We’ve been so impressed with Arctic Cat’s 50-inch wide Wildcat Trail. If you’ve seen our intro and AJ’s test ride on DirtTrax television you get just how we feel about it.

We’d suspected something a bit more aggressive might turn up in the Cat lineup and for 2015 Cat has stretched the Trail out to 60-inches, which bridges the width between the Trail and the original Wildcat.

As it was rolled out on stage tonight at the dealer convention in Las Vegas, a few details of the 2015 Sport Limited grabbed our attention and had us eager to get up next to it for a closer look.

The Limited features full doors to keep legs, feet and arms all inside the cockpit. They also look really sweet and compliment the overall appearance of the graphics adorning the Wildcat Sport Limited.

Furthermore, the Sport Limited features Elka Stage 5 aluminum piggyback gassers with dual-speed compression and rebound adjustability. We’ve used these shocks on Trail tech projects in the past and the ability to tailor ride compliance is a highly underrated feature that you’ll grow to appreciate with every ride.

More options on the 2015 Wildcat Sport Limited include variable tilt steering so you can find the perfect steering wheel position to maximize space and comfort in the cockpit, 12-inch cast-aluminum wheels and variable assist power steering, which will make the already light and nimble steering feel utterly effortless.

From everything we’ve seen this unit is dressed to impress. There’s so much performance in this package we’re chomping at the bit to get our unit on the ground and ride the Wildcat Sport to its limits.

Visit ArcticCat.com for more info.

We’re in Vegas tonight for Arctic Cat’s 2015 dealer convention where the TRF-based company’s pulling the sheets off its latest offroad lineup for the eyes of nearly 2000 dealers and media.

There’s big news out of the Cat trailer this season including the introduction of a new-from-the-ground-up ATV in three trim levels. The XR, XR XT EPS and XR Limited available with the 500, 550 and 700 mills.

The XR line boasts all-new bodywork as well as a SpeedRack II composite rack system with a rubberized anti-slip TPE surface that integrates Cat’s new slide-and-lock SpeedLock and SpeedBuckle attachment system.

Its engine has been mounted further forward in the chassis, which provides more room in the foot well and a narrower saddle position now puts the rider’s feet approximately 2-inches closer together providing a much more natural seated stance.

One new element we feel will make a significant improvement to ride quality is the addition of an integrated rear sway bar. Couple this with the XR’s slightly wider chassis and we suspect cornering to be flat and much more controlled through winding sections of trail and body roll to be reduced dramatically.

Rising fuel costs appear to have been top-of-mind as the XR’s engine advancements include a new closed loop EFI system featuring a catalyst exhaust that delivers 25% better fuel economy and lower emissions.

This has been a big night and we have more to share so stay tuned for more from Arctic Cat’s 2015 offroad line.

Although this Gator isn’t necessarily the newest fork in the drawer, to be honest, we had been ignoring it thinking it was just another utility model best suited for repairing divots and raking sand traps at the golf course. We had no inkling how our preconceptions were going to be erased.

We’re not kidding – to a man, our core of racing, jumping power-sliding maniacs who write this mag and produce DirtTrax TV were impressed. And yes, the 825i is a very good handler and has an extremely plush and controllable ride over rough terrain.

Better than that is the 825i’s smoothness. We have never experienced an off-road vehicle with this kind of velvety power delivery, slick power steering and overall user-friendly operation.

The competition could learn encyclopedias about how good a SxS can feel to its driver by checking out the 825i. If ever a vehicle deserved copying, it’s this one.

Frankly, we’re not sure if some of this handling joy is because of the high quality of the hydraulic power steering on the 825i (because it is nothing short of perfect) or whether it’s just because this rigid frame design and dialed-in front end geometry is so good. As you can guess, we strongly advise buyers to go for the power steering option on the 825i.

The inline 3-cylinder DOHC Chery-built mill (Chery is an automotive manufacturing conglomerate in China) sets a new standard for power and silkiness. Some of this is due to its 3-cylinder’s 120-degree power pulses but a lot of it has to do with the engine’s ability to deliver smooth bottom end and build power up through the mid-range.

Admittedly, this is a heavy vehicle. Its immensely strong truck-like frame and heavy (although strong) suspension parts pack on the weight. It goes without saying that a 3-cylinder mill is heavier than a twin or a single and we hate that doggone governor. Please, just get rid of it.

Lets get a couple things out of the way real quick. The innovative Polaris Slingshot is not an offroad vehicle and yes, we are an off-road media outlet. So why are we covering the Slingshot?

First, it is incredibly cool. Second, Polaris is a huge player in the offroad market. Third, the Slingshot is a legitimate side by side and fourth, we’re nuts.

Wait, there’s more. The Slingshot isn’t a car, it’s a motorcycle. We really don’t care what anyone thinks the Slingshot is or should be. We know this for sure – it is the coolest, wildest, craziest three wheeled motorcycle we’ve ever ridden.

There’s a full-on all-aluminum, twin cam, 2.4 litre, EFI 24 valve, 173 HP engine up front driving through a sweet shifting Aisin 5 speed cog box into a single sided swingarm via belt drive hooked to a ji-normous rear meat.

Is it fast? Yes, it is very quick. In fact it lays rubber all the way through first and second, squawks in third and lays a patch into fourth. Nice.

The Slingshot weighs 1700 pounds using a monocoque space tube frame and an all plastic body. The chassis is sophisticated using many race-car cues including forged suspension A-arms.

There’s electronic power steering, a yaw sensor for stability control, anti-lock brakes and traction control. The riding – er – driving experience is amplified exponentially by the fact you’re sitting 5-inches off the road.

There’s no roof and won’t be one in the future. There are no doors and Polaris doesn’t plan to offer any. This is an open air vehicle similar to a motorcycle in many ways.

The entire cockpit including gauges, switchgear and seats are all marine-spec waterproof and there are two lockable storage bins behind each seat.

From a handling perspective we never felt like the Slingshot had one rear wheel. The inherent stability in the low CG chassis produces a super-car-ish 1.1 G’s on the skid pad.

We don’t doubt the claim after experiencing a skid pad demo in the hands of a talented Polaris test rider with traction and stability control shut off.

You’re probably wonder like we did before our first ride: What exactly is the Slingshot? Our answer: It’s the coolest, most attention grabbing, fun to drive, high performance on road SXS vehicle you’ll see in MY 2015.

Oh and one more thing – how does an MSRP of $19,999 US sound?