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Pull in the clutch. Kick the shifter. Pin the throttle. The speedometer needle crawls past 30 mph. C’mon! 35 mph. C’mon! 40 mph. Pull, kick, pin it. Interstate 405 traffic roars past. No freeway on-ramp felt so long and so short at the same time. Pull, kick, pin it. The bike shudders as the gearbox clunks into fifth. I shudder as an 18-wheeler grows in my rearview mirror. This is what it’s like to merge onto the freeway aboard the Honda XR150L.
Just before the entrance lane terminates, the trailing semi relents, allowing me to narrowly slot into traffic. Despite the trucker’s courteous gesture, I stay on the gas. Fully tucked and fully pinned, I can only squeeze 60 mph out of my full-gallop steed. Patches of pavement roll by at just 88 feet per second. I cling to the slow lane, the way a non-swimmer clings to the pool ledge.
There’s no shortage of soul-stirring experiences in motorcycling. The straight-line rush of a Hayabusa. The high-speed cornering of a supersport. I’d include a 150 cc bike on a busy interstate in that company. Albeit a slow-lane adrenaline rush, it’s every bit as thrilling — and that’s just my first ride home on the diminutive dual-sport.
What’s old is new again
The XR150L may be new to American Honda’s lineup, but it’s far from new. The road-legal model was launched in Asia in 2014. For Australia and New Zealand, the XR arrived as an off-road-only farm bike. The entry-level option seems tailor-made for those markets. That’s why the model’s U.S. introduction in 2023 came as a surprise to many. Even so, Big Red didn’t overhaul the dual-sport for its Stateside debut.
Sundiro Honda — a joint company established by China’s Sundiro Holding Co. and Honda — manufactures every 149.2 cc single-cylinder engine found in the XR150L. The four-stroke, air-cooled thumper has a two-valve, OHC cylinder head and a 9.5:1 compression ratio. A 22 mm Keihin carburetor feeds fuel into the cylinder’s 57.3 mm (bore) by 57.8 mm (stroke) combustion chamber.
American Honda lists neither horsepower nor torque figures for the U.S. model of the 2023 XR150L. For context, the model claims 12.14 horsepower (at 7,750 rpm) and 9.22 foot-pounds of torque (at 6,000 rpm) in international markets. However, we can’t assume that our test unit matches that output. What’s safe to assume is that the thumper maintains a beginner-friendly character throughout the powerband.
That easygoing demeanor extends to the XR’s suspension setup. Its 31 mm fork doesn’t just bestow 7.1 inches of travel upon the dual-sport, but also softens all blows with a marshmallow-soft spring rate. The same goes for the monoshock, which chips in with 5.9 inches of rear-wheel travel. Just as relaxed, the model’s 27-degree rake rivals some cruisers, and the 32.8-inch seat height contributes to the neutral, upright riding position.
When it comes to the wheels, the XR keeps it simple. Up front, a 19-inch wire-spoke hoop wears a 90/90-19 tire while a 110/90-17 donut wraps the 17-inch rear wheel. Braking comes courtesy of a single two-pot caliper paired with a 240 mm disc at the fore and a 110 mm drum brake out back.
In total, our fully fueled test unit tipped the Common Tread scales at 280 pounds. That’s two pounds less than the curb weight reported on the official spec sheet. All these attributes have led to the 150L’s success abroad. While it’s garnered a reputation for its commercial and agricultural merits in Asia and Oceania, the barebones bike takes on a new identity in the United States.
Dual purpose
It’s no secret that small dual-sports perform admirably in both remote and urban environments. It’s that versatility that qualifies the XR as a prime candidate for new and returning riders. Odds are, those customers won’t purchase the pint-sized Honda for purely practical purposes. Whether used as a city runabout or a plated trail bike (or both), the model’s dual purpose isn’t just on- and off-road. It’s also function and fun.
As such, the torquey thumper offers enough bottom-range excitement without ruffling the rider’s feathers. Out on the trail, a whack of the throttle sends gravel spitting from the rear wheel. Yet, even the most ham-fisted applications don’t sacrifice grip on the road. A nearly non-existent top-end is partially responsible for the mill’s approachability, but the Honda doesn’t rely on speed to get its kicks.
Instead, the lithe lightweight scampers through rush hour traffic, flows through a set of twisting turns, and trundles through the trail with alacrity. A 53.5-inch wheelbase and sub-300-pound wet weight contribute to that nimble nature on the tarmac. Whereas a 9.6-inch ground clearance and low seat height serve its purposes off the beaten path. Press the limits at your own risk, though, as the stock trim lacks handguards and crash protection for trail-going tip-overs. Of course, dedicated dirt riders can procure such upgrades with Honda’s accessories catalog or the aftermarket.
