Honda CBR250R Tested
By Trevor Hedge
On the back of an earlier preview of Honda’s latest addition to its learner line-up and after spending 500 meaningful kilometres together, I am happy to report the CBR250R lives up to its promise.
From a standstill the CBR250R squirts off the line with a surprising level of eagerness. This is no highly strung little motor needing lots of clutch slip to get off the line smartly; it accelerates so smartly from a standstill that it took me a little by surprise. It rips to 60km/h in a manner which belies its capacity and as such, is an absolute hoot around town.
On the highway, however, its meagre capacity is certainly felt. The CBR250R will easily maintain 110km/h but highway overtaking requires a downshift from sixth gear and a little patience, as you would expect from such a machine. However, the CBR250R does boast much more torque than comparable motorcycles throughout the entire rev range.
Bottom end urge is strong, for its size, and a willing spread of power between 5000 and 9000rpm proves useful, the CBR250R betters Hyosung’s twin-cylinder everywhere, but loses the top-end war by nearly 10km/h to Kawasaki’s high-revving Ninja 250R. If you’re patient enough, both can muster enough speed on the highway to get impounded under some states draconian ‘hoon’ laws. Sipping less than four litres per 100km, the Honda is the most fuel-efficient of that trio by a large margin and manages to stretch its 13 litre fuel tank to a range exceeding 300km.
Sharing the same 76mm bore and 55mm stroke of Honda’s flagship Fireblade, the CBR250R makes do with a single-cylinder compared with the litre-bikes quartet. The engine is no agricultural donk pulled from another machine, it is instead a fresh design and it shows, feeling like the 21st century powerplant that it is. Fuel-injected and with plenty of smart technology inside the crankcases, the mill is smooth and remarkably fuel efficient.
The 37mm forks up front and a single shock at the rear, suspend the lightest-in-class 162kg (wet) CBR250R quite well. The suspension is adjustable for rear preload via a five-step collar and has been sprung for Aussie sized humans and damped fairly well. This makes all the difference and puts the CBR250R a class above most learner machines for anyone larger than the average bear.
Turn-in is light and the machine scythes through a tight set of bends with a satisfying level of aplomb. It’s only a 250 though so the turns do indeed need to be tight for high levels of fun, with the little single pulling it from turn to turn quite well as long as speeds remain in the double digits. I had a ball in the hills on the CBR250R and it took me back to my days starting out in motorcycling. This bike is not just for learners, but would also make a cheap and cheerful but still entertaining commuter for motorcyclists of all ages. Such is the agility and balance of the bike that it almost feels as though it weighs half as much as its claimed 162kg wet weight.
Braking hardware consist of a single 296mm disc up front aided by a 220mm disc at the rear. Power and feel is acceptable without being outstanding, with Honda’s ABS system a $500 option.
Ergonomically, the CBR250R is almost tardis like: small to look at, and impossibly slim when astride at standstill, the CBR250R is remarkably comfortable on the highway. Despite a very low 784mm seat height that will have the vertically-challenged rejoicing, the machine retains reasonable leg room and decent weather protection from the attractively finished fairing. The seat is firm but well-shaped and comfortable for 150km, after which time you find yourself wanting to swap the load from cheek to cheek.
The mirrors are superb and widely spaced, the instrumentation thoroughly modern and practical and the overall level of finish is impressive. The lustrous red paint on our test bike surely makes it the pick of the colour range and overall it’s a handsome machine. Although the muffler is a very large blight on its otherwise attractive lines and any styling conscious owner will certainly appreciate the more streamlined look of the optional Moriwaki muffler.
When previewing the model, we stated that Honda’s aggressive $5490 price point would force competitors to lower their asking price also and within days of the CBR250R going on sale they did exactly that. Kawasaki slashed their Ninja 250R by $1500 to bring it down to $5990 which highlights just how the arrival of the new Honda is great news for all learner motorcyclists. Until the end of June Honda are also offering a competitive $25 per week finance offer on the CBR250R and throwing in the first service free, to sweeten the deal.
The fact that the CBR250R is new, fresh and its styling modern will also stand it in great stead come resale time as due to its all-state learner legal status demand for this style of bike will always remain high.
If taking one home for good I would junk that massive muffler in favour of the optional Moriwaki unit which in one foul swoop should improve the look of the already quite fetching CBR250R out of sight. I would also experiment with shortening the gearing a little and go on the hunt for some more sporting rubber, although I would stick with the 140 sized rear tyre as a 150 would likely just spoil the handling.
Honda have re-entered the 250cc market with gusto and aggression – that can only be a good thing.
Specs – Honda CBR250R
Engine – 249cc, liquid cooled, DOHC, single-cylinder
Bore x Stroke – 76 x 55mm
Induction – EFI, 38mm throttle body
Transmission – Six speed
Seat Height – 784mm
Wet Weight – 162kg (166kg for ABS version)
Front Brakes – 296mm hydraulic disc, twin-piston caliper
Rear Brake – 220mm hydraulic disc, single piston caliper
Fuel Capacity – 13 Litres
Economy – 4 litres per 100km
Range – 320km
Warranty – Two years
Price – $5490 ($5990 for ABS version)
Verdict – ****
Positives
+ Value
+ Ergonomics
+ Bottom end punch
+ Excellent build quality
Negatives
– Top end could be stronger
– Huge muffler
