If a classic overlanding vehicle, like a tricked-out Toyota 4Runner, and a traditional side-by-side had a love child, it would look something like the Polaris Xpedition ADV. The brand-new, off-highway vehicle has features that overlanders are used to, like power windows, air conditioning, Bluetooth, rooftop tents, and tons of stowage space. But it’s also designed to take on tight trails, rugged terrain, and access backcountry places that you wouldn’t normally be able to reach in a truck. It’s capable of hauling five passengers and 600 pounds of gear. I had the opportunity to get a first look at the new vehicle, taking it 110 miles into the Arizona backcountry on a press event. Here’s how it performed.

Polaris Xpedition ADV 5 Northstar Specs and Key Features

• Heat and air conditioning 
• Lockable full doors with power windows
• Tip-out windshield with wash and wiper and rear hatch
• Ride Command+ with a 7-inch display
• JBL Trail Pro 4100 audio
• Front and rear cameras
• Tilt and telescoping steering
• 140a alternator charging system
• 114 HP ProStar 1000 Gen 2 engine
• FOX Podium QS3 with position sensitive spiral technology
• High clearance dual A-Arm with stabilizer bar
• 14 inches of ground clearance
• 30-inch Pro Armor Crawler XP tires
• On-demand true AWD/2WD/VersaTrac Turf Mode
• 200+ mile fuel range
• Polaris HD 4500 LB Winch
• Front bull bumper and full coverage skid plate
• ProFit sport roof and interior liner
• Lock and Ride MAX cargo system
• Rhino-Rack storage
• Fold flat and 60/40-split flip-up rear seats
• Price: Starting at $44,999 
• Seats: Five

Ride Command+

Pre-loaded with over 1,000,000 miles of mapped trails, Ride Command allows you to create waypoints, locate any group ride members, and communicate with other Ride Command vehicles without cell-service. You can see any stops, destinations, and other group ride vehicles clearly on the 7-inch display screen map. It’s convenient and safer to alert other drivers when to shift into low or warn followers of obstacles via this off-line messaging system without having to stop and exit the vehicle. The route planning and sharing will also be useful after your trip is over to share beta with other drivers.

Smooth Ride

Polaris engineering program leader, Dustin Bakker, told me the reason the Xpedition ADV has such a smooth riding experience is the suspension design. The vehicle has brand-new FOX QS3 shocks that work with the dual A-Arm suspension to provide a smooth ride. Combine this with the high clearance and 30-inch Pro Armor Crawler XP, and you’ve got a vehicle that won’t beat you up on a rugged trail. The three driving modes are comfort, standard, and sport; each are throttle mapped for varying terrain and riding experiences.

Storage

Pack your fishing gear, camping supplies, hunting equipment, roof top tent, coolers, mountain bikes, kayaks, and more. The Lock and Ride MAX cargo system, fold-flat rear seats, and Rhino-Rack bed or roof rack allow you to pack up the Xpedition ADV for any adventure you can think of. With a 1,160-pound payload capacity and 2,000-pound hitch towing rating, you can bring everything and the kitchen sink. The storage capacity on the Xpedition ADV is incredible, even if all five seats are taken.

Driving the Polaris Xpedition ADV 

Behind the wheel of the Xpedition ADV, I was honestly disappointed with how smoothly the vehicle conquered rocky obstacles and sudden drops into washes. It was my first time driving a side-by-side and I was ready for a more challenging ride, lurching through and hurdling over harsh terrain. However, for the first 10 miles, the Xpedition ADV felt as comfortable as driving my own all-wheel drive compact SUV along a dirt road. The Lock and Ride Max cargo system keeps a cooler, spare tire, or whatever else you pack up from shifting during the ride. However, the 142-pound Polaris rooftop tent on top of an already over 6-foot tall vehicle made me feel tippy on tight turns, and it turns out my suspicions weren’t unfounded.

After 40 miles of dusty turns, bumpy washes, rocky climbs, and open backroads, I did some unintentional durability testing on the new machine—and rolled it while cruising down a hill.

My helmet, seatbelt, and the roll cage did their jobs and I climbed out unharmed. The windshield cracked but the side windows surprisingly remained intact even after rolling over rocks. Polaris engineers used another Xpedition ADV’s winch to right the vehicle and, after popping an air filter and back panel back into place, Polaris staff were able to drive the vehicle out with nothing more than a cracked windshield, dented sides, and detached side mirrors. 

I should probably note here that the other drivers on this trip didn’t have any issues rolling vehicles. Also, I was impressed by the safety features, durability, and winch capability of the new machine. 

I was a passenger in the Xpedition ADV for the rest of the trip, which featured an intense rock crawl. The vehicle ascended the tight, rocky corridor with surprising ease. On the winding road that followed, the Xpedition ADV cornered smoothly. 

I was still able to sleep in the Polaris rooftop tent that night at camp, but it did bend slightly in the rollover meaning the platform wasn’t as flat as intended. The mattress is comfortable but firm. Polaris says there is room for three, but more than two adults wouldn’t be comfortable.

Final Thoughts on the Polaris Xpedition ADV

The air conditioning, Ride Command+, Bluetooth audio, and other luxury features are great, but the real draw of the Xpedition ADV is its ability to take you and your gear deep into the backcountry. While any overlanding vehicle can execute a mild climb and carry your hunting equipment, it can’t fit everywhere. The Xpedition ADV is going to tackle the tight turns, crawls, and tough terrain. 

You can get a ton of gear and passengers places that most vehicles can’t go. However, this side-by-side isn’t as lightweight and sporty as you might expect a traditional SXS to be. Especially with a 142-pound rooftop tent, you’ll have to be mindful of the Xpedition ADV’s 2,790-pound dry weight. This also means if you’re filling the Xpedition ADV to the gills with gear and riders, you’ll need to be more cautious. While no one wants to flip a side-by-side, you’ll be even more disappointed if your pair of $5,000 mountain bikes are hanging off the hitch during a rollover.

But with smart packing and thoughtful driving, this comfortable and spacious side-by-side can haul you and your gear to a dream destination. The Xpedition ADV excels as a family-friendly way to reach beautiful and desolate areas to bike, kayak, camp, hunt, or fish.

The post First Look: Polaris Xpedition ADV appeared first on Outdoor Life.

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If you need to get a buck back to camp or pull an open trailer stacked with snow goose decoys across a muddy Arkansas rice field, there are few machines that get those jobs done better than a Polaris Ranger side-by-side. Conversely, if you’re touring the sand dunes of Baja, where speed, handling, and comfort are paramount, the Polaris RZR is the ultimate choice. But folks interested in a machine that combines the features from both platforms didn’t have a real option until Polaris launched the General in 2015.

A 2023 Polaris General XP 1000 arrived at my parent’s farm in early spring—just in time to till a two-acre wheat field for planting. We used it to scout for turkeys in April and May, plus drive down to the fishing hole in summer. In the fall, my cousins put the General to an unauthorized speed test, finding out just how fast it could go (it was fast). During deer season, we used the winch to drag an 8-pointer out of a brush-choked gully and load it in the short bed of the Polaris. 

The General proved to be a machine that everyone in my extended family could enjoy, which was the point in creating this multifaceted UTV lineup. It caters to everyone, from hunters like me, to my young cousins just out for a joy ride. The General is also capable of going off trail when you need it to.

Polaris General XP 1000 Specifications

• Cab Capacity: Two riders (four-passenger option available)
• Engine: 999cc liquid-cooled four-stroke DOHC twin-cylinder
• Horsepower: 100
• Drive System: On-Demand True AWD/2WD Versa Trac
• Transmission: Automatic (P, R, N, L, H)
• Weight: 1,690 pounds
• Payload: 1,100 pounds
• Bed Capacity: 600 pounds
• Ground Clearance: 13½ inches
• Wheelbase: 83 inches
• Tow Rating: 1,500 pounds
• Front Tires: 30-inch Pro Armor Crawler XGF or ITP Ultra Cross R Spec
• Rear Tires: 30-inch Pro Armor Crawler XG or ITP Ultra Cross R Spec
• Wheels: 15-inch aluminum
• Brakes: Four-wheel hydraulic disc
• Front/Rear Shocks: Walker Evans Velocity series
• MSRP: $26,999 (starting)

The Polaris General XP 1000 Is Built for Any Terrain

Just by looking at the General, you can tell it’s an aggressive UTV. It’s equipped with 30-inch Pro Armor Crawler tires and has a wide 64-inch wheelbase, plus 13½ inches of ground clearance. Add in the 100-horsepower liquid-cooled 999cc engine, and you have a very capable side-by-side. It can also take on elevation changes, drive through river bottoms, and traverse slippery hillsides with ease.

