2023 Honda CBR300R: Performance, Price, And Photos

Honda's hot little sport trainer carries on the CBR legacy

Honda rolls the CBR300R, its spunky little sport bike, over from 2022 with no changes—not even the cursory BNG treatment. That's okay, because the CBR300R has little room for improvement when it's already so rider- and budget-friendly. Agile handling is definitely one of its hallmarks, even if the engine lacks the brute power of its larger-displacement siblings. We consider that tractable power a selling point, because keeps newer riders from pulling a moonshot the first time they roll on good and hard, and makes this a good choice as someone's first sport bike (of first bike in general).

You aren't going to take this Honda to the track right out of the box, but you could after some race-ification. Instead, the CBR300R's forte is controllable power and an agile chassis that can serve as a commuter for riders on a budget who don't feel the need to stunt a wheelie for three miles. For a lot of people, this should be a destination bike, not just a stepping stone training machine.

Honda's unmistakable bodywork completes the package with rider comfort and waste-heat ventilation baked right in. Not only is it inexpensive to buy, but it's also cheap to operate as it positively sips gasoline and has a rather undemanding maintenance schedule.

RELATED: 10 Reasons Why The Honda CBR300R Is The Best Entry-Level Sports Bike

The Honda CBR300R redefines the entry-level sportbike experience with tractable power from its 286 cc thumper and agile handling from its lightweight, compact design. Maneuverable and nimble, the CBR300R combines form and function into a bike with aerodynamic lines and budget-friendly economy.

A liquid-cooled thumper powers the CBR300R and gives it good thermal stamina, and it can handle slow traffic in hot weather without putting you over on the shoulder for a little cool down. It's a bit oversquare with a 76 mm bore and 63 mm stroke, and a middling 10.7-to-1 compression ratio that's forgiving enough at the pump to take mid-grade pusholine just fine.

A dual overhead cam times the quartet of poppets in the top end, which really open up the combustion chamber and let the engine breathe. Thumpers tend to vibrate a lot, but Honda anticipated that with a counter-balancer shaft that takes a lot of the sting out of the engine vibrations. Plus, it rocks fuel injection for easy, positive starts regardless of ambient temperature.

The Honda CBR300R produces 30.4 horsepower and 20 pound-feet of torque. That's plenty of power for the CBR300R's 354-pound wet weight for the non-ABS version or 364 pounds for the ABS model. For an automotive comparison, that's a power-to-weight ratio equivalent to about 260hp in a Honda Civic. Owners tout how quick and nimble it is, and now with the 286 cc engine, we can add “interstate capable” to the list.

The CBR300R's top speed is around 98 MPH, so not only is it fast enough for the superslab, it's plenty fast enough to get in a heap of trouble with the authorities. Power flows through a six-speed transmission for plenty of control over your operating RPM range with a chain-and-sprocket final drive. The powerplant leaves you with options: Ride around with plenty of power reserve and control, or get out there and get jiggy with it, the choice is yours. Plus it's forgiving of poor, or just new, throttle techniques as it lacks the power to rear up and drive out from under you.

One common thread with this bike is the owners largely agree that it is a lot of fun to ride: Nimble and fast on demand, with a generally docile nature the rest of the time. Some riders will outgrow it in fairly short order, but for others, fast enough is fast enough, and the bike also has a reputation for reliability, which is a great selling point.

Engine

Liquid-cooled DOHC single-cylinder four-stroke

Displacement

286 cc

Bore x Stroke

76 mm x 63 mm

Compression

10.7:1

Power

30.4hp

Torque

20-lbs.ft.

Fuel System

PGM-FI, 38 mm throttle body

Final Drive

#520 Chain; 14T/36T

Gearbox

Six-speed

Fuel Economy

71 MPG

Top Speed

98 MPH

RELATED: 10 Best Entry-Level Sport Bikes Today

If there is a downside to the CBR300R, it's in the design. The bike is rather compact and scaled down for smaller and younger riders, so while medium-height adults fit fine, taller folks will feel cramped and perched. Try it on for size before you start talking money at the dealership. Seat height is reasonable for a sport bike at only 30.7 inches off the deck to accommodate the target buyer group and let them, hopefully, at least touch with both feet, even if on tiptoes.

