The Defender line, popular with those who prefer a workhorse side-by-side UTV over a sport model, is getting a new addition. Despite being the youngest in the line, the HD11, Can-Am’s new-generation upgrade, could be called the ‘big’ brother of the older models.

It has an all-new 999-cc, inline three-cylinder Rotax engine that puts out 95 horsepower and 70 pound-feet of torque.

The HD11’s engine gets mated to a new CVT transmission and Can-Am’s pDrive primary clutch, which the company says are both designed to improve low-speed power delivery and boost its workhorse capability. The transmission has three selectable drive modes — normal, work and sport — to optimize engine performance for the task at hand.

The HD11 breathes easier with a new air intake design and cooling system to keep engine temperatures in the normal operating range when working hard.

This Defender rides on a redesigned suspension that gives it a 65-inch track width and 50 per cent larger A-arms. Ground clearance is 12 inches at the front suspension and 15 at the rear. Turning radius has also been reduced to improve maneuverability.

The chassis and ROPS structure have been beefed up, and stopping power has been improved with new 262-millimetre front brake rotors and twin-piston calipers.

Inside the cab, operators will find a tilt steering column and a redesigned, more comfortable seat.

The 2026 Defender HD11 has six distinct model configurations: the Defender XT, Defender XT CAB, Defender X mr, Defender Limited, Defender Lone Star and Defender Lone Star CAB. These configurations are offered in standard three-seat configurations, except for the Lone Star and MAX, which have six-seat cabs. Defender HD7, HD9 and HD10 models also return for 2026.

The 2026 Defender XT packages are equipped with a new Quick-4Lok auto-locking front differential, while the Limited, Lone Star and X mr packages carry the electronically controlled, automatic Smart-Lok front differential to maximize traction in tough conditions.

If having an internal combustion engine in an off-road machine isn’t for you, Can-Am is also introducing a battery-electric version of the Outlander ATV.

Powered by the same modular Rotax E-Power battery pack the brand is using in its electric snowmobiles and motorcycles, the Outlander delivers a rated 47 horsepower and 53 pound-feet of torque. Range in “optimal conditions” is 50 miles, and recharging from 20 to 80 per cent takes about 50 minutes on a Level 2 charger.

“With the Outlander Electric, we’re not just launching a new ATV; we’re introducing a new way to experience the outdoors and get the job done,” says Julie Tourville, director of global marketing for Can-Am Off-Road at BRP. “This vehicle is built to let riders and workers feel more connected to their surroundings. It’s powerful, quiet and true to what we do at BRP. It shows how we bring purposeful innovation to life.”

BRP’s unique Outlander MAX 6×6 also gets some updates for 2026. The 1000R model is available with a 101-horsepower, 999-cc V-twin Rotax engine. The 6×6 is also available in the DPS 700 and DPS 850 versions.

The post Can-Am rolls out 2026 upgrades appeared first on Grainews.

“This launch is probably the biggest Can-Am ATV launch of the past 10 years,” said Elsa Vilarinho, director of global marketing at BRP’s Can-Am Off-Road. “We are excited to offer consumers a best-in-class ATV designed with their needs in mind and how they use the product, from the riding experience to real-world capabilities and our awesome accessories.”

The new lineup of models includes the recreational Outlander 700 and 500 models and utility Outlander Pro HD7 and HD5. For 2023, the new Outlander recreational lineup includes the standard models, the 500 2×4, DPS, XT 700, X mr 700, MAX DPS and MAX XT 700.

The Outlander Pro HD7 and HD5, Can-Am’s offering for those who need a machine capable of doing some work, are designed to haul, tow and stow gear, such as fencing tools for cattle producers who need to check and repair fencelines. Can-Am claims these new models have more on-board storage compartment area than any other ATV on the market.

For 2023, the new Outlander Pro utility lineup includes the standard Pro models, Pro XU and Pro Hunting Edition.

For power, every model in the line gets an all-new, rear facing 650 cc single cylinder, liquid cooled, fuel injected Rotax Advanced Combustion Efficiency (ACE) four-stroke engine. The ECU calibration and different camshaft designs give the 700 and Pro HD7 models 50 horsepower and 41 foot-pounds of torque, while the 500 and Pro HD5 models get 40 horsepower and 37 foot-pounds of torque.

