4.

99
$

ATV Illustrated
March 2004

Sport John Deere Rolls

ATV
of the Year
Out ATV Lineup
Honda’s New
TRX 450R
Land Pride’s
NEW Runabout
12-Hours of
ATV AMERICA RACE

x4
4ATV

2004
of the Year

ATVs
of the
Year
Display until March 30th

$4.99US $5.99CAN
03

www.atvillustrated.com
0 09281 02430 9
 It’s not how fast, but how far ahead.
on 10-inch aluminum alloy wheels. The KFX 700 V Force. Ahead, in every sense of the word. For more information: 1-800 -661-RIDE or kawasaki.com.
V-twin engine with automatic transmission. Along with dual A-arm front suspension and a sealed rear braking system, it all rides on 22-inch tires mounted
The new KFX® 700 V Force™ ATV doesn’t only get you to your destination, it rockets you there. It’s powered by a 697cc DOHC liquid-cooled, 4-stroke

THE LEADING EDGE OF POWER

PERFORMANCE
EXHILARATION

ining course.
©2004 Kawasaki V riders take a tra ever carry a
Mo ommends that all AT N
For more informa tors Corp., U.S.A. Kawasaki ATVs with engine s of 90cc and above are recommended f or use only by persons 16 years of age or older. Kawasaki also rec protection and protective clothing. .
t
passenger. Never io n, see your dealer, or call the ATV Safety In stitute at 1-80 ays wear a helmet, eye a closed course
ride under the influen 0-887-2 887. Warning: AT Vs can be hazardous to operate. For your safety: Alw l t t err a in . P r of es s io nal rider shown on
ce of drugs or alcohol. Never ride o s an d s tunt d rivi ng . Be ex tr a ca r efu l on difficu
n public roads or pavement. Avoid excessive speed
 ATV Illustrated Table of Contents
Published by Tamarack Publications
Printed in the USA 22 Editorial
Planning for planning’s sake??

UTILITY / 4X4 / WORK

Editorial Office:
ATV Illustrated
1148 Hollow Road 24 Bombardier Traxter XL
Bombardier’s Cargo-bed 4x4
Wapwallopen, PA 18660
Phone: 570-868-6662 10 Arctic Cat 650
2004 4x4 ATV of the Year
Fax: 570-868-6122
E-mail: Editor@ATVIllustrated.com 18 RTV 900
Kubota’s First-Ever Utility Vehicle

Online Subscription Ordering

www.atvillustrated.com
20 Suzuki Vinson
Top 500cc Sport Utility

For advertising opportunities contact:

26 Land Pride Runabout
More Fun for less money

Melanie 570-868-6662
Melanie@ATVIllustrated.com 32 John Deere
Count on seeing more Green on America’s ranches and farms

Senior Editor
36 Ramsey Winch
Super-Strong Remote Control Winch
Bob Davis
Editor@ATVIllustrated.com 38 Suzuki Quadsport 50
It’s what kids want!

TRAILHEAD DESTINATIONS
Sport Editor
Tom Bukowski
SportEditor@ATVIllustrated.com 42 WV Trail Treasure
An Interview with Hatfield-McCoy

Contributing Editors
DUNE STUFF / DESERT RACING...
Andrew Smith
Andrew@ATVIllustrated.com 48 Elsinore Grand Prix
The Legend Lives On!

Jeff Henson
Jeff@ATVIllustrated.com
52 Team Dri Raptor
Big Gun Desert Raptor

SPORT / PERFORMANCE...
Frank Fatato
ASI Certified Safety Instructor
Frank@ATVIllustrated.com
56 Honda TRX450R
Honda releases the mighty TRX 450R

Columnist 62 Kawasaki’s Dual Exhaust

A tracheotomy for your KFX700
Bill Sutton
WillieSut@AOL.com 65 Yamaha YFZ450
2004 Sport ATV of the Year

Associate Editor
Mike O’Day
66 Team ATV Illustrated/Arens Tackle the 12 Hours of ATV America
An inside look at the Race

Contributing Photographers
71 12 Hours of ATV America
One of the World’s Premier Races
John Arens

Wade O Digital Photography

75 PANOPTX
Stylish Eye Protection

570-683-6327 NEW PRODUCTS AND ACCESSORIES

Distributor: 76 Suzuki Accessories

We Test 2 “bolt-on”items for the Quadsport Z400
Curtis Circulation Co.
730 River Road
New Milford, NJ 07646
78 Three New Trailers for the ATVer
Featherlite, Worthington and Load-Rite

ABC Audit Pending

80 King Quad Part II
Suzuki reintroduces 2005 Model King Quad

82 Tech Tip:
Battery Testing Made Easy

Magazine Production/Graphic Design

Michele Thomas
83 Snow Plow
Prairie 700 and Cycle Country

Studio Print Group, Dallas, PA

84 John Deere HP Series
The Gator Gets Upgraded

www.atvillustrated.com ATV Illustrated / March 2004 1

Editorial
Planning for planning’s sake
By Bill Sutton

About 25 years ago, the U.S. Forest visiting scholar at the University of being embraced by political entities as an
Service embarked on a voyage that has California at Berkeley. He also con- excuse to do nothing. The County
turned out to be an exercise in frustration tributed to that famous Colorado GAG Commissioners of San Miguel, Colorado,
and futility. Supervisors and Regional publication, the High Country News. His located in the town of Telluride, are
Foresters, under new regulations penned magazine pushed and pleaded, whined scheduling more and more “planning”
by an environmentally sensitive and and cajoled, for more and more Forest meetings to determine if they really
majority Democrat Congress, embraced Plans with more and more detail, should close roads to OHV use, even
the interminable process known as Land masked under the illusion that these though the commissioners have no
Management Planning. Many in the plans would resolve national forest con- authority to commit such an action. One
agency, myself included, were concerned troversies such as clear cutting, wilder- commissioner (with a strong Green back-
about the mandate, but we naively ness, etc. At about the same time ground) has scheduled another round of
believed what we were told: good plan- Richard Dean from the Northern Arizona public input meetings, coupled with
ning is an integral part of good manage- University School of Forestry accurately “planning” steering committees, to help
ment and as soon as we got our plans in predicted the outcome of such planning him make a decision. Poll results and
order, we could get on with managing the and urged that all the planning laws be public input--policies that were typical
public lands. Soon many of our best repealed. O’Toole was shocked by during the Clinton-Gore administration-
resource specialists were siphoned off to Dean’s opposition, but he soon realized -are still the preferred methods of deter-
become temporary (we thought) plan- that Dean’s predictions of $1-million mining the “proper” direction: “Gee, how
ners. New, strange people were hired plans winding up costing $20 million, can we plan until we know what the pub-
with new, strange job titles and descrip- and an increase rather than a decrease in lic wants us to do?” The public must be
tions. Foresters and Range Specialists polarization, were, in fact, a reality. By the experts. Those who are hired or elect-
became “Planners,”and folks with little or 1990 O’Toole finally admitted that Dean ed to be “experts” are now reduced to
no resource management experience was right: with an emphasis on impossi- nothing more than data gatherers.
were hired and called “Economic Systems ble predictions of the future coupled with Decisions are based on “votes.” An absurd
Analysts” and “Writers/Editors” and absurd output targets, and process rather notion, but that is the thinking of one
became bosses. The notion that “plan- than substance, the Forest Service political party, or maybe both. Obtaining
ning” was something one did before Planning Process simply did not work. your political vote may be more important
doing a better job soon evolved into the O’Toole saw the light, but others have to them than doing the “right”thing.
inevitable conclusion that “planning” in not. Continuous planning doesn’t work, Although we have noticed some
the Forest Service was the job, and the but it still exists. Planning has not pre- decrease in the number of USFS and BLM
only job. “Planning” became a career, a vented wildfires. Planning has not pro- planning meetings, that may be simply
means unto itself. It was soon the new tected public lands. Planning is a classic because those agencies have eliminated
Forest Service mission. There was no path to management inactivity. public access to the point where addition-
obvious intention of it ever getting fin- Extensive planning results in analysis al “planning” may well result in violent
ished and certainly no indication of ever paralysis, an outcome that had been pre- conflict. How much more of this “plan-
using it to improve land management dicted and is now finally being admitted ning” will we be able to stand? How
practices or techniques by many agency officials. Planning has much more public land access will be lost
In 1980 a dedicated, and hopelessly only resulted in more and more “clo- before we really get mad? Heck, I’m mad
misdirected, environmentalist named sures”of lands to public use. Planning is most of the time if I just think about it.
Randall O’Toole began publishing a maga- the friend of the Greens and has been Are you… yet?
zine called Forest Planning. O’Toole, if you used as a weapon to get their way.
are not familiar with him, is--or was--an The continuous use of time-con- Bill Sutton is a retired US Forest Service
economist for the Thoreau Institute and a suming public input meetings are still Official living in Colorado.

2 ATV Illustrated / March 2004 www.atvillustrated.com

 P l e a s e

P L E A S E
L E T M E G E T M Y AT V BAC K.
I PROMISE I’LL FORGIVE THE GUYS THAT STOLE IT.
I PROMISE I WON’T RUN OVER ANY MORE CHIPMUNKS OR

RIDE ON PRIVATE PROPERTY. And I promise I’ll get insurance,

SO I’LL NEVER HAVE TO BOTHER YOU WITH THIS

AGAIN. PLEASE, Please HELP ME OUT just this one time.

Quote and buy at

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or call
ATVs get stolen. A lot. Before they get yours, get yourself some insurance from Progressive. 877-397-5374
Our specialized ATV policies can cover you for theft, liability, medical bills, and a whole lot 24 hours a day, 7 days a week
more. All for a whole lot less than you think. or visit a local Progressive agent/broker

Coverage provided by Progressive Casualty Insurance Company and its affiliates, Mayfield Village, OH. Available in most states and situations. 02-00820
Bombardier
For such a seemingly simple item, a
cargo box on the back of an ATV lends
itself to an amazing variety of tasks. The
carrying capability can take on all sorts of

Traxter XL
odd jobs. Here’s a short list. We used it to
help us install fence poles (concrete bags,
tools and poles), carry innumerous objects
from here to there, empty a burn barrel,
carry a heavy generator to the neighbors

Do you need to move

house after Hurricane Isabel, moved tons
of firewood into the garage, hauled hay
around for our horse farm neighbor and

a quarter-ton of stuff
was also a great support vehicle in carry-
ing tools when grading our test trails. For
readers who already own a cargo-box ATV,
you can attest to the unbelievable amount

in rough terrain? of handy uses you can find for it.

Bombardier made clever use of their
technology in developing the XL, borrow-
ing liberally from existing features found

Not a problem... on the Traxter 4x4 ATV. This was good---

there are benefits of the Traxter’s that sig-
nificantly differ from other OEM’s engi-
 the operator when working in the summer
heat, and we’ve yet to see one get clogged
with anything. In fact, they stay virtually
spotless. While the radiator does add
weight to the rear of the machine, it’s off-
set by the front-mounted gas tank.
Located directly in front of the “firewall”
and low in the front chassis, the 5.3-gallon
tank helps keep the XL’s center-of-gravity
relatively low and the front-to-rear weight
ratio more equalized.
Instrumentation on the XL is pretty
much basic. A speedometer, odometer,
tripmeter, lighted gear selection and
warning lights for water temp, low oil and
high-beam comprise the instrumentation
display panel. The same mechanical fuel
gauge remains, but Bombardier changed
the silly pictograms so that it now reads in
fractions rather than pictures. A needed
neering that we’ll be discussing through- useful in more ways than you can imag- improvement.
out this article. Bombardier’s commit- ine. First-aid kits, tire repair kits, air- Behind the seat’s lower backrest is the
ment to doing the basics right is what pump, tow rope, folding bow saw, non-corrosive 600-pound capacity poly-
gives their machines a distinguished food/beverages and extra clothing can all ethylene cargo-box measuring 41-inches
reliance factor. With the recent growth easily fit into this handy storage area. wide x 31-inches long x 8-inches deep.
surge in cargo-bed style vehicles, expect The two side storage pockets located
the rugged XL to continue to do well in behind the driver’s boot heels need some ENGINE / DRIVETRAIN
this favorable market. help. Unless you constantly ride dry trails, A 498cc Rotax four-stroke, single
the unprotected storage pockets quickly cylinder with two spark plugs (to help in
APPEARANCE become filled with mud/water and cold-weather starting) powers the XL. The
The XL is a true descendant from the besides--they’re simply too small to carry engine is mounted low in the chassis for
Traxter lineup. The trademark step- much anyway. Fix them, or get rid of them. added stability while engine noise is mild
through design, the large rear-mounted The huge capacity rear-mounted and sweet. Bombardier must have made
radiator, the rugged-looking well-protect- radiator is a blessing (we’ve never over- some adjustments to the Mikuni BSR
ed front end and the super-handy front heated a Traxter). Heat is thrown behind 33mm carb because the backfiring when
storage compartment are all taken from
the original Traxter design.
The unique step-through design
offers two distinct advantages. First, with
the cargo box in back and a small backrest
protruding up from the seat, swinging
your leg over would present a problem.
Secondly, it offers easy on-off for people
who frequently do chores and/or are oth-
erwise are older and may have a hip or
back problem that makes a high leg-swing
bothersome. Once used to the step-
through, you’ll like it.
The protective bars that run along the
outside of the XL’s floorboards are a nice
touch and help keep the rear fenders from
scraping trees in tight areas. Mud splash
protection is very good as well. The huge
storage capacity under the front rack is

www.atvillustrated.com ATV Illustrated / March 2004 5

 problems with it. A simple blip of the throt-
tle will negate some of the clunk and sud-
den slow-down when downshifting.
A particularly prized commodity
among 4x4’s is a locking front-end and
the Traxter’s have a good one. Power is
driven through to the front and rear dif-
ferentials via thick driveshafts. And
though the entire Traxter lineup does not
have 2WD/4WD selectability, don’t con-
sider it a negative feature. The steering is
very light and while the rear differential is
a typical posi-traction type, the front dif-
ferential is a real piece of work. The
patented “Visco-Lok” is a pump-driven
self-locking front end that is activated
when one of the front tires begins spin-
ning too fast. The spinning motion begins
the process of the liquid-driven pump in
leaving your thumb off a full throttle has machine at this price with the same kind of the front differential pushing clutches to
disappeared. strength and durability in the drivetrain. add traction to the other front tire. It’s
The XL has a surprising amount of That being said, this is how it works. pretty slick and works very well within a
power for yanking logs out of the way or The range selector (Park, Reverse, Neutral, few seconds of tire spin.
pulling a buddy out of a mudhole. With its High/Low Ranges) lever is located to the One situation that immediately comes
850-pound dry weight, locking front end left of the steering column. It’s a bit notchy, to mind was a 10-inch deep mud crossing
and low range, the XL will out-pull any but to move forward, just select high or low that had a 6-inch fallen log laying across the
650cc+ 4x4 ATV. Install the new range then activate the rocker switch gear mudhole--a few inches above water level. A
Bombardier Targa “state” plow system, selection through the five gears. A lighted tricky situation indeed. We crawled up to
load a few sandbags in the cargo bed and display on the instrument panel keeps you the log, but because of its height, caught it
you’ll have a snowplowin’ animal. informed of the gear you’re in. Unlike most with the front bumper and with the XL’s
Access to the entire engine is easy push-button shifting, the Traxter’s are 850-pound weight, literally pushed the 20-
compared with other machines and is hydraulically powered and aren’t quite as foot log forward until it became wedged on
accomplished simply by lifting off the fast as the electrically-operated types. trees along both sides of the mudhole. At
seat. Oil changes are a matter of minutes However, again, we’ve never had any that point the machine’s front end slid up
through the easy-to-reach spin-on type
oil filter. We’ve never had a problem with
a Rotax engine through our six years of
testing Bombardier’s machines and the
record continues with the XL.
Bombardier’s Traxter lineup probably
has the most heavy-duty drivetrain in the
industry. Besides not having any belts to
fray, here’s why. The Traxter was the first
ATV developed by Bombardier and thusly,
engineers had an open pocket book to
finance the kind and size of materials they
wanted to see in an off-road vehicle that
was half ATV, half-tractor. If you’re the type
of individual that puts extreme strain on a
drivetrain through constant pulling of farm
implements or general towing of heavy
objects, the Traxter’s are for you. If
Bombardier ever decides to drop the Traxter
line (doubtful), you’ll never get another

6 ATV Illustrated / March 2004 www.atvillustrated.com

 ride. There’s no way to say this nicely--it
rides rough when it’s empty.
In developing the XL, Bombardier
extended the frame 10-inches to accom-
modate the cargo box giving the machine a
long 61-inch wheelbase.The non-corrosive
hard plastic box along with the strong rear
suspension gives it a whopping 600-pound
carrying capacity. It’s not the most carrying
capacity of cargo-bed style vehicles, but it
is tops among 4x4 straddle seat ATVs.

SUMMARY
It’s rough-riding when empty of
weight, the side storage compartments are
almost useless and well... I guess that’s it
for complaints on the XL. Oops, the cargo
box needs more bungee cord attach areas.
But there are plenty of real good features
until the front wheels caught, at which machine’s suspension, but the kind that on it and it definitely exhibits a strong work
point we goosed the throttle allowing the actually makes the machine ride nicer ethic. It’s also one of only a handful of
26-inch rear tires some forward momentum without sway or incline troubles. It’s very cargo-bed vehicles that can keep up with
to slide the skid-plate protected machine’s similar to a heavy-duty pickups’ suspen- your ATV riding buddies. No problem.
underside over until the front wheels hit on sion. Load it up and it rides fine. Sure, It’s carrying capacity is tops in its
the other side. We made it rather easily, Bombardier engineers installed a 2- class yet it’s still nimble enough to be fun
about the same as a 600cc+ regular 4x4 staged coiled-over double shock rear sus- and easy riding. Bombardier doesn’t
ATV, but it was a clear demonstration that pension to help the empty-bed ride, but skimp on quality of material and/or man-
the XL is not your typical cargo-bed vehicle. for all intent and purposes, the XL’s sus- ufacturing standards. In our opinion, their
We checked out any damage to the front pension is tuned specifically for maxi- lineup of machines should be recognized
end--the paint wasn’t even scraped! mum weight carrying capacity and mini- as having the highest quality in the indus-
Traxter’s are rugged machines folks. mized smoothness. So, while the XL eas- try. Reliable, durable and rugged. The XL
Maybe you’re thinking that with all ily carries its 600-pound payload capacity embodies that.
that weight and low-end grunt, the XL safely and securely, you’ll want to add
can’t have any top end. Well, fifth gear is weight to the bed if you’re on an all-day MSRP : $7,499
very high, meaning that high-speed 40-
50MPH travel on wide dirt roads for great
distances is accomplished without the
sound of a high-revving engine and tranny.

SUSPENSION / CARGO BOX

Engineers find themselves in a tough
situation when it comes to carrying
capacity and a pliable suspension. It just
can’t be done. Sure, you’ve read the specs
on weigh rating capacities, but typically, a
machine with a nice pliable suspension
has a difficult time carrying any sort of
weight without having dramatic handling
effect. Sure, they will carry the weight, but
not in the way it should. So while
Bombardier’s Traxter’s have always had a
rough ride, they’ve always had great car-
rying capacity. The kind of carrying capac-
ity that doesn’t weigh down the

www.atvillustrated.com ATV Illustrated / March 2004 7

 SPECIFICATIONS

ENGINE Front ............................2 drilled hydraulic discs

Manufacturer ..........Bombardier Rotax Rear ............................1 drilled hydraulic disc
Type ........................4-stroke, 1 cylinder, 2 valve, 2 spark-plug,
liquid DIMENSIONS/CAPACITIES OVERALL
Displacement ..........498cc Max. height ..................45.0 in. (1,143 mm)
Bore and Stroke ......89 x 80 mm Max. length ..................98.0 in. (2,489 mm)
Torque @ RPM ........30 Nm @ 3,000 rpm Max. width ..................47.0 in. (1,194 mm)
Starter ....................Electric start with auxiliary recoil; start in Wheel base ..................61.0 in. (1,550 mm)
any gear Fuel capacity ................5.3 US gal (20 L)
Carburetor ..............Mikuni BSR 33 Front tires ....................635 x 203 x 305 mm (25 x 8 x 12 in.)
Electrical Output / Rear tires ......................660 x 254 x 305 mm (26 x 10 x 12 in.)
ACG........................400 W range - DENSO
Max. dry weight......849 lbs (386 kg) LOADING CAPACITY
Seat Capacity................Single Rider
DRIVE TRAIN Front rack ....................90 lbs (40 kg)
Transmission............5 speed semi-auto thumbshift, Dual-Range Rear rack ......................600 lbs (273 kg) box bed capacity
(hi-lo) with Park, Neutral & Reverse
Front ......................Shaft driven / auto-lock differential GROUND CLEARANCE
(pump driven Visco Lok) Front & under engine....9.6 in. (244 mm)
Rear ........................Shaft driven / Solid axle Rear axle ......................7.4 in. (188 mm)

SUSPENSION GAUGES/ EQUIPMENT

Front type ..............Double A-arm / 7.0 in. (178.0 mm) travel Gauges ........................Accurate low range speedometer
Rear type ................Rigid swing-arm / 4.0 in. (102.0 mm) travel (odometer, trip and hourmeter) fuel
gauge
BRAKES DC outlets ....................Lighter type in console (cell phone use)
Foot control ............Rear wheels brake Standard connector in the back (15A)

8 ATV Illustrated / March 2004 www.atvillustrated.com

2004 Arctic Cat 650
4x4 ATV of the Year
Test ride comparisons that result in Comparison of repeated observations
picking “4x4 ATV of the Year” are simply in all the scenarios we put the ATVs
condensed forms of riding experience through is the best method of verifying an
from our staff that convey the values ATVs true abilities. Power, suspension,
relating to the 4x4 ATV culture consid- comfort, handling, terrain capability etc.,
ered most valuable. We tested the two- etc. were all part of the equation.
year reigning champion Kawasaki Prairie By now you’ve seen the cover and
against Arctic Cat’s new 650 in every con- already know that the Arctic Cat 650 was
ceivable way the consumer will be using our choice as 4x4 ATV of the Year.
them. By utilizing past riding experience However, it was by no means an obvious
it’s our intention to give you the best and clear decision. The Prairie 700 enjoys
judgment in determining the strengths high prestige (including previous ATV of
and weaknesses in given situations on the Year honors) and has trounced all the
each machine. competition up to this point. Kawasaki

10 ATV Illustrated / March 2004 www.atvillustrated.com

has made many technological advances
on the Prairie and is notable as making
the first extensive use of a V-Twin engine
and a sealed hydraulic multi-disc rear
braking system. Both of these features are
tops in the industry. Besides having a
more powerful engine, better overall
speed, better braking and better han-
dling, it also climbed short steep inclines
with a more secure feeling. So how did
the Arctic Cat win? Through a series of
photos and an elaborate set of pre-
planned terrain tests with corresponding
explanations, our goal is to show you how
we came up with a winner.

www.atvillustrated.com ATV Illustrated / March 2004 11

Editor’s Note: This was the hardest we
ever tested two machines. In order to Look at these two photos carefully. results proved it. The winners of the vari-
properly find their strengths and weak- Nothing better symbolizes the differ- ous tests were so remarkably dispropor-
nesses, it came to the point where we ences between the Prairie and AC 650 tional due to the chassis’geometry. We try
were being downright reckless. Maybe than these front and rear static shots. to inform any potential buyer (of either
too reckless. We crumpled up both They tell you more about the machines machine) to be aware of the individual
machines at varying parts of the test pro- than all of the other action photos com- machine’s physical properties. As you
cedures. Both were fixed at local dealer- bined. There are important principles to read through the rest of this article, occa-
ships and we proceeded with the test a be drawn from these shots and the sionally refer back to these photos.
bit more carefully.

