This has certainly been an exciting year filled with creative innovations and advancing technology that only hints at even better ATVs in a few years. Bestowing the ATV of the Year title is never an easy task, and this year the field was crowded with worthy machines that made it super difficult to pick just one. To be considered for the award, a quad need not be a shootout winner or the most popular model, but those are helpful attributes. Mostly we want the title to recognize machines that contribute new technology, reflect innovative ideas, set a higher standard or simply outperform the rest of the class in some arena. That declared, there was still a swarm of ATVs that met these criteria. Trying to nail down just one that warranted the esteemed label of ATV of the Year was about as evasive as getting a reputable photo of Associate Editor Brian Purtymun working hard. However, we eventually came up with a solution-split the winners into two classes to acknowledge the divergent needs and characteristics of each community.
Each ATV in its own way was a winner, and all met our qualifying criteria in some way-mostly innovation, as was the case with the sport class. Here, Electronic Fuel Injection (EFI) is spreading quickly and has made the leap beyond the safety of performance 4x4s, appearing first in Yamaha's 700 Raptor and then again in Suzuki's LT-R450. It's a logical choice as the technology is available. Also, who doesn't enjoy hassle-free jetting and not bothering with a choke during cold times? Independent Rear Suspension (IRS) was once an exclusive advantage brandished only by 4x4 utilities-until Polaris debuted its IRS-equipped Outlaw, that is. The extra ground clearance and smoother journey through rock beds is a godsend to the average trail junkie. All three brought something unique to the showroom, and it was down to which one made the most impact on us and the industry.
Rock Hound: Polaris Outlaw
No one claims the Minnesota-based company conforms to established norms. When it debuted an IRS-fitted sport at its 2006 model intro, our testers praised the machine's rock and rough trail abilities. In fact, this machine practically urges the pilot to seek out rocky paths that a normal sport rider would avoid like the plague. We tried out one on each coast to see if the Western whoops would be as friendly to the Outlaw as the tight Eastern woods. It turns out that Polaris had a pretty good idea in building a trail ATV with IRS. We were also impressed by the OE Fox shocks adorning the four A-arms. For a stock unit, it was surprisingly plush and well balanced. The shocks soaked up big and small impacts with aplomb and allowed us to utilize the IRS to its fullest.
Holding back riders was the ever-present specter of too much weight. It's a handicap of most Polaris models, and here it's a side effect of the extensive bracing needed for the IRS. Fortunately, you notice it only in turns and when loading or unloading the quad. Another thing we discovered is it's aimed more at recreational sport folks than at racers. At moderate to fast pace, it is fine and enjoyable; step up the speed and it becomes a handful. The poundage also hurt the performance of the 500cc motor, and in '07 the Outlaw will be the first model to benefit from the KTM-Polaris venture as it will arrive with a KTM 525 powerplant. We're stoked to see this model get even better.
Engine
Type: Single-cylinder, four-stroke DOHC
Displacement: 499cc
Bore x stroke: NA
Cooling: Liquid-cooled
Carburetion: Mikuni BSR 42mm
Starting: Electric
Drivetrain
Drive system: Chain, 2x4
Transmission: 5-speed manual with reverse
Suspension (Type/Travel)
Front: Dual A-arms/10.0 in.
Rear: Dual A-arms, independent/10.0 in.
Tires
Front: 21x7-10; rear: 20x10-9
Brakes
Front: Dual hydraulic discs
Rear: Hydraulic disc
Dimensions
Wheelbase: 50.5 in.
Claimed dry weight: 439 lb
Ground clearance: 11.5 in.
Length/width/height: 71.5/47.5/45.0 in.
Seat height: 32.0 in.
Fuel capacity: 3.25 gal.
