User Guide Free

Honda aims to bring back an old classic with a new twist in the form of the 2013 CB1100. “Timeless Look, Inspired Performance” - these are the key words Honda Motorcycles uses when describing its new retro-styled machine. The timeless look refers to the bikes styling, featuring the perfect balance of old school and new school. A relaxed standard seating position allows for diverse riding styles for any kind of environment. The fuel tank retains a classic shape to match the older yet classy styling of the handlebar bend, instrument cluster and tail assembly and really brings out the early Honda four-cylinder trends.
 
The 2013 Honda CB1100's looks are a perfect mixture of old school and modern street bike styling features. As far as modern performance goes the list simply goes on and on. Starting with the CB’s fueling, the steed uses a programmed fuel injection system, continuously monitoring variables in order for the proper fuel mixture to be delivered in different conditions. An adjustable preload fork takes care of suspension duties up front while classic dual-rear shocks handle business on the rear. Lastly a vintage looking four-to-one all chrome exhaust system offers up a trick deep-rooted look while also aiding in function and performance.

Honda recently invited MotoUSA out for a secret test on the 2013 CB prior to its official unveiling. We were able to get a quick hour’s riding time aboard the vintage-looking stallion to get familiarized with it. Although it's before my time, I had virtually traveled back to the ‘80s thanks to timeless styling cues. From its standard fork, dual rear shocks, dual color black and silver wheels, to its air cooled engine all wrapped up in a candy red paint job, the CB really gives off some old school vibes.

As we hopped aboard the reborn Universal Japanese Motorcycle the first thing that comes to mind is the comfort factor. The wide and oh-so-soft seat feels as if Honda installed a couch cushion atop the motorcycle. As we rode it became apparent that the bike could perhaps be ridden for a long period of time without the worry of an aching backside, but a clear statement could only be made with a true extensive ride. The bars sit in a great position with a praiseworthy bend which further facilitate ease of operation.

We couldnt believe how perfect the brakes work with the CB. Stopping is smooth and easy even from high speeds.
An all-new 1140cc air-cooled engine powers the 2013 Honda CB1100.
Its foot pegs and levers are placed in proper context with the rest of the bike's rider friendly features. The wide, tall mirrors provide great rear viewing but are not practical for lane splitting by any means.
 
The bike is powered by a new 1140cc air-cooled DOHC engine, although the word engine could be replaced by “torque machine.” The bike exhibits exceptional amounts of torque yet carries a smooth powerband making it fun and easy to ride for most skill levels. The brushed side cases carry that old school look yet again while at the same time maintaining the eye candy factor.

Honda aims to bring back an old classic but with a new twist in the form of the 2013 CB1100. While many standard bikes these days incorporate under-sprung suspension for our likings, the 2013 CB1100 suspension department integrated a well sprung front fork and dual rear shocks. Damping of the suspension scored major kudos for working nicely all the way through the stroke. From fast rough roads to speed bumps and pot holes, the suspension handled every element we threw at it without a fuss. Handling characteristics are a dream. The standard riding position aids in helping the bike to be very rider friendly and easy to ride.

The braking package on the latest CB is a dream. Up front a set of 296mm discs paired with a powerful four-piston caliper provide excellent stopping power. At the rear a 256mm disc brake handles the business. While it may not be a big 320mm set of discs we see on full size sport bikes, the smaller discs provided plenty of power for getting this old school mount stopped on a dime. An ABS model will be available for an added $1000 ($10,999).

Overall, the 2013 Honda CB1100 is one cool bike. In the same vein as all the café bikes, street trackers, and custom street machines we see prowling the roads, the CB provides an open canvas for consumers to transform into anything they can imagine. With its $9999 price tag, the 2013 Honda CB1100 offers a little something for everyone with its timeless good looks and modern performance.

