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SHOOTOUT
ENTRY-LEVEL SPORTBIKES
FIRST RIDES
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shootOUT
Not so long ago the entry-level
sportbike market was almost entirely
dominated by just one machine –
Kawasaki’s Ninja 250R. In 2011 Honda
stepped up to take a swipe at Kawi’s
preeminence in the segment, debuting
its CBR250R. Four years later there are
more players than ever and some real
differences between entry-level sportbikes on the market. MotoUSA got five
of these entry-level mounts for a headto-head competition on the street to
see which bike reigns supreme.
Technically, only four of the bikes in
this shootout fit the strict parameters
of our snappy “sportbike” title, with the
outlier being the 2015 SYM T2 250i.
2 0
ENTRY-LEVEL SPOR
18
BY BYRON
WILSON
PHOTOS BY
ADAM BOOTH
1 5
RTBIKE SHOOTOUT
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Why include the SYM? These bikes are targeted
at beginner riders, both in terms of pricing and
performance, so its relatively modest $3799
MSRP ($600 less than the second-most affordable
bike in the test, the non-ABS equipped Honda)
warrants a serious consideration from novice riders purchasing their first motorcycle. It’s also $300
less than the SYM’s more direct market competitor, the Suzuki GW250. Sure, it’s down on power
compared to the rest of the bikes in this test and
its streetfighter stance makes it the odd-ball of the
group, but the opportunity to assess its performance value against its more heralded entry-level
competitors proved too enticing to resist.
As for the actual sportbikes, KTM and Yamaha
are the new kids on the block in this segment.
20
Both push displacement past the 300cc mark,
making the RC390 and R3 poised to overpower
the competition. Both bikes impressed during
our First Ride reviews earlier in the year. The KTM
RC390 delivered a surprisingly spirited ride thanks
to its torquey 375cc liquid-cooled Single. The
Yamaha R3 also got positive marks, being a wellsorted overall package with characteristics amenable to newer riders, such as its mellow power
delivery off the bottom of its 321cc Parallel Twin,
and a responsive, stable feel through the corners.
The new CBR300R serves as an upgrade to the
long-in-the-tooth CBR250R. The Honda platform
was announced less than a year after Kawasaki
debuted its Ninja 300 in 2013, but the first U.S.
models didn’t make it to shore until mid-way
through 2014. Once here, the CBR300R proved
a remarkable improvement over its predecessor
thanks to the 37cc bump in displacement, dialed
transmission and slick styling.
Then there’s the Ninja 300, which debuted in
2013. This bike ushered in the current 300cc (or
thereabouts) engine size and demonstrated that
fresh riders down to seasoned experts could have
fun on a low-displacement machine. It’s remained
largely unchanged since its introduction, save
for a switch to Dunlop rubber for the 2015 model
year. Kawasaki has decades of experience in
this segment, however, and hit the nail damnnear-square on the head when it released its first
iteration of the 300. Kawasaki’s Ninja 300 is clearly
the benchmark Honda, KTM and Yamaha were
looking to surpass with their new 2015 offerings.
Five test riders lent their input for this shootout
– MotoUSA’s Road Test Editor, Adam Waheed;
our long-time test rider extraordinaire, Jason
Abbott; entrepreneur, graphic designer and road
racer Jennifer Ross Dunstan; off-roader Brooklyn
McClendon and myself, a novice rider that fits the
target demographic for the class.
We took the bikes up and down Los Angeles
freeways on the way to the hills outside Azusa, California to see how the machines stacked-up on the
street. We employed our usual scoring methods,
with subjective evaluations provided for each bike
by each test rider, coupled with objective testing in
10 categories ranging from engine performance to
fuel range to arrive at our final rankings.
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5
th
2015SYM
22
T2 250i
This being an Entry-Level
Sportbike Shootout, the SYM
T2 250i, a naked standard, is
clearly out of place among the
likes of Yamaha’s R3 or the KTM
RC390. However, if we consider
only the “Entry-Level” portion,
the SYM’s $3799 price tag merits attention, especially for new
riders who aren’t committed to
the sportbike aesthetic. Granted,
it’s underpowered compared to
the other bikes in this test and
never really stood a chance of
topping the final scorecard, but
its inclusion demonstrates its
relative value nonetheless. Strip all the bodywork away
and the SYM most closely
resembles the CBR300R, with
both machines powered by
four-valve, fuel-injected Singles
mated to six-speed transmissions. In terms of engine performance, the SYM isn’t that far
off the numbers posted by the
Honda either. The SYM’s peak
21 horsepower is reached at
7500 rpm, with its peak 16.26
lb-ft of torque coming in at 6300
rpm. The higher-revving Honda
pumps out 28 horsepower at
8400 rpm, while its torque output
of 18.72 lb-ft at 6600 rpm is measurably closer. The SYM, like the
Honda, has decent pull off idle
and builds power in a smooth,
linear manner until about 2000
rpm from redline, where it drops
off gradually in the top-end. “It’s a little slow in the power,”
says Dunstan, “but as far as top
speeds go, it keeps up nicely on
the freeway with all the rest of
these bikes.” “The motor has good torque
down low,” adds Abbott. “But it
doesn’t have a lot of horsepower,
obviously, being a 250.” Fueling was smooth and the
SYM is forgiving of riders coming
into corners a gear too high, of-
fering 13 lb-ft of torque as low as
3300 rpm. Rowing through the
gearbox was effortless enough
and lever pull light, but the
drivetrain overall left our testers
wanting more refinement. The
same goes for the suspension
package, the non-adjustable fork
and single shock desperate for
more damping when the pace
is up. The proprietary brake setup, with a single 288mm disc
at the front and 222mm disc
at the back, was lackluster as
well. In 60 to 0 mph testing, the
385-pound SYM (the heaviest
of the group), came to a stop
in 162 feet, placing it last in our
braking test. The ergonomics of the machine provided highs and lows.
