2004 Open Sport Comparison

Once upon a time, a magazine editor traveled to a magical land of adventure and low-octane fun. After 475 miles of hard riding through desert and arid forest lands, he was convinced this was the promised land. That he was from the land of Nod (where all good fun was ruined by crowds or politicians) and should come to this place as often as possible--and by any means necessary. He would tell others of this land and its poor (but proud) inhabitants, who sometimes waved and sometimes scowled at the dusty plumes the charging explorers made but were by and large a peaceful folk who helped the traveler on his way.

Not long after his first sojourn in the magical place (known to some as Baja California, Mexico), he began to scheme a return. First he solicited his readers to join him in his next adventure: "Come and experience the magic for yourselves!" he exhorted. A few brave souls answered. Heartened, he made plans to not only lead another expedition to Baja but also engage in a comparison test simultaneously. However, the editor was foolish to think that he, a mere mortal, could enjoy a hearty ride with fellow wandering souls and conduct something as deadly serious as a shootout concurrently. He would be punished for his hubris. Thus our story begins ...

The die for this test was cast when Kawasaki announced the debut of the KFX700 V Force in fall 2002. The introduction of that substantial model made Team Green the first manufacturer with both a middleweight (KFX400) and an Open-class sport model. With existing competitors in Yamaha's Raptor and Bombardier's DS650, a new class was born. Since then, Yamaha and Honda have introduced even more hi-po 450s, dividing the class even further with 400s, 450s and the Open class all competing for the attention of advanced ATV enthusiasts.

Add to this already-confusing (but very satisfying) mix Polaris' oddball Predator 500. Much like the little Dalmatian with no spots, the Predator--not quite a track weapon like the 450s, yet not as multipurpose as the Open classers--doesn't really fit into any classification. So for the first time in our history, we let them double up. It competed to a healthy last place in the April issue's middleweight sport shootout and returns for this test against the bigger-bore machines.

Although held in the (mostly) wide-open spaces of Baja California del Norte, this is not strictly a "Baja" comparison. Big machines work best where the going is fast, but we weighed all terrain in our final calculations. The appeal of Baja is the ability to put lots of hard miles on the machines and really wring them out for extended periods--which we think was an unequivocal success.

#4. Kawasaki KFX700 V Force

What happened? This is the machine that broke all the rules in Kawasaki's quest for the ultimate "big" sport ATV! Well, maybe the rules are there for a reason. Our testers, citing weight issues and merely adequate thrust from the big mill, were decidedly underwhelmed by the V Force.

The 697cc twin is based on the Prairie 4x4 platform, sharing motor and transmission fundamentals (minus engine-braking and a shaft going forward as it is a 2x4) with its utility brethren. With a shaft final drive and maintenance-free rear brake, the quad enables folks shy of maintaining their high-performance ride to have a field day. Shifting is also not a concern, as a belt-driven CVT will keep the motor revving at a respectable rpm at all times. However, in the case of the shaft drive, the price is an inability to change gear ratios, and for all the other utility-inspired features, weight is the enemy.

We mentioned in our first test of the V Force (April '03) that it was a quad that likes to be ridden hard, but after further testing we found that to be only half true. There are a couple of sweet spots on the big 700. One is in slow, technical riding--not muscling through roots and trees as on the East Coast, more like going up big, rocky hillclimbs, which are abundant out West. The automatic transmission rewards a rider who has impulse control by delivering tractable power to this mountain goat of a sport quad whenever needed, enabling the rider to pick his way through difficult terrain.

In normal trail riding, a little speed is needed to get the big fella up in its suspension stroke and lighten up the handling, which can be heavy otherwise. And it's all well and good until you get to the point at which its weight begins to overcome the suspension ... then you're wrestling.

Yet in some ways its level of standard equipment rivals some of the better-shod ponies in this test. The ITP tires really put the power to the ground yet allow controlled slides, the reinforced rear wheels are a nice touch and even the suspension seems like high-quality kit--but the weight really limits it in fast riding. The front end of the V Force is designed for minimal bump-steer and works as advertised, but the resulting geometry makes for higher bar effort than with the others.

All that said, it has the best shifting mechanism of any auto-quad. A bicycle-style twist selector by the left-hand grip handles the duties smoothly and positively. It's the easiest to get into reverse (only the Raptor also has reverse in this group). And while the auto obviously saps some precious go-juice from the massive mill, it's on tap like no other auto we've seen, transferring power to the rear with no lag and in dramatic fashion.

The problem for the KFX in this test is that it's outclassed by the Raptor in potential, the Predator in motor and the Baja X as a fast trail/dune cruiser.

