Finally, after a fair bit of persistence and a random encounter with a rider on a 400R, we were able to hop on one and take it for a proper test ride.

Initial Impression of the 2011 Kawasaki Ninja 400R

At 6’2″ and 227lbs, I am not a light person.  In fact I always feel a little ridiculous when I review smaller motorcycles like the 400R.  Aside from looking like someone who just stepped out of a clown car when riding one, I find that many smaller motorcycles struggle to actually keep a larger rider like myself moving.  Accelerating a big person when you have a small motor is a challenge, so of course I’m somewhat apprehensive when I hop on a motorcycle with less than 500cc’s.

I am happy to say that the Ninja 400R, with all 399cc’s of parallel-twin goodness, moves me pretty well.  It makes roughly 44 horsepower, which is very close to what the departed Ninja 500R made, and 27 lb-ft of torque.  Those numbers, while certainly not encroaching on superbike territory, are more than enough to move the common person around.  It did do a pretty good job of moving my “husky” rump, that’s for certain.

The fairings give it a real sporty look, very similar to what Kawasaki has done with both the Ninja 650R and the Ninja 250R.  Some may find the aggressive appearance a little off-putting, but I didn’t.  In fact, I’m a real fan of the boy racer look.

Riding the 2011 Kawasaki Ninja 400R

The 400R has a great riding position if you’re a taller person; you sit upright, with a slight lean.  If you have back problems, or just find super sports uncomfortable, the 400R might be right up your alley.  If you are much taller than 6’2″ I don’t know how comfortable you’ll find the bike as the foot pegs may be a bit tight.  Otherwise, as far as a smaller motorcycle goes, the 400R fares pretty well in the comfort arena.

The all-digital display lights up beautifully at night (as it was when I was riding it) and highlights the important information (RPM, speed) by drawing your attention to them quite effectively.  If you’ve ever driven a Honda S2000 you may actually find the instrument panel quite similar: the speed is shown on top of a “swooping” rev meter.  Very cool.

Given that’s fuel injected, the 400R starts right up and purrs wonderfully.  Acceleration is brisk, though nothing that will cause you to pop your front tire off the ground (unless you’re really trying to do it).  Like the 500R, the Ninja 400R has plenty of mid-range power; also like the 500R, the newest mid-range Ninja suffers down low and up top.  This is perfect for city riding, where you’ll spend most of your time between 3,500 – 7,000 rpm, but may quickly become underwhelming if you’re used to the down-low torque of a larger v-twin or the up-top ridiculousness of 600cc+ sport bikes.

Personally, I loved it.  Having ridden a Ninja 500R for a first bike, riding the 400R was as much nostalgia as it was invigorating.  The 400R’s suspension is finely-tuned, and new riders (or anyone really) on the bike will quickly find themselves becoming more and more comfortable with throwing the little Ninja around.  It’s light weight, combined with a somewhat-stiff suspension setup, really make this bike fun in the city.  I can’t comment on highway riding as I was unable to take it to highway speeds for more than a few minutes.

Jam the brakes and you’ll find yourself coming to a stop rather quickly.  My earlier comments about the light weight and fun in the twisties applies to braking: smaller, lighter motorcycles have less grunt to move around.  When I lost most of my beer-belly I noticed it infinitely easier to run, climb, stop, and jump.  Same concept, different vehicle

Our 2011 Kawasaki Ninja 400R Review’s Epic Conclusion

Do you want a motorcycle but are afraid to hop on a 600cc+ machine?  Does the concept of riding a 125cc or 250cc sound outright boring?  If you answered yes to either of those questions you may find exactly what you are looking for in the Ninja 400R.

It’s fun.  It’s quick.  It’s confident.  And it’s just a blast to throw around.

If you aren’t planning on racing on the weekends or having looooong highway commutes, the 400R could be a great fit!

Related posts:

1. Kawasaki Gives Canada and Japan the Ninja 400R
2. The 2011 Motorcycle Show – Highlights, Part 1
3. Kawasaki Ninja 250R

Summary:

The Rebel, with a top speed of roughly 140 km/h and fuel economy in excess of 55 mpg, is a great choice for those looking for a cruiser-style motorcycle as their first motorcycle.