12 ATV Illustrated / March 2004 www.atvillustrated.com

The Incline Test
This short steep incline proved to be play for the Prairie. After breaking through clearance, it’s inevitable that short, steep
only one of two areas where the Prairie with the Prairie, the AC went up and over terrain step-ups and high-angle off-cam-
really outshined the AC. Five minutes into but still not without an unnerving feeling. bers are the AC 650’s principal and only
our test, we came across this six-foot high With its super-high 13-inches of ground weaknesses.
mound. It’s pretty steep, but if you look
closely, the top 12-inches almost goes
vertically straight up. We picked this
rather short climb, as the object was to
test center-of-gravity on inclines without
utilizing a 300-foot climb. A hill is a hill
and as long as it’s steep enough for test-
ing, overall height doesn’t matter.
We tried taking the AC up first.
Putting it in low-range and locking the
front end, we slowly proceeded up. No
problem until the front wheels hit the last
12-inches of climb. The front end wanted
to pick up and quite honestly, we didn’t
want to push the matter. We backed down
slowly. It was the predictable result of its
high center-of-gravity. We then hopped on
the Prairie, put it low-range, pulled the
front-end lock lever and proceeded right
up and over, rounding off the vertical ridge
of dirt on top with its skid plate. Child’s

www.atvillustrated.com ATV Illustrated / March 2004 13

The Mud / Water Test
Taking both machines through a
creek proved they were equal deep-water
machines. We didn’t have trouble with
either machine in the fast-moving current,
despite the water being over the front
racks at times. However, when it came to
soupy thick mud, the AC was the clear
winner. We repetitively rode through this
nasty mudhole which divinely revealed
that even with the Prairie’s greater power,
it was the individual ATVs geometry that
showed who would win. With the Arctic
Cat’s 26-inch Goodyear radial tires and all
of that ground clearance, the Prairie sim-
ply couldn’t keep up. It would either get
hung up on a rock or was simply pushing
too much mud with its lower framed chas-
sis. The AC 650 could be the most prolific
mud machine out there.

14 ATV Illustrated / March 2004 www.atvillustrated.com

 Trail
Speed /
Handling
This wasn’t much of a competition
either. The Prairie is 80-pounds lighter
and with the more powerful engine, a
lower center-of-gravity and a straight rear
axle, it will dust the AC on flat-open trails.
If your style of riding is shooting down the
trails full blast, getting big air and fast cor-
nering, you’ll enjoy the Prairie more. The
AC 650 is slower and doesn’t handle near-
ly as well at faster speeds. The Prairie was
the clear winner here and a much “sporti-
er”ATV.

Obstacle Course

Just like the other lopsided test

results, the obstacle course proved the
same. The test course, littered with logs
crossing the trail, boulder fields and riding
where there was no trail proved the AC
650 with the independent rear was the
clear winner here. Log-crossings and/or
anything requiring high ground-clearance
was easy-pickin’s for the AC. This log that
the AC is effortlessly crossing stymied the
Prairie. In fact, it couldn’t make it. It would
get hung up stopping all forward move-
ment. The obstacle course was the clearest
analysis showing the differences between
the machines. The super-high ground
clearance and independent suspension
allowing all four wheels to give traction
revealed the AC to be better in the really
gnarly stuff.

www.atvillustrated.com ATV Illustrated / March 2004 15

 Summary
It appears that our original misgiv- all by placing rubber on terra firma
ings about the AC’s high ground clear- regardless of position. The Arctic Cat’s
ance were well-founded. The Prairie was capabilities are essentially vested in the
the better handler, faster and had a lower 650 V-Twin powerful engine, tires, and
center-of-gravity, giving it better steep- great suspension. There are other ameni-
terrain stability. So why did we pick the ties as well. The 13-inches of ground
Arctic Cat? Well, it proved to be the bet- clearance shoves the AC 650 right into
ter machine in the critical 4x4 categories. new territory. It’s the best in the industry.
With 10-inches of suspension travel it’s a We also liked the huge 6.5-gallon gas
very smooth riding machine as well. tank, the 2-inch receiver hitch, the handy
(Possibly the smoothest on the market.) storage compartment and the 26-inch
It eats up nasty mudholes that would Goodyear radial tires. Throw in the MRP
swallow other 4x4’s and with its true all- rack system and we believe the new Cat
wheel independent suspension it will is the most desirable ATV on the market.
simply go better where there is no trail at Congrats to Arctic Cat.

16 ATV Illustrated / March 2004 www.atvillustrated.com

 SPECIFICATIONS
650 Limited Edition ..........................................................$7,899 Suspension travel, front: 10.0"
650 Standard Model Suspension travel, rear: 10.0"
Lime Green, Red or Hunter Green
Ground clearance: 13"
with Multi-Rack Platform................................................$7,449
Suspension type, front: Double A-arm
650 Standard Model
Lime Green, Red or Hunter Green................................$7,299 Suspension type, rear: FIS
Brake, front: Hydraulic disc
Displacement: 633cc Brake, rear: Hydraulic disc
Engine type: V-Twin, SOHC, 4-stroke, 4-valve Tire, front: 26x8-12
Cooling system: Liquid w/fan Tire, rear: 26x11-12
Transmission: Automatic CVT w/EBS Max fuel capacity: 6.5 gal. (26.5L)
Drive system: 2WD/4WD+lock Rack capacity, front: 100 lb.
Overall width: 47.5" Rack capacity, rear: 200 lb.
Overall height: 49.25" Towing capacity: 1050 lb.
Overall length: 81.0" Alternator capacity: 25 amps
Dry weight: 680 lb. Speedometer: Standard
Wheelbase: 50.0" Odometer: Standard

www.atvillustrated.com ATV Illustrated / March 2004 17

 disc brakes provide braking power. The
RTV900’s high 13-inch ground clearance
and 77.4-inch wheelbase are designed to
give the machine stability and enhance its
operation in challenging terrain.
MacPherson-type strut front suspension
and a semi-independent rear suspension
axle, including a leaf spring and shock,
provide a smooth ride. With over 25 acces-
sories to choose from-such as factory cab,
snow blade, front bush guard, rear hitch,
hydraulic cargo bed lift, windshield,
canopy top, to name a few-Kubota has
ensured that the RTV900 will be suited for
many varied tasks.
Kubota also has a reputation for put-
ting safety as a top priority. This reputa-
tion seems to be borne out on the
RTV900; a retractable seatbelt and
OSHA-certified ROPS are standard.
Rider comfort is enhanced by the vehicle’s
spacious legroom and a cushion bench

KUBOTA’S seat, and two cup holders are built in for

operator convenience. Suggested retail
prices for each RTV900 configuration are

FIRST-EVER $9899 (general purpose), $10,599 (recre-

ational), $10,899 (worksite) and $11,199

UTILITY VEHICLE
(turf).
In addition to the RTV900, Kubota
markets a complete line of tractors up to
99.5 PTO horsepower, along with a line of

RTV 900 performance-matched implements, con-

struction equipment, pumps, generators,
consumer lawn and garden equipment
and commercial turf products. For prod-
uct literature or dealer location informa-
tion, contact Kubota Tractor Corp. at 3401
In its more than 30 years in the trac- The HST boasts a braking feature Del Amo Blvd., Torrance, CA 90503;
tor manufacturing business, Kubota that will not allow the vehicle to enter a phone 888/4KUBOTA ext. 900 or visit
Tractor Corp. has gained a reputation as free-wheel status when traveling down- www.kubota.com.
one of the leading companies in the hill. The three-range shift-
under-100-horsepower tractor market. ing provides low (0-10
Building on that reputation, Kubota has mph), mid (0-18 mph) and
introduced its first-ever utility vehicle, high (0-25 mph) opera-
the RTV900, available for every working tional speeds, adding
condition in four configurations--general diversity when climbing
purpose, turf, recreational and worksite-- hills and hauling or towing
with a wide variety of accessories. a load. The RTV900 fea-
Kubota, having matched its diesel engi- tures 4WD with a 2WD
neering technology to its proprietary selection and is powered
Hydrostatic Transmission (HST) trans- by a Kubota three-cylinder,
mission, will begin offering this vehicle- liquid-cooled diesel engine
with hydraulic power steering standard-- that is rated at 22 PTO hp.
at its dealerships in May 2004. Front and rear wet-type

18 ATV Illustrated / March 2004 www.atvillustrated.com

 RTV900 SPECIFICATIONS (Recreational Model)

Engine and Electrical

Make KUBOTA D902
Type 3 cylinders, 4-cycle, diesel, OHV
Displacement 898 cc
Horsepower, HP (kW) 21.6 (16.1)@3200

Fuel capacity 7.9 U.S. gal. (Min 30l)

Transmission Continuously variable transmission (HST)
Ground speed 0-25 mph (0-40 km/h)
Wheels, drive system 4, Rear 2WD or 4WD
Differential lock Standard; foot operated
Gear selection Hi-Mi-Lo range, forward, neutral, reverse
Brakes, Front / Rear Wet disk brake
Brakes, Parking brake Rear wheel, hand lever
Steering Hydrostatic power
Suspension, Front Independent, Macpherson strut-type
Suspension, Rear Semi-independent, DeDion axle w/leaf
springs and hydraulic shocks
Dimensions
Length (w/o Bush guard) 116.7 in. (2965 mm)
Width 59.8 in. (1520 mm)
Height, overall 79.3 in. (2015 mm)
Front tread centers 45.3 in. (1150 mm)
Rear tread centers 46.1 in. (1170 mm)
Wheelbase 77.4 in. (1965 mm)
Turning diameter 24.6 ft. (7.5 m)
Towing capacity 1323 lb. (600 kg)
Payload capacity 1630 lb. (740 kg)
Weight 1845 lb. (837 kg)
Cargo Box
Width 52 in. (1320 mm)
Length (w/o Bush guard) 46.7 in. (1180 mm)
Depth 11.4 in. (290 mm)
Volume 16 cu ft. (0.455m3)
Bed height (unloaded) 31.6 in. (801.4 mm)
Cargo bed load 1102 lb. (500 kg)
Tires, Front 25x10x12 ATV, 6PLY
Tires, Rear 25x11x12 ATV, 6PLY
Front Guard Std.
Body color Camo
Speedometer Std.

www.atvillustrated.com ATV Illustrated / March 2004 19

2004 VINSON AUTO 500 4x4 CAMO
By Frank B. Fatato
Since its release in ‘02, marking patterns that allow it to meld into almost aggressive looks of any 4x4 on the market,
Suzuki’s homecoming to the ATV indus- any forest backdrop. Coupled with the with sharp lines and high-clearance fend-
try, the Vinson 500 has set a high standard aggressive body lines and surreal camou- ers.Your feet and legs are well protected on
for 500cc sport-utility 4x4s. It returns in flage are some of the sharpest cast alu- the Vinson. The full-floor boards provide
‘04 with all the great features we fell in minum wheels on the market. If camou- ample support and traction and the fenders
love with, along with a few updates to flage isn’t your style, don’t despair; Suzuki offer forcefield-like splash protection. With
keep things fresh. has a new limited-edition Vinson with a claimed towing capacity of 992 pounds
black bodywork, silver-colored racks and and front and rear rack capacities of 66 and
STYLING AND FEATURES slick machine-polished aluminum wheels. 132 pounds respectively, the Vinson is ready
The version we tested is new for ‘04 For many ATV enthusiasts, their to carry all your hunting gear and tow your
with Advantage Max-4 High Definition machine’s appearance is just as important trophy moose back to camp. The sweetly
camouflage bodywork, a Suzuki exclusive. as its performance. We-along with scads of styled front bumper looks cool and is even
The camo scheme will certainly appeal to other ATVers-loved the look of the Vinson winch-ready, with the electrical hook-ups
hunters who use an ATV as their way into the first time we laid eyes on it. It was one ready to go. The Suzuki original T-seat finds
the wilderness to bag their game. The of the first 4x4 ATVs to have a unique its way onto the Vinson and provides a very
camouflage pattern is truly amazing, with sporty style and still gets top marks in the comfortable and supportive ride. Two great
profound depth visualization and broad styling department. It has one of the most little extras on the Vinson are its front-fend-

20 ATV Illustrated / March 2004 www.atvillustrated.com

er-mounted three-liter waterproof utility
box and its 4.5-liter rear-mounted storage
box. There’s no end to the useful items we
find ourselves storing there.
Integral to the assertive look of the
Vinson are its three eyes: 30/30W fender-
mounted, multi-reflector headlights and a
40W, handlebar-mounted auxiliary light
that can be independently turned off to
avoid reflections from the payload on the
front rack. The lights do a superb job of
illuminating a dark trail. Mounted with
the auxiliary light is a very functional dig-
ital instrument panel. It is a multifunction
display with speedometer, odometer,
twin-tripmeter, hourmeter, clock, gear
position, drive mode indicators and-new
this year-a digital fuel gauge. Overall, we
really liked the display, although the
2x4/4x4 indicator could be larger (it was
difficult to see while barreling down the
trail). The Vinson also incorporates a
handy 12V/120W electrical outlet mount- ENGINE AND BRAKES get you home in a hurry after a long day in
ed to the front fender. The standard auto- The heart of the Vinson is a liquid- the back country. The gear-driven balancer
motive-style outlet is extremely conven- cooled, 493cc, plasma-coated single cylin- shaft reduces vibration to help keep your
ient for powering battery-hungry GPS der thumper, and it’s no slouch. It was trigger finger in tiptop shape. A Keihin
units, keeping your cell phone juiced up or designed to have plenty of boulder-crawl- CVK36 carburetor feeds the 500 for snappy
helping you light up the woods with a ing torque to get you into those remote throttle response but allows for good fuel
handheld spotlight. hunting areas and ample acceleration to efficiency to keep you from running out of
gas while stalking your prey. As with all
modern ATVs in this class, the Vinson is
equipped with electric start. A couple of
nice added features are the ability to start
in any gear and a backup recoil starter, so a
dead battery won’t leave you dragging your
trophy back to camp slung over your
shoulder. Out on the trail we found the
500 powerplant to offer up more than
enough power to get us through pretty
much anything that got thrown at it, such
as some nasty hills we had to climb in the
old coal-mining regions of Pennsylvania.
The Vinson had no problems and went
everywhere we wanted, easily keeping up
with any of the other 4x4s in our group.
As important as the engine is, the
brakes also need to be up to the task at
hand. The Vinson comes equipped with
hydraulic disc brakes all the way around,
with dual 190mm units up front and a sin-
gle 216mm unit mounted to the right
wheel in the back. The rear brake used the
rear drive system to transmit the braking
power to the left side. Either the left hand

www.atvillustrated.com ATV Illustrated / March 2004 21

 the trail. We had the Vinson in quite a bit
of water, but there no problems with belt
slippage.
All Vinson models are standard with
four-wheel drive and can be switched on
the fly to two-wheel drive via a conve-
niently mounted electric pushbutton on
the right side of the handlebar. The quad’s
4WD system includes a torque-sensing
limited-slip front differential to keep you
going when the traveling gets thick and
slick. Shifting in and out of four-wheel
drive was a snap. The Vinson handles well
in either drive mode, but does steer notice-
ably lighter while using 2WD-if sliding
your ATV is what gets your heart pumping,
the Vinson is a great slider! The 4WD with
its limited-slip front works well. We put it
through its paces on fallen logs, boulder
fields and some of the nastiest, chewed-up
ground we could find. As long as we did-
n’t get the chassis hung up, the 4WD did its
thing and got us through.

CHASSIS AND SUSPENSION

The Vinson’s frame may not be made
out of exotic material, but Suzuki’s engi-
neers did utilize large-diameter, thin-wall
steel tubing to produce a frame that max-
imizes strength and minimizes weight
lever or the right foot pedal controls the smooth. Neither the front nor rear brakes while still keeping costs in line. Four-
rear brake (the right hand lever operates appeared to be affected by repeated soak- wheel-drive ATVs are going to see more
the front brake). A nice touch is that the ings. The engine compression braking undercarriage abuse than most sport
brake light is triggered by any of the brake was a big help in our descents. quads, so factory skid protection should
controllers---a big advantage when riding be expected, as should high ground clear-
with a group. We wish this were a stan- TRANSMISSION ance. With 9.9 inches of ground clear-
dard feature on every ATV. The transmission has high/low ance you have some room for error, but
Another extremely important factor ranges, reverse and a park feature. should you miscalculate the height of an
for a big 4x4 that has the power to take Shifting is accomplished with an auto- upcoming rock lying on the trail for
you to the top of rugged mountains to motive-style lever located on the left side example, the Vinson is ready. Its full poly-
have is an engine braking system to help of the machine, which is easy to reach, ethylene belly plate gets good marks for
you down. The Vinson is well equipped in and since it’s located on the left-hand keeping stumps and rocks at bay. There is
that department, with a system that mini- side, you can still hold the front brakes also a sturdy skidplate protecting the
mizes free-wheeling in high gear and is with your right hand while shifting. This swingarm. While there are guards in
even better in low. can come in quite handy in those sticky place to protect the vulnerable CV boots
We spent some time testing the off-camber situations. Although the on the front end, the Vinson unfortunate-
Vinson’s braking capabilities coming Vinson does have a “park”feature, it lacks ly doesn’t have protection for the under-
down the same hills on which we tested a parking brake. Putting the transmis- side of the A-arms.
its motor going up. The brakes were sion in Park does a fine job of keeping the Suspension-wise, the Vinson utilizes
extremely efficient, with the back maybe Vinson in place on the trailer or prevent- a standard-issue independent double A-
being a little too much so. We had to be ing it from rolling away, but if you’ve ever arm front end, sporting an ample 7-inch-
careful not to lock up the rear brake on gotten stuck on a hill, a fast-working es of travel. Out back, the Vinson boasts a
the loose soil we were traversing. The parking brake can be a lifesaver. The single swingarm-style suspension system,
fronts worked marvelously and were very transmission never missed a beat out on which appears very durable and incorpo-

22 ATV Illustrated / March 2004 www.atvillustrated.com

rates two shocks to soak up the bumps.
Rear wheel travel is a respectable 7.9
inches. Both front and rear shocks are
five-way preload-adjustable to allow you
to customize the ride.
The Vinson is definitely a sport/utili-
ty quad. The machine’s ergonomics are
great, making you feel right at home. The
chassis’ design makes it a predictable slid-
er and is stable on high-speed trail rides.
The suspension works wonders smooth-
ing out the trails. In this category, there
always seems to be a tradeoff: high-speed
agility for nimbleness, or vice-versa. The
same swingarm and front-end design that
make the Suzuki stable at speed limits its
stability over extreme obstacles. This is
not to say the Vinson isn’t capable, just
that it requires a little more body English
for certain maneuvers.

