Kawasaki ninja 2008

Kawasaki ninja 2008 DEFAULT

 

Introduction

Japanese manufacturers didn’t quite focused on producing 250cc sportbikes these last years, Kawasaki remaining the only bike builder with such a motorcycle on sale today for the U.S. market. The smart choice was to keep producing and yet improving this icon, and this way it managed to dominate the American market at the given category.

By using a perfect combination of rider-friendly engine, easy to operate chassis, and modern design, this Ninja is a true companion on your road towards bigger motorcycles, like the ZX-6R and ZX-10R.

History

Beginning sportbike riders which prefer street use often encounter a gap between the 125cc motorcycles and those half-liter user-friendly bikes, which are indeed great for beginners, but can sometime be much more than riders would expect.

Kawasaki noticed this problem more than twenty years ago and it immediately took measures. The result was the introduction of the EX250, a model which made sure that no gap is found in Kawasaki’s sportbike lineup of the time.

Because it did the job properly, the EX250 kept being produced without major modifications.

Thanks to a responsive 250cc twin-cylinder engine, comfortable riding position, and great looking fairing, this model sold like no other, attaching a solid brick of legacy at the base of Kawasaki modern 250cc sportbikes.

Now, the same machine is known as the Kawasaki Ninja 250R and it features the same chassis, engine and general features (except bigger wheels and a more modern apparel) of the bike that started it all.

Competition

As I was saying, the Kawasaki Ninja 250R has no competition whatsoever. Honda doesn’t produce the Hornet 250 anymore and if you would try to find a competitor for it, you would have a very hard time doing it.

This bike is in a class of its own and the situation couldn’t have been more in advantage for Kawasaki. The sales are good and the bike looks and feels great so it dominates the sales charts without any problems.

Usually you would find myself writing about Honda offering a more reliable bike and Yamaha a better looking one (in my opinion) but this is definitely not the case. I simply recommend you to go for it if you feel like buying one, and the fact that it is in a class of its own can only mean that the other manufacturers didn’t “smell” the opportunity as they are more concentrated on delivering high performance bikes of big cylinder capacity.

I wouldn’t be surprised if I would here in a press release that another consecrated fabricator is planning on building a 250cc sportbike. Maybe Suzuki, who knows!

Exterior

What truly defines the 2008 Kawasaki Ninja 250R are the new fairing and windscreen which not only look great, but deliver improved wind protection for a wide range of riding situations. The Japanese manufacturer made sure that the fairing would be inspired on those bigger Ninja motorcycles, and it did. The result was fit and finish of striking full-fairing bodywork.

Further enhancing the supersport look is the dual-lamp headlight design, slim tail cowl and separate seats. Once properly accommodated, the front cowling and windscreen offer the rider a sufficient amount of wind protection so that the ride wouldn’t be disturbed by such factors as wind.

When it comes to colors, the Kawasaki Ninja 250R is a reminder of the machines that inspired its apparel. Lime Green and Ebony usually cover ZX-10R’s fairing while Candy Plasma Blue is found on…you guessed it, ZX-6R. Red is characteristic to Kawasaki sport bikes so it was a must on the Ninja 250R, also.


Test Drive

Riders who are willing to be initiated in the wonderful world of motorcycling and prefer a sportier ride are most likely to jump on the Kawasaki Ninja 250R so it is best to know what to expect. I certainly did. I found myself facing an engine that thrives on high-rpm excitement.

Riders will definitely appreciate the 249cc parallel twin which has been retuned in order to spice up its smooth and predictable power delivery and the results are simply awesome. I now enjoyed more low- and mid-range rpm torque thanks to revisions to its dual overhead camshafts and a new two-into-one exhaust system. This last unit doesn’t make more sound than necessary; let’s say it has enough to do by delivering awesome performance just above idle.

What this ride now needed was the silky smooth six-speed transmission which complements all the awesome features of the engine, toping off the sportbike equipment list. What is so great about this gearbox is that it enables the 250R to exploit a powerband that’s sure to please riders with its beginner friendly low-end grunt and a lively top-end rush that’ll keep seasoned veterans satisfied.

That gutsy engine in communion with a great transmission unit, not only makes it one sweet machine to be on, but it actually delivers excellent fuel economy which is excellent for the novice rider which with more than one occasion can forget to gas it up.

Being a sportbike, it can somehow be considered as being uncomfortable, but a natural riding position and comfortable ergonomics combined with its lightweight handling, easy controllability and improved throttle response make the 250R a pleasure to ride on city streets

Also new for 2008 are the larger 17-inch wheels that, apart from offering a big-bike look, also contribute at offering great handling and improved stability.

I appreciate the suspensions because they are very appropriate for this ride and manage to keep it steady in corners while still keeping things smooth and relatively simple.

A larger 290mm front brake rotor is gripped by a powerful 2-piston caliper to provide a healthy dose of stopping power with a responsive feel at the lever. Like Kawasaki’s other sport models, the Ninja 250R is fitted with petal discs for efficient heat dissipation.

So even if you gathered a few miles or if you are just beginning your riding days as a sportbike rider, the Kawasaki Ninja 250R proves it has the ability to make all those steps together with you and it also brings all the satisfaction that will determine you to head only towards Kawasaki from now on.

Price

The great thing with starter bikes is that they have low price tags and the Ninja 250R makes no exception. It has an MSRP of $3,499 USD so it is clear that even if it would have had a true competitor, the money would position it way up front.

The low suggested retail price shouldn’t make it disposable just after you’ve learned how to ride because on the Ninja 250R, that’s when all the fun begins.

Conclusion

In the city or on twisty country roads, the lightweight, rider-friendly Ninja 250R is a blast to ride! With an engine character that can be fully exploited, a compact, easy to operate chassis and full-fairing supersport styling worthy of its moniker, this model was developed to offer street sport performance to riders of all skill levels.


SPECIFICATIONS

 

Engine and Transmission

Displacement: 249cc
Type: Four-stroke, liquid-cooled, DOHC, parallel twin
Bore x Stroke: 62.0 x 41.2mm
Maximum Torque: 21.7 Nm (2.21 Kgf/m) 16.0 lb-ft @ 10,000 rpm
Compression Ratio: 11.6:1
Carburetor: Keihin CVK30 x 2
Ignition: TCBI with Digital Advance
Cooling: Liquid
Transmission: 6-speed
Final Drive: O-ring chain

Chassis and Dimensions

Frame: Semi-double cradle, high-tensile steel
Rake/Trail: 26 degrees/ 3.3 in.
Front Tire Size: 110/70-17
Rear Tire Size: 130/70-17
Wheelbase: 54.7 in.
Front Suspension/ wheel travel: 37mm hydraulic telescopic fork/ TBD
Rear Suspension/ wheel travel: Bottom-link Uni-Trak with 5-way adjustable preload / 5.1 in.
Front Brake Type: Single 260mm hydraulic disc with two-piston caliper
Rear Brake: Single 220mm petal disc with two-piston caliper.
Fuel Tank Capacity: 4.8 gal.
Seat Height: 30.7 in.
Dry Weight: 333 lbs.
Overall Length: 81.9 in.
Overall Width: 28.0 in.
Overall Height: 43.9 in.

Other

Color: Lime Green, Ebony, Passion Red, Candy Plasma Blue
Warranty: 12 months
Good Times Protection Plan: 12, 24, 36, 48 months

Features

 

DOHC 249cc Parallel Twin-cylinder Engine:

- * Compact parallel-twin design offers good mass centralization for superior handling

- * Tuned to deliver smooth, step-free power with an emphasis on low- and mid-range power for rider-friendly response

- * Pistons feature reinforced heads and strengthening in the pin boss area for increased durability

- * Thick piston (longitudinally) rings help minimize oil consumption

- * Combustion chamber design optimized to maximize combustion efficiency and reduced emissions

- * Ample high-rpm performance will please riders using the full range of the engine

Cylinder head:

- * Refined intake and exhaust ports contribute to good off-idle response and smooth power delivery

- * Valve timing and lift were designed for strong low- and mid-range torque

- * Direct valve actuation ensures reliable high-rpm operability

- * Valves with thin heads and stems reduce reciprocating weight.

Carburetor:

- * Twin Keihin CVK30 carburetors fine-tuned for good power feel and low fuel consumption

Exhaust System:

- * 2-into-1 system contributes to the Ninja 250R’s low- and mid-range torque and smooth, step-free power curve

- * Slightly upswept silencer extensively tested to determine chamber size, connecting pipe length and diameter to achieve least noise and most power

- * Meets strict emissions with dual catalyzers; one in the collector pipe and the other in the silencer

- * Using two catalyzers minimizes the power loss

- * Positioning the first catalyzer as close to the exhaust ports maximizes its efficiency as well

Reduced mechanical noise:

- * Cam chain tensioner with an automatic adjuster, like that on the KX450F motocrosser, eliminates mechanical noise caused by a loose cam chain and reduces power-robbing friction loss

- * Silencing mechanical noise allows the use of a freer flowing exhaust for a better sound quality

- * Complex construction with reinforcing ribs helps eliminate airbox reverberation and reduce intake noise

- * Air filter accessible from the side, for easy replacement

Liquid Cooling:

- * Latest generation Denso radiator offers superior cooling with minimal space and weight

- * Ring-fan uses a quiet-running motor that also saves space

- * Fins on the lower side of the crankcase further helps cool the engine

Six-speed Transmission / Clutch:

- * Involute splines reduce friction and backlash between gears and shafts for easier gear meshing and smooth shifting under power

- * Spring-type clutch damper reduces jerkiness at very low speeds and minimizes shocks when rolling on and off the throttle for a smoother clutch feel

- * Paper-base friction plates help increase cutch durability

Chassis:

- * Sturdy and durable diamond-style frame of thick-walled steel tubing offers confidence-inspiring stability at both high and low speeds

- * Beefy swingarm bracket contributes to the frame’s rigidity and helps achieve an ideal chassis stiffness balance

- * Square-tube swingarm with a 60 x 30mm cross-section further adds to rigidity

Suspension:

- * New 37mm telescopic front fork with firm settings contribute to the Ninja 250R’s smooth, stable handling and enhanced ride control

- * Uni-Trak rear suspension compliments the rigid frame and re-tuned fork and provides great road holding ability

- * Rear shock features 5-way adjustable preload, enabling the ride height to be maintained whether riding solo or with a passenger.

Wheels / Tires:

- * Features 17” wheels like its larger supersport brothers

- * Low-profile sportbike tires on wide rims contribute to its easy, neutral handling at low speeds

Brakes:

- * Large-diameter, 290mm front petal disc and a balanced action twin-piston caliper offer excellent braking performance and a natural, direct feeling at the lever

- * Two-piston caliper grips the rear 220mm petal disc

Ergonomics:

- * Natural riding position with slightly forward-slanting seat and wide, raised handlebars

Bodywork:

- * Styling matches its larger-displacement Ninja supersport sibling

- * Fit and finish of striking full-fairing bodywork on par with that of top-class Ninja supersports

- * Aggressive dual-lamp headlight design, slim tail cowl and separate seats further enhance the supersport look

- * Front cowling and windscreen offer the rider a substantial amount of wind protection

- * Two helmet holders conveniently locate under the rear seat

- * Under-seat storage can hold a U-lock or similar device

- * Two hooks under the tail and the rear passenger pegs provide anchor points for securing items to the rear of the bike

Instrumentation:

- * Instrument panel features an easy-to-read, large-face analog speedometer along with an analog tachometer, odometer, trip meter, fuel gauge and warning lights

Source: http://www.kawasaki.com/Products/De...

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Sours: https://www.topspeed.com/motorcycles/motorcycle-reviews/kawasaki/2008-kawasaki-ninja-250r-ar47893.html

Kawasaki Ninja 250 Review

Best Beginner Motorcycles was lucky enough to catch up with Gary Jaehne, the author of Sportbiking – The Real World: The Advanced Riders Handbook and Sportbiking – The Real World 2: Rider and Bike Tuning Handbook. Gary Recently purchased one of the ’08 Ninja 250s and has written a 4 part ride report of his experience.

Ninja 250 – First 50 Mile Ride; “Real World” Impressions

Just got home from logging the first 50 miles on one of the new 3rd-Generation (’08) Ninja 250s (that I just took ownership of thanks to a surprise from an incredibly cool Wife!), and decided to try to do a quick brain-dump of my first impressions of the bike. First impressions are generally some of the most valuable moments in getting unbiased and accurate feedback.

The combination of having not yet seen any full-blown road tests of the ’08 Ninja 250 show up in print within any of the mainstream motorcycle publications, not seeing anyone locally post a real world impression of one yet on the forum, and the recognition that few (if any) of the eventual magazine testers will have roots as deep into these little bikes as myself (83K miles, and roadracing)…… I decided to put those thoughts down here for anyone that has an interest in this bike. Read on, or skip ahead to the next thread, as fits for you.

