We are more than a little surprised that the redesign of the 2014 Honda FourTrax Rancher actually happened. To begin with, Honda has sold 1.5 million Ranchers, and it is the best-selling machine in the category. There’s not much motivation for change there. Then Honda approached Rancher owners to see what they thought should be changed on the Rancher. The most widely repeated answer? Nothing. Further motivation to leave well-enough alone for most, but not for Honda.

Honda essentially created the ATV market, and they’re serious about it. In the end, Honda came up with a plan to improve the 2014 Rancher’s work capability (848 pounds of towing capacity and 199-pound capacity for the two racks) where possible, but made a serious effort to make the Rancher more fun for recreational riding. To prove the fun factor, Honda brought along every Rancher model Honda makes and let us bomb the Ohio woods on every one of them.

For those who don’t know, all the Ranchers share a chassis, bodywork and an EFI 420cc engine, so they basically look identical. But, there is the base Rancher with 2WD, manual shift, auto clutch and five-speed; the ES, which is the base-model 2WD with five-speed, push-button electric shifting; the Rancher 4×4 that is a five-speed manual shift; the 4×4 EPS that is manual shift and electric power steering; the 4×4 ES, which is the base 4×4 with push-button shifting; and the high-end models are the Rancher Automatic DCT and the Automatic DCT EPS. The DCT models have a switch on the handlebar that allows toggling between push-button shifting and riding in fully automatic mode. Talk about sibling rivalry! But after riding them, we got the family tree sorted out.


In terms of performance, the most obvious but least important change is the aggressive styling of the new bodywork, which can be had in red, olive, orange and Phantom Camo. It does look great—and it works great—and the no-tools, one-piece tank/side makes maintenance easier. We rode in some mud and standing water, and we never saw any mud on the rider or even the top surface of the machine. That is nice coverage.

To start with, Honda did not change the proven, longitudinally mounted, liquid-cooled OHV engine internally. It did benefit from EFI tuning to “preserve the present performance” while getting better fuel economy and producing lower emissions. Honda added an oxygen sensor to help the new EFI maps do the job. The fuel system also gained a larger (3.9-gallon) tank and moved an automotive-style fuel pump inside the tank. Honda did boost the output of the AC generator to 416 watts for most Rancher versions, and 450 watts for the dual-clutch transmission option. The boost is to help the machines handle the added demands of the electrical accessories.


Honda began with computer designs of a completely new frame that is 20 percent stiffer yet gained no weight. The swingarm is all new with an enclosed rear axle for added strength. The swingarm mounts with rubber bushings rather than bearings, so ride, longevity and water sealing at the pivot are all improved.

In addition, the rear drum brake is moved to the side to increase ground clearance and add protection for the sealed single rear drum. We hoped for more rear brake, but are happy that the front disc brakes are larger and stronger. The three preload-adjustable shocks have improved damping and a 1⁄2-inch more travel for a total of 6.7 inches at each end. The Rancher arrives at those travel numbers via front A-arms and a single rear shock mounted without a linkage.

For the two EPS Ranchers, the chassis has an additional difference: the new EPS has a three-point mounting system rather than two. There are other small changes for reliability. The steering knuckle has a sealed bearing to keep water out. Also, the CV boots are changed from a rubber material to a plastic that is claimed to be 65 percent tougher.


With the exception of the base Rancher, which gets by with a panel of lights, all of the Ranchers come with a new meter display. In addition to speed, it tracks the fuel level, time, coolant temp and displays a maintenance reminder that tracks running hours and mileage to signal maintenance intervals. The headlights now have a more focused pattern and are 35 watts instead of 30. To aid comfort, the seat is softer, but has 20mm more foam.


We had a test loop that included woods trails, short and steep climbs and descents, and some fast farm-road runs that encouraged top speed. Honda hit the EFI right on, and the engine lights instantly, is quick to respond,and always felt extremely willing to get moving. With a manual-shift, auto-clutch machine, there is a clutch, but it is engaged by the shift lever. As a result, the shift pull is firmer and longer travel than a manual-clutch sport quad. As you let the shifter return to position, it actually slips the clutch as the machine eases into gear. As a result of the extra lever movement and effort, shifting feels slower than a manual-clutch machine. It also feels reluctant when compared to the ES or DCT machines. The models that have the ES mode shift instantly with no hesitation at all. Push the button and the shift is done.

If you don’t have the RPM matched with the speed, the machine lunges forward with each shift, and the acceleration is brisk. The same is true on downshifts. The shift is instant, and at times there is considerable engine braking. For open and fun trails or for work where it is flat, the auto-shift models work great. The same is true of the auto mode on the DCT models. Mash the throttle and the engine grabs each gear with smart authority, and the acceleration is snappy as it rows through the gears for you. Slow down and it also chooses where to drop the downshifts.

For technical four-wheeling, the auto-shift modes require care. A steep, cambered trail into a creek bed could require a downshift to prep for the opposite bank. Downshifting the manual shift is smooth, but the ES’ downshifts loaded the suspension when we didn’t want that.

