As soon as we decided on the Honda CRF300L Rally as an Ultimate Motorcycling Project Bike, I wasted no time consulting with other owners to gather as much information as I could about the dual-sport bike. Nearly every performance discussion pointed straight to 550Performance, a six-year-old family-owned company based in Hilbert, Wisconsin. The company specializes in performance upgrades for the CRF300L and Rally, as well as six other Honda platforms, from the CRF250L to the Talon 1000 side-by-side. 550’s most advanced development work centers on the CRF300L and Rally, offering ECU flashes, airbox airflow tuning, high-performance cams, and a 301cc Big Bore Kit.
The stock CRF300L Rally, with a claimed 27 horsepower in stock trim, replaces the 73-horsepower Ultimate Motorcycling Yamaha Ténéré 700 Project Bike. Despite the power gap, the lighter Rally is proving to be a capable replacement after a few key upgrades in power, suspension, and comfort.
My riding partner rides a Ténéré 700, which makes back-to-back comparisons with the CRF300L Rally easy. While I can’t pass cars above 65 mph, I have no trouble keeping pace in every other situation. After upgrading to a YSS MG456 shock, the next issue to tackle was the 300-class acceleration and constant shifting needed to stay high in the powerband.
I wanted to experience the range of performance upgrade options available from the 550Performance catalog. After speaking with Maverick, the engineer and owner behind the company’s tuning magic, I started with the 87 Octane Stock Improved ECU flash. Maverick studied internal combustion engine design at an advanced level and worked as a calibrator and powertrain control software developer in the OEM world before starting 550Performance. The 87 Octane Stock Improved flash requires no modifications beyond swapping the ECU module.
The first time I swapped out the ECU, I removed the entire left side panel—nine screws and three pop pins. By the second time, when I sent the flashed ECU back for the 91 Octane Stock Improved upgrade, the job took less than five minutes. The ECU sits in a flexible holster attached to the wiring harness behind the left-side radiator overflow bottle. Knowing where it lives and how much the panel flexes makes the process quick and straightforward.
The 87 Octane Stock Improved flash requires no air intake or exhaust changes, yet immediately improves performance. I waited until after my first oil change at 600 miles before installing it. Up to that point, I had ridden about 300 miles off-road and had gotten used to constant shifting between 25 and 45 mph. Tight turns always required a downshift, and the stock ECU left the bike sluggish at lower rpm. With the 550Performance flash, you can shift less frequently.
Where I once needed to downshift to 2nd gear to power out of a tight turn, I can now stay in 3rd and pull smoothly through. The same goes for 4th, where a downshift to 3rd was previously necessary; now it pulls hard through a broader rev range.
On long highway climbs, I used to drop from 6th to 5th to maintain speed. With the 87 Octane Stock Improved flash, the Rally can accelerate in 6th on uphills. With the stock ECU, standing at 70 mph would cause the bike to slow, but with the flash, it stays steady or even picks up speed despite my added wind resistance.
Other noticeable improvements include smoother throttle response, less jerkiness when accelerating or backing off, an increased rev limit to 11,000 rpm, and an idle reset from 2000 to 1500 rpm.
These changes noticeably improve rideability at a basic level. Maverick says this first-stage flash only adds about half a horsepower, but whatever he’s done with the torque shows immediately to anyone who rides the two setups back-to-back.
The 87 Octane Stock Improved upgrade costs $150 if you send in your own ECU, or $300 if you prefer a pre-flashed unit provided by 550Performance.
I just sent my 87 Octane Stock Improved flashed ECU back to Maverick for the 91 Octane Stock Improved flash. That tune requires replacing the airbox snorkel, velocity stack tube, airbox lid, and air filter. I’ll review the 91 Octane Stock Improved flash once I’ve had time to experience its full performance benefits.
This simple but highly effective ECU swap transforms the CRF300L Rally’s rideability for my typical riding style. My shortest local ride is about 60 miles, and my longest day in the saddle was 711 miles. As I’ve written before, this bike can roll off the showroom floor, head straight for the freeway, and keep climbing into the hills. However, it can be better.
Keep in mind that 550Performance reminds everyone that the ECU mods are “for closed course competition use only. Not intended for street use. Not legal for sale or use on any pollution-controlled motor vehicles.” We trust you to do the right thing.
A single upgrade rarely transforms how a bike feels, but this one does. The Rally’s newfound confidence on climbs and low to mid-range pulling power make every ride more enjoyable. For riders who value versatility, this ECU upgrade delivers what the Ultimate Motorcycling Honda CRF300L Rally Project Bike promises—more smiles per mile.
