We like the choice of seats Polaris
installed in the RZR Desert Edition,
but are not huge fans of the seat belts.
While they provide great security, they
squeeze your legs together, which is a
We like the stock seats in the Maverick
better than any other set of UTV seats.
They are firm yet plush and hold the driver in place even at an aggressive pace.
We added a Turnkey UTV harness bar
and will install five-point belts soon.
machines have great wheel-travel
numbers, with the XP 1000 just edging out the Maverick by 1 inch up
front and 2 inches in the rear. The
Maverick’s 15 inches of movement up
front and 16 inches out back are controlled by a set of fully adjustable Fox
shocks. The RZR is equipped with fully
adjustable Walker Evans suspension.
Although great products, we found
weaknesses in both setups.
On the Polaris, it feels as if they just
took a set of shocks off of a standard
RZR XP 1000 and slapped them on
the Desert Edition and called it good.
That would be fine, but the added
weight and leverage of the wider
beadlock-equipped wheels and taller
30-inch tires make the machine feel
soft. The extra 50 pounds of the spare
tire, mount and storage box contribute
to this feeling as well. Just by adding
stiffer upper springs or a crossover
ring on the rear shocks would help
immensely. This way, the stiffer lower
spring would come into play sooner,
reducing body roll. We would also
add some compression damping to
In tight corners the Maverick seems to
pivot and oversteer, while the Polaris
has some body roll but is more predictable.
the front shocks.
The Maverick has a similar problem with the rear suspension. Even
though the shocks in the rear offer
16 inches of travel, the initial ride
height is way too low. When parked,
the Maverick only has about 6 inches
of travel left in the shock, and under
acceleration that number gets cut in
half. So when you hit a bump, the