The 2008 model year saw the introduction of the RANGER RZR 800, the first Sport Side-by-Side with razor-sharp performance. With its 50-inch, trail-capable width, fastest acceleration, patented design that put the engine behind the seat for the lowest center of gravity and agile handling, the RANGER RZR 800 changed the entire Side-by-Side category.

For 2009, Polaris introduced the pure-sport RANGER RZR S 800 that offered an 800 H.O. engine for more speed and power, and a premium long-travel suspension for the dunes, desert and wide-open spaces.

Model year 2010 saw the first Robby Gordon Edition RANGER RZR 4 800, the world’s only four-seat sport Side-by-Side that offered Razor Sharp Performance for 4.

“Model Year 2011 continues the undisputed leadership with improvements across the RANGER RZR line,” said Matt Homan, president and general manager of Polaris’ Off-Road division. “Polaris was the first manufacturer to offer Side-by-Sides that offered razor-sharp performance and we will continue to innovate and lead the category.”

For 2011, The RANGER RZR family receives aggressive front-end styling that increases cooling airflow area by 29 percent, with new side protection for easier ingress and egress, a new in-cab accessible glove box, High/Low headlights for increased night visibility, and a new fuel management system coupled with a new tank that offers a 30 percent improvement in range with better slow speed drive-ability. Quality improvements include better clutch/belt cooling, improved front and rear drive durability and sealed dash switches. The units also will feature new easier-to-use side nets.

The RANGER RZR 800 will offer more razor sharp trail performance with six percent more power in 2011 with the addition of an 800 H.O. engine giving the RANGER RZR 800 53hp and quicker acceleration corner-to-corner. Built for the trail, the RANGER RZR 800 also will include new trail-friendly rear rack extenders to make it easier and more convenient to carry more gear. For hunters, Polaris also will offer the vehicle in the new Polaris Pursuit Camouflage pattern.

For 2011, the RANGER RZR S 800 will continue to offer all the razor-sharp performance features off-road enthusiasts have come to love: long-travel suspension, the fastest acceleration with a 63 mph/101.4 kph top speed, superior ergonomics and On-Demand True All-Wheel Drive for ultimate traction. Along with the full-line improvements, the RANGER RZR S 800 also will receive new ITP 900 XCT tires, big bore shocks and will be available in two premium painted editions along with a standard edition, which will receive a new lower price.

The RANGER RZR S 800 is the first vehicle to feature the ITP 900 XCT brand tires as standard equipment. ITP is the No. 1 aftermarket tire and wheel brand that is well-respected in the industry. The new tires were built for high-performance, cross country trail riding, and feature a knobby, aggressive tread pattern for even more impressive cornering ability. They’re perfect for rough, rocky desert terrain where the RANGER RZR S 800 thrives. Coupled with the new Sachs shocks that have a 2-inch bore providing greater cooling capacity and improved fade resistance for a smoother, more agile ride, the 2011 RANGER RZR S 800 will continue to be the choice of performance-minded, off-road enthusiasts.

Introduced last model year, the RANGER RZR 4 800 was the first multi-passenger sport Side-by-Side and the industry’s only four-seat, high performance machine. For 2011, the RANGER RZR 4 800 will be available in two Robby Gordon packages, a painted black and red limited edition and a power steering version that includes Robby Gordon-inspired graphics.

Polaris also will offer the following Limited Editions: RANGER RZR 800 EPS Orange Madness, RANGER RZR 800 Indy Red/White, RANGER RZR 800 Sonic Blue/White, RANGER RZR S 800 Gloss Black Carbon Fiber/Orange Madness and RANGER RZR S 800 Gloss Black Carbon/Indy Red.

Visit RZRForums.net for all your Polaris Ranger RZR discussions: http://www.rzrforums.net/

Polaris officially dropped their new 2011 lineup on us today! Although their aren’t any drastic changes to the performance numbers, they have made some nice cosmetic and ergonomic changes. Checkout the videos below and stay tuned for a complete press release.

In this ever changing world, the option to have a utility vehicle to meet a wide array of demands is more appealing than ever. Purchasing a vehicle purely as a toy might fit a few, but imagine a functional machine that also packs enough punch for weekend fun! Kawasaki’s motto for the Teryx has been, “Unleash your inner outlaw” and it will do just that. So, when faced with the ultimate showdown between work and play, the Teryx should be your weapon of choice for this duel! When the dust settles and the fun begins, the Kawasaki Teryx will be your Huckleberry.

