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      in Car Reviews

      2021 McLaren 765LT: The Sensible Senna

      by

      It can be hard to keep up with the pace and complexity of McLaren’s model program. Many of us find ourselves struggling to list the subtle differences that distinguish what is meant to be the Porsche-fighting Sports Series and the Ferrari-baiting Super Series, especially as all McLaren’s roadgoing cars share the same core architecture. And as the carbon-fiber tub, mid-mounted twin-turbo V-8 and dual-clutch transmission are nearly identical in each variant, it’s easy to presume that the cars and the driving experiences are equally interchangeable.
      Yet that categorically isn’t true, as proven by the new 765LT. This car is based on the existing 720S, itself the lightest and quickest machine in its light, quick segment. But the LT has been given increases in both urge and aerodynamic downforce, while also losing a claimed 176 pounds compared to the already svelte 720S. The result is a car that is nearly as fast and exciting as the range-topping Senna, despite costing less than half as much. It’s also a much more handsome proposition from every angle.

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      McLaren

      LT stands for Long Tail, a name that harks back to the race-evolved McLaren F1 GT of 1997 and that has become modern McLaren’s way of designating models that are track biased while still being road viable. The 765LT is a successor to both the 2015 675LT and last year’s 600LT. Like both earlier cars, it will ultimately spawn a spider version. But following complaints from some 600LT buyers that their cars were not part of a limited run—a strategy that helps protect residual values—765LT coupe production is restricted to, appropriately enough, no more than 765 examples. Around a third of those are expected to come to the United States. Starting at $358,000, it’s only slightly more expensive than the 675LT was five years ago.

      McLaren 765LT: 750+ HP, Weighs under 3000 Pounds

      The Great Compromise: McLaren 600LT vs. GT

      We’ve already given you a tech rundown of the new car, with highlights including an increase in engine output to 755 horsepower—enabled by a higher-capacity fuel pump, forged aluminum pistons, and a beefier head gasket. A free-flowing quad-tailpipe titanium exhaust system shaves 8.3 pounds of weight compared to the system on the 720S. Further mass has also been saved with lightweight race seats, ultralight alloy wheels, polycarbonate rear side glazing, and even the removal of interior carpeting. The lightest possible configuration requires buyers to opt to live without air conditioning or infotainment systems, but we’d guess most buyers will keep both (as no-cost options) and live with the 25.3-pound weight penalty. Even with A/C and a stereo, McLaren says the 765LT weighs but 2988 pounds fully fueled.

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      McLaren

      We suspect many buyers will opt to make their 765LTs fractionally more luxurious than the company’s spartan ideal, especially as many of the weight-adding comfort options come free. Plusher sports seats, power adjustment for those and the steering column, parking sensors, a front-axle lift, and even the 12-speaker Bower & Wilkins audio upgrade are all offered at no extra cost in the U.S. Conversely—and perversely—you’ll be able to save ounces by paying even more, the option list even including a $1520 “MSO Defined lightweight front badge.” More significant extra-cost upgrades include the Senna’s skeletal ultra-lightweight carbon seats ($7580) and the uprated brake package that brings the hypercar’s more thermally efficient carbon-ceramic rotors in place of the standard carbon discs. That’s a pricey $18,030 box to tick, but having experienced the upgraded brakes on a track, we can attest to the benefit.
      Our experience of the 765LT was exclusively on the 1.8-mile International layout at the Silverstone circuit in England. (There was meant to be a road-driving element in the original plan, but COVID-19.) While the truncated program denied the chance to assess the new car’s abilities in the real world—a shame given how rounded the 600LT’s talents are—it did confirm that the 765LT is both outrageously quick and remarkably easy to drive at a high percentage of its abilities.

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      McLaren

      As with all of McLaren’s harder-core offerings, the 765LT’s cabin is big on carbon fiber and light on toys and fripperies. The core architecture is shared with the 720S and includes the same fold-down instrument pack that motors itself from a conventional display to a pared-down rev-counter and speed readout when the car is put into Track mode. There is no elegant way to climb into the tight-fitting Senna-spec bucket seats and negotiate their six-point harnesses—a conventional seatbelt is also fitted—but once in place the view over the microfiber-trimmed dashboard is appropriately racy.
      While the 765’s 4.0-liter engine makes 34 fewer horsepower than the Senna’s V-8 and the LT carries slightly more weight, the performance difference between the two cars is slight. A change in gearing has sharpened the 765’s acceleration dramatically over the 720S. According to McLaren’s numbers, the LT can blast its way from zero to 124 mph in just 7.0 seconds, 1.4 seconds quicker than the 720S and just two tenths behind the Senna. During our testing of the 720S, we rocketed to 120 mph in 6.9 seconds. Its 18.0-second zero-to-186-mph time—yes, apparently that is a thing—is only a half-second adrift of the Senna.

