Yamaha

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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Historically, the utility terrain vehicle (UTV) has been a fairly basic, even crude machine. It has certainly come a long way from its roots as a utilitarian farm vehicle, but for the most part, the recipe of a punchy motor sending power to all four wheels while attached to a cartoonish amount of suspension is par for the course. Yet, while various creature comforts—such as sound systems and touchscreen user interfaces—are becoming more popular, nothing compares to the technological leap forward that Yamaha just made with its 2021 Wolverine RMAX 1000.

In the world of off-roading, a well-tuned suspension paired with proper tires is crucial. It’s an aspect you learn to truly appreciate almost immediately once the road gets rough and loose. Head out on the trails with a bad setup and it can be terrifying. Luckily, UTV manufacturers now know this and give even entry-level models decent springs and shocks.

The 2021 Yamaha Wolverine RMAX 1000 Limited Edition. 

Photo by David Schelske, courtesy of Yamaha Corporation.

Not long ago, we experienced the benefit of an advanced suspension versus a basic configuration, back-to-back, with the Honda Talon 1000 Fox Live Valve presenting a night-and-day difference and showing us the vast improvements that have recently been made. Having a computer analyze such elements as driver inputs and engine speed, and then adjust the shocks on the fly, was enough to justify the $2,000 premium over the base model. It transformed the ride. And no matter how much travel other brands added to their UTVs, the Live Valve still provided a better experience. Now, Yamaha is going one step further with the integration of Fox Intelligent Quick Switch (iQS). It’s the first system of its kind on the market and seems like a return salvo in the technological battle between manufacturers.

Regardless of the drive mode, you get 100 percent power from the 999 cc motor. 

Photo by David Schelske, courtesy of Yamaha Corporation.

Over the course of two days, riding back and forth between Colorado and Utah and covering close to 300 miles of desert terrain and mountain trails, we tested the 2021 Wolverine RMAX 1000 Limited Edition. Blasting across sandy routes, creeping through rocky crawls, and coursing over flat gravel sections, we rode it all. The Wolverine RMAX 1000 Limited Edition, which starts at $20,299, transitioned through the various conditions without hesitation, handling each section with equal poise.

The UTV transitions through various conditions without hesitation, handling all terrain with equal poise. 

Photo by David Schelske, courtesy of Yamaha Corporation.

Unlike the Fox Live Valve system, where the onboard computer only has one setting, the iQS setup has three: Comfort, Medium, and Firm. There’s no need to stop, get out, and adjust your suspension when the terrain changes, it’s all taken care of by a switch in the cockpit. Comfort is ideal for slower speeds, but once in the upper reaches of the speedometer, the Firm setting works best, absorbing hard impacts and obstacles quicker and more efficiently.

There’s no need to stop, get out and adjust your suspension; it’s all taken care of by a switch in the cockpit. 

Photo by David Schelske, courtesy of Yamaha Corporation.

Yamaha’s Wolverine RMAX 1000 also comes equipped with three drive modes—Crawl, Trail, and Sport—that work in tandem with the iQS. Regardless of mode, you get 100 percent power from the 999 cc motor, but each setting offers different engine mapping, easing the output on and off more smoothly in Crawl, with better balance in Trail and more aggressively in Sport.

Yamaha gives its UTV three drive modes, Sport, Trail and Crawl. 

Photo by David Schelske, courtesy of Yamaha Corporation.

These electronic options provide a custom experience. More importantly, between the suspension and the drive modes, the combined systems transform the Wolverine from a utility-focused machine into something closer to a full-on sport UTV. The seating position is a little more upright, and the Wolverine stands taller than a typical sport UTV, but the way the systems work together provides plenty of confidence to attack high-speed turns and maintain controlled slides.

Fox’s iQS suspension system offers Comfort, Medium, and Firm setting selections. 

Photo by David Schelske, courtesy of Yamaha Corporation.

Sports cars once were the epitome of analog, offering only what you needed to enjoy linking a few good turns. Today, some models have more drive-mode possibilities than anyone knows what to do with, but they’re quicker and more capable than ever before. While UTVs are still relatively rudimentary in comparison, the introduction of the Fox iQS system and multiple drive-mode options on Yamaha’s Wolverine RMAX 1000 Limited Edition could mark the beginning of a new era.

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