First Look - The 2013 Can-Am Maverick 1000R
Can-Am has upped the ante for every other OEM by going all-in with their new high-performance side x side, the MAVERICK 1000R. The new MAVERICK 1000R is designed to go wheel-to-wheel with the Polaris RZR XP900 and the Arctic Cat Wildcat 1000i, and by wheel-to-wheel we mean flat out across the toughest terrain you can find.
Maverick on the Move
We’ve always liked the Commander side by side which has excellent power, handles most whoops easily, looks great, and is second to none in cab styling and comfort. With a large rear dump box and unique storage compartment under the bed it can also haul a mountain of hunting or camping gear, and handle work around the yard as well. It didn’t take long for other manufacturers to introduce a dedicated high performance machine with performance numbers the Commander had a hard time matching however. The new Maverick 1000R answers that challenge and is CAN-AMs top of the line, hi-performance side x side, and there are three different models to choose from, including one with four seats! Meet the new Can-Am Maverick family!
All in the Family
The new MAVERICK 1000R platform is hardly a warmed over Commander with new options and longer suspension. Other than a few common components and features it’s really an all-new machine from the ground up. The basic protective cage structure and many of the interior components from the Commander were used, but it’s cradled in an all-new, beefy steel tube frame which is more than twice as rigid as the previous chassis. At the front are longer dual A-arms, the Visco-Lok front differential, a flat, automotive style air filter with a modified lip for a tighter seal, and super bright, dual halogen lights. Inside the cab most of the components will be very familiar to most riders, but the base unit gets a nice LCD digital instrument cluster above the tilting wheel, while the X-package gets the dual, analog and digital gauge package that pivots with the wheel also. It’s at the rear though where the biggest differences are easily found.
Rather than beefing up the TTI suspension system from the Commander, Can-Am engineers developed an all-new, highly refined, five link suspension system. The new rear suspension is designed to incorporate the advantages of the TTI system which is negligible wheel scrub and camber change, and consistent suspension geometry. Can-Am engineers call the new system TTA for Torsional Trail A-Arms. The TTA front pivot was moved almost to the rear of the seat bases, and the design increases weight transfer to enhance the tire-to-ground contact, while at the same time increasing bump absorption, traction and overall suspension control. Components were also designed to minimize unsprung weight. Even the cast aluminum wheels were redesigned to eliminate any extra weight, and the wheels are now centerless. We also like how Can-Am used spherical bearings at suspension pivot points, and the entire design looks very clean. We like it!
The new MAVERICK 1000R gets FOX 2.0 fully adjustable and rebuildable shocks at all corners, and total suspension travel is 14” at both ends. Thankfully there are disc brakes tucked inside each wheel also. With the mid-mount motor and a seating position that is 7 inches further back than on the Commander, weight balance on the Maverick is nearly identical to the Polaris XP900 and the Arctic Cat Wildcat 1000i, with a bias of 44% to the front, and 56% rear. Excellent handling is all about weight balance and center of mass, and the Mavericks mid-mounted engine definitely offers advantages for optimum handling. It also has enormous horsepower.
Can-Am has never been shy about pushing horsepower and the new Maverick 1000R engine come with 15% more horsepower than the Commander. It’s the first to break the 100hp barrier, and Can-Am rates it at 101, but we can’t wait to find out for ourselves. Modifying the air intake and exhaust tract made a huge difference in gaining horsepower and Can-Am calls it High-Flow Dynamics. The air intake location, the air plenum size, and exhaust valve size were all increased, and the exhaust tubes are now a dual, tuned length system that flows through dual mufflers at the rear. We’ve always noticed a slight throttle lag in the past thanks to air flow restrictions, and the new High-Flow system should eliminate that trait. Can-Am also now includes a more sophisticated closed loop EFI system with a new throttle knock sensor on the engine so you can run 87 octane fuel (it’s optimized for 91 though) and an exhaust gas sensor as well to make sure you’re getting a complete fuel burn. It also comes with a catalytic convertor. To be honest we’re not crazy about the convertor, but you can expect future models from all OEMS to begin showing up with catalytic convertors as manufacturers insure they meet emission standards. As with the Commander, the Maverick is equipped with both a “standard” and a ‘sport” mode map in the EFI system, and you can flip between either with the dash mounted button.
As with all Side x Sides, Can-Am uses a CVT transmission on the Maverick, but thankfully it gets an all-new belt that is more than twice as strong as the Commander belt, and yes, the new belt can be installed on existing Commanders as well. (We asked the head of engineering just to be sure)
With a major seating position change, a new rear suspension, and a different chassis length and width the Maverick gets all-new bodywork. We like the new styling which looks very much like a slightly smaller trophy truck. The front end is dominated by bodywork that flows down into the typical bumper location, and to each side are Can-Am’s signature dual head lights. Thankfully the air filter is still easily accessed under the front hood but it’s at the rear the Can-Am design crew really got creative. Since nobody was ever likely to need a dump box on this machine Can-Am swapped it out. In its place over the exhaust and rear suspension sits the front racks from the Outlander ATV! It looks cool, and sand and debris should easily fall through even when you’ve got your cooler strapped down. Should you need a firm box bottom (we know, that sounds risqué) a bed liner and even a sealed cargo box easily fasten down thanks to the LinQ cargo system on the ATV rack. From any angle though the Maverick looks awesome!