A high point was the seat, which
was by far the plushest and
most comfortable of the bikes
tested. The upright riding position was a nice break from the
leaned-over position demanded
by some of the other bikes – the
KTM in particular – but the SYM
has an oddly bent handlebar
that caused all our testers to
feel cramped. From 5’4” Jen to
6’ Adam, the handlebar’s bend
pushed a rider’s elbows into the
body, even while riding upright
and relaxed in straight line acceleration. The cramped feel was
only exacerbated when cornering, moving body position or
making other inputs to the bar. The SYM’s simple, straightforward instrumentation is comparable to the setups on the
Honda, Kawasaki and Yamaha,
with the KTM being the standout
in this respect thanks to its more
dynamic all-digital unit. The
T2’s display includes an analog
tachometer, digital speedometer, odometer and trip meter
along with a fuel gauge and gear
2015 SYM T2 250i Specs:
Engine: Liquid-cooled SOHC,
four-valve Single
Displacement: 249.4cc
Compression Ratio: 10.5:1
Transmission: 6-speed
Clutch: Wet disc type
Fueling: Fuel injection
Frame: High strength steel
diamond
Front Suspension: Telescopic fork
Rear Suspension: Uni swing
Front Brake: 288mm disc
Rear Brake: 222mm disc
Wheelbase: 51.96 inches
Seat Height: 31 inches
Fuel Capacity: 3.69 gallons
Weight: 385 pounds
MSRP: $3799
indicator – with the final feature
notably absent on some of its
competitors. It wasn’t all doom and gloom
for the odd-man-out, since the
SYM smokes the competition in
MPG. The T2 250i averaged 68.7
mpg, which includes stop-andgo surface street travel, longstints on the freeway and more
heavy-handed mountain carving. Its 3.69-gallon tank will take
a rider a projected 254 miles
between fill-ups. That impressive
range is 43 more miles than the
second-best Kawasaki Ninja 300.
This positions the SYM T2
250i in the realm of an ideal,
low-displacement commuter
motorcycle. While it can handle
L.A. freeway speeds, it’s pretty
close to maxed out at that point
and the absence of a windscreen
definitely makes the going less
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Watch the Video...
comfortable at higher speeds.
The so-so suspension, braking
and engine performance aren’t
going to be deal breakers for
the newer rider as it is adequate
enough to hone riding skills on.
“People are probably wondering why the SYM is even in this
contest,” says Waheed. “It’s a
streetfighter, 50cc down on the
competition. But honestly, it’s a
24
pretty good bike. I think if you
want to get a motorcycle and
want a real motorcycle that’s bigger than a Honda Grom but not
as gnarly as an RC390, and you
don’t have a lot of money, the
SYM is the motorcycle. I think
it would be a good option for
someone that wants something
really affordable but maybe isn’t
the best performing.”
For entry-level riders, the
SYM is worth a second look
and even a test ride. Its impressive fuel economy, comfortable
seat, relaxed riding position and
price point rated high. But in
this test, it’s outclassed by the
refinement of the true entrylevel sportbikes we gathered,
and its last-place finish a near
foregone conclusion. shootOUT 2 0 1 5
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4
th
2015KAWASAKI
NINJA 300 ABS
26
For a long time Kawasaki
monopolized the entry-level
sportbike market with its Ninja
250. When Honda came around
in 2011 to challenge that green
supremacy, Kawasaki stepped
up displacement with the Ninja
300, which it debuted in 2013.
But the assault on Kawasaki’s
preeminence in the segment is
fiercer than ever in 2015 thanks
to Honda’s power bump with
the CBR300R, Yamaha’s all-new
R3 and KTM’s RC390. Kawasaki’s Ninja 300 has impressed
MotoUSA testers in the past for
its agile handling and rider aids
like ABS and a slipper clutch,
but with a wide field of contenders brining their A-game,
Kawasaki has finally fallen from
the top of the entry-level sportbike heap. At the heart of the 2015
Kawasaki Ninja 300 ABS (the
version tested in this shootout)
lies the same 296cc Parallel
Twin engine found in the 2013
model. It’s still a high-revving
mill that rewards riders who
keep it around 10,000 rpm.
But the Ninja also exhibits the
mellowest bottom end of the
entire group, the SYM included,
a point that left a few of our
testers wanting more.
“Even though it’s got a Parallel Twin engine, it didn’t have
that much more power than the
single-cylinder bikes,” says Waheed. “You have to rev the thing
up so high to even make it go
anywhere that it kind of makes it
not as fun to ride.”