Outlander 500 and 700 machines use a new pDrive primary CVT transmission for smoother shifting, which BRP says is more durable and features L/H/N/R/P gearing. The new pDrive primary CVT transmission in the Outlander Pro HD5 and HD7 machines also have work calibration along with extra L/H/N/R/P gearing.

All of those components ride on a new tubular steel chassis design based on Can-Am’s Maverick X3 platform. It includes a front and rear arched A-arm suspension configuration that gives both the Outlander and Outlander Pro models 9.75 inches of suspension travel with twin tube shocks upfront, and with 10.25 inches of travel in the rear. The Pro models use a stiffer suspension tuning for better performance while working and carrying heavier payloads. Underneath the chassis is up to 13 inches of ground clearance on certain models to clear rough terrain.

The models offer a variety of storage compartments, including a one-gallon integrated glove box compartment, and select models also offer a magnetic phone mount and USB port to keep riders’ devices charged.

Can-Am’s ATVs have always been available with a wide selection of options and accessories. That remains true for the new Outlander platform, which is available with 125 different LinQ brand accessory options from dealers.

There are ergonomic accessories like heated grips and windshield options. Storage accessories for the front and rear of the vehicle for things like gun racks, chainsaws and just about any other tool. Utility ATV accessory options include items like a winch, plow and auxiliary gas can. The performance accessories list includes skid plates, tracks and HID lighting options.

The post New mid-cc ATV models from Can-Am appeared first on Grainews.

“With the rising interest in electrified vehicles, we are investing in electrification in order to meet the needs of current customers as well as appeal to tomorrow’s powersports riders,” said Mike Speetzen, interim CEO of Polaris, in a press release. “The all-new electric Ranger is our latest effort aimed at leading the industry forward in electrified powersports vehicles.”

Polaris says the electric Ranger will “spearhead” the brand’s new “rEV’d up strategy,” which is a long-term plan to accelerate its growth and expertise in electric off-road vehicles. Design and development efforts for the all-new electric Ranger are underway in Wyoming, Minn., with manufacturing for North American vehicles to take place at Polaris’ facility in Huntsville, Ala.

“The strength of our partnership with Zero Motorcycles and our own investments in electrification R&D enable us to leverage advancements in electric powertrains and performance to drive the off-road industry into the future,” said Mike Donoughe, senior vice-president and chief technical officer at Polaris. “This will be one of the most technically advanced off-road vehicles on the market and reinforces Polaris’ position as the innovation leader in powersports.”

The Ranger has been Polaris’ top-selling, off-road vehicle brand. And the company’s press announcement says it expects the “new electric powertrain will elevate the Ranger platform to a whole new level of capability, durability and performance.”

That claim of improved performance due to the high-torque capabilities of electric drivelines is something all types of vehicle manufacturers are emphasizing as they introduce new machines.

“We’ve actively engaged our Ranger customers, and without a doubt, there is significant demand for even higher levels of performance and capability,” said Steve Menneto, president of Polaris Off-Road. “They’ve expressed some very specific unmet needs, and our new electric full-size Ranger will effectively address them, unlocking a truly enhanced off-road experience.”

So far, the company is keeping the electric Ranger’s specifications and design details close to its vest, not even releasing an overall image of it. Expect a high-profile debut come December.

The post Another electric UTV to debut soon appeared first on Grainews.

The test group this year included a Kubota Sidekick RTV-XG850, a Bobcat UV34, a Mahindra mPact XTV 1000 S and a Can Am Defender PRO XT.

• VIDEO: Grainews’ UTV challenge

In our evaluations, we looked at maneuverability, general performance, load carrying and towing capability as well as overall design. As you might expect, every machine had its unique advantages and disadvantages. Here’s what we found after putting each machine through the same series of tests and evaluation.

Kubota Sidekick RTV-XG850

Relatively recent additions to Kubota’s RTV line are the X models, which include the diesel X900 and gas-powered Sidekick XG850. We tested the XG850. We’ve looked at Kubota’s other RTV models before and found them to be capable workhorses, but they didn’t fit into the sport or performance category at all, and if you want a UTV that is also a little fun to drive, well, the older RTV models wouldn’t be your first choice for that. The Sidekick, on the other hand, could be.

