Sportsman 500 review
#1
09-10-1999, 03:26 PM
You worth
the "Premium Ride"?
Here's one for all Sprotsman 500 owners. It's a review of the quad by ATVACTION magizine on the atving website. Enjoy.
Polaris Sportsman 500
September 8, 1999
By Dave Iskierka
There's always the rider who seeks the most
technologically advanced quad from a
manufacturer. He'll walk into a showroom armed
with reasons for wanting the best machine money
can buy--whether it's recreational riding, racing or
utility--and instruct the salesperson to "point me to
the model with all the bells and whistles." Every
ATV manufacturer has one model that's its
"numero uno," its "best of the best," its "cream of
the crop" in each machine category. If you're looking for a "Recreation/Utility"
type of machine, we'll be taking a look at Polaris' top-of-the-line model in what
it calls the "Premium Recreation/Utility" class--the Sportsman 500.
With hunting season around the corner, we
wanted--and need--to take every advantage we
can get to bag some big game, so we chose the
Remington Special Edition Sportsman 500 for this
evaluation. The RSE is identical in specs to
Polaris' flagship Sportsman 500 except for the
unique application of the Mossy Oak® camouflage
design of the body panels and a few extra
goodies. Let's take a look at how the Mossy Oak® design is applied first.
The Mossy Oak® Process
Polaris made the first innovative move in the industry to incorporate a
"from-the-factory" permanent camouflage design of the body panels. Because
of the time-consuming process involved in applying the Mossy Oak® Break
Up™ camo pattern, the Sportsman 500 RSE is once again produced in
limited supply for year 2000. The Mossy Oak® process starts when the
camouflage pattern is applied to a specially formulated backing material. The
camo pattern material is then chemically activated and applied to the
Sportsman 500 body panels. The pattern wraps onto the body panels, hugging
every contour of the fenders, headlight pod and side panels.
The panels are then treated with a clearcoat
for a tough finish. This process creates a
high-resolution, detailed camo pattern with an
extremely durable bond that is a lot tougher than
decals or tape and more attractive than
camo-cloth covers. It is also a non-glare matte
finish so as to not spook the wildlife you're after.
Polaris says that it has conducted extensive
testing in hot and cold climates and in brushy
terrain. This process also gets the nod from both Polaris' and Remington
Arms' quality departments. As mentioned before, the RSE is a limited quantity
model and more than likely demand will outstrip the supply this year . . . again.
The Sportsman 500
Under the unique "skin" of the Sportsman 500
Remington Special Edition is the Sportsman 500 4x4.
Polaris' largest four-stroke--a 499cc, four-valve,
liquid-cooled engine--is tucked in the frame. The engine
features a counterbalanced design for minimal vibration
throughout the powerband. The 34mm CV Mikuni sips fuel
from a 5.25-gallon fuel tank for long excursions between
fill-ups. We achieved about a 100-mile range per tank. The
top speed of the Sportsman 500 was 54 mph, according to
the lighted speedometer. This powerplant has been proven
robust over the years and we'll let you know if we find otherwise.
One of the most talked-about engineering
achievements of the Sportsman 500 is the exclusive,
independent long-travel (9.5-inch) rear suspension
with a stabilizing anti-roll bar. The fully independent
rear suspension (IRS) is one of the reasons the
Sportsman 500 is classified as a "Premium
Recreation/Utility" machine. Its ride has been
claimed to be the smoothest in the business, along
with its industry-leading 11 inches of ground clearance. Being equipped with
such a suspension does create more of a "body roll" feeling when riding off
cambers than non-IRS machines, but that's the suspension doing its thing.
New riders/owners should familiarize
themselves with the machine's handling
characteristics and capabilities before attempting
to ride such terrain. Having almost a foot of ground
clearance would cause one to wonder if a high
center of gravity were an issue when ascending
hills. With a slightly taller stance than most
competing quads, the Sportsman 500's balance
felt reasonable on steep hillclimbs. We never felt
like we were going to flip backwards on such maneuvers--but then there's no
such thing as too much safety.
Long-travel (6.25-inch) Sachs strut
independent suspension grace the front half of the
machine and soaked up the bumps nicely. The
front section provides a tight turning radius of
about 65 inches. Muscle needed to steer the
SP500 was okay--smaller riders might have a
little trouble when the quad is stationary--but when
rolling, it steers pretty easy. The SP500 is also
capable of some aggressive recreational riding.
