||It has been suggested that Quad bike be merged into this article. (Discuss) Proposed since November 2012.|
||The examples and perspective in this article deal primarily with the United States and do not represent a worldwide view of the subject. (July 2009)|
An all-terrain vehicle (ATV), also known as a quad, quad bike, three-wheeler, or four-wheeler, is defined by the American National Standards Institute (ANSI) as a vehicle that travels on low-pressure tires, with a seat that is straddled by the operator, along with handlebars for steering control. As the name implies, it is designed to handle a wider variety of terrain than most other vehicles. Although it is a street-legal vehicle in some countries, it is not street legal within most states and provinces of Australia, the United States or Canada.
By the current ANSI definition, ATVs are intended for use by a single operator, although some companies have developed ATVs intended for use by the operator and one passenger. These ATVs are referred to as tandem ATVs.
The rider sits on and operates these vehicles like a motorcycle, but the extra wheels give more stability at slower speeds. Although equipped with three (or typically, four) wheels, six-wheel models exist for specialized applications. Engine sizes of ATVs currently for sale in the United States, (as of 2008 products), range from 49 to 1,000 cc (3 to 61 cu in).
The term "ATV" was originally coined to refer to non-straddle ridden six-wheeled amphibious ATVs such as the Jiger produced by the Jiger Corporation, the Amphicat produced by Mobility Unlimited Inc, and the Terra Tiger produced by the Allis-Chalmers Manufacturing Company in the mid 1960s and early 1970s. With the introduction of straddle ridden ATVs, the term AATV was introduced to define the original amphibious ATV category.
The first three-wheeled ATV was the Sperry-Rand Tricart. It was designed in 1967 as a graduate project of John Plessinger at the Cranbrook Academy of Arts near Detroit. The Tricart was straddle-ridden with a sit-in rather than sit-on style. In 1968 Plessinger sold the Tricart patents and design rights to Sperry-Rand New Holland who manufactured them commercially. Numerous small American manufacturers of 3-wheelers followed. These small manufacturers were unable to compete when larger motorcycle companies like Honda entered the market in the early 1970s.
Honda introduced their first sit-on straddle-ridden three-wheeled ATVs in 1970, which were famously portrayed in the James Bond movie, Diamonds Are Forever and other TV shows such as Magnum, P.I. and Hart to Hart. Dubbed the US90 and later—when Honda acquired the trademark on the term—the ATC90 (All Terrain Cycle), it was designed purely for recreational use. Clearly influenced by earlier ATVs, it featured large balloon tires instead of a mechanical suspension.
By the early 1980s, suspension and lower-profile tires were introduced. Sport models and utility models were also developed by Honda, which had a virtual monopoly in the market due to effective patents on design and engine placement causing other manufacturers to sell their products in low quantities.
The 1982 Honda ATC200E Big Red was a landmark model. It featured both suspension and luggage racks, making it the first utility three-wheeled ATV. The ability to go anywhere on terrain that most other vehicles could not cross soon made them popular with US and Canadian hunters and farmers, and those just looking for a good trail ride. It featured a 192cc air cooled four stroke engine. This ATC went through many changes through its production with Honda changing the driveline from chain to shaft, and giving the engine another 50cc's of displacement. This ATV paved to way to many four-wheeled utility ATV's currently on the market. It also came with a small tool box featuring a spark plug wrench and several other small tools. This soon became standard on all ATC's. Soon other manufacturers introduced their own models.
The 1981 ATC250R was the first high-performance three-wheeler, featuring full suspension, a 248 cc two-stroke air cooled engine, a five-speed transmission with manual clutch, and a front disc brake. In 1985, an all new, water cooled engine was introduced, which featured a large radiator, along with a new 6-speed manual transmission and overall totally new appearance. This ATC was later converted into the TRX250R four-wheeler, an ATV hailed by many enthusiasts for it's speed and handling. The ATC also came with a grab/sissy bar on the rear, which became standard on most ATC's. The engine was notably factory detuned in the four-wheeled variant, making the ATC's especially fast. While rated for a top speed of just 82 mph, a small gearing change made it jump considerably to 93 mph and faster.
