2009 Polaris Outlaw 450 MXR

Master of the Track, Trail, and Everything in Between
by Jason Giacchino

A Rich History

Polaris Industries, an ATV manufacturer already known for versatility, solidified their commitment to the performance segment of the industry back in 2003 when they dropped their lethal Predator 500 on an unsuspecting public. The machine’s incredible performance (and unrivaled component spec) resulted in the type of popularity that warranted frequent updates in subsequent model years then in 2006 Polaris and Austrian off-road juggernaut KTM formed an alliance. While the relationship ended up fizzling out before either company could benefit completely, Polaris had wisely gained access to several of KTM’s renowned off-road engines for use in their own ATV line. In the mean time KTM had seen the opportunity to enter into the competitive ATV market with a line of performance-quads all their own while the Predator 500 became extinct. In its place arrived the class-conforming Outlaw 450 MXR; powered by KTM and featuring a spec sheet that read like a pro’s fully customized race machine right out of the box.

For 2009 Polaris gave the Outlaw its first major overhaul, which included everything from all new bodywork, revised ergonomics, trick aluminum bits, to a wider stance. What hasn’t changed is the motor providing the go-juice. KTM’s class leading liquid- cooled 450 is nestled within the frame spars once more. The logic here was to improve only that which needed improvement and while the new Outlaw 450 MXR is distinguishable from the one it has replaced at only a passing glance, the details of these changes demand a closer look.

What’s New?

Weight-savings to the tune of 6 pounds shed. How did Polaris shave weight from one of the lightest 450s in its class? Aluminum. Savvy viewers may have noticed all-aluminum heel guards, a redesigned front bumper, and the removal of the complex PRO Steering system that came standard on both the Predator and the first generation Outlaw.

Not to worry about sacrificed turning charm with the absence of the PRO Steering feature, Polaris engineers did their homework and found that a conventional straight-stem design could yield similar results when mated to high-strength tie rods/ ends.

Other changes include all new plastic, which eliminates much of the older model’s perceived bulk, a single low-mount headlight that harkens to the sharp looks of the KTM quads, a smaller more compact fuel tank and a completely redesigned seat. Little touches that will mean a lot to real world riders are an on-the-fly adjustable front brake lever and a steering stem designed to accept fat bar mounts.

What’s Untouched?

Polaris takes no shorts when it comes to putting together an ATV and nowhere is this fact better illustrated than the Outlaw 450 MXR’s spec sheet. Once again Polaris outfits this model with a Magura hydraulic clutch, fully adjustable Fox Podium X suspension all around, stainless steel-braided brake lines, Maxxis Razor MX tires, Douglas rolled edge rims, KTM’s high revving 448cc single, 39mm FCR carburetor, hydraulic discs front & rear (with dual piston calipers up front), and a class-leading dry weight at 359 pounds. The transmission retains its 5-forward gears with reverse.

In the Real World

Spec sheets are one thing, mounting up and taking an ATV out onto the track or trails is quite another. That said, climbing on board the Outlaw 450 MXR reveals a roomy cockpit that places the rider more atop the machine than within it when compared to last year’s model. So radical is the quad’s new low profile that the first thing you may notice when gazing upon the machine is the extension of its steering stem/ bar mounts. They’re not taller than usual; rather the quad’s body (and weight) is simply more centered than most. In fact the stock bar mounts create a confidence-inspiring sensation of improved leverage and the relationship between the bars and pegs is just about perfect (and we tested with riders who varied in height from 5’ 6” on up to 6’ 2”).

The seat is notably firmer and flatter, which provides unrivaled range of motion, especially on the track where changes in body-position happen quickly and often. The seat’s junction with the tank, while not quite as narrow as the new Yamaha YFZ450R or the Suzuki LTR-450, is much improved over the previous model. Gone is intense slope at this critical area and even the tank itself is flat enough to permit weighing down the front-end in a pinch. The chassis provides a stout, race-ready rigidity at standstill coupled to the type of roominess lacking even on its cousin quad, the KTM 450SX.

Firing up the quad is as simple as pressing the small green button on the left-side handlebar control. So accurate was the FCR’s carburetion that rarely did we need the choke (which his carb-mounted) on cold mornings or hot-starts.

The exhaust note is surprisingly tame in stock trim thanks to a massive center-mounted silencer with a smooth/ even tone at idle with almost electronic-smooth rev-build up into the higher RPMs. In stock trim, the machine should have little trouble meeting even the strictest sound ordinances.

The Ride

Feeding out the butter-smooth clutch is an exercise in precision engineering as the pull is silky and steady right up until the KTM takes over with its own unique brand of acceleration. The power spread on this particular quad is downright awe-inspiring. Traction begins at the very lowest reaches of idle then streams with steady neck wrenching pull on up through the stratosphere. Shifting on the Outlaw is strictly optional for the most part and was reserved in our testing only for drag racing and really long straights. Rather than bounce off the rev limiter and fall flat, each gear on the 450 MXR can be pulled out until the proverbial cows come home which makes missed shifts and unexpected leaps a simple matter of blipping the throttle.

