How-To

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How To Safely Load and Unload an ATV Trailer http://www.fieldandstream.com/articles/gear/atvs/2012/05/how-safely-load-and-unload-atv-trailer <p><object classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" width="565" height="318" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0"> <param name="id" value="flashObj" /> <param name="bgcolor" value="#FFFFFF" /> <param name="flashVars" value="@videoPlayer=1618755433001&playerID=1531084597001&playerKey=AQ~~,AAAAAEw5kwg~,2RZE_s0b97wdBDOqHU01jGjzaHePKLPk&domain=embed&dynamicStreaming=true" /> <param name="base" value="http://admin.brightcove.com" /> <param name="seamlesstabbing" value="false" /> <param name="allowFullScreen" value="true" /> <param name="swLiveConnect" value="true" /> <param name="allowScriptAccess" value="always" /> <param name="src" value="http://c.brightcove.com/services/viewer/federated_f9?isVid=1&isUI=1" /><embed id="flashObj" type="application/x-shockwave-flash" width="565" height="318" src="http://c.brightcove.com/services/viewer/federated_f9?isVid=1&isUI=1" allowscriptaccess="always" swliveconnect="true" allowfullscreen="true" seamlesstabbing="false" base="http://admin.brightcove.com" flashvars="@videoPlayer=1618755433001&playerID=1531084597001&playerKey=AQ~~,AAAAAEw5kwg~,2RZE_s0b97wdBDOqHU01jGjzaHePKLPk&domain=embed&dynamicStreaming=true" bgcolor="#FFFFFF"></embed> </object></p> <p>Loading and Unloading ATV’s from a trailer seems simple enough.  With that said, I’ve heard countless horror stories of people hurting themselves or trashing their equipment by improperly or unsafely carrying out this task.  With some basic knowledge and a little bit of patience, loading and unloading should be quick and easy.</p> <p>All of the steps below should be done with the assumption that the trailer is safely hitched to your tow vehicle and the emergency brake on the tow vehicle is engaged.</p> <p><strong>Loading</strong><br />1) Put on your helmet.  If you do mess something up, at least your head is protected.</p> <p>2) Align the ramps so the tires are as close center as possible.  This prevents the ramps from tipping.</p> <p>3) Start the ATV and put it into the lowest forward gear.  This allows the ATV to move with the least amount of throttle input.</p> <p>4) Engage four-wheel drive if the ATV is equipped.  Four wheels gripping the ramps help prevent wheel spin.</p> <p>5) Smoothly apply throttle until the ATV begins to climb the ramps, giving it just enough throttle to maintain forward momentum.  Be careful to avoid rapid throttle input that could cause the wheels to spin.  </p> <p>6) When cresting the ramps and reaching the deck, gently apply the brakes to bring the ATV to a complete stop. </p> <p>7) Place the gear selector into park, if applicable.  If no parking gear is present, engage the parking brake.</p> <p>8) Shut down the engine, remove the key from the ignition and place it in a safe spot.  I generally choose the center console of my truck.</p> <p>9) Tie down the ATV with a set of quality tie downs sturdy enough to secure an ATV.  It is imperative that the ATV is secured well enough to prevent moving or sliding on the trailer.</p> <p>10) Place the ramps back into their storage location.  You’ll need them to unload when you reach your destination.</p> <p><strong>Unloading</strong><br />1) Grab your helmet and put it on immediately.  You’ll be climbing all over the trailer so this is an easy, but unacceptable step to miss.  </p> <p>2) Undo the tie downs and place them in a safe spot.  You’ll need them again later.</p> <p>3) Align the ramps with the front wheels of the ATV.  If they’re not centered, the ramps could tip.</p> <p>4) Start the ATV, put it into the lowest forward gear and gently apply enough throttle to roll onto the ramps.  Momentum should carry the ATV down the ramps with very little throttle input.  </p> <p>5) Stop the ATV and either put it into park or engage the parking brake, then shut off the engine.</p> <p>6) Place the ramps back in their storage location.  This will help prevent the ramps from being damaged or stolen.</p> ATVs How-To Tricks and Tips Videos Lance Schwartz Thu, 03 May 2012 15:21:16 -0400 Dave_Maccar 1001468681 at http://www.fieldandstream.com How To Safely Load and Unload an ATV Trailer http://www.fieldandstream.com/articles/gear/atvs/2012/05/how-safely-load-and-unload-atv-trailer <p><object classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" width="565" height="318" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0"> <param name="id" value="flashObj" /> <param name="bgcolor" value="#FFFFFF" /> <param name="flashVars" value="@videoPlayer=1618755433001&playerID=1531084597001&playerKey=AQ~~,AAAAAEw5kwg~,2RZE_s0b97wdBDOqHU01jGjzaHePKLPk&domain=embed&dynamicStreaming=true" /> <param name="base" value="http://admin.brightcove.com" /> <param name="seamlesstabbing" value="false" /> <param name="allowFullScreen" value="true" /> <param name="swLiveConnect" value="true" /> <param name="allowScriptAccess" value="always" /> <param name="src" value="http://c.brightcove.com/services/viewer/federated_f9?isVid=1&isUI=1" /><embed id="flashObj" type="application/x-shockwave-flash" width="565" height="318" src="http://c.brightcove.com/services/viewer/federated_f9?isVid=1&isUI=1" allowscriptaccess="always" swliveconnect="true" allowfullscreen="true" seamlesstabbing="false" base="http://admin.brightcove.com" flashvars="@videoPlayer=1618755433001&playerID=1531084597001&playerKey=AQ~~,AAAAAEw5kwg~,2RZE_s0b97wdBDOqHU01jGjzaHePKLPk&domain=embed&dynamicStreaming=true" bgcolor="#FFFFFF"></embed> </object></p> <p>Loading and Unloading ATV’s from a trailer seems simple enough.  With that said, I’ve heard countless horror stories of people hurting themselves or trashing their equipment by improperly or unsafely carrying out this task.  With some basic knowledge and a little bit of patience, loading and unloading should be quick and easy.</p> <p>All of the steps below should be done with the assumption that the trailer is safely hitched to your tow vehicle and the emergency brake on the tow vehicle is engaged.</p> <p><strong>Loading</strong><br />1) Put on your helmet.  If you do mess something up, at least your head is protected.</p> <p>2) Align the ramps so the tires are as close center as possible.  This prevents the ramps from tipping.</p> <p>3) Start the ATV and put it into the lowest forward gear.  This allows the ATV to move with the least amount of throttle input.</p> <p>4) Engage four-wheel drive if the ATV is equipped.  Four wheels gripping the ramps help prevent wheel spin.</p> <p>5) Smoothly apply throttle until the ATV begins to climb the ramps, giving it just enough throttle to maintain forward momentum.  Be careful to avoid rapid throttle input that could cause the wheels to spin.  </p> <p>6) When cresting the ramps and reaching the deck, gently apply the brakes to bring the ATV to a complete stop. </p> <p>7) Place the gear selector into park, if applicable.  If no parking gear is present, engage the parking brake.</p> <p>8) Shut down the engine, remove the key from the ignition and place it in a safe spot.  I generally choose the center console of my truck.</p> <p>9) Tie down the ATV with a set of quality tie downs sturdy enough to secure an ATV.  It is imperative that the ATV is secured well enough to prevent moving or sliding on the trailer.</p> <p>10) Place the ramps back into their storage location.  You’ll need them to unload when you reach your destination.</p> <p><strong>Unloading</strong><br />1) Grab your helmet and put it on immediately.  You’ll be climbing all over the trailer so this is an easy, but unacceptable step to miss.  </p> <p>2) Undo the tie downs and place them in a safe spot.  You’ll need them again later.</p> <p>3) Align the ramps with the front wheels of the ATV.  If they’re not centered, the ramps could tip.</p> <p>4) Start the ATV, put it into the lowest forward gear and gently apply enough throttle to roll onto the ramps.  Momentum should carry the ATV down the ramps with very little throttle input.  </p> <p>5) Stop the ATV and either put it into park or engage the parking brake, then shut off the engine.</p> <p>6) Place the ramps back in their storage location.  This will help prevent the ramps from being damaged or stolen.</p> ATVs How-To Tricks and Tips Videos Lance Schwartz http://www.fieldandstream.com/articles/gear/atvs/2012/05/how-safely-load-and-unload-atv-trailer#comments Thu, 03 May 2012 15:21:16 -0400 Dave_Maccar 1001468680 at http://www.fieldandstream.com ATV Review: 2012 Polaris Sportsman Touring 850 H.O. http://www.fieldandstream.com/articles/hunting/2012/04/atv-review-2012-polaris-sportsman-touring-850-ho <p><em>by Lance Schwartz </em></p> <p><img src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/1_206.jpg" /></p> <p>A company that proclaims its ATV as the “Hardest Working. Smoothest Riding” better have a product that can back that claim up.  When Polaris redesigned its current big-bore Sportsman line a few years ago, the replacement was a much- needed improvement over the previous generation. Polaris is a thriving American brand that has continually evolved, introduced new models that redefine market segments, and developed a reputation for thinking outside the box. Now Polaris is reinventing itself in an economic climate where survival is the primary goal.  In 2012, Polaris returns to the 2-Up market they helped create with a more muscular and refined Sportsman Touring 850 H.O. </p> <p>During testing, I logged approximately 100 miles aboard my demo Sportsman Touring 850 H.O.,  zipping down tight trails, wallowing through murky mud holes, bouncing over jagged blast rock, and hauling just about anybody I could talk into hopping on the rear Comfort Ride passenger seat.  My thoughts?  The 2012 Sportsman 850 H.O. has muscle, finesse, capability to conquer the harshest terrain, and the smoothest ride in the 2-Up class.</p> <p><img style="margin-top: 0px; margin-right: 10px; margin-bottom: 0px; margin-left: 0px;" align="left" width="200" src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/2_198.jpg" /></p> <p><strong>Engine/Transmission/Drivetrain</strong><br /><em><strong>Key Features</strong></em><br />- Increased Performance: With a revised airbox and throttle body, the Touring 850 H.O. gets a 20 percent increase in off-the-line acceleration, making it more responsive to help compensate for the added girth of this nearly 800-pound machine.</p> <p>- Active Descent Control (ADC):  Below 15mph, the front wheels are locked to the rears to help maintain control on downhill plunges, making the ride safer in slippery situations.