Wish they would have a smooth roof line on the 700 series instead off the goofy dipsy do hold water and ice roof.
H
HondaTech
Guest
You can bet they'll sell them as an accessory
I noticed that back with they were first came out. Didn't think much about it since someone said they were a mess and still working things out. just assumed they would keep the LED headlights for the 2022 deluxe models+.
Any idea if the 2021 model LED headlights will fit the 2022 model?
Have they fixed the over crimping of the thin gauge wires? Causes wires to break. Idle air control and fuel injector specifically.
Hondasxs
Club Founder
Staff member
Hondasxs
Club Founder
Staff member
Wonder how much more power? Prob can’t be much or else Honda would post numbered gains. Guessing just a tune.
Stronger crankshaft? Were there issues before?
Stronger crankshaft? Were there issues before?
DG Rider
Member: Triple Clutch Club
Lifetime Member
Hold on...it's only about 15 years away from an update.
Will the added accessory panel be able to be wired to the auxiliary battery to move it away from the main battery usage?
I am not familiar with the one on the Talon.
I am not familiar with the one on the Talon.
H
HondaTech
Guest
Ignition timing changes to smooth shifts
New P.S motor and controller, easier steering
Engine compartment completely sealed
More mid and top end power, better acceleration through gear changes
Bigger radiator and fan
Meter has clutch temp light, like Talon
Meter appears different, they just list added functions, but tach is now round
New P.S motor and controller, easier steering
Engine compartment completely sealed
More mid and top end power, better acceleration through gear changes
Bigger radiator and fan
Meter has clutch temp light, like Talon
Meter appears different, they just list added functions, but tach is now round
Last edited:
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Wow- makes me glad I got an SE during the very brief time they were made/sold!
JACKAL
Ancient Honda fanboi
Moderator
Lifetime Member
Supporting Member
Club Contributor
I know I'm hours late to the conversation, was out on the road. Here is what I gleaned from the press release, much repeat some not yet mentioned.
For the new model year, Honda has made a number of upgrades to the already-capable Pioneer 1000 platform:
Honda offers the Pioneer 1000 in the following four trim levels, each of which is available in both three- and five-seat versions, for eight different choices to satisfy every need:
The Pioneer 1000 lineup receives a number of aesthetic- and comfort-focused improvements for the new model year. For example, a new front grill and bumper, along with distinctive Honda emblems and decals, set the 2022 Pioneer 1000 family apart from previous generations. In addition, all versions come with tilt steering to adjust to different body sizes, and with a thickly padded foam seat for maximum comfort in all driving conditions.
For 2022, all Pioneer 1000 versions come with six-ply OTR Dirt Master tires mounted on 14-inch wheels (cut-contrast aluminum for the Trail, black aluminum for the Forest and Deluxe, steel for the EPS), and halogen headlights are standard, providing superb illumination when the sun goes down.
As before, all five-seat iterations are equipped with Honda’s exclusive QuickFlip® seat system, which enables users to switch between seating arrangements for three, four or five people. When the two rear seats aren’t needed, they can be folded down to allow additional room in the bed for cargo. Bed capacity is 1,000 lbs. (600 lbs. Calif.) and fuel tank capacity is 7.9 gal., including reserve (1.2 gallons for five-seaters, 1.7 gallons for three-seaters).
Door nets are redesigned to make door operation simpler and have a new, finer mesh pattern to improve visibility. An all-new, black-on-white digital dash display has a more modern appearance and adds indicators for clutch engagement and battery voltage. In addition to four door-mounted cupholders, a new cupholder in the dash holds a tumbler-style container up to 30 ounces in size. The Pioneer 1000 Trail comes with a ROPS-mounted rear-view mirror, while the other versions have a bracket for easy accessory installation.
As before, all iterations of the Pioneer 1000 are powered by a 999 cc liquid-cooled parallel-twin four-stroke engine with a Unicam cylinder-head arrangement and four valves per cylinder. Compared to the 2021 model, changes to the valve timing and throttle-body settings result in more midrange and upper-rpm horsepower without sacrificing the engine’s smooth delivery. Acceleration is improved as a result, and towing capacity has increased by 25 percent, to 2,500 pounds.
