32 minute read
TAKE 5
VILLAINS
Villains have long played a role in our everyday life. There has always been a good versus evil feud and it made us stronger as individuals and made for a better society. Villains showed us that there is a first place and second place and while everyone should get a trophy for participating there should always be a difference in size and numbers on the actual award. For this issue of Take 5 we look at some of the best Villains of all time.
ALOUETTE VILLAIN SNOWMOBILE
Way back when Alouette is business and manufacturing snowmobiles, they featured three different Villain models in their line-up. A 440cc twin, a 440cc triple and a 650cc triple with three shiny chrome pipes hanging out the side. The Villain (especially the 650) were all limited race sleds and had some very interesting features. Instead of having a leaf spring suspension up front on the skis, they came with a coil over the shock which was a head of its time. Alouette knew the power of having star powered talent behind the bars and in the 1970s they had both Gilles and Jacques Villeneuve. The Villeneuve brothers could make anything go fast, which was exactly what the Alouette Villain needed. These stunning snowmobiles were not as competitive as the manufacturer would have liked as they were heavy and were still being made of steel while many manufacturers had already made the move using more and more aluminum.
SKELETOR
It takes a certain type of Villain to go against the mighty He-Man for 130 episodes over the course of two seasons and lose every time. If the name Skeletor isn’t scary enough this villain’s full name is, Skeletor the Lord of Destruction and Overlord of Evil. Skeletor was a hulking muscular beast with a training in kick ass and if that wasn’t enough, he was also powerful sorcerer. But he could never beat the boy toy known as He-Man. More often than not, Skeletor was defeated because of his blundering evil henchmen. We think Skeletor coined the phrase, “don’t blame the player, blame the game”.
SEGWAY VILLAIN
“Segway” is not just the transportation dream for “Mall Cops” anymore. Segway Off-Road entered into the ultra-competitive Side-by-Side and ATV Market recently and they immediately made waves with the introduction of their Villain SX10 which is a 1000cc 4-stroke producing 105 horsepower and the Hybrid model the Villain SX10 H W. The Hybrid is attracting a lot of interest as it is producing an unheard of 196 horsepower. While the Hybrid Villain hasn’t landed in dealerships yet, the demand is there for a Hybrid with this type of performance. When the Villain SX10 H W does hit showrooms and ultimately into consumers hands, it will sure to be seen hunting down a lot of the competition.
DICK DASTARDLY
His name says it all and Dick is one of the oldest active and underrated villains of all time. He first appeared in 1968 as the main character in Hanna-Barbara’s Wacky Races cartoon where he never won a race but was always competitive and also appeared as the lead character in Dastardly and Muttley in Their Flying Machines. More times than not, one of his “dastardly” deeds was foiled by his gang eliminating him from winning the race. He best evil doer in his gang was his dog, Muttley. Dastardly’s biggest catch phrases were “Muttley, do something” and “curses, foiled again”. Dick also made reoccurring bad guy appearances in other Hanna-Barbara cartoons such as Yogi Bear and his latest appearance was in the 2020 movie “Scoob”. Being a bad guy for 52 years isn’t easy it’s legendary.
DR. EVIL
Perhaps the most devious villains to ever hit the small or large screen. Dr. Evil featured many notorious henchman to conduct his evil deeds in order to take over the world. He was most notably accompanied by his best henchman, “Number Two”. Number Two was the brains behind Dr. Evil’s company Virtucon Industries which funded all of his evil doings. It was obvious from a young age that he was going to be as evil as he was due to his distinct upbringing. His father was a relentlessly self-improving boulangerie owner from Belgium and his mother was a French prostitute named Chloé with webbed feet. When asked about his father he said, “My father would womanize; he would drink; he would make outrageous claims like he invented the question mark. Sometimes, he would accuse chestnuts of being lazy, the sort of general malaise that only the genius possesses”. Though Dr. Evil was content with focusing his efforts trying to take over the world his biggest accomplishment was actually having sharks with laser beams.