Off idle it builds from about
seven horsepower and 12 lb-ft
of torque, and by 4000 rpm
almost matches the output of
the SYM at 10.3 horsepower
with 13.5 lb-ft of torque. From
there it continues to grow
gradually until the upper 8000
to low 9000 rpm range where it
gets into the meat of its power,
maxing out at 10,000 rpm with
17.37 lb-ft. The pull then tapers
off as it passes by its 34 peak
horsepower at 11,100 rpm.
Yamaha’s mill is the only other
Parallel Twin in the test and
is similarly high-revving, but
pays off in stronger pull off the
bottom end and higher peak
numbers in both engine performance measurements. In terms of a seat-of-the-pants
assessment of the Ninja 300’s
engine, the Honda remains the
direct rival. In subjective scor-
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ENTRY-LEVEL SPORTBIKES
ing of engine performance and
engine character, the two bikes
split the vote. On the dyno it
was similarly close, with the
Kawi edging ahead of the CBR
in horsepower but falling short
of the Honda’s available torque.
Drivetrain assessments were
similarly split between the two
machines. The Kawasaki’s slipper clutch function is dialed in
well, providing a very smooth
transition while downshifting,
but even that added benefit
wasn’t enough to put it ahead of
Honda’s silky, precise gearbox. The Kawasaki’s chassis setup
left some of our testers wanting
more as well. The more aggressive riders of the group felt the
cornering ability of the Ninja 300
was lacking and didn’t inspire
the same confidence as the
Honda, Yamaha or KTM. “The chassis is still a little bit
sluggish-steering,” explains
28
Waheed. “When you’re going
around turns kind of fast, the
chassis doesn’t react as well to
aggressive riding as the Yamaha, the Honda or the KTM.” On the other hand, Dunstan
and I found the handling to be
quite good. Speaking from a
novice rider’s perspective, the
Ninja 300 felt stable and planted
through turns. Of course, that’s
at a significantly reduced pace
compared to the other riders,
but of the bikes in the test I
found myself pushing faster into
turns on the Ninja than any of
the others.
Suspension set-up puts the
Kawasaki in direct competition
with the Honda once again,
both sporting 37mm, nonadjustable forks and five-way
preload adjustable single
shocks on the rear. The Honda’s configuration edged ahead
of Kawasaki’s in the rider scores
tally though, finishing in second place on three out of four
scorecards. Braking confidence was
boosted by the ABS system,
which “really worked great,” in
Waheed’s estimation, but got
dinged for the fact that it can’t
be disengaged, unlike the KTM. “I couldn’t believe how hard
you could brake into turns
where the asphalt was a little bit
wet with some gravel,” continues Waheed. “With the ABS you
could brake really hard.” This will be a welcome feature
for riders that need to grab a
handful really quickly in emergency situations, but ultimately
the braking package fell short
of the other bikes. The secondheaviest bike of the group at
384 pounds, the Kawasaki
came to a full stop from 60 mph
in 148.4 feet, placing it secondto-last. The subjective rider
Watch the Video...
2015 Kawasaki
Ninja 300 ABS Specs:
rankings rated the Kawasaki
fourth, as well. Instrumentation is a combination of an analog tachometer
with a digital display that provides a fuel gauge, speedometer, odometer/trip meter and
clock. Unlike the Yamaha, KTM
and SYM, however, the Ninja
300 doesn’t include a gear position indicator. Fuel range figures reveal the
Kawasaki is also second-to-last
in fuel efficiency, achieving a
46.9 mpg average during our
test. Where the Kawasaki gains
back some points in our fuel
assessment is range, thanks to
the most generous tank of the
bunch. Fill up the 4.5 gallons on
the Ninja 300 and expect to get
211 miles between fill-ups. Another hit to the Kawasaki
came in sound testing, which
awards top points to the quietest machine. The Ninja 300
hit 92 dB at its peak; the only
machine with more wail in this
test is the KTM. The $5200 ABS version of the
Ninja 300 we tested is also one
of the most expensive motorcycles, only $200 less than
the highest-priced KTM. You
can get a non-ABS version for
$4999, putting it nearly equal to
the $4990 R3 but still a fair bit of
change short of the $4399 CBR. In the end, Kawasaki’s supremacy as leader of the entrylevel sportbike field is a thing
of the past. But the Ninja 300
ABS is still a solid machine for
newer riders, its mellow power
delivery off the bottom and
rider aids like ABS and slipper
clutch providing some room
for error. But in light of the
new and updated competition,
the Kawasaki’s shortcomings
are impossible to look past.
The other manufacturers have
shown that better handling and
power delivery are achievable
in the entry-level sportbike
class without creating a machine that’s over the head of a
rider still developing their skills.
