A little beast I call the 2015 Honda CBR300R‏

By David Booth in Savannah, Georgia

I simply can't help myself. I know I should be talking about practical things, such as how Honda’s newly enlarged CBR300R is the most miserly of fuel sippers — as stingy as a Toyota Prius. Or, that in the transition to 300 cc from 250 (actually 288 cc) and a power gain of 17%, Honda’s smallest sportbike gained but half a kilogram. And, for the style conscious, I could probably wax lyrical regarding how the baby Honda superbike wears grown-up habiliments, its bodywork all but indistinguishable from its larger CBR500R sibling. That’s what I should be talking about.

Instead, I am just going to rave about how much fun it is screaming — for, to make any decent forward progress on the CBR, one has to “scream” the little 288 cc single — around a racetrack. There’s something about being relieved of the pain of modulating the throttle so finely that brings out the hooligan, even in 57-year-old Walter Mittys. (Cornering a 1,000-cc superbike is always an exercise in caution/trepidation/abject fear lest you twitch your wrist involuntarily and send the entire plot skyward.) By not having to be concerned about too much power overwhelming the rear tire, the formerly timid can direct all their attention/enthusiasm to leaning the sportbike way the bejezus over. I can't possibly exaggerate the exuberance. What was once — on a larger bike — a timid corner entry, is now a headlong rush for the apex. Where lean angle was something to be viewed with apprehension, there’s now an internal contest to see just how long you can keep the inside knee pressed firmly on the tarmac. Where trying to exploit the raw power of a litre-sized superbike is always a reminder that you are — and never were — talented, flailing about on a 300 like the CBR is to dream that you, too, could have been Valentino Rossi.

My day at Roebling Road Raceway was the most fun I have had in 30 years of two-wheel testing, so much so that I am thinking of donning leathers and number plate and making it a season-long adventure.

And Honda’s little CBR is surprisingly well equipped for such shenanigans. Having tested the “race” version of Honda’s old 250 version a few years ago, I thought this stock version — sans the racer’s upgraded Elka rear shock and Pirelli go-faster tires — might wallow a bit, its cheaper suspension and rubber not up to the rigours of max lean angle. Phooey! Stock Showa (suspension) and IRC (tires) took to the track like flies to… well, you know what flies take to. The rear shocks never faded and the tires never slid, which meant that, other than a few extra “jacks” of the rear spring preload, my entire day was spent beating on that poor bike like it was stolen.

And, for those thinking this review is missing the point of an econo-sportbike, here’s the added benefit: The CBR300’s paucity of both power and weight means one can flog the little beast like I did for an entire day and the tires will be just fine for the ride home. In fact, there will be plenty of tread left over for the next track-day session. The same abuse of a litre-bike will have you buying stock in Dunlop.

Of course, there’s the more mundane everyday driving experience to consider. Here, the CBR shines, its 17% bump in power seen mostly in the mid-range. Kawasaki’s equally diminutive Ninja 300 employs a slightly more powerful twin-cylinder engine that will ultimately prove speedier, but all its power is concentrated above 10,000 rpm, and the parallel-twin engine needs a little coaxing to get there. The Honda, by contrast, feels as torquey as 288 cc can, responding with something that can be exaggerated into authority by 6,000 rpm.

The slightly revised seating position is more comfortable than ever. Ditto the seat. The brakes, up to the harshness of a racetrack, are also backed up by a safety-enhancing anti-lock-braking system (for an extra $500). The fairing coverage is even pretty decent. You wouldn't want to cross-country the CBR from St. John’s to Kelowna, but short highway jaunts won't abuse you. And one doesn't always get Honda-level build quality for just $4,699.

I’m going to be parking one of these in my garage sometime soon. Honda can trumpet its official easy-entry-into-motorcycling blather all it wants, I’m getting a season-long pass to local track days to see if I can’t wear me out some tires.