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Sinister Reviews

1. 2009 ARCTIC CAT DVX 300

2. 2009 THOR Quadrant Helmet

3. 500 CLASS CLASH - An honest opinion.

Arctic Cat 500 vs. Can-Am Outlander 500 vs. Honda Foreman Rubicon vs. Polaris Sportsman 500 vs. Suzuki King Quad 450 vs. Yamaha Grizzly 450
Tim Erickson
ATV News
The history of the Hatfield and McCoy families has accounts of betrayal, affairs, kidnapping and murder. The Hatfield-McCoy feud of the late 1800s has become a metaphor for a bitter battle.

The site our 2007 ATV Magazine ATV Trials was in the region made famous by the rivaling, vengeful families. Working from the Waterways Trailhead of the West Virginian Hatfield-McCoy trail system, we couldn�t imagine a better place to assemble six 500-class machines for an all-out battle to name a winner.

The rationale was simple: each manufacturer was given the opportunity to provide its best candidate to represent the middleweight class as long as the displacement did not exceed 500cc. We were handed the keys to some new-for-2007 models, some machines that were re-branded for the current year and some machines that have changed little in several years.

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The contestants were: the Arctic Cat 500 Auto; the Can-Am Outlander 500 H.O. EFI; the Honda Foreman Rubicon GPScape, Polaris� Sportsman 500 EFI Deluxe, the Suzuki King Quad 450 and the Yamaha Grizzly 450. We tested Kymco�s MXU 500 separately while on the same lands.

Despite taking the opinions of five different test riders and boiling them into a single champion of the 500-class, we were able to come to a conclusion � without killing each other.

Arctic Cat 500 Auto

Arctic Cat said it carved its niche as a workhorse, but we know there are lots of kittys in the Deep South, too, where off-road prowess is paramount.

ATV News
The Arctic Cat 500 Auto has a stellar work ethic.
The Arctic Cat�s engine power is class competitive, beating the Honda Foreman and the Yamaha Grizzly 450 to 30 mph. This mid-pack engine makes more power than what gets to the ground. Physics can tell us the driveline isn�t as efficient as others spinning the rear prop shafts at the angles they are positioned, but it�s something that Cat sacrifices for ground clearance and wheel travel.

The suspension is calibrated for comfort. With the long travel design, it�s plush but there are some compromises. There is considerable squat with weight transfer during hard acceleration, and the front end dives under braking. It�s also the biggest contributor to the body roll at even casual trail speeds, which requires more rider input to control and ride.

That same plush, long-travel suspension that is a detriment to performance trail riding is a benefit when dealing with rough, technical terrain. It�s the ground clearance king, useful on rutted trails where other machines are left high-centered. Paint will last longer on the steel skid plates.

Its supple ride helps for tackling black diamond, extreme trails, but it isn�t as agile off road as the Suzuki or the Grizzly. Also, when negotiating ruts, the machine has a tendency to chase them more than other machines, putting too much feedback to the rider through the handlebars.

The cockpit, like the rest of the machine, is tall. It gives the operator a commanding position and makes the Cat feel mighty and formidable. The tall bars are nice for control and leverage, but contribute to the overall tall, tippy impressions. It�s a more stable machine than it looks, and for its heft it negotiates nicely and smoothly in rough, difficult terrain.

When loaded and working, we could hardly tell. We loaded 80 pounds on the front and 120 pounds of salt on the rear and the machine hardly squatted. The suspension remained nicely progressive and soaked everything well.

The Arctic Cat obtained its highest marks in its suspension comfort that shines in the rough. It�s work ethic was apparent during our salt bag test, which seems fitting to Cat�s claims.

ATV News
If this shootout was based on pure power output, the Can-Am Outlander 500 would have ran away the winner.
Can-Am Outlander 500 H.O. EFI

Can-Am officials position the Outlander 500 as a trail performance machine. And performance it has, albeit at a cost. The Can-Am is a contender for the 700 class based on its power and performance, but also for its price point.

The engine scored highest in the test for the simple reason that the Outlander was the most powerful machine in it. Can-Am officials said power on its 500 V-Twin is 26 percent more than the benchmark Polaris Sportsman 500. This is a brute of an engine that exceeds the performance of many 600-classers, with a kickin� exhaust note for good measure.

This machine is built for speed and performance and has tall gearing in high range. The low end of the power curve is weak compared to the rest of the rpm range, but throttle response is instant. While in low range, the power rises sharply into the mid-range power curve, which makes it difficult to finesse in technical situations. A little more refinement, particularly in its gearing, would improve some of its manners at slower speeds in technical terrain.

At higher trail speeds, the suspension does a wonderful job keeping pace, especially for a heavy machine. The front suspension is a strut system that lacks adjustment, but it�s plush yet relatively flat when cornering. Still, a machine this sporty should have adjustable front suspension.

The rear suspension has an adjustable preload, but on the stock settings we found the Outlander a great blend of responsive and plush whether on high-speed smooth trails, or on technical trails at a rock crawler�s pace. When in technical, downhill situations, the steering is heavy when in 4x4 mode but otherwise the Can-Am is pretty well composed.

The Can-Am prefers to play. With 80 pounds on the front rack and 120 on the rear, the Outlander lost considerable steering pressure which made the machine push. It squatted under the weight, and handled the loads and obstacle course well, but the engine braking wasn�t effective in high range. Engine braking worked well in low range, though.

Rider comfort scored well, with positive comments about the seat and bars. The rear wrap-around rack design has good styling and makes for added space, but it also intrudes into the seat in many off-camber or otherwise tricky body positions.

ATV News
What the Honda Rubicon lacks in fun and ride quality, it makes up for in reliability.
Honda Foreman Rubicon GPScape

Honda shipped a top model of its Foreman Rubicon, the GPScape edition. The engine is Honda. Yes, that is an adjective when associated with smooth, vibration-free power. It is without awe, though, feeling competitive but not standing out in any way. The engine is mated to Honda�s smooth-shifting, belt-less CVT ESP transmission.

The ESP mode is great for both working and riding, allowing the rider to select what gear to use. It�s especially useful in downhill conditions, manually controlling the amount of engine braking desired. When giving the Rubicon spirited exercise through the woods, it�s hard to tell the difference between the D1 and D2 drive modes � though D1 is for performance and D2 is for torque-greedy chores.

It�s during those wooded gaits that the Honda reveals its obvious blessings and curses. Front suspension felt twitchy in several of the rough, black diamond, downhill grades we rode.

Every other ATV in this test had dramatically better ride quality from the rear. The swingarm rear has two shocks to control the travel, but there is nothing compliant about it. It�s rigid, solid axle helps the Rubicon have a sporty ride on smooth trails and flat corners, but that�s where the good times end. Swing a leg over any other machine here and you�ll want to write a letter to Honda begging them for the Rincon�s IRS system.

Ride quality does appear in other places, though. There is no mechanical clatter anywhere in the chassis. It corners flat and the stock tires and rear axle are conducive to sliding through corners for an added sporty character.

Braking on the Rubicon is handled with a separate brake lever for the front and rear, and a rear brake lever for the right foot. Brakes stop it OK, but the stiff lever pull and lack of positive feel make the brakes seem lazy and dated, which they are. The lowest ground clearance of the group was harmed further with the load in our salt bag test. The chassis scraped throughout our obstacle course, but it did so without a perceived change in weight bias, transfer or body roll. In fact, it felt even more planted.

The seat and handlebars are comfortable, with controls placed logically and comfortably. The instrumentation with the included GPS display are full of info and easy to read.

Polaris Sportsman 500 EFI Deluxe

With few changes to its complete package through the years, the Polaris Sportsman 500 remains as formidable a contestant to the class title as ever, especially when outfitted with EFI. Polaris equipped us with its Sportsman 500 EFI Deluxe for this test, which adds some extras like a rear rack extender, a sexier set of wheels and a 2,500-pound winch.

ATV News
Even though the Sportsman 500 design is dated, it still churns out results. A diet wouldn't hurt, however.
The engine is spot-on responsive thanks to the EFI. It�s evident from the saddle the engine is strongest in its mid-range, and the rest of the driveline is tuned to match that peak. It has a healthy burst of mid-range punch that is well mannered on the trail at any rolling speed, regardless of high or low range.

One tester wrote the Sportsman is a �fast couch,� paying homage to the plush ride and strong engine. Like the Can-Am, the MacPherson struts have no adjustment to the front end, which can feel spongy.

The suspension starts soft in its travel, which makes the front dive heavily during hard braking. It gets progressively better than others, erasing holes, rocks, ruts, roots and other natural anomalies with little left for the rider to feel.

Rear suspension is equally soothing, under a wide, squishy seat. On many machines that make riders get on their heels to avoid hard impacts, one can sit on the Sportsman and ride it out.

With racks loaded down, the Sportsman squats and loses some steering and stability. But, this is the original work and play machine and it still does both admirably.

The bars are too tall for some, and the grips are easy to hold onto but too firm. On the left side is a single brake lever that controls all the wheels at once. We don�t like it.

Though the heaviest machine in this comparison by more than 70 pounds, the Sportsman remains poised like it has for a decade. It�s well balanced and stable, so the weight � though there � doesn�t feel intimidating. Other manufacturers are proving effective at building tough, durable ATVs and do it leaving 100 or pounds of mineral in the ground, but the Sportsman is still the class benchmark in sport/utility performance and in 500-class sales numbers. The chassis is dated, but if losing 100 pounds changes the way a Sportman behaves, leave it alone.

Suzuki King Quad 450

Suzuki�s 450 King Quad was on the market less than 30 days before we got our hands on one for this test. It�s little more than a 450-class engine dropped into the King Quad 700�s chassis. On paper, anyway.

The 450 engine is no slouch. We were surprised at its performance during our first ride in October, and even more at our ATV Trials where we were able to confirm what we suspected: that the engine packs enough punch to run with the 500s. The 4-valve head, with two valves opening for intake gases from a throttle body, contributes to a responsive engine that has a strong midrange. We�re not sure if it�s in the fuel mapping or the pipe design, but the Suzuki backfires occasionally during deceleration.

ATV News
The Suzuki King Quad 450 surprised our entire testing crew. It held its own and more against larger displacement ATVs.
The front suspension dives while braking on the stock suspension settings. Stiffening the 5-way adjustable front springs helps offer more resistance and it reacts better than the stock setting. Rear suspension is compliant, though not as plush as the Polaris. It takes abuse well without any flex, and rebound is about right for unexpected, repetitive hits.

The handlebars felt heavy and the front end twitchy through slow, downhill technical terrain in 4x4 mode. It wasn�t enough to make the rear of the ATV unstable, but it loaded the front of the machine more than the others. Heavy steering was compounded while in the differential-lock mode.

During our salt bag test, Suzuki reminded us that its standards for its capacities are very high (i.e. conservative). We overloaded the Suzuki�s capacities and the chassis felt as rigid as the Honda and almost as composed. On a few purposeful, hard landings to better test the front end, the suspension went through its full travel with 80 pounds on the front racks and the suspension set to full stiff. While the front suspension is squishy and bouncy in smaller holes, it�s nicely progressive to take away the harshness of brutal terrain.

Dimensions are full size, but thanks to the tightest turning radius, it feels smaller in tight situations. The view from the cockpit made it easy to keep track of all its corners. Footpegs were great to aid in control, and standing was easy while the seat is on the firm side.

Braking was a concern to some testers who felt it was too grabby and either on or off. We�re anxious to see if braking improves after some break-in time.

Yamaha Grizzly 450

The Yamaha Grizzly 450 is new this year by name, but it�s otherwise a rebranded Kodiak and has been relatively unchanged since 2005. Its engine has the smallest displacement in the test, which shows up in our radar data but is well hidden in the driver�s seat. It feels sporty, lively and seems quicker than it is.

Engine braking is unmatched. Coasting down a rocky stretch of hill, the Grizzly brought itself to a halt. It has the best downhill control because of it, but also because of decent suspension that keeps the whole chassis in check.

The front suspension features the 5-way adjustable preload, which was set two notches from full stiff. From what we remember about Grizzly and Kodiak handling, the 450 is better composed up front.

ATV News
The Yamaha Grizzly 450 is down on power and was just all around average in this compro.
The Grizzly has small dimensions that helped it during our tight, technical trail runs. It�s easy to see where to stick each wheel, and thanks to a short wheelbase, it�s easy to navigate through obstacles, too. The quad looks small and hunkered down, as if clearance would be an issue. Lots of times when we thought we�d feel some chassis grindage on stumps, roots and large stones, we felt nothing.

This was true during the weight testing, too. With the suspension cranked to full stiff, we loaded 80 pounds on the front and 120 on the rear racks. The Grizzly handled it well. In the tight rolling moguls of our obstacle course, though footboard ground clearance was compromised, its short wheelbase kept it moving along. Off-camber performance is good, and while loaded, the Yamaha retained its grasp as the best at downhill control.

The footpegs are slippery, and when trail riding it wasn�t uncommon to lose footing. Better grip or a turned-up outside edge would improve them.

Steering effort increased more than other manufacturer�s with the 4WD and differential locked, but this isn�t a newsflash. It�s the same system Yamaha has used for years, and though steering effort increases, the system works well and is user-friendly.

The rest of the ergonomics come down to personal preference. We had three 6-footers driving the machine; one of them didn�t feel cramped, while another felt too tall and thought the bars were too low.

Final Thoughts

1. Suzuki King Quad 450

The Suzuki King Quad 450 is our best middleweight for 2007. On our extensive evaluation sheets, we quantify performance and characteristics of each machine�s engine, chassis, handling and general features. The Suzuki scored highest in the overall chassis and handling categories, second in engine performance and it was tied for third in the general category.

The suspension is a good blend of performance and plush, with adjustability to boot. It helped boost its chassis marks, and its stability and weight helped its cause, too. Handling was well mannered in every condition. In a class where we were looking for a do-it-all machine, the King Quad achieves.

The icing on the cake is its value. The only machine that is less expensive is the Grizzly. But the Suzuki has EFI, more compliance, adjustable suspension, better rider accommodations and 500-class performance from a smaller displacement. Only two machines in this group were in the top three of all five test riders, but the Suzuki was in the top two with four of them.