CONCLUSION
Suzuki hasn’t made many changes today. While most other manufactures isn’t seeing many real challengers for the
on the Vinson since its introduction. It are putting the majority of their efforts 500cc title, and appears to still be king of
was a great machine then and still is into their 650cc-plus machines, Suzuki the hill.
 2004 VINSON AUTO 500 4X4 SPECS

MSRP: Overall Length 2095mm (82.5")

Advantage Max-4 HD Overall Width 1170mm (46.1")
Camouflage Edition ....................................................$ 6,699 Overall Height 1200mm (47.2")
Seat Height 860mm (33.9")
Limited Edition Black ....................................................$7,099 Wheelbase 1270mm (50.0")
Ground Clearance 252mm (9.9")
Engine 493cc, SOHC, four-stroke, Dry Weight 274kg (604 lb.)
single-cylinder, liquid-cooled
Suspension Front Independent, double A-arm,
Bore x Stroke 87.5 x 82.0mm oil-damped, five preload settings
Compression Ratio 10.2:1 Suspension Rear Swingarm-type, oil-damped, five
Fuel System Keihin CVK36 preload settings

Lubrication Wet sump Brakes, front Dual hydraulic disc

Ignition CDI Brakes, rear Single hydraulic disc

Starter Electric and recoil Tires, front AT 25 x 8-12

Transmission V-belt CVT automatic with high/low Tires, rear AT 25 x 10-12

range sub-transmission, 2WD/4WD Fuel Tank Capacity 19.0 L (5.0 gal.)
front differential
Color Advantage Max-4 HDT, Black
Final Drive Shaft drive

24 ATV Illustrated / March 2004 www.atvillustrated.com

www.atvillustrated.com ATV Illustrated / March 2004 25
 LAND PRIDE
RUNABOUT
4200 ATR Light Utility Vehicle
A youthful offbeat spirit
Land Pride has thrown its hat in the the upswing, making it conceivable that down the line in terms of product devel-
ring in the new side-by-side market with this type of vehicle may capture a whole opment from the rest of the OEMs. Why?
the introduction of its 2WD Runabout. new breed of off-road audience. It also Well, because it’s extremely easy to drive,
Sales of two-rider vehicles have been on could be a glimpse of what’s coming is a blast to ride, has two-person capacity
and--most importantly-is affordable. Land
Pride’s distinctive-looking Runabout is, for
the most part, fully trail-capable--and is
much more than a glorified go-kart.
Normally a producer of tractor
attachments for golf, turf, landscape and
farm applications, Land Pride has been
in the tractor implement business since
1986, but has recently entered the all-
terrain-vehicle manufacturing market. It
has three new vehicles: two 4WDs called
the Treker with cargo beds and the 2WD
Runabout (the cargo-bed-style 4x4s will
be reviewed in an upcoming issue. What
we can tell you is that you’ll be delight-
fully surprised with some of their con-
cepts and design features).
The Runabout is the first Land Pride
machine we tested; we found it to be well
worth a kick in the tires if you’re in the
market for a trail-capable, two-wheel-
drive, two-seater machine. Although least expensive terrain-capable two-rider Land Pride’s strategy on the Runabout,
there’s not a ton of new technology on it, machine available, so what you get is which is understandable as it allowed
it’s chock full of nifty ideas. After a thor- pretty much a no-frills, nuts-and-bolts engineers to concentrate on other quali-
ough test, it was obvious that someone on machine. There is no hourmeter, ty components. As you read this review,
the Runabout design team has at least one speedometer, fuel gauge or warning dis- keep in mind the cost-consciousness but
foot in the real world when it comes to play lights of any kind. It comes standard also the manner in which the Runabout
off-road adventure. with a steering wheel, foot/brake pedals, offers functionality.
headlights, brake lights, keyed electric The Runabout sports dual high-
APPEARANCE start (with backup recoil) and a pull- back cushioned bucket seats that were
First of all, let’s set the record choke knob. Holding down manufactur- comfortable even on long rides for our
straight. At $5495 the Runabout is the ing costs on display items was part of 6'2" test rider. The sweeping four-post
accessory bar system gives the Runabout
a 64-inch running height, but one of the
nice features is that the front two posts
angle in slightly to give both passenger
and rider better protection against limbs
and briars. Hand grabs for both rider and
passenger are at the inside front top cor-
ner. A nice touch has been the addition
of a 24-inch-wide crossmember padded
grab bar positioned across the middle of
the sitting area that gives another hold-
ing-on point. The post system allows a
back screen and roof (like our test
machine) to be easily added.
The Runabout weighs in at 726
pounds and, despite the side-by-side
seating, is only slightly wider than a nor-
mal ATV. Its 54-inch width (at its widest
point) gave us no problems on any of our
regular ATV trails.

www.atvillustrated.com ATV Illustrated / March 2004 27

 The ABS composite body design and
steel racks capture the essence of a new
breed of trail rider who will undoubtedly
use it for light work, recreational riding
and hunting (the Runabout is geared
much more for recreational-style riding
than a “work-all-day” machine). The rear
end sports a two-inch receiver hitch, but a
400-pound towing capacity limits it from
serious towing. The attractively styled
body plastic comes in red, yellow, camo or
green and cleans up very nicely after a
day in the mud. Despite several trips right
through the woods the plastic remained
unscratched. We were impressed. The
brake pedal is of normal size, but the gas
pedal is more of a push-button style. We
thought it looked rather odd, but, like
other components on the machine, it
works quite well. Mud/splash protection
is tops. due to the smallish two-gallon gas tank, lem when we carried items on the rear
The front rack has a 160-pound but it wouldn’t lay flat).Your best bet is to racks.
capacity and measures 48 inches wide by bungee the larger items to the sides and With the optional front brush guard,
12 inches deep. The rack is large enough, leave the front view open as much as pos- the front end is well-protected and comes
but keep in mind that anything more than sible. The optional dual rear racks (sepa- with a winch-ready mount. The thin “trail-
six inches in height will block the view rated by the engine) measure 12 inches burner” headlights (they seem to be 35-
directly in front of the machine; it will by 17 inches and have a 20-pound-per- watt) are attractively styled and adequate-
carry the weight easily enough, but keep rack capacity. Heat generated by the air- ly light the trail at night. However, we’re a
it low (we tried loading on a “Fuel Pack” cooled engine didn’t appear to be a prob- bit obsessive about night trail lighting and
feel there’s no such thing as the trail being
too bright; 55-watt lights would be nicer.
Rear running lights and brake lights are
standard equipment.
Options for the Runabout include a
winch, roof, front cargo basket, back
screen, gun scabbard, grab light, floor
mats and tire chains. We had floor mats in
our test unit and they proved their worth
in wet conditions by allowing for better
foot traction when entering or exiting.

ENGINE / TRANSMISSION
Powering the Runabout is an elec-
tric-start Honda GX390 OHV, single-
cylinder, 389cc engine producing 13
horsepower. The engine and limited-slip
differential are mounted directly over
the rear axle, providing two key advan-
tages: there’s no need for a driveshaft
and the weight directly over the rear
axle on 25-inch meaty all-terrain tires
give it excellent traction. Throw in the

28 ATV Illustrated / March 2004 www.atvillustrated.com

additional traction factor of rider and
passenger weight directly in front of the
rear axle and you can see why this 2WD
vehicle does extremely well in most situ-
ations. A minor irritation is the decibel
level. With the engine mounted directly
behind you and an extremely short
exhaust, the machine is louder than a
typical ATV.
The engine isn’t as strong as we’d
like it to be. A low-range selection in the
transmission would wake up the engine a
bit in gnarly terrain, and top speed is
about 30 mph. It’s adequate for recre-
ational-style riding, but shooting up hills
and getting big air is out of the question.
With only 389cc pushing the 726-pound
(plus rider weight) machine and the CVT
setup for more torque than speed, it’s
inevitable that the Runabout will lack in
certain situations. We were able to climb
almost any kind of hard-surface terrain the belt is not waterproof; water leaks Ironically, the Runabout feels quite com-
slowly, but with 2WD in the soft stuff, and the belt will slip in water ten inches fortable at higher trail speeds.
climbing steep hills will bury the tires. deep or higher. You’ll also need to take a
The carburetor specs weren’t included, more cautious approach on long, steep TRAIL CAPABILITY
but we feel that it’s more than likely a downhills; there’s not a lot of engine For trail capabilities, the transmis-
small-millimeter carb (more on the ter- braking compression, so the hydraulic sion, unfortunately, is the Runabout’s
rain capability and power later). drum brakes on all four wheels will be principal weakness. The case setup is
The Honda engine works well (it’s holding you back. For crawling up steep hardly conductive to any sort of deep-
a little cold-blooded), but the machine hills, the tranny works fine. water traveling and the long wheelbase
could use a larger gas tank than the cur- combined with 2WD put deep mud out
rent 6.9 quarts. A nice feature is the STEERING / SUSPENSION of the question. As long as you keep
recoil starter backup. Land Pride Suspension plays a critical role in these two things in mind when riding
informs us that in the near future a larg- the handling, ride comfort and stability the trails, though, we can’t see you being
er engine will be made available for the of the entire machine. This is where the disappointed in the Runabout; other
Runabout. Runabout really shines. Combining tra- than deep-water and deep mud, the
The transmission is of the constant ditional components with a few nifty machine does everything else fine. We
variable transmission (CVT) belt-driven touches, Land Pride graced the were pleasantly surprised at its climbing
type. Oddly, it’s the transmission case Runabout with four-wheel independent ability, and when it comes to suspension,
that hangs down, making it the lowest suspension at all four corners. The inde- stability and steering precision, it’s a
point of ground clearance. The pendent rear suspension is of the “trail- stunning performer. Despite the rather
Runabout’s specs say that it has 7.5 inch- ing arm” design and works quite well in hefty weight of the rear, it was only on
es at its lowest point, but we measured minimizing harsh jolts to the rear (to our the very steepest terrain that the front
9.5 inches; that’s decent clearance, and knowledge, Bombardier is the only other end felt a little light. The Runabout’s
the midsection of the machine offers 12 ATV manufacturer that uses this type of tranny setup makes it better going up
inches of clearance. With its 64-inch independent rear). It’s a very, very hills than down hills. Regardless of the
wheelbase (approximately 14 inches smooth riding machine. The suspension tranny, the long wheelbase and wider
longer than a typical ATV), the ground is definitely the most accomplished asset stance of the machine give it a very sta-
clearance is needed. We didn’t have any of the Runabout. Also, one of the neatest ble feel, which was quite noticeable right
problems. things about the Runabout is the rack- from the start of our testing. It won’t
The CVT tranny is our only real gripe and-pinion steering. It’s extremely easy keep up with a 4x4 ATV in the really
about the machine. The housing encasing to steer the unit with precision. rough stuff, so you might need to com-

www.atvillustrated.com ATV Illustrated / March 2004 29

 RUNABOUT SPECIFICATIONS

Engine ............................Honda GX390 Rear Suspension..............Independent trailing arms coil-over

Horsepower ....................13 adjustable shocks
Displacement ..................389cc Front Bumper..................Standard
Cylinders ........................1 Front Brush Guard ..........Optional
Valving............................OHV Seating ..........................Buckets 2
Lubrication......................Sump 4-Post Accessory Bar ......Standard
Cooling ..........................Air Rear Hitch ......................2" Receiver
ACG Output ..................12V-10A Towing Capacity ............400 lb.
Ignition ..........................Keyed w/recoil back-up Payload of Base Unit ......*674 lb.
Spark Arrestor ................Standard Wheel Base ....................64"
Headlights ......................Standard Width at Front Tires ........48"
Tail Lights........................Standard Width at Rear Tires ........54"
Fuel Capacity ..................6.9 qt. Height OAL ....................63.5"
Transmission ..................CVT (Constantly Variable Length OAL ....................94"
Transmission) Floorboard Height ..........13" AT Tires
Gear Selection ................Forward-neutral-reverse Min.Ground Clearance....7.5"
Max.Speed......................25 mph Tire Size (Front) ..............25x8-12 All-Terrain Tread
Brakes ............................Hydraulic drum Tire Size (Rear) ................25x11-12 All-Terrain Tread
Steering ..........................Rack & pinion Optional Front Cargo
Front Suspension ............Independent A-arms, coil-over Rack Capacity ................160 lb.
adjustable shocks Optional Rear
Cargo Rack Capacity ......40 lb.
Approximate
Curb Weight ..................726 lb.

* Payload includes passengers, does not include

optional cargo racks.

30 ATV Illustrated / March 2004 www.atvillustrated.com

promise your trail riding plans should
you come across a deep water-hole, mud
pit or large tree crossing. Then again,
however, it’s not made for the extreme.
You’ll have to decide whether that trail
to the cabin in the woods is a bad trail or
no trail at all.
At $5495 the Runabout is definitely
worth considering if you need a two-
person, off-road-capable vehicle. The
more we got used to driving it, the more
capable it became. It proved to us that,
for the most part, this 2WD vehicle is a
dandy and can keep up with any 2WD
utility ATV. Often it’s more the things
you don’t notice that really matter, and
there wasn’t really anything that stood
out as being that bad (we simply drove
around deep water and mud pits). There
wasn’t any steering wheel vibration or
discomfort on long rides. For a first-time
effort, Land Pride did far more things
right on this vehicle than wrong. Give it
a bit more power and a more sophisti-
cated tranny and this machine would be
an animal. Nice job, Land Pride (look for
a full review on Land Pride’s cargo/utili-
ty 4x4 in the next issue).

CONTACT INFORMATION
For further information, contact:
Land Pride
P.O. Box 5060
Salina, KS 67402
785/823-3276
or visit the company’s website
at: www.landpride.com

K
CHECour OUT
website
at:
ATVIllustrated.com
www.atvillustrated.com ATV Illustrated / March 2004 31
JOHN DEERE INTRODUCES
4x4 UTILITY ATV LINEUP
Count on seeing more GREEN
on America’s ranches and farms…
The venerable firm of Deere & Co. is sales are in the $15-billion range. That’s that is in me.” Those words are still taken
one of a handful of manufacturing con- not bad for a company begun by an to heart in the halls of company head-
cerns to be in the enviable position of enterprising blacksmith who bent a saw- quarters in Moline, IL.
having had a worldwide reputation for blade into a plowshare to self-scour the Taking advantage of the reputation
consistently turning out high-quality rich Midwestern soil off the plow’s mold- the company enjoys for the quality of its
products virtually from its inception (it board. To illustrate the obsession with products, Deere has now entered the
was founded in 1837). With four manu- quality that company founder John Deere ATV market. However, you should be
facturing divisions-agriculture, construc- invested into all of his products, he once aware right off the bat not to expect any-
tion and forestry, engines and commer- stated, “I will never put my name on a thing even resembling a “sport” quad.
cial/consumer equipment-Deere’s annual product that does not have in it the best Deere’s roots reside firmly in providing

32 ATV Illustrated / March 2004 www.atvillustrated.com

machines that make work easier for peo-
ple who routinely get dirt under their
fingernails. To that extent, all of the com-
pany’s ATVs, both current models and
those planned for the future, will be util-
ity-based 4x4s.
The initial seven-model John Deere
utility lineup will be available through
select dealers in the U.S. and Canada, and
should be at those dealers by the time you
read this. All models feature 500cc or
650cc Rotax engines, a full-time, progres-
sively locking all-wheel-drive system and
a full set of front and rear cargo racks or a
rear cargo box.
As you read the rest of this review,
keep in mind that the “Buck” series plat-
form is based on a five-speed, hydraulical-
ly-shifted geared transmission, and the
“Trail Buck” series platform is based on a
fully-automatic CVT transmission. What Buck
are the differences? Well, while both series
can be used for working and/or trail riding, APPEARANCE Once you get used to getting on and off
the Buck line has 498cc Rotax engines and Buck, Buck EX and Buck EXT Models. the machine by stepping through, it’s fab-
leans more towards the utility/work aspect There’s no mistaking the fact that the ulous. It can’t be beat, especially for people
because of its gear-on-gear transmission Buck series is a John Deere machine. They doing tasks that require a lot of on/off
strength. The Trail Buck line, on the other feature the famous John Deere Green maneuvering, have a bad hip or back or
hand, has 650cc Rotax engines (except for with splashes of yellow and graphics. All have a loaded-up rear rack.
the 500) and leans toward the recreational three have a step-through style, and while
side because of the CVT tranny and slight- some critics have made no secret of their Buck. This is the standard Buck and sim-
ly different engine powerband. displeasure with this design, we like it. ply means that it comes without the EX
package of options-otherwise, it’s identi-
cal to the Buck EX.

Buck EX. The Buck EX comes with facto-

ry-installed accessory packages, including
a 2,500-pound-capacity Warn winch, a
heavy-duty front push pad and heavy-
duty rear bumper, front and rear rack
extensions and fully integrated brush
guards. The EX package will be an addi-
tional $800, but it’s worth it.
Other OEM’s should note the push
pad-it’s especially handy. Approximately
12 inches wide and two inches thick, the
rubber pad protrudes from the front
bumper and allows you to push another
ATV out of a mudhole or anything else
you want without scratching up your or
the other person’s metal bumpers. Nice
idea, JD!

Buck EXT. This cargo-bed-style model is

The Trail Buck EX
designed to excel at such heavy-duty tasks

www.atvillustrated.com ATV Illustrated / March 2004 33

 to overheat. They have one-cylinder with
dual spark plugs for more efficient combus-
tion and easier cold-weather starting. The
engine is mounted very low in the chassis,
resulting in good stability (by the way, all
seven machines have a best-in-the-indus-
try-tied with Bombardier, actually-400W
electrical output at the 12V DC accessory
outlet). Access to the engine is super: sim-
ply lift off the seat and everything you’ll
need for maintenance is right there.
A range selector featuring high/low,
reverse, neutral and park modes is on the
left side of the steering stem. The hydrauli-
cally-powered gear shifting, achieved
through the use of an up/down rocker
switch with your left thumb, is easy.
The Trail Buck series’ 644cc 4-Tec
Rotax engines have been tuned for slight-
ly higher speeds and a maximum torque at
a higher rpm for a faster all-around feel.
Again, it has the single-cylinder dual spark
plug design, 400W electrical output and
low-mounted engine. The range selector
on this lineup is mounted on the right side
of the middle console and has all the same
modes as the Buck’s with one difference:
the CVT tranny allows you to simply hit
the throttle to get moving. Engine com-
pression braking on the CVT system is
very good.
Taking advantage of the Rotax’s prodi-
gious torque is the front differential.
Appropriately called the Visco-Lok, it is a
self-locking front end that works wonder-
fully. If one of the front tires starts spinning
too much, a pump automatically activates
as hauling, towing and pulling. Cargo bed ENGINE / TRANSMISSION / 4WD and forces a series of front-end locking
capacity is a respectable 600 pounds. CAPABILITY components to engage. We’ve never had a
Towing capacity is the same as the regular If everything we’ve talked about so far problem with the Visco-Lok throughout
Bucks (1,100 pounds). With a dry weight sounds familiar, they should: all seven our years of testing Bombardier machines,
of 850 pounds, the Buck EXT is the heavi- models are built upon the Bombardier and besides being durable, it gives all
est vehicle in the entire lineup. Traxter and Quest platforms, utilizing the seven Deere models a very capable traction
identical chassis, engine and drivetrain. system.
Trail Buck 500, Trail Buck 650, Trail This is good. For years we have been prais-
Buck 650EX and Trail Buck 650 EXT ing the work ethic, ruggedness and relia- SUSPENSION / RACKS / STORAGE
Models. The Trail Buck line features the bility virtues of the Traxter lineup, so we The suspension systems on both line-
olive drab color scheme. All four models feel somewhat vindicated that John Deere ups are identical, except for the somewhat
have a slightly raised center console for agreed that this was the perfect platform more pliable give on the Trail Bucks. The
accessories, an automatic transmission on which to launch its utility line of ATVs. front has a double wishbone independent
and a slightly softer suspension. The Trail The Buck lineup’s 498cc in-line Rotax suspension and the rear is a solid
Buck EXT, like the Buck EXT, has a 600- engines have been tuned specifically for swingarm. While none of these machines
pound bed capacity and 1,100-pound higher torque at lower rpm for greater are what we would call smooth riders, they
towing capacity. pulling power without causing the engine all carry weight tremendously well.

34 ATV Illustrated / March 2004 www.atvillustrated.com

 Front rack capacity is rated at 90 Although there are no reliability scores in opportunity for both companies should
pounds and the rear rack is conservatively yet-at least on the John Deere ATVs-if you things go as planned. Deere picked the
rated at 175 pounds. All sorts of useful factor in our test rides on the Bombardier best platform on which to launch its util-
items can be stored in the weather-tight 4x4 ATVs, which are almost identical ity-based ATVs, and the benefits for
front storage compartment. The EX mod- except for cosmetic changes, we can Bombardier will be that it will be selling
els with the rack extensions are particular- wholeheartedly vouch for their quality tons more machines through the John
ly nice. construction, ruggedness and durability. Deere dealership network, albeit with the
Besides, as everybody knows, John Deere Deere moniker. We can’t think of any
SUMMARY has a built-in preoccupation with quality. other time when the design and transi-
What’s our opinion of the John Deere When we received the press release tion arrangement of an ATV between
lineup? We like it, even though they a few months back announcing the John companies became so much the focus of
haven’t-as of this writing-hit showrooms Deere/Bombardier arrangement, our first so many potential buyers. The repercus-
yet and we only spent a few hours test rid- thought was that it appeared to be a sions of this arrangement will be felt
ing some of them down in North Carolina. wedding made in heaven. There’s a huge across all segments of the industry.

The Buck EX

Notice the front push pad on the Buck EX.

MSRP’s:

Buck ............................................$6,999
Buck EX ......................................$7,799
Buck EXT ..................................$7,499

Trail Buck 500 ............................$6,499

Trail Buck 650 ............................$6,999
Trail Buck 650 EX ......................$7,799
Trail Buck EXT ..........................$7,499

The Trail Buck EXT

www.atvillustrated.com ATV Illustrated / March 2004 35

RAMSEY
TO THE
RESCUE!
Ramsey ATV 3000
remote control winch
By Tom Bukowski

When shopping for and comparing

specifications on winches, you may ask
yourself,“A 3000-pound winch? Am I put-
ting this on my ATV or my truck?”Indeed,
3000 pounds may seem like overkill for a
relatively lightweight vehicle such as an
ATV or CATV (cargo all-terrain vehicle),
but the truth is that the 3000-pound sin- “Brand X” winch-and the next thing you our “Brand X” winch. Throw a lighter-
gle-line pull rating is only available during know, you and your machine are stuck in duty winch, more cargo or a heavier
the first layer of cable (cable fully out). the nastiest, stickiest quagmire to be CATV such as a 1500-pound-plus
During a typical winch use of the first ten found within 100 miles, a mud hole com- Kawasaki Mule in to the equation and
feet or so of cable, the pull capacity can be prised of the goop the locals call “suction you go drastically over the capacity; in
cut in half from its rated pull capacity mud”(I think we’ve all been there at least fact, you may not be able to extricate the
(even less than half the rated capacity with once). Your machine is a typical modern machine at all.
some brands). All cable winches operate 4x4 and weighs around 650 pounds,
under the same principles and are rated including oil, gas and related fluids. Add RAMSEY ATV 3000
Rated line pull at for each cable layer
similarly for their maximum pull capacity. 180 or so pounds for the rider, 25 for
(Layer 1 is cable fully out)
It’s a matter of physics and the increased additional gear, tools, etc., and around 30
gearing advantage offered by the smaller for the mud that’s now sticking to every Layer of cable 1 2 3 4 5
drum when the cable is fully extended. For surface of the machine because you were Rated capacity 3,000 2,500 2,100 1,890 1,680
(lbs.)
each revolution of the motor, less cable is too stubborn to winch yourself out when
pulled in, thus making gearing and pull you first became stuck. Depending on
capacity greater. the distance to available winch anchor Ramsey is not a newcomer to the
Let’s say you’re out riding on your points, we may now be right at or per- winch industry, having manufactured
ATV-equipped with a 2000-pound haps over the maximum pulling limit for high-quality winches since 1945. The
model we tested, the ATV 3000, boasts a
lifetime warranty and 20% less current
draw than its competitors’ 2500-pound
model (both units at maximum pull).
With the limited electrical capacity avail-
able from an ATV charging system, this
could prove to be very beneficial when
the going gets truly rough. Our test unit
also featured a roller fairlead (it extends
cable life and makes pulling from harsh
angles easier) and the optional wireless
winch remote control, which allows
operation from up to 50 feet away,
increasing the odds of being safely out-
side the “danger zone” while winching.

