2021 UTV Off-Road Magazine July/August Issue 89

ISSUE 89 JUL/AUG 2021

FEATURES YAMAHA RMAX RUBICON ADVENTURE DRIVING KAWASAKI'S ELECTRIC SUSPENSION KRX MOUNTAIN TRAILS W/CAN-AM'S NEW COMMANDER SPLITTING TREES IN THE POLARIS RZR TRAIL 2022 ARCTIC CAT UTV LINEUP BAJA TESTING SYSTEM 3 RT320 33" TIRES HMF'S HONDA TALON 1000R EXHAUST FULLY LOADED CARDO PACKTALK BOLD COMMS

UTV JACK BUYER’S GUIDE

WOLVERINE® RMAX™4 1000

REIMAGINE EVERYWHERE. REIMAGINE EVERYTHING.

The all-new Wolverine RMAX 1000 lineup sets a new benchmark in the off-road world. Class-leading standard features include: a new 999cc parallel twin engine; aggressive tires; and an automotive-style cabin with unmatched comfort points.

Features on select models include: high-performance FOX® iQS in-cab adjustable suspension; all-new D-Mode to optimize power delivery; and a dashboard-integrated Yamaha Adventure Pro. With the Wolverine RMAX 1000 lineup, experience the real world-tested Capability, Comfort and Confidence of Yamaha’s Proven Off-Road promise.

WOLVERINE® RMAX™2 1000

Visit YamahaMotorsports.com Professional riders on closed area. Side-by-Side models shown are recommended for use only by operators 16 years and older with a valid driver’s license. Always wear your seat belt, helmet, eye protection and protective clothing. Yamaha recommends that all Side-by-Side riders take an approved training course. For Side-by-Side safety and training information, see your dealer or call 1-866-267-2751. Read the Owner’s Manual and the product warning labels before operation. Avoid excessive speeds and never engage in stunt riding. Always avoid paved surfaces and never ride on public roads. And be particularly careful on difficult terrain. Never ride under the influence of alcohol or other drugs; it is illegal and dangerous. ©2020 Yamaha Motor Corporation, U.S.A. All rights reserved.

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UTV Off-Road Magazine // Issue 88 // July/Aug 2021 Publisher: Bradley Howe - bradley@utvoffroadmag.com Editor-in-Chief: Lance Schwartz - Lance@utvoffroadmag.com

Feature Editor: Cody Hooper - cody@utvoffroadmag.com

Art Direction: Handsome Rabbit - handsomerabbit.com

Advertising Sales: Mary Hannah Hardcastle – mh@utvoffroadmag.com

The Collective R + D Katie Dudek - katie@thecollectiverd.com Ashley Roberts - ashley@thecollectiverd.com

Website Director: Eric Boughner - Information Technologies Contributing Editors: Greg Thomas

Contributing Photographers: Adam Campbell

UTV OFF-ROAD MAGAZINE® is published bi-monthly (6 times a year) by Howe Media, Inc. Reprinting in whole or by any means- electronic, graphic or mechanical, including photocopying or information storage and retrieval systems is forbidden without written permission from the publisher.

WARNING: Certain action photographs depicted in this magazine are potentially dangerous. The drivers and vehicle occupants seen in our photos are experienced professionals.

Do not attempt to duplicate any stunts. Wear a helmet and safety restraints while operating a Side-by-Side/UTV, and never drive beyond your capabilities. Do not drink and drive while operating a UTV. We also encourage you to “Tread Lightly” while respecting the outdoors and other outdoor enthusiasts.

Use your head and enjoy the ride.

©Howe Media, Inc.

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FROM THE EDITOR

July/August 2021 Edition

Show Them The Way…

BY LANCE SCHWARTZ

A

s we head towards the end of summer, we are also rounding the corner to the best riding weather in the country, pretty much no matter where you live. Out west, it has been so hot this summer that riding has been unbearable in many regions. On the east coast, it typically isn’t quite as unbearable throughout the summer, although if you haven’t had the pleasure of riding with a helmet, goggles, and all of the proper safety gear in 75% humidity, you won’t understand the struggle! As fall begins to approach, the beautiful foliage found in many parts of the country provides a backdrop that begs to be explored. While in the desert, people will begin to migrate to the desert and dunes in droves!

If you’ve been with us over the last year or so, you’ve read about how difficult it has been to buy a new UTV because demand is just simply higher than supply. Throughout the pandemic, countless new riders have figured out just how much fun it is to be a part of the off-road community and create adventures for their family. So, as quickly as machines arrive at dealerships, they are just as quickly delivered to their new owners.

I happened to find myself rewatching the movie Spiderman the other day. In one scene, Uncle Ben tells Peter Parker, “With great power comes great responsibility”.

Although a bit cliche, I found myself thinking about all of the anxious new off-roaders looking forward to hitting the trails

6 UTVOFFROADMAG.COM

with their new UTV for the first time this fall. While I’ve been fortunate to have numerous folks over the years sort of “show me the way”, we’d all be naive to think that everyone else has those types of mentors. That responsibility falls on all of us, so don’t be afraid to step up and be a part of it.

As part of the fraternity of off-road enthusiasts, do your part to teach our new off-roaders the way.

Make certain they understand the importance of riding with a helmet. Be sure they understand that alcohol and UTV’s don’t mix. Show them the importance of staying on marked trails and respecting the environment. Let’s be honest, as humans, we are always our own worst enemies. It’s up to us to teach the importance of doing the right thing, and if we do...we’ll be able to share our passion for adventure and exploration and show people how to do it the right way...just like Uncle Ben would have wanted us to! As always, I hope to see you and your family out on the trails!

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July/August 2021 Edition

8 UTVOFFROADMAG.COM

UTV REVIEW

10 UTVOFFROADMAG.COM

2021 KAWASAKI TERYX KRX 1000 ES

KRX 2021 KAWASAKI

1000 eS REVIEW STORY:UTV OFF-ROAD STAFF

PHOTOS: DOUG HENRY / KAWASAKI

Kawasaki’s Live-Valve equipped KRX is a steamroller!

K

awasaki’s KRX 1000 has been a raving success since its recent launch, and we have enjoyed quite a bit of seat time in

the various versions of the KRX Kawasaki now offers. Recently, we got a couple of chances to spend some time in their new KRX eS, which is fitted with electronic suspension.

UTV OFF-ROAD MAGAZINE 11

UTV REVIEW

KECS, or Kawasaki Electronic Control Suspension, is a moniker that adorns this black and red KRX in a few places. This is the acronym that stands for the system that Kawasaki and Fox Racing Shox worked hand in hand to apply to the KRX. Using Fox’s Live Valve technology and a host of Kawasaki designed and tuned sensor systems, the KRX eS delivers an intelligently-valved ride on top of already-stellar Fox Podium Internal Bypass shocks.

Internal Bypass technology works in conjunction with the KECS system to deliver a plush ride in any of the three adjustable firmness modes. It works to bleed off valving intensity during parts of the stroke that are furthest away from bottomed out, so it is softer at ride height than it is at full bottom.

The result is a car that has three distinct changes in personality when you flick the suspension switch. In Soft mode, the car’s body movements are more pronounced, and the ride is very squishy.

In Normal mode, the shocks are in a trail setting, perfect for railing around all day with your friends.

12 UTVOFFROADMAG.COM

Firm takes it up a notch for when you want to erase body roll and keep the car up high in the travel. It works great for low-speed rock sections and high-speed jumps and bumps.

