2012 Sportsman 500 H.O. Off-Road Test Review

The Sportsman 500 H.O. is a capable ATV that could be easily overlooked in the growing used market place for off-road enthusiasts.  Recently we purchased a lightly used 500 to try and understand why it was one of Polaris's all-time best sellers.  With the engine displacement of the ATV marketplace growing every year it is easy to overlook a quad like the Sportsman 500 just because it's not a 850 or 1000cc quad. 

THE RIDE:  Our Sportsman 500 was the Limited Edition offering in 2012 and had the extra features of Polaris's Engine Braking System and Pursuit Camo.  You can check out the actual specifications below, but in typical Sportsman style, it delivers one of the best rides in the business.  We rode this ATV hard for several days on all types of terrain and it delivered flawlessly no matter what we encountered.  Massive ground clearance and the exclusive all wheel drive system put the 500 Sportsman's off-road ability into a class well above most other 500cc offerings.  The Sportsman is just a solid platform and offers a very predictable ride even for those with limited experience.

STABILITY:  With a ride as smooth as the Sportsman there is always a chance of  unknowingly getting into predicaments in the technical stuff.  The suspension does tend to load up in the off chamber areas so keeping momentum up going into these areas is key to avoid roll overs.  We've always found the balance of the Sportsman to be rather unique.  The balance offers superb traction from the rear tires but does tend to make the front end feel lite in steep hill climbs.  Momentum, momentum, momentum is the number one way to avoid loading up the suspension for roll overs with this quad.  

ENGINE: We knew coming into this review that the drive line of the Sportsman was capable, but wasn't sure how well the engine would perform lugging around the claimed 700 pound dry weight of the qaud and additional weight of the rider.  After just a short time it became apparent that the 500cc engine was up to the task of propelling the Sportsman through whatever we threw at it.  It builds good low end power and really comes alive at the mid range of the curve.  Although the engine is certainly up to the task of powering the Sportsman, don't expect the zip of the 800 Sportsman and larger displacement machines.  The 500cc engine is certainly fun to ride with the horse power it delivers, but don't expect it to pull wheelies or kick the rear end around on demand.

BRAKING:  In typical Polaris fashion the 500 Sportsman has a single braking handle.  It's located on the left side of the handle bar and when pulled applies graduated pressure to the front and rear disc brakes.  The system slows the machine down quickly and is predictable at steep descents.  Part of the Limited Edition platform includes Polaris's Engine Braking System.  The system is the most aggressive of any atv we've rode.  Once the throttle is released it mimics applying the brakes and slows the Sportsman without having to use the brakes in most circumstances.  On steep descents we had to actually give the quad throttle to counter the aggressive engine braking.

The Sportsman 500 is a great value, but does lack one convenience feature.  The Sportsman could benefit from fuel injection, although the only time we noticed it was on a cold start.  Once warmed up the carburetor delivers crisp throttle response and also good fuel economy.  Older 500's were equipped with fuel injection, so we assume Polaris went with the carburetor to save on cost.

Cylinders              1
Engine Stroke	4-Stroke
Valve Configuration	OHV
Displacement (cc/ci)	498 / 30.4
Carburetion Type	Carburetor

Transmission:
Transmission Type	Continuously Variable (CVT)
Primary Drive (Front Wheel)	Shaft
Reverse	Yes
Wheels & Tires:
Front Tire (Full Spec)	25 X 8-12; 489
Rear Tire (Full Spec)	25 X 11-12; 489
Brakes:
Front Brake Type	Hydraulic Disc
Rear Brake Type	Hydraulic Disc
Technical Specifications:
Wheelbase (in/mm)	50.5 / 1283
Dry Weight (lbs/kg)	696 / 316
Fuel Capacity (gal/l)	4.1 / 15.5
Seats:
Seat Height (in/mm)	33.8 / 857

Popular Trails to ride at Brimstone Recreation: Review of Trail 49

The Ingin Joe Trail at Brimstone Recreation is number 49 on the map and is labeled as red or difficult.  On a July 2016 trail ride we had the opportunity to again ride this ever changing trail.  Brimstone Recreation does a good job maintaining the trail system, so the difficulty level does change from time to time on different trails.  Trail 49 is a popular off-road route at Brimstone and offers a wide range of obstacles to overcome.

On this particular trail ride our group consisted of a variety of four wheel drive sport-utility atv's and one newer Polaris Ranger 900 side by side.  All of the riders had a considerable amount of trail riding experience.  Trail 49 has the ability to punish even experienced riders and trail worthy big bore atv's and side by sides.

We dropped onto trail 49 from trail 3 located toward the north side of Brimstone Recreation, or the side nearest the Trails End Campground.  From this side of the Ingin Joe Trail the path dissented down into the mountainous valley and had just been smoothed out by a small bulldozer, as we discovered later.  Once we made it to the bottom of the valley and just past the cut-off for Trail 13 (Dyer Straight), the trail began to show it's red difficulty level.  We began climbing up and up toward a ridge and the terrain was fairly steep, rutted and rocky.  One rider in our group needed assistance on this hill climb, so be prepared to offer a helping hand.  Once at the top we continued on down the trail, which runs atop a ridge before again descending and winding down into a valley.  At the bottom of this valley there is a place where folks had been hill climbing several steep banks and the 900 Ranger gave one a try!

Venturing on we passed the turn off for Trail 51, Pheel'n Trail.
This is where things began to get real interesting as the path gets challenging on the hill climb out.  Consider this the south end of the trail and there was no mistaking that a bulldozer had never made it here to smooth the ruts out.  On the climb out we had to winch the 900 Ranger up and over some rocks, but only once.  Almost out of trail 49 I managed to hit a rock in the trail and turn the 500 Sportsman over on it's side!  So until you finally crest up and out of trail 49 and merged back onto trail 3, stay focused.