36 ATV Illustrated / March 2004 www.atvillustrated.com

 ATV Illustrated
Tips for Safer and More
Effective Winching
1. NEVER stand next to a cable being
winched, and ensure that bystanders are
clear before winching.
2. ALWAYS wear heavy work gloves
when handling winch cable (cable may
have broken strands)
3. ALWAYS inspect cable before each
use.
4. ALWAYS place a blanket, coat or sim-
ilar item over cable while winching. This
lessens the chance of the cable “whip-
ping” in the event of it snapping.
5. NEVER exceed the rated pulling
capacity of the winch.
6. NEVER use the winch cable to tow
objects or other ATVs.
7. NEVER connect the winch hook
Installation was straightforward, We walked away quite impressed
around an object and back to the cable
although a bit more complex than a stan- with the Ramsey ATV 3000 and its accom- to pull; damage to the cable is likely. Use
dard ATV winch due to the wireless con- panying wireless remote. It laughed at a tree protector or chain instead.
trol module and antenna. Our test everything we threw at it and kept on 8. ALWAYS keep the duration of pulls to
“mule”-a Kawasaki 3010 diesel Mule, to pulling strong. If you’re looking for the a minimum if possible. Winches are inter-
ultimate winch for the most demanding mittent usage devices and will last longer
be exact-offered plenty of room for the
if not overheated.
associated electronics but stretched the tasks imaginable, you can’t do much bet-
9. ALWAYS try to keep winch pulls as
range of the 72-inch length (from battery ter than a Ramsey.
straight as possible and ensure that the
to winch solenoid cable). There was cable does not contact other objects
enough power cable if routed the most CONTACT INFORMATION while winching.
direct way in conjunction with the 24- For further information or for the location 10. ALWAYS use the maximum amount
inch solenoid to winch cables, but routing of authorized dealers, contact Ramsey of winch cable that is practical for your
situation. The more winch cable used, the
options were limited due to increased Winch Co., P.O. Box 581510, Tulsa, OK
greater the pulling power of the winch.
battery-to-winch distance on the 74158; phone 918/438-2760; fax 918/438-
11. If in doubt or unsure, seek experi-
Kawasaki Mule, which is larger than the 6688; website, www.ramseywinch.com, enced help!
average ATV (if mounted on an ATV, www.ramseystore.com
there’s plenty of cable to route however
one sees fit).
Winch operation is very easy, thanks
to the wireless remote, and the only time
you have to touch the winch at all is to
release or engage the cable brake on the
right side of the winch body (allowing
the cable to be manually pulled out from
the winch, or “free-spooled”). During
testing with the ATV 3000 winch and our
1500-pound-plus Kawasaki diesel Mule,
we couldn’t find a situation from which
the Ramsey could not pull or free us.
Even after loading the Mule with approx-
imately 500 pounds of firewood, tools
and equipment and repeating the series
of tests, we couldn’t stall the mighty
Ramsey or get it to say “mercy” -so we
did.

www.atvillustrated.com ATV Illustrated / March 2004 37

SUZUKI QUADSPORT 50:
WHAT KIDS WANT!
By Tom Bukowski
Are you looking for a good “starter” contend with. A machine bigger than stature. Steering effort, an often-over-
ATV to introduce a child to the wonder- 50cc is not the proper choice for a looked factor when dealing with young
ful sport of ATVing, and aren’t sure where younger rider, and an ATV is not some- riders, is very light-lighter, in fact, than
to look? Are you interested in a flashy, thing you would want your child to “grow many plastic ride-on ATV toys! Full floor-
well-built machine that has not only the into.” boards add a measure of safety to the
looks that will please the rider but the machine and help to keep mud and
safety features and sensibility that will CHASSIS/SUSPENSION water from spoiling the fun, too (howev-
please the parent? Well, you’d be well- The Quadsport 50 is designed and er, we would liked to have seen a sepa-
advised to check out your local Suzuki sized for younger children, making it an rate rear footbrake added to the floor-
dealer’s 50cc Quadsport. Children aged excellent first ATV. Its overall size, seat- boards, in addition to the handlebar-
six and older should start out on a 50cc to-footpeg-to-handlebar relationship mounted lever, so proper braking tech-
model so they can safely learn the basics and weight favor young first-time riders niques could be taught right from the
without having “too much machine” to and their corresponding small body start). The little Suzuki tips the scales at

38 ATV Illustrated / March 2004 www.atvillustrated.com

156 pounds dry and is light enough for
our six-year-old test rider to move and
push around alone.
The suspension consists of single A-
arms up front and a single rear shock on
the back. Suspension travel is listed as
51mm (slightly over two inches) at each
end but, considering the meager dimen-
sions, is quite smooth and compliant. The
travel and action is perfect for the
machine’s intended purpose, giving the
rider a smooth, controlled ride over many
varying terrain conditions.

ENGINE/TRANSMISSION
The engine is a 49cc, two-cycle, air-
cooled single with an oil injection system
(a separate tank for two-stroke oil), so
pre-mix should not be used, just ordinary
gasoline (the oil injection system mixes
the oil automatically according to throttle
position). The ignition is keyed to prevent
unauthorized use and starting is via a
pull rope (most starts required a pull or rider we progressed to maximum on the automatic unit, providing linear, easy to
two and an adult or perhaps an older or throttle limiting screw and removed the control power from idle to redline and
stronger child to perform). Engine power exhaust restrictor plate when the riding enough power for hills while still offering
output is governed by a throttle limiter lessons started including hills). The a reasonable (for a child) top speed.
screw and an exhaust plate (for our test transmission is a single-speed, fully
BRAKES/CONTROLS
The braking system is comprised of
cable-operated drum brakes front and
rear, operated by handlebar-mounted
levers. Our braking drills from various
speeds resulted in quick, controlled stops
every time with no skidding. The lever
effort is perfect for small hands, while
the brakes are progressive enough to
allow young riders to slowly descend
hills (a lever-actuated parking brake is
included and must be set to start the
machine).
The levers and associated controls,
perfectly sized for young riders, are simple
and easy to operate. The thumb throttle is
convenient for small hands to use and
allows smooth application throughout its
range.

SAFETY
The machine is equipped with a
rear-mounted kill switch tether cord,
which allows a parent to follow behind
and “pull the cord”to stop the engine if it
is felt the rider may be getting into trou-

www.atvillustrated.com ATV Illustrated / March 2004 39

 SPECIFICATIONS
Engine…49cc, two-stroke, single-
cylinder, air-cooled
Bore & Stroke…41.0 x 37.8mm
Compression Ratio…5.6:1
Fuel System…Mikuni VM12SC
Lubrication…Oil injection
Ignition…CDI
Starter…Recoil
Transmission…1-speed, automatic
Final Drive…Chain
Overall Length…1260mm (49.6")
Overall Width…760mm (29.9")
Overall Height…745mm (29.3")
Seat Height…535mm (21.1")
Wheelbase…825mm (32.5")
Ground Clearance…120mm (4.7")
Dry Weight…71 kg (156 lb.)
Suspension/Front…Single A-arm, oil-
damped, coil spring
Suspension/Rear…Swingarm, oil-
damped, coil spring
Brakes/Front…Mechanical drum
Brakes/Rear…Mechanical drum
Tires/Front…AT 16 x 8-7
ble. A throttle limiter and exhaust plate Tires/Rear…AT 16 x 8-7
allow the power output to be fine-tuned Quadsport 50 Fuel Tank Capacity…2.6 L (0.7 gal.)
to the child’s ability, the terrain or at MSRP…$1,799 Colors…Yellow, Red
whatever level with which the parents
are comfortable. The ignition is keyed so
adventurous youngsters cannot venture
out without parental approval/supervi-
sion.

SUMMARY
The Quadsport 50 will make an
excellent first machine for a first-time
rider and is the perfect machine on
which to teach the basics of ATV riding.
The tether cord is a godsend, especially
for the first few rides, and helps the
whole ATV concept go over much better
with worried moms or the dreaded and
sometimes feared MIL (Mother-In-
Law). The Quadsport gets our approval
as an excellent “starting-out”vehicle and
our test riders’ approval as a fun and
easy-to-ride machine.

40 ATV Illustrated / March 2004 www.atvillustrated.com

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www.atvillustrated.com ATV Illustrated / March 2004 41

WEST VIRGINIA’S
TRAIL TREASURE
Has the Hatfield-McCoy super-sized
ATV trail system been a viable vision?
An Interview with the Hatfield-McCoy
Regional Recreation Authority

Beneath this canopy of fall foliage lies one of America’s greatest trail systems.
BACKGROUND One big question remains, however: 2003 the trail system sold 3,763 riding
West Virginia continues to give a has it been a successful venture thus far? permits to trail users of all types: ATVs,
comprehensive look at ATV tourism as a We had the opportunity to talk with Matt off-highway motorcycles, equestrians,
way of boosting the economies of its rural Ballard, Executive Director of the hikers and mountain bikers. October
areas. At the forefront of this project is the Hatfield-McCoy Regional Recreational was our single biggest month for permit
eight-county Hatfield-McCoy Regional Authority, to get some answers to this and sales in the history of the trail system.
Recreational Authority. Hatfield-McCoy other questions. For ATVers still unfamil- Think about it: that’s over 100 visitors per
planners are actively promoting their iar with Hatfield-McCoy, we have also day during the month. The system is
trails to the one-million-plus ATVers who included all the info you need to create a consistently realizing from 50% to 100%
reside within a day’s drive of the area. The great destination spot for yourself. growth when you compare monthly per-
mountainous terrain of southern West mit sales to the same month of the previ-
Virginia offers fabulous riding and ATV Illustrated: Overall, is the ous year.
scenery for ATVers and is truly an undis- amount of ATVers buying riding per- The Hatfield-McCoy trail system has
covered gem. mits in line with expectations? hosted visitors from 46 states and six
To make the trail system even more countries and sold over 36,000 permits.
attractive to ATV recreationalists, many Ballard: Actually, they are exceeding Ohio continues to generate the highest
small towns in the area have passed ordi- expectations. For example, in October of percentage of trail visitors, at 21%.
nances allowing ATVers to ride their vehi-
cles into these municipalities for gas, food
and lodging. Great trail maps and maps
designating approved routes through
towns for services are available when buy-
ing a trail-riding permit. Very nice trail-
heads have been installed and with armed
security personnel not only stationed at
the trailheads but also patrolling the trails,
security and/or safety worries are reduced.
There’s a strong belief that southern
West Virginia’s economic future could
well depend on the influx of thousands
of ATVers every weekend. In addition to
the aforementioned state agencies, local
businesses also have an interest in mak-
ing this happen, as the potential income
associated with the influx of ATVers pro-
vides a tempting target for any area look-
ing to increase tourism.
The Hatfield-McCoy Trail authori-
ties are dedicated to making the area a
center for ATV tourism, and have done
everything they can to make the area
more ATV-friendly. The combined sup-
port of businesspeople, local residents
and area officials offer huge benefits to
ATV users and will hopefully keep the
project moving forward. All of the diffi-
cult preparatory work has been complet-
ed. Four active, legal, long and beautiful
trail systems are already in place, com-
prising more than 400 miles of trails in
Logan, Mingo and Boone counties.

www.atvillustrated.com ATV Illustrated / March 2004 43

Closely following are West Virginia with but substitute the high end [$500], the ATV Illustrated: Have any unexpect-
19% of users, North Carolina and economic impact increases to $1,881,500. ed problems surfaced?
Pennsylvania at 11% and Virginia provid- Clearly local businesses are reaping a
ing 8%. benefit from the Hatfield-McCoy Trails Ballard: I can’t really say unexpected, but
becoming a national vacation destina- there are growing pains with any busi-
ATV Illustrated: Are businesses in the tion. ness and within any organization. The
small towns located near trailheads Once the economic impact was real- trails are managed by the Hatfield-
generally satisfied with the economics ized, local entrepreneurs began expand- McCoy Regional Recreation Authority,
of ATV tourism? ing their businesses and starting new which is a public corporation, so we
ones. It’s not just about new businesses operate within the realms of private and
Ballard: We know from our survey data and jobs, though. The trails surround public organizations. That makes it real-
that visitors are spending between $250 many small rural communities that were ly exciting and challenging to manage,
and $500 per trip to Hatfield-McCoy really struggling before the trail system but also poses unique problems: we
country. Let’s look at October of 2003. If developed. Now those businesses that struggle with controlling growth, we reg-
you use the low end [$250] multiplied by were on the brink of failure are becoming ularly have issues that impact mainte-
the number of visitors [3,763], that leads profitable, so we are seeing new growth nance as a result of natural occurrences
to an infusion of $940,750 into the local in addition to our existing economic or our rugged terrain, we struggle with
economy. If you use the same formula infrastructure is becoming healthier. the process of educating the local popu-
lation that our trail system is on private
property yet operated by a government
organization and therefore certain rules
apply. There are a host of problems, but
the good outweighs the bad. Working
within the organization is a real treat and
I have employees tell me every day that
they enjoy coming to work, especially
those who get to work in the field. Can
you imagine getting to ride every day
from the office or a trailhead to your
work site? Fun stuff!

ATV Illustrated: We realize that

some ATVers can at times be a rowdy
bunch-we refer to them as one-per-
centers-but in general, do they stay
within the H-M guidelines for behav-
ior and town riding?

Ballard: You’re correct about the one-

percenters, but generally we have few
problems. One reason is because we
have strict, well published and widely
known guidelines, particularly dealing
with safety. Another key reason is that
the legislature had the foresight to give
us the power to employ Rangers who
have been trained and certified by the
West Virginia State Police. They enforce
all state laws as well as our rules and reg-
ulations. You just can never seem to con-
vince the one-percenter that he or she

44 ATV Illustrated / March 2004 www.atvillustrated.com

can ruin it for everyone, but anyone who
rides is aware that OHV areas are closing
rapidly, so there’s a certain amount of
peer pressure that I’ve noticed from the
other 99%, which helps keep everyone in
check. Mostly, though, everyone is
respectful of our rules, the trails and the
land.

ATV Illustrated: Is there an average

demographic for the typical H-M ATV
rider, such as age, type of ATV, pre-
ferred lodgings, etc.?

Ballard: If you take all of our survey data

and created one demographic for“the typ-
ical” Hatfield-McCoy rider, it would look
like this: both in sales and gas tax, especially com- mapping and license agreement process
pared to the past few years. Several that must be analyzed by the parties, their
• Male (83.5%) motorized-specific businesses have counsels and all stakeholders. Then, of
• Between the ages of 35-44 (29.5%) developed, such as the Rolling Thunder course, you must map the area, design the
• An ATV rider (66.8%) Extreme Race Park, which has a hillclimb system, construct new trails, maintain any
• Enjoys a challenge (70.5%) and dragstrip, and that is a fun activity for existing trails we might want to use, sign
• Travels between 300-400 miles (22.3%) people in the evenings after they leave the property, complete any environmental
• Buys a one-day pass (33.15%) the trails. clean-up or mitigation that might be
• Stays an average of three days (40.7%) I do think we are only at the tip of the required-we have federal oversight by the
• Spends $250-$500 a trip (34.3%) iceberg, however, in regards to what eco- Bureau of Land Management-and a host
• Prefers hotel accommodations (61.3%) nomic growth the area will realize five to of other tasks. Finally, a trailhead site
ten years from now. must be prepared and then the physical
That’s not to say, though, that our riders structure built.
are not a diversified group. Again, riders ATV Illustrated: The Hatfield-McCoy As for the status of our expansion, we
from 46 states and six countries have vis- Regional Recreation Authority encom- are literally awaiting one signature on one
ited the trails. Also, 15% of our users are passes an eight-county area in south- piece of paper and are ready to begin con-
female, which I think is great as it shows ern West Virginia to be developed. struction in Wyoming County of another
that families are getting involved. However, the businesspeople we’ve 100 to 125 miles of trail. We would also
talked with in Mercer and McDowell construct one trailhead for that system. I
ATV Illustrated: Has the trail system counties seem to feel somewhat have been working closely with the lead-
brought new businesses and/or eco- ignored and are quite anxious to ership and elected officials in both
nomic growth to the region? have a few trailheads. Can you give McDowell and Mercer counties to facili-
us an update on what’s happening tate expansion into that area, too.
Ballard: The trails are the catalyst for with new trails both short- and long- As for McDowell County, we’ve seen
business growth. The direct impact is term? some promising news from a few corpo-
that people are making the trails a vaca- rate landowners, but nothing’s in writing
tion destination, so lodging, outfitting Ballard: Expanding the trail system is a yet. The municipal and county govern-
and rentals, and services like food and complicated endeavor. Our system is ments are anxious to begin, as are we, so
fuel, are in demand. There are indirect developed on private property, so first we’re pursuing our leads aggressively.
impacts, too. For example, the B&O you must have willing landowners with The Wyoming County system is relatively
taxes of municipalities are increasing, whom to work. Many are interested in close to the McDowell County border, so
allowing the small communities to see joining the project, because we provide a once it’s completed McDowell will realize
budget growth, and our state govern- lot of benefits to landowners, but even if some indirect benefits from that system as
ment is seeing increases in tax collections they are interested there’s a complicated well.

www.atvillustrated.com ATV Illustrated / March 2004 45

 Our project began as a seven-county SUMMARY Rockhouse Trailhead
project, as Mercer County did not partici- West Virginia’s people have a long (approximately 100 miles of trails)
pate during the first year of development, history of self-reliance. Because of the Driving north or south on Rt.119, take the
so it was understood when they peti- scope and magnitude of projects such as Logan exit (Walmart). Follow Rt. 73 east to
tioned our board to join the project that this, we have to admire their commit- Rt. 10. Take Rt. 10 for 16 miles to Rt. 80
because Mercer signed on last, it would ment-and, to be honest, their guts. The south. Bear right onto Rt. 80, cross the
have to wait until each of the other seven combination of spectacular scenery, a bridge and the railroad tracks. Cross the
counties had trails before we would begin great trail system and an ATV-friendly river and make a left at the stop sign.
construction there. Of course, if for some atmosphere can turn cow chips into blue Follow the road approximately a half-mile
reason willing landowners came forward chips and be a tremendous boost to the to the trailhead center. Thirty minutes
in Mercer County, and there was nothing southern West Virginia economy. Thanks from Logan, 30 minutes from Bearwallow
moving in the other counties, I see no for your time Matt. Trailhead, 20 minutes from the Lyburn
reason why we wouldn’t construct a sys- office.
tem there. TRAILHEAD DIRECTIONS
Finally, it is important to note that Buffalo Mountain - Rev. Compton Park
the expansion into those counties has Bear Wallow Trailhead (approximately 75 miles of trails)
been mandated in West Virginia Code by (approximately 100 miles of trails) From Rt. 119, follow Rt. 52 south through
our legislature. There is no doubt we are Driving north or south on Rt. 119, take Williamson. The trailhead center is eight
expanding, it just takes time. I think for a the Logan exit (Walmart). Follow Rt. 73 miles outside of Williamson. The historic
trail system that is only three years old, east to Rt. 10 south. Pass the town of town of Matewan (depicted on the trail
400 miles isn’t too bad. We’re developing Logan and make a left onto Rt. 17 north. map) allows off-road enthusiasts to ride
one of the best riding areas in the country Go under the train trestle (only nine feet into town. Please ride responsibly and
which is becoming a vacation destination high). Make a left onto Red Campbell Rd. obey all road rules. Twenty minutes from
for users from around the world. at the Wanda Trailer Park. Make the sec- Williamson, 45 minutes from Bearwallow
Unfortunately, that can’t happen ond right and follow the road to the trail- and Rockhouse Trailheads, 45 minutes
overnight. I hope the business owners in head center. If you cannot fit under the from the Lyburn office.
our counties who are still awaiting trails train trestle, make a left (across from the
will understand that there is nothing our Logan Professional Building) onto Rt. 17 Water Ways Trailhead
staff or Board of Directors wants more truck route, follow the signs to Rt. 17 Driving north or south on Rt. 119
than to expand. There’s a process we north and make a left. Twenty minutes (Corridor G), take the Waterways exit that
must follow, which takes time, but from Logan, 30 minutes from Rockhouse is just north of the water park. Follow the
together we can continue our success Trailhead and 20 minutes from the Lyburn road approximately a half-mile to the
throughout all of southern West Virginia. office. trailhead. Driving distance is approxi-
mately 21 miles south of Charleston and
ten miles north of the Madison/Danville
exit.

FEES
$100 annual out of state, $25 annual in-
state, $35 for three- to seven-day permit,
$15 for a one-day permit.

CONTACT INFORMATION

For more information contact

Hatfield-McCoy Trails,
P.O. Box 539,
Lyburn, WV 25632;
800/592-2217;
website www.trailsheaven.com

46 ATV Illustrated / March 2004 www.atvillustrated.com

 WEST VIRGINIA HISTORY
Most people are aware of the a state government loyal to the Union. restored government was considered
infamous Hatfield-McCoy feud, but Thus was the beginning of the state of the legal government of Virginia, it
few are aware of how West Virginia West Virginia. granted permission to itself on May 13,
seceded from Virginia to become a 1862, to form the state of West Virginia.
separate state. The mountain range west of the
Blue Ridge became the eastern border COUNTY FACTIONS
Western Virginia had little indus- of West Virginia to provide a defense The new state desperately needed
try in the late 18th and early 19th cen- against Confederate invasion. One of a better road system, so one of its gov-
turies, so most families were engaged the most controversial decisions ernment’s first actions was to give the
in farming. Because of the area’s rough involved the Eastern Panhandle coun- individual county governments taxing
terrain, the average farmer cleared and ties, which supported the Confederacy. authority to install and improve their
cultivated only 25 acres. Corn was the The Baltimore and Ohio Railroad, own roads. As a result, almost all of the
biggest crop, but cattle, hogs and which ran through the Eastern new roads tended to link the small
sheep were also raised. From the for- Panhandle, was extremely important for farming and mining communities with-
mation of the earliest communities, both economic and military reasons. in each particular county’s borders, with
sectionalism developed along the Blue Inclusion of these counties as part of the little inter-county networking; the agri-
Ridge Mountains between western state of West Virginia removed control culture-based economy didn’t dictate a
and eastern Virginia. The Virginia State of the railroad from Confederate hands. need for long transportation.
Constitution, adopted in 1776, granted Nowadays, of course, all the counties
voting rights only to white males own- The U.S. Constitution says that a are linked up with highways, but the
ing at least 25 acres of improved or 50 new state must gain approval from the tradition of counties freely governing
acres of unimproved land. This reflect- original state; this never occurred in the their populace the way they see fit
ed the interest of eastern Virginia but case of West Virginia. Since the new remains.
discriminated against the emerging
class of small landowners in the west
(since many western Virginians did not
own the land on which they lived, they
did not have the right to vote). This
combination of small farms, difficult
terrain and a scarcity of sophisticated
farming implements did not lend itself
to the usage of slave labor, and as a
result, there were few slaves used in
that part of the state.

The approach of the Civil War only

made matters worse. In November
1860, Abraham Lincoln was elected
president, and within days after
Lincoln’s order to seize Fort Sumter in
South Carolina, a convention of
Virginians voted to submit a secession
bill to opt out of the United States.
However, the delegates from the west-
ern part of the state marched out of the
Secession Convention, vowing to form

www.atvillustrated.com ATV Illustrated / March 2004 47

 GFI PRESENTS

THE ELSINORE
GRAND PRIX
The Legend Lives On!
Story and Photos by Jeff Henson
48 ATV Illustrated / March 2004 www.atvillustrated.com
 For one weekend a year the southern
California town of Lake Elsinore, home of
the state’s largest natural freshwater lake,
closes off its normally placid downtown
streets in order to hold the world-famous
Elsinore Grand Prix. Within a three-block
area of this small community, ATV and
motorcycle parts are displayed, food ven-
dors sell their goodies and souvenir stands
hawk their wares as RVs descend upon this
beautiful little village and disgorge scores of
off-road racers and fans. They’re here for
two full days of motorcycle and quad racing
in just about every class and skill level.

