TEST: Yamaha YXZ1000R Special Edition

Time after time over its 60-year history in America, Yamaha has created new OHV categories with revolutionary machines like the 1968 DT-1, 1998 YZ400F and 2001 YZ250F dirt bikes, 2003 YFZ450R sport ATV and 2004 Rhino 660 UTV, all of which changed the sport for the better. The Rhino spawned the sport UTV market, and the aftermarket’s response with long-travel and engine hop-ups fueled the UTV industry’s progression towards extreme-performance 800s, 900s and now 1000s. Now Yamaha enters the 1000cc extreme-performance UTV category with its YXZ1000R, and although it’s entering an existing segment, it’s sure to start a new category— pure-sport, ultimate-performance UTV. We’ve gotten to drive the YXZ1000R at California’s Imperial Sand Dunes and in the Arizona desert. Here’s the low-down on the machine that raises the bar in UTV performance.

WHAT’S A YXZ1000R?
In case you missed the “Inside Look” in the last issue, the 2016 Yamaha YXZ1000R is a revolutionary pure-sport UTV that is the first to be powered by an inline triple with separate five-speed, sequential-shift, manual transmission and hydraulic foot clutch. This combination gives the YXZ a unique driver-connected experience like Yamaha’s Raptor 700R and YFZ450R, and the engine is from Yamaha’s X-TX Apex snowmobile, but with 2mm-smaller pistons and a counterbalancer. It sends 114 horsepower via three 41mm EFI throttle bodies to a center-mounted clutch and transmission, which shifts via cables and a console-mounted lever. Spike-load-limited transmission outdrives turn front and rear driveshafts, and a second clutch pack damps the spikes that would otherwise go to the front diff. There is also a 5.42-pound external flywheel between the engine and transmission to prevent stalling in slowgoing-like rock crawling. The locking front differential is controlled by a threeway 2WD/4WD/diff-lock knob on the console. Also, the engine is dry sump to keep the center of gravity (CG) low, and it draws air from between the seats and through two air filters—a Raptor-like oiled-foam primary filter and wet-paper secondary filter—so it can never suck dirt.

Yamaha also went way outside the box on suspension, mimicking a five-link setup with an extended L-shaped lower A-arm in back, so impacts force the rear tire back and up, and the system has the least amount of camber change and tire “scrub” through the travel. It also reduces flex and improves tracking, despite 17 inches of rear travel. The system uses two huge 32-inch Fox Podium 2.5 RC2 DSC (Dual-Stage Compression) shocks that are laid down like R/C shocks, and they have exclusive BOC (Bottom-Out Cup) technology to prevent bottoming. Laying the shocks down also lowers CG and provides progressive damping, and front and rear torsion bars help fight body roll. Front A-arms are long and more conventional, and laid-down Fox 2.5 RC2 DSC front shocks (without BOC) protrude through the sloped hood while providing 16.2 inches of front-wheel travel.

The hood is sloped to provide a better view of quickly approaching obstacles, despite a seat height that is 2.5 inches lower than a RZR’s. In-cabin creature comforts are also next level with sportbike-derived digital instrumentation, including programmable shift light, tilting steering wheel with 5.8 inches of arc, a driver’s seat with 3.5 inches of adjustability, bolstered cut-and-stitch seats, center console with parking brake and storage tray, adjustable padded passenger grab bar, glovebox and ergonomic floorboard with foot braces. Styling inside and out is very aggressive, including the sun top, and the hydraulic clutch pedal is a first in a UTV. Doors are automotive quality too.

Yamaha worked with Maxxis on exclusive 27-inch, six-ply Bighorn 2.0s, and they ride on trick two-tone aluminum wheels with two-puck hydraulic brake calipers on all four corners. There is also a fifth brake attached to the rear transfer case for parking or 2WD e-braking, and the entire undercarriage is protected by a full skid plate made of thermoplastic olefin. Ground clearance is 13 inches, and the YXZ1000R sports variable-assist EPS. From tire contact patch to sun top, Yamaha went all out to redefine the UTV in performance, handling, durability, comfort and confidence at speed; it’s out to create a whole new UTV driving experience!

HOW DOES COST COMPARE?
The Blaze Orange YXZ1000R is $19,799, while Racing Blue and White is $19,999, and the Yellow/Black/White 60th-Anniversary Special Edition is $21,599 with gold beadlock wheels. Arctic Cat’s Wildcat 1000X is $17,499, while the LTD and SE are $19,999, and the Robby Gordon Speed Edition is $21,499. Can-Am’s Maverick 1000X ds is $19,499, the 1000X XC is $18,449, and the 1000X rs Turbo is $23,999. The 2016 Polaris RZR XP 1000 EPS is $20,299, and the RZR XP Turbo EPS is $24,999. All the YXZ’s competition have CVT belts to wear out, burn or break at around $200 a pop.

