Honda Rebel 250, Kawasaki Ninja 250R, Suzuki DR-Z400SM, Yamaha WR250R MPG Comparison - Dollar$ And $En$E

In Saudi Arabia, where a gallon of gas costs 47 cents at the moment, nobody is having this conversation. Meanwhile, a gallon of super unleaded goes for $4.75 in Greater Los Angeles, and we're looking at four ways to make the most of it. After a little research and a lot of haggling, we chose a delegate from motorcycling's four major disciplines: the cruiser, represented by Honda's 250 Rebel; Kawasaki's new Ninja 250R for sportbike types; a Suzuki DR-Z400SM supermoto; and a Yamaha WR250R dual-sport.

Underwhelming? You obviously haven't basked in the smug satisfaction that only comes from covering 125 miles on 1.9 gallons of fuel and getting change back from a $10 bill when you top it off afterward. Still, that's not enough. Since we're all in this for more than the self-righteous joy of wringing 60-something miles from every gallon, all four of these motorcycles are capable of putting a smile on the right face. They're all freeway legal, reasonably affordable and fun. But aside from their admirably modest appetites, these are four very different motorcycles. Which one makes sense for you-if any of them do-depends on your personal approach to this two-wheeled pursuit of happiness.

Aside from the little miles-per-one-gallon challenge included to inject a little drama, there was nothing outside the normal testing bailiwick. The bikes were flung into the fires of Monday through Friday reality, followed by a little therapeutic fun on the weekends, with fuel mileage noted accordingly. It's all in the interest of science and the greater good. Some fared better than others. All of them made us slow down and think. Hopefully they'll have the same effect on you.

Honda Rebel 250
A happy-go-lucky cruiser from the Nicest People people

What displaces just 234cc, is better described as a piglet than a hog and consistently gets over 60 miles per gallon? Though frequently berated on account of its diminutive stature, this half-pint motorcycle has nonetheless managed to earn a place in history as one of Honda's most consistently purchased and popular cruisers: the Rebel CMX250C.

Since its humble inception in 1985, the Rebel 250 has charmed its way into the nostalgic preserves of countless motorcyclists. The Rebel stood true to its name from the beginning, defiantly blazing its own path to success. With a 23-year history of introducing riders to the joys of two wheels, it continues to appeal to empty-pocketed newbies in this era of high gas prices.

Three numbers dominate the Rebel's short list of selling points: 3199, 333 and 26.6. The first figure is the Rebel's price, the second its feather-light wet weight and the third its park-bench-low seat height. Cost has been kept in check by maintaining the same tried-and-true chassis and engine design drawn up when Madonna was still hot. Even the ribbed tires and handgrips are unchanged from '80s spec. Seat height is short to accommodate smaller-framed riders who are unable to sit flat-footed on most other bikes. Comfortable ergonomics, a classic cruiser look and trouble-free performance are other factors that make the Rebel an ideal candidate for new and returning riders.

A naturally positioned handlebar allows for a relaxed posture and ample leverage, maximizing the sense of stability at low speed. This machine instills an overall sense of control, eliminating the initial fear that scares many new riders away. No wonder it's a popular choice for motorcycle training schools.

A true test of healthy riding ergonomics is measurable by a lack of physical distractions while riding. One that was particularly hard to overlook on the Rebel came from motor and road vibrations feeding through the footpegs. Unless you're resilient enough to shrug off such minor nuisances, you may risk trading restful repose for agitation.

The rider's seat accommodates a wide variety of American backsides; it's charitably broad for such a small machine. The passenger seat is also generous and plush, beckoning for a companion. Simple ramp-type preload adjusters on the dual shocks will accommodate the added weight, although the engine will protest. The Rebel's primitive air-cooled, carbureted, SOHC, two-valve-per-cylinder engine maintains its status as a bulletproof-albeit anemic-powerplant. Twisting the throttle is underwhelming, but eventually yields the desired effect.

