2022 UTV Off-Road Magazine Yamaha Buyers Guide

SPECS, REVIEWS & ADVENTURES

ISSUE 91 JAN 2022

A H A M A 2022BUYYER'SGUIDE

06EDITOR

A word from the Brass

REVIEWS:

08 YAMAHA YXZ1000R SS SE 14 08 26YAMAHA RMAX2 1000 XT-R

YAMAHA RMAX2 1000 SPORT Sport-Tuned Tires & Suspension

Special Edition Sports Car

New Generation of Recreation

FEATURES:

20 32THE ROCKY PATH LESS TRAVELED RMAX ROCK CRAWLING 52 22 YAMAHA UTV BUYER’S GUIDE Every Wolverine, Viking & YXZ

Our Rubicon Trail Adventure

IEWS SPECS, REV ES & ADVENTUR

ISSUE 91 JAN 2022

AHIDAE YAM U G 'S 202B2 R E UY

14

Johnson Valley Approved

WARNING: Certain action photographs depicted in this magazine are potentially dangerous. The drivers and vehicle occupants seen in our photos are experienced professionals.

Do not attempt to duplicate any stunts. Wear a helmet and safety restraints while operating a Side-by-Side/UTV, and never drive beyond your capabilities.

ON THE COVER

Our cover features the new 2022 Yamaha RMAX2 1000 Sport taking on the off-road trails of Crown King, Arizona.

Photo by: Dave Schelske

20

WOLVERINE® RMAX4 1000

REIMAGINE EVERYWHERE. REIMAGINE EVERYTHING.

The all-new Wolverine RMAX 1000 lineup sets a new benchmark in the off-road world. Class-leading standard features include: a new 999cc parallel twin engine; aggressive tires; and an automotive-style cabin with unmatched comfort points.

Features on select models include: high-performance FOX® iQS in-cab adjustable suspension; all-new D-Mode to optimize power delivery; and a dashboard-integrated Yamaha Adventure Pro. With the Wolverine RMAX 1000 lineup, experience the real world-tested Capability, Comfort and Confidence of Yamaha’s Proven Off-Road promise.

WOLVERINE® RMAX2 1000

Visit YamahaMotorsports.com Professional riders on closed area. Side-by-Side models shown are recommended for use only by operators 16 years and older with a valid driver’s license. Always wear your seat belt, helmet, eye protection and protective clothing. Yamaha recommends that all Side-by-Side riders take an approved training course. For Side-by-Side safety and training information, see your dealer or call 1-866-267-2751. Read the Owner’s Manual and the product warning labels before operation. Avoid excessive speeds and never engage in stunt riding. Always avoid paved surfaces and never ride on public roads. And be particularly careful on difficult terrain. Never ride under the influence of alcohol or other drugs; it is illegal and dangerous. ©2020 Yamaha Motor Corporation, U.S.A. All rights reserved.

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SUBSCRIPTION! WWW.UTVOFFROADMAG.COM

UTV Off-Road Magazine // Issue 91 // Jan 2021 Publisher: Bradley Howe - bradley@utvoffroadmag.com Editor-in-Chief: Lance Schwartz - Lance@utvoffroadmag.com Feature Editor: Cody Hooper - cody@utvoffroadmag.com Art Direction: Handsome Rabbit - handsomerabbit.com Advertising Sales: Mary Hannah Hardcastle – mh@utvoffroadmag.com The Collective R + D Katie Dudek - katie@thecollectiverd.com Ashley Roberts - ashley@thecollectiverd.com Website Director: Eric Boughner - Information Technologies Contributing Editors: Greg Thomas Contributing Photographers: Adam Campbell, Harlen Foley

UTV OFF-ROAD MAGAZINE® is published bi-monthly (6 times a year) by Howe Media, Inc. Reprinting in whole or by any means- electronic, graphic or mechanical, including photocopying or information storage and retrieval systems is forbidden without written permission from the publisher.

WARNING: Certain action photographs depicted in this magazine are potentially dangerous. The drivers and vehicle occupants seen in our photos are experienced professionals.

Do not attempt to duplicate any stunts. Wear a helmet and safety restraints while operating a Side-by-Side/UTV, and never drive beyond your capabilities. Do not drink and drive while operating a UTV. We also encourage you to “Tread Lightly” while respecting the outdoors and other outdoor enthusiasts.

Use your head and enjoy the ride.

©Howe Media, Inc.

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FROM THE EDITOR

Yamaha Digital Issue 2022 Edition

STORY: STAFF OF UTV OFF-ROAD MAGAZINE PHOTOS: PROVIDED BY YAMAHA

J

ust a few short years ago, the Yamaha Rhino helped set the bar for what would eventually become the ever-popular UTV industry we know today. The Rhino was a pretty special machine, due in part to its work and play personality. But, it was also incredibly reliable and set the stage for future Yamaha UTV’s. If you look close enough, you’ll see glimmers of the Rhino in all of Yamaha’s modern day UTV’s.

But…it’s especially noticeable in their killer Wolverine RMAX2 and RMAX4 models.

In this all-Yamaha issue, we have plenty of Yamahas to keep you engaged. We review the super fun Yamaha YXZ, the RMAX XT-R, and the RMAX Sport. We also have an excellent Rubicon Trail Adventure to share with our readers as well.

Additionally, if you’re in the market for a new Yamaha UTV, we have a Buyers Guide that covers every new 2022 Yamaha UTV model, with all 6 UTVOFFROADMAG.COM

of the specs that will help make your decision easier.

There are very few manufacturers that have invested into the future of the ATV and UTV industry like Yamaha. As other brands settled for Bold-New-Graphics (BNG), Yamaha has been at the forefront of innovation. Yamaha also donates a tremendous amount back to the sport. It is not uncommon to see trails at various riding locations across the country sponsored by Yamaha. Don’t be surprised to see them involved with tree planting, reclamation, and conservation initiatives as well.

At the end of the day, companies like Yamaha will not only continue to push the industry forward with new products, they’ll also be there to help ensure that we have safe, beautiful, and sustainable locations to ride for generations.

CARPE TERRA TREAD VICTORIOUSLY

DRIVER: BROCK HEGER

UTV REVIEW

2022 Yamaha

RMAX2 SPORT

1000 WORDS: CODY HOOPER PHOTOS: DAVE SCHELSKE

Yamaha’s process of bringing a vehicle to market includes unreal amounts of testing. The teams that have the pleasure to call test engineering their career put hard miles on every unit in a variety of conditions, from 110+ degree sweltering desert heat to subzero freezing mountain temperatures. Part of the RMAX R&D process has been to drive it absolutely everywhere, and their engineers have. This led to a few different versions of the RMAX being released. While the RMAX, RMAX LE and XT-R are tuned for clawing up slick rock and wooded trails, the new RMAX Sport is tuned for high-speed bump absorption and blasting through nasty terrain with a heavy throttle foot.

8 UTVOFFROADMAG.COM

2022 YAMAHA RMAX2 1000 SPORT

UTV OFF-ROAD MAGAZINE 9

UTV REVIEW

ENGINE:

Powering the RMAX Sport is the same 999cc parallel twin DOHC engine that propels the rest of the Wolverine RMAX line. Sport models do get the D-mode controller, which features three powertrain settings: Crawl, Trail, and Sport. Each mode tailors the engine’s response and power characteristic based on its intended use. Crawl offers seemingly unlimited throttle control for climbing and maximum engine braking, where Sport whacks the throttle bodies wide open in a hurry, putting all of the power to the clutches in a hurry. Trail, the middle setting, is the sweet spot for everyday use. Regardless of which mode you select, full throttle will still give you full engine power, handy for tricky climbs!

TRANSMISSION/DRIVETRAIN:

The RMAX uses Yamaha’s Ultramatic CVT, which is backed with a 10-year belt warranty. The advantage comes from an internal wet clutch that takes most of the strain and the abuse bathed in oil rather than 10 UTVOFFROADMAG.COM

subjecting the drive belt to it. Wheel hop, landing on the throttle, low-speed climbing – all of these things usually beat a belt into submission, but Yamaha’s RMAX cluches were built to take the heat instead. Clever.

All RMAX models utilize Yamaha’s signature electronically-switched 4WD system. Selectable 2WD (locked rear end), 4WD (open front differential), and 4WD Diff Lock (all four tires locked) drive modes are a knob-turn away. The RMAX will climb just about anything on the planet, including the Rubicon Trail in bone-stock form.

SUSPENSION:

This is where Yamaha spent their budget on the Sport trim. Specially-tuned Fox Podium 2.0 shocks feature a different spring and damping profile than the other RMAX models. Tuned for high-speed driving, the RMAX Sport delivers increased bottoming resistance and body control over the other models.

RMAX Sport’s Fox shocks are high and low-speed

2022 YAMAHA RMAX2 1000 SPORT

Highlights: • RMAX looks fantastic with blue accents and beadlocks • GBC Terra Master tires are strong and grip well • Sport-tuned shocks refuse to bottom UTV OFF-ROAD MAGAZINE 11

UTV REVIEW ENGINE & DRIVETRAIN ENGINE TYPE

999cc: 108 (EST) hp, 4-Stroke, DOHC, 4 valve per cylinder parallel twin

COOLING

Liquid

FUEL SYSTEM

Yamaha Fuel Injection (YFI) with dual 48mm throttle bodies

DRIVE SYSTEM

Ultramatic V-belt with all-wheel engine braking; L/H/N/R

DRIVETRAIN

On-Command 3-way locking differential; 2WD, 4WD, full diff-lock 4WD

POWER STEERING

Power Steering: Electronic Power Steering (EPS)

STEERING & SUSPENSION FRONT SUSPENSION

Independent Double Wishbone with sway bar

FRONT SHOCKS

Independent Double Wishbone

FRONT WHEEL TRAVEL

14.2” Travel

REAR SUSPENSION

High Clearance Radius Rods, Trailing Arm with Stabilizer Bar and 20.5 in.

