Taking that cue from our past story, we headed west to the Arizona desert with the same three sport quads we tested in the April 2008 issue; the Yamaha Raptor 700R, KTM 525 XC and Polaris Outlaw 525 S (finishing in that order). Then, just to shake things up, we threw two more competitors into the fray; the Polaris Outlaw 525 IRS and the Honda TRX700XX, both of which feature independent rear suspension.
Our evaluation took place on desert lands owned by the Fort McDowell Yavapai Indian Nation, which graciously promotes off-road vehicle use and racing on a portion of its lands. The actual site is called Grinding Stone Sports Park, which recently opened to all types of extreme sports.
Our test loop simulated four miles of everything that makes up the typical desert race course. High-speed straightaways, sweeping corners and two-track fire roads made up the fastest sections, while double jumps, tight twists and turns, rocks, multiple elevation changes and a half-mile sand wash — infested with knee-deep whoop-de-doos — presented the most technical portion.
THROTTLE UP! A half-mile stretch of flat hard-pack service road was selected for top-speed radar runs, providing plenty of room to wind out fifth gear. Each machine was given three passes by the same pro test rider, and then granted the highest mph number of the three runs. The heaviest machine in the pack, the Honda TRX700XX, claimed the top spot with a 75-mph top speed. The lightest quad, the KTM 525 XC, produced the lowest speed at 72-mph. The remaining three machines all topped out at 73-mph.
Now, unless you’re a Baja 1000 off-road racer, top speed really isn’t important. It’s how fast you get to top speed (acceleration) that will put you out front. In a 100-yard dash, all five quads finished within a quarter second of each other.
It wouldn’t take much to change the top speed order, though. Both the Honda and Yamaha used the entire run to reach top speed, never quite achieving the top of fifth gear. You would have to open up the intake and exhaust to find more gains, especially if you planned to run taller gearing. But the two Polaris Outlaws and the KTM 525 XC, all three of which utilize the KTM 525 engine, were bouncing off the rev limiter in fifth gear long before running out of real estate. A simple change of gearing, perhaps adding one tooth to the front sprocket, should have all three machines pushing past 80 mph, easily. No replacement for displacement? Not this time. The KTM engines are plenty fast right from the factory, unlike the Honda and Yamaha, which possess a slightly corked-up feel from mid-throttle on up.
SOUND TEST One of the biggest factors behind the closing of riding areas is noise. It’s important that we are considerate to other trail users and nearby property owners by respecting their space. One way we can do that is to keep exhaust and intake noise to a minimum. For most states, a respectable limit is 96 decibels (dB). Some areas, such as the sand dunes along the Oregon Coast, require 93dB or less.
All of our stock machines stayed below 96dB, and the KTM was the only one to cross 93dB, hitting 94dB. Our sound testing was conducted by a certified sound technician using the SAEJ1287 stationary 20-inch test (see the spec listings for individual dB results).
LET THE RIDING BEGIN! These findings are based strictly on the “fun factor.” One day of riding can never determine factors such as maintenance and reliability, although, we had no serious breakdowns with any of the machines tested.
I hand-picked five riders to help me complete a thorough evaluation of every machine. Each test rider came from a different riding background and style, allowing for a broad range of opinions. Male and female racers and weekend warriors represented everyone from the devout cross-country competitor to the avid sand duner.
We rode until our hands were practically bleeding; only stopping for a 40-minute break between machines to immediately fill out an extensive written evaluation on each quad, and finally rank them according to our own personal preference.
The top three positions were almost too close to call, as each test rider had the same top three machines ranked in varying orders. We would be proud to park any of the top three in our garage. Here are the findings.
Jeff Henson/
ATV Sport
FIRST PLACE: YAMAHA RAPTOR 700R Displacement: 686cc Bore and stroke: 102mm x 84mm Compression: 9.2:1 Intake: Fuel injected Transmission: Five-speed with reverse Front suspension: Independent double wishbone w/piggyback high-/low-speed compression, rebound and threaded preload adjustment, 9.1” travel Rear suspension: Cast aluminum swingarm w/rebound, high-/low-speed compression and threaded preload adjustment, 10.1” travel Stock top speed: 73 mph 100-yard dash: 6.13 seconds SAEJ1287 stationary 20-in. sound test: 87dB
All of our test riders said the Raptor 700R had a very comfortable seating position. Footpegs, seat height and handlebar ergonomics are well thought out and make for easy transitions between seated and standing riding positions, even for taller riders. The feel was best described as “YFZ450-like,” but not cramped.
