2021 Honda CRF300L Rally Review – First Ride

[Peon Maface]

Ever since the, “You meet the nicest people on a Honda” campaign, Big Red has been positioning itself as an ambassador for motorcycling. Not only by offering a range of motorcycles to attract new riders throughout the years, but also by promoting responsible recreation. Since the early 1970’s, Honda has been producing dual-sport motorcycles. Through the years, the popular XL line was offered in a wide range of displacements – many of which stayed in production into the late ‘80s. 

The CRF250L was the latest iteration of quarter-liter dual-sport motorcycles to come from Honda. Released in 2012 as a 2013 model, Honda has since sold more than 35,000 units – including the Rally model, which was released in 2016 for the 2017 model year. The rising popularity in off-road and dual-sport motorcycles – combined with the recent COVID-induced shot in the arm – has made finding certain models all but impossible on dealership floors. This was, of course, exacerbated by production and shipping delays that industries the world over have experienced as of late. Honda had hopes of the CRF300 models landing Stateside much earlier this year, but fate had other plans. What matters though is that it’s here now and should be hitting your local dealerships any day. So, let’s have a look at the 2021 Honda CRF300L & Rally. 

Similar but different

The basic foundation between the standard L and Rally model of the CRF300s is quite similar. The two machines share many of the same components, most of the chassis, and use the same 286cc Single that was updated this year with an 8mm longer stroke resulting in the 36cc bump in displacement. 

Six years ago the Honda CBR300R received the same treatment, so it was natural that the bump in displacement would make its way to the CRF-L, which has shared engines with the wee CBR since its inception. The last time we dyno’d the CBR300R, it spat out 26.2 hp at 8500 rpm and 17.4 lb-ft of torque at 6800 rpm. That was an increase of four horses and two pound-feet from the previous 250cc mill. 

The engine update comes with revised cam timing and lift said to create better low- to mid-range power. Inhalation/exhalation have also been revised with airbox updates and a new exhaust system with a lighter header and muffler that are also said to be quieter. Better for sneaking around the hills you’re probably not supposed to be riding in. 

The transmission also features closer gear ratios for 2021 with first through fifth gear closer than before whereas sixth feels mostly like an overdrive gear for highway cruising. Honda also claims the clutch pull, which was light before, now requires 20% less effort thanks to its new slip/assist clutch.

The 2021 Honda CRF300L and Rally now have a larger kickstand platform to help keep the bike upright while parked on loose surfaces.

Honda reduced weight wherever it could for the 2021 CRF300 models which led to an 11 pound weight reduction to the L model, and a nine pound loss on the Rally. From swapping out steel to aluminum on the lower triple, to a redesigned lighter, less rigid swingarm, many small reductions of weight have been made throughout, which adds up when you tip the scales. Honda claims the L weighs in at 309 lbs wet (311 with ABS), while the Rally is said to be 333 lbs (337 with ABS). 

As usually seen with weight loss, the CRF300’s waist has become more narrow and rigid in key areas. This new frame and crankcase design gives the CRF300L and Rally more ground clearance too, 11.2 and 10.9 inches, respectively. 

The same 43mm Showa suspenders are in use, however travel is increased to 10.2 inches on both ends for both models. Preload remains the only adjustment available. The two models also use the same spring rates and damping, although the Rally’s fork (and spring) are slightly longer. More on that in a bit.

Ergonomically, the two are also similar in that the front of the seat is narrower to better help riders get a firm footing on the terra, and the footpegs have also been moved slightly rearward. According to the spec sheet, the wheelbase has also increased by 0.3 inches from prior years. 

The new display is now easier to read, with larger characters and better contrast. In addition to better visibility, riders also get more info including a gear position indicator, fuel mileage, and fuel consumption. Even the meter is said to be .01 pounds lighter. 

