AJ installs a Dalton Industries clutch upgrade to our Maverick Xrs to help churn those insane ITP Mammoth Mayhem mud meats we installed last week.
There’s been some significant battling taking place in the industry as OEMs try to outrank one another with the most horsepower.
It’s nothing new, really. This one-upmanship has been going on for years in almost every segment of powersports.
In the ATV and SxS biz however, it begs examination. Does it really matter if an engine of one company’s brand has four or five more horsepower than a competitor? The obvious answer is yes, but there are a couple of caveats.
First, if the engine requires unreasonably high RPM to develop its peak horsepower numbers, it can become virtually unrideable in heavy load situations like hauling cargo, towing, slogging through thick mud in 4WD or extreme climbing. Hey, doesn’t this sound like familiar territory for off-road riders?
Yes, the same high-revving engine will go faster than a comparable ATV or SxS when it’s wound out – maybe on a flat, wide-open surface – but will it perform as capably in about 95-percent of real riding conditions?
Secondly, it’s hard difficult to get real torque numbers from the manufacturers. Everyone loves to crow about HP but just try to find out what the peak torque output is on most popular off-road vehicles.
Unless we individually dyno-test every vehicle, it leaves us in a position of trying to compare apples to oranges.
Frankly, we suspect the dynamometer torque readings for some big-inch singles meets or surpasses the output of many bigger displacement and higher horsepower twins and V-twins.
Yes, in a drag race the twins are faster but when it comes to real world use, the big single will out-pull, out-haul and out-climb them. It’s one reason 500 to 700cc singles are so popular and so nicely fill the bill of requirements of masses of owners.
Our only suggestion as a remedy for this lack of good info is for you to “try before you buy”. After a good test ride you may be very surprised at how much better the “other ” vehicle with less advertised horsepower performs.
The Polaris RZR 800 is arguably the most popular sport SxS on the trail.
Anyone that owns one loves it, but they’d be lying if they weren’t envious every time a RZR S rolls on buy.
The folks at SuperATV are all too familiar with this scenario and have a kit that offers the same width of the RZR S plus 12-inches of ground clearance and an optional +1.5 offset adding 3-inches of length to the wheelbase.
The parts list in this kit is impressive and while you have the option to use your stock CV joints and stock shocks with a special drop bracket, we opted for the brand new Rhino axles and the Phantom Sport series rebuildable shocks, making this a true one stop shop.
Coming in just under $1300, simply put, this is a kit you need to buy.
Conversion Specs:
* Converts your RZR so RZR S width
* Stock Wheelbase (0) or (1.5″) 1.5″ front and 1.5″ rear offset for longer wheelbase
* 12″ ground clearance
* 12″ wheel travel
* High Clearance A-Arms
* Utilizes rear sway bar
For more information visit SuperATV at www.superatv.com
Honda’a automobile division has converted to CVT trannys in the newest Accord and, typical of Honda engineering, its design and function is unique and exclusive to the brand.
Honda’s car CVT uses a torque converter combined with a continuously variable primary-secondary pulley system just like most CVTs and a steel drivebelt running in an oil bath to control belt heat and friction.
The idea of using a torque converter means the belt is engaged all the time with both pulleys turning, much like a CVT using a Sprague clutch, but engagement is butter smooth and gear ratios can be tuned very precisely as the vanes in the torque converter make the drive even more variable.
Honda is very pleased with the durability and reliability of the CVT and the fact it has way fewer parts than a slush box makes it cheaper to manufacture and way lighter.
We think Honda is testing this tranny in upcoming new models of the Rincon (due for an update) and in its Pioneer SxS, both of which use an automotive style torque converter transmission now.
Using a proven CVT opens the door for a long list of new models – possibly with higher performance engines – and we think, an open opportunity to leap into the high performance SxS field to compete with the Wildcat and RZR.
We’re also pretty sure Honda would like to be viewed as THE innovator in off-road and this unique design, entirely adaptable to ATV and SxS use, would set the company apart in a very significant way.
There’s no question reliability standards would be very high and the fact the system doesn’t use a rubber drivebelt would be seen as a plus by many consumers.
