SHOOTOUT: ARCTIC CAT WILDCAT 700 vs. POLARIS RZR 900

While 1000s and turbos get most of the attention, many UTV enthusiasts prefer exploring our National Forests on designated 50-inch ATV trails. UTV Action delivers the skinny on the ultra-skinny, 50-inch performance UTVs—Arctic Cat’s Wildcat Trail 700 XT EPS and Polaris’ RZR 900 Fox Edition EPS.

Turns are a bit harder to negotiate in the Trail 700 because of the ’Cat’s 5.6-inch-longer wheelbase, and the RZR’s On-Demand 4WD system that disengages the front diff until the rear wheels spin on exit. The Fox Edition RZR also has an unlocking Versa-Trak rear diff.
Turns are a bit harder to negotiate in the Trail 700 because of the ’Cat’s 5.6-inch-longer wheelbase, and the RZR’s On-Demand 4WD system that disengages the front diff until the rear wheels spin on exit. The Fox Edition RZR also has an unlocking Versa-Trak rear diff.

 

WHAT’S NEW FOR 2016?

The RZR 900 has 6.5 horsepower per 100 pounds, ZF Sachs shocks producing 10 inches of travel with front and rear torsion bars, a revised 40-plus-mph low range and new CVT calibration. The EPS Fox Edition upgrades to Fox Podium X 2.0 shocks with adjustable compression damping, a RZR-exclusive engine-braking system (EBS) and Turf-saver unlocking rear differential.

The Trail XT features a smaller but highly efficient 700 parallel twin and super-low seating for a low center of gravity. The Trail XT EPS also gets machined cast-aluminum wheels and color-matched suspension arms. For 2017, they have added Electronic Power Steering to this already impressive little car. 

HOW DOES COST COMPARE?

The White Lightning RZR 900 without EPS is $12,799, while EPS 900s are $14,799 to $14,999 (camo), and the Fox Edition Matte White Lightning is $15,799. Arctic Cat’s Wildcat 700 Trail is $11,999. The XT package jumps to $12,999, and the Special Edition is $13,599. The 2016 60-inch Can-Am Maverick 1000X xc DPS is $18,449, while the 55-inch RZR 900 XC Edition is $17,299. CFMoto’s ZForce 800 Trail is $9999, and the EPS Trail is $10,799.

The RZR 900 has the new XP-derived cabin with more storage space, an adjustable passenger T-bar and easier-to-read analog/digital instruments, but the drink holders are in front of the range selector and hard to reach if you do install harnesses.
The RZR 900 has the new XP-derived cabin with more storage space, an adjustable passenger T-bar and easier-to-read analog/digital instruments, but the drink holders are in front of the range selector and hard to reach if you do install harnesses.

 

WHO HAS THE MOST POWER?

The RZR 900 is hands down faster than the Arctic Cat, but the Wildcat Trail really puts up a good fight, especially when considering its 200cc disadvantage. For overall seat-of-the-pants driving feel, the more-powerful RZR is just plain faster from the bottom to the top, but the 700cc Arctic Cat makes great power for its smaller size and is nowhere near the underdog you’d expect in a drag race. They both top out at the same reasonably fast 65 mph, but the Arctic Cat takes quite a while longer to get there. In a drag race, the 900 RZR jumps out of the hole a little quicker and then pulls two or three car lengths before they both top out around 65 mph. If you add in a hill or any type of incline, this gap will increase.

Both have 50-inch widths, but the Polaris has 1-inch-taller tires and ground clearance. Notice the shortness of the Wildcat’s cage. The seating position is much lower for a lower center of gravity, while the RZR has more elbowroom in the cabin. Both have 10 inches of front travel.
Both have 50-inch widths, but the Polaris has 1-inch-taller tires and ground clearance. Notice the shortness of the Wildcat’s cage. The seating position is much lower for a lower center of gravity, while the RZR has more elbowroom in the cabin. Both have 10 inches of front travel.

 

The Arctic Cat has slightly more rear travel, but was delivered with more sag than the Polaris. Both also have front and rear torsion bars. The Trail’s airbox is more vulnerable to damage, but draws air from under the bed, while the RZR’s airbox is accessed by removing the engine cover in the bed and two rubber latches.
The Arctic Cat has slightly more rear travel, but was delivered with more sag than the Polaris. Both also have front and rear torsion bars. The Trail’s airbox is more vulnerable to damage, but draws air from under the bed, while the RZR’s airbox is accessed by removing the engine cover in the bed and two rubber latches.

 

WHAT ABOUT THE 4WD/CVT DELIVERY?

The CVT clutching is great on both machines; they are easy to drive in both slower and high-speed situations. The Polaris had a slightly more refined clutching feel to it, but we would really have to nitpick to find fault with either.

