Can-Am is bumping the UTV rev limiter with several all-new model Mavericks for 2018, and the all-new Maverick Trail lineup includes base and DPS 800s and 1000s. We tested the Maverick Trail 1000 without EPS in the January 2018 issue and were mightily impressed. This month, let’s check out the Maverick Trail 800 DPS, which offers Can-Am’s electronic power steering (EPS) with three selectable levels of steering assist. The 800 DPS also sports an unlocking rear diff, Sport/Eco drive modes, yellow bodywork and blacked-out aluminum wheels.

With a 90.4-inch wheelbase, the Maverick Trail is 7 inches longer than the original Maverick 1000R and closest in wheelbase to the RZR XP 1000 and Turbo. Trail 800s come with side nets with one-click entry/egress.


An X3-like frame mounts the 799.9cc V-twin behind the cabin to get a 50-inch width. The frame tubes are DP980 HSLA steel, and the cage tubes are sculpted for better fit with accessory windscreens. The wheelbase is stretched by 6.3 inches over the Maverick 1000 to 90.6 inches, but the Trail is 0.8 inches shorter and 14 inches narrower. It’s also 52 pounds heavier, but comparisons stop there, as the Trail is mostly influenced by the X3, except for the unique-for-Mavericks dual-A-arm rear suspension with dual-tube gas shocks and 10.5 inches of travel. Front travel is 10.0 inches, and dual torsion bars fight body roll. Tires are 26-inch Carlisle ACTs (All-Conditions Trail) on 12-inch aluminum wheels, while base models have steel rims. Weight distribution is 42/58 (front/rear) with the rear-engine design, and Trail 800s generate 51 horsepower via the 799.9cc V-twin that’s tuned for torque and smooth delivery.

X3 DNA has a heavy influence on the Trail cabin, and the instrument pod tilts with the well-done steering wheel. We really like the passenger grab bar, huge glove box and small storage for the driver’s side. Storage capacity is 5.3 gallons, and DPS models have extra toggles for Sport/Eco and Turf modes.

X3 influences include the cabin with Ergo-Lok seats and an all-new dash with a large, X3-style glove box and a smaller storage bin above the tilt steering wheel and analog multimeter. Only Trail 1000s sport half doors with inner and outer latch handles, inner liners and hand-hold loops; Trail 800s sport nets. The passenger has a non-adjustable panic bar with rubberized cushion.

The transmission is also X3 with Quick-Response System (QRS-T) CVT and electronic belt protection, although BRP added Electronic Hill Descent Control. The Visco-Lok front diff self-locks when it detects front wheelspin, and DPS Trails sport an unlocking rear diff, so there are four drive modes. All-new front bodywork has an X3 influence, but only DPS models get LED headlight eyebrows. The radiator is oversized, and the grill is removable for cleaning. Taillights are LED, and the Trail’s bed holds 300 pounds—100 more than an X3’s rear rack. It tows 1500 pounds via a 2-inch receiver.

Also, Maverick Trails are designed for easier maintenance after the initial one-year/1800-mile maintenance-free period.

Two 91mm pistons ride on a 62mm stroke in the 799.9cc V-twin, and the 51-horsepower engine propels the 800 DPS to 55 mph (at 8000 feet). Rear-engine design is a must for a 50-inch width, and the QRS-T CVT is shared with Maverick X3s and Defenders. DPS Trails also get an unlocking rear diff.


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 Maverick Trail 800 is $10,999, while the Trail 1000 is also $12,999. 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.


Fast enough to be fun. We got 55 mph out of the 800 DPS at 8000 feet of elevation on USFS roads. The 51-horsepower V-twin is tuned more for torque than raw acceleration, but it will still drift out the rear end and maintain a slide on loose or slick soils. On the flip side, the sedate power delivery makes it very sure-footed on snow and other slick surfaces. In really slick stuff, going to Eco mode helps the driver find traction and control. Only DPS Trails get the Sport/Eco choice.

The Tri-mode EPS unit rides inside the cabin below the tilt steering wheel, so it stays cleaner than it would be inside the wheel well. Engine and CVT intakes are at shoulder level on the sides of the non-tilting bed.


It’s also silky smooth. Can-Am generally tunes Mavericks for a smooth, non-aggressive engagement and longer belt life, and the Trail 800 is smoother than most. Low range is particularly smooth for delicate situations, and the gated shifter is nice. Trails share the QRS-T CVT with Defenders and Maverick X3s, and long belt life is partially due to the Electronic Belt Protection system. DPS models also have an unlocking rear diff for tighter turning abilities and going easy on turf.

