2021 Honda CRF300 L and CRF300L Rally First Look

[Hugh Janus]

The 2021 CRF300L Rally has not been announced for the US market yet; sources say it will be. (Honda/)

It all started back in the late ’70s when Honda realized its CL350 Scrambler (a.k.a. Spaghetti Bowl Exhaust Manifold) could never be a serious dual-purpose crossover and consequently created the legendary XL250, a super-versatile lightweight powered by an air-cooled SOHC single so reliable that some are still circulating on the roads and trails of Southern California.

The original XL250 generated a family of derivatives and held on very competently till 2012, when Honda launched the CRF250L, an evolution of the CRF230L. The new model proved the most versatile and capable yet, powered as it was by a very innovative liquid-cooled single featuring a very advanced DOHC valve train, with valves set at a very narrow included angle resulting in a very compact and efficient cylinder head.

The CRF250L offered positive on-road/off-road versatility and proved highly capable and efficient. Time has now come for an update, and for 2021 the bike has been vastly revised, starting with the engine. Enter the new CRF300L, likely due to come to the USA sometime in 2021.

The 2021 Honda CRF300L is Euro 5 compliant. (Honda/)

To make it compliant with Euro 5 emission standards and gain power and flexibility in the process, the DOHC single has grown from its original 249.6cc to 286cc by increasing the stroke from 55mm to 63mm, while bore remains unchanged at 76mm. This extra displacement through longer stroke produced the expected benefits: a little extra power, from 24.8 to 27.3 hp at 8,500 rpm, and a more substantial increase in peak torque, from 16.7 pound-feet at 6,750 rpm to 19.6 pound-feet at 6,500 rpm. The whole torque curve is substantially improved and is much flatter from 2,000 rpm up. Compression ratio is unchanged at 10.7:1, while cam and injection timing have been adjusted to the new internal configuration in order to extract the full benefits of not only performance but fuel consumption and exhaust cleanliness. The transmission has also been upgraded with the adoption of an assist-slipper clutch.

The new CRF300L is 8.8 pounds lighter than the CRF250L it replaces. Weight reduction is always desirable, especially when it comes via a substantial improvement in chassis quality and performance. The frame structure remains unchanged in design, featuring twin main diagonal spars and a single downtube that splits into a double cradle under the engine; very solid. So solid that the Honda chassis specialists have reduced the size of both the front downtube (by 30mm) and the diameter of the lower cradle tubes (by 3mm) and the width of the upper cross tube (by 20mm). Not only is the frame lighter, it’s also better tuned in terms of lateral flexibility, which increases by 25 percent. The incorporation of a new cast aluminum swingarm completes the reduction of both weight and the overall rigidity of the chassis.

Honda has increased displacement of the CRF300L and CRF300L Rally by increasing the stroke by 8mm. (Honda/)

In his December 4 story “Chassis Flex is a Crude Technology,” Kevin Cameron explains how the theory surfaced in MotoGP and was applied to make the structure absorb bumps on the track surface that upset the stability of racers at extreme lean angles. But the final results proved controversial. In the case of a lightweight, dual-purpose bike of limited power like the CRF300L, the results are on the positive side, since in its case very high chassis rigidity can be a negative factor, reducing the ability to generate traction and giving less controllable reactions on dirt. The CRF300L chassis represents an evolution in terms of structural characteristics.

The wheelbase of this new chassis spans 57.2 inches, about 0.5 inch longer than the CRF250L. Ground clearance increases from 10 inches to 11.2 inches by lifting the engine inside the frame and adopting taller suspensions. The front Showa 43mm telescopic fork now features 10mm extra wheel travel, to 260mm (10.2 inches), while the link-actuated Showa single tube shock absorber increases the rear wheel travel by 20mm to 260mm total.

The seat height has grown by 5mm to 880mm (34.6 inches) total. The front end geometry receives a little touch-up, setting the rake/trail to 27.5 degrees and 109mm (4.3 inches) respectively from the previous values of 27.6 degrees and 113mm (4.4 inches).

The lightweight braking system uses a single 256mm front rotor paired with a two-piston caliper, while at the rear the single 220mm rotor uses a single-piston floating caliper. A two-channel ABS system is included as standard equipment.  The CRF300L rolls on 80/100-21 51P front and 120/80-18 62P rear cross-ply tires, emphasizing that the bike’s versatility hides a strong preference for a smart off-road use. The CRF300L is a very nicely designed bike, slim, with the 2-gallon tank rationally shaped where it meets the seat for an easier reach to the ground. Wet weight is a claimed 313 pounds. No sense talking of electronic suite here, as it’s limited to the ABS, the integrated ignition-injection management system, and the LCD instrumentation display.

Honda CRF300 Rally

After the CRF450R won the Paris-Dakar Rally, Honda developed the CRF250 Rally, and this version has been updated along with the CRF250L. The new CRF300 Rally differs from its leaner sister in only minor details.

The CRF300 Rally gets a larger, 3.4-gallon tank for a 250-mile range while maintaining an elegant and ergonomic shape. An extra 5mm of ground clearance improves its ability to ride over rougher obstacles with no problem. The steering geometry is the same as developed for the CRF300L, with 27.5 degrees of steering axis rake and 109mm (4.3 inches) trail, from the previous 28.1 degrees of rake and 114mm (4.5 inches) trail for a more agile steering response.

The CRF300L Rally shares much with the CRF300L but gets a rally-inspired fairing and larger fuel tank. (Honda/)

Given the higher wet weight of 338 pounds, the CRF300 Rally uses a larger 296mm front disc brake teamed to the same two-piston caliper. A two-channel ABS system manages braking. No other modifications separate the chassis of the CRF300 Rally from that of the CRF300L.

The most evident aesthetical factor underlining the CRF300 Rally’s preference for long-range adventure is the top mini-fairing, which offers good protection from the wind during long highway hauls. It is made completely out of transparent plastic and completely protects the double LED headlight. Black rubber seals encircle the bug-eyed double headlights where they meet the fairing, perhaps not a great styling element. But this does not affect the pleasant profile of the CRF300 Rally or prevent it from being a neat, capable dual-purpose bike.

Bug-eyed LED headlights give the CRF300L Rally a unique appearance within the Honda dual sport line. (Honda/)

Honda has not announced the CRF300L and CRF300L Rally as 2021 models in the US at the time of publishing, but word is that it will in the near future.

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