Polaris RZR Pro R Boost vs. Kawasaki Teryx H2 vs. Can-Am Maverick R

The horsepower war in the sport UTV market has reached a new level.

The arrival of the 2027 Polaris RZR Pro R Boost and 2027 Kawasaki Teryx H2 creates a new three-way flagship sport UTV comparison with the current 2026 Can-Am Maverick R. The RZR Pro R Boost uses a turbocharged 2.0-liter four-cylinder engine producing 275 horsepower, while the Teryx H2 pairs a supercharged 999cc inline-four with a relatively compact 101-inch wheelbase. The 240-horsepower Maverick R remains the only machine in the class with a seven-speed dual-clutch transmission. Can-Am’s 2027 models have not yet been announced and are expected to debut later in August.

These are three of the most powerful production sport side-by-sides ever offered, but horsepower alone does not explain their differences. Polaris, Kawasaki and Can-Am have taken three distinct approaches to building a flagship performance UTV.

This is an on-paper comparison based on manufacturer specifications and available product information. We have not tested all three machines together, so it should not be interpreted as a winner-take-all shootout.

Model-year note: Polaris and Kawasaki have already introduced their 2027 sport UTV lineups, while Can-Am’s 2027 models are not expected to be revealed until its dealer show later in August. For now, this comparison uses the current 2026 Can-Am Maverick R specifications and pricing. UTVGuide will update the comparison after Can-Am releases its 2027 lineup.

RZR Pro R Boost vs. Teryx H2 vs. Maverick R Specifications

Specifications and prices are based on manufacturer-published information and may vary by trim. Polaris distinguishes between “usable travel” and actual wheel travel, so wheel-travel figures are used for a more meaningful comparison. The Maverick R is commonly described as a 77-inch platform, although Can-Am lists its overall width as 78.1 inches.

2027 Kawasaki Teryx H2

Three Very Different Engine Strategies

The most obvious distinction is how each manufacturer produces power.

The 2027 Polaris RZR Pro R Boost uses the largest engine in the group by a considerable margin. Its 1,997cc ProStar Fury Turbo inline-four produces a claimed 275 horsepower and 223 lb-ft of peak torque.

That gives the Polaris a 25-horsepower advantage over the Kawasaki and 35 horsepower over the Can-Am. More important than the peak figure may be its torque. Polaris says the turbocharged engine reaches its 275-horsepower peak at 7,000 rpm, considerably lower than the naturally aspirated Pro R engine it supplements.

The 2027 Kawasaki Teryx H2 uses a 999cc inline-four with a centrifugal supercharger developed in-house by Kawasaki. It produces a claimed 250 horsepower and 146.2 lb-ft of torque.

Unlike an exhaust-driven turbocharger, Kawasaki’s supercharger is mechanically driven by the engine. That should give the Teryx H2 distinctive power delivery, but throttle response and low-rpm behavior cannot be judged fairly until the machines are driven back-to-back.

The Can-Am Maverick R is powered by a 999cc turbocharged Rotax triple producing 240 horsepower. Its output is the lowest of the three on paper, but the engine works with a seven-speed transmission instead of a CVT.

The final comparison will depend on far more than peak output. Vehicle weight, gearing, clutch calibration, throttle mapping and power delivery will all affect how fast each machine feels in real terrain.

2027 Polaris RZR Pro R Boost

CVT vs. Seven-Speed DCT

The Maverick R’s transmission remains its defining mechanical feature.

Both the Polaris and Kawasaki send power through continuously variable transmissions. A CVT keeps the engine within its effective power range without requiring the driver to select gears, making it well suited to dunes, steep climbs and constantly changing off-road conditions.

Polaris developed a new high-capacity CVT for the Pro R Boost to handle the turbocharged engine’s additional power and torque. The drivetrain also receives stronger axles, prop shaft joints and other supporting components.

Kawasaki uses its own automatic CVT with High and Low ranges. The standard Teryx H2 and Limited eS also include a temperature display that allows the driver to monitor CVT conditions.

Can-Am takes a completely different approach. The Maverick R uses a seven-speed dual-clutch transmission with High and Low ranges, paddle shifters and automatic operation. It provides positive gear changes and eliminates the conventional drive belt used by the other two machines.

Neither system is automatically superior in every situation. The DCT gives the Maverick R direct shifts and driver control, while a well-calibrated CVT provides seamless power delivery without interrupting acceleration.

Low-speed behavior, engine braking, heat management and driveline response will be especially important when these machines are eventually compared on the trail.

2026 Can-Am Maverick R

Chassis Size and Wheelbase

The differences in chassis dimensions may matter as much as horsepower.

At 101 inches, the Kawasaki has the shortest wheelbase in the group. The Polaris measures 104.5 inches, while the Can-Am stretches to 108 inches.

