UTV

Almost 60 years ago, surfer Bruce Meyers had a vision of a lightweight, short-wheelbase two-seat vehicle that could be driven more easily in the sand. Truthfully, the real purpose of his creation, christened the Meyers Manx, was for racing in the sand and dirt, which it did—and won. Often. Of course, it helped that Meyers the surfer was also Meyers the engineer, and the Meyers Manx soon became very well known by another name: the dune buggy. After closing in 1971, the brand resurfaced again in 2000 and perseveres to this day, the latest iteration having just debuted.

In 2022, it’s easy to spot the spirit of the Manx in Yamaha’s latest lineup of UTV/Side x Side models, and the goal is pretty much the same now as it was then: A fun, purpose-made, lightweight vehicle that can fjord sand, water and rocks, and climb hills in ways SUVs can only dream of. In the desert reaches outside of Phoenix, Ariz., Yamaha gives Robb Report an opportunity to take the latest machines to task on a challenging course laid out by the manufacturer’s seasoned off-road-vehicle design staff.
First up is the $18,999 Wolverine X4 850 XT-R, a four-seater powered by a liquid-cooled, 847 cc two-cylinder motor paired with a CVT automatic transmission. When only the driver is on board, the X4 has no problem scaling a very steep hill section after the transmission is switched to four-wheel drive, which presents the option to lock the differentials—all by just turning a dial in the cockpit.

Yamaha’s Wolverine X4 850 XT-R, priced at $18,999. 

David Schelske, courtesy of Yamaha.

Throttle response is excellent, especially in some very technical spots where the approach and line of departure take a light foot to ease through. Stomping the gas in the flats piles on the power, and the 27-inch GBC Dirt Commander radial tires dig for bite as the KYB shocks—with over 8 inches of travel in front and over 9 inches in back—gobble up rocks and ruts. As we cross off-camber portions of the hillside, it’s easy to forget that the X4 is also a capable workhorse, with a Warn winch up front, a 2,000-pound towing capacity and a small cargo bed behind the seats. It’s nice to know it can work as hard as it can play.
Taking things up a sporting notch is the $16,399 Wolverine X2 850 XT-R, which deletes two seats in favor of a larger rear bed but otherwise packs the same tech and tackle as the X4. Then there’s the $25,999 Wolverine RMAX4 1000 XT-R, which also comes as a two-seater in the $24,399 Wolverine RMAX2 1000 XT-R. Both feature Yamaha’s 999 cc version of the twin cylinder engine, a power plant that truly makes itself known when we claw through deep sand up another steep climb then race down a narrow two-track. Thanks to the engine upgrade, the RMAX variants feel notably more enthusiastic than their 850 cc siblings.

The $16,399 Yamaha Wolverine X2 850 XT-R. 

David Schelske, courtesy of Yamaha.

Suspension action on the latter two Wolverines is increased as well, with FOX 2.0 QS3 shocks moving through 14.2 inches of travel up front and 13.3 inches out back. The shocks can also be adjusted between three positions, and without tools, in order to dial in more comfort for work duties or more response when the pace picks up during times of recreation. New curved A-arms also help increase ground clearance to nearly 14 inches. Both RMAX versions now include a Bluetooth-capable stereo, while the RMAX2 also includes beadlock 14-inch wheels as standard.

The $25,999 Yamaha Wolverine RMAX4 1000 XT-R. 

David Schelske, courtesy of Yamaha.

Yet the previous machines are only the warmup for the pièce de ré​sistance, the YXZ1000R SS XT-R—Yamaha’s $23,299 race-bred, halo off-roader known more simply as the “YXZ.” The spirit of the Meyers Manx shines brightest in this 998 cc three-cylinder, two-seat ripper capable of 10,000 rpm and fit with a five-speed paddle-shifted gearbox.

Yamaha’s Wolverine RMAX2 1000 XT-R, priced at $24,399. 

David Schelske, courtesy of Yamaha.

Massive angle-mounted, fully adjustable FOX 2.5 Podium RC2 Dual Spring shocks poke out of the front hood due to the 16 inches of travel, and 29-inch Maxxis Carnage tires leave no stone unturned. Where we previously went with caution, the YXZ begs to be pushed, its mill singing from the single high-mount pipe as the revs—and speed—rise higher and higher.

