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Department > Adventure Toys

May 2005 Issue

Adventure Toys: Polaris 700 ATV

New technology and pipe-hitting hardware make for an awesome trail-buster

text and photography by Rob Reaser

We’re starting to think that ATV manufacturers have turned the corner on insanity. Well, if not severe mental deterioration, then perhaps “questionable ambition” may best describe the current state of affairs.

Those who’ve been following our extensive ATV field-testing know that there’s no bounds as to how far ATV engineers will go to outperform each other. Not so long ago, the 500cc-class 4x4s ruled the roost, swingarm rear suspensions were the norm, and automatic transmissions were pure decadence. Today, many consumers have concluded that if an ATV doesn’t deliver in excess of 650cc displacement, come with front and rear independent suspensions, automatic trannies, push-button 2WD/4WD activation, a locking front diff and digital instrumentation then it doesn’t have squat. That’s because, for the last several years, ATV manufacturers have continued to integrate better and more technologically sophisticated systems into their machines. Some even claim that, in many aspects, their models are SUV-like. In other words, the push is on to blur the distinctions between minimights and the full-size real-deals.

Crazy or plain old competitiveness?

Case in point is the Polaris Sportsman 700 Twin EFI. It’s not a stretch to say that if you stripped a Jeep TJ down to the drivetrain and suspension and added a seat and handlebars, you get something that acts like the aforementioned model.

Let’s start with suspension. The Twin EFI comes dressed to play on the rocks...or wherever. Up front is a MacPherson strut set-up that delivers 8.2 inches of travel. In back is a fully independent system with upper and lower A-arms, progressive-rate coil-over springs on adjustable shocks, and a stout anti-roll bar. This one’s good for an impressive 9.5 inches of articulation.

Underneath is a full-chassis skidplate made of steel-not plastic. And when combined with the 26x8R-12 front and 26x11R-12 rear tires, ground clearance is a whopping 11.25 inches.

Polaris claims the Twin EFI is the smoothest riding Sportsman in the line’s history — and Polaris isn’t joking. Several years ago, I was impressed with the Sportsman 500’s trail-hugging capabilities, but it was just about the harshest-riding ATV of its day. The Twin EFI continues the Sportsman’s no-holds-barred suspension engineering, yet it’s much smoother — not only when compared with its predecessors, but even with its contemporary competitors. Partial credit for this attribute comes from careful engineering as well as the wider stance and scale-busting 765-pound dry weight.

While the Twin EFI is a veritable dreamboat on a typical trail and boasts all of the credentials for being a second-to-none rock-crawler, it was on rocks and off-camber sections that the machine gave this writer the heebie-jeebies. The Twin EFI feels massive, the rider has a commanding seat presence, ground clearance is way up there, and the suspension is so stout that the center of gravity felt too high in certain situations. If you’re an old hand at gnarly trail riding, the Twin EFI will tell you to go for it. Novice riders will get a different message: “Whooooooah!”

Braking comes via a single-lever front hydraulic disc and a hydraulic disc rear foot brake. Supporting the wheels are huge assemblies, the perfect complements to the remaining underpinnings as far as solid construction is concerned.

The big story on the Twin EFI, however, is the 683cc engine. It’s a continuation of the twin-cylinder powerplant first introduced into the Sportsman line with the original 700 Twin model, but with a significant twist.

Remember that the ATV sliderule troops seemed bent on making their machines more like those of the big boys. That effort has moved from introducing multicylinder engines to electronic fuel injection, and the Twin EFI is the first such ATV we’ve tested that’s made the leap from carburetor to EFI.

Those who’ve been around the mountain a few times understand the benefits of EFI versus carburetion. It’s no different just because the scale is reduced. Sensors sample intake and exhaust, relay data to a central processor, and adjustments are made to ensure that the engine is operating at top efficiency with regards to torque, horsepower, fuel consumption, and emissions throughout the rpm range.

Thanks to the EFI system, the new Polaris doesn’t suffer the same maladies shared among carbureted units. Specifically, there are no cold starting issues and no cursing the choke on frigid mornings. A simple turn of the automotive-style ignition switch, and the engine comes right to life and is ready to go-choke-free. Another benefit is revealed during elevation changes. Whereas carbureted ATV engines have trouble at elevations exceeding 6,000 or 7,000 feet, unless they’ve been re-jetted to accommodate high altitudes, the EFI system doesn’t present a problem. The computer reduces oxygen content to maintain power output and performance.