Our test riders also noted that the EFI thumb throttle tension is very light, bested only by the TRX700XX. The only major comfort complaint had to do with riders’ boots hanging up on the right-side engine case heat guard, making it difficult at times to find the rear foot brake.
The EFI-fed engine responds instantly and crisply. Power always seems optimal without any hesitation or sputtering. Most said the engine erupted with tremendous torque, made the bulk or its power at mid-throttle, and then smoothed out from there; but finding the absolute top of fifth gear would require opening up the airbox and exhaust.
Gear spacing is spot-on. Shifting is nice and tight, but all of our test riders agreed that riders don’t have to shift nearly as much on the 700R as some of the other machines. The Raptor is happy to occasionally lug a higher gear. “You can exit a corner in a higher gear, and it still pulls hard,” exclaimed our pro WORCS racer.
The chassis has a light feel up front, making it easier to loft the front end over rugged terrain, and bust out that occasional wheelie. All of our riders commented how the light overall feel makes the Raptor a competent jumper. Corrections in mid-air take little effort. A few noted that they did desire a little more width when attacking tight corners. Steering is usually light and predictable, though, whether attacking a tight and narrow berm, or power sliding through a fast sweeping corner. We also noted an acceptable amount of terrain feedback to the handlebars.
If there is one area that pushed the Raptor to the top, it’s suspension. The Yamaha doesn’t come with big-name shocks like some of the other brands (Fox Shocks on both Polaris models, and Öhlins on the KTM), but the ability to adjust the amount of compression on the Raptor shocks for both high- and low-speed hits really impressed us all. Additionally, preload and rebound adjustments truly define the term “fully adjustable shocks.” The shocks provide a plush feel when the terrain turns rough and technical, yet don’t bottom out when landing big jumps. They also perform extremely well in knee-deep whoops, allowing the Raptor to always track straight ahead.
Jeff Henson/
ATV Sport
SECOND PLACE: POLARIS OUTLAW 525 IRS Displacement: 510cc Bore x stroke: 95mm x 72mm Compression: 11:1 Intake: Keihin 39mm FCR carburetor Transmission: Five-speed with reverse Front suspension: Dual A-arm with 10” travel Rear suspension: PRO IRS with 10” travel Stock top speed: 73 mph 100-yard dash: 6.16 seconds SAEJ1287 stationary 20-in. sound test: 90dB
Two of our test riders chose the IRS Outlaw as their No. 1 pick, which had the Raptor sweating blue bullets right up until the final verdict was in.
Everyone found the Outlaw seat to be highly inviting, allowing for easy transitions between sitting and standing. It’s also very plush, without hindering side-to-side movement while railing corners. The majority of comfort complaints only centered around the stock positioning of the clutch and brake levers, which are easily adjusted with a screwdriver. Thumb throttle tension isn’t as light as the competitors’ EFI machines, but it isn’t fatiguing either. The Polaris thumb throttle lever also has a pleasant thumb conforming bend to it, allowing for more leverage. The throttle housing is big and bulky, though, and tends to rub against the side of index fingers when holding on tightly to the grips.
Everyone was impressed with power output, especially from mid-throttle on up. Acceleration is extremely explosive, and all of our test riders commented that they were hunting for a sixth gear on the straightaways. You can lug this motor, but it desires shifting down a gear as speed decreases.
Shifting feels a little loose compared to the Honda and Yamaha, but missing gears never seems to be an issue. Finding neutral, on the other hand, can be difficult when the engine is running. It’s easier to shift up into second, and then back down into neutral. All of our test riders liked the position of the chintzy bar-mounted reverse lever, which allows you to engage reverse without completely letting go of the handlebars.
Stability of the IRS Outlaw chassis surprised many of our test riders, especially those who had little or no time on an IRS sport quad before. Body roll is hardly noticeable when cornering at any speed, almost like a straight-axle machine. You can power slide it with very predictable results. The IRS Outlaw felt a tad heavier to some of our test riders, but they all said it enhanced the action of the IRS. In reality, though, the weight of the IRS Outlaw is right in line with the Raptor 700.
