— UTV Action Test —

Can-Am has cornered the turbo UTV market with its extensive line of Maverick X3s, and Maverick X3 DNA has found its way into the 50-inch Maverick Trail 800s and 1000s for 2018. It was inevitable that the 50-inch Trails would lead to the 2019 60-inch Maverick Sport 1000, which we initially tested in November 2018. We were mightily impressed with the 100-horsepower Maverick Sport 1000R, but we recently experienced a sport UTV that would even best the 1000R. We got to test the Maverick Sport 1000X rc at the SxS Adventure Rally held at Utah’s Sand Hollow State Park.

While the 2019 Can-Am Maverick Sport 1000X rc is designed to be a dedicated rock crawler, it has extra travel, width and features that help it outperform the Maverick Sport 1000R DPS on trails and in sand dunes.


Take the 100-horsepower Maverick Sport 1000R and add most of the accessories found on the Maverick X3 X rc Turbo R. The 1000X rc comes standard with 30-inch Maxxis Liberty rock-crawling tires on 14-inch aluminum wheels (instead of 27-inch Bighorns on 12-inch rims), Fox 2.5 Podium QS3 shocks, 2.75 inches more suspension travel, a 4500-pound winch, integrated front bumper and HMW front skid plate, rear sport bumper, full skid plate with HMW differential and suspension-arm guards, HMW rock sliders, premium half doors, mud guards, front tow hook, Electronic Hill-Descent Control, Sport/Eco drive modes and Smart-Lok front diff with four driving modes, including 4WD Rock and 4WD Trail. It also has a rear-view mirror for checking on riding buddies.

The Sport X rc gets the same 100-horsepower V-twin with high-flow exhaust and twin CVT cooling ducts as the Sport 1000R, but it adds Smart-Lok technology and 30×10-14 tires to put more power to the ground.


The Maverick Sport 1000X rc is $21,299, while the Sport 1000R DPS is $17,999. The 75-horsepower Sport 1000 is $14,699, and the Sport 1000 DPS is $16,499. Polaris’ RZR S 1000 EPS is $17,999, and the RZR S 900 EPS is $14,799. The Textron Wildcat XX is $20,699, and the Havoc X is $17,799.  The Wildcat Sport 700 LTD is $14,999. If you think the $3300 price difference between the X rc and 1000R DPS is a lot, reread the previous paragraph of the X rc’s standard features.


Plenty fast. The 1000X rc uses the same 100-horsepower V-twin as the Sport 1000R, and top speed is around 75 mph in high and 28 mph in low. It’s not uncontrollably fast, as it is very manageable in delicate rock-crawling situations and when drifting through loose turns. It also has the Sport/Eco mode toggle, which detunes the throttle map in Eco for better traction in mud or other slick conditions. In Sport with a heavy throttle foot, the X rc has serious acceleration and a matching throaty exhaust note.

Half doors keep roost out of the cabin, and they have inner liners for more comfort. We’d like to see sturdier latch handles, though, as these plastic ones flex too much.


As electric as a radio-controlled car. The Sport 1000R we tested earlier was super smooth with predictable Quick-Response clutch engagement, two belt-saving features, well-matched Eco- and Sport-mode throttle maps, and a Quick-Engaging Visco-Lok front diff. The 1000X rc has the same QRS-T CVT transmission and Sport/Eco maps, but it upgrades to the Smart-Lok front diff and traction system with 2WD, 4WD diff-lock, 4WD Rock and 4WD Trail modes. Both have a very effective electronic hill descent EBS system, too. We cleaned some obstacles on Double Sammy that were sketchy in other UTVs we’ve tested, leaving us very impressed with the Sport X rc.

The Sport X rc has a totally protected undercarriage with HMW skid plates, suspension arm guards and rock sliders for the bodywork. The arched, long-travel A-arms and 30-inch Liberty tires provide 15 inches of ground clearance.


It works like talent in a computerized diff. Two toggles control the Smart-Lok’s diff module. With the 2WD/4WD in 4WD, the other toggle lets you choose between 4WD Trail and 4WD Rock. Trail Active mode monitors vehicle speed and engine torque and progressively locks the front diff to maximize traction during aggressive driving and lessen engagement when speed or throttle are reduced. Rock mode is for low-speed driving, and the diff module monitors throttle position and engine torque to lock up the front diff for maximum traction while maintaining light steering. Smart-Lok is all about limiting tire slippage, whether attacking twisty trails or steep, slippery rocks. Can-Am also has a different (Mud) Smart-Lok calibration for the Sport X mr. 

The Sport X rc has 14.75 inches of front travel with compression-adjustable Fox 2.5 Podium QS3 shocks and 4 inches more width than the Maverick Sport 1000R due to arched long-travel A-arms.


Very sporty. Arched double A-arms and double trailing arms with Fox 2.5 Podium QS3 shocks deliver 14.75 inches of front and rear travel. It’s tuned well for a plush ride at slower speeds and bottoming resistance at higher speeds over bigger bumps. The standard Sport only has 11.5 inches front and 12 inches rear travel with Fox 2.0 Podium shocks without compression adjusters. It has 3 inches less ground clearance. With arched suspension arms and no links to bend, the X rc is one tough hombre, too. Dual torsion bars fight body roll in trails but allow full articulation for ruts and rocks.