Like we said earlier, Can-Am loves to offer option packages, and the upgrade from the standard Maverick 1000R is the Maverick 1000R X RS. Highlights of that package include:
FOX Podium X Performance RC2.5 piggyback shocks – High and Low speed compression adjustable, rebound adjustable, and fully rebuildable.
- 12-inch aluminum beadlock wheels
- Analog / digital gauge
- Custom steering wheel
- X-package seat trim and graphics
Four Seat Fun - The Maverick Max
We’re always amazed how many four-seaters we see on the trail and at riding areas. It’s a blast to ride with more people as many have found, and in mid-2013 Can-Am will have a four seat Maverick on the trails also.
The MAVERICK MAX 1000R is based on the standard Maverick 1000R X platform but with the ergonomics, power, and geometry modified for additional passengers. Both rear seats are slightly raised so rear passengers get a better view of the terrain ahead, and even the head rests on the seats have been modified to open their view area. Rear passengers also get plenty of hand holds, their own cup holders, dual side nets, and the same comfy seats as the front passengers. Overall wheel base is 29.5 inches longer than the standard Maverick, and the engine has been moved back slightly for optimum weight balance.
A New Challenger
We were highly impressed with the all-new MAVERICK 1000R side x side models from Can-Am. They went all out with the design, styling, and engineering of each unit, and they definitely follow Can-Am’s mantra of focused design. If they perform anything like the Outlander, Renegade, or Commander on the trails we’re in for an incredible ride!
|ENGINE||976 cc, V-twin, liquid-cooled, SOHC, 8-valve (4-valve/cyl), electric start|
|FUEL SYSTEM||iTC with EFI and 54 mm Throttle Body, 2 Siemens VDO injectors|
|TRANSMISSION||CVT, sub-transmission with high, low, park, neutral & reverse. Standard engine braking|
|DRIVE TRAIN||Selectable 2WD / 4WD shaft driven with Visco-Lok8 auto-locking front diff. CHASSIS FRAME Steel with 2-in. (51 mm) diameter, high-strength steel, ROPS-approved cage|
|STEERING WHEEL||Adjustable tilt steering|
|FRONT SUSPENSION||Double A-arm with FOX PODIUM-X Performance 2.0 HPG piggyback shocks with compression and preload adjustments|
|FRONT TRAVEL||14 in. (356 mm)|
|REAR SUSPENSION||Torsional Trailing A-arms (TTA) independent rear suspension with sway bar|
|FOX PODIUM-X||Performance 2.0 HPG piggyback shocks with compression and preload adjustments|
|REAR TRAVEL||14 in. (356 mm)|
|FRONT BRAKES||Dual 214 mm ventilated disc brakes with hydraulic twin-piston (27 mm) calipers REAR BRAKES Dual 214 mm ventilated disc brakes with hydraulic single-piston (32 mm) caliper|
|TIRES / FRONT||Maxxis Bighorn 2.0 - 27 x 9 x 12 in. (686 x 229 x 305 mm)|
|TIRES / REAR||Maxxis Bighorn 2.0 - 27 x 11 x 12 in. (686 x 279 x 305 mm)|
|DRY WEIGTH||1,297 lb (588 kg)|
|DMENSIONS||L x W x H (in.) 118.8 x 64 x 74.2 in. - L x W x H (mm) 3,017 x 1,626 x 1,885|
|WHEELBASE||84.3 in. (2,141 mm)|
|GRND CLEARANCE||13 in. (330 mm)|
|REAR RACK CAP||200 lb (91 kg) with LinQ quick-attach system|
|STORAGE||Cockpit Storage box 4.5 gal (17.2 L), Under driver seat 3.5 gal (13.1 L)|
|FUEL CAPACITY||10 gal (37.8 L)|
|INSTRUMENTATION||Multifunction gauge Speedometer, tachometer, odometer, trip and hour meters, fuel, gear position, sport mode, seat belt and 4x4 indicator, diagnostics, clock, auto shut off.|
|ANTI THEFT||Digitally Encoded Security System (D.E.S.S. )|
|ELECTRICAL||Prewired for winch|
|LIGHTING||Lighting 4, 60-W projectors with tail lights / brake light|
|WARRANTY||Factory 6 months limited warranty, Extended B.E.S.T. from 6 to 30 months|
|MSRP||MAVERICK 1000R - $15,999 MAVERICK MAX 1000R X rs - $17,499|