The fully automatic dual-sensing transmission (PVT) with EBS (Engine
Braking System) sends the power to the wheels. Forward low, forward high,
neutral and reverse gears are activated using the E-Z shift lever on the right
side of the machine. The shift lever has a redesigned bend and shifts
smoother than earlier models. Gear engagement was precise.
The EBS provided nice control when descending hills, especially in AWD.
Minnesota is not home to any huge mountains, but in the hilly terrain we didn't
have to touch the brake lever unless necessary to avoid catastrophe. After
extensive laboring on the trails the clutch housing did not become hot to the
touch, leading us to conclude that the venting scheme of the clutch housing is
working fine. The PVT vent height is 27 inches from the ground and 11 inches
below the engine's air intake that's on the top left side of the gas tank.
Let's try one of our favorite tests--the
five-minute dunk--to see if we can make this bad
boy's PVT belt slip. We let the SP500 sit in 22
inches of rushing river water (the exhaust was
almost under water) for five minutes. After a push
on the electric starter button, the SP500 crawled
right out of the flowing river without any PVT belt
slippage. Want to play in deeper water? That's your
choice, but it's not our recommendation. The
backup recoil starter worked right out of the water
as well.
Polaris' standard single-lever, all-wheel hydraulic disc brakes with an
auxiliary hydraulic rear-axle foot brake worked well. Spending most of our time
riding in "AWD", the independent four-wheel shaft drive with On-Demand true
four-wheel drive sensed when AWD was needed for extra traction and locked
the front wheels in automatically. Briefly, when AWD is activated using the
thumb-controlled switch, power is transferred to both front wheels the instant
the rear wheels lose traction. When traction to the rear wheels are regained,
the front wheels are disengaged until all-wheel traction demands are called for
again.
Sealed CV joints are used in the front and rear
driveline to help reduce breakdown and
maintenance chores. Front and rear plastic CV
joint guards are standard and performed
adequately. We had one instance where a branch
kicked up and slid through the front of one rear
A-arm. The branch popped the lower clamp loose
on one of the CV-joint boots.
Lube it:
Casual conversation about quads usually turns to maintenance. Counting
up the zerk fittings on the Sportsman 500 was a test in itself, and hopefully we
found them all. Here's what we come up with as far as "Preventive
Maintenance" (PM) goes with a grease gun.
Front A-arms: 2 zerks on each side (4)
Rear A-arms: 6 zerks on each side (12)
Mid shaft U-joint: 1 zerk (1)
Front shaft U-joint: 1 zerk (1)
Front drive U-joints: 1 zerk on each side (2)
Steering stem: 2 zerks (2)
Rear stabilizer: 1 zerk on each side (2)
Count 'em up and you have a total of 24 zerk fittings that need to have a
squirt of lube every now and then. A pain in the rear? Considering the
sophistication of the Independent Rear Suspension--where most of the zerks
are located--we think a little more PM would be needed and a trade-off exists
between ride quality and PM.
A new and stronger "On/Off" thumb switch for AWD was updated for
quality and ease of use. Instead of the push-button design from earlier years, a
thumb-activated slide switch is used for a more positive contact. "AWD" is lit
for nighttime viewing as well.
Features:
Composite front and rear racks support the
loads on the SP500 with ratings of 90 and 180
pounds. A standard rear rack rail helps keep the
loads from shifting and provide nice tie-down
locations. The Sportsman 500 RSE model also
includes a front rack rail.
The Remington Special Edition model comes
equipped with front and rear tubular bumpers for
extra protection while riding brushy
"Sportsman"-type terrain. The front bumper is ready
to accept a winch and hawse roller. A tow hitch is standard, with a towing
capacity of 1225 pounds.
Standard instrumentation includes a speedometer,
odometer, tripmeter and an hourmeter. The hourmeter is
nice for maintenance checks when low miles and high
run-time is the case. Indicator lights for high temp, reverse
and neutral are housed in the steering pod as well. Most of
the control switches are lighted, so finding the correct
switch in the dark is easier.
A high-mounted quartz halogen headlight and two
grille-mounted headlights provide decent lighting for night
riding. An additional safety feature not normally found on
quads is a brake light.
Our Sportsman 500 thoughts?
The Polaris Sportsman 500 just might be the industry's
top selling fully automatic 4x4 quad. The 499cc powerplant
is more than adequate for demanding use while playing or
working; we never ran out of power. One bit of advice we
can offer is to use "low range" when rock crawling or
low-speed trail riding, as this will reduce belt wear.
