Imagine two machines so powerful that they blur the line between motorcycle and myth. One’s a four-wheeled beast with a Viper engine; the other, a supercharged predator built for the track. But only one can claim the crown.
The Dodge Tomahawk and Kawasaki Ninja H2R aren’t just motorcycles—they’re declarations of engineering audacity. With its car-sized V-10, the Tomahawk screams, “look what’s possible,” while the H2R, a track-focused missile, whispers, “This is what’s achievable.”
Both push boundaries, but in wildly different ways. In this ultimate showdown, we’ll pit these legends head-to-head to uncover which one reigns supreme for riders chasing speed, power, and pure adrenaline.
1. What Happens When a Car Engine Meets a Motorcycle?
The Tomahawk isn’t just a motorcycle—it’s a Dodge Viper on a hunger strike. Borrowing its 8.3-liter V-10 from the iconic sports car, this beast churns out 500 horsepower and a tractor-like 525 lb-ft of torque.
Dodge Tomahawk V10 Engine
The H2R takes a different route. Its 998cc supercharged inline-four might seem modest next to the Tomahawk’s V-10, but don’t be fooled.
That tiny blitzer spins at 130,000 RPM, force-feeding the engine 53 gallons of air per second. The result? A “mere” 310 horsepower (326 with ram air) that feels like a lightsaber cutting through asphalt. The contrast is stark: brute force versus precision engineering.
The Tomahawk roars with muscle-car swagger; the H2R hisses like a lab-built predator. But which approach wins? Let’s dig deeper.
Kawasaki SuperCharged H2R Engine
2. Can the Tomahawk Really Hit 400 MPH?
Dodge once claimed the Tomahawk could hit 420 mph. That’s faster than a Boeing 747 at takeoff. But no one’s ever tested it.
The only verified speed? A humble 100 mph during internal tests. Experts dismiss those sky-high numbers as physics-defying fantasies, blaming drag, stability, and the fact that four wheels don’t magically make a motorcycle a spaceship.
Meanwhile, the H2R doesn’t deal in fairy tales. Turkish racer Kenan Sofuoglu clocked 249 mph (400 km/h) on a closed bridge—a feat backed by data, not daydreams. It’s 0-60 mph time? 2.6 seconds. The H2R isn’t just fast; it’s proven fast.
Dodge Tomahawk V10
3. Concept vs. Reality
The Tomahawk’s design is pure sci-fi. Four wheels, a chassis milled from 750-pound aluminum billets, and a hydraulic parking stand instead of a kickstand. It’s a rolling art piece, meant to shock and awe.
The steering locks at 20 degrees, making U-turns a nightmare, and its 1,500-pound heft feels like piloting a small elephant.
The H2R plays a different game. Carbon fiber winglets slice through air, generating downforce at speed. Its trellis frame and self-healing silver paint scream, “function meets flash.”
But the real magic lies in its tech: traction control, launch control, and an electronic steering damper keep its 200+ mph fury in check.
The Tomahawk wins for sheer audacity. The H2R? For making insanity feel manageable.
4. Could You Actually Ride These Monsters?
Let’s be real: neither bike belongs on your daily commute. The Tomahawk is non-street-legal, weighs as much as a Harley-Davidson plus a Honda Civic, and handles like “two motorcycles in ultra-close formation,” according to one rider.
It’s a garage queen—a $1 million sculpture for billionaires with a thing for drama.
The H2R isn’t much friendlier. At 476 pounds, it’s lighter but still a track-only beast. Its 170-decibel scream violates noise rules at most circuits, and its throttle can bite like a rattlesnake if disrespected. But it’s rideable. With electronics taming its fury, skilled riders can actually harness its power.
5. Owning the Unobtainable: What’s the Real Cost?
The Tomahawk’s original $555,000 price tag ballooned to 1+ million today—for one of just nine ever built. It’s less a motorcycle and more a flex, like owning a Picasso with handlebars.
The H2R? At $55,000, it’s a bargain by comparison. Sure, it’s not street-legal, and Kawasaki limits production to keep it exclusive. But for serious riders, it’s a ticket to the upper echelon of speed—no trust fund required.
