UTV Off Road Mag Vol 39 by UTV Off-Road Magazine

PROJECT

RZR XP4 900

R O T A G RSX850i E JOHN DEER

+RALLY ON THE ROCKS

WE VISIT MOAB FOR SOME EXTREME ROCK CRAWLING

REED IN N THE NEXT B LUTIO GATOR EVO

RZR XP 900 VS. WILDCAT 1000

THE TOP TWO SPORT UTVs MEET FOR A SHOWDOWN!

RETAILERS: DISPLAY UNTIL NOV 26, 2012 www.utvoffroadmag.com

CONTENTS FEATURES 18 JOHN DEERe GATOR RSX850i

John Deere steps up big with their new 2013 Gator RSX850i

28 MUZZYs Big Bore Wildcat

Testing the latest creation from Muzzys in the Oregon dunes

34 bad to the bone

Doug Siddens RZR undergoes a major tranformation and puts down impressive course time at this year’s Pikes Peak race to the clouds

36 Polaris rzr xp vs arctic cat wildcat

The two baddest sport UTVs meet for a showdown. Which one is the best all around sport UTV?

Tour of nevada

rally on the rocks

UTV Off-road project rzr xp4 900

big brother joins the ride

Exploring the great state of Nevada’s great historical sites and off-road trails

The most fun you can have on four wheels

We reveal our project RZR XP4

EVERY ISSUE

8 EDITOR’S NOTE 12 RACING NEWS 16 INDUSTRY NEWS 70 THE OFF ROADERS 72 OFF-ROAD PRODUCTS 76 READERS RIDES 80 WHEELIN’ & DEALIN’ 81 ADVERTISERS INDEX

California’s AB1595, helmets, and the safety of UTV passengers by Jeff Knoll. Learn how this affects you.

ON THE COVER We test the all-new John Deere Gator RSX850i in the red rocks of Moab, Utah. The RSX just may make you a fan of green and yellow like it did for us. Read more on page 18.

What’s up Maverick?

Okay, when will the madness end? Another high performance side-by-side; are you kidding? Do we really need another one? Well, as a matter of fact, yes, we do. I love all shapes and sizes of UTVs, whether they be 50” wide or max out at 64” wide. The latest from Can-Am may or may not get your head spinning, but with a 101hp tire pusher and 14” of terrain-gobbling suspension travel, how can your interest not be piqued? I’m not sure where I went wrong when I mentioned a few issues back that I didn’t think we would see horsepower numbers reach or surpass the 100 mark. All I can say is: Nice work, Can-Am! I had a chance to see the all-new Maverick in person prior to its public unveiling at the Sand Sports Super Show in Costa Mesa, California. While we have yet to drive BRPs latest offering into the sport UTV arena, I did get a chance to talk with some individuals who have. Their impressions left us with only one thought: We can’t wait to drive it. Typical of Can-Am, they are out to prove that they are the best in the industry by creating the unexpected. There are a few things that I did not expect from Can-Am -- first, the name. In the dictionary, Merriam-Webster’s definition of Maverick is “an independent individual who does not go along with a group or party.” For sure, not only did Can-Am drop in the biggest horsepower numbers we have seen in a UTV, but they also completely changed the rear suspension to what they refer to as a Torsional Trailing Arm (TTA) design. This is a departure from their original trailing arm design on the Commander, and a departure from its competitors, the RZR XP and the Wildcat. They developed the TTA to save weight over the typical long trailing arm design. This is a similar approach to what we see on the new John Deere Gator RSX850i’s rear suspension. Can-Am also revealed their future 4-seat option that is based on the Maverick suspension and powertrain platform to compete with the Polaris RZR XP4 900. The 2014 Maverick Max 1000R has a wheelbase of 113.8” which is 6.4” longer than the RZR XP4 900. The Maverick MAX 1000R will be available Summer 2013.

With 29.5-inch(75cm) longer wheelbase over the standard Maverick, the interior space of the rear cab was built to offer both comfortable and spacious seating area for two full-sized adults. The Maverick MAX has a total wheelbase measurement of 113.8 inches(289cm), also contributing to a more comfortable ride. Offers more room than other four-seater sport side-by-side — 6.4 in.(16.3cm) more than the Polaris RZR XP-4 900. 2013 Can-Am Maverick 1000R Specifications Engine

976 cc, V-twin, liquid-cooled, SOHC, 8-valve (4-valve/cyl)

Bore & Stroke

91 x 75 mm

Horsepower

101

Fuel System

iTC™ with EFI and 54 mm Throttle Body, 2 Siemens VDO injectors

Transmission

CVT, sub-transmission with high, low, park, neutral & reverse. Standard engine braking

Chassis Front Suspension

Double A-arm, FOX PODIUM X Performance 2.0 HPG piggyback shocks with compression and preload adjustments

Rear Suspension

Torsional Trailing A-arms (TTA) independent rear suspension with sway bar, FOX PODIUM X Performance 2.0 HPG piggyback shocks with compression and preload adjustments

Front/Rear Suspension Travel

14 inches

Front Brake

0-53 Hi Forward, 0-30 Lo Forward, 0-15 Reverse

Rear Brakes

Dual 214 mm ventilated disc brakes with hydraulic twin-piston (27 mm) calipers

Park brake

Dual 214 mm ventilated disc brakes with hydraulic single-piston (32 mm) caliper

Dimensions L x W x H (in.)

118.8 x 64 x 74.2 in.

Wheelbase

84.3 in.

In our next issue, we will provide you with more details of both units and, hopefully, will have had a chance to test drive the new Maverick and provide you with a full review. Until then, here are a few specs to get you excited.

Turning radius

241 in.

Ground Clearance

13 in.

Rear Rack Capacity

200 lb with LinQ™ quick-attach system

Wheelbase

77.8

Troy Merrifield Editor-in-Chief troy@utvoffroadmag.com

Weight (dry), lb.

1297 lb

UTVOFFROADMAG.COM

Color

Yellow/Black

MSRP

1000R: $15,999 1000R X rs: $17,499

UTV INC POLARIS RZR-XP REAR FRONT LOWER A ARM GUSSET KIT UTV INC POLARIS RZR RZR-S 3/8” UHMW SKID PLATE

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UTV Off-Road Magazine // Issue 39 // Oct/Nov 2012 Publisher: Troy and Don Merrifield Editor-in-Chief: Troy Merrifield - troy@utvoffroadmag.com Advertising Exec: Don Merrifield - don@utvoffroadmag.com 480-990-2143 Advertising Exec: Tracey Waslefsky - tracey@utvoffroadmag.com 480-229-9602 Advertising Exec: Michelle Hill -mhill@utvoffroadmag.com 805-264-1080 Finance: Amy Smith - amy@utvoffroadmag.com Financial Advisor: Gary Goff/North Star Marketing Group Contributing Editors: Alan Cooper, Rick Sosebee, Jon Crowley Contributing Photographers: Alan Cooper, Rick Sosebee, Jon Crowley

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Editorial contributions are welcomed, but editors recommend that contributors contact us first. Contribution must be accompanied by return postage, and we assume no responsibility for damage or loss of material. Manuscripts must be typewritten, and all photos have to have captions. Photo model releases of all people in photos must accompany manuscript. UTV OFF-ROAD MAGAZINE reserves the right to use material, and we reserve the right to edit material to meet publication requirements. E-mail contributions or inquiries to: troy@utvoffroadmag.com. WARNING: Some of the photos in this magazine portray actions performed by professional drivers under controlled circumstances. We are not responsible for the actions of our readers. We encourage safe and responsible operation at all times. Wear a helmet and safety restraints while operating a UTV/Side-by-Side 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. ©2010 Open Matrix Group, LLC Printed in the USA

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racingnews

Team DragonFire Back Out Banging Doors With The Best Of Them! Benson Bounces Back, Melville Moves Into Contention, Granlund Goes Into Third After driving the wheels off his Team DragonFire RZR in the previous round (no really, he ripped a wheel right off ), Ken Benson bounced back from that DNF to finish 2nd in the WORCS race at Cahuilla Creek MX Park. Fellow Team DragonFire pilots Nic Granlund and Kyle Melville flew into 4th and 5th place overall on the day and moved back into contention in the overall points standings. The pressure was on for Benson and the DragonFire crew going into round #7 of the fiercely competitive WORCS series as they thrashed to get Ken’s car ready following the disappointing DNF caused by impact with a tree at the previous race. Despite the impossible odds, they were able to provide a podium-worthy car. Staying true to his trademarked style, Ken kept the pedal down and was able to work his way past a couple of UTVs that beat him off the line on the MX section before dropping in behind season points leader David Lytle going into the desert. “The desert section was extremely dusty,” says Benson. “I closed the gap in behind Lytle to gain visibility, eventually making the pass in a deep whoop section in the desert.” Try as he might, Benson couldn’t catch Justin Lambert. “I was reeling him in the desert section on each lap, and he would pull his lead back on the straight-aways. It was nice to see Justin take one home. He ran an excellent race and his car ran great. He has had a tough season and most definitely earned this one!” “The motocross section was awesome… big jumps and technical turns,” says Benson. “Once again the DFR suspension proved itself, giving us the ability to push the car through the rough and handle the MX jumps on the track.” While Benson was battling Lambert for the lead, big Nic Granlund motored into 4th place. Long-time team driver Kyle Melville was still coming to grips with his new Kawasaki Teryx. Kyle kept turning fast and consistent lap times as he worked his way up through the pack. His calculated and methodical approach ultimately earned him a 5th place overall finish on the weekend. After the dust settled at Cahuilla Creek, Team DragonFire finds Nic Granlund 3rd and tied with Kyle Melville in 4th respectively. Despite patches of bad luck throughout the season, Ken Benson is holding on to 7th which is impressive. Nic, Ken and Kyle are all showing that they have what it takes to go out and take care of business. With only one round left in the 2012 WORCS Racing season, the DragonFire drivers show no signs of slowing down. 12

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racingnews

RZRs Podium at WORCS Round 7 RZRs dominated WORCS Round 7, at Cahuilla Creek, in Anza, Calif. Another round has been completed at the 2012 WORCS racing series, and with only one more round remaining the points battles have heated to a boiling point. Round 7 was held at Cahuilla Creek MX Park in Anza, CA. Known for its big jumps and constant elevation changes, Cahuilla Creek is by far a favorite of the racers and spectators. Thanks to Sean Reddish, owner of the WORCS Racing Series, racers from the Lucas Oil Off Road Racing Series (LOORRS) who also compete at WORCS would be able to pull double duty on this full weekend of racing. LOORRS was hosting their night race rounds at Glen Helen this same weekend, which worried some racers, including Walker Evans Racing’s very own RJ Anderson, who is in a heated points battles both at WORCS and at LOORRS. The schedule change allowed Walker Evans Racing racer RJ Anderson who is competing for a championship in Production 1000 to be able to continue his battle, all while still making it back to Glen Helen in time to compete in his Pro-Lite. All of us at Walker Evans Racing were very thankful to WORCS for making that schedule change. The Production 1000 green flag dropped promptly at just before 11 am. As the field of Polaris XP900s, Arctic Cat Wildcats, Kawasaki Teryxes, and Can-Am Commanders roared to life, it would be RJ Anderson in his Walker Evans Racing / Holz Racing Products / Polaris XP900 who would take the hole shot and never look back. Out of the 33 cars that would line up, only 24 would complete enough laps to qualify for a finish, while the other 9 cars would be dealt DNFs and DNSs. With RJ Anderson getting the win and Ryan Piplic holding strong in 2nd, it makes the final round of racing in September that much more exciting. The 2 will enter the race tied for the points lead, bringing the Championship down to the final race! Knowing the battle these 2 have waged all year, it could come down to the final lap. Either way, it’s sure to be exciting and fans couldn’t ask for a more exciting battle down the stretch. Fresh off the heels of their Silver State 300 win, the Coastal/Holz RZR XP sponsored by Walker Evans Racing posts their second straight win – finishing the 534 mile Vegas to Reno in 11hrs 41min – the first time a UTV has finished in under 12 hours. Billed as the longest off-road race in the U.S., it is a grueling test of durability and strategy for the 20+ UTV teams entered this year. Walker Evans Racing supported the Coastal/Holz RZR XP from start to finish, supplying a pit crew that consisted of Brian Maclean and racer RJ Anderson. The team was thrilled at the win and had a great time supporting the team from Vegas to Reno!