</p> <p>- Engine Braking System (EBS):  Constantly Variable Transmissions (CVT’s) are coupled to the engine only when a clutch is engaged, which is typically under throttle.  To provide deceleration that mimics natural engine braking while coasting, EBS handles this task. </p> <p>- On-Demand True All-Wheel Drive (AWD):  When selected, both front wheels engage when rear wheel slippage is detected, keeping steering effort light by only engaging the front drivetrain when absolutely necessary.</p> <p><strong><em>Performance</em></strong><br />Despite the extra weight and additional length of the Touring model, the crisp throttle response on this passenger-friendly ATV still delivers a sporty, fun demeanor.  The Engine Braking System (EBS) performed impressively as I took it down steep winding trails and felt very natural, like the engine was actually doing the compression braking itself rather than relying on electronics and clutching.     </p> <p>Polaris’ On-Demand True All Wheel Drive (AWD) operates a little differently than the typical four-wheel drive system used by the rest of the industry.  Rather than the front and rear drivetrain being locked together permanently via a locked clutch when 4x4 is engaged, the Polaris system monitors the difference between the speed of the front and rear wheels and transfers power to both front wheels only when rear slippage is detected.  Even when the AWD button is engaged on the Polaris, power is only transferred to the front wheels if the system detects the rear wheels slipping.  The capability of On-Demand True AWD in a gooey mud hole is remarkable.  When the system engages, both front wheels pull equally like an automatically locking front differential. The downside to a locked differential is a massive increase in steering effort when traction is regained.  The beauty of Polaris’ system is as soon as traction returns, both front wheels are disengaged automatically, providing a very light steering feel.  Paired with the Electronic Power Steering (EPS) on my Touring demo, the engagement of the AWD was almost imperceptible in my tests, even with all four wheels clawing for traction.</p> <p>Coasting down a slippery incline, the Polaris AWD system isn’t designed to engage the front wheels because wheel slippage isn’t detected under throttle. This is the exact reason Active Descent Control (ADC) was developed. With the ADC switch engaged at speeds less than 15 mph, the front wheel drive system locks the front drivetrain to provide the same all wheel compression braking a typical four wheel drive system naturally possesses. The ADC does work nicely, but since it’s a separate setting on the AWD switch, it was just another thing I had to think about instead of scanning the trail.     </p> <p><strong><em>Hits</em></strong><br />- Impressive 850cc V-twin engine that returns with even more power<br />- Capable On-Demand All Wheel Drive (AWD)<br />- Engine Braking System (EBS) feels so natural, it’s nearly imperceptible</p> <p><strong><em>Misses</em></strong><br />- Fuel injection doesn’t feel as refined as competitors and sometimes idles roughly <br />- The big V-twin vibration is noticeable. <br />- Active Descent Control (ADC) can be intrusive in very technical crawling situations and requires being switched on/off.</p> <p><em><strong> <img src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/3_182.jpg" /> <br /></strong></em><strong>Chassis/Suspension</strong><br /><em><strong>Key Features:</strong></em><br />- Smoothest Riding:  Polaris’ slogan is, “Hardest working. Smoothest riding”. I agree with the latter 100 percent. </p> <p>- Electric Power Steering (EPS):  Polaris provides the most power steering assist in the industry, a full 30 percent more than the competition.  This allows the ATV to be ridden harder with less fatigue.  </p> <p>- 12” of ground clearance:  enables the Sportsman to drive over obstacles rather than into them.  </p> <p><em><strong>Performance</strong></em><br />In my opinion, the Polaris Sportsman Touring gives the most comfortable ride in the 2-Up market.  With full four-wheel independent suspension, the chassis’ ability to absorb impacts from the gnarliest rocks, ruts, logs, and stumps is downright impressive.  Front suspension travel is a full 9 inches, while the rear boasts 10.25 inches.  The stock seat is ultra-plush, which also helps deliver that smooth ride you hear about in the Polaris commercials.</p> <p>Polaris’ Electric Power Steering (EPS) system functions even if the engine isn’t running.  Sitting in the saddle with the ignition off, the 798-pound dry weight makes the handlebars difficult to turn.  By simply turning the ignition key to the “on” setting, I was able to turn those same bars with my pinky finger. This demonstration alone is enough to convince naysayers of the EPS’s legitimacy. On the trail the EPS performs well, but doesn’t feel as transparent as the same EPS system on the standard Sportsman. The reason is likely due to being calibrated to compensate for the extra weight of a passenger, and the added girth of the Touring model.</p> <p><strong><em>Hits</em></strong><br />Super-plush ride<br />Long front and rear suspension travel<br />Power steering works even when the Touring 850 HO isn’t in motion</p> <p><strong><em>Misses</em></strong><br />At 798lbs, this ATV is very heavy<br />EPS doesn’t feel as refined on the trail as the standard Sportsman 850 EPS.</p> <p><strong> </strong></p> <p><strong><img style="margin-top: 0px; margin-right: 10px; margin-bottom: 0px; margin-left: 0px;" align="left" width="200" src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/4_195.jpg" /></strong></p> <p><strong> </strong><strong>Ergonomics</strong><strong><em><br />Key Features</em></strong><br />Plush Seat:  The most comfortable seat in the industry, allowing longer rides with less fatigue.<br />- Narrow Center Section:  Wide floorboards and a narrower chassis in the vicinity of the knees and ankles.  This gives the rider a more natural and comfortable seating position.<br />- Single Lever Braking:  Provides stopping power to all four wheels with one lever, eliminating the need for a separate front brake handle.  Unfortunately, this deletes the ability to apply only the front brakes.</p> <p><strong><em>Performance</em></strong><br />In the saddle, the bars and controls are easily reachable and intuitively placed and the seat is very comfortable.  All Polaris utility ATV’s have single lever braking that stop all four wheels simultaneously, and a rear foot brake located on the right floorboard.  The single lever brake system stops the Touring effectively, but I prefer separate front and rear brakes for very technical terrain.  The floorboard mounted rear brake pedal is located a bit too high, making it difficult to reach with a stiff riding boot.  <br />The Touring 850 HO model is much narrower through the center and floorboard area than previous generation Polaris’, which made it more comfortable and easier to ride on long trail rides.  </p> <p><strong><em>Hits</em></strong><br />- The most comfortable seat in the 2-Up class<br />- Wide floorboards and a narrow center for increased comfort and reduced fatigue </p> <p><strong><em>Misses</em></strong><br />- Would love to see an optional front brake lever <img src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/5_186.jpg" /> </p> <p><strong>Fit and Finish</strong><br /><strong><em>Key Features</em></strong><br />- Painted plastic bodywork:  It’s nine times more scratch resistant than standard, unpainted plastic, allowing it to hold up to abuse and still look great.<br />- Lock & Ride Racks:  Incredibly easy to add Lock & Ride accessories without needing tools.</p> <p><em><strong>Performance</strong></em><br />The Polaris plastic bodywork is not only one of the strongest and most impact resistant in the industry, but they’ve also developed a process to make the automotive-type paint adhere to the body and remain impact resistant. I was skeptical of painted plastic when it first hit the market, even after touring the facility in Minnesota and learning about the technology used to develop it.  Much to my surprise, after bludgeoning the painted body with mud, briars, tree limb impacts, and flying debris, it looked great. It will take a really hard hit or scrape from a rock to do serious damage.  </p> <p>The Polaris Lock & Ride rack system provides a safe and secure method of mounting accessories to, or in place of, the standard rack.  Our Touring 850HO comes standard with a Lock & Ride front storage box.  I submerged the box several times and it successfully kept the contents clean and dry.  Removing the box takes less than thirty seconds and requires no tools.</p> <p><strong><em>Hits</em></strong><br />- Painted plastic bodywork has automotive quality looks with off-road durability.<br />- Removable Lock & Ride storage box is sleek and adds more hauling capability.</p> <p><strong><em>Misses</em></strong><br />- $500 premium for a Special Edition model that adds a different colored paint and decals seems steep.<br />- Since Lock & Ride racks are plastic, cranking cargo down too tightly may crack the plastic. <img src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/6_180.jpg" /> </p> <p><strong>Engineering/Functionality:</strong><br /><strong><em>Key Features</em></strong><br />- Comfort Ride Seat Suspension: the under-seat shock absorber makes passenger comfort unrivaled, with an inch of suspension travel from the seat alone.</p> <p>- Handle/Bottle holders: integrated into the Lock & Ride racks are passenger handles that double as water bottle holders.</p> <p>- Pod mounted light:  A separately switched 50 watt light that moves with the bars, allowing the terrain to be lighted in the direction the bars are pointed.</p> <p><strong><em>Performance</em></strong><br />The Comfort Ride Seat Suspension™ on the Sportsman Touring, with its integrated under-seat shock absorber, adds an inch of travel to an already impressive rear travel of 10.25 inches.  That seat is also mounted “stadium-style,” giving the passenger and unobstructed view of the trail.  The rear passenger also gets elevated floorboards that compensate for the added height of the rear seat.  Removable handles attached to the rear rack that also double as water bottle slings give the passenger a firm place to grip.  </p> <p>The separate headlight pod mounted to the handlebar is a nice touch.  I was able to light a gnarly section of the trail in the direction I wanted to go rather than in the direction the nose of the ATV was pointed.  