Model Evaluation
The camshafts are also new, with different
Kawasaki
Ninja
250R
by Franke Santos the
T
HE HUMBLE KAWASAKI NINJA 250R is the classic begin-
ner’s bike: low to the ground, easy to handle and cheap to
buy. The 2008 Ninja represents the first overhaul in 20
years, so we were eager to find out what Kawasaki had done with
the little sportbike. We were pleased to find that the new Ninja has
all the forgiving characteristics of the old Ninja, but has a retuned
engine that allows for a little more fun.
The Ninja is one of two 250cc sportbikes available in the US
market. Hyosung’s GT250R is the other, though it’s much less
widely available, and we haven’t yet tested it. The Ninja cap-
tures much of the beginner market, and is Kawasaki’s single best-
selling motorcycle. According to their sales data, the bike appeals
especially to young first-time riders: 62% are first-time buyers,
one-third of Ninja 250R buyers are female, and 40% of buyers are
20 to 29 years old. When it was introduced in 1986, the bike was
marketed specifically toward women. The percentage of women
buying the 250R has been steady in the last three years, company
officials said. However, many women are now opting for the still
beginner friendly Ninja 650R over the 250R.
Paralleling the growth of motorcycling since the late ’90s, the
Ninja 250R has had a significant rise in sales over the last nine
years. Ninja 250R buyers are definitely cost conscious: they place
price at the top of their list of important characteristics on a bike,
and cost of insurance as third most important. This is in marked
contrast to other sportbike buyers, who will often say perfor-
mance is a bike’s most important trait.
The bodywork was slightly changed in 1988. But ever since,
only graphics and paint schemes were changed, and the 20-year-
old design was starting to look severely dated.
Throughout this evaluation, we had a 2004 Ninja for compar-
ison. Though the models are substantially different, the 2008
retains many traits that make it an ideal beginner’s bike.
Powertrain
About 70% of the parallel twin engine is new, according to
Kawasaki’s engineers. The intake and exhaust ports have been
reshaped, and more compact combustion chambers increase mid-
range torque. The valve stems and heads have been made much
thinner to reduce reciprocating mass. The piston crown is
reshaped and the piston oil ring is now only 1.5mm thick, half a
millimeter thinner than the old model. The carburetor jetting has
been revised to provide a smoother power transition from low to
mid-range rpm.
16 JUNE 2008 ● MOTORCYCLE CONSUMER NEWS
timing on both intake and exhaust, and
reduced exhaust duration to improve low-
and mid-range power. Interestingly, the
older model makes one more horsepower
than the new one, although this may be due
to the more restrictive 2-into-1 exhaust sys-
tem on the ’08 vs. the older model’s 2-into-
2 setup. The Ninja now has an automatic
screw-type cam chain tensioner (vs. the old
model’s ball lock type) with an automatic
adjuster that helps maintain better control of
the valve timing.
The greater amount of low-end torque is
the new engine’s first noticeable performance
difference. The ’08 Ninja can get going at
about 3000 rpm, while the old one needs to be
revved all the way to 4000 rpm before it
would get off the line. Kawasaki claimed that
Ninja has 30% more mid-range power.
Our comparison of the two dyno charts
showed that the new one has about 2 lb./ft.
more between 4500 and 5750 rpm than the old model, translating
into about 20% more power. At the top of the rev range, above
12,000 rpm, the ’08 model has about 1.25 lb./ft. less torque. The
older model actually makes more peak horsepower than the new
model: 27.46 @ 12,000 rpm for the ’04 vs. 26.40 @ 11,000 rpm
for the ’08.
The engine’s small size helps maintain its gas-sipping proper-
ties: We averaged 51.2 mpg, with a high of 55.3 mpg and a low
of 47.1 mpg. Given the gastank’s 4.8-gal. capacity, the Ninja has
a projected 246-mile range.
The ’08 Ninja still uses carburetors (two Keihin CVK30s),
while the European version has fuel injection to meet Euro 3
emissions regulations. The overseas model’s fuel injection
was the reason for a price that’s almost twice as high, €4349,
