The History term "All-Terrain Vehicle" or ATV
is used in a general sense to describe any of a number of small open
motorized buggies and tricycles designed for off-road use. However, the
American National Standards Institute (ANSI) defines an ATV
as a vehicle that travels on low pressure tires, with a seat that is
straddled by the operator, and with handlebars for steering control. By
the current ANSI definition, it is intended for use by a single
operator, although a change to include 2-seaters (in tandem) is under
consideration. The
rider sits on and operates these vehicles like a motorcycle, but the
extra wheels give more stability at slow speeds. Although typically
equipped with three or four wheels, six-wheel models exist for
specialized applications. Engine sizes of ATVs currently for sale in the United States (as of 2011 products) range from 49cc to 1000cc and 49cc to 700cc for two stroke ATVs.
Three decades ago, the first ATV,
Honda's US 90, had a single-minded purpose: off-road recreation. But as
Honda's family of ATVs grew, so did their usefulness. Ironically, it was
market strategy that at first drove ATV usage, but it was the owners who
found and invented new and creative applications for ATVs, and helped
shape their growth and design along the way.
If necessity was the mother of the
first ATV, Honda engineer Osamu Takeuchi was its father. In 1967, American
Honda asked Honda R&D Ltd. for a new product dealers could sell when
motorcycle sales cooled off in the winter. Mr. Takeuchi was assigned to
lead the project, along with a small group of engineers. This was clearly
the group for the job, since Takeuchi and company had been working to
develop other new recreational vehicles that never saw production. These
projects gave Takeuchi the tools to develop Honda's first ATV, the US
90.
In the early stages, a Honda ST70
motorcycle gave up its 70cc four-stroke single-cylinder engine for the
cause, along with assorted chassis parts. An extended rear axle carried
cultivator wheels designed to handle rough terrain. Two driving wheels
in the rear worked well. Cultivator tires didn't. The biggest challenge
would be finding a tire capable of getting a grip on soft, changeable
terrain such as snow, sand and mud. Two wheels, three wheels, four wheels
or more? Motorcycle tires weren't an option.
Officially introduced to America
in 1970, the US 90 sent its 7 horsepower through a dual-range four-speed
gearbox with automatic clutch, and sold for $595. It was renamed the ATC90
later that year as Honda trademarked the ATC name. Three models carried
that Honda ATC monogram through the 1970s. The ATC70 gave younger riders
a scaled-down version of the fat-tire experience. And by the end of the
decade, requests for more power turned the original ATC90 into the ATC110
in 1979. The ATC was as evolutionary as it was revolutionary from the
beginning.
Good as the original fat tires were
on snow and sand, they were vulnerable to punctures from things such as
stubble from harvested crops. The fact that those original tires weren't
repairable compounded the problem, so a fabric carcass was added, and
steel hubs replaced the first hubless wheel design in 1975. Tougher, color-impregnated
plastic fenders were added in 1975 as well.
Moving into the '80s, the two arenas looming
largest in the ATV lexicon were utility and racing. The popularity of
utility usage was easy to understand. On the farm, a tractor cost exponentially
more to purchase and maintain, and an ATV uses 8 percent of the fuel necessary
to feed a tractor. Consequently utility usage exploded in the 1980s and
ATVs became multi-purpose machines, serving both recreational and utility
purposes. This multi-purpose usage grew from 30 percent of total usage
in 1985 to approximately 80 percent of today's ATV market.
Introduced
in 1980, the ATC185 was popular among utility users. Rolling on larger,
25-inch tires that afforded improved traction, the 185 featured a five-speed
transmission and automatic clutch and a 180cc four-stroke single-cylinder
engine that was considerably more powerful as well. Though designed to
split its duties more or less equally between work and play, the 185 set
the stage for Honda's first purpose-built utility ATV two years later.
The
introduction of the ATC250R in 1981 put the rest of the world on official
notice that Honda was as serious about winning on three wheels as it was
on two. The first true high-performance ATC was powered by an air-cooled
248cc two-stroke, complete with an engine counterbalancer to reduce vibration.
Designed for experienced riders, the ATC250R won legions of loyal customers
with its adjustable front and rear suspension, front disc brake-both ATC
firsts-and a close-ratio five-speed manual transmission. Running unofficially
in the 1980 Baja 1000 on pre-production ATC250Rs, a group of Honda associates
surprised racing legend Mickey Thompson when they caught and passed him
pre-running for the race. Honda's first official ATC racing participation
came in the SCORE-sanctioned 1981 Parker 400 held in the Arizona desert.
Thanks to Thompson's considerable influence, an official three-wheel class
was sanctioned in the 1981 Baja 1000. In 1984, Honda's ATC250Rs started
just behind the motorcycles rather than from the very back of the starting
order, Honda-backed ATC250Rs finished first and second in class, putting
them fourth and fifth overall. Nothing on four wheels finished ahead of
the ATCs. The three entries that did well were all large-displacement
motorcycles including Honda's race-winning XRª. Honda raised the bar in
1985 with an all-new, liquid-cooled version of the 250R that cranked out
38 horsepower and offered nearly 10 inches of suspension travel at both
ends, giving it the power to do disappearing acts ahead of other brands
at race tracks across the country.
The
1982 ATC200E, a.k.a. "Big Red", had more of everything necessary
to get a host of jobs done. Its 192cc engine and five-speed dual-range
gearbox cranked out more power, especially low in the rev band, to make
chores such as towing, spraying, seeding and fertilizing easier. An electric
starter in addition to the standard recoil system made starting the day
as easy as pushing a button. Dual racks and a 9.2-liter storage box made
carrying tools, hay bales, fencing and other agricultural essentials easier.
A new sealed rear drum brake survived the muddy fields and water crossings,
and telescopic fork front suspension made a day in the saddle that much
more comfortable. Big Red added a reverse gear in 1984, and its drive
chain was replaced with shaft drive for extra durability and less maintenance.
Though
it was never as successful in the desert as the more potent 250R, the
ATC200X that debuted in '83 proved that four-strokes could run with the
best of them. The 200X combined a high-performance 192cc engine, five-speed
gearbox and manual, motorcycle-style clutch with long-travel suspension
and sporty chassis geometry that was more at home ripping up race tracks
than handling farm chores.