Engine Size: 234cc
Price (new): $5,299 CDN/$3,999 USD
Comparable bikes: Suzuki GZ250 Marauder, Kawasaki Ninja 250R, Yamaha XT250

Our Honda CMX250C Rebel Review:

Low (a seat height of just 26.6″), light (a curb weight of just 331lbs ready to ride), and leisurely (it is a cruiser), the Honda CMX250C Rebel is a miniaturized version of the larger and louder cruiser.  Classic styling that is less flamboyant than the Suzuki GZ250 Marauder appeals to our tastes, but it really does boil down a personal preference thing.  At this stage in the game, whichever one looks the best to you is probably a solid choice.

But, there’s a reason for that assessment.  The CMX250C gets fantastic fuel economy.  During our (admittedly limited) testing we experienced economy in excess of 55 mpg, and we imagine that it would have bene higher if the person who was reviewing the Rebel didn’t weigh 265 lbs.  For that reason alone we feel compelled to recommend the Honda Rebel to anyone who wants something comfortable and economical but doesn’t like the look or feel of a dual-sport.

As with the Marauder, the Honda CMX250C Rebel is not a speedster.  In fact, it chugs along at a very docile pace before reaching a claimed top speed of 85 mph- we didn’t have the guts to take it that far, and we’re not convinced it could have gone there anyway.  With a sub-250cc engine, the Rebel really suffers from excess weight.  Riding with a passenger isn’t recommended, both for weight reasons as well as spacial ones (we just don’t see how it would work).

If you’re all geared up with the intentions to learn how to ride a motorcycle, and the CMX250C Rebel is in your list of “maybes”, we have absolutely no problems recommending it.  It’s relatively fun to ride, comfortable, and easy on the wallet.  However, if you’ve ever owned anything described as “sporty”, the Honda CMX250C Rebel (as well as the Suzuki GZ250 Marauder, definitely are not the motorcycles for you.

The Bottom Line:

We prefer the subdued styling of the Honda CMX250C Rebel to the Suzuki GZ250 Marauder, but really, that’s a personal preference thing.  The Rebel, aside from returning exceptional fuel economy, is a light and easily-managed entry for those looking to ease their way into motorcycling.

Related posts:

1. Honda CRF230M
2. Honda CBR125R
3. Suzuki GZ250 Marauder

Summary:

A low curb weight (just 331 lbs) and a surprisingly responsive 249cc engine make the GZ250 Marauder a real treat for a new rider to ride.  Both unintimidating and easy to handle, the GZ250 Marauder is the perfect machine to get anyone’s confidence level up.

Engine Size: 249cc
Price (new): $4,899 CDN/$3,799 USD
Comparable bikes: Kawasaki Ninja 250R, Yamaha XT250, Honda CMX250C Rebel

Our Suzuki GZ250 Marauder Review

Many people find the GZ250 Marauder to be the perfect beginner bike: a low seat height (juset 28″) and a low curb weight (331 lbs) make it very unintimidating.  For many (myself included) half of the dilemma that came with learning to ride a motorcycle stemmed from the fact that motorcycles are big, heavy machines and I had no idea how to pilot one.

During my motorcycle training course I was one of the happy-few that got to ride a Marauder the first run out.  Being 6’2″ and 265lbs at the time I found the motorcycle to be more of a toy than anything else, but it had an engine and responded to my every input.  In fact, it responded so well that I found myself wondering how something that small and that responsive could be legal on the highway.

Nevertheless, the GZ250 Marauder will hit highway speeds (though just so).  It will happily cruise around town all day long, and it will do so while keeping you comfortable and keeping a nice big smile plastered on your face.  As far as beginner motorcycles go, this one is a good pick.

It is not a speedster. In fact, this review could have continued without the word “speed” ever being mentioned.  This motorcycle will not outrun sports cars, nor will it rocket you from 0-60 in under three seconds.  It will, however, start up every time you ask it to, survive the occasional drop (and the chances are good that you WILL drop it), and it will scoot from place to place without asking questions or making obscene demands.  It is, after all, a great learners bike.

Our review of the Suzuki GZ250 Marauder stems from riding the bike extensively for nearly a full week.  During this week we failed to find a single flaw that would perhaps throw a new motorcycle rider off guard.  Aside from a somewhat underpowered headlight, the GZ250 is the perfect motorcycle for someone who has never been on two wheels before.

The Bottom Line

The Suzuki GZ250 Marauder is not a great bike for the highway, and it isn’t an inner-city speedster either.  However, it’s a small, lightweight motorcycle that would be hard pressed to intimidate anyone.  This is the motorcycle for those who are afraid of motorcycles.

