21
REVIEW
250cc road bike comparo
The new upstart (Honda CBR250R), the veteran campaigner (Kawasaki Ninja 250R) and the Korean challenger (Hyosung GT250R) battle it outWHAT WE LIKE
- The Kawasaki’s brakes
- The Honda’s refinement
- The Hyosung’s styling
NOT SO MUCH
- The Hyosung’s racy ride position
- The Kawasaki’s dated instrumentation
When the Learner Approved Motorcycle Scheme was rolled out everywhere bar Western Australia in recent years – a scheme that allows novice riders to ride motorcycles of up to 660cc provided they don’t exceed a maximum power-to-weight ratio – many thought the death knell for the 250cc class had sounded. After all, why would a learner rider buy a ‘humble’ 250 when they could buy something like Suzuki’s budget-friendly GS500F, Kawasaki’s capable KLR650 or Yamaha’s sexy FZ6R?
However, the class’s predicted demise simply didn’t eventuate. Indeed, if anything, it’s powering ahead, with 250s filling the first and third slots on the top 10 list of Australia’s best-selling road bikes (Federal Chamber of Automotive Industries sales data, January 1 to June 30, 2011). So, who are the big hitters in the 250cc class? Let’s take a closer look at the category’s top-selling trio.
LIFE AT THE TOP
Kawasaki has dominated the class with its Ninja 250R for years. Introduced in 2008, the Ninja was basically a ZZ-R250 with freshened-up styling and a new name, the ZZ-R in turn representing a similar revision of the GPX250, itself a mild update of the GPz250 of 1983. Cosmetics aside, the Ninja 250R has changed very little in all that time – it still utilizes carburetors for fuelling and it has purely analogue instrumentation, yet to this day it continues to be a sales smash hit.
The Hyosung GT250R arrived in 2006, the Korean contender based upon the GT250 Comet, a model that traces its roots to 2002. The model received electronic fuel injection in 2009, and for 2011 it has new graphics.
The Honda CBR250R is the new upstart, introduced to Australia in April of 2011. Powered by a single-cylinder engine (compared to the Kawasaki’s parallel-twin and the Hyosung’s V-twin), the Honda is fuel injected and produced in Honda’s Thai manufacturing facility.
As of June 30, 2011, the Kawasaki Ninja 250R was Australia’s best-selling road bike, with 1093 examples sold over the first half of the year. However, the new Honda CBR250R is nipping at its heels, with 889 examples sold, even though it didn’t go on sale until early April. The Hyosung GT250R is the third-best-selling 250, but trailing some distance behind the other two, with 190 units sold by mid-year.
Pricing is crucial in this category and Honda sparked an all-out price war when it released its $5490 CBR250R at the start of April. It wasn’t long before Kawasaki and Hyosung responded, dropping the Ninja 250R and GT250R from $7499 and $6990 to $5999 and $5490 respectively.
The Bikesales Network crew recently grabbed the trio to put them through the acid test, giving them a run on traffic-choked city streets, up tight and winding routes through the hills – even a little bit of freeway work. While the power-to-weight ratios of all three are in the same ballpark and they all readily rose to any challenge placed before them, over the course of a run around Melbourne’s Port Phillip Bay, nuances in their respective characters began to emerge – some subtle, others less so.
By the way, we attempted to source a Daelim VJF250 and Megelli 250R for the comparison test, but the respective importers couldn't supply them in time.
SHOW ME THE ROPES
While each of these bikes is an able and relatively affordable commuter, their basic design brief prioritises one aspect over and above all others – they must each serve as a faithful entry-level machine. To that end they must be light and manageable, with predictable handling and braking, and light, responsive controls. Throw some bling and racy styling into the mix and a manufacturer should be onto a winner – sounds easy, doesn’t it?
Get it right and learners will build their skills without any nasty surprises, hopefully going on to enjoy a life-long love affair with riding. Get it wrong and the bike in question will soon be up for sale, or – worse – thrown down the road. It’s a crucial ‘seed’ class for motorcycling, vital to the on-going health of the motorcycle industry and the extended motorcycle community.