Instrumentation: Neutral/reverse, high-temperature indicators
Trail Warrior: Yamaha Raptor 700R
The Raptor has long been Yamaha's flagship sport model and with good reason-it delivered the performance that sport riders seek in a big-bore. However, it had its vexatious features, like a complex top end and a high and narrow chassis that made it tippy. Yamaha basically recreated the Raptor for '06, outfitting it with EFI in the process. The result was a sport quad light-years better than its predecessor. The engine made good, usable power, and though targeted at the recreational crowd, it still had enough to pizzazz to race. A versatile performer, it was roomy without suffering from a bulky body as many big-bore sports do. Yamaha engineers were able to keep the pounds away with an ingenious hybrid frame that was steel and alloy bolted together. And when it came to trail competency, the Raptor was even a touch more rider-friendly than its racier stablemate, the YFZ450. Its smooth, linear power deceptively hid the speed, and in drag races with the 450, it was basically the rider that determined the winner, not the machine.
Yet for all of its off-road abilities, it still has an Achilles' heel: the plain-Jane front shocks. Despite sharing A-arms with the YFZ450, it got the most basic of suspension up front. Add in the difficulty of locating aftermarket cures, and this becomes an issue for those desiring to take the Raptor up on its promising racing ability. Other than that, it is a remarkable ATV that screams fun whether you favor dunes or forest.
Engine
Type: Single-cylinder, four-stroke, four-valve SOHC
Displacement: 686cc
Bore x stroke: 102x84mm
Cooling: Liquid-cooled with fan assist
Carburetion: Fuel injection
Starting: Electric
Drivetrain
Drive system: Chain, 2x4
Transmission: 5-speed manual with reverse
Suspension (Type/Travel)
Front: Dual A-arms, independent/9.1 in.
Rear: Swingarm/10.1 in.
Tires
Front: 21x7-10;
Rear: 20x10-9
Brakes
Front: Dual hydraulic discs
Rear: Hydraulic disc
Dimensions
Wheelbase: 50.4 in.
Claimed dry weight: 396 lb
Ground clearance: 4.4 in.
Length/width/height: 72.6/46.1/44.5 in.
Seat height: 32.0 in.
Fuel capacity: 2.9 gal.
Instrumentation: NA
Next month in ATV Rider
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Speed Racer:
Suzuki QuadRacer LT-R450
The 2006 LT-R450 was one of the most anticipated debutantes of the year. Suzuki did something so bold and provocative that it was amazing that it came from across the big pond; it made a racing quad. Not a model that was sporty yet still required another three Gs before it hit the track, but one that was race-ready almost right off the showroom floor. The LT-R was also the first 450 to arrive with EFI and e-starting only (if you want kickstarting, you must buy the kit) and, more important, it was designed from the start as a racer with its wide track and low-profile MX tires-and does it at a price only $200-$500 more than the competition. This revolutionary line of thinking wasn't perfect; the other 450s are a tough act to beat in the power department and, when modified, even harder to overpower-as the Suzuki race team discovered this year. But the audacity to build a model so specialized and with such innovation deserves a serious look.
The Suzuki didn't wow us on just technical jargon, though-it does what it was advertised to do and it carves corners like nothing else out there in stock form. Call it Mr. Agility as it changes directions easier than anything on the market! This turning prowess undoubtedly helped our test riders turn quicker lap times on the yellow machine than either the Honda or Yamaha, even though it suffered in drag races. And don't think that the LT-R450's skills are limited to a track. As William Yokley has shown, and we discovered on our own, it does quite well on the trails-with just bigger wheels. The 50-inch wheelbase isn't as much of a liability out West as it is on the Eastern side of the country, and so far the only big problem we've heard about with the LT-R for off-road racing is the lack of space for a big fuel tank. Overall, we think Suzuki hit the nail on the head with this one and just wish it'd build us an off-road version. It will take a few years for the smoke to clear from this bang, but we think history was made with this model, and there will be more dedicated race machines on the market in a few years. After you factor in the level of innovation and daring or simply throw this beauty around a few corners, you'll see why we awarded the Suzuki LT-R450 with the 2006 Sport ATV of the Year.