The market
responded almost immediately, making 1984 Honda's biggest sales year for
ATVs. The 370,000 units delivered in 1984 remain the high water mark for
Honda ATV sales, making up a full 69 percent of total ATV sales in the
U.S. that year. The upswing in utility use and the introduction of the
four-wheeled TRX200 were also the beginning of the end for Takeuchi's
three-wheel matrix. Four-wheelers were considered more versatile tools
by customers, and tools were what people wanted most.
By
1986 the smart money was all on four wheels in the ATV world. The ground-breaking
Honda TRX250R made an un-matched four-wheel performance statement with
a liquid-cooled 246cc two-stroke engine similar to the ATC250R's. On the
utilitarian end of the spectrum, Honda unveiled the first four-wheel-drive
ATV that same year. The FourTraxª 350 4x4 arrived at its coming out party
in grand style-lowered from a helicopter to show all four wheels moving
under their own power. Market forces were already at work to replace three
wheels with four.
Honda's owner's
manuals and product warning labels stressed the importance of proper ATV
operation to its customers. Through a national industry safety campaign,
there was a 33 percent decline in recorded CPSC injury statistics between
1984 and 1988.
On
the eve of the '90s, Honda introduced the 1988 FourTrax 300 and FourTrax
300 4x4, the revolutionary pair of hard working Hondas that would ultimately
become the most versatile, most popular ATVs in history. Combining an
ideal balance of size, weight, power and capacity, the 300s sold more
than 530,000 units over the ensuing 12 years. Powered by an 282cc air-cooled,
four-stroke single-cylinder engine, the FourTrax 300 sent its 20 horsepower
through a five-speed transmission, automatic clutch and maintenance-free
shaft drive. An ultra-low first gear helped it tow up to 850 pounds. Tough
steel racks let it carry up to 66 pounds in front and 132 pounds in the
rear. And if the hardest working ATV in America ended up packing tackle
to your favorite bass fishing spot on Saturday morning, nobody else had
to know.
Industry
observers estimate that 85 percent of ATV use in the '90s revolved around
some sort of enterprise. Mr. Takeuchi's idea had grown up, gone to work
and done a good job. When asked what products had the greatest impact
on their farming operations since 1967, the readers of Farm Industry
News ranked the Honda ATV right up there with Dekalb Biotype E Sorghum,
A3127 Hybrid Soybeans and the Miller Electric Mig Welder as a landmark
product of the last 25 years. That's high praise from one of the most
brutally sensible groups of people on the planet.
1970 ATC90
"What Is It?" asks Honda's advertising brochure. Just a revolutionary off-road vehicle destined to launch a whole new industry that will sell more than 6.5 million machines*. Honda's first ATV is a three-wheel ATC, or All-Terrain Cycle, originally named the US90; the name was later changed to ATC90. The 89cc four-stroke single cranks out 7 horsepower and features extras such as a Swivel-Lok(TM) handlebar for easy loading in a trunk or station wagon.
*Estimated industry sales from 1970-August 1999
1973 ATC70
Honda releases an economical little brother to the popular ATC90 intended for youngsters. Features include foot guards, easy-to-operate brakes and a U.S. Forest Service-approved spark arrester.
1979 ATC110
With a larger, 105cc four-stroke engine, a dual-range four-speed transmission, a parking brake and an enclosed drive chain, the more powerful ATC110 proves a popular successor to the venerable ATC90.
1980 ATC185
Introduced as Honda's most powerful three-wheeler, the new 180cc engine cranks out twice the muscle of an ATC110. Equipped with a five-speed semi-automatic transmission with an ultra-low first gear, the ATC185 could be equipped with optional Hondaline& front and rear racks and a trailer hitch to convert the super-trike into a super-mule.
1981 ATC250R
The first true high-performance ATC is powered by Honda's air-cooled 248cc two-stroke, complete with an engine counterbalancer to reduce vibration. Designed for experienced riders, the ATC250R wins legions of loyal customers with its adjustable front and rear suspension, front disc brake-both ATC firsts-and a close-ratio five-speed manual transmission.
1982 ATC200E Big Red
One year later Honda introduces the first ATC designed for utility, the 192cc electric-start Big Red. With standard front and rear cargo racks, Big Red features telescopic-fork front suspension and a dual-range five-speed semi-automatic transmission.
1983 ATC200X
ATC sales are booming when Honda introduces this XR-type high-performance single-cylinder four-stroke with full suspension and lightweight aluminum wheels. Honda's reputation for performance and durability makes the 282-pound 200X one of the industry's most successful sport ATVs.
1984 Big Red (ATC200ES)
Big Red matures in 1984 with the addition of reverse gear, a virtually maintenance-free shaft drive and a 700-pound towing capacity.
1984 TRX200
Honda's first four-wheel ATV is powered by a durable, single-cylinder four-stroke engine running through a five-speed dual-range transmission with shaft drive and reverse. Front and rear racks make it an indispensable tool for thousands of jobs.
1986 FourTrax 250R (TRX250R)
Honda introduces the definitive high-performance ATV in the FourTrax 250R. Equipped with a liquid-cooled counterbalanced two-stroke single-cylinder engine, six-speed close-ratio manual transmission, fully adjustable front and rear suspension and triple disc brakes, the 328-pound 250R is designed for expert riders seeking the ultimate sport/competition ATV.
1986 FourTrax 4X4 (TRX350)
Honda's first ATV with full-time four-wheel drive features a limited-slip front differential. This powerful workhorse is equipped with a tough 350cc four-stroke engine, a vibration-reducing counterbalancer and a fan-assisted oil cooler as standard equipment.
1987 FourTrax 250X (TRX250X)
The TRX250X is a 246cc four-stroke sport model featuring a five-speed transmission with reverse and adjustable suspension. It becomes very popular with sport ATV riders. Honda also coins the FourTrax name in 1986 for its four-wheel ATV lineup.
1987 FourTrax Foreman 4X4 (TRX350D)
One year after the successful launch of the FourTrax 4x4, the celebrated Foreman name is born. The 350cc Foreman 4x4 features front and rear racks, a high-output, 310-watt alternator and an 850-pound towing capacity.
1988 FourTrax 300 (TRX300)
Honda introduces a totally new 282cc four-stroke-powered ATV that is 42 pounds lighter than the popular TRX250 it replaces. The new 300 uses McPherson& strut front suspension to deliver a plush ride and tight turning radius.