To that end, the seat is rather narrow so as not to interfere with the deployment of your lamborfeeties, and to allow a good range of motion for padding around the parking lot. For those who fit the bike, you'll find the cockpit cozy but functional. There's just a skosh of lift in the handlebar, so you can push off for a more vertical, more comfortable riding posture; or you can still tuck in racebike-style and tear around like a madman if that's your thing.

Big-bike features are prominent, starting with the vented front fender and its spoiler-shaped uprights. The uprights guide the wind pressure away from the fork sliders and into laminar flow with the engine cowling that follows close behind, just like a racebike proper. A full, supersport-style cowling closes off the engine compartment with generous vents that pull the hot air out from under the cowl. The overall design is heavily influenced by Honda's CBR-RR family.

Dual headlights split the night with a small bubblescreen up top to plow a groove in the wind for your head, even if you have to almost put the chin on the tank to find it. A 3.4-gallon fuel tank gives the profile that distinctive sportbike hump ahead of a precipitous drop to the pilot's seat. This puts the rider in the bike as much as on it for good mankind-machine integration. The saddle rides 30.7 inches off the deck, which accommodates smaller riders just fine, plus the seat is heavily beveled, so your legs have a clearer path to the ground when you go to deploy your training wheels.

Fold-up, subframe-mount passenger footpegs join a rather small pillion pad that looks sporty but isn't comfortable for very long. There are some good grab rails for your passenger's security and peace of mind, though, which do double duty as an anchor point for your bungee net and some open-air cargo capacity, just not very much of it. The taillight rides in the tip of the tail with the rest of the gear in the rear mounted on the subframe-mount mudguard. A swingarm-mount hugger completes the fling coverage out back.

Length

80.0 inches

Width

28.3 inches

Height

44.0 inches

Seat Height

30.7 inches

Wheelbase

54.3 inches

Ground Clearance

5.7 inches

Fuel Capacity

3.4 gallons

Curb Weight

364 pounds

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Owners tout the CBR300R's nimble and athletic nature in the corners with quick flicks and reversals due largely to its low, 354-pound curb weight. The steering geometry contributes as well with a 25.3-degree rake angle, which is just shy of as steep as it gets, and a shorter than usual 3.9-inch trail figure over a 54.3-inch wheelbase. These numbers point to a nimble ride on paper in support of the owner's sentiments.

Full bodywork conceals the frame and most of the engine, but if you peel it off, you'll find a tubular trellis frame with a stressed-engine arrangement that keeps weight down in the underpinnings. The suspension supplies a fairly plush ride with 4.65 inches of travel in the 37 mm front forks and 4.07 inches of travel out back. The rear shock has the only adjustment with the obligatory spring-preload, so you can at least dial in for changing passenger and cargo loads.

As for brakes, a twin-pot caliper bites a 296 mm front disc, while out back, a single-piston caliper and 220 mm disc take care of business. It comes without standard ABS, which is one of our least favorite things about a bike aimed at beginning riders. Lots of people have said over the years that good brakes make bad riders, but we know how that went for Lawrence of Arabia.

Cast-alloy, 17-inch wheels round out the rolling chassis and come shod in a 110/70 ahead of a 140/70 with a 112 MPH 'S' speed rating that will take everything you and the current engine can throw at it.

Frame

Steel

Front Suspension / Travel

37 mm telescopic fork / 4.65 inches

Rear Suspension / Travel

Pro-Link® single shock with five positions of spring preload adjustability / 4.07 inches

Rake

25.3°

Trail

3.9 inches

Front Wheel

Aluminum

Rear Wheel

Aluminum

Front Tire

IRC Road Winner: 110/70R-17 54S

Rear Tire

IRC Road Winner: 140/70R-17 66S

Front Brake

Single 296 mm disc (ABS model w/ ABS)

Rear Brake

Single 220 mm disc (ABS model w/ ABS)

RELATED: The 10 Best Honda Sport Bikes

The CBR300R rolls in a choice between the Grand Prix Red colorway and the dark, Matte Gray Metallic package for the same price. The difference lies in ABS. You can get the ABS protection on your Honda CBR300R for $5,099, but if you'd rather do without, the price drops to $4,899

Model ID

CBR300R (ABS: CBR300RA)

Warranty

One-year transferable, unlimited-mileage limited warranty

Colors

Grand Prix Red, Matte Gray Metallic

Price

$4,899 (ABS: $5,099)

Honda's CBR300R comes with plenty of native competition from the rest of the Big Four companies. We think the sport-tasticYamaha YZF-R3 and Suzuki GSX250R ABS are the most likely suspects. These marques compete both with Honda and each other, as these major manufacturers seek their slice of the bottom-displacement sportbike market.

