Trail King: Honda FourTrax Rincon
Proof that power isn't everything should be the Honda Rincon's mantra. This sweet trail machine can't brag about big power, and its three-speed auto transmission even drew scorn on occasion. But what the 680 does is haul butt in tight and twisty trails. Helping the Rincon do this is user-friendly power from the 675cc engine that not only grew in displacement from 650cc but was endowed with EFI in the makeover for 2006. These engine mods improved the bottom-end response that allows it to snap out of corners, and yet the smooth power delivery means the rider is able to concentrate on negotiating the trail more. It's like riding a small-bore; pin and go. What really plants a grin is how flickable-not a term often associated with a 4x4-the Rincon is thanks to its low center of gravity and weight.
Part of the Honda's trail prowess is in the entire concept of the ATV, as it's not a utility in the traditional sense-as in a 4x4 work machine that sees trail action on the weekends. No, Honda engineers built this for the trail hound who wants 4x4 traction, some storage and utilitarian capabilities. Most important, it is not intended to be a trailer-towing ranch hand, so noticeably absent is a tow hitch or ball receptacle. All this adds up to a ute that is mostly only one in appearance and versatility. Upgrade to the GPScape model for $200 more with a built-in GPS unit, and you can plot your way back to your truck or to that fave hunting spot. The bottom line is the Rincon 680 may not be a powerhouse, but it rules the tight and twisty trails without fatiguing the rider. We like not being tired. Honda's innovative mixture of sport and utility put it in the running for the ATV of the Year.
Engine
Type: Longitudinally mounted single-cylinder, four-stroke
Displacement: 675cc
Bore x stroke: 102x82.6mm
Cooling: Liquid-cooled
Carburetion: EFI
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.
Front/rear rack capacity: 66/133 lb
Hitch tongue/towing capacity: NA/850 lb
Instrumentation: Fuel gauge, speedometer, odometer, hourmeter, tripmeter; neutral/reverse, high-temperature indicators
The Monster:
Can-Am Outlander 800 H.O. EFI
Fire it up and the Outlander 800's 80-degree V-twin bass note is a hint of things to come. It is the definition of big-bore with major power, heft and sheer performance. Let's not beat around any bushes: This ute is a racer in 4x4 clothing. It's as simple as that. Sure, it has a utilitarian value and can be a good worker, but don't confuse it with a mule. It's more like a big, brawny Clydesdale that longs to stretch its legs every now and then. Yet in spite of the massive power, the Can-Am (we haven't come to terms with the Bombardier to Can-Am name change and still call the 800 "the bomb") can be docile and easy to manage in the tight stuff. Its raging V-twin belies the comfort that allows for a fun day of riding. The 800's decent suspension is fairly typical and composed of IRS in the back (TTI, in Can-Am lingo) and double A-arms up front. It works whether the speeds are low or high and doesn't abuse the rider-important to us.
Those seeking their fun in what others might call gnarly and nasty will find the Outlander is capable there, too, as long as you are smart with the throttle. The EFI 800cc motor is fed via a 46mm throttle body and two Siemens VDO injectors, which translates into quick throttle response and no worries about jetting. Combine this trait with its brute power and things can get u-g-l-y very fast. If you don't scare yourself at least once on the Outlander 800, you're not trying.
All this talk about performance must also include its working side. The XT model (pictured) even comes equipped with a Warn XL2500 winch, along with a robust front bumper and hand guards-ideal for inclement weather and trail hazards. The Outlander 800's rack capabilities are decent at 100 pounds on the front and 200 for the rear, and its towing ability is a respectable 1300 pounds. Yet in spite of whatever utilitarian virtues the big Can-Am possesses, we can't get over how much fun this beast is on the trail. We know we're not alone-check out the utility racing ranks. The Outlander has practically rearranged the scenery overnight; there are hordes of them on starting lines now. Not bad for a working quad. We did mention there is a racehorse under that plastic, right? So let's sum up the Outlander 800 H.O. EFI. It has monster power that is at once a handful and manageable, good suspension and an ergonomically pleasing cockpit. Sure, we griped about the lack of a separate front brake lever, difficult-to-read instruments and brittle bumpers; but all of these nominees have their faults and these are fairly minor, and the overall impact the Can-am Outlander 800 has had on us and the starting lines at races mean only one thing. It's our pick for the 2006 Utility ATV of the Year.
Engine
Type: V-twin, four-stroke, eight-valve SOHC
Displacement: 800cc
Bore x stroke: 91x61.5mm
Cooling: Liquid-cooled
Carburetion: Dual Siemens VDO EFI system with 46mm throttle body
Starting: Electric
Drivetrain
Drive system: Shaft, 2x4/4x4
Transmission: Automatic CVT with high/low range, reverse, diff-lock
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: 639 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.
Front/rear rack capacity: 100/200 lb
Hitch tongue/towing capacity: NA/1300 lb
Instrumentation: Fuel gauge, speedometer, odometer, hourmeter, tripmeter; high beam, neutral/reverse, high-temperature indicators