ATV Review: 2025 Polaris Sportsman 570 Touring

A 2-Up quad that sacrifices nothing from the single rider experience.

We’re no stranger to the Polaris Sportsman line of ATVs around here, having tested the 450, 570, 850 and 1000 in the past. However, when we got the call to check out the 2025 Touring 570 EPS, we were told immediately this wasn’t just a copy and paste job of the standard 570 we’d put through the paces not so long ago.

Designed around the ability to carry a rear passenger, the 2025 Sportsman Touring 570 began with a chassis that is twice as rigid than the standard edition and integrates a whole bunch of trail-friendly features that make touring just as viable for off-roaders as it is for motorcyclists.

We took delivery of a 2025 Sportsman Touring 570 EPS in Stealth Gray and tested it for two months just as NY fall slid into early winter. Our conditions ranged from tight east coast trails to wideopen fire roads, from soft clay to slush. We sprinkled in a good deal of popping over downed trees, slippery hill climbs and slick off-cambers for good measure. And roughly 90% of our testing was performed with a passenger on board. All told, a unit identical to ours can be had for $10,999.

Climbing On

That extra seat is the immediate giveaway that this isn’t the standard 570 even at a glance and, upon closer inspection, the 2-up capabilities of the machine start to extend beyond just the removable rear seat. You’ll notice things like dedicated passenger footpegs and additional rear fender trim on the spots where legs would otherwise make contact with the plastic. Swinging a leg over the model starts to reveal additional changes – most notable among these a much stiffer platform thanks to that enforced chassis and suspension designed around additional rear-centric rider mass.

When we first saw the machine, we feared the size of the rear seat would be a bit intrusive to the driver (it can be removed for solitary riding as easy as opening a car door), but found the opposite to be true. The nose of the passenger seat actually forms a backrest for the driver, meaning we actually found ourselves leaving the seat in place even on those treks where 2-up riding wasn’t the plan.

Aside from these sensations, the 570 will feel immediately familiar. This is a Sportsman at the end of the day so all of the comfort and years of refinement that come with the label are present and accounted for.

Any concerns about the elevated passenger peg area getting in the way during solo operation were immediately nullified as somehow Polaris’s engineers managed to create a cockpit that’s plenty big enough for two without sacrificing any of the roominess needed for one. If ever the case could be made for a 2-up model that loses literally nothing of the single rider model’s personality, the Touring 570 would be the one.

Blast Off

The electric start 570 ProStar engine fires up instantly thanks to a 340 cold cranking amp standard battery with a smooth exhaust note from that 567cc dual overhead cam single. Taking off is a simple matter of positioning the right-side lever into the desired range and getting on the throttle. Pushing 44 horsepower out of the box, the power of the 570 is steady and zippy, with plenty of usable torque down low. However, if speed is your thing, just be a bit more generous with that throttle and terrain will blur past with smile-inducing efficiency. Surprisingly, we could detect no noticeable drains in output when riding with a passenger.

The Sachs suspension components are decent at low speed, if a tad on the stiff side (especially when riding singular) but really come to life as the speed or technicality of the terrain begin to increase. This isn’t a slight against the setup, of course, as surely Polaris’s engineers felt it wiser to err to the side of stiffness to handle the increased rider load opposed to suspension that would wallow and lean.

Rear passenger comfort is surprisingly good when the machine is in motion as well, with a seat that offers an ample backrest, dedicated hand-rails and a stadium-style height advantage for an uncompromised view ahead right over the driver.

Again, all of these amenities wouldn’t amount to much were it not for this chassis, which was designed around the rear-centric rider load assuring optimal stiffness even if the rough and traction-feeding weight distribution to all four of the wheels.

The Touring 570 uses one-touch on demand AWD (or 2WD if desired) rather than 4×4 – which means drive power is distributed instantly to wheels registering traction difficulty. It’s a pretty seamless system, allowing the rider to simply focus on the terrain ahead without fear of being in the incorrect range for what lies beneath. The beginning of our testing saw conditions solid enough to allow for rear drive operation, which yielded some very impressive fuel economy returns.

Multi-select electronic power steering (EPS) is one of those features you will convince yourself you can live without until you experience it in action. Gone are the days of terrain sending jarring feedback up through the bars or worse, tugging them free of your grip and in their place, nothing but silky actuation regardless of technicality or speed. If, like us, you find yourself traversing downed trees, slippery roots or creek rocks, EPS is an absolute difference-maker. Plus multi-select allows you to set the amount of assistance you’re comfortable with in the event that your best trail work is built upon the notion that some terrain feedback up front can be a good thing.

Alphabet Soup

Another pair of acronyms you’ll find on the side of the 570’s engine cover are EBS for Engine Braking System and (if equipped) ADC for Active Descent Control. As is the nature of CVT transmission-equipped modern ATVs, sending engine compression back through the transmission to slow the wheels is a very welcome addition indeed – especially in steep or off-camber situations where a handful of brake alone could unsettle the machine. We’ve used Polaris’s version of both many times before and always come away impressed. EBS can be felt at all times, whenever you let go of the throttle, deceleration kicks in and eliminates the “free wheeling” effect. ADC, on the other hand, is activated by the right side yellow switch selector that is also used to alternate between 2WD and AWD and, again, is for use in the really steep stuff.

This is one of those upgrades that will appeal mainly to hillclimbers and mountain explorers as we found the standard EBS to be more than adequate for everything we threw at the machine and by that we are including descents that, in hindsight, probably shouldn’t have been attempted due to the ridiculousness of the slope. The 570 never flinched.

