Fuel used on the 108km (67 Miles) test ride was 3.6L per 100km or 66mpg. I am running 14/39 gearing with a Dunlop D606 rear tyre in 120/90 18 size which makes the bike geared taller than standard.
Another interesting mod and I think you are unlocking some broader appeal for this bike. I think the 300 Rally has a lot going for it but the power was always going to be a difficult hurdle for many to overcome. I think you will give many peace of mind to make the aftermarket investment to build something the manufacturers are missing.
Thank you for sharing your experiences. It’s good to know that my decision to go with the Stage 3.0 with the 301cc kit is better for me. My performance riding in the US will be done with my KTM 500 and 890, depending on the distance and who I’m riding with. The CRF 301 Rally is perfect for all around riding in Cebu, Philippines.
I had my 300l for nearly 2 years and I loved it. But I spent so much money and time trying to get the power and suspension right in the end I finally just sold it and got a 450l. Uncorked it is such a far superior bike and I regret nothing. If it’s power you want get the 450l ecu and away you go
Glad to hear you are enjoying your 450L. My bike is a lightweight adventure bike, my priorities are comfort and versatility. I'm just maximising the potential of the 300 motor. If you are after a powerful trail bike, you have made a good choice.
I have a mate who just recently bought a crashed 450RL and he's going to put the motor into his (250) Rally! It's very ambitious project and a LOT of modification is going to be needed, but he might end up with the Unicorn Rally bike we're all chasing... I'll be so jealous... 🤣
I have had that same thought. it wouldn't be too hard as the CRF250/300 has a steel frame which is easy to weld. The vibrations of the CRF450 still put me off though, the 250/300 motors, being road bike based, are so smooth!
I've ridden a 450RL and don't know where all these "vibration" issues come from. Perhaps I wasn't riding it hard enough, but I didn't notice vibrations over and above what is expected. The lighter chassis on the RL makes the bike feel a bit more nimble, but the lower end power is addictive. I can see why the idea of that performance in a rally is appealing. Whether or not the rally is a "worse" bike (or whether the 450RL is "double the power" are both things open for debate. For the kind of riding I do, if I could have the 450RL's performance on my Rally, I'd be most pleased. The only downside I'm seeing is the service intervals on the 450 but I'd be willing to deal with that if I could have the 450RL's low end performance on my Rally.
Thanks for the video, I was debating between stage 3 and 4 and this happened to be exact video I needed. Hopefully big bore kit will be back in stock soon so I can start work on this.
Great results mate seems perfect for you. will be interesting to see what you think of it in the long run. Economy given the higher revs is also a pleasant surprise. For mister slow and steady here 😅 i think the stage 3 with the 301 kit will be my perfect remedy. From my perspective though I am a bit sad as I was hoping you would put the stage 3 through its paces for a while😢 Very interesting and good fun as for the “get a real bike” people they will never understand either they are so highly skilled that they can make the big bikes sing on the trails, or they have bought into the Advertising a bit too much. I have nearly been burned at the stake a few times for getting rid of the 701 for the 300 but at the end of the day it depends on what you use the bike for.
Hi Tony, the Stage 3 is a great set-up. I did put 2,500km on it and loved every minute of it. Perhaps I'll miss the low to mid-range pull when I ride Stage 4 in more difficult situations, but that's what I'm here to find out and report back. I've got some rides planned with bigger bikes to see how it goes in real adventure riding situation so stay tuned...
I think I will stick to my stage 2. The problem I see with stage 4 is 1) in the higher rev range > 6000 RPM, there is very noticeable vibration , 2) I have standard gearing fast enough for the freeway. I would like more low down torque. Dual sport riders are torn to some extent between enduro and dirt bike - lightweight adventure. Thanks for the update Shaun
Good choice with Stage 2. On the vibration front, I found exhaust and muffler design had a great influence on high RPM vibration. I switched to a longer, free flowing muffler and my high RPM vibrations disappeared. If you want more low down torque... Stage 3 is for you!