So what better place to test the Kawasaki Teryx 750 FI 4×4 Sport than in the great Southwest! Where there are miles of wide open places, dusty trails, rugged terrain and scattered old ghost towns. Any outlaw should feel at home here and we put the Teryx through the ringer to see if it did just that.

Our test Teryx Sport is considered as the hot rod of the Kawasaki RUV (Recreation Utility Vehicle) family, but don’t let the Sport badge fool you. This workhorse has a tilting cargo bed that has a 500-pound capacity and its reinforced bed frame offers maximum rigidity for excellent durability. Don’t think the bed is just for hard labor, it also makes for a pretty nice table or seat for tailgating while out on the trail or around the campfire. This feature was very popular, especially around other UTV owners in the gang as they were left standing while I had the luxury to kick back and relax. Another big utility oriented feature that comes standard on the Teryx is the full size 2” receiver hitch. This sounds like a no brainer, but there are other UTV’s on the market that come with a puny 1 1/4” receiver. With the Teryx you can quickly connect any 2” sized hitch that you might have laying around from your car or truck and tow up to 1,300 lbs of sweat equity or even your most prized possession. 1,300 lbs is a significant amount, but at the heart of this trusty steed is a 749cc SOHC, liquid-cooled, four-valve-per-cylinder fuel-injected, 90-degree, four-stroke V-twin engine. This air ingesting, gasoline pumping power plant will give you enough giddy-up-and-go to scoot through the country or pull those hefty loads with ease. Pulling might be one thing, but stopping is another! The dual front 200mm disc brakes are clinched by rigid-mount 27mm twin-piston calipers and provide powerful, fade-free braking. The rear brakes are sealed in an oil-bathed multi-disc system that provides worry free braking in almost any condition. Since the rear brakes are sealed to outside contaminants, there is less maintenance and reliable braking while in the dirt, muck or snow.

Whether you’re talking utility or sport, a solid 4wheel drive system is a must. Kawasaki has done a great job of integrating an adjustable and durable 4 wheel drive system into this platform.  There is a conveniently located 4WD switch on the dash for moderate duty.  Also, there is a variable front differential lever next to the gear shifter to distribute torque equally to the front wheels for maximum traction. The rear gear case keeps the rear wheels locked and turning together for maximum forward thrust and performance. All of this combined with lightweight alloy wheels, 26” tall Maxxis tires and multi-adjustable gas-charged shocks, make for a smooth ride across a wide array of rough, off-road terrain. The Teryx also boasts 11.6 inches of ground clearance and a width of 58.5 inches. This wide track provides for a stable ride while cornering on uneven terrain, but is still narrow enough to fit in a standard pickup truck bed, a win-win!

Packed to the gills or parked on a hill? Not to worry, the Teryx also comes equipped with a parking brake.  You will never yank the gear selector and cringe at the sound of grinding cogs! There is also a safety built into the parking brake when it is engaged. This is a feature that keeps the operator in-tune with the vehicle and extends the life of the parking brake.

Another creature comfort that the Teryx excels in is the seating position. The seating position enables you to clearly see all the obstacles in front, on the side and directly behind. It’s ideal for ingress and egress and there is no wasted time by “crawling” into the vehicle. The seats themselves lack a little if you’re sport oriented, but they do the trick for utility minded folks. Same goes for the non-tilting steering wheel. The fixed position isn’t bad for my 6′1 frame, however it could be awkward for others and should be adjustable in the sport model. Storage is another plus. There is a lot of accessible space in it compared to the competition. The glove box on the passenger side is large, seals well and is easy to reach. The slide-away cup holder is a neat feature as it is centrally located, high up on the dash and can be stowed away when not in use.

The digital display is nicely organized and is easy to read. It’s standard on all models and allows you to keep track of the following vitals:

• digital speedometer (mph or kph)
• clock
• dual trip meters
• 2WD/4WD indicator
• water temperature and fuel-injection warning indicators
• digital fuel gauge
• hour meter
• parking brake indicator
• CVT belt warning
• neutral and reverse indicators
• low oil pressure warning lights

Hopefully, one would never have to lift the hood, but in the event that this is needed, the Teryx will accommodate. A hinged, forward-tilting front hood and headlight assembly make accessing the front of the vehicle a breeze! This makes for effortless access to the radiator and front suspension components for maintenance and suspension tuning. The hood and the rest of the exterior bodywork is constructed of Thermoplastic Olefin, which has a high-gloss finish and is more scratch resistant than polyethylene. So it has utility, sport and looks – a triple threat!

