Two big cats on the prowl
Two big cats on the prowl
It must be getting chilly out there – Arctic Cat plays Polaris in this years ATV test. Andrew Pearce and David Cousins are in the driving seats
ATV engines seem to be growing all the time, and they dont come any bigger than these two. Polariss 500 4×4 currently heads the capacity charts at – youve guessed – 500cc, with the Bearcat not far adrift at 454cc. When its four-stroke petrol grunt you want, these are the ones to deliver.
Both come from the US. Suzuki GB distributes the £4995 Bearcat, built by recreation vehicle specialist Arctic Cat around a Suzuki power train. Oxfordshire-based E P Barrus handle the Polaris, which has a Japanese Fuji motor and £5295 tag. Both engines are designed specifically for the job.
Specifications and general build quality are similar, with spec differences mainly showing up in drive lines and suspension. The Bearcat follows big ATV tradition with permanent four-wheel drive, shaft drive and a five-speed, two-range gearbox. Polaris goes for switchable 2WD/4WD and moves from its normal chain drives to an all-shaft set-up. Still on hand is the firms stepless belt drive transmission, driving through twin ranges and – for the first time – offering engine braking on the overrun.
Going and stopping
Engines are four-valve, water-cooled OHC singles. Polaris reckons on 32hp, Arctic Cat is coy about quoting an output. The Suzuki unit delivers its considerable power with a pleasant four-stroke bark and some vibration, while the Polariss Fuji spins smoother and quieter. Weighing in at 284kg, the Bearcat is 15kg lighter than the opposition – which goes best?
Theres nothing in it. In line with HSE guidelines, we limited load to a single axle trailer grossing around 500kg. Both ATVs toyed with this in high range on dry chalk tracks, turf and stubble, suggesting the engines have deep reserves for harder work.
On a long, flat-out climb the Bearcat hauled marginally faster, probably thanks more to its direct-drive transmission than any extra urge; here the Polaris belt system traded load for speed to settle a couple of km/hour lower. Holding field forward speed steady proved no problem, suggesting both bikes should be fine for rate-critical work – though some form of cruise control would cut down on throttle juggling.
Big-single torque lets the Bearcat pull away in third or fourth without cruelty. Thats as well, as its rocker pedal foot shift is as clunky as others of its kind. Reverse is reached by way of neutral and a tank-side lever in a process thats safe, slow and helped considerably by a bank of indicator lights up on the dash.
Range changes come from a separate quadrant down by the backup recoil starter. No problem, though the test bikes box often balked going back into high range. Both ATVs have a good turn of speed in low box, so range shifts need not be frequent. While the Bearcat puts its three gear levers in different places, the Polaris has just one. High/low ranges and reverse all come from a wand alongside the tank. This makes it a true doddle to drive – jump on and go, with no shifts to negotiate and reverse gear a one-lever tug away.
The only black spot is that the motor can be started in gear; good in a steep hill crisis, but maybe less handy with a new operator.
How about stopping? Triple discs are the order of the day, along with hydraulic single-lever operation. Mechanical back-up is by foot pedal, which rather awkwardly doubles as the parking brake on the Bearcat.
Polaris use a simpler handlebar lever latch. Bearcat engine braking is helpfully strong in low range. Its less so on the Polaris, which at least now has some. Things swap round for the main system; the Polaris stops hard, fast and sometimes too well – the latter on steep grass drops, where its easy to lock the rear wheels from lever or pedal.
Hauling down the Bearcat from speed takes longer and its all but impossible to lock up. Again thats either good or bad news depending on your view; the importers point out that its all-metal pads take time to bed in, so there could have been more to come.
Up, down and around
The pair are within 25mm (1 in) of each other in width, though the Bearcat is 200mm (4in) longer. Seat heights feel much the same, riding positions are comfortable and its equally easy to move around the bikes when terrain gets tough.
Dry, hard going meant we couldnt separate the pair on traction, with both clambering up a steep cross-ridged climb that tied one of last years test ATVs in knots.
So heres some speculation. Suzuki GB says the Bearcats car-derived "Suretrac" front diff locks more progressively than others, and theres certainly little steering tug when the bike is pulling hard on loose chalk. Grip in mud ought to be good, as the system should feed drive to the front wheel with the most grip.
Polaris users bring in 4WD from a handlebar switch, which readies the front hubs for automatic locking as front/rear wheel speeds diverge. Theres no front diff, so when the hubs engage all wheels are driven equally. Traction should then be as good as it comes, at the price of greater steering effort.
But back to test results. ATV steering is seldom easy at low speed and these two toe the normal line, tightening towards full lock and easing off as speed climbs. Turning circle is tighter on the Polaris, particularly in 2WD.
Batting fast along headlands has the Bearcat shaking its head and warning you to back off a few km/hour earlier, which (depending on how you view these things) is either a boon or not. The Polaris irons out tramlines and angled ruts better, delivering an easier ride thats more likely to ease an operator through a long day. In short-term work theres no big comfort difference.
Practicalities
Both bikes come with decent racks, 12V power outlet(s) and a trip speedo; the Bearcat adds a fuel gauge. Lighting is more flexible on the Polaris, thanks to a single headlamp that follows the steering and twin auxiliaries that can be angled out as needed.
Trailer hook-up is harder work with the Bearcat as its hitch ball tucks farther back. But right-handers might swear at the Polariss unshielded silencer, which waits to burn an arm or melt a topcoat sleeve.
Both engines use spin-on oil filters for easy service. Suzuki make oil checks simple with crankcase sight glass, while the Polariss dry-sump reservoir is a major pain to get at. Buyers wanting grease nipples will love the bike, though, as its bronze-bushed suspension is covered with them. Here Arctic Cat go for low-maintenance rubber bushings.
Which is it?
These big-capacity ATVs have power to burn, no major shortcomings and in many areas, little to split them. The Bearcat is a solidly-made package in the conventional mould, with plenty of gear ratios for load hauling or fieldwork and an all-wheel drive system that looks after itself. Yet on balance wed take the Polaris, mainly for its no-hassle transmission. That its quieter, stops faster, is a little kinder to the bum and potentially easier to work with are just bonuses.n
The Bearcats tucked-back tow hitch makes coupling a loaded trailer harder work. Exhaust will only worry left-handers; the Polariss can is on the offside and more likely to singe you.
Polaris rear end features independent suspension, an anti-roll bar and plenty of grease nipples.
Polaris pilot gets a simple handlebar pod holding a trip speedo and warning lights. Headlamp moves with the bars. Racks are composite material on a steel frame.
Bearcat nacelle features a gear indicator display – useful in work and for finding reverse – and theres a tank cap fuel gauge. Single hand lever works all-disc system hydraulically, with mechanical foot pedal parking brake.
Bearcats Suzuki powerplant is neat, with spin-on oil filter and sump level sight glass.
The Bearcats storage box is reachable from the rear; Polaris puts one under the seat.
Single Polaris shifter (top right) is much friendlier and faster than Bearcats conventional multi-lever setup. Clear foot boards are a belt transmission spin-off.
Standard Polaris auxiliary lamps can be turned through 90í to follow headland or tramline.
The daftest place for an oil dipstick? Polaris engine is dry-sumped, so has separate reservoir under the nearside front mudguard.
Button on Polaris handlebar selects 4WD.