Have you ever wondered how engineering comes about in the offroad industry? Look at Honda’s Pioneer for instance. It has a full working bed that converts to a second row of seats so you can pack a total of 4 people into it.

How many hours do you think it took for Honda’s engineering team to say, “Okay, this is what we should do and here’s a strategy to get us started.”

The seats fold up out of the bed for goodness sake and it has to be one of the simplest, most ingenious ideas to arise in the industry for quite some time.

Some might think this is really nothing compared to other engineering marvels, but think about this, the third and fourth seats are compact and hidden, which gives the machine versatility over its competition since it’s not a dedicated third and fourth seat. This truly gives the Pioneer 700-4 a unique advantage.

The way offroad vehicles are designed nowadays is truly amazing if we stop to think about just how much thought and research was involved in the development process to get it onto the trail.

Next time you’re frustrated by what isn’t offered on your ride, look at all the cool things that it has and really take the time to appreciate how they were developed.

Polaris’ mid-sized Ranger chassis is favorite around the DirtTrax offices and without question this chassis with Polaris’ legendary 500cc mill stuffed under the seat was a winner.

A few years back we saw the lineup expand with the introduction of a 400 version, which was accompanied by perhaps the most aggressive price tag amongst side-x-sides. Then last season we saw the 800 tucked into this chassis. It seemed like Polaris had it all covered and there was nothing left to do in this category except dominate.

Then late this summer the Minnesota based company pulled the sheets of a new mid-sized Ranger with a mill that would replace (WHAT?) yes, replace the potent mid-bore 500cc version.

We saw the ProStar 570 make its entrance a few years back inside the 50-inch RZR, which everyone here at DirtTrax agrees is up at the top of the list of fun rides. Now for 2014 we see this mill tucked neatly into the mid-sized Ranger frame bringing along with it 25% more power and electronic fuel injection.

Inside this chassis, the 40 horsepower 567cc ProStar mill packs a wallop and might actually leave you wondering why you’d want an 800. You can navigate tree-lined trails at a moderate clip and when you need more jam, it’s there and throttle response is instant.

This UTV can handle the workload too with its tilting rear dump box, 2-inch hitch receiver and 1250-pound towing capacity. It’s perfect for hauling firewood or soil, or for pulling a small boat out to your favorite fishing hole.

The Gold Mist LE version we tested came equipped with Electronic Power Steering. If you’ve ridden any SXS lately with EPS, you’ll quickly recognize its value inside the $1600 (US) premium over the base version. If not, there are cast aluminum rims, a slick paint and decal job and two-tone cut-and-sew seats to make the case.

We feel the seat foam of this Ranger is a little light and our boney butts could use just a touch more cushioning and though the cut and sew seats look fantastic, we think there might be a better material with a bit more grip as we found ourselves sliding on the bench as we maneuvered around corners.

There’s also the absence of tilt steering and though we did find the base setting quite comfortable, this would be a welcome standard feature.

The Ranger 570 is a ridiculous value. It rides and handles exceptionally well and there’s plenty of power on tap to get the job done whether it’s work or play. This side-x-side would be a welcome addition to anyone’s garage and we can’t wait to pile on more miles in the coming months.

Stay tuned to the upcoming issue of DirtTrax Magazine and keep watching DirtTrax Television for a full report!

Check any preconceived notions you might have about a 6×6 ATV at the door Before reading any further. It’s natural to automatically compare the new Outlander 6×6 to a Polaris Big Boss, but beyond 6 wheels there’s no comparison.

The Outlander 6×6 marks the first time a Can-Am ATV has been developed outside North America. With a growing international demand for a utility vehicle that occupies the smallest possible footprint, BRP’s engineers in Rovaniemi, Finland led development with a goal to design a utility vehicle that could handle the highest demands of work and traverse the toughest terrain without compromising the ride and handling Can-Am’s G2 chassis is known for.

The first step in the process was lengthening the vehicle to accommodate a third axle. Building off of the Outlander 4×4 chassis engineers extended the wheelbase by 78.6 cm (31.44″) and increased the overall length by 111.6 cm (44.64″), which allowed for a rear cargo bed nearly 4-feet in length with a cargo carrying capacity of 363kg or just one pound shy of 800 lbs.

The Outlander 6×6 brings on a whole new definition to the word modular. Offered standard as a tilt function flat bed with an extra 70 liter under-storage compartment, the rear cargo area can be transformed into a variety of configurations. It can be as simple as adding side-walls and a latched gate, to outfitting the cargo area with specific configurations for farming, or forestry. Can-Am also offers a really cool enclosed cargo cover for winter use.

BRP’s engineers incorporated a double TTI rear suspension with 9.3 inches of travel, which eliminated the butterfly movement of the rear tires keeping the width of the ATV the same as its 4-wheel brother.

For increased stability, traction and balance, pivot points were lowered for better geometric squatting and a detachable external sway bar is easily removed by pulling out two pins. Ground clearance for the Outlander 6×6 measures at 12.2-inches and its turning radius is 9.0 meters, a full meter less than a Polaris Big Boss.

With a cargo carrying capacity of nearly 800lbs and a towing capacity of 1,650lbs the need for the 82hp 1,000cc Rotax motor in the Outlander 6×6 was obvious. However BRP’s engineers knew increased torque and cooling were critical to its performance.

Starting with the gearbox, low gear was improved to provide a 50% lower ratio than the Outlander 4×4 and 10% lower than the Big Boss. Since the Outlander 6×6 is meant to work hard at low speeds, new side panels were designed to force hot air back and away from the riders legs and the CVT was improved with the air intake and outlet channels borrowed from the deep mud Outlander the X mr. New ECU programming also turns on the electric fan more frequently to compensate for lack of forced air cooling you’d normally get when traveling at higher speeds.

With the transmission in low range, the Outlander 6×6 confidently crawls along terrain and up steep hills you’d otherwise think impossible. With the sway bar disconnected wheels stay in constant contact with the terrain providing maximum traction and the longer wheelbase provides such an increase in stability that you’re forced to break the habit of wanting to stand up to shift your balance to counter body roll inherent to 4-wheeled ATVs.

Additionally, Can-Am’s Viso-Lok QE differential minimizes wheel spin under slick conditions and Tri-Mode DPS makes turning and handling feather-light and adjustable to your preferred level of input at the push of a button.

While the Outlander 6×6’s utility features in low-range and over rough-terrain impressed us, its performance on trails left an ear-to-ear grin tattooed on our faces.

The Ride Development team, led by Tero Lehtoranta has calibrated suspension to near perfection. Although you might not expect it at first glance, it doesn’t take long before you’re drifting through corners and running whooped out sections of trail at high speed. The third axle is so unnoticeable while riding hard that you literally have to look behind you every once in a while to remind yourself it’s there.

Can-Am has set the bar so high we’re left wondering what the future holds for 6×6 ATVs. We don’t expect Polaris to sit idle for too long and as the market reacts to the Outlander 6×6’s introduction and we anticipate the sort of battle we’re already seeing between the Renegade and Scrambler.

One question we keep wondering though is with the Outlander 6×6 delivering everything you need in utility and rough terrain navigation with next to zero compromise on trail performance why would anyone want a 4×4?

Can-Am’s all-new Outlander 6×6 is already being introduced internationally and a release date for North America is planned for second half of 2014. You can expect a comprehensive look in an upcoming episode of DirtTrax Television and you can read more in the November issue of Dirt Trax magazine.