New for 2027 UTVs: Polaris RZR Pro R Boost, Kawasaki Teryx H2, and Can-Am Maverick R

September 10, 2026 5 min read

Nowe UTV 2027: Polaris RZR Pro R Boost, Kawasaki Teryx H2 i Can-Am Maverick R

Not long ago, the 200 horsepower mark in a production UTV was incredibly impressive. For the 2027 model year, three brands are showing that just a number on paper is no longer a sufficient differentiator.

Polaris responds with the RZR Pro R Boost model, boasting a declared 275 hp. Kawasaki expands its Teryx H2 family with a supercharged, 999 cm³ four-cylinder engine and 250 hp. Can-Am keeps the Maverick R at 240 hp but introduces a second generation DCT across the entire range.

We compare official manufacturer information published by September 1, 2026. Data, prices, and delivery times primarily concern the US market. European, and especially Polish, availability may differ.

Key Data at a Glance

2027 Model	Engine	Declared Power	Transmission	Key Innovation
Polaris RZR Pro R Boost	2.0 l, turbo	275 hp	CVT, new clutch system	turbo, dual cooling systems, reinforced drivetrain
Kawasaki Teryx H2	999 cm³, I4, supercharger	250 hp	CVT H/L/N/R	supercharged H2 engine, KTRC, optional active suspension
Can-Am Maverick R	999 cm³, I3, turbo	240 hp	7-speed DCT with High/Low range	second-generation DCT with additional low gear in all versions

This table should not be treated as measurements taken on a single dyno. Manufacturers may use different standards and conditions for power determination. Kawasaki additionally notes in its materials that the measurement standard used differs from SAE used for many cars.

Polaris RZR Pro R Boost 2027: 275 hp and a rebuilt drivetrain

Polaris describes the RZR Pro R Boost as the most powerful RZR ever. The two-liter, turbocharged ProStar Fury engine is stated to produce 275 hp. However, the turbocharger itself is only part of the changes.

The manufacturer lists, among others:

a larger and more efficiently cooled clutch system,
dual radiator architecture for the engine, turbo, and transmission,
a stronger front drive system and transmission,
reinforced half-shafts,
new CVT tuning,
power retention up to 10,000 feet,
two- and four-seat configurations.

The Ultimate version receives DYNAMIX suspension with new bottom-out protection features, while the Ultra gets DYNAMIX DVS with active sway bar links. According to the manufacturer, the system can make corrections up to 200 times per second.

The starting price quoted for the US is $49,999 before delivery costs, preparation, taxes, and fees. Polaris announces deliveries to American dealers starting November 2026.

Źródło: https://www.polaris.com/en-us/news/product/polaris-unveils-2027-off-road-lineup-rzr-pro-r-boost/

Source: https://www.polaris.com/en-us/news/product/polaris-unveils-2027-off-road-lineup-rzr-pro-r-boost/

What's really important here?

The most important information is not just 275 hp. Polaris is simultaneously reinforcing the drivetrain and expanding cooling. This is the right direction, because every additional horsepower increases the load on the belt, clutch, transmission, half-shafts, joints, and thermal system.

Kawasaki Teryx H2 2027: Engine inspired by the Ninja H2 family comes to a two-seater SxS

Kawasaki is developing the concept it started with the multi-passenger Teryx H2s. The two-seat Teryx H2 for 2027 uses a mechanically supercharged, four-cylinder in-line engine with a displacement of 999 cm³.

Official data for the basic version states:

250 hp at 9000 rpm,
146.3 lb-ft of torque at 8800 rpm,
CVT transmission with High and Low ranges,
2WD/4WD drive with front differential lock,
KTRC traction control,
FOX 3.0 Internal Bypass shocks,
23.2 inches of front travel and 24 inches of rear travel,
33-inch Maxxis Carnivore Plus tires,
74-inch width.

Higher trims receive electronically controlled suspension and an e-sway bar. The US price for the basic Teryx H2 starts at $32,899 before additional costs.

Two different approaches to forced induction

Polaris uses a turbocharger, Kawasaki a mechanical supercharger. In practice, the power delivery characteristics, temperature, weight, drivetrain method, and calibration can be more important than a 25 hp difference in the catalog.

Kawasaki sticks with CVT. This is a well-known design, but at 250 hp, belt temperature control, airflow, and servicing will be key.

Can-Am Maverick R 2027: Less engine revolution, more overall work

Can-Am is not increasing the declared power of the Maverick R beyond 240 hp. Instead of another number, the manufacturer is extending the second generation of the Rotax DCT transmission to all versions of the model.

The new generation DCT previously debuted in the Maverick R X rc and Maverick R MAX. It features an additional low gear, which improves power control at low speed, and reinforced components designed to handle torque.

All 2027 Maverick R and X3 models also receive:

integrated nets in the side openings,
steel braided brake lines front and rear,
equipment and cabin protection improvements.

For the X3, door fillers, a roof on RS and DS versions, and double-jointed front suspension bushings are added, which are designed to reduce squeaking and maintenance.

Why 240 hp doesn't have to mean third place?

The Maverick R uses a DCT transmission, which does not operate like the classic CVT in the other two vehicles. The shifting method, low-speed control, throttle response, and behavior under prolonged load create a different vehicle characteristic.

In a rally, the table doesn't win. What matters is the ready-to-go machine's weight, temperature, handling, braking, durability, gearing, and the ability for quick repairs.

Power is just the beginning — five questions more important than the catalog

1. Will the drivetrain withstand stock power after changing wheels?

A larger tire increases rotating mass and changes the effective gearing. The load increases not only on the half-shafts but also on the clutch, transmission, differentials, bearings, and steering system.

2. How does the vehicle handle temperature for an hour, not just one run?

A short acceleration doesn't show the cooling system's efficiency. A rally or a long drive in the dunes quickly reveals limitations in airflow, a dirty radiator, poorly routed hoses, and overheating joints.

3. Is the suspension set for the ready weight?

Fuel, a spare wheel, guards, a cage, tools, and parts change the car. The factory setting is a starting point, not the end of the work.

4. Do the brakes and steering match the pace?

More power allows the car to accelerate faster. For this to be useful, you need to brake just as effectively, change direction, and maintain geometry after bottoming out.

5. Can the vehicle be repaired on the trail?

Access to the belt, filters, lines, fuses, and service points matters when every minute counts. In a rally, easy serviceability can be more valuable than an impressive component that cannot be quickly removed.

Which model is best?

Based solely on press releases, it's impossible to fairly declare a winner. Polaris offers the highest declared power and very advanced electronic suspension. Kawasaki brings a unique H2 engine and an attractive catalog power-to-price ratio in the US. Can-Am remains at 240 hp but focuses on the mechanical control of the DCT transmission and the development of a platform already proven in rallies.

The final choice should depend on the intended use: desert, fast gravel, rocks, recreation, long rally-raid, or building for a specific regulation.

Building a UTV starts with the goal, not the table result

Apex Race 99 works with Can-Am Maverick R and X3 and Polaris RZR, preparing them for fast driving, tough terrain, and rallies. We select reinforcements, cooling, undercarriage protection, suspension, and service based on the real load of the vehicle.

See rally preparation and UTV service. If European availability of the new 2027 models is officially confirmed, we will update this material.