For the new model year, Honda engineers focused on improving the drive experience through updates in a number of areas, particularly the driver/passenger cabin:

• Relocated Meter: For improved visibility, the meter is now relocated directly behind the steering wheel, and an extended sun visor reduces glare. The background colour is now different as well.
• Switch Panel: To facilitate integration of electric accessories, a new pre-wired switch panel now resides in the meter’s old location.
• Reshaped Paddle Shifters: To facilitate manual gear-changes during dynamic steering manoeuvres, the steering-column-mounted shift paddles have been extended by 13 mm on top and by 30 mm on the bottom, while matching the contours of the previous outer edge. As a result, access is greatly facilitated, regardless of where the driver’s hands are on the steering wheel.
• Improved Mud Protection: By adding rubber sealing to the floor area around all seats, engineers have better isolated the driver and passengers from mud and water.
• Revised Ignition Timing: To deliver smoother transitions from deceleration to acceleration, ignition is momentarily retarded to reduce engine torque and shock.
• I-4WD Upgrade: To speed up reaction time and improve performance with larger aftermarket tires, Honda retuned its high-tech I-4WD system for a more-aggressive torque transfer.
• Launch Control: Now standard
• Updated Styling: The front fascia and bumper have been updated for a bold new look, and new graphics round out the aesthetic improvements.

The post 2022 Honda Talon 1000X side-by-side appeared first on UTV Planet Magazine.

One thing was very clear from our first impressions of the Honda Pioneer 1000. Honda had designed a machine that was well equipped for trail fun, and utility work as well. We found ourselves grinning from ear to ear as we hammered the trails around the famed Paws Up resort in Greenough, Montana. It was early autumn, so the scenery and temperatures were perfect for the rides. Our only complaints about the machine were that it could use a little better instrument cluster, and a little better heat shielding for the passenger seating. Well, Honda has made some serious upgrades with the new 2022 Honda Pioneer 1000 lineup. We’re excited to get our hands on one. Let’s run down what we know so far.

More power

Honda, like every other Japanese-based manufacturer is very tight-lipped about horsepower numbers. They choose to not get into the battle raging from the North American OEMs, and honestly, that is fine with us. A number doesn’t really matter, it’s all about how usable that power is for you. Honda has announced that the 2022 Honda Pioneer 1000 line produces more power through the mid-range and top end. But that’s not all. 

The twin-cylinder 999cc Unicam engine that Honda made famous with the African Twin motorcycle, is now more compact, while having the same overall quality and design of the original. The New Honda motor is mated to an updated transmission that works to boost the low-end power and acceleration. The Pioneer has lowered gear ratios that bring the power to the ground more efficiently than previous models.

This new really excites us because the Previous powerplant was a favorite of ours. Part of what makes this happen comes from the ability to use the transmission in automatic and manual modes, you can control exactly how the machine shifts, and this is a big bonus, especially in low range. We will once again say the simple truth – if you want to know which UTV has the undisputed best engine braking, drop a Pioneer 1000 into first gear in low range. 

Other updates and new stuff

Honda updated the the dash display cluster with a sleek new look and clever displays of all the information you need while driving. They also did something that may make you laugh at first, but when you climb in, you’ll be happy about. They made the cupholders bigger. These updates, however, are minor in comparison to the other tricks Honda’s design team had up their sleeves.

Honda revised the chassis of the Pioneer 1000 line to make the ride more responsive to terrain changes and more forgiving to the driver. This is a huge update to a machine that handled pretty good to begin with. With this chassis, Honda also revised the suspension geometry and shocks to match. The power steering system has been renovated as well, making steering more responsive and natural to the driver. We have been told that the steering makes the driver feel more connected to the wheels, without any of the kickbacks that can fatigue the driver. 

Honda also updated their sweet i4WD system, giving the drive more interaction with the brakes. This gives you better control during up- and down-hill driving scenarios. It also makes handling better with less kickback from rocks and other obstacles, and lighter steering, without the drag you can get from other machines with the font differentials locked. 

Honda also gave the Pioneer 1000 line new 27-inch tires on 15-inch wheels. We don’t know much about the new tires yet, but from what we’ve seen, the tread looks good. And speaking of looking good, how about the new sleeker front end? If you’re going to revise the chassis and engine and make the machine better than the previous model, you need some new styling to further set it apart, right? We really like the new look.

But what, there’s more

There are now 4 trim levels to the Pioneer 1000 and Pioneer 1000-5. You have the standard model with steel wheels. The Deluxe model with aluminum wheels is next up and adds a silver color option for the Pioneer 1000, and a bright blue option in the 1000-5. New for 2022 are the Trail and Forest trims. The Trail version adds a 4,500 winch, rearview mirror, forward cab light and, more importantly, Fox QS3 shocks that add another level of ride quality and control to the machine. Want more? The Forest model really speaks to the hunting crowd with Honda Forest Phantom camo, a 4,500-pound winch, blacked-out aluminum wheels, a bed light, forward cab light and an oversized from bumper capable of protecting the grill from brush and such as you get back into the forest to your secret spots.

These models all share the basics with a 1,000-pound bed capacity, 2,500-pound towing capacity, 13.8-foot turning radius and 7.9-glallon gas tank with 1.7-gallon reserve to get you back home. The 1000-5 models also share the quick-flip rear seating that converts back to a cargo bed. What really makes us happy is that all models are supposed to have greatly reduced heat transfer to the passenger seating area. This is huge news, as that was an issue Honda had right from the start. When the weather was cold, it wasn’t a problem. In fact, it made things more enjoyable, but come summer…

Final thoughts

The only thing that excites us as much as an all0new machine, is when a company revises an existing line that we really enjoy and addresses all the things we would see as things to be fixed. It shows that the manufacturer is truly listening to what the consumer and media have to say after they put the machine through the paces of their needs. Polaris did that with the Ranger redesign a few years back, taking every customer complaint and using them as the starting points for the machine planning. This is why we’re so excited for the new 2022 Honda Pioneer 1000 and Pioneer 1000-5 models. Honda took a great machine and refined it into what we expect will be a solid machine in the rec/utility category. Exciting stuff.

The post A More Powerful and Refined Honda Pioneer 1000 appeared first on UTV Planet Magazine.

• Midsize Pioneer 700 also returns for new model year

Today, Honda reveals the bulk of its Pioneer lineup, including the improved Pioneer 1000 rec/utility platform and the returning midsize Pioneer 700. Note: The Pioneer 520 was announced in November 2021.

