32 minute read
TAKE 5
The word Prowl is a very predatory and means to move in a stealth like quiet mode normally in like an animal situation looking for its next meal. The word Prowler usually refers to a person that moves quietly, stealth like and secretly looking to commit a crime more often than not it’s a break and enter followed by a burglary. Police, older people, comic books, movies and even tv shows like Scooby-Doo have long been using the name “Prowler” referring to a person. Companies have also adopted the name Prowler, however their use of the name more often than not refers to an animal on the hunt looking for its next meal.
ARCTIC CAT PROWLER SIDE-BY-SIDE
With the highly lucrative off-road market experienced a growth spurt in the 1990s and with motorcycle manufacturers leading the market and the important market share of vehicles. This growth spurt had the three of the four snowmobile manufacturers (Yamaha was already manufacturing ATVs) scratching their heads on why they were not already in the lucrative market like the motorcycle manufacturers were. This was a no-brainer decision as snowmobile manufacturers as Yamaha was already doing it. They all had strong dealer networks, supply chains, engineers, designers, factories, etc. and in 1996 Arctic Cat made the headfirst jump into the ATV market with success. Nine years later in 2005 they introduced their first side-by-side, the Prowler. The Prowler was a utility/farm use side-byside that featured two bucket seats, raised floorboards, 12.5”” inches of ground clearance and 10” of suspension. Other key features included a tilting cargo bed that was fully composite and could hold 600 pounds. Since Arctic Cat introduced the Prowler it remained in the line-up until 2017 when Textron purchased the company and renamed the vehicle. However, in 2019 both the Arctic Cat brand was reintroduced and also the Prowler name which now features three models, the Prowler Pro, the Pro Crew and the Prowler 500.
ARCTIC CAT PROWLER SNOWMOBILE
Back in 1990 Arctic Cat came to the market with a new breed of Cat, featuring a 440cc liquid cooled engine producing around 65HP. The Prowler was designed to be a trail sled and later a special race model was released. It didn’t fair off to well against the competition on closed course racing or cross-country. The faring mounted windshield on the Prowler was the first snowmobile that Arctic Cat would try this on before moving it across the line-up to other models like the EXT, Pantera, Wildcat and Thundercat. Thankfully they abandoned the faring windshield for the model year 1994 and soon after they abandoned the Prowler snowmobile. While there was nothing really wrong with the snowmobile, customers opted for more appealing Arctic Cat models in the mid horsepower trail class like the Cougar, EXT and ZR.
PLYMOUTH/CHRYSLER PROWLER CAR
This car had a futuristic feel to it with a throwback look and it all based off a 1993 concept car. According to automobile guru’s the design came from a loose leashed engineers that were allowed to do anything they wanted to capture and deliver a “hot rod” from years ago. It does have a lot of “updated” similarities to the hot rod cars from the Capone era. However, it’s important to also note that also in 1993 when the concept was originally released it would have been on the heels the blockbuster movies Batman (1989) and Batman Returns (1992). If you take a long look at Batman’s car you might be able to draw some similarities. The Plymouth/Chrysler Prowler most powerful available engine was a 253 horsepower V-6 which gave the rear wheel drive, indy inspired, open wheel front wheeled car enough acceleration to keep drivers entertained. However, many wished that a larger big block V-8 engine would have been offered and production ultimately ended after five years. Production only ran from 1997 to 2002 for a total of 11,702 Prowlers.
NORTHROP GRUMAN EA-6B PROWLER AIRCRAFT
The Northrop Gruman EA-6B Prowler was a twin engine four seater designed for electronic warfare and was also capable of carrying anti-radiation missiles. The primary use of the EZ-6B Prowler was to jam enemy radar systems, gather radio intelligence on enemy air defence systems and to command and control aircrafts for air strike missions. The aircraft was in service from 1971 but was disbanded at different times with the U.S. Navy, U.S. Marine Corp., and the U.S. Air Force through 2019. The Prowler was used in military conflicts of Vietnam, the Invasion of Grenada, the interception of the Achille Lauro high jacking, Desert Storm and as recently as the operations in Afghanistan, Iraq and Syria. Boeing’s EA-18G Growler started replacing the Prowler in 2009.
