HONDA CRF300L (2021 - on) Review

Since its introduction in 2012, Honda’s CRF250L model range has been the go-to bike for anyone who wants an easy-going commuter that isn’t just capable on road, but is also more than happy to turn its hand to some weekend green lane action. The 250L was a great value for money, no-frills machine and still retains a reputation for robustness, but in 2021 the CRF250L grew in capacity to become the CRF300L. Retaining all features that made (and still makes...) the 250 such a popular choice, the 300 adds an extra element of practicality thanks to a bigger-capacity engine and revised gearbox with a taller top gear for easier straight-line riding.

The new, 286cc motor offers a smooth initial throttle pick-up and will easily tackle town and city riding without having to move from second or third gear, which is a nice attribute for such a low powered single. The clutch is incredibly soft and the whole machine is well balanced, with a tight turning circle for getting in and out of traffic too. Yet most impressively is how the CRF300L performs on A-roads, as not only is it surprisingly stable, but the motor will happily sit under 7,000rpm at 70mph, with a few thousand revs left in the tank too.

Off-road, the CRF300L offers an impressive level of usability, thanks mainly to its low weight, gentle delivery of power and plush settings. Both in terms of ergonomics and its soft chassis and suspension set-up, the CRF300L feels closer to an enduro machine than an adventure bike, yet it has the advantage of not only being far more usable on-road, but also needing a lot less in terms of maintenance thanks to its relatively modest performance figures. Thanks to the hike in torque it now has the ability to tackle far more aggressive trails than the previous CRF250L could ever manage, with its biggest restriction coming in the form of the soft suspension settings when bigger bumps and jumps are thrown into the mix and the OE tyres, as they lack in grip when the trails are wet and muddy.

Although it’s not quite the finished article and is left a touch lacking when it comes to suspension and the standard fitment OE tyres, the CRF300L is nonetheless a brilliant dual sport bike that is as happy plodding through a city as it is ploughing its way along a muddy rut. If you are after a no-frills commuter that will allow you to explore the UK’s green lane network at the weekend, and do so with unquestioned reliability, the CRF300L is the perfect choice. In fact, it’s probably the only choice...

The CRF300L isn’t ever going to set the world alight with its handling but it is certainly far from embarrassed on the road. It weighs 142kg – light for a road bike, though a tad hefty for a small capacity off-road – the CRF isn’t too bad in the bends despite the dirt-ready rubber and long-travel suspension, thanks to good damping reducing its tendency to wallow or pitch excessively. If you are prepared to take it fairly easy, the ride quality is good and there are pleasingly few vibrations transmitted from the motor, certainly not enough to be classed as intrusive or annoying. As a commuter it’s quite the handy congestion-buster, and thanks to a light slip and assist clutch and surprisingly forgiving seat, it is also able to lap up urban or even faster A or B-road riding.

That said, Honda seen unwilling to arm the CRF with a decent shock and, once again this is a bit of a weak point. It’s better than the 250’s truly under-specced unit, but it is best replaced as it can’t deal with big impacts if you’re planning to tackle anything other than flat, relatively smooth green lanes. It’s preload-adjustable only, with the forks non-adjustable, so any suspension alterations require replacement (rear) and internal overhaul (front).

 If you’re planning longer days or heading for remote spots where fuel is harder to come by, you may be better off opting CRF300 Rally, which adds a larger 12.8L tank (the L’s is just 7.8L) that sees its range extended to nearly 200 miles, as well as a taller screen that reduces wind blast – just be aware its seat is a touch firmer, not that it is very noticeable and it remains a fairly comfortable machine over distance.

As before the CRF’s brakes are pretty basic (and not overly powerful) two-piston sliding units and the ABS system, which is standard fitment, can be deactivated on the rear for off-road use. They do the job.

Increased in capacity from the 250’s 249cc to 286cc thanks to a longer stroke, the water-cooled DOHC 4-valve single has a peak power of 27bhp and peak torque of 19.6ftlb. A slight increase on before, what is more noticeable is the impressive 18% boost in maximum torque, which when combined with the altered cam timing, makes a huge difference.

The CRF300L is far more energetic and eager to rev than the somewhat sluggish 250 could offer, with the extra punch now happy to power the CRF up to 70mph (80mph is about all it will get to) and stay there all day without feeling like you are hammering it too hard, which makes a big difference to the CRF’s ability to cover miles. But it’s not only down to the bigger motor. In the 2021 update Honda altered the CRF’s gear ratios, shortening 1-5 while making 6^th far more of an overdrive, a move that appeases both the on and off-road camps’ demands.

The CRF300L is now able to pull from minimal revs, meaning you can easily carry second or even third gear at low speed both on and off-road. Unlike with a larger capacity adventure bike or a full-blown enduro machine, thanks the amount of power and torque on tap the CRF is never intimidating, but now it does offer just enough punch (especially at the bottom end) to have fun with off-road, and more importantly, to get out of tough situations, such as over more difficult terrain.

There is little to find fault with when it comes to the CRF300L’s engine and there is even a new slip/assist clutch with a feather-light clutch action to make this easy-going single even more user-friendly. And it remains typically reliable...

The CRF may have grown in 2021 from the CRF250 into the CRF300 but it is very much an evolution rather than a revolution, meaning that you can expect the 250’s level of bulletproof reliability. It is a bike that simply refuses to die, as very few CRFs suffer any major issues and once you have updated the notoriously poor suspension (yes, the 300’s is a bit lacking, just like the 250’s...) you have a bike that will just run and run and run.

That said, the paint on the frame is a bit disappointing and seems to get worn through very quickly by big boots, so invest in some frame protecting guards or coverage to keep it all looking good and prevent any rust from forming where the paint gets scratched away.

The stock CRF300L is £5799 where the Rally is £6549, with the Rally model gaining a taller screen, bigger 12.8L fuel tank and a few more rugged details. In terms of running costs, the CRF’s engine is very frugal and easily returns economy figures of over 70mpg (sixth is deliberately an overdrive) while service intervals are every 4000 miles with the valve-clearance check at 16,000 miles, which is long when you consider it is a single cylinder engine that lives quite a hard life. When it comes to insurance the CRF isn’t too bad (although theft is a big issue) and it falls into the lower ‘up to 400cc’ tax class, which is good to hear.

Better news, however, is that due to its popularity, the CRF tends to hold its value well and with Honda highly unlikely to update it in the near future (well, aside from knuckle guards as standard for 2023...) it shouldn’t depreciate very dramatically. It’s not like putting your money in a bank but buying a CRF is still a fairly safe investment.

In terms of the bike’s equipment level the base model L is quite limited. ABS is standard fitment and can be deactivated to the rear via a handy dash-mounted button for off-road use, while you also get a gear indicator on the fairly basic LCD dash alongside a fuel gauge and the usual trips, etc. Honda sell a very limited range of accessories for the CRF300 models (which fits both bikes) with a 36-litre top box (and inner liner) a rear carrier and a bash plate about all there is, however, that’s not the end of the story.

There are loads of aftermarket items available for the CRF with uprated shocks, fork internals, crash protection, gearing, panniers and replacement bodywork all easily sourced. If you are looking at taking the bike off-road, it is worth investing in some quality crash protection, better tyres (the OE ones are pretty road-targeted and struggle in mud) and uprated suspension, all of which transform the CRF’s off-road ability.