CRF300L Rally

2021 Honda CRF300L Rally

Editor Score: 82.0%

Engine	17.0/20
Suspension/Handling	10.0/15
Transmission/Clutch	9.0/10
Brakes	7.0/10
Instruments/Controls	4.0/5
Ergonomics/Comfort	8.5/10
Appearance/Quality	9.0/10
Desirability	9.0/10
Value	8.5/10
Overall Score	82/100

We’ll start with the Rally for riding impressions since my day of testing began on the rally-inspired machine. Most riders I came into contact with when I was cruising around on the CRF250L Rally three years ago seemed to really like the styling. I remember during our lightweight ADV shootout getting compliments from young and old dual-sport riders out on the trail. Now, for 2021, the Rally gets even more purposeful upgrades to help its long-haul capability over the L model. 

The Rally’s larger fuel tank has gained 0.7 gallons compared to previous year’s putting capacity at 3.4 gallons. Honda says this could yield up to 250 miles per tank. And who knows, if you’re game, your backside might not mind either thanks to the Rally’s wider cushy seat. That new seat also sits on rubber dampers to help ease any bad vibrations attempting to make their way to your backside. Rider footpegs also receive the rubber treatment for the same purpose. Handlebar weights on either end continue the fight for a smooth ride. 

As before, the extra frame-mounted fairing up top and below keeps the wind blast off of your chest and legs. While cruising down the highway at 60 mph you can feel all those extra components doing their job, or, well, it’s more that you can’t feel them doing their job. The ride is exceptionally smooth and the plush suspension kind of feels like an old Cadillac as you float over road imperfections that you’d never know were there. 

That’s not the entire story though. As you close in on 7000 rpm from that smooth ride, vibrations increase quickly. It reminds you that we’re dealing with a Single cylinder motor, and although it wouldn’t cause any concern for me, sensitive folk be aware. 

Our time off-road on the Rally was spent on mostly smooth, slick and dry fire roads. Remember that ultra plush suspension I mentioned? It eats up the imperfections just as easily off-road. The problem arises with pace – in that it’s hard to feel what is going on where the tires meet the terrain. If you’re putting around, it’s great at delivering a comfortable ride, but if you want to push the pace, you’d be better suited to the L model. The Rally seems to move through the stroke quickly with what feels like little damping. On the street, it’s the same story, but you (hopefully) won’t be teetering on the edge of traction. So, you’ll likely be a-okay. 

Despite its larger rotor, the front brake on the Rally model felt weaker than the L’s.

One other niggle for me was the front brake on the Rally, despite its rotor being 40mm larger than the L model at 296mm, it managed to feel weaker. Perhaps the softness and dive of the fork contributed to this feeling, but it was enough to make me wonder if the brakes had been bedded in before our ride. Rear brakes on both models were easily modulated, although the pedal felt a tad low. 

All these things considered, I think the CRF300L Rally is an even better, and more focused, bike than before. Rather than just some styling elements, a larger tank and wind protection, Honda has taken the extra step to turn the Rally model into a better tourer for those looking to dabble in the ADV world. At $5,999 ($6,299 with ABS) it’s just slightly more than the Kawasaki Versys-X, and in our last comparison, it did a bit better off-road. 

CRF300L

2021 Honda CRF300L

Editor Score: 86.5%

Engine	17.0/20
Suspension/Handling	13.0/15
Transmission/Clutch	9.0/10
Brakes	9.0/10
Instruments/Controls	4.0/5
Ergonomics/Comfort	8.5/10
Appearance/Quality	9.0/10
Desirability	9.0/10
Value	8.75/10
Overall Score	87.25/100

After riding the plush Rally model, I had the chance to spend the rest of the day on the standard CRF300L. Most of that time was spent off-road with paved transfer sections connecting trails and fire roads. Both of the models we tested were not equipped with ABS. I think it makes sense that Honda is giving riders the option here. Experienced riders will likely opt to save the $300 while newer riders will appreciate the safety net while still having the option to disable ABS to the rear wheel with the push of a button when desired. 

Jumping on the L, the lower 34.7-inch seat height was immediately noticed, as was the difference in suspension feel. While the Rally felt like it almost pogo’d back and forth, the L felt like it was in a better place in the suspension stroke. This starts to make sense after learning that the two models share the same spring rate and damping despite the Rally’s extra weight, particularly from the fuel tank. I was looking forward to our off-road ride even more just from sitting on the L in the parking lot. 