Summary:  The Ingin Joe Trail (49) is one we navigate on every trip to Brimstone.  It's challenging, especially in the spots mentioned above and always offers something for every rider in the group.  This isn't a trail we'd recommend anyone taking on their own and make sure someone in your group has a winch or tow strap.  So if you're headed to Brimstone Recreation make sure you check this trail out, you won't be disappointed!

EVERYTHING ATV UTV REVIEWS: Brimstone Recreation Trail Review: Rebel Yell (44Y...

EVERYTHING ATV UTV REVIEWS: Brimstone Recreation Trail Review: Rebel Yell (44Y...: If you're looking for a Extreme Trail to try at Brimstone then look no farther than the Rebel Yell !  We dropped off onto this incredib...

Brimstone Recreation Trail Review: Rebel Yell (44Y)

If you're looking for a Extreme Trail to try at Brimstone then look no farther than the Rebel Yell!  We dropped off onto this incredibly rough trail during a July 2016 outing and we felt it was worth a dedicated article.  Our group was on a variety of four wheel drive sport utility atv's and the rear was anchored by a newer Polaris 900 Ranger.  We had riders with a wide range of trail worthy experience, the least rider with only a handful of  hours on a brand new Can-Am Outlander 650.

Most folks that frequent Brimstone Recreation camp on the north side of the trail system where the Brimstone Office and Trails End Campground can be found.  To locate 44Y you'll have to look at the bottom of the Brimstone trail system map.  Rebel Yell is about as far south as possible, it'll take a couple hours to make the voyage over a hand full of trails and back roads.  If you're wanting to make 44Y more extreme than it already is try accenting it from trail 110, Muley.

From the very start, dropping down into the Rebel Yell and you'll quickly get an understanding of what to expect the rest of the decent.  It's fairly steep and rutted, but if this looks too rough I'd advise you to turn around.  This is just the beginning of what to expect and trust me, it gets much more extreme!  After negotiating a couple of tight hair pin turns, more steep and rutted descents you'll come to a very dangerous rock ledge decent.  We were all certain there had likely been more than one Rebel Yell screamed out here!  This ledge is positioned on top of a crest and there is absolutely no way around it!  Let me assure you that if you make a mistake at this location your ride will end up trashed at the bottom of the mountain and what's left will have to be recovered piece by piece.

To get down this section of the Rebel Yell we tied off to the back of the quads with a long rope.  Everyone then assisted lowering each atv-utv down one by one.  Once past this section of 44Y, don't get discouraged if this dangerous section wasn't extreme enough for you, because you're less than halfway through.  Next you'll traverse, what seemed like a mile, of steep mountain decent that's extremely rutted.  Again one mistake on this and whatever you're riding will become a rolling projectile and if it doesn't take any other riders out in the process you'd be left with scrap metal.

Once we came out the bottom of trail 44Y we merged onto Muley, Trail 110.  Muley is marked a moderate difficulty trail on the map and I certainly wasn't the only one in the group glad to see it.  If you're looking for a extreme trail at Brimstone Recreation we certainly recommend the Rebel Yell.  This trail should fill every riders need for some challenge, danger and risk for the trip!

How to Lower the Roll Cage on Rzr 800

I've heard lots of folks talk about chopping the roll cage on a Rzr 800 for better looks and strength.  Having a Rzr 800 for testing recently we decided to give the roll cage chop a try ourselves.  After doing some research into the modification I grabbed a tape measure, saw-saw and made the first two cuts!  After the first two cuts were made we were at the point of no return and we pushed forward.  The video overview of the cage chop can be watched below or on our website.

If you're considering this modification remember that a factory roof will still fit the cage afterward.  We completed this chop with rather basic garage tools and the list of tools and materials is listed.

TOOLS & MATERIAL NEEDED:

• tape measure
• masking tape to mark cuts
• saw-saw with good metal cutting blade
• grinder
• ratchet straps
• 8mm allen wrench to loosen roll cage
• mig welder (stick welder could be used)
• 41 inches of 1 3/4 tubing
• two inserts made of 1 1/2 O.D. tubing approx 2.5 inches each.

1. Begin the cage chop by removing the seats and liberally loosening all eight 8mm allen head cage bolts.

2. Next decide how much you want to lower the Rzr 800 cage.  We removed 5 1/2 inches from the rear of the cage and that provided enough head room for a 6'2" person with helmet to sit in the cab comfortably.

3. Mark the first cut with tape as pictured below (measure from the lower horizontal side support at approx. 5 1/2 inches up)

4. Next mark the upper cut by measuring from the initial mark.

5. After removing the two pieces of tubing (5 1/2 inches in our project) it's time to modify the upper horizontal support cage bar. Either cut it in the middle or completely remove it by grinding off the welds.  It will eventually need to be completely removed by grinding off the welds on the tubing and support brackets, but can be done after the cage is pulled down and back together.

6. Next weld the inserts into the lower section of the cage or where the initial cut was made.

7. Now it's time to spread the upper rear part of the cage to fit into the inserts.  We used large ratchet straps secured to pillars on either side of the cage.  We had to really crank on the straps in order to achieve the desired spread.

8. With the straps pulling the cage a part still attached attach another set of ratchet straps to the top of the cage and to the lower horizontal support.  Tightening the straps will bring the cage down and into the desired location.

9. After the Rzr 800 cage is pulled back together and set into the inserts weld it up.

10. To complete the project the upper horizontal cage support and brackets will have to be completely removed and the existing cage ground smooth.  It is possible to remove the support brackets from the existing cage and upper horizontal for reuse.  To rebuild the upper horizontal support you will need approx. 41 inches of 1 3/4 O.D. tubing.  Grind both ends of the upper horizontal support brace to the contour of the existing cage.  Take you're time here and get the best fit possible.  Once fit, weld it into place and reinstall the two cage supports.

50 Inch RZR 800 Test Review by Everything ATV UTV Reviews

Recently we at Everything ATV UTV Reviews had the opportunity to test a 2012 Rzr 800 Limited Edition with the 50 inch chassis.  First let's cover some of the upgrades that come with the Limited Edition or LE.  These include aluminum wheels, tough automotive style painted plastics and best of all, Electronic Power Steering or EPS.  Polaris released at least three different versions of the Rzr 800 in 2012 and include the "S" version highlighted by a wider stance and adjustable gas charged shocks.  The LE version we previously discussed and the base model without electronic power steering.

