It would seem like a no-brainer: you take a crossbike, attach a full set of lights, mirrors, and a license plate holder - and you’re ready for an enduro. But in fact, riding on asphalt and riding off-road impose completely different demands on a motorcycle, if, of course, we are talking about a good dual-purpose motorcycle. And the better he is in one of his incarnations, the worse he is in another.
So it turns out that the “ideal” enduro is not about objective criteria, but about the preferences of a particular rider. Do you need an off-road motorcycle that you can ride on the asphalt without running into guys with a tow truck? Or vice versa - do you want a light, tall asphalt motorcycle that can ride on dirt roads? Ask ten riders about enduro and you'll get ten different opinions on the subject. And Honda tried to bring them to a common denominator in the form of the 2021 CRF300L.
Honda CRF300L
To Honda's credit, the new CRF300L was built on strong bones. This model's predecessor, the CRF250L, arrived in 2013 and over the years has become Honda's best seller in the category, selling 35,000 units. But the higher the sales, the more dissatisfied: many people noted the lack of power of the CRF250L.
To the delight and surprise of many, Honda has solved this problem. Taking the engine from the CBR300R, putting it in a modified chassis, then improving the suspension, transmission, ergonomics, dashboard, choosing a price that is quite reasonable by today's standards, and the new CRF300L is ready. Well, does Honda seem to know what it's doing?
The trip turned out to be eventful. Minus a fairly short stop for a photo shoot and a lunch break, we drove almost the entire day: asphalt, dirt, gravel, single track, and so on until sunset. And before that, we were introduced to the list of changes and improvements to the 2021 model, and this list turned out to be quite impressive.
This is the already mentioned new engine, which has grown from 249 to 286 cubic meters thanks to the piston stroke increased by 8 mm. The single-cylinder liquid-cooled engine received modified valve timing, which increased thrust at low and medium speeds. All together provided an increase in power by 10% and torque by 18% - however, we were not given exact figures, but given that the characteristics of the CBR300R are well known, it is worth assuming power in the region of 27 hp and thrust in the region of 26 Nm .
But besides the engine, there are other nice improvements : the new frame is lighter and more flexible, the dashboard now displays a gear indicator, the light-slip slipper clutch requires 20% less lever effort, and the suspensions have extra travel both front and rear. Moreover, the motorcycle's ground clearance has been increased by 3 cm and is now 28.5 cm, while the seat has become higher by only 7 mm, its height is now 88 cm.
Moreover, the Honda CRF300L is 5 kg lighter than its predecessor thanks to a systematic reduction in the weight of each element, starting with the tidy, pendulum, axles, frame, yoke, exhaust, and so on. A fully loaded CRF300L weighs 140kg (although the ABS version is slightly heavier) - not the lightest all-terrain motorcycle, but not bad for a road-legal steel-frame model.
I was also pleased with the modified transmission: Honda brought the first to fifth gears closer together for ease of off-road driving, and stretched the sixth for economical driving at cruising speed on asphalt.
Well, in words all this is good. But what are improvements and updates worth in the real world?
A STUDY OF DIRTY BITES READERS
Everyone loves free things, and nothing beats a free bike! One lucky Bike reader will win a flat track motorcycle from Sunday Motors. Simply complete the annual reader survey by clicking here. We'll take your input into account to help improve both the website and Bike's monthly printed content. For a few minutes you will be in the running to win this Sunday Motors S 147 Flat Track Motorcycle. The S 147 is equipped with a 150cc engine, Mikuni carburetor, 14-inch front/rear tyres, stainless steel running boards, lower brake caliper, 310mm YCF shock absorber, 200mm rear disc, low exhaust system and muffler. switch with a leash. No purchase required. Only one entry per person. All entries become the property of Hi-Torque Publications, Inc. Winners will be determined by random drawing. Odds of winning will be determined by the total number of entries received. Contest is subject to local, state and federal laws and is void where prohibited. No substitute prize will be awarded and no cash equivalent will be paid. By accepting a prize, winners provide Hi-Torque Publications Inc. the right to publish and promote your photograph and the award winner. Hi-Torque Publications Inc employees are not eligible to participate in the competition. The drawing will take place on July 6, 2021.
