The rate at which UTV’s have improved in the last 10 years is nothing short of insane! So much so that I’m starting to wonder if the engineers at the various UTV manufacturers are working with alien technology that somehow made it to earth from a distant off-road paradise planet full of epic riding and lacking asphalt of any kind. Most manufacturers are making amazing advancements in everything from horsepower to suspension, to technology and more but the two at the bleeding edge are Polaris and Can Am. Last year, Polaris released the all new RZR Pro R, a 225hp naturally aspirated beast that most considered to be the new king of UTV’s. Since that release, anyone paying attention to the high horsepower UTV market has been waiting to see how Can Am would respond. Well, they just answered with the all new Can Am Maverick R and needless to say, we’re impressed!
The engine in the all-new Maverick R is a brand new boosted 999 cc 3 cylinder Rotax that boasts an impressive class leading 240 horsepower. To pump out all that power, Can Am added a new 54mm turbocharger bolted directly to the engine block allowing it to be integrated oiling and cooling. To handle all the power, Can Am went to a closed deck head design and used 8 tension rods running through the block to handle pressure from the increased power. They also added forged aluminum pistons and plasma coated the cylinders.
The new Maverick R ditches the ubiquitous belt that has driven most UTV’s for the past few decades for a new Dual Clutch Transmission (DCT). The gear on gear design of the DCT gives you a more connected feel and allows you to select what gear you want and when. Shifting through the 7 gears in manual mode is done using paddle shifters mounted on the steering wheel.
If you want to take a break and let the computer do all the work, you can switch the transmission into automatic mode.
Can Am is not the first to use a DCT in a sport UTV but there are a few things that make their take unique including the ability to shift on the fly between high and low gear and the electronically actuated Park, High and Low.
Drive Modes
There are 3 drive modes available on the new Maverick R to help you have the right amount of power and performance at the right time, they are: Normal, Sport, and Sport+. Normal mode is designed for every day riding and Sport mode gives you more power and performance for when the terrain opens up a bit. Sport + mode is where things get interesting. Sport+ mode activates Can Am’s new Advanced Response Technology (ART). I won’t bore you with the details but in short, it uses black magic to begin to spool the turbo greatly reduce turbo lag. In combination with the new Dual Clutch Transmission, the power is almost instantaneous.
Suspension
The most glaring difference between the new Maverick R and any UTV on the market it the innovative new suspension. While the looks of the new suspension is jarring, even more jarring is the impressive travel numbers, with 25 inches of travel out front and 26 inches of travel in the rear on the Smart Shox equipped models. The design definitely takes some getting used to but Can Am and their engineering team are betting the improved suspension performance is worth it. One of the biggest benefits of the new suspension design is the reduced load on other suspension components including an 85% reduction in load on the front upper control arms and a 15% reduction in load on the tie rods. The unique rear suspension reduces load on the toe line by 45% and 38% on the upper links.
Sparing you the nerdy details, the new suspension reduces its tendency to roll by half keeping you flatter in corners and giving you more predictable handling.
Interior
There are some major changes to the interior starting with the new 10.25 inch center screen and infotainment system. The new screen allows you to view front and rear cameras, driving stats, performance info, music, and more. It also brings Apple CarPlay to the Maverick R, an industry first. Controlling the infotainment screen is now even easier with new steering wheel mounted controls on a redesigned wheel. Tilt and telescopic steering is also available.
How Much is the New Maverick R?
The new Maverick R is available in 4 trim levels.
Maverick R
Maverick R X
Maverick R X RS
Maverick R X RS with Smart-Shox
Wrap up
There has been so much progress and improvements in the high horsepower top end UTV market over the last few years that it has become very difficult to impress. When Polaris released the RZR Pro R, many proclaimed that it was simply the best UTV ever made. With that kind of expectation, Can Am had a difficult task ahead of them with the new Maverick R. Time behind the wheel will tell but one paper it appears they were up to the challenge and may have even set a new bar.