With respect to the independent rear suspension, this
setup may produce a lower ground clearance at times than
claimed--considering the weight of the rider and changes
in the terrain. The ride quality is superb in our opinion. The traction that the fully
independent/long travel suspension supplied is also highly rated and conforms
the tire placement to the terrain very nicely. The spin-on oil filter, along with
engine oil and antifreeze reservoirs, are easily accessible. Full metal skid
plates protect the machine's bottom while composite floorboards with
integrated footpegs protect your feet.
One change that made us real happy was the
higher reverse speed limit without activating the
"override" button. With a new limit of 7-9 mph,
chores such as snow plowing should be a lot
more fun without having to push the override
button to back up easier. Conducting our
five-minute PVT "belt slip" test under 22 inches of
water showed that no PVT belt slippage was
evident after firing up the Sportsman 500 and
driving off. As stated on the warning label, do not allow anyone to use the PVT
cover as a step. Doing so may cause warping of the cover and leaking can
develop.
The RSE's application of the Mossy Oak® camo pattern held up to brush
scrapes and general abuse fine and gave this model Sportsman 500 an
interesting look as well as hiding the scoot in the woods. If the camo-clad
model isn't your style, the Sportsman 500 also comes in red or "camo" green.
A couple of areas we'd like to see improved on the Sportsman 500:
More protection to the CV-joints and rubber boots from the front side of the
rear A-arms. Branches can get kicked up, slide thru the A-arm and tear a boot
or worst yet, knock a CV-joint out of commission. We did have one clamp on
one boot get pushed off.
We'd also like to see all three headlights turn on when "high beam" is
activated. The lighting is adequate, but more is always better and if it's there . .
. use it.
Finally, we'd like to say that out of all the quads
we've tested up in the North Country, this
Sportsman 500 is at the top of our list for firing up
without spitting and sputtering until the motor
warmed up. The SP500's powerplant purred like
a finely tuned watch. Gear selection was also
precise and we didn't have to "double shift" in
order to complete engagement.
If you're looking for the "numero uno" from the Polaris recreation/utility
lineup--and possibly the industry--then look no more; the Sportsman 500 gets
our vote.
Color: Camo Green or Red
MSRP: $6,999
Color: Remington Special Edition Mossy Oak ®
MSRP: $7599
Thanks to test riders:
Zachary Brink & Mark Hallen
2000 Sportsman 500 Specifications
Engine
Displacement
499cc
Cooling
Liquid-cooled/fan assisted
Engine type
Four-valve, four stroke with counterbalance
Lubrication
Dry sump
Carburetor
34mm CV Mikuni
Fuel capacity
5.25. gal. / 19.87 ltr
Coolant Capacity
2.25 qts. / 3.13 ltr
Starting
Electric w/recoil backup
Alternator
250 watts
Drive System
Transmission
PVT (Polaris Variable Transmission) with engine braking
system
Gear Range
E-Z Shift high/low and reverse
Drive
Thumb-switch engage four wheel independent shaft drive
Dimensions
Wheelbase
50.5" / 128.3cm
Turning radius (approx.)
65" / 165.1cm
Dry weight
697 lbs. / 316 kg.
LxWxH
81"-46"-47" / 205.7cm - 116.8cm - 119.4cm
Suspension
Front
Sachs strut with 6.25" / 15.9cm of travel
Rear
Progressive rate fully independent with anti-roll bar / 9.5"
travel
Rear shock
Two 1 3/8" twin tube shocks
Brakes
Front/Rear Brakes
Single lever hydraulic disc with hydraulic rear foot brake
Rear caliper
Disc hydraulic, opposed piston caliper / rear axle fixed disc
Tires
Front
Goodyear Tracker AT 25x8-12
Rear
Goodyear Tracker AT 25x11-10
Load Capacity
Front Rack Capacity
90lbs. / 40.8 kg
Rear Rack Capacity
180lbs. / 81.6 kg
Hitch towing capacity
1225 lbs. / 555.7 kg
Hitch tongue capacity
35 lbs. / 15.9 kg
Electrical
Brake light
Standard
Handlebar headlight
1 single beam high 60-watt quartz halogen
Grill headlights
2 single beam low 27-watt quartz halogen
DC Outlet
Front receptacle / rear plug-in
Instrumentation
Speedometer, Odometer, Hourmeter, Tripmeter, High beam
indicator, Reverse indicator, High temp light
the "Premium Ride"?