LATEST UTV & SIDE-BY-SIDE

racingnews Can-Am Commander Racers Post Victories at the John Penton GNCC

Team Travalena won the XC2 UTV class in its Can-Am Commander 1000 X and Motoworks / Can-Am Commander racer Kyle Chaney finished a close second in the XC1 UTV class at round nine of the 2012 Can-Am Grand National Cross Country (GNCC) series held in Millfield, Ohio. Can-Am 4x4 ATV racers Bryan Buchannon (4x4 Open), Clifton Beasley (U2), Kevin Trantham (4x4 Lites) and Forest Whorton (4x4 Senior) also won their class at The John Penton GNCC race. “All of our riders and teams fought hard and overcame the excessive heat in Ohio. Motoworks / Can-Am Commander 1000 X driver Kyle Chaney led most of the XC1 UTV race. Unfortunately, a lapped racer caused Chaney to crash on the final lap. Thankfully, he recovered to finish a very close second and reach the class podium,” said Jimmie O’Dell, Race Manager, Can-Am. “Team Travalena also had great ride, winning the XC2 UTV class. I was proud of the way all our guys raced in the brutally humid conditions, especially our Can-Am 4x4 racers, who earned four class overalls.” In side-by-side racing action, pilot Kyle Chaney put his Motoworks-backed Can-Am Commander in the top five at the start of the XC1 UTV class race. By the second lap, he grabbed the lead and held it until the final loop. While overtaking a lapped vehicle, Chaney lost control of his vehicle and lost the lead. The team recovered quickly and ended up with a hard-fought second-place finish. In the UTV XC2 class, Team Travelena worked its way up from a top five start and took the class win by over 30 seconds. The team’s impressive charge in their Commander 1000 X also allowed them to finish in ninth overall for the day. 14

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Parlez-Vous Awesome? HOLZ & BARON HEAD TO FRANCE AND WIN THE ST. MARTIN EN HAUT SSV RACE

The two-driver team of Beau Baron and Mark Holz traveled halfway around the world, to Saint- Martin-en-Haut, France to compete in the La Motor’s Courses De Quad & SSV race held July 28 & 29th. The team received a Polaris RZR XP Polaris France that was prepped by Xtreme Plus to compete against a tough field of RZR XPs, RZRs and Commanders. In the end, the solid driving of Beau and Mark allowed them to gain a lap on the competition and back down the pace to save the car and win the overall. “This event was awesome. The sport of side x side racing is really great right now. With the WORCS series drawing big numbers, a successful Best in The Desert series and international racing going off, this is really exciting to see, ” said Mark Holz. This race was comprised of 4 sessions and 40 cars. The racing started with qualifying on a track that was laid out on the rolling wheat fields of the French countryside. With lap times averaging 4 minutes, there was always action on this tricky off-camber track. Beau lead off in Saturday’s first two-hour session and handed off the car to Holz at the gas stop - and ended the session in first place, lapping up to fourth place. Beau took that momentum into the 1.5 hour night race and put a lap on the field. Sunday the US Drivers picked up where they left off and each drove a smart, smooth race to finish on top of the box with the win. When the dust settled after the 6.5 hours of racing, 17 of the 40 car field finished. Attrition was a factor as the course littered with huge holes and waist deep berms caused DNFs for the teams that weren’t prepared. The mechanics from Xtreme Plus, winners of the SxS class at the 2012 Dakar Rally, prepped the RZR XP and provided solid pit support all weekend, contributing to the win.

racingnews

Can Am wins big in Vegas at the General Tire Mint 400 Early Saturday morning the 1917 Murray Motorsports Can-Am Commander was lined up in the 18th position in class 1900, starting after nearly 150 teams in other classes. This would make for a very dusty and rough ride. When the light went green, two UTVs would leave the line every 30 seconds to race out into the desert. The Commander started on the outside line being driven by Derek Murray, and pulled the hole shot and set out into the dusty dark desert. One by one they passed several other UTV teams, moving towards the front of the pack physically, and on time. In the process, many other â&#x20AC;&#x153;fasterâ&#x20AC;? classes were overtaken by the Commander. The course was extremely rough. Miles on end of 2-3 foot whoops, rock areas, and soft sand mixed with fine powder dust, and no wind made for plenty of carnage. Many other class vehicles were scattering the course like sitting obstacles to dodge as the 1917 Commander passed by. At the end of the first 93 mile lap, the team was sitting in 3rd place physically and 4th on time. At main pit, the team did a quick systems check, fuel, and driver change. Jason Murray took over the wheel to try and move up to the lead. Five miles into the second lap they moved up into second, and began the hunt for the lead. The good

news was the current leader was teammate 1904 the Desert Toyz Can-Am Commander. The two Commanders pushed hard knowing that at the Mint anything can happen, and itâ&#x20AC;&#x2122;s not over until the checkered flag drops. The two teams were less than 40 seconds apart for nearly 45 miles, making some great racing and battling for the win. When the dust settled, it would be a one-two finish for Can-Am and the Desert Toyz built Commanders with 1917 Murray Motorsports pulling ahead for the win and 1904 teammate Desert Toyz with an amazing second. With this result at the Mint, 1917 Murray Motorsports and the Can-Am Commander pull into 1st in points for the BITD 1900 Pro SXS class. With two 1st place finishes in the last 3 BITD races, look for a competitive season and big things from Murray Motorsports! Murray Motorsports would like to thank the wonderful support of our sponsors: Can-Am for building one of the best, most reliable and fastest Side-by-Sides on the Market; ITP for producing the toughest baja cross tire on the market and rims to hold up the most grueling conditions -- not one flat in the entire race, which is amazing; Dragonfire for making some of the industry leading accessories to push more power out when you want to go fast; Elka for suspension components that get abused to the limit and somehow they keep the team fast and get them to the finish line; Desert Toyz for building the most durable desert suspension and race chassis for the Commander -- Cory Sappington knows how to build race cars that will be durable even in the most abusive situations; Dead Rabbit Clothing for all the help with shirts, apparel, hats, and marketing material so the team can look good and represent the industry; UTVunderground.com, the best source of information in the industry, and amazing photos; Sunset Vans for keeping the program alive and allowing the team to get out and do what they love.

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industrynews Debut of Monster RZR XP 4 900 Highlifter Products Steals the Polaris Dealer Show High Lifter Products Inc., the leader in custom aftermarket ATV accessories and products, today announced the debut of its newest custom monster UTV build - the Teeter Totter. Three months in the making, the top-secret build stole the show at the 2012 Polaris Dealer Show in Las Vegas, Nevada. Polaris President and COO Bennett Morgan promised the crowd that “bigger and better things are coming from Polaris in 2013” as Teeter Totter’s 640 horses were fired up. As the engine revved and entered the arena to pick up Morgan, thousands of cameras flashed as the crowd went wild over the monster RZR XP 4 900. Beginning with a stock 2013 Polaris RZR XP 4 900, High Lifter’s team deconstructed the RZR and began to add significant customizations to make Teeter Totter the only monster RZR XP 4 900 in the world. To power the ride, High Lifter added a 383 Chevy stroker motor with 640 horses. To top off the mechanics of making Teeter Totter drive, they added a two-speed powerglide shorty transmission with trans brake, Griffin radiator, Pro Fab reverse rotation drop box, PSC double-ended ram steering, and a custom 12-gallon stainless steel fuel tank created by Mezco. High Lifter then selected 54” Super Swamper Bogger tires and custom High Lifter wheels to add to the ride that was outfitted with 2 ½ ton military axles, custom four-link suspension, 18” Walker Evans air shocks, a C Squared roll cage, and sway bars. The result was an RZR XP 4 900 that sits a whopping six feet off the ground. While the High Lifter team did make major changes to create the monster RZR XP 4 900, they did retain as many stock Polaris parts as possible, including the frame, body, seats, and steering wheel. “We were so excited when Polaris approached us earlier this year to create

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this special project for the 2012 Polaris Dealer Show in Las Vegas,” said Scott Smith, president of High Lifter Products. “We’re always thinking outside of the box when it comes to off-road vehicles. When it comes to creating something of this magnitude, you’ve got to have a big vision and the knowledge to execute it successfully. The Teeter Totter project allowed us to take some of our wildest ideas for the RZR and execute them to make a one-of-a-kind vehicle that turns heads wherever it goes.” The Teeter Totter project is the third monster UTV build High Lifter has created. The first two monster builds involved Polaris Rangers, with one of those builds being a major crowd attractor at High Lifter events, including the ATV Mud Nationals held every spring in Jacksonville, Texas. Videos of Teeter Totter can be seen on High Lifter’s YouTube channel located here: http:// www.youtube.com/teamhighlifter.

FIRST DRIVE

UTVOFFROADMAG.COM

2013 JOHN DEERE GATOR RSX850i

JOHN DEERE

GATOR RSX850i THE NEXT BREED IN GATOR EVOLUTION

n the relatively short existence of UTVs, they began to be recognized as something more than a work vehicle. We have seen major milestones in the industry as they adapt from more utilitarian functions to all out sport recreation. Some units like the Kawasaki Teryx, Arctic Cat Prowler, Yamaha Rhino, Polaris Ranger and Can-Am Commander are seated somewhere in the middle. All are capable of work tasks -- some more than others -- but can also tackle any trail in a mild sport fashion. We’ll categorize them as sport utility. All units with the exception of the Commander and the Prowler are close in displacement numbers, hovering between the 700 and 800cc mark. In the suspension department, again, only the Commander and Prowler offer 10 inches of wheel travel while the remanding units offer slightly less. In our initial testing, we would position the new John Deere RSX850i rests comfortably between the Kawasaki Teryx and the Can-Am Commander on the utility performance side, and between the Commander and the RZR S on the sport side. Some JD History In 1987 John Deere created the AMT 600, which basically was an ATC with a cargo box behind the operator and an additional rear axle for a total of 5 wheels. Just 3 years later in 1990 they introduced the AMT two-passenger that would retain the single front wheel, dual axles and two bucket seats with an operator steering wheel. In 1993 the company brought out the first Gator 4x2 and 6x4, with two front wheels and operation protection like a cage. This platform is similar to what you may see today on many farms or golf courses and was the beginning of what we would refer to as a UTV. As 2004 rolled around, JD would release the Gator HPX 4x4, a more modern design that would still remain a heavy hauler. In 2007 they started reaching out to the recreational sector with their Crossover Utility Vehicle, the 2007 Gator XUV620i, and in 2011 the Gator XUV825i. This platform would give John Deere’s core customers a solid reason to stay loyal to their favorite brand and do some true recreational activities outside of work. In late 2011, Scott Martinez built the first desert race Gator XUV825i that he has continued to race throughout 2012. For model year 2012, the Gator lineup would grow with the addition of the XUV550 and the XUV550 S4, the first multi-passenger Gator. This all adds up to John Deere celebrating 25 years in the Utility Vehicle segment for 2012, and this marks the 20th anniversary of the Gator Brand. In September 2010 the 500,000th Gator rolled off the assembly line, and according to John Deere they have sold more utility vehicles than any other manufacturer in the industry in the past 25 years.

OCT/NOV 2012 • UTV OFF-ROAD MAGAZINE 19

FIRST DRIVE What’s New? For 2013, John Deere is positioning their new Gator RSX850i to the outdoor enthusiast, with emphasis on recreation, and keeping it true to the Gator lineup capable of work duties. John Deere is offering the Gator RSX850i in three trim levels starting with the base model at $12,999, which features 12” Cast Aluminum wheels and Ancla MT tires, preload adjustable Fox shocks and standard bucket seats. The Gator RSX850i Trail starts out at $14,999 and is outfitted with 14” cast aluminum wheels and Maxxis Big Horn 2.0 tires, 3000lb WARN winch, front brush guard, preload adjustable Fox shocks, rear bumper and cargo box rails. Topping the list is the Sport model at $15,499. It receives Fox 2.0 performance series shocks with piggyback reservoir, sport steering wheel and prerunner front bumper and Hella lights. The RSX is built on an all-new midsize chassis and shares only a few components found on the 2012 XUV 550. They are similar, but unique to the RSX is the suspension, engine, transmission and differentials. Portions of the RSX like the operator’s station and frame were co-developed with the XUV550. The RSX is the 550’s bigger (by weight, wheelbase and length), faster and more nimble brother.

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At the heart of the RSX, John Deere partnered with Italian motorcycle engine maker Piaggio to develop the 850i’s power. The 839cc OHV liquid-cooled V-twin is the same engine from the Aprilia motorcycle, tuned specifically to John Deere’s off-road utility application. With 59.5lbs/ft of torque, fuel is fed through a single 36mm closed loop EFI system and electronically controlled engine oil cooler. This Gator is ready for the trails. The RSX’s engine is smooth, fast and furious -- in stock trim, it has a unique exhaust note that sounds aggressive without being loud or annoying. The Team Industries tight belt CVT gets the power to the ground with rapid smooth acceleration up to around the 35mph mark, then tapers off as it reaches its top speed of 53mph. During our testing while in Moab, Utah, we reached numbers of 55mph on wide-open dirt roads upon hitting the rev limiter. Moab is an off-road playground like no other with more terrain diversification open for off-roaders to actually experience and enjoy. These testing grounds are geared more towards “rock crawling,” but many trails, such as Seven Mile

2013 JOHN DEERE GATOR RSX850i

Rim, consist of rocky trails with a few challenging rock sections, sandy washes and trails with dune like sand and whoop sections. John Deere choosing this as a testing location speaks volumes of the type of consumer they are looking to attract. We have tested many stock vehicles over the past five years in Moab, and all we can say is that the RSX rates in the top five “sport” vehicles tested thus far. It really is that good.

models also feature highback seats that look great and tilt forward to access service areas. The RSX also incorporates a large 7.4 gallon fuel tank located on the driver’s side for convenient refueling. Three-point seatbelts are standard on all models, but we would like to see an anti-cinch mechanism incorporated for increased comfort. Large automotive style latching doors offer style and protection from trail debris.