Arched lower A-arms and upper I-beam arms work with Fox 2.5 Podium QS3 shocks to deliver 14.75 inches of rear travel, and the rear torsion bar has Zerk fittings to eliminate the popping we experienced with Maverick Trail prototypes.


It’s a super sport. While the Maverick Sport has the same wheelbase at 90.6 inches, as an RZR XP 1000, it turns much quicker and feels smaller than the Polaris. An RZR S 900 turns quicker but is also twitchy at speed, so the Can-Am has a great combination of straight-line stability and turning prowess. With an extra 4 inches of width due to the arched suspension arms and 14-inch wheels, the 1000X rc turns harder than the Sport 1000R, which also feels very planted in turns due to dual torsion bars. The X rc also sports four 30×10-14 tires, like the top-shelf Maverick X3 X rs Turbo R tested last month, for enhanced drifting manners.


Rock solid. Larger tires, arched arms and more travel let the X rc crawl over and clear obstacles that would high-center lesser machines. The deliberate delivery and long, stable chassis make delicate situations less so, and the low seating position, secure seats and half doors add confidence. The Smart-Lok front diff also enhances control with its choices of 2WD, 4WD, 4WD Trail and 4WD Rock via toggles, and the Sport/Eco mode massages throttle maps. The low seating position and long hood make it harder to read approaching terrain, though.

The Sport X rc has two extra toggle controls that the 1000R doesn’t—Rock/Trail for the Smart-Lok diff and Trip/Menu for the analog/digital instrument pod that tilts with the comfortable over-molded steering wheel.


Army strong, sir! All four 30×10-14 tires are slowed by two-piston hydraulic calipers squeezing 220mm perforated rotors, and they’re backed up by an Engine-Braking System and Electronic Hill-Descent Control. The X rc outweighs the Sport 1000R by 189 pounds but has a larger tire contact patch.


Most are excellent. The Sport cabin has an excellent layout with a race-car-like feel. The Ergo-Lok seats are very comfortable and supportive, and the driver’s seat has 5 inches of adjustment. The dash has X3 DNA and three storage bins, including a driver’s-side glove box. The covered steering wheel is comfortable, and steering with EPS is light with no terrain kickback. The premium half doors are nice and inspire confidence, and the liners have hand-holds, but the longish inner/outer latch handles are flimsy. The 4500-pound winch has synthetic rope, which is much easier on the hands than steel rope.

Maverick Sports don’t require any maintenance for the first year, which saves money and frees up more time for riding. Also, the Donaldson-style air filter and coolant reservoir are easy to reach, under plastic covers, as is the CVT belt. The entire underside is fully protected, too. The X rc is the best-equipped Sport by far, but it doesn’t have a roof like the X3 X rc and X3 X rs Turbo Rs.

A paper-mesh air filter rides inside this Donaldson-type canister; access is totally tool-less. The 10-gallon fuel tank rides under the passenger seat.


While we were impressed with the Maverick Sport 1000R DPS tested in the November issue, it doesn’t have the stability, 18-percent extra travel with high-end Fox 2.5 Podium QS3 shocks or traction control that the Maverick Sport 1000X rc puts to great use. With 4 inches more width, 2.75 inches more travel, 3 inches more ground clearance, and 30-inch Maxxis Liberty tires on racer-preferred narrow rims, the Sport X rc surpasses the Sport 1000R in handling most every trail condition or obstacle. To get a better-equipped Maverick, you’d have to go to the Maverick X3 Xrc Turbo or Turbo R.

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Engine type Liquid-cooled, 8-valve, SOHC 4-stroke


Displacement 976cc

Bore x stroke 91mmx75mm (2)

Compression ratio 12:1

Lubrication system Wet sump

Induction iTC 54mm throttle body, 2 VDO injectors

Starting/back-up Electric push-button/none

Starting procedure In any range, brake engaged

Air filter:

Type Paper mesh/screen

Transmission Dual-range CVT w/EBS

Drive system Selectable 2WD/4WD

Final drive: f/r Shaft/shaft


Fuel capacity 10.0 gal.

Wheelbase 90.6”

Overall length/width/height 122”/64”/74.25”

Ground clearance 15.0”

Claimed dry weight 1,581 lb.

Rear Rack capacity 300 lb.

Towing capacity 1,500 lb.


Frame 2-inch, high-strength steel, ROPS-approved

Suspension/wheel travel:

  Front Dual A-arms & shocks w/adj. prel. &


  Rear Dual A-arms & shocks w/adj. prel. &



  Front Twin-piston hydraulic 220mm discs

  Rear Twin-piston hydraulic 220mm discs


  Front 30×10-14 Maxxis Liberty

  Rear 30×10-14 Maxxis Liberty


DC outlet Auto-style waterproof plug


  Front Two 55W  headlights

  Rear Two LED tail/brake lights

Instrumentation Digital speedo/odo/tach/trip/hour/fuel/

gear position/diagnostics/clock

Colors Carbon Black & Octane Blue

Minimum recommended operator age 16

Suggested retail price $14,799–$14,899

Contact .Bombardier, (877)4-MY-RIDE or




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