THE PROWLER MARVEL COMIC BOOK CHARACTER
Comic book collectors everywhere are thanking Stan Lee for his creation of the “Prowler”. The Prowler was first featured in the Spectacular Spider-Man (October 1980). In this Comic, the Prowler is a teenage genius named Hobart “Hobie” Brown. Unfortunately for Hobie, he didn’t have any superhuman powers but he was naturally inventive and created special “prowler technology”. “Prowler technology” was basically technical gimmicks such as small explosives, gas pellets, etc. Most recently, the fictional character named Aaron Davis played the Prowler in the Ultimate Comics: Spider Man #1 (November 2011). Aaron Davis didn’t have quite the run at being the Prowler like Hobie did. In the end, Davis sacrifices himself to help the world be a better place. Hmmmm… Sounds similar to Arctic Cat sacrificing their Prowler snowmobile to make way for the ZR 440.
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JUST 50 MINS NORTH OF TORONTO
THE global pandemic has been a right pain in the ass. And that we’re all ready to get back to normal (even if we’ve forgotten exactly what normal means) is, in the charged political climate of today, perhaps the only thing on which we can all agree. But now we can add one more thing to the list of what we agree on—the great caterpillar invasion of the summer of ’21 is running a close second to the pandemic in terms of aggravation for off-roaders.
ot being able to ride your ATV or side-by-side is, admittedly, a first-world problem. But (most of us, anyway) have adhered Nto public health regulations and stayed at home and off the trails, or kept to our regions, or ridden only with family members. No cookouts, campouts, mud-bogs or club runs. To finally return to the woods is like returning home. But not this year. And, unimaginably, it has nothing to do with the pandemic. Instead, it’s those caterpillars. But that’s not our only problem. As we unload the $18,999 CF Moto ZForce 950 EPS Sport from our trailer (along with our Can-Am ATV photo mule) on the eastern shore of Ontario’s Georgian Bay, we’re not yet aware of what we’re in for. And it’s hot. Really hot. The kind of heat that makes the roll cage of the ZForce, when you lean against it, feel like the grill of a barbeque.
Suited up and ready to go, we blast onto a new-for-us trail system (and yes, we’ve got passes) and immediately run into our first roadblock. To say the trails are gnarly is to grossly underestimate reality. The ruts are deep enough to strand a giraffe on its belly and the trail is so tight that there isn’t any way to circumnavigate the ruts. And, despite being in the midst of a drought, the ruts are muddy. But it’s not just any mud. It’s mud masquerading as quicksand, and Ontario, on this day, is doing its best to emulate a Florida swamp in August’s heat.
And just like that, we’re stuck. Really stuck. It’s as we unfurl the winch and walk toward the stoutest tree we can find that we become aware of the caterpillars. They
TOUGH NEVER LOOKED THIS SMART.
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Vehicle may be shown with optional features. *6000-series aluminum alloy. ◊ Class is Full-Size Pickups under 8,500 lbs. GVWR. † Some mobile phones and some digital media players may not be fully compatible. Don’t drive while distracted. Use voice-operated systems when possible; don’t use handheld devices while driving. Some features may be locked out while the vehicle is in gear. ^Towing: Max towing on F-150 SuperCab 8' box and SuperCrew 4x2 with available 3.5 L EcoBoost, Max Trailer Tow Pkg. Class is Full-Size Pickups under 8,500 lbs. GVWR. Max towing varies based on cargo, vehicle configuration, accessories and number of passengers. Payload: Max payload on F-150 Reg Cab 8' box 4x2 with available 5.0 L V8 engine and Max Trailer Tow and Heavy-Duty Payload Pkg. Class is Full-Size Pickups under 8,500 lbs. GVWR. Max payload varies and is based on accessories and vehicle configuration. See label on door jamb for carrying capacity of a specific vehicle. ™ Trademark(s) of North American Car and Truck of the Year Corporation used under license by Ford Motor Company, Limited. ©2021 Ford Motor Company of Canada, Limited. All rights reserved.
hang from branches like sinister Christmas ornaments. Some are the height of your head (all the better to get stuck in your hair) while others cling to your body, your gloves, and your boots. They’re everywhere. And in the silence of the early morning you can hear them crunching on leaves, shredding the foliage until the trees are bare.
As surroundings to test a side-byside it’s borderline unfair, but the trails we—most of us—ride aren’t the carefully chosen ones you see in manufacturers’ brochures and videos. The trails we ride are the trails we ride. Simple as that. And today’s trail is a short trip to hell for a sideby-side.