At $23,299, the YXZ1000R SS XT-R is Yamaha’s halo off-roader when it comes to race-inspired performance. 

David Schelske, courtesy of Yamaha.

Blasting across sand washes and up steep silt, we find it easy to imagine attacking the Dakar dunes in the YXZ, which is no distant dream: Yamaha fielded a YXZ prototype racer last year in the Dakar Rally and earned a second-place finish in the T3.1 class with Camelia Liparoti and Annett Fischer at the controls. And to think, the start of this fun tracks back to surfer Bruce Meyers, a bold idea and some old VW parts all those decades ago.
Click here to see the photos of the 2022 Yamaha UTV lineup.

The 2022 Yamaha Wolverine lineup of UTVs. 

David Schelske, courtesy of Yamaha.

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If you own a hobby farm, ranch or huge tract of hunting land somewhere, you need an off-road utility vehicle. Whether it’s hauling hay to the horses, checking fences or getting to your favorite fishing hole, these compact, go-anywhere four-wheel drive vehicles are a must-have tool for any property owner. And if you want a UTV that will let you tread lightly on your land, take a look at the battery-powered Polaris Ranger XP Kinetic.

The Polaris Ranger XP Kinetic is more than the current Ranger XP with a battery and electric motor replacing the gas engine and fuel tank. It has been reengineered specifically for electrification. “We didn’t just want to hop on the electric bandwagon,” says Chris Hurd, director of product planning for Polaris, “We wanted to produce the best Ranger we’ve ever built.”

The 2023 Polaris Ranger XP Kinetic. 

Rob Utendorfer, courtesy of Polaris.

The first thing you’ll notice when looking at the Ranger XP Kinetic is the lack of a grill. Because there’s no need for a radiator, designers restyled the front end to be a little cleaner and a lot more contemporary. There’s still a big bash plate up front, and the XP Kinetic comes with a winch as standard equipment. One of the other nice features on the front is accenting LED illumination that runs between the headlights and doubles as a state-of-charge indicator. When the UTV is plugged in, the light bar progressively fills as it charges.
The back features a tilting cargo box, measuring 3 feet x 4.5 feet and with a depth of 12.5 inches, that can hold up to 1,250 pounds of mulch, gravel or gear. The fully independent double A-arm suspension is a retuned version of that found on the gas-powered Ranger XP, with adjustments made to handle the extra 355 pounds and lower center of gravity resulting from the electric power-train configuration.

The Ranger XP Kinetic features two trim levels, Premium and Ultimate, the key difference being a larger battery in the latter (14.9 kWh versus 29.8 kWh). Regardless of which you choose, the permanent magnet AC electric motor delivers 110 hp and 140 ft lbs of torque, which Polaris claims is twice the grunt of any gas-powered utility on the market. That output allows for a towing capacity of up to 2,500 pounds with the two-inch hitch receiver.

The tilting cargo box, measuring 3 feet x 4.5 feet and with a depth of 12.5 inches, can hold up to 1,250 pounds. 

Rob Utendorfer, courtesy of Polaris.

Range on the Ultimate specification is estimated at 80 miles, which will vary depending on temperature and use. Accessories are powered by a separate 12 volt battery so there’s no loss of range when it’s sitting idle. In addition, there’s a pre-wired 110 volt, 15 amp outlet in the box to allow you to run equipment, a radio or other accessories in the field.
Behind the wheel is where the electric Ranger really differentiates itself from the rest of the Polaris lineup, which includes the General and RZR variants. Throw the long shift lever into high, stab the throttle and prepare to take off like a rocket. There’s a long-range gear, but in our test it wasn’t needed, even up the steepest hill we faced. We were able to crawl up at low speed, stop halfway and start again with excellent traction. Thanks to the lower center of gravity, the XP Kinetic corners confidently. We kept it in four-wheel drive for most of our run through fields, over rocks and on tight trails in the woods. Thanks to the 14-inch ground clearance, there was never a concern about bottoming out. Also of little concern are the elements, as the Ultimate trim includes weather-treated seats and the whole interior is water resistant—including the electronic panels—so you can just hose it out after a day in the dirt.

Throw the long shift lever into high, stab the throttle and the Ranger XP Kinetic takes off like a rocket ship. 