Ideally functional for jaunts around town, this no-frills mini-cruiser may come across as minimalist, but it's freeway legal and durable enough for the open road. In fact, Honda has reports of customers completing cross-country tours on their Rebels! If you're a new or returning rider looking for a simple, honest machine with a friendly, docile personality, consider curling your gloves around this timeless classic.

Off The Record
Bekah Snyder
Sportbikes? Been there, raced that. Hence the invitation to saddle up on a Rebel cruiser, much my opposite, was an intriguing proposal. I'd be lying if I didn't admit to eyeballing that teasing Ninja 250 playfully revving next to me, with that whine so near and dear to my heart. But I vowed to give the Rebel a fair shake, and as we compiled the miles, she grew on me: comfy, perky and decent thrust. The secret is high revs for optimal oomph. Spotting our first twisty road, I started to pant involuntarily. If it hadn't been for the Rebel flashing me her sparkling eyelashes, I'd have surely gone off the deep end, indifferent to the sound of scraping pegs and headers. As I rode, I imagined myself passing out flyers advertising, "Free spark show at sunset."

Age: 31 Height: 5' 2" Weight: 115 lbs. Inseam: 28 in.

Kawasaki Ninja 250R
Your basic 13,000-rpm sporting proposition

Kawasaki's Ninja 250 has been a top choice for beginners and conscientious riders alike since its 1988 debut. Since then, the Ninja has enjoyed steady sales, routinely ending up atop Kawasaki's charts while remaining essentially unchanged for 20 years. This just in: People buy the little Ninja for the same reasons today as they did in 1988. It's cheap, accommodating in every sense of the word and easy on the eyes. It's even easier to look at after the '08 total makeover.

As if you could miss the svelte silhouette, a new R suffix underscores the Ninjette's sporting intent. Over 70 percent of the machine has been modified or updated, bringing the venerable quarter-liter twin out of the big-hair era with sleek sportbike style. The aggressively aerodynamic fairing's resemblance to the ZX-6/10R is purely intentional. Glossy six-spoke wheels, a single upswept muffler and trick petal rotors recreate the look of larger, faster weaponry without giving away the $3499 bottom line.

Beneath the slinky green skin is a modestly updated version of Kawasaki's original 249cc parallel-twin that can travel 275 miles on a 4.8-gallon fill-up. Performance, in case you were worried, is still part of the deal. Recontoured cams, a redesigned combustion chamber and refined intake/exhaust porting boost low-end and midrange power. That boost hastens progress towards the upper-right quadrant of the tachometer, a.k.a. The Fun Zone.

Festivities commence just above 9000 rpm and wind down right at the 13,000-rpm redline. Any/all sporting acceleration lives between those two numbers. Still, our not-so-gentle wrists squeezed about 55 miles out of every precious gallon in the city, despite abusing the clutch at regular intervals to maintain the requisite five-digit revs. While acceleration can't rearrange vital organs like the bigger Ninjas, there's more than enough to keep the infidels in that 7200-pound Excursion wondering about the shrieking green blur that just blew past another gas station. Keep those revs up and it's entertaining in the twisty bits as well.

The handlebar-mounted choke lever requires careful manipulation to coax the grumpy 30mm Keihin carburetors into coming up with a combustible mixture on cool mornings. Once warm, the Ninja purrs contentedly at idle. Throttle response is crisp and predictable, though revs build slowly through the lower half of the range. Spartan yet functional instruments reflect the low price and entry-level status. There's no clock, but everything else you need to know is right there. Large analog gauges display rpm, speed and fuel level while a mechanical odometer rolls up the mileage. Control effort is light enough to accommodate small hands and modest grip strength. The six-speed gearbox is as beginner friendly as they come, and part of that personality comes from Kawasaki's positive neutral finder that makes slipping it out of gear a snap.

