What a Used Can-Am Maverick X3 Should Cost in 2026 (By Year and Trim)

The Can-Am Maverick X3 is one of the most sought-after sport UTVs on the used market — and one of the most confusing to price. There are eight model years in circulation, multiple trim levels within each year, and a wide range of conditions that reflect how these machines were actually used. A "used Maverick X3" can be anything from a pampered trail machine with 200 hours and a binder of service records to a beaten dune warrior with 1,200 hours, an ECU tune, and sand ground into every bearing.

The price should reflect that difference. Sometimes it does. Sometimes it doesn't — and that's when buyers overpay or walk away from legitimate deals.

This guide breaks down what a used Maverick X3 should cost in 2026 by model year and trim, and explains the factors that move the price up or down. All price ranges here are in brackets because they need to be confirmed against D&P Performance's actual recent trade-in and sale data — ask us for current numbers on any specific model.

If you're new to evaluating a used side-by-side, start with our complete used UTV buying guide, which covers the inspection checklist our technicians use on every trade-in.

Understanding the X3 Lineup

Before looking at prices, it helps to understand the trim hierarchy. The Maverick X3 has evolved significantly since its 2017 launch, but the general structure is:

• Base / DS: The entry point. Naturally aspirated (early models) or lower-output turbo. 64-inch width on earlier models.
• Turbo / Turbo R: Mid-range turbo performance. More power than base, upgraded suspension.
• Turbo RR: The high-output turbo engine — 200 HP in later models. Premium shocks, wider stance, the version most sport riders want.
• X RS (with Turbo RR): Top trim. Smart-Shox semi-active suspension, highest factory suspension travel, widest stance, and the most capable version off the lot.
• X MR: Mud-specific variant with snorkel, specialized tires, and higher ground clearance. Different market and pricing.
• X DS (Turbo RR): Desert-focused variant. Long-travel suspension optimized for high-speed open terrain. Niche but sought-after in the Southwest.

Trim level is the single biggest factor in pricing within any model year. A base DS and a Turbo RR X RS from the same year can be $10,000 apart on the used market.

Year-by-Year Price Ranges

All prices are approximate ranges for machines in good condition with reasonable hours and no major issues. Prices in [brackets] need confirmation from D&P Performance's current market data. Actual prices vary based on condition, modifications, and local market demand.

2017–2018 Maverick X3

The first-generation X3. These machines introduced the 154 HP turbo Rotax engine and the 72-inch-wide X RS trim. They were revolutionary at launch and remain capable machines, but they're now seven to eight years old and showing their age.

• Base / DS models: [$ — confirm range with D&P]
• Turbo R / X RS: [$ — confirm range with D&P]
• What to watch for: Turbo wastegate actuator issues on early 2017 models, shock seal degradation from age, and electrical connectors corroded from years of dust and moisture. Frame fatigue is a concern if the machine has been jumped aggressively. At this age, expect to budget for shock rebuilds and bearing replacement regardless of stated condition.

2019–2020 Maverick X3

The 2019 model year brought the 195 HP Turbo RR engine and the updated chassis. The 2020 model refined the platform further. This is where the used X3 market really opens up — these machines have the high-output engine that makes the X3 famous, but they're old enough to offer meaningful savings over new.

• Turbo (non-RR): [$ — confirm range with D&P]
• Turbo RR: [$ — confirm range with D&P]
• X RS (Turbo RR): [$ — confirm range with D&P]
• What to watch for: These are the sweet spot for value — powerful enough, proven enough, and depreciated enough to make sense financially. Check the clutch calibration (QRS system), verify the turbo doesn't have excessive shaft play, and look closely at suspension components. Machines with 1,500+ hours at this age have been ridden hard.

2021–2022 Maverick X3

Continued refinement of the Turbo RR platform. The 2022 model year introduced updates to the Smart-Shox system on X RS trims. These are the newest models that offer significant used savings — typically 25–35% off the original MSRP for a well-maintained example.

• Turbo RR: [$ — confirm range with D&P]
• X RS (Turbo RR): [$ — confirm range with D&P]
• X DS (Turbo RR): [$ — confirm range with D&P]
• What to watch for: These machines are new enough that many are still within or just outside factory warranty. Ask about warranty transfer. At this age, low hours with service records is the best-case scenario. Smart-Shox-equipped models should have all damping modes functioning — a failed sensor or actuator is expensive to replace.

2023–2024 Maverick X3

Late-model used X3s are harder to find because owners who bought them recently haven't had time to sell. When they do appear, they typically carry a smaller discount from new — 15–25% — because they're essentially new machines with a few hundred hours.

• Turbo RR: [$ — confirm range with D&P]
• X RS (Turbo RR): [$ — confirm range with D&P]
• What to watch for: At this age, the inspection is more about verifying the machine hasn't been abused than checking for age-related wear. Look at the frame for impact damage, verify the ECU hasn't been tuned, and check for accident indicators (replaced panels, fresh paint on frame sections, misaligned body panels). A 2023-2024 X3 with low hours and factory everything is nearly as good as new at a meaningful savings.