This is a great way to avoid an obstacle that could have gone unnoticed had the lights only pointed forward.<br /><strong><em><br /> Hits</em></strong><br />- Suspension passenger seat is very comfortable and provides an unimpeded view of the trail.<br />- A separate bar mounted headlight is an inexpensive way to provide added safety for night riding.</p> <p><strong><em>MISSES</em></strong><br />- If the strap on the Comfort Ride Seat gets hidden in muck, removing the seat becomes challenging.  </p> <p><strong>Final Thoughts</strong><br />The 2-Up market has a devoted following and owners of these machines relish in their ability to haul an extraordinary amount of gear along with an extra passenger. Just like the touring bike crowds that love to ride their high-dollar motorcycles with a passenger to destinations around the country, the Sportsman Touring 850 H.O. delivers a similar type of adventure for the off-road crowd.  If leaving that special someone alone long enough to enjoy a ride alone with your buddies is more than you can bear, or if taking this “special someone” along is the only way you’re permitted to leave the house, then the 2012 Polaris Sportsman Touring 850 H.O. should be on your short list of 2-Up adventure machines worthy of consideration. </p> <p><strong>Specifications</strong><br /><em><strong>Engine</strong></em><br />Type: 850 cc, 4-stroke SOHC, liquid-cooled, twin cylinder<br />Fuel System: Electronic Fuel Injection<br />Transmission: Automatic PVT with park/reverse/neutral/low/high with Engine Braking System (EBS) and Active Descent Control (ADC)<br />Drive Train: On-Demand True AWD/2WD</p> <p><em><strong>Suspension</strong></em><br />Front Suspension Type/Shocks: Duel A-arm<br />Front Suspension Travel: 9 in (229 mm)<br />Rear Suspension Type/Shocks: Dual A-arm<br />Rear Suspension Travel: 10.25 in (260 mm)<br />Brakes: Single Lever four-wheel hydraulic disc with hydraulic foot brake<br />Tires/Front: 26 x 8 x 14 in Maxxis M9805<br />Tires/Rear: 26 x 10 x 14 in Maxxis M9806<br />Wheels: 14” Cast-aluminum\<br /><em><br /><strong>Dimensions</strong></em><br />L x W x H (in): 86.5 x 47.6 x 58.25 in<br />L x W x H (mm): 219.7 x 120.9 x 147.9cm<br />Wheelbase: 57 in (144.8 cm)<br />Seat Height: 35.75 in (90.8 cm)<br />Ground Clearance: 11.25 in (28.5 cm)<br />Dry Weight: 798 lb (362 kg)</p> <p><em><strong>Capacities</strong></em><br />Towing Capacity: 1,500 lb (680.4 kg)<br />Front Rack Capacity: 120 lb (55 kg) Rear Rack Capacity: 240 lb (110 kg)<br />Rear storage: 5.7 US gal (21.4L)<br />Fuel Capacity: 5.25 gal (19.9L)</p> <p><em><strong>Features</strong></em><br />Instrumentation: Analog Speedometer, Digital Odometer, Tachometer, Two Tripmeters, Hour Meter, Clock, Service Indicator, Diagnostic Indicator, Gear Indicator, Fuel Gauge, AWD Indicator, Hi-Temp/Low-Batt Lights, DC <br />Cargo System: Lock & Ride<br />Lighting: Triple 50w High Beam, Dual 50w Low Beam Headlights; Dual Brakelights/TaillightsDC <br />Electronic Power Steering:  Standard<br />Colors: Boardwalk Blue, Solar Red, Pearl White Limited Edition<br />MSRP: $10,999 <br />Warranty: 1 year limited factory warranty</p> <p> </p> <p> </p> <p><img src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/7_190.jpg" /></p> Hunting Big Game Hunting Aftermarket Parts ATVs Features Gear How-To Maintenance Product Testing Tricks and Tips Videos Mon, 23 Apr 2012 10:27:18 -0400 Dave_Maccar 1001467968 at http://www.fieldandstream.com ATV Review: 2012 Polaris Sportsman Touring 850 H.O. http://www.fieldandstream.com/articles/hunting/2012/04/atv-review-2012-polaris-sportsman-touring-850-ho <p><em>by Lance Schwartz </em></p> <p><img src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/1_206.jpg" /></p> <p>A company that proclaims its ATV as the “Hardest Working. Smoothest Riding” better have a product that can back that claim up.  When Polaris redesigned its current big-bore Sportsman line a few years ago, the replacement was a much- needed improvement over the previous generation. Polaris is a thriving American brand that has continually evolved, introduced new models that redefine market segments, and developed a reputation for thinking outside the box. Now Polaris is reinventing itself in an economic climate where survival is the primary goal.  In 2012, Polaris returns to the 2-Up market they helped create with a more muscular and refined Sportsman Touring 850 H.O. </p> <p>During testing, I logged approximately 100 miles aboard my demo Sportsman Touring 850 H.O.,  zipping down tight trails, wallowing through murky mud holes, bouncing over jagged blast rock, and hauling just about anybody I could talk into hopping on the rear Comfort Ride passenger seat.  My thoughts?  The 2012 Sportsman 850 H.O. has muscle, finesse, capability to conquer the harshest terrain, and the smoothest ride in the 2-Up class.</p> <p><img style="margin-top: 0px; margin-right: 10px; margin-bottom: 0px; margin-left: 0px;" align="left" width="200" src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/2_198.jpg" /></p> <p><strong>Engine/Transmission/Drivetrain</strong><br /><em><strong>Key Features</strong></em><br />- Increased Performance: With a revised airbox and throttle body, the Touring 850 H.O. gets a 20 percent increase in off-the-line acceleration, making it more responsive to help compensate for the added girth of this nearly 800-pound machine.</p> <p>- Active Descent Control (ADC):  Below 15mph, the front wheels are locked to the rears to help maintain control on downhill plunges, making the ride safer in slippery situations.</p> <p>- Engine Braking System (EBS):  Constantly Variable Transmissions (CVT’s) are coupled to the engine only when a clutch is engaged, which is typically under throttle.  To provide deceleration that mimics natural engine braking while coasting, EBS handles this task. </p> <p>- On-Demand True All-Wheel Drive (AWD):  When selected, both front wheels engage when rear wheel slippage is detected, keeping steering effort light by only engaging the front drivetrain when absolutely necessary.</p> <p><strong><em>Performance</em></strong><br />Despite the extra weight and additional length of the Touring model, the crisp throttle response on this passenger-friendly ATV still delivers a sporty, fun demeanor.  The Engine Braking System (EBS) performed impressively as I took it down steep winding trails and felt very natural, like the engine was actually doing the compression braking itself rather than relying on electronics and clutching.     </p> <p>Polaris’ On-Demand True All Wheel Drive (AWD) operates a little differently than the typical four-wheel drive system used by the rest of the industry.  Rather than the front and rear drivetrain being locked together permanently via a locked clutch when 4x4 is engaged, the Polaris system monitors the difference between the speed of the front and rear wheels and transfers power to both front wheels only when rear slippage is detected.  Even when the AWD button is engaged on the Polaris, power is only transferred to the front wheels if the system detects the rear wheels slipping.  The capability of On-Demand True AWD in a gooey mud hole is remarkable.  When the system engages, both front wheels pull equally like an automatically locking front differential. The downside to a locked differential is a massive increase in steering effort when traction is regained.  The beauty of Polaris’ system is as soon as traction returns, both front wheels are disengaged automatically, providing a very light steering feel.  Paired with the Electronic Power Steering (EPS) on my Touring demo, the engagement of the AWD was almost imperceptible in my tests, even with all four wheels clawing for traction.</p> <p>Coasting down a slippery incline, the Polaris AWD system isn’t designed to engage the front wheels because wheel slippage isn’t detected under throttle. This is the exact reason Active Descent Control (ADC) was developed. With the ADC switch engaged at speeds less than 15 mph, the front wheel drive system locks the front drivetrain to provide the same all wheel compression braking a typical four wheel drive system naturally possesses. The ADC does work nicely, but since it’s a separate setting on the AWD switch, it was just another thing I had to think about instead of scanning the trail.     </p> <p><strong><em>Hits</em></strong><br />- Impressive 850cc V-twin engine that returns with even more power<br />- Capable On-Demand All Wheel Drive (AWD)<br />- Engine Braking System (EBS) feels so natural, it’s nearly imperceptible</p> <p><strong><em>Misses</em></strong><br />- Fuel injection doesn’t feel as refined as competitors and sometimes idles roughly <br />- The big V-twin vibration is noticeable. <br />- Active Descent Control (ADC) can be intrusive in very technical crawling situations and requires being switched on/off.</p> <p><em><strong> <img src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/3_182.jpg" /> <br /></strong></em><strong>Chassis/Suspension</strong><br /><em><strong>Key Features:</strong></em><br />- Smoothest Riding:  Polaris’ slogan is, “Hardest working. Smoothest riding”. I agree with the latter 100 percent. </p> <p>- Electric Power Steering (EPS):  Polaris provides the most power steering assist in the industry, a full 30 percent more than the competition.  This allows the ATV to be ridden harder with less fatigue.  </p> <p>- 12” of ground clearance:  enables the Sportsman to drive over obstacles rather than into them.  </p> <p><em><strong>Performance</strong></em><br />In my opinion, the Polaris Sportsman Touring gives the most comfortable ride in the 2-Up market.  With full four-wheel independent suspension, the chassis’ ability to absorb impacts from the gnarliest rocks, ruts, logs, and stumps is downright impressive.  Front suspension travel is a full 9 inches, while the rear boasts 10.25 inches.  The stock seat is ultra-plush, which also helps deliver that smooth ride you hear about in the Polaris commercials.</p> <p>Polaris’ Electric Power Steering (EPS) system functions even if the engine isn’t running.  Sitting in the saddle with the ignition off, the 798-pound dry weight makes the handlebars difficult to turn.  By simply turning the ignition key to the “on” setting, I was able to turn those same bars with my pinky finger. This demonstration alone is enough to convince naysayers of the EPS’s legitimacy. On the trail the EPS performs well, but doesn’t feel as transparent as the same EPS system on the standard Sportsman. The reason is likely due to being calibrated to compensate for the extra weight of a passenger, and the added girth of the Touring model.