At my parents farm, you can transition from grass, to cut ag fields, to loose gravel, and blacktop all in one quick trip. What I found incredible about the General, is it handled much the same on all those surfaces. Sure there’s a difference trying to crawl up a slick two-track after a thunderstorm versus flat, dry pavement, but the XP 1000 made it nearly indistinguishable. The tires’ ability to grab hold of soft or hard surfaces—and the engine’s ability to deliver the proper amount of power in all those circumstances—was phenomenal.

Polaris Engineered the General XP 1000 to be a Multi-Purpose UTV

For the last decade, I have almost exclusively used Rangers for hunting. They are invaluable tools for duck hunters—my main outdoor pursuit—because of their durability and performance in flooded fields or on muddy levees. But there are many UTV buyers who don’t use a machine for just one pursuit. And the General can fill multiple roles. It can be used for hunting, but also farm work, towing fishing boats or rafts into hard-to-reach waters, and trail riding.

It had no issue pulling a 500-pound disc tiller through our two-acre wheat field before planting. I also used the General for hauling chopped wood from a downed oak back to the cabin several times. The only issue there was the bed was not very long (just over two feet), so I had to make more trips than I’d like.

The Polaris General was also an accommodating ride for anyone who simply wanted to drive it. The Walker Evans rear and front shocks made the General float across harvested bean fields and trails around our farm. 

Is the Polaris General XP 1000 a Good Fit for Hunters?

Most hunters buy a Ranger because the base models are relatively affordable and powerful. For instance, a Ranger has more torque (140 foot-pounds on the 2023 XP Kinetic) than the General (Polaris does not have an official torque rating on the XP 1000, but it is less). With a quality set of aftermarket tires, you can draw far more power from a Ranger’s engine. 

If you’re strictly a deer or duck hunter, or only need a UTV for farm work, buying a Ranger is the right call. But if you’re looking for a UTV that does more than haul and tow, take a look at the XP 1000. It can do many of the things a Ranger can, just not as efficiently, especially on payloads and pulling heavy loads. However, it’s a machine that your entire family will feel comfortable using, because the General is more like driving a small car than a four-wheeler. 

What Accessories Should You Add to the Polaris General XP 1000?

How you will use the General XP 1000 depends on what accessories you will want to add, but here are a few Polaris offers that will be useful at the farm or on the trail.

Bed Extender: This steel-tube frame extender allows you to add 30 percent more cargo by letting down the tailgate and installing it. You could fit two does or a large buck comfortably in the bed with this option. It also would have made hauling all that firewood much easier for me.

Rhino Rack: I had this accessory on my test model, and found it invaluable when there was a bed full of dirt or chopped wood. You can use tie-downs to keep a shovel or chainsaw in place during transport. Without the rack, I would have had trouble hauling those tools around without them falling out of the bed. It would also be useful for a trailrider who needed to bring a spare tire and tire jack along.

Ride Command Edition: Polaris’s 7-inch touch-screen display allows you to map out your trail ride, sync up with other riders (so you know where they are), and includes GPS navigation. You can also run UTV diagnostics, it’s bluetooth capable, and even has a backup camera, a handy tool if you’re in the backcountry navigating rock ledges. 

Final Thoughts

The Polaris General is an ideal machine for anyone looking for a versatile UTV. Of course, with that versatility comes some limitations. It can’t haul or tow the poundage of a Ranger, and it’s not as fast and doesn’t handle as well as an RZR. But overall, it has more uses than either of those vehicles.

The post Polaris General XP 1000 Review: A UTV That Strikes a Balance Between Work and Adventure appeared first on Outdoor Life.

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I’ve known a handful of hunters in the East and Midwest who’ve tried to upgrade used golf carts for hunting. Not because they are better at hauling treestands or navigating rough terrain than a UTV, but because they’re almost silent. And serious whitetail hunters know that ripping around on a loud ATV or UTV all season will eventually cause mature bucks to go nocturnal, or slip off the property.

Enter the electric Polaris Ranger XP Kinetic UTV. It’s more powerful than its gas-operated counterpart, it can haul three hunters in all kinds of terrain, and it’s as quiet as a golf cart. I got a chance to drive the Kinetic Ultimate while hunting turkeys on a sprawling cattle ranch in Florida this spring, and it did not disappoint.

Specs

There are two versions of the Ranger XP Kinetic. The biggest performance difference between the Premium (the base model) and the Ultimate (the pimped-out version) is the larger lithium battery in the Ultimate, which gives it allows it cover almost double the distance under optimal conditions. The Ultimate also comes with more accessories and digital features, like a 7-inch touchscreen display. You can compare the two models here.

• Horsepower: 110 HP
• Torque: 140 lb/ft
• Bed box dimensions: 36 x 54 x 12 in
• Box capacity: 1,250 lbs
• Hitch towing rating: 2,500 lbs
• Payload capacity: 1,500 lbs
• Person capacity: Three
• Weight: 1,730 lb (Premium); 1,980 lb (Ultimate)
• Lithium-ion battery: 14.9 kWh; 29.8 kWh lithium-ion
• Estimated range: 45 miles; 80 miles
• Colors: White or camo (only the Ultimate is available in camo)
• Cost: $24,999; $29,999

Electric vs. Gas Rangers

In fall 2020 Polaris announced a partnership with Zero Motorcycles, a company that’s been making electric motors for years and is now making motors for the new Kinetic. That should alleviate some concerns from customers who worry about buying a company’s first big crack at an electric vehicle: the Kinetic’s technology might be new to Polaris, but it’s not new technology.

“It wasn’t like we were just hopping on the car bandwagon with the EVs,” says Polaris marketing manager Tanner Blaschka. “There are legitimate benefits of electric technology in the off-road space. Performance benefits, but also the quietness. That’s the first thing people love and notice about it. And the kind of people we thought of were hunters—that was our number-one use case.”

Those benefits include more horsepower, more torque, and less maintenance compared to gas Rangers. Roughly 70 to 80 percent of traditional Ranger customers hunt, says Blaschka, and the Kinetic’s quiet ride is ideal for that. (While Polaris has offered an electric Ranger for years at a more attainable price, the Ranger EV runs on a traditional lead-acid battery and has a reduced hauling capacity, among other performance limitations.)

“Even looking at farmers and ranchers,” says Blaschka, “There’s so little maintenance for these things. You don’t have oil changes, you don’t have pretty much any liquids, right? For them, when their livelihood [is on the line], time is money and any time they can be in the vehicle and not have it in the shop or being serviced, they love that.”

The main downside to the Kinetic is its reduced range compared to gas UTVs: The Kinetic Premium has an estimated range of 45 miles, while the Ultimate is rated to 80 miles.

“If you’re going trail riding and that’s the main thing you do—you pack up the family, you go trail riding all day, all weekend—it might not be the vehicle for you,” says Blaschka.

But most Ranger customers don’t drive that far most days. We didn’t plug in the Kinetic once during our week at turkey camp. After a few days, we had put 15 miles on the Kinetic Ultimate and used roughly seven percent of the battery capacity. To charge the Kinetic, you can plug it into any 120-volt outlet. To charge a dead battery to full capacity takes about 20 hours with that standard outlet. The included charger also works on a 240-volt outlet, which Polaris says can charge the Premium’s smaller battery (14.9 kWh Lithium-Ion battery) from 0 to 100 percent charged in as little as five hours.

The only issue I had during a week of turkey hunting was user error: The Kinetic was so quiet, I forgot to turn it off after I pulled into camp. I put it in park and got sidetracked talking to a couple buddies, then just walked away because the UTV seemed like it was already off. The good news is, Blaschka says, the Kinetic uses very little battery when idle. And when I returned to the vehicle a few hours later to discover I’d left it on, the battery life hadn’t dropped by even a percentage point.

Why Is the Electric Ranger So Expensive?

The Kinetic Premium will run you about $25,000 while an Ultimate will run you about $30,000. There are a couple reasons for that price hike over a gas-powered Ranger, which starts at $12,500 for a similarly sized model. That price difference simply reflects the cost of the technology, says Blaschka, pointing out that the electric F-150s also cost more than the standard models. Those lithium batteries don’t come cheap.

The initial price tag may be more expensive, but Polaris tries to justify that with a cheaper cost of ownership. The company estimates scheduled maintenance costs are 70 percent less than similar gas-powered Ranger vehicles, with gas savings of at least $200 per year. (Those fuel estimates were published prior to the spike in gas prices this summer.) While lithium-ion batteries naturally lose capacity over time, Blaschka says most Kinetic customers will see their batteries retain 90 to 95 of their original battery life in a 10-year period.

Hunters and Land Managers

It’s hard to overstate how quiet the Kinetic sounds compared to gas-powered Rangers. While Polaris doesn’t quantify the Ranger’s reduced noise emission with any sort of spec, it’s arguably the UTV’s most appealing feature. In a week spent driving two-tracks on a ranch in Southern Florida, we passed half a dozen unsuspecting deer that noticed us only because they saw us—not because they heard us. You’re able to listen for gobbles and deer walking in the brush as you drive. You can also hold a normal conversation with your buddies in the front seat instead of shouting above the engine noise. While the system does produce a higher-pitched whine at top speeds, the UTV is nearly silent while idling and at lower speeds.

