With the introduction of the Yamaha YXZ1000R, the extreme-performance UTV wars got that much hotter for 2016. The YXZ’s high-strung, three-cylinder engine and manual transmission are designed to create an ATV-like sport ride in a UTV, but the new CanAm Maverick DPS’ minimalist bed, Sport mode and true dual exhausts are even more pure sport than the Yamaha’s. And the reigning 1000cc champion, the Polaris RZR XP 1000, has more suspension travel. All three deliver engine, chassis and suspension performance to the extreme, but can the upstart Yamaha unseat the belt-propelled contenders in all-around performance? To find out, we took them to the desert and dunes for a headsup comparison.
WHAT’S NEW FOR 2016?
Can-Am introduced the Maverick 1000R DPS for 2016 to fill the gap between the non-EPS base model and high-end XTs, and the new DPS gets EPS with three assist levels (selected via a dash-mounted toggle), a ViscoLok QE quick-engaging front diff, and either light gray or Can-Am Red color schemes. The Maverick makes 101 horsepower and has 14 inches of travel (we tested it in April 2016).
For 2016 the Polaris RZR XP 1000 gets a new seat angle and adjustable seat sliders for an up-on-the-wheel driving experience, plus cool rubber upper seatbelt mounts that allow shoulder-height adjustment for optimum comfort. In addition to Ti Matte Metallic and Electric Blue Metallic, Polaris adds Sunset Red to the color choices. Power output is 110 horsepower and travel is 16 inches front and 18 inches rear (we tested it in March 2016).
Yamaha’s YXZ1000R is the first SxS to sport a three-cylinder, 998cc motor (adapted from its snowmobile line) with five-speed, sequential-shift manual transmission with spike-load limited outdrives, manual clutch from its V-Max street bike and hydraulic clutch actuation. It also has a second clutch pack to protect the locking front diff, a dry-sump oiling system with baffled external tank, dual-stage air-filtration system for the three 41mm EFI throttle bodies, a tuneable shift warning light for the 10,500-rpm redline, and a 5.42 pound external flywheel to prevent stalling at extremely low rpm.
The YXZ1000R is built to deliver the connected riding experience of the YFZ450R in a UTV. Its long-travel suspension uses unique, rigid sphericaljoint double A-arms, with the lower rears looking more like L-arms, and the rear Fox Podium RC2 shocks have the exclusive Bottom-Out Control (BOC) system. All four Fox RC2 shocks have dual-speed compression adjusters, plus rebound clickers and ring preload; only the Arctic Cat Wildcat 1000X Limited has more adjustments to tune the ride. Front shocks protrude through the sloped hood that provides better sight angles, despite the YXZ’s seats (with 3.5 inches of adjustment) being 2.5 inches lower than a RZR. Seat bolsters, full doors and the only OEM-equipped sunroof lead a long list of creature comforts as well. Brakes are twinpuck hydraulic calipers squeezing four 245mm rotors, plus engine braking, and the YXZ has two torsion bars.
The YXZ1000R EPS comes in Orange Blaze and Yamaha Blue and white, and Special Edition EPS YXZs are yellow and black or Matte Silver and Red Metallic. Output is 114 horsepower, and travel is 16.2 inches front and 17 inches rear (we tested it in January 2016).
HOW DOES COST COMPARE?
Can-Am’s Maverick 1000R DPS is $17,449–$18,249, and the 2016 Polaris RZR XP 1000 EPS is $20,299. The Blaze Orange YXZ1000R is $19,799, while the Racing Blue and white is $19,999, and the yellow/black/white or Matte Silver/red 60th Anniversary Special Editions are $21,599 with beadlock wheels. Arctic Cat’s Wildcat 1000X is $17,499, while the LTD and SE are $19,999.
WHICH IS THE FASTEST 1000?
The Yamaha, but not from a standing start. Both the Can-Am and Polaris 1000 have CVT clutches tuned to engage instantly (you can even hear the click on the Maverick), so both leap out to a car-length lead on the Yamaha, but the Yamaha regains some or most of the distance as speeds increase. The YXZ1000R is good for 80 mph in fifth, and the ECU can be reprogrammed for a 100-mph top speed, while the Polaris and Can-Am top out in the mid 70s. The Yamaha is also more potent and responsive to the throttle when accelerating from 40–50 to top speed because of the lack of CVT inefficiency. From turn to turn in the woods, the Yamaha is harder to drive fast, but a skilled pilot can roost on the Polaris and Can-Am.
