2026 Honda Rubicon 700 4×4 Automatic Test Review
Introduced in 2003 as the Honda Rincon, this machine has long stood as Honda’s flagship utility ATV. Over the years, it’s received updates to its displacement, fuel system, and suspension—but the core of the Rincon remained unchanged. In 2006, Honda increased the engine displacement from 649cc to 675cc and introduced fuel injection. In 2024, Honda rebranded and refreshed the model as the Rubicon 700 4×4 Automatic, giving it modernized styling, updated lighting, bigger wheels and tires, and improved rack capacities—all while carrying forward its proven 675cc engine and torque converter-based three-speed drivetrain.
On paper, the 2026 Honda Rubicon 700 4×4 may not impress against its competitors. It’s the only machine in its class that still lacks power steering, and its spec sheet reads conservatively when compared to the likes of the Yamaha Grizzly 700, Suzuki KingQuad 750, and Can-Am Outlander 700 XT. But specs rarely tell the whole story—especially when it comes to Honda. Known for its durability and refinement, Honda machines often deliver performance that goes beyond numbers. That’s why, having already spent plenty of seat time on the other models in this category, we’re genuinely excited to swing a leg over the Rubicon 700 for the first time and find out for ourselves whether the sum of its parts adds up to something greater than expected.
Last Updates
For 2024, Honda gave its long-standing flagship utility ATV a cosmetic and minor mechanical refresh—rebranding the Rincon as the Rubicon 700 4×4 Automatic. One of the most visible changes is the adoption of larger 26-inch Maxxis tires with a more aggressive tread pattern, mounted on new 12-inch cast aluminum wheels, to improve both ground clearance and traction. The bodywork was also revised with sharper styling and a larger front bumper, giving the machine a more modern appearance.
Riders also benefit from an enhanced LCD display featuring a larger screen, bold text, and a brighter background—making it easier to read in direct sunlight. A new handlebar-mounted LED headlight improves nighttime visibility. Functionally, Honda added an auto mode override, allowing riders to temporarily shift gears manually while in automatic mode, offering greater control in variable terrain. A catalytic converter was added to the exhaust system to reduce emissions, accompanied by updated EFI settings to maintain horsepower and enhance throttle response. Rack capacity was increased 50% front and 42% rear. A new storage pocket adds 1.8 liters of capacity.
Riders and Location
Our Rubicon 700 Test was conducted on a hilly, hill-top property West Harrison, Indiana. Riders included former and former pro ATV MX racer Aaron Meyer, heavy equipment operator and long-time 4×4 ATV owner Casey Meyer, 450cc Sport ATV XC Racer Isaac Hart, and C-class 4×4 GNCC racer Landon Dean.
Trim Packages
Honda opts for simplicity with the 2026 Rubicon 700 4×4 Automatic, offering just one trim level—compared to the numerous configurations available from other brands in this segment. The Rubicon 700 is available in two color options: Hero Red and Matte Silver Metallic. The MSRP stands at $9,999.
Engine Performance
The Honda Rubicon 700 4×4 is powered by a 675 cc liquid-cooled single-cylinder four-stroke engine, longitudinally mounted with a 102 mm × 82.6 mm bore and stroke. It features a four-valve, SOHC (single overhead cam) head design. The engine delivers around 38 horsepower with its claimed wet weight of 701 pounds making it the lightest machine in the category, tied with the Grizzly 700 EPS at 701 pounds.
The Rubicon 700 4×4 is equipped with a unique 3-speed automatic transmission with reverse featuring a hydraulic torque converter to deliver smooth and consistent power without the use of belts like CVTs. Riders can choose between fully automatic mode or ESP™ (Electronic Shift Program) manual mode, allowing gear changes via up/down buttons on the left handlebar.
Even when operating in automatic mode, the system allows for temporary manual override—giving the rider control to shift up or down on demand, typically for 3 to 5 seconds before the transmission resumes automatic operation. This adds flexibility for hill climbs, descents, or towing situations where precise control is beneficial.
The TraxLok® system allows the rider to switch between 2WD and 4WD using a thumb-operated switch located on the right handlebar near the throttle. It engages a torque-sensitive limited-slip front differential that automatically routes power to the wheel with more traction while still allowing differential action. This is achieved through internal clutches and gearing, enabling improved front-end traction without the heavy steering feel of a fully locked differential.