HOW FAST IS THE YXZ1000R?
It’s as fast as anything in its class. In a drag race, it’s about even with a RZR XP 1000, and top speed is a similar 78–79 mph. It’s more fun getting there on the Yamaha, though, because of the thrill of shifting and the sound the screaming triple makes. It revs to 10,500 rpm, and programmers should get 100 mph out of it. From turn to turn the YXZ is an absolute blast to drive, because it pulls so long in each gear, and second and third are great for ripping dune bowls and ridges.

HOW IS THE DELIVERY?
Truly unique! It will lug down really low, but it’s happiest above 5000 rpm, which gives an effective 5500-rpm range to play with in each gear. You truly feel connected to the machine and terrain with direct drive instead of a CVT. It takes some getting used to taking off from a dead stop with the clutch, but shifts can be done without the clutch if you feather the throttle a bit when shifting. The 2WD/4WD/diff-lock knob on the console is easy to use, and servos quickly carry out your commands. The dunes were dry and soft during our testing, so we would start in 4WD and switch on the fly to 2WD while driving for photos.

HOW IS THE DELIVERY?
Truly unique! It will lug down really low, but it’s happiest above 5000 rpm, which gives an effective 5500-rpm range to play with in each gear. You truly feel connected to the machine and terrain with direct drive instead of a CVT. It takes some getting used to taking off from a dead stop with the clutch, but shifts can be done without the clutch if you feather the throttle a bit when shifting. The 2WD/4WD/diff-lock knob on the console is easy to use, and servos quickly carry out your commands. The dunes were dry and soft during our testing, so we would start in 4WD and switch on the fly to 2WD while driving for photos.

WHAT ABOUT THE HIGH-END SUSPENSION?
It’s tuned for aggressive driving and great in the dunes and on short-course racetracks. We aired down the tires from 16.5 psi front and 18.5 psi rear to 8 psi for the dunes, and the lower pressure helped soak up dune chop. No matter how hard we hit G-outs in the dunes, we never bottomed either end. The Fox 2.5 Podium RC2 shocks have four turns of high- and low-speed compression adjustment and 26 clicks of rebound adjustment. Stock settings for the front are 12 clicks out on rebound, 2 turns out on HSC and 1.5 turns out on LSC, and the rear settings are 8 rebound, 1.5 HSC and 1.5 LSC. These settings want a really aggressive, fast driving style, and slower drivers will want to back way out on both HSC and LSC to get a Yamaha built the YXZ1000R from the ground up to deliver pure-sport performance and highspeed confidence and connectivity.

It rips in the dunes and delivers a unique driving experience with a mile-wide powerband and great suspension and handling. smoother ride. Desert and rocky driving with recommended tire pressures to prevent pinch flats reveal stock settings to be harsh.

HOW DOES THE YXZ1000R HANDLE?
Like a 1,541-pound sport ATV. Weight distribution and balance are excellent, and the YXZ1000R turns quickly and predictably. It also goes really straight when you want it to, especially in whoops. Wheelbase is 90.6 inches. The Maverick has an 88-inch wheelbase, the RZP XP1K wheelbase is 90 inches, and the Wildcat 1000X has a 95-inch wheelbase. The YXZ rips in turns and slides predictably, and it flies well over jumps. It gets a little busy following ruts in the dunes, but what doesn’t? Every once in a while it’ll step out on sweeping dune turns, but a quick correction brings it back in line.

HOW IS IT IN ROCKS AND MUD?
Out of its element. Rock crawlers and mud enthusiasts will definitely want the $800 Rekluse EXP slipper clutch accessory, which allows it to idle in gear
without stalling. Mudders will also want Yamaha’s accessory over-fenders, and the 12.99-inch ground clearance gives the YXZ plenty of clearance for mud ruts. It’s definitely got the power to turn taller mud tires. Rock crawlers will want to protect those pretty suspension arms, but the YXZ does have a full-length skid plate.

WHERE IS THE YXZ1000R HAPPIEST?
With a lead-foot, aggressive driver at the wheel. If you don’t hammer it, its stiff suspension hammers you. It’s a great dune weapon and short-course racer, and it lives to hammer high-speed desert, sand highways and stadium whoops. It’s also happiest above 5000 rpm in any gear.

HOW STRONG ARE THE BRAKES?
Very strong. On all four corners dual-piston hydraulic calipers squeeze 245mm brake rotors, and they apply massive stopping power with a light feel at the pedal. Combine that with 11.3:1 compression and direct-drive engine braking, plus a fifth-disc parking/e-brake and the 07S will stop on a dime.

