There are MANY utility-attractive features on this SxS, but we can’t help but believe the RSX was first and foremost conceived to be an off-roader’s hot rod.

We’ll start with power. The RSX uses a Piaggio 839cc V-twin, originally designed for Europe’s Aprilia SRV 850 super-scooter.

In the RSX it makes a claimed 62-hp – doesn’t sound like much but it’s power curve is very broad and delivers big-time torque numbers which amp up mid-range acceleration netting hair-straightening hits when the throttle is tipped-in, even at fairly high speeds.

The RSX Sport uses Fox 2.0 monotube gassers on all four corners but these ones don’t have rebound or compression adjusters.

Calibration is very good, however, and we were impressed how well this “optimum performance” suspension handled trail junk – maybe a bit stiffer at low speed but really, really good when the speed is ramped up.

We think the RSX 850 is a breakthrough vehicle for John Deere and its attractiveness reaches the areas performance riders like to play in.

It’s so close to being an all-out performance SxS without getting there, we can’t help but think JD could be planning an onslaught into that territory sooner than later.

Luke’s Says:

“I’m a big guy and at first I figured I’d neither fit, nor feel cool in the ACE. With a 32-hp mill it couldn’t possibly be fun. I was dead wrong! After spending time with the ACE I can honestly say it’s a blast. 50-mph is more than fast enough, it has excellent torque and it handles really well. It’s small enough to fit almost anywhere and, thanks to its Polaris underpinnings, is ultra-capable in all 4WD situations. I have two complaints: First, the brake pedal is in an awkward location and the seatbelt shoulder point is located too low for tall guys. Other than that, I think the ACE is a winner.”

Mark Says:

“How did Polaris get this much jam from a 325cc single? Impressive DOHC power – just enough to get you in trouble. Love the seating position – feels really low – lower than an ATV. The heel bucket for the throttle isn’t right but overall comfort is. I was shocked by the suspension compliance, particularly at speed and you can keep up with a Sport-Ute 4×4 ATV on most trails. The ACE continues to capture my imagination every time I drive it. I think ACE might have a significant role in the future of the off-road industry. I said might.”

AJ Says:

“My first thought was that this is the answer to a question nobody asked. Secondly, it looks pretty weird – almost like the late 70’s Honda Odyssey. Once I got over the looks of a single person side-x-self” vehicle and actually sat my butt in the seat, I was surprised. The legroom is sizeable, the seated position is comfortable, the roll cage gives you added protection and the steering wheel and width make you feel like you’re go-karting in the outdoors. While I need more time to truly understand this new design, the only thing I’m left wanting is more horsepower!”

A little over a year ago Arctic Cat unveiled plans to produce a 50-inch wide, trail-legal version of the Wildcat that was in no uncertain terms meant to scoop away market share Polaris had established and gone unchallenged in.

Arctic Cat’s engineers worked with Kymco to produce a 700cc parallel twin with EFI that churns out a claimed 60-plus horsepower (we guestimate 62-hp) trumping the 800 in the RZR by about 15-percent!

Arctic Cat knew it had to bring the right package to the table if it was going to make any impact on the 50-inch-wide buyers who already had the long-established RZR either in their garage or on their wish list.

First up, Cat installed fully rebuildable Fox aluminum body nitrogen gas charged shocks with threaded pre-load adjusters to compliment the front and rear double A-arm suspension.

Next, there’s those sweet looking and super-functional half doors. We love doors instead of a net. Not only do they make the Trail look cool, they latch firmly and provide the perfect spot to rest your knee so it isn’t hanging outside the vehicle in danger of getting rubbed by a rock or tree trunk.

To provide snappier response when the throttle is stabbed, we always recommend an aftermarket clutch upgrade. Arctic Cat installed a TEAM Industries rapid response clutch – stock!

All of this is moot if the vehicle handles like a slab. When we first looked over the feature list, our brows furrowed at the decision to leave power steering off the Wildcat Trail, especially with our readers knowing how much we love EPS.

However, the Trail’s rack and pinion steering works exceptionally well. Steering effort is very light and you can aim this SxS precisely with little effort.

There’s little negative feedback up into the steering wheel when maneuvering over rocky, rooted-up sections of trail and the wheel feels light and responsive in your hands when navigating sharp corners or winding sections of open fire roads.

Although there’s 10-inches of ground clearance, the cockpit sits 3-inches lower than the competition so you get a sensation of driving in the Wildcat Trail instead of being on top of it.

This dimension alone makes you just feel more in tune with your trail riding experience.

Would tinkering with a formula that is clearly working and opening a window of opportunity for competing OEMs who once had credible success in the Sport market not be a big mistake?

It’s no surprise that in 2014, Yamaha stuck to its guns by minimizing changes to the industry sales-leading Raptor 700R and one of the industry’s highest performing, most technologically advanced Sport ATVs, the YFZ450R.

When the 2014 YFZ450R was first introduced back in June, DirtTrax reported upgrades such as all-new engine settings and more power from its high-tech, quick-revving, titanium 5-valve, 449cc EFI engine. Then there was the news of the lightweight, cast aluminum and steel hybrid chassis.

Add to that, new KYB shocks with 9.8 inches of travel and Kashima coating up front compliment a new rear swingarm with 11 inches of travel and a new, fully adjustable 46mm KYB piggyback damper out back.

The new YFZ also features Maxxis tires and quick release fasteners allowing no-tool installation and removal of the front and rear fenders.

After spending plenty of aggressive saddle time riding this rocket on the track, on trails and in the dunes at Glamis, California, we’re confident telling you this quad remains, by far, the best sport ATV to ever come out of a Yamaha factory.

We also stand by our decision to name the Yamaha YFZ450R Best In Class in the Sport ATV category. Actually, it was a no-brainer – it’s that good.