Xxc vs xrs 2020 x 10


  • Запчасти для мотовездеходов BRP Can-Am
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  • Can-Am and Honda make two of the newest and most impressive cc, normally aspirated, trail-focused UTVs on the market. It seemed only natural to get them together for a rigorous comparison to see which one has the goods for trails, and to find out where they excelled.

    Of the two available two-seat Talons, the X is most comparable to the Sport X xc. Both are cc twins with a inch track width, and both have basically equal suspension travel numbers and Fox QS3 shocks. The Can-Am chooses a throaty cc V-twin with the iTC Intelligent Throttle Control electronic fuel-injection system and a traditional but still effective automatic continuously variable transmission.

    The Maverick claims horsepower. This proven engine traces its roots to the very first performance Maverick when it was the most powerful engine Can-Am offered in a UTV. The iTC operates electronically with no direct cable connection between the gas pedal and the EFI butterflies. The ECU smooths the throttle inputs for a response that is less jumpy than cable-style throttle operation.

    Eco takes some fun away to improve fuel economy, and it allows smoother operation in low-traction, technical sections. Honda coupled the engine to a six-speed dual-clutch transmission. It sounds great going through the gears, and there is no belt. Like the Can-Am, the seats are ready for four-point belts.

    The nets add a feeling of safety. Sport mode still shifts automatically but lets the engine pull longer in each gear before shifting. Override either automatic mode using the paddle shifters. The Talon has direct engine braking like any gear-to-gear transmission. A sub-transmission provides a low range. In Trail mode, it senses traction and trades power between the front wheels. Select Trail Activ mode and the diff will feed power to the front wheel and grab more traction, or it will engage both at the same time.

    Seating in the Maverick is very upright but comfortable. The three-point retractable seat belts work fine, but the seats are ready for four-point belts if you want them. When one wheel is spinning, the BTCS slows the offending wheel and channels torque to the wheels that have traction.

    The brains of the system measure the force required to stop the spinning wheel, and it shuffles four times that amount of power to the wheel on the opposite side. I4WD is complex, but it does a great job maintaining traction.

    You have the benefits of a locking differential, but the steering always feels normal. This system is claimed to be easy on the front differential, and you are allowed to select between 2WD and I4WD on the fly. The arms are not arched, but we never touched much of anything but the skid plate. They are compression- and preload-adjustable coil-over piggyback reservoir shocks that soak up trail abuse. Progressive-rate shock springs are standard, and the front and rear of the Can-Am have sway bars installed to aid stability.

    The X double-wishbone front suspension not arched arms uses Fox Podium 2. The X has 15 inches of rear-wheel travel using a traditional three-link rear suspension with high-clearance trailing arms. Honda went for inch non-Beadlock wheels with inch Maxxis tires that are a Honda exclusive.

    The Maverick Sport has a great approach angle and these beefy arched A-arms for added clearance. Both machines have Fox QS3 shocks, but the Maverick has 2. Most rated the Talon as a more hospitable interior, but the difference was not great.

    The Honda has better cup holders, but the Can-Am has half doors, while the Honda has quarter doors with nets. The Can-Am has profiled cage tubing, so it can accept a fully closed cab for extreme weather. Both machines have much-appreciated in-cab storage. The Can-Am gauge is a bit easier to read at speed. Both steering wheels are tilt-adjustable, and both have gated shifters that work well.

    Both machines have retractable three-point belts, but there are pass-through openings in seatbacks for four- or five-point harness-type seat belts. That is a whopping 11 inches shorter than a Maverick X3.

    Oddly enough, the Talon X has a wheelbase 3 inches shorter than the Maverick Sport, but the Honda is almost 2 inches longer overall. That gives the Talon a sleek, sporty profile, while the front of the Can-Am is abbreviated.

    Basically, like the difference between a greyhound and a bulldog, but that difference gives the Maverick Sport great approach and departure angles.

    Add in more than 2 inches of ground clearance and those high-clearance, arched suspension arms, and you can see why the Maverick Sport is a serious, tight trail car. A Talon X is no slouch on the trail. It is battle-ready, but the high-clearance on the Sport literally allowed us greater line choice threading through rocks and ruts. It also pushed deeper into a route with drifted snow before getting bogged down.

    One part of an in-and-out route required see-sawing through a tight brush going down and coming back up. Not fluffy brush, but spring steel bushes that will scratch and rip body parts off. The Can-Am thrived and felt like it was 10 inches shorter. The Can-Am feels just as short and hyper-responsive when the trails open up.