In a parking lot or at speed, the bike handles predictably, with a narrow profile great for cutting through traffic and a lithe, responsive manner worthy of the Ninja name. Though it's the heavyweight of this group at 377 pounds wet, the little Ninja's low 30.5-inch seat height and nicely centralized mass make for agile handling. Out on the highway the Ninja holds its own quite nicely. The tiny twin whirs along smoothly in the fast lane, though high-frequency vibes get a bit tiresome beyond 10,000 rpm. There's room behind that nicely shaped tank to get out of the wind en route to an indicated 100 mph on the only bike here capable of triple-digit travel.

When it's time to slow down, the two-piston Tokico caliper and 290mm petal rotor scrub off speed well enough, but squeeze hard. Lever effort is higher than we'd like. Decent feel from the front brake and both tires can be attributed to the new Ninja's firmer-though sadly nonadjustable-37mm Kayaba fork and more rigid steel frame. Though price-point suspension trades high-speed precision for broadband compliance, everyone but A-group track-day types will love it. Same goes for the bias-ply rubber: Once you're tired of either or both, the aftermarket is full of more capable replacements.

Maybe you're not quite ready for adrenal-emptying acceleration. Maybe you're ready to trade all that in on a sportbike that's less financially invasive, performs well, runs reliably and sips fuel like the proverbial mouse. Either way, scale your expectations to match the minimum Ninja's and that payoff you see at the pump is just the beginning.

Off The Record
Ari Henning
Going into this little foray, I was leaning toward the Ninja 250 as my favorite. I'd ridden one at a Kawasaki track day at Infineon Raceway and it had me grinning ear to ear as I chased Sport Rider's Troy Siahaan around the course. On the street it's a different story, its engine better suited to a constant velocity than stop-and-go traffic.

For the mean streets of L.A., the DR-Z is where it's at. The combination of size, weight, power, brakes, handling and suspension make it one of the most entertaining streetbikes I've ridden. It brings out my inner hooligan-a personality obsessed with monos, slides and stoppies. With an entire stable of brand-new bikes at my disposal, the fact that I've stuck with the DR-Z for the past two weeks says a lot.

Age: 23 Height: 5' 10" Weight: 165 lbs. Inseam: 33 in.

Suzuki DR-Z400SM
More fun, less fuel
Having fun and getting good fuel mileage seem to have an inverse relationship. Bore yourself into a coma on a straight freeway and you get good figures; entertain your inner speed freak on a fast run through the canyons and your gas card takes a beating. Why compromise when there's one bike that delivers both? Suzuki's DR-Z400SM is the perfect balance of excellent fuel mileage and outrageous fun. Wheelie it, slide it, pin it WFO everywhere and you'll still get 40 to 45 mpg. Relax your throttle hand just a smidge and you'll witness somewhere in the vicinity of 150 miles on the LCD tripmeter when you roll into the station to fill up your miserly 2.6-gallon tank with 87 octane.

That's right, this fun-machine still drinks the cheap stuff, thanks to a reasonable 11.3:1 compression ratio. The engine and the majority of the SM's components are borrowed from Suzuki's DR-Z400S dual-sport, with the addition of some motard-specific parts and a few trick components from the RM250 motocrosser. This four-valve DOHC thumper only puts 32.5 horsepower to the ground, but that's enough to put a childish grin on your face. Not enough thrust for you? Performance parts abound, as this popular powerplant is charging into its sixth year of production.

The stock DR-Z400SM is a pretty slick setup, though. A Renthal Fatbar is mounted atop a gold-anodized 47mm inverted Showa fork taken from the RM. Wide-rimmed, 17-inch wheels are shod with sticky Dunlop Sportmax street tires, with a full-floating 300mm disc and powerful Nissin two-piston caliper up front that enables stoppies with the greatest of ease.

Over 10 inches of fully adjustable travel front and rear tame the most unruly riding surfaces, the rear wheel pivoting on a tapered-aluminum swingarm adopted from the racy RM. Bodywork is supermoto aggressive, with a short front fender, compact headlight fairing and side numberplates. Factory-installed axle sliders are an appreciated touch, helping to insure the bike withstands the inevitable abuse it is intended to endure.

