Most side-by-side enthusiasts, regardless of what brand they’re loyal to, can appreciate all the extras included in the stock Can-Am Maverick XMR. The heavier a-arms, better shocks, digital gauges, and snorkels are good as it is, but add a 4500lb winch as well as a smart lock front differential to a machine that is geared a little lower, and you’ve got a super capable UTV that will handle whatever style of riding you do. However, with the XRC being quite a similar machine, many riders are debating which ride to get, the Can-Am Maverick XMR or the Can-Am Maverick XRC?
Can-Am Maverick XMR Vs. The Can-Am Maverick XRC
The Maverick XMR and XRC are basically the same machines. While the Maverick RC is set up for rocks, the Maverick MR is set up for mud. Serious mud riders love the snorkel setup on the XMR, but for those not looking to get that deep, it’s more of a preventative accessory.
The color scheme of each machine is also a factor to consider. The XRC comes in a blue color, and the XMR has a yellow color scheme. At the end of the day, however, changing the color of your side-by-side is rather simple when compared to other aftermarket modifications.
With regards to trail, mud, or rock riding, it never hurts to be slightly over built, as you never know what you might ride tomorrow. There’s nothing worse than running a machine at 95% of its capability, and being scared or restricted by mud and water is frustrating to say the least. Even if your intent is to ride more trails than mud, the stronger suspension and snorkels on the XMR are lifesavers when you need them.
Swapping out the tires on your UTV can make a big difference as well. Maxxis Libertys, for example, on the XRC are quite capable, despite being all-around tires for general use. But throw a set of Cryptids on either the XMR or XRC and you’ll be ready for the sloppy stuff. That being said, if you’re going to be riding a lot of rocks, the factory rock sliders and rear bumper that comes stock on the XRC make it more suitable for boulderous and jagged terrain — pebbles and cobbles be damned.
Another thing you may find different after changing the tires out is the that the turning radius may not be the same as a regular sport. The same is true for Can-Am quads. For example, the XMR outlanders and Renegades have a different pitman arm than the regular quads because of the size of the factory mud tires they come with. There are parts diagrams out there that you can consult to find every small difference, as there are too many to be named here.
The Maverick XMR Vs. The Maverick Sport XDS
A lot of people back in the day used to buy XDS models of the Can-Am Maverick for the turbo, then put on XMR mods as needed. This was great while it lasted as the added power of the turbo really helped turn large tires in the lower RPM rangers. Nowadays, BPR no longer makes the Maverick Sport XDS with a turbo — or any sport or trail model in fact. In place of the OG Maverick, the Maverick X3s emerged, and this edition of the Maverick is the only one that comes with a turbo.
Getting More Oomph Out Of The Can-Am Maverick XMR
The XMR has power no doubt, but throw on an 8-inch S3 lift, 37” tires and 22” wheels and it may struggle to get things turning in thick mud or clay. Throw a set of portals into the mix and you’ll have very little pull in deep mud without an aftermarket clutch — both primary and secondary.
Unless you don’t want to go over about 25mph, we’d suggest not running portals on that XMR. We know people that got so fed up with how slow their machine was with portals that they swapped them out with a suspension lift. That being said, an XMR with STM or Dalton clutches, a built-up transmission, and added gear reduction will be the ultimate mud machine. In low yes is will be slow. But in high you can 45 all day. However, at around nine grand for everything, it’s a pretty penny for most casual riders and even mudders.