UTV Features

We tested both the Maverick 1000R and the 1000R X-RS models. The upgraded X-RS comes with bead lock wheels, X-trim graphics & seats, digital/analog gauge, and Fox Podium X 2.5 piggyback shocks which are more durable and allow for finer adjustments.

Test Drive: Can-Am Maverick 1000R

101 horsepower Rotax V-twin engine and 14 inches of wheel travel make this sport UTV a highly capable machine
By Jon Crowley UTVguide.net | January 1, 2013

Photos by Jon Crowley - UTVguide.net

Can-Am recently unveiled its new Maverick at the 2012 Sand Sports Super Show in Costa Mesa, California. This was a great move by Can-Am since the heart of the sport UTV market is the dune and desert segment, and the Super Show is the kickoff to the season. When the covers were lifted off the new Maverick 1000R, Maverick 1000R X-RS and Maverick MAX 1000R on Friday evening at the show, it was standing room only on location, while thousands more sifted through specs and images online.
Dan Rosenzweig of Magnum Offroad joined the author to test drive the Can-Am Maverick for this article. Both were impressed with the handling and performance of the vehicle, as well as its versatility.
The specifications on the new Maverick did not disappoint, especially with a 101 horsepower Rotax v-twin, 14 inches of wheel travel and available 2.5-inch Fox Podium X shocks (X-RS package). But specs are just glimmers into the new machine. The proof is in the pudding, as the old saying goes, or when you get a chance to romp through the desert in a real life UTV. Well, it just so happens that myself and Dan Rosenzweig from Magnum Offroad were invited to Las Vegas, Nevada to test the new Maverick out at the Logandale Trail System. What a great time we had!
Both Jon and Dan agreed that the harder you push the Maverick, the better it performed. It’s a hard vehicle to beat when it comes to aggressive driving in harsh, rough terrain.
Logandale was a great choice to illustrate the superior features of this new sport UTV. It features beautiful red sand and rock areas, with rock crawling and dune riding, plus desert washes, whooped out trails and gravel roads.
Dan and I jumped in a Maverick 1000R first. We have both owned a Can-Am Commander 1000 in the past, so entering the cab feels very familiar. Even the ROPS certified roll cage comes from the Commander. But, that is were the similarity ends. As soon as we started the Maverick and headed out on the gravel access road, you could feel the extra wheelbase (84.3 inches versus 75.8 inches) and the Maverick’s width (64 inches versus the Commander’s narrower 58).
Once off the gravel road, we hit the sand dunes and this is where we immediately felt the added power. The Maverick’s engine is still based on the same 976cc Rotax v-twin that’s found in the Commander. But, Can-Am was able to bump the horsepower to 101. This was achieved in conjunction with increasing the flow volume of the intake plenum, and the independent intake runners that allow the tuning of each cylinder for optimal performance. It also features a high-flow head to optimize the combustion chamber, thanks to larger intake and exhaust valves and an increased compression ratio (12.0:1), and high-flow dual exhaust all contribute to the more powerful and efficient engine. The specs on the Maverick put the horsepower at 16HP more than the Commander, and we believe it! Dan and I definitely felt the increase ponies, especially in the upper part of the RPM range.
After cutting through the dunes, we ended up in a hard pack area with a whooped out section. To tell you the truth, I was a bit skeptical about how well the new Torsional Trailing A-Arms (TTA) Independent Rear Suspension would perform. Once again, the 14 inches of wheel travel looked good on paper but, with other manufacturers using variations of a more traditional trailing arm rear suspension, I had my doubts. The TTA setup on the Maverick looks more like an A-arm type setup, but it’s actually a compact version of a five-link suspension. On paper, it has the lowest unsprung weight, no bump steer and the lowest scrub of any of the other sport UTVs. I just didn’t see how it would compete with the trailing arm setup of the Polaris RZR XP and Arctic Cat Wildcat.
The Maverick’s Torsional Trailing Arm suspension that offers 14 inches of wheel travel attacked the whoops and rutted wash sections with ease.
Well, I was wrong. The Maverick really shined in the whoops and torn up washes. The harder we pushed, the better it performed. Both Dan and I made comments to each other several times throughout the day that we were surprised the Maverick never once got out of shape on us. Even through some pretty decent uneven whoops, the rear end stayed planted and in control.
Truth be told, we couldn’t be more impressed with the design and handling of this vehicle, which immediately raised the bar and set a new benchmark for the sport Utility Terrain Vehicle class. You’ll be seeing lots of them in the dunes next season.
Later in the day, Dan and I got behind the wheel of the top-of-the-line Maverick 1000R X-RS. The X-RS has bead lock wheels, X-trim graphics and seats, analog/digital gauge, custom steering wheel and most importantly FOX Podium X Performance RC 2.5 piggyback shocks! The 2.5-inch body allows a 50 percent increase in the piston area, which allows the shock to do more work with lower internal pressures, less heat, and greater durability. Plus the X-RS shocks have high- and low-speed compression adjustment, as well as rebound adjustment for the ultimate in tuneability. We thought the 1000R did well, but the 1000R X-RS is a step above. If you are into aggressive driving and harsh terrain, this vehicle is definitely worth a closer look.
Another unique feature of the Maverick is the bed area. The multipurpose rear rack works with Can-Am’s LinQ quick-attach accessory system, letting you quickly and easily install or remove a storage box, rack extension, bags or other items. An optional bed liner offers even more storage space for increased versatility. The rack features an integrated anti-skid surface and elevated ridges for convenient cargo holding. Numerous edges and holes allow the use of tie-downs and bungee cords. For a sport UTV that does not need to haul rocks or firewood, this versatile rear-rack is a great idea.
The Maverick has a Visco-Lok front differential. Exclusive to Can-Am, Visco-Lok is a progressively and automatically locking front differential system, once the 4x4 mode is selected. The system intelligently transfers power from a slipping front wheel to the opposing wheel with traction. The front differential works just fine everywhere except when you want to rock crawl. The wheel that loses traction and spins must do so for several revolutions before power is transferred to tire with traction. This issue was addressed in the 2013 Commander with EPS when Can-Am added their Quicker-Engaging (QE) Visco-Lok front differential, which improved the Commander’s traction and abilities in slow-speed, technical terrain. I really do not understand why Can-Am would not also add this technology to the Maverick.
Overall, we are super excited to see another manufacturer enter the sport UTV market with passion! Can-Am has created a unique vehicle that isn’t just a long travel Commander, or a knockoff of the RZR XP. The Maverick has great ergonomics, an aggressive look, industry-leading power and suspension to match. The UTV market is not slowing down, and I like it that way!

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