or $6830.
The new bike has a 6-speed transmission, which is geared the
same as the older one. It definitely does not like to be lugged,
showing a serious dislike for being in the wrong gear. The new
clutch has epoxy composite friction plates for durability. Over-
all, the engine is very smooth throughout the rev range, provid-
ing linear power all the way to the 13,000 rpm redline. To improve
handling, the oil pan on the wet sump engine was reshaped, so that
during braking, the oil sloshing is not as severe.
The Ninja took a long time to get to 60 mph, 7.72 secs., and this
is probably a good thing: even if a beginner whacks open the
throttle, the Ninja won’t react suddenly. The overly optimistic
speedo (the bike was actually going 59.6 mph at an indicated 65)
also gives newbies the illusion of speed.
Chassis & Suspension
The chassis is a diamond-style frame with thick-walled high-
tensile steel tubing for stiffness. The square-tube swingarm has
a 60 x 30mm cross section, also adding to the rigidity.
The rake angle has been revised a full degree, down to 26°,
giving a slightly faster corner turn in.
Suspension duties are handled by 37mm Showa front forks
and a KYB Uni-Trak in the rear. Along with the new equipment,
suspension settings have been revised, giving the bike a much
more peppy, rather than wallowy, feel. The previous model had
36mm Showas up front and a non-adjustable Showa in the back.
Five-way preload adjustment has been added to the rear shock.
Heavier riders found the rear suspension to be slightly under-
damped, while lighter riders thought the suspension was ade-
quate. Under heavy braking, the old Ninja would dive and
rebound strongly, while the new one gave much better control.
Brakes, Wheels & Tires
Perhaps the biggest change to the ’08 Ninja is the use of 17"
wheels, which opens up a whole plethora of tire choices for those
who like to change their bike’s shoes. The previous model had 16"
rims, allowing for few fitments. Stock tires on the new Ninja are
Bridgestone Battlax BT45s, in 110/70-17 and 130/70-17 sizes,
front and rear. The bias-ply tires seemed well suited to the job.
The front tire, which is 10mm wider than the previous model’s,
is a lot less likely to chase pavement seams.
The front brake has been increased 30mm in diameter to
290mm. Both the front disc and the rear 220mm disc are now
petal-style to match the rest of the Kawasaki sport family. On
the street, we found the brakes to be quite strong and responsive.
In testing, we found that the bike was capable of a best 60 mph
to zero stop in 121.5'.
Like other twin engines, the Ninja provides a measure of engine
braking, though it’s not as strong as it is on bigger motors.
Handling
The Ninja is one of the few (perhaps the only) sportbike one can
ride full throttle for extended periods
and still not break the law. It’s pretty
fun to have a bike whose limits you
can push. The bike is docile enough
to be controlled by the beginner but
has enough power for even seasoned
riders who may be looking for a
lighter mount.
It’s definitely lighter than many
other bikes, but its weight of 374 lbs.
gives it a power-to-weight ratio of
14.2. This only becomes noticeable
if you’re really accelerating, for
example, merging on the freeway, or
attempting to avoid danger. Power
comes on in a very linear fashion until
you hit max power at 10,500 rpm,
something born out by the dyno chart.
Ergonomics Kawasaki’s signature Lime Green is one of four colors that the Ninja is a pretty easy bike to
The new Ninja provides a racier
control layout compared to the previ-
ous model, but it’s still very upright, allowing for a high level of
comfort. The new rims definitely make the bike taller. The new
model required our shortest tester to use a tiptoe stance whereas
she could place her entire boot sole on the ground with the pre-
vious model. The footpegs seemed to be well-placed for those
with short inseams, giving a comfortable seated position. The
clip-on handlebars allow for an easy bend in the arm, a position
critical for those just learning to control a two-wheeled vehicle.
Instruments & Controls
The fuel gauge is the biggest addition to the instrument panel,