HWY 48, Pefferlaw, Lake Simcoe 705-437-1122 • quinnsmarina.com
JUST 50 MINS NORTH OF TORONTO
ow good has the past year been to BRP’s ATV and sideby-side division? How about a 41 percent increase in 2021 Q1 sales? And most encouragingly, from the prospect of building a sustainable industry, a full 37 percent of those sales were to new riders. While there may well be a postpandemic letdown, at the very least, 2021 has given the off-road industry the opportunity to get more butts into more seats. But manufacturers realize that as great as the opportunity is, we may never see another year quite like it. Which makes it more important than ever for your brand to rise to the top—and BRP, with an astounding number of machines in every imaginable category, is going all out to become your brand of choice. Can-Am’s relentless pursuit of market share results in a nearly limitless model range
Maverick X3
For the Maverick X3, according to BRP, 2022 brings “refinement” to the unabashedly, performance-oriented machine. Because you can never have too much power, the paltry 195 horsepower of last year’s three-cylinder turbocharged engine has been upped by five to an even 200. But let’s face it, few of us would be able to tell the difference between 195 and 200 horsepower—unless of course, that engine is mated to a new primary clutch that BRP touts as a game changer.
The pDrive primary clutch uses rollers instead of sliders in its design, which BRP says reduces backlash for better performance, greater reliability, and lower noise. While competitor’s clutches require cleaning and inspection every 50 hours or 800 km, pDrive extends maintenance intervals to 100 hours or 3,000 km. Also, the claim of faster upshifting and back-shifting should be a boon when you need immediate power to the ground. SOME X3 MODELS RECEIVE MORE ROBUST FRONT LOWER A-ARMS AND THICKER MATERIAL IN THE REAR SUSPENSION LOWER LINK, IN ADDITION TO A REAR TOE PLATE THAT’S MORE THAN TWICE AS THICK AS BEFORE.
On top of (a smidge) more power and the promise of more precise clutching, select X3 models can be fitted with 10-inchwide 30- or 32-inch eight-ply Maxxis Carnivore tires. And because clutching is everything, turbo RR engines have a temperature gauge that monitors ambient air temperature in the CVT enclosure. While we’re on the topic of drivetrain, DS, RS turbo, and turbo RR models receive the smart-loc front differential, which will allow you to drive your way out of any predicament short of an overnight stay in Alcatraz.
Other Maverick X3 changes are geared toward durability. Some X3 models receive more robust front lower a-arms and thicker material in the rear suspension lower link, in addition to a rear toe plate that’s more than twice as thick as before. And because the most important piece of equipment on any side-by-side is the roll cage, tubing thickness has increased nearly 30 percent (ditto for the chassis material, too) for reduced flex and a claimed 13 percent increase in torsional rigidity.
Finally, before we move on from the Maverick range, we’d be remiss if we didn’t mention a pair of models we think are hidden gems in the BRP side-by-side lineup. The Maverick Sport has a 75 horsepower V-twin, and one of our favourite features on BRP side-by-sides: dynamic power steering. You wouldn’t buy a truck without power steering, and unless you’re strictly using a side-by-side for utilitarian purposes, we’d suggest fitting power steering too. The Maverick Sport is a modest 60 inches in width, and at a palatable $18,999, is a machine you can grow with, not out of.
Another understated gem in the Maverick range is the Trail. At a svelte 50 inches wide, the Maverick Trail excels when the going gets tight. Tired of making three-point (or more) turns because your side-by-side is too wide to comfortably navigate narrow ATV trails? This could be your machine.
Powered by the new HD7 engine (read all about it below), the Trail is also moderately priced. At $14,399 for the base model and $16,799 for the Maverick Trail DPS, with the primary benefit being the addition of power steering, it’s a machine that makes a lot of sense if you live in a region with ATV trials, but limited side-byside trails. And you can even get it in a 75 horsepower V-twin variant if you’re really in a hurry.