THE RACE COURSE

We can’t recall any place in this coun-
try where a quaint little lakeside commu-
nity, laden with antique stores and gift
Jeremy Schell takes on lap traffic, as he would eventually race his way to a
shops and appearing to be out of a
3rd place overall victory.
Norman Rockwell painting, allows its
main street to be turned into an 80-mph
straightaway–but motorcycles and quads weaves its way through residential streets, and soar over several jumps, including a
reach speeds approaching that mark as eventually leading to the motocross por- gnarly step-up jump leading to an 85-foot-
they blast down the quarter-mile stretch of tion of the course. Here things get a little long tabletop. Leaving the motocross track,
pavement next to the town park. From more technical as racers negotiate a racers head up the mountain via a number
there, racers funnel single-file through a course that mixes pavement and dirt. The of switchbacks, where the trail becomes
chicane and out onto a wide-open, mile- motocross section is the most popular area narrow and treacherous (we witnessed a
long, rutted dirt road between the road- for spectators, thousands of whom set up few quads whose left wheels dangled pre-
side businesses and the town’s surround- camp at their favorite viewing spot days cariously over the hillside while passing
ing mountains. The course then takes a ahead of time. On race day the fans cheer their competitors). Eventually racers
hard left back on the pavement as it the riders on as they negotiate obstacles descend the mountain and return to the
streets of Lake Elsinore. Once again they
maneuver their way through residential
streets and out to a hairpin turn over a
freeway overpass. Finally, with fifth gear
pinned and the machine screaming, racers
rip through town as they cross the starting
line–and do it all over again. After one
hour of high-speed excitement, the check-
ered flag appears.

HISTORY
The legend began in the early 1970s
when motorcycle enthusiasts, including
professional racer Malcolm Smith and the
late actor Steve McQueen, brought the
Elsinore Grand Prix to the masses with the
film On Any Sunday. Back then quads did-
n’t exist and motorcycle racers were riding
(then) state-of-the-art dirt bikes like
Bultaco, Triumph and Maico–names most
Banshee rider Lance Schoonmaker never backs off the throttle as he makes
likely unfamiliar to many of us less then 40
the transition from dirt to pavement.
years of age. However, even though On

www.atvillustrated.com ATV Illustrated / March 2004 49

 RESULTS: 2003 LAKE ELSINORE GP
Lake Elsinore, CA (89 total quads entered)
Experts (Top 10 of 25 entries)
1. Doug Eichner (El Cajon, CA)
2. William G.Yokley (Tompkinsville, KY)
3. Jeremy Schell (Hemet, CA)
4. Jeff C. Anderson (San Bernardino, CA)
5. Wayne Matlock (Lakeside, CA)
6. Allen White (San Diego, CA)
7. Tim Gillespie
8. Lance E. Schoonmaker (El Cajon, CA)
9. Clark Evernham (Lakeside, CA)
10. Theo J. Lusardi (Carlsbad, CA)

Intermediate (Top 5 of 10 entries)

1. Tony Munio (Canyon Lake, CA)
2. Barry Bennett (Blythe, CA)
3. Ed Franco
4. Larry Heidler (Moreno Valley, CA)
5. Vallen Harris (Lake Elsinore, CA)

Novice (Top 5 of 10 entries)

In the end, it was all Doug Eichner on the Duncan KFX400. 1. Russ Brenan (Irvine, CA)
2. Jeffrey Lasher (Auburn, CA)
3. David Hall (Goodyear, AZ)
Any Sunday turned out to be a hugely supercross star Ryan Hughes, quad racing 4. Jeremiah Kelley (Perris, CA)
popular film, the Elsinore GP itself was icon Doug Eichner and GNCC profes- 5. Eli Madero (El Cajon, CA)

cancelled after less than a decade of exis- sional racers William Yokley and Mike Beginner (Top 12 of 44 entries)
tence, and the days of dirt-bike racing Penland. Don’t let the big names fool you, 1. Michael Sorchy (Lakeside, CA)
2. Doug Bowman (Corona, CA)
through this picturesque little area though. If you’ve never raced your ATV
3. Robin Fawcett
seemed to be long gone. off-road before but always wanted to,
4. Keith Smith (Wildomar, CA)
Elsinore is the perfect place to get your 5. Rick Clark (Canyon Country, CA)
REVIVING THE LEGEND feet wet. It combines the best elements of 6. Christopher Zuniga (Riverside, CA)
GFI (Goat For It Racing) race pro- motocross, cross-country and even a little 7. John T. Fisher (Murrieta, CA)
moter and former factory-backed flattrack (although much of it is on pave- 8. Tracy R. Grieger (Santa Clarita, CA)
9. Chris T. Thornton (Rialto, CA)
motocross racer Goat Breker wasn’t con- ment) to give you a taste of the different
10. Dean Johnson
tent to see the GP pass away, though, and types of racing and let you find the one 11. Marty Bradford (Apache Junction, AZ)
long dreamed of bringing it back to Lake that most interests you. 12. Randy Close
Elsinore. In 1996 his dream became a
reality when he was able to do just that.
Along with that reality came a host of
new classes (quads, women’s motorcycle
and 50cc mini, to name a few), with the
result that the race itself takes two full
days of daylight to complete. There are
also two motos that harken back to
Elsinore’s past racing glories. The Vintage
race–open only to motorcycles made in
1974 or earlier–is a crowd favorite that
attracted more than 50 competitors, while
the Legends race is open to those riders
who raced the Elsinore GP in the 1960s
and ‘70s.
Today’s Elsinore Grand Prix attracts
thousands of racers from all over the
world. It’s a favorite with some of the top
names in off-road racing, such as champi- A step up jump foreshadowed Elsinore’s famous 90-foot tabletop jump.
on desert motorcycle racer Destry Abbot,

50 ATV Illustrated / March 2004 www.atvillustrated.com

TEAM DRI DESERT RAPTOR
Taking an up-close look at Duncan’s “Big Gun” desert racer
Story and Photos by Jeff Henson

Don’t let the pictures fool you. If you

At the 2003 finish of Nevada’s famed Vegas-to-Reno
look really close, you can see this stealthy
Desert Race, ATV Illustrated was on hand to interview desert fighter has been to hell and back.
Rocks and debris hurled from snared com-
the racers fortunate enough to complete all 511 miles of
petitors have left scars and a crack or two
“Best In The Desert’s” silty, high-speed, barren desert in the front plastic and radiator shroud.
course. One thing we noted from many of the pro-level There’s also a sizable dent on one of the
lower A-arms, probably left over by a
competitors, though, was the mention of one particular high-speed impact with a boulder; team
ATV that was incontestably faster at top speed than the rider Leonard Duncan jokingly claims his
partner, Allen White, is responsible for
rest of the machines that made it to the finish line. that one. Regardless, Team DRI’s Desert
Professional desert racer Steve Beilman summed it up Raptor has proven itself a highly reliable
force with which to be reckoned.
this way: “That Raptor just walked away from us.” This lightning-fast Yamaha’s list of
accomplishments include an ‘02 third-

52 ATV Illustrated / March 2004 www.atvillustrated.com

 without having to dismantle anything
(look for a full product evaluation on the
Edelbrock carburetor in the next issue of
ATV Illustrated).
On the other end of the motor, the
stock exhaust has been replaced with
Duncan’s Fat Boy four-head pipe and
silencer, complete with turndown and
spark arrester. This combination allows
the high-performance motor to exhale
freely with minimal restriction. It also
alerts pit stop crews, well ahead of time,
that their rider is preparing to come in for
a fuel stop.
The transmission uses DRI-manu-
factured Yukon gears that have been
hardened. Leonard and Allen have been
running them for a year now and say
they still look like new. The new after-
market gears are still in the prototype
stages of development, but look for them
place pro finish at the three-day Nevada The stock carburetor was replaced to be available to Raptor owners early
1000 off-road race and Doug Eichner with an Edelbrock 38mm unit. A Pro next year. The stock clutch components
and Mark Spaeth just missing (by a mere Design Pro Flow K&N air filter kit with have also been replaced with a Hinson
26 seconds!) a first-place Pro trophy at Outerwear was also installed for optimal clutch basket and Six Spring inner hub,
the ‘03 Vegas-to-Reno race. At the time air intake. The Edelbrock carb provides a teamed up with Duncan Racing’s clutch
of this writing the Duncan Raptor team significant power increase while dramat- plates.
was sitting in the fourth-place points ically improving fuel mileage. Topping off
championship spot in the “Best In The the five-gallon IMS fuel tank gives this CHASSIS
Desert” series. The team is still within high-performer an unheard-of 100-mile The stock frame still remains on the
striking distance of the leaders, as the range between fuel stops. The Edelbrock racer but has been reinforced with welded
last race in the series, the Las Vegas 200, also does away with the nightmarish task gussets. The frame then received a scratch-
still remains to be run. Duncan has also of jetting the stock Raptor dual-carbure- and chip-resistant powder coat. The stock
ridden the DRI Raptor to a third-place tor setup; all jetting is external on the footpegs have been replaced with IMS/Roll
National Championship in the World Edelbrock, making for quick adjustments Design stainless steel pegs, which are
Off-Road Championship Series.

ENGINE
It takes a lot more than just a few
bolt-on products to be competitive in the
desert. The Duncan Raptor has been
modified to reach speeds close to 100
mph! The engine is ported to perform in
the desert, a process that includes a three-
angle valve job. Valve guides were short-
ened, followed by the installation of
heavy-duty valve springs and titanium
retainers. The engine also got a compres-
sion boost with the installation of a 12:1
JE piston. All work was performed on the
Duncan Racing flow bench to assure that
the powerplant achieves maximum
horsepower and torque while retaining
reliability.

www.atvillustrated.com ATV Illustrated / March 2004 53

 The beginning of three days
SPECIFICATIONS
and 1,000 hard miles Machine… 2003 Yamaha Raptor from
in Nevada Temecula Motorsports
Engine Mods… Duncan Porting with
three-angle valve job, 12:1 JE piston
Valve Train… DRI camshaft, HD valve
springs w/titanium retainers and short-
ened guides
Ignition… Vortex programmable
Carburetor… Edelbrock 38mm
Intake… Pro Design Pro Flow w/K&N
air filter and Outerwear
Exhaust… Duncan Racing Fat Boy 4
Clutch… Hinson basket w/six-spring
inner hub, DR clutch
Gearbox… DRI-manufactured proto-
type hardened Yukon gears
Transmission Fluid… Maxima Maxum
4 Premium
Chain… Tsubaki
much longer and wider than the stock CONTROLS
Gearing… 15/40
pegs and incorporate kick-ups on the out- Wider TAG Metals (CR500 high-
side ends to keep the rider’s boot from bend) handlebars increase the amount of Fuel Tank… IMS five-gallon w/dry
brake
sliding off. leverage the rider has, making turning
The entire stock front end was much easier. A Motion Pro twist throttle Fuel… Trick race gas
removed to make room for a new Roll and throttle cable replaced the stock Chassis… Reinforced stock frame
Design front suspension kit. The kit thumb throttle to eliminate thumb cramp- Footpegs… IMS/Roll Design w/kick-ups
includes “gullwing”-style A-arms that are ing during the longer races. Braking is Shocks… Custom Axis
approximately three inches wider and one handled by Braking rotors and pads both
A-arms… Roll Design
inch forward from the measurements of front and rear, fed through Crown-series
the stock A-arms. Long-travel Custom steel-raided brake lines with a blue pro- Tie Rods… Ricky Stator
Axis shocks provide 13 inches of suspen- tective coating. Steering Stem… Roll Design
sion travel while retaining the stock ride A Roll Design anti-vibe steering stem Steering Stabilizer… GPR V2.0
height. This makes for a super-plush ride utilizes the new GPR Version 2.0 stabilizer Swingarm… Roll Design
over rocks and ruts without giving up sta- that rests just below the handlebars. The
Axle… Team Industries
bility in the corners. new stabilizer design keeps it well protect-
Axle nut… DR stainless
The rear suspension also received ed while allowing the rider to adjust stiff-
the Roll Design/Custom Axis package, ness without stopping. The stem and stabi- Handlebars… Tag Metals
providing ten inches of travel. The lizer combo also provides a slightly taller Grips… Tag Metals
tapered chromoly Roll swingarm is one handlebar position for added rider comfort. Controls… Works Connection
inch longer, and much stronger, than the The longer front A-arms made the Wheels… Front, Douglas Shamrock
stock-length swingarm. The swingarm stock tie rods obsolete, so Ricky Stator w/beadlocks; rear, Douglas Shamrock
also makes use of a round-housing axle stainless steel tie rods and tie rod ends w/beadlocks
carrier design, much like that of the were custom built to accommodate the Tires… Front, 23x7x10; rear, 22x11x9
Honda TRX250R or 400EX. The round added length. The tie rods are constructed
Skid Plates… AC Racing
cam-style carrier provides quick and sim- of heat-treated solid stainless steel, making
ple chain adjustment. Completing the them much less prone to bending and Grab Bar … AC Racing
rear suspension package is a Team breaking than the stock rods. Ricky Stator’s Brakes… Braking rotors and pads
Industries rear axle that is longer than the tie rod ends are also nearly identical to the Fluid… Maxima DOT 3
stock unit to provide added stability and stronger Honda-style tie rod ends, the dif- Throttle & Cables… Motion Pro
match the tire paw print of the widened ference being that they are tapered to fit
Lights… Ricky Stator (not pictured)
front end. into the Yamaha Raptor spindles.

54 ATV Illustrated / March 2004 www.atvillustrated.com

 RIDER PROFILES

Rider: Allen “Stretch”White

Age: 22
Home: San Diego, CA
Occupation: Shipping Manager, Duncan
Racing International
Number of Years Racing: Six
Types of Racing: Desert & Motocross
Greatest Accomplishments: 2000, 2001
District 38 Champion. 2000, 2001, 2002
Superstition FRT Series Champion. Two-
Time 24-Hour World Endurance
Champion. 2001 BITD Amateur
Champion and High Points Winner. 2002
Best In The Desert Third-Place Pro Points
Winner
Favorite Race: 24 World Endurance Best in the Desert team riders #2 Leonard “Kooter” Duncan and #1 Allen “Stretch”White
Championship
Most Memorable Moment: Beating ATV Racing, Flat Track & Desert Motorcycle
TEAM
legend Doug Eichner and King of the Racing
SPONSORS
Desert Dean Sundahl in 2002 Greatest accomplishment: 2002 World
Hobbies: Going to the river, mountain Off-Road Championship Series Second-
biking, riding ATVs, bowling Place Points Champion. 2003 24-Hour MAIN
Greatest Inspiration: Doug Eichner (“the World Endurance Champion, being Doug SPONSORS:
reason I started racing”) Eichner’s mechanic throughout all his Duncan Racing International Inc.,
championships Roll Design, Golden West Cycle,
Name: Leonard “Kooter” Duncan Favorite Race: Vegas-to-Reno IMS, Temecula Motorsports
Most memorable moment: Coming in
Age: 37 second place to Doug Eichner by just 26
ASSOCIATE
Home: Lakeside, CA seconds at the 2003 Vegas-to-Reno Desert
SPONSORS:
Occupation: Sales Manager, Duncan Race
Elka Suspension, Hinson Clutch
Racing International Hobbies: Riding ATVs, playing with
Components, Vortex Ignitions,
Number years racing: 32 daughter (14) and son (11)
Yukon Gear and Axle
Types of racing: Desert & Motocross ATV Inspiration:“My father, Danny Duncan”

CONTRIBUTING
A little air time during
SPONSORS:
Best In The Desert’s three-day
TAG Metals, One Industries,
Nevada 1000 event.
Braking, Motion Pro, Maxima,
Custom Axis, Outerwears, Sunstar,
Pro Design, Tsubaki, Trick,
Team Industries, GPR Stabilizers,
Works Connection,
AC Performance

APPAREL
SPONSORS:
O’Neal, Smith Goggles,
Winex helmets

www.atvillustrated.com ATV Illustrated / March 2004 55

EVOLUTION OF THE “R” now has a four-stroke that can not only
compete with but is able to beat the two-
strokes! Honda is also finally injecting its
Honda releases the mighty TRX 450R top-shelf technology into its ATV division
as well, another welcome change from
By Andrew Smith and John Arens past practice. The other major change is in
the chassis design, which shows that
Honda has learned from the experience
It’s taken 15 years, thousands of let- The similarities and differences gained by aftermarket companies that
ters of complaint and an occasional prod- between this new release and the leg- kept both 250Rs and the racing scene
ding in the ATV media, but Honda has endary TRX 250R are striking. Nearly two alive for so many years. Let’s face it: the
finally released an ATV it feels will be the decades of technical advances have made 250R of old bears only a shadowy resem-
replacement for the legendary TRX 250R. the two-stroke 250R of old into the TRX blance to the aftermarket “R” riders have
In fact, this is the first ATV to carry 450R four-stroke of today. In the days of become accustomed to and tend to think
Honda’s “R” moniker since 1989-and all the 250R, four-strokes were mostly play of so fondly. Today, however, is Judgment
those years of waiting by Racers and bikes incapable of competing with the Day. Lets see what she’s got!
Recreational Riders have come to an end! lighter, quicker-revving two-strokes.
Is this new R the machine that so many However, during the past 20 or so years ENGINE
have been waiting for, or is it simply a Honda (and nearly every other manufac- The heart of the TRX 450R is based
beefier 400EX? turer) has progressed to the point where it loosely on the CRF450 motor, with mod-

56 ATV Illustrated / March 2004 www.atvillustrated.com

ifications made to withstand the rigors second is that heat from the engine will more power (and who isn’t?). The kit is
an ATV undergoes that its two-wheeled not be affecting clutch action by trans- purpose-built for racing but can be used
cousin doesn’t see. One of these was to ferring excess heat from the motor to the in most off-road situations and, Honda
beef up the transmission for the larger clutch oil. As for the engine head, the says, increases the overall power of the
ground contact patch and load that ATVs valve-train design has four steel valves machine by 13%. The kit consists of a
have. Gear ratios were also reworked for (36mm intake and 30mm exhaust), all new cam, spark-arrester/silencer core, air-
the different-sized tires an ATV comes activated by a Uni-cam (single cam) box cover, intake snorkel, main jet, slow
with and to better suit an ATV platform. which has three lobes on it. Two lobes jet and needle jet, all for only $299.95. The
Oil capacity in the 450R is increased over activate the intake valves and the other kit is available directly from your Honda
the motorcycle engine, not for reliability actuates the forked rocker arm, which dealer.
standards but in order to compensate for opens the exhaust valves. Valve adjust-
the fact that when an ATV is transvers- ment is done via shims (very different CHASSIS
ing an off-camber obstacle it leans with than the system used on an EX). Many At first glance the chassis may look a
the contour, forcing oil to one side of the of the motor’s components are made lot like an EX, but in reality it’s very dif-
motor and possibly away from areas it from lightweight magnesium, and their ferent. For starters, the subframe is made
needs to be (someone must have been sizes have been shaved down to keep from aluminum to help save weight and
working late to think of that one!). The overall weight to a minimum, allowing powdercoated to match the color of the
450R gives up the CRF carburetor found the motor to rev faster. The cylinder frame. The removable subframe also
on the motorcycle and is fitted with a itself has a Nikasil coating that lets the gives better access to the rear shock, but
Keihin 42mm with both a butterfly and motor run cooler, extends engine life and most importantly can be replaced in the
slide to offer smoother, easier-to-ride allows for a more consistent power out- event of a nasty crash. The swingarm is a
power. Displacement 50R is a true put. Although the outside of the motor one-piece cast aluminum unit very simi-
450cc, utilizing a 94mm bore and resembles that of the CRF, the inside has lar to the EX, but it utilizes slightly differ-
64.8mm stroke. The longer stroke of the been specifically designed for an ATV. ent linkage ratios for better handling.
450R helps to produce more torque for As an added treat Honda is offering The rear suspension is fully adjustable
pushing an ATV’s additional weight. an HRC hop-up kit for those interested in (rebound and compression) and boasts
Like the CRF, the engine is kickstart
only, which is bound to be one of those
love/hate types of arrangements for
nearly everyone: true sport riders will
probably love it, but riders who will keep
their TRX strictly for trail or dune riding
will most likely be in the “Why in the
Almighty’s name doesn’t it have electric
start?” camp. We could see it either way,
but at the end of the day it’s personal
preference, and if you want to ride Red
you’ll learn to suck it up and kickstart
like a real racer!
As with any modern, high-perform-
ance four-stroke, liquid cooling is a
must, and the large radiator is equipped
with an on-demand fan that monitors
engine and coolant temperature and
kicks on when it needs a little more air-
flow. Just like Cannondale’s ATVs there
are two oil cavities, one for the clutch
and gearbox and the other for the head
and crank. That’s nice, as there are two
major advantages to be had with this
arrangement. The first is that you can
use oils that are specific to a particular
area and task; there’s no need to try to
make one lubricant do everything. The

www.atvillustrated.com ATV Illustrated / March 2004 57

 major items. The items on this machine, the package as a
side of the engine whole would not be as complete or work
case contains a as well-so typical of Honda to pay atten-
small sight window tion to these details!
for quick, easy
checking of trans- RIDING
mission oil level. All Throwing our leg over this machine
three brake calipers for the first time finally reaffirmed that
are designed to we were not dreaming! For years seri-
pivot out for easy ous sport enthusiasts who have been
and quick brake pad nursing along their trusty old 250Rs
removal and instal- have been dreaming that someday a
lation. The control replacement would roll out of the “Red
levers are similar to Rig.” Well, the first time we threw our
the CRF’s in size, leg over this 450R convinced us that it’s
shape and styling, no longer a dream (while the 400EX is a
and are more good machine, it did not reach this
adjustable than those plateau-but it wasn’t designed to!).
on past ATV models. Whether the 450 was going to plant its
Rear brake and shift flag atop the Mt. Everest of ATVs would
pedals are made soon be determined.
from aluminum in When we first sat on the machine
order to save everything felt very natural and com-
nine inches of wheel travel, while the weight. The 450’s handlebar grips are fortable; in fact, it felt very much like an
front (also with fully adjustable piggy- similar in design to that found on its two- EX. If you’re comfortable with the lay-
back shocks) provides you with 8.4 inch- wheeled counterpart. Without the little out of the controls and the basics on an
es via dual A-arms. Two dual-piston
calipers putting the squeeze on 174mm
diameter disks power the front brakes,
which most of the test riders really liked.
Honda also utilized the hybrid brake line
used on its CR series, which is a rubber
line reinforced by steel lines to help
reduce bulging during use, resulting in
greater feel and stopping power. The
front bumper and grab-bar are also made
of aluminum in order to save precious
weight. The rear axle-bearing carrier
comes with two single-row bearings on
the sprocket side to help take the addi-
tional load from the chain torque. This
also helps lengthen the life of the bear-
ings. Complementing these chassis
innovations are newly designed Dunlop
front tires, along with Dunlop rear tires.
While the chassis as a whole is new from
the ground up, there are many features
found here that come Honda uses on the
EX and the R and that aftermarket com-
panies have used on the 250R.

