TEST: BAD BOY STAMPEDE 900 EPS+ 4X4

Bad Boy Buggies has been known for silent, hybrid, hunting UTVs, but is now “ready to make some noise” with gasoline-powered ATVs and UTVs. We reported last month on the Onslaught 550 4×4 ATV, and now Bad Boy is jumping into the recreational/utility UTV market with the all-new Stampede 900 4×4 UTV. Bad Boy is owned by Textron Specialty Vehicles group. Textron is a giant in all sorts of vehicle companies, from Cessna, Beechcraft, Bell Helicopters, the V-22 Osprey and Tug airport operations equipment to EZ-GO golf carts, and Weber industrial, snowmobile and marine engines. Textron and Bad Boy are launching a new wave of UTVs in the coming months, with the Stampede 900 being their first effort.

Rock crawling is enhanced by the torquey engine, precise throttle, locking diffs, ample ground clearance and durable components. This Stampede EPS+ has an accessory roof, Warn winch, LED light bar, rear-view mirror and front rack, and only the two EPS versions have aluminum rims and four halogen headlights.
Rock crawling is enhanced by the torquey engine, precise throttle, locking diffs, ample ground clearance and durable components. This Stampede EPS+ has an accessory roof, Warn winch, LED light bar, rear-view mirror and front rack, and only the two EPS versions have aluminum rims and four halogen headlights.

 

WHAT’S A STAMPEDE?

In designing the Stampede, Bad Boy strived to take on the established recreational/utility UTV brands with competitive power, suspension, handling, driving experience, storage/hauling capabilities, reliability and customization. For power, engineers started with the Weber MPE 850 twin, a relative of the engines that were used to power Polaris PWCs. The German-built twin puts out 80 horsepower and 59 foot-pounds of torque, and the turbocharged version makes 120 horsepower (coming soon in a sport model). It also has forged internals for durability and a 520-watt alternator for powering many accessories. Its dual-range CVT has Park mode, and the driveline has rack-and-pinion steering, an unlocking rear differential and optional EPS. Independent suspension delivers 9.3 inches of front and 10.4 inches of rear travel with front and rear torsion bars, and the four-wheel hydraulic disc brakes include two-piston front calipers.

The Stampede has a two-person bench seat, standard half doors, easy exit/entrance, steel-tube ROPS, a large LCD screen with customizable settings, and a sloped hood for better visibility. For work or play, Stampedes have an exclusive extra cab, 24 cubic feet of storage space, 1-ton towing and a tilt bed with a 600-pound capacity. The hood is scooped out to accept an accessory front rack, and a heavy-duty front brush guard is standard. Our test units had several accessories, including a sunroof with rain gutters and a winch. Stampedes went through brutal durability testing against other brands and are backed by a two-year warranty. They’re produced in Augusta, Georgia.

Stampedes are available in three versions. The base model has rack-and-pinion steering without Electronic Power Steering (EPS), 26-inch Kenda tires on steel rims, two halogen headlights, and Forest Green or Inferno Red paint. The EPS model uses the same EPS unit that Polaris uses and includes an upgrade to aluminum 14-inch wheels with Kenda 26-inch tires, quad headlights and black, optional Realtree Xtra Camo or red and green color choices. The EPS+ has 27-inch Bighorn 2.0 tires in painted Platinum, Inferno Red and Black. There are also Hunter and Workman packages, as well as 70 accessories available.

Only the Stampede EPS+ sports Platinum-painted bodywork, but all three versions sport twin-puck front hydraulic calipers squeezing 231mm rotors and the heavy-duty front brush guard. A plastic panel in the brush guard pops out for the accessory winch fairlead. The Stampede also sports rack-and-pinion steering.
Only the Stampede EPS+ sports Platinum-painted bodywork, but all three versions sport twin-puck front hydraulic calipers squeezing 231mm rotors and the heavy-duty front brush guard. A plastic panel in the brush guard pops out for the accessory winch fairlead. The Stampede also sports rack-and-pinion steering.

 

HOW DOES COST COMPARE?

The base Stampede is $13,799. The Stampede EPS is $14,799, and the EPS+ goes for $15,599. Arctic Cat’s Prowler XT 1000 EPS is $15,299, while the Honda Pioneer 1000 is $13,999 to $16,199 (P-5) and the Can-Am HD10 starts at $13,799 without EPS and jumps to $14,999–$15,849 with it. The Polaris Ranger XP 900 starts at $13,499–$14,299 and goes up to $14,499–$15,299 with EPS. John Deere’s Gator RSX860i starts at $12,299 without EPS and goes to $13,480 with Bighorns and brush guard.

