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CAN-AM WINS BIG BUCK GNCC

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Can-Am ATV and side-by-side racers posted wins and podium finishes in the 2014 AMSOIL AMA Grand National Cross Country series in South Carolina, the World Off-Road Championship Series in Utah, the Texas Off-Road Nationals in Crafton, Texas, and In the New England ATV Motocross Opener in Wallkill, N.Y. The wins included podium sweeps in the NEATV-MX Pro and Pro-Am classes and another 1-2-3 finish in the GNCC 4×4 Pro class.

“It was a rewarding weekend, earning big wins and numerous podiums in GNCC, NEATV-MX, TORN and WORCS,” said Jeff Leclerc, Racing Project Leader, Can-Am. “This successful weekend verifies Can-Am offers a diverse, competitive line of off-road vehicles and has a team of resolute racers piloting them.”

GNCC – Big Buck

GNCC round four was held at a fast, tight and dusty Big Buck course outside of Union, S.C. Can-Am 4×4 ATV racers earned an impressive 11 of 12 total podium finishes and three class sweeps. Big Buck belonged to Can-Am X-Team Renegade® 800R X® xc racer Jordan Phillips, who got his second victory of the year and took third on the 10 a.m. overall podium.

Kevin Trantham (Can-Am X-Team) and ATV Parts Plus / Can-Am racer Bryan Buckhannon joined him on the box. Phillips’ moved to within one point of Trantham for the class points lead, with Buckhannon in third.

BNR Motorsports / Can-Am racer Rob Smith was fourth at round four. Can-Am ATV racers won the three other 4×4 classes at Big Buck. Securing wins were Tanner Bowles (4×4 A/B), Terry Whiteside (4×4 Senior 40+) and Brent Tindall (4×4 C).

“It was great to get my second win of the year. My Can-Am pulled the holeshot and from there I just tried to stay out front,” said Phillips. “My Renegade ran awesome and everything worked so well. Kevin Trantham and I had a bit of a battle going on towards the end and swapped back and forth a couple of times, but I was able to hang on and take the win.”

Big Buck also hosted round two of the GNCC SxS Championship Series. Chaney Racing / Turnkey UTV / Can-Am Maverick 1000R pilot Kyle Chaney earned second in the XC1 Modified class.

Mixing it up with 32 other drivers, Chaney was seventh after the first lap, but pushed hard to earn second during the five-lap feature. Buckhannon was fifth in the XC1 Modified class, edging Team Game On / Can-Am pilot Matt Rowell.

“The track was pretty fast and we really had to take some chances to pass, but we made it work. Our Can-Am had the power and took everything we gave it out there. The way the Maverick corners and handles, it really was amazing,” said Chaney.

The XC2 Limited ranks had 26 entries. Marcus Pratt drove his Jack’s Excavating / Can-Am Maverick 1000R to an impressive second-place finish. He led for three laps and earned his first podium with Can-Am. Can-Am racers Tim’s Towing (sixth), Tigercat Racing (seventh) and ExtremeTec Racing (10th) rounded out the top 10.

WORCS – Sand Hollow

GPS / JRi / Can-Am DS 450 Pro Dillon Zimmerman put in a third-place podium finish in the ATV Pro class at round four of WORCS held at sandy, rough-and-rocky Sand Hollow State Park in Hurricane, Utah. Zimmerman, in second for much of the race, earned his second third-place podium run of 2014. Murray Racing / Can-Am Maverick 1000R pilot Dave Martinez took 12th in the SxS Pro class.

“My quad was working great and handling well with my JRi suspension. The Rotax motor had so much power and got me through the race and on the podium,” said Zimmerman.

NEATV-MX – Opener

Can-Am Pros Joel Hetrick (JB Racing / Elka / DWT), Josh Creamer (BCS Performance) and Keven Vachon swept the Pro Class at the NEATV-MX Opener at Walden MX in New York. Hetrick, Creamer and DS 450 pilot Mathieu Deroy also provided a Pro-Am class sweep.

“My Can-Am was running awesome. I’m super happy to get out here and compete against other fast racers and get some seat time. Winning was good too,” said Hetrick.

