The 2018 Textron Wildcat XX arrived without a turbocharger, but its design gave suspension specialist Justin Smith of Shock Therapy plenty to inspect. In this original unboxing video, Justin looks beyond the bodywork at the suspension geometry, shared spare parts, service access and other details intended to make the XX easier to drive hard and maintain. For our impressions from behind the wheel, see our Wildcat XX first-drive review.
Watch Shock Therapy Unbox the 2018 Wildcat XX
Front Suspension Built for Hard Use
Justin starts with the hardware under the Wildcat XX’s front bodywork. He points to double-shear mounting, uniball joints, large control-arm bushings, 12 mm hardware and reinforced chassis tabs. In his view, these details addressed the looseness and wear that can develop when a UTV is run hard. His focus is on durability and serviceability rather than styling.
The more upright front shock position also caught his eye. As Justin explains in the video, shock angle and leverage through the suspension stroke affect how a tuner can balance compliance over smaller bumps with resistance to larger hits. The factory XX used FOX 2.5 PODIUM QS3 shocks and offered 18 inches of travel at each end; our 2018 Wildcat XX launch and specifications cover the full equipment list.
Fewer Spare Parts to Carry
Justin highlights parts that can be swapped between sides, including the front upper control arms and rear trailing arms. He also describes shared hub bearings, brake components and rotors. That approach can reduce the number of different spares a race team needs to pack. The four matching 30-inch tires on 15-inch wheels likewise allow one spare wheel-and-tire assembly to serve any corner.
He also describes a front-to-rear gearing difference that he believes helps the front tires pull the machine through loose-terrain corners. That is Justin’s explanation of the handling design in the video, rather than a measured result from this unboxing.
Rear Suspension and Fast Service Access
At the rear, Justin examines the trailing arms’ two forward mounting points, the absence of conventional rear radius rods and the telescoping axles that accommodate suspension movement. He explains how the axle retention system is intended to keep an axle in place during use while allowing deliberate removal for service.
The cargo bed was another standout. Justin says it can accommodate a 32-inch spare tire, has a central mounting provision and tie-down points, and can be released quickly to reach the engine and upper transmission area. He also points out the removable rear cage and skid assembly, the quick-release clutch cover and the engine mounting arrangement as features intended to make repairs and belt changes easier. These are practical details for trail owners as well as racers.
Power, Electrical Capacity and Cockpit
The 2018 Wildcat XX launched with a 125-hp, 998cc naturally aspirated three-cylinder. Justin discusses its Yamaha connection and says he would like more power for hard dune use. His remarks about possible turbo and supercharger options were expectations recorded in 2018, not a statement about factory equipment or current kit availability.
He also calls out the factory alternator, extensive engine-area heat shielding, accessory wiring and switch locations. Shock Therapy had already installed a Lowrance GPS, intercom and radio in preparation for a Baja course pre-run. Inside, Justin notes the generous headroom and legroom, harness provisions, solid door hinges and latches, and front and rear cage cross-bracing. His comments about crash protection are his assessment of the design, not a crash-test rating.
Justin planned to put substantial Baja miles on the XX immediately after filming to learn which of these promising design choices held up in use. For UTV Guide’s driving perspective, continue with our Wildcat XX review and Wildcat XX dune review. Owners considering suspension changes can check Shock Therapy’s current Wildcat XX listings and confirm fitment before ordering.