</p> <p><strong><em>Hits</em></strong><br />Super-plush ride<br />Long front and rear suspension travel<br />Power steering works even when the Touring 850 HO isn’t in motion</p> <p><strong><em>Misses</em></strong><br />At 798lbs, this ATV is very heavy<br />EPS doesn’t feel as refined on the trail as the standard Sportsman 850 EPS.</p> <p><strong> </strong></p> <p><strong><img style="margin-top: 0px; margin-right: 10px; margin-bottom: 0px; margin-left: 0px;" align="left" width="200" src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/4_195.jpg" /></strong></p> <p><strong> </strong><strong>Ergonomics</strong><strong><em><br />Key Features</em></strong><br />Plush Seat:  The most comfortable seat in the industry, allowing longer rides with less fatigue.<br />- Narrow Center Section:  Wide floorboards and a narrower chassis in the vicinity of the knees and ankles.  This gives the rider a more natural and comfortable seating position.<br />- Single Lever Braking:  Provides stopping power to all four wheels with one lever, eliminating the need for a separate front brake handle.  Unfortunately, this deletes the ability to apply only the front brakes.</p> <p><strong><em>Performance</em></strong><br />In the saddle, the bars and controls are easily reachable and intuitively placed and the seat is very comfortable.  All Polaris utility ATV’s have single lever braking that stop all four wheels simultaneously, and a rear foot brake located on the right floorboard.  The single lever brake system stops the Touring effectively, but I prefer separate front and rear brakes for very technical terrain.  The floorboard mounted rear brake pedal is located a bit too high, making it difficult to reach with a stiff riding boot.  <br />The Touring 850 HO model is much narrower through the center and floorboard area than previous generation Polaris’, which made it more comfortable and easier to ride on long trail rides.  </p> <p><strong><em>Hits</em></strong><br />- The most comfortable seat in the 2-Up class<br />- Wide floorboards and a narrow center for increased comfort and reduced fatigue </p> <p><strong><em>Misses</em></strong><br />- Would love to see an optional front brake lever <img src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/5_186.jpg" /> </p> <p><strong>Fit and Finish</strong><br /><strong><em>Key Features</em></strong><br />- Painted plastic bodywork:  It’s nine times more scratch resistant than standard, unpainted plastic, allowing it to hold up to abuse and still look great.<br />- Lock & Ride Racks:  Incredibly easy to add Lock & Ride accessories without needing tools.</p> <p><em><strong>Performance</strong></em><br />The Polaris plastic bodywork is not only one of the strongest and most impact resistant in the industry, but they’ve also developed a process to make the automotive-type paint adhere to the body and remain impact resistant. I was skeptical of painted plastic when it first hit the market, even after touring the facility in Minnesota and learning about the technology used to develop it.  Much to my surprise, after bludgeoning the painted body with mud, briars, tree limb impacts, and flying debris, it looked great. It will take a really hard hit or scrape from a rock to do serious damage.  </p> <p>The Polaris Lock & Ride rack system provides a safe and secure method of mounting accessories to, or in place of, the standard rack.  Our Touring 850HO comes standard with a Lock & Ride front storage box.  I submerged the box several times and it successfully kept the contents clean and dry.  Removing the box takes less than thirty seconds and requires no tools.</p> <p><strong><em>Hits</em></strong><br />- Painted plastic bodywork has automotive quality looks with off-road durability.<br />- Removable Lock & Ride storage box is sleek and adds more hauling capability.</p> <p><strong><em>Misses</em></strong><br />- $500 premium for a Special Edition model that adds a different colored paint and decals seems steep.<br />- Since Lock & Ride racks are plastic, cranking cargo down too tightly may crack the plastic. <img src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/6_180.jpg" /> </p> <p><strong>Engineering/Functionality:</strong><br /><strong><em>Key Features</em></strong><br />- Comfort Ride Seat Suspension: the under-seat shock absorber makes passenger comfort unrivaled, with an inch of suspension travel from the seat alone.</p> <p>- Handle/Bottle holders: integrated into the Lock & Ride racks are passenger handles that double as water bottle holders.</p> <p>- Pod mounted light:  A separately switched 50 watt light that moves with the bars, allowing the terrain to be lighted in the direction the bars are pointed.</p> <p><strong><em>Performance</em></strong><br />The Comfort Ride Seat Suspension™ on the Sportsman Touring, with its integrated under-seat shock absorber, adds an inch of travel to an already impressive rear travel of 10.25 inches.  That seat is also mounted “stadium-style,” giving the passenger and unobstructed view of the trail.  The rear passenger also gets elevated floorboards that compensate for the added height of the rear seat.  Removable handles attached to the rear rack that also double as water bottle slings give the passenger a firm place to grip.  </p> <p>The separate headlight pod mounted to the handlebar is a nice touch.  I was able to light a gnarly section of the trail in the direction I wanted to go rather than in the direction the nose of the ATV was pointed.  This is a great way to avoid an obstacle that could have gone unnoticed had the lights only pointed forward.<br /><strong><em><br /> Hits</em></strong><br />- Suspension passenger seat is very comfortable and provides an unimpeded view of the trail.<br />- A separate bar mounted headlight is an inexpensive way to provide added safety for night riding.</p> <p><strong><em>MISSES</em></strong><br />- If the strap on the Comfort Ride Seat gets hidden in muck, removing the seat becomes challenging.  </p> <p><strong>Final Thoughts</strong><br />The 2-Up market has a devoted following and owners of these machines relish in their ability to haul an extraordinary amount of gear along with an extra passenger. Just like the touring bike crowds that love to ride their high-dollar motorcycles with a passenger to destinations around the country, the Sportsman Touring 850 H.O. delivers a similar type of adventure for the off-road crowd.  If leaving that special someone alone long enough to enjoy a ride alone with your buddies is more than you can bear, or if taking this “special someone” along is the only way you’re permitted to leave the house, then the 2012 Polaris Sportsman Touring 850 H.O. should be on your short list of 2-Up adventure machines worthy of consideration. </p> <p><strong>Specifications</strong><br /><em><strong>Engine</strong></em><br />Type: 850 cc, 4-stroke SOHC, liquid-cooled, twin cylinder<br />Fuel System: Electronic Fuel Injection<br />Transmission: Automatic PVT with park/reverse/neutral/low/high with Engine Braking System (EBS) and Active Descent Control (ADC)<br />Drive Train: On-Demand True AWD/2WD</p> <p><em><strong>Suspension</strong></em><br />Front Suspension Type/Shocks: Duel A-arm<br />Front Suspension Travel: 9 in (229 mm)<br />Rear Suspension Type/Shocks: Dual A-arm<br />Rear Suspension Travel: 10.25 in (260 mm)<br />Brakes: Single Lever four-wheel hydraulic disc with hydraulic foot brake<br />Tires/Front: 26 x 8 x 14 in Maxxis M9805<br />Tires/Rear: 26 x 10 x 14 in Maxxis M9806<br />Wheels: 14” Cast-aluminum\<br /><em><br /><strong>Dimensions</strong></em><br />L x W x H (in): 86.5 x 47.6 x 58.25 in<br />L x W x H (mm): 219.7 x 120.9 x 147.9cm<br />Wheelbase: 57 in (144.8 cm)<br />Seat Height: 35.75 in (90.8 cm)<br />Ground Clearance: 11.25 in (28.5 cm)<br />Dry Weight: 798 lb (362 kg)</p> <p><em><strong>Capacities</strong></em><br />Towing Capacity: 1,500 lb (680.4 kg)<br />Front Rack Capacity: 120 lb (55 kg) Rear Rack Capacity: 240 lb (110 kg)<br />Rear storage: 5.7 US gal (21.4L)<br />Fuel Capacity: 5.25 gal (19.9L)</p> <p><em><strong>Features</strong></em><br />Instrumentation: Analog Speedometer, Digital Odometer, Tachometer, Two Tripmeters, Hour Meter, Clock, Service Indicator, Diagnostic Indicator, Gear Indicator, Fuel Gauge, AWD Indicator, Hi-Temp/Low-Batt Lights, DC <br />Cargo System: Lock & Ride<br />Lighting: Triple 50w High Beam, Dual 50w Low Beam Headlights; Dual Brakelights/TaillightsDC <br />Electronic Power Steering:  Standard<br />Colors: Boardwalk Blue, Solar Red, Pearl White Limited Edition<br />MSRP: $10,999 <br />Warranty: 1 year limited factory warranty</p> <p> </p> <p> </p> <p><img src="http://www.outdoorlife.com/files/imagecache/photo-single/photo/1001321579/7_190.jpg" /></p> Hunting Big Game Hunting Aftermarket Parts ATVs Features Gear How-To Maintenance Product Testing Tricks and Tips Videos http://www.fieldandstream.com/articles/hunting/2012/04/atv-review-2012-polaris-sportsman-touring-850-ho#comments Mon, 23 Apr 2012 10:27:18 -0400 Dave_Maccar 1001467967 at http://www.fieldandstream.com Junkyard ATV Guaranteed to Get Everyone’s Attention http://www.fieldandstream.com/articles/gear/atvs/2012/04/junkyard-atv-sale-guaranteed-get-everyone%E2%80%99s-attention <p><em>by Mike Calabro</em></p> <p>Ron Bryant of Silver Valley, Idaho is selling his 1999 Kawasaki ATV. The rig is built with a roof from an old Toyota 4-runner, a 1953 Jeep front end, headlights pillaged form a ’53 Studebaker and possibly a lot of duck tape. Buy this and people will stop and stare at you like a deer in the headlights, correction, at the deer in your headlights. The deer skull hood ornament has eyes that light up.</p> <p><img width="545" src="http://www.fieldandstream.com/files/photo/23/image001_0.jpg" /></p> <p><a href="http://www.shoshonenewspress.com/news/article_322f25ac-50e4-11e1-9447-001871e3ce6c.html" target="_blank">Shoshone News Press</a> says that Ron is selling it to get something more practical. What isn’t practical about building a quad out of junkyard scraps? Any part you find you can make fit, somehow. And this would be a great rig to cruise the strip and pick up chicks. If you ask me, it doesn’t get any more practical. </p> <p>I wonder how much shipping cost.</p> Aftermarket Parts ATVs Features Gear How-To Maintenance . Thu, 12 Apr 2012 15:24:47 -0400 Online Editors 1001467397 at http://www.fieldandstream.com Junkyard ATV Guaranteed to Get Everyone’s Attention http://www.fieldandstream.com/articles/gear/atvs/2012/04/junkyard-atv-sale-guaranteed-get-everyone%E2%80%99s-attention <p><em>by Mike Calabro</em></p> <p>Ron Bryant of Silver Valley, Idaho is selling his 1999 Kawasaki ATV. The rig is built with a roof from an old Toyota 4-runner, a 1953 Jeep front end, headlights pillaged form a ’53 Studebaker and possibly a lot of duck tape. Buy this and people will stop and stare at you like a deer in the headlights, correction, at the deer in your headlights. The deer skull hood ornament has eyes that light up.