Oil Selection for the 2018 Can-Am Outlander Max 570 DPS
Shop parts for a 2018 Can-Am Outlander MAX 570 DPS ATV.
Start With the Engine: A Four-Stroke That Wants Powersports Oil
The 2018 Can-Am Outlander Max 570 DPS is powered by a liquid-cooled, single-cylinder Rotax four-stroke engine, which means the conversation begins and ends with a conventional wet-sump four-stroke oil. There is no premix to measure and no injection reservoir to top off. In this displacement class, utility quads almost universally call for a multigrade viscosity in the 5W-40 or 10W-40 range, and Can-Am's own XPS four-stroke formulation is a 5W-40 synthetic blend — which makes 5W-40 the most commonly cited weight for this machine. A 0W-40 is a sensible substitute in deep cold, and 20W-50 appears in some hot-climate or heavily loaded applications, but 5W-40 or 10W-40 will cover the overwhelming majority of conditions an Outlander Max owner actually rides in.
The qualifier that matters more than the number on the bottle is the formulation itself. This engine's oil supply also serves the gear-driven sub-transmission that provides high, low, neutral, and reverse ranges, so the lubricant has to handle gear loading and shear in addition to normal engine duty. That is exactly why a JASO MA or MA2 rated powersports oil is the right call rather than an automotive oil carrying an energy-conserving additive package. Friction modifiers designed to help car engines squeeze out fuel economy can interfere with the engagement characteristics of a wet clutch and gearbox, and the savings at the register are not worth the risk.
Why the Belt-Driven CVT Still Shapes Your Oil Choice
The Outlander Max 570 DPS delivers power through a belt-driven continuously variable transmission, and that belt runs dry — it is not bathed in engine oil and does not influence which viscosity you buy. What the CVT does change is how the machine behaves under load. A belt drive lets the engine sit at a steady, often high, rpm while the vehicle creeps through mud or drags a loaded trailer, and that sustained heat load is harder on oil than the varied rpm of casual trail riding.
Behind the CVT sits the sub-transmission, and that component does share the engine's oil supply. So while the belt itself is a separate maintenance item with its own inspection and replacement schedule, the oil you pour into the engine is simultaneously lubricating a gearbox. That dual role is the single strongest argument for staying with a purpose-built powersports oil instead of improvising with whatever is on the garage shelf.
Drivetrain Fluids That Live Outside the Engine
Because this is a four-wheel-drive machine, engine oil is only one of several lubricants on board. The Outlander Max 570 DPS uses a front differential with an automatic locking engagement system, and that unit takes a dedicated front differential fluid rather than a standard gear oil. This distinction is not cosmetic. The engagement system relies on the specific friction and viscosity characteristics of its intended fluid, and filling it with ordinary hypoid gear oil can change how — or whether — the front wheels lock in when you need them.
At the rear, the final drive gearcase typically calls for a hypoid gear oil in the 75W-90 to 80W-90 range, with some applications specifying a heavier 75W-140 for severe duty. These drivetrain fluids are serviced on their own intervals, completely separate from engine oil changes, and they are frequently neglected because they are out of sight. If you are doing a full fluid baseline on a used machine, the front differential and rear gearcase belong on the list alongside the engine.
How Work Duty Changes the Oil Equation
An Outlander Max is a work-capable quad, and the way it gets used has a direct bearing on oil life. Plowing driveways, towing trailers, crawling through deep mud, fording water, and idling for long stretches while you load a bed or manage a fence line all put more stress on the lubricant than a leisurely afternoon on groomed trails. Heat, fuel dilution, and shear all accumulate faster under those conditions.
Water and mud intrusion deserve special attention. If the oil on the dipstick looks milky or frothy rather than amber or dark brown, that is a strong signal that water has found its way into the crankcase, and the oil should be changed rather than run. Cold-weather operation is the other practical consideration: the lower the first number in a multigrade, the more readily the oil flows on a sub-freezing startup, which is why a 0W-40 or 5W-40 makes more sense for a machine that plows snow than a heavier warm-weather grade.
Conventional, Synthetic Blend, or Full Synthetic
All three are viable, and the choice comes down to how you use the machine. Full synthetics generally flow better at cold startup and resist thermal breakdown more gracefully when the engine is working hard in summer heat or grinding through a long plowing session. Conventional oil costs less and remains perfectly serviceable for a lightly used machine that sees fair-weather trail duty. Synthetic blends sit in the middle and are what many factory-branded powersports oils, including the one Can-Am builds its recommendation around, actually are.
Change Intervals and Severe Service
Rather than treating any single mileage figure as gospel, think in terms of duty cycle. A quad that lives on dusty trails, spends weekends in mud, or plows all winter is operating in severe service and will benefit from more frequent changes than the same machine ridden gently on dry gravel roads. Dust ingestion, water contamination, and sustained high temperatures all shorten the useful life of the oil, and the cost of an extra change is trivial compared to the cost of a rebuild.
Confirming the Exact Spec for Your Machine
Everything above reflects the industry-typical guidance for a four-stroke, CVT-equipped, four-wheel-drive utility quad in this class, and it will get you to the right shelf at the parts counter. For the precise viscosity, the exact fill quantity, and the specific drivetrain fluid types Can-Am lists for your 2018 Outlander Max 570 DPS, a quick look at the owner's manual or a call to your dealer settles it in a minute. Treat that as a fast confirmation step, not a reason to delay the oil change you already know the machine needs.
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Disclaimer: This guide is provided for general informational purposes only and is not intended to replace your ATV's official owner's manual. Always refer to your manufacturer's documentation for model-specific instructions, torque specifications, safety procedures, and maintenance requirements. If you are unsure or inexperienced, consider seeking assistance from a qualified mechanic or technician.