When Honda introduced the single cylinder CBR250R a few years ago, we found it a competent, fun bike that was easy to ride and had just enough power for freeway commuting here in Southern California.
For 2015, the big news is that Honda has increased engine displacement to 286 cc courtesy of an 8 mm increase in stroke. Honda claims that this provides a 17% increase in horsepower compared to the CBR250R.
The other changes are not as dramatic. They include a redesigned fairing with dual headlights, new, higher volume exhaust system, new, narrower seat (providing an easier reach to the ground), and even a small detail like the stalks on the mirrors (which are shorter this year).
The engine has several new parts, we are told. Making it all work together required a remapping of the fuel injection system.
Ergonomics are essentially unchanged, and continue to provide a comfortable, semi-upright seating position to help riders enjoy the considerable range (a claimed 71 mpg) from the 3.4 gallon fuel tank. Claimed curb weight (all fluids, including a full tank of gas) is unchanged from last year at 357 pounds (364 for the ABS version).
We understand the suspension and six-speed transmission are unchanged from the 250, as are the wheel and tire sizes (110/70-17 front and 140/70-17 rear). The brakes are also unchanged with a 296 mm single disc and two piston caliper in front, and a 220 mm single disc with a single piston caliper out back.
The suspension still consists of a 37 mm fork with 4.65″ of travel and a single rear shock with 4.1″ of travel. The only suspension adjustment available is 5-step spring preload on the rear shock.
We rode the bike yesterday in Southern California, covering urban, high traffic conditions to open highway. It was a short ride for a press introduction (less than 50 miles), but left us with some solid first impressions nonetheless.
First and foremost, the increased engine performance is very noticeable, particularly at freeway speeds of 70 mph or so. The new bike accelerates harder (the power increase is concentrated in the lower rpm range), and doesn’t feel nearly as “tapped-out” or wheezy above 70 mph, where the older 250 didn’t have much left in terms of acceleration.
The new CBR300R still has some poke left when you twist the throttle at 70 mph. We didn’t try to test top speed, but we wouldn’t be surprised if the new bike is 10 mph faster than the 250 on top. The bottom line is that high speed, highway cruising is much more comfortable with the larger, more powerful engine.
The rest of the package is similar to, if not identical to, the older 250 model. The seating position is comfortable for longer rides, putting little weight on the rider’s wrists. The new seat felt reasonably supportive and comfortable, but the real test would be on a much longer stint in the saddle, which will have to wait for a later test.
The CBR300R is still no rocket ship, of course, but the added performance is noticeable and welcome. Together with a very easy clutch pull, smooth, predictable throttle response and adequate braking performance, the 2015 Honda CBR300R looks like an even better candidate for new riders, and even experienced riders who want a second bike that is simple, light, and easy to ride. Handling continues to be light, nimble, yet predictable … the essence of a small single-cylinder machine.
The 2015 CBR300R is available in four different color schemes (each pictured in this article), including Black, Red, Pearl White/Red/Blue and Matte Black Metallic/Yellow. ABS is available in all four colors. U.S. MSRP is $4,399 for the standard model and $4,899 for the ABS model. The CBR300R is arriving at U.S. dealers now. Take a look at Honda’s web site for additional details and specifications.
2015 SPECIFICATIONS
Model: CBR300R / CBR300R ABS
Engine Type: 286cc liquid-cooled single-cylinder four-stroke
Bore and Stroke: 76.0mm x 63.0mm
Compression ratio: 10.7:1
Valve Train: DOHC; four valves per cylinder
Induction: PGM-FI, 38mm throttle body
Ignition: Computer-controlled digital transistor with electronic advance
Transmission: Six-speed
Final Drive: #520 O-ring-sealed chain
Suspension
Front: 37mm fork; 4.65 inches travel
Rear: Pro-Link single shock with five-position spring preload adjustability; 4.07 inches travel
Brakes
Front: Twin-piston caliper with single 296mm disc
Rear: Single-caliper 220mm disc
Optional ABS (CBR300R ABS)
Tires
Front: 110/70-17 radial
Rear: 140/70-17 radial
Wheelbase: 54.3 inches
Rake (Caster angle): 25° 30’
Trail: 98mm (3.9 inches)
Seat Height: 30.7 inches
Fuel Capacity: 3.4 gallons
Estimated Fuel Economy**: 71 MPG
Colors: Black, Red, Pearl White/Red/Blue, Matte Black Metallic/Yellow
Curb Weight*: 357 pounds (CBR300R) / 364 pounds (CBR300R ABS)
*Includes all standard equipment, required fluids and full tank of fuel—ready to ride.