Engine: Liquid-cooled DOHC
Parallel Twin
Displacement: 296cc
Bore x Stroke: 62 x 49mm
Compression Ratio: 10.6:1
Ignition: TCBI with digital
advance
Transmission: 6-speed
Fueling: DFI with dual 32mm
throttle bodies
Frame: Semi-double cradle,
high-tensile steel
Front Suspension: 37mm
telescopic fork, 4.7 inches travel
Rear Suspension: Uni-Trak with
5-way adjustable preload, 5.2
inches travel
Front Brake: 290mm petal-type
disc, two-piston caliper, ABS
Rear Brake: 220mm petal-type
disc, two-piston caliper
Front Tire: 110/70x17
Rear Tire: 140/70x17
Rake/Trail: 27º/3.7 inches
Wheelbase: 55.3 inches
Ground Clearance: 5.5 inches
Seat Height: 30.9 inches
Fuel Capacity: 4.5 gallons
Weight: 384 pounds
MSRP: $5299 ABS,
$4999 non-ABS
Kawasaki sits fourth overall
in the final tally, and though it
was neck-and-neck with the
Honda in a number of areas,
the green machine will need
some refinement in the coming
years to regain its place at the
top of the heap. 29
shootOUT
3
rd
2015HONDA CBR300R
30
R
Honda squared its sights
on Kawasaki’s Ninja 300 with
its 2015 CBR300R and succeeded in beating the green
machine in head-to-head
competition, placing third
overall. The diminutive CBR
sportbike received updated
styling, revised fueling and
restyled exhaust, but only carries a $200 price bump over
the outgoing 250R version for
2015. The package as a whole
proved surprisingly gratifying
to our testing crew – especially
for those that had experienced
the previous iteration. The
CBR300R is a vast improvement over the 250. “If there’s a bike that’s the
most transformed for 2015, it’s
got to be the CBR300R,” says
Waheed. “I was never a big fan
of the 250R but the 300 I like a
lot. The extra little bit of displacement makes a big difference.” To be clear, though its name
indicates it’s a 300, the Honda
is actually 286cc. Even so, the
four-valve, liquid-cooled Single
is only 6.7 horsepower down on
the 296cc Kawasaki at its peak,
and exceeds the Ninja in pull
with 18.72 lb-ft of torque available at 6600 rpm, compared
to Kawi’s 17.37 lb-ft at 10,000
rpm. The Honda pulls stronger
earlier in the rev range and
maintains higher torque until
8400 rpm, where the two bikes
are equally matched. After that
the Kawi gets into the best of
what it’s got to offer while the
Honda begins to drop. This
made for peppier acceleration
out of corners but more work
through the gearbox. “Off the bottom it has a good
amount of torque,” explains
Abbott. “Bottom and mid it’s
pretty good. The top kind of
falls off a bit, so I think you
need to short-shift it more than
some of the other bikes.”
The CBR300R is at its best
in the 6500 to 8500 rpm range,
where a rider will be right in the
meat of peak torque and horsepower. Thanks to Honda’s
reliable and smooth six-speed
gearbox along with a featherlight clutch pull, the short-shifts
necessary to stay in the sweet
spot are a breeze. And, even
if you forget to drop a gear
coming into the corner, the
CBR300R still has enough pull
in the lower revs for it to forgive
the mistake. The Honda did
suffer in acceleration testing for
0-60 and quarter-mile testing,
but only slightly. It was fourtenths slower than the Kawi in
the quarter-mile and five-tenths
slower than the Ninja in the
0-60 mph test. On the plus side, the
CBR300R has one of the most
pleasing exhaust cadences of
the pack, emitting a satisfying
and somewhat unexpected
low-tone growl. That pleasing
rumble is doubly nice if you’re
looking to keep the decibels
down, since Honda placed
second-quietest behind the SYM
with 88 dB recorded at its peak.
Honda’s chassis earned
it second-position overall in
subjective scoring, the feel
encouraging the experienced
riders of the group to push
with more gusto in the twisties.
Like the Kawi, the Honda is
suspended by a 37mm nonadjustable fork and single,
preload-adjustable shock out
back. But the package on Big
Red’s machine proved the
more refined of the two. “In the corners I really liked the
way it handled,” says Waheed. “I
2015 Honda CBR300R Specs:
Engine: Liquid-cooled DOHC,
four-valve Single
Displacement: 286cc
Bore x Stroke: 76 x 63mm
Compression Ratio: 10.7:1
Ignition: Computer-controlled
digital transistor with electronic
advance
Transmission: 6-speed
Fueling: PGM-FI, 38mm throttle
body
Front Suspension: 37mm fork,
4.65 inches travel
Rear Suspension: Pro-Link single
shock with five-position spring
preload adjustability, 4.07 inches
travel
Front Brake: Twin-piston caliper,
296mm disc
Rear Brake: Single-caliper,
200mm disc (optional ABS)
Front Tire: 110/70-17 radial
Rear Tire: 140/70x17 radial
Rake/Trail: 25º/3.9 inches
Wheelbase: 54.3 inches
Seat Height: 30.7 inches
Fuel Capacity: 3.4 gallons
Weight: 360 pounds
MSRP: $4399; $4899 with ABS
felt really connected to
the chassis and you could
push the bike a little bit harder
than you could some of the
other 300s.” “The suspension package is
super stable,” adds Abbott. “I
found myself going faster and
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ENTRY-LEVEL SPORTBIKES
Watch the Video...
feeling better in the corners
than on any other bike.”
