The next tests of all-terrain vehicles within the framework of the Clean Arctic—Vostok 77 expedition were held in the Arctic. The hero of the day was the Ursa vehicle, which is to appear in the Polar region in 2025. Outwardly, it looks like a UAZ Patriot that has been put on huge wheels, but only at first glance. This is not an extreme tuning, but quite an independent unit designed to solve tasks in the Far North.

According to Vladimir Dmitriev, the chief pilot of the expedition, who drove the Ursa from Norilsk to Novy Urengoy on the tundra, the car showed itself well. Last April, he travelled along the winter road from Novy Urengoy to Dudinka in 16 hours instead of 3 days. The current stage of tests was even more severe—travelling across the tundra without roads and landmarks, actually trail to trail along the routes that only reindeer and sledges can follow, allowed to test the equipment and prepare a list of comments. As practice has shown, the Ursa will need to be modernised to work off-road. It is primarily about increasing the amount of time people can wait for rescuers in an all-terrain vehicle. Vladimir Dmitriev emphasised that today the vehicle can last in the Arctic winter from two to eight hours—this figure needs to be increased to two days. A new insulator that has also been tested can help. They will finish a rescue module equipped with a stove and a panic button to call rescuers. The insulator will be released under a separate brand name, the same as the redesigned Ursa—after the car is redesigned according to a list of 20 comments, it will get a reissue and a new name. However, changes in the design of the all-terrain vehicle do not mean its unsuitability for operation—during the tests of Clean Arctic, it turned out that to work on the Arctic off-road you need a special tool, but the classic version of Ursa is more universal.   

Key components of the design are likely to remain without radical changes. Ursa is the body of the SUV UAZ Patriot with the original engine, a gearbox from APC, GAZ-66 axles with inter-axle locking and automated centralised pumping, and giant wheels. There are two options: 1,350 mm tyres that give 40 cm clearance and decent off-road capability, and a larger 1,600–1,700 mm version that increases the distance from the ground to 62 cm and adds positive buoyancy. The driving range is provided by two additional 150-litre tanks, from which the car pumps fuel into the main tank. The company's website states that Ursa can ascend and descend at an angle of inclination of up to 45°, withstand a side roll of up to 35°, overcome pits up to one and a half meters wide and crawl over ditches with walls of 80°. The approximate size of surmountable single obstacles varies around 1 m.

During the expedition, Vladimir Dmitriev travelled on a six-axle model, but the company's lineup also includes more compact versions. By the way, he noted the high maintainability of the all-terrain vehicle, which is emphasised by the advertising materials of Ursa itself. 99% of the components are Russian-made, which is very important for the Polar region. It is not easy to get spare parts there, and you can wait for them from abroad for a long time (and, in the long run, not get them at all).

The inner look of Ursa is indistinguishable from the initial body—the interior with seats, multimedia, steering wheel and other attributes of a conventional car was transferred there. There is no need for experience in driving the tractor (standard steering wheel, pedals and gearshift knob), which distinguishes Ursa from many analogues, where you need to steer with levers. However, you will still need a tractor driver's license to pilot an all-terrain vehicle. Also, according to a number of bloggers and automotive journalists, climbing skills will also come in handy, as the cabin is quite high. However, what annoys a farmer in the middle part of Russia, for a lover of severe off-road adventures or a resident of the Arctic Circle may be assessed as an insignificant factor before the obvious advantages of the car.