The DCT is more pronounced in auto mode. It might choose to downshift while setting up for a turn and load the tires with no warning for the pilot. As a result, our favorite transmission option was the manual-shift model. We had a lot of fun on the base 2WD unit, and the front end did feel a little lighter without the front diff, but our favorite model was the Rancher 4×4 EPS. Honda has made the front end very light-steering while riding in 4WD, but the EPS is still a very nice option to have. It isn’t a must, but we like it.


One of the major goals with the Rancher was to make it a better companion for recreation while not hurting its ability to work. We’d say that the Rancher is a bull’s-eye. It is quick and nimble on trails with light steering whether there is EPS or not. The suspension honestly feels like there is more than 6.7 inches on tap. We were able to push the pace and feel totally comfortable. For sure we felt the lack of IRS when we hit angled roots, logs or rock ledges, but overall the swingarm rear works pretty darn well.

We do like the stability it affords on cambers. The seated and standing riding positions are comfortable for a rider in excess of 6 feet tall but suited the shorter pilots equally well. The new, deeper, softer seat is very accommodating. Even though the ride was littered with rocks, roots and logs, we rarely had clearance issues. Honda claims that the turning radius is smaller for 2014, but turning around in the woods remained a serious reverse-gear workout. We were too busy having fun to do any work, but we are confident that the Rancher can handle the ranch, or the farm, or the construction site. Honda used the same team that developed the new machine to come up with dedicated accessories made just for the Rancher. One of those add-ons is a snowplow, so we are sure that the Rancher remembers how to work.


It is easy to see why the Rancher dominates sales in this category. It is a solid, effective machine for work and fun. It feels like it was designed to a standard and not to a bottom line. It is a bonus that it offers pricing well in line with the class. We feel certain that the 2014 Rancher will do nothing to tarnish the Rancher name and will do much to ensure that you see more riders having fun on them.


Engine    420cc, liquid-cooled, OHV,
    semi-dry-sump, longitudinally
    mounted, single-cylinder 4-stroke
Bore x stroke    86.5mm x 71.5mm
Fuel system    Programmed Fuel
    Injection (PGM-FI),
    34mm throttle body
Fuel capacity    3.9 gal., including
    1.3-gal. reserve
Starting system    Electric w/ optional
    aux. recoil
Final drive    Shaft
Suspension/wheel travel:
  Front    Independent double
  Rear    Swingarm w/ single shock
  Front    24×8-12
  Rear    24×10-11
  Front    Dual hydraulic disc
  Rear    Sealed mechanical drum
Wheelbase    49.9 inches
Length/width/height    82.8″/47.4″/46.2″
Ground clearance    7.2″
Seat height    33.7″
Turning radius    9.2 ft.
Total rack capacity    199 lb.
Towing capacity    848 lb
Curb weight*    573–639 pounds
Color    Honda Phantom Camo, olive,
    orange,  red
Price    $7799   

Rancher 1
Honda builds many more versions of the Rancher than the three models seen here, but these three can stand in for the line. The olive-green unit is the base 2WD (also available in red), the red one is the 4×4 ES (also available in olive and Phantom Camo), and the orange one is the fully loaded 4×4 with the dual-shifting-mode DCT and electric power steering. The DCT model is the only one available in all four colors.

Rancher 2
We really like the new Rancher look, especially in the bright-orange color. Only the high-end units equipped with the Dual-Clutch Transmission (DCT) are available in the new orange. The DCT offers both push-button electric shifting and a fully automatic mode. In either mode the transmission has five gears.

Rancher 3
The new bodywork looks great, but more important, it makes service easier with a no-tools, one-piece main section that covers the tank and sides of the machine. The fenders offer great protection from splashed water and tire-thrown mud.

Rancher 4
While we would have appreciated more rear brake for the west, Honda’s sealed rear drum works well, and for 2014 it is moved from the center of the rear axle to the side to offer it more protection and aid ground clearance.

Rancher 5
A new digital meter is found on all but the base 2WD model. It is highly informative and easy to read. Our favorite feature is the maintenance reminder that cues to oil-change time.

Rancher 6
On the Rancher ES models, these buttons shift the five-speed up and down and into reverse. On the Ranchers with the DCT, they perform the same function in ES mode, but in automatic, the buttons give you drive, neutral and reverse.

Rancher 7
There is a lot of new things at the front of the 2014 Rancher chassis. The shocks feature improved damping and a 1/2-inch more travel. The steering knuckle has a sealed bearing for added longevity, and on models with EPS, the steering unit has three mounting points rather than the two on previous models.

Rancher 8
Anything we came across in the Ohio woods was game for the Rancher. Rocks, roots, mud, water and even downed trees failed to upset the new chassis and suspension. Ground clearance is very good for a straight-axle quad.

Rancher 9
When we were exploring on the base 2WD Rancher, the machine was fun, agile and super capable. We missed the 4WD when there were short-run slippery climbs we were forced to hit slowly, but it never disappointed us.

Rancher 10
Of all the straight-axle Rancher models, the ones with the DCT have the most features. The DCT model in automatic mode is tough to beat when you can get on the throttle and stay on it.

Rancher 11
When the conditions were faster, the new Rancher exhibited inspiring stability. The riding position is roomy while standing and cushy while seated thanks to a seat with 20mm-deeper padding.

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