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      McLaren

      The reality of those accelerative forces are substantial enough to cause physical discomfort—don’t take a 765LT on track after a large lunch. Yet the huge grip of the track-spec Pirelli Trofeo R tires can be deployed with remarkably little drama. Fully unleashed, the new exhaust system creates more angry noise than melody—our wait for a truly fine-sounding McLaren continues—but despite the fury (and upshift lights), McLaren also gave the LT a chime that sounds as it gets close to its 8100-rpm rev cut.
      Mechanical grip levels are huge. We soon realized that even what felt like daringly early accelerator applications in Silverstone’s tighter corners were excessively cautious, especially as the fast-acting stability and traction management systems intervene to hold the LT on the cusp of rear-end breakaway, feeding power back in seamlessly as the steering unwinds. A more permissive stability-control mode allows heroic-feeling slip angles in slower turns, although—as with all McLarens—the 765LT is short on steering lock when it comes to dealing with serious oversteer. Most owners will prefer to leave the systems watching their backs, especially given how unobtrusively they intervene.

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      McLaren

      The car’s aerodynamics help with high-speed stability, too. McLaren refuses to say how much downforce the 765LT can make, only saying the figure is 25 percent higher than the equally unquantified total for the 720S. But on Silverstone’s faster turns, the hand of God could be clearly felt pushing the car into the asphalt and increasing confidence, especially when turning into high-speed corners without first settling the front end with the brakes. While downforce levels are obviously less than those of the Senna, which produces up to 1764 pounds of aerodynamic assistance, the 765LT also feels lighter on its feet and more adjustable in corners than its wing-covered sister. The upgraded brake package is also close to extraordinary, turning what felt like outrageously late braking points into timidly early ones.
      It took two stints at Silverstone in the 765LT to feel as if we were getting close to what it is capable of. Even those who regularly track supercars—or even race cars—will find it an adrenaline-spiking challenge. It might not sit at the top of the McLaren hierarchy in terms of pricing, but it is almost certainly the most thrilling choice in the current range and possibly the entire supercar segment. And thrilling is what cars like this are supposed to be all about, right?

      Specifications

      Specifications
      2021 McLaren 765LT
      VEHICLE TYPE mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
      BASE PRICE $358,000
      ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port fuel injectionDisplacement 244 in3, 3994 cm3Power 755 hp @ 7500 rpmTorque 590 lb-ft @ 5500 rpm
      TRANSMISSION 7-speed dual-clutch automatic
      DIMENSIONS Wheelbase: 105.1 inLength: 181.1 inWidth: 76.0 inHeight: 47.0 inPassenger volume: 48 ft3Cargo volume: 13 ft3Curb weight (C/D est): 3000 lb
      PERFORMANCE (C/D EST) 60 mph: 2.4 sec100 mph: 5.0 sec1/4 mile: 9.9 secTop speed: 205 mph
      EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 15/14/18 mpg

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      in Car Reviews

      Tested: 2020 Audi e-tron Sportback Whispers Electric Luxury

      by

      Sometimes what a car lacks can be just as significant, if not more so, than what it has in abundance. Take for instance the new 2020 Audi e-tron Sportback, which has no shortage of technology, luxury, and engineering. And yet, its arguably standout quality is how little noise it actually makes, or at least how little of it you can actually hear. If silence is golden, then the e-tron is the gilded chariot of electric SUVs.
      Just how quiet is the e-tron Sportback? Our sound meter registered a low 63 decibels inside it at a steady 70 mph—one decibel less than the standard e-tron. The Sportback nearly matches the $335,350 Rolls-Royce Cullinan’s 62 decibels in the same test. Yet, even R-R’s rolling sensory-deprivation chamber makes a comparative racket (71 decibels) when you unleash its 563-hp V-12 engine. In contrast, matting the e-tron Sportback’s accelerator only raised the volume to a 65-decibel whir.

      HIGHS: Supremely quiet inside, improved range, beautiful and spacious cabin.

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      Audi

      Audi e-tron Is an EV Hiding in Plain Sight

      All the Right Moves: 2021 Audi e-tron S Sportback

      This is not surprising. EVs are inherently quiet due to the absence of controlled explosions under their hoods, which is why safety regulations now require all new electric vehicles to hum like spaceships at low speeds to avoid running over pedestrians. But Audi deserves kudos for refining the e-tron’s aerodynamics so as to generate almost no audible wind noise at speed. In addition to laminated side window glass on higher trim levels, there’s enough sound insulation packed into the Sportback’s structure to account for a good chunk of its massive 5819-pound curb weight. Tire roar on the highway is faint, and even rough roads and pavement seams produce only distant thumps from the wheel wells.
      The Sportback’s quiet operation was particularly noticeable on our loaded Edition One test vehicle—one of only 200 built for the 2020 model year—because it otherwise performed the same as the mechanically similar 2019 e-tron we last tested. The Sportback weighs a negligible 24 pounds less than the standard e-tron. Like its sibling, toggling the Sportback’s shift trigger to S mode unlocks an overboost setting that juices the combined output from its front and rear motors from 355 horsepower to 402, which is good for a plenty adequate 5.1-second run to 60 mph. There’s certainly no confusing it with a cheetah-mode Tesla, as it passes the quarter-mile in a 13.8 seconds at 101 mph. But the e-tron powertrain’s quick responses and instant torque make passing maneuvers a snap. Its 3.0-second 50-to-70-mph time is seat-pinningly impressive, although we’ll hold our full excitement for the three-motor S version of the Sportback that we’ve already driven in prototype form.

      LOWS: Range and performance doesn’t match Tesla, regen isn’t aggressive enough to allow one-pedal operation, $3200 more than the standard e-tron.

