“Competing for the ugliest battery backpack blower ever made” is the kind of joke that tells you everything about the vibe on a trade show floor. It’s fun, it’s loud, and it’s full of gear that people actually use every day.

This year’s walk-around took place at the GCSAA Conference and Trade Show in Orlando, Florida, with one big question in mind: what’s the best cart on the market for 2026? From golf course-ready people movers to work-focused utility rigs, the big themes were clear: lithium options are everywhere, beds are getting more purpose-built, and manufacturers are putting more thought into comfort, service access, and accessories.

If you want to see the full booth tour, the video is embedded below. You’ll spot 2026 models with lithium power, heavy-duty beds, and family-friendly features, all in one walk.

Sitting in the John Deere Gator GS, the first thing that stands out is space. It feels roomy, and that matters if you’re hopping in and out all day, or you’re carrying tools, clipboards, and whatever else your day requires.

Comfort got called out right away. The seats feel comfortable, and even the smaller touch points got attention. The floors feel nice underfoot, and the steering wheel has a rubber grip that feels more like an automotive-style wheel than a hard plastic ring.

That “feel” piece is hard to capture on a spec sheet. Some carts feel thin or hollow when you step into them. This one doesn’t give that impression. It feels like a cart designed for hours of real use, not a quick lap around a parking lot.

Then came the comment that sparked the whole comparison: it looks exactly like a Yamaha UMAX. Same layout, same vibe, same general footprint. When two machines feel that close, it leads to the obvious question buyers ask at shows like this: are they basically the same cart with different branding?

A few minutes later, that hunch turned into a pretty direct side-by-side moment. Sitting in what was first called a Deere GS again, it became clear it was actually a Yamaha, and it was identical in feel to the Deere version they’d just been in.

The takeaway from that moment was simple: Yamaha makes the cart, and it may also be produced in a Deere-branded version. On the floor, the difference felt like a color change more than a full redesign. That’s important because it gets right to how many buyers shop.

If you’re a Deere fan and your local Deere dealer can bundle a strong deal (and maybe financing through Deere), that path can make sense. But if you’re strictly trying to get the most cart for the least money, the Yamaha-branded option may be the better value, assuming pricing lands the way it often does with badge swaps.

Here’s the quick comparison they were circling on the show floor:

It’s the same old buying decision in a new wrapper: do you want the badge, the dealer relationship, and the finance options, or do you want the lowest price for a cart that feels the same?

Another Yamaha configuration on display looked like the sweet spot for a family or a crew that needs some flexibility. This one had bucket-style rear seats, and the rear seating area folds down so you can use it as a more utilitarian surface.

In other words, it can act like a people carrier, then quickly change into something closer to a light-duty hauler. That’s a practical design if your cart does double duty. One minute it’s moving staff around a property, the next it’s carrying supplies, coolers, or small tools.

A small detail got a laugh but also made the point: the rear includes an “oh crap” handle. Anyone who has ridden on the back of a cart over bumpy ground knows why that matters.

This version was also described as a great fit if you want a cart that’s easy to live with. It’s lifted, it has nice tires, and it has that weekend-friendly feel while still being useful during the week. If you’re not pulling heavy attachments or loading pallets, this kind of setup often ends up being the one that gets used the most, because it’s always ready for the next errand.

The Toro MDX Lithium came with a story, and it’s the kind of story that makes a product’s reputation stick. They grew up with a gas version of this machine and described it as indestructible and “unstickable.” The example was simple: they drove it a long way from home, over hills and through the woods, and it just kept going.

The centerpiece feature is how it moves. The MDX can articulate in the center, which helps keep all four wheels on the ground. That articulation is the “magic sauce” they were talking about because it changes how traction works. When your tires stay planted, you can often get where you need to go without relying on four-wheel drive as a crutch.

Other details they called out were the kind of things buyers notice after the honeymoon phase:

• It can be ordered with electric dump or manual dump.
• It rides on wide turf tires, so you can drive on sensitive ground with less worry.
• It has a diamond-plated floor and solid fit and finish.
• There are 2-inch receivers on the front and back, which opens up options for attachments and towing setups.
• The bed is poly, and the suspension was described as stiffer, which often goes hand in hand with higher carrying and towing confidence.

The MDX feels like it’s built for people who treat a cart like a tool, not a toy.

Next up was the Toro LTX, presented as the model replacing the GTX. A Toro rep named Chris walked through what changed, and it wasn’t just a minor refresh.

On the gas side, the LTX gets an upgraded single-cylinder EFI engine (a Briggs engine). EFI is the kind of upgrade that can make daily use feel easier, especially when you’re dealing with varied weather and lots of short trips.

There’s also a lithium option, and that version brings a key change: an electric automatic parking brake, meaning no foot pedal parking brake on the lithium configuration. On the EFI models, you still get a foot pedal parking brake.

