Product Testing

ATV Gear Review: Klim Adrenaline GTX Boot

Online Editors — Tue, 22 May 2012 08:00:36 -0400

Klim Adrenaline GTX Boot
MSRP: $199.99

Performance:
For the last several years, I’ve owned an original pair of Klim Adrenaline boots, the predecessor to the Adrenaline GTX. Those boots have seen many miles while protecting my heinous feet on trail rides all over the country, keeping them warm, dry, and comfy during my adventures. In my opinion, the new Adrenaline GTX is even better.

In recent years, Klim has earned a solid reputation for building a full gamut of high performance, ruggedly constructed technical riding gear for ATV and off-road motorcycle enthusiasts. I’ve spent the last few months torturing my Adrenaline GTX’s in snow, rain, mud, and even the warm spring weather, and they’ve kept my feet comfortable in every situation.

The boot’s internal shock protection has kept the soles of my feet happy, even after spending days rigorously testing ATV’s and SxS’s for our Field and Stream Best of the Best competition. One of my favorite features about the Adrenaline GTX boots is the fact that they can also be worn to drive a SxS. A typical ATV riding boot was too stiff to for me to bend my ankle to apply the throttle and brake. Without the Adrenaline GTX’s, I’d have been forced to drag another pair of boots along on my outings.

On trail rides, I often get off my machine and wander around aimlessly on foot, exploring the surroundings. With a typical riding boot, this task is annoying at best because they aren’t designed for walking around. With the Klim Adrenaline GTX, i was comfortable walking and riding.

I recently committed to a riding trip in Montana this summer and the Adrenaline GTX’s will be traveling with me. In addition to their impressive performance, I’m also looking forward to these lightweight boots helping me circumvent the exorbitant baggage fees my gear bag usually causes.

Hits
- Incredible wet and cold weather performance.
- Great ankle support.
- Reasonably priced
- Lightweight
- Extremely durable

Misses
- None that I’ve found yet

Key Features
- Breathable GORE-TEX® keeps feet warm and dry
- 600 gram Thinsulate™ insulation
- High-grip sole is incredibly durable
- Utilizes a moisture wicking liner
- Internal EVA foam is engineered to cushion the top and tips of toes.
- Ankle cutout enables forward flexibility

ATV Gear Review: Klim Adrenaline GTX Boot

Online Editors — Tue, 22 May 2012 08:00:36 -0400

Klim Adrenaline GTX Boot
MSRP: $199.99

Hits
- Incredible wet and cold weather performance.
- Great ankle support.
- Reasonably priced
- Lightweight
- Extremely durable

Misses
- None that I’ve found yet

ATV Review: Kawasaki Teryx4 750 4X4 EPS LE

Online Editors — Thu, 10 May 2012 13:23:06 -0400

2012 Kawasaki Teryx4 750 4x4 EPS LE
MSRP: $15,199 –Sunrise Yellow/Aztec Red

Over the past several months, the 2012 Kawasaki Teryx4 750 4x4 EPS LE has served me well as a steadfast adventure rig. Racking up about 300 miles on the odometer, I’ve used the Teryx4 to cart my kids and gear on several epic fishing adventures; I transported my parents and son on some outrageously technical trails that made my Mom swear at me; and I utilized the Teryx4 to handle various yard chores with my M101 military trailer in tow.

The impressively engineered chassis, stout power plant, agile handling, and excellent comfort left me thoroughly impressed with Kawasaki’s first foray into the sport-utility four passenger market. While other manufacturers have tailored their four passenger SxS’s towards either the sport or utility segment of the market, the Kawasaki Teryx4 is equally capable of excelling at both.

ENGINE/TRANSMISSION/DRIVETRAIN:
Key Features
- Powerful V-Twin: Kawasaki’s legendary 90 degree four stroke V-twin is tuned for a 17% increase in power over the standard Teryx models. The power increase is needed to compensate for the extra weight of four passengers and the added girth of the Teryx4’s chassis.
- Continuously Variable Transmission (CVT): Redesigned for the Teryx4, it's the industry’s first CVT to utilize an integrated centrifugal clutch. Located between the crankshaft and the CVT drive pulley, the centrifugal clutch helps make the transmission’s response to throttle input more precise at slower speeds.
- Selectable four-wheel drive and differential lock: With a simple but effective rotary knob mounted on the dash, transferring power from two to four wheels is instantaneous.
- Redesigned air box and snorkel: 300% larger than a standard Teryx airbox, it reduces intake noise while also feeding the engine more clean air. Plus, the air filter is serviceable without tools.

