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New Models
BIKES: 2012 Can-Am Outlander 1000 XT First Ride
Can-Am unleashes the 2012 Outlander 1000 XT sport utility ATV with more brute muscle than quad riders have seen before. We ride the new BRP product to see how it behaves.
Instead of wedging the big V-Twin into the existing Outlander chassis, Can-Am developed the second-generation Surrounding Spar Technology frame (SST G2). (Photo: MotorcycleUSA.com)
Can-Am has taken the trend of explosive growth in the sport utility ATV market to new levels with the 2012 Outlander 1000 XT. Once parent company Bombardier Recreational Products (BRP) introduced the Commander side-by-side, the migration of its burly Rotax engine into an ATV was only a matter of time. This year Can-Am has finalized the transition with an entirely new chassis setup to make the whole package work as a sport-utility quad.
Thundering from underneath revised bodywork and a new chassis is the 91 x 75mm bore and stroke V-Twin engine. The 80-degree cylinders use four valves each and offer 976cc of total displacement. Can-Am claims the Rotax mill cranks out 82 horsepower, and riding the 1000 XT makes it obvious right away that it’s a no-nonsense engine. A CVT transmission offers High and Low range, and the Outlander will do wheelies from a dead stop in High – it’s impressive to say the least. Dual Siemens fuel injectors monitor the output from a 46mm throttle body and 5.4-gallon tank.
With that much juice on tap, riding the Can-Am demands respect. A secondary ignition key helps tame the beast by retarding the power delivery. Considering how unbelievably powerful the engine is, this feature is a very useful tool for riders with less experience. We don’t prefer riding with the detuned ignition key, which is extremely invasive, but having the full amount of power available demands care and, at times, restraint.
Instead of wedging the big V-Twin into the existing Outlander chassis, Can-Am developed the second-generation Surrounding Spar Technology frame (SST G2). With the new welded-steel frame, Can-Am lowered the amount of components while increasing rigidity and strength. Updated geometry affects handling along with a lower center of gravity. When building the SST G2, care was given to allow for a new airbox placed higher in the chassis, which uses dual screening to deliver clean air to the engine. The intake is higher than previous Outlanders as well.
Suspension components on the Outlander are unique. Torsional Trailing arm Independent rear suspension (TTI) is similar to the components found on the Commander, and conceptually like those found on a trophy truck or the Polaris RZR XP. A trailing arm allows the rear wheels to move directly up and down rather than in a butterfly motion, which minimizes changes in the chassis geometry as the suspension moves through its stroke. A removable sway bar helps provide increased stability and the shocks have 9.3 inches of travel. Can-Am revised the pivot points to make them lower. While riding, the Outlander is very composed within its chassis. However, the suspension is set very soft. It does offer preload compression adjustments and sporty or aggressive riders will want to stiffen all four corners.
For the rest of this article visit MotorcycleUSA.com
Thundering from underneath revised bodywork and a new chassis is the 91 x 75mm bore and stroke V-Twin engine. The 80-degree cylinders use four valves each and offer 976cc of total displacement. Can-Am claims the Rotax mill cranks out 82 horsepower, and riding the 1000 XT makes it obvious right away that it’s a no-nonsense engine. A CVT transmission offers High and Low range, and the Outlander will do wheelies from a dead stop in High – it’s impressive to say the least. Dual Siemens fuel injectors monitor the output from a 46mm throttle body and 5.4-gallon tank.
With that much juice on tap, riding the Can-Am demands respect. A secondary ignition key helps tame the beast by retarding the power delivery. Considering how unbelievably powerful the engine is, this feature is a very useful tool for riders with less experience. We don’t prefer riding with the detuned ignition key, which is extremely invasive, but having the full amount of power available demands care and, at times, restraint.
Instead of wedging the big V-Twin into the existing Outlander chassis, Can-Am developed the second-generation Surrounding Spar Technology frame (SST G2). With the new welded-steel frame, Can-Am lowered the amount of components while increasing rigidity and strength. Updated geometry affects handling along with a lower center of gravity. When building the SST G2, care was given to allow for a new airbox placed higher in the chassis, which uses dual screening to deliver clean air to the engine. The intake is higher than previous Outlanders as well.
Suspension components on the Outlander are unique. Torsional Trailing arm Independent rear suspension (TTI) is similar to the components found on the Commander, and conceptually like those found on a trophy truck or the Polaris RZR XP. A trailing arm allows the rear wheels to move directly up and down rather than in a butterfly motion, which minimizes changes in the chassis geometry as the suspension moves through its stroke. A removable sway bar helps provide increased stability and the shocks have 9.3 inches of travel. Can-Am revised the pivot points to make them lower. While riding, the Outlander is very composed within its chassis. However, the suspension is set very soft. It does offer preload compression adjustments and sporty or aggressive riders will want to stiffen all four corners.
For the rest of this article visit MotorcycleUSA.com
2013 Kawasaki ZX-6
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