1988 FourTrax 300 4X4 (TRX300FW)
Honda adds full-time four-wheel drive, double-wishbone front suspension and a limited-slip front differential to the FourTrax 300 to produce the best-selling ATV of all time. The FourTrax 300 series of 2WD and 4WD ATVs enjoys an incredible production run through the 2000 model year, selling a combined total of more than 530,000 units.
1993 FourTrax 300EX (TRX300EX)
Honda's FourTrax 300EX replaces the successful TRX250X sport ATV, adding 36cc of displacement and the convenience of electric starting. The 300EX is acknowledged as one of the best trail riding ATVs ever made.
1994 FourTrax 90 (TRX90)
Honda releases an ATV designed for riders age 12 and older. Roomy ergonomics and smooth-running 89cc four-stroke engine make this a popular ATV.
1995 FourTrax Foreman 400 (TRX400FW)
The next Honda ATV to proudly display the Foreman name features a torquey, longitudinally mounted 395cc engine designed to minimize frictional losses. A new overhead-valve design shortens the height of the engine, permitting more ground clearance and a lower center of mass. Weighing up to 50 pounds less than its rivals, the Foreman is a nimble machine when the workday is over and the fun begins.
1997 FourTrax Recon (TRX250)
Honda's value-packed, light-utility Recon is an immediate success. Featuring the same longitudinal engine layout as the larger Foreman 400, the Recon offers full-size ergonomics and dependable shaft drive.
1998 FourTrax Foreman S/ES (TRX450S/TRX450ES)
Honda's largest and most powerful ATV arrives in two versions: the manual-shift Foreman S and the electric-shift Foreman ES. Introduced in a market increasingly drawn to competitors with automatic transmissions, the ES is named the ATV of the Year by ATV Magazine. Honda's Electric Shift Program (ESP) gearbox offers the convenience of an automatic transmission with the durability and engine braking of a conventional transmission, allowing riders to shift up or down with the push of a button.
1999 FourTrax 400EX (TRX400EX)
Honda's first high-performance ATV in more than a decade immediately awakens the sleeping ATV sport industry. Using an XR400-derived four-stroke power plant and a cast aluminum swingarm-another industry first-the 374-pound 400EX is an instant success on the showroom floor and at the track.
2000 FourTrax Ranchers (TRX350TM/TE/FM/FE)
The four Rancher models-2WD and 4WD-conventional or ESP-controlled electric shifting-replace the ever-popular FourTrax 300s. Four-wheel-drive versions feature a new torque-sensing front differential that sends power to the wheel with the most traction. Utilizing Honda's longitudinally mounted engine design, Rancher engine height is further reduced by a dry-sump lubrication system carrying oil in a separate tank inside the engine cases. With more ground clearance and an even lower center of gravity, the multi-purpose Ranchers handle as well as some competitor's sport machines.
2001 FourTrax Foreman Rubicon (TRX500)
Honda stuns the ATV world with the four-valve liquid-cooled 500cc single-cylinder four-stroke Rubicon-equipped with the revolutionary new Hondamatic(TM) automatic transmission. The Hondamatic is compact, quiet, rugged, maintenance-free, sealed against external contaminants, and features engine braking-all refinements lacking in less sophisticated belt-drive transmissions. Honda's most powerful multi-purpose ATV, the Rubicon features many innovative design features of its siblings: longitudinally mounted, dry-sump OHV engine; torque-sensing front differential; and ESP-controlled shifting in addition to the automatic shifting modes.
2003 FourTrax Rincon (TRX650FA)
Honda introduces the SUV of ATVs-the 2003 Rincon. The world's most comfortable ATV offers up a full host of desirable features, including Honda's largest-displacement ATV engine, a liquid-cooled OHV 649cc single-cylinder powerplant; a radical, new automotive-style automatic transmission; and clean, cool SUV styling cues. Add in Honda's TraxLok selectable 2WD/4WD, torque-sensing front differential, fully independent suspension front and rear, plus liberal use of aluminum components to reduce weight, and you've got one of the most sophisticated and luxurious ATVs available.
2004 FourTrax Rancher AT/FourTrax Rancher AT GPSCAPE (TRX400FA/TRX400FGA)
The world's best all-around ATV? None other than Honda's FourTrax Rancher. And for 2004 Honda takes the Rancher's strengths to a whole new level. The '04 Rancher AT features an all-new 397cc OHV single, in Honda's proven longitudinal placement in the chassis for superior drivetrain efficiency, mated to a second-generation Hondamatic automatic transmission, plus push-button Electronic Shift Program (ESP) for manual "shifting" SUV-influenced styling keeps the Rancher AT's looks fresh, while the addition of a built-in GPSCAPE GPS unit extends the Rancher AT's appeal even further.
| Specs |
|---|
| Engine: | |
|---|---|
| Engine Type | Single-Cylinder |
| Cylinders | 1 |
| Engine Stroke | 4-Stroke |
| Valve Configuration | OHV |
| Displacement (cc/ci) | 675 / 41.2 |
| Carburetion Type | Fuel Injected |
| Transmission: | |
| Transmission Type | Automatic |
| Number Of Speeds | 3 |
| Primary Drive (Front Wheel) | Shaft |
| Reverse | Yes |
| Wheels & Tires: | |
| Front Tire (Full Spec) | Maxxis® 25 X 10-12 |
| Rear Tire (Full Spec) | Maxxis® 25 X 10-12 |
| Brakes: | |
| Front Brake Type | Hydraulic Disc |
| Rear Brake Type | Hydraulic Disc |
| Technical Specifications: | |
| Wheelbase (in/mm) | 75.7 / 1922.8 |
| Dry Weight (lbs/kg) | 1433 / 650 |
| Fuel Capacity (gal/l) | 7.9 / 29.9 |
| Seats: | |
| Number Of Seats | 2 |
| Drive Line: | |
| Driveline Type | Selectable 4X2 / 4X4 |
| Number Of Driveline Modes | 3 |
| Differential Lock | Standard |
| Lights: | |
| Halogen Headlight (s) | Standard |
Three decades ago, the first ATV,
Honda's US 90, had a single-minded purpose: off-road recreation. But as
Honda's family of ATVs grew, so did their usefulness. Ironically, it was
market strategy that at first drove ATV usage, but it was the owners who
found and invented new and creative applications for ATVs, and helped
shape their growth and design along the way.
