The Defender Limited 2023 from Can-Am is a luxury side-by-side vehicle in terms of the comfort it provides on the move. No matter what the conditions outside, nothing will stop you from getting to your favorite hunting or fishing spot, dry and cool. And you’ll enjoy absolute comfort inside the cabin.

The Defender HD10 engine:

Can-Am has equipped the Defender with a powerful 82 hp, 976 cm3 V-twin engine. With 69 lb-ft, it’s designed for pulling power that will help you get through the worst terrain. The ITC intelligent throttle will manage this power smoothly. On the drive side, we’re talking about Turf, 2 x 4 and 4×4 modes, with Visco-lok self-locking front differential.

Suspension:

The Defender is primarily designed as a working UTV. As a result, the suspension will be beefier and stiffer. For the front, we rely on double-arched A-arms with stabilizer bar. It provides twelve inches of travel. At the rear, Can-Am uses a TTA suspension with external stabilizer bar. Its travel is also twelve inches. Twin-tube gas-charged shock absorbers front and rear.

Transmission:

Can-Am’s transmission is the PRO-TORQ CVT with Quick Response System (QRS). This high-performance ventilation system features electronic belt protection. The PRO-TORQ has proven its worth in the Defender Line up and works incredibly well for this application.

Defender HD10 Limited highlights:

Can-Am’s Defender Limited comes fully equipped, with a truly luxurious interior cabin. Here’s a glimpse of what the rider will have at hand during a ride. First, a heated and air-conditioned cabin. Then there’s a full hardtop with interior lining and dome light, color-matched doors with power windows at the front. There’s also a full three-position tilting glass windshield with wiper/washer assembly. Can-Am has also equipped the Defender Limited with a glass rear window and panoramic rear-view mirror. The Versa-Pro booster seat with reinforced Limited seat cover and adjustable driver’s seat. Also on the menu: a brake-holding mechanism, 7.6″ digital display with keypad, LED signature, 4,500-lb. winch. In short, the list of accessories continues to grow, proving that everything is included with the Limited.

First contact with the Defender H10:

To be honest with you, contrary to UTV Planet’s habit of receiving our test models directly from the manufacturer or a local dealer, the Defender HD10 Limited 2023 was loaned to us by a Friend of us. When Dany arrived at my home, I was impressed by the quality of assembly and attention to detail. As I climbed aboard, I noticed the quality of the Can-Am components and the luxurious feel of the cabin.

The driving position is perfect, and everything is within easy reach of the controls. The vision seems perfect, apart from the junction of the cabin and the windshield. We’ll know more during the trail test, to see if this affects the rider’s vision. When it comes to storage, Can-Am has equipped the Defender with two boxes that can easily be transported outside to carry our gear. The interior is spacious, which will please both rider and passenger for maximum comfort.

Here are our trail impressions:

First observation: you can tell the Defender has been solidly built, because you can feel the beast’s 2,000 pounds. The result is a feeling of security at the controls and comfort on the trail. The discussion inside the cab takes place in a normal way, thanks to good soundproofing. On this outing, I saw just how perfect the cabin air-conditioning was. The outside temperature that morning was 33 degrees, and the temperature inside the vehicle was well regulated.

In terms of roadholding, it handles curves and bumps well on the trail. Another sign that its weight is not a nuisance on the move. The twin-tube gas shock absorbers absorb every bump encountered along the way in an exemplary manner without disturbing the occupants too much, in almost perfect comfort. As for tires, the choice of 30-inch XPS Trac Force is a judicious one.

The drivetrain reacts perfectly, regardless of whether you choose 4×4 or 4×4 with locked front differential. I was equally satisfied on HI and Low. Despite 220 mm disc brakes on all four wheels, there’s a real lack of power to stop this behemoth. That’s when you feel the inertia of this UTV’s heavy mass. The braking maneuver is still very effective, but with an extra pressure from your foot. The two-cylinder, 82 horsepower engine is perfectly calibrated for the tasks at hand behind the wheel of the Defender. I never felt any loss of power whatsoever on or off the trail.

In conclusion:

Although this test took place over just one day, compared with a few weeks for a normal test, I can still tell you that the Defender HD10 Limited 2023 gave me great satisfaction. Having already driven the Defender in the past, I was able to get a good idea of this machine. If you’re looking for a luxury utility vehicle for your next hunting or fishing trip, or for work, the Limited will give you satisfaction in all conditions. It’s agile and powerful, so it performs well.

The Defender is a utility vehicle designed for heavy-duty work, but still manages perfectly well on the trails. One negative point about the Defender: on winding trails, the tubular frame of the cab and the windshield frame on the driver’s side obstruct the driver’s vision. This creates a significant blind spot. What’s more, the doors don’t lock, and when maneuvering in tight spaces, the weak turning angle of the wheels can become irritating .

What we liked:

• Cabin interior comfort
• Soundproofing that lets us converse without raising our voices
• The interior and exterior storage capacity and the possibility of adding a multitude of accessories.

What disappointed us :

• The blind spot and loss of vision caused by the cab on winding roads
• Lack of brake power
• Rubber seal around door windows

We’d like to thank Dany Gaudreault and Marie-Daniel Perron for lending us their personal vehicle for our test drive.

Enjoy the ride

The post 2023 Can-Am Defender HD10 Limited Test appeared first on UTV Planet Magazine.

What is interesting is that we can review a vehicle that has a lot more mileage than usual. We normally get brand new vehicles, or with only a few hundred kilometers. But this time, our machine was delivered with more than 3000 kilometers on the clock. It will allow us to assess several components during our tests and give you an accurate picture of Maverick’s global reliability.

1000R engine

The 1000r is a 100 horsepower naturally aspirated two-cylinder from Rotax. Offred standard for several years at Can-Am, we can easily say that this engine is mature. After 3000 kilometers, no failure was reported in terms of acceleration at all revs. The response is still just as robust and without hesitation. Maximum revolution is always reached when you push the throttle to the maximum. The engine response is also without reproach; we can see that the clutches calibration is almost perfect and properly delivers power to the wheels. However, like most side-by-side vehicles, it is difficult to find the right point of clutch friction when riding at very low speeds, such as loading the machine in a trailer.

Suspension

The 2020 Maverick Sport X XC features Fox Podium 2.5 QS3 shocks with three-position internal resistance adjustment. The front and rear wishbone suspension offers 14.75 inches of total travel with 14 inches of ground clearance, two swaybars (front and rear) to keep the vehicle in line. While all of the components seem to be in place to make this a perfect machine for bumps, the suspension still lacks flexibility. If you tackle a series of bumps at high speed, the rear ends up jumping and becoming more unpredictable, despite a few adjustments to the shocks. This rigidity is felt on a more bumpy trail where you will have to get used to being stirred a little more, especially at medium or low speeds. A stiffer suspension still provides excellent cornering stability; it is easy, even fun, to push in a corner to drop the rear and have great controlled skid experiences.

Interior

The Maverick Sport X XC interior offers everything there is to do with ease, steering wheel and adjustable seat, domed doors for good arm and elbow clearance. The space between the two occupants is still relatively small, so your elbows may touch on rough terrain. The 7.6-inch digital display gives you all the data you need and is attached to the adjustable steering wheel, so you can always have a good view, no matter where you are. The seats provide good lumbar support without making it too painful to enter / exit. Our test vehicle had a roof with a high-performance LED bar on it, which is extremely good for night rides.

As our vehicle did have some mileage, we think it is essential to mention the build quality of the Maverick: there were no noises, clicking, or the like noticeable from inside the cabin. All the interior and exterior body parts are solid, and just like the suspension parts, we can feel the quality of the materials used. The scratch resistance adds to the product’s resale value, so even if you go all out, it will keep its look with just regular maintenance.

