Why is Polaris pushing so hard with the all-new, ACE concept? Clearly this question needs an answer. In three short model years the company has expanded this groundbreaking vehicle’s profile from one low powered version to three, each with increasing power levels.

Here’s what we think. It’s no secret something is going on with ATV (4 wheeler) sales and it’s not good. The past five years North American sales of traditional ATVs has continued to slump. At the same time this traceable decline has been playing out, the sale of SxS vehicles has continued to grow. Perhaps skyrocket would be a better word. It’s clear, herds of ATV buyers are converting to side-x-sides.

We wonder if the ACE a result of Polaris’ careful analysis of the stratospheric rise in the popularity of side-x-sides? Is the popularity of the ACE rooted in its SxS ergonomic package? Do ATV riders want off-road vehicles that are sit in, not sit on?

Okay, don’t panic just yet. However, we’re beginning to believe the off-road market is going to end up looking more like the SxS market than the ATV market in the future. The ATV as we know it is likely going to continue to plateau in sales and popularity, however, we think off-road buyers as a whole will not decline in number. Simply put, their purchase preferences are changing to vehicles that are easier to operate, more comfortable, require less physical effort, less skill and are inherently safer.

Read that last sentence again and ask yourself if any OEM wouldn’t be thinking about an ACE-type vehicle with all of these attributes entrenched in the “one-by-side” ACE. The truth is, if any ATV manufacturer isn’t playing in the SxS biz, the writing may be on the wall. In the future it’s possible the ACE archetype may become the new Polaris ATV. Hence, the ACE is actually labeled the “Sportsman ACE”.

Polaris is notorious for responding to the market with lightning speed. Once the first ACE 330 hit the ground and off-roaders and Polaris dealers got an understanding of the vehicle’s capability, Polaris landed the 570 ACE.

This ACE variant immediately rang the bell here at Dirt Trax World HQ. The ACE platform loved the extra jam from the 45-hp 570cc ProStar single and the chassis was fully able to take advantage of more power. Trail riding (driving?) immediately made sense in comparison to the original 30-hp, 330cc ACE, which was light on power, and a little sedentary on a trail ride, though still fun.

Now, the more powerful 570 could be throttle steered, wheelied over logs and powerslides were just plain fun. It all made sense. The ACE could deliver ATV-caliber fun in an almost SxS package that was easier to drive, safer for the occupant and just as capable as an ATV in off-road terrain.

The Pro Star 900cc, 8-valve DOHC mill out back is a twin. That means the entire experience is smoother, the throttle more responsive and the power more linear. If powersliding the 570 is fun (and it is) getting sideways with the 900 is ridiculously more so.

Polaris has wisely chosen to equip the 900 ACE with a front anti-sway bar. The other two ACE models use only rear sway bars. However, the 900’s wheel spinning potential means the chassis regularly gets full-lock-sideways when you’re goofing around. The anti-sway bar brings a dose of understeer – or push – to the front end as it limits roll onto the outside front wheel in turns. This leveling makes the vehicle easier to control in a powerslide as the outside front wheel produces less bite while you saw at the wheel.

Will you sense the understeer? Sometimes. When turning the 900 off-throttle it feels a little soft on initial turn-in. However taking the edge off the 900 ACE front end is a good idea. It keeps the vehicle more stable when you get too sideways.

The 900’s extra jam makes navigating gnarly trails easy. Rocks, logs and stuff requiring body-english and deft throttle control on an ATV come down to a simple stab at the accelerator peddle. The nose lifts, the ACE carries its front end as the rear wheels pop over the obstacle.

Maybe you’ve never ridden your ATV like that. With the ACE, you will. Polaris’ proven AWD system works precisely the way it always has on a jillion Sportsman ATVs. For the most part, it’s transparent when engaged but highly effective when all four wheels are needed to pull you through deep chocolate or up a slippery slope.

We’ve found few limitations riding an ACE compared to a regular ATV – save one. Because you’re seated very low in the chassis, fording streams can leave your butt wet. The secret to the ACE’s predictable handling and stability lies in its radically lowered center of gravity (lower engine, lower rider).

Compared to a conventional Sportsman ATV the driving position is lowered by feet, not inches. Thus the low seating position will leave you more vulnerable to water and mud intrusion. Polaris has identified an answer to this issue but leaves it up to buyers to add (unless they buy a premium upgraded ACE model). It’s the inclusion of complete doors. With the full door package installed gripes with water and mud intrusion pretty much go away.