What these hard-working owners found
out was that the ATV offered a stunning versatility even Honda engineers
never dreamed of. Less expensive to operate than a pickup or tractor,
smaller and more maneuverable than either one, and possessed of a remarkably
light footprint (with their low-pressure tires) that was easy on sensitive
terrain, ATVs became vital tools in such widely divergent fields as farming,
ranching, industry, all types of agriculture, police work-even as a crucial
means of mobility for the disabled. In some cases, ATVs did jobs no other
vehicle could, making the impossible possible.
The 1960s: Prototyping the ATC
|
If necessity was the mother of the
first ATV, Honda engineer Osamu Takeuchi was its father. In 1967, American
Honda asked Honda R&D Ltd. for a new product dealers could sell when
motorcycle sales cooled off in the winter. Mr. Takeuchi was assigned to
lead the project, along with a small group of engineers. This was clearly
the group for the job, since Takeuchi and company had been working to
develop other new recreational vehicles that never saw production. These
projects gave Takeuchi the tools to develop Honda's first ATV, the US
90.
Forget the proverbial blank sheet
of paper. Takeuchi started in the shop with a head full of ideas and an
eclectic assortment of components. Two, three, four, five and even six-wheeled
configurations were examined, but the three-wheel concept delivered the
best combination for the machine's intended mission. It dealt with snow,
mud and assorted slippery conditions a two-wheeler couldn't, while providing
more maneuverability than other configurations.
1950's -- Soichiro Honda on the assembly line. |
In the early stages, a Honda ST70
motorcycle gave up its 70cc four-stroke single-cylinder engine for the
cause, along with assorted chassis parts. An extended rear axle carried
cultivator wheels designed to handle rough terrain. Two driving wheels
in the rear worked well. Cultivator tires didn't. The biggest challenge
would be finding a tire capable of getting a grip on soft, changeable
terrain such as snow, sand and mud. Two wheels, three wheels, four wheels
or more? Motorcycle tires weren't an option.
The design process quickened when Takeuchi
received an American invention called the "Amphi-Cat¨ that rolled
on six 20-inch low-pressure, high-flotation balloon tires. The light bulb
went on. Revamping his ST70-based prototype to accept the new low-pressure
rolling stock, he went to work on his own tire design, ending up with
a 22-inch design inflated to 2.2 psi. With the tire dilemma solved, the
70cc engine lacked the muscle necessary to push a full-sized rider through
snow or mud. A 90cc engine running through a special dual-range four-speed
gearbox added the requisite flexibility over varied terrain.
The next phase of development was
optimizing the chassis to match the new engine and tires. Testing over
rough roads, sand hills and slopes as steep as 35-degrees gradually established
chassis dimensions effective for recreational riding as well as agricultural
work. Laid out in the shape of an isosceles triangle with the footpegs
located outside the triangle to optimize control, the ATC design was unique
enough to let Takeuchi patent the arrangement.
Exhaustive testing brought other lessons
to light as well. Using a thumb throttle instead of the typical motorcycle
twist grip let riders shift their weight for optimal vehicle maneuverability
while maintaining precise throttle control. A rear differential was considered,
but discarded when a live axle performed better. Though suspension is
an integral part of the modern ATV, Takeuchi's original balloon tires
soaked up rough terrain best by themselves. Exerting less pressure on
soft or sensitive terrain than the average human foot, those tires let
the vehicle go places others couldn't, leaving little or no evidence of
their passing--an advantage that looms large in hundreds of modern ATV
applications.
The 1970s: The World's First ATC
|
Officially introduced to America
in 1970, the US 90 sent its 7 horsepower through a dual-range four-speed
gearbox with automatic clutch, and sold for $595. It was renamed the ATC90
later that year as Honda trademarked the ATC name. Three models carried
that Honda ATC monogram through the 1970s. The ATC70 gave younger riders
a scaled-down version of the fat-tire experience. And by the end of the
decade, requests for more power turned the original ATC90 into the ATC110
in 1979. The ATC was as evolutionary as it was revolutionary from the
beginning.
|
Good as the original fat tires were
on snow and sand, they were vulnerable to punctures from things such as
stubble from harvested crops. The fact that those original tires weren't
repairable compounded the problem, so a fabric carcass was added, and
steel hubs replaced the first hubless wheel design in 1975. Tougher, color-impregnated
plastic fenders were added in 1975 as well.
Though it was primarily a recreational
vehicle through the '70s, farmers were beginning to see the ATC as a tool
to make their lives easier. Engineers followed their machines into the
field, gathering data to guide the machine's natural adaptation to a rapidly
growing market. The ATC was as capable at labor as at leisure, and America
was catching on
Moving into the '80s, the two arenas looming
largest in the ATV lexicon were utility and racing. The popularity of
utility usage was easy to understand. On the farm, a tractor cost exponentially
more to purchase and maintain, and an ATV uses 8 percent of the fuel necessary
to feed a tractor. Consequently utility usage exploded in the 1980s and
ATVs became multi-purpose machines, serving both recreational and utility
purposes. This multi-purpose usage grew from 30 percent of total usage
in 1985 to approximately 80 percent of today's ATV market.
|
Introduced
in 1980, the ATC185 was popular among utility users. Rolling on larger,
25-inch tires that afforded improved traction, the 185 featured a five-speed
transmission and automatic clutch and a 180cc four-stroke single-cylinder
engine that was considerably more powerful as well. Though designed to
split its duties more or less equally between work and play, the 185 set
the stage for Honda's first purpose-built utility ATV two years later.
|
The
introduction of the ATC250R in 1981 put the rest of the world on official
notice that Honda was as serious about winning on three wheels as it was
on two. The first true high-performance ATC was powered by an air-cooled
248cc two-stroke, complete with an engine counterbalancer to reduce vibration.
Designed for experienced riders, the ATC250R won legions of loyal customers
with its adjustable front and rear suspension, front disc brake-both ATC
firsts-and a close-ratio five-speed manual transmission. Running unofficially
in the 1980 Baja 1000 on pre-production ATC250Rs, a group of Honda associates
surprised racing legend Mickey Thompson when they caught and passed him
pre-running for the race. Honda's first official ATC racing participation
came in the SCORE-sanctioned 1981 Parker 400 held in the Arizona desert.
