2007 Kawasaki KXF 50 & 90 ATVs Review & First Impression

writer: Bryan Nylander
photographer: Bryan Nylander

The mini quad war just heated up with two new entries from Kawasaki. Gone is the shared-with-Suzuki-KFX50 of old and in its place are two junior sized ATVs, the KFX50 for the six and up and the KFX90 for the 12 and older group. Both share a chassis and plastic and at first glance, they look more like twins. But a closer inspection reveals the differences between these siblings. The rear grab bar is unique to each and on the 50 there is a kill tether that mom or dad can hold while they walk behind their young tyro. Should he or she get in trouble, a quick tug on the leash silences the motor and lets the parent hop in to fix the problem. The two models both come with features like electric starting, a singleshock swingarm rear suspension, A-arm's up front, dual mechanical front drum and single hydraulic rear disc brakes along with an adjustable throttle stop and a CVT transmission with a speed limiter. As if that's not enough, the new KFX's require a key to start - so they can be stored without the worry of junior taking it out for a neighborhood jaunt when his folks aren't home. Safety and control were major factors in the design to ensure a safe introduction into the sport for any neophyte.Embellishing upon the basis formed by the 50, the KFX90 is a model aimed at riders with more motor skills and more ATV experience. Like its smaller sibling, it also has the speed limiters but the more aggressive Maxxis tires are a giveaway to its potential in the hands of a talented young pilot. Either one is a good match for kids of all sizes. Only the near 100 degree heat and the enticement of a jump in the pond at the Pitchell Ranch track kept our young tester from wearing out the two machines at the intro. We'll have the full story in our November issue, in the mean time here's the specs and features of the latest from Kawasaki:

2007 KFX50 Features and Benefits

− Reliable 49cc air-cooledfour-stroke overhead-cam engine produces user-friendly power that can bemanaged by entry-level riders

− Continuously variableautomatic transmission

− Electric push-buttonstarting with kick-start backup

− Electrically-operated fuel enrichener automatically opens fuel passage during crankingfor easy starting

− Two front drum brakes and a rear disc brake slow things down in a hurry

− All three brakes areactivated by the handlebar-mounted brake levers to simplify operation

− Centrifugal clutch on thetransmission allows engine braking under certain conditions for added slowingpower

− Wide stance for stablehandling

− Aggressive sport ATV designsimilar to larger KFX models

− Steel chassis for durability

− A-arm front suspension

− Swingarmrear suspension

− Chain drive

− 5.3" ground clearance

− Full floorboards

− Screw-type throttle limiterand collar in the CVT allow parents to set speed and power limits to suit theiryoungster's skill and experience

− Ignition-cutoff tether allowsan adult to immediately stop engine operation by pulling the tether line.

− Keyed ignition switchprevents starting without a key

− C.A.R.B. certified withUSFS-approved spark arrestor

KFX50 Specifications*

Engine	Air-cooled, four-stroke, singlecylinder
Displacement	49.5cc
Bore x stroke	39.0 x 41.4mm
Compression ratio	10.0:1
Carburetion	Keihin PTE 16
Ignition	Solid state CDI
Transmission	Continuously Variable Automatic
Final drive	Chain
Frame	Double cradle, steel
Suspension front / wheel travel	Single A-arm with twin shockabsorbers / 2.8 in.
Suspension rear / wheel travel	Swingarm with single shock absorber / 2.9in.
Front tire	AT16x8-7 tubeless
Rear tire	AT16x8-7 tubeless
Front brakes / rear brake	Dual mechanical drums / Hydraulicdisc
Overall length	55.1 in.
Overall width	34.7 in.
Wheelbase	38.0 in.
Ground clearance	Center of chassis -- 5.3 in.
Track Front/Rear	27.2 / 27.6 in.
Fuel capacity	1.5 gal.
Dry weight	232 lbs.
Color choices	Lime Green, White
MSRP	$1,749

2007 KFX90

Features and Benefits

− Reliable 89cc air-cooledoverhead-cam engine produces user-friendly power that's easily managed byentry-level riders

− Continuously variableautomatic transmission (CVT)

− Electric push-buttonstarting with kick-start backup

− Electrically-operated fuel enrichener automatically opens fuel passage during crankingfor easy starting

− Wide stance for stablehandling

− Aggressive sport ATV designsimilar to larger KFX models

− Steel chassis for durability

− Two front drum brakes and arear disc brake for excellent stopping power

− Centrifugal clutch on thetransmission allows engine braking under certain conditions for added slowingpower

