Can-Am's 2013 Maverick 1000 high-performance sport UTVs were eagerly anticipated, and they didn't disappoint. They had class-leading power and handling with excellent comfort. Power steering was the only thing other sport UTVs had that the Mavericks lacked. The good news is, you can get Can-Am's Dynamic Power Steering (DPS) on some 2014 Mavericks, so we got a top-of-the-line 1000R X rs with Can-Am's tri-mode Dynamic Power Steering (DPS) to test.
Beautifully balanced handling makes using the Maverick's massive power easy.
HOW DOES THE PRICE COMPARE?
The $18,799 Maverick 1000R X rs DPS is Can-Am's best-equipped, wide-track, high-performance two-seater. The most similar power-steering models from Polaris are the $19,999 XP 1000 and Arctic Cat's $19,499 Wildcat X. Without power steering, the Maverick 1000R X rs is $17,799. The base Maverick 1000 goes for $16,299.
WHAT'S THE DIFFERENCE BETWEEN THE MAVERICK X rs AND THE BASE
MAVERICK?
Both models get the same 101-horsepower motor, but the X rs has Fox Podium X 2.5 shocks with adjustable high- and low-speed compression damping, adjustable rebound damping and spring preload adjustment front and rear. The base model has compression and spring preload-adjustable Fox 2.0s up front and 2.5s in the rear. The X rs models also get analog instruments, beadlock wheels and a special steering wheel, seat trim and graphics. Base models have simpler digital instrumentation and conventional cast-aluminum wheels.
The four-valve-per-cylinder, single-overhead-cam V-twin sounds and runs like a modified motor. It puts out 101 horsepower!
WHAT POWERS IT?
A 101-horsepower, 976cc, fuel-injected, single-overhead-cam, four-valve-per-cylinder V-twin. The Maverick engine is a modified version of the Commander 1000 motor. Bigger valves, hotter cams, higher compression (12:1 versus 10.3:1), a high-flow intake and a freer-flowing dual-exhaust system pump up the power.
You can switch between "Sport" and "Eco" throttle-progression modes to tune the power delivery to your liking or riding conditions. Sport gives linear throttle response, and Eco provides softer throttle progression. The Maverick requires premium fuel for full performance, but the EFI system can compensate for regular.
WHAT'S NEW WITH THE 4WD SYSTEM?
Can-Am added the Quick Engagement (QE) version of its Visco-Lok front differential to the X rs for 2014. When you select 4WD, the front differential locks more quickly when it senses front-wheel slip. Unlike some UTVs, the Can-Am 4WD system provides four-wheel engine braking in 4WD, and there's no speed limiter with the differential locked.
HOW FAST IS IT?
Hang-on fast. With the Maverick, you've got so much speed and power on tap, having enough is never a problem. Finding places where you can turn it loose can be a challenge, though. Dunes are a great place to get a feel for the rush of the Can-Am's 101 horsepower.
The first Mavericks weren't available with power steering, and we really didn't miss it. Now that we've driven with it, we don't want to do without the comfort and control it adds.
HOW IS THE POWER ON THE TRAIL?
It's a blast. Liter-class power means you've got plenty in reserve for practically any trail situation. If there's nothing challenging ahead, just rolling on the throttle and feeling the pull of the big V-twin is a hoot. Hills, mud and deep sand won't slow your progress, unless you completely run out of ground clearance. As fast as the Maverick is, it's easy to control. Even in Sport mode, negotiating technical, slippery trails isn't a problem. If conditions call for gentler power delivery, you can always switch to Eco mode. Throttle response is milder in
Eco mode, but you still have access to plenty of power.
Big Fox 2.5 front shocks have plenty of capacity for serious speed, and they're fully adjustable. Front travel is 14 inches.
HOW IS THE SUSPENSION?
It's well-matched with the Maverick's incredible engine performance. Right from the dealer, the Fox Podium 2.5 shocks let most drivers push as hard as they like on typical trails. Faster, highly skilled drivers can firm the high- or low-speed compression and adjust the rebound to suit their needs. With 14 inches of travel front and rear and the Fox shocks' compliant action, the Can-Am delivers a comfortable ride during casual riding and at a fast pace. Power steering gives the DPS Maverick an even smoother feel than the manual steering model because it dampens jolts that come through the steering mechanism before they reach the steering wheel.
Fully adjustable Fox 2.5 shocks control 14 inches of travel. The dual exhaust looks cool and sounds sweet.
HOW IS THE HANDLING?
