The Defender Limited 2023 from Can-Am is a luxury side-by-side vehicle in terms of the comfort it provides on the move. No matter what the conditions outside, nothing will stop you from getting to your favorite hunting or fishing spot, dry and cool. And you’ll enjoy absolute comfort inside the cabin.

The Defender HD10 engine:

Can-Am has equipped the Defender with a powerful 82 hp, 976 cm3 V-twin engine. With 69 lb-ft, it’s designed for pulling power that will help you get through the worst terrain. The ITC intelligent throttle will manage this power smoothly. On the drive side, we’re talking about Turf, 2 x 4 and 4×4 modes, with Visco-lok self-locking front differential.

Suspension:

The Defender is primarily designed as a working UTV. As a result, the suspension will be beefier and stiffer. For the front, we rely on double-arched A-arms with stabilizer bar. It provides twelve inches of travel. At the rear, Can-Am uses a TTA suspension with external stabilizer bar. Its travel is also twelve inches. Twin-tube gas-charged shock absorbers front and rear.

Transmission:

Can-Am’s transmission is the PRO-TORQ CVT with Quick Response System (QRS). This high-performance ventilation system features electronic belt protection. The PRO-TORQ has proven its worth in the Defender Line up and works incredibly well for this application.

Defender HD10 Limited highlights:

Can-Am’s Defender Limited comes fully equipped, with a truly luxurious interior cabin. Here’s a glimpse of what the rider will have at hand during a ride. First, a heated and air-conditioned cabin. Then there’s a full hardtop with interior lining and dome light, color-matched doors with power windows at the front. There’s also a full three-position tilting glass windshield with wiper/washer assembly. Can-Am has also equipped the Defender Limited with a glass rear window and panoramic rear-view mirror. The Versa-Pro booster seat with reinforced Limited seat cover and adjustable driver’s seat. Also on the menu: a brake-holding mechanism, 7.6″ digital display with keypad, LED signature, 4,500-lb. winch. In short, the list of accessories continues to grow, proving that everything is included with the Limited.

First contact with the Defender H10:

To be honest with you, contrary to UTV Planet’s habit of receiving our test models directly from the manufacturer or a local dealer, the Defender HD10 Limited 2023 was loaned to us by a Friend of us. When Dany arrived at my home, I was impressed by the quality of assembly and attention to detail. As I climbed aboard, I noticed the quality of the Can-Am components and the luxurious feel of the cabin.

The driving position is perfect, and everything is within easy reach of the controls. The vision seems perfect, apart from the junction of the cabin and the windshield. We’ll know more during the trail test, to see if this affects the rider’s vision. When it comes to storage, Can-Am has equipped the Defender with two boxes that can easily be transported outside to carry our gear. The interior is spacious, which will please both rider and passenger for maximum comfort.

Here are our trail impressions:

First observation: you can tell the Defender has been solidly built, because you can feel the beast’s 2,000 pounds. The result is a feeling of security at the controls and comfort on the trail. The discussion inside the cab takes place in a normal way, thanks to good soundproofing. On this outing, I saw just how perfect the cabin air-conditioning was. The outside temperature that morning was 33 degrees, and the temperature inside the vehicle was well regulated.

In terms of roadholding, it handles curves and bumps well on the trail. Another sign that its weight is not a nuisance on the move. The twin-tube gas shock absorbers absorb every bump encountered along the way in an exemplary manner without disturbing the occupants too much, in almost perfect comfort. As for tires, the choice of 30-inch XPS Trac Force is a judicious one.

The drivetrain reacts perfectly, regardless of whether you choose 4×4 or 4×4 with locked front differential. I was equally satisfied on HI and Low. Despite 220 mm disc brakes on all four wheels, there’s a real lack of power to stop this behemoth. That’s when you feel the inertia of this UTV’s heavy mass. The braking maneuver is still very effective, but with an extra pressure from your foot. The two-cylinder, 82 horsepower engine is perfectly calibrated for the tasks at hand behind the wheel of the Defender. I never felt any loss of power whatsoever on or off the trail.

In conclusion:

Although this test took place over just one day, compared with a few weeks for a normal test, I can still tell you that the Defender HD10 Limited 2023 gave me great satisfaction. Having already driven the Defender in the past, I was able to get a good idea of this machine. If you’re looking for a luxury utility vehicle for your next hunting or fishing trip, or for work, the Limited will give you satisfaction in all conditions. It’s agile and powerful, so it performs well.

The Defender is a utility vehicle designed for heavy-duty work, but still manages perfectly well on the trails. One negative point about the Defender: on winding trails, the tubular frame of the cab and the windshield frame on the driver’s side obstruct the driver’s vision. This creates a significant blind spot. What’s more, the doors don’t lock, and when maneuvering in tight spaces, the weak turning angle of the wheels can become irritating .

What we liked:

• Cabin interior comfort
• Soundproofing that lets us converse without raising our voices
• The interior and exterior storage capacity and the possibility of adding a multitude of accessories.

What disappointed us :

• The blind spot and loss of vision caused by the cab on winding roads
• Lack of brake power
• Rubber seal around door windows

We’d like to thank Dany Gaudreault and Marie-Daniel Perron for lending us their personal vehicle for our test drive.

Enjoy the ride

The post 2023 Can-Am Defender HD10 Limited Test appeared first on UTV Planet Magazine.

Going around the Wildcat XX

It has already been five years since Arctic Cat introduced the Wildcat XX without much change until now. Developed with the help of the legendary Robby Gordon, the Wildcat XX is intended to be a vehicle without compromising on performance. This year, Arctic Cat is offering an upgrade to the Wildcat XX via the Black Hill Edition version.

First off, the XX is powered by a naturally aspirated 998cc three-cylinder inline engine that produces 130 horsepower. Although the block known as the Genesis comes from Yamaha, Arctic Cat points out that all the cylinder head, exhaust calibration and fuel map are developed by the engineers of the house. This engine is coupled to a new, more efficient and much less noisy clutch, exclusive to this version for the moment. Although it is exclusive to the Black Hill edition, its installation should be extended to the entire range eventually.

The suspension is a strong point of this UTV and it proves to be extremely efficient. It’s fitted with Fox Podium 2.5 QS3 shocks and has a massive 18 inches of travel. It is calibrated with staggered front A-frames of unequal lengths to adjust the camber of the tire and ensure maximum contact with the ground at all times. In the rear, the trailing arm suspension allows the tire to shadow its verticality as it moves up and down during the stroke of the shock. For the Black Hill version, the Wildcat XX is shod with 32-inch Kenda Klever tires on 15-inch rims.

The front steering rack is located in front of the axles for better control. The XX’s suspension components are forged aluminum and the wheel bearings are oversized for added performance and durability. Another feature designed for durability is that all steering and suspension components are double shear. This means that all of these components are supported on two sides instead of just one with the connecting bolt passing through two support members for added durability. One only has to look at the size and anchorage of the rear suspension rocker arm to understand the spirit of the design.