As usual, we’re only guessing, but we think the success of this CVT and its many benefits to Honda will see it on off-road vehicles within the next 24 months.
So far we’ve seen wide, wide and wider side-x-sides, then narrow ones, then three, four and even six-seaters! Don’t even think about all the engine configurations available and the big question of whether or not you want a high performance SxS or a sport-ute.
It’s actually pretty cool how the market has made its demands known and even cooler how the OEMs have responded by virtually custom tailoring their model line-ups so you can buy one vehicle and get it all!
Right now there appears to be a move toward even more rider-specific side-x-sides with the recent intro of Can-Am’s Maverick Xmr. The Xmr is designed to grab the attention of serious mud riders and features mud-specific tires and wheels, a hefty winch, a high-mounted engine air intake and a high mounted ventilator for the CVT.
The 30-inch Silverback tires look like they came right off a backhoe and they actually jack up the ground clearance to 13-inches – it looks like way more, really.
One huge feature is adjustable Fox air suspension. You may be thinking “why do I need this?” The point of air suspension is to enable the driver to keep the Xmr pointed straight when engaging the hidden underwater world of rocks, stumps and dead things you canÂ’t see during violent sludge riding.
There’s nothing worse than getting tossed sideways or jarred off-course when you hit that unseen object with the pedal to the metal and all four meats spinning wildly. Although the air shocks won’t cure the issue 100-percent, they will soak up the worst of the impact and depending on what you’re riding through, your speed and riding experience, you can dial in the shocks to suit conditions. Nice touch!
With its 101-hp V-twin and ViscoLok 4WD system, the Xmr is a pretty serious piece of equipment and is designed to meet the needs of a very specific group of riders. We like the trend and think Can-Am may have opened the door to a whole herd of competitors who will be getting on board.
The screams and cries could be heard across the internet as fingers furiously typed in protest of the announcement of a second row of seating in Yamaha’s Viking, rounding its cab capacity out to a solid six bodies while holding firmly to the 686cc engine that graced the 3-seater version announced last season.
“Needs a 900 twin or bigger engine” says Kenneth Carroll on Facebook. “Get a bigger engine go big or go home? [SIC]” Daryl Hannon posts. The frustration was palpable. Have any of these posters driven the Viking VI yet? Probably not. So we’re here to deliver our first impressions after an afternoon aboard it and set the record straight.
First off, yeah, it’s huge and there’s no escaping that. Add another row of seats to any side-x-side and obviously it’s gonna be bigger. However, we’ve found that often times when the second row is added, space in the back seat gets a little cramped for a full-size human. Not so with the Viking VI. There’s ample room back there for three corn-fed adults and no space was sacrificed up front either.
It’s long. With a 115.6-inch wheelbase, you’re not going to be making any sudden moves with the Viking VI. However, it goes with determination wherever you point it. The power steering is precise and among the most impressive in the industry. We’d like to see tilt steering added on the next gen Viking VI as the fixed position isn’t our favorite and it just didn’t feel as comfortable as it could. That said though, steering is light and nimble and although there’s an extra row of passengers behind you, you’d easily forget they’re there.
With about 1000 pounds of meat cases buckled into the seats, ground clearance was less than we felt we needed and there were many occasions the undercarriage suffered the abuse of our rock-strewn path. However. The suspension is impressive and it soaked up the chatter from rocks and ruts leaving the driver and passengers in perfect comfort across aggressive terrain.
We get it. You want more jam. Sometimes it looks like Yamaha is lagging in the horsepower wars. Perhaps it’s a battle the company’s not even fighting, but with a vehicle of the Viking VI’s stature, there are expectations associated with its introduction.
Would the Viking VI benefit from an all-new 1000cc monster mill? Of course! There were a few times while navigating steep inclines it felt like the Viking VI lacked enough power to amply propel our 4-man crew forward. It’s these few instances where those extra ponies in the stable would’ve been just what the doctor ordered.
However, at trail speed, the Viking VI handled great and had enough power on tap to get the job done. On a closed-course straightaway we clocked the Viking VI at 85km/hour or 53 mph before the frustrating governor kicked in. Pretty impressive with four dudes on board!
