Nice article, great pics. If you study the pics, you'll notice a subliminal Robbie dig (HAI/Gateway is, after all, a Schweizer dealer). Note that there are two pretty big/tall lads crammed into the R.22, while the small and slender duo are luxuriating in the relatively roomy 300CBi cockpit. No accident, that.
Which is better? Well note how neutral the article is. "Better for what" is the question - the R.22 goes faster on less fuel, is very mechanically reliable if treated gently , has kick-ass tail-rotor authority, and is pretty cool looking. Once you get the feel for the ship, it is very easy to fly
OTOH, as Frank Robinson has stated numerous times, the R.22 was not initially intended as a trainer. (That's an interesting statement, as his original dealership contracts decreed that Robinson dealers had to provide flight training, in the R.22.) No matter what, the Robbie is fairly fragile - it would be interesting to see the stats on the ratio between full-down autos and airframe damage. Then there's the double-edged sword of the governor, a great device until an unaware pilot pulls power past the MP limit on a takeoff or too-steep approach and the RPM starts to decay. And of course, low-G and the teetering rotor, not always the best thing for a student pilot or low-hour private owner. It's also pretty small inside, and while it has under-seat storage, using it might be hazardous to your health in the event of a hard landing.
The 300CBi (or CB) is infinitely more robust, and forgiving of student ham-handedness. We have CB's with over 4,000 hours on the airframe which have spent every one of those hours in the hands of students. When you watch a Schweizer do full-down after full-down, day after week after year, without suffering at all, you appreciate the fact that the H269 type was absolutely and exclusively designed as a trainer. However, it's noisy, slow, burns about 2.5 GPH more per hour, autorotates like a brick, has a somewhat anemic tail-rotor, and no storage space to speak of. The engines have a relatively short TBO (but no MP limit) and you may experience a few more little annoying kinds of problems from day to day.
For a "personal" helicopter, the kind to fly to an executive job or cabin in the boonies, the R.22 makes a pretty good ride.
For a helicopter to train new students, do full-downs, hover autos, practice engine failures, running landings and all the things you do over and over, every day all week at a flight school, the Schweizer is the hands-down winner. When you run the numbers for flying the aircraft past 3,000 or 4,000 hours, there is almost no difference in the total cost of ownership between a new R.22 BII and a 300CBi, especially when you factor in the costs and down-time of repairing the R.22 (again) after another less-than perfect full-down.