Although the height of the threshold requires you to lift your leg very high, getting into the cabin of the Wildcat XX is not a problem, even for a tall person. Legroom is one of the most generous in the category and the adjustable driver’s seat supports the driver well. The digital instrumentation is succinct and installed behind the steering wheel. It is made up of two dials which give all the useful information to the driver. It is easily consulted by looking down, which allows you to stay focused on the track. Unfortunately, the same cannot be said for the Garmin Tread interface which is standard on the Black Hill Edition. The GPS screen is placed low on the center console and would benefit from being raised a little to be more visible to the driver when the vehicle is launched at full speed.

What is the Garmin Tread? This is the way Arctic Cat has chosen to enter the world of interactive GPS navigation with your group of hikers. Standard only on the Wildcat XX Black Hill Edition, it is available as an option on other vehicles in the manufacturer’s lineup.

Finally we roll the beast

Once seated on board, I turn the key to start the engine. The Genesis revs smoothly and I have to press the throttle lightly for the clutch to engage. It will stay in gear for the rest of the ride. By pushing the engine, the accelerator at the bottom, it comes alive giving a very good linear thrust thanks to an abundant torque and a nice vigor at high revs. It’s remarkable how much power is available under the pedal without the complexity of a turbocharger. It is true that the clutch is much quieter. We are no longer assailed by its shrill whistle and the hoarse music of the Genesis imposes itself, to our great pleasure.

Directional stability is top-notch, and nothing in the trail causes the vehicle to veer off course. The suspension works superbly well, we are very satisfied to see it swallow the bumps and depressions of the running surface. You can feel the wheels follow the terrain well and you can hear the clicking noise of the shock absorber valves working efficiently. Uneven ground is absorbed and few jolts are transmitted to the passenger compartment and the contact of the wheels remains solid with the ground. No kick from the suspension nor in the steering wheel disrupts the vehicle’s directional stability, which quickly puts us in confidence. I must admit that I had a wide smile under my helmet.

Arctic Cat offers a very competent vehicle in the performance side-by-side vehicle niche: adequate power, diabolically efficient suspension, imperturbable trail holding. It deserves your consideration.

Photo: source Arctic Cat

The post What’s new with the 2023 Arctic Cat Wildcat XX? appeared first on UTV Planet Magazine.

Clearing up the confusion

When Polaris unveiled the Ranger 1000, it caused some serious confusion as to what was going on in Minnesota. They had the Ranger 1000 XP, but now there was a new Ranger 1000 with less horsepower, a lower price and not as many variations as before? We asked a Polaris representative and he described it like a truck. You have one version of a truck with a basic setup and a smaller engine, and then you have the same truck that comes with more features, a bigger engine and a higher price. There’s a demand for both kinds of trucks, and there’s a similar demand for two versions of the Ranger. 

The two Rangers share the same frame, have similar bodywork and a similar suspension design. In fact, much of the machine is similar to its big brother. But the engine is different. The Polaris rep added that they setout to see how they could retain aspects of the 900 engine but ended up creating a completely new motor. The Ranger 1000’s motor, like the XP version, is a 999cc Prostar twin, but the internals are different. The major thing you’ll notice is that the 1000 produces 61 horsepower compared to the XP’s 82 horsepower. Delivery is also strikingly different. While the XP delivers a snappy power curve that makes it fun to trail ride with as well as work, the Ranger 1000 motor feels almost electric. It is very smooth with the power delivery and it is perfect for work around the farm or property, while still being perfectly suited to cruising the trails. 

One other thing about the difference between the two machines that will surprise you. Anyone who has ever ridden in a Ranger 1000 XP knows how quiet it is. It is so legendary for how quiet it is that other manufacturers use it as the benchmark for how quiet they try to get their machines to be. The only one we’ve known that came close is the Yamaha Wolverine X4, that is, until now. The Ranger 1000 is even better than the XP at being a quiet riding machine. You can set off on a trail ride and have a pleasant conversation with your passengers without trying to compete with the volume of the machine.

In the field report

To test out the machine, we set out to find as many scenarios as we could to try it in a real setting where you’d find it. We headed over to a farm and got to work to start things off. We loaded up some feed bags and set out to take care of the animals. We didn’t come as close as we would have liked to meeting the Ranger’s 1,000-pound bed capacity. What we did load up didn’t tax the machine in any way. Like we said before, the machine is super quiet too, so no stampedes were caused. We hooked up a trailer to the machine’s 2-inch receiver hitch and actually towed a small tractor that brought us right to the 2,500-pound towing capacity with the trailer counted in too. The added tongue weight had us grabbing the spanner wrench for the rear shocks, but a few clicks and we were all good. You do feel the weight behind you when you’re trying to power along, but it handled it without causing us concern. A word to the wise, never tell a farmer you really want to see how a machine handles doing a day of normal farm chores. In the end, we got a good idea of how well the Ranger 1000 could handle the work, the farmer got a free day’s labor for us and we slept really well when we got home.

Next up, we set out for a combined trail ride and to check out some spots for hunting season. We had a chainsaw and some other gear we threw in the bed to clean up some brush but ended up using it to clear the trail from a downed tree. Now, we’ve actually used a couple of different Ranger 1000 models, and one came with a Polaris Pro 4,500 winch. If you buy a Ranger, make sure you get one of these. The pro model comes with synthetic rope and they have a rapid return function that reels the line back in super fast after you’re done with it. We winched the tree out without any issues, and the wireless remote is a big help, too. 

While on the trail, we did notice that if you want to take the speed up a bit, you’ll find yourself wanting the XP model. The upper range of the power of the Ranger 1000 feels almost governed. It doesn’t cut out or anything, it just reaches its limit, and the machine is so smooth that as you’re hauling along, you’ll run out. It’s the side of us that loves speed and going fast down the trails. We know that there will be those of you that are attracted to the lower price tag and feel of the machine but will find yourself wanting more ponies when you initially thought you’d be happy with what the machine has to offer. That’s a small group of you, but you’re out there. We get it.

One really fun feature, and this is the same with the XP, too. If you plan to or need to use the machine to plow snow, you’re in for a treat. Polaris’ plow system connects right to the frame and can be driven on to. From there, plowing is so easy that it’s fun. You’ll be impressed with how much snow you can push, and the stock 26-inch Polaris PXT tires are pretty basic but get pretty good traction.

Should you buy one?

If you don’t need the added horsepower and/or package offerings of the XP 1000, the Ranger 1000 is a great machine. It is leaps and bounds better than the 900 it replaces and fits it’s intended audience perfectly. It is such a smooth machine that you’ll find yourself truly enjoying it and using it more than you even intend to. If you ae looking for a new Ranger, ask yourself what you need, because the answer may very well be the 2021 Polaris Ranger 1000.