Due to the burgeoning popularity of side-by-sides, most trails today have been subtly tweaked to allow wider, less maneuverable side-by-sides to play in the woods alongside ATVs. But not this trail. Unlike our tag-along ATV, which can thread through trees—even if it, too, struggles in the quicksand—the ZForce has a much wider turning radius, which necessitates three-point turns to keep it on the trail. Unfortunately, all the back-and-forth to keep the ZForce between the trees means forward momentum is sacrificed. Did we mention the ZForce has a winch? Thankfully, it’s a very good 3,500 lb capacity winch. And it’s standard, too.
While a compromised turning radius isn’t solely the ZForce’s fault (the competition is scarcely better) a wonky driver’s side seatbelt is making life difficult. When you’re in and anxious to go, the seatbelt must be withdrawn with the speed that a fish climbs a tree or it locks solid. Had we been chased by bears we’d have been lunch meat by now.
With an 8-valve, 963 cc V-twin that claims 79 horsepower at 7,000 rpm and 60 lb ft of torque at 6,200 rpm, the ZForce isn’t lacking for gumption. It doesn’t have the eyeball flattening power of the boldest and brightest from the major OEMs, but outright power, on most
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of the trails we ride, is as useless as trying to fully exercise a 700-plus-horsepower Hellcat Charger in Monday morning commuter traffic.
Often, on machines we test, it’s the little—and not so little—details that make the difference. And today, when frequent hydration is a necessity, the rear box (a $673 option) mounted in the bed is a lifesaver. Instead of jamming water and power bars into backpacks that’ll get covered in caterpillars, we keep our goods and our camera high and dry in the box, which has a generous 100 kg capacity.
Too bad we can’t say the same for our feet. While we acknowledge half-doors give most side-by-sides a lighter, more athletic look, the charm wears off the first time you hammer through water. Or quicksand. Fortunately, it’s a problem rectified in the way most problems can be fixed—by an infusion of cash. Dry feet and legs are yours for the $673 required to buy the optional door kit. Make it standard, CF Moto, and the world will beat a path to your door.
If the arduous trail conditions had an upside it’s that we were able to determine that the ZForce’s CVT transmission is a gem. Even in the intense heat, power was always available and thrust instantaneous, and credit must also go to the excellent calibration of the Bosch fuel injection.
We didn’t get enough high-speed running in so we can’t confirm the acceleration in sport mode is “startling” (CF Moto’s words), but a spell on a fire access road let us know the ZForce has more than adequate power. Suspension wise, 280 mm of front-end travel is facilitated by a double A-arm system while 300 mm of rear travel is via a trailing arm setup. Both front and rear suspension is adjustable for compression and rebound damping. Wheels are aluminum, with 14-inch rims with a width of 7-inches up front and 8-inches out back. Tires are 27 x 9 x 14 front and 27 x 11 x 14 rear.
Shifting between two-wheel-drive and fourwheel-drive is smooth and effortless, and the differentials lock electrically. And, speaking of electricity, we just couldn’t live without the electric power steering.
The ZForce, to our eyes, is a handsome machine, with a notable exception. The dual air intakes to the aft of the cabin look like the kind of rocket launchers you see in low-budget, straight-to-video sci-fi movies. They made us think of some of the questionable styling flourishes on the cheap electric scooters that clog bicycle commuter lanes in the inner city.
At first blush it would appear that the A STEERING-WHEELMOUNTED HORN BUTTON ISN’T OBTRUSIVE AND CAN BE OPERATED WITH THE MOST CUMBERSOME GLOVES. WE CHALLENGE ANYONE, WHEN FACED WITH THE URGENCY THAT THE USE OF A HORN WARRANTS, TO FIND THE ROCKER SWITCH THE INSTANT YOU NEED IT.
externally-mounted rearview mirrors, turn signals, and horn are out-of-place on a dirt machine. But even if you aren’t able to ride on public roads where you live, they’re surprisingly useful, as a short stint on a secondary road confirmed. While driving back to our tow vehicle (we weren’t up to the challenge of retracing our route through the woods) we were trailed by a man in a Ram who felt the urge to rule the road. Instead of simply swerving around us, he hovered his massive grille two-feet off our tailgate. But a simple application of the right turn signal and the gentle but progressive application of the brakes deterred him enough that he passed. With the demon trucker passed, is was easy enough to rejoin the road.