</p> <p><img width="545" src="http://www.fieldandstream.com/files/photo/23/image001_0.jpg" /></p> <p><a href="http://www.shoshonenewspress.com/news/article_322f25ac-50e4-11e1-9447-001871e3ce6c.html" target="_blank">Shoshone News Press</a> says that Ron is selling it to get something more practical. What isn’t practical about building a quad out of junkyard scraps? Any part you find you can make fit, somehow. And this would be a great rig to cruise the strip and pick up chicks. If you ask me, it doesn’t get any more practical. </p> <p>I wonder how much shipping cost.</p> Aftermarket Parts ATVs Features Gear How-To Maintenance . http://www.fieldandstream.com/articles/gear/atvs/2012/04/junkyard-atv-sale-guaranteed-get-everyone%E2%80%99s-attention#comments Thu, 12 Apr 2012 15:24:47 -0400 Online Editors 1001467396 at http://www.fieldandstream.com Quadski: Is it an ATV that can Ride on Water or a Jetski that Can Ride on Land? http://www.fieldandstream.com/articles/fishing/2012/04/quadski-it-atv-can-ride-water-or-jetski-can-ride-land <p><em>by Mike Calabro </em></p> <p><object classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" width="545" height="307" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0"> <param name="allowFullScreen" value="true" /> <param name="allowscriptaccess" value="always" /> <param name="src" value="http://www.youtube.com/v/xOCxT89ynbA?version=3&hl=en_US&rel=0" /><embed type="application/x-shockwave-flash" width="545" height="307" src="http://www.youtube.com/v/xOCxT89ynbA?version=3&hl=en_US&rel=0" allowscriptaccess="always" allowfullscreen="true"></embed> </object><p> Whenever we went on family trips while I was a kid I would stare out of the side window for hours. I would imagine that I was racing “Big Blue,” our baby blue family wagon, on a four-wheeler. If a bridge came, I would jump it. A fence — I would blast through it. Water? Well. My 4-wheeler would turn into a boat. Kids have great imaginations. We tend to lose that creativity when we grow up. </p> <p>The engineers at Gibbs Amphibians used a time machine, hi-jacked my brain and stole my idea back in 1982 and created the Quadski Does anyone know a good attorney? I want to take these guys to court for stealing my childhood fantasy. </p> <p>The Gibbs Quadski is half ATV, half Personal Watercraft. It looks like it would do better in the water than on land. It has very little clearance and the hull looks like it would get destroyed on any rock.The high-speed amphibian prototype debut was 5 years ago. The Gibbs Quadski has undergone additional design work since this video was released and is schedule to go into production later this year. Pricing and release day to public has not yet been established. </p> <p>They invited me to come out and test one this spring. Maybe they will let me attach skateboard wheels to a wakeboard and pull me around town.</p> Fishing Aftermarket Parts ATVs Features Gear How-To Maintenance Product Testing Tricks and Tips . Tue, 10 Apr 2012 13:43:32 -0400 Dave_Maccar 1001467199 at http://www.fieldandstream.com Quadski: Is it an ATV that can Ride on Water or a Jetski that Can Ride on Land? http://www.fieldandstream.com/articles/fishing/2012/04/quadski-it-atv-can-ride-water-or-jetski-can-ride-land <p><em>by Mike Calabro </em></p> <p><object classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" width="545" height="307" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0"> <param name="allowFullScreen" value="true" /> <param name="allowscriptaccess" value="always" /> <param name="src" value="http://www.youtube.com/v/xOCxT89ynbA?version=3&hl=en_US&rel=0" /><embed type="application/x-shockwave-flash" width="545" height="307" src="http://www.youtube.com/v/xOCxT89ynbA?version=3&hl=en_US&rel=0" allowscriptaccess="always" allowfullscreen="true"></embed> </object><p> Whenever we went on family trips while I was a kid I would stare out of the side window for hours. I would imagine that I was racing “Big Blue,” our baby blue family wagon, on a four-wheeler. If a bridge came, I would jump it. A fence — I would blast through it. Water? Well. My 4-wheeler would turn into a boat. Kids have great imaginations. We tend to lose that creativity when we grow up. </p> <p>The engineers at Gibbs Amphibians used a time machine, hi-jacked my brain and stole my idea back in 1982 and created the Quadski Does anyone know a good attorney? I want to take these guys to court for stealing my childhood fantasy. </p> <p>The Gibbs Quadski is half ATV, half Personal Watercraft. It looks like it would do better in the water than on land. It has very little clearance and the hull looks like it would get destroyed on any rock.The high-speed amphibian prototype debut was 5 years ago. The Gibbs Quadski has undergone additional design work since this video was released and is schedule to go into production later this year. Pricing and release day to public has not yet been established. </p> <p>They invited me to come out and test one this spring. Maybe they will let me attach skateboard wheels to a wakeboard and pull me around town.</p> Fishing Aftermarket Parts ATVs Features Gear How-To Maintenance Product Testing Tricks and Tips . http://www.fieldandstream.com/articles/fishing/2012/04/quadski-it-atv-can-ride-water-or-jetski-can-ride-land#comments Tue, 10 Apr 2012 13:43:32 -0400 Dave_Maccar 1001467198 at http://www.fieldandstream.com ATV Review: 2012 Can Am Outlander 1000 XT http://www.fieldandstream.com/articles/gear/atvs/how/2012/04/atv-review-2012-can-am-outlander-1000-xtb <p><em>by Lance Schwartz</em></p> <p><em></em> </p> <object classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" width="565" height="318" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0"> <param name="id" value="flashObj" /> <param name="bgcolor" value="#FFFFFF" /> <param name="flashVars" value="@videoPlayer=1553942912001&playerID=1531084597001&playerKey=AQ~~,AAAAAEw5kwg~,2RZE_s0b97wdBDOqHU01jGjzaHePKLPk&domain=embed&dynamicStreaming=true&videoSmoothing=true" /> <param name="base" value="http://admin.brightcove.com" /> <param name="seamlesstabbing" value="false" /> <param name="allowFullScreen" value="true" /> <param name="swLiveConnect" value="true" /> <param name="allowScriptAccess" value="always" /> <param name="src" value="http://c.brightcove.com/services/viewer/federated_f9?isVid=1&isUI=1" /><embed id="flashObj" type="application/x-shockwave-flash" width="565" height="318" src="http://c.brightcove.com/services/viewer/federated_f9?isVid=1&isUI=1" allowscriptaccess="always" swliveconnect="true" allowfullscreen="true" seamlesstabbing="false" base="http://admin.brightcove.com" flashvars="@videoPlayer=1553942912001&playerID=1531084597001&playerKey=AQ~~,AAAAAEw5kwg~,2RZE_s0b97wdBDOqHU01jGjzaHePKLPk&domain=embed&dynamicStreaming=true&videoSmoothing=true" bgcolor="#FFFFFF"></embed> </object><p> <strong>Machine: 2012 Can Am Outlander 1000 XT </strong><br /><strong>MSRP:</strong> $11,949 -Yellow/Black $12,349 - Camo/Pure Magnesium Metallic <br /><a href="http://www.canamoffroad.com " target="_blank">www.canamoffroad.com </a></p> <p>Over the last few months, I’ve logged nearly 300 miles testing Can Am’s new Outlander 1000 XT in the rocky, muddy, densely forested terrain of Pennsylvania’s anthracite coal region. The time spent riding the Outlander gave me a clear perception of how the machine performed in nearly every situation a typical rider would subject it to. The takeaway? This is the best ATV the company has ever produced. </p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/opener.jpg" /></p> <p>What makes it so good? The updates to the new Outlander 1000 XT are both evolutionary and revolutionary, but the most obvious change is to the engine. Past Outlander models featured engines ranging from 400 to 800cc. But with other manufacturers bumping engine size above 800cc, and after the successful launch of the Can Am Commander 1000 Side-by-Side in 2011, it made sense for Can Am to transplant the Commander’s massive 1000cc power plant into a new, mega-bore ATV. </p> <p>After the dust and mud settled, I was left with one impression: the Outlander1000 XT is not only the best ATV Can Am has ever built, it could very well be the litmus test upon which all other ATV’s in the industry are compared. </p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/rotax4tech.jpg" /> </p> <p><strong>Engine/Transmission/Drivetrain: </strong><br /><strong><em>Key Features: </em></strong><br />• 82 Horsepower Rotax Engine: This fuel injected, 976cc V-twin, liquid-cooled, eight-valve, single overhead cam is the most powerful engine available in a production ATV. <br />• CVT transmission: The Can Am CVT (Continuously Variable Transmission) features an electronic engine brake designed to mimic the compression braking that occurs naturally in manual transmissions. <br />• Visco-Lok&dagger; QE (Quicker Engaging) front differential: automatically locks/unlocks both front wheels when needed, allowing me to concentrate on clawing my way out of a murky quagmire rather than deciding whether or not I should lock the differential. <br />• New airbox: This is mounted higher in the chassis and redesigned to flow more air than in older Outlanders. Air filter can also now be changed without tools. </p> <p><strong>PERFORMANCE: </strong><br />You could be forgiven for thinking that, at eighty-two horsepower, this beast of an ATV would be a handful to ride, but the Outlander 1000 XT was surprisingly easy to handle at low speeds. I putted around my property, gently carrying a load on the racks and timidly towing a 1000-pound landscape trailer and never felt out of control. On the other hand, I could absolutely terrorize the terrain and rip down the trail at speeds in excess of 75mph with finesse. It’s tough to design an all-purpose ATV with this level of capability and refinement on both ends of the spectrum, but Can Am has accomplished the task. Inexperienced riders certainly need to respect the power and performance this ATV is capable of delivering, or they’ll risk the possibility of getting into trouble quickly. </p> <p>The hero here is the Outlander’s CVT transmission, which does an excellent job of harnessing the powerful engine. Were it not for the CVT being clutched properly, it would be tough to ride this much power in such a civilized manner. </p> <p><strong>HITS & MISSES: </strong><br /><em><strong>HITS: </strong></em><br />• Massive power, yet civilized enough to ride at slow speeds <br />• Fuel injection provides crisp throttle response and painless starts <br />• Visco-Lok&dagger; QE (Quicker Engagement) engages automatically when needed </p> <p><em><strong>MISSES: </strong></em><br />• Gear selector feels clunky, making gear changes more difficult than it should be. <br />• With 82hp, it’s easy to smoke the CVT belt when towing a load without choosing low gear. </p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/hitch.jpg" /> </p> <p><strong>Chassis/Suspension: </strong><br /><em><strong>Key Features: </strong></em><br />• G2 SST Chassis: Can Am’s Surrounding Spar Technology chassis gets major revisions, making it stronger, better handling, and capable of withstanding the force of 82 horsepower. <br />• TTi Rear Suspension: Features a “Torsional Trailing arm” similar to the rear suspension on a desert racing truck. This means the wheel pivots in an up and down motion rather than in an arc, as it does in more typical a-arm suspensions. This eliminates scrub -- the wheel’s tendency to move left and right as it cycles up and down. </p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/handlebarcontrols.jpg" /> </p> <p>• Tri Mode DPS (Dynamic Power Steering): Features low, medium, and maximum modes that can be adjusted on the fly with the rider’s left thumb. </p> <p><strong>PERFORMANCE: </strong><br />The new G2 SST chassis gives this Outlander a more tame front end that dives less during breaking and sharp turns. The new suspension provides a plush ride at slow speeds, with enough compression and rebound dampening to take on the hard hits an aggressive rider on a gnarly trail can dish out. The rear sway bar limits undesirable body roll in most situations. However, while cornering aggressively and then getting off the throttle, the front shocks permit the front end to roll towards the outer front tire, lifting the inner rear tire. Adding more preload to the adjustable front springs helps improves the situation, but even at the highest setting, I was able to lift a rear wheel often. </p> <p>The Tri Mode DPS is phenomenal. With the simple push of a button, the level of power steering assist can be adjusted on the fly. The DPS also mimics a steering stabilizer by deflecting unwanted handlebar feedback after impacting rocks, stumps, roots, and ruts. <br /><strong><br />HITS & MISSES: </strong><br /><strong><em>HITS: </em></strong><br />• The SST G2 chassis is much more refined and better handling than previous generation models. <br />• The Tri-Mode DPS is so good, it surprises me other manufacturers don’t offer it. </p> <p><em><strong>MISSES: </strong></em><br />• To provide a plush ride, the front suspension is soft. Aggressive riders will easily bottom out the front suspension long before they bottom the rear. <br />• The design of the TTi rear suspension leaves the rear axles more vulnerable to damage than a typical a-arm Independent Rear Suspension (IRS). <br /><strong><br />Ergonomics: </strong><br /><em><strong>KEY FEATURES: </strong></em><br />• Tri-Mode DPS (Dynamic Power Steering): Power steering selector button is accessible even at high speeds in rough terrain. <br />• LinQ System Racks: Their low profile prevents aggressive riders from impacting the racks during aggressive riding. Compatible with Can Am’s LinQ rack accessories. <br />• Hydraulic Disc Brakes: Dual, ventilated front discs and a single rear disc are actuated simultaneously by a single lever, rather than having to grab a separate front brake lever or stepping on a floorboard mounted rear brake pedal. <br />• 5.7-gallon rear storage trunk: Water resistant and large enough to house a small air compressor, which frees up rack space to haul other loads.</p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/handlebars_1.jpg" /> </p> <p><strong>PERFORMANCE: </strong><br />One of my favorite features on this Outlander is the Tri-Mode DPS. Having adjustable power steering is great, but being able to cycle through the three settings without needing to stop is genius. I experimented with the DPS button constantly, and it’s easy to feel the different settings take effect. </p> <p>At 6’2”, my long legs were the perfect length to land my tender hindquarters on the previous generation Outlander rear rack dozens of times. The Outlander 1000XT fixes that with the new LinQ System rack that has a much lower profile that’s much kinder to my tailbone. </p> <p>While trying to get the Outlander stuck, I dunked it into a murky pit with a water depth that nearly reached the seat. The exhaust gurgled like an outboard motor and with the Visco-Lok automatically engaged, the Outlander clawed its way out the other end. The mud worthiness is unquestionable. However, that experiment taught me that the “water resistant” rear trunk is not “waterproof”. </p> <p>The single lever braking works nicely in combination with large disc brakes, both front and rear. Although I’ve gotten used to riding single-levered machines, my preference is still to have separate control over the front and rear brakes. Riders do have the ability to brake the rear wheels separate from the front via a foot brake, but there is no separate front brake.</p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/overallrear.jpg" /> </p> <p><strong>HITS & MISSES: </strong><br /><strong><em>HITS: </em></strong><br />• Tri-Mode selector on left thumb <br />• Rear rack profile is excellent and far superior to the previous rack design. </p> <p><em><strong>MISSES: </strong></em><br />• An ATV with this much performance should have separate front and rear brake levers. <br />• Winch remote cable is stowed in the rear trunk, which is not waterproof.</p> <p><img style="margin-top: 0px; margin-right: 10px; margin-bottom: 0px; margin-left: 0px;" align="left" width="220" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/overallfront.jpg" /></p> <p><strong>Fit/Finish:</strong> <br /><strong><em>Key Features </em></strong><br />• New Bodywork: Slick looking plastic bodywork is available in Yellow, Black, Camo, and Pure Magnesium Metallic. <br />• Hand guards: Standard on XT models, they provide protection from branches and flying debris, while also helping to keep hands warm during winter riding. <br />• Front and rear bumpers: standard on XT models, the bumpers protect the bow and stern from light impacts with trail obstacles. <br />• 3000-Pound Warn winch: Standard on XT models, it comes with a removable wired remote control. <br />• Standard 2” receiver hitch: designed to accept the same hitch used on your truck. </p> <p>After putting several hundred miles on my demo machine I was impressed by the durability of the stock camo bodywork. It’s not uncommon for plastic to discolor or show scratches after pounding through brush and tree branches. I rode through miles of briars and brush, and the camo plastic still looked great. The stylish and aggressive-looking plastic also did a very nice job of keeping me clean and dry, even in the wet, sloppy conditions I subjected the Outlander 1000XT to. </p> <p><strong>HITS & MISSES: </strong><br /><strong><em>HITS: </em></strong><br />• Plastic bodywork is durable, stylish, and keeps the rider dry <br />• The Front and rear bumpers provide excellent protection <br />• 3000lb Warn winch is powerful and capable, plus it has a remote. </p> <p><em><strong>MISSES: </strong></em><br />• $400 more for a Camo or Pure Magnesium Metallic model <br />• None of my five 2” hitches would fit into the receiver hitch location. The location of the rear differential only allows a VERY short hitch to be used. </p> <p><strong>Engineering/Functionality: </strong><br /><strong><em>Key Features: </em></strong><br />• Maintenance Friendly: The rear brake fluid reservoir, starter solenoid, relays, and the battery have been moved under the seat. <br />• Redesigned Airbox: Located high in the chassis, the airbox has been redesigned to flow air more efficiently and is serviceable without the need for tools. <br />• Digitally Encoded Security System (D.E.S.S.™) : A microchip inside the key thwarts would-be thieves. Two separate performance keys electronically limit engine performance, dependent upon which key is selected. </p> <p><strong>PERFORMANCE: </strong><br />When an ATV can deliver 82 horsepower, it’s important to make sure inexperienced riders don’t lose control of all that muscle. That’s why I think the two-key system Can Am uses in this Outlander is one of the smartest ideas and best safety enhancements in the industry. The standard key electronically limits the rider to a top speed of 44mph while the performance key delivers full power. and full speed. Just make sure you keep track of which key does what! The new airbox is also well designed. I’ve swamped my share of ATV’s in water over the years. Being able to access the air filter without needing a special set of tools could be the difference between riding and walking home. </p> <p><strong>HITS & MISSES: </strong><br /><strong><em>HITS: </em></strong><br />• 2 separate microchip encoded keys that deliver varying levels of performance <br />• Tool-less air filter service </p> <p><em><strong>MISSES: </strong></em><br />• Some Can Am dealerships have been rumored to incorrectly program the separate performance keys. </p> <p><strong>Final Thoughts: </strong><br />The 2012 Can Am Outlander 1000 XT is an amazing piece of machinery. Whether working or playing, you’d be hard pressed to find another stock ATV on the planet with as much capability as the Outlander 1000 XT. The MSRP for my demo machine was $12,349, so the performance and capability doesn’t come cheaply. </p> <p>There are probably few riders out there that truly “need” a machine like the Can Am Outlander 1000 XT. You don’t need 82 horsepower to plow snow. You don’t need 82 horsepower to drag a deer out of the woods. You don’t need 82 horsepower to ford a creek, climb a pile of rocks, or squeeze through a tight grove of trees. But most ATV buyers purchase what they want, not what they need. And if you want one of the most impressive and technically advanced ATV’s on the planet, you want the 2012 Can Am Outlander 1000 XT.