Our test

Media vehicles usually get shaken up a bit, as they say. Our goal is to test the limits of the machine in all conditions. The Maverick Sport X XC is one of the sportiest versions of the range, 64 inches wide, very sporty suspension, etc. Therefore, we can tell you that the short walks on Sunday quickly turned into more rock’n roll rides on Saturday evening! We crossed all types of terrain in a few outings: very rocky conditions putting a strain on the components of the suspension, sandy conditions with high peak speeds allowing us to test the different reactions of the machine, etc. The few hundred kilometers we traveled let us affirm that the Maverick Sport X XC is built very solid, whether in terms of steering or suspension. The various components are like new; no spacing or play was noticeable on the vehicle. After more than 3,500 kilometers, it has retained the same characteristics as in its new condition! Of course, it is impossible to drive around rocks, branches, and the like without observing minor scratches here and there. But without a doubt, the quality of the components used is among the best on the market. The noise level inside the cabin is correct but not exceptional. We hear the hum of the 1000cc engine with good intensity; there could be a little work for Can-Am to reduce the decibels produced by the engine.

The Maverick Sports X XC is a guarantee of success. Reliability and finish are at the rendezvous, and these aspects are also signs of high resale value. This machine is a sure bet, and it will give you a big smile for years to come!

The post 2020 Can-Am Maverick Sport X XC 1000R First Ride appeared first on UTV Planet Magazine.

The Heart of the XT-P

Our favorite model of the Defender is the HD10. It is powered by a fun 976cc Rotax V-twin four-stroke motor that is quite honestly, a lot of fun. It produces 82 horsepower, but it’s how that power is produced that is so much fun. The motor has a healthy, torque-filled bottom end that builds to a brutish mid-range. You have all the power you’d need for tasks around the farm, home or trail, as well as a fun-filled trail ride. Can-Am marketed the Defender originally as a straight utility machine, but from our first test ride at the introduction, they soon realized as we did – it’s a great trail machine. The power, while ample enough for throttle junkies like us, is mellow enough to ne be overly intimidating for anyone. 

The transmission is a CVT with dual high and low range, plus reverse. You can drive the Defender in turf-saver mode with one wheel engaged, two-wheel drive, four-wheel drive and four-wheel with differential lock. The Defender has EBS brakes to stop quickly, important if you’re hauling a load on the farm, or hauling something else on the trail.

Other elements built into the design include a generous cargo bed area that is big enough for a full pallet. There are metal tie-down points on the floor of the composite bed that can hold 1,000 pounds, and the sides have BRP’s LINQ attachment points for Can-Am accessories. The Defender also came with a 2-inch receiver hitch for towing up to 2,000 pounds. 

The interior of the Defender is very comfortable, with a great dash layout and a comfortable steering wheel. There is over 10 gallons of storage on the dash alone, with a removeable glove-tool box. The seats have a tough, grippy material covering them that will withstand dog paws (something we’ve tested) and enough bolstering to keep your butt planted where it needs to be. The middle and passenger seats flip up for additional storage on the floor and there is a water tight storage compartment under the seat that can be removed, too.

Let’s take it up a notch or two

While the standard Defender is great in its own right, and a very capable work horse, when you hit the trail, you want a little something more, right? That’s where the XT-P package comes in. The standard XT package adds a winch and aluminum wheels to the machine. On the XT-P package, there is a 4,500lb. winch and some sweet-looking 14-inch, cast aluminum wheels with 27-inch Maxxis Bighorn 2.0 tires wrapped around them. The XT-P also gets a heavy-duty front bumper and some sweet-looking and functional rock sliders along the sides. We added some accessories, too with an LED lightbar and Can-Am half doors.

The added protection from the front bumper protects the radiator well, and there is a spot to mount a light bar, which adds to the light put out along the trail. The winch is a must-have accessory for any real trail machine. Ever get stuck in the middle of no where? Yeah, we’ve done that too. The winch is added insurance to get home safely. We added the half doors for more protection for the interior and occupants, and if you run into any mud – which you will – it really helps. The tiny amount of additional noise and heat are worth the protection. Plus, they look sweet. The rock sliders look great and are quite functional. We put them to the test with rocks and hard-packed dirt along the trail and they still look great. Plus, the sides of the cab and door frames are still intact. Good stuff.

Suspension

This brings us to the main reason to buy the XT-P package. The suspension system is a huge improvement for trail riding. And by huge, I mean HUGE! It starts with arched A-arms, which boost ground clearance along with the taller tires up to 13 inches. That really helped us with ruts and other stuff along the trail. We’ve been along one particular trail in a standard Defender and have high sided in the ruts. The XT-P made it without issue. 

The Arched A-arms are a big help, but let’s meet the real star of the show – Fox 2.0 Podium piggyback shocks. The stock shocks are pretty good but are a little soft for serious trail use. I mean, after all, they were designed for work first, play later. No so with the new Fox shocks. You get 11-inches of travel of pure trail-riding goodness. These shocks are adjustable for different drivers and conditions. If you like the shocks a little stiff for high speed G-outs and better cornering, that’s a click away. Want a softer ride for rock crawling or easy cruising? Not a problem. 

We usually kept our shocks set right about in the middle and found them to be a huge improvement for most trails and drivers. Our speed demons bumped them up, so they could go scary fast around corners. It always amazes me how some of our guys can push machines of any kind at those speeds. That’s the beauty of this XT-P’s suspension system. It can be pushed hard or dialed back to be subtler. I dare say any of you will find the system to feel the same and be as impressed by it as we were. 

What would we do different?

That’s a good question. We’d like to see the LED light bar come standard, maybe even add one to the roof. If you’re looking at the XT-P for trail riding, you want the most light you can get. Even for hunting use, you want more light. We’d still like to see the receiver hitch on the back come out a little more from the rear frame. You have to reach under the bed too far to access it. That’s a small gripe though. The XT-P package makes the machine 63 inches wide, too. That makes it illegal on select trail systems. If you’re going to add the “P” onto XT for Performance, then there should be a boost in engine performance as well. We all know Can-Am can easily top the 100-horsepower mark with a 1,000-class engine. Why not have it in this machine, too?

Final thought

We were impressed by the 2020 Can-Am Defender HD10 XT-P model. It is good for working, but MUCH better for playing than the standard HD10. The suspension is a huge improvement and really lets you explore every bit of the engine’s horsepower. If your dealer has any left, you should seriously go check one out. You’ll be happy with it for sure.

The post 2020 Can-Am Defender XT-P HD10 Review appeared first on UTV Planet Magazine.

I already drove it on the trail a little over 450 kilometers, so I had a fairly good idea of ​​the capabilities of this machine. For those who do not know it, the RR version develops nothing less than 195 horsepower. You read correctly, 195 HP, the most powerful out-of-the-factory side-by-side vehicle of all brands available on the market today. But on the trail, it is difficult to safely use all this power and play with all the capabilities of the X3. Yes, huge power is ready to use, but one should also consider the suspension that continually demands more bumps, more jumps, etc. This being said, you will understand that finding a safe and appropriate playground to test all these features is not always easy…

No doubt, we wanted to find the right spot which would allow us to push the limits of the suspension and the engine of the beast. After a few discussions, Pat, one member of our team, knewthe people of the Off-Road Festival of Ste-Beatrix in Lanaudiere, Quebec. He made a phone call and that was it!

So here we are on the grounds of the Off-Road Festival, with jumps, straight lines, a sandy spot, and challenging steep rock slope. In short, a huge playground for adults, and it was just for us.

You certainly know the expression “falling back into childhood,” you know when you’re driving and you have so much fun that you do not want to stop, you just want to keep pushing the machine, turn after turn, like a five-year-old kid who does not want to stop playing with his new toy. That’s how I felt on this beautiful day of October.