Convenient civilian features like push-button electric start, helmet/steering locks and a rear fender-mounted tool bag make the SM a practical everyday rider. Mirrors are well positioned and sizable, resisting vibration-induced distortion and providing a consistently good view of the past. Digitized information is displayed on a simple rectangular screen, with myriad enduro-derived distance and timing functions we've yet to figure out. Seat height is high at 35 inches-putting the DR-Z out of reach of anyone shorter than 5 feet 8 inches-but places you in an upright position that allows you to see far ahead and strategize your way through traffic. Smooth clutch action and a short first gear permit wheel-lofting launches from traffic lights, and the torquey motor, snappy handling and narrow width make this supermoto a superb navigator of gridlocked surface streets.

Stock gearing is perfectly suited to expedite suburban transit, but merging onto the freeway had me banging my toe against an immobile shift lever looking for a nonexistent sixth gear. The bike will accelerate to 80 mph easily enough, but the engine sounds stressed at high speeds. Adding a tooth to the countershaft or taking a few off the wheel sprocket would yield a better arrangement for extended high-speed cruising and promote better fuel mileage, though it would make the gap between gears bigger.

Weighing 335 pounds with all requisite liquids, the DR-Z lends itself to rapid direction changes with a surefooted manner that is best suited to twisty roads-the tighter and nastier, the better. It's fun skittering into corners and bwaa-bwaa-ing off bumpy apexes. Power is abundant across the rev range and you can ride the SM hard, using every cog in the gearbox without undue speed or a shrieking exhaust note like a sportbike would produce.

The DR-Z rates high on the fun factor and doesn't put too big a hole in your bank account. At $6199, you get a lot of bang for your buck, so much so that the DR-Z was runner-up in that category in Motorcyclist's 2007 MOTY awards. Being one of the most fuel-efficient bikes around only adds to the appeal.

Off The Record
Julia LaPalme
Of the four bikes in this comparison, I like the DR-Z best. The upright seating position and handlebars combined with the high ground clearance make for a comfortable and versatile ride. Its lightweight build makes it very flickable and it's fun to just tool around on. Putting my foot down at stops was a slight challenge, though doable.

The Ninja 250 was fun, too: a bit buzzy, but fully capable through the corners. I felt a little cramped on it, though, as I've become accustomed to riding larger bikes. The low bars and high pegs almost had me in the fetal position, which my knees weren't happy about. But that's to be expected from a sportbike, right?

The Rebel was a blast from the past, as I took my MSF course on one. I love the turning radius, but I don't think I could ever become accustomed to the low cruiser seating position again.

Age: 27 Height: 5' 5" Weight: 130 lbs. Inseam: 30 in.

Yamaha WR250R
Return of Son of DT-1

It's been four decades since Yamaha introduced the world to the joys of cheap, all-surface travel with the 1968 DT-1. Sometime between now and then, 250s were demoted to tiddler status: bottom-rung means to more respectable ends, taken seriously only by those lacking the cash or skills to roll on something bigger and stronger. The pain of $4.75-per-gallon super unleaded has changed all that.

These days, a fuel-injected 250cc single that can cover nearly 70 miles on just one of those gallons rates serious consideration. Even from those of us who haven't carried a learner's permit or valid student ID in years. Especially when it's the spiritual great-great-grandson of the bike responsible for planting millions of roots in American dirt, and comes complete with an impressive technological rsum.

Reasonably light at 299 pounds (wet) and amazingly lithe, the 2008 WR250R looks like the proverbial dirtbike with lights, but any resemblance to Yamaha's hard-core WR250F is entirely superficial. The 77.0 x 53.6mm cylinder lives under a four-valve head with a twinge less compression. It exhales through a catalytic converter and an EXUP exhaust valve cued by the EFI computer that makes for more tractable power delivery. There's an aluminum mainframe and asymmetrical aluminum swingarm, attached to a steel engine cradle and subframe. The R is aimed at those of us who aspire to more dirt than pavement, though Bridgestone Trail Wing tires, relatively soft suspension and power delivery enforce a relatively conservative off-road agenda. Card-carrying AA Enduro riders will be underwhelmed. Still, anyone old enough to remember the original DT-1 will be stunned at how well it works in the dirt. And unlike more capable, purebred dirtbikes, this WR earns a slot in the garage by hauling itself to the trail on weekends and hauling your bad, bad self around town the rest of the week.

