They're more powerful than 125cc bikes but not hugely expensive in cost and insurance. That's why 250cc machines are popular.
For those who have recently passed the A-licence test, power outputs fall well within the restriction that applies for two years after passing the test.
Honda's CBF 250 is a good example of this kind of machine. Think of it as the big brother of the renowned CG125 - it has all the same virtues in a bigger package.
Down the years Honda has always enjoyed a reputation for build quality, finish and reliability and this CBF 250 which we tested is, in that sense, typical.
There is nothing extreme or radical here - this bike is as orthodox in terms of today's motorcycling as you can get, and no worse for that. Styling is crisp, modern and very European. The engine employs that decades old Japanese principle - a small cylinder capacity running at twice the speed manufacturers once thought attainable.
From the earliest appearance of Japanese machines in this part of the world, we learned that a 250 which "red-lined" at 10,000 rpm was nearly equivalent of what then was a typical British 500cc bike.
To this day it still seems strange to see 6,800rpm on the rev counter at 100km/h. Strange, but not disconcerting because so well-balanced is the engine that it doesn't feel or sound that it's turning over that fast. Just like the CG 125, it thrives on revs and runs like a sewing machine.
The six-speed gearbox is typically Honda - smooth and precise, just as it should be. At low revs, within city limits, the full range of gears can be used and this gives pleasant, nicely controlled and unobtrusive progress. In the country, keeping the tacho around the 7,000 to 8,000 rpm mark makes for quite brisk progress.
With a power output of 15kW (20.5hp) at 8,000rpm, the CBF250 doesn't fall into the arm-wrenching, unbridled power category, so brisk main road overtaking is not an option. However, it can hold its own in all normal traffic conditions.
Flat out it can just about reach the 125km/h motorway limit, yet at 100km/h cruising speed it feels like it will run for ever. As with most high-revving, small capacity engines torque is modest - 22Nm (16.2ft..lbs) at 8,000rpm.
What struck us most about this machine is how light it feels, and how easy it is to ride. At 138.5kg it's only 12.5kg heavier than the CG125. It's every bit as easy to ride, being completely vice-free.
Being utterly unintimidating, it's ideal learner bike for anyone who qualifies for the A-licence. Indeed, it's a better machine to learn on than typical 125cc machines, especially for those intending to progress to something larger.
This Honda, or any 250, wouldn't be our personal choice for an every-weekend Dublin-Cork or Dublin-Galway trip, even though it's well capable of distance work provided you're content to go with the flow.
In town it's a delight. There's enough power and acceleration to make progress whenever the opportunity presents itself. Brakes are first-rate, smooth and progressive. In short, everything a commuter-learner bike should be.
Mirrors are well-placed, giving a good rear view. Riding position is comfortable, with controls well placed. Speedo and tacho are clear and easy to read and, between them, a useful LCD display for clock, fuel, trip and total distance.
Demand for good, used 250s is steady, so, coupled with the Honda reputation for reliability, it should hold its value better than most.
If you want nothing more exotic, it's a machine which ought to give you many years of trouble free service.
TECH SPEC
ENGINE: 249cc, air-cooled, single-cylinder, 4-stroke, DOHC, 4-valve, 9.3:1 compression. 15.3kW @ 8,000rom, 22Nm at 6,000rpm; 6-speed gearbox, chain drive
CHASSIS: Semi-double-cradle, steel tube; Ally swinging arm, 37mm front forks with 130mm travel; rear: Monoshock, 100mm travel; 17" alloy spoked wheels; brakes - front single 276mm disc, 2-pistion callipers - rear 130mm drum
DIMENSIONS: Wheelbase 1,370mm, seat height 830mm, dry weight 138.3kg, fuel tank 16 litres
PRICE: €5,699. Insurance group 5