After slugging 24 ounces of Mountain Dew and downing some sugar-infested donuts, the caffeine and glucose-induced alertness finally kicked in as we headed north to the St. Croix State Forest near the Minnesota and Wisconsin border.

It was our first “real” ATV ride of the season in the upper Midwest. Sure we had spun some rubber elsewhere in the country, but it was our first ride of the year with our own staff ATVs that we were able to ride near home. We had been to the area before. We’d used a portion of the ATV trail on some rides during our first couple of ATV Trials events. We liked the trails so much, we decided to go back.

The St. Croix State Forest offers 45 miles of trails. ATVs and dirt bikes are allowed on the trails. They are rated as difficult, which are suited for intermediate and expert ATV riders. Throughout the state forest there are five separate parking areas, one campground and five primitive camping areas. The Boulder campground is located on Rock Lake. A forest road, which is available for use unless posted closed, leads from the campground to the forest trails.

A Rocky Mix

We got lucky choosing the day we planned to ride. It had been a rainy spring, but it was a perfect, sunny day with temperatures reaching the mid-70s.

Our starting point was in Danbury, Wis., along the Gandy Dancer trail. The Gandy Dancer trail is an old railroad line turned into a multi-use trail. Technically, it begins in St. Croix Falls, Wis., and ends in Superior, Wis. However, only a portion of the trail is open to off-road vehicles.

We crossed the St. Croix River via a high wooden bridge checking out the views along the way. Once on the other side, we were in Minnesota. After clicking through all the gears as we sped up the Gandy, a left turn brought us to some twisty trails and the St. Croix State Forest OHV trail system. We decided to ride on a 15-mile loop and sped off on our two sport quads and one sport utility ATV. With the recent rain, we dodged puddles and maneuvered through some deeper and unexpected standing water. On this loop of the trail system there’s one other thing that does make it for intermediate riders – rocks and lots of them.

Most of the rocks are medium sized and most ATV riders can ride over them, which adds to the fun. There are long sweeping turns, switchbacks and hill ascents and descents that make the trail fun and challenging. The trail is narrow in spots so riders must use caution and watch for oncoming traffic. We shot around the loop three or four times, resting at our starting and ending point.

Low on gas and near lunch time, we rode back into town. Once our machines and we were fueled up, we ventured back out. This time, though, instead of doing the loop again, we turned onto a 7-mile feeder trail. While we remained mostly dry during the morning, that wouldn’t be the case in the afternoon. The trail was wider and smoother, but littered with more puddles. We steered around what we could, but often had to blast through them. And, those who’ve ridden a sport quad before know they don’t offer much protection. When we reached the end of the trail at a parking lot, we were soaked, and not looking forward to the wet ride back. We brought it down a notch as we made our way back to our starting point. After clicking off several miles and with our wet gear, it was time to call it a day.

The St.Croix State Forest trail system treated us right. And on the Monday we visited the area, we met only three other ATV riders and two dirt bike riders on the trail. Not bad considering the area can get congested on the weekends that sometimes spills over into the week. With the riding done, the exhaustion of a good day’s ride set in on our drive home. This time, though, we didn’t need any sugar or caffeine to keep us awake. It was definitely time to rest.

John Prusak is Group Publisher of ATV Magazine and Snow Goer magazine. He has more than 15 years experience riding snowmobiles and ATVS and just as much experience writing about them. Come along on many other riding adventures at http://www.atvmagonline.com/category/destinations/

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The company has several new models featuring more power, and some featuring less power.

Most of its machines ride a little bit lower for 2009, though one purpose-built mud machine rides a lot higher.

Cat engineers built more machines for two-passenger riding, and at the same time expanded options for younger riders. They rolled out a new Prowler UTV that’s going to bring sheer joy to performance junkies, and another new working-class Prowler that screams “utility.”

Cat’s got a new engine of its own, a 545cc liquid single, that is found in an H1 model, a 2-up TRV and a Prowler, and expanded the Thundercat engine. It also introduced new 150- and 300-class engines shared with KYMCO that are placed in a machine aimed at a new “transitional” market and a new sport quad, respectively.

