HOW DOES COST COMPARE?
The two-seat Pioneer 700 is only
$9999, and the Pioneer 700-4 is
the same as Big Red at $11,699.
The Polaris Ranger XP 800 starts at
$11,599, and the Sunset Red EPS
LE is $13,299. The Ranger 800 Crew
is $12,499, and the three-seat Arctic
Cat Prowler HDX700 is $13,699 to
$13,999. Yamaha’s three-seat Viking
is $11,499 to $12,249 (camo), and the
EPS 700 starts at $12,499 and climbs
to $13,249 for camo.
HOW FAST IS THE 675?
It’s sporty and fun up to 30 mph, but
we could only get 38 mph top speed
with three people in the 700-4 at the
Bar 10 Ranch, which is at an elevation
of 4200 feet. The EFI-fed engine has
two modes in the ECU for sporty driving
or cruising, and the shift program keeps
the transmission in the correct gear
when climbing or descending hills,
tackling obstacles, and carving turns on
twisty trails. We easily got the 700-4 to
power-slide with two adults in it, and
it’s big fun below 30–35 mph on tight
trails. Compression is a sedate 9.2:1,
and it has a 40mm EFI throttle body.
HOW’S THE NEW SUSPENSION?
Plush—too plush. Shock tuning
and more travel make the 700-4 more
off-road-worthy than Big Red, but
the front shocks bottom too easily
on smaller obstacles, and they’re not
preload adjustable like the rear shocks.
Also, the Blackstone front tires are
only two-ply, so they bottom (collapse)
easily too. The ride is very plush on
cross-grain terrain and smaller trail
junk. Fox Racing has developed Fox
Podium X piggyback shocks for the
Pioneer, and the improvements are
phenomenal. Ride quality is elevated to
RZR 800 level with the Podiums, and
they’re adjustable for compression and
HOW GOOD IS THE HANDLING?
It’s sweet! Honda engineers did a
great job of producing light steering
without EPS, and the Pioneer handles
well. It has a good combination of
turning prowess, predictability and
straight-line stability. We even got it
to drift and slide on the hardscrabble
Arizona dirt. A rear torsion bar helps
fight body roll, and fairly aggressive tires
hook up well in most conditions. Be
sure to jack up the rear-shock preload
to level the ride if you’re carrying
passengers or a load in the bed.
WHAT ABOUT ROCKS AND ROOTS?
Trails in the Arizona Strip are
mostly rocks, and the P4 handled
most without drama, but larger rocks
occasionally snagged underneath the
full skid plate, as ground clearance is
only 10. 5 inches. The 2WD/4WD/diff-
lock lever on the dash is handy, and
4WD definitely helps the Pioneer claw
up loose, rocky hills.
HOW IS IT IN THE DEEP STUFF?
We only encountered deep silt on the
Bar 10 Ranch, and the seal between
the cab and bed did a great job of
keeping dust out of the cabin. For deep
water, the Pioneer draws air from a
snorkel behind the passenger, and the
front diff locks for maximum traction in
deep mud; however, it’ll high-center on
mud ruts sooner than UTVs with more
WHAT ABOUT TRAIL COMFORT?
It’s almost as comfortable as a Civic.
The bench front seat offers a decent
riding position, and the three-point
belts are easy to use, though they lock
when you hit big bumps. The doors are
very nice, nets are fairly easy to close
with gloves on, and hooks and eyelets
secure the nets for quicker entrance/
exit when working. Engine noise and
heat inside the cabin are minimal, and
the footwells have traction dimples and
good angles for bracing. There’s a loop
Front travel with the long coil-over shocks is
7. 9 inches, and the new headlights are 37. 5
watts each. The removable hood reveals the
radiator cap and fuse panel.
Dual A-arm IRS delivers 9.1 inches of rear
travel, and the 2-inch receiver is rated for
1500 pounds of towing. When both rear
seats are down, the bed holds up to 1000
pounds of cargo, and a left-side lever releases
the bed to tilt.
on the right.
hold the lid
on the huge