Firing the Rzr 800 up is as easy as turning the key with it's electronic fuel injection system.  Once started choose between Park, Reverse, Neutral, Low or High Range.  We found high range to fit most trail situations unless hill climbing from a dead stop, slow technical riding or towing a load.  When the trail gets rough flip the all wheel drive (AWD) switch and unlike most other manufacturers the Rzr 800 delivers a true four wheel drive with all four tires grabbing traction.  With the electronic power steering we couldn't feel any negative feedback through the steering wheel and found ourselves forgetting to take it out of AWD on more than one occasion.

The 800 twin cylinder engine provided plenty of power for whatever we encountered along the trail.  These engines don't have the best exhaust tone, but make up for it in performance and reliability.  The torque the 800 puts out is handled effectively by the PVT or belt driven Polaris Variable Transmission.  The only area the transmission lacked in was engine braking and tends to break loose and free wheel at lower RPM's.

As always we pushed the 800 Rzr up hills and through tight trails that general only see ATV's.  With the narrower 50 inch stance we had no trouble getting the 800 RZR LE through the trails.  We can say that it would have been near impossible to squeeze the wider S model through some places.  When riding on off chambers we did hit the hills and slopes with a head on line and momentum to keep it on all four tires.

The highlight of the Rzr 800 was defiantly the smooth ride characteristics and electronic power steering.  We had no problems with fatigue from hours on the trail and that makes the Rzr 800 one of the top picks for folks primarily trail riding with this UTV.  If you're in the market for a used Rzr Everything ATV UTV Reviews has one fail safe suggestion and that is get one with power steering, you won't regret it!

   

Rzr 1000 Dominating TN Trails by Everything ATV UTV Reviews

Over the course of the last years I've seen less and less ATV's on the trails and more folks moving to side by sides.  The popularity of side by sides continues to build steam as we seen on our latest trail ride at Brimstone Recreation in Huntsville TN.  Not only did we observe less ATV's on the trail we rarely seen anything but newer UTV's.

On this day my daughter and I were piloting a 2012 Rzr 800.  It had been almost a year since our last visit here and the terrain had changed considerably.  Our factory Rzr 800 could literally be driven between the tracks of the popular fire breathing Polaris and Can-Am 1000's.  We're always up for a challenge and the rutting of the bigger UTV's provided this. 

Throughout our ride it was apparent from the trail footprints that the 1000's had certainly been dominating the Brimstone scene.  We did pass an occasional 900 Rzr and Can-Am 1000, but the Rzr 1000 certainly appeared to be most folk's choice.  The bigger tires the 1000's ride on and the horsepower to spin them do leave their mark.  Even with the rutting on the more difficult, red trails, our Rzr 800 did everything we asked it to, even though it could have won the award for the oldest Rzr of the day.

What has virtually became extinct at Brimstone (at least on this day) was the traditional ATV.  Five years ago ATV's were the majority on the trail, but the smooth riding, family friendly and sporty side by sides have gained popularity.  ATV's are still my choice when I ride solo, but our 800 Rzr allowed us to comfortably and safely navigate through the Brimstone trails. 

Polaris General 1000 Walk Around-Everything ATV UTV Reviews

Polaris has been pushing the limits in the ATV and SxS industry for years now.  They keep things exciting for us off-road warriors by consistently improving the capabilities and styling of their all-terrain offerings.  New for 2016, Polaris has again rocked the market with the Ranger General 1000!

We were able to get our hands on a Deluxe General 1000 for a walk around and to say we were impressed is a understatement.  It's no surprise that Polaris knows how to contour body lines with color schemes and this dual purpose UTV is a perfect match.  The styling makes a statement of a true sport utility vehicle with the right amount of both.  Not only does it look good on the initial look, but closer inspection of the way everything fits together really speaks volumes on the attention to detail and quality.

On the outside the General's color schemed a-arms, Fox gas shocks, painted black aluminum rims with Dirt Commander tires and multitude of bolt on accessories scream sport even when it's sitting still.  On the inside the General doesn't disappoint and has a true "WOW" factor.  The interior styling and finish reminded us of opening the door of a late model Jeep.  The seats look and feel much better quality over the 800 Rzr's, colored schemed to the exterior and look and feel really high end.

Factory Polaris accessories are abundant for the General and they've done a incredible job.  Bumpers, tree kickers and much more simply bolt on without hassle.  If you can't find what you're looking for from the factory don't worry, plenty of companies out there with alternative product lines.  Polaris allows folks to finance these items in with the initial purchase.

To sum our walk around of the new General 1000 up we can say it truly is impressive.  Everywhere you look on the General you see attention to detail and a great understanding of how things mesh.  These UTV's are certainly worth the new customer taking a serious look at.

Polaris General Front Differential Fluid Change: 7.5 Oz. Capacity

Changing the front differential fluid, also known as the Front Gearcase is a easy task.  The oil change is basically identical to all other Polaris ATV's and UTV's.  The fluid change requires only requires one tool and a couple minutes to complete.

Before getting started have everything you need on hand.
-Polaris Demand Drive Fluid (7.5 oz)
-8mm allen wrench
-catch pan

To make the fluid easier to drain warm it up by driving the General around for a couple minutes.  After warming it up park the General on level ground and place the catch pan under the front differential.  Next remove the 8mm allen style plug from the bottom of the differential, it's located via a hole in the skid plate.  As the old fluid drains remove the fill plug, it's located on the passenger side of the differential unit and is also a 8mm allen style plug.  Once the fluid has drained wipe any debris from the magnet drain plug and reinstall.  Some small debris is normal, but large shavings may indicate a problem within the gearcase.  The creative part is filling the differential with 7.5 oz of Demand Drive Fluid.  We general use a hose attached to the filler neck as seen in the video, but others have used turkey basters or funnels.  Once the front gearcase is full the fluid will be at the point of coming out the fill plug.