FUN FOURSOME. MAVERICK X3 MAX TURBO RR FROM $32,999
LET’S GET MUDDY. MAVERICK X3 X MR TURBO RR 64 FROM $31,099
MAVERICK X3 X RC TURBO RR 64 STARTS AT A COOL $32,699
Defender HD9
BRP’s new HD9 and HD7 ACE engines highlight 2022 revisions within the Defender range of workhorse side-by-sides. The 976 cc V-twin HD9 has the most horsepower (65) and torque (60 lb-ft) in its category and more get-up-and-go, claims BRP, than either the Polaris Ranger 1000 or the 812 cc Kawasaki Pro FXR.
It’s heartening to see technology like the new pDrive primary clutch immediately trickle down to machines in the lineup that more of us, more often than not, actually buy. The 650 cc single-cylinder HD7 ACE engine claims 52 horsepower, has throttle-by-wire, standard engine braking and turf mode (save that lawn!) and lowered noise and vibration levels vs. the outgoing HD5 engine. At a claimed 52 horsepower the HD7 ACE
THE TIRES GIVE IT AWAY. SCARE YOUR FRIENDS WITH MUD-LOVING MAX X MR’S 82 HORSEPOWER.
COZY IN THE CAB. SENSIBLY-NAMED DPS CAB STARTS AT $26,599
MAX LIMITED GETS YOU TO THE BEST HUNTING SPOTS. YOURS FROM $35,299
PRO LONE STAR HAS NOTHING TO DO WITH TEXAS BUT HAULS-A-PLENTY. FROM $26,899
FEEL THE BREEZE. MAX XT STARTS AT A SENSIBLE $23,099
positively wallops the 38 horsepower of the old HD5 engine and has five horsepower more than Yamaha’s marginally larger (686 cc) Viking model, claim BRP.
Perhaps the most stunning aspect of the Defender range is the sheer breadth of the lineup. While it’s true that the Defender range shares one of three engines (the HD7, the HD9, or the 82 horsepower HD10) the range has an astonishing 18 models. From the base $13,499 Defender on up through the $35,299 Defender Max Limited, the possibilities—especially once you start ticking the option boxes—is virtually endless.
The Defender range exemplifies the changing landscape of the marketplace. Once upon a time, a base-model side-byside (and before that, a base model ATV) was a relatively simple, crude machine that sounded—and drove—like a lawn tractor. But the past five years have seen a huge jump in both machine capability and sophistication. The base Defender is no less sophisticated than a modern base pickup. It may not have the bells and whistles of the top-of-the-line model, but it’s no less a machine because of it.
Conversely, high-end Defender models show how far we’ve come. The $31,799 Defender Limited, $35,299 Defender Max Limited, and the $34,199 Defender Pro Limited have fully enclosed cabins with heating and air conditioning. While it may seem unnecessary to some, 100 years ago, when the automobile ditched half doors and soft tops for a fully enclosed cabin people said the same thing. Few today would suggest we go back to the car as it once was.
Commander
To claim the Commander competes in a crowded market segment is a gross understatement. Half-play and half-work, the Commander is a machine that can be justified with the head and the heart. And because the head demands practicality, BRP has the facts and figures to convince you that the Commander will be a trusty, undemanding companion for years to come.
BRP created a chart where they chronicled the cost of maintenance over a fiveyear period. According to BRP, a Commander 700 requires significantly less preventative maintenance than competing machines. How much less? Half as much, says BRP. And because off-
IS THE 700 DPS BEST FOR WORK OR TRAIL, YOU ASK? BOTH. FROM $16,699
road machines lead a tortured life, BRP has gone to great lengths to ensure the Commander’s design doesn’t get in the way of keeping it running. The cargo box easily flips out of the way and access to the airbox, radiator, oil filler, CVT, and battery is quick and painless. Are you a procrastinator when it comes to cleaning your air filter? No more. The Commander’s can be accessed by one quarter-turn screw.