The post 2021 Polaris Ranger 1000 Review appeared first on UTV Planet Magazine.

To XP or not to XP

Like many of the machine in the Polaris lineup these days, you have an option between a standard version of a machine, or an XP model with upgraded features and performance. Unlike some other machines, the General XP has the same motor as it’s standard counterpart, with a 999cc ProStar DOHC twin-cylinder, four stroke. This motor is the same base powerplant in several of the RZR models and produces a very pleasing and fun 100 horsepower. 

The added performance of the General XP comes from how that 100 horsepower gets to the ground, and it’s a big difference. High-clearance long-travel dual A-arms are found at all four corners. Stabilizer bars help with body roll and precise handling. Mounted to the A-arms are Walker Evans Racing Velocity Series piggy-back reservoir shocks with 14-inches of travel, and take it from us, this suspension setup is outstanding. There is nothing you can’t handle with total confidence whether you’re taking on serious rocks, ruts, bumps stumps and much more. This is an amazing suspension setup for a recreational machine.

Of course, it doesn’t just stop with amazing suspension. The General XP Deluxe also rolls on massive 30-inch Pro Armor Crawler XG tires wrapped around 15-inch, painted aluminum wheels. With the arched a-arms and taller tires, ground clearance is an outstanding 13.5 inches, making any trail obstacle you’d run into much easier to overcome. We were highly impressed with the tires and how well they grabbed serious traction everywhere we went. Mud, sand, hardpack, rocks and more were no match for what the tires would do. Seeing as how tire and wheel packages are one of the first things people change when they buy a new machine, this is one really cool feature for the XP because you don’t have to. You get a premium tire matched to a really nice-looking wheel, but which add to the performance of the machine.

As the old commercials used to say, but wait, there’s more. The Deluxe package includes a poly-sport roof and a convex rear-view mirror. We can’t tell you how happy we were to see the mirror. This is something we really feel every machine just ought to have, because it makes life much easier on the trail. But it’s more than just a roof and a mirror. Polaris added the Rockford Fosgate Stage 4 audio system to the Deluxe package (a boost up from the Stage 1 system that comes in the Deluxe model that doesn’t have Ride Command), which really adds a new dimension to the machine, especially when you tie it into the Ride Command system. 

Speaking of Ride Command, the addition of the system to the General XP is amazing, and well worth the added cost. You get the 7-inch, glove-touch screen with navigation and ride sharing abilities. We also like the configurable gauge clustering and maintenance scheduling options. The GPS with the integrated trail maps is really accurate, which is something you don’t always get in GPS systems. It also helps when you are trail blazing in the back country and you want to keep and share the route with friends. The rear-view camera is great for backing up, and you can also use it to keep track of your buddies who are behind you. We all have that one buddy who has an amazing ability to get lost or go off the trail at an inopportune time. I can’t help but think of one ride where one of us blew right through the corner and landed in a tree. 

On the trail

One of the things we really like about the original General is how well you can push it on the trails. The chassis is very much like the RZR models, and the 100hp motor scoots you right along. And I still contend that the General’s seat is the most comfortable one Polaris makes. But I wondered just how would the taller XP react to being pushed on corners and such? I was a bit concerned with body roll. To be totally honest, it wasn’t bad at all. The stabilizer bars added to both the front and rear suspension systems soaked up the excess body roll to help keep the machine planted. I mean, I still felt it some when I really didn’t want to let off the gas, but I didn’t get that panicked feeling that you get when your brain realizes you pushed the envelope just a little too far. 

The General XP 1000 Deluxe with Ride Command is such a cool machine. The dumping cargo box is great for some small utility-type tasks, but the machine is really built for the trails, so there are some cool accessories you can get to make the bed more trail friendly, like a cargo rack to give you some additional space to add things like coolers, and/or camping gear. You know how much we love setting up shop along the trail and inviting anyone and everyone to stop by and hang out. The General XP is perfect for this.

Where this machine truly shines, however, is when the trail gets nasty. We had occasion to get into a few areas where we had to absolutely crawl to get to the top of a hill. Once or twice, we had to employ the 4,500-pound Polaris HD winch to help out. That also came in handy when someone, who shall remain nameless, went off trail and needed to be rolled back over. Overall, if you want the ultimate platform to have maximum fun on the trail systems, navigate to exactly where you want to go without being truly lost, communicate with your group and get through the nastiest terrain you can find, you’d be hard pressed to find a better off-the-showroom-floor machine than the 2021 Polaris General XP 1000 Deluxe with Ride Command. 

The post 2021 Polaris General XP 1000 Deluxe Review appeared first on UTV Planet Magazine.

What is interesting is that we can review a vehicle that has a lot more mileage than usual. We normally get brand new vehicles, or with only a few hundred kilometers. But this time, our machine was delivered with more than 3000 kilometers on the clock. It will allow us to assess several components during our tests and give you an accurate picture of Maverick’s global reliability.

1000R engine

The 1000r is a 100 horsepower naturally aspirated two-cylinder from Rotax. Offred standard for several years at Can-Am, we can easily say that this engine is mature. After 3000 kilometers, no failure was reported in terms of acceleration at all revs. The response is still just as robust and without hesitation. Maximum revolution is always reached when you push the throttle to the maximum. The engine response is also without reproach; we can see that the clutches calibration is almost perfect and properly delivers power to the wheels. However, like most side-by-side vehicles, it is difficult to find the right point of clutch friction when riding at very low speeds, such as loading the machine in a trailer.

Suspension

The 2020 Maverick Sport X XC features Fox Podium 2.5 QS3 shocks with three-position internal resistance adjustment. The front and rear wishbone suspension offers 14.75 inches of total travel with 14 inches of ground clearance, two swaybars (front and rear) to keep the vehicle in line. While all of the components seem to be in place to make this a perfect machine for bumps, the suspension still lacks flexibility. If you tackle a series of bumps at high speed, the rear ends up jumping and becoming more unpredictable, despite a few adjustments to the shocks. This rigidity is felt on a more bumpy trail where you will have to get used to being stirred a little more, especially at medium or low speeds. A stiffer suspension still provides excellent cornering stability; it is easy, even fun, to push in a corner to drop the rear and have great controlled skid experiences.

Interior

The Maverick Sport X XC interior offers everything there is to do with ease, steering wheel and adjustable seat, domed doors for good arm and elbow clearance. The space between the two occupants is still relatively small, so your elbows may touch on rough terrain. The 7.6-inch digital display gives you all the data you need and is attached to the adjustable steering wheel, so you can always have a good view, no matter where you are. The seats provide good lumbar support without making it too painful to enter / exit. Our test vehicle had a roof with a high-performance LED bar on it, which is extremely good for night rides.