We would suggest performing this maintenance every 25 hours of use.  This may seem like a lot, but the front gearcase or differential is a costly repair.  A good  maintenance routine can save big bucks in the long term. 

What happened to the Polaris Rzr? Largest Recall in off-road Vehicle History.

As most readers already know we work on and review lots of ATV's and UTV's.  Recently on one of my many trips to our local Polaris dealer I noticed the show lot out front looked pretty bare.  Once inside I noticed that there were pages full of names posted on the parts room door.  As my trip to the Polaris Dealer lingered I overheard folks talking about a recall on the newest Rzr's.

So to clear things up it appears Polaris has recalled some models of the Rzr 900 and Rzr 1000 from 2013 to 2016.  This recall effects 133,000 units, including the current brand new 900 and 1000's at the dealerships.  The U.S. Consumer Product Safety Commission reports this is the largest recall in the history of off-road recreation vehicles.

The recall appears to have stemmed from a reported 160 Rzr fires, some which ignited when the vehicle tipped over.  It has been reported that 19 individuals have received injuries and one 15 year old girl died as a result of burns sustained.  In the recall announcement, CPSC officials noted that the reported injuries involving RZR machines included people who suffered first-, second- and third-degree burns.

As part of the recall, Polaris agreed to immediately suspend the sale of all of the affected RZR models until they are repaired. The company said it is sending recall letters to owners whose addresses are on file with the company, but it also urged owners to check the company’s website for the specific vehicle identification numbers involved in the recall. Repairs will be provided free of charge and service appointments should last about an hour, Polaris said.

LINK TO SOURCE 

Polaris General Transmission Fluid Change

Changing the transmission fluid or as Polaris refers to it as the Main Gearcase on the General 1000 is pain free.  The General's design allows for the average UTV owner to maintain the entire running gear with just a hand full of tools.  Before getting started make sure you have the following ready.

• 1.3 quarts of Polaris AGL Fluid
• 8mm allen wrench
• catch pan

Begin by locating the drain plug which can be found where the main and rear skid plate meet.  Remove the drain plug with a 8mm allen wrench.  The drain plug is magnetic so take notice to any debris on it and wipe clean.   As the old AGL Fluid drains locate the fill plug above the reese hitch and below the rear sway bar.  The clearance is tight accessing the transmission fill plug on the General, but is doable.  Once the fill plug is broke loose you can remove it entirely with your fingers.  To fill we used a clear tube attached to the nozzle as seen in the below video.  Once 1.3 ounces of AGL Fluid is installed, or it crests the fill plug hole, reinstall the fill plug.

Best way to change oil on the Polaris General 1000

The Ranger General 1000 has been designed to allow the owner with limited mechanical skills the ability to perform their own maintenance.  Changing oil on the General requires only one tool, a 6mm allen wrench, and less than 30 minutes.  Before getting started make sure you have the following ready or watch this How To Video.

• 2.5 qts. 5w-50 Synthetic Oil
• oil filter
• 6mm allen wrench
• catch pan

 Begin by removing the drain plug and allowing the oil to drain.  While the oil drains remove the oil filter, located on front of the engine and behind the cab.  The owners manual suggests accessing the oil filter from the drivers side and removing some ducting and hoses.  We were able to remove the oil filter from the passenger side without having to remove anything, but you will have to wait for the exhaust to cool.  There is enough room to get you're right hand and arm to the filter with this method.  The video below shows exactly how to do it.  Once the oil is drained reinstall the drain plug and oil filter and fill to 2.5 quarts oil.  After running the engine for a couple minutes and then allowing it to sit for a couple minutes check the oil level.

 

What you'll need to change all Polaris Ranger GENERAL Fluids at the 25 Hour First Service Interval

So you're new General 1000 has just reached the 25 hour break-in service interval.  Polaris doesn't give these Ranger General's away so it's important to follow their recommendations when it comes to service.  Three fluids need to be changed on this initial service: engine oil, transmission or main gearcase and front differential or front gearcase.

It can sometimes be a challenge to get all the fluids and tools together and just finding the time to complete the service.  We just completed the process and I've listed everything you'll need in order to complete the 25 hour break-in service.  I'd suggest using the Polaris recommended fluids at least until the warranty expires as it may save you from footing the bill for repairs.    
-All the below information and fluids can be seen by clicking this link.

Tools:

• 6mm allen wrench (oil drain plug)
• 8mm allen wrench (transmission & front differential drain & fill plugs)

Required for Engine:

• 2.5 qts. 5w-50 synthetic oil
• oil filter

Required for Transmission (Main Gearcase):

• 1.3 qts. Polaris AGL Fluid

Required for Front Differential (Front Gearcase)

• 7.5 ounces Polaris Demand Drive Fluid

 Each one of the fluid changes can be seen below by clicking on the text.
-Engine Oil Change, Polaris General 1000
-Transmission (Main Gearcase) Oil Change
-Front Differential (Front Gearcase) Oil Change

John Deere Gator Won't Go Into Gear

If you're John Deere Gator 825i and 620i won't go into gear there is a fairly simple fix for the issue.  Recently we ran across the problem on a 825i that had ran out of warranty.  The Gator had under a 100 hours of light use and had already been back to the dealership once for the problem.

This particular Gator 825i would shift between the gear ranges fairly easily with the UTV not running.  Once started it had to be forced into gear and was fairly obvious the synchronizers were taking a beating.  The problem seemed to get worse and worse until at last it had to be shut off to get it out of gear.

THE FIX:  After first checking the shift cables and console mounted shift mechanism itself we pulled the belt guard located behind the driver side rear tire.  After removing the cover and cycling the primary and secondary clutch through their motion it was obvious the primary clutch was not fully disengaging when idling.  The primary clutch is connected to the engine's crankshaft.  As result of the primary clutch not fully disengaging it was turning the secondary clutch.  The Gator 825i secondary clutch feeds into the transmission gearbox and the transmission was actually performing as it was designed, not allowing the Gator to pop out of gear when under load.