TORN – Round 3

Lewis Powersports / Can-Am racers Hunter and Cody Miller earned two podium finishes each at round three of TORN in Texas. Hunter won the nine-lap ATV Pro class by four seconds over Cody. Hunter took second, and Cody third, in the UTV Expert class with their Maverick 1000R side-by-side vehicles. Hunter is the points leader in both classes.

For more information on 2014 Can-Am racing, the contingency program and all amateur racer support programs, please visit www.can-amxteam.com.

ARCTIC CAT 500 XT

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ARCTIC CAT 500 XT

The full-sized Arctic Cat ATV chassis has been around a few years and when it comes to testing, is a pretty well known commodity. Its hallmark is market leading, incredible ground clearance, lots of suspension travel and an ability to use its 4WD system to the max.

With lots of ground clearance and really good tires, you can ride the 500 XT in some incredibly muddy, gnarly conditions in 2-wheel drive. Honest.

However, when you do need 4×4, you get a system that can be toggled on-the-fly using an electric handlebar switch and a handy diff-locker that is equally easy to engage. This system is positive, rapid acting and delivers unbelievable traction in some of the worst conditions imaginable.

Backing it all up is an overachieving engine with displacement that’s dwarfed in this class, but ends up producing close-to-the-top results – both at top end and bottom. With just 443ccs, Cat’s CVT clutching genius and this engine’s wide-as-the-Atlantic power curve, puts it right up there with bigger displacement powerplants, certainly those topping out at 500ccs.

Now that Arctic Cat has added EFI to this SOHC 4-stroke single, we find it even more difficult to separate its performance from its next biggest sibling, the 550 XT.

This is good news for buyers because the price is still remarkably good. It’s definitely a case of getting a bigger bang for your buck.

If there’s an Achilles heel it probably lies in Arctic Cat’s resistance to using a sway bar on its ATVs. To be fair, there are some interesting benefits to not having one.

For instance, when you’re riding trails on the 500 XT and you hit those off-center rocks and stumps with one wheel that can cause the bike to lurch side-to-side or bounce around at the rear, the impact is less than with some swaybar equipped vehicles…to a point.

Since all four of the Cat’s wheels are compressing the suspension independent of one another, the rider tends to not feel the jolts quite as much. The downside is body roll when you’re riding knotted trails at higher speeds.

Without a swaybar, a long travel ATV will tend to “roll” more in corners instead of maintaining a flat, horizontal plain. The engineers compensate for this by stiffening the suspension springs and jacking the shocks’ compression dampening.

Unfortunately, it tends to make the suspension feel less plush, especially in the first three or four inches of compression. It’s a bit of a compromise situation but Cat owners are used to it and apparently, it’s been one of the brand’s selling points.

If Arctic Cat is aiming to capture middle-market buyers with a full-featured ATV, then mission accomplished with these 500-series Cats. They offer a very complete list of 4WD features, a proven platform and solid power all at a bargain basement price tag.

TEST RIDE: 2013 Can-Am Outlander 500

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DirtTrax Magazine Co-Publisher Motorhead Mark Lester evaluates Can-Am’s 2013 Outlander 500.

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Showing Irresponsible Trail Use

Motorhead Mark Lester
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Dear Motorhead:

As an avid ATV enthusiest I am concernd with how you show the biggest and badest ATVs ripping up the country side.

These types of articles on TV only add more fuel to the fire for those who oppose our sport.

You are doing more harm than good for the sport.

Larry G.
Kelowna, BC

Thanks for your email!

While I appreciate your comments let me state a few realities.

First, our ripping up trails is always on designated, sanctioned ATV and SXS trails. Places like Hatfield McCoy and Brimstone and our backyard in Haliburton County have sanctioned trails which – for the most part – are what you see on DirtTrax Television.

These trails are provided for ATV and SXS use and have remedial work done on them seasonally and in some cases monthly and even weekly.

Other areas we use to tape DirtTrax are actually private property owned by our family. We have a professional, groomed track which we use for high performance (450 class) ATV’s and SXS’s for extreme action photography.

So, that’s what you’re seeing – there’s no unruly environmental damage going on. However, there’s something much bigger here at play which your letter tweaks me to speak to.

