When Polaris built the predator these are some thing they had in mind. Handing, Power, and Suspension. These are facts about the predator.
| When we set out to build the ultimate, uncompromised performance quad, we zeroed in on the weakest link in competitive machines: steering. Traditional steering geometry has inherent problems of unwanted bump steer and white-knuckle handling. Predator turns the corner on steering geometry with PRO Steering. By incorporating a unique, computer-designed linkage, the new PRO Steering system creates a strategic pivot point for the steering arms, virtually eliminating bump steer, while optimizing steering ratio. The result is easier steering effort, superior control, a tight turning radius and the ability to brake hard into corners without diving. In short, a system so stable it turns, jumps, slides and tracks with total precision. In every corner, over every whoop, PRO Steering lets you stay on the power and walk away from your competition…friend or foe. |
| ZERO BUMP STEER |
| If you feel like you’re in a corner, you’re not on a Predator. On competitive machines, as you lean into a corner or nose into a whoop, it feels like the quad is steering you instead of the other way around. That’s unwanted toe change or bump steer. It’s measured in inches on other ATVs. On Predator, with its advanced PRO Steering linkage, it’s measured in fractions of an inch, even at full compression. |
| ANTI-DIVE SUSPENSION |
| Competitive quads dive as the brakes are applied. When cornering this ‘dive’ results in lifting the inside rear wheel, forcing you to corner slower. Predator has anti-dive, which results in improved braking especially in corners. The Predators unique, patent-pending suspension geometry transfers more braking force to the chassis through the a-arms, not the spring. With this unique suspension system the chassis stays level, the wheels stay on the ground, and you stay on the power. |
| Predator unleashes the newest power in performance quads. A new, liquid-cooled, high-performance 500 engine. It’s a hardhitting, high-revving, four-stroke, four-valve powerplant with a double overhead cam. Fed by a pulse fuel pump to guarantee positive fuel flow in rough terrain. Breathing in through a 42-mm BSR carb. Breathing out through tuned 2-into-1 header pipes. Best of all, in the turns, Predator’s advanced steering lets you stay on the throttle. You can keep the revs high, scream through the corners, and free the beast within you. |
| 500 ENGINE |
| The 500 engine features a dual overhead cam designed to create peak power and high rpm’s. |
| LIQUID-COOLED |
| Predator’s liquid-cooled, dry sump engine is tucked deep for a low center of gravity, in a frame computer designed to maximize strength and minimize weight. |
| HEADER PIPES |
| Tuned 2-into-1 header pipes and large-diameter silencer add to Predator’s high-rev power. |
| Big travel means smooth rides and soft landings. Traditional front-end designs limit the amount of suspension travel. Check out the photo sequence on this page. As you can see, Predator’s unique PRO Steering linkage optimizes steering geometry and still allows the double A-arms to have a whoop of travel. Softening the ride up front are Fox® rebuildable gas shocks with adjustable spring preload and a big 10” of travel to soak up ruts, bumps and jumps. In back, Predator features a non-linkage suspension that’s simpler and lighter than competitive quads. The strategically positioned rear shock is the most adjustable in a stock performer. We’re talking adjustable spring preload, adjustable rebound and compression damping adjustment. Predator is so well suspended, it flies in the face of ordinary quads. And hands you more control, less feedback, softer landings and smoother rides. |
| PREMIUM FOX® REAR SHOCK |
| PREMIUM FOX REAR SHOCK is fully adjustable for spring preload, compression and rebound damping, and is rebuildable and revalvable. |
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