– 2019 Honda Rincon Review / Buyer’s Guide: HP & TQ, Features & Specs Overview (TRX680FAK) –
We didn’t get our Rincon 1000 that some of us were hoping for but the upside is, at least the Rincon has suffered the fate some other models have with getting an axe taken to them and being chopped out of the model lineup. Let’s not mope though, lets take a dive into what the TRX680 FourTrax Rincon model has to offer…
For Honda’s 2019 ATV model lineup, the top-dog 680-class Rincon (675cc) makes its return. The TRX680 Rincon is the fastest four wheeler that Honda has ever ran down the production line (aside from sport quad / ATV models). Below, we’ll dive into the 2019 Rincon 680 and cover its detailed specs, colors, pricing, R&D info and more.
Have you checked out the latest 2019 ATV model lineup announcements? If not, here’s a few links to check out all of the 2019 Recon, Rancher, Foreman, Rubicon and other models below:
2019 Rincon 680 Performance Numbers:
- 2019 Rincon 680 Horsepower: 38.1 HP at 6,000 RPM
- 2019 Rincon 680 Torque: 36 ft/lb TQ at 5,000 RPM
2019 Rincon 680 Prices / MSRP & Model Options:
- 2019 Rincon 680 Colors: Red and Phantom Camo
- 2019 Rincon 680 Price / MSRP: $9,399 (Phantom Camo Price / MSRP: $9,949)
2019 Rincon 680 Release Date:
- August 2018
2019 Rincon 680 vs 2018 Rincon 680 Changes? None.
Not only does the refined Rincon boast Honda’s biggest ATV engine (a liquid-cooled 675cc single with a twin-plug cylinder head), it makes more efficient use of that power plant by mounting it longitudinally in the chassis, so that the crankshaft is aligned with the vehicle’s direction of travel. This achieves a number of benefits, including a more direct link to the rear axle. The Rincon is a premium model, with independent rear suspension and a three-speed automatic transmission, proving that a luxurious user experience is possible even in the rough world of ATVs.
- Exclusive camouflage (Honda Phantom Camo) color scheme offers a pattern that’s soft, open and shadow-free for superior camouflage performance in a wide variety of conditions.
- Honda’s liquid-cooled four-stroke ATV features a single-cylinder, fuel-injected 675cc OHV engine that provides ample torque and dependable power.
- Honda’s automotive-style automatic ATV transmission draws power through a hydraulic torque converter to drive three forward gears and Reverse.
- The FourTrax Rincon features Honda’s fully independent ATV rear suspension for comfortable cruising over the toughest terrain.
- Extensive weight-saving measures include the use of aluminum for the following components: forged front upper control arms, rear upper and lower control arms, rear knuckles, front and rear wheels.
Engine / Drivetrain
- High-capacity liquid cooling provides consistent engine operating temperature in extreme conditions for maximum power output and long engine life.
- Camshaft is located adjacent to the cylinder head, reducing engine height. Together with the semi-dry sump, engine height is further reduced for a low center of gravity and excellent handling.
- Advanced design Longitudinally Mounted Engine
- Four-valve cylinder head with two short pushrods provides a broad powerband for optimum performance and engine efficiency.
- Programmed Fuel Injection (PGM-FI)
- Reliable cold-weather starting.
- Stainless steel exhaust system provides superior corrosion resistance and minimizes noise levels.
- Unique semi-dry-sump oiling system locates the oil tank inside the engine cases, lowering engine height and allowing optimum engine placement for excellent ground clearance and superb handling.
- Standard high-flow oil cooler ensures optimal engine lubrication under difficult operating conditions.
- TraxLok® selectable 2WD/4WD system
- Torque-Sensitive Front Differential
- The rear driveshaft joins the rear final-drive gearcase at a 77° angle, eliminating the weight and complexity of an additional shaft and joints. The design also contributes to the Rincon’s considerable 8.0 inches of rear wheel travel.
- USDA-qualified spark arrester/muffler.
Hondamatic Automatic Transmission
- The automotive-style Honda automatic transmission features a hydraulic torque converter, three hydraulic clutches and an Electronic Control Module Unit (ECM) to automatically select one of three forward gears and one reverse gear. The ECM monitors throttle opening, vehicle speed, engine rpm, gear selector position, brake application and engine oil temperature.
