Then & Now Kawasaki Ninja 250R/400R

The Kawasaki Ninja 250R was launched as a MY08 machine in late 2007 and while it sported all-new bodywork it could trace its lineage all the way back to the GPX250 that first saw the light of day some 22 years earlier in early 1986.

The original GPX250 (codenamed EX250) was a fully faired bike with a diamond-type tubular steel frame that sported a 249cc liquid-cooled DOHC parallel-twin engine mated to a six-speed gearbox.

The GPX was an easy bike to ride at low revs and offered reasonable poke up top, revving to an impressive 14,000rpm. It was light (just 138kg dry), with a low seat height, and quite narrow, making it ideally suited to around-town riding. But this bike was no one-trick pony; well-sorted (albeit basic non-adjustable 36mm forks and monoshock rear) suspension provided a comfortable ride and predictable handling on the open road.

The GPX scored a few minor upgrades for 1988 including a retuned engine and revised bodywork. Other than that the GPX remained largely unchanged until the Ninja 250R was launched in 2008.

Then – 2008 The Ninja 250R (EX250J) hit the market in 2008 and soon became the best-selling roadbike in Australia thanks to keen pricing and completely new styling. Kawasaki fiddled with pricing when the bike was first launched, and over the first year on sale in Australia it went from $7499 to $6490 and then back up to $6990.

There was more to the Ninja 250R’s success than looks and price alone. It was a well-sorted machine that offered decent performance, a comfortable riding position and good handling.

Under its flash new skin the Ninja 250R retained a liquid-cooled DOHC 250cc parallel twin and six-speed box, with claimed peak outputs of 23.4kW at 10,000rpm and 22Nm at 9500rpm. It also retained its predecessor’s diamond-type steel-tube frame and basic suspension package, but now wore 17-inch rims (the GPX had 16s) shod with a 110/70ZR17 tyre up front and a 130/70ZR17 at the rear.

Dry weight had increased to 157kg with the Ninja 250R, but the bike still felt light and easy to ride, no doubt thanks to its combination of low 775mm seat height and relatively upright riding position. The suspension was now conventional non-adjustable 37mm forks up front and a monoshock rear with spring preload adjustment.

Despite running just a 290mm single petal disc up front with a twin-piston caliper, the Ninja 250R offered good stopping power. It had a single 220mm disc at the rear.

By 2011, Kawasaki had dropped the price of the Ninja 250R to just $5999 in an attempt to retain market share, as Honda had just launched a single-cylinder competitor in the form of the CBR250R at $5490.

In 2012, Kawasaki replaced the Ninja 250R with the Ninja 300 (EX300A), which essentially ran a stroked version of its predecessor’s parallel-twin engine with fuel injection instead of carburettors. Peak power from the now 296cc engine was up to 29kW at 11,000rpm and torque up to 27Nm at 10,000rpm, which allowed for taller gearing, making the 300 a more relaxed bike to ride on the open road. The Ninja 300 also scored a slipper clutch, revised bodywork and a wider 140-section rear tyre.

The Ninja 300 was launched at $6199 and the price was dropped to $5799 from 2015 to 2018.

Now – 2018 After more than 30 years of tweaking the original GPX250, Kawasaki has finally got around to building an all-new bike: the Ninja 400 (EX400G).

Like the Ninja 250R, the intended function of the Ninja 400 is, according to Kawasaki, to offer “excitement and ease of riding to a wide range of customers”. This is achieved through the bike’s sporty full-fairing design combined with a comfortable riding position, ease of manoeuvrability and rider-friendly power delivery.

The Ninja 400’s styling is inspired by the Ninja H2, and like the Ninja 250R and 300 before it, the styling mimics a big-bike look. H2 styling features include the chin spoiler and tail cowling, while the taillight design mimics that of the ZX-10R.

At the heart of the Ninja 400 is an all-new 399cc parallel twin engine that makes a claimed 33.4kW of power at 10,000rpm and 38Nm of torque at 8000rpm. Despite the increase in capacity, Kawasaki says the new engine is around the same size as the previous Ninja 300 engine. It’s mated to a six-speed gearbox and the Ninja 400 has a slipper clutch.

A new lightweight trellis frame is said to be similar in design to that used for the Kawasaki H2. The engine is rigid-mounted and used as a stressed member, and the swingarm is directly attached to the engine via a swingarm mounting plate. This helps keep weight down and dimensions relatively compact.

Impressively, the Ninja 400’s 168kg kerb weight is down 6kg on the Ninja 300, for light and predictable handling. The 41mm forks have increased rigidity and the rear monoshock retains spring preload adjustment.

The Ninja 400 retains a single petal disc up front with a twin-piston caliper, but disc diameter has increased to 310mm. The rear brake is a 220mm single petal disc.

As per the original 250R, the Ninja 400 still offers a comfortable riding position with elevated handlebars and a low (785mm) seat height. The seat has a thicker cushion but narrower profile, making it even easier for a rider to place their feet on the ground.

Finishing off the Ninja 400 package is a new cockpit with instrument cluster borrowed from the Ninja 650, with a large analogue tacho, digital gear-position indicator and digital speedo.

Despite a lot more competition in the full-fairing small sportsbike category, there’s little doubt the Ninja 400 will continue to be a big seller for Kawasaki, particularly considering the $6499 asking price, which, incidentally, is a full grand cheaper than the launch price of the Ninja 250R in 2008.

Words Dean Mellor