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      Audi

      The e-tron Sportback is also un-Tesla-like in that it won’t regenerate as aggressively as the Tesla when you lift off the accelerator. There is no one-pedal driving for this Audi. The deceleration from the regeneration system’s default Auto setting is minimal, but you can ratchet it up via the paddle shifters on the steering wheel. The strongest of the three settings noticeably slows the vehicle when you let off the accelerator and was our preferred setup, allowing the friction brakes to be used only for larger braking events and when pulling to a complete stop.
      The big news for both 2020 model-year e-tron SUVs is that Audi now uses more of their 95.0-kWh battery packs—91 percent, up from 2019’s 88 percent—which earns the Sportback an EPA-estimated range of 218 miles. Based on our 75-mph highway test, we calculate a real-world range of 220 miles versus 190 miles for the 2019 e-tron. That figure is average for today’s electrified SUVs, but it can’t match the Tesla’s models. But it’s a useful improvement for what is a large and accommodating SUV that can pull up to 4000 pounds when fitted with its optional towing package. Audi says the e-tron can recharge to 80 percent in about 30 minutes using a 150-kW Level 3 DC fast charger, but hook it up to a 240-volt household outlet and a full refill of electrons takes around 10 hours.

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      Audi

      The Sportback’s less-than-sporty demeanor makes it easy to nurse its energy capacity. Ride comfort over bad roads is quite good with the standard air springs, even on our test car’s optional 21-inch wheels and 265/45R-21 all-season tires (20s are standard). And the e-tron’s substantial mass combined with the Quattro all-wheel-drive system—which operates in rear-wheel drive most of the time—gives it a solid sense of composure. Competent, secure, and isolated, despite having Sport in its name, there’s not much to urge the driver to crank the Sportback’s numb and heavily weighted steering wheel around corners. Pushed to its limit of adhesion, our test car returned a modest 0.84 g of grip around the skidpad and needed a lengthy 184 feet to stop from 70 mph.
      Anyone that’s sat in an Audi Q8 will be immediately at home with the Sportback’s interior. Most of the controls, the 12.3-inch digital instrument cluster, and the dual MMI touchscreens on its center stack are all from the Q8. Overall comfort, refinement, and perceived build and material quality are excellent, all of which make the Sportback a lovely (and quiet) place to relax. If you’re taken by the Sportback’s sleeker fastback silhouette versus the standard e-tron, know that its back seat remains cavernous for two riders and generous for three, with plenty of headroom for all but the tallest occupants. And its truncated cargo hold, at a decent 27 cubic feet, is a mere two cubes smaller than the standard model’s.

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      Audi

      With limited production for the 2020 model year, 2021 will be the e-tron Sportback’s first full year on sale. Major changes include an expansion of the lineup to Premium, Premium Plus, and Prestige trim levels, up from 2020’s Premium Plus and Edition One. But you’ll want to opt for at least Premium Plus to get the thicker side windows, a convenient second charge port on the passenger-side front fender to allow you to charge from either side, and fancy matrix LED headlights, even if archaic headlight regulations in the United States limit their advanced capability to cheeky animations when the vehicle is parked.
      As with most fastback derivatives of conventionally shaped SUVs, the stylish roofline costs more. A 2021 e-tron Sportback Premium has a base price of $70,195, the Premium Plus version asks for $79,095, and the top Prestige model costs $83,395. Compared to the standard e-tron, that works out to an upcharge of $3200 regardless of the trim. The value of silence, however, is harder to put a price on.

      Specifications

      Specifications
      2020 Audi e-tron Sportback
      VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
      PRICE AS TESTED $89,490 (base price: $78,395)
      MOTOR TYPE 2 induction AC motors, 184 and 224 hp, 228 and 262 lb-ft; combined output, 402 hp, 490 lb-ft; 86.5-kWh lithium-ion battery pack
      TRANSMISSION 2 single-speed direct drive
      CHASSIS Suspension (F/R): multilink/multilinkBrakes (F/R): 14.8-in vented disc/13.8-in vented discTires: Bridgestone CrossContact LX Sport, 265/45R-21 108H M+S AO
      DIMENSIONS Wheelbase: 115.0 inLength: 193.0 inWidth: 76.2 inHeight: 65.0 inPassenger volume: 102 ft3Cargo volume: 27 ft3Curb weight: 5819 lb
      C/D TEST RESULTS 60 mph: 5.1 sec100 mph: 13.3 sec120 mph: 22.2 secRolling start, 5–60 mph: 5.2 secTop gear, 30–50 mph: 2.3 secTop gear, 50–70 mph: 3.0 sec1/4 mile: 13.8 sec @ 101 mphTop speed (governor limited, mfr’s claim): 125 mphBraking, 70–0 mph: 182 ftRoadholding, 300-ft-dia skidpad: 0.84 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
      C/D FUEL ECONOMY 75-mph highway driving: 75 MPGeHighway range: 220 miles
      EPA FUEL ECONOMY Combined/city/highway: 77/76/78 MPGeRange: 218 miles
      C/D TESTING EXPLAINED

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      in Car Reviews

      Jeep Wrangler 392 Concept Teases the Ultimate Wrangler

      by

      Smoke hangs in the air. Not tire smoke. That will come later. Half of California is on fire. The closest blaze to Malibu is more than 50 miles away, but the shifting winds have grayed its coastal skies, turning the air thick and bitter. White flecks of ash, like hell’s own snowfall, have coated the Jeep Wrangler 392 concept’s dark Granite Crystal paint and custom Red Rock leather upholstery.
      The Wrangler’s Hemi explodes to life and quickly settles down, idling like a 450-hp V-8 should: ba … ba … ba. It exhales through an active exhaust system with a large muffler and four tailpipes hidden below its rear bumper. Pushing a button amplifies the V-8’s volume and drops its timbre a few octaves: BA … BA … BA.

