Big Bore ATVs - Big-Bore Shootout

Honda FourTrax Rincon GPScape
Retail price: $7799, camo, $8099; GPScape, $7999, camo, $8299

Engine
Type: Longitudinally mounted single-cylinder, four-stroke
Displacement: 675cc
Bore x stroke: 102x82.6mm
Cooling: Liquid-cooled
Carburetion: Electronic fuel injection with IACV idle control
Lubrication: Semi-dry sump
Ignition: Full-transistorized type with electronic advance
Starting: Electric with auxiliary recoil

Drivetrain
Drive system: Shaft, 2x4/4x4
Transmission: 3-speed auto clutch with reverse

Suspension (Type/Travel)
Front: Dual A-arms, independent/6.9 in.
Rear: Dual A-arms, independent /8.0 in.

Tires
Front: 25x8-12; rear: 25x10-12

Brakes
Front: Dual hydraulic disc; rear: hydraulic disc

Dimensions
Wheelbase: 50.8 in.
Claimed dry weight: 600 lb
Ground clearance: 10.0 in.
Length/width/height: 83.2/46.8/47.5 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: Olive, red; NaturalGear camo

Released just weeks before our test, Bombardier's new Outlander 650 leapt out of the gate with an astonishing amount of ferocity, an impressive physique and a suspension beyond all our expectations. In the same chassis as its bigger 800cc brother, this beast's only difference is 150 fewer cc and some not-so-needed horses. About the only thing we've found that the BRP engineers overlooked in their thorough design was easy-to-read gauges.

Its 650cc, four-stroke, V-twin motor is explosive enough to skyrocket even the most jaded high-horsepower junkie's adrenaline levels. Its power was not only extremely thrilling, but it was absolutely endless and would continue to propel the machine forward at a blistering pace. The Visco-Lok front differential system made climbing over tough terrain an absolute breeze without the hassle of holding a button or going through the ritual of locking it down. Speaking of ease, this machine started effortlessly in any gear. The brakes were superb-even outstopping the Honda! However, we really would like to see Bombardier convert to a two-lever system for more braking finesse.

Plush is the word for the Outlander's suspension system. It soaked up the bumps and obstacles with aplomb. On difficult off-cambers, it occasionally had that tippy feeling but never followed through on the threat, and it was not enough to detract points from its overall performance. When the trails opened up and the speeds increased, the Bomb made rough terrain feel nonexistent, and all four wheels remained planted if desired. When confronting challenging obstacles, such as boulders, tree roots or deep ruts, its Independent Rear Suspension proved to be the leader of the group.

Making the final decision was not easy because the Rincon 680 was a tough challenger with an excellent chassis and good handling. However, the Honda's less muscular mill and the Outlander 650's trail skills, sporty appearance mated with pure performance and all the trimmings of a utility placed it in the top spot. Its easy-to-access, large storage compartment didn't hurt either. Overall, we felt the Outlander just outperformed the rest of the group in this shootout.

Bombardier Outlander
650 H.O. EFI 4x4
Retail price: $7899

Engine
Type: V-twin four-stroke, four -valve OHC
Displacement: 650cc
Bore x stroke: 82x62mm
Cooling: Liquid-cooled
Carburetion: Dual Siemens VDO EFI system with 46mm throttle body
Lubrication: Wet sump
Ignition: NA
Starting: Electric

Drivetrain
Drive system: Shaft, 2x4/4x4
Transmission: Automatic CVT with reverse

Suspension (Type/Travel)
Front: Dual A-arms/8.0 in.
Rear: TTI independent/9.0 in.

Tires
Front: 26x8-12; rear: 26x10-12

Brakes
Front: Dual hydraulic discs; rear: hydraulic disc

Dimensions
Wheelbase: 51.0 in.
Claimed dry weight: 649 lb
Ground clearance: 12.0 in.
Length/width/height: 86.0/46.0/45.0 in.
Seat height: 34.5 in.
Fuel capacity: 5.3 gal.

Electrical
Taillight: Yes
Headlight: Dual
Instrumentation: Fuel gauge, speedometer, odometer, hourmeter, tripmeter, tachometer; neutral/reverse indicator; antitheft Digitally Encoded Security System
Colors: Green, red, yellow; Advantage Timber camo

Opinions
Brad "Sweetnutz" Bowlin-Expert Trail Navigator
The BRP's great power, suspension and superb ergonomics combination eased it into first place. What sealed the deal for me was the quality of the suspension, as well as the 650 Rotax engine being such a powerhouse. The Bomb gets first place by an extra piston. The Honda didn't finish first, but it isn't completely in second either. I'd say 111/42. I love the feel of the 680 and appreciate the extra cc gained in '06. This quad is a lot faster than it feels. The Rincon's smaller size makes it highly maneuverable. The suspension works great, but I did bottom it at speed more than once.

Third place goes to the Prairie. As a package, the Prairie works well. It is very fast in the woods, and I love the Kawi V-twin. I am an old-school, Solid Rear Axle (SRA) rider but I've been converted. While the Prairie's SRA is fun, the beating it doles out is tiring over time. I'd still race the Prairie, though. The KingQuad falls to a distant fourth. The power is a little off compared to the top three, but it's easy to modulate. The cockpit is good and it's a comfortable quad. I am fast on the KQ, but the steering takes too much attention-light and easy one minute, then jerking the bar out of my hands the next.

The Grizzly is out of its element in this crowd. As a pure utility quad, I wouldn't fault it. As a sport ute, it is dated. The Grizzly didn't do anything bad, it just didn't excel at anything. The shifter routine is terrible. I do like the narrow seat/engine; it is almost dirt bike-esque. Hey Yamaha, it's time for an update.

Mark "Mall Cop" Rolland-Associate Editor and Newfound Woods Convert
All of these quads did very well and were fun to ride, whether on the tight, technical trails or on wider trails of our testing arenas. It was very difficult to choose between the Bombardier and Honda for first place. This was the first time I felt my wife and I would like the same quad-just for different reasons. I enjoyed the performance of the two and she would appreciate the comfort and stability they both provide. The Honda did have incredibly light steering but came up a little short in quick response and suspension compared to the Bomb. If the Prairie had Independent Rear Suspension, it might have scored third, because it was very nimble. All five ATVs climbed very well in 4x4 mode with little (if any) slippage over a combination of large rock and moist clay. I'll have to give credit to the KingQuad and Grizzly. As big as they are, I was still able to fit them in some small breaks in trees along trails. Most of the time. The Kawi was cold to start in the mornings and the difficulty of the gearshift action to change gears (park, drive, reverse) on the Grizzly is my only complaint. In summary, that's the Outlander 650, Rincon 680, KingQuad 700, Grizzly 660 and then the Prairie 700 for me.