UFORCE 1000 XL 6 PLACES: IT’S FINALLY HERE!
Introducing the newest member of the UFORCE family: the XL. The largest and most powerful in the lineup: 6-passenger, twin-engine 963cc, and ample cargo space. It’s time to get to work! cfmoto.ca
Photo for informational purposes only. Prices and specifications on the cfmoto.ca website.
Activate and remotely start your Snarler ATV, Villain SXS, or Fugleman UTV within a certain range through the Segway Powersports App. The innovative App allows you to connect to your machine via Bluetooth to start it from the comfort of your tent or home.
Customize your Segway Powersports Canada vehicle directly from the app. Control features such as speed limit settings and EPS.
Stay connected to your Segway Powersports Canada vehicle with real-time data including residual mileage, torque, horsepower and more!
Limit the speed remotely so you can have peace of mind with your younger riders or friends who are new to off-roading. Watch the vehicle on the GPS and have peace of mind while your machine roams free!
Community is at the core of off-road riding, and with the Segway Powersports App you can network with friends and team up on rides.
Pinpoint your secret hunting spots or create routes on your favourite trails to share with friends. Sharing your locations with friends has never been easier, and it’s all embedded within the Segway Powersports App.
Track your live location, share it with loved ones or an emergency contact so you can enjoy safety on the trails!
16 year old Cameron Burnham from Bonne Terre, MO. races out of the AXC Series.
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ATV World Magazine is the Official Publication of The OFATV, The Halliburton ATV, The Kawartha ATV and the Renfrew ATV Associations. ATV World is the official Magazine of the Toronto International Snowmobile, ATV & Powersports Show and the North American International Motorcycle SUPERSHOW. ATV World is published six times per year by Outback Publishing Inc. Printed at Trade Secrets Printing. Copyright 2022. All rights reserved. No part of this publication may be reproduced without the written consent of the publisher. The publisher is not responsible for unsolicited manuscripts. Publication Mail Agreement 40973567
Therehave been a lot of great rides that we’ve been on this Spring but the most memorable ones are the ones that are going to put me on even more rides in the future. They say invest now for your future and that’s what I have been doing with taking my kids to various “grass tracks” laying down lap after lap.
It reminds me of when I was younger just punishing a 225cc Yamaha Moto4. The never-ending field laps around my grand parents farm. Hundreds of kilometers laid down each weekend on the exact same never changing track. Those times are all being relived with
my kids, especially my son. While I was a little older and the Moto-4 was considerably larger it’s all-relevant. I had a lot of great adventures at a young age, basically riding in circles for hours chewing up tanks and putting on miles. But at the time every corner was different and the straightaways were like runways at an international airport.
Speaking of adventures we have a lot of rides lined up this year and you will be able to read about them in future issues of ATV World Magazine. I’m really excited for one that we have planned later this month in Halliburton area. There are 12 of us going for 4 days of
riding. It’s going to be one to remember that’s for sure.
In this issue we have a lot of great reads for you, check out the suspension editorial to find out more of what is going on beneath you. The guys have been ripping on a six-wheeler which they were impressed with and a Scrambler that seems impossible to outdrive. If you are into good old fashion chaos, this issue’s Scene It should help you with some good old fashioned desert racing. Sit back, relax, snap a cool one and enjoy the issue.
Rich
The Polaris RZR Factory Racing team put together an impressive performance at the 35th running of the King Shocks SCORE San Felipe 250, with Wayne Matlock taking the overall win in the new RZR Pro R and Polaris sweeping the top three Pro UTV classes. The Polaris Factory Team commanded the field as Matlock dominated the Pro Open class in route to the overall victory, while Justin Lambert took second overall and first in the Pro Turbo Class. Finishing the day was Joe Bolton, winning the Pro Naturally Aspirated Class aboard his RZR XP1000.
Throughout the 277-mile race, Matlock methodically navigated his Pro R across the rugged Baja desert to take the checkered flag and win in 6 hours, 8 minutes, and 50 seconds, nearly 5 minutes faster than the next vehicle. Wayne started the race in pole position in his class; however, he’d need to work through the dust of nearly 30 other UTV’s in the Pro Turbo class ahead of him to contend for the overall UTV crown. He’d do just that. By mile 45, Wayne had already worked his way through half of the pack.
Polaris Racing teammate Justin Lambert set a blistering pace and held the first physical position all day while feeling the pressure of 30 other Pro class UTV’s behind him.
At mile 215, Justin Lambert was still out front as the physical leader and in contention for the overall on corrected time.
Meanwhile, the unforgiving Baja terrain would put Wayne Matlock’s Pro R to the test, where he’d face some downtime in Matomi Wash, one of the most notoriously rough sections of Baja. After regrouping, Matlock put his foot down to have a chance at the overall win. He put together an impressive charge, passing half a dozen vehicles in the last 50 miles to secure the top spot in the Pro UTV Open class and capture the overall win, beating Polaris teammate Justin Lambert who secured the Pro UTV Turbo class win.
Mike Cafro and Craig Scanlon rounded out the podium in Pro UTV Open, giving the Polaris Factory Racing team a podium sweep in that class. In the Pro Naturally Aspirated class, Joe Bolton came away with the win after battling hard and swapping the lead position multiple times with Polaris racer Kaden Wells and the Risq Racing team.
While celebrating his victory, Wayne Matlock said, “This RZR was on absolute rails all day. This is by far one of the roughest off-road desert races we compete at and the Pro R handled it flawlessly.” Matlock continued by explaining, “Baja threw everything it had at us but this Matlock Racing team never gave up and we just kept pushing to the front. I can’t wait to get back down to Baja in this Pro R for the 500!”