Here's one for all Sprotsman 500 owners. It's a review of the quad by ATVACTION magizine on the atving website. Enjoy.
Polaris Sportsman 500
September 8, 1999
By Dave Iskierka
There's always the rider who seeks the most
technologically advanced quad from a
manufacturer. He'll walk into a showroom armed
with reasons for wanting the best machine money
can buy--whether it's recreational riding, racing or
utility--and instruct the salesperson to "point me to
the model with all the bells and whistles." Every
ATV manufacturer has one model that's its
"numero uno," its "best of the best," its "cream of
the crop" in each machine category. If you're looking for a "Recreation/Utility"
type of machine, we'll be taking a look at Polaris' top-of-the-line model in what
it calls the "Premium Recreation/Utility" class--the Sportsman 500.
With hunting season around the corner, we
wanted--and need--to take every advantage we
can get to bag some big game, so we chose the
Remington Special Edition Sportsman 500 for this
evaluation. The RSE is identical in specs to
Polaris' flagship Sportsman 500 except for the
unique application of the Mossy Oak® camouflage
design of the body panels and a few extra
goodies. Let's take a look at how the Mossy Oak® design is applied first.
The Mossy Oak® Process
Polaris made the first innovative move in the industry to incorporate a
"from-the-factory" permanent camouflage design of the body panels. Because
of the time-consuming process involved in applying the Mossy Oak® Break
Up™ camo pattern, the Sportsman 500 RSE is once again produced in
limited supply for year 2000. The Mossy Oak® process starts when the
camouflage pattern is applied to a specially formulated backing material. The
camo pattern material is then chemically activated and applied to the
Sportsman 500 body panels. The pattern wraps onto the body panels, hugging
every contour of the fenders, headlight pod and side panels.
The panels are then treated with a clearcoat
for a tough finish. This process creates a
high-resolution, detailed camo pattern with an
extremely durable bond that is a lot tougher than
decals or tape and more attractive than
camo-cloth covers. It is also a non-glare matte
finish so as to not spook the wildlife you're after.
Polaris says that it has conducted extensive
testing in hot and cold climates and in brushy
terrain. This process also gets the nod from both Polaris' and Remington
Arms' quality departments. As mentioned before, the RSE is a limited quantity
model and more than likely demand will outstrip the supply this year . . . again.
The Sportsman 500
Under the unique "skin" of the Sportsman 500
Remington Special Edition is the Sportsman 500 4x4.
Polaris' largest four-stroke--a 499cc, four-valve,
liquid-cooled engine--is tucked in the frame. The engine
features a counterbalanced design for minimal vibration
throughout the powerband. The 34mm CV Mikuni sips fuel
from a 5.25-gallon fuel tank for long excursions between
fill-ups. We achieved about a 100-mile range per tank. The
top speed of the Sportsman 500 was 54 mph, according to
the lighted speedometer. This powerplant has been proven
robust over the years and we'll let you know if we find otherwise.
One of the most talked-about engineering
achievements of the Sportsman 500 is the exclusive,
independent long-travel (9.5-inch) rear suspension
with a stabilizing anti-roll bar. The fully independent
rear suspension (IRS) is one of the reasons the
Sportsman 500 is classified as a "Premium
Recreation/Utility" machine. Its ride has been
claimed to be the smoothest in the business, along
with its industry-leading 11 inches of ground clearance. Being equipped with
such a suspension does create more of a "body roll" feeling when riding off
cambers than non-IRS machines, but that's the suspension doing its thing.
New riders/owners should familiarize
themselves with the machine's handling
characteristics and capabilities before attempting
to ride such terrain. Having almost a foot of ground
clearance would cause one to wonder if a high
center of gravity were an issue when ascending
hills. With a slightly taller stance than most
competing quads, the Sportsman 500's balance
felt reasonable on steep hillclimbs. We never felt
like we were going to flip backwards on such maneuvers--but then there's no
such thing as too much safety.
Long-travel (6.25-inch) Sachs strut
independent suspension grace the front half of the
machine and soaked up the bumps nicely. The
front section provides a tight turning radius of
about 65 inches. Muscle needed to steer the
SP500 was okay--smaller riders might have a
little trouble when the quad is stationary--but when
rolling, it steers pretty easy. The SP500 is also
capable of some aggressive recreational riding.
