2022 UTV Off-Road Magazine March Issue 91 by UTV Off-Road Magazine

2022 YAMAHA BUYER'S GUIDE

ISSUE 91 MARCH 2022

UTV COMPARISON:

RMAX2 VS GENERAL XP

FIRST DRIVE: POLARIS RZR PRO R 4 ULTIMATE LAUNCH EDITION

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.

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

CARPE TERRA TREAD VICTORIOUSLY

DRIVER: BROCK HEGER

FREE DIGITAL

SUBSCRIPTION! WWW.UTVOFFROADMAG.COM

UTV Off-Road Magazine // Issue 91 // March 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: 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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REVIEWS

UTV COMPARISON

Polaris General XP vs. Yamaha RMAX2

2022 POLARIS RZR PRO R 4 Ultimate Launch Edition

FEATURES

28 402022 YAMAHA UTV BUYER’S GUIDE 46ALSUP RD’s PRO STOCK MAVERICK X

PROJECT BITTERSWEET: AN END TO AN ERA A Fond Farewell to Polaris’ RZR Turbo S

Every Wolverine, Viking & YXZ Model

Stock Mobbin’ Done Right

DEPARTMENTS

20 08

Editor’s Note

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.

10Social Terrain Ultimate Terrain 48

ON THE COVER

This issue’s cover features a Sport Ute duel between Yamaha’s RMAX2 and the Polaris General XP. We also took a trip South to the massive Glamis Sand Dunes to get behind the wheel of the all-new Polaris RZR Pro R 4. Photos: Bradley Howe.

F SCA N

S AIL ET

RODUCT RP D O

QUALITY IS STANDARD EQUIPMENT TRUCK CAMPERS

MODEL 960

SHARED FEATURES

TRAVEL TRAILERS

MODEL 1995

FEATURES VARY BY MODEL.

What most other manufacturers consider optional equipment, we call standard, including quality. For 2022, the design team at Lance knocked it out of the park with three all new decors and have made over twenty previously optional features now standard. So along with 57 years of delivering some of the best built travel trailers and truck campers on the road, deciding what features you want on your new Lance has never been easier! Kinda like having your RV cake and eating it too!

Readers’ Choice

AWARDS 2021 G

Superior Quality

Top Floor Plan

Industry Leading Innovation

OL ER D WINN

Readers’ Favorite

Cutting Edge Design

Visit LanceCamper.com for complete product details and the location of your nearest Lance dealer.

FROM THE EDITOR

March 2022 Edition

BIGGER, STRONGER, FASTER APPROACH BY LANCE SCHWARTZ

ith 2022 in full swing and spring just around the corner, the off-roading season is about to get rowdy! We have a couple of really cool features to share with everyone in this issue. The Polaris RZR Turbo S has always been an outstanding platform for a build. So, what better way to pay homage to it than a killer Turbo S feature! We were also one of the lucky few to snatch an all-new 2022 Polaris RZR Pro R 4 Ultimate, so as we say goodbye to our beloved Turbo S we welcome in a new generation of Wide Open UTVs! Despite the steep price tag, it is an amazing machine. We also have a shootout in one of the most popular classes of UTV; the 2 seater sport/utility category. Going head-to-head are the Polaris General 1000 and the Yamaha RMAX2 1000. If a family adventure rig that has enough capability to handle all of your needs without sacrificing performance is what you’re in search of, our shootout won’t disappoint.

8 UTVOFFROADMAG.COM

Over the last few years, the UTV industry has evolved quite a bit, taking the Bigger, Stronger, Faster approach. UTVs are now available from the dealer floor with large 30” + tires, high horsepower engines, and the capability to offer extreme performance that you can buy with a warranty. If you’re curious about what future UTV’s manufacturers may develop , all it really takes is a look into off-road racing. Each year, we see machines with more tech, more power, more travel, and unfortunately….larger price tags. It seems as the machines get better and better, the prices have nowhere to go except up! At the end of the day, all of these new, high-tech UTVs are certainly amazing. But honestly, a day on the trails with your family, friends, and a 15 year old Yamaha Rhino can be just as fun and memorable if you allow it to be. Whether your ride is old or new, I hope to see you out on the trails enjoying the adventure!

SAFE FOR USE IN ALL SIDE-BY-SIDES

Maxima 4-stroke engine oils meet or exceed the requirements set forth in your Side-By-Sides owners manual. For use in all Side-By-Side brands: Can-Am, Polaris, Artic Cat, Kawasaki, Honda, Yamaha and more. Guaranteed by Maxima Racing Oils / Made in the USA / MaximaUSA.com

SOCIAL TERRAIN

10 UTVOFFROADMAG.COM

March 2022 Edition

MAKE SURE TO HASHTAG #UTVOFFROADMAGAZINE FOR A CHANCE TO BE FEATURED IN OUR NEXT ISSUE. Stay connected with UTV Off-Road Magazine https://www.facebook.com/UTVOffRoadMagazine https://www.instagram.com/utvoffroadmagazine/ https://twitter.com/UTVOFFROADMAG https://www.youtube.com/user/UTVOffroadMagazine www.utvoffroadmag.com

UTV COMPARISON REVIEW

THE ULTIMATE ADVENTURE RIG

RMAX GEN VS

Which is the best recreational UTV to live with these days? STORY: CODY HOOPER

PHOTOS: ADAM CAMPBELL / BRADLEY HOWE

he search for the perfect all-round UTV seems to get easier every year. Easier may not be the right term to describe it; we just get more good choices. The two pictured here are currently the best in the market for good-‘ol-fashioned UTV recreation, a class that both Polaris and Yamaha recognize as extremely important. After all, recreating is where most of us spend our UTV hours. While the long-travel turbo cars usually steal the headlines, the Generals and RMaxs are flowing out of dealerships faster than production can handle. So, which one should you spend your hard-earned coin on?

