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Pint-Size Powder Keg

From afar it’s easy to classify the Yamaha Raptor 125 as an entry level ATV. After all, it’s a fairly simplistic; air cooled small bore 4-stroke nestled into a chassis that’s very user-friendly to younger, smaller and beginning riders. And if you chose to view it accordingly, we don’t fault you and neither does Yamaha. They are confident in the model’s ability to appeal to riders of all skill level.

However, like the Raptor 250 before it, the Raptor 125 speaks to the inner-child within us all; even those of us with a few extra pounds around the midsection and an unquenchable need for speed. When your ATV Connection editors received word that a Yamaha Raptor 125 would temporarily be joining our stable, we made sure to do our readers justice by testing the machine both as an entry-level ATV and a zippy play quad for the more experienced riders among us. Here’s what we discovered.

Mounting Up

In person the Yamaha Raptor 125 is anything but intimidating. Its physical dimensions are unimposing and thoughtfully composed. From a styling standpoint, the machine fits right in with Yamaha’s larger Raptor ATVs (and the omnipotent YFZ450). It’s just large enough for a younger rider to feel comfortable on with a bit of room to grow into but not so small that an adult couldn’t hop on and feel immediately comfortable in the saddle.

A brief stab of the electric starter gets the Yamaha’s air-cooled, single-overhead-cam, 2 valve 124cc engine up and running. In these days of digital tuning and high-tech fuel injection, the Yamaha flows fuel the traditional way: through a gravity-fed 29mm Mikuni carb. We found the configuration worked smooth throughout the duration of our testing, requiring a bit of choke only on the coolest fall mornings. The quad lacks any sort of backup starting system so making sure the battery is up to the task of turning over the engine is essential to avoid bump or jump starting rituals.

Once up and running the Yamaha sounds, well, mellow. Its exhaust note is smooth and quiet. There’s absolutely nothing menacing about this engine’s sounds or vibes and yanking in the clutch to put the machine in gear only further reflects this fact.

Moving Out

Yamaha wisely graced the Raptor 125 with abundant low-end power to keep beginner riders from experienced the frustrations often associated with a fully manual transmission. Feed out the clutch slowly and smoothly and the Raptor’s power kicks in to get the machine rolling. Push the thumb-throttle as far as you feel comfortable and prepare to be surprised with how wide a range that power actually spreads. The middle- reaches of each gear aren’t spectacular, instead offering up linear pull but the top end returns with a healthy surge similar to the beginning of each gear.

By the time you reach the top of 5th, prepare to be moving along at a pretty nice clip. We discovered that the larger-framed among us needed to rely upon well timed shifts and momentum more heavily to keep the quad percolating but this is to be expected considering the demographic Yamaha is targeting with this machine. Be aware that the Raptor does lack reverse to save on weight and production cost.

In the Rough

The bullet-proof transmission and adequate torque mean riders just learning the ways of the clutch will likely pick up the art of manual shifting in no time. Those of us already well acquainted with the process will undoubtedly be treating the 125 like a mini Raptor 700 by now and fortunately, there’s a lot of fun to be had in that as well! Weighing only 299 pounds (fluids included), the Raptor 125 responds remarkably well to rider input. Couple this to a peppy engine and stable chassis and you have the formula for some serious backwoods funfests.

There’s something about the smaller dimensions that make blasting around on an ATV like this feel forbidden but the terrain-feedback that gets all but muted out on a larger quad keep you coming back for more.

The suspension, though much more simplistic, is actually inspired by the larger Raptors in Yamaha’s line as well. Sporting 7.5” travel dual A-arm shocks up front (5-way preload adjustable) and a monoshock out back with 7.9” of squish, the Raptor can be skipped across whoops, pounded through roots and even land from moderate leaps without rattling fillings.

Hydraulic disc brakes all around ensure that aggressive play riding speeds can be brought back into check in a hurry with crisp modulation.