- The Honda automatic transmission shifts electronically – eliminating unsightly and trouble-prone vacuum lines – and features engine braking, unlike conventional belt-drive designs.
- Features a filtration system to protect against external contamination. The compact and maintenance-free design means there are no belts to wear out and replace. Using multi-filtered engine oil as hydraulic fluid, the design also simplifies maintenance and ensures an adequate oil supply in all operating conditions.
- Electric Shift Program (ESP)
- A handlebar-mounted control switches the automatic transmission between ESP mode and automatic operation.
- A convenient column-style shift lever permits the rider to easily select Drive, Neutral or Reverse.
- A rugged steel perimeter frame and four-wheel independent suspension provide an exceptional 10.0 inches of ground clearance.
- Independent double-wishbone front suspension uses premium shock absorbers to provide 6.9 inches of suspension travel for a plush, comfortable ride.
- Honda’s independent rear suspension uses a double-wishbone design and features forged-aluminum knuckles and upper/lower A-arms to substantially reduce unsprung weight. The rear knuckle pivots use lightweight metal bushings in place of conventional ball joints and radius arms, eliminating geometry variations as the rear suspension travels through its stroke. This simple design maintains rear wheel alignment and further reduces unsprung weight, contributing to responsive overall handling.
- Lightweight single-tube gas-charged rear shocks and an anti-sway bar provide plush, well-controlled damping throughout the Rincon’s exceptional 8.0 inches of wheel travel.
- Dual front disc brake calipers feature a patented built-in scraper system that removes mud and snow from inside the front wheel. This helps prevent the buildup of debris between caliper and rim, ensuring consistent braking performance.
- A rear, center hydraulic disc brake and self-adjusting mechanical rear parking brake are mounted on the rear driveshaft, further reducing unsprung weight and contributing to the Rincon’s considerable ground clearance.
- Multi-function LCD digital instrumentation is compact, tough and waterproof, featuring large readouts for gear-selector position, speedometer, odometer, resettable tripmeter and hourmeter/clock. Instrument housing includes LEDs for Drive, Neutral, Reverse, temperature warning and FI warning indicator. A fuel gauge located within the instrument housing comes as standard equipment.
- Waterproof accessory socket provides 12-volt, 10-amp power with a built-in temperature- type fuse.
- Thickly padded seat uses dual-density foam to provide all-day riding comfort.
- Low-fuel warning light.
- Side-opening compartment has 4 liters of storage capacity and can be opened when the rider is seated.
- Transferable one-year limited warranty; extended coverage available with a Honda Protection Plan.
- When you buy a new Honda Powersports Product, you may be eligible to receive a complimentary one year membership in the Honda Riders Club of America, which includes an exclusive Members-only magazine, rider training benefits, access to the Members-only Clubhouse website and much more. Some limitations apply. For more information on the HRCA, log on to hrca.honda.com.
Honda Rincon 680 Innovations
From its unassuming beginnings in 1948, Honda has been defined by creative thinking. Everything that wears a Honda logo comes from a heritage so deeply rooted in innovation that standing still is the same as going backward. Which is why-from the first 1970 ATC90 to the 2017 FourTrax Rincon–more advancements in ATV technology have come from Honda than anyone else.
Honda ATVs have always been about smart solutions to tough problems. That sort of fresh thinking goes deeper than flashy technology. It transcends any simplistic bigger-equals-better mentality. Much deeper Honda’s ATV engineering is based on the premise that the truly great ideas are the ones that stand up to a full day’s work. That’s why Honda ATV engineers tackle the challenges of research and development firsthand. They ask questions. They understand what customers expect a product to do, perhaps better than the customers themselves. Staying ahead of the curve with ATV engineering that’s as functional as it is innovative isn’t easy. It’s just the Honda Way. What follows is a compendium of landmark Honda innovations that have shaped the development of the All-Terrain Vehicle.
Automotive-style Automatic Transmission
A first in the ATV world, the Rincon incorporates a true automotive-style automatic transmission to route power from the engine through a hydraulic torque converter to drive to three forward gears and reverse. An electronic control unit (ECU) takes data regarding throttle opening, vehicle speed, engine speed, gear selector position, brake application and engine oil temperature to determine the optimum gear selection. And because the Honda automatic transmission shifts electronically, there are no unsightly and trouble-prone vacuum lines. Plus, the system provides true engine braking, unlike the belt-drive systems used on other brands of ATVs. In addition, the Honda automatic transmission is fully sealed and impervious to external contamination. Since the transmission uses multi-filtered engine oil as hydraulic fluid, this design simplifies maintenance and ensures an adequate fluid supply under all operating conditions.