]]>In 2019, Honda released their first sport side by sides with two models, the Honda Talon X for tight technical trails and the Honda Talon R for more wide open terrain. With the 2020 model year came the release of the Talon X4 and Talon X4 Fox Live valve models. While there was plenty of excitement around the release of the 4 seat Talon X from Honda, some were left asking, where is the 4 seat R? Finally, after 3 full model years, Honda answered the call with the new Honda Talon R4 Fox Live Valve.
The first question most will be asking is, what makes the new Talon R4 Live Valve different than the Talon X4 Live Valve, so let’s start there. The truth is, both machines are very similar, right down to the available color options with all Fox Live Valve models being available in either ‘Pearl Red” or “Matte Navy Blue”.
In fact, from a 100 yards, you may not be able to tell one from the other. However, there is one major change that easy to see as you get closer and sticks out like a sore thumb once you’re pushing it on the trails and that is the additional width and suspension.
The new Talon R is now 68.1 inches wide and has the same suspension setup as its 2-seat little brother. Out front it has independent double wishbone suspension with 17.7 inches of travel; over 3 inches more than the Talon X4. In the rear you will find a 4+link trailing arm set-up with 20.1 inches of travel; over 5 inches more then the Talon X4. As for shocks, you will find 2.5 inch Fox QS3’s on all 4 corners. We’ll dig into the performance and handling later.
The rest of the differences between the X and R are subtle. The wheel base is just 2.3 inches longer, ground clearance is improved at 13.2 inches, turning radius is just under a foot wider at 22.6 feet and the R4 out weighs the X4 by 48lbs.
We were lucky enough to spend a few days in eastern Oklahoma at the Mid America Outdoors off-road park testing out the new Talon and getting some experience behind the wheel.
We started off with a night ride in some tight trails in the hills and creeks around the park. A few weeks prior to our arrival, there was an Ultra 4 race on some of the same trails and the night before, there was a HEAVY downfall of rain. Needless to say, there were some heavy ruts through the trails which made for an epic night ride.
The next day, we spent the first half of the day riding trails that varied from tight and technical with some rocky hill climbs to short stretches of wide open terrain. The second half of the day we were able to jump in a completely stock Talon R4 with Baja 1000 winning professional racer Eliott Watson behind the wheel and run it around the recently completed short course track designed by Travis Pastrana and friends.
To see what the Talon R4 was capable of with a professional driver behind the wheel was in a word, shocking. With that in mind, let’s jump right into suspension and handling.
For those who prefer a more wide-open riding style and a smoother ride, the Talon R4 is big step up from the Talon X. With the suspension in Normal mode, the R4 feels smooth through tight technical trails absorbing most of the bumps and jolts that come with choppy terrain. The additional travel and width should keep most people comfortable for a full day of riding.
When the Live Valve suspension is switched into Sport mode, the R4 become more stable and planted feeling, especially as you push it through tight corners at speed. This was made even more apparent when we hit the short course track with Eliot Watson. He had no problem pushing the Talon R hard into corners with the R4 remaining stable throughout. He also hit multiple jumps along the way, in some cases clearing doubles and the suspension had no problem handling it. Not once in the laps we took did that R4 bottom out. With the right person behind the wheel, the suspension and handling were impressive.
While the suspension performance was impressive, in our opinion it could benefit from a third live valve mode. A Sport mode for high speed or high clearance situations, a Normal mode for every day driving, and a Comfort mode for choppy dirt roads and trails. A comfort setting would also help account for those times you find the back seats empty and provide a smoother rider for 2 passengers riding in a 4 seat machine.
While the new suspension will get most of the attention, Honda has made a number of improvements with the new Talon R4 that we feel bring enough impact to address.
Having spent plenty of time behind the wheel of a Talon X, steering was one of the improvements that stood out to me the most. The steering is well balanced giving you plenty of assistance while not sacrificing feel. The improved steering is thanks to a new electronic power steering (EPS) unit that increases torque assist 87% and includes a return-to-center function that helps you get back in a straight line coming out of corners. It also has a new and improved steering rack for increased strength and durability.
While we are talking steering, a question a lot of people will have is, how is the turning radius? The turning radius on the new Talon R4 is 22.6 feet. For perspective, that is just short of a foot wider than the Talon X and over 8 inches more narrow than the Kawasaki KRX 4. We had no issues with making tight turn in the wooded trails of Oklahoma.