Error in deserializing body of reply message for operation 'Translate'. The maximum string content length quota (8192) has been exceeded while reading XML data. This quota may be increased by changing the MaxStringContentLength property on the XmlDictionaryReaderQuotas object used when creating the XML reader. Line 1, position 8812.
Aivan liian usein termejä kuten "ainutlaatuinen", "vallankumous" ja "peli muuttuu" ovat työntövoima moottoripyörä maailman kuvaamaan uusin ja suurin markkinointi velhot vastuussa tarttumalla huomiota. Se on aina suora hyökkäys ostajien kanssa enemmän ja paremmin ja nopeammin. Tämä on vuosittain ajan olemme tulleet odottavat uudet mallit käyttöön ja mainostetut kuin seuraavalle tasolle. Olemme tottuneet odottaa enemmän hevosvoimia ja lisää äärimmäisen suorituskyky kaksi pyörillä koneemme. Mutta mitä uutta tai kokematon rider? Valitettavasti monet voi luopua, ennen kuin ne alkavat, turhautunut oppiminen ohjata moottoripyörän koordinoitua tanssia että on tullut toinen luonto kokenut ratsastajia. Honda on sen tunnustanut ja vastauksen 2012-NC700X.

Mutta tässä on paljon-Honda tietää, että NC700X on hauskaa, kun ratsastajan taidot kasvavat ja on edelleen houkutella niitä, jotka ovat vuoden ajan vyötään. Uusi rider tarvitsee ja mitä kokenut ratsastaja haluaa ovat useimmat tarkoituksiin planeetoilta. Aloittelija tarvitsee jotain, joka on helppo hallita luotsipalvelujen kaksi pyörillä signaalien aptitude ei voida hyödyntää, mutta kokeneille ratsastajille haluta kone, joka toimittaa että adrenaliini fiksoida kysyttäessä. Jokainen haluaa polttoainetalouden. Tämä on the Cliff Notes Hondan NC700X käsite. Niin Honda osuma merkki? Me osuma tien Ventura County selvittää vuorilla.

Lähes kaikilla osa NC700X on epätavallinen, mutta tämä seikkailu pyörä tyylistä kone sydän on erilainen kuin mitä Honda on tarjonnut tähän mennessä moottoripyörän ainakin. 670Cc samanaikaisesti Twin säädetään eteenpäin 62 astetta ja pitkään iskutilavuuteen sisustus 80mm iskulla ja 73mm sisähalkaisija. Tämä antaa NC: n voimala lineaarinen vielä vääntömomentin moottorin luonteen. Saadakseen tehokkuutta männät ovat matala-fiction pinnoite ja valvetrain on kevyt alumiini-roller-keinuvivut. Yksi 36mm kaasuläpän kehon metriä pois Liekkikaasu ilma seosta suoraan läpi downdraft tyyli saanti ruoansulatuskanavan väitti 64 mpg. Lähestyy skootteri polttoaineen talouden alueella.

Honda tarjoaa kaksi siirto konfiguraatioita NC700X, standardi kuusivaihteinen ja seuraavan sukupolven Dual kytkin automaattivaihteisto. DCT käyttää kaksi hydraulisesti Ohjattu kytkimet, että saat siirtäminen kahden kuvaustavan, Urheilu-tilassa tai ratsastajat voivat siirtyä kautta vaihdetta kautta melat vasemmassa reunassa sans kytkin. Tämä

uuden sukupolven "oppii" sallimalla ECUN havaitsemaan ajo-olosuhteissa Automaattinen tapa ja Räätälöi vaihto-pisteitä, jotka sopivat ratsastajat Ratsastus tyyli. Ratsastajat pulittaa $6,999 kuuden nopeus ja $8,999 DCT-malli. Suuri ero hinnan muista mutta Honda heittää yhdessä ABS, että ylimääräiset kaksi Grand.

Runko on epäsovinnainen kuin moottorin suunnittelu ja DCT siirto kompakti teräsrunko, joka kiertyy moottorin kapea poikkileikkaus. Lihaksikas seikkailu tyylistä sisäpuolisiin ilman NC700X luultaisiin helppo skootteri. Pieni profiloidut rakenne mahdollistaa massiivisen 21 litran säilytysosaston jossa säiliö yleensä olisi, kun 3,7-litran teräs polttoainesäiliö asuu istuimen alle. 41 Mm etuhaarukka on 5,4 tuumaa matka, ja takana on 5,9 tuumaa kulkevat Pro-link varustetut takahaarukka.