Our only reservation with the roadgoing equipment is its integration into the ZForce’s design. For the last near-century horn buttons have been successfully placed in the centre of steering wheels. Why side-by-side manufacturers (CF Moto is not alone in this) continue to have the horn and turn signals operated by switches in the centre console puzzles us. A steering-wheel-mounted horn button isn’t obtrusive and can be operated with the most cumbersome gloves. We challenge anyone, when faced with the urgency that the use of a horn warrants, to find the rocker switch the instant you need it. You won’t. Ah well, you can always revert to the old standard and yell obscenities instead.
While we liked the view from the ZForce’s externally-mounted mirrors, they’re vulnerable to damage from branches knocking them out of position. Eventually, we stopped readjusting them and marveled at the view of the forest floor as we trundled along. At the very least, the roll cage exoskeleton should have protrusions to protect the mirrors, or maybe a better option—at least if you don’t opt for the rear storage bin which would block the view—is to opt for the $173 mirror that mounts inside the cabin.
We almost felt bad for the conditions we put the ZForce through. But tough conditions immediately bring the weaknesses of a vehicle to the fore. And the ZForce comported itself extremely well. Yes, CF Moto has a few minor issues it could address (couldn’t we all) but the ZForce is a sound machine. Best of all, it has a limited five-year warranty—and a company willing to stand behind its machine gets our vote every time.
There are times in life when discretion is called for. But not now. Not when you’re on a 450-class ATV—Yamaha’s Kodiak 450 EPS SE—and you’re trailing a pair of experienced riders on more potent machinery. With one rider on Yamaha’s Kodiak 700 EPS SE, and the other on Yamaha’s nominee for the fastest machine to gobble up a fire road, the two-wheel-drive, tail-wagging Raptor, it’s no time to take it easy. After losing ground when a wasp flew into his helmet (which caused exaggerated arm wagging and head shaking), our 450-pilot had to make time, which caused him to take a chance that could have ended very, very badly.
Things you should never say to your partner—at least if you’re not looking to make your partner your former partner—should begin with this: Don’t praise them for having a “mid-sized body”, even if it’s true, and even if it’s considerably kinder than true. And yet, when our Kodiak 450 rider held his breath, and didn’t slow for two trees that were closer together than he first thought, as soon as he passed between them—and once he got his breath back—he praised the 450 for having what Yamaha refers to as a “mid-sized body.”
With that challenge met, our 450 rider put his foot to the floor (well, his thumb to the handlebar, but that doesn’t sound nearly as good), and in a few minutes, he was on the tail of the wild-child Raptor. Had we been aggressively running rail trails or fire
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roads, this likely wouldn’t have been the case, but on the tight-n-twisty forest trails that are typical of our riding, and likely your riding too, the 450 more than held its own.
And when you consider that the Kodiak 450 EPS SE isn’t even a full 450 cc—its displacement is a humble 421 cc—it’s even more impressive. Lest you think this is some kind of high-strung, motocrossinspired son-of-Raptor engine, think again. With a single overhead cam and two-valves per cylinder, this ATV is no spec-sheet darling, but it gets the job done impressively well. (Yamaha, on its website, clarifies the valve situation on the Kodiak 450. It has “1 intake and 1 exhaust” valve, they write, as if options to this were a possibility).
Even odder than Yamaha’s valve clarification is the startling admission, one we have never witnessed from an OEM before, that the 450’s cylinder “can be over-bored in the event of an issue.” In the age of planned obsolescence, the idea of a manufacturer stating that the life of your ATV can be extended by the purchase of a first- or second-over piston is starling, and welcome.
In other nods to practicality, the Kodiak 450 has a hole in the plastic skid plate to ease oil changes, and the oil filter is an automotive-style spin-on item. Additionally—and you’ll appreciate the importance of this if you have ever stood up to your shins in mud, attempting to diagnose an electrical glitch after running through a water crossing with too much enthusiasm—the main electrical connectors are marine-style, waterproof fittings. And since off-roading is either done in the mud or the dust, the Kodiak’s air filter is washable and reusable.
The EPS in the Kodiak 450’s name is for Electric Power Steering, and it’s a game changer. Unlike rudimentary systems that leave you without feeling for what the tires are doing beneath you, the Kodiak’s power steering is speed sensitive. When you’re crawling over rocks at a walking pace, it’s at full strength. At speed, assistance is dialed back to facilitate confident, predictable, sure-footed handling. The system works brilliantly. But perhaps the biggest advantage to EPS is that it ends the misery of having the handlebar ripped from your hands in the rough going.