For the sporting trail rider, the 1983 ATC200X was another landmark machine. It used an easy-to-handle 192 cc four-stroke that was ideal for new participants in the sport. The 200X's engine produced a modest 18 horsepower and 12 lb-ft of torque and could reach speeds of anywhere from 55-65 mph. The 200X featured full suspension much like the ATC250R, offering a generous 7.3 inches of travel in the front, and over 6 inches of travel in the rear. The ATC was praised for it's smooth power output and great handling, and it's ability to tackle trails. It used an O-ring type drive chain. The first generation ATC200X lasted from 1983 to 1985, with the only changes being a swingarm, pilot jet in the carburetor and most obvious graphics changes. This ATC is notable in that it featured a snorkel-type air intake, strategically placed in front of the gas tank, allowing the ATC to virtually swim through ponds and rivers without hydro-locking the engine. In 1986, the 200X got a full makeover. The frame was improved and was now a square shaped tubular frame versus the previous round tubular frame, and addressed areas that were prone to cracking on the previous generation. The engine was also completely new, and featured a slight increase in displacement, from 192cc to 196cc and featured a new decompression switch which allowed the engine to be kick started more easily. The most obvious change came in the form of visual change. The plastics were now more round and aggressive, and were now white instead of red. 1987 carried this over as well, with the only other change being the installation of a key start ignition system and new gas tank decals. Due to the cease of production of three-wheelers in 1987, the 1986 and 1987 models are exceptionally rare, making them a very desirable three-wheeler.In some countries, after the production of three-wheelers halted, it is believed Honda bought back unsolded three-wheelers and converted them to four-wheelers, making the FourTrax TRX200X ATV. This is very rare in the United States. The ATC200X is a very popular model even today, much in the same way the ATC250R and ATC350X are. The ATC itself and aftermarket parts are very cheap and common, making these ATC's even more desirable.
Another model built was the 1985 Honda ATC250SX. This model was similar to the ATC200X, however it had several differences. It featured a 250cc air cooled engine, larger front tire, full suspension, automatic/clutchless transmission, front and rear drum brakes, extended rear fenders, similar to that of the ATC200S, and it was shaft driven much in the same as the Big Red ATC. It also came with a tow hitch and optional luggage racks along with several other options like mirrors and windshield, headlight guard, fender extender, speedometer, ATC vinyl cover and more. This was optional equipment on most ATC's.
Another sport model ATC that was also built was the 1986 Honda ATC350X. It was built to the same basic principles as the ATC200X, but was a whole different animal. It featured a 350cc air and oil cooled four stroke engine with a 6 speed manual transmission, and featured a snorkel-type air intake seen on that of the ATC200X. It also had new dual lamp headlights. The engine was also notable for the use of a 4 valve head, which was new technology at the time, making the ATC250X one of the fastest machines on the market. There wasn't much that could keep up on the trails. The rear fender also had a small overhang to stop mud splashing. The ATC350X was used for racing, but the ATC250R still proved to be the better choice as the 350X was deemed to have too much chassis flex when landing and not enough travel in the suspension, making bottoming out on large jumps inevitable, therefore putting large amounts of stress on the frame. A company called TPC that specializes in converting modern day four-wheelers to three-wheelers has since released a gusset kit that you or they can weld to the ATC's frame making it extremely strong. In 1986, the engine oil pump was changed to address and issue where wheelies would starve an engine for oil if held long enough. Like most of the other ATC's, the plastics became white in 1986. The ATC was produced in 1987, but sold in small numbers in Canada (similarly to the 1987 ATC250R). This ATC is highly regarded in the ATC community for it's high power and handling.
Over the next few years, all manufacturers except Suzuki, developed high performance two-stroke machines, but did not sell as many due to the reputation already secured by Honda. These models were the Yamaha Tri-Z YTZ250 with a 246 cc two-stroke engine and a manual five- or six-speed gearbox and the Kawasaki Tecate 3 KXT250 with a 249 cc two-stroke with a five-speed gearbox. Other models were produced by both of these manufacturers as well as Polaris and Suzuki, though most converted them to four-wheelers very soon.
Production of three-wheelers ceased in 1987 due to safety concerns: three-wheelers were more unstable than four-wheelers (although accidents are equally severe in both classes). The duration of the ban lasted 10-years and thus since 1997, manufacturers were free to once again manufacture and market 3-wheelers. Statisically, there are more injuries and deaths on four-wheelers and three-wheelers, by a ratio of 3/10 people for three-wheelers and 8/10 for four wheelers. A ban on sales of new or used three-wheelers and a recall of all remaining three-wheelers has been proposed by the American Academy of Pediatrics, but has failed to pass. Contrary to popular belief, the machines are not illegal to use, buy or sell.
Suzuki was a leader in the development of four-wheeled ATVs. It sold the first model, the 1982 QuadRunner LT125, which was a recreational machine for beginners. Suzuki sold the first four-wheeled mini ATV, the LT50, from 1984 to 1987. After the LT50, Suzuki sold the first ATV with a CVT transmission, the LT80, from 1987 to 2006.