Rob Utendorfer, courtesy of Polaris.

Yet the best part about the Ranger XP Kinetic isn’t the performance, it’s the silence. Being able to glide quietly between the trees, hear the birds and know that the vehicle isn’t pumping carbon into the air—all of that makes the experience even better. It’s something land-owners will really appreciate since they won’t have to worry about a noisy gas engine startling their horses or bothering their neighbors. You can also run it in your barn without having to worry about the exhaust fumes.

The suspension has been retuned to handle the extra 355 pounds and lower center of gravity resulting from the electric power train. 

Rob Utendorfer, courtesy of Polaris.

There’s a big technology upgrade on the Ranger XP Kinetic Ultimate as well. Polaris has developed a connected system called Ride Command Plus that enables you to sync data to your phone with an app in order to locate your Ranger, know how much charge it has, check on the vehicle health and share your rides with other users or friends on social media.

Polaris also has a partnership with the charging company Qmerit to help owners add a J1772 level-2 home charger which can refill the battery in three to five hours, depending on the model package. Available now, the 2023 Polaris Ranger XP Kinetic starts at $24,999 and $29,999 for the Premium and Ultimate versions, respectively.
Click here to see all the photos of the 2023 Polaris Ranger XP Kinetic. 

The 2023 Polaris Ranger XP Kinetic. 

Rob Utendorfer, courtesy of Polaris.

Two wheels aren’t enough for Volcon.

The Texas-based motorsport company, which has made a name for itself with its Grunt and Runt electric motorcycles, has just just unveiled its first UTV, the Stag. The brand’s first four-wheeler has an 80 mph top speed and looks like a natural addition to its lineup of ultra-capable off-roaders.
The Stag may be Volcon’s first UTV, but it looks like the brand already knows what it’s doing. It’s powered by a single electric motor that can generate up to 125 hp and 265 ft lbs of instantaneous torque. If that somehow isn’t enough for you, an optional power boost package pushes output past 140 horses. Thanks to all this grunt, the Stag can hit a top speed of 80 mph and tow up to 2,000 pounds. The powertrain gets its juice from a 42-kWh battery pack that will allow it to go 100 miles between charges. That should be more than enough for a day of play off the beaten path. The entire rig can be recharged in seven hours thanks to integrated Level 2 charger.

The Volcon Stag’s driver’s cockpit 

Volcon

The UTV should also be a breeze to handle thanks to its low center of gravity and a suspension equipped with fully adjustable shocks. It also comes with high-performance BF Goodrich Mud-Terrain T/A KM# tires, so not even muddy conditions will slow you down. There also an on-demand four-wheel-drive for whenever the road in front of you looks particularly treacherous.
The Stag features a heavily sculpted and athletic body, a caged passenger cabin and a 13.4 cubic foot cargo bed for all your gear. Inside the cabin, you’ll find a driver’s cockpit equipped with a tilting steering wheels and two digital displays so you can monitor vehicle status and track where you’re going using GPS. You can also use the setup to control the vehicle’s two integrated cameras, which will allow you to capture all the fun you’re having. The vehicle is equipped with ergonomic premium seats in the front and back and can comfortably fit four adults.

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If you’re looking for an all-electric off-roader you can reserve the Stag now through the Volcon website now for $100. The sporty UTV will start at $39,999 when it goes on sale next summer.

Originally designed with light-duty farm work in mind, side-by sides have, over time, transformed to become some of the most capable factory-produced off-road vehicles that money can buy. Now, Polaris has brought us to ERX Motor Park to drive that point home.

Located in Elk River, Minn., ERX plays host to a number of different short-course, off-road series throughout the year, and the Amsoil Championship Off-Road UTV races are some of the most well attended events held at the facility. It’s a testament to how widespread the appeal of these machines has become, and with that popularity comes the necessity for manufacturers to expand their lineups to ensure that no potential rider is left behind.

It’s through that lens that we gazed upon the 2022 Polaris General XP 1000 Trailhead Edition ($26,699) before rolling out on the course. Offered in both two- and four-seat configurations, it comes packing a 100 hp, four-stroke two-cylinder engine hooked to a passively variable transmission (PVT), along with 30-inch Pro Armor Crawler XG all-terrain tires and high-clearance suspension with Walker Evans Velocity Series shocks. The latter provide 14 inches of travel at both the front and rear.