I was initially thinking, before even riding the bike, (just looking at the dyne results) that I would have to change the gearing. But, it's so nice on the road and the gears rev out so well in the bush that I don't really want to mess with it. I have a new tyre coming soon, so I may regear it going back to 120/80 size.
So, you have just been getting a new ECU from 550 performance every time you made new performance mods, instead of having it reflashed? You must have changed it out at least 3 times now? This is pretty awesome.
Yes, I have an ECU for each tune (stage) so I can go back if needed or wanted to. I just say, once I've sampled this Stage 4, I don't think I could go back. If you could combine both, it would be amazing. But I guess with only 301cc there is a limit. If you increased compression you would get a little more down low but at the expense of needing better fuel or possible race fuel. I think this is the peak of development while keeping versatility and reliability.
@@ShonkyProductions you have done an excellent job with reviewing this kit. Personally, I believe that I would be very happy with the stage 3 tune the best. I’m in no hurry to make the upgrades but it’s definitely exciting knowing that I have this to look forward to. Thank you for posting these videos!
Thanks Bill. We often bump (not literally) into horses on our rides and always switch off engines and stop bikes as soon as we see them. Making friends that way, I often get good intel on new tracks or track conditions.
This is how it should have been made by Honda. I’ve upgraded quite a bit and I love mine but it just lacks that bit of power my CB500x has. It might just become a project bike because of you thanks!
Why not just go with a KTM 350 exc-f? It's 100 pounds lighter, has 50 HP, 95 MPH top speed and a better suspension. In the end the cost would be about the same and you could always add a rally tower.
@@user_28943 Haha... I wish! I'm just a guy who likes working on, and building bikes. I've been doing it for over 20 years, well before UA-cam. I choose to share it with others to give something back to the dirt bike community..
I have gone down the KTM exc route before with a KTM530. I made a great lightweight adventure bike but it was not as comfortable on road or as versatile. Service intervals are way shorter too. They do make great bikes for off road, but I want something that I can comfortably ride for hours on the road to get to the bush.
That cam does exactly what I don't want from my 300. Great for racing, pointless to backwards for fun slow med riding. The loss of low end torque will not help in tight stuff. Not for this little black duck. I am guessing great for road or desert open riding though. The woman I ride with rides a CRF230L that struggles at 100kph . If I rode with bigger bikes might reconsider. If you wanted that sort of power delivery surely it would make more sense to buy a Yammy WR250R which weights less as well?
Yes, this would not suit general trail riding as I call it... just cruising around enjoying the scenery. You probably don't need any mods at all to enjoy the CRF300 like that. I am just showing that there are options for people who would like more power.
I wonder id they could possibly get some type of reg 87 style travel gas ecu tune for the big bore idk if it be possible but that would be amazing even if its not the optimum power if we could get some more grunt it would be great
You could definitely do it, you would need to address the higher compression of the 301cc big bore kit with a thicker head or base gasket and then a matching tune.
Sean, Your timing is perfect. Maverick and I have today been discussing whether I should go with Stage 3 or 4 cams and ECU for my’21 300 Rally. The 3.0 power down low is attractive but similarly the 4.0 90 mph potential is too. What rear tire size and brand plus sprocket tooth counts are you using? Also, what was your top WOT speed on level surfaces in 6th gear for both cam/ECU stage mods?
Happy to be of service... I am running 14/39 sprockets with a Dunlop D606 rear in 120/90 18 size. Previous top speed was 138kph (85mph). I think there is a little more top speed left in the Stage 4 but I was running out of road... I mean "private air strip".
So you ran 85mph top end on Stage 3, correct? And I saw 90MPH on this Stage 4 trial video in a legal location of course. Do I have all that correct? Are you saying you were not at top speed when running 90 mph with Stage 4?
@@ChrisGough-kn2wj Yes, 85mph was pushing hard with Stage 3 and current wheel and sprocket setup. 90mph was much easier to achieve with Stage 4 and I think there is possibly a little more to be had. It's a hard decision, but I was finding that with Stage 3, I was often in the higher RPM range (riding hard uphill) and wishing I could rev out the gear further rather than changing up to the next gear and possibly fall off the torque/power curve. With either one you will be happy.