With all these great appointments and features, the Kawasaki Teryx 750 FI 4×4 Sport is well rounded and is worthy of the UTV name that it is synonymous with. It is a true Utility Terrain Vehicle that can be used for work, sport or just plain fun! If all the above features aren’t enough, Kawasaki has an entire lineup of useful accessories that can be purchased on Kawasaki’s website or ordered and installed at your local dealer.

So enough talk, it’s time to see the 2010 Kawasaki Teryx sport in action! Kickback, relax and enjoy the following video in High-Definition clarity:

Have more questions? Please visit us over at TeryxForums.net for all discussions pertaining to the Kawasaki Teryx!

Lonestar Racing, the world leader in ATV and UTV off-road racing products, announced today the launch of their “Rent-To-Ride” program.

Lonestar Racing’s “Rent-To-Ride” program is the most flexible transaction process in the marketplace today. It allows consumers with limited cash and/or credit the opportunity to rent-to-own Lonestar Racing products with no obligation to buy, no credit check and manageable payment plans.  All you have to do is complete a simple application process and agree to the terms and conditions of their “Rent-To-Ride” program and your Lonestar Racing products will be shipped right to your door.

Dan Fisher, Vice President, said “In today’s tough economy, the Rent-To-Ride program will afford our customers additional avenues for purchasing Lonestar Racing products.  We feel that this new program will open doors and give customers a great opportunity to build their dream ATV or UTV.”

For program details and an application please contact a Lonestar Racing sales representative today at 800-4LS-RACE (800-457-7223)

About Rent To Own Industry:
The $7-Billion rent-to-own industry or RTO sprang up in the 1970’s in response to growing consumer needs without incurring debt or jeopardizing family credit.  The RTO industry is composed of dealers who rent furniture, electronics, major appliances, computers, wheels and tires and now ATV and UTV products.

About Lonestar Racing:

Lonestar Racing is a production and custom manufacturer of the highest quality racing and recreational products for ATV’s and UTV’s. Having been in the business for almost 20 years, they have been producing race winning chassis and suspension components for all types of racing, ranging from the street to off road. Their 45,000 sq ft facility in Mesa, AZ is home to many dedicated team members that provide life to the 23 CNC machining centers. LSR combines this with CAD software to eliminate errors in all of the tube bending, laser cutting, milling and lathe work,. They also have many TIG welding stations and an in house powdercoating facility. LSR also offers installation and maintenance for your ATV and UTV needs by factory trained master technicians

The Lonestar Racing SR1 Team had a very interesting weekend, packed with highs and lows. They were welcomed into one of the nicest race tracks in the U.S., Miller Motorsports Park. This facility is 1st class, complete with asphalt pits, garages, huge covered grandstands, on site race fuel station, showering facilities, indoor race control complete with timing monitors, and the list goes on. Things were a little disorganized as this was the 1st event LOORRS has put on at this park, so it was to be expected. Once they finally got their pits set up after having to move it twice, LSR team put in a brand new clutch into the car, because it was slipping on the last testing session.

After the first practice session, LSR realized this was going to be a tough weekend. The track was one of the biggest they had been on, but they added a lot of obstacles to keep the speeds down, and the excitement up. With only a few short hours before the next session, Greg decided that some shock changes were in major need, so the crew began to make some pretty major changes to handle the very different track. With about 15 minutes to spare, Greg headed out for 2nd practice. The changes really helped the car perform. Greg was able to power through the rhythm section, and hammer down through the larger whoop section, and get enough speed out of the corners to clear some of the doubles on the front stretch. While looking for some different lines, Greg hit a finger in the S section, and that kicked up the back of the car, and sent it into a violent cartwheel that flipped the car end over end about 4 or 5 times. Amazingly, Greg walked away without a scratch, let alone any soreness thanks to his Simpson Safety gear and Jet Trim seating that kept him locked in place. The car on the other hand, wasn’t as lucky. The front right side of the car took most of the punishment, as it destroyed a wheel, spindle, brake rotor, tie rod end, brake line, uni-ball stud, and ball joint. The front bumper, upper shock mount, and body mounts got bent, along with the back bumper. Overall, the car was in really good shape with all things considered.