LITTLE THINGS MEAN A LOT

The 450R is also loaded with many
little features that help to complement the

58 ATV Illustrated / March 2004 www.atvillustrated.com

EX, you’ll be right at home on this power delivery is
machine. While the seat has a nice, very smooth and
slender feel to it, the gas tank bulges seems to keep
out, forcing your knees outward in a pulling through the
somewhat awkward manner. However, powerband. There’s
as we started riding it did not seem to plenty of usable
affect anything or after a while it really torque while it still
wasn’t noticeable any more. Sitting revs relatively quickly
astride the machine makes it feel as if (while first gear feels
the rear tires are right underneath you too tall, the amount
and that the wheelbase is very short, of torque helps to
but again, when actually out riding, the offset this minor
layout and weight bias are really quite issue). Cornering is
good. The machine starts fairly easily very comfortable,
when cold, and with the aid of an auto- especially at low to
decompression mechanism it turns mid-level speeds. At
over quite easily. The only problem we high speeds corner-
found with starting was when we ing gets a bit trickier
stalled it. Starting was a bit more diffi- due to the machine’s
cult in that circumstance, as it would taller nature, which
take five to ten kicks, even with the causes a little body
hot-start. However, if we shut down roll, but it’s still very
the machine intentionally, it would stable (just don’t get
refire on the first or second kick almost lazy or you could find
every time, hot or cold. This taught us a yourself rolling in the dirt instead of on in to your style of riding, speed and
valuable lesson: don’t stall it (not with- top of it). Straight-line stability is very weight. Due to the very sensitive nature
out a big lead, anyway)! The motor’s good once you have the shocks dialed of the shocks and how much adjust-
ment they offer, being slightly off in the
settings would cause us to have quite a
bumpy ride, but once dialed in, the 450R
tracked very straight and predictable.
The suspension is excellent for a stock
machine, better than many aftermarket
options. When jumping the weight bal-
ance is very good and the machine flies
very predictably. On the trails and
high-speed fire roads, it handles
superbly. The suspension is plush
enough that it handles roots and rocks
with very little negative feedback, and
the ergonomics are very comfortable for
trail riding (just like Carmen Electra,
this is a very good package you’ll love to
play with). If you’re comfortable on
your EX but want a little more power,
you’ll really like the 450R. Is it a worthy
replacement for the 250R? You bet! It’s
got more power, better handling, is eas-
ier to ride and more fun than any stock
250R ever was. If you’re going to the
races it’s a fantastic base to start with; if
you’re heading to the trails or dunes,
you can play all weekend on this quad
and not be disappointed.

www.atvillustrated.com ATV Illustrated / March 2004 59

IS THIS THE BEST PERFORMANCE always owned the red bikes), this is a
Like and, dislikes,
MODEL ON THE MARKET? two-part answer. Yes, it can be competi- and a misconception
Once people found out how the tive with anything else on the track.
450R compared to the 250R, the question However, with both machines in stock LIKES
we were asked most was how it com- form, the YFZ is easier to take racing and - Easy to start if you shut it off (but not
pared to the YFZ and the LTZ. go fast on. If you put the two on equal if you stall it!)
footing with the same modifications - Comfortable ergonomics, especially
Is this the best quad out there? (and the few extras to the Honda like the for taller riders
- Good braking
That depends on a lot of variables, such as FCR carb, higher compression piston
- Suspension adjustment unmatched by
your riding skills (or lack thereof), what and different cam, to get it on equal
any other model
type of riding you do, what sort of modifi- footing with the YFZ), we feel that the
- Smooth shifting, easy-to-use motor,
cations you want, etc. two will pretty much be in a dead heat. doesn’t tire you out over time.
The only difference at that point will be - Predictable handling.
Is this the best “all-around” quad that the rider. The only problem here is that - Fun to ride!
the average rider can do almost anything it will cost more to do so to the Honda,
on? while the boys on Blue will be making DISLIKES
- Plastic styling and ease of plastic
Yes, this is a very good all-around laps!
removal. Both are two steps backwards
machine that will tackle almost anything
for Honda. We’ve always really appreci-
thrown at it. It’s easy to ride, has excep- Is this the best play/trail bike?
ated Honda’s plastic layout, which was
tional handling and is probably bullet- This is a toss-up that will be decided by clearly ahead of the competition, and we
proof. rider preference. If you like to do a little of know that plastic styling is a preference
everything-go fast, putt around, take a issue, but that isn’t our concern here; it’s
Is this the best race bike? relaxing ride, etc.-the 450R shines, as the more how the odd cuts and shapes
No, not off the showroom floor it isn’t. soft suspension and forgiving handling affect your riding. For example, under
However, before diehard Honda fans get make a relaxing, fun ride. Typical Honda- the seat there’s a cutout in the plastic
too worked up at us (remember, we’ve it can do it all! that catches your riding boot almost
every time you enter a corner. Also, on
the 250R you can remove the seat and
rear fender deck with one easy-to-use
lever. This really helps in cleaning, but
oddly enough that can’t be done on the
CRF.
- Large tank (uncomfortable to ride
with legs bowed out)
- Difficult to start if you stall it.
- Very tall first gear.

MISCONCEPTION
Probably the biggest misconception
about the 450TRX is that it is an EX chas-
sis with a CRF motor wedged inside. Not
so! While the frame does resemble that
of an EX, it’s very different. Many of the
good things from the EX, the 250R and
even the aftermarket were incorporated
in this machine, making it an all-new
design and a very capable performer.
The motor is also very different from the
CRF powerplant, and is basically an all-
new one designed exclusively for the
added load of an ATV and to meet
Honda’s stringent quality standards.
While Honda did start with the motorcy-
cle engine as a baseline, the end result is
more a brother to the motorcycle than a
copy of it-and a better brother at that!

60 ATV Illustrated / March 2004 www.atvillustrated.com

 SPECIFICATIONS

MSRP: $6599 Brakes, front: Dual hydraulic, twin-piston calipers

Model: TRX450R w/74mm discs

Engine: 450cc, liquid-cooled, single-cylinder Brakes, rear: Single hydraulic, single piston caliper
four-stroke w/190mm disc

Bore and Stroke: 94mm x 64.8mm Tires, front: Dunlop 22 x 7 x 10 radial

(exclusive to Honda)
Compression Ratio: 10.5:1
Tires, rear: Dunlop 20 x 10 x 9 radial
Valve Train: Unicam, four steel valve (same as found on the Raptor)
Carburetion: Keihin 42mm w/throttle position Length: 72.6"
sensor
Width: 46.3"
Ignition: CD w/electric advance
Height: 43.6"
Starter: Forward kick
Seat Height: 32.6"
Transmission: Five-speed manual
Ground Clearance: 4.2" (at the rear axle)
Final Drive: 520 O-ring sealed chain
Wheelbase: 49.2"
Suspension, front: Independent, dual A-arm w/fully
adjustable Showa shocks, 8.4" travel. Dry weight: 350 lb.

Suspension, rear: Pro-link w/single Showa shock, fully Fuel Capacity: 3.2 gal.
adjustable, 9" travel Color: Red w/CRF-inspired graphics

www.atvillustrated.com ATV Illustrated / March 2004 61

KAWASAKI’S
FACTORY-APPROVED,DUAL-EXHAUST
A tracheotomy for your KFX700 By Frank B. Fatato
Kawasaki’s V-Force 700 is one of the line. With such a beautiful sound it’s According to Kawasaki, this all adds up
most unique ATVs ever conceived. With almost criminal that Kawasaki didn’t to an exhaust system that improves power
shaft drive, automatic transmission and a release it from the factory with dual at all rpm levels while keeping the noise
700cc V-twin engine, it clearly broke the exhausts. Fear not, though; knowing just level to about 90 dB. In addition, they offer
mold for what most would consider a how well its creation will sound and per- tuning tips for the system with one being
high-performance quad. While many sea- form with dual exhausts, Kawasaki offers quieter and the other for more performance.
soned sport riders may be skeptical when a factory-approved high-performance While there’s nothing special about
they first throw a leg over the big exhaust system for the KFX700 V-Force, the stock exhaust system with its custom-
Kawasaki, they always wind up being made by Pro Circuit for Kawasaki. Pro ary high-temperature black paint job and
pleasantly surprised by the machine. Circuit manufactures exhausts systems for super-quiet design, this dual exhaust sys-
There’s always an extensive laundry list of virtually every high-performance ATV on tem is just the opposite. It comes with
things they like about the machine-but, the market. While the Kawasaki factory- dual stainless steel headers and silencers.
without exception, they all love the motor. approved system has some similarities to The headers have a larger diameter than
The motor has more power than Pro Circuit’s other systems, there are the stock units for better flow and the dual
most of us will ever need; it seems to pull some distinct differences that include, silencers breathe much freer than the sin-
to the moon and, coupled with the auto- among other things: gle stock unit.
matic transmission, may move you faster
than you ever wanted to go, but the pure • Stainless steel header flanges INSTALLATION
power of the engine isn’t the only thing V- • Provision for heat shield on header pipe When buying accessories for your
Force fans rave about. They also love the • Twin stainless steel silencers ATV, fit is probably one of your biggest
sound. The twin pistons’ heartbeat pro- • Three-layer steel wool silencer packing concerns. Having shelled out your hard-
duces a rhythm like no other, a sound so (more durable, prevents “burnout”, earned bucks on a new go-fast goodie, the
soothing at idle that it mesmerizes motor- keeps legal sound level longer) last thing you want to do is start twisting,
heads, then drives them to the brink of • Heat shields on inside side of silencers bending, drilling or cutting the component
cardiac arrest as the engine reaches to red- • Heat cover for vent tube and shift cables to get it to fit. Kawasaki’s stamp of approval

62 ATV Illustrated / March 2004 www.atvillustrated.com

 and a half and there were a min-
imal number of tools involved,
with the most exotic being a
spring puller, which a bent finish-
ing nail and a pair of vise grips
can easily double for.
With the installation com-
plete, it was time to start the
beast up. A press of the starter
and the big animal sprang to life
with a roar! What a difference;
the new throaty, powerful sound
of the dual exhaust would be
worth the money whether it
added any power or not! A quick
check for leaks-there were none-
and then off to the trails.

RIDE TIME
The appearance of the stain-
less steel exhaust system is a ten-
on this unit raised our expectations for an from the time it conceived this quad; the fold improvement over the stock unit and
exacting fit and easy installation. We were toolbox mounting holes are reused to makes the quad look that much more
excited to hear what the 700 would sound mount the second silencer, a seamless impressive out on the trail. The other rid-
like, so we got started on the installation design, but you’ll need to find another ers with us were mostly mounted on
process as soon as the exhaust arrived. We place for your spark plug. With the heat Raptors and were all envious of the lovely
were pleased to find a clear set of instruc- shields installed and the toolbox removed, sound coming from the uncorked twin. In
tions, with only 15 steps. One thing we the dual exhaust bolted right on; a perfect fact, one of my trail comrades said he
immediately noticed when reading fit. This was honestly one of the cleanest wanted to follow me all day just to hear
through the directions was that there was installations we have ever performed; it the sound of the engine!
no mention of jetting or airbox modifica- appears to make a big difference when the Once out on the trails, we did notice
tions. A quick call to Kawasaki revealed factory is involved up front. The whole some increase in power and snappiness
that the exhaust system was designed and installation took no more than an hour from the engine. However, not having a
tested to be installed without the
need for any jetting or airbox
mods (great; that meant we
would be hitting the trails just that
much sooner!). Installation went
very smoothly; every part was
there, the directions were very
clear and everything fit like a
glove. To our delight, we didn’t
have to remove any of the plastic
for the installation. We only had
to pop off the seat and remove the
battery. Take off a total of seven
fasteners and the stock exhaust
was history, but don’t sell the
stocker on Ebay just yet; you’ll
need the heat shields. The stock
units are removed and installed
on the new system, which is an
easy fit. Kawasaki must have
been planning this dual exhaust

www.atvillustrated.com ATV Illustrated / March 2004 63

stock machine with which to compare it CONCLUSION we would expect from a factory-approved
made it difficult to tell exactly how much Installation was easy and clean, the accessory. If you’re looking for a dual
power gain we actually achieved. It was- look is much improved over stock, the exhaust system for your V-Force that has
n’t exactly earth-shattering but it was a sound is amazing and there is some power that “factory-installed”look and feel, this is
noticeable difference, which seemed to be increase. We were extremely impressed definitely the unit for you. We honestly
evident throughout the rpm range, just as with the exhaust system overall, especially would like to have seen a more noticeable
Kawasaki claimed. the fit and finish, which was exactly what power increase, but as we know, the facto-
ries tend to be on the conservative
side; when it comes to a choice
between performance and reliability,
they tend to lean reliability (not nec-
essarily a bad thing). If you’re
adventurous you’ll likely see some
bigger gains in power with some
other minor modifications coupled
with this great exhaust system.

MSRPs
KFX700-005
Complete Exhaust System
by Pro Circuit ..............$949.95
KFX700-006
1.5" Tuning Tip .............. $27.95
KFX700-007
2" Tuning Tip ................ $27.95
KFX700-008
Exhaust Repack Kit........$27.95

64 ATV Illustrated / March 2004 www.atvillustrated.com

 ATV Illustrated – SPORT ATV OF THE YEAR
Sport
The YAMAHA YFZ 450
Only a few years ago there were few
entrants in the sport ATV category. The
factories didn’t consider it a large enough
market to justify putting much effort into
new models, although we always knew
there was a sport market out there just
waiting to be catered to. Eventually the
factories also came around to that way of
thinking, with the result being a rapid
increase in the number of new high-per-
formance units available. Now, with a
plethora of new sport ATVs, it’s time to
pick a single winner, and that’s just what
we’ve done.
We have tried virtually every perform-
ance ATV ever produced, and have never
ridden anything quite like the Yamaha YFZ
450. It isn’t simply the best performance
ATV of the year--it’s the best performance
ATV of all time! When Yamaha set out to
develop its flagship-model sport ATV, it
took the technology it used and experience
it gained from its years of producing
motocross bikes and came up with a
design unlike anything ever seen in a sport
ATV. Yamaha’s intention was to make the
machine competition-capable right from
the start, and at its intro the boys in blue
couldn’t stop talking about going to the
racetrack. Now we know why: the YFZ is a
winner any way you look at it. It’s got
supermodel-sexy looks, and it simply The limit to performance is you
flows down the track. It’s light, powerful,
shifts well and flies like a falcon. Crack the
throttle and everything on the side of the ple of start-up options, either kick or
track gets blurry; before you know it you’re electric. We've tried both, and they work
railing the next corner. Get behind some- well; in fact, even its kickstart fires up
body on another model and it will be like a the engine much easier than the kick-
ravenous cheetah chasing down a baby starters on other manufacturers’ models.
gazelle: it’s survival of the fittest, and right Another option we like is the power-up
now the YFZ is the king of the jungle. kit, which really lets the motor run free.
One of the things we like about the With the YFZ the only factor limiting the
YFZ 450 is that Yamaha gives you a cou- machine is you.

www.atvillustrated.com ATV Illustrated / March 2004 65

By Andrew Smith

TEAM ATV ILLUSTRATED/ARENS BROTHERS

TACKLE THE 12 HOURS OF ATV AMERICA!
The long-term torture test of man, machine and aftermarket bolt-ons
Many times when we do product out if there are any flaws in the machine (ATV Illustrated), Bill Arens (Arens Bros.)
reviews here at the magazine, we are able or on any bolted-on products. And so it and Kyle Harkins (test rider for ATV
to give reader insights on how well prod- began… Illustrated). Our next choice was which
ucts work and how well they go togeth- Putting a team together for this race machine to use. The almost unanimous
er. The one thing that we’re not always was not easy; we had to find three good choice was Yamaha’s new YFZ450. We
able to write about, however, is how well riders, pick a machine and get everything would also be long-term testing many of
these products hold up in the long term. ready in a very short period of time. We the products you’ve seen in our past
When the idea was put on the table to decided that we were going to enter the issues and others that will be featured in
cover the 12 Hours of ATV America, our Industry Class, which meant that at least upcoming issues.
first reaction was that we should not only two of the three team members would
cover the race, but be a part of it and need to be employed in the ATV industry ASSEMBLING A MACHINE TO LAST
enter ourselves! We felt that there may in some capacity. To achieve this, we THE DURATION
not be a better test than to put 12 hours teamed up with Arens Brothers Inc. Our We started with the base YFZ we
of “race pace”abuse on a machine to find team would consist of Andrew Smith have been using for evaluations up to this

Racing action was very tight and intense

during the first few laps of each session.
point and then added the necessary parts
to get it ready to endure the full 12
Hours. As seen in the January 2004 issue,
we installed both a complete Ti-4 exhaust
system and a Guts gripper seat cover. In
upcoming issues you will find complete
reviews for many of the other items
including TBR Products +2" A-arms,
Lone Star Axcaliber axle, Elka shock
absorbers, a DSP “Power-Now” kit, an X-
factor bumper and grab-bar and more.
Also, to go with many of the larger parts,
little touches were made during race
prep. Among them a new graphics kit to
spruce up the looks, the addition of
brighter bulbs in the stock headlights to
help with the night sections, GYT-R foam
air filters and jetting to adjust for the
weather. Race preparation also included
the gathering of replacement (it’s always
a good idea to hope for the best but plan
for the worst). After more than a month
of scrambling and hard work, we were
ready to take on a 12-hour challenge of
man and machine!

RACE TIME
The morning of race day was what 12 HOURS OF ATV AMERICA
one would expect for Iowa weather in
late October-mid 40s. The race started
with a Lemans-style start: at the sound
of a loud horn, 68 teams were off, dash-
ing across the track towards their after we went through scoring, we pulled pinch bolts had worked loose and fallen
machines, hopping on, firing up and tak- into the pits for a quick tire change and out. The only hope was that the other
ing off (if you’ve ever been around a fac- were off again. This minor setback occur- bolt, already loose, would hold in there
tory at quitting time and seen the ring this early in the race had already put for the remainder of the lap. This was
employees taking off like the building us in a hole; we were now in last place! apparently asking a little too much,
was on fire, you’ll have a mild idea of With a race this long, the team didn’t get though, because at about the three-
what it’s like. Double or triple that chaos all worked up, as we knew we had quite quarter-lap mark, the second bolt fell
and intensity and you’ll get a better idea a while to make up for lost time. Within out; our front brake lever and master
of what it’s like). Once aboard their a few laps we had picked away at the cylinder were free-hanging now! A
machines, riders furiously weaved in and traffic and had crawled up to second quick, unscheduled pit stop cost us
out of the pack, trying to gain the best place. some time, but we were able to get
position before entering the first wooded Approximately three hours into the going quickly. At the end of the first six-
section---where passing would be more race, though, we suffered our second hour session, Team ATV Illustrated/Arens
difficult. If the first lap would have deter- setback: bolts were beginning to loosen! Brothers sat in second place, approxi-
mined our finish in the race, we would Our rider had hopped on for his shift mately 11 minutes out of the lead and
have had to pack up early and gone and within the first lap began noticing about five minutes ahead of the third-
home, but in a 12-hour race, endurance that the front brakes didn’t feel quite place team.
and a positive attitude can go a long way. right. After taking a few corners he real- The start of the second six-hour
On lap one we encountered the first ized the front brake lever pivoting on the session began with a Lemans-style start
obstacle: a front tire went down. Right bars freely. It turned out that one of the again. As before, our first lap didn’t start

www.atvillustrated.com ATV Illustrated / March 2004 67

 or break the YFZ450’s reputation.Yamaha
decided to really emphasize the YFZ’s
motor with this model, pushing it to its
full potential by giving us as much
power as possible, instead of detuning it
slightly to gain maximum reliability. We
weren’t sure if this was the best way to
ensure that the machine would last the
entire 12 hours of the race. However, by
the race’s end, the motor was running
just as strongly as it was at the start. In
fact, the only problem we faced on any
stock part of the machine was the one
that has been Yamaha’s “Achilles heel”on
many of its models: the weak tie-rod
ends. However, it turned out that this
traditional weak spot might have actual-
ly been the saving grace for our team
12 HOURS OF ATV AMERICA during this race. Had the tie rod end not
At the end of session 1, all of the race machines were taken to an impound broken when we clipped the tree, some-
area where they were detained during the intermission. thing else may have broken or gotten
bent. One thing we have learned over
time is that there’s no part on an ATV
out very well, as factory Kawasaki- clean and the motor healthy. When we that’s stronger than a tree; they just
backed Mike Penland spun out in front finally were able to return to the trace, don’t give when you hit them! While we
of us, leaving us with nowhere to go as we discovered we had only dropped did benefit from another team’s misfor-
riders roared by us on each side. When back into third place. However, we had tune on their YFZ (swingarm), we are
we finally managed to get out and get lost almost 14 minutes, and the fourth- keeping our eyes and ears open regard-
going again, we were left to play catch- place team was now right on our heels. ing that issue to see if it was an isolated
up and had to pass riders all over again, The rest of the race would prove to be a problem on this individual machine or if
like we did in the beginning of the race. test to see how well we could spring it may be an issue on this entire model
All went well as it did in the first session, back from adversity and if we could last line. If we find this to a common prob-
right up until, as the rider described it, for the duration of the race. During the lem, we’ll let you know, but for now, we
“this tree just jumped out in front of me, remainder of the race, it was a see-saw have not found a long-term reliability
and then it held its ground!” -meaning battle for third and fourth places problem with this machine. The only
he messed up and clipped a tree! This between us and Team Arwin Meritor, other gripe we have about the YFZ is
mistake could well have cost us the race, constantly trading positions back and that it has a very weak lighting coil.
as we had absent-mindedly forgotten to forth. At the checkers, though, it was Because of this, we could not run auxil-
bring spare tie-rods. However, we were Team Arwin Meritor who edged us out iary lights that were any brighter than
saved due to another team’s misfortune. by a mere 40 seconds! the stock lights with higher wattage
The A-class team-Skunkwerx Racing, a bulbs. To work around this issue, we
group of fast Michigan-based riders-had Now that you have the story of how simply installed brighter bulbs into our
fallen victim to a broken swingarm on our team did, here is how each of the prod- stock lights, but also bolted on one aux-
their YFZ a few laps prior to our incident ucts stacked up and endured the test. iliary light to use as a back up in case
and offered the use of one of their tie something happened to our stock units.
rods! (A huge thank-you goes out to the Yamaha YFZ 450. No matter the manu- While this is just a minor issue and not
team of Mike Novak, Lynn Smith, Tim facturer, the product, or the industry, a big reliability problem, it is something
Gale and mechanic Bart Neeb, not only first-year models always seem to have to consider if you do a lot of night riding
for loaning us the part but for their help glitches or quirks, which will usually be and plan to use more powerful lighting.
in the swap!) During this extended pit adjusted or eliminated by the second All in all, our YFZ450 held up through
stop, we also took the time to replace year of production. Considering this, we this endurance race without trouble and
our air filter to help keep the intake tract felt the 12-hour race would either make proved to be a reliable unit.

