Kawasaki’s Ninja 250 reigned unchallenged for years as thequarter-liter sportbike in America. It faced zero direct competition from Kawasaki’s Big Four rivals, despite the little Ninja’s obvious popularity. Instead, manufacturers seemed content to chase the higher margins afforded by the larger displacement Supersport and Superbike classes. Then the motorcycle market crashed, with the sportbike segment high-siding… Now as the market stabilizes, more manufacturers see wisdom (or is it necessity?) of producing fun, affordable bikes to court a new generation of riders.
Honda was the first to challenge Kawasaki with its CBR250R. The 2011 model year debut showcased some of Honda’s engineering might – with features like the off-set cylinder head on its liquid-cooled Single. It also offered big-ticket newbie-friendly features like optional ABS and linked braking. While it thankfully provided sportbike initiates with a second option, it couldn’t displace the Kawasaki in our 2011 CBR250R vs. Ninja 250R comparison.
Two years after the CBR affront, Kawasaki delivers its Ninja 300, powered by a now-296cc Parallel Twin. Those extra 47 cubes impressed during the 300’s First Ride introductionlate last year. But the other redesign changes and additions on the Ninja, like its slipper clutch, make this Kawasaki a comprehensively better bike than its predecessor.
The above statement doesn’t bode well for the Honda, of course, but the CBR showed true Samurai spirit by not flinching in this 2013 comparison test. Down 47cc, the CBR squared off against its bigger Ninja rival in MotoUSA’s standard showdown format. Our test kept to the streets (in hopes that we may follow up this year with a track test), with a mix of freeway, city and canyon carving duties surrounding our offices in Southern California. We ran the little rippers on the in-house dyno and weighed them on the scales, as well as gathered the usual performance test data as best we could.
As author of the Ninja 300 First Ride and well-versed with the previous 250 iteration, I serve as author and chief test rider alongside our do-it-all editor/video guru Justin Dawes. Chasing my colleague on Ortega Highway with the throttle pinned, my little CBR screaming at redline… we were far from a triple-digit pace, but both of us were grinning. True, these entry-level bikes are a critical segment for the motorcycle industry. But they also deliver a legitimately fun riding experience. Here’s what we discovered.
It’s no surprise the brave little CBR250R takes some knocks in this shootout. It fell short to the Ninja 250R two years ago, so there was little hope of besting a more refined 300. But like a scrappy fighter punching above its weight, the Honda acquits itself well as an entry-level commuter, and even lands a couple performance shots against the bigger brawler.
The CBR’s obvious deficit comes from the 47cc disparity of its 249cc liquid-cooled Single. On the MotoUSA dyno it registered 23.75 peak horsepower and 15.66 lb-ft of torque - giving up a staggering 11.66 horsepower to the new Ninja. Against the older Ninja 250, the CBR’s Single also lacked peak top-end power, but it countered with more pleasing torque down low. Against the 300, however, the Honda faces a sizable power deficit across the entire rev range. It only comes close to catching the 300 with its mid-range kick, around 6000-8000 rpm, and even then gives up a couple ponies. After 8K the CBR signs off and watches the Ninja make tracks with its robust top end.
Riders don’t need a dyno to determine the more powerful mill on the street. The CBR’s bottom end, formerly its saving grace, now feels lackluster compared to the much-improved Ninja. The Honda’s acceleration data says it all, as our test rider required an extra 2.58 seconds to get up to 60 mph. And once on the move the CBR can’t match the Ninja in roll-on power, as it struggles to keep its green rival in the crosshairs. The performance gap was particularly notable on the freeway, during inclines and when gassing out of a corner.
“The Honda’s power is lacking in comparison to the Ninja as you would expect,” admits Justin. “Even so, it still is pretty peppy for a 250cc Single. Keep it spinning and the little quarter-liter Honda will scoot.”
The Single does make for an easy-to-ride powerplant, and only in comparison with the now-larger Ninja does it seem timid. As a stoplight-to-stoplight commuter its tractable powerband and low gearing excels. Seamless fueling and a forgiving throttle response ensure newbies aren’t overwhelmed either. However, the CBR’s EFI advantage is now canceled out by the once-carbureted Ninja’s upgrade to fuel injection.