Lexus released a Recreational Off-Highway Vehicle (ROV) with a hydrogen combustion engine. This ROV is able to provide a “near zero-emission” using its hydrogen-burning 1.0-liter engine. The question is, is Lexus getting ready to enter the off-road market or are they just building hype? Time will tell but it might be hard for some to think of strapping a moose from the hunt to it or to run a Lexus through a mud bog. We believe that there is a place in the world for a luxury side-by-side much like there is for a Rolls Royce.
Job Posting: Sales Coordinator – Jr. Sales associate
Do you have a passion for Powersports? Are you great on the phone?
On Snow and ATV WORLD Magazine seeking a hardworking, organized, well-spoken team player with excellent communication skills to join a dynamic and fast paced sales team to provide Sales Coordination to Sr. Sales Staff along with undertaking responsibilities of intermediate sales.
We are seeking a Powersports enthusiast to join our growing Sales Team. If you’re results oriented, motivated, and have an overall interest in the Powersports Industry; Snowmobiling, ATV, Motorcycle, boating – Come in and meet with us.
• Must be organized, great customer service skills, the ability to multi-task, and can exhibit the drive to keep up with a dynamic and quick moving group, and wants to learn.
• Understanding of Social Platforms such as Facebook, Instagram and Tik Tok; how to use, grow
• Possible heavy lifting and powersports riding, driving a truck and the knowledge on how to properly back up a trailer.
• Photography and Video skills is a plus.
• Intermediate to advanced riding skills are required.
• Experience in MS Word, EXCEL, Sales tools.
The ability to fit in to a dynamic, diverse and energetic team in a fast paced and ever-changing environment, assist in ongoing projects, follow guidelines to produce results.
Responsibilities include: Build and maintain customer relationships. Manage sales database, scanning and uploading to database, organize electronic files, create a productive daily routine to meet tight deadlines, daily follow up tasks, communicate over the phone and in person in a professional and accommodating manner.
Must be a team player and have a good sense of humor. Must have driver’s license and able to travel to Canada and USA. Email resume to info@atvworldmag.com
Powersports enthusiasts across North America were glad to hear the NFP Toronto International Snowmobile, ATV & Powersports Show, proudly presented by AMSOIL, announced there dates earlier this month for 2022 – Back for this fall, the show will take place October 21-23, 2022 at the International Centre.
Coupons are now available on-line and advanced discount tickets are now on sale. Mark your calendars now, we did. www.torontosnowmobileatvshow.com
Recently Polaris decided to suspend snowmobile and off-road products being shipped to Russia in response to the invasion of Ukraine. We are not sure when exports will resume at this time.
The potent mixture of adrenaline, determination, and pride has been getting mankind into trouble for decades. WARN® has always been at the head of the class when it comes to bailing them out. Now, the all-new AXON™ and VRX™ have rewritten the rules for high-performance winches, with game changing technologies and the bomb-proof reliability only WARN can offer.
The potent mixture of adrenaline, determination, and pride has been getting mankind into trouble for decades. WARN® has always been at the head of the class when it comes to bailing them out. Now, the all-new AXON™ and VRX™ have rewritten the rules for high-performance winches, with game changing
Almost 150 crews hit the starting line for the seven-day 1,200 kilometer Fenix Rally in the Sahara Desert. Adding to the excitement of the race there was a sandstorm which was so severe that the event organizers were forced to change a full days route out of safety concerns. The gruelling course and sandstorm didn’t slow the CF MOTO CFORCE 1000 ATVs piloted by Antanas Kanopokinas and Adomas Gancierius who finished in first and second place. This was the second time that both athletes participated in the Fenix.
You don’t need to bring out the crystal ball to know that side-bysides will be costing you a bit more this year. With the increase of fuel, freight and supply chain shortages buckle up when you see the end total on your invoices. Rumors is that some customers are not even getting a final invoice amount until their unit arrives. In Canada the Federal Government has also helped increases by implementing a “carbon tax” and a “carbon tax increase”. This new tax has successfully increased the cost of just about everything which must have been the goal behind it.
GBoost Technology, Inc. and Segway Powersports US are now offering high performance replacement drive belts and tools for Segway’s new Villain and Fugleman UTVs.
“When Segway reached out looking for clutching solutions, we were happy to help!” says Matt Henderson, Product Development Manager for GBoost.
“We were able to provide Segway with dependable, quality solutions that will directly reflect into their customer experience.” adds Tyler Lightner, National Sales Manager.
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.
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
You don’t need to bring out the crystal ball to know that side-by-sides will be costing you a bit more this year. With the increase of fuel, freight and supply chain shortages buckle up when you see the end total on your invoices. Rumors is that some customers are not even getting a final invoice amount until their unit arrives. In Canada the Federal Government has also helped increases by implementing a “carbon tax” and a “carbon tax increase”. This new tax has successfully increased the cost of just about everything which must have been the goal behind it.
In an era that North America is always trying to expand its manufacturing sectors, BRP answered the bell. BRP’s Manitou Pontoon plant in St. Johns, Michigan expanded its workforce to almost 200 jobs. The Lansing Economic Area Partnership helped BRP with the expansion with performance workforce training credits and grants.
Seems that Polaris is well on their way to releasing an electric snowmobile. Polaris has shown a variety of photos of different electric test vehicles which includes snowmobiles. Is there a need for Polaris to deliver an electric snowmobile? We’d say yes, there is an appetite and open wallets since their newly released electric Ranger XP Kinetic side-by-side (claimed to be the most powerful UTV gas or electric on the market) sold out in a matter of hours from its launch. More to come on this however their strategic partnership with ZERO Motorcycles was very well planned out.