As our vehicle did have some mileage, we think it is essential to mention the build quality of the Maverick: there were no noises, clicking, or the like noticeable from inside the cabin. All the interior and exterior body parts are solid, and just like the suspension parts, we can feel the quality of the materials used. The scratch resistance adds to the product’s resale value, so even if you go all out, it will keep its look with just regular maintenance.

Our test

Media vehicles usually get shaken up a bit, as they say. Our goal is to test the limits of the machine in all conditions. The Maverick Sport X XC is one of the sportiest versions of the range, 64 inches wide, very sporty suspension, etc. Therefore, we can tell you that the short walks on Sunday quickly turned into more rock’n roll rides on Saturday evening! We crossed all types of terrain in a few outings: very rocky conditions putting a strain on the components of the suspension, sandy conditions with high peak speeds allowing us to test the different reactions of the machine, etc. The few hundred kilometers we traveled let us affirm that the Maverick Sport X XC is built very solid, whether in terms of steering or suspension. The various components are like new; no spacing or play was noticeable on the vehicle. After more than 3,500 kilometers, it has retained the same characteristics as in its new condition! Of course, it is impossible to drive around rocks, branches, and the like without observing minor scratches here and there. But without a doubt, the quality of the components used is among the best on the market. The noise level inside the cabin is correct but not exceptional. We hear the hum of the 1000cc engine with good intensity; there could be a little work for Can-Am to reduce the decibels produced by the engine.

The Maverick Sports X XC is a guarantee of success. Reliability and finish are at the rendezvous, and these aspects are also signs of high resale value. This machine is a sure bet, and it will give you a big smile for years to come!

The post 2020 Can-Am Maverick Sport X XC 1000R First Ride appeared first on UTV Planet Magazine.

Reintroductions are in order

At the heart of the XP4 is a 999cc ProStar DOHC twin-cylinder engine that now produces a very pleasing 110 horsepower. The XP4 benefitted from the turbo models with a newer high-performance version of the Polaris True On-Demand AWD/2WD system that helps distribute power to the wheels in a way tuned for the type of driving you’d do with a machine of this caliber. It’s something you really do notice, especially if you’ve spent much time in the original 1000. Of course, you still have electronic fuel injection and a PVT automatic belt transmission. To be completely honest, this is one of the most fun motors to drive out there. We forget it sometimes with all the options we get being in the media, but when we hop back behind the wheel, it roars back to us that we just flat-out love this motor. It rips. The sound is great, especially when you don’t have the winding sound of a turbo. Not that a turbo is a bad thing, by any means, but the added sound can wear on you.

Power delivery is very smooth, meaning that when you stab at the gas pedal, fun things happen in an instant. You can cruise along at a good pace, crack it for a power slide, or stomp on it for a big thrill. Polaris has refined this engine package over the years to make it nearly perfect in how it delivers the goods. Keep in mind that the XP 1000 and XP4 1000 are Polaris’ top-selling RZR models. While we may have been away from this machine for too long, it would seem that the majority of the sport UTV buying public isn’t.

Shockingly good suspension

Let me start out by saying this – 20 inches of travel. Yes, 20 inches. All the way around. The front shocks are 2-inch Walker Evans needle shocks and the rear are 2.5-inch Walker Evans needle shocks. Each shock also has 16-position clickers for adjusting the action as you see fit. The front system uses dual A-arms with a stabilizer bar. The rear set-up uses trailing arms, like on a trophy truck. There is also a stabilizer bar out back. The bars are important as it helps keep you grounded when cornering and helps to reduce the body lean you can feel when you whip around a turn. Don’t get me wrong. You are still going to feel some lean, but it’d be way worse, and borderline dangerous without the stabilizer bars. 

Summing up the suspension action in a single word, I’d have to go with plush. It’ll soak up stuff with ease and beg for more. We found out that the harder you hit stuff, the more the machine likes it. We hit the clickers on the rear shocks to help plant the RZR when whipping it around a corner. I’m smiling just thinking about it as I write this.

It looks mean

Polaris completely updated the styling of the XP4 for 2020. They added a meaner, more rugged grill, with LED headlights and LED accents that came over from the turbo machines. The dash is new, with angular styling and Polaris made the machine more driver-centric the driver’s seating position is changed and the instrumentation is easier to reach. Of course, this is the Premium model with Ride Command, which we’ll get to in a moment. All in all, the interior is more comfortable and easier to drive fast.  You feel very comfortable and in control, which is vital. We’ve driven performance UTVs before where we felt just off, in a way. It is rather unsettling. Not so with the RZR. Polaris likes to say that everything about the design of the XP is instinctive and we get it, especially after spending some serious seat time in the machine. 

Ride Command

Polaris first introduced Ride Command with a RZR XP 1000 a few years ago. We got to go out to Montana to try it out. Ride Command is pretty cool. The heart of the system is a 7-inch touch-screen display that allows you to operate it while wearing gloves. That is important because who wants to stop and take off your gloves every time you fiddle with the display. The display had different modes that show all of the machine’s functions and things like speed, temperature, diagnostics and more the diagnostic function is really helpful with maintenance. It helps track your oil, belt health and more. If something does start to go wrong, the display can tell you about it and help you know what to fix. 

The Ride Command system also has a built-in GPS system that maps where you’re going and where you’ve been. You can’t really get lost with it. But it does much more. If you are traveling with other people that have machines outfitted with Ride Command, it is easy to track them and know where everyone is, so your buddies don’t get lost too. Your buddies are driving machines that aren’t equipped with Ride Command? No problem. They can download the free app to their smartphones and you can track them, and they you, using a cellular network. It does get a little tricky if you’re in an area so remote that no cell service is available, though. 

Another cool feature to Ride Command that we fell in love with is the camera system. Polaris equips the machines with a camera in the front and rear. The rear camera acts as a back-up camera and is really great for helping you back the machine exactly as you’d like. This is really good when you’re out on the trail and need to be careful backing up. It shows you what you’re backing into. There is also a speed-sensitive front camera that comes in handy when doing things like rock crawling or trying to align the front wheels with a narrow bridge. The camera system is GoPro compatible and you can set it up to show you what your GoPro sees. Pretty cool stuff. Ride Command also integrates a stereo system into the machine, and it gives you options for communication systems. You can get a headset system so you can all talk to each other, and you can pair your phone so you can see who’s calling you while you ride. 

Other Premium features

One thing we definitely appreciate with the Premium model we tested is the doors. Normally you get a ¼ door with the RZR, but the Premium model adds the lower door section to give you a full half door. This helps keep stuff like mud, sticks and other things from getting into the cab. You also get painted panels. Polaris has a Black Pearl model, but we loved our Orange Rust colored machine. It seriously looked fast sitting still.

This machine rolls on big 29-inch Maxxis Bighorn tires mated to 14-inch cast aluminum wheels. They look great and the Bighorns have always proven themselves to be great all-around tires. The 29-inch height helps the RZR XP4 1000 have a whopping 14-inches of ground clearance. The ground clearance lets you scream over trail obstacles with ease. Deep ruts aren’t much of an issue either, and you’re have to really try to find some that would hold the machine up. We tried and couldn’t.