Thanks to Thompson's considerable influence, an official three-wheel class
was sanctioned in the 1981 Baja 1000. In 1984, Honda's ATC250Rs started
just behind the motorcycles rather than from the very back of the starting
order, Honda-backed ATC250Rs finished first and second in class, putting
them fourth and fifth overall. Nothing on four wheels finished ahead of
the ATCs. The three entries that did well were all large-displacement
motorcycles including Honda's race-winning XRª. Honda raised the bar in
1985 with an all-new, liquid-cooled version of the 250R that cranked out
38 horsepower and offered nearly 10 inches of suspension travel at both
ends, giving it the power to do disappearing acts ahead of other brands
at race tracks across the country.
|
The
1982 ATC200E, a.k.a. "Big Red", had more of everything necessary
to get a host of jobs done. Its 192cc engine and five-speed dual-range
gearbox cranked out more power, especially low in the rev band, to make
chores such as towing, spraying, seeding and fertilizing easier. An electric
starter in addition to the standard recoil system made starting the day
as easy as pushing a button. Dual racks and a 9.2-liter storage box made
carrying tools, hay bales, fencing and other agricultural essentials easier.
A new sealed rear drum brake survived the muddy fields and water crossings,
and telescopic fork front suspension made a day in the saddle that much
more comfortable. Big Red added a reverse gear in 1984, and its drive
chain was replaced with shaft drive for extra durability and less maintenance.
|
Though
it was never as successful in the desert as the more potent 250R, the
ATC200X that debuted in '83 proved that four-strokes could run with the
best of them. The 200X combined a high-performance 192cc engine, five-speed
gearbox and manual, motorcycle-style clutch with long-travel suspension
and sporty chassis geometry that was more at home ripping up race tracks
than handling farm chores.
Meanwhile, back at the ranch, building
ATVs to endure the stress of utility use put Honda R&D on a steep
learning curve. Approaching the mid-80s, ATVs were inspected, dissected
and exhaustively scrutinized with more data acquisition equipment than
any other Honda product. Machines were run hour after hour, day after
day for weeks, with riders wearing 50-pound instrument packs that recorded
information on every aspect of the machine's operation. As the market's
swing toward utility continued, Honda's research made it clear that the
next step in the ATV's evolution would be another wheel. Thus Honda's
first four-wheel ATV, the TRXª200, debuted in 1984.
|
The market
responded almost immediately, making 1984 Honda's biggest sales year for
ATVs. The 370,000 units delivered in 1984 remain the high water mark for
Honda ATV sales, making up a full 69 percent of total ATV sales in the
U.S. that year. The upswing in utility use and the introduction of the
four-wheeled TRX200 were also the beginning of the end for Takeuchi's
three-wheel matrix. Four-wheelers were considered more versatile tools
by customers, and tools were what people wanted most.
|
|
By
1986 the smart money was all on four wheels in the ATV world. The ground-breaking
Honda TRX250R made an un-matched four-wheel performance statement with
a liquid-cooled 246cc two-stroke engine similar to the ATC250R's. On the
utilitarian end of the spectrum, Honda unveiled the first four-wheel-drive
ATV that same year. The FourTraxª 350 4x4 arrived at its coming out party
in grand style-lowered from a helicopter to show all four wheels moving
under their own power. Market forces were already at work to replace three
wheels with four.
In 1984, skyrocketing ATV sales led
to an increase in accidents, prompting an investigation by the Consumer
Product Safety Commission (CPSC). In 1986, CPSC statistics suggested that
most ATV accidents were due to improper rider behavior that ignored the
distributor's warnings. No inherent flaw was found in the three-wheel
or four-wheel ATV design.
|
Honda's owner's
manuals and product warning labels stressed the importance of proper ATV
operation to its customers. Through a national industry safety campaign,
there was a 33 percent decline in recorded CPSC injury statistics between
1984 and 1988.
Nevertheless, on April 28, 1988, the
U.S. ATV distributors entered into an unprecedented 10-year agreement
with the CPSC called the Final Consent Decree. Under the agreement, the
ATV industry made a $100 million commitment to expand existing safety
programs. Among the many components of this agreement, free training and
training incentives were offered to owners and purchasers of new ATVs.
Additionally, distributors would no longer market three-wheeled ATVs,
repurchasing any unsold three-wheel models from dealer inventory.
Although three-wheel ATV sales were
trailing off across the board at the time, and Honda had already introduced
a line of four-wheeled ATVs, the CPSC agreement did serve to accelerate
the process.
|
On
the eve of the '90s, Honda introduced the 1988 FourTrax 300 and FourTrax
300 4x4, the revolutionary pair of hard working Hondas that would ultimately
become the most versatile, most popular ATVs in history. Combining an
ideal balance of size, weight, power and capacity, the 300s sold more
than 530,000 units over the ensuing 12 years. Powered by an 282cc air-cooled,
four-stroke single-cylinder engine, the FourTrax 300 sent its 20 horsepower
through a five-speed transmission, automatic clutch and maintenance-free
shaft drive. An ultra-low first gear helped it tow up to 850 pounds. Tough
steel racks let it carry up to 66 pounds in front and 132 pounds in the
rear. And if the hardest working ATV in America ended up packing tackle
to your favorite bass fishing spot on Saturday morning, nobody else had
to know.
From copper mines to banana plantations,
golf courses to pig farms, forest reclamation projects to shopping center
maintenance, nothing on wheels had ever been as versatile, reliable, efficient
and affordable, on the job or on the weekend, as the ATV.
|
Industry
observers estimate that 85 percent of ATV use in the '90s revolved around
some sort of enterprise. Mr. Takeuchi's idea had grown up, gone to work
and done a good job. When asked what products had the greatest impact
on their farming operations since 1967, the readers of Farm Industry
News ranked the Honda ATV right up there with Dekalb Biotype E Sorghum,
A3127 Hybrid Soybeans and the Miller Electric Mig Welder as a landmark
product of the last 25 years. That's high praise from one of the most
brutally sensible groups of people on the planet.
In America, having an ATV on the job
makes a host of jobs more efficient. In countries without our infrastructure,
manpower and financial resources, ATV's reliability and efficiency handle
jobs that simply couldn't be done before. Folks on other parts of the
planet were discovering what America had discovered a decade before, and
began putting ATVs to work, performing all manner of work that was either
impossible, impractical or both. Whereas Honda ATVs were largely a domestic
phenomenon before 1990, they're currently working in more than 35 different
countries worldwide.
