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.