Engine
Type: Single-cylinder, four-stroke, four-valve DOHC
Displacement: 450cc
Bore x stroke: 95.5x62.8mm
Cooling: Liquid-cooled
Carburetion: Fuel injection
Starting: Electric
Drivetrain
Drive system: Chain, 2x4
Transmission: 5-speed manual constant meshSuspension (Type/Travel)
Front: Dual A-arms, independent/10.6 in.
Rear: Linkage-type/11.4 in.
Tires
Front: 20x7-10;
Rear: 18x10-8
Brakes
Front: Dual hydraulic discs
Rear: Hydraulic disc
Dimensions
Wheelbase: 50.6 in.
Claimed dry weight: 368 lb
Ground clearance: 9.4 in.
Length/width/height: 72.6/49.0/42.7 in.
Seat height: 30.7 in.
Fuel capacity: 2.6 gal.
Instrumentation: Neutral/reverse, high-temperature indicators
The electronic wizardry expanded in the utility class, which is undergoing something of a renaissance at the moment. Two of the three (in both classes, by the way) have shed the standard carburetor and are now mixing fuel and air via a throttle body. Whereas the sport machines express a diversity in style and technique, the 4x4s are a varied assortment in purpose and application. The Rincon is a trail ute, the Outlander a closet racer and the Brute Force a high-performance worker. With such a variety in skills, plucking out a winner from this group of specialists was nearly as difficult as the sport class. Of course, the best part about all of this is the guarantee that there is definitely the perfect ATV for you in this mix. The hardest part may be deciding exactly what you need and want to do on four wheels.
Steadfast Performer:
Kawasaki Brute Force 650 4x4iAfter spending a week wallowing in the Texas mud on two of the 650i's, we were extremely impressed with this late addition to the mix. What is so special about the newest Brute Force? For starters, the carbureted 633cc V-twin offers plentiful power in a manageable manner not too different from its larger sibling. Yes, the i is a bit misleading. Usually an indication of fuel injection, we're pretty sure it means IRS here as opposed to the near-identical solid-rear-axle-equipped 650 4x4. More on that in a moment. Back to the engine, even with large 27-inch mud tires mounted, the Kawis never missed a beat and appeared to not even notice the additional poundage. Besides big ponies, the family resemblance is readily apparent in the controls and appearance. But what separates the 4x4i from the rest of the flock is how civilly it behaves. Part of its refined personality revolves around shocks that actually work like suspension should and not as rigid pogo sticks. This is a design element we wish would not be so rare. Big power is useless if the ATV is flogging its rider in the process. The 650i can also attribute its successful handling (as in it actually turns) to a different front-end geometry than its big brother 750. The double A-arms mated to shocks with preload adjustment at both ends work. That equals no more jokes about the brute force required to manhandle the Brute Force at speed over rough terrain or getting a thorough upper-body workout in the process. In fact, we think this might just be the best big-bore from Kawasaki for real-world riding, whether that equates to fun on a trail or knocking out chores.
Engine
Type: V-twin, four-stroke, four-valve SOHCDisplacement: 633ccBore x stroke: 80x63mmCooling: Liquid-cooledCarburetion: Dual Keihin CVKR 34mm Starting: Electric with auxiliary recoil
Drivetrain
Drive system: Shaft, 2x4/4x4
Transmission: Automatic CVT with high/low range, reverse, engine-braking, diff-lock
Suspension (Type/Travel)
Front: Dual A-arms/6.7 in.
Rear: Dual A-arms/7.9 in.
Tires
Front: 25x8-12; rear: 25x10-12
Brakes
Front: Dual hydraulic discs
Rear: Sealed multiplate disc
Dimensions
Wheelbase: 50.4 in.
Claimed dry weight: 606 lb
Ground clearance: 10.1 in.
Length/width/height: 86.4/46.3/48.4 in.
Seat height: 35.7 in.
Fuel capacity: 5.4 gal.
Front/rear rack capacity: 88/176 lbHitch tongue/towing capacity: 88/1250 lb
Instrumentation: Fuel gauge, speedometer, odometer, hourmeter, clock, dual tripmeters; neutral/reverse, high-temperature indicator