12 UTVOFFROADMAG.COM

POLARIS/YAMAHA GENERAL VS RMAX

NERAL

UTV OFF-ROAD MAGAZINE 13

UTV COMPARISON

2022 POLARIS GENERAL XP 1000 FCE HIGHLIGHTS: • Sporty engine tune and quick throttle response • Comfortable cab and tons of storage • Ride Command • Rockford Stereo

14 UTVOFFROADMAG.COM

POLARIS/YAMAHA GENERAL VS RMAX 2022 YAMAHA WOLVERINE RMAX 1000 LE HIGHLIGHTS: • Incredibly comfortable ride in really rough terrain • D-Mode throttle controller is a gem • 4WD system is the best in the business • Incredible amounts of grip

ENGINE

On display here we have two very similar powerplants, albeit with completely different recipes. Both the General and RMax utilize a parallel-twin, dual overhead-cam engine configuration mated to a CVT transmission. Both produce right around 110 horsepower, with the Polaris edging the Yamaha out by a couple of ponies. Despite their similarities, however, the way they dole out power is very different. The General XP runs much like a RZR XP 1000. The clutches are lightweight and are tuned to deliver power quickly, and it comes on in a hurry. The General loves to fry the tires and slide around corners, encouraging its driver to participate in gymkhana as much as possible. The RMax is decidedly more businesslike in its approach, preferring to smoothly dump in the torque and let the tires claw it forward in a hurry. The RMax puts its power down better than the General, thanks in part to the Maxxis Carnivore rubber. When they both hook up, it is a very close race, usually decided by whoever got the better start. The Yamaha’s powertrain feels a little heavier in terms of rotational mass, no doubt due to the beefier clutches and internal wet clutch. However, the tradeoff is a 10 year belt warranty on the RMax. Both powertrains will rocket their vehicles to top speeds just north of 70 mph, which is plenty for a vehicle this size. Both also produce aggressive, throaty exhaust notes. The Polaris is quieter in the cab.

TRANSMISSION/DRIVETRAIN

This is where the RMax and the General start to part ways. The Yamaha has the superior toolset for low-traction situations, offering full-time 4WD and a locking front differential. The General has an on-demand 4WD system, activated by wheel speed sensors telling the computer that the rear tires are spinning. This works great for most situations, but when things get really ugly, the General UTV OFF-ROAD MAGAZINE 15

UTV COMPARISON

starts to slip a little. Crawling downhill in the General can be a tricky situation, as we have encountered situations where the General’s engine braking will activate and drag only the rear tires, leaving the fronts freewheeling and causing the car to essentially e-brake slide down the hill. The RMax is more predictable and capable in extreme situations, so keep that in mind if your type of riding ever requires things like winching. The RMax also exhibits better manners in low-speed maneuvering, thanks in part to its slightly slower clutch takeup compared to the General’s sportier tune.

SUSPENSION

Both cars technically use dual A-arm suspension front and rear, but the designs are very different. The General features 14 inches of wheel travel front and rear controlled by wonderfully-tuned Walker Evans Velocity Series shocks, which do a fantastic job of keeping the General’s ride smooth while hammering over bumpy trails. The arched A-arms are designed to provide ample ground clearance, which they do. They also look great – especially in the metallic blue hue of the Factory Custom Edition. Yamaha’s RMax utilizes dual A-arms front and rear as well, but offers up slightly different travel numbers. Yamaha claims 14.2 inches of front travel and a whopping 16.9 inches at the rear, controlled by either Fox QS3 (R-Spec, XT-R, LE) or Fox Podium 2.0 (Sport) shocks. While Yamaha’s RMax Sport would technically be a better comparison for the General, we were not able to get one on-hand for testing. Head to head, the RMax edges the General out in the suspension department. The General has a slightly better ride in high-frequency chop, but the RMax’s deeper suspension, especially out back, allow it to cruise past the General on rougher trails at a higher rate of speed. Big whoops will cause the RMax to buck a little, but both machines are surprisingly capable in rough terrain. 16 UTVOFFROADMAG.COM

TIRES/WHEELS/BRAKES

Polaris outfitted the General with Pro Armor Crawler tires, and even gave it specific front and rear tread patterns for increased handling performance. The tires wear well and have held up decently in our testing, but they do lack the outright grip and longevity that the Maxxis Carnivores on the RMax exhibit. On flat, winding fire roads, the RMax hangs onto the road surface better than the General XP, showing far less understeer and allowing more throttle input. Both machines have stellar brakes. With dualpiston calipers and relatively large rotors at all four corners of each machine, stopping power is not a worry, even if you go with larger tires. Both feature a factory beadlock wheel in certain trims for 2022, although the RMax LE does not come with them. The General and RMax both have square tire setups, meaning the fronts and rears are the same size. This makes carrying or finding a spare much easier.

POLARIS/YAMAHA GENERAL VS RMAX

The RMax has 14 inch wheels, whereas the General has 15s. The ride quality difference between the two is not noticeable, as both machines roll over rocky, rutted terrain smoothly and filter out all but the biggest of hits the tires are taking.

IMPRESSIONS

In all of our testing, neither machine left us stranded. The Yamaha’s cabin and touch points are all a level above the Polaris in terms of fit and finish, even down to the feel of the steering. The General Factory Custom Edition is also $2,200 more expensive than the RMax LE, which is a good deal of coin. Tasks like operating the dump bed, opening and closing the doors, adjusting the passenger grab bar and operating the controls are all more fluid in the Yamaha. On the trail, the General typically exhibits a smoother ride than the RMax until they are pushed. Once the going gets really rough and the drivers demand more from the machines, the

RMax starts to pull ahead, as its performance envelope is slightly higher than the General’s. Lowspeed manuevering is much more comfortable and precise in the RMax, thanks in part to clever tuning and its D-mode throttle controller. As an owner, you will likely be happy with either machine. Maintenance is a little more straightforward on the General, with a simpler oil change procedure. We do think the Yamaha will hold up better over time, as it seems to be built a little tougher than the Polaris, at least from where we sit in the driver’s seat. If exploration is your thing, either of these two cars are fantastic. When the trails get extremely rough, the RMax is a better choice, and a more capable one as well. It offers better fit and finish, more suspension capability and better crawling manners, all for less money. This class is starting to really heat up, and we can’t wait to see what’s in store for the future of these two great machines.