VP Racing Fuels, producer of performance fuels, lubricants and additives, recently announced that it is leaving the racing and automotive product industry, changing the company name, and shifting focus to the technology sector.
VP will discontinue production and sales of its current product lines and begin producing nonfungible tokens (NFTs) for the metaverse under the name of VP Tech, Inc. NFT price points will vary.
The Pink Ribbon Riders have announced their latest prize that they will be raffling off September 27, 2022. If you want to support the Pink Ribbon Riders now is a great time to purchase a ticket for your chance to win a 2022 Harley Davidson Fat Boy 114 FLFBS which has a retail value of $21,549. Tickets are limited to 2500 and are offered at $30 each or two for $50. www.pinkribbonriders.com
Polaris has expanded their robotic paint application system in Roseau, Minnesota, with a new 28,000 square foot building expansion. This expansion will house a new robotic liquid paint system which will support both snowmobiles and off-road vehicles.
Nivel Parts and Manufacturing recently acquired long time Minnesota based performance snowmobile, ATV and UTV clutching and performance products manufacturer Erlandson Performance. Nevil’s new acquisition nicely complements their portfolio which currently owns other powersport companies such as Falcon Ridge, Highlifter, Seizmik and Snorkel Your ATV LLC.
Yes, you can order your kids a Tesla Cyberquad for a mere $1,900 US. The new Cyberquad electric four-wheeler features a full steel frame, adjustable suspension, rear disk braking and LED light bars. The lithium-ion battery powered quad can travel for 15 miles on a charge reaching a top speed of 10 mph. Orders will begin shipping in 2-3 weeks. However according to their website, the Cyberquad is out of stock.
Almost 50 years after Can-Am first started manufacturing twowheel motorcycles the company has reintroduced an all-electric line-up and are expected to hit the market in 2024. You don’t have to be a fortune teller or a palm reader to see the trend that BRP will be announcing more and more electric vehicles across all their product lines in the very near feature.
(Photo courtesy W.Va. Dept. of Commerce)
Great news continues to come from the famous trail system. For the 21st consecutive year the Hatfield McCoy experienced rider growth on the trails and in 2021 were able to almost double the amount of trail permits sold compared to 2020. Permit sales almost hit 95,000 and had more than 29,500 new riders in 2021. www.trailsheaven.com
Extremely strong and rigid steel tubing provides protection and versatility with an integrated winch mount, LED light mount, and full aluminum skid plate.
For this issue’s Scene It we made our way to the USRA Drunkards Wash race in Price, Utah for some desert racing. The USRA is an off-road racing organization that features desert racing for motorcycles, ATV’s and UTV’s as well as a Motocross series. The thirteen-race series has been in operation for over 50 years, making for a large following of passionate racers and off-road clubs. The Price, Utah race featured three UTV classes and both the ATV A/B race classes all running simultaneously with a snow topped mountains backdrop. This type of racing is very exciting to watch with all the different vehicles on the track at the same time giving spectators a real feel of how all the different driver/vehicle makes it very entertaining to watch and see how each vehicle/driver combo stacks up.
Garth Frandsen kept the goal in site for another competitive finish in the ATV A Class, ending up in fourth and a sixteenth overall.
Photos by Shawnee Cook
Team and family members, Craig and Amy Griffin of the UTV Production Class raced hard to a tenth overall and fifth in the UTV Production Class.
It was lights out once again for Keith Rossberg in the UTV Unlimited Class claiming first overall and first in Unlimited Class. Keith has been the guy to beat all year.
This is the entertainment of this type of racing with all classes running at the same time. Chris Brown (UTV production) finished in 11th overall and 6th in production class. Kyle Cook (ATV A Class) finished 12th overall and 2nd in ATV A Class. Brown has been very consistent this year and must have been disappointed finishing out of the top five in the Production Class. While Cook has been nothing short of impressive, often winning races and being a fixture on the podium.
A big day for Geoff Barnes winning the UTV Production Class and finishing with a fourth Overall.
Dallas Raddatz in the ATV A Class has been leading the points race this season and was able to land in the 7th Overall position but was first in the ATV A Class.
Going two for two. JR Trotter made it two for two with a second-place finish in the Unlimited Class ending up and placing second overall.
Sometimes four wheels isn’t enough to get you or you gear to where you need to be. The affair that off-road enthusiasts have had with six wheeled vehicles isn’t something that just started when Can-Am released their new Defender 6x6. Fifty-five years ago Ontario Drive & Gear launched a fully amphibious off-road capable vehicle called an ARGO. In the last fifty-five years there have been numerous attempts at creating the best six wheeled vehicle. We take a look at five of the best.
First launched in 1969 MAX ATV’s and re-established again in 2002, Max ATV’s are in the amphibious capable world of off-road. They are not the largest vehicle in this class, however their nimble size makes it easy to navigate through treacherous terrain. The three model line-up or is not as deep as other manufacturers in this field however the MAX vehicles are extremely capable and can venture into swamps, water…basically anything.
Just the name “Big Boss” screams power. You can’t help but feel like a real Boss when doing work around the property with this Sportsman. Featuring a 1,500 pound towing capacity and a 800 pound rated gas assist dump box, chores just got a lot more fun. Having a width of only 48 inches and an overall length of 116 inches, allows you to still go where traditional ATVs go but you do have to watch the larger turning radius.
Originally, the six wheeled Gator started out as a five wheeled beast that resembled a motorized rickshaw and thankfully this Gator morphed into a sturdier vehicle. The TH Gator 6x4 will isn’t the biggest or most powerful six wheeled off-road vehicle. But it is a well proven work horse. You will see the vehicle used by more grounds keepers especially at golf courses and stadiums hauling supplies around and injured linebackers of the field more than any other off-road vehicle. The saying says it all “Nothing runs like a Deere”.