Related posts:

1. Suzuki DR200SE
2. Suzuki DR-Z400S
3. Suzuki GS500

Summary:

It might take a while for the dust to settle, but once it does you’ll realize that the Honda CRF230M may very well be the first attractive dual-sport… kind of.  Clean lines, combined with sleek and stylish bodywork make the CRF230M one of the best looking dual-sports (kind of) around.  A comfortable ride and peppy acceleration certainly add to the fun, but when you look this good, does it really matter?

What do we mean by kind of?  Keep reading.

Engine Size: 223cc
Price (new): $6,399 CDN/$5,399 USD
Comparable bikes: Yamaha WR250X, Suzuki DR200SE, Yamaha TW200, Yamaha XT250, Suzuki DR-Z400S

Our Honda CRF230M Review:

The Honda CRF230M looks like a dual-sport, and feels like a dual-sport, but in actuality is more a  motard than a dual-sport.  A quick Google search will reveal people posting incredible things about the CRF230M, including fuel economy claims upwards of 90 mpg!  If you are like us, in that you’re skeptical of any and all outrageous economy claims, you’ll be a bit taken back.  After all, anything achieving 100 mpg is worth a look, right?

So how did Honda do it?  Well, for starters, the CRF230M only weighs in at 276lbs.  With 14 hp and 12 ft-lbs of torque, it also isn’t packing too much of an accelerative punch.  However, a slick six-speed transmission that is geared efficiently goes a long way.  In this case, it’s likely the reason that this motorcycle pushes as much economy out of it as it does.

When riding the Honda CRF230M feels responsive.  This is a bike that you can feel comfortable leaning over, as its light weight removes that feeling of awkwardness that many new riders will experience when tilting over a larger motorcycle.  Once you’ve had a bit of practice you can literally “flick” this bike through the corners, leaning it over while simultaneously providing input with the throttle.

For a bike that takes a fair bit of time to get up and go (designed for economy, not speed, remember?) the CRF230M is a surprisingly large amount of fun.  You don’t need to hit 60mph in 5 seconds when the machine you’re riding feels like a roller coaster ride every time you lean it over.  And, when you decide that you actually have somewhere to be, this beginner motorcycle will cruise all day long at 65-70mph.

We don’t feel it to be as good a trail bike as the Yamaha WR250X or the Suzuki DR-Z400S, but that doesn’t mean it won’t go there.  Dirt, gravel, and sand are no match for the raised suspension and grippy tires.

But what takes us back the most is the capability this bike provides while still managing to look good.  Yamaha never accomplished that feat with the WR250X, and Suzuki definitely didn’t come close with the DR-Z400S.  But Honda hit the nail right on the head.  In our estimation, the Honda CRF230M is the best looking dual-sport/motard out there.

The Bottom Line:

It’s not an off-road monster, but it does return excellent economy in what should be a relatively maintenance free package (it uses many of the components, including the engine, transmission, and frame, from the excellent CRF230L).  We like the Honda CRF230M a whole lot, and for a motorcycle that was just introduced for the 2009 model year, that’s a bold statement to make.

Related posts:

1. Honda CMX250C Rebel
2. Honda CBR125R

Summary:

Yet another reason for first riders to find their true love in a dual-sport. The Suzuki DR-Z400S is a handy and surprisingly quick bike and is possibly one of our favourite dual-sports.

Engine Size: 398cc
Price (new): $7,799 CDN/$6,099 USD
Comparable bikes: Yamaha WR250X, Suzuki DR200SE, Yamaha TW200, Yamaha XT250, Honda CRF230M

Our Suzuki DR-Z2400S Review:

It really says a lot about a motorcycle when the manufacturer truly believes in it. Not sure what we mean? Suzuki made a supermoto version of the DR-Z400S. Just as Honda has made race versions of its CBR600RR, as has Yamaha with the R6 and R1, Suzuki took the plunge and made a hopped up version of the DR-Z400S.

There’s plenty of reasons why, but the bottom line here is due to one simple fact: The Suzuki DR-Z400S is one helluva bike. The 400cc engine packs plenty of power. Where other, smaller bikes may have a hard time getting going in the low RPM, the DR-Z400S just starts rolling. Popping the front tire up is easy to do, and it’s lightweight enough that even beginner riders will enjoy experimenting with the bike and testing their limits.

