Feature > Adventure Toys
Adventure Toys: Utility ATVs
Big Stuff Going Down on the Utility ATV Front
text by Rob Reaser
photography by the manufacturers
The term “utility ATV” evokes images of clunky, fashion-challenged four-wheelers that likely carry names such as Moose, Brutus, or Mongo. In reality, the current crop of ATVs classified as utility models are downright sexy, and their engineering sophistication makes them anything but the knuckle-draggers one might envision. Oh, the beef is certainly present, thanks to big-bore cylinders and rock-solid underpinnings, but with the muscle comes finesse that makes these work mules as graceful and fun on the trail as they are reliable on the farm.
Several new entries are in the utility ATV class of 2005. And if you have a hankering for a burly 4x4 that gives up a heaping dose of backcountry touring excitement, here are the models to check out.
Suzuki King Quad 700
Not to be left grabbing the short end of the utility ATV market, Suzuki continues its aggressive market rollouts with the lineup-leading King Quad 700. This feisty number takes over the Big Dog title from the Suzuki Vinson. And what a whomper it is.
The engine is a 695cc single-cylinder unit sporting dual overhead cams and, more important, fuel injection. This compact engine design takes advantage of lightweight internals wherever possible and is configured to help reduce engine height and promote a lower center of gravity.
Excessive bodywork and weight-adding components are not part of the King Quad’s résumé — although the machine is built for work, the EFI engine has mondo muscle, and it’s dressed in a trim package. Power-to-weight ratio means something here, and the results are evident as soon as your thumb mashes the throttle lever. Little wonder, considering that the dry weight is a scant 602 pounds. It’s almost the equivalent of fitting a Hemi engine onto a Radio Flyer wagon.
The suspension is independent, front and rear. A double A-arm front setup is dampened by five-way preload-adjustable coil-over shocks. In back things look a bit unusual thanks to the I-beam design. But this, too, utilizes adjustable shocks and includes a large stabilizer bar. Front and rear, the King Quad provides 7.1 and 8.1 inches of wheel travel, respectively, giving the beast ample legs to negotiate unruly terrain. Stopping is not a problem, either. Forward clamping power comes courtesy of sizeable 200mm front discs, while the rear is slowed by a sealed multiplate clutch-type system incorporated into the rear driveline.
Behind the big four-stroker is Suzuki’s QuadMatic auto transmission — a super-smooth unit that provides excellent engine braking, plus two forward gears, neutral and reverse. The drive system is equally appealing for work duties or recreational touring. A pushbutton assembly mounted to the handlebar lets the driver select 2WD, 4WD, or 4WD lock for when the going is exceptionally tough.
Honda FourTrax Foreman 500 ES
We wondered when the day would come when Honda revamped its popular FourTrax Foreman. That day is now.
For 2005, the first new FourTrax is the Foreman 500. Right away you can see the differences in styling — it’s significantly more contemporary than its predecessors. The new body is fitted to a stout frame that’s tacked to an independent double-wishbone front suspension boasting coil-over shocks. Capable of 6.7 inches of wheel travel, the FourTrax’s articulation isn’t stellar, but not bad, either. Bringing up the tail end is a steel swingarm rear with dual KYB shock absorbers that are good for 6.7 inches of wheel travel. Overall ground clearance is a modest 7.5 inches.
Aside from the new appearance, the big news is the all-new 475cc engine. It’s a four-stroke, of course, but it’s air-cooled and relies on dual oil coolers to help keep engine and transmission temperatures at manageable levels. Drivetrain efficiency gets a boost from the engine’s longitudinal mounting position, which allows for direct front and rear driveshaft alignment to the wheels.
The “ES” designation of the new Foreman means this machine comes with Honda’s interesting Electric Shift Program. It’s a five-speed manual transmission, but instead of employing a foot-shift lever to run through the gears, up- and downshifting is managed by the driver via a pushbutton located on the handlebar. The FourTrax Foreman is also, as the name implies, a 4WD ATV. Shifting between 2WD and 4WD comes by way of the TraxLok system. When engaged, an electromagnetic mechanical clutch unit takes over. When it senses variations in front- and rear-wheel speed by less than six mph, the clutch unit engages the propeller shaft to send torque to the front wheels.
Additional features include front hydraulic disc brakes, sealed mechanical rear drum brake, large cargo racks, front and rear storage compartments, a triple headlight system, multifunction LCD digital instrumentation, keyed ignition switch, electronic carburetor heater system, and a 4.2-gallon fuel tank.
Polaris Sportsman 800 Twin EFI
This is the new gorilla on the mountain. We were impressed last year when Polaris introduced a 700 Twin version of its capable Sportsman ATV with the industry’s first use of electronic fuel injection. Now the company has taken a giant leap forward by introducing an all-new Sportsman platform with an even larger engine.
At 760 cc, the Sportsman 800 Twin EFI is the biggest engine now residing in a utility ATV. It’s an even-firing, parallel-twin Liberty powerplant that incorporates Bosch multiport semi-sequential fuel injection. The advantages to such a system are obvious, such as more precise throttle control, optimal performance regardless of climate or altitude, and steadier power delivery throughout the rpm range.