In addition to the trick suspension, or rather to compliment it, Kawasaki fitted the KRX eS with a 7-inch TFT LCD display in lieu of traditional gauges. It offers far more information in a much easier to read package, as well as multiple themes and pages to play around with. We loved the suspension readout screen, as the stiffness changes are shown in real-time. It is controlled by two dash-mounted rocker switches that are easy to reach from the driver’s seat, positioned just in front of the shifter. The KRX has ample room for mounting aftermarket accessories like radio communications or stereos, and also features a small storage compartment at the top of the dash and a large glovebox.

The KRX eS uses massive dual A-arms up front to achieve 18.6 inches of wheel travel. When coupled with the very well-tuned Fox / KECS

2021 KAWASAKI TERYX KRX 1000 ES shock system, it allows the KRX to iron out just about anything you throw in front of it. 21.1 inches of rear suspension travel is controlled by a set of massive trailing arms and radius rods, similar to what you would find on a Polaris RZR Turbo S. This KRX competes directly against that Turbo S in the suspension category, and even in pricing. The Turbo S has a card up its sleeve that the KRX does not, however: turbocharged horsepower.

The KRX’s parallel-twin, dual overhead cam twin cylinder engine is stout, but the KRX is also fairly heavy, hitting the scales at just shy of a ton. We applaud Kawasaki for building the KRX in the fashion that it did, as the frame and suspension components are incredibly stout and well-engineered. The weight penalty the KRX takes over some of its competition may end up providing a much longer service life. Since the KRX is still so new, only time will tell.

The engine makes a little over 100 horsepower, so the KRX is not slow. Most of the KRX units we have driven top out around 68 mph, but they lack punchy acceleration once you are north of 30

The KRX utilizes massive front shocks, A-arms, and frame components to deliver its 18.6 inches of wheel travel.

Trailing arms and truck-sized shocks apply here: the KRX offers a serious and class-leading 21.1 inches of rear wheel travel. That is on par with the X3 and RZR Turbo S.

Opposite: The KRX is already a looker, & the Metallic Onyx Black eS is even hotter.

The KRX offers a roomy interior and comfortable ergonomics, but the gap in the dash where the cupholder is creates a sore spot for some knees during highspeed driving. The aftermarket has solutions already.

UTV OFF-ROAD MAGAZINE 13

UTV REVIEW

This is a view of Kawasaki’s KECS suspension system and how it operates. Multiple sensors and control units tell the shocks how stiff they need to be in real-time.

This is our favorite view on the KRX eS’s 7-inch TFT gauge cluster. It shows suspension stiffness as the computer demands changes.

Multiple pages, themes, and data parameters are available, allowing you to dial in the information you want to monitor. It also features the industry’s only belt temperature gauge.

14 UTVOFFROADMAG.COM

For low-speed rock crawling, put the KRX’s suspension in the firm increasing ground clearance. Thanks to internal bypass shocks, th

2021 KAWASAKI TERYX KRX 1000 ES

mest setting. This will help keep it up further in the travel, he ride quality is still superb.

mph on the trail. There are multiple companies offering hop-up kits that help squeeze more juice out of the KRX’s engine, but we are hoping to see a higher-horsepower variant come out of the Kawasaki factory sometime soon. This chassis begs for higher horsepower, and it is one of the best-suspended cars you can buy right now!

The KRX has a few shortfalls, but luckily none of them are anywhere near ownership-threatening.

The first is that these trick shocks are noisy, especially in the Soft suspension setting. The noise is nothing more than the spring dividers hitting the crossover rings, which they are designed to do. It is a distracting sound at some times, but it is also one that can be remedied with some help from the aftermarket. The second gripe we had with the KRX was the cutout in the center console cup holders. During hard driving, our knees made contact with these corners repeatedly, causing some discomfort. There are pad options available from the aftermarket that completely eliminate this problem. The third, and perhaps most comical, is that the center console cupholders become extremely hot during long use. We have seen some videos of this popping soda cans and otherwise rendering things un-drinkable: there are a few options to fix this, most of which involve insulating the under side of the center console.

Luckily, it is an easy fix!

The KRX’s interior panel fitment is very good, and the doors are high quality on both sides.

There are even internal and external door latches, something not often seen on a UTV. The fullcoverage doors open widely enough to make ingress and egress easy, and the seating position is fairly upright and comfortable for long days on the trail. Speaking of long days on the trail, the KRX features a 10.6-gallon fuel tank, long enough for us to log over 150 miles on a single fill-up.

Kawasaki designed all KRX models to run a 31inch tire from the factory, so the suspension and steering are up to the task. Steering effort feels light and consistent, despite the massive traction UTV OFF-ROAD MAGAZINE 15

2021 KAWASAKI TERYX KRX 1000 ES the 31-inch Maxxis Carnivore tires provide. The KRX produces very strong mechanical grip, which allows you to carry a ton of momentum in corners.

Coupled with its incredibly capable suspension, this means you can really hammer the KRX through rough sections of trail without backing off. It is incredibly composed in the rough, and the chassis always seeks level even when bottoming the rear end (if you can get it to).

With a ton of hard miles under our belt with the KRX chassis this year, we can tell you that the eS model is a definite upgrade over the base and Trail/SE models. Even without the Live Valve and

KECS, the shocks themselves would be a massive upgrade over those on the standard cars, as they are fitted with internal bypass technology and a host of upgraded materials to make them more durable long-term. The adjustability and ride comfort afforded by the KECS system is something we very much enjoyed. The 7-inch display, accessory bumper and roof, and Metallic Onyx Black paint with red accents is enough to justify the rest of the price tag. The KRX eS’ suspension performance is at the top of the food chain when it comes to the naturally aspirated sport category, living up to the Teryx name.

The KRX is a great tool for exploration, allowing you to cover rough ground at high speed in total comfort.

While it won’t wow you with horsepower, the KRX’s chassis sure will. It feels planted absolutely everywhere.

16 UTVOFFROADMAG.COM

Under heavy braking, the front suspension stiffens up, especially on the outside front wheel.

This allows you to really lean on the KRX in the turns while maintaining incredible levels of grip.

30x10.00R14 32x10.00R14 30x10.00R15 32x10.00R15 33x10.00R15

APACHE A/T ■

Steel belted radial construction

■

Rugged 8-ply-rated carcass

■

Our most technically advanced SxS offering

2021 KAWASAKI TERYX KRX 1000 ES

2021

Kawasaki

TERYX KRX 1000 ES DIMENSIONS OVERALL L x W x H

132.1 x 68.1 x 77.0 in. (AMFNN)

WHEELBASE

98.8 in

GROUND CLEARANCE

14.0(Std. Preload)/14.4 (Max Preload) in

CURB WEIGHT

1944.8 lb

BED L x W x H

14.6 x 33.1 x 9.1

BED LOAD CAPACITY

351 lb

FUEL CAPACITY

10.6 gal

WARRANTY

Limited Warranty 6 months, Kawasaki Protection Plus™ 12, 24 or 36 months

More Information:

www.UTVOffRoadMag.com 18 UTVOFFROADMAG.COM

ENGINE & DRIVETRAIN ENGINE TYPE

Liquid-Cooled, 4-Stroke Parallel Twin, DOHC, 4-Valves per Cylinder

DISPLACEMENT

999 cc

BORE & STROKE

92.0 x 75.1 mm

MAXIMUM TORQUE

76.7 lb-ft @ 7,000 rpm

COMPRESSION RATIO

11:5:1

FUEL SYSTEM

DFI® with Two 50mm ETV Throttle Bodies

STEERING & SUSPENSION FRONT SUSPENSION

Double wishbone, FOX 2.5 Live Valve Internal Bypass shocks with piggyback reservoir, KECS-controlled compression damping, and manually-adjustable preload

REAR SUSPENSION

4-link trailing-arm, FOX 2.5 Live Valve Internal Bypass shocks with piggyback reservoir, KECS-controlled compression damping, and manually-adjustable preload