**Miles per gallon values are calculated estimates of fuel consumed during laboratory exhaust emissions tests specified by the EPA, not during on-road riding. Use for comparison purposes only. Your actual mileage will vary depending on how you ride and maintain your vehicle, weather, road conditions, tire pressure, cargo and accessories, rider and passenger weight, and other factors.
Meets current EPA standards.
Models sold in California meet current CARB standards and may differ slightly due to emissions equipment.
©2014 American Honda Motor Co., Inc. • All Rights Reserved • Specifications subject to change
Yes, 305cc would have got me in. A man of the 60’s. Got my first Honda in Tokyo, rode it onto a Navy ship, welded it to that deck and took it off in San Diego. LOL
Why not put the honda 450cc single in the CBR?
you enjoy changing pistons every 20 hours?
Best thing about the 300’s – they MURDERED the market for used 250’s. Good time to go buy a lo-miles 250R and have fun.
I must be crazy. I enjoy big v-twin touring bikes and small displacement bikes like the CBR300R and NINJA 300. I guess I’m pretty much bi- polar when it comes to motorcycles. Big, heavy bikes for going distances and small displacement, high reving machines for just having fun. Maybe I need to see a doctor…
Next, you’ll be telling us you enjoy listening to Patsy Cline “and” Led Zeppelin, you sicko!
Two of my favorites, actually! I do everything from Thrash Metal to vintage Country. I’d better make
an appt. for Monday morning.
I fall to pieces….
Good to see more choices in the smaller bike category. I’m having so much fun with my CBR125R, small motorcycles rule!
re: “small motorcycles rule…”
…Bangladesh.
good or bad, the states however are a work in progress.
http://tinyurl.com/p6mpgue
…and really, who cares? There is way more to our world than the U.S., and thank God for that.
Keep it civil here. There once was a time when small bikes, 50’s, 70’s, 90’s, 100, 125’s and such, were quite commonplace here in the US. That was several decades ago but that’s how I and most of my riding friends got our start in motorcycling. Wouldn’t trade those years for anything. But many of those bikes had off-road pretensions and and that’s where we rode them (mostly!). But available off-road riding areas dried up with urban sprawl and growing liability concerns. What were medium to large bikes then are now considered small bikes. A powerful bike then had maybe 50hp and some more. Today it seems there are few offerings below that number. As bike performance and rider perceptions went up the term beginner bike could mean something with over 100hp.
I still lament the passing of those small displacement categories. They were fun, accessible by all and affordable. Maybe they’ll again show up but here in the US rider perceptions will need to change also.
Very true, MGNorge. Many posters on this site were suggesting the 100 hp Indian Scout as a good beginner bike. Truth is, they would learn much quicker and be much safer on this little Honda with ABS than on the $11,000, 550 pound, 100 hp Indian Scout which isn’t even available with ABS.
re: “who cares?”
short answer…
small bore advocates.
long answer…
the manufactures expensing labour/materials to produce them, and the dealer network tasked with the burden of selling them.
if either one of these entities have a problem…? we ALL have a problem. (sayeth Mr. Rhinehart of the Metacortex)
My soon to be ex-wife took the rider course through our local HD dealer, and bought a brand new Street 750. I tried to get her to at least shop other bikes, preferably something smaller and lighter, but she refused. Now she’s afraid to ride it, and it’s up on Craigslist. A 500 pound bike is not a beginner bike, no matter how low the seat is.
I consider the thing holding back the performance of bikes like these is the suspension tuning, not the engine output – especially any rider over 65kg.
I’ve sometimes wondered why pressurized air spring stages in motorcycle suspension never made a comeback. Potential liability risk from owners? Bad memories from the 1980s? Air springs are de rigeur in mid range mountain bikes these days, and they make preload tuning so much easier! Air springs don’t seem to add to the cost of MTB forks; it’s the damping circuit and the materials which do that.
