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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.

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.

The Kawasaki bested the Honda in 250 trim, but the 300's extra 47cc bolsters the once-anemic bottom end, while the top end completely blows the CBR away.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.

2013 Kawasaki Ninja 300 Highs & LowsExtra 47 cubes more than deliver, with the 300 Twin stomping its Single rival Slipper clutch on an entry-level bike? It's a perfect addition and well calibrated New engine more refined, with less buzz and smooth fueling Higher MSRP pushes entry-level costs past $5K Front brake lack much bite compared to Honda Seat gets old during longer stints, far less comfy than the cush CBR perch 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.”