a change requested by many owners of the previous model,
according to Kawasaki. Instrumentation is very basic, with ana-
log tachometer and speedometer, analog odometer, one analog
tripmeter, and basic indicators. There’s still only one turnsignal
indicator (as opposed to separate ones for left and right). Since this
bike is often used for commuting, a clock would also be a nice
addition. The previous model had a coolant temperature gauge,
something the new model lacks, although it does have an indica-
tor for high coolant temperature.
Styling
The Ninja’s styling has been updated to match its bigger sib-
lings in the supersport class, making it look like it’s a fast bike.
(During one test ride, a driver in a Porsche Cayenne asked “Zero
to 60 in under four seconds?” Ha! The little Ninja takes almost
eight seconds to get there.) The boxy fairings of yesteryear have
been replaced with much more up-to-date flowing lines. It has a
new upswept muffler to replace the dull black dual pipes on the
older model. And there’s no engine size label on the bike to reveal
its displacement. In fact, it closely resembles a Ninja 650R with-
out the distinctive color-matched rear spring. An optional seat
cowling to cover the rear seat is also available for $99.95.
One tester disliked the smaller rear profile and taillight, which
may make the Ninja less conspicuous than its predecessor, espe-
cially at night. Buyers may feel the need to add an LED taillight
to make themselves more visible in traffic.
Attention To Detail
The Ninja now has two helmet locks located under the rear
seat, rather than the previous model’s single pin-slide helmet
lock that could only accommodate one lid. However, we found
the new helmet locks a little more fiddly to use, because the D-
ring had to be positioned in just the right spot to allow the rear seat
to lock. The Ninja used to have four
bungee hook points, two on either side
of the rear seat, but it now has only
two, located underneath the rear seat.
The front turnsignals are now
mounted on flexible stems, rather
than the previous model’s rigid
ones. Naturally, this is much more for-
giving for beginning riders, who are
likely to drop their bike in a tipover at
least once.
Because of the mirrors’ tapered
edges, it was difficult to position them
in the right spot. They were adequate
in use, but didn’t provide a great view.
The new Ninja doesn’t have a cen-
terstand, probably for cost reasons.
(The old one had both a side- and cen-
terstand.) That’s too bad, considering
work on, and could get beginners into
the habit of wrenching on their bikes.
The bike also lacks a sidestand cutoff switch, which would be a
nice safety feature.
The Ninja is priced at a miserly $3499, a price that’s right in
line with the budgets of young adults. Four colors are avail-
able: Kawasaki Lime Green, Ebony, Passion Red or Candy
Passion Blue.
Conclusion
The Ninja 250R is a great beginners’ bike: smooth, usable
power, good looks, good transmission. The smooth gearbox could
be encouraging for those beginners who may be considering a
scooter because they’re intimidated by gear shifting. It has just
enough power to be fun, but not so much that you’ll lose your
license. It’s not going to keep up with the supersports, and that’s
probably a good thing.
The previous Ninja proved to be in high demand among the
beginners smart enough to know they should start small. We pre-
dict that the new model will prove to be popular with its smooth,
predictable power, potentially launching a new rider into a life-
time of motorcycling.
Visit us at WWW.MCNEWS.COM ● JUNE 2008 17
Model Evaluation
Left: Even before its redesign, the
the littlest Ninja was Kawasaki’s
best-selling bike. Most are pur-
chased by new riders and one-third
of buyers are women. Given much
more contemporary lines, the
engine is 70% new, the chassis is
revised, suspension improved, but
the essential easy-to-handle char-
acter and low seat height remain.
For all this, the price has
increased only $500, to $3499.
Above: The instrumentation gets a
face lift for 2008. Analog gauges
include a tach on the left (to keep
tabs of its high 13,000 rpm redline),
with the speedo, odo and tripmeters
in the center and a brand-new fuel
gauge on the right. Finally.

