For years the standard link between engine and earth in the SXS industry has included a continuously variable transmission (CVT). Short of a couple outliers like the Yamaha YXZ & Honda Talon, this was the way.
The CVT utilizes two clutches, a primary and secondary (or sometimes called the drive & driven clutches) that continuously and smoothly modulate the “gear” ratio based on the input of your right foot. They also utilize (generally speaking) a rubber belt.
Enter the Can-Am Maverick R, the first mainstream top-tier high performance SXS to say no to the rubber belt. The Maverick R implements a 7-speed dual clutch transmission (DCT). A DCT is more similar to a manual constant mesh transmission (like you’d typically find in a motorcycle) but like the name implies, it utilizes two clutches which split responsibly of holding the various gears. This allows the DCT to “pre-select” the next gear and support extremely fast shifts compared to a standard single clutch transmission. No rubber belt present.
So now we’ve got ourselves a debate.
Proponents of the DCT say it’s more dependable, you’ll never break a belt again, they require less maintenance, and shifting gears is cool. They are right.
Proponents of the CVT say they are always in the right “gear”, never waiting on a shift, are cheaper, and are easier to work on. They are also right.
Let’s break it down:
Reliability
-The DCT gets the point on this one. While CVTs continue to improve, in most cases you’ll still break belts and wear out components more frequently than you’ll tear up a DCT under normal circumstances.
Cost
-CVT for the win. If you do have to replace your transmission, CVTs cost less, plain and simple.
Performance
-Here comes the controversy… CVT gets the nod. If functioning properly and well tuned, there is zero power disruption from shifting and your transmission is always in the right place. Our dyno testing indicates the difference in power loss between a well tuned CVT and other transmission styles is negligible. This isn’t to say the DCT is bad, it just isn’t better.
Cool Factor
-DCT. Shifting is cool. The sounds they make are cool. There’s no argument here.
Ease of Repair
-CVT all day. Although you may break a belt occasionally, more times than not this is an easy trail side repair for the mechanically inclined. The replacement of mechanical clutch parts in a CVT system is generally straight forward and less time consuming with only a few specialized tools. If you break your DCT transmission…well you’ve got a significant and potentially costly project on your hands.
Ease of Modification
-CVT easily. This is analogous to carburetors vs. fuel injection. The DCT can provide precise control via specialized software that is not accessible to the average gearhead and will leave you dependent upon a third party tuner. With some knowledge, practice, and some relatively inexpensive parts that same gearhead can make a CVT do what he wants using wrenches.
CVTs are proven to be capable to handling extreme horsepower with readily available parts and knowledge. The DCT is still somewhat of an unknown in that realm.
So here’s my recommendation:
If you’re a constant high speed rider or racer (think desert terrain) and are concerned about overheating belts, consider the DCT an upgrade.
If you’re not interested in extensive modification, you drive in a reasonable fashion, you want less maintenance, or you just like cruising in a high gear at lower rpm, consider the DCT an upgrade.
If you want to extensively modify your rig, work on it / tune it yourself, or be able to go out and absolutely send it with the knowledge that any necessary repairs are relatively easy. CVT is it.
For me?
Gimme that CVT. I’ll tune it myself with parts and tools. The engine will scream every time I poke the throttle, I’ll never wait for it to decide on a gear, and when it breaks I’ll be back on the trail in short order.
Doug Butterfield