Also used in the legendary CRF motocross models, Honda’s Unicam design utilizes lightweight “roller rockers” that are activated by the camshaft and in turn operate the valves. A roller contacts the cam, minimizing friction and wear compared to standard rocker arms. The design not only produces significant horsepower and torque, it also shrinks overall engine size and weight. These factors allow for a roomier cabin design and lower the vehicle’s center of gravity, thereby improving handling.
Longitudinal engine mounting eliminates unnecessary power-robbing right angles in the driveline, ensuring that more of the engine’s output is transmitted to the wheels. The engine and exhaust system are rubber-mounted to reduce vibration and noise.
For 2022, a larger radiator fan and added cabin shielding better dissipate and deflect engine heat, enhancing driver and passenger comfort.
Transmission
With increased engine power on tap for 2022, Honda’s engineers revised the transmission gear ratios to be wider overall, with more pulling power at lower speeds. This contributes to the increased towing capacity, allowing users to pull larger loads.
Honda’s legendary automatic Dual Clutch Transmission is standard on all Pioneer 1000 versions. DCT provides the durability and efficiency of a conventional manual transmission but can change gears automatically, upshifting and downshifting without driver input.
Functionally, the DCT has two coaxial main shafts and two automatic clutches, one for the odd numbered gears (1/3/5) and one for the even-numbered gears (2/4/6). The digital programming monitors numerous variables, including throttle position, air temperature, air pressure, engine rpm, vehicle speed, brake input and driving style, then calculates when to shift.
For example, when the driver’s input is relaxed, the DCT shifts at lower engine rpm for a quiet cabin, minimal vibration, optimal fuel efficiency, reduced drivetrain load and freer suspension action. With more aggressive driver input, higher engine speeds are maintained before shifting, maximizing engine torque and power. When descents are detected, the transmission downshifts to provide confidence-inspiring engine braking. For 2022, Honda’s engineers fine-tuned the DCT’s algorithm to reduce the shock imparted by the hydraulic controls, for enhanced occupant comfort.
Two automatic shifting modes allow the driver to tune the driving behavior of the Pioneer 1000, with Sport mode executing gear changes at higher rpm than Standard mode. The former mode is more dynamic, the latter more relaxed.
Drivers also have the option of selecting Manual mode and making gear changes via paddle shifters mounted on the steering column. (The paddle shifters can also be used to force gear changes while driving in automatic modes, for example to initiate engine braking when approaching a corner.)
A notable convenience is the Pioneer 1000’s DCT memory function, which returns the transmission to the most recent drive mode when resuming forward motion after reverse is engaged.
Engine power is routed through the DCT to the wheels via direct front and rear driveshafts. All 2022 Pioneer 1000 versions come standard with Honda’s torque-biasing, limited-slip differential. Turf Mode utilizes two-wheel drive and the limited-slip rear differential to protect lawns and other sensitive surfaces.
Technology
First introduced in 2017, Honda’s exclusive i-4WD system (“intelligent four-wheel drive”), is standard equipment on the 2022 Pioneer 1000 Trail and Forest models. This ingenious system combines the four-wheel-drive and differential-locking functions into a single selection mode, resulting in unparalleled benefits.
Brake-traction control manages the amount of slip between the left and right front wheels, applying torque where grip is greater. The result is superior traction in challenging conditions, with the added benefit of reduced steering effort and minimal kickback compared to standard locking differentials.
In addition to managing driving forces, the system also works with stopping power, automatically optimizing braking forces between the front and rear wheels depending on where grip is greatest. This is a considerable benefit given the changing traction dynamics of rough trails and differing loads, and it’s one that locking differentials don’t offer.
In summary, i-4WD provides a much more relaxed driving experience – not to mention, there’s no need to stop and engage a locking differential.
To simplify re-starting after stops on ascents, the driver has the option of pressing a Hill Start Assist button (HSA) on the dash, thereby temporarily holding the vehicle in place without the need to apply pressure on the brake pedal. As a result, more mental bandwidth can be dedicated to modulating the throttle to resume motion.
All Pioneer 1000 iterations have an 80.2-inch wheelbase and a 13.8-foot turning radius. For 2022, considerable effort went into reducing steering effort.