I would be interested to see how it handles really tight single track. I am wondering if the lost mid range will make it feel like you need to rev it a lot higher and not have the down low lug.
I did a little tight single track on mine yester day, while it did it easily there were no rock ledges that needed lofting the front over. If tight single track is what you're doing, I think stage 3 would be much better with it's stronger low and mid range.
Great question.. No I don't feel any extra heat from the bike. The stock bike is setup very lean to pass emissions, so when the tune is improved, they add more fuel to richen and this helps keep the bike running cooler.
But, the crf300's engine wasn't built with the stage 4 mod and speed and high rev like this, so would you expect it to die tens of thousands of km's early?
The CRF300's engine was built to rev. It was designed as a road bike motor for the CBR250 and then the CBR300. Road bike motors are built to rev all day long, and if you watched my video on the 301cc big bore kit, you would see the developer explaining why it is reliable and how road bike racers have been racing for seasons on it without any reliability issues. If a CBR300 race bike can go seasons without any issues, what makes you think that when used in a CRF300 adventure bike at much lower overall revs, compared to a road race bike, that it won't be reliable?
@@user_28943 Who exactly are we "told" this by... the Illuminati? Spending $2-$4k on top of the retail price is still less than a KTM and you end up with a much more comfortable, versatile bike. I am not after "KTM power", I'm just maximising the potential of the CRF300... I don't know why that upsets some Orange cool-aid drinkers?
Hi from NZ. I'm on my 2nd 300l now- my first did 40,000km. That was with the 87 octane stage 1 tune running the moto x pipe. Have you done any mods on your clutch? It will be interesting to see if the stock one will cope with that much power.
Nice work doing that many K's. I'm only at 21,000. My stock clutch is holding up fide so far. The Assist part of the "Slipper/Assist" clutch we have works better the more revs you put through it, so it should be fine.
Sold it, bought a new one and swapped all the aftermarket good bits like suspension, fuel tanks and custom stuff. It was still running fine.@@slakk5093
Stage 3 uses CBR cams which can be found for $80 a pair. Stage 4 uses custom cams at $275usd a pair. www.550performance.com/products/crf300l-sport-camshafts
Yes, that's a great way to explain it. It's very linear power delivery that that delivers street bike power curve with more power in the mid-top end. This suits me perfectly as my bike is used as a lightweight adventure bike and needs to be able to comfortably do highway miles as well as deliver in the dirt. I would go as far to say that this Stage 4 would suit anyone wanting to do dual sport or adventure riding, regardless of your skill level because of its easy, linear power delivery.
@@ShonkyProductions yeh but surely the map can add fuel lower down to counteract that? I’m guessing 555 did the dyno charts so they got the best out of it
@@TrippyandDa Yes, I bet you are right... you could map around it to improve it, but you would be taking away from the power gains. I will return my bike to standard gearing and rear wheel size and see if that makes a difference to mid-range pull.
@@ShonkyProductions why would adding fuel low down take away from power at the top? That’s mechanical change which cams do, fuel mapping doesn’t necessarily have give and take. Worth asking the ECU programmer
@@ShonkyProductionsis the rear tank permanently connected to the fuel system? Sorry, been loving your videos on this despite not owning a motorcycle for 40 yrs. The 300 Rally has got me seriously interested though. And I love hopping engines up..😃
@@garyoneill8868 Yes, the rear tank is 6L 1.5gal fuel for longer rides. It is plumed into the main tank and gets drawn in via vacuum as the main tank uses fuel. This is a great bike if you like to get your hands dirty modding it. It's a cheap bike to buy and even when modded is still cheaper than other brands. I'm like you, I enjoy playing and modifying!
Mate why not just buy a 450 RL and a power commander ,,,exhauste ,doesn't warrant what you spent tuning 😊 when do you ever use 6 gear in the bush normally the first three gears unless on the flat but thats rare to what ive watched .