      450-HP V-8–Powered Jeep Wrangler Is Coming

      Jeep Seen Testing New V-8–Powered Wrangler Rubicon

      The long tease is over. For years Jeep has tantalized us with dirty talk of a V-8-powered Jeep Wrangler. Now it’s finally happening. Earlier this summer, in response to the introduction of the Ford Bronco, the Wrangler’s first real rival in more than a decade, Jeep made it mostly official. First it unveiled the beastly 392 concept with a 6.4-liter Hemi, and then it unleashed production-ready prototypes into the wild for spy photographers to capture. They didn’t miss.

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      Jeep

      It appears the production version of the concept will be a Rubicon Unlimited and wear the non-functional scooped hood from the Gladiator Mojave pickup, just as the 392 concept does. We expect the same engine under that hood as well—Fiat Chrysler’s iron-block 392-cubic-inch Hemi, which presently brings 475 horsepower and 470 pound-feet of torque to the Jeep Grand Cherokee SRT and Dodge Durango SRT 392, and 485 horsepower to Charger and Challenger variants.
      Fitting the engine into the Wrangler required reinforcements to its frame and engine mounts. It’s crammed in there with about a finger’s width between its accessories and cooling fans. But the bulk of the engine sits behind the front axle line, and there’s still room for the battery against the firewall. Overall Jeep says it’s roughly 200 pounds heavier than a Wrangler with the standard, aluminum-block 3.6-liter V-6, which would put it at roughly 4800 pounds.
      Jeep has also fitted the concept with the Grand Cherokee SRT’s strengthened ZF eight-speed automatic transmission, and it borrows the two-speed Selec-Trac transfer case from the Wrangler’s Sport and Sahara models with the same 2.72:1 low-range gearing. The Rubicon’s standard part-time Rock-Trac transfer case has 4.0:1 gears, and an optional full-time four-wheel-drive unit is newly available for 2021. Strengthened with heavy-duty ARB differential covers, the Rubicon’s Dana 44 axles with electronic locking differentials front and rear are still in place, as is its disconnecting front anti-roll bar.

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      Jeep

      Since the 392 concept was originally destined for this year’s Easter Jeep Safari, which was ultimately canceled due to the COVID-19 pandemic, a two-inch lift kit was installed, as were Fox shocks from the Gladiator Rubicon. A Warn winch was added to its front bumper, and bead-lock wheels, which are projected to make it to production in some form, wear 37-inch BFGoodrich mud-terrain tires and provide an additional two inches of ride height. Jeep says there’s a total of 13.3 inches of ground clearance and that the 392 can ford 34 inches of water, 4 inches more than a Rubicon.
      Jeep also says the 392 concept gets to 60 mph in less than five seconds, but we weren’t able to launch it with any anger. Its transfer case is jacked. It’s only sending power to the rear tires, and those big, knobby BFGs don’t grab asphalt very well. With a functioning all-wheel-drive system, a Grand Cherokee SRT rips to 60 mph in a little more than four seconds, so the Wrangler will probably be in that neighborhood. But anything more than half throttle sends the traction-control system into panic mode and turning it off just results in a smoke show that lasts through first and second gears. We spent quite a bit of time contributing to southern California’s current air-quality problem.

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      Jeep

      Even nailing the throttle at 50 mph sends the traction-control light flickering. Usually such intervention is cause for complaint, but in this case there’s a sense that the electronics are the only thing keeping the Jeep on the road every time we put the pedal to the floor. The V-8 feels its strongest above 3000 rpm and carries its power curve to the 6400-rpm redline. Its rumble is always there, whipping through your hair with the hot winds of summer. The transmission’s calibration could still use some tweaking. Left in Drive, the eight-speed short shifts into second gear at around 5900 revs and is slow to respond to downshift requests.
      The driveline malfunction also bins any hope of exploring some trails, so we spend our time on the two lanes that carve through the Santa Monica Mountains, where the Wrangler feels tall but surprisingly sorted. Its steering is sloppier than stock, but its ride is relatively supple, and there’s little indication of its increased curb weight and heavier nose. It isn’t nearly as clumsy as you’d expect.
      Jeep says customers have been asking for a V-8 Wrangler for some time. Probably since the CJ-7 lost its AMC 304 V-8 in 1981. Well, it’s almost time for those power-hungry Jeepers to spend their money—at least $50K to start, if we had to guess. If our time in the Wrangler 392 concept is any indication of what we expect to be coming, they won’t be disappointed.
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      in Tools

      The 9 Best ATV Batteries to Buy 2020

      by

      As an ATV owner, the last thing you want is to have your day’s ride canceled because your four-wheeler won’t start. To make sure that you don’t turn mechanic on a day that you wanted to spend as an ATV rider, start by choosing the right battery for your vehicle. Well begun is half done, after all.
      Picking a battery to power your ATV may seem simple, but it can get increasingly tedious the deeper you dive into the products available. The market for ATV parts has grown in lockstep with the popularity of the vehicle itself. So when it comes time to look for a battery for your ATV, you will likely encounter an overwhelming variety of options. In such a situation, it helps to know how to gauge the performance of an ATV battery on paper.