Engine vibration is another area where the CBR gives ground, owing to the Ninja’s improvement. Where the Honda was once praised for smoothing out the inherent vibes produced by a Single (thanks to its gear-driven counter balancer), by making the Ninja’s Twin less buzzy, Kawasaki shifts the vibration disadvantage back to Honda. For what it’s worth, the single-cylinder CBR does emit more polite exhaust tones, registering 82 dB at idle and just 91 at half-redline (5250 rpm) - compared with an 88/97 dB registry from the Kawasaki.
“The CBR’s mill revs slower and just doesn’t have any sort of rush,” says Justin. “It’s acceptably smooth unless you let your knees touch the bike, then you realize how well the footpegs and handlebars are dampened.”
A well-sorted six-speed transmission makes for easy launches, with the Honda offering a light clutch lever pull. Our testers find no serious fault with the Honda transmission, but the Kawasaki’s clutch provides smoother engagement.
“While the CBR shifted just as well as the Kawasaki, the clutch just didn’t have the feel and actuation of the Ninja. Not a deal killer for sure, it just wasn’t quite as good,” rates Justin.
here’s also the matter of the slipper functionality offered by the Ninja's clutch – a clear advantage for the Kawasaki. The CBR does nothing wrong or unexpected, but bang thru the gears with an ill-advised downshift and the rear end will hop, skip and chatter where the Ninja’s does not.
But it’s not all doom and gloom for the plucky Honda! Our testers deem the CBR brakes superior to the Ninja, despite a 60-0 braking evaluation that actually shows it at a slight disadvantage (143.4 feet to 141.8). Both mounts feature single-disc fronts, but the Honda’s Nissin calipers deliver a more forceful initial bite and enhanced lever modulation. The CBR’s ABS and linked braking also feels more effective in action. The back-to-front linked system may not be favored by all, including our dirt-oriented editor, but the newbie-friendly feature does settle the front end for a controlled stop.
“Although I’m not a fan of linked brake systems or ABS,” admits Justin, “the CBR brakes bring you down from speed with excellent power and better-than-expected feel.”
Lightweight handling and easy flickability are two more areas where the CBR shines. Its 366-pound curb weight scrubs a full 20 pounds from the Ninja, but we'd guess the sprightly Honda even lighter by the way it hustles. A physically narrower bike, the slender CBR sports a 1.4-inch shorter wheelbase (53.9 inches) and two-degree steeper rake (25.0 degrees). This geometry translates into a sharp-cutting ride when the road kinks up.
“The Honda was so light and flickable in the turns, and for me that was the deciding factor,” says Justin. “On the bigger bumps the chassis would protest, but the trade-off on the tight mountain roads was worth it.”
A non-adjustable 37mm conventional fork holds up well in slash-and-dash maneuvering, but starts to flex when pressed hard. Quick to turn in but twitchier as well, the nimble CBR gains agility at the expense of high-speed stability – where the larger Ninja fares better.
The dimensions of the Honda make for a more compact cockpit, ideal for shorter riders. A 30.5-inch seat height makes for an easy reach to the ground, but taller riders will find the footpegs cramped.
“The Honda is a smaller machine all over and would definitely be my choice if I were a small statured rider,” reckons Dawes, adding: “If I could have taken the CBR’s seat with me when it was time to ride the Kawasaki, I would have.”
Both MotoUSA test riders agree the Honda’s cush seat is far comfier than the Ninja’s stiff perch. We also found the CBR’s bodywork and windscreen, while less encompassing, to be quite effective. These two aspects make the Honda our preferable mount for pounding out freeway commutes.
Honda fit and finish is evident in the levers and controls, and the CBR feels sturdy and well made. However, the instrument console already looks dated, particularly compared to the new Ninja. Another gaffe is the fuel cap, which fully detaches from the tank instead of retracting up. While more of a chore to fuel up, the CBR does deserve credit for its more miserly fuel usage. We observed a 58.7 mpg fuel efficiency aboard the Honda, with the Kawasaki measuring 53.2 mpg. Forced to ferry the 200-plus pound weights of our test riders, the Honda should net well over 60 mph for lightweight riders and more forgiving throttle hands.