68 ATV Illustrated / March 2004 www.atvillustrated.com

Lone Star Axcaliber Axle. The track
that we traversed for 12 hours consisted
of a mix of rocks, roots, jumps, whoops,
square-edged holes and pretty much
anything imaginable, all of which can be
the downfall of an axle. The Axcaliber
unit took the 12 hours of punishment,
and at the end it was ready for more!

Guts Seat Cover. During 12 hours of rid-

ing, no matter how good a shape you are
in, you’re going to be sitting down-a lot!
These long periods of sitting when riding
will usually wear hard on a seat cover, if
not actually destroy it. At the end of 12
hours, the cover was in just as good a
shape as it was at the beginning, only a bit
dirtier!

TBR Products A-arms. Widening the

front end was a big help during this race,
as it helped with the handling of the
machine and made it easier to control
when a rider got tired near the end of his
shift. The durability of these A-arms was
tested when our rider clipped the tree.
While many A-arms use an automotive-
style rod end for their bottom ball joint,
TBR uses a spherical bearing design that
makes the bottom A-arm exponentially
stronger than the other designs. The 12 HOURS OF ATV AMERICA

strength of this was proven when the A- Team Skunkwerx had a good first session, but a broken swing-arm took them
arms stood up to the test when the tire out of the running before the days end.
met the tree! Also, the tie-rods proved
to be just as strong; they outlasted the
tie-rod ends! This product took the Elka Suspension shocks, front and extended amount of ride time may
greatest abuse of any that we added and rear. In the next issue we’ll have a com- have pointed out some parts’ weak-
came away unscathed. plete review of these shocks and will nesses, but for the most part all the
describe how they fared during the race. parts came out of the 12-hour race
Arens Brothers nerf bars. In order to For now, though, let’s just say that we working just as well as they were at the
keep other riders’ tires from getting are very glad to have them as opposed beginning!
between ours, and also to act as a guid- to the stock units!
ance system as we raced through the Contact Information:
trees, we bolted on a set of nerf bars X-Factor Motorsports bumper and
from our co-team sponsor. At the end grab-bar. In an upcoming issue we will Yamaha Motor Corporation:
of 12 hours, there were scuffs, scrapes feature a review of these products. (YFZ-450)
and paint on the nerf bars, but they were During the race, we had no problems www.yamaha-motor.com
still straight and held up great, consid- with either one of them.
ering all the trees that we had scraped LoneStar Racing:
against and the amount of bumping and We really didn’t encounter any (Extended Axle)
nudging going on the first lap of each long-term problems of any sort with any www.lsracing.com
session. of the products that we used. The 1-800-4LS-RACE phone

www.atvillustrated.com ATV Illustrated / March 2004 69

 Guts Racing:
(Seat Cover)
www.gutsracing.com
530-642-9118 phone
530-642-9481 fax

TBR Products:
(+2" Long-Travel A-arms)
www.TBRProducts.com
619-258-0834 phone

Arens Brothers:
(Nerf bars)
www.arensbros.com
989-593-2599 phone
989-593-2598 fax

Elka Suspension:
(Long-Travel Front shocks,
Rear Shock)
www.elkasuspension.com
450-655-4855 phone
450-655-2821 fax

X-Factor Motorsports:
(Bumper and grab-bar)
www.x-factormotorsports.com
909-471-1032 phone
909-471-1898 fax

DSP Moto LLC:

(Power-now carburetor kit) -
12 HOURS OF ATV AMERICA (complete review coming in an
upcoming issue)
Team Penland Brothers Racing simply dominated the Utility Expert Class
and took home the gold with a 3 lap lead at the end of 12 hours. www.dspmoto.com
(310) 668-9050 phone

“The Ultimate ATV Discussion Board”

www.atvtime.com
70 ATV Illustrated / March 2004 www.atvillustrated.com
 Team Diamond G Racing
rounded out the podium
in the Utility/Expert class
with a hard-earned
3rd place finish.

12 Hours of ATV America

‘The world’s premier ATV race’ By Andrew Smith

For years, the Pont De Vaux race in going to the top finishers in the “A” class! and small tabletops. Once off the
France, which takes place at the end of Fast Trak Promotions has a reputation for motocross section, the track snakes into a
the summer, was the world’s premier ATV taking ATV racing to the next level, as wooded section similar to the GNCC’s---
race-until Fast Trak Promotions’ John shown when it promoted some of the only the trails here are at least 50 inches
Pellan, a two-time AMA ATV National largest TT races in history; this race would wide and the promoter has added
Race Promoter of the Year, decided in the be no different. “option,” or passing, lanes where the trail
fall of 2002 to bring a similar race to the The 12 Hours of ATV America-com- splits; the rider has a choice of which path
heartland of America: Fort Dodge, IA. monly referred to as ‘The 12 Hours’-is a to take where it eventually connects back
While the typical stereotype of Iowa may 12-hour-long race broken up into two six- up to the other path (while one path is not
be that it has little else besides flat land, hour segments with a two-hour intermis- usually much quicker than the other, it
cornfields and hog manure, none of these sion to allow the promoter time to inspect allows faster riders to get around slower
stereotypes proved true. There are the track for safety. The layout of the track riders safer and easier). In order to finish
impressive amounts of woods, elevation incorporates the many aspects of ATV rac- the race, a rider must have minimal, effi-
changes and fresh air; it was beautiful! ing. The start of the course is laid out on a cient and well-executed pit stops (in order
Now, in the race’s second year, it is grow- flat-track, with many TT-style turns and to lose as little time as possible) and pace
ing strongly and quickly-the Pro Purse for obstacles. The track then makes its way himself. The 12 Hours proves to be a test
the ‘03 race is predicted to be $30,000 for into a very simple, naturally laid out of how much abuse both a rider and
the Pro Class and a cash payout also motocross section with a few single jumps machine can incur.

www.atvillustrated.com ATV Illustrated / March 2004 71

 Looking down the line in the Pro- large #1 plate, but the only two remaining people trying to cheat or cut the course.
Class, we were amazed to see the list of top factors from the previous year’s team are For ‘03, Team Walsh dropped the 250R that
pro’s, such as ‘03 GNCC Champion Bill its name and captain/rider Michael Walsh. got it to the top podium spot last year and
Balance,‘03 GNC MX Champion Jeremiah ‘02 teammate Doug Gust decided to sit opted for a new LTZ400. Michael Walsh
Jones and many of the nation’s top pros, out this year to get some R & R before the then teamed up with Dana Creech and
emphasizing the fact that this is quickly fast approaching ‘03 GNC opener in Jasmin Plante to try to retain the #1 for the
becoming the world’s premier ATV race. February, while Joe Byrd-the third muske- second straight year. Other powerhouse
Team Walsh Race Craft, the inaugural ‘02 teer from ‘02-took on a new role this year teams in the field were GT Thunder (Bill
Champion, was in the lineup with the as Course Marshal, keeping an eye out for and Brandon Balance, along with Johnny
Gallagher), Team Hiper Wheels (Chris
Borich, Matt Smiley and Mike Krachun)
land Team JNJ (Jason Dunkelberger,
Jeremiah Jones and Nate Frees).
With the field set to go and anticipa-
tion at an all-time high, the machines were
paraded down to the starting line, led by a
limo with Team Walsh inside (one of the
perks of winning the previous year). The
race begins with a LeMans-style start,
meaning that the machines are lined up on
one side of the track and the racers lined
up on the other. At the sound of a horn,
the riders sprint across the track, fire up
their machines and take off! At the start of
the race it was Team GT Thunder leading
the way, followed by Team Walsh, Hiper
Wheels and JB Racing (Brad Covington,
Jathan Seale and Matt White). During the
first six laps the race order didn’t change
Reigning Champions Team Walsh Race Craft were engaged in a fierce battle early on with GT much, but on Lap 7 the GT Thunder team
Thunder. Unfortunately, mechanical woes took both teams out of the running for the win. had axle troubles, necessitating a tow back
to the pits, where they remained for more
than 15 minutes and resulted in their
falling to 14th place. Team Hiper Wheels
was the benefactor of GT Thunder’s mis-
fortune. They had been slowly working
toward the front and had gained second
place before inheriting the lead. JB Racing
moved into the #2 spot, followed by Team
Walsh only five seconds behind! Earlier in
the race the Walsh team had dropped back
to fourth during its first rider change, then
began its fight back to the front of the
pack, gaining one spot almost every other
lap. By Lap 12 Walsh had taken the lead
and began to forcefully pull away from the
field, followed by Hiper, JB and Team FLS
Racing. At the end of the first six-hour ses-
sion, Walsh remained in the lead, with
Hiper, JNJ, JPMX and JB Racing rounding
out the top five.
After the first six-hour session was
Team GT Thunder (consisting of Bill and Brandon Ballance along with Johnny Gallagher)
completed, the scheduled two-hour inter-
fought back from early mechanical troubles to a very respectable 4th place in the Pro-class.
mission not only allowed the promoter to

72 ATV Illustrated / March 2004 www.atvillustrated.com

 machine into the impound area is a two-
minute look over of the machine to see if
anything needed fixing or tightening.
Another benefit of the intermission was a
scheduled freestyle show and a raffle for a
new, ‘04 YFZ! Although the promoters
pushed back the show until later in the
evening, citing safety concerns due to
high winds, there were still plenty of
things for the racers and spectators to do
to pass the time.
The second six-hour leg of the race
started in the same manner as the first,
with a Le Mans-style start. Team Walsh,
leaders during the first session, got off to
a second-place start, but within a few
laps, their hopes for victory came to a
screeching halt when a broken chain
destroyed the motor cases on their LTZ-
400. At this point Team Hiper had taken
over the lead, followed by JB Racing and
Team JPMX. From here on Team Hiper
never looked back and remained in the
The Quad Shop/Derisi Racing Team fought back from a few flat tires to 8th place in the #1 spot until the checkered flag fell in the
Pro-class. cold, dark hours of the night. Although
Team Hiper won the race, they did not do
inspect the track for safety matters but race machines are impounded and no so without problems; they had broken
also gave the riders a chance to relax a lit- work is allowed on any of them until after three footpeg bolts and a fender bracket,
tle before attacking the final six-hour leg the second session begins; the only in addition to having to perform the
of the race. During the intermission all “work”that can be done when taking the usual maintenance and replacement
chores associated with an endurance
race (all performed flawlessly by Tony
Kelner, Barry Hawk’s former mechanic).
For its victory, Hiper was rewarded with
a stunning $10,400 prize! Team JB
Racing came across the finish line some
eight minutes behind the leaders, and
was the only remaining team on the lead
lap at the race’s end (the leaders com-
pleted 64 laps). JB’s hard-earned sec-
ond-place reward was $6,300. Team
JPMX, which had been running consis-
tently in the top five all day, was the next
to come across the line just one lap down
from the leaders. For its hard day’s work,
and for rounding out the final podium
spot, it received a cool $3,500.
Throughout the race Team GT Thunder
would fight through its problems and
continue working its way up towards the
front. By race’s end, the team had
rebounded to an astonishing fourth-
Team Walsh Race Craft dominated the early running of the race. A broken case ended their
place finish. Rounding out the top five
day near the half-way point.
was the team of Star Racing.

www.atvillustrated.com ATV Illustrated / March 2004 73

OTHER CLASS FINISHERS ished Fifth Overall! Finishing in second Team Miner 69er, with Team EMU Racing
A-class. Troy Racing proved that pretty place was Team WHO Racing, with the coming in third.
girls can go fast, too, as Stephanie Parton Capp Steel team taking the final podium
teamed up with Adam and William position. Utility Class. The Utility/Expert class saw
Howell to beat the rest of the A-class legend Mike Penland lead his team to vic-
teams with a three-lap cushion over sec- B-class. Team White River Racing brought tory, followed by Team Ram Rod and
ond place and, more importantly, fin- its 400EX home in first place, followed by Diamond G Racing.

Industry Class. The Rausch Creek

team led this race from Lap One until
race’s end at Lap 55-an amazing feat in
such a long race! In the runner-up posi-
tion was Team 4 X 4 Racing, followed by
Team Arwin Meritor in third and Team
ATV Illustrated/Arens Brothers, 40 sec-
onds behind in fourth (for more info on
how Team ATV Illustrated’s day went,
check out the article elsewhere in this
issue)
At day’s end (almost literally, as
many racers didn’t leave the track before
midnight!) just to have finished was a
major accomplishment for many of the
teams. Cold morning temperatures,
dust, woods that got rougher and
rougher as the day progressed, racing
through the darkness as the tempera-
tures began to fall again and simply bat-
tling fatigue were a few of the things that
racers had to fight in order to make it to
the end. Like all the races we have
attended that were run by Fast-Trak
Promotions, the 12 Hours of ATV America
was smoothly run, well organized, very
professional and, most importantly,
helps take ATV racing up to the next
level!

CONTACT INFORMATION
For more information, complete results
and lap-by-lap coverage, visit
Team White River Racing took home winning honors in the B-class with over a 1-lap lead
www.atvscene.com, the home of Fast-Trak
on 2nd place!
Promotions.

EC KO U T
CoHur website at: ATVIllustrated.com
Order your subscription online TODAY!

74 ATV Illustrated / March 2004 www.atvillustrated.com

PANOPTX WINDLESS EYEWEAR
A Stylish Yet More Functional Alternative to Traditional Eye Protection By Jeff Henson
I have to admit that I was pretty
skeptical when I found that I was going to
be testing a pair of “sunglasses”that were
designed to protect the eyes during
“high-speed”recreational activities, much
like the goggles I had already become
accustomed to. How would a pair of sun-
glasses protect me from the dirt, wind
and sweat that pound your eyes while
riding an all-terrain vehicle? Even if they
did do all those things, what would be the
big advantage that would convince me to
buy a pair? Well, PANOPTX answered all
of those questions--and even give me
answers to a few questions I hadn’t
asked.
While they look like sunglasses at
first glance, the inside of the eyewear
utilizes PANOPTX’s patented “Orbital
Seals.” These are foam cups that sur-
round the eye socket and protect the
eyes from wind and dust that would eas-
ily get by a standard pair of sunglasses. found that this system works as well as air has gotten by traditional goggles,
In addition, the tops of the foam eyecups any goggle, and is actually very comfort- causing my eyes to tear up and a contact
that rest against the face are layered with able and accommodating for those of us lens to pop into my goggle frames.
a microfiber fabric that blocks sweat who wear contact lenses while riding. I Contact lens wearers know what it’s like
from entering and irritating the eyes. I can think of at least two occasions where to try to pop a dry lens into a dry eye
while your contact lens rewetting drops
are miles away at home. Well, contact
lenses are no longer a problem with
PANOPTX.
PANOPTX Eyewear is available in
seven different styles of frames to
express your need for speed. The one we
tested is the popular black “Raptor”
model (as seen in the accompanying
photos), which features a customized 16-
aperture design for maximum venting.
This is especially useful on those cold
days when goggles tend to fog up.
Adjustable temples are also standard on
Raptor frames and assure a secure fit to
the face.
Lenses are available in ten different
styles to fit the needs of the individual,
such as snowboarding, motorcycle riding,
off-road riding, etc. Lens types include
the “Polarized Copper” lens, which is a
high-contrast lens designed for snow and
PANOPTX Eyewear modeled by Expert Class Desert Racer Dan “TirePlug” Haney
Continued on Page 79

www.atvillustrated.com ATV Illustrated / March 2004 75

new products & accessories
GENUINE SUZUKI ACCESSORIES ARE HERE!
We Test 2 “bolt-on” items for the Quadsport Z400 By Jeff Henson

tory sound-level-tested at just 94 decibels,

making it legal for all off-road vehicle areas
that have sound level requirements. As
American Suzuki must sell a 100%-legal
muffler, it does not offer any options to this
piece of equipment. However, for those
who require more performance for closed-
course racing, Yoshimura has a variety of
larger silencer tip inserts (both with and
without spark arrester screens) that fit the
Team Suzuki silencer (changing to larger
inserts will generally require some re-jet-
ting, though). This lightweight slip-on
exhaust system gives your engine a three-
horsepower increase. That may not seem
like much to some, but the difference in
torque and throttle response over the stock
muffler is electrifying-our Z400 rockets out
of the corners now! The need to downshift
Whether you’re looking for a set of All mounting hardware is included with in order to regain acceleration is virtually
camouflage rack bags for your 4x4 or nerf the new exhaust system, as is a red non-existent. Mid- to top-end power
bars and skidplates for your racer, Suzuki anodized aluminum frame spacer. The received the brunt of the change, though.
now has hundreds of factory-branded exhaust system was designed to work Obstacles on the trail are easily handled
accessories to dress up your Suzuki ATV. without any jetting changes to the carbu- with just a stab of the throttle. MSRP for
Keep in mind, though, that these aren’t retor, so the unit remains California Green this system (part # 99950-70503) is
your typical bland OEM parts: we’re talk- Sticker/emissions-compliant for year- $399.95 (an exhaust system complete with
ing billet aluminum trim, carbon fiber pro- round use. The system also includes a head pipe is also available. The part # is
tection, tribal graphics kits and much, USFS-approved spark arrester and is fac- 99950-70502 and the price is $534.95).
much more! Here are just two of the many
items available for the Quadsport Z400.

TEAM SUZUKI/YOSHIMURA
STAINLESS STEEL SLIP-ON EXHAUST
The silencer housing is composed of
an oval-shaped, polished stainless steel
sleeve and a mill-finished stainless steel
end-cap, very similar to Yoshimura’s stain-
less steel Competition system. However,
the Suzuki-branded exhaust utilizes a
more durable type of packing material that
consists of a “woven fiber pillow”wrapped
in a heat-resistant material (stainless steel
silencer repacking kits are also available
from Genuine Suzuki Accessories).
Installation is simple and can be com-
pleted in a few minutes with just some
basic tools and the supplied instructions.

76 ATV Illustrated / March 2004 www.atvillustrated.com

GENUINE SUZUKI BAR-MOUNTED
Z400 LIGHT KIT
One of the biggest complaints heard
about new-model sport ATVs is the lack of
a good light system for night riding. While
the stock fender-mounted lights found on
today’s new models do an adequate job,
many veteran riders find themselves miss-
ing the ugly, yet more functional, handle-
bar-mounted directional lights that were
utilized on the old Suzuki LT250R and for
the first two years of the Honda TRX250R.
Light was projected in the direction of the
front wheels rather than the front plastic,
allowing the rider to see where he’s turning
before he actually gets there. Well, check
out the stylish solution Suzuki has come up
with for the Quadsport Z400.
The light bar has a CNC polished alu-
minum mounting base that installs directly more light, while using less current, than Installation is simple and only requires
to the bottom of the handlebar mounts, conventional headlights. The 25-watt bulbs the use of a 12mm wrench (or ratchet and
allowing the handlebars, steering stem and also provide a good compromise by provid- 12mm socket) and a Phillips screwdriver.
light kit to act as one unit. There is also a ing additional directional lighting, when After replacing the front two handlebar
separate weatherproof on/off switch located used along with the stock fender-mounted clamp bolts with the longer bolts that are
on the left side of the mounting base that lights, without exceeding the battery’s provided with the light kit, the mounting
allows the use of the light kit with or with- capacity. There are higher rated bulbs avail- base slides up the bottom of the bolts and is
out the stock fender-mounted lights. The able (35W, 50W, 100W), but the higher- secured fastened to the bottom of the han-
lamp housings are constructed of durable rated bulbs might drain the battery quicker dlebar mount with two 12mm nuts (also pro-
chromed steel and are fully adjustable to if the lights are used while the engine is off, vided). The light kit wiring harness can then
project light exactly where you want it. during extended idling, or if the engine is be fed back between the fuel tank and tank
Inside each of the lamp housings we found not run over 2500 rpm. The steel lamp shroud without having to remove any body
a 25-watt quartz-type halogen bulb with an housings will not melt if the higher-wattage parts. Slightly loosen the battery terminals
integral reflector. This combination provides bulbs are used, however. with the Phillips screwdriver, connect the red
wire with the 15-amp inline fuse to the pos-
itive terminal and the green wire to the neg-
ative terminal and with the push of the
on/off button, you’re ready to shred all night
long. MSRP for the Genuine Suzuki Z400
Light Kit (Part # 99950-70411) is $219.95.

CONTACT INFORMATION
To see the full lineup of Genuine Suzuki
Accessories for all Suzuki motorcycles and
ATVs, check out Suzuki’s website,
http://www.suzukicycles.com. Just click on
the Genuine Suzuki Accessories button and
follow the instructions. If you don’t have
internet access, see your nearest Suzuki
motorcycle and/or ATV dealer for a catalog
and more information. To find a dealer close
to you call 800/828-RIDE (800/828-7433).

www.atvillustrated.com ATV Illustrated / March 2004 77

new products & accessories
ATV
Trailers
Worthington
ATV Trailers
The Worthington side-loading
all aluminum ATV trailer give rid-
ers the ability to drive on and off
for ultimate convenience when
loading and unloading. This trailer
is offered in 2,3,4, and 6 place
models.
Standard features include all-
aluminum construction, 48" high
side drop ramps, 16" high front SUGGESTED RETAIL PRICING & SIZES
and rear rails, full-length frame
rails, 10" tires and marine grafe MODEL #/ATV’S SIZE MSRP
treated plywood floor. Rubber- WUATV 2PLACE 86"x100" $1,425.00
mounted sealed beam lights, rub- WUATV-3T 3PLACE 86"x148" $2,195.00
ber torsion axles, E-Z lube hubs, WUATV-4TEB 4PLACE 86"x196" $3,350.00
all-wheel electric brakes and a WUATV-6TEB 6PLACE 86"x300" $4,895.00
one-year warranty. Worthington Trailers, 415 Airport Rd., Montoursville, PA 17754;
Phone 570-368-3970; web site: www.worthingtontrailers.com

Load Rite Trailers Load Rite Trailers of Fairless Hills,

PA offers a complete line of ATV mod-
els able to carry from one to three units.
Their single axle two-place model
ATV2550 with MSRP starting at $1,895
is pictured. It features aluminum fold
down side loading ramps, large 86" x
102" pressure treated plank deck, a tilt
bed, low profile highway rated tires,
high mount tail lights, and a load
capacity of 1,800 pounds.
Other models feature marine ply-
wood decks, optional galvanized ramps,
aluminum sidekits, and even a tandem
axle three place model rated at 3,995
GVWR. See the entire line at
www.loadrite.com or call 800-562-3783
for more information.