      What to Look for When Choosing an ATV Battery
      There are a few figures that you’ll see mentioned across ATV batteries’ product pages. Before we dive into which metrics to take into consideration when buying an ATV battery, let’s first get familiar with the broad categories of products in this niche.
      Type of ATV Batteries
      While lead-acid batteries have been around since the beginning of motor vehicles, other technologies have grown to take their place in recent years.
      Lead-Acid Batteries
      Lead-acid batteries are also known as conventional batteries. That’s because this is the oldest type of battery used in ATVs. Because of their history as the biggest category of battery, they tend to be an economical option.
      There are two types of Lead-acid batteries: starter batteries provide a quick delivery of power to start an ATV and then get recharged by the alternator, while deep-cycle batteries provide a more uniform output of power over time. They can be charged and discharged repeatedly without hampering battery life.
      The one thing to keep in mind about conventional batteries is that they require a fair degree of maintenance. You have to make sure that the electrolyte within the battery is always at optimal levels. That means that you will need to use a level indicator or something similar to check the electrolyte levels and replenish the battery with distilled water regularly.
      AGM (Absorbed Glass Mat) Batteries
      Absorbed Glass Mat (AGM) batteries are the modern successor to conventional ATV batteries. These are sometimes also called maintenance-free batteries. This doesn’t mean that you will never have to run maintenance checks on them. They just need it less often than conventional batteries.
      When you buy an AGM battery, you may have to fill the casing up with a separately purchased acid first. This process is easy with this kind of battery since you can take the acid pack that comes with the product and empty it into the battery. Once that process is complete, you can connect the battery to charge like you would a conventional battery.
      AGM batteries are usually costlier than conventional batteries. Their main advantage is an absorbent layer of glass fiber mats separating the plates. They help contain the liquid within the battery and ensure a steady output of charge. This, in turn, prolongs battery life.
      Fit
      The very first thing you need to make sure of is that the batteries on your shortlist actually fits your ATV. You can check the fit of each battery manually if you like. Most product pages mention the physical dimensions of the product. Simply compare the dimensions of the battery with the battery specifications of your four-wheeler, or the existing battery your four-wheeler has.
      There is, however, an easier way to check for fit using an Amazon widget. The website has a tool at the top of each battery’s product page where you can enter the year your vehicle was made, the brand, and the model. If a battery doesn’t fit your vehicle, Amazon will let you know. You’ll also get a list of similar products that fit your ATV.
      Voltage Rating
      This is one of the easier metrics to deal with when choosing a battery for your all-terrain vehicle. Most ATVs available in America use 12-volt batteries, which is the standard for several vehicle categories in the country. Batteries rated lower than 12V will not be able to start an ATV.
      The actual voltage output numbers you see will vary depending on the extent to which an ATV is charged. At full charge, you may see a voltage reading higher than 12 volts, sometimes as high as 13.5 volts.
      Capacity
      Another piece of information that you will see on ATV battery product pages is the amp-hour (Ah) rating. An amp-hour is the amount of charge that is transferred when a 1-ampere current is applied for an hour.
      The Ah rating is indicative of the capacity of a battery. It tells you the quantity of electricity you can drain from a battery if you take it from fully charged to fully discharged. So a 12 Ah rating implies that a battery can deliver 12 amperes of current for an hour. If you load a battery with a higher current than its amp-hour rating allows, its capacity will decrease over time.
      Cold-Cranking Amps (CCA)
      CCA is a unit that’s used to convey the ability of deep cycle batteries to deliver power at low temperatures. Technically, CCA is a measure of the number of amperes a battery with a 12V rating can produce for 30 seconds at 0°F while maintaining an output of 7.2 volts. To put it simply, it tells you how capable a battery is of starting your ATV at low temperatures.
      Starting a vehicle and maintaining its performance becomes harder as temperatures get lower. The higher a battery’s CCA rating, the better it is at handling cold weather. So keep an eye out for this piece of information if you live in a city that experiences low temperatures.
      As far as the hard statistics, we’ll focus on Ah ratings and CCA as we look through the best ATV batteries on the market in 2020.