Honda CRF300L On asphalt
As a road bike, the CRF300L is a much better bike than its predecessor, with improvements in both acceleration and comfort at cruising speeds. Of course, this is not a fast bike, and it may well be slowed down by not the steepest climb, a strong headwind or a hearty breakfast. It's unlikely to set a record on the salt pans (except maybe in the lawnmower class, and that's not certain), but it's certainly faster than the 250L - and this is the news many have been waiting for. He calmly drives his honest hundred, gaining it without a kilometer-long descent, and holds it at about 6500 rpm, practically without vibration. At 110 there is a small but penetrating shaking that does not cause much discomfort, but is noticeable. However, for an off-road single-barrel bike this is a very nice and comfortable bike.
The new instrument panel is bright, with large symbols, and features a fuel gauge and gear indicator. Of course, hardcore enthusiasts don’t need all this, but for us mere mortals, these little features are very valuable. The instrument panel is well organized, controlled by two buttons, and a fleeting glance is enough to read the speed, mileage, fuel level and number of the gear engaged.
However, I can’t say that the Honda CRF300L is ideally suited for asphalt. For my 180+cm long legs, the pegs are too high and my legs are bent more than I would like. The seat itself is definitely not for long driving - it is quite hard and narrow, and although it does not exactly resemble a fence in texture, it will definitely leave a bad memory on the sirloin. Those who prioritize comfort on asphalt should consider the CRF300L Rally, but more on that later.
The brakes, especially the front ones, are extremely sluggish. A very weak initial bite, minimal information content, and at the same time, as soon as you even think about braking, the fork bites with some kind of jelly-like sensation. Perhaps Honda engineers designed the brakes for off-road use, where excess enthusiasm is harmful, but on asphalt, weak brakes are more likely to frighten and irritate. For anyone who has purchased such a motorcycle, I recommend finding a free parking lot and practicing braking on a hard surface until you are completely clear, in order to understand how hard you can and should squeeze the brake handle, how smoothly you can do it, and most importantly, what braking force this will lead to.
But minus the brakes and seat, the CRF300L is a good, fun lightweight bike that's totally acceptable and enjoyable on the pavement. The new model has benefited greatly from the added power; it handles well and consumes an average of 3.5 liters per hundred. And the opportunity to purchase it with switchable ABS is a special plus from the perspective of asphalt driving.
Test drive Honda CRF300L Rally (2021) – Right off the bat; and no trash!
This isn't really a test drive, because we just took the Honda CRF300L Rally through its paces until it found its real power. So the meaning of the motorcycle was revealed on the last day, when it was time to say goodbye to it. But if you're looking for a lightweight, multi-purpose off-road vehicle to travel where hard surfaces aren't on the cards, you'll want to know a thing or two about the updated CRF Rally.
MOTOGONKI.RU, July 28, 2021 - So, the very first thing I have never heard or read in reviews of this motorcycle since its appearance in 2021, back in the version with a 250 cc engine, but what is decisive in all stories... what is it?
2021 Honda Off-Road Motorcycle Lineup: Africa Twin, CRF300 Rally and CRF450R
The main knowledge
In 2021, we reviewed a new product on the Adventure light motorcycle market: Honda CRF250 Rally - first approximation
. In this review you can learn a lot of interesting things about this motorcycle in technical terms, characteristics, and so on. Of course, according to tradition, we called it “enduro”. But that year it was not possible to take it for a test, and in 2021 a significantly improved version was released with a 286 cc engine and a couple of additions. In general, the statement that this is an “enduro” is not far from the truth. But... This is the conclusion that this not too long test drive led me to:
this is not enduro in its pure form and not “little Africa”
, as some have tried to imagine a motorcycle, but a completely different motorcycle for a specific, specific purpose.
Test drive Honda CRF300L Rally
The Honda CRF300L Rally is a full-fledged rally motorcycle; not a “moped” for everyday trips to the country with a backpack full of beer. This is a lightweight version of the racing Honda CRF450 Rally, a replica for cross-country and trophy raids, which has proven itself at the Dakar rally, where Honda Racing took the lead from KTM two years ago and confidently holds it. Here is the prototype itself, a Honda CRF450 Rally from the factory team Team HRC:
Honda CRF450 Rally Dakar/Team HRC
And this motorcycle with a 286 cc engine has all the virtues of a rally bike. Only it is available to anyone who does not have special sports and physical training to cope with the unbridled nature of the desert conqueror. The CRF300L Rally is ready to do everything its big brother, the 450R Rally, can do, but the only difference between them is the average speed at which they cover the same route.