Of course, as far as the three best-selling 250s are concerned, we’re talking about the cream of the crop – and that winning formula is evident when you hop aboard a CBR250R, GT250R or Ninja 250R.
First impressions count, as they do at the start of any relationship, and in this respect each of these machines is a clear winner. The fit and finish of all three is of a high standard, although the Honda has the edge when it comes to the cosmetics – its instrumentation is smart, modern and informative, a step ahead of the Hyosung and especially the Kawasaki, whose analogue dials (single trip meter, no clock) are starting to show their age. The Hyosung’s sharply-styled bodywork was hard to fault and is complemented by an LED taillight, but its seat didn’t appear to be quite as refined as those on the other two, the padding material (or perhaps the padding process) leaving the perch with a slightly lumpy appearance.
My first mount was Kawasaki’s Ninja 250R. On a chilly Melbourne winter’s morning it required some input from the manual choke and a few minutes’ warm-up time to settle into a happy idle, but after moving off into the cut and thrust of inner-city traffic, it soon became clear why it’s the market success it is.
The ride position is upright and relaxed, with just a slight forward lean and a minimum of pressure on the wrists. Like all three bikes, it’s slim, light and easy to manage, both at low speed when on the go or while pushing it around the garage.
HIT THE PICKS
The Ninja has the heaviest clutch lever of the three but it still won’t pose any problems, even in extended stints of stop-start traffic. Its six-speed gearbox is really quite refined for a 250 – and quite an old design at that – while its braking package was easily the best of the bunch. As numerous runs down the steep, hairpin-laden run from Arthur’s Seat would show, the single-petal-disc, twin-piston front brake offered appreciably more power than even the Hyosung’s twin-disc set-up, yet still with enough progression and feel to allow a novice rider build their skill with confidence.
That said, the brakes on the Honda and Hyosung are entirely adequate. You don’t want savage braking bite in an entry-level machine, nor do you want stoppie-inducing power. While the Honda’s anchors were marginally more powerful than the Hyosung’s, both machines are well up to the job of washing off the speeds of which these bikes are capable. Incidentally, I should point out that we tested the non-ABS version of the CBR250R. A $500 extra, the benefits of ABS in an emergency are clear. Does ABS help a learner rider get to grips with pinpointing the limits of a tyre’s adhesion to the road, or the complex interplay of dynamics between the front and rear brakes’ operation? Of that I’m not so sure – it would certainly be interesting to compare crash stats of ABS and non-ABS CBR250Rs down the track – and the level of braking skill of the riders of each format.
The Honda is the sweetest steerer of the three, a fact also borne out over the winding Arthur’s Seat road. It’s wonderfully neutral – ditto the Ninja – but it is the most nimble of the three, hands down. It’s the lightest bike here – helped out by its small 13-litre fuel tank – and it has the shortest wheelbase; both aspects do their bit to boost the bike’s handling credentials. The Kawasaki is also no slouch and always felt thoroughly planted through the bends – it doesn’t turn into a corner quite as readily as the Honda, but it’s a little more willing than the Hyosung, which requires just that little bit more effort to turn.
The chassis and suspension packages on offer here are all fairly basic, with non-adjustable front ends and adjustment at the rear restricted to preload only. In this class that’s probably a good thing – there’s no need to be fiddling with rebound and compression damping rates before you’ve got your head around basic braking and cornering techniques – and, in any case, the springs across all three machines are entirely adequate, without being spectacular. They’re just fine 99 per cent of the time, although you’ll feel bigger impacts on each model, particularly at highway speeds.
PERFORMANCE SHOOT-OUT
A series of standing starts revealed the Ninja as the strongest performer in terms of straight-line acceleration. It steadily pulls clear of the Honda, which was just a smidge ahead of the Hyosung. The Ninja’s higher rev ceiling plays its part here – it redlines at 13,500rpm, 2500rpm higher than both the Honda and the Hyosung, and that makes an appreciable difference. It’s something of a double-edged sword, however, as the Ninja’s donk spins considerably faster at highway speeds – in 100km/h in top gear, the Kawasaki is pulling 7850rpm, versus 6250rpm for the Hyosung and 6000rpm for the Honda.