In 1985 Suzuki introduced to the industry the first high-performance four-wheel ATV, the Suzuki LT250R QuadRacer. This machine was in production for the 1985–1992 model years. During its production run it underwent three major engineering makeovers. However, the core features were retained. These were: a sophisticated long-travel suspension, a liquid-cooled two-stroke motor and a fully manual five-speed transmission for 1985–1986 models and a six-speed transmission for the 87–92 models. It was a machine exclusively designed for racing by highly skilled riders.
Honda responded a year later with the FourTrax TRX250R—a machine that has not been replicated until recently. It currently remains a trophy winner and competitor to big-bore ATVs. Kawasaki Heavy Industries responded with its Tecate-4 250.
In 1987, Yamaha Motor Company introduced a different type of high-performance machine, the Banshee 350, which featured a twin-cylinder liquid-cooled two-stroke motor from the RD350LC street motorcycle. Heavier and more difficult to ride in the dirt than the 250s, the Banshee became a popular machine with sand dune riders thanks to its unique power delivery. The Banshee remains popular, but 2006 is the last year it was available in the U.S. (due to EPA emissions regulations); it is still available in Canada, however.
Shortly after the introduction of the Banshee in 1987, Suzuki released the LT500R QuadRacer. This unique quad was powered by a 500 cc liquid cooled two stroke engine with a five-speed transmission. This ATV earned the nickname "Quadzilla" with its remarkable amount of speed and size. While there are claims of 100+ mph stock Quadzillas, it was officially recorded by 3&4 Wheel Action magazine as reaching a top speed of over 79 mph (127 km/h) in a high speed shootout in its 1988 June issue, making it the fastest production ATV ever produced. Suzuki discontinued the production of the LT500R in 1990 after just four years.
At the same time, development of utility ATVs was rapidly escalating. The 1986 Honda FourTrax TRX350 4x4 ushered in the era of four-wheel drive ATVs. Other manufacturers quickly followed suit, and 4x4s have remained the most popular type of ATV ever since. These machines are popular with hunters, farmers, ranchers and workers at construction sites.
Safety issues with three-wheel ATVs caused all ATV manufacturers to upgrade to four-wheel models in the late 1980s, and three-wheel models ended production in 1987, due to consent decrees between the major manufacturers and the Consumer Product Safety Commission—the result of legal battles over safety issues among consumer groups, the manufacturers and CPSC. The lighter weight of the three-wheel models made them popular with some expert riders. Cornering is more challenging than with a four-wheeled machine because leaning into the turn is even more important. Operators may roll over if caution isn't used. The front end of three-wheelers obviously has a single wheel, making it lighter, and flipping backwards is a potential hazard, especially when climbing hills. Rollovers may also occur when traveling down a steep incline. The consent decrees expired in 1997, allowing manufacturers to, once again, make and market three-wheel models, though there are none marketed today. Recently the CPSC has succeeded in finally banning three-wheeled ATV's with attachments to bill HR4040. Many believe this is in response to Chinese manufacturers trying to import three-wheeled ATV's. The Japanese manufacturers were also behind this legislation, as they have been held responsible for years to provide ATV Safety training and to apply special labels and safety equipment to their ATVs while Chinese manufacturers did not.
Models continue, today, to be divided into the sport and utility markets. Sport models are generally small, light, two-wheel drive vehicles that accelerate quickly, have a manual transmission and run at speeds up to approximately 80 mph (130 km/h). Utility models are generally bigger four-wheel drive vehicles with a maximum speed of up to approximately 70 mph (110 km/h). They have the ability to haul small loads on attached racks or small dump beds. They may also tow small trailers. Due to the different weights, each has advantages on different types of terrain.
Six-wheel models often have a small dump bed, with an extra set of wheels at the back to increase the payload capacity. They can be either four-wheel drive (back wheels driving only), or six-wheel drive.
Sport models are built with performance, rather than utility, in mind. To be successful at fast trail riding, an ATV must have light weight, high power, good suspension and a low center of gravity. These machines can be modified for such racing disciplines as motocross, woods racing (also known as cross country), desert racing (also known as Hare Scrambles), hill climbing, ice racing, speedway, Tourist Trophy (TT), flat track, drag racing and others.
The modern breed of ATVs were introduced in the early 1970s and almost immediately realized alarming injury rates for children and adolescents. Based on analysis of the National Trauma Data Bank ATVs are more dangerous than dirt bikes, possibly due to crush injuries and failure to wear safety gear such as helmets. They are as dangerous as motorcycles, based on mortality and injury scores. More children and women are injured on ATVs, who also present a lower rate of helmet usage.