The Sidekick comes out as a kind of hybrid. Our testing showed this machine to be a capable farm worker, but it had a sporty side to it as well. Hats off to Kubota for injecting some fun factor into its UTV lineup.

Its 48 horsepower, 851 cc engine gives the Sidekick reasonably impressive acceleration. We didn’t get a measure of its maximum speed, suffice it to say based on our experience running through a farm field, it will likely give you all the speed you want. And it will still offer good handling characteristics along with that.

Overall, the Kubota engine provided a decent amount of torque, but we certainly made it work when climbing some of the steeper uphill sections of the test course.

The two-cylinder engine routes power through a two-range CVT transmission using a centrifugal clutch design that is typical across most other brands in the UTV world, but it’s unlike the other RTV Kubotas that use a hydrostatic drive. That’s what really sets the Sidekick XG850 apart from its orange brothers when it comes to sporty performance.

This year’s test route included some of the most challenging terrain for the unladen evaluations. The Sidekick ran through the route pretty easily, navigating tight turns and easing through tight spots without any jerky acceleration at low throttle. On steep downgrades, there was some noticeable engine braking to hold back the machine, but we still needed to brake on the more vertical sections.

Underbody clearance is just shy of 10 inches (24.9 centimetres) and it allowed us to ford shallow stream crossings with ease.

The two-to-four-wheel drive selector and the rear differential lock are simple manual controls that have a nice positive feel to them. It was the only one of the four test vehicles that didn’t use electronic switches for these functions, but the manual controls give the Sidekick a kind of classic off-road-vehicle feel that we liked.

The Sidekick gets a 1,435-pound (651 kilogram) payload rating. With two passengers up front and a 500-pound (226 kilogram) load in the box, the Sidekick didn’t flinch. It powered up moderate grades and accelerated smoothly even with the extra load. Towing an 850-pound (385 kilogram) trailer, which was well below its 2,000-pound (907 kilogram) rating, as well as carrying two passengers, it still performed well over moderate trail conditions. The suspension system handled those loads well.

Of course, one limiting factor to payload capacity on the Sidekick is the 40.5 by 57.5 inch (102 x 146 cm) steel box. The pallet holding our test load of bricks just barely fit in, but that sort of small cargo box with short sides is a typical limitation on most regular UTVs. The tailgate latch design was a favourite with the test drivers as it closed with just a simple push.

Our test Sidekick had an enclosed cab, but no air conditioning. Testing days were extremely hot, but being able to fully roll down the automotive-style door windows helped keep it reasonably comfortable inside, and the sound level was reasonable too. The exterior cab door handles were a favourite with testers as well, and they’d be easy to open even with thick gloves in cold weather. The seats are basic but adequate, and the controls fall easily to hand.

Overall, the Sidekick left us with a favourable impression. With this machine, Kubota has upped its game in the UTV segment with a good all-round and capable machine.

Bobcat UV34

This was the first time we’ve been able to get our hands on a Bobcat brand UTV. There is very little in the way of fancy graphics on it. Overall, it has a utilitarian feel, which really seems to be what the Bobcat is all about: a practical machine designed to get jobs done.

But don’t think the Bobcat is lacking in acceleration or handling. It performed well on our test course — with it’s twin-cylinder 1,000 cc gas engine putting out just under 40 horsepower, it delivered that power and performance well.

Its cargo bed is rated for 1,250 pounds (566 kilograms). Our 500-pound (226 kilogram) load barely tested the suspension. Fully loaded, the Bobcat sat up well, even with two people up front. There was very little noticeable difference in performance carrying that load when compared to the unladen test.

Its total load capacity rating is a respectable 1,900 pounds (861 kilograms).

Unfortunately, the Bobcat arrived late in our testing schedule due to a logistics problem, and by then our test trailer was no longer available, so we couldn’t evaluate its towing performance. However, based on its load carrying ability, we estimate it would have performed well there too.

Up front in the passenger compartment, the Bobcat uses a 60-40 split bench seat design. It’s basic, but comfortable. The passenger side bottom cushion tilts up to allow a large area of free floor space. There is a small storage compartment under there as well. It is pretty small, though, with tray slots that look like they were designed for pens and pencils and a smartphone.