Above: The rider’s seat is well-shaped and measures

just 31" off the ground, a real boon for shorter rid-
ers. The passenger accommodations are cramped
but good for the occasional lift, and an attractive
optional seat cowl adds a racey look for $99.95.
Right: The machine’s sleek profile is obvious from
behind. The exhaust system is changed from a 2-
into-2 to a single silencer for improved low- and
mid-range torque. Dual catalysts scrub emissions.
Left: Lightweight 17" wheels replace 16-inchers to
provide a choice of tires. The front brake rotor is
enlarged to 290mm from 260mm for more power.
The fork itself is bigger, a 37mm Showa, and uses
new steering geometry for improved handling.

TESTERS’ LOG
I must admit that initially I thought there would be no serious
saving grace with the smallest Ninja, as almost everything we ride
these days produces at least twice as much power. In reality, very
few of our current motorcycles are twice the motorcycle this
one is, at least in stature. For me, the 250 has a dual person-
ality: most anywhere below 7000 rpm, much time is spent wait-
ing for something to happen, while above, if you don’t mind the howl
of a high rpm engine, this motorcycle can hold its own. The nar-
row width of the clean bodywork makes the machine a natural lane
splitter and offers decent protection; when commuting at speeds
above 55 where the engine starts using its cams, the Ninja is will-
ing to scream all day without complaint. In the canyons it was
fun ride, especially downhill where gravity noticeably helped. This
motorcycle is a smart choice for the entry-level rider, especially
the more compact of us.
—Danny Coe
The first things that struck me about the new Ninja were the
much better suspension, the better braking and of course the
better low-end torque. Riders can now get off the line without
screaming the engine to higher rpm. Putting it through its paces
in gentle curves and through the twisties proved pleasurable,
and the new Ninja has lost none of the flickability of the
previous model.
It still has drawbacks due to displacement: as a 250, it still
doesn’t have the torque to put more distance between me and
erratic 18-wheelers on the freeway, and it’s probably not going to
win any 1/4-mile contests.
Still, there’s a lot to like about the Ninja: It’s quite comfort-
able, even over longer distances. Though it’s heavy for its dis-
placement, it’s still much lighter than other bikes, making it easy
to handle. Its updated styling gives the illusion of speed. The low
seat height makes it easy for shorter riders to reach the ground.
And the excellent gas mileage makes it an ideal commuter. All
these attributes add up to make the Ninja ideal for introducing
wide-eyed beginners to motorcycling. —Franke Santos

18 JUNE 2008 ● MOTORCYCLE CONSUMER NEWS

2008 Kawasaki Ninja 250R
SPECIFICATIONS AND PERFORMANCE DATA
ENGINE PERFORMANCE
Type: ..........liquid-cooled parallel twin Measured top speed ......95.5 mph
Valvetrain: ................................DOHC, 0–1/4 mile ..................15.58 sec.
shim under bucket valve adjustment @ 81.98 mph
Displacement: ..........................249cc 0–60 mph ....................7.72 sec.
Bore/stroke: ................62.0 x 41.2mm 0–100 mph ..........................n/a
Comp. ratio: ............................11.6:1 60–0 mph ........................121.5'
Carburetion: ..........Keihin CVK, 2 x 30 Power to Weight Ratio ......1: 14.17
Exhaust:..................................2 into 1 Speed @ 65 mph indicated......59.6
DRIVE TRAIN MC RATING SYSTEM
Transmission: ......................6-speed EXCELLENT
VERY GOOD
Final drive: ................................chain GOOD
FAIR
RPM @ 65 mph*/rev limiter 8125/13,000 POOR :::::
*actual, not indicated ERGONOMICS TEMPLATE
––––Lightweight Standard –––
62.5" A: front of bike to
DIMENSIONS A middle of passenger’s Engine ::::.
:::::
B 52.25" seat. B: front of bike Transmission ::::.
:::::
Wheelbase: ................................55.1" to middle of rider’s
Rake/trail................................26°/3.2" seat. C: front of bike Suspension :::;.
:::::
to center of handgrips Brakes ::::.
Ground clearance: ......................5.75" C 28.25" D: front of bike to
:::::

Seat height : ..................................31" rider’s footpeg. E: Handling ::::;

:::::
36.9"

ground to center of Ergonomics ::::.