Svengaava jalka NC700X löytää melko pienikokoinen ohjaamo. Vaikka istuimen korkeus on 32,7 tuumaa tuntuu pienempi ja useimmat ratsastajat pitäisi pystyä löytämään maanpinnan molemmat jalat. Istuin on tiukka ja ohut – mutta kapea kuten dual sport-istuin. Uninen baareja päästä tuntuu aivan oikeassa, kun istuin footpeg suhde on tiukka minun 5'10 "runko ja voi saada epämukavaksi, jos ylittää 6-jalka-merkki.

Honda oli kuuden-nopeus- ja DCT varustettuja malleja kädessä meille näyte. Hyppäsin ensin saada tuntumaa järjestelmän koska minulla on ollut vain muutaman stints on varustettu ensimmäisen sukupolven samaa tekniikkaa VFR DCT-peliin. Ensin on vähän ärsyttävä, ei ole kytkin tai siirtää vipu vasemmalla puolella pyörä, mutta voit nopeasti muuttaa. Hetkessä nautit pitkäiskuinen mill vääntömomentin merkin auto tranny samoin sinulle ajattelua. Säännöllinen kuvaustavan power-merkki ei ole paljon kirjoittaa kotiin noin nopeus-freak näkökulmasta, mutta se saa työtä tehdä silkkisen sileä tavalla. Tässä tilassa on kyse polttoainetaloutta, koska se siirtyy aikaisin ja pitää kierrosluku alhainen.

Peukalon asennettu kytkin Baari oikeus Urheilu-tilassa, ja siirtyy kiinteyttää koskaan niin hieman. Moottori saa myös rev edelleen ennen kuin seuraava vaihde valitaan automaattisesti.

Manuaalinen avulla voit määrittää, kun nappaat seuraava vaihde purista käynnistää sormella vaihtaa, mutta nopeasti! Rajoitin potkuja 6500 RPM, ja jos olet tottunut vääntämistä on pyörä kaulan saada että kiire, löydät että rajoitin usein. Säädä vaihto-pisteitä, ja liha vallan oikeassa noin 4500-5000 revs, ja kiihtyvyys on odotettua parempi.

Standardi vaihteisto on, No, standard. Muutokset ovat Honda, luotettava ja vankka, aivan kuten voit odottaa. Ainoa moite se kytkin vipu tavoittaa voisi venyttää pienempi käsissä.

Kun moottorin suorituskykyä ei pidä kokeneille ratsastajille huomiota pitkään, matala painopiste ja hyvin lajiteltu alusta näytetään. Ohjaus on kevyt ja lähes likaa bike-ish. Ajatelkaa kääntämällä ja olet. NC700X kuuluu nurkassa kevyin input-kun se omistaa linja malttia, että et odottaa pyörä, joka on kehys, joka muistuttaa skootteri.

Ainoastaan road puutteita tasapainoa keskeyttäminen. Tiukempi tien hauskempaa NC saa, varsinkin kun oppii käyttämään pyörän vauhtia kuin hevosvoimaa ulos kulmat.

Kun on aika hidas NC700X roll jarrut eivät niin tähtien käsittely ja täytyy olla varovainen, ettei tule liian kuuma. Vastaus on ennakoitavalla mutta voimaa voisi olla parempi niille, jotka haluavat divebomb kulmat. Aloittelijoille tarttumalla kourallinen oikea vipu ei ole täydellinen katastrofi ja yhdistetyn ABS DCT-malli pitää Viimeisin epäkohtelias jarrutusten suorastaan siviili.