Odds and Ends

Contrary to what we suspected going into this review, the fairly low tech shocks Yamaha spec’ed for the Raptor 125 are quite capable of standing up to the abuse of off-roading, even with riders a few decades beyond Yamaha’s target audience. With an upgrade to fully adjustable units from a Raptor 250 (or the aftermarket), the machine could very easily be converted for track use. The agility and confidence-inspiring manners in this package are downright infectious. To top the spec sheet off, Yamaha includes quality low profile Maxxis tires all around- great at finding traction in just about any condition you can throw at the machine (the only exception being deep, soupy mud).

Situated at an unbeatable sub $3500 pricepoint (and that includes a Team Yamaha factory graphics kit), it’s tough to find any reason not to enthusiastically recommend this ATV to a beginner looking for peppy performance, to any wife looking for a nimble machine to take onto the trails with the hubby and for everyone else, go ahead and park one next to your 700 under the disguise of “having been bought for junior when he gets a little bigger”. Your secret’s safe with us.

More information on the Raptor 125 and all of Yamaha’s 2013 ATV line can be found at their official site.

 

 

In the event that you’ve been living in a cave these past few decades, Austria’s Kraftfahrzeuge Trunkenpolz Mattighofen (that’s KTM to you and I) have gone to great lengths to go from an off-beat alternative to the Japanese OEMs to a venerable off-road powerhouse manufacturer.

After years of development in the two-wheeled world, 2007 witnessed KTM’s entry into ATV business with a pair of manual clutch XC models (cross-country): The 450 and 525XC. The next year (released as 2009 models), they followed suit with a pair of motocross-specific quads: The 450 and 505SX. The prime difference between the designations? Aside from the SXs being slightly wider for MX regulations, they make use of dual cam engines for more snap while the XCs use the proven single cam setup – in fact it is the same engine found in the Polaris 450 & 525MXR models.

Don’t be confused by all of these designations, the bottom line is the XC quads, like the 525 tested here, live up to their namesake by being slightly narrower for the trails and boasting more linear power spreads for the variety of conditions an off-roader may encounter. Of course, any one of the quartet of ATVs include KTM’s tireless attention to detail- if that doesn’t mean anything to you, read on.

What’s It All About?

The KTM 525XC is all about throaty performance. What’s that mean? It means there are two types of riders who will consider this machine: Performance hungry recreational riders (be it trail, desert, or track) and dedicated cross-country racers. In either case KTM designs the 525XC to get where it’s going in a hurry and to do so without any further modifications required after purchase. Sure you can throw time and money on it if that’s your bag but make no mistake, this is as close to showroom ready race equipment as you will find anywhere.

Engine Department

Powering the 525XC is a liquid-cooled 510cc, single overhead cam 4-storke with four titanium valves mated to a 39mm Keihin FCR carburetor.

The transmission is a manual clutch 6-speed (5-forward & reverse), and starting is push button electric only.

Chassis

In these days of aluminum obsession, KTM sticks with their tried and true steel chassis designed for work in conjunction with high-end Ohlins shocks all around. The remainder of the machine reads just like a machine any racer could build up if money were no object: Douglas wheels, actually developed specifically for this quad, mate to Maxxis RAZRs. Magura hydraulic disc brakes and oversized Magura aluminum handlebar. While we’re on the subject of Magura, they also get the nod to provide the hydraulic clutch. That axle out back is both heat-treated and adjustable to four widths.

Unlike most stock quads, the KTMs come standard with tether kill switches (mandatory equipment for most race facilities the world over), an aftermarket-style front bumper and aluminum exhaust. While plastic heel guards are standard as well, only Can-Am’s DS series go the step further to include genuine nerf bars.

In the Saddle

Climbing into the cockpit of the KTM 525XC is an immediate reminder as to what this machine’s all about. The saddle is nice and firm, the suspension barely budges when you put down your weight and the bars are low and wide; demanding an elbows-out stance. The rear is high, the junction between seat and tank narrow and the entire chassis feels light and nimble.