PIONEER 1000

The king of “works hard, plays hard,” Honda’s Pioneer 1000 has always been noted for its remarkable versatility, as it performs exceptionally for a diverse array of uses. That said, some customers have narrower concepts of what a rec/utility side-by-side should be, preferring a vehicle that is specialized for a certain type of driving experience. This is why Honda has refined the flagship lineup for the new model year, adding more focused trim levels that are tailored to specialized applications. For 2022, the new Pioneer 1000-5P Trail and Pioneer 1000-5P Forest deliver owners rewarding experiences in their specific intended applications.

For the new model year, Honda has made several upgrades to the already capable Pioneer 1000 platform:

• Increased Power: Thanks to revised valve timing and an updated throttle-body plate setting, the Pioneer 1000 series benefits from increased power in the middle and upper rpm ranges, for improved acceleration and increased towing capacity. The size of the cooling fan has been correspondingly increased.
• Transmission Updates: The Pioneer 1000 series received updated gear ratios to match the increased power output, and changes were made to improve shifting action, with reduced shock during gear changes.
• Added Storage: On Pioneer Trail, Forest and Deluxe versions, the under-seat storage area has been enlarged at the opening, simplifying insertion and extraction of objects. In addition, a handy new storage area has been added below the dash, with contents secured via cargo nets.
• Beverage Holders: The dash-positioned cup holders on all Pioneer 1000s have been redesigned to hold tumbler-size cups up to 30 ounces. In-door drink-bottle holders are also provided in all doors (including rear doors on five-seat versions).
• New Door Nets: All Pioneer 1000s now have door nets with a simplified mounting structure and a finer mesh pattern for improved visibility.
• Pre-wired Accessory Connector: For all Pioneer 1000s, a pre-wired panel is provided under the hood to simplify installation of Honda and aftermarket electronic accessories.
• Dash Switch Panel: Also, to facilitate clean installation of electronic accessories, pre-wired switches are integrated in the dash on all Pioneer 1000s except the 3P EPS. On all trim levels including the 3P EPS, unwired blanks are integrated in the dash for additional accessories.
• In-bed Outlet: The Pioneer 1000-5P Forest and Deluxe versions now have a handy 12-volt accessory receptacle in the bed, enabling use of electronic devices like coolers, work lights, food warmers, sprayers, air compressors and more.
• Winch: The Pioneer 1000-5P Forest & Trail models come standard with a winch for removing obstacles and providing peace of mind in rugged conditions.
• New Meter: All Pioneer 1000s now have a new dash meter with modernized styling. Added functions include clutch indicator and battery voltage.
• Rear-view Mirror: The Pioneer 1000-5P Trail version comes standard with a rear-view mirror mounted on the rollover protection system. All other Pioneer 1000s have the mirror bracket pre-installed for simple accessory installation.
• Bed/interior Lights: The Pioneer 1000-5P Trail and Forest now have a new interior light that illuminates the floor area. Note: The Pioneer 1000-5P Deluxe and 3P EPS have a punchout for easy accessory installation. For locating gear in low-light conditions – for example, selecting a fishing lure – the Pioneer 1000-5P Forest also comes with dual bed lights. Note: All other versions have a bed-light punchout.
• Wheels: All versions now come with 14-inch wheels – aluminum cut-contrast on the Trail, black aluminum on the Forest and Deluxe, and steel on the 3P EPS. OTR Dirt Master tires are standard.
• Sealed Cabin: On all Pioneer 1000s, a number of measures were taken to isolate the driver and passengers from engine heat, as well as external debris and moisture.
• Styling: All Pioneer 1000s have a new grill and fascia, along with updated graphics. The Honda Powersports wing logo is now featured in the center of the steering wheel.

*** New features in red

PIONEER 1000-5P TRAIL

For rec/utility side-by-side enthusiasts who enjoy sporty experiences like tackling flowing sections of two-track or exploratory trips in the middle of nowhere, the Pioneer 1000-5P Trail fits the bill. The Trail prioritizes comfort and convenience via FOX QS3 shocks, aluminum cut-contrast wheels, amounted rear-view mirror for keeping track of other drivers, an in-bed accessory outlet and other features that deliver outdoor fun. Platform-wide Pioneer 1000 improvements include increased power, a smoother-shifting automatic Dual Clutch Transmission, added storage and beverage holders, better door nets, a new meter, easier accessory integration and more.

PIONEER 1000-5P FOREST 

Some rec/utility side-by-side owners use their vehicles primarily as a means of pursuing other passions, such as taking buddies to a secret fishing spot in thick woods or pursuing an adventure in the rugged mountains. The Pioneer 1000 Forest is equipped with features like a winch, black-aluminum wheels, dual bed lights to facilitate finding gear in low-light conditions, and an in-bed accessory outlet to power electrical devices. Self-levelling rear suspension adjusts to varying cargo loads, like when an eight-point buck doubles the cargo weight for the drive back to the truck.

PIONEER 1000-5P DELUXE 

While some owners pursue specialization, others prioritize versatility, and Honda continues to embrace the “work hard, play hard” ethos that has always been integral to the Pioneer 1000 platform. Hence the adaptable Pioneer 1000-5P Deluxe, the do-it-all machine equipped with KYB shocks that have dual-rate front springs and triple-rate rear springs with self-levelling rear suspension.

PIONEER 1000-3P EPS 

When value is the top purchasing consideration, one need look no further than the three-seater Pioneer 1000-3P EPS. Benefitting from the platform-wide improvements like increased power, transmission updates, beverage holders, new meter, door nets and more, these vehicles are outfitted with steel 14-inch wheels.

PIONEER 700

PIONEER 700 DELUXE 

The midsize Pioneer 700 Deluxe is just right when it comes to striking a balance between scale and capability. Highly versatile, this 675 cc, single-cylinder four-stroke-powered side-by-side is designed for work or play. The Pioneer 700 Deluxe is offered in both two- and four-seat configurations and features painted plastic, aluminum wheels, Electric Power Steering (EPS), and colour-matched suspension springs. It also lets drivers switch between automatic and manual shifting.

About Honda Canada Powersports 
Honda Canada Inc. was established in 1969 and is the sole distributor of Honda motorcycles, scooters, ATVs and side-by-sides in Canada. Innovative technology has always been a Honda trademark, showcasing pioneering engine and chassis design that has set the standard in Powersports engineering for more than 60 years. Honda Canada’s Powersports Division is responsible for sales, marketing, and operational activities for these products through authorized Honda dealers in Canada. For more information about Honda Canada motorcycles, ATVs and side-by-sides please visit: https://motorcycle.honda.ca/ or https://atvsxs.honda.ca/  

The post Honda Pioneer 1000 Trail – Forest 2022  appeared first on UTV Planet Magazine.