Suspension
While vehicle ground clearance varies between trim levels, fully independent, long-travel, double-wishbone front and rear suspension is standard across the entire platform. Suspension travel is 10.6 inches in front, 10.0 inches at the rear.
Braking chores are handled by sure-footed, confidence-inspiring hydraulic disc brakes with 210 mm rotors on all four wheels.
Electric Power Steering
EPS is standard across the Pioneer 1000 lineup. The ECU-controlled system monitors vehicle speed, steering input from the driver and – new for 2022 – the steering shaft angle. The system then fine-tunes feedback to the driver, reducing driving fatigue. Steering effort is greatly reduced, and the steering wheel centers more efficiently following a cornering maneuver. When using four-wheel drive in challenging terrain, EPS significantly reduces harsh kickback.
Protection
Rec/utility side-by-side customers aren’t known for babying their vehicles, and the Pioneer 1000 is ready to withstand hard use and rugged conditions. For 2022, more-durable driveshaft boots resist punctures and tearing, reducing the chance that external debris can contaminate and damage costly bearings. In addition, a beefier undercarriage skid plate reduces the risk of vehicle damage from rocks.
Full Press Release here: New, Focused Honda Pioneer 1000 Trail, Forest Versions Unveiled for 2022
NEW FOR 2022
For the new model year, Honda has made a number of upgrades to the already-capable Pioneer 1000 platform:
- Increased Power: Thanks to revised valve timing and an updated throttle-body plate setting, all Pioneer 1000 versions benefit from increased power in the middle and upper rpm ranges, for improved acceleration and increased towing capacity. The size of the cooling fan has been increased correspondingly.
- Transmission Updates: All Pioneer 1000 versions receive updated gear ratios to match the increased power output, and changes were made to improve shifting action, with reduced shock during gear changes.
- Added Storage: On Pioneer Trail, Forest and Deluxe versions, the under-seat storage area has been enlarged at the opening, making it easier to put in and remove objects. In addition, a handy new storage area has been added below the dash, with contents secured via cargo nets.
- Beverage Holders: The dash-positioned cup holders on all Pioneer 1000 versions have been redesigned to hold tumbler-size cups up to 30 ounces. In-door drink-bottle holders are also provided in all doors (including rear doors on five-seat versions).
- New Door Nets: All Pioneer 1000 versions now have door nets with a simplified mounting structure and a finer mesh pattern for improved visibility.
- Pre-wired Accessory Connector: For all Pioneer 1000 versions, a pre-wired panel is provided under the hood to simplify installation of Honda and aftermarket electronic accessories.
- Dash Switch Panel: Also to facilitate clean installation of electronic accessories, pre-wired switches are integrated in the dash on all Pioneer 1000 versions except the EPS. On all trim levels including EPS, unwired blanks are integrated in the dash for additional accessories.
- In-bed Outlet: The Pioneer 1000 Trail, Forest and Deluxe versions now have a handy 12-volt accessory receptacle in the bed, enabling use of electronic devices like coolers, work lights, food warmers, sprayers, air compressors and more.
- Winch: The Pioneer 1000 Trail and Forest come standard with a 4,500 lb. capacity winch for removing obstacles, and providing peace of mind in rugged conditions.
- New Meter: All Pioneer 1000 versions now have a new dash meter with modernized styling. Added functions include clutch indicator, battery voltage and CAN communication.
- Rear-view Mirror: The Pioneer 1000 Trail versions come standard with a rear-view mirror mounted on the rollover protection system. All other Pioneer 1000 versions have the mirror bracket pre-installed for simple accessory installation.
- Bed/interior Lights: The Pioneer 1000 Trail and Forest now have a new interior light that illuminates the floor area. (The Pioneer 1000 Deluxe and EPS have a punchout for easy accessory installation.) For locating gear in low-light conditions – for example, selecting a fishing lure – the Pioneer 1000 Forest also comes with dual bed lights. (All other versions have a bed-light punchout.)
- Wheels: All versions come with 14-inch wheels – aluminum cut-contrast on the Trail, black aluminum on the Forest and Deluxe, steel on the EPS. OTR Dirt Master tires are standard.
- Sealed Cabin: On all Pioneer 1000 versions, a number of measures were taken to isolate the driver and passengers from engine heat, as well as external debris and moisture.