As for the fix, lightly spray penetrating oil on the primary clutch slides.  Start the Gator and again cycle the clutches by going from idle to full throttle and back to idle a couple times.  We then applied a thin layer of motor oil with our fingers to the slides.  Be careful not to get the belt or sheaves (area the belt rides in) oily.  The video below demonstrates the entire fix process on a Gator 825i.

Brute Force 650i Review: Can this Powerful V-Twin ATV Keep up in 2016? Everything ATV UTV Reviews

The Brute Force 650i exploded onto the atv scene in 2006.  The 650i followed it's bigger brother, the 750, with the addition of a fully independent rear suspension.  During this era the fully independent rear suspension was really gaining popularity and the Suzuki Kingquad 700, Yamaha Grizzly 660, Polaris Sportsman and the Honda Rincon had already stamped their own designs.  In 2006 Suzuki was the only Japanese manufacture to have incorporate fuel injection into it's Kingquad 700.

The Brute Force 650i is simply a lot of fun to ride.  This is mostly due it's hard pulling and quick revving v-twin engine.  During the our test it was literally difficult to keep myself from wanting to stab the throttle for no reason other than to feel the power the V Twin engine delivers.  Not only is the 650i Brute Force powerful, it sounds awesome and it's just as smooth at delivering the power.

The suspension on the Brute 650i is adequate, but not as plush as some of the other big bores.  What it lacks in a plush ride will equate into a sporty feel on the trail.  Ground clearance is adequate for it's stance and larger tires could be added with little strain on the engine.  The harder you push the Brute Force 650i the more you can feel the rear suspension working.

The CVT belt driven transmission on the BF 650i works as it's designed to.  The KEBC system provides pronounced engine braking when you completely release the throttle.  Not as smooth a system as the Grizzly or Kingquad, but it does do the job.

One area that consistently seems to be lacking on Brute Force 650i is the electronic 4x4 actuator.  On both BF 650's we've tested the system was consistently slow at engaging and disengaging the 4wd.  After doing our own research on this issue it is clear that other owners feel the same and some have upgrade to a manual 4x4 actuator setup.

Overall, the 2006 Brute Force 650i we tested is just plain fun to ride.  Any area that it lacks in is made up by with the v twin power plant.  Out of everything we've rode the engine stands out as being one of the hardest pulling and smoothest yet.

Check out the Everything ATV UTV Reviews action packed review here or review the Brute Force 650i specs.
 

Engine:
Engine Type	V Twin
Cylinders	2
Engine Stroke	4-Stroke
Valve Configuration	SOHC
Displacement (cc/ci)	633 / 38.6
Carburetion Type	Carburetor
Transmission:
Transmission Type	Continuously Variable (CVT)
Primary Drive (Front Wheel)	Shaft
Reverse	Yes
Wheels & Tires:
Front Tire (Full Spec)	Dunlop AT 25 X 8-12
Rear Tire (Full Spec)	Dunlop AT 25 X 10-12
Brakes:
Front Brake Type	Dual Disc
Rear Brake Type	Sealed Oil Bath Multi-Disc
Technical Specifications:
Wheelbase (in/mm)	50.9 / 1292.9
Dry Weight (lbs/kg)	602 / 273.1
Fuel Capacity (gal/l)	4.8 / 18.2
Seats:
Seat Height (in/mm)	33.9 / 861.1
Number Of Seats	1
Drive Line:
Driveline Type	Selectable 4X2 / 4X4
Number Of Driveline Modes	2
Limited Slip Differential	Standard
Differential Lock	Standard
Storage:
Rear Rack	Standard
Front Rack	Standard
Lights:
Halogen Headlight (s)	Standard

Yamaha Grizzly 700 Off-Road Trail Review: 2007-2008-Everything ATV UTV Reviews

Hang On!  We just finished our test of a 2007 Grizzly 700.  Back in the year this quad debuted power steering on a ATV was a new concept and Yamaha pioneered a system that just plain worked.  The 700 engine began phasing out the older 660 Grizzly engine, offered more displacement and the addition of fuel injection.

The 2007-2008 Grizzly 700 models are identical and minor system updates continued through 2015 until the release of the new Grizzly 700 in 2016.  During our test we found the 2007 Grizzly 700 to be a solid performer, even years after it's launch.  We pushed the Grizzly hard throughout our test and it performed better than some of the newer larger makes and models we've recently tested.

The 700 Grizzly stands out in the following areas.
 - Overall Comfort
- Suspension
- Belt Drive (Ultramatic)

Comfort is a area that encompasses many good characteristics on Grizzly 700.  When you first sit down on the Grizzly we noticed the seat is memory foam soft, much like the Polaris quads.  The handlebars sit up nice and tall, myself at more than six foot tall, I was able to sit upright, not leaned forward.  The power steering on the Grizzly 700 is just awesome, easy to steer and no harsh feed back through the handlebars in the rough stuff.

The Independent Suspension on the Grizzly 700 is plush and at the same time just stiff enough to allow for more advanced riders to get technical.  The arching a-arms allow for massive ground clearance and moderate jumps are soaked up effortlessly by the long travel.  Similar to the 750 King Quad, the harder you push the Grizzly the smoother and more predictable it gets.

The Ultramatic fully automatic CVT belt driven transmission is electric smooth.  A big factor in the smooth delivery is a wet clutch setup that engages the primary clutch.  Engine braking is near perfection, is not overly felt when slowing down, but you can tell it's there without throwing you forward.

Another notable mention is the Grizzly 700 engine.  The engine is a single cylinder and puts out good strong power, especially once you get it moving.  It really pulled strong once we got it moving, but lacks the punch of a twin cylinder from a dead stop.  We found it pulled through the power band quicker than some of the other single cylinder big bore quads, but was not as smooth running.  With more than a 5 gallon fuel capacity the Grizzly 700 will get much better fuel mileage on a single fill up versus the twins cylinders.