Frugality at the pump extends to pricing, where the CBR makes its most impassioned case to consumers. The 2013 model bumps MSRP up $100 to start at $4199, with our ABS model ringing in at $4699. Honda undercuts the base model Ninja 300 by $600, with the ABS version an even tidier $800 value. Kawasaki will counter that the performance gains offset the pricing disparity, and we’d agree. But a budget-minded newbie or commuter can beg to differ, with justification.
In this comparison the Honda clearly suffers from its 47cc displacement handicap, but there’s much to hail about the humble CBR. Riders should praise its cost-effective fun and utilitarian functionality. Most important for consumers, the once moribund entry-level class has been stoked up by this little 250’s challenge.
Kawasaki answered Honda's CBR250R volley with a full-salvo of its engineering might. Team Green’s littlest Ninja hasn’t exactly been a fresh face over the years, going virtually unchanged for two decades until a redesign for the 2008 model year. Even then the 250R retained its old carbs to keep costs down, befitting of a bike designed during the Reagan administration. This new Ninja 300, however, is a complete overhaul – and a far superior design than its predecessor.
The Ninja’s 296cc Parallel Twin outperforms the CBR Single to a shocking degree. Those 47 extra cubes reflect a 19% increase in displacement, but deliver 49% more peak horsepower. Sure, the Kawasaki is an unrepentant displacement cheater (just like the 636cc ZX-6R), but it does a fine job of it!
“It’s really no contest; from the bottom all the way until redline the Kawi spanks it’s competition. With the 300, highway work is no longer a scary proposition,” states Justin.
There’s no measure of engine performance where the Ninja doesn’t earn an easy win. Acceleration and roll-on power, it’s no contest – not even close. Low end torque, it has the CBR covered, easily. And that’s its weakest area. Once the familiar top-end biased power curve of the old 250 asserts itself, the new 300 takes off. It’s like the old Ninja, plus seven to eight horsepower – everywhere. It still prefers to have its neck wrung up at the top end, near the pleasingly high 13,000 rpm redline, but unlike the previous 250 it doesn’t demand that it be flogged. Riders can now putter along lower in the rev range without trouble, if they so choose.
On the street the Ninja outpaces the CBR at will. Uphill sections saw the Ninja rider easily check out, while the CBR pilot struggles to keep pace. Same goes with corner exit and passes on the freeway/highway. Any twist of the right wrist sees the Kawasaki rider enjoy an advantage.
In virtually every aspect, the Ninja has improved. Engine power, yes, that’s far superior – to belabor the point... But the power delivery itself is more refined. The new electronic fuel injection is smooth, and the throttle is lively without being herky jerky. 21st century riders will appreciate the ditched choke and carbs that adorned the previous 250, as this 300 fires up immediately sans any fueling hiccups.
The 300 also features a notable reduction of engine vibration. The previous Ninja was a buzzy ride, with vibes rattling up into the tank and bars. The revised 300 quells that buzz, with the few escaping vibes nominal – less noticeable than the CBR at any rate.
A six-speed gearbox is on par with that found on the Honda, but the Ninja goes one better with its F.C.C. clutch featuring assist and slipper functionality. Justin notes, “the clutch feel from the Kawasaki was slightly better from a standstill than the CBR, and it shifted smooth and without issue during our time on it.”
The slipper clutch is a boon for the Ninja’s user-friendliness. Where aggressive downshifts on the CBR are met with unsettling tire chirps or worse, the Ninja’s drivetrain exhibits no hint of stress or traction loss.
Turn-in on the Ninja is slower than the eager CBR, but not by much. And saying the CBR is more flickable does not imply the Ninja is a slug! Nor do those extra 20 pounds added to the 386-pound Ninja make it feel portly. The Kawasaki is eager to attack ribbons of asphalt, and its tauter chassis better handles high-speed sweepers.
“Kawasaki would be my choice thanks to the more settled suspension,” says Justin. “It soaked up the road’s imperfections better. However, the steering was a tick slower than the Honda and it took slightly more effort to change direction.”
A slightly longer wheelbase and compliant suspension make for a composed ride – as the Kawasaki better absorbs potholes and road imperfections. If the Ninja had a forgiving seat, it would easily be the more comfortable mount, particularly since its ergonomics better suited our test rider’s larger dimensions. As it stands – or sits – the Ninja’s seat felt awful compared to the softer CBR perch – though the extra legroom and relaxed riding position are appreciated.
