We make the trek with Can-Am to the United Arab Emirates to take part in the Liwa Motorsport Festival to see first hand the huge impression the new Maverick X3 is making on the Middle East market.
Then, we check out all the high horsepower racing action, take on the legendary Moreeb Dune and ride into the Empty Quarter of the world’s largest desert with Can-Ams Maverick X3 X-rs Turbo.
Motorhead Mark looks to see if you really can tackle all your work chores in comfort and style with Polaris’ RANGER XP 1000 Northstar HVAC edition featuring a fully enclosed cab and an integrated, factory installed air conditioning system as well as a heater to keep you comfy in all weather conditions.
It was on a cold dreary November day when I received a email from Can-Ams Pierrick Pointet inviting us on behalf of their European and Middle East offices to attend the Liwa motor festival which takes place the first week of January.
The festival brings together the regions most powerful four-wheel drive trucks in the headline attraction event as they drag race up the Moreeb dune, which measures over 300 meters in height and has a 51-degree slope.
The seven-day event also hosts a variety of other competitive events from car drifting, to flat course ATV and Side x Side drags and even competitive events with Camels and falcons.
Aside from checking out the event, wed also have the opportunity of meeting the crew from MTM Powersports and drive with some of the early adopters of the Maverick X3 in the legendary empty quarter of the Saudi Arabian desert which borders on the region of Liwa in the UAE.
The famous American author Helen Keller once said, “Life is either a great adventure or nothing”. This has been a guiding principle Ive always lived by and with that I was quick to accept the invite.
Upon arriving on the outskirts of Liwa where the event is hosted you are amazed at the vastness of the desert and the size of the windswept dunes. In comparison to the Imperial Sand Dunes (Glamis), this place was a world all to its own and marked just the edge of what is the largest sand desert in the world.
The event itself is wild, crazy and runs non-stop…or thats at least how all the people in attendance see it. If I were paid a dollar for every time someone hit the rev limiter or backfired their exhaust Id be a millionaire today.
If it werent for Morning Prayer at the Mosque, youd never hear a silent moment. If passion for motorsports would be measured by bored out cc displacement Liwa would mark the location of this motorsport haven.
Can-Am and its distributor MTM Powersports knew this all to well and took advantage of the event to showcase the new Maverick X3 and to make a further impression on the market.
From what we could tell, they were doing a good job. The concentration of X3s at the event was really impressive. Rather than a group of riders being comprised of a mix of different side x side brands, riding groups in the Middle East are more like tribes. They each have a leader and group is predominantly driving the same brand.
The first of the two groups we rode with is the notorious Boomer Team consisting of 12-14 members who were all former RZR XP Turbo owners. Beyond the purchase price of the vehicle, theyve dropped an equal amount customizing their rides with every high-end performance mod you can think of.
Whether this is all for show or not is debatable, but like other brands Can-Am also has its Middle East ambassador. Known for his smooth riding style, Al Neyadi is a General in the UAE Army and has a following comprised of other military, police and emergency service group members.
Aside from personal choice of tires, Al Neyadi runs a stock Xrs model marked with a huge national UAE flag mounted atop his Maverick X3 to display his proud heritage. Always with smile on his face, Al Neyadi graciously invited us to his camp for a traditional feast of Lamb that was prepared and served on two-and-half feet diameter silver platters accompanied by rice, Dahl bread and vegetables.
More than just coincidence the three defining characteristics Can-Am uses to position the Maverick are Defiant, Precise and Powerful, which perfectly compliment the traits all Emiratis strive to attain in their social structure.
As worlds continue to collide you can be sure the Middle East market will have a growing influence on the design of high performance sport Side x Sides weve all come to love today.
Coming up this week on Dirt Trax Television…
Its a shootout between the Polaris Ranger XP 900 Crew and the Can-Am Defender HD10 Max to determine which one wins the most categories and is most deserving of the title.
In Trail Tech, AJ amps up the performance of our Wildcat with some help from MBRP Performance Exhaust.
And in Test Ride, Mark does a deep dive into Arctic Cats Prowler 1000 XT and reveals why this fully capable UTV is definitely worth your attention.
All this and more on the next episode of Dirt Trax Television!