Performance:
I was impressed with the power and torque produced by the V-twin, especially with four adults on board. The new centrifugal clutch makes for a smooth throttle response, particularly when taking on tricky terrain that requires precise throttle modulation, like rock crawling. Whether meticulously crawling my way through tight trees, tearing across a corn field with the throttle pinned, or bouncing down a sloppy trail, the Teryx4 performed well.

In two wheel drive, it was exhilarating to drift the Teryx4 through corners, rally-car style. With a twist of the dash-mounted rotary knob, selecting four-wheel drive or four-wheel differential lock was painless when the trail became too difficult to negotiate in two-wheel drive.

Hits
- New centrifugal clutch helps provide stellar throttle control, especially at low speeds.
- V-twin power plant has gobs of low end torque and is nearly vibration-free
- Smooth shifting transmission
- Easy to use dash-mounted 4x4/diff lock selector
- Digital Fuel Injection provides crisp starts and instant throttle response

Misses
- The combination of a potent V-twin, heavy curb weight, and cabin full of passengers makes this Teryx4 a glutton for fuel.

CHASSIS/SUSPENSION:
Key Features
- Electric Power Steering (EPS): reduces steering effort and bump steer, which adds a level of safety and minimizes driver fatigue.
- Short Wheelbase: At 86”, the Teryx4 is only 10” longer than the standard two-seat Teryx. This contributes to the Teryx4’s nimble handling and tight 16.7’ turning radius.
- New Rollover Protective Structure (ROPS) Exoskeleton: protects the passengers while also providing extra frame rigidity.
- Sport-Tuned Suspension: Designed for high-performance riding with the weight of four passengers, the suspension offers a smooth ride in even the gnarliest terrain. The compression and rebound adjusters make the shocks very tunable.
- Sealed, oiled-bathed multi-plate rear brakes: the compact design of this atypical brake system helps to create 10.7” of ground clearance in a nearly maintenance free design, resistant to mud and muck.

Performance:

In years past, traversing the tight woods in a SxS capable of hauling four adults didn’t exactly sound like my idea of fun. The Teryx4 has forever changed my opinion. With the tight wheelbase, I was able to wind my way through trails I could never negotiate with many of the other multi-passenger SxS’s on the market. The EPS worked very well at both minimizing the steering effort and reducing steering wheel kickback after smashing into rocks and stumps.

Fortunately, I never put the Teryx4 on its roof to test rollover protection, but the tubular exoskeleton from the cage also runs underneath the Teryx4 and did a great job of protecting the undercarriage from rock damage.

The Showa piggyback reservoir shocks with both compression and rebound adjustments were plush at low speeds and sucked up the big hits at high speeds. Piggyback reservoirs keep the shock oil cool to help resist fading on long rides or tough trails. Brake response was impressive, with large dual front discs and a sealed multi-disc enclosed wet brake on the rear.

Hits
- Exoskeleton provides rigidity and helps protect the passengers as well as the undercarriage.
- Turning radius is the tightest in the class, allowing this four-seater to negotiate trails others in the class simply cannot.
- Showa shocks provide a smooth ride at low speeds while retaining the ability to suck up large hits at high speeds.
- Maintenance free sealed wet multi-disc rear brakes provide years of maintenance-free service. It’s also hydraulically actuated, providing much better pedal feel than the cable actuated versions used on Kawasaki ATV’s.

Misses
- The front end has a tendency to push at slower speeds.

