By Jon Crowley
The original 2017 Can-Am Maverick X3 changed the direction of the high-performance side-by-side market. To find out whether its 154-horsepower Rotax engine and trophy-truck-inspired suspension delivered more than impressive specifications, I drove three Maverick X3 models for more than 250 miles across Baja.
Testing the original Can-Am Maverick X3 X rs in Baja, Mexico
By Jon Crowley
This was not a short drive around a groomed demonstration course. Over two days, our group traveled from the Ensenada area to Mike’s Sky Ranch and back, encountering fast gravel roads, dust, technical climbs, embedded rocks, whoops, g-outs and sections of established Baja racecourse.
The trip gave me seat time in the 64-inch Maverick X3, the upgraded 64-inch Maverick X3 X ds and the 72-inch Maverick X3 X rs. Of the three, it was the wide X rs that revealed just how far Can-Am had moved the performance UTV category forward.
2017 Can-Am Maverick X3 Review at a Glance
| Category | Hands-On Impression |
|---|---|
| Engine | Strong midrange acceleration with enough power to lighten the front end over obstacles |
| Suspension | The X rs was outstanding in deep whoops, g-outs and rough Baja terrain |
| Handling | Stable at speed, responsive steering and remarkably composed when the terrain became ugly |
| Cockpit | Low seating position, excellent legroom and an immersive sports-car-like driving position |
| Technical Terrain | Useful low-range gearing, but the original Visco-Lok front differential limited serious rock-crawling performance |
| Primary Complaints | Intake noise behind the driver, awkward door-release straps and a firm ride over small chop |
| Best Terrain | Open desert, dunes and fast, rough trails—especially in X rs trim |
Why the Original Maverick X3 Mattered
Can-Am unveiled the Maverick X3 at Club BRP in Orlando in August 2016. Its specifications immediately attracted attention: a turbocharged 998cc three-cylinder Rotax ACE engine, an exceptionally long 102-inch wheelbase, a low cockpit and up to 24 inches of rear suspension travel.
I first drove the X3 briefly at the dealer meeting and came away convinced Can-Am had created something significant. You can read those early impressions in our Can-Am Maverick X3 first look.
Testing the Maverick X3 X rs at Club BRP
A few weeks later, I spent about an hour driving a Maverick X3 X rs at the 2016 UTV Invasion in Idaho. The dunes provided a much better opportunity to evaluate its power, balance and suspension. That experience is covered separately in our Maverick X3 X rs dune review.
Testing the Maverick X3 X rs in the Idaho dunes
The real test came only a few days later, when I flew to San Diego to join Can-Am and other media members for a two-day Baja adventure.
More Than 250 Miles Through Baja
The plan was ambitious: take a fleet of Maverick X3s from the Ensenada area to Mike’s Sky Ranch and return by a different route. The complete trip would cover more than 250 miles and expose the machines to several distinct types of terrain.
The Maverick X3 fleet at the San Nicolas Hotel in Ensenada
After arriving in San Diego, we met the Can-Am team and the crew from Go Baja Riding before traveling south to Ensenada. Can-Am gave us a technical overview of the Maverick X3 that evening, and we started riding the following morning.
A Necessary Pre-Production Disclaimer
The Maverick X3s used for this test were pre-production machines, and they had already lived difficult lives. Can-Am told us that the vehicles had accumulated approximately 1,500 demonstration rides in Orlando before being used for another dealer event in Arizona.
The company had difficulty getting the fleet to Mexico on time, leaving little opportunity for routine service before our ride. That history matters when considering the belt failures, suspension setup and differences in intake noise we experienced. These were not fresh production vehicles pulled directly from a dealer.
Day One: Maverick X3 X ds and Base X3
We started near Santo Tomás, where I climbed into a 64-inch Maverick X3 X ds equipped with accessories from Lonestar Racing. The X ds occupied the middle of the original three-model lineup, pairing 29-inch Maxxis Bighorn tires with adjustable FOX 2.5 Podium RC2 shocks.