The 450RL is not as comfortable on the road. My bike is an adventure bike that often does 1000km (620mile) weekends and needs to be able to cover road miles to get to the bush. Also, the service intervals on the CRF300 are much longer.
@@ShonkyProductions we'll add a bigger clutch casing ,a seat ,and a smaller rear sprocket then,,,still wouldn't come to the amount of engine mods and labour price you've paid
@@cliff1551 I've done all the engine work myself, so the costs haven't been too bad. I enjoy modifying so it's a pleasant hobby for me to see how much I can improve the CRF300.
Fuel used on the 108km (67 Miles) test ride was 3.6L per 100km or 66mpg. I am running 14/39 gearing with a Dunlop D606 rear tyre in 120/90 18 size which makes the bike geared taller than standard.
Another interesting mod and I think you are unlocking some broader appeal for this bike. I think the 300 Rally has a lot going for it but the power was always going to be a difficult hurdle for many to overcome. I think you will give many peace of mind to make the aftermarket investment to build something the manufacturers are missing.
Yes, compared to the stock bike, my bike is so much easier to ride everywhere. I hope I have encouraged others to think about the CRF300 as an option.
Thank you for sharing your experiences. It’s good to know that my decision to go with the Stage 3.0 with the 301cc kit is better for me. My performance riding in the US will be done with my KTM 500 and 890, depending on the distance and who I’m riding with. The CRF 301 Rally is perfect for all around riding in Cebu, Philippines.
I had my 300l for nearly 2 years and I loved it. But I spent so much money and time trying to get the power and suspension right in the end I finally just sold it and got a 450l. Uncorked it is such a far superior bike and I regret nothing. If it’s power you want get the 450l ecu and away you go
Glad to hear you are enjoying your 450L. My bike is a lightweight adventure bike, my priorities are comfort and versatility. I'm just maximising the potential of the 300 motor. If you are after a powerful trail bike, you have made a good choice.
I have a mate who just recently bought a crashed 450RL and he's going to put the motor into his (250) Rally! It's very ambitious project and a LOT of modification is going to be needed, but he might end up with the Unicorn Rally bike we're all chasing... I'll be so jealous... 🤣
I have had that same thought. it wouldn't be too hard as the CRF250/300 has a steel frame which is easy to weld. The vibrations of the CRF450 still put me off though, the 250/300 motors, being road bike based, are so smooth!
Double the power in a worse bike, guess that's why unicorns died out.
I've ridden a 450RL and don't know where all these "vibration" issues come from. Perhaps I wasn't riding it hard enough, but I didn't notice vibrations over and above what is expected. The lighter chassis on the RL makes the bike feel a bit more nimble, but the lower end power is addictive. I can see why the idea of that performance in a rally is appealing. Whether or not the rally is a "worse" bike (or whether the 450RL is "double the power" are both things open for debate.
For the kind of riding I do, if I could have the 450RL's performance on my Rally, I'd be most pleased. The only downside I'm seeing is the service intervals on the 450 but I'd be willing to deal with that if I could have the 450RL's low end performance on my Rally.
@@2000jago if Honda could put the 450RL motor in a Rally frame and double it's oil capacity we would all love that.
Thanks for the video, I was debating between stage 3 and 4 and this happened to be exact video I needed. Hopefully big bore kit will be back in stock soon so I can start work on this.
Yes, it's a hard choice. I would have been perfectly happy with Stage 3... but I was corrupted by the dark side!
Great results mate seems perfect for you. will be interesting to see what you think of it in the long run. Economy given the higher revs is also a pleasant surprise. For mister slow and steady here 😅 i think the stage 3 with the 301 kit will be my perfect remedy. From my perspective though I am a bit sad as I was hoping you would put the stage 3 through its paces for a while😢
Very interesting and good fun as for the “get a real bike” people they will never understand either they are so highly skilled that they can make the big bikes sing on the trails, or they have bought into the Advertising a bit too much. I have nearly been burned at the stake a few times for getting rid of the 701 for the 300 but at the end of the day it depends on what you use the bike for.
