2015 Arctic Cat 1000

2015 Arctic Cat 1000

Arctic Cat gives the Wildcat 1000 EPS its second major makeover for 2015 with new shocks, closed-loop EFI and an all-new ceramiccoated exhaust, along with styling updates. Two new vendors add to the already class-leading suspension travel and ride quality. We got a chance to test the new Wildcat at Moab's Rally on the Rocks, where Arctic Cat did extensive testing.

WHAT'S NEW FOR 2015?
The 2013 1/2 X model got very dialed-in Fox shocks and a completely new Team Rapid-Response CVT clutch setup. The Team clutch is a dry unit with rollers instead of sliding elements, and it provides much better off-idle performance, as well as incredibly responsive back-shifting. The new clutch required a completely different crank design, which was 2 pounds lighter than the previous set up. Also, the mid-'13 Wildcat X got new cams with 2mm more lift and duration, 10.5:1 compression pistons, as well as a new ECU map and gear ratios. These updates bumped horsepower up to 90+ on the 1000 X. For 2015, all three Wildcat 1000s get variable-assist EPS with the most assist of any 1000 at low speeds and a new closed-loop EFI system with an O2 sensor plugged into an all-new exhaust system with larger oval canisters. The new EFI system increases fuel efficiency and range by up to 25 percent, decreases emissions by up to 33 percent and improves throttle response. Wildcat 1000s come in three packages: EPS, X EPS and LTD EPS. The standard EPS comes with 26-inch Duro Kaden tires and JRi ECX-1 piggyback shocks with 70-position compression damping adjuster on the shafts and black-painted plastic matching the two tone aluminum wheels. The X package adds the highoutput 90-plus-horsepower engine, 27-inch Maxxis Bighorn 2.0 tires, and aluminum front and rear bumpers that are painted to match the three color choices—Arctic Green, White Metallic and Viper Blue paint. The Limited includes all X-package upgrades and adds suspension with Elka Stage 5 piggyback shocks sporting high- and low-speed compression adjusters, rebound adjusters and dual-rate springs with ring preload. It also upgrades to black aluminum beadlock wheels with outer rings matching the bumpers and arms, ITP Blackwater Evolution mud tires and a plastic molded roof. LTDs come in Matte Black or Matte White with full aluminum doors and matching graphics. Wildcat 1000 four-seaters only come in X or LTD trim for 2015.

HOW DOES COST COMPARE?
The base Wildcat 1000 EPS 1000 is $16,499, while the X EPS is $18,799 and the LTD EPS is $20,699. Can-Am's Maverick 1000 X ds DPS is $19,499, and the 1000 X ds Turbo is $22,099– $22,999, while the base Maverick 1000R without EPS is $16,299. The Polaris RZR XP 1000 EPS is $20,299, the XP1K High Lifter Edition is $23,499, and the Desert LE is $27,999. So, the base Wildcat is like getting EPS free compared to the base Maverick, and the LTD is like getting high-end Elka shocks, ITP tires, beadlock rims, full doors, bumpers and a roof for $400 compared to the base XP1K EPS.

HOW FAST IS THE 1000?
It's cheetah-fast. While the 951cc V-twin engine doesn't have the quickest acceleration in the 1000 class (the Turbo Maverick, XP1K and 1000 X are quicker), its suspension advantage lets it maintain higher trail speeds in open desert and rough dunes. The new EFI, ECU and ceramic-coated exhaust provides excellent throttle response and a smoother-running engine, and the exhaust note is sweet.

HOW IS THE CVT/4WD DELIVERY?
As good as it gets. The Team RapidResponse CVT clutch lives up to its name and spools up quickly, but not so fast that it feels twitchy in nasty, rock-crawling situations. It's tuned well with the new EFI mapping too. Servos quickly engage the front diff in 4WD and mechanically lock the front diff so the Wildcat has all-wheel traction, and the Maxxis Bighorn 2.0 radials (on our 1000) give such good traction, it's like the 1000 has retractable claws.

WHAT ABOUT HANDLING?
It goes straight really well but wants an aggressive driving style to corner effectively. Between the long 95-inch wheelbase, 40/60 rearward weight bias and long-travel suspension, the 1000 pushes into corners, especially in 4WD, unless you drive it in hard and drift out the rear end for faster cornering speeds.

HOW'S THE WILDCAT SUSPENSION?
It's got the most travel and best ride in the 1000 class. Our 1000 and the X have JRi shocks, while the Limited has
Elka Stage 5s, and they were tuned well to deliver a super-plush ride on trail junk, articulate for rocks and deep rain ruts, and give a Trophy Truck-like ride on desert whoops. Between the long travel and 40/60 weight bias, the Wildcat flies well in the dunes and lands on all four feet. The ECX-1 shocks have 70-position compression adjusters and ring preload, while the LTD's Elka Stage 5s have high/low compression and rebound clickers.

IS IT A ROCK HAMMER?
As long as the rock obstacles don't include a tight turn. The long wheelbase and 17/18 inches of travel make it incredibly agile, plus it has 13 inches of ground clearance. The Team RapidResponse clutch and new EFI provide great throttle response—maybe too quick for delicate situations on big obstacles—and the electronic-locking front differential adds cat-like traction. The rear torsion bar allows plenty of articulation in rocks too. Hardcore rock crawlers will definitely want to upgrade to high-clearance (and/or heavy-duty) radius rods and rock slider/nerf bars, though, as we have folded the lower link on Behind the Rocks in the past.

