We admit when we hear a powersports manufacturer say “all-new” or “completely new vehicle” we sometimes roll our eyes because “all-new” is BNG (bold new graphics). Maybe a new seat or new grips on the handlebars.
Yea, sometimes we’re skeptical.
But when Honda officials told us the 2015 Foreman Rubicon is a “clean sheet of paper redesign” we were tempted ... until we got to actually see the company’s new ATV. No rolling our eyes here—rather, eyes wide open.
“We looked at every component,” Eric Stevens, ATV development project leader for Honda, said when the company unveiled its latest version of the Rubicon this past summer in California. That sounds like Honda, which has built a reputation for quality and longevity in its powersports products.
So while Honda looked at every component and told us the new Rubicon is a complete redesign, there are a handful of new features—among many we should point out—that definitely stand out. On top of that list has to be the new independent rear suspension (IRS), a first on the Rubicon model, which until this year has been a swingarm design. The Rubicon model was first released about 10 years ago so the change from swingarm to IRS is fairly significant. Other notables include a new seat, cast aluminum wheels (another first for Honda), all new frame/chassis and new Maxxis tires.
Pure Economics
Pure economics might have been the motivation for the switch from a rear swingarm to IRS, especially considering—according to Honda—the company has 37 percent market share in the sale of ATVs. Of that, Honda owns 76 percent of sales in swingarm-equipped ATVs but only 9 percent of the IRS-equipped ATV market.
That will most likely change as Honda brings six new IRS-equipped Rubicon models to the dirt. Those are: Foreman Rubicon 4x4; Foreman Rubicon 4x4 EPS; Foreman Rubicon 4x4 EPS Deluxe; Foreman Rubicon 4x4 DCT; Foreman Rubicon 4x4 DCT EPS; and Foreman Rubicon 4x4 DCT EPS Deluxe.
While the Rubicon redesign got a “clean sheet of paper” and “compared to the previous Rubicon, nothing really carries over,” we would stop short of calling it all-new. The engine, for example, is the same 475cc liquid-cooled OHV longitudinally-mounted single-cylinder four-stroke as what is found in Honda’s Pioneer 500 side-by-side. It is new to the Rubicon, however, so maybe it really is all-new. There is definitely more new than “reused,” so let’s look at some of those new features and components.
To accommodate the new IRS, Honda redesigned the frame, which offers a smoother ride and has a high strength-to-weight factor where Honda aimed to have as minimal weight as possible while trying to achieve maximum strength. The double-cradle design has increased stiffness compared to the previous Rubicon, along with better torsional rigidity. The new chassis helps give the Rubicon 9.8 inches of ground clearance as compared to the 2014 Rubicon’s 7.5 inches. That’s a fairly big increase in added clearance.
Swingarm vs. IRS
While there is some debate on the benefits of a swingarm vs. independent rear suspension, we think Honda’s move to include IRS was a positive one. Looking at the numbers alone, along with the increased ground clearance of 2.3 inches, travel in the rear is now 8.5 inches compared to 6.7 inches, another big increase. The IRS is heavier than a swingarm design but Honda uses a cast aluminum knuckle to keep the weight down as much as possible.
In the IRS vs. swingarm debate, most agree that IRS offers a better ride over uneven terrain, which includes trails with rocks and roots and other obstacles. To make sure that is the case with the Rubicon, Honda uses a dual-arm rear design with adjustable spring preload shocks (on all four corners, not just the rear suspension) for some shock tuning to match the conditions as well as account for any load you might be carrying.
While on the subject of suspensions, the front suspension is still an independent double wishbone design similar to previous Rubicons but it too has been redesigned for more travel (7.3 inches vs. 6.7 inches).
One more thing about the IRS vs. swingarm before we move on. When pressed about why the move to IRS and the advantages of that rear suspension as compared to the swingarm, no Honda official really wanted to wade into that argument. We were told that each system has its advantages “depending on terrain” and that “Honda now offers a bigger lineup of both.”
We did appreciate Bill Savino, Honda’s four-wheel product planning manager, pointing out the importance of tires in the overall ride quality of the Rubicon (or most any vehicle for that matter). Savino said, “Tires act as the initial bump absorption for the vehicle so we went through several iterations of the tire design.” You don’t hear that comment very often. The result of all those iterations is a new Maxxis tire with a more aggressive tread pattern for better traction. The tires also have a new carcass design which was aimed at improving the ride comfort of the vehicle.
On the Deluxe Rubicon models those Maxxis tires are wrapped around cast aluminum wheels. Other Rubicons have steel wheels.