#3. Bombardier DS650 Baja X

The DS650 Baja X was easily the Cadillac of this test: big and cushy yet responsive and fast. While some didn't care for its bulk (though it's lighter than the Kawasaki) and overall size (especially when contemplating riding it somewhere less sandy), it handled itself like a champ and sailed across the arid moonscape.

The DS650 is available with two packages of upgrades: the Baja and the Baja X. The Baja takes Bombardier's super-sized DS650 and adds hand guards, a tachometer, shock covers, reinforced aluminum rims, an extra pair of halogen lights and some aluminum trim and other doodads. The X goes a step further with gas-charged front shocks, skid plates and nerf bars.

The result is undeniable, and the ride is like nothing else. Unfortunately, while most of the other quads are within a few hundred dollars of each other, the X-factor vaults this one into the stratosphere. However, the base model DS is right with all the rest at near $6K.

Overall power and top speed, and the ability to handle thrust and velocity, are the hallmarks of this machine. Power is available everywhere from down low to up high--maybe not with as much get-up-and-go as the Kawi or with as much on top as the Predator, but overall it is never lacking anywhere. It brakes well, too, with braided brake lines giving good power and feel at the lever. On whoops and fast trails, the 650 was a dream machine, with entertaining power and lively suspension keeping it in contact with the ground yet requiring just a little encouragement to loft the front end. The Baja X is super-stable, despite feeling a bit tall. A wide, long stance (though shorter than last year) and low cg keep the machine flat. Most of us were sold.

It wasn't until we got into some of Baja California's few tighter spots that the DS began to show some warts. In rocky, technical terrain or where there was an abundance of traction, the Bomb got to be a lot of work. Rocks would deflect the steering in odd directions, and at lower speeds it got heavy--not V Force-heavy, but some muscle was required to get the big fella pointed in the right direction. Luckily, the very tractable power helped out. In more-precise situations the steering betrayed itself as vague and was not helped by the lack of a reverse gear--this is not a machine you'll want to pull up a hill backward by yourself. Toward the end of the trip the transmission started to misbehave, missing shifts in the higher gears and finding false neutrals.

And that was the final deal-breaker for this machine: With another year of dieting (it lost some pounds since last year) and a new transmission (with reverse), it could come out on top. If you ride only in wide-open areas or like big-guy ergonomics, this is the one.

#2. Yamaha 660R Raptor

Introduced as a 2001 model, the Raptor rocked the sport-ATV world. Its 660cc motor in a sub-400-pound chassis gave it nearly the power of the DS650 while weighing only 23 pounds more than the Honda 400EX. For 2004 it is unchanged save some needed transmission tweaks and graphics revisions. Even more so than Bombardier's Baja X, the Raptor felt comfortable in every situation Baja could throw at it.

While not quite possessing the thrust of the others nor having high-zoot suspension, it relies on a good design for its intended use, with light weight making it infinitely more manageable than its heavier competitors. The power is torquey and quite acceptable but not as arm-wrenching or wheel-spinningly fast as all the others (it does do nice wheelies, though). The biggest perk, in this company, is the feeling of lightness in every aspect of riding. It feels as if you can just toss the thing around, and you can. In the whoops, the responsive, easy-to-control power lets the Raptor bounce along at a respectable pace. And if it gets out of shape, it is easy enough to gather it back up. In slow, technical terrain its quick handling and long-travel, plush suspension also make for easy going, though not quite as easy as on the Kawasaki.

In the fast corners encountered in Baja, one complaint was it felt tall and tippy, not as planted as the others. This is due partially to the tall tires and suspension; the high-mounted radiator doesn't help. But that's the Raptor's only real shortcoming; riders who like to slide the back end around will have to make some mods. A narrow stance is also partly to blame, but it comes in handy in tight terrain and makes the steering light, so it's a trade-off.

Ergonomics are spot-on, feeling compact but not cramped, and the seat is decent. On our long days, only the DS650 was more comfortable. And even that is debatable. When the going got rough, the Raptor's lower weight made it the more-manageable (and less-tiring) ride.

The transmission was a mixed bag: not the smoothest shifting though not bad. It does, however, have a reverse gear. Not quite as easy to engage as the Kawasaki (with its twist-of-the-wrist-activated reverse), its system has become somewhat of an industry standard for manual-tranny quads: twist a knob and kick down on the shifter.

Although not on the level of the Kawi's ITPs and the Predator's Maxxis Razrs for outright performance, the Yamaha's stock radial Dunlops were good hoops for a variety of terrain and the best in the sand. They did seem more prone to flats, however. The stock rims, while very light in weight, were not as heavy-duty as the others', but that's to be expected when the poundage is so low by comparison.