All totaled, Arctic Cat eliminated 9 machines for 2009, including the 700 Diesel, 400 4×4, two DVX models (400 & 250) and two TRVs (650 & 500), while creating 13 new models. New machines include:

• Two new Prowlers, headlined by the Prowler XTZ 1000, featuring the 951cc liquid-cooled twin introduced in last year’s Thundercat, plus a Prowler 550 flatbed, featuring the new 545cc single and a flatbed rear.

• Three new TRV (Two Rider Vehicle) models, including a full-featured TRV 1000 Cruiser, plus a TRV 550 and TRV 400.

• An exciting, custom-made-for-mudding 700 MudPro, featuring huge tires, a snorkel and 14 inches of ground clearance.

• The scaled down Arctic Cat 150 – the first in an emerging class of quads aimed at teenagers 14 years and older.

• Three sporty new DVX models, including a DVX 300, plus new kids DVX 90 and 50 models.

• Two other new kids quads, 50cc and 90cc utility machines.

Plus, all full-sized Cats except the MudPro get new ergos and ride height this year, taking advantage of the suspension sit-in and lower seat that made the Thundercat ergos so popular in its debut last year. So sit down, Barack, because Arctic Cat appears to have cornered the market on change.

Not For Mr. Lonely

In these tough times in the ATV market, only one segment is experiencing growth: multi-passenger vehicles. Whether the seating is front-and-back or side-by-side, ATVs and UTVs that allow drivers to share the experience with a passenger are hot, and Arctic Cat is aiming to capitalize.

For traditional ATV riders, Cat is expanding its TRV Cruiser line while tweaking the engine options on the standard TRVs.

“We’re one of only three manufacturers offering 2-ups, and now we’re offering the best of the best,” explained Ole Tweet, general manager of Cat’s ATV division and VP of new product development.

There are two Cruiser models – a TRV 1000 H2 EFI Cruiser featuring the Thundercat’s big 90-degree twin, and the TRV 700 H1 EFI Cruiser featuring Cat’s 700-class fuel injected single – and both are glorious. They have a long list of standard features that includes a tall windshield connected to a new 2-piece fairing; mirrors; a cup holder; a comfortable 2-up seat with heated hand grips and a comfy backrest for the passenger; heated handlebars; a huge, lockable touring/storage case in back; and classy looking, 12-inch machined aluminum wheels. The 700 even comes standard with a winch.

We only had a brief chance to ride the Cruisers on a small test track set up for the demos, so our evaluation is far from complete. But, from what we saw, our now one-issue-old 2008 ATV Of The Year – the Polaris Sportsman 800 EFI Touring – already has stiff competition.

The other two 2-up ATVs are the TRV 550, featuring Cat’s new engine, and a TRV 400, featuring a 366 air-cooled single. On the new 550, Cat is claiming the top horsepower in its class, though they were unaware of the new Yamaha and Polaris mills being released when they made that claim. We’ll be sure to run them off and name a winner for you. The standard TRVs don’t have quite as long of a list of standard features as the Cruisers, but still make nice 2-up buggies, thanks to an expanded wheelbase and a nice seating setup.

On The Prowl

Like the TRVs, the side-by-side Prowler UTVs benefit from two of Cat’s newest powerplants – the 1000 and the 550.

The Prowler XTZ 1000 truly delivers ecstasy when you plant the gas pedal to the floor – it accelerates harder than any UTV on the market, bar none.

Driving over consecutive bumps, we were able to get this big dog to wheelie, but that’s not to say that it’s unstable.

Cat engineers redesigned the suspension systems on the Prowler 1000, lowering the ride height. With it, ground clearance dropped from 12.5 inches to a still respectable 10 inches, but it also stabilized the machine. Dual A-arm front and rear suspensions each offer 10 inches of travel.

As fun as the XTZ is to drive, it’s also easy on the eyes. It gets “sunset orange” paint with flame graphics. A hood scoop in front is all aesthetic – it connects to nothing – but it creates a real boss look. Foot rails, box rails, a custom-looking steering wheel, high-end shocks and a wide rear-view mirror all come standard.