The United Arab of Emirates, more commonly referred to as the UAE, has mainly been popularized by its largest city – Dubai. This is where excess and exotic merge together forming a lifestyle that even the most eccentric consider wildly bizarre.
Ironically, this is also where old world traditions coalesce with a progressive sub culture and where someones status is measured equally by their financial clout as much as their family heritage.
While excess comes in many forms, the locals – commonly referred to as Emiratis – seemly can never quench their thirst for power. This is no more apparent than with their love for motorsports.
Whether its someone owning a 1,200 hp Bugatti Veyron Super Sport as a weekday commuter or a family owning a Nissan Patrol SUV retrofitted with a 700 hp supercharged Corvette LS3 engine to play in the dunes on the weekend; the “common folk” are die-hard horsepower enthusiasts.
The popularity of sport Side x Sides in the Middle East can best be described as feverish and the market size is quickly rivaling the American South West attracting manufactures and aftermarket companies to the area.
During the pre-launch of the Can-Am Maverick X3 in the summer of 2016, the local distributor, MTM Powersports, was given one of the early release demo units to test. They knew that if the X3 was all that it was being touted as, they would need to showcase its performance to its customer.
To do this they traveled to the desert oasis region of Liwa, which sits close to the border of Saudi Arabia. Liwa is also the home of the tallest sand dune in the UAE – the Moreeb Sand Dune that measures over 300 meters in height and has a 51-degree slope.
To their amazement the X3 Xrs with its 154hp turbo powerplant and QRS-X CVT transmission pulled hard, fast and straight up the 300-meter high dune with little to no hesitation.
MTM Powersports wanted to push further to test the limits of the X3. They continued to run it back-to-back , over-and-over again with no wavering in performance or mechanical failures. Being the first Sport Side x Side in stock form to accomplish this was a huge testament for Can-Am.
After posting the videos on social media, news traveled fast throughout the Middle East and interest in the Maverick X3 exploded.
Demand for the X3 intensified so much that Can-Am was now faced with hard decision. Where would the first production run units go – would it to be the American South West or to the UAE?
With Can-Ams market share in the UAE sitting around 30% and demand for the new Maverick escalating, Can-Am knew it had to meet demand and gain consumer loyalty. Locals were crazed for the X3 and even the high cost of air freighting the units aboard an Air Emirates A380 flight didnt faze them.
Can-Am focused on function and began with the chassis. The two foremost goals for the X3 chassis were that it had to be light and it had to be rigid. This was accomplished by utilizing an exotic steel called Dual Phase 980 used in the super-car industry.
Early on, Can-Am’s engineers determined the best way to get the most consistent performance from a vehicle’s suspension is to ensure the chassis it’s bolted to is extremely rigid. Mission accomplished with the X3.
It was time to bolt up a dual A-arm front end with arched lower arms yielding 20-inches of wheel travel. It was mated to a trophy truck-inspired 4-link trailing arm rear end also with 20-inches of travel on the Xds and up to 24-inches on the Xrs.
All four corners are damped by massive Fox 2.5 Podium RC2s that are 3-way adjustable. 20 inches is a big number. But what if it didn’t deliver? That would be a shame. Luckily, that’s not the case. Travel is pillowy soft, it’s deep and it’s progressive, so bottoming isn’t an issue.
Ergonomics were also high on the list of priorities when designing the X3 chassis. It’s the chassis layout that ultimately determines where and how the occupants are seated in a vehicle and with a clean slate to work from, Can-Am was able to develop the most aggressive and ergonomically correct seating position we’ve experienced.
What makes the ergonomics so good in the X3 is a combination of position and design. The seating position itself is the most laid back, kart-style of any SxS to date… and its adjustable if you want to sit a bit more upright.
Seats designed by a company that supplies seats for Ferrari are a one-piece molded design Can-Am calls “Ergolock”. The bolstering is specifically designed to hug your body and keep you locked in. It works when you’re railing corners and, perhaps equally as important, the seats remain comfortable for all types of riding.
If there’s one thing we could say about the interior that isn’t quite perfect, it would be the steering wheel. We feel it’s just a bit on the small side and way too flexible.
Just a few years back, turbochargers weren’t all the rage. The old adage “there’s no replacement for displacement” prompted dreams of big bore, big cylinder count engines in most high performance vehicles.