The Honda’s handling is
boosted by its weight, or rather,
it’s lack thereof. The CBR300R
placed top among the five
bikes in the shootout at 360
pounds, ready to ride. The
KTM came closest in second
overall at 366.
In addition to the commendable chassis, the CBR300R’s
comfort level is on point.
Abbott was particularly taken
with the Honda’s ergos and
rider cockpit, describing
the mount as “probably the
most comfortable out of all of
them.” It’s got the lowest seat
height of the group at 30.7
inches and a more relaxed riding position than some of the
other rides thanks to a set of
handlebars that sit up slightly
higher than those on the
KTM, Yamaha or Kawi. A rider
can still tuck in if the pace is
upped, but for more leisurely
rides the Honda offers less
stress on the wrists.
The Honda is available with
ABS for an extra $500 over the
$4399 base MSRP. Our machine was sans-ABS, but its
braking scores didn’t suffer for
the lack of technology. While
testers ranked the Honda midpack above the Kawi and SYM
in their rider impressions, in the
60-0 braking performance test
the Honda stopped in 138.9
feet, making it second-best
behind only the R3. Another area in which the
Honda placed second overall
is fuel efficiency, where its 52.8
mpg put it behind all but the
fuel-sipping SYM. The CBR300R
has one of the smallest tanks
of the group though, giving it a
mid-pack range of 180 miles. Despite all the praise for
Honda’s improvements over its
previous entry-level mount, the
package as a whole didn’t wow
all the testers in the group. “It’s a very typical Honda
bike,” says Dunstan. “It does
everything pretty darn good
power through its rev range
than some of the other bikes
in this test, along with a solid
chassis and braking abilities.
These elements will all serve
a rider well, especially as they
develop the skill to push a little
harder on that Sunday ride
but nothing exceptional.” But for an entry-level rider
having a solid, reliable and
predictable motorcycle is
better than trying to tame a
fire-breather. And the Honda
provides smoother, more linear
through the mountains. High
marks for handling, overall
comfort and solid results in
performance and rider impressions place the lightweight
CBR300R a solid third in this
year’s shootout.
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2015KTM
34
RC390
2
nd
When KTM revealed
its RC390 back in July 2013,
the company’s CEO Stephen
Pierer described the machine
as meeting “a big demand for
affordable, quality sportbikes
for the lower displacement
class.” The new RC390 was
also revealed as the motorcycle
used for the ADAC Junior Cup
powered by KTM, an entry-level
racing series in Germany. Since
then KTM has partnered with
MotoAmerica for the five-round
RC Cup Series. The point being
that since its introduction, the
RC390 has been directly intertwined with pro racing more
so than any other bike in this
shootout, and its credentials as
an entry-level racer are immediately apparent. To start with, the 375cc engine
is the largest and most potent
of the bunch. At its peak, the
liquid-cooled Single puts out
42.31 horsepower at 8900 rpm
and 25.34 lb-ft of torque at 8500
rpm. That’s five ponies more
than the second-most powerful Yamaha and an additional
five lb-ft of pull. Off the bottom,
the KTM has more grunt than
the torque figures produced by
the SYM, Kawasaki and Honda.
In comparison to the rest, the
KTM’s power delivery is immediate and satisfying, pulling hard
out of the corners and accelerating quicker than any other bike
down the straights. “The KTM is probably the
raciest feeling bike in this
group, which is fun,” explains
Waheed. “I had the most sheer
exhilaration while I rode it.
It feels like a slimmed-down
RC8R. It comes off the corner
really well, has the most amount
of torque. That engine’s got a
really fun-loving character.” 35
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VIDEO
Watch the Video...
“The motor is amazing,”
adds Abbott. “It just pulls from
bottom to top and I definitely
had the most fun on it. I felt like
I was on the racetrack when I
was riding the RC390.” In 0-60 mph acceleration testing, the RC390 was the clear
winner, getting up to speed in
4.9 seconds. The Yamaha finished second in this category
with a time of 5.7 seconds. The
story’s the same in quartermile testing, the KTM covering
the distance in 14.21 seconds
compared to the Yamaha’s
14.74 seconds. The main issue testers found
with the powerplant had nothing to do with output, which
earned top scores in subjective
and objective assessments, but
with vibration. “The only problem with the
engine is that it vibrates a
36
lot, just like the RC8R,” adds
Waheed. “I think if you were
riding that bike all the time
it might get a little old just
because of how much
it vibrates.” Its transmission earned the
KTM second in subjective
rider assessments, its smoothshifting gearbox and actuation
at the lever barely edging out
the Honda. In terms of chassis and handling, the KTM fell a bit short
compared to the other machines, our testing crew rating
it third behind the top-placing
Yamaha and Honda. On the
positive side, the RC390 felt
like it carried more weight on
the front end which allowed
for sharp, nimble handling
through corners. “The chassis is really good
on it, really sporty and delivers
good feel,” says Waheed. On the other hand, some
testers found the KTM felt a bit
heavy, despite being the second-lightest machine at 366
pounds behind the Honda. “The handling was a little
bit tough to feel at first,” says
Dunstan. “This bike feels a
little bit heavier, like there’s
more weight to pull around.” What really cost the KTM
higher marks in this regard,
however, is its suspension.
