TWO NEW POLARIS ATVS EMPHASIZE DIFFERENT RIDING STYLES
The problem with options is that eventually you have to make a decision and some decisions are a heck of a lot tougher than others. Take the choice between two new Polaris ATV models we recently tested in the rugged desert mountains near Reno, Nevada. One is a two-up “touring” quad, the other a flat-out factory racer.
Riding the Sportsman 800 EFI Touring model is an eye opening experience. Here’s a machine built for two riders with tremendous off-road capabilities and super smooth ride, which got us thinking about bringing along our wives to see some of this incredible country which they have no intention of hiking. On the other horn of the decision making dilemma flies the new Outlaw 450 MXR. Our eyes really opened wide when cracking the throttle on this track-ready sport quad. While throwing a wide roost that obscured any follower’s view, we experienced adrenaline-laced visions of jamming through gears while assaulting our 300-foot-tall dunes back home on the Oregon coast.
The decision of which new Polaris fits best is pretty darn tough for those of us who love riding hard and fast, yet can appreciate cruising around with an ice chest on the front rack and a babe snuggled tight against your back. (You can call your passenger babe, too, right ladies?)
True four-wheel-drive and Active Descent Control make the Sportsman 800 Touring right at home in hilly terrain. Adjustable foot blocks and multi-position handles help the passenger stay in place whether climbing or descending. Well-positioned and comfortable seats give both rider and passenger plenty of room.
TANDEM TOURING
Most state ATV regulations and manufacturers forbid riding two-up on single-rider ATVs and for good reason: All too often emergency medical personnel hear injured riders on built-for-one machines start their sentences with, “I was giving a ride to so-n-so.”
Polaris saw the need for making the practice of riding two-up safe, so last year they came out with a pair of Sportsman “X2” models designed for riding double. For 2008 Polaris offers four models including their all-new 500cc and 800cc Touring editions.
Our tester, the Polaris Sportsman 800 EFI Touring, like its less powerful 500cc twin, is a very cool recreational ATV. It utilizes a seven-inch longer frame than the single-rider Sportsman 800 sport/utility ATV, and it incorporates a heftier rear suspension designed to accommodate a second passenger.
As with all the Polaris two-up quads, the 800 Touring model features an exclusive VERSATRAC system and “rolled” Independent Rear Suspension (IRS). VERSATRAC enables the rider to use a thumb switch near the right handgrip to choose between 2-wheel drive, On Demand All-Wheel Drive (AWD), or full-time AWD.
In 2WD the rear differential is locked so both rear wheels act as one. In All- Wheel-Drive (4x4) mode both front and rear axles automatically lock when needed to provide true four-wheel-drive. On-demand AWD allows the Sportsman to engage Active Descent Control to provide four-wheel braking when the Sportsman is in AWD and operating at speeds below 15mph. Let off the throttle and the new two-up Polaris literally creeps down the steepest grade.
To optimize the ride when carrying a passenger or loads, the rear suspension has its rear shocks angled rearward and the angle of the IRS rear Aarms and two-stage springs provides wheel travel that moves up and back.
With a KTM race engine, high performance suspension and low center of gravity, the Outlaw 450 MXR delivers plenty of fun for the experienced rider.
We found the suspension of the nearly 800-pound machine to be remarkably smooth and controlled over whoop-dee-doos, rocks, and undulating terrain. We also found the new seat design, which is thicker and has a big rear seat back for the passenger, to be equally cush.
The Touring model also features a removable footrest extension block that helps those with shorter legs to be seated comfortably on the taller rear seat.
Speaking of riding shotgun, the rear seat cushion is a little narrower to maximize comfort, and a little higher than the front seat to give the rider on back a good view. We also liked the big rectangular handholds bolted to the rear fenders. Not only do they provide a number of different grip positions, they are made from vibration-absorbing rubber.
