Far more than a production ATV with big, aggressive mud tires and a snorkel, the High Lifter 1000 has been engineered to excel in any kind of condition the mud genre can throw at it.

Its dual balance shaft 1000cc SOHC parallel twin makes 85-hp, which is down from what this engine’s potential is in other vehicles (up to 110-hp in some). Not to worry, the High Lifter version makes enormous amounts of torque at reasonable RPM and that’s exactly the formula you’ll need when all four wheels are spinning in heavy mud.

The High Lifter’s CVT is calibrated so the gear ratios of both high and low range are closer together. This means the high range setting is lower while low range remains close to the same as it is in a normal ATV.

Polaris dubs this a “close-ratio” CVT, but the point is, when you enter a mud hole and haven’t downshifted into low range, you can usually take advantage of 100-percent of the engine’s power without stopping to engage low.

Polaris has made a big effort to guarantee the engine won’t be taxed with excessive heat because of caked mud accumulating on the cases and rad fins.

Two big inverted fans sit where the front rack is and blow down on the rad to keep the airflow going. The intake snorkels are mounted at handlebar height and the vent lines are up high so the engine can keep running in the deepest of the deep.

Appearance-wise, the Hi-Lifter has a stunning presence. There’s a massive front bumper that looks totally military and houses the 3,500-lb winch along with tow hooks that ensure you can hook onto your buddy’s ATV when you need to.

Here’s a unique addition: A grab strap on the top of the handlebar that lets you leverage the High Lifter when you’ve got both feet on one side’s running board negotiating an off-camber or when you’re pinched tight against something in a mud bog. Nice touch.

The combination of stiffer springs and massive wheels and tires makes the High Lifter sit up tall like an NBA center. It looks so tall we’re thinking you might have trouble getting enough oxygen to breathe at that altitude.

The 29.5 outside diameter Outlaw II meats have moon-crater sized lugs and quite frankly, if you’re spinning these tires and making no progress, you better check underneath to see if you’re high-centered. The wheels are classy-looking aluminum ones but they’ll usually be dirty anyway, right?

Another unique feature that goes way beyond appearance is the arched A-arms on the High Lifter’s front and rear suspensions. Their upward curve hugs close to the vertical axis of the wheels and guarantees you’ll have less chance of getting hung up because an underwater branch is tangled in a front or back wishbone.

It really adds to the total ground clearance effectiveness of the 1000 and lets obstacles slip past without risking undercarriage damage. There’s 13.5-inches of clearance but it looks and operates like there’s much more.

The 1000 also comes with electrically assisted power steering – a nice thing when the bars are being ripped from your grip riding invisible gnarl. It also gives the High Lifter a lighter feel at the handlebars when you’re turning those huge front donuts loaded down with sticky mud.

Polaris has really rung the bell with the High Lifter 1000. This ATV is targeted top to bottom for the most rabid mud enthusiast and its total design is a statement that Polaris intends to dominate this somewhat unique but high profile segment.

Maybe the market targeting of a mud-specific ATV of this caliber will take the spotlight off SxS sales in the off-road market for a while. Maybe.

Kymco has been importing ATVs to North America for more than 15 years now and has established a good dealer base and a growing and positive reputation with enthusiasts.

The company’s ATV line-up is very comprehensive and offers sport-utility models from 700ccs down to kid’s models. There’s also an extensive list of Kymco semi-sport ATVs like the Mongoose and Maxxer that attract a fair share of attention.

The bread-and-butter of the Kymco line-up is the MXU 500i. This ATV seems to hit the sweet spot with shoppers looking for a multi-purpose wheeler – work, trail riding, fishing, hunting – and Kymco has always offered consumers a bit more when it comes to value versus price.

The MXU 500i formula begins with a 36-hp 499cc DOHC single with EFI driving through a CVT tranny and a full-featured, selectable 4WD system, including diff-lock.

This is the starting point and is the basis for an overall package that includes 4-wheel independent A-arms and disc brakes up front with a single disc on the rear driveshaft.

Although the 500i doesn’t own a lot of Kymco-specific innovation (these features are all offered by various competitors) it does offer all of the above on a value priced model with nothing held back.

The first time we test rode a 500i we suspected it might be merely a conglomeration of the most popular features available on any ATV consolidated into one model. We were partially correct but what we overlooked was the fact the 500i is a wholly integrated package that competes strongly in its function with anything else in its class.

Kymco did a restyle job on its MXU line a couple of years back and the bodywork turns heads and surprises doubters with its classy appearance.

The new body changes actually went far deeper as Kymco beefed up the chassis at the same time to offer more strength and rigidity.

Even since its earliest days on these shores this company has excelled at covering the details with its products and fit and finish is very impressive.

It’s also worth noting Kymco has been a supplier to Arctic Cat for nearly a decade and its engines, used in several Cat models, have proven to be durable, innovative and reliable.

The 500i spec’s out very competitively with 10.4 inches of ground clearance and decent suspension travel. Rack capacities and towing figures all fall into the same range as the competition. You’re getting steel wheels instead of aluminum but that’s pretty much the standard for the ATVs in this article.

There’s a growing acceptance of Kymco as one of the universal players in the industry and the company’s favor has been earned with consistent quality and fair pricing. It might be time to take a serious look.

The recent changes to the Prowler don’t necessarily mark a significant zag in the company’s strategy for getting the attention of utility off-road customers.

Perhaps its biggest flaw is the fact it doesn’t generate rushes of adrenaline or flabbergast customers with a long menu of new and unique mechanical and electronic innovations. It is what it is: A utility-targeted vehicle with enough handling, lightness and agility to be called a semi-sport UTV.