In the United States, statistics released by CPSC (Consumer Product Safety Commission) show that in 2005, there were an estimated 136,700 injuries associated with ATVs treated in US hospital emergency rooms. In 2004, the latest year for which estimates are available, 767 people died in ATV-associated incidents. According to statistics released by CPSC, the risk of injury in 2005 was 171.5 injuries per 10,000 four-wheel ATVs in use. The risk of death in 2004 was 1.1 deaths per 10,000 four-wheelers in use. Focus has shifted to machine size balanced with the usage of ATVs categorized by age ranges and engine displacements—in line with the consent decrees. ATVs are mandated to bear a label from the manufacturer stating that the use of machines greater than 90 cc by riders under the age of 12 is prohibited. This is a 'manufacturer/CPSC recommendation' and not necessarily state law.
The American Academy of Pediatrics and the CPSC recommended that no children under the age of 16 should ride ATVs. A Canadian study stated that "associated injury patterns, severity, and costs to the healthcare system" of pediatric injuries associated to ATVs resemble those caused by Motor Vehicles, and that public policies should reflect this fact.
In 1988, the All-terrain Vehicle Safety Institute (ASI) was formed to provide training and education for ATV riders. The cost of attending the training is minimal and is free for purchasers of new machines that fall within the correct age/size guidelines. Successful completion of a safety training class is, in many states, a minimum requirement for minor-age children to be granted permission to ride on state land. Some states have had to implement their own safety training programs, as the ASI program cannot include those riders with ATVs outside of the age/size guidelines, which may still fall within the states laws.
According to The New York Times on September 2, 2007, the Consumer Product Safety Commission met in March 2005 to discuss the dangers of ATVs. Data from 2004 showed 44,000 children under 16 injured while riding ATVs, 150 of them fatally. Says the Times, "National associations of pediatricians, consumer advocates and emergency room doctors were urging the commission to ban sales of adult-size ATVs for use by children under 16 because the machines were too big and fast for young drivers to control. But when it came time to consider such a step, a staff member whose name did not appear on the meeting agenda unexpectedly weighed in." That staff member was John Gibson Mullan, "the agency’s director of compliance and a former lawyer for the A.T.V. industry" – the Times bases the claim on a recording of the meeting. Mullan reportedly said that the existing system of warnings and voluntary compliance was working. The agency's hazard statistician, Robin Ingle, was not allowed to present a rebuttal. She told the Times in an interview, "He had hijacked the presentation. He was distorting the numbers in order to benefit industry and defeat the petition. It was almost like he still worked for them, not us." CPSC reports of ATV deaths and injuries show an increase in the raw numbers of deaths and injuries that is statistically significant. The rate of deaths and injuries, which takes into account the fact that the number of ATVs in use has risen over the last ten years, has been shown to have experienced no statistically significant change.
The United States government maintains a website about the safety of ATVs where safety tips are provided, such as not driving ATVs with a passenger (passengers make it difficult or impossible for the driver to shift their weight, as required to drive an ATV) or not driving ATVs on paved roads (ATVs usually have a solid rear axle with no differential). There also exists a website created by parents whose children died in ATVs accidents.
Many common injuries can be prevented with the use of proper protective equipment. Most ATV manufacturers recommend at least a suitable DOT-approved helmet, protective eyewear, gloves and suitable riding boots for all riding conditions. Sport or aggressive riders, or riders on challenging terrain (such as those rock crawling or hillclimbing) may opt for a motocross-style chest protector and knee/shin guards for further protection. Proper tires (suited to a particular terrain) can also play a vital role in preventing injuries.
Australia's safety debate
After consultation with stakeholders including farmers and quad bike manufacturers, Australia's Heads of Workplace Safety Authorities (HWSA) in 2011 released a strategy intended to reduce the number of deaths and serious injuries associated with quad-bike use.
Apart from encouraging of standard safety measures such as helmet-wearing, the strategy also recommend development of a national training curriculum, point of sale material for purchasers and, controversially, a recommendation that owners consider fitting of an after-market anti-crush device which may offer added protection in the event of a roll-over.
When the report was released the only model of anti-crush protection on the market was the Australian-made "Quad bar" which was vigorously opposed by the industry through media activity and a poster campaign at regional events for farmers which are often used to showcase new products.
The industry argued that the device had not been properly tested and that past studies of tractor-style ROPS such as a full-frame 'cage' around the operator were not only ineffective, but could add to the risk to injury or death.