This is the decade of the turbo, though and while a turbo can make anything better, a turbocharged triple cylinder engine is just a very special combination. The X3’s 900cc turbocharged and intercooled engine is referred to as the ACE and produces a surprisingly silky 154-horsepower.
154-horsepower in a SxS is like pizza: Even if it’s not good, it’s still pretty good. In the Maverick X3 though, it’s not just good, this power is incredible… but not for the reasons you’re probably expecting.
A new CVT transmission Can-Am calls the QRS-X consists of a larger, 6-roller primary and 3-roller secondary clutch that pinch a wider drivebelt, and it’s responsible for the smoothest and most linear power delivery of any performance vehicle we’ve ever driven.
Can-Am’s former performance Side x Sides have been known for abrupt clutching and aggressive throttle tip-in. The Maverick X3 is the complete opposite. Clutch engagement is as smooth as butter, power delivery is actually a bit on the soft side, though once the boost really kicks in, you better be holding on! Speed climbs so fast it can take you by surprise.
The X3 Xds package is 64-inches wide – pretty standard for a pure sport SxS. The width definitely helps make it more stable. But much of its very predictable handling characteristics are thanks to its 4-link rear end’s nearly scrub-free operation, excellent sway control both front and rear and its extremely precise, short ratio tri-mode power steering system.
There are a few secondary features we think are worth noting: The Xds comes with 14-inch aluminum bead-lock wheels and 29-inch Maxxis Bighorns are a great combo anywhere your imagination may take you.
Trick LED lighting adds to the X3’s overall futuristic feel and semi, halfish doors will keep you in and most debris out. Multiple drive modes and a throttle limiting “Learn Key” help keep the incredibly powerful X3 controllable in any situation, even for newer drivers.
I can just picture a young boy in Quebec, sitting at his desk drawing pictures of the ultimate off-road vehicles he had imagined in his mind. Long travel, big horsepower, futuristic looks… the same stuff you and I imagined back in the day.
When the time came for Can-Am to build the ultimate pure sport SxS they needed imagination. They needed people to think like they did as kids, with no limits or restrictions, no one telling them the ideas they had were unrealistic or impossible and that’s exactly what they got.
Underneath it all, the X3 was born in the minds of imaginative dreamers. It was Can-Am who brought it into reality for us all to marvel at.
Anyone driving a car (or truck), making mortgage payments and trying to put food on the table these days knows how important it is to squeeze value out of everything you buy. Obviously, Arctic Cat is listening because the product planners have come up with an ATV that brushes mighty close to the “too good to be true” category.
The VLX 700 exceeds in so many categories and has a price so low ($5,999.00 USD, $7,199.00 CDN) it actually competes with the cost of ATVs two categories below it.
Certainly, the starting point doesn’t include Cat’s latest Alterra bodywork or mechanicals. It does, however, find its foundation in the most recent iteration of Arctic Cat’s former 700 chassis. This platform is still in use in Cat’s lineup with the big-inch 1000 XT V-twin and both Mud-Pro models, the 1000 and 700 Limiteds, so it would be wrong to call its underpinnings obsolete.
Its torque-blessed 695cc SOHC single is a strong, proven engine that generates plenty of grunt and decent top speed. This H1 EFI-equipped engine is assembled in Cat’s own state-of-the-art engine plant in St. Cloud, Minnesota and there are thousands of them out there. Value pricing shouldn’t mean reliability compromise and the VLX has the potential to be as tough as an M1A2 Abrams Tank.
Over the years we’ve had plenty of opportunity to ride the VLX’s ancestor, the XT 700, and we can tell you its selectable 4WD system is very good and its Duramatic CVT is well-thought-out and efficient. Like the Yamaha Kodiak, this CVT uses a sprag clutch. The belt is turning even at idle so when the sprag kicks in theres minimal stress or potential for scuffing the drivebelt.
Ground clearance has always been a big deal with Cat and the VLX offers 11-inches of it and ten inches suspension travel at each wheel. Hydraulic shocks with spring preload adjusters are used and there are no anti-swaybars. Cat has recently gone to using swaybars on some of its models but the VLX doesn’t.
