The YFZ450R on the other hand is all about full throttle addiction. This sport ATV is race ready straight out of the box and the weapon of choice for skilled pilots shredding dunes or jumping huge gaps on their way to claiming victory at the finish line.

At the heart of the YFZ450R is a 449cc single cylinder mated to a five-valve cylinder head with trick titanium valve technology. Fuel is precisely delivered to the 42mm Mikuni throttle through a 12-hole fuel injection system.

At first squeeze of the throttle the YFZ450R is ultra-responsive to even the slightest input. The high compression ratio further compliments its responsiveness and delivers a strong dosage of power through the mid-range, all the way to the top-end.

Highly tuned 450 race quads need powerplants that are broad, fast, and incredibly usable. The Yamaha YFZ450R remains the best production pure sport ATV to date capable of delivering these traits.

The powerband isn’t its only talking point either. Considerable mention needs to be made to the clutch design. The assist-and-slipper clutch reduces clutch lever effort for less fatigue while increasing clutch plate pressure for positive engagement.

While 1st, 4th and 5th gear serve their purpose, you’ll find most of your time shifting between 2nd and 3rd. In second gear, power is abundant and you can rev it out for long pulls before needing to upshift. Third gear makes use of the torque rich mill giving you added comfort knowing you can lug the motor for smoother acceleration and better traction when called for.

The YFZ450R comes alive the harder you ride it, in return delivering confidence inspiring handling thanks to its motocross-ready chassis. The lightweight frame is a combination of aluminum and steel and the steel undercarriage works by properly supporting the low-lying engine placement for mass centralization. The aluminum over-structure contributes to the YZF450R’s light weight and is bolted, rather than welded, for maximum durability.

The YFZ450R’s slim body and low profile invites you to hang off the sides to further enhance cornering and then shift your weight back to lighten up the front end as you skim over long sets of whoops and rough terrain. The chassis is well-balanced and stays level and steady when catching big air or linking smaller jumps together for more technical rhythm sections.

In tighter trail scenarios, its wider A-arm front suspension is at a disadvantage compared its narrower Raptor 700 cousin, but that’s really the only drawback. Otherwise, its front suspension geometry produces superb flat handling and is quick to react to steering inputs.

Soaking up all the rough stuff is a full set of YZ-style Kashima coated KYB shocks which are fully adjustable with high/low speed compression and rebound adjustment. The front suspension yields 9.8 inches of travel and out back the rear YZ-style swingarm is crafted from strong, gravity-fed aluminum and sports the same 46mm KYB piggyback shock while offering 11.0 inches of travel.

The YZF450R is a high-performance rocket and the perfect machine for skilled, aggressive riders who crave the ultimate sport ATV experience whether in the dunes or on the race track and since its inception, has been a passion project of excellence for Yamaha engineers and its development team.

Canadians only have one option and that’s the YZF450R which starts at $12,099 CAD before adding accessories and surcharges. Options increase to two models in the U.S starting with the YZF450R at $10,299 or the Special Edition YZF450R SE at $10,699, which features GYTR performance parts and unique color and a graphic scheme, which according to Yamaha, looks fast just standing still.

Through a combination of winning championships on the race circuit and outlasting its competition through attrition, Yamaha’s YFZ450R reigns supreme earning its reputation as the undisputed King of Sport Quads.

Sport ATV’s have played a pivotal role in shaping off-road recreation as we know it today. Even the characteristics of today’s highest performing sport side-x-sides mimic the qualities associated with Pure Sport ATVs, such as quick reacting agility, ultimate control, and rider inspired performance.

As attractive as a pure sport side x side like the YXZ 1000 R may be, it’s often outside the budget of those new to the sport. However, pure sport ATVs like the Raptor 700 and the YFZ450 offer a unique option to get onto the trails without breaking your wallet.

Up first this in two-part series is a closer look at the Yamaha Raptor…

Yamaha Raptor 700 – Affordable Big Bore Fun!

In the pure sport ATV market, Yamaha’s Raptor has proven its domination by becoming the best-selling sport ATV of all time. The success of the Raptor can largely be attributed to “do-it-all” persona. Whether you’re into railing berms in the desert or riding twisty trails through the woods, the Raptor has an uncanny ability to adapt to just about any terrain.

The heart of the Raptor is its 686cc single fed by a 44mm throttle body and Yamaha fuel injection. The torque rich 4-stroke power combined with its 5-speed manual transmission is what truly keeps you coming back for more.

Out of the hole the Raptor transfers its power to the rear wheels with authority. Clutch engagement remains positive and precise as you pound through the gears. Get up to third and let the wide power band do its magic as you weave around tighter corners without fail as the Raptor is able to recover from almost any low rpm situation.

These traits also make it great choice for a newbie just learning to use a manual transmission and while its reverse gear is a little finicky at times, you don’t realize how much you value it until you ride a Pure Sport without it.