A little bit of technique

We are talking about an SxS of 195 horsepower and 135 lb-ft of torque produced by the Rotax 900 ACE Turbo (Advanced Combustion Efficiency), a 900 cc Turbocharged Triple-cylinder engine, liquid-cooled with integrated intercooler and high-performance air filter. Originally the Maverick X3 was delivering 172 HP, the additional 23 horses come from – among other things – the turbo, which is a little bigger than that of the model R which propels 172 HP. Unique in the industry, the turbo is manufactured directly by Rotax. In order to properly tune the turbo, the engineers have enlarged the air cooler (intercooler), which is essential to ensure that fresh air is always available. The reason being that if you increase the pressure at the intake, the air will also warm up and this will greatly reduce the performance if it is not cooled before entering the engine. The air intake has also been modified to improve airflow, as well as the air filter. The final result is increased airflow capacity and better air circulation on the intake side to better feed the turbo. The pistons have also been updated to be more resistant in order to withstand the additional horses. Additional horses also mean new clutch calibration – the Quick Response System QRS-X pulleys also got recalibrated.

This car is perfectly legal for the trails in Quebec, the vehicle’s width is exactly 64 inches. But be careful if you want to make some changes in the wheels or tires to remain legal.

The X DS Turbo RR version is equipped with FOX Podium 2.5 RC2 shock absorbers with Piggyback reservoirs and they are dual-speed compression and rebound adjustable. There are double A-arms with sway bar at the front, and independent 4-link Torsional Trailing-arm X (TTX) with sway bar at the back. You will see later that I have no doubt about their ability. Total travel is 20 inches front and rear. The suspension and tire combination offers 14-inches of ground clearance.

As for the tires on our test model, the X DS turbo RR, Can-Am opted for 29-inch Maxxis Bighorn 2.0 with 14-inch aluminum wheels.

The interior of the cabin remains similar to last year. A noticeable change is the use of the new 7.6-inch digital display, which is now found on many other BRP products such as Spyder and snowmobiles.

On the track

Before going into the heart of my experiences with the Maverick X3 XDS turbo RR on the track of the Off-Road Festival, as I mentioned I already rode it about 450 kilometers in various trails in Quebec. Indeed, this machine turns heads with a sound that is out of the ordinary and its roar is definitely raising the adrenaline level for the pilot. The engine air intake is located just a little higher than the driver’s head, so we hear very well the snoring of the intake. It would probably be unpleasant in a work vehicle, but in an X3 … it only increases the feeling of power! And if you ever want more peace after having tried it, there is an adapter that extends the air intake backward for more silence. For my part, it is out of the question to change that…

The suspension does a good job in the trail, it is relatively firm at low speed, which is quite normal if you want to get good performance in extreme conditions. On the other hand, the more it gets pushed in the bumps the more it gives you – you just have to be careful, because, as the saying goes, at the end of each straight line there is a curve … In bumpy conditions we usually slow down, with the Maverick X3 XDS turbo RR it’s the opposite – we just want to give it more, because the suspension can take so much! We all have the same reaction, we stiffen imagining the impact, to realize a fraction of a second later that everything went smoothly.

I was apprehensive that with a turbo a little bigger, the engine would be less responsive, but it was a false illusion. The response is as fast as the previous 172 horses engine version, and it only takes a fraction of a second to feel the additional power. In a straight line and full acceleration, we feel the rear of the vehicle that lowers slightly to finally remains stable and offers full traction. Despite its long suspension travel, the vehicle remains stable and offers no unwanted bounce that would reduce its grip to the ground. I observed the same phenomenon in cornering, the FOX Podium 2.5 shocks do an excellent job and keep the vehicle stable in all situations. We must also give credit to the two sway bars that helped too.

But as you know, it is difficult and sometimes foolhardy to let go of your crazy on the trail, so this is where our test track came to allow us to push the X3 a little further …

Like any pilot, it takes a few turns to master the characteristics, performance, and reactions of the beast. Each lap, I pushed it a little more to understand its reaction on the different jumps and bumps and to study the correct dosage of the throttle to increase the push on the rear wheels during jumps in order to keep the vehicle in a good axis for landing, etc. But when all that is mastered, it’s just amazing how a stock machine without any particular adjustment can give you. The power allows to run at just the right speed to make the jumps, and keep the chassis in a perfect axis, and reach a near-perfect landing every time. The absorption capacity of the suspension helps a lot and even helps to correct some errors. Even landing slightly off-axis, there is no backlash, the suspension replaces the machine in the right direction without hesitation. In full acceleration, we reach 100km/h in a few seconds, it pushes us into the seat with a beautiful melody in the ear. What a great feeling, you have to try this to fully understand.

We also did some low-speed rock crawling crossings in the steep rocks. The 4-wheel drive with Smart-Lok technology does a good job and uses traction where and when it is needed. Even if the X DS version is not the best machine for this type of terrain, it is interesting to see how the Maverick is doing well.

No doubt, this beast is a racehorse capable of offering you a huge dose of adrenaline. The feeling of full acceleration coming out of turns is out of the ordinary and ensures a big smile.

I join the whole Planet Quad team in thanking the Can-Am company, for the long-term loan of the vehicle, and also the Ste-Béatrix Off-Road Festival crew and particularly Édith Loyer, general manager of the event, to have allowed us to use their facilities for our test.

The post 2020 Maverick X3 XDS Turbo RR Review appeared first on UTV Planet Magazine.

It’s kind of funny, actually. We sat around with some other off-road journalists from around North America at the Maverick Trail intro and all pondered if we thought Can-Am would make a version of the Trail in a 60-inch wide machine. Of course, they did – the new Maverick Sport. The Maverick Sport is not the same machine as the Maverick Trail with some wider A-arms. Yes, some of the machine is the same, but the Sport is its own machine.

There are technically three Maverick Sport models. The base Sport 1000 without power steering, the Sport 1000 DPS with power steering and the 1000R DPS. All three are powered by the same 976cc Rotax V-Twin engine. The base model and the 1000 DPS engine it tuned to produce 75hp. Our favorite model, the 1000R, pumps out 100hp and is a whole lot of fun. If you want to know how Can-Am gets an extra 25hp into the 1000R, look at the X3. Both the 1000 and the 1000R come with large air intakes, oversized radiators and Donaldson airboxes. However, the 1000R uses the larger airbox found in the Maverick X3, a specialized high-performance exhaust line and muffler, an additional CVT intake and the same CVT driven pulley the Maverick X3 utilizes. Driving the two machines back to back is crazy. Both handle great and have lots of power, but you REALLY feel that extra 25 horsepower. It’s crazy fun!

SUPERB HANDLING

For very tight trails, there are 50-inch machines for that market. The 60-inch wide machines handle tight trails and have the stability we crave for faster driving and having fun. When Can-Am introduced us to the Maverick Trail late last year, we were all into it. They made a great handling machine using a longer wheelbase to gain stability. It also has excellent handling and suspension along with a powerful motor to make it serious fun. There was enough DNA from the Maverick X3 line to show the direction things were headed. The Maverick Sport takes everything we love about the Trail and expands on it.

What we love about the Maverick Trail is the superb handling. The competition in the 50-inch category, Textron and Polaris, had been put on notice that a new benchmark was set for the class. Is that going to be the same for the 60-inch category? That could very well be. As much as we love the Trail, the handling in the Maverick Sport is amazing as well. The Sport’s frame has the same 90.6-in. wheelbase as the Maverick Trail. The basic frame is the same between the two machines, with subtle differences.  The long wheelbase keeps you planted on the roughest, nastiest terrain, and when you take in the 60-inch width, you have an incredibly stable machine.

For suspension, the Maverick Sport use double A-Arms up front and Torsional Trailing Arm (TTA) rear suspension. Can-Am wisely choose FOX 2.0 Podium shocks with the front having 11.5-inches of travel and the rear shocks running 12-inches of travel. One of the things people notice right away about the Trail is the positioning of the rear shocks. Like the Trail, the Sport positions the rear shocks at the outermost corners of the machine. This reduces the load on the rear of the machine and gives the chassis more stability. There are sway bars built into the front and rear suspension systems.

