Introduced last year as a 2013 model, the Can-Am Maverick 1000R took the sport market by storm, offering high horsepower, long travel, big fun, and a legitimate competitor for Polaris’ popular RZR XP 900. This year, the Maverick family has grown, and one of our favorite new models is the 2014 Maverick 1000R XXC DPS. Built around the same chassis and power plant as all two-seat Maverick models, the XXC is four inches narrower and comes standard with Can-Am’s Tri-Mode Dynamic Power Steering (DPS). Both of these features arm the XXC with the ability to help conquer the tight, gnarly trails like those found in my neck of the woods in the GNCC-friendly Northeast. We spent two days dodging trees with the purpose-built XXC in upstate New York and left thoroughly impressed with its performance and capability.
Rumbling underneath the doghouse, between the seats, is Can-Am’s legendary liquid-cooled Rotax V-twin. Producing 101hp at the crank, the Maverick never seemed short on power during our testing session. Linked to a CVT transmission with High, Low, Neutral, Reverse, and Park, even despite the high performance, the Maverick XXC is incredibly easy to pilot. The ravenous power plant screams incessantly and always seems to find the sweet spot when standing on the “go” pedal, but it can just as easily be driven in a calm and predictable manner. With the ability to switch in and out of four-wheel drive on the fly, and the addition of an automatically locking Visco-Lok QE (Quick Engaging) front differential, the Maverick can pull some serious mud duty, as well.
The Maverick XXC has similar travel and ground clearance numbers as the standard Maverick. What sets the XXC apart are A-arms that check in two inches shorter on each side, making the XXC sixty inches wide, a full four inches narrower than the standard Maverick. Four inches doesn’t seem like much of a difference on paper, but behind the wheel, the difference is certainly perceivable. Geared towards the GNCC racing community, the narrower width allows the XXC to negotiate tight trails that would likely tear the standard Maverick up. I also noticed the narrower A-arms tuck the tires further under the body, which ultimately helps limit the amount of mud the Maxxis Bighorn tires are able to fling into the cockpit. Unfortunately, the narrower XXC doesn’t feel as stable as the standard Maverick. ATV Rider editor Brad Howe and I spent a great deal of time on 3, 2, 1, and 0 wheels, sporting gigantic smiles under our helmets as we wrestled this monster through the woods. The Tri-Mode Dynamic Power Steering (DPS) really helps the often-arduous task of negotiating the tight woods. With a little practice time behind the wheel, I could line up the inside front wheel with the outside of a tree and spin the XXC around it almost effortlessly by feeding the Rotax just the right amount of throttle.
Front suspension is a typical dual A-arm setup, while the rear utilizes Can-Am's unique five-link Torsional Trailing Arm (TTA). The five link virtually eliminates wheel scrub, is lighter, stronger, and delivers more travel than the TTi rear arms Can-Am uses on ATVs. Rebuildable Fox Podium X Performance 2.0 HPG piggyback reservoir shocks with both compression and rebound dampening help the Maverick suck up trail obstacles. The Fox shocks eat up the ruts, roots, rocks, and fallen trees that litter the tight trails this machine was made to conquer.
Interior accoutrements are identical to the standard Maverick and share many similarities with the Commander. An easily adjustable driver seat and tilt steering wheel allow the Maverick to quickly adapt to pilots of all shapes and sizes. A push-button starter, performance key, Sport mode selector, and a seat belt safety mechanism designed to limit speed when the driver seat belt isn't buckled are all excellent carry-overs from the standard Maverick and Commander lines, as well.
Engineers sourced a rear rack from the Outlander ATV line and squeezed it into the area where the bed would normally be located. The rack is compatible with Can-Am’s LinQ accessory line and should be much more useful than a standard bed on this type of machine. I managed to strap two Pelican boxes full of expensive camera gear and a small Yamaha generator onto the rear rack securely enough to navigate through the woods quite aggressively.
Just a few short years ago, anybody wanting to tackle the woods or race a sport-oriented SxS needed to have a wealth of knowledge and a healthy reserve of cash to build a custom, purpose-built machine. With manufacturers like Can-Am building seriously capable long-travel machines, enthusiasts can now buy directly from the dealership with a warranty! The days of hand-built Side-by-Sides are going the way of high-dollar custom aftermarket chassis ATVs. Sure, you could hook a snowplow to the XXC or pretend you’re going to put it to work on the farm to help convince your significant other you need to have it, but at the end of the day, the Maverick XXC begs to be driven on the edge in the tight woods, and new owners will be most satisfied doing exactly that!
• Muscular V-twin has excellent performance
• Fox Shocks provide a smooth ride that suck up large hits
• Rear rack actually works well for strapping down cargo and its compatible with LinQ
• Tons of Can-Am and aftermarket accessories allow owners to customize
• Factory bead locks
• Tough Maxxis Bighorn tires come standard
• Multiple keys for varied performance levels and mandatory seat belt latching promotes safety
• Cockpit is comfortable and ergonomically correct
• DPS is great for sawing at the wheel in the tight woods
• Drive-by wire traction control can be intrusive with aggressive drivers
• The XXC gives up some stability to gain a narrower track to tackle tight trees
• All of this capability doesn’t come cheap....long travel Side-by-Sides are expensive.
2014 Can-Am Maverick XXC DPS
Engine Type: 976cc, V-twin, liquid-cooled, SOHC, 8-valve (4-valve/cyl)
Bore & Stroke: 91 x 75 mm
Fuel System: iTC™ with EFI and 54mm Throttle Body, 2 Siemens† VDO injectors
Starting System: Electric
Drive system: Selectable 2WD/4WD shaft driven with Visco-Lok auto-locking front differential
Transmission: CVT, sub-transmission with high, low, park, neutral & reverse.
Front: Double A-arm w/ FOX PODIUM X Performance 2.0 HPG piggyback shocks with compression & preload adjustments
Rear: Torsional Trailing A-arms independent rear suspension (TTA) with sway bar and FOX PODIUM X Performance 2.0 HPG piggyback shocks with compression and preload adjustments
Front: Maxxis Bighorn 2.0 27 x 9 x 12 in
Rear: Maxxis Bighorn 2.0 27 x 11 x 12 in
Front: Dual 214 mm ventilated disc brakes with hydraulic twin-piston (27mm) calipers
Rear: Dual 214 mm ventilated disc brakes with hydraulic single-piston (32mm) caliper
Wheelbase: 84.3 in
Claimed Dry Weight: 1,297 lb (588 kg)
Ground Clearance: 13 in
Length/width/height: 118.8 x 60 x 74.2 in
Fuel Capacity: 10 gal
Rear rack: 200 lb with LinQ quick-attach accessory system
Lighting: 4 60-W projectors with tail lights/brake light
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 System: Digitally Encoded Security System (D.E.S.S.), pre-wired for winch
Colors: White/Red/Black and Yellow/Black with X-package graphics