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| Honda 2011 Big Red |
Honda ATV Model History Timeline, 1970-Present
"What Is It?" asks Honda's advertising brochure. Just a revolutionary off-road vehicle destined to launch a whole new industry that will sell more than 6.5 million machines*. Honda's first ATV is a three-wheel ATC, or All-Terrain Cycle, originally named the US90; the name was later changed to ATC90. The 89cc four-stroke single cranks out 7 horsepower and features extras such as a Swivel-Lok(TM) handlebar for easy loading in a trunk or station wagon.
*Estimated industry sales from 1970-August 1999
1973 ATC70
Honda releases an economical little brother to the popular ATC90 intended for youngsters. Features include foot guards, easy-to-operate brakes and a U.S. Forest Service-approved spark arrester.
1979 ATC110
With a larger, 105cc four-stroke engine, a dual-range four-speed transmission, a parking brake and an enclosed drive chain, the more powerful ATC110 proves a popular successor to the venerable ATC90.
1980 ATC185
Introduced as Honda's most powerful three-wheeler, the new 180cc engine cranks out twice the muscle of an ATC110. Equipped with a five-speed semi-automatic transmission with an ultra-low first gear, the ATC185 could be equipped with optional Hondaline& front and rear racks and a trailer hitch to convert the super-trike into a super-mule.
1981 ATC250R
The first true high-performance ATC is powered by Honda's air-cooled 248cc two-stroke, complete with an engine counterbalancer to reduce vibration. Designed for experienced riders, the ATC250R wins legions of loyal customers with its adjustable front and rear suspension, front disc brake-both ATC firsts-and a close-ratio five-speed manual transmission.
1982 ATC200E Big Red
One year later Honda introduces the first ATC designed for utility, the 192cc electric-start Big Red. With standard front and rear cargo racks, Big Red features telescopic-fork front suspension and a dual-range five-speed semi-automatic transmission.
1983 ATC200X
ATC sales are booming when Honda introduces this XR-type high-performance single-cylinder four-stroke with full suspension and lightweight aluminum wheels. Honda's reputation for performance and durability makes the 282-pound 200X one of the industry's most successful sport ATVs.
1984 Big Red (ATC200ES)
Big Red matures in 1984 with the addition of reverse gear, a virtually maintenance-free shaft drive and a 700-pound towing capacity.
1984 TRX200
Honda's first four-wheel ATV is powered by a durable, single-cylinder four-stroke engine running through a five-speed dual-range transmission with shaft drive and reverse. Front and rear racks make it an indispensable tool for thousands of jobs.
1986 FourTrax 250R (TRX250R)
Honda introduces the definitive high-performance ATV in the FourTrax 250R. Equipped with a liquid-cooled counterbalanced two-stroke single-cylinder engine, six-speed close-ratio manual transmission, fully adjustable front and rear suspension and triple disc brakes, the 328-pound 250R is designed for expert riders seeking the ultimate sport/competition ATV.
1986 FourTrax 4X4 (TRX350)
Honda's first ATV with full-time four-wheel drive features a limited-slip front differential. This powerful workhorse is equipped with a tough 350cc four-stroke engine, a vibration-reducing counterbalancer and a fan-assisted oil cooler as standard equipment.
1987 FourTrax 250X (TRX250X)
The TRX250X is a 246cc four-stroke sport model featuring a five-speed transmission with reverse and adjustable suspension. It becomes very popular with sport ATV riders. Honda also coins the FourTrax name in 1986 for its four-wheel ATV lineup.
1987 FourTrax Foreman 4X4 (TRX350D)
One year after the successful launch of the FourTrax 4x4, the celebrated Foreman name is born. The 350cc Foreman 4x4 features front and rear racks, a high-output, 310-watt alternator and an 850-pound towing capacity.
1988 FourTrax 300 (TRX300)
Honda introduces a totally new 282cc four-stroke-powered ATV that is 42 pounds lighter than the popular TRX250 it replaces. The new 300 uses McPherson& strut front suspension to deliver a plush ride and tight turning radius.
1988 FourTrax 300 4X4 (TRX300FW)
Honda adds full-time four-wheel drive, double-wishbone front suspension and a limited-slip front differential to the FourTrax 300 to produce the best-selling ATV of all time. The FourTrax 300 series of 2WD and 4WD ATVs enjoys an incredible production run through the 2000 model year, selling a combined total of more than 530,000 units.
1993 FourTrax 300EX (TRX300EX)
Honda's FourTrax 300EX replaces the successful TRX250X sport ATV, adding 36cc of displacement and the convenience of electric starting. The 300EX is acknowledged as one of the best trail riding ATVs ever made.
1994 FourTrax 90 (TRX90)
Honda releases an ATV designed for riders age 12 and older. Roomy ergonomics and smooth-running 89cc four-stroke engine make this a popular ATV.
1995 FourTrax Foreman 400 (TRX400FW)
The next Honda ATV to proudly display the Foreman name features a torquey, longitudinally mounted 395cc engine designed to minimize frictional losses. A new overhead-valve design shortens the height of the engine, permitting more ground clearance and a lower center of mass. Weighing up to 50 pounds less than its rivals, the Foreman is a nimble machine when the workday is over and the fun begins.
1997 FourTrax Recon (TRX250)
Honda's value-packed, light-utility Recon is an immediate success. Featuring the same longitudinal engine layout as the larger Foreman 400, the Recon offers full-size ergonomics and dependable shaft drive.
1998 FourTrax Foreman S/ES (TRX450S/TRX450ES)
Honda's largest and most powerful ATV arrives in two versions: the manual-shift Foreman S and the electric-shift Foreman ES. Introduced in a market increasingly drawn to competitors with automatic transmissions, the ES is named the ATV of the Year by ATV Magazine. Honda's Electric Shift Program (ESP) gearbox offers the convenience of an automatic transmission with the durability and engine braking of a conventional transmission, allowing riders to shift up or down with the push of a button.
1999 FourTrax 400EX (TRX400EX)
Honda's first high-performance ATV in more than a decade immediately awakens the sleeping ATV sport industry. Using an XR400-derived four-stroke power plant and a cast aluminum swingarm-another industry first-the 374-pound 400EX is an instant success on the showroom floor and at the track.
2000 FourTrax Ranchers (TRX350TM/TE/FM/FE)
The four Rancher models-2WD and 4WD-conventional or ESP-controlled electric shifting-replace the ever-popular FourTrax 300s. Four-wheel-drive versions feature a new torque-sensing front differential that sends power to the wheel with the most traction. Utilizing Honda's longitudinally mounted engine design, Rancher engine height is further reduced by a dry-sump lubrication system carrying oil in a separate tank inside the engine cases. With more ground clearance and an even lower center of gravity, the multi-purpose Ranchers handle as well as some competitor's sport machines.