Compared to the gas-powered Ranger we drive at my family deer camp, the Kinetic offers much better control at low speeds. Trying to finesse that gas pedal in a pair of thick rubber hunting boots at 5 a.m. usually ends with me shooting backward out of the garage before I manage to find the right balance in the pedal. The Kinetic eases from park into lower speeds easily. That makes everything from backing up to a trailer to discing during food-plot prep a lot easier.

There’s a 12-volt power outlet in Kinetic’s bed for charging small devices or plugging in power tools. It also cures the headache of powering aftermarket food plot equipment, like a boomless sprayer.

Additional Features of the Ranger Kinetic

The Ranger Kinetic has lots of thoughtful touches to mitigate real-world problems that drivers might run into, many of them geared to address what Blaschka calls “range anxiety.” The dashboard displays offers various readouts to keep tabs on battery life, estimated range, and other levels.

“People are ultimately inherently worried about range. Like, oh shit, what if I’m stuck in middle woods,” says Blaschka. “Range for the majority of people actually shouldn’t be that big of an issue. You can also just pull up Ride Command and see your estimated range.”

Ride Command’s ability to drop waypoints also gives riders more specific range estimation to and from different locations.

“Most people are gonna charge the Kinetic at the same place every night. I have my garage that I’m gonna plug it into every night. You can drop a waypoint on that and you can actually see at any given point how far away you are from your charging point. It’s as the crow flies [not actual driving distance], but think about if you’re like, oh crap, I’ve got five percent battery left. Am I gonna make it? You can just look and tell.”

There are three drive modes that essentially control torque: Eco, Standard, and Sport. (The Eco mode limits torque and your top speed to conserve battery.) The regenerative braking kicks in whenever the UTV is moving forward and your foot is off the gas to automatically recharge the Kinetic.

Pros

• Incredibly quiet
• More power
• Less frequent maintenance
• No gas bills

Cons

• More expensive than gas-powered Rangers
• Reduced range compared to gas-powered Rangers

The Upshot

So far, the Ranger Kinetic is about as sweet as it sounds. The price tag is hard to swallow—you can find a used pickup for less—but that doesn’t seem to be deterring customers. When the Kinetic was first introduced in December, the available models sold out within two hours. It remains currently sold out, and it likely will be hard to get one for a long time. Pre-order availability is expected to open this summer.

The post The Polaris Ranger XP Kinetic Is the Electric UTV Deer Hunters Have Been Waiting For appeared first on Outdoor Life.

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Imagine a place where terrains and biomes blend. Ocean meets desert, interlaced with bits of pine forest and rainforest. Lakes, rivers, and streams abound, but the whole place is all white sand beach. No rocks, no dirt, just white, fluffy sand under your feet, impossibly holding together a forest ecosystem that is open for exploration. This utopian place exists, and it is located halfway up the Oregon coastline in Winchester Bay. It’s also where I had the chance to test Yamaha’s new sport ATVs—the YFZ450R and Raptor 700R.

A Unique ATV Riding Experience

Formed by thousands of years of wind and rain erosion, the Oregon Dunes rest in the Siuslaw National Forest. Created by erosion of the Coast Mountain Range, heavy rain and wind patterns pack the sand into this approximately 40,000-acre expanse. It measures almost 54 miles long, providing ample space for hiking, camping, wildlife refuge, and off-highway recreation. Three separate OHV recreation areas exist along this dune ridge: Winchester Bay, Coos Bay, and Florence.

The unique sand riding areas presented here are unlike any other I’ve ever encountered. Sprawling two-track trails through thick forest with seemingly no floor boggles the mind. Huge canyons carved in the sand with logs, branches, and roots sticking out abound, making this place feel half-real; almost as if it was built as a theme park for off-road machines. The main sand dune expanse has dead tree forests poking through it in some areas, making for an almost infinitely variable slalom course. The main dunes and fingers can be explored with a buggy or UTV, but the best riding in the whole place is found on an ATV or motorcycle. Each day, the sand reforms to smooth, natural terrain with the passing coastal winds.

All of this self-resetting sand makes for an incredible playground for off-highway vehicles, and access to the dunes is easy, so long as you play by the rules. To get in, you’ll need the proper safety equipment, a $10 ATV Permit (valid for two years), and you must be a card-carrying member of the Oregon All-Terrain Vehicle Safety Education School, which is an online course. Permit, safety equipment information, and a link to the ATV Safety Card registration are all available on OregonOHV.org. This doesn’t include lodging.

The Setup at Winchester Bay

My trip was organized by Yamaha, the reigning king of the Sport ATV, or Sport Quad. Our flight into Eugene was complemented by a two-hour car ride through the beautiful Oregon forest to our destination, the Pointe Condominiums in Winchester Bay. These multi-story condominiums sit at the dune’s edge, allowing you to hop right on your ATV, motorcycle, dune buggy, or UTV and head straight to the sand without trailering. Large garages make up the bottom floor of each condo, with plenty of room for storing all your toys. On-site RV paved spots and remote camping are also available here, so you can bring your rig if you have one.

If you lack the ATV to provide transportation across this sand playground, don’t fret- there are more than 10 local ATV rental businesses that provide top-class service, hosting a variety of machines to fit your style. There is an RV park and campground called Half Moon Bay directly across from the condos we stayed in during our trip if you choose to pitch a tent.

The town of Winchester Bay and nearby Reedsport have all the shopping amenities you may need, including a grocery store, hospital, multiple hotels, and quite a few restaurants. ATV repair and parts houses are also locally available should you need to pick up any gear or spare parts. You can package together an entire arrive-and-ride vacation ahead of time, making it an accessible spot for those in driving or flying distance.

Yamaha Introduces a Pair of Sport ATVs

Yamaha invited a group of writers to sample their latest sport ATVs, the YFZ450R and Raptor 700R. Alike in styling but miles apart in feel, these two represent the top-level sport ATVs on sale right now. Back in the late 2000s, the sport ATV market was flourishing. Top ATV manufacturers at the time included Yamaha, Honda, Kawasaki, Suzuki, Can-Am, KTM, and a handful of others. Today, Yamaha is the only manufacturer still carrying the torch in the 450cc and Big Bore sport ATV classes. Luckily, Yamaha’s YFZ and Raptor were both best in class when competition was heated, and they have only gotten better over time with revisions to things like suspension tuning, clutches, and bodywork.

The 2022 Yamaha YFZ450R

• Engine: Dual Overhead Cam 449cc 5-valve, 5-speed manual with slipper clutch
• Weight: 405 pounds
• Seat Height: 31.9 inches
• Suspension Travel: 9.8 inches (front), 11.0 inches (rear), fully adjustable suspension
• MSRP: $9,799-$10,199

Yamaha’s YFZ450R represents the penultimate performance Sport ATV. It features a motocross-inspired five-valve dual overhead cam single cylinder four stroke engine, which loves high-RPM operation. In the sand, the YFZ loves to be wrung out and is a more involved, exhilarating experience than the Raptor. High-RPM, gear-rowing action is made easy on the YFZ thanks in part to its unique semi-slipper clutch. The pull at the clutch lever is easy and buttery smooth, offering single-finger operation.

The YFZ’s suspension is much more suited to hard riding, jumping, and railing corners than the Raptor. Tuned for a mix of track, off-road, and dune use, the YFZ’s trick fully adjustable shocks offer enough tuning capability to fit most riders’ styles. It shines more the harder you ride and was the easier ATV to ride fast in Oregon’s tight two-track dune trails. It does lack low-end grunt in its stock configuration, however, which means you can’t lug it around. Miscalculations on which gear you attack a hill in could force you into a second attempt.

Yamaha’s Sport ATVs all feature excellent ergonomics. Comfortable bar bends, smooth controls, and great placement makes controlling the YFZ second nature. Yamaha took the time to install their accessory GYTR (Genuine Yamaha Team Racing) nerf bars, which are extended foot platforms that essentially allow you a large netted base to keep your foot out from under the peg and rear tire. They have the added benefit of providing a great platform to push on for leverage when cornering and are an accessory we would highly recommend adding to any ATV.

Read Next: 5 of the Best Aftermarket Tires for Your ATV

The 2022 Yamaha Raptor 700R

• Engine: Single Overhead Cam 686cc 4 valve, 5-speed manual
• Weight: 422 pounds
• Seat Height: 32.7 inches
• Suspension Travel: 9.1 inches (front), 10.1 inches (rear), fully adjustable suspension
• MSRP: $8,799-$9,999

Yamaha’s Raptor 700R has long been hailed as the king of sport quads, mainly for its versatility. Its massive 686cc single-cylinder engine favors low and mid-range power versus the YFZ450R’s high-RPM punch, making it much easier to ride in most circumstances. While it is taller than the YFZ, it is also narrower, so it lacks the insane cornering confidence that only the low-slung YFZ can manage.