2. Can-Am Outlander 500 H.O.

Though it dominated the engine category, the Can-Am�s gearing and power are difficult to mesh in tight, technical terrain. It lacked overall finesse and maneuverability when space was tight; power was stabby when it needed to be graceful.

The brakes are something we�d like to see changed. The linked brake system complicates handling and the front disc suffers from excessive noise and fade when wet and/or dirty. Where we tested, it happened often, giving the Outlander the worst brakes in the test. For a machine that moves like this one, powerful, effective brakes need to be a priority.

For all-out trail performance, the Outlander 500 H.O. is great and what the machine was built for. Had this test been performed elsewhere where high-performance, speed and power were paramount, the Can-Am might have walked �no, run � away our winner.

3. Polaris Sportsman 500 EFI Deluxe

Third is the venerable Polaris Sportsman. Ride and handling is what the Sportsman models have been about since inception.

It�s almost surprising that a machine with a long lineage � and no drastic changes in nearly 10 years � can still have a strong showing in a test of this magnitude. High marks for anything and everything related to comfort, and solid scores for handling overcome any weight handicap. The Polaris has a handful of second-place rankings, and it�s the other machine that ranked in everyone�s top three.

Things like the Lock and Ride rack that sits above a front (with improved sealing for 2007) cargo box and the accessory-ready rear rack make it user friendly and gave it high marks in the general category.

4. Yamaha Grizzly 450

The Yamaha is a mid-pack performer in just about every category but price. It�s the least expensive, and since this machine is competitive in all categories, it could be the best value in these pages.

The Grizzly�s suspension, light weight and maneuverability carried it through the handling and chassis categories with high marks.

Where it suffered the most is its engine and ergonomics. This is a 500-class shootout, and the Grizzly has the smallest displacement at 421cc. It should be no surprise that it accelerates the slowest � until you realize it�s the lightest and smallest machine, meaning the engine has less to tug around.

As for the layout, some riders felt too tall on the machine. The Grizzly 450 is a great choice of machine for someone looking for full-size features in a smaller package, but some of our 6-foot plus, 200-pound plus test riders were at home on it, too.

5. Arctic Cat 500 Auto

The Arctic Cat 500 has a class-competitive engine and gets better the more difficult the trail becomes. If off-road capability is one of your strongest reasons to buy, look here.

The suspension is adjustable, has the longest travel and is also progressive to suck up trail junk with nothing getting to the driver, except through the handlebars. Ground clearance ranked the highest of any machine in the test, and it should since it has the most.

Off-road ability is where the Cat shined. Building its machine that way meant Arctic Cat compromised stability and good handling at high speeds. This was a test looking for the best do-it-all machine, and it just doesn�t play as well as the others.

For those people looking to get a new ATV to use as a tool, don�t buy before looking at this machine�s SpeedRack system and its attachments.

6. Honda Foreman Rubicon GPScape

As for our last-place finisher, the Honda, there are several things that make the machine feel really dated, despite the GPS display next to the instrumentation.

The engine is smooth and without a hiccup, and it gets high scores in the areas of stability and handling thanks to flat cornering.

While it handles well in most trail conditions, the suspension and brakes are badly in need of an update, regardless of how many Rubicons are sold. It would also benefit from a driveline upgrade to a locking differential to pull it through what its bottom-of-the-class ground clearance cannot.

Contributing Editor Jerrod Kelley said it best: �A rider will have to weigh this quad�s minuses (rough, small, slow, boring) vs. its pluses (name, reliability and tranny).�

Source : Atv Magazine.

last updated - 2009-04-16 07:57:09

4. ACE FABRICATIONS SWING ARM REVIEW.

Answer:
Ace Fabrication Swingarm

Ace Fabrication may not be a name you've heard of in the ATV aftermarket world. And after being contacted by the Missouri-based company and seeing what they had to offer, it's hard to understand how they've been flying under the radar. They've actually been manufacturing ATV swingarms for a while now, and wanted to know if we would be interested in testing out one of their 4130 Chromoly swingarms. Of course we obliged, and decided to go with a stock-length Motocross swingarm for our YFZ450, powdercoated in candy red to match our quad's chassis.

The first thing we noticed upon arrival was the brilliant candy red finish. The deep, rich color matches the frame very well. All of the Tig welds on the Chromoly swingarm look great, and upfront the pivot points include brand new needle bearings inside them. A hole is drilled and tapped on the left side for mounting the chain glide, and half way down on the opposite tube resides a brake line holder. The rear shock linkage mount looks as tough as any we've ever seen, and on the underside the skid plate mounts look bullet-proof. Ace Fabrication uses RAD dual-bearing, round house axle carriers which the swingarm holds in place with four allen head bolts. As expected, the entire unit is quite heavier than the 13lb OEM counterpart, coming in at right about 18lbs. But that's the price you will pay to have a much stronger swingarm designed for the abuse associated with motocross conditions.

Upon installation, you need to remove the pivot collars from your stock swingarm and slide them into place in the new unit. The two thrust covers are also re-used, along with the chain glide if so desired. To increase strength, the stock cast-aluminum swingarm uses thicker mounts for the rear shock linkage. This means when using the OEM bolt on the new swingarm, the addition of a spacer is needed. Luckily they provide this, although we would have rather seen them supply a new, shorter bolt instead. The use of spacers are also needed between the brake caliper and brake mounting plate in order for the caliper to reach the brake rotor. No big deal, but the provided bolts were too long and protruded out from the caliper, almost touching the rotor. They were so close infact that we could barely slide a piece of paper between the bolt and the rotor. Definitely too close for comfort, so we simply ground about 1/8 of an inch off the bolts with a bench grinder. You could also use a washer or two, but we feel slightly shorter bolts should be supplied. Our skidplate however mounted up fast and easy without a problem.

Although we're not reviewing the RAD dual-bearing round house axle carrier specifically, we must commend Ace Fabrication on their choice to use them with their swingarms. They come complete with two bearings and seals pre-installed, along with a grease fitting on the sprocket side of the carrier to keep the chain adjustment procedure running smoothly. And the decision to use four large allen head bolts to hold everything in place was a good one, where as some manufacturers only use two. It might be overkill, but we feel it's worth the slight weight gain and increase in time taken to adjust the chain. Nevertheless, chain adjustment is still fast and easy compared to the stock procedure. The overall build quality and finish of the swingarm is amazing, and we feel you'll never have to worry about bending or breaking this super-tough component.

Check out Sinister Atvs web site for prices and availability. If you need skidplate mounts, you can add an additional �25 to the total price. Ace Fabrication makes swingarms for most brands of sport quads out there, and they can custom make them for your specific needs from -2" to +8" in length. These extra-tough swingarms are also available in many different super durable powdercoat colors. A link to Dupont colours will be provided for you to choose from if its something different your after, candy colours are available at an additional �50.

Quality: 5/5
Performance: 4/5
Installation: 4/5
Value: 4/5
Overall: 4.25/5

last updated - 2008-03-27 20:50:03

5. ALPINESTARS TECH 10 BOOT REVIEW.

When it comes to off-road riding gear, nobody does boots better than Alpinestars. Since I was in dire need of a new pair of kicks for some upcoming tests, Alpinestars was kind enough to offer up a pair of bright white Tech 10 boots.
As soon as you take the Tech 10s out of the box, the first thing you notice is how much plastic was used in the construction. These boots look and feel incredibly sturdy, but despite being reassured by somebody who already owned a pair, I was a little worried about comfort.

Fortunately, it didn�t take long to realize comfort wouldn�t be an issue. After strapping in and buckling up in all the necessary places, a quick walk around the garage revealed the Tech 10s to be surprisingly plush on the inside.

A brief look at the spec sheet � yes, even boots have specs these days � shows that the interior comfort is provided by a perforated bootie with poly fabric lining and shock absorbing padding on the heel and ankles. As an added bonus to those of you who tend to sweat a lot, the booties are washable and replaceable should they start to get a little rank.

To help combat the smelly feet conundrum, all white Tech 10s feature an airflow ventilation system, which came in handy after riding hard for two days in the dunes. Tech 10 boots are also available in red, black and silver, but those models don�t feature the ventilation system. I�ve heard complaints from Tech 10 owners who didn�t have the white model about how hot and steamy their boots can get, but my feet were fine.

Check out the Tech 10s in action on the left, while the close-up on the right shows off boots in all their double-hinged, ventilated glory.

One thing to consider when choosing which Tech 10s to buy is that the white model might not be as water resistant due to the ventilation system. This is something to keep in mind if you like to ride in damp conditions. Though I didn�t submerge my boots in water or anything, I did ride through some shallow rivers and my feet stayed dry.

I found that the buckling system on the Tech 10s provided a lot of support. The three-buckle system locks you in good and tight and features a memory system. There were some issues with the buckles on the first generation of the Tech 10s not staying closed, but Alpinestars has addressed it and I never came across that problem.

One problem I did have with the buckles started to creep up after the second ride. Perhaps a little sand got in the way, but closing the buckles required a lot more elbow grease than it did when I first put them on.

Lucas tries not to look like he's trying to look cool in his Alpinestars gear

As for performance on the trails, the Tech 10s didn�t disappoint. Even with the tough, stiff shell, mobility wasn�t a problem. A double hinge joint allows for plenty of flexibility for shifting gears. It is a little more cumbersome at first to shift gears than with mostly-leather boots, but after playing around for 20 minutes or so I didn�t even notice a difference.

One of the key attributes of the Tech 10s is protection, but since I�ve been able to stay more or less out of trouble while wearing them, I can�t say for certain how well they will protect your feet and ankles. That being said, Alpinestars incorporated plenty of safety elements in the Tech 10s that should inspire some confidence in the wearer.

A polyurethane spine controls the flex of the boot, while protecting the heel and guarding against hyperextension. An anti-torsion polyurethane panel on the ankle offers more support and adds flexibility. Polyurethane guards the toes, foot, heel, ankle, calf and shin. Extra hard compounds protect the toe-box, heel and Achilles tendon.

Another element Alpinestars included in the Tech 10s are torsion bars, which help control ankle and leg rotation without feeling like they are getting in the way and hindering mobility. Even after two straight days of riding, my knees and ankles felt fine and the boots seemed to help reduce ankle and knee stress while I was on my quad.

Outside of some minor scratches and marks on the left toe, the boots still look pretty much like brand new and I expect to get many more hours of riding out of them. This is probably a good thing, as a pair of new Tech 10s . It�s a pretty big hit on the wallet, but these are the best off-road boots Alpinestars makes and they certainly offer the most safety features.

If you�ve got the extra cash, I wouldn�t hesitate to recommend these boots.

last updated - 2008-04-23 17:35:18

6. ARCTIC CAT THUNDERCAT 1000 REVIEW.

Arctic Cat calls their new H2 Thundercat 1000 ATV a two-headed monster, and they are correct about it being a monster. Monstrous power, thunderous torque, and super quick throttle response are the signature features of this new top of the line Arctic Cat quad.

The manufacturer claims it is the fastest accelerating ATV on the market, sport or utility, and at this time, we believe it. One quick punch of the throttle lever on the Thundercat was convincing that they were right. Throttle response is unbelievably sharp and fast, and in most normal riding conditions 1/4 throttle will yield enough power to get the job done, and quickly.

The heart of the Thundercat

The heart of the beast is a 90-degree twin cylinder, hemispherical combustion chamber, single overhead cam, four valves per cylinder EFI brute. Displacing 950 cc, it is the current King of the Big Bores. Operating two valves per cam lobe with forked rocker arms, the designers developed it for maximum torque, and claim 188 ft. lb. at the crankshaft. When questioned about the huge torque figure (more in fact, than a 4 cylinder, 2.7 Liter DOHC truck engine), company representatives assured us of the accuracy of the figure. Arctic Cat will not release hp ratings, but from our ride time on the Thundercat, we can say it is considerably higher than other ATVs in its class. Of course, at the time of this writing, there is no other quad in its class (although there are rumors that both Polaris and Can-Am are working on one). Some have questioned whether Arctic Cat used the Kawasaki 650 cc twin bored out, but it is not a Kawi engine. This motor is new from the gear case up, and totally an Arctic Cat design.

The chassis design of the Thundercat is also new. It utilizes the same basic frame design as the H1 650 but is stretched by 2.5 inches, to better handle the quick acceleration and tremendous torque output of the Thundercat engine, yielding a 52.5" wheelbase. The added length was also used to help limit the tendency of that much power in a 716 pound quad to raise the front end on hard accelerations. Suspension components were redesigned to maintain stability without the use of an anti-sway bar, to allow full travel of the fully independent suspension. They succeeded admirably as body sway is minimal except in very hard cornering, and the body stays nearly level even in off-camber situations. Some front-end push was noted in very loose material conditions, but we suspect this can be minimized by adjustment of the 5-way pre-load shocks and tire pressures according to the rider's weight and riding style. The new Maxxis 4-Speed(R) radial tires in 25x8x12 and 25x10x12 sizes on stylish cast aluminum wheels round out the suspension package. The tires were specifically designed for the Thundercat by Maxxis, to yield stiffer sidewalls, which resulted in better handling characteristics over standard off-the-shelf 4-Speed(R) tires.

The full functioning of the IRS components made it difficult to power slide, as the rear tires bite too well to get the rear to slide, a plus in some riding conditions. The Arctic Cat standard of 10" suspension travel has been maintained in the Thundercat, but it sits an inch lower with 11" of ground clearance for better handling. When mounting the Thundercat the suspension squats about 2" or so (depending on rider weight and load weight). This helps to "dial-in" the suspension for each rider and loading condition. When unloaded the quad has 13" of ground clearance. The seat design was changed to allow a lower rider position, thus lowering center of gravity and improving handling. Arctic Cat calls this sitting "in" the quad rather than "on" it. An optional anti-sway bar will be available from dealers for those who require maximum stability and can afford to give up some rear suspension travel and rear wheel traction. This might be the ideal set-up for aggressive trail riding.

The body and ergonomics have also been modified on the Thundercat. A different handlebar bend is used to increase rider comfort in the lower seating position. Overall, we found ergonomics to be comfortable and controls were easy to reach and use. A wider fender design has been added to increase rider protection and a high-density polypropylene skid plate and stick stoppers are used for quad protection. Arctic Cats CVT with dual range gearbox and start-in-gear feature are standard. Only one color will be available for the initial offering, AC Racing's metallic silver with Thundercat graphics.