      Top 9 Best ATV Batteries 2020

      1. Best Overall ATV Battery: ExpertPower EXP1270

      View on Amazon

      Why we like it: The ExpertPower EXP1270 is an incredible combination of great price and dependable performance. The small size makes it easy to transport and install in your ATV.
      Editor’s Rating:

      At a Glance:
      Capacity: 7 Ah
      Cold-Cranking Amps: Not listed
      ExpertPower is a battery maker based out of Los Angeles that’s been around since 1978. They are known to make some of the best products in this category. The EXP1270 is an example of the quality that you can expect from their product stable.
      The EXP1270 battery is a 12V battery with a capacity of 7 Ah/20 hours. It is a sealed lead-acid battery that uses AGM technology, which makes it easy to maintain. The spill-proof design ensures that the battery acid is held safely within its body. This is key for those who like to put their ATV through the wringer while off-roading, for example.
      What’s also great about the ExpertPower EXP1270 for ATV owners is how easy it is to use. Installing it in your ATV is a breeze, and it takes just four hours to charge completely. The battery can also handle things like jarring vibrations and excess heat well.

      Pros

      Easy to transport at just 4.3 pounds
      Design ensures no spillage
      Universal fit type

      Cons

      Certain units may have a short lifespan

      2. Best Budget ATV Battery: Mighty Max ML8-12

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      Why we like it: There are few batteries that perform the way the Mighty Max ML8-12 can at its price point. This is the best choice for anyone looking for an affordable means to power their ATV.
      Editor’s Rating:

      At a Glance:
      Capacity: 8Ah
      Cold-Cranking Amps: 200 CCA
      There are a lot of factors that combine to make the Mighty Max ML8-12 among the best batteries for ATVs. The alluring price point may be the first thing that stands out. But the ML8-12 is a lot more than just a budget option.
      The battery has a capacity of 8 Ah and 200 CCA. This shows it can perform dependably, even if you live in a cold part of the country. It’s also an AGM battery that’s adept at absorbing shock and vibration. Mighty Max provides a one-year warranty in case you do run into some problems with the product.
      It is for all these reasons that the Mighty Max ML8-12 is among the best-reviewed ATV batteries around. If you’re looking to ride your ATV without breaking the bank, this is the battery for you.

      Pros

      Very affordable
      200 CCA, making it perfect for cold conditions
      Handles shock well

      Cons

      Not the best battery for heavy-duty ATV riding

      3. Best Premium ATV Battery: Yuasa YUAM320BS YTX20L-BS

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      Why we like it: The Yuasa YUAM320BS YTX20L-BS boasts impressive performance metrics and does so without breaking the bank.
      Editor’s Rating:

      At a Glance:
      Capacity: 18 Ah
      Cold-Cranking Amps: 270 CCA
      One look at the performance figures of the Yuasa YUAM320BS YTX20L-BS will give you a good idea of what makes it such a great ATV battery. With a capacity of 18 Ah and 270 CCA, this battery is sure to be the perfect accomplice to your off-roading. It’s the kind of performance that ATV owners dream of when they first buy their four-wheelers.
      The Yuasa YUAM320BS YTX20L-BS uses lead-calcium technology to maintain the internal specific gravity. This means that you will have to run maintenance on this battery a lot less frequently than other ones.

      Pros

      Impressive performance
      Easy to maintain
      You don’t need to add water to the battery ever

      Cons

      Costly relative to the average ATV battery

      4. ThrottleX ADX14AH-BS

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      Why we like it: The ThrottleX ADX14AH-BS is designed to prevent sulfation, thus making it a superior alternative to batteries that suffer from the issue.
      Editor’s Rating:

      At a Glance:
      Capacity: 12 Ah
      Cold-cranking amps: 220 CCA
      Most ATV owners are familiar with the phenomenon of sulfation. This occurs when lead sulfate crystals build up on battery plates when it is not at full charge. Sulfation can lead to undesirable conditions like excess heat production, longer charging times, and eventually, even battery failure.
      The ThrottleX ADX14AH-BS uses what the company calls Advanced Lead Calcium Technology to prevent sulfation. The lead-calcium combo prevents lead sulfate crystals from accruing on the plates. So you don’t have to deal with all the issues that come with sulfation when you use the ADX14AH-BS ATV battery.
      This product from the ThrottleX stable is maintenance-free since it uses AGM technology. The 12 Ah capacity and Lead Calcium technology combine to give this battery a high degree of starting power. Getting your ATV rolling on the road will be a breeze with this battery under the hood. Looking for a similar, slightly less expensive battery? Check out the UPG UBCD5745 Sealed Lead Acid Battery.

      Pros

      Anti-sulfation technology
      Compact design
      12-month free replacement warranty

      Cons

      Could be hard to mount on certain ATVs

      5. Weize YTX20L-BS

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      Why we like it: The Weize YTX20L-BS is a powerful performer that can deal with excess heat and cold temperatures with the same ease.
      Editor’s Rating:

      At a Glance:
      Capacity: 18 Ah/10 hours
      Cold-Cranking Amps: 270 CCA
      The Weize YTX20L-BS is a battery that has grown in popularity among ATV owners in recent times. This is likely because the battery is easy to use and serves the performance requirements of ATVs well.
      Installing the Weize YTX20L-BS in your ATV is a straight-forward process. The battery can be attached to the mount in any position. This makes it easier to get it up and running. It is designed to be resistant to vibration and shock, which is all too common for ATVs.
      The durability of the battery is another reason it’s a common choice for those who own ATVs, designed for four-wheelers while other batteries are merely 12v batteries that work with ATVs. It has a wide range of operating temperatures. The battery can handle both a degree of overheating and cold temperatures. It can also recover well from deep discharges.
      The battery’s cold-cranking amps rating reflects its ability to handle cold weather well. 270 CCA is plenty for those who live in places that experience harsh winters. This is an AGM battery so you can trust it to remain spill-proof even during rough rides.