Luckily, between LSR and Weller Racing, they had enough spares to get Greg back on the track for Saturday’s qualifying and Main event. Greg qualified in 2nd position for Saturday, so he was able to enjoy another start from the front of the pack. After the green flag, he quickly realized he was getting brake fluid all over his feet, from a leaking reservoir cap. Not knowing how much longer he could go, he kept pushing. In second place with only a few laps to go, Corry Weller spun out in front of him, and he almost plowed straight into her, but luckily, he was able to glance off the side of her and continue into 1st place. Unfortunately, the hit ripped off Corry’s front wheel putting her out of the race. He was able to secure 1st place for Saturday’s main!

Sunday was time to do it all over again. In qualifying, Greg was only able to put in 1 lap before broken motor mount bolts caused him to pull off the track. So it was again time to start at the back of the pack for the main. Starting in last place, he was able to work himself into 4th pretty quickly, and battled with Tyler Herzog for a few laps, getting into 3rd place, and getting knocked sideways and having to fight back to get into 3rd for the competition yellow. The car was running perfect, and was fast through the rough sections where others couldn’t run as hard. Within 2 laps, he passed Doug Mittag for 2nd place, again behind Corry Weller. He was on Corry’s bumper for 2 more laps and went for the pass in the rhythm section. Unfortunately, he had just a little too much speed, and caused him to fly out of control, hit a jump sideways, bounced off a water barrier, and back onto the track loosing some ground. The car was shaking violently from the rear end, and was leaning very hard into corners, so with good communication from his spotters, he was able to keep it in 2nd place for the remainder of the race. After taking a quick look at the car after the race, it suffered from a rear wheel half full of dirt from hitting a jump sideways, and caused a rear sway bar link to break, so damage was minor, but felt a lot worse.

So to conclude the weekend, after thinking our chances were slim with a broken car in the beginning, the LSR race team battled through getting the car back into race form, and got on the podium with a 1st and 2nd place in just the 3rd weekend of the series. Combined with a couple cars that did not show up will drastically help move them up in the points after such a successful weekend.

The LSR team would like to thank all of their sponsors for supplying them with flawless parts that can take the abuse of a super rough track. At the end of the race, Greg said his arms and hands were so tired, he could barely remove his gloves, he was so worn out!

LSR is very confident that they will be getting top finishes for the rest of the season, and hopefully can get up into the battle for the championship!

Next race is at Glen Helen, in Southern California, the weekend of August 6th. Make sure to come out and see all the action!

Here are some links to some of the videos:

This one is from the Lucas Oil Regionals, that LSR got 2nd in as well, at Speedworld in AZ from a couple weekends ago.

Well its official! Doug Siddens, in his 2009 Polaris RZR-S, is the first person ever to drive a UTV at the Pikes Peak International Hill Climb!

On June 27th, 2010, Doug was the only UTV in the Powersports Exhibition class. Not only did he finish first in his class, but he also beat out over 40% of the 152 competitors on race day with his time of 14:03.

Just reaching the top of this monumental mountain is a mechanical feat within itself. To do it in the time he did is more than respectable. There were also some other variables on race day that make this run even that much more notable. For one, it was snowing about the last three miles of the climb, and two, Doug has no professional racing experience. Not bad for a small town guy with no factory backing and an entire Powersport resting on his shoulders!

But you don’t have to hop in your RZR and try to visualize what Doug’s historic run was like, as he captured it all thanks to several ContourHD camcorders. So load up the beautiful HD version of the video below, turn the sound up and enjoy a ride up the gnarliest hill climb in the world!

If any of this racing talk has gotten you in the mood then come on over and talk with us at UTVRacing.com!

Also, a big thanks goes out to offroadwire.com for the great action photos!

In the world of Powersports, it seems as though it’s getting harder and harder to perform something new or compete in an event that hasn’t already been done a million times. Whether it is a unique trick, particular racing style or a specific event, chances are someone has already been there and done that. One would think that is would especially hold true when referring to the second oldest race in American history, the Pikes Peak International Hill Climb. Man and machine have been participating in this historic race since 1916 and it is second only in age to the Indianapolis 500. Well after more than 8,700 machines have raced up this monumental peak, we can now say that Doug Siddens in his 2009 Polaris RZR-S have accomplished a new first and can be added to the elite who have conquered the same feat!

