New front carriers are needed for the Turbo, as it got larger CVs and axles and three-piston
front brake calipers with larger (248mm) rotors, while the XP 1000 got the same two-piston
brakes and axles as the 2015s. The Pure Polaris high-clearance lower arms on our Turbo also
have larger-diameter tubes and additional gussets; we’ve seen MXC-USA Turbos fold OEM
front arms in rocks.
$20,299, while the High Lifter Edition
is $23,499. Can-Am’s 2016 Maverick
1000 starts at $16,399, and Turbo
Mavericks are $20,399–$23,999.
Arctic Cat’s 2016 Wildcat 1000X
EPS is $17,499, and the 1000X LTD
and SE are both $19,999. Arctic Cat
doesn’t have a turbo edition yet but
has partnered with Speedworks for a
HOW MUCH FASTER IS THE XP TURBO?
They both are limited to the same top
speed, but the Turbo gets there much
quicker. On Oldsmobile Hill, the Turbo
would pull the XP 1000 by a length or
two towards the top, but it didn’t win
every race. A quicker reaction time
gave the XP 1000 the edge on some
passes, as we switched drivers often,
but the extra torque of the Turbo didn’t
always overcome the gap in the deep
whoops at the base of Oldsmobile
Hill. In the dunes and on the trails, the
Turbo’s torque makes it faster from turn
to turn, but not by as much as we had
expected. Where traction is scarce, like
on silt-covered desert hardpack, the
XP 1000 is easier to control, but the XP
Turbo has the advantage most of the
WHAT ABOUT THE CVT/AWD DELIVERY?
We also tested an XP Turbo against
the XP 1000 in rock-crawling situations,
and the Turbo is as easy to drive and
modulate in the rocks as the XP 1000.
The extra torque helps the heavier
car clear obstacles easier, and the
upgraded front diff and axles increase
durability over the XP 1000, but we had
our Turbo stick in gear twice (see “Top
10 Turbo Upgrades” in the next issue).
We didn’t experience any problems
with the XP 1000’s CVT during testing,
nor did turbo lag become an issue. We
have broken three front diffs on our
2015 units, but the 2016 XP1K has
held up so far, as has the Turbo.
The XP 1000 has 93mm pistons and a 73.5mm stroke for 999cc,
and the inline ProStar twin makes an impressive 110 horsepower. The
2016 sports the same third CVT duct as the 2015 had, while the XP
Turbo has an upgraded forced-cooling duct integrated into the new
The XP Turbo has an extra radiator for the inter-cooling system
and an air-scoop hood with air dam for more airflow, along with
an extended front fascia for air management. It also has forced-air
targeted cooling for the CVT clutch, but low-speed, high-load driving
can cause the engine-management system to go into limp mode
above 230 degrees.
HOW ABOUT TURNING AND HANDLING?
Both cars have an identical
wheelbase, travel and geometry, but
the Turbo has front and rear torsion
bars and stays more planted in corners
with less body roll. Its extra torque
seems to offset the extra weight (116
pounds) from turn to turn, but it also
over-rides the stock Bighorn tires in
loose sand and pushes/wanders more.
Overall, the XP Turbo has a better
overall turning and straight-line stability
package, but there are some situations
where the XP 1000 is easier to drive,
like on slick surfaces. The Turbo also
has more fore/aft weight transfer in and
out of corners.
WHICH WINS THE SUSPENSION WARS?
The XP Turbo has a clear advantage
in suspension. The revised Fox 2. 5 front
and 3.0 rear IBP shocks deliver a much
smoother ride quality in the dunes and
desert chop, especially 2WD-hop chop.
The XP Turbo stays flatter on the big
WHICH HAS BETTER BRAKES?
Oldsmobile Hill whoops and flies better
over jumps. In the Arizona desert, we
backed the compression clickers all the
way out on the Walker Evans shocks
and three clicks from all the way out
on the Fox IBPs, and the Turbo shocks
still delivered a better ride with less
bottoming on G-outs.
Turbo again. The three-piston front
calipers and bigger 248mm rotors on
the front of the XP Turbo give it a clear
advantage in pucker power. Both RZRs
have great brakes, but the Turbo stops
quicker, despite its extra weight. Neither
has engine braking, though.
WHAT ABOUT DURABILITY?
On paper the XP Turbo should have
the edge with its upgraded engine-management system, cooling and
upgraded drivetrain, but the reality is
that the Turbo went up to 234 degrees
and into limp mode during the dune
photo session, while the XP 1000
didn’t have any issues. We also had the