The 43mm USD WP fork and
WP monoshock just didn’t
deliver as smooth a ride as the
Yamaha, Honda or Kawasaki. “The suspension is just a
little too budget in my opinion,”
adds Waheed. “The shock
has almost no damping and
it just gives the bike a really
cheap feel compared to the
other motorcycles.” 2015 KTM RC390 Specs:
Engine: Liquid-cooled Single
Displacement: 375cc
Bore x Stroke: 89mm x 60mm
Compression Ratio: 1:12.5
Transmission: Six-speed
Clutch: Wet multi-disc,
mechanically operated
Fueling: Bosch EFI,
46mm throttle body
Primary Drive: 30:80
Final Drive: 15:45
Engine Management/Ignition:
Bosch EMS
Frame: Powder coated
steel trellis
Subframe: Steel
Front Suspension:
WP-USD 43mm
Rear Suspension:
WP-Monoshock
Front Brake: 300mm disc,
radial-mount four-piston caliper
Rear Brake: 230mm disc,
floating single-piston caliper
ABS: Bosch 9MB Two Channel
Front Wheel: Cast aluminum,
3.00 x 17 inches
Rear Wheel: Cast aluminum,
4.00 x 17 inches
Front Tire: 110/70 ZR 17
Rear Tire: 150/60 ZR 17
Chain: X-Ring, 5/8 x 1/4
Steering Head Angle: 66.5°
Trail: 88mm
Wheelbase: 52.8 inches
Ground Clearance: 7.03 inches
Seat Height: 32.2 inches
Fuel Capacity: 2.64 gallons
Weight: 324 pounds
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Braking is another area in
which the KTM earned some
criticism, primarily the front
binders. “The front brake, I’m not
impressed with it at all,” says
Abbott. “I just felt like the stopping power wasn’t there. A
bike that goes so fast and has
a lot of power, you want good
stopping power and usually
KTMs have it, but (the RC390)
doesn’t meet my expectations.” On the plus side, the KTM
does come with Bosch TwoChannel ABS, which can be
disengaged. We rode the bulk
of the day with ABS on and
didn’t find its engagement all
that noticeable, only coming
on under hard braking. Later in
the day we switched it off and
were able to lock up the rear
end fairly easy, so there’s nice
balance in the system. Riders
that want the safety net of ABS
have the option while it also
suits more experienced riders
who like to back it in on the
racetrack. It makes the RC390
slightly more versatile than
some of the other bikes which
38
either have ABS 100% of the
time or don’t have it at all. Ironically, having ABS off
brought the KTM to a stop
more quickly than with it on. In
60-0 mph testing, the RC390
reached full stop in 148.2 feet
without the aid of ABS, and
151.7 feet with the system on.
That places the KTM secondto-last in front of the SYM with
ABS engaged versus third
overall without ABS on. The KTM also has the most
tech-forward instrumentation,
going all digital with a number
of indicator lights surrounding
the display. There’s a tachometer, speedometer, gear position
indicator, fuel gauge, odometer,
trip meter and other information like shift alert and average
speed. It definitely offers more
information than any other bike
in the test. Overall comfort was an area
in which the KTM fell behind
the competition, the high, hard
seat and racy ergos making it
fun for throwing around in the
twisties but taxing on the body
after a full day’s ride. Other areas in which the
KTM fell short of the top-spot
are fuel economy, sound and
price. The RC390 averaged
48.3 mpg, just slightly ahead
of the 48.1 achieved on the
Yamaha. But KTM has only
given riders 2.64 gallons of total
capacity on the RC, resulting in
a scant range of 127.5 miles. In
terms of sound, the KTM has
a raspy note but is the loudest
of the lot, hitting 94 dB at its
peak. And finally, its price is the
steepest at $5499, $200 more
than the Kawasaki. Though some areas of needed improvement were revealed
when put in competition with
other bikes in the class, the
KTM’s racy appeal and power
dominance earned it secondplace in our shootout. A more
refined suspension and braking package would likely be
enough to push the RC390 to
the top of the list. Unfortunately
for the orange bike, another
machine proved to be betterrounded overall. And if you’re
doing the math, you already
know which bike that is.
shootOUT 2 0 1 5
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2015YAMAHA
40
R3
1
st
Now to the winner of
the 2015 Entry-Level Sportbike
Shootout, the Yamaha R3. In its
first production year, Yamaha
has created a superb package
which is amenable to the
newer/inexperienced rider while
still offering an enjoyable ride
for the seasoned motorcyclist.
Its engine performance nearly
equals that of the more powerful KTM but surpasses the orange bike with a stable, responsive chassis, well-functioning
braking system, great looks
and more affordable MSRP. Like Kawasaki, Yamaha employs a liquid-cooled Parallel
Twin, but delivers more oomph
thanks in part to a bigger piston drumming inside its 68mm
bore compared to the Ninja’s
62mm. The R3’s 321cc displacement exceeds the Ninja’s
by 25cc and the difference is
felt from the initial crack of the
throttle to redline. The Yamaha
pulls harder and longer from
the outset before reaching its
peak, with 37.32 ponies registered at 10,500 rpm and 20.24
lb-ft of torque at 9200 rpm.
