1 Electric Motorcycles Announced

The lithium-ion battery weighs around 30 pounds and is carefully mounted inside the rails of the steel-trellis frame. The frame is strengthened near the swingarm pivot area. (Kawasaki/)

Bold and new as the concept might be, at least in the motorcycling world, Kawasaki has long hinted at its intentions to bring forward-thinking models to the market as part of its “work toward a greener future, with the ultimate goal of carbon neutrality.” More evidence of that commitment comes in the form of the company’s all-electric Z e-1 and Ninja e-1 urban commuters, as well as the hydrogen-powered concept that it’s teased.

The 7 Hybrid differs from those models in its attempt to be three motorcycles in one. Think of it as a zero-emissions bike for heavily restricted city centers, a fuel-sipping urban cruiser, and a fully capable canyon carver able to take on 200-plus mile days, suggests Kawasaki.

While the black body panel inserts below the seat appear to provide access to the battery, that’s not the case. (Kawasaki/)

Chassis: Same but Different

While hybrid cars have been a “mainstream” alternative since the early 2000s when Honda released the Insight and Toyota the first Prius, Kawasaki engineers admit that designing a hybrid motorcycle wasn’t easy given the packaging and weight limits innate to motorcycling.

The solution was to pair a lightweight, Ninja 400–inspired steel trellis frame with a reinforced swingarm pivot area to a longer swingarm and bottom-mount shock linkage. This configuration allows the Ninja 7′s battery pack to be located under the seat and for engineers to not dramatically disturb the center of gravity.

Adding a “7″ to the name suggests the bike will be sized and perform more like a middleweight twin than a small-displacement machine. Think, Ninja 650 versus Ninja 400.

The Ninja 7 Hybrid’s swingarm is longer than that on the Ninja 400 or 650 to accommodate the battery. Wheelbase is 6.5 inches longer than the Ninja 400’s. (Kawasaki/)

That mostly feels like the case as you throw a leg over the Ninja 7, though key specs paint a picture of compromise: The 7 Hybrid’s 60.4-inch wheelbase is 4.9 inches longer than the Ninja 650′s and 6.5 inches longer than the Ninja 400′s, while weight (500 pounds) is up 77 pounds when compared to the Ninja 650 and 134 pound when compared to the Ninja 400. Rake is a more relaxed 25 degrees compared to 24 degrees on the Ninja 650 and 24.7 degrees on the Ninja 400, while trail is 4.1 inches, versus 3.9 inches and 3.6 inches on the 650 and 400, respectively. This is a very different motorcycle not only from a performance standpoint, but from a geometry standpoint as well.

Suspension settings are unique to the Ninja 7 Hybrid thanks to a combination of stiffer springs and more aggressive valving, which accounts for the added weight. Dual 300mm front brake discs are used for the same reason. The bike looks very much like a traditional motorcycle with its fairings on, the exception being some unique lines at the rear and a swollen-looking tailsection, which helps conceal the bike’s battery.

The fork and shock use stiffer spring rates and more aggressive valving to accommodate for the added weight. The only adjustment is spring preload at the rear. (Kawasaki/)

Engine and Traction Motor

It’s what’s under those fairings that warrants the most attention; in this case you’re looking at a 451cc parallel-twin engine borrowed from the Kawasaki Eliminator but updated with new velocity stacks, a reconfigured exhaust header, and more aggressive mapping. Said changes are for increased top-end performance, according to Kawasaki engineers, as low-end performance is already bolstered by the 7′s electric motor.

Kawasaki claims that, in Ninja 7 Hybrid trim, the 451cc engine makes 58 hp at 10,500 rpm and 32 lb.-ft. of torque at 7,500 rpm.

The motor is a liquid-cooled, 7kW (9kW max) interior permanent magnet type, mounted behind the engine’s cylinders. Power comes from a 48V lithium-ion battery, cooled via an air duct that runs along the right side of the bike. The motor and battery weigh roughly 29 pounds each, but factor in the additional hardware—including a separate radiator for the electric motor—and you start to see where the Ninja 7 Hybrid’s added weight comes from.

