Mon-Fri: 8:30-6 | Sat: 10-5
Can-Am Repair in Weyers Cave, VA - Maverick, Defender, Outlander, Renegade
The math on a West Virginia trip is unforgiving. Hours of trailering west, cabins booked months out, three or four machines in the convoy, and maybe six real riding days if the weather holds. One Maverick down on day two doesn't cost one rider a trip. It drags the whole group back to camp early, because nobody leaves a machine on the mountain. That math is why we treat Can-Am service as trip insurance, not just repair. New Town Automotive & Tire goes through these machines the way you'd want them gone through before you're a hundred miles of trail from the trailer.
Big power, one rubber belt
A Maverick makes serious horsepower and pushes every bit of it through a CVT belt, and the things riders love doing. Hard launches, tight technical climbs, hot low-speed crawling; all things a belt hates. Slip under throttle, chatter pulling away, that unmistakable burnt-rubber smell: the belt is telling you it's on borrowed time. Defenders cook belts a different way, lugging heavy loads at walking speed, and around here plenty of them work like a hired hand all week before the weekend comes. And there's a third pattern we see more every year: the Defender that never leaves the property, running the family loop through the back pasture four evenings a week. These are runs too short to warm the clutch, so the belt glazes instead of wearing. Whatever the duty, we inspect the belt and clutch sheaves as a set, check engagement, and talk honestly about setup. If you've added taller tires, a clutch kit is usually the difference between a belt that lasts a season and one that lasts a trip. Swapping a belt trailside is a skill worth having. Needing it twice in one weekend means the machine wasn't built right, and that part's on the shop.
A camo Defender HD10 built for the back forty.
Heat, mud, and the miles underneath
Valley clay packs Defender and Outlander radiators solid, and a radiator that can't shed heat takes belts, seals, and eventually engines with it. Repeated overheats are never free. We clean cooling systems properly and chase the cause. Down low, creek crossings and mud push grit past seals: wheel bearings rumble, ball joints develop play, and a front end that clunks or wanders will only get worse under a loaded machine on rough trail. Brakes glaze when riders drag them down long descents.Low range and engine braking exist for a reason, and glazed pads never grip right again.
Outlanders do a lot of November work around here. Hauled to the edge of a hollow before light, asked to start sure at 20 degrees and idle in without commotion. The ones that sit from last season to this one show up varnished and flat: ethanol fuel gumming the injectors, a battery that died quietly in the barn in February. Both are cheap to prevent with stabilizer and a tender, and routine for us to fix when prevention didn't happen. If deer season matters to you, bring the machine in October, not opening week.
Can-Am work we handle
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Drive-belt replacement and clutch repairs
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Batteries, charging system testing, and electrical repair
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Oil, filter, and gear-case fluid service
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Brake pads, rotors and fluid
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Wheel bearings, A-arm bushings, tie rods, steering boxes, rack-n-pinions, and more
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Tires for RZRs, Rangers, and Sportsmans setting you up with a ply rating, tread pattern, and tire size built for how you ride.
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Pre-trip and pre-season inspections before big weekends
an X MR mud build: relocated radiator, reinforced bumper and mud tires
An Outlander XT MAX: two-up touring, backcountry capable.
An extreme case build. 42" wheels with 6" lift and 4" portals.