2013 Kawasaki Ninja® 300

2013 Kawasaki Ninja® 300 pictures, prices, information, and specifications.
Model Type
Sport
MSRP
$4,799
Warranty
12
Insurance
Finance
Generic Type (Primary)
Sport
Manufacturer Country
Japan
Introduction Year
2013
Parent Company
Kawasaki
Display Name
Ninja(R) 300
Year
2013
Make
Kawasaki
Engine Type
Parallel Twin
Cylinders
2
Engine Stroke
4-Stroke
Cooling
Liquid
Valves
8
Valves Per Cylinder
4
Valve Configuration
DOHC
Bore (mm/in)
62 / 2.44
Stroke (mm/in)
49 / 1.93
Displacement (cc/ci)
296 / 18.1
Compression Ratio
10.6:1
Starter
Electric
Fuel Requirements
Regular
Fuel Type
Gas
Fuel Injector
Yes
Fuel Injector Size (mm)
32
Carburetor
No
Carburetion Type
Fuel Injected
Transmission Type
Manual
Number Of Speeds
6
Primary Drive (Rear Wheel)
Chain
Reverse
No
Wheels Composition
Aluminum
Tube / Tubeless
Tubeless
Tire Brand
IRC
Front Tire Width
110
Front Tire Aspect Ratio
70
Front Wheel Diameter
17
Rear Tire Width
140
Rear Tire Aspect Ratio
70
Rear Wheel Diameter
17
Front Tire (Full Spec)
110/70 R17
Rear Tire (Full Spec)
140/70 R17
Front Brake Type
Hydraulic Disc
Front Brake Diameter (in/mm)
11.4 / 290
Rear Brake Type
Hydraulic Disc
Rear Brake Diameter (in/mm)
8.7 / 220
Front Suspension Type
Telescopic Fork
Front Suspension Size (in/mm)
1.5 / 37
Front Travel (in/mm)
4.7 / 119.4
Front Adjustable Fork Pre-Load
No
Front Adjustable Rebound Damping
No
Front Central Suspension Strut
No
Steering Damper
No
Rear Suspension Type
Twin Sided Swing Arm
Rear Travel (in/mm)
5.2 / 132.1
Rear Adjustable Shock / Spring Pre-Load
Yes
Rear Adjustable Rebound Damping
No
Number Rear Shock Absorbers
1
Rear Suspension Brand Name
UNI-TRAK(R)
Rear Suspension Material
Aluminum
Air Adjustable
No
Steering Control
Handlebar
Length (ft)
6.61
Width (in/mm)
28.1 / 713.7
Height (in/mm)
43.7 / 1110
Wheelbase (in/mm)
55.3 / 1404.6
Length (ft/ft)
6
Length (ft/in)
7.3
Wet Weight (lbs/kg)
397.3 / 180.2
Fuel Capacity (gal/l)
4.5 / 17
Performance
Standard
Seat Type
Two-Piece
Adjustable
No
Seat Material
Vinyl
Seat Location
Driver and Passenger
Folding
No
Seat Height (in/mm)
30.9 / 784.9
Number Of Seats
2
Grab Rail or Strap
Standard
Frame
Steel
Body Material
Plastic
Hand Grips
Standard
Foot Peg Location
Driver and Passenger
Adjustable
No
Chain Guard
Yes
Drive Shaft Guard
No
Fork Guards
Yes
Saddle Bag Guard
No
Belt Guard
No
Hand Guards
No
Brush Guard
No
Heel Guards
No
Light Guard
No
Exterior Covers
Standard
Front Fender
Standard
Rear Fender
Standard
Top Crown
Standard
Stand Type
Kick
Lower Fairing
Standard
Spoiler
Standard
Handlebars
Standard
Upper Fairing
Standard
License Plate
Standard
Digital Instrumentation
Standard
Clock
Standard
Tachometer
Standard
Trip Odometer
Standard
Speedometer
Standard
Temperature Warning Type
Light
Fuel Level Warning Type
Gauge
Warranty (Months/Condition)
12 / Limited
Battery Warranty (Months)
0
Windshield Mounts
Standard
Paint
Standard
Folding
Yes
Windshield Lowers
No
Height Adjustable
No
Tinted
Yes
Height
Low
Underseat Storage
Standard
Lockable Storage
Standard
Helmet Locks
Standard
Headlight Mounts
Standard
Halogen Headlight (s)
Standard
Headlight (s)
Standard
Light Type
Halogen
Handlebar Lock
Standard
User Reviews
3 reviews
  • Best all around bike
    By  (I am an Owner) on Jan 05, 2014

    I bought this bike in the summer of 2013 as a comuter/weekend fun bike. It is comfortable in city traffic including rush hour traffic or bombing down the hwy at 150/kph. I have 12000 km on mine with no issues. I have upgraded the headlight to h4 dual beam and changed the front sprocket to a 15 tooth ...