Can-Am launched the six wheel Defender line-up as a big off-road work horse. When it comes to six wheels of off-road, Can-AM didn’t just spike the ball they also kicked a field goal and sacked the quarter back on the following play. This Vehicle was made for work use and hunting but designed for fun. With a towing capacity of 3,000 pounds and a 4.5x6 foot box, powered by a 976 Rotor liquid V-Twin that pushes out 82 horsepower it can do any job imaginable. For 2022 there are three different six wheeled Defenders to choose from.
The grand daddy of all 6x6 off-road vehicles, Ontario Drive & Gear launched their go everywhere vehicle back in 1967. When the first ARGO hit showroom floors it featured a 24 horsepower 2-stroke Kohler engine that would help propel the vehicle through the woods, swamps, water and snow. It’s hard to believe that in the beginning many referred to it as a “swamp buggy” or even a bathtub with wheels. ARGO have evolved many times with engines, sizes, accessories, etc. but a three key things haven’t. A sealed amphibious body, and engine powered transmission which is behind the skid-steer steering. After 55 years, the ARGO is be far your best choice of weapon to get through so many different types of terrain. In 2022 ARGO now offers twenty-six different models making it the most complete amphibious line-up on the market today.
Monster Jam here we come, and ridiculous oversized ATV lovers, get ready because a good one is back again for 2022! Polaris is known to always find a way to set the bar higher and think outside the bo x with new ideas, and in model year 2021, they delivered again when they launched the S-Model Scrambler and Sportsman lineup. These machines have a stag gering 55” wide stance, and have uprooted everything we previously thought defined an ATV.
After a long winter season of other distractions, we are finally getting back to some of our favorite summertime passions. It didn’t take too lo ng for mine and other people’s excitement surrounding this machine to return. R eflecting on its launch in 2021 and the fun that we had riding it, really got my testosterone pumping… it’s possible my computer got pregnant while writing t his!
ot a whole lot has changed in its re turn in 2022, but why should it have?
This machine is still holding the crown of the “King of the Crossover ATV’s” in our opinion. Polaris has added the “Lim ited Edition” on the 2022 Scrambler too, and they mean Limited this time! These machines have been long sold out by the time you are reading this. So, if you want to join the exclusive club of owning a monster sized ATV, start saving your pennies for the 2023 pre-orders because we don’t expect to see many of these in dealer’s showrooms this summer.
For 2022, your option again is only in one color choice, but she definitely got an upgrade in the good looks department over last year’s rather boring black/red! It now features the popular color combination of Radar Blue with Chartreuse accents. The new suit really turns heads on any Polaris machine they offer it on across their entire powersports spectrum, and certainly no different here on the Scrambler.
For those of you that are unfamiliar with the magnitude of how big and capable this machine is, the 55-inch-wide stance is by comparison 7-inches wider than a stand ard trail width ATV. Its massive 14.5-inch ground clearance dwarfs the 11.5 on the standard, but still very capable, Scram bler 850. Lastly, add a 57.4-inch-long wheelbase, adding over 4-inches from the standard scrambler, and almost 7-inches longer than some competitive ATV’s (like the Can-Am Renegade). Being this large, Polaris was able to use some existing components from the RZR XP lineup such as front differential and half shafts, so they are certainly building it with abuse in mind! All this stretching does come at a cost, being quite a bit of added weight. Polaris claims the dry weight at 881lbs., but reports of real-world weights over 950lbs. with all needed fluids and a full tank of fuel seem to be pretty accurate.
Under the hood, the Scrambler is still powered by the veteran and very proven 952cc ProStar twin that makes around 89HP. The power is disbursed via four identical sized 27 x 9-inch Duro Powergrip II Tires on 12-inch aluminum wheels, which gives you the option to rotate the tires from front to back and extend the life of your tire set. Two power modes are available and easily controlled via the dash controls. Standard mode is more for cruising, with easy-to-handle moderate acceleration. For those days when you are feeling reckless and power hungry, switch it over to “Perfor mance” mode for maximum acceleration, where you can spin all four tires on demand.
Electric Power Steering is standard of course, and it is a necessity when you are wrestling with a large machine like this at slower speeds, but the Multi Select EPS takes it a step further. For those riders that prefer more of a classic responsive feel to a manual steer machine, this is a perfect compromise. You can select from three dif ferent modes; Low, Medium and High. The differences between modes are relatively subtle, and we found that for our riding style, Low or Medium is just about right for most situations. But if you are setting out on a very slow and technical trail, clicking it up to high will take the last little bit of effort
A FACTORY 11-INCH PRO ARMOR LIGHTBAR LIGHTS UP THE NIGHT AND AN ADJUSTABLE 3-INCH RISER GIVES COMFORT TO SMALL OR LARGE RIDERS. THE TOP SPORT/UTILITY QUAD ON THE MARKET IS ARGUABLY THE SCRAMBLER XP 1000 S LIMITED WITH THE 55-INCH STANCE, WALKER EVANS SHOCKS, 14.5-INCHES OF CLEARANCE AND A PRICE TAG TO MATCH!out of navigating through those bottomless mud spots.
Riding on top of a set of four Walker Ev ans remote reservoir three-way adjustable shocks, it delivers 12.5-inches of up front and 14-inches of rear, bump destroying travel. These come with tons of adjustabili ty with tool-less quick-change compression knobs up top - giving separate high and low adjustability, and rebound adjust ment on the bottom of the shock. All are changed easily with a screwdriver. Dual rate springs give even further adjustability where you can modify the crossover point between springs easily with the supplied
tool. Overall, the standard factory set tings do seem rather stiff in comparison to some other Polaris models. However, out of the box, riding the factory setup offers very little body roll and adds to its superior stability in all different conditions.