The electric motor sits just behind the cylinder bank of Kawasaki’s 451cc parallel-twin engine. Compared to the engine in the Kawasaki eliminator, this twin uses different intake funnels, header pipes, and mapping for more top-end performance. Rated motor power is 7.0kW, but max motor power is 9.0kW. (Kawasaki/)

Importantly, Kawasaki says that the motor and battery were developed with the help of suppliers (Wamtechnik for the battery, Delta Electronics for the traction motor), but that all electronic management was done by Kawasaki.

There are a few other tricks up the Ninja 7′s sleeve, including Kawasaki’s first Integrated Starter Generator (ISG), which saves weight by combining the functions of the starter motor and generator. More exciting is the six-speed, automated manual transmission that allows riders to select between an automatic or manual button-shift setting. There is no clutch lever or shift lever; in manual, the rider shifts using buttons on the left handlebar switch cluster.

That’s an easy enough thing to comprehend, but a much more difficult one to make work when managing power from an electric motor and engine. Kawasaki engineers admit that, outside of packaging, software management was one of their biggest challenges.

An air duct on the right-hand side of the bike flows cool air toward the battery pack. There’s a similar duct on the left-hand side, for cooling the Integrated Starter Generator. In both cases, air exits from openings in the tailsection (Kawasaki/)

Riding Modes

Complexities don’t end there as Kawasaki has added ride modes to the Ninja 7 Hybrid, including all-electric EV, Eco-hybrid, and Sport-hybrid. Here’s a look at the features and performance available in each of those modes:

EV: Designed for low-speed, short-distance riding, like in residential or restricted areas. The bike is powered solely by the electric motor, and shifts are done by the bike, with shift timing determined by the ECU. Only gears one through four are used.
Eco-hybrid: Intended to be the best of both worlds. The electric motor is used when moving from a start, with the engine starting and coming online at around 2,000 rpm. When stopped, the engine turns off to conserve fuel. Riders can select between automatic or manual transmission settings, though the power is neutered slightly in this mode as the primary goal is fuel economy.
Sport-hybrid: Designed for more spirited riding, making the most of the two power systems. The 451cc engine makes max power and is always on as there’s less emphasis on fuel consumption. Riders are limited to the manual transmission option only.

Closer look at the Ninja 7 Hybrid ride modes and what features are available in each mode. Notice that e-boost is only available in Sport-hybrid, and the idling stop function only in Eco-hybrid. (Kawasaki/)

But, wait, there’s more. Or at least there’s more for very brief amounts of time, as Kawasaki has added an e-boost function, which uses battery power to increase performance for up to five seconds. The feature is only available in Sport-hybrid mode and when certain conditions are met (traveling above a certain speed, throttle is opened past a certain degree, etc.), but increases claimed power output to 68.5 hp and 44.6 lb.-ft. of torque.

The best part? Kawasaki says that, with e-boost activated, the Ninja 7 Hybrid can “initially” out-accelerate a ZX-10R from a standing start.

For slower maneuvers, there’s a walking mode with forward and reverse function. All of this is adjusted and confirmed via the 4.3-inch TFT display which is busy but well organized. Riders can also confirm settings, and check battery status or other important information through Kawasaki’s Rideology app.

Kawasaki’s 4.3-inch TFT display is tasked with displaying an array of information. In this case, the purple e-boost bar suggests that e-boost is available. Once the button is pressed, the purple bars will start to disappear. E-boost is available for five seconds at a time, primarily for battery temperature control. (Kawasaki/)

Ride Mode, Engaged

There wasn’t a ZX-10R on hand during our Ninja 7 Hybrid ride experience to test Kawasaki’s acceleration claims, but flying to Barcelona, Spain, to throw a leg over the bike did give us a chance to try the bike in an area where low-emission zones (LEZs) are already a reality—Barcelona’s ring road LEZ includes a 37 square-mile area where vehicles deemed heavy polluters are prohibited. And while that does not limit motorcycles, scooters, or most late-model family cars, it points to a future where EV and HEV models are rewarded with access to city centers or other heavily restricted areas. And there we were, on the first mass-production HEV motorcycle. Fitting.