REAR SHOCKS

Fox Podium 2.0 dual speed compression /preload adjustable

REAR WHEEL TRAVEL

16.9” Travel

FRONT BRAKES

Dual Hydraulic Disc

REAR BRAKES

Dual Hydraulic Disc

FRONT TIRES / REAR TIRES

30 x 10R-14; GBC Terra Master

WHEELS

Cast Aluminum with beadlock ring

DIMENSIONS OVERALL L x W x H

119.3 x 66.1 x 77.8 in

WHEELBASE

86.7 in

GROUND CLEARANCE

13.8 in

DRY WEIGHT

1,839 lb

CARGO BOX CAPACITY

600 lb Rear Dumping Box

TOWING CAPACITY

2,000 lb

FUEL CAPACITY

9.2 gal

FEATURES INSTRUMENTATION

Full digital display in binnacle behind steering wheel, Yamaha Adventure Pro digital gauges in center dash, GPS, breadcrumbs, on-board diagnostics, etc.

LIGHTING

LED interior lighting, LED Headlight w/ Accent & LED Taillights

OTHER

Sport Package features special Team Yamaha Blue colorway, beadlock wheels and sport-tuned suspension with high/ low speed compression adjustable Fox Podium shocks.

WARRANTY

Factory: 6-month Limited Factory Warranty, Yamaha 10-year Belt Warranty, optional extended plans may be available through your dealer

MSRP: $22,599 / WWW.YAMAHAMOTORSPORTS.

12 UTVOFFROADMAG.COM

compression adjustable, and also feature threaded preload adjusters. Yamaha fitted the Podium shocks with a true crossover adjuster and dual rate springs, which allows great levels of adjustment, but there is no rebound adjuster. As it came adjusted from Yamaha, the RMAX Sport felt wonderfully balanced and composed at high speed.

Adjustments were not necessary in our testing.

TIRES/WHEELS/BRAKES:

RMAX Sport models also benefit from an upgraded wheel and tire package. Sport trim and XT-R RMAX models are the only ones in the line that come with a factory beadlock wheel, and these are wrapped in GBC’s trick Terra Master reversible tires. We have always loved the versatility of the GBC Terra Master tires, which feature two tread patterns, accessible by unmounting and turning the tire over before remounting.

This allows you to run a less aggressive outer tread pattern for softer, high speed trails, or flip them around if you spend most of your time on hard pack, rock crawling-type trails. Yamaha chose the “A” side for the stock Sport setup and we’re thrilled with the choice. We spent a lot of time drifting around high-speed corners during testing and the A side breaks loose much more predictably, never catching traction harshly or unexpectedly like you’ll often get with aggressive side tread. The 10-ply rating is also welcomed, as we had a dozen RMAX Sports hammering around an often treacherous Arizona desert landscape without a single flat tire.

IMPRESSIONS:

The RMAX Sport addresses some of the only shortcomings we were able to find with the standard RMAX – its ability to grind through desert terrain at speed. The shock tuning of the standard model is ideal for rocky, rutted, nasty trails, where it smooths the ride out unbelievably well. In the big bumps out west, however, the RMAX was a little soft. The Sport model flips that experience on its head, offering a rewarding drive at high speeds and when pushing the car in the

2022 YAMAHA RMAX2 1000 SPORT

rough.

Although Yamaha says it doesn’t sacrifice low-speed comfort with these new shocks, this model of RMAX is not for those planning on just cruising. The faster and harder you drive, the better the suspension gets, and we drove it as hard and fast as we could stomach on the challenging Arizona terrain. We slammed our way through rocky trails and up and down steep off-cambered hills, never bottoming the shocks on trail once. They soaked up every hard hit we threw at it. The Sport shocks settings also make you feel like you are always in full command. No unpredictable kicks or slide outs, and even at high speeds the ride stays relaxed.

Our testing also took us to some technical rock-

crawling sections. Here, we ended up bottoming a rear shock once while trying to attack a sheer 3-4ft rock ledge, hitting it with a little too much gusto. The RMAX still carried on up and over the ledge with no damage to the stout undercarriage.

Putting the D-mode controller in Crawl for these types of scenarios allows much greater throttle and wheel speed control. We couldn’t help but leave it in Sport, however, as the torquey power delivery makes you feel like you can wheelie.

Yamaha’s Wolverine RMAX Sport is a standout ride in the recreation segment, offering the best suspension in the class and a ride that will have you grinning ear to ear. It is an incredibly rewarding vehicle to drive, and now Yamaha sells one tuned for those of us who UTV OFF-ROAD MAGAZINE 13

UTV REVIEW

14 UTVOFFROADMAG.COM

2021 YAMAHA YXZ1000R SS SE

YXZ

1000R SS SE Yamaha’s wonderfully balanced YXZ hits the mark for sports-car performance STORY: CODY HOOPER

PHOTOS: ADAM CAMPBELL

T

ake a look across the 1000cc non-turbo sport UTV segment, and you’ll find an incredibly broad array of options. There are CVT, DCT, and manual-transmission equipped UTVs. Some use A-arm rear suspension, some use trailing arms. They vary in size, too- the smallest and largest cars in the 1000cc Sport UTV class vary in wheelbase length by about a foot. Lastly, they all offer quite different driving experiences. This car in particular aims to provide one thing: “Pure Sport, All Performance”.

“Superior pure-sport performance and drivercontrolled acceleration from this high-revving, highoutput inline-triple engine injects adrenaline into any adventure, from open deserts to tight woods.”

– Yamaha UTV OFF-ROAD MAGAZINE 15

UTV REVIEW

The YXZ returns with two SE color choices this year, as well as a base and XTR trim. In total, four color combinations are available. We love the simplicity of this white and blue model, especially with the blue frame elements.

Yamaha’s rev-happy YXZ1000R is billed by the tuning fork crew themselves as having a no-compromise attitude towards sport UTV performance.

For the most part, this is true, although the YXZ can also be a very comfortable long-distance UTV with just a few light modifications. The backbone of these statements are primarily directed at the method in which Yamaha chooses to send engine power to the Maxxis Bighorn M917-8PR tires. Rather than send power through a belt-driven continuously variable transmission, Yamaha gives you two options: a fully manual, three-pedal sequentially shifted five speed transmission or a paddle shift variant that includes a computer-actuated clutch. The latter of the two options is this: the 2021 YXZ1000R SS SE. Arriving in 2017, the YXZR SS, or Sport Shift, was created to bridge the gap between the racer crowd and the enthusiast. If road-going car sales are any indication, people don’t like to drive manual transmission cars much anymore. Yamaha knew that the three-pedal version of the YXZ1000R would have a very small market, so they invested heavily in making sure the SS version of their car worked brilliantly. In 2019, Yamaha released the second generation of the YXZ, bringing some large changes such as 16 UTVOFFROADMAG.COM

relocating the radiator to the rear of the car, fitting it with larger brakes, changing the transmission gear ratios, and much more. Gen 2 YXZ1000R SS cars also received revised transmission and clutch tuning, which has turned the YXZ SS into an absolute weapon on the trail.

Driving the YXZ1000R SS is just like driving a paddle-shift equipped sports car, although the YXZ lacks the programming to upshift itself. This is done entirely on purpose, as Yamaha tuned the transmission to be incredibly reliant on driver input to make its changes. It will downshift itself on heavy braking and return to first gear upon stopping, but the rest is up to the guy or gal in the driver’s seat. Pulls of the massive cast aluminum shift paddles crack off insanely quick shifts, allowing up or down movement between the gears even at wide open throttle. It will hold a gear to redline and stay there, which is exactly the way it should be. Hard shifts in the YXZ are audible and adrenaline rush-inducing, especially when the engine is singing north of 10,000 RPM. Bolted to the UTV industry’s most hardcore transmission is also its most hardcore engine: a naturallyaspirated, 10,500 RPM inline three-cylinder engine derived from Yamaha’s streetbike and snowmobile

RMAX YXZ1000R ADVENTURE 950SSSPORT SE 2021 CFMOTO YAMAHA ZFORCE expertise. It makes big torque for a naturally aspirated triple, but it takes some RPM to get there.

Normal driving takes place above 4,000 RPM in the YXZ, so calling it subdued or quiet would be a lie.

Yamaha does a good job of knocking out the drone of the YXZ’s engine, returning a nicely-tuned growl from the intake and a very subdued exhaust note. Aftermarket exhaust setups on the YXZ like the HMF Performance Series we tested here crank the YXZ’s audible euphoria to 11 – click that link for a sound byte!

The dual overhead cam engine is incredibly stout. It has also amassed a cult following from the drag-racing crowd over the last 5 years, leading to cars north of 500 horsepower on fully-built engines.

Stock-engined cars with Yamaha’s GYTR accessory or other aftermarket turbo kits make north of 170 horsepower reliably, without eating its drivetrain. This car was designed for serious abuse, and it holds up well. Tallied up between the UTVOR staff, we have over 8,000 miles logged in multiple YXZ1000Rs, and we have never broken one of them. The most damage we have recorded were a couple bent rear sway bar links.

