Rock And Roll

SID MAINWARINGS ASHES ARE SCATTERED AT THE base of Cadillac Hill. All you really need to know about Sid is that he was a Jeeper and that he loved the Rubicon Trail, the famous High Sierra rock path, formerly a stagecoach route, that runs the 80 or so miles from Georgetown, California, to Lake Tahoe. Two days before he died of cancer in 1975, Sid, then 65, was out on his beloved Rubicon. Later, friends placed a granite headstone beside the trail in his honor. Its epitaph is simple and eloquent: “A Man To Match Our Mountains.”

To Jeepers, the Rubicon really is something special. Each year for the past 35 years, the Jeepers Jamboree has been held, with hundreds of participants making the twoday pilgrimage from Georgetown to Tahoe, stopping for a night of drinking, dancing, singing and story-telling at the Rubicon Springs campsite.

Certainly, just getting to Rubicon Springs is reason enough to celebrate. Because in the 50 miles between Georgetown and the springs, there are numerous examples of just about every kind of off-road stumbling block you can imagine: rocks, boulders, shale, mud, tree roots, ditches and steep ledges, all just waiting to snatch a wheel or slam a body panel. And after Rubicon Springs, it doesn’t get any easier. Cadillac Hill, so named for the remains of a 1920’s LaSalle touring car that had to be abandoned there, is the last major steppingstone on the way to Lake Tahoe, seemingly put there just to make sure you remember the Rubicon with the proper amount of respect. An ever-ascending collection of rocks linked by a dirt path and made tractionless by a stream that runs along the trail, Cadillac Hill just doesn’t let up.

The Rubicon Trail is tough, all right, but there are few places on earth better qualified for wringing out fourwheel-drive vehicles, be they Jeeps or ATVs. That's why, after rounding up the four 1987-model ATV 4x4s from Honda, Polaris, Suzuki and Yamaha, we loaded up and headed for the High Sierras and a couple of days of Rubicon rocking.

HONDA FOURTRAX FOREMAN 4X4

This Foreman is the 4x4 Sherman at the tank Continental of the bunch. Divide Point and the it gives the distinct impression that the Rockies will cry uncle first.

The Honda is a 4x4 of substance. Fully fueled, it weighs in on the portly side of 600 pounds, making it the heaviest ATV on the market—and on the planet. Luckily, its 350cc, counterbalanced engine is up to the task, easily torquing the Foreman through anything the Rubicon could dish out. Heft catches up to the Honda during slow-speed rockdodging, however; here, it feels clumsy, an impression not helped by the high-effort steering, non-independent front suspension and Greyhound bus-replica turning radius. The Foreman 4x4 is much happier going through obstacles rather than around them.

Honda’s approach to its 4x4 power train was to keep things as simple as possible. The Fourtrax has full-time four-wheel-drive, a single-range transmission and an automatic clutch. The only choice available to a rider is which gear he wants the five-speed gearbox to be in. Out on the Rubicon, the Honda’s lack of a low-range never caused a problem, and some of our riders preferred the simplified decision-making process the transmission required.

The Foreman comes standard with sturdy, oversized luggage racks front and rear, both of which stood up to heavy use during our Rubicon ride. Also standard is an LED fuel gauge, a nice feature for boondock exploration. The people at Warn Industries supplied us with a electrically operated cable winch ($247), which mounted nicely behind the 4x4’s front push bar. We never got the Honda wedged tightly enough to break out the winch, but the added insurance was comforting. From the Hondaline accessory catalog we added a speedometer/odometer ($ 108), a front storage basket ($41) and a detachable spotlight ($79). The spotlight was the coup cie grace in the trailillumination department: The other 4x4s had adequate lighting, but the Honda, which comes stock with three sealed beams, lit up like the mothership in Close Encounters of the Third Kind.

A thumbnail sketch of the Foreman 4x4? Viewed as a strictly utilitarian device, the Honda is quite a piece of work. In many ways it really does seem like a downsized Jeep. Used in a more recreational manner, it starts to feel big-footed. Still, the Foreman gives the impression that come Hell or high water, it’ll get you where you want to go. And out on the Rubicon, where the rocks are numerous and the ranger stations few and far between, that’s a nice feeling to have.

$3498

POLARIS TRAIL BOSS 4X4

The ATV Polaris market Trail that Boss is numerically 4x4 was a shocker. dominated In an by the Japanese, the Polaris—built by a snowmobile manufacturer in Roseau, Minnesota—surprises by being as good in some areas and better in others than its Oriental competition.