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  • The Mustang II of sportbikes
    By  (I am an Owner) on Oct 20, 2013

    The first generation Mustangs grew in size; the 1973 model had become markedly larger than the original model. The pony car market segment saw decreasing sales in the early-1970s "with many buyers turning to lower-priced, fuel-efficient compacts. The Mustang was growing to become an intermediate-sized ...

    Subsequent to becoming president of Ford, Lee Iacocca ordered the development of a smaller Mustang for 1974. Initial plans called for a downsized Mustang based on the compact Ford Maverick, similar in size and power to the Falcon, the basis for original Mustang. Those plans were later scrapped in favor of a smaller Mustang based on the subcompact Ford Pinto. The final product was "less of a Pinto than the '64 had been a Falcon."

    The Mustang II now competed against sporty subcombact models that included GM's Buick Skyhawk, Oldsmobile Starfire, and Chevrolet Monza. The new model would also better compete with 2+2 import coupes such as the Toyota Celica, Datsun 240Z, and the Ford Capri. The marketplace adjusted to the oil embargo, increasing insurance rates, United States emissions and safety standards, and downturns in the economy, and waning consumer demand in the pony car segment. GM had considered discontinuing the Camaro and Firebird after 1972, and in 1974 Chrysler discontinued the Barracuda and Dodge Challenger, American Motors discontinued the Javelin, and lighter, more economical imported cars became increasingly popular - "in effect, filling the segment the Mustang had created, then abandoned. In 1973, the Mustang II returned to a size closer to the 1964 model, ultimately winning the Motor Trend Car of the Year. Just as the original Mustang had been based on mundane Falcon components, Iacocca and company decided to use some of the parts from the new-for-1971 subcompact Ford Pinto as the basis for the Mustang."[14] Though the Mustang II carried handling and engineering improvements, its performance was comparable to contemporary Detroit products.

    Competitors also included the Toyota Celica and the Datsun 240Z. Sales of such imports attracted fewer than 100,000 customers in 1965, but by 1972 demand had increased; therefore, the "Mustang II's mission was to capture a big slice of this sizable new pie. Available as a coupe or three-door hatchback, the new car's base engine was a 140 cu in (2.3 L) SOHC I4. A 171 cu in (2.8 L) V6 was the sole optional engine.A V8 engine option would not be available in a Mustang for the only time for the 1974 model year (except in Mexico). Almost replicating the initial 1964 Mustang's sales rush, "even without any real performance appeal, the '74 Mustang II brought buyers running into Ford dealerships.Sales for the Mustang II increased in 1974, making it the 6th best selling Mustang of all time with 296,041 sold. With oil crisis memories starting to fade" Ford needed a V8 in the Mustang II to return "performance to respectable levels." The engine bay re-engineered to accept the 302 cu in (4.9 L) V8 option for the 1975 model year, with revised hood and header panel. The engine was limited to a two-barrel carburetor and "net" 140 hp (104 kW; 142 PS). Testing by Road & Track "recorded zero to 96 km/h (60 mph) in 10.5 seconds, and a top speed of 171 km/h (106 mph)." The Mustang II's 302 cu in engine became Ford's first officially designated metric V8 Mustang. The Mustang II achieved record sales for 1975, making it the 9th best selling Mustang of all time, with 199,199 sold.In 1976, Ford offered the "Stallion" appearance group including styled wheels, blacked-out grille, bumpers and body moldings as well as the "Cobra II" appearance package with black grille, simulated hood scoop, front and rear spoilers, quarter window louvers, accent stripes and a cobra emblem on the front fenders - available with all engine choices. Automotive historian Gary Witzenburg observed that properly equipped, the thing actually performed pretty well by 1976 standards.The 1977 model year introduced a "Sports Appearance Group" for the Ghia model that was color matched to either black or tan paint, as well as several minor styling changes and color options for the Cobra II. Also new was a T-top option for the fastback featuring twin removable tinted glass panels.n 1978, the "King Cobra" became available. This was a limited edition version with 4,313 units produced. It featured a deep air-dam, stripes, and a "Pontiac Trans-Am style" cobra snake decal on the hood. The King Cobra was available only with the V8 to help bolster the car's performance image.

    On the momentum of the Mustang II's successful sales, a totally new Mustang was introduced for the 1979 model year.he Mustang II was named Motor Trend's Car of the Year, in 1974, the only Mustang to achieve that honor until 1994. Nevertheless, there were also mixed contemporary reviews including Consumer Reports reporting that "there are better subcompacts on the market than the Mustang II" and recommended the AMC Gremlin as a car that was at least as good, and in some respects superior, in terms of seating, noise level, normal and emergency handling, and acceleration; and Road & Track was of the opinion that the Ford was neither fast nor particularly good handling.