If you like to stay clean when riding, I wouldn’t suggest this ATV for you. The extra width mounted on the standard plastics designed for 48” width really throw the mud around back at you. Polaris did design this with a smaller fender addition which does catch a lot of debris, but it certainly could be bigger.
Night riders get a Pro Armor 11-inch LED light bar which is a much-appreciated standard option for an abundance of clear white light when needed. The primary headlights are still antiquated halogen bulbs that really need a boost!
The standard adjustable 3-inch handle bar riser makes for a perfect transition from sitting to stand up riding for those average height riders. The standard hand guards are a welcome addition when gloves alone are not enough to protect your knuckles while following your buddy a bit too close!
One neat feature that Polaris added was the security lock. This is an optional ena bled feature that allows you to create a PIN (Passcode) that will prevent the engine from turning over. Sure, you can always
One thing to note about this oversizedmachine is to be sure to check your lo-cal riding area regulations for maximumwidth allowances. Many trails acrossnorth America are segmented by width,and the vast majority of standard ATV’sare a maximum width of 48-50-inches,so this would not come close to qualifying. These trails are so common, it wasone of the defining factors for Polaris todevelop the RZR trail UTV which sits atonly 50-inches wide, almost a half-footnarrower than this Scrambler.
take the key out at pit stops and accom plish the same, but in my house, where I have two young kids that are always trying to sneak a ride on dad’s ATV, it certainly is a welcome feature for us keeping them where they belong on their Sportsman 110cc wheelers.
With an MSRP $17,799 USD / $20,999 CAD, this isn’t priced as an ATV that the average consumer would purchase to just use on a few hunting trips or plowing the driveway. Buyers are more tailored to be all-in as this to be their primary summer vehicle. Nothing is cheap anymore these days by anyone’s standards, but what you get in comparison still does deliver a lot of value.
BY MARK BONCHER
ack in high school, I thought my grandfather’s Gator was the best utility vehicle ever imagined. We cut and hauled enough cords of wood to make Paul Bunyan jeal ous. Scroll forward many decades and a new 6x6 rules the roost when it comes to pulling, towing, gripping, and power. That would be the new Can-Am Defender six wheeled Limited… this thing is a beast! You will not find another machine that can do what this can when it comes to comfort and utility.
There are plenty of amenities on this “Limited” machine, but we’ll start with the basics that make this side-by-side the ultimate ranch hand. Power comes from a Rotax HD10 V-twin, liquid cooled engine pumping out 82 ponies and 69-ft.lbs. of trailer pulling torque and 3,000 pounds of towing capacity. Hook up that pontoon boat from the back of the barn to the 2-inch ball/ receiver, and take it straight up a mountain if you want! But you will do it with ease and smoothly with an intelligent throttle control, fuel injection, CVT transmission with QRS secondary, and additional airflow to keep that belt on the CVT nice and cool. You’ll have confidence in the power of this machine, whether in low; high; reverse; 4-wheel drive, or 6-wheel drive.
At over 2,300 pounds dry, this one isn’t something you’re going to be ‘sending’, but that’s not what this burly brute is made for. With a Visco-Lok automatic locking front differential, it is meant to get all the wheels working for you easily when you need it. Plus, you’ll have electronic hill descent control, (yes, just like your $100k fancy new truck) but also 3 different driving modes including ECO, (most fuel efficient) ECO off, (little less efficient) and Work (meant for the toughest situations and least fuel efficient). If that wasn’t enough, you will be able to turn the wheel with one finger, due to the fact this has Dynamic Power Steering as well.
If you do get in a little trouble, or need to pull an entire oak tree around, which many
SPEAKING OF OBSTACLES, THE ARCHED DOUBLE A-ARM SUSPENSION UP FRONT COMES WITH TWIN TUBE GAS SHOCKS AND A SWAY ARM TO KEEP THINGS ON THE LEVEL.
of us think we do or will have to at some point, you can do that with the 4,500-pound winch on the front XT Bumper. And when you need to stop abruptly for that moose on the trail, there’s 220mm hydraulic disc brakes with twin piston calipers that will quickly do the job. The power gets put to the dirt via 14-inch cast aluminum wheel with Maxxis Bighorn 27 x 9 x 14-inch front tires and 27 x 11 x 14 rear shoes.
The cargo box on this mo-chine holds up to 1,000 lbs., and the bed has power tilt on it, so you won’t need as much icy-hot after a day of work… and the work will go faster! The tailgate holds up to 250 lbs. too, so your kids won’t break it when they run and jump out of the back-end (true story). The box is a full 72 inches long and 54.5 inches wide, so there’s a lot of space here, and with 13 inches of clearance, you won’t get hung up on those sneaky stumps and sniper rocks.
Speaking of obstacles, the arched dou ble A-arm suspension up front comes with twin tube gas shocks and a sway arm to keep things on the level. The rear suspen sion is an arched TTA with similar gas shocks and it has an external sway bar. It is honestly not the ‘total off-road Baja race-edition’ shock package, but it more than gets the job done. There’s a full skid plate too, in case you do mow over some thing unexpected.
There’s a lot of them, and there better be for the mid-30-40k price tag (US/CA). The only real downfall is the blah blue color scheme, but it works with the blacked-out rims. With a full roll cage, windshield, full doors/windows, and a 3-person bench, this is meant as an all-weather rider. The seats flip up and the driver has an adjustable seat too. No more excuses to put work off due to the weather when you have this Defender in the toolbox.