The Talon R4 carries over the same Africa twin used in the other Talon models with same 104 horsepower from the factory. The trans is also the same however, there were some improvements to the electronic control system that were definitely noticeable over the 2021 and older models. The tip-in, or responsiveness to putting your foot on the accelerator has been improved allowing for smoother engagement and a less jerky feel going through rough terrain. In addition, on prior models sport mode for the transmission was only available in high gear and is now available in both low and high. This gives you the ability to stay in automatic mode but will shift down quicker when you need it and let the RPM’s get higher before shifting up.
Honda has a great combination with their engine and transmission and there is a reason the big players in the UTV market are developing a DCT… ahem Can Am. Truth be told, having been a Honda Talon owner in the past, I miss the feeling and control of a dual clutch transmission.
With the Talon models now nearly 5 years old, Honda has had time to listen to the consumers and make some changes based on their feedback. They have added new full doors as a standard feature to help keep the dust and mud out. The doors have a more finished look on the inside and include cup holders and storage nets.
The wheels and tires are new with some great looking aluminum wheels and new Kenda tires with thicker sidewalls.
They have increased the cage side-pipe thickness from 1.5mm to 2.3mm giving you more protection in event of a rollover and lastly, the Talon R4 has the gauge cluster properly located on the dash directly in front of the driver.
The Talon R4 is priced at $25,799 US. That is $1,200 cheaper than a similarly specd Polaris RZR XP and $2,700 cheaper than a similarly specd Kawasaki KRX.
With the initial release of the Talon in 2019, Honda set out to create a UTV with industry leading handling and responsiveness, the durability, quality, and reliability they are known for, all designed around an exciting family friendly experience. As with any new model release, there are lessons learned in the first few years of production that usually translate into a better overall product down the road. This was certainly the case with the new Talon R4 and while many waited impatiently for its release with only hopes of it one day coming, the result of that wait is and impressive rig that is a great fit for just about anyone looking to have a comfortable and exciting time with their family on the trail.
]]>When Kawasaki introduced the new KRX in October, some people were immediately wondering why they did not come to market with a 150+ horsepower Turbo. The same can be said for when Honda released both the Talon X and Talon R and with Yamaha and the YXZ. With Can-Am and Polaris releasing sport models nearing 200 horsepower, why would the Japanese manufacturers release a sport machine with no where near the horsepower coming from their North American counterparts?
The short answer is likely that market research led them to the release machines in the 100-115 HP range and while you will not see as many Talon’s, KRX’s, or YXZ’s on the trail or in the dunes as you do X3’s and RZR’s, they are definitely growing in popularity with major aftermarket brands developing parts and accessories for them.
Before we get to a few of the reasons why the market demands led them to a comparatively lower horsepower machine, let’s take a look at some of the benefits of the Turbo’s and get a better understanding of why people want them.
The obvious, and biggest reason people want the Turbo machines is power. From dune riding to desert racing, having the ability to get out of the corners or up the dunes faster can be a huge benefit. In the dunes, there simply is no substitute for power. From carving bowls to hill climbs and drags, the dunes experience is just plain better with more power. Sure, you can have a blast at Glamis in a N/A machine, but you likely won’t be climbing china wall or winning the race up Oldsmobile.
As for desert racing or very aggressive trail riding, the benefit of extra power is undeniable as well. Some of these machines are pushing 100mph on the stock engine and are getting there quick. There’s no denying that you’ll get up and go faster in a turbo machine.
Another reason people are buying Turbo’d machines is manufacturer’s are putting their best specs on them. A great example is the the new Polaris RZR pro XP. The pro XP is Polaris’ premier machine and comes straight from the factory with 181 HP. On top of the horsepower, you’ll find options and specs that are not available on their lower HP models including better seats, stealing wheel controls, and their new lay flat rear seats available on the ProXp 4. Can-Am has taken a similar approach with their 195 HP RR models. For example, the 72” X3 RS Turbo R comes with 172 hp and Fox podium 2.5’s with up to 22 inches of suspension travel while the 72” X3 X RS Turbo RR comes with 195 HP and Fox podium 3.0’s with up to 24 inches of suspension travel.