A unique feature of the Thundercat is a peak load limiter, renamed �Spike Load Dampener� to protect gearing, drive shafts, and axles. While the unit does not limit torque output at all under normal riding conditions, it slips under extreme torque peaks (such as an airborne landing where the rear wheels touch down first and throttle is still applied) to keep torque loads seen by the drive train within gearing and shafting limits. Actual torque limit specs were obtained by destructive testing of components and the limiter design set under those limits to prevent breakage. An admirable idea for reliability and long life of the engine and drive line, but maybe an absolute necessity considering the massive power available. Did, perhaps, the Arctic Cat engineers break a few drive shafts while testing the beast?

One area of concern was the tendency for bump steer. In tight style trails, the quick throttle response might get some more aggressive riders into trouble in rough terrain, unless they have lightning fast reflexes and a strong upper body. We noticed more feedback through the handlebars, which at some times almost jerked the bars out of our hands. This condition actually decreased when in 4wd, with steering still light and responsive, but more stable. Seeing as how the awesome acceleration is only slightly lessened in 4wd, it might be best for some riders of the mighty Thundercat to keep it in 4wd at all times. With so much power available, we would like to have seen as standard equipment a steering damper.

Another area of concern for us on what we see is overly aggressive engine braking. On several occasions when hitting a downhill corner with loose surface and decelerating (no braking), the rear tires skidded and caused the rear end to come around a bit. While this might just be a factor of our riding style, it was disturbing at first. In addition, when attempting to pull a wheelie (which the quad does quite readily with a little help, in spite of the longer wheelbase), engine braking kicks in hard when letting off the throttle and causes the front end to slam into the ground instead of easing down, a rather disconcerting experience.

Daryl Rath is not racing the new Thundercat in this years WPSA. Instead they are racing the 650 H1's as the rules for the WPSA do not allow any ATV over the 700cc limit. However, the H2 will get some race experience in this years 6 and 12 hours of ATV America and some Baja races. It is indeed race-proven tough. We will see more Thundercat riders on the podiums in the future. We will also see many mud-modified Thundercats crossing the finish line first in all the major mud bog races.

The result of three years of design and testing, we were quite impressed with the Thundercat. It is a blast to ride, and as fun as a quad can be, keeping in mind the two potentially tricky items above. Power is unmatched in the ATV world, and those searching for even more will be very impressed as well. The thrill of popping the throttle lever and watching your knuckles turn white is also unmatched. Dealers are expected to have the H2 Thundercat by October, 2007 in limited numbers, but until production hits a peak and demand ebbs a bit, expect some dealers to ask more for this two-headed monster. Maybe you should rush to your nearest Arctic Cat dealer and put one on reserve today?

last updated - 2008-04-13 20:06:06

7. ATV RIDERS HONDA TRX700 REVIEW.

April 8, 2008
Honda TRX 700xx Test Ride

Story Courtesy of ATV Riders.com

Dumont Dunes, CA � In recent years there has been speculation and anticipation among Honda loyalists as to when their favorite ATV manufacturer would come out with a big bore sport quad. Every year, when it came close to the time for Honda to release their new models, Internet forums would be a blaze with rumors that it would be the year for the manufacturing giant to release a 600-700cc machine. Now, in 2008, those rumors have finally been laid to rest by the release of Honda�s TRX 700XX.
Of course we jumped at the opportunity when Honda invited ATVriders.com out to California to test ride their newest addition to the TRX family. Honda wanted the media to test ride their newest creation before its release date in April, but they did not want the test riders to have to deal with inclement riding conditions such as rain, cold, and/or mud, so the location of choice was one with varied terrain that ranged from rugged, rocky, desert trails to sand dunes. We first met up with the Honda crew in Las Vegas, NV and then headed southwest through the desert towards the Dumont Dunes, where we would be putting the TRX 700XX to the test.

The Dumont Dunes are located in south western California on the Southeast edge of Death Valley National Park. Despite the image that the name �Death Valley� draws to mind, the area offers plenty of scenery, especially in the early spring when cacti and desert shrubs bloom in an array of colors, along trails and in the hills that overlook the sand dunes.

We have to admit, we would have preferred to take the TRX 700XX out in the woods to see how well it could handle GNCC type of terrain, but the Dumont Dunes proved to be a great place to test the power and handling capabilities of this 686cc machine and offered plenty of diverse terrain to test the capabilities of the TRX 700XX, and the weather was picture perfect for our test ride day, which was Honda�s main reasoning for choosing the Dumont Dunes as the test ride location.

The first thing that stands out about Honda�s new TRX 700XX is its massive 686cc fuel injected power-plant, which something you would have never expected from Honda just a few years ago, but with the big bore sport ATV market gaining popularity over the past couple of years with the release of Yamaha Raptor 700R, Polaris Outlaw 525, and KTM 525, Honda couldn�t resist to enter this new sport ATV segment.

For those die-hard Honda fans that held out for the release of the TRX 700XX, they won�t be disappointed because the 686cc engine provides plenty of power in stock form, and it really shines in the mid to top end rpm range. The TRX700 possesses ample power to bring the front end up with a quick stab of the throttle to easily clear rocks, logs, or any obstacles, but at the same time the 700XX has a very gradual power curve on the low end and is very controllable thanks to the Keihin PGM-FI 44mm throttle-body fuel injection system, but don�t let the smoothness fool you. The top end power on the TRX 700XX seems to be limitless, and it easily the fastest stock sport ATV that I have ever ridden. In wide open areas, the machine just kept pulling and pulling on the top end and had enough power to be able to handle the huge 500ft + dunes on the ride even without paddle tires, where as some of the other sport quads at the riding area appeared to be struggling to climb some of the larger dunes.

The addition of fuel injection on the TRX 700XX was a smart move by Honda because it will be make huge difference for consumers that live in mountainous areas because it can easily adapt to evaluation changes without any need for re-jetting. Also, fuel injection also allows for easier performance tuning when buyers decide to add-on performance upgrades to the TRX 700XX.

We also believe that Honda has used the programmability of the fuel injection system to de-tune TRX700 because it is a little sluggish on the bottom end and it also had a tendency to stall fairly easily at low RPMs, but sluggishness disappears at mid throttle when the 686cc engine comes alive. Honda didn�t have any comments on our findings, but we are confident that re-mapping the EFI to richen the fuel mixture will eliminate our test units low end hesitation, which was probably done to meet emission standards. We do feel this this engine has plenty of potential to turn the 700XX into a fire breathing beast.

Besides the newest Honda TRX 700XX having a potent powerplant, it also has a highly innovative independent rear suspension (IRS), which is a first for Honda sport ATVs. Honda�s sport ATV IRS system is not an industry first because Polaris was the first manufacturer to release the IRS system on their Outlaw sport ATVs several years ago, but the TRX 700XX is different in that the chain drive and rear brake are more centrally located, which allows for equal length shafts.
The TRX 700XX IRS provides an impressive 9.3 inches of wheel travel along with 10.2 inches of ground clearance, which allows the 700XX to go place many other sport ATVs wouldn�t be able to negotiate with as much ease. The IRS system does add some additional weight, and the TRX weighs in at a wet weight of 508lbs, which includes a full (3.6 gallon) tank of fuel. Although the 700XX is quite nimble, it takes a little more effort to make it slide as well as a straight axle machine does, which is due in part to being an IRS machine. The IRS and sway bar helps to cut down on body roll and make the quad feel very stable in turns. The stock Dunlop tires hook up well and have heavier sidewalls to cut down on side roll. The shocks feel a little on the stiff side especially at slow speed trail riding, but the faster you ride, the smoother the suspension. The suspension on TRX 700XX is apparently stiff at low speed to help to minimize body roll and stabilize the machine.

The independent rear suspension on the TRX 700XX also allowed it to track straight through whoops while the suspension soaked up just about anything we could throw at it, including some decent size jumps. �It flew straight and handled the hits very well. There was a couple of times when I thought I was going to bottom out, but the suspension just soaked it up,� said Honda Red Riders test rider, Joe Bernal. While in the air though, it was apparent that the machine weighs a bit more than it�s 450cc sibling, as it wasn�t as easy to throw around in the air. Since flying through the air is not what this machine was primarily designed for, it is something we can easily overlook.

The TRX 700XX�s 10.2 inches of ground clearance with the independent double wishbone suspension with piggyback rezzie shocks really shined when went traveled through some rugged and rocky sections of the desert valley as we were able to ride over many large rocks without dragging. �I went over some pretty big rocks out there and never hit the skid plate. I could definitely see myself out there racing at Baja on this bike!� stated Bernal. We must note that Honda has done an excellent job providing protection to the chain and rear sprocket of the quad and it would take a huge impact to do any sort of damage to either one.

Another added bonus with the 700XX is the addition of a reverse gear, which really came in handy while out on the trails especially considering it is over 500lbs. The reverse gear lever is located on right front fender (similar to the Suzuki Z400) and is fairly easy to operate. You simply pull up on the lever and kick down the shifter below 1st gear. The reverse provides plenty of power to get out of sticky situations, but just like in forward motion, the power is smooth and not jerky. On a downside, you must remove your hand from the handlebars to engage reverse, and I prefer a bar mounted reverse lever.
One feature we really liked about this ATV was that if you had to get off and pull your quad out of a tight spot, the rear grab bar is mounted fairly low on the chassis, which gives more leverage and allows even smaller riders to pick up the rear of the quad. The front design of the TRX allows plenty of air to flow through to keep the radiator cool, while doing a good job of deflecting water and mud, the 700XX lacks a true front bumper, which will make it difficult to lift up the front end.

COMFORT?
After spending all day on the TRX 700XX we have to say that this is a very comfortable quad. The ergonomics are good for just about any size rider. The fenders are positioned to give plenty of leg room for aggressive riding, and the seat is extremely comfortable and extends up and around the gas tank, which provides add padding for you knees. I really appreciated the extra large seat because many times after a long ride, I find my knees bruised up from clamping the tank, but this will not be a problem with the 700XX. One thing we did notice, is the tendency for the seat to come loose while riding, which might be the result of a frame flex and the seat being so long or just a weak spring latch on the test unit. Without much time to investigate the issue, we don�t know the true reason, but we hope this issue is corrected on the production units.

MAINTENANCE
On to maintenance aspect of the TRX 700XX, it appears to be fairly straight forward as most Honda ATVs. The over-sized airbox is easy to access for cleaning by just removing the seat and four clamps, but a screw driver is required to remove the filter clamp, which is included in the tool kit mounted under the seat. We didn�t get a chance to investigate how difficult it will be to change the oil or coolant, but we did check out the chain adjustment, which is fairly straight forward with angle adjusters on the lower rear end of the chassis.

IN CLOSING
In all, we think that Honda did a great job of producing a well rounded, user friendly, big bore ATV. The high ground clearance and IRS helps to make the TRX 700XX a stable, well handling machine that can take on the roughest and toughest trails, and the EFI ensures easy, smooth power delivery with plenty of top end speed for wide open terrain. For casual riders, this quad is ready to go right out of the box. We also believe that this ATV would be very well suited for desert type Baja racing with a few simple modifications, and could also be quite competitive in GNCC racing as well.

last updated - 2008-04-15 20:31:44

8. BLUETRAXX 660r PWR LARGE CAPACITY RADIATOR REVIEW.

PWR Large-Capacity Radiator For Raptor 660R

Improved cooling has always been an important factor for the longevity of any motor, so after installing a big-bore engine kit in our Raptor 660R, we were in dire need of increased cooling via an aftermarket large-capacity radiator. After searching and comparing various companies, we decided to go with PWR Performance Products. They offered 18 fins per inch on their unit, and claimed increased durability. It is also 100% Tig-welded and boasts a high-polished finish. This is exactly what we're looking for to replace our OEM radiator with.

From the packaging alone we knew we were dealing with a company that focused on quality. The radiator came sealed in a custom box with packing that would handle the roughest of delivery men. When removing the PWR radiator from the box it was evident that time was taken to ensure a quality product landed in the customer's hands. From the CNC-machined cap mount to the lower mounting brackets with amazing Tig welds, it was very clear the radiator was well built. The core was nearly twice as thick as the stock unit, and the upper and lower tanks which provide the extra coolant capacity were larger as well.

The installation was very straight forward and proved to be a simple bolt-on �Direct-Fit�. The PWR radiator used the factory rubber bushings, temperature sensor, and fan mount nut clamps. We did have to do some simple modifications to the nut clamps that hold the fan on due to the increased thickness of the new mounts. Even with the small modifications performed, this install took just over 30 minutes. When refilling the PWR radiator, we noticed an increase in capacity by 30%, which we felt was very impressive.

We performed heat tests to compare the time it took our Raptor to reach the fan operation set point. With the engine idling, the factory Yamaha radiator reached 201 degrees at the top radiator tank in 12.5 minutes as the fan kicked on. The PWR radiator rose to only 159 degrees in that time period, and increased the time it took the fan to come on by nearly 5 minutes. We feel that this is an excellent example of how the larger fluid capacity and heat dissipation qualities of the PWR exceed the Raptor 660R's OEM radiator.

Ita an exceptional addition, with craftmanship and attention to detail that were second to none. The radiator was everything PWR claimed it to be, and we couldn't be happier with the outcome. Whether your motor is built to the max or mildly modified, you'll always benefit from running cooler temperatures, and this radiator will provide that. PWR Performance Products makes radiators and other related products for most popular ATVs, along with cars, motorcycles, and more. For purchasing information you can visit www.sinisteratvaccessories.co.uk

Quality: 5/5
Performance: 5/5
Installation: 4/5
Value: 3/5
Overall: 4.25/5

last updated - 2008-04-10 19:24:50

9. BLUETRAXX RAPTOR 700 DUAL PIPE SHOOTOUT.

It's a question Raptor 700R owners have been seeking an answer to almost as long as the machine itself has been out; which dual exhaust system is the best out there? We've taken it upon ourselves here at Sinister Atvs to provide you with the answers you've been looking for. This project was a huge undertaking that has been in the works for several months, and has finally become a reality thanks to a bunch of parties working together to make it happen. The goal was to compare the four dual exhaust systems presently offered for the Raptor 700R. Not only will we uncover peak horsepower and torque ratings, but will also report on construction quality, decibel output, weight, and ease of installation. And as always, you can bet the farm that this entire test is 100% honest and unbiased, like everything we do here. We give you free results with no favoritism involved, and tell it like it is.

