Oil for a 2020 Can-Am Outlander Max 570: What to Run and Why
Shop parts for a 2020 Can-Am Outlander MAX 570 ATV.
The 2020 Can-Am Outlander Max 570 is a two-up utility quad built around a liquid-cooled, single-cylinder four-stroke engine, a belt-driven continuously variable transmission, and a selectable four-wheel-drive system with an auto-locking front differential. That layout shapes the oil question in two directions at once: what goes into the engine, and what goes into the gearcases at either end of the driveline. Getting both right is what keeps a working quad working.
Start With the Powertrain Layout
The 570-class single in this machine is a four-stroke, so there is no premix to measure and no injection reservoir to top off. Engine oil handles lubrication for the top end, bottom end, and — depending on how the gearbox is configured — the transmission internals as well. The CVT itself is a dry-belt design, meaning the belt and sheaves run outside the oil supply and are not lubricated by engine oil at all. That distinction separates this machine from a quad with a wet clutch pack sitting in the same oil as the crank.
Drive configuration matters too. This is a four-wheel-drive utility ATV, so beyond the engine there is a front differential, a rear gearcase or final drive, and on some configurations a separate transmission gearcase. Each is serviced on its own, with its own fluid, and none of them are filled from the same bottle as the engine.
Viscosity: What Weight Fits a 570-Class Utility Quad
Across four-stroke utility ATVs in this displacement class, the most commonly cited engine oil weights are 10W-40 and 5W-40. Both are multigrade oils that behave like a thin oil when cold and hold their film strength when hot, which suits an engine that spends a lot of time at low rpm under load. Machines in this family are frequently associated with a 5W-40 synthetic, and that is a sound starting point if you want one oil that covers most of the year.
Temperature swings the recommendation. In genuine cold — think single digits and below — a 0W-40 flows more readily at startup, which is when most engine wear happens. In sustained high heat, or on an air-cooled machine worked hard in summer, a 20W-50 is sometimes listed. The first number describes cold behavior and the second describes hot behavior, so the choice is really about your climate and how hard the quad works, not about brand loyalty.
Why JASO MA or MA2 Is the Right Rating Here
Powersports oil carries a JASO rating that automotive oil does not. JASO MA and MA2 indicate a formulation with the right friction characteristics for wet clutches and shared engine-and-transmission sumps. Even though the CVT belt on this quad runs dry, the gearbox and any wet centrifugal clutch inside the case still benefit from that formulation. Standard automotive oils — particularly the energy-conserving grades — contain friction modifiers that can cause clutch slip and accelerated wear in a shared-sump powersports application.
There is a second reason to stay with a powersports-specific oil. A utility ATV engine shares its oil with gears, which shear the oil molecules and break down viscosity over time. Oils built for this duty hold up better than a passenger-car oil that was never designed to be chewed by a gearbox. If the manufacturer offers its own branded formulation for this model, following that recommendation is a reasonable default.
Drivetrain Fluids Are a Separate Purchase
Engine oil is only part of the picture on a four-wheel-drive quad. The rear gearcase or final drive typically takes a hypoid gear oil in the 80W-90 range. The front differential is the one to be careful with: on machines that use an automatic locking engagement system, the front diff often calls for a specific front drive fluid rather than a generic gear oil, and using the wrong one can change how — or whether — four-wheel drive engages. If this machine has a separate transmission gearcase, that is a third fluid with its own specification.
These fluids live in sealed cases and are serviced on their own intervals, not alongside every engine oil change. They are still worth checking, because a slow seal weep or a dunking in deep water can leave a gearcase low or contaminated without any obvious symptom until something starts to whine.
How Hard Work Changes the Oil Story
A utility quad earns its keep differently than a trail machine. Plowing, towing, hauling loads on slow technical ground, and long idle periods all push oil temperature up and keep it there, which accelerates oxidation and additive depletion. Mud and water crossings add a contamination risk: if water gets past a vent or a seal, the oil turns milky and loses its lubricating properties quickly. Checking the sight glass or dipstick for a milky, frothy appearance after a wet ride is a cheap habit.
Cold weather is the other half of the equation. A quad that lives on a plow in January starts cold, runs short cycles, and rarely reaches full operating temperature. That is exactly the scenario where the lower number in a multigrade — the 0W or 5W — earns its keep.
Synthetic or Conventional?
Synthetic oil generally flows better at cold startup, resists thermal breakdown at high temperatures, and holds its viscosity longer under shear. For a machine that works hard, sits outside in winter, or gets its oil changed on a stretched interval, that margin is worth the price. Conventional oil costs less and remains perfectly serviceable for a quad that sees moderate use in mild conditions and gets regular changes. A semi-synthetic sits between the two and is a common compromise. Whichever you choose, match the viscosity and the JASO rating first — those matter more than the base stock.
Change Intervals in Severe Service
Manufacturers publish a normal interval and a severe-service interval, and utility ATVs tend to live in the severe category. Dust, mud, heavy towing, plowing, and repeated short trips all fall under that heading, and the practical takeaway is that a working quad benefits from more frequent changes than the normal schedule suggests. Fresh oil is cheap relative to a rebuild.
Confirming the Exact Spec for Your Machine
The guidance above covers what is typical and appropriate for a four-stroke utility ATV of this size and layout. For the precise viscosity, the exact fill quantity, and the specific fluid called for in the front differential and rear gearcase, the owner's manual for your 2020 Outlander Max 570 is the authoritative source, and a dealer can confirm it in a minute if the manual has gone missing. Treat that as a quick check before you buy, not a reason to put off maintenance.
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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.