In field-testing, the Twin EFI engine proved to be among the smoothest powermills we’ve straddled. Idle speed produces a pleasant hum, and chassis vibration is almost nil. There’s also a distinctively different tone to the engine and exhaust, and it’s significantly mellower than the rest of the pack.

Throttle response wasn’t what we expected, either. Forward progress typically begins with barely a twitch of the throttle lever. But here it took moving the lever a fair distance before engine torque translated to wheel rotation. This is another area that’ll take getting used to, as the characteristic may not be ideal for technical trails that involve a lot of stop-and-go procedures. In a hurry to get moving on a steep hill or over a big rock without rolling backwards, a rider could give it too much throttle, resulting in the rider and ATV reversing positions.

Behind the twin-cylinder engine is Polaris’ renowned automatic transmission that monitors engine rpm and vehicle torque load to send the optimal amount of power downstream. It’s smooth, just like the EFI engine. The incorporated subtransmission offers high and low range, reverse, neutral, and the always-welcome park gear. The shifter is located on the right side of the airbox hump and utilizes a straight shift pattern. Shift lever placement and the straight pattern were good, but, in too many instances, the gears were difficult to shift — to the point of needing to rock the vehicle back and forth or move the machine forward or backwards a few feet before engagement in certain gears could take place. Since this was a factory-fresh unit, the sticky shifter syndrome will no doubt go away with use.

1. Instrument pod combines an easy-to-read analog speedometer with digital readouts for tachometer, trip and hour meters, light and gear indicators, fuel gauge and warning lights. At left is rocker switch that activates rear work lights.	2. Included in rear suspension system is stout anti-sway bar.
3. High-beam lamp is integrated into instrument pod to ensure your path is illuminated no matter where you turn.	4. With 11.25 inches of ground clearance, there’s plenty of room to pass over most trail ticks. When that’s not enough, the all-steel skidplate takes over.

Typical of Polaris 4x4 models, the Twin EFI features On-Demand all-wheel drive. This system, which automatically engages the front wheels with full torque so that smooth forward progress is maintained, monitors rear-wheel slippage. The downside is that, on steep downhill grades, the front wheels do not engage when compression braking is most needed. The result is that only the rear wheels are engaged in this situation, and this leads to skidding and slipping on loose or slippery surfaces if a driver relies solely on engine braking to keep vehicle speed in check.

In ergonomics, the Twin EFI is downright plush. The seat is wide and comfortable, and the combination digital/analog instrumentation makes it easy to keep track of what’s going on. Cargo space is ingeniously provided in full measure. The front cargo platform is a lid that opens to reveal a shallow storage space, while a spacious cargo box is beneath the rear cargo platform. Another nifty feature on the front and rear cargo platforms are utility rails to hook bungee cords in a variety of positions to secure cargo.

Lighting also is generously provided. In addition to the standard headlights, there’s a directional light built into the front of the instrument pod. Finally, the taillight assemblies feature white work lights that are activated via a switch located on the instrument pod.

To summarize, the Polaris Sportsman 700 Twin EFI lives up to company claims as being one tough ATV. With cutting-edge technology and potent engineering, this machine has the credentials for hard work and even harder play.

Specifications:

Polaris 700 ATV
Engine:	twin-cylinder, four-stroke, 683cc
Cooling:	liquid
Transmission:	automatic continuously variable
Subtransmission:	low, high, neutral, reverse, park
Drive System:	automatic On-Demand all-wheel drive
Front Suspension:	MacPherson strut independent
Rear Suspension:	fully independent, adjustable shocks, anti-sway bar
Brakes:	Single-Lever Front Hydraulic Front Disc, Hydraulic Rear Foot Disc
Tires (F/R):	26x8R-12 / 26x11R-12
Wheelbase:	50.75 inches
LxWxH:	81x46x47 inches
Turning Radius:	76 inches
Dry Weight:	765 lbs.
Ground Clearance:	11.25 inches
Towing Capacity:	1,500 lbs.
Front/Rear Platform:	100 lbs./200 lbs.

 

 

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