Headline News
Honda Pioneer 1000-5 FULL TEST! (August 25, 2016 11:18 am)
PRODUCT: LS2 Pioneer Helmet (August 24, 2016 11:47 am)
PROJECT Polaris General (August 24, 2016 11:42 am)

Honda Pioneer 1000-5 FULL TEST!

HONDAPIONEER_INSET1_-P1000-9052
August 25, 2016
Comments off
0 Views

Honda’s Pioneer 1000 got the whole UTV world’s attention for a bunch of good reasons. A liter-class UTV from Honda is news right off the bat. Its unique, six-speed, paddle-shift transmission with full auto mode creates all kinds of new possibilities and offers extra toughness for sport driving and work. The engine’s and transmission’s potential for a pure-sport UTV can’t be ignored. Our contacts at Honda say they can’t comment, but the way they don’t suggests a big surprise is right around the corner. The subject of this test, the top-ofthe-line Pioneer 1000-5 Deluxe, combines the 1000’s power, versatile handling and suspension with convertible seating for three, four or five.

WHAT MAKES THE PIONEER 1000-5 DELUXE SO DELUXE?
The base and Deluxe 1000-5s have the same engine, transmission, suspension and power steering. The Deluxe gets 27-inch radial tires on 14-inch aluminum wheels instead of 27-inch bias-ply tires on 12-inch steel wheels, colored body doors and bed panels rather than black, LED headlights rather than halogens, and a camo color option.

The Pioneer 1000-5 is ideal if you need a UTV that can do heavy work and you want to have fun in it too.
The Pioneer 1000-5 is ideal if you need a UTV that can do heavy work and you want to have fun in it too.

IS IT READY TO WORK?
Definitely. With plenty of power, an incredibly versatile transmission and 4WD system and seating for up to five, the Pioneer 1000-5 offers a lot of potential for fun, but it’s built to work as hard as the most serious utility UTVs. It can tow a ton, and the bed can hold 1000 pounds. With no belt to burn or break and six speeds with high and low range, the gear-to-gear transmission is well suited for hard utility use.

HOW DOES COST COMPARE?
The Pioneer 1000-5 Deluxe is $17,199. The base 1000-5 goes for $16,199. Kawasaki’s Mule Pro-FXT EPS LE is $15,899. The Polaris Ranger Crew XP 900-5 EPS is $16,499. CanAm’s Defender HD10 Max EPS is $16,299. The three-seat Pioneer 1000 starts at $13,999.

The Pioneer’s eight-valve, single-overhead-cam, inline twin makes 72 horsepower, and the engine’s potential to make more power is massive.
The Pioneer’s eight-valve, single-overhead-cam, inline twin makes 72 horsepower, and the engine’s potential to make more power is massive.

WHAT MAKES THE POWER?
A Unicam, 999cc, inline twin with four valves per cylinder. The Unicam head design had its start on Honda’s motocross bikes and made its way to the 450R sport quad. The cam operates the intake valves directly and the exhaust valves with roller rocker arms. The Pioneer 1000-5’s engine is potent at 72 horsepower, but the engine has lots of potential to make more. Can-Am’s Defender HD10 also puts out 72 horsepower. The Polaris Ranger XP 900 makes 68 horsepower.

WHAT MAKES THE TRANSMISSION DIFFERENT?
Instead of a belt-driven continuously variable automatic transmission (CVT) like most UTVs use, the Honda has a car-like, dual-clutch, six-speed transmission. There’s no belt, and you don’t need to operate a clutch, but it can be shifted manually using the paddle shifters by the steering wheel. It also offers full automatic mode with sport mode. You can shift manually even in automatic mode and select low or high range in any mode.

Unlike some UTVs with room for four or more, the Honda handles like a machine without back seats because it’s built on the same platform as the Pioneer three-seater.  suspension
Unlike some UTVs with room for four or more, the Honda handles like a machine without back seats because it’s built on the same platform as the Pioneer three-seater.