Independent Rear Suspension
As another notable Honda first, the Rincon features an independent rear suspension with lightweight forged aluminum components to provide plenty of sophisticated, well-controlled wheel travel. This double-wishbone design incorporates forged aluminum knuckles and upper/lower A-arms that are not only strong but also yield a significant savings in unsprung weight. The rear knuckle pivots feature lightweight metal bushings in place of conventional ball joints and radius arms, thereby eliminating toe-in as the rear suspension travels through its stroke. This elegantly simple design maintains rear wheel alignment and further reduces unsprung weight, contributing to the Rincon’s responsive handling. Also, lightweight single-tube gas-charged rear shocks and a stabilizer bar deliver plush, well-controlled damping through the Rincon’s exceptional 8.0 inches of rear wheel travel. As an added bonus, the lack of a rear final drive case adds to the Rincon’s laudable ground clearance for even better maneuverability.
Longitudinal Engine / Driveline
Though Honda’s circle of engineering is comprised of interdependent components, ingenuity often radiates outward from a single bit of bright-think that makes a host of seemingly unrelated advancements possible.
Perhaps the most illustrative example of this is the powerful efficiency of Honda’s longitudinal engine and driveline layout introduced on the 1995 Foreman 400, and currently found in the Foreman 450, Recon, Rancher, Rubicon and Rincon models. It’s an optimal system sending power to the wheels in the most efficient manner: straight lines. The longitudinal layout has many advantages: a lower center of gravity, low seat height, increased ground clearance, lighter weight and fewer moving parts than traditional engine driveline systems.
First, the big picture. By aligning its crankshaft with the vehicle’s direction of travel, the longitudinal layout creates a lighter, simpler, elegantly efficient way of sending power to an ATV’s drive wheels. This simplicity may be best seen in the driveline: Using 45 percent fewer parts, the Foreman 400 4×4 transmission, for example, weighs 41 percent less than the more conventional design used in Honda’s legendary FourTrax 300 4×4, and delivers power to the wheels with 5 percent more efficiency.
Honda’s longitudinal engine also rides low enough in the frame to optimize ground clearance and define a low seat height, a difficult accomplishment in ATV design. Ordinarily, increasing ground clearance to avoid hang-ups such as rocks and stumps would raise the entire vehicle. But raising the entire vehicle also raises its center of mass. That compromises handling, especially when traversing inclines, an unacceptable situation to Honda engineers.
The solution is Honda’s shorter, overhead valve (OHV) engine design. Using pushrod valve actuation, this OHV design carries its camshaft down in the crankcase rather than up in the cylinder head to reduce engine height. The room that would have been taken up by an overhead cam is put to better use, lowering center of mass, lowering seat height and increasing ground clearance. A counter-rotating balance shaft makes the rubber-mounted engine smooth enough to allow the use of a lighter frame than would otherwise be necessary.
Because Honda also wanted to maintain the power characteristics of an overhead-cam engine, namely the ability to rev higher than typical pushrod engines. Traditional steel pushrods would not work so lighter pushrods were necessary. Honda engineers set their sights on aluminum to create a lighter, quieter, higher-revving valve train. Aluminum pushrods expand at the same rate of aluminum cylinder and cylinder head, making for more consistent tappet clearance and a quieter engine than with stainless steel pushrods.
However, aluminum can wear faster and bend more easily than steel. A conventional welded steel cap on an aluminum pushrod created a brittle joint. Honda’s solution was to develop a new aluminum alloy pushrod material. Using a unique pushrod end shape, Honda engineers came up with a revolutionary design by attaching a steel ball to the end of this alloy pushrod. The results? Two tiny steel bearings and spark of electricity cleared the way for the most extraordinary, versatile ATV design on earth. And the bright thinking in Honda ATVs goes on from there.
The Rancher, Rubicon and Rincon 4x4s use a clutchless front differential system that automatically sends power to whichever front wheel has the most grip. By virtually eliminating torque steer, the new system drastically reduces the effort necessary to initiate a turn.
