Honda certainly has a proud history of producing small four-stroke dual sports that are well-rounded, easy-to-use, reliable and economical, going back to the early 1970s. That same winning formula has made the CRF250L platform the company’s best-selling dual sport with over 35,000 units delivered since its introduction in 2012. For 2021, Honda’s small displacement dual sport line takes a leap forward with the release of the CRF300L and CRF300L Rally.

Rumblings of a new 300cc CRF began appearing at the end of last year but it took several months before we could confirm the updated models would be coming to the states. Not only did we learn more power was on the way, but also upgrades to the suspension and weight reductions — three areas of improvement CRF250L fans have been longing for.

In developing the new CRF300L and CRF300L Rally, Honda had two separate goals in mind. For the standard CRF300L, they wanted to improve its off-road performance without negatively impacting its friendly, approachable nature. With the CRF300L Rally, they wanted to enhance its long-range comfort, while not affecting its all-round performance. Maintaining a low price point for the value-minded rider was also a priority with both models. Has Big Red pulled it off? We’ll get into that and more but first let’s go over some of the upgrades.

What’s New

Starting with the engine, Honda increased the stroke to boost displacement to 286cc, revised the intake cam timing, and improved the combustion chamber and intake efficiency for a 10% improvement in horsepower and 18% more peak torque. To further aid acceleration, Honda tightened the spacing of 1st through 5th gear, making 6th gear more of an overdrive gear. And smoothing out the delivery of power is an all-new slip-assist clutch with a 20% lighter pull.

A new exhaust, frame, swing arm, and triple clamp have all contributed to weight reductions. The standard CRF300L is now 12 pounds lighter than the outgoing 250cc model and the CRF300L Rally has shed 9 pounds compared to the old version. The revised frame was also designed to increase maneuverability, improve feel, reduce the bike’s width, and increase ground clearance. Both bikes get optimized suspension settings for improved off-road handling as well.

Previously, the CRF250L and CRF250L Rally had different suspension travel numbers. This year, both bikes feature the same 10.2 inches front and rear. That translates into an increase of 0.4 inches in front and 0.8 inches in the rear for the standard CRF300L, while the CRF300L Rally loses 0.8 inches in front and stays about the same in the rear.

The seat height on the CRF300L has gone up slightly (0.3 inches) with the longer-travel suspension but the Rally’s perch stays the same. Ground clearance gets a modest bump of 0.3 inches on the Rally but the standard CRF300L’s underbelly is a full 1.2 inches higher off the ground. Wheelbase has been shortened (0.3 inches) on the CRF300L compared to the CRF250L while the Rally remains about the same, and there are some minor differences in the steering head angle for the Rally as well.

Ergonomics on both bikes have gotten some updates like the 7/8-inch handlebar’s sweep that now offers a more-neutral elbow position, a seat with a slimmer front makes putting a foot down easier and foot pegs were moved rearward to ease shifting. Also, an all-new LCD display now shows gear position, fuel consumption and fuel mileage. In addition, both bikes get a stronger kickstand with a larger foot for improved stability while parked.

Other changes specific to the CRF300L Rally include a bump in fuel capacity from 2.7 gallons up to 3.4 gallons for a welcome increase in range. And to smooth out those vibes on the highway, Honda installed a set of handlebar weights and rubber inserts for the foot pegs. As in previous years, the Rally gets some extras the standard model doesn’t, like the aforementioned larger tank, a small windscreen, wrap-around skid plate, flappy hand guards, a larger-diameter front disc brake, and improved LED lighting. Both bikes can also be ordered with an ABS option, which adds $300 to the MSRP.

On the Street

Sitting on the bikes for the first time, both models have similar ergonomics. There is a comfortable reach to the bars and adequate leg room for my 6-foot 2-inch frame. The seat on the Rally has a plusher and wider feel that is more comfortable for longer journeys, yet with both seats there is no way to avoid sitting on the seat strap. Luckily, the strap can be easily removed with two bolts.

Acceleration up to highway speed now feels more similar on both bikes. With the previous 250cc engine, the heavier Rally felt sluggish on the gas hauling my 215-pound body plus gear. It now gets up to speed without as much strain and once there, the small Rally windscreen does a good job of blocking the wind up to about forehead level.  

With the Rally’s new bar inserts and foot peg covers, it has a smoother feel in top gear compared to the outgoing 250 Rally but the vibrations are still there. It’s not just in the handlebars and pegs; the tank and frame also send vibes to your body. What’s made the biggest difference in smoothing things out though is the gearing change. Now the bike can cruise at 70-73 mph without getting excessive vibes. Right around 73 mph is where you feel the need to roll off the throttle whereas previously, that sweet spot was down at around 65 mph.