In the future, the question most prospective ATV buyers will ultimately ask themselves is whether they’re an ACE buyer, an ATV buyer or a SxS buyer. All three offer a unique off-road experience and all three have distinct advantages. Our advice, after going through this exact mind-meld ourselves is this: Make sure you get a test ride in an ACE before you make your next off-road vehicle purchase.

It recently came to my attention that perhaps not everyone understands the processes involved in winching your ATV or SXS out of a mud hole.

After thinking about it, I realized there are a few tricks someone newer to the sport, or someone who hasn’t pushed their limits in the mud, may not know about.

So, here is a basic step-by-step “how to” on winching.

Step one: Realization

Once you’re in this deep there’s no avoiding it, you’re GOING to get muddy. Just jump into that murky quagmire and let the adventure REALLY begin.

Step two: Assessment

Often you can get a vehicle un-stuck without a winch if you take a minute to analyze the situation. Why aren’t you moving? Are you hung up on something? Is there any way you can move enough to get traction?

Remember, backing out of a mud hole is NOT admitting defeat. Sometimes it’s your best option to get another run at it.

Step three: Acceptance

If you’ve accepted you’re not going to wiggle out of this one, it’s time to thinking about HOW you’re going to winch out.

Start asking yourself, should you pull forwards or backwards? Where do you attach the winch cable or where should you park the vehicle winching you out? Can you get to a solid winch point on the frame of your ATV?

Once you’re done the math, it’s time to get dirty.

Step four: Attachment

If you don’t know the basics of using your winch, you’re not alone. If nobody ever showed me, I wouldn’t know either.

All winches have a free wheel lever. This detaches the cable spool from the internal gears of the winch so you can pull the cable out by hand. It’s usually on the side and it can often be hard to get to. Your best to figure out where it is BEFORE you leave so your not hunting for it underwater.

Once you’ve released the spool, pull the cable out as much as you need. Usually just enough to reach the stuck bike or winch point with a little extra so you can wrap it around something solid.

Remember, you’re pulling HARD on your stuck ATV so whatever you wrap your winch cable around needs to be TOUGH.

Wrapping the cable around a suspension part or bumper could cause damage to the vehicle. If it’s available, the trailer hitch is usually the best option.

Some ATVs don’t have winch friendly hitches so find a solid frame member to wrap the cable around. If possible, wrap it around more than one frame member.

Step five: Accept Help

Now it’s time to start winching. First, ensure your ATV is in 4-wheel drive with diff lock engaged (if available). If you’re winching from your own vehicle you still need to use the throttle to help. Keep your helmet and goggles ON, just in case something goes wrong with the winch cable.

You want to run the winch in stages and feather the throttle as you’re pulling. The idea is not to pull the ATV ALL the way out of the mud hole. Just get you to a point where the vehicle will drive out on its own.

If someone is pulling you out, keep you lid and goggles on and help the process by keeping the tires rotating. When you do finally gain traction don’t throttle out like crazy or you’ll run over the winch cable. Just slowly crawl back until the winch operator tells you to stop.

Step six: Appreciation

Time to either say a quiet prayer of thanks for the winch you have OR say a loud “THANKS” to the guy who helped you. The rules of the trail state that you now owe them one. Also take a moment to stand back and appreciate how awesome it is that an ATV can get that stuck, then unstuck and still finish the ride.

Finally, appreciate that without the winch, you’d still be in that hole so if you don’t have one, grab your phone and place an order right there on the trail. Apparently you NEED it.

Other notables:

* Most ATVs have a reverse override switch. You must push and HOLD this button to get 4X4 and/or full throttle in reverse. If you don’t push it, your throttle will be limited and 4X4 may not engage.
* Jerking a vehicle out of a sticky situation is hard on your winch. It tends to bind the cable on the spool and can make it harder to unwind the cable next time you need it.
* Putting the winching vehicle in reverse can help steady it as you’re pulling on another ATV. Try to avoid throttling it in reverse while your pulling.
* Never wind up a loose winch cable. Keep a bit of tension on it when retracting it to avoid tangles on the spool.
* Try winching from different angles if straight forward or backward isn’t working. All you’re trying to do is get some traction. There may not be any in a straight line.
* If you’re being winched and something goes wrong you start tipping or rolling unexpectedly, have an exit strategy.