Competing in the 88th race to the clouds in the Exhibition Powersport Class June 27th, 2010 will mark the first time a UTV has ever participated in the Pikes Peak International Hill Climb. This is a huge step forward for the UTV platform and further cements this Powersports presence in the world of racing! Don’t worry though, you don’t have to wait until June 27th to see Doug sprint up the hill in his RZR as you can watch a teaser video of his first official practice session below.

For more information about this race and what it took to get there, please visit RZRForums.net or find exclusive racing news at UTVRacing.com.

With the most resent release of the new Can-Am Commander, you would think that the Side by Side market couldn’t get any hotter. Well, that just might not be the case, as we recently stumbled upon this leaked picture of a sporty looking John Deer UTV!

Hopefully, John Deer will be joining the arms race soon and not just slapping some green and yellow plastics over a Kawasaki Teryx motor and drivetrain either. All we know is, it looks like the Polaris RZR will be the measuring stick!

Stay tuned as we will post more information on this new platform as it become available to us.

We were as giddy as a kid on Christmas last night when we released the official photos and specs of the all new 2011 Can-Am UTV, but there was one thing missing – price!

Sometime during the night BRP updated their website and gave us another gift of joy. Most people were speculating that it would be several thousand dollars more than it’s sporty rival, the Polaris RZR-S, but in fact, it just a mere $700 more for the loaded up performance X package! At an MSRP of $14,699, the Commander 1000 X is sure to be a hit! Consider today the Boxing Day of the UTV world as there will no doubt be some charity going around as many will be trying to dump their older UTV’s for a fraction of the cost.

1000 Standard package features:

• Rotax 1000R EFI engine, 85 hp
• The most powerful in the side-by-side industry
• Best power-to-weight ratio in its segment
• Best fuel efficiency in the industry
• Intelligent Throttle Control (iTC)
• Double A-arm front suspension with dive-control geometry
• Torsional Trailing Arm Independent (TTI) rear suspension with external sway bar
• Visco-Lok† auto-locking front differential
• Adjustable driver seat and tilt steering
• Industry-exclusive Dual-levelTM cargo box
• 2-inch diameter ROPS-approved cage
• Quick-attach side nets
• 240-watt lighting
• 650-watt magneto
• 10-gallon gas tank

Manufacturer Suggested Retail Price (MSRP): 
$12,799 US

1000 XT™ package offers all the standard Commander 1000 features, PLUS:

• 4,000-pound [1,814 kg] winch with roller fairlead, wired remote control and integrated remote storage
• 14-inch cast-aluminum wheels
• Maxxis Bighorn∞ 2.0 tires
• Heavy-duty front bumper
• Rugged bed rails
• Mudguards
• Analog / digital gauge
• Custom steering wheel with brushed aluminum center piece

Manufacturer Suggested Retail Price (MSRP): $14,299 US (Yellow), $14,299 US (Red), $14,899 US (Camo)

1000 X™ package offers all the standard Commander 1000 features, PLUS:

• Front and rear Fox Racing Shox∞ HPG piggyback shocks with dual speed compression, rebound and preload adjustments
• Front sway bar
• 12-inch aluminum beadlock wheels
• Maxxis Bighorn∞ 2.0 tires
• Rock sliders
• Heavy-duty front bumper
• Analog/digital gauge
• Custom steering wheel with brushed aluminum center piece
• X-package seat trim and graphics

Manufacturer Suggested Retail Price (MSRP): 
$14,699 US

800R Standard package features:
Rotax 800R EFI engine, 71 hp
The most powerful in its class
Best power-to-weight ratio in its segment
Best fuel efficiency in the industry
Intelligent Throttle Control (iTCTM)
Double A-arm front suspension with dive-control geometry
Torsional Trailing Arm Independent (TTI) rear suspension with external sway bar
Visco-Lok† auto-locking front differential
Adjustable driver seat and tilt steering
Industry-exclusive Dual-LevelTM cargo box
2-inch diameter ROPS-approved cage
Quick-attach side nets
240-watt lighting
650-watt magneto
10-gallon gas tank
Manufacturer Suggested Retail Price (MSRP): 
$11,699 US

800R XT™ package offers all the standard Commander 800 features, PLUS:

• 4,000-pound [1,814 kg] winch with roller fairlead, wired remote control and integrated remote storage
• 27-inch Maxxis Bighorn 2.0 tires
• 14-inch cast-aluminum wheels
• Analog/digital gauge
• Heavy-duty front bumper
• Rugged bed rails
• Mudguards
• Custom steering wheel with brushed aluminum center piece