Olen todella vaikuttunut kanssa 2012 Honda NC700X, mutta ei tavallista syistä. Olen vaikuttunut Hondan kyky luoda pyörä, joka on yksi, jos ei kaikkein ystävällinen aloittelija laite markkinoilla. Mutta se voi yhtä aikaa rider siellä. Se näyttää siistiltä, on kätevät säilytystilat, ilahduttavaa alustan ja käyttäjäystävällinen moottorin; Uusi ratsastaja voi vaatia paljon enemmän. Minulle tämä "ainutlaatuinen" pyörä ei ehkä täysin "vallankumouksellinen", mutta mielestäni se voisi olla hyvin "peli muuttuu" moottoripyörä.

2012 Honda NC700X kuva Gallery2012 Honda-NC700X tekniset tiedot moottori: nestejäähdytteinen 670cc Parallel-Twin
Ja aivohalvaus: 73.0 x 80.0 mm
Puristussuhde: 10.7:1
Polttoaineen toimitus: PGM-FI: n, 36mm kaasuläpän kehon
Kytkin: Märkä, monilevyisen tai hydraulinen kahden kytkimen
Siirto: Kuuden-nopeus
Final Drive: Ketju
Runko: Teräs
Etujousitus: 41 mm Teleskooppihaarukka 5.4 in. Matkailu
Takajousitus: Pro-Link, 5,9 in. Matkailu
Jarrut edessä: 320 mm yhden levyn hengen mäntämoottori paksuus / 320 mm yhden levyn 3-mäntämoottori paksuus ja yhdessä ABS (DCT malli)
Takajarru: 220 mm levy yksi mäntämoottori paksuus / 220 mm levy yksi mäntämoottori paksuus yhdistetyn ABS (DCT malli)
Omamassa: 474 kg/505 kg (DCT malli)
Akseliväli: 60.6 in.
Rake: 27,0 aspektista Trail: 4,3 in.
Istuinkorkeus: 32,7 in.
Polttoainesäiliön tilavuus: 3.7 gal.
Suositushinta: $6,999 / $8,999 (DCT malli)
Värit: Kevyt hopea metalliväri
Takuu: Vuosi

Of the manufacturers actively promoting the next generation of motorcyclists, Honda has been at the forefront recently. The first indicators were its jump into the entry-level sportbike niche with the release of its CBR250R. Suddenly Kawasaki’s best-selling little Ninja had a worthy opponent. Honda continued this trend with the introduction of its affordable, rider-friendly 500-series of motorcycles this year along with the release of its versatile NC700X before that. on with Motorcycle USA as we check out the F6B and take a spin around San Diego and the Cleveland National Forest in our 2013 Honda Gold Wing F6B First Ride video. Honda’s efforts even extend to its flagship luxury touring motorcycle, the Gold Wing, which also got a refresh in 2013, the new Honda F6B the best hope yet to attract younger rides to the virtues of the stalwart Flat Six-powered motorcycle.

In its effort to liven up the look and expose the Wing to a wider demographic, Honda began by lopping off the plush passenger accommodations and topcase, replacing them with a standard pillion pad, black aluminum grab rails, and dual hard locking saddlebags integrated into one cohesive tail section. The wide front cowling sports a more aggressive look, anchored by the shorty windscreen sandwiched between revamped mirrors, basically the units from the Wing flipped upside down. The view from the side showcases an attractive triple louver design while the panels are skinnier. The exhaust cover is also smaller which allows a hint of chrome from the pipes to peak out beneath the horizontally opposed six-cylinder engine. At the far end of those pipes rests re-designed exhaust tips. Honda also swapped out seats, the new Gunfighter saddle shorter, thinner, and at 28.5 inches, a half-inch lower than the one found on the Wing. And while its engine remains virtually unchanged, Honda eliminated the reverse gear that comes standard on the Gold Wing. The combination of losing the topcase, dropping the extra gear, and ditching a few options like cruise control and its wiring resulted in trimming 62 pounds from the GL1800. It also lowered its center of gravity. Throw in a blacked-out color scheme and the 2013 F6B has its own sporting long and low identity.