ERGONOMICS
Key Features
- Stadium-style rear seats: sitting a bit higher and offset slightly to the center, the seats give rear seat passengers an unobstructed view over the front passengers.
- Massive passenger compartment: provides plenty of shoulder and leg room, even for tall people. The form fitting front bucket seats can be adjusted, but require tools to do so.
- Drink Holders for each passenger: long adventures with the family require lots of liquid. These drink holders are each large enough to carry a gigantic bottle of water.

Performance:
I spent a lot of time sitting in each of the vehicle's seats, including the rear stadium seats, and they were all very comfortable. At 6’2” tall, I still had plenty of room for my long legs. The front passenger seat has two handles and the rear seats have a crossbar that makes entry, exit, and “holding on for dear life” easy.

From the driver’s seat, accessing the four wheel drive knob is easy, even with muddy gloves. Gear changes are simple, since the engine and transmission sit between the two front seats, with the notched shifter easily within reach.

On adventures with my family, we carried a cooler in the rear storage compartment to house food and drinks. Front and rear 12-volt accessory ports work nicely for powering GPS devices or recharging batteries on the run.

Hits
- Rear stadium seats provide an unobstructed view for rear seat passengers.
- Grab handles located up front and in the rear cabin section help keep passengers firmly planted in the seat.
- Sufficient room in the back seats to comfortably fit tall passengers.
- Two 12-volt accessory plugs

Misses
- Tools are required to adjust the front seats
- No tilt steering wheel
- Rear seats are not adjustable

FIT/FINISH:
Key Features
- Forward tilting hood: allows quick access to the radiator, airbox, and front suspension. This simplifies cleanup and air filter maintenance.
- Four standard doors: They do a phenomenal job of keeping body parts in and debris out. The doors also help to enhance the vehicle's style.
- Standard steel front bumper: Designed to protect the machine's vital parts up, the steel construction also makes a great tie-down location for securing a trailer.
- Steel skid plates: Located under the engine and drivetrain, steel plates help protect vital parts more effectively than cheaper, plastic skid plates.

OVERALL PERFORMANCE:

I love the four “slammable” doors. For me, they triggered something in my brain to immediately buckle my seat belt, which I find incredibly important when operating any SxS, and they're good for keeping body parts in and other crud out. A rogue tree root I encountered on a trail ride one afternoon gave rise to my only criticism. Jutting out of a bank horizontally, the root nearly ripped off my front driver side door. The attractive looking doors give guys like me one more thing to accidentally destroy.

Bouncing down a rocky trail on an adventure with my parents and son aboard, the back end of the Teryx4 made heavy contact with a rock the size of a giant beach ball, which had been partially buried in the ground. The collision tore the rock from soil’s grasp and blasted the Teryx4’s rear end skyward nearly three feet. I thought for sure I’d find the rear end in pieces scattered about the trail. Upon further inspection, the steel skidpan was badly bruised from the incident, but it did a fine job of protecting the rear differential. Had the plate been plastic, it would have definitely been an ugly situation.

I am a maintenance freak. I pressure wash my machines after every ride. The tilting front end on the Teryx4 made it easy to spray mud and debris out of the radiator and front suspension components.

The standard Maxxis Bighorn 2.0’s are not only premium tires, they’re one of my favorite SxS and ATV tires on the planet. They had excellent traction and resisted punctures in the rocky terrain where I typically test. I very rarely put 250-300 miles on a demo machine without a flat, but the Bighorn 2.0’s held up to the abuse.

Hits
- Standard Maxxis Bighorn 2.0’s mounted on stylish cast aluminum wheels
- Minimal interior gauge layout is simple but functional
- Four hinged doors are attractive and functional

Misses
- Steel skid plates offer great protection, but add weight
- Cargo area is large enough to haul a giant cooler, but won’t perform well hauling yard debris or mulch.

FINAL THOUGHTS:
The Teryx4 is comfortable, fast, nimble, and incredibly capable. Given the LE’s MSRP of $15,199, there is no doubt you could purchase a car capable of swallowing a family of four to embark on a typical vacation for that type of coin. However, for off-road enthusiasts interested in owning the ultimate family-friendly adventure rig with the capability to reach even the most secluded vacation destinations, the Teryx4 750 EPS LE is currently the best solution on the planet.