All right, we know we’re gushing a bit. We can’t help it. Getting back behind the wheel of the XP4 is like meeting up with an old friend and falling right back in where you left off. This is the original high-performance sport UTV, and Polaris has refined it into one of the all-time best out there. It’s easy to see why this is the best-selling four-seater, and the addition of Ride Command and the Premium package makes it even better. If you’re in the market for a new ride, get one for yourself and go have some fun.

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The Heart of the XT-P

Our favorite model of the Defender is the HD10. It is powered by a fun 976cc Rotax V-twin four-stroke motor that is quite honestly, a lot of fun. It produces 82 horsepower, but it’s how that power is produced that is so much fun. The motor has a healthy, torque-filled bottom end that builds to a brutish mid-range. You have all the power you’d need for tasks around the farm, home or trail, as well as a fun-filled trail ride. Can-Am marketed the Defender originally as a straight utility machine, but from our first test ride at the introduction, they soon realized as we did – it’s a great trail machine. The power, while ample enough for throttle junkies like us, is mellow enough to ne be overly intimidating for anyone. 

The transmission is a CVT with dual high and low range, plus reverse. You can drive the Defender in turf-saver mode with one wheel engaged, two-wheel drive, four-wheel drive and four-wheel with differential lock. The Defender has EBS brakes to stop quickly, important if you’re hauling a load on the farm, or hauling something else on the trail.

Other elements built into the design include a generous cargo bed area that is big enough for a full pallet. There are metal tie-down points on the floor of the composite bed that can hold 1,000 pounds, and the sides have BRP’s LINQ attachment points for Can-Am accessories. The Defender also came with a 2-inch receiver hitch for towing up to 2,000 pounds. 

The interior of the Defender is very comfortable, with a great dash layout and a comfortable steering wheel. There is over 10 gallons of storage on the dash alone, with a removeable glove-tool box. The seats have a tough, grippy material covering them that will withstand dog paws (something we’ve tested) and enough bolstering to keep your butt planted where it needs to be. The middle and passenger seats flip up for additional storage on the floor and there is a water tight storage compartment under the seat that can be removed, too.

Let’s take it up a notch or two

While the standard Defender is great in its own right, and a very capable work horse, when you hit the trail, you want a little something more, right? That’s where the XT-P package comes in. The standard XT package adds a winch and aluminum wheels to the machine. On the XT-P package, there is a 4,500lb. winch and some sweet-looking 14-inch, cast aluminum wheels with 27-inch Maxxis Bighorn 2.0 tires wrapped around them. The XT-P also gets a heavy-duty front bumper and some sweet-looking and functional rock sliders along the sides. We added some accessories, too with an LED lightbar and Can-Am half doors.

The added protection from the front bumper protects the radiator well, and there is a spot to mount a light bar, which adds to the light put out along the trail. The winch is a must-have accessory for any real trail machine. Ever get stuck in the middle of no where? Yeah, we’ve done that too. The winch is added insurance to get home safely. We added the half doors for more protection for the interior and occupants, and if you run into any mud – which you will – it really helps. The tiny amount of additional noise and heat are worth the protection. Plus, they look sweet. The rock sliders look great and are quite functional. We put them to the test with rocks and hard-packed dirt along the trail and they still look great. Plus, the sides of the cab and door frames are still intact. Good stuff.

Suspension

This brings us to the main reason to buy the XT-P package. The suspension system is a huge improvement for trail riding. And by huge, I mean HUGE! It starts with arched A-arms, which boost ground clearance along with the taller tires up to 13 inches. That really helped us with ruts and other stuff along the trail. We’ve been along one particular trail in a standard Defender and have high sided in the ruts. The XT-P made it without issue. 

The Arched A-arms are a big help, but let’s meet the real star of the show – Fox 2.0 Podium piggyback shocks. The stock shocks are pretty good but are a little soft for serious trail use. I mean, after all, they were designed for work first, play later. No so with the new Fox shocks. You get 11-inches of travel of pure trail-riding goodness. These shocks are adjustable for different drivers and conditions. If you like the shocks a little stiff for high speed G-outs and better cornering, that’s a click away. Want a softer ride for rock crawling or easy cruising? Not a problem. 

We usually kept our shocks set right about in the middle and found them to be a huge improvement for most trails and drivers. Our speed demons bumped them up, so they could go scary fast around corners. It always amazes me how some of our guys can push machines of any kind at those speeds. That’s the beauty of this XT-P’s suspension system. It can be pushed hard or dialed back to be subtler. I dare say any of you will find the system to feel the same and be as impressed by it as we were. 

What would we do different?

That’s a good question. We’d like to see the LED light bar come standard, maybe even add one to the roof. If you’re looking at the XT-P for trail riding, you want the most light you can get. Even for hunting use, you want more light. We’d still like to see the receiver hitch on the back come out a little more from the rear frame. You have to reach under the bed too far to access it. That’s a small gripe though. The XT-P package makes the machine 63 inches wide, too. That makes it illegal on select trail systems. If you’re going to add the “P” onto XT for Performance, then there should be a boost in engine performance as well. We all know Can-Am can easily top the 100-horsepower mark with a 1,000-class engine. Why not have it in this machine, too?

Final thought

We were impressed by the 2020 Can-Am Defender HD10 XT-P model. It is good for working, but MUCH better for playing than the standard HD10. The suspension is a huge improvement and really lets you explore every bit of the engine’s horsepower. If your dealer has any left, you should seriously go check one out. You’ll be happy with it for sure.

The post 2020 Can-Am Defender XT-P HD10 Review appeared first on UTV Planet Magazine.

Riding the new Kawasaki Teryx KRX 1000 would not only take us into the wild world of rock crawling and highspeed desert riding in Moab Utah, but it would surprise most everyone with its incredible ability right out of the box. This new Teryx KRX 1000 is built like a brick house and durability should not be an issue. From the super-sized axles to massive CVT components and suspension parts as well, Kawasaki wants the machine to last forever. Moab is known for terrorizing equipment, but I’d say it has its hands full with this Teryx KRX 1000.

Just slipping into the cab of the big 999cc dual overhead cam parallel twin is exciting. The seats are bolstered to give comfort and to provide protection on the roughest trails but also slide forward or backward up to 6-inches. This does give larger riders a very comfortable spacious cab to secure themselves into. We found ourselves sliding all the way back to keep our knee out of the edges of the center console. One thing taller rider’s will also notice is the distance between themselves and the steering wheel once situated all the way back. Having a telescoping steering wheel would be awesome as the reach out to grab the wheel can wear on the driver on a long day. Sitting side by side, your passenger as well as yourself will immediately notice the shoulder room and even thought the seating foam is a tad on the firm side, the seat does give you plenty of support. This is especially noticeable in the tighter corners and highspeed switchbacks. One more notable item is that even though the seat was slid all the way back there was still a section behind me that allowed for storage of a gear bag. With no noticeable heat in that space our gear was safe all day.