1. Introduction 

Outdoor activities are made simpler and more enjoyable with the right tools, and from hobby  farming to adventurous excursions, few tools are as “right” as a versatile side-by-side with the  ideal mix of manoeuvrability and power. That perfectly describes the 2021 Pioneer 520 which,  compared to the popular Pioneer 500 that preceded it, features increased cargo options and a  more powerful engine—a great combination for everything from hauling garden equipment to  accessing a favourite fishing hole. 

The versatile Pioneer 520 elevates the multipurpose side-by-side’s utility and practicality with a  more powerful 518cc engine, upgraded suspension, handy dump bed and compatibility with  Honda Pro-Connect accessories. The result is the same excellent ergonomics and reliability,  along with increased overall performance for even greater satisfaction for all customers, whether  they’re diehard side-by-side enthusiasts, folks stepping up from an ATV, workers seeking a tool  to help them perform their chores, or some combination thereof. 

2. Model Overview 

The Honda Pioneer family of multipurpose side-by-sides has always been about fun, rugged,  reliable performance; all of which certainly apply to the Pioneer 500. Introduced in 2015—one  year after the midsize Pioneer 700 and a year before the flagship Pioneer 1000—Honda’s 

smallest side-by-side was a great, mobile tool for the ranch or farm, but in a compact size. It didn’t  take up much room in the garage or shed, and its 50-inch width let it fit in the bed of a full-size  pickup truck and on width-restricted trails that are normally the realm of ATVs. The Pioneer 500  quickly earned a reputation as a compact, high-quality, reliable, fun, affordable side-by-side, a  status that was enhanced in 2017, with the introduction of an innovative five-speed transmission  with automatic and manual shifting modes. 

New for 2021, the Pioneer 520 is an evolution of the Pioneer 500, boasting a new tilt bed that, a  more powerful 518 cc engine and upgraded suspension. Welcome news to everyone from hobby  farmers to outdoor enthusiasts. 

3. Key Features 

3.1 Chassis & Suspension 

• New 450 lb capacity tilt bed with Pro-Connect accessory compatibility • 50-inch vehicle width maintained 

• Improved shock damping on double wishbone suspension 

• Longer-wearing all-terrain tires 

The most obvious change to the Pioneer 520 is the addition of a 204kg/450lb capacity dump bed,  which provides users with greater utility. Interior bed dimensions are 25.9” long x 38.7” wide x  9.8” high, and Honda has packed in a lot of functionality, incorporating recessed rings for 20 litre buckets, ridges to help position milk crates, slots to hold a wood divider and five D-rings for tie downs. There are even cup-holder rings in the tailgate. 

In addition, the Pioneer 520 is Pro-Connect compatible, with 10 latches located around the bed’s  perimeter, to easily accept Pro-Connect accessories—including cargo boxes, bed rails and  chainsaw mounts—without the need for tools, improving flexibility and convenience. A total of 41  accessories are currently offered, some of which are interchangeable with other Pro-Connect  compatible Honda side-by-sides and ATVs. Examples include a bed rack, cargo boxes, a  chainsaw mount and more. 

One popular feature that the Pioneer 520 carries over from the Pioneer 500 is its 50-inch vehicle  width, a signature design element that has proven popular with customers. The compact size  means the Pioneer 520 can be ridden on public ATV trails everywhere, maximizing the vehicle’s  versatility. It can even be loaded into the bed of a full-sized pickup truck for transport. 

Most of the Pioneer 520’s other physical dimensions are also identical to those of the Pioneer  500. Overall length is 2.4 inches longer at 105 inches, but wheelbase is still 73 inches. Front and  rear suspension travel are 14.7cm/5.8in and 15cm/5.9 in, respectively, and ground clearance is  8.5in, great for tackling uneven or challenging terrain. 

Honda’s engineers also made improvements to the shock damping for increased comfort and  control. Front and rear suspension are modern independent double-wishbone designs; the rear  suspension has adjustable preload to tailor the ride height to match loads. 

All four rims have 12-inch diameters and are equipped with new, longer-wearing 24-inch-diameter  all-terrain tires—24×8-12 up front and 24×10-12 in the back. This setup makes for a good balance  between traction, easy steering and good manoeuvrability in tight quarters. The front brakes 

comprise dual hydraulic calipers with 200mm discs, while the rear brake is a single hydraulic  caliper with a 170mm disc—a combination that provides substantial braking power. 

3.2 Engine & Drivetrain 

• Powerful 518 cc, fuel-injected, longitudinally mounted engine 

• Increased low-to-mid range power and torque 

• Air filter and battery box placement improved for ease of maintenance • Shift mapping re-tuned and calibrated for reduced shift shock and improved shift  rhythm 

The Pioneer 520 is powered by the proven, fuel-injected four-stroke 518cc engine found in the  2021 Rubicon ATV, but tuned for a side-by-side application. The power plant has bore-and-stroke  figures of 96.0 mm and 71.5mm—4 mm greater in bore, respectively, than those of the Pioneer  500’s 475cc mill. As a result, it offers increased low-to-midrange power and torque, making it  great for tackling chores or scrambling up trails while exploring challenging terrain. Power is fed  directly to front and rear driveshafts, with no belt drive to maintain. Once again, it is mounted  longitudinally in the chassis – an arrangement that allows direct driveshaft alignment to front and  rear wheels for maximum drivetrain efficiency. 

At the same time, ease of use is prioritized. The new air cleaner is more readily accessed, as is  the battery box- by lifting the bed. Two drive modes—two- and four-wheel drive—are selectable  on-the-fly via an easy-to-reach, dash-mounted knob. The five-speed automatic transmission with  reverse takes the hassle out of gear selection. The manual mode, operated with paddle shifters  on the steering column, gives the user shifting control when conditions warrant. Compared to its  predecessor, the Pioneer 520’s shift mapping has been tuned to upshift at lower engine speeds,  improving shift rhythm. Calibration has been adjusted to optimize shift shock, and manually  overriding automatic mode is possible through a wider rpm range. 

4. Technical Specifications 

Engine & Drivetrain 

Chassis & Suspension 

Additional Information 

The post 2021 Honda Pioneer 520 appeared first on UTV Planet Magazine.

Polaris RZR Pro XP Ultimate

There are so many RZR models from Polaris, and we like them all. However, if we had to pick one, we’d of course go with the flagship model. The Pro comes loaded with a 925cc turbo-powered twin cylinder engine. It now pumps out 181 horsepower and is fed through fuel injection. Polaris keeps refining their True On-Demand All-Wheel Drive system and the Pro has their latest Isolated Xtreme Performance version that works optimally with the power characteristics of the motor and how you would use the machine. The Ultimate package gives you fox 2.5 Live valve shocks with Dynamix 2.0 active suspension that self-adjust the valving by the microsecond as you drive, adapting to your style and the terrain. If you’ve never used this type of suspension, you must, and once you do, you won’t want to go back. This is easily the finest RZR we’ve driven and the interior is superbly comfortable. The ROPS and 6-point harness make it safer too, meaning this is a winner for sure.