So will the Viking VI win over the same guy who drives an XP1K? Nope, not even a chance and it’s not meant for him! However, for a hunter or utility enthusiast demanding quality build and bulletproof reliability that also sees value in bringing along five buddies for the adventure, the Viking VI’s the ticket and worthy of serious consideration.
KYMCO USA is rolling into 2015 with 32 models of off-road vehicle, including four versions of the all-new mid sized UXV 450i side-by-side vehicle and a UXV 500i outfitted with a 5kW generator sure to help operators with a variety of utility applications and chores. Also on the list of new vehicles is four EPS models in the popular MXU Series ATV line and two newly designed Youth Quads in the Mongoose 90S and 70S that are sure please younger ATV riders.
UXV 450i
Offering a completely revised design to KYMCO’s line-up of UXV side-by-side vehicle, the UXV 450i ($7,999), UXV 450i TURF ($8,499), UXV 450i CAMO ($8,499) and UXV 450i LE 50th ($8,699) all are motivated by a fuel-injected 443cc SOHC 4-stroke 4-valve liquid-cooled engine.
Power is transferred via shaft drive with push-button on-demand 2WD/4WD, transmission duties are handled by a tough automatic CVT (H-L-N-R-P) with differential lock, the front and rear suspension receive an independent dual A-arm set-up with 7.5 inches of travel, a 25×8-12 front and 25×10-12 rear tire/wheel package aids in achieving a log-crossing 10 inches of ground clearance, the 8.5-gallon fuel tank will keep you on trail with hydraulic disc brakes that safely reels the entire package down from speed.
The standard UXV 450i model comes in either Red or Blue; the CAMO model features the True Timber New Conceal CAMO pattern; the TURF model, featuring KYMCO’s Tight Turn Turf Control with front differential lock and open, selectable rear differential with differential lock, Turf tires, CVT transmission and hydraulic brakes and a shaft-mounted parking brake make it ideal for multi surfaces from trail riding, hard asphalt to Golf Course Greens; and the Limited Edition (LE) 50th Anniversary model outfitted with aluminum alloy wheels, 3,000-lb. winch, and Metallic Gold paint and exclusive 50th Anniversary KYMCO Emblem.
UXV 500i G
Introduced alongside the UXV 500i LE 50th ($10,199) and UXV 500i CAMO ($9,999) is another new addition to KYMCO’s side-by-side family of vehicles, the totally innovative, mobile electric power generating solution UXV 500i G ($12,999) combines all the features and benefits of our go-anywhere, recreational UXV Series Side X Sides with a fully integrated Totally Enclosed Fan Cooled (TEFC) 5kW Generator with a (5) point integrated safety system, a KYMCO exclusive includes a GFCI safety circuit breaker generating all the power you’ll ever need, where and when you need it.
With full digital monitoring and industry leading automatic electrical load compensation the UXV 500i G produces consistent, spike-free power under any condition on the job or on the trail. Available in Red, the UXV 500i G also features Tight Turn Turf Control with front differential lock and open, selectable rear differential with differential lock, CVT transmission, hydraulic brakes with shaft-mounted parking brake, a soft top and full windshield.
Rounding out KYMCO USA’s side-by-side line are two versions of the 45hp UXV 700i introduced last year – the UXV 700i LE 50th ($10,699) and the UXV 700i CAMO ($10,499) models. The UXV 700i LE 50th comes with black aluminum alloy wheels, 26×9-14 and 26×11-14 tires, 3,000-lb. winch, and Metallic Gold paint with 50th Anniversary Emblem; the UXV 700i CAMO offers True Timber New Conceal CAMO pattern.
In addition to those model-specific offerings, all of KYMCOÂ’s UXV models come standard with an on-demand 2WD/4WD drive system with engine braking to traverse the steepest of declines, a 440-lb.-capacity tilting cargo bed, 1,200-lb. towing capacity, 2-inch receiver hitch, winch mounting plate, handbrake, dual headlights and taillights, a locking glove box, underseat and under hood storage, multi-function digital instrument display, 12V accessory outlet and dual beverage holder.
