The cheap way round. Honda’s CRF300 Rally and Enfield’s Himalayan go head to head
Enjoy big horizons for less with these brilliant bargain adventure bikes
Adventure bikes come in all shapes and sizes and while some are dripping in technology, there is a lot to be said for the charms offered by more basic lightweights such as the pair we are testing here on the MCN250.
Bikes such as the Royal Enfield Himalayan and Honda CRF300 Rally appeal to riders who want to take a step back to a time when adventuring was far less complicated… and expensive. Plus, if you want to do a bit of greenlaning, it is considerably less stressful (both on the wallet and body...) to manhandle a 153kg CRF
out of a hedge than a 270kg GS! But are these bikes limited by their lack of tech and engine capacity in their ability to perform as road bikes? The the MCN250 will reveal all...
“Is it just me or does the CRF’s front look like a squinting superhero wearing a mask?” Not exactly the kind of comment I was expecting from Justin as we pulled the bikes out of the MCN lock-up, but he has a point. As well as a bigger motor, the CRF has gained a new look for 2021 and in its racing red (despite the eyes...) it does have real visual impact. Which is both a good and a bad thing; I reckon it wouldn’t last very long if parked in the wrong area of town, whereas the far more subtle Enfield flies unnoticed below the radar. But the CRF’s racy look hints at its true purpose in life.
Sitting far higher than the Enfield on its longer-travel suspension, the Rally is designed to perform as a proper lightweight trail bike, whereas the Himalayan is much more an adventure-styled road bike. That’s not to say you can’t take the Enfield off-road, they are used by tour companies to explore some incredibly remote areas of India, but it works just as well on the road. The CRF does, too, surprisingly. Taking to the B-road route of the MCN250 on the CRF I’m impressed by how light and narrow it is. Once you swing a leg over the tall seat (which drops as soon as you are on the bike - the suspension is quite soft), the Honda feels like a 125 to ride and takes no effort at all to manhandle around. Yet at its heart is a 286cc water-cooled motor that is a remarkably refined and surprisingly powerful for road use, with a beautifully light clutch action (and a slipper function). You would have expected the bigger-capacity Enfield to pull away from the CRF on the open stretches of the MCN250 but in reality it’s the
‘I see 85mph flat-out on the CRF. It’ll cruise at 70mph though’
opposite. Held back by a five-speed gearbox and its pretty lethargic, basic air-cooled single, it was the Himalayan that was struggling to hold a decent pace whereas the CRF merrily zipped along. Where the Himalayan ran out of puff, making overtakes tricky, the Honda always seemed to have a bit more to give. Chop 50kg (that’s how much it gives away to the CRF) off the Enfield and the playing field would be levelled but that would probably detract from its road manners.
There is no denying the Honda’s chunkier tyres contribute to it feeling less secure in bends than the Enfield, but weight is also a factor and so is suspension. And on that score the Himalayan is a mixed bag. Due to its off-road focus you are inclined to forgive the CRF a midbend wobble on its long-travel suspension and a wallow under braking. With the Himalayan there’s no need for excuses. Its weight and less knobbly tyres makes it feel well connected to the road and stable in a way the CRF isn’t. The trade-off is heavier handling, but for road riding this isn’t a worry. The brakes, however, are more of a concern... There is next to no feel, and not a great deal of power, when you squeeze the Himalayan’s lever. But at least you will stop, and quicker than on the Honda which is hampered by soft forks and a lack of bite - compromises made for its off-road bias. Both bikes have decent ABS systems which can be deactivated for off-road riding. Having completed the B-road route relatively unscathed, both Justin and I were surprised just how easily it had passed. We assumed covering over 120 miles on these bikes, especially the Honda with its hard seat, would be torture but aside from overtaking it was great fun and not horrifically painful either. And it was also cheap, with both recording wallet-friendly economy figures despite being caned everywhere. Would the afternoon’s A-road route be as pleasurable?
To be honest it wasn’t, but as long as you don’t mind following the 60mph traffic rather than overtaking it, they can certainly handle it. In town they were perfect companions, nipping through gaps thanks to excellent turning circles and delivering a clear view over cars, while on dual carriageways they can be thrashed up to 70mph – sometimes more. But in truth these aren’t the kind of roads that either bikes is 100% comfortable being on. They endure them rather relish them, and it was a welcome relief for both riders and bikes to get back onto the narrower and slower B-roads for the ride home. Having completed the MCN250 road route, it seemed fitting that we add in a green lane or two on the way home. As predicted, the CRF performed like a proper trailie. It was light, fun and would be ideal for runs with the TRF whereas the Enfield felt out of its depth.
Less chunky tyres hampered the Himalayan’s progress but the lack of ground clearance saw it scrape its sump guard on rises the CRF cleared with ease, and its additional weight burden made it feel ungainly. Pick the right trail – or stick to big firetracks – and the Enfield will plod along merrily but if you want to really enjoy the ride through more demanding trails, the CRF is the one to go for. And it’s also better on the tarmac between – unless you want to cover really big distances.