It wasn’t long before winding highways gave way to tight single-track. A few climbs in and I felt the new motor and gear ratios were really helping the new 300L off-road. Although you can rev the 300 out pretty far, staying in second kept the bike motoring easily up tight rocky trails confidently where I might have just revved out through first gear on the previous iteration. The suspension, while admittedly soft, also seemed to be keeping up better on the L model. Thinking back to the winding canyon roads, even the front brake – despite its 40mm smaller rotor – seemed to slow the machine without nearly as much dive in the fork that the Rally had. Since both models were equipped with semi-knobby IRC Trails GP-22R tires, I wasn’t exactly hammering the brakes on the pavement. 

You don’t get the wind protection the Rally offers on the L model, but with how well the L was performing for the proper dual-sport testing we were putting it through – and what I would personally want to do with the bike – the L was showing me a good enough time off-road that I wouldn’t mind losing the wind protection.

Honda did a good job of illustrating the versatility of these machines as well. Staying local, just an hour outside of the LA metro area, we got a taste of exactly what is so alluring about these dual-sports. Using them to commute or to run errands around town, and then on the weekend taking off to the closest trails and being able to tackle fire roads and single track – all with the same bike. 

In the end

For new or experienced riders, the 2021 CRF300L and Rally offer two options that fill two distinctly different niches within the small-displacement dual-sport category – those looking to go further, and those looking to explore harder. The great thing about these bikes is that they give you a license (plate) to access more areas to ride whether it’s trails, fire roads, or highways. 

Of course, Honda isn’t the only one to have recently given us a go on its new 300-class dual-sport. We’ve already been monitoring the interest in how Kawasaki’s new KLX300 stacks up against the Honda CRF300L, so stay tuned to MO if you’re keen for a comparison. 

2021 Honda CRF300L
+ Highs Excellent all-around performer at a bargain price Great handling Good suspension despite its economy price	– Sighs Buzzy at freeway speeds Feels heavy next to a proper dirtbike Not much wind protection

2021 Honda CRF300L Rally
+ Highs Rally-styling looks the part Smooth highway manners All-day comfy ergos	– Sighs Mushy suspension action compared to the CRF250L Front brake feels weak Still buzzy at freeway speeds

In Gear Helmet: Fly Racing Formula $490 Jersey: Fly Racing Lite $50 Pants: Fly Racing Lite $180 Gloves: Fly Racing Lite $22 Boots: Sidi Atojo $525

Specifications	2021 Honda CRF300L	2021 Honda CRF300 Rally
Engine Type	Liquid-cooled, single cylinder DOHC, four valves
Engine Displacement	286cc
Bore x Stroke	76.0mm x 63.0mm
Compression Ratio	10.7:1
Max. Power Output	27.0 hp at 8500rpm (claimed)
Max. Torque	19.6 lb-ft. at 6,500rpm (claimed)
Oil Capacity	0.5 gallons
Carburation	PGM-FI electronic fuel injection
Fuel  Capacity	2.1 gallons
Battery Capacity	12V-7AH
Clutch Type	Wet multiplate, assist/slipper clutch
Transmission Type	6-speed
Final Drive	Chain
Frame	Steel semi-double cradle
Front Suspension	43mm telescopic inverted fork
Rear Suspension	Pro-Link
Brakes Front	256mm x 3.5mm disc with two piston caliper	296mm x 3.5mm disc with two piston caliper
Brakes Rear	220mm x  4.5mm disc with single piston caliper
Wheels Front	Aluminum spoke
Wheels Rear	Aluminum spoke
Front Tires	80/100-21M/C 51P
Rear Tires	120/80-18M/C 62P
ABS System Type	2 channel ABS
Instruments	LCD
Headlight	Bulb	LED
Taillight	Bulb
Length	87.8 inches
Width	32.3 inches	36.2 inches
Height	47.2 inches	55.7 inches
Wheelbase	57.3 inches
Rake x Trail	27.5°/4.3 inches
Seat Height	34.6 inches	34.8 inches
Ground Clearance	11.2 inches	10.8 inches
Curb Weight	313 pounds (claimed)	337 pounds (claimed)

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The post 2021 Honda CRF300L & Rally Review – First Ride appeared first on Motorcycle.com.

