We recommend installing this locker on bikes with power steering although we have had minimal complaints for bikes without power steering. Pinning off the carrier lets both axles get power by carrier and it is not dependent on the front right axle to power the front left axle. This will also eliminate the issue with twisting off the stub shafts in the differential. Locker is definitely a true locker both tires turn hard steering is a little different definitely stiffer will have to adjust your power steering but would definitely recommend this locker.
I have a outlander and would like to consider a locker for my front diff but I am in Canada would it be possible to get it done and what is the turn around on it? You are certainly welcome to purchase our parts, even in Canada! We ship worldwide. To install the locker it takes business days and to pin the diff to spider takes business days plus shipping, to and from us.
The only downside is going through customs, we have no real estimated time for shipping if it ends up getting stuck in customs. The locker replaces the visco lok clutch pack very simple install. So is it pretty much like welding the spider gears making it hard to steer? What is the turn around time sending different to get it installed? Yes sir correct, That is personal prefrence some say they do not mind it or notice it with power steering others say its a bit difficult.
Turning radius will suffer with any locked diff, we are at a 2 day turn around for the lokcer installed. Does this mean it will always be in 4x This will be locked in 4x4 all the time.
You are more than welcome to try it out and see if you like it, if not we offer returns on this as long as your differential is bolt together and not welded together.
So am I reading this correct if you ad pin diff to spider my diff has to be sent in. We would not recommend this product without power steering. However, we have had customers without power steering provide feedback and it doesn't seem to be an issue.The Can-Am X3 power is impressive to say the least.
It pulls off the bottom and continues to run pretty hard all the way through. HMF Racing has developed a couple of different exhaust options that will give you between 5—7 extra ponies on the dyno. The Dual Full systems are Turbo-Back, featuring two inch mufflers that retain the original turbo and down-pipe heat shields.
They come with two 18mm O2 bungs—one for the original O2 sensor and one for the wide-band O2 sensor. The aluminum Performance Series gains 6 horsepower, 4 foot-pounds of torque, increases the decibel output by 10—12 and weighs The stainless steel Titan QS picks up 5 horsepower and 4 foot-pounds of torque, while the Titan XL picks up 7 horsepower, 5 foot-pounds of torque and raises the decibels by 8—9.
As with just about any fuel-injected machine, you will need a Fuel tuner or ECU re-flash to adjust fueling when adding an exhaust system.
There are a handful of different performance companies re-flashing the X3 ECU, and they all have slightly different parameters to which they think are optimum. An X3 ECU re-flash from HMF Racing will see gains of 13 horsepower over stock and may even require clutch tuning to fully take advantage of the increase depending on tire size. HMF raises boost from 12 to 15 psi, adjusts spark timing for octane fuel, removes all speed limiters, and fixes fueling to work with most free-flowing exhaust systems.
Other improvements are the no-brake start, kicking the fan on quicker at degrees, more linear throttle control and eliminating the Can-Am shaft-saver function. Rev limiters are set to rpm, and they also allow for brake and throttle application without de-rated power.
Bump Steer Delete Tie Rod Kit (BSD)™ Can Am X3 RS and X3 RC
The issue is small rocks, gravel, and mud getting stuck between the brake caliper and the inner wheel. As the wheel turns, it slowly grinds away like a lathe in a machine shop.
To combat this issue, you should pay special attention to this area when cleaning your X3. Another great preventative move is to go with inch wheels for more clearance. We opted for a set of the new eight-spoke Tsunami wheels from ITP.
Skip to the end of the images gallery. Skip to the beginning of the images gallery. Compare Products. Add to Cart. Warranty View Instructions. Save to Wishlist Compare. Share this. Industry Leading Adjustability Our high-clearance A-arms come with one-of-a-kind adjustable pivot blocks.
What does that do for you? That lets you adjust the camber and alignment of your UTV to ride perfectly even when you add a lift kit, new shocks, or larger tires. AKA less wear and tear whether you stay stock or go big. Ride with Confidence We believe in riding with confidence.
In riding in a no-holds-barred pedal down sort of way. So ride how you want — SuperATV will hold your beer. Features High-clearance — 1. If for any reason an arm bends, breaks, or fails we will replace it free of charge. Whether you pile it up or your buddy took it for an innocent test ride, we've got you covered. Ball joints and tie rod ends are considered wear and tear items and do not carry a lifetime warranty.