These vehicles – high performance ATV’s and side-x-sides exist. They are available for purchase by anyone because they sell – and they sell big.

Our portrayal of these vehicles in their proper environment is not the least bit irresponsible. It should be said clearly and known in our sport that these vehicles do “rip” and responsible use of them is very important. However, responsible use as you are implying would be a twenty MPH trail ride never spinning a wheel.

DirtTrax Television and Magazine would not insult the intelligence of our viewers or readers by portraying these vehicles in a way they surely will not be used.

Yes, there are a very small percentage of off-roaders who act irresponsibly and tear up sensitive areas and trespass causing us all harm. However, we’re all big enough boys and girls to know no one buys an XPIK Polaris and drives it 20 MPH.

The irresponsible participants in our sport are no more prevalent (as a percentage of total users) than they are in un-motorized activities like skiing, rock climbing and mountain biking. A certain small percentage of the population cannot be reasoned with – we have them and so does everyone else.

Let’s not believe that if we show ATV’s and SXS’s driving at 20 MPH without spinning a wheel we are somehow going to convince the general public everything is 100% okay all the time or that these high performance off road vehicles are being used this way most of the time.

If you have a problem with irresponsible use and trespass on (or off) your trails then I heartily encourage you to enforce every law and ordinance you have at your disposal to bring these morons to justice and teach them a lesson.

Simply put, there’s a right place and a wrong place for motorized off road activity – we stand solidly for everyone using the right place.

Thanks,

Motorhead Mark

2014 Arctic Cat Wildcat Trail and X Limited

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AJ is in Gateway Colorado getting a first rip aboard Arctic Cat’s 2014 Wildcat X Limited and the company’s first entry into the 50-inch wide sport SXS segment – the 2014 Wildcat Trail.

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POLARIS RZR 570 TRAIL

Mark Lester
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POLARIS RZR 570 TRAIL

We’re on record on DirtTrax TV this past season claiming the RZR 570 might just be the first crossover Side-x-Side.

We called the 570 a crossover because that’s what it’s doing: Crossing buyers over from 2-up ATVs into side-x-sides. However, there’s more to this discussion than just 2-up capability.

The whole story would implode if the RZR 570 couldn’t go where ATVs go. Its strict adherence to a 50-inch width keeps the 570 oh-so-close to ATV width and more importantly, allows the 570 to fit almost all 2-track ATV trails.

In the RZR chassis the RZR’s SOHC 4-valve mid-40-hp ProStar mill is mounted in the same fore-aft plane as the RZR 900 XP and uses the same, updated and cool-running CVT tied directly to the engine’s cases – not isolated as it is on the 800 twin.

The tied drive system keeps the CVT drive belt in rock solid alignment all the time and thus improves belt life. The orientation of the potent 570 and its one-of-a-kind rear A-arm suspension has to be the future for the RZR line-up, especially considering there’s so many completely different rear suspensions in the RZR line using two unique engine orientations.

One word best describes the 570’s response to throttle inputs: Torquey. The smooth and clean-running 570 bites Kevlar with enthusiasm when you step on it and shifts hard all the way to it’s 60-plus mph top speed.

For a single cylinder mill displacing 570 cubes, this one impresses. Its low-end grunt is a huge contributor to the 570’s trail prowess. Whether you’re navigating tricky, steep terrain or slogging deep chocolate, the 570 responds with a solid surge off engagement and allows the driver to modulate power with ease when traction is difficult.

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The RZR 570 comes with Polaris’ On-Demand, selectable full-time AWD system that monitors wheel speed variance, automatically locking the front diff when wheel speed varies by more than 5-percent. The RZR also comes standard with unlocking rear-diff Turf Mode – exceptionally handy when navigating precious fescue.

From a pure suspension standpoint we think the RZR’s front end is right for the 570’s narrow stance. Its double A-arm setup is plush and mostly bottomless even when jumping.

Sway control is handled from the rear with an effective anti-sway bar keeping the front wheels level and the rear inside wheel from lifting under hard braking while turning.

At the rear the double A-arm system uses what appears to be stubby arms and we suspect they’re part of the reason for a sometimes choppy response on small bumps.