In short, both Polaris and Can-Am offer better specs and more options on their higher horsepower models.
With all of that said, you have wonder why, if the best the North American manufacturers have to offer are high horsepower machines, what are the 3 major Japanese manufacturers, Honda, Kawasaki, and Yamaha doing coming out with comparatively lower horsepower. Like I said in the beginning, the likely reason why is that is what the market demands. So let’s take a look at why there might be more demand for N/A machines than there is for high horse power machines.
While there are thousands of people across the globe who love the dunes and need the extra horsepower, it’s my bet that there is a much larger number of people who buy side by sides for exploring mountain and desert trails or who enjoy slow paced technical riding where horsepower is nice but not necessarily needed. Having spent plenty of time in the mountains of Utah and Arizona and plenty more in the rocks in both states, the situations in which you NEED that extra horsepower are limited. A great example of this was at a recent event in Sand Hollow Utah. While there were plenty of turbo’d machines there, machines like the KRX and Talon were doing everything the other machines did and in many cases made it look easy.
Another driver in the demand for N/A machines is cost with Turbo machines being more expensive than their N/A brothers. As an example, the Polaris RZR XP 1000 has a base MSRP of $18,600 while its brother, the RZR XP Turbo has a base MSRP of $21k. Many consumers would have to ask themselves if the extra power is worth the extra $2,400. If you’re a dune guy, put yourself in the shoes of a midwestern trail rider and ask yourself if having 168 horsepower provides a meaningful benefit on the tight trails you ride every weekend over the 110hp you get on the similar but cheaper model. My bet is the answer is no. While all side by side manufacturers are very tight lipped about their sales numbers, I imagine that through their research, the Japanese manufacturers discovered that the answer was no.
Geography also plays a big role in what machines people buy. We did a poll on our YouTube channel where we asked people if they owned a turbo or naturally aspirated machine. With nearly 100 votes, 68% said they owned a N/A machine. We also asked people why they did or did not chose a turbo and the answer that stood out to me the most was “…Turbos and trees are a really bad mix. Going fast where I ride is not conducive to a long life for me or my machine”. Although I wouldn’t put myself in this group cause I like myself some hot nasty American speed, I thought this comment likely sums up a lot of peoples feelings.
There are definitely benefits to going with a Turbo machine.
If you want to go fast in the desert or hit the dunes, there is no substitute for horsepower. Wether it’s a Turbo RR model from CanAm, a RZR pro XP, or even adding a turbo to a YXZ, Talon, or soon a KRX, chose the machine that fits you.
If you’re riding style is mountain trails, exploring the desert and maybe the occasional dune trip, you would likely be very happy with a naturally aspirated machine. Might even have a little extra change in your pocket.
-Joe
]]>HorsePower and Engine
The first questions just about everyone will have is horse power. Some were expecting a super charged monster pushing 200 hp, others were expecting a horsepower number more in line with the other Japanese manufacturers in the 105 to 115 range. Well, those in the later group were correct. The new KRX will have 112hp. Although it will not come in a Turbo Model, Kawasaki is going the same route as Yamaha and Honda and partnering with the aftermarket to provide a bolt on Turbo kit. The turbo kit, from K&T performance is projected to bring the horsepower up to as high as 170 plus.
As for the engine in general, it looks like Kawaskai took the approach of catering to people who want enough power and torque and not just numbers that will blow you away. Using a selector on the dash you will be able to chose from 2 different power modes. These modes, low and High, allow you to change the power delivery to suit the driving conditions. The low power mode is tuned for technical terrain with milder throttle response while full power gives you all the ponies.
Transmission
The transmission and clutching in the KRX is also unique. Kawasaki has a centrifugal clutch between the crankshaft and CVT drive pully which eliminates the shock of the CVT belt engaging. In short, this will allow for smother take off and throttle control which will definitely help navigate the slower more technical terrain. While we’re talking CVT, the KRX includes a belt temp sensor and other belt safety features to help increase the life and performance of the CVT belt.
When it comes to gearing and transmission, the KRX will include 3 different drive modes. Two wheel drive, four wheel drive, and four wheel drive with diff lock. All three modes are shift on the fly selectable using a knob on the dash, including the diff lock. When the knob is turned, the system engages instantly and smoothly so the driver has full control of when 4WD or the front differential lock is activated.