The Ninja was king in the 60km/h and 80km/h top-gear roll-ons too, where it marched away from the others. In these tests the Hyosung marginally outclassed the Honda, which really wasn’t too surprising – the Honda is just a single, after all.
There’s minimal difference between the Kawasaki and the Honda in terms of ride position, but hopping aboard the Hyosung is a different story. The Hyosung clearly has the raciest ride position of the three. It’s a ‘head down, bum up’ sort of affair, placing significantly more pressure on your wrists. If you’re completely sold on the sports category, this may not be an issue, but you’ll be feeling it at the end of a day’s ride and novice riders in particular will find the more upright stance of the other two bikes more manageable. You also have to be careful on the Hyosung when executing full-lock U-turns, as you can trap your hand against the side of the tank (more of an issue when wearing bulkier winter gauntlets than summer gloves). Any owner will become aware of this soon enough, and pay extra care as a matter of course.
One aspect that impressed across all three bikes was the ease with which they accommodated a wide range of rider heights and sizes. I’m 188cm (6ft 2in) and 90kg, and I didn’t feel especially cramped on any of them, although for the reasons outlined above I was more comfortable on the Honda and Kawasaki than the Hyosung.
Entry-level biking should be affordable biking and here all three are clear winners. The pricing is keen across the bunch, and the on-going expenses will be minimal. The consumables (tyres, brake pads and chains) will last for ages (learners – ask a litre-class sports bike owner how many kilometres they get out of a set of premium hoops!), and servicing costs will also be cheap.
Over the course of this test, the single-cylinder Honda was the economy king, recording 29.1km/lt, giving it a fantastic working range of around 350km. Next came the Hyosung, with 24.6km/lt – delivering even better working range of approaching 400km – followed by the Kawasaki with 22.3km/lt, giving a working range of around 375km. Those are some impressive figures; if you ever tackle a long-distance trip you’ll be looking to stop and stretch your legs well before the fuel warning light ever winks on.
THE BOTTOM LINE
After spending time with each of these models, it’s easy to see why they’re leading the charge in the 250cc class. It’s also easy to see why the 250cc class itself is powering on despite LAMS – these bikes are simply perfect for building skills, offering predictable handling and manageable but enjoyable performance.
Kawasaki’s Ninja 250R is a capable package with smart styling that’s still bang up to date, even if its new clothes are hiding an ageing body. I have no complaints concerning its handling, performance or styling, but the market waits for no maker and the electronic fuel injection and LCD instrumentation is conspicuous by its absence. It’s a proven, reliable entity that’s stood the test of time – and that in itself should instil plenty of confidence in any prospective buyer.
Honda’s new CBR250R is a gem. Sure, it’s got one less cylinder compared to the other two, but it’s light and agile, with the frugal economy to counteract the tiny fuel tank. It looks gorgeous, too, and its price tag is the icing on the cake. Can it knock the Ninja 250R off its perch as Australia’s best-selling road bike? It’s got a bloody good chance.
The Hyosung is an able and willing performer, but with the price war currently raging in this market segment it’s lost its title as the bang-for-your-bucks king. For the same price as Honda’s CBR250R it offers one extra cylinder, but it doesn’t feel quite as refined as the Honda or the Kawasaki, despite its attractive styling. It’s still a great learner bike or commuter, but taller folk in particular may be put off by its more aggressive ride position.
Personally I’d go for the Honda, ahead of the Kawasaki and Hyosung, but the bottom line is you won’t go wrong with any of them – they’re selling their nuts (and bolts) off and for good reason. Throw in the massive scope of other LAMS motorcycles now available to most of the country’s novice riders, and it’s never been a better time to get up on two wheels.