That said, the Raptor is no slouch in the handling department. Confident, balanced, and easy to manage, the Raptor 700R is everything a big-bore Sport ATV should be. The controls are butter-smooth, which means taming this beast is a task easily managed by most riders of average talent. Its suspension is softer than the YFZ’s, filtering out chop and chatter much better while also providing enough bottoming resistance to jump, pound rolling whoops, or dive hard into corners. The smooth, grunty nature of the 700’s engine makes hill climbs easy, and you can roll around the Oregon Dunes almost entirely in 3^rd gear, only shifting in a handful of places.

If your style is more casual, or you prefer a more comfortable ride, the Raptor 700R is the clear choice. For long days in the saddle, the Raptor will tire you out less, but you won’t be passing any YFZs in the tight, twisty stuff. Thank you to Yamaha for having us out for an epic riding adventure, one we will be sure to replicate again on our own, and we can’t think of a better unit to do it on.

The post ATV Review: Testing Yamaha’s YFZ450R and Raptor 700R at Oregon’s Winchester Bay appeared first on Outdoor Life.

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Owning an ATV or UTV is typically a large investment. The truck, trailer, gear, maintenance, and fuel all add to the cost of the actual unit. Protecting that investment is important, especially considering that anything can happen when you’re off-roading. You insure your cars, trucks, and home, so why not cover your quad with the best ATV insurance possible?

I currently insure 4 off-road vehicles: three dirt bikes and a 2021 Polaris RZR Turbo S 4. I carry coverage of $500k bodily injury and $100k property damage for all four vehicles, with full comprehensive, collision, theft, fire, uninsured motorist, etc.,  my total ATV insurance cost with a clean driving record and no claims is $1,478.00 per year. That’s money well spent, and it will cover me for any forseeable accidents or damages.

Here’s how to choose the best ATV insurance for you.

• Best for Progressive
• Best for Geico
• Best for Foremost
• Best for State Farm
• Best for Allstate

How to Choose ATV Insurance

The best way to pick ATV insurance or UTV insurance is typically to bundle it with a carrier that also does your auto, home, or other type of insurance. This will usually result in a discount. Plus, adding another insurance bill to pay from a different carrier is always a pain. If you can tack it on to an existing policy, go there first.

Most auto insurance companies now offer ATV/UTV/motorcycle insurance. Comprehensive, collision, fire, theft, and more options are usually available, and the policies largely function just like car insurance. Keep in mind that any aftermarket accessories need to be stated during the writing of the policy, because most ATV or UTV insurance policies are written for stock vehicles and stock replacement parts.

When You Need ATV Insurance and When You Don’t 

If your vehicle investment is small, and you would not feel financial burden should something happen and it become permanently inoperable, then you may not need ATV insurance. If you are financing your prized (and pricey) off-road toy, then ATV insurance is absolutely necessary, and often required. Insuring your expensive off-road vehicle is also a necessary if you travel with it to riding destinations. Every time you leave your property with your vehicle, you risk theft to some small degree. If camping in crowded riding areas, I recommend cable locking your vehicles to secure them. 

What ATV Insurance Covers

Typically, policies for ATVs, UTVs, and motorcycles function like automotive policies. They include coverage for liability, both bodily injury and property damage. Many will include medical payment supplements. Uninsured/underinsured motorist coverage is another option, with bodily injury and property damage supplements nested there too. If selected, comprehensive and collision coverage will also be available. Values are typically assessed on either a stated value or a cash at time of claim value. If you have a ton of expensive add-ons bolted up to your ATV, you better claim them up front!

Best for Progressive

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As one of the powerhouse insurance companies and the #1 motorcycle insurer in the country, Progressive has a large ATV/UTV department that is widely regarded as fairly easy to work with. Most brokers and dealers I spoke with said that Progressive was quick to respond. Progressive offers discounts for things like safety courses, multi-policy discounts, up-front payments, responsible driver discounts and more. Progressive even claims full replacement cost and no depreciation for parts.

What Does Progressive ATV Insurance Cover?

Basic protection for Progressive policies includes bodily injury and property damage, uninsured/underinsured motorist, comprehensive and collision, and medical payments. Optional Total loss coverage for new vehicle replacement, roadside assistance with trip interruption, carried contents coverage, disappearing deductible, and enhanced injury protection are also available.

Progressive’s ATV/UTV insurance is accessible, easy to use, and affordable. They’re #1 in motorcycle insurance for a reason. Simple coverage options come in three packages: Basic, Choice, or Plus. Online applications are easily accessible at Progressive’s ATV Insurance Website or by calling 855-347-3939. USAA Members can also save money on coverage through the USAA’s partnership with Progressive, which can be found here.

Best for Geico

That cheeky British lizard has made Geico a household name, and ATV owners should take note, Geico is another customer favorite. Geico insurance tends to be a little pricier than Progressive from what I could find, but their basic policies are very similar. Collision, property liability, bodily injury, comprehensive physical damage coverage, medical payment coverage and uninsured/underinsured motorist come standard with Geico.

What Does Geico ATV Insurance Cover?

Basic protection for Geico policies includes bodily injury and property damage, uninsured/underinsured motorist, comprehensive and collision, and medical payments. Optional upgraded coverage is also available.

Geico insurance is highly regarded by its customer base, with a 4.6 star rating. Adding a GPS tracker to your ATV or UTV helps it qualify for an anti-theft discount. Geico customers report reasonable quotes and quick turnaround times on claims. Visit Geico’s website or call 800-442-9253.

Best for Foremost

As a division of Farmers Insurance, Foremost writes a lot of ATV and UTV policies. Foremost was highly recommended by the broker we interviewed, as she claims they are responsive and easy to work with. Foremost offers affordable basic coverage, with optional custom-written policies for modified vehicles. Adjustable limits and coverage levels make Foremost one of the best ATV insurance options for any ATV or UTV owner.

What Does Foremost ATV Insurance Cover?

Basic protection for Foremost policies includes safety apparel coverage, $500 in optional equipment coverage, medical payment coverage, liability, collision, and “other than collision”, which includes fire, theft, flood, or vandalism. Foremost even provides coverage for your ATV or UTV trailer, valued up to $10,000. If you aren’t already insured, almost all companies offer online or phone quotes for convenience. Check out Foremost’s ATV insurance landing page here to find out more. Foremost operates direct or with a broker. Call 888-244-8092 for more information.

Foremost came highly recommended from the dealerships and broker I spoke to, mainly due to the fact that they are responsive and easy to work with. I heard from multiple parties that Foremost was quick to respond to claims and payments, and that customers were generally very happy with their service.

Best for State Farm

Like a good neighbor… you know the rest. State Farm offers off-road vehicle coverage that can be bundled with home, auto, business, life, or more. You name it, State Farm insures it, and their policy holders are typically happy with their customer service. State Farm’s agent network is over 19,000 strong nationwide.

What Does State Farm ATV Insurance Cover?

State Farm insurance covers bodily injury to someone else or property damage that you accidentally caused while driving your snowmobile, golf cart, or ATV. It also covers bodily injury to yourself because of an accident with an uninsured rider. It includes Damage to your snowmobile, golf cart or ATV caused by an accident, and also theft, fire, vandalism, and other losses even while your OHV is in storage.

State Farm’s network of Roadside Assistance, auto insurance, home policies, and easy additional ATV or UTV insurance policies make this a strong choice as a single-company insurance provider. You can find more information on the State Farm Website or by calling 833-332-1987.

Best for Allstate

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Allstate is another large insurance powerhouse company, and they offer ATV and off-road policies to go hand-in-hand with their other insurance products. Adjustable limits and accessible discounts like full pay and homeownership discounts make Allstate a good choice for those who can afford to pay the policy up-front.

What does Allstate ATV insurance cover?

Standard Allstate policies cover liability, comprehensive, and collision damage. Adjustable limits and additional coverage are available upon time of quote.

As with most insurance companies, bundling is your best way to save with Allstate on your ATV or UTV insurance plan. Multi-policy discounts, full-pay or payment plan discounts, homeownership, and safety course discounts will help knock the cost down a bit. Most user reviews we found were very positive. You can find out more information on the Allstate website or by calling 866-614-3800.

FAQs

Final Thoughts

Insuring your ATV or UTV is a bit like insuring your car, although it isn’t always legally required in order to operate your off-road vehicle. If you can assume that you would have a hard time repairing or replacing your unit should an unfortunate, unforeseen mishap occur, then you should consider optioning for an insurance policy. Most companies we looked at seem very easy to work with, and there are many more options besides the big hitters listed here. If you’re already working with a broker to insure your home or automobiles, call them up to discuss options.