Maverick X3 X ds equipped with Lonestar Racing accessories
Our route took us toward the coast near Punta Cabras. Dust is one of the first realities a driver must accept in Baja. We tried to maintain space between vehicles, but without enough wind, the dust simply hung over the route.
Cockpit, Seating Position and Legroom
The original X3’s cockpit was one of its defining features. Instead of sitting upright and on top of the vehicle, the driver sat low and inside it. The feeling was closer to a sports car than a traditional utility vehicle.
At 6 feet 1 inch tall, I had more than enough legroom. In fact, the X3 was the first UTV I had driven where I could move the seat forward one position and still fit comfortably. The seat could also be lowered another two inches using basic tools.
The Maverick X3 offered excellent legroom for taller occupants
I preferred the seat in its rearmost position for legroom, although that left the steering wheel slightly farther away than I wanted. A telescoping steering column would have improved the relationship between the seat, pedals and wheel.
Passenger space was also noticeably better than in some competing sport UTVs of the period. The passenger could sit with both legs in a more natural position instead of having one leg crowded inward by the center console.
Door Latch Design
Opening the original X3 door required pulling a strap on the inside of the door. It worked and the door remained securely latched while driving, but I preferred a conventional button or lever. The strap was more awkward to locate and operate than the mechanisms found on several competing UTVs.
The original Maverick X3 used an interior strap to release the door
154-HP Rotax Engine and QRS-X CVT
The 2017 Maverick X3 was powered by a turbocharged and intercooled 998cc inline three-cylinder Rotax ACE engine producing a claimed 154 horsepower. It was paired with Can-Am’s QRS-X continuously variable transmission.
The engine had a deep three-cylinder growl that would sound familiar to anyone who had spent time around a high-performance Sea-Doo. It could spin the tires on a gravel road at nearly any reasonable speed.
The turbocharged Rotax made it easy to throw a substantial roost
Initial response immediately off idle was not the most violent part of the powerband. The engine’s real personality emerged in the midrange. Acceleration from approximately 30 to 70 mph was forceful and addictive.
I frequently used that power to lighten the front end before an obstacle instead of hitting the brakes. A quick squeeze of the throttle could lift the front tires over a roller, allowing the rear suspension to absorb the impact. The QRS-X CVT transferred that power smoothly without interrupting acceleration.
Engine and CVT Intake Noise
One drawback was the location of the engine and CVT air intakes directly behind the driver’s head. The sound did not bother me during the first part of the ride, but it became tiring after several hours.
The engine and CVT intakes were positioned behind the driver
Some test vehicles were louder than others, so the pre-production condition of the fleet may have influenced our experience. Even so, intake and mechanical noise remained one of my primary complaints about the original X3.
Fuel Capacity and Range
The Maverick X3 carried 10.5 gallons of fuel, one gallon more than the contemporary Polaris RZR XP Turbo. The tank was positioned ahead of the passenger, but I did not detect any undesirable handling effect as the fuel level changed.
Lunch and fuel stop in San Vicente
Because our group topped off the tanks repeatedly, I could not produce a reliable range figure. That is more honest than calculating a theoretical number from an unusual group press ride.
Base Maverick X3 Versus X ds Suspension
After lunch and fuel in San Vicente, I switched from the X ds to the base 64-inch Maverick X3. The primary suspension difference was the base model’s FOX 2.5 Podium QS3 shocks, while the X ds used more adjustable FOX 2.5 Podium RC2 shocks. The base model also had 28-inch Bighorn tires instead of the X ds model’s 29-inch tires.
Base-model 2017 Maverick X3 Turbo R
Both 64-inch machines felt firmer over small, repetitive chop than I expected. We were told the final production shock and spring calibration might be different, but I could not verify that during this particular test.
FOX QS3 shock on the base Maverick X3
Both models handled larger g-outs without drama. Based on the hardware, the RC2-equipped X ds offered more tuning potential, although it would require time and careful adjustment to make the most of that advantage.