FRONT BRAKES

258mm Hydraulic Discs, 32mm Twin-piston Calipers

REAR BRAKES

258mm Hydraulic Discs, 38mm Single-piston Calipers

FRONT TIRES

MAXXIS Carnivore 31 x 10.00R15 8PR

REAR TIRES

Maxxis Carnivore 31 x 10.00R15 8PR

WHEELS

Bead-lock Wheels

WHEEL TRAVEL

Front 18.6 in, Rear 21.1 in

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UTV OFF-ROAD MAGAZINE 19

UTV REVIEW

20 UTVOFFROADMAG.COM

2021 POLARIS RZR TRAIL ULTIMATE

2021 POLARIS

RZR TRAIL ULTIMATE STORY & PHOTOS: LANCE SCHWARTZ

O

ver the last few years, there are few companies that have pushed the boundaries of what defines the UTV industry more than Polaris. They’ve been innovative to say the least, offering a plethora of models and a tremendous amount of new technology. For the last few months, we’ve had the all-new 2021 Polaris RZR Trail Ultimate as part of our demo fleet on the east coast, where the trails are tight and the terrain varies greatly. We’ve spent a considerable amount of time behind the wheel of literally dozens of RZR models. That being said, the Trail Ultimate continues to impress, with features that make it both innovative and impressive.

UTV OFF-ROAD MAGAZINE 21

UTV REVIEW

2021 POLARIS RZR TRAIL ULTIMATE HIGHLIGHTS: • Full Doors • Polaris Ride Command • Rockford Fosgate Sound System • Fox 2.0 Podium Shocks • 75hp • 50” wide

Engine

Powering the Polaris RZR Trail Ultimate is a naturally aspirated 900cc parallel twin cylinder engine. In this particular tune, the DOHC fourstroke cranks out 75 horsepower, which makes the RZR Trail very responsive and fun to drive.

Electronic Fuel Injection (EFI) makes starting in all weather conditions effortless and the modern four-stroke technology is very efficient. Polaris engineers have also taken into consideration ease of servicing, so filter and oil changes are simple for those who like to maintain their own rig.

Transmission/Drivetrain

The Polaris RZR Trail Ultimate features Polaris’ True On-Demand All Wheel Drive system, and this integrates seamlessly to transfer power to the ground. Also included is VersaTrac Turf Mode.

This feature allows the rear differential to be locked/unlocked electronically. In the unlocked mode, damage to sensitive turf is minimized and the turning radius can be kept very tight. When back on the trails, keeping the rear differential locked allows the RZR Trail to have that sporty feel, offering pilots the feel of steering with the throttle as well as excellent forward drive in slippery conditions.

22 UTVOFFROADMAG.COM

2021 POLARIS RZR TRAIL ULTIMATE

UTV OFF-ROAD MAGAZINE 23

UTV REVIEW

Suspension

Bucking up for the RZR Trail Ultimate model provides a ton of upgrades, including Fox Podium 2.0 shocks at all four corners. The Fox Podium shocks offer a supreme ride and offer adjustability for those that like to tune their ride characteristics to the terrain. Dual A-arms are also located at all four corners, and on the RZR Trail Ultimate, front and rear stabilizer bars help keep body roll to a minimum and the handling sharp.

Tires/Wheels/Brakes

26” tall, 4 ply Polaris PXT Tires are mounted on 12” cast aluminum wheels on the Ultimate model. Hydraulic disc brakes are located at all four corners, with the binders featuring dualbore calipers that deliver excellent braking performance.

Interior & Exterior

The Polaris RZR Trail Ultimate has an amazing amount of upgrades. From the outside, you’ll notice full doors and a poly roof to help keep mud and crud off the occupants. The Trail Ultimate also features Polaris’ Ride Command system, integrated Rockford Fosgate audio, and a backup camera that all work together in combination with the in-dash display. Ride Command allows owners to access downloaded maps to plan your ride. It also allows family/friends to track one another through the Ride Command System. Bluetooth audio and communication is easily streamed from a smartphone. Also worth mentioning are comfy seats and a really small, ergonomically designed steering wheel that feels just about perfect.

Ride Time

With all of the long-travel UTV’s running around the trails, at first glance, the all-new RZR Trail Ultimate looks incredibly tiny in comparison. If you’re looking at it solely from that perspective, it certainly is small. At only 50” wide, it is about as narrow of a trail rated UTV as you’ll find.

24 UTVOFFROADMAG.COM

2021 POLARIS RZR TRAIL ULTIMATE However, sitting in the driver’s seat, the tiny RZR Trail Ultimate has pretty much the same interior dimensions, legroom, and interior ergonomics as the 72” wide RZR Turbo S. This UTV is designed for those that have tight, dense, wooded trails where crisp handling and a tight turning radius are a must, so that’s exactly the type of terrain where we tested our demo machine.

The amount of technology packed into the Trail Ultimate is impressive. In addition to the Ride Command and Rockford Fosgate audio that comes standard, there is also a backup camera integrated into the system. For those not in the know, Ride Command gives users the ability to plan rides, track their location, and keep track of exactly where their riding buddies are located when out on an adventure ride. The system also integrates with smartphones and connects to the Ride Command app available for Apple and Android devices. It was great to be able to stream my own tunes with just a few button clicks. Gone are the days of having to hunt down an audio solution for your UTV. With a flick of the key, the parallel twin cylinder pops to life thanks to standard Electronic Fuel Injection (EFI). Driving is simple, with the Continuously Variable Transmission (CVT) and Electronic Power Steering (EPS). Whether you’re a beginner or a seasoned verteran, the RZR Trail is a fun machine to explore the trails.

Out on the trails, power is very sufficient. The 900cc engine is responsive and reacts very well to throttle input. What I noticed most as I got into the tight trees was how fast the steering ratio is.

The Trail Ultimate only requires two full turns to go from lock-to-lock. The quick steering along with the narrow width and front and rear sway bars makes ripping through tight, twisty trails both fun and effortless. That being said, with a powerful engine and narrow width, you need to be careful not to push too hard or you’ll find yourself bicycling on two wheels.

I found the 26” Polaris PXT tires to work well UTV OFF-ROAD MAGAZINE 25

2021 POLARIS RZR TRAIL ULTIMATE for a stock tire. Those tires help to provide 11” of ground clearance. A larger tire would certainly add to the amount of ground clearance, but then the added height and increase in center of gravity would certainly negatively affect the handling.

It’s one of those situations where you need to give something up to gain something.

One of the great things about the RZR Trail Ultimate evolving from the RZR ecosystem is the amount of accessories that are available across

26 UTVOFFROADMAG.COM

the model offerings. Many of the accessories that work in/on a RZR that costs nearly twice as much will work with the RZR trail as well.

If your favorite riding spot consists of tight, twisty trails where a wide, long-travel UTV struggles to fit, the 2021 Polaris RZR Trail Ultimate is worth a look. The sporty feel, plethora of tech, and standard RIde Command make it a perfect choice for off-road adventures with a group of friends.

