When introduced last fall, the Maverick X3 upped the ante on the entire Pure Sport segment. It is revolutionary in so many areas of comparison, not the least of which is its ultra sleek, low slung and aggressive profile.

The low-slung profile of the X3 is not just sizzle, it’s engineering steak that’s a direct response to the original Mav’s upright, too-tall posture. The lowered center of gravity that includes a radically re-invented cockpit and more reclined driver positioning is without equal right now.

Wouldn’t you know it, Can Am has taken the X3 and it’s radical ergonomics and styling to the Max.

The 4-seater X3 Max appears somewhat automotive, actually sort of SUV-ish from the side. 165 inches overall with a 135-inch wheelbase. With 22 inches of travel, front and rear, this vehicle, in this long wheelbase, 4-place edition is simply amazing in whoops, bumps, transitions and gnarly terrain at any speed.

The capability of this Max takes the archetypical Pure Sport SxS genre to a new and unequaled level of speed and control on off-road surfaces.

Yes, the Max rendition of the X3 is actually a fairly simple chassis lengthening exercise of nearly three feet – 34 inches actually. This extension of the Max looks neither awkward nor obtuse but rather balanced and athletic. In our opinion, from some angles the profile of the X3 Max is actually more appealing than the 2-seater X3.

The Max’s rear seat comfort is excellent. Is it better than all other 4-seater pure sports we’ve encountered to date? Because the Max is almost 3 feet longer than the 2-seater, there’s not only more room, there’s comfortable room for the rear passengers. Riding in the rear of the new X3 Max is not a prison sentence – it’s a spacious place to take in everything off-roading has to offer.

If there was a compromise in the way the Max worked in terrain then it might make the X3 Max less desirable, however, it’s more adept in high speed terrain and rough off-road excursions than the 2-seater X3.

Is the Max less fun on trails? Possibly, if the trail gets tight. Is the three feet of Max meat and its resultant 400 extra pounds something you should be concerned about? That’s a tough question. If we had to argue there’s a good case to say the 2- seater should be faster, by how much faster we’re not able to quantify right now. However, the answer to that question is high on our agenda.

What’s with 3-cylinder engines? Aren’t triples supposed to be more complicated, with more parts and increased weight?

Yet, Yamaha with its YXZ triple, is knocking the ball out of the park and, Can-Am has turned heads both on these shores and internationally (see article this issue) with its X3 triple.

Owners tell us, and our test riders will quickly attest, their smoothness and vibration-free performance is a genuine attraction. A 3-cylinder engine’s exhaust cadence is real ear candy, too.

The first 3-cylinder SxS we experienced was in John Deere’s utility focused XUV825i, using an Asian-built Chery EFI triple.

We absolutely loved its engine-tranny and power steering combo and quickly put it at the top of our list for desirable all-purpose Side x Sides. The silky smoothness of that engine did it for us.

It wasn’t long before the same engine was available in Kawasaki’s Mule PRO FXT and it, too, is a bastion of engine smoothness and velvety operation.

What you’re looking at is not a full sized ACE. When you see one on the dirt you nearly have to do a double-focus squint to make sure it isn’t a big brother ACE, maybe a bit further away from your line of vision.

Polaris has been skillful and careful to deliver a pint-sized (actually a medium pint – maybe closer to a quart) ACE replica that outputs the same level of entertainment as its adult-sized kin. The product planners have been careful to specify the entry-level age is 10-year-olds and they probably sleep better at night knowing kids will have seatbelts on and a roll-cage to protect them in worst-case situations.

Some impressive features: The 149cc 4-stroke single offers EFI – a super upgrade for both the kid operating the ACE and the parent who would ordinarily be frustrated playing with throttle and choke to get it started. By the way, there’s electric start included.

Interior amenities include the usual ACE stuff – a nice supportive adjustable bucket seat, good belts, side nets and – wonder of wonders – a tilt steering wheel. This means more return on parental investment. Your kid can get one of these when they’re 10 and be challenged and comfortable with the same ACE 150 as they grow into a teenager or at least, a tweener.

Suspension is the real deal too. Dual A-arms up front with juice shocks and 5.1-inches of travel. Out back there’s a more basic swingarm suspension and 6-inches of travel. Plenty of cush for kids, we think.

The 150 is 2WD but has hydraulic disc brakes at all four wheels, a decently usable cargo box and a long 65-inch wheelbase to soak up trail junk. Oh, there’s a whopping 9-inches of ground clearance here so you can stop worrying about getting hung up on roots and rocks.

If you’re wise about using the 150’s parental throttle control system and give your kid plenty of supervision, they could likely have the biggest grin in their classroom as their jealous pals drool over this awesome, surprisingly capable off-roader.

One word of advice: Invest in a winch. Your kid is going to want to go where you go.