Moto Tour – DDMT 2014: recognition of the specials in video – Pas de la Couelle special (long version)

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Honda CBR 300 R, Kawasaki Ninja 300, KTM RC 390 and Yamaha YZF-R3 in the test

Little warriors, big battles

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If four race-proven testers grin happily ever after a day on the slopes instead of exhausted gasping for air, it could be due to their unfamiliar underparts. The story of an extremely fun encounter.

It is clear that it will happen. But when? And how? Are your colleagues still passing by in the Parabolika or only when anchoring just before the hairpin? “There is no end to the curve,” the Honda driver thinks. “The route operators have guaranteed to extend it.” That is of course not true. But we have 300, space and time seem to expand, and the legendary, ultra-long links on the Hockenheimer slope take as much time as a trip to the end of the universe. Although the Honda driver keeps looking back and cunningly changes the line in order not to donate a slipstream, the opponents storm past. Wiiiiummm, wheel to wheel run Kawasaki’s Ninja 300, the KTM RC 390 and Yamaha’s YZF-R3. Poor Honda VS.The BR 300 R doesn’t stand a chance.

Honda CBR 300 R, Kawasaki Ninja 300, KTM RC 390 and Yamaha YZF-R3 in the test

Little warriors, big battles

Little motors turn to the stop

After some extremely entertaining laps, we swap bikes. Now everyone is close together again and the fights begin again. I sit down relaxed on the start / finish straight next to Tobias Wassermann, who is now driving the Honda CBR 300 R, with the 46 hp KTM RC 390, turn the gas on a little and grin nastily. ‘Show what you can do on the brakes’, I still think, as PS-Capo Uwe (“Super-U”) rushes past on the Yamaha YZF-R3 and Long-John-Sven on the Kawasaki Ninja 300. Shit, with the 41 HP of the Yamaha and the 40 Kawasaki stallions they were able to stay perfectly in the slipstream of the KTM, and even rush past because of the games with Tobi.

It is logical that the motors turn to the limit during such actions. In particular, the two-cylinder Kawasaki Ninja 300 and Yamaha YZF-R3 yodel because of their short-stroke design until the doctor comes. But while the output of the Yam drops significantly from 11,000 rpm and warns you to change gears, the Ninja keeps its maximum output almost constant between just under 11,000 revs up to the locking speed of 12,600 rpm. Means: If you want to constantly call up the maximum power, you have to be a good organ.

KTM RC 390 with a displacement advantage

The stews from the Honda CBR 300 R and KTM RC 390 are significantly less speed-hungry. The CBR already has the highest performance at 8500 rpm, with the RC 390 it’s still moderate 9500 rpm. Advantage KTM: Because of the largest displacement of 373 cubic meters, the competition always and everywhere roars. In addition, it is translated crisply and short. A quality that it shares with the Honda. But with around 23 percent less displacement (286 cubic meters), it cannot possibly keep up. The displacements of the other two Japanese women are also around the 300 mark: the Kawasaki slightly below with 296 cc, the Yamaha slightly above with 321 cc. On the engine side, the Austrian has clear advantages. However, her single rattles pronounced, and he even acknowledges gas commands below around 2800 rpm with clear reluctance. The bikes from the Far East are completely different. They pick up the gas cleanly at any speed and bubble very pleasantly – the finest running culture.

The four of us are now thundering towards the north curve, each anchoring a little later than the other. With stronger bikes, you get into the irons before the curbs begin; with the 300-meter athletes, it is enough to drop anchor at the last third of the line. It feels like you only brake like the pros just before the apex – Moto3 World Championship, we’re coming! But first we take the brakes of the young wild ones to our chest. On the fastest section of the course, the already mentioned parabolic steroids, the slowest section of the route follows with the hairpin. A tough challenge for every brake. Surprisingly, none of the single-pane systems, which seem undersized in unison, overheat. Nevertheless, the pressure point feels mostly doughy, and the braking effect is also rather modest on most of them. 

