As with the Rincon, the Rubicon and the rest of the Honda utility lineup, the Foreman received a slick SUV styling update that smoothly incorporates two grille-height headlights and a third handlebar-mounted headlight. Hiding underneath the front hood is an additional oil cooler, in case the primary cooler gets clogged up at its lower mounting point. The front and rear storage racks are standard fare, along with two cargo holds-one in the left front fender that is water-resistant, and the now-ubiquitous rear compartment that can be accessed while the rear rack is fully loaded. The only complaints we had against the restyling are that the handlebar light can't be turned off without purchasing an accessory switch and wiring kit, and the floorboards felt a little awkward for those with sportier inclinations thanks to their deep recesses. Both the front and rear fenders provide very good protection, but they're not quite foolproof once the mud starts flying.
Completely revamped for the first time in years, the Honda FourTrax Foreman has made strong strides toward remaining competitive. With lots of premium-feeling features and good capability, the Foreman could be a very useful ute, but there are just enough cut corners to make you feel as though you've been downsized.
For more information and a list of specifications, see our buyer's guide (beginning on page 43).
First Ride: 2005 Honda TRX400EXIn 1998, the Sportrax 400EX was a revelation. A modern (at the time) dirt bike motor in a lightweight chassis with killer handling and balance, the first of the modern Sportrax models quickly became a common sight on the trails and track alike. But time marches on, and as with the bike from which it took its motor (the Honda XR400R), it's now considered somewhat of a plaything.
But is that such a bad thing? To keep up with the other modern playthings, the 2005 TRX400EX received some styling cues from Honda's new flagship TRX450R. From a distance, it's pretty hard to tell the two apart. Unfortunately, it doesn't have a seat that detaches from the rear fenders as the 450R and just about every other ATV we can think of has. In fact, its face-lift is just that; only the front plastic is significantly different.
The other change for '05 is the addition of reverse. It activates just like the system on Yamaha's Raptor or Suzuki's Z400: Turn a knob on the right fender and kick the shifter down from first. It engages smoothly and works as it's supposed to.
Other than those items, it's the same 400EX we all know and love. We took it out to Dumont Dunes and the surrounding desert for some sand and trail riding to become reacquainted. On trails, the motor is no slouch and is matched to the chassis very well. It's especially adept at whoops and other uneven terrain. It's very easy to get the 400 to do exactly what you want it to; it wheelies effortlessly and predictably, the brakes are strong and the tires work well in a wide variety of terrain. It steers lightly and really has no handling issues at all-it's a supremely competent trail machine.
In the dunes, it's a bit overwhelmed by the larger power demands of sand. Under the greater loads of sand riding, a slightly weak midrange is revealed, as the EX is only truly happy in the last 1000 or so rpm before redline. However, it will climb most hills and is a very satisfying mount for a casual rider, again because of its excellent poise in all situations.
Compared with its closest competitor, the Z400, it gives up some bottom-end, but it is the Suzuki's match in overall handling. Adding the reverse option (which used to be its biggest deficiency) makes the TRX400EX that much more attractive an alternative, especially if you like a stone-simple air-cooled motor running the show. -Billy Bartels