In an effort to provide an effective method for readers be able to skim through the write-up to the key elements that interest them about the bike, I decided to break things down by key elements, and then expound on each with impressions from this real world first ride.

All of the evaluations will be based on a premise of “comparison”, with the reference point being the previous generation (1988-2007) Ninja 250.

What item(s) most positively impressed?

1) The engine – torque/midrange 2) The “firmness” (no bottoming out) of the suspension 3) The precision and smoothness of the transmission’s shifting

What item(s) were less than perfect?

1) The “firmness” of the suspension (less forgiving on bumpy backroads) 2) More wrist weight on the handlebars (extended miles riding comfort)


ENGINE:

The press info that’s showed up from Kawasaki has stressed the changes to the engine being focused on “increased midrange”. Reading this same shtick in multiple places I’d been left with the impression it was just a marketing way of trying to draw attention away from a potential loss of horsepower that the more heavily smogged ’08 engine was going to produce.

From a first ride, first impression perspective, I’ve got to give the engineers a “thumbs-up”, and say …… you guys weren’t blowing smoke! While having to recognize this is only 250cc’s of engine we’re talking about ….. I’ve got to say that this new bike definitely has excellent “grunt” for such a small displacement. There’s no question that this characteristic will be a huge plus to making the bike even more user-friendly for newer riders.

The official recommended “break-in” procedure specifies keeping the engine below 4,000 RPM for the first 500 miles. Say what??? Guess what speed 4,000 RPM is, in 6th gear? 36 MPH!! OK …… sure, I’ll ride the bike for the first 500 miles never going faster then 36 MPH at any time, and that’ll be just fine on the normal public roads …… right!

Today’s first 50 mile ride on the bike was done in a nice loop on some of the less traveled twisty backroads in the Santa Cruz mountains, here in Northern California. Despite the total impracticality of the 4K break-in engine speed, I did consciously keep from revving the engine any higher then was realistically necessary. Keeping the engine lower in RPM then my normal Ninja 250 riding adventures, gave me a perfect opportunity to sample this “mid-range” that the Kawasaki engineers were claiming.

Today’s route included climbing some steep and twisty uphills too. The ability to maintain a steady pull, despite the engine working in a much lower then normal (for spirited riding on one of these little bikes) RPM range, was quite impressive! It almost felt like I had an extra hundred CC’sof engine doing the work. Cool stuff. I can’t comment on the overall power output of the bike at this point, having not yet taken the engine anywhere close to the RPM range (10-13K) where that happens on these little 250cc machines. Once the engine has reached the broken-in phase, I’ll post a follow-up with impressions on that aspect. Stay tuned.

SUSPENSION:

The first perk is that the bike now comes with a 5-position spring “preload” adjuster for the rear shock. That’ll be great for allowing riders to optimize the geometry of the bike for their weight. At 170 lbs, I found position #3 (1 is stock) to be a good starting point. The two major shortcomings of the previous generation Ninja 250’s suspension, was the easy “bottoming out” of the front forks (due to REALLY soft springs), and the total “pogo-stick” bouncing behavior the exhibited due to nearly zero rebound damping.

The ’08 bike is downright “firm” in the spring category; front and rear. The stock rebound damping is actually quite controlled too. The front forks rebound is pretty much right on the money (for an old-school technology damping rod design), with the rear shock having a bit too much rebound …… if anything. On today’s brief first-ride, I included a route that covered some of the very tight and bumpy backroads that we make part of our regular weekend rides. The added “firmness” of the new bike’s suspension made things feel a lot more like being mounted atop any of the current crop of hardcore sportbikes, then the rather “plush” feeling of the past generation Ninja 250’s soft suspenders.

A bit of a double-edged sword in this case, as what will make the bike better for pushing a bit harder under ideal road/track conditions (smooth, faster, and minimal bumps), becomes a bit of a handicap in keeping rubber to pavement on some of the rougher roads that exist in the real world. During the last stint of today’s ride I did the run down Felton Empire Road. A good portion of this road is paved with a relatively fresh layer of exceptionally well groomed asphalt, with very few bumps. It was on this section that I first got to appreciate where the new bike’s suspension will shine!The bike is definitely in its element on such pavement conditions, and will likely be able to be ridden quite quickly through the turns when the pavement conditions are right (as in this form of asphalt at a track).

HANDLING:

Conditions during today’s brief ride were not ideal, with the roadways still having a lot of damp spots from recent rains. The road conditions, combined with virgin rubber on the tires, engine break-in limitations, and “new bike syndrome”, kept from getting a full feel for the bike’s handling. Despite that, some general feedback on how the bike responded going into turns, reacted mid-corner, and delivered in making line adjustments was noted from the ride. The new bike seems to have better trail numbers then the previous generation being quite stable for such a small/light bike.

I tried to deliberately induce some headshake on a few straights, to see how the bike would react. Was pleased to see that the bike exhibited a solid degree of self-centering of the steering; actively working to steady things back down very quickly after the deliberately induced wiggle. Despite the stability, the bike definitely was not slow steering. The combination of the bike’s light weight and very narrow tires resulted in the little Ninja turning in with very little effort, and dropping right onto the requested line.

RIDER POSITION:

The feel of being on the two version Ninjas, and riding down the road, are quite different. I’d describe the feeling on the two bikes as: Previous generation:……………….. Sitting “Down in the bike” (low CG) ’08 version:………………………….. Sitting “On top of the bike” (more sportbike feeling) For low speed maneuvers and general control on rough roads, the low CG and seat height of the early generation bike is superior. The ’08 model follows the lead of the more serious sportbikes of today, putting the rider more inline with the upper plane of the bike, which is a great position for carving up turns at higher speeds on good pavement. Good and bad …… depending on the application.

For shorter riders, the older bike was better in this respect. One very noticeable difference I noted on the new bike, was the amount of weight that I felt on my wrists while riding. The seat to handlebar relationship on the older design machine had the bars sitting up significantly higher. The forearms, at least for about a 6 foot rider, were nearly horizontal while seated on the bike. On the ’08 bike I find that my forearms have a bit of a downward slope to towards the grips, and I had to be more conscious of keeping from putting undesired weight forward on my wrists ….. especially when riding the steep downhill sections on today’s ride.

The more mainstream sportbike orientation of the bars (lower) on the new bike will likely serve as a plus for serious performance use; but will make extended hours in the saddle a little more fatiguing for the more casual rider or commuter. A bit of a win-lose situation; depending on the rider.

TRANSMISSION:

The shifting on the previous generation Ninja 250 wasn’t bad, but it definitely gave you a solid notice when it was being notched up and down between gears. Granted this bike is very new at this point, but the minimal foot pressure required to make gear changes, combined with a very precise feel when the next gear engaged, put a smile on my face.

CLUTCH:

One of the behaviors I’d gotten used to on the previous generation bike, was the “lurch” that was often experienced when dropping the bike from neutral into 1st gear …. especially when cold. It was an issue where the fiber and metal plates had a habit of wanting to not totally disconnect, despite the clutch being properly adjusted and pulled in fully. I was pleasantly surprised that the new bike clicked into 1st gear without so much as a nudge; despite the bike being barely warmed up in the garage before heading out. Nice improvement!

BRAKES:

Being in the early break-in phase, I’d consciously been easy on the brakes during today’s short ride, to allow the pads/rotors to bed-in. During the last few miles of the ride I did experiment a little bit with firmer lever pressure. The bite of the front brake seemed solid for a single rotor/caliper equipped machine. At this point I’d have to rate them to be at least as good as the earlier generation, if not slightly improved.Being a “semi-wave” rotor design, and possibly a different compound in the pads, it’s not unexpected that they might continue to surpass the previous generation bike’s brakes, once I’m pushing them harder.

The rear brake felt good, and not really anything noticeably different then the old bike. Rear brakes are more of a complementary braking tool, and the one on the new 250 seems more then up to the task. Decent “feel”, which is important for a rear brake to be most effective.

SOUND/EXHAUST:

The catalytic equipped single muffler on the new bike is definitely a bit quieter then the twin-pipe generation machines. At idle this added quiet is most noticeable, with the tone and volume becoming more on par with the earlier bike once the RPM and throttle position increase a bit while riding.

I really like the clean look of the single muffler. Kind of wish it were “black chrome” (instead of “shiny chrome”), as it’d blend in nicer with every other non-main color scheme painted item on the bike (swingarm, frame, forks, subframe, wheels, etc) that’s done up nicely in a mean looking black theme.

WEIGHT/FEEL:

Though the spec sheets indicate around a 30 pound increase in weight for the ’08 model, I suspect a portion of that was some under-rated numbers that the original bike may have been carrying around in the brochures for many years. Either way, the weight of the two version bikes didn’t stand out as being different while riding. If anything, due to the higher placed seating position, it made the bike feel lighter …… due to it wanting to flick over to lean angle with less effort.

TIRES:

The OEM tire are Bridgestones, in a 110 size up front and a 130 on the rear, on 2.75″ wide and 3.50″ wide rims; respectively. Though being rubber from a current crop of tire offerings from Bridgestone, they are the older technology “bias-ply” style (versus the state-of-the-art “radials” seen on the high-end sportbikes today). The combination of the conservative pace on today’s first 50 mile break-in ride, and the road conditions, didn’t provide a real chance to find out how good or bad the stock tires perform.

I will say that I didn’t have a single moment of slippage, and did see that the area of the tread surface that was used had been within about ½” of the edges (front and rear) by the time I got home. I found them to be quite decent skins (for OEM rubber) for most riders use.

INSTRUMENTATION:

In this area it was a bit of a gain/lose situation. The gain was the addition of an analog fuel level gauge (which I like!). The loss is the absence of an actual water temperature gauge, being replaced by an idiot-light. The other noticeable change in the instrument cluster is the tachometer; with the difference being the much smaller size on the ’08 machine. On the earlier generation bike the tachometer and speedometer were equal in size; sitting side-by-side. On the ’08 bike the tachometer is significantly smaller then the speedo,and tucked off to the leftside of the cluster.

I guess the thinking is that for safety, a rider should be most focused on their speed, and hence the larger sized gauge for that purpose (?). As a result of the reduced size of the tachometer, the spacing between 1,000 RPM increments is resultantly much closer together. Being able to quickly glance down and immediately determine the current RPM of the engine is a bit more challenging. Not really a problem, but just a bit of a step backwards from that aspect in user-friendliness of the old bike.

FEATURES:

Again a bit of a win-lose situation. The loss is the presence of a center-stand on the bike. Though it added weight, and was a potential ground clearance limiting item, it did make tire changes and bike washings a less daunting task. One of the additions being the welded-on swingarm spool mounting bosses on the back of the new bike.

The hole size of the bosses is identical to many other mainstream sportbikes (the ones off my ZX-10R fit right on!), which makes getting spools an easy task. The spring preload adjuster on the rear shock was already mentioned in the suspension section, but definitely shouldn’t be missed when referencing nice added “features” to the ’08 bike.

QUALITY:

Before ever taking the bike out for its first mile of riding, I spent a number of hours going over ever nut-n-bolt in ensuring the everything was setup right. I was impressed with the way that everything was cleanly designed an put together. Things are in the right places, and well thought out.

When riding the bike, I was impressed with the very “solid feel” that I got from it. Nothing rattled, shaked, or in any way felt out of sorts, despite navigating some rather bumpy roads today. The front and back of the bike felt very “connected”; with neither end moving from side-to-side independently. I guess it just felt like there was more bike underneath me, then what would be expected of economy priced, entry-level 250cc machine.

kawasaki ninja 250r review

APPEARANCE:

Last but not least. Regardless of how good a bike performs in every other category, if looking at it parked …… while walking up to it to go for ride ……. doesn’t “move you”, there’s not much chance of true love ever developing in the relationship. The new ’08 Ninja 250 has that covered in spades for me! Looking at the little “Bright-Green Ninja Machine” sitting up on the rear stand in the garage, under the lights, is a pretty sight to see!

The designers of the bodywork and ergos on the new bike did an awesome job in coming up with this new package. The clean look of the bodywork and paint, thanks to a near total lack of the radical poser graphics that have showed up on some machines over the years, is all business. I swear that from a pure “looks” perspective, in my opinion, this new ’08 Ninja 250 takes a lot of the other changed-for-’08 mainstream, bigger-bore sportbikes to school. A bike who’s looks definitely deserve the right to wear the “Ninja” namesake.

CONCLUSION – RIDE #1:

What’s my overall first-ride impression of the new ’08 Ninja 250? I was impressed! I couldn’t wait to get a chance to ride the bike “in anger” (means to its potential) in the future.


