The Polaris ACE

The Polaris ACE has created a whole new market, providing it’s own unique off-road experience. Polaris’s ACE combines the nimble handling of an ATV with the security and non-intimidating, automotive like driving approach of a UTV. The first ACE featured a 32HP, 335cc power plant. Its design was based on a Sportsman ATV chassis with sit in and step out accessibility, which is very easy to get in and out of. The other major ACE difference is automotive-like controls and a ROPS cage. The UTV-like controls feature a steering wheel, brake/gas pedal, and an automatic PVT transmission.

The entry level Polaris ACE opened the doors to a new breed of ATV’er. While not overly impressive in the power department, it quickly found it’s calling with the older generation as well as many in the first time crowd. After creating an entire new market, and less than a year into it’s public existence, ACE answered to the calls for more power. The Polaris ACE 570 offered an identical chassis with Polaris’s proven 570 power plant from the RZR, Ranger, and Sportsman 570. The 44HP power plant brought an impressive 35% power increase with virtually no increase in overall weight.

The Polaris ACE 570’s power increase was well received by the masses, and its next focus was luxuries. The SP package and ACE 570 SP brought a whole load of premium performance features. The biggest SP benefit was it’s Variable Assist EPS, but it also featured a new high-performance close ratio on-demand AWD system, dual rate rear springs, front and rear stabilizer bars, and a sport tuned exhaust system. The more aesthetically noticeable upgrades included were Factory Installed quarter-doors, a high-performance steering wheel, Automotive style paint with custom graphics and a custom cut and sew seat cover.

Just like the ever-growing UTV market, consumers claimed to want more and more HP. Instead of increasing the HP a little at a time, it appears that Polaris has just gone for it with the 875cc ProStar powered 2016 Polaris ACE 900 SP. The 2016 Polaris ACE 900 SP is the double throw me down, EPS equipped deluxe model ACE with an in incredibly over the top 60HP.

THE RIDE

Right off the bat you realize that the ACE 900 SP is the basically the same ACE we are all familiar with, only with a whole lot more motor. Overall weight is increased by about 85lbs., mostly because the larger twin cylinder ProStar 900 is heavier than the previous single cylinder models. As the 900 fires to life, the deep growl of a big twin lets you know that you’ve graduated from the entry level to something a little more serious.

The 2016 Polaris ACE 900 SP motor is eye opening. Shifting the transmission into gear and stepping on the gas will almost lift the front wheels on it’s own. If you have any sort of bump, and proper throttle control you can actually ride a pretty decent wheelie. The 900’s acceleration is pretty exhilarating as well. Bombing down a dirt road, you can see 60+ in a hurry. One thing to keep in mind, at these types of speeds is that you’re still driving a 48-inch wide, short wheelbase 4x4. Locking up the brakes at 60-65 mph can find the ACE’s rear end coming around you in a hurry.
In most situations, we found the extra HP and Torque was appreciated but maybe not really needed. Longer, steeper hill climbs were the one spot where we felt the power was really necessary. Brimstone trails feature a lot of elevation changes with extremely steep hill climbs, the 900’s over the top power took the hesitation right out of you. We didn’t find a single climb in Brimstone that our ACE 900 SP couldn’t conquer.

Brimstone is also full of super technical, shorter, rocky climbs. While the new ACE is a 900, it still has minimal ground clearance and relatively small (25”) tires. Climbing some of these rutted and obstacle filled climbs required a little finesse and a lot of commitment. On more than one occasion, the excessive HP and slightly jumpy throttle brought the front-end way off the ground. Letting off the throttle, or getting on the brakes brings the wheels back to the dirt, and the ACE still had plenty of power to conquer the trail. These super steep, obstacle filled trail situations might be a spot where a less experienced driver would be better off with the more mild mannered ACE 570.
Cruising around the faster, more open trails on the big bore ACE are a blast. The 900 ACE has tons of midrange torque and it’s always available. You could get that thrown back in the seat, light front end feeling at any speed, by just matting the pedal to the floor. When approaching a water bar, g-out, or other trail obstacle, we found you could set the front with a little brake and then a throttle tap would lighten the frond end for impact.

One thing about an ACE type vehicle compared to an ATV is that once buckled in, you are pretty much along for the ride. With an ATV you can use your legs and arms as additional suspension, where as in an ACE you are strapped in a seat and going to feel everything that isn’t soaked up by the suspension. Power left on tap, can be an asset to making the most of the suspension, but other times the 900’s 60HP might also be a little excessive for a MacPherson strut front end with 8.2” of wheel travel.

THE FUTURE OF ACE

The Polaris ACE is proving to be a really cool new off-road platform, and with models ranging from 32HP to 60HP there is an ACE to suit just about every customer. The one market we expect the ACE to expand into is extreme performance. The 60HP motor in a sub 1000 lb. machine is more than powerful enough for any type of off-road racing situation. The one hold up we see is the limited suspension travel of the MacPherson Strut front end. At 32 or even 44 HP the 8.2” of travel is more than sufficient, but you will be looking for more if your pushing a 60HP machine to it’s limits.
We expect the Polaris ACE platform to evolve into a dual front a-arm offering. If and when Polaris brings us an ACE with a dual an arm front end, the possibilities will be endless. It’s a great machine in a wide variety of elements, and more front travel might just make it the most versatile platform in our industry.

