After owning and reviewing primarily large motorcycles for decades, a few years ago I had an epiphany while riding a borrowed 250cc dual-sport on a local ridge route, a rutted, rocky trail I have slogged over many times on much bigger, heavier dual-sports and adventure bikes. Instead of wishing for it to end, I was having fun! Weighing about 300 lb instead of 450, 500, or more, the little 250 danced over rocks and ruts and stuck in the corners instead of scarily pushing the front or veering all over the place in the sand. It felt like a light, playful dirtbike with lights instead of an unruly two-wheeled tank just waiting for me to slip up and throw us to the ground. 

While certainly no highway speed demon, I was happy to find that the 250 made just enough top-end power to cruise busily but comfortably at 70 mph and that it was relentlessly torquey in the lower gears around town, without excessive vibration thanks to a gear-driven counterbalancer in the single-cylinder engine. The bike was comically tall for my 29-inch inseam, with more than 11 inches of suspension travel at each end contributing to a 36-inch seat height. I bought one anyway, reasoning that the seat altitude was simply the price to pay for its great off-road performance. I got used to Rockette-style high-kicking my right foot up onto the seat, grabbing the bars, and sliding on, hoping we didn’t topple over before I got my foot down on the other side. Dismounting wasn’t any prettier, and I dropped the bike more than once when I needed to plant a foot and found nothing but air. At least I could pick it up easily! 

That was in 2019, and six years later I still own and love that 250. But in my creeping decrepitude and with legs getting anything but longer, more than once lately I have skipped a dual-sport ride because I just didn’t feel like heaving myself aboard. Not good. 

Salvation arrived when a friend pointed out that Honda offers a low-seat version of its capable CRF300L, the CRF300LS. After Honda replaced the venerable CRF250L for 2021 with the CRF300L (which received a displacement increase to 286cc, an 11-lb weight reduction, updated steering geometry and upgraded suspension), the CRF300LS joined it for 2023 with an insightfully low 32.7-inch seat height vs. the CRF300L’s 34.7-inch seat. It was an instant hit with less speedy dual-sport riders of all stripes (often shorter, older, or both). 

For 2025, both the standard CRF300L and CRF300LS are further improved. There’s a new LED headlight and turnsignals for better visibility, stiffer shock damping for more bottoming resistance, and a bearing in place of the rubber bushing in the upper shock mount for smoother initial travel. Front suspension has new damping settings that are stiffer overall, and Honda says a new radiator fan and grille improve engine-heat management. 

While the CRF300L’s seat height of 34.7 inches is slightly lower than my 250, I would still be on my tiptoes, and putting even a small seatbag on the back would mean having to high-kick my way onboard as before. 

GEAR UP

• Helmet: Arai XD-5 
• Jacket: Klim Baja S4 
• Pants: Klim Baja S4 
• Boots: Sidi Canyon 

The Honda CRF300LS solves this problem with its low seat height that’s 2 inches shorter than the CRF300L and 3-4 inches shorter than most dual-sports. Honda says it gets there with a seat shaved down by 0.4 inch (side-by-side with the L, it looks like more) and about 1 inch less suspension travel front and rear, or 9.3 and 9.0 inches respectively. Ground clearance is subsequently reduced from 11.2 to 9.6 inches, so a skid plate should be No. 1 on your Christmas list. Aside from different colors and graphics, the CRF300L and LS are otherwise identical. (For comparison, those LS suspension and ground clearance numbers are similar to or greater than bikes like Honda’s capable Africa Twin and Transalp, and the LS only weighs 311 lb full of fluids.) 

To raise the CRF300L’s displacement to 286cc, Honda increased the CRF250 engine’s stroke by 8mm, for a bore and stroke of 76.0 x 63.0mm. Subsequently it makes the best of its power in the low and midrange, perfect for trail riding and around town. PGM-FI fuel injection and a 38mm throttle body provide smooth throttle response and power delivery. On the highway it hums along nicely in 6th gear at 70 mph and 7,000 rpm without complaint, and while some vibes creep into the grip/seat/footpeg touch points at higher speeds, the internal counterbalancer tames them to a lower frequency that I did not find intrusive. 

With my bulk aboard, extra power for hills and brisk passing at highway speeds is pretty much non-existent, but there’s enough to keep up with freeway traffic or tackle a mountain pass with a downshift or two. Redline is at 10,500 rpm, so you can rev out the Single when needed, but you’ll spend most of your time in the power-plentiful zone below 7,000. Close spacing of the lower transmission gears and wider spacing of the higher ones help the bike tackle tougher terrain at low speeds and still conquer the highway and Interstate. The assist/slipper clutch has the lightest pull I’ve ever felt on any motorcycle, making it easier to manage with smaller hands. 

There’s not much point in owning a dual-sport if you can’t ride it comfortably over the long distances between the stand-up dirt stuff. With no luggage mounted, I can easily swing my leg over the CRF300LS and drop on without a grunt or groan, planting both feet on the ground with my butt on the narrower, lower forward section of the seat. From the saddle, the bike feels friendly and approachable without seeming small, and with feet on pegs, the relaxed seating position is similar to sitting on a dining chair. 

