First Ride: Can-Am Maverick R

Posted on September 1, 2023

By Jon Crowley

Unless you’ve been living under a rock for the last few weeks, you will know that Can-Am unveiled their newest sport UTV. While the 2024 Can-Am Maverick R boasts the highest horsepower and a new 7-speed Dual-Clutch Transmission (DCT), all the internet could focus on was the new tall knuckle front suspension.

The Maverick R is not a replacement for the X3, but an additional model Can-Am is adding to the top of their lineup. Being the apex predator in the lineup, everyone wants the Maverick R to apply to their type of riding and terrain. Based on past experience, I know that enthusiasts will get creative and run the Maverick R on tight trails and in the mud, but Can-Am intended this unit for open desert riding typical in the Southwest United States or Dakar Rally.

Can-Am Maverick R media event kicked off in Hawthorne, Nevada

I was fortunate enough to have a chance to get behind the wheel of the 2024 Can-Am Maverick R at their media event held in the Nevada desert. Over two days, we rode 175 miles from Hawthorne to Fallon and then to Dayton along part of the Vegas to Reno course. The route took us on high-speed graded roads where we could open it up and hit top speeds that approached 100MPH. We also experienced lots of high-speed g-outs, a few slower-speed hill climbs, and some gnarly rain ruts. Unfortunately, we did not hit any big whoops or sand dunes and we did not get to test low range for crawling. So keep in mind that our testing will need to continue to cover more terrain.

Banging gears in the new 7-speed Dual-Clutch Transmission

Engine/Transmission

The Maverick R touts an industry-leading 240-horsepower engine mated to a 7-speed Dual Clutch Transmission (DCT). You can select Normal, Sport, or Sport+ driving modes and the computer will control how aggressively the transmission shifts and engine performs. You can also switch between Automatic and Manual to control the 7-speed transmission via paddle shifters attached to the steering column. You can also leave it in Automatic and still downshift manually for more control (setting up for a corner or getting ready for a steep hill climb).

Accelerating from 50MPH to 98MPH

The top speed of the Maverick R is supposedly controlled by the ECU to 93MPH, but we hit 98MPH on the speedometer. Acceleration is very good, especially from mid to high speed. While we did not get a chance to drag race Maverick R against Maverick X3, several of us felt like the 240HP R would beat the 200HP X3 because of the Sport+ mode – even though on paper power-to-weight ratio would pencil out differently.

Lose rocky downhill section in the Maverick R

I did get to use low range a few times even though the terrain did not dictate it. I did find out that you can run low up through 7 speeds, then bump to high without stopping and the computer will drop you into the proper high-range gear for that speed – in our case 4th gear. Very cool for anyone who hates to stop when switching from low to high or high to low in a CVT transmission. Unfortunately, we did not get to do any rock crawling so I cannot comment on the ability of this vehicle for slow-speed technical crawling or King of the Hammers type scenarios.

Overall, I was very impressed with how this new engine and transmission performed, and although we haven’t had any CVT belt issues with our X3’s, it is nice to know broken belts are not even something to think about with the Maverick R.

Testing out the suspension on the Maverick R

Suspension

The tall knuckle design is what everyone is focusing on. I told the guys at Can-Am that they could have just played it safe and beefed up the X3 suspension and chassis and with the new engine and transmission people would have gone nuts over the machine. Instead, they are digging out of a hole convincing people why the new suspension is better while there are so many other solid improvements that were made. Being a function-over-form type of guy, I like it when manufacturers bring in technology that we haven’t seen before in the UTV arena. After spending two days in the Maverick R I can without a doubt tell you that the suspension is better in every way over the Maverick X3. While it may take a bit of time to get used to the looks and the fears some people have that a rock might get stuck in there, I think people will eventually be won over after units get out to dealers.

What I experienced is a suspension that is very solid and well-planted. Hitting the g-outs or rain ruts at speed that we experienced would have hurt in other UTVs, but they hardly flinched the Maverick R. It certainly gave me a more confident feeling that took a day to get used to.

Front suspension over a high-speed roller

High-speed jump

Travis Pastrana getting huge air in the Maverick R

Crazy jump and off-camber landing

Conclusions

The Maverick R is hands down better than the X3 in every way except the price. Comparing it to the Polaris Pro R is hard to do without testing both back-to-back in the same environment, but I what I will say is that I believe the Maverick R is as good, if not better than the Pro R when it comes to suspension, engine, and transmission.

Even though I didn’t get to test in the dunes or rocks, I felt good enough about the new 2024 Can-Am Maverick R after our ride that I have one on order. And no, I don’t get one for free. I will go through my dealer, Moto Expo and pay for it just like everyone else. My primary use for the Maverick R will be in the southwest USA and I am eager to put it through its paces in more places like Glamis, Johnson Valley, Sand Hollow and the Rubicon Trail. Stand by!

Maverick R Likes:

Maverick R engine/transmission is very quick and responsive
Engine/Transmission noise is probably the quietest among sport UTVs
No CVT belt to worry about
FOX Live Valve shocks felt like you could not bottom out in any mode while also feeling fairly plush in Comfort mode
Suspension feels very planted and solid
Different engine/transmission modes adjust well to different riding styles
17” Ground Clearance
DCT shifting works well in either Manual or Automatic modes
The ability to manually downshift transmission to setup for a corner even while in automatic mode is awesome
New steering rack is stronger and designed to not rotate/flex
Front differential is 25% larger and thus stronger than the X3 Smart Lok
Full doors are nicely designed and new opening mechanism on the outside of doors is a great addition
Do not have to stop to shift from Low to High or High to Low
Bed has more space and more storage options than the X3
Bed is large enough to carry a 35-inch spare tire
Larger brake pedal is better suited for two-foot braking
Winch mount built into frame

Maverick R Dislikes:

Skid plate is still riveted to frame like the X3
Infotainment screen requires phone to be tethered for navigation
Valve stem is on the inside of the wheel and is exposed to damage in rocky conditions
Wheel offset is the highest positive offset ever and aftermarket wheel companies will have a hard time replicating
Front “Tall Knuckle” visual will take some getting used to
Minimal storage available in the cab
Minimal room available for Radio/Intercom
C-pillar on the cage does not connect to frame in the back of the chassis
Low range may not be as low as we’d like for technical rock crawling (need more testing to verify)