</p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/overallside1.jpg" /> </p> <p><strong>SPECIFICATIONS: </strong></p> <p><strong>Engine: </strong><br />Type: 976cc, V-twin, liquid-cooled, SOHC, 8-valve (4-valve/cyl) <br />Bore & Stroke: 91 x 75 mm <br /><em><strong>EFI System / Carburetor:</strong></em> 46 mm Throttle Body, 2 Siemens∞ VDO injectors <br /><em><strong>Starting System:</strong></em> Electric <br /><em><strong>Transmission: </strong></em>CVT, sub-transmission with high, low, park, neutral & reverse. Standard engine braking <br /><em><strong>Drive Train:</strong></em> Selectable 2w/4w shaft driven with Visco-Lok&dagger; front differential </p> <p><strong>Chassis: </strong><br />Frame: SST G2 <br />Front Suspension Type/Shocks: Double A-arm <br />Front Suspension Travel: 9 in (229 mm) <br />Rear Suspension Type/Shocks: Torsional Trailing arm Independent (TTI) <br />Rear Suspension Travel: 9.3 in (236 mm) <br />Front Brakes: Dual 214 mm ventilated disc brakes with hydraulic twin-piston calipers <br />Rear Brake: Single 214 mm ventilated disc brake with hydraulic twin-piston caliper <br />Tires/Front: 26 x 8 x 12 in / 660 x 203 x 305 mm <br />Tires/Rear: 26 x 10 x 12 in / 660 x 254 x 305 mm <br />Wheels: Cast-aluminum\ </p> <p><strong>Dimensions: </strong><br />L x W x H (in): 86 x 46 x 44 in <br />L x W x H (mm): 2,184 x 1,168 x 1,118 mm <br />Wheelbase: 51 in (1,295 mm) <br />Seat Height: 34.5 in (877 mm) <br />Ground Clearance: 12 in (305 mm) <br />Dry Weight: 747 lb (339 kg) <br />Towing Capacity: 1,300 lb (590 kg) <br />Front Rack Capacity: 100 lb (45 kg) Rear Rack Capacity: 200 lbs. (90 kg) <br />Rear storage: 5.7 US gal (21.4L) <br />Fuel Capacity: 5.4 US gal (20.5L)  </p> <p><strong>Features: </strong><br /><em><strong>Instrumentation: </strong></em> Multi-function digital LCD gauge: Speedometer, tachometer (bar graph RPM, bottom bar numerical RPM), odometer, trip & hour meters, diagnostic center, gear position, engine hour meter, 4x4 indicator, temperature and engine lights, fuel gauge, clock, auto shut off after 15 minutes <br /><strong><em>Anti-Theft: </em></strong> D.E.S.S.™ (Digitally Encoded Security System) <br /><strong><em>Electrical:</em></strong> Prewired for winch <br /><strong><em>Lighting:</em></strong> 230-watt from twin 60-watt reflectors and dual 55-watt projectors with tail/brake light <br /><em><strong>DC Outlet:</strong></em> Lighter type in console, standard connector in the back (15A) <br /><em><strong>Colors:</strong></em> Black, Yellow, Camo, Pure Magnesium Metallic <br /><strong>MSRP:</strong> $11,949 -Yellow/Black, $12,349 - Camo/Pure Magnesium Metallic <br /><strong>Warranty:</strong> 6 months limited factory warranty </p> <p><strong>XT Package: </strong><br />The XT package offers all the standard Outlander 1000 features, PLUS: <br />•Tri-mode Dynamic Power Steering (DPS) <br />•Visco-Lok&dagger; QE auto-locking front differential <br />•3,000-lb Warn winch <br />•Heavy-duty front and rear bumpers <br />•Handlebar wind deflectors</p> Aftermarket Parts ATVs Features Gear How-To Maintenance Product Testing Tricks and Tips Videos . Tue, 10 Apr 2012 13:36:51 -0400 Dave_Maccar 1001467136 at http://www.fieldandstream.com ATV Review: 2012 Can Am Outlander 1000 XT http://www.fieldandstream.com/articles/gear/atvs/how/2012/04/atv-review-2012-can-am-outlander-1000-xtb <p><em>by Lance Schwartz</em></p> <p><em></em> </p> <object classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" width="565" height="318" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0"> <param name="id" value="flashObj" /> <param name="bgcolor" value="#FFFFFF" /> <param name="flashVars" value="@videoPlayer=1553942912001&playerID=1531084597001&playerKey=AQ~~,AAAAAEw5kwg~,2RZE_s0b97wdBDOqHU01jGjzaHePKLPk&domain=embed&dynamicStreaming=true&videoSmoothing=true" /> <param name="base" value="http://admin.brightcove.com" /> <param name="seamlesstabbing" value="false" /> <param name="allowFullScreen" value="true" /> <param name="swLiveConnect" value="true" /> <param name="allowScriptAccess" value="always" /> <param name="src" value="http://c.brightcove.com/services/viewer/federated_f9?isVid=1&isUI=1" /><embed id="flashObj" type="application/x-shockwave-flash" width="565" height="318" src="http://c.brightcove.com/services/viewer/federated_f9?isVid=1&isUI=1" allowscriptaccess="always" swliveconnect="true" allowfullscreen="true" seamlesstabbing="false" base="http://admin.brightcove.com" flashvars="@videoPlayer=1553942912001&playerID=1531084597001&playerKey=AQ~~,AAAAAEw5kwg~,2RZE_s0b97wdBDOqHU01jGjzaHePKLPk&domain=embed&dynamicStreaming=true&videoSmoothing=true" bgcolor="#FFFFFF"></embed> </object><p> <strong>Machine: 2012 Can Am Outlander 1000 XT </strong><br /><strong>MSRP:</strong> $11,949 -Yellow/Black $12,349 - Camo/Pure Magnesium Metallic <br /><a href="http://www.canamoffroad.com " target="_blank">www.canamoffroad.com </a></p> <p>Over the last few months, I’ve logged nearly 300 miles testing Can Am’s new Outlander 1000 XT in the rocky, muddy, densely forested terrain of Pennsylvania’s anthracite coal region. The time spent riding the Outlander gave me a clear perception of how the machine performed in nearly every situation a typical rider would subject it to. The takeaway? This is the best ATV the company has ever produced. </p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/opener.jpg" /></p> <p>What makes it so good? The updates to the new Outlander 1000 XT are both evolutionary and revolutionary, but the most obvious change is to the engine. Past Outlander models featured engines ranging from 400 to 800cc. But with other manufacturers bumping engine size above 800cc, and after the successful launch of the Can Am Commander 1000 Side-by-Side in 2011, it made sense for Can Am to transplant the Commander’s massive 1000cc power plant into a new, mega-bore ATV. </p> <p>After the dust and mud settled, I was left with one impression: the Outlander1000 XT is not only the best ATV Can Am has ever built, it could very well be the litmus test upon which all other ATV’s in the industry are compared. </p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/rotax4tech.jpg" /> </p> <p><strong>Engine/Transmission/Drivetrain: </strong><br /><strong><em>Key Features: </em></strong><br />• 82 Horsepower Rotax Engine: This fuel injected, 976cc V-twin, liquid-cooled, eight-valve, single overhead cam is the most powerful engine available in a production ATV. <br />• CVT transmission: The Can Am CVT (Continuously Variable Transmission) features an electronic engine brake designed to mimic the compression braking that occurs naturally in manual transmissions. <br />• Visco-Lok&dagger; QE (Quicker Engaging) front differential: automatically locks/unlocks both front wheels when needed, allowing me to concentrate on clawing my way out of a murky quagmire rather than deciding whether or not I should lock the differential. <br />• New airbox: This is mounted higher in the chassis and redesigned to flow more air than in older Outlanders. Air filter can also now be changed without tools. </p> <p><strong>PERFORMANCE: </strong><br />You could be forgiven for thinking that, at eighty-two horsepower, this beast of an ATV would be a handful to ride, but the Outlander 1000 XT was surprisingly easy to handle at low speeds. I putted around my property, gently carrying a load on the racks and timidly towing a 1000-pound landscape trailer and never felt out of control. On the other hand, I could absolutely terrorize the terrain and rip down the trail at speeds in excess of 75mph with finesse. It’s tough to design an all-purpose ATV with this level of capability and refinement on both ends of the spectrum, but Can Am has accomplished the task. Inexperienced riders certainly need to respect the power and performance this ATV is capable of delivering, or they’ll risk the possibility of getting into trouble quickly. </p> <p>The hero here is the Outlander’s CVT transmission, which does an excellent job of harnessing the powerful engine. Were it not for the CVT being clutched properly, it would be tough to ride this much power in such a civilized manner. </p> <p><strong>HITS & MISSES: </strong><br /><em><strong>HITS: </strong></em><br />• Massive power, yet civilized enough to ride at slow speeds <br />• Fuel injection provides crisp throttle response and painless starts <br />• Visco-Lok&dagger; QE (Quicker Engagement) engages automatically when needed </p> <p><em><strong>MISSES: </strong></em><br />• Gear selector feels clunky, making gear changes more difficult than it should be. <br />• With 82hp, it’s easy to smoke the CVT belt when towing a load without choosing low gear. </p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/hitch.jpg" /> </p> <p><strong>Chassis/Suspension: </strong><br /><em><strong>Key Features: </strong></em><br />• G2 SST Chassis: Can Am’s Surrounding Spar Technology chassis gets major revisions, making it stronger, better handling, and capable of withstanding the force of 82 horsepower. <br />• TTi Rear Suspension: Features a “Torsional Trailing arm” similar to the rear suspension on a desert racing truck. This means the wheel pivots in an up and down motion rather than in an arc, as it does in more typical a-arm suspensions. This eliminates scrub -- the wheel’s tendency to move left and right as it cycles up and down. </p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/handlebarcontrols.jpg" /> </p> <p>• Tri Mode DPS (Dynamic Power Steering): Features low, medium, and maximum modes that can be adjusted on the fly with the rider’s left thumb. </p> <p><strong>PERFORMANCE: </strong><br />The new G2 SST chassis gives this Outlander a more tame front end that dives less during breaking and sharp turns. The new suspension provides a plush ride at slow speeds, with enough compression and rebound dampening to take on the hard hits an aggressive rider on a gnarly trail can dish out. The rear sway bar limits undesirable body roll in most situations. However, while cornering aggressively and then getting off the throttle, the front shocks permit the front end to roll towards the outer front tire, lifting the inner rear tire. Adding more preload to the adjustable front springs helps improves the situation, but even at the highest setting, I was able to lift a rear wheel often. </p> <p>The Tri Mode DPS is phenomenal. With the simple push of a button, the level of power steering assist can be adjusted on the fly. The DPS also mimics a steering stabilizer by deflecting unwanted handlebar feedback after impacting rocks, stumps, roots, and ruts. <br /><strong><br />HITS & MISSES: </strong><br /><strong><em>HITS: </em></strong><br />• The SST G2 chassis is much more refined and better handling than previous generation models. <br />• The Tri-Mode DPS is so good, it surprises me other manufacturers don’t offer it. </p> <p><em><strong>MISSES: </strong></em><br />• To provide a plush ride, the front suspension is soft. Aggressive riders will easily bottom out the front suspension long before they bottom the rear. <br />• The design of the TTi rear suspension leaves the rear axles more vulnerable to damage than a typical a-arm Independent Rear Suspension (IRS). <br /><strong><br />Ergonomics: </strong><br /><em><strong>KEY FEATURES: </strong></em><br />• Tri-Mode DPS (Dynamic Power Steering): Power steering selector button is accessible even at high speeds in rough terrain. <br />• LinQ System Racks: Their low profile prevents aggressive riders from impacting the racks during aggressive riding. Compatible with Can Am’s LinQ rack accessories. <br />• Hydraulic Disc Brakes: Dual, ventilated front discs and a single rear disc are actuated simultaneously by a single lever, rather than having to grab a separate front brake lever or stepping on a floorboard mounted rear brake pedal. <br />• 5.7-gallon rear storage trunk: Water resistant and large enough to house a small air compressor, which frees up rack space to haul other loads.