UTV OFF-ROAD MAGAZINE 17

UTV COMPARISON

ENGINE PERFORMANCE

TRANSMISSION

ENGINE BRAKING

SUSPENSION

HANDLING

RIDE COMFORT

BRAKING

WHEELS & TIRES

ERGONOMICS

MAINTENANCE

INSTRUMENTATION

FIT & FINISH

OVERALL QUALITY

CABIN NOISE

CARGO

PRICE

TOTAL OUT OF 80

YAMAHA

WOLVERINE RMAX 1000 LE ENGINE & DRIVETRAIN

DIMENSIONS

ENGINE TYPE

999cc: 108 (EST) hp, 4-Stroke, DOHC

OVERALL L x W x H

119.3 x 66.1 x 77.8 in

COOLING

Liquid

WHEELBASE

86.7 in

CYLINDERS

4 valve per cylinder parallel twin

GROUND CLEARANCE

13.8 in

FUEL SYSTEM

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

WET WEIGHT

1,876.1 lb

DRIVE SYSTEM

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

CARGO BOX CAPACITY

600 lb Rear Dumping Box

DRIVE SYSTEM TYPE

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

TOWING CAPACITY

2,000 lb

FUEL CAPACITY

9.2 gal

POWER STEERING

Electronic Power Steering (EPS)

SUSPENSION/BRAKES/TIRES/WHEELS FRONT SUSPENSION

Independent Double Wishbone with sway bar, 14.2” Travel

FRONT SHOCKS

Fox Podium 2.0 QS3

REAR SUSPENSION

Independent Double Wishbone, 16.9” Travel

REAR SHOCKS

Fox Podium 2.0 QS3

FRONT/REAR BRAKES

Dual Hydraulic Disc

FRONT TIRES

30 x 10R-14; Maxxis Carnivore

REAR TIRES

30 x 10R-14; Maxxis Carnivore

WHEELS

Cast Aluminum

18 UTVOFFROADMAG.COM

ADDITIONAL SPECIFICATIONS WARRANTY

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

Rmax MSRP: $23,799 (2021 Model) www.Yamaha.com

POLARIS/YAMAHA GENERAL VS RMAX ENGINE PERFORMANCE

TRANSMISSION

ENGINE BRAKING

SUSPENSION

HANDLING

RIDE COMFORT

BRAKING

WHEELS & TIRES

ERGONOMICS

MAINTENANCE

INSTRUMENTATION

FIT & FINISH

OVERALL QUALITY

CABIN NOISE

CARGO

PRICE

TOTAL OUT OF 80

POLARIS

GENERAL XP 1000 FCE DIMENSIONS

ENGINE & DRIVETRAIN ENGINE TYPE

999cc: ProStar 110 hp, 4-Stroke, DOHC

OVERALL L x W x H

118.2 x 64.0 x 75.0 in

COOLING

Liquid

WHEELBASE

83.0 in

CYLINDERS

4 valve per cylinder parallel twin

GROUND CLEARANCE

13.5 in

FUEL SYSTEM

Electronic Fuel Injection

DRY WEIGHT

1,712.0 lb

DRIVE SYSTEM

Automatic PVT P/R/N/L/H

CARGO BOX CAPACITY

600 lb Rear Dumping Box

DRIVE SYSTEM TYPE

On-Demand True AWD/2WD/VersaTrac Turf ModePower Steering: Electronic Power Steering (EPS)

TOWING CAPACITY

1,500 lb

FUEL CAPACITY

9.5 gal

POWER STEERING

SUSPENSION/BRAKES/TIRES/WHEELS FRONT SUSPENSION

Long Travel, High Clearance Dual A-Arm with Stabilizer Bar, 14" (35.6 cm) Travel

FRONT SHOCKS

Walker Evans Velocity Series Shocks

REAR SUSPENSION

Long Travel, High Clearance Dual Arm IRS with Stabilizer Bar, 14" (35.6) Travel

REAR SHOCKS

Walker Evans Velocity Series Shocks

FRONT/REAR BRAKES

Hydraulic Disc with Dual-Bore Calipers

FRONT TIRES

30 x 10-15; Pro Armor Crawler XF

REAR TIRES

30 x 10-15; Pro Armor Crawler XG

WHEELS

Cast Aluminum with Beadlocks

ADDITIONAL SPECIFICATIONS WARRANTY

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

General MSRP: $25,999 (2021 Model) www.Polaris.com

UTV OFF-ROAD MAGAZINE 19

FIRST DRIVE

RZR 2022 POLARIS

PRO R 4 First Drive Review STORY: CODY HOOPER

PHOTOS: BRAD HOWE/POLARIS

olaris dropped the most hotly-anticipated UTV in recent memory to a very suspecting public just last November, and Pro R units have been

sparse on dealer lots recently. A few customers have been lucky or financially inclined enough to get the first round of cars to hit dealers, causing a big spike in prices for any not already sold. The two examples we had on hand for testing came out to around $60,000 out the door – a long way from the Launch Edition’s $44,999 price tag. Big numbers aside, is the Pro R worth the massive hype?

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2022 POLARIS RZR PRO R 4

UTV OFF-ROAD MAGAZINE 21

FIRST DRIVE

2022 POLARIS RZR PRO R FIRST DRIVE REVIEW HIGHLIGHTS: • Monster engine with incredibly crisp response • Bottomless suspension travel • Incredible stability through rough terrain • Incredible amount of drivetrain customization • Comfortable interior, stock seats and belts hold you in well

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2022 POLARIS RZR PRO R 4 Engine

The first vehicle from a UTV manufacturer to break the 1.0L invisible wall was Polaris, and they shattered it, stepping all the way up to 1,997cc with the ProStar Fury 2.0 engine in the Pro R. Using a dual overhead cam inline four cylinder engine that was lightened internally and turned up for duty in the RZR program, Polaris delivered a huge leap in UTV development with the introduction of this vehicle. A 62mm contoured throttle body feeds a very large cylinder bore, with 93mm pistons allowing a ton of room for large valves. The Fury’s short-stroke engine provides rapid engine acceleration, making throttle response incredibly quick. This all adds up to some great numbers: without the help of forced induction, the Fury 2.0 makes 225 horsepower and 152 lb-ft of torque. The Pro R’s engine feel is decidedly different than that of any other UTV currently on the market, and its high-revving four cylinder delivers a great exhaust note.

4WD system with three selectable modes: 2WD, 4WD with open front differential, and 4WD with locked front differential. These types of 4WD systems are much more confidence-inspiring, as steering feel and power delivery is generally much more consistent than with electronically operated, slip-sensing AWD systems like the RZR typically employs.