The range starts at the Commander 700 DPS (from $16,699) and progresses to the Commander 700 XT (from $18,899). Both are powered by the HD7 ACE engine and the XT adds painted bodywork (vs. colour-in construction on the DPS), bigger tires on aluminum wheels, a winch, a roof, and a considerably larger digital display than what you get on the DPS. Looking the business in “mossy oak break-up BRP CREATED A CHART WHERE THEY CHRONICLED THE COST OF MAINTENANCE OVER A FIVE-YEAR PERIOD. ACCORDING TO BRP, A COMMANDER 700 REQUIRES SIGNIFICANTLY LESS PREVENTATIVE MAINTENANCE THAN COMPETING MACHINES.
country camo” paintwork (the perfect title, incidentally, for a country song) the new Commander X mr 1000R (from $25,899) is BRP’s ultimate tool to get you into the woods for your next hunting adventure. Deeply treaded thirty-inch “swamp force” tires on 14-inch aluminum wheels more than hint at the R’s capability, as do mudguard extensions and LED headlights. And if you’ve ever had to fish underwater to
find your winch when you’re buried in mud, you’ll particularly appreciate the high-mount winch which is nearly at headlight level. The R also sports less obvious details that, nevertheless, are vitally important when the going gets miserable. Arched a-arms on the front suspension aid ground clearance and both the exhaust routing and the air intake to the CVT have been re-routed to lower operating temperatures.
And if you’re one who believes two’s a crowd, but four’s half the number you need to square dance, then the four-door Commander MAX XT-P 1000R ($30,799) could be the ticket. The focus shifts slightly from the deep-woods capability of the Commander X mr 1000R to trail performance, but the componentry remains top notch, with a roof, LED lighting, a winch, and Fox Podium QS3 30-inch tires on 15-inch aluminum wheels as standard.
With so many models in its 2022 lineup, the Can-Am faithful will be challenged to find the machine that best suits their needs, wants, and budget. Hopefully, we’ve given you a leg up.
“MOSSY OAK BREAKUP COUNTRY CAMO” HANDS DOWN THE BEST PAINT FINISH NAME. EVER.
MAX XT-P 1000R IS FOUR-SEAT PERFORMANCE TRAIL PERFECTION FROM $30,799
FUN. SENSIBLY. THAT’S THE XT 700. BEST FOR TRAILS OR HUNTING FROM $18,899
NOTHING BETTER THAN SHOOTING DUCK OR DEER FROM THE 100 HORSEPOWER X MR 1000R.
asily one of the most bizarre aspects of an already bizarre pandemic year has been watching some businesses thrive and others dive. House builders and septic tank installers are going flat out, while restauranteurs and airlines are gasping for breath. But who could have guessed that anything to do with outdoor sports—from bicycles to paddleboards to powersports—have had a year for the ages. For mega-company Polaris, 2022 is a year to cement its pandemic-purchasers to the brand and to coax the undecided off the porch and into the saddle. And with updates and upgrades across the lineup, we present an overview of all that’s new from the fine state of Minnesota.
RANGER
With a history stretching back more than two decades, the Ranger is a staple in the Polaris lineup. For ’22 the Ranger SP 570 ($13,399, all pricing in Canadian dollars) boasts a larger cargo box and in-cab storage and additional ground clearance—now at 11-inches. Because the world isn’t obligated to clear you a path, the Ranger has a modest 56-inch width and is powered by a 567 cc single that claims 44 horsepower.
Dumping that larger, 500-pound cargo box is a one-handed breeze, too, thanks to gas assist shocks. A two-inch receiver hitch facilitates a 1,500 pound towing capacity. Polaris claims legroom has been increased by two inches and the suspension (that
WHAT PRICE COMFORT? XP 1000 NORTHSTAR EDITION HAS HEAT AND AC FOR $33,799.