Trail confidence is offered with the 850’s suspension. The RSX’s dual wide arch A-arm front suspension handles bumps well with 9” of travel, and aluminum body monotube Fox shocks. Although the shocks are only preload-adjustable until you get to the Sport model, which add compression adjusters and piggyback reservoirs. The RSX front upper A-arms are a ductile cast-iron while the lower arms are fully boxed and welded steel arms. Out back, John Deere went with what they refer to as a Multi-Link semi trailing-arm type suspension. As the suspension cycles up or down, you get rearward motion that gets slightly longer and wider through corners and difficult terrain. The rear yields the same 9” travel with preload adjustment as well. Lower rear arms are ductile cast-iron whereas the upper are cast aluminum. It rides well through chop at low speeds, and while driving hard it is difficult to find the limits of the suspension as it handles rhythm whoop sections surprisingly well. The RSX offers a longer wheelbase at 77.8”, which is 2” more than the Commander, 1.8” more than the Teryx, .8” more than the RZR S – the extra wheelbase helps soak up deep rollers when driving hard. While in off-camber situations, the wide (56.5” width) RSX felt comfortable unlike similar width vehicles in its class. Both front and rear receive anti-sway bars, which provided controlled cornering and ample suspension flex in the boulder sections. We would say it is next to perfect.

The new RSX will be more apt to do smaller chores due to the limited 400lb dumping cargo box capacity and 1200lb towing capacity. Located up front, users will benefit from the sealed under hood storage for the addition of medium-sized items. In the interior, a generous glove box adds additional

Creature Comforts As new models are revealed, there is one thing they have in common -- nicer seats. The Commander, Wildcat and Teryx 4 all sport highback bucket seats, adding trail comfort and an upgraded appearance. The RSX Trail and Sport

The RSX comes equipped with an 839 cc, V-twin, liquid cooled, four-cycle, gasoline motorcycle engine that produces 62 hp and a top speed of 53 mph. John Deere claims the engine also delivers 0-30 mph acceleration in three seconds. OCT/NOV 2012 • UTV OFF-ROAD MAGAZINE 21

FIRST DRIVE

JOHN DEERE GATOR RSX850i

storage to secure items while on the trail. When the trail takes a turn for the worst, the driver can easily engage the front wheels to 4WD or 4WD lock located in the center of the dash. Just above are two beverage pockets. We hope they add some rubber flanges in the future to hold in your beverages while on the trail. We would like to see this placed in an easier-to-reach location somewhere in the cab area to get it out of the sun. Placement of the digital dash is where it should be, located behind the steering wheel, and gear selection for L/H/N/R is placed between driver and passenger. In the future, we would like to see a gear indicator integrated into the digital dash to help locate gears easier. Currently shifting from Neutral to High gear, or Low to High gear can be cumbersome. Slots for the shifter arm to slip into would remedy this. Just to the passenger’s left is a handhold for added support when the trail gets bumpy. More than Chores It’s obvious that John Deere has an interest in capturing a portion of the Recreational Utility Buyer Market. This first offering will definitely make you consider this as an option. And you should. With more power, faster top speed, great suspension and aggressive styling over most competitive machines, it is worth more than a look. It’s a well-designed machine that will easily attract more than just John Deere core customers. Their top-of-the-line Sport model MSRPs at $15,499, which is $500 less than the sporty Can-Am Commander X 1000, and $1,100 more than the Teryx 4 EPS. The RSX weighs in at 1360lbs, 65lbs heavier than the Commander, but it handles its weight very well. And while it is not equipped with power steering, we feel it is not a necessity like some competitors’ side-by-sides. Cornering is precise and exhibited little body roll. The Fox shocks on the Sport model allowed us to travel through the trails at good speed as it adsorbed undulating rocky trail chop and small drop-offs with ease. The low range power is perfect for any trail that you may encounter; John Deere claims the RSX will go from 0-30 in 3 seconds. They have done a great job with the RSX850i. Although there are some minor interior enhancements we would like to see in the future, this machine is golden and may have you green with envy.

Above: The interior layout of the RSX is clean. It has a sportier feel over past Gator models, which had mechanical style levers to engage the 4-wheel drive. Although the steering wheel does not tilt, it is in a good position for the driver. A quality steering wheel is included with the Sport model. Even though the RSX is not equipped with power steering, it takes little effort while sawing through tight, twisting trails. The digital dash is located just behind the steering wheel just like your car/truck. A foot-operated park brake is down low and equipped with an ignition cut-out feature that won’t allow the RSX to be ridden away when the parking brake is engaged. A large glove box adds to the spacious storage options for items that you may need easy access to.

Above: The RSX front hood opens up, similar to the Teryx, Rhino and Prowler, to access the radiator fill cap. Just behind that is a large waterresistant storage area perfect for additional items that you don’t want loose in the bed. Located in the storage box are fuse blocks. Up front, four 27-watt halogen headlights light the way.

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JOHN DEERE GATOR RSX850i

FIRST DRIVE

Olive Trail Model Camo Sport Model

Above Left: Up front, John Deere went with a ductile cast-iron top arm while the lower arms are fully boxed and welded steel arms. Right Above: Out back, John Deere went with what they refer to as a Multi-Link semi trailing-arm type suspension. As the suspension cycles up or down, you get rearward motion that gets slightly longer and wider through corners and difficult terrain. Above Right: The rear yields the same 9” travel with preload adjustment, as well. Lower rear arms are ductile cast-iron, whereas the upper are cast aluminum. Left: To get the hefty RSX to a halt, the Gator is equipped with hydraulic disc brakes in the front and rear. Applying the brakes will slow you down on most surfaces rather than skidding to a stop.

Green/Yellow Sport Model 2013 John Deere Gator RSX850i Specifications Engine

4-cycle gas, Electronic Fuel Injection (EFI) -Closed Loop System

Cylinders/Valving

V-Twin, OHV

Horsepower

Displacement

839 cc

Maximum torque

59.5lbs/ft

Cooling system

Liquid

Alternator

38 amp @ 7250 rpm,13.5V - regulated

Headlights

Four 27 watt halogen

On-demand true 4WD system Front Differential

Selectable Limited Slip and Full locking

Rear Differential

Locked (full-time)

Transmission Type

Enclosed and sealed Continuously Variable Transmission (CVT)

Ground speed, mph

0-53 Hi Forward, 0-30 Lo Forward, 0-15 Reverse

Front/Rear Brakes

Front/rear hydraulic disk

Park brake

Foot brake; mechanical actuation

Suspension and Steering Front Suspension

Independent; double A-arm with coil over shocks & anti-sway bar, 9” suspension travel

Rear Suspension

Independent; Semi-trailing double A-arm with coil over shocks & anti-sway bar, 9” suspension travel

Turning radius

19.7 ft.

Hitches - Front and Rear

Optional 2 in. receiver (front), Standard 2 in. receiver (rear)

Seat belts

3-point seat belts

Ground Clearance

10.3 in.

Dimensions

Above: Race Gator, anyone? The crew at Magnum Offroad developed an RSX to compete in the WORCS Production 850 class. Danny Rosenzweig from Magnum will be piloting this build in the 2013 season. Magnum also built an RSX for the BITD series to compete in Pro UTV for driver Scott Martinez who currently races a Gator XUV825i. 24

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Length/Width/Height

119 in. / 56.5 in. / 72 in.

Wheelbase

77.8

Weight (dry), lb.

1360 lb

Towing Capacity

1200 lb.

Payload Capacity

800 lb.

Cargo Box Dimensions/Volume

32.3”L x 47.6”W x 11.7”D/ 8.9 cu. ft. 400lbs

Tires, Front / Rear

• Ancla MT (Mud Terrain) 25x8-12/25x10-12 (w/ steel wheels) • Maxxis Big Horn 2.0, Radial 26x8-14/26x10-14 (w/alloy wheels) optional on base

Color

Green/Yellow, Olive/Black, Camo

Storage

Sealed oversized Glove Box, Under hood storage 1.82 ft3

MSRP

Base: $12,999, Trail: $14,999,Sport: $15,499

Unleashing the Big Bore Wildcat BY Jon Crowley - UTVGuide.net PHOTOS Jon Crowley

rctic Cat released their long awaited sport UTV last Fall, and it was immediately a big hit with enthusiasts that ride hard in the dunes and desert. With huge wheel travel and a long wheelbase, the Wildcat tamed big g-outs and laughed at giant whoops, but for more aggressive riders, it needed a little more punch. This is where Muzzys, Inc. out of Bend, Oregon, stepped in. Not only are they famous for their equal length, dual exhaust systems,

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but they also know what it takes to make a v-twin get with the program. Rob Muzzy bought the first Wildcat he could get his hands on and immediately set his crew in motion building performance parts for it. First up was dual exhaust and Digi-Tune fuel controller. The exhaust has an aggressive “small block” sound without excessive decibel level that is created from large diameter, tuned, equal length stainless steel head pipes and integrated “siamese”

OCT/NOV 2012 • UTV OFF-ROAD MAGAZINE

collector. Another cool feature of this exhaust system is the dual oxygen sensor bungs so you can easily add oxygen sensors to one or both head pipes. And for noise sensitive areas, Muzzys offers not only Quiet Cores, but also Whisper Cores that knock sound output down even further.

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Next up was busting open the v-twin power plant. First stage was standard bore with 92mm high compression pistons, pins, rings, clips, gaskets, stage 1 camshafts and valve spring kit. Combined with their dual exhaust, the stage 1 kit adds a nice bump in horsepower without needing any cylinder work. Then it was time for big bore! The Muzzys 994cc Big Bore Kit includes bored & plated cylinders, 94mm pistons, pins, rings, clips, head and base gaskets. The result is a 32% increase in horsepower over stock! Lastly, they cracked open the CVT and created a bolt-on wet clutch delete kit. The new clutch setup from Muzzys removes the stock Wildcat wet clutch

behind the seats for increased airflow to the radiator. 4. Mounted on the steering wheel column, Muzzys created a billet gauge cluster to house digital gauges. A Speed Industries leather wrapped Profiler steering wheel adds comfort and looks. 5. Protecting the underside of the Wildcat Muzzys replace the 1. Wildcat Willys (WW) manufactures a host of upgrades for the Wildcat. In the rear, all six radius rod factory skid plates with Factory UTV 3/8 inch UHMW material. Also to protect the front links were upgraded with Wildcat Willys aluminum arms and lower side plastic body panels, rods. 2. Muzzys added a WW non-adjustable passenger handhold. 3. WW cooling vents were added more UHMW material was installed.

6. Turning this Wildcat into a true champ is the Muzzys 994cc stage two big bore kit, which provides a 43cc bump over stock. Included in the stage two kit are Muzzys large diameter stainless steel head pipes and integrated “Siamese” collector that offers greater power increase. Muzzys exhausts are known for their quality and throaty sound without excessive dBs. The new Wet Clutch Delete Kit from Muzzys removes the stock Wildcat wet clutch assembly for a significant reduction in power lag and an increase in acceleration and top speed. The result is a faster, more responsive Wildcat with a fully tunable performance clutch. The best part is there is no modification of stock components required for installation.

assembly for a significant reduction in power lag and an increase in acceleration and top speed. The result is a faster, more responsive Wildcat with a fully tuneable performance clutch. What makes this kit even more cool is stock components are not modified to install this kit. That means if you ever wanted to go back to stock for any reason, you can. I met up with Muzzys at DuneFest in Winchester Bay, Oregon, and had the opportunity to get behind the wheel of their Wildcat. Together with Dave Kuskie from Fullerton Sand Sports, we put the cat through its paces in the dunes. What we experienced was a transformation from a mildmannered vehicle with incredible suspension, to a UTV whose power and acceleration now matched the superior suspension. While all these add-ons can take your Wildcat to the next level, I really think the biggest bang for the buck lies in the Stage 1 kit. It has a solid increase in power without bigger modifications seen in the Stage 2 kit. And for those that want even more, rest assured that performance research and development hasn’t stopped there. Muzzys is elbow deep with intake, billet cylinders and head work that should really wake the Wildcat up! 32

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SPECIFICATIONS:

Engine: Features Muzzys stage two 994cc kit, which contains big bore cylinders and pistons. Muzzys performance camshafts with more lift and duration. Muzzys valve spring kit with titanium collars. Muzzys High performance all stainless steel dual muffler exhaust system. Muzzys Digitune fuel controller. K&N filter with cover. Clutch: Muzzys wet clutch delete kit. Wildcat Willys spike load damper delete kit. Chassis: Wildcat Willys weld on roll cage and roof kit, installed by Muzzys. Door posts and doors fabricated by Muzzys. Front bumper, Wildcat Willys. Rear bumper, UTV Inc. Seats and Harnesses: Beard Steering Wheel: Speed Industries Passenger grab handle: Wildcat Willys Instrument Cluster: Oil pressure, fuel pressure, Air/Fuel front and rear cylinder, oil temp and water temp. Billet housing and bracket. Provided by Muzzys. Wheels and Tires: Fullerton Sand Sports. Skid & A-Arm Guards: 3/8 inch UHMW material from Factory UTV. Other: Cooling vents - Wildcat Willys; Rear Aluminum Radius Rods – Wildcat Willys; Quick Release Fire Extinguisher Mount - Muzzys