    Consumer reaction to the Mustang II was enthusiastic with a combined total production of the 1974-1978 models exceeding 1.1 million. "As the smallest, lightest Mustang since the original, it was a fresh start for Ford's pony car and a refreshing return to rationality. And it couldn't have been better timed, introduced just two months before the first "Energy Crisis" upended America. People came in droves to see the Mustang II-and to buy." "Not only did gasoline prices spike up, but its very supply looked to be in jeopardy. Economy immediately became a hot item, and this helped boost the smaller Mustang's first calendar year sales to 385,993."

    According to automotive historian Patrick Foster, "Ford executives decided to call the car 'Mustang II', since it was a new type of pony car designed for an era of high gas prices and fuel shortages". "Many people have never warmed up to the Mustang II, some even complaining it reminds them of the Pinto. But in its day, the public and the press sang praises for the little Mustang II. After all, a car with excellent fuel efficiency, sporty looks and a low price tag will always find acceptance. Mustang II was a success, simply because it was the right car at the right time."

    Automotive journalist, Michael Lamm, described Ford's Mustang II as "the best idea of the year" with the new model arriving to the market just in time "in the real world of shrinking space, limited energy and precious little clean air, dreamboat cars are out" ... this car "proves that the new breed of small cars can still be exciting!" Writers of the past few years tend to ignore the huge successes of the Mustang II and point out flaws as evaluated by today's standards. Opinions include noting in 2003 that "[i]f there were any steps forward in technology with the Pinto chassis, it was that it had a rack-and-pinion steering gear rather than the Falcon's recirculating ball, and front disc brakes were standard," Edmunds Inside Line wrote of the Mustang II: "It was too small, underpowered, handled poorly, terribly put together, ill-proportioned, chintzy in its details and altogether subpar.

    According to Edmund's, the 1974 base engine's 88 hp (66 kW; 89 PS) was "truly pathetic" and the optional V6's 105 hp (78 kW; 106 PS) was "underwhelming." (With the addition of mandatory catalytic converters in 1975 these outputs fell to 83 and 97 hp (72 kW) respectively.)[24] In 1976 the "standard four [-cylinder] swelled to a heady 92 hp (69 kW; 93 PS), the V6 increased to 102 hp (76 kW), and [sales were] a surprisingly stable 187,567 units-a mere 1,019 less than in '75." In 1977 the engines' power outputs dropped again, to 89 and 93 hp (69 kW; 94 PS)respectively, and production dropped "about 18 percent to 153,117 cars."

    Writers of today ignore the rave reviews of 1974-1976 models, and one even describes the Mustang II as "lamentable." The New York Times said in 2006 that defective steering, together with a fuel tank of the same design as in the Pinto, a car "forever infamous for exploding when struck in the rear," caused owners an anxiety that was "heightened by the fact that some Mustang IIs had Firestone 500 tires, notorious in the 70's for widespread failures." It continued: "Ford, not content to drag the revered Mustang name through the mud...added badges from Ghia, the venerable Italian studio that it had bought, to versions of the Mustang II with partial vinyl roofs and tacky opera windows."

    A 1995 book on the history of the Mustang refers to the introduction of "a lukewarm optional 302 V8 in 1975" and says that "the token revival of the Cobra name-appearing as the taped-and-striped Cobra II-the following year did little to stem the tide as customers grew less enchanted with the Mustang II's cramped quarters and weak performance." There was "a steady slide in 1976 and '77." Despite the 25-percent rise in sales for 1978, "not even the high-profile Cobra with its flashy decals and snazzy spats and spoilers could save the day for the second-generation Mustang."

    According to a 2003 retrospective by Edmunds Inside Line, the 1978 King Cobra "wasn't much more than a Cobra II with revised graphics and the hood scoop turned around backward..." This model was "visually about as nutty a Mustang as has ever been built" but "[m]ysteriously, production climbed to 192,410 units."[24]A review by Edmunds concluded: "As much as the Mustang II is despised today, Ford appreciated its success back then. The Mustang II kept the pony car spirit alive in the face of those very rough times ... no small achievement and reason enough to respect Iacocca's little jewel. Many Mustang enthusiasts disdained the Mustang II as an aberration, not a 'real' Mustang. It was, however, a product of its time, and many find it a desirable collectible today." While the Mustang II lags behind its original predecessors in terms of collectibility, "it as a historically significant car and a decent performance in its day at that" with "the 1978 Mustang II King Cobra is one '70s era Ford that deserves a spot in the enthusiast's garage."

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  • Funny Ninjet for all day
    By  (I am an Owner) on Aug 29, 2013

    One month ago kawa owner and is very handly, easy use for city and twisty roads!! 0-100 km/h in 6 seconds. Very happy with my ninja. Just 2 think I dont like: About 4 hours on kawa and you have ass pain and the display dont show the gear (My made in china italika RT 200 do that for 1250 dlls. My ...

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