CARPE TERRA TREAD VICTORIOUSLY

THE NEW RAZR XT

2021 POLARIS RZR TRAIL ULTIMATE

2021

POLARIS

RZR Trail Ultimate DIMENSIONS

ENGINE & DRIVETRAIN 75 hp, 4-Stroke DOHC Twin Cylinder, liquid cooled

OVERALL L x W x H

110.9 x 50 x 67.9 in (282 x 127 x 172 cm)

FUEL SYSTEM

SElectronic Fuel Injection (EFI)

WHEELBASE

79 in. (200.7 cm)

DRIVE SYSTEM

Automatic PVT P-R/N/L/H (Gated Shifter) with Reduced L Gear

GROUND CLEARANCE

11 in. (27.9 cm)

DRIVETRAIN

True On-Demand Close Ratio AWD/2WD

EST. DRY WEIGHT

1,297 lb (588 kg)

CARGO BOX CAPACITY

300 lb (136 kg)

TOWING CAPACITY

1500 lb (680 kg)

FUEL CAPACITY

9.5 gal (35.9L)

ENGINE TYPE

POWER STEERING

Electronic Power Steering (EPS)

STEERING & SUSPENSION FRONT SUSPENSION

Dual A-Arm with stabilizer and 10 in (25.4 cm) wheel travel

FEATURES

FRONT SHOCKS

Fox Podium 2.0

INSTRUMENTATION

REAR SUSPENSION

Dual A-Arm with stabilizer and 10 in (25.4 cm) wheel travel

REAR SHOCKS

Fox Podium 2.0

FRONT BRAKES

Hydraulic Disc with Dual-Bore Calipers

REAR BRAKES

Hydraulic Disc with Dual-Bore Calipers

FRONT TIRES

26x8x12; Polaris PXT by Carlisle

REAR TIRES

26x8x12; Polaris PXT by Carlisle

WHEELS

Cast Aluminum

More Information: www.Polaris.com

RIDE COMMAND® 7” Glove-Touch Display: Digital Instrumentation, Built-In GPS, Group ride (cell and non-cell communications), Topographic Mapping, Bluetooth & USB Smartphone Connectivity, AM/FM & Weather Radio Capable, In-Vehicle Communications Capable With Optional Sena Headsets, Rockford Fosgate Stage 1 Audio, Dual-sweep Analog Dials w/ 4" LCD Rider Information Center: User Selectable Blue/Red Backlighting & Brightness, Programmable Service Intervals, Speedometer, Tachometer, Odometer, Tripmeter, Clock, Hour Meter, Gear Indicator, Fuel Gauge, Coolant Temperature, Voltmeter, Service Indicator and Codes, Seat Belt Reminder Light, Gear Indicator, DC Outlet

LIGHTING

MSRP: $17,499

Front Blacked Out Signature White LED Low/High with Accent Lights & Red LED Tail / Brake Lights

WINCH

4,500lb Polaris winch

WARRANTY

Factory: 6-months limited warranty

28 UTVOFFROADMAG.COM

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LO O N L A K E , C A L I F O R N I A

THERocky Path LESS

TRAVELED What is it like to traverse and tent camp the famed Rubicon Trail in a UTV? STORY: CODY HOOPER PHOTOS: CODY HOOPER & DAVE SCHELSKE

30 UTVOFFROADMAG.COM

VENI VIDI VICI.

This iconic quote highlighting Julius Caesar’s triumph over Pontus in 46 B.C. was written on a placard worn by the man himself. It means “I came, I saw, I conquered”, and has long been thought to signify his swift victories in battle. Just a few short years earlier, Julius Caesar marched his army across a famed river in northeastern Italy, kick-starting the Roman Civil War. That Italian River is called the Rubicon.

Fast forward to 2021, some 2,060+ years later, and we found ourselves crossing a Ru-

bicon of our own. While not nearly as deadly as the circumstances Julius Caesar faced, the Rubicon Trail still commands respect, being widely regarded as one of the most difficult off-road trails in the United States.

This “river”, mostly dry and made up of 22 miles of snaking rock and boulder-strewn trail, signifies a gauntlet to both man and machine.

Trip-ending traps and ledges hover every few feet on the Rubicon Trail, meaning that if you do not bring your A-game, there is a good chance you may leave the trail behind a very expensive tow rig.

Follow the leader – we chase rubber marks up the rocky faces of the Slabs.

UTV OFF-ROAD MAGAZINE 31

THE Rocky Path LESS

TRAVELED

Getting to the Rubicon Trailhead is an adventure all of its own. Situated about 2 hours east of Sacramento, California, the Rubicon has three main entry points. Loon Lake and Wentworth Springs allow access on the west end of the trail, and Homewood on the east side. If you enter from the Loon Lake trailhead, you will get to enjoy a 30 mile jaunt up a winding ribbon of mountain highway named Ice House Road. Some of the big rock-crawling rigs looked more stressed by the canyon drive than they did by the Rubicon itself, 40-inch tires squealing as lockers chirp and bounce around the tight mountain corners.

The Loon Lake entrance is by far the prettiest of the three, as you get to drive along the top of a dam built to keep the lake from spilling down into the valley behind it. Once you reach the water’s edge, a long, downhill left hand turn brings you to the entrance of the famed Rubicon Trail. Once your tires touch dirt here, there is no easing up until you get off the trail.

The very first single mile of the Rubicon was all I had ever driven or ridden on prior to showing up and sliding behind the wheel of this metallic-blue Yamaha Wolverine RMax 1000 LE. It was also almost ten years ago, so my memory was distant, other than looking forward to exploring the famed “Granite Bowl” again. Lined up at the edge of Loon Lake were twelve brand-new RMax units, all outfitted with UHMW skid plates, rock sliders, and front bash plates. Otherwise, they were completely stock, even down to the tires. We ran 12 PSI in the tires on factory, non-beadlock wheels. For this trip, I packed all of my clothing, camera gear, and riding gear in a giant rolling hard case. It fit perfectly in the bed of the RMax with a 25-quart Engel cooler behind it and had plenty of room to spare.

“There are going to be big rocks right off the bat,” we overheard from a Yamaha engineer speak32 UTVOFFROADMAG.COM

Yamaha’s Wolverine RMax 1000 LE packs a few unique features over the base model, including Yamaha’s D-Mode throttle controller, Adventure Pro integrated GPS, a 4,500 pound winch, Fox iQS in-cab adjustable suspension, an SSV Works Bluetooth Stereo, and this gorgeous metallic cobalt blue paint.

In certain areas, the RMax’s small footprint (compared to a Jeep or truck) is a major advantage. More line options present themselves the more maneuverability you have behind the wheel.

ing to another driver behind us. He was not kidding, as we stopped at the beginning of the trailhead, threw the RMax in low range, and never looked back. Yamaha was quick to tell us that even if you leave the transmission in high range and attempt some of these obstacles, it will not burn the belt.

Yamaha has designed the RMax with an internal wet clutch in addition to its CVT clutches that takes the slip and abuse away from the belt. Yamaha is so confident in this technology that they give every new RMax (and some other Yamaha units) a 10-year belt warranty, claiming that the belt your car is purchased with should last you a whole decade. When asked if this was marketing hype or not, one engineer responded by telling us that they felt totally comfortable putting twelve showroom-stock cars on the Rubicon without bringing any spare belts. We hope that was hyperbole, but spoiler alert- not a single belt was damaged during the trip.

The first half-mile or so of trail took us a solid twenty-five minutes. We would all bunch up in a line, with each car taking off in intervals. Trail speeds on

the Rubicon are slow by nature of the terrain, and this was no exception. These RMax units have great ground clearance, with 13.8 inches available under most of the car. However, they are still only running a 30-inch tire, meaning you have to choose your line carefully to keep the belly from smacking rocks all day. Luckily, it was designed and outfitted with Yamaha’s accessory sacrificial rockers, or rock sliders, which are made of plate steel and keep rocks between the front and rear wheels from killing the underside of the vehicle. The first few times you hear one smack a rock as you roll down an obstacle will have you monitoring your throttle and brake inputs very carefully. Driving smoothly and putting your tires in the correct places are what matter most on the Rubicon Trail, not speed.

Believe it or not, the Rubicon is an incredibly wellkept trail system. There exists a small ecosystem of part-time and full-time volunteers that help keep the trails clean, intact, and most importantly, open.

There are maintained bathrooms along the trail in certain areas for public use, but the only camping fa-

4- Buck Island provides a great resting spot with incredible scenery.