CONTACT LIST:

Muzzys: (541) 385-0706 or www.muzzys.com Wildcat Willys: (435) 586-5172 or www.dandpperformance.net Beard Seats: (320) 243-3555 or www.koronisparts.com Speed Industries: (320) 243-3555 or www.koronisparts.com Factory UTV: (916) 383-2730 or www.factoryutv.net Fullerton Sand Sports: (714) 484-5996 or www.fullertonsandsports.com UTV INC: (480) 718-5511 or www.utvinc.com

E N O B E H T O T D A

ce to The Ra

the

aU n i s d u Clo

he Pikes Peak International Hill Climb is not only America’s second oldest race, but it is also revered as one of the most grueling and dangerous races in history. This year’s race was nothing short of spectacular and showed just how brutal the Mountain can be. There were records broken, heart stopping wrecks, extreme weather changes and underdog finishes!

considering that the vehicles he competed with saw speeds of well over 110 mph and the ones in the top 5 hit speeds as fast as 140 mph +! “I knew deep down that the RZR-X had 10’s in it, but I told myself I would be happy if I finished with a low 11. I just tried to be smooth and run a nice clean line. My goal was to finish and prove that this platform could

The 2012 race year was also filled with firsts. This year was the first year in the PPIHC 90 year history where the road was fully paved. As if there wasn’t enough adversity already surrounding this intense race, it was also the first time it has been postponed due to wildfires. These firsts created even more challenges leading up to race day. Despite the challenges, after years of preparation and improvements to what began life as a 2009 Polaris RZR-S, Doug rolled out his race-modified machine in the true spirit of Pikes Peak. For the first time ever, a UTV was fitted with aerodynamic improvements to give the RZR more downforce and aerodynamic grip. This would prove to stabilize the vehicle and give the RZR-X amazing cornering abilities at high speed. With a stacked field of purpose-built machines driven by pros, there was no doubt that the RZR-X would need every ounce of performance, grip and speed to justify its presence. In the Exhibition Powersport Class alone the competition consisted of several Sportbikes (R1, R6, GSXR, Speed Triple), 4WD Quads and a RZR XP. The rest of the competitors consisted of teams such as Red Bull/Hyundai, Porsche, Ducati, Mitsubishi, Team APEV and many more. Needless to say, from the outside looking in, it would appear that Doug’s Off-Highway Vehicle was a bit out of place. On race day, however, Doug went out and proved that his recreational vehicle wasn’t there by accident. With a final time of 10:40.669 a shockwave of legitimacy was established at the Peak! This time was not only good to take first in his class by more than 21 seconds, but it was also good enough to take 9th overall! Even though Doug’s RZR-X was limited to a top speed of just over 100 mph, he still managed to average 67.4 mph through the gnarly 156 turn course. This was pretty amazing

be competitive against true racers and race cars. I was thrilled that I finished, but wasn’t sure about my time. When everyone ran up to me and told me I ran a 10:40 I was in shock! It’s one thing to think you can do it, but it’s another when you can actually back it up with an official time on race day when it’s all on the line.” ~ Doug Siddens Over the last three years Doug Siddens has been pushing the envelope in the UTV world, and has built a machine capable of off-road toughness as well as insane high speed street performance. Not only was he the first UTV driver ever to enter The Race to the Clouds back in 2010, but he has proven that a side-by-side vehicle can compete with true race cars on the brightest stage.

Special thanks to all the following for helping to make this record setting finish possible:

MCX-USA • FOX Shox • All Terrain Research • DHP Composites • Rugged Radios • STM Clutches • Twisted Stitch Seats • KC Truck Performance Center • Polaris Industries 34

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Polaris RZR xp vs ARCTIC CAT Wildcat

t seems as if this UTV war has just begun. By the time you read this, Can-Am will have unveiled their new long-travel Maverick UTV, which is direct competition to the two pictured here. With horsepower numbers pushing darn near triple digits and long-travel suspension that makes an RZR S look minimal, the newest breed of UTV is here and fighting for territory. The RZR XP has ruled the numbers game since day one. It was unveiled to a semi-suspecting public on New Year’s Day just two years ago, and it took the world by storm. Sources tell us Polaris sold over 35,000 of the XP’s in the first 18 months, an incredible feat for this economic climate of “Don’t Buy New”. You see them everywhere -- on the trail, in the mud, in the dunes, racing motocross, or blazing across the desert. In fact, during heavy dune season, there are more XP 900’s out duning than there are big sand rails, so the results are hard to argue. Light weight + big power + big suspension = happy consumers. Enter the Wildcat. While it is a little more radical than the XP in the suspension department with four inches more suspension travel, the Wildcat lacked the power since its launch to keep up with RZRs in any sort of fast-paced driving. The 951cc V-twin engine sure sounds mean, but clutching issues kept it in the back of the pack behind the RZR XP and Commander 1000 in drag races. Still, there was no arguing the fact that the Wildcat could soak up whoops and big drops like no other stock UTV ever made -- it even made the XP feel jarring over rougher sections. It’s also quite a bit larger than the XP, with a roomier cabin and more comfortable seats.

The two baddest sport UTVs meet for a showdown

Polaris RZR xp vs ARCTIC CAT Wildcat

We have brought the two together for an in-depth comparison not from a racer’s standpoint, but a consumer’s. You will see in these pages which is the most comfortable for long drives, which gets the best gas mileage, and which has held up best in our testing, helping you to make an informed decision on which is right for you. So without further hesitation, let’s dive right into the deep end. HORSEPOWER This day and age, power is king. We all want as much pull as we can get attached to our right foot, and these two don’t disappoint. The RZR’s 875cc parallel twin engine uses dual overhead camshafts that operate four valves per cylinder. The intake tract is as straight as possible, and the throttle bodies and airbox are placed directly on top of the intake ports for lightning-fast throttle response. The stock exhaust system is a two-into-one stainless system that offers great flow and a throaty sound. Stock clutching is handled by a typical Polaris PVT system with a primary and secondary clutch operated by weights and rollers. Clutching on the XP is spot-on; it absolutely screams off the line in a flurry of wheelspin and exhaust thrum if you stomp it hard. Backshift is very impressive, making the RZR XP the most responsive and racy stock UTV we have ever driven. There’s no lag between throttle down and thrust forwardthe XP’s engine is always ready to put the hammer down. The Wildcat uses a different approach, with a 951cc V-twin engine with hemispherical combustion chambers and four valves per cylinder, it’s quite a different configuration than the RZR’s. A single 51mm throttle body sits between the cylinders, as opposed to the RZR’s dual 46mm throttle bodies. The Cat’s engine doesn’t flow as much, and shows when you drag race the two machines. The 951cc V-twin makes great noise from its two-into-one ceramic coated exhaust system, but the clutching isn’t on par with the RZR’s. An internal centrifugal clutch behind the primary CVT clutch keeps belt tension constant much like Yamaha’s Ultramatic system, but it seems to drown out the power and obscure the backshifting quite a bit. Simply put, the Wildcat just isn’t as quick or responsive as the XP, and you won’t be winning any races without some aftermarket help. Arctic Cat lists the Wildcat at 77.5 horsepower, where Polaris lists the RZR XP at 88. Even if those numbers are true, the clutching makes the gap a little more apparent. 38

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The Wildcat and XP offer different driving styles -- the RZR is quick, agile, and absolutely lives to hang the back end out. The Wildcat is grippy, slower to turn in, and likes to hold a line steady and gobble up anything in its path.

Polaris RZR xp vs ARCTIC CAT Wildcat

When it comes to jumping, both machines fly well. The Wildcat lands flatter than the XP and the suspension soaks up the sloppiest of jumps. The Wildcat requires a little more foot power to get up to speed on short runways. The longer wheelbase of the Wildcat is a preference over the XP in almost all situations.

Now, don’t get us wrong- we aren’t saying the Wildcat is slow by any means. It will still put you back in the seat and hustle up to a top speed over 75 mph on the speedometer, and if you keep your foot in it over the whoops, it will hang with the RZR and even pass it in some rougher sections, as the Wildcat’s extra suspension travel allows it to keep its wheels on the ground and drive forward more effectively than the RZR. The Wildcat is a claimed 1,319 lbs dry, where the XP is 1,190 dry. Factor in fuel, 10 lbs of miscellaneous fluids, and a 175 lb driver, and the weights look like this: Wildcat- 1,561.2, RZR XP- 1,422.1. The Wildcat has to pull around 20.14 lbs per horsepower, where the RZR has to pull around 16.16 lbs per horsepower. SUSPENSION Here, the Wildcat starts to pull away from the RZR. Massive dual A-arms up front and a 5-link trailing arm setup out back yield a very impressive 17 inches of front wheel travel and 18 inches out back. That’s 21% more travel up front and 22% more out back than the RZR XP, which is at an already impressive 13.5” front, 14” rear from its dual A-arm and three-link trailing arm setup. Arctic Cat went with the five link setup to decrease camber change and provide strength during the suspension travel, and Polaris’ setup offers the same advantages. The trailing arms on the RZR appear stronger than the Wildcat’s, and the bottom shock mount is in less of a perilous place on the XP. We could see a big rock taking the bottom shock mount right off the Wildcat’s trailing arm, which would leave you stranded on the trail without a way home. Travel is dampened by high-end shocks on both units, with the RZR XP using Fox Racing shocks, and the Wildcat Walker Evans Racing shocks. Both sets are compression and preload adjustable, but offer no dualspeed or rebound damping options. Damping on both setups are good, but the Wildcat rides much smoother than the XP does without any jitter or jarring on small-edged bumps. We have tested aftermarket shock setups on both machines, and they offer a night and day difference over stock- what you thought was perfect only gets better with good shock tuning. The Fox shocks use a needle-port compression adjuster, while the Walker Evans shocks have a sort of secondary damping stack in the reservoir. If you turn the Walker Evans shocks to full stiff, they barely move, where the Fox’s on the RZR just get a little harsh. We found the Wildcat shocks worked best the more we opened up the clickers, and we changed spring crossover height and preload in the rear. We quickened up the crossover by moving the collar down 0.75”, and increasing preload by 0.5”. This kept the rear end up in its travel more, and put more of the weight over the front end for increased steering response. 40

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The Wildcat is a whopping 7.2 inches shorter in overall height under the RZR XP. Both units’ overall track width measure in at 64 inches. Up front, the Wildcat edges out the XP in suspension travel with 17 inches vs 13.5 inches on the XP. Out back, the Wildcat has 18 inches of wheel travel with a 5-link trailing arm setup while the XP has 14 inches in the rear from its dual A-arm and 3-link trailing arm setup. Both numbers are currently the largest in the industry and a blast to drive in any terrain.

Early on in our testing we replaced the factory Wildcat doors and put on a set of UTV Inc. doors ($689.95). Our new doors open easier and provide lower protection from trail debris, water and mud. On our RZR XP we added a set of Pro Armor 3” wide padded H-style safety harnesses to keep us planted in the seats. The Wildcat comes equipped with Duro Kaden tires but is thin and prone to sidewall punctures. We replaced the Duros with Maxxis Bighorn 2.0s, which is a better tire choice for the Wildcat, and we hope they become standard in the future. The XP rides on the ITP 900 XCT tire, which is also a lightweight but durable tire, and we prefer it to the Duros.

Polaris RZR xp vs ARCTIC CAT Wildcat

Some riding areas that we frequent in the Southwest are littered with whoop sections. They are by far the least desirable riding situations, but the challenges they offer, magnificent views and cooler weather is a draw to escape the heat and desert trails. If hitting whoop sections is your thing, both machines handle them well, but the Wildcat offers a more comfortable ride. We can’t imagine anyone wanting to do this for long periods of time, but whoops are always a good indication of how a machine’s suspension will react when unsuspecting dips and bumps appear.