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Source

[XTreme]

When the Beemer goes (probably due to age catching up with me even more) it'll be replaced by a CRF!

There are no other options left!

[Pedro]

12 hours ago, XTreme said:

When the Beemer goes (probably due to age catching up with me even more) it'll be replaced by a CRF!

There are no other options left!

Because of mobility, won’t this be quite tall to throw your leg over? 

[XTreme]

1 hour ago, Pedro said:

Because of mobility, won’t this be quite tall to throw your leg over? 

I'm super flexible......it's just that my knees don't cope with too much weight!

[Sir Fallsalot]

8 hours ago, XTreme said:

I'm super flexible......it's just that my knees don't cope with too much weight!

I think the seat height is about 4" higher than your BM but it's a lot lighter

[XTreme]

19 minutes ago, Sir Fallsalot said:

I think the seat height is about 4" higher than your BM but it's a lot lighter

I'll be on one eventually!

[Sir Fallsalot]

3 minutes ago, XTreme said:

I'll be on one eventually!

I spoke to Honda here to see if they had a demonstrator for me to have a go on and he just laughed at me. He said if i ordered one today i'd be lucky to get one by September the demand is so high they cant supply them fast enough. Luckily i know someone who has one and has offered me a go 

[XTreme]

4 minutes ago, Sir Fallsalot said:

I spoke to Honda here to see if they had a demonstrator for me to have a go on and he just laughed at me. He said if i ordered one today i'd be lucky to get one by September the demand is so high they cant supply them fast enough. Luckily i know someone who has one and has offered me a go 

It amazes me that Yamaha and Suzuki haven't offered anything in that category for years.

[Sir Fallsalot]

4 minutes ago, XTreme said:

It amazes me that Yamaha and Suzuki haven't offered anything in that category for years.

Kawasaki got their version of it KLX300 but we all know how that goes just ask @Tym 

[XTreme]

3 minutes ago, Sir Fallsalot said:

Kawasaki got their version of it KLX300 but we all know how that goes just ask @Tym 

Not even sold here!

[Sir Fallsalot]

Just now, XTreme said:

Not even sold here!

To be honest it looks a good bike with a proven engine

[boboneleg]

22 minutes ago, Sir Fallsalot said:

I spoke to Honda here to see if they had a demonstrator for me to have a go on and he just laughed at me. He said if i ordered one today i'd be lucky to get one by September the demand is so high they cant supply them fast enough. Luckily i know someone who has one and has offered me a go 

Don't ride it like your XR400 or a DR350 because you won't get anywhere.  There's no power off the bottom so you can't knock it through the gears and let the torque do the work.  You have to thrash the engine and then it will make sense, hold onto the gear longer.  A lot of people just can't get on with them as they think there's no power but you just have to re-train your brain.

My mate sold his 300L in less than 2 months but he's a serial bike changer so that might not say much.

[skyrider]

23 hours ago, XTreme said:

When the Beemer goes (probably due to age catching up with me even more) it'll be replaced by a CRF!

There are no other options left!

WITH KNOBBLIES 

[Sir Fallsalot]

29 minutes ago, boboneleg said:

Don't ride it like your XR400 or a DR350 because you won't get anywhere.  There's no power off the bottom so you can't knock it through the gears and let the torque do the work.  You have to thrash the engine and then it will make sense, hold onto the gear longer.  A lot of people just can't get on with them as they think there's no power but you just have to re-train your brain.

My mate sold his 300L in less than 2 months but he's a serial bike changer so that might not say much.

