First Ride: 2025 Can-Am Outlander 850

On top of the HP increase, the 2025 Outlander lineup has an entirely new frame, new arched A-arm suspension both front and rear, updated electronics, and a fresh look, among many other things. This is their new G3 platform, an evolution from the outgoing G2+ platform we’ve been familiar with for years. But while the 101-horsepower, ROTAX-powered Outlander 1000R is getting all the press, we wanted to share our thoughts on its sibling, the Outlander 850.

The Outlander was introduced in 2005 and made 62 horsepower, which at the time proved more than adequate. However, times have changed, and the people have spoken. And so, in response to their rivals on the other side of the border, whose machine makes 89 horsepower, Can-Am pumped more ponies into their full-size ATV platform for 2025.

But was it really necessary? Did the Outlander need to break the century mark in terms of horsepower and overall performance? Thankfully, Can-Am cut us loose on the Outlander 850 along with its big brother, the 1000R, so we could find out for ourselves.

We had spent more than ten hours on the Outlander XT-P 1000R the day before, wrestling the 101-horsepower ATV through the woods and up the backside of Queest Mountain. It was an absolute animal: capable, comfortable, and altogether easy to ride, all things considered. But I couldn’t help but feel like that extra power would go unused for many prospective owners. So, when it came time to saddle up the Outlander 850 with its 82 horsepower and 66 lb-ft of torque, I tried to imagine a scenario where I would wish for another twenty ponies to propel me down the trail.

The 850 is a detuned iteration of the 999cc ROTAX motor found in the 1000R, intended to increase longevity and reliability. There’s a new Continuously Variable Transmission (CVT) and pDrive primary clutch. The new Outlander platform also has a revised CVT ratio, producing 20% more torque—or so I was told. 

There’s also an all-new drivetrain and integrated transmission with new front and rear differentials. Oh, and the gear shifter has become easier to manipulate. The ROTAX V-twin utilizes a dual overhead camshaft design and a higher compression ratio at 11.8:1, along with a more efficient intake and exhaust, which they claim reduces the overall heat produced by the motor due to added airflow.

My first impression of the Outlander 850 was that it’s a less flashy, seemingly more functional Outlander in the general sense. According to the crew at Can-Am, the Outlander 1000R can run from zero to sixty in just 5.9 seconds. That’s quick, no matter what you’re riding. So, we’d assume the detuned, less powerful, more practical Outlander 850, with its 82 horsepower, would be quite a bit slower, right?

Turns out, the 850 can sprint to sixty in 6.5 seconds, which, according to my math, is damn close. So, what are you losing by opting for the 850 over the 1000R? To start, the 1000R models all come equipped with four-wheel disc brakes, while the 850 is brought to a stop using only three rotors in total. The suspension is also different, with the 1000R utilizing FOX shocks (FOX QS3 on the top-of-the-line XT-P model), while the 850 comes equipped with a Showa setup that we found, well, rather soft.

The handlebar is also different on the 1000R models—wider and taller, with a larger diameter. The 850 uses a narrower handlebar that doesn’t provide as much leverage, from our experience. But beyond that, and not considering the plethora of options and additions you get when moving up the proverbial ladder of packages, the 850 is nearly as capable and comfortable as the 1000R in almost every way.

During our test ride in British Columbia, we were given the chance to test the acceleration of both the Outlander 1000R and 850. From a standstill, in Sport mode, the 850 accelerated just as quickly and hit effectively the same top speed in our controlled environment as the XT-P 1000R in Standard mode.