A longer wheelbase generally improves straight-line stability and helps a vehicle remain composed through large whoops. A shorter wheelbase can improve directional response and maneuverability, although suspension geometry, weight distribution and steering calibration also have major effects.

The Teryx H2 and Pro R Boost are both 74 inches wide. Can-Am describes the Maverick R as a 77-inch platform, but its published overall width is 78.1 inches.

That makes the Maverick R the largest of the three machines. Its longer wheelbase and wider stance suggest a strong emphasis on high-speed desert terrain and large dunes.

Kawasaki’s 101-inch wheelbase could give the Teryx H2 an advantage on tighter trails and technical terrain. It may also make the vehicle more active at speed, which is where its suspension tuning and electronic chassis controls will become particularly important.

The Polaris sits between the two and combines a 74-inch stance with the substantial chassis and suspension architecture originally developed for the naturally aspirated RZR Pro R.

Suspension Travel and Electronic Control

All three machines use long-travel suspension with large FOX shocks, but their premium trims add very different levels of electronic control.

The RZR Pro R Boost has 22.25 inches of front wheel travel and 24.5 inches at the rear. Polaris also publishes larger “usable travel” figures of 27 inches front and 29 inches rear, which include tire compression and ground clearance. Those figures should not be compared directly with conventional wheel-travel measurements.

The RZR Pro R Boost Ultra receives DYNAMIX DVS. In addition to electronically controlling compression and rebound damping, the system incorporates active sway-bar links that can lock for stability or unlock to increase articulation.

That makes the Ultra especially interesting for drivers who want a high-powered desert machine that can still adapt to uneven technical terrain. UTVGuide has previously examined this type of technology in our guide to electronically controlled sway-bar links.

The Kawasaki provides 23.2 inches of front travel and 24 inches at the rear. The standard model uses manually adjustable FOX 3.0 Internal Bypass shocks.

The Teryx H2 Limited eS adds Kawasaki Electronic Control Suspension Plus, or KECS+, along with an electronically controlled FOX sway bar. The suspension and sway bar work together to change damping and chassis control according to terrain, steering input and selected settings.

The Maverick R X rs provides the most conventional suspension travel in this comparison: 25 inches up front and 25.5 inches at the rear. Its optional Smart-Shox system uses FOX Live Valve Gen 3 technology to control both compression and rebound damping.

Based solely on specifications, the Maverick R has the most wheel travel. The Polaris and Kawasaki counter with electronic sway-bar control on their highest trims, potentially providing a broader range between high-speed stability and technical-terrain articulation.

Four-Wheel Drive and Traction Technology

Each vehicle also handles front-wheel traction differently.

The RZR Pro R Boost uses Polaris’ on-demand all-wheel-drive system. The system automatically sends power to the front wheels when additional traction is required.

Kawasaki equips the Teryx H2 with selectable 2WD, 4WD and 4WD with differential lock. The two-seat model also introduces Kawasaki Traction Control, which can reduce wheelspin by managing engine output and braking individual wheels.

Can-Am’s Smart-Lok front differential provides multiple operating modes, including selectable two-wheel drive, four-wheel drive, front differential lock and terrain-specific Trail settings.

The Maverick R X rc goes further with a dedicated Rock mode, 35-inch tires and additional underbody protection, although that rock-crawling trim is not directly equivalent to the X rs used for the primary comparison.

Tires and Ground Clearance

The standard Teryx H2 has the largest tires of the three at 33 inches. The RZR Pro R Boost and Maverick R X rs both use 32-inch tires.

Can-Am lists 17 inches of ground clearance for the Maverick R X rs. Polaris and Kawasaki each list 16 inches.

Those numbers do not tell the entire story. Tire construction, skid-plate coverage, approach angle, breakover angle and the shape of the trailing arms can matter more than an extra inch of static ground clearance in technical terrain.

Can-Am also offers the Maverick R X rc with 35-inch XPS Hammer King tires, 18 inches of ground clearance and a dedicated rock-crawling equipment package. Neither Polaris nor Kawasaki currently offers a directly equivalent 35-inch factory rock trim of these new models.

Interior Technology and Comfort

These machines are also expected to deliver considerably more refinement than earlier sport UTVs.

The RZR Pro R Boost is available with Polaris’ seven-inch RIDE COMMAND display, integrated navigation and vehicle information. The Ultra adds heated and ventilated seats, retractable six-point harnesses and the DYNAMIX DVS interface.

The Teryx H2 Limited eS includes a 10-inch Garmin Tread display, integrated navigation, vehicle information and audio. It also receives a roof, beadlock wheels and premium interior and exterior equipment.

The Maverick R X rs includes a 10.25-inch touchscreen, a separate 4.5-inch driver display and front and rear cameras. Its telescoping steering wheel includes controls for the infotainment system, while a 1,700-watt magneto supports the vehicle’s electronics and accessories.