The engine fires up quickly and consistently. The unique forward, neutral, and reverse lever on the left side of the steering stem lets you easily change the transmission’s direction. Power is smooth, pulling strongest in the low-end and midrange, ideal for getting work done and making the most of the widely spaced, torque converter-assisted transmission. The engine and transmission result in the engine taking its time to rev out. There’s enough power on tap for steep climbs and brisk rides, but it doesn’t get up to speed with the enthusiasm of the other machines in the class, which make around 25% more power and are more efficient at harnessing it thanks to their CVT transmissions.
The transmission worked well in both automatic and manual shift modes providing lightning-fast shifts. In auto, it sometimes upshifted sooner than we’d like on long steep climbs but the engine never ran out of power. We sometimes utilized the ability to override the auto mode on steep climbs but it didn’t really prove necessary. Manual mode worked flawlessly. We wanted to prefer manual shifting hoping for sportier performance but auto got it right a majority of the time.
We swapped between two and Honda’s TraxLok® four-wheel-drive. We noted the front-end wandering more in 4WD but traction seemed plentiful in the mostly dry conditions in which we tested. It worked well at providing forward grip and decent directional control while towing a trailer and load of over 1,000 pounds on a steep gravel driveway.
We’d like to see more fire breathed into this engine with a more conventional five-speed transmission to make the most of it. As it is, the engine is a little underwhelming for the class but adequate for working or trail riding.
Handling and Suspension
The 2025 Honda Rubicon 700 4×4 is built on a rugged steel frame. Up front, it uses a dual A-arm suspension with 6.9 inches of travel, while the rear features a sway-bar equipped independent dual-arm setup providing 8.0 inches of travel. Its suspension travel is on the lower end of the spectrum compared to other machines in its class. It edges out the Suzuki KingQuad 750 at both ends but falls short of both the others.
Unlike many of its competitors, the Rubicon 700 is equipped with non-adjustable shocks, which limits the rider’s ability to tailor suspension performance for tasks, different rider weights and riding styles. The Rubicon 700 does not offer electronic power steering, a feature commonly found on many of its competitors.
The Rubicon comes equipped with Maxxis 26×8-12 front and 26×10-12 rear radial tires, said to offer improved traction and durability over the previous 25-inch tires. These are mounted on 12-inch cast-aluminum wheels. The larger tires help provide 10.5 inches of ground clearance, which puts the Rubicon ahead of the Suzuki KingQuad 750 but slightly below the other in-class ATVs.
The 2025 Honda Rubicon 700 4×4 has a measured max width of 46.5 inches tire edge to tire edge, a claimed wheelbase of 50.9 inches, and lowest in class seat height of 34.8 inches. Overall, the Rubicon’s dimensions strike a middle ground in the 700cc segment.
Suspension performance was well balanced with the engine. The shocks do well at eating up small to medium-size bumps in the trail at a casual pace. At higher speeds the shocks feel a little firm over medium-size bumps but nothing harsh or punishing on long rides. Abrupt deep water ruts, G-outs, jumps, and whoops will have the Rubicon’s suspension tapping out early unless you approach them with some apprehension. Adjustment and better tuning would be appreciated to improve the Rubicon’s sporty capability.
Adding a set of adjustable shocks from ELKA suspension would significantly transform the sporty capability of the Rubicon, adding bottoming resistance, while allowing the machine to be better adapted to various cargo loads. Elka shocks are completely serviceable and rebuildable, unlike the stock shocks, so their superior performance can be maintained for the life of your ATV. Shop Elka Suspension’s offerings for the Honda Rubicon 700 and Rincon at elkasuspension.com.
Without power steering, steering effort is reasonably light and controllable on flat smooth terrain. Add in some bumps and uneven trail surface and the front end tends to wander a bit more than some other non-power-steering-equipped models we’ve tested. Riding with four-wheel drive engaged magnified this tendency, resulting in us wanting to keep speeds in check a bit. Bump feedback through the steering is manageable and not as noticeable as the front end’s wandering tendencies. EPS would be a welcomed addition, especially with the way the four-wheel drive system works.