Ride #2 “Real World” Impressions (Ridden in Anger)

With yesterday’s take-it-easy, get to know the bike, first 50 mile break-in ride on the new ’08 Ninja 250 now in the history books, today’s mission was to raise the bar a few notches on the riding …. and see what shook out at the next level. I’ve been home a few hours since the ride, yet the ear-to-ear grin still hasn’t gone away. What can I say …… but OMG ……… I LOVE this friggin little bike …… and ….. I want to race this bike!!!! To begin, here’s a little background on the flavor of today’s 2nd ride on the new bike, where I put in another 50+ miles on more of the best tight and twisty local roads up in the Santa Cruz mountains.

The overall pace was definitely a lot quicker today. The speeds however, especially in the straights, were still kept conservative, and the RPM at which the engine was ridden was kept in the sub-10K range (of a 13K redline). The focus was in running the bike much harder through the tight and twisty turns, with the goal for working the tires, suspension and chassis to a much more demanding level. In the 1st-Ride report, I mentioned that one of the areas of the new Ninja 250’s behavior that had raised a flag slightly for me, was the overall “firmness” of the bike’s suspension …… front and rear.

Yesterday’s initial break-in pace was much more mellow then a normal backroad Sunday ride. As a result, I recognized the bike’s suspension was not being worked very hard, and was wishing really hard that the suspenders would “come into their own”, once the pace was picked up to a more spirited level. Sometimes you wish, and it will come true. Today was one of those days!

The firm spring rates and damping on the bike really showed their merits when I began pushing harder on the bike. Literally the harder I pushed the bike’s chassis going into, and through, the turns…. the more supple, planted, and confidence inspiring the bike felt. It was incredibly good! As the bike was called upon to strut-its-stuff, every aspect of the machine seemed to peel off its Clark Kent exterior, and scream out ……. “Let’s Fly!” Before I get any more carried away in enthusiasm, let me get back on track by picking up the itemized list of evaluation points format that I’d originally used in the first test ride report. I’ll simply bring back the key items from the original evaluation list where the bike really shined today, when “ridden in anger” ….. and expound on each category with today’s impressions. Here you go.

THE ENGINE:

Electing to still keep the engine well below the real power curve (that lies in the upper 3,000 RPM) on today’s 2nd ride on the new bike, I’m still in a holding pattern on being able to provide an honest old bike vs. new bike evaluation in this category. Stay tuned, as that final page should be coming after just a few more miles post up on the odometer.

The only feedback I can share from today’s ride, is that the engine definitely responded favorably to the extra 3-4K RPM that was explored. You could tell that it was very happy to be called upon to begin flowing more air through the little cylinders. I have no doubt there’ll be more good stuff to come when the upper range of the engine’s speed is tested.

THE SUSPENSION:

Riding the previous generation Ninja 250 on stock suspension always demanded a lot of attention from the rider when upping the pace. Constantly trying to minimize the amount of work the suspension was being asked to do, by doing as much of the work as possible by the rider, was the key to not bottoming out, dragging hard parts on the pavement, and generally having a buckboard of a ride. Glad to be able to report that those days are gone on the ’08 Ninja 250!

The suspension is so firm and supportive that I found myself doing everything I could to consciously put the bike in a position where it would be doing as much of the work as possible. The more of the cornering forces, and pavement elevation change forces, that I directed right into the forks and shock, the more supple, and the more planted things felt. The key seemed to be getting enough weight on the suspension to put it down into the sweet-spot of its working travel. This was especially true of the front forks.

Personally, I love to ride a bike that has a front suspension that is firm enough that it demands you put a lot of weight forward on the bike while cornering; and yet will not penalize you by bottoming out as a result. The new Ninja 250’s forks behaved exactly in this manner on today’s ride. I sometimes refer to this behavior as a bike that likes to be ridden into the turns a bit like a “unicycle”, with a large percentage of the overall bike/rider weight over the front wheel. The bike did awesome when ridden this way today.

The #3 position that the rear shock preload is set at on my bike, confirmed itself on today’s more spirited ride to definitely be the best setting for my 170lb. rider weight. Turns in nice, holds a line, and is still rock stable. Can’t beat that! One take-away from the feedback of the bike’s suspension, as a result of riding the bike at the two different levels over the last two days, was that this bike will reward riders that have the skill (and desire) to work the bike hard ….. and will be less user-friendly (then the previous generation Ninja 250) on anything but smooth roads, for less experienced and/or aggressive riders.

HANDLING:

I was absolutely blown away by the stability and precision that the bike showed today at the more spirited pace! The bike truly behaves as one entity, with zero front/rear “disconnect” (side-to-side movement) that is often seen on other bikes. I was just shaking my head in the unbelievable accuracy that the bike displayed in following the exact line that I wanted at every moment, almost as if it had telepathy, and was reading my mind. Honestly, I’ve never ridden any other bike that gave me a level of confidence that I could put it within fractions of an inch of where I wanted it go, every moment.

Racing one of these new ’08 Ninja 250’s will be a total hoot, as making totally clean passes in tight quarters, where it hardly seems possible (at least if on a regular full-sized 400lb sportbik) will surely be on the menu. How a bike responds when the front brake is trailed into a turn is often a good measuring stick on the overall success achieved by the Engineers in designing the overall package. If that form of test was used to evaluate the new Ninja 250, it would pass with flying colors!

Unlike some bikes that tend to “stand up” when trailing the front brake deep into corners, this bike absolutely shines. The front end just feels even more planted, the more loading that the trail braking generates. Totally neutral, with the bike maintaining the exact line you’re asking for. There’s no question this little $3,500 bike could humble a lot of the high-dollar, big-bore sportbikes I’ve ridden, when it comes to late braking and slicing into a tight turn. David and Goliath ……. bring ’em on.

RIDER POSITION:

Due to the confidence that develops in the “firmness” and competence of the bike’s suspension, I found myself a lot less prone to shifting my body off the bike for cornering … compared riding done on the previous generation Ninja 250. Staying a lot more “on top of the bike”, and letting the bike (and suspension) work underneath me, seemed just right in most situations. I think this aspect will make the new bike a lot less physically demanding on a rider, when navigating the bike through twisty roads.

TRANSMISSION:

The precision and effortless shifting up or down between gears, continued to impress me. The shifting is so perfect that it’s almost like a semi-automatic transmission. One of the benefits proved to be the lack of demand on the rider’s attention that is spent on shifting this bike. The shifts occur right on cue, with so little effort, that the extra unused attention is available for focusing on more important things while carving up the corners.

BRAKES:

Delaying longer before slowing down for turns today, resulted in calling on the brakes to begin working harder. As a result, I began to truly appreciate the much-improved firmness and feel that’s transmitted through the front brake lever (compared to the previous generation bike). I didn’t experience any signs of brake fade, or lever travel increase, despite working the front brake without much rest (due to a lot of trail braking), when making the run through the turns on some steep downhill’s today. The pads and rotors appear to have begun to “bed-in” at this point, with the level of initial bite noticeably improved from yesterday’s first-ride.

WEIGHT/FEEL:

It’s really hard to believe that the ’08 Ninja 250 is a “heavier” bike (over the old model), when moving down the road at any speed. The bike felt almost like an extension of my own body …….. as if I was just flying along on a rail. Regardless of what a scale would say, when you’re riding this bike, it feels very light and narrow compared to likely anything ridden before ….. short of 125cc/250cc two-stroke GP bike.

TIRES:

Based on bike feedback from yesterday’s ride, I went with my plan to drop the tire pressure before heading out today. I went with 25 PSI (cold), in both front and rear. I think this was a good decision, as I noticed a couple of positive effects:

  • It softened up a bit of the “harshness” that was being transferred into the bike’s chassis, on the rough/bumpy surfaces
  • The tires seemed to have a higher level of “grip” with the pavement; on both rough or smooth pavement

I’m quite impressed with the Bridgestone BT-45 tires that came stock on the bike. Despite being pretty narrow, they haven’t slipped once unexpectedly, over what’s now been over 100 miles of backroad riding. Inspecting the tires at the end of today’s ride, showed that the rear tire had touched pavement to within a couple of millimeters of the edge, with the front being used a bit less ……with about 4mm’s of virgin rubber remaining.

GENERAL CHARACTERISTICS:

One of the biggest limitations and shortcomings of the previous generation Ninja 250, was “dragging hard parts” due to the combined effects of limited ground clearance (footpegs, centerstand, exhaust pipes, etc) and overall squishy suspension that would easily use up all of its travel. This aspect of the ’00 Ninja 250 that I’ve logged over 80K miles on, has been the most demanding on me as a rider when trying to enjoy riding the less-smooth backroads at a fun pace. Thankfully with the new ’08 Ninja 250 those days (and worries) are over!

The combination of the nicely tucked up single muffler, higher footpeg and lower control positioning, and a vastly improved level of support from the firmer suspension components, have done a great job in addressing this problem. I’m anxious to see what degree of lean angle the bike is going to be capable of achieving, before anything touches down (when ridden in the right environment, at the track).

CONCLUSION – RIDE #2:

The impressions after getting in a second day of brief test riding on the bike …… and doing so while pushing things a bit further? Was I still impressed? Hell yes!!! It was only getting better each time out. I figured that if things continued to get incrementally better at the same rate as they have so far over every 50 miles of riding on this new ’08 Ninja 250, I should reach total riding nirvana in about another 100 miles!


Ride #3 “Real World” Impressions (Looking for Nits)

Having put two solid rides in on the new “08 Ninja 250, over the last two evenings, and put to paper (and posted on the forums) the highlights of my impressions of the bike …. I realized that I’d pretty much exhausted the discovery process in identifying all of the “good” (or great in many cases) aspects of the bike.

Recognizing that there’s nothing perfect in the real world, including motorcycles, I decided to dedicate yesterday’s ride to the process of looking beyond the sunshine and blue skies of taking ownership and riding a new bike ….. and focus all my attention on digging deep beneath the shiny new paint, and looking to identify the “nits” (e.g. shortcomings).

Being a budget-priced bike, there’s no question that some compromises needed to be made when Kawasaki was going to the parts bin to spec out individual components for the ’08 Ninja 250.

That’s the reality of life. You can only get so much, for so much money. Cartridge forks, fully adjustable shock, and complex computer controlled fuel injection systems just don’t come cheap. In keeping with the easy-to-digest itemized by category format of the earlier postings, for providing real world riding impression feedback, I’ll use that method for sharing the results of the “nits finding” mission from today’s ride. For those interested, please reference the following:

ENGINE: (Carburetion)

During the bulk of the 50+ miles that I put on the bike this evening, the riding was done while carving up some lightly traveled twisty backroads. Thanks to the open roads, the majority of those miles were spent at a moderately “spirited” pace, with the engine working mostly in the 7-10K range. In this mid-upper RPM range the fuel delivery, and resultant throttle response, had proven to be quite good. As a result, I had begun to come to the impression that all was rosy in the world of the carbureted USA model of the ’08 Ninja 250.

Normally getting stuck following traffic at a significantly sub-speed limit pace isn’t a good experience. However on the last few miles of yesterday’s ride, while on the last leg coming home, being subjected to this kind of riding environment proved to be a very valuable experience in the quest for uncovering the “nits” of the new bike. This “nit” appears in the form of a “hiccup” (momentary power lag, followed by a snatch as it kicks in again) when going from total off-throttle position, to just cracking the throttle back on again …… in approximately the 4,500 – 6,000 RPM range …… especially noticeable in the lower (3rd/4th, etc) gears.

While following closely being a train of cars in front of me (at around 30-35 MPH), every time they would go through their unexpected cycle of slowing and speeding up again, and I was forced to go to zero throttle and then come back into it again, I’d get a momentary “snatch” as if the bike lost fuel, and then had it turned back on again like a light switch. No matter how smooth I was on the throttle movement, as long as going all the way to zero throttle position was part of the off/on sequence (while in this RPM range), I’d get the “snatch”.

I experimented and found a work-around, which was to consciously keep just a small amount of throttle opening during those moments I was needing to slow for the traffic, and work the brakes slightly against the very light throttle to achieving the needed slowing. By keeping the carburetors off of their total zero idle circuits, and minimal butterfly/slide opening positions, it seemed to avoid this “bad spot”.

I suspect that the reason for this behavior can be traced back to the testing processes used by the government regulatory agencies for meeting the current strict level of emissions outputs that the bike had to meet for 2008. Likely the carburetors are setup extremely “lean” in that specific RPM range, as a necessity in meeting those standards. The penalty for meeting the emissions compliance materializing in the form of the stock bike exhibiting this “nit”; for new owners. Not a big deal, and likely can be addressed by creative carburetion tweaks …. but a “nit” none the less that should be noted in the effort of trying to provide an un-biased account of the bike for those potentially considering ownership.

SUSPENSION: (Damping Rates/Behavior)

Compression/Springs:

I’d previously noted that both ends of the bike’s suspension has an extremely “firmer” feel to it, especially in comparison to the previous generation Ninja 250’s. This “firmness” is a welcome characteristic when the bike is being ridden in a spirited fashion …. at times when the road surface is not excessively rough, bumpy, or in overall poor condition.. That’s the “perk” side of this. The “nit” side is that this firmness in the compression direction (spring preload, spring rates, high-speed compression damping) definitely makes the bike less happy when the roads get bad.