If overall competence were the only measure of this test, the Raptor would be a clear winner. If you're amused by wheelies and low-end torque, the Raptor is right there, but it just falls a little short of what the Predator is capable of.

#1. Polaris Predator 500

The 2003 Predator was Polaris' first shot at producing a true sport machine (apologies to Scrambler owners) with a manual transmission. It's powered by a very-potent 499cc Fuji powerplant with a five-speed transmission (no reverse). As always, Polaris tried to reinvent the wheel and offered features to reduce bump-steer and wheelies. The result is a machine that steers very true in corners but also has a very loose rear end and a very heavy-feeling nose. To top it all off, in its first year the transmission was decidedly below par. This year, in response to complaints, the swingarm was shortened to let the front end loft a little easier, and the transmission was modified for more-precise shifting. As an added bonus, the hubs were swapped to accept the same industry-standard-sized rims as on Honda and Suzuki models.

The Predator's biggest selling point is its standard equipment. With Maxxis Razr tires, Douglas wheels and Fox Racing Shox, it leads the field in running gear. The Razrs are not the best tire for every terrain (especially bad in sand), but coupled with the Douglas rims, they allowed not one flat on the Predator (a feat shared only with the ITP-shod V Force, as the Raptor "enjoyed" three and the Baja two). The rebuildable, revalvable Fox suspenders are only a reservoir kit away from full adjustability up front, and they perform admirably. A revalve would probably be in order if we did much of our riding on rough trails like the ones we found south of the border, as the stock valving was a bit harsh for the hardpack conditions. Ergonomics are weird, with a bar placed too far forward and pegs not quite right. You have to fight a tendency to slide forward into a tuck, so the Polaris definitely didn't win on comfort.

Loose is the best way to describe the handling of the Predator. On a graded road with a sandy top layer, we could not keep the throttle pinned without the back end breaking loose. It simply couldn't put its considerable power to the ground when the ground was sandy. Power comes on in the midrange and pulls like a freight train all the way to redline. It has a weak bottom-end, but it's geared well and the motor spins up so fast we usually don't notice.

Loose handling is a mixed blessing. Top-level riders (racers) would constantly have to back off the throttle to keep from spinning out. However, mere mortals can take advantage of the quick-steering front end and that spin-happy rear to change directions on a dime. Reverse is less of a problem on the Predator than on the DS, as you can practically spin in place on the Polaris and, since it weighs less, more easily muscle it out of tight spots.

So what's it doing at the top? With its high-performance capability, moderate weight and supreme fun factor, it stole our hearts. With killer standard equipment for the same price as this class (and hundreds less than the 450s), it stole our minds.

Opinions

Our crop of testers was an eclectic group, led by our editor, a veteran of Southwestern desert trails not so very different from these. Lee Klancher, our Outdoors editor, is well-versed in using ATVs as hunting transport and for exploring in the Midwest but new to sport quads. However, he has done several Baja trips on motorcycles. Len Nelson, another two-wheeled convert, rides in the steep, tight trails of North Carolina (see page 18) and is new to four wheels in wide-open spaces. Todd Canavan, our resident helmet tester, may be new to the rigors of four-wheeled riding, but you'd never know it from watching him. That is, until he cartwheeled down the trail at subsonic speeds.

Billy Bartels Weight: 179 lb Height: 6'
Weight, the final frontier. All ATVs have to grapple with putting on pounds despite the progressive performance penalty of slapping on the ounces. In this test the Polaris Predator seems to make the best use of its weight. Not the lightest--that would be the Raptor--it nonetheless carries its heft well and splashes out with quality components: rebuildable suspension, premium tires and wheels and a stout powerplant. And all for a nice MSRP.

Yamaha's Raptor is an alluring package from the get-go: light with predictable handling and power. In this environment it dukes the Predator to a standstill, but as I picked the Predator over the Raptor in last year's shootout, and the Predator improved while the Raptor stayed the same ... well, there you have it.

Bombardier's Baja X is an interesting specimen--good equipment but really hefty. Kawasaki's V Force is also a big boy, but I can have a blast on it anyway. Unfortunately, compared with its more-lithe competitors, it falls short; the greater effort to ride cancels out the ease of an automatic transmission.

Todd Canavan Weight: 190 lb Height: 6'
A big stud in the torque department, the V Force is also a bull of a machine to ride when things get nasty. For a big 700, the smooth power delivery and adept variable ratio transmission make for a carefree ride in smooth or open terrain. When the going gets bumpy and rutted, the V Force is a force to be reckoned with. All in all, the physical heft left me wanting something more svelte, or wishing that I could at least channel all of the V Force's untapped power to help me wrangle it a bit more easily.