    This is California, after all, and our sections of the tight, twisty trail are separated by faster and often rougher sections. Sections where ground clearance and snappy steering are not required and can be a handicap at times. Both cars do fine in our typical western terrain, but in the open, the Honda is more at home. The seating position and cockpit layout make it feel like it wants to roll fast, and you can toss it into rutted turns with less concentration than you would the Can-Am.

    As a blanket statement, the Can-Am suspension is smoother with more comfort for the driver and passenger in all situations. Cab comfort is high with the Talon, but suspension comfort is harder to find. One day of our testing was over extremely steep, rocky, and rutty terrain. Many of us equate long-travel suspension with high speed and whoops, but added travel makes a car more reactive to rocks and slow-speed obstacles, and that shows up in passenger comfort.

    Both of these cars are firm and bouncy over abrupt rocks. This is especially true of the Talon. On the positive side, you can push the Talon hard—really hard—and the car stays composed. Repeated impacts like deep whoops eventually have the Can-Am kicking up its heels, but the Talon simply gets with the program.

    Fox QS3 shocks have adjustable spring preload and three compression settings. For choppy trails, we kept the shocks set to one—the lightest setting. The Can-Am has 2.

    Both cars are fun and effective when the pace is bumped up, but in general, the Honda is happier when it is being pushed hard. HONDA TALON When it came to measuring the difference between the two machines, the overall handling was a significant difference, but the engine and transmission performance made an even greater difference.

    Some UTV fans have strong opinions about CVT belt-motivated drive systems, either pro or con, and it is unlikely anything we say will sway them. The Talon 6-speed DCT transmission performs well. It has a warning light for excessive clutch temp, but we never saw it. We have a lot of a hard time on our Talon X, and the transmission and clutches are still going strong, but no matter how smooth you attempt to drive, there is constant drivetrain snatch at a level that rocks your head forward and back.

    No problems at all. No matter the pace, the CVT engages smoothly with no odd surges of hiccups. There are many times that the Honda is not at the optimum rpm for the situation, but you never feel that with the CVT.

    At higher speeds, the Talon feels like it is happier than the Can-Am. At low speeds the Can-Am is happy, and the low range is quite low, so it feels ready and able for ugly terrain. It tops out at 30 mph in the low range. For one narrow trail with steep climbs and descents joined by straight sections, we had to shift into low for the climbs, then stop and go back to high for the descents and straight bits.

    The Talon does a shade over 50 mph in low! We could drive the whole trail in low with no problem. Both get the job done very well, but the transmission, mode selection, and possible override are constantly there to be considered with the Talon, but with the Maverick, you simply drive, and the CVT requires no thought except for when and where you engage low range.

    You also have 2. Neither offer spacious legroom. Drivers over 6 feet tall were able to drive both cars, but they would have liked more room. Even though the feel of the engines and the way the transmissions operate are very different, the actual performance is quite comparable. We have learned to left-foot the brake when backing the machine up. Otherwise, it can lunge, and we found we needed care backing it off the trailer.

    On the trail, the Honda feels a bit more potent at higher speeds. Everything about the Can-Am feels trail-ready. Can-Am runs a beefy A-arm rear suspension with arched A-arms and 2. Ride comfort is better than the Honda, but it does kick up in big whoops.

    It tows 1, pounds. The faster the route and the smoother the terrain, the happier it is. If things are tougher, the Can-Am thrives.

    It rarely barks the undercarriage on the trail, and the high clearance allows more freedom of line choice without penalty.

    Whether we need horsepower or not, there are plenty who just want it. The X3 X rs Turbo-RR has the horsepower tune, along with long-travel, fully adjustable suspension. In the cockpit, four-point seat belts sit under a plastic roof surrounded by blue painted bodywork to show off the RR moniker. Color-matched beadlock wheels help dress it up even more. In the drivetrain, the Smart-Lok front differential is standard and comes in handy in the rocks and mud.

    The transmission is reliable as well. Polaris has yet to come out with a competing machine for this beast. The new Pro XP platform is only available in a inch-wide version. As fast as they get. It gets up to 80 mph in about 10 seconds with perfect traction. We will bring you the details of that adventure another time, but in stock trim, this X3 rips.

    When you stab the throttle, the front end lifts almost into a wheelie. At 50 mph, the car levels out, then screams along until it hits the mph speed limiter. It helps keep the secondary aligned perfectly with the primary as it moves. It all depends on the size of your right shoe. It works fine at slower speeds and is a blast on all trails. Roll on the throttle a little harder and you feel the turbo kick in and push the machine forward at a good clip. When you go full maniac and floor it, you get pinned to the seat back and instantly hit warp speed.