For many years they claimed using a swaybar interfered with the “independent wheel movement” of each individual A-arm. This meant stiffer shocks and a somewhat compromised ride compared to some of the plusher competition. To be fair, Cat has tweaked its suspensions over the years and ride compliance is less of an issue than it once was.
There are a few other downgrades but they are counteracted by some upgrades. Yes. The dash pod looks pretty bare with no instruments. Instead, there’s a series of gear selection lights that tell you if you’re in Park, Neutral and Reverse and if your engine is overheating.
The counteracting upgrade is the use of aggressive-looking Carlisle TrailPro tires and black, styled steel wheels. Although these wheels are cheaper than aluminum ones, they are tough and, with the current trend toward dark wheels on trucks and cars these days, they look very up-to-date.
The VLX constitutes such good bang-for-the buck we don’t need to belabor its value. If you’re hunting down a reliable, strong-performing, thoroughly equipped ATV at a ridiculous price, it just doesn’t get any better than this.
Back in 2015 when the 2016 Kodiak 700 was first introduced, Yamaha also introduced a brand new Grizzly 700. The Grizzly was intended to go higher on the performance scale with better shocks, different CVT clutch calibration and a fresh chassis with new bodywork.
Meanwhile, the Kodiak 700 was based on the former Grizzly model’s geometry and had a slightly detuned Grizzly engine with the CVT set up for very smooth engagement and slower shift-up.
The idea was that the utility market wanted a low cost alternative with plenty of low-end power for towing, lugging, climbing and hauling – not something you’d compete with at the Bonneville Salt Flats.
The Kodiak uses the same basic 708cc twin-cammer as the Grizzly but its set-up allows for emphasis on torque rather than RPM. Yes, it is utility focused but in actual fact, it’s a great performer, too.
Interestingly, this year there are pimped-out versions of the Kodiak 700 with aluminum wheels and EPS – and these are really attractive ATVs sure to draw glances even from shoppers looking at a performance Sport-Ute at a really good price.
Since the conversation here is about getting the most ATV for your money, we’re focusing primarily on the baseline Kodiak 700. Its pricing isn’t nearly as attractive as Cats VLX ($6,999.00 USD. $8,649.00 CDN) but the cost is still well under ten grand and that’s saying a lot for big bore ATVs these days.
Standing back and squinting at it, there’s no mistaking the base Kodiak for the Deluxe version. It has blacked-out plain-Jane wheels with fairly slippery Maxxim donuts and not much to show in the way of external glitz and glamor.
Underneath however, the Kodiak is a serious piece of equipment that has nearly all the time-proven features the Grizzly has brought to market for years.
It uses Yamaha’s super-durable Ultramatic CVT and On-Command 4WD albeit without diff-lock. If you ante up for the SE, you can get diff-lock and we strongly recommend it.
Yamaha uses heavier primary clutch weights to soften the Kodies engagement and to keep the engine pulling at the peak of its power curve – great for hauling loads. A fully enclosed “wet brake” is used at the rear axle (hydraulic discs up front). This brake design is strong, linear acting and lasts forever.
Here are some thoughtful things targeted at the utility user. The Kodiak actually comes with thicker plastic body panels than other Yamahas. The idea is it needs to withstand the abuse from abrasion (trees, rocks etc.) because of its utility designation. The track width of the Kodiak is also slightly narrower than the Grizzly so it fits into tighter spaces when riding off-trail.
The heart of the Kodiak is its immense torque output. It is targeted at what you need – not necessarily what you think you want.
It is light, nimble and gets the job done whether you’re using it as a workhorse or if you’re recreating.
AJ reveals the bones of our latest project build that is sure to churn up a lot of mud and challenge the most competitive racers on the circuit.
Luke turns to one of our Jr. Test Pilots to help him evaluate the hottest little buggy on the market today: the Polaris ACE 150.
DIRT TRAX is an international award winning offroad motorsports program with National broadcast coverage on Sportsman Channel in the United States and in Canada on City TV, Wild TV, REV TV, Cowboy Channel, RFD TV and Sportsman Channel Canada, as well as international coverage on our popular YOUTUBE channel.
For all media, sponsorship, and other queries, please visit our Contact Us page.
© TRAX MEDIA INC 2022