Yamaha Wolverine RMAX 1000 XT-R

Going along with Yamaha’s reputation for durability is their ability to go anywhere. Yamaha makes machines that are perfect for serious exploration, and the new Wolverine RMAX is a machine we’re very excited about for 2021. These machines perform as well as they look, with a 999cc liquid-cooled twin-cylinder motor and dual throttle body fuel injection. Of course, the motor runs out through Yamaha’s legendary Ultramatic V-belt transmission. Fox QS-3 shocks handle suspension. The XT-R package comes with a Warn winch, and 30-inch Maxxis Carnivore tires. The drive mode system is really cool, with Sport, Trail and Crawl modes, and the Wolverine comes with Yamaha’s Adventure Pro system built in with GPS and more. If you’re drawn to places no one else can go, this is the machine for you.

Honda Talon 1000X Live Valve

Honda brings over the Fox Live Valve suspension system from the 4 seater to the 2-up for 2021 and we’re pretty excited about it. The Talon is a super fun machine to drive and is a machine we’re quite fond of. It is very Honda, in that they don’t do things the same way the other manufacturers do. The biggest thing you’ll find is the DCT dual-Clutch transmission, which we are huge fans of. You can drive it automatic or manual mode and this gives you amazing options for how you tackle the terrain. And engine braking is about as good as it gets. The Honda runs a 999cc Parallel twin motor the Honda live vale system is, in our opinion, one of if not the best of the active suspension systems going thanks, in part, to the Bosch controller, Fox shocks and Honda engineering. This is a fun, naturally-aspirated sport UTV and one of our picks for five best.

Can-Am Defender Pro Limited

The Can-Am Defender line has been one of the best utility/recreation machines out there. For those looking for a serious work machine, the 2021 Defender Pro Limited has it all. For starters, how about the six-foot, power-dumping cargo bed with additional storage underneath? Think of all the stuff you can fit in the bed? But as they say, wait, there’s more. The Limited package adds a full cab with a premium roof, glass front and rear windshield, wiper kit, 7.6-inch digital display with keypad and a heating and air-conditioning system, so you’re comfortable inside the machine regardless of the weather conditions. Add in the usual Defender features like a 976cc Rotax V-twin, Pro-Torq Transmission and the XT front bumper with winch. This is a machine waiting to get something done.

CFMOTO ZFORCE 950 EPS Sport

All you need to do is take a ride in this new ZForce 950 to see how impressive it is. Besides looking completely different than anything else on the trail, this machine is a lot of fun to drive. It has a 963cc motor with a Bosch ignition and fuel injection system. It runs through a CVTech-IBC belt drive and comes with a new Sport Mode that increases acceleration performance when you take off. It comes with a horn and turn signals integrated into the machine as well as a 3,500lb winch, mirrors and a roof. The best part is the value. It comes with a lower price tag than much of the competition and a 5-year warranty. That’s pretty hard to beat.

The post Top 5 UTVs for 2021 appeared first on UTV Planet Magazine.

Polaris RZR S 900

Who doesn’t want a RZR? There’s a reason the name is synonymous with sport UTVs. The cost of a RZR can be pretty intimidating to the buyer, however, there are some alternatives you should consider. One of our favorite machines around here is the RZR S 900. Yes, it’s a little more money than the standard RZR 900, or it’s baby brother, the RZR 570, but for just a little more cha-ching, you get a lot more pizzazz! The machine has more than enough power for a spirited trail ride thanks to the DOHC 875cc ProStar twin-cylinder engine that produces a pleasing 75 horsepower. The RZR 900 motor has been around for some time and has proven to be a reliable and fun power plant. It has electronic fuel injection and decent engine braking, a nice feature for a trail machine. It gets that power to the wheels through Polaris’ PVT automatic transmission. Like just about every Polaris machine, the RZR S 900 has their True On-Demand AWD system to keep you rolling along. When in AWD, the machine senses wheel spin and transfers power to other wheels to keep you from getting stuck. This system doesn’t use differential locks, leaving that to the machine to decide when drive axles need to be spinning. It works well and is something Polaris has been using for years.

The main reason we like the RZR S over the 50-inch model is the added width and stability. There’s nothing wrong with the 50-inch machine. It’s great for hitting the trails that have that width limitation, and it pretty much identical to the S. However, the added width of the 60-inch RZR S 900 gives you a lot more comfort, stability and confidence to carry speed through the corners. That’s important because, let’s face it, you buy a RZR to go fast. Other than that, you have decent suspension with dual A-arms all around and Fox 2.0 Podium shocks. It’s really a great buy for the trail rider.

Honda Pioneer 700

The Pioneer 700 was Honda’s second foray into UTVs. The first, the Big Red, didn’t quite hit the mark, but we really like the Pioneer. At first glance, you may thing the Pioneer to be a strictly work UTV, and it does a great job at that, but it is also a truly fun trail machine, too. The standard model seats two and has a dumping cargo box. There are some things about this machine that are definitely Honda. The company doesn’t do things the same way other companies do, but that’s fine. Honda has a great reputation for dependability and durability, so they can keep doing what they do. We like it. 

The Pioneer runs on a 675cc single-cylinder engine fed through electronic fuel injection. The transmission is definitely different, being a three-speed automotive-style automatic with a hydraulic torque converter. The deluxe models, which run a little more, give you paddle shifters and the option to run in manual shift mode, or automatic. The Pioneer operates in 2WD, 4WD and 4WD with Dif Lock. We can tell you that the combination of the transmission and the drivetrain makes this 700-class UTV pull like a MUCH bigger machine. If you’re in the market for a trail and utility UTV, and want something a little different than the rest, the Pioneer 700 is a stellar option.

Yamaha Viking

The Viking? I can just about see the groan on your face. The Viking isn’t very exciting, or so it would seem, but it actually is for several reasons. Sure, the Viking is a little long in the tooth, but it remains a great selling unit for Yamaha and we are reminded that we like it every time we drive one. For starters, you’d be hard pressed to find a more reliable machine out there. One of the many great characteristics of Yamaha is the solid construction. They rarely, if ever, break down. And then, it’s often due to neglect on the owner’s part. It is powered by a 686cc, SOHC single-cylinder engine mated to the best CVT transmission on the market. The Ultramatic V-belt tranny is oil-immersed and under constant tension, so there is very little belt wear.