The fully automatic dual-sensing transmission (PVT) with EBS (Engine
Braking System) sends the power to the wheels. Forward low, forward high,
neutral and reverse gears are activated using the E-Z shift lever on the right
side of the machine. The shift lever has a redesigned bend and shifts
smoother than earlier models. Gear engagement was precise.
The EBS provided nice control when descending hills, especially in AWD.
Minnesota is not home to any huge mountains, but in the hilly terrain we didn't
have to touch the brake lever unless necessary to avoid catastrophe. After
extensive laboring on the trails the clutch housing did not become hot to the
touch, leading us to conclude that the venting scheme of the clutch housing is
working fine. The PVT vent height is 27 inches from the ground and 11 inches
below the engine's air intake that's on the top left side of the gas tank.
Let's try one of our favorite tests--the
five-minute dunk--to see if we can make this bad
boy's PVT belt slip. We let the SP500 sit in 22
inches of rushing river water (the exhaust was
almost under water) for five minutes. After a push
on the electric starter button, the SP500 crawled
right out of the flowing river without any PVT belt
slippage. Want to play in deeper water? That's your
choice, but it's not our recommendation. The
backup recoil starter worked right out of the water
as well.
Polaris' standard single-lever, all-wheel hydraulic disc brakes with an
auxiliary hydraulic rear-axle foot brake worked well. Spending most of our time
riding in "AWD", the independent four-wheel shaft drive with On-Demand true
four-wheel drive sensed when AWD was needed for extra traction and locked
the front wheels in automatically. Briefly, when AWD is activated using the
thumb-controlled switch, power is transferred to both front wheels the instant
the rear wheels lose traction. When traction to the rear wheels are regained,
the front wheels are disengaged until all-wheel traction demands are called for
again.
Sealed CV joints are used in the front and rear
driveline to help reduce breakdown and
maintenance chores. Front and rear plastic CV
joint guards are standard and performed
adequately. We had one instance where a branch
kicked up and slid through the front of one rear
A-arm. The branch popped the lower clamp loose
on one of the CV-joint boots.
Lube it:
Casual conversation about quads usually turns to maintenance. Counting
up the zerk fittings on the Sportsman 500 was a test in itself, and hopefully we
found them all. Here's what we come up with as far as "Preventive
Maintenance" (PM) goes with a grease gun.
Front A-arms: 2 zerks on each side (4)
Rear A-arms: 6 zerks on each side (12)
Mid shaft U-joint: 1 zerk (1)
Front shaft U-joint: 1 zerk (1)
Front drive U-joints: 1 zerk on each side (2)
Steering stem: 2 zerks (2)
Rear stabilizer: 1 zerk on each side (2)
Count 'em up and you have a total of 24 zerk fittings that need to have a
squirt of lube every now and then. A pain in the rear? Considering the
sophistication of the Independent Rear Suspension--where most of the zerks
are located--we think a little more PM would be needed and a trade-off exists
between ride quality and PM.
A new and stronger "On/Off" thumb switch for AWD was updated for
quality and ease of use. Instead of the push-button design from earlier years, a
thumb-activated slide switch is used for a more positive contact. "AWD" is lit
for nighttime viewing as well.
Features:
Composite front and rear racks support the
loads on the SP500 with ratings of 90 and 180
pounds. A standard rear rack rail helps keep the
loads from shifting and provide nice tie-down
locations. The Sportsman 500 RSE model also
includes a front rack rail.
The Remington Special Edition model comes
equipped with front and rear tubular bumpers for
extra protection while riding brushy
"Sportsman"-type terrain. The front bumper is ready
to accept a winch and hawse roller. A tow hitch is standard, with a towing
capacity of 1225 pounds.
Standard instrumentation includes a speedometer,
odometer, tripmeter and an hourmeter. The hourmeter is
nice for maintenance checks when low miles and high
run-time is the case. Indicator lights for high temp, reverse
and neutral are housed in the steering pod as well. Most of
the control switches are lighted, so finding the correct
switch in the dark is easier.
A high-mounted quartz halogen headlight and two
grille-mounted headlights provide decent lighting for night
riding. An additional safety feature not normally found on
quads is a brake light.
Our Sportsman 500 thoughts?
The Polaris Sportsman 500 just might be the industry's
top selling fully automatic 4x4 quad. The 499cc powerplant
is more than adequate for demanding use while playing or
working; we never ran out of power. One bit of advice we
can offer is to use "low range" when rock crawling or
low-speed trail riding, as this will reduce belt wear.
