Can-Am/BRP has enjoyed successin the SxS racing series during the first season with the Maverick1000, which has won in GNCC, desert racing and various short-course SxS series like the Lucas Oil Off-Road Racing Series (LOORRS) regionals. Engineers have learned a lot from those racing exploits, and the 2014 Maverick 1000 line is improved and expanded because of that knowledge. Can-Am will still offer the base 1000R, but the Maverick 1000R X rs gets EPS for 2014, and it will be joined by another high-end SSV, the Maverick 1000R X xc DPS. Both are extreme performance UTVs with upgraded, quick engaging, Visco-Lok, QE front differential and BRP’s tri-mode EPS and top-shelf shocks. Since the Maverick 1000R X xc is newest, let’s look at it first.


Being a longtime title sponsor of the Grand National Cross-Country (GNCC) series, Can-Am has produced the Renegade and DS450 in X xc crosscountry versions with high-end racing shocks and beadlock wheels, and now the Maverick 1000R X xc joins the BRP army of pure-race editions. Can-Am actually shortened the Maverick 1000 A-arms and trailing arms 2 inches to reduce width to 60 inches and travel to a foot, front and rear. Matching the new suspension are Fox’s Podium X 2.0 shocks with adjustable compression damping and aluminum beadlock wheels, and the 1000R X xc is raceready. The X xc package also includes BRP’s tri-mode EPS, Visco-Lok QE upgraded front differential, updated 3-D instrumentation, a custom steering wheel, and X-package graphics and seat trim to match the yellow/black or white/red/black color schemes.


The Maverick 1000R X xc DPS retails for $18,299, but we don’t have any more 2014 prices. The 2013 Maverick 1000R is $15,999 and the 1000 X rs without EPS goes for $17,499. The 2013.5 Wildcat 1000X is $18,499, so the Maverick 1000R X xc with DPS is competitively priced.


Power is pro-level, even in the new Eco ignition mode, which replaces Cruise. The 1000R X xc is insanely fast in Sport mode, and the Eco power curve smoothes out delivery slightly. The 976cc, 101-horsepower engine is fed by Can-Am’s Intelligent Throttle Control (ITC) fly-by-wire EFI with a 54mm throttle body and twin Siemens VDO injectors. There’s a slight hesitation in the cable-less system, then things happen fast. The X xc leaps forward and builds speed quicker than anything else on the track. It’s good for more than 70 mph in open fields, but demands a feathery foot in really tight trail. Best of all, it’s got plenty of powerslide power and is a hoot to drift.


Once you get used to the slight lag in the ITC, delivery is awesome! The CVT and EFI maps work well together, and the Maverick is a blast to snake through twisty trails. The new Visco-Lok QE front differential is a huge improvement for crawling up rocks and over slippery roots, and the tri-mode DPS keeps the steering light when the front diff is locked. The range selector is also nice, and the shifter has a sweet ergonomic handle. Select 2WD or 4WD on the dash-mounted toggle and the Visco-Lok QE automatically locks when it senses one front wheel spinning faster. Also, the 1000R X xc has four-wheel engine-braking on descents, which the Polaris RZR XP 900 doesn’t.


You bet! Can-Am had a nice GNCC loop set up for testing, and we did back-to-back hot laps in the 1000R X xc and X rs. The X xc had a huge advantage in the tight woods sections, being 4 inches narrower than the X rs. In the wide open fields, the wider X rs could be thrown into corners faster, and it’s more stable on off-camber sections, but the X xc does corner well and predictably. The 1000R X xc has a great balance between agile turning and straight-line stability, and the DPS adds to a great-handling package. GNCC racers can have their copilot toggle between maximum assist for tight woods and minimum for fields.


The shortened 1000R X xc suspension is good but not great. With a foot of travel, it soaks up most impacts well, and there’s good balance between the front and rear ends. Can-Am did a good job tuning the Fox Podium 2.0 piggyback shocks with the dual-rate shock springs and damping rates, and it takes a really big impact to bottom either end. The five-link rear suspension has a torsion bar to fight body roll in turns and off-cambers. However, the 2.0 Fox shocks don’t have adjustable rebound and separate high and low speed compression adjusters like the 1000R X rs 2.5 Fox shocks.


Race-bred and strong! Four-wheel hydraulic disc brakes haul the Maverick down from speed in a hurry, and the Bighorn 2.0 tires maintain great traction under hard braking. The Maverick also has excellent engine braking (EBS) that helps set up drifts in 2WD and manage trail speeds on steep descents in 4WD, which is another advantage over the no-EBS RZR XP 900.


They’re great! Engine and CVT intakes are under covers at the base of the ROPS cage (front upright), and the covers are baffled and have a pre-filter. Water drains quickly out of the slits in the floorboards, and the narrow X xc suspension arms tuck the tires into their fenders for more splash protection than the 64-inch Mavericks. However, this means slightly less ground clearance for really deep mud ruts. No worries about having enough power to churn through bogs or losing traction to an open diff, though!


Beautiful. DPS and the Visco-Lok QE make life much easier in rock gardens and rock-crawling sections, but the slight lag in the ITC can make extreme rock crawling sections more difficult. The beadlock wheels and Maxxis Bighorns provide plenty of traction and confidence when aired down for rocks, sand or mud.


Also excellent. The 1000R X xc seats are comfortable and removable for use in camp, and the driver’s seat is adjustable. The tilt steering wheel and gauge cluster are also top-shelf, and Can-Am worked on better fitting plastic and added three heat shields to the console and cab. The large glovebox and passenger hold-points are nice, but the drink holders still heat up liquids quickly.


Can-Am did a great job on the Maverick 1000R X xc DPS, as it’s a great woods weapon for GNCC and any other sort of competition with tight trails and turns. The 976cc engine rips, and the Maverick chassis and suspension don’t hold back the motor one bit. Handling is crisp, and the new tri-mode EPS lightens steering effort and allows you to select the assist level. The addition of DPS and the Visco-Lok QE make a huge difference in the Maverick’s effectiveness, and the 1000R X xc package makes it look as good on the podium as it works on the trail. Will it take the 2014 XC1 Modified GNCC championship?

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