:::::
GVWR: ..................................749 lbs. grips. F: ground to
37.0"
31.0"

Wet weight: ..........................374 lbs. top of rider’s footpeg. Riding Impression ::::;
:::::
Carrying capacity: ..................375 lbs. G: ground to lowest Instruments/Controls :::;.
D :::::
20.5"

48.25" point of rider’s seat.

13.0"

H: ground to top of Attention to Detail :::;.

:::::
SUSPENSION passenger’s footpeg. Value ::::;
:::::
J: ground to middle
Front: .............. 37mm telescopic fork, E F G HJ of passenger’s seat.
OVERALL RATING ::::.
:::::
4.7" travel
Rear: ......Bottom-link Uni-Trak, 5-way MISCELLANEOUS DYNAMOMETER DATA
adjustable preload, 5.1" travel 30 30
Instruments: analog speedo, tachome- Low end :::..
SAE CORRECTED REAR-WHEEL HORSEPOWER

SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.

26.4 hp
BRAKES ter, fuel gauge, odometer, tripmeter. Mid-range :::;. 25
• 25

Front: .................. single 290mm disc, Indicators: ........ hi-beam, t/s, neutral, Top end :::;.
two-piston caliper low fuel 20 20

Rear: ..............................220mm disc, MSRP: ....................................$3499 The Ninja’s retuned

Routine service interval ........7500 mi. engine puts out between 15 15
two-piston caliper 10% and 20% more low- •
Valve adj. interval:....7500 mi, 15,000, and mid-range torque, 13.6 lb./ft.
10 10
TIRES & WHEELS 24,000, every 24,000 thereafter. while sacrificing higher-
Warranty: ..................................1 year end torque and horse-
5 5
Front: ..110/70-17 Bridgestone Battlax power. Its power is very
Colors: ..Lime Green, Ebony, Passion linear all the way to is
BT45 on 2.75" x 17" wheel
Red, Candy Plasma Blue 13,000 rpm redline. 0 2.75 3.75 4.75 5.75 6.75 7.75 8.75 9.75 10.75 11.25 12.25 13
Rear: ..130/70-17 Bridgestone Battlax
RPM, THOUSANDS
BT45 on 3.50" x 17" wheel
ELECTRICS TEST NOTES STANDARD MAINTENANCE
Battery: ..............................12 V, 6 Ah PICKS Item Time Parts Labor
Ignition: ......................................TCBI : Much better brakes Oil & Filter ................0.4 ..........$16.20 ..........$32.00
Alternator Output: 228 W @ 5000 rpm : More low-end torque Air Filter....................0.2 ............$8.42 ..........$16.00
Headlight: ..............................55/55W : Front suspension gives more control Valve Adjust..............2.4 ..........$17.80 ........$192.00
Battery Access ..........0.2 ............MF ..............$16.00
FUEL PANS Final Drive ................0.2 ................................$16.00
: Rear suspension underdamped R/R Rear Whl. ..........0.3 ................................$24.00
Tank capacity: ........................3.2 gal. Change Plugs............0.5 ............$9.80 ..........$40.00
: Optimistic speedo
Fuel grade: ........................ 87 octane Adjust carbs..............0.7 ................................$56.00
: Heavy for its displacement
High/low/avg.mpg: ......55.3/47.1/51.2 Totals 4.9 $52.22 $392.00
* MCN has changed the estimated labor rate to $80 starting March 2007

Visit us at WWW.MCNEWS.COM ● JUNE 2008 19