I liked the 250 on all the back roads and a few trails i snuck in around Bridgend without blunder road knowing where i was left wanting was on the open roads hoping the 300 will bridge the gap. But i'm also considering a Beta X trainer the CRF is the sensible option but when have i ever been sensible lol

 

[XTreme]

23 minutes ago, Sir Fallsalot said:

I liked the 250 on all the back roads and a few trails i snuck in around Bridgend without blunder road knowing where i was left wanting was on the open roads hoping the 300 will bridge the gap. But i'm also considering a Beta X trainer the CRF is the sensible option but when have i ever been sensible lol

 

You getting another bike Fred? 

[Sir Fallsalot]

2 minutes ago, XTreme said:

You getting another bike Fred? 

If covid never hit i would have bought a Beta X trainer the beginning of last year but in the meantime the CRF300l came along and now i'm torn between the two. i want something to take the strain off my XR. Thinking of selling the CB to make room but might all be another pipe dream lol

 

[XTreme]

3 minutes ago, Sir Fallsalot said:

If covid never hit i would have bought a Beta X trainer the beginning of last year but in the meantime the CRF300l came along and now i'm torn between the two. i want something to take the strain off my XR. Thinking of selling the CB to make room but might all be another pipe dream lol

 

Wife don't mind you buying them then?

[Sir Fallsalot]

1 minute ago, XTreme said:

Wife don't mind you buying them then?

No shes not bothered, she has her money and i have mine once the bills are paid we spend it how we like within reason 

[boboneleg]

6 hours ago, Sir Fallsalot said:

If covid never hit i would have bought a Beta X trainer the beginning of last year but in the meantime the CRF300l came along and now i'm torn between the two. i want something to take the strain off my XR. Thinking of selling the CB to make room but might all be another pipe dream lol

 

Buying a Beta, what model of Honda is that ???

[XTreme]

2 hours ago, boboneleg said:

Buying a Beta, what model of Honda is that ???

They used to have Suzuki engines didn't they?

[Sir Fallsalot]

3 hours ago, boboneleg said:

Buying a Beta, what model of Honda is that ???

I know it will be a whole new experience for me 

[Pedro]

They're doing quite well as enduro race bikes in Portugal, and there's quite a few around in the north currently. They ride pretty hard terrain there, wether that translates into a good trail bike I don't know. They are also quite reasonably priced, too, compared to KTM or Honda

[Sir Fallsalot]

4 minutes ago, Pedro said:

They're doing quite well as enduro race bikes in Portugal, and there's quite a few around in the north currently. They ride pretty hard terrain there, wether that translates into a good trail bike I don't know. They are also quite reasonably priced, too, compared to KTM or Honda

There's a number of things i can list off the top of my head i like over enduro bikes.

Low seat height

A comfier seat

road bike service intervals

£3000 cheaper than most enduro bikes

Serviceable items should last longer chain tyres etc 

Good fuel economy

Only thing i can think of that might bother me

Will i miss the stomp of the bigger bike on the open road and the low down torque

Will the soft suspension cope with my lardy arse (don't say loose weight that ain't going to happen)

 

[Pedro]

2 hours ago, Sir Fallsalot said:

 

Will i miss the stomp of the bigger bike on the open road and the low down torque

Will the soft suspension cope with my lardy arse (don't say loose weight that ain't going to happen)

 

On the open road, I think you’ll miss the heavier bike.

Just factor that some of those 3000 quid savings will go into a suspension tune to suit it to your weight. I don’t know how much you weight but they are surely tuned for an aggressive 75kg rider. You might not be so aggressive, which will help, but still need stiffer front springs and maybe rear.

[Sir Fallsalot]

5 hours ago, Pedro said:

On the open road, I think you’ll miss the heavier bike.

Just factor that some of those 3000 quid savings will go into a suspension tune to suit it to your weight. I don’t know how much you weight but they are surely tuned for an aggressive 75kg rider. You might not be so aggressive, which will help, but still need stiffer front springs and maybe rear.

There's no adjustment on the front or rear so what you get your stuck with. If i got one i have thought of spending some of the savings on a few things to personalise it suspension being one of them