Suspension Here’s where Polaris engineers dropped another bombshell: the RZR Pro R has highest suspension travel numbers ever claimed by one of the top OE brands. What’s even better is that the engineers were able to create a very clean geometry with the Pro R’s suspension. Polaris engineers used some clever tricks to achieve the Pro R’s massive 22.25” front and 24.5” rear wheel travel numbers. Up front, a forked lower shock mount straddles the axle to allow the engineers to mount the shock to the lower arm, rather than the upper. Why is that a big deal? Mounting to the lower arm stands the shock Transmission/Drivetrain upright, allowing for a reduction in spring rate and Polaris mounted an all-new beefed-up CVT shock stiffness, which in turn keeps the shocks transmission behind the seats, so belt changes now cooler and the ride smoother. It also means that happen inside the cab. Hopefully it won’t need Polaris can fit those massive 3.0-inch body shocks many, as Polaris claims the Pro R uses a wider, lon- under the hood, without compromising sight lines. ger belt, with larger clutches and improved airflow Out back, Polaris got funky with the design over previous designs, delivering “the longest belt again. A three-link trailing arm setup is standard life ever seen on a RZR”. That claim is reassuring, RZR fare, but the center toe link running through and we didn’t experience any belt issues during the trailing arm to the rear knuckle is not. Polaris our few days of hard testing in Glamis. designed this toe link to keep the rear tires true Polaris also outfitted the Pro R with a shock throughout their travel, dramatically increasing limiter to avoid driveline damage in the event of a straight-line stability and cutting out bump steer sudden stop in wheel speed. They also redesigned almost entirely. Three-piece race-inspired sway bars the entire driveline, featuring the first divorced are much more robust than previous designs found RZR engine, transmission, and rear differential to in the RZR line. The Pro R also features another indate. CV joints, axle shafts, and knuckles are all dustry first: a rack-mounted electronic power steermuch larger than any other RZR past, and 5-lug ing unit. This frees up quite a bit of space under the unitized hubs increase wheel-end durability subdash and helps lower the car’s center of gravity a stantially. bit. The Pro R also gets another RZR first- a true Polaris offers the Pro R with Walker Velocity UTV OFF-ROAD MAGAZINE 23

FIRST DRIVE

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2022 POLARIS RZR PRO R 4 series shocks or the Fox 3.0 Live Valve Dynamix DV setup shown here. The latter is all we have driven, so we will only be speaking about the Dynamix DVequipped model. Starting with the shocks themselves, the Pro R gets massive Fox internal bypass shocks with 3-inch bodies. Dynamix DV now adjusts compression and rebound damping electronically, whereas previous generations of this technology could only adjust compression. This means that Polaris engineers have great control over wheel speed, allowing them to offer multiple suspension modes. Selectable from the steering wheel, the four modes are Rock, Comfort, Track, and Baja. Pro R Dynamix Models also feature the famous Red “X” button on the wheel, which sends the shocks to full stiffness when pressed in anticipation of a big impact. Interior & Exterior Here, the Pro R continues to expand the envelope Polaris created when they began transitioning the RZR from the XP chassis to the Pro chassis. The RZR Pro R has much more interior room than an XP, so if you have ever sat in a newer Pro XP, you will be pretty familiar with the interior layout. It features a lot of room for larger drivers, with very comfortable ergonomics and a seating position between a Can-Am X3 and a RZR XP. The seats and harnesses do a good job of holding occupants in. The seatbelts take a little bit to get used to, as they feature a thigh strap and a belt strap. This does a great job of anchoring your torso, and Polaris fitted retractors to the shoulder straps so you can move a little more freely about the cockpit when you need a little extra reach. They are comfortable, but for those that plan on driving the Pro R hard, a set of 5 point racing belts would offer better movement restriction. The examples we drove were all outfitted with the Rockford Fosgate stereo and Ride Command dash. The rich feature set Polaris built into the Pro

R’s higher trim levels is very high-tech, offering adjustment of many engine and drivetrain settings coupled with industry-leading nav tech and bluetooth audio. What’s not to like? Seating ergonomics are great, but we do wish the Pro R had a full-round steering wheel as opposed to the flat-bottomed wheel it uses. Tilt and telescoping steering makes the RZR Pro R very easy to fit a driver, and it offers what is perhaps the best seating ergonomics for a driver of any UTV on the market right now. You really feel like you’re tucked down into the Pro R, which lets you concentrate on driving. Tires/Wheels/Brakes Polaris uses a 32-inch Maxxis Rampage Fury 8-ply tire, new to the RZR line. It worked extremely well in the sand at 16 psi, offering great flotation and surprisingly good low-speed turning precision. The Pro R pops up out of the sand extremely easily, thanks to the large 2-liter engine churning out large gobs of smooth torque. Braking power feels equally impressive, with great pedal feel and placement that allows for easy 2-footed driving if that’s your cup of tea. Standard non-beadlock 15 inch aluminum wheels appear on all 2022 Pro R models, but in various colors and two spoke styles. Competition

The RZR Pro R’s only close competition is the Can-Am Maverick X3 X RS Turbo RR 72, and optioned to the highest trim level, it is about $10,000 less than the Pro R. That extra ten large gets you a car that is designed and built to a different scale than the X3, despite what the numbers on the spec chart may tell you. Take a look at both cars side by side and you will see the difference- the sheer size of the components in the suspension, wheel end, frame, and cab cage are very apparent up close. The Pro to buy would be the Ultimate trim if you want the Dynamix DV, or the Premium model if you want the Walker UTV OFF-ROAD MAGAZINE 25

FIRST DRIVE

Velocity shocks. Those cars are $3,000 and $6,000 less expensive than the Launch Edition tested here. The X3 Max X RS Turbo RR 72 is nearly identical to the Pro R 4 in length and width, coming in a half-inch shorter and 1.3 inches narrower than the RZR. The X3 is a full 6 inches shorter than the Pro R however, and most of that difference can be attributed to ride height and headroom inside the cab cage. Suspension numbers are fairly close, with Can-Am claiming 22 inches of front and rear "usable travel". Polaris claims 27 inches up front and 29 out back for the Pro R, but this messy metric includes other factors like tire squish, not just pure wheel travel. We recently drove them side by side, and will be featuring that test in an upcoming issue of UTV Off-Road. Impressions