    Full adjustment will allow you to dial the shocks in for your type of terrain. If you settle on a midrange setup, the ride will be a little choppy at slow speeds. Dial that out and the car gets too much body roll. With the shock clickers set in a neutral position, the car is a bit choppy at slow speeds over bumps. That can surely be dialed out with the slow-speed compression dial. If sliding is more your thing, it does that, too.

    On tight trails, you sort of do both while driving it. We would set the car up for turns with a bit of brake, a flick of the steering wheel and throttle out. On flat turns with no berms, it does push if you try to accelerate out of the corners. We prefer steering with the throttle to solve this. You can dial the shocks in for your terrain for sure. There are adjusters for high- and low-speed compression and rebound.

    You can also tune the springs to your liking with preload and cross-over rings that tell the shock when to go into the stiffer main spring. So, if you ride a lot of whoops or high-speed chop aggressively, you should make the main springs come in early.

    If you are a dune guy or slower trail rider, you might want to have a smoother ride and use all of the top spring for more plushness.

    Fox helps you dial in the suspension for your ride area with a setup chart at www. There are two hydraulic fluid reservoirs hooked to the brake pedal of this X3. One operates the rear brake and one is for the front. This keeps fluid temperatures lower for better pedal feel.

    Can-Am is the only UTV manufacturer that has a braking system like it. So, the brakes are strong. The few days we had this machine out for aggressive testing, we never felt fading, and at the speeds the X3 is capable of, you need good brakes.

    The rougher the trail and the faster you drive the X3, the better it is. It likes to be abused in rough terrain. With a inch wheelbase and 2 feet of travel, the car soaks up ditches and whoops like a Baja Trophy Truck. There is so much horsepower on tap, whether you want to fly down an open trail or climb a dune in deep sand, the X3 does it faster than you are ready for.

    You need to know the trail and your skill level before letting loose. The cargo tray will fit a tire lying flat, although you do have to get creative strapping it down. Instead of the hassle, we suggest getting a proper spare-tire mount. Still pretty good. The laid-back seating position and the long hood out front make it a little hard to navigate rock piles and mud holes, but technically the car does great.

    A smart-lock locking differential gives full locking capabilities up front, and the low range in the gear box allows the X3 to climb anything. This car comes with a thick UHMW skid plate that can take a lot of abuse. In tighter trails, the wider X3 pushes some, so we just adjust our driving style by using the throttle to move the back end around. The signature laid-back seating position is great for dunes and high-speed roads.

    If you want a more upright position, that is available at no charge. All you have to do is unbolt the front seat mounts and move a spacer, which will allow you to tilt the seat forward a couple of inches.

    This gets you closer to the steering wheel and provides a better view of the long hood. The slow-speed compression clickers soften the little bumps but add to body roll at high speed. Spring collars on the shock bodies fine-tune the spring rate even more.

    The steering wheel has good ergonomics, and the EPS assist makes it light and fun to flick around. We took ours off for the test shoot day. This inch-wide Maverick X3 is a beast in the bumps. It has 22 inches of wheel travel and dual-speed compression adjusters, plus rebound tuning. Right now this 2-seater has the most power, wheel travel, width and wheelbase of all the competition. So, for the guy who wants to walk into the dealer, sign a check and come out with the most complete stock machine, this is it.

    Is it the best? We think it would be close after installing a set of high-performance lower A-arms and a set of tires more purpose-built for where you ride.

    On flat turns with no berms, it does push if you try to accelerate out of the corners. We prefer steering with the throttle to solve this. You can dial the shocks in for your terrain for sure. There are adjusters for high- and low-speed compression and rebound. You can also tune the springs to your liking with preload and cross-over rings that tell the shock when to go into the stiffer main spring. So, if you ride a lot of whoops or high-speed chop aggressively, you should make the main springs come in early.

    If you are a dune guy or slower trail rider, you might want to have a smoother ride and use all of the top spring for more plushness. Fox helps you dial in the suspension for your ride area with a setup chart at www. There are two hydraulic fluid reservoirs hooked to the brake pedal of this X3. One operates the rear brake and one is for the front.

    This keeps fluid temperatures lower for better pedal feel. Can-Am is the only UTV manufacturer that has a braking system like it. So, the brakes are strong. The few days we had this machine out for aggressive testing, we never felt fading, and at the speeds the X3 is capable of, you need good brakes.

    The rougher the trail and the faster you drive the X3, the better it is. It likes to be abused in rough terrain. With a inch wheelbase and 2 feet of travel, the car soaks up ditches and whoops like a Baja Trophy Truck. There is so much horsepower on tap, whether you want to fly down an open trail or climb a dune in deep sand, the X3 does it faster than you are ready for.