The Raptor’s hybrid steel aluminum frame combined with a YZ-style swing arm and solid rear axle produces a strong structure while remaining the lightest ATV in its class. Both the rigidity and flex of this chassis remain a hallmark of this machine for good reason. The Raptor has found a sweet spot between the quick reacting traits of the YZF450 and a forgiving nature that keeps the chassis settled and in control when pushing the envelope.

The Raptor’s versatility can also be attributed to its high quality, fully adjustable shock package. All three of the YZ-Style shocks on the Raptor are fully adjustable with high and low speed compression along with rebound adjustment. Threaded preload also gives you considerable control over the 9.1 inches of suspension travel up front and 10.1 inches out back.

Choose to ride it aggressively and its nimble chassis is quick to respond to some of the most challenging terrain. Whether in the dunes or in the woods, the Raptor is fun, flickable and sporty. You instinctively become one with the ATV thanks to its superb sport-riding ergonomics.

Body movements are dynamically connected to the chassis, further enhancing the handling of the Raptor. It’s a feeling uniquely attributed to the pure sport ATV category and something you’ll never experience while buckled into a side-x-side.

When you want to take it easy, simply let your elbows drop from attack position to a more relaxed posture; the suspension and comfortable seat will soak up the rough stuff as you cruise around looking for new terrain to conquer.

The Raptor 700 delivers big on fun and gets you in the sport at an affordable price. In Canada the Raptor is only available in 700R trim and starts at $12,599 CAD before adding accessories. Options increase to 3 models in the U.S starting with the base Raptor 700 with basic pre-load adjustable shocks retailing at $9,399 USD; the 700R at $9,999 USD and then the Raptor 700R SE priced at $10,599 which comes with added features like a dealer installed GYTR front grab bar and heel guards to match its unique graphics package.

The Raptor inspires confidence and injects a ton of fun into any riding experience. Its versatility across differing types of terrain, whether on the track, trail or dunes make it a great choice for someone interested in getting the most fun from a day in the dirt.

Yamaha wanted to be the first Side-by-Side manufacturer to tackle this unforgiving, tough, “no joke” trail and we did just that. You know the Dirt Trax crew was up for the challenge, especially in a vehicle like the Wolverine RMAX2 1000, which is equally capable at handling chores around the farm as it is at rock crawling on the epic Rubicon trail. Let’s ride!

Instead of recapping the event, let’s show you how to tackle this trail yourself, including all the must-see points of interest, camping spots, and hard-core details of the rock climbs (and descents) that make Rubicon the trail that it is today. After all, this trail was on our bucket list, shouldn’t it be on yours?!

I feel like I got a solid impression of this vehicle after experiencing a wide range of terrain including gnarly, rocky hillclimbs, big soupy mud holes after a good storm and some higher speed straightaways. I’ll break out my summary in three sections here but first, let’s just take a look at the details.

First off, what sets this model apart from an XT and XT-P is a bit more than the camo makeup. Yup, it’s the Mossy Oak Edition complete with a licensed pattern that looks really nice. I personally don’t think you need to be a hunter to appreciate this look on your ride.

It also features nice wheels, heavy duty front and rear bumpers, an aluminum skid plate, a 3,500 pound winch, DESS and the biggie: heated grips and thumb warmers whose controls look curiously similar to those found on a Ski-Doo snowmobile. All of this powered by a Rotax 649.6cc EFI V-Twin. It’s pretty loaded up.

Let’s break things out…

RIDE

We recently got our hands on a 2020 Polaris GENERAL XP 4 1000 Deluxe and, out of all the vehicles I’ve had a chance to evaluate so far this season (KRX1000, RZR Pro XP and Pro XP 4, Defender 6×6, Maverick XXC, and more), I’m crushing hard on the General 4. Let me explain why I think this is the best side-x-side of the season.

4-SEATER

I love taking my 3 daughters with me off-road and they love it too. To facilitate that passion we need something that fits all of us and the General does just that. Seating is more than comfortable and spacious. There’s plenty of legroom up front and legroom is comfortable enough in the backseat for two adults and more than ample for a couple of pre-teens.

This particular model is also equipped with a Rockford Fosgate Audio System that absolutely cranks out the tunes. If you’re like me and can actually tolerate your kids’ music, this system puts a checkmark in the bonus column for you with your kids. Really, your choice of music doesn’t matter; the truth is this system kicks butt and driver and passengers will all agree. Big win here.

POWER

It’s ample. The initial punch of the go-pedal smushes all passengers into their backrests and delivers the arm-stretching torque we complained was absent in the KRX.

The General’s 100 horsepower 999cc ProStar parallel twin delivers the jam we’d expect from a pure sport side-x-side. Its power band is buttery smooth from first engagement through mid-range, right up to its top-end. We’d never complain about more horsepower, but in this package, I’m pretty darn satisfied for the time being.