Elsewhere on the Kodiak 450, the drivetrain is 2WD/4WD, with a locking differential and “ultramatic” engine braking. This eliminates the most aggravating aspect of traditional CVTs; AS ATVERS, OUR BACKSIDES DEPEND ON TWO THINGS; SUSPENSION TRAVEL AND GROUND CLEARANCE. THE KODIAK 450 HAS 171 MM OF FRONT TRAVEL WITH 189 MM OUT BACK, WHILE GROUND CLEARANCE IS A GENEROUS 245 MM
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when revs drop, the transmission disengages right when you could use the engine to slow your machine. Yamaha also claims that because engine braking allows you to go easier on the brakes, it extends their life.
Other features on the Kodiak 450 are a standard factory winch and aluminum wheels, with 25 x 8-12 front tires and 25 x 10-12 skins out back. The two-inch receiver hitch facilitates towing up to 600 kg, and keeping an eye on your progress is an LCD gauge cluster with readouts for speed, odometer, hours running and fuel level. The latter has a feature where the gauge flashes to let you know you have burned through the 16.8 litre tank and are about to have to hoof it out of the woods.
As ATVers, our backsides depend on two things; suspension travel and ground clearance. The Kodiak 450 has 171 mm of front travel with 189 mm out back, while ground clearance is a generous 245 mm. A major retooling has endowed the machine with a much roomier cockpit vs. the previous generation Kodiak too. The seat is 110 mm longer (and can be removed without tools), and there is more leg and knee room, because never have we met an ATV or side-by-side that couldn’t benefit from more spacious surroundings.
OK, let’s get down to money. At $9,999, the Kodiak 450 EPS SE is fairly priced. But let it be known that you can buy a Kodiak
450 for less. The base model without EPS is a slight $7,899. Next up on the ladder is the 450 EPS for $9,099. Finally, on top of the heap is our test model with its SE designation. The difference in spec between the EPS and the EPS SE comes down to two-tone paint, a nice set of aluminum rims and—wait for it—colour matched springs on the shocks. Whether it’s worth the extra $900 is your call, but the EPS is essential in our books as it adds a degree of comfort, control, and safety that’s truly worth the money.
Accompanying us on our test ride was the big brother to the Kodiak 450—the Kodiak 700 EPS SE. With a 686 cc, singlecam, single-cylinder four-valve engine (wait, don’t tell us—it must have two intake and two exhaust valves), it’s a $2,500 upgrade to the 450, and comes in handsome copperhead orange metallic. Can’t get down with orange? Budget an additional $200 for covert green.
In many ways, the two machines are near-identical. The 700 has a larger fuel tank, and like the 450, benefits from an enlarged radiator with over 50 percent more capacity vs. the previous Kodiaks. What’s most surprising is how similar the two machines feel on the trail. More than once we had to look down at the machine to remind us whether we were riding the bigger or the smaller ATV. They’re that close. At least in the kind of tight and muddy riding that dominated our testing session. On fire roads, predictably, the 700 would walk away from the 450, but not as markedly as you’d expect.
We wouldn’t have predicted before riding the pair that we would have been so attracted to the 450, which truly punches far above its displacement. But that’s just us. If your body-type long ago surged past “mid-size”, or if you tow or haul the spoils of your hunting expeditions out of the woods on an ATV, then the big machine is the better choice.
And, just as with the 450, the Kodiak 700 comes in a trio of models, from the non-EPS $9,899 base model, to the $11,199 EPS, to our EPS SE tester. But take note—the 450 EPS SE comes with a winch, but the 700 EPS SE does not. It’s an option that’ll set you back—give or take—about $500. And an ATV without a winch is like Halloween without a sugar rush—it just doesn’t make sense to pinch pennies here.
Irrespective of your preference for big or small, Yamaha’s Kodiaks are wellbuilt, impressively engineered machines. Yamaha, wisely, has kept body dimensions in check, and its clutching—aside from durability, the most important aspect to any ATV—is flawless. As ATV displacements balloon (a 686 cc single isn’t as impressive sounding as it once was), it’s important to remember what kind of riding you’ll be doing. We’re as susceptible as anyone to becoming wrapped up in the bigger-is-better syndrome—but sometimes all it takes to make you question your preconceptions is a 421 cc machine that does everything you ask of it without a single complaint.