    You need to know the trail and your skill level before letting loose. The cargo tray will fit a tire lying flat, although you do have to get creative strapping it down. Instead of the hassle, we suggest getting a proper spare-tire mount. Still pretty good. They are compression- and preload-adjustable coil-over piggyback reservoir shocks that soak up trail abuse.

    Progressive-rate shock springs are standard, and the front and rear of the Can-Am have sway bars installed to aid stability. The X double-wishbone front suspension not arched arms uses Fox Podium 2. The X has 15 inches of rear-wheel travel using a traditional three-link rear suspension with high-clearance trailing arms.

    Honda went for inch non-Beadlock wheels with inch Maxxis tires that are a Honda exclusive. The Maverick Sport has a great approach angle and these beefy arched A-arms for added clearance. Both machines have Fox QS3 shocks, but the Maverick has 2. Most rated the Talon as a more hospitable interior, but the difference was not great. The Honda has better cup holders, but the Can-Am has half doors, while the Honda has quarter doors with nets.

    The Can-Am has profiled cage tubing, so it can accept a fully closed cab for extreme weather. Both machines have much-appreciated in-cab storage. The Can-Am gauge is a bit easier to read at speed. Both steering wheels are tilt-adjustable, and both have gated shifters that work well. Both machines have retractable three-point belts, but there are pass-through openings in seatbacks for four- or five-point harness-type seat belts. That is a whopping 11 inches shorter than a Maverick X3.

    Oddly enough, the Talon X has a wheelbase 3 inches shorter than the Maverick Sport, but the Honda is almost 2 inches longer overall. That gives the Talon a sleek, sporty profile, while the front of the Can-Am is abbreviated.

    Basically, like the difference between a greyhound and a bulldog, but that difference gives the Maverick Sport great approach and departure angles. Add in more than 2 inches of ground clearance and those high-clearance, arched suspension arms, and you can see why the Maverick Sport is a serious, tight trail car.

    A Talon X is no slouch on the trail. It is battle-ready, but the high-clearance on the Sport literally allowed us greater line choice threading through rocks and ruts. It also pushed deeper into a route with drifted snow before getting bogged down. One part of an in-and-out route required see-sawing through a tight brush going down and coming back up.

    Not fluffy brush, but spring steel bushes that will scratch and rip body parts off. The Can-Am thrived and felt like it was 10 inches shorter. The Can-Am feels just as short and hyper-responsive when the trails open up. This is California, after all, and our sections of the tight, twisty trail are separated by faster and often rougher sections.

    Sections where ground clearance and snappy steering are not required and can be a handicap at times. Both cars do fine in our typical western terrain, but in the open, the Honda is more at home.

    The seating position and cockpit layout make it feel like it wants to roll fast, and you can toss it into rutted turns with less concentration than you would the Can-Am. As a blanket statement, the Can-Am suspension is smoother with more comfort for the driver and passenger in all situations.

    Cab comfort is high with the Talon, but suspension comfort is harder to find. One day of our testing was over extremely steep, rocky, and rutty terrain. Many of us equate long-travel suspension with high speed and whoops, but added travel makes a car more reactive to rocks and slow-speed obstacles, and that shows up in passenger comfort.

    The Smart-Lok front diff and mated EPS tuning optimizes traction with minimal steering input required. The X3 rc Turbo RR is a technological marvel on rocks; its most limiting factor is the sight-line over the long hood.

    Запчасти для мотовездеходов BRP Can-Am

    The cc BRP triple has three 74mm pistons and a low 9. Stroke is A 46mm EFI throttle body and Advanced Combustion Efficiency heads get forced-air induction via a larger Rotax turbocharger, improved intake, and a Donaldson air box.

    The inch Maxxis Liberty tires add to overall handling and ride comfort, and front-width rears help set up drifts into turns. The rc Turbo RR is a blast in the dunes and desert, too. Front shocks are Fox 2. Boxed double-arch A-arms add strength and clearance.

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    Excellent and highly tunable. With 22 inches of front travel and 24 inches in back, inch Turbo RRs lead the class in usable suspension. Rebound is 12 clicks out. Fox recommends a Can-Am is the only manufacturer to offer separate front and rear hydraulic braking systems, and it uses two-piston calipers on all four corners with mm front and mm rear rotors.

    They have no trouble hauling down the larger inch tires on new inch beadlock rims, and there is EBS and Hill Descent Control built into the CVT, so it crawls at a walking speed when needed.


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