This awesome engine, however, is only half of the equation. With the 800 Twin, Polaris has remade its Sportsman platform. From a performance standpoint, the big news is the suspension. The sturdy MacPherson independent front continues, but with a substantial 22-percent increase in wheel travel. It’s now 8.2 inches versus the 6.7 inches of the previous Sportsman. Front-wheel stance has also expanded for improved stability and more solid handling. The independent rear further continues, delivering 9.5 inches of articulation. Combined, the MacPherson strut/IRS underpinnings give the Sportsman a respectable 11.25 inches of ground clearance.
As with all Sportsman models, the 800 Twin utilizes the automatic Polaris Variable Transmission. The PVT is interesting in that it monitors engine speed and torque load to send the optimal amount of power to the drive wheels. It does this in conjunction with the On-Demand All-Wheel Drive system. The AWD system means that power is sent to the front wheels only when rear-wheel slippage is detected. It’s selectable, so riders can remain in 2WD when AWD is not necessary.
Additional upgrades found on the Sportsman 800 include new body work, wider floorboards, new composite rear rack that accommodates Polaris’ Lock & Ride accessory mounts, 26-inch PXT radial tires, reflector-style low-beam lights, and twin rear work lights.
Arctic Cat 650 4x4 Automatic
Last year, Arctic Cat came out with a 650-class utility ATV that garnered attention from an enthusiastic press. Primarily, the dirt chuggers were thrilled with the new 633cc V2 V-twin engine (a first for the company) and the introduction of Arctic Cat’s own 641cc single-cylinder powerplant called the H1. For 2005, the engines remain, but the wrapping has changed considerably.
In keeping with the new swooping body lines that have taken over the entire ATV industry, the 650s have shed their blocky bodywork for a more graceful and flowing profile — not as flowing, perhaps, as some of its competitors, but contemporary enough to say that Arctic Cat’s utility ATVs are with the times.
On the other hand, Arctic Cat has always won praise more for its hardware performance rather than its aesthetics. In testing these machines over the years, their best attributes have always been found in the suspension department. The revamped 650s continue that tradition. The front suspension is a rock-solid double A-arm, fully independent setup that provides a whopping 10 inches of wheel travel. The back end is equally liberated and equally capable with its 10-inch articulation ability. For hard-core obstacle crawling it doesn’t get much better than that, but the 650 goes one step further with an industry-leading 12-to-12.5 inches of ground clearance, depending on the engine. Hydraulic front and rear disc brakes keep check on the 25x8-12/25x11-12 rolling stock.
For 2005, the engines are the same as last year’s debut powerplants, with both sporting a single overhead cam, four valves per cylinder, and liquid cooling. Choose the V2 for all-around recreational riding, or if grunt work is your primary need, the H1 delivers big-time torque on the low-end.
As far as drivelines, both feature an automatic continuously variable transmission with engine braking and selectable 2WD/4WD. A front differential lock is included for those particularly difficult traction situations.
Kawasaki Brute Force 650 4x4
The 650 is back! At least that’s the latest news coming out of the Kawasaki camp for 2005. Those who pay attention to such things know that Kawasaki introduced its first V-twin engine with the 2001 launch of the Prairie 650. It was a short-lived model, however, soon to be replaced by the even bigger Prairie 700. Kawasaki kicked the can further up the trail last year when it brought the mighty Brute Force 750 4x4i (“i” for fuel injected) to market. Now the 650 returns to the Kawasaki stables as a smaller version of the Brute Force.
As with the company’s debut V-twin, the Brute Force 650 engine uses a single overhead cam with four valves per cylinder. Combined with two 32mm carburetors, the 650 delivers smooth operation and ample torque. Backing the V-twin is a continuously variable automatic transmission featuring low and high range, plus neutral and reverse. This engine/tranny combination provides some of the best engine braking capabilities of any ATV on the market.
Like its big-bore brethren, the Brute Force 650 offers selectable 4WD, operated via a handlebar-mounted rocker switch. This allows the rider to select between 2WD and 4WD in a snap. A limited-slip front differential keeps steering effort light in turns. When serious traction is called for, a differential lock lever can be engaged to progressively lock the front axles.
Another nod to the Prairie model is the 650’s aluminum swingarm rear suspension. It uses a single preload-adjustable reservoir shock and incorporates a rear braking system — a sealed multidisc wet-brake setup that’s practically maintenance-free. Up front is a MacPherson strut front suspension.
From a hardware standpoint, the Brute Force 650 has more in common with its Prairie cousins than it does its namesake. The tough-guy claim, however, comes from the tough guy duds it wears. The bodywork is modeled after the Brute Force 750, which includes sleek, cat-eye headlights and is constructed of high-gloss, scratch-resistant Thermo-Plastic Olefin.
All About Tweaks
In addition to the new models listed here, ATV manufacturers are serving up several limited or special-edition units for 2005. Here are the highlights.
- Arctic Cat 650 V2 4x4, 500 4x4 Automatic, 400 4x4 Automatic Limited Edition (polished-aluminum wheels, front and rear brush-guard bumpers, Warn winch).
- Yamaha Grizzly 660 Automatic 4x4 Special Edition (Metallic Black, water-dipped carbon-fiber-look accents).
- Suzuki Vinson 500 4x4 Auto Limited Edition (black bodywork, silver racks, machined/polished cast-aluminum wheels).
- Polaris Sportsman 500 H.O. (cast-aluminum wheels, black painted bodywork, “tough” graphics).
Sources
Arctic Cat
Honda
Kawasaki
Polaris
thewayout.polarisindustries.com
Suzuki
Yamaha