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i have sold my r15 v1 and buyed cbr 250 r and i really like its perfomance against r15..

cbr is tourer and r15 is track bike. r15 is really gud for zig zac in city traffic cbr is not like that its has gud low end torque and you can easily cruise 140 kmph to 145 kmph on cbr and on r15 u cuden't cruse all time at 140.
that was your top speed on r15 and cbr's top speed is 160 + as quoted by many cbr's owners.
and about issue in cbr i dont have any issue in my bike till now (touchwood) so i am happy wid my cbr.

the minor issue are there in r15 too..

Redlining actually strains the engine. If you can shift in such a way that you are near the peak power all the time, then it is enough.
Upshifting will bring the RPM down by 1-1.5K RPM, depending on how quick you shift&how much the clutch is pulled in. So, 9.5K RPM upshift would still mean~8-8.5K RPM which is peak power output.

Hope you have read the points in bold, in addition to their replies.
I will try to make it a bit clear.
CBR is a different bike compared to R15. It is torquey, not track based, and projected as a sports tourer. This bike will excel in day to day, real life usage, with usable power everywhere, in all conditions. It is not about outright power but about how well you can make use of it. Get the drift?
If you are looking for aggressive race based high revving performance, CBR is not the bike for you.
R15 has been blessed with the Deltabox frame which makes it superior to even Ninja in the handling department. It has a typical supersport nature with poor low end torque&all power being thrown up after a certain RPM.
Sweet spot/power band concept is not really applicable to CBR. It has oodles of torque spread evenly across the rev range.

As for me, I have a July 2008 R15 too. I enjoy redlining in traffic&cutting through gaps, bending etc. The bike is supremely flickable. I have used the bike for touring also, but felt it is not an ideal tourer. This is not due to the seating posture alone, but due to its being lightweight, prone to crosswinds, low torque. Every overtake of a bigger vehicle needs 2 downshifts atleast.
I am not saying R15 sucks on touring-its just that I would prefer another bike on touring which is heavier, has more torque and higher cruising speed.
Oh yeah, coming to cruising, I would ideally say that a bike is cruising when it is utilizing 70-80% of its power. R15 can go on all day long between 120-130, but it is not exactly cruising, as 90% of its power is already used up. Check the FE to confirm this.
As mentioned above, CBR can go upto 137kmph with one gear left. This is the speed my R15 maxxes out at. Though my friend has once hit 144kmph, I don't believe R15 has anything much left after 135kmph on the speedo, which is at the max 130kmph true.

Bottom line: CBR is an upgrade if you intend to tour. If you are looking for track based performance, this is not it. Look elsewhere.
Give a hard thought about what you want to use the bike for.

My next bike will be only for touring&I am waiting for the ideal one to come in, which fits both my budget and requirements.
Oh btw, I didn't like the Ninja!

@All: Sorry for the long post.

@MJ1984 bro i really doubt your post is not in the rite sense to ask a doubt. there's an inner meaning in most sentences that you need to prove an R15 is better than a CBR. And as you said before you like/satisfied with your bike then what was the intention of such a post. I don't mind anyone saying CBR is worst or something but everyone don't take it like that. I will find in the next few pages everyone will quote your comment and will start another non-interesting topics. As @aargee said its an ownership thread and we need to keep it clean. Hope you take it in the rite sense.

Power and Torque maps?

Brilliant answers! Perfect.

I completely agree. Let's try to stick to the ownership experiences.

Here's one topic I wanted to put up today:

Has anyone been able to get the torque curve and the power curve for the CBR? I think I can map out the trend, but it would be good to get an accurate one. I think it will be useful in explaining the behaviour and characteristic of the engine, leading to better understanding of how to get the best out of the ceeber.

Hope this helps...

Just a small query: Do the MC41 and MC42 engines have same curves?

Asking this because I reckon the above shows the curve for the MC41 engine (Thai Spec).

Quick answer would be No

Nice! Thanks!

Just fyi for those who are not aware:

1 CV = 1.014 hp
1 kgm = 9.81 Nm

The black line is what we have to look at, not the blue.

Basically, the numbers showing up on the graphs don't exactly match the engine specs given out by Honda, but pretty close.

The bumps you see towards the end on the power graph, that is what affects a perfect gear shift. I'm not sure if can really done by seeing the odometer, I think it's more of a feel. The sound you hear from your bike. Like how a musician tunes his guitar without a tuner.

The pros on this forum, please clarify as what I've said above is more theoretical. Let me ask you this - If you give a bike you've been riding for a while(any bike) to someone and you tell them to shift gears at X rpm, will their time be the same as yours?
I ask this because I usually my gear shifting is guided by the engine sound, not the rpm meter. Does this play an important role?

Please correct me if I've been wrong in any of the above statements.

Guessed so. Which brings me to my next query: Is the Indian version detuned only by the ECU? Again, asking this as I heard rumors in the SVC that Honda will be bringing in the Thai spec ECU here.

^^^ + Valve angle; Aah!!! rumors!!! I wouldn't believe unless it happens.

Yes of course . As of now I'm more interested in their rumors that my parts will arrive before Dusshera (or Durga Puja as it is known in this part of the country). I'm yet to get a definite estimate of the total cost, but rumors say it's in excess of 22k.

Though we live in a different part of the country, we're aware of what Dusshera is about

Don't expect miracles, I heard it only helps a rich mixture in top gear

If they plan to make the change on the bikes that have already been sold, it has to be a change in the Fuel mapping(and hence the BSFC curve) on the ECU, ie, an adjustment of the A/F ratio.

I don't know about valve angle change...Could someone explain to me how it is done?

Also, I don't know the reasons behind the detuning of indian bikes. Emmision norms?