DirtTrax has had a love affair with Yamaha’s Grizzly since the latenineties. The company has continued to evolve its biggest sport-ute ATV, stirring-in more power then adding independent rear suspension in the early part of the 2000s.

Progress continued with even more power, then electronic fuel injection, then electrically assisted power steering in 2007. Over the next near-decade Yamaha has made minor tweaks here and there on the Grizzly 700 but perhaps none greater than we’ve seen in model year 2016.

Since the Yamaha 2016 ATV media introduction last summer, DirtTrax has been able to put some quality saddle time on the latest version of the Grizzly. Here’s a look at some of those improvements and we’ll tell you what we think after some riding time with this newly improved Yamaha.

The 2016 Grizzly’s DOHC single has been upgraded to 708ccs. Mapping changes to this 4-valve, EFI dynamo of an engine and a revision of its CVT transmission have increased overall power and response by 6-percent. Torque alone (always one of the Grizzly’s strong points) is up 9-percent. The new 708cc mill’s air intake system has been completely re-vamped providing much better air flow into the cylinder. Drivetrain calibration uses slightly lower gearing and lighter primary clutch flyweights maximize the twin cam’s love of RPM.

Although the power difference is not enough to stretch your arms another inch or two, what we did notice more than anything is a vast improvement in torque. The difference now is the pop is right there immediately when you gun the throttle and it makes trail riding so much fun when you find opportunities to loft the front wheels over obstacles.

If you’ve spent time on the former 700, you’ll definitely notice an improvement in top end speed but in our opinion, it’s the Grizzly’s low to mid range torque that really gets the adrenaline flowing.

One of the things we’ve always loved about the Grizzly is its lightweight feel at the handlebars and its quick, precise handling and ability to carve sharp esses at speed. Some of our test riders under 6-feet-tall tell us it fits like a glove, which translates into confident riding in gnarly conditions.

Although Yamaha has made a few subtle design changes like a slightly taller stance and longer seat, we were pleased the new version still provides the same confidence-inspiring ride. Yamaha has gone to its proven wide-arc A-arm setup for better ground clearance plus a little more front suspension stroke and although we’ve always been satisfied with ground clearance and suspension on the prior Grizzly, the subtle improvements this year have helped provide easier escape over trail junk and an overall plusher ride.

Besides the all-new chassis, the 2016 Grizzly has redesigned front and rear fenders and a new handlebar mounted headlight.

Yamaha was first into production with electronic power steering and the engineers continue to do a stellar job with it. The terrain where we do most of our testing is very rocky and the trails are tight and winding. Yamaha’s EPS nearly completely eliminates handlebar whip resulting in less fatigue and no trace of arm pump. You can order your new Grizzly without EPS but you’ll hate yourself for doing it.

The Grizzly continues to be one of our fave sport utility ATVs of all time and the 2016 model only makes us respect it more, however, our crew had mixed feelings on the twin-piston four-wheel disc brakes.

Some of our riders felt there was still room for improvement but all agreed the brakes on the Grizzly have come a long way over the years. Some of our testers also prefer a single lever braking system over separate front and rear levers. It’s strictly a matter of preference and a constant source of disagreement in our garage.

There were times we found the gear lever to be a little finicky as well. As it turned out, it was mostly driver error causing the problem. As long as you use the rear foot brake when shifting into park, reverse etc., the gear shifter works like a charm.

The rear tool storage box behind the seat could use a better locking mechanism. We found out the hard way this is not the best place to carry extra water bottles. If things get bouncing around in there, the box will pop open. We’re pretty sure Yamaha knows about this and is finding a solution.

Last, the new storage container built into the front seat cockpit area is quite roomy but it gets toasty warm in there. We were considering wrapping marshmallows and chocolate in foil to see if we could make S’mores. It’s a good spot to carry gloves on a cold day but perhaps not the best for keeping drinks cool on a warm day.

The Grizzly is one of the most steadfast and enduring brands in the ATV biz. Its reputation has been built on light overall weight, nimble handling and a bulletproof engine and driveline. This newest version has shunned change for the sake of change and instead has opted for refinement.

The newest Grizzly works better because it’s still a Grizzly, not a completely new set of blueprints. Get our drift?