Weight is distributed proportionally, making it highly maneuverable in the air as well as on the ground. Steering control is light and manageable. You would expect a lot more pushing through the corners from an IRS machine, but it isn’t much different than a straight-axle equipped quad.
Suspension action only gets better as speeds increase. The Outlaw IRS is easier to ride through rough terrain because you don’t take the side-to-side beating that a straight-axle machine can deliver. The ride is never harsh, in fact, most of our test riders felt the factory suspension settings were ideal for the desert test course.
However, reactions were mixed in the whoops, as some of our test riders reported light swapping if they let off the gas. Those who stayed on the gas longer in the whoops felt it tracked straight and predictably. Jump landings are always a pleasure. No matter how crooked the landing approach was, the IRS suspension always greeted us with a plush touchdown.
Braking action was described by most of our testers as good to adequate. However, our pro rider mentioned that the IRS Outlaw twitches and is hard to keep straight in a panic stop.
Jeff Henson/
ATV Sport
THIRD PLACE: KTM 525 XC Displacement: 510cc Bore x stroke: 95mm x 72mm Compression: 11:1 Intake: Keihin FCR-MX 39 Transmission: Five-speed with reverse Front suspension: Öhlins fully adjustable shocks, twin A-arms, 10.2” travel Rear suspension: Öhlins fully adjustable PDS mono-shock, swingarm, 10.4” travel Stock top speed: 72 mph 100-yard dash: 6.15 seconds SAEJ1287 stationary 20-in. sound test: 94dB
The KTM is the lightest and visibly smallest quad in the bunch, and favors riders less than 6-feet tall. Seating and standing position on this ATV requires a much more aggressive stance than the other machines we tested. It’s a race quad, and it demands to be ridden like one. Some of our riders said they put their fastest laps in on the KTM, but at the same time claimed that it feels more like a motocross quad and wore them out quicker on our desert course.
The seat and bars sit low, making standing up a little more tedious for taller riders. The thumb throttle lever is the stiffest of the bunch, but Magura brake and clutch levers are easily accessible and adjustable without the use of any tools.
One area where the KTM engine differs from the KTM-powered Polaris Outlaws is it has, far less intake and exhaust restriction. The KTM makes serious power, and feels much snappier than any of the other quads in our test. It’s also much louder, especially when heavy on the gas. It loves to rev, too! Everyone commented on how powerful the KTM is from bottom to top speed. The gear ratio (neutral seems impossible to find at times) is close, and everyone who rode it immediately expressed their desire for a sixth gear like that of the KTM 525 XC dirt bike. Sixth gear was replaced with a reverse gear, though, which is easily engaged by squeezing a small lever located above the clutch lever. We like this reverse system the best of the five machines tested.
Our KTM test model was jetted extremely lean for our evaluation. Deceleration always resulted in a tremendous amount of popping from the exhaust.
Our test riders said they loved the lightweight feel and “neutral” balance of the KTM chassis. You can really throw it around both in the air and on the ground. Some of our testers felt more comfortable attacking some of the double jumps on the KTM, which they only rolled through on some of the other machines. One test rider exclaimed, “This quad feels awesome! It’s very light and jumps fantastic, and it never felt tippy due to its low stance.”
All of our test riders described suspension action as too stiff for the test terrain, even after the shock compression adjusters were rolled all the way to the softest settings. It works best as speeds increase, and feels much more like a motocross or sand-dune setup than one for trails and cross-country. The ride can be harsh, but it tracked straight over rough terrain and whoops at speed. The harder we pushed it, the better it reacted.
Steering is precise at slower speeds, but the back end tends to oversteer through high-speed, sweeping corners, requiring the rider to back off the throttle. Engine vibration transmitted through the handlebars to the hands was also the most noticeable on the KTM.
KTM braking is the best of the bunch. Magura front and rear calipers almost brake too well, especially the front brakes, which use four pistons each (two on each side of the brake rotor).
