are no flat spots and no lag in the
delivery. Polaris’ famed 4WD system
stays in 2WD until rear wheelspin is
detected, then the front diff is engaged
automatically. This reduces 4x4 push
going into turns and engages 4WD on
exit, so the pilot doesn’t have to spend
time selecting 2WD or 4WD for each
obstacle. The only downside is that
the front diff doesn’t engage on steep
descents. Any engine braking goes only
to the rear tires, which tends to slew
sideways on uneven terrain, so you
have to apply more brakes to correct.
The systems are awesome, as long as
you’re into the throttle, but not so much
HOW DOES IT HANDLE?
Like it can read your mind. The 570
Touring turns in easily and carves
corners like it’s on rails. The 56-inch
wheelbase provides more straight-line
stability than the one-up Sportsman
570. The 5.5-inch-longer wheelbase
does slow tight turns a bit and adds
to the turning radius, but the Touring
still drifts and slides with abandon and
predictability and has good berm-shot
manners. The extra wheelbase also
helps smooth the ride in choppy terrain,
and the raised rear foot platforms
make water wheelies more fun and
controllable, should you be a mud
bogger. It’s a great platform for two-up
or fast one-up riding, and steering is so
light that there is no need for EPS.
WHAT ABOUT THE SUSPENSION?
Excellent. Although the MacPherson
strut front end remains from the good
old days of the 500, it still works well,
and Polaris did a great job of tuning
spring and damping rates on the struts
and rear shocks. Front travel is only 8. 2
inches (the 550 has 9) and rear travel
is 9. 5 inches (the 550 has 10. 25), but
both ends are tuned to provide plush
action over the small stuff while firming
up for big hits. Both ends will bottom if
pushed hard over undulating terrain or
driven into a water bar too hard. Ride
quality is excellent, especially with two
IS IT A MUD MONSTER?
It wades through the deep stuff like
Godzilla does Tokyo neighborhoods.
First off, the transmission and CVT were
originally designed for a heavier vehicle
with more stresses. The 570 Touring
has a large sealed airbox with a paper
filter and pre-filter, and it draws air from
under the gas tank cover, as does the
CVT. The CVT cover is well sealed
and has a handy drain, and the CVs
are protected by huge guards on the
A-arms. Ground clearance is 11 inches,
and the 570 engine has more power to
turn taller tires than the OEM 25-inch
Carlisles. Fenders and floor boards also
protect the pilot and passenger from
DOES IT ROCK IN ROCKS?
Like Eddie van Halen. Although the
stout rear torsion bar fights body roll in
turns, it does allow articulation for rock
gardens, and the IRS rear end helps
it stay hooked up and driving. It has
full undercarriage protection and 11
inches of clearance. It slap steers well
in rock fields, but EPS would reduce
effort and all but eliminate terrain impact
to the steering stem. The passenger
hand-holds and seat backrest provide a
stable ride in rocks too.
WHAT ABOUT CREATURE COMFORTS?
They’re all there—almost.
Ergonomics for the pilot and passenger
HOW ARE THE CVT AND DELIVERY?
also very manageable. Being some 170
pounds lighter than the RZR 570 makes
it accelerate harder than the UTV as
The gold standard! The CVT clutching
is smooth yet quick to engage, and it’s
tuned well with the EFI so that there
The width is 48 inches, and Sachs
MacPherson struts provide 8 inches of front-wheel travel. Dual 55-watt headlights are lit
on low, and the third 55-watt light helps light
the night on turns when set on high beam.
The small panel in the fascia pops out if you
go with an accessory winch, and the CVs and
A-arms are well-protected by guards.
Preload-adjustable shocks and dual-A-arm
rear suspension provide 9. 25 inches of quality
travel, and a stout torsion bar fights body
roll yet allows articulation for rocks and ruts.
A small rear storage bin rides between the
taillights, and its contents are heated by the
exhaust. A 1.25-inch receiver hitch is rated
to tow 1225 pounds, and the rear rack holds
The pilot’s compartment is ergonomically friendly, and the front plastic rack tilts forward
to access a 6.4-gallon-capacity storage bin, which is great for jackets and such. Grips are
glued on and have grooves for safety wire, should you be a mud bug, like the grips, analog
speedometer and digital readout panel, but dual (front/rear) brake systems would require less
lever pressure and facilitate advanced braking techniques.