I saddle up, feeling the height first — the 2026 CRF300F sits tall, with a seat height of 35.0 inches (~ 889 mm). It feels lean and long; even before I fire it up, I can tell Honda has done a lot to carry forward the off-road pedigree of the CRF-F line, yet beef it up enough so that more seasoned trail riders will find something to love.

Starting Up / First Impressions

Turn the key, press the starter: electric start, fuel injection — Honda ensures there’s none of the old-kickstart hassle. The engine primes smoothly, the idle is steady. There’s a gentle thrum, typical of a single-cylinder, but improved isolation via a counterbalancer helps reduce vibration noticeably compared to older models.

As I ease off, gearing feels more usable than before: the new six-speed transmission gives more flexibility, especially in low speed technical sections, and in “in-between” throttle zones. The outgoing CRF250F had five gears; this extra gear helps stretch things out, reduce lugging, give more options.

Throttle response is forgiving. Because it’s an air-cooled 294cc single with SOHC, four valves, modest compression ratio (~9.3:1)  it doesn’t scream at you; rather it builds up in a smooth, manageable way. Not blisteringly fast, but enough punch for trail work and occasional rough roads.

Riding on Trail

Dropping into rocky, rutted terrain, the CRF300F shows its strengths. The Showa 41mm leading-axle conventional fork up front has been retuned with new spring/damping settings to resist bottoming out. Rear suspension via the Pro-Link single shock (with Showa damper) gives ~ 9.1 in travel; the rear linkage is now aluminum instead of steel, shaving weight and improving responsiveness. 

The wheel package remains classic for trail bikes: 21-inch front, 18-inch rear, which help in rolling over obstacles more easily, in maintaining stability on dirt, rocks, loose surfaces. Ground clearance is ~ 11.4 inches (≈ 290 mm) which gives tolerance for rocks and trail obstacles.

Brakes feel competent: front disc is 240 mm petal, rear 220 mm; with lighter front brake line (smaller-diameter hydraulic line) to reduce weight and improve feel. When descending, modulation is good, though you still have to be mindful of heat buildup if riding hard long downhill sections — no ABS, no fancy electronic aids; this is a purist trail bike.

On More Moderate Off-road & Mixed Terrain

Switching between trails & rougher dirt roads, the extra low-end torque from the 294 cc helps. The engine’s powerband is wider and more accommodating than the previous 250F — better for pulling out of slow corners, negotiating ruts, or climbing moderately steep sections without dropping into very low revs.

The oil cooler is a smart addition: in hot conditions or extended riding, the engine stays more stable, less risk of overheating. Clutch feels durable; Honda has upgraded the clutch disc material to more heat-resistant types, which helps under load.

The ergonomics are agreeable: handlebars are wide, crossbar in place for strength; seat is long, allows positional shifting (forward/back) when needed. On longer rides, though, standing up might cause fatigue — as expected with a taller bike. The weight, at 273 lbs (≈ 124 kg) curb, including fluids & full tank, is reasonable, but combined with tall seat and modest power it means you have to stay active on the bike (weight shifts, body posture) especially off-road.

On Road / Transit Sections

Though this bike is built for trail, you’ll inevitably have stretches of tow roads, pavement, fire roads, or highway connectors. Here, the six-speed gearbox helps, letting you use a higher gear to reduce revs and smooth things out. The fuel injection design ensures cold starts are easy, and throttle response is smooth even at low revs.

However, on pavement, the limitations show: seat firmness, wind exposure, and lack of windshield mean this is not built for long highway blasts. It will cruise, but it won’t do so as comfortably as a dual-sport or adventure bike with fairings. That said, for what it is — a trail bike — this road portion is acceptable, and the features added (oil cooler, six speeds, refined chassis parts) make the transitions less jarring.

Styling / Build Quality

Visually, Honda leans into its motocross / “performance” DNA. The radiator shrouds are sharper, graphics more aggressive. The skid plate is tough, designed to protect vital components (especially oil lines) from trail abuse. The side-panels now use screw fasteners instead of rubber grommets — a small touch, but means fewer failures / rattles.

Build quality feels Honda-typical: solid, with a focus on reliability. Simpler mechanical design (air cooled), fewer electronic aids to worry about going wrong. The inclusion of fuel injection, oil cooler, durable clutch material suggest Honda is trying to increase the margin of endurance, not just make a trail bike that works for weekends.

What Doesn’t Work / Trade-Offs

No bike is perfect, so here are some of the trade-offs or weak points you might notice:

• Seat height & weight: At ~ 35 inches, some riders (especially those shorter, or new to off-road bikes) may find mounting, ground reach, or maneuvering at very low speeds more difficult. The weight, while reasonable for its class, is not negligible when stuck in very technical terrain or when picking up the bike after drops.

• Comfort over long road distances: As above, little in the way of wind protection. Seat is functional but not plush. On road vibrations, wind buffeting, the lack of amenities found on road-biased bikes will be felt.

• Suspension firmness / travel limits: While the suspension travel is good (9.5 in front, 9.1 in rear), very aggressive whoops or very harsh terrain will still cause bottoming-out if pushed hard. For hardcore trail riders, aftermarket damping adjustments or suspension upgrades may be considered.

• Lack of advanced electronics: No ABS, no traction control, no ride modes. For off-road purity, that’s fine; but riders used to more “road / adventure / on-road + off-road” crossover bikes might miss some of those features.

• Fuel capacity: It holds ~ 1.6 gallons (~ 6.06 litres) of fuel. Enough for trail sections, but not for long highways or remote cross-country without careful planning.

Overall Impressions

After a few sessions riding all kinds of terrain — twisty forest trails, rocky ledges, hot dry fire roads, a few gravel connectors — the CRF300F shines as a capable, honest trail bike that strikes a strong balance between approachability and performance. For riders stepping up from smaller displacement machines, or those wanting something reliable, rugged, with good parts / service availability, this looks like a winner.

For more experienced trail riders, it offers enough enhancements (more torque, better heat management, lighter chassis bits) that it doesn’t feel like just a newbie bike. It won’t compete with high-end, fully suspending enduro machines on extreme terrain, but that isn’t its purpose.

If I were to sum it up: the 2026 CRF300F is what a “sweet-spot” trail bike should be — not overly complicated, not overly plush or expensive, but capable of real work, forgiving in its behavior, and durable. Honda has taken the solid foundation of the CRF-F line and made meaningful upgrades (engine, cooling, durability, chassis bits) rather than gimmicks. The trade-offs (comfort over long distances, high seat, limited fuel) are manageable and expected.