There are more surprises as you throw a leg over the Ninja 7 Hybrid, primarily the array of buttons and the unique process for getting the bike fired up and into gear. This is not an overly complex process, but steps need to be taken in the correct order, and it takes a minute to commit that process to memory. For instance, if you plan to leave in EV mode, you must first start the bike using the engine, select EV, then click into first gear.

The Ninja 7 Hybrid doesn’t jump off the line with any amount of aggression until you click over to Sport-hybrid and apply e-boost. In every other mode, fuel economy is the focus. (Kawasaki/)

Kawasaki recognized there would be a familiarization period and took us to the nearby Parc del Fòrum, where we could practice switching between EV and HEV modes, test acceleration, and sample both transmission options. The takeaway? It will take time to get fully comfortable with the added intricacies of the hybrid platform, and while that might deter novice riders who have enough to worry about as they set about on their riding journey, it’s not impossible for this to become second nature.

Moving in and out of Parc del Fòrum was also an example of how beneficial it is to be able to switch over to EV mode when the moment is right; there’s something about easing past people on a quiet motorcycle that changes their perception of “motorcycling.” Back at home in the US, this might look like being the person who doesn’t wake the neighborhood up when they leave early or come home late.

There are a lot of solutions for getting around town, especially in large city centers with vehicle regulations. Kawasaki thinks hybrids offer a unique alternative. (Kawasaki/)

Range is limited to a claimed 7.5 miles in EV mode, though that number varies depending on the riding style. We rode roughly 5 miles through Barcelona’s city center without seeing the EV range drop by more than 2 miles thanks to the regenerative braking system. In normal riding conditions, the battery will go from zero to fully charged in 50 minutes, so you can expect to ride around in Sport-hybrid mode for some time if you completely drain the battery.

Top speed in EV is just under 40 mph, and while the bike does not jump off the line with the same sense of urgency as a high-voltage, all-electric bike, it’s quick enough to keep up with low- to medium-speed traffic in around-town riding.

A battery level on the left side of the TFT display indicates remaining charge. Notice also the battery temp gauge in the top left, and “EV range” readout. Total range on a full charge is 7 to 10 miles, depending on ride style. It takes 50 minutes for the battery to fully charge under normal riding conditions. (Kawasaki/)

Switching from EV to the Eco-hybrid offers a glimpse into the added versatility of the Ninja 7 Hybrid, as you’re no longer focused on battery range—an ever-present concern for EV owners. Emphasis is still on fuel consumption, demonstrated by the soft engine mapping and overzealous shift logic for the automatic transmission, which ensures you go to high gear almost immediately. It’s like playing eco-Monopoly: “Go directly to [high gear]; do not [speed], do not [burn gas].”

Switching to the manual transmission setting enables you to control shifting. Although, admittedly, we’d prefer if you could be in AT mode and temporarily override the computer. In current trim, hitting the shift paddles automatically moves you to the manual transmission setting. That continues to be the case until you select AT again. Again, there’s a lot of button pushing here.

Engineers had to make some compromises when it came to things like wheelbase, but outside of the large tail and extended swingarm, the Ninja 7 Hybrid looks like a traditional motorcycle. Riding position is upright and relaxed, especially considering the sportbike styling. (Kawasaki/)

The handoff between electric motor and the parallel-twin engine is surprisingly seamless and noticeable more from an audible standpoint than anything else. Given that the transition happens at around 2,000 rpm, you’re almost guaranteed to be upright and cruising at low speeds when it happens, so no need to worry about upsetting the chassis as the bike switches to the internal combustion engine.