450 OR 700? GAP BETWEEN MACHINES IS CLOSER THAN YOU’D IMAGINE.
Arctic Cat has reconfirmed its commitment to the powersports industry with their 2022 off-road line-up. For Model Year 2022, Arctic Cat off-road products has significant enhancements to current models, and new technology. The line-up includes the previously announced all-new Alterra™600 ATV; upgrades to the utility-focused Prowler Pro side-by-side integration of Garmin® ‘s TREAD™; and new Arctic Cat-tuned CVT systems on several models.
Steering and control is made easier on the Alterra with Electronic Power Steering which helps at all speeds and when going through obstacles like mud. The body design of the Alterra also keeps the rider cooler from the exhaust heat with a unique engine orientation and exhaust routing.
rctic Cat has been part of the powersports industry for 60 years, and the Model Year 2022off-road lineup focuses on our continued dedication and investment in the brand,” said AHeidi McNary, Vice President and General Manager, Powersports for Textron Specialized Vehicles Inc. “From launching the all-new Alterra 600 models to making substantial upgrades to the Prowler Pro and aligning with Garmin to provide state-of-the-art GPS technology integration, Arctic Cat is committed to the off-road industry, our dedicated riders and providing the ultimate experience on our vehicles.” Last April, Arctic Cat their new ATV, the all-new Alterra 600 which was built from the ground-up. The new Alterra features an new engine, drivetrain and chassis to deliver increased power, better handling,
The Alterra comeS standard with a 2” rear receiver and a towing capacity of 1,050lb. The all new Alterra 600 SE features 12.25” of clearance, 27” inch tires with aluminum wheels, front and rear racks and bumpers plus a 3,500lb Warn winch all with a MSRP $12,299.
The Alterra’s all new 600cc, 45 horsepower engine is manufactured in the USA at Arctic Cat’s St. Cloud, Minnesota facility.
more durability. The all new 600cc, singlecylinder, fuel-injected engine is even built by Arctic Cat in the United States. The single-cylinder engine makes a total of 45 horsepower while the new chassis with a lower center of gravity which provides better balance, increased stability.
The CVT system features a set of Arctic Cat-tuned CVTech Trail bloc drive and Invance driven clutches that have a smooth low-speed engagement, which does actually provide less strain on your belt, and this ultimately provides longer belt life.
Another item that is worth pointing out for 2022 is that the exhaust which is routed down and out of the middle of the vehicle to keep heat off the rider, which is really noticeable on longer rides and especially on those hot days. Electronic 4WD engagement for switching from two-to four-wheel drive, and easily accessible storage under the handlebars. The Alterra 600 is available in four different models: EPS, XT, LTD and SE.*
Arctic Cat has also made significant improvements to the three-person Prowler Pro and six-person Prowler Pro Crew side-by-sides for Model Year 2022. The Prowler Pro is known for its quiet 50-horsepower, 812cc EFI engine, comfortable ride, unmatched capabilities, ample storage, and durability. To build upon these features, the2022models feature a new suspension with more ground clearance —up to 13inches —to better navigate worksite obstructions or trail hazards. The suspension is tuned for enhanced comfort and control, no matter the terrain. Arctic Cat also beefed up the half-shafts to match the added capabilities of the revised suspension. The vehicles also feature a new performance-tuned CVTech clutch that is perfectly suited to utility applications, with Arctic Cat-tuned Trail bloc drive and Invance driven clutches for increased performance, smooth low-speed engagement, and long life. Operators will enjoy consistent performance with faster acceleration, smoother power delivery, and a throttle response that will not fade over time. Arctic Cat also improved the engine cooling system to reduce fan run time and enhance engine performance. All models are equipped with an aggressive new bumper with integrated headlight protection and new aluminum,
The Prowler Pro XT features a $19,249 MSRP and comes nicely equipped with standard equipment such as a premium front bumper, a hard top, a 4500lb Warn winch and Powergrip tires with black wheels.
The Prowler Pro Crew Ltd., HAS AN MSRP OF $22,949.00 and comes from the factory featuring both front and rear bumpers, a hard top roof that covers the entire cab, an overhead console kit, plus a 4500lb Warn winch and features Powergrip tires with black wheels.
Prowler Pros feature an 812cc 3 cylinder EFI engine that delivers 50 horsepower and 48 foot pounds of torque. The selectable-locking rear differential option is controlled by a button on the dash which allows the rear wheels to rotate independently.
