The first time we got to live what we call the “Maverick Experience” was at the Logandale Trail System in Nevada, when the unit was originally introduced. Although the Logandale Trail system offered close to 332 km/200 miles of challenging trails made up of various terrains, we still wanted to get a unit back home to experience it on our preferred playground.
As our test site we choose a trail system located in Lanaudière area in Quebec. We choose this area as it offers what most trail riders are looking as far as terrain sets are concerned. Basically a good variety of trails which offer some challenging conditions not only for the driver but for the unit as well; in other words it was the perfect Canadian playground.
Our tests were conducted in late fall and the trails were sprinkled with a light snowfall, this just added to the already picturesque décor.
POWERPLANT
The Can-Am Maverick 1000r is powered by a 976CC V-Twin Rotax boasting an impressive 101-horsepower. This is the same engine which is found in the Can-Am Commander, so how did BRP manage to squeeze out that extra horsepower ? BRP achieved this by increasing the size of intake and exhaust valves, an increased 12:1 compression ratio and optimized fuel injection settings. New high-flow dynamics and dual exhaust also contribute to the extra power on tap. This power is transferred via a CVT transmission and out to the ground almost instantly.
Turn the key, press the start button and the V-Twin Rotax comes to life and you instantly feel that there is plenty of power available for some serious fun. That feeling is truly augmented by the grumbling sound gushing out from the dual exhaust, that unique sound which is now a signature of the Maverick.
SUSPENSION AND HANDLING
Our test unit, the Can-Am Maverick 1000r (base model) comes standard with FOX 2.0 Podium X shocks, front and rear. Upfront, a typical dual A-Arm setup and in the rear you find Can-Am’s new Torsional Trailing A-arms (TTA) independent rear suspension. The (TTA) 5-link rear suspension is engineered to be compact, lightweight and effectively eliminates bump-steer during its travel. This arrangement results in an impressive 14-in./35 cm of wheel travel, combine this to its equally impressive 13-in./33 cm of ground clearance and the outcome is a vehicle able to tackle some extremely rugged terrain.
The Can-Am Maverick 1000r frame offers more torsional rigidity and improves handling by letting the vehicles suspension work more accurately. The Rotax engine sits low and close to the center of the frame so this not only improves the vehicles weight distribution but also allows it to react quicker to directional changes. The mid-engine configuration results in a lower center of gravity, this added to a stable 84.3-in./214 cm wheelbase and 64-in./162.5 cm unit width allow for less body roll during aggressive cornering.
TIRES, WHEELS AND BRAKES
The Can-Am Maverick 1000r sits on a set of 12-in./30 cm cast-aluminum rims wrapped in 27-in./68.6 cm Maxxis Bighorn 2.0 tires. The four-wheel disc braking system consists of front and rear 214mm disc brakes and provide more than enough stopping power, as long as there is adequate braking surface of course.
COCKPIT AND ERGONOMICS
The Can-Am Maverick 1000r is truly one mean looking machine, with its aggressive muscular stance and in my opinion has the best fit and finish in the industry. Entering and exiting the vehicle is made easy with the easy-clip side nets, once in the vehicle you find yourself comfortably seated in the full bolster high-backrest driver’s seat. To accommodate individual rider needs, the driver seat is fully adjustable and you also find tilt steering. What I really appreciate is that the gauge is located on the steering column and pivots (up/down) with the steering wheel so it’s always-in clear view. It should also be mentioned that both the driver and passenger seats are removable and freestanding, a definite “nice to have” for trailside lounging.
The cockpit is spacious and stylish and can easily accommodate even the bigger riders. The vehicle control panel, gauges and controls and easily legible and are all within easy reach.
For integrated safety the Maverick features a 2-inch ROPS cage, three-point safety harness and dual passenger grab bars. You will also find a total of 31.6-liters/8.3 gallons of cockpit storage, 17.2-liter/4.5 gallons glove box and an additional 13.1-liter/3.4 gallons storage space conveniently located beneath the diver’s seat. It goes without question that such a sophisticated design would not omit dual cup holders for your favorite beverages.
Besides the cockpit storage, the Maverick doesn’t offer much else as additional storage. The unit doesn’t have a typical “cargo bed” as we are used to seeing in other competitor units. The Maverick does offer a multi-function rear rack which uses the LinQ quick attach accessory system. Although we ended up safely securing a limited amount of gear on the “storage rack” as is, we recommend exploring the various storage add-on available if you intend on using the Maverick for overnight rides or weekend getaways.
THE RIDE
The majority of consumers that will purchase a Maverick in Canada will be for trail riding, so we wanted to tackle as many trail conditions as we could find. At heart we may all be trail riders, but when deemed safe we all enjoy mashing the pedal from time to time. We had already experienced the “go-fast” capabilities of the Maverick in the desert of Nevada, but I guess we needed a reminder. We found an open straight (private trail) with clear visibility down trail and we hit the “go-fast” pedal, and go-fast we did! The power was immediately transferred to the wheels and we were immersed back deep into our seats, the power just kept building throughout the power band, so much so in fact that we ran out of trail before we could top it off ! During our tests in Nevada we topped off at 75-mph/120-kmh; keep in mind that many factors come into play with top speed measurements and test results may vary.
While cornering we did experience some body roll in aggressive cornering, but when you get use to the feeling you can easily adjust to compensate. Cornering on tight trails at slow speeds where also a workout, but this was largely due to the fact that our test unit Maverick 1000R did not come with power steering.
The Maverick’s suspension, wheel travel and ground clearance can easily handle extreme rocky conditions. However when maneuvering over large obstacles at slow speeds, due to the lack of powering steering it can be quite energy consuming. This is the second observation we made towards the lack of power steering in our test unit; DPS (Dynamic Power Steering) is available in some 2014 models and in our opinion it is worth the extra costs.
SO DID WE LIKE IT?
Everything about the Maverick just wreaks performance, from its aggressive muscular stance to its impressive horsepower and handling. The Maverick is suitable for the trail rider looking for a unit capable to tackle just about any trail, to the rider that lives to mash the ‘go-fast’ pedal.
We loved the Maverick when we first experienced it back in Nevada, and we loved it even more now that we had the chance to ride it for a few weeks. During that period of time and the multiple hours spent behind the driver’s seat, we not only experienced several adrenaline packed moments provided by the Maverick’s 101 Horsepower, but we surely enjoyed the confidence that the Maverick would take us where we wanted to go regardless of the trail ahead of us.
Bare in mind that our test unit was the Can-Am Maverick 1000r (base model), the Maverick is available in various packages, from trail riding to extreme mudding configurations. Make sure to visit your local Can-Am dealer to see what package is most adaptable to your riding style and needs; test ride a unit and live the Maverick experience for yourself.
For vehicle options, specifications and pricing for the Can-Am Maverick 1000r. Please visit the Can-Am Offroad Website