HOW FAST IS THE 900?

It’s really quick. Although governed to 60 mph, it hits hard and gets there in a hurry. The 80-horsepower engine is tuned for massive low-end and midrange power, and its “yank” is almost as potent as the Polaris General’s. The 44mm EFI throttle body and CVT clutch are tuned for instant acceleration, or cruise with lesser throttle openings. Low range is really low, as it only does 27–28 mph in low.

The Stampede has fully independent suspension with cast upper arms for strength and tubular lowers for weight reduction, plus front and rear torsion bars to fight body roll. Travel is 9.3 inches front and 10.4 inches rear, and only the EPS+ Stampede has 27-inch Bighorn 2.0 tires on 14-inch aluminum wheels. Base and EPS versions have 26-inch Kendas.
The Stampede has fully independent suspension with cast upper arms for strength and tubular lowers for weight reduction, plus front and rear torsion bars to fight body roll. Travel is 9.3 inches front and 10.4 inches rear, and only the EPS+ Stampede has 27-inch Bighorn 2.0 tires on 14-inch aluminum wheels. Base and EPS versions have 26-inch Kendas.

 

HOW IS THE 4WD DELIVERY?

It’s excellent. The diffs react quickly to toggle controls, and CVT clutch tuning is smooth and efficient. It leaps out of the hole if you mat the throttle pedal and eases off the line if you baby the loud pedal. The range selector wants time to do its job or it balks at shifting. Although it doesn’t have a dedicated Engine Braking System (EBS), compression braking does slow the Stampede in trailing-throttle situations, especially in low range.

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The tilting bed has a 600-pound cargo capacity, and the Stampede will tow a ton with its 2-inch receiver. There is also an extra-cab storage bin behind the seat that is large enough for three backpacks, and body panels on each side fold down for extra-cab access. Engine and CVT intakes draw air from bed level.

 

WHAT ABOUT THE HANDLING?

It’s extremely stable yet corners predictably. The wheelbase is a Teryx-like 85.2 inches, but it turns in well and follows ruts well too. Torsion bars fight body roll, and it feels lighter than its 1690-pound weight. The Stampede is so hooked up with its weight and Bighorn 2.0 tires that it takes a lot to step out the rear end and set up a slide. We drove the Stampede on trails at Moab that we had ridden with the John Deere Gator RSX850i, and handling was comparable to the RSX.

German engineering throughout the Textron MPE 850 dry-sump engine increases durability with the forged crankshaft, pistons and connecting rods, and the 846cc twin produces 80 horsepower and 59 foot-pounds of torque. It’s matched with a dual-range CVT that propels the Stampede to 27 mph in low and 60 mph (governed) in high. Textron also has a 120-horsepower Turbo version of this industrial/marine/snowmobile mill.
German engineering throughout the Textron MPE 850 dry-sump engine increases durability with the forged crankshaft, pistons and connecting rods, and the 846cc twin produces 80 horsepower and 59 foot-pounds of torque. It’s matched with a dual-range CVT that propels the Stampede to 27 mph in low and 60 mph (governed) in high. Textron also has a 120-horsepower Turbo version of this industrial/marine/snowmobile mill.

 

HOW’S THE IRS SUSPENSION?

Very good. The HPG shocks are tuned well for the Stampede’s weight and power characteristics, and we really had to work to bottom either end. Ride quality over sandy chop and desert cross-grain terrain is excellent. We also did some rock crawling at Moab, and articulation is good, despite the A-arms being connected with front and rear torsion bars. Also, the upper arms are cast for strength, while the lowers are tubular steel.

DOES IT ROCK IN ROCKS?

Oh yeah. We climbed some rock faces that a Jeep with 36-inch tires cleared. The throttle control, ground clearance, CVT and diffs inspire confidence. The ride in the cabin is also much more comfortable than the Cub Cadet we tested at Moab last year. The Stampede’s hood also adds to its rock-crawling prowess.

A removable hood panel accesses the coolant and electrical systems. The accessory front rack has mounts that protrude through the panel, and plastic knobs allow quick removal of the rack for systems access. A very stout frame and components add up to a 1690-pound machine, but it feels lighter on the trail.
A removable hood panel accesses the coolant and electrical systems. The accessory front rack has mounts that protrude through the panel, and plastic knobs allow quick removal of the rack for systems access. A very stout frame and components add up to a 1690-pound machine, but it feels lighter on the trail.

