We enjoy the Raptor due to its all-around capability and handling characteristics. The rears wear somewhat quickly on dirt but hook up well. Maxxis tires come stock on the 700R, and they work well. The model we tested here starts at $9199, has the same shocks as the R, but gets Special Edition color schemes and GYTR’s heel guards and front bumper. The next step is the 700R, which gets upgraded shocks that have high- and low-speed compression adjustability, along with spring preload and rebound adjustments for $8599. We suggest this model if you plan to add aftermarket suspension. The ride is a bit rough on this model, but a starting price of $7999 is comfortable to cope with. The base-model 700 utilizes basic gas-charged coil-over shocks that have only spring preload adjustment.
There are three different Raptor 700 models. The solid-axle, swingarm-style rear suspension utilizes a linkage to provide 10.1 inches of wheel travel. A straight axle holds the rear wheels and allows the 700 to slide easily while cornering. The rear end of the Raptor wields a swingarm and linkage combination that offers 10.1 inches of wheel travel. Most all ATVs utilize this setup because it is strong and simple in its design while maintaining lightweight. The front end supplies 9.1 inches of wheel travel with dual-A-arm suspension.
The suspension is smooth and forgiving for the average rider. Yamaha’s Raptor 700 is very well-liked, and not just because it has the bragging rights of a big motor. GYTR heel guards come standard on the Special Edition. It is easy to engage and quite pleasant to have available on trails. A reverse gear is designed for the transmission. Power is transferred to the chain-driven rear axle by a sequentially shifted, clutch-operated five-speed transmission. A transistor-controlled ignition runs and helps fire up the mill in conjunction with (thankfully) an electric starting system.
Those numbers mean it is a short-stroke design, but the massive torque has a feel more like a long-stroke configuration. The cylinder has a bore of 102mm and an 84mm stroke. That and a few other enhancements smoothed out the power output and increased it by roughly 10 percent. The compression ratio accompanied a redesigned cylinder head that converted the Raptor 700 from a dual-exhaust port to a single-exhaust port. In 2015 the compression ratio was bumped up from 9.2:1 to 10.0:1, where it remains today. A strong push of the thumb throttle can spin the engine up as high as 9000 rpm. The engine remains a 686cc, single-cylinder, SOHC four-stroke that is liquid-cooled and fed fuel through a 44mm electronic fuel-injection system. There is plenty of grunt in third for the dunes. Another year of riding the best big-bore straight-axle quad on the market and we couldn’t be happier! There is enough power on tap in every gear, but our riders tended to utilize third most often. There was only a color change for this year, but we still wanted to experience why the Raptor 700 is Yamaha’s proclaimed “king” of their ATV lineup. Fortunately, Yamaha still sees a lot of value and sales in the Raptor 700, so they continue to produce it with new color schemes each year and fairly routine upgrades.įor 2019 we got a chance to test the Yamaha Raptor 700R Special Edition in one of its favorite habitats-sand dunes. Honestly, those 4x4s are very sporty in our opinion, and we have a blast riding them, but we still love a straight-axle, lightweight sport quad. Now we consider certain 4×4 machines sport models. Compounded with the rise in UTV technology, the sport ATV category had its heyday.
Yamaha has so much love for sport ATVs that they keep the best-selling ATV in the category on dealer floors for you to buy today! It’s no secret, the struggle of the economic downfall in 2008 hindered the market and kick-started the decline of sport quads.