Interestingly, Arctic Cat’s heaviest hitting Prowler is the upscale 700 HDX. It’s size and passenger capacity, plus its unique fold-down cargo bed, make it Cat’s most popular choice with utility-minded buyers.

However, Cat’s management team were well aware the 700 XT, when compared to other competitors like the Polaris Ranger, Yamaha Viking or John Deere’s Gator XUV 825i, although faring well in direct comparisons, was losing some of its showroom sizzle.

Cat’s solution was to revamp the Prowler’s appearance, moving away from the Jeep look-a-like front grill and angular fenders it had relied on for years to a more organic-style appearance with flame-based styling cues for the hood, grille, side panels and new halogen+LED headlights resulting in a softer, certainly more modern look that will turn some heads out on the trail.

Prowlers are available with three different engines: A DOHC 695cc single (the one we’re focusing on here), a 500cc single and a top-of-the-line 1000 V-twin Cat has been offering for several years.

The EFI 700 has had an incredible reputation for reliability and produces enough torque to uproot an Egyptian pyramid. Although not a particularly smooth engine, its tractor-like bottom end is all but legendary in the off-road biz and this engine can chug down low in its powerband when you’re climbing near-verticals or negotiating sticky mud in your fave quagmire.

Married to Cat’s hallmark CVT tranny and fully featured 4WD system (electric selectable, with locking diff), there’s formidable capacity for taking on all types of off-road challenges.

Arctic Cat has long felt ground clearance is one of the key attributes any off-road vehicle needs to be able to excel in gnarly terrain and the Prowler has plenty… ten inches of it and ten inches of front and rear suspension travel.

Over the years, when daring ourselves in some of our most regularly-used mud holes, we’ve discovered we can keep a Prowler in 2WD longer without switching to 4×4 simply because it won’t hang itself up as easily as some other vehicles.

Torque and ground clearance are major factors here and once you eventually engage fully locked 4WD, those standard-issue Duro Kadens bite hard and propel you to dry ground with nary a gasp.

Our press unit rode fairly harsh and we think it has everything to do with spring and shock calibration and not the design or geometry of the front and rear ends. Maybe the suspension engineering team felt the Prowler needed to be set up so it wouldn’t bottom when loaded to the max. Dunno.

When you’re unloaded or partially loaded, both the front and rear are pretty stiff and it makes the chassis buck fore to aft when you’re riding over roller-type bumps instead of just sucking the suspension down and eating them.

We’d love to see some shock adjustability on the XT, especially so you could dumb down the compression damping those times you’re not hauling your wife’s cement elephant collection out back.

By the way, the fully composite tilting bed has 600-lbs of capacity and the tailgate works perfectly every time. It’ s easy to flush out and even looks nice.

There’s also a really nice 3-cubic foot storage area up front where the hinged hood is located and, believe us, it comes in very handy when you’re out on the trail for long periods and need a dry place to keep your sandwich.

Cab legroom is adequate and all switchgear, although not stunning, works well and gets the job done. We especially like Cat’s hip protection and shoulder support and since there are no doors on the XT, it gives the driver and passenger a much more secure and confident feeling when riding off-camber or broad-sliding at higher speeds.

Power steering is standard on the XT and this system works very predictably and consistently with excellent feel and sensitivity.

This version of the Prowler is a workmanlike vehicle that will deliver years of reliable service. If, first and foremost, that’s what you’re looking for, you’ll be extremely happy with it.

When it comes to ATVs, Can-Am puts a mother lode of focus on its V-twin Outlander models, the 570, 800, 1000 and in earlier years, the 650 and 500. Standing quietly in the shadows and not getting much attention was the 400 (now a 450).

Truth is, the 450 is an extremely attractive 4-wheeling buy and for more than just a couple of reasons.

The latest 450 is much lighter than any of the V-twin Outlanders and that translates into nimble handling and genuine agility in rough trail situations.

For instance, the weight difference between the 570 and the 450 is only 26-lbs but it feels like way more.

Probably a combination of the 450’s strong torque curve and the way the lighter single cylinder engine is placed in the chassis is what makes it feel lighter at the handlebars and less cumbersome in the bumps.

Incidentally, the 450 and the 570 share exactly the same chassis platform so you’re getting the same double A-arms up front and Can-Am’s exclusive torsional (TTI) trailing arm setup at the rear. With standard issue juice shocks, this combo offers an excellent ride.

A few years ago Can-Am began offering tube steel racks on its baseline models and we were immediately impressed with how lean the Can-Am bodywork looked with the change. There are plenty of attachment points and the racks are just as functional as ever.

Back to the driveline, specifically the engine: This recently punched-out to 427ccs SOHC EFI single makes great power down low and revs out cleanly to trail speeds. At 38-hp there’s plenty of power for lugging and carrying, too.

One feature we love is the Visco-Lok self-locking differential up front. Although there’s selectable 2-4WD, you don’t have to worry about finding another switch or lever to lock the diff.

Just keep it rolling in 4×4 and when you hit a mud hole, the diff senses wheel speed and a viscous coupling automatically locks you in. A great feature, and one that’s worth a few bucks against the competition when you’re checking the value meter.

Here’s some other things we like: A nice digital gauge, not too big and not too small – just with everything you need to know.

Also, a 5.4-gallon fuel tank: With this gas-miserly engine, you should have enough fuel to tow your friends’ ATVs back home when they run out. Lots of travel and ground clearance: 9-inches up front and 8.8 at the rear and GC is a healthy 10.5-inches.

The 450 represents the latest chassis technology from Can-Am and a very good engine-driveline package to enhance it.

Downsizing to a single, you’re not giving up much and may just fall in love with this ATV.