Can-Am’s Maverick X3 was wildly successful. However, it’s 5-year life cycle has run its course and a new machine should be announced later this summer. With all the modifications, aftermarket accessories built and input learned from top racers, the Can-Am design team has the info they need to improve on its success. Here’s what we think will make the 2022 Can-Am Maverick X3 great.


After years of seeing exactly how people treat their X3’s learning what holds up and what doesn’t, we hope Can-Am makes significant changes to the frame construction. More importantly the front end. It’s been seen that the lack of true double shear shock and suspension mounts is one of the first fixes racers make. The thin walled lowered A-arms is most likely a design feature that prevents further chassis damage when drivers run out of talent. We hope the chassis has new, stronger suspension points and a new steering system that reduces bump steer. If it doesn’t you can fix it with these products HERE.


One of our first complaints came from how loud the intake system is. This fix is simple and can be incorporated into the body and cargo bed redesign. In short, the intake noise needs to be directed away from the drivers head. The sound from it, and the clutch clanking is annoying at any speed. Speaking of clutch, we would also like to see Can-Am use the KWI Floating Secondary Clutch Mod, it will prolong belt life. See the KWI Secondary Float Mod HERE.  Until then, the K&N Air Charger relocates the stock intake which cuts down on noise. See it HERE. 


The look of the X3 is no doubt its number one draw. If there are any changes made we suggest the following. Shorten the hood slightly, so when seated you can see in front of the car better. Full doors  on more models should be in order as well. Lastly, if there’s anyway to lower the cargo tray and perhaps add a fourth side to it as well as make the whole tray easier to remove.


Would you buy a normally aspirated, 104-horsepower twin cylinder Maverick X3?


   Sure rumors of a larger engines and more power are always floating around, we say leave the plus 200-Horsepower mods to the aftermarket and those who specifically desire them. Personally, we would like to see the reintroduction of the 900 H.O. normally aspirated model. Rotax, the engine supplier owned by BRP, has a 904cc 104 horsepower twin cylinder engine that would fit right in line with what Polaris, Honda and Kawasaki are offering. Furthermore, a slightly smaller or even a single seat chassis could hold the 57 horsepower, 600cc, twin-cylinder Rotax already builds for the snow crowd. Let’s give the RS1 crowd a run and make an entry level X3.

Would you like to see something from Can-Am to compete with the Polaris RS1 or the RZR 570? This 600cc DOHC twin could power it.
The fact that Can-Am rivets on their plastic skid plates is crazy in our minds. What off-roader doesn’t like to pull their car apart on occasion to clean and inspect? The rest of the car is a pain to work on as well.


  While we know Can-Am’s parent company Bombardier builds airplanes and rivets are great for that industry, for most off-road components, they are not. Off-roaders like to take off body panels and skid plates for cleaning and inspection. With these parts being riveted on, it makes the job a hassle. In fact, every part of the X3 could be made easier to work on if you ask us. Please Can-Am.

(About the X3 pictured)

Mansory is a German high-end automobile outfitter with dealerships all over the world. The X3 called Xerocole is the only UTV they have put their touches on to date. Is it a predecessor to the 2022 CAN-AM X3? Check out www.mansory.com.



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