SPECIFICATIONS:
Engine: Liquid-cooled, 90-degree, four-stroke V-twin
Valve system: SOHC, four valves per cylinder
Displacement: 749cc
Bore x stroke: 85 x 66mm
Compression ratio : 9.3:1
Fuel system: Digital Fuel Injection, 2 x Mikuni 36mm throttle bodies
Ignition: TCBI w/ electronic advance
Transmission Continuously variable belt-drive transmission with high and low range, plus reverse and wet centrifugal clutch
Final drive: Selectable four-wheel drive with locking Front Differential, shaft
Frame: Double-X reinforced design using large-diameter, thin-walled, high-tensile tubular steel
Front suspension/wheel travel: Dual A-arm with fully adjustable, gas charged, reservoir shocks / 7.8 in.
Rear suspension/wheel travel: Adjustable Independent Rear Suspension (IRS) with fully adjustable, gas charged, reservoir shocks / 8.2 in.
Front tires: Maxxis 26x9-12
Rear tires: Maxxis 26x11-12
Front brakes: Dual hydraulic discs with 2-piston calipers
Rear brake: Sealed, oil-bathed, multi-disc
Overall length: 125.2 in.
Overall width: 62.0 in.
Overall height: 79.4 in.
Wheelbase: 86.1 in.
Ground clearance: 10.8 in.
Lighting: (2) 35W headlights, (2) 8W taillight, 24W stoplight
Cargo bed capacity: 249 lbs., 47.6 W x 17.9 L x 8.7 in. H
Towing capacity: 1,300 lbs.
Curb weight: 1627.3 lbs.
Fuel capacity: 7.9 gal.
Instruments: Multi-function Digital Meter with speedometer, fuel gauge, clock hour meter, odometer, dual trip meter and parking brake, CVT belt, R/N/P/4WD, water temp and oil pressure indicators
Colors: Sunrise Yellow, Aztec Red
Warranty: 6 Months

ATV Review: Kawasaki Teryx4 750 4X4 EPS LE

Online Editors — Thu, 10 May 2012 13:23:06 -0400

2012 Kawasaki Teryx4 750 4x4 EPS LE
MSRP: $15,199 –Sunrise Yellow/Aztec Red

Misses
- The combination of a potent V-twin, heavy curb weight, and cabin full of passengers makes this Teryx4 a glutton for fuel.

Performance:

Misses
- The front end has a tendency to push at slower speeds.

Misses
- Tools are required to adjust the front seats
- No tilt steering wheel
- Rear seats are not adjustable

OVERALL PERFORMANCE:

I am a maintenance freak. I pressure wash my machines after every ride. The tilting front end on the Teryx4 made it easy to spray mud and debris out of the radiator and front suspension components.

Hits
- Standard Maxxis Bighorn 2.0’s mounted on stylish cast aluminum wheels
- Minimal interior gauge layout is simple but functional
- Four hinged doors are attractive and functional

Misses
- Steel skid plates offer great protection, but add weight
- Cargo area is large enough to haul a giant cooler, but won’t perform well hauling yard debris or mulch.

ATV Gear Review: Aluma A8816 Trailer

Online Editors — Fri, 27 Apr 2012 12:58:22 -0400

Aluma A8816 ATV Trailer
MSRP: $4,137

Performance:
I put the Aluma A8816 to work hauling demo machines to various riding locales all over central Pennsylvania. The fact that this trailer only weighs 760 pounds unladen allows small truck owners, like me, to haul multiple ATV’s or side-by-sides. With brakes located on both axles of the trailer, a heavy load doesn’t burden the braking system on a smaller truck, as long as the truck is equipped with an add-on brake controller.

At various times, my cargo has included multiple combinations of four full-size 4x4 ATV’s, a Polaris Ranger Diesel Crew and a Polaris RZR 570, a Kawasaki Teryx4 and a Can Am Outlander 1000XT, and a Yamaha Rhino and Yamaha Grizzly. While it might look funny with a fully loaded 16-foot trailer rolling down the interstate at 75mph behind a Toyota Tacoma Double Cab, it’s very doable with the Aluma’s 4,400lb GVW and the Tacoma’s 6,500lb towing capacity.