In high-speed sections, the RZR feels a little darty thanks to its stock tires, but big bumps and deflections are handled with grace and the reflexes of a cat. The Wildcat feels like it drives through obstacles rather than over them, and the wheels don’t leave the ground as much. They offer different driving styles- the RZR is quick, agile, and absolutely lives to hang the back end out. The Wildcat is grippy, slower to turn in, and likes to hold a line steady and gobble up anything in its path. The RZR isn’t as plush or forgiving of a ride, but it’s more fun to drive. Think of the Wildcat like a big offroad BMW- it’s got power, a plush ride, and a comfortable cockpit, but against the Corvette-like RZR XP, it just isn’t as engaging to drive. COMFORT With the RZR, there are no creature comforts. You get a thin, flimsy seat, a slippery plastic steering wheel, and a small cockpit. It’s the rental car of the UTV world- no perks, no tricky doo-dads, just a steering wheel, two pedals, and a seatbelt. If you’re a driving enthusiast, you won’t ever notice the difference. The Wildcat, however, comes with doors, a much roomier cockpit, central-mounted gauges, and super-plush seats. On first year models, there was no passenger grab handle, which bothered us quite a bit. 2013 models come with a dash-mounted handle. When the RZR first came out, it turned heads everywhere it went. Now, the look is getting rather commonplace. The Wildcat is the new fresh face on the market- little kids point and stare, men and women alike drool at its alien-like presence. It’s an attention getter for sure, especially with its bright metallicgreen paint and exoskeleton structure. Come January, we will see if Polaris can outdo the Arctic Cat’s looks with their next RZR iteration. We expect it to be BIG. Both machines are comfortable for long drives, but the Wildcat’s plusher ride, more spacious interior, and thicker padded seats will leave occupants more refreshed after a long day in the cab. The Wildcat’s gas tank holds 8.8 gallons, where the RZR XP holds 7.25. We did a 100 mile loop where the Wildcat used 7 of its 8.8 gallons, and the XP used 6 of its 7.25. So although the RZR gets slightly better fuel mileage, you won’t go very much further because of its small tank. The Wildcat and RZR XP both have small beds with tie-down points and 300 lb weight capacities, LED headlights (the Wildcat has LED taillights as well), selectable 2/4WD systems, and automatic transmissions. 42

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Out back, the Wildcat has 18 inches of wheel travel, Arctic Cat went with the 5-link setup to decrease camber change and provide strength during the suspension travel, and Polaris’ setup offers the same advantages.

Polaris’ 3-link suspension offers 14 inches of rear wheel travel, the hefty trailing arm protects the lower shock mount but the arms can hang up at times while cresting large rocks. Lower radius rods on both units occasionally hit rocks. Aftermarket companies such as ZBroz Racing have come up with high clearance trailing arms and radius rods for the XP, and Highlifter has high clearance rods for the Wildcat. We will be testing both of these soon.

Polaris RZR xp vs ARCTIC CAT Wildcat

At the end of the day, regardless of where you end up, both machines will get you there. One will leave you wanting more power, while the other leaves you wanting more suspension.

Engine type

Wildcat 1000i

RZR XP 900

SOHC, 4-valve liquidcooled, V-twin, 4-stroke

DOHC, 4-valve liquidcooled, 4-stroke twin

Displacement

951cc

875cc

Bore x stroke

92mm x 71.6mm

93mm x 64.4mm

Fuel system

50mm EFI

Two 46mm EFI

Fuel capacity

8.8 gal.

7.25 gal.

Automatic CVT High/ Low range & reverse 2/4 WD w/electric diff-lock

Automatic CVT High/ Low range & reverse

Transmission Drive system

2/4 WD

Brakes Front

Dual-hydraulic disc

Rear

Dual-hydraulic disc

Front

Double A-arm w/17”

Double A-arm w/13.5”

Rear

5-link trailing arm w/18”

3-link trailing arm w/14”

Suspension/wheel travel

Tires Front

26 x 9-14

27 x 9-12

Rear

26 x 11-14

27 x 11-14

Specifications

Length/width/height

120”/64”/65.8”

108”/64”/73”

Wheelbase

95”

81.4”

Ground clearance

13”

Claimed dry weight

1305 lb

1190 lb

Rear cargo-box capacity

300 lb

Price

$16,799

$15,999

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FINAL DIFFERENCES The most noticeable difference between the Wildcat and RZR XP besides the power and suspension is the braking systems on each machine. While both offer four wheel hydraulic discs, the Wildcat’s feel underpowered and dead at the pedal. They don’t inspire much confidence when you stand on the pedal hard, whereas the RZR XP’s brakes lock up all four tires with minimal pressure and don’t fade. We wish the Arctic Cat had better binders, especially for the great speeds you can achieve with its 951cc engine and 18 inches of suspension travel. The four-wheel drive systems are different, as well. Polaris uses an automatic locking front differential that they claim senses wheel slip and engages in 1/5 of a tire rotation. The RZR has always been a very able climber, and its AWD system has yet to leave us stranded anywhere. The Wildcat has a tried and true 2/4WD selection switch with a diff lock button, which we enjoy. Lock the front diff in, and you KNOW that all four wheels are engaged. It’s a sense of comfort, and the system works flawlessly. Finally, the base model Wildcat comes with electronic power steering, and the base RZR XP does not. Polaris has Limited Edition models available with EPS for an additional fee, but as far as the base $15,999 RZR XP goes, you don’t get it. The Wildcat is only $800 more at $16,799 and comes with EPS. The power steering system on the Wildcat is tuned very well, and leads to super-easy steering with zero kickback through the wheel. Again, it adds to the comfort level just that much more. THE END RESULT You really can’t go wrong with either machine in this comparison. The Wildcat 1000 is a strong contender, and now in its second year on the market, it gets new color options and a couple small revisions. Polaris offers many sweet LE options for the RZR XP, including one with big, bad 2.5” Walker Evans Racing shocks that will close the gap with the Wildcat a little more. You will look stylish in either machine, but you have your pick- BMW (Wildcat) or Corvette (RZR XP).

RZR Center Console Seats $230

Bear Claw Doors $479

RZR4 Bear Claw Doors $699

949.354.4268 We ship to Canada

BY JON CROWLEY -UTVGUIDE.NET

y son is in 5th grade and has an assignment to do a report on one of the United States. Well, he picked Nevada, and we concocted a plan to do a tour of Nevada and bring along one of our UTVs to help us explore all that the Silver State has to offer. We spent ten days off-roading, visiting nationals and state parks, touring museums and wandering around old ghost towns. We thought quite a bit about what vehicles to take on this trip. We were going to be covering quite a bit of distance, and wanted to be as nimble as possible. We weighed the pros and cons of using our motor home towing a trailer vs. trucks pulling a trailer, but finally decided to go as small as possible with our truck with bed rack and UTV on its back. The truck is a 2011 F350 Superduty crew cab shortbed. The rack was built by Roggy Enterprises, and the truck features frame mounted camper tie-downs up front, air bags and a 2.5” ICON Vehicle Dynamics leveling kit. Air bags are a necessity and the ICON shocks really made the ride super plush. This setup drives a lot like a truck with a cab over camper. Loading and unloading takes a few minutes more than with a trailer, but the upside is how nimble we are. With the places we went, a motor home would have been impossible, and even a trailer would have been more cumbersome.

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10 DAYS - ONE UTV Our UTV of choice for this adventure was our 2011 Polaris RZR XP 900. Our RZR XP features Pro Armor doors and harnesses, STI Tires & Wheels, DragonFire Racing bumpers, spare tire carrier, flying V brace, A-arms and high clearance radius links, FOX shocks, Beard seats, Lowrance GPS, PURE Polaris rock skids and trailing arm guards, Wicked Bilt power steering, Muzzys exhaust and Rugged Radios. Our XP continues to exceed our expectations in a wide variety of terrain and we even raced it at King of the Hammers in February. It also fits nicely on our truck rack! Our route took us through the state capitol, Carson City, then east on US 50 “The Loneliest Highway”. Along US 50, we stopped at Sand Mountain Recreation Area, several Pony Express Stations and over nine mountain passes before reaching Highway 93 just east of Ely. From there we will swing into the Great Basin National Park before heading south on Highway 93 which is also known as the Great Basin Highway. We visited Cathedral George State Park and Delamar Ghost Town on our way south. After an overnight in Mesquite, we visited Logandale, Valley of Fire State Park and Nellis Dunes before stopping in Las Vegas. We made a trip over to the Hoover Dam for a tour, then did some tourist stuff in Las Vegas for a few days. Heading back north, we visited the Amargosa

Sand Dunes, Beatty, Rhyolite, Clayton Valley Dunes, Tonopah, Crescent Dunes, Hawthorne and Yerington. Near Yerington we headed off-road to see the ghost town of Pine Grove before looping back up towards Carson City. We stopped at just about every Historic Marker along the way and visited local museums and visitor bureaus as well to make sure we soaked up all the rich history that the Silver State has to offer. Day 1 – We headed east along US 50 from the Sacramento area into Carson City where we started our adventure at the Nevada State Railroad Museum, State Capitol building and Nevada State Museum. After filling our brains with Nevada history, we made a quick stop in Virginia City, which is the site of the Comstock Lode. The Comstock Lode was the first major U.S. discovery of silver ore and was so important to the Union that Lincoln made Nevada a state although it did not contain enough people to constitutionally authorize statehood. With our heads turning to mush, we left Virginia City to do a little off-roading at Sand Mountain Recreation Area. Sand Mountain is located 25 miles east of Fallon, Nevada. Managed by the Bureau of Land Management (BLM), the Sand Mountain Recreation Area covers 4,795 acres and offers dune

riding and access to desert trails. We rode the dunes on Friday afternoon and evening. It was great to have some fun in our RZR XP after a long day of museums. Day 2 – Our second day in Nevada we stayed at Sand Mountain. The morning was great in the dunes, but then the wind picked up and made it unbearable. We packed up and headed out into the desert to find Project Shoal, Atomic Bomb Test Site. In 1963, the Department of Defense exploded a 12.5 Kiloton nuclear device – equivalent to the energy released by the detonation of 12,500 tons of TNT high explosive or about 80% of the energy of the bomb that was dropped on Hiroshima, Japan. The explosion occurred in a tunnel carved into the solid granite of the Sand Springs Mountain Range. It produced a cylindrical shaped cavity, called a nuclear rubble chimney, which is approximately 166 feet in diameter and 446 feet in height. At the bottom of the cavity lies over 10,000 metric tons of porous, fractured radioactive rock slag. From the surface, there isn’t much more than a plaque, but it was a nice destination ride and helped illustrate Nevada’s role in the atomic age to my son. Day 3 – We woke to snow at Sand Mountain! It wasn’t sticking, but it made packing up a little on the chilly side. The inclement weather wasn’t a big deal for us since we weren’t stopping to ride our RZR at all. Instead, we focused on Pony Express

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territory and some more mining history along “The Loneliest Highway”. We spent the night in Ely and got ready for a long day 4. Day 4 – We traveled out to the Great Basin National Park and went on a tour of Lehman Caves. There were only four of us, so we had the place to ourselves. The cave system is huge and very impressive, but unfortunately there was too much snow to get up to the Bristlecone Pine Grove. From the park, we backtracked a bit then headed down Highway 93 towards Las Vegas. We made a few stops along the way at various historic markers and a few towns for gas and food. One item of interest was several trailhead signs we saw for the Silver State OHV Trail. I knew nothing about this trail until I got home, and will need to return to check it out. The trail is a nationally designated, protected, and funded OHV route. The trail system covers approximately 260 miles round trip from Caliente Summit on the south end to Mount Grafton on the north. The towns of Caliente, Panaca, and Pioche are close to the trail. Sounds like fun to me! We made a great stop at Cathedral Gorge State Park north of Caliente and had fun playing in valley where erosion has carved dramatic and unique patterns in the soft bentonite clay. My son had a ball exploring and climbing. We stopped in at the visitor center where we met a teacher that worked part-time at the park. When she heard about my son’s 5th grade state report and our adventure,

she went overboard to give us a ton of information and also passed on a few possibilities for more adventure. The one that caught my son’s attention was the ghost town of Delamar. All the directions we received were “look for a sign off of 95 and the town is 15 miles on a dirt road.” It sounded easy enough. We drove past Caliente and found the sign and drove on a nicely graded pole line road thinking this was going to be easy. At about mile 20, with no ghost town in site, we stopped to assess our situation. I fished around the back seat until I found my topo map and we tried to locate our position. We found Delamar on the map and it looked like we had somehow missed a turn. After a U-turn, we headed back about 10 miles before we found a possible turn-off, but no sign. We decided to go for it, but after about 3 or 4 miles the road to where we thought we should go turned into a billy goat trail. I was frustrated and not thinking straight because I didn’t really want to drive my truck up the road. My son was bright enough to suggest unloading the RZR XP to finish up the trip. Duh! It was the right decision because our Lowrance GPS in the RZR helped lead us right to Delamar. The ghost town and mining area was quite an expansive settlement that boasted more than 1,500 residents, a hospital, an opera house, churches, a school, several businesses and saloons. Most buildings were made of native rock and many remnants still stood. It was a great find and fun to explore on foot and in the RZR. Day 5 – We stayed overnight in Mesquite, and our destination for the night was Las Vegas. We had a lot less miles to travel in the truck, but several