One thing I did notice with the taller 6^th gear is that it struggles to reach 80 mph. It seems like Honda’s solution to the vibration problem was to make it harder for the bike to reach the RPM range where the buzzing is felt the strongest. So despite the increased power, it hasn’t helped roll-on acceleration in top gear.

In terms of highway cruising comfort, not much has changed on the standard CRF300L. I noticed how much wind protection I was missing immediately after switching from the Rally to the standard model. Any sustained riding above 50 mph will wear you out fairly quickly as you get blasted by the wind. You feel the buzz in the bars and pegs earlier too, without the rubber footpeg covers and vibration-damping handlebar inserts.

Once we got into some twisty asphalt sections, both the CRF300L and CRF300L Rally felt equally at home with light, agile handling in tight turns. Excessive dive and squat were not an issue, plus the increased power and revised gearing allow you to maintain a brisk pace with 1/4 throttle inputs rather than having to grab a fistful. Winding the motor to the moon is no longer required to keep your momentum, which makes for a much more relaxing ride in the bends.

Grip in the turns from the IRC Trail GP22 tires is adequate, but you can tell you are riding on knobbies when leaned deep in a turn. Under hard braking, the rear knobby also had a tendency to start chirping early as it struggled for grip. Although, some instability in the tires could be attributed to the fact we were riding with a reduced 18 psi for mixed on/off-road terrain.

Brakes on either bike require a firm squeeze to get the most out of them. There isn’t a lot of initial bite but they feel adequate. And while the Rally does have a larger front disc (296mm vs 256mm), you can’t really feel a difference. Perhaps any advantage is negated by the additional 24 pounds of extra weight the Rally carries. We didn’t get a chance to try out the ABS model during this test but we were told the system is defeatable on the rear wheel only, with a convenient dash-mounted ‘off’ button.

In The Dirt

Getting onto dirt for the first time, the stand-up ergos were surprisingly comfortable for my 6’2” frame. Perhaps you might want to roll the bars forward a tad if you are a taller rider, but overall the bar height, reach and foot position all felt ‘typical dirt bike-like’ for both models. The foot pegs are also fairly large for stock and offer good support for longer periods of standing, but the removable rubber covers that come on the Rally did make the footing a bit less stable.

When sitting down, the extra girth of the Rally tank is apparent and it splays the legs a bit. However, it doesn’t prevent you from giving the tank a good squeeze in turns with your knees. But the bulge at the top of the tank did make sliding your weight forward a little harder on the Rally. On the other hand, the small rally fairing never seemed to get in the way or obscure your view on the trail.

My initial impression of the CRF300L Rally’s handling was that it’s light and flickable, with the ability to easily pick your line on the trail. It has the quick steering and responsiveness of a 250cc dual sport on tighter trails and it offers a lot of confidence at slow to mid-range speeds. Even so, the front tire does like to wander on smooth flat turns as you start to push the pace. By comparison, the CRF300L feels more nimble and rails even better in tight turns, offering good confidence as speeds increase.

During our test, I took both models up a few loose, steep hills to see if the 300’s tighter-spaced gearing, increased power and weight loss made an impact on this type of terrain. The outgoing CRF250L and CRF250L Rally always seemed to suffer from too-tall gearing for trail riding, making tougher hill climbs a challenge. With the new powerplant, both bikes pulled 2nd gear all the way up without a hint of bogging, and the rear tire remained firmly planted in the loose dirt without getting squirrelly. A light clutch with lots of feel also aided control when feathering on technical climbs.

Heading back down these descents was also less cumbersome with the aid of a slipper clutch that keeps the rear tire spinning and avoids inadvertent lockup. Brake feel and modulation are also nicely matched for trail riding with plenty of feel to improve control and reduce sliding.

Bump absorption is where these two bikes diverge the most in their handling characteristics, despite sharing the same chassis. The Rally is designed to have a cushier ride for all-day comfort over a variety of terrain, and at slower speeds it’s great at sucking up any imperfections in the trail, offering a plush but lively feel. The suspension doesn’t have a lot of damping, so it rewards riders who have a more playful riding style. You can easily loft the front wheel or pop off small rises in the trail. For those riders who have a more hard-charging style, the suspension feels quite soft and it bottoms out quickly on mid-sized rocks, rain ruts or whoops.

If you start to push too hard, the Rally lets you know with a clunk in the fork on compression and there’s also a strange step in the rebound you can feel when the front tire leaves the ground. The new front fork has 0.8 inches less suspension travel but I can’t say I missed it because the old Rally’s fork was so soft anyway. While the Rally is still too soft for my taste, I’d say it feels firmer than the outgoing model.

