Honda has a reputation of producing bullet proof transmissions. The 700XX performed very well as we expected.
Honda is known for bullet proof transmissions. As we expected the 700XX 5-speed with reverse transmission worked without flaws. Shifts were right on the money. Gear ratios however seemed a touch off. There seemed to be a void between second and third gear. This may be greatly improved with an aftermarket exhaust and EFI mapping mods however.
Brakes are typical Honda in that they work just like they should. As with the chain the rear brake rotor and single piston caliper is extremely protected from the elements. In fact you could probably land on a rock and not damage the chain or the rear brake mechanism.
Even bigger riders should have no problem moving around on the XX.
Moving around on the 700XX is possibly the easiest of any quad. The quad’s front fenders are tucked away from the rider’s legs and the seat forms nicely around the gas tank allowing for a softer place for your knees. The seat is large and easy to move around on but lacks padding for long rides. It’s more of a sporty stiff seat like you might find on an older Yamaha YFZ. Desert racers will want to increase the padding. Peg location seemed just about right as did the handlebars and controls. Idiot lights, as they call them, conveniently let you know when you’re in neutral, reverse and overheating. The keyed switch is on the right fender as is the reverse lever.
At over 500 pounds, we didn't expect how well the XX soaked up jump landings.
At 508 pounds this quad isn’t meant to be thrown around or jumped. That’s why we were surprised at how well it soaked up landing from jumps. Never once did it bottom out. It was actually a fun experience to land on one rear wheel, especially since this is something we’ve grown up trying to avoid.
What wasn’t fun was wringing out the XX in a long whoop section. As well as the quad did on landings it gave up in handling. We so badly wanted a trophy-truck-like ride where the machine just floats along as the suspension effortlessly swallows everything up, but this just wasn’t the case. The rear shocks felt stiff, this is why the machine didn’t bottom from big landings. Perhaps a longer wheelbase and some replacement shocks are all that’s needed in order to tap into the huge potential lurking within the 700XX.
If the high ground clearance isn't enough to protect you from rock damage, Honda's says their new high-impact urethane engine and skids plates will.
Steering the XX in low speed situations is just as tough as not stalling it. This isn’t necessarily a faulty design on Honda’s part; it’s more of an IRS physics problem. It’s give and take with an IRS ATV. IRS will be your best friend when charging down a hill that’s riddled with rocks and tree ruts, but you’ll need to give up a little when cornering. You see, both tires are always planted firm on the ground trying to drive the machine forward - so unweighing a rear tire in order to make a sharp corner is nearly impossible. The only way to quickly corner on the XX is to ride the machine aggressively, -- using the throttle and clutch to reduce traction in the rear thus sliding and carving your way through the turn. Thankfully the low profile Dunlop radials did a good job of not rolling over, which would have made the whole turning situation much worse. But unfortunately, we did notice the front end tended to push. This could be amplified in good traction situations, which would be out of place in the sandy-desert areas where we feel this quad will excel.
In short, for those wanting to unleash the suspension and handling potential lurking inside Honda’s first-year-XX effort aftermarket help will be needed.