Suspension
Now let’s talk about suspension, first with travel. The new KRX definitely came to play with the big boys when it comes to suspension travel with 19 inches of front and 21 inches of rear travel. To give you a comparison, the new RZR pro XP comes with a claimed “usable Travel” of 20 inches front and 22” rear wheel travel but an actual wheel travel of 17” front and 20” of rear wheel travel, putting the actual travel ahead of Polaris’ latest and greatest.
As for Shocks, the KRX will come with Fox podium 2.5 low speed compression shocks. They are piggy back reservoir units that are 24 position fully adjustable compression dampening and fully adjustable preload. All indications are they perform very well in the woops and choppy stuff when combined with their 4 link trailing arm rear suspension and double wish bone front suspension.
While we’re talking suspension, lets talk about ground clearance. The KRX will sit 14.4 inches off the ground and includes arched A-arms. This is probably a good time to mention that it will come from the factory with 31” Maxis carnivores and 15 inch bead lock wheels on all four corners.
Wheel base and track width
Time to take a look at the dimensions. Kawaski came with a unique approach here. Rather than going with a standard size like 64” or 72”, the KRX will land some where in the middle at 69 inches wide. The extra width should help with stability and cornering. As for the wheel base, the KRX comes in at 99 inches. Which is definitely on the longer side when it comes to other 2 seat machines. This longer wheel base should also help with stability and ride quality.
In addition to that, The wheels are at the four corners of the machine and extend beyond the bodywork, giving approach and departure angles of 90 degrees
Rollover Protection System
Based on what we’ve seen and heard, Kawasaki is very proud of the Rollover protection structure or “ROPS” that they have developed. One thing they claim makes their system unique it that the “KRX 1000’s frame incorporates the ROPS as a stressed member” They claim this “energy-absorbing ROPS design helps disperse stress, contributing to optimal rigidity and high durability.” It’s hard to say for now how the stock cage will hold when compared to the competition or if it is a necessary upgrade as is often the case on competing machines.
Cabin
The KRX appears to have a roomy cabin due to the width and wheel base of the machine. It includes high backed bucket seats that are adjustable front to rear and standard 3 point seatbelts. The seats appear to be slightly bolstered, holding you in position in tight corners.
The doors of the KRX are fully finished and include a cup holders in the passenger door, a built in arm rest and can be opened from either side. An interesting tidbit is that the doors are not suicide style doors like most sport machines.
Instrumentation
Thankfully, Kawasaki did us all a favor and mounted the instrument cluster in front of the driver instead of in the center of the machine. The cluster displays white backlighting and has 3 brightness levels. There is a ton of information available on the instrument cluster so instead of going over all of them, I’ll share a few of the highlights.
First for me is the CVT temp gauge. This is not an option found on most machines and will allow you to monitor the temp of the CVT and give her a rest when she needs it and will likely increase the life of your belt.
The cluster also includes a large speedometer, bar style tach, gear indicator, and multiple warning lights. All in all, it appears to be in line with some of the better instrument clusters on the market and similar to the one found in the new Can-Am’s
Styling
Lastly, lets take a look at the styling. This is going to be purely opinion and change person to person but if you ask me, it is a GREAT looking machine. Color preferences aside, the wide stance, long wheel base and front end make the KRX look aggressive and just plain mean. It has a large cargo area and following the trend of other manufacturers, there is no tailgate.
The KRX is available with multiple accessory packages and will have a variety of accessories available from your local dealer.
Conclusion
So that’s it, the wait is over and we finally know what Kawasaki has been working on. Did they show up with the machine to take on all machines and dominate the north American competitors? I don’t think so but guess what? They came aggressively to the market with a machine that will have broad appeal. If your asking me to predict the future, your going to see a bunch of KRX’s on the trails in the coming years.
Check out our YouTube video breakdown of the KRX Here:
Ride safe, pack out what you pack in, and we’ll see you on the next one.