Honda intends to change the perception of its Gold Wing and hopes its sporty new 2013 F6B is the vessel to do it.
Roll on the accelerator and the Honda F6B will straight up get it as it surges off the line, a wave of torque smoothly delivered by its 1832cc engine.The F6B has a look that’s both familiar and unique, but climb into its saddle and the differences are immediately recognizable. The bike feels lower and narrower. Riders can snug up closer to the tank thanks to the slimmer seat, pressure points have shifted in the lower back and situating two feet flatly on the ground is a cinch for my six-foot-tall frame. Even though the bike still has a claimed curb weight of 842 pounds, it doesn’t feel like it thanks to a center of gravity that has shifted slightly forward and down on the bike. Without having to look through a tall windscreen and not having the heft of the passenger backrest and topcase behind you provides a different sense of openness to riders. Mid-controls place feet comfortably beneath you and it’s an easy reach to the bars so riders sit upright with a slight forward lean.

But it is when the motorcycle is in motion that the changes are most apparent. Roll on the accelerator and it surges off the line, a wave of gratifying torque smoothly delivered by its 1832cc engine. Its characteristics are much different than launching a V-Twin, the power coming on less abruptly in a power band that is very linear. The highlight is a strong initial push and a healthy midrange, though first gear signed off a little early in the rev range just above 40 mph. Once up to speed, drop it into overdrive fifth and the F6B hums along at 65 mph at a fraction below 3000 rpm, requiring little effort from its liquid-cooled, single overhead cam engine. The powerplant features a parallel two-valve cylinder head with direct shim-under-bucket valve actuation and is a model of efficiency, with almost no noticeable vibrations or mechanical rumblings coming from Honda’s vaunted Flat Six. This despite the fact that its engine serves as a stressed member of the frame and is rigid-mounted. The engine-mounting system features a special design for its hangers and matching mounts that quell most engine vibrations.

Its five-speed transmission displays the same traits, slipping between gears with no fuss and nominal noise. Action at the shifter is smooth but at times finding Neutral proves to be challenging. Beyond that, the tranny on the F6B works seamlessly, each gear engaging smoothly without missing a beat. We didn’t miss the electric reverse of the standard Wing, but admittedly we didn’t have to push it back at much of an incline. It sits low enough and the seat is narrow enough that we got plenty of leverage rolling back but shorter riders might miss the reverse gear.

Its brakes are also exemplary, the linked braking system providing impressive power. Pressure from its three-piston calipers is firm and steady without being grabby while providing great feel to riders at the lever. Honda's Combined Braking System, with three-piston calipers front and back, has a second master cylinder and a three-stage proportional control valve (PCV) to operate the calipers in tandem. The front runs dual floating 296mm discs, and a good squeeze on the front brake lever activates the outer two pistons of the front right-side caliper and the center piston of the front left-side caliper while the secondary master cylinder and an inline proportioning valve activate the outer two pistons of the rear caliper. The rear brake pedal operates the center piston of the rear brake caliper, the center piston of the front right-side brake caliper and the outer two pistons of the front left-side caliper. It is the kind of system where riders get a good sense of the calipers biting into the disc when they squeeze the brake lever and feel the effects of smooth, even braking. Honda accomplishes this without much dive in the fork, the 45mm cartridge unit sporting an anti-dive system while utilizing the same internals, damping and springs as the Gold Wing.

(L) A 2013 Honda F6B sits next to a standard Gold Wing and shows the DNA they share while exposing their differences as well. (M) A shorty windscreen, mirrors that are essentially the Gold Wing mirrors flipped upside down, and a new front cowling give the F6B a fresh look from the front. (R) Predictable at the bars and stable at lean, the 2013 Honda F6B hugs the road when it's banked over with an almost sport-touring sureness.
As we head out of San Diego into the winding roads of the Cleveland National Forest, we waver between wanting to enjoy the beauty of the round rocks of the high chaparral and the desire to continue riding, but the way the Honda F6B is shining in the curvy stuff makes our decision to ride on an easy one. Stable at lean, predictable at the bars, the motorcycle hugs the road with almost sport-touring sureness. As you can imagine, without the topcase and with the lowered COG, the F6B transitions much easier than its predecessor. The chassis on the twin-beam aluminum spar frame is the same as the Gold Wings but doesn’t have to support as much weight so it, too, is sure-footed and reliable with just the right amount of flex. While the front fork is the same, the electronically adjustable rear suspension on the standard Wing has been replaced by a spring preload adjustable shock that sits under the right side panel and is manually adjustable. As a result, the shock’s damping rates were revised to accommodate the weight loss and the hydraulically adjustable rear feels a tad stiffer because of the reduction. Overall, it provides the same comfortable, high quality ride you’d expect from a Gold Wing. Our major grievance is that riders will be scraping pegs quite a bit more now!