With respect to the independent rear suspension, this
setup may produce a lower ground clearance at times than
claimed--considering the weight of the rider and changes
in the terrain. The ride quality is superb in our opinion. The traction that the fully
independent/long travel suspension supplied is also highly rated and conforms
the tire placement to the terrain very nicely. The spin-on oil filter, along with
engine oil and antifreeze reservoirs, are easily accessible. Full metal skid
plates protect the machine's bottom while composite floorboards with
integrated footpegs protect your feet.
One change that made us real happy was the
higher reverse speed limit without activating the
"override" button. With a new limit of 7-9 mph,
chores such as snow plowing should be a lot
more fun without having to push the override
button to back up easier. Conducting our
five-minute PVT "belt slip" test under 22 inches of
water showed that no PVT belt slippage was
evident after firing up the Sportsman 500 and
driving off. As stated on the warning label, do not allow anyone to use the PVT
cover as a step. Doing so may cause warping of the cover and leaking can
develop.
The RSE's application of the Mossy Oak® camo pattern held up to brush
scrapes and general abuse fine and gave this model Sportsman 500 an
interesting look as well as hiding the scoot in the woods. If the camo-clad
model isn't your style, the Sportsman 500 also comes in red or "camo" green.
A couple of areas we'd like to see improved on the Sportsman 500:
More protection to the CV-joints and rubber boots from the front side of the
rear A-arms. Branches can get kicked up, slide thru the A-arm and tear a boot
or worst yet, knock a CV-joint out of commission. We did have one clamp on
one boot get pushed off.
We'd also like to see all three headlights turn on when "high beam" is
activated. The lighting is adequate, but more is always better and if it's there . .
. use it.
Finally, we'd like to say that out of all the quads
we've tested up in the North Country, this
Sportsman 500 is at the top of our list for firing up
without spitting and sputtering until the motor
warmed up. The SP500's powerplant purred like
a finely tuned watch. Gear selection was also
precise and we didn't have to "double shift" in
order to complete engagement.
If you're looking for the "numero uno" from the Polaris recreation/utility
lineup--and possibly the industry--then look no more; the Sportsman 500 gets
our vote.
Color: Camo Green or Red
MSRP: $6,999
Color: Remington Special Edition Mossy Oak ®
MSRP: $7599
Thanks to test riders:
Zachary Brink & Mark Hallen
2000 Sportsman 500 Specifications
Engine
Displacement
499cc
Cooling
Liquid-cooled/fan assisted
Engine type
Four-valve, four stroke with counterbalance
Lubrication
Dry sump
Carburetor
34mm CV Mikuni
Fuel capacity
5.25. gal. / 19.87 ltr
Coolant Capacity
2.25 qts. / 3.13 ltr
Starting
Electric w/recoil backup
Alternator
250 watts
Drive System
Transmission
PVT (Polaris Variable Transmission) with engine braking
system
Gear Range
E-Z Shift high/low and reverse
Drive
Thumb-switch engage four wheel independent shaft drive
Dimensions
Wheelbase
50.5" / 128.3cm
Turning radius (approx.)
65" / 165.1cm
Dry weight
697 lbs. / 316 kg.
LxWxH
81"-46"-47" / 205.7cm - 116.8cm - 119.4cm
Suspension
Front
Sachs strut with 6.25" / 15.9cm of travel
Rear
Progressive rate fully independent with anti-roll bar / 9.5"
travel
Rear shock
Two 1 3/8" twin tube shocks
Brakes
Front/Rear Brakes
Single lever hydraulic disc with hydraulic rear foot brake
Rear caliper
Disc hydraulic, opposed piston caliper / rear axle fixed disc
Tires
Front
Goodyear Tracker AT 25x8-12
Rear
Goodyear Tracker AT 25x11-10
Load Capacity
Front Rack Capacity
90lbs. / 40.8 kg
Rear Rack Capacity
180lbs. / 81.6 kg
Hitch towing capacity
1225 lbs. / 555.7 kg
Hitch tongue capacity
35 lbs. / 15.9 kg
Electrical
Brake light
Standard
Handlebar headlight
1 single beam high 60-watt quartz halogen
Grill headlights
2 single beam low 27-watt quartz halogen
DC Outlet
Front receptacle / rear plug-in
Instrumentation
Speedometer, Odometer, Hourmeter, Tripmeter, High beam
indicator, Reverse indicator, High temp light
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