The behavior materializes in the form of having the tires prone to “skittering” (momentarily losing, and regaining, traction) over really rough pavement. The more conservatively the pilot is riding the bike, the more noticeable (and more of a “nit”) this behavior will be. This will be more of a factor for less experienced riders, where the previous generation Ninja 250 had a bit like a “comfy couch” feel (due to really squishy/soft suspension). The behavior associated with this aspect of the suspension on the ’08 model will be something they’ll see when riding on real world roads.

Rebound Damping:

This was an area where the previous generation Ninja 250 was SERIOUSLY lacking; at least the front forks. A “pogo-stick” was the best way to describe how the stock forks on the earlier bikes performed. It’s great to see that this historic, nearly non-existent rebound damping has been addressed by Kawasaki in the ’08 model. Unfortunately the budget price of the bike didn’t allow for the use of modern technology style suspenders. As result, the Engineers had to accomplish the additional damping using limited tools. The outcome is that the old-school “damping rod” style suspension is still WAY better then the old bike ….. but not without “nits”.

Statically testing the rebound damping in the garage, when I’d first got the bike, had already showed me that the amount (non-user adjustable) of damping (how slow it bounces back up) was slower then I would have preferred. The forks actually weren’t too far off, being pretty close to where I’d want them to be if I had an adjuster to turn. The rear shock was the primary culprit in this “too much damping” category. It should be noted that my bike has less then 200 miles on the odometer, so things are still in the process of “breaking in”. It’s possible that the shock’s rebound damping may loosen up a bit once it’s got more miles on it? We’ll just have to wait-n-see.

Recognizing this “too much rebound” characteristic of the suspension, and consciously keeping it in mind while out on the road test riding the bike, I anticipated areas on the road where I’d likely see the impact. The places where it ultimately surfaced in the most recognizable form, was when taking a few corners that were located at the crest of “uphill” rises. I found that the rear tire wanted to get a bit “light” (lose grip with the pavement) at those moments.

This was due to the unweighting effects of the pavement surface dropping away over the crest, and the rear shock not responding quickly enough to cause the swingarm to drop down at a rate where the rear tire would maintain maximum grip ….. in tracking with the road surface. It should be noted that it took riding the bike at what would be considered a VERY spirited pace (not top speed, but just cornering level for the tight/narrow backroads) in these spots, for a significant enough impact of the excessive rebound damping of the rear shock to become a fully recognizable event. Though the rebound damping is definitely not without flaw on either end of the bike (what you pay, is what you get typically, when it comes to suspension), I suspect that during the level of riding that most owners will do with the little Ninja 250, it won’t be greatly noticed while out on the road.

GENERAL – FUEL ECONOMY:

Prior to taking off on last night’s ride, I deliberately “topped off” the gas tank. The goal being to be able to get an initial feel for the fuel usage (MPG) of the ’08 model bike. The ride consisted of a mixture of approximately the following:

  • 80% “Spirited” tight/twisty backroad riding (7-10K range)
  • 20% city street in-traffic riding

In topping off the gas tank again (from a gas jug), upon arriving at home, the bike took right around 1 gallon to bring back to the pre-ride level. With the ride being about 55 miles today, it worked out easy to see the approximate average mileage (55 MPG) the bike had returned on this mixture of riding. As is so often said ….. “your mileage may vary”.

CONCLUSION – RIDE #3 – “Nit Hunting”

The limited number of items that surfaced, despite this being a very deliberate “nit hunting” mission, shone well on the ’08 Ninja 250. A pretty small list; from a $3,500 motorcycle! Hopefully digging out these “nits” from the recent real world riding experiences with this new bike, and sharing them in this Real World review, will be of some value for other potential owners (or eventual owners).


Ride #4 “Real World” Impressions (Full Anger Mode – & a Miracle)

The new bike was showing about 160 miles on the odometer at the start of the first weekend of riding, as a result of the three 50’ish mile first impression mini test rides that I’d managed to squeeze in during the previous evenings after work.

Fresh oil had been put into the engine at that early mileage mark in an effort to ensure any initial break-in impurities were removed. At this more established stage of ownership, this posting will cover the impressions taken away from a solid 350 miles of “spirited” riding that was done on the local twisty backroads, while enjoying two days of beautiful California winter weather (sunshine, dry roads, and temps nudging into the 70’s).

In keeping with the itemized format previously used for evaluation of the various categories of the new bike; this weekend’s impressions/experiences are again presented in that fashion.

ENGINE:

Subscribing to the school of gotta run an engine, with proper RPM variation and loads on the rings, to properly break it in, the RPM range the engine was worked over the course of this weekend gradually increased over a reasonable working range. No wide-open, 6th gear stuff …. or running it up to redline (13K) … but definitely using the engine the way it was intended to work. It’s still only a seat-o-the-pants dyno impression at this point, but based on having run the new bike on the same combination of twisty backroads (including some with steep uphills) that I’ve sampled for the last 80K miles on my old-generation (2000) Ninja 250, I suspect that in stock emissions-legal trim, the ’08 model is putting out just a tad less peak HP.

The engine runs great through the RPM range, and definitely does a good job of pulling the rider along nicely during general riding, while just cruising her along in the 6-8K range, but that upper RPM “hit” (10K-13K) of the previous generation bike just seems to be slightly soft on the ’08 model. Riding this weekend with the many of the same experienced riders (on their 600-1000cc machines) that I’ve spent time with in the hills in the recent past, while mounted on the old bike, I was able to somewhat gauge where the ’08 bike’s actual performance stacked up. Measuring how hard I had to work the little bike, to blend in with the riding of the folks on their bigger-bore machines, provided some pretty quantitative feedback. The key for optimizing the strengths of the new bike, during this “spirited riding”, was in recognizing that banging downshifts every time the engine dropped below the 11K range is not necessary, or in its best interest.

Letting the upper-midrange (8K-10K) pull the bike along, results in getting down the road in a very efficient manner, at a lot better pace then the lack of screaming engine RPM (of the old bike) might imply. For those looking for the root of the missing top end “hit” of the old bike, I’m not sure where that lies. It may be in the modified cam profile and timing, the new catalytic converter equipped exhaust, emissions-friendly carburetor jetting ….. or some combination? The bottom line however on engine performance, based on 500+ miles of real world riding experience on the new bike, is that this lack of extreme top-RPM “hit” doesn’t make the bike any slower then the old generation machine.

If anything, the added “grunt” of the upper-mid, if utilized smartly by the rider, can result in the ’08 bike running a stronger pace then the old bike. This is true; at least on anything short of taking the bike out on track in a roadracing environment.

CHASSIS/SUSPENSION:

The significantly increased “firmness” of the suspension on both ends of the ’08 bike (compared to the pogo-stick ’88-’07 machines) has already been well noted in the earlier segments of the bike review. On the second day of the weekend riding I had a chance to really put the suspension to a worst-case test out on an incredibly tight/twisty, bumpy, up-n-down rollercoaster style of backroad (“Stage Road”.) in the local Northern California mountains. On the old bike, the “G-Out” dips that reside at the worst possible locations, right at the apex of some challenging downhill corners, used to badly sack the bike’s suspension out.

At a “spirited” pace, this has occurred to the point where the exhaust pipe, shift lever, rear brake lever, side and center stand all touched down to pavement at various times ….. providing a shower of sparks …. and badly upsetting the bike. Not a fun moment!

Recognizing this limitation on the old bike, required a lot of effort on the part of the rider to try to minimize the impact. Keeping the bike as vertical as possible, being on the throttle just prior to (and during) the “G-Out” (to keep the engine working the drive chain through the rear wheel to provide some “anti-squat” assistance), and using a lot of leg-suspension by the rider, were all required. Carving up those very same turns on Sunday, on the ’08 bike, totally changed everything!

The bike has what so far appears to be almost unlimited ground clearance between “hard parts” and the pavement (at least as setup on preload #3 position, and my 170 lb. rider weight).

The combination of the high clearance, and “firm” suspension, resulted in not a single “G-Out” moment ….. despite the pace being (if anything) a bit more “spirited” then most past rides on the old bike. It definitely takes a ton of the stress out of riding the bike briskly on lesser quality roads, where there’s higher demands put on the suspension. Good stuff!

P.S. As hard as it was for me to believe (from what I found over the last 500 miles of riding), experienced riders that take one of these little bikes out in an environment (the track) where “getting a knee down” is commonplace …… are going to find it’s REALLY HARD to touch a puck on this new bike!

The combination of the “firm” suspension (that doesn’t squat under load going into the turns) the taller seat height (and wider), and the higher rearset/footpeg position, keep the ground a long ways away while cornering. This is true even when leaning the bike quite far over (to within a few mm’s of the edge of the OEM rear tire). This capability being a total 180 degree opposite of the “old” (last generation”) bike!

FUEL MILEAGE:

There were some intervals (miles) of riding this weekend where the bike was exclusively being used on a series of very tight/twisty, mostly un-traveled backroads, at a consistently “spirited” pace. Due to the lower speeds of the twisty roads, the bike was being worked a lot in the lower gears, and at higher RPM.

Based on past experience, this form of riding always puts the highest demands on fuel economy. After completing about a 115 mile loop which consisted mostly of this form of riding, a gas fill-up was done to check how thirsty the bike had been in this most demanding form of use. The bike took about 2.5 gallons to fill back up.

This figured out to an average mileage, for that extreme level of riding, of: * 46 MPG (lowest) Pretty amazing mileage (compared to a 600cc+ machine), considering the type of riding!


OVERALL IMPRESSIONS:

A good friend, and weekend riding partner of mine (that happens to also be a very fast local roadracer with about 20 years of experience) joined me on Sunday’s ride. He’s ridden with me many times over the last few years, on his CBR-600 and CBR-1000 Hondas, while I was on the old Ninja 250.

Despite riding with me on the little bike (prior to yesterday) he’s never thrown a leg over a Ninja 250, much less ridden one. After our breakfast stop up at “Alices” restaurant (an infamous sportbikers watering hole at the top of the mountain roads in our area) I offered him a chance to swap bikes for a short test ride during the first stint of our day’s riding.

The good looks of the ’08 Ninja 250 (over the previous generation model) was the carrot that pushed him over his previously shown total lack of interest in riding one of these little 250cc machines. We headed out on an 8 mile stretch of Hwy 35, heading north, to the junction point of our proposed turnoff onto one of the tastier little goat trail roads in our local sportbike riding area (“Tunitas Creek Rd”).

I waved my friend by at the start, to allow him a chance to set the pace to whatever he felt comfortable with ……. as well as to allow me a chance to actually see what the little green bike looked like in action. The first of the twistys started less then a mile up the road, and I was amazed to see that within about 3 turns, his body posture changed dramatically. He went from a “I’m just sitting here cruising along checking out someone else’s bike” ….. to a “lets carve ’em up” mode.

I was grinning ear-to-ear in my helmet as began to see a gap developing between us, as he exited a couple of consecutive tight turns, while dropping into the “spirited” mode. I found myself actually having to get into the throttle a bit on his 600RR, to use the superior power to close things back up again. Wow …….. I couldn’t believe it. He’s REALLY having a blast riding that thing!

This cat-n-mouse continued for the next five miles, with him looking more and more confident, and having more and more fun, as every turn fell behind us. Pulling into parking area at stopping point for our turnoff to the goat trail road, I got off his Honda and walked over to him. He was still sitting in the saddle of the Ninja, and didn’t seem in any hurry to get off. His last comment to me, as we debriefed a bit on the test ride, was “let’s go!. This was accompanied by a head gesture motioning in the direction of the entrance to the road we were about to ride. Apparently he was all set to stay on the little 250, and continue with the fun. Being a bit of a party-pooper (but doing so with a smile) and proud papa, I replied; “If you want to ride one of these little Ninja 250s any more at this point …… you’re just gonna have to buy one of your own”. At that point we swapped bikes back, and headed out for what ended up being another 100 miles of great riding by the end of the day.

The significance of the reaction of my friend, from his brief test riding experience on this new ’08 Ninja 250, cannot be understated. The fact that this particular individual came away with a big smile on his face, really had a blast riding the bike, and commented verbatim after his ride; “One of these bikes would really be a lot of fun for riding on the roads up here!” speaks volumes for the success and recognition that Kawasaki engineers and designers deserve for their work in creating this new generation bike. It only gets better with every ride ……….. can’t wait for each new opportunity! Congratulations Kawasaki …….. “you done good”. I hope you guys sell the _hit out these little bikes. It’d be great to see a lot more riders that are better suited to smaller displacement machines ….. get off the bigger-bore bikes ……… and onto something where they can have a great time, and really learn the art of riding. Happy riding all! Gary S. Jaehne Scotts Valley, California

Sours: https://www.bestbeginnermotorcycles.com/2008-kawasaki-ninja-250-review/
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Kawasaki Ninja 250R

This article is about Kawasaki's twin-cylinder sport bike sold since 1986. For the single-cylinder version introduced in 2014, see Kawasaki Ninja 250SL.

