What's New in Utility Side-by-Sides: Power and Comfort

Run livestock, patrol fence lines, haul feed, or just keep a machine that earns its keep around the property, and you'll notice utility side-by-sides have moved upmarket fast. The newest ones carry bigger multi-cylinder engines, cabin electronics borrowed from modern cars, and smart features aimed squarely at real work. Compared with the farm UTVs of a few years back, they give you far more muscle and a lot more creature comfort.

Here's what that shift looks like across the major manufacturers, and which features actually matter when you're using one of these machines for chores rather than magazine photos.

Engines are getting serious

The biggest change is under the hood. Where a single-cylinder thumper once defined this category, the top utility machines now run multi-cylinder engines that put down highway-car levels of power.

Can-Am's three-cylinder Rotax, a 999-cc unit, is now rated at 95 hp — a figure the company calls class-leading. The three-cylinder layout gives you smooth, steady torque for towing and climbing.

Kawasaki pushes the number even higher. The RIDGE runs a 999cc, 4-stroke, DOHC, in-line four-cylinder, liquid-cooled engine that produces a maximum of 116.0 hp at 8,500 rpm, along with 73.8 lb-ft of torque at 8,000 rpm. That horsepower figure deserves a note: Kawasaki measures it using ISO standard 4106, which may read higher than the SAE standard used for many cars. The practical point stands either way — a four-cylinder UTV is a different animal than the old utility machines, with an 85-amp alternator to run accessories and electric starting.

CF Moto brings big numbers too. Its X-Force X-10 side-by-side produces 155 hp, the highest output in this group, paired with a bed that reconfigures to match whatever you're carrying.

Transmissions you can live with

How that power reaches the ground matters as much as the power itself. Most utility side-by-sides still use a continuously variable transmission, or CVT — a belt-driven setup that keeps the engine in its sweet spot without fixed gears. The Kawasaki RIDGE uses a CVT with high, low, neutral, and reverse modes, plus engine braking to help hold you back on downhills.

Honda takes a different route. It completely redesigned the Pioneer 1000 from the ground up, and that machine runs a dual-clutch transmission with no drive belts or pulleys to fail. If you've ever scorched or snapped a drive belt pulling a heavy load, you'll understand why a belt-free design appeals to anyone who works a machine hard. The dual-clutch gives you true geared shifts rather than a slipping belt.

Noise reduction is coming to the CVT world, too. Polaris introduced a pneumatic CVT system on its 2027 Xpedition that cuts noise by 40%. The same system has a bonus for anyone who works away from a shop: it provides onboard compressed air for tools and accessories, so you can air up a tire or run an impact wrench in the field.

Cabin comfort and smart controls

The dashboard is where these machines feel most like a modern pickup. The Kawasaki RIDGE carries an 8-inch full-color TFT instrument display with smartphone connectivity through RIDEOLOGY THE APP Powersports, backed by USB ports for keeping devices charged. The digital readout covers a long list of information, including a digital speedometer, tachometer, fuel gauge, gear indicator, clock, water temperature, battery voltage, and an oil change reminder, so you can keep an eye on maintenance without guesswork.

Fit is adjustable, which matters when more than one person drives the machine. The RIDGE offers ERGO-FIT adjustability and an adjustable driver's seat, seating three across on a bench seat. It also runs all-LED lighting for better visibility at dusk and in the dark.

Honda's redesign leans into electronic control. The new Pioneer 1000 features a fly-by-wire system — the throttle sends an electronic signal rather than pulling a cable — and that opens the door to driver aids. It brings cruise control along with a speed limiter that dials all the way down to 3 mph, which Honda pitches as suited for precision spraying work. If you spray pastures or crops, a steady crawl speed takes a real variable out of your hands.

Suspension and capability for real terrain

Comfort over rough ground comes from suspension travel, and the newer machines have plenty. The Kawasaki RIDGE uses long-travel double wishbone front suspension with 12.7 inches of wheel travel and matching 12.7 inches at the rear, with a front stabilizer bar to keep it flat in corners. Ground clearance runs 13.4 to 14.4 inches depending on preload, enough to clear ruts and rocks without dragging.

Steering and braking have kept pace. The RIDGE uses rack-and-pinion steering with electric power steering, giving a turning radius of 15.0 feet, and stops with dual hydraulic 249mm front disc brakes with two-piston calipers and rear discs with single-piston calipers. For traction when the ground gets slick, it offers selectable 4WD with locking front and rear differentials and shaft drive.

Work capacity still comes first

For all the comfort features, these machines have to haul and tow, and the numbers hold up. The Kawasaki RIDGE carries a payload capacity of 1,499 lb, with a cargo bed rated at 1,000 lb measuring 34.6 by 49.0 by 12.8 inches. It tows 2,500 lb and holds 12.9 gallons of fuel for long days away from the pump. The bed and accessories are KQR system compatible for quick attachment swaps. Built on a ladder-type tubular steel frame, the RIDGE comes in at a curb weight of 1,933.8 lb — a substantial machine that puts its weight to work.

Polaris keeps a full-size recreational ATV in the lineup for lighter duty. Its updated Sportsman 500 tows and hauls well for its size, serves both recreation and farm tasks, and lists at $6,999.

Budget options are improving too

Not every operation needs 116 horsepower. CF Moto reworked its full 400, 500, and 600 ATV range, fitting fresh chassis and suspension across the board, with prices from $5,599 to $7,499. That puts genuinely updated machines within reach of a smaller budget, so you don't have to buy the biggest four-cylinder side-by-side to get modern suspension and a fresh design.

What to weigh before you buy

Match the machine to the job. A four-cylinder flagship like the Kawasaki RIDGE, with a base MSRP of $21,599, makes sense if you tow heavy, cover a lot of ground, and want the big screen and comfort features. If belt wear has burned you before, Honda's belt-free dual-clutch Pioneer 1000 is worth a close look, especially with its 3-mph spraying mode. If quiet operation and field air matter, the Polaris Xpedition's pneumatic CVT earns its place. And if you want a capable, updated machine without the flagship price, CF Moto's redesigned lineup and the Polaris Sportsman 500 cover the lighter end.

One last thing: price the machine the way you'd price a truck — out the door, with the attachments you'll actually use. Advertised numbers move, and MSRP leaves out tax, title, license, registration, and destination and handling fees, so your dealer's figure may land higher than the sticker.