The machine fires up with a nice hardy rumble with only a bit of choke and stab of the left-side mounted button. Grab that hydraulic clutch, which pulls far smoother and lighter than expected, step the gearbox down one and hold on!

The Ride

Getting the 525XC up to speed is strictly a matter of nerve as big 5-hunny makes abundant grunt and somehow manages to hook up pretty well in the process. The power comes on nice and low with snappy, usable torque and pulls steadily to the very upper reaches of each gear. Essentially we achieved a top-speed of around 76 mph with the stock gearing and managed to get there from a dead stop in a matter of seconds on one particularly long straightaway. If drag racing is your bag, you’ll have very little trouble keeping ahead of all but other KTMs on the straight-aways.

Not to worry if your definition of a good ride involves a lot of twists and turns, the 525XC is very nimble on its feet! That abundant torque on tap makes throttle-steer an absolute snap and the geometry is such where hardcore leaning or counter weighting the inside wheels isn’t a necessity. That stiff suspension is remarkably adept at reducing squat or the sensation of the machine leaning even when hard cornering.

While the quad is undeniably fast, there is certainly enough usable torque on hand to make performance woods riding a definite possibility. However if slippery rocks, roots, deep mud or overly technical exploration are your bag, this probably isn’t the best choice of ATVs on the market. It’s a high-performance machine and makes no apologies for the purity of its purpose. It’s only a change of tires away from being a desert/ dune terror as well.

Odds & Ends

The chassis and Ohlins suspension that may feel a bit harsh and uncomfortable at low speeds (or say a stand-still on the dealership floor) do not come into their own until the speeds start to increase and believe it or not- the harder you push the 525XC, the better it all comes together!

The position sensitive shocks are unbelievable at taking the spike out of boulder-sized whoops and cushioning even the ugliest flat-landings. It took a few hot laps around our favorite loops before our testers began to let go and really trust in the KTM’s abilities. Once they did so, however, it was unanimously decided that this is a machine literally designed for the hideousness of wide-open woods racing.

The brakes are straight factory-level performance right out of the box. What that means is that they bring even a machine this fast down from speed in an alarming hurry. Grabbing a handful can easily send an unprepared rider for an impromptu trip over the bars but that’s a risk we’re glad to accept in exchange for the confidence that comes with such powerful, well-modulated braking.

Finally, the quad’s overall weight of 357-pounds goes a very long way in cutting down on rider fatigue after long days in the saddle. This is one of few machines that manages to combine high-speed stability with flickable maneuverability.

Conclusion

Just like with our last KTM-powered ATV test (2010 Polaris 450MXR); we hated having to return this one to the dealership. It really makes riding in fresh terrain a blast and reinvents the joys of visiting well known loops.

The only downside to report is the machine’s MSRP, which, at $10,998 can hardly be considered chump change- especially in this rough and tumble economy. However, you’d be hard pressed to build up such a competent machine yourself for less and experiencing KTM’s impeccable attention to detail is almost worth the price of admission alone.

These days the economy has even the most optimistic among us wondering if things are really improving or whether the media is simply fluffing the proverbial pillows so as to avoid a panic. In either scenario the lust to get outside and explore the trails, traverse streams, and pound rocks couldn’t care less. Chalk it up to the nature of human genetics!

Fortunately Honda knows that our DNA is flawed and hence the Recon 250: Entry level pricing, automatic clutch, racks, and a nice reliable engine. The cure for your craving has arrived: recession or otherwise.

Mounting Up

At a glance, the Recon 250 looks an awful lot like its larger utility brethren on Honda’s line. The engine is largely shrouded by fiberglass and the front skid plate wraps around the leading edge of the quad to meet up with the overhanging rack to protect the headlights. Big meaty tires, durable steel wheels and floorboards round out the visual treatment.

Hopping in the saddle reveals a roomy, comfortable cockpit for riders of all sizes. Electric start means a simple stab of the bar-mounted button gets this carbureted machine to life. We found half application of the bar-mounted choke was required on the cold February mornings of our testing but otherwise simply pressing in the starter was enough to get underway (especially when the machine was already warm). While we never had reason to use it, the back up recoil starter was a welcome feature.