Test drive Honda CRF300L Rally
A Rally motorcycle is all about riding fast on any surface and where there is none at all. The motorcycle is not very suitable for tight riding on narrow forest paths because it has short gears. It is higher than the enduro in terms of landing and ground clearance, because the fork and rear shock absorber here have a longer stroke than the “pure” enduro Honda CRF300L. Additionally, the Rally is taller and heavier than the plain 300L overall. Finally, it has a 5-liter larger tank, which almost doubles the range. And this large tank is surrounded by developed plastic linings, which provide good protection from wind and rain.
Test drive Honda CRF300L Rally
The Honda CRF300L Rally can travel quite a long time and still be fast, despite its small engine. It can do it on the freeway or get off it and drive side by side, parallel, on the ground, at the same speed, thanks to the suspension, gearbox and high seating position. And another question is which will be more comfortable.
Other endurism
However, buying a Rally in order to take the boys through the nearest forest is not quite the right idea. If you are accompanied by Rally with light 250 cc endurics or pit bikes, you will be bored with them, and they will be bored with you. You will get away from them on straight sections, but as soon as it comes to narrow paths, you will immediately change places... Because they can afford to throw their motorcycles right and left, throw them into trees, bushes and other shit, and you In this case, you will immediately lose half of the weight.
The trim on the CRF300L Rally is for traveling long distances, that is, going on a trip or going out into large open spaces, and not for hardcore and trash.
Test drive Honda CRF300L Rally
The CRF300L Rally is needed to go 5000 km – to places where there are no roads, where there is no hard surface, and a grader is the best you can hope for. And, perhaps, alone, because this motorcycle allows itself to be twisted and turned as desired. He weighs 150 kg. It can be lifted from the ground with one hand. It can be rearranged in place without any effort or thrown over a 40-centimeter log. Try the same with Africa Twin!..
Necessary evil
So, I got the motorcycle with “1 km” on the odometer immediately after registration. I warn the owner of the new CRF300L Rally that the first 500 km of life with this motorcycle is some kind of necessary evil, purposefully wasted time. Usually, when we get a bike to break in, the first 500-700 km are a matter of one or two days.
Honda CRF300L Rally - engine 1 cylinder, 286 cc, 27 hp.
But when you have a 1-cylinder 286 cc engine in your hands. with a power of 27 hp, you need to break it in gently. This means that you shouldn’t spin it above 6500-7000 rpm, even if the rpm scale is marked at 12000. And with the new CRF300L Rally engine and its gearbox, this means that the speed will be 100 km/h, and how No matter how you puff yourself up, he won’t go again until a certain point.
Running in the CRF300L took 4 days. This took a little more than a tank: during the entire test I only refueled twice; It took 16 liters to break in. The average consumption was 3 l/100 km. The economizer “stuck” at this figure for a long time and only at the very last moment, when the motorcycle had already learned to “bullet,” did it see an instantaneous consumption of “3.8 l,” which raised the average to 3.2 l/100 km.
Test drive Honda CRF300L Rally: the dashboard is simple but clear
On one tank, the Honda CRF300L Rally should be guaranteed to travel 400 km. Even with prolonged driving at full throttle, the power reserve is reduced by only 5%.
The engine is designed to operate at 4500-7500 rpm, in which case optimal performance and consumption will be ensured
The engine began to breathe more or less fully when the number “300” appeared on the odometer: the motorcycle began to accelerate to 120 km/h at the same 7000 rpm. When reaching “500” the next revolution took place, the bike reached the estimated 130-140. There is little difference in the sensations of riding 125 or 140: this is a pace at which you can easily ride, you can even get used to it, but you don’t get pleasure from it - you’ll get bored. At this level, the CRF300L no longer has a significant increase in dynamics, and even slipstreams do not help. This motorcycle is not a competitor to modern passenger cars on paved roads.
Test drive Honda CRF300L Rally (photo from Honda press kit)
Get off the asphalt!