Electric Shift Program (ESP)
Combining the control of a manual gearbox with the convenience of an automatic transmission, the ESP system lets riders shift up or down with the push of a button while an electric motor disengages the clutch, shifts the gearbox and re-engages the clutch. An onboard electronic control unit controls the speed of each shift perfectly after considering engine rpm and countershaft speed, as well as shift drum and shift spindle angles.
To maintain a smooth ride, ESP won’t let the gearbox go into first or reverse at engine speeds above 3000 rpm. To ensure adequate control on hills, ESP electronics won’t approve a shift to neutral at speeds greater than 2 mph.
Radial ATV Tires (Sport ATVs)
An industry first on the 1988 FourTrax 250R and currently offered on the TRX400EX. True radial design allows a tread pattern with bigger knobs that get a better grip on the dirt for improved straight-line acceleration and cornering traction.
Snorkel Air Intake
To keep dirt, water, sand, mud and other indigestibles out of the engine’s inlet tract, all Honda ATVs route incoming atmosphere to the reusable air filter via free-flowing ducting.
Rear Disc Brake
The Rincon comes equipped with Honda’s first rear disc ATV brake. Located upstream of the differential, this configuration reduces unsprung weight, and increases ground clearance and wheel travel. The Rincon’s rear brake also uses a Collet-type caliper–a first on an ATV–for improved maintenance.
Fully sealed shaft drive systems on Honda multi-purpose models deliver power to the wheels with maximum efficiency and minimum maintenance.
Hot or cold. Wet or dry. Honda engineers have put untold hours of development into exactly what it takes to start an ATV engine thousands of times under the most demanding conditions so you never have to worry about it.
Eccentric Axle Adjusters
O-ring chain-drive systems on Honda’s sport ATV models carry the rear axle in an eccentric mounting system that is rotated to maintain proper tension and perfect rear wheel alignment.
Sealed, Easy-access Maintenance-free Batteries
The sealed design of Honda’s ATV batteries give owners one less thing to worry about, and they’re easy to get at when it’s time for a new one.
2019 Honda Rincon 680 ATV Development
Take a good, close look at the Honda FourTrax Rincon. You’re looking at more than just another ATV; you’re witnessing the forces of evolution at work.
Think back to the WWII-era Army jeep. A pretty rudimentary piece of work, no? Now picture any one of today’s ultra refined and immensely popular Sport Utility Vehicles–complete with all the luxury trimmings. Quite an evolutionary leap forward, right? In like manner, Honda’s groundbreaking new four-wheel-drive Rincon now elevates ATVs to a higher, more sophisticated plane–all the better to meet the needs of today’s more sophisticated buyer.
Thanks to the bright-think minds at Honda, this new SUV of ATVs comes packed chock-full of features and technical innovations that could come only from the industry leader. Of course, innovation is a watchword at Honda. Perhaps the closest parallel to the Rincon’s level of impact came a few years ago when Honda began a revolution in liter-class sporting motorcycle design with the CBR900RR. This stunningly brilliant machine delivered a wealth of power and exceptional handling-benefits that were multiplied by its remarkably light weight. Now Honda has accomplished the same feat once again, creating a new class of large-displacement, lightweight ATV with the Rincon.
The Rincon sports the largest and most powerful engine among all Honda ATVs–a brawny yet remarkably compact liquid-cooled four-valve 649cc four-stroke overhead-valve powerplant. A completely new design, this powerhouse delivers plenty of muscle, while the OHV layout allows for an engine height that’s markedly shorter than would be possible with an overhead cam configuration. This, in turn, produces a number of advantages: less top-side bulk to make space for a larger fuel tank, increased ground clearance, and a lower center of gravity.
And that’s only the beginning. Careful attention to detail, plus a lot of hard work, has kept the Rincon’s dry weight exactly the same as that of the 499cc FourTrax Foreman Rubicon, a laudable 600 pounds–this from a machine with 30 percent more engine displacement. Better yet, the Rincon boasts the only true automotive-style automatic transmission in the entire ATV world. By routing power through a hydraulic torque converter to a sophisticated transmission featuring three forward gears plus reverse, the Rincon delivers a decidedly sporty feeling every time you dial up the power. Net result: a skillful blend of bold power plus nimble handling for a fun, grin-inducing feel.
