2011 honda rubicon canadian trail edition reviews

Our purpose-built line of Pro-Connect TM accessories helps to keep your gear in place and more secure wherever you place your items on the rack while maximizing storage. Front and rear steel-tube carriers feature large steel plates and additional tie-down points for improved load security. Load capacity for the large front and rear carriers is 45 kg 99 lb. Heavy-duty trailer hitch with kg 1, lb.

A host of optional accessories allow you to tailor your Rubicon to your needs. Patriot Red. MSRP values shown do not include freight and PDI, applicable fees, licence, insurance, registration or taxes all of which may vary by region. Image depicts model specifications. Actual production model will vary.

Some vehicles shown may be US or European models or have optional equipment — features and equipment depicted are believed to be correct but accuracy cannot be guaranteed. Expand All. Compression Ratio. Valve Train. Fuel Delivery. Power Steering. Final Drive. Independent Double A-arm with adjustable hydraulic shocks; mm 7. Rear Suspension. Independent Dual Arm lower A-arm, upper I-arm with adjustable hydraulic shocks; mm 8. Additional Information Tires.

Ground Clearance. Curb Weight. Fuel Capacity. Cargo Capacity. Towing Capacity. Join our growing riding community to stay in touch and up to date with everything that matters to you! Join Now. Industry, product and promotional updates for those who believe that knowledge is power and that brand loyalty deserves to be rewarded. Invalid Email Address. Please include your first name, last name and postal code below to confirm your sign up. First Name Invalid First Name.

Email Address Invalid Email Address. Last Name Invalid Last Name. Please leave this field empty. Postal code Invalid Postal Code. Address Line 1. When there is an electronic failure, the ECM loses it's readings and will run this heavy threaded shaft until the swash plate hits the end of it's travel. The ECM will not identify this as the end of the travel by a faulse reading from the angle sensor and will try to continue moving the plate causing what is called 'motor lock'.

Normally the shift control motor removal and spinning the swash plate back to center and reinitializing the ECM will cure the problem.

The issue can be deeper as I have seen bearings on the end of the heavy threaded swash plate shaft go out or get metal shavings in them.

Little more detail, the swash plate the one in the picture at an angle controls a bunch of pistons within the big end. The pistons are best described as bullets in the chamber of a pistol revolver only free float in the back side instead of having a dead head like a bullet does to keep the bullet from sliding through the chamber.

Hydralic fluid keeps these pistons pressed against the swash plate. By varying the angle of the swash plate as the tranny spins, this causes dofferent ratios to be obtained through the output shaft. Weather it be heat or debris from dirty oil, the pressure relief valve inside the oil pump will fail or the rotors in the oil pump become scored.

Low oil pressure through one port on the oil pump feeding the transmission since it actually is a pump via piston movement as it varies from passing around the swash plate causes the bushings to wear extreemly fast around the pistons. The sides of the pistons begin to flake their chrome and go through the transmission bearings. When the shavings are picked up in the swash plate control shaft bearings this is what happens The transmission as it shifts through the hydrostatic controlled gearing during acceleration will bind bearings from shavings in the heavy threaded swash plat shaft.

The ECM sees this "Stutter" in ohm reading through the angle sensor which reads the swash plate. When the ECM reads this as a failure it goes into default mode. Default mode will set the swash angle so you can drive the unit back to be repaired and will not let it shift. A lot of times the shavings will not affect the swash plate control shaft until default mode has been tripped. Then the plate may stick at the end of its travel because the ecm will not allow it to move back searching for it's now distorted reading of where the end of the swash plate travel actually is.

Most times though, the transmission unit is bad from all the chrome shavings that have gone through it and will not release the pistons to move inside their bore.

They will not allow roataion of the swash plate control shaft. If you would have been lucky, a simple angle sensor replacement would have cured the issue, since the gear inside is jammed, the worst has happened and the transmission unit must be replaced. This requires complete engine tear down, special tools to pull clutches etc.. The tranny unit and oil pump need replacement as well as a complete cleaning of all engine components and bearings.

Oil tank needs to be split, a long baffle plat removed inside there also and clean of the tank and passages. While tor down, check the cylinder and replace piston and rings as needed. I have seen inexperienced techs take 20 to 30 hours to do the repair Hope this helps you understand what is going on with your quad.

Last edited: Aug 26, I have to ask. Did you ever hear a hydralic cavitating sound buzzing or gear stripping sound before this unit went into default mode?

That'd be the critter. An inch?? That thing should spin around a lot of times Let me get back with you, I have a tech call from Tennessee. You must log in or register to reply here. Similar threads P. High Idle Issue. Replies 12 Views Polaris: IQ Nov 10, retiredpop. Replies 8 Views 1K. Polaris: Axys Patriot Feb 28, dennisdragonsnow.

Twin Rail Spring Snow Setup. Replies 12 Views 1K. Arctic Cat: Ascender Nov 11, boondocker For those interested Sled Solutions Sep 14, General Snowmobiling Replies 15 Views 1K. We rarely needed to utilize the front differential lock on the Rubicon, but when we did use it, it helped the machine claw its way out of muck and through some tough rock gardens. Another great aspect of the Rubicon is that you can tow with it.

This Honda feels quite nimble for a pound machine, and that light and maneuverable feel is aided by Electronic Power Steering. The steering feel is smooth and fluid, yet occasionally can feel twitchy when cornering. We tested the Rubicon on the softest suspension settings that it comes with out of the factory, so if you plan to ride it hard, you might want to stiffen the shocks up a little. The hydraulic disc brakes are strong, and having a separate front brake lever is a big plus when compared to other ATV companies opting for a joint front and rear brake lever.

If you have smaller hands, the levers can be a little hard to reach. Honda creates some of the most dependable and durable ATVs in the business. This Deluxe model has a Matte Gray Metallic color scheme that looks sharp, and it sports red accent pieces, like the A-arms and coil springs. The Foreman Rubicon Deluxe is a great trail machine and doubles well as a utility vehicle. Comments are closed, but trackbacks and pingbacks are open.

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