Though it’s redline is close
to the high-revving Ninja,
the Yamaha delivers more
throughout the powerband,
eclipsing the mellow feel the
Kawi offers before the engine
really gets spinning. “The thing feels like an R6,”
says Waheed. “It makes all
the right noises, it has a lot
of motor in the midrange and
top-end and it just makes the
motorcycle more flexible and
fun to ride.” In terms of outright acceleration, the KTM smoked
everybody and was nearly one
second faster than the second-
41
shootOUT 2 0 1 5
42
ENTRY-LEVEL SPORTBIKES
fastest Yamaha from 0-60, the
R3 closing the gap to half a
second in the quarter-mile. But
in terms of entry-level sportbikes, the KTM’s peppiness
could be a bit too much in the
hands of an inexperienced
rider that has yet to develop a
subtle touch at the throttle. The
Yamaha, on the other hand, is
smooth and even, rewarding
a heavy twist of the wrist with
steadily increasing power. The 6-speed transmission
transfers steady power to the
rear and lever pull is light, a no
hassle system which makes
keeping the R3 in its high-rev
sweet spot a breeze. Downshifts require a blip to keep the
back end from jumping around
during aggressive riding, unlike
the slipper clutch-equipped
Kawi, but this is a bike that
rewards a rider for smooth, precise inputs rather than providing a crutch for mistakes.
The Yamaha’s chassis is
dialed as well, making for a
nimble, solid and responsive
motorcycle when tackling the
twisties. The R3 comes with a
41mm non-adjustable KYB fork
and seven-position preload
adjustable KYB shock, both of
which soaked up bumps with
ease while providing a respectable rapport with the road.
Again, comparisons to the R6
were bandied about in conversation during photo stops and
bike swaps. The R3’s braking capabilities
earned the highest subjective
marks as well, the two-piston
Akebono calipers providing
instant feel at the lever when
pinching the 298mm front disc.
Out back, the single piston,
220mm disc set-up worked just
as well. 2015 Yamaha YZF-R3 Specs:
Engine: Liquid-cooled, Parallel
Twin
Displacement: 321cc
Bore x Stroke: 68.0 x 44.1mm
Compression: 11.2:1
Valvetrain: Chain-driven DOHC,
eight valves with 26,600-mile
service interval
Transmission: 6-speed constant
mesh
Clutch: Wet multiplate-disc
Fueling: Electronic fuel injection
with 32mm Mikuni throttle body
and 12-hole injectors
Exhaust: 2-into-1 right-side
exhaust with O2 sensor and
3-way catalyst
Frame: Steel Diamond type with
steel swingarm
Front Suspension: 41mm KYB,
non adjustable, 5.1 inches of travel
Rear Suspension: KYB
shock, seven-position preload
adjustable, 4.9 inches of travel
Front Brake: 2-piston Akebono
calipers with single 298mm disc
Rear Brake: Single-piston Akebono
caliper with single 220mm disc
Front Wheel: 2.75 x 17/ 10-spoke
cast aluminum
Rear Wheel: 4.0 X 17 / 10-spoke
cast aluminum
Front Tire: 110/70-17 (Michelin
Pilot Street)
Rear Tire: 140/70-17 (Michelin
Pilot Street)
Rake & Trail: 25° / 3.7 inches
Wheelbase: 54.3 inches
Seat Height: 30.7 inches
Fuel Capacity: 3.7 gallons
Weight: 368 pounds
MSRP: $4990
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shootOUT 2 0 1 5
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Watch the Video...
44
“The Honda front brake
might have felt a little bit better down low, but overall the
Yamaha had a better bite,”
explains Abbott. “You want
good stopping power from
the front end and the Yamaha
R3 delivers.” That seat-of-the-pants assessment was confirmed in the
60-0 mph braking tests as well,
with the R3 beating out the entire field, coming to
a stop in 131.5 feet,
besting its nearest competitor, the
Honda, by 7.4 feet. The cockpit of the
bike felt the most
comfortable overall
to testers, though
some of the taller
riders, those at or
around six feet, felt
a bit cramped at
times. It didn’t prove
enough of an issue
to keep it from taking the top spot in
this category across
the board, however. The instrument
panel is a combination of analog and
digital, like the bulk
of the competition,
providing speedometer, gear position indicator, fuel
gauge and trip meter in an
easy-to-read display. There’s
also a nice, big red light at the
top of the instrument cluster
that signals the rider to shift.