Suspension action is outstanding. It is easily the most forgiving machine we have driven in a while, and that says something. We hit everything from hard pack trails, to heavily rutted trails, hard-core rock-infested inclines, wide-open grass tracks and more. It doesn’t matter what we throw at the Sport, it handles it. The combination of the long wheelbase, great suspension action and power will pull you right through everything with relative ease. The nastier the terrain, the harder you can go and the better the machine responds. This was something we really liked about the Maverick Trail, and in the Sport, we like it even more. If this is a sign of the direction Can-Am is going, we are excited. Good things are ahead for us as UTV enthusiasts.

RETURN OF THE ERGO-LOK

Ergo-Lok is the term Can-Am coined to describe the ergonomics of the cockpit area of the current crop of Maverick machines. Sit in one of the machines, and you’ll notice how the positioning is slightly reclined. It can take a little getting used to. The cockpit of the Sport is 5.5-inches wider than the Trail, which doesn’t sound like a lot, but it is. The machine is very comfortable behind the wheel, and you feel very confident feel. The driver/passenger positioning combined with the excellent weight transfer from the front to back adds to the outstanding handling. The driver controls are arranged very well too.

We have to talk about the Maverick Sport doors, too. Can-Am designed an all-new full half-door with really great handles. The protection from the trail including rocks and mud is excellent, and thanks to the handles, getting in and out is super easy.

NOT JUST MARKETING

So often, when we see a marketing campaign built around a new machine, there is a certain amount of “fluff” that we all know to immediately sort through. Like with most of the stuff they produce, Can-Am went a little different route. Three words Can-Am uses to describe the Maverick Sport – daring, precise and confident. What can we say, it isn’t fluff, it fits very well. How the machine handles inspires a lot of confidence. It goes where you point it and the suspension and steering is very precise. The 1000R engine lets you go as fast as you would dare and the 1000 doesn’t leave you wanting.

For the introduction of the Maverick Sport, We traveled to the other side of Canada to British Columbia to the Carl Kuster Mountain Park (CKMP) near Sicamous, BC. Carl Kuster is a former champion snowcross racer and runs a specialized riding destination that complimented the idea of daring, precise and confident. For the initial ride, we went up into the Monashee Mountains and put the Maverick Sport to the test. On the second day, we hammered through some smaller trail loops that Can-Am had set up that included a grass track, a hard-core woods loop, some additional winding trails, and some flat-out, drag strip-style riding. It was so much fun, and the prefect introduction to the Maverick Sport.

IF WE HAVE TO…

Finding faults with machines we really like is hard, but we if we didn’t talk about things that need to be pointed out, we wouldn’t be doing our jobs. The weak link for the Maverick Sport is one that it shares with the Trail. The rear cargo area leaves your stuff open to getting dirty and muddy from the rear tires. With the limited rear fender area, and the shape of the body overall, along with the tires being placed far to the rear corners, it lets mud and dirt get up on the rear cargo area. If you buy a Maverick Sport, you should consider extended mud guards, or a cargo box to keep your gear from getting completely filthy.

Honestly, we had to wonder why Can-Am is offering a non-power steering option. Yeah, it does get the machine out there at a lower price point, but still. Maybe we’re wrong and there are probably folks out there that don’t want power steering. We’re not those people, though. You can only get the 75-horsepower motor with the non-power steering version, and our guess is, Can-Am won’t sell very many of them, and probably are only producing a limited amount.

OTHER COOL STUFF

Speaking of power steering, the Can-Am Dynamic Power Steering is pretty sweet. At lower speeds, it is stronger to reduce bump steer and aid in handling. At higher speeds, the power steering backs off to give you more feedback as you haul across the terrain. This helps you maintain control and react to the trail as it unfolds in front of you.

Ground clearance on the Maverick Sport is 12 inches which helps you float over trail obstacles. Can-Am added injected skid plates along the whole underbody. We hammered up a severely rocky trail that had some rather large and jagged rocks on it. It was nice to have full confidence that the machine was capable of handling this type of terrain and not leave us stranded with a mechanical due to an impact. 27-inch Maxxis Bighorn 2.0 tires helped that too.

IS IT A WINNER?

You bet it is! Can-Am once again knocked it out of the park. We can’t wait to spend more time behind the wheel of one and the ideas for a build project are flowing already. If you’re in the market for a 60-inch UTV and want to have superb handling and suspension, and who wouldn’t, you need to check out the 2019 Can-Am Maverick Sport.

More information on the 2019 Can-Am Maverick Sport can be found here

The post 2019 Can-Am Maverick Sport Review appeared first on UTV Planet Magazine.

The X3 machines have impressive horsepower numbers, suspension setups and overall performance aspects unlike anything from Can-Am had produced before it. Heck, it just looks fast. When you actually get behind the wheel and get on the gas, it really gets impressive. So, obviously when Can-Am asked us if we’d like to take one home to play with for a while, who were we to refuse? To say we were stoked when the X3 X DS Turbo with the optional stereo sound system showed up on our doorsteps is the understatement of all understatements. We couldn’t wait to get out and ride. Sitting right in the middle of the X3 lineup, the X3 X DS Turbo is a better option for tighter trails. Read on; we’ll explain.

Desert desserts
When the X3s came out, the teasers were all desert shots and clips, and even when the initial press rides happened, it was down in Baja, Mexico. All well and good, but last time we checked, we don’t have any desert-type terrain around us. No worries, friends. There is an X3 for everyone and every condition. While the X3s are amazing in open terrain, the X DS Turbo is quite a bit of fun everywhere you go with one. That is but one of the messages we want you to take from this. The X3 is three times the fun anywhere you go.

What are those three “X” factors that make up the X3’s winning package? There’s a lot of things that contribute, but we’re going to say that the big three are power, handling and comfort. We definitely like all three of those elements in one machine and the Can-Am has them in great amount. Let’s click in the seatbelts, strap on the helmet and take it for a spin, shall we?

Power
There’s a lot of bragging rights to having the most powerful engine in a class. If you don’t believe us, have a look at the advertisements. “Most horsepower in its class.” Even the utility machines like the Ranger and Defender get into the horsepower wars. Even if it’s just one click on the dyno, which can be all a company needs to maybe swing a buyer their way. The Can-Am Maverick X3 X DS Turbo is powered by a 172 hp, Rotax ACE (Advanced Combustion Efficiency) 900 cc Turbocharged Triple-cylinder engine, liquid cooled with integrated intercooler and Donaldson high-performance air filter for maximum airflow. It’s a very sophisticated powerplant and it sounds amazing. The engine flat screams on the upper end of the power curve, but has really impressive low and mid ranges too. It actually caught us off guard how well the engine performed when not being hammered wide open. The sound of the turbo, however, can wear on you after a while.

One question we’ve gotten a lot over the past few years is, how come when it comes to companies wanting to have the biggest and the baddest engines with the most horsepower, why do they use 900s for their turbos. Both companies do it, as Polaris’ RZR Turbo also has a 900-class engine at its core. We’ve asked and the standard answer we get is, “in testing, it proved to be the best platform for getting the type of power we wanted for this machine.” We can buy that. After all, just because something has a ton of horsepower behind it, that doesn’t mean that power will work the way you want. Of course, the other answer could be that each company is holding something back in reserve for just that moment when they need to get one over on the competition. We dare say that day is coming, too, when one of the manufacturers is going to pull the covers off a new machine and simply say, “200 horsepower.” And the 154HP engine is NOT the most powerful option! For that, step up to the 172HP X3 X DS Turbo R option!