I would not call the behavior of the Honda CRF300L Rally calm on the freeway. The motorcycle, thanks to the traditionally well-developed Honda chassis, stays on the trajectory like a glove, but is too high and light to ride in dense fast traffic. A motorcycle on narrow wheels with off-road tires chatters noticeably as peppy minivans rush past. And if you drive behind an SUV or crossover, it gets even worse. Therefore, I immediately made it a rule to drive only on 90 km/h class roads, where it is easier to escape from the traffic.
If you ride the CRF300L Rally alone, with no one pushing you and you not pushing anyone, then you start to feel really good
The fact that the CRF300L Rally is not intended for road touring is also evidenced by the fact that the rider's position in the saddle quickly leads to discomfort. The saddle is rigid and designed for active fore-aft movement while riding in a standing position, not for hours of riding on asphalt or in the city. The throttle travel is large enough to better control traction. But it is precisely this feature that leads to the fact that the forearm and shoulder muscles quickly become numb: you have to hold the handle in the “almost 100%” position, and this position is not entirely natural.
Honda CRF300L Rally doesn't need roads at all
The motorcycle feels completely different once you move off the asphalt - onto a dirt road, into a field - anywhere. Gas control immediately becomes clear, traction is confident. And you yourself - you get ready, you start to move, and also use your brains: where you should rush in, and where you can roll slowly.
At the same time, the CRF300L Rally handles excellently. At speed there is not a hint of wobbling. At near-zero speeds, the bike easily cuts through traffic jams. It turns on the spot and rolls into corners at any speed. Like other Honda motorcycles, the Rally has slight oversteer, where you don't have to lean the bike much to get into line. In all other cases, barely noticeable counter-steering operates.
Whether there are ruts, speed bumps or potholes along the way, the CRF300L Rally is essentially a “smooth road.” An obstacle can be called a drainage ditch half a wheel deep. But thanks to the fork travel of 260 mm and the ground clearance of almost 280 mm, this “soil fold” is overcome in no time! I repeated the experiment twice to make sure that the Rally completed the task as easily as it could fly over the next speed bump.
Test drive Honda CRF300L Rally
The CRF450 Rally Dakar style cladding works very well as wind and rain protection. I happened to get caught in a downpour, and I was not prepared for it in terms of clothing. But after 20 minutes of this shower, the motorcycle jacket did not get wet at all; and no water flowed onto the seat, that is, the crotch of the motorcycle jeans remained completely dry. Only the bottom of my jeans got wet, and so did my motorcycle boots, which have long since exhausted their water resistance and are asking to be retired.
Moment of truth
A planned tour of the Tver lakes and pampas was canceled due to a whole day of continuous downpours, so instead I chose a different route - to the “beach”. But it’s a difficult beach, but in Sychevo!
Many people know this place from photographs of a giant walking excavator (the only one of its kind in the Moscow region):
The same walking excavator in Sychevo (photo not mine)
I know this grandiose quarry for the high-quality sand that we purchase for the modest needs of our ranch. And the sand from Sychevo is distinguished by its cleanliness and flowability, and the beaches in already mined-out quarries are a paradise for vacationers (there are a full house there on Mondays, too). But if you enter the quarries from the rear, you can end up in real dunes, because there is a sea of sand there.
The most curious thing is that there are no vacationers in sight.
Dunes in Sychevo: this is where we had to go at the very last moment...
The reason is simple:
getting there by car, bicycle or on foot is very difficult, almost impossible; unless on an all-terrain jeep or a motorcycle like the Honda CRF300L.
The place resembles an oasis in the desert, only surrounded not by endless sands, but by impenetrable forest and endless fences of gardening associations. And there's a square kilometer of deep, shifting sand.
And so, I climbed into the very heart of the quarry on a Honda CRF300L Rally to take... just a couple of shots on my phone. Why?
Test drive Honda CRF300L Rally
The sand turned out to be so loose and deep that it was impossible to find a place to place the motorcycle level for shooting. He constantly fell, the footrest could not find support.
Despite the sand being so flowing, the CRF300L drove through there without even swerving
This is where its essence is revealed: the design of the motorcycle is adapted for riding on this kind of off-road - deep sand, mud and fords, and with a good ride at speed. I immediately remembered the moments of the test drive of the 2013 KTM 1190 Adventure in the outback of the Tver region, on a 10-kilometer grader, where one of the special stages of the Peno rally takes place - complete delight in the ability of the motorcycle to ride on sand, as if on solid ground!