THE COOLEST, MOST COMFORTABLE RIDE EVER HEAT CONTROL KITS THE COOLEST, MOST COMFORTABLE RIDE EVER HEAT CONTROL KITS • COOLER MORE COMFORTABLE PASSENGER COMPARTMENTS • SPECIFICALLY DESIGNED TO CONTROL PROBLEM HEAT AREAS PER MODEL • COOLER MORE COMFORTABLE PASSENGER COMPARTMENTS • SPECIFICALLY DESIGNED TO CONTROL PROBLEM HEAT AREAS PER MODEL
AVAILABLE FOR: 2015-2021 HONDA PIONEER 1000-5 & 1000-3 2014-2021 HONDA PIONEER 700 2-SEAT 2019-2021 HONDA TALON 1000 2011-2018 CAN-AM COMMANDER 2-SEAT 2014-2018 CAN-AM MAVERICK 2-SEAT 2017-2020 CAN-AM MAVERICK X3 2-SEAT 2019-2020 POLARIS RZR XP 1000 2019-2020 POLARIS RZR XP TURBO & TURBO S 2008-2014 POLARIS RZR 800 2018-2020 ARCTIC CAT WILDCAT 2014-2021 KAWASAKI TERYX AVAILABLE FOR: 2015-2021 HONDA PIONEER 1000-5 & 1000-3 2014-2021 HONDA PIONEER 700 2-SEAT 2019-2021 HONDA TALON 1000 2011-2018 CAN-AM COMMANDER 2-SEAT 2014-2018 CAN-AM MAVERICK 2-SEAT 2017-2020 CAN-AM MAVERICK X3 2-SEAT 2019-2020 POLARIS RZR XP 1000 2019-2020 POLARIS RZR XP TURBO & TURBO S 2008-2014 POLARIS RZR 800 2018-2020 ARCTIC CAT WILDCAT 2014-2021 KAWASAKI TERYX
PRECISION CNC CUT FOR EASY INSTALLATION PRECISION CNC CUT FOR EASY INSTALLATION
boasts nine-inches of front travel and 10-inches of rear travel) has sealed bushes and bearings throughout, just in case things get muddy. And to ensure domestic harmony, the Ranger has something called the VersaTrac Turf Mode, which is a fancy way of saying that the rear differential can be unlocked so that when you’re working on your lawn you’re not shredding your lawn and creating more work.
A worthwhile upgrade to the base model is the Ranger SP 570 Premium ($15,899), which adds, most significantly, power steering. And if you’ve had it with freezing your behind off during early spring mud runs or in hunting season, the whole-hog Ranger SP 570 NorthStar Edition ($21,599) adds to the Premium’s features a roof, full doors, a glass windshield and rear panel, a winch, and a heater.
And if you’re someone who won’t go anywhere unless you bring the whole team, the three models listed above are also available as Ranger Crew models, with four doors and four seats. Features and specifications echo the two-door models, and prices are $15,299 for the base model, $17,799 for the Premium, and $24,699 for the NorthStar Edition.
Still can’t find a Ranger that works for you? Don’t despair. The Ranger range sports an inexhaustible number of variants. From the budget-conscious $11,699 Ranger 500 to the electric Ranger EV ($15,299) to the $33,799 Ranger XP 1000 NorthStar Edition (heat and air conditioning) to the mud-slinging $21,399 Ranger XP 1000 High Lifer Edition, the Ranger can be all things to all people.
A WILLING SINGLE POWERS THE ENCLOSED CAB HEATER-EQUIPPED $21,599 SP 570 NORTHSTAR EDITION.
Motorsports Suspension Specialists
YOUR GO-TO SHOP FOR HUGE RIDE AND HANDLING IMPROVEMENTS What makes the shocks so good?
Aluminium bodies with tough hard anodizing on inside bore reduces wear and resulting contamination this leads to a longer service life and more stable performance over that service life
Dual rate springs permit 1 - Soft top travel = better comfort, reduced steering effort, reduced left-right bobbling and dramatically improved tire grip as each tire can articulate much easier. 2 - stronger bottom travel = improved safety and greatly reduced bottoming which permits faster, safer operation with less chassis kick. Basically the window of operation is WAY bigger than with the stock shocks.
Extra large 16mm, 19mm and 22mm shafts (depending on body size) displaces more oil for better damping control
Stage 2, 4 & 5 models with rebound adjuster allow you to match the tire recovery to the speed you are going. Rebound control in the rear greatly reduces seat kick on a big bump.
POWERSPORTS INSTALLATION + SET-UP SPECIALISTS
Stage 3,4 & 5 models with compression adjuster for comfort and anti bottoming control.