− A-arm front suspension

− Swingarmrear suspension

− Chain drive

− 5.9" ground clearance

− Maxxistires - 18 X 7-8 front, 18 X 9-8 rear

− Full floorboards

− Throttle-limiting screwallows parents to limit throttle opening to help new riders gain experience atslower speeds

− Keyed ignition switchprevents starting without a key

− C.A.R.B. Certified withUSFS-Approved Spark Arrestor

KFX90 Specifications*

Engine	Air-cooled, four-stroke, singlecylinder
Displacement	89cc
Bore x stroke	47.0 x 51.8mm
Compression ratio	10.8:1
Carburetion	Mikuni PTE 16
Ignition	Solid state CDI
Transmission	Continuously Variable Automatic
Final drive	Chain
Frame	Double cradle, steel
Suspension front / wheel travel	Single A-arm with twin shockabsorbers / 2.8 in.
Suspension rear / wheel travel	Swingarm with single shock absorber / 2.9in.
Front tire	AT18x7-8tubeless
Rear tire	AT18x9-8 tubeless
Front brakes / rear brake	Dual mechanical drums / Hydraulicdisc
Overall length	56.1 in.
Overall width	35.6 in.
Wheelbase	38.0 in.
Ground clearance	Center of chassis -- 5.9 in.
Track Front/Rear	26.8 / 26.0 in.
Fuel capacity	1.5 gal.
Dry weight	254 lbs.
Color choices	Lime Green, White
MSRP	$2,149

High flying Foos quickly showed what 40cc more can do as he airs out the KFX90. Although it can be limited in power, the 50 can still throw the dirt around as Sean Foos demonstrates. A stable platform to learn the ropes, the KXF50 should be perfect for any tyro. The new KFX50 is available in white or lime green. Full floor boards on both are nice as the speeds pick up. Less chance of running over feet. The faux headlights are a design element only to mimic the soon to be released KFX450 big brother.

2007 Can Am Renegade 800 4x4 First Ride Review

Can-Am Makes A Fiery Re-Entry With The 800cc Renegade

all contributors: Thad Josey

In 1973, the most horrifying flick ever, The Exorcist, hit the movie screens, the man of steel, Bruce Lee, passed away and the counterculture grew up and traded its flowery love-and-peace mantra for a regular job. But outside of the mainstream news, a small Canadian company called Bombardier set out to defy all odds and make its mark in the motorcycle world. Under the name Can-Am, short for Canadian-American, the company anxiously entered the motorcycle market. Initially, Can-Am struggled to successfully promote its products to the American consumer. However, the lessons were quickly learned and in short order it assembled what would later be referred to as "The Dream Team." Can-Am signed legendary MX racers Gary Jones, Marty Tripes and Jim Ellis to win titles and prove Can-Am to be a serious contender with competitive off-road machinery. To the amazement of most, the victorious Can-Am team walked away with the top three plates for the '74 National motocross season. The honeymoon ended by the mid-'80s as a shift in focus for the Canadian company led to the last Can-Am motorcycle rolling off the assembly line in 1987.

Now nearly two decades later, Bombardier has resurrected its Can-Am name with a fresh commitment to pushing the boundaries in technological advances. And it will be ATVs, not dirt bikes, wearing the Can-Am logo, as the former BRP (Bombardier Recreational Products) ATV lineup undergoes more than a name change. BRP President and Chief Executive Officer Jose Boisjoli explained, "We believe the Can-Am brand better represents the positioning of our products in the marketplace and provides the perfect platform to reach out to and attract power-sports enthusiasts."

Since this was a touch before my time, I did a little research to find out what Can-Am was and what it had accomplished. My Google search resulted in an unexpected insight to Can-Am's exciting history and a much-improved perspective as to where Bombardier was headed with this new branding.

There's the history lesson-I was more interested to sample the new models joining the now Can-Am line. Since the company picked the Durhamtown Plantation, I had a home-court advantage. My intimate association with these trails meant I could pinpoint the performance characteristics of the new models in the brief amount of time the factory honchos let us ride their handmade specials.

As the new Can-Am ATV sat on stage waiting to be revealed to the collected press, I just knew it would be a new 450-and could not have been more off track. When the cover came off, I was shocked to see a shiny yellow Renegade 800 4x4. At first glance, it bore more than a passing resemblance to the Kawasaki KXF700 (a.k.a. V-Force). It didn't take long for me to realize this could be the machine to fill the gap between recreational sport and utility ATVs. Can-Am basically shaved 42 pounds from the Outlander 800 and gave it a sportier look and feel while maintaining all its utility benefits. The Renegade's 597 pounds of goodies include high-tech components, such as EFI, four-wheel-drive with Visco-Lok, Independent Rear Suspension (IRS) and, best of all, that scary-fast 800cc motor.