As long as you have enough inseam to surmount a saddle towering 36.6 inches above the surface du jour, the WR is a willing little accomplice on any surface. And, unlike a couple of our other contestants, it doesn't look little. Springs are a bit soft-even for everyday street riding-if your wet weight is above 185 pounds. But the short-stroke single still propels XL types through the suburban landscape willingly enough. It makes up for a predictable dearth of low-rpm urge with flawless fuel delivery and enough midrange and top-end power to dust all but the most determined four-wheel traffic away from a green light. But that kind of power lives next door to an 8750-rpm power peak, and staying there requires a certain facility with the shifter more common to YZ125 pilots. Aside from some stickiness between first and second, the WR six-speed makes maintaining a rolling boil easy enough.

Still, squeezing 60-plus mpg out of a half-pint single-0.528 to be painfully precise-opens your eyes to things that are normally hidden by displacement and horsepower. Head winds and uphill grades you'd never notice on a bigger bike suddenly demand a downshift. Freeway travel is possible, perfectly legal and strangely enjoyable if you're only on for a few exits. After 45 minutes, it's not a whole lot of fun.

The engine is astoundingly smooth at 72 mph or so. Especially considering it's just about tapped out by then. A long stretch of flat road and a whiff of tail wind can put 94 mph on the nifty digital speedometer, if you tuck in tight enough, but not quickly. The vibration and sounds of tortured fury coming from the engine are enough to entice anyone with an ounce of compassion to back it down to 72 again. And for you heartless types, the mileage sucks up there anyway, so why bother?

Take the nearest exit, maintain some humane distance from the rev limiter and the 2-gallon fuel payload runs low every 120 to 130 miles. The little single likes super unleaded, which can bump the price of a fill-up by $1.38 at today's prices. Connecting the apexes on some idyllic country two lane, the WR is agile enough to make anything less than a U-turn feel like a sweeper. Smooth control inputs keep the chassis from wallowing around on its long-travel suspension. Brakes are an excellent compromise, generating adequate power to slow you down on the street and enough accurate feel to slow things down in the dirt without locking a wheel on some snot-slick downhill. Maybe you'd rather skip the dirty parts? Yamaha's WR250X is essentially the same bike with a supermoto spin, bigger brakes and sticky 17-inch street tires for $100 more than the $5898 R-model.

Whatever cheap means to you, this isn't it. The $3499 Ninja 250 and $3199 Rebel have that angle covered. The WR is an innovative all-surface motorcycle that just happens to go 60-something miles on a gallon of super unleaded. To us, that's a better deal than wringing great gas mileage from some cheap little motorcycle that can't do much else.

Off The Record
Tim Carrithers
Getting 60-plus miles from a gallon of unleaded is a lousy reason to buy a motorcycle. If saving money is all you want, buy a Prius or a bicycle or a bus pass because there needs to be more significant motivation behind riding a motorcycle. After all, you can fill up the Family Truckster 65 times for the price of a DR-Z400SM or WR250R.

If I didn't have to run a gauntlet of L.A. freeway five days a week, the WR could rate a slot in my garage. But I do. My '72 Honda Trail 70 gets 90 to 100 mpg, so I've got the suburban grocery-getter angle covered. The WR is nearly perfect as a clandestine cow-trail weapon, but the used KTM 620SX I'm looking at is perfect for one-third of the price.

So? Thousands of people could be deliriously happy with any one of these things. I'm just not one of them.

Age: Gracefully Height: 6' 3" Weight: 215 lbs. Inseam: 35 in.