Nicely balanced. The Maverick is calm and composed in turns and on high-speed straights. Its mid-engine design gives it a predictable cornering feel and planted, accurate steering that let us drive and concentrate on the terrain without having to think about the machine's handling. Polaris' XP 900 asks for more attention from the driver because its more-rearward engine placement makes for looser handling. Part of the credit for the Can-Am's handling goes to the power steering. Three assist levels are available, but we chose minimum assist most of the time. It offers low enough steering effort to make twisty trails a breeze with a very good steering feel. The bumpsteer calming effect of the power steering adds an extra measure of control on any trail, and it makes long, rough drives less tiring.
HOW DOES IT SLIDE?
Stable, predictable handling from the balanced weight distribution and the security of the 64-inch-wide track make drifting the Maverick fun and completely predictable. The powerful engine makes getting sideways as simple as finding a turn and punching the throttle.
HOW DOES IT DO IN DUNES?
It's a natural duner. Not too many years ago you'd have to spend nearly the price of a new Maverick 1000R X rs in modifications to other machines to get the power and suspension the Can-Am comes with. Sand is one of the best places to turn the Maverick loose and stretch its legs. It has awesome climbing power and is predictable on jumps.
HOW IS IT FOR TOUGH TERRAIN?
Very capable. The Maverick is a great vehicle for high speeds in open country, but it's just as impressive when the terrain is so tough that speeds slow to a crawl and it's an accomplishment just to make it through. Having tons of power solves the problem of steep hills with no run at the bottom, and it's just as handy for maintaining momentum in mud. The Visco-Lok QE front differential found all the traction we needed on slick hillsides and in streams with slippery rocks. The range selector is a little notchy, but we could always get the range we needed to maneuver in tight terrain. Steep climbs and sidehills reveal the Maverick's excellent weight distribution. It doesn't wheelie when you don't want it to, and it tracks securely on off-camber trails.
The cabin is easy to get into and out of, and the seats are comfortable and provide great support.
HOW ARE THE DETAILS?
Most are very good, and there are lots of them. The Maverick is a well-designed, nicely made machine with comfortable, supportive seats and an impressively quiet cabin that's easy to get in and out of. The seats are easily removable for use as chairs. The X rs package comes with several sweet extras. Aggressive drivers and racers will appreciate the upgraded suspension, and the automotive-like instruments are big and easy to read. Beadlock wheels add valuable tire-retaining security. The small Maverick bed also accepts many easily attached Can-Am LinQ accessories. We like the Maverick's sporty styling, but like most pure-sport UTVs, the splash protection isn't very good.
Big, easy-to-read car-like instrumentation is part of the X rs package.
WHAT IS OUR FINAL ANSWER?
The Maverick 1000R X rs is a great machine without power steering, but it's incredible with it. Power steering pays off most for tighter, more twisty conditions, but it does good things for the Maverick 1000R X rs DPS' feel anywhere we drive it. If there's any way you can find the extra money for the DPS model, do it.
Specs
CAN-AM MAVERICK 1000R X rs DPS ENGINE/TRANSMISSION
Engine type Liquid-cooled, 4 valves per cylinder, SOHC
4-stroke V-twin
Displacement 976cc
Bore x stroke 91mm x 75mm (2)
Compression ratio 12:1
Lubrication system Wet sump
Carburetion iTC 54mm throttle body, 2 VDO injectors
Starting/back-up Electric push-button/none
Starting procedure In any range, brake engaged
Air filter:
Type Paper mesh/screen
Transmission Dual-range CVT
Drive system Selectable 2WD/4WD
Final drive f/r Shaft/shaft
DIMENSIONS/CAPACITIES/WEIGHTS
Fuel capacity 10.0 gal.
Wheelbase 84.3"
Overall length/width/height 118.8"/64"/74.2"
Ground clearance 13.0"
Dry weight 1297 lb.
Rear rack capacity 200 lb.
Storage capacity 8.3 gal.
ROLLING CHASSIS
Frame Steel w/ ROPS-approved cage
Suspension/wheel travel:
Front Dual A-arms & piggyback shocks w/ adj.
comp, prel./14.0"
Rear Torsional Trailing arms & piggyback shocks w/
adj. comp, prel./14.0"
Brakes:
Front Twin-piston hydraulic 214mm discs
Rear Twin-piston hydraulic 214mm discs
Tires:
Front 27×9-12 Maxxis Bighorn 2.0
Rear 27×11-12 Maxxis Bighorn 2.0
DETAILS
DC outlet Auto-style waterproof plug
Lighting:
Front Four 60W headlights
Rear Four tail/brake lights
Instrumentation LCD speedo/odo/tach/trip/hour/fuel/
gear position/diagnostics/clock
Colors Yellow/black, red/white
Minimum recommended operator age 16
Suggested retail price $18,799
Contact Bombardier: (877) 4-MY-RIDE, www.brp.com
