2026 Can-Am Outlander 850 DPS Review
When ATVs first hit the market, some buyers wanted two-stroke sport quads, and others wanted plodding four-stroke utility machines. Most riders I knew, though, went for something in between—let’s call it a sport-utility quad. That’s what the Outlander 850 DPS (Dynamic Power Steering) is, with the concept updated for the 2020s (and with a lot more power and capability, too). It has plenty of zip, but it can still get the tough jobs done. Over the past several months, I’ve been using it around my home base in the Northeast on a mix of property chores, logging roads, and tight woods trails to see how it handles all these roles.
What’s New
Can-Am introduced the Outlander 850 DPS for 2025 with an all-new 999 cc Rotax V-twin, similar to the engine in the Outlander 1000R but electronically detuned. The enhanced electronics also allowed Can-Am to program its iEB system (adjustable Intelligent Engine Braking) and tie steering control, throttle response, and iEB into the ATV’s three riding modes: Work, Standard, and Sport.
The CVT gearbox was redesigned for smoother engagement, better low-speed torque, and longer belt life—a boon for riders who want less maintenance.
The chassis was all-new for 2025, with an updated steel frame and arched double A-arm suspension front and rear (the previous 850 Outlander used TTI trailing-arm suspension in the rear). Front and rear suspension travel increased, as did ground clearance, and steering geometry was tweaked as well. Front and rear suspension now use rubber bushings, which should reduce maintenance and deliver a quieter ride.
There’s also a new 8 gal storage compartment up front and a new 2.6 gal compartment in the rear. Can-Am uses the LinQ system to attach accessories, so just about anything else in its lineup, even from the watersports world, can be fitted. Front rack weight capacity grows to 120 lb, while the rear rack can handle 240 lb now. With a 2 in receiver, you can tow as much as 1,830 lb.
In short: this was a massive overhaul of a core model in Can-Am’s lineup, and it’s more fun and more useful as a result. The model remains fundamentally unchanged for 2026.
1. Styling / Aesthetics / Design: 7
It’s a modern, plasticky ATV with lots of body panels and a sleeker aesthetic than the sport-utility machines of old. Whether you like it is highly subjective. Personally, I didn’t dislike it, but I wouldn’t turn into a slobbering fool, throwing wads of cash at a salesman the moment I saw one at a dealership. To me, its looks don’t scream “Buy me, now!” I think the gray paint works well, although some riders might find it a bit boring.
2. Powertrain / Engine / Performance / Acceleration: 7
Can-Ams are known for their performance, and even though this is essentially a detuned version of the 999 cc Rotax V-twin, it is no slouch. It makes 82 hp and 66 lb-ft of torque. That’s 19 hp less than the 1000 model but still 4 hp more than the previous Can-Am 850 Outlander. The new engine features higher compression and new intake and exhaust components, which helped it build more muscle.
In Work mode, you’ve got lots of manageable muscle; that’s uncorked a bit in Standard mode, and then you get full power in Sport mode. Throttle response is instantaneous in all modes, but especially in Sport mode, which I shied away from for day-to-day riding. With the transmission in High range and the 850 in Sport mode, I was able to easily pass traffic on the secondary highway near my house.
While Can-Am did update the CVT’s settings for this machine, I still found it a bit herky-jerky for precise, slow-speed maneuvers like shifting the machine around the garage or navigating tight spots in the woods. However, for everything but these finicky maneuvers in tight quarters, the CVT did a great job of getting the power to the ground in a sensible fashion when needed, or with a sporty attitude when opportunity arose.
I did have one other beef with the CVT, although perhaps it’s more accurately an issue with the shifter linkage. On occasion, despite carefully slotting the shift handle into Park, the gear indicator would go blank. When that happens, you can’t start the ATV unless you shift it to Neutral. I asked a Can-Am technician what to do when this occurs; he sounded unsurprised by the issue and said the answer was to get off the machine and rock it back and forth. Maybe some owners would be unbothered by that, but it would frustrate me after buying a new machine.
It features selectable 2WD/4WD alongside a faster-locking Visco-Lok QE auto-locking front differential. I also found that the shifter would sometimes slot into High gear instead of Low, despite the handle being located in the appropriate slot. When this happened, I could easily jiggle the shifter, and it would slot into the correct gear.