The Kawasaki Ninja 250R (codenamed EX250; previous generations had market-specific names) is a motorcycle in the Ninjasport bike series from the Japanese manufacturer Kawasaki originally introduced in 1986. As the marque's entry-level sport bike,[1][2] the motorcycle has undergone few changes throughout its quarter-century lifetime, having received only three substantial redesigns. In some markets the Ninja 250R has been succeeded by the Ninja 300.

Nomenclature[edit]

Since 2008, the bike is marketed as the Ninja 250R in all markets. It is also referred to by its platform designation, EX250, to which a generational suffix is attached. In the United States, previous models (EX250-E/F/G/H) were already being marketed as members of the Ninja family of sport bikes, while outside of the U.S. the bike was known variously as the ZZR-250, ZX-250, or as the GPX-250R. One of the earliest models, the EX250-C, was given the name GPZ-250.[citation needed]

Model history[edit]

Cleaning the chain on a Ninja 250R

The Ninja 250R's particular ergonomics, chassis design, and engine placement have resulted in a motorcycle that straddles the standard and sport classes. The Ninja's riding posture also falls between standard and sport.

1983–1985 (EX250-C)[edit]

The first generation was produced between 1983 and 1985, and known by the production number EX250-C. It was sold as the GPZ-250. Sold only in its home market of Japan, this earliest, belt-driven version was first produced in 1983, and shares no commonality with later generations.[citation needed] The bike has 32 mm fork tubes.

1986–1987 (EX250-E)[edit]

Produced between 1986 and 1987 was the EX250-E. This model was sold as the Ninja 250R in Canada and the U.S. between 1986 and 1987. It was known as the GPZ-250R elsewhere. When originally introduced, it was more costly than the Honda Rebel, and reviewers complained that while the 14,000 rpm redline was nice, the engine was slow to rev.[3]

EX-250-E Specifications[4]
Engine
Type Four-strokeInline twin, DOHC, Liquid cooled, Eight-valve, with counterbalancer
Displacement 248 cc (15.1 cu in)
Bore and Stroke 62.0 mm × 41.2 mm (2.44 in × 1.62 in)
Compression Ratio 12.0:1
Carburetion Keihin CVK32 (2), Constant velocity, diaphragm-type.
Starting Electric
IgnitionElectronic advance
Spark plugNGK C8HA or ND U24FS-L (Canada: NGK CR8HS or ND U24FSR-U)
Fuel type n/a
Transmission
Type 6-speed manual, constant mesh, return shift
ClutchWet, multi-disc, manual, cable-actuated
Frame/suspension
Frame type Tubular diamond
Rake/trail 27° / 83 mm (3.3 in)
Front suspension Twin hydraulic telescoping fork
Rear suspension Uni-Trak single-shock system
Wheel travel, front 140 mm (5.5 in)
Wheel travel, rear 130 mm (5.1 in)
Tires and brakes
Tire, front 100/80x16
Tire, rear 120/80x16
Brakes Single hydraulic disc
Dimensions
Wheelbase 1,400 mm (55 in)
Overall length 1,985 mm (78.1 in)
Overall width 695 mm (27.4 in)
Overall height 1,075 mm (42.3 in)
Ground clearance 135 mm (5.3 in)
Seat height 745 mm (29.3 in)
Weight (dry, wet) 304 lb (138 kg) (California model 305 lb (138.5 kg)) dry, 341 lb (154.5 kg) (California model 342 lb (155 kg)) wet[5]


344 lb (156 kg) wet, tested[6]

Max load n/a
Oil type/capacity SE or SF Class SAE 10W40-20W50/1.9 L (2.0 US qt)
Performance
0–60 mph (0–97 km/h) n/a
Quarter mile 15.4 s @ 87.82 mph (141.33 km/h)[6]
Maximum speed 94 mph (151 km/h)[6]
Maximum power 27.9 kW (37.4 hp) @ 11,000 rpm (Australia: 29.4 kW (39.4 hp) @ 12,500 rpm)[4]
Maximum torque 24.5 N⋅m (18.1 ft⋅lb) @ 10,000 rpm (Australia: 23.5 N⋅m (17.3 ft⋅lb) @ 11,000 rpm)[4]
Fuel efficiency 48 mpg‑US (4.9 L/100 km; 58 mpg‑imp)[6]

1988–2007 (EX250-F/EX250-G/EX250-H)[edit]

2006 Ninja 250R (EX250-F19)

For the 1988 model year, there were both cosmetic changes and changes in engine tuning. While the bore and stroke, and other major engine components, were unchanged, minor tuning adjustments were made. The carburetor diameters were reduced 2 mm to 30 mm (1.2 in), the cylinder compression ratio was increased from 12.0:1 to 12.4:1, ignition timing advance was increased, and the rear sprocket was increased by three teeth to 45.[4][5][7] Reviewers reported that this made the engine more free-revving, reaching the high 14,000 redline more quickly, and the tested top speed increased by a few miles per hour.[3][6][7] The new, more fully enclosed bodywork was complimented for being stylish, at the time, and easily mistaken for the larger Ninja 750.[3]

The third generation of production of the Ninja 250R encompassed three models:

  • EX250-F - The most widespread EX250 variant, the E model was completely revamped and sold as the F model between 1988 and 2007 in the United States. Canada received the model between 1988 and 1999, and it was available elsewhere as the GPX-250R as early as 1987.
EX-250-F Specifications[5][7]
Engine
Type Four-strokeInline-twin, DOHC, Liquid-cooled, Eight-valve, with counterbalancer
Displacement 248 cc
Bore and Stroke 62.0 mm × 41.2 mm (2.44 in × 1.62 in)
Compression Ratio 12.4:1
Carburetion Keihin CVK30 (2), Constant velocity, diaphragm-type.
Starting Electric
IgnitionElectronic advance
Spark plugNGK CR8HSA, CR8HIX, CR8HVX
option CR7HSA, CR7HIX
Fuel type Min 91 Research / 87 avg. octane unleaded
Transmission
Type 6-speed manual, constant mesh, return shift
ClutchWet, multi-disc, manual, cable-actuated
Frame/suspension
Frame type Tubular diamond design
Rake/trail 27° / 84 mm (3.3 in)
Front suspension Twin hydraulic telescoping fork
Rear suspension Uni-Trak single-shock
Wheel travel, front 140 mm (5.5 in)
Wheel travel, rear 130 mm (5.1 in)
Tires and brakes
Tire, front 100/80x16
Tire, rear 130/80x16
Brakes Single hydraulic disc (260mm front, 230mm rear)
Dimensions
Wheelbase 1,400 mm (55.1 in)
Overall length 2,030 mm (80.1 in)
Overall width 710 mm (28 in)
Overall height 1,090 mm (43.1 in)
Ground clearance 150 mm (6.1 in)
Seat height 740 mm (29.3 in)
Weight (dry, wet) 138 kg (304 lb) dry, 161 kg (355 lb) wet[5]
164 kg (362 lb) wet, tested[7]
Max load 155 kg (341 lb)
Oil type/capacity SE-SG Class SAE 10W40-20W50/1.9 L
Performance
0–60 mph (0–97 km/h) 5.75 s[7]
1/4 mile 14.59 s @ 87.82 mph (141.33 km/h)[7]
Maximum power 27.9 kW (37.4 hp)[5]
28.05 bhp (20.92 kW) @ 12500 rpm[7]
Maximum torque 18 ft⋅lbf (24 N⋅m) @ 10,000 rpm[5]
13.15 ft⋅lb (17.83 N⋅m) @ 9,000 rpm tested at rear wheel[7]
Fuel efficiency 48.0 mpg‑US (4.90 L/100 km; 57.6 mpg‑imp)[7]
55 mpg‑US (4.3 L/100 km; 66 mpg‑imp)[8]
74.2 mpg‑US (3.17 L/100 km; 89.1 mpg‑imp)[9]
  • EX250-G - Sold only in its home market of Japan, this version was known as the GPX-250R-II. It had dual front brakes and a wider wheel and tire (110/80-16). All other parts were identical to the -F model. It was sold after 1988.
  • EX250-H - This model came to Canada as the Ninja 250R between 2000 and 2002, after which it received a new name: ZZR-250, in line with the -H model's name elsewhere in the world, where it had existed since 1992. This motorcycle has parts in common with the -F model, though it shares the same engine, albeit with different casings. It sports a lateral aluminum frame, a different fairing (designed to make it look sportier), larger 17-inch wheels, an adjustable rear shock absorber, adjustable brake and clutch levers, a smaller drive sprocket, computer-controlled timing advance, and a revised electrical system. It also had a smaller carburetor, & slightly different compression ratio, both of which were designed for quicker revving and slightly higher top end power. However, these upgrades came at a 6 kg weight gain.[citation needed]

2008–2012 (EX250-J)[edit]

In 2008, Kawasaki gave the EX250 its most extensive redesign in twenty years. The EX250-J model is known as the Ninja 250R worldwide, regardless of market.

Parts from the third generation are still found on the -J, but its redesigned exterior panels bring the Ninja's appearance out of the 1990s and into line with late-2000s sportbikes. The engine and drivetrain retain 30% of the -F model's parts, according to Kawasaki.[citation needed] The engine's compression and maximum torque have been lowered to provide better midrange performance. The redesign of the engine resulted in improvements in engine response at low engine speeds, making the bike smoother and "much easier to ride."[10]

Though the previous generation Ninja 250R had a peak power advantage of 1 to 5 hp (0.75 to 3.73 kW),[5][11][12] the new version's 20 or 30 percent increase in mid-range power allows the bike to pull from 3,000 rpm where previously it had to be revved to 4,000 rpm.[13] The U.S. -J model uses dual carburetors like the -F model, but the European, Brazilian and Thai models have fuel injection. The wheels were increased in size to 17 inches, the front suspension was improved, and the brake rotors were replaced with a larger petal shape. On the carbureted version, a fuel gauge was added in place of the temperature gauge. With the additional and redesigned equipment, the EX250-J suffered a 10 kg (22 lb) increase in wet weight over its predecessors.

With the arrival of the EX250-J, manufacturing continues to be located in Thailand.[14]

EX250-J Specifications[15]
Engine
Type Four-strokeInline-twin, DOHC, Liquid cooled, Eight-valve, with counterbalancer
Displacement 249 cc
Bore and Stroke 62.0 mm × 41.2 mm (2.44 in × 1.62 in)
Compression Ratio 11.6:1
Carburetion Keihin CVK30 (2), Constant velocity, diaphragm-type. Fuel injection for Europe and Thailand Euro/Thai model
Starting Electric
IgnitionElectronic advance
Spark plugNGK CR8HSA, CR8HIX, CR8HVX
option CR7HSA, CR7HIX
Fuel type Min 91 Research / 87 avg. octane unleaded
Transmission
Type 6-speed manual, constant mesh, return shift
ClutchWet, multi-disc, manual, cable-actuated
Frame/suspension
Frame type Tubular diamond design
Rake/trail 26°/83 mm (3.26 in)
Front suspension Twin hydraulic telescoping fork
Rear suspension Uni-Trak with 5-setting adjustable preload
Wheel travel, front 120 mm (4.7 in)
Wheel travel, rear 130 mm (5.1 in)
Tires and brakes
Tire, front 110/70×17 (54H)
Tire, rear 130/70×17 (62H)
Brakes Single hydraulic disc, front 290 mm (11.4 in), rear 220 mm (8.7 in)
Dimensions
Wheelbase 1,400 mm (55.1 in)
Overall length 2,090 mm (82.1 in)
Overall width 710 mm (28.1 in)
Overall height 1,110 mm (43.7 in)
Ground clearance 150 mm (6.1 in)
Seat height 770 mm (30.5 in)
Dry Weight151 kg (333 lb) - 153 kg (337 lb) (CA-model)
Wet Weight170 kg (375 lb)
Max load 170 kg (375 lb)
Oil type/capacity SE-SG Class SAE 10W40-20W50/1.9 L
Performance[13]
0–60 mph (0–97 km/h) 7.72 sec.
1/4 mile 15.58 sec. @ 81.98 mph (131.93 km/h)[13]
Maximum speed 92 mph (148 km/h)[10]
95.5 mph (153.7 km/h)[13][16]
97.7 mph (157.2 km/h)[17]
Maximum power 19.46 kW (26.09 hp) @ 11,000 rpm (rear wheel)[13]
32 PS (24 kW) (crank)[12]
Maximum torque 18.4 N⋅m (13.6 lb⋅ft) @ 9,750 rpm
Fuel capacity 18 l; 4.0 imp gal (4.8 US gal)
Fuel efficiency 4.59 L/100 km; 61.5 mpg‑imp (51.2 mpg‑US)[13]
3.9 L/100 km; 73 mpg‑imp (61 mpg‑US) (claimed)[18]