 

HOW IS IT IN MUD AND WATER?

We didn’t get into any deep mud at Moab, but we hit puddles and streams as hard as we could, and the plastic package and doors kept all splashes and roost out of the cab. Ample low-end power and just under a foot of ground clearance are good for mud and deep water, and the engine and CVT intakes are ducted to bed level.

WHAT ABOUT TRAIL COMFORT?

It’s very comfortable, especially with the optional roof. The bench seat is well-shaped and padded, and the ergonomics with the tilt steering wheel and sturdy control pedals are excellent. Vibration in the cabin is fairly low, and the noise level inside the cab is lower than in a Teryx. The doors open by lifting the inside single latch. Three-point belts have a rubber cushion inside the upper mount, but the belt latches on our pre-production model were harder to use than some. The large (5.25×3.25-inch) LCD screen offers the choice of a blue or red backlight and several display modes. The tilt wheel is also sturdier than on a RZR, and there’s a 5-volt USB port next to the 12-volt outlet.

A large LCD-screen digital readout has customizable settings and a backlight, and Bad Boy beefed up the tilt steering wheel for a more comfortable and controllable ride. Toggles to the left of the wheel unlock the rear diff and select 2WD/4WD, and toggles on the right control lights and accessories. Next to the 12-volt DC outlet rides a 5-volt USB port.
A large LCD-screen digital readout has customizable settings and a backlight, and Bad Boy beefed up the tilt steering wheel for a more comfortable and controllable ride. Toggles to the left of the wheel unlock the rear diff and select 2WD/4WD, and toggles on the right control lights and accessories. Next to the 12-volt DC outlet rides a 5-volt USB port.

 

HOW ABOUT THE BRAKES?

They’re really good. Pucker power is strong with four 231mm rotors, dual-piston front calipers and single-piston rear calipers. The brakes are backed by the engine’s 11.5:1 compression ratio, which delivers a lot of compression braking.

WHAT’S OUR FINAL ANSWER?

Bad Boy is very serious about being a player in the UTV market, and the Stampede 900 is a very impressive first step. The Stampede has potent power and predictable handling, and the suspension tuning is great for a first-time effort. It works like a Clydesdale and plays like a cutting horse, and it’s going towards the head of the pack at speed. Bad Boy is also working on multi-person and sport UTVs, and they’ve been seen testing with King Racing shocks and have a normally aspirated 957cc twin that makes 120 horsepower. Look for more Bad Boy Buggies to be making big waves in the future.

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Specs

2016 BAD BOY STAMPEDE 900 EPS+ 4X4

ENGINE/TRANSMISSION

Engine type Liquid/oil-cooled, 4-valve, DOHC 4-stroke

Displacement 846cc

Bore x stroke 89.0 x 68.0mm (x2)

Compression ratio 11.5:1

Lubrication system Dry sump

Additional cooling Auto fan

Induction EFI w/ 44mm body

Starting/back-up Electric/none

Starting procedure Turn ignition key

Air filter:

  Type Pleated paper

Transmission Dual-range CVT w/ rev.

Reverse procedure Move range selector to “R”

Drive system Selectable 2WD/4WD w/ diff-lock & EBS

Final drives Shafts

DIMENSIONS/CAPACITIES/WEIGHTS

Fuel capacity 9.5 gal.

Wheelbase 85.2”

Overall length/width/height 126”/58”/75”

Ground clearance 11.25”

Claimed curb weight 1690 lb.

Bed weight limit 600 lb.

Hitch 2” receiver

Towing limit 2000 lb.

ROLLING CHASSIS

Frame Steel round tube

Suspension/wheel travel:

  Front Dual A-arms w/ 5-way adj. shocks/9.3”

  Rear Dual A-arms w/ 5-way adj. shocks/10.4”

Brakes/actuation:

  Front Twin-piston hydraulic discs/left-side pedal

  Rear Hydraulic discs/left-side pedal

Parking In transmission

Tires:

  Front 27×9-14 Bighorn 2.0

  Rear 27×11-14 Bighorn 2.0

ELECTRICAL

DC/USB outlet Console

Lighting:

Front (4) 60W halogen headlights

Rear 21/5W brake/taillight

DETAILS

Instrumentation LCD w/ speedo, odo, dual trip,

fuel, hour, gear, EBS, EFI

Colors Red, silver, green, black, Realtree Xtra Camo

Minimum recommended operator age 16

Suggested retail price $13,799; EPS, $14,799;

EPS+, $15,599

Contact Bad Boy Buggies, (800) 241-5855

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