Even if the bike were to transition while at lean, Kawasaki’s engineers did a good enough job with the software that this wouldn’t be an issue. Of all the things that stand out most on the Ninja 7 Hybrid, it’s how seamless the electronics work, from automatic shifts to the EV/HEV handoff. The same goes for throttle application and regenerative braking system; everything feels as it would on a traditional motorcycle. Nothing interferes with your experience.

Kawasaki says it was important for the first hybrid model to have a sportbike look and wear the Ninja name. The Ninja 400 is one of its bestselling models and people recognize the Ninja name, which helps draw attention to this model. (Kawasaki/)

If all of this makes it sound like riding the Ninja 7 Hybrid is reminiscent of riding a traditional motorcycle, that’s because, well, it is. That’s especially true when you toggle over to Sport-hybrid and put Kawasaki’s 451cc engine to work. The most fuel-efficient approach? Maybe not, but it’s hard to argue with the sporty personality of this latest parallel twin, which willingly pulled us through some of the best two-lane roads lining Barcelona without feeling like it needed to come up for air, and only a hint of vibration to remind you that this is a small-bore machine at its core.

That performance is, of course, without using the e-boost feature, which propels the Ninja 7 Hybrid up to speeds the Ninja 400 could only dream of for up to five seconds. The only problem is that activating e-boost requires you to be aware of its status and have your right thumb on the e-boost button; this takes extra attention and is not something we wanted to be focused on while hunting apexes in the canyons or managing traffic, meaning we used it less than one might expect. There’s probably a reason you don’t see something similar in today’s latest hybrid automobiles.

That said, e-boost makes sense when you’re on the freeway and need extra speed to accelerate past a car. The five-second bursts are just long enough to feel some excitement, without overheating the battery. Perhaps the best example of the e-boost performance level is its ability to throw you back in the seat when used from a standing start.

The e-boost button on the right side of the handlebar is there when you need a little extra power. Mind you, e-boost only works for five seconds at a time and only in Sport-hybrid mode. It doesn’t work at aggressive lean angles, to ensure there are no midcorner surprises. (Kawasaki/)

As for range, we rode in a variety of conditions over our two days on the bike, and averaged roughly 57 mpg, according to the bike’s onboard computer. That includes countless dragstrip-style launches and a spirited afternoon in the canyons, but also a full morning of putting through the city. Typical riding for a bike like this? Not exactly, so we’ll save further fuel economy comments for future testing.

What we can say is that, based on World Motorcycle Test Cycle (WMTC) testing, which measures fuel consumption and emissions in motorcycles, the bike is rated at 58 mpg in Sport-hybrid mode, and 64 mpg in Eco-hybrid mode.

Switch cluster on the left-side handlebar has all of the buttons for switching between ride modes, automatic or manual transmission, and hybrid or electric power. Buttons also enable you to activate Walk mode and navigate vehicle settings through the TFT display (Kawasaki/)

Handling

While packaging and software were a major focus for Kawasaki, handling was also a priority—the whole “three bikes in one” doesn’t hold much weight if the Ninja 7 doesn’t encourage riders to get out of the city and actually ride. Fortunately, the team has done a good job managing the added heft and larger dimensions, creating a bike that doesn’t wave the white flag on a winding section of asphalt.

That’s not to say the Ninja 7 handles like a Ninja 400 or Ninja 650. Those bikes tip into a corner and hold their line with absolute ease, whereas you need to be a little more intentional with steering inputs here. A longer wheelbase means the bike tips in slower, then falls into the corner all at once. You also need to use a little extra input midcorner to keep the bike on your intended line.