Test drive Honda CRF300L Rally
I’ll repeat the words that I wrote in 2013: “I’m never an endurist, and in general I’m afraid to climb into the pampas on someone else’s equipment...”, but driving a Honda CRF300L Rally I drove there easily. In two hours of driving around the dunes in search of a place for a photo shoot, the Honda CRF300L Rally didn’t lie down even once!
I don't know if I'd be as confident driving the Africa Twin with its road tires and 226kg dry weight. Usually, “adventures” of this kind on large motorcycles end with the bike sinking into the sand along the axle and pulling it out with the help of a couple of strong assistants... I had a similar experience on the beach of Cadiz with a BMW R1200GS... the memories make me smile every time. But nothing in common with these rides on the CRF300L Rally.
Test drive Honda CRF300L Rally
Impressed by the dunes near Moscow, we arrived at the Honda base, bringing our kilometers count to an even 750. Along the way, I saw “145 km/h” on the speedometer a couple of times. Mission accomplished!
A separate word about the engine. Increase in volume to 286 cc. turned out to be justified: the bike received what it so lacked in 2019 - those few Newton meters of torque, the lack of which was so cursed by everyone who tested the 250L Rally.
But these are not all changes in the design... During the entire test I never stalled.
Now a slipper clutch with a support function is installed here, so that the left hand does not get tired at all: the effort is minimal, and you need to operate the clutch and gearbox often on such a motorcycle. You can effectively brake with the engine, change gears and do everything we love about modern motorcycles - the CRF300L won’t even think about bucking.
Honda CRF300L Rally is produced at the Thai Honda plant
Another technology that Honda implemented in the 250L and then migrated to the 300L is protection of the fuel pump from overheating due to a clogged fine filter. The model was originally developed for the markets of Southeast Asia and India, where gasoline is sometimes available in only one quality - “in stock”, and octane number, composition and purity are secondary. If the filter in the CRF300L tank becomes so clogged that it stops passing gasoline to the pump, a valve in the tank opens, which is normally responsible for ventilation, and through it directly, fuel begins to flow into the gasoline pump. Engine performance is reduced, but in the event of such a misfortune, the traveler will at least somehow get to civilization.
Test drive Honda CRF300L Rally
TOTAL
Yes, this is an unusual motorcycle, not for everyone and not for every day. But he can become a traveler's friend for years. If you're looking to take your first steps into rally racing, the CRF300L will provide real-life experience and perhaps be your ticket into the world of motorsports and allow you to take the next step. And this is the 450R, a super sports equipment that not everyone can handle. But in general, its purpose is adventure without a time limit.
The CRF300L Rally has a mission, and it's to go where not everyone can survive. If you're planning a trip to the Karakum Desert or Mongolia, or maybe you even have similar experience - you've done something similar once on some Baja 250 - then with the CRF300L Rally you will get an absolutely unforgettable experience of driving confidence, incredible ease and ease of use.
Minuses:
— Specificity of the model — Not quite comfortable (for me personally) fit for long stretches
Pros:
+ Super cross-country ability + Super-elastic engine + Huge range on one tank + Capable of 145 km/h - will not be wasted on the highway + Horse-mounted design - nothing to break + Honda magic in the battle with low-quality fuel
Honda CRF300L On the ground
From its looks, the CRF is clearly an off-road motorcycle, and Honda planned to make the new 300L more off-road than its predecessor. In this they succeeded.
In terms of off-roading, the main and most important difference is, of course, the engine. For those accustomed to giant tourenduros, 286 cc and 27 horses will seem ridiculous - until you try to drive where it just easily zipped by - for example, on loose soil or on scree. We covered most of the off-road terrain in our test at speeds in the region of 30 to 50 kilometers per hour, and the engine produced more than enough traction for cornering slides and hill climbs. I especially liked the fact that with a more torquey engine, you don’t have to shift as often as on the old model, and where the 250L needs to be revved up, but not over-twisted, the 300L just goes by - calmly and without strain. Dirt or single track, uphill or downhill, this bike is a joy to ride in second or third gear. We didn't ride on sand or steep slopes, but given that this model is an enduro for beginners, the engine is unlikely to be a serious limiting factor.