WHO HAS THE BEST DELIVERY?
All have strong points, but the Yamaha has the most bragging points. Its manual transmission and hydraulic clutch put the most power to the ground, yet have spike-load limiters to protect the drivetrain. Engine braking is awesome with 11.3:1 compression and the ability to manually downshift into turns. The YXZ is happiest revving to the moon, but it also chugs down to crawling speed in first and has the extra flywheel to prevent stalling. Rock crawling takes an expert foot on the clutch and throttle, though, and the Rekluse EXP option is $800 plus installation.
The Can-Am has awesome throttle response and CVT clutching, and its Engine Braking System is excellent for controlling downhill speeds and setting up turns. It also has Sport and Eco modes for tuning delivery in hightraction or slick conditions, but there is no Sport mode in low range. The Maverick also has the gray key for limiting top speeds and a dash toggle for dialing in the amount of EPS assist. Polaris has great response and CVT tuning as well but has no EBS. Its on-demand 4WD system is awesome and makes driving super easy on twisty trails. It stays in 2WD and greatly reduces 4×4 push going into turns, and when it senses wheelspin upon gassing it out of the turn, the front diff engages and pulls the RZR out of the slide. The AWD system is great for rocks and mud, too, but it isn’t so good on steep downhills. Use enough throttle to keep the CVT engaged; only the rear tires receive compression braking, and the RZR wants to slew from side to side.
WHICH HAS THE BEST SUSPENSION?
That would be Yamaha, but the CanAm has the best ride quality. All have wildly different approaches to trailinglink rear suspension. The Yamaha uses wildly stretched A-arms (actually L lower and H upper), the Polaris has long trailing arms with camber links, and the Can-Am has a modified torsional trailing-arm system. The Yamaha has the most adjustable, highend Fox Podium RC2 2.5 piggybacks with rear BOC and 17 inches of travel, the Polaris uses Walker Evans shocks with 18 inches of travel and adjustable compression, and the Maverick sports Fox 2.0 Podium C piggybacks with 14 inches of travel and adjustable compression. Matched front shocks work with A-arms on all three, with the YXZ sporting 16.2 inches of travel, the Polaris boasting 16 inches and the Can-Am having 14 inches.
While the YXZ is most adjustable and is best for race-speed performance, the Polaris is more comfortable in most conditions and at lower speeds. We left the RZR WER shocks at 15 clicks out on compression, front and rear, while we went way out on the Maverick Fox shocks to 15 front and 18 rear (of 20) to get rid of bucking. On the YXZ we went with last month’s El Centro settings—up front 17 clicks out on rebound, LSC 3.0 out and HSC 2.5 out, while rear settings were R13 and LSC/HSC 2.5. This equals 5 clicks freer rebound and one full turn softer on both compression adjusters. This softened overall ride while retaining whoop manners.
So the Maverick has the smoothest ride but the slowest desert trail speeds, the Yamaha has the fastest trail speeds but harshest ride, while the Polaris has the best “baby bear” combination of trail performance and ride quality. Let your right foot and backside decide.
WHICH 1000 HANDLES BEST?
The Yamaha YXZ1000R. Not only does the YXZ track straight at the highest trail speeds and gobble whoops best, it turns the best as well. The inside front tire pulls the car around tight turns in 4WD, and it has the best turning manners in 2WD as well, with engine braking setting up slides and precise steering out of corners. It has a great combination of straight-line stability and cornering prowess, despite having the longest wheelbase and most weight. It works better the more you hammer it, but the flip side is that the YXZ1000R is hardest to drive because of the manual clutch.
Polaris takes second here with a great combination of cornering prowess and the second-best stability at speed. The RZR XP’s on-demand 4WD does a great job of minimizing push diving into corners, and it engages the front diff to pull the car out of turns, but it doesn’t ever feel as positive as the Yamaha’s 4WD system. It is second fastest through deep whoops, but starts to wander and buck as it reaches its limit.