Low-friction internal piston to separate oil from nitrogen for a highly responsive ride
Stage 3, 4 & 5 models have an external reservoir with added oil volume for more consistent action and extended service intervals
ACCELERATED TECHNOLOGIES
can guide you & your Quad or UTV to a custom set-up just for the way you ride. Whether you want supreme COMFORT, ground clearance, rock CRAWLING or mud TRACTION, we can help you pick a shock and spring combination to best suit your needs.
Motorsports Suspension Specialists
CANADA’S LARGEST DEALER
RZR
If the Ranger is about finding life/work balance, Polaris’ RZR range is unabashedly hedonistic—it’s all about fun. The base model is the $13,399 RZR Trail 570, and one step up is the $16,499 RZR Trail (yes, it’s a little confusing to decipher Polaris’ modelnaming nomenclature). Both models are 50-inches wide, which means you can negotiate narrow (as in ATV) trails without ripping mirrors or fenders off.
If you’ve got a bit more breathing room, the 60-inch-wide RZR Trail S could be the ticket. With three models that range in horsepower from 75 in the Trail S 900 ($18,999) to 100 horsepower in the Trail S 1000 ($22,199), you’ve got some choosing to do. Regardless of your choice, all RZR models have full doors (we like mud as much as the next guy—just not down our socks), a shade over 13 inches of suspension travel, revised adjustable seating, and a tilt steering wheel.
Welcome additions to the RZR Trail S are a seven-inch “glove touch” display, which includes GPS navigation and something called “group ride,” which allows you to keep track of your friends on the trail so they don’t abandon you and become your ex-friends. And because nothing makes you appreciate the sounds of nature more than an audio system with which you can obliterate the sounds of nature, the Rockford Fosgate 400-watt factory-installed system is at your command.
RZR Multi-Terrain models amp up the off-road prowess and, again, come in a multitude of models. For confirmed bachelors in the crowd, the $19,299 RZR RS1 is the industry’s only single-seater. Polaris claims the $24,299 RZR XP 1000 is the industry’s best-selling performance side-byside, and four-seater models are available, too, all the way up to the $40,499 RZR Pro XP 4 Ultimate with an eyeball-flattening 181 horsepower on tap.
And, finally, we have a machine that makes us want to be in grade school again. The $6,899 RZR 200 EFI is a kid-friendly side-by-side that sports a 180 cc fuel-injected single. But don’t let its modest price or small engine fool you. This is a proper machine with all the features that today’s hovering parents demand. The 200’s speed can be governed by an app, a feature ensures that riders are wearing helmets, and geographical limits can be imposed so your kids don’t head down to the pool hall. (Kids: ask your parents what a pool hall is.) Polaris has thought of everything with this model. A tilt steering wheel belies the modest price-point and it even comes with a pair of helmets.
SINGLE-SEAT RZR PRO XP4 ONLY SEATS ONE. IT’S PERFECT, IN OTHER WORDS.
GENERAL
Halfway between the oh-so-sensible Ranger and the let-it-rip RZR models, the General hits the sweet spot for many enthusiasts. And leading the charge for ’22 in the General lineup is the Trailhead Edition. In either the two-seat, two-door $32,299 XP 1000 version or the bring-the-gang $35,999 four-seater, these do-it-all machines may be the stars of the Polaris lineup.
Built, according to Polaris, for those “looking to go further, in search of new destinations and experiences, the XP 1000 is for longer, more adventurous hauls with riders and all their gear.”
And Polaris’ words aren’t just hollow ad copy. The XP’s Ride Command seven-inch glove-touch “infotainment” system allows riders in a group to follow a predetermined route even if they’re outside cell range. A follow-the-leader feature allows a designated rider to leave a “digital track” for everyone to follow to the destination. Another sweet feature is the capability to send texts within the group without cell service.
Travelling means bringing the goods, and a 600-pound-capacity dumping cargo box means nothing will be left behind. Adding cargo capacity is the “lock and ride adventure bed rack,” a rack that sits
BEST-LOOKING SIDE-BY-SIDE ON THE MARKET TODAY? GENERAL XP COMES IN TWO DOOR…
…OR FOUR-DOOR VARIANTS. THE SIDE-BY-SIDE FINALLY COMES OF AGE.
atop the bed with multiple tie-down positions that allows even more stuff to be dragged along.
