While the sport UTV segment steals all the headlines and glory shots with claims of mountains worth of horsepower and high-flying jumps, most utility models live somewhat in the shadows. The Can-Am Defender, however, is muscling in on the overlanding community in a fairly robust way.
Spending a day in the middle of Texas Hill Country, testing the full Can-Am Defender lineup, I found it difficult not to see the similarities between the Canadian manufacture’s latest utility-focused machine and the more famously named Defender from Land Rover. Sure, the Can-Am doesn’t have the same battle-hardened gritty design of the Land Rover, but on paper, and in practice, the Can-Am is arguably more of a spiritual successor to the original Land Rover Defender than the British marque’s 2020 model seems to be.
Ranging from just more $10,000 to just less than $28,000, the Defender lineup offers 18 different models, but there are two that stand head and shoulders above the rest: The Defender Limited (starting at $25,199) and the Defender 6×6 DPS (from $17,999) offer the best bang for the buck.
Traversing boulder-strewn creek beds, unnervingly steep inclines and gravel trails consisting of both tight switchbacks and fast sweepers, both machines tackled the terrain with a surprising amount of stability and confidence-inspiring poise. Typically, work UTVs feel more akin to softly sprung minivans. Even with 11 inches of ground clearance on the Limited and 13 inches on the 6×6—and almost a foot of suspension travel on both—neither model gave that characteristically top-heavy feeling. Both get 82 hp from the same 976 cc engine, which is more than enough grunt to keep the ride interesting.
The Can-Am Defender Limited ascends a gravel incline. Photo by Wayne Davis Photography, courtesy of Can-Am.
Where the Limited sets itself apart, is with its fully enclosed cabin and HVAC system. And on a hot Texas afternoon, with temperatures flirting with the triple-digit mark, the climate control was a must. Seals along the door enclosures weren’t watertight by any means, and on the bumpy trails the doors rattled more than I’d like, but for an off-roader, the constant cool air was pure luxury.
Obviously, with the extra axel and set of wheels, grip and traction are the 6×6’s forte. But until you ascend a 45-degree-plus grade on loose gravel, it’s tough to comprehend just how much traction you have. The 6×6 attacks hills, ruts and boulders as if it were on two tank tracks. Additionally, the extra length in the bed afforded by the two-seat cabin and extended drivetrain means a more versatile cargo area measuring 4.5-feet wide and 6-feet long. Can-Am’s 6×6 also boasts a 3,000-pound tow capacity, which is higher than the Limited, and a 1,000-pound cargo capacity. Those specs perfectly set up the 6×6 for what’s to come.
The adventure markets are undoubtedly popular and are spreading into almost every facet of power sports on a daily basis. Considering the company has a product that’s already in a prime position to take advantage of the needs of mountain bikers, kayakers, rock climbers and trail riders, it’s a bit surprising that Can-Am hasn’t already leaned on its strengths. On display at the test-ride was a Defender equipped with bike racks, a rooftop tent and a full enclosure along with a handful of other add-ons. When asked about its availability in that configuration, Can-Am representatives merely said they were gauging interest.
They should already have their answer. Almost every relatable industry is getting in on the overlanding craze. People want a capable machine that can carry all of their gear as well as a few toys and shelter for a weekend adventure. It’s what classic car enthusiasts and the aftermarket companies all see in cars like the Land Rover Defender, the Toyota Land Cruiser and Jeep. Can-Am knows it has the perfect architecture and price point to go toe-to-toe with some of those full-sized rigs on capability alone. Perhaps it can stop gauging interest and build out the overlanding machine everyone wants.