Over-all the 700 Grizzly is a major contender in the used big bore market and they appear to hold their value better than some of the competition.   Below is the specs for the 2007-2008 Grizzly 700 and Everything ATV UTV Reviews test video:

Engine Type	Single-Cylinder
Cylinders	1
Engine Stroke	4-Stroke
Cooling	Liquid / Air
Valves	4
Valves Per Cylinder	4
Valve Configuration	SOHC
Bore (mm/in)	102 / 4.02
Stroke (mm/in)	84 / 3.31
Displacement (cc/ci)	686 / 41.9
Compression Ratio	9.2:1
Starter	Electric
Fuel Requirements	Regular
Fuel Type	Gas
Carburetion Brand	Mikuni
Fuel Injector	Yes
Fuel Injector Size (mm)	44
Carburetor	No
Carburetion Type	Fuel Injected
Speed Governor	No
Transmission:
Transmission Type	Continuously Variable (CVT)
Primary Drive (Front Wheel)	Shaft
Primary Drive (Engine / Transmission)	Belt
Reverse	Yes
Transmission Brand	UltraMatic™
Hi / Low Range	Yes
Wheels & Tires:
Wheels Composition	Aluminum
Front Tire Diameter (in)	25
Rear Tire Diameter (in)	25
Chromed	No
Tire Brand	Dunlop®
Front Tire Width	8
Front Wheel Diameter	12
Rear Tire Width	10
Rear Wheel Diameter	12
Front Tire (Full Spec)	Dunlop® AT25 x 8 - 12
Rear Tire (Full Spec)	Dunlop® AT25 x 10 - 12
Brakes:
Front Brake Type	Dual Hydraulic Disc
Rear Brake Type	Dual Hydraulic Disc
Engine Braking	Standard
Suspension:
Front Suspension Type	Independent Double Wishbone
Front Travel (in/mm)	7.1 / 180.3
Front Adjustable Fork Pre-Load	Yes
Front Adjustable Rebound Damping	No
Front Central Suspension Strut	No
Steering Damper	No
Front Stabilizer Bar	No
Rear Suspension Type	Independent Double Wishbone
Rear Travel (in/mm)	9.5 / 241.3
Rear Adjustable Shock / Spring Pre-Load	Yes
Rear Adjustable Rebound Damping	No
Number Rear Shock Absorbers	2
Rear Suspension Material	Steel
Rear Stabilizer Bar	No
Air Adjustable	No
Steering:
Steering Type	Manual
Steering Control	Handlebar
Technical Specifications:
Length (ft)	6.78
Width (in/mm)	46.5 / 1181.1
Height (in/mm)	48.8 / 1239.5
Wheelbase (in/mm)	49.2 / 1249.7
Turning Radius (ft)	10.5
Ground Clearance (in/mm)	11.8 / 299.7
Length (ft/ft)	6
Length (ft/in)	9
Dry Weight (lbs/kg)	600 / 272.2
Towing Capacity (lbs/kgs)	1212 / 549.8
Fuel Capacity (gal/l)	5.3 / 20.1
Engine Displacement to Weight (cc)	1.14
Seats:
Seat Type	One-Piece
Adjustable	No
Seat Material	Vinyl
Seat Location	Driver
Folding	No
Seat Height (in/mm)	35.6 / 904.2
Number Of Seats	1
Exterior:
Frame	Steel
Body Material	Plastic
Floor Board Location	Driver
Hand Grips	Standard
Foot Peg Location	Driver
Brush Guard	Yes
Radiator Guard	No
CV Boot Cover	Yes
Front Fender	Standard
Rear Fender	Standard
Handlebars	Standard
Front Bumper	Standard
Bash Plate (Front/Rear)	Yes / Yes
Full Length Skid Plate	Yes
Instrumentation:
Digital Instrumentation	Standard
Clock	Standard
Trip Odometer	Standard
Speedometer	Standard
Hour Meter	Standard
Temperature Warning Type	Light
Fuel Level Warning Type	Gauge

Grizzly 700 Shim Mod Install and Drive Belt Change for More Low End Power and Faster Hole Shots!

Performing the shim mod on a Grizzly 700 Ultramatic transmission is one of the easiest ways to gain a considerable amount of more bottom end power.  The modification is also affordable, because the shim will only cost you a couple dollars and some install time.  In this article I'll explain the advantages, disadvantages and how to do it.

The advantages to the shim modification include: inexpensive, requires only basic tools and mechanic skills to install and provides the Grizzly with a lower gear ratio.  The modification works by allowing the drive belt to seat further down into the primary clutch sheaves.  This modification can be done at any time and is reversible.  The best time to complete the shim modification would be when replacing the drive belt since it requires basically the same procedure.

Disadvantages to the shim mod include: lower overall top end speed and shorter drive belt life.  Essentially all the low end grunt this modification produces equally reduces the Grizzly's over-all top speed.  You'll likely get less mileage out of your belt because the shim spreads the primary sheaves and has less distance before it bottoms out on the collar between the sheaves.

This video will show you how to install the shim modification during a drive belt change.

Sedona BUZZ Saw XC radial ATV-UTV Tire Review

The ATV-UTV Tire industry is not lacking options for folks when it comes to tires.  Picking the right tire for the type of terrain you ride on is a tough decision and one of the most important variables in how well you're ATV-UTV will perform.  At Everything ATV UTV Reviews we get the chance to look at and test many.

For this review we purchased a set of Sedona Buzz Saw XC radial ATV-UTV tires for our Grizzly 700.  Sedona Tire and Wheel is relatively new to the industry when compared to others like ITP and Interco.  The company debuted in 2006, is exclusively distributed by Western Power Sports based in Boise Idaho and has quickly made big impact on the ATV-UTV tire industry.