Typically, if you ride a machine that is in close to stock form and you don’t have a horrendous driving record, then even the best ATV insurance should be an affordable way to make sure you’re covered in the event of an accident. If you have a fully-built, modified UTV with a ton of extra modifications, you will definitely need more than a standard policy, so make sure you work up a custom quote with a representative to make sure you’re covered.

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I recently hit the trails with the Can-Am Maverick and Defender with the goal of determining just how viable the latest side-by-sides are for hunting and fishing. It would have been nice to check trail cameras and to have tried to get one stuck in the swamp this summer to put these machines through their paces. But I only had one day of trail riding, maneuvering over and around obstacles, and running through the Georgia mud to get it done. Fortunately, it doesn’t take too long to get a general idea of how these UTVs will perform in our world.

The day started with an exhilarating drive in Can-Am’s Maverick X3 RS Turbo RR. The machine is an absolute beast, but it’s not practical for hunting and fishing. Although, I suppose if you need to beat other hunters to a prime location, it could work.

Realistically, what you need is something more like Can-Am’s Defender series. The lineup includes 20 different configurations including multiple engines, wheelbases, and levels of refinement. I drove the Defender XT HD10, which presents a compelling value proposition for outdoorsmen in general and hunters in particular. It includes the range-topping engine and ground clearance without all the bells and whistles that put prices out of reach for many people.

UTVs occupy an interesting place in the off-road market. When they first came onto the scene, the idea seemed to some like an awkward middle-ground between nimble ATVs and more capable (and roadworthy) trucks and SUVs. It seems like the skeptics have largely been convinced. According to Global Market Insights, Americans spent $7 billion on new UTVs in 2020 and that figure is expected to surpass $11 billion by 2027. The question is this: should you be one of the customers contributing to that growth?

Can-Am Defender Specs

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Can-Am has a robust catalog of off-road vehicles, trim levels, options, and accessories, but we’ll focus on the Defender XT outfitted with the Rotax HD10 engine we drove ourselves.

• Engine: 976cc V-twin
• Power output: 82 horsepower, 69 pound-feet of torque
• Transmission: continuously variable transmission
• Estimated dry weight: 1,600 pounds
• Overall dimensions: 125.7 inches long, 64 inches wide, 80 inches tall
• Ground clearance: 13 inches
• Cargo box dimensions: 38 inches long, 54.5 inches wide, 12 inches deep
• Payload: 1,500 pounds
• Towing capacity: 2,500 pounds
• Fuel capacity: 10.6 gallons
• MSRP: 11,699 (starting)

The Can-Am Defender Is Built to Work

While my drive with the Defender didn’t involve any hard labor, I didn’t have any issues with deep mud and water. I had the Defender belly-deep in red Georgia mud and it paddled through with no hesitation. I know of one journalist who did get stuck, but that may have been an attempt to push the Defender to the breaking point. In any case, it was a great opportunity for the group to see the winch in action as the vehicle was towed to firmer ground. The spec sheet tells the rest of the story, and it’s one that bodes well for hunters who have heavy lifting on the agenda.

Every vehicle on this platform comes with power steering, a 2,500-pound towing capacity, and a cargo box that measures 38 inches long, 54.5 inches wide, and 12 inches deep. Those stats are comparable to what you’d get from other manufacturers. Defender XTs equipped with the HD10 also get reinforced seats that held up well to the torturous rain and mud of our test drive, a skid plate that provides much-appreciated protection on the trail, a 4,500-pound winch, and optional Mossy Oak camouflage.

The 976cc, fuel-injected V-twin produces 82-horsepower and 69 pound-feet of torque. Electronic aids include hill descent control and three drive modes: ECO, ECO Off, and Work. I’m not sure how necessary multiple engine maps are, but it’s a nice option to have that might make life easier depending on whether you’re towing a heavy blind to your favorite hunting spot or trying to make every drop of gas count in the backcountry.

The tailgate can support 250 pounds, so you don’t need to baby it even if it isn’t cut out for you and your buddies to sit on at the end of a workday. The towing and payload capacities are limited compared to a truck or SUV but should be adequate for most off-road purposes short of hauling round bales and actual farming implements. Can-Am advertises seating for three, but the Defender is realistically a two-seater with room for a child in the middle seat.

At 1,600 pounds, the Defender has a markedly reduced impact on the hunting ground itself than a truck or SUV. It’s less likely to dig muddy ruts and crush vegetation. The 83-inch wheelbase is 44 inches shorter than a Ford Ranger; in fact, the entire UTV fits inside the wheelbase of a Toyota Tacoma. You’ll be able to slip in between trees and make tighter turns than you could ever attempt in a road-going vehicle (except for a Samurai). Unlike an ATV, the Defender offers creature comforts like in-dash storage, a removable toolbox, a waterproof storage box under the passenger seat, and cupholders. You can even option a heater, air conditioner, doors, and windshield with a wiper blade.

The Price of Performance

I wish I could have hooked up a trailer or thrown some weight in the back of the Defender I drove, but that wasn’t in the cards. The several miles of trails, dirt roads, and on-pavement driving in some of the heaviest rain I can remember were enough to convince me that there is a place for this UTV.

Is the Can-Am Defender a good buy? To answer that question, think about the specific capabilities you need from your next hunting rig–whatever form that takes. Most of us grew up choosing between pickups and four-wheelers. That’s an easy decision because there’s no overlap. UTVs like the Defender blur that line enough that we need to think a little harder.

A Defender HD10 like the one I tested starts at more than $20,000. That’s without opening the accessory catalog or helping yourself to that glorious Mossy Oak paint job. Spending that much money is a serious decision, and financing your purchase will leave you with a monthly payment similar to what purchasing a car would entail.

Then again, remember what the current car market looks like. The humble Ford Maverick will set you back about $30,000 by the time you outfit it with the off-road features required of most hunting trucks. Prices are on the rise, especially for used cars. The New York Times reports that used car prices rose by 40 percent between 2020 and 2022, so getting that old farm truck for sale down the street won’t be easy. If you are able to afford to purchase a hunting truck for yourself, remember that fuel, parts, and labor have also gotten significantly more expensive during the past year or so. Maybe a low-maintenance, one-liter engine that sips gas isn’t such a frivolous purchase, after all.

Accessories and Personalization

The Defender is a formidable off-road workhorse in its own right, but Can-Am also offers an accessory catalog that makes the platform more versatile and capable. You could easily rack up a hefty bill in the accessory department. There are a few accessories that benefit hunters, in particular.

The first is the optional Mossy Oak camouflage pattern. It costs an extra $300, but it’s an obvious choice for hunters. I’m not suggesting that the HD10 engine is going to slip stealthily through the forest, but it would be nice to park a slightly less conspicuous vehicle when you get where you’re going. The camouflage only covers body panels like the hood and bed, so most of the Defender is still black–including the roof. It’s not exactly a rolling ghillie suit, but it’s better than glossy blue or black.

Another smart upgrade is the cargo bed winch, especially if you hunt solo and need to lift a deer into the bed on your own. If you’re able to pack game animals for miles and enjoy doing so, then more power to you. I’m all for it. But that’s not an option for everyone, and having the ability to drive up to a deer with a nimble side-by-side and have a winch help you get it into the bed could keep hunters in the field who might otherwise have to give up their passion. I’d also recommend a set of optional floodlights for the cargo area. The combination of the lights and winch would seriously increase the Defender’s capacity for work.

The optional snow plow is worth a look for those of you in the snowy north. Clear the driveway or a path to your ice fishing hut without straining your back. If you have enough land to warrant a UTV, having a plow for winter only makes sense. If you plan on using the Defender for plowing or other work, the HD10 engine is a good investment. It inspired confidence during my test drive and, while I’m sure the smaller engines are fine, the HD10 certainly didn’t feel excessive.

Finally, the Deluxe Cab Enclosure package can transform the Defender from a comfort standpoint. I climbed out at the end of the test drive soaked to the bone with my teeth chattering; meanwhile, some of my fellow journalists who had been driving the enclosed vehicles were dry, warm, and discussing the best mix of heat and air conditioning to stay warm without fogging up the glass. They did comment that the cab wasn’t completely waterproof. For the luxury of a hard roof and doors, a glass windshield with a wiper and washer, and rear glass with a sliding window, you’ll need to pay an extra $6,323. That pushes the Defender into truck pricing territory, but it will make sense for some people.

Read Next: 5 of the Best Aftermarket Tires for Your ATV

Who Is the Can-Am Defender For?

For many hunters, the Can-Am Defender is a bridge too far. If you don’t have land of your own or live in an area where UTVs aren’t allowed on public roads, it’s not a viable hunting option.

On the other hand, if you have access to either of those things it makes a whole lot of sense. It’ll happily cruise down a paved road if need be, slip between trees, and haul your tools, gear, and harvest. Maintenance and repairs are sure to be a tiny fraction of what you’d spend to maintain a truck or SUV. Besides, it has a ton of potential for handling other kinds of jobs that anyone with acreage could benefit from.

