Despite this, it was still a challenger for the win in many testers' eyes. One word: design. With a very low cg, excellent suspension and the best handling in a 4x4 bar none, it once again dueled for the win. In fact, if you were going to enter a cross-country race of some sort, this would be the one to do it on. While, yes, it is on the slow side in acceleration, it could keep its speed up in corners and through rough terrain better than any here. There is almost no bump or torque steer as it flies very true through the woods. In fact, despite this super-reactive suspension, it is also the plushest in a variety of conditions. It even will do whoops.
The Ohtsu radials suit the suspension perfectly, they're light and grippy in a wide array of conditions. However, we have had a decent number of flats on the lightweight skins.
What it won't do is mud, at least not serious mud. It is the only unit in this test without a front diff-lock (auto or otherwise). That said, its torque-sensing differential does a good job of finding traction while not adding too much weight to the steering effort. The very reactive suspension also helps with this.
It's ironic in a year that saw the dowdy Foreman model go to front disc brakes that the Rincon still wears drums, though they work very well, with very positive engagement and a linear feel. The ESP we mentioned earlier is great if you want more control over your transmission. However, the belts in this class are pretty darn responsive, and you can allay the fear of breaking one by simply packing a replacement.
Aggressive riders used to like the footpeg style on the Rincon the best, as floorboards were still coming into their own. Now, with the KingQuad's floorboards satisfying just about everyone, the Rincon doesn't even have that little edge. Overall ergonomics are good, though, with no complaints about comfort or the placement of the controls.
The Rincon ends up in the odd predicament of being the sportiest model here but with the least-exciting engine. Just a hint, Honda: Guys who like riding fast enjoy thrust, too. Between low rack capacities and limited storage options versus the competition, it also is relegated to being almost exclusively an enthusiast machine, as it has zero work ethic. All that said, it drops only one spot from last year's test. And it's still our choice for the wide-open rough riding of the West Coast.
+ Untouchable suspension and handling
+ Positive and powerful brakes
- Down on power
- Oddball transmission
= Still the one to go fast on, if you're patient
So it has changed not a bit since its introduction; it's still untouchable in the handling department. Yet it needs some more torque, especially in hilly terrain in which we tend to test. For the sporty rider who likes a bit of comfort and the occasional need for 4WD, this is your mount.
Honda FourTrax Rincon
Retail price: $7699; GPScape, $7899
Engine
Type: Single-cylinder, four-stroke, longitudinally mounted pushrod
Displacement: 649cc
Cooling: Liquid-cooled
Carburetion: Keihin CV 37mm
Lubrication: Semi-dry sump
Starting: Electric with auxiliary recoil
Drivetrain
Drive system: Shaft, 2x4/4x4
Transmission: 3-speed auto clutch with reverse, engine-braking; Electric Shift Program
Suspension (Type/Travel)
Front: Dual A-arms, independent/6.9 in.
Rear: Dual A-arms, independent with sway bar/8.0 in.
Tires
Front: 25x8-12; rear: 25x10-12
Brakes
Front: Hydraulic drum; rear: hydraulic disc
Dimensions
Wheelbase: 50.8 in.
Claimed dry weight: 600 lb
Ground clearance: 10.0 in.
Length/width/height: 83.7/46.1/47.5 in.
Seat height: 34.5 in.
Fuel capacity: 4.5 gal.
Electrical
Taillight: Yes
Headlight: Dual 40-watt high/low beam
Instrumentation: Fuel gauge, speedometer, odometer, hourmeter, tripmeter; neutral/reverse, high-temperature indicators
Colors: Black, olive, red