HONDA CRF300L
It might have been a new experience to me, but I expected the CRF300L to feel familiar as I’ve spent quite a lot of time riding its forerunner, the very similar, if slightly smaller and marginally less potent, CRF250L. After multiple rides on and off-road in the UK during a three-month loan of one, and a truly brilliant time on another occasion trail riding in the Spanish Pyrenees, I’ve really grown to like the modestly mannered Honda.
Okay, you’re never going to win any bragging rights on something of such low spec and humble performance. But more discerning riders will undoubtedly rate the CRF’s superb usability. Bikes don’t get much easier to ride and live with than this quarter-litre trailie. Being very cheap to buy and run – with its average 80mpg fuel consumption and very low wear rate of consumables – only adds to its real-world attraction.
The only real thing I ever consider as any sort of ‘shortcoming’ is the limited pace of its 23bhp engine, and then again that’s only the case on less suitable routes. Choose more open roads used by speedier traffic, and you can find yourself under pressure a little more, sometimes becoming a burden to their progress. With this 300cc version coming with a slightly more powerful 27bhp engine, the extra 37cc capacity courtesy of an increase in bore size of 8mm, I expected the handicap to have been reduced. Though I must admit I naturally didn’t anticipate a night and day level of improved performance.
Mikko had the pleasure of riding the Honda to our meeting point in the Peaks and looked cheerful enough on arrival. It was clear his 60-mile trip hadn’t thrilled him massively at any point, but he admitted he’d been happy enough with what he described as its ‘perky’ performance. I was keen to see if I’d feel the same way about it.
Before I started my stint on the pretty looking trailie though, something sparked my interest. A quick bounce on the 300’s suspension at both ends revealed springing and damping so soft it gave me the impression I was about to bounce and wallow my way through the Peaks
badly enough to make me feel sick after just a few miles! Yet, and admittedly unsurprisingly given Mikko had made no reference to any such handicaps, the Honda coped happily enough with things, feeling sufficiently stable and controlled regardless of road type or terrain covered. Being so soft did give the bonus of effectively creating a lower seat height once I climbed aboard and compressed the springs.
With suspension concerns out of the way came the chance to assess the new engine. It brought a similarly positive verdict. What can still only be described as mild-mannered, the CRF300’s motor is nevertheless appreciably more flexible than its smaller forerunner. And though the extra capacity doesn’t make a world of difference, it does add enough to give it a stronger throttle response and more definitive overtaking potential. Overall, it gives the impression it can pull a gear higher and is generally more competitive with faster moving traffic as a result. Even so, just like the 250, I wouldn’t elect to spend long periods on dualcarriageways and would do my level best to avoid motorways altogether. If you do, you’ll be advised to look in your mirrors often to note the regular occurrence of faster moving traffic arriving from behind. In these days of tail-gaiting becoming the norm, witnessing this soon becomes a happiness-tainting worry.
A far better choice are routes like the backroads we used in the Peak District. Not only are they emptier and generally more fun, they show also the CRF in a very good light. Weighing in at just over 140 kilos fully fuelled and ready to go, as you can imagine, the Honda feels very responsive and easy to steer. Almost bicycle-like in terms of weight and agility, it’s a perfect starter bike to learn the biking ropes on, and with what seems like tiny dimensions, filtering through congested traffic is made all the more straightforward. With little weight to challenge it, the Honda’s free
revving engine provides keen enough acceleration from low speeds to keep you out of trouble, with the friendly and progressive ABS brakes also helping you to stay safe by coping well with errant hazards. Almost perfect fuelling also helps the Honda’s predictability and ease of use.
Mind you, until you’re used to the reversed position of the horn and indicator switches, you’re advised to take things easier for fear of not being able to warn any wayward persons of your presence.
On a more optimistic note, the suspension that earlier felt like it probably wouldn’t be able to cope with even a minor ripple without the chassis getting completely flustered, is in fact happy dealing with badly battered and holed surfaces. It gives a remarkably soothing ride over such affected routes, even remaining composed when rushing over rougher off-road routes.
I can’t say I was too disappointed to hand the CRF back to Mikko at the end of our Peak District adventure, instead looking forward to the relatively luxurious prospect of returning home on the much speedier KTM. However, I have undertaken such similarly lengthy journeys on the 250 version before and not found them excessively challenging. The fact is, though it’s nothing to rave about; the CRF300L is a cheap, cheerful, totally friendly motorcycle that couldn’t be much easier to get on with. Sometimes, as we all know, less can be a bit more – as is very much the case with this Honda. It’s a lovely little bike.
Verdict
As you’d expect, though these two bikes share the ability to perform capably both on and off-road, they differ enormously in some other areas. Just looking at their price, power outputs and spec immediately gives the game away. Sitting at opposite ends of the adventure bike class, they suit different owners. But each has virtues the other doesn’t.
If budget is a big consideration, then the CRF300L is a great place to start. With a price tag of less than half that of the KTM and running costs amounting to just a fraction of the 890’s, the Honda is very light on the wallet. It’s also light on the muscles and much easier to control, especially off-road, making it a great starter bike whatever type of use you put it to.
Falling off it, as you inevitably will from time to time off-road, won’t result in the same costly damage it might if you fall from the 890.
Once you’ve served your time and earned your stripes on two wheels, turning your attention to the KTM makes lots of sense. Its performance, on both tarmac and dirt, is very impressive. Sure, it needs more experience to handle safely, but such is the 890’s versatility, journeys of all types and lengths can be seriously entertained.
Comfort is a strong point, as is its advanced electronics package. Though unless you’re going to spend a lot of your time off-road and have the riding ability to take full advantage of it, then the more off-road biased features and extra cost of the Adventure R model might not make sense.