To learn more about how the YXZ faired during our 3-year ownership stint with one, check out our long-term build review of our 2019 car here.

For 2021, the only change to the YXZ comes in the form of color and shock options. Yamaha has eliminated the X2 shock from

the YXZ lineup, replacing all iterations with the 2.5-inch bodied Fox Podium RC2. These shocks feature high and low speed compression, rebound, spring preload, and spring crossover adjustment. They come beautifully tuned out of the box, only requiring adjustment if you add weight to the car. Drivers can fine-tune the car’s behavior easily with suspension adjustments, as the RC2s respond well to tuning changes. Ride quality is great, although it gets even better at speed.

Yamaha’s YXZ1000R comes in a few flavors, but all of them feature the same interior trim. SE and XTR models now come with small in-cab LED lights positioned at the rear of the center console, which is an odd spot. They do offer The YXZ SE receives upgraded switches and pedals, enhanced underbody protection, a roof, and a rearview mirror to round out its paint and graphic upgrades. Here, you can see the ease of the YXZ’s drive mode switching.

While fairly unbolstered, the YXZ seat covers are insanely grippy.

They hold you in very well, and the seating position is low and laid back.

Yamaha’s paddles and gauge cluster are one of our favorite things about the car. Tilt steering moves the whole cluster, so it is always in clear view.

UTV OFF-ROAD MAGAZINE 17

2021 YAMAHA YXZ1000R SS SE

The heart of the beast is this all-aluminum inline three-cylinder engine. It makes massive power up high in the rev range, and a surprising amount of torque almost everywhere else.

Sacrificing bed space for cooling performance and balance was something that Yamaha’s engineers did not shy away from. The bed still retains four tie-down hooks, but works much better with an accessory storage box.

Long front A-arms allow the YXZ’s steering geometry to remain precise no matter where it is in its travel. Yamaha also fitted larger brakes to the 2019 and newer YXZ models.

18 UTVOFFROADMAG.COM

diffused light inside the cab at night, but we would have preferred to see them mounted above the occupants on the cage somewhere. Yamaha’s stock seats are grippy but fairly unbolstered, leaving most of the occupant containment to the rest of the car’s interior surfaces. Luckily, the center console, door, and shoulder guards are all smooth and fairly soft to the touch, making the YXZ cab a nice place to spend time. Aftermarket seats and harnesses are a must to fully realize the YXZ’s handling potential. All of the controls are well within reach and feel highquality, including the electronic shifter on the center console. It makes 3-point maneuvers incredibly easy once you get the hang of operating the YXZ. On paper, the Yamaha’s “double-wishbone” front and rear suspension does not paint a correct image of how the suspension functions. Sure, the front is a true dual A-arm or double-wishbone setup, using extremely long arms for less camber and scrub change during its 16.2 inches of wheel travel. Out back, the rear arms are quite massive, more closely resembling a triangulated trailing arm than a doublewishbone. It provides 17 inches of suspension travel, and leaves you with some room under the skidplate at full bump.

Yamaha wasn’t aiming to win any cargo capacity contests, especially since the 2019+ models lose half of the bed volume to the rear radiator and dual fan assembly. It’s a welcome tradeoff that can be remedied with some help from either GYTR or aftermarket storage solutions available to carry your gear and a spare tire. The rearward weight bias helps the YXZ keep its mass centralized, leading to laser-sharp steering precision and incredible stability. Interior storage is relegated to a center console box that will likely be taken up by a radio, stereo or other electronic equipment, and a decently sized glovebox.

There is a tool kit and some other accessories under the passenger’s seat cushion, accessed by pulling up on the back of the seat base.

Suspension performance from the 2021 YXZ1000R SS is stellar, exhibiting great body control and bottoming resistance. The YXZ is not what we would call plush, but it is very well-suspended. It rides stiffer than the KRX and about equal with Talon R,

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UTV OFF-ROAD MAGAZINE 19

2021 YAMAHA YXZ1000R SS SE so not stiffly enough that it is uncomfortable. The YXZ’s damping characteristics keep it in the middle of its suspension stroke very well, which keeps the car stable and allows room for emergency bump absorption without upsetting the chassis too much. Drivers will love the fact that as you push the YXZ harder and faster down the trail, the ride quality gets even better. Nothing makes the YXZ happier than being thrashed like the budget rally car it is. The YXZ has an incredibly well-tuned suspension package from the factory that allows it to fly over jumps, bumps, and whoops without batting an eye.

While the engine and transmission steal a lot of the limelight, it is really the YXZ’s

handling character that sets it apart from the field. The YXZ1000R turns with incredible precision and shows off a near-perfect chassis balance that is easy to control at the limit of traction. We spend almost 100% of our drive time with the YXZ in 4WD. It offers selectable 2WD, 4WD, and 4WD with Diff Lock, which are accessed via a rotary knob on the center console. In 4WD, small inputs to the steering wheel or brushing the brake pedal mid-corner get the YXZ to rotate out, and feeding throttle back in helps lock it down on a line and power out of the corner. It feels very light, reacting quickly to changes in direction commanded by the driver. After a few hours of seat time, you will feel like

A side view of the YXZ makes it easier to see why they handle so well.

The weight of the entire engine, transmission, and driveline sits far forward of the rear axle, keeping the weight centered in the car.

The YXZ’s driving position and sightlines are fantastic.

The unobstructed view out of the car is beneficial everywhere.

The McCracken Mine is home to yet another cabin in great condition – besides the obvious wear and tear from being left out in the elements, these buildings are well taken care of and house lots of interesting items to look at.

In 2WD, the YXZ is a drifting fool. It loves to slide, and also offers great grip while doing so.

20 UTVOFFROADMAG.COM

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2021 YAMAHA YXZ1000R SS SE the world’s most precise driver, able to nail a line in any corner while hanging the tail out at high RPM. This car makes you feel like a hero.

The YXZ is not without its faults, but most of them stem from sacrifices Yamaha made in the name of all-out sport performance. First, the fivespeed transmission cannot be easily adjusted for big changes in tire size like a CVT transmission can, so if you are going to run larger tires, you might as well add some power to it as well. It also lacks storage space in the cab and the bed, but this can be remedied with aftermarket bags and storage accessories just like with any UTV. The ride is fairly plush at low speeds, but the valving is definitely geared

more towards aggressive driving. Those looking to cruise around slowly would be much more comfortable in a car like Yamaha’s RMax 1000.

There are more comfortable cars on the market.

There are also faster ones, less expensive ones, and ones with far more suspension travel. The YXZ, however, does wear a crown in the UTV industry, and that is for being the most visceral. This is the most sophisticated-handling UTV you can buy, and is also the one that delivers the most raw, unfiltered driving experience available. If you truly enjoy driving and are willing to run the YXZ hard, this car delivers a dopamine rush at every corner, bump, and jump.

Sideways shenanigans in the YXZ can be had in 2 or 4WD. It feels incredibly stable when attacking uneven or off-camber corners.

The YXZ’s suspension gets plusher the harder you drive it. It produces impressive travel numbers on paper, but is even more impressive from the driver’s seat.

22 UTVOFFROADMAG.COM

The YXZ’s 8 ply rated Bighorn tires are fantastic in almost every terrain imaginable. This tire is much stronger than Bighorns in the past, and has yet to give us any issues in our testing.

888.541.7223 | RUGGEDRADIOS.COM

2021 YAMAHA YXZ1000R SS SE

After 2019, the YXZ SS models got lower initial gearing, making them much more willing to climb.

They still aren’t as easy to use as a CVT-equipped car in the steep, slow sections, but they are far more adept at hardcore climbing than one would think.

YAMAHA YXZ

1000R SS SE STEERING & SUSPENSION FRONT SUSPENSION

Independent double wishbone w/anti-sway bar, fully adjustable FOX® 2.5 Podium® RC2 Dual Spring shocks w/ adjustable crossover; 16.2-in travel

REAR SUSPENSION

Independent double wishbone w/anti-sway bar, fully adjustable FOX® 2.5 Podium® RC2 Dual Spring shocks w/ adjustable crossover; 17.0-in travel

ENGINE & DRIVETRAIN ENGINE TYPE

Liquid-Cooled, DOHC inline three-cylinder; 12 valves

DISPLACEMENT

998 cc

BORE & STROKE

80.0mm x 66.2mm

FUEL DELIVERY

Yamaha Fuel Injection (YFI); three 41mm Mikuni® throttle bodies

COMPRESSION RATIO

11:3:1

FUEL SYSTEM

DFI® with Two 50mm ETV Throttle Bodies

TRANSMISSION

Manual foot clutch; 5-speed sequential with reverse Final Drive On-Command; 3-way locking differential; selectable 2WD and 4WD with diff lock; shaft drive

DIMENSIONS OVERALL L x W x H

123.0 in x 64.0 in x 68.9 in

FRONT BRAKES

Dual hydraulic disc

WHEELBASE

90.5 in

REAR BRAKES

Dual hydraulic disc

MAX GROUND CLEARANCE

13.2 in

FRONT TIRES

29 x 9.00R-14 Maxxis® Bighorn® M917-8PR

TURNING RADIUS

236.0 in

REAR TIRES

29 x 11.00R-14 Maxxis® Bighorn® M918-8PR

FUEL CAPACITY

9.0 gal

WHEELS

Bead-lock Wheels

WET WEIGHT

1521 lb

WHEEL TRAVEL

Front 18.6 in, Rear 21.1 in

WARRANTY

6 Month (Limited Factory Warranty)

24 UTVOFFROADMAG.COM

TURES

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YAMAHA

2022

YAMAHA UTV BUYER'S GUIDE Every YXZ, Wolverine & Viking Model STORY: STAFF OF UTV OFF-ROAD MAGAZINE PHOTOS: PROVIDED BY YAMAHA