The popular Prowler XTX 700 H1 EFI and Prowler XT 600 HI return largely unchanged. Features like aluminum wheels, tilt steering and a turf-saver setting come on the 700, and both have 12.5 inches of ground clearance and 10 inches of travel.

New for 2009 is a Prowler 550 H1 EFI Flatbed. As the name implies, it gets the new 550-class single from Cat, plus a flatbed in the back instead of a box. It was described by Cat officials as the work/utility-oriented “price buster” in the Prowler lineup.

Custom Build For Muddy Bob

Literally moments after the first wave of dealers saw the new 700 H1 EFI MudPro, message boards on mudder sites were going wild with buzz over the most ready-for-action mud machine ever built by any manufacturer.

The MudPro is far more than a name and cool graphics. It’s got multiple features that make it ready for the soupiest, sloppiest sink holes around. Starting from the ground up, it rides on giant, 28-inch High Lifter Outlaw MST tires mounted on 12-inch machined aluminum wheels. They attach to a raked suspension that features 14 inches of ground clearance.

Most notable at a glance, however, is a high-water snorkel that sucks in air higher than the handlebars. It also comes standard with front and rear bumpers, wide fenders and a 3000-pound winch “for pulling the other guys out,” a Cat official quipped.

The clutching and 4.0 gearing on the machine are specifically set up for mudding, Cat officials said. We didn’t get a chance to go bogging on it yet, but even taking it for a test drive on the small dealer demo course, the MudPro felt very tall, strong and competition-ready.

A New Class For Emerging Riders

Cat’s other class-breaker is the all-new 150 2×4. For years, riders and some factory officials have complained that there aren’t any machines for teenagers who are too big for a 90 but not old enough for a full-sized utility quad – in fact, all factory warning stickers tell owners that their full-sized quads are for ages 16 and up only. But sticking a 180-pound 15-year-old on a 90 is ridiculous.

Finally, after the manufacturers worked with the Specialty Vehicle Industry Association, a class was created for these “tweeners” or, as Cat called them, “transitional riders.” The first model released for them is Cat’s 150.

It features a smallish chassis, smaller than the 200s and 250s on the market, yet notably larger than the 90s. Its 149cc KYMCO-built engine is twice-governed through the CVT transmission. In stock form, it’ll top out at about 20 mph. Remove one spacer, and it’ll reach up to 30 mph. Remove both spacers, and the climbing belt will allow the machine to max out at 38 mph.

The machine comes with twin headlights and taillights, digital instrumentation and forward and reverse gears, and it weighs in at a claimed 334 pounds.

The 150 is fun. We took it for about 15 laps around the demo course and didn’t want to get off – it’s like a mid-sized go-cart. We tortured it over bumps and jumps and rollers, and it kept asking for more, and we could envision our own kids transitioning from their little quads to this machine in the future.

What Else Is New?

The DVX lineup changed significantly. Cat officials dumped both the Suzuki-based DVX 400 and the KYMCO-based DVX 250 and settled on a DVX 300. It’s closer in substance to the 250, featuring a dual overhead cam 270cc that’s got the same bore as last year’s 250, but with a longer stroke and two additional valves (now 4).

At 44.7 inches, it’s 3 inches wider than last year’s 250 but an inch narrower than the 400. A dual A-arm front suspension and swingarm in the rear handle the moguls, with new shock calibrations and adjustable preload up front. Power is put through a CVT tranny.

Like the 150 2×4, it feels like a transitional model more than anything. It won’t be confused with a race quad, but it’s fun and sporty nonetheless. Cat also expanded its kids quad lineup. The 90cc sport and utility machines are governed through the CVT to allow them to be certified for a Y10 category (ages 10 and older), with two settings – 15 mph and 30 mph. That eliminated the need for a 70, so Cat launched utility and sport quads. The 90s feature reverse gear – a rare feature for kids quads.

- John Prusak

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While we enjoy using 4×4 ATVs to plow snow and tackle mud bogs, we also love to let loose and just ride for fun. And there’s nothing like carving the dunes or dicing through the trees on a lighter weight sport quad or the freedom they provide.