- Styling: All Pioneer 1000 versions have a new grill and fascia, along with updated graphics. The Honda Powersports wing logo is now featured in the center of the steering wheel.
TRIM LEVELS
Honda offers the Pioneer 1000 in the following four trim levels, each of which is available in both three- and five-seat versions, for eight different choices to satisfy every need:
- Pioneer 1000 Trail: To facilitate enjoyment of the outdoors with friends and family, the Trail (three-seater and five-seater) features FOX Quick Switch 3 shocks, as well as aluminum cut-contrast wheels. A ROPS-mounted rear-view mirror is standard for keeping track of other drivers and to facilitate reverse maneuvers. A winch is standard, and an in-bed accessory outlet is provided as well. The Trail versions also come with Honda’s high-tech i-4WD.
- Pioneer 1000 Forest: To ensure passage through rugged conditions, the three- and five-seat Forest versions both come standard with a winch, and black-aluminum wheels look good even in the dirtiest conditions. Standard dual bed lights make finding gear easier in low-light conditions, and an in-bed accessory outlet allows use of electric devices. Self-leveling rear suspension adjusts to different cargo loads, and i-4WD is standard. The Forest versions also come with a full front bumper.
- Pioneer 1000 Deluxe: Designed for maximum versatility, the Deluxe versions have Black-aluminum wheels. An in-bed accessory outlet is provided, and the five-person version comes with self-leveling rear suspension.
- Pioneer 1000 EPS: Keeping value front-of-mind, Honda outfits the EPS with steel 14-inch wheels. Both the three- and five-seat EPS versions also benefit from platform-wide updates like increased power, updated transmission, new meter and door nets, beverage holders and more.
DESIGN / STYLING
The Pioneer 1000 lineup receives a number of aesthetic- and comfort-focused improvements for the new model year. For example, a new front grill and bumper, along with distinctive Honda emblems and decals, set the 2022 Pioneer 1000 family apart from previous generations. In addition, all versions come with tilt steering to adjust to different body sizes, and with a thickly padded foam seat for maximum comfort in all driving conditions.
For 2022, all Pioneer 1000 versions come with six-ply OTR Dirt Master tires mounted on 14-inch wheels (cut-contrast aluminum for the Trail, black aluminum for the Forest and Deluxe, steel for the EPS), and halogen headlights are standard, providing superb illumination when the sun goes down.
As before, all five-seat iterations are equipped with Honda’s exclusive QuickFlip® seat system, which enables users to switch between seating arrangements for three, four or five people. When the two rear seats aren’t needed, they can be folded down to allow additional room in the bed for cargo. Bed capacity is 1,000 lbs. (600 lbs. Calif.) and fuel tank capacity is 7.9 gal., including reserve (1.2 gallons for five-seaters, 1.7 gallons for three-seaters).
Door nets are redesigned to make door operation simpler and have a new, finer mesh pattern to improve visibility. An all-new, black-on-white digital dash display has a more modern appearance and adds indicators for clutch engagement and battery voltage. In addition to four door-mounted cupholders, a new cupholder in the dash holds a tumbler-style container up to 30 ounces in size. The Pioneer 1000 Trail comes with a ROPS-mounted rear-view mirror, while the other versions have a bracket for easy accessory installation.
ENGINE / DRIVETRAIN
As before, all iterations of the Pioneer 1000 are powered by a 999 cc liquid-cooled parallel-twin four-stroke engine with a Unicam cylinder-head arrangement and four valves per cylinder. Compared to the 2021 model, changes to the valve timing and throttle-body settings result in more midrange and upper-rpm horsepower without sacrificing the engine’s smooth delivery. Acceleration is improved as a result, and towing capacity has increased by 25 percent, to 2,500 pounds.
Also used in the legendary CRF motocross models, Honda’s Unicam design utilizes lightweight “roller rockers” that are activated by the camshaft and in turn operate the valves. A roller contacts the cam, minimizing friction and wear compared to standard rocker arms. The design not only produces significant horsepower and torque, it also shrinks overall engine size and weight. These factors allow for a roomier cabin design and lower the vehicle’s center of gravity, thereby improving handling.