The Honda CBR300R redefines the entry-level sportbike experience with tractable power from its 286 cc thumper and agile handling from its lightweight, compact design. Maneuverable and nimble, the CBR300R combines form and function into a bike with aerodynamic lines and budget-friendly economy.

The 248 cc parallel-twin engine in the GSX250R delivers tractable power packaged in a sleek sportbike design. It offers nimble handling and comfortable ergonomics whether cruising through town or carving the twisties on your two-wheeled journeys.

The GSX250R has its own deep family roots on which to draw for design, power, and handling characteristics. Like the Honda, the Gixxer is compact with a 56.3-inch wheelbase with a slightly taller seat than the CBR at 31.1 inches off the ground. The seat is sculpted with a narrow front end where it meets the fuel tank and narrow waist to give your legs a break both at stops and underway.

Suzuki powers its entry-level entry with a 248 cc, parallel-twin engine that puts out 24 ponies and 17 pounds o' grunt against 30.4/20 from the Red Rider, for a significant power drop, and it outweighs the Honda, too. Top speed is 85 MPH, so it's also capable of interstate travel with a (very) small power reserve. ABS protection comes stock, however, and the starting price is $4,999 MSRP for a slight edge at the checkout.

The Honda CBR300R redefines the entry-level sportbike experience with tractable power from its 286 cc thumper and agile handling from its lightweight, compact design. Maneuverable and nimble, the CBR300R combines form and function into a bike with aerodynamic lines and budget-friendly economy.

Rider-friendly ergonomics on the Yamaha YZF-R3 make for a comfortable journey whether in the city or out in the twisties. Ample power from the 321 cc engine combined with its MotoGP-inspired handling and onboard safety features open the opportunity for thrills in what is a stylish, aerodynamic design.

The Yamaha YZF-R3 also enjoys a long line of evolution that started in the '90s with the R1, and the R3 specifically since 2015. Loke the Honda, this bike was also designed with the new rider in mind. The 54.3-inch wheelbase and 30.7-inch seat height keep things nice and trim. Rake and trail measure 25 degrees and 3.7 inches respectively for a handling profile similar to the CBR's, making it eager in the corners and generally nimble.

It's a lighter bike by a few pounds, and Yamaha plugs in a 321 cc parallel twin for power with 42 horsepower and 21.8 pound-feet of torque on tap for a significant power advantage over the Honda's 30.4/20 mill. ABS comes stock so that's not an extra charge, but the YZF-R3 is still pricier at $5,499.

“It may be worth the extra five bills for the extra performance that the Yammie brings to the table, but that does nothing to diminish the CBR300R's brilliance. In fact, you could argue that less power is actually better for the new riders, and I tend to agree. Honda occupies a good market position with its competitors as well, but they're going to have to start throwing the ABS on all the 300R bikes to keep up with industry standards.”

My wife and fellow motorcycle writer, Allyn Hinton, says,

“This is a hot little sportbike. It's a brilliant sportbike trainer and an “I just want to have fun” commuter. In my opinion, a bike like this is so much better than a liter bike because it's more fun to ride balls-to-the-wall on a small displacement ride than to have to keep yourself in check on a big bike. Maybe that's just me, but on a bike like this, I just can't stop smiling.”

“For a sportbike, seat height is low, which is confidence-building if you're a height-challenged rider like I am. As a commuter, fuel economy is a claimed 71 MPG from Honda, but real-world data is closer to 60 MPG. Your mileage varies depending on a whole host of factors, but it still shakes out as a fuel sipper.”

TJ got an early start from his father and other family members who owned and rode motorcycles, and by helping with various mechanical repairs throughout childhood. That planted a seed that grew into a well-rounded appreciation of all things mechanical, and eventually, into a formal education of same. Though primarily a Harley rider, he has an appreciation for all sorts of bikes and doesn’t discriminate against any particular brand or region of origin. He currently holds an Associate’s degree in applied mechanical science from his time at the M.M.I.