Though there’s no topcase on the F6B, its hard saddlebags still hold more than a claimed 50 liters and we were able to stuff a Bell Skratch Deluxe Helmet inside and still get the doors shut. Opening the bags does require riders to remove the key from the ignition to open them. A positive side effect from this is at least the saddlebags are constantly locked
At first we were partial to the blacked-out version, but after spending much of the day in the saddle of the red one, it's a toss up between the two color options.and it does come equipped with an electric ‘bag ajar’ indicator to inform you if they’re not shut. We’ve had bags pop open while riding other motorcycles and having your stuff fly all over the freeway always sucks, so Honda’s attention to detail is appreciated.

Our first ride on the 2013 Honda Gold Wing F6B covered a total of 151 miles of highway miles in addition to plenty of remote two-lane traffic through winding roads with numerous elevation changes. Honda sets mileage estimates at 34 mpg and before our stint with the F6B was done, we had about 1/8th of a tank left in the 6.6-gallon fuel cell. While riding, an open-face helmet brought awareness to the wind creeping over the shorty windscreen that hits riders about mid-face. Buffeting isn’t bad, but the amount of air channeled back to the rider is noticeable when it’s virtually non-existent on the Wing. Besides that, the front fairing is plenty wide enough to shelter riders from most other debris kicked up on the road.

The layout of the cockpit is very intuitive, a round analog speedo front-and-center flanked by an odometer on the left and a fuel gauge/oil temperature indictor on the right. A four-speaker audio system bookends the instrument cluster, the sound plenty loud and clear even at freeway speeds. In the left saddlebag resides a connector for an iPod or MP3 player but the system runs standard AM/FM channels as well. Below the speedo cluster sits a digital, multi-information screen that cycles through features like an odometer/A&B tripmeters, clock, air temperature, audio controls and music information. A series of knobs and buttons to control these features is situated on a panel on the rider’s left side, the collection slightly imposing if you’re unfamiliar with them. Like most things, the imposition fades with familiarity. On a final note, both the brake and clutch levers on the F6B are five-way adjustable, a handy feature.

The 2013 Honda Gold Wing F6B will be the first model to incorporate Honda Signature Accessories like deluxe removable saddlebag liners at the time of its launch. There is a long list of Honda accessories ready to add custom touches to the F6B available as well, from a sharp-looking short, tinted windscreen to an outdoor cover that allows owners to access the bike’s saddlebags with the cover still on. It also comes straight from the factory in a F6B Deluxe version that comes with a center stand, self-cancelling turn signals, a passenger backrest and heated grips for a cool grand more.

The importance of the Gold Wing to Honda cannot be understated. Not many motorcycles make it to 38 years of production, but the GL has. Honda claims they have sold over 550,000 Gold Wings in the US alone. And though the
The Honda F6B handles so well, you'll be seeking out winding, remote patches of road to explore its lean angles on.2013 F6B has come a long ways from the 1975 GL1000, Honda reminds us that the current bike wouldn’t be possible without the past iterations that helped pave the way for it to succeed.

“Back in 1972, race bike-engineering giant Soichiro Irimajiri headed up design of the exquisitely sophisticated and ultra-high-performance prototype M1 motorcycle, specifically to explore the outer limits of the Grand Touring concept. The final result was truly a breakthrough machine, one that set new standards of design and performance thanks to its liquid-cooled horizontally opposed six-cylinder engine with shaft drive—key features that appear in today’s F6B.” - from a Honda Gold Wing Timeline

Honda is confident this exercise will succeed because it’s projecting as many F6B sales as GL1800. The GL trailed only the CBR250R in sales last year, and not by much. Considering the difference in price between the two is about $20 grand, it drives home the importance of the Gold Wing to the Honda bottom line.