WHAT CAN THE 4WD SYSTEM DO?
You can select 2WD or 4WD and lock the front and rear differentials. There’s a mode for any type of terrain— from delicate grass to brutal rock crawling.

IS IT FAST?
It’s surprisingly fast for a machine with the Pioneer’s utility credentials. Hunters, adventurers and workers who like to get where they’re going in a hurry are going to like the Honda. If you want it to, it accelerates strongly and can reach a top speed of 62 mph.

PIONEER2_KWP_2498

HOW IS THE POWER ON THE TRAIL?
The Pioneer can be as sporty or smooth as you like, depending on the way you drive and the transmission modes you select. Normal automatic mode gets you down the trail smoothly and quietly. Automatic sport mode makes things more exciting by downshifting earlier and holding each gear longer for stronger acceleration. We found it worked as well, and often better, than shifting manually, though you can shift manually in automatic mode if you want. Manual mode lets you pick the gears, which is fun for sporty driving and useful for work like towing or plowing. You can also select low or high range in any mode, which provides even more versatility for using the Pioneer’s power.

The 1000 has a broad power curve, and it’s smooth at low and high revs. It’s a fun engine to play with and feels refined even when it’s hard at work.

The Pioneer 1000-5’s self-leveling rear shocks keep the ride height correct whether the machine is loaded or unloaded.
The Pioneer 1000-5’s self-leveling rear shocks keep the ride height correct whether the machine is loaded or unloaded.

WHAT KIND OF SUSPENSION DOES IT HAVE?
Double A-arms and non-adjustable shocks up front with 10.55 inches of travel. The double-A-arm rear suspension has 10 inches of travel and uses unique, self-leveling shocks to keep the ride height correct whether the machine is loaded or unloaded. An extra damping circuit in the shocks, with a hydraulic pump and sensor, counters added loads to keep the shocks from hanging down in the travel. The self-leveling shocks are available for other Pioneer 1000 models as a $700 option. A rear sway bar keeps body roll in check.

The Pioneer has double-A-arm front suspension with 10.55 inches of travel, and it’s comfortable at relaxed speeds or a quick trail pace.
The Pioneer has double-A-arm front suspension with 10.55 inches of travel, and it’s comfortable at relaxed speeds or a quick trail pace.

HOW DOES THE SUSPENSION WORK?
It’s so smooth and capable for trail riding, we had to remind ourselves that the Pioneer is also a serious work machine, which just makes it more impressive. Suspension on UTVs that can work hard has come a long way recently. The Pioneer is more like a sport-utility machine; it’s very comfortable, even when pushed hard on rough trails. It can take big impacts without bottoming too. We filled all five seats for some trails and drove solo for other sections, and the self-leveling rear shocks really work at maintaining the ride height. The ride quality is just as good as what we expect from conventional high-quality shocks.

Honda’s power steering also helps the way the machine handles bumps by damping the kick that tries to come through the steering in rough terrain.

On the Pioneer, the front and rear differentials are lockable.
On the Pioneer, the front and rear differentials are lockable.

HOW DOES IT HANDLE?
Normally, UTVs with seating for four or more have some awkward handling traits, but the 1000-5 handles very much like the Pioneer 1000 threeseater. That’s because the 1000-5 and the three-seat Pioneer 1000 share the same wheelbase, width and overall length. Turning around in tight spots is no trouble, and steep drop offs and climbing ledges don’t create the snags that machines with extended wheelbases deal with. The Honda’s crisp, stable cornering let us motor through twisting trails at a satisfying clip. We overcooked some corners and it covered our mistakes. If the surface isn’t too grippy, the Pioneer is game to powerslide with good control. In general, the Pioneer is a willing handler with a lot of built-in stability and predictability that keeps it on its wheels, even when the driver or the terrain does something weird.

IS IT READY FOR MUD AND WATER?
It’s very well prepared. The Pioneer has all the key elements for handling difficult crossings: an effective 4WD system, 12.4 inches of ground clearance and plenty of power. The belt-less transmission is an added advantage because there’s no belt to burn when you’re fighting through a tough mud bog and no belt to slip because it got wet. The Honda’s air intake is under the hood, more than high enough for deep water, and the bodywork has great splash protection.

