Geoff Middleton•2 Mar 2016

REVIEW

Launch: 2016 Yamaha YXZ 1000R

Name: Launch: 2016 Yamaha YXZ 1000R
Brand: Yamaha

Designed to not only compete with the existing recreational off-road vehicles (ROVs) but whack them clear out of the proverbial ball park, the Yamaha YXZ 1000R is all about balls-out speed

Yamaha is marketing its new YXZ1000R as ‘the first true pure-sports side-by-side' How can the company make that claim when other marques (Polaris and BRP’s Can–Am range) have been in this market for years? Well, Yamaha is pivoting this new vehicle on the fact that it’s the only beast in the jungle with a proper manual gearbox.

The YXZ1000R sports a five-speed sequential gearbox (with reverse) and a wet multi-disc clutch. This means you can really get the most out of the 998cc three-cylinder, four-valve, DOHC, fuel-injected engine. To this point we have only had CVT transmissions, but Yamaha is now the only vehicle in the market in which you can swap the cogs yourself.

But that’s not all. Yamaha hasn’t just dumped a gearbox into an existing beast. No sir. This is an all-new purpose-built fun machine that’s designed for racing, adventure and balls-out speed.

While Yamaha told us at the launch that this is an all-new engine, that’s not entirely the case. The engine is derived from that found in the FX Nitro MTX snowmobile. It has been modified to offer a broader spread of power and torque, has a dry sump to make it both more compact and give better lubrication, and it has three Mikuni 41mm throttle bodies with four-hole injectors for crisp response and better acceleration.

Final drive is through shafts as opposed to belts for better strength and reliability and there’s a park brake mounted on the rear tail shaft.

Speaking of brakes, the YXZ has car-like hydraulic discs on all four wheels.

But it’s the suspension that’s the real surprise. The long-travel A-arm suspension is fitted with Fox long-travel coil-over dampers which are tough, high-tech and above all, rebuildable. They offer rebound damping adjustment, preload adjustment, have a dual-rate spring and large bore. The shocks have progressive bottom-out control meaning that the last 25 percent of travel offers an extra 1360kg of additional damping. Travel is quoted at 412mm at the front and 432mm at the rear.

The steering system is rack and pinion with progressive electric assistance that not only dampens kickbacks from bumps but offers more assistance at lower speeds and more ‘feel’ at higher speeds.

Slipping into the cockpit, the YXZ is all business. The contoured seats are very supportive laterally and have fore-and-aft adjustment, and the steering wheel is tilt-adjustable too, so it’s easy to get comfortable.

Right in front of the driver is the instrument binnacle which looks very R1-esque with its big analogue tacho, central adjustable shift light, and comprehensive digital panel which gives you info like speed, odometer, fuel, clock, volts etc, Then there’s an array of idiot lights for park brake, diff lock, reverse, temp engine trouble etc.

The gearshift is on the centre console about a hand-span to the right (yes, they’re all left-hand drive). It’s a short-throw straight shift with a reverse lock-out so that you don’t accidentally select reverse on the fly – that could hurt! If you want reverse, it’s selected via a paddle on the left of the steering wheel.

Also on the console is the car-like 2WD/4WD selector. From 2WD, one flick to the right gives 4WD then the next option is 4WD with diff lock for maximum traction. The park brake is a lever-action job also on the console. It’s all very neat and beautifully laid out.

The passenger gets a similar race-type seat, a three-point belt and substantial adjustable Jesus bar, and importantly good supports in the foot well to brace with. Slide the seat forward push the feet into the firewall and hang on to that bar!

ON THE TRACK

On our launch day, we had a bunch of professionals on hand to run us through the vehicles, give us a bit of a demo as to how they handled and provide some sage advice as we punted them around the off-road race track at Colo Park, NSW.

We had a tight little track with jump in the main straight, some whoops after that then a big sweeping left and back straight where we could get it hammering.

After our sighting lap, we slipped into the driver’s seat easily via the double-latched door and hit the starter. The Yamaha triple has a lovely burble out of the three-into-one exhaust that gives the portent of things to come. Slipping into first, we waited for the pit marshal to give us a wave and off we went. First it was the whoops. My instructor (Mr Motocross icon Stephen Gall if you want me drop names) said to take them at about 60km/h on the first lap and hold that speed. The suspension was fantastic and didn’t find its limits in either bump or rebound (if it did, I didn’t notice). Very impressive.

Then it was round the big left hander and up on the berm and hard on the gas on exit, then short-shifting up to fifth. Gall told me do it that way and who am I to argue? "There's not much left over 8000rpm anyway," he yelled as we blasted down the back straight. We were still going slowish but it was quick enough for lap one round the sandy bottom turn and into it again up the ‘box and heading for the jump. Got some air and the landing was like diving into a giant marshmallow -- soft. Gotta do that again!

“This time go a bit faster,” said Gall. Okay, you talked me into it. Over the whoops at 75 or so and result was the same, smooth and straight without getting thrown off line. Round the big left and the four-wheel-drive grip was fantastic; the suspension keeps all four paws on the ground and the knobby tyres do the rest.

More speed for the jump equates to more air and more of a workout for the suspension but it wasn’t fazed. After we’d finished out little first stint, I was sold.

These things are so much fun and so easy to drive that virtually anyone can jump in and have a ball safely. The brakes are fantastic, the steering is light and very direct and the suspension is just dynamite.

So where can you ride it? Well, there's the new Australian SxS Championship (here) under the CAMS umbrella,, while Yamaha Motor Australia is also collaborating with Motorcycling Australia about running them at bike-sanctioned events -- we'll keep you updated on that one.

SPECS: YAMAHA YXZ 1000R

ENGINE

Type: Water-cooled, three-cylinder, four-stroke DOHC

Capacity: 998cc

Bore x stroke: 80 x 66.2mm

Compression ratio: 11.3:1

Fuel system: Triple Mikuni 41mm throttle bodies

TRANSMISSION

Type: Constant mesh five-speed

Clutch: Wet, multi-disc

Final drive: Shafts

Four-wheel drive system: On-Command 2WD, 4WD, 4WD with diff lock

CHASSIS AND RUNNING GEAR

Front suspension: Independent double wishbone with anti-sway bar, 412mm wheel travel

Rear suspension: Independent double wishbone with anti-sway bar, 432mm wheel travel

Front brakes: Dual hydraulic discs

Rear brakes: Duasl hydraulic discs with shaft-mounted parking brake

Tyres front: Maxxis MU09 / 27 x 9.00R14

Tyres rear: Maxxis MU09 / 27 c 11.00R14

DIMENSIONS AND CAPACITIES

Claimed weight with all fluids except fuel: 699kg

L x W x H: 3121mm x 1626mm x 1834mm

Wheelbase: 2390mm

Ground clearance 330mm

Fuel capacity: 34 litres

OTHER STUFF

Price: $29,990

Colours: Yellow, Blue (to come)
Test bike supplied by Yamaha Motor Australia, yamaha-motor.com.au

Launch: 2016 Yamaha YXZ 1000R

Tags