By Derrek Sigler
The 2019 Can-Am Maverick Sport landed between the 50-inch Maverick Trail and Can-Am’s wider sport UTVs. Its 60-inch width promised room for rougher, faster trails while retaining the agility needed for tighter routes. I drove the Maverick Sport 1000 DPS and 1000R DPS back to back at Carl Kuster Mountain Park near Sicamous, British Columbia, to see how that combination worked in the mountains.
The Sport shares the Trail’s 90.6-inch wheelbase, but it is more than a Trail with wider A-arms. The broader stance, engine choices and suspension give it a different character. For a closer look at the original lineup and equipment, see our 2019 Maverick Sport family overview.
Testing the Maverick Sport in British Columbia
Can-Am hosted the introduction at Carl Kuster Mountain Park in the Monashee Mountains. Our August ride traded winter snow for forest trails, steep switchbacks and mountain views softened by smoke from regional wildfires. The terrain offered a useful mix of winding climbs and abrupt drainage cuts that would test the Sport’s stability and suspension.
75 hp or 100 hp: which engine feels better?
The launch lineup offered a Maverick Sport 1000 without power steering, a 1000 DPS and a 1000R DPS. All used a 976cc Rotax V-twin. The 1000 models made a claimed 75 hp, while the 1000R raised output to a claimed 100 hp. Can-Am fitted the 1000R with a larger Maverick X3-derived airbox, a performance exhaust, additional CVT intake and an X3-derived driven pulley.
Driving the two DPS machines back to back made the difference obvious. The 75-hp Sport was capable and enjoyable on the mountain trails. The 1000R’s extra 25 hp delivered a much stronger response throughout the ride, and it was the machine we kept wanting to drive when the guided portion ended.
Handling and suspension on rough trails
Every version used double A-arm front suspension, Can-Am’s Torsional Trailing Arm rear suspension and FOX 2.0 Podium shocks. The original specifications listed 11.5 inches of front travel and 12 inches at the rear. With the shocks positioned toward the chassis corners, the Maverick Sport felt composed despite its relatively narrow 60-inch track.
The steep trails included drainage dips cut across the route by snowmelt. Some were easy to spot; others arrived quickly around a corner. I hit one washout awkwardly enough to send the front and rear of the vehicle in different directions. When the tires came back down, the Sport settled and continued on course. That moment made a stronger impression on me than the spec sheet: the suspension and chassis gave me confidence when the trail surprised me.
Cabin comfort and everyday tradeoffs
Can-Am’s Ergo-Lok cockpit places the driver in a slightly reclined position. It took me a little time to adjust, but once underway I felt comfortable and well connected to the machine. The controls were easy to reach, and the full doors offered good coverage with especially convenient handles.
My main complaint concerned the rear cargo area. The rear tire placement and bodywork allowed mud and trail debris to reach the bed. Extended mudguards or a cargo box could help protect gear, and my test vehicle had a box fitted.
First-drive verdict
I did not drive the model without power steering, so my recommendation is based on the two DPS versions tested. The 75-hp Sport 1000 DPS had enough performance for a relaxed trail pace. The 1000R DPS was my pick for riders who want a more energetic machine. Both benefited from predictable handling, useful trail width and a comfortable cockpit.
This is a first-drive report from the Maverick Sport’s 2018 introduction, covering the original 2019 models. For how the platform works in more technical terrain, read our Maverick Sport X rc review and Johnson Valley rock-crawling report.