If you are in the position to buy a Defender, you’re almost certainly cross-shopping it with competitors from Polaris, Yamaha, Honda, and Kawasaki. Without a back-to-back comparison, I’m not going to make a recommendation on one brand over another. Everyone’s priorities and needs are different, so you should try to get some seat time if you’re unsure which one is best for you. If nothing else, consider which brand has better dealer support in your immediate area.

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Years ago, mid-level UTVs—much like the Polaris Ranger 1000 Premium in this review—were built to ride like a dump truck; their top speeds just slightly faster than the average person could walk. They were essentially an old-man UTV, built for retired guys who needed a machine with a small bed and not much power for projects around the house.

Today, Polaris’ Ranger is known for its incredibly smooth ride, agile handling, and great value. At $16,399, the Ranger 1000 Premium is an incredible buy, proving that work-oriented UTVs can be comfortable but also fun to drive. I took delivery of a brand-new Polaris Ranger in the fall of 2021, and immediately put it to work on chores around our property, which is what the 1000 is intended for. If you have a few acres of land, a small deer lease or ranch, this is an ideal UTV.

2021 Polaris Ranger 1000 Specifications

• Engine Type: 999cc liquid cooled, 4-stroke, SOHC, 4-valve
• Fuel Delivery: Electronic Fuel Injection
• Transmission: Automatic PVT H/L/N/R/P
• Final Drive: Shaft, High Performance On-Demand True AWD/2WD/VersaTrac Turf Mode
• Front Suspension: Dual A-Arm; 10 in. travel
• Rear Suspension: Dual A-Arm, IRS; 10 in. travel
• Brakes: Dual hydraulic disc
• Tires Front/Rear: 26×9-12, 26×11-12 PXT 2.0
• L x W x H: 120 in. x 62.5 in. x 76 in.
• Bed Box Dimensions (L x W x H): 36.75 in. x 54.25 in. x 12.5 in.
• Wheelbase: 81 in.
• Turning Radius: 13 ft.
• Maximum Ground Clearance: 12 in.
• Fuel Capacity: 11.35 gal
• Weight: 1,485 lb.
• Bed Capacity: 1,000 lb., 600 lb. (California models)
• Towing Capacity: 2,500 lb.
• Warranty: 1 year unlimited miles factory warranty, extended dealer plans available
• Color: Stealth Gray (tested), Onyx Black, Polaris Blue, Polaris Pursuit Camo
• Price: $16,399

The Ranger 1000 Premium Can Haul Small Loads

The Ranger is equipped with a spacious bed which has a 1,000-pound capacity, although California models are only rated for 600 pounds. Towing capacity is 2,500 pounds, making it a viable tool for moving small and mid-size trailers. With AWD engaged, the Ranger pulled our 18-foot car hauler up an incline in the dirt without issue. We were also able to fit a full weekend camping trip’s worth of firewood in the bed of the Ranger before stowing it in the trailer, making unloading the firewood when we arrived at camp easy.

Putting the Ranger 1000 to the Test in the Desert

Thanksgiving week, I packed up the Ranger and headed to Red Mountain, California, with a friend. Red Mountain is a desert destination with dozens (maybe hundreds) of abandoned silver, gold, and other mineral mines. There are miles of uninterrupted desert and mountain trails. Having camped here for decades, we set out in a new direction, taking the Ranger on a long-distance desert trip to test its off-road capability. We threw an electric dirt bike in the bed so we could explore different spots, which proved both fun and useful (some of the mines were atop extremely tall hill climbs).

All Ranger 1000 Premium models are powered by a parallel twin 999cc engine with a single overhead cam. Mated to a two-speed CVT transmission, the Ranger’s 61 horsepower was more than adequate to tackle any terrain we encountered. The Ranger tops out around 55 mph, allowing it to make relatively quick work of lengthy backroad excursions. The engine’s power delivery is buttery smooth and very torquey, favoring low end power over top end pull. This helps to make the Ranger extremely quiet, a quality every deer hunter will appreciate in this UTV. Polaris also sells an upgraded version, the Ranger XP1000, which has a dual overhead cam engine with 21 more horsepower and costs $18,799.

Customize Your Own Polaris Ranger 1000

The Ranger has a full set of dual A-arms front and rear, offering true independent suspension. Gas-charged hydraulic shocks control 10 inches of wheel travel, and the Ranger uses all of the travel well. Ride quality is excellent, filtering out small chatter well while still leaving enough bottoming resistance to drive the Ranger at a quick pace on the trail. The Ranger could handle the bumps, rocks, and treacherous mountain climbs in the Mojave Desert. It never felt unstable, and we didn’t have to back down from a climb.

Engineers put some thought into the Ranger’s cab design, which features pockets and storage everywhere. The interior features six cup holders, seven dash pockets of assorted sizes and shapes, and a glovebox large enough to stow a gallon jug of water with space left over. Under the passenger and center seat, there is another large storage space. Polaris crafted a very wide door opening for the Ranger, so getting in and out is a breeze. The only hindrance is the side nets. They use a clunky attachment system that should be replaced by a full door. Optional hard door kits are available from Polaris through their dealer network, and I would recommend upgrading to them. You can also make the cab a fully-sealed enclosure (this does not come standard on the 1000) that turns the Ranger into an all weather-capable rig. Polaris options A/C and cab heaters in the highest trim models, so the Ranger can work or play in any climate.

Polaris designed the Ranger’s cab enclosure with accessories in mind, allowing owners to transform the Ranger into their own personal work, hunt, or play rig. Full cab options, gun scabbards and mounts, rear bed racks and accessories, cab heaters, snow tracks and more can all be found right through your Polaris dealer.

Seat comfort is excellent, although there is no bolstering to hold you in for spirited driving. The Ranger handles well if you don’t push the machine too hard. Polaris engineers where thoughtful in the chassis setup, but remember, this UTV isn’t meant to be a desert racer. The automotive-style three point seatbelts are great for trail riding, and do not beat you up. And the Ranger’s 11.35-gallon fuel tank allows you have a ton of trail range. Standard electronic power steering also adds a layer of comfort to the driving experience, and the Ranger also features a tilt wheel and sliding driver’s seat.

The Premium model carries a $2,400 upcharge over the basic Ranger 1000, but provides aluminum wheels, a seat slider on the driver’s seat, steel front bumper, premium paint, and aluminum wheels with upgraded tires. EPS is also standard on the Premium model.

Read Next: Polaris Just Announced a New Full-Size Electric Ranger—and Hunters Should Pay Attention

During our time with the Ranger 1000, we used it nearly every day for tasks around the property. It functions as a weekend toy as well, offering a great ride, plenty of power, and superior handling. It’s a fine platform to get into the backcountry with so long as you keep your expectations within reason. And with the amount of aftermarket and factory accessory support this UYV has, it can be tailored to fit just about any need.

The post UTV Review: Polaris’ Ranger 1000 Premium Is an Ideal Light Duty All-Wheel Drive Machine appeared first on Outdoor Life.

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Testing gear and equipment is a nuanced endeavor. Often, the best test is to put equipment to use and see how it stands up. We ask a lot of our ATVs here in Alaska. Running one through a moose season will reveal what it does well, and what it doesn’t.  

This season, I had the opportunity to test the Polaris Sportsman 850 Ultimate Trail Edition. After a boat ride, bogging across swamps, crashing through brush, hauling camp into (and two bull moose out of) the bush, I have a good handle of just how capable it is. There are plenty of aftermarket upgrades that make an ATV more suited for Alaska, but I didn’t make any changes to the Polaris. It was the same floor model anyone can buy. Here’s how it performed.

Polaris Sportsman 850 Specifications and Features

• Engine: 2-Cylinder 850cc 4-stroke 78HP
• Drive System: One-touch AWD/2WD with Active Descent Control
• Steering: Electronic Power Steering
• Instrumentation: All-digital Bluetooth-compatible display
• Cooling: Liquid
• Fuel System: Electronic Fuel Injection
• Battery: 400 Cold Cranking Amps
• Transmission: Automatic w/in-line shifting P, R, N, L, H
• Tires: 27-inch DURO 6-ply
• Dry Weight: 864 pounds
• Fuel Tank: 5.25 gallons
• Ground Clearance: 12 inches
• Towing: 1.25-inch hitch receiver, 1,500-pound capacity
• Wheelbase: 53 inches
• Width: 48 inches
• Suspension: Sealed high-clearance arched A-arms
• 3500-pound winch with synthetic rope
• Front and rear bumpers
• In-Pod battery charging port

Polaris Built This ATV for the Backcountry

The Sportsman 850 is a beast of a machine. It’s big, powerful, and high-tech. Weighing roughly 900 pounds with fuel and fluids, it’s a heavy rig, but the high-clearance A-arms and 27-inch tires give it incredible ground clearance for a factory ATV. This is balanced with a 48-inch width that provides great stability while staying under the 50-inch threshold that some areas have allowed  for ATV/UTV use. The Ultimate Trail Edition can do a lot more than trail riding, with a 3500-pound winch, synthetic rope, and heavy-duty front and rear bumpers. The bumpers provide great protection while crashing through brush, and the front bumper is set up to use a plug-and-play light bar.