The rear suspension shocks offer preload adjustability. If you soften the springs you will notice less jiggling, however you will ka-bong the bottom of the 570 off rocks with greater frequency.

We installed a set of premium, adjustable Fox Shocks similar to the ones found on the Wildcat Trail, which immediately improved small bump ride compliance.

The RZR 570 might just be the right 2-upper for you and your family. There’s virtually no ground the 570 LE with EPS and EBS cannot traverse.

Try an RZR 570 on your favorite ATV trails and see for yourself if what we’re saying is nuts.

CAN-AM RACERS DOMINATE 2014 MUD NATIONALS

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Can-Am ATV and side-by-side racers competed in roughly 17 events for more than $22,000 in prizes at the 2014 High Lifter Mud Nationals at Mud Creek Off-Road Park in Jacksonville, Texas. Team Gorilla Powered by Can-Am, Performance Power Sports / Can-Am and S3 Racing / Can-Am and others combined to earn 24 podiums and win seven classes, including both RUV classes, in the Can-Am / BRP Mud Bog and Mudda Cross competitions.

“Can-Am mud racers had an exceptional and dominant performance at Mud Nationals. To win both RUV classes Friday and Saturday night with the Can-Am Maverick 1000R, which included a podium sweep in the RUV mud bog, was simply outstanding,” said Jeff Leclerc, Racing Project Leader, Can-Am. “No matter if it was an ATV or side-by-side, our racers proved that Can-Am is the brand of choice for mud riding and racing.”

Team Gorilla Powered by Can-Am

Team Gorilla Powered by Can-Am had a great showing at the 12th running of Mud Nationals. The most significant and historic victory for the team and Can-Am came Friday night when longtime Gorilla member and mud racer Steve Hittle took home the top spot in the Can-Am / BRP Mud Bog RUV class.

It marked the first side-by-side overall win at Mud Nationals for Can-Am and was also the first time Can-Am swept the class. Hittle also put his Gorilla-backed Can-Am Maverick 1000R on the box in the Mudda Cross RUV class, taking second.

Team Gorilla Powered by Can-Am won the Massimo Obstacle Course, as rider Seth Russell was the quickest to tackle the man-made course of logs, tires, crushed cars, dirt hills and water pits. Team Gorilla Powered by Can-Am pilots Dakotah Klein and Dave Ostapiw won the Endurance Challenge, which required two-person teams to negotiate a deep, long mud hole, from one end to other, as fast as possible. Russell and his wife Caroline were second.

“We were one of the most dominant teams at Mud Nationals this year,” said Jason Shanas, Team Gorilla Owner, “which was highlighted by Maverick racer Steve Hittle’s RUV win.”

S3 Racing / Can-Am

Five podium finishes, including two victories, were earned by S3 Racing / Can-Am X-Team member Shane Dowden. He began his successful weekend with a solid second-place run in the Mud Bog with a Maverick 1000R Friday evening.

Dowden followed that up by piloting his Maverick 1000R to the win Saturday night in the Mudda Cross RUV class. He also had a win in the Mudda Cross Pro Series A class on his Outlander ATV and two podiums with his Outlander MAX in the Mudda Cross Pro Series B and Mudda Cross Super Modified ranks.

“I had a good weekend with five podiums in six classes,” said Dowden. “It was nice to be part of the Can-Am side-by-side vehicle dominance in the bog and Mudda Cross this year.”

Performance Power Sports / Can-Am

Can-Am X-Team member John Soileau took third in the RUV class in the Can-Am / BRP Bog with his Performance Power Sports / Can-Am Maverick 1000R. The Performance Power Sports team featured nine Can-Am racers, including Jace Cheramie, who ended up with six total podiums. He won both the Mudda Cross Super Modified and Lite classes. His teammate Matt Bernard won the Mudda Cross Pro Series B class.

“It was an outstanding and total team effort,” said Soileau. “Can-Am ATVs have always dominated the mud racing here, but we wanted to make a statement with the Maverick side-by-side. We’re starting to be a force with it as well.”

The weekend belonged to Can-Am riders. Team Anyting Goes’ Ryan Hormell won the Mud Bog 601cc and Up class on an Outlander 800R. Team Offroad Explosions, Full Throttle Racing and Team LaFontaine Racing also had podiums with Can-Am ATVs.