2007 Renegade 800 H.O. EFI 4x4
MSRP: $9299
Engine type: V-twin, four-stroke, four-valve OHC
Displacement: 800cc
Bore x stroke: 91x62mm
Cooling: Liquid-cooled
Carburetion: Dual Siemens VDO EFI system with 46mm throttle body
Starting: Electric
Drive system: Shaft, 2x4/4x4 with Visco-Lok front differential
Transmission: Automatic CVT with high/low range, reverse
Front suspension type/travel: RS-type dual A-arms/9.0 in.
Rear suspension type/travel: RS-type TTI, independent/10.0 in.
Front tires: 25x8-12
Rear tires: 25x10-12
Front brake: Dual hydraulic discs
Rear brake: Hydraulic disc
Wheelbase: 51.0 in.
Claimed dry weight: 597 lb
Ground clearance: 12.0 in.
Length/width/height: 86.0/46.0/45.0 in.
Seat height: 34.5 in.
Fuel capacity: 5.3 gal.
Rack capacity: 200 lb
Towing capacity: 1300 lb
Taillight: Yes
Headlight: Four 60-watt
DC outlet: Cigarette-style in console, standard in back
Instrumentation: Fuel gauge, speedometer, odometer, hourmeter, tripmeter, tachometer; prewired for winch
Color: Yellow

Enough talk already, it was time to find out how this aggressive-looking monster performed. First off, the four-stroke 800cc V-twin was more than a handful in almost any scenario-no surprise since it's the same raging mill housed in the powerhouse Outlander 800. If power is what you desire, we have found your match. The Renegade felt right at home on open trails that allowed high speeds. But as the forest closed in tightly, I had to be much more attentive. As thrilling as the 800cc motor was, I found myself fighting to keep the front tires away from the trunks of the trees. Turning was difficult, especially when pounding out trails aggressively, as the front tires tended to push. Fortunately, the Can-Am engineers on hand were taking improvement notes to add to the feedback from the factory GNCC race team. This was, after all, a handmade $45,000 prototype, so Can-Am conceded that tweaking and improvements were still taking place. I can't wait to try a polished production unit, as overcoming impossible obstacles is where the Renegade will shine. The IRS and 4WD capabilities it inherited from the Outlander made tackling even the roughest of terrain a cinch.

2007 Outlander Max 800 H.O. EFI 4x4 Limited

Imagine altering the Outlander 800 along with its enormous power, handling and smooth ride so it comfortably seats two riders. Can-Am did just that while keeping all the standard Outlander's features, such as EFI, IRS, inboard hydraulic brakes and the massive 800cc Rotax engine. And Can-Am offers it in a Limited Edition package endowed with a removable GPS system, steel-gray metallic paint job, silver seat trim, polished cast-aluminum wheels, mud guards and muffler trim. If your budget allows, the $11,599 Limited Edition Outlander 800 Max is a top-notch work of art almost too pretty to ride.


But I couldn't wait to get this beauty into the dirt for a romp. And fortunately for me, I was able to rustle up a copilot, as one of the lovely Can-Am employees dared to take a spin with me. I admit I had my reservations about a two-up machine, but to my surprise this luxury touring beast handled the two of us effortlessly. The Outlander always felt sturdy, even at speed and was a champ on the trails. Its power was perfect for pulling the both of us up and down the steep red clay-covered hills, and the suspension never bottomed out nor felt too stiff. The GPS system is sure to help riders keep on course and enable them to track their adventures and rolling with confidence. To anyone who enjoys tackling trails as a couple, I would truly recommend the Outlander Max 800 as the perfect way to go. In fact, its only downfall is that it performed much better with two aboard than going solo.