Cush For Your Tush
Another area Honda focused on to improve the ride comfort of the Rubicon was the seat, which is two inches thicker, has softer foam and a sport-grip texture. Stevens says “It’s the most comfortable seat we’ve ever had.”
Yes, the seat was plenty comfy, but perhaps what we like even better is the texture, which allows you to slide from side to side on the vehicle as you negotiate turns. Some seats are too grippy and don’t allow that sliding while others are too slick and you just about slip right off the seat so the Rubicon’s texture is just right.
Four of the six Rubicon models have electric power steering (EPS) and, once again, here we are singing the praises of EPS. We test drove several models of the Rubicon on the Hatfield-McCoy Trails’ RockHouse Trail, which comes by its name honestly, and appreciate the extra control and comfort EPS gives the vehicle. Honda fine-tuned its EPS for the Rubicon, adjusting the electric current going into the steering, giving it even more precise steering. Honda also increased the mount stiffness and enhanced the control. More specifically, the new three-point mounting setup for the EPS makes the steering mechanism more rigid which gives more precise steering.
You can’t talk about a Honda vehicle without talking about the transmission and drivetrain. If you want options, the Rubicon has them. There are two distinct transmission types on the Rubicon, the 5-speed manual or the 5-speed automatic dual clutch transmission (DCT). The Rubicon is the only manual transmission IRS model in the industry.
DCT Is A-OK
Of course, with Honda’s DCT, there are no belts as it is an automotive-style transmission with the option of being fully automatic where the vehicle does the shifting based on speed, riding conditions and terrain or push-button control via Honda’s Electric Shift Program (ESP). The 5-speed manual is foot-operated with the shifter on the left side of the vehicle. Three Rubicon models have a manual transmission while the other three have the automatic DCT with a drive/low option. More on the drive/low transmission a bit later.
Each kind of transmission has its advantages and, we suppose, disadvantages. Typically, the more aggressively you ride, the more input you want to have when driving so for us—in most instances—we prefer the Rubicon with manual shifting. That includes the rocky terrain and tight, twisty trails where we wanted more power coming out of corners and the option to downshift into the gear we wanted depending on how tight the corners we were headed into were.
The Auto mode, where the transmission does all the work, works great for riders who don’t really want or need any input into the ride while ESP offers more rider input and is definitely fun in some of those tight, twisty trails. ESP also allows you to downshift headed into a corner or while going uphill or descending a hill.
We found that in the Auto mode, the downshift would usually happen as you were coming out of the corner, not headed into the corner where in many cases you want to downshift to help slow the vehicle down to help you better negotiate the turn. Again, remember, we tend to be more aggressive on the trails and head into the corners maybe a little hotter than your average rider. For some, the Auto mode will work just fine in the same corners we were racing in and out of.
The Auto mode is slower to respond compared to ESP. We found we can respond quicker to changing conditions, cornering, climbing, descending, etc., than the Auto mode, so that’s why we prefer manual shifting and ESP.
Switching Is Easy
One great feature about the Automatic DCT though, is that you can switch from Auto to ESP and back on the fly. You can’t, however, shift into low while on the fly. The drive/low sub transmission offers two selectable gear ranges to match varying riding conditions. It’s found on the same Rubicon models that have the Automatic DCT and ESP tranny. You can shift into low while using the ESP which lowers the gear shifting for aggressive riding but it’s definitely for low-speed riding, such as in tight, twisty trails or over rocky terrain. We found it very helpful on some sections of the RockHouse Trail while in other areas, such as long straightaways, it was “tapped out.” That’s when we would shift out of low or even just change to the Auto mode.
One more nice feature about the Auto mode is that you can upshift or downshift using the ESP button and then it goes back into the auto mode automatically. We told you there were lots of options. One more thing about the ESP. There is a little “divider” separating the upshift and downshift button, which does help prevent you from accidentally hitting the one you didn’t want to. Even after a little drive time on the ESP-equipped model you will get used to the buttons and won’t have to look over at them to shift while driving. We should note that you can’t up or downshift more than one gear real quickly (like you can with the manual transmission) as the ESP needs a second to respond before you hit it again.
It might sound complicated what with all the transmission options but it’s really rather simple and just ramps up the fun of the Rubicon.
Of course the Rubicon comes with Honda’s TraxLok 2WD/4WD system, which offers 2WD, 4WD and a 4WD mode with a locking front differential. The TraxLok system incorporates a speed override mode that can be engaged when the front diff is locked, allowing increased wheel speed in severe conditions such as deep mud.
After spending a day on the new Rubicon, it was easy to forget this mid-size ATV is still primarily a utility/work vehicle because it showed very clearly that is has a sporty side as well. It’s definitely versatile. And fun.