Hi Tony, the Stage 3 is a great set-up. I did put 2,500km on it and loved every minute of it. Perhaps I'll miss the low to mid-range pull when I ride Stage 4 in more difficult situations, but that's what I'm here to find out and report back. I've got some rides planned with bigger bikes to see how it goes in real adventure riding situation so stay tuned...
I think I will stick to my stage 2. The problem I see with stage 4 is 1) in the higher rev range > 6000 RPM, there is very noticeable vibration , 2) I have standard gearing fast enough for the freeway. I would like more low down torque. Dual sport riders are torn to some extent between enduro and dirt bike - lightweight adventure. Thanks for the update Shaun
Good choice with Stage 2. On the vibration front, I found exhaust and muffler design had a great influence on high RPM vibration. I switched to a longer, free flowing muffler and my high RPM vibrations disappeared. If you want more low down torque... Stage 3 is for you!
Possible gearing experiment with the stage 4 next?? Lol so much fun thanks man!
I was initially thinking, before even riding the bike, (just looking at the dyne results) that I would have to change the gearing. But, it's so nice on the road and the gears rev out so well in the bush that I don't really want to mess with it. I have a new tyre coming soon, so I may regear it going back to 120/80 size.
So, you have just been getting a new ECU from 550 performance every time you made new performance mods, instead of having it reflashed? You must have changed it out at least 3 times now? This is pretty awesome.
Yes, I have an ECU for each tune (stage) so I can go back if needed or wanted to. I just say, once I've sampled this Stage 4, I don't think I could go back.
If you could combine both, it would be amazing. But I guess with only 301cc there is a limit. If you increased compression you would get a little more down low but at the expense of needing better fuel or possible race fuel. I think this is the peak of development while keeping versatility and reliability.
@@ShonkyProductions you have done an excellent job with reviewing this kit. Personally, I believe that I would be very happy with the stage 3 tune the best. I’m in no hurry to make the upgrades but it’s definitely exciting knowing that I have this to look forward to. Thank you for posting these videos!
BTW loved how you were respectful to the original dualsport[horse].
Thanks Bill. We often bump (not literally) into horses on our rides and always switch off engines and stop bikes as soon as we see them.
Making friends that way, I often get good intel on new tracks or track conditions.
We'd better go back to Walcha and have a drag race up that hill again....
GAME ON!
This is how it should have been made by Honda. I’ve upgraded quite a bit and I love mine but it just lacks that bit of power my CB500x has. It might just become a project bike because of you thanks!
Happy to help. If I can find a cheap CRF 250/300 rally, my project bike will be putting a CB500 motor in!
Why not just go with a KTM 350 exc-f? It's 100 pounds lighter, has 50 HP, 95 MPH top speed and a better suspension. In the end the cost would be about the same and you could always add a rally tower.
Dead right
@@user_28943 Haha... I wish! I'm just a guy who likes working on, and building bikes. I've been doing it for over 20 years, well before UA-cam. I choose to share it with others to give something back to the dirt bike community..
@@user-bi5tz2dp9c 🤣
I have gone down the KTM exc route before with a KTM530. I made a great lightweight adventure bike but it was not as comfortable on road or as versatile. Service intervals are way shorter too. They do make great bikes for off road, but I want something that I can comfortably ride for hours on the road to get to the bush.
Look out, she's gunna blow.
Haha... We'll see 🤞
24:05 well done mate ,,,but each to there own ye,
That cam does exactly what I don't want from my 300. Great for racing, pointless to backwards for fun slow med riding. The loss of low end torque will not help in tight stuff. Not for this little black duck. I am guessing great for road or desert open riding though. The woman I ride with rides a CRF230L that struggles at 100kph . If I rode with bigger bikes might reconsider.
If you wanted that sort of power delivery surely it would make more sense to buy a Yammy WR250R which weights less as well?
Yes, this would not suit general trail riding as I call it... just cruising around enjoying the scenery. You probably don't need any mods at all to enjoy the CRF300 like that. I am just showing that there are options for people who would like more power.