The cockpit itself is loaded with beginner-friendly instrumentation that advanced riders won’t find distracting. Among these, a reverse and neutral light, handlebar shifting arrows (up and down) and a lit indicator for each of the 5-forward gears.

Blast Off

Getting the Recon 250 moving is a pretty unique experience. Despite the tendency for our left boot to instinctively jump each time, putting the machine into gear is accomplished by depressing the upward arrow on the left handlebar pod. This is the same arrow responsible for upshifts. It’s a pretty neat feature as there is no clutching to take into consideration here. Rather you put the ATV into gear, give it throttle until it starts to rev out, then tap the arrow button to shift. The cockpit gear-indicator mentioned above assures that even the most absent-minded rider won’t get lost in the transmission.

Power is about what one would expect from an air-cooled, twin-valve 229cc pushrod-equipped 4-stroke; which is to say peppy but not blessed with abundant torque down low or top-end speed through each of the five gears. However, it’s by no means underpowered, in fact thanks to the light, nimble chassis and rear-wheel drive power delivery, the Recon 250 is pretty darn zippy and can actually wheelie with a snap of the throttle and light tug on the bars.

Speaking of the chassis, the Recon is quite stable considering its nature to zip through tight situations. We expected a lot more lean out of the suspension in the corners than we got; always a plus when a situation comes up that forces us to carve a turn at higher speeds than we’re comfortable with.

Suspension action is decent: 5.1-inches of dual-A-arms up front and 4.9-inches of travel out back thanks to a single-shock/ swingarm set up. The shocks themselves are non-adjustable, as expected on a budget ATV, but deliver a surprisingly supple ride assuming you don’t try to take the machine airborne.

This is a machine that loves tight twisty trails, hardpack, loose sand and moderate rock gardens. The fact that it is rear-drive only means it is possible to get into trouble trying to cross deep sticky mud or climbing steep grades of slippery rock.

Odds and Ends

We certainly appreciated the fact that Honda thought to include reverse on this model even though the actuation process is a bit overly complex. We expected such things years ago when the CPSC was targeting ATVs as responsible for all of the world’s problems, these days we’ve come to welcome simpler reverse actuation. Additionally the quad is set-up to prohibit starting in gear.

Braking is adequate as well, with high marks coming in for the dual sealed hydraulic drums up front and average performance reported with the single mechanical drum in the rear (performance does suffer if the unit gets wet).

The racks are definitely appreciated and plenty handy though a trailer hitch is an up-charge accessory affair only sadly.

Conclusion

For around $3,899, the Honda Fourtrax Recon 250 proves that big bucks isn’t a requisite to getting out and enjoying the trails as is demanded by our DNA. The human genome may not be easily understood but thanks to Honda, it is easy to satisfy.

 Head over to the Forum and see what members are saying about Honda’s budget-friendly entry into this segment!

Your ATV Connection editors have taken a long and dirt-laden road to get where we are but don’t let that get you into the reasoning that we don’t remember where we’ve come from.  Small bore 3-wheelers with no suspension and lawnmower-style pull starters were how many of us got our first taste of off-roading.  At the risk of sounding like an old man, kids these days have it much better. Case in point, they’ve got the 2012 Yamaha Raptor 90.  Looks, performance, reliability, versatility; this thing has them all.

The Skinny

ATVs designed for kids rarely get the type of updates that racing and utility ATVs get, but that doesn’t mean Yamaha is content with rebadging old tech with new decals.  The Raptor 90 was designed new from the ground up when it was introduced in 2009. It was released into the waiting maw of legislation that had essentially pulled the plug on the sale of youth ATV models.

Fast forward to 2012, and the lead ban that had kept the raptor out of the waiting hands of future riders has finally been rectified. The Raptor 90 is proof that many of the goodies and features that make dad’s quad so awesome can be appreciated by junior as well.