Odds and Ends

Braking on the 570 is excellent via single lever 3-Wheel hydraulic disc (with foot pedal for rear braking alone if desired). Polaris may have the best single-lever braking actuation in the industry and the Touring is no exception. We’re particularly fond of the dedicated rear-brake foot pedal as well for steep descents where engine braking and staying off the fronts is paramount.

We sound like a broken record with every Polaris vehicle we review but Ride Command is one of those features that quietly does everything you can imagine and does it ridiculously well. The Sportsman 570 Touring doesn’t come standard with it but the 7″ glove-touch display center Powered by Ride Command 7S is an upgrade option. If you can swing it, Ride Command does everything you can fathom from onboard GPS, to instant route maps, to group ride tracking, to cellular-free communication. This system is good!

However, even if you go standard like we did, you can expect a nice big digital display screen that relays all of the important machine data to the rider. We also appreciate the integrated 12-volt dash output port and trickle charger input.

The 2025 570 Touring also integrates an all-new 6-gallon rear storage bin under the back rack that is surprisingly useful for transporting things like food, camping supplies or, (in our case) photography equipment out to the middle of nowhere. Best of all, it does so without using up valuable rack space.

There’s also some additional dry trunk space up front under the rack as well that will share space with the included toolset and manuals.

The base model, EPS and Premium Sportsman Touring 570s use a MacPherson strut design for the front suspension (this is one where the top of the shock doubles as the upper steering pivot) while the top-tier Ultimate edition upgrades this to arched dual A-arms. This is one of those minor upgrades we’d really like to see make it to the entire line someday.

Conclusion

We live in a time where the automatic assumption when thinking of picking up a machine to carry a passenger and gear out onto the trails is to grab a SxS but Polaris makes a strong argument to the lasting appeal of the 2-Up ATV segment with the 2025 Sportsman Touring 570 line. This is a machine that remains nimble and active in all conditions, works as well with a passenger as it does a solitary unit, gets great fuel economy and costs about half the price of a similarly spec’ed SxS. And, perhaps best of all for us long-time quad junkies, provides that type of open-air interaction as only an ATV can.

A majority of our time with the machine was spent on the trails and in the woods, play riding 2-up style but we’re pleased to report that if work is your main objective, the Touring editions take nothing away from the standard Sportsman 570’s well reputed ethics including winch readiness out of the box (many of the packages include a 3,500 factory winch pre-installed).

About the only complaint we can imagine here is that $10,000 starting price for the base model (and going up to $14,500 for the Ultimate) is going to put this midsize line out of reach for a lot of riders. We’re still in the late phases of unprecedented inflation and the off-road industry is certainly not immune to this disappointing trend. Here’s hoping that as the new administration takes over with policies designed to lower oil costs and combat inflation, things will start to swing in the other direction.

Until then, however, the Polaris Sportsman Touring 570 remains a versatile, entertaining, and reliable package with the perfect combination of traits to make sharing the adventure with a passenger an effortless experience.

Specs

Engine & Drivetrain
Active Descent Control Equipped
Cooling Liquid
Cylinders 1
Displacement 567cc
Drive System Type One Touch On-Demand AWD/2WD
Electronic Power Steering Multi Select EPS
Engine Braking System (EBS) Equipped
Engine Type ProStar 4-Stroke DOHC Single Cylinder
Fuel System/Battery Electronic Fuel Injection / 340 CCA
Horsepower 44 HP
Transmission/Final Drive Automatic PVT P/R/N/L/H In-line Shifting
Dimensions
Estimated Dry Weight 911 lbs (413 kg)
Front/Rear Rack 90 lb/180 lb (40.8 kg/82 kg)
Fuel Capacity 6.75 gal (25.5 L)
Ground Clearance 11.5 in (29 cm)
Hitch Tow Rating 1,350 lb (612 kg)
Hitch TypeStandard 1.25 in (3.2 cm) Receiver
Overall Vehicle Size (L x W x H) 91 x 48 x 59 in (231.1 x 121.2 x 150 cm)
Payload Capacity 485 lb (220 kg)
Person Capacity 2
Seat Height 35.75 in (90.8 cm)
Wheelbase 56 in (143.2 cm)
Brakes
Front/Rear Brakes Single Lever 3-Wheel Hydraulic Disc with Hydraulic Rear Foot Brake
Parking Brake Park In-Transmission / Lockable Hand Lever
Additional Specifications
Cargo system Lock & Ride Compatible 5 Gal (18.9L) Front Dry Storage, 6 Gal (23 L) Rear Storage, Toolless Removable Passenger Seat
Instrumentation
All Digital Gauge, Speedometer, Odometer, Tachometer, Two Tripmeters, Hour Meter, Gear Indicator, Fuel Gauge, AWD Indicator, Volt Meter, Coolant Temperature, Hi-Temp Light, Text and Call Notifications
Lighting
High Output LED POD High Beam, High Output LED Low Beam Headlights, Dual LED Brake Lights/Tail Lights
Other Standard Features
Front and Rear A-Arm Guards, Front Trail Bumper, Front and Rear Rack Extender, Painted Plastics, PIN Activated Security System (P.A.S.S.), USB Data/Charging Port
RIDE COMMAND+ Available as Accessory
Tires / Wheels
Front Tires 26 x 8-14; DURO
Rear Tires 26 x 10-14; DURO
Wheels 14 in. (35.6 cm) Aluminum
Suspension
Front Suspension Sealed Arched Dual A-Arm with 8.9 in (22.6 cm) Travel
Rear Suspension Sealed Dual A-Arm, IRS 9.5 in (24.1 cm) Travel

More Information

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