Can-Am’s mid-engine design is the
key to the Maverick’s balanced,
predictable handling. The single-overhead-cam, eight-valve
V-twin puts out an impressive
101 horsepower and
HOW FAST IS IT?
It rips! With 976cc and 101
horsepower, it should. The Maverick
DPS should actually be a bit quicker
than the more expensive Maverick X ds,
because the DPS is 72 pounds lighter.
The Polaris XP 1000 will get away from
the Maverick in a drag race, but the
Can-Am cranks out more than enough
power for every other situation.
HOW IS THE POWER ON THE TRAIL?
Can-Am has the Maverick’s engine
and clutching tuned to be crisp and
responsive, but even in Sport mode, its
power delivery is more refined than a
RZR XP 1000. There’s plenty of good,
solid snap on tap for getting a drive up
jump faces and for breaking the rear
end loose to slide, but it’s easier to
finesse the gas pedal in slippery, low-traction conditions. You can soften the
Maverick’s throttle progression more by
switching to Eco mode; it smooths the
The torsional trailing arm rear end is more like double A-arms with an extra link than trailing
arms. The important thing is, it’s relatively simple and light, and it keeps the Can-Am nicely
composed in brutal terrain.
throttle response for better control in
choppy terrain and reduces maximum
throttle opening, so it can make the
Maverick more manageable for drivers
who are new to high-performance
UTVs. The Maverick also comes with
Performance and Normal ignition keys.
The Normal key reduces torque and top
WHAT KIND OF SUSPENSION DOES IT
The Maverick has a double-A-arm
front end with compression and spring
preload-adjustable Fox piggyback
reservoir shocks. A trailing-arm/A-arm
setup with a sway bar and compression
and spring preload-adjustable Fox
piggyback reservoir shocks do the job
in the rear. Both ends have 14 inches
HOW DOES THE SUSPENSION WORK?
It’s very good, but it has its limits.
The Can-Am has a smooth, compliant
ride that makes even ugly, rocky
trails fun to ride on. There’s enough
suspension stroke to handle big high-speed bumps and jump landings too.
High-speed desert whoops are the
one situation where the Maverick can’t
match the suspension performance
of the 1000s from Polaris, Arctic Cat
and Yamaha. The Maverick soaks up
whoops well, but the other machines
have more travel, so whoops find the
Maverick’s suspension limits sooner.
HOW DOES IT HANDLE?
It’s predictable and nicely planted.
The Maverick’s mid-engine design
and semi-long-travel suspension pay
off in secure, balanced cornering and