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cilities along the whole trail exist at Rubicon Springs.

There is a heavy emphasis on trail etiquette and respect that lives here, and it is refreshing to see.

Other areas of our riding land here in the US are being roped off for abuse and littering, usually caused by a small percentage of the people who actually visit them. The feeling here is pack in and pack out, or another trail-goer may force you to!

It only takes a couple of minutes to get the hang of crawling around in the RMax. Its super-intuitive controls and huge suspension travel makes traversing nasty terrain simple. Coming out of the “Gatekeeper” section of small and medium-sized boulders, you end up on a giant sand dune made of solid granite. Massive pine trees grow out of cracks in the rock floor, seemingly unfazed by the lack of soil thanks to fungi that help break down the rocks into compounds the trees can digest. It is an aweinspiring sight, much akin to the first time you see Coos Bay or Winchester Bay Dunes in Oregon, or Silver Lake Dunes in Michigan.

Crossing the granite bowl, we find a few square ledges and drop-offs that offer a little two-footed driving practice. Often on this trail, proper two-foot driving (in a rig that is capable of it) will help keep the car steady while you progress over obstacles, and the RMax does so brilliantly. Certain areas require immediate throttle delivery when the vehicle touches down, others require slow, brake-dragging descents that often have you holding the vehicle in place with a single tire. Always exciting, but never nerve-wracking, this trail has thus far provided us with several hours of intense obstacles that the RMax units are crawling over with complete ease.

We pass a man-made sign that checks us a bit, letting us know we have only traversed three miles of trail so far. Our speed average? 4.6 miles per hour.

Near lunch time, we stop at the edge of Buck Island, having just climbed a concrete dam poured 34 UTVOFFROADMAG.COM

Obstacles abound, with trees, rocks, and silt often positioned on precarious inclines. These things combine to make one of the most satisfying trail riding experiences available.

The four-seat RMax 4 models tend to look more exaggerated during climbs thanks to a slightly longer wheelbase, but they feel just as stable from the driver’s seat. Here, a Yamaha engineer shows off the RMax’s incredible climbing skills.

into rock to arrive there. A flat spot offers an incredible view, a bathroom, and a sandwich from our Engel cooler. So far, everyone is having an absolute blast. We have had zero issues, and the Blu Cru are all smiles because of it. Led by Yamaha’s Pat Biolsi, we prepare for some tougher obstacles during the next few miles of our journey. The first is a near-vertical climb out of the Buck Island clearing, followed by a meandering rock garden climbing in elevation, eventually reaching more wide-open granite rock faces. This time, we traverse them on a sideways incline. The RMax does not mind a bit, so sure-footed that at times, it makes you feel like it would drive upside-down (it won’t). It is stable enough to have completely reset my brain’s onboard lean indicator after two days on the trail. The RMax never once felt as if it was going to tip, even with one wheel four feet off the ground.

The reason why the RMax feels so stable is the exact reason why it is so good on the Rubicon: suspension and chassis design. While most recreational or sport-ute UTVs typically have around 10 inches of suspension travel, some stand out. For instance, the

Polaris General XP 1000 has 14 inches of suspension travel front and rear from a dual A-arm setup at all four corners. The RMax is in similar territory with 14.2 inches of front suspension travel, but out back, it packs a whopping 16.9 inches of travel.

That is enough for the RMax to easily torch other recreational UTVs in articulation tests, which are a measure of how far a car can flex while still putting power down to the earth below it. The Rubicon demands that you think about traction opportunities as much as you think about not running your rig aground upon a rock. The RMax takes most of the hard work out of finding traction.

By the time we got to the middle of the trail around Indian Hill and Big Sluice, the RMax had me feeling like a rock-crawling pro. One of the greatest parts about having a rig this small on the Rubicon is that your line options are almost endless.

You can repeat the same sections multiple times, using different approaches, obstacles, and techniques to get you along the trail. Its replay value is huge, especially when you consider the scenery it is draped in. As we get to Big Sluice, we find some

The lead cars get the excitement of picking lines first without the advantage of seeing other drivers’ mistakes ahead of them. The only winching that had to be done the entire trip was to pull the lead car out of a couple of attempted lines to reposition.

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large obstacles and big drops. The trail meanders back into the thick woods, and we start aiming downhill at a steep grade. Here, you can start to smell the river, signaling you are getting close to the famed Rubicon Springs.

We pressed on down the Big Sluice, over a bridge and some very uniform river rock. We later learned that river rock is helicoptered in to be spread across areas of the trail that are badly eroded in order to repair certain sections. One Rubicon Trail guru that we met on the trip, Chipper, later showed us a video on his phone around the campfire of these rock-drop operations taking place. It is amazing how much hard work and love the Rubicon Trail users put into keeping this place viable for off-roaders. As we come upon Rubicon Springs, which is a campground and commons built alongside the Rubicon River, we wave hello at our camp hosts for the night and continue on the trail to the famed Cadillac Hill.

Cadillac Hill was aptly named after a car (jury is still out on whether it is actually a Cadillac) plummeted off of the trail, ending up in the gully below.

Traversing it the way we did, it almost seemed like a greatest hits/uphill remix of obstacles we had crossed on the trail earlier in the day. Tight, rocky uphills covered in slippery tree roots block your forward path, and Cadillac Hill offers many option lines to get around slower rigs in certain spots. This part of the trail climbs a thousand feet in elevation from Rubicon Springs to Observation point, which capped off our drive for the day. Here, at over 7,000 feet above sea level, we were on the same plane as where we started, now having traversed over 2,000 feet of total elevation change. After some high-fiving and photo ops at Observation Point, we turned back down Cadillac Hill towards Rubicon Springs to meet our camp hosts for the night.

Pulling into Rubicon Springs, it is immediately noticeable that this place is set up to house a lot of tent campers. Massive BBQ pits, huge fire rings, and 36 UTVOFFROADMAG.COM

No camera trickery here- this RMax 4 is leaned heavily to the passenger’s side, but still firmly planted. You can see the confidence in the driver’s body position.

The number and severity of the water crossings on the Rubicon are directly related to snowpack and melt, so this year, they were a bit dry. In the winter months, sometimes the entire trail is covered in heavy snow.

In the rocks, proper wheel placement matters big-time. Notice how the passenger’s side front tire is perched on the rock purposely to keep the belly up long enough to pass that momentum-stopping boulder under the center of the car.

a ton of open real estate to pitch your tent make up most of the grounds here. There is a large, covered outdoor kitchen, in which the Rubicon Springs staff, Rubicon Trail Adventures, and Yamaha staff came together to provide an awesome tri-tip dinner in the middle of the woods. We were lucky enough to be sleeping along the river in Klymit Maxfield 2 tents, something I have become very accustomed to sleeping in lately. I picked out a tent, dropped off my gear, and grabbed a plate full of grub. As night fell, we all stayed around the campfire for a bit, but most of us retired early as we had a 6 AM call time to get back on the trail the next day.

The next morning flew by. Somewhere between packing up my tent and brushing my teeth I was

treated to a great breakfast burrito by the Rubicon Springs staff. As we loaded the RMax units back up, the anticipation started to build, as absolutely everyone was pumped up to get back on the trail and complete yesterday’s drive in reverse. The climb back out of the river basin promised to be a tough one, as we had all mentally picked out a few spots we thought would be tough going against gravity the next day.

Going up Big Sluice, we got our first tastes of traction loss and getting ejected off of our intended line before 7 AM, which was a better jumpstart to the day than a cup of coffee. Surprisingly, the trip back was not nearly as difficult as we had expected it to be. Now well-practiced, our longest In certain areas of the trail, a spotter is necessary to keep you lined up as you crest obstacles you cannot see over. Simple hand gestures go a long way from the driver’s seat. Here, a member of the Yamaha crew signals to aim the wheel toward the driver’s side.