Honda CRF300L
But pendants were and still are. Yes, their travel was increased, but the main problem with the 250L suspensions was spring stiffness and smoothing, not travel at all. And this problem persists on the Honda CRF300L: the fork bounces rather than absorbs, and the rear buckles on any obstacles with hard edges. At the same time, it is not so easy to break through the suspension due to longer springs, but this already depends on the weight of the rider.
Alas, minus the suspension, the CRF300L is an extremely enjoyable bike to ride off-road. It is narrow and lightweight, especially on uneven terrain. The engine, transmission, clutch work perfectly, and moreover, having become accustomed to the nature of the suspension, I also figured out how to drive, what trajectories to choose, speeds and how to place weight so as not to lose balance. Overall I really enjoyed riding it off-road and I think it's a great option for those new to off-road riding or for those who don't expect a road bike to perform well as a hard enduro bike.
HUSKY HISTORY: HANS HANSSON
I enjoy reading Kenneth Olausson's regular blog about the history of Husqvarna. This month he wrote about Hans Hansson, who was the designer of Husqvarna in the 60s. Along the way, Hansson won Novemberkasan five times. If you know what it is, you're already in awe of Hansson. Novemberkassen was the original extreme enduro. Today, the most challenging enduro rides take place over rocks and mud. Noyabrkasan did all this in the freezing Swedish winter conditions - and worked all night. It was impossible to put into words. You can read about Hans Hansson's career here.
Honda CRF300L vs CRF300L Rally
The Rally is the CRF300L's sibling with higher-quality components, but it also falls victim to a compromise between on-road and off-road performance: it's better on pavement and worse off-road. Briefly about their differences:
The rally version of the CRF will cost approximately $6,000 (+300 for ABS) (prices for the US market are indicated as a guide). It will have a windshield, a larger tank (13 liters versus 8), a slightly larger front brake disc (296mm versus 256), weights on the handlebars, rubber inserts in the footpegs, and a slightly thicker and wider saddle with rubber spacers. I'm told that the Rally's suspension is slightly different and the fork has a longer spring, but the suspension travel is identical to the base model and the ground clearance is even lower (27.6cm vs. 28.5cm). The Rally is a little higher in the saddle - but this is more likely due to the thickness of the seat, and not because of the suspension, and it weighs 151 kg in running order.
All this makes the Honda CRF300L Rally a more road-worthy motorcycle than the Honda CRF300L. It practically does not vibrate thanks to the rubber bands and weights, it is more comfortable due to the windshield and the enlarged seat, and the “rally” tank will provide a greater power reserve - more than 300 km, by the way. On the other hand, more weight emphasizes the limitations of the suspensions, and I managed to break them a couple of times without even trying too hard. In addition, it wobbles, sways and pecks, and the enlarged tank (especially when full) impairs maneuverability in difficult terrain.
Honda CRF300L Rally
In theory, the Honda CRF300L Rally should be better, but personally this version did not suit me at all. It looks interesting and seems to be more balanced between on-road and off-road features, but in fact the suspension is its Achilles heel. Of course, you can also invest in suspension components and thereby significantly improve it, but beyond that budget, the choice of motorcycles is much wider.
You can take the more road-worthy Kawasaki Versys 300-X or Honda CB500X, or the more all-terrain Suzuki DR650S, not to mention serious off-road options on the aftermarket.
If Honda replaced the Rally suspensions with more balanced and serious ones, I would consider such a motorcycle for myself, and this is probably why I am so disappointed. It's so close to what I want: I live 100 kilometers from an enduro track and hate towing a bike on a trailer, so being able to ride under my own power to the training area is very valuable to me. Nothing stings more than imperfection.
My friend finally received a call from the dealership and was told that his bike, after 6 months of waiting, had arrived from Thailand (Honda produces small-capacity bikes in Thailand). We boarded his Africa and went to pick it up. The motorboat was already unpacked and ready for departure. The dealer even filled the tank (L 7.8 l, Rally increased to 12.8).
Well, we immediately compared the “old” 250 cc version and the new one. There are quite a lot of differences. Let's not touch on the Rally body kit and the L version, let's move straight to the technical part. The Japanese changed the design of the engine, adding 2 horses (27.3 PS at 8,500 rpm) and 4 Nm of torque (26.6 Nm at 6,500 rpm), increasing the volume to 286 cm3. The new motor has a longer piston stroke with the same diameter. The injection timing and phases, intake channels and exhaust tract were also changed. All this brought a small addition to the power bank, while reducing exhaust emissions to Euro5 standards.