In splitting the difference between asphalt and gravel, the CST tires also leave some performance on the table. The knob-less tire allows the little 150 to kick up dust around a corner, but the shallow tread sends the front squirming for purchase when encountering deep sand. During those instances, I simply plopped down on the plush seat, helping the front wheel skim over the sand as the rear powered out. On the pavement, the tires provide sufficient grip, even if vague feedback and a narrow profile limit lean angles.
In either venue, the spongey suspension isn’t responsive enough for a lively pace. Lest we forget, this dual-sport isn’t made for such pursuits, anyway. Honda is quite clear about the model’s comfort-first mantra. The setup delivers on that front, negating nearly all bumps and dips both on- and off-road. Only the most egregious inner-city potholes and rugged rock gardens even tested the suspension’s absorbing abilities. As a general rule, the XR never gets out over its skis, allowing riders to gain confidence over time.
At the same time, it’s only a matter of time before the user approaches the bike’s limits. With no ABS babysitting the rear drum brake (or the front disc brake, for that matter), breaking traction is just a firm pedal press away. Toss in abrupt downshifts and the rear tire chirps upon each momentary lockup. Hooligans in training will relish those tendencies. Most other owners will tolerate the behavior until it’s time to move up.
Consistently inconsistent
The XR150L is in its element on surface streets and fire roads. The opposite is true when it comes to the freeway. After my maiden voyage with the wee dualie, I steered clear of all on-ramps. Oh, the route calls for Interstate 10? I’ll go down Venice instead. Take the 405, you say? Sepulveda will do, thanks. Simply replace those numbers and names with your local freeways and streets, and you get the idea.
Still, I could only hold out for so long. Staring at cars zooming by from a highway-adjacent road, I felt like a retriever locked out of the dog park. After much internal debate, I gave it another go. To my surprise, the XR outperformed my expectations the second time around. Whipped up to a scintillating 67 mph, it slalomed through the slow lane without hesitation. Eat my dust, Prius! Sayonara, smart car. Ciao, Fiat! I arrived at my exit in what felt like record time. Unfortunately, the bike couldn’t regularly reproduce those results.
I topped out at 62 mph on my third attempt before recording a top speed of 68 mph on the very next run. While my right wrist remained a constant throughout those interstate dashes, practically no other variable stayed the same. Whether it was the gradient or the elevation, a headwind or a tailwind, the ambient temperature or the engine temperature, the little single was at the mercy of its circumstances. Even drafting off preceding cars or carrying a backpack impacted the bike’s top-speed potential.
For that reason, the XR isn’t an ideal candidate for long-distance travel. The lack of a gas gauge or even a low-fuel light only supports that assessment. With that said, Sundiro Honda’s uber-efficient mill averaged over 76 mpg under my charge. Under those calculations, the 2.8-gallon fuel tank’s 0.9-gallon reserve should get you to the nearest pump with fuel to spare. Like the dual-sport’s freeway prospects, that silver lining only goes so far.
Final thoughts on the Honda XR150L
Starting at $2,971, the 2023 Honda XR150L represents one of the most affordable motorcycles to hit the U.S. market in the last few years. Yes, bargain basement components such as the rear drum brake help it attain such status, but it’s still a full-sized option ripe for the beginner segment. Like many of its counterparts, the Honda favors affordability to cater to that crowd. It just does so to the Nth degree. That’s not a bad thing, either. Especially when bike prices only continue to rise in the post-COVID economy.
Was I surprised when Honda announced the model for the U.S. market? Without a doubt. After spending a few weeks with the XR, it’s clear that it makes sense for a certain subset within the beginner category. If you’re an intra-city rider or commuter, this dualie’s for you. The same goes for trailhead-adjacent novice off-roaders. Even suburban riders can make the 150L work for them by sticking to surface streets and backroad highways. Those hoping to log considerable freeway miles may look elsewhere, but that still leaves a sizable population of aspiring riders for the 2023 Honda XR150L to introduce to motorcycling.
| 2023 Honda XR150L | |
|---|---|
| Price (MSRP) | $2,971 |
| Engine | 149.2 cc, air-cooled, two-valve, single |
|
Transmission, final drive |
Six-speed, chain |
| Claimed horsepower | N/A |
| Claimed torque | N/A |
| Frame | Steel-tube |
| Front suspension | 31 mm fork; 7.1 inches of travel |
| Rear suspension | Pro-Link monoshock with adjustable spring preload; 5.9 inches of travel |
| Front brake | Two-piston caliper, 240 mm disc |
| Rear brake | 110 mm drum brake |
| Rake, trail | 27 degrees, 4.0 inches |
| Wheelbase | 53.5 inches |
| Seat height | 32.8 inches |
| Fuel capacity | 2.8 gallons (with 0.9 reserve tank) |
| Tires | CST 52P DP, 90/90-19 front, 60P DP 110/90-17 rear |
| Claimed weight | 280 pounds |
| Available | Now |
| Warranty | 12 months |
| More info | powersports.honda.com |
