By: Jerrod Kelley

Firing up the KYMCO was simple on our warm test day, but could be more challenging in extreme environments since it lacks electronic fuel injection like some of its competitors. We understand the cost-savings, however, and think buyers will, too.

We took the KYMCO 500 on all the trails, which included both narrow and wide forest trails, an old gravel pit, up the ski hills and through a muddy bog and it did fairly well.

Acceleration is average on this heavy unit and climbing up the riding area’s longest, steepest hill, the UXV slowly and steadily scaled the slope. However, even in low, we were forced to turn off before the peak as the machine slowed to a near stop.

After climbing the hill, we tested the UXV’s engine braking by freewheeling down the steep grade. To our surprise, the 500 built speed fairly quickly (even in low range) and required us to control the descent with the brakes more than we expected. Thankfully, KYMCO engineers added hydraulic disc brakes and steel braided brake lines for improved response and performance.

The KYMCO was much more impressive on the forest floor. The 59-inch width, which is wider than the Rhino and one-inch narrower than the Ranger 500, makes for a very stable platform.

We were pleased with its aggressive cornering ability and superb stability while at play in the facility’s gravel pit. Even in a tire-deep mucky bog, the KYMCO easily pulled us through to the other side. Its steady throttle (foot pedal) control was also inspiring.

Like many buyers, little things matter to us and the UXV 500 certainly has some good features, such as its almost-hidden parking brake lever. We also like the center digital dash display (though the design seems dated), automotive-type shift lever and cargo bed liner.

Storage space is also important for the end user. From farmers to handymen, buyers stuff everything in their rig so they have to make fewer trips back and forth from their truck to the job site.

The UXV has a small spot beneath the dashboard, a glove box, and two other places for tools and supplies (under the seat and hood).

We think only an entry-level side-by-side comparison will reveal how well the KYMCO stacks up to its competition. However, on paper and during our limited seat time, we found it to be ready, willing and able for anything and a fair deal for buyers still looking to enter the side-by-side market.

This may just be KYMCO’s best vehicle to date.

These new TundraCross tires have nearly 100 carbide-tipped, steel case studs strategically placed for maximum performance on ice and snow.

Their lugs look a lot like automotive ice tires, with more edges to grip hard packed snow and ice and 4-ply bias construction tire casings are kept light for maximum floatation.

Those carbide studs have no mercy on whatever surface they come in contact with, not only clawing their way through ice and snow but over frozen logs and dirt.

When the temperature drops and ground surfaces get hard and frozen, traction becomes far more challenging. In these conditions, standard rubber tires slip and slide until forward progress ceases.

Since your wheels are still spinning, friction and temperature increases between the tire and the ground causing the snow and ice to melt, glazing the ground at those points of contact.

Momentum is crucial when navigating through these conditions. ITP’s TundraCross tires are riddled with attributes to help keep you moving forward and over whatever frozen challenges come your way.

Hey, why not look good doing it? Our test tires were mounted on ITP’s new SS312 wheels with custom SS wheel caps. These lightweight, one-piece aluminum wheels come with a lifetime structural warranty. If you bend or break them, ITP will replace them.

A notable 2010 change is an updated, top-of-the-line Outlander Max Limited.

Available with either 800R or 500 EFI V-twin power, these fully dressed touring units come factory equipped with DPS power steering and the industry’s first Air Controlled Suspension (ACS).

In case you haven’t noticed already, Can-Am loves acronyms. This revolutionary new suspension technology utilizes Fox Float rear shocks wrapped in a coil spring to assist with ride height.

Drivers can select from six preset shock settings, fully adjustable on-the-fly and tracked in the LCD gauge cluster. The system actually raises and lowers PSI in the rear Fox air shocks, thanks to a small, under seat mounted air compressor.

Can-Am’s engineers thought it might be cool to provide riders the option of hooking an air hose and chuck to the shock compressor for filling tires.

Yes, you can actually fix your own flats on the trail or, better yet, make your buddies jealous using the extra long hose provided to pump up their flat tires.

If this wasn’t enough, Can-Am added an all-new built-in Garmin NUVI 500 GPS. Other cool stuff including chrome goodies, hand guards, winch and more combine to produce the mud-borne equivalent of a BMW 7 series.

All-new Outlander XT-P models are available in regular wheelbase dimensions or Max 2-up with 500, 650 or 800R V-twins.

These come standard with DPS power steering and include premium painted yellow and black plastics, mud guards and XT-P specific wheels with a cool yellow insert to give your ride a custom look.

Staff Report

BRP’s commitment to innovation is showcased in so many areas on the Outlander 500 it’s tough to find a place to start.

Take its super-lightweight spar frame using the engine as a major structural member. Then there’s the trailing torsional IRS system with its invisible, internal sway bar and ji-normous sealed bearings for support. Unsprung-weight-reducing inboard front disc brakesare part of the techy heritage of the OL chassis.

In this application, the 500 Outlander uses a McPherson Strut front suspension. The reason? Can-Am claims the 500 and the 400 Outlander (built entirely on its own single cylinder chassis) use this less-costly-to-produce strut setup for precisely this reason, cost savings.

The 500 V-twin uses the same bottom end and CVT tranny as 650 and 800 Outlanders do. It’s an 80-degree design that spreads power pulses in a familiar “potato-potato” cadence with almost zero vibration. The Rotax-built mill employs EFI, and according to BRP, is the horsepower champ in this segment.

The XT model offers premium Carlisle chevron patterned meats factory mounted on sweet cast aluminum wheels, plus a WARN 3000 pounder hangs out front activated by a standard remote control neatly stored in the front under-rack trunk. Wrinkle finish bush bars are factory installed up front and out back.

Can-Am uses a left handlebar mounted single lever brake system with two inboard discs up front and one rear disc tied to the master cylinder with premium steel braided hoses.

It’s worth noting the overall tactile feel of the Can Am Outlander 500 is tangibly more substantial than the a Suzuki KingQuad and its sturdy plastic bodywork and trim bits exude high quality feedback.

By: Matt Lester

The DiamondBack ATV Solutions package is perfect for hauling everything, including the kitchen sink, by allowing you to load your quad on top of its super heavy duty tonneau cover while providing an abundance of dry storage beneath.

We referred to the owner’s manual for installation on our 2008 Dodge 2500 Mega Cab 4×4 and were able to put the cover together in no time at all.

Instructions are clearly spelled out; you just have to follow them closely. Once the cover is properly secured you’ll have full access to the truck’s bed as the cover folds open nicely from the front or the rear.

We loved the fact proper installation offers secure, dry storage underneath which allowed us to stock tools, spare tires, equipment and food.

With a 1600 lb. load capacity we weren’t worried about overloading the cover either and when it was time to load up our ATV, we set up the collapsible 12-foot side ramps and were pleasantly surprised to find the incline was gradual and not too intimidating to ride onto.

The ramps attach securely to the cover, eliminating kick-out and the 3-inch high sidewalls guide you easily to the top.

Several accessories came with our Diamondback including adjustable adapter bars, cab guards to save your rear window, and detachable side rails that provide a secure wall of protection from driving off the other side (good idea).

There are a dozen heavy-duty, nylon tie-down hooks so there’s no excuse not to use at least four straps to tie your 4-wheeler down.

If you don’t have the space at your home to store a trailer or if you simply want to bring more stuff along with you on an ATV adventure, the DiamondBack ATV Solutions package is a solid choice.

American made by real ATV enthusiasts who understand the needs of people who can’t bear to be without their toys.

Find out more at www.diamondbackcovers.com or call toll free at 800-935-4002.