Every Last Drop
How far can one gallon take you?
These squirts have a dainty appetite for fuel, but how far will one gallon actually get you? We list fuel-mileage data for all our test bikes, but the numbers we generate aren't stellar. Heavy city traffic, fast canyon roads and faster stretches of interstate don't produce the best mpg figures. To attain the big numbers, we drained each bike's fuel system and added precisely one gallon of gas, then ran them down the road till they ran out.

Since deserted pavement is an oxymoron in Los Angeles, we queued up on a lonely, mostly straight stretch of Route 33 north of Taft on a hot, still day. After clicking into top gear with the speedo needles parked at 55 mph-the national speed limit enacted in 1974 to ease the pains of the last energy crisis-we set out to test the limits of efficiency.

Time crept slowly by as the miles accumulated on the odometers. Hands strummed on gas tanks as songs were sung in helmets to pass the time. Oil workers' F-350s strafed our creeping caravan at 85. None of us had ever wanted to run out of gas so badly in our lives.

The Ninja was the first to go. Suddenly it sputtered and fell out of formation as Julia sat up in surprise, jolted back to reality from a daydream. The high-revving twin coasted to a stop some 67.5 miles out of town as the others disappeared into the distance. A few cups of fuel could still be heard sloshing around in the tank, frustratingly out of reach of the raised fuel pickup.

The Yamaha dropped out next, stranding Tim 69.1 GPS-verified miles from the epicenter of nowhere. Precious hi-test splashed in the dark depths when the machine was shaken. An oddly shaped tank interior and raised fuel pump take the blame for the WR's unattainable reserves.

That left the Honda Rebel and Suzuki DR-Z400SM. The bigger single's piston was reciprocating at a mellow rate, barely breaking a sweat at 55 mph. Meanwhile, the little Rebel's meager 16-horse engine droned on, its single 26mm carburetor metering fuel by the molecule. Designed shortly after the invention of the wheel, the Rebel's reliability and impressive fuel economy are the stuff of legends.

With a few gentle coughs the DR-Z lit its last lung full and coasted to the shoulder. A well-positioned fuel petcock sent every drop to the carburetor, making one gallon last 71.6 miles. The Honda trundled on. Simplicity is an underappreciated virtue, as the Rebel managed 80.7 miles before Bekah brought it to a sputtering stop.

When the fuel was gone, the oldest, cheapest, most antiquated design came out on top. A tried and true engine of the simplest schema surpassed its technologically superior competitors, making the most of its allotted gallon. Technology, as it is usually defined, didn't measure up.

2008 Honda Rebel | Price $3199

Dyno
Nothing to brag about here-best keep the numbers to yourself-but at least the curves are agreeable. Rest assured that paltry performance pays off with frugal fuel mileage.

Ergos
A plush saddle and laid-back accommodations make Honda's mini-cruiser the most comfortable of this lot, as long as you're small enough to fit on it.

2008 Kawasaki Ninja 250R | Price $3499

Dyno
The Ninja's engine spins up smoothly to a sporty 13,000-rpm redline, but power plunges rapidly after peaking at 10,500. There's a nice little rush at 9000 rpm.

Ergos
Sportbike style blended with real-world comfort. A low seat height, ample legroom and a comfortable reach to the bars accomodate riders up to 6 feet.

2008 Suzuki DR-Z400SM | Price: $6199

Dyno
An extra 150cc translates to genuine acceleration compared to our less robust competitors. The big single is most effective between 6500 and 8500 rpm.

Ergos
The DR-Z places you in attack position, high up and hunched forward. A tall seat limits admission to those above the 66-inch line.

2008 Yamaha WR250R | Price: $5899

Dyno
Power comes on thick and clean from the get go, peaking at 8750 rpm with output dropping off only slightly from there to the 11,000-rpm limit.

Ergos
A seat towering more than 3 feet above the ground, high bars and shin-high pegs are great for tall folks, but shorter riders will be looking for a ladder.