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delay all day stemmed from having to shuffle 12 RMax UTVs around two Jeeps on a section of trail that was not wide enough for either to pass. After ten minutes or so of careful maneuvering and a ton of laughs, the parties were able to move on past each other and continue. Many sections of the trail allow you to choose your level of difficulty by selecting harder or easier lines, although some sections have only one way up. Big Sluice is one of those – huge rock faces on an already incrediblysteep incline makes for a couple of pucker moments as you keep the throttle on through wheelspin, wiggling the wheel slightly to find traction.

This is a game of patience and finesse, something that comes easy to the RMax driver thanks to the tools they are presented with.

The trip back goes more quickly than expected by the entire group, mainly because everyone is having so much fun that they refuse to stop driving. When every foot of trail presents something to scan, maneuver around, and climb over, it makes for some of the most densely packed fun I have ever had behind the wheel of a UTV. Endless streams of obstacles are tackled with the mindset of maintaining the smoothest line and never getting stuck, fueled by a side bet that a few of us had made day one to bring the cars back as close to unscratched as humanly possible. More on that later.

After just a few hours of seat time, we were all feeling like adeptly trained rock pilots behind the wheel of these cheater machines. The RMax comes incredibly well-equipped for this fight, packaging incredible suspension performance with a bulletproof drivetrain, big horsepower and an extremely intelligent throttle controller, dubbed Yamaha D-Mode.

Originally grafted from sport bike DNA, D-Mode is an intelligent throttle control system built into the RMax’s ECU that offers three distinct modes.

These modes change the entire personality of the 38 UTVOFFROADMAG.COM

Big boulders and steep inclines make for a darn good time on the Rubicon. Here, an RMax navigates a narrow rock chute on the climb back out of the Rubicon Springs valley.

UTVs are fantastic camping companions, allowing you to pack your gear in and out of extremely remote places with relative ease and low cost. Klymit’s camping gear represents the high-end of the spectrum, built for serious camping enthusiasts that value durability and ease of setup.

Something we didn’t expect to see on the Rubicon were spectators!

Some, like this nice man and his dog standing in the background, are there passing out maps, trail protection information and more.

machine, changing the engine’s behavior, response, power delivery, engine braking, and more. The three settings, Crawl, Trail, and Sport, all offer a different experience behind the wheel. We stayed in crawl for most of the trip, enjoying the longer pedal feel and almost infinite RPM manipulation it provided. In situations where maintaining traction while applying power is especially important, the D-Mode controller makes dialing it in incredibly easy.

We rounded out our second day on the trail with another visit to the Granite Bowl, stopping here for lunch this time to reflect on the amazing journey we had just been through. The group was lit up, everyone on a high after successfully navigating the trail with zero breakdowns, flats, injuries, or tip-overs.

The Yamaha crew have not only built a UTV capable of conquering the Rubicon trail, they have built one that could survive doing it many times without having to modify it past skid plates and rock sliders.

The Rubicon Trail is an amazing place, full of breathtaking views, incredible obstacles, and some of the most fun and challenging trail riding I have personally ever done. Getting outside of your comfort zone is often good for growth, and on this trip, I learned that there is more fun available under 5 miles per hour than I ever imagined possible. Hats off to Yamaha for recognizing they had a machine capable of achieving a flawless victory over the Rubicon, and also for being bold enough to invite all of us along to prove it.

The smoothest part of the Rubicon trail, just long enough to catch a breathtaking glimpse of Buck Island Lake.

UTV OFF-ROAD MAGAZINE 39

FIRST LOOK

2021

ARTIC CA UTV LINEUP STORY & PHOTOS: PROVIDED BY ARCTIC CAT

F

or Model Year 2022, Arctic Cat is enhancing its off-road offering with new products, significant enhancements to current models, and new technology. The lineup includes upgrades to the utility-focused Prowler Pro side-by-side; integration of Garmin‘s TREAD; and new Arctic Cat-tuned CVT systems found on several models.

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2022 ARTIC CAT UTV LINEUP

AT

UTV OFF-ROAD MAGAZINE 41

FIRST LOOK

THE PROWLER PRO AND CREW ARE AVAILABLE IN THREE MODELS:

EPS in Medium Green.

XT in Phantom Grey featuring a premium front bumper, Medium Green springs, 4,500-lb. Warn® winch, LED-accented front lights, and standard roof.

Arctic Cat has 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, the 2022 models feature a new suspension with more ground clearance — up to 13 inches — 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 Trailbloc 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, seven-spoke wheels that provide the perfect finishing touch.

Arctic Cat continues to offer the Prowler 500 as part of its Model Year 2022 off-road lineup.

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.

42 UTVOFFROADMAG.COM

The 2022 Arctic Cat 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 three-cylinder 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 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, front bumper, 3,500-lb. winch and rock sliders.

UTV OFF-ROAD MAGAZINE 43

PRODUCT REVIEW

SYSTEM 3

RT320 33" TIRE STORY: STAFF OF UTV OFF-ROAD PHOTOS: BRADLEY HOWE

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SYSTEM 3 RT320 TIRE REVIEW

ES

UTV OFF-ROAD MAGAZINE 45

PRODUCT REVIEW

THE CRUCIBLE Back in March of 2018, System 3 Off-Road burst onto the UTV tire scene, offering four different tire styles and two rim styles at launch. One of their initial offerings, the RT320 Race & Trail Tire, initially stood out to us for its rounded profile and aggressive lug pattern. We ordered up a couple of sets for some long-term testing, with our logs starting in January 2019.

In the case of the X3, we went with the 33-inch RT320 tires and ran a ride height close to 17 inches under the front differential. We also ran a new Stage 3 spring package from Eibach, which worked exceptionally well after getting the initial settings dialed. Check utvoffroadmag.com for an upcoming in-depth look at how the Eibach kit transforms the ride of the X3. This 33-inch RT320 is the same tire we would be racing on as well, with the #T948 Monster Can-Am X3 RR. Spoiler alert- this car won the 2020 Turbo UTV and Score Overall Championships on RT320 tires. As for the wheelset, we went with the standard in quality: OMF HPO 2 beadlock wheels. The high positive offset wheel features a 46 UTVOFFROADMAG.COM

+55mm OEM offset, compared to the +32mm setup we ran for 2020. We missed the slightly wider 5-2 stance on the high-speed fire roads and even on the short asphalt stints, but the narrow setup worked wonders through the tight and super rocky “Goat Trail” and “Mike’s Sky Ranch” sections of the Baja 500 course. We also noticed that the steering feedback was slightly improved with the high positive offset.

This X3 has accrued over 2,000 miles and counting on a single set of System 3 RT320 Tires. We put on 1,000+ pre-run miles for the Baja 250, which is comprised of deep sand washes, endless whoop sections, and close to 200 miles of asphalt transition roads. The Baja 500 pre-run was another 1,000 miles, albeit with much nastier terrain. Rocks strewn across the desert floor, deep silt, whoops, whoops, and more whoops. Scattered barbed wire, sharp sticks, and another couple hundred miles of asphalt.

The RT320s were thrown into the roughest conditions we could think to put them through, and they came through the other side ready for more.

SYSTEM 3 RT320 TIRE REVIEW

TESTING NOTES We started close to the suggested max pressure of 22 psi, inflating the tires to a square 20 psi when cold. We were willing to sacrifice some grip for puncture and pinch-flat resistance. Higher pressures typically cause bigger tires to wander in the sand washes, but the RT320 stayed mostly straight.

