2021 Honda CRF300L vs. 2021 Honda CRF300L Rally Review First Ride

We ride the new CRF300L and CRF300L Rally dual sport bikes on the road and trail to determine their performance and how different riders might use them.

Honda’s smallest street-legal CRF has been updated for the first time since 2017, and the same goes for the Rally version that was introduced that same year. By increasing the stroke on the engines of the CRF250L and CRF250L Rally by 8mm, Big Red has increased the displacement by 15 percent to 286cc and renamed both models to reflect that additional 36cc. Honda invited us to test the new CRF300L and CRF300L Rally on the trails, two-track, and roads outside Copper Horse Riding Ranch near Santa Clarita, California, where we spent the day riding the non-ABS models.

2021 Honda CRF300L and 2021 Honda CRF300L Rally Updates

In addition to the displacement increase, engine improvements also include revised camshaft lift and timing; a new assist/slipper clutch; updated gear ratios; a different header pipe and muffler (which Honda claims are lighter and reduce sound); and a revised air filter.

Although the larger powerplant is certainly the focal point of the new CRF300L and CRF300L Rally, the two bikes feature several additional significant updates. The frame gets a 25 percent decrease in lateral rigidity, 30mm-narrower downtube, smaller downtube gusset, 20mm-shorter main pipe, and 3.2mm reduction in the cradle tube diameter, all intended to improve maneuverability and rider feel. The revisions made to the frame and crankcase net 1.2 inches of added ground clearance. A change from steel to aluminum on the lower triple clamp results in a claimed weight savings of 1.6 ounces. The redesigned swingarm’s rigidity has been reduced by 23 percent laterally and 17 percent torsionally, while a revised cross section and 15mm decrease in pivot width contribute to the component’s weight reduction of 1.6 ounces.

Fork and shock travel are increased by 0.4 and 0.6 inch respectively. The shock uses a different link, connecting rod, and new settings to suit the changes. The rear brake master cylinder and meter are new, as is the 10 percent larger kickstand foot plate, thinner rear sprocket, and hollow rear axle. Handlebar sweep has been increased, handlebar weights have been added, the front seat area and swingarm pivot cover are narrower, and the footpegs have been moved rearward. Honda claims to have decreased the overall weight of the CRF300L by 11 pounds versus the CRF250L.

Changes specific to the 2021 Rally version include a new 3.4-gallon fuel tank, a 20mm-wider seat rubber mounting cushion, and the addition of rubber platforms in the footpegs. The front fender, side covers, toolbox, and license plate bracket are said to be lighter. According to Honda, the CRF300L Rally weighs 9 pounds less than the previous-generation CRF250L Rally.

2021 Honda CRF300L vs. 2021 Honda CRF300L Rally Engine

The powerplants of the CRF300L and CRF300L Rally are identical, a 286cc fuel-injected liquid-cooled DOHC four-stroke that builds power in a smooth, linear manner. The engine’s character is fairly mellow, but it revs quickly enough to make it fun to ride in a spirited fashion. Engine-braking is detectable but not overwhelming; it can actually be beneficial, helping to slow the bike when entering turns on the road. Vibration is practically nonexistent thanks to the engine’s counterbalancer. The transmission shifts smoothly and definitively with minimal clutch input necessary.

At speed on pavement I found myself upshifting between 8,000 and 9,000 rpm to keep the engine in the meat of the power. Third gear worked excellently for the tighter twisty roads we encountered, while fourth had no problem pulling through the more gradual turns on the street. Sixth gear allowed a top speed of 75 mph in flatter areas, but the revs would drop away on any sort of upward incline, prompting a downshift to fifth; this proved to be the best all-around gear for most wide-open stretches of pavement.

I found myself using third gear for the majority of the dirt portion of the ride, as the bike could be lugged in wider turns and still got moving fast enough for most fire road straightaways. There were some optional, somewhat technical single-track trails, and on these I spent nearly all my time in second gear, as it’s low enough to get the bike moving from a stop without too much clutch use and get it moving at an acceptable trail speed. I didn’t use first gear all that much, but it’s certainly capable of crawling at very low speeds on tight trails.

Read the full review here: https://www.cycleworld.com/story/moto...

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