Like many Sportsman models, this one features plastic cargo racks on the  front and back of the machine, which are reinforced with a steel frame and feature steel anchor points that are compatible with Polaris accessories. The front cargo rack is held down with two latches, and flips up to open a large, sealed storage space, and access to the fuse panel, battery, and coolant tank. The sealed fuse panel is a great add-on, as I have burned fuses and melted non-sealed fuse panels in older machines crossing deeper water. Many previous models of the Sportsman ATV had a rear storage compartment on the back of the machine under the cargo rack. On the 850, this gasket-sealed tool compartment door is integrated into the rack itself. This helps to keep it out of the water, but it does require you to move cargo if you need to access it and have gear tied down on top.

The speedometer cluster and electronics are all digital and very advanced, allowing a more active user interface than with models of years past. The digital display can be programmed to display info like speed and fuel level, as well as ambient temperature, coolant temperature, RPM’s, engine hours, and voltage. It will also display any alerts or failures that it detects. I found it handy to display both RPM and coolant temperature. Sometimes an ATV’s radiator can become caked in mud or other debris, and you can see the bump in temperature before it overheats and goes into limp mode. This machine is entirely reliant on a battery, which can give some folks misgivings about its reliability in the backcountry. Fortunately, there are plenty of portable jumper packs available to jump-start your machine if you happen to drain the battery somehow. With diligent maintenance, though, the 400 CCA battery will serve you well, and even after sitting for a couple weeks in sub-zero temperatures, the fuel-injected motor fired right up for me.

The Power of the Polaris Sportsman 850

The 850cc, 78-horsepower motor packs a lot of power, and has excellent throttle response and torque, especially in low gear. The hitch has a 1500-pound tow rating, and on my moose hunt, it had no problem pulling around two bull moose to position for field-dressing with the winch rope. We had to haul a lot of gear back through the swamps to get to moose camp, and the only thing we really could have benefitted from was a set of good mud tires. The 27-inch DURO tires that come on the Ultimate Trail Edition are certainly better than standard stock tires but aren’t ideal for boggy terrain, though they aren’t meant for swamps. The 6-ply tires are great for their intended purpose—trails and dry, rocky country. They are wide and provide a soft footprint, and aside from towing heavy weight, they did surprisingly well in the muskeg. If you’re looking at tires for muddy or swampy applications, a good set of mud tires will give you access to more of the motor’s power.

Polaris Made the 850 More User Friendly

As with most modern ATVs, the 850 has a liquid-cooled engine, with a radiator located behind the front brush bumper. The placement of the radiator gives it protection, but it can easily become clogged in certain conditions. Mud or other debris can cake it and reduce its heat-transmission, and I ran into an issue with cotton-like seeds from fireweed. Fortunately, I was watching the temperature on the display and was able to stop the machine and clean off the radiator by removing the plastic grill, a handy feature that can save you a lot of headaches.

Polaris is known for comfortable-riding ATVs. The independent suspension on this model has 9 inches of travel on the front and 10.25 inches at the rear (with independent pre-load adjustments on all shocks). The suspension design and width of this machine make for stable and smooth rides, even on steep or uneven terrain. Narrower machines with stiffer suspensions can sometimes be very tippy on side-hill riding, and even without using wheel spacers, this Sportsman rides like a Cadillac. The curved A-arms provide ample clearance, and the front suspension and steering are generally less-busy than older Sportsman models. This means there are fewer parts that will hang up on sticks, brush, and potentially get broken off-trail. Older models also had a tie rod end that was so close to the tire, it required wheel spacers if you wanted to use aftermarket mud tires. On this one, everything is up inside the 14-inch tire rim, giving some added protection. The electronic power steering on this ATV is absurdly nice. It’s so soft, in fact, that if you’re driving at high speeds, you must be very careful not to over-steer. After using this 850 in moose camp, driving my older model Sportsman feels like steering a paint shaker.

What the Sportsman 850 Ultimate Trail Does Best

This machine is a dream to drive. The soft suspension, exceptional power steering, and ground clearance make for a ride that is hard to beat. In tough country, this reduces rider fatigue and makes the experience more enjoyable. It travels over tussocky and rocky terrain with ease; some lower-riding machines would frequently get high-centered. I like that this package comes with better-than-stock tires and a winch, two absolute essentials for any ATV in Alaska. The low-end torque and throttle response were excellent, and the quad pulled heavy loads easily without having to work it very hard. Despite weighing 900 pounds, the tires do well at spreading the weight and it had no trouble traversing muddy terrain and floating bog when I wasn’t towing anything behind it.

Where the Sportsman 850 Ultimate Trail Struggles

Compared to some other ATVs, the 850 is a gas hog. This comes with the territory of a more powerful motor, especially when you’re working it hard. It’s not much of an issue if you plan for it, but it seems to guzzle through the 5.25-gallon tank quickly. At moose camp this year, each round-trip to the boat while pulling a trailer would burn about 3 to 3.5 gallons of gas as opposed to 1.5 to 2 gallons with a smaller 400cc Sportsman. My only other complaint about this model isn’t unique to just this model. For towing, it has a 1.25-inch hitch receiver that’s integrated into the ATV’s frame. A machine this big and powerful should really use a 2-inch hitch receiver. With heavy towing over rough terrain, the hitch pin holes in the receiver quickly begin to wallow out, and eventually, you may need to have the receiver cut off and a new one fabricated.

Final Thoughts on the Polaris Sportsman 850

All-around, the Ultimate Trail Edition is a great machine. Everyone has their preferences and uses their ATV in a different way, but for a factory package, this machine comes well-equipped for a wide variety of locations and uses. Polaris made this rig powerful and comfortable, but also simplified the component layout to make it easier to use. They reduced the clutter in the front suspension and steering too, which makes this 4×4 a superior machine to drive Plug-and-play accessories are simple to install, and the battery and fuse panel are easy to access, making it a very user-friendly four-wheeler. That makes a big difference on backcountry hunts where anything and everything can go wrong. I’ll miss the Polaris’ ease-of-use next moose season.

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Today’s ATVs and UTVs are tremendous machines. They are more powerful, nimble, and technologically advanced than ever before. But sometimes they still need a little help. I’ve covered plenty of valuable ATV aftermarket upgrades, parts, and accessories in the past. And if you own an ATV or UTV, you likely have a few essential items that never leave your rig. Most folks will have a flat tire repair kit and a small tool kit on board, but another incredibly valuable tool to have is a snatch block (or two).

A basic snatch block should have a simple pulley and a hook, which can be hooked onto an anchor point. In this case, the pulley should be used with your winch rope or cable. The pulley can pop apart and close back on the winch rope, so the rope runs through the pulley. A 2-ton (4,000-pound) rated snatch block is usually affordable, and small enough to fit in the tool storage compartments of many ATVs and UTVs. It’s a tool that might not always see regular use, but when you need it, you’ll be very glad to have it.

If you already have a winch on your ATV or UTV (and you should), you know how useful it is. A snatch block can maximize that usefulness in two major ways.

Snatch Blocks Increase Pulling Power

First, the pulley of the snatch block can be used to enhance the pulling power of your winch. You might be stuck in a mud hole, or need to drag a big bull moose out of a pond. Either way, sometimes the direct pulling power of your winch just isn’t enough. And, if you run your winch too hard without proper rest cycles, you can risk damaging it.

Sometimes it’s handy to be able to double your pulling power, and a single snatch block can handle that. To do this, make sure you are close enough to run your winch out to the object you’re pulling on and back to the machine. For example: If you have 50 feet of rope or cable, you’ll want to be less than 25 feet away so you don’t spool your winch. Next, you’ll need some rope or a strap to loop around your anchor or the thing you’re trying to extract. This could be a tree, an elk or moose, a truck, or even another ATV or UTV.

Loop your winch rope or cable through the pulley, hook the snatch block to the anchor loops you just made, then snap your winch hook back onto a tow ring on your machine. Now, when you wind in your winch, it will pull you (or what you’re towing) at only half the speed, but double the force. If you are trying to pull another ATV out or move an object and it’s dragging you forward, you can sometimes use a tow-strap or rope to tie the rear of your machine off to a tree so that you can’t be pulled forward. In some cases, you can do damage to the frame or anchor points of your machine by doing this, so be careful. But also, desperate times call for desperate measures, and if it’s a matter of getting out of the mud and back home, you’ll have to do what needs to be done and make repairs later.