For casual trail riding, we could've knocked it down to 18 psi or even lower, but there were a lot of hidden gems (sharp rocks) in the sand washes and we didn’t want to risk flats being so far from civilization. The crossover section was well over 100 miles without support.

After 2,000+ miles, the RT320 is still at half tread life, possibly even more. Unfortunately, the Baja asphalt sections steal a lot of longevity from the tire, but we are still impressed with the iron-willed durability of the RT320. The rear tires run down much more quickly, especially with our 195 horsepower

X3 Turbo RR. Best practice is to do occasional tire rotations in order to keep the tires even. This will extend the life of the tire, and also keep them from developing damaging wear patterns.

We have also tested this tire on our long-term Yamaha YXZ1000R, where we put over 1,600 miles on a set of 30-inch RT320 tires. The Yamaha’s incredible steering precision was well-preserved riding on the RT320. It is a tough, smooth-rolling tire that doesn’t neuter the YXZ’s lively handling when going to a square setup, meaning all four tires are the same size. Steering precision is good, with incredible side bite that feels very progressive in the way it breaks loose. Handling balance with the RT320 tires remained predictable, and the tires don’t produce any tread hum or severe wobble at higher speeds.

TO SUM IT UP The UTV tire market is stronger than it has ever been, and with newcomer powerhouses like System 3 bursting onto the scene, it is easy to see why. The RT320 Race & Trail tires are a fantastic all-around tire for anything but the muddiest of conditions. Their combination of performance, great steering feel, and longevity make them a winner in our book – as well as SCORE’s!

SIZE

PLY RATING

DIAMETER

TREAD DEPTH

MAX PSI

MAX LOAD

WEIGHT

PART #

28 x 10R-14

8 ply rated

28.0 in

0.65 in

26 psi

740 lbs.

33.8 lbs

521427

30 x 10R-14

8 ply rated

30.0 in

0.65 in.

22 psi

1,000 lbs

37.9 lbs.

521428

32 x 10R-15

8 ply rated

32.0 in.

0.65 in.

22 psi

1,000 lbs

41.6 lbs.

521429

33 x 9.5R-15

8 ply rated

33.0 in.

0.65 in.

22 psi

1,020 lbs

39.8 lbs.

521709

35 x 9.5R-15

8 ply rated

35.0 in

0.65 in.

22 psi

1,020 lbs.

43.0 lbs

521710

Price Range: Online, we have seen the 28-inch RT320 sell as low as $165.00, with the 30-inch coming in around an average of $190.00 and the 33-inch around $210.00, each.

www.System3OffRoad.com/rt320 UTV OFF-ROAD MAGAZINE 47

PRODUCT REVIEW

HMF RACING

TITAN BLACKOUT FULL EXHAUST Glorious sound and excellent fitment, HMF’s Titan is a knockout

STORY & PHOTOS: CODY HOOPER

We really enjoy the look of HMF’s Blackout package on the Titan’s twin 5” muffler bodies.

SOME ENGINES ARE JUST MEANT TO BE HEARD

– like Honda’s 999cc parallel twin engine bolted into the Talon 1000R. In stock trim, the Honda’s exhaust has a decent tone, but is very muted and tinny. We enlisted the help of HMF Racing to let the Talon breathe a little better, and the results were incredibly satisfying.

HMF has multiple exhaust options for the Talon.

Starting off, you can option the Performance Series (louder, lighter, more aggressive) or the Titan Series (deeper tone, more durable, quieter) exhaust systems. They are built with different purposes in mind, but both offer a great boost in performance. We chose the Titan stainless steel exhaust for its tamer exhaust note and beefier construction. We opted for the “Blackout” treated full dual system, which adds $685 to the $499.95 base price for a final as-tested cost of $1,184.95.

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Ticking the box for the Blackout package adds a heat-reducing ceramic coating to the header and mufflers, which holds up well to the elements.

Fuel tuning is required for the Talon, and HMF can also provide: their Gen 3 Optimizer fuel controller can be found online for under $300, offering plug-and-play fuel tuning with no adjustment needed. HMF does a wonderful job of illustrating the disassembly/installation instructions of the stock exhaust, which included the location of every bolt, heat shield, and trim piece that needed to be removed. The HMF exhaust was 6 pounds lighter than the stock exhaust on our scale.

The HMF Titan included a powder-coated mounting bracket, nice quality hardware, a ceramic coated header, springs, spark arrestors, and twin ceramic-coated 5-inch round stainlesssteel mufflers. Installation was remarkably simple,

2020 KAWASAKI TERYX KRX 1000

The exhaust sticks straight out, so be careful about approaching the bed from the rear when the car has been running!

HMF’s Titan adds a great deal of personality to the alreadyenjoyable Talon. It’s up there with our favorite sounding UTVs of all time.

aided by mounting the dual exhaust to the bracket before the assembly gets mounted to the car.

From there, installation of the header pipe and springs was a breeze.

For fuel tuning, we opted to use an HMF Optimizer and installation was very simple- plug the supplied harness into the OEM injector harness and wire direct power to the battery. We started the car and let it warm up, letting the ECU finetune its new engine parameters and find a steady idle. We cycled the key and went for a test drive after re-checking the mounting hardware and were greeted with a glorious noise.

As far as tone is concerned, the Titan absolutely delivers. The exhaust was significantly louder than the stock unit (4dB at idle), albeit in all the right ways. The sound is not so loud as to be obnoxious,

but prominent enough to make you want to press harder on the throttle for more. The throttle response seemed quicker, and we were able to notice a significant increase in power in the midrange and top end. HMF claims an increase of 7.5 horsepower at the tire, and we reckon it is a bit more than that based on seat of the pants feel.

HMF’s Titan dual system really wakes the Talon up, and the sound is one to lust after. Check out a sound clip of our car here, and HMF’s Titan demo video here (click the “Watch Video” link). If you’ve got a Talon, you want this exhaust! If you don’t have a Talon, HMF likely makes an exhaust system for your UTV. Check out their site at the link below.

Price: $499.95 (STAINLESS SLIP-ON SINGLE) to $1184.95 (BLACKOUT DUAL FULL SYSTEM, AS TESTED) Manufacturer Website:

www.HMFRacing.com The HMF Titan exhaust lets the Honda’s snappy parallel twin really breathe. Listen to the smooth, baritone rumble!

UTV OFF-ROAD MAGAZINE 49

CARDO | PACKTALK BOLD STORY: LANCE SCHWARTZ

The only thing better than getting out and riding is doing that same exact thing with a group of your closest friends. Cardo’s PackTalk Bold helmet communication system makes that process all the more fun, giving you the ability to share multiple types of communications between a group as large as 15 people!

The Cardo PackTalk Bold has a ton of really cool features. Person-to-person communication, music streaming, multi-device bluetooth connectivity, FM radio connectivity, smartphone integration, and a Cardo App that controls all of these features are all part of the huge amount of features that fit into this tiny little package.

The PackTalk Bold unit utilizes a universal mount system that attaches to a helmet. From that mount, high quality JBL speakers and a microphone are connected and routed inside the helmet. The PackTalk Bold unit snaps in/out of the mount for easy attachment/removal. If riding in the rain is something you do often, you’ll find comfort knowing that the unit is waterproof, with up to 13 hours of talk time on a single charge of the battery.

While the Cardo PackTalk utilizes bluetooth technology to connect to external components like smartphones, gps units, or even other communica-

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tion devices, the real magic behind Cardo is their use of their proprietary Dynamic Mesh Communication (DMC) technology. In perfect conditions with direct line of sight, distances between group members can be up to 1 mile between riders and up to 5 miles between the whole group. Unlike systems that depend on Bluetooth, DMC is unaffected by people joining or leaving the group and seamlessly allows them in/out of the group communications without needing to reset the group. The groups can be created in a few seconds by syncing all of the devices together with a few button clicks.