Steering accuracy was acceptable but again, dependent on the terrain and drivetrain configuration you’re in Slides are possible in slick conditions but the mellow motor and less precise steering make sporty moves in higher traction conditions more difficult. Cornering and sidehill stability were good and the Rubicon felt confidently planted on climbs and descents. The new Maxxis tires delivered both good all-around traction and ride quality.
The Rubicon looks more modern than the old Rincon, but overall handling and suspension are behind the times.
Braking Performance
The 2026 Honda Rubicon 700 4×4 features a traditional, proven braking setup with separate controls for the front and rear brakes. The front brakes are operated via a right-hand lever, while the rear brake is controlled by a parking brake-equipped left-hand lever and right-side foot pedal.
Up front, the Rubicon uses dual 180 mm hydraulic disc brakes, and at the rear, it’s equipped with a single 170 mm hydraulic disc brake mounted on the rear driveshaft.
Up front, braking power and feel are both pretty good. The rear brake took a bit more power to actuate and wasn’t as easy to modulate, sometimes resulting in a little unwanted rear skidding on descents. Rear brake pedal placement is just below the peg, perfectly within reach while sitting or standing. Overall, the brakes are capable of stopping the machine but the driveshaft-mounted brake detracts a bit from Honda’s typically stellar braking.
Ergonomics
The Honda’s ergonomics are easy to live with for working or trail riding. The lower seat and rear fender design make getting on and off easy. The seat is a bit on the firm side but still comfortable. We suspect its foam will break in a bit and last forever. A narrower midsection and low seat height make moving around on the ATV easier, providing good confidence and control. The steel pegs offer plenty of clearance over the floorboards to pivot your boot for technical moves while allowing some room for mud and snow buildup. The handlebars are comfortable and the controls and switches feel Honda quality.
Overall, the ergonomics make the Honda feel a little smaller for a full-size 4×4 while still offering plenty of room. We think many riders will like the fit.
Utility Capability
The Rubicon falls behind the competition in overall hauling and towing ratings. Its front and rear steel racks are rated at 99 and 187 pounds, respectively.
Out of the box, the Rubicon doesn’t come with a hitch receiver or ball mount of any kind—unacceptable. Our unit came with Honda’s accessory ball mount. This setup provides a towing capacity of 848 pounds, which is adequate for light-duty work but trails the higher ratings found on other models in this class. Riders who need greater towing flexibility can purchase an optional 2-inch receiver hitch kit from the aftermarket.
For onboard storage, the Rubicon includes a small, center-mounted front rack storage box and a 1.8-liter storage b v ox built in the left side of the bodywork. While practical, these storage volumes are modest in size.
We loaded the racks with 100 pounds front and 150 pounds rear and took it for a ride. We then towed a trailer and load weighing a little over 1,000 pounds. In spite of the conservative rack ratings and non-adjustable shocks, the Rubicon’s suspension and handling performed well on both flat and hilly terrain with the racks loaded down. Unable to level the machine with the shocks, the 700 maintained decent steering while towing up a steep gravel driveway. The smooth low-end focused power and 4WD system did well at getting the machine moving either hauling or pulling.
Expecting to be underwhelmed, the Honda is a surprisingly hard worker. But seriously, a two-inch hitch receiver should come standard.
Styling and Other Details
Honda’s new look is a step forward in the looks and function department with the new light pod. If they insist on mixing halogen and LED, we’d like halogen on the pod light for lighting up shorter distance directional moves, with LEDs for the headlights lighting distances far ahead. The new instrument display is similar in size and visibility to its competitors.
Conclusion
At $9,999, without power steering, docile power, limited suspension performance, and the lack of a hitch or ball mount in stock condition, Honda is selling the Rubicon 700 on their legacy for reliability rather than features and performance. With the power steering-equipped, higher-horsepower Yamaha and Can-Am 700 models costing no more than $400 more, the Rubicon would be a hard sell for our hard-earned dollars. If Honda wants the best 700 on the market, the Rubicon needs to go back to the drawing board or at least receive a long list of significant updates.
If you aren’t worried about how its performance stacks up against its competitors and want a reliable, no-frills 4×4 ATV for casual rides or getting work done around the homestead, the 2026 Honda Rubicon 700 4×4 Automatic might be worth a look.
