It’s no secret side by sides are a hot topic for aftermarket manufacturers. The proliferation of SxS performance parts has been huge the past year.

Our All-Terrain Mag RZR has been a test bed for some seriously cool aftermarket parts. While chrome rim bling and the thump of a hyped up exhaust system impresses onlookers, it’s sometimes what looms beneath the glitter that makes the most dramatic improvement and ultimately turns heads.

We’re definitely guilty of going for gold with chrome ITP SS rims, pre runner bumpers and full aluminum skids before we attacked what really counts, better suspension.

While the stock suspension isn’t terrible, if your pleasure comes from extreme off-road riding, including lining up 40 foot doubles, you’re going to need some bigger, beefier shocks and springs to handle the earth shaking abuse these kind of events generate.

In stock trim you’re without any meaningful adjustability to improve the RZR’s ride under extreme conditions. Damping and incremental spring preload adjustability will help you line up proper trajectory and get the RZR flying like a 737 – just the way you like it.

We researched what was being offered to improve RZR suspension and decided to try out a set of four Elka piggyback shocks with dual rate springs and both compression and rebound adjustability. We weren’t sure what to expect when the mailman dropped the Elka boxes at our shop filled with these beautiful dampers. One thing was sure – we knew we were in for a treat.

Glistening black and red anodized piggybacks wrapped with blue springs scream high performance. By offering both high and low speed compression adjustment, the Elka’s allow you to dial in your RZR’s ride and provide the improved feedback and bump absorption you’re looking for.

Rebound adjustments make for big changes in ride quality while the high and low speed compression settings produce a huge variance in chassis feel in both rollers and square edge hits.

The 16mm shaft is incredibly strong and begs you to abuse it while the entire set up is fully re-buildable and serviceable. In a less techy description, you can rip up just about anything from MX tracks to gnarly power roads and these shocks will tempt you to ride harder.

Talk is cheap so we put these Elka shocks to the test, pushing our stock width RZR with 27-inch Terra Cross tires higher than any other SXS we’ve tested. Actually, we can drive the RZR as hard or harder than some Sport ATVs now we have the Elkas providing vastly improved control and ride.

At the end of the day, this package delivers ride quality on a par with very few suspension manufacturers. Elka delivers the goods in a top drawer, classy way and back up the sweet looking package with bomb proof durability and buttery smooth performance.

If you’re looking for a longer travel option, Elka offers extended travel versions of these shocks as well as a variety of other RZR suspension packages designed to tailor your RZR to the terrain you ride.

The 700 HI EFI returns in SE (aluminum wheels and silver paint), LE (winch) and standard trim but another 700 segment breaker has been thrown into the fray this year: the 700HI EFI MudPro.

This very serious, specialty off-road ATV is designed specifically for mud and deep water slogging.

It features a full snorkel style air intake and bigger, more aggressive tires with better flotation and traction capabilities.

With 14 inches of ground clearance and a very powerful mill, the MudPro is guaranteed to get you through the sticky like no other production ATV can.

The current Outlander/Renegade 800 V-twin mill generates a claimed 62 ponies – the most in the biz, until a year ago. While Thundercat dyno estimates are vague, we suspect the Thundercat’s V-twin produces about 70hp.

The real issue with the T-Cat, though, is the spread of power and the way the mill lays down those ponies. It’s silky smooth, far from intimidating and easy to ply. In contrast, the original Outlander 800HO pretty much rammed power into terra firma in a way best described as violent.

Rotax is a formidable purveyor of power and when called upon, rarely under-delivers. No sooner did the Big Phone from Valcourt ring in Austria than crates came sailing back filled with a new version of the 80-degree V-twin we’ve come to know and love.

With the first squeeze of the loud handle we noticed a dramatic change in power delivery. In fact, we thought the new R felt less powerful than the former HO. Not true, of course, however, our Butt-o-Meter keeps telling us the new OL and Renny feel less intimidating at trail speed.

Here’s the twist: we found ourselves able to generate and carry more speed on trails as a result of reduced wheel spin from the R’ s torquey, more linear power delivery.

Once into a clear area with nothing but open fire road ahead, the R proved its point. There’s a least 70 stallions between your legs. Oh, and by the way, it feels mighty good.

We give solid approval to the new “R”. This is a much easier-to-ride yet unrepentantly fast powerplant. We think buyers will appreciate the more balanced delivery in tricky situations, particularly 4×4 runs when traction is elusive.

Twisty woods runs and tight bush trails will be easier to navigate while the transition from trail speed to fire road thrust is now mostly seamless. It’s interesting to us how both the new “R” Can-Am and the Thundercat deliver power much more suitable for trail speed navigation than some ATVs with considerably smaller engines.

All versions of the 2009 800 Outlander R come with new front fascia which includes a new bush bar on the XT and a more appealing look to the headlight and grill area. Other V-twin powered Outlanders (650 and 500) do not get this aesthetic touch up.