Okay, we admit it: some press intros are just more exciting than others. Bombardier’s first quad, the Traxter 4×4 had some innovative features for us to check out, but it was decidedly a pure-utility vehicle and maddeningly slow. Zzz.
A recent press release, though, from Bombardier (Can-Am) sure woke us up: “We pushed the limits. Now it’s your turn.” No, this is not another Traxter at all. Can-Am’s new Maverick X ds Turbo heralds the industry’s first factory-installed turbocharger for a UTV, and it has certainly pushed the limits. Then connect that turbo to a 1000cc, EFI, 8-valve, V-twin Rotax. Yep, all that sure woke us up around here, and we couldn’t wait for our turn at the machine.
Just behind the driver’s right shoulder is the turbo’s intercooler (with dedicated fan and hoses), and just to the right of the driver’s seat is the mid-mounted engine. New for this engine are the pistons, injectors, CVT driven pulley, and ventilation system, plus a large, quick-release air filter from Donaldson.
Can-Am claims 121 horsepower, which they say gives this Maverick 10 percent more horses and 40 percent more torque (96 foot pounds) than the nearest competitor (probably Polaris RZR XP 1000 EPS). For this test at Glamis, where temperatures were in the 90s, Can-Am maintained stock EFI settings (for operation up to 5000 feet), and lowered tire pressures to around 6 or 7 psi. All other settings were factory standard.
Chassis
To compliment the increased power, Can-Am quickened the steering wheel rotation to 1.75 spins, lock-to-lock. But an even more significant update is the extension of the rear end by 3.7 inches, which stretches the wheelbase to 88 inches. In effect, this typically moves the weight bias farther forward, which serves to make steering more precise and add stability in the whoops.
Even the with longer wheelbase, though, Can-Am managed to keep the turning radius pretty darn tight. Because manufactures can have different methods of measuring this (some have measured on pavement!), we got out our tape measure. In either 2WD or 4WD, and on a flat, sandy gravel area near the Glamis Beach Store, the outer-most point of the front wheels inscribed a circle 33 feet in diameter.
Can-Am gives the vehicle a power steering system with three user-selectable levels of overall steering assist. (The amount of assist still varies, however, within each level). The system works seamless and is transparent. In soft sand, we really didn’t feel any difference between maximum and medium assist. In fact, the difference between the max and minimum assist is still pretty subtle. In rocky terrain, we probably would have felt more differences among the three levels.
The burly, coil-over, piggyback, Podium RC2 HPG shocks come from Fox. Wheel travel f/r is 15”/16”. The shocks feature adjustments for dual-speed compression, rebound, dual-rate spring preload, spring crossover, and bottom-out control. Shock mounting positions front and rear have been revised. Plus, the TTA (Torsional Trailing A-arms) have been redesigned to move in a plane which is 45 degrees off-axis from the main frame. The axles now have a larger OD, as do the tie rods.
Also found in the unsprung weight category are four Maxxis Bighorns, 28×9-14, with aluminum beadlocks. Total claimed weight for the 1000R Turbo is 1,399 pounds (just 20 pounds more than Polaris claims for its XP 1000 EPS).
In The Sand
Among the 18 Turbo Mavericks Can-Am brought to Glamis, one had our name on it (well, the flag did). So, we hopped aboard, turned the key, and hit the starter. The motor turned over very slowly and needed a couple rotations to start firing. An on-site Can-Am rep suspected that the machine didn’t get a full charge from the local dealer who prepped it. Throughout the two full days of testing, the motor always started, but usually begrudgingly. Other test units had no starting issues.
When running, the big V-twin has an authoritative growl, accompanied by the cool jet-like whine of the turbo. But neither is too loud from inside or outside the cockpit. The Can-Am guy assured us that an intermittent, rather loud popping noise heard when the vehicle starts to move is actually the CVT tranny back-shifting.
But let’s get to the meat of the matter: the engine is extremely strong. Throttle response is almost instant, with no noticeable lag in the CVT or turbo. And, the power is extremely smooth; that’s what good horses know how to do.