Here are four sport quads between 330 and 400cc that are capable of providing a great joyride or day escape. Each packs more punch than the small entry-level models and is less intimidating than the larger displacement speedsters and race-specific quads.

Honda TRX400X

This sport quad was the talk of the industry a decade ago, but that was a different time and 450cc sport quads didn’t exist! Despite its age, the 400X (the artist formerly known as 400EX) has proven itself to be fun, reliable and affordable! Its 2005 upgrades included a sportier look and reverse to make it more convenient. Then in ‘08, it received a sleeker fender package and new seat.

Powered by an air-cooled single-cylinder 397cc four-stroke, the 400X doesn’t quite pack the hit or zip as Suzuki’s Z400, but it’s darn close and every bit as enjoyable. While the 400X could benefit from the addition of electronic fuel injection, the 38mm piston-valve carburetor has proven to be reliable and provides a smooth throttle pull.

Its narrower 45.5-inch width and 32.5-inch seat height make runs through heavily forested trails quick and controllable. Aggressive cornering and big jumps can overmatch the front preload-adjustable Showa shocks. However, while we’d love to see better front shocks, complete with piggyback reservoirs, we understand this machine’s affordability would diminish. The fully adjustable rear shock offers 9.1 inches of travel and does an admirable job of soaking up hard hits.

At 408 pounds wet, the steel-framed 400X is considered “heavy” for motocross racing, but it’s capable of tackling milder tracks in stock form. Aluminum wheels and an aluminum swingarm reduce the weight somewhat. The 20-inch rear Ohtsu tires are decent at supplying traction and work well in muddier and sandy conditions, but could be stronger.

The 400X has one of the industry’s best chain adjustment systems. Triple disc brakes are standard and provide ample stopping power, yet aren’t as instant as some sport quads we’ve ridden. The newer seat is less plush but
is also more refined – with a slender front section and wider rear edges – for sport riders. Since its ‘05 redesign, the 400X has continued to rise in price (up $500).

With the current state of the economy, model saturation and sport quad sales figures continuing to decline, we wonder if the 400X will remain in the lineup or follow the 250R into Honda heaven.

Polaris Trail Blazer 330

Polaris categorizes the Trail Blazer 330 as an entry-level ATV and we agree. Although, its weight, displacement and overall size may be too much for some first-time riders, its automatic transmission, power, full floorboards and single-lever braking make it easier to ride than the other three quads in this group. Plus, a host of 2010 upgrades have improved this machine.

Updates were made to the plastic, seat, lighting, suspension, chassis, disc brakes, master cylinder and fuel gauge. Visually, it’s easiest to see the changes to the modern plastic, taller seat and the brighter front headlight, which was borrowed from the Outlaw and has 28 percent more power. Owners should also notice the more convenient remote fuel gauge even if they fail to realize the fuel tank’s capacity grew .75 gallons.

It’s also easy to spot the Trail Blazer’s new stance. New floorboards are fashionable and functional and contribute to its improved ergonomics. The seat is more contoured and longer and its height increased an inch, up to 35 inches, due to thicker seat foam and a new suspension. It could be the most comfortable seat in the sport quad market. The ground clearance declined from 5.5 inches to 4.75 because Polaris added a beefier eccentric protection skid plate, which it calls “much improved.”

On paper, the 330 is also three inches taller. That’s partly due to the incorporation of the half-inch taller Sportsman handlebars that are designed to better accept a windshield and other accessories.

Beneath the plastic, the suspension and chassis also went under the knife. Sportsman front struts (castings), with separate front spindles for mounting the wheels, replace the old front-end setup. Also, the shocks have new springs to improve the ride. Polaris engineers made the chassis stronger, improved the engine mounting and alignment and increased the skid protection. Braking action was altered by using the Sportsman calipers, larger brake discs and new master cylinder, which upped the bleeding capacity. The machine is also an inch wider, but retains the same A-arms.