The Contenders
As already stated, this project is dedicated to the only four Raptor 700R in-frame dual exhaust systems that were available to the public at the time of our testing. Here are the four contestants battling it out for dual exhaust supremacy, from most to least expensive: DMC, LTE (Looney Tuned Exhaust) , MonsterQuads ATV Products , and Barker's Performance.

The Machines
They used two different Raptor 700Rs so they could compare the results on a close-to-stock machine, and a modified machine. Our "3 Mod" quad retains stock internals but with 3 mild modifications normally performed by most riders on their stock motor; the "Mod Quad" filter adapter, a K&N air filter, and a Power Commander. The modified counterpart has a stock bore with an 11:1 compression JE Racing piston, a Webcam Stage 3 camshaft, port & polish job, and a ProFlow adapter plate with an oversized K&N air filter attached. We'll not only be able to see which exhaust performs better on a modified motor, but the increase in power these modifications can make themselves.

Ease of Installation/Fit & Finish
We're combining these two categories as they go hand in hand. We looked at a multitude of aspects on the systems themselves, including how quickly and easily each went on the quad. Some went on fast and easy with zero clearance issues, with the Barker's and MonsterQuads leading the way. These two kits clearly outshined the others in this area. Both the Barker�s and MonsterQuads were installed in a matter of minutes with no touching of the engine case or wires, compared to the LTEs and DMCs. To LTE�s credit, the versions we used were of the older design that would not fit with the rear shock reservoir of the GYT-R Raptor, and we had to switch out the shock to finish the installation. The newer units include a �dent� in them to accommodate the shock.

Barker's Performance: 4/4 stars
They went together very fast and easy. Truly a great looking system all the way around, with the general consensus being that they're the best looking of the bunch. The exhaust pipes flow with the bike and the megaphones look tough. What's also nice is, if you decide you want drag racing pipes, simply unhook the canisters and you have a set of in-frame drag racing pipes because of the reverse megaphone design. The canisters are solid, with the best looking tips. The availability of different colored labels is great for those of us who like to match. Attention to design detail and clean welds really make these shine. The fact that they have two heat shields on each pipe (one up front and one near the rear fender) is a huge plus in our minds. We have melted more than a few pairs of riding pants from machines without heat shields on the exhaust pipes, and have the scars to prove it. The only thing we feel could be improved is the canister mounting system and clamps. A welded-tab design or billet clamps would be an improvement in our opinion.

MonterQuads ATV Products: 4/4 stars
The MonsterQuads guys have a real nice product on their hands and definitely earned our respect after comparing them side-by-side with the others. Like the Barker's, they went on fast and hassle free (once we figured them out. The first time we threw them on they weren�t done correctly and were nicknamed "Marty Feldman pipes" because they were so crooked). They flow very nice with the Raptor and the welds are clean. They step up in diameter size progressively as you flow down them. Very clean looking canisters with nice, yet simple end caps. Someone mentioned that they resembled the end caps often seen on street bikes, and that seemed accurate. Not that they're any worse than the Barker�s, they're just not as detailed and unique. It�s a simple matter of taste, and overall still a very nice package. Our set didn't have heat shields, but we hear now from MonsterQuads that they're available as an option.

Looney Tuned Exhaust: 3/4 stars
These have been the benchmark dual exhaust setup for quite some time. They look good, but have a definite unique appearance. They're welded the entire length of the pipe opposed to the "stepping" or megaphone style found on the others. Not that it's bad, just different. Great looking canisters and tab-welded mounts. Heat shields near the rear fenders are nice, while the middle mounting section really secures everything to your machine. They do not have the clearance that the Barker's and MonsterQuads do, and you'll have to install small heat shields on the motor itself to protect wires from melting. They also can rub the engine cases if not properly tweaked. Also, they do not fit together as well as the others, especially at the head, as they seem to come in at an aggressive angle causing poor seating. The clamp at the head could be bigger at the stud holes to help the problem. A front heat shield is really needed on them. They tend to stick out wide enough to necessitate them. We had to fabricate our own after burning our legs.

DMC: 2/4 stars
They have a completely different look from the other three competitors. The only manufacturer to run both header pipes down the right side, then cross over the left side pipe just in front of the rear shock. The large front heat shield is a definite plus. Their canisters are a dark gray color that gives a completely different look to the bike, opposed to the shiney billet look most are accustomed to. We see that as a plus, although many seem to not care for it personally. Getting this set on the quad turned into a wrestling match. They just didn�t want to go on no matter how much we fought with them. Spry lube finally did the trick, after a short battle though. We had to "zip-tie" wires up on the motor, and it took a bit of tweaking to get clearance from the the engine case. They definitely need a rear heat shield near the fender to prevent unwanted burns. We noticed burned material from riding pants already stuck on them.

Weight:
The MonsterQuads system came in at the lightest of the four, and almost two full pounds less than the Barker's which came out the heaviest. This was a little surprising as we noticed the Barker's have the shortest canisters of the four tested. The canisters are also quite thick compared to the rest, and the scalloped billet end caps may add a bit to that weight. We must also add into the equation that the Barker�s are the only system with two heat shields on each exhaust pipe. That�s four more than the rest.
MonsterQuads ATV Products: 14lbs. 5oz.
DMC: 15lbs. 3oz.
Looney Tuned Exhaust: 15lbs. 14oz.
Barker's Performance: 16lbs. 6oz.

Decibel Level Output
All of the systems came out very close to one another in this. If there was any phase of the testing we feel we didn�t do as well as we could have, it was this one. We wanted to test the decibel levels outdoors so we didn�t pick up any reverb from inside the shop. We did abide by Federal and State Park testing procedures by having the meter 20� away, at a 45 degree angle, and on the same plane as the exhaust tip. The problem with doing it outdoors was that the Raptor was not on the dyno machine, which meant we had to estimate the RPMs the motor was at when taking the readings. If we would have done it on the dyno machine, we could have kept the motor at exactly 2500 RPMs like the test should be done, but the numbers would have been skewed by the reverb coming from inside the dyno machine trailer and shop itself. We tested a few runs like that and were up in excess of 112 decibels at times, to give you an idea.
MonsterQuads ATV Products: 101.5 db
Barker's Performance: 102 db
Looney Tuned Exhaust: 102.5 db
DMC: 102.5 db

Dyno Results
By doing this test with the same quad, same dyno machine, same day, back to back to back to back, we get accurate �apples-to-apples� comparisons with little or no change in variables, other than the exhaust systems themselves. The owner of Rocket Factory, Jason, and his crew performed a fantastic job of fully tuning each Raptor with each combination. We had 15+ dyno pulls on each quad to get the most out of every setup, until a general consensus was agreed upon by the group. After each set of dyno pulls, Jason would tweak up and down in given RPM ranges, adding small percentages of fuel here while subtracting small percentages in other places, to get the most out of each one. It really was more tuning than we ever expected, and for that we can't thank them enough. We dyno'd for eight straight hours, from 11am to 7pm.

"3 Mod" Raptor
We ran the almost-stock Raptor first, and surprisingly the numbers were very close. The DMCs actually had a hair more torque than the rest. All of the other three however were within fractions of one another, which tells us any of the four systems will work just fine for you if you plan to leave your Raptor mostly stock.

As you can see, all four kits are very equal and within 1HP at peak of eachother. By looking at the graph you will see that some carry the power out further than the others, and some make power in different places. Bottom line with the "3 Mod" setup is, if you plan on keeping your Raptor in that basic format, then any of the four contenders will work just fine for you. What limits you in stock-trim are the other variables, such as the camshaft, ignition curve, and piston. It just doesn�t get any closer than this as far as the four are concerned. We are really splitting hairs here, and with even more tuning the numbers might come closer than they already are.

Modified Raptor
The surprising part of this test is how close each of these kits are with the exception of the DMCs. From 7500-9000 RPM, the DMCs fell flat off and were up to an amazing 12HP less than the other three. You can also see where some carry out the power just a little longer. As the plot shows, the LTEs, MonsterQuads, and Barker's are still very close in overall performance throughout the curve. They all get to the same place, albeit they each take different paths in design, and so on. Megaphone versus stepping versus length tuned. All three achieve the same basic results, atleast within this level of build on a motor which we feel encompasses 99% of the Raptor 700R community. The numbers may change if you go to a bigger build, as we are starting to see with many Raptors in the 800cc range already. At that point however, owners with that build are usually doing so for dragging, and are going to a drag-style exhaust for maximum output. That�s a shootout for another day.

A great read for all you Raptor 700r owners - think you'll agree.

The Conclusion
Hopefully each and every one of you will enjoy dissecting the charts and graphs to make your own decision on which system works best for you. As you can see, some will outshine the others given the application you intend to use. With the three kits (LTE, Barker's, and MonsterQuads) being so close in overall performance, we suggest you look to other areas we tested upon like fit/finish and weight. Is there a clear winner? No, but there's a loser. DMC comes in dead last, simply because they really fell off the chart on the modified Raptor, and were a real pain installing. They were also $74 more than the Barker�s, which were the lowest priced of the bunch. We'd put the Barker�s and the MonsterQuads at a dead even tie for first, with the somewhat pricey LTEs in a close third.

Thank You!
We are extremely proud to have been apart of this combined effort, and look forward to doing more in the future. The many people involved in this huge undertaking deserve a giant round of applause for making this happen. We'd like to especially thank Tim Barker for the donation of his exhaust system. Tim was the only pipe manufacturer to step up when presented with the challenge, and without hesitation. This should tell you a lot about the man, and his company. We'd also like to thank Rocket Factory again for all of their support. We can't stress enough how much Jason and his crew did for us and this project. They bent over backwards and went beyond our expectations. Miguel ("Loco") and his partner Mike deserve thanks also, for riding up with us and wrenching all day, as well as donating one of the Raptors and the DMC system. You guys are good people! Mike ("shredder") donated his MonsterQuad kit and helped us turn wrenches as well. His presence there not only lends to the accuracy and credibility of this test, but he kept the shop light and laughing all day long. And finally, a huge thanks goes out to Bluetraxx.com's own Dan ("petedog9"), for setting all of this up and making it a reality. He worked his ass off to get this done, which included many months of preparation. Your sir, rule!

last updated - 2008-04-10 17:21:10

10. BLUETRAXX TRINITY RACING YFZ450 EXHAUST REVIEW.

Trinity Racing's YFZ450 Exhaust System

The biggest question facing the majority of sport quad owners that are starting to modify their ATVs has to be "Which aftermarket exhaust should I purchase?", and with good reason. There are more companies making exhaust systems than there are tires, hand grips, and well just about any other part found on an ATV. It's usually the first thing upgraded with performance-minded owners, and also one of the most expensive. In our own search for a full system to install on our stock '04 YFZ450, we decided to give Trinity Racing a try, after briefly talking with them about their Stage 4 exhaust.

We received our kit from them in just a few days, and as expected, it was packaged well. After rummaging through the styrofoam peanuts we found all three pieces of the exhaust; the head pipe, a center section, and the silencer. What really caught our eye was the gorgeous chrome finish on the head pipe and center piece. The silencer looks great also with it's aluminum finish and Billet end cap. What's also nice is that the silencer uses a Billet aluminum mounting bracket, which looks great, and sets it apart from other exhaust systems. The whole system weighs in at 7 1/2 pounds; that's a little over 4 pounds saved. The kit also came with 2 main jets (#172, #175) and a #45 pilot jet for our carburetor, which was nice. All mounting hardware was provided, too.

Prior to installing the Stage 4 system, we re-jetted the carburetor with the #172 main jet and the #45 pilot jet, and left the stock needle settings in place for the time being. Even though installing an exhaust system is pretty straight-forward, we feel that the instructions it comes with could be much better (some photos wouldn't hurt!). Nevertheless, we pieced the system together on the YFZ450 starting with the head pipe, then the center section, and finally the silencer. After everything looked right, we tightened all fasteners and were done, in about 10 minutes. Immediately after pressing the start button, we were excited by the new sound emerging from the YFZ450. Gone was the quiet, un-intimidating melody, replaced by a throaty, adrenaline-inducing roar. Although probably not the loudest one we've heard, it's definitely not the quietest, and seems to fall right in the "average" column for aftermarket exhausts in the decibal category.

After letting it warm up for a minute, we hopped on and ripped around, taking note of the power delivery in all RPM ranges. It sure did make an improvement, with a very noticeable gain in the mid-range, but felt great in all areas. It ran flawlessly with our jetting, with no flat spots. The front wheels would now lift off the ground much easier while going through the gears, and the sound makes it even more fun to ride now. So far this exhaust system from Trinity Racing has proven to be constructed well with quality components, has a great looking finish, and definitely doesn't disappoint in power delivery. It will be a great system for a large variety of riders, in all environments. There doesn't seem to be any downsides, and the price tag is very good considering the addition of chrome plating. To place an order, simply check out the website or give me a call.

Quality: 5/5
Performance: 4/5
Installation: 4/5
Value: 5/5

last updated - 2008-04-10 19:30:09

11. DUNCAN RACING BANSHEE DUNE RUNNER - Four-Wheeled Sand Cult! Test Duncan Racing's Dune Banshee

Duncan Racing Banshee Dune RunnerFew ATVs have a cult following like that of the Yamaha Banshee. Maybe it's because few ATVs give the rider such a unique experience. The sound and visceral feeling of cracking the throttle on a twin-cylinder two-stroke was unparalleled back in 1987, and arguably still to this day. Even with the hostile takeover of high-performance four-strokes, Banshees are still the platform of choice for many duners, drag racers and hill shooters alike. The Banshee has definitely faded out of the mainstream into the realm of nostalgia, but it's not gone yet, and this Duncan Racing duner is proof.

