Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/125812
N "> g by Dave Schoonmaker When I thin k of Kawasaki, I generally think of performance. Kawasaki has become associated with performance by no i'ccident. Their styling and advertising reflect it, let alone horsepower. At the same time it's easy to see many ways in which the designers have allempted to allow for C>. N .... Ol N " a " til !:: w the z W .J U >U SON OF WOOPER· creature comforts and have actuaIly managed to give the bike to an extent, and the rider even more, a splIt personality. It's easy to say that the Kawasaki 350 S2 Three is a performer. The bIke IS definitely the little brother of the 500 and 750. Acceleration is thrilling, not necessarily because it is so fast, but because of the way it happens. The S2 has a huge lump in its power band, which occurs between 6,500 RPM and some distance above red line. The front wheel lifts abruptly in first gear. regard Ie s of your ~eigh t plaeemen t. Unless you wind it in first. the gap to second will slow things down, but after second it's square in the powerband with each change. (Neutral is very easy to find but unfortunately sometimes fourth isn't.) RPMs rise and fall quickly. as you proceed through the gears, and It takes much personal persuasion to stOp accelerating at the end of third (about 60 MPH). The engine vibrates a little, just enough to let you know thattbmgs are happening below. You can qUIckly gather the attraction of John Law; much more qu;;kly than you mlgh t have intended. Take the 350 Tbree up to the canyons and quickly you're baving p~es of fun and going blurry fast. The bIke handles sO weli and has so much ground clearance, that frequently I found myself out on the ragged edge wondering, "What am I doing?" Every time I started to just brush the foorpegs, the tires would be about gone, and I would generaIly be beyond my abilities for street riding. The handling of the bike quickly reminded me of an old Spanish two-stroke that I used to straighten curves with. That is, it reminded me until I reached a high speed comer at a brisk pace. Then it reminded me of many Kawasakis I've known. Slow oscillations began to set in. The 2 has such good basic handling characteristics that the wallows never became wobbles, but it always felt like they could. Up to 70 MPH the 350 drops into corners witl. great ease, holds a good line over bumps, and gives enough to let you change your mind. Part of the handling must be due to the suspension. The front forks worked, were maybe a little stiffer than comfortable, and never leaked a bit. The rear shocks were just the ticket for either hard pushing or two up riding. With the springs at the softest setting the spinal column takes a fair to middlin' beating until the extra person climbs on. For two-up riding the suspension has to be the best 1've e~er encountered. Springing and dampenmg are perfect. Herein lies one of the biggest emotional hang-ups with the S2. How come it's either a GP roadracer or a two up touring bike? How can a bike do that? Everything seems to come off that way with the exception of the gas tank and the mileage accrued. The tan k holds lots of juice for the way it looks (3.3 gal.). But the gas mileage is abominable. With one person on board the S2 went 79 miles before reserve (26 MPG). with two it went 70 miles (23 MPG). No doubt, more could be eaked out, but not many people will ride the Three that way. I kept checking mileage all through the time I had the S2 just because I couldn't believe it. I know of many Kawasaki 500's that get 35-40 MPG. It wasn't a mechanical problem either as the bike was from California Kawasaki in Santa Monica and was tuned perfectly. To add insult to injury the S2 will run on regular but pings at high RP~ls. It purred on good premium, If you added some saddlebags full of gas it would make a nice 350 tourer. The gearing supplied on the bike reinforces jts schizoid nature. First impression is that the bike is geared low, for acceleration. It's true that it's geared fairly lo\v, but how convenient; at 70 MPH it is hitting 6,500 RPMs. That means lots of power and 6,500 RPMs just happens to be a speed where the engine runs very smoothly. At 60 MPH it will give you some grief getting up hills with a passenger, but at 70 MPH it will accelerate up the same hil!. I f it was geared higher you could probably cruise at 80 but not 70. The seat caused me some apprehension when first looking at it. It Photos by Friedman & Schoonmaker Fortunately you have your choice; to lock or not to lock. The 350 leaked a little around the tach cable. And it left some scuzzies around the end of the exhaust pipes. Ah, immeasureable chagrin, the 52 gets the old 500'5 clutch case puncher (brake leverl. Helmet and seat lock.