WHAT ABOUT CREATURE COMFORTS?
They’re top-shelf. The padded steering wheel doesn’t flex like some other 1000s and is designed for thumbs-up driving. The tilt wheel isn’t gas-assisted and has 3.5 inches of adjustment. Seats have nice shoulder bolsters and plenty of hip support, plus they’re covered with textured material for extra grip. The driver’s seat is adjustable, as is the ergonomic, padded passenger grab bar. All controls have a light feel, and the EPS unit provides a good amount of assist for most drivers, but some want more. Seating position is excellent, and the sight line down the hood is awesome. The “dead pedals” offer good foot support and traction dimples, and the standard sport roof sides of the console. Don’t rest your leg against the console or it’ll get toasty. Vibration is low in the cabin, and noise level is moderate.

HOW ABOUT WRENCHING AND DURABILITY?
That remains to be seen. On one hand, there’s no CVT belt to burn, break or replace, and the transmission has spike-load limiters to protect the driveline and front diff. The dual airbox and filter setup mean the engine will never get dusted out, and servicing the primary filter is tool-less. The wet filter should be replaced every 1240–1300 miles. There is also a lot of room around the engine for wrenching. However, the shocks protruding through the hood means you have to remove the hood and front fenders to pull the shocks, and it’s also a bear to get the rear shocks out. The center-exit exhaust is also very close to the rear shocks and heats up the bodies and reservoirs. Also, the radiator catches roost from the front tires at full steering lock and can pack with mud.

WHAT’S OUR FINAL ANSWER?
Yamaha definitely raises the bar in the extreme-performance 1000cc UTV wars with the YXZ1000R 07S. The driving experience is unique, like a trophy truck for every man, and it handles like it’s on rails in the dunes. Power and delivery are awesome with the manual clutch and transmission, and the powerband seems a mile wide. The suspension is well-balanced, and travel is equivalent to the Wildcat X, but it’s tuned for aggressive driving and high-speed work. And, the innovation in the cabin is also impressive. It has a couple of rough and hot edges, but it’s going to change the sport more than the Rhino did.

SPECS
2016 YAMAHA YXZ1000R 4X4
ENGINE/TRANSMISSION
Engine type …………… Liquid-cooled, 12-valve, DOHC,
4-stroke triple
Displacement ……………………………………….. 998cc
Bore x stroke …………………80.0.0 x 66.2.0mm (x3)
Compression ratio ………………………………….11.3:1
Lubrication system ……………………………..Dry sump
Additional cooling ………………………………….Auto fan
Induction …………. Yamaha EFI w/ three 41mm bodies
Starting/back-up ……………………………. Electric/none
Starting procedure …………………….. Turn ignition key
Choke location ………………………………………….. N/A
Air filter:
Type ………………………..Washable foam & wet paper
Access ..Tool-less, remove 5 Dzus, lift center console
and unscrew cap
Transmission ….. 5-speed sequential manual clutch w/
reverse
Reverse procedure……….Pull paddle on console while
pushing shifter forward
Drive systemSelectable 2WD/4WD w/ diff-lock & EBS
Final drives ……………………………………………Shafts
DIMENSIONS/CAPACITIES/WEIGHTS
Fuel capacity ………………………………………. 9.0 gal.
Wheelbase ……………………………………………..90.6”
Overall length/width/height ………. 122.8”/64.0”/72.2”
Ground clearance ……………………………………12.99”
Claimed wet weight …………………………….. 1,541 lb.
Bed weight limit……………………………………. 300 lb.
Hitch ……………………………………………………. None
Towing limit……………………………………………… N/A
ROLLING CHASSIS
Frame ……………………………………. Steel round tube
Suspension/wheel travel:
Front ……………..Dual A-arms w/ prel./hi-low comp./
reb.-adj. shocks/16.2”
Rear ………………Dual A-arms w/ prel./hi-low comp./
reb.-adj. shocks/17.0”
Brakes/actuation:
Front ……….Twin-piston hydraulic discs/center pedal
Rear ………..Twin-piston hydraulic discs/center pedal
Parking ……………………………………Lever on console
Tires:
Front ………………………27x9R14 Bighorn 2.0 6-ply
Rear …………………….27x11R14 Bighorn 2.0 6-ply
ELECTRICAL
DC outlet …………………………………………… Console
Lighting:
Front …………………………………… 4 LED headlights
Rear ……………………………. Single LED brake/taillight
DETAILS
Instrumentation ………..Digital speedo/fuel/gear/trip &
hour meters/temp/time, analog tach
Colors Blaze Orange, Racing Blue, SE yellow/black/white
Minimum recommended operator age ……………….16
Suggested retail price …………….$19,799–$19,999;
SE, $21,599
Contact …….. Yamaha Motor Corp., (800) 962-7926