The guys at Duncan Racing International (DRI) have built their vision of the perfect Banshee. One that can smoke your buddies up the hill or on the drags but still handle well enough to carve through the dunes and soak up a huge jump or two. It's got enough bling to stand out from the crowd but not so much to make you feel guilty for riding it once or twice. Basically, it's the ultimate dream Banshee to take out and ride every weekend. We couldn't wait for the desert season to start, so we braved the 110-plus heat of Glamis, California, in the summer to see if this classic two-stroke could still hang with the new thumpers.

Suspension
Up front, the Duncan Banshee uses a Roll Design Lobo II front suspension kit. The kit includes Roll Design chrome-moly A-arms, which make the Banshee 2 inches wider than stock and have a "gull-wing" lower arm to allow for longer-travel shocks. Roll A-arms have become an industry benchmark for quality and design; they are fully adjustable, rebuildable and fabricated to withstand the harshest racing and riding conditions. Controlling the travel is a set of Elka triple-rate piggyback shocks, set up specifically for dune riding. The shocks give the front end more travel while letting the quad sit lower for more stability. This front end setup allows the Banshee to soak up deeper whoops and hard landings, as well as increases the stability and handling precision.

"...it's nice to know the suspension will let you carve a turn or soak up a hard landing if you need to-or just want to!"
Out back, the Duncan guys went with a +4 Laeger's chrome-moly swingarm with a round housing bearing carrier conversion. With all the added horsepower, the extra swingarm length was needed to help keep the front end down near the ground and under control. While riding wheelies all day may sound like fun, it really doesn't help you win hillclimbs, and despite what your Uncle Eddie told you, it really doesn't look that cool, either. The bearing conversion allows for the use of an eccentric bearing carrier and eliminates the overcomplicated stock Banshee chain adjustment. The rear travel is controlled by a fully adjustable Elka shock and custom Elka linkage. This setup copes with the Banshee's relatively short rear shock to give you a bit more quality and quantity in rear wheel travel. The rear end also features an adjustable RPM Dominator axle, matching the width of the front end and giving the Banshee an even more stable ride.

Normally, adding a longer swingarm adversely affects your ATV's cornering capabilities, causing it to push or understeer while turning. But the extra width and setup of the Banshee's Roll Design front end keeps the steering in check and allows you to ride and turn it just like you would with a stock-length arm. Case in point, our test rider was able to pitch the longer Banshee sideways and corner it almost like his MX bike. While this Banshee was built for drag racing, hill shooting and cruising the dunes, it's nice to know the suspension will let you carve a turn or soak up a hard landing if you need to-or just want to.

last updated - 2009-04-16 07:57:37

12. DUNCAN RACING TRX450R - First Ride Pro Performance With Amateur Maintenance

If you've ever raced an ATV, you're certainly aware of the three main ingredients needed to win: a good-handling suspension to keep you on all fours, a reliable motor with strong power to keep you at the front of the pack, and an intense physical conditioning and endurance to help you grab and hold that lead. Even though true physical fitness can't be bought, there are countless companies that offer parts that can help you obtain these very important ingredients. From engine kits to suspension systems, there are endless possibilities from which to choose. But as a consumer, there are many things to consider before purchasing parts and starting your build. We want to stress the point of making sure that you're buying good-quality parts, while considering the amount of maintenance that will be required once your build is complete.

Numerous companies can offer huge increases in horsepower output, but at what cost? Sure, your newly built motor puts out 35 horsepower over everyone else, but how ridable and reliable is it? How about your suspension? Just because a company offers a set of 2+1 A-arms and reservoir shocks doesn't mean those components necessarily perform up to par. In order to find out what it takes to build a high-performance racer that requires a minimal amount of maintenance, we called the legendary Loren Duncan of Duncan Racing International for his help and expertise. We asked Loren to fill us in on what it takes to create a high-performance quality racer that requires a minimal amount of time in the shop.

ATV Rider: Loren, when you were building this machine, tell us about the specific purpose or rider that you had in mind.

Loren Duncan: This bike is built as a highly competitive race machine for an amateur-level racer. We wanted to build a race machine that would feature the best balance of performance, reliability and value for the customer.

ATVR: What types of racing can a rider enter on this machine?
LD: This bike is designed to race both outdoor motocross and off-road races, with small minor changes, of course. The chassis isn't set up for cross-country woods-type racing, and the motor is too aggressive for a desert race bike.

ATVR: So what types of changes need to be made to this quad between the motocross and off-road races?
LD: The main changes that need to be done are the tires, wheels and gearing. Heavy-duty skid plates and a larger-capacity fuel tank with a quick-fill system are also recommended for off-road competition.

"This strong yet smooth power allows you to ride harder for longer periods of time without wearing you down."
ATVR: In the engine department, what kind of modifications have been done and why?
LD: The engine is comprised of a DRI 450cc National Kit which features a Fat Boy 4 exhaust, JE piston, HP4 valve train kit, Vortex CDI unit and Pro Design Pro Flow air cleaner kit. The HP4 kit gives this engine a five-horsepower gain over stock. It's the main thing that sets our motors apart from those of our competition. The DRI HP4 feature Duncan Racing in-house cylinder head porting, Serdi valve seat machining, an MX grind billet camshaft (made in the U.S.A.), heavy-duty valve springs with titanium retainers, shortened bronze valve guides and oversize intake and exhaust valves.

ATVR: Does the piston supplied with this kit have higher than stock compression?
LD: No, the compression is increased over stock but is still kept at a manageable level. All of the engine modifications combined give almost a 17-horsepower increase over a stock machine. This offers riders a very fast and competitive engine that's still reliable and needs little maintenance. This setup doesn't require being torn down after every race like the [national pros] and is still relatively affordable.

The testing theory,

ATVR: Well, it seems that power is no longer an issue, but how about the suspension? Stock machines are hardly competitive, so what did you do to improve the ride and increase its performance abilities?
LD: The front end features a Roll Design Lobo II suspension kit paired with Elka shocks. The rear features a Roll Design swingarm with an '05 TRX Elka dual link and Elka shock.

ATVR: Is there any particular reason you've chosen this setup?
LD: The quality of these parts and overall function are solid and have been proven through years of testing and experience. A top pro with years of experience and hours of testing under his belt would possibly run a different combination of shock, springs and valving to suit his riding style.

ATVR: Now about the platform you began with. Is there a specific reason you decided to build a Honda TRX450R?
LD: We feel that Honda offers the best overall package to work with. The basic machine plus Honda's record for quality make it a favorite among our customers. When you build the Honda like we did, it's hard to beat. The only knock on the TRX450 is the transmission. It isn't quite as strong as past Honda models. I will say that both the Suzuki LT-R and Yamaha YFZ are fine machines, and when professionally modified, they are also very competitive.

ATVR: Now one of the things you mentioned while discussing the engine was that it didn't require being torn down after every race like that of a national pro. How does it differ?
LD: It doesn't differ a whole lot. This machine is slightly detuned. This is mainly done to increase the reliability and the ridability. The extra things needed to make a world-class pro bike would be an absolute waste of money. In addition, without proper care and supervision, the machine would be damaged.

ATVR: What kind of service is required for this quad and at what intervals?
LD: First, the oil and oil filter should be changed after every race; the valve clearances should be checked every 5 to 10 hours; the clutch should be checked for wear every 10 hours; and the top end should be disassembled and checked every 25 hours. On top of that basic service, we feel that the lower end of the engine and transmission should be disassembled and inspected every 30 to 50 hours. Because of these time intervals for inspection and maintenance, we highly recommend installing an hourmeter on the machine. It's also a good idea to keep a log of all races and maintenance done.

Testing The Theory
Now that we gathered all of the background information on this beast, it was time to throw a leg over the machine and see if it really accomplished everything it was designed to do. This particular machine belongs to WORCS and ITP Quadcross racer Garrin Fuller, who generously allowed us to throw in some long, hard laps. As the motor turned over and this engine roared to life, it was apparent that this was no ordinary stock motor. A click of the shifter and a twist of the wrist, and this quad burst off the starting line with a powerful sense of authority and delivered the very aggressive nature that Loren had warned us about.

As I began rolling through the gears, the monstrous power increase continued to be extremely vibrant and noticeable. I took my first couple of laps around the track at a slower pace so that I could get a good feel for the machine. But that didn't last for long as I began gaining confidence and became more comfortable with Garrin's machine; I then began picking up the pace. The motor mods done to this particular quad were definitely apparent and welcomed to this rider. My particular riding style has me entering corners a gear higher and letting the torque of the engine pull and blast me out. This engine did just that and did it with ease.

The parts list,

Over the years, I've had the luxury of throwing a leg over various ATVs with similar modifications, only to find that they pull hard in the upper portions of the powerband but leave me desiring more in the low and mid. If you're into that two-stroke feel and type of power, those machines might be perfect for you though definitely not for me. The power of this Duncan engine allowed me to ride exactly how I prefer without feeling as if it were yanking my arms from their sockets. This strong yet smooth power allows you to ride harder for longer periods of time without wearing you down from a motor that exerts an overly aggressive hit. But don't be fooled-this motor is aggressive but in a controllable manner.

With 17 extra ponies being whipped out from this new motor, a much-improved suspension system was inevitable. The stock Honda suspension system would fall short of offering the stability and handling characteristics that this new beast demanded. I knew from the get-go that the Roll Design A-arms and swingarm paired with Elka shocks were doing their job as I was able to maintain stability while taking advantage of the added oomph. While attacking fast, sweeping corners, all four tires remained planted as I backed in the rear tires with the throttle and exited, all while maintaining the momentum needed. The usual tipsy feeling of the TRX had literally been diminished, thanks to the design and extra width of the Roll Design arms.

From the deep whoops to the straights that were littered with harsh braking and acceleration bumps, I felt confident on every portion of the track. The frightening kicking and bucking that are often experienced from the rear suspension of quads had been tamed, which allowed me to power down and accomplish stellar lap times. The overall handling and confidence I gained from this suspension setup was absolutely brilliant, and I'm confident that I'd be a strong contender in my next race. If only I could take Garrin's quad with me.

As a racer who follows the WORCS series and does an occasional MX race, I desire my own quad to perform as well as this one did. Although tested on an MX track, I have no doubt that its handling prowess would be any less on some of the roughest off-road courses the series follows. If you participate in similar racing events or even just play ride and want the best handling and most controllable power out of your quad while still keeping it reliable, I would highly consider building a machine very similar to this Duncan Racing beast.

Duncan Racing 2008 TRX450 Amateur MX Racer
Builder and main sponsor: Duncan Racing International, Inc.
Sponsor list: GPR Stabilizer, Fat Boy 4 Exhaust, ITP, DWT, Roll Design, Vortex Ignitions, Elka Suspension, ECC, Maxima

Parts List
Engine
DRI 450cc National Engine Kit, includes Fat Boy 4 exhaust, JE Duncan Racing-spec piston, DRI HP4 kit (billet camshaft, head porting, Serdi valve seat cut, oversize intake and exhaust valves, HD valve spring kit, shortened bronze valve guides) and jet kit

Upgrades
Vortex X10 CDI
Pro Design Pro Flow air cleaner kit
Hinson billet clutch basket
Hinson Works inner hub and pressure plate

Front End
Roll Design +1 steering stem
GPR steering stabilizer
Roll Design Lobo II front suspension kit, includes Lobo II A-arms, Elka standard shocks, Crown braided-steel brake lines - Elka Elite shocks - Chrome upper A-arms

Rear End
Roll Design swingarm with chain slider
Team Industries rear axle
Elka Elite shock and dual linkage
Crown braided-steel brake line

Nerf Bars and Bumper
Duncan Racing chrome front bumper
IMS/Roll footpegs
IMS/Roll heel guards
IMS/Roll Pro Series nerf bars

Tires and Wheels
MX: ITP MXR6 20x6-10 front; 18x10-8 rear:
Off-Road: ITP Holeshot XCR 21x7-10 front;
20x11-10 rear:
Douglas Shamrock beadlocks, 10-in. fronts; 9-in. rears; 8-in. rears:

Accessories
Quick-change clutch cover
Duncan Racing chain guard
Duncan Racing block-off plate: Duncan Racing Race Team graphic and seat kit
Motion Pro Vortex twist throttle kit
Pro Design cut-off switch
Works Connection perch assembly

last updated - 2009-04-16 07:57:58

13. GAS GAS REVIEW.

The Gas Gas models come stock with awesome parts. Both machines are built on an all-chromoly chassis. They come standard with hydraulic clutches that are heavenly to squeeze. Both machines sit low and wide � no need to buy extended A-arms or axles. �hlins shocks are used front and rear.

Advertisement
Gas Gas engineers borrowed from the motorcycle side of the business and retained the twist-throttle setup. Chain adjustment is handled via a cam-shaped axle carrier that is similar to Honda�s sport-ATV design. You can also cross aluminum nerf bars off your holiday wish list � they�re already here, too. Performance exhaust? Covered. Both models use Gas Gas-specfic performance exhaust systems. As an ATV shopper, you�ve got to love Gas Gas�s generosity. Aftermarket companies, on the other hand, might hate it.

Wild 300
If you�re a die-hard Honda 250R fan, take a look at the Wild 300. For riders who can�t live without that performance two-stroke powerplant, there aren�t many options these days. You can search the want ads for a sport machine from the late 1980s, or you can buy the new Spanish-made ripper. Because the motor configuration and size are similar to big-bore Honda 250R race bikes you can�t help but compare the two.

ATV News

In many ways, the 300 is a great bike. Off the showroom floor, it comes complete with several standard performance accessories. The two-stroke 300 uses the old-fashioned kick starter, but is a breeze to start. The power is good, but not quite like modified 300cc 250R race motors we have ridden in the past. But this two-stroke engine runs stronger than a stock 250R engine. It seems a little lacking on the bottom-end, and a little reluctant to nail the high notes as well. The mid-range power is muscular, and since there�s nothing else in this class to compare it to, it�s a great option.

Wild 450
A manufacturer has to be serious about building ATVs to throw a performance 450cc four-stroke quad into the market today. With competitors like Suzuki, Yamaha and Honda, it better build a bike that rips. The new Gas Gas Wild 450 has a few details that set it apart from the rest of the pack.