Our Grizzly 700 was in serious need of some new tires to replace the factory Dunlop front 25x8-12's and Dunlop rear 25x10-12's.  With not a great deal of information out there on the Buzz Saw XC we decided to give them a try.  For the front we ordered 26x9-12 and the rear 26x11-12 and the total price shipped to our door was $438.  At first look the Buzz Saw ATV-UTV tires look even better in person than what pictures are on-line.  Initially we compared the weight of factory tires/wheels compared to the Buzz Saw XC with factory wheels and found the extra traction was going to cost a total of 50 pounds.  You can watch the weigh in here.

If you've watched any of our other reviews you know that we push the products we review hard and  this Buzz Saw XC tire test was no different.  To prepare our Grizzly for the additional weight of the radial ATV-UTV tires we did the shim mod, which provided a little extra grunt on the low end.  Even with the shim mod we did notice a decrease in power from dead stop to 5-10 mph with the Grizzly 700 being a single cylinder we can imagine a twin cylinder like a Brute Force, Can-Am or Sportsman may turn them better.

It didn't take long to realize the Sedona Buzz Saw XC is a tough 6 ply extreme traction ATV-UTV radial tire.  On hill climbs the tire simply ripped through whatever it encountered.  Even with the tires massive 1 1/4 tread depth it didn't cause the Grizzly to want to flip backward when stabbing the throttle and allowed for just enough spinning to negotiate steep angles quickly.  On fire roads the tire was predictable up to around 40 mph, but any faster than that and our Grizzly's responsive handling diminished.  The Buzz Saw XC handled jagged rocks decently, but on slick faced surfaces it struggled to find traction.  On hard pack dry dirt the radial tire spun to find traction and will throw a mean rooster tail trying to find something to grab onto.  When the hard pack loosens up, like after a rain, the tires do a better job hooking up.  When things get wet and muddy the Sedona Buzz Saw XC really hits it stride and performs exceptional as long as there is a bottom to the mud hole, otherwise it's doing to dig a hole to China.  On pavement the tire rode very smooth, unlike what others had posted on-line.  Over all we were pleased with the performance of this radial ATV-UTV tire.  It rips traction well on a wide variety of surfaces, looks good and is priced reasonably for a 6 ply radial extreme traction ATV-UTV tire. Everything ATV UTV Reviews

How to Change Oil Polaris Sportsman 800

In this article we'll explain how to change oil and filter on a 2005-2014 Sportsman 800.  This process is straight forward and expect no surprises.  Before getting started have the following tools and supplies on hand.

- 2 qts. oil, 0w-40 or your choice
- Oil Filter, Wix 51356
- T40 Torx Bit
- catch pan
- funnel

Begin the process by warming the engine up to operating temperature and parking on level ground.  Next remove the oil drain plug, T-40 Torx bit.  While the oil drains remove the spin off oil filter located on front of the engine.  With the oil drained reinstall the drain plug and oil filter.  The process is completed by adding two quarts of oil through the dip stick tube.  Remember to recheck the oil level after idling the Sportsman 800 for a minute or so.  Performing a oil on an ATV doesn't get any easier than on the Sportsman. Everything ATV UTV Reviews

Brute Force 650 & 650i Carburetor Orientation Changes and Removing the Air-Fuel Mixture Plates

Recently we had the opportunity to help a friend get his quad up and running.  The ATV was a 2006 Brute Force 650i and was in dire need of a thorough carburetor cleaning and air-fuel screw adjustment.  Removing the carburetor's on the Brute Force 650i requires removing lots of plastic body panels, air box, several cables and hoses.

Not long before getting into this 650i project we cleaned the carbs on a 2013 Brute Force 650 with a solid rear axle.  The carburetor orientation was different on the two 650's and it appears that Kawasaki changed the orientation of the carburetors on 2010 models and newer.  That being known removing the carbs on both still requires removing all the above mentioned components, but the newer 2010 and up models is a bit easier in our opinion.

Once the carburetors are removed from the ATV cleaning is basically the same on both orientation types.  While the carburetors are off the Brute Force we suggest removing the air-fuel mixture plugs or the round caps that cover them.  This will allow you to precisely adjust the mixture and tune out any stumbles or hesitations in the Brute Force 650 that are common from idle to 1/8 throttle and idle to wide open throttle.  The air-fuel mixture caps are primarily there for emission purposes and the hope that you'll bring the quad back to the dealer when the symptoms show up.  Both the 2006 and 2013 Brute Force 650 we tuned needed the fuel mixture enriched to remove stumbling at low throttle.

Removing the air-fuel mixture plugs on the newer 2010 Brute Force and up models can be achieved with the carburetors still on the quad (click link to watch how), although due to the different orientation of the pre-2010 Brute Force 650 carbs it requires removing them from the quad.  This video shows how to remove caps on the older Brute Force carburetors.  The air/fuel adjustment plug removal process is the same for both.

When adjusting the air-fuel mixture start by counting the number of turns it takes to bottom the screw out.  Once you've counted the turns they were set on from factory turn them back out to the factory setting and make adjustments at out at 1/4 turns.  Make certain all the adjustments are done identically to both carburetors.  To check the adjustments get the Brute Force 650 up to operating temperature and tune by making 1/4 turn adjustments and then riding it until it runs smoothly again.  When you get the carburetors adjusted to that sweet spot your Brute Force will likely perform better than it ever has!  Everything ATV UTV Reviews

SPORTSMAN 800 Off-Road Trail Review

Recently we tested the 800 Sportsman by Polaris.  The Sportsman 800 last production year was in 2014 and the 800 twin cylinder monster was replaced by the ProStar Series of power plants.  There are many good Sportsman 800's floating around in the used market place and they may be the most underrated ATV we've tested.

I'll start this review by debunking my own dated perspective of Polaris ATV's coming into this review.  Back in the 90's we rode with several Polaris ATV's.  This was a time when Polaris was just coming into the Kentucky market place and they were still getting the bugs worked out.  During those years we witnessed many of those early Polaris ATV's breaking down frequently on the trail.  Engines coming apart, CVT belt issues and other drive line failure was fairly routine.  Not only that, but heard stories of the dealership not being able to fix certain failures and ultimately leaving owners with a oversized paper weight.