The cab features three bucket seats with a 5-degree recline to the middle seat so everyone isn’t rubbing shoulders together. The cargo bed is nicely sized, with a steel floor section for durability. The Viking is Yamaha’s utility UTV, but it has really nice trail manners. Engine braking is really good on the machine and Yamaha has worked very hard to reduce noise in the cab to make the ride more enjoyable. You can pick one up for around the same as other brand’s mid-size machine, giving you a full-size, capable trail and work machine at a great price.

CF Moto ZForce 500 LX

Probably the best deal going in a 50-inch trail machine is the ZForce 500 LX. You could save a few bucks going with the less-equipped non-LX model, but the added things in the LX or really necessary for the trails, and you will most likely end up adding all of them anyway. These are nice-looking machines with a 495cc engine producing 37.5 HP. It uses a CVTech belt transmission and our experiences with these machines have proven them to be reliable and dependable. They come with a five-year limited warranty, too. Nice touch! The driveline operates in 2WD, 4WD and has an electronic locking differential.

Other standard features we like include the 14-inch aluminum wheels and digital dashboard display. The ZForce also has LED headlights with turn signals, which are required on some trail systems. Side mirrors come standard too. The LX package adds power steering, which you’ll find you want on rugged trails, especially one with rocks or tree roots. It also adds the all-important 3,000lb. winch to help get you out of trouble. 

Can-Am Maverick Trail

One of our favorite trail machines since it’s introduction, the Can-Am Maverick Trail is a stellar machine for having fun, and it can be picked up for a great price. We did some extensive driving in the mountains with this machine and appreciate the nimble handling and balance the machine has. It is powered by an 800-class, 799.9cc Rotax V-twin that pumps out a pleasing 51 horsepower. 

This is a lower-priced machine aimed at the trail crowd, but the design benefited from developing the bigger, more powerful X3 machines in the Can-Am stable. The drive-by-wire iTC Intelligent Throttle Control and fuel injection system helps feed the motor in a predictable and performance-spirted way. The Quick-Response System CVT-belt transmission has an electronic belt protector and a high-flow air vent that came right off the X3. The iTC system gives you SPORT and ECO modes to give you more power when you want it, or better fuel economy for longer trail rides.  There is an electronic engine braking system to help you descend bigger inclines, a feature we’ve put to the test repeatedly.

The big take away

There are many UTVs you can buy that will do pretty much everything you’d want, while not causing you to go into severe debt. What good is a shiny, new UTV if you don’t have the money to put gas in it to go riding, right? Are there less expensive machine on the market? Sure, however, we went looking for ones we consider to be the best for your money. One major thing to keep in mind. One of the issues we often see with people looking for a UTV on a budget, is they will find machines with price tags too good to be true. You know what I’m talking about – brands you’ve never heard of before at prices too low to believe. Trust me, my friend – you don’t want to go that route. You often can’t find parts for these machines and breakdowns happen quite often. Spend a little more up front to save the headaches down the road. After all, you want to be out on the trails, not sitting at home waiting for the repair shop to call.

The post The Five Best UTVs on a Budget appeared first on UTV Planet Magazine.

The Talon 1000X was designed with off-road excitement, precision and quality in mind. At 162.5 cm / 64.0 inches wide, the 1000X emphasizes maneuverability and precise handling. Its 2.0-inch body Fox Podium Quick Switch 3 shocks have 5/8-inch shafts combined with an independent double A-arms front-suspension design and 3-Link trailing arm rear-suspension system. This offers suspension travel of 37 cm / 14.6 inch and 38.4 cm / 15.1 inch, front and rear respectively. 

The performance-tuned 999 cc four-valve Unicam® longitudinally mounted parallel-twin engine works with Honda’s advanced Dual Clutch Transmission, multiple shifting modes, a full sub-transmission, 4WD traction-aiding technology and Electronic Brakeforce Distribution. The Talon 1000X is incredibly agile and sure-footed, yet it performs admirably in a broad range of applications.

New for 2021

• Colour: Pearl Tangelo Orange (with Blackout wheels)  
• MSRP: $27,299  
• Availability: May 1, 2020

Honda Canada Motorcycles

Honda Canada Inc. was established in 1969 and is the sole distributor of Honda motorcycles, scooters, ATVs and side-by-sides in Canada. The Honda Canada Motorcycle Division is responsible for sales, marketing, and operational activities for these products through authorized Honda dealers. For more information on Honda Canada powersports products, please visit: https://motorcycle.honda.ca/.    

The post 2021 Honda Talon 1000X appeared first on UTV Planet Magazine.

Aware that a single offering would be a compromise for some conditions and driving styles, Honda has developed two versions of the Talon, each of which works across a broad array of conditions but specializes in a different area of the off-road spectrum. The two vehicles share 85% of their parts, including the entire 999cc parallel-twin engine and one-piece frame, but have wheelbases and suspension configurations that are designed to specialize in different applications. At 64.0 inches wide, the Talon 1000X is maneuverable and precise, whereas the 68.4 inch-wide Talon 1000R is appropriate for when bump absorption and stability are the priority. Both models function at a high level in a wide variety of terrain types, bringing a new level of control, style and refinement to a Sport side-by-side market that is hungry for innovation, reliability and an improved driving experience.

DESIGN

Designed in Honda R&D America’s Torrance, California, office, the Talon’s body style represents the purest blending of function and form, an advanced, performance-based look that exudes capability. Inspired by the CRF Performance line of dirt bikes, the vehicle is dominated by a high bodyline and a body side that has a continuous flow from front to rear. The design lends the look of a serious machine, but it also serves the practical purpose of providing lateral support to the driver and passenger, for a feeling of safety and security inside the vehicle. A pronounced, strong stance was created by placing the four wheels at the extreme corners of the vehicle, and aggressive fenders and wheel wells appear eager for speed while effectively keeping mud and debris off the vehicle and its occupants.

The Talon’s silhouette is low, and minimization of bulk was a focus during development. (Approximately 25% of the vehicle’s mass was shed during the design evolution.) Knowing the rigors through which customers would put the Talon, designers stressed efficient engine cooling, with motorcycle-inspired shrouds and four side vents, all of which are unique to the side-by-side world. The roof, which comes standard on the Talon, incorporates a front lip to keep moisture from reaching the interior (even when braking in rainy conditions), and a horizontal pass-through slit both creates a functional spoiler (providing downforce at higher speeds) and allows appropriate aerodynamics when the vehicle is towed on a trailer, whether it’s facing forward or backward.

The headlights are LED for long life and bright, uniform illumination, and feature high and low beam. The Talon comes standard with full side nets that feature rigidly mounted buckles to make latching simple and quick, even with one hand. For a positive owner experience, the lids on the hood, bed cover, battery cover, and fuse box can all be opened without tools, simplifying checks and service.