There are also storage compartments under the dash. Most of them are quite small and shallow. Anything put in them seemed likely to want to fall out. The largest compartment could easily hold items securely, but there was a remarkably small space to reach in and get anything. That made those compartments seem like a bit of an afterthought.

The Bobcat also comes spec’d out with 75 amps of electrical output to help run equipment, such as a snow blade. And its cargo box was a little larger than the Kubota and Mahindra, which gave a bit more room for a load.

Overall, the Bobcat performed well, but as usual there were a couple of small things we didn’t care for. First, there is a whining sound from the transmission at start off and when stopping. We also noticed it during demands for higher engine torque at lower throttle. It was just a little annoying.

Second, the tailgate latch design is similar to that on a pickup truck, which we liked. But the gate on our model didn’t seem to want to open easily, often requiring two hands on the latch to get it to release. The box and tailgate are molded plastic as is the tailgate latch. We wondered if struggling with the sticky latch would eventually cause it to break over time.

Mahindra mPact XTV 1000 S

When it comes to the Mahindra, we first need to mention that the test model delivered to us wasn’t new. We ended up with a machine a couple of model years old. So, we can’t be exactly certain of the specifications or whether or not the things we noticed on our evaluation are still relevant to current production models. Also, our particular test machine had visible wear and tear. For example, we couldn’t open the front windshield to improve airflow in the cab because the hinges and one latch were broken. We kept it closed and crossed our fingers it wouldn’t fall out.

The Mahindra was the only diesel in our test group. Not surprisingly, when sitting in the cab, it was the noisiest machine to operate. It also seemed to run at consistently higher r.p.m., which contributed to the higher noise level as well.

We rated its acceleration as fair compared to the more responsive gas models in the lineup. It would, however, eventually get there and moved through our high-speed test area at a respectable pace. On downhill portions of the test track, the Mahindra lacked any engine braking, allowing the machine to run away with very little resistance. Therefore, we had to use the brakes more often on this machine than on the others while navigating the test course.

The controls are electric. All switches are mounted inline on the dash in a convenient location, including the four-wheel drive selector. This machine also has electric differential lock, which really helped improve traction. On the steep hillclimb and muddy portions of the course, the little diesel delivered adequate power to keep it moving along nicely.

We didn’t really care for the cab, which had only horizontal sliding side windows. They didn’t open very far to allow for much airflow in the non-air-conditioned cab on a hot day. And being unable to open the broken windshield, test operators suffered a little in the heat. The doors were full-length glass, and that gave the operator a terrific view around the machine. The exterior door handles were quite small, though. In cold weather, when wearing gloves or mitts, they would be awkward to access.

We did like the seats, though. In fact, they were the nicest and most comfortable of all the test machines.

The Mahindra did okay on the towing portion of the evaluation, handling an 850-pound (385 kilogram) trailer and load without too much difficulty, although it did create a noticeable load. However, when we tried to load our standard 500-pound (226 kilogram) cargo into the box, the suspension nearly bottomed out. It was clear that much weight was just too much for the machine, so we withdrew it from that portion of the evaluation. This model also had a hydraulic tilt bed, which would be very handy for dumping out loads; however, without the ability to handle much weight, it wasn’t as much of an advantage as we expected it to be.

Our final conclusion on the Mahindra was as a runabout carrying people and tools around the farm this machine would be fine. However, we wouldn’t recommend a use significantly beyond that.

Can Am Defender PRO XT

When Can Am held an event in Texas to introduce the new long-box Defender PRO XT to the media in the summer of 2019, Grainews was there. We had a chance to challenge the newest Defender in the rough Texas terrain, and were suitably impressed. When we learned the new Defender would be part of our UTV evaluation this year, we had high expectations. However, we wondered how it would do on the really tight course we set up.

There was no need for concern as it turned out. Despite its much longer wheelbase than any other machine in the evaluation group, the Defender proved it could be nearly as nimble as the others. It handled the tightest turns with impressive ease for its size. And its 13 inches of ground clearance was as good or better than any other machine we had.

The Defender has a 976 cc gas engine that is rated at 82 horsepower, much higher — nearly double, in fact — than the others in the group, and those extra ponies were certainly noticeable in the hillclimb and towing portions of the test. The Defender just eased its way up the steepest incline on the course at low throttle, while the same hill demanded a pretty full accounting of the power available in the others to make it up the grade.