Our first thought when approaching the RZR Pro R 4 for the first time was just how strikingly large it looked. Set to 16 inches of ride height, the Pro R is formidable in size, and requires a lot of real estate on or in the trailer. From the driver’s seat, a ton of adjustability means you can get a really comfortable position fairly quickly, and the Pro R holds you in well while delivering harsh punishment on the desert terrain. The Pro R’s interior is comfortable, and the folding rear seats and decently sized cargo box means you will actually be able to carry cargo with you. The transmission must be in park to start the engine, and the key only requires a quick bump for the RZR to take over and spin the Fury 2.0 to life. It makes great noises, but the engine’s lively

26 UTVOFFROADMAG.COM

character is the most distinct thing we took away from the driving experience. It responds to throttle inputs with lightning-quick RPM changes, making the big RZR feel light and agile on its feet. The engine has zero problem spinning the hefty 32-inch Maxxis Rampage Fury tires up to speed, offering tire-roasting power reserves at nearly any speed. Speaking of speed, we saw over 80 miles per hour down the roller whoop section that is Glamis’ sand highway. The owner of the RZR Pro R 4 also remarked that the RZR handles the long whoop sections more comfortably than his high-dollar sand car. Unfortunately, we could’t get them side by side for a comparison video during this test! It goes without saying- please drive at your own comfort level, but the Pro R offers an incredibly high performance envelope for those who do want to push their UTV. All that power would be a waste without a chassis capable of putting it down, and that’s exactly where the Pro R really shines. The driving experience is well-rounded, with incredible amounts of suspension available to navigate huge bumps. For those who choose to play in desert terrain where big whoops, G-outs and jumps are part of nearly every trail ride, the RZR Pro R offers an incredibly comfortable and capable driver’s car that flaunts next-level driver control in really nasty bumps. Simply put, we don’t think there’s another stock UTV you can drive this hard, this comfortably, with this level of poise. To many, that is well worth the price hike, as this car lives up to the hype.

2022 POLARIS RZR PRO R 4

2022 POLARIS

RZR PRO R

MSRP: $44,999 www.Polaris.com SPECIFICATIONS ENGINE TYPE

1997cc 4-stroke DOHC inline four cylinder

WEIGHT (DRY)

2,365 lbs

LENGTH X WIDTH X HEIGHT (IN)

165.5 x 74 x 76.5

WHEELBASE (IN)

133.5

TIRES:

32 x 10-15 Maxxis Rampage Fury – 8-Ply rated (front/rear)

WHEELS

Aluminum, non-beadlock 15x7

FRONT SUSPENSION

Boxed Dual A-arm with swaybar and 22.25” of wheel travel; Fox 3.0 Live Valve X2 Internal Bypass shocks with Dynamix DV

REAR SUSPENSION

Boxed Trailing Arm with Toe Link, swaybar and 24.5” of wheel travel; Fox 3.0 Live Valve X2 Internal Bypass shocks with Dynamix DV

FUEL CAPACITY (GAL)

12.3

TRANSMISSION

Automatic PVT P/R/N/L/H

2WD/4WD

Pro Performance True 2WD/4WD/4WD Lock

MACHINES

2022 POLARIS RZR PRO R 4 LAUNCH EDITION WITH DYNAMIX DV

ENGINE PERFORMANCE

TRANSMISSION

ENGINE BRAKING

SUSPENSION

HANDLING

RIDE COMFORT

BRAKING

WHEELS & TIRES

ERGONOMICS

MAINTENANCE

INSTRUMENTATION

FIT & FINISH

OVERALL QUALITY

CABIN NOISE

CARGO

5 3

PRICE TOTAL OUT OF 80

What does the Polaris RZR PRO R sound like?

UTV OFF-ROAD MAGAZINE 27

UTV BUILD

PROJECT BITTERSWEET:

AN ERA AN END TO

Giving a fond farewell to Polaris’ RZR Turbo S with a UTV Off-Road twist STORY: CODY HOOPER

PHOTOS: CODY HOOPER/BRAD HOWE

olaris has done a massive amount of work to push the UTV industry along. Think back to 2008, when the first model year RZR 800 was released. 50 inches wide, 50-ish horsepower, and under 10 inches of suspension travel seem like laughable numbers now, but back then, the RZR 800 was king of the trail. Polaris began dropping faster, wider, better-suspended models like clockwork afterwards- 2009 brought us the mid-travel RZR S 800. Just two years later, Polaris unveiled an all-new RZR XP 900, now sporting trailing arms instead of the S model’s A-arms out back and a bigger, dual overhead cam engine. The jump in trail speed between a RZR S 800 and the XP 900 was astonishing, but Polaris was just getting started. In 2014, Polaris blessed the world with the RZR XP 1000. This freshly redesigned car was wholly larger than the XP 900, and offered an all-new interior and body design that brought some freshness to the RZR line. This chassis evolved a few more times: starting in 2016, Polaris introduced a RZR Turbo with 144 horsepower, which was soon updated to put out 168 horsepower. Then, in 2018, just four short years ago, Polaris released the XP chassis’ swan song: the Turbo S.