In 2001, Honda introduced the ultra-sophisticated Hondamatic transmission in the then-new Rubicon. This continuously variable hydromechanical transmission remains unique in its ability to deliver a satin-smooth flow of power under all riding conditions, from the toughest chores to the most rugged trails. The new Rincon, however, was developed to impart a distinctly different and more pronounced kind of mechanical feel. Instead of the seamless flow of power found in the Rubicon, the Rincon feels much more familiar-and sporty–to buyers who are accustomed to the way an automatic transmission shifts through progressive gear ratios. Thanks to this innovative automatic transmission, Rincon buyers can savor the power-surge of a strong upshift. What’s more, since the Rincon employs a true automotive-style drive train, you’ll never encounter the belt failure and/or slippage that can occur with ATVs from other manufacturers.
The Rincon employs an Electronic Control Unit (ECU) that factors in throttle opening, vehicle speed, engine speed, gear selector position, brake application and engine oil temperature to automatically select the proper gear under the appropriate riding conditions. As an alternative, the rider can actuate the Rincon’s Electric Shift Program™ (ESP) to select the desired gear by using the push buttons mounted on the left handlebar. Its super-sophisticated design delivers simplicity in operation.
More notable Honda firsts come at the rear of the Rincon, including a rear disc brake mounted upstream of the differential. This position decreases the unsprung weight normally associated with an axle-mounted disc, and also provides increased ground clearance. Also in back, you’ll find Honda’s first independent rear suspension with lightweight forged aluminum components. This system provides the Rincon with plenty of sophisticated, well-controlled wheel travel. The elimination of a solid rear axle means the Rincon can provide a more comfortable ride over the toughest terrain compared to conventional ATVs. Meanwhile, special lightweight forged aluminum suspension components keep weight at a minimum for superior handling. Even the brake pedal is aluminum–how’s that for attention to detail?
Besides these design innovations, the Rincon comes fully equipped with just about every high-tech ATV trick in Honda’s extensive inventory: TraxLok™ allows the rider to shift between 2WD and 4WD via a simple thumb-operated switch. While in 4WD, Honda’s unique torque-sensitive limited-slip front differential reduces torque steer to yield a lower steering effort and also provides superior traction compared to convention limited-slip differentials. An Electric Shift Program (ESP) enables the rider to manually select gears by simply actuating one of two push-buttons mounted conveniently on the left handlebar. Another switch on the right handlebar allows the rider to easily select either ESP or automatic mode for the transmission. A solid-state CD ignition with electronic advance delivers excellent performance and reliability. Rubber engine mounts and a gear-driven engine counterbalancer effectively control engine vibration for all-day riding comfort. And Honda’s renowned longitudinally mounted engine provides the utmost in drivetrain efficiency.
Roll all of these deluxe features into one ATV, and what do you have? The SUV of ATVs–also known as the 2018 Honda Rincon.
Revolution on four wheels
In 2003, the Rincon broke new ground with more Honda firsts than any ATV in recent history. It boasted Honda’s largest liquid-cooled four-stroke ATV engine, first automobile-style automatic ATV transmission, SUV-style radial Dunlop tires, a new rear center hydraulic disc brake system mounted on the rear propeller shaft and Honda’s first fully independent rear suspension system. And that’s just the short list. The Rincon also boasted Traxlok, enabling riders to switch between 2WD and 4WD with a simple thumb-operated switch, Electric Shift Program (ESP) that allows shifting by simply pushing buttons on the left handlebar and a torque-sensing front differential that reduces torque steer for lighter steering effort in 4WD.
The following year, Honda added a Rincon GPScape model, featuring a GPS unit contained within the standard meter assembly and featuring storage for up to 100 waypoints, digital compass function indicating travel direction and an automatic compensating clock. This technology has been dropped though and GPS is not available on the 2019 Rincon 680.
Bigger. And better.
The last redesign on the Rincon 680 model took another great leap forward with an engine that grew in displacement from 649cc to 675cc, reflecting the new TRX680F model designation. This boost comes by way of a larger bore in the single-cylinder powerplant, growing from 100mm to 102mm. Also, the cylinder is now of cast-sleeve design, which permits cylinder boring to an oversize of plus 0.25mm should the need ever occur. In addition, the Rincon now sports a new camshaft for added power, a new exhaust system to ensure quiet running, a rollover sensor that cuts engine power in the event the machine overturns, plus another Honda ATV first–a PGM-FI system with 40mm throttle body that replaces the carburetor used in previous Rincon.
