— Testing a rugged, full-metal UTV for the outdoorsman —

This Warrior uses an 800cc, V-twin four-stroke with four valves per cylinder—very similar to Can-Am’s V-twin. It is fuel injected with a single throttle body feeding both cylinders. It puts out 60 horsepower. The smaller 700 uses a 686cc, single-cylinder powerplant similar to the Yamaha engine that powers many of its ATVs and SxS’. It produces 34 horsepower and costs $10,799. The Warrior 800 we are testing here sells for $12,999.

There are only a few UTVs that have the ability to carry three people all in the front row. Massimo’s Warrior is the widest available. No shoulder rub here!


The overall dimensions are bigger than most. It has a longer wheelbase than a RZR XP. It’s taller, too, at 77 inches, and wider than anything except the newer long-travel RZRs and X3s. The Warrior is an even 70 inches wide. The bed itself is huge at 65 inches wide. It’s all made of steel, so it’s tough and can take abuse better than most plastic beds. Two electric rams assist with the lifting chores, and the limit for the box is set at 775 pounds. Some utility machines from the big brands have a 1000-pound rating, although they handle very poorly at that limit. Others limit bed loads to around 600 pounds. On the positive side, the Warrior’s dump bed has 10 stake pockets around the perimeter in case you wanted to build sides for the machine. Up front, instead of having a hood, there is another huge cargo platform. This one is stationary and looks like it will hold another 500 pounds. A 4500-pound winch is supplied as standard equipment and is bolted right below the cargo tray.

We already told you, the Warrior is big. In fact, it’s bigger than a two-door Jeep Wrangler; however, it doesn’t have AC or a heater.


Mellow but plenty. It has enough ponies to either get the job done or cruise up a logging road to get you to that lucky deer stand. When loaded or going up a grade, the vehicle slows some but doesn’t force you to shift into low gear unexpectedly. In low, the difference in torque isn’t huge. There may be a bit more grunt off the line, but it’s not night-and-day different. The rig will climb. It has tires that provide great traction. These meats are 26-inch-tall, eight-ply Big Horn copies. They are really tough and a perfect fit for a workhorse like this.

The air filter can be reached by removing the center seat. No tools are needed for inspection. The intake port is right where the middle passenger’s leg might rest, so your passenger will have to be vigilant about that. Yamaha made a similar mistake with the first Rhino 15 years ago. The intake was in between the two occupants and sometimes would get blocked by the passenger’s arms or gear.


Hydraulic discs on all four corners do a good job slowing the tank-like machine down quickly from any speed. There is a parking brake too. We weren’t that impressed with the engine braking, however. Even in low gear, it was almost non-existent. A simple clutch change could fix that. The clutch is easy to get to, but there are no instructions in the manual for changing the belt. We are working on a how-to video for the belt as we speak. You change it by threading a bolt into the secondary clutch. It’s very simple.

A huge electronically assisted steel dump bed is provided out back. It’s one of the biggest and strongest cargo beds you can find. It has a ton of tie-down options and stake pockets if you want to build up the sides to carry even more.


For a machine weighing 1830 pounds, it rides surprisingly well. Dual A-arms on all four corners hold a single coil shock and offer about 8 inches of movement. It’s very plush at typical speeds for this type of machine. Smaller bumps—no bigger than a speed bump—can be hit at full speed. Anything larger and you would want to back off first. You can even catch a little air off small ramp jumps and land softly. Considering that this is in no way a sport machine, it has much better suspension than we expected.

The CVT system is simple to access for maintenance. Belt changes can be done easily, even away from the shop.


It’s a very full-featured system. The dash is loaded with switches that allow you to go from 2WD unlocked turf mode all the way up to 4×4 with a locking front diff and all settings in between. The winch is dash-switch-operated as well. Finally, there are turn signals and a horn within that switch bank. In OHV-friendly states, the Warrior could be made street-legal very easily.

While we like the bolt-on steel skid plates under the engine and drivetrain, the low-hanging cross-members hurt the protection value. If you have to slide over obstacles, these will hang up, and they collect mud in a bad way.


Up front, the ample-sized radiator has dual electric fans and strong silicone hoses. At the back end, dual-exhaust outlets on the muffler keep the machine sounding great going down the trail. It’s not quiet, but it’s not loud, either. Speaking of quiet, the dozen or so giant tie-down points open up for ease of use but then click back into place so they don’t rattle around when not in use. Furthermore, there are even more tie-down points all over the machine. Even with its primarily steel body, the whole vehicle is nearly rattle-free.

When you need to haul a crew and lots of equipment, the Warrior can get the job done. For work duties and some fun on the trails, this rig will do the trick.


Taking into account that this is a brand-new machine, we have very few complaints. The lack of cup holders is one (they really don’t seem important unless you don’t have them). Another issue are the seat belts. Yes, the Warrior has seat belts, but the middle passenger only has a lap belt, and the belts for all three riders are lacking a sliding mechanism to keep them from tightening up when you go over bumps. If we could request one more creature comfort, it would be a dash-mounted grab-handle that both passengers could easily reach. None of these minor complaints would prevent us from recommending this machine to anyone, though.

The Warrior 800 tops out at about 60 mph. In low range, it goes almost as fast with a little more grunt. We wish the difference was greater, especially when hauling loads or climbing hills, if only to save belt wear.


The Yamaha Viking is the only other machine with three separate seats and a large dump bed. The Viking sells for $13,999 and comes with a top but has a smaller engine. Polaris sells its three-seat, non-EPS-equipped Ranger 570 for $10,299. The 900 has a $13,399 price tag with EPS, and the XP 1000 costs $15,499. Neither of those come standard with a positive front locking diff (except the Viking), front cargo tray, a winch, electric dump bed-lift assist or the unique look of the Warrior.




Engine type Four-stroke two-cylinder V-twin

Displacement 800cc

Horsepower 60

Cooling Liquid-cooled

Transmission/final drive Automatic CVT P/R/N/L/H,

shaft drive

Drive System 2WD/4WD, locking differential

Fuel System Electronic Fuel Injection (EFI)


  Front Independent dual A-arm

  Rear Independent dual A-arm


  Front AT 27×9-14

  Rear AT 27×11-14


  Front Dual hydraulic disc

  Rear Dual hydraulic disc

Wheels Aluminum

Length/width/height 131.5”/70”/77”

Wheelbase 91.5”

Ground clearance 12.5”

Cargo bed dimensions 42.5”/65.5”/10.25”

Cargo bed Electric piston dump

Turning radius 18’

Towing capacity 1,500 lb.

Cargo bed capacity: 500 lb.

Fuel capacity 12.7 gal.

Seat height 34.5”

Dry weight 1,830 lb.

Instrumentation Digital display, speedometer,

odometer, tachometer, hour meter,

gear indicator, 4WD indicator, diff-lock indicator,

trip meter, headlights (high/low), turn signals,

fuel gauge, high-temp.

Price $12,999

Contact www.massimomotor.com

MORE UTV TESTShttps://utvactionmag.com/tests/

GET YOUR $25 GIFT CARDhttps://hi-torque.com/product/utv-action-holiday/




You might also like

Comments are closed.