The gearbox has also undergone changes - the first 5 speeds have been made shorter, and the sixth, on the contrary, has been lengthened to make it more comfortable to drive on highways (more on that a little later). The clutch has a new Anti-Hopping system, which prevents the wheel from locking when changing gears. In my opinion, an absolutely unnecessary thing on this type of motorcycle. Having increased the power, the engineers thought about reducing the weight (142 kg fully fueled) and they succeeded. The frame was lightened by 4 kilograms by changing the cross-section of the pipes. We removed another couple of kilograms ourselves by throwing out the original battery (2.8 kg) and installing a lithium one (500 g). The suspension has received an additional 2 cm in the front and 1 cm in the rear and the small endurik now has 260mm. The shock absorbers remain unregulated as before, only at the rear you can change the preload a little) The rider now sits a little higher (885mm in the saddle), the steering wheel is located closer to the driver, and the footpegs are a little lower. The tank of the thin version remained unchanged (7.8 l), and the Rally received a new 12 liter tank (previously 10.2 l), which, with a nominal consumption of 3 l/100 km in the “leisurely” mode, should be enough for 400 km for the Rally and 250 km for the CRF300L . Finally, they added a speed indicator to the display and slightly changed its geometry, which theoretically should improve its readability. The wheels and body kit remained unchanged, as did the brakes. Prices for the new 300 L version start at 5,337 euros and the Rally costs 6,312 euros. Well now about personal feelings. Those who expect a Wow effect from the new three hundred will be disappointed. And even more, they will feel that they have been deceived.
Because according to subjective sensations, the motorcycles ride the same. The maximum speed is still limited to 120 kilometers per hour, and even at this speed the consumption increases to 5.5 liters per 100 km. At the same time, the engine buzzes at high speeds and does not bring pleasure. The maximum speed that can still be said comfortably is 100 km/h. Mot involves leisurely movement in space. You also need to be aware of the target orientation of the motorcycle. This is not hardenduro or cross. The motorcycle can do a little bit of everything. That is, he can move around the special roads and feels confident on the dirt road.
The very soft suspension easily absorbs all the bumps, but on asphalt it gives a floating effect. For tall people (like my friend)
this motorcycle may turn out to be too small and you will have to trick it out with lowered footpegs, larger saddles and spacers for the handlebars. Despite the fairly large suspension travel, they are eaten up by half as soon as a person weighing more than 80 kg sits on the motorcycle. According to rumors, the suspension was designed for a weight of 55kg, so it is necessary to change the springs in the suspension to stiffer ones. On dirt roads the motorcycle feels quite confident and easily overcomes moderately difficult sections. There are absolutely no problems with spare parts; in Thailand they are absurdly cheap. The bike is very cheap to maintain. Here I paid motor tax of 18 euros per year and insurance of 40 euros. For comparison, Africa costs 70 euros tax and 130 euros insurance. The original IRC tires lasted 5000 km, after which I replaced them with Anakee Wild for 60 euros.
There is also a 450 version of Honda on the market, but it costs twice as much (10,500 euros) and has very short service intervals (1000 km). But the bike is very interesting and many would take it, but the price is scary, yes.
To summarize, we can say that the Japanese managed to optimize the motorcycle, taking a few more small steps to meet the wishes of consumers.
Beaver and good roads to everyone!
Honda CRF300L vs Kawasaki KLX300
It so happened that shortly before this test ride I also rode the new Kawasaki KLX300, and many, I think, will be interested in my opinion about their differences. In short, the KLX is slightly better off-road and seriously worse on pavement. At the same time, it has excellent suspensions, with less travel, but they are better adjustable and smooth out bumps much better. It handles better, is more predictable and flexible. It also seemed to me that the KLX engine was a little sharper, and the brakes were more distinct, but on the asphalt it vibrates seriously - so much so that after a hundred kilometers my hands went numb, and it also does not have ABS, there is no fuel level scale and gear indicator, and in general it is less comfortable than the Honda, and even more expensive. In general, I recommend the Honda as an enduro bike, but for an experienced enduro rider the KLX would be better.
