YXZ1000R was the most expensive
color choice at $21,599, but Blaze
Orange is $1800 less. Add the MPI
155-horsepower turbo kit at $3,995
MSRP and the price as tested is
$25,594. Price-wise, the Octane Blue
Can-Am takes the wallet win at $1900
less than the Polaris and $2,495 less
than the MPI YXZ.
STRAIGHT-LINE ACCELERATION AND
We performed several passes on the
1/8th-mile beach drag-race course,
WHO’S GOT THE HANDLING?
and, no matter which driver got the
jump, the Yamaha would catch and
pass for the win at the finish line. It
especially pulls harder in the upper revs
and gears (third and higher) than the
CVT-driven machines, and it willingly
bumps the Yamaha rev limiter on
top. In second, the Can-Am pulled
the Polaris by a length or two in most
passes, but a good gate put the RZR
ahead on one pass. Clearly, the MPI
Yamaha has the power and torque to
overcome any disadvantage out of the
hole and on shifts—and that’s at the
base 5-psi boost. For another $1,195,
MPI’s Stage 1 kit bumps up the boost
to make 180–190 horsepower.
All of the 64-inch-wide turbos have
crisp handling, and the Can-Am’s
shorter 88-inch wheelbase should give
it an edge in turning, at least on paper.
The Polaris and Yamaha have front
and rear torsion bars for flatter turning,
and the RZR stays in 2WD until you
get on the throttle late in the turn, so
it turns in easier with less push. The
stopwatch and pilot feedback prove
that the Polaris handles best with its
balanced chassis, two effective torsion
bars, On-Demand 4WD and good
combination of cornering and straight-
line stability. On our rough short course,
the Can-Am was about a second a lap
slower than the XP Turbo, as it couldn’t
quite hammer turns and whoops as
hard as the Polaris, but it was three
seconds a lap faster than the MPI
Yamaha. The Yamaha lost time with
clutch work and shifting in the turns,
but hammered whoops the hardest.
It also has 27-inch Bighorns while the
others have 28-29s.
HOW DOES SUSPENSION COMPARE?
Can-Am and Polaris have second-
generation suspension tuning, while
this is Yamaha’s first try in the
Plumbing and shielding are intricate on the XP Turbo, and the rear remote-reservoir Fox 3.0
Podium IBP shocks have been reworked with five damping zones for a balanced ride with
excellent bottoming resistance. Check out the Zerk grease fittings for the rear torsion bar and
mass air flow sensor on the airbox plenum.
The OEM headers and mid-pipe are used with the MPI kit, and the smaller sound-compliant
kit muffler routes sideways across the rear like on the Polaris. The inter-cooler kit sits where
the OEM secondary airbox used to reside, and massive 32-inch Fox 2. 5 Podium RC2 BOC
piggyback shocks deliver 17. 2 inches of rear travel with progressive-rate springs.