Manufacturer Suggested Retail Price (MSRP): 
$13,199 US (Yellow), $13,799 US (Camo)

One of the more exciting phone calls I’ve ever received was the one from a representative of BRP in April asking if I’d be interested in testing “a new Can-Am product”. They wouldn’t tell me anything more than we were to meet in Brawley California, and have a testing session in Glamis. The crew that was coming to the session had never stepped foot in Glamis before, so I was asked to lead the team to a remote camp area and show them around. I was delighted! We’ve known for some time that BRP was going to be coming out with a UTV and I knew what this was all about! I was so excited that I lost sleep day dreaming about what this machine was going to be like. Having prior knowledge of Can-Am products, I had a really good feeling what I was about to learn about would likely change the UTV game as we know it!

I set out to Brawley the night before we were to meet on a Thursday morning at 6:00am. After meeting the crew for an introduction and breakfast, we hit the road to Glamis. I took them to get passes, and then to a private campground where we would have some privacy. While they were unloading, I was in such suspense that I wanted it to last. I wanted the overall package of what they were about to present to be a total surprise, so I went back to my truck and geared up for the day.

I walked up to the Can-Am rig about the time they were rolling the Commander X out of the trailer! The machine had a disguise similar to what you might see a new automobile wearing while out testing. The first things I noticed were its yellow trimmings. Sticking out like a sore thumb under the disguised UTV were 12” beadlock wheels with yellow lock rings! These are the same wheels we’re used to seeing on the Renegade. Looking up from the wheels and Maxis Bighorn tires, I see that they’re sporting matching yellow springs on Fox piggy back shocks. Looking down from there, what’s this, trailing arms? No way! In the first few minutes of looking at this machine, I knew that BRP had done their homework, and this was going to be an epic day!

Looking around the rear wheel wells I noticed that this UTV has one rear disk brake mounted on one wheel. “We’ve got a live rear end”. This, the trailing arms, the visco-lock front diff, the Renegade beadlocks……… WAIT! “What’s under the hood”? Could it be the V-Twin Rotax 800cc engine currently used in the Outlander, Renegade’s, and the Rhino? I had to know and I had to know immediately. I asked one of the crew members if we could remove the hood and take a look. He obliged and began pulling the cowl off. Yup! I guessed it! There sat an 800cc V-Twin Rotax. WAIT! “How big is it”? What graced my ears right then and there sealed the deal that the Commander was going to be a performer. “It’s a 1000cc’s”, replied a Can-Am rep. I was giddy with excitement. I had no question that what I was about to drive was going to be the most exciting UTV ever to come out of a manufacturer! For those who don’t know, I’m a big Rotax fan, and I know these engines well. The 800cc version has been swapped into Yamaha Rhino’s for years, and they’ve proven to be extremely reliable, while being one of the fastest naturally aspirated UTV’s ever.

“Is this thing gassed up? When can I drive it”? Oh wait. I should probably check out the interior and body styling first. The Commander X that I was looking at was still wearing it’s disguise. I was told they would remove it for me for a few minutes only, and the cover would have to go back on for our ride.
I jumped into the driver’s seat and began to get a feel for the interior. The first thing I noticed was the yellow trimmed seats. “These are good looking and very comfortable”, I thought. The seating position was also very comforting. I felt low to the ground with good pedal position, and a great overall feel! The digital gauge readout is behind the steering wheel, and it moves up and down with the Commander’s tilt steering. Nice touch BRP. The instrumentation and dash layout, along with the full center console has the look and feel of a sports car. The console houses 2 cup holders, a sporty passenger grab handle, and the shifter. The Can-Am also has very nice side nets. I normally find side nets to be hard to use and annoying. Not these. The front of the side net has a frame of sorts and a buckle similar to a seatbelt. The latch is stationary on the frame making securing the net almost effortless. Again, nice touch BRP!

“Alright, let’s get a look at this thing”! I took a few steps back as the covers were being removed. Once the front cover was removed I saw a style that I was familiar with and love. The projector headlights and buckets looks just like a Renegade. The styling is like nothing we’ve seen on a UTV. It looks fast! The yellow and black hood opens accessing the radiator, overflow tank, and the neatly tucked away air box. Looking down the sides I notice factory nerf bars, or rock sliders. Moving onto the back I notice the styling in the rear is also different that what we’re used to seeing. Again, it looks sporty, but something’s different? Upon further inspection I see that the bed tilts! “Awesome, we have a true sport-utility here”! The bed looks big and useful. In the bottom of the bed there is what I would call a false floor. When you pull it up you’ll find a ton more storage space underneath. This area can also be accessed from the rear of the bed, under the tailgate.