Inside, the design target was to provide a comfortable driving experience for body types from the fifth to the 95th percentile. The sport seats are wide and weather-resistant, and the driver side is adjustable via an automobile-grade slide mechanism with high-grade bearings. They also have three-point seatbelts and come ready for a four-point belt system, for racing. A full center console separates the driver and passenger compartments for a high-tech, cockpit-like feel, but the dash has a symmetrical layout that allows easy viewing of information by not just the driver, but the passenger as well. Colorful accents are an indicator of the level of thought put into the interior’s design.

The steering wheel is infinitely adjustable for tilt (electric power steering is standard). The passenger gets a door armrest and grab handle, along with a rattle-free, “handlebar,” complete with a quick-release adjustment lever that allows it to be easily and quickly telescoped in and out to accommodate varying physiques. There’s also a center foot rest area for relaxed riding comfort, and floor drains simplify the process of washing the vehicle. A 12V accessory adapter is standard, and even the cup holders are designed to securely hold containers of varying diameters and will accept most insulated tumblers. The bed is large enough to accept a large cooler, and six integrated tie-down points allow items to be secured for aggressive driving. A flag mount is incorporated into the rollover protection system.

The lightweight plastic body panels are coated with automotive-grade paint for a long-lasting, top-quality look. The 1000X is available in Red/Gray with gray suspension accents and Gray/Blue with silver suspension accents, and the Talon 1000R is offered in Red with gray accents and Green silver accents.

CHASSIS

Both Talon models feature a frame and suspension components that were engineered and developed at Honda R&D America’s Raymond, Ohio, campus, for a plush ride, maximum ground clearance and precise steering response. A 44% front-end weight bias is ideal for handling and a balanced feel as well as automotive-industry design concepts that bring a new level of engineering to the category. The frame itself is identical in both models, and whereas the Talon 1000X’s suspension and wheelbase are intended to emphasize maneuverability and precise handling, the Talon 1000R’s are tilted more toward high-speed tracking and large bump absorption; both are suitable for a broad range of terrain types.

Frame
The all-new, one-piece frame was designed and developed incorporating Honda’s vast off-road design knowledge to achieve optimum handling properties by maintaining appropriate levels of stiffness and compliance to retain consistent geometry even when pushed under the hardest loads. As a result, the vehicle behaves and responds predictability for a more controlled, confidence-inspiring ride. In addition, the frame undergoes a state-of-the-art process that includes an e-coat dip, oven baking, powdercoat spraying, and another oven bake, all of which guarantee the quality of the paint and ensure the rust-prevention needs are met.

Suspension
The front suspension is a double-wishbone design with a balance of rigidity and tuned flex for maximum precision. The 1000X has 14.6 inches of front-wheel travel; the 3 Link rear system has a high-positioned trailing arm for improved ground clearance and provides 15.1 inches of travel.

The Talon 1000R’s double-wishbone front suspension provides 17.7 inches of front-wheel travel; at the rear, a 4+ Link suspension design limits toe change to only 0.3 degrees through the entire 20.1 inches of stroke, for excellent alignment control.

Shocks
Both Talon models are equipped with Fox Podium Quick Switch 3 shocks, developed and tuned through rigorous testing (much of it with professional racers) and in extreme terrain. Each model’s suspension is designed with its specific performance mission in mind.

The Talon 1000X uses 2.0 inch-body shocks for quick response, and the Talon 1000R is outfitted with 2.5 inch-body shocks for minimal fade during aggressive driving, along with robust 7/8 inch rods (vs. 5/8 inches) to handle the high loads of sport side-by-side use. The shocks use dual-rate springs at each wheel for a progressive suspension feel, with plushness at the beginning of the stroke and strong holdup and stability near the end of the stroke.

Each shock incorporates the user-friendly QS3 adjustment system for tool-less selection between three significantly different damping settings (comfort, sport, and aggressive/loaded). This simplified tuning system encourages adjustment for changing conditions and also allows a quick visual check to ensure all ends are running the same settings.

Tires
The front 28x 9-15 front and 28×11-15 tires are specific to the Talon and the result of a joint effort between Honda and Maxxis to develop ideal traction, damping, feel and wear characteristics.

Brakes
In the Talon, endless well-thought-out details create a satisfying driving experience previously unavailable to sport side-by-side enthusiasts, and that approach extends to the braking system. Bringing a higher level of braking performance to the sport side-by-side market, particularly with regards to vehicle stability under braking, the Talon utilizes 34mm twin-piston front calipers and 34mm single-piston rear calipers, with 250mm brake rotors at all corners. The system uses low- expansion brake hoses and a 17mm master cylinder, resulting in precise braking feel so that drivers can effectively modulate force to suit the conditions.

The brake pads feature a new compound developed to achieve performance-level friction and feel, along with excellent wear life. Brake noise is reduced through the placement of rubber shims between the brake pads and calipers/pistons. Even the pedal was given careful consideration, resulting in a trapezoid shape and a position that’s 4.3 inches to the side of and 1.3 inches back from the accelerator pedal, for seamless transitioning between the foot controls.

Technology
Honda’s I-4WD, introduced on the Pioneer 1000 LE, is the powersports industry’s first and only off-road brake traction control system (BTCS), and it has been specifically adapted to sport side-by-side use for the Talon. The system manages the amount of slip between left and right front wheels, applying torque to the wheel with greater grip. The result is excellent traction and tracking performance in tough off-road conditions, with reduced steer effort and kickback compared to a standard differential lock.

The system also incorporates an Electronic Brakeforce Distribution system (EBD), which strategically applies braking force to optimize stability under braking, minimizing rear-chassis lift when in two-wheel drive.

To simplify re-starting after stop on ascents, the driver has the option of pressing a Hill Start Assist button (HSA) on the dash, thereby temporarily holding the vehicle in place without needing to apply pressure on the brake pedal. As a result, more mental bandwidth can be dedicated to effectively modulating the throttle to resume motion. As a separate feature, when the driver brakes aggressively, the vehicle hold gears longer for real engine braking.

Protection
The Talon comes with integrated, injection-molded skid plates to protect components and help the vehicle glide off of obstacles. The rear skid plate has labeled access holes to the tow hook and engine-drain bolts so that removal of the plate isn’t necessary during oil changes.

The driveshaft boots, traditionally components that are susceptible to damage in off-road driving, are well-protected on the Talon, as outboard guards provide maximum coverage, even during turning and through the full range of suspension travel, whereas inboard boots are positioned behind the suspension A-arms.

A number of protective parts are available as Honda Accessories, including a choice of aluminum or steel front and rear bumpers, high-molecular-weight polyethylene front and rear A- arm guards, trailing-arm guards, frame and skid plates, steel nerf bars and floor mats.