ATVs
KYMCO’s ATV line features 18 models, with the adult models highlighted by three 50th Anniversary versions, two come standard with (EPS), electronic power steering providing smooth responsive steering at all speeds, lets you ride for recreation or work all day with less arm fatigue; and three True Timber New Conceal CAMO pattern models, two featuring EPS.
The MXU 700i EPS LE 50th ($9,799), MXU 700i EPS CAMO ($9,399) and MXU 700i CAMO ($8,799) all are powered by a fuel-injected 695cc SOHC 4-stroke 4-valve liquid-cooled engine producing 45hp.
The MXU 500i EPS LE 50th ($8,699), MXU 500i EPS CAMO ($8,299) and MXU 500i CAMO ($7,699) are powered by a fuel-injected 499cc DOHC 4-stroke 4-valve liquid-cooled engine developing 36hp.
All MXU 700i and 500i ATVs feature an automatic CVT (H-L-N-R-P) transmission with differential lock, on-demand 2WD/4WD selection, independent dual A-arm front and rear suspension with sway bar offering 6.2 inches and 6.8 inches of travel, respectively; hydraulic dual disc front brake and shaft-mounted hydraulic rear brake; 100-lb. front rack capacity, 187-lb. rear rack capacity, standard 2-inch receiver with a 1,050-lb. towing capacity, and right (locking) and left fender storage compartments.
The MXU 450i LE 50th ($6,699) and MXU 450i CAMO ($6,399) get their motivation from a fuel-injected 443cc SOHC 4-stroke 4-valve liquid-cooled engine.
The two 450i ATVs feature an automatic CVT (H-L-N-R-P) transmission, on-demand 2WD/4WD, independent dual A-arm front and rear suspension offering 7 inches of travel, hydraulic dual disc front and single disc rear brakes, 24×8-12 front and 24×10-12 rear tires, 75-lb. front rack capacity, 150-lb. rear rack capacity and a standard 2-inch receiver with a 1,050-lb. towing capacity.
The 50th Anniversary version of the MXU 450i, 500i and 700i ATVs are outfitted with aluminum alloy wheels (chrome for the MXU 450i, black for the MXU 500i and 700i) 3,000-lb. winch and 50th Anniversary Emblems; the CAMO version of the 450i, 500i and 700i ATVs feature True Timber New Conceal CAMO pattern.
Finally, for young riders, KYMCO for 2015 offers the new four-stroke Mongoose 70S ($2,199) and Mongoose 90S ($2,499) sporting a new aggressive body design and all new graphics package. The *Mongoose 90S, (Y-10) for riders 10 years of age and older, features an easy to use CVT Automatic transmission with Forward, Neutral and Reverse. Both the *Mongoose 70S, (Y-6) for riders 6 years of age and older and Mongoose 90S come standard with front and rear lights and an auto-stop safety lanyard and are available in red and blue.
All KYMCO off-road vehicles contain U.S. Forest Service approved spark arrestors, are California Green Sticker compliant, and feature a one-year factory warranty. See the entire line-up at your nearest authorized KYMCO dealer.
KYMCO’s roots in the power sports industry go back to it’s founding in 1963 as the Kwang Yang Motor Co. Ltd. With headquarters in Kaohsiung, Taiwan, KYMCO has long been a leader in quality, fuel economy and versatility. Today KYMCO is the largest scooter manufacturer in Taiwan, exports to 89 countries worldwide, and manufactures scooters, motorcycles, ATVs and UXV side-by-side vehicles at five ISO-9001 quality accredited plants in Asia. Serving consumers and a selection of valued OEM clients, KYMCO is committed to maximum customer satisfaction, constant innovation, and making use of the most advanced CAD/CAE tools to bring superior engineering and design to their products. KYMCO USA, wholly owned by Kwang Yang Motor Co. Ltd., is the exclusive importer/distributor of KYMCO brand products in the United States. With its headquarters, marketing and distribution based in Spartanburg, S.C., KYMCO USA serves more than 600 dealers in the U.S. and Caribbean and is dedicated to building the brand’s reputation and market share through superior value, frequent new product introductions, excellence in dealer network support, participation in enthusiast events, race support and sponsorship, and strategic industry partnerships with organizations such as AMA Pro Road Racing & Pro Flat Track, NHRA, Tread Lightly!, (SVIA) Specialty Vehicle Institute of America and (MIC) Motorcycle Industry Council.