      Pros

      Wide operating temperature range
      High cold-cranking amps rating
      12-month warranty

      Cons

      Terminal hardware can be of poor quality

      6. UPG UBCD5745 Sealed Lead Acid Battery

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      Why we like it: If you’re looking for a compact battery that can also deliver high output, the UPG UBCD5745 is the way to go.
      Editor’s Rating:

      At a Glance:
      Capacity: 18 Ah
      Cold-Cranking Amps: Not listed
      Sometimes you need a battery that can power your ATV without taking up too much space in the underbody. For those who are space restricted, the UPG UBCD5745 is a great choice. This ATV battery is more compact than some of its competition but still manages to deliver a capacity of 18 Ah. Unfortunately, with this battery there isn’t any anti-sulfation tech as with the ThrottleX ADX14AH-BS.
      One thing that’s important to note about this battery is that it is a deep cycle battery. Undercharging these batteries can have an adverse effect on their lifespan. To keep that shelf life up, ensure that you give the battery enough time for the alternator to recharge the battery.

      Pros

      Impressive size-to-performance ratio
      Capacity of 18 Ah
      Spill-proof

      Cons

      Undercharging can reduce lifespan

      7. Chrome YTX14-BS

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      Why we like it: The Chrome YTX14-BS is an AGM type battery that uses a lead-calcium alloy construction, making it both durable and easy to maintain.
      Editor’s Rating:

      At a Glance:
      Capacity: 15 Ah
      Cold-Cranking Amps: 200 CCA
      The Chrome YTX14-BS is a battery that you may see powering motorcycles or jet skis. That gives you a sense of the kind of power this battery is capable of delivering to your ATV. ATV owners will be happy to know that it’s easy to maintain because it is an AGM battery, performing just as well in cold and warm weather as the Weize YTX20L-BS.
      This ATV battery gets all the basics right. It has a 15 Ah battery, which is higher than the average figures you see from batteries in this niche. It packs a whole 200 CCA of cold-cranking amperes. So you can trust this battery with getting your ATV up and running even when it’s colder than usual.
      These batteries come ready to go right out of the box. They show up fully charged, so all you need to do is go ahead and install them. The product comes with an 18-month warranty.
      Some ATV owners may have issues with this battery during installation. The battery terminals may require adjustment so that they can connect with your vehicle. So make sure that this battery is compatible with your ATV, or you may have to make some modifications before you can mount it.

      Pros

      Relatively high capacity
      Starts ATVs with ease
      Works well in cold climates

      Cons

      Terminals may require modification

      8. ZPC ZPC-YTX14-BS

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      Why we like it: This battery can be recharged over 2,000 times, which means that you can use it for a long time without having to worry about replacements.
      Editor’s Rating:

      At a Glance:
      Capacity: 12 Ah
      Cold-Cranking Amps: 200 CCA
      There are several reasons the ZPC ZPC-YTX14-BS battery sits well with its customers. Firstly, the battery is easy to install right out of the box. It also holds its charge well even if you put it through some heavy-duty riding, although cold and hot weather performance isn’t as good as batteries like the Weize YTX20L-BS.
      Perhaps the most exciting feature for ATV owners is that the ZPC ZPC-YTX14-BS battery is long-lasting in multiple ways. The construction is sturdy and resistant to vibrations. Internally, the battery is designed for a low self-discharge rate. This results in the ability to use the battery for a long time without its capacity to hold a charge decreasing.

      Pros

      Long shelf life
      Easy to install
      Low self-discharge

      Cons

      Terminal posts can be flimsy

      9. Odyssey PC545 Powersports Battery

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      Why we like it: The Odyssey PC545 is a powerful battery that can handle being taken to the limits frequently. That performance comes at a cost, but it’s well worth the money if you’re somebody who likes to go pedal to the metal often.
      Editor’s Rating:

      At a Glance:
      Capacity: 13 Ah
      Cold-Cranking amps: 150 CCA
      If you own an ATV, you know that experiencing its power is a thrilling feeling. The battery you choose will play a part in how much of that power you’re able to derive from the vehicle and how often. The Odyssey PC545 is the kind of battery that will support you in your quest for high performance.
      This battery has a capacity of 13 Ah, which is high compared to most other batteries that you will see on the market. The high capacity is one of the reasons this battery performs as well as it does. It also has a cycle life of 40 when discharged at 80%. This cycle life is impressive considering how compact the battery is.
      Recharging the battery is quick. It can go from empty to 100% in as little as four hours. The 150 CCA rating means you can trust this battery to power your vehicle in the winter. ATV owners who enjoy high-performance riding will feel right at home with the Odyssey PC545.