OCT/NOV 2012 • UTV OFF-ROAD MAGAZINE

off-roading stops to make along the way. First up was the Logandale Trail System. Logandale is located about 65 miles northeast of Las Vegas, and covers 45,000 acres of desert, dunes, washes and vivid sandstone cliffs west of Logandale and north of Valley of Fire State Park. The Logandale Trails System (LTS) contains over 200 miles of trails, suitable for a variety of OHVs. Sand, rocks and desert trails make this a great place to explore in a UTV and the scenery is incredible. We will definitely be back! After Logandale, we drove through the Valley of Fire State Park. Although it was beautiful, my son and I both agreed that Longandale was almost as scenic, but with much less people and we could explore more territory in our UTV. Next up before hitting Las Vegas was Nellis Dunes. The dunes are just north of Nellis Air Force Base and only 15 miles northeast of Las Vegas. This area has been proposed as a Clark County OHV Park, but is currently controlled by BLM and is mostly day-use. The area has some dunes, washes and scattered trails that were fun to blast around in our RZR XP. Unfortunately, the area is close to Interstate 15 and sees a fair share of illegal dumping. It would be great to see this area get approved as an OHV park. Day 6 and 7 – We spent the next two days soaking up Las Vegas. The highlights were a tour of Hoover Dam and Cirque du Soleil Mystère. Day 8 – We left Las Vegas and headed north on Highway 95. Our first stop was Amargosa Sand Dunes. Amargosa or Big Dune is a playground that covers about five square miles of dunes, and its centerpiece is a peak that tops out at 500 feet. The

dunes donâ&#x20AC;&#x2122;t see that many visitors and the wind had blown like crazy the day before in Vegas so we found lots of ripples and very sharp ridges. These dunes are located about 100 miles northwest of Las Vegas and are visible to the west of Highway 95. Although the dune area is fairly small, there are some super steep hill climbs that our RZR XP could not make it up. After leaving Amargosa, we toured the mining areas of Rhyolite, Gold Pint and Beatty. Our destination for the night was Tonopah. I suggested a little adventure to Silver Peak and then to the Clayton Valley Dunes. Many more miles on dirt roads and we made it to the dunes about an hour and a half before sunset. Clayton Valley dune field is located in the southern part of Clayton Valley, 7 miles south of Silver Peak. This is a very remote dune with very little use. If you like to ride all by yourself, this is the dune to visit. Virgin sand with more super sharp ridges greeted us and we had a great time playing in the sand. Day 9 â&#x20AC;&#x201C; From Tonopah, our first stop would be Crescent Dunes. This small dune complex near Tonopah is often deserted. Mostly used by local riders. There are no signs, and the area feels very remote. These dunes form under winds that blow consistently from one direction and form crescent shaped dunes. I had been here before several years back, and one very noticeable change was a huge tower just a mile or so from the dunes. I later found out that the Crescent Dunes Solar Energy Project will have a large circular field of mirrors (heliostats). At the center of the field will be a tall, central receiver tower and the power block. It is

very strange that they picked this location for this project. I hope it does not impact our ability to ride here in the future. After leaving Crescent Dunes, we were headed to the Berlin-Ichthyosaur State Park. We decided to take the more direct route which included 50 miles on a dirt road. The truck handled it well and I was really glad we were not towing a trailer with our RZR on it, because it would have been a dusty mess! Berlin is a turn-of-the-century mining town, and is preserved in a state of arrested decay. A trail through the town site tells the story of Berlin and its mine. The ghost town had some neat buildings and an old truck and other mining equipment that was neat to check out. And as an added bonus, this state park also has remnants from a time that is hard to imagine. Ichthyosaurs were ancient marine reptiles that swam in a warm ocean covering central Nevada 225 million years ago. Remains of these giant marine vertebrates are on display at the park’s Fossil House. This was an eye opener for my son and a perfect way for us to learn about how the landscape of Nevada was formed. Day 10 – After an overnight stay in Yerington, we had one last off-road trip to make before our adventure ended. Our destination was the ghost town called Pine Grove. This area was 52

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once a bustling gold mining town with a post office, the weekly news, and a population of 200. Two steam-powered stamp mills and three arrastras treated both gold and silver ores, while stages and freight lines brought in supplies and hauled out bullion. Most of the buildings in Pine Grove were destroyed some years ago when a severe storm sent a mudslide down the canyon destroying almost everything in its path. Today, only a few buildings still remain, most notably the old boarding house which has about two feet of dirt covering the first floor. Pine Grove is reachable by OHV from a few directions on Forest Service roads. It is best to have a GPS with topo. There are tons of great places to explore in this area, and we hope to come back this summer and find a few more mines. It’s a wrap – This was an incredible adventure for my son and I that neither of us will ever forget. It was much more than just a 5th grade state project, but sometimes you need an excuse to justify taking the journey! We would not have been able to make the journey without the help of Polaris Industries, UTV Off-Road Magazine, ICON Vehicle Dynamics, Pro Armor, Placerville Polaris, DirtNDunes.com, STI Tire & Wheel, DragonFire Racing, Baja Designs and RZ Mask. Thanks for your help!

Nevada Fun Facts:

• Nevada means “snowcapped” in Spanish. • Nevada is the seventh largest state with 110,540 square miles, 85% of them federally owned. • Nevada has more mountain ranges than any other state, with its highest point at the 13,145 foot top of Boundary Peak near the west-central border. • Nevada is the largest gold-producing state in the nation. • The state’s Highway 50, known as the Loneliest Highway in America, received its name from “Life” magazine in 1986. • Hoover Dam, the largest single public works project in the history of the United States, contains 3.25 million cubic yards of concrete, which is enough to pave a two-lane highway from San Francisco to New York. • The only Nevada Lake with an outlet to the sea is man-made Lake Mead. • Las Vegas has more hotel rooms than any other place on earth. • Construction worker Hard Hat’s were first invented specifically for workers on the Hoover Dam in 1933. • Nevada is the driest state in the nation with an average annual rainfall of seven inches. • Nevada has the only complete skeleton of an Ichthyosaur, an extinct marine reptile measuring 55 feet that swam in the ocean that covered today’s Nevada 245 million years ago. • In 1964, a bristlecone pine was cut down in today’s Great Basin National Park. The tree had 4,844 rings which made it at least 4,844 years old and one of the oldest living things on earth.

THE MOST FUN YOU CAN HAVE ON 4 WHEELS

The Rally on the Rocks is a four-day UTV/Side-by-Side specific event that draws hundreds of off-roaders from all across the country. Lanse Chournos and Jared Livingston would once again bring large numbers of UTV rock crawling enthusiast to the small town of Moab, Utah. This ever-growing event has been used through out the years by manufacturers to provide demo rides to the attendees and the general public. This year Arctic Cat stepped up to be the first title sponsor of the rally to showcase their brand new Arctic Cat Wildcat 1000. To test the prowess of the Wildcat Jared carved out test track in the neighboring desert bordering to the Spanish Trail Arena. The sandy course was littered with bumps, off camber turns, high speed whoop sections and deep gullies that would have any side-by-side screaming for mercy if attempted at any speed. This was a perfect course to highlight the Wildcats suspension against your own vehicle you brought to the Rally. This year they estimated around 400 UTVs and over 600 people would attend the rally with 28 trails to choose from. Nine of the trails would be accessed with police escorts through the town of Moab to the trailhead. The remaining 19 would require tailoring you UTV to. For fist time visitors any of the nine trails will give you a chance to experience the Moab trails and they range from easy to difficult. If you have visited Moab before we highly recommend bringing a trailer to get out to the remote trails and explore more that this area has to offer.

For those of you that are unfamiliar with Moab, it is located in the Southeast area of Utah, which just so happens to be the driest, part as well. This makes for great scenery encompassing miles and miles of trails that have everything you can imagine but mud this time of year. Temperatures in May are around the mid 80’s during the day and the high 40’s at night. The rainy season starts late July through mid-August with temps in the high 90’s. Moab has become a mecca for off-road, 4-wheeling adventure thrill seekers with many more trails available than the ones suggested by the rally. The land is so vast that we have yet to experience a fraction of the trails available in our ten or so times we have visited and doubt we will ever in our lifetime. 54

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TOP LEFT: Moab Rim offer great challenges and spectacular views that overlook the town of Moab. TOP RIGHT: Aaron from PRP seats tackles Devils Crack the first major obstacle on Moab Rim. CENTER: Trail Aromor brought out their fully outfitted Arctic Cat Wildcat to test out their new product. BOTTOM MIDDLE: If you have Pro Armor doors how about adding graphics to the inside of your doors. They finish off the interior of your UTV nicely. BOTTOM RIGHT: Joey D from UTV Underground.com testing out his new RZR XP 900 on Moab Rim.

OCT/NOV 2012 â&#x20AC;˘ UTV OFF-ROAD MAGAZINE

The greater part of public lands surrounding Moab are controlled by the Bureau of Land Management (BLM), whose Moab Field Office offers free designated trail maps and at their physical location. Maps are also available online at: http:// www.blm.gov/ut/st/en/fo/moab.html.â&#x20AC;¨If you have traveled a great distance to attend the rally we recommend you extend you stay and visit both Arches National Park and Canyonlands National Park which are within just miles of downtown. One of the best parts of attending the Rally is the chance to talk with and shop and the many vendors that support this event. They also have donated products for nightly raffle drawings where your chances of winning are in your favor. Proceeds from the ticket sales go to two land-use groups, Take Back Utah and Sagebrush Rebellion, which help preserve OHV opportunities. This years sponsors include: Arctic Cat, Can-Am, Kymco, Bennche, Discount Tire, STI, ITP, DWT, Pro Armor, PCI Race Radios, Blackcloud Outdoors, Tri City Performance, SxS Performance, Take Back Utah, Daystar Products, ZBroz Racing, Powersports Adventures, American Rock Rods, Starting Line Products, Paxrite, Yoshimura, RyFab, Muzzys, Trail Armor, SSS Off-Road, Walker Evans Racing, HCR, Ruthless Motor Sports, MCX-USA Turbo, Holz Racing Products, Triple S Polaris, Camp Chef, K&T Performance Pit Bull Tires.

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MIDDLE LEFT: Pro Armor brought out their employees for a taste Moab. BOTTOM LEFT: This RZR XP 4 was outfitted with the night before with ZBroz Racing high clearance trailing arms and radius rods. Complete with Interco Black Mamba tires would be the second successful attempt at this obstacle. The combination of the ZBroz Racing products and tires made this XP4 unstoppable. TOP RIGHT: Fred Brayton from Pro Armor brought out his RZR XP 4 complete with Pro Armor cage, doors, seats seat belts, and bumper. BOTTOM RIGHT: Bruce from Pro Armor takes the hard way on the first major obstacle on Cliffhanger. Over the years we have seen many attempt and fail. This was the first UTV we have seen successfully conquer this obstacle with no issues. The longer wheelbase Wildcat made it look easy.

2012 Guided Trails for ROTR Police Escorted

Rating

Chicken Corners

Kane Creek

Porcupine Rim

Fins -N- Things

Hell’s Revenge

Steel Bender

Moab Rim

Cliffhanger

Pritchett Canyon

Trailer to Trail

Rating

3-D

Dome Plateau

Top of the World

Behind the Rocks/ “Tip-Toe”

Bartlett Overlook

Onion Creek/Thompson Canyon

Spring Canyon/Dallenbaugh Tunnel

Hey Joe Canyon

Seven Mile Rim

Secret Spire

Rose Garden Hill

Flat Iron Mesa

Golden Spike

Gold Bar Rim

Poison Spider

Metal Masher

Strike Ravine

Area BFE

Behind the Rocks

** Trail rating is from 0 to 10, with 10 being the most difficult

TOP LEFT: Cliffhanger trail is known for its challenging trails and breathtaking views. This section of the trail is how “Cliffhanger” earned its name. MIDDLE RIGHT: Bruce Scranton from Pro Armor easing down “Cliffhanger” obstacle. BOTTOM LEFT: There are quite a few gnarley obstacles on Cliffhanger this one is still the sketchiest one we have encountered. This year it was a breeze for RZR XP4s and Wildcats. A good set of skid plates is a must for Moab. BELOW RIGHT: Brian Bush getting a little crossed up on the first obstacle in his Rotax powered Rhino. This was his first time attending the Rally and he loved it. 58

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Project RZR XP4 900 I

n our last issue, we revealed the beginning of our Project RZR XP4 900 which included a full cage replacement, side panels and front bumper from TMW Off-Road. We also changed out our factory Liquid Silver body plastics with new black plastics from Pure Polaris to serve as a base color for our build. For added comfort and an upgraded look, we added a set of Triple X Industries X3 seats in the front and a bench seat in the rear. Helping to secure us to our new cushions, we added four 3” H-style harnesses from UTV Inc.

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If you have been following along, you may have noticed a few items have changed since our last article. For our final build, we swapped out our original TMW side panels for a set of TMW’s new doors. Why, you ask? Well, first of all, they weren’t available when we started this build; and secondly, since this vehicle is a press vehicle, we are constantly getting in and out to take photos while on photoshoots and events. We love the look of the low profile panels, but opening doors would serve us better in the long run for

ease of exit and entry. The larger doors would also provide us with more real estate for our graphics. The completed vehicle you see here in its finished state has yet to hit the trail. Since we wrapped everything up right before this issue went to press and added a host of new products, we wanted to provide you with a rundown of all the products we have added. This will give you some additional information when looking for available companies and products you may be searching for when updating your UTV. In our next issue we will put our XP4 through its paces, and we will be reviewing each product and provide you with our honest opinions on what worked and what did not. We feel that our project turned out amazing, and it has everything that we can think of that we need. Chances are throughout our testing there will be a few things that we may change or update. Watch for our Dec/Jan issue as we reveal to you the final outcome. Until then, here are the product details we have added to our build.