Time to drive it! We geared up and put the first two Commanders to ever ride in Glamis to work! I strapped in, turned the key on, and pushed the start button on the dash. I immediately heard a sound I’m familiar with. The smooth rumble of the Rotax V-Twin under my right foot! I checked the shifter for gear selection. Shifting from park to high, I noticed the shifting is very smooth and the clutch is silent. The throttle response is quick utilizing drive by wire technology.
I took my time idling the machine through the flats and into the virgin dunes. There was not a track out there on this particular Thursday! The dunes were extremely soft, and the transitions were sharp. Being used to a long travel UTV, I was a bit nervous at first. Leading the group into the dunes I pushed the 4wd button and started making some lines. The first thing I noticed was the performance of the suspension. Transitions were smoother and more stable than I’m used to in a stock width machine. The Fox shocks and trailing arm suspension soaked up the g-out ‘s with ease. Once we hit part of sand highway I was able to get a feel for how it would work in the whoops. I turned down Sand Highway and let her rip! The acceleration was amazing. I was doing 50 in no time and headed towards some gnarly whoops. Instead of slowing down, I let them have it. 50+ MPH, and straight as an arrow over some of the larger whoops you’ll see in the dunes.

I took the Can-Am reps up and over to the Osborn Overlook. The Commander did awesome in the big dunes. It was incredibly fast through the bowls, and went over the sharp razorbacks with ease. The power and acceleration is amazing! Standing on the gas in this machine is a rush to say the least. I’ve driven every stock UTV out there, and this one is the fastest by far! We stopped to take a break and check out the view. Getting out of the Commander and trying to explain my built up excitement to 3 people who speak very little English was interesting. The language barrier took a bit of getting used to, but I think everyone knew how I felt by the size of the ridiculous smile on my face! One of the gentlemen spoke English and he took note of nearly everything I had to say about the UTV. After a short break, I suggested that we head down to the sand drags to open this thing up and see just how fast it would go in the sand. We took a spirited ride over to the drags and I took a few laps to get a feel for the bumps. I found a line with no bumps and let her rip. The car accelerated up to 50 in what felt like no time and kept pulling all the way up to 65mph. I think it had a couple more in it. It will likely be in the 70mph range with a set of paddles or on hard pack.

On our drive back to camp I decided we couldn’t leave without taking the guys to Oldsmobile Hill. There, I could also get a feel for the Commanders hill climbing performance. We weaved our way through the dunes and over to Olds. When we got to the bottom, the Can-Am boys were a bit taken by it. They asked me if I was seriously going to climb it. I said, “Of course I am! I’m not passing up this opportunity” I buckled in and took a medium pace through the whoops and then stood on it! Going up the right side of the hill felt very fast and instead of slowing down over the top, it maintained most of its speed. I then took it over to the not so steep side where everyone gets their speed numbers from. This time I hammered it through the bumps and stood in it as hard as I could. I was shocked to look down at the gauges and see that I was going 50mph over the top of the hill. This UTV means business!

It dawned on me that we used to have fun driving UTV’s 35mph down the drags only a few years ago. The same UTV’s were lucky to even get over the top of the hill, let alone at 50mph! This sport has progressed so far in 4 years that I cannot even vision what it could be like in 4 more. These things might have wings and we can fly them to the dunes!

My overall experience testing the Commander X was unbelievable. Having had some experience with Can-Am products in the past, I expected something nice that would definitely have some horsepower under the hood. What I saw and drove was a great looking machine that’s been so well thought out, I couldn’t find any one thing I didn’t like about it. I was asked what I did not like about it, and I honestly had to take a moment to go back over the unit one more time. All I could come up with was, “well, I guess the muffler could look sportier”. I believe that what I drove that day is going to be the UTV that sets the pace in today’s UTV market. This is what the people have asked for, and they got it. I did some thinking about all the major complaints from UTV owners and by the looks and performance of the new Commander, BRP did some thinking to.

Pictures and videos of our ride to follow!

Written by Brian B.