</p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/handlebars_1.jpg" /> </p> <p><strong>PERFORMANCE: </strong><br />One of my favorite features on this Outlander is the Tri-Mode DPS. Having adjustable power steering is great, but being able to cycle through the three settings without needing to stop is genius. I experimented with the DPS button constantly, and it’s easy to feel the different settings take effect. </p> <p>At 6’2”, my long legs were the perfect length to land my tender hindquarters on the previous generation Outlander rear rack dozens of times. The Outlander 1000XT fixes that with the new LinQ System rack that has a much lower profile that’s much kinder to my tailbone. </p> <p>While trying to get the Outlander stuck, I dunked it into a murky pit with a water depth that nearly reached the seat. The exhaust gurgled like an outboard motor and with the Visco-Lok automatically engaged, the Outlander clawed its way out the other end. The mud worthiness is unquestionable. However, that experiment taught me that the “water resistant” rear trunk is not “waterproof”. </p> <p>The single lever braking works nicely in combination with large disc brakes, both front and rear. Although I’ve gotten used to riding single-levered machines, my preference is still to have separate control over the front and rear brakes. Riders do have the ability to brake the rear wheels separate from the front via a foot brake, but there is no separate front brake.</p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/overallrear.jpg" /> </p> <p><strong>HITS & MISSES: </strong><br /><strong><em>HITS: </em></strong><br />• Tri-Mode selector on left thumb <br />• Rear rack profile is excellent and far superior to the previous rack design. </p> <p><em><strong>MISSES: </strong></em><br />• An ATV with this much performance should have separate front and rear brake levers. <br />• Winch remote cable is stowed in the rear trunk, which is not waterproof.</p> <p><img style="margin-top: 0px; margin-right: 10px; margin-bottom: 0px; margin-left: 0px;" align="left" width="220" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/overallfront.jpg" /></p> <p><strong>Fit/Finish:</strong> <br /><strong><em>Key Features </em></strong><br />• New Bodywork: Slick looking plastic bodywork is available in Yellow, Black, Camo, and Pure Magnesium Metallic. <br />• Hand guards: Standard on XT models, they provide protection from branches and flying debris, while also helping to keep hands warm during winter riding. <br />• Front and rear bumpers: standard on XT models, the bumpers protect the bow and stern from light impacts with trail obstacles. <br />• 3000-Pound Warn winch: Standard on XT models, it comes with a removable wired remote control. <br />• Standard 2” receiver hitch: designed to accept the same hitch used on your truck. </p> <p>After putting several hundred miles on my demo machine I was impressed by the durability of the stock camo bodywork. It’s not uncommon for plastic to discolor or show scratches after pounding through brush and tree branches. I rode through miles of briars and brush, and the camo plastic still looked great. The stylish and aggressive-looking plastic also did a very nice job of keeping me clean and dry, even in the wet, sloppy conditions I subjected the Outlander 1000XT to. </p> <p><strong>HITS & MISSES: </strong><br /><strong><em>HITS: </em></strong><br />• Plastic bodywork is durable, stylish, and keeps the rider dry <br />• The Front and rear bumpers provide excellent protection <br />• 3000lb Warn winch is powerful and capable, plus it has a remote. </p> <p><em><strong>MISSES: </strong></em><br />• $400 more for a Camo or Pure Magnesium Metallic model <br />• None of my five 2” hitches would fit into the receiver hitch location. The location of the rear differential only allows a VERY short hitch to be used. </p> <p><strong>Engineering/Functionality: </strong><br /><strong><em>Key Features: </em></strong><br />• Maintenance Friendly: The rear brake fluid reservoir, starter solenoid, relays, and the battery have been moved under the seat. <br />• Redesigned Airbox: Located high in the chassis, the airbox has been redesigned to flow air more efficiently and is serviceable without the need for tools. <br />• Digitally Encoded Security System (D.E.S.S.™) : A microchip inside the key thwarts would-be thieves. Two separate performance keys electronically limit engine performance, dependent upon which key is selected. </p> <p><strong>PERFORMANCE: </strong><br />When an ATV can deliver 82 horsepower, it’s important to make sure inexperienced riders don’t lose control of all that muscle. That’s why I think the two-key system Can Am uses in this Outlander is one of the smartest ideas and best safety enhancements in the industry. The standard key electronically limits the rider to a top speed of 44mph while the performance key delivers full power. and full speed. Just make sure you keep track of which key does what! The new airbox is also well designed. I’ve swamped my share of ATV’s in water over the years. Being able to access the air filter without needing a special set of tools could be the difference between riding and walking home. </p> <p><strong>HITS & MISSES: </strong><br /><strong><em>HITS: </em></strong><br />• 2 separate microchip encoded keys that deliver varying levels of performance <br />• Tool-less air filter service </p> <p><em><strong>MISSES: </strong></em><br />• Some Can Am dealerships have been rumored to incorrectly program the separate performance keys. </p> <p><strong>Final Thoughts: </strong><br />The 2012 Can Am Outlander 1000 XT is an amazing piece of machinery. Whether working or playing, you’d be hard pressed to find another stock ATV on the planet with as much capability as the Outlander 1000 XT. The MSRP for my demo machine was $12,349, so the performance and capability doesn’t come cheaply. </p> <p>There are probably few riders out there that truly “need” a machine like the Can Am Outlander 1000 XT. You don’t need 82 horsepower to plow snow. You don’t need 82 horsepower to drag a deer out of the woods. You don’t need 82 horsepower to ford a creek, climb a pile of rocks, or squeeze through a tight grove of trees. But most ATV buyers purchase what they want, not what they need. And if you want one of the most impressive and technically advanced ATV’s on the planet, you want the 2012 Can Am Outlander 1000 XT.</p> <p><img width="545" src="http://www.fieldandstream.com/files/imagecache/photo-article/photo/38356/overallside1.jpg" /> </p> <p><strong>SPECIFICATIONS: </strong></p> <p><strong>Engine: </strong><br />Type: 976cc, V-twin, liquid-cooled, SOHC, 8-valve (4-valve/cyl) <br />Bore & Stroke: 91 x 75 mm <br /><em><strong>EFI System / Carburetor:</strong></em> 46 mm Throttle Body, 2 Siemens∞ VDO injectors <br /><em><strong>Starting System:</strong></em> Electric <br /><em><strong>Transmission: </strong></em>CVT, sub-transmission with high, low, park, neutral & reverse. Standard engine braking <br /><em><strong>Drive Train:</strong></em> Selectable 2w/4w shaft driven with Visco-Lok&dagger; front differential </p> <p><strong>Chassis: </strong><br />Frame: SST G2 <br />Front Suspension Type/Shocks: Double A-arm <br />Front Suspension Travel: 9 in (229 mm) <br />Rear Suspension Type/Shocks: Torsional Trailing arm Independent (TTI) <br />Rear Suspension Travel: 9.3 in (236 mm) <br />Front Brakes: Dual 214 mm ventilated disc brakes with hydraulic twin-piston calipers <br />Rear Brake: Single 214 mm ventilated disc brake with hydraulic twin-piston caliper <br />Tires/Front: 26 x 8 x 12 in / 660 x 203 x 305 mm <br />Tires/Rear: 26 x 10 x 12 in / 660 x 254 x 305 mm <br />Wheels: Cast-aluminum\ </p> <p><strong>Dimensions: </strong><br />L x W x H (in): 86 x 46 x 44 in <br />L x W x H (mm): 2,184 x 1,168 x 1,118 mm <br />Wheelbase: 51 in (1,295 mm) <br />Seat Height: 34.5 in (877 mm) <br />Ground Clearance: 12 in (305 mm) <br />Dry Weight: 747 lb (339 kg) <br />Towing Capacity: 1,300 lb (590 kg) <br />Front Rack Capacity: 100 lb (45 kg) Rear Rack Capacity: 200 lbs. (90 kg) <br />Rear storage: 5.7 US gal (21.4L) <br />Fuel Capacity: 5.4 US gal (20.5L)  </p> <p><strong>Features: </strong><br /><em><strong>Instrumentation: </strong></em> Multi-function digital LCD gauge: Speedometer, tachometer (bar graph RPM, bottom bar numerical RPM), odometer, trip & hour meters, diagnostic center, gear position, engine hour meter, 4x4 indicator, temperature and engine lights, fuel gauge, clock, auto shut off after 15 minutes <br /><strong><em>Anti-Theft: </em></strong> D.E.S.S.™ (Digitally Encoded Security System) <br /><strong><em>Electrical:</em></strong> Prewired for winch <br /><strong><em>Lighting:</em></strong> 230-watt from twin 60-watt reflectors and dual 55-watt projectors with tail/brake light <br /><em><strong>DC Outlet:</strong></em> Lighter type in console, standard connector in the back (15A) <br /><em><strong>Colors:</strong></em> Black, Yellow, Camo, Pure Magnesium Metallic <br /><strong>MSRP:</strong> $11,949 -Yellow/Black, $12,349 - Camo/Pure Magnesium Metallic <br /><strong>Warranty:</strong> 6 months limited factory warranty </p> <p><strong>XT Package: </strong><br />The XT package offers all the standard Outlander 1000 features, PLUS: <br />•Tri-mode Dynamic Power Steering (DPS) <br />•Visco-Lok&dagger; QE auto-locking front differential <br />•3,000-lb Warn winch <br />•Heavy-duty front and rear bumpers <br />•Handlebar wind deflectors</p> Aftermarket Parts ATVs Features Gear How-To Maintenance Product Testing Tricks and Tips Videos . http://www.fieldandstream.com/articles/gear/atvs/how/2012/04/atv-review-2012-can-am-outlander-1000-xtb#comments Tue, 10 Apr 2012 13:36:51 -0400 Dave_Maccar 1001467135 at http://www.fieldandstream.com