Bombardier's Baja X was an early front-runner. With comfortable ergonomics, good tractable power and competent suspension over a variety of terrain, the Baja is basically race-ready right off the showroom floor. What's not to love? Not much, really, but we do have to split hairs if we are going to rank them, right? The X had a distractingly sloppy transmission with a false neutral near top gear and could have benefitted from some carb fiddling, as it died several times during off-throttle transitions and idling. The Bomb also packs a couple of extra pounds compared with the lithe Yamaha and Polaris.

I am constantly surprised at how small the Raptor feels when riding. Almost every time I dismounted the blue monster, I was sure the physical size would be something closer to a mini than what stood before me. I do have several complaints, though. Like the Kawasaki, the Raptor has fairly cheap and crappy suspension. Like the Bomb, it has comfortable ergonomics and does a pretty good job in a variety of terrain--mostly due to the healthy midrange and tractability of the 660 thumper mill. Unlike the Kawasaki and Bombardier, the Raptor is sprightly. As beastly as the power output is, the Yamaha's light weight and agile feeling leave even the newly initiated feeling calm and undoubtedly in control of what could easily have been a very intimidating ride.

Is Polaris trying to go bankrupt? In comparing the Predator with the other machines in this test, I wasn't sure where Polaris was saving money during production. It most definitely wasn't the premium-quality Fox shocks. It also was not on the adrenaline-snorting, fire-breathing motor screaming from underneath the seat. With premium parts and construction, this race-ready rocket leads me to only one conclusion: With its lowest-in-class price, Polaris must have made some sort of Enron-type accounting goof and is losing money on each of these units. Did I mention I really like this machine? With a motor that will break traction on demand and the best-shifting transmission in the test, it is a joy to flog through any terrain. Light weight and lightning-fast handling instill confidence, and the quad follows even your most-subliminal commands. The only bad thing about the Predator is getting off. You'll never want to stop riding for two reasons: because it is so much fun and because when you do stop, you're reminded that the ergonomics are uncompromisingly aggressive.

Lee Klancher Weight: 190 lb Height: 5'10"
I've always considered ATVs more utilitarian than sporting, so I was anxious to get some seat time on sport quads. I love the motor in the Kawasaki Prairie 650, so I expected to fall in love with that wonderful motor in a sporting chassis. Unfortunately, the V Force didn't live up to my billing. The power was good but didn't overwhelm me, and the chassis felt big. I did enjoy destroying berms with the Force, and it was surprisingly stable in the whoops, but it was my least favorite.

In third is the Bombardier. If I was buying a bike just for Baja, I'd go with this one. The machine was stable, forgiving and fast and had terrific suspension. It was by far the best in the whoops, soaking up big hits without a whimper. Ergos were the best of the lot for my tastes. But again, the heft and sheer size of the machine kept it out of the higher ranks.

In second is the super-capable Yamaha. This machine has a great package, with strong power, a compact chassis that balances agility and stability and decent suspension. It just felt cramped; I also had trouble holding a power-slide, but that may just have been my riding style.

The Polaris Predator also felt a bit cramped, but the razor-sharp handling and terrific motor kept me coming back for more. I loved the way you could effortlessly change lines midcorner, and flicking it sideways was a delight. The suspension is a little harsher than the others, and it felt a bit nervous at speed, but I'll trade those concerns for feeling like a hero in the corners.

Len Nelson Weight: 175 lb Height: 5'9"
The V Force is a muscle-quad, plain and simple. It's incredibly powerful but too much so for the stock suspension and brakes. I couldn't get used to the automatic transmission--compared with the other machines it seemed to take away a level of control.

The Raptor is all about being good at everything while not really shining in any one particular area; a compromise of performance metrics. Bone stock, the user-friendly Yamaha does not have much of a personality, but there is tons of potential here.

The DS650 is an open sport cruiser--pack your bags, we're going on a tour! With 1 full foot of clearance up front and nearly the same in the rear, all you have to do is stand up and let the machine do the work for you. I loved riding it everywhere except on the tightest of trails, where it felt portly. This machine wants to go straight and wants to do it fast. Top speed according to our Garmin GPS was 75 mph. For open riding or larger riders, you would be hard pressed to find a better solution.

The Predator comes the best-prepared right out of the box. It goes where you point it and gets there fast. Brakes are excellent, and the engine revs to the moon. While the ergos are smallish, at 5 feet 9 inches, I find it fits me well. I never got tired of riding it and preferred it over the other three test quads. Polaris has got it all sorted out.