HOW IS IT IN DEEP MUD?
It'll cross deep mud and streams, but Cats prefer not to if possible. Wildcat 1000s have an advantage with the dual-bed-mounted radiators not getting clogged with mud compared to UTVs with under-hood radiators, but the fenders don't keep flung mud out of the cabin. When switching to the RapidResponse clutch, Arctic Cat eliminated the centrifugal clutch, which cut down on CVT belt slippage. If you burn a belt, you'll have to remove the shock's lower mount to get the CVT cover off and replace it, but that's still easier than changing a Maverick belt or the new XP 1000 belt.

WHAT ABOUT TRAIL COMFORT?
It's good overall but with some rough edges. The bucket seats are comfortable, and the seating position is very low, but that makes it harder to climb in or out. The seats are removable for use as camp chairs too.

There are passenger handles on the door and a center console, and the dead pedals have traction dimples for solid bracing. It's hard to find the seat belts, and the shoulder belts tend to dig into your neck. It's hard to see over the radiator cowling when backing up, but our Cat had optional side mirrors.

HOW ARE THE BRAKES?
Good but not great. The front hydraulic calipers have twin pistons, while the rears have one puck, whereas the Polaris 1000 has two-puck calipers and larger discs on all four corners. On the other hand, the Arctic Cat has fulltime 4WD when engaged, so engine braking slows all four wheels on steep descents, while the Polaris only slows the rear wheels and tends to slew on loose hills.

WHAT'S OUR FINAL ANSWER?
Arctic Cat did a great job dialing in the 2015 Wildcat 1000, and it has class-leading suspension travel with upgraded JRi ECX-1 shocks that deliver a great ride. At $16,499, the base-model 1000 EPS is a great bargain, rock crawler, trail machine and duner. For another $2300, upgrade to the high-output 90-plus-horsepower engine, painted aluminum bumpers, taller tires, and three X-package color choices. Another $2200 upgrades to Elka Stage 5 shocks, beadlock wheels, ITP Blackwater Evolution tires, and aluminum doors with the LTD package in two color choices.

SPECS
2015 ARCTIC CAT WILDCAT 1000i
ENGINE/TRANSMISSION
Engine type ……………….Liquid-cooled, 8-valve, SOHC,
4-stroke V-twin
Displacement ………………………………………… 951cc
Bore x stroke ………………………. 92m x 71.6mm (x2)
Compression ratio …………………………………..10.5:1
Lubrication system ……………………………..Wet sump
Additional cooling ………………………………… Twin fans
Induction ………………………… 50mm EFI throttle body
Starting/back-up …………………………….. Electric/none
Starting procedure ……………………… Turn key to right
Idle adjustment ………………………………………….. N/A
Air filter:
Type ……………………………………… Dual-stage foam
Access ………………………………………..Undo 5 clips
Transmission …………… Dual-range CVT w/ rev. & EBS
Reverse procedure………… Move range selector to "R"
Drive system …… Selectable 2WD/4WD/4WD diff-lock
Final drives …………………………………………….Shafts
DIMENSIONS/CAPACITIES/WEIGHTS
Fuel capacity ……………………………………….. 8.8 gal.
Wheelbase …………………………………………………95"
Overall length/width/height …………….. 128"/64"/66.8"
Seat height ……………………………………………..26.5"
Ground clearance …………………………………………13"
Claimed dry weight …………… 1,335 lb.; X, 1,345 lb.;
LTD, 1,357 lb.
Bed limit ……………………………………………… 300 lb.
Hitch …………………………………………………….. None
Towing limit………………………………………………. N/A
ROLLING CHASSIS
Frame …………………………………………….. Steel tube
Suspension/wheel travel:
Front …………Dual A-arm w/prel/comp-adj. shocks/17"
Rear …………IRS 5-link trailing arms w/ prel/comp-adj.
shocks/18"
Brakes/actuation:
Front …………………………..Hydraulic discs/left pedal
Rear ………………………….. Hydraulic discs/left pedal
Steering …………………………………………… Tilt w/EPS
Tires:
Front …………….AT27x9R14 Maxxis Bighorn 2.0 (X)
Rear ……………AT27x11R14 Maxxis Bighorn 2.0 (X)
ELECTRICAL
DC outlet ……………………………………………..Console
Lighting:
Front ……………………………………. 2 LED headlights
Rear ……………………………….2 LED brake/tail lights
DETAILS
Instrumentation …. Analog/digital speed/odo/trip/hour/
rpm/fuel/gear/clock/2WD-4WD
Colors ……………… Black, X Green, Viper Blue, White;
LTD, Matte Black and Matte White
Minimum recommended operator age ………………..16
Suggested retail price ………….. $16,499; X, 18,499;
LTD $20,699
Contact …………………….Arctic Cat, (218) 681-8558

2015 Arctic Cat 1000

Source: https://utvactionmag.com/utv-test-2015-arctic-cat-wildcat-1000i/