78 ATV Illustrated / March 2004 www.atvillustrated.com

 new products & accessories
ATV
Trailers
FEATHERLITE
INTRODUCES
NEW STL
TRAILER
For its 30th anniver-
sary, Iowa-based Featherlite
Trailers has announced the
introduction of its STL 6926
trailer, a steel-framed vehi-
cle that Featherlite says is
durable, economical, stylish and is standard equipment and, according available in lengths of 16, 20 and 24
ready to meet a diverse set of hauling to Featherlite Product Manager Lonny feet.
needs. Made to haul such vehicles as Smith,“gives trailer users a better and Featherlite also recently introduced
ATVs, cars, motorcycles and snow- brighter working area and more con- its new STL model 6525, with many of
mobiles, the 6926 is constructed with venient and smooth loading and the same unique features found in the
unique one- piece side walls that are maneuvering of their motorcycles, model 6926. Especially suited for hauling
wider inside than other steel trailers, cars, ATVs, snowmobiles and other construction, landscaping and other
which allow for extra room and easi- equipment.”The STL 6926 also has an equipment, the model 6525 is available
er loading as well as the easy appli- innovative top rail inside, allowing the in lengths of eight to 18 feet and features
cation of exterior graphics. It comes walls to be firred out for extra shelving an optional rear ramp.
standard with recessed rear latches, and cabinetry, and a cable-assisted
and its V-nose design has been rear ramp is standard (a side ramp is CONTACT INFORMATION
designed to make towing easier, and optional) for easy loading. Interior For more information on this new
its LED clearance and stoplights options including lighting and floor- line of STL trailers or to locate the clos-
have been designed to offer superior ing, as well as cabinets in the V-nose est dealer, call Featherlite Trailers at
visibility at night. A translucent roof, of the trailer, are available. The new 800/800-1230 or visit its website at
allowing natural light into the trailer, STL model 6926 is 8'6" wide and is www.fthr.com/tnews

Continued from Page 75

water sports, and the “Primate Grey” open sunny vistas and heavily wooded tive case are also included with your pur-
lens, which is good for the street bike shady trails. The amber effect really chase.
enthusiast because it enhances reds and bumps up the contrast when riding in
blues such as those found in other vehi- low-light conditions, and even on a dark CONTACT INFO
cles’ taillights. Our choice, however, is night. All lenses offer full UV protection For additional information, contact
the “Day and Night” lens. This automati- and an anti-fog coating. Prescription PANOPTX at 1252 Quarry Ln., Ste. A,
cally changes from light amber to a dark lenses are also available for all PANOP- Pleasanton, CA 94566; phone: 925/484-0292,
gray, depending on lighting conditions. TX models. fax: 925/484-0263, email: information@
The change is swift and works very well Our PANOPTX Raptor lists for $160. A panoptx.com; website: http://www.
when riding in an area that contains both cleaning cloth, neck cord and hard protec- PANOPTX.com

www.atvillustrated.com ATV Illustrated / March 2004 79

new products & accessories
2005
King Quad
It’s not enough that Suzuki created
the four-wheel ATV (1983 LT125D),
and has led the industry with innova-
tions such as fully independent sus-
pension, front differential lock, selec-
table four-wheel drive (1987 LT-
4WDH), ...

It’s not enough that Suzuki sport

bikes dominate racing; the GSX-R line
has won championship after champi-
onship, including 4 A.M.A. superbike In 2004, Suzuki will introduce the all-new 2005 King Quad, featuring ...
titles.
• Suzuki’s first ATV with Fuel Injection
• Front and Rear Independent Suspension
The marriage of this all-terrain
• 700cc DOHC single cylinder for performance
ingenuity and fuel-injected pavement
• Aggressive next generation Vinson inspired styling
burning technology will soon deliver
• Front Differential Lock
the most advanced ATV ever.
• Available late summer ‘04

AFX FREEDOM ATV HELMET

MSRP: $79.95

• Constructed using thermoplastic poly-alloy

• Ultra-lightweight shell design

• Clearcoat finish protects helmet paint and

graphics, while providing a great looking shine

• Replaceable forehead and chin vents provide

increased airflow and reduced wind noise

• Washable, plush-brushed, hypo-allergenic nylon liner

• Ballistic nylon chin bar liner for durability and good looks

• Painted, three screw AFX Air Force visor

• Two aluminum visor screws and new

design center screw

• Square type D-ring with chin strap holder

• Numerous optional visors and vents are available

80 ATV Illustrated / March 2004 www.atvillustrated.com

 new products & accessories
ATV Synthetic
Winch Rope
Off Road Only, LLC introduced its V-Line
synthetic winch rope for ATV, (All
Terrain Vehicle) self recovery winches.V-
Line represents a vast improvement in
ATV recovery technology. It is stronger,
safer and easier to use than the tradi-
tional steel cable which is included on
winches.

Features:
• Safer than cable because it doesn’t V-Line makes ATV recovery far easier and and no metal burs stuck in your hands.
recoil safer than with steel cable. V-Line™ After using V-Line for a day it’s hard to
• Does not kink like steel cable doesn’t act like a springy mess when it’s imagine going back to steel!
• Has no memory like steel cable on the drum of the winch and does not MSRP on V-Line is $79.00 USD
• Rated at 4,300 lbs. coil up around your leg when it’s off the
• Comes in 50' lengths, 1/4" Diameter drum. V-Line spools out easily every time Off Road Only, LLC designs unique
• Lighter than steel cable and during a winch pull you can relax products for the off-road industry and
• Extremely abrasion resistant knowing that in the event of a failure the rock-crawling community. For more
• Includes a locking safety hook rope will not cause recoil damage like tra- information, contact Steve Stalboerger at
• Black abrasion & UV coating ditional steel cable. Spool V-Line back (651) 644-2323.
• Stainless steel eye connects hook onto the drum easily with no new kinks www.offroadonly.com
to rope

Summary:
Anyone who has used steel cable on a
winch knows how difficult and danger-
ous it can be. Based on years of synthet-
ic recovery rope experience with X-Line,
Off Road Only has designed V-Line as a
stronger, safer alternative to steel cable
on ATV winches.

www.atvillustrated.com ATV Illustrated / March 2004 81

 Keep in mind that all batteries are between 13.8 and 14.5 volts. If you get a
Tech Tip: different and all meters do not read the
same. Variances in these numbers, in
lower reading than 13.8, you may be hav-
ing a problem with your charging system
Battery Testing Made Easy either direction, by as much as 1% are and/or battery. If you get a reading of
Courtesy of Yuasa Battery quite common, so if you do see this type of more than 15.0 volts, it most likely means
variance, there is no need for alarm. that the battery is overcharging, which
The heart of your vehicle is your bat- The second part of the battery testing could result in excessive water loss and
tery. In order to accurately check it, you procedure-the “load test”--would be to shortened battery life.
need the proper tools, such as a digital put the transmission in neutral and start Make sure that your battery is always
multimeter. To check the standing condi- it. While watching the voltmeter, you will topped off with distilled water. Never add
tion of your battery--referred to as Open notice a much lower voltage flash by; this acid to a battery after initial activation.
Circuit Voltage--pull off your seat or side would be when the starter is actually load- Batteries never lose acid, only the water in
cover (or, in some cases, your tank) to ing the battery. A reading of 9.5 volts or the acid. Check periodically to make sure
expose your battery terminals. Put the higher is generally considered to indicate the water level is filled to the upper level
meter on the “20 V” range setting and a good battery. This load test is probably line to prevent premature damage.
measure the voltage by putting each meter the best way to determine the battery’s If you want to check the specific grav-
lead to the proper battery terminal (this starting ability. ity of your conventional battery, use a
can also be done if you have any kind of While the vehicle is running, observe hydrometer (Yuasa suggests using a good
connection directly to your battery, such as the voltmeter. Generally, you should see glass hydrometer, meant for ATV-type bat-
a charger lead or other auxiliary outlet). the voltage climbing (at idle, most vehicles teries). Floating ball testers are good for
Hooking up the meter backwards do not usually charge well). If at this time basic testing, but are not precision testing
will not affect the battery or its you turn on tools by any means. Follow the instructions
reading; it will simply show a some additional as outlined by the battery manufacturer.
“-” (negative) reading. For lights, the brake Your battery’s main enemies are heat
example, “-12.50” still means light or other and vibration. Too much of either can
12.50 volts, but means the accessories, you cause the plates to deteriorate, lose power
leads to the meter are con- will notice a and eventually short out. Lack of proper
nected to the battery in drop in voltage, charging is another killer. It is recom-
reverse. From this reading you possibly below mended that you check your battery for
can pretty much determine 12.0 volts. This state of charge once a month. If charging is
the condition of the battery. If is why slow, needed, automatic chargers, such as the
you just came off a ride, or just short rides are line just introduced by Yuasa, are the best
charged the battery, the meter hard on your way to ensure long life for your battery.
will show a “surface charge.” battery. If you Sealed, maintenance-free batteries are
This merely means there is an have to do a lot becoming more popular. Also referred to as
extra charge on the surface of of stop-and-go “AGM”or“Absorbed Glass Mat,”these bat-
the plates, which will give an teries, although still lead acid type, do not
inaccurate reading of the require checking the water level and
actual battery condition. The also provide a much higher resist-
best idea is to let the battery ance to vibration (they still require
sit for at least an hour before proper charging and maintenance,
doing any testing. The volt- however).
ages that Yuasa, for example, considers a Batteries are living things, and
battery to be fully charged are as follows: we should all take care of them.
Proper care of your battery-including
Conventional batteries type keeping it grime-free and making sure all
(12N type) - 12.50 to 12.70 volts riding, make cables and connections are tight and in
sure you turn off any good physical condition--should ensure
Yumicron batteries (YB type) - extra lights and accessories. many years of good service out of your
12.7 to 12.9 volts Now take the throttle and turn it up battery.
to cruising speed (usually around 3000
For more information on battery
Sealed (AGM) batteries (YTX type) - rpm). At this point the charging system
care, visit the Yuasa Batteries website at
12.8 to 13.0 volts should be at its full potential.
www.yuasabatteries.com.
Manufacturers usually set this voltage

82 ATV Illustrated / March 2004 www.atvillustrated.com

 new products & accessories
Prairie 700 / Cycle Country
Whether it’s 4x4 pickups, SUVs or and didn’t encounter one problem lifts. It’s much quicker than an elec-
ATVs, nothing will put more wear and with the entire machine. The Prairie trical lift and doesn’t tax the electrical
tear on a transmission than snow- tranny worked superbly, the best-in- system. Despite the heavy five-foot
plowing. The constant forward/reverse the-business super-easy shifting with blade, the patented lift system made
shifting associated with the back and our right hand kept our left hand free pulling the lift bar almost effortless.
forth snowplowing technique and the for the manual lifting of the Cycle A few years ago, plowing for 12-
extra strain on the tranny of pushing Country blade. It made for a nice hours with a manual lift would have
the snow will quickly expose any plowing system and stroked our egos been a job for very fit young male.
transmission weaknesses. in that it reinforced what we’ve been Overall, the Prairie/Cycle Country
We’ve been praising the attributes saying all along about the Prairie’s Plow is a beautiful setup. The entire
of the Prairie transmission since its tranny. manual lift plowing system, includ-
introduction in 2002 and wanted to How did the Cycle Country ing the matching mounting hard-
verify if it was as good as we talked manual lift kit work? Well, it’s been ware for underneath your particular
about by mounting a Cycle Country five years since we tested a manual type ATV will set you back about
60" snowplow system on it. lift snowplow kit and we’ve never $500.
In early December the first big tested a 60" blade. Wow, what a dif-
Cycle Country
snowfall came to northeast ference five years can make. Cycle
2188 Hwy 86, P.O. Box 239
Pennsylvania. Roughly 10-inches was Country is on the ball. They’ve made
Milford, IA 51351 USA
on the ground, but strong winds huge strides in the manual lifting
Phone: 800-841-2222
caused drifting that was considerably mechanism and convinced us that
Fax: 712-338-2701
deeper. We plowed for 12 hours their manual lift kit is the only way to
website: www.cyclecountry.com
straight (using two tank fills of gas) go. We actually prefer it over electrical

www.atvillustrated.com ATV Illustrated / March 2004 83

new products & accessories
terrain while providing excellent comfort
for the driver and passenger. All models
have a top ground speed of 25 mph and a
two-range transmission designed to give
superior low-speed pulling capability.
High-performance, all-purpose tires are
standard and made to absorb bumps and
provide a smoother ride. Other features
include all-wheel hydraulic disc brakes; a
12V DC outlet and a hand-operated rear
differential lock.

GATOR HPX, HPX 4x4

The Gator HPX and HPX 4x4 are both
equipped with 20-horsepower, four-cycle
Kawasaki gasoline engines. Standard
features on all models include a front
bumper, a 12V DC outlet, cup holders, a
glove box, an hour meter (records use to
ensure regular maintenance) and a stor-
age compartment.

JOHN DEERE’S NEW GATOR GATOR HPX DIESEL, HPX 4x4 DIESEL
The Gator HPX and HPX 4x4 are both
HIGH-PERFORMANCE SERIES equipped with 784cc (20-horsepower),

UTILITY VEHICLE four-cycle Yanmar diesel engines.

Standard features on all models include a
front bumper, 12V DC outlet, cup hold-
Long-time tractor manufacturer John frame, the HP is built for commercial- ers, a glove box, an hour meter (records
Deere extends its utility vehicle line with grade work. Deere says that the machine use to ensure regular maintenance) and a
the introduction of the Gator High- will handle a full day of work over rough storage compartment.
Performance series (HP), designed for
customers needing the highest levels of
performance, durability and versatility.
Tough hauling and transporting jobs
require an even tougher utility vehicle;
John Deere says that the HP Series is
ready for virtually any challenge.

The HP Series includes five new models:

the Gator HPX, HPX 4x4, HOX Diesel,
HPX 4x4 Diesel, and the Trail Gator HPX
4x4. All are designed to enhance the
existing Gator lineup and create a new
standard of work-related performance.
With a 1300-pound payload capacity,
rugged front and rear suspension and the
industry’s only Hydro-formed steel

84 ATV Illustrated / March 2004 www.atvillustrated.com

 new products & accessories
TRAIL GATOR HPX 4x4
The Trail Gator HPX 4x4 comes with
a 617cc (20-horsepower), four-cycle
Kawasaki gasoline engine. In addition to
the standard features listed on the previ-
ous machines, the Trail Gator comes with
high-performance, all-terrain tires, a
brush guard and a fully enclosed clutch to
enable the machine to traverse even the
roughest terrain.

Look for a full review in the next issue.

MSRP’s:
Gator HPX: ............................$7,999
Gator HPX 4x4: ......................$8,999
Gator HPX Diesel: ................$9,499
Gator HPX 4x4 Diesel: ......$10,499
Trail Gator HPX 4x4: ............$9,499

Model 9770 HID (Xenon) Hand-Held Spotlight

3,000,000 Candlepower!
J.W. Speaker Corporation introduces the Model 9770 HID (Xenon) Hand-
Held Spotlight. The Speaker hand-held spotlight has all the advantages of
HID (Xenon) in a convenient hand-held unit. It provides daylight color
impression (blue/white light for better visibility), four to five times more
light, and ten times the life of conventional hand-held units. It’s construct-
ed of industrial grade materials and is built to withstand severe environ-
ments as well as shock and vibration. Stainless steel hardware and high-
impact/chemical-resistant housing make it even more durable. A 12-foot
coiled cord and cigarette plug fits into all 12-volt vehicle receptacles.

APPLICATIONS: Marine, Recreation & Public Safety

SPECIFICATIONS:
INPUT VOLTAGE: 12V Nominal
MAX OPERATING CURRENT: Peak: 20A (1 Second) Nominal: 3.18A
OPERATING TEMPERATURE: -40∞C to +85∞C
LIGHT SOURCE: D1, 35 Watt, HID (Xenon) Bulb
WEIGHT: 4.5 lbs
BEAM PATTERN: Spot

J.W. Speaker Corporation, P.O. Box 489, Germantown, WI 53022-0489; 1-800-558-7288; www.jspeaker.com/store.htm

www.atvillustrated.com ATV Illustrated / March 2004 85

new products & accessories
New from No Fear!
The Tank Pant is the ultimate freestyle pant

• Exclusive dual waist closure system allows for maximum adjustable comfort
• Streamlined zipper fly design
• Removable lower leg converts easily into freestyle short
• Integrated functional pockets with new easy pull tabs
• Hidden vent thigh zippers, for added venting on hot summer rides

Lower leg gator in boot to keep sand, mud and dirt out of boots
RETAIL: $129.95

The Tank Jersey

• 100% high performance polyester with moisture

wicking treatment
• V-neck collar design with TPR
• Polyester/Lycra micro cuffs
Fade and shrink resistant
RETAIL: $39.95

The Formula Glove

• Clarino palm with ergonomic stitching

• Cut and shortened palm for the perfect grip without bunching
• Lycra/Spandex finger side panels for perfect fit without bunching
• Molded airprene knuckle guard
• Breathable open-cell dimple mesh top
• Tacky rubber fingerprint for lever control
• More stretch in thumb, for better fit
• Low hook Velcro®

Hourglass finger design for perfect fit

RETAIL: $37.95

86 ATV Illustrated / March 2004 www.atvillustrated.com

 IN THE NEXT ISSUE:

Next Issue:

4x4 Cargo / Utility

Special Edition ---

Along with Land Pride’s Trekers

(shown left and below), we have
reviews and comparisons on the
Kawasaki Mule, Polaris Ranger,
new E-Z Go Workhorse ST 4x4,
Yamaha Rhino and the new John
Deere HPX 4x4 Gator.

The 4x4 cargo/utility market is work vehicle to take you where you and/or camper would need. Look
expanding at a rapid pace, but that’s want to go. Front racks and a large for full reviews on both these
not surprising. These vehicles pro- cargo bed, along with a back screen, machines in our special “4x4
vide a service greatly admired by enable the Treker to haul much of Cargo/Utility” section in our next
Americans: convenience. In that the cargo that a rancher, hunter issue.
regard, Land Pride has introduced
the Treker, a two-seat vehicle with a
dump box. Available in a Standard
Track model (the ST series) and a
Narrow Track model (the NT series),
the Treker is narrow enough to fit in
the back of most mid- to full-size
pickups. Both series feature four-
wheel independent suspension, are
available in two-wheel drive and on-
command four-wheel drive and
come in green, red, yellow and
camo. Powered by a 20-hp, 614cc
Honda twin-cylinder engine, the
Treker has been designed to be a

www.atvillustrated.com ATV Illustrated / March 2004 87

 ED r ATVers
GEAR fo

Elkhorn Inn -
ATV B&B
On Rte. 52, in Landgraff, WV, just
30 minutes from Bluefield WV/Va.
Only 4 1/2 miles from the great
Burke Mountain ATV trails!
AND you can ride your ATV
right to the trails from the Inn!
Plenty of parking; Rates from $55/night
including Continental Breakfast.
Group rates (we have 8 guest rooms)
and meals available.
Come play in the mud
in Wild, West Virginia!
Toll-free: 1-800-708-2040
See our website
www.elkhorninnwv.com
for photos and ATV trail info.

ATVgear.com--Tires, wheels, snowplows, ATV TIRES-ALL SIZES

implements, rack baskets, brushguards, winch- FASTREKKERS-$25 489XT’S-$25
es, tire chains, trailers and more. Free shipping 589 MT’S-$35 RADIAL OUTLAWS-$45
to the 48 contiguous United States. Order on-
line at www.atvgear.com 1-800-234-5242
www.nebraskatire.com

88 ATV Illustrated / March 2004 www.atvillustrated.com

 Subscribe Today!
Featuring ATV Reviews, Product Evaluations,
Cool Trailhead Destinations and
Editor’s Picks of hot new products.
Published bi-monthly, each issue is
packed with useful information.
ATV Illustrated is the most authoritative resource
for the serious ATV enthusiast.
Containing a wealth of information
in every issue, it’s “must-have” material
for every ATV rider.

Simply fill out the subscription card and send in

or visit our web site at
ATVIllustrated.com
and order online.
 ARCTIC CAT BUILDS
THE ROUGHEST,
TOUGHEST AND
MOST VERSATILE

ATV

E DVD

RE
F
AND WE CAN

PROVE IT
If you’re shopping for a new ATV, consider this DVD a must-see before you make
a final buying decision. ATV buyers are faced with a never ending list of claims and
counterclaims. How do you separate fact from fiction? We can help. For a limited
time, we’re offering ATV buyers our free 2004 DVD Brochure so you can see feature
for feature what gives Arctic Cat its edge. Ride along as we go head-to-head with our
rivals in all-important areas like suspension travel, rack capacity, ground clearance, towing
capacity and fuel capacity. The facts don’t lie. From our powerful new 650 to the sporty
LOG ONTO 400 DVX, to our multi-purpose MultiRack Platform™ system, Arctic Cat really does set the
ARCTICCAT.COM/ATVS pace. And during our Wheelin and Dealin sales event, you
FOR YOUR FREE DVD can’t make a better deal on an ATV, then a new Arctic Cat.

Check the local state and/or provincial laws prior to using the Rapid Blind. Do not shoot from or lean firearms or bows against the ATV. ATVs can be hazardous to operate. For your safety always wear a helmet, eye
protection and protective clothing. Never ride on paved surfaces or public roads. Never carry passengers; never engage in stunt driving; riding and alcohol/drugs don’t mix and could cause injury or even death. Avoid
excessive speeds and be particularly careful on difficult terrain. The Arctic Cat ATV may not be ridden by anyone under 16 years of age. Arctic Cat recommends that all riders take a training course and that they read and understand their
Owner’s Manual before operation. Along with concerned conservationists everywhere, Arctic Cat urges you to "Tread Lightly" on public and private lands. Ride only on designated areas or trails. Preserve your future riding opportunities
by showing respect for the environment, local laws, and the rights of other recreationalists when riding. Leave the fancy riding to the pros; they practice very hard to make it look easy. Never attempt to duplicate extreme maneuvers
shown or encourage others to do so. All scenes depicted were filmed on designated riding areas. For safety or training information in the U.S., call the ATV Safety Institute at (800) 887-2887. NASCAR® is a registered trademark of the
National Association of the Stock Car Auto Racing, Inc. www.nascar.com.©2003 Arctic Cat Sales Inc., ®™Trademarks of Arctic Cat Inc., Thief River Falls, MN 56701.(218) 681-4999.
Warn® is a registered trademark of Warn Industries. Arctic Cat ATVs are world-class products from Arctic Cat Inc.