Getting back to our X3, it gets all that power to the ground through a quick-response QRS-X CVT transmission. The power delivery is both smooth and brutal at the same time. It’s like really strong coffee in the morning that was run through a French press. How can you not love that? The beast of an engine is fed through an electronic drive-by-wire intelligent throttle control system feeding electronic fuel injection. It moves and rattles the world when it does.

Suspension
Our X3 Turbo is comparable to most RZRs at 64-inches (162.5cm) wide and 131-inches (332.7cm) long. If you’re on a 60-inch trail, this can be an issue, but there’s still a lot of open trails out there for you to blast down. There is a whopping 20-inches (50.8cm) of travel coming from Fox shocks. Up front, there are Fox Podium 2.5 remote reservoir shocks riding on dual A-arms. We found that the front system is very capable when traversing extremely nasty stuff. We hit some big rocks, ruts and more and when gets felt at the wheel is greatly reduced.

Out back are Fox Podium 2.5 remote reservoir shocks riding on Can-Am’s TTX four-link torsional trailing arm setup. All the shocks feature dual-speed compression and rebound adjustments. Sway bars keep everything stable and the system provides a smooth ride even on the roughest terrain. The harder it’s pushed, the better it feels. Seriously, what this system will absorb is simply amazing. And with the sway bars, you can still corner at high speed without the dreaded body roll.

Comfort
Going fast and having great suspension won’t mean much if you’re uncomfortable behind the wheel. Each machine out there has its own feel and they’re all a little similar. The X3, as you might expect, is a bit different. The cockpit is arranged using Can-Am’s own Ergo-Lok design, an idea they borrowed from NASCAR interiors. What this design does is keep the overall seat height low and arrange the dash, steering and other controls to keep the driver and passengers in tune with the ride and feeling more confident in the machine’s ability to traverse various terrain. The seats themselves are all adjustable for height and position, making this a very customizable ride. It takes a little getting used to the first time you get in, because it feels low. If you’ve every had the experience of sitting in an exotic sports car, it is pretty similar. You’re a little lower, and a little more laid back than you expect to be, but again, once you get rolling, it’s all good.

And to add to our comfort, Can-Am added an accessory to our test unit that really rocked – the audio system. This system is designed to fit flawlessly into the machine and it does. The system connects to your device with Bluetooth 5, letting you run your tunes through the 400 (RMS)/800W audio system built by MTX. Being built specifically for this machine, the system is tough enough for even the most demanding riding conditions. It includes both front-dashboard and rear-roll-cage mounted stereo speakers and the head unit has an integrated 6.5-inch (16.5 com) subwoofer. We’re not going to lie, this machine could turn some heads even before they saw it, and we really enjoyed doing just that.

But wait, there’s more
There are a few things that aid all three elements of power, handling and comfort. The biggest is the frame design. You can’t not see that the X3 sits low and sleek. It kind of reminds us of a UTV version of the Batmobile. That look comes from the frame, which is specifically designed to reduce weight while being stronger and more protective than any frame design before it. Overall, the X3 is very solid feeling and that inspires confidence in the driver and passenger.

Another factor is the Tri-Mode dynamic power steering. With this much power and ability, you want to be able to hammer it and have the wheels still going in the direction you planed for. Power steering is the answer and Can-Am’s setup works very well. You have three levels of steering assistance to choose from, which is great because different terrains call for different amounts. At speed, you really want less power steering, as you can feel the terrain more. Crawling slow through rocks makes you want more to keep from feeling bump steer. This is a great setup for this machine and it works very well.

So does this mean…
That Can-Am takes the title from Polaris? Not necessarily, as we still love driving Polaris machines. What it does, though, is serve notice that Polaris has to up its game. We’re all waiting to see how they will answer Can-Am and the mighty X3 lineup. For now, we’re really happy with our X3 X DS Turbo and the MTX stereo system. It is extremely fast, handles amazing and looks like the fastest thing on four wheels.

The post 2018 Can-Am Maverick X3 X DS Turbo Review appeared first on UTV Planet Magazine.

The X3 machines took on Polaris’ RZR lineup in every category except one. Polaris still had a standard, non-turbo RZR that had the same suspension as the turbo-charged model, but a lower MSRP that made it more accessible to those who didn’t want to spend the extra for the horsepower. To combat the RZR in that market, Can-Am recently unleashed the Maverick X3 900 H.O., a non-turbo X3 that had the same suspension and handling as the higher horsepower models, but starting out at a lower cost. This new machine offers up amazing handling and a smooth ride, but at a bargain price for those looking to save a few bucks.

The engine

The 900 H.O. comes with the same motor as the turbo-charged models, just without the added expense of the turbo. It is a ROTAX 900cc liquid-cooled, three-cylinder Advanced Combustion Efficiency (ACE) motor with the same Donaldson high-flow air filter that the other X3 models have. This combines for a pleasant 90 horsepower, which may seem tame compared to the number the turbo X3s get, but when you actually drive the machine, you’ll find that it has more than enough horsepower for most applications, plus you don’t have the additional noise coming from the turbo itself. It’s a fun machine to drive for sure.

Like other companies do, Can-Am, or in this case BRP, uses the ROTAX ACE 900 triple engine in more than just the X3900 H.O. Like we said, it can be found as the base engine in the other X3 machines. You can also find it in some of the Sea-Doo personal watercraft, configured to run in marine form. You’d also have no problems finding it under the hood of several Ski-Doo snowmobile models too.

The engine has a single, large central exhaust that has a throaty tone that sounds like a high-performance engine should. The power delivery is exactly what you’d expect with a solid mid-range punch that builds to a decent top-end. We expected the engine to feel a little flat, as it was originally configured to run a turbo, but there wasn’t a discernable flat spot in the powerband. Let’s be totally honest here, unless you’re running in a lot of wide-open terrain, or climbing a lot of hills, etc. you never really use all the horsepower a turbo-charged engine produces. To us, this makes the 900H.O. a real winner because you have good, usable power that tops out well, and you save a couple of thousand dollars.

Power Delivery

Feeding the ACE triple is full electronic fuel injection that is controlled by Can-Am’s iTC, Intelligent Throttle Control, a drive-by-wire electronic throttle system that uses mapping software to control the EFI as you drive. The iTC system learns from you as a driver as you roll down the trail, and alters its own digital mapping to match your driving style. This is done to give you optimal power delivery and maximum fuel economy, depending on which mode you select for the system. We have used other drive-by-wire systems in other machines, but Can-Am has it pretty much perfected.

The engine’s power is transferred through Can-Am’s QRS-X Quick-Response System X CVT transmission. This high-performance CVT works very well and has lower noise than many other CVT systems. The power from the engine translates quite well to the wheels, too. Low range works well for picking your way through tricky sections, or when you have to power over steep sections. The 900 H.O. has a selectable two and four-wheel drive and it comes with the Visco-Lok X high-performance auto-locking front differential.

Suspension action

Like we said, the sweet thing about the 900 H.O. is that it has the same suspension setup as the more expensive turbo options. Have you ever seen the video Can-Am had floating around of an X3 hammering through massive sand whoops in the dessert? The wheels are beating through the huge bumps, yet the machine itself is remaining steady and not transferring the impacts to the driver. Yeah – same setup in the 900 H.O.!

Up front you’ll find dual A-arms cradling massive Fox Podium 2.5 piggyback remote reservoir shocks with 18-inches of travel. The rear system is a TTX four-link torsional trailing arm setup with a sway bar to keep it steady when cornering. There are also the same Fox Podium 2.5 remote reservoir shocks with 18-inches of travel. The suspension soaks up everything we could throw at it. The suspension system works extremely well.