Perhaps an irritating feature to
the already experienced but a
nice reminder to newer motorcyclists gaining a feel for rev
management. The 2015 R3’s comfort and
effective information display are
coupled with styling that won
the top vote of testers as well,
the exterior borrowing enough
from its older siblings to look
the part of a fuller-sized sportbike. The KTM ended second
in the subjective appearance
category, the orange bike’s
sharp angularity eliciting either
love-it-or-leave-it reactions. The R3 did struggle in fuel
economy however, taking the
second-to-last position with its
48.1 mpg average. Granted,
the numbers in this regard
may have been a bit skewed
because testers were eager to
open the R3 throttle up during
evaluations. A more reserved
right hand could likely achieve
better results. In our figuring,
however, the 3.7 gallon capacity will take a rider an estimated
178 miles. In terms of sound, Yamaha
finished mid-pack, not too loud
and not too quiet, hitting 89
decibels at its peak. Its $4990
MSRP was also mid-pack, better than the more expensive
KTM and Kawasaki but a bit
heavier on the pocketbook than
the non-ABS equipped Honda
and SYM. What’s inescapable,
however, after facing the challenge from the field of entry-level
sportbikes, is that
Yamaha is a fantastic
value for the money. “It’s fun to ride, it’s
got a great engine,
handles well, looks
pretty cool and I
think Yamaha has
really perfected the
formula for these
new sportbikes,”
says Waheed. It’s a complete
package that all testers picked as their
bike of choice in this
shootout. Yamaha has provided a solution to
the issues affecting
the other machines
in the test, providing plenty of pep
down low and better
overall engine performance than the
Honda, Kawi and
SYM. It offers a friendlier entrylevel delivery of power than
the KTM with a chassis/braking package that proved to be
the best of the bunch. Yamaha
has impressed with its first
foray into the U.S. entry-level
sportbike segment because the
bar has been raised and will
undoubtedly have the competition hard at work on ways to
dethrone the R3.
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Adam WAHEED, 36, Road Test Editor – 6’0”,
181 pounds – Yamaha R3 For maximum fun and sport performance I’d have to go with the
RC390 by KTM. But there are a couple of things that would keep
me from putting one in my garage, including its so-so build quality
and shock that has zero damping. Both of those things need to be
improved. The Honda really surprised me too, and is far superior to
its 250cc predecessor, but at the end of the day it’s only a singlecylinder, so it’s lacking a bit of ‘oomph. The Kawasaki is nice, as
always, but the engine and chassis are definitely antiquated. It’s time
for a full overhaul. For the money, the SYM is an exceptional value,
but again, I need a little more performance. And that’s where the
YZF-R3 slots in. It’s the least expensive of the big box brands yet still
has a degree of exciting R6-like character which makes it fun to ride.
Fit and finish is the best of the lot, too. If I was just getting into riding,
or just seeking a smaller sportbike, the R3 is the one I would buy. Jennifer ROSS DUNSTAN, 30, Graphic Designer
- 5’4”, 120 pounds – Yamaha R3 M O N E Y
My top choice bike is for sure the Yamaha R3. It really does feel like
an R6, just miniature sized! It has one of the strongest motors in
the class, really responsive handling and suspension, confidence
inspiring braking capabilities, and really great looks. There once
was a day when the only bike in this field was the Kawasaki Ninja
with really dated body work, styling, and performance. That day is
long gone now and the Yamaha R3 is the bike that is propelling the
entire class into the future… and that future is looking bright! Jason ABBOTT, 36, MotoUSA Test Rider – 5’11”,
195 pounds – Yamaha R3 Byron WILSON, 31, Associate Editor - 6’0”,
175 pounds – Yamaha R3 M Y
When the dust settled I picked the new Yamaha R3 as the winner
of the Entry-Level Sportbike title fight. The next closest competitor
was the trick KTM RC390, its engine has more get-up-and-go, but
the Yamaha R3 offers a more impressive overall package. The R3
engine is strong and drivetrain is solid, suspension and handling
are predictable, brakes are the most responsive and it takes the
cake in the comfort department. If it wasn’t for the RC390’s engine
having more horsepower and torque along with its “racey” look the
Yamaha would’ve swept the competition.
46
F O R
For me, it was a choice between the Ninja and the R3. I liked the
feel of the Kawasaki in the corners and really appreciated the
rider aids, but there’s no escaping the fact that the R3 is a more
refined, complete package. Where the Kawasaki allows you to
make some mistakes, the Yamaha rewards you for doing things
right. It looks great and has fantastic power for the class from
bottom to top. It’s the bike that will be exhilarating for the newer
rider and still pay off as riding skills increase.
Yamaha
Kawasaki
Honda
KTM
SYM
Engine Performance
8
10
7
7
5
Engine Character
8
10
7
7
5
Drivetrain
10
8
7
7
5
Brakes
10
8
7
6
5
Handling/Suspension
10
8
8
7
5
Rider Interface
10
8
7
6
5
Overall Comfort
10
8
8
7
5
Intrumentation
10
8
5
7
6
Appearance
10
8
6
7
5
Streetbike of Choice
10
8
7
6
5
Subjective Total
96
80
69
67
51
RIDER • Subjective
Yamaha
Kawasaki
Honda
KTM
Horsepower
8
10
Torque
8
Curb Weight w/fuel
7
0-60 Acceleration
1/4 Mile Acceleration
SYM
6
7
5
10
7
6
5
8
10
6
5
8
10
6
7
5
8
10
6
7
5
Stopping from 60 mph
8
7
8
6
5
MPG
6
7
8
5
10
Range
6
5
7
8
10
Sound(Quietest)
7
5
8
6
10
MSRP (as tested)
7
5
8
6
10
Objective Total
75
77
74
64
70
PERFORMANCE • Objective
Overall Totals
Performance
Rider
Yamaha
95
75
171
KTM
80
77
157
Honda
69
74
143
Kawasaki
67
64
131
SYM
51
70
121
OVERALL • Totals