The Defender PRO XT has a rated cargo capacity of 1,000 pounds or 453 kilograms (total payload of 1,700 pounds or 771 kilograms), but we found out at the Texas event that Can Am was pretty conservative when assigning those numbers. A full 1,000-pound load in the box on a rugged off-road course at that event was child’s play for the Defender. Our 500-pound (226 kilogram) load this time had virtually no effect on its performance compared to the unladen tests. Ditto with pulling our 850-pound trailer around, which is just what we expected.

When it comes to storage capacity, the Defender PRO XT is the hands-down winner. There are storage compartments in the cab and a complete under-bed compartment accessible from either side.

The engine in the Defender PRO XT is at the rear, meaning it’s much farther away from the cab than the engine on any of the others, so it’s no surprise this machine is one of the quietest we’ve driven. And with the new design, Can Am has taken other intentional steps to keep noise down, like wrapping much of the exhaust system to muffle the sound.

Due to its size, the Defender feels stable and smooth when driving it. There wasn’t much to criticize about it — but we did find something. The tailgate latches are strong and offer a firm hold, but doing them up is a bit of a clunky operation. We joked that you could easily catch your finger in it if you weren’t careful. And sure enough, before the test was over our Defender bit at least one finger.

Overall, the Defender PRO XT gets a very big two thumbs up. It’s a capable machine that can handle a lot. However, it does come with a premium price tag. MSRP starts at $24,999.

The post Grainews’ toughest UTV evaluations yet appeared first on Grainews.

The most recent model introductions in the Can-Am 2020 model year UTV line, the Defender Pro HD10 and Defender Max 6X6 HD10, are aimed squarely at that market segment. And they take the “full-size” definition to heart. These are the largest, most capable models yet offered by the brand. And they’re designed for work.

In September Grainews went to Texas to spend a couple of days field-testing the full line of 2020 model year Defenders. The rough terrain and heat of West Texas made an ideal proving ground to put some big demands on them.

• [VIDEO] eQuipTV: Field testing the new Can-Am Defender Pro and Defender Max

Defender Pro HD10

First, we took on the Defender Pro HD10.

What really makes this machine different from any of last year’s models is it has a six-foot cargo bed on a 115.5-inch wheelbase. Fold the tailgate down and the deck becomes nearly seven feet long. That makes it much more useful than the three-foot bed, which was the only size available on previous HD10 Defenders.

The box sides can be pulled off to create a flat deck by just removing a pair of bolts on each side. The sides, themselves, are still fairly low, a critique we’ve made of Defenders on earlier tests, but they come with integrated slots that fit a 2 x 3 to build them higher if needed.

Total payload capacity on the Pro hits 1,700 pounds (771 kilograms) and it has a 2,500-pound (1,134 kilogram) tow rating. When it comes to where to put that cargo, a new under-bed, watertight storage area across the full chassis width allows for loading things like chainsaws or other larger tools from either side.

To see just how capable the Pro is at handling those weight ratings, we maxed out the box capacity with 1,000 pounds of cargo and ran it over some pretty rugged off-road trails at the famous Y.O. Ranch near San Antonio. The trails involved steep grades, rough, rocky terrain and paved roads surfaces, pretty much every condition they would encounter on a Canadian farm and then some.

With 13 inches of ground clearance, the Pro was able to climb over large rock outcroppings even with the load. And it was easily possible to keep up with other unloaded Defenders over the same trail at the same speed when travelling in a group, with no obvious lack of power. The 82 horsepower 976 cc V-Twin Rotax engine had plenty of torque, even at relatively low revs. The Defender didn’t run away on downhill grades either, with the engine braking doing a reasonable job of holding it back even with the load, and braking was pretty good as well. All in all, the Defender Pro handled the rated load with ease.

Defender Max 6X6 HD10

If traction as well as load and towing capacity are what you need, Can-Am has taken the same basic chassis and put it on three axles to offer six-wheel drive in the Defender Max. Officially, the capacities don’t jump a great deal on the published spec sheets, but that’s because the BRP is sticking to a government-mandated vehicle standard, which limits those things. Official ratings aside, marketing staff told us both the Max and Pro are capable of much more than the published data claims. After the test was over, we were willing to buy into that claim.