It’s easy sometimes to get caught up in just the numbers of the shock travel, but the whole system has to work together to make for a fun ride. That’s the beauty here. Can-Am has put a lot of thought into how the dual-phase 980-grade steel frame, shocks and suspension system all works to get you from point A to point B in both a hurry and in comfort. They looked at the designs the top trophy trucks use for suspension and applied that same geometry to the X3 line. What you end up with is a machine that floats well, while keeping the machine steady. There isn’t a hint of deflection or bump steer either. The X3 900 H.O. inspires a lot of confidence when you drive it and it doesn’t beat you up. This lets you drive it longer and at higher speeds than you could with a lesser machine.

Ergonomically correct

Can-Am has been doing a ton of work into making the driver and passenger more connected with its machines lately. The Ergo-Lok interior of the X3 is so good, that they have been adapting the designs and technologies into other machines lately. Remember how much we liked the Maverick Trail? All of that technology came from the X3 series and this machine is no different. Starting with the seats, which are positioned to put your body positioning in a more natural pose. If you hop out of a RZR and into an X3, it’s going to feel very different and alien at first, but as soon as you drive it, you’ll appreciate the design.

The seats are extremely comfortable, a definite step up from the Can-Am seats of old. The driver’s seat adjusts with two-inches of height adjustment and six-inches of slide adjustment. All of the controls are driver-centered, and were inspired by race cars. Even the pedals have been designed for a new feel. To keep you focused on driving and not worrying about being distracted by the controls. And we love the steering wheel. It is more compact and has a flat spot on the bottom to help reduce rubbing on your legs.

Driving it

If you haven’t guessed it by now, we really like the Maverick X3 900 H.O. It’s wide, as 64-inches, but not as wide as the biggest X3 and right in line with other sport performance UTVs. It’s also 131-inches long. This makes the X3 extremely stable regardless of what speed you’re driving it at. We hit some off-camber sand and were able to whip the 900 H.O. without ever feeling that sickening urge that we were going to roll. We then took the X3 into some deep woods and hammered through ruts and fallen logs without pause.

If you go riding with buddies who have higher horsepower machines, they might pull you on the straight-aways, but once you get into rough terrain and tighter corners, things are going to even up pretty quick, unless they’re also in an X3, but that’s another story. The 27-inch Maxxis Bighorn 2.0 tires hook up well as you’d expect. These tires are pretty much the industry standard for OEM tires. We might try a few other options down the road, just to see how other rubber performs.

The low seat height and massive shocks team up to give you a 65-inch tall machine with 13-inches of ground clearance. It lets you drop into ruts without high-centering the machine and the overall design of the Ergo-Lok cockpit keeps you feeling 100-percent in control, no matter how rough the terrain gets.

The Can-Am Maverick X3 900 H.O. offers all of the handling and performance of the other X3 machines, without the higher price tag associated with the higher horsepower, turbo-charged models. If you have high performance aspirations but your budget is telling you that you can’t, take a serious look at the 900 H.O. You won’t be disappointed at all.

The post 2018 Maverick X3 900 H.O Review appeared first on UTV Planet Magazine.

Can-Am is a company that doesn’t rush to a market, so while the competition held firm ground in the 50-inch category, Can-Am worked on a project to come into the segment with a splash. After spending some time behind the wheel of the new Trail, it is safe to say that Can-Am didn’t make a splash, they set off a tidal wave.

It’s good to have choices

Can-Am didn’t come to market with just one version of the Maverick Trail. They actually have two, more if you count the power steering and non-power steering equipped versions. There are two engine platforms to choose from. The Maverick trail 800 has a 51 horsepower 799.9cc Rotax V-twin that does a great job of propelling the machine down the trail. But this is Can-Am, a company known to bring the power, right? Our favorite is the 75 horsepower 976cc Rotax V-twin that makes the Mav a trail screamer.

Each model has Can-Am’s drive-by-wire digital throttle for excellent response and control. This system helps give the Maverick excellent trail manners, especially in tighter, technical terrain. We took our Trail up past the 12,000-foot mark on a mountain with tricky rock sections, tight switchbacks, mud, snow, wind and cold. It was a steady drive all the way up and back down again.

The transmission is Can-Am’s Quick Response System CVT with an extra low range design for extreme terrain. They added their electronic descent control engine braking platform, so between the extra low range and the engine braking, you have optimal control whether you’re going up or coming back down. The whole idea is to provide the driver and passenger with the upmost confidence and once again, Can-Am succeeded. The systems let you push yourself a little knowing that the machine can handle it. This makes it a ton of fun to drive.

Yes, but it looks long

That’s not an optical illusion. Can-Am designed the Maverick trail to be long, and from there, they moved the wheels out to the extreme edge. This gives the Trail a 90.6-inch wheelbase. This wheelbase allows for tight handling while still providing a stabile ride.

If you think there’s some styling borrowed from the big X3 machines, you’re right. There’s also a lot of technology and things Can-AM learned from the X3 platform. If you’ve ever had the opportunity to blast down a rough trail in an X3, you know it soaks up every bit of nastiness the terrain can dish out. But the X3 is not a tight terrain kind of ride. The Trail is designed for those tighter trails, but much like it’s big brother, the Maverick Trail will let you hammer through some pretty rough stuff and track straight and true. The more aggressive you drive, the better it seemed to take it, and that says a lot. This is a machine that starts out really good and just seems to get better as the trail and terrain gets worse. That alone ought to make you want to go out and at least try one out.

One thing to note. With the wheels moved out to the corners as they are to boost wheelbase, it does create a small, and we mean very small, issue to be aware of. If you’re riding in muddy terrain, don’t have gear in the cargo area that isn’t protected. The meaty, 26-inch Carlisle ACT tires work great at grabbing traction, but they’ll also fling a lot of muck into the cargo area of the machine.

Suspended

You’ll also notice with the wheelbase as it is, that the rear shocks mounted on the torsional trailing arm system are right at the back of the machine. These big shocks offer up 10.5 inches of travel and do an excellent job soaking up bumps and jolts along the trail. Up front there are dual A-arms with 10 inches of travel to the shocks.

Beefy sway bars at both ends add to the solid and secure feel of the handling of the machine. One of the concerns we had going in was, with the longer wheelbase, would the machine feel some body roll going hard into a corner. Thanks to the sway bars, the answer is no. Allow us to repeat ourselves a little more here. The suspension, much like the rest of the machine, seemed to handle very well at slow speeds, but again, it really shined as speeds increased and obstacles grew more challenging.

Poppin’ and Ergo Lok’in

One mistake you might make is thinking that the Maverick Trail is simply a shrunken X3 made trail legal. No, Can-Am didn’t wash it and leave it in the dryer too long. The interior is completely new and designed to provide a comfortable ride for both people in the cabin, while in a narrow machine. Some of the ways Can-Am achieved this came with how the positioned the seating with the controls. It’s pretty different when compared to other machines, too. Your seated position is slightly reclined from what you might expect. This gives you a comfortable fit while inside a narrower cab. You still have a very solid feel for the control side of the drive, but as we quickly learned, you want to be very active in looking ahead, as you do lose some of the trail vision directly in front of the machine. In other words, you’re not going to be able to see over the front fenders and down directly in front of the machine. Of course, if you do make a small mistake, the machine will just hammer over the line anyway, so…

The 1000 models have full half doors, which did a great job keeping the slop out. For guys like us with wider shoulders, notice we didn’t old and fat, that means your left arm will hang over the top of the door much of the time. Just remember to tuck those elbows in if the trail you’re on is right at the 50-inch wide mark. We’re not saying we bumped our elbows on a tree, but we’re not, not saying it either.

There’s a decent amount of storage inside the cab, with glove boxes on both the driver’s and passenger sides. And there are cup holders too. The glove boxes aren’t huge, but will hold your phone, and other stuff. The rear cargo area will hold up to 300-pounds of gear, and if you really need more, there is a 2-inch receiver hitch and 1,500-pounds of towing capacity.

