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.

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Honda's 2015 ATV Lineup Has You Covered This Summer!

Honda’s 2015 multi-purpose ATV line has experienced dramatic increase in the number of models available within the FourTrax Foreman Rubicon series and FourTrax Rancher series, as both families now offer models with Independent Rear Suspension capable of handling a tough day on the job or a fun romp through the back country.
 
Honda unveiled the new Rubicon during a press outing at its private museum located just a few blocks from its American headquarters in Torrance, Calif., on July 9. A Rancher model was not available for our inspection, but Honda has promised to give us the chance to review the Rubicon, Rancher and Foreman models as they become available in the fall of 2014.

For 2015 the Honda FourTrax Foreman Rubicon is available with independent rear suspension.

The Honda FourTrax Foreman Rubicon is available in two trim packages and two transmission options for 2015. The most notable styling difference between the standard model and the Deluxe model are that the Deluxe Rubicon replaces the standard Rubicon’s steel wheels with fancier-looking cast-aluminum wheels and also features red-painted suspension components along with special decals.

The Deluxe Rubicon comes with cast-aluminum wheels and red painted suspension components.

While it’s customary to talk about a new unit’s powertrain first, the real news with the Rubicon is its new Independent Rear Suspension (IRS) system. Incorporating the IRS required an entirely new double-cradle steel frame that is very different from the chassis on the swingarm version. Honda says that the new chassis is stiffer and offers more torsional rigidity than the swingarm chassis, the goal being crisper, more precise handling and a smoother ride with increased ground clearance.

The new IRS system incorporates dual arms and one shock per side, boasting 8.5 inches of travel. Honda engineers also revamped the front suspension with a new independent double-wishbone arrangement that delivers 7.3 inches of travel, giving the Rubicon increased ground clearance as well. All four shocks are preload adjustable to better tailor the Rubicon’s ride to meet varying loads and riding conditions.

Rubicons are available with optional Electronic Power Steering (EPS), and Honda engineers have devised a new three-point mounting setup for the EPS system that is claimed to make the steering mechanism more rigid for more precise steering.

2015 Honda FourTrax Foreman Rubicon EPS Camo

Both models are powered by Honda’s longitudinally mounted, liquid-cooled, 475cc single-cylinder four-stroke, which is tuned to produce excellent low rpm torque and a broad powerband. Aiding in both power delivery and throttle response is Honda’s proprietary PGM-FI fuel-injection, which feeds fuel through a 36mm throttle body.

The main powertrain difference lies in the transmission options. While the five-speed manual transmission Rubicon can lay claim as the industry’s first manual transmission IRS multi-purpose ATV in the class, the marketing clout of that claim is debatable, especially compared to the Automatic Dual Clutch Transmission (DCT) Rubicon.

First introduced on Honda’s VFR1200F two-wheeled sportbike three years ago, the DCT is a unique transmission that provides the compact size and strength of a manual transmission with the convenience of an automatic transmission, while giving the rider the option of push-button manual control via Honda’s Electric Shift Program (ESP). For 2015, the Rubicon’s Automatic DCT also features a new dual shift-mapping program that automatically selects between two transmission shifting modes, Cruise or Sport. Changing the mode alters the Rubicon’s shift timing: Sport mode holds the transmission in the same gear longer before shifting to deliver more performance while play riding, while Cruise mode allows the transmission to shift up sooner for more casual performance and enhanced fuel efficiency. Honda is claiming a 12% fuel efficiency increase for 2015.

2015 Honda FourTrax Foreman Rubicon DCT

Both the DCT and manual-transmission Rubicons come with Honda’s TraxLok 2WD/4WD system, which offers 2WD and 4WD modes along with a 4WD mode that locks the front differential to optimize traction. The TraxLok also features a Speed Override mode that can be engaged when the front differential is locked, allowing increased wheel speed in severe terrain conditions such as deep mud. Helping to get the Rubicon’s power to the ground are new tires designed in conjunction with Maxxis. The new tires feature a more aggressive tread pattern for improved traction, yet their carcass design is claimed to offer a better ride quality at the same time.

Making the transmission operation even easier, the 2015 Rubicon gets a new dual-purpose lever that allows the rider to engage reverse gear as well as setting the parking brake. The rider pulls the lever to engage reverse or pushes the lever to set the parking brake.

The 2015 Rubicon’s all-steel front and rear carriers boast more load capacity than before – 99 pounds up front, 187 pounds in the rear – with flat plates that facilitate loading and offer multiple tie-down points. A heavy-duty trailer hitch gives the Rubicons an impressive 1322-pound towing capacity.

2015 Honda FourTrax Foreman Rubicon DCT Olive

Other new features, include an increased AC generator output to 574 Watts, which will allow the user to power up more electrical accessories than before – although some of that additional power is usurped by a new 50W top assist light that operates independently of front headlights. Stopping power has also been increased via larger 190mm dual hydraulic front disc brakes and a 170mm hydraulic rear disc brake.

If you are going to spend all day in the saddle, it’s nice to know that the Rubicon has been designed with rider comfort in mind. In addition to a more “open” ergonomic triangle (defined as the relationship between the footwells, handlebar and seat), the 2015 model’s seat is now made of  thicker, softer foam, and the seat cover features a more-textured finish for better traction. The instrumentation has also been upgraded to a new electronic digital meter display that includes a handy Maintenance Minder system to signal when it is time to service the machine.

An upgraded seat features thicker, softer foam and more textured cover for additional traction.

Of course, the 2015 Rubicon also gets new styling that is designed for hard work as well as good looks. A sturdy full-coverage front bumper featuring integrated mounts for an accessory winch is a key part of the package. MSRP for the entire Rubicon line has not yet been determined.

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