RIDE

Simply impressive. The General 4 features long travel, high clearance, dual A-Arms with sway bars front and back, delivering 14-inches of travel from the Walker Evans Velocity Needle shocks, which are just flat-out, top drawer! I found the sweet spot to be 6 clicks from full soft out back and 3 clicks from full soft out front.

I had a chance to put this General to the test on several occasions. Typically before we get to our local trail system we hit up about a 5 mile feeder trail that has just about every kind of terrain imaginable from steep hill climbs, deep mud holes, rocky descents and more.

One of the best sections of this trail for testing suspension is about a 200-foot stutter bump straightaway. On my first run in the General 4 I saw it ahead of me and tensed up a bit as I stomped on the gas, but then quickly remembered my passengers.

Honestly, the General rode so smoothly over this section of trail I could’ve been sipping a hot chocolate with the lid off and feel like I wouldn’t have spilled a drop. When we stopped, they were all laughing and happy. Comment of the day, “I thought we were toast when we hit those bumps, but I didn’t even feel them!” Like I said, simply impressive.

I’d love to see Polaris integrate a DYNAMIX option on the General and the larger Ride Command display would definitely be welcome. I also have to wonder if Polaris will drop a turbo into the General at some point. I gotta think this project has probably already been given the green light somewhere in Roseau, Minnesota.

In the US there is a 2020 Rincon in showrooms, but it was difficult to see any difference in it compared to its previous model years.

This isn’t a big deal because the Rincon has seen little change in the last five years anyway, but, obviously, still sells pretty well in the United States.

It’s got a reputation for incredible durability and is very much loved by those who slapped down the cash to buy one ever since 2003.

However, the 675cc Rincon as we’ve known it suffers by comparison against larger displacement ATVs in its class offered by Polaris, Can-Am, Arctic Cat and Kawasaki.

It looks like Honda doesn’t think this is a very big deal, but when a whole nation doesn’t include it in its sales brochures, it’s a pretty big sign a smoke signal has been sent up and it’s time for an update.

Another clue there’s something up with the Rincon is the stellar redesigns and updates we’ve seen done to the new 520 Rubicon. This is a really great-looking ATV and has the rack features and reverse gear actuation updates we’ve wanted for the Rincon for a long time.

Thus, we think a new Rincon will likely share the looks and tech benefits of the most recent version of the Rubicon.

To completely ice the cake, we’d love to see an upgrade in power to put the Rincon heads-up against, at least some versions of the Sportsman, Brute Force and Outlander.

We’re dreaming about a new Rincon 850 with updated bodywork, easy engagement of reverse and Honda’s new storage and rack features.

As far as the suspension and chassis goes, we wouldn’t want Honda to change a thing! Travel and ride are adequate, handling is absolutely top drawer and the Rincon’s weight and dimensions fit like a glove.

We know it’s hard to make a winner better, but we think it’s time to breathe new life into the Rincon – and soon!

We’ve delivered here too. We did an overview this past fall with our initial impressions and Luke’s walk-around just dropped a few days ago with his full test ride scheduled for the upcoming season of DIRT TRAX, which makes it tough to come up with a new and interesting angle to present OUR impressions of the Teryx KRX 1000. However, we’re smart guys so here’s our report after the first 50 miles behind the wheel of the KRX.

The advent of an entirely new primary clutch developed by BRP’s Ski-Doo snowmobile division begs some commentary. From our perspective here at DirtTrax we have a birds-eye view of the company’s pDrive primary CVT clutch. The concept of re-engineering age-old “sliding button” torque tower clutches has been discussed for many years.

The sliding button design deals with horrendous friction in high horsepower applications. As horsepower and RPM increases so does the friction on the sliding buttons located on the primary clutches fixed spider. This friction is made more massive by this design reality: As the moveable sheave moves inward pushing the drive belt upward, the sliding buttons’ engagement of the torque towers is moving further away from their starting point on the moveable sheave.

The loads on the torque towers are ridiculous. Basically this friction and load component is overcome by heavier flyweights that generate centrifugal force, pushing the moveable sheave in, overcoming the clutch spring’s force which is required to push the moveable sheave away from the fixed (inner) sheave.

In the world of snowmobiles this movement is subject to forces generated by engines producing over 160-hp (in Ski-Doo’s situation) and over 200-hp in some competitive snowmobiles.

The pDrive “roller tower” primary changes all the rules in the snowmobile primary clutch paradigm. Instead of sliding buttons dragging their way up and down the torque towers, Ski-Doo has designed a roller system – actually three rollers – to take the loads generated when moving the belt up and down on the inner and outer sheaves.

The introduction of the pDrive roller primary required a complete re-think of calibration components, specifically the flyweights and spring, to adjust to the dramatically reduced friction.