These changes result in eight percent more torque at a higher rpm peak–up from 4500 rpm to 5000 rpm. Meanwhile, the horsepower peak remains at 6000 rpm, although peak power jumps approximately seven percent compared to the prior Rincon, changes that yield a higher top speed than before. More durable crankshaft bearings and beefed-up transmission gears ensure durability over the long haul with the Rincon’s additional power.
PGM-FI makes the world a better place
The Rincon’s PGM-FI system boasts a high-tech 12-hole split-pattern fuel injector to maximize fuel distribution to both intake valves. There’s also a high-pressure fuel pump with a built-in reservoir to feed the system.
In general, fuel injection brings a wealth of smart-think benefits that can adjust to real-world variables in a seamless, automatic fashion–all of which makes the riding experience that much more enjoyable. In addition to increased power output, some of these other benefits include improved fuel consumption; the elimination of the choke circuitry for easy cold starting; automatic altitude compensation to 12,000 feet; automatic temperature compensation from -13o to +104o Fahrenheit; faster engine warm-up; and smoother idle control, thanks to the idle air control valve (IACV), which establishes a basic idle setting of 1400 rpm, plus or minus 50 rpm.
And to improve overall drivability, the Rincon’s automotive-style torque converter also features improvements in 2006 that allow for faster warm-up to better accommodate cold-weather riding.
As would be expected, the shift from carburetion to PGM-FI dictates the deletion of a fuel petcock with a reserve setting. Now the PGM-FI-equipped Rincon incorporates a fuel gauge, and when the fuel level reaches the E symbol a low-fuel warning light begins to blink. At that point, about 1.1 gallons of fuel remain in the tank, enough for approximately 28 miles of reserve range.
More innovative thinking went into the Rincon’s high-pressure fuel pump. For a fuel pump to provide consistent fuel delivery, it needs to be submerged in fuel. Other manufacturers place the pump in the main fuel tank, but this can reduce fuel capacity. For the Rincon, Honda designed a separate aluminum tank to house the fuel pump, mounted out of harm’s way in front of the engine between the top shock towers. This allows the Rincon to maintain its fuel capacity. The sub tank also works as a trap for contaminants, and includes a drain in the tank to purge any particulates that worked their way into the system.
Battery capacity also has been increased significantly in 2006, from 14AH to 18AH, but if at some point the battery becomes discharged to the extent that the electric starter will not function, the Rincon still offers an auxiliary recoil starter, which incorporates an automatic internal decompression system for easier starting.
Tougher. And smarter.
The Rincon update also brings a reusable urethane air filter that can be washed, unlike paper filters. Also, should the filter become immersed in water it can still be reused; paper filters, by comparison, are destroyed by water immersion.
The Rincon TXR680 also received new dual front disc brakes for added stopping power. These 180mm disc brakes feature Honda’s self-centering collet-style brake calipers first introduced to the ATV line in 2005. These calipers also feature patented integrated scrapers to eliminate buildup of debris such as mud or ice.
In addition, new valving in the rear suspension make the Rincon more adept than ever when the going gets rough, and other enhancements make the shock action smoother in operation than in the previous unit as well.
Power on Demand: Honda’s Torque Converter for the 2019 Rincon 680
Honda’s innovative Rincon boasts the only true automotive-style automatic transmission in the entire ATV world. Though it features several innovations that cater specifically to ATV application, the Rincon’s torque converter operates in principle much like other torque converters. Basically, it links the engine to the automatic transmission much like a manual clutch connects an engine to a manual gearbox. Both systems drive the vehicle and they also come into play when the vehicle stops.
With a manual transmission, manual actuation of the clutch temporarily disengages the engine from the transmission when coming to a stop. In similar fashion, a torque converter performs this connect/disconnect function but automatically, as needed. Moreover, with a torque converter and automatic transmission, the rider need only release the throttle and operate the brake when stopping the vehicle.
A torque converter can accomplish this because it is a fluid coupling, rather than a solid coupling. At low engine speeds, the torque converter slips internally, which allows the engine to spin independently of the transmission. As a result, the engine of the stopped vehicle is allowed to run at idle while the transmission is in gear. When it’s time to roll, the rider simply opens the throttle to increase engine speed, and the torque converter then transfers power to the transmission to make the vehicle move.