Steering and Cornering
The quick-ratio steering worked exceptionally well on fast, winding gravel roads. Can-Am’s Tri-Mode Dynamic Power Steering allowed the driver to adjust steering assistance on the move.
Front and rear sway bars kept body movement controlled without making the suspension feel completely tied together. There was enough chassis movement to let the shocks work independently, but not so much that the X3 became unpredictable.
We reached Mike’s Sky Ranch as the sun was setting after well over 100 miles on the trail.
The end of day one at Mike’s Sky Ranch
Day Two: Testing the 72-Inch Maverick X3 X rs
Our second day would take us toward Valle de Trinidad, up the Goat Trail, past El Alamo, through the pine forest near Laguna Hanson and down toward Ojos Negros.
For this part of the test, I selected a Triple Black Maverick X3 X rs. This was the 72-inch flagship, equipped with 22 inches of front travel, 24 inches of rear travel and fully adjustable FOX 3.0 Podium RC2 internal-bypass shocks.
Triple Black Maverick X3 X rs at Mike’s Sky Ranch
Low Range and the Original Visco-Lok Differential
The famous Goat Trail is a steep, narrow climb that has eliminated its share of vehicles during Baja racing. We were not traveling at race speed, but it gave me an opportunity to test the X3 in low range.
The gearing was low enough to climb with good speed control while maintaining sufficient engine rpm for the CVT. Drivers tackling steep climbs did not need to crawl along in high range and generate unnecessary belt heat.
The Goat Trail provided a useful low-range test
The original Visco-Lok front differential was a more significant limitation. The system transferred power away from a spinning front wheel, but it required wheel-speed difference before engagement. That delay was rarely a problem in dunes or open desert, but it was not ideal when carefully placing tires on technical rocks.
This is an important model-year distinction. Later Maverick X3 packages gained Can-Am’s substantially more capable Smart-Lok front differential. The transformation is evident in our 2020 Maverick X3 X rc Turbo RR rock-crawling review, where Smart-Lok, 32-inch tires and dedicated protection made the X3 a far more serious technical-trail machine.
Where the Maverick X3 X rs Came Alive
After the Goat Trail, the pace increased. A breeze began clearing the dust, and the route toward El Alamo placed us on terrain used by multiple Baja 1000 courses. It was filled with whoops, g-outs and the kind of sharp-edged damage that makes many recreational UTVs uncomfortable in a hurry.
The X rs combined a 72-inch stance with 30-inch Maxxis Bighorn tires
This was where the Maverick X3 X rs justified its existence.
Its 102-inch wheelbase was 12 inches longer than the contemporary two-seat RZR XP platform. Combined with the 72-inch width, long suspension travel and four-link TTX trailing-arm rear suspension, that wheelbase gave the X3 remarkable composure in rough terrain.
I normally dislike traveling through badly whooped-out sections, but the X rs made them entertaining. Even when I checked up at the wrong moment and then got back on the throttle, the chassis remained controlled. Instead of avoiding the ugliest lines, I began looking for them.
On several occasions, adding throttle worked better than stabbing the brakes. The Rotax lifted the front of the vehicle while the rear suspension absorbed the hit. This combination of power, wheelbase and suspension—not the horsepower number by itself—was what separated the original X3 from other sport UTVs of its era.
Fast Roads, Dust and the Return to Ensenada
After a break at El Alamo, we climbed into the pine forest near Laguna Hanson. It was one of the most scenic portions of the trip, although the tighter route and lingering dust slowed the group.
We eventually descended toward Ojos Negros on fast, flowing roads that suited the X3 perfectly. The quick steering, stable chassis and midrange power made it difficult not to imagine driving the same road as a closed course.
A taco stop in Ojos Negros before returning to Ensenada
After tacos in Ojos Negros, we returned to Ensenada and prepared for the drive back to San Diego.
Reliability Observations From the Baja Test
Our group experienced several flat tires and a few CVT belt failures during the trip. Those failures require context.
