Is it the best UTV for tight trails?

— At our closest OHV area, located in the Los Angeles National Forest, the best trail is limited to 50-inch machines only, and the same can be said for many national forests across the country. Can-Am has had great success in GNCCs with its 60-inch Maverick 1000R and in SCORE/BiTD with the awesome new 64- and 72-inch-wide Maverick X3 Turbos, so it makes perfect sense for BRP to enter the 50-inch UTV class. Combining some of the features of the Maverick 1000R and Maverick X3 Turbos, Can-Am unleashes the Maverick Trail 1000, along with the Maverick Trail 800 and DPS versions of both adventure UTVs. DPS models have variable-assist EPS, Sport/Eco ignition modes, and a turf-saver unlocking rear diff, but we chose the Maverick Trail 1000 for the initial test. Let’s check it out!

Can-Am unleashes the Maverick Trail 1000 EFI 4×4 to take on the RZR 900 and Wildcat Trail 700. Fifty-inch UTVs are like motorcycles and helicopters, as they can go places bigger machines can’t.


The Maverick 1000’s 976cc engine is detuned from 101 horsepower (85 horsepower in the Commander) to 75 horsepower for the Maverick Trail, and an X3-like frame mounts the V-twin behind the cabin to get a 50-inch width. The tubes are DP980 HSLA steel, and cage tubes are sculpted for a better fit with accessory windscreens. The wheelbase is stretched by 6.3 inches over the 1000R to 90.6 inches, but the Trail is 0.8 inches shorter and 14 inches narrower than the 1000R. It’s also 52 pounds heavier, but comparisons stop there, as the Trail has mostly X3 influence, except for the unique-to-Maverick Trail’s dual-A-arm rear suspension with dual-tube gas shocks and 10.5 inches of travel. Front travel is 10 inches, and dual torsion bars fight body roll. Tires are 26-inch Carlisle ACTs (All-Conditions Trail) on 12-inch steel wheels, while DPS models have aluminum rims. Weight distribution is 42/58 (front/rear) with the rear-engine design.

We like the tilt steering wheel and 5 inches of driver’s-seat adjustment, and the new dash has several blanks for accessory controllers. Storage capacity is 5.3 gallons.

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. Trail 1000s sport half doors with inner and outer latch handles, inner liners and hand-hold loops. The passenger has a non-adjustable panic bar with rubberized cushion. The transmission is also X3, with its 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 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 delivery.

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.


The Maverick Trail 800 is $10,999, 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.

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.


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 (iTC) 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 slick stuff.

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 bed extender.


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.


Very predictably. With less power and a 90.6-inch wheelbase (versus the 1000R’s 84.3-inch wheelbase), the Trail 1000 turns in a bit slower but has way less body roll in corners. The 42/58 weight distribution ensures light steering without EPS, yet the Trail feels very balanced on rough, rocky terrain and super stable at speed. We did manage to do a bicycle or two, but the low center of gravity and seating position really increased confidence for faster trail and cornering speeds.

Twin-puck calipers ride on all four corners, and the rotors are actually larger than those on the Maverick 1000R. Plastic guards protect the CV boots from damage.


It’s also tuned well. Dual-rate springs and twin-tube gas shocks are both tuned to take rock hits and soak up trail junk, yet they do a fair job of resisting bottoming on water bars and G-outs. Trail suspension isn’t nearly as plush as with the 14 inches of 1000R travel, but the 10.0 inches of front and 10.5 inches of rear travel are comparable to the RZR 570 and 900. The dual torsion bars allow decent articulation in rocks and ruts, but the rear bar popped a lot.


It’s great at straightening out 50-inch trails. Without front shocks poking through the hood like on the X3, it’s easy to pick lines in technical terrain, despite the low seating. It turns well and goes straight very well, and drifts are a blast on more open terrain. It’s also protected from front to back with a full-length skid plate and integrated front bumpers.

Intakes on the sides of the bed provide cooling air to the CVT and feed the engine intake, and the intakes are very high on the chassis.


Some are great; some are good. The tilt steering wheel and 5 inches of driver’s-seat adjustment are awesome, and the Trail has 2 inches more legroom than a RZR. The storage capacity and 100-pounds-more bed capacity than the X3 are nice, as are the lined doors; however, we’d like to see the doors bow out like on the General for more elbowroom. The straight left door doesn’t leave a lot of room for steering, yet it’s too tall to rest your arm on top. The inner latch is too far rearward to easily manipulate, and the seat belt is also hard to reach. Our test unit had a very nice accessory roof and half windshield that were great in the snow and cold wind, plus a tubular bed extender.


Army-strong! 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. We had last driven in a Maverick X3 X rs, and the pedal was very mushy in comparison to the nice feel of the Trail 1000’s pedal.

Turning is crisp on the Maverick Trail 1000, and it has plenty of power for extended drifts. Front and rear torsion bars fight body roll, and Carlisle tires provide confidence-inspiring traction on a wide range of surfaces.


Can-Am hit the nail on the “trail” head with the all-new Maverick Trail 1000. The 50-inch UTV is a natural for USFS trails and is designed and built for confidence. It handles predictably, has excellent brakes, and the EFI/CVT tuning keeps it hooked up and hauling on tight trails. Engine braking and shifting are also excellent, and the Trail can be customized for your exact needs with 125 accessories, including exoskeleton protection for extreme exploration.




Engine type Liquid-cooled, 4-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/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 1,349 lb.

Rear Rack capacity 300 lb.

Towing capacity 1500 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/a dj. prel./10.5”


  Front Twin-piston hydraulic 220 mm discs

  Rear Twin-piston hydraulic 220mm discs


  Front 26×8-12 Carlisle ACT

  Rear 26×9-12 Carlisle ACT


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 White; DPS Sunburst Yellow, Can-Am Red,


Minimum recommended operator age 16

Suggested retail price 800, $10,999; 1000, $12,999,

800 DPS, $12,999; 1000 DPS, $14,799–$14,899

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

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