IN-DEPTH REVIEW: 2021 Honda CRF300L

What it's like riding the 2021 Honda CRF300L

Honda overhauled a number of its dirt-capable motorcycles for 2021, including its smallest-displacement road-legal CRF. A staple in Big Red’s lineup since 2013, the CRF250L was granted a displacement bump from 250cc to 286cc and a name change to CRF300L, plus several updates to the engine, suspension, and chassis. Big Red’s goal with the new machine was to improve its off-road performance, retain its ease of use in everyday riding, and thereby have a viable platform for newer riders and those in the market for a user-friendly, low-cost dual sport. We logged more than 500 miles on the CRF300L to find out if Honda achieved its objectives.

— An ultralinear powerband contributes to the CRF300L’s ease of rideability. At the same time, the engine’s free-revving character helps make it fun and playful to ride.

In addition to a displacement bump, Big Red made other changes to the engine, including revised camshaft lift and timing, a lighter exhaust system, and a new air filter. Gear ratios in the six-speed transmission were updated with closer spacing in the first five gears and a taller sixth for relaxed high-speed cruising. Clutch pull is now a claimed 20 percent lighter, thanks to a new slipper/assist clutch. Shedding weight from the frame, swingarm, and lower triple clamp allowed Honda to reduce the bike’s overall weight by a claimed 11 pounds over its predecessor.

So there’s increased power, less weight, revised ergonomics, and updated styling, meaning the CRF300L is a potential head-turner. But how is it on the trail?

2021 Honda CRF300L Engine
When initially getting on the CRF300L and pulling away, you’re quickly reminded this is not a competition motorcycle. While it has more power than the CRF250L, it’s not a massive gain that you feel in the seat of your pants. What the revised engine offers is quick-revving yet predictable character that helps the bike effortlessly navigate trails. Riding on twisting single-track and two-track, I spent a lot of time switching between second and third gear, locking up the rear wheel, and dumping the clutch on corner exits. Never once did the CRF300L fall flat or seem overworked.

The engine stood out from the beginning, partially due to its impressive build quality. The fuel-injected liquid-cooled DOHC four-stroke has a lightweight feel, is remarkably quiet, and never makes any disconcerting noises. There’s no sudden hit or burst of power in the rpm range; power just rolls on nicely off the bottom and builds steadily until it begins to sign off at 9,000 rpm. Between this linear, predictable powerband and a set of grippy Dunlop Geomax EN91 tires we mounted to replace the less dirt-capable stock IRC GP-21 front and IRC GP-22 rear, I never had to worry about the bike stepping too far out after an aggressive twist of the throttle.

— Clutch pull is effortless. Your index finger will thank you in tight, technical scenarios.

There’s no fuss when upshifting and downshifting. Most of the credit probably goes to the slipper/assist clutch, because the transmission changes gears very easily. First gear isn’t exactly required when accelerating from a stop, but that’s certainly preferable; the bike will launch in second but needs some extra clutch work. The gap between second, third, and fourth gear is nicely spaced, appropriate for varying paces on a variety of trail conditions; on tight rocky trails, second gear is the optimal choice.

When things open up a bit, third gear is brilliant. It seems to be the bike’s most versatile gear, long enough that you don’t feel the need to upshift to fourth on most trails, low enough to give plenty of get-up when the pace slows down. On tighter fire-road corners, leaving it in third lets you chug along nicely with minimal clutch modulation and no bogging or hesitation when grabbing a handful of throttle. Most of the time, steering with the rear on dry, loose terrain is as simple as a timely pop of the clutch and heavy weighting of the inside footpeg.

It’s worth repeating that this clutch is a pleaser, with an incredibly light and buttery smooth pull and a distinct feel under load achieved by having a tighter tension feel at the lever. After long days in the saddle, my index finger never feels fatigued no matter how much modulation the trail calls for.

2021 Honda CRF300L Suspension
As dreamy as the engine is, the suspension could be improved upon. The bike’s Showa 43mm inverted fork and Showa Pro-Link shock are good for 10.2 inches of travel, but are undersprung and all-around soft. The fork has a little more holdup than the shock, but both seem to travel too easily through the stroke; the shock especially will blow right through its travel and create a pogo sensation on return. The fork doesn’t do this as easily, but when catching moderate air time, both front and rear bottom frequently.

— For a price tag of $5,249, the CRF300L offers a lot of bang for your buck. It feels very refined, is a joy to ride, and is an excellent option for riders looking to get into dual sport riding or motorcycles in general.

When the trail was slow, rocky, and technical, the suspension felt plush and forgiving, but never provided as much comfort in the faster sections as it did in the slower stuff. It delivers too much feedback, wallowed, and feels busy at times when turning in the dirt; the bike never feels planted because it seemed like it was constantly moving up and down. Unfortunately, none of these issues can be easily addressed, because there are no damping adjustments; you’re stuck with what Honda’s given you. That’s a shame; everything else about the bike is perfectly enjoyable, and the CRF300L would be a home run if it came with adjustable suspension.

2021 Honda CRF300L Chassis/Handling
The CRF300L chassis is quite enjoyable, very nimble and agile. Its 309-pound wet weight, as measured on the Dirt Rider automotive scales, goes relatively unnoticed in the saddle, where it feels neither particularly thin nor wide. This bike’s rider triangle feels comfortable and agreeable, closer to a full-size dual sport. Being quite roomy, the bike never feels small even when standing on the pegs. I would personally prefer a wider handlebar, but that’s just my preference; overall, Honda did a good job of designing an entry-level dual sport that makes the rider feel as if they are on a higher-performance street-legal dirt bike, such as the CRF450RL.

— Want to steer with the rear? Footpeg pressure and a well-timed pop of the clutch will do the trick. The CRF300L’s handling manners are fairly dirt bike-like.

Ground clearance is acceptable at 11.2 inches, allowing for rough play. However, a skid plate would be a good idea; for that you’ll need to turn to the aftermarket. The only other obvious area in need of improvement, chassis-wise, is the front brake. The Nissin two-piston caliper and 256mm disc feels timid and vague, not really delivering strong or progressive action. To be fair, this occurred only when pushing the bike at a quicker pace, perhaps a bit faster than its intended use case. On the other hand, the single-piston rear brake caliper and 220mm disc is quite sensitive with offered consistent feel, predictable progression, and the capability of easily locking up the rear wheel at any speed.

2021 Honda CRF300L Overall Impression
Our time testing the CRF300L revealed its remarkable versatility in both on- and off-road situations. Honda’s smallest street-legal CRF is a very user-friendly platform with high build quality, impressive 68 mpg fuel economy, striking aesthetics, and an informative digital instrument cluster displaying gear position, fuel mileage, and fuel consumption in addition to the standard speedometer, tachometer, twin tripmeter, and clock. All things considered, the CRF300L is a lot of bang for your buck at $5,249 for the standard (non-ABS) version and $5,549 for the ABS-equipped model.

View our inventory of the awesome CRF300L