The full doors click shut with a reassuring latch and provide ample protection from trail debris as well as a good place to rest your left or right arm. Getting situated in the cab we mounted our Lifetime Trail maps device to the passenger grab bar so we wouldn’t get lost in the hills and headed out on Seven Mile Rim for the first day of testing. With the engine fired up and sounding ominous, our first challenge section was a long straight of reasonably spaced whoops with soft loomy sand coating the trail. Hitting deep sections of rolling whoops at speed is sometimes a concern unless you really trust your machine. Although it seemed like a sketchy idea, we had to trust the car to do its job, so standing three quarters full on the go pedal, off we were. After entering the whoop section, we were pleasantly surprised of the performance. The Teryx KRX 1000 would handle the rough trail with pride and we never felt out of control. Our Teryx KRX 1000 tracked straight without stepping out in the rear or any crazy frontend tracking through the uneven sections of this run. The KRX never felt uncomfortable while turning but it was apparent that the rear end was pushing the front end through some of the rutted berms. The large 31in Maxxis Carnivores seemed to provide plenty of grip for straight line drags and we had zero issues in the short time that all of the journalists hammered on the rides. The suspension seems to be very controlled and body roll was managed well by the sway bars.

One thing that did catch our attention was the power delivery. Starting out incredibly stout off the bottom and through the mid-range the KRX gives a driver some good punch but seems to taper off about ¾ throttle. We can always use more in these sections, but it doesn’t mean the machine is weak by any stretch. Getting hung up on horsepower numbers without driving this machine is a huge mistake as it does have plenty of good power for those weekend warriors.

Moving on down into the Seven Mile trail there were many smaller rock formations along the way, but it wasn’t until a real steep section of rock known as Wipe Out hill that we gained insight on just how capable the KRX1000 was. Watching the lead KRX1000 in the group slip off into the distance and drop out of sight was quite an experience. Especially knowing that we were next to follow. The vertical drop proved to us that the low gear engine braking would hold onto the car as it descended but it was the climb back out that gave us the first real confidence in the KRX’s climbing ability. With stable and steady throttle, we walked the KRX right back up and out with no problem. The Maxxis Carnivore tires gripped the slick sections of stepped rock and the size of these tires allowed for impressive approach and departure angles so nothing but tire touched going in or coming out. The massive 31-inch tires make contact first even when you would think we would stand the KRX on its front bumper.

We ventured on out into the Seven Mile adventure and we stopped for a quick lunch at Tusher Tunnel. After lunch it was back to the truck in anticipation of day twos ride. We documented every step of our ride on our Lifetime Trail Maps device so we can share these trails with everyone just in case you decide to go yourself. It turns out that most of the trails were already preloaded on the device so getting lost was not a concern at all. As we stepped out of the KRX at the end of the day it was apparent that the machine is well built, rock crawl friendly and a high speed SXS built for many different ride situations.

Day two found us at a more serious crawl fanatics trail known as Poison Spider. Hearing of the more well-known sections in the trail it was obvious that we were going to spend more time slowly navigating mountainous rock climbs on this day. This popular Moab trail follows the Colorado River gorge and the steep, slick, moon rock like formations make it one of the more popular trails with the jeep crowd.

This day would be a capability test like no other in the Kawasaki KRX1000. Just getting a mile or so from the parking area into the trail was a serious challenge for any newcomer. We have to admit that it took a good bit of trust in the machine to follow the more experienced drivers up the sections of rock walls that were stepped like building blocks higher and higher. These first few sections provided near vertical climbs and keeping a good steady throttle was key to keep the KRX on its tires. Surprisingly, we did not air down the tires on our KRX (as they come with 12lbs front and 17lbs rear) for more grip and we found that to be a testament to the rubber compound in these Maxxis Carnivores. It turns out that we actually did not need to but in hindsight maybe that would have been a good test just for the experience.

The long steep climbs up the flat rock faces were incredible and the security of our KRX1000 cab helped us feel safe on the trail. The KRX1000 is very confidence inspiring to say the least. When looking out the front of the KRX1000 the sight line is good from about halfway across the hood on the driver side. Leaning out and placing eyes on the rocks just in front of the left wheel is a cinch and also helps the driver feel better about the crazy climbs and descents. Looking back to more memorable challenges in the KRX1000, there was a part of the trail with three semi-vertical placements of rock that did get our attention. Especially as it pertains to the traction available through our Maxxis Carnivore tires. These 31-inch shoes simply reached out and held onto a rock that was determined to be about a 48-degree steep climb. The semi-round rock face had a pretty good consistent steepness and It was all or nothing right from the time the back tires made contact. Keeping slow and steady input on the gas, we were up on top with little to no issue. It was a great experience and a trust value added to the capability of this Kawasaki KRX1000

So, what do we really think you ask? The newest member of the Teryx family handles well, is very fun to drive even at real high speed and climbs like it was meant to. We were impressed with Kawasaki’s efforts on this machine and it looks great! We are sure it will allow the Kawasaki loyalists as well as many converts to Let the Good Times Roll on and on!

Specifications:

• Engine: 999cc, 4-stroke, DOHC, 4-valve parallel-twin, liquid-cooled
• Fuel System: DFI with two 50mm throttle bodies
• Transmission: Automatic CVT with centrifugal clutch (H,L,N,R) w/engine braking
• Final Drive: Selectable 2WD/4WD with locking front differential, shaft
• Front Suspension: Double wishbone, FOX 2.5 PODIUM LSC shocks with piggyback reservoir, fully adjustable preload, 24-position compression damping/18.6 in. travel
• Rear Suspension: 4-link trailing-arm, FOX 2.5 PODIUM LSC shocks with piggyback reservoir, fully adjustable preload, and 24-position compression damping/21.1 in. travel
• Tires: MAXXIS Carnivore 31 x 10.00R15 8PR
• Wheels: 15-inch Custom Aluminum Alloy with bead-lock
• Steering: Electric Power Steering (EPS) / rack-and-pinion
• Front Brakes: Dual hydraulic discs with two-piston calipers
• Rear Brakes: Dual hydraulic discs with single-piston calipers
• Ground Clearance: 14.4 in
• Fuel Capacity: 10.6 gal
• Cargo Bed: (L x W x H) 14.6 x 33.1 x 9.1 in, 351lb capacity
• Lighting: (4) LED headlights, (2) LED taillights, LED brake light
• Overall Dimensions: 130.1 in L x 68.1 in W x 75.0 in H
• Curb Weight: 1896.3lb
• Instruments: Multi-function digital meter with bar-style tachometer (2 display options), digital speedometer, bar-style fuel gauge, gear indicator (L, H, N, R), Power Mode, driving mode (2WD/4WD/4WD+Diff Lock) indicator, Economical Riding Indicator, clock, odometer, dual trip meters, hour meter, water temperature, digital battery gauge, bar-style CTV temperature, seatbelt warning lamp, oil warning lamp, engine check lamp, water temperature warning lamp, neutral indicator lamp, reverse indicator lamp, parking indicator lamp, EPS warning lamp, and CVT belt warning lamp.
• Color Option: Lime Green/Metallic Onyx Black, Metallic Moondust White/ Metallic Onyx Black
• Warranty: 6 months. Optional Kawasaki Protection Plus™ 12, 24, or 36 months

For more information, please visit the Kawasaki website

The post 2020 Kawasaki Teryx KRX 1000 First Look appeared first on UTV Planet Magazine.