In February 2012, the Melbourne (Australia) based Institute for Safety, Compensation and Recovery Research (ISCRR) published a paper which criticised the research claims of the manufacturers in relation to crush protection devices. The paper reviewed research in a number of countries since 1993 in relation to rollover protection and found that the industry's opposition to rollover protection could not be supported because of limitations in past research. It recommended further research on the topic and the development of research tools based on the use of ATV/quadbikes in Australian conditions.
While quad bike safety has mainly focussed on users operating the machines correctly, the fundamental design has not been a public focus of the industry despite the high potential for rollovers and deaths which are frequently reported in media around the world.
ATVs accounted for 58% of the SI (spark ignited) recreational vehicles in the US in the year 2000. That year, recreational SI vehicles produced 0.16% of NOx, 8% of HC, 5% of CO and .8% of PM emissions for all vehicles, both highway and nonroad. As a point of comparison, the nonroad SI < 19 kW (~25 hp) category (small spark ignition engines such as lawnmowers) comprised 20% of HC and 23% of CO total emissions. While recreational SI vehicles produce an aggregate of <4% of all HC emissions in the US, based on the relatively small population of ATVs (<1.2M) and small annual usage (<350 hrs), EPA emission regulations now include such engines, starting with the model year 2006. Engines meeting these standards now produce only 3% of the HC emissions that previously unregulated engines did.
In some countries where fencing is not common, such as the US, Canada and Australia, some of ATV riders knowingly cross privately owned property in rural areas and travel over public/private properties, where their use is limited only to trails. Subsequently, environmentalists criticize ATV riding as a sport for excessive use in areas biologists consider to be sensitive, especially wetlands and sand dunes and in much of inland Australia.
While the deep treads on some ATV tires are effective for navigating rocky, muddy and root covered terrain, these treads are also capable of digging channels that may drain bogs, increase sedimentation in streams at crossings and damage groomed snowmobile trails. Proper trail construction techniques can mitigate these effects. Studies have also shown that ATVs may help in the spread of invasive species. Because both scientific studies and U.S. National Forest Service personnel have identified unregulated Off-Road Vehicles (ORVs) as the source of major detrimental impacts on national forests, the U.S. Forest Service is currently engaged in the Travel Management Process, wherein individual forests are restricting all off-road motorized travel to approved trails and roads. This is in contrast to its previously allowed, unregulated cross-country travel across all national forest lands, except for specifically designated wilderness areas. Although ORVs had been identified 30 years ago as a threat to wild ecosystems by the Forest Service, only after pressure by an unlikely alliance of environmentalists, private landowners, hunters, ranchers, fishermen, quiet recreationists and forest rangers themselves (who identified ORVs as a "significant law enforcement problem" in national forests). has action been taken. The Travel Management Rule was initiated in 2004; completion is expected in 2010.
Throughout the United States and the United Kingdom there are many quad racing clubs with enduro and quadcross sections. GNCC Racing began around 1980 and includes hare scramble and enduro type races. To date, events are mainly held in the eastern part of the United States. GNCC racing features many types of obstacles such as, hill climbing, creek and log crossings, dirt roads and wooded trails.
ATV National Motocross Championship was formed around 1985. ATVMX events are hosted at premiere motocross racetracks throughout the United States. ATVMX consists of several groups, including the Pro (AMA Pro) and Amateur (ATVA) series. Friday involves amateur practicing and racing on Saturday and Sunday. Saturday also involves racing for the Pro Am Women and Pro Am Unlimited classes. Sunday involves racing for the Pro and Pro Am production ATVs, but are scored separately. On average weekend over 500 racers will compete.
Championship Mud Racing/CMR saw its infancy in 2006 as leaders of the ATV industry recognized a need for uniformity of classes and rules of various local mud bog events. Providing standardized rules created the need for a governing body that both racers and event promoters could turn to and CMR was born. Once unified, a true points series was established and lead to a national championship for what was once nothing more than a hobby for most. In 2007 the finalized board of directors was established and the first races were held in 2008. Currently, the CMR schedule includes eight competition dates spanning from March to November. Points are awarded throughout the season in several different competition classes of ATV and SxS Mud Racing. The 2008 year included Mud Bog and Mudda-Cross competitions, but the 2009 and future seasons will only have Mudda-Cross competitions. Classes range from 0–499 cc to a Super-Modified class which will allow any size ATV in competition. The ultimate goal of The CMR is “to see the growth of ATV Mud Racing as a competitive sport and give competitors a pedestal upon which they can receive the recognition from national media and industry sponsors that they have long deserved.”
Major ATV manufacturers
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