Those were the early days of the Polaris ATV's and since then it's obvious they have came a long, long way in performance and reliability.  Certainly have been impressed at the build quality and common sense engineering of our Sportsman 800 test ATV.  As with any quad we test there are areas that really impress us at Everything ATV UTV Reviews.

• Engine
• Suspension
• 4wd System

Engine: The 800 twin cylinder power plant comes to life hassle free with help from the fuel injection system.  Once started it sounds okay, but not like a V-Twin Brute Force or Can-Am.  The engine does however deliver quick acceleration and ample torque to raise the front end at will and power through and over the toughest terrain.  The 800 Sportsman will not leave you wanting more power and if you can go wide open throttle for more than eight seconds you must be on the highway.


Suspension:  The 800 Sportsman is one of the most comfortable smoothest riding quads we've tested.  The seat is soft and similar to laying down on a memory foam mattress, but never bottoms out.  The Sportsman 800 has massive ground clearance and fully independent suspension at all four corners with big time wheel travel.  Simply put the Sportsman has one of the smoothest and trail capable suspension setups in the business.

4wd System:  Polaris refers to their 4wd system as AWD or All Wheel Drive.  They call it this because their 4x4 system actually delivers true four wheel lockup.  No limited slip action at the front differential where only one tire spins.  The system is simple and requires only a flip of the handle bar mounted switch to engage.  The Sportsman 800 we tested rarely had to be switched into AWD just due to its ability to power through and over obstacles with the 800 twin cylinder engine and tremendous ground clearance.

With all the capability of the Sportsman 800 there was one feature that would take some getting used to.  The single lever braking handle on our Sportsman test quad worked great and it is simple to slow the quad, but it's not what we're accustom to.  Some more seat time on the atv would undoubtedly make the feature more comfortable for folks like us who are accustomed to the independent front-rear braking handles on other atv's.

• Other notable mentions on the Sportsman 800 would be ease of maintenance, ample storage compartments, tough front valence, winch pre-wiring and a built in rear receiver hitch.

In conclusion, the Sportsman 800 really delivers a great package and is nothing like the pioneering Polaris ATV's.  If you're looking for a used ATV that has all the right ingredients the Sportsman 800 is certainly one to consider. -Everything ATV UTV Reviews

ITP BLACKWATER EVOLUTION Tire Review

ITP introduced the Blackwater ATV tire in the late 80's and it was ground breaking.  The Blackwater was one of the first mud tires to hit the market and was very popular with the extreme off-road warriors.  In celebration of ITP's 30th Anniversary the company launched the newest version of the off-road tire, the BLACKWATER EVOLUTION!  As the Blackwater tradition continues this newest adrenaline junkie ATV tire doesn't disappoint.  Not only do they look awesome, they have some new features that push the entire ATV tire market to continue off-road tire innovation.

• All-new "Tough Tread" rubber compound offers exceptional wear and abrasion resistance. 

• Sidewall Armor protects shoulder area, greatly increasing reliability.

• Comfortable riding 8 ply radial construction 

During our test the Blackwater Evolution ripped through everything we threw at them.  They provided incredible traction on hard pack, mud, rock and sandy soil.  Pulling the front end up into a wheelie was effortless as the Evolution's grip like they are glued to the ground.  Not only do they provide ripping traction they also ride smooth thanks to the 8 ply radial construction.  The BLACKWATER EVOLUTION tires are very predictable hill climbers too.  Pick your line, throttle up and you're at the top quickly.  These ATV tires range in price from $120-$150 and come in the following sizes.

• BLACKWATER EVOLUTION sizes by tire height, tire width, wheel height
• 25x9-12
• 25x11-12
• 26x9-12
• 26x11-12
• 27x9-12
• 27x11-12
• 27x9-14
• 27x11-14
• 28x10-12
• 28x9x14
• 28x10-14
• 28x11-14
• 30x10-12
• 30x10-14
• 30x10-14

Polaris Sportsman 800 BELT CHANGE

The Sportsman 800 throws power to the ground through a CVT Belt setup.  Replacing the belt on the Sportsman is part of routine maintenance and belts do wear out over time.  If your belt is squealing or you notice a loss in performance it's probably time for a belt change.   Recently we had the opportunity take a look at the CVT or PVT (Polaris Variable Transmission) setup and change the belt on a 2012 Sportsman 800.  In this article we'll explain how to change the belt, but first here is what tools you'll need.    WATCH HOW TO VIDEO

1. To remove foot well: T25 Torx Bit, 10mm wrench
2. To remove belt cover: 10mm socket, extension, ratchet
3. To remove belt: 16mm socket, impact wrench, primary clutch puller

Begin by removing the foot well, secured by four T25 Torx screws and four plastic rivets.  You may have to pull upward slightly on the front and rear fender to completely release it.  Next you'll need to remove two plastic rivets located under the seat (see picture or watch video).  Removing these two plastic rivets will allow you to pull the plastic up and access the two clamps securing the rubber boot.  After loosening the clamps remove the eight 10mm bolts securing the PVT belt cover.  Next work the cover off by pulling outward and wiggling it at the same time.  Now that the cover is off you can see the PVT setup consisting of the primary clutch, secondary clutch and belt.  The primary clutch will need to be removed to gain enough slack to remove the belt.  There are other methods for removing the belt, but we have found this one to work best for us.  Next remove the 16mm bolt securing the primary clutch, it is standard threads, so counter clockwise removes it.  Next screw the primary clutch puller into the center of the primary clutch and tighten with a impact wrench.  It should pop off rather easily using this method.  Now that the primary clutch has been pulled remove the belt and take notice of the orientation.  Next reinstall the new belt and primary clutch.  Once the 16mm bolt has been reinstalled and tightened check the PVT belt cover seal.  The PVT cover seal needs to be removed and cleaned if dirty to ensure a water tight seal.  Once completed everything can be reassembled!