Pete’s Cycle – One stop shop for all types of motorcycles, watercraft, ATVs, and generators from leading brands. Our trained repair technicians can cater all your needs flawlessly. Our knowledgeable sales reps will help you to opt the right type of vehicle you are looking for at prices to suit your budget. Visit us today!

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Maryland's Best ATV Trails

Pete's Cycle is hoping you come in this season for great deals on off-road bikes and ATV's.

The best (MD) Maryland trails are waiting for you. Maryland is an extraordinary diverse and beautiful state. In fact, the topography of this state is so unique and diverse National Geographic Magazine once called this state, “America in Miniature.” The good news is there is always a state park, national forest or private off road park within a short drive no matter where you are in the state.

There are thousands of acres of off road parks, ATV trails, and dirt bike trails scattered throughout this state. That being the case you will find a variety of off road trucks, mud trucks, Jeeps, ATV's, UTV's, side-by-side's and dirt bikes while out on the trail in this state. The fact is, no matter what you ride or drive off road you will find fun and adventure on Maryland trails.

So what are you waiting for? Go find a trail and start your next adventure! Here are some trails you may want to try out.

Assateague Island has both it's Maryland and Virginia ORV areas open year round for off road beach recreation. The Maryland portion of Assateague has an ORV zone 12 miles in length, with a 145 vehicle limit. Each end of the island limits the maximum number of vehicles which can be on the beach at any one time. The Virginia portion of the ORV area has several miles open year round, but does close it's extreme southern region known as "the hook" from March 15th-September 1st for the nesting Piping Plover. The vehicle limit on the remaining 1.5 mile beach drops to 18 at that time of year. If any Piping Plovers decide to nest on that portion of the off road beach, there are by-pass routes that are set up to avoid the birds, but the area still remains open for the season. The 145 vehicle limit is reached early on weekends and often goes to a one-off/one-on system.

The off road permit is good for both the Virginia and Maryland ends of Assateague Island and there is a $70-$150 annual permit fee (depending on the type of access desired). There is no weekly or other short term permits. Off road vehicles must be street legal. Motorcycles and ATV's are not allowed. You will need to present your registration card. You need a low pressure tire gauge and it's recommenced to let the air out to 15 lbs. or so for the soft sand. There are air pumps near the off road entrance. A shovel, jack, a board to support the jack in the sand (12" sq. minimum, 3/4" plywood or 1&1/2" hardwood), and a tow rope or chain (substantial capacity, 10' minimum length) are also required. Fines are charged for each piece of missing required equipment. The permit is available through the mail (request 3 weeks at least in advance). It also can be obtained in person at the Visitor Centers

The world-renowned Budds Creek Motocross Park is loacted in beautiful Southern Maryland. The natural terrain track has been home to some epic events including 125, 250 and 500 AMA Nationals and three World Championships. They also hosted the Motocross Des Nations in 2007. 

The Piney Mountain Trail beginning at the Sang Run-Cranesville Road in Oakland, MD and ending at the intersection of the Piney Mountain Road and the unnamed dirt road may only be used by: (1) snowmobiles from December 15 through March 15, except during deer firearms season; and (2) two wheel and four wheel vehicles the remainder of the year and during the deer firearms season. The western half of the loop may be used by snowmobiles only, and may not be used by any motorized wheeled vehicle.

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Finding your Fit: A Guide to Mid-Sive ATV's

So you’re in the market for a new, mid-size ATV. You could:

1. Take a week off from work to test drive everything that’s out there.

2. Pick the one that looks coolest.

3. Or, (best option), check out this article in ATV Rider, which evaluates five

of the industry’s best – Honda Rancher, Suzuki King Quad, Kawasaki Prairie, Yamaha Grizzly, and Polaris Sportsman.

In a Consumer Reports-like test, ATV Rider pushed all five across the Mojave Desert and up the Sierra Nevada mountain range. One conclusion: the smaller ATVs  in the midsize category don’t carry the weight and power of their bigger counterparts. But while you lose some power, you gain in cost savings and greater agility.

The article makes thorough comparisons on a wide range of factors, including engine specs, transmissions, suspension and handling, overall value – and the all-important “fun factor.” Honda and Yamaha win the prize for most fun vehicles, while Grizzly takes the cake for getting hard jobs done.

Which is best for you is of course a very personal choice. But looking at ATV Rider’s ratings before you shop can get you well on your way before you visit us at Petes and ride in the woods. 

If you're looking for a great mid-size ATV, visit Pete's Cycle and come view our huge selection of choices that will fit your needs!