In the Rincon, the engine output shaft drives the torque converter’s impeller, which uses fins to pump fluid–in this case, engine oil. As this fluid drives the vanes of the torque converter’s turbine, the spinning turbine then powers the automatic transmission to propel the vehicle. The Rincon’s automatic transmission employs three hydraulic clutches and an ECU that automatically selects one of three forward gears or reverse.
Rincon Styling & Design
The styling of a new Honda doesn’t happen by chance, nor does it happen quickly. In fact, oft times the form and face of a landmark new model begins taking shape long before the engineering team launches into development of new hardware.
In the case of Honda’s innovative Rincon, styling concepts and sketches began taking shape back in 1999, within the top-secret confines of Honda R&D Americas (HRA). There was no Rincon at that time; instead, this internal design study began a life of its own as a series of ideas and sketches aimed at exploring the outer limits of ATV styling and configuration for an undetermined future use.
With this project, the overarching direction consciously departed from the pure utility aspect of FourTrax design. More specifically, the design team’s goal was to create a high-end ATV with a more refined look, featuring sporty styling that would offer a broader appeal to a wider-than-ever range of recreational riders. To that end, the HRA design team blended a number of innovative elements: a higher fender line for an airy, lighter look; strengthening bumps on the fenders that would also lend a modern and muscular appearance; full integration of bumpers, headlights and taillights to create a smoothly flowing line and style.
As one Senior Designer at HRA, explained, “We took the ATV away from a boxy, utility look and found a new balance favoring a distinctly sporty impression. As a parallel, look how Sport Utility Vehicles (SUVs) have evolved in the automotive marketplace over the past decade from a pure utility vehicle to upscale luxury status. Where you once had loggers and surveyors slogging personnel and equipment to the boonies in utility four-wheel-drives, you now have a couple going to the theater or a family driving to the mountains in comfort with their SUVs. In a similar manner, we wanted to create a new upscale kind of ATV. Today there’s a large contingent of buyers who have created a new, wider spectrum of recreation applications for ATVs, and we wanted to expand that role.”
“Our job here at HRA is to push the limits of design, and our ATV internal design study definitely accomplished that goal–which is to say, not every element that we experimented with made it into the final production-model Rincon. However, many of the styling elements that we worked with in sketches and clay mock-ups fit well within the final design. Look at the Rincon and you’ll see many of the styling breakthroughs we defined in our design study. The body lines of the Rincon are very integrated, free flowing and refined. Also, elements such as the forged aluminum suspension are not only strong and light, but they also lend a very modern, high-tech appearance. These pieces look like components from an Acura NSX sports car, not an ATV.”
“The direction we took with our design study matched up perfectly with the new path the Rincon is taking–a blend of recreation and utility use, with the larger emphasis on recreation. Granted, many people may very well end up using this new breed of sport-utility ATVs in work applications, and it’s capable of fulfilling that role equally well. However, our goal was to offer a whole new look and new options in order to fulfill the emerging demands of a new market segment. ATV usage is evolving at a record pace, and I think we’ve helped Honda establish a new leadership position in this area.”
|Engine Type||675cc liquid-cooled OHV semi-dry-sump longitudinally mounted single-cylinder four-stroke|
|Bore x Stroke||102mm x 82.6mm|
|Induction||Programmed electronic fuel injection (PGM-FI), 40mm throttle body|
|Ignition||Full-transistorized type w/ electronic advance|
|Starter||Electric w/ auxiliary recoil|
|Transmission||Automatic w/ hydraulic torque converter, 3 forward gears, reverse and electronic controls|
|Driveline||Direct front & rear driveshafts w/ TraxLok® and torque-sensitive front differential|
|Front||Independent double-wishbone; 6.9 in. travel|
|Rear||Independent double-wishbone; 8.0 in. travel|
|Front||Dual sealed hydraulic 180mm disc|
|Rear||Single hydraulic disc|
|Seat Height||34.5 in.|
|Ground Clearance||9.1 in.|
|Turning Radius||10.8 ft.|
|Fuel Capacity||4.4 gal. incl. 1.2 gal. Reserve|
|Curb Weight*||657 lbs.|
* Includes all standard equipment, required fluids and full tank of fuel—ready to ride