2022 YAMAHA YXZ1000R

MSRP: $18,999

COLORS: Team Yamaha Blue 26 UTVOFFROADMAG.COM

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

998cc triple-cylinder 1,521 64” 90.5” 29” Maxxis Bighorn 8 ply 14” aluminum Independent double wishbone with fully adjustable FOX Podium RC2 2.5 shocks, 16.2” travel Independent double wishbone with fully adjustable FOX Podium RC2 2.5 shocks, 17.0” travel 9 Manual foot clutch, 5-speed sequential with reverse On-command 4WD system with 3-way, fully locking front differential 2021 BUYER'S GUIDE

2022 YAMAHA YXZ1000R SS

MSRP: $18,999

COLORS: Team Yamaha Blue

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

998cc triple-cylinder 1,523 64” 90.5” 29” Maxxis Bighorn 8 ply 14” aluminum Independent double wishbone with fully adjustable FOX 2.5 Podium RC2 shocks, 16.2” travel Independent double wishbone with fully adjustable FOX 2.5 Podium RC2 shocks, 17.0” travel 9 Yamaha Sport Shift, paddle shift with auto clutch, 5-speed sequential with reverse On-command 4WD system with 3-way, fully locking front differential UTV OFF-ROAD MAGAZINE 27

YAMAHA

2022 UTV BUYER'S GUIDE

2021 YAMAHA YXZ1000R SS SE

MSRP: $20,699

COLORS: Yamaha Black, White

Engine Size: Dry weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

998cc triple-cylinder 1,523 64” 90.5” 29” Maxxis Bighorn 8 ply 14” aluminum Independent double wishbone with fully adjustable FOX 2.5 Podium RC2 shocks, 16.2” travel Independent double wishbone with fully adjustable FOX 2.5 Podium RC2 shocks, 17.0” travel 9 Yamaha Sport Shift, paddle shift with auto clutch, 5-speed sequential with reverse On-command 4WD system with 3-way, fully locking front differential

2021 YAMAHA YXZ1000R SS XT-R

MSRP: $21,799

COLORS: Covert Green

Engine Size: 998cc triple-cylinder Dry weight (lbs): 1,624 Width (in): 64.4” Wheelbase (in): 90.5” Tires: 29” Maxxis Carnage Wheels: 14” aluminum with beadlock Front suspension: Independent double wishbone with fully adjustable FOX 2.5 Podium RC2 dual spring shocks with adjustable crossover, 16.2” travel Rear suspension: Independent double wishbone with fully adjustable FOX 2.5 Podium RC2 dual spring shocks with adjustable crossover, 17.0” travel Fuel capacity (gal): 9 Transmission: Yamaha Sport Shift, paddle shift with auto clutch, 5-speed sequential with reverse 2WD/4WD: On-command 4WD system with 3-way, fully locking front differential

2022 YAMAHA WOLVERINE X2 850 R-SPEC Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: MSRP: $14,899, $15,399 2WD/4WD: COLORS: Armor Gray, Yellow, Realtree Edge Camo

847cc parallel-twin 1,675.5 62.2” 83.7” AT27” GBC Dirt Commander 12” aluminum Independent double wishbone with KYB fully adjustable piggyback shocks, 8.7” travel Independent double wishbone with KYB full adjustable piggyback shocks, 9.3” travel 9.2 Ultramatic V-belt (CVT) with all-wheel engine braking, L/H/N/R On-command 3-way locking differential, full diff-lock 4WD

2022 YAMAHA WOLVERINE X2 850 XT-R

MSRP: $16,499

COLORS: Tactical Black/Carbon Metallic 28 UTVOFFROADMAG.COM

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

847cc parallel-twin 1,704.2 62.3” 83.7” AT27” GBC Dirt Commander 12” aluminum Independent double wishbone with KYB fully adjustable piggyback shocks, 8.7” travel Independent double wishbone with KYB full adjustable piggyback shocks, 9.3” travel 9.2 Ultramatic V-belt (CVT) with all-wheel engine braking, L/H/N/R On-command 3-way locking differential, full diff-lock 4WD

2021 BUYER'S GUIDE

2022 YAMAHA WOLVERINE X4 850 R-SPEC

MSRP: $17,399

COLORS: Armor Grey/Yellow

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

847cc parallel-twin 1,757.1 61” 83.7” AT26” Maxxis MU75 (front) and MU76 (rear) 12” Independent double wishbone with anti-sway bar, 8.7” travel Independent double wishbone with anti-sway bar and self-adjusting shock absorbers, 9.3” travel 9.2 Ultramatic V-belt (CVT) with all-wheel engine braking, L/H/N/R On-command 3-way locking differential, full front diff-lock 4WD

2022 YAMAHA WOLVERINE X4 850 XT-R

MSRP: $18,999

COLORS: Tactical Black/Carbon Metallic

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

847cc parallel-twin 1,785.7 61” 83.7” AT27” GBC Dirt Commander 12” aluminum Independent double wishbone with fully adjustable KYB piggyback shocks, 8.7” travel Independent double wishbone with anti-sway bar and self-adjusting shock absorbers, 9.3” travel 9.2 Ultramatic V-belt (CVT) with all-wheel engine braking, L/H/N/R On-command 3-way locking differential, full front diff-lock 4WD

2022 YAMAHA WOLVERINE RMAX2 1000 R-SPEC

MSRP: $20,699

COLORS: Armor Gray,/Yellow

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

999cc parallel twin 1,845.3 64” 86.7” AT30” GBC Dirt Commander 2.0 14” aluminum Independent double wishbone with Fox QS3 piggyback shocks, 14.2” travel Independent double wishbone with Fox QS3 piggyback shocks, 16.9” travel 9.2 Ultramatic V-belt (CVT) with all-wheel engine braking, L/H/N/R On-command 3-way locking differential, full front diff-lock 4WD

2022 YAMAHA WOLVERINE RMAX2 1000 XT-R

MSRP: $23,899

COLORS: Tactical Black/Carbon Metallic

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

999cc parallel twin 1,876.1 64” 86.7” 30” Maxxis Carnivore 14” aluminum Independent double wishbone with Fox QS3 piggyback shocks, 14.2” travel Independent double wishbone with Fox QS3 piggyback shocks, 16.9” travel 9.2 Ultramatic V-belt (CVT) with all-wheel engine braking, L/H/N/R On-command 3-way locking differential, full front diff-lock 4WD

UTV OFF-ROAD MAGAZINE 29

YAMAHA

2022 UTV BUYER'S GUIDE

2022 YAMAHA WOLVERINE RMAX2 1000 SPORT

MSRP:$22,599

COLORS: Team Yamaha Blue

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension:

Rear suspension:

Fuel capacity (gal): Transmission: 2WD/4WD:

999cc parallel twin 2022 YAMAHA WOLVERINE RMAX2 1000 LIMITED EDITION 1,884.9 64” 86.7” 30” Maxxis Carnivore 14” aluminum Independent double wishbone with Fox iQS piggyback shocks, 14.2” travel Independent double wishbone with Fox iQS piggyback shocks, 16.9” travel 9.2 Ultramatic V-belt (CVT) with all-wheel engine braking, L/H/N/R MSRP: $24,399 On-command 3-way locking differential, full front diff-lock 4WD COLORS: Matte Silver/Pearl White

2022 YAMAHA WOLVERINE RMAX4 1000 R-SPEC

MSRP:$22,699

COLORS: Armor Gray/Yellow

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

999cc parallel twin 1,993 64” 90.2” AT29” GBC Dirt Commander 14” aluminum Independent double wishbone with Fox QS3 piggyback shocks, 14.2” travel Independent double wishbone with Fox QS3 piggyback shocks, 13.3” travel 9.2 Ultramatic V-belt (CVT) with all-wheel engine braking, L/H/N/R On-command 3-way locking differential, full front diff-lock 4WD

2022 YAMAHA WOLVERINE RMAX4 1000 XT-R

MSRP: $25,499

COLORS: Tactical Black/Carbon Metallic

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

999cc parallel twin 2,050.3 64” 90.2” 29” Maxxis Carnage 14” aluminum Independent double wishbone with Fox QS3 piggyback shocks, 14.2” travel Independent double wishbone with Fox QS3 piggyback shocks, 13.3” travel 9.2 Ultramatic V-belt (CVT) with all-wheel engine braking, L/H/N/R On-command 3-way locking differential, full front diff-lock 4WD

2022 YAMAHA WOLVERINE RMAX4 1000 LIMITED EDITION

MSRP: $26,699

COLORS: Matte Silver/Pearl White 30 UTVOFFROADMAG.COM

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

999cc parallel twin 2,059.1 64” 90.2” 29” Maxxis Carnage 14” aluminum Independent double wishbone with Fox iQS piggyback shocks, 14.2” travel Independent double wishbone with Fox iQS piggyback shocks, 13.3” travel 9.2 Ultramatic V-belt (CVT) with all-wheel engine braking, L/H/N/R On-command 3-way locking differential, full front diff-lock 4WD

2021 BUYER'S GUIDE

2022 YAMAHA VIKING EPS

MSRP: $13,899/$14,299

COLORS: Tactical Green, Realtree Edge Camo

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

686cc single 1431 61.8” 84.1” AT 25” Maxxis Bighorn 12” aluminum Independent double wishbone, 8.1” travel Independent double wishbone, 8.1” travel 9.7 Ultramatic V-belt with all-wheel engine braking (CVT); L/H/N/R On-command 4WD with 3-way locking differential

