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Produced as a private venture by Kawanishi with the more powerful 1,850 hp Nakajima ''NK9A'' ''Homare'' ''11'' engine replacing the Mitsubishi ''MK4C Kasei 13'' engine, the prototype N1K fighter flew in December 1942. It still carried the mid-mounted wing of the original floatplane design, which with its large propeller, required a long, stalky landing gear. It had a unique set of automatic combat flaps that were acceleration-sensitive, reducing the likelihood of a stall in combat. However, it was susceptible to entering an unrecoverable spin if handled roughly, making it extremely dangerous for inexperienced pilots.

Produced as a private venture by Kawanishi with the more powerful 1,850 hp Nakajima ''NK9A'' ''Homare'' ''11'' engine replacing the Mitsubishi ''MK4C Kasei 13'' engine, the prototype N1K fighter flew in December 1942. It still carried the mid-mounted wing of the original floatplane design, which with its large propeller, required a long, stalky landing gear. It had a unique set of automatic combat flaps that were acceleration-sensitive, reducing the likelihood of a stall in combat. However, it was susceptible to entering an unrecoverable spin if handled roughly, making it extremely dangerous for inexperienced pilots.

The NK9 engine, although powerful, was unrefined due to its rush to production. Aside from the problematic engine, poor heat-treatment of the wheels could cause the landing gear to break off when the fighter attempted to land. It was reported that more N1Ks were lost by landing-gear failures than to Allied forces. Despite these problems, the Kawanishi fighter was deemed promising and subsequently evaluated by the Navy. As it was faster than the [[Type 0 Fighter Model 52|Mitsubishi A6M5]] (Zero-fighter Model 52) in service at the time, had an even longer range than the Mitsubishi J2M ''Raiden'' interceptor and the ''17-shi'' project (the [[Prototype Reppuu Late Model|Mitsubishi A7M ''Reppū'']]) was facing trouble, the prototypes were ordered into production as the '''''N1K1-J'''''. The ''J'' suffix indicates a land-based fighter modification, just as a J-prefix indicates a purpose-designed land-based fighter.

The NK9 engine, although powerful, was unrefined due to its rush to production. Aside from the problematic engine, poor heat-treatment of the wheels could cause the landing gear to break off when the fighter attempted to land. It was reported that more N1Ks were lost by landing-gear failures than to Allied forces. Despite these problems, the Kawanishi fighter was deemed promising and subsequently evaluated by the Navy. As it was faster than the [[Type 0 Fighter Model 52|Mitsubishi A6M5]] (Zero-fighter Model 52) in service at the time, had an even longer range than the Mitsubishi J2M ''[[Raiden]]'' interceptor and the ''17-shi'' project (the [[Reppuu|Mitsubishi A7M ''Reppū'']]) was facing trouble, the prototypes were ordered into production as the '''''N1K1-J'''''. The ''J'' suffix indicates a land-based fighter modification, just as a J-prefix indicates a purpose-designed land-based fighter.

The N1K1 entered service in early 1944 and proved highly effective against American fighters, being the only one of its contemporaries that could match its enemies - F6F Hellcats and F4U Corsairs - and even outperform them with the guidance of an ace pilot. Rare for a Japanese fighter was the N1K's resilience, a significant upgrade from the fragile Zero-fighters. Although formidable, the N1K1-Js were still unreliable - both the troublesome NK9 engine and complicated undercarriage frequently failed. Altogether, 1,007 N1K1-Js were produced, including prototypes.

The N1K1 entered service in early 1944 and proved highly effective against American fighters, being the only one of its contemporaries that could match its enemies - F6F Hellcats and F4U Corsairs - and even outperform them with the guidance of an ace pilot. Rare for a Japanese fighter was the N1K's resilience, a significant upgrade from the fragile Zero fighters. Although formidable, the N1K1-Js were still unreliable - both the troublesome NK9 engine and complicated undercarriage frequently failed. Altogether, 1,007 N1K1-Js were produced, including prototypes.

Merely four days after the N1K1-J's first test flight, the '''N1K2-J'''<nowiki/>'s development had begun. This new design resolved the N1K1-J's teething issues, such as the mid-mounted wing and poor landing gear design. The wings were lowered, facilitating a shorter, conventional undercarriage, while the fuselage was longer and the tail redesigned. The N1K2-J was also designed to be substantially easier to produce with just over a third of the parts of the N1K1-J. The Nakajima NK9 engine was retained as no viable alternative was available, despite its still questionable reliability.

Merely four days after the N1K1-J's first test flight, the '''N1K2-J'''<nowiki/>'s development had begun. This new design resolved the N1K1-J's teething issues, such as the mid-mounted wing and poor landing gear design. The wings were lowered, facilitating a shorter, conventional undercarriage, while the fuselage was longer and the tail redesigned. The N1K2-J was also designed to be substantially easier to produce with just over a third of the parts of the N1K1-J. The Nakajima NK9 engine was retained as no viable alternative was available, despite its still questionable reliability.