In stock trim the Outlaw 450 MXR feels alive and quite at home on fast, sweeping fireroads, twisty trails, and for XC competition thanks to a power band that is as usable as it is broad. The machine’s handling could best be described by a single word: “nimble”. Coupling industry-leading weight to such a well-balanced chassis results in an ATV that absolutely rails corners! Low speed 180s on up to wide-open bowl berms are easily devoured by the Outlaw. The bars create an impressive sense of leverage with just enough terrain feedback to remind the pilot that he’s riding the quad (as opposed to going along for the ride).

The MXR can be muscled over roots, rocks, and stumps thanks to its incredible lightweight chassis but we found the best results were yielded when the rider stayed on the throttle and flowed with the Outlaw rather than slam and jammed it around the course. Smooth-power delivery, plush suspension, razor sharp steering, and a roomy cockpit all add up to a formula where flow pays dividends.

Speaking of suspension, this is about as close to full-blown factory-tuned aftermarket shocks on a stock ATV that we’ve yet to experience. The Fox Podium X package is a testament to the company’s tireless engineering efforts. Not only are these shocks infinitesimally tunable for riders of all body-types and levels of aggression, the dual rate springs allow for a perfectly-timed ramp up on big hits without sacrificing small-bump compliancy everywhere else. On an ATV making use of such linear acceleration characteristics, suspension that gives enough to allow for traction (in the rear especially) is critical. The Podiums do so with confidence. We rode the Polaris Outlaw 450 MXR with its Fox Podium X package back to back against the KTM 450 SX with its pricier Ohlins units and, while it was close, came away even more impressed with the Fox’s ability to remain supple on the small stuff without sacrificing big-hit capabilities.

XC, MX, or SX?

We mentioned above that the Polaris Outlaw 450 MXR would make for a competitive XC (cross country/ GNCC) race machine right out of the crate and while this insinuates that the machine would not make a worthy track-only racer (as in dedicated motocross or supercross), the truth is that much of our testing brought us to the MX park as well as on the trails and we were quite impressed there as well.

To clarify, this is the identical engine (as in even the internal parts numbers match) as the mill KTM slaps into its 450 XC ATVs with the only exception coming in the form of the gearbox, where Polaris includes a much-appreciated reverse gear. While the KTM 450 XC targets cross-country competition (leaving the motocross duty to the slightly-more potent 450 SX), the Polaris 450 MXR offers handling characteristics and geometry (50.5” maximum racing regulation width & 30.7” seat height) that excels between the hay-bales just as it does in the woods.

Die-hard racers will be pleased to know that some very simple modifications can uncork the MX-capabilities of the Outlaw. Ditching the stock silencer for a freer-flowing aftermarket unit (or the equally impressive Polaris Pure pipe) not only sheds weight but it also focuses the mile-wide power spread of the engine into shorter, more explosive bursts, the likes of which send an ATV safely across a 70-foot triple directly out of a corner. Of course the downside is that most aftermarket pipes compromise the stocker’s whisper-quiet rumble.

Additionally, opening up the air intake side of things really spices up the KTM’s output as well. This, in conjunction with said freer-flowing pipe turns the Outlaw 450 MXR from mild to absolutely wild.

Considering how impressed we were with the machine’s stock handling/ spec sheet, we found no need to make additional changes to race the local MX circuit.

Odds and Ends

Like past Polaris performance ATVs, the attention to detail with the Outlaw 450 is stunning from its wicked-cool stock graphics kit to boasting the easiest-to-activate reverse system in the business. It’s hard not to fall instantly in love with the MXR and this fact is even further emphasized when you note the stock half-waffle grips, steel-braided brake lines, self-adjusting hydraulic clutch, and body fasteners that are both hex-bolts with inner-torx heads in the event that one of the methods happens to round-out down the road.

The ATV simply feels high quality in person and in action; a reassuring confidence that matches one of the finest stock spec sheets the class has to offer. With an MSRP of ,999, the Outlaw 450 MXR is one of the best bargains to be had as well.

Specs

Identification
Model Type: Sport
BASE MSRP (US)  ,999.00
Warranty:  6 months

Engine
Single-Cylinder, 4-Stroke, SOHC, 448cc
Carburetion Type:  Carburetor/ 39mm FCR

Transmission
Manual, 5-speed w/reverse
Chain Primary Drive (Rear Wheel)

Wheels & Tires
Front: Maxxis® RAZR MX 20 X 6-10
Rear: Maxxis® RAZR MX 18 X 10-9

Brakes  
Front:  Dual Hydraulic Disc
Rear: Hydraulic Disc

Technical Specifications:  
Wheelbase: 50.5 inches
Dry Weight 359 lbs
Fuel Capacity: 3 gal
Seat Height: 30.7 inches
Single Halogen Headlight
http://www.polarisindustries.com