Longitudinal engine mounting eliminates unnecessary power-robbing right angles in the driveline, ensuring that more of the engine’s output is transmitted to the wheels. The engine and exhaust system are rubber-mounted to reduce vibration and noise.
For 2022, a larger radiator fan and added cabin shielding better dissipate and deflect engine heat, enhancing driver and passenger comfort.
Transmission
With increased engine power on tap for 2022, Honda’s engineers revised the transmission gear ratios to be wider overall, with more pulling power at lower speeds. This contributes to the increased towing capacity, allowing users to pull larger loads.
Honda’s legendary automatic Dual Clutch Transmission is standard on all Pioneer 1000 versions. DCT provides the durability and efficiency of a conventional manual transmission but can change gears automatically, upshifting and downshifting without driver input.
Functionally, the DCT has two coaxial main shafts and two automatic clutches, one for the odd numbered gears (1/3/5) and one for the even-numbered gears (2/4/6). The digital programming monitors numerous variables, including throttle position, air temperature, air pressure, engine rpm, vehicle speed, brake input and driving style, then calculates when to shift.
For example, when the driver’s input is relaxed, the DCT shifts at lower engine rpm for a quiet cabin, minimal vibration, optimal fuel efficiency, reduced drivetrain load and freer suspension action. With more aggressive driver input, higher engine speeds are maintained before shifting, maximizing engine torque and power. When descents are detected, the transmission downshifts to provide confidence-inspiring engine braking. For 2022, Honda’s engineers fine-tuned the DCT’s algorithm to reduce the shock imparted by the hydraulic controls, for enhanced occupant comfort.
Two automatic shifting modes allow the driver to tune the driving behavior of the Pioneer 1000, with Sport mode executing gear changes at higher rpm than Standard mode. The former mode is more dynamic, the latter more relaxed.
Drivers also have the option of selecting Manual mode and making gear changes via paddle shifters mounted on the steering column. (The paddle shifters can also be used to force gear changes while driving in automatic modes, for example to initiate engine braking when approaching a corner.)
A notable convenience is the Pioneer 1000’s DCT memory function, which returns the transmission to the most recent drive mode when resuming forward motion after reverse is engaged.
Engine power is routed through the DCT to the wheels via direct front and rear driveshafts. All 2022 Pioneer 1000 versions come standard with Honda’s torque-biasing, limited-slip differential. Turf Mode utilizes two-wheel drive and the limited-slip rear differential to protect lawns and other sensitive surfaces.
Technology
First introduced in 2017, Honda’s exclusive i-4WD system (“intelligent four-wheel drive”), is standard equipment on the 2022 Pioneer 1000 Trail and Forest models. This ingenious system combines the four-wheel-drive and differential-locking functions into a single selection mode, resulting in unparalleled benefits.
Brake-traction control manages the amount of slip between the left and right front wheels, applying torque where grip is greater. The result is superior traction in challenging conditions, with the added benefit of reduced steering effort and minimal kickback compared to standard locking differentials.
In addition to managing driving forces, the system also works with stopping power, automatically optimizing braking forces between the front and rear wheels depending on where grip is greatest. This is a considerable benefit given the changing traction dynamics of rough trails and differing loads, and it’s one that locking differentials don’t offer.
In summary, i-4WD provides a much more relaxed driving experience – not to mention, there’s no need to stop and engage a locking differential.
To simplify re-starting after stops on ascents, the driver has the option of pressing a Hill Start Assist button (HSA) on the dash, thereby temporarily holding the vehicle in place without the need to apply pressure on the brake pedal. As a result, more mental bandwidth can be dedicated to modulating the throttle to resume motion.
CHASSIS / SUSPENSION
All Pioneer 1000 iterations have an 80.2-inch wheelbase and a 13.8-foot turning radius. For 2022, considerable effort went into reducing steering effort.
Suspension
While vehicle ground clearance varies between trim levels, fully independent, long-travel, double-wishbone front and rear suspension is standard across the entire platform. Suspension travel is 10.6 inches in front, 10.0 inches at the rear.
