By Jon Crowley
Originally published September 27, 2013. This firsthand trip report documents an early test of UTVGuide.net’s original Can-Am Maverick 1000R long-term demo.
Just two days after picking up our new long-term Can-Am Maverick 1000R, we headed to Prairie City State Vehicular Recreation Area near Sacramento, California, to begin breaking it in.
We had two objectives for the day. First, we wanted to find out how the Maverick would handle our massive 31×11.50R15 Pit Bull Growler LT tires. Then we planned to reinstall the stock tires and explore the VORRA short course. Testing both combinations during the same outing provided an unusually clear demonstration of how dramatically tire size and weight can change a UTV’s handling.
Testing 31-Inch Pit Bull Growler Tires
The 31-inch Pit Bull Growlers were big tires—not only tall, but also wide and heavy. These were light-truck tires rather than purpose-built UTV tires. We had previously used them on the Rubicon and at Prairie City with our 2011 Kawasaki Teryx and 2012 Kawasaki Teryx4.
The OMF Performance wheels used interchangeable billet centers, which allowed us to move the wheel-and-tire package between several vehicles. In this case, the centers used on the Teryx shared the Maverick and Commander bolt pattern. Because the Maverick had smaller wheel studs, we used tapered lug nuts to center the wheels properly.
The first surprise was that the tires fit without any vehicle modifications. We did not test clearance with the suspension at full compression, but we turned the steering from lock to lock while working through the rocks and never experienced any rubbing. The original Maverick provided an impressive amount of tire clearance for an early sport UTV.
Front Differential and Steering Limitations
The standard Maverick 1000R used Can-Am’s Visco-Lok front differential. When a front wheel began spinning, the system progressively transferred power to the wheel with traction. However, this original version did not engage as quickly as the Visco-Lok QE differential then available on some Commander models.
That delay was noticeable in the rocks. A front tire could spin several revolutions before the differential transferred enough power to the tire with traction, making the system less effective for technical rock crawling. At the time, we learned that a Commander QE differential could be installed in the Maverick by owners seeking quicker engagement.
Steering effort was another issue. The Maverick already required noticeable steering effort with its stock tires, and the wide, heavy Pit Bulls made it a workout. Our Kawasaki Teryx machines had power steering, and this test reinforced how valuable EPS becomes when running an oversized tire package.
The upside was the Maverick’s power. Even with the weight and rolling resistance of the 31-inch LT tires, the 101-horsepower Rotax engine could easily break them loose in two-wheel drive.
Switching Back to the Stock Maxxis Bighorns
After spending some time in the rocks, we replaced the 31-inch Pit Bulls with the stock 26-inch Maxxis Bighorn 2.0 tires and headed for the VORRA track. Rally cars were using the upper section, so we could not run the entire course, but we still found fast corners, straightaways and several jumps.
The difference was immediate. With the 31-inch Pit Bulls, the Maverick felt like a kid wearing his dad’s oversized shoes. Back on the lighter and narrower 26-inch Bighorns, it felt sporty and nimble again.
The result was not unexpected, but swapping between the two combinations within about an hour made the contrast especially clear. The oversized LT tires offered clearance and durability for rocky terrain, but their weight and width substantially changed the Maverick’s steering response and overall agility.
Putting the 101-Horsepower Rotax to Work
The original Maverick’s engine was based on the same 976cc Rotax V-twin architecture used in the Can-Am Commander, but Can-Am increased output to 101 horsepower.
Changes included a higher-flow intake plenum, independent intake runners that could be tuned for each cylinder, larger intake and exhaust valves, a 12.0:1 compression ratio and a high-flow dual exhaust system. The Maverick produced 16 more horsepower than the contemporary Commander 1000, and the difference was easy to feel.
In two-wheel drive, the engine could effortlessly spin the stock tires on the dirt track. Drifting through corners was easy and predictable, although I had to feather the throttle to maintain traction. Four-wheel drive put the power down more progressively and allowed the Maverick to accelerate with less wheelspin.
At the time, the Maverick’s stock power delivery ranked among the strongest in the sport UTV class.
Suspension Performance on the Short Course
We hit several jumps and were pleased with the way the Maverick flew. Its FOX 2.0 shocks absorbed our landings well, although harder driving and larger jumps would have benefited from the 2.5-inch FOX Podium X shocks fitted to the Maverick 1000R X rs.
Our demo was the standard Maverick 1000R. Based on this outing, I would have spent the additional money for the X rs if the vehicle were going to be driven aggressively. In addition to the larger shocks, the X rs included beadlock wheels and other worthwhile performance upgrades.
First Impressions from Prairie City
Overall, it was a productive first day with our new Maverick. Prairie City SVRA offered rocks, open dirt and a short course within one riding area, making it a useful place to expose the vehicle to several different conditions.
The biggest takeaway was not simply whether a 31-inch tire would fit. The Maverick had the clearance and engine power to turn the Pit Bull Growlers, but their weight and width imposed clear penalties in steering effort and agility. Returning to the stock Bighorns transformed the vehicle and highlighted how well the original Maverick worked as a responsive sport UTV.
Our next step was to take the Maverick into the desert and dunes, where we could better evaluate its Torsional Trailing A-arm independent rear suspension. Based on this initial Prairie City test, a lighter and narrower 30×10R14 tire appeared to be a better compromise for desert use than the 31-inch LT tires.
Can-Am Maverick 1000R Photo Gallery
31×11.50R15 Pit Bull Growler Tires
Stock 26-Inch Maxxis Bighorn 2.0 Tires