With up to 13” of ground clearance and 10” of front and 9.5” of rear suspension travel, the Prowler Pro will be able to go where you want while giving you a comfortable ride.
seven-spoke wheels that provide the perfect finishing touch.
The Prowler Pro and Crew are available in three models: •EPS in Medium Green.•XTin Phantom Grey featuring a premium front-bumper, Medium Green springs, 4,500-lb.Warn®winch, LED-accented front lights, and standard roof.•LTD in Fossil with color-matched Spark Orange front bumper, springs and ROPS; premium seats;4,500-lb.WARN Winch; LED-accented front lights; standard roof and overhead storage console.
The Wildcat™ XX side-by-side was built for a superior ride in every aspect and has the only true trailing-arm rear suspension in its class. Its off-road racing-inspired suspension system features standard 30-inch tires and heavy-duty components to deliver exceptional handling and more than 18 inches of travel in the front and rear. The FOX®2.5 PODIUM QS3 Shocks with Bottom-Out Control are precision-tuned at the factory, with the flexibility to absorb and smooth out the most challenging rides. The Wildcat XX’s powerful 130 horsepower, 998cc threecylinder EFI engine is the highest horsepower, naturally aspirated engine in its class, offering unmatched power to the ground for an exhilarating ride experience.
The vehicle also features the most electrical output in its class to power various accessories for additional customization, and its spacious cabin is comfortable for a wide variety of riders.
For 2022, the Wildcat XX LTD and SE models are equipped with the all-new ADAPT clutch system featuring Arctic Cat-designed drive and driven clutches for increased performance and better
The Wildcat XX LTD, is Arctic Cat’s performance side-by-side flagship. It comes standard with Fox 2.5 Podium QS3 shocks with bottom out control, 130 horsepower engine 15” of ground clearance and 18” of front and rear travel.
The Wildcat XX features a dual CVT air intake providING a steady airflow which helps in hot conditions.
New for 2022 on the Wildcat XX SE and LTD is the ADAPT CVT clutch. both the drive and driven clutches are lighter than in years previous and have a compact design with an advanced idler system. ADAPT maintains a constant belt tension throughout the entire RPM range which helps with belt life and throttle response.
serviceability. The system provides faster acceleration and a smoother power delivery for a more exhilarating ride. ADAPT’s constant belt tension throughout the ride and improved cooling results in minimized wear and longer belt life with lower emissions.
The Wildcat XX is available in three models:•XX in Fossil and Black with Spark Orange accents and a color-matched suspension; •LTD in Flat Black with Medium Green accents featuring a color-matched suspension and ROPS. The vehicle also includes the ADAPT CVT, and front and rear bumpers; •SE in Phantom Grey with Electric Blue accents featuring color-matched suspension and ROPS. The vehicle also includes the ADAPT CVT, frontbumper, 3,500-lb. winch and Rock sliders.
To further enjoy the Arctic Cat riding experience, the company is working with GPS leader Garmin® to integrate TREAD™, the rugged 5.5-inch Powersport Navigator into select off-road vehicles. TREAD can be seamlessly integrated with installation kits for the Prowler Pro, Wildcat XX and Alterra 600. Included mounting hardware allows TREAD to be mounted on the dash of Arctic Cat ATVs and side-by-sides. It features a glove-friendly touch screen and is built to withstand the most extreme temperatures, terrains, and weather. The unit has preloaded topographic and street maps for North and South America. In addition, its high-resolution Birdseye Satellite Imagery can be downloaded directly to the device via Wi-Fi® connectivity without a subscription. Its built-in altimeter, barometer, compass, pitch and roll gauges help riders navigate challenging trails and terrain. The premium GPS kit adds the capability for Group Ride Radio (available in the U.S. only) which features group tracking for up to 20 riders. When paired to Bluetooth®, it offers handsfree communication so the rider can focus on the trail and stay in contact with other riders.
The TREAD GPS Kit retails for $549.95, with the Premium Kit retailing for $699.95. Install kits are sold separately for$39.95 or $69.95, depending on model.
Arctic Cat continues to offer the Prowler 500, Alterra 700 TRV, Alterra 450, Alterra 300 and Alterra 90as part of its Model Year 2022 off-road lineup. All models feature a 60thanniversary decal and are available in Arctic Cat dealerships this summer.
The Prowler Pros have a 2000lb towing capacity.
