Now that the Can Am Maverick R has been around for a full 2 seasons, we have had more than enough time to drive, fix and modify them and have some feedback that can be helpful to potential future owners. Check out what we think are the hits and misses of the 2024 Can Am Maverick R!
The Maverick R hit the scene and the off-road world went crazy. With huge knuckles and upper control arms that wrapped around the top of the tire, 240hp, an updated body from the X3 and a dual clutch transmission with 7 gears, the hottest UTV to enter the market came in swinging. The goal was clear, to dominate the desert at race level speed. This was not a rock crawler, mud bogger or family cruiser. The Maverick R was meant for off-road racers and weekend warriors wanting to push the car to the absolute limits of what the driver was capable of.
Design on the new Maverick R is reminiscent of the X3, but elevated. More ground clearance, bigger suspension arms, large radius rods, huge sway bars and massive shocks. From a distance the Maverick R looks more like a King of the Hammers rig than a UTV. The interior cockpit feels more refined, with a massive 10.25" infotainment screen and buttons to control every imaginable configuration. Fit and finish is a big step up from models before, with sleek body lines that line up perfectly. Exterior door handles are a nice update, although exiting the vehicle still requires a pull latch like the X3. Seats are pulled from the X3 line up as well, which was a disappointment to learn considering all the slider issues we have encountered in the past. Headlights are much brighter than before, offering ample lumens to get you back through the waning light. The width is intimidating at 77" wide, which unfortunately limits many toy haulers especially with paddle tires.
Power is plentiful with 240hp on tap and the 7 speed dual clutch transmission makes gaining speed easy. Unfortunately the tires that Can Am decided to get that power to the ground could not hold up to our first 15 miles of riding, and after 2 flats (while all the other UTVs in our group suffered no tire issues), we decided the stock 32" ITP Tenacity tires had to go and we mounted 33" Maxxis Razr XT onto KMC forged Impact beadlock wheels. 500 miles later we have had no further tire issues.
The dual clutch transmission does take some getting used to as it searches for the correct gear to be in. "Normal" mode on the trans seems to be a little lazy in the lower rpm range, but revving up past 5000rpm will quickly result in some serious ground being covered. In full automatic, you never seem to be in peak rpm when cruising, extending range but causing some serious potential for frustration as the transmission fumbles for what gear to keep you in. But luckily there are 3 modes for the transmission, quickly toggled through either the steering wheel controls or push buttons on the dash. Switching over to "Sport +" mode raises the heat tremendously. Gears are held longer and shift more abruptly, engine response is quick and aggressive. Even at idle there is rolling anti-lag providing 15psi of boost ready to shoot you out like a cannon. But "Sport +" does come with a caveat, you can kiss your range good bye, we have heard of some riders seeing less than 60 miles a tank when running in only "Sport +" mode, so use wisely. We tend to leave ours on the middle ground "Sport" mode. All modes can be used in automatic or manual mode. Manual is definitely a fun time clicking through the gears, and the transmission will automatically downshift for you when your engine starts spinning a little slower to allow for a smooth gear change.
Our current Maverick R came with the Smart-Shox from FOX, and while having 3 modes to decide from makes it easy to adjust compression settings and how the shock reacts to input, the lack of adjustability and overcomplication of the electrical system can cause some issues. From the factory the Maverick R does seem to have some rebound dampening issues in the rear of the car, and the Smart-Shox models do not have any external adjusters to add more dampening. This becomes an issue when you start carrying weight, and the springs have more force to fight and inevitably have to push harder from the extra weight in the bed, resulting in a rear end bounce that can be unnerving in certain scenarios. A spring kit will help hold the car at proper ride height, and adjusting crossover rings will help with the middle of the stroke engagement, but there is no getting around the rebound issue unless you have the shocks revalved. We also ran into electrical issues where the suspension would throw an open circuit code, which results in the suspension defaulting to "Sport +" (or stiffest suspension valving). This results in a very jarring ride in an area littered with jutter bumps like the dunes. Clearing this code requires BRP's own BUDS2 software, which most dealerships have, but requiring a visit to a dealership for an electrical gremlin seems a bit annoying to us. Luckily we have a licensed version and were able to clear the codes ourselves, as well as update all of the ECU requirements that rolled out during the launch of the Maverick R.
Although the Maverick R was presented as a pure desert performance vehicle, we do frequent Sand Hollow, UT and had to see how the vehicle faired in the rocks. To our surprise, it did great! When in low range and manual mode, you are able to keep the UTV in first gear and crawl up anything you have the guts to conquer. It's clear that this Can Am has long legs and wants to stretch them on the open trails, but it is no slouch in the slower technical rock gardens either.
The suspension raised a lot of eyebrows with its unconventional (although already proven in the automotive industry) design by using a tall knuckle that allowed the upper control arm to be centered over the tire. Many thought that it looked weak, or that it limited tire size, or just hated how goofy it looked. Well, the idea behind this choice was simple. By positioning the ball joint above the tire, the tall knuckle design reduces spindle length, scrub radius, and kingpin angle. This combination results in smooth, predictable steering with less kickback on rough terrain.
There is no way else to say this, the overall driving experience is unparalleled. The closest UTV on the market is a cross between a turbo charged YXZ with Pro R suspension, but refinement that neither company has expressed. You step into the cockpit of the Maverick R, illuminated buttons laid out in front of you, feeling closer to a high end sports car than an offroad toy. You are surrounded by glossy black finished panels, soft buttons that can change your suspension, engine, transmission and steering assists. Full doors that have finished edges on both sides, contoured perfectly to allow you to nestle in and get settled before firing up the large 999cc turbo charged triple. The intake is lodged between both seats, and with every stab of the throttle you can hear the engine gulping in air. The screen lights up with vibrant colors, giving you digital gauges of all necessary engine monitoring you need. The display is also customizable, so you can show rpm, speed, boost pressure, fuel, music, GPS and more. There is still a traditional display perched above the steering wheel reflecting similar items, so you can alter to the large center screen to reflect what you want to watch. The steering wheel is thick, with an additional set of driver control buttons and toggles to let you cycle through any information on the fly without having to fumble through (the sometimes confusing) infotainment system. Paddle shifters are also just within reach so you can click through the gears effortlessly. A small rear view mirror is a subtle reminder that even though you are now in a high end UTV, the engineering department did not think everything through. Your field of vision is 90% intake scoop, but luckily Can Am does have a decent back up camera.
The Maverick R is certainly in a class of its own, and it has its own quirks like any other mass produced vehicle. Luckily Can Am has an extensive line of its own accessories, and companies like ours are coming out with new products constantly to help build your vision. Now the only decision left is, "Is it worth the money?" You''ll have to decide that on your own.
Hits:
great power
7 speed transmission (no more watching belt temps!)
good ground clearance
strong suspension components
high end interior
Misses:
stock tires have weak sidewalls
transmission takes getting used to
seat sliders still are subpar
interior door latches are straps
little to no rearward visibility
very wide (trailers and wooded trails might be an issue)
infotainment system can be confusing to navigate