Honda has done a bang up job with its F6B. It still exhibits some of the same characteristics as the Wing, from all-day comfort to its potent power delivery to its road-hugging chassis, but the riding experience is much more spirited thanks to the lower COG and sheddin’ of weight. It has enough power to launch you off the start line in a kinetic burst, it hugs the pavement when the road snakes up, and its brakes more than get the job done when it’s time to scrub off speed. And though it shares its DNA with the Wing, sample one and experience the much more spirited ride for yourself, one that matches its sporty new look. After our day in its saddle we must say we came away impressed with the new niche Honda has created, one affectionately dubbed the “sports bagger.”

Last decade the entry-level sportbike class in the United States was a one-bike show. Novice riders could have any bike they wanted, as long as it was Kawasaki’s Ninja 250. Now as manufacturers clamor for market share of coveted new riders, the once stagnant beginner bikes are finally benefitting from R&D attention. The result for consumers is a more robust offering of small-displacement mounts, with the promise of more on the way (see sidebar).

Kawasaki’s Ninja 250 reigned unchallenged for years as the quarter-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.   See the Ninja 300 battle its entry-level sportbike rival, the Honda CBR250R, in the 2013 Ninja 300 Comparison video.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 introduction late 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.

123Next Sportbike News Headlines AMA Announce Helmet House Product WinnersIsle of Man Partners with Ace Cafe LondonDane Westby Medically Cleared to Race More Sportbike Motorcycle News The Growing Entry-Level MarketThe Ninja 300 and CBR250R are highlighted in this shootout, but even more entry-level bikes are on tap for the US market. Suzuki has confirmed its GW250 standard as a 2013 model, and KTM has promised its Indian-built 390 Duke is on the way. BMW is also ready to jump in the sub-500cc market with its new partner TVS. And Triumph is rumored to be developing a small-displacement mount as well. The main thrust of these smaller bikes remains the high-volume Asian markets, namely India and China, but entry-level riders in the US and Europe should also benefit.

Dealers figure to benefit too. Whenever I have asked Kawasaki dealers what they think of the Ninja 250, their only complaint is they couldn’t get enough of them. The 250, and presumably the new 300, may not make a ton of money directly – but Ninja 250/300 sales lead to Ninja 650 and ZX-6R sales. Dealers also often re-sell that entry-level bike after trade-in. Having a fun bike that generates new customers is a money maker beyond that first unit sale.

There’s also the importance of that new generation of riders. The Boomers that fueled the last motorcycle boom are aging. Making a bid for the hearts and throttle hands of Generation Y figures to be worth the investment.

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.

This time around red can't cross green, anywhere...
“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.

There’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.
2013 Honda CBR250R Highs & LowsNimble handling excels at low-speed maneuvering and traffic, making for a great commuter mount Economical ride with more affordable MSRP and light gas sipper Soft seat makes Ninja perch feel like a brick 300 Twin makes the 250 Single feel slow, real slow... Can't match the Ninja's cush extras, namely that slipper clutch
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.

Thank you for purchasing a Honda engine. We want to help you to get the best results from your new engine and to operate it safely. This manual contains information on how to do that; please read it carefully before operating the engine. If a problem should arise, or if you have any questions about your engine, consult an authorized Honda servicing dealer. All information in this publication is based on the latest product information available at the time of printing. American Honda Motor Co., Inc. reserves the right to make changes at any time without notice and without incurring any obligation. No part of this publication may be reproduced without written permission.

This manual should be considered a permanent part of the engine and should remain with the engine if resold. Review the instructions provided with the equipment powered by this engine for any additional information regarding engine startup, shutdown, operation, adjustments or any special maintenance instructions.The engine exhaust from this product contains chemicals known to the State of California to cause cancer, birth defects or other reproductive harm.