Loading and unloading, which can be done from the side or rear, is made very easy using the Aluma A8816's integrated ramps. The ramps are secured to the trailer with a small clip that keeps them from falling off. I’m scatter-brained, so there were several times when I misplaced the clips. A small tether that secures the clip to the trailer would be a welcome addition.

When hauling fewer than four ATV’s, I discovered load balancing was critical for a smooth ride. With an unbalanced load, the A8816 tends to bounce around a lot. However, with an evenly distributed load, I found myself forgetting the trailer was even attached. With a single machine aboard, positioning as much weight as possible over the wheels delivered the smoothest ride.

The Aluma A8816 should certainly be considered a premium trailer. The aluminum construction will provide many years of maintenance-free use and keep corrosion at bay, even after years of living outdoors. The LEDs produce a bright light and their lifespan will outlast a typical bulb exponentially.

The Aluma A8816 also employs a very important safety feature many trailers neglect. Trailers equipped with brakes have an onboard battery that provides power to lock the brakes and bring a runaway trailer to a stop, should it ever become disconnected. The problem with this design is a dead battery renders the emergency brake useless. The Aluma A8816 has an integrated battery-health indicator in the battery-box lid, making it easier for an owner to address a battery issue before it’s too late.

If you’re looking for a trailer to haul one or two ATV’s, there are better choices than the Aluma A8816. But, to haul multiple machines at the same time like I always do, I found this trailer phenomenal. With an MSRP of $4,137, this capability doesn’t come cheap. However, if you look at the money spent as an investment in a trailer that will probably outlast most relationships, the purchase suddenly makes more sense.

Hits
- Aluminum construction is lightweight and won’t rust.
- Easily towed by a midsize truck like a Toyota Tacoma or Nissan Frontier.
- Visual indicator on surge brake battery health
- Aluminum floor won’t rot like competitor’s wooden floor.
- Drive-on, drive-off ramp configuration
- Four full-size ATV’s or a combination of ATV’s and SxS’s can be hauled simultaneously.

Misses
- More expensive than a similarly sized steel trailer.
- Unloaded or loaded unevenly, the ride isn’t smooth.
- Ramp latches are easily misplaced.

Key Features
- All aluminum construction
- 7’4” x 16’ aluminum deck
- Dual 2,200lb rubber torsion axles with brakes on all four wheels
- LED lights
- Four integrated aluminum 12”x70” ramps
- Eight tie down hoops welded onto the floor
- 4,400lb Gross Vehicle Weight (GVW)
- Only 760 lbs.

ATV Gear Review: Aluma A8816 Trailer

Online Editors — Fri, 27 Apr 2012 12:58:22 -0400

Aluma A8816 ATV Trailer
MSRP: $4,137

Misses
- More expensive than a similarly sized steel trailer.
- Unloaded or loaded unevenly, the ride isn’t smooth.
- Ramp latches are easily misplaced.

ATV Video Review: 2012 Polaris Sportsman Touring 850 H.O.

Dave_Maccar — Wed, 25 Apr 2012 13:03:18 -0400

Click here for the detailed text review, with photos, of the 2012 Polaris Sportsman Touring h50 H.O. ATV.

ATV Video Review: 2012 Polaris Sportsman Touring 850 H.O.

Dave_Maccar — Wed, 25 Apr 2012 13:03:18 -0400

Click here for the detailed text review, with photos, of the 2012 Polaris Sportsman Touring h50 H.O. ATV.

ATV Review: 2012 Polaris Sportsman Touring 850 H.O.

Dave_Maccar — Mon, 23 Apr 2012 10:27:18 -0400

by Lance Schwartz

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.

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.

Engine/Transmission/Drivetrain
Key Features
- 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.

- 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.

- 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.

- 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.

Performance
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.

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.

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.

Hits
- Impressive 850cc V-twin engine that returns with even more power
- Capable On-Demand All Wheel Drive (AWD)
- Engine Braking System (EBS) feels so natural, it’s nearly imperceptible

Misses
- Fuel injection doesn’t feel as refined as competitors and sometimes idles roughly
- The big V-twin vibration is noticeable.
- Active Descent Control (ADC) can be intrusive in very technical crawling situations and requires being switched on/off.