“The larger chassis of the Ninja 300 will fit a larger variety of riders,” explains Justin. “There is more legroom and the rider’s triangle seems more relaxed. While the seat was much harder than the CBR, the increased legroom made long days in the saddle more bearable.”
The Kawasaki’s brakes left us flummoxed. In past comparisons the 250 Kawasaki rated highly, but the 300’s front stopper left much to be desired. Both the Honda and Kawasaki source a single-disc front, but the Ninja’s offered notably less bite and feel than the stout Honda.
“The front brake on the Kawasaki felt mushy on the street. Perhaps it was in need of a bleed, but as it was the braking was less than stellar,” agrees Justin.
Honda still gets a leg up on fit and finish, particularly the controls and levers. But the instrument console is an easy win for the Kawasaki. The CBR display looks clean enough, but certainly is cast appropriately aboard a budget sportbike. The Ninja, meanwhile, sports a clean, easy-to-read display with large analog tach and right-side LCD display featuring digital speedo with tripmeters, clock and fuel gauge. It’s everything a rider needs.
“The instrumentation on the Kawasaki looks like it came off a Ninja ZX-6R or ZX-10R,” reckons Justin. “The rev counter is slightly easier to read than the Honda.”
The CBR indeed nets an extra 5 mpg in fuel efficiency. However, the Ninja offsets this with its 1.1-gallon larger fuel load. At the 53.2 mpg we observed its 4.5-gallon tank should stretch out a 239.4-mile range – almost 40 more miles than the Honda.
Styling for the 300 does a laudable job mimicking its larger Ninja siblings. The green/black special edition livery didn’t really click with our testing crew, which preferred the red/white/blue lines of the CBR – but we’ll defer the styling debate as a matter of personal taste. The 300 does look more like a big-boy/girl bike than previous entry-level Ninjas, and the displacement moniker is notably absent from the bodywork.
The 300’s premium look and performance comes with a corresponding price tag - $4799 for the base model, with the as-tested ABS version $5499. In ABS trim the Ninja 300 is $800 more than the CBR250R, and $600 more in non-ABS standard mode. The pricing disparity is almost as much as the forthcoming Honda CBR500R, which retails for $1000 more than Ninja 300 ABS and $1200 standard. As silly as a displacement war sounds for the entry-level class, Kawasaki may get a dose of its own medicine if consumers deem the CBR500 a better value. But that assumption depends on the performance of the 500, as it may just prove the new little Ninja’s true potency – and we’d reckon the Ninja 300’s performance on par, at least, with the old Ninja 500.
But that 300 vs. 500 challenge will have to wait for a future comparison… In this review, there’s no match for the Ninja 300.
FOR MY MONEY PICKS:
Justin Dawes – Kawasaki Ninja 300 “It’s really a no brainer for me which bike I would go for here. The Kawasaki smashes the CBR in terms of performance. It’s not even a contest at anytime. While the CBR can get into corners better, it makes no difference when the Ninja just blasts past it with ease on the exit. On the highway and commuting, the littlest Ninja feels like a large bike with enough oomph to move through traffic. Now the real question is - how will it compare to the CBR500R?”
Bart Madson – Kawasaki Ninja 300
“The Ninja 300 bests the CBR with its impressive engine performance. I expected as much after I first rode it last year, but the side-by-side comparison surprised me by how just much it covers the Honda. The Ninja 250 was already a favorite, and the 300 pretty much fixes all my complaints on the previous model. Fuel injected and no more buzz at the tank and pegs, and a slipper clutch… the poor CBR really had the cards stacked against it.
"Aside from the Ninja's uncomfortable seat and weak, by comparison, brakes – there’s not a whole lot to gripe about! Except price, yeah, I’ll gripe about that. It’s a better bike for sure, but I remember that 2007 Ninja 250 was just $2999. Our 2013 Ninja test bike featured ABS and slipper clutch, but the cost of entry for Kawasaki sportbikes has nearly doubled within a six-year span. Improved performance is great, but manufacturers need to ensure prices remain affordable.”
http://www.motorcycle-usa.com/9/15984/Motorcycle-Article/Kawasaki-Ninja-300-vs--Honda-CBR250R.aspx
It is a light weight bike with 250cc, 4stroke . 4 cylinder Engine . It has very good design and performance. The Honda Cbr 250R has very good looks from all of the views.
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