The Gas Gas is the only 450cc sport machine to come stock with both electric and kick start. It�s also the only 2004 sport ATV with fuel injection standard.

Fit & Feel
Immediately, we felt at home on these quads. The ergonomics and feel of each quad is close to ideal and there�s nothing �foreign� in their design. For those not accustomed to
a twist throttle, it takes some practice. Those more familiar with the design, however,
will love it.

A few of the test riders at the press intro complained that the seat sloped toward the rear of the quad, making it uncomfortable and difficult to remain in a forward (aggressive) riding posture. We didn�t notice this, and found the machines to be quite comfortable.

Upon first ride on both the Wild 450 and 300, the steering was tight. We attribute this rigid feel to the bushing or bearing that allows the steering shaft to pivot. We�d like them to be more accommodating.

Handling
Both machines have a definite sporty feel with superb stability. The lanky A-arms and wide axle make them sure-of-foot and improve their cornering abilities. Neither of the machines remind us of any stock ATV we�ve ever ridden. Because they are so low and wide, they have a feel of sport machines with a lot of modifications and investment.

ATV News

Although the cornering characteristics were pleasing, the suspension often seemed overmatched in the terrain we rode. Gas Gas uses high-quality �hlins shocks front and rear, but we found the set-up, not the shocks, the culprit.

Some ATVs are set up for specific use, and do not work well outside a specific use � this is not the case. On our test models, the front shocks were stiff and we continually blew through the travel and bottomed out the rear shock on minor terrain obstacles. The suspension setup made us feel slightly uncomfortable riding these quads in rougher terrain.

Because the �hlins shocks are completely rebuildable and tunable, riders can tweak � or have a professional change � the suspension to accommodate their riding style and the terrain.

The Good
Our favorite thing about the Gas Gas ATVs is that they come stock with several hundred pounds worth of performance accessories. It�s a bonus to have these products included with the quads, eliminating the need to purchase them through the aftermarket. Our favorite may be the super-soft hydraulic clutch.

As far as the Wild 300 goes, it is great to see a manufacturer producing a high-performance, single-cylinder, two-stroke quad. That�s where performance ATVs originated and many fanatics still look for these models. Gas Gas engineers also deserve accolades for building an all-chromoly chassis and using a simple-but-proven chain adjustment.

The Not So Good
While the Gas Gas offers two highly competitive performance ATVs with more included performance parts than any manufacturer, there are a few details that need to be worked out. Both Gas Gas models are quick and agile, but feel somewhat heavy and sluggish compared to similar sport ATVs. The power range on the high-performance, two-stroke 300 is not where we expected it would be. The 450 is fun to ride and strong, but not as potent as a Yamaha YFZ450 with a performance exhaust.

The suspension setup may suffice for non-aggressive riders out for a cruise, but for true performance-oriented buyers looking for a competitive off-road quad or racer, the suspension needs to be rebuilt. But it is worth noting that it can be rebuilt.

Is The Price Right?

ATV News

The Gas Gas quads have a higher sticker price than most of today�s sport ATVs. Part of the reason is the need to cover the cost of the standard accessories (nerf bars, hydraulic clutch, etc.). Prospective buyers will need to weigh the cost of the Gas Gas machines
and their stock components to competitive machines with the same aftermarket
products bolted on.

Two-stroke followers will appreciate the agility and spunkiness of the Gas Gas 300 and the fact that it�s a rare machine these days. With a few more fixes � like suspension tuning � it will be even better.

The Wild 450 is a good machine, but it falls into a suddenly competitive 400cc-plus four-stroke, sport-quad class. Gas Gas certainly sweetens the deal by adding stock accessories, but this boosts the retail cost, too. For buyers on a tight budget, the Gas Gas may not be an option. But if money is no concern and consumers are looking for a competent four-stroke machine with cool accessories, the Wild 450 might be a good choice.

last updated - 2008-04-25 20:27:09

14. GORILLA LIFT AXLES

15. HINSONS RACING '09 KTM 450 SX Making a good thing even better without a complete overhaul

Last year KTM took the ATV market by storm with their SX ATV line that was specifically targeting the MX and off-road market. Their 450 and 505cc powered machines were outfitted with everything that a racer could ever need or want in a performance ATV. Being offered with a wide long travel front suspension, adjustable rear axle, nerf bars, adjustable steering stem and a whole bunch of other goodies there really wasn't much left that needed modification. The opinion of many in the industry felt that this machine was truly "race ready" out of the box.

This is where Hinson Racing steps into the picture with their years of experience in building high quality race machines. Bryan Hinson had recently acquired a KTM 450 SX and after some seat time at local MX tracks in Southern California felt that the machine could use a few refining upgrades. We're not talking about a complete overhaul like many other bikes might require to be considered track ready, but a small list of items that could make this formidable machine better than it already was. Bryan invited me to a day of testing out at Glen Helen Raceway in San Bernardino, CA to give the reworked machine a little seat time of my own.

Bolt-On Performance?

When I rolled up to the track, I was slightly taken back from what I saw as a near stock KTM 450SX waited for me to throw a leg over it. Upon speaking with Bryan at the track he quickly pointed out the differences in this machine from a stock unit. The only visible difference from this machine to what you would find on your showroom floor were the Fox Racing Shocks on the front and back, FMF slip-on exhaust system, Scotts steering stabilizer and Hinson Racing Clutch cover. Now don't think that all Hinson added was one of their covers because hiding behind it was one of their trick back torque limiting (BTL) slipper clutch systems.

Lets just start with the explanations of the basics here. The stock WP shocks are good, but as we all know things can always be improved on. Hinson chose to install a set of the Fox Float Evol air shocks that feature their dual speed control (DSC) adjustment. These have been my personal shock of choice since I first rode on them a few years ago. These shocks weigh over half of what a conventional shocks does and do not have any springs which can weaken over time and cause your shocks not to work properly. Simply set the proper air pressure in the dual chambers to control ride height and dampening resistance and all that is left to adjust are your dual compression and rebound controls.

At the rear of the machine, the stock WP rear shock was swapped out with a Fox Podium X rear unit. This is a conventional rear setup like you'll find from most suspension companies but again it's the magic the people at Fox perform on the internals that make their shocks work so good. The a-arms and swing arm are good quality units so they were left alone since the goal is to spend the bare minimum. To further enhance the stability, a Scotts steering stabilizer was mounted to the frame of this machine. Scotts has been a long time sponsor of Factory KTM race teams and it shows since the frame has a mounting spot that is almost a perfect for the stabilizer.

With the suspension being dialed, it was time to see what the Hinson's did to the engine. The 450cc power plant makes a good amount of horsepower so the only modification was swapping the stock tail section of the exhaust out with an FMF Factory 4.1 Slip-on exhaust system. This will allow the KTM to breathe a little better and generate more power through the RPM range. Again, the emphasis on minimal modifications to increase performance is the key to this project.

The only other visible item that was replaced is the quick-change clutch cover on the engine. Hinson Racing swapped the cover out with one of their anodized units, but the parts that are behind that cover are anything but stock. Hinson installed one of their billet clutch baskets which have been the industry standard for anyone that wanted something that was stronger than stock. Installed in the clutch basket was also one of their BTL slipper clutches which I think is a piece that can help transform a good 4-stroke rider into a better one.

According to Hinson, the BTL slipper clutch allows you to eliminate the amount of back torque or engine braking coming into corners or coming down hills. This allows the rear end to stay planted on the ground instead by allowing the clutch to freewheel on deceleration. With a normal clutch system when you come down hills or into corners while you're downshifting the decompression braking causes the rear wheels to drag and can lead to the rear end hopping and instability under braking conditions. This can be especially rough on terrain with severe braking bumps.

With the BTL slipper clutch as you come into a corner or down a hill at speed, you can start dropping gears and the rear wheels will be allowed to keep rolling. While there is still some decompression braking, it is significantly lower than what it used to be. On the acceleration side of the engine, the BTL provides better traction by preventing as much wheel spin compared to the conventional clutch system. If you are looking for proof as to if this system works, all you need to do is ask Dustin Wimmer. This is the same system he ran in his Suzuki LTR 450 to win the AMA ATV Pro Class Championship in 2008.

The Finished Product

After we got our still photos done, Bryan Hinson geared up and started burning laps around the REM track at Glen Helen Raceway in Devore, CA. Watching from the sidelines, I was amazed at how this machine sounded and pulled him up some of the steep terrain. The engine never sounded like it was ever struggling. While it's nice to watch a good rider fly around a track, it's even better to get a chance to do it yourself.

I asked Hinson what he thought of the modifications and this is what he had to say. "The motor runs really good and pulls strong in the bottom and mid. You can really feel the difference that the FMF exhaust system makes. Suspension wise, the WP shocks that come on the bike out of the box are pretty stiff. Switching over to the Fox Evol front and rear shocks made a huge difference. Not only did they help lower the ride height of the bike but they drastically helped the handling of it as well."

When I asked him about the Scotts steering stabilizer, he had this to say. " We went with the Scotts unit because the machine was set up for it. It was easy to install and it did exactly what we wanted it to do. There was plenty of adjustment for us to set it up to our liking." All in all I could tell that he was very happy with the end result of his project.

Now geared up and pumped up from all of the positive feedback I've heard on this, it was my turn to ride. As I rolled onto the track the first thing I felt was that I was extremely comfortable on this machine. The ergos were perfect for my larger frame, as I am 6'1" tall and tip the scales at just over 240. By no means am I a pro level rider, but I have been on a good assortment of 450cc machines and know what I like in power and handling.

I found a section of track where I knew I could consistently find a good line. Here I could test all of the components that were added to the mighty KTM and went to work doing so. The REM track at Glen Helen is known for its elevation changes and the FMF exhaust system shined here. I am a rider that likes the powerband of a machine to be more in the low to mid, and the KTM was right where I liked it. While the power shined in these areas, it was still no slouch on the longer straight-aways where it had plenty of overrev and pulled hard in the top.

Since I hadn't ridden this bike in stock form, I really can't give my personal opinion on if they were better than the WP shocks or not. What I can say is that the shocks definitely work. These by far are my favorite shock on the market and can aid in the handling of any machine. Their light weight, great performance and wide array of adjustability make the front Evol and rear Podium X shock a welcome upgrade to anyone that is looking for a good high performance shock setup. From soaking up big jumps, pounding through whoops or being able to attack corners that have been chewed up by a weekend of racing these shocks worked flawlessly. The Scotts stabilizer in conjunction with this setup was perfect as I never felt as if the bars were being yanked from my arms no matter what I hit.

The best modification about this project is truly the BTL slipper clutch. How I was told by another test rider to test the unit was to come down one of the larger downhills in 4th gear and half way down, drop to second gear and just let the clutch out to see what it does. At the base of this hill was a small kicker left by a tractor that was cutting the track and a stretch of braking bumps that accompanied a hard left hand turn.

I did what I was told and what a difference I felt from anything I had ever felt before. Although I had to control more of the corner braking myself, the rear end of the KTM stayed planted on the ground and never felt like it was trying to get around itself. This was also nice for me since I was able to shift into the gear of my choice before getting to the turn instead of having to downshift mid-turn. I was quickly a believer in the BTL clutch system and think it is definitely worth looking into if you're a serious competitive rider looking for that edge against the competition.

The Conclusion
Hinson Racing started this project with a top-notch machine and made it even better by replacing or adding only a few key parts. After having some seat time, I'm convinced that any competitive amateur racer can jump on this machine as it is prepped and be a front-runner in their class. Sure KTM claims that their machine is race ready but there are always upgrades to make a good thing better. Hinson Racing hit the nail on the head with everything that they did to this 450 SX racer. When you hear the name Hinson, you can't help but think championships. This is because they know what it takes to win.

Product List, all these items can be purchased from www.sinisteratvaccessories.co.uk

FMF Racing 310/631-4363
www.fmfracing.com
Factory 4.1 Slip-On Exhaust System

Fox Racing Shox 800/369-7469
www.foxracingshox.com
Float Evol Front Shocks w/ DSC
Podium X Rear Shock w/ DSC

Scotts Performance 818/248-6747
www.scottsperformance.com
Low Mount Stabilizer Kit

Hinson Racing 909/946-2942
www.hinsonracing.com
BTL Slipper Clutch
Kit includes: clutch cover, basket, slipper clutch, fiber and steel clutch plates.

last updated - 2009-04-16 07:58:20

16. ITP TYRE REVIEWS.

HOLESHOT XCR
"ITP's Holeshot XCR has been used by cross country speedsters William Yokley and Brad Page to win the pro class at many GNCC events. � ITP's Holeshot XCR gave us noticeably more grip in soft dirt than the stock tires. We always felt in control, whether we were turning on a loose surface or trying to build momentum at the base of a soft hillclimb. � The Holeshot XCRs outperformed the stock tires even more on hard terrain than they did in soft dirt. Very secure drive traction and cornering grip with predictable sliding habits gave the Suzuki relaxed handling, even though we were riding faster than we were with some of the other tires. �the ITP Holeshot XCRs elevated the Suzuki's handling to a level where it became a faster, more fun machine. This tire�laid down the fastest lap time of the group. This is the top performing tire in the group for mixed terrain conditions with an abundance of hard terrain."

HOLESHOT ATR

DIRT WHEELS MAGAZINE
"We think these will be some of the best replacement tires you can find for your sport/utility quad. The ATRs are priced reasonably for such a high-tech, great handling all-purpose tire. They hook up well, steer great and are plenty durable."

ATV CONNECTION.COM
"News flash, the ITP ATR tires give extremely good traction in the ice/snow conditions! �it was unbelievable how much traction we had. This is a superior combination."

ATV MAGAZINE
"�the ATRs gave the rider far more confidence�a far more precise ride, more accurate steering, increased stability, with a tremendous increase in traction. �it would be arguable as to whether any other tire could out accelerate the ATR on any trail surface, from hard pack to slop!"

DIRT WHEELS MAGAZINE
"We think these will be some of the best replacement tires you can find for your sport/utility quad. The ATRs are priced reasonably for such a high-tech, great handling all-purpose tire. They hook up well, steer great and are plenty durable."

