Kit Palmer | December 28, 2024
The Honda CRF300L Rally is one of a kind. There really isn’t anything like it. Some might find similarities between it and KTM’s 390 Adventure or perhaps BMW’s G 310 GS, but the CRF300L Rally is in a class all its own.
The Honda CRF300L Rally hasn’t changed much lately, but that’s okay. It looks cool and is easy to ride. Photo: Ryan Nitzen
The KTM costs significantly more than the Honda, and the BMW, like the KTM, is more street-biased than the Honda and doesn’t really have that ADV or rally vibe. Some might compare the Honda to Royal Enfield’s 450cc Himalayan, but Royal Enfield doesn’t scream rally, does it? The CRF300L Rally, on the other hand, certainly looks the part; in fact, once, while riding the Rally, our test rider was mistaken for Skyler Howes, a Honda factory rally racer. (To this person’s credit, Howes was riding nearby. Still.) Technically, our CRF300L Rally is a 2024 model. The ’25s have yet to be announced, supposedly coming next spring.
The CRF300L Rally is based on Honda’s standard CFR300L dual sport. Honda took the L and gave it some rally spice, resulting in a very handsome motorcycle. The obvious differences between the standard and the Rally are the full plastic bodywork, rally-style windscreen and black frame. You can’t really tell, but the Rally also has a significantly larger fuel tank, 3.4 gallons, versus the L’s 2.1. It also has a behemoth skid plate that the L doesn’t. The Rally weighs about 10 pounds more than the L.
The cockpit makes you think you’re on a bike at nearly twice the price.
The CRF300L Rally is powered by a bulletproof 286cc single-cylinder engine. We say bulletproof because this engine has been around for a while now—originally as a 250 and in recent years as a 300—and history has proven this. Just recently, our Road Test Editor, Rennie Scaysbrook, spent five challenging days riding the L model in the jungles of Thailand and was impressed with how well the L’s engine (the same that’s in the Rally) could take so much punishment without a hiccup. This might explain why this tour company chooses the CRF250L, which is also a little nimbler and significantly more crash-tolerant than the Rally, to conduct their tours.
The Rally’s 27 horsepower engine may not impress you when you wick open the throttle, but you knew that going in: after all, it’s just a 286cc four-stroke single designed not to win races but to comply with EPA regulations for street legality. However, the Rally’s engine is a significant upgrade from the 249cc engine that previously powered the Rally. At least the 300 offers a hint of torque and can now better keep up with traffic flow on the highways.
The non-adjustable shock isn’t made for aggressive riding. It’s too soft and springy for that.
The CRF300L Rally is an easy and enjoyable motorcycle to ride. Aside from its somewhat tall 35-inch seat height, the Rally is non-intimidating. It features comfortable ergonomics, and the seat is wide and well-cushioned. Additionally, the rally-style windscreen provides significantly better protection than a standard dual-sport bike, which helps reduce fatigue on long rides. You can expect to travel over 250 miles on a tank of gas, which is a huge plus for the Rally.
With a full tank, the Rally weighs about 330 pounds, considerable for an engine that delivers less than 30 horsepower. However, when compared to much larger ADV and rally-styled multi-cylinder bikes, the Rally feels like you are riding a bicycle, and its disc brakes are more than capable. Honda offers the Rally without or with ABS (which has off-road mode), a $300 upgrade.
A major selling point is the Rally’s 3.4-gallon fuel tank, which will take you approximately 250 miles between fill-ups.
However, the elephant in the room is the Rally’s Showa suspension. More specifically, the rear shock. It’s much too soft, and there’s not much you can do about it; bumping up preload doesn’t solve the problem, and there are no other adjustments. The 43mm fork is okay, but the shock misses the mark by a mile and a half. However, the Rally’s suspension is tolerable for casual sit-down off-road sightseeing. As soon as I found myself getting up on the pegs for a rapidly approaching bump, that was my cue that I was about to override the rear shock and should slow down right away and get back in the seat. We’re already in the process of installing an aftermarket shock on the Rally, and we’ll let you know how that goes with a follow-up report soon. We will also most likely replace the tires with something with a bit more off-road grip, especially up front. I’d mainly like to have something with more aggressive knobs and a slightly wider profile up front. Heck, while we’re at it, perhaps we’ll upgrade the Rally’s wimpy handlebars.
Even with some of the Rally’s shortcomings (but the rear shock is a biggie), it’s a very enjoyable motorcycle, especially for casual cruising when the rear shock’s performance isn’t being compromised by speed. You also have to admire its appearance, particularly if you’re a fan of Skyler Howes or Ricky Brabec. Perhaps best of all, its $6199 MSRP is hard to beat for what you get.CN
So pretty! But don’t crash it. Photo: Kit Palmer
2024 Honda CRF300L Rally Specifications
| MSRP |
$6199 / $6499 ABS |
| Engine |
4-stroke, single |
| Displacement |
286cc |
| Transmission/Final Drive |
6-speed/chain |
| Fuel System |
PGM-FI fuel injection w/ 38mm throttle body |
| Frame |
Steel |
| Front Suspension |
Showa 43mm inverted fork |
| Rear Suspension |
Showa Pro-Link single shock, preload adjustable |
| Wheel Travel, Front / Rear |
10.2 in. / 10.2 in. |
| Front Brake |
2-piston caliper, 296mm disc (ABS avail.) |
| Rear Brake |
1-piston caliper, 220mm disc (ABS avail.) |
| Tires, Front / Rear |
80/100-21 in. / 120/80-18 in. |
| Wheelbase |
57.2 in. |
| Ground Clearance |
10.9 in. |
| Seat Height |
35.2 in. |
| Fuel Capacity |
3.4 gal. |
| Wet Weight |
331 lb. / 335 lb. (ABS) |