Air springs are making a comeback in the MX dirt bike world. I don’t know if they are any better now. There may be a reason air shocks are only on bikes that don’t stray far from the truck that brought them there. The BMW HP2 had an air shock if I remember correctly.
Good air sprung suspension is expensive as there is a fine line between good sealing and too much seal stiction, as well as additional internal components not required with sprung forks/shocks. they are also atmospherically sensitive (cold=drop in pressure) and require semi-frequent checks to confirm proper settings. Riders can’t “forget” to set their coil springs, which could wind up being a liability driver if neglected.
re: “Good air sprung suspension is expensive”
GREAT air sprung suspension has additional elements of an on-board compressor, pressure sensor/regulator/gauges, storage tanks and associated plumbing, etc all operating automatically in a feed back loop (see entry for 18-wheelers). talk about adding cost, weight, and complexity into an equation.
The Kawasaki Ninja 300h’seems seems like a much more exciting machine. Just keep it on the boil and it produces loads of fun. The Honda’s only edge is a bit more torque at lower rpm’s. I’ll take the exciting bike every time.
I tend to agree. If you want a higher revving, more exiting bike – buy the Ninja 300. Simple as that – and the one I would purchase. If you are willing to trade some excitement for considerably better fuel economy, slightly lower running costs, almost 30 lbs less wet weight, a lower MSRP (new), slightly more comfortable upright (sport-touring riding position), and Honda reputation (whether real or imagined) – then buy the CBR300R.
re: “If you are willing to trade some excitement for considerably better fuel economy”
no, I am not willing. (Cyberdyne Systems Model 101 Robot voice)
actually, now that I think about it, I honestly can’t remember a single instance in the past 20 years where I’ve hopped on a bike (or a scooter) and one of those “thought bubbles” appeared over my head containing the words…
“Gee, I wonder what kind of mileage this gets…?”
dunno, maybe I’m a bad person, or maybe it’s the engineer in me, but it seems if max efficiency (read boredom) is what one seeks, wouldn’t I just stay in car world and get my fill…?
re: “If you want a higher revving, more exiting bike – buy the Ninja”
totally agree.
http://tinyurl.com/o6uxk8z
http://tinyurl.com/p32fyry
hey, you said “Ninja”, and that’s all my lil’ peanut brain heard.
Ha..ha.. I didn’t say “trade ALL excitement for considerably better fuel economy”. Of course small displacement bikes can be loads of fun in the city and on a twisty back road. Great handling in the twisties is never boring. For me – straight-line speed gets old…fast. I never would have thought a CBR150R could be so much fun to ride. Most who ride mine (and have only ridden large bikes) can’t get over how much fun it is in the turns. Outstanding fuel economy really is just an added perk that I’ve now grown to expect. It’s just another level of performance that I now demand from a bike.
I don’t believe the CBR does any better on economy. Honda claims 71mpg and that’s common mileage for the lil’ Ninja. Being a tall guy, it’d probably come down to which one I fit on and having owned a few Hondas I have a hunch it would accommodate me.
In virtually every magazine ride report I’ve read that compared the Ninja 250R with the CBR250R – the CBR obtained much better fuel economy – up to 20% better – riding the bikes normally (not hypermiling them). A quick look at Fuelly seems to agree. The new CBR300R according to the EPA will be down about 10% from 77 to 71 mpg compared to the outgoing bike, but should still easily surpass the Ninja 300 in terms of fuel economy. With that said – I’d still take the Ninja 300 – I prefer bikes that rev higher and exude more character – and the little Ninja is economical enough.
Most ride tests I’ve seen report the Ninja 300 capable of ~70mpg (they also point to this as an improvement over the 250). I see fuelly rates it a little lower but then my SV650 goes 56mpg+ all day long but their avg. for the same model year is 48mpg.
My H@ got 23 mpg, had my SRX6oo jetted to where it was getting 70 mpg, till it seized one cold night,everything else I have owned from 1000 cc to my EX250 have been in the high 40’s.
H2
Now we’re talking! Small engine machines are at the edge for me. I’d love to ring this one’s neck.
That will be one spunky bike. Make it 350 and then we will talk!