Unquestionably, the Trail Boss’ appearance gives little clue to its overall competence. The machine's styling is dated and its quality of finish is a notch down on the Japanese 4x4s. And then the thing is just so... so different. First, it uses a 244cc two-stroke engine, manufactured by Fuji Motors in Japan, instead of a traditional four-stroke unit. Its powertrain isa maverick as well. A Salisbury-style automatic transmission, made up of a centrifugal clutch, two pulleys and a V-belt, means that getting moving on the Polaris is as easy as selecting High or Low range and thumbing the throttle. Stopping is accomplished through a single lever on the left handlebar end, which activates the twin-front-disc and single-rear-disc brakes.

Even the Polaris’ four-wheel-drive system marches to the beat of a different drummer: Like the transmission, it’s automatic. Under normal circumstances, the Trail Boss is driven by its two rear wheels; but in low-traction situations, sensors note rear-wheel slippage and bring the frontwheel-drive mechanism into play.

But while the Trail Boss may be different on the spec sheet, out in the rough it devours mile after rock-strewn mile with ease. The Polaris has more recreational ATV in it than the other 4x4s. Its two-stroke engine is a more sporting piece than the utilitarian units in the Honda, Suzuki and Yamaha; and this, combined with the fact that its front wheels are in drive mode only when needed, allows the Trail Boss to be slid around corners like a conventional two-whee 1-drive ATV.

It’s in the suspension department where the Polaris really shines, however. Up front, twin MacPherson struts provide a claimed 6.25 inches of travel, joined by 6 inches from the single Monroe damper in the back. This setup pays dividends in two areas. In slow going, the long-travel suspension responds freely to bumps and jolts, yet when speeds increase, the high-quality components keep things well in hand.

If the the Polaris has a problem area, it’s on rocky, staircase-type terrain. Here, where an ATV often gets jammed and stops its forward motion, the other 4x4s’ front wheels

would eventually pull them clear; but the Trail Boss' front wheels don’t get power unless the rear wheels are spinning, which is not always the case in cramped, rocky situations. Still, as long as some momentum is maintained, the Polaris will scramble over everything in its path, most of the time without resorting to the low-range gear ratio.

Reliability-wise, the Trail Boss was the only machine on the Rubicon ride to suffer more than dinged rims. Its rightfront shock blew a seal, and the rear chain guide (the Polaris is the only 4x4 without shaft drive) received a severe mangling and had to be “trail modified.” And the nuts securing the bottoms of the MacPherson struts to the front-suspension radius rods worked extremely loose, despite being cotter-pinned.

Despite those problems, the Trail Boss 4x4 never failed to impress its riders. It shows that four-wheel-drive ATVs need not be weighted toward the utility side of the scale to be successful. It's also good to see that Yankee ingenuity is alive and well. And kicking some ass.

$3298

SUZUKI LT4WD QUADRUNNER

Suzuki's four-wheel-drive ATV is a techno-maven's delight, by far the most sophisticated 4x4 in this group. Heading the list of technical innovations is the engine. Mounted in a more-rearward position than is usual ATV practice. the 246cc powerplant has an inclined cylinder that lowers the machine's center of grav ity. The chassis engineers also strutted their stutL equip ping the Quadrunner with independent suspension front and rear, an industry first.

But it's in the transmission where the LT4WD's design ers got really creative. Not content with a singleor even a dual-range gearbox, they came up with a triple-ratio trans mission (Hi, Low and Super Low), which, coupled with five forward speeds. gives the Quadrunner pilot a choice of 1 5 gears in all (not to mention reverse). But the elec toral process doesn't stop there. The Suzuki can be kept in four-wheel-drive mode for heavy slogging, or shifted to two-wheel drive, which yields lighter steering and easier rear-end sliding on smooth terrain. And for tackling obsta cles that would make a billy goat back up. there's a dif ferential-lock mode that transmits power equally to both front wheels. If you can't climb it in Super Low Dif-Lock, you don't need to go there. .

Standard equipment includes front and rear carrying racks. In case of a serious bog-down, we fitted a power winch ($204.99) and front bumper/winch bed ($99.95) from the Suzuki accessory book, options we didn't have occasion to use on the Rubicon. We also bolted on a pair of plastic handguards ($39.95), another Suzuki-supplied accessory, which made cold-morning rides a little warmer and brush-busting a little easier. -

So how does ihis high-tech wonder work out in the rocks? For the most part, very well indeed. The lightest of the Japanese 4x4s, the Quadrunner feels nimble, like a four-wheel-drive trials bike, almost. Its fully independent suspension provides a noticeably more supple ride at slower speeds, although as velocities increase, the Suzuki, like its Japanese counterparts. starts to feel pressed.

