2017 Honda crf250l and crf250l rally first ride review dirt rider electricity generation efficiency


Keeping those things in mind we can get to the changes Honda made to the CRF250L then move on to what we really want to talk about, the CRF250L Rally, which has the same changes and a few more. The standard CRF-L received a larger throttle body (38mm, up 2mm), reshaped air boot (100mm c gastronomie brignais longer connecting tube), went from a three-stage to a two-stage muffler making it smaller/lighter, larger header diameter (10mm to 38mm), and smaller roller rocker arm design.

As you might guess, Honda wanted to let the little DOHC, four-valve engine to breath a bit more and we would say that they were relatively successful. In all fairness we haven’t had one in our test fleet since the original four years ago but the power output impact of electricity in the 1920s, while still very tame, seemed a little less tame than the ’13 model. The power still has a very street-bike-like linear output that is great for new or mellow riders. However, it lacks excitement and is devoid of any manner of snap or pop required for serious trail riding. A nice feature is that there is now a tach on the dash so you can make sure visually that you aren’t being overly abusive to the motor. Since it came from the street, the engine is actually happy to rev out further than you would expect – this tortugas ninjas is a saving grace when getting into steep and/or particularly loose terrain.

Suspension and handling are the same as we remember which is to say comfortable, soft, and easy going. There are no clickers to adjust so if you need to make changes you’ll have to take it to your suspension guy. Right off the bat we’d like to see both front and rear much stiffer since we would easily bottom out landing from a small water-bar jump. We can praise the CRF250L’s balance and say that front-to-rear the bike is level and the suspension works in unison to handle small chop, small rocks tgas advisors, and even bigger obstacles when taken at in first gear. The weight of the bike shows up when you want to make quick direction changes at any kind of clip, but when we slowed down and rode at a milder pace the bike didn’t want to push through turns as much. In the semi-technical sections of the intro, the CRF-L actually works well in first gear handling wise because of the generous steering locks, low center of gravity, and the fact that most people can flat-foot at will.

Back to the 125 of Adventure bike feel. When hopping on the Rally, we got into a totally different mindset mostly because of the looks and the new instrument tower/windscreen. When we started to think about the bike in that perspective, as an ultra-light gas monkey cast ADV machine, we started having a blast. It sounds crazy, we know, but when we were riding the Rally version, we started thinking about all of the adventure bikes we’ve ridden and how light this bike electricity lesson plans middle school feels and how easy it is to turn and how small it is compared to those much larger machines. Then you notice that the windscreen and shrouds actually make the road and highway sections much nicer, the amount of fuel in the tank is less of a worry, and that you’d have no problem picking this machine up if your bravery outweighed your skill. Does the power compare to those 1000cc-plus machines? Not in the least bit, but, and this is a big but, in our experience while riding massive ADV bikes in the dirt we didn’t even come close to using half the power we had on tap and we had to learn a different language to turn off all the computer aided systems that try to make those 935 gas block huge machines controllable in the dirt. You can buy the CRF250L Rally or the standard version with ABS if you want, but we turned it off immediately and if given the choice would have ridden the non-ABS version.