2013–2017 (EX250-L/EX250-M)[edit]

2013 Ninja 250R (EX250-L)

The 2013 Ninja 250R had a new bodywork, twin headlights, a digital instruments cluster, new wheels with a wider 140 mm (5.5 in) rear tire, and a reworked engine and exhaust. ABS is available as an option. Like the previous generation, the engine is fuel injected in some markets and carbureted in others.[19][20][21] For 2013, in some markets, the Ninja 250R was replaced by the 296 cc (18.1 cu in) Ninja 300 (EX300), while in others they are sold alongside each other.[22]

2018– (EX250-P)[edit]

[icon]

This section needs expansion. You can help by adding to it. (September 2018)

At the 2017 Tokyo Motor Show, Kawasaki introduced the 2018 Ninja 250R along with the all-new 2018 Ninja 400, with the latter to be sold in Europe and America, replacing the Ninja 300.[23]

See also[edit]

References[edit]

  1. ^ ab".25 Caliber Shootout Three Japanese Fighters Whip Out Their Little Guns". Motorcycle.com, Dec. 15, 1997.
  2. ^ abSantos, Franke (June 2008), "Model Evaluation Kawasaki Ninja 250R"(PDF), Motorcycle Consumer News, BowTie, Inc., pp. 16–19, archived from the original(PDF) on 2013-08-10, retrieved 2009-02-08,
  3. ^ abcYagawa, Kengo (May 1987), "Ninja 250: Baby gets new clothes", Cycle World, p. 30
  4. ^ abcdNinja 250R GPZ250R Motorcycle Service Manual (1st ed.), Kawasaki Heavy Industries, 18 March 1997, pp. 1–5 to 1–7
  5. ^ abcdefgKawasaki EX 250 - GPX 250 '88 - Service Manual Ninja 250R GPZ250R Motorcycle Service Manual Supplement (12th ed.), Kawasaki Heavy Industries, 1 April 2003
  6. ^ abcde"Cycle World Summary", Cycle World, p. 124, May 1987
  7. ^ abcdefghiLarko, Bob (December 1987), "Kawasaki EX250-F2 Ninja (evaluation)", Cycle, New York, NY, 38 (12), pp. 24–29 Note: Technical problems prevented Cycle from measuring top speed.
  8. ^Madson, Bart (October 23, 2006), "2006 Kawasaki Ninja 250 Comparison", Motorcycle USA, retrieved 2010-11-04
  9. ^Girdler, Allan (February 2006), "Petrol pinchers: Squeezing all you can from dead dinosaurs", Cycle World, p. 44
  10. ^ abEts-Hokin, Gabe (June 2008), "Small Fortune; 2008 Kawasaki Ninja 250R Cycle World Test", Cycle World, 47 (6), p. 76, ISSN 0011-4286
  11. ^Santos, Franke (June 2008), "Model Evaluation Kawasaki Ninja 250R"(PDF), Motorcycle Consumer News, BowTie, Inc., pp. 16–19, archived from the original(PDF) on 2013-08-10, retrieved 2009-02-08, Note: MCN dynamometer data is rear-wheel only.
  12. ^ abOfficial specifications PDFArchived 2009-10-04 at the Wayback Machine
  13. ^ abcdefSantos, Franke (June 2008), "Model Evaluation Kawasaki Ninja 250R"(PDF), Motorcycle Consumer News, BowTie, Inc., pp. 16–19, archived from the original(PDF) on 2013-08-10, retrieved 2009-02-08
  14. ^"2008 Kawasaki Ninja 250R - First Ride". MotorcycleUSA.com, 2/12/2008, Bart Madson.
  15. ^2009 Ninja 250 R Sport - Kawasaki.com; Specifications, Kawasaki Motors Corp., U.S.A., 2009, archived from the original on 2009-07-16
  16. ^Voss, Arv (December 6, 2008), "Kawasaki's Ninja 250R still going strong after more than two decades", SFGate (San Francisco Chronicle)
  17. ^"Performance Index - Winter '11/'12 Edition"(PDF), Motorcycle Consumer News, Bowtie Magazines, January 2012, archived from the original(PDF) on January 23, 2013, retrieved June 11, 2012
  18. ^2011 Kawasaki MPG estimates, Kawasaki Motors Corp., U.S.A., 2011, archived from the original on 2012-04-12
  19. ^"Kawasaki Ninja 250". Kawasaki.com. Archived from the original on 2013-12-11. Retrieved 2012-08-19.
  20. ^Harley, Bryan (August 1, 2012), "2013 Kawasaki Ninja 250R Revealed", MotorcycleUSA.com
  21. ^Blake, Conner (August 3, 2012), "2013 Kawasaki Ninja 250R New Team Green competition for the Honda CBR250R", Cycle World
  22. ^「Z800」などニューモデル3機種を「インターモト2012」に出展 (press release), Kawasaki, October 3, 2012
  23. ^"Tokyo Motor Show 2017: The Kawasaki Ninja 250 is back!".

External links[edit]

Sours: https://en.wikipedia.org/wiki/Kawasaki_Ninja_250R

KAWASAKI NINJA 250R (2008 - 2011) Review

MCN rating4 out of 5(4/5)

Owners' rating4.4 out of 5(4.4/5)

SpecsOwners' reviewsBikes for saleFor sale

Kawasaki 250R Ninja review action

13

At a glance

Prices

Overall rating

Next up: Ride & brakes

4 out of 5(4/5)

Author: MCN Staff

Published: 26 February 2008

Updated: 25 September 2019

The American market has been a big success for the Kawasaki Ninja 250 range for years and years and… But even the Yanks need a fresh brew every now and then and the Ninja 250R is the latest offering. Fortunately for 33bhp probationary riders in mainland Europe and the UK, we are getting the bike too, complete with emissions compliant fuel injection. A brave move by Kawasaki because the Ninja is virtually in a class of its own. Trend setting? Maybe.

Watch Kawasaki's Ninja 250 R take on the Hyosung GT250R

Ride quality & brakes

Next up: Engine

4 out of 5(4/5)

The Kawasaki Ninja 250R is a lithesome agile number that makes the most of narrow tyres, high-ish bars and minimalist 154 dry weight figure. It all adds up to make town work and B-road rides a hoot – think slightly more powerful 125cc sports learner motorcycle and you’ll be spot on. The Kawasaki Ninja 250R’s suspension is perfectly suited to all but the worst of UK roads but lacks any damping adjustment, which is a blow on the rear side because the single rear shock needs more preload to keep the bike from getting all floaty and bottoming out. The standard tyres are for upright city use in our book.

Engine

Next up: Reliability

4 out of 5(4/5)

A major overhaul of the old, forgotten about ZZ-R/GPX 250 engine has bought Kawasaki Ninja 250R bang up date by being environmentally friendly and as easy to use as a Raleigh bicycle. The Kawasaki Ninja 250R’s claimed 33bhp is spread thinner than gold plating – there’s no sensation of the power coming into play or fading as the motor spins to 14,000rpm so very quickly. Fuel injection does what it does precise and cleanly, which kinda sums up the motor.

Reliability & build quality

Next up: Value

4 out of 5(4/5)

Good marks here because the Kawasaki Ninja 250R is a good motorcycle – it works perfectly as a motorcycle, and works better as bike to gain confidence on. MCN’s only worry is what will the Kawasaki Ninja 250R be like after the 24 month probation period; a period of time where the bike will undoubtedly be hammered non-stop and (hopefully not) be treated much the same as a cheapy 125cc learner machine.

Value vs rivals

Next up: Equipment

4 out of 5(4/5)

You could do worse by buying a more powerful machine and getting it restricted especially if it’s a new bike where insurance costs will be horrific. Even a decent private-sale second-hand bike would be expensive and probably lose more money over the next 24 months. Find a Kawasaki Ninja 250 for sale.

Equipment

4 out of 5(4/5)

You wouldn’t know it, even looking at the Kawasaki Ninja 250R up real close, but it is manufactured in Taiwan under strict quality control. The gear linkage looks budget but is no worse than other manufacturer budget-line specials. The clocks are olde worlde analogue and there’s even a front wheel driven speedometer cable, which is novel. But the styling and dramatic black or corporate green paintwork is choice and the wave-style brake discs are ultra-cool… on a what is essentially a learner bike.

KAWASAKI NINJA 250R for sale with MCN

View more bikes for sale

Specs

Engine size249cc
Engine typeLiquid-cooled, 8v parallel twin, six gears
Frame typeTubular steel diamond
Fuel capacity17 litres
Seat height775mm
Bike weight165kg
Front suspension37mm telescopic forks, no adjust
Rear suspensionSingle rear shock, adjustable for preload
Front brake290mm petal disc with twin piston caliper
Rear brake220mm petal disc with twin piston caliper
Front tyre size110/70 x 17
Rear tyre size130/70 x 17

Mpg, costs & insurance

Average fuel consumption52 mpg
Annual road tax£45
Annual service cost£180
New price-
Used price £2,000 - £2,700
Insurance group 9 of 17
How much to insure?
Warranty termTwo year unlimited mileage

Top speed & performance

Max power32 bhp
Max torque15.2 ft-lb
Top speed110 mph
1/4 mile acceleration14.5 secs
Tank range170 miles

Model history & versions

Model history

2008: Model introduced.

Other versions

2011: Ninja 250R White [£4,539]
         Ninja 250R Special Edition [£4,713]

More Kawasaki Ninja reviews on MCN

Read more about the full KAWASAKI Ninja range

Owners' reviews for the KAWASAKI NINJA 250R (2008 - 2011)

25 owners have reviewed their KAWASAKI NINJA 250R (2008 - 2011) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your KAWASAKI NINJA 250R (2008 - 2011)

Summary of owners' reviews

Overall rating: 4.4 out of 5(4.4/5)
Ride quality & brakes: 4.4 out of 5(4.4/5)
Engine: 4.2 out of 5(4.2/5)
Reliability & build quality: 4.5 out of 5(4.5/5)
Value vs rivals: 4.4 out of 5(4.4/5)
Equipment: 3.6 out of 5(3.6/5)
Annual servicing cost: £180
4 out of 5Banzai!

05 September 2020by Klink

Year: 2008

Annual servicing cost: £150

It's not bad in isolation. I have an Aprilia Mille RSV 1000 as a proper bike. This Kawasaki is still a motorbike that's capable of breaking the speed limit. It's got a similar acceleration as a modern 1.6 car. Keeps up with traffic and gives me a sense of reality.

Ride quality & brakes3 out of 5

Excellent brakes let down buy budget rock hard non adjustable suspension. An hour in the saddle is enough for any mortal. The bike is at it's best on back roads or commuting. It's capable of doing 70-85 if you are in a hurry but 50-60 is bearable.

Engine4 out of 5

It's slow to pull away. Novice friendly to a the point of being dangerous pulling on to a busy fast main road. Nothing happens till 6000rpm, picks up at 8000 then the party is over by 12500. You need zero mechanical sympathy.

Reliability & build quality4 out of 5

It's been through 5 owners in 12 years and done little mileage but looks used and the gearbox is a little slack. The indicator wire's have been hacked around. I stripped the fairing off and it's definitely been built on a budget in Thailand under licence for kawasaki and it shows.

Value vs rivals4 out of 5

Tyres are as expensive as my Aprilia RSV's. Metzlers, £160 fitted to lose wheels. I could get budget for £130 but I prefer a known make. It's £200 for a service and MOT from a backstreet dealer. After removing the fairing I noticed I could easily do it myself. He'd overtighten the chain so it was hard to move the wheels, the coolant was low and on to of that the tyre was 2008 and cracked and he'd just Mot'd it!

Equipment3 out of 5

You get a fuel light temperature gauge that's as slow as the acceleration, and that's it.

Buying experience: I bought it for £1450 privately from a desperate dad who's son was either hiding behind the sofa or at college. I offered £300 less and rode away on it.

4 out of 5Baby ninja

16 July 2020by Sean

Year: 2010

Annual servicing cost: £100

Great little bike has to be worked though to get the best out of it power is spread through the range and engine braking is strong upgraded from a 125 and pleased so far with it even managed to get a brand new Termignoni silencer for less than 200 notes

Ride quality & brakes4 out of 5

Ride feels a bit firm brakes are fine

Engine4 out of 5

Has to be worked to get the best out of it engine braking is good

Reliability & build quality5 out of 5

So far so good bought the bike with 4K on the clock so has hardly been used

Value vs rivals5 out of 5

All good here expecting a decent return fuel Wise as bike is used for a 20 mile commute

Equipment3 out of 5

Analogue clocks only no fuel gauge looks dated

Buying experience: Bought privately 1200

5 out of 5World's best motorcycle

22 March 2019by Shadey46

Version: green

Year: 2008

Annual servicing cost: £300

Most fun, most miles on the smallest bike I've owned in the last 30 years. In reality it's all the bike you'll ever need. Not the fastest or best handling, but great fun and cheap to run and you can use 95% of the power 100% of the time. Best mpg: 105 Worst mpg: 45 Average mpg: 77

Ride quality & brakes5 out of 5

Love it easy to chuck about but you had too keep the speed up did 90 mph two up.

