9/18/2023 0 Comments Area p tuner ninja 300![]() ![]() And it’s a ripe opportunity for marketers and dealers to play into Americans’ natural sensibility, and up-sell bigger bikes, which of course, earn larger profits. We’ve already documented in a previous sidebar, we do not think 600cc sportbikes are necessarily good “entry level” bikes, but sales to newbies of large and fast bikes have been the trend here in the good ol’ US of A, where bigger is too often touted as better.Īctually, since there’s no tiered licensing here, there’s less incentive for OEMs to import smaller sportbikes already being sold elsewhere in the world. ![]() Of course, the over-documented recession looming above the North American market is ample opportunity for plausible deniability at the moment, but this has been going on for decades. Since then, the Ninja 250R has been established into a perennial best seller.Īs a quintessential beginner’s bike, we think there might be more room in the wading pool for the other OEMs to jump in with 250 sportbikes of their own. ![]() Way back in 1988, the introduction of the then-new Ninja 250 was credited with momentarily spiking KMC to the top of the U.S. While wearing race leathers during parking lot cornering practice, we discovered that compared to some larger sportbikes, the Ninja’s low saddle and confident handling makes scuffing knee pucks somewhat easier To complete its role as an entry-level sportbike, there’s another benefit potentially available. Aggressive riders may want to experiment with premium sport-compound tires when the originals eventually wear out. Sized at 110/70-17 front, and 130/70-17 rear, the IRC rubber is plenty adequate for most uses. Stock tires for our California bike were IRC RX-01 front and rear specific, although Kawasaki may spec equivalent Bridgestones and Dunlops in other regions. Assuming the rider has the skills, its lighter weight, quick and neutral steering can give larger and faster bikes a run for their money. On tighter roads, the Ninja 250R leaves little to be desired. ![]() Riders accustomed to bikes with four times the power will feel underwhelmed on sweepers because this bike doesn’t go into warp drive when requested like a literbike can, but newer riders, or those just not looking for a ten-tenths experience ought to enjoy the ride. A single 290mm front rotor clamped by a twin-piston caliper does most of the work, with the 220mm rear and twin-piston caliper rear there for backup. Slowing it all down are brakes that are reliable and drama-free. The powerplant rolls within a steel diamond-style frame, utilizing Kawasaki’s Uni-Trak rear suspension with five-position preload, in conjunction with a 37mm telescopic fork canted at a stable yet nimble 26 degrees rake, and 3.2 inches trail. A brisk pace requires gear changes to its six-speed transmission at short intervals. Although the power delivery is soft off the bottom and requires some clutch slipping, it responds with enthusiasm once past 8,000 rpm until 11,500 rpm when power begins tapering off before hitting the 13,000-rpm rev limit. In stock trim, the liquid-cooled mill is reliable and quick. It will now feel like your right hand actually controls and modulates the power input like it should be.” With a jet kit installed, Bryant says, “The primary difference a street rider will notice is throttle response more than anything else. Carburetor tuning is not a pre-requisite, but to make it run the way it could, it is something we would do. Once warmed up after a few minutes, the machine will accelerate from a standstill with the revs at around 3,000 rpm while slipping the clutch. “Changing/adjusting the jetting can make a dramatic improvement in throttle response, even with the OEM exhaust system.” “It’s definitely on the lean side in the low end and midrange,” says Kerry Bryant, who has tuned many Ninja 250s as owner of Area P, a SoCal-based shop that also manufactures exhaust systems. This results in an engine that needs to be warmed up before it’s able to be ridden away, and low-end throttle response is a bit soggy. Its twin Keihin constant-velocity carburetors aren’t as sophisticated as the fuel-injection on the Euro version, and the twin carbs are jetted lean to pass emissions regs. Motivated by a smooth-running DOHC 249cc parallel-Twin pushing a peak of 25.4 hp to the rear wheel, this 374-lb machine offers enough power to stay ahead of around-town and suburban traffic, and will top out around an indicated 100 mph or so. ![]()
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