Remember the good old days when grey market 400’s were lusted after? The things still bring a fair price at 10 years old… There is a lot of talk about the Asian market getting hot with Kawi 4 cylinder 250 coming and the Yamaha R3…
Honda’s new motorcycle design business model is producing cheap bikes at low prices or ugly weird stuff for a market outside the USA. OK, I did buy a GROM, but I wish there was a 300 that would turn the class on its ear by being light, have modern adjustable suspension and brakes. Expensive? Yup but so isn’t the 500/350 EXC-F that KTM is taking a good part of market share. The market is there so why isn’t any company ponying up a Moto3 style replica?
You must nourish the initial embers to build a fire, young Weedhopper!
A top tier, enthusiast level 300cc machine would not only cost a good deal more but also because of it have lower sales. The Japanese, perhaps especially, have a history of products, while received well by the press, that sat in warehouses for years. I think they’ll let the small, specialty brands have that market.
Tommy: The KTM 350/500 EXC cost $10K. The market for a $10K / 50hp streetbikes in the US is tiny. The argument is always why should someone buy a single cylinder bike with 50hp for $10k when they can buy a four cylinder 100hp bike for $11.5? The only markets with large demand for small high performance street bikes are those with tiered licensing systems or insurance / registration systems that make larger motorcycles prohibitively expensive.
High tech lightweight off-road bikes are popular because reduced weight and high quality suspension is more important off-road than horsepower. There is a limit to how much power can be put to the ground in the dirt.
re: “The only markets with large demand for small high performance street bikes are those with tiered licensing systems or insurance / registration systems that make larger motorcycles prohibitively expensive.”
oops I spoke too soon. ladies and gentlemen, we have co-winners for the date Aug/15/14.
Jason makes a great arguement. However, people will buy a lower value item if it has panache. Can you tell me why people “overpay” for an Apple product when other exist that is built on similar design, technology, size, and weight? Not to bash Apple at all but the value isn’t there as much as say, an knockoff Android machine.
Do enlighten us as to the power limit for dirt. As far as I can tell, 240HP is not too much. Alcohol powered CBR1000R engines in dirt bikes works just fine and they get up the hill faster than lesser machines.
Value isn’t what the spec sheet says, it’s what the consumer experiences and therefore assigns value to. In Apple’s case it’s a combination of an accepted standard and size (notice they don’t chase the “biggest screen market”), and the most developed app market. Apple controls that experience and makes sure it’s dialed. Consumers reward them for it.
As for the too much hp on dirt thing. Ride a 2-stroke 500 off road for at least an hour and get back to us. 😉
A very nice package at a great price with Honda build quality and reliability. In my mind, in today’s world, a very fine way to start one’s motorcycling career!
Weighs too much, way too much.
What should it weigh instead, and why?
What Pete Rasmussen is referring to is that we get 1-liter sportbikes that weigh about 400 lbs, but a 300cc bike like this weighs nearly as much. I sat on an Aprilia 550 at a show one time, and that bike only weighed 280 and was street legal. Why can’t mighty Honda or Yamaha give us a light (300 lbs) 500-550cc bike similar to the old RZ350? They certainly have the technology to do so.
Easy, $$$$. Light weight comes at increased expense. No free lunch.
Way back in 1978 I had a Honda 250 Super Dream back in the UK. That bike weighed in at 365lbs! but had less plastic bits than the latest bikes. I had great fun on that bike until I passed my road test and got a CX500!
I had a CX500C in 1979. Fun bike with an interesting motor. I rather liked the burble from its exhaust. Something about those longitudinal splayed cylinders must have stayed with me which led me to my Norge.
I would predict this Honda, with a modicum of service, would easily turn 100k miles on the clock and still run well.
The Aprilia 450-550 V-twin series to which you apparently refer, are renown to be among the most likely to self destruct motors to turn a crank shaft. Lightest weight in the industry is more often associated with less than average service life.
Re: “Why can’t mighty Honda or Yamaha give us a light (300 lbs) 500-550cc bike similar to the old RZ350? They certainly have the technology to do so.”
There have been such bikes in EU and Asian markets (250’s and 400’s) but since we don’t have displacement restrictions for licensing, they never came here. As others have mentioned, those weights are less a function of engine size and more a function of cost invested in premium materials and tech. The US market in particular has not shown that a small displacement, premium build would sell in meaningful numbers.
Q: “Why can’t mighty Honda or Yamaha give us a light (300 lbs) 500-550cc bike similar to the old RZ350?”