The 329cc four-stroke engine does OK for lighter riders, but feels sluggish for heavy riders, especially when the quad’s 492-pound dry weight is factored in. However, the Trail Blazer better accommodates larger riders due to its overall dimensions. But then again, Polaris didn’t design this ATV to break any speed records or contend for honors on an MX track. It was built for convenience, ease of use and cruising terrain and other moderately challenging trails. The Trail Blazer has always produces stable cornering and can be fun to wheelie if the Carlisle tires find enough traction.

Suzuki QuadSport Z400

Although the Z400 is the most expensive 400-class sport quad, it’s the most comfortable and loaded with features. Electronic fuel injection was added last year giving the Suzuki improved throttle control and stronger, more efficient acceleration. There’s nothing wrong with a quicker 400, right? For anyone not looking to compete in a motocross race, this is the Suzuki sport quad for you. Even if you do want to race it, the removable headlight, suspension and stronger steel-alloy chassis should appease you.

The resilient 398cc single-cylinder four-stroke has the most thrilling power and is the lone liquid-cooled mill in this quartet. It fires electronically and is outfitted with a nearly bulletproof five-speed transmission with reverse. I’ve ridden the Z400 with a group of 450 machines and, although underpowered, its abilities, speed, controllable powerband and comfort levels all made me forget about its power disadvantage.

At 46.9 inches, the Z400 is the widest of these four ATVs and has the best stock suspension. Despite its advantageous width, the four-stroke remains a stable stalwart in the dense woods and can carve through trees like a love-hungry 10-point buck. A 31.9-inch seat height helps it rail corners.

Fully adjustable piggyback shocks supply excellent suspension travel figures and superb tuning capabilities. The linkage-type rear end, with it’s lightweight aluminum swingarm and single shock, offers 9.1 inches of wheel travel. Up front, the fully independent A-arm suspension offers 8.5 inches of travel and tracks very well – point and shoot! In addition, this machine feels lighter on the trail than its 425-pound curb weight would suggest.

Ergonomically, the Z can appeal to riders of various sizes and shapes. The Z400’s signature T-shaped seat may be the best platform in the business and is definitely the most copied. The larger 46mm foot pegs aid in supporting
boots for aggressive racers and weekend warriors alike. The 20-inch rear tires are great for casual woods riders and admirably supply a good balance between straight-line traction and sliding.

For those who enjoy a custom look, Suzuki offers a limited edition Z400 with special graphics and black wheels, for an additional $200. The Z400 is in a similar predicament as the Honda 400X, seeing huge sales figures early on in
its history and market saturation more recently. However, the Z400 is Suzuki’s trail machine not the QuadRacer 450, which targets MX racers. Plus, the addition of EFI gives it a technological edge over the other guys.

Yamaha Raptor 350

The Raptor 350 dates back to 1987 and the Warrior nameplate, yet it’s still living off a 2004 redesign and its new name. And the fact that it shares a lot of parts with its big-bore brothers, the Raptor 700R and YFZ450, and has a unique package also help. Yamaha has confirmed the 350 Raptor will return to its lineup for 2010.

The hearty, two-valve, 348cc, air-cooled four-stroke has just enough muscle to put a smile on your face, but can eventually leave you wanting more. Reverse gear has also been a strong selling point for the Raptor, even though it has the trickiest reverse lever to operate in this group. The Raptor’s six-speed transmission is also unique to the industry.

Surprisingly, at 396 pounds (wet), the Raptor is the lightest quad in this group. Even so, it can feel heavy and slightly underpowered when the trails require all-out speed. On the forest trails, however, the 350 is better than average partly due to its thin 43.1-inch width.

That skinny design and a dated suspension can also make it more challenging to control for inexperienced riders. And the five-way preload-adjustable shocks can only do so much to slow body roll. Some of the handling quirks are also due to the Raptor’s tires; especially the rear treads which have a more rounded profile and are often slide happy. The hydraulic discs do the job and I’ve always enjoyed the flip-type parking brake.

Unfortunately the Raptor’s size may be its biggest detractor. It’s the shortest (length-and height-wise) and the narrowest machine in this group and has the shortest wheelbase. This ergonomic configuration can make some riders taller than 6 feet feel cramped.

For more articles like this as well as the latest ATV news and reviews, please visit atvmagonline.com.

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