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.