A: because you won’t GIVE them the money.
So true.
Is the gearing and sprocketing identical?
http://www.motorcycle.com say the gearing is not the same, and they even give some details – the ratio in 6th has changed 2.571 vs. 2.714.
So which site is correct ? I think this site has just presumed the gearbox hasn’t changed but haven’t checked, which is strange since they comment that the mirror stalks are shorter. then again, they don’t comment on whether the mirrors are still useful or not.
This is the 250’s gearing specs and it seems to confirm that the drive ratio has changed. The first few gears are reportedly shorter than these numbers and the secondary ratio is higher.
1 speed 3.416
2-speed 2.250
3-speed 1.650
4-speed 1.350
Fifth 1.166
6-speed 1.038
Reduction ratio (primary / secondary) 2.807/2.571
I’d love this motor in a CRF300SM .. a street legal Super Motard style bike.
A Honda version of the WR250X.
If they did it would be a lot heavier and probably slower than a WR250X, but still worth a try…(and I’d take an RD350 over this CBR any and every day!)
So this is just a bored out 250? Could have just bought the kit and call it a day
Stroked +8mm, same bore as the 250.
“Stroked +8mm”
So you can still buy the kit and call it an even better day.
stroked means:
-bigger piston, piston rings and cylinder, couple of gaskets
stroked means
-larger travel for the piston
-larger cylinder
-different cams?
-different cranckshaft
-bigger to acoomodate for the longer travel
-larger connecting rod
-different compression
-different profile for chains and and gears
-counter balance?
-bla bla and bla
sure it’s still a kit but so then it is the paningale one…
and now the errata post….
first line bored instead of stroked
missing spaces to indicate nesting on two lines after different crankshaft
missing different crankcase profile, if crankshaft does not change, compression changes and then combustion profile, fuel injection?
I must be missing your point. All I am saying is that since Honda is now giving us 36cc extra displacement via the difficult way (stroking it), you should still be able to pick up another 55cc the easy way (based on the common 305cc big bore kit for the current 250 engine) to make a Honda CBR341R.
you are right, it’s easier to increase displacement via increasing the bore.
one reason they may have decided to go that way is that stroking it’s related to torque, bore to higher rpm; this may be in line with other Honda efforts like the 700 parallel engines in order to make the motorcycles easier to ride.
but I guess this is fine, as they increased stroke you can still buy the cheaper kit to increase the displacement and get more power.
The 250’s cylinder may not be overbuilt enough to bore by Honda’s production standards cause yeah, a different crank and whatever else that’s needed with it seems like the “long” way to get there.
Stroking vs boring does not give more torque on the one vs the other. A longer stroke does limit the rpm the rod can survive at though. A bigger piston will also give you more torque because of the larger area that the gasses are exerting on, stroking gives torque because of the additional leverage. More pressure, more leverage. Either one gives more torque.
I wouldn’t mind having either one (250 or 300) because, you’re not buying these kind of bikes for the power. I can get maybe $3500 for my Ducati which has much more power…
re: “one reason they may have decided to go that way is that stroking it’s related to torque, bore to higher rpm”
today’s winner. it’s only an unbalanced single. if your riding style sees you banging off the limiter every 5 secs then…
A: you’ve bought the wrong bike.
or
B: you’ve outgrown it and are ready for your next bike, a multi (cylinder).
Having ridden many CBR250R’s and I own a CRF250L and had a few 305’s back in the 60’s 1 Superhawk 2 scramblers I can say these new little bikes are lightyears ahead of the old ones not in the same class.I too would have liked for them to bore it also and make it a 350cc but you can’t have it all–wait a min. KTM 390 Duke that’s the ticket Also not made in China but Thailand where Honda has had a plant since 1964
This isnr much of a bike at all..Made in China..Why didn’t you mention that?No inverted forks..Only 2 cams..Single disc brake..Why not dual?Only a 1 yr warranty..3.4 gal tank kinda small and don’t care if its just a 300..You missed a lot about this bike..
“Only 2 cams…”
So, how many cams should a single cylinder engine have?
Well 4 would be nice. Not that I feel strongly about it. Given the displacement it may not really call for dual intake and exhaust valves.
This was a reply to a comment that no longer appears. It was in “How many cams should it have” I was believing they meant cam lobes, but since the post is deleted we’ll never know.