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Ride Quietly This Fall: ATV Tips

The last thing you need when going into the woods while hunting is added noise from your ATV scaring off potential animals or blowing up your favorite hunting spot. Luckily most your problems on a noisy quad can be fixed with a few maintenance techniques or after market products. Here are a few things to consider while transforming your noisy quads into a ninja stealth-hunting machine.

Anything metal that is loosely tied, bolted, or attached in any way attached to the racks needs to be secured tightly! Using materials like rubber mats or bushings between opposing metal surfaces will help significantly, if that’s not an option make sure all bolts are good and snug.

Exhaust leaks or cracks on your ATV can give off an annoying whistling sound an even backfire during deceleration, causing any animal in the area to scatter. Carefully inspect every joint or flange on the tubing to make sure there are no leaks. Most cracks occur where the pipe meets the engine.

Keeping wheel bearings in check every year is a must. Water and even mud can get into the bearings and cause them to screech. Take the time to thoroughly was your machine before storage will give you the chance to inspect each wheel.

The actual exhaust on an ATV when it is in good working order can be silenced just a bit by using a product such as Silent Rider. This extra muffler attaches to the stock exhaust with very little modifications and lowers the decibels coming out of the pipe. It can also be removed during normal non-hunting or working conditions.

A final source of noise can be dirty braking components. If you ride in a lot of muddy or light wet sand these elements can gather on brake calipers and even between the brake pad and rotor. This light squeal or scratching noise can be prevented by again, thoroughly cleaning the machine after any muddy activity. Set the quad up on jack stands and remove the wheels to get a closer look at your braking components. Worn out braking pads will give you the same noise so be sure everything is in top shape.         

Make sure you checkout selection of ATV's and Side X Sides at petescycle.com

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One Tough Machine—The Polaris Ranger 570 EFI

As many of you probably already know, Polaris has pretty much cornered the ATV utility SxS market with their Ranger Series. These machines produce an excellent ride, can seat the entire family, and can climb any hill you put in front of it. Even more, they can do all of these things at the same time. At Pete’s Cycles we sell a big range of the Polaris Rangers, in all colors, strengths and sizes.

The Rangers are excellent for hunting and camping as well, since they have plenty of space to haul your gear into the woods and plenty of ability to carry your trophy buck out of the woods.

One of our most popular is the Polaris 2014 Ranger 570. This machine comes with 40 hp (this is 25% more than previous 500cc models) and an automatic transmission 4-stroke engine placed behind the seat for a quiet ride. Moreover, one of its most practical features is that it has what they call “On Demand True All-Wheel Drive,” which means that it intelligently transfers power to where it is needed. And with 1225 lb of towing capacity, it is hard to find something in the woods that it can’t tow.

Other features of the Ranger 570 include:

•             Larger stator delivers 29 percent more electrical power; enabling more electrical accessory operation

•             Lock&Ride® Cargo System

•             500 lb./22.68 kg box, 1000 lb./453.6 kg total payload

One reviewer said it best when he wrote: “All in all, the 2014 Polaris Ranger 570 EFI is a great demonstration of how Polaris can maintain its stellar track record of delivering the highest-quality utility vehicles around. If you’re looking for a great SxS that gets the job done without breaking the bank, you will look long and hard before finding a better value than the Ranger.” Read their review here.

Currently, Pete’s Cycles is running some special sales and financing deals on these Rangers. Click here for our virtual showroom.

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Tips to Ride Suzuki Motorcycles in Snow

Riding your atv in the winter can be quite a production. First there are all the extra clothes, finding a place to ride with some decent snowpack, loading up the machines, and so on. And don’t forget keeping it ride-ready during the winter and/or removing the snowplow from its front end. 

But there are a few insider tips to make the winter voyage a bit less toilsome. Aside from the obvious—waterproof gloves, extra socks, etc.—tie something large to your key, since one drop in deep snow means you are walking back in the cold. Factor in cold hands, and big gloves, and it’s a good idea to protect the key.

Usually mid to low tire pressure is recommended for your atv, but not for riding in the snow. When riding on snowpack be sure to keep your tires full of air, around 4.5 to 5 psi. This will ensure the weight is distributed to the parts of the tire that get the most traction. Beware of low lying swampy areas that could be hiding ice under a few inches of powder, and in terms of ice riding, Alaskans say they need 12 inches of ice before they will take their machine across. The same ought to apply here, but crossing any type of water, with the exception of small streams, is always dangerous. It is best to be avoided is possible. 

Don’t forget to bring a space blanket, fire starter kit, shovel and a small saw. The saw always comes in handy to make strong levers should you get stuck. If you do get stuck, you should have a winch, but be sure there is no water in your winch before you ride, since by the time you need a tug the winch will be frozen solid and of no use. Another helpful tip is that once you are dragging snow on the frame, you’re in too deep as they say. Also, remember that you can still get wet even though it is well below freezing. Since your machine will heat up, in combination with your body heat, your seat will always get wet. That much is guaranteed. Waterproof pants are a lifesaver.

We carry all the winter weather gear you need, so pay us a visit.

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