So the question remains: Will the innovative and super efficient pDrive roller tower primary clutch find its way onto Can-Am off-road vehicles? For sure, the pDrive could handle the power output of Rotax’s current stable of turbo and non-turbo 4-strokes. Here’s where I think there may be a wrinkle: Dirt.

Yep, the environment SxS and ATVs operate in is understandably dusty and dirty. The exact opposite is true of snowmobiles. Snowmobiles don’t even run foam or paper air cleaners! Why? Winter does not produce the gritty dust and dirt these snowbound engines operate in.

So what about pDrive and dirt? We suspect pDrive may need a more sophisticated filtration system to keep out gritty dust and dirt to ensure the clutch doesn’t experience rapid wear in dirty conditions. That’s just a guess right now.

One thing’s for sure, savvy off-road racers might be well advised to explore the pDrive primary clutch. There are likely performance improvements and efficiencies that could be gained using pDrive under controlled high maintenance, racing conditions.

First and foremost, the question hinges on whether or not the RS1 is considered to be a success in the off-road marketplace. Yes, a lot of owners are in love with this single-seater cross between an ATV and a RZR; but is the market for this type of vehicle big enough to warrant the investment needed to build a competitor to it?

Let’s keep in mind; the conventional ATV biz isn’t exactly dead or replaced by the RS1. There are zillions of ATVs still out there being used daily, and sales, although not as robust as they were ten years ago, are still decent. It’s already been made pretty clear there are ATV customers, there are SxS customers and there are RS1 customers.

True, those who experience the RS1 love its similarity to driving a fully jammed RZR, but having more than one vehicle like this could kill the RS1’s market and end up being a flop for both Polaris and for whomever decides to compete.

It’s a gamble.

But let’s let our minds go wild for a moment. Which competitor would be the candidate to come up with an ACE clone? First, we don’t think the Japanese OEMs would try to tap this market. The investment in tooling and R&D for the potential return just doesn’t fit the conservative footprint of Yamaha, Honda, Kawasaki or especially, Suzuki.

We think the best two candidates would be Can-Am or Arctic Cat. These companies keep a close eye on the pulse of Polaris and build their product lines very closely aligned with what Polaris offers.

If the sales stats were clear, we could see either one of them offering a single-seater. Both have an enormous selection of engines and a long list of patents and engineering innovations that could prove useful for a venture like this.

We’d put our tallest money on Can-Am, who loves to surprise us with new and innovative products all the time. It’s fun to think of a 1000cc V-Twin hybrid using the best chassis features of the Renegade and the Maverick X3 to produce a super-high performance single passenger rocket with maybe even some of the tech features of the Can-Am Spyder thrown in.

Which raises another question: Is the best market for an RS1 clone ultra-performance driven or is it closer to Utility?

Time will tell.

The MULE lineup saw some big changes and updates the last couple of years and obviously the introduction of the KRX has put Kawasaki solidly on the pure sport map.

When it comes to ATVs, the “Big K” has been pretty quiet. It almost seems like the company’s focus has pivoted over to the UTV biz and not much is happening with ATVs. In fact, the number of Kawasaki ATV models offered in MY2020 is rather scant.

However, the Brute Force is still around and serves as the flagship of the Kawasaki ATV brand.

There hasn’t been much updating of the biggest Brute Force – the 750 4x4i – in a few years, but its bones are very good and it has a proven track record for reliability and performance.

Thus, you could argue: “Why bother with an update?”

One reason to change the Brute is because the competition isn’t doing much in its class either, right now.

The Rincon, Grizzly and the long-submerged KingQuad haven’t seen new injections of displacement and power for almost a decade. To be fair, Yamaha has steadily progressed its Grizzly’s chassis evolution but it still maxes out with a 686cc single as it’s top engine.

The time could be ripe for Kawasaki to put some focus on itself against its Japanese branded competitors with an upgrade in power and new, distinctive bodywork.

One big asset Kawasaki has is that the Brute Force’s powerplant is a V-twin versus those aforementioned competitors that use big displacement singles.

Upping the displacement on that big-inch V-twin to, say 850ccs, would enable the engineers to likely use the same castings and just make adjustments to the bore and stroke measurements.

Even the Teryx V-Twin’s 783cc displacement could work here. It sounds plausible and makes sense from a production standpoint.

As far as bodywork goes, Kawasaki has always been a leader in styling and function with its off-road vehicles. We’d love to see the designers come up with a new look and maybe even some ergonomic adjustments. Top it off with some new digital instrumentation stuff including a built-in GPS and suddenly heads start to turn!

If Kawasaki really wanted to spin some heads they could up the width of the Brute to 55-inches.

The off-road business is ever changing and resting on your laurels is rarely an option. We think the opportunity to move is here right now, but does Kawasaki have the will to make changes?