ENGINE / DRIVETRAIN

Both Talon versions share the same 999cc four-valve Unicam® parallel-twin engine, a performance-tuned version of the platform from the durable Pioneer 1000 multipurpose side-by- side and CRF1000L Africa Twin adventure motorcycle. Developed in Japan by Honda Motor, and produced at the Kumamoto plant, the water-cooled engine features a 270 degree cross- plane crankshaft.

Bore-and-stroke specifications are an over-square 92 x 75.2mm, and a “spiny sleeve” cylinder has small protrusions on its outer surface, enhancing the adhesion between the steel sleeve and the aluminum barrel. This leads to improved cooling and a reduction in the bore distortion commonly caused by the dissimilar expansion rates of the two materials, so blow-by gas and oil consumption are minimized. An all-new cylinder head delivers increased performance.

The engine is mounted longitudinally in the frame, eliminating unnecessary right angles in the driveline so that an efficient transfer of power to the rear wheels is possible, resulting in strong acceleration. The Talon can be switched between two-wheel-drive or four-wheel-drive on the fly, and even during situations of wheel spin, via a dash-mounted switch.

To reduce engine vibration transmitted to the chassis, yet also withstand the abuse of spirited driving, the engine is attached to the frame utilizing four rubber mounts.

Valve Train
Utilizing the latest simulation engineering software, a new intake-port shape has been developed for improved airflow at the point of cylinder entry, resulting in increases in both power and fuel economy. Coupled with larger fuel-injection nozzles that each flow 18% more fuel, as well as a throttle body bore that is 9% larger, the reliable system produces performance-tuned power levels.

To minimize reciprocating mass in the cylinder head, the engine employs an arrangement similar to that of the CRF450R motocrosser, with a Unicam® valve-train configuration and four valves per cylinder. Roller rocker arms have friction-reducing bearings where they contact their own cam lobes. Valve adjustment is via a shim-under-bucket arrangement.

The new cam profile allows increased valve lift and duration; intake lift is increased by 2.5mm, with 25 degrees longer duration, while exhaust lift is increased by 2.2mm, with duration a full 45 degrees longer.

Intake / Exhaust
The engine intake scoop is positioned behind the passenger door for effective reduction of dust reaching the air filter, allowing stronger performance, improved durability and reduced maintenance.

The engine sound has been carefully considered to deliver a satisfying driving experience. Three resonators—each tuned for a different frequency—deliver a strong, exciting air-intake sound, and a connector between the twin exhaust headers tunes the exhaust note for a richer tone.

Lubrication
The dry-sump engine design pulls oil from below the crank and into an integrated tank, and is engineered to circulate oil at a consistent rate even during aggressive cornering, jumping, climbing, descending and in rough conditions. In addition to the valve-train oil injectors, the new engine incorporates two multi-point oil jets, one beneath each piston, to spray four-stream jets of oil. This improves power and durability by lowering piston temperatures.

Cooling
To keep the engine operating within its optimum temperature range, the new cooling system has been tested and proven in the hottest, harshest conditions and uses the highest-capacity cooling fan and radiator of any Honda ATV or side-by-side; the radiator is 1.1 inches thick, and its face measures 15.7 inches by 14.2 inches. Increasing efficiency at the low speeds common in technical sport side-by-side driving, a 13.4 inch, eight-blade fan pulls air through the radiator.

Driveshaft
The Talon is ready for the grueling conditions typical of sport side-by-side driving, with a largest- in-class driveshaft and robust U-Joints for maximum impact survival and torsional strength. The driveshaft components have been positioned up high in the chassis, maximizing ground clearance and reducing susceptibility to damage. A first in a Honda powersports product, a spiral bevel gear is used at the rear, for reduced whine compared to a straight-cut gear.

DUAL CLUTCH TRANSMISSION

Honda debuted the Dual Clutch Transmission (DCT) for production powersports use on the 2010 VFR1200F sport-touring motorcycle, and while similar systems can be found in a number of high-performance sports cars, DCT remains a Honda exclusive in motorcycles, ATVs, and side-by-sides.

As the name indicates, DCT uses two clutches that are controlled by sophisticated electronics and hydraulics. One clutch, which rides on a hollow outer shaft, controls odd-numbered gear sets (1, 3, 5); the other clutch rides on an inner shaft and controls even-numbered gear sets (2, 4, 6). Multiple gears are engaged simultaneously so that the transmission is constantly prepared for the next shift. Data, collected by a series of sensors, is processed by the ECU, which uses an advanced algorithm to determine when the shift-control motor should electronically trigger gear-changes. At those moments, one clutch disengages and the other engages, resulting in shifts that are quick, smooth and seamless. A geared transmission that shifts automatically, DCT enables a direct, connected feeling between the foot pedal and the rear wheels, as well as an efficient transfer of power. It also boasts durability, flexibility, true engine braking, and quick, smooth gear changes.

The Talon’s six-speed DCT offers two fully automatic modes, Drive and Sport. The former allows the engine to operate at a lower rpm, for relaxed driving or in situations where reducing load on the drivetrain results in smoother driving over rough terrain, and the latter holds gears longer, shifting up or down at higher rpm for more aggressive driving. There’s also a Manual mode that gives the driver full control over the transmission, enabling him or her to change gears up or down via a pair of easily reachable, steering-wheel-mounted paddles, for heads-up driving. Even when driving in either of the two automatic modes, the system can be overridden via use of these paddles, with the transmission returning to automatic mode several seconds after each shift.

The Talon’s DCT has high oil flow to the clutch to minimize heat, and the dash has a clutch- temperature indicator. The Talon also has a sub-transmission that provides high and low transmission ranges, effectively doubling the number of gears. During acceleration, the Talon’s DCT provides the visceral and audible thrill of running through the gears with a sport-oriented feel and sound, no matter the selected mode. In addition, the Ignition Feedback Control system allows for quick torque reduction during shifting, for fast, precise gear changes.

Even the reverse gear has been optimized for Sport use for easily exiting from tight situations.

For more information on the all-new Honda Talon please visit :

Honda Canada : atvsxs.honda.ca
Honda U.S: powersports.honda.com

The post 2019 Honda Talon appeared first on UTV Planet Magazine.

Both Limited Edition versions of the Pioneer 1000 also come with a host of additional upgrades to improve suspension performance, protection, convenience and style, while non-LE models also get several important improvements.

“It’s exciting to share the news that Honda is bringing I-4WD differential technology to the side-by-side market for the first time,” said James Marchand, Assistant Vice President, Motorcycle, ATV & Power Equipment at Honda Canada. “To develop this intelligent system, Honda engineers collaborated with our automotive division and then tailored a system specifically for the rigors of the off-road environment. With I-4WD, the Pioneer 1000-5 LE and Pioneer 1000 LE set new industry standards, putting our flagship multipurpose side-by-side even further ahead of the competition in terms of performance and value.”