That’s also a bad thing, as new riders may find themselves growing overconfident due to the immense capabilities of this bike. Sure, it’s only 400cc, and yes, it only has 5 speeds, but that does not mean that it’s a “baby bike” by any means. The DR-Z400S can be ridden just as deftly off-road as it can on the road.

Riders will appreciate the abundance of low-end power, and a 10.0L tank (including reserve) means that you won’t need to stop every half an hour for fuel. Riders should be able to grab at least 250 kilometers per tank from this bike.

It is a bit pricey, coming in a few thousand more than comparable dual-sports reviewed here (Yamaha TW200, Suzuki DR200SE), but its completely justified given the capabilities of this bike.

The Bottom Line:

On road or off road, the Suzuki DR-Z400S is a very competent bike that any rider – new and experienced alike – will appreciate. New riders need to watch out initially, as the DR-Z400S packs a bit more low-end punch than you might expect.

Related posts:

1. Suzuki DR200SE
2. Suzuki GZ250 Marauder
3. 2004 Suzuki Katana 600 – Review, Pics, and More!

Summary:

Dual-sports are our favorites for total newbies to motorcycle riding.  They are friendly, lightweight, and very simple to maintain and operate.  The Suzuki DR200SE, a 200cc dual-sport, is an ideal first bike for someone looking for a bike that can get around town or around some country back roads.

Engine Size: 200cc
Price (new): $4,899 CAD/$4,199 USD
Comparable bikes: Yamaha WR250X, Yamaha TW200, Yamaha XT250, Honda CRF230M

Our Suzuki DR200SE Review:

What is the most common theme found on BeginnerMotorcycleReviews.com? Ah yes, the fact that dual-sports are the most popular kind of motorcycle on the website. Why? The answer to that one is simple: because they are about as intimidating as a Tickle-Me-Elmo doll.

At just 250lbs, the Suzuki DR200SE is a lightweight dual-sport that is completely street legal and trail ready. Its tires, while not fantastic in deep mud or sand, grip very well in dirt, gravel, and pavement. The afternoon that we had with the motorcycle was mostly spent zipping back and forth in cottage country, where it performed beautifully.
The torquey 200cc motor is packing a lot of punch (right around 8-12 horsepower), but that doesn’t stop this bike from moving. A tightly geared transmission means you’ll be doing plenty of shifting, but it’s so smooth that it isn’t really a bother.

One thing to note is that this bike tops out around 60mph comfortably (meaning that you shouldn’t feel too nervous riding at that speed), but can probably reach 85-90mph if you push it (though we sure don’t recommend that). It’s tight gearing means that this bike is better suited to city/trail riding than highway commuting, but what else can you expect with a 200cc engine?

Insurance costs for a new rider came out to be around $180 for us, though you will obviously want to check with your insurance company. We also noticed that our average fuel economy was right around 65mpg- exceptional!

The Bottom Line:

his is not a bike that should be taken on the highway, nor is it an off-road dirt bike. However, it will take city and trail riding with gusto and always leave you wondering if it wants more. It’s lightweight, very capable, and built like a tank. Low speed drop? Who cares, there’s no problem!  Highly recommended.

Related posts:

1. Suzuki DR-Z400S
2. Suzuki GZ250 Marauder
3. Suzuki SV650

Summary:

A new 4 stroke engine, mated to a slick 5 speed transmission, allow the Yamaha XT250 to act as a country cruiser or a city commuter.  However, this bike is not recommended for those that will be doing a lot of highway riding.

Engine Size: 249cc
Price (new): $5,499 CAD/$4,680 USD
Comparable bikes: Yamaha WR250X, Suzuki DR200SE. Yamaha TW200, Honda CRF230M

Our Yamaha XT250 Review:

There are a lot of dual-sports featured on BeginnerMotorcyleReviews.com.  This is due to the fact that a dual-sport, in our estimation, is probably the best style of motorcycle for a new rider to get acclimated with.  They are generally very forgiving, suited for both light trail riding and city commuting, and are good on gas.

Our experience with the Yamaha XT250 has been relatively limited compared to some of the other bikes featured on here, but we are confident in our impression of this bike.  During our ride we experienced outstanding fuel economy- over 50mpg.  While today’s fuel prices aren’t as bad as a year ago, there’s no denying that the price of fuel is only going to go up.  A bike like this exudes practicality and simplicity, and the gas mileage screams frugality.