The Can-Am Maverick MAX 1000R of Matt Evans was named Bad 2 ‘da Bone show-and-shine winner. Can-Am DS 450 freestyle riders Jon and Derek Guetter also were part of the show.

For more information on Can-Am racing, the entire 2014 schedule, the contingency program and all amateur racer support programs, please visit www.can-amxteam.com.

Polaris Ranger XP 900

Kent Lester
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Polaris Ranger XP 900

The Polaris Ranger XP 900 uses a 5-inch longer wheelbase over its predecessor spreading the wheels further apart and putting them closer to the ends of the chassis.

Rear suspension A-arms and the rear anti-sway bar are all-new on this vehicle while the front double A-arm IFS is right off the Pure Sport RZR line.

The superb dumping box and one hand tailgate has been re-invented with internal tie downs, better dump activation and a wider, easier-to-open one hand tailgate actuator.

The XP 900 churns out 60 HP and more torque using a variant of the sophisticated SOHC 4-valve RZR 900 mill. This single throttle body engine benefits from a sub-transmission mounting system tying the engine/CVT/sub-tranny and rear differential into one tight power-pack unit.

The Ranger XP 900’s most prominent engineering feature is the moving of the complete engine, tranny and rear diff rearward in the chassis. Engine service is now super simple and access is substantially improved. Simply tilt the dump box and access every serviceable system on the drivetrain.

One might ask about fore-aft weight balance as a result of the more rearward engine placement. So did we. The 5-inch wheelbase stretch produces a front-to-rear weight bias identical to the 800 XP. As a result of the engine re-orientation there’s ji-normous storage available under the front seat.

The move to solid mounting of the engine and CVT has improved overall driveline feel while the 100-percent stiffer chassis is eerily quiet producing no squeaks or groans in rough terrain.

Ingress-egress from the cab is made easier with a repositioning of the seat, pedals and steering wheel and the driver’s portion of the 3-person bench is adjustable on all LE variants. Oh yeah, brushless, proportional EPS is available on all XP 900s as well.

New LED headlights work impeccably as does the driver’s side instrument cluster. There’s also standard inclusion of a turf-mode (unlocking) rear differential, standard tilting wheel, ROPS roll cage, and “dead pedal” left footrest and side safety nets.

Clearly, Polaris doesn’t rest when it gets to the top of the market. The company believes number one marketshare and sales leadership is not a destination, it is a journey and apparently deep in the recesses of the Polaris management inner-sanctum, the intent is to just keep on going.

Polaris Acquires Kolpin Outdoors, Inc.

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Polaris Industries Inc. (NYSE: PII) today announced the acquisition of Kolpin Outdoors, Inc., a privately held, Wisconsin-based company that develops branded and private label powersports accessories.

Committed to innovation and growth, Kolpin is a leading aftermarket accessory brand delivering purpose-built and universal-fit Off-Road Vehicles (ORV) accessories and outdoor lifestyle products.

This acquisition adds Kolpin to Polaris’ growing parts, garments and accessories (PG&A) business. The terms of the transaction were not disclosed.

“Acquiring Kolpin Outdoors, Inc. creates a multitude of growth opportunities for our PG&A business, which is a key contributor to Polaris’ top-line growth and profitability,” said Steve Eastman, Polaris’ vice president of PG&A. “Kolpin is a trusted brand among ORV riders, hunters, outdoorsmen, and landowners who value the quality and reliability Kolpin builds into their powersports accessories. Their lineup of exceptional products and deep consumer and retail relationships will help Polaris expand our aftermarket accessories portfolio and enhance our traditional and online distribution channels.”

Kolpin products will continue to be sold under the Kolpin and Cycle Country brands, with customized private label products available through its Premier O.E.M. business. Polaris will further develop Kolpin’s established brand by applying its product innovation and engineering acumen to Kolpin’s operations, and leveraging its existing dealer and consumer relationships to extend the brand’s exposure.