Really, the only negative comments centered around the Quad's engine. A willing enough partner in climb, the engine nevertheless sometimes ran a little short of steam, especially at high altitudes when loaded with a weekend's worth of camping gear. An extra 100cc of juice would come in handy here. One rider didn't like the complexity of the Suzuki's transmission controls or the balkiness of their operation. But while it's true that the Quad's twin sliding levers do tend to take on a certain Caterpillar D-9 likeness and that it sometimes would take a firm tug to move from one mode to the next, out on the Rubicon, the levers were simply left in the 4WD Low positions, with Super Low Dif-Lock engaged only on rare occasions. -

Overall, the QUadrUnIler, mOre than any other 4x4 ATV, feels like it was purpose-built, not just an adaptation of a previous mode!. The Rubicon couldn't stop it, and it's unlikely that anything else will, either.

$3298

YAMAHA BIG BEAR

Yamaha’s 4x4 sticks firmly to the middle ground in terms of design philosophy. The Big Bear uses full-time four-wheel-drive, like the Honda, but has a dual-range transmission, like the Polaris. When it comes to weight, it almost exactly splits the difference between the Quadrunner and the Foreman. For suspension, the Yamaha has an independent front end similar to the Suzuki’s, but a single-shock rear like on the Trail Boss. Brakes are also a mix, with two drum-types up front a la the Suzuki, and a single disc controlling the rear, like the Polaris.

There are some categories where the Big Bear comes out on top. One, unfortunately, is price. By one dollar, the Yamaha is the most expensive 4x4 ATV, yet it is the only one that doesn’t come stock with dual luggage racks. A rear rack is standard, but the front rack is listed as an $84.95 option.

On a more positive note, the Yamaha’s engine is tied with the Honda for largest displacement; and while the Foreman feels stronger on top, the Big Bear has a slight edge in the torque category, a useful advantage on the trail. The Yamaha will also turn in a tighter circle than the other three 4x4s will, and gets the nod for easiest-to-use reverse-gear engagement. No matter what gear the Yamaha is in, reverse can be engaged directly, without having to shift to neutral first. It’s a small point, but after a hard day

out on the trail, a welcome one.

Still, the Yamaha had a tougher time with the Rubicon than did the other 4x4s. Its slow-speed handling was paradoxical in that the Big Bear offered the least ground clearance-evidenced by it having the group’s most-battered skid plate—yet it felt as if it owned the highest center of gravity. Despite having a wheelbase identical to the Honda’s, the Yamaha never felt as confidence-inspiring, especially when being tossed side-to-side by awkwardly spaced rocks.

But to be fair, Yamaha never intended the Big Bear to be a fully fledged Rubicon runner. It’s aimed more at the utility and light-recreation crowd. There, its torquey engine, tight turning and ease of operation are just what the rancher or camper ordered.

$3499

Lessons thing, learned 4x4 ATVs on the are Rubicon? the ideal Well, mode for one of transportion for this kind of riding. They can’t carry a passenger or anywhere near the payload of a Jeep, but cost one-quarter as much and will scurry over the same stretch of terrain two to three times quicker. A dirt bike is quicker still, but then, it’s pretty tough to bungee a three-man tent, a sleeping bag, extra clothes and two days' worth of steak and beer to the rear fender of your XR600.

If you’re looking for a winner and three losers out of this group, you’re about to be disappointed; there are no any losers here. Each of these machines has its own strengths and weaknesses. The Polaris, for example, with its excellent suspension and zippy engine, is by far the sportiest, most-fun 4x4 ATV, but it is still relatively unfamiliar to most riders and has nowhere the dealer network of the Japanese machines. The Suzuki is sophisticated and wellthought-out, as feature-packed as a 4x4 ATV is likely to get. For heavy-duty action it really needs a stronger engine, but even so, the Quadrunner strikes a near-perfect balance between work and play. The Honda exudes a sense of ruggedness that the other 4x4s can't match. On the other hand, it’s simply too heavy and too clumsy for some situations, a fact even Honda recognizes and has done something about; For 1988, the Foreman will be joined by a smaller, lighter model, the Fourtrax 300 4x4. The Yamaha, while a step behind the other three out in the wilds of the Rubicon, would still be an excellent choice for work or play, where a tight turning radius is usually more important than setting fast time up Cadillac Hill.

When all is said and done, any one of these machines will run over or through just about anything short of a nuclear blast. In their owns ways, they, too, are matches for the mountains. Hell, they might even give Sid Mainwaring a run for his money.