How to make a warranty claim? Before sending anything to SuperATV, please click below to fill out the appropriate form: Warranty Returns Complete the form, ensuring each field is properly filled out. Follow instructions on each page for the warranty or return process. Customer is responsible for shipping item back to SuperATV and is responsible for tracking information.
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View current promotions. Where driving was meant to take you. Explore, ride, and rip off-road in our purpose-built-for-anything high-performance vehicle. Anyone can go off-roading once. But again and again, every weekend the Maverick X3 family of side-by-sides are writing the next chapter of off-road adventures for those who dare to live like a maverick. You in? Strength comes standard: all Maverick X3 models get fully-adjustable suspension with arched A-Arms for improved durability, ride comfort, stability—and up to in of ground clearance on RR models.
Smart-Lok is the most advanced off-road front differential, period. It's fully lockable on-the-fly, with four electronically-controlled automatic modes that always return maximum traction in every condition. Everything you need to control for the perfect ride.
The 4. Equipped to go the distance and get the most from the Maverick X3, anywhere. Each Maverick X3 package gets a unique setup, from staggered in. High-performance at an MSRP that keeps our competitors up at night: the 2 or 4-seat horsepower Maverick X3 Turbo thrills with next-generation go-anywhere.
Can-Am Maverick X3 Review
Balanced with in width, in of suspension travel, and armored in. ITP Cryptid tires for the ultimate in mud performance. It's as furious and smart as it looks. New in. Rotax ACE cc Turbocharged Triple-cylinder engine with new intercooler and less restrictive airbox. Winning the Dakar. And Baja. And Vegas to Reno. Enough said Front and rear FOX shocks are serious hardware to help you harness all horses on any terrain, anywhere—and do it all again tomorrow. Rotax ACE cc Turbocharged Triple-cylinder engine with a bigger turbo, new intercooler and less restrictive airbox.
Lockable front differential with exclusive Smart-Lok technology. Run at the front of any pack with horsepower, FOX 3. Four-link TTX suspension with in of travel features a trophy truck-like trailing arm and front double arched A-arm with sway bar.How To Install a Front Gusset Kit on a Can-Am X3 Assault Industries Front Structural Reinforcement
High-performance with no compromise: the 2 or 4-seat horsepower Maverick X3 Turbo thrills with next-generation go-anywhere abilities. Invite 3 passengers to live the winning spirit of the vehicle which won the Dakar. And…what are you waiting for? Run at the front of any pack with 3 of your friends, horsepower, FOX 3.
The overmile test gave us an opportunity to see how great this UTV is. Can-Am brought the heat with their Ace engine that is derived from their popular Sea-Doo Spark watercraft, but they added the intercooled turbocharger to create horsepower for the X3. It puts you in the back of the seat and keeps you grinning. It has plenty of power to push this big car to the limits and get you from 0—60 in just 4.
All of the X3 models have an Eco mode that cuts the available power by use of the electronic throttle. Eco mode is simple to engage with the flip of a switch in the cockpit, and you can do this on the fly. All three models have a governed top speed of 85 miles an hour, and it was simple to reach that in the desert of Baja.
Even during short test runs on the beach we got the X ds model up to 80 mph, and it did quickly. You get smooth throttle control that works great for slow-crawling situations. Top speed in low is right around 20 mph. The most noteworthy part of the X3 is the new belt design. One of the X3 X rs models that we drove had over miles on it after we finished our mile jaunt. We had zero belt failures, and it was the original belt. It makes it very predictable, and not a lot of body movement goes into getting this beast around a corner.
By holding this switch you can toggle through minimum, medium or maximum power-steering modes. We always opted for the medium setting as it worked great in the rough Baja terrain. The base and X ds models have 20 inches of travel front and rear. The big daddy, the X rs, has 22 inches of travel in the front and 24 inches of travel in the rear.
For comparison, the Polaris XP Turbo has 16 inches of travel in the front and 18 inches of travel in the rear. Every X3 is amazing in rough conditions, and each one has its own great features on the suspension. The base model has Fox 2. That makes it very simple to tune. The X ds model has Fox 2. The X rs model has Fox 2.As of now the Polaris Turbo is not even listed for sale anymore.
Both machines have 20 inches of travel front and rear. This machine is only wider not longer, than the other two machines which all have the same inch wheelbase. It puts you back in your seat when you stab the throttle. The Base and X DS models feel slightly quicker and that is probably attributed to their slightly lighter overall weight and smaller tires.