Over the years, the Ranger lineup has undergone many changes and improvements. In 2019, for the twenty year anniversary of the Ranger model, Polaris presented the new Ranger 1000. Completely redesigned, Polaris presented what they envision the utilitarian world of side-by-side vehicles would be. It is designed to work hard, indeed, but it also offers a refinement reminiscent of high-end pickups, with remarkably well thought-out luxury and exceptional craftsmanship.

Without any doubt, the utility segment in the world of side-by-side vehicles continues to gain new followers, and the reason is simple – manufacturers take into account the consumer’s needs! The new Ranger is a logical continuation of the shift Polaris made last year. The enthusiast who uses his vehicle to work also wants to have a nice vehicle, well equipped and with a high level of refinement and finish. In 2020, Polaris fills an empty space in its vehicle lineup, so the customer who wants a vehicle capable of big jobs at a more affordable price is now well served.

In order to do so, Polaris adds to its range the brand new Ranger 1000. Comfort, power, ease of use, capacity, and all that at an excellent price/quality ratio.

The powerplant

Completely redesigned, Polaris debuts a new two-cylinder ProStar 1000cc engine, developing 61 hp and 55 lb-ft of torque. Some will say that it’s very little for a 1000cc engine, but don’t get fooled by the numbers. Polaris engineers have developed a new motor designed for hard work, that is to say with a lot of power at low speed, or torque.

The configuration of this new engine delivers at low speed as much power as the Ranger XP 1000, which has 21 additional horses. Keep in mind that one of the main objectives was to provide an excellent hard working vehicle at a very affordable price. And the numbers speak for themselves – the towing capacity is identical between the two versions, despite the difference in power. Nothing less than 2500 pounds of towing capacity. Add a cargo box with 1000 pounds of capacity, and a payload of 1500 lb or 1750 lb (4-seater CREW version), you can easily see it is a torque monster.

As for the transmission side, Polaris has kept the same aspects as the more luxurious version. The On-Demand system offers the possibility of changing the traction mode on the fly, and we find the usual 2 and 4-wheel drive modes and a useful Turf mode that unlocks the rear differential, preventing damage to your lawn during sharp turns.

The new Pro-PVTi clutch pulleys offer a smooth start with a much smoother engagement, ideal for heavy duty jobs. Engineers also thought about durability, with perfectly sealed ball bearings and bushings and a 32% wider, more durable belt. The air intake includes a larger filter, easy to access and maintain. Also, access to the front radiator is improved for cleaning, if you are not afraid of the mud…

Comfort and versatility

The most appealing feature of the new Ranger lies unquestionably in its completely redesigned cabin. On the menu – storage, comfort, and versatility. All the little spaces have been redesigned to optimize the storage space and make the experience more enjoyable. Nothing less than 74 liters of optimized storage is possible, including two spaces for water bottles on the passenger side and up to 6 cup holders. The storage space under the seats is maximized, and there is a huge glove compartment with 65% increased capacity.

Comfort side, the seats feature significant improvement, being 32% thicker than the previous Ranger versions, and they are much more ergonomic. The driver’s seat is also adjustable in the front-rear position and will adapt to any type of driver. Access inside the vehicle via the doors is increased by 5 inches to greatly facilitate entry and exit.

Look and bodywork

The outer appearance has not been left behind by Polaris and its new look has also been modernized. Its rounded lines with futuristic highlights look great and cause heads to turn. For the worker in rough terrain, a full-size skid plate was added under the vehicle improving the longevity and reliability of all parts normally exposed to the terrain.

The one-piece frame is 25% stiffer than the previous version, so regardless of the amount of cargo it carries, the vehicle retains an excellent 12-inch ground clearance, allowing you to overcome most obstacles without having to worry about the skid plate. For those who work late at night, the new Ranger is equipped with new headlights with increased power. Finishing on the technical aspects, the steering turning radius has also been improved by 8%, making it easier to handle on tight trails and the new PXT 2 six-ply tires offer an excellent traction in any type of terrain

Test drive

All these specifications are fine, but how does it perform in real life? From the first laps, we could say without a doubt that Polaris did a great job! Our playground consisted of a closed circuit with winding wooded areas, stone obstacles, bridges, steep climbs, and descents. In short, everything needed to have lots of fun and fully test the Ranger.

Three aspects stand out in the first kilometers – low RPM torque, power steering, and low noise level. Although the HP power is less than the XP version, this new Pro-Star really does a great job, especially at low speeds, where the response to the accelerator is instantaneous. But we all agree that the clutch also makes a big difference and I think this is a significant aspect of the new Polaris workhorse. We were accustomed to jerky and hesitating starts with variable clutches, but it is quite different with the new Ranger. It is surprising to see how smooth it begins to move and accelerate at low speeds. The calibration of the clutch with low-end power provides smooth starts that are hard to match in the industry and this adds a lot to the comfort of the occupants.

A working machine also means maneuverability at low speed. But in the industry in general, and also in the previous Polaris models, it often happens that there is a slight lack of assistance at very low speed or idle. The combination of power steering and low-end engine power makes us forget about the engine revolution when we operate the steering wheel – it gives nothing less than 100% assistance at both idle and low speed. And as for the low turning radius, the expression “turn on a dime” makes perfect sense here, and this great feature is really important for a utility vehicle.

Another major improvement is the noise level in the cabin. An engine that runs at lower RPM is usually quieter, and that’s really the case with this Ranger. Even during acceleration, we could chat easily without having to raise our voices. No squeaking, no annoying plastic noise or strange sounds were coming from the vehicle, it is very successful on this side.

In addition to the sound-proofing quality, we cannot ignore the comfort aspect. The new seats are really more comfortable and they offer much better lumbar support. The addition of 25% foam helps decrease the washboard feel in small bumps, and above all gives a more luxurious look! The driver’s seat is easy to adjust, combined with the adjustable steering wheel, any driver can find its fit.

The only negative point we found is a slight rumbling sound coming from the transmission when we drove in 4 X 4 mode, we will see in a short future if it will always be the case on the production models.