Forward traction from the Bighorns is excellent and it feels as if the 1000 could almost wheelie on tacky terrain. In 4WD it can climb steep dunes, even starting from a dead stop at the base. With paddles (Fullerton Sand Sports brought out two sets), it’s scary what the machine can do, anywhere at Glamis. The 1000R, even in the novice mode (via an alternate ignition key), can climb Oldsmobile, although slowly. Should you forget to fasten your seat belt when motoring slowly around camp, you’ll be rewarded with an even slower top speed.
Not Too Hot To Handle
Nothing but good things to report here. Excellent steering precision and, with just a few seconds of tweaking, excellent suspension action. The four standard lights provide plenty of candlepower straight ahead. But for looking up at the top of Olds, or the rim of a big sand bowl at Buttercup, we suggest Can-Am’s upper, adjustable light bar option.
Temps at Glamis were in the mid 90s, but once we were racing around the dunes, all our cares were replaced by adrenaline and sheer bliss. Claimed top speed is 78 mph, and that’s about as fast as most mere mortals would want, off-road at least. Steering is very precise and predictable; body roll is manageable, and the machine gives plenty of warning that it might high-side.
Powerslides are possible just about anywhere at Glamis; they’re massive and predictable, yet the 1000 continues pulling hard throughout. Somehow, you’re still getting plenty of forward bite. Straight line at speed, in 4WD, and on moderately rough, sandy gravel, the 1000 sometimes wanders/hunts a little. But, as a Can-Am guy explained, “Over that kind of terrain, each front wheel grabs traction at different times, and that can cause the vehicle to pull side-to-side slightly.
In deep whoops, we found the rear end kicking back and slowing us down. So back to camp to hit up one of the Fox guys. After 5 clicks out on the high/low compression (more compression), and 5 clicks out on the rebound (slower rebound), that problem was easily solved. With a little more fine tuning, the shocks allowed at least one test pilot to pin it in the same long whoop section. These settings also help counteract the lower tire pressure and deep sand, and help keep the machine flatter in turns.
Comfort Level
Can-Am’s styling is aggressive in an understated way. The four switches on the dash are for high/low beam, 2WD/4WD, eco-mode (for ferrying around your hippie “friend”), and three power steering assist modes (it toggles through max/med/min).
Considering that the big twin is just inches from the driver and passenger, the engine (shrouded of course) is surprisingly quiet. Vibration is also under control, with just a little coming through the floorboard and steering wheel. The seats are comfortable for most riders, but on hard landings, the seat bottom cushion might benefit from either more padding, or more dense padding. Another solution—highly recommended for aggressive drivers and their wide-eyed passengers—is the optional four-point seat harness (see sidebar). That would help keep everyone more planted in their seats.
On very hot days and when stopped, you’ll feel some heat coming from the center console (the engine is directly underneath it). One driver complained that, even when wearing long pants, his right calf got uncomfortably hot; Can-Am’s shielding there may need some re-thinking.
Illumination from the four 60-watt projectors is more than enough for riding in smaller dunes. But, if you’re in a deep, narrow bowl (like along Highway 78) and there’s no moon, you won’t be able to see the rim, making it almost impossible to gauge how much momentum you’ll need to reach the top, as well as when to back off nearing the top. Can-Am’s optional upper-mounted light bar can be aimed upward and is certainly an excellent way to solve any visibility issues.
Overall, ergos on the machine are very good, and the adjustable seat and tilt steering wheel are nice touches. The layout of the cockpit is very welcoming, and only a really wide, super-buff guy might feel cramped by the side netting.
Save for the few issues we found, the 1000R has a very solid feel to it, and this includes the roll cage, switches, drive selector, steering wheel, pedals, suspension, body work, and seat belts. Like other Can-Am products, fit and finish is excellent. Can-Am vehicles tend to be pricey, but all things considered, at $22,099 for the Carbon Black /Manta Green version we tested, the Maverick Turbo is very reasonable. So, now it’s your turn.