Chassis/Suspension
Key Features:
- Smoothest Riding: Polaris’ slogan is, “Hardest working. Smoothest riding”. I agree with the latter 100 percent.

- 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.

- 12” of ground clearance: enables the Sportsman to drive over obstacles rather than into them.

Performance
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.

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.

Hits
Super-plush ride
Long front and rear suspension travel
Power steering works even when the Touring 850 HO isn’t in motion

Misses
At 798lbs, this ATV is very heavy
EPS doesn’t feel as refined on the trail as the standard Sportsman 850 EPS.

Ergonomics
Key Features
Plush Seat: The most comfortable seat in the industry, allowing longer rides with less fatigue.
- 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.
- 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.

Performance
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.
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.

Hits
- The most comfortable seat in the 2-Up class
- Wide floorboards and a narrow center for increased comfort and reduced fatigue

Misses
- Would love to see an optional front brake lever

Fit and Finish
Key Features
- 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.
- Lock & Ride Racks: Incredibly easy to add Lock & Ride accessories without needing tools.

Performance
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.

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.

Hits
- Painted plastic bodywork has automotive quality looks with off-road durability.
- Removable Lock & Ride storage box is sleek and adds more hauling capability.

Misses
- $500 premium for a Special Edition model that adds a different colored paint and decals seems steep.
- Since Lock & Ride racks are plastic, cranking cargo down too tightly may crack the plastic.

Engineering/Functionality:
Key Features
- Comfort Ride Seat Suspension: the under-seat shock absorber makes passenger comfort unrivaled, with an inch of suspension travel from the seat alone.

- Handle/Bottle holders: integrated into the Lock & Ride racks are passenger handles that double as water bottle holders.

- 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.

Performance
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.

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.

Hits
- Suspension passenger seat is very comfortable and provides an unimpeded view of the trail.
- A separate bar mounted headlight is an inexpensive way to provide added safety for night riding.

MISSES
- If the strap on the Comfort Ride Seat gets hidden in muck, removing the seat becomes challenging.

Final Thoughts
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.

Specifications
Engine
Type: 850 cc, 4-stroke SOHC, liquid-cooled, twin cylinder
Fuel System: Electronic Fuel Injection
Transmission: Automatic PVT with park/reverse/neutral/low/high with Engine Braking System (EBS) and Active Descent Control (ADC)
Drive Train: On-Demand True AWD/2WD

Suspension
Front Suspension Type/Shocks: Duel A-arm
Front Suspension Travel: 9 in (229 mm)
Rear Suspension Type/Shocks: Dual A-arm
Rear Suspension Travel: 10.25 in (260 mm)
Brakes: Single Lever four-wheel hydraulic disc with hydraulic foot brake
Tires/Front: 26 x 8 x 14 in Maxxis M9805
Tires/Rear: 26 x 10 x 14 in Maxxis M9806
Wheels: 14” Cast-aluminum\

Dimensions
L x W x H (in): 86.5 x 47.6 x 58.25 in
L x W x H (mm): 219.7 x 120.9 x 147.9cm
Wheelbase: 57 in (144.8 cm)
Seat Height: 35.75 in (90.8 cm)
Ground Clearance: 11.25 in (28.5 cm)
Dry Weight: 798 lb (362 kg)

Capacities
Towing Capacity: 1,500 lb (680.4 kg)
Front Rack Capacity: 120 lb (55 kg) Rear Rack Capacity: 240 lb (110 kg)
Rear storage: 5.7 US gal (21.4L)
Fuel Capacity: 5.25 gal (19.9L)

Features
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
Cargo System: Lock & Ride
Lighting: Triple 50w High Beam, Dual 50w Low Beam Headlights; Dual Brakelights/TaillightsDC
Electronic Power Steering: Standard
Colors: Boardwalk Blue, Solar Red, Pearl White Limited Edition
MSRP: $10,999
Warranty: 1 year limited factory warranty