Mine is out parked out back in the dark. But if nobody gets back to you by morning I will check mine no problem bro.

 

Much appreciated! If measurement is reasonably close, should work - just as did wider MavS bars on MavT. With MavS XRC owners not having gone down the "parts bin engineering" path I have, this might become a popular and affordable mod. We'll see...

As a footnote, MavT owners speculated on these forums that BRP intentionally stiffened F/R sway bars on the 50" class machine for liability reasons WRT higher tendency for rollover on such narrow track machine. I thought that had been addressed with subsequent 2019 release of 2019 60" MavS. But then, same diameter bars as MavT on 64" MavS XRC? Go figure...

 

2019 Sport 60".

Looks like its the same. Maybe 1/16" under 20 3/4".

Diameter is 17.5mm.

 

Perfect! Thank you very much!

Measured widths likely differ only by bar thickness at flange attachment points, so I'll place my order with RMATV this morning. Also noting this mod should benefit those with MavS XMR and XXC model variants wanting greater articulation w/o disconnecting or removing the front sway bar. R&R on the rear bar is more labor intensive, however IMO results in balanced bar roll stiffness. I'll do that later.

 

No problem.

And yeah 17.5mm vs 18mm. Meaningless. It is obviously the same.

Hopefully it works out good and helps!

 

Order placed! Per screenshot, OEM parts nicely discounted and priced such that added an oil filter to achieve "free shipping" at $75. Likely obvious, same MavS P/Ns I ordered Nov 2018 for MavT.

 

interested to see how it acts once you have done the swap.

 

^^^ Yes, I'll post an update at that time, though pretty certain I already know. Articulation increased significantly with these bars on my former MavT as outlined in post #45 of my mods thread. Seems likely even more gain with longer travel XRC suspension. As previously mentioned, my buddy kept his front bar disconnected on his own MavT and removed that entirely on day #2 of XRC ownership with no intention of reinstalling.

Online videos show front articulation is XRC's limiting factor in technical terrain, This is an easy and inexpensive and mod, one that I suspect XRC, XXC and XMR owners haven't been aware of with an assumption those sway bars are same specs as on 60" MavS. BTW, I verified on Can-Am parts fiches that all (3) 64" platform variants share the same P/N 706203649 front bar.

 

Is this a first proof of concept for this modification or have others heard of/tried this modification? I'll be watching, but seems like it may be a while due to stock deficiency.

 

^^^ Frankly, I doubt most 64" class owners are aware - unless having compared MavS 60" vs 64" variants and noticing the much different bar diameters. Only a few on this forum with MavT did that swap. When I got my new XRC, I thought those bars looked larger so measured and confirmed same as MavT. Was quite surprised by that, thus the reason for the measurement question answered by SideXEach. I'm delighted that the smaller bar(s) will fit and think others here will likewise.

Current supply of BRP parts varies by item. My thinking is that assembly parts to build new models are readily available whereas some accessory parts outsourced to external suppliers are being delayed. For example, my buddy and I ordered a spare wheel, shrader valve and tire off RMATV's MavS XRC parts fiche which were in their stock and shipped promptly. We also bought Can-Am LinQ Pivoting Racks to carry those spares which were in RMATV's stock at that time. His arrived OK but my box was damaged in transit with the load bearing pivot castings MIA. Subsequently returned and refunded, with replacement order placed next day. RMATV shows estimated shipment on that rack in November! RMATV order confirmation for the sway bar and bushings shows backordered (not in their stock) but with shipment to me estimated Sept 28. Not too bad!

 

^^^ We also bought Can-Am LinQ Pivoting Racks

I really like the Pivot Rack, very versatile addition to the rig.

 

If you weren't so far away and not in a different country I would have traded you lol.

Bigger swaybar is actually interesting to me now that I know there are bigger available for so cheap.

I do get into some rediculous rocks and holes but that's like less than 5% of my driving.

 

^^^ If you do eventually swap to 64" variant bars, hang on to them 'cus I'll wager you'll want to return to originals. Can't imagine why stiffer would appeal, other than to BRP's litigious department...