Learn more at KYMCOUSA.com.
Yamaha Outdoors has partnered with Powderhook and the National Wild Turkey Federation (NWTF) to giveaway a new Grizzly 700 EPS 4×4 ATV and a Kansas whitetail hunt at www.powderhook.com/atv.
The winner of the online sweepstakes will receive Yamaha’s best-selling Grizzly 700 4×4 ATV with electric power steering and a 6-day archery rut hunt organized by Powderhook and NWTF and provided by Horseshoe Hill Outfitters. The semi-guided hunt will take place in Southeast Kansas during the 2015 hunting season.
“Yamaha is a leader in the outdoors through its support of conservation partners like NWTF, and its work supporting open, sustainable access to areas like those promoted by Powderhook,” said Steve Nessl, Yamaha’s ATV/SxS group marketing manager. “Outdoor conservation, access and responsible recreation are at the center of the partnership between these organizations.”
The NWTF, through its Save the Habitat. Save the Hunt initiative, has committed to raising $1.2 billion to conserve and enhance more than 4 million acres of essential upland wildlife habitat, create at least 1.5 million hunters and open access to 500,000 acres for hunting, shooting and outdoor enjoyment.
Powderhook is an online community for connecting outdoorsmen and women with opportunities including leases, permissions, blind seats, rentals, charters, outfitters, hunting clubs, lodges, game preserves, public and private lands.
Enter the sweepstakes by at www.powderhook.com/atv.
Yamaha Motor Corporation, U.S.A., (YMUS) a leader in the motorsports market, makes the toughest, most capable and versatile ATV and Side-by-Side vehicles. The company’s ever-expanding product offerings also include motorcycles, outboard motors, personal watercraft, snowmobiles, boats, outdoor power equipment, accessories, apparel and much more. YMUS products are sold through a nationwide network of dealers in the United States. Headquartered in Cypress, Calif., since its incorporation in 1976, Yamaha also has facilities in Wisconsin and Georgia, as well as factory operations in Tennessee and Georgia.
For more information on Yamaha, visit www.yamaha-motor.com.
Can-Am DS 450 racer Jeffrey Rastrelli earned his first career Pro class podium by finishing third at round seven of the 2014 Mtn. Dew ATV Motocross National Championship Series held in New York. Rastrelli, also the Pro-Am class winner, and three other Can-Am DS 450 Pros secured four of the top-seven finishing spots in Pro class at Unadilla Motorsports Park in New Berlin, N.Y.
“Can-Am DS 450 racers definitely showed off their talents, winning the fastest qualifier award, grabbing the moto two holeshot and leading a portion of both Pro class motos at Unadilla in New York,” said Jeff Leclerc, Racing Project Leader, Can-Am. “Jeffrey Rastrelli continued to impress with a good starts, excellent consistency and a career-best third-place podium finish. To have four racers in the top seven is certainly an accomplishment. They all continue to push hard for the podium and deserve praise for their efforts.”
Round seven, the NYCM Insurance Northeastern ATV National, of the AMA-sanctioned Mtn. Dew ATV MX series was held at the fabulous Unadilla Motorsports facility, a natural-terrain motocross course located on the rolling hills outside of New Berlin, N.Y.
For Can-Am, the day started with JB Racing / DWT / Mtn. Dew Live Wire / Can-Am Pro Joel Hetrick earning the ATVriders.com Fastest Qualifier award aboard his DS 450 ATV. Jeffrey Rastrelli was in the spotlight all day, as the JB Racing / Cheerwine / Can-Am Pro pulled off two great starts to contend for a spot on the podium. Rastrelli ended up with his first Pro class podium finish, earning third overall at Unadilla. He started the podium chase by grabbing the second spot at the gate drop in the first moto. He later led a lap of that moto before dropping back one spot to take second. In moto two, Rastrelli started fourth and held that spot for much of the race. His 2-5 scorecard was good for third overall and helped him climb to seventh in the class point standings.
