Published in: News
After being announced for other markets, we’re happy to hear that Honda is bringing the CRF300L and CRF300L Rally models to the US for 2021. Long held as a great option in the small displacement class, the slight power and torque bump that comes with increased displacement is certainly welcome for handling American roads.
• 2021 CRF300L Rally
Designed to evoke images of Ricky Brabec’s Dakar Rally-winning CRF450 Rally, the CRF300L Rally is based on the standard CRF300L but with more fuel capacity, hand guards and a frame-mounted windscreen, suiting it perfectly for longer-distance adventuring without sacrificing nimble performance in city traffic or even trails. Featuring an even larger fuel tank, the CRF300L Rally weighs nine lbs. less than the outgoing model and gets a 15 percent displacement increase for improved power and torque, making long-distance adventure more attainable than ever.
For 2021, Honda designers aimed for even more adventure-readiness, enlarging the tank by 25 percent (.7 gallons, for a total of 3.4 gallons—the most in this class) over the CRF250L Rally. Considering the model’s excellent fuel economy, range is considerable on the CRF300L—over 250 miles in testing.
At the same time, the riding position has been revised to enable improved rider input and vehicle maneuverability. Handlebar sweep is increased for a more natural elbow position and lighter steering, and two handlebar weights (5.8 ounces each) were added to reduce vibration, and rubber platforms were added to the foot pegs for the same reason. The seat gets a new rubber mounting cushion, and it has been widened by 20 mm compared to the standard model, to 190 mm, though the front remains narrow to facilitate the rider’s feet touching the ground when needed. The foot pegs are also moved rearward, simplifying foot operation of the shifter and brake pedal, while the right swingarm-pivot cover is redesigned to reduce width.
As with the Monster Energy Honda factory rally machines, the rear section is kept slim, enabling easy rider movement and concentrating mass neatly at the front of the bike. The striking red, white, black and blue graphics mimic the look of the CRF Performance line too.
A number of parts have been lightened, including the front fender (down .02 pounds), the side covers (down .05 pounds), the tool box (down .03 pounds) and the license-plate bracket (down .04 pounds).
• 2021 CRF300L
Improve upon the motorcycle industry’s top-selling dual-sport model: That was Honda’s mission with its smallest road-legal CRF, and the means was to increase power, reduce weight and improve off-road performance—all without sacrificing the value, reliability and styling that have played such a big part in the machine’s popularity. Additional power and torque were obtained via the 15% displacement increase, while off-road performance was improved by adding suspension travel and ground clearance.
Meanwhile, overall vehicle weight was reduced eleven lbs., primarily by optimizing plate thicknesses and tubing sizes on myriad components, following the careful application of Computer Aided Engineering analysis. Styling cues are carried over from Honda’s CRF Performance line, while MSRP remains extremely competitive, so both the standard and ABS versions of the CRF300L are ready to provide low-cost transportation and true dual-sport adventure.
The riding position has been revised to enable improved rider input and vehicle maneuverability. Handlebar sweep is increased for a more natural elbow position and lighter steering, and handlebar weights were added to reduce vibration. While the widths of the seat’s rear and middle areas are unchanged for comfort, the front area is slimmer for improved rider input via the thighs and knees. The foot pegs are also moved rearward, simplifying foot operation of the shifter and brake pedal, while the right swingarm-pivot cover is redesigned to reduce width. Passenger pegs are provided as well.
As before, suspension comprises a 43 mm inverted Showa fork and a Pro-Link single-shock rear system. However, suspension stroke has been extended, resulting 10.2 inches of wheel travel front and rear, an increase of .4 inches and .6 inches, respectively. Settings are also revised, and a new rear link and connecting rod are used. The combined result is improved suspension performance, particularly during off-road riding.
Both models see a new digital dash features black characters on a white background, and characters are 6 mm larger for improved visibility. In addition to speed, clock and rpm readings, new functions have been added, including gear position, fuel mileage and fuel consumption. The meter is also .01 pounds lighter.
• ENGINE / DRIVETRAIN
Both models maintain the same engine and drivetrain, Honda revised the CRF250L liquid-cooled, single-cylinder, four-stroke power plant, increasing stroke by 8 mm (63.0 mm total), while leaving the 76.0 mm bore unchanged. This resulted in a 36cc displacement increase, for a total of 286cc, prompting a name change to CRF300L Rally and CRF300L. The longer piston stroke delivers an increase in power and torque across the rev range. In addition, the camshaft has revised lift and timing to increase output in the rev range’s lower and middle areas, which are used often in both city riding and off-road going.
In addition to the displacement the engine breathes easier with a revised air-cleaner design, but retaining the large 38 mm throttle body. A new exhaust system features a lighter header and muffler to complement and deliver improved throttle control, particularly at low rpm.
The six-speed gearbox features updated ratios for 2021, with closer spacing in the lower gears and wider spacing in the higher gears, enabling optimum gear selection while still allowing comfortable high-speed cruising—a great balance between suitability for city, long-distance and off-road applications.
Already praised for its light clutch pull, the model gets even lighter pull for 2021 (approximately 20 percent), thanks to a new assist/slipper clutch that also provides improved performance during aggressive downshifting.
• CHASSIS / SUSPENSION
Despite the more powerful engine, overall vehicle weight on both models has been reduced thanks to different construction of many components. For example, the lower triple clamp is now constructed from aluminum instead of steel, reducing weight by .1 pounds. This results in not only reduced steering effort but, because the weight drop occurs high on the vehicle, also a lower center of gravity.
Through optimization of its main components, the frame’s lateral rigidity has been reduced by 25 percent, improving maneuverability and rider feel, and frame weight is down .3 pounds: The down tube is 30 mm narrower; the down-tube gusset is smaller; the main pipe is 20 mm shorter; and diameter of the cradle tubes is down 3.2 mm, to 25.4 mm.
The kickstand is stronger to resist bending, and its foot plate is now 10 percent larger for improved vehicle stability while parked.
The one-piece, cast-aluminum swingarm has revised optimized flex characteristics, with lateral and torsional rigidity reduced by 23 and 17 percent, respectively. Width near the pivot is reduced by 15 mm, and the component’s overall cross section was revised to deliver a more uniform distribution of twist, resulting in better feel and more predictable handling. The swingarm’s weight has also been lowered by .08 pounds—a reduction in sprung weight that in turn delivers improved suspension action.
Hydraulic brakes are used front and rear, with 256 and 220 mm rotors, respectively, and available ABS for smooth, controlled stops in varying conditions. A new rear-brake master cylinder incorporates the reservoir, similar to the design used on the CRF Performance line. This allows elimination of the hose that connected the remote reservoir with the previous design, for a cleaner appearance. Conveniently, ABS can be turned off at the rear, providing a different riding feel in off-road conditions.
As with high-performance off-road machines, the wheel sizes are 21 inches at the front and 18 inches rear, enabling smooth rolling over rough terrain. Compared to the 2020 model, the black aluminum rims have been polished, resulting in a glossy appearance and making them easier to clean.
The rear sprocket is thinner in certain areas and is attached with smaller bolts (M8 replacing M10), achieving a .03-pound combined weight savings. The rear axle is now hollow, shaving an additional .02-pound reduction.
For more info head over to Powersports.Honda.com.