See Sport Rider doesn’t want the truth to be known..Its getting good money from Honda to make this Chinese made Honda look good..The Hyosung GT250R has a 650 front end with a GS 500 frame and 4 cams and built in Korea..What buy a bike with a single disc and tooth picks for suspension..
Actually it is made in Thailand!!No big deal its still not as good as the Hyosung..
Troll alert. Don’t get pulled under the bridge here…
Oh, come on Tom! How can you NOT get pulled under this bridge? “Only 2 cams”. LMAO!
OK, I’ll play along.
What ryan proposes would be one of the most overqualified 300cc bikes in history.
“Made in China.”
I thought it was made in Thailand? So what, anyway?
“Only 2 cams”
And where would you suggest they put the extra cams?
“Single disc brake..Why not dual?”
a. 357 lbs.
b. $4,399
Kawasaki is made in China..Hyosung has 4 cams using their Gt 650R front end and then also using Suzukis GS 500..HYOSUNG is on the move ..
Kawasaki 300 IS MADE IN Thailand
Ryan, it’s a single cylinder engine. Two cams per cylinder for a DOHC engine is the norm, thus the “D” in DOHC. And the Honda is made in Thailand (as is the Kawasaki), not China. The Honda outperforms the Hyosung in every measure except price. Even if it were made in China, it would be as good as anything else rolling out of any Honda facility anywhere. I’m not saying the Hyosung is a bad bike, but it still has a little ways to go to be on the same level as the Honda and Kawasaki. Just my opinion.
The Honda CBR 300 is made in China..If the HOda was so good why does it only have a 1 yr warranty?Why does it only have a single disc?why is the front suspension not inverted..There is more to riding than just top speed..So the Hyosung can do anything the Honda can do and its more bike for the money..
Honda and Kaw are cutting corners!!They are both made in Thailand..Its shows!!Single disc front brake..The front forks are small as a 250..Actually Hyosung has a 250 with inverted forks and dual disc brakes..Ive seen these bikes less expensive than a 300 and that was a left over 650 with a 2 yr warranty..The new HYOSUNG X-5 is better and its only 3799.00..Sorry Honda/Kaw you can fool some but my money will be on the Hyosung it offers more bike for the money..
Oh, come on Ryan. We know it’s you. 🙂
Its a joke..Honda should of made a twin but they don’t care about the consumer and that’s why Hyosung has a better bike..Made in China..Ok why wasn’t that mentioned..Lets be real and Be this bike for what it really is..
A twin is not necessarily a better bike unless top-hp/speed is the only criteria a designer is gunning for. More parts, more drag, less torque at lower rpm are twin handicaps.
Saying Honda doesn’t care about consumers is just silly. They’re one of the most successful brands on the planet, because consumers choose them. Consumers choose them because of what Honda offers them. Are you sure you don’t mean, “Honda doesn’t care about you”.
Actually this isn’t about me..Honda isn’t goin to fool everyone here..Toothpick front forks..Single disc..By the way Hyosungs Gt650r OURSELLS Honhas 250/300/500 COMBINED..So consumers worldwide buy Hyosungs when it comes to beginner bikes..
Actually this isn’t about me..Honda isn’t goin to fool everyone here..Toothpick front forks..Single disc..By the way Hyosungs Gt650r OURSELLS Hondas 250/300/500 COMBINED..So consumers worldwide buy Hyosungs when it comes to beginner bikes..
I hope that engine migrates to the CRF-L.
+1
How do the Honda CBR300 & Ninja 300 compare to a 1963 Honda 305cc Super Hawk?
Fuel injection.
Fuel efficiency.
Liquid cooling.
Modern brakes w/ABS option.
Bodywork/fairings.
Suspension.
51 years newer.
6 speed trans vs 4 speed
Elect strart vs kick start
Oring chain vs non oring
30 hp vs 28 hp out of a smaller motor
But those old twins were jewels of little motors – and the sound they made was glorious. Honda’s road going singles have always lived on the othe side of the spectrum, bland, agricultural. Pretty much a rototiller.
Looks pretty good but you have to wonder why they didn’t also bore it a little. A 78.5mm piston would make it a 305. That would give it around 20-25% more poke than the 250 and a nice historical tie in with the CB77.
+1