Since the steel double-cradle frame and footpeg positions are identical between the L and LS and the latter’s seat is thinner, there’s less legroom on the LS, so the tops of my thighs are almost horizontal when riding and a little more effort is required to stand up. That much knee bend can start feeling cramped after a while, but sliding back on the seat alleviates it. Before my first ride, I removed the passenger grab strap from the seat (two bolts) to make it easier to move around and rotated the handlebar forward in the clamps to bring the grips up for standing. The seat itself is firm and hard-edged and takes some getting used to – if you can’t, there are numerous aftermarket options (or you could find someone who wants to swap you for the thicker CRF300L seat). Overall, I didn’t hesitate to put in 100- to 200-mile day rides on the LS, though I would probably throw it in the truck to get to the start of a ride in another state.  

The chief complaint about previous CRF300L and LS models was with their overly soft suspension, which was fine for lighter pilots but otherwise required immediate aftermarket upgrades. I had the opportunity to ride the 2025 CRF300LS back-to-back with a friend’s 2023 model, and while American Honda wasn’t able to provide much detail about the suspension changes, it was immediately obvious how much it is improved. It’s still quite soft for bigger riders and lacks adjustments other than ring-and-locknut rear spring preload (which is important to adjust for your weight), but the increased damping at both ends is very apparent, and it feels like the fork and shock springs are a bit more robust as well. Overall, the 2025 LS is more controlled, didn’t bottom out or bump steer as easily as the 2023, and suffers less fork dive under braking as well. As soon as my buddy Arden and I swapped bikes on an off-road section, he disappeared ahead of me on the 2025 model, and I struggled to keep him in sight riding his 2023. I’m pretty sure he would have traded me on the spot (no, I didn’t offer). 

Handling is light and nimble as you might expect, with good cornering stability and plenty of steering sweep side-to-side for tight maneuvers. IRC Trails tube-type knobby tires stick well enough on the street, with a little noise on the highway and some squirm over pavement cracks, but they shine in the dirt – I would probably wear them out before replacing them. Braking is just right for a dual-sport, with plenty of strength for quick stops but no grabbiness that can get you into trouble off-road. Both the L and LS come with ABS, which can be turned off at the rear for off-road riding with a switch beside the instrument panel when the bike is stopped. 

In addition to its more manageable size and height, I really like the completeness of the CRF300LS compared to some dual-sports, especially at just $5,749. The bright LCD instrument panel includes a gear indicator, fuel gauge, tachometer, dual tripmeters, clock, and readouts for average speed, fuel economy, and consumption – important info when your fuel tank only holds 2.06 gallons of regular unleaded. I averaged 65.7 mpg, and the max was 71.4, for a range of about 130 miles (larger aftermarket tanks are available). 

The new LED headlight and turnsignals are super bright, there’s a locking storage box for tools and whatnot, the battery and air cleaner are readily accessible, and a valve inspection in the DOHC, rocker-arm style cylinder head isn’t required until 16,000 miles. If the loop of brake and ABS lines block your view of the instrument panel, there are numerous ways to reroute them. Four bungee posts in back ease mounting a small seatbag and/or saddlebags, and a number of Honda Accessories are offered, including handguards, a skid plate, an electrical socket, wider footpegs, a top box, a luggage rack, and more. 

The CRF300LS comes in a distinct, attractive, and immediately recognizable gray and red graphics package for 2025. With the exception of the 2001 Gold Wing GL1800 in yellow, I have never been buttonholed as much about a bike at gas stops (even intersections!) from every type of rider. The bike’s rep as a versatile, approachable, capable, and affordable machine has clearly spread, and our local dealer said he can’t keep them in stock. If you’re tall enough, by all means avail yourself of the longer suspension and better seat on the CRF300L – it’s otherwise the same bike. But for the rest of us, the lower CRF300LS is not too tall, not too small, and a whole lot of fun. 

Check out more new bikes in Rider’s 2025 Motorcycle Buyers Guide

2025 Honda CRF300LS Specs 

• Base Price: $5,749 
• Warranty: 1 yr., unltd. miles 
• Website: Powersports.Honda.com 

ENGINE 

• Type: Liquid-cooled Single, DOHC w/ 4 valves 
• Displacement: 286cc 
• Bore x Stroke: 76.0 x 63.0mm 
• Compression Ratio: 10.7:1 
• Valve Insp. Interval: 16,000 miles 
• Fuel Delivery: PGM-FI w/ 38mm throttle body 
• Lubrication System: Wet sump, 1.6 qt. cap. 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: O-ring chain 

CHASSIS 

• Frame: Steel double cradle w/ engine as stressed member, steel subframe, double-sided aluminum swingarm 
• Wheelbase: 56.7 in. 
• Rake/Trail: 27.5 degrees/4.3 in. 
• Seat Height: 32.7 in. 
• Suspension, Front: 43mm telescopic USD fork, 9.3 in. travel 
• Rear: Pro-Link system w/ single shock, adj. for spring preload, 9.0 in. travel 
• Brakes, Front: Single 256mm disc w/ floating 2-piston caliper & ABS 
• Rear: Single 220mm disc w/ floating 1-piston caliper & ABS 
• Wheels, Front: Cast, 1.60 x 21 in. 
• Rear: Cast, 2.15 x 18 in. 
• Tires, Front: Tube-type, 80/100-21 
• Rear: Tube-type, 120/80-18 
• Wet Weight: 311 lb (factory claim) 
• Load Capacity: 326 lb 
• GVWR: 637 lb 

PERFORMANCE 

• Horsepower: 27 @ 8,500 rpm (factory claim) 
• Torque: 19.6 lb-ft @ 6,500 rpm (factory claim) 
• Fuel Capacity: 2.06 gal. 
• Fuel Consumption: 65.7 mpg 
• Estimated Range: 135 miles 

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Source: RiderMagazine.com