Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/970089
not very adjustable. But most of the time I didn't care about going fast or riding the Rally aggressively; I simply enjoyed taking it out on long casual rides, exploring new places. That's what the Rally does best. And the engine is fine for that because it makes okay bottom-end power, and throttle response at low rpm is clean and predictable—the perfect com- bination for carefree cruises. And this engine won't get you into trouble by having too much power; I was more concerned about it not getting me out of trouble. You can easily ride the Rally all day long because it has com- fortable ergos and a firm seat. It fit my 6'1" frame just fine. Vibra- tion is barely noticeable, the ride is smooth and the bike is quiet. Clutch pull is ultra-light, too, but you'll be busy shifting the Rally's six-speed transmission in order to continually get the most power out of the engine. This is a constant battle. I prefer riding with a buddy, of course, but that's not always possible these day with every- one's busy schedules, but I had no qualms exploring back roads and hills solo on the Rally; hey, if I did end up in a ditch, the Rally is small and light enough that I always felt confident that I'd be able to yank it out, or ride it out, on my own. This hasn't always been the case with larger dual-cylinder ADV bikes; I can personally attest to that. Plus, on the Rally, I could explore smaller and more technical single-track trails that I would never even consider on bulkier and much heavier multi-cylinder ADV bikes. The L, however, I must admit is a better off-road bike in general; it's lighter, has a lower seat height and doesn't have a windshield. And it doesn't have all that plastic to scratch or dam- age when you drop it. The Rally is not overflowing with electronics or rider aids. The large and easy-to-read digital meter, which, in light of its size, you'd think would be teeming with information, but un- fortunately this is not the case. Instead, it gives you just the essentials, no navigation. You'll have to bring your own. ABS is the closest thing to a rider aid. (In case you're wondering, on the ABS model, the rear ABS can be switched off.) Honda fitted the Rally with IRC Trails GP rubber, which are fairly decent all-around tires. They are the same tires as on the L. As for the street, the Rally per- forms well but has barely enough power for California freeways where you have to keep up with the flow of traffic or else. The Rally will eventually reach 80 mph but it doesn't like it. That's a lot of work for its little piston. Take side streets instead. How- ever, as an around-town runner, the Rally is the ideal motorcycle, and you'll look good doing it, too. This bike is an attention- getter. The very first time I pulled into a gas station on the Rally, someone went out of their way to ask what I was riding and how much it cost. He was shocked when I told him under six grand. In a nutshell, the Rally is a fun, low-stress motorcycle that is easy to ride, especially on the street. It will make an excellent urban commuter or runabout and, as I just said, will make you look cool doing these things. And, as long as you're not racing against the clock, contrary to what the bike's name might sug- gest, the Rally makes a fine and reliable back roads—paved or not—explorer. Thinking about getting into ADV riding? The Honda CRF250L Rally is a great way to get started. CN 2018 HONDA CRF250L RALLY FULL TEST P106 It might be called Rally but leave the clock at home and just enjoy the ride. That's what the CRF250L Rally is all about. On the Rally, I could smaller and more technical single-track trails that never even consider and much heavier multi- cylinder ADV bikes.