2022 YAMAHA VIKING EPS RANCH EDITION

MSRP: $14,599

COLORS: Copper Metallic

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

686cc single 1,448 64” 84.1” AT 25” Maxxis Bighorn 12” aluminum Independent double wishbone, 8.1” travel Independent double wishbone, 8.1” travel 9.7 Ultramatic V-belt with all-wheel engine braking (CVT); L/H/N/R On-command 4WD with 3-way locking differential

2022 YAMAHA VIKING VI EPS

MSRP: $14,699, $15,299 (Camo)

COLORS: Tactical Green, Realtree Edge camo

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

686cc single 1,695 61.8” 115.6” AT 25” Maxxis Bighorn 12” steel (12” aluminum on camo model) Independent double wishbone, 8.1” travel Independent double wishbone with anti-sway bar, 8.1” travel 9.7 Ultramatic V-belt with all-wheel engine braking (CVT); L/H/N/R On-command 4WD with 3-way locking differential

2022 YAMAHA VIKING VI EPS RANCH EDITION

MSRP: $15,999

COLORS: Copperhead Metallic

Engine Size: Wet weight (lbs): Width (in): Wheelbase (in): Tires: Wheels: Front suspension: Rear suspension: Fuel capacity (gal): Transmission: 2WD/4WD:

686cc single 1,695 61.8” 115.6” AT 25” Maxxis Bighorn 12” steel (12” aluminum on camo model) Independent double wishbone, 8.1” travel Independent double wishbone with anti-sway bar, 8.1” travel 9.7 Ultramatic V-belt with all-wheel engine braking (CVT); L/H/N/R On-command 4WD with 3-way locking differential

UTV OFF-ROAD MAGAZINE 31

LO O N L A K E , C A L I F O R N I A

THERocky Path LESS

TRAVELED What is it like to traverse and tent camp the famed Rubicon Trail in a UTV? STORY: CODY HOOPER PHOTOS: CODY HOOPER & DAVE SCHELSKE

32 UTVOFFROADMAG.COM

VENI VIDI VICI.

This iconic quote highlighting Julius Caesar’s triumph over Pontus in 46 B.C. was written on a placard worn by the man himself. It means “I came, I saw, I conquered”, and has long been thought to signify his swift victories in battle. Just a few short years earlier, Julius Caesar marched his army across a famed river in northeastern Italy, kick-starting the Roman Civil War. That Italian River is called the Rubicon.

Fast forward to 2021, some 2,060+ years later, and we found ourselves crossing a Ru-

bicon of our own. While not nearly as deadly as the circumstances Julius Caesar faced, the Rubicon Trail still commands respect, being widely regarded as one of the most difficult off-road trails in the United States.

This “river”, mostly dry and made up of 22 miles of snaking rock and boulder-strewn trail, signifies a gauntlet to both man and machine.

Trip-ending traps and ledges hover every few feet on the Rubicon Trail, meaning that if you do not bring your A-game, there is a good chance you may leave the trail behind a very expensive tow rig.

Follow the leader – we chase rubber marks up the rocky faces of the Slabs.

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Getting to the Rubicon Trailhead is an adventure all of its own. Situated about 2 hours east of Sacramento, California, the Rubicon has three main entry points. Loon Lake and Wentworth Springs allow access on the west end of the trail, and Homewood on the east side. If you enter from the Loon Lake trailhead, you will get to enjoy a 30 mile jaunt up a winding ribbon of mountain highway named Ice House Road. Some of the big rock-crawling rigs looked more stressed by the canyon drive than they did by the Rubicon itself, 40-inch tires squealing as lockers chirp and bounce around the tight mountain corners.

The Loon Lake entrance is by far the prettiest of the three, as you get to drive along the top of a dam built to keep the lake from spilling down into the valley behind it. Once you reach the water’s edge, a long, downhill left hand turn brings you to the entrance of the famed Rubicon Trail. Once your tires touch dirt here, there is no easing up until you get off the trail.

The very first single mile of the Rubicon was all I had ever driven or ridden on prior to showing up and sliding behind the wheel of this metallic-blue Yamaha Wolverine RMax 1000 LE. It was also almost ten years ago, so my memory was distant, other than looking forward to exploring the famed “Granite Bowl” again. Lined up at the edge of Loon Lake were twelve brand-new RMax units, all outfitted with UHMW skid plates, rock sliders, and front bash plates. Otherwise, they were completely stock, even down to the tires. We ran 12 PSI in the tires on factory, non-beadlock wheels. For this trip, I packed all of my clothing, camera gear, and riding gear in a giant rolling hard case. It fit perfectly in the bed of the RMax with a 25-quart Engel cooler behind it and had plenty of room to spare.

“There are going to be big rocks right off the bat,” we overheard from a Yamaha engineer speak34 UTVOFFROADMAG.COM

Yamaha’s Wolverine RMax 1000 LE packs a few unique features over the base model, including Yamaha’s D-Mode throttle controller, Adventure Pro integrated GPS, a 4,500 pound winch, Fox iQS in-cab adjustable suspension, an SSV Works Bluetooth Stereo, and this gorgeous metallic cobalt blue paint.

In certain areas, the RMax’s small footprint (compared to a Jeep or truck) is a major advantage. More line options present themselves the more maneuverability you have behind the wheel.

ing to another driver behind us. He was not kidding, as we stopped at the beginning of the trailhead, threw the RMax in low range, and never looked back. Yamaha was quick to tell us that even if you leave the transmission in high range and attempt some of these obstacles, it will not burn the belt.

Yamaha has designed the RMax with an internal wet clutch in addition to its CVT clutches that takes the slip and abuse away from the belt. Yamaha is so confident in this technology that they give every new RMax (and some other Yamaha units) a 10-year belt warranty, claiming that the belt your car is purchased with should last you a whole decade. When asked if this was marketing hype or not, one engineer responded by telling us that they felt totally comfortable putting twelve showroom-stock cars on the Rubicon without bringing any spare belts. We hope that was hyperbole, but spoiler alert- not a single belt was damaged during the trip.

The first half-mile or so of trail took us a solid twenty-five minutes. We would all bunch up in a line, with each car taking off in intervals. Trail speeds on

the Rubicon are slow by nature of the terrain, and this was no exception. These RMax units have great ground clearance, with 13.8 inches available under most of the car. However, they are still only running a 30-inch tire, meaning you have to choose your line carefully to keep the belly from smacking rocks all day. Luckily, it was designed and outfitted with Yamaha’s accessory sacrificial rockers, or rock sliders, which are made of plate steel and keep rocks between the front and rear wheels from killing the underside of the vehicle. The first few times you hear one smack a rock as you roll down an obstacle will have you monitoring your throttle and brake inputs very carefully. Driving smoothly and putting your tires in the correct places are what matter most on the Rubicon Trail, not speed.

Believe it or not, the Rubicon is an incredibly wellkept trail system. There exists a small ecosystem of part-time and full-time volunteers that help keep the trails clean, intact, and most importantly, open.

There are maintained bathrooms along the trail in certain areas for public use, but the only camping fa-

4- Buck Island provides a great resting spot with incredible scenery.

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cilities along the whole trail exist at Rubicon Springs.

There is a heavy emphasis on trail etiquette and respect that lives here, and it is refreshing to see.

Other areas of our riding land here in the US are being roped off for abuse and littering, usually caused by a small percentage of the people who actually visit them. The feeling here is pack in and pack out, or another trail-goer may force you to!

It only takes a couple of minutes to get the hang of crawling around in the RMax. Its super-intuitive controls and huge suspension travel makes traversing nasty terrain simple. Coming out of the “Gatekeeper” section of small and medium-sized boulders, you end up on a giant sand dune made of solid granite. Massive pine trees grow out of cracks in the rock floor, seemingly unfazed by the lack of soil thanks to fungi that help break down the rocks into compounds the trees can digest. It is an aweinspiring sight, much akin to the first time you see Coos Bay or Winchester Bay Dunes in Oregon, or Silver Lake Dunes in Michigan.

Crossing the granite bowl, we find a few square ledges and drop-offs that offer a little two-footed driving practice. Often on this trail, proper two-foot driving (in a rig that is capable of it) will help keep the car steady while you progress over obstacles, and the RMax does so brilliantly. Certain areas require immediate throttle delivery when the vehicle touches down, others require slow, brake-dragging descents that often have you holding the vehicle in place with a single tire. Always exciting, but never nerve-wracking, this trail has thus far provided us with several hours of intense obstacles that the RMax units are crawling over with complete ease.

We pass a man-made sign that checks us a bit, letting us know we have only traversed three miles of trail so far. Our speed average? 4.6 miles per hour.

Near lunch time, we stop at the edge of Buck Island, having just climbed a concrete dam poured 36 UTVOFFROADMAG.COM

Obstacles abound, with trees, rocks, and silt often positioned on precarious inclines. These things combine to make one of the most satisfying trail riding experiences available.