Overall, this is a monster of an engine compared to the sport-utility quads of the past, and while the 1000 version does make more power, I feel that most users will be perfectly happy with the 850’s reduced output.
3. Chassis / Suspension / Handling / Ride Characteristics: 7
This is a smooth-riding machine, and Can-Am’s well-sorted suspension does a great job of putting that horsepower into the ground. It offers 10.8 in of travel in the front and 12 in the rear. It’s all-day comfortable. There’s no adjustment to the shocks’ damping, but there is five-way preload adjustment if needed. As for the steering, it’s very precise at speed. The tri-mode DPS really lightens the load, letting riders choose steering assistance levels (min, med, max) for varied feedback. It’s extremely easy to ride. And, if you don’t like the electronic assistance, you can always dial it back. Frankly, the DPS takes a lot of the hard work out of riding, and I was a big fan.
4. Brakes / Stopping / Brake Performance: 8
The Can-Am 850 Outlander DPS has great stoppers. Dual 214 mm disc brakes up front and a single 214 mm in the rear have plenty of power to tame the machine down, thanks to two-piston callipers. They’re linked brakes, with the rear brake pedal providing a bit of stopping power up front too. Everything works just as it should.
5. Rider Position / Ergonomics / Comfort: 7
The seat is plenty comfortable, and there’s lots of room to move around. Legroom is sufficient, and while I found the handlebars just a hair on the wide side, that is very helpful when you need some leverage. The bodywork keeps a lot of weather off the rider. All in all, it’s a pretty comfortable bike to ride on long-haul logging-road rides or shorter runs on tougher trails close to home.
6. Features / Technology / Safety: 7
Techno-features are one of two pillars that make this ATV a success, the first one being power. The technology helps you manage that power on the trails, whether it’s the multiple ride modes or the adjustable power steering. I will also say that while TFT dashes have increasingly become standard in powersports, the Can-Am’s 7.6 in LCD dash was easy to navigate. Overall, it’s an easy-to-live-with machine. Considering the size and muscle, the rider aids help out a lot.
7. Range / Fuel Economy / Energy Efficiency: 6
Fuel capacity is 5.1 gal. The ATV’s range will vary a lot depending on where you’re riding, how hard you’re riding, or whether it’s time for work or play. You’ll have a different burn rate out for a leisurely cruise than you will plowing your driveway. ATVs don’t test for fuel economy so there’s no official EPA-style rating, but real-world tracking tests and forums show a range of 15 to 22 mpg. Given the size of the tank, you’re looking at a range of 75 to 100 miles. My own riding was so varied among all kinds of use that all I can say is I never noticed the price of fuel while riding it.
8. Value Proposition: 8
This is the $12,799 USD question. Kawasaki and Suzuki will sell you a 750 for less money, but you also get less power. The CFMoto CForce 800 Touring is only $9,499, but it’s a two-up tourer, not a true sport-utility quad like the Can-Am. The closest competitor is the Polaris Sportsman 850 Premium for $12,199. The Polaris has a smaller engine and makes only 78 hp. The Can-Am is the king at Muscle Beach for only six hundred bucks more. Is it worth it? If you want the edge, yeah.
Conclusion
The Outlander 850 DPS was an eye-opener to me as to how far the sport-utility quad class has come. I spent a long time with this ATV, even installing a winch myself and doing other basic maintenance. While it is a long way from the brutally simple, rugged ATVs that built this class, it was surprisingly easy to live with the maintenance, and it rarely needed much anyway. Most of the time was spent enjoying its reliable power to get the job done, whether it was towing massive trailers of firewood on homestead chores or powering through deep, tire-swallowing muckholes en route to my deer stand. Would I buy one myself? If I had the money, yeah. I’d buy one, and love it.
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Pricing and Technical Specifications:
| MSRP (Base) | $12,799 |
| MSRP (As Tested) | $14,033.98 Winch ($534.99), Trunk ($699.99) |
| Engine | Liquid-cooled V-twin |
| Displacement | 999 cc |
| Horsepower | 82 hp |
| Torque | 66 lb-ft |
| Transmission | CVT |
| Final Drive | Belt drive |
| Dry Weight | 942 lb |
| Seat Height | 34.7 in |
| Fuel Capacity | 5.1 gal |
Zac Kurylyk
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