2007 Outlander Max 800 H.O. EFI 4x4 Limited
MSRP: $11,599
Engine type: V-twin, four-stroke, four-valve OHC
Displacement: 800cc
Bore x stroke: 91x62mm
Cooling: Liquid-cooled
Carburetion: Dual Siemens VDO EFI system with 46mm throttle body
Starting: Electric
Drive system: Shaft, 2x4/4x4 with Visco-Lok front differential
Transmission: Automatic CVT with high/low range, reverse
Front suspension type/travel: Dual A-arms/8.0 in.
Rear suspension type/travel: TTI, independent/9.0 in.
Front tires: 26x8-12
Rear tires: 26x10-12
Front brake: Dual hydraulic discs
Rear brake: Hydraulic disc
Wheelbase: 59.0 in.
Claimed dry weight: 689 lb
Ground clearance: 12.0 in.
Length/width/height: 94.0/46.0/45.0 in.
Seat height: 34.5 in.
Fuel capacity: 5.3 gal.
Front/rear rack capacity: 100/200 lb
Towing capacity: 1300 lb
Taillight: Yes
Headlight: Dual 35-watt
DC outlet: Cigarette-style in console, standard in back
Instrumentation: Fuel gauge, speedometer, odometer, hourmeter, tripmeter, tachometer
Package content: BRP XL2500 winch by Warn, roller fairlead, wired remote control, cast-aluminum rims, aggressive-tread Carlisle ACT radial tires, heavy-duty front and rear bumpers, hand guards, integrated/removable GPS, mud guards, premium seat, premium hand grips, muffler trim
Color: Steel-gray metallic

+	> Handles like a champ > Power manages two riders with perfection
-	> Solo riding reduces performance > Very pricey
=	> It’s so comfortable and accurate that you’ll forget you have a passenger

2007 Polaris Outlaw 525 - First Ride

writer: Bryan Nylander
photographer: Bryan Nylander

In an effort to provide trail riders the lighter weight and quicker handling of a sport ATV yet the ground clearance and uneven-trail capability of a utility, Polaris engineers certainly climbed out of the box with their innovative approach to this problem-they mated a sport ATV with Independent Rear Suspension. We lauded the Outlaw 500's crossbred marriage of sport chassis and utility rear setup by considering it for the 2006 Sport ATV of the Year (Nov. '06). Racers may have had issues with the Outlaw, but for rock crawling or cruising on the trails, it was a capable machine.

However, we were not blindly smitten with the model. It was heavy, slow and had an irritating mishmash of fasteners. Those were the big grievances; we got over the funky seat mounting and odd looks (yeah, I know some of you out there like the black and aggressive buglike plastic design) enough to compete on it back East. We also searched out the rocky sections out West aboard the chunky steed. If it could lose some weight and get more power, it could only get better.

Evidently, Polaris came to that same conclusion and used its cooperative agreement with KTM to score the Austrian brand's proven 525 engine for the Outlaw. Simply scrapping the old tractor motor and replacing it with the svelte Katoom motor worked better than a dose of Phen-Fen, shaving off some 30 pounds. During the adaptation from bike to quad, sixth gear was replaced by reverse and its oil capacity doubled. A new header and exhaust and the 510cc motor was ready to go. And since the overall size of the engine was smaller, there was room for more fuel; it carries more at 3.9 gallons now.

First Look
After months of hearing about the evolved model and its new motor, we finally got our first sighting of the Outlaw 525. It doesn't take long to distinguish its new engine-its silver color betrays its presence. Beyond new graphics and seat-cover colors, the makeover also included the new RydeFX shocks. In fact, both the 2007 Outlaw and Predator will be fitted with shocks from the Canadian company. We didn't get to try any adjustments on the RydeFX equipment, even though the SOLOs in the rear are supposed to have adjustable compression. But I digress

On our walk around, we spotted another side benefit of the KTM engine-a Magura hydraulic clutch. And with promises of light action and effortless clutch action, we were now primed to sample the KTM-powered quad.

First Impression
Press intros are often like blind dates. After all the hype about personality and looks, when you finally meet the person, reality is often on a different course. Sometimes events turn out even better than you thought possible. And other meetings result in awkward silences or a never-ending trip to the restroom. Of course, at the end, the matchmakers are always antsy to hear a good report, and if things headed south in a hurry, you're stuck with wondering how to let them down gently. It's a careful dance routine we waltz in the editorial world-too nice and readers believe we're blowing smoke, while overly harsh criticism earns us a rep for not liking anything and sometimes means no second dates with a particular manufacturer. So, as a photography instructor once said during a portraiture class, "Everyone has something beautiful. It's your job to find it and accentuate it."

