Maverick or RZR? It’s an impossible decision, like choosing one child over another. At this point, the RZR XP still has the spotlight and the momentum. However, the aftermarket industry has completely embraced the Can-Am Maverick already. There are very few upgrade options that aren’t available at this point. The problem is, Can-Am did a great job. Getting more performance out of the 1000 isn’t that easy. It’s already fast, it runs clean, and it works well without any real mistakes to fix.
Trinity Racing is good with tough projects. This is a company that cut its teeth on the Yamaha Banshee with motor kits that made it the king of the dunes for years. In recent times, Trinity has concentrated on big-bore kits, turbo kits and greatly expanded its pipe-building facility. Building a rad Mav was actually a very easy project, by Trinity’s standards.
One of the things that makes the stock Maverick good is that it’s such a well-tuned package. The 976cc Rotax V-twin is a 101-horsepower monster, and it has a free-breathing exhaust teamed up with a Siemens EFI system that is flawlessly mapped. In the old days of carbureted motors, you used to be able to install any exhaust and experience a performance gain without any other modifications. Those days are gone now. The EPA and the California Air Resources Board insist that even off-road vehicles meet tough emission standards, and that translates to fuel mapping that is very lean. If you modify the pipe and/or intake system for more flow, you effectively make the motor leaner still. Often, the result is popping, backfiring, hard-starting and more noise without much gain.
Trinity makes its exhaust systems in a very different way from most after-market companies. This isn’t a stamped-out product, but is virtually hand-made with CNC-machined end caps and hangers. It’s a full two-into-two system, and it probably has an investment of two or three times the man-hours of any other pipe on the market. Trinity also has one of the most sophisticated dyno rooms in the business, so the pipe is a result of hours and hours of testing.
Still, it’s all about balancing the exhaust with the fuel mixture, so to get the most out of an exhaust modification, you have to alter the mixture with a fuel controller. Technically this makes any EPA-approved vehicle into a closed-course, competition vehicle. The Trinity EFI controller is a piggyback unit that is wired into the machine’s stock CPU. It doesn’t replace any of the stock hardware; instead, it just modifies the signal between the Can-Am’s brain and the throttle body. You can use buttons to independently change the mixture in a number of zones, from small throttle-opening/low rpm to wide-open/high rpm. If you have a lot of time for testing, you can probably find a good combination on your own, but Trinity has a default setting that goes right to the best setting that they found on the dyno.
AROUND THE MOTOR
There isn’t much that the Can-Am Maverick needs as far as the chassis goes. The Trinity Maverick that we tested had stock suspension, which is Fox’s Podium X 2.0 shocks on all four corners. That was good enough. If you think you’re interested in visiting a racetrack, you need five-point harnesses and probably an upgrade in doors and seats. In this case, Trinity went with Can-Am’s own aftermarket doors, which are made by Pro Armor and sell for $699.
PRP is one of the first into the Can-Am market for seats. Most people don’t understand the true importance of good seats until they drive with them. You can have the best suspension in the world, but if your upper body isn’t securely held in place, you simply can’t control the vehicle properly. PRP’s GP buckets sell for about $395 each and are worth every penny. Along with the seats, the Maverick got seat heaters ($150 each) and five-point harnesses ($135 each). A $149 seat-mounting bracket is needed to deal with both seats. A Pro Armor harness bar is $119.
Driving a stock Maverick is an absolute blast. Driving the Trinity Maverick opens up a whole new level of fun. The modified machine makes a good 12 percent more power, cracking the 120-horsepower level. It’s like the same type of power as stock, though. It doesn’t happen later or take anything away on the bottom. That’s critical with CV transmissions; it doesn’t do you any good to have a big horsepower boost way up on top if the transmission doesn’t allow the motor to rev. On top of that, many people install larger wheels at the same time they upgrade the motor. The result is taller overall gearing and less acceleration, not more. That clearly isn’t the case here. Trinity’s Maverick romps. When you punch the throttle, it hooks up and pulls hard. The PRP seats hold you in place and let you enjoy the boost in performance.
So what’s next? Trinity is talking about a turbo kit for the same motor. We know that a similar kit for the RZR XP 900 is capable of a 47-percent increase in power. That would make the Maverick—let’s see, carry the 9— insane. We can hardly wait.
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WARNING: Much of the action depicted in this magazine is potentially dangerous. Virtually all of the riders seen in our photos are experienced experts or professionals. Do not attempt to duplicate any stunts that are beyond your own capabilities. Always wear the appropriate safety gear. Copyright 2008 Hi-Torque Publications, Inc. All rights reserved. Console Login