 

I just hate body roll haha. The way the Sport came was brutal. It would start to lean stand like crazy on the front outside corner in harder turns. Not too hard to get the rear inside wheel to start to lift.

Stiffening up the Springs and bringing the ride up height helped a ton after a bit of playing around. The car actually drives within reason now.

I would like even less body roll. Just depends on where and how you drive.

But maybe you're right I may hate it lol. The car is set up pretty good right now. Close to just the right amount of oversteer for my liking.

For sure you are right about big bars and stiffness as far as legal garbage. Same reason the factory settings are such low ground clearance.

 

As an update, the MavS 60" swaybar & bushings arrived today from RMATV exactly as indicated at time of order. It's an easy install, however I'd prefer measuring before/after articulation with the XRC 64" bar, no bar and then with the lighter diameter 60" bar in place. I'll wait to do that when I'm home rather than here in the RV park. I think that this will be a popular mod for other MavS 64" platform owners, so empirical results are more useful than simply saying "it works better". Stay tuned - I'll update by the end of October.

 

OK, the thinner MavS 60" class front sway bar is installed and I claim success!

Articulation measurements were taken using same reference point on my buddy's atv jack, with objective being relative differences rather than absolute articulation. The driver front was lifted until the passenger side tire had slight friction against rotation. Reference point on the jack was the small welded round bead on top of the rectangular support member. Tires were aired to my preferred 8psi, noting that measurements would change slightly with greater (OEM spec) pressure. Baseline picture with stock bar wasn't taken on a level plane, thus skewing the apparent measurement. You can accept my measurements or replicate for yourself. From all this, installing the thinner sway bar achieved 75% of articulation vs no front sway bar at all.

MavS XRC - stock front sway bar - 12" max articulation
MavS XRC - no front sway bar - 16" max articulation
MavS XRC - 60" class sway bar - 15" max articulation

In my original post, I mentioned I might purchase and install the complementary thinner MavS 60" class rear sway bar later on, thinking the task would be similar to that when I swapped both on my former MavT 50" class machine. Wrong! MavS XRC suspension geometry, dimensions plus the arched a-arms makes that swap perhaps even easier than on the front bar, with nothing to remove except the bushing clamps and (temporarily) the end link bolts. I've already placed my order with RMATV and should have that to install within a few weeks. Not expecting as dramatic improvement as with the front bar, however it'll be a balanced combo that should work even better together.

Stock XRC sway bar:

No sway bar:

60" class sway bar:

Bar comparos:

Installed:

Rear bar access:

 

Now disconnect the rear bar and enjoy another 50% of articulation and smoother ride. It’s also notable that you need to remove a lower a-arm to remove the bar altogether. It’s a snug fit going through the opening at the back of the chassis.

 

^^^ I assume you did that removal on your XMR?

On 50" MavT, add'l disassembly was required for clearance however hoped not-so with 64" X-series. Looking again, I see it's a similar problem where that bar can't draw back and rotate downward far enough without contacting one or both lower a-arms. Did you try unbolting bottom end of coilover to allow full droop? Once clear, it's easy to withdraw from the pass-through hole above the receiver port.

 

I had the shock off with both tires off the ground (XXC). Still couldn’t twist the bar out so I dropped one lower a-arm. Came out easy after that.

 

^^^ Thanks! Helpful, even while nearing project effort level of former MavT rear sway bar...

Did you remove both front & rear bars? If so, what combo pavement/off-pavement? No way I'll remove the rear bar since I/we routinely drive our machines from either home-base or seasonal RV park with no need to trailer to staging points - exception being basic transport. Street legal in AZ with minor equipment adds (horn, lighted license plate plus registration tags and insurance). As such, highway speeds 55-65 mph to trail access are routine with desire for associated sway control. My project objective being significantly increased articulation while maintaining reasonable highway and off-pavement manners.