These two UTVs have completely different 4WD systems, but both are equally impressive. Like the other RZR models, the RZR 900 Trail features Polaris’ AWD system that engages the front end under wheel slip, but the 900 EPS also adds a VersaTrac Turf mode that electronically unlocks the rear differential for more nimble handling and less damage to sensitive trail systems. The Wildcat features a more commonplace 4WD setup with switchable 2WD and 4WD and includes the option of electronically locking the front diff. In super-tight, technical rock-crawling or slippery situations where traction is minimal, you can really see the advantages of the Arctic Cat’s lockable front differential. We took both these machines up a super-tight and technical trail that bordered on motorcycle singletrack. They were impressive to say the least. The boss man suggested we turn back multiple times, but we continued to fight our way through rocks, tree roots and deep ruts that looked borderline impassable.

Wherever we would find the Arctic Cat needing diff-lock, the additional ground clearance on the RZR seemed to make light of the same situation. If the Wildcat was hanging up on anything, you could engage diff-lock and find plenty of power and traction to conquer the obstacle. It might be different if we mixed in a little rain and mud, but in dry conditions, we were equally impressed with both 4WD systems, even though they are drastically different. The ’Cat’s three-way 2WD/4WD/diff-lock switch is conveniently located within easy reach on the dash, but it was sometimes a little tricky getting it in and out of diff-lock. The AWD on the RZR does a great job of freewheeling when not needed, and we found ourselves just leaving it in AWD and forgetting about it. The 4WD system on the Arctic Cat is a little more noticeable in higher-traction driving situations, and you will see a benefit from switching in and out depending on the terrain.

The top two 50-inch performance UTV choices are the Arctic Cat Wildcat Trail 700 and Polaris RZR 900. We compared the 2016 Trail 700 XT-EPS and Fox Edition RZR 900, which was dropped for 2017. The price difference between the Fox and XT is $2800; the 2017 RZR 900 EPS with Sachs HPG shocks and Trail XT-EPS price difference is $1800.
The top two 50-inch performance UTV choices are the Arctic Cat Wildcat Trail 700 and Polaris RZR 900. We compared the 2016 Trail 700 XT-EPS and Fox Edition RZR 900, which was dropped for 2017. The price difference between the Fox and XT is $2800; the 2017 RZR 900 EPS with Sachs HPG shocks and Trail XT-EPS price difference is $1800.

 

WHICH 50-INCH HANDLES BETTER?

These two 50-inch-wide machines both handle surprisingly well. They both soak up the rough, steer pretty well and are remarkably stable for 50-inch platforms that can hold two full-sized adults. The Wildcat’s lower center of gravity makes for easy power-sliding and stability, but the RZR has better suspension action and more refined handling characteristics. The Fox RZR 900 is the clear winner when it comes to all-around handling, but it has a little bit of an advantage being the double throw-down model with the high-zoot Fox shocks.

Both have stainless steel brake lines, but the RZR 900 has dual-piston calipers on all four corners and larger rotors and perforations. The Polaris also has caliper/CV boot guards.
Both have stainless steel brake lines, but the RZR 900 has dual-piston calipers on all four corners and larger rotors and perforations. The Polaris also has caliper/CV boot guards.

 

WHAT ABOUT THE HIGH-END SUSPENSION?

As we mentioned in the handling evaluation, the Fox RZR we tested comes equipped with really nice, fully adjustable Fox shocks, and while the Wildcat’s shocks aren’t bad, they don’t really compare. With that said, the Fox Trail RZR 900 is Polaris’ top-of-the-line 50-incher, and Arctic Cat still offers a step up from the Trail XT, the Trail Limited, which has very similar fully adjustable Fox shocks that provide a lot better high-speed bump absorption and a more stable and predictable ride.

Overall, for its base suspension package, the Wildcat soaks up the majority of the terrain really well. Smaller stuff is pretty comfortable, and the small- to medium-sized stuff is handled with ease. We did notice a tendency to bottom in bigger or higher-speed situations, but the stock setup also has the car sitting pretty far into the stroke. While there isn’t a lot of adjustability, adding some preload can really help the Wildcat XT, especially if it’s being driven aggressively.

The Fox RZR 900 suspension is the best platform we’ve ever driven on a 50-inch UTV. It’s comfortable, has great bottoming resistance and is very predictable. You can drive the machine to its full capability without worrying about bottoming out. This feels like a truly refined machine that has been through lots of R&D to make it perform in its element, but it will pleasantly surprise you in just about any terrain.