You need one

Of course you need one. But which one do you get? The non-power steering models come in the 800 and 1000 and start out around $10,999 for the 800. The Dynamic Power Steering model jumps up another $2000. Now, we’re going to recommend the DPS system, of course. The non-power steering machine is still very good, and a great option for those concerned with price. You do get a lot of great machine for the money, even at the lowest price-point.

Like they always do, Can-Am waited to enter a segment of the market with a machine that right away impresses and put the competition on notice. This is not just a narrow version of a different machine from the Can-Am lineup. This is a purpose-build performer that handles extremely well, and is an extreme amount of fun to drive. It gives you a new option for blasting down those trails that might have been closed to you previously, and now you can take a passenger. Honestly, we don’t think of the 2018 Maverick Trail as a machine we’d just use for 50-inch trails. We’d take it anywhere and have a really good time while we’re at it. Check one out for yourself. You’ll be happy you did.

For information: www.brp.com / www.can-am.brp.com

The post 2018 Can-Am Maverick Trail Review appeared first on UTV Planet Magazine.

A few weeks following the dealer show, the much-anticipated invite appeared in our inbox. We would be crossing 2 borders in our journey to get to know the Can-Am Maverick X3, as Can-Am as their playground of choice boldly selected Baja Mexico!

For those of you who maybe unfamiliar with Baja, this place is renowned for two reasons: for hosting the Baja series Off-road race and for boasting some of the toughest terrain in off-road. To safely navigate these terrains, Can-Am enlisted the help of Bruce Anderson from GoBajariding.com. Bruce was confided with the following missions: show us the way, provide for a fun and exhilarating experience and most important, ensure we all returned in one piece. For this, a big thumbs up to Bruce and the entire team at GoBajariding.com for excelling on every directive and providing us with an experience that will always remain… unforgettable.

Before getting into the Can-Am Maverick X3 review, it is important to note that the vehicle is available in 3 versions: Maverick X3 (base model), Maverick X3 X ds and finally the Maverick X3 X rs. Over our 2-day experience we did have the opportunity to get behind the wheel of each version. However this review will be based on the model which we had the most seat time in, the Maverick X3 X rs.

CAN-AM MAVERICK X3 HIGHLIGHTS

POWERPLANT

The Can-Am Maverick X3 family is powered by the same power plant, which is located in the rear of the chassis: an inline triple-cylinder, turbocharged and intercooled Rotax ACE 900cc engine.

SUSPENSION & SHOCKS

The Maverick X3 X rs features a new rear TTX suspension which provides for 24 inches (61 cm) of suspension travel. Upfront the new double tubular A-arm suspension supplies 22 inches (55.9 cm) of travel. This setup is trophy-truck inspired and provides for 15 inches (38.1 cm) of ground clearance.

Upfront you will also find fully-adjustable FOX 2.5 Podium RC2 PHG Piggyback shocks with bypass and dual-speed compression and rebound. On the business end there are FOX 3.0 Podium RC2 HPG shocks with remote reservoir and bypass, paired with dual-speed compression and rebound adjustments.

TIRES, WHEELS AND BRAKES

The Maverick X3 X rs sits on a set of 14-inch (35.6 cm) aluminum beadlock wheels mounted on 30-inch / 76.2 cm Maxxis Bighorn 2.0 tires. For superior stopping power, the unit is brought to a stop by twin piston calipers and 262 mm discs up front, and twin piston calipers and 248 mm discs at the rear.

COCKPIT AND ERGONOMICS

Over the years Can-Am has earned the reputation of producing vehicles with the best fit and finish in the industry. This becomes most evident when you take a first look at the Maverick X3.

The unit’s exterior is bold and stylish and the overall design is dominate in nature. Can-Am’s unique coloration of gold and red screams for attention and seems almost inspired by Marvel’s Ironman. For those of you with a darker side, the Maverick X3 X rs is also offered in the new triple black coloration.

Once seated in the unit, you will immediately notice the low seating position. This bold seating position connects you to the unit and allows you to quickly react to its every move. The four-way adjustable seats provide excellent comfort and optimal positioning. You will also notice that the unit is designed with a wide field of view which easily allows the occupants to have a clear line of sight.

All the controls are easily accessible and of course all the necessary gauges are readily at your disposable: the multifunction analog / digital gauge includes a speedometer, tachometer, odometer, trip and hour meters, fuel, gear position, sport mode, ECOTM mode, seat belt and 4×4 indicators, diagnostics, clock and auto shut-off.

You will also find 2.5 gallon / 9.4 L of cockpit storage via a fixed glove box and center console. While on the subject of storage this is an opportune time to mention the external storage. Externally the unit features a rear rack with a 200-pound (91 kg) capacity, enough room for an overnight bag and some essential gear. The rear rack works with the LinQ system, which allows you to easily install add-on storage options.

Creature comforts are also on the menu and include: tilt steering, passenger grab bars, angled footrests, center console and dual cup holders. The center console also includes a lighter type DC outlet for added convenience.

The only negative aspect I personally found with the overall design was with the door latch mechanism. Can-Am decided to use a fabric strap versus a button or latch type mechanism. To operate the doors, you reach for and pull on the fabric strap that is located on the interior of the door. Nothing wrong with the strap mind you, it clearly does the job. However I found it cumbersome at times as I was always looking for the button/latch since I am so used to that type of door mechanism.

RIDE IMPRESSIONS

During our 2-day adventure we covered well over 200 Milles (322 km) of Baja trails. Our first day was spent alternating between the Maverick X3 (base model) and the Maverick X3 X ds. We covered some exceptional trails and scenic landscapes on our first day, starting in Santo Tomas and arriving at Mike’s Sky Ranch just before sunset with 100 miles (160 km) +/- under our belts.

The next morning our turn had finally come to get behind the wheel of the Maverick X3 X rs. Also much to our surprise and due to the circumstances of that day, we would spend the next 100 miles (160 km) +/- behind its wheel. We felt fortunate as this would probably be the last time we had a chance to drive this beast, as its 72-inch (183 cm) width makes it illegal on our provincial trails.

The first clean stretch that presented itself, we “punched it”. Power deliver was smooth and intensified as the turbo spooled. The more we squeezed the pedal, the more it delivered and it was an exhilarating feeling to say the least. We had read and familiarized ourselves with the specifications, especially the ones that sent all of social media into a buzz for days after the announcement: 154hp, 0-60 MPH in 4.9 seconds. However, reading and experiencing is a whole other ball game. There was no denying this unit was fast and responsive and managed to fuse the two brilliantly.

Our journey continued and eventually led us to the famous “goat trail”. Goat trail is a steep and narrow climb and this is where we were able to experience some of the low-range abilities of the Maverick X3 X rs. This rocky section was slow and technical to traverse, nonetheless the unit’s ground clearance and suspension travel allowed to soak up the deep ruts and to conquer this terrain.

The next section of trail would ultimately lead us to El Alamo, but to get there we needed to navigate through some of the toughest trail conditions yet. This section of trail was super fast with major g-outs and some serious whoops. The more we travelled through this terrain, the more we realized that the Maverick X3 X rs was built for this, as it ate up everything in its path. The unit handled exceptionally well in this fast paced section and it was astonishing to see how well this trophy-truck inspired suspension simply soaked up the big hits.

The final section of our ride was though the Baja Pine Forest at Laguna Hanson. After battling the trails hard all day, it was nice to layoff the pedal and simply soak in the scenery this section of our journey provided.

Overall and simply put, the Can-Am Maverick X3 X rs is the evolution of the sport UTV. Power, suspension and comfort all fused together to great the ultimate desert machine. Although this term is often and loosely used, it this case, the Can-Am Maverick X3 X rs truly is a game changer.

In closing I would just like to add that this has been a trip I will soon not forget. Although I haven’t elaborated that much on the overall Baja trip experience, I would highly recommend it to any off-roader. If you wish to experience Baja for yourself, do not hesitate to use the services of Bruce Anderson from GoBajariding.com. Bruce and his team will allow you to experience the authentic Baja experience and as an added bonus will return you in one piece so you can share the experience!