Can-Am introduces the 2018 Maverick Trail 800 DPS for high-end exploration of USFS 50-inch trails, and the rear-engine design has a lot of Maverick X3 DNA for high performance with a low seating position. Trails are designed to be maintenance-free for a full year.


It’s agile and confidence-inspiring. While the 800 DPS doesn’t have the power-sliding capabilities of the 1000 we tested in January, the 90.6-inch wheelbase offers a good combination of turning prowess and straight-line stability. Front and rear torsion bars fight body roll in turns, and we like the tri-mode EPS best with Medium assist. Despite a rearward weight bias (42/58 percent front/rear), the Maverick Trail turns in easily and predictably, and the unlocking rear diff helps in really tight going.

DPS Trails get LED headlight eyebrows, and our test unit had an accessory brush guard, half windscreen, mirrors and roof. Brake lines are braided steel, and lower A-arms have large plastic guards that also protect CV boots. Tires are 26-inch Carlisle ACTs.


It’s well tuned. Dual A-arms and twin-tube HPG 36mm shocks provide 10 inches of front travel. The IRS rear suspension has lower A-arms and I-beam uppers with long HPG shocks yielding 10.5 inches of rear travel. Dual-rate springs and unadjustable damping provide a fairly plush ride on rocky trails, and the shocks do a decent job of fighting bottoming on water bars and other G-outs. The shocks have five-position preload adjustments only.


Snake 50-inch trails. With the added benefits of the Visco-Lok QE front diff, unlocking rear diff, Sport/Eco ignition modes and adjustable EPS, the Trail 800 DPS rips through tight trails and trees. The low-stance and dual torsion bars help the 50-inch Maverick flick through turns predictably, even in snow and ice.

Rear travel is 10.5 inches, and towing capacity is 1500 pounds via the 2-inch receiver. Long HPG rear shocks are tuned well, but our rear torsion bar popped on the trail. Bar mounts have Zerk fittings for grease.


Most are great. Ergo-Lok seats provide a lot of security and comfort, and the driver’s seat has 5 inches of adjustment. There are also 2 inches more legroom in the cockpit than on an RZR 900, and side nets give more elbow room than the Trail 1000’s half doors. We like the tilt steering wheel and analog/digital gauge cluster, and the passenger grab bar is nice. So are the huge glove box and smaller storage for the driver’s side. Our Trail 800 was fitted with BRP’s accessory sport roof ($349.99), half windscreen ($229.99), side mirrors ($189.99), a LinQ 4.2-gallon cooler ($279.99) and fixed tailgate ($159.99). In snow and mud, the front tires fling mud through the side nets, and tubular shoulder bolsters make it harder to get in and out than with the Trail 1000’s doors.


They’re great. Maverick Trails sport 220mm discs (versus the 1000R’s 214mm discs) and twin-piston calipers at all four corners, plus they’re backed up by EBS and Electronic Hill Descent Control.

Twin-piston hydraulic calipers squeeze 220mm rotors at all four corners, and accessory brush guards bolt to the vertical push bars. The Trail 800 DPS also gets blacked-out aluminum 12-inch rims.


We’re even more impressed with the all-new Maverick Trail 800 DPS’ tight-trail capabilities than we were with the base Trail 1000. The added benefits of the Visco-Lok QE quick-engaging front diff, unlocking rear diff, Sport/Eco ignition maps and EPS with three levels of assist make the 800 DPS even more agile and confidence-inspiring. The high-torque engine and QRS-T CVT tuning keep the Trail 800 hooked up and hauling, and the handling, suspension and braking packages are great for 50-inch USFS trails. Since the Trail 1000 and Trail 800 DPS are the same price ($12,999), we’d go with the 800 DPS.




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


Displacement 799.9cc

Bore x stroke 91mmx62mm (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/ sub-transmission

Drive system Selectable 2WD/4WD

Final drive: f/r Shaft/shaft


Fuel capacity 10.0 gal.

Wheelbase 90.6”

Overall length/width/height 118”/50”/69”

Ground clearance 10.0”

Claimed dry weight 1,331 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./10.0”

  Rear Dual A-arms & shocks w/adj. prel./10.5”


  Front Twin-piston hydraulic 220 mm discs

  Rear Twin-piston hydraulic 220mm discs


  Front 26×8-12 Carlisle ACT

  Rear 26×10-12 Carlisle ACT


DC outlet Auto-style waterproof plug


  Front Two 55W  headlights

  Rear Two LED tail/brakelights

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

gear position/diagnostics/clock

Colors White; DPS Sunburst Yellow, Can-Am Red,


Minimum recommended operator age 16

Suggested retail price 800, $10,999; DPS, $12,999

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

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