The Polaris has an 875cc ProStar twin that produces 75 horsepower with two 93mm, 10.6:1 compression pistons; a short 64.4mm stroke; and a 46mm EFI throttle body. It’s lightweight and adds up to 6.5 horsepower per 100 pounds and strong turn-to-turn acceleration.
The Polaris has an 875cc ProStar twin that produces 75 horsepower with two 93mm, 10.6:1 compression pistons; a short 64.4mm stroke; and a 46mm EFI throttle body. It’s lightweight and adds up to 6.5 horsepower per 100 pounds and strong turn-to-turn acceleration.

 

WHICH TACKLES HILLS, MUD AND ROCKS BETTER?

For extremely difficult climbs with minimal available traction, you will really appreciate the Wildcat’s locking front differential. We put the Wildcat in a handful of sticky situations that would have left less capable machines looking for a spot to turn around. With diff-lock engaged, the small-bore Wildcat crawls and grabs for traction as well as any of the larger machines we’ve tested.

The one negative we noticed was ground clearance. The Wildcat Trail XT claims 10 inches of clearance to the RZR’s 11 inches, but in the rocks, it feels like you’re constantly dragging the skid plate on the Wildcat, and the RZR just drives over a lot of the same obstacles. Another thing we noticed was that the Polaris comes equipped with much heavier-duty undercarriage protection than the Wildcat Trail XT. The Wildcat took a beating on our rocky trail, and the RZR seemed almost unfazed.

We didn’t run into a lot of mud, but both machines have pretty good mud protection, with the exception of the quarter doors that seem to let a lot of flying mud into the cab. In extremely deep or slippery mud, you will once again appreciate the Wildcat’s lockable front differential, as it helps grab and utilize any and every bit of available traction to propel you forward.

The Trail has an almost-square configuration with 76.9mm pistons and 75.3mm stroke for 700cc displacement. Compression is a more sedate 10:1, and the EFI throttle body measures 40mm. The 60-horsepower Trail gains the advantage when conditions call for front diff-lock.
The Trail has an almost-square configuration with 76.9mm pistons and 75.3mm stroke for 700cc displacement. Compression is a more sedate 10:1, and the EFI throttle body measures 40mm. The 60-horsepower Trail gains the advantage when conditions call for front diff-lock.

 

HOW ABOUT BRAKING POWER?

As with most UTVs, the brakes work pretty well on both machines. If we had to pick a favorite, it would be the Polaris. The Polaris pedal has a better overall feel to it, and the brakes feel really confidence-inspiring. They both stop in a hurry when you hammer on them, and both machines will hold their weight on incredibly steep hills or transitions.

WHICH LEADS IN TRAIL COMFORT?

The Polaris wins this one as well. We know that overall ride comfort was improved by having the double-throw-down Fox shocks, but it’s more than that. The RZR cabin has a much more refined feel to it—from the seats and belts to the foot pedals and steering wheel. Polaris has really impressed us by bringing the same refined cab from the RZR XP 1000 to the smaller RZR 900. The cab is obviously a little smaller, but you really don’t notice it. The only thing you really notice is that the quarter doors are flat instead of bulged out like the ones on our XP 1000. With two 200-pound guys, it takes a little getting used to, but it really won’t bother you or leave you feeling cramped in any way.

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Seats are removable for use in camp on the Trail, but they’re not adjustable. We like the ’Cat’s tilt wheel, but the drink holders are under your legs. The RZR has an adjustable driver’s seat and nice tilt wheel, and we feel more protected by the beefier doors. The Polaris also has mounts for safety harnesses.
Seats are removable for use in camp on the Trail, but they’re not adjustable. We like the ’Cat’s tilt wheel, but the drink holders are under your legs. The RZR has an adjustable driver’s seat and nice tilt wheel, and we feel more protected by the beefier doors. The Polaris also has mounts for safety harnesses.

 

WHAT IS OUR FINAL ANSWER?

As tested, the slightly lower-priced Wildcat Trail XT lacks the higher-end Fox shocks that are available on the similarly priced Wildcat Trail Limited and the RZR 900 Fox Edition. We do believe these two machines would be a better comparison and would love to test them head to head in the future. We were impressed with the extreme trail capabilities of both machines, but, in the end, our testers preferred the Polaris in most situations. Our testers included a pro-level driver, an amateur-level driver and a first-time UTV driver with a bunch of ATV experience.

Driving for long periods of time is more comfortable, and difficult terrain seemed easier to conquer on the 900. Where the Wildcat really impressed us was with sliding stability and really staying planted on the trail. The fact that we were driving a 700cc machine was equally impressive, as it was not really that far off of the RZR 900’s powerful feel. These are both really great trail machines. If we were buying the Wildcat for our riding, we would definitely splurge for the Limited with the adjustable Fox shocks and an extra inch of tire clearance. 

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