Suspension, suspension, suspension. The 5-link rear suspension works real well, but I think the front is what really shines. If you have never been to Barstow (Stoddard Valley OHV Area), it is full of whoops of all sizes. Several race courses criss-cross the area so this place gets use from every type of off-road vehicle - motorcycle to trophy truck. I was amazed at how well the Wildcat could float through the rough stuff. With two people in the car, we had to adjust the Walker Evans Racing 2" shocks to a more firm setting to keep it from bottoming out in the rear. But after that we could bomb through terrain that other UTVs would not be able to handle at half the speed. Wildcat shocks have been setup for a sweet spot that meets all sorts of customers and terrain. If you want to haul ass in the desert, Walker Evans Racing can revalve specifically to handing this stuff even better. I can see Walker Evans Racing offering a 2.5" shock in the rear of the Wildcat as an option.
In addition to the 5-link rear suspension, and gobs of wheel travel, another thing that really helps the Wildcat perform in the rough stuff is wheelbase. The Wildcat's 90 inch wheelbase is 8.5 inches longer than the Polaris RZR XP.
Exoskeleton chassis - I really like how the chassis was designed. Full-sized tubes everywhere instead of a main central chassis and scabbed on 1" box tubbing here and there to attach body parts. The overall look of the Wildcat has not completely set in with me yet, but I really admire how thought went into the chassis.
Seat height - With the engine and fuel tank moved behind the seats, there is nothing in the way of lowering the seats. With the seats removed, the cab is super clean and seats come in and out real easy. The low seat height really make you feel like you are driving a sports car and the lower center of gravity really shine when turning. Seating is comfortable for the driver at 6' 1". In the passenger seat there is lots of legroom on the left, but the sport for your right is a bit too close for long distances. We were going fast so I felt the need to brace my foot there. If you were just cruising, there is room all the way up front for both feet, you just can't brace yourself as well.
Power - The good news is the 951cc V-Twin is not new. The engine has proven itself in the Prowler XTZ 1000 and Arctic Cat just made new larger throttle bodies and exhaust. I am sure the programming has changed as well. With all that said, the Wildcat is fast, but I feel the RZR XP has more bottom end grunt. To be fair, the Wildcat does weigh a few hundred pounds more and that will affect the seat of the pants feel is the RZR XP is faster. That being said, if you want to go fast through the big whoops, the Wildcat would navigate the ugly terrain quicker.
Power Steering - I am a big fan of power steering in UTVs and the setup in the Wildcat is spot on.
Passenger hand holds - There is a good spot for the right arm on the door that is comfortable and works well, but I felt like I wanted to hold onto something with my left had as well. I think AC needs to look at something near the shifter for this. The car is capable of going through some nasty terrain, and as a passenger, I felt like I needed another hand hold to keep me secure.
Wheels - Not a big fan of 14" wheels in the desert. Unfortunately, a 12" wheel will NOT fit on the front of the Wildcat.
Temp Gauge - Would have liked to see a coolant temperature gauge.
Stay tuned. I've got another day of riding and some presentations from the Arctic Cat engineers still to come...
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