In contrast, the CRF300L is designed to handle bigger bumps at more aggressive speeds than the Rally. Improved damping and a firmer ride keep it from wallowing around and it’s able to maintain a precise line in rough terrain. The unsettling fork issues I noticed on the Rally mostly disappeared on the standard CRF300L and it almost felt like a different bike. The CRF300L is still on the soft side compared to a performance dual sport but it will get through pretty much anything you put in front of it. It still lets you know when it’s being pushed too hard, but the upper edge of its performance envelope is much higher than the Rally’s.

Settings in valving and spring rates are the main reasons these two bikes handle so differently on the trail. And while the CRF300L and Rally version are well-tuned for the style of riding they were intended for, a non-adjustable suspension means you are stuck with what the Honda engineers gave you. Adjustability may be a concern for more advanced off-road riders but many in the market for a bike like this are less likely to fool around with suspension settings anyway.

The Bottom Line

Has Honda hit its mark in terms of making the CRF300L a better off-road bike? Absolutely. It now has better suspension for more aggressive riding plus the extra grunt to take on bigger hill climbs and deeper sand. Yet it hasn’t lost any of its friendly, approachable nature that makes it attractive to newer riders or those just looking for an easy-to-manage dual sport to explore trails with.

The Rally also achieved its goal of becoming a better long-range machine. Now with improved highway smoothness, increased range, and more power to carry all your gear, it’s an even more versatile machine. Honda also offers an optional 12-volt charging port, rear luggage rack and heated grips to further enhance its long-range capability.

There’s always room for improvement though and my biggest gripe with the Rally is that it’s still too soft for heavier or more aggressive riders off-road. If they gave it the same settings as the standard CRF300L, I’d be happy with that. Better yet, give the suspension some damping adjustments so you can tune it to your liking. My second wish for the future would be to smooth the motor out a bit more at around 8,000 RPMs to give it even better highway cruising capability.

Rarely do you get a significant update to a motorcycle that includes an increase in engine size with a weight reduction, so kudos to Honda for pulling that off. They also completed this round of upgrades while keeping the price increase down to a mere 50 bucks. Value-minded riders will appreciate the cheap cost of ownership too with 8,000-mile oil changes and 16,000-mile valve checks. 

Which model is better? It really comes down to the style of riding you expect to do. Riders that want to tackle more aggressive trails and either have a truck or live fairly close to the trails should consider the CRF300L. Those who are looking to get out on longer riders and don’t have a truck to get to trails that may be an hour or two away will appreciate the additional comfort and range of the Rally. 

How do they match up with the competition? Well the Rally is in a class of its own as far as single-cylinder, small adventure bikes that come with a windscreen, big tank, comfortable seat, and dirt bike chassis. With its lighter weight, ample suspension travel and 21”/18” wheel combo, it can handle some pretty aggressive terrain in moderation. Compared to other twin-cylinder adventure bikes, it feels much smaller and easier to pick up if you drop it. It’s an excellent ADV bike for anyone looking to build their confidence on the trail and there really should be more bikes competing in this category.

As for the CRF300L, it has some pretty fierce competition coming from the new Kawasaki KLX300 we recently tested. It’s hard to do a direct comparison without riding them back-to-back under the same conditions, but my rough assessment is that the KLX has a smoother, slightly more powerful engine and better big-bump absorption. Although, the Honda does have the advantage of a plusher ride, more roomy ergos, a slipper clutch, longer maintenance intervals, and an ABS option. Plus it costs $300 less. Hopefully, we can get these two bikes out on the trail in the near future for a more thorough analysis.

No matter which model CRF300L you choose, both bikes continue in the Honda tradition of being dependable, capable, workhorses that can enable some pretty incredible adventures for not a lot of money. Both the CRF300L and CRF300L Rally are available now on showroom floors with a starting MSRP of $5,249 and $5,999 respectively. More information on the 2021 CRF300L line can be found on the Honda website.

Gear We Used

• Helmet: Leatt GPX 6.5 Carbon V19.1
• Goggles: Leatt Velocity 6.5
• Jacket: REV’IT! Element
• Pants: REV’IT! Peninsula
• Jersey: REV’IT! Sierra
• Gloves: REV’IT! Massif
• Boots: REV’IT! Expedition H20

2021 Honda CRF300L & CRF300L Rally Specs

Photos: Drew Ruiz

Author: Rob Dabney

Rob Dabney started a lifelong obsession with motorcycles at the age of 15 when he purchased his first bike – a 1982 Honda MB5. Through his 20’s and 30’s he competed in off-road desert races, including the Baja 250, 500 and 1000. Eventually, his proclivity for exploration led him to dual sport and adventure riding. Rob’s never-ending quest to discover what’s around the next bend has taken him on Adventures in Latin America, Africa, Europe, Asia, and throughout the American West. As a moto journalist, he enjoys inspiring others to seek adventure across horizons both near and far.