If you’re of the opinion that too much power is just enough, Can-Am has the ATV for you! We’ve never been shot from a cannon, but the experience must be a little like cracking the throttle on Can-Am’s arm stretching machine, the Outlander Xxc 1000R. 

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Any machine with four digits in the name gets our attention, but the Outlander Xxc 1000R is something special.  It’s a direct descendant of the machines riders have been campaigning in the GNCC (Grand National Cross Country) series, and rather than piecing it together, Can-Am has the package ready to go from dealer lot to starting line.  Important details are: 

  • Twin cylinder reliable ROTAX engine
  • CVT Transmission with Engine Braking
  • Multi-function Analog / Digital display
  • Intelligent Throttle Control system
  • Tri-Mode Dynamic Power Steering
  • Larger magneto for powering more accessories
  • Aluminum taper-profile handlebar with hand guards and center safety pad
  • 14” Aluminum Beadlock wheels with 26” ITP Terracross tires
  • Fully adjustable FOX PODIUM shocks
  • New rear storage compartment
  • Separate front & rear brakes for MUCH better control
  • X-Package color package and accessory upgrades such as Aluminum front Sport bumper, Front, center and footwell skid plates, and HMWPE (High Molecular Weight Poly A-Arm deflectors

No doubt most Outlander Xxc 1000r owners won’t be slapping on a set of numbers and heading to the starting line on a regular basis, if at all.  What they will be doing is exactly what we intended to do, which is head to the trails for an awesome weekend in the woods. 

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Can-Am has always had an EXCELLENT body styling team, and it doesn’t matter whether they are working on a youth ATV, or the biggest, baddest, ATV on the planet.  These machines speak to you with attitude, performance, and power long before you climb aboard.  It’s almost like they ask, “What have YOU got?” 

The Can-Ams have always felt big but also comfortable.  We like how the seating position gives you the feeling you are “into” the machine, rather than perched on top of it.  The area between your knees has been narrowed and reshaped for better feel, and there are no abrupt edges to catch your boots or dig into your knees.  Your feet are well protected by the large floor boards that drain quickly, and the foot pegs get a solid bite.  Both the front and rear fenders are wide enough that even when splashing through mud and water we hardly got wet.  At the end of the day our gear was barely dirty!  The Can-Am bodywork has also proven very pliable and will bend long before it will crack, and we love how it’s easy to get to the airbox between your knees.  You can have the filter out and ready for cleaning in 15 seconds easily!  Composite racks front and rear also are ready to haul any gear, but they never get in the way when riding.  A non-slip rubber coating on top prevents any vibration but also helps hold your gear in place, and there are LinQ accessory system attachment points built in. 

We’ve found another interesting thing about the Can-Am bodywork:  It works for everybody.  We’ve had very tall guys, and petite females ride the Can-Am’s and not one ever complained about ergonomics.  That tells us the relationship from seat, to foot pegs, to handlebars is very good, and riders of all sizes can shift their body easily.  But if you’re a bigger guy you’ll love the room.  At the center of the bars is a cool looking Analog / Digital display with more information than you should ever check at speed, but one feature we really love is the large storage box behind the rear tail light.  You can never have too much storage.


Stabbing at the throttle delivers a healthy growl nobody is going to mistake for anything else.  If the 1000R sticker on the side didn’t get their attention the sound alone may make some riders rethink their choice of trail mounts.

The engine is a 976cc, liquid cooled, fuel injected, SOHC V-twin driving a high performance CVT transmission.  Since Can-Am basically wrote the book on snowmobile performance they know how to make a CVT work, and the clutch hooks up instantly as RPMs rise.  Shifting was very good both under acceleration and when back shifting to lower rpms. Stab the throttle again though and you’ll get an instant response. 

On open trail it’s practically a religious experience to grab a big handful of throttle and let the Xxc 1000 run free.  Don’t worry about anybody catching you from behind; it’s not a concern.  Just make sure you have it pointed in the right direction because the corners come up awfully quick.  Thankfully it comes with a good set of disc brakes that help you bring the beast to a quick, controlled stop.  And that’s an amazing feature about the Outlander Xxc 1000R.  Everything is very controlled.  It will rip across the desert like a bolt of lightning but you don’t have to ride it that way. It’s also easy to control.  Smooth throttle input delivers smooth response from the engine.  We never had that jerky, runaway horse feeling.  You don’t want to ride this machine by stabbing at the throttle; instead you roll the throttle on progressively.  At any time however, it stands ready to lift the front wheels for any trail obstacle.  Finally, we really like the 14” true beadlock wheels and ITP tires on the Outlander Xxc.  They not only look great but they are well matched to the machine’s capabilities, and when you’ve got a sticky problem, along with 4wd, they do a good job of hooking up and pulling you through.   

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Suspension doesn’t get much better than the FOX Podium shocks that come standard on the 1000R.  They’ve got complete adjustability for ride height, high and low speed compression, and rebound, which is more than most Outlander owners will ever fool with.  Here is our rule of thumb:  We want our machines to handle the choppy bumps smoothly without the suspension “packing up” by not rebounding fully, and we want it to fly in a neutral position, with the nose neither pointed up, or down.  A few clicks on the FOX shocks can dramatically improve your ride.  Make a few adjustments!  Play with it!  Learn it!  And take notes of the starting position so you can return to it if all else fails.  We opted to adjust the compression valving a couple clicks stiffer, and to increase the rebound speed by one click.  This made the suspension much more balanced from front to back.