The Max gets the same six-foot box and 1,000-box load rating, but the second axle lands where the under-box storage compartment would be on the Pro, so the Max doesn’t get that feature.

• [VIDEO] eQuipTV: A look at the new Can-Am Defender Max and Pro

Towing capacity is 3,000 pounds for the Max; we put 1,000 pounds behind it and ran it over the trails. That had virtually no impact on its performance. The Max ran up and down the hills so easily we had to look behind to remind ourselves the trailer was actually there. So we didn’t find any shortage of power on this model either.

There is a noticeable difference between driving the six-wheel drive Max and the Pro, though. The suspension feels much stiffer on the Max. When turning in loose ground, the four rear drive wheels want to push the machine in a straight line, causing a bit of front tire sliding as they grab for traction to pull the front end around. The affect of that isn’t really a problem, but the driver will notice it, especially when compared to the feel of the more responsive turning characteristics of the two-axle Pro model.

The winner is?

Despite that, the 6×6 is still pretty nimble, with a respectable turning radius. When we debated whether the Max or Pro made the best fit for a farm fleet, it really came down to this: what you need to do?

For most farmers, the Pro would likely the machine of choice between the two. It’s agile with a respectable payload and tow rating. In extremely challenging conditions, however, is where the 6×6 Max shines. It will almost certainly get you where you need to go.

Defender cab goes quiet

Last winter the Grainews field test team spent a couple of weeks with a model year 2019 Defender HD10 that included an all-weather cab. One of the few criticisms all the drivers made was the high level of engine noise inside it. The cab was fitted with a mounting spot for a radio, but putting one in would have been almost useless. It was difficult to just carry on a conversation in the cab let alone listen to tunes. This year Can-Am proved to us they have dealt with that downside.

During our Texas field trials, Can-Am brought along a couple of model year 2020 cabbed Defender Limited models. Project engineer David Belzille talked us through the modifications made to the machine to turn down the volume, which include a new exhaust system and improved sound deadening material built into the cab walls.

The improved exhaust features have been included across all the Defender models for 2020, so we were pleasantly surprised at the low noise levels on all the machines we tested. Having the engine farther back in the chassis on the Pro and Max versions also helps keep the noise level down at the operator’s ear.

Driving a 2020 cabbed model showed a night-and-day difference compared to the 2019 edition. The noise level in the cabs is now pretty comfortable. With the addition of air conditioning, an improved HVAC system now takes a page from the automotive sector with its set-it and forget-it control feature. Just pick the temperature you want, and the system will automatically heat or cool the cab to maintain it.

The post Reviewing Can-Am’s newest Defender models appeared first on Grainews.

And while the 360 modules will offer greatly enhanced floatation and performance in deep snow as well, Can Am recently introduced yet another track module option that is designed specifically for the white powder, The Apache Backcountry and long-track Backcountry LT systems.

• VIDEO: Putting BRP’s UTV tracks to the test

A couple of months ago Can Am sent us a Defender for an extended on-farm winter test, and we reported on our findings of that a couple of issues back. But that Defender only had wheels. To really challenge the track systems, Can Am suggested we go to northern Quebec where the snow cover is crazy deep. We accepted the invitation and met with product marketing reps in the mountains north of Quebec City.

We were able to run two comparable Outlander ATVs over the same terrain. One was equipped with the Apache 360 LT tracks, the other with the new Backcountry LT version.

The two systems are designed quite differently. To start with, the 360 LTs aren’t as wide and their lugs have a lower one-inch height. The modules have an internal sprocket drive, unlike the Backcountry models that use an external, exposed type. All the moving components are inside the 360 tracks are protected, and idler wheels keep the 360 track planted on the ground. The Backcountry, on the other hand, uses a slider rail like a snowmobile track for that and needs to have snow to lubricate it.

The 360 tracks, “Are really a package for somebody that’s going to be working in various conditions,” says Johnathan Asselin Frenette, product coordinator for Can Am. “The track is specifically made for the Outlanders and all the Can Am vehicles. We’re the only company in the market providing a long track for ATVs. Usually these tracks are reserved for side-by-sides.”

The Backcountry tracks use a two-inch lug, which really bites into soft snow to provide even better traction in snow than the 360.

