2024 Can-Am Maverick Trail DPS Buyer’s Guide

An affordable way to try one of the industry’s best and most well-rounded nameplates. The least expensive Maverick. Narrow enough to fit down size-restricted trails but can still tow 1,500 pounds and carry 300 pounds. Available Maverick Trail DPS 1000 brings 976c and a stout 75 hp.

Last year’s decontented $13,000 base model is gone—prices now start at more than $16,000. (We weren’t a huge fan of that rig, but it was at least cheap.) With only 10 inches of ground clearance and 26-inch tires, you’ll want to steer clear of more challenging terrain.

Call this a tool for gentle exploration. The “Trail” in the Can-Am’s name is more than just marketing—we like to think of it as a strong suggestion. The littlest Maverick has nothing to prove and no interest in trying; that said, if you don’t mind a bare-bones spec sheet, there’s a lot here to like. And the bang-for-buck is undeniable.

Now that last year’s Maverick Trail 700 base model has been discontinued, the line is just a pair: the Maverick Trail DPS 700, and the Maverick Trail DPS 1000. The acronym stands for Dynamic Power Steering, Can-Am’s variable-assist electronic power steering system. The unassisted steering in the base 700 was frustratingly heavy, so this is a good thing.

The DPS 700 is powered by a 650cc Rotax single producing 52 hp and 42 lb-ft of torque. It’s not a lot, but with a rig this size, it’s enough. Transmission duties are handled by a PDrive belt arrangement. The 976cc 1000 DPS model is more potent—75 hp—and steps up to Can-Am’s Quick Response System (QRS) CVT. It also comes with half doors, where the 700 wears only door nets.

Since the base Trail 700 has been put out to pasture, all Maverick Trail models now come with cast aluminum wheels and a Visco-Lok Quick Engagement front differential. (The base 700 used steels and a simpler auto-locking Visco-Lok.) There are also fewer appearance options this year. Where 2023 brought four colors, 2024 brings only two: black for the 700, black with red accents for the 1000. The extra-cost Camo package for the 1000 has been discontinued.

2024 Can-Am Maverick Trail DPS 700 MSRP: $16,199

2024 Can-Am Maverick Trail DPS 1000 MSRP: $17,699

Prices rise $600 for the Trail DPS 700 and Trail DPS 1000. Can-Am adds a $400 commodity charge on top of the MSRP.

Neither model is a bad choice. If you can accept the open-air experience and you don’t need the power, the Trail DPS 700 is fine. If you can swing it, however, get the Trail DPS 1000. The 1000′s 23 extra ponies will be more fun on the trail, and the added grunt makes towing and hauling a bit easier. (Can-Am doesn’t quote a torque figure for the larger engine, but it’s almost certainly higher. As the old line goes, there’s no replacement for displacement.)

Both available engines are made by Rotax. The badging is a bit misleading though: The Trail DPS 700 wears a liquid-cooled 650cc single, while the 1000 offers a liquid-cooled 976-cc V-twin. The 700 pumps out 52 hp and 42 lb.-ft. of torque, and the 1000 is rated at 75 hp.

The 700′s gearbox is Can-Am’s older PDrive automatic CVT. That transmission offers engine-braking and electronic drive belt protection. Drive options are low, high, neutral, reverse, and park. The Rotax 1000 is bolted to Can-Am’s more modern QRS automatic CVT. The QRS features added ventilation to help keep drive-belt temperatures low, plus an electronic belt-protection system. The shifter on the QRS offers extra-low, high, neutral, reverse, and park.

The Mav Trail’s suspension is competent but entirely lacking in frills. Up front, you get double A-arms, a sway bar, unbranded twin-tube gas shocks, and 10 inches of travel. Out back, Can-Am’s trademark Torsional Trailing Arm (TTA) setup works with a sway bar and more twin-tube gas shocks; suspension travel is a half-inch greater than in the front. If you stick to moderate speeds, ride quality remains predictable and compliant. Push the Trail harder, its narrow track and modest suspension components show through—composure falls away quickly.

Twin-piston hydraulic calipers and 220mm discs at all four wheels.

The driver’s seat slides fore and aft and the steering wheel tilts. Nothing else in the cabin is adjustable . The two padded and bolstered bucket seats aren’t anything special, but they do deliver all-day comfort.

Trail 700 DPS models have mesh safety nets in the door openings. Trail 1000 DPS models are fitted with rigid half doors.

The Mav Trail’s cargo bed is rated for 300 pounds. A 2-inch hitch receiver is stock and rated to tow 1,500 pounds. Cockpit storage is adequate: a 4.1-gallon glove box, a 0.4-gallon storage compartment on the driver’s side of the rig, and an 0.8-gallon cubby in the center console.

The 4.5-inch display offers a tachometer; a speedometer; an odometer; trip- and hourmeters; fuel level; gear position; engine mode; indicators for seatbelts, 4x4 mode, differential locking state; diagnostics; a clock; battery voltage; and an engine-temperature monitor.

Halogen reflector headlights and LED taillights are standard, powered by a 650-watt magneto. Both Mav Trail models offer a 12-volt, 10-amp DC outlet.

Can-Am recommends that standard service consumables—brake pads, clutch, air filter, etc.—be replaced after 200 hours of normal use or 100 hours of severe use.

Every Maverick Trail comes with a six-month limited warranty. Extended warranty options are available at time of purchase.

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