Included in the (not insubstantial) price is a Rockford Fosgate audio system, a bumper-mounted light bar that turns night into day, and, perhaps most useful of all, a winch to get you out of trouble. One of the most unusual—and useful—features if you live in the snow belt is something called plow mode, which automatically raises and lowers the plow as you switch from reverse to drive.
And then there are the looks of the thing. In matte blue slate paint with matte orange accents these Trailhead Editions are stunning, and look like they’ve been designed by adults, for adults. Can it be that the side-by-side is finally coming of age?
SPORTSMAN
Just because side-by-sides are getting all the press it doesn’t mean the ATV is dead. Not if Polaris has anything to say about it. From kids’ machines to mud-holemastering 1000s, the Sportsman range is deep and wide.
Of note for ’22 are a pair of machines that fully integrate new technology into the good-old ATV. The Sportsman 570 Ride Command Edition ($13,599) and the Sportsman XP 1000 Ride Command Edition ($18,099) are equipped standard with (you guessed it) Polaris’ Ride Command technology as outlined in our preview of the General side-by-side above.
Sometimes technology can be more unwelcome intrusion than helpful companion, but Ride Command promises to be the latter. (If you’ve ever tried riding with a cell phone between your knees to help you navigate, you know what we mean.) Now you can let members of your group know the route as well as exchange texts to update everyone in case of the unexpected. And you’re not reliant on cell phone service, either.
Useful features on this upscale pair are three-position-adjustable electronic power steering, LED lighting, and front and rear arched A-arms for more generous ground clearance. Meaty 26-tires adorn the 570 (the 1000s are 27-inch) and aluminum wheels are standard. Powering the 570 is Polaris’ tested-and-true 44 horsepower single while the 1000 has a 952 cc twin with a muscular 90 horsepower.
POWERING THE 570 IS POLARIS’ TESTED-AND-TRUE 44 HORSEPOWER SINGLE WHILE THE 1000 HAS A 952 CC TWIN WITH A MUSCULAR 90 HORSEPOWER. THAT’S NOT ALL, FOLKS
Polaris makes an astounding number of side-by-side and ATV models, and our preview of its 2022 offerings focused on what’s new and notable. As far as trends go, we see the continuation of the sideby-side revolution, while ATVs will continue to have their adherents. At ATV World we don’t choose one over the other. As long as we’re outside and away from our desks, we’re happy to ride whatever comes our way.
We paused while reading the brochure for the new-to-Canada, hot-off-the-assembly-line Segway Snarler AT6 ATV range. Under the heading “Flaming LED eyes,” the text claims
Segway’s “off-road esthetic is bold, confident, and radically different,” and then, unable to restrain itself from a flourish, they call the Snarler “an untamed mechanical beast in the dark forest.” While it’s our duty to substantiate claims like this, we can’t, not this time.
Because the woods that surround the Ontario HQ for
Segway Canada are bursting with bright spring colours, and are about as far away from a dark forest as winter is from today (with apologies for the mention of winter). But we’ll do our best to see if the Snarler is indeed as “untamed” as Segway claims.
TVs leave little room for designers to work their magic. Dominated by big wheels and equally big fenders to keep the mud at bay, and with large carrying racks front and rear, beauty to A the ATV enthusiast is determined by how well the manufacturer addresses these challenges. In the case of the Snarlers, the answer is impressively well, though we’re not sure if they achieve the “controlled tension” that Segway claims in its sales literature. There was a time when a company new to a segment would need to spend years in the dark forest of product development before competitive products would see the light of day. It’s hard to imagine, given the success of the company today, but Hyundai’s Pony, the South Korean car maker’s
first foray into the Western marketplace, was so wretched it nearly skewered the brand for good. Product design—thankfully—has significantly moved on since the 1980s, and Snarlers aren’t saddled by poor industrial design, or by the use of sub-standard components or materials.