Jeff Henson/
ATV Sport
FOURTH PLACE: HONDA TRX700XX Displacement: 686cc Bore x stroke: 102mm x 84mm Compression: NA Intake: Keihin PGM-FI with 44mm throttle-body fuel-injection system Transmission: Five-speed with reverse Front suspension: Independent double-wishbone with dual single-rate springs provide 10.5” of travel Rear suspension: Independent double-wishbone with piggy-back reservoir shocks provide 9.3” of travel Stock top speed: 75 mph 100-yard dash: 6.27 seconds SAEJ1287 stationary 20-in. sound test: 88dB
If we had to name two things the Honda big-bore does better than any other stock sport quad, it would be it’s the best “straight line” machine and is the most comfortable. Controls are all positioned perfectly, except for the reverse lever, which is located below the right front fender. It can be very difficult to find when you really need it. A comfortably firm seat wraps around the fuel tank where the knees can conform to it. Both standing and seated positions feel very natural. Thumb throttle tension is virtually non-existent and never fatiguing.
All of our riders had similar comments about the engine and transmission. The engine packs plenty of torque down low, allowing you to lug a higher gear, but power output becomes linear and unremarkable once you get into the higher revs. Throttle response is crisp, thanks to fuel injection. It actually feels very corked up on top, though, telling us this powerplant has far more potential hiding inside. Shifting between gears feels smooth, but is a little more notchy and noisy than we’re accustomed to with Honda transmissions.
The Honda is the heaviest ATV in the bunch, weighing more than 500 pounds with a full tank of gas, and it is noticeable. The weight doesn’t bother us as much as the excessive amount of body roll, though. It’s very difficult to attack corners with any type of aggression because the Honda steering pushes as the nose dives outward. It forced us to slow down and drive through the corners, rather than slide through them under power. Turning ability alone gave the Honda a lower finish, as most of our test riders placed it in their fourth slot, the remainder ranking it last.
Now if point A to point B was always a straight line, then the Honda is at the top of the pack. The 700XX suspension absolutely absorbs everything in its path; rocks, logs, bumps and ruts. We only noticed an occasional mild kick from the rear suspension when coming up short on jumps. Deep whoops are no match for it either, even when blazing through them at an angle. Just sit back, squeeze the throttle and let the suspension do its job. Just make sure you brake for the next corner. Braking power is strong and adequate, especially for a machine of this size and weight.
Jeff Henson/
ATV Sport
FIFTH PLACE: POLARIS OUTLAW 525 S Displacement: 510cc Bore x stroke: 95mm x 72mm Compression: 11:1 Intake: Keihin 39mm FCR carburetor Transmission: Five-speed with reverse Front suspension: Dual A-arm with 10” travel Rear suspension: Mono-shock swingarm with 11” travel Stock top speed: 73 mph 100-yard dash: 6.05 seconds SAEJ1287 stationary 20-in. sound test: 90dB
The ergonomic feel and engine performance of the Outlaw 525 S is virtually identical to that of its IRS brother, which earned the No. 2 spot in our shootout. It was also the holeshot king of the day with the fastest time in the 100-yard dash —6.05 seconds.
The only major differences between the Polaris 525 IRS and Polaris 525 S are the tires and the suspension, the latter of which earned the straight-axle Polaris the last spot in this desert terrain shootout. The front Fox Podium shocks on our test unit were stiff! Making matters worse, the front shocks offer no compression or rebound adjustment, and little more than an inch of preload adjustment to soften them. This makes the ride very rough, “obnoxious” and even tippy at times. Some of our test riders described the ride as “tiring and unpredictable;” especially in deep whoops where the front end bounced around, causing the rear tires to swap left and right. It demands to be ridden fast in order to get the most out of the suspension, particularly the front shocks. The problems can be easily remedied though, as a fully adjustable set of front shocks would easily bump the 525 S up a notch or two.
There you have it, a completely unbiased opinion of the top five open-class sport quads from six competent riders, all representing differing ATV backgrounds and abilities. All five of the big-bores we tested excelled in some areas, but we’re confident that when it comes to the “fun factor” over desert terrain, we have them ranked accordingly. Regardless, I’m sure some of you may disagree. For you, there are the forums on the ATV Sport web site www.atvsport.com where you can voice your own opinions on our findings. Let us have it!