Engine5 out of 5

Reliability & build quality5 out of 5

Head gasket went at 85,000 miles, rear shock went at 48,000 miles.

Value vs rivals5 out of 5

Service by main dealer until end of year 4 at at 38,000 miles, then by me until it head gasket went.

Equipment4 out of 5

Some said the stock tyres were poor, they were okay when warmed up, ended up with avon road riders which were good then move to the small Michelin radial.

Buying experience: I bought from the main dealer in Ashton-Under-Lyne; Wilma and Pete. They were great but he could be a little grumpy.

5 out of 5Does what it’s meant to do

20 July 2018by Dexter

Year: 2010

Having owned this bike from new and for 8 years including travelling to and from work every day (150miles) I can safely safe, this bike is perfect for UK roads. Personally it’s fast enough on A and B roads whilst being very nimble and forgiving. The seat is comfortable. Great on motorways and it holds 70mph easy. Power is there when I want it and engine breaking is good. I have done over 90,000 miles on mine and it’s still sounds new.

Ride quality & brakes4 out of 5

Very good on all roads.

Engine5 out of 5

Still going strong after 90,000 miles. Power is always about when needed

Reliability & build quality5 out of 5

The parts last but only annoying part is the price to replace.

Value vs rivals4 out of 5

Parts are expensive even after 8 years

Equipment4 out of 5

Doesn’t have a fuel gauge which is a shame but the fuel light gives a fair bit(done 50miles on it once)

Buying experience: From dealer paid under what they asked

3 out of 5Fun little commuter, if that's what you're after.

23 September 2016by Rogerborg

Year: 2010

I bagged this plucky little bike to liven up a urban/sub-urban commute, and it just about delivers in that role. The mini-Ninja is barely enough bike to be fun. It keeps up with traffic, can win some traffic light GPs if you rev the nuts off it and slip the clutch, and feels eager and just a little sporty without scrunching you up or threatening to highside or lose the rear on every bend exit. Worth a look if you fancy downgrading, but it's likely to disappoint most riders with an A2 or A license obtained on a 500+. It's also not quite as light or as chuckable as you might imagine, coming in at 170kg+ wet. For once, MCN gets it right: "slightly more powerful 125cc sports learner motorcycle," is a decent description. There are much more capable bikes available, but if you want the involvement of a bike that needs to be actively ridden in order to make progress, it's worth a look, particularly as a 2nd or 3rd bike.

Ride quality & brakes3 out of 5

The ride is reasonable but it won't thank you for hitting potholes. It'll lean as far as you're prepared to trust the tyres. Brakes are decent enough, but nothing remarkable and ABS was never an option. The seat is sports-firm and benefits from throwing a pad or sheepskin over it for anything longer than a half hour ride. The riding position is decent, not as cramped as a sportsbike, or as po-faced as a sit-up naked or "adventure" bike. A nice compromise, much like a GPZ500S. You can use it for motorway runs, but I wouldn't recommend it. It's also ropey in cross winds, having a lot of surface area and narrow tyres.

Engine3 out of 5

Decent enough little twin, smooth and eager to rev all the way to the redline - it almost feels like a small IL4. You'll need to rev it though. Get caught in too high a gear and there's nothing under your right hand. Even away from the lights you'll want to slip the clutch in order to get a clean start. Stay in a low gear and batter it and it'll pick up speed fast enough to stay with traffic, although it's no rocketship and you won't be overtaking any but the doziest of Dorrises. This is exactly what I was looking for though: a bike that needs to be actively ridden and delivers its fun at sensible speeds. The clutch is very light and the gearbox nice and snicky. Kawasaki's "positive neutral finder" is a mixed blessing. Yes, it'll find neutral easily when you're looking for it, but it'll also do it when you're not unless you're firm when kicking up to 2nd. One surprise was that 6th gear is perfectly usable at an indicated 30mph. You won't be accelerating, but neither does it struggle, even on slight inclines. Around town, you'll probably find yourself revving it out in 2nd then banging it straight up to 6th for a long coast. 3rd is usable, but 4th and 5th gears might as well not be there for road use.

Reliability & build quality3 out of 5

Seems OK so far apart from a slightly leaking fork seal that's apparently already been replaced. Panel fit is decent, nothing's rusted or dropped off in 6 years, and it starts on the button every time. No complaints.

Value vs rivals3 out of 5

Not as economical as you might imagine as you need to rev it hard to make progress. I calculate 72mpg on a commute, versus 65 for my F800GS, and over 80 for my Enfield 500. Consumables look to be reasonable and it should be fairly gentle on them. Insurance is cheap, parts are readily available. If you do bin it, plastics are prohibitively expensive, but it streetfighters quite nicely. Value is tricky. These used to be among the best bikes you could ride on the old 25kW/33bhp license, but that's long since obsolete. It's a poor fit for the new license categories, and not in demand now, so chisel every penny on price. Dealers are still vastly over-valuing them. Kermit Green is the colour to have. Black ones don't shift - I bagged my Boring Black bike for under half of what the seller was initially asking, after 6 weeks of him having no interest at all.

Equipment1 out of 5

The absolute bare minimum (short of an Enfield). Two analogue dials, a temperature gauge, a handful of idiot lights... and that's it. Nothing digital, no fuel gauge, power points, no grab handles, not even a push-to-pass trigger. You can load it with luggage, but only by tying it down to the pillion pegs: there's literally nothing else on the bike to attach to. The stock fairing mirrors are useless unless you like admiring your elbows. Fortunately, this model comes with bar mounts on the controls, rubber plugged as standard. £10 on a set of universal mirrors transforms the rear visibility, and you can just ditch the stock fairing mirrors.

5 out of 5IT has fuel injection in Europe

05 October 2014by Frodeasp

Very good handling and fast bike, if you know how to rev it. Is fuel injected in Europe. Have had this bike since 2008 and i like it even Better now than when i bought it. Stable and planted on the road. Much better than my old Yamaha XJ 900. Tolerates wind much better than my old bikes.

Ride quality & brakes5 out of 5

Engine5 out of 5

Reliability & build quality5 out of 5

Value vs rivals4 out of 5

Equipment4 out of 5

4 out of 5It doesn't have fuel injection!

21 August 2014by master256

"Fuel injection does what it does precise and cleanly" It doesn't have fuel injection it comes with Keihin CVK30 x 2 carburetor.

Ride quality & brakes5 out of 5

Engine4 out of 5

Reliability & build quality4 out of 5

Value vs rivals5 out of 5

Equipment3 out of 5

4 out of 5It doesn't have fuel injection!

21 August 2014by master256

"Fuel injection does what it does precise and cleanly" It doesn't have fuel injection it comes with Keihin CVK30 x 2 carburetor.

Ride quality & brakes5 out of 5

Engine4 out of 5

Reliability & build quality4 out of 5

Value vs rivals5 out of 5

Equipment3 out of 5

4 out of 5Ninja Review

06 July 2012by TwoWheelsMatt

A popular choice for most new riders, this is a great motorbike due to its quality build, stylish looks and ease of ride. If you are thinking of advancing onto a bigger sportsbike in the future, this is an ideal motorbike to practice on to improve your confidence. If you are interested in reading my more in-depth review of this motorcycle, then please check out my website at: http://www.besttwowheelreviews.com/kawasaki/ I've also got more reviews on motorbikes in the A2 license range from various different manufacturers, contained within the rest of the site.

Ride quality & brakes4 out of 5

Engine3 out of 5

Reliability & build quality4 out of 5

Value vs rivals3 out of 5

Equipment4 out of 5

4 out of 5motorway

12 June 2011by flighty

hi just got back from a longish motorway ride on my little ninja, not the ideal bike for high speeds on the motorway but will do 70mph all day but sadly my backside will not so had a stop about every couple of hours, overtaking at thease speeds was a slow but my ninja was fully loaded with gear and it coped well for a 250cc bike.

Ride quality & brakes4 out of 5

Engine4 out of 5

Reliability & build quality4 out of 5

Value vs rivals4 out of 5

Equipment2 out of 5

5 out of 5Fantastic

18 December 2009by demonjack

Ok, where to start...I bought this bike back in October 2007 having waited about two months for my local garage to get stock (typical Japanese delays) and since then I have been nothing but thrilled by it. Having probably had the most experience on this bike out of any other owner (18,000 miles after 14 months...yes 18,000!) I think it’s about time I posted my view. The title of this review pretty much sum up my thoughts, I love the little thing! Having owned a cbr125 and a 650 cruiser before hand it was a bit of an unknown experience jumping on the 250. The 125 was slow and I screamed for more power every time I rode it, and the 650 was heavy and too much of a handful for me (after all, I was only 17). I think the 250 suits me perfectly. The stock tyres really aren’t as bad as people make out, I got my fair share of miles out of the rear (8,000) and had no problem whatsoever. The replacement Bridgestone did feel a whole lot smoother but by then it’s too late to care. As for the front…that’s still on there after 18,000 with plenty of tread. The handling is spot on, I can flick this round bends like anything, and it just wants more. As for the engine...sure it could do with a bit more grunt but if you rev it hard it responds well. I have a full Two Brothers V.A.L.E system with a K&N filter which always helps. If your thinking of getting this pipe (I would recommend it to anyone) just be warned...it is loud...and when I say loud...I mean LOUD! Performance wise...the little one will get to 90 with little fuss, but after that it starts dragging off, I have had 110 out of mine once or twice though. Looks wise I love it. This thing turns heads everywhere I go, if it wasn’t for the 250 badge and tale-tale rear tyre size it would be easily mistaken for a 600. As for reliability I haven’t had any major problems with it even after all those miles. Keeping it serviced every 4,000 does help I’m sure, the only thing that ever needed changing was the rear calliper as the pins had seized, but that didn’t affect me while riding it. I’m trying to rack my brain for bad points…the lack of digital clocks is rather disappointed, but that’s hardly a negative worth picking up on. Other than that you get what you pay for, as 250’s go I’m sure its one of the best out there, sure the price isn’t quite in everyone’s budget but it’s what you’d expect to pay for the quality on offer. As for me I just hope the little thing keeps going, even after 18,000 it still feels like it did the day I took it out of the showroom, and when cleaned up it looks that way too! Fantastic bike, if you’re undecided, buy it! You won’t regret it.

Ride quality & brakes5 out of 5

Engine4 out of 5

Reliability & build quality5 out of 5

Value vs rivals4 out of 5

Equipment4 out of 5

5 out of 5I like the Ninja

15 December 2009by ramonpf

Very good bike for beginners.

Ride quality & brakes4 out of 5

Engine5 out of 5

Reliability & build quality4 out of 5

Value vs rivals5 out of 5

Equipment4 out of 5

4 out of 5Nice bike but...

10 November 2009by Andy949494

After I had my Er6F (unrestricted as I'm an old fogey) for 2 years and 32000 miles I thought I would try to save money by going downsize. In particular since I ride very slowly by bike standards I thought I could save substantially on petrol and tyre costs without suffering from lower performance. The good news is that I am saving - getting over 74mpg even when I thrash it and the current tyres are showing no wear after 2000 miles but I am suffering for that. I wasn't able to test ride one but had a 250 as a teenager so thought it should be okay - after all my GSX250 was fast in my memories and it only had 27bhp... I really hadn't realised how slow these bikes are - You can keep up with normal cars driven fairly quickly if you are busy up to 70 or so but acceleration tails off quite quickly above 60 and although 80+ is possible its not very nice. What I'm trying to say is that if you don't need to ride a restricted bike don't - Its not very nice and even if you don't go flat out every-where you would use and enjoy the extra torque of an unrestricted bike every time you took it out. The bike is much faster than a 125 (For comparison I would estimate that the CBR125 works about as hard at 65 as the 250 does at 80) but its just not in the same league as a 600... The engine though is the only negative thing about the bike. I happen to love the way it looks even if its a bit small, its handling is really secure and safe and its brakes are also much better than the ER. The secure way it goes around roundabouts and bends even on damp roads is really confidence boosting - it makes the ER feel vague - its just a shame the engine is so weak. The tyres have been commented about before and they are good for wear but not good in the wet - the rear is prone to skid in the wet if you use the brakes hard - The letgo is just too quick although since the bike is so well balanced it's not a major stress to me and I will replace the tyres when they are worn. Two last cautions about this bike: 1. No real bikers ever nod at me anymore - its very lonely saving money... 2. My insurance company is quoting me at group 12 which makes it more expensive than the ER6 - Need to change insurers at the end of the year!