All weather means hot or cold as well, so there’s an auto heating and air con ditioning climate control system too! The front windshield tilts and has wipers on it, and there’s a big panoramic rear-view mirror. Put your side windows up and down with the touch of a button as they are electric. Vision at night is great as well with LED lighting all around.
You can watch all this side-by-side’s vitals from the nice 7.6-inch digital gauge, and use the keypad to check speed; odometer; trip and hour meter; fuel; gear; driving modes; 4x4 and 6x6; differential lock; engine temperatures; voltage, and probably stream the newest episode of Yel lowstone. The hard roof with liner is perfect for use in all four seasons too, and it also has a dome light, but getting those liners clean isn’t always fun. But you can easily get in and out with a tilting steering wheel. Quite literally, the interior is twice as nice as my first Ford truck!
Thankfully, BRP outfits this cowboy Cadillac with a 1-year warranty, with a 30-month extended warranty available… for a price of course.
ALL WEATHER MEANS HOT OR COLD AS WELL, SO THERE’S AN AUTO HEATING AND AIR CONDITIONING CLIMATE CONTROL SYSTEM TOO! THE FRONT WINDSHIELD TILTS AND HAS WIPERS ON IT, AND THERE’S A BIG PANORAMIC REAR-VIEW MIRROR.
If you are not aware of this system fromBRP, versions of it are used across manyof their vehicles. From dirt to snow to water.
It is a throttle by wire system instead of acable system. Sensors and servos do thejob here, and up until recently, there was aMUCH different feel than a cable system.Just one of the things BRP does to differentiate themselves on the technology front.
INthis series of articles, we are going to try and help you understand the basics of how the suspension system works on your ATV or Side x Side. We will also touch on maintenance, and then delve into tuning and other options for improvements.
he modern off-road vehicle is a complex assembly of parts, but is fairly simple when broken down. They are basically comprised of a few key sub-systems that are bolted to the main frame, each tasked with doing a different job. The engine of course is perhaps the most celebrated, as it is responsible for forward and reverse motion, and can be selected for high torque if the quad is utility based and expected to carry or pull high loads at lower speeds. It can also be biased towards high horsepower for strong acceleration and high speed. A strong manufacturer will have a range of engines to fit different markets and different specific vehicles in their line-up. Other typical subsystems for example are the brakes; start ing with the foot pedal engaging the master cylinder, pushing fluid down the lines out to the wheels, on out to the calipers, squeez ing the rotors. Again, options will best match application based on vehicle cost and expected use of the machine. But we really are here to look at the suspension sub-system, its variations and more impor tantly, its functions and duties. However, decisions get made at the manufacturing level as to the quality and the quantity of suspension travel installed on each quad, to best fit the application at the lowest possible cost. This reality, knowing that on most models, suspension quality gets compromised when trying to keep the cost in check, allows for a lot of room for improve ment.
Final preload adjust to set rider sag needs accurate rider weights. Matt’s weight was.. ahem…‘adjusted’ to match the customers as close as possible.
For plowing duty, Elka shocks were selected to improve damping and stronger springs selected for the extra weight of the cab and plow.
If we were to ask a room full of enthu siasts what the duty of the suspension is, I’m sure the first one to put their hand up would yell, “For the bumps!”
This answer would cause half the remaining hands to drop. The remaining answers get a little trickier.
“Comfort” is another good one. “Control” is related to the first answer, but more specific. “Ground clearance!” the guy in the Camo cap would grunt. “Traction” the lady in the front row would quip, “and safety” she adds thoughtfully, basically complet ing a very good list of what we expect our suspension to do for us as we ride down the trail.
How the suspension system is actually doing its job, is pretty simple really in its execution. Bolted to the main frame are a pair of A arms at each corner of the vehi cle, aptly named for the capital ‘A’ shape when viewed from above. The reason there are two arms is so that the wheel can be kept perpendicular as it travels from full extension to full bottom of the suspension cycle, while holding onto the spindle, bear ing and brake assembly. The length of the ‘A’ arms is considered when deciding how wide the vehicle is going to be and how much suspension travel it needs to have. There are advantages and disadvantages everywhere, so compromises get struck. A wider vehicle will have longer A arms and usually more suspension travel. It will be much more stable and able to carry more passengers in greater comfort. However, wider vehicles fit on fewer and fewer trails, they cost more, and become difficult and expensive to trailer to places. A narrower UTV will cost less and have handling advantages in the woods as it can go down tighter trails, but in the end, it will have shorter A arms, less stability, less cargo capability and ultimately, less maximum sus pension travel. The options are there, so think carefully
Proper springs and proper preload may just achieve the 2” lift you are looking for…
Improper spring selection yields a tender (top) spring that doesn’t engage a crossover system or even coil bind to firm up its end rate. Compressing the shock assembly to bottom permits replication of its operation in the field.
and research if you are purchasing. Out at the end of the A arms is the spindle and brake assembly with the wheel bearing, and finally, the tire. Roughly halfway down that A arm, we find our suspension unit, the star of our story, usually called ‘the shock’. The bottom will generally be bolted to the lower A arm, and the top will be bolted to the main frame of our ATV/UTV. Since the shock absorber is mounted approximately halfway down the A arm, we can expect that there is roughly a 2:1 ratio between wheel motion and shock motion. So, if the wheel has 12” of suspension ‘travel’, the shock will generally have 6” of stroke. This simple math allows us to keep the length of the shocks reasonable to get the job done.