Read Next: 5 of the Best Aftermarket Tires for Your ATV

Redirect the Force of Your Winch

More often than not, you don’t need to double-over winch lines to obtain sufficient pulling force. Between the winch itself, and power applied with a little bit of throttle, you’ll have plenty of juice for most of your needs. However, many tasks can be aided simply by redirecting the force of your winch.

Typically, you will only be able to use your winch or a tow rope to pull in a direction that goes directly back to your machine. Not with a snatch block. If you need a more advantageous angle to pull from, you can simply use a strap or rope to hook the pulley onto a tree or some sort of anchor, run your winch rope through it, and attach to what you’re pulling. This won’t increase your pulling power, but having a better angle can often come in very handy.

While hanging moose meat in camp this year, we had a mishap with our pole, and the lashings began to slip. We had all the meat from the moose hanging, so rather than take it all down, we tied a snatch block above the sagging end of the meat pole, ran the winch rope through, and used it to lift that end of the pole straight up and secure it.

On a sturdy branch, you could easily lift an animal like a deer for skinning and dressing, or even another ATV or your own quad in lieu of a jack for fixing a tire or replacing an axle. If your need to extract yourself or a buddy, it can help give you an upward pulling angle to overcome an obstacle, rather than just pulling parallel with the ground.

Setting a snatch block up can take a bit of time, but you won’t regret having one or two in your tool kit. Their usefulness is only limited by your imagination.

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Riding an ATV is supposed to be fun. But as you get older, those all-day rides—and even the ones that last just a few hours—take a toll on your body. Most ATVs are built with a focus on speed and performance rather than comfort, which can exacerbate the problem for us aging joyriders. But the Honda FourTrax Foreman Rubicon 4×4 Automatic DCT EPS lets me pretend I’m young again. I was able to trail ride the Rubicon all day with my teenage sons and still get out of bed the next morning without any help from my boys. The Rubicon is one of the first ATVs that truly focuses on an easy ride without losing too much performance. And that’s important for those of us who aren’t getting any younger, but need a machine we can rely on for work and play.

The Rubicon Is an Easy Rider

One of the most important components of a comfortable ride is the seat. Some ATVs feel like sitting on an unpadded bicycle seat, and that leads to much shorter rides. The Rubicon’s seat is as far from that unpleasant experience as you can get. The seat on the 2019 Rubicon was comfortable, but the 2021 model comes with an additional 2 inches of padding. While that might not seem like much, it’s a big deal when those 2 inches are between your rear end and a hard surface.

The shape of the handlebars also added comfort to the Rubicon. I’m only 5-feet 6-inches tall—smaller than the average male ATV rider—but the handlebars fit surprisingly well for my reach and made turning easy. Some machines have an abysmal turn radius, making it difficult to drive the ATV on uneven terrain. Since the handlebars fit me so well, I was worried they wouldn’t fit my husband, who is 6-feet 2-inches tall, but the placement and contours of the handlebars were just as comfortable for him.

Honda FourTrax Rubicon DCT EPS Specs

Here is a quick look at the rest of the 2021 Rubicon’s features:

• Engine: 518cc liquid-cooled, single-cylinder four-stroke
• Transmission: Five-speed automatic dual-clutch, with reverse and Low/Drive sub-transmission
• Drive: Direct driveshafts with TraxLok and fully locking front differential
• Front Suspension: Independent double-wishbone with 7.28 in. of travel
• Rear Suspension: Independent dual-arm with 8.46 in. of travel
• Front Brakes: 190mm hydraulic discs
• Rear Brakes: 170mm hydraulic disc
• Ground Clearance: 9.4 inches
• Wheelbase: 50.9 inches
• Seat Height: 35.8 inches
• Curb Weight: 729 pounds
• Fuel Capacity: 3.9 gallons, including 1.3-gallon reserve
• Towing Capacity: 1,322 pounds

A Boost in Engine Power

Honda’s 518cc engine gave me plenty of power to keep up with the boys and their machines. A few years ago, the Rubicon was built with a 475cc engine. Honda made the switch to the new 518cc, single cylinder, liquid-cooled, fuel-injected engine in 2020. The 475cc motor was good. The 518 is great. I can say this with full confidence and experience, because my dad has a 2018 model and we ran the two different ATVs side-by-side. That small increase in engine power gives you more mid-range boost and it’s still super smooth.

The suspension has independent dual A-arms at all four corners. With 7.28 inches of travel on the front, and 8.46 inches of travel on the rear, it makes for a balanced ride. Basic, gas-charged shocks functioned seamlessly between farm work and cruising, even at higher speeds. You don’t want to take big jumps with this ATV though; it’s a utility 4×4 for farm work, rural living, and hunting. The independent rear suspension provided an even ride through some deep ruts and over tree roots. The ability to adjust the shocks for trail riding versus hauling grain bags from barn to field also helped significantly to provide a more comfortable experience.

The Rubicon Is a Multi-Purpose Machine

A multi-functional machine is a big priority on our little Michigan hobby farm, because we hunt here as well. While being able to comfortably trail ride all day on a machine is definitely a plus, it isn’t the main quality I look for in an ATV—our machines must work harder than that. And the Rubicon definitely does. In contrast to other racks with rails all around the edges, the front and rear steel racks provide a large flat area. And when you’re loading grain bags onto the racks, flat is definitely better. The rails on other racks might seem convenient until they send a pile of 40-pound seed bags toppling to the ground.

And that same power that helped me keep up with the boys and their machines comes in very handy around our little farm and getting me to and from my hunting spots. In fact, the Rubicon handles very well in all weather, including cold and snowy Michigan winters. Even on the coldest days, the Rubicon never failed when I started it to haul water to our farm animals.

There are a few features of the Rubicon that handle icy and snowy conditions especially well. I never gave too much thought to guarding the driveshaft of an ATV, but Honda did. And when everything is iced over, the wide front driveshaft guards do a great job of protecting components I don’t want to have to replace when they connect with a chunk of ice. In addition, the inboard rear disc brakes are tucked up and better protected than the drum brakes on other machines. This might not seem like a big deal now, but it can make a huge difference when you are trying to get back home after deer hunting in sleet and freezing rain that has been coming down for hours, turning your hunting ground into a sheet of ice.

The 190mm front and 170mm rear brakes are more than capable of stopping the machine. Even with my relatively small hands, I was able to easily reach both the left rear and right front brakes on the handlebars. But when backing up, I liked the option of the rear foot control because sometimes my shorter arms just don’t always reach all the way to the ends of the handlebars for easy braking.

The Honda Rubicon’s DCT Transmission Is Superior

Most machines on the market have a Continuously-Variable Transmission. In true Honda engineering fashion, they came up with a solution that eliminates the worst part of a CVT: the drive belt. The Honda Dual Clutch Transmission provides shifting options that a CVT can’t. You can choose between auto or manual, but what’s really cool is the computer in the auto option learns how you ride and adjusts accordingly, making shifts that cater to your style of driving. It works so well, that I only used the manual option for the sake of testing. The machine’s computer quickly recognized whether I was hauling grain or trail riding, and shifted accordingly.

Sometimes low and slow is just as important as power and speed, like when you are going down a steep trail. The Rubicon’s DCT can handle this, too. I put the machine’s transmission into low range and crawled down a few sketchy trails. If you have it in manual, you have access to all forward gears in both high and low range, and you’re in control. In low range, first gear performance is insane in terms of how well the engine brakes itself. It’s great for towing, or getting through a nasty mud pit.

One more thing that Honda has really improved over the past couple of years is how you shift the machine into reverse. On previous machines, I avoided backing up as much as possible because it was overly complicated: I had to pull the short lever at the same time I was pulling the rear brake lever, then shift into reverse. I’m not the strongest, nor the most coordinated. Reversing wasn’t something I wanted to do if I could avoid it (and I often did). The 2021 Rubicon just has a short reverse lever that you pull while shifting. This makes for a much easier process, particularly while plowing snow, when easy reversing is critical for clearing the driveway quickly..

Read Next: How to Build an ATV Tough Enough for Alaska’s Backcountry

The Honda Rubicon’s Stock Tires Had to Go

There is one thing on the Rubicon that needs modification, no matter what application you have in mind. The 25-inch Maxxis tires were not up to the same level as the rest of the machine, which is typical of stock tires on any vehicle, from ATVs to pickup trucks. So I replaced them with 27-inch Sedona Buck Snort tires. While I was making modifications, I also switched out the stock rims for Sedona Split 6 Beadlock Wheels. I didn’t have a great reason for switching out the wheels other than they are blacked out and look badass. The pair combines with the other great features of the Rubicon better than the stock tires and wheels and gave me the traction and performance I was looking for.

The post ATV Review: Honda FourTrax Rubicon DCT EPS appeared first on Outdoor Life.

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