28 UTVOFFROADMAG.COM

RZR TURBO S 4 PROJECT

UTV OFF-ROAD MAGAZINE 29

UTV BUILD

The XP Turbo S was met with open arms by the public. Offering the industry’s first answer to CanAm’s long-travel Maverick X3 X RS, RZR Turbo S models flew off dealership lots in a hurry. Our first outings behind the wheel of the Turbo S were full of grins, and it proved to be the toughest, most well-suspended RZR of this chassis to date. The Turbo S met the end of its life cycle in 2021, as Polaris is transitioning to the new RZR Pro cars. The Turbo S’ replacement, the RZR Turbo R 4, is nearly 10 inches longer and 300 pounds heavier. We have yet to get the chance to drive one, but we expect it won’t feel quite as agile as the Turbo S 4. Knowing the Turbo S was living out its last year in production, we ordered one up from Polaris to put a short build together to say farewell to one of our favorite UTVs of all time. The Onyx Black Turbo S 4 we received came equipped with Ride Command and Dynamix suspension, occupying the top spot in Polaris’ RZR line before the introduction of the Pro R and Pro Turbo. For this build, we focused on safety, storage and comfort features to round out the Turbo S’ already stellar engine and chassis performance. Let’s start with the only performance modification- HMF’s Titan Dual exhaust. HMF has been making exhaust systems for decades, and we have a lot of experience with their product. HMF’s Titan series slip-on system is a perfect fit for the Turbo S, as it doesn’t make the car any louder than the stock muffler. In fact, it matches the RZR’s OEM muffler for measured sound output, but increases the quality of the tone by miles. Where the stock RZR muffler sounds tinny and raspy, HMF’s Titan duals emit a low rumble that transitions into an incredible, snappy roar under heavy throttle. The quiet nature of the exhaust means that even with the increased sound quality, the exhaust tone never gets tiring during long days on the trail. As good as the Turbo S is in stock form, the comfort and ergonomic features are easily 30 UTVOFFROADMAG.COM

RZR TURBO S 4 PROJECT

UTV OFF-ROAD MAGAZINE 31

UTV BUILD

upgraded to fit the vehicle to your liking. We ordered all of our parts for the RZR build and then stripped the car down to the frame rails in order to lay all of our wiring in. We removed and stored the stock roof, cage, doors, MB Quart speakers, Rockford Fosgate amplifier for the onboard stereo, seats, harnesses, glovebox, in-dash storage box and steering wheel, as they were all being replaced with upgraded parts. With the RZR Turbo S 4 opened up, we began laying in the wiring for our Rugged Radios M1 Radio and 665 intercom communications package and SSV Works RZ4-5ARC 5-speaker stereo kit. We installed the Rugged radio and intercom first, starting with their in-dash mount. Replacing the small storage box above the cup holders in the RZR is a nicely-fitting powdercoated steel bracket that house the radio and intercom. The bracket has a mount insert that makes radio and intercom removal in the future very quick, as the mount itself stays in place. Rugged provides everything needed for a 2 or 4 seat UTV communications package in one box. Installation is incredibly simple- run the power and ground cables to the battery and route the antenna up onto the roof or a cagemounted clamp, keeping the antenna cable away from other electrical sources or wires to prevent interference. Then, run the intercom cables under the plastic to the four seats, place your push to talk buttons, and plug everything together. Rugged makes installation simple by providing a true plug and play kit, where no wiring, soldering, or crimping is required. We opted to go with Rugged’s Bluetooth RRP665 intercom instead of their standard RRP696, as the 665 features built-in push to talk buttons on the intercom faceplate. This cleans up the install a bit by removing the need for a separate PTT, but one can also be plugged in and used in conjunction if you prefer a steering-wheel mounted button. Rugged’s Bluetooth intercom pairs with the Polaris Ride Command system, 32 UTVOFFROADMAG.COM

RZR TURBO S 4 PROJECT allowing you to toggle audio output from the speakers to your helmet or headsets with the push of a button. Rugged shipped us their new waterproof M1 Race Radio with this kit, which is a VHF analog and digital radio pre-programmed with a variety of popular channels used by riders in the southwest states. Rugged also offers GMRS UTV radio kits for those who operate on GMRS/ FRS channels as well. Their new M1 radio features crystal-clear voice communications and incredible range thanks to its 55 watt rating. Rugged’s communication system was simple to install and has worked flawlessly every trip. We will provide a more in-depth review of the Rugged M1 communications kit in an upcoming issue. To pair with the communications package, we also opted for Rugged’s Mac-4P helmet air system. This small, filtered blower pressurizes the RZR occupants’ helmets slightly, pumping air into the helmet from a clean source to keep dust from entering your lid. This system absolutely transforms riding in dusty situations; while it cannot remove the dust from the trail, it certainly removes it from the inside of your helmet. It has the added benefit of cooling your head on hot days, and Rugged includes a variable speed controller with the pumper kits to allow adjustment of fan speed. The helmet air attaches to the helmet via a small push-fit hose connection, so a pumperstyle helmet must be used in conjunction with the system. Rugged offers pumper helmets at multiple price points, starting at $295 for a Bell Qualifier, which comes pre-wired for Rugged communications and includes an inlet for pumper systems. We finished out our Rugged installation with their Mac-XC magnetic hose attachment accessories, which relocate the pumper hookup to a magnetic receiver that you mount on any roll bar. This makes attaching and detaching the pumper much quicker, and saves the frustration of having to fight the press-fit connections. UTV OFF-ROAD MAGAZINE 33

UTV BUILD

Next up to install was our SSV Works 5-speaker Plug-&-Play system for Ride Command. SSV includes everything you need to crank up the RZR’s stereo system, including a plug and play wiring harness that only requires a boltin installation. Starting at the front, SSV Works includes a pre-built and wired amp tray that bolts in nicely under the RZR’s dash. Since our model came with a basic MB Quart stereo, we removed all of the stock stereo equipment and plugged SSV’s kit right in. All of the connectors clip right into the factory harness, and the SSV kit functions like the OE audio, only with drastically increased sound quality. After the amp tray was installed, we bolted in SSV’s replacement glove box subwoofer, which features an independently amplified 10-inch kicker subwoofer which bolted right up without issue. 34 UTVOFFROADMAG.COM

The glovebox door gets reused, as SSV spared you enough room for your registration documents and a pair of gloves. Below the glovebox woofer, a pair of injection-molded kick panel speakers get bolted in under the dash. SSV’s speaker pods are slim and well made, looking like a factory option when bolted into the RZR. Wiring is simple, with plug and play connectors at every speaker. Out back, the speaker installation is also simple. Cage-mounted speaker pods use dual band clamps to secure, and another plug and play harness runs back to the two rear speakers. Once the stereo is mounted and cabled, all there is left to do is hook up the power cables. SSV includes their own brand of 6.75-inch marine-rated speakers, all of which include 25mm titanium hard dome tweeters for crisp sound. SSV has multiple speaker grill color options available to

