Honda Fourtrax 420 ATV-pictures and review









More than 50% of ATVs sold in the UK fall between 250cc and 400cc. But that is changing. As quads are required to perform a wider variety of tasks, the need for more power sees manufacturers offering bigger-engined bikes.


Honda’s new 420cc Fourtrax stretches the power band for the firm’s middleweight ATV line-up. Slotting in above the previous range-topper – the 350 – it will, by next summer, completely replace it, leaving the 250cc version as its sole stablemate.


Apparently, that won’t mean spending more, though. The 420 will match the 350 on price – about £4870 – and will offer considerably more muscle for your money.


So what has changed? Three key areas here:



  • Bigger electronically-controlled engine.
  • Selectable 2wd/4wd.
  • Simpler build = lower cost.


Engine upgrade







HONDA FOURTRAX 420


  • Engine– 420cc liquid-cooled single cylinder
  • Transmission- Five-speed mechanical with optional push-button shift
  • Driveline- Shaft drives to front and rear
  • Suspension- Front – wishbones with coil and damper, Rear – swing-arm beam axle with single coil and damper
  • Brakes- Front – discs, Rear – sealed drum
  • Rack capacity- Front – 30kg, Rear – 60kg
  • Towing capacity– 378kg
  • Price- £4870


Aside from the obvious hike in engine capacity, the power plant switches to electronic fuel injection for the first time.


Honda tells us that this means power up by 20%, a 20% rise in torque reserves and, most importantly, a 10% reduction in fuel use, compared with the outgoing carburettor-fuelled 350cc.


Bold claims indeed. And, although we were not set up to test fuel consumption, the engine certainly seems to be a lively performer.


Coupled to a trailer carrying a round-bale and a couple of sacks of feed, the 420 had little difficulty pulling away, even in third gear.


Climbing our usual test route on Kent’s steep North Downs required only one downshift and the bike continued to pull hard even as the revs dropped off.



Four-wheel drive


Wandering off the beaten track into some more challenging terrain required four-wheel drive to be engaged.


Previous Fourtrax models run in 4wd permanently, meaning that tyre wear can be more rapid, steering tends to be heavier and the transmission soaks up a bit more power.


Providing riders with a mechanical lever to switch between two- and four-wheel drive has been the simple solution in overcoming these issues and helps to bring down fuel consumption, says Honda.


In practice it is really handy being able to shift into 4wd on the move at speeds of up to 15mph. But hit the really tough stuff where the wheels start to spin and it is the limited-slip front differential that lets the side down.


Rather than locking both front wheels together properly, one spins and the other stands still. For extreme conditions a selectable diff-lock would be a better choice but for most farm work that is not going to be required.



Simpler build







Likes


  • Lively engine
  • Sleek finish
  • Smple mechanical gearbox


This new bike has Honda’s usual bomb-proof build quality, but is put together in a simpler way. Thirteen one-piece plastic panels replace the 24 used previously. This helps to cut production costs, which has apparently allowed the firm to offer buyers a higher spec for the same money.



Gearbox


The transmission remains much the same as previous machines. The five-speed mechanical box can be specified with either standard pedal-shift or with Honda’s push-button Electronic Shift Pattern (ESP).


This £300 option does away with the foot pedal – all shifts are made with your left thumb – and that is the version we tested.


We can’t really see the benefit of this system over the traditional “stomp-and-shift” set-up. Your left hand is kept busy at all times and things get worse when you want to change direction.


Switching to reverse is not simple – as you squeeze the left brake lever you also need to depress a stubby red button. This then frees up the transmission and you thumb down through the gears – as your foot would with the pedal – until you find reverse.


On the upside, by retaining a manual-shift box, Honda has ensured a constant, mechanical link is maintained all the way through the driveline, unlike an automatic CVT gearbox.


This means that true engine braking is maintained and it is strong enough that you rarely find yourself reaching for the brake levers, even with a full load on the tail.



Suspension







Dislikes


  • Fiddly electronic reverse selection
  • Ineffective limited-slip diff
  • Limited rated towing capacity


The suspension also remains much the same – independent wishbones with coils and dampers on the front, beam axle with single shock on the rear.


That makes for slightly choppier ride and handling than you would expect from a bike with fully-independent suspension.


But it is ideal for towing because the trailer’s drawbar weight is carried on the axle rather than by the suspension, as it would be if an independent wishbone set-up was used on the rear. This means the back-end does not sag and suspension travel is maintained.










THE VERDICT

This is a true ag-spec bike its mechanical gearbox and lever-shift 2wd/4wd are straightforward and farm-fixable.


The new electronically-controlled 420cc power plant is lively and has plenty of low-end grunt.


You genuinely seem to get more for your money as well as that all-important Honda build quality and resale value.


Our advice? Don’t bother with the push-button gearchange, stick with the time-proven pedal shift and save yourself £300.


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