      Pros

      Great performance metrics
      Impressive cycle life
      Easy to use in winters

      Cons

      Made only for non-heated environments
      Costly

      Everything You Need to Know About Buying an ATV Battery
      Now that we know the best of what’s out there, let’s get down to how you would make the final decision. There are a few things to take into consideration before making the purchase.
      Should I Buy a Conventional Battery or AGM Battery for My ATV?
      We’ve already seen how conventional and AGM batteries work. Which one you choose depends on your priorities as an ATV owner.
      Lead-Acid Batteries
      The main thing they have going for them is the price point. Conventional batteries are usually more affordable than AGM batteries. So if price is an important factor for you, then you’ll want to look at conventional batteries for your ATV.
      The challenges that come with using conventional batteries have to do with their maintenance. You have to constantly ensure that the acid within the battery is at optimal levels. This is why these batteries come with fill lines. As long as the acid is near those lines, you’re good. But if they fall below that level often, it can affect the lifespan of the unit.
      Another issue that ATV owners face with conventional batteries is spillage. This can be a problem for those who like to off-road with their ATVs.
      AGM Batteries
      AGM batteries address the shortcomings of conventional batteries. They’re largely maintenance-free and don’t pose the danger of spillage. So you can ride your ATV without worrying about the status of the battery when you pull back on the throttle.
      Another advantage of using an AGM battery is the longer lifespan. They tend to discharge at a slower rate than conventional batteries thanks to the absorbent glass layer between the plates. This is a big plus for those who ride their ATVs only every now and then and don’t want to have to worry too much about the upkeep of the battery. It’s also a plus for those who use their ATV battery to charge accessories, such as a phone charger or heated ATV Grips.
      AGM batteries take less maintenance than conventional batteries but there’s still work to be done to get them going. Some of them may require you to empty an acid back into the battery casing before you can get it started.
      When it comes to cost, AGM batteries are pricier than conventional batteries. However, the benefits of using this kind of battery, especially the low maintenance required and spillage-resistance, makes it perfect for ATVs.
      How Much Can I Expect to Pay for an ATV Battery?
      There are three price ranges in which you will find ATV batteries on the market.
      Under $50: This is the budget segment for ATV batteries. Most batteries in this segment are likely to be conventional batteries. However, as our list showed, it is possible to get a good ATV battery on a budget.
      $50-$100: This mid-range is the most common for ATV batteries. Most of the popular batteries fall in this segment. It is easy to find a battery that will satisfy both your budget and performance requirements in this bracket.
      Over $100: This is the premium segment for ATV batteries. These are batteries that usually have higher capacities and lifespans than the average battery. If you’re an ATV power-user who likes to test your vehicle’s limits often, then you may need to pick a battery that costs in excess of $100.
      How Long Can I Expect My ATV Battery to Last?
      A high-quality ATV battery will last up to five yearsost make it to the three-year mark. If your battery doesn’t, that could mean that the battery itself wasn’t made well or that it wasn’t maintained well. Outside of manufacturing quality, the shelf life of a battery depends on a few factors including:
      Battery Usage
      The more you use a battery, the shorter its lifespan becomes. But there are things you can do to ensure that your battery doesn’t get depleted too quickly even if you use it often. For example, you can invest in a trickle charger for periods when your battery isn’t in use. The trickle charger will ensure your battery doesn’t get discharged fully from long periods of dormancy.
      Temperature
      The temperature at which you store ATV batteries can have an effect on their lifespan. Both extreme heat and cold can lead to a shorter shelf life. Storing batteries at between 32°F and 80°F away from moisture can prolong their use.
      Charger Quality
      Cheap chargers that don’t recharge batteries adequately can negatively affect their lifespan. As much as possible, try to use the charger provided by the manufacturer.
      Why Isn’t My ATV Battery Working Properly?
      There are a few reasons why your ATV battery may not be working the way it should. The most common are listed below.
      Low Fluid Levels
      As already mentioned, the fluid in conventional batteries needs to be maintained at a particular level. So if you have a conventional battery that’s underperforming, make sure to check the fluid levels and replenish the battery if necessary.
      Sulfation
      We saw how the ThrottleX ADX14AH-BS is designed to prevent sulfation. However, not all ATV batteries are built this way. Some may begin to take longer to charge or die out due to sulfation. Thankfully, sulfation can be reversed by applying high-frequency electric currents to the battery.
      Dysfunctional Charging System
      ATVs recharge internally using what’s known as a stator. When you ride your ATV, part of the engine focuses on powering it while some of the charge is fed back into the battery to recharge it on the go. If your battery seems to be wonky, it could be because the stator isn’t functioning properly.
      How Do I Know When to Replace My ATV Battery?
      In the previous section, we saw a few reasons why your battery may be underperforming. In certain cases, things may be bad enough that it’s time to get a new battery. Noticing that the lights on your ATV aren’t bright or that your ATV won’t start regularly is an obvious signs something is amiss. You can then check if there is a crack on the battery casing or broken terminals to confirm that it’s a battery issue.
      The surest way to know the status of your battery is by checking its voltage output using a multimeter. To do this, start by setting up the multimeter. Make sure you’re on the DC setting if you own a meter that doesn’t use auto-ranging.
      If you see a multimeter reading under 12 V, then charge your battery and do another reading. If the meter still reads under 12 V, chances are your battery is damaged or worn out and needs replacing.
      Wrapping Up
      Now that you know what to look for in an ATV battery and how to maintain it, you’re better positioned to make a good purchasing decision. If you’re looking for more help with buying parts for your ATV, check out our guide on the best ATV tires to buy in 2020. More