As for power, the EFI 760cc V-Twin Polaris engine, coupled with a Hi/Low-range CVT transmission delivers breathtaking power-even with two big adults aboard. The machine can also stop in a hurry with its big hydraulic disc brakes.
The Polaris Sportsman 800 Touring model is all about comfort and convenience. We can’t think of a better way to explore the outdoors, unless you prefer the outdoors flying by in a blurred streak as you feather the throttle to keep the front wheels on the ground, in which case, you’ll want to go for the Outlaw.
2008 Polaris Outlaw 450 MXR
2008 Polaris Sportsman 800 Touring
Three settings on the right handle bar control traction options on the Sportsman 800. Because the Polaris system requires rear wheel slippage to engage four-wheel-drive, an extra set of clutch packs were added in the front to supply Automatic Descent Control (ADC), which you can easily turn off. Want compression braking on the 450 MXR? Just hit a lower gear.
Because speeds in reverse can potentially match those in forward on continuous variable transmission machines, a speed limiter is built-in. This button is available to override the reverse governess if you need a little more speed when backing up.
MO MOTO
The Outlaw 450 MXR is based on the popular Outlaw 525 but with some important differences. MX race enthusiasts will recognize a lot just in the name of this all new bike, because the “450” puts it squarely in the 450 engine size class and the “MXR” indicates this was by design.
The 450 MXR comes stock with a number of features for the MX race enthusiast. A 39mm Keihim FCR-MX carburetor feeds the lightweight raceproven KTM 449cc engine. The four stroke liquid cooled power plant delivers plenty of low end torque, which makes gear selection less critical in those tight corners.
The torquey power allows gear count to remain at five. That makes room for a feature considered a luxury at the race track — reverse. Yup, you can back it up! That’s a very handy feature in plenty of trail situations. Polaris designers told us that this added very little weight because room was found inside the gear box.
Suspension upgrades for the 450 MXR include Fox Piggyback Shoxs. These premium shocks supply tunable flexibility for their compression and rebound rates. External reservoirs increase the capacity of fluid to help dissipate heat, which keeps the suspension’s characteristics consistent during long runs over rough terrain.
Although Polaris had gotten away from a straight rear axle in recent models, they are bringing it back for the 450 MXR (they will also offer a straight-axle version of the Outlaw 525 as well). This is an important design feature for dune and flat track riders because you can really throw it into corners and drift it without concern of experiencing that tuck-and-roll feeling common with some IRS systems.
Maxxis RAZR MX tires and aluminum wheels are included in the design to cut weight and increase stability. Stainless steel braided brake lines combine with dual hydraulic discs and dual piston calipers. When something can accelerate this fast you want it to stop efficiently as well.
Now available in both IRS and straightaxle, the Outlaw 525 is just a few racing features away from keeping pace with the Outlaw 450 MRX. Nice low end torque makes the 525 very manageable in trail situations.
We found this limited edition Outlaw to be well-balanced, nimble and quick. It handled the whoops, stayed flat in hard turns and responded well to rider input. The seat, pegs and handle bars allowed a balanced combination of maneuverability and comfort.
Rough conditions at speed allowed us to appreciate the absence of bump steer. This unhappy condition can occur when steering components on less stable machines don’t stay parallel during extreme suspension travel. Polaris gave particular attention to eliminating this issue.
The Outlaw 450 MRX was quite trail worthy for a performance machine. After spending some time in track conditions, we made a quick run out through a desert course that included arroyos, soft sand, tight maneuvers through “trees” and a few light duty rock crawls. The 4-stroke allowed technical low-speed turns without a lot of clutch work, which is nice because you don’t have to throw yourself over the handle bars to keep the front end down.
Still, it takes some stamina to run trails on a race machine, and we started to look for a little break by getting back on the luxury Sportsman 800 Touring. This brings us full circle and back to that pesky decision again.
Tell you what, while you guys are trying to decide, I’ll start my all-or-nothing campaign. I’m sure our household budget committee-of-one can be persuaded to ante up for two machines once I explain the Sportsman would really be hers.