- Pioneer 1000 Trail: For high-performance handling during dynamic driving, the sporty Pioneer 1000 Trail (both three-seat and five-seat versions) has adjustable FOX Quick Switch 3 Shocks, tuned to provide excellent handling across a broad range of conditions. The shocks have a simple dial to selectively tune the compression and rebound settings for differing terrain and driving styles.
- Pioneer 1000 Forest: To adapt to varying loads (for example, when an eight-point buck doubles the cargo weight for the drive out of the woods back to the truck), both the three- and five-person Pioneer 1000 Forest feature with a self-leveling rear suspension design that automatically maintains the appropriate ride height. Front shocks are KYB, while rear are ZF Sachs. New dual-rate front springs provide progressive control.
- Pioneer 1000 Deluxe: Like the Forest, the Deluxe has KYB shocks with dual-rate front springs. The Deluxe also has triple-rate rear springs, and the five-person version features self-leveling rear suspension. (The three-seater has rear shocks with adjustable preload.)
- Pioneer 1000 EPS: The value-conscious EPS has KYB front shocks with dual-rate springs. The five-person version has new rear shocks with adjustable preload and dual-rate springs, whereas the three-person version has no rear preload adjustability.
Braking chores are handled by sure-footed, confidence-inspiring hydraulic disc brakes with 210 mm rotors on all four wheels.
Electric Power Steering
EPS is standard across the Pioneer 1000 lineup. The ECU-controlled system monitors vehicle speed, steering input from the driver and – new for 2022 – the steering shaft angle. The system then fine-tunes feedback to the driver, reducing driving fatigue. Steering effort is greatly reduced, and the steering wheel centers more efficiently following a cornering maneuver. When using four-wheel drive in challenging terrain, EPS significantly reduces harsh kickback.
Protection
Rec/utility side-by-side customers aren’t known for babying their vehicles, and the Pioneer 1000 is ready to withstand hard use and rugged conditions. For 2022, more-durable driveshaft boots resist punctures and tearing, reducing the chance that external debris can contaminate and damage costly bearings. In addition, a beefier undercarriage skid plate reduces the risk of vehicle damage from rocks.
Full Press Release here: New, Focused Honda Pioneer 1000 Trail, Forest Versions Unveiled for 2022
JACKAL
Ancient Honda fanboi
Moderator
Lifetime Member
Supporting Member
Club Contributor
Anyone see any info from CARB listing the power of the 2022 Pioneer 1000? Just curious if the changed affected torque only or HP too and how much?
@Hondasxs ?
@Hondasxs ?
It appears that the color back bed panel that several used as a storage area will be void of a color panel in 2022. Not sure it was mentioned in any of the previous details. Thanks guys for all the updates and changes.
R
Any idea if previous accessories will still fit the new models? Like the Honda roof, SATV flip up windshield, etc. Also curious if dimensions have stayed the same.
Robobrainiac
Well-Known Member
Lifetime Member
I can't wait to rip that trail edition down the 50" roads..... That's what trail is...... Right?
I read it all, I really did, and it sounds great! Really what I took away from it is... reduced cabin heat and noise!!! I think Honda is the only manufacturer to actually consider cabin comfort, and probably from following this forum...
T
All this talk about increased power with no actual numbers?? Anyone have any idea in HP for the 22'?
HBarlow
Well-Known Member
Lifetime Member
The price increase is not Honda's fault. Responsibility lies with the dimwit in the White Housee and his party in congress. It's called inflation.
To understand inflation we have to understand that it's not the price that increased, its the value (buying power) of our money that shrank. Our money is worth about 8% less this year than it was when they took office.
J
New for 2022:
Sealed Cabin: On all Pioneer 1000 versions, a number of measures were taken to isolate the driver and passengers from engine heat, as well as external debris and moisture.
I love this one. Have a 2021 and the seat can get so hot. Sounds like they made it a priority to improve the cabin comfort. I would have loved to see an improvement to the cab enclosure so I can properly enclose the cab for winter use.
Sealed Cabin: On all Pioneer 1000 versions, a number of measures were taken to isolate the driver and passengers from engine heat, as well as external debris and moisture.
I love this one. Have a 2021 and the seat can get so hot. Sounds like they made it a priority to improve the cabin comfort. I would have loved to see an improvement to the cab enclosure so I can properly enclose the cab for winter use.
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