Another feature you will want to play with is the Dynamic Power Steering.  The Outlander 1000R benefits from the DPS system, and it allows the rider to adjust the power steering to a couple preset options simply by pressing the button on the left handlebar.  It makes a HUGE difference, especially in the woods.  We like a little more feedback and feel in the system, and after a couple test rides determined DPS MIN is best for us.  Whichever you choose, you can say goodbye to arm pump after aggressive, all day rides.  We love it!          


Maintenance is always a huge concern to us.  The oil dipstick is on the right side of the engine, the air filter is located in an air box behind the steering column, and most of the bodywork can be removed without tools.  Because of careful design, the air filter stays quite clean and dry under even the most extreme conditions and it filters out larger particles before they ever hit the filter.  Both the engine air and CVT air intake are mounted high in the chassis for added protection from water, and a large capacity radiator keeps the engine in the proper operating range.  The oil filter is a cartridge style unit under a small side panel, and overall the Can-Am has been easy to maintain.   

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2019 Xxc

While the 2018 and 2019 Xxc models share most features, there are several important updates. The 2019 Xxc 1000r features the following:

  • The engine now puts out 91hp, which is a couple more than the 2018 model, just in case that was holding you back
  • The new chassis gets dual A-arms at the rear.  Despite some geometric advantages in the suspension stroke from the TTi trailing arm system, the new Dual A-Arm system helps keep the tires planted in turns.  It reduces the roll factor, and is designed to track better with reduced swapping.
  • The new chassis is 2” wider. Now 48” wide, again for added stability and more aggressive cornering.
  • The 2019 Outlander Xxc is now rated to tow 1650 pounds – 350 more than the 2018 model!

The only drawback we noticed with the 2019 Outlander Xxc 1000R is the weight.  It’s already a hefty unit, and it packed on another 30 pounds!   In the next round of revisions, it will need a diet!


We’ve all got friends who somehow always find trouble and the Outlander Xxc 1000R is not for them.  For those with the skills to match it, the performance is outstanding.  The Outlander Xxc 1000R is very much like its brothers from the Renegade line, but with different bodywork for more protection.  And it’s a little like Ford’s awesome Raptor pickup.  You like the idea that you and sweetie could dawdle down to ‘Ol Mexico and race the Baja 1000 in your Raptor, but almost nobody ever will.  The Outlander Xxc 1000R inspires those same thoughts with the capability to match.  Just don’t be surprised if you see us on the starting line with one this year!    

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Engine:                 91 hp, 976cc, V-twin, liquid-cooled, SOHC, 8-valve (4-valve/cyl)  with EFI

Transmission:     CVT, Trans. with high, low, park, neutral & reverse. Engine braking standard

Drive Train:         Selectable 2w/4w shaft driven with Visco-Lok QE auto-locking front dif.

Front Suspension:    A-arms,  9.2-in. (233 mm) travel, sway bar, FOX Podium 1.5 RC2 shocks

Rear Suspension:    A-arms,  9.9-in. (251 mm) travel, sway bar, FOX Podium 1.5 RC2 shocks

Front Brakes:                     Dual 214 mm vented discs with hydraulic twin-piston calipers

Rear Brake:                        Dual 214 mm vented discs with hydraulic twin-piston caliper

Tires/Front:                       ITP Terracross  26 x 8 x 14 in  (660 x 203 x 356 mm)

Tires/Rear:                         ITP Terracross   26 x 10 x 14 in  (660 x 254 x 356 mm)

Dimensions:                       86 x 48 x 49.5 in   (2,184 x 1,219  x 1,1260 mm)

Ground Clearance:           11 in (279 mm)

Dry Weight:                        826 lb (375 kg)

Towing Capacity:              1,650 lb (750 kg)

Rack Capacity:                  Front – 100 lb (45 kg)    Rear – 200 lb (90 kg)

Storage:                              Rear storage 5.7 US gal (21.4L)

Fuel Capacity:                   5.4 US gal (20.5L)

Instrumentation:               Multifunction Analog / Digital Speedometer, tachometer (bar graph RPM, bottom bar numerical RPM), odometer, trip & hour meters, diagnostic center, gear position, engine hour meter, 4 x 4 indicator, temperature and engine lights, fuel gauge, clock, Anti-Theft D.E.S.S.™ (Digitally Encoded Security System)

Prewired for winch

Lighting:               Twin 60-watt projectors, dual 55-watt reflectors with tail light/brake

DC Outlet:            Lighter type in console, standard connector in the back (15A)

Protection:          Front bumper with pre-runner, Aluminum taper-profile handlebar with wind deflectors and square pad, Front, center & footwell aluminum skid plates, HMWPE A-arms protectors, mudguards

Color(s):                Black, Hyper Silver & Sunburst Yellow

MSRP:                  $14,599 U.S.

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August 15, 2019

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