SPECS: HYOSUNG GT250R EFI
ENGINE
Type: 249cc, air and oil-cooled, eight-valve, DOHC, 75-degree V-twin
Bore x stroke: 57.0mm x 48.8mm
Compression ratio: 10.3:1
Fuel system: Electronic fuel injection
Emissions: Euro 3
Claimed maximum power: 28hp (21kW) at 10,500rpm
Claimed maximum torque: 22Nm at 8000rpm
TRANSMISSION
Type: Five-speed
Final drive: Chain
CHASSIS AND RUNNING GEAR
Frame type: Perimeter double cradle
Front suspension: 41mm USD forks, non-adjustable
Rear suspension: Monoshock, adjustable for preload
Front brakes: Twin 300mm discs with twin-piston calipers
Rear brakes: Single 230mm disc with single-piston caliper
DIMENSIONS AND CAPACITIES
Claimed dry weight: 159kg
Seat height: 790mm
Wheelbase: 1435mm
Fuel capacity: 17 litres
OTHER STUFF
Price: $5490
Colours: Hot Chilli Red/8 Ball Black, Polar White/8 Ball Black, Hot Chilli Red, 8 Ball Black or Polar White
Warranty: 24 months, unlimited kilometres
SPECS: KAWASAKI NINJA 250R
ENGINE
Type: 248cc, liquid-cooled, eight-valve, DOHC, four-stroke parallel-twin
Bore x stroke: 62mm x 41.2mm
Compression ratio: 11.6:1
Fuel system: 2 x 30mm Keihin carburettors
Claimed maximum power: N/A
Claimed maximum torque: N/A
TRANSMISSION
Type: Six-speed
Final drive: Chain
CHASSIS AND RUNNING GEAR
Frame type: Tubular steel diamond
Front suspension: Conventional 37mm telescopic fork, non-adjustable
Rear suspension: Monoshock, adjustable for preload
Front brakes: Single 290mm discs with twin-piston caliper
Rear brakes: Single 220mm disc with twin-piston caliper
DIMENSIONS AND CAPACITIES
Claimed wet weight: 169kg
Seat height: 775mm
Wheelbase: 1390mm
Fuel capacity: 18 litres
OTHER STUFF
Price: $5999
Colours: Red or black
Warranty: 24 months, unlimited kilometres
SPECS: 2011 HONDA CBR250R
ENGINE
Type: Liquid-cooled, DOHC, four-valve single-cylinder
Capacity: 249cc
Bore x stroke: 76mm x 55mm
Compression ratio: 10:7
Fuel system: PGM-F1 electronic fuel injection
Emissions: Euro 3
Claimed maximum power: N/A
Claimed maximum torque: N/A
TRANSMISSION
Type: Six-speed
Final drive: Chain
CHASSIS AND RUNNING GEAR
Frame type: Steel diamond
Front suspension: 37mm fork, 130mm travel
Rear suspension: Pro-Link with five-way preload adjustment, 120mm travel
Front brakes: 296mm disc with Nissin twin-piston radial caliper, (optional Combined ABS)
Rear brakes: 220mm disc, with Nissin single-piston caliper (optional Combined ABS)
DIMENSIONS AND CAPACITIES
Claimed wet weight: 161kg
Seat height: 780mm
Wheelbase: 1370mm
Fuel capacity: 13 litres
OTHER STUFF
Price: $5490 ($5990 with ABS)
Colours: Asteroid Black Metallic or Red/Silver (both STD and ABS models), or Pearl Blue Tri-colour (STD model only)
Warranty: 24 months, unlimited kilometres
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Written byRod Chapman
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Please see our Editorial Guidelines & Code of Ethics (including for more information about sponsored content and paid events). The information published on this website is of a general nature only and doesn’t consider your particular circumstances or needs.
Please see our Editorial Guidelines & Code of Ethics (including for more information about sponsored content and paid events). The information published on this website is of a general nature only and doesn’t consider your particular circumstances or needs.
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