The four-seat RMax 4 models tend to look more exaggerated during climbs thanks to a slightly longer wheelbase, but they feel just as stable from the driver’s seat. Here, a Yamaha engineer shows off the RMax’s incredible climbing skills.

into rock to arrive there. A flat spot offers an incredible view, a bathroom, and a sandwich from our Engel cooler. So far, everyone is having an absolute blast. We have had zero issues, and the Blu Cru are all smiles because of it. Led by Yamaha’s Pat Biolsi, we prepare for some tougher obstacles during the next few miles of our journey. The first is a near-vertical climb out of the Buck Island clearing, followed by a meandering rock garden climbing in elevation, eventually reaching more wide-open granite rock faces. This time, we traverse them on a sideways incline. The RMax does not mind a bit, so sure-footed that at times, it makes you feel like it would drive upside-down (it won’t). It is stable enough to have completely reset my brain’s onboard lean indicator after two days on the trail. The RMax never once felt as if it was going to tip, even with one wheel four feet off the ground.

The reason why the RMax feels so stable is the exact reason why it is so good on the Rubicon: suspension and chassis design. While most recreational or sport-ute UTVs typically have around 10 inches of suspension travel, some stand out. For instance, the

Polaris General XP 1000 has 14 inches of suspension travel front and rear from a dual A-arm setup at all four corners. The RMax is in similar territory with 14.2 inches of front suspension travel, but out back, it packs a whopping 16.9 inches of travel.

That is enough for the RMax to easily torch other recreational UTVs in articulation tests, which are a measure of how far a car can flex while still putting power down to the earth below it. The Rubicon demands that you think about traction opportunities as much as you think about not running your rig aground upon a rock. The RMax takes most of the hard work out of finding traction.

By the time we got to the middle of the trail around Indian Hill and Big Sluice, the RMax had me feeling like a rock-crawling pro. One of the greatest parts about having a rig this small on the Rubicon is that your line options are almost endless.

You can repeat the same sections multiple times, using different approaches, obstacles, and techniques to get you along the trail. Its replay value is huge, especially when you consider the scenery it is draped in. As we get to Big Sluice, we find some

The lead cars get the excitement of picking lines first without the advantage of seeing other drivers’ mistakes ahead of them. The only winching that had to be done the entire trip was to pull the lead car out of a couple of attempted lines to reposition.

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large obstacles and big drops. The trail meanders back into the thick woods, and we start aiming downhill at a steep grade. Here, you can start to smell the river, signaling you are getting close to the famed Rubicon Springs.

We pressed on down the Big Sluice, over a bridge and some very uniform river rock. We later learned that river rock is helicoptered in to be spread across areas of the trail that are badly eroded in order to repair certain sections. One Rubicon Trail guru that we met on the trip, Chipper, later showed us a video on his phone around the campfire of these rock-drop operations taking place. It is amazing how much hard work and love the Rubicon Trail users put into keeping this place viable for off-roaders. As we come upon Rubicon Springs, which is a campground and commons built alongside the Rubicon River, we wave hello at our camp hosts for the night and continue on the trail to the famed Cadillac Hill.

Cadillac Hill was aptly named after a car (jury is still out on whether it is actually a Cadillac) plummeted off of the trail, ending up in the gully below.

Traversing it the way we did, it almost seemed like a greatest hits/uphill remix of obstacles we had crossed on the trail earlier in the day. Tight, rocky uphills covered in slippery tree roots block your forward path, and Cadillac Hill offers many option lines to get around slower rigs in certain spots. This part of the trail climbs a thousand feet in elevation from Rubicon Springs to Observation point, which capped off our drive for the day. Here, at over 7,000 feet above sea level, we were on the same plane as where we started, now having traversed over 2,000 feet of total elevation change. After some high-fiving and photo ops at Observation Point, we turned back down Cadillac Hill towards Rubicon Springs to meet our camp hosts for the night.

Pulling into Rubicon Springs, it is immediately noticeable that this place is set up to house a lot of tent campers. Massive BBQ pits, huge fire rings, and 38 UTVOFFROADMAG.COM

No camera trickery here- this RMax 4 is leaned heavily to the passenger’s side, but still firmly planted. You can see the confidence in the driver’s body position.

The number and severity of the water crossings on the Rubicon are directly related to snowpack and melt, so this year, they were a bit dry. In the winter months, sometimes the entire trail is covered in heavy snow.

In the rocks, proper wheel placement matters big-time. Notice how the passenger’s side front tire is perched on the rock purposely to keep the belly up long enough to pass that momentum-stopping boulder under the center of the car.

a ton of open real estate to pitch your tent make up most of the grounds here. There is a large, covered outdoor kitchen, in which the Rubicon Springs staff, Rubicon Trail Adventures, and Yamaha staff came together to provide an awesome tri-tip dinner in the middle of the woods. We were lucky enough to be sleeping along the river in Klymit Maxfield 2 tents, something I have become very accustomed to sleeping in lately. I picked out a tent, dropped off my gear, and grabbed a plate full of grub. As night fell, we all stayed around the campfire for a bit, but most of us retired early as we had a 6 AM call time to get back on the trail the next day.

The next morning flew by. Somewhere between packing up my tent and brushing my teeth I was

treated to a great breakfast burrito by the Rubicon Springs staff. As we loaded the RMax units back up, the anticipation started to build, as absolutely everyone was pumped up to get back on the trail and complete yesterday’s drive in reverse. The climb back out of the river basin promised to be a tough one, as we had all mentally picked out a few spots we thought would be tough going against gravity the next day.

Going up Big Sluice, we got our first tastes of traction loss and getting ejected off of our intended line before 7 AM, which was a better jumpstart to the day than a cup of coffee. Surprisingly, the trip back was not nearly as difficult as we had expected it to be. Now well-practiced, our longest In certain areas of the trail, a spotter is necessary to keep you lined up as you crest obstacles you cannot see over. Simple hand gestures go a long way from the driver’s seat. Here, a member of the Yamaha crew signals to aim the wheel toward the driver’s side.

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delay all day stemmed from having to shuffle 12 RMax UTVs around two Jeeps on a section of trail that was not wide enough for either to pass. After ten minutes or so of careful maneuvering and a ton of laughs, the parties were able to move on past each other and continue. Many sections of the trail allow you to choose your level of difficulty by selecting harder or easier lines, although some sections have only one way up. Big Sluice is one of those – huge rock faces on an already incrediblysteep incline makes for a couple of pucker moments as you keep the throttle on through wheelspin, wiggling the wheel slightly to find traction.

This is a game of patience and finesse, something that comes easy to the RMax driver thanks to the tools they are presented with.

The trip back goes more quickly than expected by the entire group, mainly because everyone is having so much fun that they refuse to stop driving. When every foot of trail presents something to scan, maneuver around, and climb over, it makes for some of the most densely packed fun I have ever had behind the wheel of a UTV. Endless streams of obstacles are tackled with the mindset of maintaining the smoothest line and never getting stuck, fueled by a side bet that a few of us had made day one to bring the cars back as close to unscratched as humanly possible. More on that later.

After just a few hours of seat time, we were all feeling like adeptly trained rock pilots behind the wheel of these cheater machines. The RMax comes incredibly well-equipped for this fight, packaging incredible suspension performance with a bulletproof drivetrain, big horsepower and an extremely intelligent throttle controller, dubbed Yamaha D-Mode.

Originally grafted from sport bike DNA, D-Mode is an intelligent throttle control system built into the RMax’s ECU that offers three distinct modes.

These modes change the entire personality of the 40 UTVOFFROADMAG.COM

Big boulders and steep inclines make for a darn good time on the Rubicon. Here, an RMax navigates a narrow rock chute on the climb back out of the Rubicon Springs valley.

UTVs are fantastic camping companions, allowing you to pack your gear in and out of extremely remote places with relative ease and low cost. Klymit’s camping gear represents the high-end of the spectrum, built for serious camping enthusiasts that value durability and ease of setup.

Something we didn’t expect to see on the Rubicon were spectators!

Some, like this nice man and his dog standing in the background, are there passing out maps, trail protection information and more.

machine, changing the engine’s behavior, response, power delivery, engine braking, and more. The three settings, Crawl, Trail, and Sport, all offer a different experience behind the wheel. We stayed in crawl for most of the trip, enjoying the longer pedal feel and almost infinite RPM manipulation it provided. In situations where maintaining traction while applying power is especially important, the D-Mode controller makes dialing it in incredibly easy.

We rounded out our second day on the trail with another visit to the Granite Bowl, stopping here for lunch this time to reflect on the amazing journey we had just been through. The group was lit up, everyone on a high after successfully navigating the trail with zero breakdowns, flats, injuries, or tip-overs.

The Yamaha crew have not only built a UTV capable of conquering the Rubicon trail, they have built one that could survive doing it many times without having to modify it past skid plates and rock sliders.

The Rubicon Trail is an amazing place, full of breathtaking views, incredible obstacles, and some of the most fun and challenging trail riding I have personally ever done. Getting outside of your comfort zone is often good for growth, and on this trip, I learned that there is more fun available under 5 miles per hour than I ever imagined possible. Hats off to Yamaha for recognizing they had a machine capable of achieving a flawless victory over the Rubicon, and also for being bold enough to invite all of us along to prove it.

The smoothest part of the Rubicon trail, just long enough to catch a breathtaking glimpse of Buck Island Lake.

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UTV REVIEW

YAMAHA

OLVERIN E W RMAX2 1000 XT-R

The Next Generation of Yamaha’s Recreation-Focused UTVs STORY: CODY HOOPER PHOTOS: ADAM CAMPBELL PHOTOGRAPHY

42 UTVOFFROADMAG.COM

2021 YAMAHA WOLVERINE RMAX2 1000 XT-R

I

’ll never forget the first time I saw a Yamaha UTV in the wild – it was 2004, and the legendary Rhino 660 had just hit the market. My father and I were riding dirt bikes up in the hills in Gorman, California, having a break on the side of the trail. A middle-aged man clad in street clothes and an open-face motorcycle helmet came flying past us on the trail at what appeared to be an extreme rate of speed for the utility cart he was driving.