During the holidays we received an invite to join Kawasaki in mid-January to try out the 2016 Kawasaki Teryx in the mountains of West Virginia. It’s always great getting a chance to ride the Hatfield McCoy Trails, but we were a bit worried when we started seeing the news about Winter Storm, Jonas.

Just three days before our ride, the storm dumped about 18 inches of snow on southern West Virginia but Kawasaki reassured us the adventure was on and we were up for the challenge.

The trip started with a Kawasaki Product Manager, Kevin Mann, giving a detailed walk-around of the 2016 Teryx and Teryx4. The Teryx platform is a mix of both sport and utility and the 4-seater Teryx4 is an ideal vehicle for family adventuring.

The first thing we noticed was the new aggressive styling of the front end, including four LED headlights on the LE and Camo models that offer regular and high beam and are controlled by two separate switches.

Access to the hood has changed from front hinge to an easily removable panel. In the cockpit, there are even more changes as Kawasaki added tilt steering and an over-molded steering wheel. The front seat is now easily adjustable into three positions without the need for any tools. Kawasaki also added a new dash with a carbon fiber-styled look that includes knockout places for accessory switches as well as an area specifically shaped for a Jenson radio and speakers.

Under the hood, Kawasaki has continued to use its muscular 783cc DOHC V-Twin paired with Kawasaki’s belt driven CVT. On this ride the CVT would definitely be put to the test, as engine braking was paramount on the slushy trails.

One of the most noticeable changes to the 2016 Teryx is new suspension calibration on the FOX Podium 2.0 shocks. While still offering eight inches of travel in the front and 8.3 inches in the rear, the new spring and damping settings offer a plusher ride and better control in rough terrain.

The two-seat Teryx still features two 24-gallon storage boxes that close from the top and these proved to be a great asset, keeping our gear out of the elements. The 600-lb cargo capacity tilt bed also features Kawasaki’s Quick Release (KQR) rails. The four-seat model has a smaller cargo area with 250-lbs of storage and features theater-style raised seating for the rear passengers.

Once the walk-around was finished we geared up, including thick gloves and a balaclava under our helmets and made our way to the trailhead. With expert drivers from the Hatfield McCoy Trails leading the way, we made a slow ascent up into the mountains on the Rockhouse Trail. This trail was aptly named as it seemed to be carved straight out of the hard rocky mountainside. On this trip the fresh snow covered the rocks so deeply we rarely noticed they were even there.

As we continued on our trek from Man, West Virginia to Gilbert, we gradually picked up the pace as everyone in the group became more accustomed to the conditions.

It was here the Teryx’s new suspension settings became really noticeable. The ride felt smoother than in the past and, at one of the photo stops, we made an adjustment on all four corners to make it a little stiffer. This adjustment worked out perfectly as we picked up speed in one of the valleys, cruising along in slushy snow at full throttle.

Just before the Gilbert trailhead there was a long downhill section where we shifted into low gear to see how well the engine braking would handle the icy conditions. We descended the icy trail without once touching the brake pedal.

We finished the 25-mile journey to Gilbert right around lunchtime and the rain started to fall while we were at the restaurant and then slowed considerably as we headed back to the trails. The rain added to the slush and also the fun as we were able to pick up the pace on the way back to Man. After 50 miles of trouble free riding in a winter wonderland our adventure was over.

Rather than creating a problem, the snow made the trip more memorable and gave us the unique opportunity to test the Teryx under a whole new set of circumstances. We’re glad for the weather and it underscored what a versatile SxS the Teryx is.

We had a chance to sit around the table with Dirt Trax Television’s Luke Lester to get his opinion of Yamaha’s YXZ1000R…

DTX: Yamaha has claimed the YXZ1000R is the first Pure Sport SxS? We find that a little confusing. What’s your take on this assertion?

Luke: I found that confusing at first, too. If the YXZ is the first pure sport, what is an RZR or Maverick or Wildcat? I think what Yamaha means is this is the first vehicle to be 100-percent focused on only the Sport-Performance segment.

Where the others advertise and build features into their Sport SxS line-ups to make them useable by a wider range of people, Yamaha built the YXZ to perform at its best only in high speed situations.