Beyond power, the LTX is clearly built to be configured:

• Upgraded dash and new bench seat options
• Lots of storage
• Metal bed (with a poly bed option also available)
• Accessory support that includes cab options, a canopy, and windshield setups

One of the most practical design notes was about service. Toro wants these machines to be extremely accessible from a maintenance standpoint, whether you’re getting to shocks, engine components, or putting the machine on a lift. That’s not flashy, but it’s the kind of detail that saves time and frustration over the life of the cart.

They also talked about width. The LTX is meant to be sized so fleets can park them close together in cart barns and facilities, maximizing storage space. That narrower footprint also helps for sidewalks and tight campus routes.

If the MDX is the rugged off-road workhorse, the Toro UTX is the “fully loaded” showpiece. It was described as the most beautiful machine on the floor, and it’s something they expected to be carrying soon.

The key numbers mentioned were attention-grabbing:

• 40 horsepower
• Available in gas or diesel
• 2-seater or 4-seater
• Up to 50 mph, with a key under the seat that can reduce it to about 25 mph

That speed control detail is worth noting because it hints at who the UTX is for. Some customers need fast for large properties. Others need strict limits for safety and policy, especially on campuses and job sites.

The unit on display was “maxed out,” including a headache rack, headlights, a front windshield, windshield wipers, and front cubbies for small storage. It’s the kind of setup that feels closer to a compact vehicle than a basic cart.

Even the tires got attention, with a quick question about whether those aggressive-looking tires were stock. That’s the show floor reality, people are scanning for what comes standard and what’s part of a package.

Toro also had a cart aimed at the “move people all day” side of the market: the Vista. It’s been out for roughly a couple of years and comes in a people carrier configuration, plus a more utilitarian version with a bed on the back. It was framed as Toro’s answer to the familiar people mover options you see from brands like Club Car, including variants designed to carry golf bags.

Then there’s the other end of the spectrum: the HDX. This was described as heavy-duty equipment, closer to a “mini truck” approach. If you need to haul heavy attachments like sand throwers, carry big spray rigs, or move serious weight, the HDX is built for that job.

The HDX details mentioned included:

• Heavy-duty towing capacity
• Bigger engine
• Four-speed transmission
• Reverse, plus low and high

That low and high callout matters because it points to a machine designed to work under load, not just cruise around.

The Cushman XL Elite showed up as a familiar name in the utility cart mix, and the specs shared were the kind that make fleet buyers stop and take notes.

This cart can hold 1,200 pounds in the cargo bed and haul 1,600 pounds. Power comes from a 13.5 EFI motor, and the bed called out on the show floor was aluminum.

More than anything, the feel was described as “pretty nice,” which sounds simple, but it matters. On paper, lots of carts can claim capacity. In person, you can tell when a cart feels tight, solid, and ready for daily wear.

They also mentioned they’ve sold a couple of these and people seem to like them. That’s not a lab test, but it’s real-world feedback from customers who put carts to work.

The Scout 4-seater presentation focused on something many carts miss: being truly ready for golf course use without a long add-on list. This Scout was described as a brand-new 4-seater equipped for the golf course, and it includes a golf stand as a standard feature.

It also has a tech upgrade path that feels more like a modern car option package. For an additional $1,000, buyers can add a touchscreen with Apple CarPlay and Android Auto, plus a Bluetooth LED speaker.

The rest of the standard setup is strong for the price point discussed:

• 105 amp-hour 48-volt battery
• 6.3 kW motor
• Lights and integrated turn signals
• USB and USB-C ports
• Neutral, drive, and speed modes
• Speed range mentioned at about 15 to 25 mph, with dealers or courses able to set limits

The big idea is that it’s sold as a complete package. It’s not pitched like a bare cart that becomes expensive only after you start adding the basics.

The buying model is dealership-based. The Scout is sold through a network of about 400 dealers nationwide, which also supports the service side. That matters because carts are only as useful as the support behind them when something breaks, or when it’s time for routine maintenance.

Warranty coverage was a major part of the pitch:

• 8-year battery warranty
• Lifetime warranty on the chassis
• 2-year bumper-to-bumper (part-to-part) warranty

Charging and range numbers were also shared: about a 6-hour charge time for about 40 miles of range.

Then came the price, which got the biggest reaction on the floor. The base unit was quoted at $7,500, with the upgraded CarPlay and speaker package putting it around $8,500. The emphasis was that you can drive off with the included warranty and standard features already in place.

A few patterns showed up fast at the Orlando show. Yamaha and Deere had carts that felt nearly identical in the seat and on the controls, which puts pricing and dealer support front and center. Toro’s lineup covered a wide range, from the articulated MDX to the fast, accessory-heavy UTX, plus practical options like the Vista and the heavy-duty HDX. Cushman stayed in its lane with a work-focused cart that brings real capacity. The Scout 4-seater stood out on value with strong standard features, long warranty coverage, and a price that surprised people.

Not every cart on the market was in the building. If you’ve got a cart you think should win for 2026, share the model and why it earns a spot. If you want to see what Main Street Mower is stocking and talking about, you can browse the full lineup at Main Street Mower’s online store, plus keep up with new arrivals on Main Street Mower on Facebook and Main Street Mower on Instagram.

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