RZR TURBO S 4 PROJECT

color-match to your rig as well. With no cutting or wiring required, the SSV Works stereo install was one of the easier parts of the build. Sound quality is excellent, and all Ride Command features work without a hitch. The stereo is loud enough to be heard at speed with helmets on, but at high speeds, we preferred to hit the switch and port the audio right into the helmets. After we had the electronics handled, we moved on to safety and comfort features. We reached out to Southern California natives SDR Motorsports for help with the build, and they supplied a host of product to polish this Turbo S 4 into a real head-turner. We started with their Sport Shorty cage in anthracite grey, with a matte black roof and no intrusion bar for a clean look. We didn’t plan on racing the Turbo S, so building this towards a weekend play car

the average reader would enjoy was the goal. We also ordered a full set of SDR Hi-Bred doors, storage bags, grille kits, a Baja series front bumper, and their rear adventure rack and tire carrier. Installing a cage on any UTV is always quite a task, as not all UTVs are built alike. We have swapped cages on many cars, and sometimes, the frames just don’t line up perfectly. SDR’s cage fit well, but it took some massaging to get it onto our Turbo S. The same went for the doors – while the end product looks very slick, the installation is very time consuming and requires a lot of patience to get the gaps and door alignment proper. Be prepared to spend some time on the install if you’re attempting it at home, as there are a lot of places where small adjustments matter. The easiest part of the SDR portion of our build

UTV OFF-ROAD MAGAZINE 35

UTV BUILD

to install was the rear adventure rack, which has a gas-strut assisted lift feature that allows you to mount a spare tire over your cargo bed while still retaining easy access. We mounted in dual SDR storage bags to hold a spare belt, clutch tools, an impact wrench, tool kit, first aid kit, and spare jacket. The SDR bed bag leaves the air filter access door completely unobstructed, which was a great design feature. It also allows you to tuck a cooler in front of the storage bag and then close the spare tire rack, keeping the cooler in place and out of harm’s way. The top of the spare tire rack has plenty of holes should you choose to mount gear to it instead of a spare tire. SDR’s adventure rack will fit up to a 35-inch spare tire, and the gas struts make lifting the 32-inch spare we run easy work. Storage was a focus on this build, but we didn’t want to go overboard. Keeping a UTV light is one of the best things you can do for performance.

36 UTVOFFROADMAG.COM

We chose to use SDR’s dual-pocket door bags on all four doors to complement the dual rear cargo bag setup. The bags are very high quality, made from a carbon-fiber textured marine-grade vinyl and even include velcro stays so the zippers stay put. They are made to fit the SDR doors, installing with velcro straps and plastic push-rivets for a tight fit. Door bags are an absolute necessity for any UTV owner, regardless of which vehicle they own! To add some more occupant comfort, we went with Pro Armor’s LE suspension seats and 4-point 3-inch seatbelts. The suspension seats hold you in much better than the stock seat, but are not as deeply bolstered as a racing seat. This makes getting in and out of the car easier. If we planned on racing and running this car hard, we would have optioned a deeper seat, but for weekend excursions, spirited desert drives and exploring with family, the Pro Armor seats strike a good

RZR TURBO S 4 PROJECT balance. Comfort from the 3-inch wide padded harnesses is excellent, and the adjustment mechanisms and buckles work well. In the rear seats, we went with a 2-inch wide 4 point harness, as we planned on only putting smaller humans in the tight back seat of the Turbo S 4. Adding a custom touch (and a little Hell Yeah Brother!) to the driver’s compartment is a Motion Raceworks Cleetus Edition steering wheel. The wheel bolts right up to the stock steering column of the Turbo S, making the swap fairly simple as long as you can get the factory torx-head bolts loose. To tie up the rest of the interior, we used some accessories from Rugged Radios like their flush-mount intercom jacks to hide all the wires and route everything to the center console of the RZR. We mounted the Mac Air variable speed controller between the front seats, just behind the jack ports where you plug your helmet or headset into the intercom cable.

The final step of the build was bolting on this gorgeous set of Raceline A93B beadlock wheels wrapped in 32-inch Kenda Klever XT rubber. Check back in a future issue for an in-depth look at this tire and wheel combo. The Raceline wheels require slimmer lug nuts than the OEM ones that come on the Turbo S, so we optioned for a set of red splined lug nuts from Rad Parts. With the build all wrapped up, we set out for some dune and desert play all over Southern California. The Turbo S 4 offers an incredible suspension package from the factory, with three suspension modes to choose from: Comfort, Sport, and Firm. It filters out bumps, whoops, and jumps wonderfully, making this car a blast to drive hard. Check out our full review of this exact car in stock form here, where you can read about the RZR Turbo S’ upgrades and what makes it so special.

UTV OFF-ROAD MAGAZINE 37

UTV BUILD

Check out our full review of this exact car in stock form here.

The parts we added to this build were chosen based on how we have set up our own personal UTVs in the past. You don’t always need every accessory available- sometimes, choosing your parts based on an end goal and a target makes more sense. We set out to make the already-competent RZR Turbo S 4 even more comfortable, safe, and usable during trips with family, friends, and other UTV enthusiasts. The Rugged communications package has come in handy many times, even when communicating during photo and video shoots between driver and photographer. It has allowed us to stay in contact with the other riders in our group as well as our camp, which is always great for peace of mind when you’re out bashing trails all day. The SSV Works stereo is a great addition to the car that is nearly invisible installed, until you crank the volume up. The 10-inch Kicker subwoofer in the dash enclosure provides incredible bass response, which is needed with all of the engine vibrations and suspension movement felt when 38 UTVOFFROADMAG.COM

driving this car at speed. Audio clarity is also very good, even at high volumes. Our favorite part about the SSV and Rugged parts is that they work with Polaris’ in-dash navigation and media player, Ride Command. You even get the option to toggle sound output to the stereo system or the intercom, which is a great feature. There are enough rich electronic features in this car to satisfy any tech nut. This RZR Turbo S 4 has been a pleasure to build and drive, with a couple of us fighting for the keys to take it out on weekend excursions. We have had a lot of great trips in Turbo S models over the years, and we are sad to see them go, but a recent drive in a RZR Pro R 4 has shown us that once again, Polaris intends on moving the market forward. However, just like automotive classics, newer doesn’t always mean more fun. For a lot of us, the RZR Turbo S will continue to occupy a spot in our hearts as one of the best desert UTVs ever built.