It is not a mud-runner, it’s not a rock-climber, it’s not really a trail vehicle – because it’s not supposed to be. The confusion I think comes from the word “Pure”. Yamaha is saying they are the first Pure Sport SxS… yet we, and others have been calling RZRs and Wildcats “Pure Sports” for a long time.

DTX: In your opinion is the YXZ a credible entry into the Pure Sport SxS market?

Luke: The YXZ1000R is absolutely a credible entry into the Pure Sport market. It is every bit as pure sport as anything else out there. It has no excuses to make. But it does have to come with a disclaimer. Is it credible? Yes. Is it versatile? Not as much as the others.

So, when you’re talking about the YXZ you have to talk about it in its element… where it was designed to be run, where Yamaha advertises and promotes it to be run.

DTX: What feature is most outstanding among its unique engine configuration, driveline and tranny differences?

Luke: Theres no question the most outstanding feature of the YXZ1000R is its transmission. It’s almost sad because the rest of the vehicle is equally as awesome. However, the transmission is so unique it overshadows all other aspects of the vehicle. The fun and excitement of pounding shifts off the 10,500-rpm redline isn’t something you can easily describe.

You have to do it to know why it’s so amazing. The rest of the vehicle is pretty impressive, too. Without that high revving 3-cylinder engine, the transmission wouldn’t be as fun to use. Without the expertly designed and tuned front and rear suspensions none of it would matter because you couldn’t drive it as fast as you wanted to.

DTX: The YXZ1000R, by Yamaha’s own admission, appears to be down on power when compared to two of its three main competitors. Your thoughts?

Luke: This is an interesting one. I strongly feel this vehicle should be compared to its non-turbo competition. Up against a Maverick XRS 1000, RZR XP1000 or a Wildcat X, the YXZ is more than competitive. In fact, it’s downright impressive. But add in that extra 30 to 40-hp midrange boost you get when you add a turbo and the YXZ can’t compete on engine power alone. This is not to say it can’t keep up.

With the engine being mechanically linked to the rear wheels, it results in a higher percentage of the engine’s horsepower getting to the ground. That’s something you can absolutely feel in the seat of your pants with the YXZ1000R. Even the turbocharged competition loses some of its super-impressive engine power to inefficiencies in the transmission.

DTX: It sounds like you really approve of the manual shift gear-on-gear YXZ tranny. Is it for everyone, everywhere?

Luke: Definitely not. In fact, it’s only “for” the right person in the right environment. After trail riding it, I can say for certain that, while it can be done, I wouldn’t want to do it all day. At least not when there are CVT equipped SxSs available.

Likewise, crawling over rocks or churning through the mud is not where the YXZ shines. It doesn’t do well in these areas because it isn’t meant to; so don’t expect it to. If you run out in the open, like on fast open trails, fire roads, dunes… anywhere you can really maintain speed and if you want a more involved and challenging driving experience, if you want to shift gears, the YXZ1000R has no equal.

It is more fun to drive because it takes more skill and forethought to really drive fast. It’s a driver’s vehicle for someone who wants an immersive driving experience – not for someone who wants to relax and be entertained.

DTX: You’ve ripped, shredded and jumped the YXZ more than anyone we know. What’s it compare like to the RZR, Maverick and Wildcat on an MX Track?

Luke: On a track the YXZ really takes a lot of focus to drive. You have to retrain yourself to remember to shift. You have to be really good at power-shifting without missing gears. Missing a gear at the last second leading up to a 70-foot double will not end well. It’s also interesting to think about cornering on a track with a manual shift vehicle. Cornering hard requires two hands on the wheel, but if you need to shift mid-corner you have to remove one hand.

It’s just so different and requires so much more focus. I was actually tired after an afternoon on our test track. With all that said, the suspension is incredible and can handle anything, absolutely anything you can throw at it: Track, trail, dunes…whatever.

DTX: Should Polaris, Can-Am and Arctic Cat be worried about the YXZ1000R and its paradigm shifting gear-on-gear tranny? Should they respond?

Luke: It was a few years ago we first made the suggestion to Polaris they should put a manual transmission in an RZR. The YXZ proves everything we assumed about the idea. It changes the riding experience so drastically you almost feel like you’re not driving the same class of vehicle. Should the others do it? They should wait to see how the public reacts and accepts the YXZ before making any big moves.

However, I think it’s something they need to seriously consider. Its fun and its exciting and it makes you want to keep riding. That’s a good combo.