Ride quality & brakes5 out of 5

Engine2 out of 5

Reliability & build quality4 out of 5

Value vs rivals4 out of 5

Equipment4 out of 5

5 out of 5Recommended

19 October 2009by vivster

I've waited a while before posting my comment on this bike so that I've got a sufficient amount of experience to base any opinions on. I bought my 250R brand new back in April of this year (2009). Since then I've done almost 3000 miles on it over 7 months. Most of this is for commuting in and out of central London although I have also taken the bike across Surrey, Berkshire and Kent over the weekends. Having ridden 125s previously this bike is a great way of stepping up. I passed my restricted A2 license in Dec 2008. As someone else has said - its bang on the 33bhp limit so there's no need to consider any restricter kit as would be the case for a bigger bike which is very convenient. The riding position is quite high for a racer but that's a good thing since most new riders will want to have the ability to look up and over cars and other vehicles. The narrow profile makes it excellent for filtering through traffic - I generally find myself coping through traffic far more easily than 500/600cc bikes around me. The engine revs very smoothly and is generally forgiving although one is aware that there's a fair amount of poke should it be needed. Its great for city riding and commuting where you're never really going to need top end speed. The motorway is the only time I feel the bike is lacking to the point that I'm wishing I was on something bigger. Mechanically, the bike has never given me any troubles. The IRC tyres could be better however I wouldn't consider changing them unless you're intending to take the bike onto a track. Otherwise, just wait for them to wear themselves out and replace then. This is great bike to start on and the inexpensive running costs and high residual value mean you can't go wrong. Definitely recommended - I may even keep this bike when I upgrade to something bigger in a couple of years.

Ride quality & brakes5 out of 5

Engine4 out of 5

Reliability & build quality5 out of 5

Value vs rivals5 out of 5

Equipment5 out of 5

4 out of 5Great!

06 August 2009by metbandit1

This bike is amazing i love it! its good fun to ride and great to throw around bends. I dont think the tyres are bad reguardless of what others say..as i can grin the pegs along the floor and the bike still grips and grips! only thing is i wish it had a bit more power...im on a restricted licence but i would love a little more power...(even if i cant) overall an amazing motorcycle!

Ride quality & brakes5 out of 5

Engine3 out of 5

Reliability & build quality5 out of 5

Value vs rivals5 out of 5

Equipment4 out of 5

4 out of 5Great!

06 August 2009by metbandit1

This bike is amazing i love it! its good fun to ride and great to throw around bends. I dont think the tyres are bad reguardless of what others say..as i can grin the pegs along the floor and the bike still grips and grips! only thing is i wish it had a bit more power...im on a restricted licence but i would love a little more power...(even if i cant) overall an amazing motorcycle!

Ride quality & brakes5 out of 5

Engine3 out of 5

Reliability & build quality5 out of 5

Value vs rivals5 out of 5

Equipment4 out of 5

4 out of 5ninja

18 April 2009by flighty

Hi, done over 400miles now, soon be due 1st service, will be changing the tyres then, as others have said the tyres give you no feed back at all, otherwise just love this little bike, in town its spot on for nipping in & out off traffic, very good tank range got 180miles before low fuel light came on.

Ride quality & brakes3 out of 5

Engine4 out of 5

Reliability & build quality4 out of 5

Value vs rivals4 out of 5

Equipment3 out of 5

4 out of 51st day

04 April 2009by flighty

Picked up bike this morning, impossible to keep it under 4000rpm, dealer told me it would be ok to just keep my speed down, and not to over rev it, kept it under 6000rpm most of time, tyres feel ok but only rode it in the dry, after 1st day clocked up 107miles, will know more once i,ve done a few more miles, but so far so good.

Ride quality & brakes4 out of 5

Engine4 out of 5

Reliability & build quality4 out of 5

Value vs rivals4 out of 5

Equipment3 out of 5

5 out of 5Great bike

09 March 2009by Waddy24

forgot to add comment about the tyres, they are IRC Roadwinners which come as stock, suggest Bridgestone Battlax BT45's, as the IRC do feel wooden.

Ride quality & brakes5 out of 5

Engine5 out of 5

Reliability & build quality5 out of 5

Value vs rivals5 out of 5

Equipment4 out of 5

5 out of 5Great bike

09 March 2009by Waddy24

With an A2 license its perfect for 2 years for the 33bhp restriction, have been good to follow the break in rules of 4,000 rpm for the 1st 500 miles. I have had the 1st service and now up to 6,000 rpm which has given me up to 65mph till i have done 1000 miles, then i can open her up. It does feel and sound that you are going faster though which adds to the adrenaline. The only complaint is the (R) rear view mirror which does not give a clear back view. Next bike in 2years will be the ER 6F.

Ride quality & brakes5 out of 5

Engine5 out of 5

Reliability & build quality5 out of 5

Value vs rivals5 out of 5

Equipment3 out of 5

4 out of 5First Day Impressions

27 October 2008by Mark-S

Well after waiting since early May for one of these to turn up I finally paid the balance and got the keys from Metropolis in Vauxhall. First impressions; It's very green! Second; god it's tiny. Third; seats a bit hard. Having spent the last twenty two odd years on bigger bikes, VFR750/800's mostly, this is really a toy to play with. It's a stage of life thing I guess. I saw it at last years show in Docklands and I was thinking of getting a "back up" scooter but just couldn't bring myself to do it. This seemed to fit the bill. Right, so, leg over and here we go. Did I mention it's tiny? I come in at 5'6" plus change, so it's a mind thing because it's not really that small even if it's the first bike I've had where I could have both feet flat on the ground at the same time. Need to get my brain around the new scale of things. On goes the engine first time with a little throttle, all well and good, slip the clutch and up the revs.... hang on where's the bite? More revs... nope... okay 6000 finally gets me going! Hmm this is going to be interesting since the manual states "Don't go over 4000 for the first 600 miles".(?). If anyone who is not a member of the clergy manages 600 miles on one of these without going over 4000 revs I will be amazed. Those 6000 revs in first will get you to a grand old speed of around 15 MPH. So no wheelies away from the lights until it's run in I guess. It becomes very obvious as I run around the one way system that the Ninja needs lot's of gear-changing and revs to keep up in the traffic. Here's the a problem, every single car driver seems to expect me to be able to do 0-60 in a gnat's tadgers. Isn't going to happen. The mirrors make everything behind me look like its on my arse... oh! they are!! The mirrors are very nice and give a good view of the traffic bearing down on me as I work my way up the Embankment into Central London. I've read most of the reviews and they all condemn the Thai tyres fitted to the Ninja. I don't think they are as bad as they believe, but then I remember the JapLop tyres that I had on my 250 Superdream back in the mists of time. They were crap even in the dry! These tyres are Ok for around town and straight line work but you will not be getting your knee down with them. Not unless you want it followed by the rest of your body and the bike! Maybe I'll get them changed at the first service. Despite what this may read like, this bike is fun. After about five miles I've got the hang of pulling away from the lights without being run over by the car behind; Lots of revs, only stay in first for as long as it takes you to get your foot under the gear shift, then second very briefly then into third as quickly as you can. Once this thing has all it's revs available it will be even more fun. I find myself grinning like a loon going across Blackfrairs bridge. Did I mention that this is fun? I get more comments in 30 minutes than I have on any other bike. Unusually they are all polite! "Is that an import?", "Is that an R6 ?", (Err no!). Generally it seems to turn the heads of all the scooter boys. Well good, maybe it will encourage them off of their scooters onto a "real" bike. Equally the "Big Boys" give me a sideways glance as they zip past me at what seems like insane speeds. Is that me on the VFR? The brakes are very good. More than enough to pull a stoppy if that is you thing. The tyres are relatively narrow so it feels a little twitchy over the London tarmac but not dangerously so. The engine is very revvy and has a nice whine to it at 6000 that has me grinning again. You can see this 4000 has gone out of the window can't you? The finish on the bike looks good, although there are a few missing paint flakes around the footrest hangers by the time I finish my first day out. The exhaust can is very chrome and sets the look of the bike off nicely. However the downpipes look like something that should be hanging out off of a gas boiler! They are not going to last. 22mm mild steel I would say. Let's hope the aftermarket comes out with something to match the standard pipe in a better finish. Dog leg(ish) levers are an easy reach even for small fingers. The clutch action is easy and light but I did manage to get the brake lever all the way to the grip on a couple of occasions before I adjusted my brain to the force actually needed. This bike is quite light after all. By the end of the day I've put in 80 odd miles, not a lot I know but I was working as well. I could have doubled that without a doubt and no aching back or numb fingers. The riding position is quite upright for a "sports" bike but I think if you're over 6" you might have a different opinion. All in a very enjoyable first day out. Remember A: it's a 250 not a 600. B: It's fun just like biking is supposed to be.

Ride quality & brakes4 out of 5

Engine4 out of 5

Reliability & build quality4 out of 5

Value vs rivals5 out of 5

Equipment4 out of 5

5 out of 5Ninja 250. Its a Beast

16 October 2008by delvey91

Brilliant Bike. Just past 3500 miles and no problems yet. Really comfortable. I do 40 miles a day, 6 days a week and I can do that on £13 worth of fuel. Exellent bike for new lisence holders.

Ride quality & brakes5 out of 5

Engine5 out of 5

Reliability & build quality5 out of 5

Value vs rivals5 out of 5

Equipment4 out of 5

5 out of 5Perfecto!

26 July 2008by kawasakigirl

I have owned my Kawasaki Ninja 250 for two months now. With 1000 miles on the clock I am really getting to know who the bike needs me to ride it. I did have a Z750 (which I alsoo adored) but being 5 - 3 I struggled with the shear, on the ground manouvering and tippy toeing in to bike spaces that would only be suitable for a motorcycle. I now have 100% total control over it both on and off which means so much when you are out by yourself. If you really take it through the gears it doesn't seem like a 250. Not at all. The only thing that lets it down are the tyres. Basically crap but that's next on the list. I got a can made for it and the hubby improved the braking somewhat by putting on a steel braided hose. I recommend this bike to all the shorty's out there who want total independence and want to keep up with the bigger bikes.

Ride quality & brakes4 out of 5

Engine5 out of 5

Reliability & build quality5 out of 5

Value vs rivals4 out of 5

Equipment5 out of 5

5 out of 5Ninja 250

16 June 2008by thumpa71

All i can say is FAB, Love it Had it for just over a week after waiting to be delivered. Still running her in but no doubt will be having plenty on fab times when the summer decides to rear it's head. Keep grinning from ear to ear and can't stop looking at her when tucked up for the night hopeing for another dry day! Mine Black too, shame no other colours to choose from as don't like the kawasaki green one bit. Other than that ! thanks to kawasaki for giving me the option to upgrade my bike and not have to resort to lowering kits for us short arses. No doubt Honda will be getting their act together soon

Ride quality & brakes5 out of 5

Engine5 out of 5

Reliability & build quality5 out of 5

Value vs rivals5 out of 5

Equipment4 out of 5

5 out of 5Baby Ninja

10 June 2008by mephastophales

Owned my black, yes i know everyone's told me it should be green but just like my heart it had to be black, for one month now, well pass the run in period so serious fun is now being had. Very rare these bikes, my garage aint getting any till october now so am well glad i got it when i did. The 250 i feel is a great bike to start off with and as long as you dont mind reving the nuts off it immense fun. Easily chuckable round the corners and ride comfort is fine, im commuting 120 miles aday and no complaints from my rear. Limited equipment and almost no aftermarket parts in the uk as yet so i've ordered my yoshimura exhaust from the us. Good quality bike all round and yeah have only done 2000miles so far totally reliable. Paid £3200 for mine so yeah i think its good value considering my 08 cbr125r was £2600. Comfortable sits at 110mph, 100 up steep ass hills. Engine pulls quick enough for me quickly hitting 90, then about 5 secs to hit a ton then same again for 110. Disapointed with the temp gauge and no fuel as i ran out on my first outing, not good. Also the new yamaha 125 has got digital clocks so why the hell do i still have analogue!!??! Anyway if you can get your hands on one i deff recommend one o these great machines.

Ride quality & brakes5 out of 5

Engine5 out of 5

Reliability & build quality5 out of 5

Value vs rivals4 out of 5

Equipment3 out of 5

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Kawasaki 250R Ninja review action

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Ninja 2008 kawasaki

Do you like my legs. He turned his head from side to side, examining her legs. I will make it easier for you. - She said and, leaning her hand on the wall so as not to lose balance, put her right foot on his chest.

Kawasaki Ninja ZX6R 2008 by Vladislav Mukha

And if someone is impatient to sell women, let him do it elsewhere. Uncle Zoff doesn't give offense to his girls. Okay, handsome guys.

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But she didn't forget. All three days Christina practically did not communicate with me. What is disgusting, - she coldly answered my excuses. - I believed you.



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