News 19 Sep 2014

Tested: 2014 Honda CBR300R

CycleOnline.com.au rides and reviews the 2014 Honda CBR300R.

When the rules changed for learner bikes in 2008 it was expected the day and age of the 250 learner bike was dead. Learner Approved Motorcycle Scheme (LAMS) licensing quickly made its way across Australia and we got a new set of rules that govern what motorcycles novice riders.

Instead of a capacity limit of 250cc, learners could now ride a motorcycle with a maximum capacity of 660cc and a power to weight ratio of 150kW per tonne. With the change in rules more motorcycles were made available for entry-level riders and it was expected that the old entry point of a 250 would be lost in the rush for bigger choices.

There has been an emergence of more motorcycles available around 500 and 650cc in capacity over the past few years, but the old 250 is still the favourite though in a slightly different form.

Top of the sales charts sits Kawasaki’s Ninja 300 with the boost in capacity allowing for performance characteristics novice riders were looking for with the 250cc ceiling no longer holding it back.

Image: Alex Gobert.

Image: Alex Gobert.

It displaced the Honda CBR250R from the number one spot in the sales charts. Released in 2011, the CBR250R was sporty, efficient and economical but lacked the engine performance and sharp styling to match it with the Kawasaki. But all that has changed for 2014 as Honda has done a lot more than just restyling the bodywork for this model update.

The engine’s 8mm longer stroke, a remapping of the fuel injection system and a new exhaust is what it took to create a crisper, stronger power delivery with a lot more pull from the engine.

The extra torque feels to come on lower in the rev range, something that makes the CBR’s engine a lot easier to use at low speed. You still need a few revs on the clock to get the CBR going, but it’ll easily get you away form the lights quicker than a car, something the 250R didn’t do nearly as well.

The power delivery comes on a lot stronger in the midrange than the old 250 engine and you now don’t have to work the gearbox as much. Wind the power on over at the 6500rpm mark – which is 110km/h in top gear – and the 300 pulls with a lot more urgency than before. It’s no wonder when you consider it’s an extra 15 percent capacity (37cc)!

Image: Alex Gobert.

Image: Alex Gobert.

While a heavier counter-balancer has been put in to soften the vibes of the bigger engine, the CBR can be buzzy over 8000rpm. This rev range is about the right time to change gears and in top gear it is well over the legal road limit; so it’s something that won’t be a problem on the road.

Though the performance has improved Honda has retained the 12,000km servicing intervals with a valve check every second service. The servicing costs – being a simple design, single-cylinder engine – is as good as it gets for a new motorcycle too.

Another good thing gone is the styling cues of the old model taken from the VFR1200. The styling is now based on the big CBRs and even the colour schemes are like that on the big bikes.

The redesigned tailpiece gives a shorter standover height as it is narrower between your legs. Though the seat height is 785mm, it feels shorter than a lot of other bikes with a similar seat height.

Image: Alex Gobert.

Image: Alex Gobert.

While the new lines make the bike look sporty and feel smaller, the ride position isn’t either of those things. It’s comfortable, relaxed and roomy. The handlebars sit up at a reasonable height and are nice and wide for a good feel and control.

The footpegs sit low and relatively neutral but you wont have problems with ground clearance. Smaller riders wont find the seating position or the size of the bike imposing and taller riders wont feel like they are crammed into a pocket bike.

The CBR’s chassis is as basic as it comes and is the same level of kit any bike in this market segment runs. The 37mm front forks, shock with preload adjustment, two-piston front and single piston rear brake aren’t basic in their performance. On fast open roads the suspension deals well with bumps and always remains composed. The CBR is light in the steering and very easy to flick around.

The brakes are strong and give great feel. ABS is available for an extra $300, though this testbike didn’t have it fitted. That’s a small price to pay for the added security ABS can bring, especially if you are just starting out on the road.

Image: Alex Gobert.

Image: Alex Gobert.

Another small price to pay is the retail price of the CBR. At $5699 a lot of people are going to take notice of the CBR300R, that’s for sure. There’s a lot of motorcycle for that price and a lot more motorcycle when you consider it’s got the Honda Wing on the tank.

Honda has specifically improved the aspects of where the CBR250R fell short and improved them dramatically. Light controls, brakes with excellent control, smooth gearbox, easy steering and great ergonomics are something the baby CBR has always had. But by rolling in a stronger and more user-friendly engine they have made it a complete package that is hard to go past.

Specifications

Capacity: 286cc
Power: 23kW @ 8500rpm
Torque: 27Nm @ 7250rpm
Weight: 164kg (wet)
Seat height: 785mm
Price: $5699
Detailed specs: www.motorcycles.honda.com.au/2014/Supersports/CBR300R/ABS

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