Honda launched a new model for MY2021 when it boosted and buffed its CRF250L into the new CRF300L base model and its “Rally” variant. This platform has more power through a 14-percent increase in displacement, along with improvements in the suspension. Being lighter weight, more of that increased power goes to acceleration for a noticeable performance boost.

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2022 Honda CRF300L Performance And Capability

The Honda CRF300L comes powered by a thumper, like its forebears, but the boost in cubeage from 250 cc to 286 cc is achieved by lengthening the stroke from 55 mm up to 63 mm. The bore diameter remains the same at 76 mm along with a carryover compression ratio of 10.7-to-1 that should tolerate mid-grade well enough, I reckon.

The CRF300L produces 27 horsepower and 19.6 pound-feet of torque. That is up from 24/16.7 respectively. Revised intake cam grinds join carryover exhaust lobes to actuate the poppets and set the engine up to have lots of tractable power in the low to middle rpm range. This is good for both the blacktop and the brown alike.

Induction control falls to a PGM-FI system that allows for changes in temperature and air density automatically. That's about as close as the CRF300L platform gets to any sort of ride-control electronics.

Power flows through a slipper clutch, which brings with it a light clutch-lever pull and some anti-hopping protection. It then heads to a six-speed transmission before heading to the rear wheel via a tough chain drive. Additionally, the bottom five gears come with short ratios for low-down performance, but the sixth gear is tall for highway use.

CRF300L top speed is 80 mph.

For acceleration times, the CRF300 isn't fast, though it will perform a bit better than the 250 that came in at 8.6 zero-to-60 and 16.7 seconds for the quarter mile. Theoretically, it will tolerate interstate speeds in most areas. Fuel economy is good at 75.9 miles per gallon, but that's figured on paved roads, so don't expect that kind of legs off-road.

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Design

Honda taps its own dirtbike racer line, the CRF-R family, for design inspiration, alongside some Dakar DNA. A narrow build joins with a sharp graphics package and red bodywork to set the stage. Blank panels at the flanks and flyscreen leave you with the impression that the CRF300L is, in fact, a race bike on a non-track day.

Both the 300L and the 300L Rally run a tripletree-mount fender, which necessitates the use of independent spoilers. It's sorta' like regular fender uprights that protect the exposed inner-fork tubes from grit and grime that could otherwise cause early fork-seal failure. The molded fender is lighter than before. Both bikes use the same fender, though the Rally comes with a rally-tastic graphics package, so it looks a bit flashier.

At the headlight, these two start to diverge in design. The base model rocks a single squarish headlight projector topped off by a blank numberplate, while the Rally has dual headlights with a proper rally-cut windscreen. Both carry their front blinkers high, well out of harm's way. Seriously, if you knock one of these off, you probably have much bigger problems. All the instrumentation comes crammed into a single LCD. It's a simple display and it leaves the cockpit nice and clean.

The Rally alone comes stock with handguards to protect your hamburger shovels from wind and bug/brush strikes. There are a few differences in the bodywork, but they are both slight and cosmetic in nature. From here back the dirtbike DNA becomes the dominant factor.

The bench-style seat has no shoulder. Not only can you share the fun with a friend, but you also have lots of room for fore-and-aft weight shifts for the technical off-road work.

Both carry the taillight at the tip of the tail, braced by the back blinkers, with a mudguard to carry the license plate. The Rally also comes with a substantial bash plate that extends up and back on the sides to extend the engine protection further yet.

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Chassis

The steel, downtube-cradle frame on the CRF300L joins a lightweight aluminum swingarm to contribute to an 8.8-pound weight loss from the previous version. As for the swingarm itself, it accounts for 1.2 pounds of lost weight and comes with a 23-percent reduction in lateral flex for greater stability on rough terrain.

With balance updated and ground clearance increased to 11.2 inches high on the base model with 10.9 inches off the deck on the Rally makes for increased rough-terrain capabilities all around. The suspension stroke was also tuned to go with this increased ground clearance, so both models rock 10.2 inches of travel at both axles.

Inverted, 43 mm front forks span the pair along with a coil-over rear shock to manage the rear end. Rake and trail are set up for a bit of stability at 27.3 degrees and 4.3 inches respectively, over a 57.2-inch wheelbase.

Aluminum rims and wire make up the wheels and come shod in block-pattern enduro tires in an 80/100-21 ahead of a 120/80-18. These large diameters also improve rough-terrain capabilities, particularly that big 21-incher in front. As for the anchors, a twin-piston caliper bites a 256 mm front disc, while out back, a single-bore binder and 220 mm disc take care of business.

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2022 Honda CRF300L Price And Availability

The 2022 CRF300L costs $5,349. The CRF300L Rally costs $6,099. ABS is available on both models as a $300.00 option. The red with white and blue trim colorway covers both models across the board. After selling elsewhere in the world, the CRF pair make it to U.S. showrooms at the end of the first quarter.

Competitors

Domestic foe Suzuki leaps into the fray with its own dual-sport model in the DR-Z400S. Like its counterpart, the Suzuki fits the dual-sport mold to a “T” with its obviously long-stroke forks, clamp-mount mudguard, square headlight and blank flyscreen that could double as a numberplate.

The profile is an appropriately-compact fuel-tank hump and bench seat. One difference is the DR-Z comes with a little toolbox mounted on the fender behind the seat, no doubt to the comfort of its rider when traipsing hither and yon.

Suzuki fits its entry with a 398 cc thumper to leave some daylight between the two. It puts out 39 ponies and 29 pounds o' grunt against 27/19.6 for a difference that will definitely register on the ol' heinie dyno.

Stealth knobbies make the Suzuki as comfortable and confident on blacktop as the Honda. The DR-Z comes out ahead in the stems with adjustable damping up front and adjustable damping-plus-preload out back, but slips in the ABS department.

You'll pay for those extra ponies though; to the tune of $6,999. That may be a bridge too far for riders on a budget.

He Said

“Nice looking pair and I'm struck by how different they look with just a few changes in the bodywork. That said, they are competing in a crowded field, so I can't help but wonder if Honda shot itself in the foot by making the ABS an optional feature. Anything to draw the business, right?”

She Said

“I like the Suzuki as a competitor, but I think I might have gone with the Kawasaki KLX300. The KLX has a nice suspension compared to the CRF, but that comes with a price that doesn't include ABS.”

“Comfort-wise, the Honda has the wider footpegs and the saddle is cushier. My issue with the cushy seat is it doesn't stay cushy. Once the foam breaks down, you're left with a very hard seat; so it's back to the parts catalog to once again have that soft butt-holder.”

FAQ

Q: Is the Honda CRF300L a good beginner bike?

With its rugged dual-purpose spirit, the CRF300L makes a fun starter bike. For use as a commuter and for weekend-get-aways, the CRF300L is approachable amd manageable for folks new to two wheels as well as experienced riders looking for that fun factor.

Q: How much horsepower does a CRF300L have?

The 286 cc single-cylinder in the Honda CRF300L produces 27 horsepower. That is up from 24 horsepower in the previous 250 cc model.

Q: How heavy is a CRF300L?

The Honda CRF-300L has a curb weight of 309 pounds. The CRF300L Rally, with its extra features, has a curb weight of 333 pounds.

Q: How fast does a Honda CRF 300 go?

Top speed of the Honda CRF300L is about 80 MPH on paved roads. Acceleration is not its strength, but it is better that the CRF250 which was 8.6 seconds 0-to-60 and 16.7 seconds in the quarter mile.