I wonder id they could possibly get some type of reg 87 style travel gas ecu tune for the big bore idk if it be possible but that would be amazing even if its not the optimum power if we could get some more grunt it would be great
You could definitely do it, you would need to address the higher compression of the 301cc big bore kit with a thicker head or base gasket and then a matching tune.
chasing the dragon now, giving up low end performance for a bit of top end..
While that is true, for me it's more about having the power curve that suits your riding style.
Sean, Your timing is perfect. Maverick and I have today been discussing whether I should go with Stage 3 or 4 cams and ECU for my’21 300 Rally. The 3.0 power down low is attractive but similarly the 4.0 90 mph potential is too. What rear tire size and brand plus sprocket tooth counts are you using?
Also, what was your top WOT speed on level surfaces in 6th gear for both cam/ECU stage mods?
Happy to be of service... I am running 14/39 sprockets with a Dunlop D606 rear in 120/90 18 size. Previous top speed was 138kph (85mph). I think there is a little more top speed left in the Stage 4 but I was running out of road... I mean "private air strip".
So you ran 85mph top end on Stage 3, correct?
And I saw 90MPH on this Stage 4 trial video in a legal location of course. Do I have all that correct? Are you saying you were not at top speed when running 90 mph with Stage 4?
@@ChrisGough-kn2wj Yes, 85mph was pushing hard with Stage 3 and current wheel and sprocket setup. 90mph was much easier to achieve with Stage 4 and I think there is possibly a little more to be had. It's a hard decision, but I was finding that with Stage 3, I was often in the higher RPM range (riding hard uphill) and wishing I could rev out the gear further rather than changing up to the next gear and possibly fall off the torque/power curve.
With either one you will be happy.
I would be interested to see how it handles really tight single track. I am wondering if the lost mid range will make it feel like you need to rev it a lot higher and not have the down low lug.
I did a little tight single track on mine yester day, while it did it easily there were no rock ledges that needed lofting the front over.
If tight single track is what you're doing, I think stage 3 would be much better with it's stronger low and mid range.
Damn. I've got stage 3 in the shed ready to install in 2 weeks... I wonder if 550 would do an exchange on never installed parts??😅
You'll still love it
What sat nav are you using or is it your phone?
It's just a Ulefone X5, a cheap rugged phone that I use for navigation and other things like GPS speedo
Stage 5 will be getting a 450RL :)
Haha... We'll see. I'm waiting for the 450 to be uncorked for a rematch.
@@ShonkyProductionsonce uncorked there will be no comparison
@@KentwoodWarrior That's what I expect too. But we'll find out soon hopefully.
Please can you tell me do you notice anymore heat coming from the engine over standard with all your mods?
Great question.. No I don't feel any extra heat from the bike. The stock bike is setup very lean to pass emissions, so when the tune is improved, they add more fuel to richen and this helps keep the bike running cooler.
What do you think about the SSS Motorcycles Tamworth ECU conversion for the 300l
I haven't sampled it myself, but I hear good things about it.
But, the crf300's engine wasn't built with the stage 4 mod and speed and high rev like this, so would you expect it to die tens of thousands of km's early?
The CRF300's engine was built to rev. It was designed as a road bike motor for the CBR250 and then the CBR300. Road bike motors are built to rev all day long, and if you watched my video on the 301cc big bore kit, you would see the developer explaining why it is reliable and how road bike racers have been racing for seasons on it without any reliability issues. If a CBR300 race bike can go seasons without any issues, what makes you think that when used in a CRF300 adventure bike at much lower overall revs, compared to a road race bike, that it won't be reliable?
@@user_28943 Who exactly are we "told" this by... the Illuminati? Spending $2-$4k on top of the retail price is still less than a KTM and you end up with a much more comfortable, versatile bike. I am not after "KTM power", I'm just maximising the potential of the CRF300... I don't know why that upsets some Orange cool-aid drinkers?
Hi from NZ. I'm on my 2nd 300l now- my first did 40,000km. That was with the 87 octane stage 1 tune running the moto x pipe. Have you done any mods on your clutch? It will be interesting to see if the stock one will cope with that much power.