Clutch tuning has the cars running from to RPM most of the time. Even off the bottom, power is instant with no turbo lag unless you are in ECO mode which artificially gives you some.
This way you pick the setting you think you need and go for it. They work great in all types of terrain and it is super easy to tell the difference between each setting when you go down the trail. Spring preload and cross over tuning can be done too if needed. We ran all three setting multiple times and they delivered a plush ride on the slow choppy stuff and also provided bottom out protection on the big hits.
Body roll is controlled well by two sway bars and the entire car is very forgiving and predictable. Its long travel soaks up bumps like a big buggy would. It articulates over technical terrain and makes G-Outs disappear. We played around with the adjusters quiet a bit on this one because it has so much potential and can be made simply amazing.
It floats over the whoops and crosses ditches in total comfort. No matter how big the bumps were this car handled them better than any UTV we have driven. Turning was still decent, although you had to set up for the tighter ones a little more.
The suspension alone raised the bar for the UTV industry to the next level. When you jump on them the car squats and comes to a stop quick. There is only a little engine braking when you chop the throttle but nothing that will upset the car. In the heavier X RS model, the brakes were just a bit spongy but nothing to complain about.
The cool thing about the brake set up is that there are two master cylinders that work independently. So if you loose a component in the front or rear, the others will still work. This is the only UTV that we know of with this system. We only suffered one stick puncture in miles of testing and the tires actually hooked up better than they seam to do on other machine that come stock on. The tire is predictable and comfortable but just not bullet proof.
Those seat adjusters work better than any we have used before and will provide room for small or larger riders. The switches and controls were all well placed and the roomy glove box had a unique top door that worked perfect for storing items.
We also liked that the dash in front of both passengers is large and flat enough to set your helmet up out of the way when you take it off.
We don't like the shallow cup holders. Our test fleet had been beaten up by dealers all across the country and they were holding up well.
The expected scratches and scrapes were evident on a few but nothing seamed to be rattling or falling apart. The body work is more minimal than the older Mavericks but it still seams like it has the same Can-Am quality and it looks even better in person. The most important component on the machine we wondered about holding up is the belt. Can-Am claims the belt will last a complete riding season.
We abused the heck out of our belt by jumping on and off the throttle and running wide open for miles and never had any issues.
It rips down the trails like nothing else out there and soaks up the bumps better than anything.HERE is the article that spells those out. After trail riding and racing the X3 for 8 months we have come up with a handfull more areas that need attention. We have put together a list of the first five products you will need to add to your Maverick X3 to keep it running in tip top shape for years to come with the help of Assault Industries and S3 Power Sports.
The and Can-Am Maverick X3's are pretty rick right out of the box. However, there are a few components that will make them stronger and longer lasting.
No matter what brand you drive, if your car has radius rods, you need them to be stronger than stock. OEM rods are OK for going in a straight line and over small bumps.
Landing hard off a jump on one rear tire or slamming hard into a steep berm will bend any of the stockers. Even worse, a bent radius rod could lead to a bent trailing arm or a bent or broken shock eyelet. We show you how to replace a broken shock eyelet HERE.
Assault Industries has a variety of radius rods for the Can-Am Maverick X3 including Barrel style and Turret style rods for both the wide or standard X3 models. Both Polaris and Can-Am try to pass off small V-Shaped quarter doors even on their top of the line models.
They are better than nothing but not much. Assault has a cool door skin that bolts right to the stock door frame retaining the OEM hinges and latch. The skin is made of angular aluminum that has been bent and welded for rigidity and strength. Installation is simple with no drilling required. S3 Power Sports labels this as their pull plate. However, the plate itself is a great strengthening point for this car and it comes with a lifetime structural warranty.
You can strengthen the front of your Can-Am Maverick X3 with the heavy duty steel, S3 Power Sports bulkhead wich also increases rigidity of your frame and suspension components. The stock suspension mounting points are made of surprisingly thin metal that we have seen hog out quickly. S3 has a complete fix for that in the gusset kit.
The plate steel pieces provide strong double shear mounting points for the upper and lower A-arms. The rear mounting points need to be upgraded as well but we have yet to see a bolt on fix for that. View the discussion thread. Skip to main content. Follow us facebook twitter instagram rss. Radius Rods. Radius Rod Plate. Front Chassis Bulkhead.
Front Suspension Gusset Kit. More Stories.