Rear travel is 10. 5 inches, and the Trail
1000 will tow up to 1500 pounds via a
2-inch receiver. Bed capacity is 300 pounds,
and our test unit was fitted with an accessory
Front travel is 10 inches, and the
HPG shocks are only adjustable for
preload (five positions). Integral front
bumpers protect the front fascia, and the
X3-inspired fenders and half doors do a good
job of keeping mud out of the cab.
Two 91mm pistons ride on a 75mm stroke in
the 976cc V-twin, and a 54mm EFI throttle
body has two VDO injectors feeding four intake
valves. The Maverick Trail sports a QRS-T CVT
from the X3 and a large, quiet muffler.
Electronic Hill-Descent Control. The
Visco-Lok front diff self-locks when it
detects front wheelspin, and the all-new
front bodywork has an X3 influence,
but only DPS models get LED headlight
eyebrows. The radiator is over-sized,
and the grill is removable for cleaning.
Taillights are LED, and the Trail’s bed
holds 300 pounds—100 pounds more
than an X3’s rear rack.
Also, Maverick Trails are designed
for easier maintenance after the initial
one-year/1800-mile maintenance-free period. Trail 800s generate 51
horsepower via the 799.9cc V-twin
that’s tuned for torque and smooth
HOW DOES COST COMPARE?
The Maverick Trail 800 is $10,999,
HOW FAST IS THE MT 1000?
while the Trail 1000 is $12,999. The
Trail 800 DPS is $12,999, and the 1000
DPS is $14,799—or $14,899 for the
Mossy Oak Break-Up Country Camo
wrap. The 2018 Polaris RZR 900 is
$12,999, and the 900 EPS is $14,799.
The RZR 570 is $10,299, and the 570
EPS is $12,299. The Honda Pioneer
500 is $8999—or $9599 for the Honda
Phantom Camo version.
It’s more than fast enough for tight
woods work, as we got 68 miles per
hour out of it at 8000 feet elevation.
The intelligent Throttle Control (i TC)
EFI map and 75-horsepower twin
are tuned for massive torque and
smooth acceleration, so our pant-seat
dyno says the RZR 900 has quicker
acceleration. The Trail 1000 has enough
power for extended power slides and
drifts. The press briefing was held
at Ken Block’s Hoonigan’s Racing
compound. We drove the Trail 1000 in
snow and mud, and the smooth power
delivery helped maintain traction in the
WHAT ABOUT CVT/4WD DELIVERY?
It’s also smooth and predictable.
Can-Am tunes the CVT for smooth
engagement and acceleration, along
with longer belt life. It doesn’t do
anything unexpected, and low range
is also confidence-inspiring in delicate
situations. The QRS-T transmission is
solid, and the Visco-Lok front diff got
us through some nasty obstacles. We
also liked the gated range selector on
the thin center console and the lone
2WD/4WD toggle on the dash of the
base Trail 1000.