Pardon my description, but before this, all we had seen in these hills as far as UTVs go were Mules, Rangers, and other yard equipment. This thing was going triple the speed any of those tractors could manage, and the driver had an ear-toear grin as he passed us. We geared back up hastily and chased him down, finally cornering him for a little Q&A about his mystery machine. Little did we know at that time just how big the UTV movement would become, and how important that Rhino would be in shaping its future.

While Yamaha’s Rhino nameplate was unfortunately discontinued years back, the Viking and Wolverine have carried the torch well. The Rhino’s ethos was simple: do everything a UTV can do, do it well, and make it fun for the driver. With the introduction of the Wolverine RMAX2, Yamaha has again set their sights at delivering that experience, with two new UTVs based on the Wolverine platform. The RMAX2 and RMAX4 share a new, highoutput 1000cc parallel twin engine and bespoke suspension.

We joke that the “R” in RMAX stands for Rhino (Yamaha won’t confirm), but the bottom line is this: Yamaha has big shoes to fill here, as not only does the RMAX carry Yamaha into the next generation of sport/utility UTVs, but it also has some very stiff competition!

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ENGINE

Like the Wolverine 850, the RMAX also gets its motivation from a parallel twin-cylinder engine with dual overhead cams and four valves per cylinder. The engines share some design elements, but are worlds apart in terms of how they’re built. The RMAX engine uses a shorter stroke than the Wolverine 850, but a much larger bore. The Wolverine RMAX 1000’s engine produces around 40 more horsepower than the 850, and utilizes Yamaha’s all-new Ultramatic transmission. The engine is strong, snappy, and perfectly happy hauling the RMAX around at speed.

The RMAX2 and RMAX4 also have Yamaha D-Mode throttle control, which is an adjustable ECU mapping program that affects how the vehicle responds to throttle inputs. It also changes the way power is fed in, creating very differentfeeling profiles for each of its three modes. We saw 71 MPH in dirt, a healthy top speed and plenty for the sport/ute segment. Others have claimed even higher. Yamaha gave the RMAX a massive power jump from the Wolverine 850, and it is much appreciated out on the trail!

TRANSMISSION/ DRIVETRAIN

Yamaha’s newest iteration of the Ultramatic CVT transmission uses much beefier parts than the smaller Wolverine X2/X4 does. The clutches themselves are dimensionally larger and feature upgraded sheaves, tuning, and bracing for longer life with the RMAX’s uprated power output. Yamaha is proud of the design achievements they have made with the Ultramatic transmission, and are now offering the industry’s ONLY 10-year-belt warranty. It applies to all Assembled in the USA 2019 & UP models with the Ultramatic transmission. To see if your UTV is on the list, visit this link.

The Wolverine RMAX features on-demand 4WD and a full diff-lock mode for when you really need it. As with all other Yamaha products,the 44 UTVOFFROADMAG.COM

driveline is tight, strong, and works when you need it to. No fancy electronic wizardry here – just good ol’ fashioned 4WD!

SUSPENSION

Starting with a form of the base Wolverine’s frame, Yamaha added the bracing and support necessary to cope with the increase in power, speed, tire size, weight, suspension travel, and velocity. The Wolverine 850’s trail-duty suspension was ditched in favor of a much more substantial package. All-new suspension components were designed and tested, so this isn’t just a Wolverine 850 with a long-travel kit!

Up front, the double-wishbone suspension produces a healthy 14.2 inches of travel, right on par with best-in class and only a couple inches shy of most pure-sport UTV units. They are linked by an anti-sway bar, and controlled by Fox 2.0” Podium QS3 shocks. We appreciate the easy adjustment of the QS3 shocks, and they work well for the intended audience here. If you’re the type that prefers clickers, there are a ton of aftermarket suspension shops that offer solutions for you.

Regardless, the suspension is excellently tuned, with light spring rates to keep the ride plush and enough valving to keep it from bottoming.

The rear suspension again employs an independent, double wishbone design, but it cycles a very long 16.9 inches of wheel travel. This is nearly 3 inches more suspension travel than the Polaris General XP 1000, which is the RMAX2’s closest rival. It’s also 7.6 inches more suspension travel than the Wolverine 850 X2, the vehicle it shares its core DNA with. Yamaha chose not to utilize a rear swaybar on the RMAX2, leaving room for the aftermarket to offer upgrades for owners who may add weight to their rigs. In stock trim, the RMAX2 handles very well.

TIRES/WHEELS/BRAKES

Base model Wolverine RMAX models ride on 30x10-14 GBC Dirt Commander 2.0 tires, not a bad choice for an OEM tire. Checking the box

2021 YAMAHA WOLVERINE RMAX2 1000 XT-R Highlights: • Strong engine, power everywhere • Smooth CVT, great belt life • Plush, long-travel suspension • Comfortable for work or play

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for the XT-R model gets you bronze wheels and Maxxis Carnivore tires. While they’re the same size as the Dirt Commanders, the Carnivores are better suited for the muddy, rocky, slick terrain that the Wolverine RMAX was really made for. Sadly, the XT-R does not get beadlock wheels, although they do resemble a beadlock from afar. Brakes are strong and have good pedal feel, with 255mm rotors up front and 244.5mm rotors in the rear. All four corners have dual-piston calipers and stainless steel braided brake lines for optimal pedal feel and braking performance.

INTERIOR & EXTERIOR

The Wolverine RMAX models get a significant facelift from the Wolverine 850 X2 and X4 models also on sale. They are so visually different, in fact, that Yamaha could have dropped “Wolverine” from the RMAX’s name completely and no one would have questioned it. A taller hood features an almost-sealed compartment that houses all of the relays, electronic access 46 UTVOFFROADMAG.COM

for switches and accessories, the battery, the airbox, and more. It stays relatively clean, even in heavy mud. Kudos to Yamaha for that.

In typical Yamaha fashion, all of the interior and exterior pieces are finished very nicely and bolt together extremely well. Fit & finish is a Yamaha hallmark – the RMAX even features padded areas where a rider’s knees make contact with the interior trim. The permanent side bolsters may be a little cramped for riders on the larger side, but they add a layer of security and protection that even a window net can’t offer.

The seats in the RMAX are wonderfully bolstered without being too difficult to get in and out of, and the ergonomics of the interior are spot-on. The tilt steering wheel and beefy passenger grab bar feel high-quality and strong.

The dash on lower-trim models features a lidded compartment on the center stack, where on the XT-R and up trims you get a dash-mounted Yamaha Adventure Pro tablet. The Adventure Pro is a fully-functional tablet that comes pre-

2021 YAMAHA WOLVERINE RMAX2 1000 XT-R

stocked with vehicle diagnostic readouts, adjustable gauges, GPS capability, custom trail mapping and sharing, and much more. It’s a wonderful system that we spend a lot of time with in other Yamaha models.

The exterior trim of the new Wolverine RMAX is aggressive, with a sporty look made much more real by the massive suspension and tire combo that Yamaha stuffed under the fenders.

LED marker lights and separate low/high beam LED assemblies offer much better lighting than any other Yamaha UTV on the market. We hope to see a system like this on next year’s YXZ! The RMAX2’s tilting dump bed can hold up to 600 pounds, matching the General for bestin-class. The dump bed tilt mechanism functions well and is easy to operate, even when the machine is loaded down. The cargo box is also fairly massive, and includes molded channels for separators to keep your gear secure. Multiple tie-down locations make strapping things in easy, and Yamaha also offers some accessory

bed gear for even more storage.

IMPRESSIONS

With the Rhino and Wolverine X2 comparisons out of the way, let’s get right to it: the RMAX2 is a flat-out performer. From the moment you stab the throttle for the first time, the evolutionary leap from Yamaha’s previous platforms is immediately noticeable. The RMAX produces big grunt down low, and the power grows the longer you hold your foot in it. The 1000cc parallel twin produces a very linear power curve with lots of meat in the middle, which is where the RMAX really spends most of its time.

Transmission performance is on par with perfect as well. When matted from a dead stop, the Wolverine grunts for about a half-second and then roars in RPM, immediately settling into its clutching engine speed and putting its 100+ horsepower to the ground in a hurry. Yamaha’s Ultramatic is smooth, doesn’t slip, and provides real engine braking that is useful in the dirt.

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2021 YAMAHA WOLVERINE RMAX2 1000 XT-R

Yamaha didn’t cut any corners with the RMAX’s suspension, and it is one of the defining characteristics of this vehicle. It truly delivers the ride compliance of a long-travel sport UTV in most scenarios, but can still back up to a trailer and tow 2,000 lbs. A lot of time went in to tuning this chassis, and it is noticeable. While the RMAX does dive and squat a lot, it does so with poise, letting you get a real feel for the momentum of the car and how much traction you have left. It speaks to the driver well in fast-paced situations, although the steering is a bit overboosted and numb at speed.

This is the first Yamaha UTV besides the YXZ to have a top speed above the 50 mph range, and the RMAX handles it well. The built-in winch and

48 UTVOFFROADMAG.COM

other convenience features are icing on the cake here, only making the RMAX a more appealing purchase. Sport/Utility UTVs like this one are getting so capable that the lines continue to blur.