The 2022 Polaris General XP 1000 Trailhead Edition. 

Photo: Courtesy of Polaris Inc.

It’s a combination that makes short work of just about any trail you can throw at it, but the General isn’t a one-trick pony. This is, ostensibly, the jack-of-all-trades for Polaris and, as such, there are creature comforts like a 7-inch touchscreen with GPS navigation as well as a Group Ride feature that allows riders to keep track of the other members of their party (even outside of cell range). There’s also a Rockford Fosgate audio system which, along with Group Ride functionality, comes standard on the Trailhead Edition. A substantial amount of focus is placed on actual utility, too, as evidenced by the large rear dump box that boasts a 600-pound payload capacity, in addition to the heavy-duty winch and the vehicle’s 1,500-pound tow rating.

The General’s 7-inch touchscreen display. 

Photo: Courtesy of Polaris Inc.

“This is one of the fastest-growing segments in the industry,” notes Dave Elia, product director for General. “It’s a performance vehicle that you can have a lot of fun with, but it’s also comfortable on the trail, and it’s versatile—if you need to do some work, this is ready for it.”
Its duality proves to be a knife that cuts both ways. It takes very little time to acclimate to the controls, and the General’s upright seating position allows for excellent outward visibility in any direction. But while the 999 cc engine is fairly spritely, folks who are used to turbocharged mills may eventually find themselves wanting a bit more.

The 100 hp General’s upright seating position allows for excellent visibility in any direction. 

Photo: Courtesy of Polaris Inc.

Designing a multitasker like the General is ultimately an exercise in compromises, and those trade-offs typically make their presence known in outlier-use cases—like during repeated laps on a UTV racing circuit. The General is up for all of it, but because of the relatively soft suspension tuning for increased trail comfort, and the utilitarian steering rack, it feels more in its element at a moderate pace on the trail with the tunes bumping rather than flying over jumps and counter-steering out of banked corners on a circuit.
But for those who value the latter above all else, there’s the RZR Pro XP ($21,999). Sitting at the top of Polaris’ performance UTV totem pole, this one is laser focused on the riding experience. Its 14.5 inches of ground clearance and trailing-arm rear suspension—which delivers up to 22 inches of suspension travel—will make owners of even the Jeep Wrangler Rubicon feel inadequate. And the RZR’s 181 hp, 925 cc turbocharged engine delivers almost twice as much grunt as the General’s power plant.

The 2022 Polaris RZR Pro XP. 

Photo: Courtesy of Polaris Inc.

You sit low in the cab, strapped in tight to aggressively bolstered buckets by a race-style harness system. At speed, the boosted mill provides as much forward thrust as we’re brave enough to call upon from the loud pedal, and the quick-ratio steering rack is responsive and direct, but it’s the suspension that impresses us the most.

The 181 hp RZR Pro XP features 14.5 inches of ground clearance and 22 inches of suspension travel. 

Photo: Courtesy of Polaris Inc.

RZR Pro XP examples outfitted in Ultimate trim ($29,499) score Fox 2.5 Podium active dampers at all four corners. Similar to adaptive suspension systems found in contemporary sports cars, these shocks react to throttle inputs, steering angle, accelerometer information and other data in real time to improve stability. There’s three options for baseline firmness—Comfort, Sport and Firm—which can be selected via the touchscreen, and there’s also a big red “Oh Sh*t” button on the steering wheel that allows the driver to instantly set the dampers to their firmest setting. Think of it as a failsafe against bottoming out in case you suddenly realize that you’ve carried a little too much speed off of that last jump.

The RZR Pro XP has occupants strapped in tight to aggressively bolstered buckets by a race-style harness system. 

Photo: Courtesy of Polaris Inc.

Try as we might, though, we can’t get the RZR Pro XP to beg for mercy; it’s truly at home at a place like ERX. The General held its own pretty well, too, and choosing between one or the other ultimately comes down to personal priorities. Still, if given the option, we’ll always prefer the one with the “Oh Sh*t” button.

Learn more about Robb Report’s 2022 Car of the Year events taking place in Napa Valley here and in Boca Raton here.