2025 Maverick X3

Current or near-current model year used machines are rare and command near-MSRP pricing. They typically appear because the buyer changed their mind, moved out of state, or had a life change. If you find one, inspect it thoroughly — at this age, something else may be driving the sale that isn't immediately obvious.

• Any trim: [$ — typically 5–15% below MSRP, confirm with D&P]

What Moves the Price UP

• Turbo RR engine. The 195-200 HP turbo is what most sport riders want. Turbo RR models consistently sell for more than lower-output turbo variants of the same year.
• Smart-Shox (X RS trims). Semi-active suspension that adjusts damping in real time. Buyers seek this feature specifically, and it commands a premium over standard shocks.
• Low hours with service records. This is the gold standard. A machine with 300 hours and a complete dealer service history is worth significantly more than a 300-hour machine with no records. Records prove the maintenance happened; their absence makes buyers assume it didn't.
• Factory configuration. Unmodified or lightly modified machines (roof, light bar, skid plates) retain value better than heavily modified ones. Bolt-on accessories that can be removed without damage add value. Permanent modifications are a gamble.
• Desert / Southwest geography. Demand for Maverick X3s is strongest in states with active riding culture — Utah, Arizona, Nevada, California, Texas. A machine sold in these markets typically brings a slight premium over the same machine in a lower-demand region.

What Moves the Price DOWN

• Aftermarket ECU tunes. An ECU tune signals that the machine has been pushed beyond factory power limits. Even a "conservative" tune increases stress on the turbo, engine internals, clutch, and drivetrain. It may also void remaining factory warranty coverage. Tuned machines sell for less because buyers know the risk — and because returning to factory calibration doesn't undo the stress the tune caused.
• Dune-only use history. Sand is the hardest environment on a UTV. Every component — bearings, seals, belts, clutch sheaves, radiator, CVT — wears faster in sand than on any other surface. A dune machine with 800 hours has the wear profile of a trail machine with 1,500+ hours. If the seller says "mostly dunes," price accordingly.
• Accident or rollover history. A rolled X3 may drive fine after the cage is straightened and the body panels are replaced, but the frame, suspension mounts, and cage itself have been stressed in ways that aren't always visible. Misaligned body panels, fresh paint on frame sections, or a cage that doesn't quite look straight are indicators.
• Missing service records. No records doesn't always mean no maintenance. But on the used market, records are proof and their absence is a discount factor. Buyers assume the worst when there's no documentation.
• High hours without proportional maintenance documentation. A 1,200-hour X3 with full records showing belt replacements, clutch service, bearing replacements, and fluid changes at correct intervals is a known quantity. A 1,200-hour X3 with no records is a gamble.
• Heavy drivetrain modifications. Portal gear lifts, axle upgrades, and suspension geometry changes alter how the machine rides, wears, and fails. Some are done well; many aren't. The used market discounts heavy mods because the buyer is inheriting someone else's engineering decisions.

X3-Specific Inspection Points

Beyond the standard used UTV inspection checklist, the Maverick X3 has platform-specific items to check:

• Turbocharger. With the engine off and cool, check the turbo shaft for play by reaching in and wiggling the compressor wheel. Any radial play (side to side) indicates bearing wear. A small amount of axial play (in and out) is normal. Listen during a cold start for unusual whine or grinding — the turbo should spool smoothly without metallic sounds.
• Intercooler piping and charge pipes. Check every boot and clamp in the charge air system. A boost leak makes the engine feel sluggish and causes the turbo to work harder. Loose clamps and cracked boots are common after years of heat cycles and vibration.
• QRS clutch system. The X3's Quick Response System clutch is tunable and sensitive to setup. Poor clutch calibration causes belt wear, heat buildup, and inconsistent engagement. If the clutch feels harsh, grabby, or inconsistent during a test drive, it needs service. For more on the X3's clutch system, see our Maverick X3 service guide.
• Suspension travel and shock condition. X3s are often jumped. Hard landings stress shock internals, shaft seals, and mounting hardware. Cycle the suspension through its full travel by bouncing each corner. The shock should move smoothly through the entire stroke without clunking, sticking, or leaking fluid. On Smart-Shox models, verify all damping modes function correctly through the dash controls.
• ECU check. Ask if the machine has ever been tuned. If possible, have it checked with BRP diagnostic software (BUDS2) to verify factory calibration. At D&P Performance, our technicians can connect to the ECU and verify the tune status — this is one of the advantages of buying from or having inspection done at a dealer with BRP diagnostic capability.

Browse Used Maverick X3 Inventory

D&P Performance regularly carries pre-owned Maverick X3 models — every one inspected by factory-trained technicians with access to BRP diagnostic software. We know these machines because we sell and service them every day, and the Bulloch family's 169 race wins and 21 championships were built on the same mechanical expertise that goes into evaluating every trade-in.

Browse current used inventory or call (435) 586-5172 to ask about Maverick X3 availability. We accept trades from any manufacturer and offer financing on used units. We're at 110 E Center St in Cedar City.

Frequently Asked Questions