In addition to talking between group members, streamed songs and phone calls can also be shared between the whole group. The Cardo PackTalk unit does utilize buttons that are useful to initially setup group communications, as well as a “roller” type selector that can be used to adjust things like volume. However, since most users will likely be driving a UTV or riding an ATV or dirt bike, one of the greatest features is that the PackTalk units are completely voice controllable. With the simple command of the “Hey Cardo” prefix, users can turn volume up/down, turn music on/off, select music tracks, turn the FM radio on/off, check battery status, answer/ignore calls, and integrate with Google

or Siri to control your smartphone.

If more precise control is needed, there are even more controls that can be used by integrating the Cardo App on your smartphone. The amount of modern technology that has entered the off-road market in the last few years is absolutely amazing!

While the whole purpose of getting off-road is often to escape into the outdoors and leave your crazy life behind, being able to do it with friends takes that experience to the next level. With a product like the Cardo PackTalk Bold, having the ability to share multimedia communications with a “pack” of up to 14 of your closest friends, just imagine the exciting new adventures you can create!

Flashing green is DMC mode Press button for 5 seconds on each device is all it takes to connect. Devices will recognize them when they come in or out of the network.

You can add a phone call and share to the whole group.

Can have a private communication privately with one person in the group by utilizing the app.

$399.95 CARDOSYSTEMS.COM UTV OFF-ROAD MAGAZINE 51

UTV JACK BUYER'S GUIDE AGM

AGM

The AGM electric jack will lift your rig off of the terra firma with virtually no effort. The easy one button operation is appreciated and the swivel base keeps the jack grounded in almost any type of angled terrain. The jacks power plant battery mount can be ordered to fit a Milwaukee or Dewalt battery pack. This eliminates the need to carry extra batteries for your repair tools and the electric jack.

The compact and lightweight AGM jack is a beautifully designed tool. It is a cheaper, lighter version of its AGM electric cousin.

Engaging the jack is lightning quick with the use of a powered tool. Finally the size and weight make mounting this useful implement extremely easy.

PRO EAGLE

PRO EAGLE

The Phoenix DS sports a lower 8.5 inch retracted height allowing it to be utilized in more varied situations. The telescopic design provides 17" of lift height. The lower starting height makes the DS easier to slide under a vehicle with a flat tire. It also increases the amount of lift points on the vehicle, especially in uneven terrain. Jack includes Case, Regulator and 3x33 gram Co2 cartridges.

Any jack that comes with a skid plate is pretty cool in my book. The Pro Eagle Talon has that and much more. Not only is the talon a compact pump jack, the fast valving goes from fully collapsed to full extension in only 4 pumps! It also comes with an extension that allows the jack to extend from 8” up tp 2’ 4” of lift. The bomb proof construction includes solid axles and large non-pneumatic wheels.

Electric Jack: $1,289

Phoenix DS CO2 AIR Jack: $459.99

52 UTVOFFROADMAG.COM

AGM Manual Jack: $882.12

“Talon” Big Wheel Offroad Jack: $419.99

KING

F-O-A

If you find it necessary to remove a wheel on your UTV the King Screw Jack is a great option to get off the ground.

The Jack comes in a simple and easy to use design. The jack doesn't rely on hydraulic fluid to lift the machine. It is screw actuated, lifts up to 30” and is made to use with most cordless impacts.

The F-O-A Race Jack can lift about 18" in height in mere seconds using any 1/2" cordless impact.

Once the vehicle is off the ground it makes for a fast, easy wheel change.

The jack also has a large billet foot to ensure stability in the dirt or sand.

RADFLO

TRAYCO

Does your UTV Weighing in at only 13 lbs, and a collapsed length of only 37” this Radflo jack can be easily loaded or unloaded with relative ease. The small size also gives you more options to store or mount this product on your UTV. The jack has an adjustable platform and a generous 18” lift range that can lift most vehicles in around four pumps. Finally this jack is serviceable and rebuildable so it will be lifting you up for a while.

The Mickster RaceJAK has a monstrous 3,300 pound lifting capacity and can be set up in 8 lifting positions.

It operates via a crank handle or with a power impact tool. It weighs 13 pounds, extends to 40” and collapses to 25.5”. This Trayco offering also comes with a 1 year maintenance program.

TUSK

TUFF TRAIL GEAR

Screw Jack: $901.74

Hydra-Jac Lightweight Racing Jack: $505

UTV Scissor Jack: $54.99

The Tusk UTV Scissor Jack Kit is one of the most budget friendly jack options available. This versatile kit includes the scissor jack and UTV mounting hardware. It is made of high quality steel and the roll cage mounting hardware is aluminum.

It is easy to use and can lift two tons off the ground. The height adjusts anywhere from 3.75" to 18.25".

Race Jack: $350.00

The Mickster RaceJAK: $799.99

Jack Daddy: $345.00 Tuff Trail Gear Jack Daddy has a unique setup compared to most others. The Jack Daddy has 4 brackets that are installed on the rear shock mounts of a UTV. Getting the machine off the ground is as simple as attaching the unit to the mounts and driving up on the jack.

UTV OFF-ROAD MAGAZINE 53

UTV JACK BUYER'S GUIDE QUAD BOSS

CAGE WRX

The Quad Boss UTV Utility jack is a sturdy tool made of heavy-duty all steel construction. It makes it a great implement for not only offroad duties but any job requiring up to 3,000 lbs of force. You can use it for any situation that require winching, hoisting or spreading.

This affordable tire jack solution fits all Polaris RZR XP 1000 models including the 4 seaters. The 3,000 pound scissor jack and mount includes a quick pin disconnect, and all hardware to mount to the upper bed of your Polaris RZR XP 1000, XP4 1000, and XP Turbo.

UTV Utility Jack: $90.99

HI-LIFT

UTV Jack: $128.31

Tire Jack and Mount: (Polaris RZR model) $139.99

GO AN

The Hi-Lift UTV Jack (36” model) weighs less than 30 lbs and was crafted for use with UTVs. It was designed with a gold zinc-coated winch/clamp/spreader attachment and the body is painted with black powder coat.The two piece handle and socket is durable and reliable not unlike the rest of the jack.

PROARMOR Quick Shot Wheel Jack: (Can Am) $199.99

If you are a BRP fan they feature a ProArmor Quickshot Wheel Jack that fits many Can Am UTV’s including the Defender, Maverick and Commander. This scissor jack will help you change a flat in a hurry. It features a slick spare tire mounting plate that keeps all the components in one place, and a large base on the jack for more stability.

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GO AN HORNET OUTDOORS Quick Lift Jack: $199.95 This lightweight product from Hornet Outdoors weighs in at a svelte 13 lbs and can lift up to 2,000 lbs.The Quick Lift jack can elevate anywhere from 6’ to 32’and features a 6” long tongue to solidly grab the underside of any machine. It operates with a cordless impact gun or hand crank.

THE RIGHT TOOLS Easily Access Your Valve Stems To Manage Your UTV’s Tire Pressure

PRO FILL AIR CHUCK TM

Part No. 08-0602

Adjust the Pro Fill Air Chuck for the best working angle

Pivoting angled head design

@motionpro

@motionprofans

Unique design allows you to reach difficult to access tire valves on ATVs and UTVs

Find your local dealer at MOTIONPRO.COM

Matt Burroughs Monster Energy's Championship winning

RT320

Can-Am X3 MAX

Sizes 28”- 35”

Race-ready, non-directional mixed terrain design 8-ply rated carcass is lightweight and features a wide contact patch High-mileage rubber compound for long life Our products are sold through authorized dealerships and online retailers through the exclusive distribution of Tucker Powersports. Ask your favorite vendor about System 3 products.