What Stands Out

The Yamaha Raptor 90 has a pretty well rounded spec sheet including features that parents are sure to value. These include a keyed ignition and a plug-and-play CDI jumper to control the rev limiter (and the machine’s top speed if your kid has a need for speed and selective hearing).

The transmission is a fully automatic CVT similar in design and operation to those in full-sized quads.  Providing the power to the rear wheels is an 88cc air/ fan-cooled single overhead cam (2 valve) single cylinder four stroke being fed by a 22mm carburetor. The push-button electric start makes getting going a simple affair. There’s even a backup kick-starter for those cold mornings when the battery decides to sleep in.

Testing

Typically when testing ATVs, we take joy in the opportunity to riding the machines in question and judging they’re  then relaying the experience to you.  Minis present a unique challenge because we no longer have the body of a teenage boy. Instead, we recruited an actual 10-year-old to ride for us. After a hard day’s ride, our riders were full of piercing insight. One rider even went as far as to say “it was okay.”

Still, we coupled such interviews with a bit of our own cockpit cramping and here’s what we discovered…

The cockpit on the Raptor 90 is surprisingly roomy; with loads of growth opportunity for just about any rider thanks to well-placed controls and spacious floorboards.  The engine is typical Yamaha; which is to say well engineered and reliable.  We were impressed with the backup kick-starting feature even though the battery never gave us any fits during our week spent with the machine in the cold.

Power is smooth and surprisingly peppy if the rider tends to find the throttle stop. Never is it wheelie happy, abrupt, or intimidating.  We performed a majority of our testing with the rev limiter set to maximum (8000 rpm), netting us a top speed of nearly 35mph.  However, the included CDI jumper allows parents to lower the rev limiter down to 4800 RPM, nearly cutting the top speed in half. A smooth CVT makes this an ATV that is truly beginner-friendly with the potential to grow as skill and confidence increases.

Handling is impressive and the suspension package is just firm enough to make maximum use of the power on tap.  We were able to get the machine up on two wheels with some aggressive flat-terrain cornering attempts but on the whole, the machine tracks straight through choppy terrain and contains enough flex to make hopping over trail clutter a snap.

Braking was decent. Out back a single hydraulic disc brings speeds down in a hurry.  Dual drums up front are plenty adequate when dry but give up a little performance should the ride turn wet.

Verdict

The Raptor 90 impressed us on many levels- particularly in regards to the safety features integrated to take some of the worry off the shoulders of the parents.  The way we figure it, there is enough to consider when attempting to train your little-one in the ways of off-roading, a nice reliable engine, controllable top speed, flawless transmission, even a front brake lever that blocks throttle application all make the Raptor 90 an excellent choice.  Factor in the $2699 price tag and it’s apparent Yamaha went the extra mile to deliver a solid, well rounded package.  We even had some adult female testers claim they felt very comfortable on the Raptor 90 and could imagine it being their main ATV.  The Raptor 700 styling is the icing on the cake!

Are you in the market for a new mini? Recently buy a Raptor? Tell the us your opinion in the forums.

It’s easy to get excited about the latest 1000cc all-wheel-drive mud master or featherweight 450cc race ATV. What’s interesting is that year after year it isn’t the big monster 4x4s or the high-tech race units that make up the bulk of annual sales. Instead it’s the non-flashy middleweight contenders; the affordable automatic transmission-equipped trail quads that represent the meat and potatoes of the ATV sales curve.

These are the machines that appeal to beginners, to riders advancing up from minis and to just about anyone who is looking to go out and experience the joys of off-roading without worrying about frequent maintenance, poor fuel economy or specialized skills to master.

Enter the DS250 from Can-Am. We’re as guilty as the next guy in overlooking the automatic-250 on the showroom floor to gawk at the Commander 1000 or DS450, but we recently had an opportunity to spend some time in the saddle of a 2012 DS250 on the snowy trails of Western NY. Here’s what we found out:

Mounting Up

While it is true the 250cc class is geared towards beginners and smaller riders the DS250 isn’t small at all. The cockpit is easily one of the roomiest of the 250s with a look and feel that pays homage to the sport-side of Can-Am’s product line. It’s no lightweight either, weighing in at a surprisingly robust 429 pounds dry weight. In fact, because the DS250 uses traditional foot pegs with heel guards rather than integrated floorboards like most automatic quads, it’s very easy to mistake the quad for its DS450 brethren at a glance.

