We experienced weather (unusual
for SoCal) that was both cold and wet,
and the roof and windshield were both
extremely welcome. When you fold the
accessory windshield, it converts to a
half windshield, and we initially believed
we would use it folded most of the time,
but we left it up most of the time. It
does get dusty, but the fenders on the
XTR do such a good job that it never got
We spent time in sand, on packed
trails and roads, and even hit some
extreme rocky areas. In all cases the
XTR worked well. Our experience with
crew-cab UTVs has been that they have
improved ride comfort. They are not as
happy sliding corners as two-seat units,
and we find ground clearance a compromise.
Usually, what you give up in over-ob-
stacle clearance you gain in the abil-
ity to stretch between points. In the
case of the XTR, we definitely had to
watch the clearance-crossing berms
and sharp rises. We used the XTR skid
plates far more than we banged the
two-seat Stampede’s undercarriage.
Nevertheless, it shrugged off the abuse.
You do feel the difference in weight. It
softens the acceleration feel a bit. Still,
the 80-horsepower engine is more than
capable thanks to intelligent gearing.
Even with the taller tires the XTR climbs
very well in high range and great in low
range. Compared to other brands with
CVTs, the XTR reacts to throttle inputs
with greater smoothness and control
with minimal lunge or snatch to the ini-
tial throttle, and it builds power quickly
and smoothly without hitches or jumps
in the torque curve.
There is a 900cc twin-cylinder motor
in there under the dump bed. It is very
smooth, both in terms of vibration levels
and how it reacts to throttle inputs.