The post 2017 Can-Am Maverick X3 Review appeared first on UTV Planet Magazine.

The largest segment in terms of sales/production of the UTV (side-by-side) industry is the utilitarian market. Just look around at any of the major OEMs, before they even consider introducing any new vehicle in the sport and/or trail segment, they make sure they have a strong foothold in the utilitarian market.

This holds true for Can-Am as well, before they launched the Maverick line-up they introduced their recreational-utility line-up via the Can-Am Commander. When the Commander was first introduced, it did address the needs of the consumer looking for a recreational-utility unit at the time. However the utilitarian market has evolved, consumers such as ranchers and farmers needed and demanded more “workhorse” type vehicles.

With the utilitarian market intensifying, Can-Am needed to respond, as the Commander was no longer well matched for this evolving consumer base. Can-Am didn’t just set out to answer the beck and calls for this customer base. With the introduction of the all-new Can-Am Defender, they intended to prove their dominance in the utilitarian segment.

For model year 2016, Can-Am introduces the all-new Can-Am Defender, a vehicle that was designed and engineered to establish new standards in tough performance.

POWERPLANT

A reliable heavy-duty Rotax V-Twin engine powers the Defender HD10. The rear-mounted liquid cooled and fuel injected 976cc engine is coupled to a PRO-TORQ transmission with the exclusive (QRS) Quick Response System. The QRS enhances low-speed riding, offer smooth engagement and promotes better belt life. This work-focused Rotax HD10 V-Twin delivers 72-hp. and according to Can-Am offers 20% more torque (61 lb-ft) than the top selling competitor in the utilitarian segment. It should also be noted that a 799cc V-Twin (50 hp. /50 lb-ft torque) is available in the HD8.

SUSPENSION

The Defender (HD8 & HD10) features an exclusive rear heavy-duty Torsional Trailing A-arms (TTA-HD) suspension. The TTA-HD is borrowed from unique and proven Can-Am TTA rear suspension, but redesigned to handle heavier loads. Can-Am provided us with a designated area for us to put this to the test. We loaded the cargo box with 1000-lbs/454 kg to see how the unit would perform. The results were very impressive to say the least as the Defender with its 11-in./28 cm of ground clearance handled the weight/load with ease. This is also the opportune time to mention that the Defender can tow up to 2,000 pounds via its 2-inch receiver.

TIRES, WHEELS AND BRAKES

The Can-Am Defender sits on a set of 27-in. Maxxis Bighorn 2.0 tires mounted on 14-in. cast aluminum wheels. This workhorse is brought to a stop by 220 mm vented disc brakes with hydraulic twin-piston calipers up front while the rear features the same 220mm discs but only single-piston calipers in the back.

COCKPIT AND ERGONOMICS

The Can-Am Defender has a rugged outer appearance and is available in four different packages (Standard, DPS, XT and XT Cab). The unit we had the most seat time in was the HD10 with XT package and that is the one we will concentrate on for the rest of this review.

The XT package includes a 4,500 lbs. winch, 14-in. cast-aluminum wheels and full hard roof. The color options available for this package are: Intense Red, Pure Magnesium and dipped Mossy Oak Break-Up Country Camo.

Ingress and egress is made easy, one could say almost effortless due to the A-pillar being moved forward and the Versa-Pro bench seat profiled corners. Moving forward the A-pillar also has another distinct advantage, increased visibility for all the occupants.

When entering the unit, you will find that the Versa-Pro bench seat is very comfortable and can easily accommodate three adults. The bench seat has a 40/20/40 configuration, which was inspired by modern day pick-up trucks. In the XT package, the bench seat includes a reinforced seat cover (thicker vinyl) and a special material finish, which is not only more resistant but also offers a premium look. In addition the driver’s seat is also adjustable 3-in (8 cm) forward/reverse, which not only provides for added comfort but also facilitates ingress/egress.

Underneath the passenger seat, which can be easily folded up, you will find 5.6 gal (21 L) of storage. This storage box is waterproof and is also easy removal for your convenience. The fold up passenger seat also improves onboard storage and is also great for transporting your dog. No more mud paw prints or scratches on you seats as your dog is comfortably seated on the cab floor instead of up on a seat.

Once seated in the vehicle you will immediately notice the superior fit and finish that Can-Am is renowned for. All the gauges are clearly legible and all controls are within reach. Creature comforts were also not overlooked, with great features as: tilt steering and a foldable console that provides for an armrest and contains dual cup-holders.

However my favorite feature of the open dash design is the innovative and industry exclusive detachable toolbox. Can-Am replaced the traditional glove box with a water-resistant and quick-attach 1.7 gal (6.3 L) toolbox, now how smart is that! What I love about this feature is that you can purchase additional toolboxes and customize them to your needs. Example, you could have one setup with your tools and yet another with your favorite fishing tackle. Then easily swap them out depending on the activity you are doing.

I briefly mentioned the cargo box earlier, however there is so much more to it than the weight it can carry, so it warrants a closer look. As previously cited the cargo box has a 1,000 pounds / 454 kg (600 pounds / 272.2 kg in California model) load capacity and dump assist levers. However what is interesting here is that the cargo box is customizable. You can create a dual-level setup or completely different compartments. This is accomplished by utilizing the integrated recesses, which allows for both 1×3 (inch) and plywood separators. The cargo box is adaptable to accept 14 LinQ quick-attach accessories for further customization. Aside from it being customizable, Can-Am even taught of adding recesses for 5-gallon pails, now how clever is that. The tailgate has also been reinforced and can support up to a max weight: 250 pounds / 113.4 kg, it can also be removed in seconds without the use of any tools.

THE RIDE

Can-Am in my opinion selected the ideal location to present and allow us to demo the unit. The media intro was held in Nebo, Illinois at a hunting and vacation resort known as Harpole’s Heartland Lodge.

Harpole’s Heartland Lodge offers a wide range of activities and amenities, one of them being trail riding. Nestled between the Mississippi and Illinois Rivers, the terrain surrounding Heartland Lodge provides some of the best riding trails in Illinois and Missouri. The trails range from easy going to moderate, nothing too extreme, perfect real world scenario to test out what the Defender has to offer.

The Can-Am Defender has three driving modes; NORMAL, WORK and ECO selectable via a rocker switch situated on the front panel. NORMAL mode as no speed or torque limitation, WORK mode is calibrated for working with high loads and finally ECO mode limits both high-range speed and torque.

Since we had already tested the work capabilities of the Defender, we selected the NORMAL driving mode and set out on the trails. The trail conditions we faced during our test runs where mostly hard packed surfaces, steep inclines/descents and some rock patches. The trail widths also varied from picturesque open fields to tight narrow wooden passages.

We had plenty of seat time in the Defender and found the unit a pure pleasure to drive. The Defender navigated well over every trail condition we faced and we always remained comfortable and confident in the Cab. The power steering felt good in all conditions and the engine breaking was exceptional, you almost never needed the brakes on steep descents. The Defender also has a remarkable tight turning radius for improved maneuvering in tight, technical terrain.

SO DID WE LIKE IT?

We absolutely enjoyed our experience with the Can-Am Defender. There is no doubt that the Defender is a purpose built workhorse, however it’s versatile enough that it could be used in various applications, including trail riding.

When you spend time with the unit, it shows that Can-Am took the time to listen to the consumers in the utilitarian market, as the Defender is packed with features and innovations to cater to their specific needs.

If you are in the market for a multipurpose workhorse, we encourage you to live the Defender experience for yourself by visiting your local Can-Am dealer and taking one out for a test drive.

For vehicle options and pricing for the Can-Am Defender. Please visit the Can-Am Offroad Website

The post Can-Am Defender HD10 XT 2016 – First Ride appeared first on UTV Planet Magazine.