LEFT TOP: If you are anything like us, you may find that you want to add accessories to your UTV, but are left in a quandary as to how to mount them securely to your ride. t Axia Alloys offers a wide variety of great products, one of which is a unique modular mounting system that will fit any tube size for a number of components. Whether you are mounting a GPS, iPod, rifles, lights/light bars or mirrors, their system will fit your size tube. We used Axia Alloys to mount our Lowrance GPS and GoPro video camera, and to keep an eye on the trail left behind, we added their side mirrors and center mirror.

RIGHT TOP: When it comes to lighting, the choices seem to be endless and it will drive you crazy choosing which light you think will work best. We ended our search when we discovered the LazerStar series of LED lighting. LazerStar has been in the lighting industry for years building quality lights for the off-road industry, and they also offer lights for the truck, Jeep, motorcycle, auto and marine industries. Up top we went with their Atlantis 3 watt 34” single row LED light bar. They include a total of 32 LEDs. This combination light bar features 16 LED spot optics in the center for distance and a total of 16 LED flood optics (8 on each side) adds side illumination. The 32- 3 watt Cree LEDs are housed in an aluminum casing and protected by a polycarbonate lens. This slim profile bar measures in at 1.76”H x 2.93”D x 34.12”W, and draws 3.52 amps. RIGHT: For additional light, we added the Discovery series - this 12”, 6 spot beam, 10watt LED light bar puts out 6000 lumens in a compact size (2.56” x 4.02” x 13.12”) with a 2.28 amp draw.

OCT/NOV 2012 • UTV OFF-ROAD MAGAZINE 61

Stage 1

Project RZR XP4 900

LEFT/ABOVE: Doors are becoming commonplace, and there are a lot of quality options to choose from. The latest product to roll out of TMW’s shop is their X-4 full opening doors that fit both the Polaris RZR XP4 900 and the Polaris RZR4 800. The frame is constructed from 1” steel tubing, with hand formed aluminum door panels. A solid latch is what everyone is looking for and the TMW X-4 doors feature a unique dual stage slam latch system. The latch can be easily adjusted for smooth opening and closing. A rubber doorstop keeps the door tight to reduce rattling while driving. The latch provides easy opening and closing of doors without any rattling.

LEFT/ABOVE: Interior lights is something often overlooked, but once you have them you’ll wonder how you ever got along without them. TMW offers a convex interior dome light set that puts off an amazing amount of light for such small lights. These stealth dome lights are almost invisible until turned on. We installed four lights to the underside of our roof to illuminate the interior of our XP4. At $39 for a set of two, you can’t go wrong. ABOVE: The TMW XP-4 radius cage features an 8”-lower-than-stock radius cage made from 1-3/4” mild steel. Complete with hand formed aluminum hard top, dual whip tabs, threaded mirror bungs and built-in hand grips, this cage has it all. TMW also ran all of our wires for interior lighting, whip lights, rear lights and antenna wires for a clean look.

ABOVE: From Dragonfire Racing, we replaced our flimsy factory plastic steering wheel with DFR’s ultra comfy D-shape aluminum steering wheel. This affordable ($99) wheel is wrapped in high quality suede leather for extra grip with or without gloves. We matched it up with their 6-lug quick-release hub and spline adapter for easy removal of our wheel, which acts as a theft deterrent. You can’t drive it without a steering wheel. The black anodized aluminum hub features a spring-loaded lock ring, and the 6-lug pattern will accept popular wheels like DFR, MOMO and Grant Wheels. This wheel not only looks great, but also feels great in your hands. We really enjoy the soft suede and thumb indentions while driving. It will be hard to ever drive a UTV with a plastic steering wheel again. 62

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Project RZR XP4 900

ABOVE: We love extra ponies in any vehicle, and in UTVs we love it more. When it comes to power there are a lot of options available on the market today that will wake up an already powerful XP. For our build, we wanted everything to be bolt-on products that the average consumer can complete in his or her own garage without opening the motor. With that in mind, we contacted MCX-USA after discovering their latest turbo RZR XP application. Recently they have developed a low boost and economical ($3,375) turbo kit that is a bolt-on application and requires no motor work and runs 91 octane pump gas. Current higher boost turbo offerings from MCX-USA require a head shim kit that lowers the compression ratio, allowing the vehicle to run on 91 octane gas. The low boost kit provides 125 crank horsepower running at 5.5 lbs of boost, which is a 45% increase in overall performance. After driving both high boost and low boost equipped XPs from MCX, we liked the low boost better because we feel the turbo lag is less. Test runs from MCX-USA puts an RZR XP with a low boost kit at 71mph in just 9.3 seconds. In stock form, the XP hits a meager 69mph in the same time. Their high boost kit will hit 72mph in 7.5 seconds. The low boost kit includes a Mitsubishi Turbo, intake plenum,

integrated blow-off valve, aluminum high flow muffler, intercooler and charge tubing, boost gauge and adjustable weight kit with Team Industries clutch components. Typical of all MCX turbo UTVs is the air-to-air intercooler mounted up high just behind rear seats to provide maximum air flow. The base low boost kit comes with a red UNI foam filter that is typically installed behind the driver side seat/rear seat. An upgraded UMP aluminum canister with a Donaldson filter is available for $390, which mounts on top of the bed on the driver side. For our application wanted to keep our bed area open for additional storage, so we went with a Donaldson canister and air filter ($160). We located our new airbox under the driver side bed and connected it to our factory airbox inlet. A stock XP4 has great power, but when extra weight is added from products the extra power goes a long way. We love the extra power increase the turbo provides through our initial testing, and with all of our products added we will be fine tuning our clutch and boost level for optimum performance. The kit can be added in about 5-8 hours time depending on your experience level. If performance is your thing, then check out MCX-USA’s soon-to-be-released Race Turbo, putting out 230hp at the crank running 21 pounds of boost on race fuel.

ABOVE: This XP4 will see more than its fair share of dunes and desert trails. For those instances when we encounter large obstacles, having extra clearance is crucial. In our past experience while rock crawling in Moab, we were unhappy with the XP’s factory trailing arms that seem to hang up while cresting large rock ledges. To prevent this, we added a set of Zbroz Racing/ARS FX max ground clearance arm for an impressive 3” of additional clearance. From the front pivot to the shock mount, the arms are level with the skid plate, they then tapper down from the shock mount to the hub. The trailing arms are built from DOM tubing and available in glossy black, white, red and Orange Madness. The max clearance radius rods provide more clearance through their arch design. Factory rods are susceptible to damage while hitting rocks on the trail. A bent rod will throw off the camber and caster angles on the rear wheels. The gusseted rods are built from DOM tubing for added strength. 64

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RIGHT: Protecting the underside of our XP4, we added a set of Trail Armor 1/2” UHMW full skids (right). The high-density plastic polymer is perfect for sliding over rock obstacles. We prefer these to typical aluminum skids for their durability. They don’t dent and absorb hard-hitting impacts. On the left, our OEM skids took a beating in a short amount of time but our chassis suffered more damage. This is one of the better upgrades you can add to any UTV that will save you expensive repairs in the long run

LEFT TOP: Just in case the unexpected happens, we added a fire extinguisher complete with red anodized aluminum mount from UTV Inc. Two quick-release pins allow quick removal. LEFT BOTTOM: To keep our beverages cool, we snatched up a soft-sided cooler from AO (American Outdoors) Coolers. This 24-can cooler is strong and easy to clean, one of the best coolers for off-roaders. No more lids flying off or cans/bottles rolling around. To secure it to the bed, we added a UTV Inc. cooler rack that can be configured to fit in the Polaris Lock & Ride system. A single strap keeps the cooler in place. No more bungees or ratchet straps. UTV Inc. offers this combo for $169.95. The cooler runs $59.95 from AO Coolers.

ABOVE: To bring some style to our dash, we applied carbon fiber vinyl from ATV Basecamp out of Canada. The 11-piece dash kit has a 3D texture that refracts light like real carbon fiber. This durable, scratchproof overlay is easy to install and won’t discolor or become brittle from the sun. They also offer overlay kits for your hood, doorsill, brake and gas pedal, body panels for the RZR and RZR S models and many tube overlays for bumper and cages. ATV Basecamp recently released a red carbon fiber to match the factory red plastics. We think they look great! LEFT: When it comes to wheels, a set of OMF Performance Beadlocks is at the top of our list. Their latest, Type R, 3-piece billet center wheels offer a lighter outer ring with water drain holes. To protect our bolts and beadlock rings, we added black mini Rock Domes to every other bolt on the outer ring. Rock domes are like skid plates for your beadlock wheels and they add a cool look. Wrapped around our stylish and functional wheels, we went with the latest tires from GBC. The Kanati Mongrel by GBC Motorsports is the first true all-purpose DOT tire built specifically for UTVs/Side-by-Sides. The 8-ply, DOT approved radial also boasts an impressive 1,000 lb. load rating and an equally impressive 87 MPH “N” speed rating. Current tire size offerings are 26x10.00R12. The Mongrels will also be available in a 28” size soon. With all of our tires the same size, we went with 12x6 wheels with a 4+2 offset on all four corners.

ABOVE: Bringing everything together in one cohesive look, our XP4 received a full graphic wrap from our new friends at Wolf Designs. Owners Jon and Amy Wolf not only create amazing custom designs, they are UTV enthusiasts as well and understand the off-road industry. Wolf Designs also offer large trailer and truck wraps, pretty much anything that can be wrapped. They currently have stock designs for the RZR line and door templates that fit TMW Off-Road, Pro Armor and UTV Inc style doors. Designs will be available on their new website soon. Check them out on the web at: www.wolfdesigns.biz or call 602-531-0160 OCT/NOV 2012 • UTV OFF-ROAD MAGAZINE 65

Project RZR XP4 900

ABOVE: When it comes to safety, we promote riding with helmets at all times. And with recent laws being passed in California, everyone driving or riding in a UTV will be required to wear a helmet. To keep things fun and personal on the trail, we ordered a set of pre-wired HJC DOT-approved helmets and intercom from PCI Race Radios. This will allow us to have a normal conversation with our passengers without talking over engine noise from our UTV. PCI Race Radios recently introduced the New Elite Series Intercom. This new intercom boasts crystal clear communications with an all-new digitally controlled VOX system. For our application, we went with the Elite DSP Bluetooth. The Bluetooth feature allows you to connect your intercom to your cell phone or any Bluetooth enabled music player. This way we can listen to music without connecting any wires or have a cell phone conversation without ever connecting our phone to the intercom system. This will be great for hands-free driving! BOTTOM RIGHT: We also added an Icon 5020 series radio to keep in contact with other UTVs outside of ours that we will be riding with. PCI offers a 2-seat or 4-seat communication package for your UTV and comes with easy-to-install brackets. The 4-seat package comes with a 50 Watt, VHF, 128 channel Icom Mobile Radio, cables, antenna and coax, an MP3/ Satellite radio interface adapter for the ability to plug in your MP3 player or satellite radio directly into the intercom. Four carbon fiber headsets are also included, but check with PCI if you are wanting wired helmets. They also offer a helmet wiring kit that you can ABOVE: A 150-ohm dynamic ABOVE: Located behind the install in your own noise-cancelling microphone inner lining of our helmet is a helmet. in our helmet is crystal clear. 3.5mm earphone speaker.