Our testers loved the RMAX for its capability and comfort, proving that for most UTV owners, one rig can really accomplish a lot. The RMAX is an ideal candidate for anyone who uses their UTV at home or at work for chores, but still wants all of the trail capability a sport UTV offers. It will work as hard as you need it to all week, and carry your cooler and camping gear when it’s time to relax on the weekend. The RMAX is the next generation of Yamaha’s Recreation-focused UTVs, and it is a knockout.

30x10.00R14 32x10.00R14 30x10.00R15 32x10.00R15 33x10.00R15

APACHE A/T ■

Steel belted radial construction

■

Rugged 8-ply-rated carcass

■

Our most technically advanced SxS offering

UTV REVIEW

2021 YAMAHA WOLVERINE RMAX2 1000 XT-R

ENGINE & DRIVETRAIN ENGINE TYPE

DIMENSIONS 999cc: 108 (EST) hp, 4-Stroke, DOHC, 4 valve per cylinder parallel twin

COOLING

Liquid

FUEL SYSTEM

Yamaha Fuel Injection (YFI) with dual 48mm throttle bodies

DRIVE SYSTEM

Ultramatic V-belt with all-wheel engine braking; L/H/N/R

DRIVETRAIN

On-Command 3-way locking differential; 2WD, 4WD, full diff-lock 4WD

POWER STEERING

Electronic Power Steering (EPS)

OVERALL L x W x H

119.3 x 66.1 x 77.8 in

WHEELBASE

86.7 in

GROUND CLEARANCE

13.8 in

WET WEIGHT

1,876.1 lb

CARGO BOX CAPACITY

600 lb Rear Dumping Box

TOWING CAPACITY

2,000 lb

FUEL CAPACITY

9.2 gal

TURES

STEERING & SUSPENSION

INSTRUMENTATION

Full digital display in binnacle behind steering wheel, Yamaha Adventure Pro digital gauges in center dash, GPS, breadcrumbs, on-board diagnostics, etc.

---

LIGHTING

LED interior lighting, LED Headlight w/ Accent & LED Taillights

REAR SUSPENSION

Independent Double Wishbone, 16.9” Travel

WINCH

---

REAR SHOCKS

Fox Podium 2.0 QS3

OTHER STANDARD FEATURES

REAR WHEEL TRAVEL

---

TRACK FRONT/REAR

---

XT-R Package includes Maxxis Carnivore 30x10R-14 Tires, heavy duty onboard WARN Winch, uprated suspension components and unique colorways.

FRONT BRAKES

Dual Hydraulic Disc

WARRANTY

REAR BRAKES

Dual Hydraulic Disc

6-month Limited Factory Warranty, Yamaha 10-year Belt Warranty, optional extended plans may be available through your dealer

FRONT TIRES / REAR TIRES

30 x 10R-14; Maxxis Carnivore

WHEELS

Cast Aluminum

FRONT SUSPENSION

Independent Double Wishbone with sway bar, 14.2” Travel

FRONT SHOCKS

Fox Podium 2.0 QS3

FRONT WHEEL TRAVEL

50 UTVOFFROADMAG.COM

MSRP: Starting at $19,799; As Equipped $21,999 (XT-R) www.yamahamotorsports.com

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UTV REVIEW

RAMX

ROCK CRAW

Putting the Wolverine RMAX2 1000 through its paces in Johns

26 UTVOFFROADMAG.COM

2021 YAMAHA RMAX REVIEW

WLING

son Valley

I

t’s no secret that the UTV market is hot right now. More than that, buyers like you and I are more often than not looking for vehicles that can truly “do it all”.

Such is the reason why the sport/ rec market and vehicles like the General, Teryx, and Wolverine lineup sell so well – all of these UTVs can do it all and do it all well.

The latest sport/rec vehicle on the market is the Yamaha Wolverine RMAX 1000, which has been praised for many reasons, including the fact that it can really “do it all” in terms of hauling a heavy load or trailer around the farm or hauling the mail out on your local trails. So, to switch things up a bit, we had to put it to the test at one of the ultimate off-road rock climbing areas on the planet – Johnson Valley in California, also known as the birthplace of King of the Hammers. No, this isn’t a test of how much the RMAX can haul around the farm (although it can do that, too). This is a test of how well the RMAX rock crawls up some of the gnarliest trails out there. Bet you didn’t think we’d do this in an RMAX…

REVIEW

STORY: THE GHOST PHOTOS: STAFF OF UTV OFF-ROAD

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UTV REVIEW

For starters, the RMAX comes with a host of standard features that make it willing and able to tackle rock trails like this, including: 30” tires from the factory, full length steel skid plates, a healthy 13.8” of ground clearance, arched a-arms in the front and plated suspension parts in the rear, no rear sway bar for increased articulation and traction, and the all-new D-mode system that allows the driver to change the throttle and engine braking delivery of the RMAX on the fly (on all models but the base model). Right off the showroom floor, the RMAX is a very capable and you can begin to see why someone who buys one of these machines would feel comfortable taking this side-by-side on challenging rock climbs, rutted trails, etc. It’s ready for the adventure!

Our test day consisted of taking the RMAX2 1000 up the technical and challenging Turkey Claw trail. However, it wouldn’t be enough to do it once and say, “we did it”. No, we put this RMAX through the ringer and went UP Turkey Claw over 25 times in one day to see how it held up, how it clawed its way up the hill on multiple rock-laden lines, and how well the entire package performed in the variety of terrain that Turkey Claw presents, including loose sections, 2-3 foot boulders, and of course the tight and technical curves over and around those aforementioned boulders. At the end of the test session, there were a couple things about the RMAX that really stood out…

28 UTVOFFROADMAG.COM

2021 YAMAHA RMAX REVIEW The first thing we noticed is how well this powertrain system is mated together, and it all starts with the Ultramatic transmission. It’s smooth, precise, consistent, and allows the driver to put the RMAX exactly where he/she needs it to be to tackle the rock ledges. Plus, the fully locking front and rear differentials eliminated any worries that we’d lose traction. There were times where we thought that the tires would spin on a 3-foot-tall rock ledge and there wouldn’t be enough pulling power to get the RMAX up and over the obstacle.

Every single time we were proved wrong as the RMAX simply put the power to the ground and climbed its way up and over the ledge. We’ve done a lot of rock crawling in UTVs, and the RMAX was extremely impressive with how capable it was out there.

A lot of credit has to go to the tires in this case, and the all-new 30” GBC Dirt Commander 2.0 tires on this base model are stellar. Not only do these tires have great high-speed stability when you get to the open terrain, but their cornering ability and traction are just wonderful at any speed. The soft compound made those rock climbs disappear with ease, and we really enjoyed how versatile this tire proved to be. Plus, a 30” tall tire on a stock sport/ rec vehicle is unique and appreciated, especially in a rock climbing situation where the extra meat and ground clearance are both well utilized. The only negative with this tire is the soft compound will likely wear out a bit faster for those of you who are hard on tires, but that doesn’t take away from the fact that this tire has a ton of traction and proved

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2021 YAMAHA

to be extremely tough with its 8-ply rating and no flats or tears after our brutal day of testing.

You can check out the pictures closer to verify, but the only accessories we added were steel skid plates in the front for the undercarriage and front a-arms, along with a full UHMWPE skid plates underneath. No winch and no rock sliders, just the basics. Be sure to check out the next issue of UTV Off-Road for more information on these accessory installs, and we can tell you now that the skid plates are a must if you’re going to be in the rocks or gnarly terrain. The plastic-based underbody skid plates make sliding over the rocks easy as they don’t get caught on any of the rock edges.

30 UTVOFFROADMAG.COM

With all of the standard features and just a couple add-ons like this, the RMAX proved to be stellar rock climber on our day of testing. Also, the suspension is tuned to where the vehicle is plush and doesn’t jostle the occupants around on the climbs, but it also holds up well in the high speed sections we found on the backside of Turkey Claw. It still boggles our minds how we went up this trail over 25 times in one day and never had one issue, all while passing other rigs stuck on the trail several times. The overall package of the RMAX is so versatile that we are rethinking what we can do in a sport/rec side-by-side like this. We haven’t even mentioned the fact that the interior

RMAX REVIEW is a comfortable complement to this machine’s extreme capability. At no point did our testers say they were tired or sore after multiple hours in the seats.

I’ll leave it at this – there were some Jeep guys with fully built rigs who saw us complete Turkey Claw twice within 12 or so minutes while they sipped on some cold ones stopped at the top. They weren’t pointing at the birds soaring high above, they were showing us their middle fingers as we completed the trail twice in half the time it took them to do it once, in a stock

side-by-side, while everything was still purring along perfectly in the RMAX. What they were really saying is how impressed they were that a vehicle made to be an “all-arounder” can haul supplies or trailers around a farm just as easily as it can conquer a supremely challenging rock climb in the iconic hills of Johnson Valley. Over and over and over, without any issues. We didn’t winch once, or even feel like we were starting to get stuck. Yes, there are more scratches on the bottom and built-in rock sliders than when we started, but that’s what riding is all about, right?!

The Wolverine RMAX2 1000 (and RMAX4) are available at your local Yamaha dealer now with a retail price on the base model of $19,799. That includes the 10-year belt warranty and a whole host of standard features that make this side-by-side a champion of the rock trails.

UTV OFF-ROAD MAGAZINE 31

Yamaha's 2021 YXZ1000R SS XT-R splashes through a river crossing at Alabama's beautiful Stony Lonesome OHV Park.

Learn more about Yamaha's complete XT-R Side-by-Side Lineup at utvoffroadmag.com. Photo provided by: Yamaha.

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