The three-model Snarler range is powered by the same twin-cam, four-valve, 570 cc single. Claiming 44 horsepower and 48 N-m of torque, the mill fires to life instantly, and settles into a smooth and quiet idle. Fuel-injection programming and CVT calibration for the Snarlers that we tested, matches the sophistication of units from major OEMs. And while 44 horsepower isn’t going to peel your cheeks back from your teeth, the Snarler is quick enough to be engaging, and for general trail and around-the-homestead-use, we’d rather have the Snarler’s sophisticated drivetrain calibration than a more powerful engine, hobbled by a lackluster drivetrain. “Untamed,” it’s not. But that’s a very good thing.
The base model for the range is the $7,995 Snarler AT6 SE. With 12-inch steel wheels (sporting 25x8 front tires and 25x10 rear tires), the SE has colour-injected bodywork with colour names that suggest someone within Segway had a four-martini lunch prior to heading back to the office. Your options? Dream green with bold black. Or smart blue paired with innovative grey. Our favourite, though it sounds like something related to physical rehab from an industrial accident, is the “electric white and tensive O&R.”
Up a notch in the Snarler hierarchy is the $9,595 AT6 SX. Immediately noticeable are the 14-inch aluminum beadlock rims with 26x8 front and 26x10 rear tires. Two of the base-model SE colours are maintained, though smart blue and innovative grey is jettisoned for dream green and bold black. Befitting of a colour upgrade, the SX’s bodywork is painted and not injected as on the base SE model.
As far as other upgrades to lure you away from the SE, the SX adds electric power steering, a 2,500 lb. winch, gascharged shocks (the SE’s are hydraulic) and locking front and rear differentials—the SE has a front locking differential only.
Tired of being alone? Looking for a little companionship? Then scurry over to the two-up AT6 LX. With a 57.1-inch wheelbase (nearly a full six-inches longer than the 51.2-inch wheelbase of the SE and SX) the LX is essentially a stretch-limo SX. Variations between the SX and LX, aside from a two-up seat with an included backrest, are fairly minor. The winch gains 500 lb. of capacity, to bring it to an even 3,000 lb., and the front and rear racks, which boast capacity of 88 lb. front and 132 lb.
NERVOUS PASSENGERS WILL APPRECIATE AT6 LX BACKREST.
rear (same as the SE and SX) are made of a composite material, and not steel as on the solo-seat models.
And your passenger won’t be the only one getting a boost—the LX’s lighting goes from the halogen employed on the SE/ SX to LED. Consistent on all three Snarler models are 10.6-inches of ground clearance, a system that modulates engine braking, a digital dashboard, a 2-inch receiver hitch and, because technology rules the universe, a “smart moving” app that allows you to access “real-time data” of your Snarler from your phone.
In our admittedly brief test session, the Snarlers behaved admirably. Despite giving it our best shot, we couldn’t get one stuck in the mud, so we can’t comment on the effectiveness of the winch, but the comfort of having a winch gave us the foolish nerve to attempt just about anything.
By the end of the day, we were itching to give the Snarler range a go on a long weekend ride. With 24 litres of fuel capacity, and useful features such as integrated storage at the tail-end and in front of the driver’s cockpit, it’s a machine that deftly straddles both sides of the pleasure riding/ workhorse challenge.
Segway’s ATVs are better than a brandnew, up-from-nothing lineup has a right to be. And the brand has within its global range—though not yet for the Canadian marketplace—the technology to become a major player in Canada. A bold statement? Perhaps. But for other markets, Segway has an ATV with the 1,000 cc paralleltwin that currently powers its side-by-side range. Even more intriguing is the model (again, not for us) that bolts a hybrid electric motor to the same base 570 cc single that powers the Snarler models we rode. The upshot? A massive boost in power and the ability to slink around in electric mode when you’d rather not announce your arrival. The benefit of such technology for hunting is obvious. As is the benefit for sneaking the Snarler back into the garage when you’ve lost track of time and missed dinner. Again. Our message to Segway? As good as the standard models are, we can’t wait to run the hybrids through their paces. Bring it on!