The Outlaw 525 is somewhere in the middle here. The looks appeal to some, and everyone will fancy its muscular motor. However, our first date could have gone better. Blame some of it on the location. Polaris chose Jawbone Canyon for the debut location-probably for its bounty of rocks and because a good chunk of the ATV media is based within driving distance. But after some time aboard a 500 on hand and the new 525, I'm pretty certain that it is a tight-and-rocky-trail machine. In the big, rolling desert whoops infesting the location, life wasn't as much fun. We hit a long stretch of whoops right out of base camp, and at first things on the older 500 were OK, but within a short time, the back end started to hop around and suddenly I was in a rodeo on a bucking bronco. Not a good place to be in bounding along in fourth gear. The suspension packed and kicked, and I wished my tester, Adam Campbell, on the new 525, and I could swap. After a roundabout trail that took us to the top of one of Jawbone's impressive hills, we finally switched off so we could compare the old Outlaw with the new one. After meandering over and around rocky outcroppings and down to the valley floor and the sand, I got to see how well the newer RydeFX shocks soaked up the Western rollers. But I was still not ready to blitz any whoop sections-instead of blowing all the way through the stroke and bottoming out like on the 500, the 525's rear shocks compressed halfway, then stiffened practically to immobility. The following kick wasn't as bad as on the 500, but no warm and fuzzies here. Add in some body lean-common on IRS machines-in the corners and speed simply wasn't a place we wanted to take the Polaris to just yet. We need a bit more time to work out the complexities of the Outlaw's suspension personality.

And before I tell you what you really want to know, I have to talk about the front brake lever. If ever there was doubt about the existence of Paul Bunyan, I can assuage it: He is alive and testing for Polaris. No really, the lever is so far away from the bar that Campbell and I (both of us wear XL gloves) had to slide our hands forward to grasp the slimmed-down-for-'07 lever. The ergos were way off here-I'm afraid to shake hands with the guy who felt this worked. He probably has a blue ox named Babe at home. Fortunately, the new dual-caliper brakes work fast and make up for time lost reaching for them.

"Yeah, yeah, but what about the motor?" you ask. It rocks! The 11cc larger mill feels like a big-bore motor should, with major oomph off the bottom and a healthy dose in the middle. Where the 500 was soft and took a while to spool up, the 525 comes on immediately and with gusto. In fact, I could go just as fast in a gear lower on the newer Polaris. Less weight means quicker acceleration and also translates into better turning aptitude, not to mention easier loading and unloading from the back of a pickup. Although the motor was easily our favorite part of the new Outlaw, Campbell still managed to find something to snivel at-the inability to shift while on the gas. With the plentiful assortment of exhausts developed for this popular motor, once the companies have adapted them to this unique frame geometry, enhancing the 510cc engine further should be easy. And its five gears are plenty-we never took it over fourth during our brief date.

Final Say
The Polaris Outlaw faces a tough peer group today. Its strengths are its rock-friendly IRS and healthy engine. However, it gets killed in the details. From the utilitylike shocks to the mishmash of fasteners (still!), this unique sport ATV has room for improvement. Things that were permissible even a few years ago will get a model relegated to last place in a flash considering the polished ATVs hitting the showroom floors now. Sure, Polaris fans will still flock to it regardless of what we say, but those on the fence who plan to hit the rocky Eastern trails-well, this is where the Outlaw does shine-might waver before taking the plunge. On a positive note, we'll get to know the Outlaw 525 more intimately during our 24-Hour torture test appearing in our June issue and then perhaps afterward as a Long-Term. And we'll work on coaxing the beauty out of the Outlaw while we are at it.

Polaris Outlaw 525
Retail price:	$7299
Engine type:	Single-cylinder, four-stroke SOHC
Displacement:	510cc
Bore x stroke:	95x72mm
Cooling:	Liquid-cooled
Carburetion:	Keihin MX FCR 39mm
Starting:	Electric
Drive system:	Chain, 2x4
Transmission:	5-speed manual with reverse
Front suspension
(type/travel):	Dual A-arms/10.0 in.
Rear suspension
(type/travel):	PRO-IRS/10.0 in.
Front tires:	21x7-10
Rear tires:	20x10-9
Front brakes:	Dual hydraulic discs, with dual calipers
Rear brake:	Hydraulic disc
Wheelbase:	50.5 in.
Claimed dry weight:	395 lb
Ground clearance:	11.0 in.
Length/width/height:	71.5/47.5/45.0 in.
Seat height:	32.0 in.
Fuel capacity:	3.9 gal.
Taillight:	Yes
Headlight:	Dual 27-watt
Instrumentation:	Neutral/reverse, high-temperature indicators
Color:	Black; white (limited edition)

510cc KTM motor-power without weightGround clearance never an issue

Torx, metric and SAE fastenersShocks not very adjustable

A decent trail explorer; the more rocks and roots, the better

Jagged X's RANGER RZR Strikes Again

writer: Bryan Nylander
photographer: Joe Neric, Brian Purtymun

After sampling the one and only Foreman ES PS at the Honda Training Center in Colton, California, what seemed like forever passed before we finally got our grubby mitts on a unit to test without parental supervision. The short test loop the Honda gang had set up was certainly adequate to assess the skills of this enhanced ATV. But we wanted to try it outside the lab on trails like most of you ride, and at last we had our chance.