UTVOFFROADMAG.COM

SOURCES:

TMW OFFROAD www.tmwoffroad.com (480) 969-9261 LAZERSTAR www.lazerstar.net (800) 624-6234 PURE POLARIS www.purepolaris.com GBC MOTORSPORTs www.gbcmotorsports.com (800) 946-9412 MCX-USA TURBOS www.mcx-usa.com (928) 846-3505 OMF PERFORMANCE www.omfperformance.com (951) 354-8212 Triple x industries www.triplexseats.com (602) 741-6909 UTV INC. www.utvinc.com (480) 718-5511

DRAGONFIRE RACING www.dragonfireracing.com (800) 708-9803 TRAIL ARMOR www.trailarmor.com (662) 462-4222 AXIA ALLOYS www.axiaalloys.com (480) 216-6266 PCI RACE RADIOS www.pciraceradios.com (800) 869-5636 ZBROZ RACING www.zbrozracing.com (435) 753-7774 AO COOLERS www.aocoolers.com (800) 336-5206 WOLF DESIGNS www.wolfdesigns.biz (602) 531-0160 ATV BASE CAMP www.atvbasecamp.com (905) 425-3111 Desert Toyz www.deserttoyzmotorsports.com (602) 769-6164

Big Brother Joins the Ride!

by Jeff Knoll

California’s AB1595, helmets, and the safety of UTV passengers

hen California Governor Jerry Brown signed into law Assembly Bill 1595, which was supported unanimously by the California Legislature, it sparked a social media fire for UTV owners that would burn hotter than the August sun. Seemingly out of nowhere the California UTV picture drastically changed overnight, or did it? The burning questions were: Why did the UTV industry not see it coming? Who would speak for the fastest growing segment of off-road commerce, and why did the manufacturers support it? AB1595 would require drivers and passengers to meet safety criteria beginning January 1, 2013, which include wearing helmets and seatbelts. Of even greater concern was a requirement that rendered 4-seat converted UTVs manufactured with only 2 seating positions no longer legal in California, and a provision that required passengers to meet strict guidelines that 68

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essentially outlawed small adults and children from riding altogether. The seeds of AB1595 can be found rooted as far back as 2007, when the Recreational Off-Highway Vehicle Association (ROHVA) was formed by the major manufacturers and distributors of the now termed ROVs: Arctic Cat, BRP, John Deere, Kawasaki, Polaris and Yamaha. Having learned from their experience with the Consumer Protection Safety Commission (CPSC) in the 1980s, ROHVA would make an effort to stave off a repeat of history that resulted in manufacturers agreeing to stop distributing 3-wheeled ATC-type vehicles. Without any evidence of a design flaw, consumers’ disregard for the safety requirements proved the 3-wheeled ATC would become a page in the history books of off-roading. Rather than allowing the CPSC to stop distribution of UTVs (as it did with the ATC), ROHVA was going to self regulate before the hammer could come down from

bureaucrats in Washington, D.C. Liberty carries along with it the requirement that we take responsibility for ourselves, and with a lapse comes increased regulations and loss of personal freedom. Manufacturers’ safety standards have called for a host of items the consumer has largely ignored. In an October 2008 CPSC report, you can see AB1595 start to take shape, based on reports to the CPSC leading as far back as 2003. By December of 2008, discussions between CPSC and ROHVA regarding self-imposed safety standards start to bear fruit, drawing on the manufacturers’ safety guidelines listings. While the California Legislature has taken the heat for overreaching legislation, it is easy to see that concern of a repeat of the ATC is the driving force for AB1595. In talks regarding safety standards, at large public participation from the OHV Community is recorded as those in attendance at the December 15, 2010 CPSC meeting on the subject. Those attending this

Big Brother Joins the Ride! event are limited to a single husband and wife who unsuccessfully filed a $20 million suit against Yamaha. The disconnect AB1595 brings to light is the lack of an UTV enthusiasts-based group to add balance to discussions on UTV best practices and safety legislation. AB1595 is a carbon copy of UTV safety standards listed in manufacturers’ handbooks. While the ROHVA attorney’s single-dimension approach to limiting liability in a litigious society makes sense to an association dedicated to protection of its membership against the heavy hand of the CPSC, citizens have a vastly different outlook on the subject. Remembering that legislators work for the citizens, who represented the voice of the public in the years of discussion surrounding AB1595? Enter a loosely based group of UTV industry partners called the International SXS Association (ISA) who want to change this concept. Seeing the need to organize this growing segment, the ISA will hold its first convention October 21, and it is fair to say AB1595 will be a topic on the agenda. Is it too little too late? It is unlikely an association like the ISA can unwind the effects of AB1595, but it does offer a view into the future of an industry that has gone largely unnoticed

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in regards to regulations. Assemblyman Paul Cook (R), author of AB1595, has helped introduce a follow-up measure (AB1266) based on massive response to his office fueled by social media beyond California. This proves the power of an organized campaign can effect change, but it is a shame the effort was not considered long before AB1595 left subcommittee. With no opposition debating AB1595 during subcommittee, UTV enthusiasts never had the opportunity to modify language that would have made safety standards more palatable. Rather, a hastily created AB1266 has been introduced in the hopes families can continue using UTVs in California come January 1, 2013. This reactive approach will not yield the outcome all UTV owners will embrace, but it does gain hope for proactive participation in the states that will likely attempt to follow California’s lead. AB1595 demonstrates a larger problem of apathy in the United States, and one that can be easily solved. Participation, unity, and the addition of a voice in the legislation will need to be addressed if we hope to see the continued growth of the UTV industry. With no action, CPSC history presents a lesson of a vastly different vehicle, or worse, the discontinuation of a vehicle that has

captured the attention of an entire industry. Perhaps organized and respected enthusiasts can work with ROHVA to better protect personal freedoms and explore options on safety standards. In the future, enthusiasts need voices at the table with the CPSC and ROHVA, or the community will be left wondering how a law undermined family participation in the fastest growing segment of off-roading. The California Parks Department is currently reviewing the new requirements of AB1595/AB1266 and how they will best create an enforcement plan that the BLM and USFS are expected to adopt. The policy created in California has the potential to shape policy for the entire nation. If you would like to participate in the direction of this policy, you are invited to contact the California Parks Department at info@parks. ca.gov . Please add AB1595 in the subject line. To find out more information about the International SXS Association, please visit www.ISXSA.com As of this writing, AB1266 has been passed by the California Legislation and is awaiting a signature by the Governor no later than September 30, 2012. The CPSC is expected to make a ruling on UTV products in May 2013.

UTV & SIDE-BY-SIDE

off-roadproducts Arctic Cat WildCat “RacePace” Flying V

Arctic Cat WildCat “RacePace” Harness Bar

As part of our “RacePace” modular cage system, the WildCat Flying V bar was designed to give the look and protection of the V Bar style cages used for years in off-road racing. Our unique 2-piece design allows for easy install with a combination of CNC 6 bolt cage clamps and C clamps. It’s not just easy, it’s tough! So if you want the looks and function of a full cage but don’t want to break the bank, then get your WildCat up to RacePace with the Flying V from DragonFire.

The new bold design of the Arctic Cat WildCat has a unique shape that is really cool looking, but it does not have a spot to mount harnesses. DragonFire has the solution with our RacePace Harness bar. Specially designed to be at the correct height for proper harness install and with great features like laser cut plate work to flow seamlessly with the factory plastics. Simple and easy 6-bolt cage clamps for quick install and black powdercoat for style. This is one product you do not want to go riding without. Be sure to check out DragonFireRacing.com for a full line of harnesses.

Features: Easy-to-install 2-piece design Provides style and looks to front of cage Hand welded in the USA Powdercoated black Go to: www.dragonfireracing.com or call: 800.708.9803

Features: Laser cut plate steel and tube design Flows seamlessly with factory plastics Designed to hold harness at proper height Captured mounting points keep harnesses on shoulders Powdercoated black 6-bolt CNC Cage clamps Go to: www.dragonfireracing.com or call: 800.708.9803

DragonFire by Vance & Hines RZR XP 900 Dual Exhaust Through collaboration with the legendary Vance & Hines, we have designed and developed the best dual exhaust system to hit the market for the Polaris RZR XP900! With years of unmatched performance and style in all of their products, V&H is a motorsports industry legend and this exhaust system will show you why in more ways than one! Designed to make the most possible power for the XP900 while giving you a clean, mean, and quiet rumble! This system is sure to wake up your XP motor. Loaded with features such as intergraded heat shields for the front/ back of the mufflers, frame bumpers, stainless steel tubing, integrated O2 bung, and much more! If you want the best performance, sound, style, fit, and finish this is the only exhaust system to have! Dont forget to pair this system with our PyroPak fuel and ingnition controller to make the perfect storm for your Polaris RZR XP900. Go to: www.dragonfireracing.com or call: 800.708.9803

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PyroPak ECU Controllers The days of trial and error with jets and carburetor settings are over! EFI is the new way in power sports and the new “PyroPak” ECU Controllers from DragonFire are the solution to your EFI tuning needs. Whether you have a bone stock motor or a completely built racing engine, these systems give you the ability to tune in almost every aspect of your UTV. With simple computer programs and smart tuners like the “PyroPak Auto-Tuner” anyone can tune like a pro! Take control with the “PyroPak” ECU tuners and Feel the Heat! Go to: www.dragonfireracing.com or call: 800.708.9803

OFF-ROADPRODUCTS

EPI Severe Duty Belt for the Polaris XP900 The Clutching Guys at EPI have released their new Severe Duty Belt that is designed to work on both the 2011 & 2012 models of the Polaris RZR XP 900. The new belt, part number WE265020, is in stock and ready to ship. After many hours and miles of testing, the new design was approved for production and delivers outstanding performance and durability on both the 2011 and 2012 model years. The EPI Severe Duty Belt – the original “Severe Duty” belt that started it all. EPI Performance has been designing performance clutch kits and drive belts for snowmobiles, ATVs and UTVs for over 20 years, and now also offers a full catalog of driveline replacement parts. Go to: www.EPIperformance.com or call: 218.829.6036

High Lifter Products Releases Polaris Ranger Bronze Alloy Parking Brake Pad Kit High Lifter Products Inc., the leader in custom aftermarket ATV accessories and products, today announced the release of its all-new Bronze Alloy Parking Brake Pad Kit for Polaris Ranger models. Polaris Ranger parking brakes work great off the showroom floor and for awhile afterward – as long as you steer clear of deep mud and water. Through plenty of real-world riding, High Lifter’s research and development team found that mud, sand/grit, and even sand in muddy water can easily get trapped between the pads and rotors, eating away at the brake pads on our Ranger. The High Lifter Bronze Alloy Ranger Parking Brake Pads are designed to withstand mud and dirt that causes accelerated deterioration of stock brake pads and provide much longer service in mud. The all-new Pro Bronze Alloy Parking Brake Pad Kit for Polaris Ranger models are proudly made in the USA and are available for $89.95. Go to: www.highlifter.com or call: 800.699.0947

SLP Lightweight Rear Bumper Kit for Polaris 800 RZR, RZR-S and RZR-4 This new Lightweight Rear Bumper Kit from Starting Line Products provides a stylish new look while being strong and lightweight to protect the plastic on the rear of your RZR. Designed with a “tight to the body” fit for an attractive look that keeps it from taking up extra room in trailers, truck beds or in your garage. It weighs in at a meager 8 pounds and installs quickly and easily in only about 10 minutes. Bumper kit comes complete with mounting hardware for $300. Go to: www.startinglineproducts.com or call: (208)529-0244

SLP Flag Mount Kit This Flag Mount Kit from Starting Line Products installs quickly and easily on any 1-1/2” to 1-3/4” horizontal or vertical roll bar. It is manufactured from billet aluminum for strength and durability. It is supplied with 3 plastic bushings and a quick lock bolt, making it compatible with any flag pole up to 3/8” diameter. $44.95. Go to: www.startinglineproducts.com or call: (208)529-0244

OCT/NOV 2012 • UTV OFF-ROAD MAGAZINE

UTV & SIDE-BY-SIDE

off-roadproducts MATTRACKS introduces 6 new models for ATVs and UTVs

STREAMLINE Brakes introduces the RZR XP, RZR 4 XP, & UTV BIG BRAKE KITS.

The new Sprositive Drive™ system has been specially designed to compensate for the unequal ratios on ATVs and UTVs using over running front differentials. By eliminating the slack in the front sprockets pitch and changing the front to rear sprocket ratio, the Sprositive Drive allows your vehicle to stay locked in 4WD and helps keep all tracks pulling at the same speed. Mattracks offers Sprositive Drive models for Polaris, John Deere, Club Car, Bobcat, Case IH, New Holland and Cub Cadet UTVs and some Polaris ATVs. The new Sprositive Drive models are the XT SPs, XT UR SPs, XT UR HD SPs, M3 SPs, M3 UR SPs and the M3 UR HD SPs. Go to: www.mattracks.com or call: 877.436.7800

Streamline has just released BIG BRAKE Oversized Rotor kits for the RZR XP & RZR 4 XP, RZR 800, KAWASAKI TERYX, & YAMAHA RHINO. These kits offer simple bolt-on installation to the OE spindles and deliver Big Brake stopping power for track, dunes, trails, & snow to compliment horsepower, tire, & wheel upgrades. Streamline Big Brake Kits include two 270mm oversized BLADE® Rotors, and two machined billet aluminum oversized relocation brackets with Stainless Steel Pivot inserts to provide strength and durability. Streamline BIG BRAKE Kits offer up to 30% more braking surface and a substantial decrease in braking temperatures Go to: www.streamlinebrakes.com or call: 800.310.5519

New 2” Harness from UTVinc UTV Inc black 2” h style padded sewn together with sternum clip harness restraint system. These black 2” h style padded harnesses feature a sewn together shoulder and lap belt for easier entry and exit of the vehicle with only having 1 buckle. The sternum clip in the middle is great for use on stock seats or seats that the harness will go over the shoulder bolsters and not through. This will eliminate the shoulder belts sliding off your shoulders once buckled in. Our newest pads are now longer and softer to allow an even more comfortable riding experience when harnessed into the machine. Also, we have changed from the traditional silver hardware to new all black hardware. Really makes these harnesses look a lot better! Shoulder belts feature both a mounting tab or wrap around attachment style. Go to: www.utvinc.com or call: 480.718.5511

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UTVinc Polaris RZR 570 under beat heat shield kit Tired of the bed on your rzr 570 being too hot to keep any cold drinks for a long period of time? Well we adapted our popular heat shield from the rzr 800 and made this kit for the 570 so your bed will stay cooler and keep drinks and food colder for longer periods of time. Kit includes 5 pc heat shield kit and all hardware. Go to: www.utvinc.com or call: 480.718.5511

OCT/NOV 2012 • UTV OFF-ROAD MAGAZINE