MUD LITE

ATV MAGAZINE
"ITP's latest is a strong contender, according to our testers. � Mud Lites did almost everything well. They are excellent biters, and track true in both forward and reverse. They have incredible grip� From a stop, the clawing action is great. 'Yikes. Awesome pulling power without being overly heavy,' wrote one tester. Overall, the tires were excellent, especially considering the weight. They pulled almost as well as the extra-large lugged tires in this test, without the performance sacrifice."

ATV MAGAZINE
"The Mud Lite tires-both the AT and XL-deliver a surprisingly strong performance. They look and ride just like a stock tire, but can get aggressive when the conditions get nasty. And in their XL form, they provide competitive traction in a controllable ride."

589 M/S

ATV MAGAZINE
"As for its clawing ability, opinions were unanimous. This tire was one of the best. 'It digs out of anything,' one tester wrote. The lugs stay very clean and rarely plug up, even in the stickiest mud. Overall, the tire impressed us in its ability to gain and maintain traction. They are an excellent puller, without the clunky feel of most tall-lug tires. This tire is a perfect example of a great tire from a couple years ago being improved by modern technology."

ATV MAGAZINE
"On hardpack, the 589 tread performed incredibly well. �for all-purpose riding, these tires were our favorites. �the overall winner of this mud tire test. It's a relatively lightweight tire that won't strain you or your machine's components. And it muds with the best of them."

ATV MAGAZINE
"All the testers said the ITP 589 M/S tire was fabulous in the mud. Even in high gear, these tires supplied plenty of traction for the Griz. In both deep, watery mud and the gooey shallow stuff, these tires made it through-the self-cleaning nearly perfect. The ITP 589s worked well in reverse, too. � They do a great job of climbing in and out of the mud."

SAND STAR FRONT

DIRT WHEELS MAGAZINE
"Traction was superb and steering was judged to be the best of all the tires we tested. Even with two center ribs, weight is not all that heavy. Bargain priced as well. An excellent all-around front sand tire choice."

SAND STAR REAR

DIRT WHEELS MAGAZINE
"ITP's newest sand tire is called the Sand Star and it appears to have earned its name. These tires are selling like hotcakes. The new rear tire is designed to match up with their Sand Star fronts and offer outstanding traction and control. Our test riders particularly liked this combination of front and rear sand tires for all-around playing. The rears use an eight-blade design with an additional eight mini-scoops on either side. The offset V-blades corner extremely well and have very good flotation and sidehill traction."

last updated - 2008-04-15 19:54:07

17. KTM 450 & 525 XC REVIEWS.

KTM 450 & 525 XC -- " First Impressions"

The KTM 450 & 525 XC rails around corners.

Throughout the past decade in the motocross industry, it has been easy to assume the manufacturer associated with each bike by simply glancing at the color plastics it wore. There were four colors to chose from, one that represented each of the major Japanese manufacturers: Red, yellow, blue, and green. Then in the late 1990's a fifth color began to make its presence known through product innovations that bucked the common trends and results on the racetrack. That fifth contender was Austria�s KTM and the color that really put them on the map was their unique deep orange. Long has the day been coming that ATV riders would have the option of buying an orange and black quad with the KTM logo printed proudly on its graphics.

The heart of the new KTM ATVs.

Beauty & The Beast

Being released as 2008 models, KTM is hitting the ground of the competition segment of the ATV market running with two engine configurations under the XC label. The first, a 447.92cc (89mm bore x 72mm stroke) single overhead cam, four valve, liquid cooled beauty appropriately called the 450XC and the second, a 510.4cc (95mm bore x 72mm stroke) single overhead cam, four valve, liquid cooled beast labeled the 525XC. The two models are identical in most every regard except for the size of the piston and surprisingly enough, are expected to carry the exact same MSRP. They are however, marketed toward two different types of riders: The 450 is intended to go head to head with the competition in the 450 cc racing class while the 525 is targeted toward desert riders, trail explorers, open class, and veteran racers. We are big believers in the theory that you simply can�t have too many options when it comes time to buy a machine that comes just shy of the 9 grand mark and think KTM is starting off on the right foot by offering two unique engine configurations to choose from.

Let�s Talk Uniqueness

Since these quads have literally been developed from a clean sheet of paper, we need not waste precious time telling you what�s new on them. It�s all new! And while KTM�s two-wheeled expertise may have spawned these mills at their very core, ATV riders will be pleased to know that these are not simply motorcycle engines mounted to a four-wheeled frame. KTM�s engineers recognized the unique needs of an ATV rider/ racer and took several steps to ensure that these needs are met in the design process. For starters the motor itself has been widened for two purposes: to make room for a reverse gear and to lower the center of gravity within the ATV chassis. A deep-mounted oil sump without an external oil tank has also been implemented to centralize vehicle mass. Both XC models are electric start only. Normally die-hard racers chime in right about now with the idea that true performance equipment should have a kick starter, if even only as an option. However, we can assure you that KTM has been taking the concept of bulletproof electric starting on race vehicles very seriously. How can we be so sure? Because even their anorexic race-motorcycles are coming with electric start only configurations and the finicky MX press is impressed! If those guys have no complaints, it�s hard to imagine the quad-set will come up with any. Not to mention the simple fact that we experienced no difficulties or bugs to report during our test period.

Moving past the engine changes, KTM bucks another current industry trend by not falling into the hype of fuel injection. Rather, both XC quads will come equipped with Keihin FCR-MX 39mm flat slide carburetors (with accelerator pumps). Taking a cue from the utility quad riders, KTM has developed an air box with a snorkel intake nearly as high as the gas tank so as to keep water and goo out of the engines of even the most daring (or crazy) swamp-riders. In true KTM tradition, the air box is tool-less and the gas cap is a quarter-turn aviator style unit designed with quick fill-ups in mind. No need to plan a pipe and silencer swap-out the moment you get her home either. KTM�s stock equipment rivals even the aftermarket scene in terms of light weight performance and spectacular build quality. Best of all it even manages to bark with authority in stock trim but meets California�s strict (94 dB) sound limit which means it is Green Sticker legal.

Like the motor, the frame of the new XC was designed from a clean slate. Like its two-wheeled cousins, KTM again holds strong against industry trends by sticking with tried and true chrome-moly steel tubes over the typically more-rigid aluminum spars. Since (again like the dirt bikes) there is no rear suspension linkage to provide rising rate for the shock, the frame is designed for both corner stability and to allow the swing arm to fully pivot properly. KTM did, however, decide to go with aluminum for the easily accessed sub frame.

Double piston front brakes and chromoly steel a-arms with a width of 45 inches.
If all this sounds unique to you, wait until we tell you about the suspension itself. Like the main frame members, the front A-arms are built entirely of chromoly steel and offer an impressive vehicle width of 45 inches. If you�ll look carefully at the lower A-arms, you might notice that rather than connect straight to the wheel, there are bends (sweeps) that cheat a little extra ground clearance out of the design without sacrificing any stability. Very trick! Handling frontal squish duties are piggyback reservoir Ohlins shocks with full preload, compression, and rebound settings for a total of 10.1 inches of race-tuned travel. The rear of the machine boasts a bit more travel (10.4 inches) and again uses an Ohlins shock that connects the aluminum sub frame to a chrome-moly steel linkless swingarm. By allowing the shock itself to influence proper rising rate (a system KTM calls PDS or Progressive Damping System), KTM�s design adds additional clearance by freeing up the space beneath the swingarm normally occupied by a bulky linkage assembly. One of the most interesting (and unique) design features found on the KTM XC quads is an adjustable rear axle that can be dialed in between 45.5 and 48.5 inches of width. The logic behind this setting is that not all tracks are of equal width and an on-the-fly adjustment can tweak the quad to accommodate for tighter tracks versus wide open areas. We know, we know: Why didn�t anyone think of this sooner?

Nuts & Bolts

The motorcycle industry has been spoiled by KTM�s incredible attention to detail for some time, but we ATV riders are finally getting a taste of the goods. The XC quads are no exception when it comes to trick bits, odds, and ends. Take the front brakes for example. Instead of mass produced stock stoppers, KTM mounts up Magura four piston (180mm) floating hydraulics with wavy rotors to boot. In the rear we again find a high quality Magura system, only this time a single piston caliper slows a more massive 200mm rotor. All of the brake lines are steel-braided. Lightweight aluminum Douglas wheels are found all around and mounted to them are Maxxis Razr tires. If all of that weren�t enough bling for a stock machine, KTM goes a few better by including an aluminum Magura handlebar that mounts to an adjustable aluminum stem. That�s right- no one size fits all logic to be found on this machine. Other goodies that come standard off the showroom are fully adjustable A-arms (caster and camber adjustable), Magura hydraulic clutch (steel braided lines naturally), performance-oriented aluminum exhaust system, kick-up foot pegs, gripper seat cover, clear coated graphics (not just stickers), 3.5 gallon fuel tank, easy-to-remove warning & safety stickers, and a stock tether cable/ kill switch. Never has a stock ATV come quite as race prepped as the KTM from the showroom floor. We�re sincerely hoping all of the other manufacturers take note.

Now the Good Stuff

Any true rider will tell you that races are won and lost by man and machine, not by spec sheets and product brochures. In keeping that in mind, we were forced to ignore the mouth-watering specifications of the KTM XC and to take it out in the real world for testing. Going into the torture-test, we were already well aware of the fact that these quads had the hype, they had style, they had the backing of a proven company, and they certainly had the spec sheet to go along with the anticipation emanating from everyone involved. But would they deliver where it matters most- out in the dirt? To find out we had to treat this test as if we were riding any other ATV. We couldn�t go in with any premeditated biases or prejudices. The KTM XC would have to stand or fall on its own merit and performance on the trails, in the woods, and on the track. It is a dirty job, we know, but somebody had to do it.

The KTM 450XC is a high-flying machine and is very maneuverable once in the air.

Climbing On

From the saddle, even at a dead standstill, it�s quite clear that the KTM means business. While not quite as squatty, long, and flat feeling as the Suzuki LTR450, the KTM XC feels pretty thin around the knees. The gas tank is much less intrusive than its 3.5 gallon capacity would indicate. The reach to the bars is especially natural if not slightly higher than usual; this results in an elbows-bent posture and a very welcomed attack stance from anywhere in the saddle. With the touch of the handlebar mounted button, the XC fires to life nearly instantaneously with an exhaust note quite reminiscent of an aftermarket equipped 450 race bike. It purrs very steadily at idle, with a smooth hum that almost convinces the pilot that there�s nothing to be afraid of. Touching the throttle, even with the slightest flick, sends the engine screaming. This kind of throttle-response quickens even the pulse of the most confident riders, and had us leaned over the side of the quad to make sure we didn�t misunderstand the press data claiming these things are carbureted!

The clutch is smooth and one-finger steady throughout its entire throw. We stepped it down into first with a bit of apprehension that accompanies all first-rides on a high performance model. Easing the clutch out, power begins pouring into the wheels immediately and continues to build until the clutch is fully released. The throttle isn�t nearly as light-switch sensitive as it appeared at idle but stabbing the rubber-coated thumb lever is a lesson in humility regardless of what gear you�re in. The bottom end is short and punchy and leads to a mid-range that is downright violent. Holding gear too long results in ample over-rev but to reach the limits of the power spread in each gear means having nerves of steel as you pass through the meat of the powerband (the mid-range). This machine builds revs so quickly that it can become a real challenge to keep all four wheels planted in technical terrain. The quad simply wants to pop off of every terrain imperfection. We took a few laps around our outdoor track then parked the twin orange XCs for a little tuning.

If you happen to come up short, the KTM's suspension is excellent in soaking it up.
In case you missed it earlier, the KTM XC quads are some of the most customizable machines we�ve ever encountered (stock or modified)! Everything from the camber and caster of the A-arms, to the width of the rear axle, to the positioning of the handlebars, to the nearly infinitely tunable suspension. The bottom line is that if you are not happy with the way the KTM feels beneath you, you have only yourself to blame. After setting the sag, we fooled around with the suspension until we took enough compression out to make it small-bump sensitive. In doing so, the machine�s personality changed dramatically. The XC would hug the ground more effectively without giving up any of its brutal (yet addicting) bursts of power. Regardless of the terrain, it never took more than a slight blip of the throttle to get the back end to break loose. This is a quad that likes to be steered from the rear.

On the track, the KTM is a surprisingly stable flier. It simply does not require excessive body-English to stay level and bringing the front end down for smooth transition-landings required little more than a tap of the rear brake. We used (and abused) the clutch for several laps without a hint of fade. The brakes too, are absolutely spectacular at bringing these beasts to a halt. They took a bit longer to burn in than most test-quads we�ve ridden but afterward, the modulation and fade-free performance was incredible.

450 VS 525

You may be wondering why this test lumps the two machines together into a single report. To that we must confess that physically it is nearly impossible to tell the two apart. If it weren�t for the displacement stickers on the sides, more than one test rider would be uncertain as to which machine they were mounted atop. The 525 engine makes a bit more torque from the bottom and sounds like it is revving more freely on the top. To be honest, however, it is not a night and day difference going from one model to the next as we had initially anticipated. We suspect that the difference may be far more apparent once top speeds were involved (something our test didn�t get into). The possibility of sneaking the 525 into the 450 class is definitely a legitimate concern. Race facilities will need to pay careful attention during registration.

Conclusions

We are no stranger to performance ATVs. In fact we've ridden modified LTR450s, KFX450Rs, and even a Yamaha Banshee for comparison sake. There is little doubt that the KTM XC can be picked up from the dealership and successfully raced before making it home. It is truly a competent racer in fully stock trim. While our time with the 450 and 525 XC was limited, it appeared to favor a run-and-gun style of riding. In other words, riders who aren�t afraid to wring it out hard before slamming it into a corner, only to get back on the throttle quickly, will benefit most. The mid range is so strong on both models that there are few quads we�ve sampled that will be able to drag race the KTM into the next corner. The only negative to the new KTM quads (if it can be considered one) is the simple fact that KTM has not taken beginners, recreational-riders, or even intermediate racers into consideration when they decided to get into the ATV game. These are race-bred performance quads, make no mistake about it. Even our amateur racers commented on the brutal nature of the power delivery and the overwhelming tuning possibilities. If you doubt your skills on any other 450, steer clear of the KTM! This is a purpose-built machine that makes no apologies for its intent.