After all, the ABS does not regulate too early in any sweep. The only thing in the test is the KTM RC 390 with a radially screwed four-piston fixed caliper – bold! The competition drives uniformly inexpensive two-piston floating calipers for a walk. But the Austrian doesn’t have one advantage, on the contrary: with the longest free travel on the brake lever, two-finger anchoring is impossible. The Honda CBR 300 R has the most powerful brakes. Comparatively crisp and sufficiently firm to the bite, it brakes bravely in front of the competition. This brings the field closer together again and the lively hunting continues.

"I almost flew off"

After another change, Long-John-Sven takes the lead on the Yamaha YZF-R3 and is the first to turn into the Sachskurve. The greedy pack lurks in tow. Meanwhile on the Kawasaki Ninja 300, I throw the anchor late and bend sharply into the bow. Nobody slows down, yes! Unfortunately, it takes me far out of the curve and temporary drifter Tobi slips inside on the Honda CBR 300 R. Wow, he has a wonderfully round and smooth driving style. “It still comes from the ADAC Junior Cup,” he grins. “I gained my first racing experience there many years ago. On inefficient bikes, you have to take a lot of momentum with you. Putting a sharp point in the corner doesn’t do anything. ”He’s right. On the ostentatious superbikes with 200 and more horsepower you ride completely different lines. But to turn off this fast-paced driving style is really difficult. Super-U can tell you a thing or two about that. For several years he has been pulling the cable on a Kawasaki Er-6n in the German Twin Trophy and initially had to adjust to the manageable performance. But where is he at all? 

"With the KTM, I had a huge slide at the end of the Sachskurve," he snorts a short time later, still agitated. “I almost flew off. I wasn’t even really on the gas. ”We suspect the extremely soft, tuned shock absorber of the KTM RC 390. The directly hinged part does not build up enough grip. In general, centrifugal forces compress the fork and suspension strut in an inclined position, causing them to deflect far. If there is a lack of damping reserves, the tire must take on this task. But that only works up to a certain point, after that the departure threatens – bang! 

Feedback on the 300 athletes is poor

The forks and struts of the other hoppers are also on the super soft side. Even on the country road they could easily handle more cushioning without looking too tight. The spring elements have another property in common: No adjustment options. Except for the spring preload at the rear, absolutely nothing can be adjusted. The red pen was clearly in charge of this. 

After Uwe’s involuntary stunt, we take it easy. Also because the feedback on the 300s is extra meager and the search for the limit is like fishing in murky waters. In addition, the little ninja annoys with another quirk. “The Kawa always stands up in an inclined position,” Sven wonders. “It’s really difficult to draw a clean line.” Usually unruly tires cause this quirk. But as a standard tire for the four jumping fields, we chose the Pirelli Diablo Rosso II, which is unsuspicious in this regard. A stable, reliable and neutral road rubber with great grip. The only disadvantage: it needs very high temperatures. The lightweights exert the necessary pressure on the pelts only gradually.

Easy handling is an absolute hit

But all shortcomings are forgotten as soon as the four bullies in formation flight at the corners and arrows easily in the arches. In addition, they can be playfully directed to any lines at any time – wonderful! Even the KTM RC 390 with its comparatively wide 150 mm rear tire is no exception. The Japanese competition consistently uses 140 mm rubbers. At the front, like the competition, KTM relies on the 110 / 70-17 dimensions. But the RC is a 3-inch wheel, while Japan uses 2.75-inch rims across the board. The only abnormality when bending is the Honda. At the entrance to the curve it tilts inwards as soon as you release the brake. Not pretty, but in view of their otherwise absolutely problem-free nature, quite forgivable. 