The term ‘shock’ is loosely broken down into the damper inside, surrounded by the spring on the outside. This is where the term ‘coil over’ comes from, when the spring surrounds the damper, keeping the functions of motion and support together in one tidy package. The in ner damper looks after controlling the up and down motion of the vehicle, and the spring or springs surround ing the shock support the weight of the vehicle, gear and occupants. Now, to divide it out, the four shocks will each have springs designed to roughly hold up 1/4 of the weight of the vehicle. Engine and passenger placement as well as the exact motion ratio of the shock to wheel will dictate the spring rate and preload selected. For example, if the engine is in the rear of the machine and there is a trunk or box above, we can expect the rear springs to be stronger than the front springs. Also, if exhaust and air intake plumbing require the shocks to be mounted closer to the centre of the vehicle, that will change the motion ratio of that corner and increase the required spring rate as well. But, why complicate things with expensive shocks? What if we just used springs and no inner dampers? Well, the machine would bounce uncontrollably after every bump or pothole like an old trailer. Friction in the bushings, collars, axles and bearings would eventually stop the motion, unless you had the nerve to hit another bump or even think of touching the throttle or brakes, and then the oscillations would continue endlessly
until you finally stopped your quad to vomit from sea sickness. Dampers are there to calm this unwanted ‘post bump’ motion and greatly enhance rider control, enjoy ment and safety. Dividing up the directions of the damper is simply up and down, or more clearly, Compression (wheel com ing up) and Rebound (wheel going back down). Very early automotive dampers used simple mechanical friction to ‘wear out’ this motion and bring oscillations to a stop, but they needed constant adjustment and generated excessive heat when bump
This heavily modified Mule with a steel cab and front and back racks is going on the scales. Our Intercomp scales revealed that the surprising 2886-pound weight will need much heavier springs. New shocks were ordered with appropriate springs.
Stock shocks on right. Not serviceable, limited preload range, no damping adjustability, no easy spring rate options.
Aftermarket shocks on left. Serviceable, re-valveable, infinitely threaded preload, multiple damping adjustment options, multiple spring rate options both straight rate and dual or triple rate available.
SO, DO WE REALLY NEED TO SERVICE OUR SHOCKS AND WHY?
WELL, LIKE YOUR ENGINE, THERE IS A RELATIVELY SMALL AMOUNT OF OIL LOOKING AFTER A PRETTY IMPORTANT TASK INSIDE THOSE DAMPERS.
frequency was high on rough roads. This brought on the advent of oil filled dampers, which were tidy, didn’t rust, didn’t freeze and on later designs could be adjusted for different road or trail conditions. The modern oil filled damper, if so designed, can resist motion in both compression and rebound directions, and can do so for thousands and thousands of trouble-free cycles, without any love or service.
To look inside, the most basic shock will have an upper oil cylinder with an eye mounted on one end, bolted to a fixed location on our chassis or frame, and a damper rod sticking out of the lower end, that we bolt to our lower A arm on the moving portion of the suspension. The damper rod is attached to a piston, sealed up inside the oil filled cylinder. This piston is forced up and down inside the cylinder as we ride, causing oil to flow back and forth through the piston. Resistance to this motion is tuned by small holes in the piston, and flexible shims covering those holes, separately selected for the com pression and rebound sides of the piston. Shims on the bottom side of the piston get deflected when the piston is being driven up (compression) and shims on the top of the piston become involved when the piston is driven back out by the spring in the rebound direction. Again, keeping it VERY simple, adjustable shocks have adjusters (or clickers) that can increase or decrease the percentage of oil forced through that piston, or allowed to bypass around it. By
adjusting the clicker(s), we can increase or decrease the resistance to motion in one or both directions, depending on the speci fications of that particular damper.
So, do we really need to service our shocks and why? Well, like your engine, there is a relatively small amount of oil looking after a pretty important task inside those dampers. The suspension fluid per mits relatively low friction motion between parts, as oil is a natural lubricant, and it helps keep things cool as it moves the heat around. However, these economical ly machined parts break-in from new, (just like your engine) with pistons wearing off high spots inside their cylinders, and slowly rubbing themselves the clearance that they want and need. This rubbing generates small metal contamination particulate as the parts scrape by each other. In your engine, this contamination is carried away by the engine oil, and removed during the first post break-in oil change, with the big ger hunks captured by the oil filter which is discarded at the same time. Your poor shocks however, aren’t that lucky. The break-in metal filings in your shocks just sink down and collect around the seal and bushing in the bottom of the shock, making motion sticky and leading to poor bump compliance. More contamination will start to jam the valve shims open, reducing damping, and then, metal bits will settle into the bushings where they will start to scratch the hardened shaft which leads to scoring. Finally, when the seals have had
Shocks apart for service, cleaning and a re-valve.
Monster shocks from this Can-Am coming out for service and a spring upgrade.
The bump rubber protects the shock from hitting metal to metal when it bottoms. They fatigue and fail over time, so inspect carefully.
enough and can’t ‘follow’ the shaft due to the debris inside, the shocks either begin to slowly leak, or catastrophically fail and leave a puddle of oil on the floor of your shop or trailer if you are lucky, or just puke out on the trail, leaving you a bouncing mess if you aren’t so lucky. This lack of preventative maintenance perplexes me. Do you wait until your engine oil is so bad, or the oil level is so low that is seizes a piston and then breaks a connecting rod before you give it an oil change? Of course not, you do the right thing and change your oil after break-in, and then routinely after that! Every week, we have a customer that comes to the shop with ONE shock from a 3–7-year-old UTV and asks me why this one shock failed, annoyed at the inconvenience. After I educate them a bit, I ask them about the other three shocks and they reply that no, they are just fine. I often wonder about that logic. The shock oil is usually disgusting and full of metal bits in about 600 km from new. All four shocks have the same mileage on them AND the machine is currently up on blocks anyway... It’s like driving four tires until they are bald and one finally pops, then going to the dealer and just getting ONE new one. I don’t get it...
