Some of the earliest versions of the biggest Grizzly – actually 660’s – were a bit quirky but by the time Yamaha defined its premium sport-ute as a 700, there was no doubt the company was onto something.

The key reason we’ve continued to love this ATV is defined in one word: Torque.

Yamaha’s concept of delivering big-time grunt in a very lightweight package with a single cylinder powerplant – not a twin, not a V-twin – and a ceiling of 700 cubes, really defies logic.

However, when you want to plonk up a gnarly stream or tackle a greasy slope, this wheeler is and always has been, amazing! It’s as durable as an anvil, too.

Although we wouldn’t put the ride quality in its earlier versions at the top of the industry, Yamaha has tweaked and tuned the biggest Grizzly’s independent suspension so it works really well.

Riding the 700 is a revelation. Its compact dimensions make it extremely agile. Even when loaded with gear, its tight turning radius and predictable low and mid-range throttle response makes for tremendous fun on rough and rocky, technical trails.

Yes, compared to the competition’s 800, 850 and 1000cc offerings, the Grizz 700 seems to be a weak sister. However, you have to ride this ATV on twisty trails and over gnarly junk to give it a fair appraisal.

In the worst of conditions this unit thrives.

Well, this goes back a few years and is kinda puzzling.

Even though Polaris has currently re-thought the Scrambler into a fully equipped big-inch 4-stroke, the one that sticks in our minds is the older 2-stroke version that preceded it until the mid-1990’s.

True, sales and demand for the last 2-stroke Scramblers had died off by the time the newer 500 4-stroke versions had come out, indicating the public was obviously ready to move on.

However, during its hayday, the old Scram was a very endearing ride – and one we just can’t let go of.

We always marvelled how Polaris managed to get such good ride quality from a non-independent rear end – but owners of some of those old 2-stroke Polaris will remember how other base Polaris ATVs without IRS rode surprisingly well, too.

Maybe our crew’s love comes back to the lightness thing again. This 4WD sport ATV (a rarity in its day) thrived in the worst kind of slop and because of its relatively low 2-stroke weight and snappy power, could get through nearly any mud hole you challenged it with.

In those early years, sport riding wasn’t about aluminum, titanium and ramping big jumps and getting as much air as possible like the 450cc pure sport ATVs that followed.

Sure, the Scrambler was by comparison dimensionally bigger and, heavier, but it had some really redeeming qualities for a certain kind of rider.

Those riders were mud riders who at the end of the day with mud-covered teeth, loved swapping stories about the impossible turf they just mastered.

That original Scrambler set the bar high for a herd of 4WD play-bikes that followed it.

Yeah, this one surprised some of us, too. With all the hot rod V-twin Outlander variations out there, why did so many of us mark our ballot for the lowly 400 single?

There was no doubt when the polling was tallied, this Outlander was a clear favorite. BTW: The more recent 450 version pulled a lot of votes, too.

The most repeated comment came from those who felt the 400 nailed it for agility and lightness in a very versatile, medium displacement 4WD package. It was almost like the Sportsman 500 conversation all over again.

One thing became crystal clear here. Our crew really likes ATVs that feel light and nimble.

The Outlander 400 may not have been the very lightest of all the 400s in its day, but it behaved like it was.

Through the bumps and off-cambers and when in 4-wheel drive facing an ugly quagmire, this wheeler performed like a featherweight.

Its bulletproof SOHC single could spit out power very close to most 500s and its Visco-Lock-equipped 4WD was extremely effective both when climbing or when mired in sticky goo.

Yeah, not the fastest, not the prettiest, not the most sizzle but just a really good friend to take along on a day’s riding.

I absolutely love heading up to cottage country on a long weekend. In fact every time I get out side the city I get out of my car at the first rest stop just to take in a big whiff of the fresh northern country air.

Central Ontario is not only cottage country, it’s headquarters to Dirt Trax and also stable to our fleet of off-road vehicles featured on the show and in the magazine each season.

On this particular long weekend, Can-Am’s Defender Max DPS made a rainy, cottage bound time a blast for my two daughters and their cousins. The best part was I got to get out on the trail too.

It actually didn’t take much coaxing to drag these ladies outside even though it was pouring rain. Everyone had rubber boots, helmets and eye protection, but we also fashioned stylish garbage bag ponchos for a little extra protection from the elements. I thought they looked pretty cool.

With six of us buckled in, we tackled the local trail system bombing through mud holes and stopping periodically for Instagram updates.

The coolest part of this adventure was riding the trail right into town, parking and walking up to the local Dairy Queen with all five girls. If the hours of riding in the rain didn’t do it, this pretty much put me in the running for Uncle/Father of the Year.

Here are my comments on the Max DPS: I love this vehicle! Not just for its ability to haul myself and the kids around, put it rides and handles great, too.

Its 72-horsepower Rotax V-twin has loads of climbing power and never once came close to hiccupping when challenged. The dynamic power steering may be the best in this class and finally, all six of us fit comfortably in the vehicle mostly protected from the rain with the help of the standard roof.

My only two gripes come as a pair. Ground clearance is pretty tight and we bashed more than our share of rocks and stumps. This may have been due to the Max’s nearly 10-foot long wheelbase causing some rubbing as we crested hills and larger rocks, but we think it also has to do with the vehicle’s aluminum body coilovers being a touch too soft from the dealer.

A slightly stiffer out-of-the-crate setting would help and if we had a wish list, we think the Max is the perfect candidate for a set of Fox QS3’s so quick adjustments could be made based on how many bodies or how much cargo you have on board.

I have great memories or riding off-road with my dad and my uncle as a kid. It’s probably what sparked my passion for off-road riding and it really feels good to be able to build lasting memories with a new generation of riders.

I know they had fun. I sure did.