The day comes to an end far too quickly. Time for last impressions. “You sit strangely on the Kawasaki Ninja 300,” Sven muses. Everyone agrees, and Uwe specifies: "The Kawa places you inactive, full attack works better with the others." The Honda CBR 300 R and Yamaha YZF-R3 offer both a sporty and comfortable workplace. And the KTM RC 390? It is clearly on the sporty side with the smallest distance between handlebar and seat height. Nevertheless, it also offers sufficient comfort. “The Kawasaki is the only one with an anti-hopping clutch and wave brake discs,” Tobi tries to uphold the Kawasaki honor. “That’s right,” I interject, “but only the KTM has an upside-down fork for that. And the Powerparts catalog has loads of the finest racing material "." Sure, but they cost a lot of coal, "Uwe points out." If the Japanese want to get involved in the IDM next year, they will look pretty old without high -quality chassis components, "says Sven.

Everyone is right. But Kawasaki and Yamaha already have something in the pipeline. By the start of the season they too should be fully up to date. And Honda? You will most likely not even compete with the weak-chested CBR 300 R. But that is a long way off. Here and now we are packing together with great pleasure. We will certainly not forget the tingling fights with the little heating iron anytime soon. 

Measured values ​​and cockpits

PS

Power on the crankshaft, measurements on Dynojet roller dynamometer 250

A real high-flyer in terms of performance, the 373 cc Austrian single clearly stands out from the competition. However, if you calculate the output per liter, the high-revving two-cylinder engines are clearly ahead: Kawasaki 135 PS, Yamaha 128 PS, KTM 123 PS, Honda 108 PS. Regardless of the pure power, each of the four drives has its very own character: the KTM RC 390 rough and powerful, the Kawasaki Ninja 300 greedy for speed, the Yamaha YZF-R3 evenly and balanced, and with a strong center the Honda CBR 300 R. Striking is also that the Japanese women have a very high running culture in unison. 

Honda CBR 300 R.

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Cockpit of the Honda CBR 300 R.

As with the strong super sporty models, the rev counter of the Honda CBR 300 R is right in the field of vision – great! The equipment of the cockpit is, however, quite modest.

Kawasaki Ninja 300

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Cockpit of the Kawasaki Ninja 300

The scaling of the rev counter is not exaggerated: the small Kawasaki Ninja 300 demands hellish speeds.

KTM RC 390

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The cockpit of the KTM RC 390.

Unusual: triple clamp and steering stub form a unit. Tea fully digital cockpit of the KTM RC 390 offers a gear indicator and a shift light.

Yamaha YZF-R3

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Cockpit of the Yamaha YZF-R3.

Apart from the Yamaha YZF-R3, only the KTM RC 390 offers a shift light and gear indicator. Thanks to the asymmetrical shape, the cockpit looks very stylish.

Conclusion

24 Pictures

Pictures: Honda CBR 300 R, Kawasaki Ninja 300, KTM RC 390 and Yamaha YZF-R3 in the test

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1. Yamaha YZF-R3

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Yamaha YZF-R3

The Yamaha YZF-R3 offers the best overall package. The motor is very elastic and also has a lot of pressure at the bottom and in the middle. In addition, the shock absorber is a little tighter than the competition, which gives it the highest level of stability. Driving a 300 series is fun!

2. Kawasaki Ninja 300

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Kawasaki Ninja 300

Kawasaki Ninja 300 – the oldest of the quartet lands in second square. The engine needs a lot of speed, which not everyone likes. But thanks to its slipper clutch, it wins the engine chapter. Only the slight unrest in an inclined position is a bit annoying when spinning.

3. KTM RC 390

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KTM RC 390

Only third place for the strong KTM RC 390. The mediocre running smoothness and the average shiftability of the transmission cost points. In addition, the shock absorber is tuned far too soft. But the RC 390 shines with the most extensive equipment.  

4. Honda CBR 300 R

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Honda CBR 300 R.

Unsurprisingly, the cheap and inconspicuous Honda CBR 300 R carries the red lantern. The weakest engine is working in it, and apart from the decent brakes, it doesn’t really show itself anywhere.  

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