-Joe
]]>Click here for video:
In 2020 Kawasaki again released the same version of the Teryx that they have had since 2016. The frame, structure and 800 cc motor has been around even longer. The next question to ask is it time for a redesign and what you would like to see for the changes?
Without a doubt this has been a great and reliable machine for my family and me. We have loved this machine since bought new in 2017 and the point of this write up/ video is to only state what improvements could be made to take this machine from good to great. Listed below are the pro’s and con’s that I feel are very important to mention.
Pro’s
1. Quality built machine
2. Very reliable
3. Very comfortable seating for driver and passengers
4. The LE comes with roof, doors, four led head lights, well-built front bumper and upgraded rims
5. Great price point “best bang for your buck”
6. Awesome tilt and well-built steering wheel.
7. Fox 2.0 shocks with an overall great ride in my opinion
8. Great CVT belt life
9. Great paint schemes
10. Excellent three-year warranty.
Con’s
1. 800 cc motor
2. Extreme heat in cab
3. Lots of engine noise in cab
4. Little cargo space in rear
5. CVT hard to get to
6. Cage built too high in the rear
7. No arched A-Arms
8. Outdated looks
Potential Changes
Now let’s talk only about the cons and I would like to offer my solution for the fix. Again, this is only my opinion, but feel that these changes would really take this machine from good to great.
1) The motor needs to be a 1000-cc plain and simple. That alone would make this machine even more capable all around. I love hitting the mountain trails and everything in between. With that said when I like to be out in the dunes the extra horsepower would be much appreciated. Having the governor set higher at 65 or 70 mph would be a bonus as well.
2) The heat in the cab needs to be fixed by the manufacturer and it needs to come standard with heat shielding or whatever Kawasaki can come up with. In southern Utah the weather can hit 110 day after day, and it becomes quiet hot on those summer days riding.
3) Engine noise in cab needs to be addressed as well and I have another theory that might help. Having a 1000 cc motor tuned just right would allow it not to work so hard all the time bringing the heat and noise down in the cab. Stretching the frame could push the motor back for a possible fix however, based on the comments on the video, many are not in favor of extending the frame.
Check out Heat Shielding video here:
4) The smaller cargo space in rear bed can be fixed by extending the bed some or stretching the frame. Again, most are against that unless Kawasaki went to a stub noise design, otherwise I don’t see a real fix for that without changing the length.
5) The CVT is not fun to get to at all, but moving the motor back might give options, but Kawasaki would have to come up with the solution there. With that said the belt life when taken care of is great on this machine.
6) The cage can be chopped down a few inches in the rear, which would allow easier access into cargo or toy hauler trailers. I think it would enhance the looks of the machine as well.
7) This machine would be great with standard arched A-Arms. The stock clearance is not bad at all on the machine, but many like mine have installed a bracket lift. It would be awesome to see Kawasaki come out with the machine setting two inches higher and arched A-Arms.
8) The looks of the Teryx are good and I find my machine to be very nice looking with the current wheel and tire setup. The color options are great and the 2020 model colors are awesome. Overall the Teryx is a little outdated and could use a transformation more than just the face lift that they gave it in 2016.
Conclusion
Over all the Teryx is good but it is due for some major change. To think that the Teryx is fine the way it is, and no changes are needed is a step back. One of the biggest argument about the improvements is the machine will cost more to buy. The answer to that for me is yes, I would pay two to three thousand more to have a 1000 cc power plant and some other changes mentioned above. I will say under one condition though, the three-year warranty stays. I believe Kawasaki will remap this machine shortly and with the new sport model on the horizon, it might come sooner than later.
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Until then, check out our thoughts on what we can expect in the video below.
]]>From the time the rumors began about a new RZR from Polaris, people have been wondering how, or if, it would compare to the Can-am X3. Then Can-am dropped a bomb by announcing the 2020 X-3 RR models with nearly 200 horsepower. After that announcement, the noise got even louder. Then on June 28th, 2019 Polaris announced the RZR XP Pro model. In this video, we’re going to compare Polaris’s new top end 64” machine, the RZR XP Pro Ultimate, with the top end 64 inch machine from Can-am, the X3 X DS Turbo RR.
