FIRST TEST IMPRESSION OF THE YXZ1000R SPORT SHIFT

Yamaha recently hosted the introduction of the YXZ1000R Sport Shift at the site of the Big Buck GNCC in South Carolina, and Yamaha has again rocked the UTV world with another game-changing, extreme-performance machine. The YXZ1000RSS is almost identical to the YXZ1000R, but it replaces the manual clutch pedal with an electronic actuator for the remaining hydraulic clutch, and electronic shifting is controlled by steering-stem mounted paddle shifters and Yamaha’s Chip-Controlled Shift (YCC-S) technology. For those that think that this paddle-shift model is a band-aid fix for the manual-clutch YXZ, Yamaha started the YXZ1000R Sport Shift project well before the 2016 YXZ1000R, which has dominated the Lucas Oil Off-Road Regional Series so much that Lucas Oil changed the rules in mid-season to give other Production 1000s a chance at a win. With the YXZ1000R Sport Shift, expect the five-speed domination to go viral over belt-driven machines.

WHAT’S NEW WITH THE SPORT SHIFT?

The YCC-S advanced automatic-clutch system retains the manual YXZ1000R manual transmission, with nine friction plates (one more than the 2016), eight metal plates, one judder spring and new primary-gear dampers; YCC-S replaces the console-mounted sequential shifter with a F-N-R range selector and adds paddle shifters to the steering column. The short-throw paddles are linked to the YCC-S electronics, so the driver can experience the same machine-connected experience as the standard YXZ but not have to worry about the clutch work, while still having a more efficient and durable ride over a CVT-driven UTV. Everything else on the 2017 Sport Shift is identical to the 2016 and 2017 YXZ1000R, right down to the damping settings on the Fox shocks.

The electronic slave cylinder operates hydraulically, has a “half-clutch” mode on take-off and fully engages at 5 mph. Each upshift or downshift can be done at full throttle, as the YCC-S momentarily retards the ignition to allow an almost-seamless shift; Yamaha engineers didn’t want to completely eliminate the shifting sensation. But, it’s also possible to drive all day and only upshift, as the YCC-S system senses when revs are too low for conditions and speed and downshifts for you. Forget to down-shift when stopping, and it automatically goes to first gear. It’s like a CVT but is more efficient and has no belt to break or burn.

Yamaha incorporated this technology foremost for convenience, second for durability and third for proper engine braking. When speeds drop below 5 mph, the half-clutch mode kicks in with an indicator light on the instrument read-out, and it still applies some engine braking.

ADVANCED YCC-S PROGRAMS

Expert quad and bike riders like to fan the clutch in turns and other situations to pivot, wheelie or jump an obstacle, and Yamaha includes a YCC-S program for these riders who go YXZ-SS. The “spike-clutch” mode senses high-load and high-throttle situations and automatically slips the clutch to raise revs. Also, if the driver attempts to climb a big hill in too high a gear, the YCC-S will downshift to the proper gear. So, the Sport Shift will work with an aggressive pilot for peak performance and aid an inattentive one. Whenever the system goes into half-clutch mode, the indicator lights on the digital panel.

Better yet, engineers added a “launch system” to the YCC-S program. When the vehicle is at a dead stop, hold the brake and both paddles and press the throttle to at least 5,000 rpm. Let off of the brake and paddles, and the Sport Shift smoothly and efficiently launches up to speed with maximum acceleration. There is also a launch-mode icon on the digital half of the new instrument panel that now includes coolant temperature as a readout. Anyway, if traction is plentiful, pin the throttle and launch for maximum acceleration; if it’s slick, “feather” the pedal to 5,000-7,000 rpm.

Lucas Oil Production 1000 points leader Dustin Nelson said that he could launch the manual-clutch YXZ1000R as fast as the Sport Shift, but the new YXZ is more consistent. That’s driver talent and speed in a chip!

TACKLING THE BIG BUCK

Yamaha laid out a challenging course at the Big Buck with plenty of hills, off-camber sections, all sorts of turns and G-outs, creek crossings, rocks and about a million trees. Although most GNCC UTVs are narrowed to 60 inches in width, the 64-inch YXZ1000RSS tackled the terrain with speed and agility, and we pushed it harder as we gained confidence in the machine. Much of that confidence came from the nice balance of power, delivery and handling, and the rest came from dialing in the Fox 2.5 Podium RC2 shocks to terrain and conditions. We backed off of high- and low-speed compression and softened rebound damping a few clicks to perfect the 16.2 inches of front and 17.0 inches of rear travel. With that, the ride quality equaled the cabin comfort, and the YCC-S shift programs let us concentrate on trail speed and missing trees. For a comprehensive test of the new ground-shaking YXZ1000R Sport Shift with exact shock settings, check out the December 2016 issue of UTV Action Magazine.

For more in-depth information on the YZX1000RSS, check out the November issue on newsstands now.

Read up on the original Yamaha YXZ1000R