Increased cubic capacity for Honda’s popular dual-purpose tool, plus revised air intake, inlet cam timing and exhaust system that extract more peak power and considerably stronger torque across the rev-range.
Shorter gearbox ratios are topped with a taller 6th gear while an assist/slipper clutch allows confident control of the rear wheel. Handling on any terrain is improved with a new swingarm and more laterally flexible frame, increased ground clearance, longer travel suspension and revised riding position.
Sharp new bodywork and graphics mark the 2021 upgrades, and there’s a crisp, positive LCD instrument display. Kerb weight is reduced by 4kg to 142kg, making for a 13% improvement in power to weight ratio.
The essence of what makes a true dual-purpose motorcycle has long been in Honda’s DNA. In the late 1970s the XL250S was launched - a bike providing genuine on-road usability with excellent off-road performance. The entire XL range that followed became legendary, and proved that combining an economical and easy-to-use single-cylinder four-stroke engine with a competent chassis created a motorcycle that was useful, versatile and, as riders the world over found, a great deal of fun.
Over a decade ago, exhaustive discussions within Honda R&D took place about the creation of a brand-new dual-purpose machine. The company’s long history – in off-road competition and trail-ready machinery – was a useful touchstone when development of the bike first began.
Looking to the needs of customers came first. While some riders insist upon competition-level off-road performance, many others value ease of use, practicality and convenience. For weekday, urban environments they wanted a tough, practical bike with cutting-edge off-road style. But, come the weekend, it needed to provide a ticket to ride, wherever they wanted to go, on or off-road.
Honda’s new dual-purpose bike was always viewed by its development team with global perspective. It not only needed a powerful and frugal engine, its chassis also had to have a broad and capable range. And it needed to be affordable, offering high quality and outstanding value for money, with low overall running costs a priority.
The CRF250L, launched across Europe in 2012, was just that motorcycle.
And Honda’s engineers got the formula right. The CRF250L has proved a fruitful base platform which, as well as spawning a RALLY version*, enjoys consistent sales success around the world.
Time marches on, however, and now the new CRF300L takes the stage for 2021 – lighter, more powerful and with an array of detail improvements. It is every bit the do-it-all, dual-purpose motorcycle the CRF250L was. Just more so.
|Engine Type||Liquid-cooled, single cylinder DOHC|
|Max Power Output||20.1kW/8500rpm|
|Bore x Stroke (mm)||76.0 x 63.0mm|
|Front Brake||256mm x 3.5mm disc with two piston caliper|
|Rear Brake||220 mm x 4.5mm disc with single piston caliper|
|Front Suspension||43mm telescopic USD fork|
|Front Wheel||Aluminium spoke (80/100-21M/C 51P)|
|Rear Wheel||Aluminium spoke (120/80-18M/C 62P)|
|Dimensions||2230 x 820 x 1200mm|
|Frame Type||Steel semi-double cradle|
|Fuel Tank Capacity||7.8L|
|Clutch||Wet multiplate, assist/slipper clutch|