After even a short ride on either the XC 450 or 525 it becomes alarmingly clear that KTM didn�t simple come to play, they came to win.

Specifications 2008 450 XC

Technical Facts and Figures

ENGINE & DRIVETRAIN

Engine: single cylinder, 4-stroke, SOHC, 4-valve, liquid cooled
Displacement: 447.92cc
Bore/Stroke: 89/72mm
Compression Ratio: 11:1
Starter/Battery: electric starter/4 Ah
Transmission: 5-speed XC semi-close-ratio + reverse
Carburetor: Keihin FCR-MX 39
Engine Lubrication: dry sump, pressure lubrication with 2 Eaton pumps
Engine Oil: 1.8 I fully synthetic 10W-50
Primary Ratio: 31:78
Drive Chain: 520 x-ring chain 5/8 x 1/4"
Cooling: liquid cooled
Clutch: wet multi-disc clutch, operated hydraulically
Ignition: Kokusan digital

CHASSIS

Frame: chromoly (25CRM04)
Subframe: aluminum 7020
Handlebar: Magura tapered aluminum, 0 28 mm
Front Suspension: Ohlins fully adjustable � dual rate w/crossover, chromoly twin A-arms
Rear Suspension: Ohlins PDS mono-shock, fully adjustable, chromoly swingarm
Suspension Travel Front/Rear: 257/265mm / 10.1/10.4"
Front Brake: 180mm/7.08" floating WAVE discs, 4-piston fixed caliper x 2
Rear Brake: 200mm/7.87" disc, single piston floating caliper
Front/Rear Rims: 5.0" x 10.0" / 8.0" x 9.0" Douglas
Front/Rear Tires: 21" x 7"- 10" / 20" x 11"- 9" MAXXIS Razor
Final Drive: 14:38
Main Silencer: aluminum XC w/spark arrestor
Length/Width/Height: 1810/ 1148/ 1125mm � 71.26"/45.20"/44.29"
Wheelbase: 1280mm / 50.39"
Ground Clearance (Unloaded): 290mm/11.42"
Seat Height: 820mm/32.2"
Fuel Capacity: approx. 13.4 liters / 3.54 U.S. gallons
Total Weight (Without Fuel): approx. 162 kgs / 357.1 lbs

Specifications 2008 525 XC
Technical Fasts and Figures

ENGINE & DRIVETRAIN

Engine: single cylinder, 4-stroke, SOHC, 4-valve, liquid cooled
Displacement: 51O.4cc
Bore/Stroke: 95/72mm
Compression Ratio: 11:1
Starter/Battery: electric starter/4 Ah
Transmission: 5-speed XC semi-close-ratio + reverse
Carburetor: Keihin FCR-MX 39
Engine Lubrication: dry sump, pressure lubrication with 2 Eaton pumps
Engine Oil: 1.8 I fully synthetic 1OW-50
Primary Ratio: 31:78
Drive Chain: 520 x-ring chain 5/8 x 1/4"
Cooling: liquid cooled
Clutch: wet multi-disc clutch, operated hydraulically
Ignition: Kokusan digital

CHASSIS

Frame: chromoly (25CRMO4)
Subframe: aluminum 7020
Handlebar: Magura tapered aluminum, 0 28 mm
Front Suspension: Ohlins fully adjustable � dual rate w/crossover, chromoly twin A-arms
Rear Suspension: Ohlins PDS mono-shock, fully adjustable, chromoly swingarm
Suspension Travel Front/Rear: 257/265mm / 10.1/10.4"
Front Brake: 18Omm/7.O8" floating WAVE discs, 4-piston fixed caliper x 2
Rear Brake: 2OOmm/7.87" disc, single piston floating caliper
Front/Rear Rims: 5.0" x 10.0" / 8.0" x 9.0" Douglas
Front/Rear Tires: 21" x 7"- 10" / 20" x 11"- 9" MAXXIS Razor
Final Drive: 14:38
Main Silencer: aluminum XC w/spark arrestor
Length/Width/Height: 181O/1148/1125mm � 71.26"/45.20"/44.29"
Wheelbase: 128Omm/5O.39"
Ground Clearance (Unloaded): 29Omm/ 11.42"
Seat Height: 82Omm/32.2"
Fuel Capacity: approx. 13.4 liters / 3.54 U.S. gallons
Total Weight (Without Fuel): approx. 162 kgs / 357.1 lbs

last updated - 2008-04-13 20:16:40

18. LEATT NECK BRACE INFORMATION.

Leatt Brace - Moto GPX Sport Neck Brace

--- Sport Brace is identical to the Club brace, but with less weight ---

Materials � Glass Reinforced Nylon Lower and Carbon Fiber Upper
Weight: Medium � 780grams

Small: 4 - 16 years old (thin build)
Medium: 16 years + (average to bigger build maximum 235 pounds)

The Leatt-Brace� is an injection produced glass reinforced nylon or carbon fiber and Kevlar neck brace system designed by medical professionals and motorcycle enthusiasts to help prevent:
Hyperflexion: extreme forward head movement
Hyperextension: extreme rearward head movement
Lateral Hyperflexion: extreme sideways head movement
Axial loading: compression of the spinal column due to the effect of force on the helmet
Posterior hypertranslation: rearward movement of the head/helmet on the neck.
There is currently no other neck protection system available for motorcyclists that can effectively help prevent all of the above potential injuries. The design rationale behind the Leatt-Brace� is to bring the head to a controlled stop. This is achieved by providing a padded rigid structure that acts as an alternate load path for neck forces. Helmet impacts otherwise transmitted from the helmet to skull and then to the neck are re-directed from the helmet to the brace to other body structures in a safe way.

The design of the Leatt-Brace� prevents the helmet/head from projecting over the brace and therefore prevents a fulcrum action, which has been documented in literature pertaining to the use of collar devices. The Leatt-Brace� MOTO GPX works with most types of body armor and chest protectors. It is also suitable for use by Superbike riders. Over long distances, the Leatt-Brace� will also offer some relief from neck fatigue. Only leathers with a hump require minor modification.

The X-Strap (for upright riding position) and GP-Strap (for Superbike leathers with a hump), included with the MOTO GPX, are designed for the extreme rider who may experience 'float' at high speed (Superbike) or in a big air and flat-out whoop situations (motocross). Note: Not all riders will find the X-Strap and the GP-Strap necessary.

The Leatt-Brace� MOTO GPX is compatible with all motorcycle helmet types and our design allows riders an adequate range of movement. The Leatt-Brace� MOTO GPX is designed for use on all motorcycles and ATVs for competition use, recreational riding and daily commuting. The Leatt-Brace� has been tested by BMW Munich, KTM Works Riders, the SABS (South African Bureau of Standards). It is also endorsed by MSA (Motorsport South Africa).

Available now through Sinister Atvs , call or email for price and availability.

last updated - 2008-04-03 07:55:34

19. MX vs ATV UNTAMED REVIEW.

Video Game Review � MX vs. ATV Untamed

For those of us who are powersports enthusiasts, not too much tops a day out on the track, open trail, or nailin� some gnarly stunts on our machines. Some of us may let it totally consume our lives�making repairs and rebuilds, practicing, or just simply doing what it takes to get out there to race or ride, even taking that second job to pay for those after-market upgrades! With the new video game release of �MX vs. ATV Untamed,� motorsports fanatics can raise the level of their indulgences without the sting of purchasing a new vehicle.

This Christmas my fix came with the financial shock of purchasing an Xbox 360 for the kids. Er, I mean Santa Claus brought them one--just in case they�re reading this! Nonetheless, it may have been cheaper to buy that new trophy truck. Just kidding! So, to my great delight, I was thrilled by the opportunity to test MX vs. ATV Untamed. With this game, enthusiasts can take their race winnings and upgrade the performance of their racing equipment, without worrying about getting a second mortgage!

First of all, being new to the Xbox 360, I am completely stunned by the level of graphic detail produced by the system. With racing venues ranging from the desert and wilderness to indoor and outdoor arenas, the game does not fall short on providing plenty of eye candy. Developers even took the extra effort in distinguishing the small features that differentiate the makes and models of the quads! Also, the game offers top-notch sound effects, adding a feel of true realism. I can�t get enough of the 4-stroke sound produced by the MX bikes and ATV�s. Those racing the MX Lites are treated to the, quickly fading from the scene, sounds of the two-stroke. Riders can also ramp-up their pit bikes and select the MX Minis for the race. Other optional race vehicles, offered in MX vs. ATV Untamed, include the sand rail, off-road buggy, trophy truck, ORV sport, and monster truck.

For those of you thinking John Natalie Jr. and Joe Byrd get carried away with the whining and crying about who is bumping into whom, see how you feel when a monster truck runs your ATV out of first place during the Open Cross event! With MX vs. ATV Untamed�s customizable rider features, you can recreate the racing action of the pros by selecting your favorite pro racers from the ATVA circuit. Each of the racing series on MX vs. ATV Untamed has racers which represent their respective pro circuit.

During game pre-load, an interesting disclaimer flashes on the screen stating that you should not imitate the riding performed in the game. Good thing, because I stink! My 5 year-old daughter made short work of showing me how to perform a few of the 50 available stunts during the freestyle exhibit. It actually pains me to compare our lap times on the Supercross and cross-country journeys of the Waypoint events, so I will leave out further discussion on the split-screen, head-to-head matches!

Adding a heightened sense of feel to the game, players can pre-load the suspension of their machine by giving a quick reverse-forward motion to the left stick, turning easy doubles into manageable triples and easing the journey through the rhythm sections. With a practice session before each racing event, racers can save the excuses from their poor performances out on the circuit.

Although, at first, gamers may recognize a similar feel to other comparable racing platforms, MX vs. ATV Untamed unites all into a single, comprehensive racing frenzy, giving the game its own unique feel. Career mode combines a variety of off-road venues and leads to the pinnacle championship. With the graphics and sound capabilities of the Xbox 360, the game delivers awesome realism that is hard to beat. Game features include: X-cross Tournament, Off-road Championship, Opencross, Supercross, Nationals, Freeride, Edurocross, Freestyle, Vehicle Customization, and Multiplayer mode�including on-line competition.

So the question everyone wants answered is: MX or ATV? Well, in our household, that�s depends on who�s driving. Get out there and get your copy of MX vs. ATV Untamed to find out for yourself! You won�t be disappointed!

last updated - 2008-04-13 20:27:57

20. NEW YAMAHA 250 REVIEW.

Anyone in the market for a fun, affordable, manual-shifting sport quad has had to make some serious decisions: spend on a 450 or buy a 250-class ATV and make some compromises. Honda�s TRX250 has the unusual SportClutch and is based on the Recon utility. Ditto for Suzuki's

Z250, which is utility-based and weighs more than most competitive 450s. The remaining manufacturers are each fielding 250s with automatic transmissions.

How did it come to this? Blame the demise of the beloved, but smoky, two-stroke engines and the explosive success of the four-stroke 450s. Nothing against 450s, but their higher price tag and aggressive performance still leaves a place for a lighter, manual shifting, quick-revving, affordable sport quad. Until now, such a machine has been sadly missing in action.

Advertisement
Hot off the success of its top-selling YFZ450 and Raptor 700, Yamaha identified this entry-level sport class as its next big opportunity. The company decided this new Raptor 250 needed a frame of its own, a worthy engine, full-sized ergonomics and suspension competent enough for track and trail.

The Test Out West

Yamaha summoned ATV Magazine down to Long Beach, Calif., for some seat time to confirm if they�ve created something special at the low end of the sport market.

Yamaha custom built a track right on the shores of the Pacific, near the permanently docked RMS Queen Mary ship and across from downtown Long Beach. An intentionally small track, it was a surprisingly suitable location for investigating this new, smaller Raptor.

The front-end design is an evolved cross between the YFZ and Raptor 700. The hood plastic tapers into a narrow point that looks modern and shapely. And, while the machine is clearly a bit smaller than its siblings, it looks grown up and sized properly.

With a turn of the key and a push of the electric start button, the two-valve 249cc four-stroke spun to life. Its air-cooled powerplant is derived from Japan�s Tricker stunt motorcycle. With factory breathing and a smaller displacement, the modified motorcycle engine doesn�t have the snarl of a 450, but it doesn�t sound bad either.

The 250 That Could

ATV News

Yamaha's Test Engineer Pat Biolsi said improving mid- to low-range power was a priority in converting the engine for ATV duty. That required different cam timing and a longer head pipe for optimum breathing and combustion characteristics.

It paid off. Unlike most small displacement engines, it has plenty of torque and acceleration. In a full day�s riding, the Raptor 250 never stalled and didn�t feel held back by its engine. A jab of the throttle, even at the last possible moment, is all it took for a slight power boost to fine-tune any jump approach.

Compared to the 700, the 250s power comes from higher RPMs, whereas the larger Raptor feeds off copious amounts of bottom end torque. Further testing will tell if the mill feels as stout on more aggressive tracks and trails, but all indications point to a competent engine that elevates expectations for the class.

At 6-foot-4, 210 pounds, I was clearly beyond the intended size and weight for the 250�s 16-and-up target market. Even so, with the suspension preload increased, there was only minor bottoming out on jumps and the ride stayed flat and predictable.

Time For a 250 Revolution

We like this new Raptor and think it has the credentials to reinvigorate the seemingly timid entry-level sport class. There are a few slight concerns here and there, like a slightly soft suspension for larger riders and paltry ground clearance (3.9 inches) for trail duty. Trail riders will either want to step up their stump and rock avoiding tactics or invest in a durable swingarm skid plate.

Speaking of customization, two Special Edition models, a retro orange- and-black theme and a blacked-out model that comes with its own do-it-yourself graphics kit, Yamaha clearly has its finger on the pulse of the affordable performance market. There�s also a roster of GYT-R accessories ready to go to improve looks, add protection and boost performance.

The Raptor 250 is a solid deal and cheaper than Honda�s TRX250, sure to be its closest competitor.

The new Raptor 250 should prove itself with its solid performance and high fun factor. The question is, now that Yamaha has shown the potential of the 250 class, will the other manufacturers come along for the ride? Rumors suggest Suzuki is up for the fight.

last updated - 2008-04-25 20:01:36

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