Shifts are easily managed by paddle shifters on the left-side handlebar. The throttle has to be open for upshifts, and closed for downshifts. (Kawasaki/)

It’s not a tiring workout though, and again, you’d be surprised at how well the Ninja 7 hustles through a tight section of road. Maintaining a low center of gravity helps, as do the wide handlebars. You sit upright and relaxed, but with enough weight over the front of the bike to attack a corner should you please. Another big help here is the stiffer suspension and reinforced frame, which do an admirable job of keeping the Ninja 7 from wallowing around as the pace picks up. This is still an enjoyable motorcycle to ride quickly.

The Ninja 7 Hybrid’s long wheelbase and added weight mean the bike is not as nimble as a Ninja 400, but it still hustles down a tight mountain road. (Kawasaki/)

Final Thoughts

While the Ninja 7 Hybrid is Kawasaki’s first HEV, it won’t be its last. Kawasaki has already said that it’s working on the next generation of hybrid motorcycles across different platforms. In that regard, the Ninja 7 Hybrid is something like a taste of what’s to come.

Is it a good first taste? We think so. People might expect a first-gen hybrid motorcycle to have teething issues and want to stay away, but there are none here. Fueling is smooth, there’s no hesitation as the bike transitions from electric motor to gas engine, the automated manual transmission works well, and despite being a little heavy, the bike is still plenty of fun to ride when the roads tighten up.

Our only concern is with the added complexity that comes with the many ride modes, buttons, and features you might want to adjust while riding. Owners will probably adapt to that, but it’s something to consider. Perhaps future models will feel a little more “turn-key.”

The beauty of the Ninja 7 hybrid is in its ability to cruise through town on electric power in the morning, and then rip through the canyons in the afternoon without needing to be plugged in or gassed up often. (Kawasaki/)

None of this takes into account price, as Kawasaki has yet to formally announce the Ninja 7 Hybrid for the US market, or suggest a price target. The reality is there are many affordable and economical bikes already on the market (e.g., Honda NC750X), thus sales success will depend on people who feel the benefits outweigh whatever the added cost might be. That may be a small group, smaller even given there aren’t any Zero- or Low-Emissions Zones in the US yet, and given that motorcyclists in the States are motivated more by passion than fuel economy.

Early adopters and those who simply appreciate the tech will, however, be rewarded by a bike that not only writes a new chapter in motorcycling, but does so in a way that isn’t too far removed from riding as we know it.

2024 Kawasaki Ninja 7 Hybrid Specs

MSRP:	N/A
Engine:	DOHC, liquid-cooled, 4-stroke parallel twin
Displacement:	451cc
Bore x Stroke:	70.0 x 58.6mm
Compression Ratio:	11.3:1
Motor Type:	Liquid-cooled, interior permanent magnet synchronous
Battery Type:	48V Li-ion
Transmission/Final Drive:	6-speed/chain, return, electronically actuated, hydraulic automated manual transmission
Claimed Horsepower:	68.5 hp @ 10,500 rpm (Sport-hybrid w/ e-boost)
Claimed Torque:	44.6 lb.-ft. @ 2,500 rpm (Sport-hybrid w/ e-boost)
Fuel System:	DFI w/ 36mm throttle bodies
Clutch:	Wet, multiplate, automated
Engine Management/Ignition:	Digital
Frame:	Trellis, high-tensile steel
Front Suspension:	41mm telescopic fork; 4.7 in. travel
Rear Suspension:	Single shock, spring preload adjustable; 4.5 in. travel
Front Brake:	2-piston calipers, 300mm discs (w/ ABS)
Rear Brake:	2-piston caliper, 220mm disc (w/ ABS)
Wheels, Front/Rear:	5-spoke; 17 in./17 in.
Tires, Front/Rear:	120/70-17 / 160/60-17
Rake/Trail:	25.0°/4.1 in.
Wheelbase:	60.4 in.
Ground Clearance:	5.9 in.
Seat Height:	31.3 in.
Fuel Capacity:	3.7 gal.
Claimed Weight:	500 lb.
Contact:	kawasaki.com