Now, you're most likely asking, "What's so exciting about a power-steering-equipped 500cc utility?" In truth, quite a bit ... if you're the right person. Sure, Yamaha has its 211cc-larger Grizzly on the market, clearly aimed at the sport-ute crowd. And it is definitely a hot rod, while the Foreman is more of a pickup truck with a slightly different target audience-farmers, ranchers and other working-class ATV users. But as we all know, pickups aren't all work and no play, and we were about to find out if that held true for the $7049 Honda.

As we discovered in the initial ride, the handling was better in the PS model, not only because of the power steering boost, but also due to the stiffer springs that allowed us to hit obstacles much faster and harder without that painful bottoming. So we set out, with our trip through Arizona and New Mexico as a backdrop, to find tough terrain in both states that would help us get to know this new machine better. We weren't disappointed, and I was soon playing photo monkey and having to spend the majority of the time in the seat. Oh darn, more riding. Funny thing about having a medium-sized ATV with power steering underneath you-suddenly rock gardens look like fun, and logs become an excuse for catching air. The little Foreman turned out to be an exceptional leaper as I made pass after pass for Neric and Purtymun. Landing could be a thud, but a minor one, and the suspension soaked up the abuse so well that, on one hop, I didn't even realized that I was getting all four wheels off the ground. I like that kind of cushiness on a 4x4.

Turning was really only limited by wheelbase and how far I could crank the handlebar. High-speed, downhill, off-camber turns were sketchy, but I think that was a combination of things, least of all, that inertia problem-having enough force to alter the direction of me and the 600-plus-pound ATV. It was nothing out of the ordinary, though, and situations like this are beyond the help of PS anyway. However, pushing the bar around was so easy that, frequently, I had to look at the 2WD/4WD switch to check if the Foreman was even in 4x4. In the sandlike gravel, the difference was more noticeable, as I could get the rear end to swing around easily in 2WD.

So much for this being a work-only machine. The Foreman line (from the baseline $6449 manual shifter to the $6649 ESP-equipped electric shifter) is Honda's top-selling utility. Owners rack up the miles on these dependable pack mules, but the big question for Honda was, "Would its potential customers be willing to shell out another $400 for the benefit of power steering and one-handed operations?" Also, how focused on work are the engineers? Check out the solid rear axle-identical to all the working Honda ATVs, since they are easier to maintain, let you tow more without squashing the rear end and, important here, cheaper. With all that focus, it still works well as a happy trail machine, and for those not needing massive horsepower, it's perfect. The EPS lets the rider control the power better, too, though the 475cc single is not a revver but a torque-meister. Is this the best quad for you? Sure, if you need something for work on your property that can also take you hunting or fishing, explore new trails or simply cruise your favorite forest.

Honda FourTrax Foreman 4x4 ES PS

Retail Price:	$7049
ENGINE
Type:	Longitudinally mounted single-cylinder, four-stroke OHV
Displacement:	475cc
Bore x Stroke:	92x71.5mm
Cooling:	Air-cooled
Compression Ratio:	8.5:1
Carburetion:	Keihin CV 36mm
Ignition:	CD with electronic advance
Starter:	Electric with auxiliary recoil

DRIVETRAIN
Drive System:	Shaft, 4x4 with TraxLok and torque-sensitive front differential
Transmission:	5-speed automatic with reverse; Electric Shift Program

SUSPENSION (TYPE/TRAVEL)
Front:	Dual A-arms, independent/6.7 in.
Rear:	Swingarm with dual shocks/6.7 in.

TIRES
Front:	25x8-12
Rear:	25x10-12

BRAKES
Front:	Dual hydraulic 180mm discs
Rear:	Sealed 180mm mechanical drum

DIMENSIONS
Wheelbase:	50.7 in.
Claimed Dry Weight:	600 lb
Ground Clearance:	7.5 in.
Length/Width/Height	83.0/46.8/46.5 in.
Seat Height:	33.9 in.
Turning Radius:	10.8 ft
Fuel Capacity	4.2 gal., including 0.9-gal. reserve

OTHER
Color:	Red