Shock oil deteriorates slowly, say 1-2% every ride, so the loss of control and bump compliance is hardly noticeable day to day, but when the shocks are serviced, wow, the return to ‘better than new’ performance is often startling. The other issue with damper degradation that we notice every year is with regard to the slow loss of nitro gen charge pressure. A high-pressure gas shock uses nitrogen pressure to squeeze the oil as the shock cycles, keeping the oil and piston under compression. Without this ‘squeeze’ the oil would shear or cavi tate at high velocities as the piston whips back and forth through the fluid. As the shock slowly loses nitrogen pressure over time, the cavitation threshold is eclipsed and the shock starts to create foam, which has zero damping resistance. Yet another option for damper fail is that we see them lose around 10-30 psi a season, depending on the design.
In next month’s article, we will go over spring rate and preload, damper options and adjusting, so stay tuned. In the meantime,
take the tires and shocks off of your quad, disconnect the sway bar, and cycle the A arms to check for sloppy bushings and loose parts. While the poor shocks are out,
why not send them off to a reputable sus pension shop and get them back to ‘better than new’ for the long, fun season ahead! Till next time, keep it between the trees.
This entry level aluminum body KYB shock is serviceable, evidenced by this N2 fill port. It has basic preload adjust, but no damping adjusters.
Low quality modifications and a poor cleaning regime can cause accelerated wear.
Looking for some extra storage on those long rides, look at the Hornet Outdoors roof sold by Kimpex. This roof accessory mounts onto the roof and can be used for holding extra stuff like Chain saws, jacks, toolkits and whatever else you can think of. As they are meant for Polaris side-by-sides they mount on easily and have a great snug fit with no movement. Also there is close to no assembly as they are a solid unit that easily bolts on. Check them out at www.kimpex.com
Sierria Max Pro is a great ATV tire for the rider that does everything from rocky and muddy trails, to HWY running and even racing. The Sierra Max is specially designed with sturdy lugs to help provide excellent traction and firm grip on all terrain. It has a wider footprint to provide a smoother ride and optimized lateral as well as forward traction. The SIERRA MAX PRO is great for the do it all rider. Check them out at your local BKT supplier or at www.bkt-tires.com
Dayco has Built their belts for the most extreme machines, the Dayco XTX ATV and UTV belts are engineered for machines to have better reliability powered by 800cc and above engines. Engineered with specially formulated, high-temperature polychloroprene with the highest level of aramid fiber reinforcement available, the Dayco XTX belt delivers track-churning performance for the most aggressive riders. This innovative break-through design features deeper cogs on top and rounded cogs on the bottom for ultimate flexibility and longer belt life while being a better alternative to the original equipment belt. Get one today and feel at ease, visit www.daycoaftermarket.com
Wishing you had a set of breakaway side view mirrors on your build to stop the constant need to look over your shoulder to see the action going on behind you? High Lifter has you in check with the Falcon Ridge’s Trailhead Side View Mirror Kits. When hit these mirrors take minimal damage as instead of snapping they fold in and have a shadder-resistant glass in them. These mirrors easily bolt onto your roll cage and can fit around a 1.75”- 2” pole which is almost every side-by-side cage on the market. These mirrors also come with different color inserts to flow with your side-by-side perfectly and make them look natural. Visit www.Highlifter.com and save the pain in the neck.
Keep your buggy clean! If you haven’t tried Muc Off, try it.. This pink ATV cleaner is one of the best on the market and is safe for your plastics and any moving parts. The revolutionary Nano Technology breaks down dirt and grime on microscopic levels, while also caring for your motorbike’s delicate finish this product is safe on all surfaces and parts like seals, brakes pads and rotors. Also, this bike soap is biodegradable and free from CFC’S and harmful acid to help protect your pavement and grass so you don’t get the dead spots like other cleaners. Order yourself a bottle today and get that ATV looking new again at www.Kimpex.com
Looking for a winch for your ATV/SXS you will not be disappointed with a warn winch. With a capacity of 3,500lbs this winch will get you out of almost any mud hole your may find ourself in, or anything you put it up against. Equipped with 50 feet of medal cable this winch will cause next to no grief and will not snap. Get yours online at www.kimpex.com
Mad ramp has designed the perfect ramp system for a regular sized truck to hold a four-wheeler or even a smaller width side-by-side within 64inch (depending on truck). Their ramp system goes into the trucks trailer hitch and has pivoting ramps where you drive up and with the weight of the four-wheeler it pivots the ramps forward locking your back tires into place. Once this is done the leaver is pulled on the side and the access ramp retracts underneath itself and the truck for safe transportation. This ramp system has shown no slippage and doesn’t move when a unit is climbing the ramp. This system is perfect for if you have something restricting the front of your truck bed like a tunnel cover, gas cans or your four-wheeler equipment and gear. Check them out at www.madramps.com for the system and some different attachments you can pick up for it.
Brains and brawn come together like never before in the toughest, smartest, most productive F-150 ever. Featuring new tech like SYNC® 4† combined with a military-grade aluminum alloy body* and a highstrength steel frame, the 2021 North American Truck of the Year is up for your next adventure. Not to mention its class-exclusive◊ available PowerBoost™ Hybrid engine, available class-exclusive◊ Pro Power OnBoard™ which converts your truck into a mobile generator, and available Trailer Reverse Guidance - it’s a hard working partner you can count on. Add best-in-class available towing and payload and the 2021 F-150 is more than ready to get you where you’re going, and beyond.
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.