HONDAPIONEER_SPREAD_KWP_2554

HOW DOES IT HANDLE HILLS?
Like a goat with ox power. The 1000-5 has the power to conquer most hills with speed and momentum, but it’s just as confident on tricky, technical climbs. Using the transmission’s low range and locking both differentials in 4WD allow the Pioneer to put its power to the ground to navigate tough climbs with momentum-killing obstacles. On the way down, the Honda’s transmission puts natural engine braking to all four wheels in 4WD, and four-wheel disc brakes give fine control of downhill speed.

The six-speed transmission has a fully automatic mode with standard and sport shift programs, and you can shift manually with the paddle shifters. All modes can be used in low or high range
The six-speed transmission has a fully automatic mode with standard and sport shift programs, and you can shift manually with the paddle shifters. All modes can be used in low or high range

HOW ARE THE DETAILS?
Nicely done. The Pioneer 1000-5’s QuickFlip seating system provides seating for three, four or five. The doors work well, and the front seats are extremely comfortable. The back seats are surprisingly comfortable, too, and roomy enough for adults. The self leveling rear suspension is a nice touch, because most drivers don’t take the time to adjust spring preload-adjustable shocks for changing loads. The Pioneer has plenty of cup holders and a good sized glove box. We also like the engine’s smoothness and the lack of transmission and driveline noise.

WHAT’S OUR FINAL ANSWER?
There used to be a line that separated fun UTVs from the ones that could haul a whole work crew or carry a pile of cement blocks, but the Pioneer 1000-5 did a donut on that line and took off down the trail. If you have to have a machine that can do hard work and you want to have fun, too, you have to consider the Honda.

PIONEER8_2016-Honda-Pioneer-1000-5-Deluxe_Red

SPECS
HONDA PIONEER 1000-5 DELUXE
ENGINE/TRANSMISSION
Engine type ….. Liquid-cooled, 8-valve, SOHC 4-stroke
inline twin
Displacement ………………………………………..999cc
Bore x stroke ………………….. 92mm x 75.15mm (2)
Compression ratio …………………………………… 10:1
Lubrication system …………………………… Wet sump
Carburetion ………………………… 44mm throttle body
Starting/back-up …………………………….Electric/none
Starting procedure …..In any gear with brake engaged
Air filter:
Type ………………………………… Paper mesh/screen
Transmission … 6-speed with manual and auto modes
Drive system .. Selectable 2WD/4WD w/ locking front
and rear differential
Final drive: f/r …………………………………..Shaft/shaft
DIMENSIONS/CAPACITIES/WEIGHTS
Fuel capacity ……………………………………….7.9 gal.
Wheelbase ……………………………………………. 80.2”
Overall length/width/height ……….116.8”/62.9”/76.4”
Ground clearance ……………………………………. 12.4”
Wet weight ………………………………………..1709 lb.
Bed capacity ………………………………………1000 lb.
Towing capacity …………………………………..2000 lb.
ROLLING CHASSIS
Suspension/wheel travel:
Front ….. Dual A-arms & preload-adjustable shocks /
10.55”
Rear . Dual A-arms & preload-adjustable shocks with
sway bar/10.0”
Brakes:
Front ………………………………………. 210mm discs
Rear ……………………………………….. 210mm discs
Tires:
Front …………………….27×9-12 Maxxis Bighorn 2.0
Rear ……………………27×11-12 Maxxis Bighorn 2.0
DETAILS
DC outlet …………………… Auto-style waterproof plug
Lighting:
Front ……………………………… Two 35W headlights
Rear ……………………………….. LED tail/brake lights
Instrumentation ………Speedo/odo/tach/trip/hour/fuel/
gear position/diagnostics/clock
Colors …………………….. Red, White, Metallic Silver,
Honda Phantom Camo
Minimum recommended operator age ……………… 16
Suggested retail price …………………………. $17,199
Contact.Honda, powersports.honda.com/pioneer.aspx

Comments are closed.