The belts were not new, and the pre-production machines had already endured approximately 1,500 short demo rides on a tight, wet course in Orlando. They were then driven during another dealer event in Arizona before arriving in Mexico with limited time for service.
That does not make the failures irrelevant, but it prevents this particular event from serving as a clean production-machine durability test. The vehicles’ previous use, belt condition and driving history were unknown.
More than 250 miles in Baja provided a much better test than a short demonstration ride
2017 Maverick X3 X rs Specifications
| Engine | Turbocharged and intercooled 998cc Rotax ACE inline three-cylinder |
|---|---|
| Claimed Output | 154 hp |
| Transmission | QRS-X CVT with high and low range |
| Drive System | Selectable 2WD/4WD with Visco-Lok X front differential |
| Width | 72 inches |
| Wheelbase | 102 inches |
| Overall Dimensions | 132 x 72 x 67 inches |
| Front Suspension | Double A-arm with 22 inches of travel |
| Rear Suspension | Four-link TTX trailing arm with 24 inches of travel |
| Shocks | FOX 3.0 Podium RC2 internal-bypass shocks |
| Tires | 30-inch Maxxis Bighorn 2.0 |
| Wheels | 14-inch aluminum beadlock wheels |
| Ground Clearance | 15 inches |
| Estimated Dry Weight | 1,585 pounds |
| Fuel Capacity | 10.5 gallons |
The X rs delivered 24 inches of rear travel through its four-link TTX suspension
Original 2017 Maverick X3 Pricing
These were the announced US prices for the original launch lineup. They are included as a historical reference and do not represent current used-vehicle values.
- Maverick X3 Turbo R: $22,999
- Maverick X3 X ds Turbo R: $24,999
- Maverick X3 X rs Turbo R Triple Black: $26,699
- Maverick X3 X rs Turbo R Gold and Can-Am Red: $26,899
The original 2017 Can-Am Maverick X3 X rs Turbo R
The two-seat X3 X rs measured 72 inches wide with a 102-inch wheelbase
What We Liked
- Powerful, responsive turbocharged Rotax engine
- Exceptional midrange acceleration
- Outstanding large-bump performance from the X rs suspension
- Factory 72-inch long-travel configuration
- Stable 102-inch wheelbase
- Low, sporty seating position
- Excellent driver and passenger legroom
- Quick-ratio steering
- Adjustable Tri-Mode Dynamic Power Steering
- Easy access to the CVT belt compared with earlier Mavericks
- Slotted seats and factory tabs simplified four-point harness installation
What We Did Not Like
- Engine and CVT intake noise directly behind the driver
- Awkward interior door-release straps
- Firm response over small, repetitive chop
- Original Visco-Lok front differential was poorly suited to serious rock crawling
- No telescoping steering-wheel adjustment to complement the long seat range
Can-Am Maverick X3 Review Verdict
The original Maverick X3 was more than a horsepower story. Its lasting contribution was the way Can-Am combined turbocharged power with a long wheelbase, a low cockpit and genuinely long-travel suspension.
The 64-inch models were fast, comfortable and responsive, although their ride over small chop was firmer than expected during our pre-production test. The 72-inch X rs was the standout. In rough Baja terrain, its 22 inches of front travel, 24 inches of rear travel and 102-inch wheelbase allowed it to carry speed with a level of stability that was unusual for a production UTV in 2017.
It was not perfect. Intake noise became tiring, the door releases were awkward and the Visco-Lok front differential limited technical rock-crawling performance. Can-Am would address some of those weaknesses as the X3 evolved, adding Smart-Lok, specialized terrain packages and substantially more power. The engine increased to 172 horsepower for 2018 and then to 195 horsepower with the 2020 Turbo RR.
However, the foundation was already present in the launch model. After more than 250 miles in Baja, the Maverick X3 X rs proved that Can-Am had built a new benchmark for high-speed desert and dune performance—and a platform that would influence the sport UTV market for years.
