Thanks for the replies guys.

I have read where a couple of guys have both and sounds like they prefer the King except for the awesome power of the 800.

Very tough decision.

The King probably has more than enough power. Anyone have experience on a 500HO? How would the King compare?

I've heard some say the King seems to be geared a little higher, but no one really complains about lack of power (except for the lag).

Thanks.

 

500HO compaired to KQ?


500HO weight: 715/324.3 lbs/kg
KQ weight: 272kg (602 lbs.)

So take away what 30%? of the KQ's power and then strap a few 50lb sacks of dogfood to the racks and you got a 500HO, oh ya and rip out the EFI and plug in a carb.

 

DirtyDud, AC's front locker is the type you describe as the one you "exactly" want. When AC's 4x4 is engaged you are in 3-wheel drive - just like other quads. When the lock lever is flipped the front axle is locked side-to-side - full 4 wheel drive. It is not a progressive lever-type system (Kawi?) in that the more and harder you pull, the more lock you have. AC's locker is a true locker and you know the minute it is engaged...it steers like a truck.

The Outty's Visco Lock is just like your car or truck's rear axle with a "Posi trac" (Chevy) or "Trac Loc" (Ford) system. BRP makes big noise about what it does, but in reality it's a series of clutch plates forced together when the front wheel without traction spins relative to the other front wheel. The difference in speed between the two front wheels causes the clutch plates to come together, increasing the torque to the slower (non-spinning) wheel until it too begins to spin, resulting in full "locked" 4x4. There HAS to be a difference in speed between the two front wheels for clutch engagement. Not so with AC's lock system. From the moment you throw the locking lever and the mechanical engagement occurs, you are in full 4x4.

The advantage of Visco Lock is no intervention is required. Sort of like having full time 4x4 in your truck. You don't have to worry about when to shift into 4x4. It's always there. For the average driver the Visco Lock is an excellent system, always there when you need it, without the difficult steering associated with a true locker, and unlocking automatically. The down side is that one wheel HAS to rotate faster than the other front wheel for engagement to occur. If you like or need, depending upon many factors (where, how and why you ride) this may not be the best for you. Another disadvantage is the auto unlock feature. You may need the lock just when it disconnects. Re-engagement by slippage must then occur. The Visco Loc system is engineered for the size of wheels on the bike. This can, and is, a disadvantage when larger wheel/tire combos are installed. More apparent wheel slip is required to engage the clutches. This is because a larger tire has a greater circumference and a half turn on a smaller tire is a little different than a half turn on a larger tire...think about it.

The roller thing that BRP does for bragging rights works very nicely for their system. When another brand of quad drives up to the rollers and engages its locker, BRP is betting that the splines are not going to be perfectly aligned for immediately engagement. That's why they say other machines have to back up a little, and BRP's machines do not. A little back and forth action MAY be required on a full locking system for engagement to occur. Makes for good press but on the trail this is rarely, if ever, a problem.

BTW, unfortunately, Polaris doesn't even have a locking front differential: locker, viscous or otherwise. And their 4x4 system will ONLY engage if the rear wheels slip in relation to the fronts. That engagement is controlled electrically, not with a viscous system, as is BRP's side-to-side front axle Visco Lock. Engagement is very quick.

 

My Grizz locks up just like the AC then, except I have a button instead of a lever. I can shift it on the fly but if I try to engage the diff lock the engine sputters and slows down until it's locked then it takes off again (steering like a truck)

I would auctually like a clutch system, the harder you pull the lever the more lock you have until it's fully locked, with a cruise control so you can let off the lever and it'll stay at the desired lockup position. Then push a button and your back to limited slip 3x4 or 2x4


If your in 2 wheel drive and you pull the lever I would want it to go to 3x4 automatically and engage the diff lock accordingly to how much you've pulled the lever in. Then when you release the lever it would go back to 2 wheel drive or if you were already in 3x4 it would go back to that once the lever was released.

 

Sorry but that is one of the silliest things i have ever heard somebody want! The harder you pull, the more lock you get???? What does that even mean? You already can shift from 2 wheel to fourwheel drive on the fly with most ATV's with the flick of a switch. But im confused as to what you mean by having your fron diff only partly locked up. Is that even possible? Can someone else tell me what the heck he is talking about?

 

Think of it as a manually controlled visco lock that you can pre-engage before you auctually spin a tire. maybe you want a bit more lock up than limited slip has, but don't want it to handle like a truck you can set it anywhere you want.

 

You could do as you desire with the old mechanical "pre-loaded" clutch pac springs. The newer type that works with a pump-type system or using the high sheer forces silicone provides would be more difficult. A down side is that an adjustable pre-load would be increased wear and increased fuel consumption.

Wear is even an issue with normal Posti-traction or Trac-lock systems. These systems will lose virtually all their ability to transfer torque by 70-80K miles. The clutch facing material is worn off by then and very little of the original torque transfer is still there.

I should think something like a Thorsen Diff would be the best solution, although expensive. Easy steering, but a positive and instantaneous lock when needed.

There are always solutions and most economical solutions have an up and down sides. It's my belief the market desires EFI and IRS more than an expensive front differential. And right now, the market (800 Outty comes to mind) is bumping right up against what the customer is willing to pay. Yes, there will always be a few out there willing to pay, but are there enough to make it economically viable for the mfgr. Six or seven years ago could you imagine a $10K quad...me neither.

But, just as options of the past become mandatory in today's market (A/C, power steering, windows, brakes) so too will things with quads like EFI and better ride, handling and traction.