RZR TURBO S 4 PROJECT

PARTS LIST VEHICLE

2021 POLARIS RZR TURBO S 4

$31,999

BUMPER

SDR MOTORSPORTS BAJA SERIES

$349.99

WHEELS

RACELINE A93B PODIUM BEADLOCK

$309.00 EACH

POWDERCOAT

SDR MOTORSPORTS

$559

TIRES

KENDA K3204R KLEVER XT TIRES

$179.57

EXHAUST

HMF TITAN DUAL SLIP-ON

$859.95

SUSPENSION

STOCK

SEATS

PRO ARMOR LE SUSPENSION SEATS

$449.95 EACH

CAGE

SDR MOTORSPORTS SPORT SHORTY

$2,329.98

HARNESSES

Pro Armor 4 Point 3” Harness (front)

$129.95 EACH

GRILLE

SDR MOTORSPORTS

$189.99

4 Point 2” Harness (rear)

$99.95

BED GRILLES

SDR MOTORSPORTS

$89.99

RADIO/INTERCOM KIT

Rugged Radios RZR Communications Kit

$2,043.00

DOORS

SDR HI-BRED DOOR KIT

$799.99 FRONT, $799.99 REAR

HELMET AIR

Rugged Radios Mac Air 4P Kit

$430.00

REAR RACK

SDR ADVENTURE RACK / TIRE CARRIER

$599.99

Mac-XC Magnetic attachments

164.98 EACH

DOOR BAGS

SDR MOTORSPORTS HI-BRED DOOR STORAGE BAGS

$189.99 FRONT, $189.99 REAR

STEREO

SSV Works RZ4-5ARC

$2,249.99

STEERING WHEEL

$319.00

SDR MOTORSPORTS ADVENTURE RACK BAG

$199.99, HI-BRED BED BAG, $249.99

Motion Raceworks Cleetus Edition Limited 13” Off-Road Wheel

BED BAGS

(4 seat with helmet kits)

UTV OFF-ROAD MAGAZINE 39

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 40 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 2022 BUYER'S GUIDE 2021

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 41

YAMAHA

2022 UTV BUYER'S GUIDE

2022 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:

2022 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 42 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

2022 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 43

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 44 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

2022 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:

UTV OFF-ROAD MAGAZINE 45

UTV BUILD SHEET

2022 CAN-AM

MAVERICK X X3 X RS TURBO RR ALSUP RACING DEVELOPMENT’S BEST IN THE DESERT “SUPER STOCK” PLATFORM STORY: STAFF OF UTV OFF-ROAD MAGAZINE PHOTOS: HARLEN FOLEY / CAN-AM

46 UTVOFFROADMAG.COM

2022 CAN-AM MAVERICK X3 X RS TURBO RR

X3 R

UTV OFF-ROAD MAGAZINE 47

UTV BUILD SHEET

BITD SUPER STOCK REQUIREMENTS: • Stock Chassis and Plastics • 5-point Aftermarket Roll Cage • 5-Point Harnesses and Window Nets • Full Doors w/ Door Bar • 85mph speed limit • OEM Pivot Points • OEM Radiator Location • OEM Knuckles • OEM Front Differential • 32” Max Tire Size

48 UTVOFFROADMAG.COM

2022 CAN-AM MAVERICK X3 X RS TURBO RR

Every major UTV racing series now offers stock Sportsman and Professional classes. It’s not only a great opportunity for new teams and drivers to learn affordably, but also a chance for the OEMs to showcase the stock performance and reliability of their machines. This is something that’s been lost in recent years as the Production Turbo class has turned into a “rich man’s sport.” Recently, we had a chance to talk shop with Mitchell Alsup, owner and driver for Alsup Racing Development (ARD). Alsup, who’s won multiple Best in the Desert (BITD) and SCORE-International UTV Championships, explains his reasoning for running in BITD’s new “Super Stock'' UTV class. “We love the Pro Stock class! We’re able to showcase what this stock Can-Am can do right off the showroom floor with the addition of only safety requirements and ARD OEM replacement products. We still have other top teams running our Pro Turbo and Trophy Unlimited cars, like Monster Energy Can-Am’s Matt Burroughs, Desert Assassin’s Cameron Steele and longtime desert racing legend Chris Blais, but we’re spending our time testing and developing race-proven products for the average off-road enthusiast and we’re having a heck of a good time doing it.” ARD’s “Pro Stock” 2022 Can-Am Maverick X3 X RS Turbo RR relies on Can-Am’s OEM drive train, front and rear CVs, axles, knuckles and sway bars as well as the stock front differential, steering rack, Electronic Power Steering (EPS), radiator, clutching and prop shafts. UTV OFF-ROAD MAGAZINE 49

UTV BUILD SHEET

50 UTVOFFROADMAG.COM

2022 CAN-AM MAVERICK X3 X RS TURBO RR

BUILD SHEET ALSUP RACING DEVELOPMENT’S BEST IN THE DESERT “PRO STOCK” PLATFORM ARD

FRONT UPPER ARMS FRONT LOWER ARMS RADIUS ROD KIT TRAILING ARMS RONT BUMPER FRONT DOUBLE SHEER KIT SHOCK TOWER KIT DOUBLE RADIUS ROD PLATE NUT PLATE CONVERSION KIT PRO STOCK RACE CAGE W/ALUMINUM PACKAGE REAR BUMPER KIT WITH SPARE TIRE

PCI

KENWOOD RADIO ELITE X INTERCOM BOOST AIR PUMPER

SPARCO

EVO SEATS HARNESSES STEERING WHEEL

AIM

UTV MX DATA LOGGER

BAJA DESIGNS

RTL ONX6 10” AMBER SQUATRONS

EVO

RACE HEADER OEM REPLACEMENT COOLANT BOTTLE

UTVSHOCKS TUNED FOX SHOCKS ZRP

TRAILING ARM/SWAYBAR BRACES TIE ROD KIT

BFG

32” KR2

WHEEL

15” FLO WHEEL

UTV OFF-ROAD MAGAZINE 51

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ULTIMATE TERRAIN It's hard to beat stormy weather in the desert. Our Honda Talon 1000R, matched with Maxxis Razr XT tires, conquered our local California City terrain. PHOTO: ADAM CAMPBELL PHOTOGRAPHY (@ACPLOOKBOOK)