Pioneer 1000-5 Limited Edition / Pioneer 1000 Limited Edition

The Pioneer 1000 sets a high standard for multipurpose side-by-sides, with a celebrated Honda engine, drivetrain and chassis plus the market’s only automatic six-speed Dual Clutch Transmission (DCT) gearbox. Now Honda introduces two new iterations—the five-person Pioneer 1000-5 LE and three-person Pioneer 1000 LE—that are the first side-by-side vehicles to come with I-4WD, an  intelligent differential system that conveniently combines the four-wheel-drive and diff-lock functions into a single selection mode. I-4WD incorporates the side-by-side industry’s first off-road brake traction control system to
manage the amount of slip between left and right front wheels, applying torque to the wheel with greater grip. The result is excellent traction performance in tough off-road conditions, with reduced steer effort and kickback compared to standard diff-lock. In addition, LE models feature hill-start assist to brake while transitioning to the accelerator from a dead stop on an incline, and optimize brake force distribution between the front and rear brakes while coming to a stop—loaded or empty.

While I-4WD is the standout feature on the two new LE models, the rest of the list is impressive as well. Adjustable FOX QS3 shocks provide a smooth ride and impressive handling; with a simple turn of a dial, customers can tune the machine for different terrains or driving styles. A beefy new bumper highlights and protects the grill, and aluminum A- arm guards and skid plate protect the vehicle against rocks and debris. Convenience-minded additions include illuminated dash switches for nighttime use; transmission-mode memory function to retain Automatic, Sport or Manual mode after engaging reverse; a pre-wired winch harness; and new cabin- storage compartments and cup holders in all four doors. There are even comfort- and style-focused improvements like thicker seat foam, painted bodywork, red springs and A-arms and substantial aluminum wheels.

Colour (both models):

• Matte Gray Metallic

Pioneer 1000-5 Deluxe / Pioneer 1000 EPS

Since its 2015 introduction, the Pioneer 1000 has established itself as the flagship in the Pioneer lineup, with a 999cc twin-cylinder engine and the industry’s first fully automatic six-speed Dual Clutch Transmission. For the 2017 model year, all versions of the Pioneer 1000—including the five-person Pioneer 1000-5 Deluxe and the three-person Pioneer 1000 EPS—have thicker seat foam for increased comfort, plus a winch-ready wiring harness. In addition, all Pioneer 1000 models get a new memory function that retains the last transmission mode after engaging reverse.

All Pioneer 1000 models still boast fully independent rear suspension and long suspension travel, as well as 2,000-pound towing capacities. In addition, the five-person models once again feature the exclusive QuickFlip® system that lets owners switch between seating arrangements for three, four or five people. Topping it all off is the legendary Honda reputation for durability, quality and reliability.

Colours:

• Pioneer 1000-5 Deluxe: Red, Pearl Proton Blue, Honda Phantom Camo
• Pioneer 1000 EPS: Red, Shale Blue

ABOUT HONDA CANADA

Honda Canada Inc. was established in 1969 and is the sole distributor of Honda motorcycles, scooters, ATVs and side-by-sides in Canada. The Honda Canada Motorcycle Division is responsible for sales, marketing, and operational activities for these products through authorized Honda dealers. For more information on Honda Canada powersports products, please visit: motorcycle.honda.ca. (All information subject to change without notice.) Pricing and availability to be announced through the Honda Canada website.

The post 2017 Honda Pioneer 1000 Limited Edition with I-4WD appeared first on UTV Planet Magazine.

“We know that customers of side-by-side vehicles place a high priority on features, and with the updates we’ve made to both the Pioneer 700 and 500, we anticipate these models to be even more popular,” said James Marchand, Assistant Vice President, Motorcycle, ATV & Power Equipment at Honda Canada. “Now both of these models will provide drivers the option of shifting manually or relying on the automatic transmission, and the new Pioneer 700-4 Deluxe models bring even more exciting options to the midsize class of side-by-sides.”

Honda Pioneer 700

Already a popular model in the growing midsize side-by-side category, the Pioneer 700 gets even better for 2017, the lineup now includes two new deluxe models for 2017, the Pioneer 700 and Pioneer 700-4. These Deluxe versions boast features like aluminum wheels, electric power steering and painted suspension springs. In addition, the Deluxe models each tout a fully automatic transmission with a manual mode that can be activated via a new dash-mounted toggle switch; use the steering-column-mounted paddle shifters to change gears while in manual mode, or to override shift points on the fly while in automatic mode. Both deluxe models also get painted plastic for a bright, durable finish, while all Pioneer 700s will receive a new bumper, fascia and new graphics. Both 700-4 versions still boast the industry’s first QuickFlipTM seating design, which allows the two rear seats to fold into the bed so that owners can select between two-, three- or four-seat configurations. A comfortable, reliable and versatile machine, this workhorse can also be dressed up, modified and personalized by choosing from the full line of Honda Genuine or Honda Signature Accessories.

Colors

• Pioneer 700-4 Deluxe: Honda Phantom Camo®, Silver Metallic o Pioneer 700-4: Red
• Pioneer 700 Deluxe: Honda Phantom Camo, Blue
• Pioneer 700 Red

Availability: Fall 2016

Honda Pioneer 500

Honda’s popular entry side-by-side gets even better for 2017, the Pioneer 500 now boasts a new transmission mode that can change between fully automatic and manual-electric-shift modes via a new toggle switch. For simple driving, owners can just push the accelerator and go. For more control, the steering-column-mounted paddles can be used to shift manually, or to override automatic shift points on the fly. Also new for 2017 are dual-rate suspension springs, providing a plush ride while still being resistant to bottoming. As always, the compact Pioneer 500’s narrow width lets customers transport it in a full-size pickup-truck bed as well as ride it on recreational trails that have width restrictions. From longtime off-road enthusiasts to new side-by-side drivers, the Pioneer 500 is an instant favorite for work or recreation.

Colors: Honda Phantom Camo, Red, Green

Availability: Fall 2016

ABOUT HONDA CANADA

Honda Canada Inc. was established in 1969 and is the sole distributor of Honda motorcycles, scooters, ATVs and side-by-sides in Canada. The Honda Canada Motorcycle Division is responsible for sales, marketing, and operational activities for these products through authorized Honda dealers. For more information on Honda Canada powersports products, please visit: motorcycle.honda.ca. (All information subject to change without notice.) Pricing and availability to be announced through the Honda Canada website.

The post 2017 Pioneer 700 and 500 Lineup Improvements appeared first on UTV Planet Magazine.