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2017 Arctic Cat Wildcat Sport Limited EPS

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2017 WILDCAT SPORT LIMITED EPS PERFORMANCE

Come see why more customers are choosing Arctic Cat!!!!!!

The Wildcat Sport is 10 inches wider than the Trail model, sitting at 60 inches wide. Along with the added width, it also has just over 2 inches of increased suspension travel, with 12.2 inches up front and 12.6 inches of travel in the rear, both being controlled by double A-arms front and rear. To help control damping, one Elka Stage 5 coil-over shock is at each corner. These shocks have low- and high-speed compression adjustments, as well as rebound and preload adjustment.

The ride is very plush thanks to the Stage 5 Elka’s over all types of terrain we tested on—from gravel roads, rain ruts, rocky riverbeds to whoops in the desert. Handling is improved with the help of a rear sway bar. Front sway bars are not factory installed like on the Trail version, but the chassis has all the mounts to install one. With 13 inches of ground clearance, you can have confidence when traversing over rocky terrain. The 26×8-12 front and 26×10-12 rear Carlisle Trail Pro tires are mounted on aluminum wheels. From hardpacked, mud, sand and rocky terrain, these tires hooked up just right all the time.

Arctic Cat’s Sport has a two- and four-wheel drive, plus electronic front differential lock, rapid response clutch, park, reverse, and high/low range. The gear shifter is very smooth to operate, even when parking on hills. The clutch system is very responsive as soon as you squeeze the skinny pedal.

We found this machine cruises very nicely around the 45–50-mph range on windy trails, with a lot more to go in the motor. On more wide-open trails, the top speed of the Wildcat Sport is in the 70-mph range. It manages to fly over rough terrain and still be able to powerslide around high-speed corners. The switch with 4WD and the 4WD diff-lock is a great feature. It is very capable in standard 4WD through rocks, mud, loose gravel and sand. When in diff-lock, you have all four wheels locked and turning together; it is only truly needed when in very technical/difficult terrain. Standard 4WD works very well at higher speeds, and the steering still feels nice and smooth, as the diff-lock has more of a firmer/twitchy feel through the steering wheel, thanks to the electronic power steering.

In 2WD you have more than enough power to break the tires loose in a high-speed corner and still have enough traction at the rear end to climb hills without switching into 4WD. When descending hills, the engine braking is very strong in both two- and four-wheel drive and high and low range.