2001 FourTrax Foreman Rubicon (TRX500)
Honda stuns the ATV world with the four-valve liquid-cooled 500cc single-cylinder four-stroke Rubicon-equipped with the revolutionary new Hondamatic(TM) automatic transmission. The Hondamatic is compact, quiet, rugged, maintenance-free, sealed against external contaminants, and features engine braking-all refinements lacking in less sophisticated belt-drive transmissions. Honda's most powerful multi-purpose ATV, the Rubicon features many innovative design features of its siblings: longitudinally mounted, dry-sump OHV engine; torque-sensing front differential; and ESP-controlled shifting in addition to the automatic shifting modes.
2003 FourTrax Rincon (TRX650FA)
Honda introduces the SUV of ATVs-the 2003 Rincon. The world's most comfortable ATV offers up a full host of desirable features, including Honda's largest-displacement ATV engine, a liquid-cooled OHV 649cc single-cylinder powerplant; a radical, new automotive-style automatic transmission; and clean, cool SUV styling cues. Add in Honda's TraxLok selectable 2WD/4WD, torque-sensing front differential, fully independent suspension front and rear, plus liberal use of aluminum components to reduce weight, and you've got one of the most sophisticated and luxurious ATVs available.
2004 FourTrax Rancher AT/FourTrax Rancher AT GPSCAPE (TRX400FA/TRX400FGA)
The world's best all-around ATV? None other than Honda's FourTrax Rancher. And for 2004 Honda takes the Rancher's strengths to a whole new level. The '04 Rancher AT features an all-new 397cc OHV single, in Honda's proven longitudinal placement in the chassis for superior drivetrain efficiency, mated to a second-generation Hondamatic automatic transmission, plus push-button Electronic Shift Program (ESP) for manual "shifting" SUV-influenced styling keeps the Rancher AT's looks fresh, while the addition of a built-in GPSCAPE GPS unit extends the Rancher AT's appeal even further.
2005 FourTrax Recon ES/FourTrax Recon
The best-selling mid-sized ATV gets a complete makeover with more power, new suspension settings, more comfortable ergonomics and updated styling. The popular ESP version remains in the lineup along with the conventional-shifting model.
2005 FourTrax Rubicon/FourTrax Rubicon GPScape
The popular Hondamatic-equipped Rubicon now sports SUV styling and comes standard with TraxLok and front disc brakes with a patented scraper system that removes mud and snow from inside the front wheel to help prevent buildup of debris between caliper and rim and ensure consistent braking performance. A GPScape version is also available.
2005 FourTrax Foreman
Honda's mighty Foreman receives a completely new air-cooled OHV 475cc four-stroke engine in an all-new frame. Three variations are offered: an affordable two-wheel-drive version with conventional shifting, a manual-shift four-wheel-drive model (Foreman 4x4), and four-wheel-drive with ESP (Foreman 4x4 ES). All three models share a brand-new super-heavy-duty automatic clutch and a patented new dual oil-cooler system. The chassis boasts next-generation shocks, new styling and dual front disc brakes with Honda's patented built-in scraper system. The 4WD models also feature TraxLok and Honda's torque-sensing front differential.
2006 TRX90
Honda's smallest TRX gets big changes for 2006, including an electric starter, TRX450R-inspired bodywork, new suspension settings, a new handlebar design for increased rider comfort, and a host of other refinements.
2006 TRX250EX
Honda's sporty, fun-to-ride TRX250EX gets even better with TRX450R race-inspired styling, new front and rear suspension and a revolutionary innovation called Honda SportClutch, which enables the rider to experience manual clutch actuation with the advantage of no engine stalling.
2006 TRX450R
The TRX450R is all-new from the ground up and features more power, sharper handling and an electric-start option. A forged slipper piston, lighter than a conventional design, revs quickly to the 9850-rpm redline while maintaining excellent high-rpm power, thanks to a 12.0:1 compression ratio. Other features include new transmission ratios designed for competition; new A-arms, knuckles and spindles; and a longer swingarm and a new linkage ratio for improved turning.
2006 FourTrax Rincon/FourTrax Rincon GPScape
In 2004, the top-of-the-line Rincon added GPScape. For 2006, the Rincon models leap forward with an engine that grows in displacement from 649cc to 675cc. In addition, the Rincon now sports a new camshaft for added power, a new exhaust system to ensure quiet running, a rollover sensor that cuts engine power in the event the machine overturns, plus another Honda ATV first-a programmed electronic fuel injection system (PGM-FI) that delivers optimum power and lower emissions in all riding conditions.
2007 FourTrax Foreman 4x4 ES with EPS
Honda rolls out its revolutionary Electric Power Steering (EPS™) system on the FourTrax Foreman 4x4 ES. First announced on June 23 by Honda R&D Japan, the breakthrough represents the world's first EPS system for ATVs. The EPS system monitors steering torque and vehicle speed to adjust the levels of steering assist and feel. When stopped or at low speeds, it requires a light steering effort. As speed increases, the amount of assist is adjusted to provide the appropriate level of feedback. An added benefit is the system's ability to act like a steering damper, reducing undesirable kickback through the handlebars-which dramatically reduces rider fatigue.
2007 FourTrax Ranchers
The completely redesigned 4WD FourTrax Rancher 4x4/FourTrax Rancher 4x4 ES and 2WD FourTrax Rancher/FourTrax Rancher ES now come with 420cc of fuel-injected, stump-pulling power. The Rancher series provides all the features that Honda ATV riders have come to depend upon: longitudinally mounted engine for maximum drivetrain efficiency, low center of gravity for ease of maneuverability, beefy cooling system, super-heavy-duty automatic clutch, powerful 343-watt AC generator, corrosion-resistant stainless-steel exhaust header and muffler, front wheel disc brakes and available ESP with simple-to-use push-button upshifting and downshifting. Four-wheel-drive versions also offer TraxLok for selectable 4WD/2WD operation.
"You only live once, drive every thing"
2008 TRX700XX
The all-new TRX700XX set the big displacement ATV Sport market on its ear with a purpose-built fuel-injected, liquid-cooled 686cc engine based upon the Baja dominating XR650R mill, double-wishbone Independent Rear Suspension (IRS) and a unique, centered chain drive system.