Many thanks to Polaris for the invitation. As usual, we were treated like royalty and had a very pleasant stay!

The post 2020 Polaris Ranger 1000 – First Ride appeared first on UTV Planet Magazine.

I already drove it on the trail a little over 450 kilometers, so I had a fairly good idea of ​​the capabilities of this machine. For those who do not know it, the RR version develops nothing less than 195 horsepower. You read correctly, 195 HP, the most powerful out-of-the-factory side-by-side vehicle of all brands available on the market today. But on the trail, it is difficult to safely use all this power and play with all the capabilities of the X3. Yes, huge power is ready to use, but one should also consider the suspension that continually demands more bumps, more jumps, etc. This being said, you will understand that finding a safe and appropriate playground to test all these features is not always easy…

No doubt, we wanted to find the right spot which would allow us to push the limits of the suspension and the engine of the beast. After a few discussions, Pat, one member of our team, knewthe people of the Off-Road Festival of Ste-Beatrix in Lanaudiere, Quebec. He made a phone call and that was it!

So here we are on the grounds of the Off-Road Festival, with jumps, straight lines, a sandy spot, and challenging steep rock slope. In short, a huge playground for adults, and it was just for us.

You certainly know the expression “falling back into childhood,” you know when you’re driving and you have so much fun that you do not want to stop, you just want to keep pushing the machine, turn after turn, like a five-year-old kid who does not want to stop playing with his new toy. That’s how I felt on this beautiful day of October.

A little bit of technique

We are talking about an SxS of 195 horsepower and 135 lb-ft of torque produced by the Rotax 900 ACE Turbo (Advanced Combustion Efficiency), a 900 cc Turbocharged Triple-cylinder engine, liquid-cooled with integrated intercooler and high-performance air filter. Originally the Maverick X3 was delivering 172 HP, the additional 23 horses come from – among other things – the turbo, which is a little bigger than that of the model R which propels 172 HP. Unique in the industry, the turbo is manufactured directly by Rotax. In order to properly tune the turbo, the engineers have enlarged the air cooler (intercooler), which is essential to ensure that fresh air is always available. The reason being that if you increase the pressure at the intake, the air will also warm up and this will greatly reduce the performance if it is not cooled before entering the engine. The air intake has also been modified to improve airflow, as well as the air filter. The final result is increased airflow capacity and better air circulation on the intake side to better feed the turbo. The pistons have also been updated to be more resistant in order to withstand the additional horses. Additional horses also mean new clutch calibration – the Quick Response System QRS-X pulleys also got recalibrated.

This car is perfectly legal for the trails in Quebec, the vehicle’s width is exactly 64 inches. But be careful if you want to make some changes in the wheels or tires to remain legal.

The X DS Turbo RR version is equipped with FOX Podium 2.5 RC2 shock absorbers with Piggyback reservoirs and they are dual-speed compression and rebound adjustable. There are double A-arms with sway bar at the front, and independent 4-link Torsional Trailing-arm X (TTX) with sway bar at the back. You will see later that I have no doubt about their ability. Total travel is 20 inches front and rear. The suspension and tire combination offers 14-inches of ground clearance.

As for the tires on our test model, the X DS turbo RR, Can-Am opted for 29-inch Maxxis Bighorn 2.0 with 14-inch aluminum wheels.

The interior of the cabin remains similar to last year. A noticeable change is the use of the new 7.6-inch digital display, which is now found on many other BRP products such as Spyder and snowmobiles.

On the track

Before going into the heart of my experiences with the Maverick X3 XDS turbo RR on the track of the Off-Road Festival, as I mentioned I already rode it about 450 kilometers in various trails in Quebec. Indeed, this machine turns heads with a sound that is out of the ordinary and its roar is definitely raising the adrenaline level for the pilot. The engine air intake is located just a little higher than the driver’s head, so we hear very well the snoring of the intake. It would probably be unpleasant in a work vehicle, but in an X3 … it only increases the feeling of power! And if you ever want more peace after having tried it, there is an adapter that extends the air intake backward for more silence. For my part, it is out of the question to change that…

The suspension does a good job in the trail, it is relatively firm at low speed, which is quite normal if you want to get good performance in extreme conditions. On the other hand, the more it gets pushed in the bumps the more it gives you – you just have to be careful, because, as the saying goes, at the end of each straight line there is a curve … In bumpy conditions we usually slow down, with the Maverick X3 XDS turbo RR it’s the opposite – we just want to give it more, because the suspension can take so much! We all have the same reaction, we stiffen imagining the impact, to realize a fraction of a second later that everything went smoothly.

I was apprehensive that with a turbo a little bigger, the engine would be less responsive, but it was a false illusion. The response is as fast as the previous 172 horses engine version, and it only takes a fraction of a second to feel the additional power. In a straight line and full acceleration, we feel the rear of the vehicle that lowers slightly to finally remains stable and offers full traction. Despite its long suspension travel, the vehicle remains stable and offers no unwanted bounce that would reduce its grip to the ground. I observed the same phenomenon in cornering, the FOX Podium 2.5 shocks do an excellent job and keep the vehicle stable in all situations. We must also give credit to the two sway bars that helped too.

But as you know, it is difficult and sometimes foolhardy to let go of your crazy on the trail, so this is where our test track came to allow us to push the X3 a little further …

Like any pilot, it takes a few turns to master the characteristics, performance, and reactions of the beast. Each lap, I pushed it a little more to understand its reaction on the different jumps and bumps and to study the correct dosage of the throttle to increase the push on the rear wheels during jumps in order to keep the vehicle in a good axis for landing, etc. But when all that is mastered, it’s just amazing how a stock machine without any particular adjustment can give you. The power allows to run at just the right speed to make the jumps, and keep the chassis in a perfect axis, and reach a near-perfect landing every time. The absorption capacity of the suspension helps a lot and even helps to correct some errors. Even landing slightly off-axis, there is no backlash, the suspension replaces the machine in the right direction without hesitation. In full acceleration, we reach 100km/h in a few seconds, it pushes us into the seat with a beautiful melody in the ear. What a great feeling, you have to try this to fully understand.

We also did some low-speed rock crawling crossings in the steep rocks. The 4-wheel drive with Smart-Lok technology does a good job and uses traction where and when it is needed. Even if the X DS version is not the best machine for this type of terrain, it is interesting to see how the Maverick is doing well.

No doubt, this beast is a racehorse capable of offering you a huge dose of adrenaline. The feeling of full acceleration coming out of turns is out of the ordinary and ensures a big smile.

I join the whole Planet Quad team in thanking the Can-Am company, for the long-term loan of the vehicle, and also the Ste-Béatrix Off-Road Festival crew and particularly Édith Loyer, general manager of the event, to have allowed us to use their facilities for our test.

The post 2020 Maverick X3 XDS Turbo RR Review appeared first on UTV Planet Magazine.