BTW, while waiting on the ordered front bar, found a YouTube video posted by user: AZ SxS Project entitled "Disconnect Sway Bar - Maverick Sport Max" insightful, which shows both empirical articulation data with and without stock sway bars connected (noting thinner 60" class bars) along with action coverage of each combo tested. Unsure if the author is a forum member, so won't directly link - google it. That confirmed for me that no sway bars at all isn't practical (nor safe) for most user applications. As often said, YMMV...

 

I removed the front bar before it left my garage, rear bar after the first ride finding it tougher than my old farm truck Commander. I ride 0% pavement and maybe 5-10% gravel logging roads. The rest is extremely rough mountain trails, many very tight through the trees. I don’t mind the lean at 60 mph gravel corners, teaches you about driving smoothly feeling the weight transfer. Handles the same as all the top heavy vehicles I drive day to day, no sports car here.

 

The OEM 60" class rear sway bar and bushings from RMATV arrived yesterday, so my project today was R&R. It took me several hours to complete, including retorqueing all mounting hardware and re-greasing affected arm zerks plus the new bar's zerks. I started by following the BRP repair and maintenance manual procedure, which calls for removing both upper control arms inner bolt and rotating upward to allow the bar to swing clear past the arms. No dice, even with both coilovers disconnected at bottom and swung out of the way. Reattached the one side I'd disconnected, then removed and lowered one lower control arm inner bolts (as did @Turbo392) while supporting the outer arm against excessive droop (concerns wrt driveshaft). I chose the passenger side control arm due to greater access to mounting bolts. All done now.

This past Monday, my buddy and I did a local loop just outside town which is tight, off-camber and highly eroded in spots. Enough so that it was a moderately technical challenge for our former MavT machines modded for stability. This was our first ride locally after being in AZ's high elevation White Mtns for the summer season, so we were anxious to see how our MavS Xrc units performed. In brief, totally drama free with 64" track and near 15" ground clearance. He has been running his with no front bar and I ran the first time with the lighter diameter 60" front bar. I immediately noticed how much softer the car rode with the lighter bar, along with articulation being greatly improved. Although articulation gain with the smaller diameter MavS 60" class rear bar isn't nearly as substantial as with the front bar, I preferred having the balanced set, even with anticipated installation hassle.

I did some googling to attempt to determine relative differences in stiffness between bar diameters and found one formula that seems simple enough if accurate (assumes same tensile strength used on BRP sway bars). From that, I'll wrap this up with the original dimension comparisons as well as stiffness comparisons using that formula. Also noting, the actual bar diameter dimensions might be slightly different, however I used my original numbers for consistency. If any mechanical engineers out there disagree, please feel free to provide a more accurate formula.

>>>>>>>>>>>>>>>>> FRONT / REAR

MavT bar diameter ----- 25mm / 30mm

MavS bar diameter ----- 18mm / 27mm

Diameter Delta ---------- <28%> <10%>

Stiffness Delta ----------- 39% -and- 11%

Front: 25.00/18.00 = 1.39 or 39% stiffer (OEM Xrc bar)
Rear: 30.00/27.00 = 1.11 or 11% stiffer (OEM Xrc bar)

 

One issue you may have that I had with my Commander, using a lighter bar with a wider stance may cause it to snap. It has happened to a few on the older machines.

 

^^^ Highly unlikely on the rear bar. Seems unlikely on front too, but if so - easy replacement. Noting these bars are OEM MavS 60" class - just 4" less than 64" class X-series. Thanks for your comment!

 

I had switched from the Commander OEM 7/8” rear bar to the OEM X model 3/4” bar. 2” wider wheels on each side caused the smaller bar to break.

 

Interesting. OTOH, MavS 60" and MavS 64" X-series bars are same width, with diameters being only differences. IMO, bar failure still seems unlikely with no abnormal geometrical stresses in play.

Also noting; I ran MavS bars nearly 5k miles on my 50" class MavT without issues with MavS bars being fractionally wider than MavT...

 

Seems like the MavS Max and the MavS XRC are same bar... not sure if the above post was correct 100%.

 

Anyone looking to sell those thicker rears? I've got a MavS Max... looking to remove my front bar and just beef up the rear. Thanks. Figured they are probably just taking up space in your shed or whatever. Let me know. Thanks.