The reach to the bars is comfortable and the seat is flat enough to allow for easy movement and quick seated to standing transitions. The controls are a bit more complicated than what we’re used to on a beginner-class machine consisting of an oil pressure, neutral and reverse indicator light, a bar mounted choke, electric start button, and twin bar-mounted master cylinders for the hydraulic brakes. The gear selector comes in the form of a right side shift lever mounted to the side of the gas tank.

Getting the DS250 to bark to life is a very drama-free affair. From the saddle, the rider simply turns on the keyed ignition, dials in a bit of choke on the left-side handlebar and presses the yellow electric-start button. Our unit fired up after only a few seconds with full choke on even in single digit temps during our time with it. The exhaust note is surprisingly mellow even when blipping the throttle and has a smooth, almost electric sound to it at idle.

The Ride

The fully automatic CVT system makes powering away on the DS250 a matter of pushing the (rather stiff) thumb-throttle toward its stop and holding on. Throttle response is decent, especially in the low-end, with typical spooling lag manifesting momentarily before the revs become acceleration. Speaking of, Can-Am engineers can certainly be proud of the performance they’ve managed to extract out of the 249.4cc single cylinder engine. Can-am has decided to go beyond the normal air-cooled, two-valve units used in beginner-class models with a liquid cooled, four valve motor. The result is extremely predictable power delivery.

The riding experience can best be described as smooth and linear. It gets off the line cleanly without excessive wheel spin and transitions into a midrange with a little more snap on tap than even down low. Top end junkies aren’t going to find a whole lot of over-rev here, but at the same time we were pleased to note that the power doesn’t just fall-off when you reach top it out. When ridden responsibly, the DS250 is absolutely ideal for trail riding, low-speed exploration and even an occasional sporty romp. We managed to get the front end skyward with a stab of the throttle and a solid tug on the bars. Getting the front wheels to lighten for successive trail clutter isn’t impossible, but the little DS seems happier to just ride on through the chop rather than hopping on top of it.

The suspension is adequate for trail use but taking this machine airborne is pretty much out of the question for all but the lightest riders. The fairly hefty weight and non-adjustable, short travel (5.5 inches up front/ 6.7 rear) shocks make bottoming out a regular (and harsh) occurrence when taking jumps.

Odds & Ends

Like all Can-Ams, the DS250 has excellent brakes fore and aft. The steel tube frame and fairly narrow chassis aren’t ideal for high speed drifts, but otherwise it remained stable and planted. It’s clear Can-Am’s goal with the design is tight trail handling over high speeds or racing applications.

Finally, one of the first questions we encountered on the trails was whether the DS250 had a chance against the sportier Yamaha Raptor 250. Despite the fact that the DS is designed for a very different purpose and weighs nearly 100 lbs over the Yamaha, it could be made to compete. The Can-Am’s secret weapon is it’s engine. Stock, it’s performance is passable, but only because it’s been detuned. A freer flowing exhaust system is an efficient mod capable of tapping into the performance potential. Suspension upgrades would have to be on the short-list of recommended modifications if serious track work is to be considered.

Verdict

After a week of zipping around on the DS250, we think it’s pretty clear why models like this remain so popular with riders of all ages/ skill levels. Sure there are more specialized models for those committed to one aspect of the ATV experience, but the DS250 is a reminder of the simple joys that get people into the sport in the first place. What it lacks in specialization, it more than makes up for by doing everything pretty darn well. Aside from the occasional chain adjustment/ lube and oil change, we would expect years of trouble-free performance out of the Can-Am.

As a bonus, at $3,699, it’s the most affordable of all the sporty 250s currently offered.

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Can-Am DS 250