2009 FourTrax Rancher AT/FourTrax Rancher AT With Electric Power Steering
The immensely popular FourTrax Rancher lineup grows with the debut of a new Honda automatic transmission that provides five-speed auto-shifting or push-button manual gear selection. Available with Electric Power Steering or conventional manual steering these two models also boast a new double-wishbone Independent Rear Suspension for class-leading handling, plus disc brakes front and rear.
2012 FourTrax Foreman 4x4 (TRX500FE/FPE/FM/FPM)
An all-new liquid-cooled 475cc single-cylinder OHV four-stroke engine with a higher compression ratio plus a new fuel-injection system brings admirable sophistication to the quartet of 2012 models of the FourTrax Foreman 4x4. Add to that an all-new rear suspension system that combines a new steel swingarm design with a single high-quality shock absorber, plus an independent double-wishbone front suspension armed with new, high-quality shock absorbers, as well as new, larger 196mm dual front hydraulic disc brakes, and you have a winning formula that makes one of the best ATVs around even better than before.
The best-selling mid-sized ATV gets a complete makeover with more power, new suspension settings, more comfortable ergonomics and updated styling. The popular ESP version remains in the lineup along with the conventional-shifting model.
2005 FourTrax Rubicon/FourTrax Rubicon GPScape
The popular Hondamatic-equipped Rubicon now sports SUV styling and comes standard with TraxLok and front disc brakes with a patented scraper system that removes mud and snow from inside the front wheel to help prevent buildup of debris between caliper and rim and ensure consistent braking performance. A GPScape version is also available.
2005 FourTrax Foreman
Honda's mighty Foreman receives a completely new air-cooled OHV 475cc four-stroke engine in an all-new frame. Three variations are offered: an affordable two-wheel-drive version with conventional shifting, a manual-shift four-wheel-drive model (Foreman 4x4), and four-wheel-drive with ESP (Foreman 4x4 ES). All three models share a brand-new super-heavy-duty automatic clutch and a patented new dual oil-cooler system. The chassis boasts next-generation shocks, new styling and dual front disc brakes with Honda's patented built-in scraper system. The 4WD models also feature TraxLok and Honda's torque-sensing front differential.
2006 TRX90
Honda's smallest TRX gets big changes for 2006, including an electric starter, TRX450R-inspired bodywork, new suspension settings, a new handlebar design for increased rider comfort, and a host of other refinements.
2006 TRX250EX
Honda's sporty, fun-to-ride TRX250EX gets even better with TRX450R race-inspired styling, new front and rear suspension and a revolutionary innovation called Honda SportClutch, which enables the rider to experience manual clutch actuation with the advantage of no engine stalling.
2006 TRX450R
The TRX450R is all-new from the ground up and features more power, sharper handling and an electric-start option. A forged slipper piston, lighter than a conventional design, revs quickly to the 9850-rpm redline while maintaining excellent high-rpm power, thanks to a 12.0:1 compression ratio. Other features include new transmission ratios designed for competition; new A-arms, knuckles and spindles; and a longer swingarm and a new linkage ratio for improved turning.
2006 FourTrax Rincon/FourTrax Rincon GPScape
In 2004, the top-of-the-line Rincon added GPScape. For 2006, the Rincon models leap forward with an engine that grows in displacement from 649cc to 675cc. In addition, the Rincon now sports a new camshaft for added power, a new exhaust system to ensure quiet running, a rollover sensor that cuts engine power in the event the machine overturns, plus another Honda ATV first-a programmed electronic fuel injection system (PGM-FI) that delivers optimum power and lower emissions in all riding conditions.
2007 FourTrax Foreman 4x4 ES with EPS
Honda rolls out its revolutionary Electric Power Steering (EPS™) system on the FourTrax Foreman 4x4 ES. First announced on June 23 by Honda R&D Japan, the breakthrough represents the world's first EPS system for ATVs. The EPS system monitors steering torque and vehicle speed to adjust the levels of steering assist and feel. When stopped or at low speeds, it requires a light steering effort. As speed increases, the amount of assist is adjusted to provide the appropriate level of feedback. An added benefit is the system's ability to act like a steering damper, reducing undesirable kickback through the handlebars-which dramatically reduces rider fatigue.
2007 FourTrax Ranchers
The completely redesigned 4WD FourTrax Rancher 4x4/FourTrax Rancher 4x4 ES and 2WD FourTrax Rancher/FourTrax Rancher ES now come with 420cc of fuel-injected, stump-pulling power. The Rancher series provides all the features that Honda ATV riders have come to depend upon: longitudinally mounted engine for maximum drivetrain efficiency, low center of gravity for ease of maneuverability, beefy cooling system, super-heavy-duty automatic clutch, powerful 343-watt AC generator, corrosion-resistant stainless-steel exhaust header and muffler, front wheel disc brakes and available ESP with simple-to-use push-button upshifting and downshifting. Four-wheel-drive versions also offer TraxLok for selectable 4WD/2WD operation.
"You only live once, drive every thing"
2008 TRX700XX
The all-new TRX700XX set the big displacement ATV Sport market on its ear with a purpose-built fuel-injected, liquid-cooled 686cc engine based upon the Baja dominating XR650R mill, double-wishbone Independent Rear Suspension (IRS) and a unique, centered chain drive system.
2009 FourTrax Rancher AT/FourTrax Rancher AT With Electric Power Steering
The immensely popular FourTrax Rancher lineup grows with the debut of a new Honda automatic transmission that provides five-speed auto-shifting or push-button manual gear selection. Available with Electric Power Steering or conventional manual steering these two models also boast a new double-wishbone Independent Rear Suspension for class-leading handling, plus disc brakes front and rear.
2012 FourTrax Foreman 4x4 (TRX500FE/FPE/FM/FPM)
An all-new liquid-cooled 475cc single-cylinder OHV four-stroke engine with a higher compression ratio plus a new fuel-injection system brings admirable sophistication to the quartet of 2012 models of the FourTrax Foreman 4x4. Add to that an all-new rear suspension system that combines a new steel swingarm design with a single high-quality shock absorber, plus an independent double-wishbone front suspension armed with new, high-quality shock absorbers, as well as new, larger 196mm dual front hydraulic disc brakes, and you have a winning formula that makes one of the best ATVs around even better than before.
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