Let’s get this out of the way first, these model names are getting a bit crazy…rather than referring to the Can-Am as the X-3 X DS Turbo RR and the Polaris as the RZR XP Pro Ultimate, I am just going to refer to them as the X-3 RR and the XP Pro.
This article is not meant to be an opinion on which machine is better and why. Instead, we will compare the X-3 RR and XP Pro in 3 different categories. Engine and drive train Specs, suspension, and interior features.
Let’s start by comparing drivetrain. The obvious spec to lead with here is engine and horsepower. The new XP Pro comes with a 925 cc ProStar Twin Cylinder Turbo engine delivering 181 HP while the X-3 RR has a 900CC Rotax triple cylinder turbo engine delivering a class leading 195 HP. While the Can-Am has an obvious lead when it comes to horsepower, wether or not that matters is entirely up to you.
When it comes to transmissions, both the X-3 RR and the XP Pro are still running a CVT transmission with both claiming to have made recent improvements to handle the increased power in later models.
As far as the Drive train goes, the XP Pro comes with what Polaris calls the “Isolated Xtreme Performance True On-Demand AWD/2WD” System. They claim to have strengthened just about everything with the drivetrain, from the transmission to hubs and everything in between.
The X-3-RR meanwhile comes with Can-am’s SmartLok true 4 mode traction system giving you 2wd, 4wd w/ front diff lock, 4wd trail active, and 4wd trail modes.
While many in the industry expected Polaris’ latest model to go right after the Horse Power numbers Can-Am is putting out, it seems like they are searching for the sweet spot between high power and drive ability. With that said, its clear that Can-Am is the market leader in for horse power and likely will be for some time.
Let’s start with the X-3 RR. It features double A arm suspension in the front with 20 inches of travel and Fox 2.5 Podium RC2 Piggyback shocks with compression and rebound adjustments. In the rear it has 4-link Torsion trailing arm suspension and 20 inches of travel as well. The rear also has Fox Podium 2.5 piggyback shocks with rebound adjustment and bottom out control. The ground clearance for the stock X-3 RR is 14 inches.
The XP Pro features their Dynamics 2.0 Active Suspension System. This system includes FOX 2.5 podium Internal bypass shocks with Live Valve Electronically controlled Dampening. This system has the ability to tune the shocks on the fly based on the type of driving you are doing. As an example, in tight cornering, it will stiffen the outer shocks and soften inside ones to help you stay planted in the corners. The front suspension is a dual A-arm system with 20” on “usable Travel” while out back it features a Trailing arm suspension system with 22” of “usable Travel”. The XP pro sits at 14” of ground clearance. While both machines machines have top of the line suspension systems, the Dynamics “Live Valve” system on the Polaris offers benefits not found in any other SXS...for now...
Having watched the roll-out of the XP Pro, it was obvious that Polaris was proud of what they had done with the interior of their new model. I’m sure they spent years developing what they landed on are confident it will change the game for SXS’s. Here are a few of the features it seemed they were most proud of. First, the seats. They moved away from the standard seat it seems like they have had in the RZR since day 1 and now have Bolstered bucket seats with 4 way adjust ability. They also added retractable 6 point click-6 harnesses.
Second, instrumentation. In short, it’s advanced, and they have plenty of it. The gauge cluster is made up of Dual sweeping Analog dials on the right and left sides with a 4” LCD rider information screen in the middle. The XP Pro Ultimate also comes with Polaris ride command system. A 7” touch screen display and infotainment system with GPS and a Rockford Fosgate speaker setup preinstalled.
As for the X-3 RR, there is less to talk about as far as standard features go in the interior. With that said, their Ergo-lock cockpit has a reputation for being comfortable and their stock seats do as well. As for instrumentation, the it features a 7.6” wide digital display with a new keypad allowing easier interaction with the driver information system.
The value of the interior features or “creature comforts” will vary widely from person to person. For some, having a nice stereo or GPS won’t make a difference, for others, it may be the deciding factor in them choosing which machine to go with.
Both Polaris and Can-Am continue to innovate. There is a reason they are the leaders in the UTV game. The question is, with the prices of these machines rising as fast as they are, is the value these innovations bring keeping up with the price. Only time, and the number of machines they sell will tell.
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