Nice work doing that many K's. I'm only at 21,000. My stock clutch is holding up fide so far. The Assist part of the "Slipper/Assist" clutch we have works better the more revs you put through it, so it should be fine.
What happenend to your first one? did you sell it or did it fail?
@@slakk5093 I just took it out to try Stage 4. It will probably be for sale in the near future.
Sold it, bought a new one and swapped all the aftermarket good bits like suspension, fuel tanks and custom stuff. It was still running fine.@@slakk5093
Do you know how much the stage 4 kit cost if you are going from stock?
What about the stage 3 I assume it's slightly less?
Stage 3 uses CBR cams which can be found for $80 a pair. Stage 4 uses custom cams at $275usd a pair.
www.550performance.com/products/crf300l-sport-camshafts
Sean, does it perform more like a street bike engine in stage 4?
Yes, that's a great way to explain it. It's very linear power delivery that that delivers street bike power curve with more power in the mid-top end.
This suits me perfectly as my bike is used as a lightweight adventure bike and needs to be able to comfortably do highway miles as well as deliver in the dirt. I would go as far to say that this Stage 4 would suit anyone wanting to do dual sport or adventure riding, regardless of your skill level because of its easy, linear power delivery.
Think you'd have more look with the horse lady 😮😊
What happens off camera, stays off camera 😉
@@ShonkyProductions 🤣🤣🤣🤣🤣👋🤠👍🤣🤣🤣🤣🤣
Surely that torque loss is just mapping isn’t it?
It's probably the shift in torque curve rather than torque loss. The cams have just moved it further up the rev range.
@@ShonkyProductions yeh but surely the map can add fuel lower down to counteract that? I’m guessing 555 did the dyno charts so they got the best out of it
@@TrippyandDa Yes, I bet you are right... you could map around it to improve it, but you would be taking away from the power gains. I will return my bike to standard gearing and rear wheel size and see if that makes a difference to mid-range pull.
@@ShonkyProductions why would adding fuel low down take away from power at the top? That’s mechanical change which cams do, fuel mapping doesn’t necessarily have give and take. Worth asking the ECU programmer
@@TrippyandDa True, I didn't think of it like that.
Check the fuel usage
Fuel usage was 3.6L per 100km or 66mpg.
@@ShonkyProductions so around 260 miles then
@@cliff1551 Yes, but I also have the 6L rear tank that gives me another 100 miles.
@@ShonkyProductionsis the rear tank permanently connected to the fuel system? Sorry, been loving your videos on this despite not owning a motorcycle for 40 yrs. The 300 Rally has got me seriously interested though. And I love hopping engines up..😃
@@garyoneill8868 Yes, the rear tank is 6L 1.5gal fuel for longer rides. It is plumed into the main tank and gets drawn in via vacuum as the main tank uses fuel.
This is a great bike if you like to get your hands dirty modding it. It's a cheap bike to buy and even when modded is still cheaper than other brands. I'm like you, I enjoy playing and modifying!
Mate why not just buy a 450 RL and a power commander ,,,exhauste ,doesn't warrant what you spent tuning 😊 when do you ever use 6 gear in the bush normally the first three gears unless on the flat but thats rare to what ive watched .
The 450RL is not as comfortable on the road. My bike is an adventure bike that often does 1000km (620mile) weekends and needs to be able to cover road miles to get to the bush. Also, the service intervals on the CRF300 are much longer.
@@ShonkyProductions we'll add a bigger clutch casing ,a seat ,and a smaller rear sprocket then,,,still wouldn't come to the amount of engine mods and labour price you've paid
Or just buy an husky 701 and run it on just over half throttle same affect .
@@cliff1551 I've done all the engine work myself, so the costs haven't been too bad. I enjoy modifying so it's a pleasant hobby for me to see how much I can improve the CRF300.
@@cliff1551 That's always an option for anyone thinking of a lightweight adventure bike, but I prefer the CRF300 as I have it setup now.