“It gives all of us at Kolpin great pride to become part of the Polaris family. Although different in size, we share many of the same values; small town roots, quality products, life-style brand focus and a rich heritage in product innovation,” said Tom Lutes, president and CEO of Kolpin. “I am confident the combination of Polaris and Kolpin will further enhance the value of our brand to both our consumers and distribution partners alike.”

Since 1943, Kolpin has a rich history of providing customers with a wide array of hunting products, accessories and innovative aftermarket solutions. Kolpin has an intimate knowledge of the outdoor lifestyle market that closely complements Polaris’ core powersports business.

About Polaris – Polaris is a recognized leader in the powersports industry with annual 2013 sales of $3.8 billion. Polaris designs, engineers, manufactures and markets innovative, high quality off-road vehicles, including all-terrain vehicles (ATVs) and the Polaris RANGER and RZR side-by-side vehicles, snowmobiles, motorcycles and on-road electric/hybrid powered vehicles. Polaris is among the global sales leaders for both snowmobiles and off-road vehicles and has established a presence in the heavyweight cruiser and touring motorcycle market with the Victory and Indian Motorcycle brands. Additionally, Polaris continues to invest in the global on-road small electric/hybrid powered vehicle industry with Global Electric Motorcars (GEM), Goupil Industrie SA, Aixam Mega S.A.S., and internally developed vehicles. Polaris enhances the riding experience with a complete line of Polaris Engineered parts, accessories and apparel and Klim branded apparel. Polaris Industries Inc. trades on the New York Stock Exchange under the symbol “PII”, and the Company is included in the S&P Mid-Cap 400 stock price index.

About Kolpin – Since 1943, Kolpin has made no compromise in its thinking. After more than 71 years, it continues to innovate and engineer only the highest quality ATV and UTV accessories. Kolpin remains the leader in ATV and UTV product development and has repeatedly redefined the industry and patented innovations such as the world renowned Gun Boot cases and brackets, Stealth Exhaust, Dirt Works System and a large assortment of ATV and UTV Accessories. Kolpin is a leader in Powersports industry by design. It takes only the most highly innovative and engineered approach in the design of its products. Kolpin understands the needs of its customers because they too are ATV and UTV enthusiasts. Kolpin continues its tradition of innovation introducing another generation of new products to the market for ATVs and UTVs.

Information about the complete line of Polaris products, apparel and vehicle accessories are available from authorized Polaris dealers or anytime at www.polaris.com.

POLARIS MID-SIZED RANGER 800 EFI

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POLARIS MID-SIZED RANGER 800 EFI

Powered by Polaris’s rock-solid 760cc OHV parallel twin, Polaris Ranger 800 EFI Mid-Size puts out an impressive 50 horsepower and those stallions are driven through one of the most proven CVT transmissions in the business.

The 800’s On-Demand true 4-wheel-drive system is completely happy with this powertrain and can be selected from a single handlebar switch to run in AWD, 2WD or full-time 4×4 with the differential automatically locked. It turns out to be the best all-round no-brainer 4WD system on the market. There’s simply no other system available this easy to operate.

Polaris even included its Versa-Trac rear differential as standard equipment, which allows you to ride over turf without churning it up every time you turn the steering wheel.

This opens up a whole world of utility possibilities including working on golf courses and sod farms or just tooling around your homestead doing gardening chores without tearing up the sod.

Although the 800 Mid-Size is not available with power steering, it’s geometry allows very light steering feel and honestly, we never felt like we needed assistance at the wheel.

A big difference between this platform and the premium Ranger XP is the use of McPherson struts up front instead of double A-arms. Most drivers won’t notice a big difference and this proven strut design was always a Ranger hallmark from the very beginning.

Polaris knows how to make struts work and the result is an extremely good ride, both over high speed bumps and low speed gnarl.

At the rear, a double wishbone design allows plush riding feedback, even when the bed is loaded up. If you’re just out playing and don’t have to lug cargo, this A-arm IRS is a big part of what makes this side-by-side such a gas to run down trails in.

About the only downside we could come up with here is the 800’s lack of room for a third passenger. It’s really kind of ridiculous to expect this from a vehicle that was originally designed to be narrower than its full-sized counterparts. If this feature is of huge importance to you we suggest you move up to the Ranger XP.

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