“It offers no compromises (in snow),” Asselin Frenette adds. “The bigger lugs and bigger space between the lugs is to grab more snow when you’re riding. The external sprocket allows you to have less tension in the track and makes it so much easier to turn. The rails reduce resistance in the track and keeps the track straight, always grabbing that snow to make sure you keep on going forward.”

Once the mounting brackets are installed, changing back and forth between tracks and tires is exactly like changing a tire.

“If you’re not going into rocky conditions where you risk hitting them, you can leave those mounting plates there the whole year long,” he adds.

When used on the Defender, the Backcountry LT tracks will allow it to keep its payload rating.

“That’s why we have the tracks at the back are really specific to that machine,” Asselin Frenette continues. “We want to be able to keep that feature of having the payload in the bed, making sure you’re able to use the full machine in all conditions.”

What did we think?

To put it bluntly, we were impressed. We operated the two Outlanders and Defender over extremely deep snow. We used some out-of-season logging roads for testing. In several instances with the Outlander equipped with the Backcountry LTs, we left the trails and headed into virgin powder in waist deep snow following a snowmobile. Some of the operators managed to get the Outlander stuck when they got far too daring, but we kept ours going without any trouble in conditions we thought we’d never get through.

The Defender, too, was able to make tracks in virgin powder, even though it’s designed to be workhorse, its Rotax engine had ample power to keep the tracks turning in difficult conditions.

Which brings up a point. Running the tracks draws noticeably more power from the engine than tires do. But none of the machines we used suffered from a lack of muscle. They all ran well in the toughest snow we found.

The Apache 360LT tracks did pretty well in soft snow too, but they clearly were not as capable as the Backcountry system. As we ran over the trails with several machines in a convoy, we kept the Outlander quipped with the 360s at the back of the pack to take advantage of the trail packing created by the machines ahead. When we used it that way, the 360s easily kept up to the other machines.

To make steering easier, the track control modules plug directly into the electric power steering function on the Outlanders and Defender, and the operator needs to set the machine’s steering function for the tracks, but that’s just a matter of pressing a button on the dash as the steering options roll across the small screen. Without that power assist, steering an ATV or UTV with tracks would likely be a bit of a challenge and leave you with pretty tired arms at the end of the day.

All in all, I’d have to say our first experience with the Can Am tracks showed they actually performed as well as the company reps originally led us to believe, which was pretty impressive.

The post Track options appeared first on Grainews.

“The 2017 Can-Am Defender HD5 side-by-side vehicle provides full-size functionality and unmatched versatility at an attractive price point,” explained Marc-André Dubois, the brand’s global Marketing director, in a press release. “This addition of the handy Defender HD5 packages helps us expand the Defender family lineup to meet market demand and also grow the Can-Am footprint in the highly popular utility-recreation segment of the industry.”

While it may not be as big and powerful as other models in the Defender line, the HD5 still gets a 1,500 pound (680 kg) tow rating and a payload capacity of 1,200 pounds (544 kg). Half of that, 600 pounds (272 kg), can be carried in the tilting cargo box. And the bench seat should accommodate three adults.

The HD5 comes in a choice of two options packages, the base and the DPS, along with a choice of three body colours.

Outlander 6×6

If you like your off-road vehicle to have six wheels instead of four, the newest Can-Am Outlander 6×6 ATV can accommodate that.

It’s powered by a fuel injected Rotax V-twin engine that produces 82 horsepower and 65 foot-pounds of torque. And it delivers that power through a CVT transmission that includes an extra-low gear ratio for slow driving or heavy pulling. To make them easier to control, the Outlander comes with Tri-Mode Dynamic power steering, which allows the operator to select the amount of steering assist.

The Outlander 6×6 offers both 4×6 and 6×6 drive with its Visco-Lok QE. In 4×6 mode, all four rear wheels provide traction. Once 6×6 is selected, the system intelligently transfers power from the slipping front wheel to the opposing wheel with traction. The system progressively and automatically locks and requires no additional buttons to push or levers to hold.

The Outlander has a big 1,650 pound (750 kg) tow rating, and the tilt-assist dump box can handle 700 pounds (318 kg).

The Outlander 6X6 is also available with a smaller 65 horsepower engine but it still has similar tow ratings.

The post Can-Am expands its lineup appeared first on Grainews.