“My Can-Am was running awesome out there. I had good starts and it handled really well. I got on the podium in Pro, which I am really excited about, and I also got the win in Pro-Am on Sunday. I really couldn’t ask for a better weekend,” said Rastrelli.
BCS Performance / Can-Am DS 450 Pro Josh Creamer also had a good showing at Unadilla, earning fourth overall. He won the SSI Decals Holeshot Award in moto two on his way to a third-place finish. He matched up that finish with an earlier sixth-place run in moto one to tally his fourth, fourth-place finish of the year.
Hetrick put together a 4-7 scorecard to end up sixth overall on the day in New York. He holds sole possession of second place in the standings heading into round eight. Ronnie Higgerson, the final Can-Am DS 450 Pro competing in the Pro ranks, finished seventh with a steady 8-8 moto score. Can-Am Pros currently own second, sixth (Creamer), seventh (Rastrelli) and eighth place (Higgerson) in the class standings.
“I had a decent start in the first moto, but somehow I ended up cutting a tire and that kind of set me back a bit in the first moto,” said Creamer. “Moto two went great. I grabbed the holeshot and led for several laps. My Can-Am was running great. BCS has done a great job. The quad has so much power and the FOX shocks handled great out there.”
Can-Am racers continue their pursuit toward the Pro-Am class championship. Rastrelli notched his second victory of the year with an impressive 1-1 finish to climb to within 7 points of Higgerson, the current Pro-Am class points leader.
Higgerson, who saw his string of five straight podium finishes end, finished 15th, but is in the driver’s seat with just two rounds remaining. William Lloyd (JB Racing / Cheerwine / Can-Am), who was seventh in the Pro-Am class, recorded his second Open A class win of the year to move into the top three in the point standings.
For more information on 2014 Can-Am racing, the contingency program and all amateur racer support programs, please visit www.can-amxteam.com.
Honda just released word it has taken the venerable Rubicon 4×4 to a new level of competitiveness. From any angle this is good news!
Almost a decade ago the Rubicon was intended to be Honda’s flagship ATV model aimed at addressing the insane popularity of the Polaris Sportsman 500.
Some say the sizzle is off the 500-class and while Honda has pulled the sheets off a vastly improved Rubicon to compete there, 500-class sales are not setting records.
The goodness in the Rubicon intro is this: It looks like Honda got the memo – if you want to win in the 500 class you better meet Polaris head-on because it pretty much owns that real estate.
So what do we think about the new Rube? We haven’t swung a leg over it yet so we can only comment on what the spec sheet says. The move to independent rear suspension is monumental – particularly when you consider Honda is last-in with this class defining feature.
A locking differential has been showing up on other Honda models and it’s a must in this segment. However, the most important info in the spec charts is a new low range sub-tranny and a standard winch mount. At last Honda owners can plow snow without risk of overheating the transmission and clutches.
On top of this it’s okay if you install a winch on the Rubicon! Nice, but long overdue.
We like the new, much more aggressive looking bodywork and it sets the Rubicon apart from the same-as styling of nearly all past Honda models.
Honda’s persistence to deliver its ATVs with gear-on-gear trannies continues. Frankly, when Honda lands a cost effective CVT we’ll stand and applaud. For now, the Rubicon will get an auto-shifter transmission or a gear-on-gear semi-auto – your choice.
We’re anxious to wring this new Honda out for your benefit but are told we’ll have to wait until this fall to get our mitts on one.
For sure Honda needs this ATV, however it also needs more SxS product as the industry radically shifts to SxS vehicles.
It’s possible North American SxS sales will exceed ATV unit volume in the near future. Honda’s new 500 Pioneer is a credible stab into an as yet unexplored SxS segment.
We hope to bring you more hands-on impressions on this vehicle in the very near future.
In the meantime, we think the new Rubicon signals Honda is getting the message.
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