Yamaha touts the transmission of the XT250 as a “wide ratio 5 speed”. Many people are quick to criticize the lack of a 6 speed transmission, but we don’t see why. With 16 hp and 12 lb-ft of torque, the XT250 doesn’t need another gear. We found that we were able to keep up with traffic relatively easily, and in some cases, our frugal funster outpaced the flow! Not bad for a few bucks under $5,000.

But, therein lies the problem. It is a dual-sport, and that means that you’re sacrificing sporty looks (such as the Honda CBR125R or Kawasaki Ninja 250R) for function. A dual-sport should be able to take trails just as well as it handles the street, and while the XT250 felt quite competent on the trails we didn’t like it nearly as much as the Yamaha WR250X.

We actually don’t mind the looks of the XT250, and the engine is a bit of a pleasant surprise. However, we would have liked to have seen perhaps just a smidge more power out of it as someone over 200lbs may find the bike to be rather sluggish on the street and unresponsive on the trails.

The Bottom Line:

There are lots of dual-sports to choose from, so shop around before settling in on one. The Yamaha XT250 is a good bike, but we’re not convinced that it’s the top in its class. It’s a good entry, and one that we recommend you check out.

Related posts:

1. Yamaha WR250X
2. Yamaha TW200
3. Yamaha FZ6R

Summary:

It’s important that you recognize that the Yamaha TW200 is not a motocross bike, but rather a potent and capable dual sport.  Once you realize that it’s not a tourer or a crotch rocket you will come to see it as a comfortable bike that can hold its own both on the road and off of it.

Engine Size: 196cc
Price (new): $4,799 CDN/$3,990 USD
Comparable bikes: Yamaha WR250X, Suzuki DR200SE, Yamaha XT250, Honda CRF230M

Our Yamaha TW200 Review:

One might think that with “just” 16 horsepower and a 5 speed transmission that the Yamaha TW200 would be a slow, underperforming motorcycle that had little use outside of some occassional off-road fun.  One might think that, but you’d be wrong- dead wrong.

The TW200 is a well balanced dual-sport that is openly inviting new riders to hop on and take it for a ride.  Its low gearing means that cruising over 50mph isn’t exactly an ideal option, but under and up to that speed the TW200 is a puncy, peppy machine with a reliable engine that sips on fuel (we travelled 200 miles on less than 2.5 gallons of gas).

Where this bike really shines is off the road, where trails and hazards would prevent road-going bikes from venturing.  The Yamaha TW200 has wide tires (for its size) and has plenty of grip- you’ll find yourself becoming more and more comfortable with just how much grip this bike seems to have in nearly any situation.  Sand?  No problem.  Gravel?  No problem.  No trail?  No problem.

However, this bike is not without its limitations.  First, it’s lacking a 6th gear.  We found that its top end was limited mostly by gearing, but having 16 horsepower certainly didn’t help that situation.  A bit more power and another gear and this bike could probably do 70mph all day long.  Speaking of all day long, don’t expect to do that on a single tank of gas- the Yamaha TW200 features a pint-sized 1.3 gallon tank.  Sure, it may only cost you $7-$10 to fill, but you will be stopping every 150 miles for fuel.

The Bottom Line:

The Yamaha TW200 is not a highway capable bike, with a top speed of roughly 50mph before the bike starts to complain.  However, around town and especially on the trails is where this bike shines.  If you find yourself in the market for a bike that can go just about anywhere you point it, the TW200 could be what you’re looking for.

Related posts:

1. Yamaha WR250X
2. Yamaha XT250
3. Yamaha FZ6R

Summary:

Unintimidating, undaunting, and uncomplicated, the WR250X may be the ideal bike for someone looking to commute during the day and carve some corners at night.

Engine Size: 250cc
Price (new): $7,699 CDN/$6,190 USD
Comparable bikes: Suzuki DR200SE, Yamaha TW200, Yamaha XT250, Honda CRF230M

Our Yamaha WR250X Review:

A lot of people don’t find the look of a naked bike appealing, yet every time I look at the Yamaha WR250X I can’t help but appreciate the aesthetics. Its rugged appearance is also very indicative of what this bike is capable of: this bike can go off-road just as well as it stays on them.

Many new riders don’t consider dual-purpose motorcycles, instead opting to look at the sport bikes. It’s a shame, as a good dual-purpose bike can be as much, if not more, fun than a trimmed down sport bike. If you ever plan on hitting some back country roads, a sport bike may not even be a feasible option anyway, and that’s where the WR250X shines.

