By Cody Hooper
Photography by Cody Hooper and Troy Merrifield
Editor’s note: This February 2018 first-drive review covers the vehicle sold as the Textron Off Road Wildcat XX. Arctic Cat introduced it before Textron adopted its own off-road branding, and the Wildcat XX later returned to the Arctic Cat name. The impressions and specifications below describe the original 2018 test vehicle.
The 2018 Wildcat XX made its case on chassis tuning rather than a horsepower contest. At Stoddard Wells near Victorville, California, we drove the 125-hp, naturally aspirated two-seater through rocks, silt, canyons and long desert whoops. The headline after a full day was its poise: the car tracked straight, absorbed hard hits and gave us confidence to keep pushing. Its thoughtful service access and roomy cab reinforced that impression.
Race development and chassis
Robby Gordon and his team helped develop the Wildcat XX with Textron. The resulting 64-inch-wide, 95-inch-wheelbase chassis puts strength, predictable handling and ease of repair high on the priority list. Its front suspension uses unequal-length A-arms with the shocks mounted to the lower arms. In the rear, the Y-link trailing arms dispense with conventional radius rods. Both ends offer a claimed 18 inches of travel through FOX 2.5 PODIUM QS3 shocks, with bottom-out control at the rear.
The suspension felt exceptionally well sorted in the desert. We left spring preload and crossover settings alone, ran the front compression adjusters at position 2 and the rears at 3, and encountered no noticeable shock fade during our test. A hot lap with Gordon in a stock car that had been running all day showed the same composure. The electrically assisted steering was very light, yet quick corrections in deep whoops required little effort or kickback.
Yamaha triple, CVT and four-wheel drive
The 998cc inline-three engine is related to the Yamaha YXZ1000R powerplant, but the Wildcat XX uses a different intake, cam and throttle setup and couples it to a TEAM-developed CVT. Progressive pedal response makes careful maneuvering easy; the last portion of travel brings a much stronger rush toward the engine’s upper rev range. The car accelerated briskly to its electronically limited 75-mph top speed in our test, though a contemporary turbo RZR had an advantage in a straight-line sprint.
The clutching was smooth from a stop, and none of the 15 vehicles present showed belt slip or damage during our ride day. Dual CVT air intakes, fan-assisted clutch cooling and a tool-free clutch cover were welcome touches. The selectable front differential lock helped on rocky climbs. A 65-amp auxiliary alternator and factory accessory wiring make it easier to add equipment.
Cab comfort and service access
The Wildcat XX’s large cab provides generous legroom, comfortable full doors and supportive seats. A factory harness bar sits behind the seats, while a tilt steering wheel and sliding driver’s seat help with fit. The high door sill takes some getting used to, and the passenger seat requires bolts to change its position. Once aboard, the chassis felt especially solid, with little rattling during fast runs over rough ground.
The driver-facing center stack has space for accessory switches and a GPS or small tablet. A four-gallon glovebox, two cup holders and a bed sized to carry a 32-inch spare add useful storage. The bed pan lifts out without tools for access to the engine, airbox and oil tank; the battery, ECU and fuses sit in a central service compartment. Shared wheel-end components and interchangeable rear trailing arms could simplify a racer or trail rider’s spare-parts inventory.
How it drove at Stoddard Wells
The claimed 1,816-pound dry weight suggests a substantial machine, but the Wildcat XX rarely felt ponderous. The 95-inch wheelbase balanced stability in whoops with maneuverability through tighter canyons. On our rocky loops, the stock 30-inch CST Behemoth tires offered good turn-in and braking grip; one tire took a sharp-rock puncture that we repaired with a plug. Equal tire sizes front and rear make carrying one spare more practical.
Deep whoops were the car’s strongest showing. The front end soaked up hard braking into G-outs, the rear stayed in line, and the chassis landed flat and predictably. During a limited same-day whoop comparison, it was easier to carry speed than the RZR XP 1000 and 64-inch Maverick X3 Textron had on hand. That brief run was not a full head-to-head test. For a separate account of sand performance, read our Wildcat XX dune review; we also took the car rock crawling.
2018 Wildcat XX specifications
| Engine | 998cc liquid-cooled, fuel-injected inline triple; 125 hp |
|---|---|
| Transmission and drive | TEAM CVT; selectable 2WD/4WD and front differential lock |
| Suspension | 18 inches front and rear; FOX 2.5 PODIUM QS3 shocks, rear bottom-out control |
| Dimensions | 64 inches wide; 95-inch wheelbase; 14-inch ground clearance |
| Tires | 30 x 10 x 15 CST Behemoth front and rear |
| Weight | 1,816 pounds dry; 1,868 pounds curb, as listed in the original 2018 specifications |
| Fuel and cargo | 10-gallon fuel tank; 300-pound bed rating |
| Original MSRP | $20,499 at launch in 2018 |
Verdict
The Wildcat XX rewarded drivers who valued chassis balance, confident rough-terrain handling and straightforward service. Its naturally aspirated engine gave up drag-race speed to contemporary turbo machines, and the stock tire puncture was a reminder that sharp desert rocks still demand care. After this first ride, its calmness in severe whoops and solid cab were the impressions that lasted. See the Shock Therapy Wildcat XX walkaround for a closer look at the hardware, and browse our 2020 Arctic Cat Wildcat XX lineup for the later branding.