Display size alone should not decide this category. Screen visibility, menu design, physical controls and ease of use while moving will be more important during a real comparison.

Price: Kawasaki Changes the Equation

Pricing creates one of the clearest distinctions.

The standard Teryx H2 starts at $32,899. That is $17,100 less than the $49,999 starting price of the RZR Pro R Boost and $11,100 less than the 2026 Maverick R X rs.

The standard Kawasaki does not include the electronic suspension, electronic sway bar, Garmin navigation or integrated audio found on the Limited eS, but it retains the same 250-horsepower engine, 33-inch tires and fundamental chassis.

For a closer premium-trim comparison, the Teryx H2 Limited eS costs $41,399, while the RZR Pro R Boost Ultra starts at $52,999. Can-Am lists the Maverick R X rs at $43,999 before adding the available Smart-Shox package.

Kawasaki’s pricing may be the most disruptive part of this comparison. The standard Teryx H2 is not as fully equipped as the premium Polaris or Can-Am trims, but it provides a 250-horsepower supercharged engine for substantially less money.

Which Flagship Sport UTV Looks Best for Each Terrain?

These assessments are based on published specifications and design—not a direct test.

Open Desert and Large Whoops

The RZR Pro R Boost and Maverick R appear best suited to sustained high-speed desert use.

The Polaris combines the most power and torque with the established Pro R chassis. The Maverick R counters with the longest wheelbase, widest stance, most wheel travel and the direct connection of its seven-speed DCT.

The Kawasaki has comparable suspension travel, but its shorter wheelbase could give it a different character in large whoops. Only back-to-back testing will show whether that makes it more agile, more active or both.

Sand Dunes

The RZR Pro R Boost’s 275 horsepower and 223 lb-ft of peak torque make it especially compelling for large dunes and steep sand climbs.

Kawasaki’s supercharged inline-four may provide immediate and predictable response, while its lower price leaves substantial room in the budget for paddles, wheels and other dune equipment.

The Maverick R’s DCT and paddle shifters offer the most driver involvement. Its anti-lag strategy and close-ratio gear selection could also make it exceptionally responsive when transitioning between bowls and climbs.

Technical Rocks

The Teryx H2 has the shortest wheelbase, standard 33-inch tires and a selectable front differential lock, giving it some useful attributes for mixed technical terrain. However, its Low range is relatively tall and not well suited to serious technical rock crawling. Maintaining controlled speed through large ledges and precise obstacles may require more throttle and CVT engagement than a rock-focused driver would prefer.

The Limited eS adds an electronically controlled sway bar that can improve articulation when unlocked while retaining stability when locked. That expands the Kawasaki’s versatility, but it does not compensate for the relatively tall Low-range gearing.

The RZR Pro R Boost Ultra offers similar active sway-bar capability through DYNAMIX DVS, although its higher price and enormous power output may be more than many rock-focused drivers need.

Within the Can-Am family, the Maverick R X rc is the dedicated factory rock crawler. Its 35-inch tires, Rock mode, winch, additional protection and more purpose-built drivetrain calibration give it the strongest factory rock specification, although it is a different trim from the desert-oriented X rs used in the primary comparison.

Mixed Trail Use

On paper, the Teryx H2 may have the most intriguing mixed-terrain formula. Its 74-inch width and 101-inch wheelbase make it smaller than the Maverick R, while its 250-horsepower engine and long-travel suspension keep it firmly within the flagship performance category.

That does not automatically make it the best all-around machine. Steering effort, low-speed clutching, engine heat, cab comfort, visibility and suspension calibration will determine how well the package works outside open desert terrain.

On-Paper Verdict

There is no meaningful overall winner without driving these machines together, but each already has a clear identity.

The 2027 Polaris RZR Pro R Boost is the horsepower and torque leader. It appears built for buyers who want the most powerful production sport UTV available, backed by the substantial Pro R chassis and sophisticated DYNAMIX DVS system on the Ultra.

The 2027 Kawasaki Teryx H2 is the value and packaging story. It combines 250 horsepower, a 74-inch stance, 33-inch tires and a relatively short 101-inch wheelbase with a starting price thousands below its rivals.

The 2026 Can-Am Maverick R remains the mechanical outlier. Its seven-speed DCT, broad chassis, long wheelbase and extensive suspension travel give it a character that neither CVT-equipped competitor duplicates.

The specifications establish three different priorities:

• Polaris leads with outright power and advanced chassis technology.
• Kawasaki emphasizes power, agility and price.
• Can-Am combines a wide-track chassis with the only geared transmission in the class.

Choosing between them will ultimately depend on where they are driven—and what the stopwatch, fuel pump and driver reveal when all three finally meet on the same terrain.