It can, and will, do whatever you tell it to do. You say left, it goes left. You say right, it goes right. You say jump, and it will ask you how high. As far as communicative and obedient bikes go, a good dual-sport like the WR250X is hard to beat.

It’s no slouch compared to the “sportier” bikes (Honda CBR125R, Kawasaki Ninja 250R) in its class either- with 17.7ft-lbs of torque, it will get you going wherever you need to be. It’s relatively small 250cc engine is definitely not the best for highway riding, but that’s something that’s common of smaller bikes. However, that smaller engine also makes the WR250X lighter, more agile, and much more forgiving.

Many motorcycle training classes use dual-sports as the primary bikes the students use, and when I took my place I actually rode a WR250X. It was the first motorcycle I had ever sat on, and over the next 7 days it would take me from extreme newbie to competent new rider, and it did it comfortably and without any fuss (even when I dropped it once or twice).

Since it’s naked, dropping it isn’t the end of the world as there is minimal body work to worry about getting damaged. As well, its light weight minimizes any damage that it may receive when a new rider inevitably drops it.

The Bottom Line:

Get on and ride wherever you want to go. Point the WR250X in a direction and it will take you there, even when the pavement stops. For a new rider looking for a bike with utility you can’t do much better than the Yamaha WR250X.

Related posts:

1. Yamaha XT250
2. Yamaha TW200
3. Yamaha FZ6R

Summary:

Like the Kawasaki Ninja 250R, the Honda CBR125R looks like it’s packing a punch thanks to its aggressive fairings and low seating position. However, its 125cc engine is a bit small compared to other motorcycles in this class and it can begin to feel underwhelming fast.

Engine Size: 125cc
Price (new): $3,499 CDN
Comparable bikes: Kawasaki Ninja 250R, Yamaha WR250X, Suzuki DR200SE

Our Honda CBR125R Review:

Many people say that there is no “perfect starter motorcycle”, and we tend to agree. People, like all things in life, have vastly different shapes, sizes, tastes, and preferences. To say that one motorcycle is “the best” would be implying that it’s the best for everyone, and we don’t really believe that particular bike actually exists.

Take the Honda CBR125R for example: it has a low curb weight (280lbs), a small 125cc engine, and an even lower price tag ($3,499CDN). It has definite curb appeal, with sporty body work and a low riding position. Like the Ninja 250R, the CBR125R is the starter bike that most people who aren’t into motorcycles wouldn’t know was a starter bike.

For an average or experienced rider, the CBR125R will feel very underwhelming right from the get go. Compared to a Kawasaki Ninja 500R, the CBR125R feels like a jar of molasses trying to run down hill. However, for someone looking for a motorcycle that is easy to learn, forgiving, and as safe as you can get, the Honda CBR125R could be the ideal choice.

If you are a bigger person, in either height or weight, the CBR125R will likely be too small for you. That being said, an average sized man or woman will have no problem finding the CBR125R comfortable, with a good seating position and great visibility all around the bike. Unlike some larger bikes, which force you to hunch forward (reducing visibility immediately in front of the bike), the CBR125R allows for a more relaxed seating position- a definite plus for a new rider.

As well, its small engine is more than capable of taking on traffic within the city. In fact, the fuel-injected 125cc motor will out-accelerate just about everything on the road (save for larger bikes and some sports cars). Many people forget that a small bike, such as the CBR125R, is still capable of quarter mile times of less than 15 seconds.

On the highway is where the CBR125R really feels the limitation from its 125cc engine. It will cruise all day long at 100 km/h, but taking much higher than that will result in a lot of noise from the engine as it spins along at 11,000rpm. Of course, if you are travelling within the city it’s unlikely you’ll ever go over 100 km/h anyway, and while you’re cruising along you’ll be enjoying 94 mpg!

If you are looking for a commuter bike, something that is hyper-efficient, good looking, reliable, forgiving, and easy to ride, the Honda CBR125R is hardly a poor decision. At under $3,500 new, with a warranty, and some of the most desirable traits among a motorcycle for a new rider, the CBR125R brings to the market what the market has been lacking- affordable, economical fun.

The Bottom Line:

Incredibly efficient, sporty, and fun to ride around town, the CBR125R is an ideal combination of performance and economy for a new rider. If you are a larger person, in either height or weight, you may want to consider something a bit bigger.

Related posts:

1. Honda CRF230M
2. Honda CMX250C Rebel