The suspension, 29-inch Bighorns, and long 90-inch wheelbase provide great cornering manners and predictability. The Maverick turns in better than the Polaris and is a blast to drift out of turns. Its very effective EBS and short 83.4-inch wheelbase make it corner effortlessly, and it feels very planted in turns once you dial in the suspension. The tighter the trails get, the more fun the Can-Am is, but it has the slowest whoop speeds and least straight-line stability due to the comparative lack of travel. Great throttle response and EBS make it a great woods weapon too.
WHICH IS MOST FUN IN DUNES?
Yamaha. The YXZ1000R is a total blast to drive in big bowls and dunes, where it can really stretch its legs and lungs. It rips and will spend all day in second and third happily carving sand, and the sloping hood and secure cabin add vision and confidence. It’s the hardest to bottom and flies straightest. Next comes the Polaris with great straight-line stability, good suspension, and secure seats and doors. The hotrod Can-Am is a close third to the RZR, with a great engine, EBS and carving manners, but the seating position, nets
and high hood/fenders don’t inspire a lot of confidence when transitioning ridges and bowls.
HOW ABOUT ROCKS AND MUD?
We like the Polaris best in rocks and Can-Am best in mud, but the Yamaha has the best creature comforts in either venue. The YXZ’s low seating and sloped hood provide a lot of confidence and comfort, as does the roof. You can really see well to select lines up boulders, but it takes an expert to manipulate the manual clutch. The RZR has the next best sight line down the hood for line selection, the most travel, tallest tires and best articulation in rocks. The on-demand 4WD takes some getting used to in boulders, though, and the quarter doors let mud invade the cabin. The Maverick’s bulging hood and tall seating position make it feel awkward in rocks, and the nets don’t give a lot of confidence, but that doesn’t seem to matter as much in mud. Instant throttle response and CVT reaction make it rip in mud, and the high seating position is a bonus.
WHICH IS BEST IN WHOOP-DE-DOS?
Yamaha. We hammered deep California desert whoops at more than 50 mph in the YXZ1000R, and the Polaris couldn’t get within 10 mph of the Yamaha’s trail speed. The RZR XP didn’t feel anywhere near as stable or predictable as the YXZ in whoops, and the Can-Am couldn’t match the RZR’s speed or stability, either. The Yamaha flies straight and true, and it had the only tilting steering column and wheel that didn’t flex on whoop-face impacts.
WHO HAS THE STRONGEST BRAKES?
Yamaha, although you might stall it in panic braking. All three 1000s
have twin-puck hydraulic calipers at all four corners, with the Polaris having 248mm rotors, the Yamaha having 245mm discs and the Can-Am having 214mm discs. The YXZ stops hard and is backed up by engine braking and a parking brake on the console—if you have stuntman skills. It’s the heaviest 1000, some 152 pounds more than the RZR and 244 more than the CanAm, but it out-brakes both. In panic stopping power, the Polaris beats the Can-Am, but the Maverick beats the RZR in daily driving with its very effective EBS system. It’ll crawl down nasty hills, where the RZR wants more brake pedal. Any engine braking the RZR musters goes only to the rear tires in 4WD, which can cause it to slew sideways on loose rocks.
WHAT ABOUT CREATURE COMFORTS?
While our testers like the RZR seats best, Yamaha takes overall cabincomfort awards. The full doors with insulation, low seat height, sunroof and side bolsters provide a lot of confidence and comfort. Pads on the console, a large console bin, glove box, padded passenger bar, two-position upper belt mount, and easiest-to-read instruments show Yamaha’s attention to detail, while the sloped hood aids vision and obstacle avoidance. Noise levels are low, but vibration is high, and radiator heat warms the console. Polaris scores next with its best seats, new seating angle, seatbelt mounts, adjustable passenger T-bar, low noise levels and quarter doors, although the doors let front-tire roost into the cabin. That’s better than the Can-Am’s nets, which offer no roost protection or confidence. The removable Maverick seats work well in camp but don’t provide the secure, comfortable pocket of the Polaris or Yamaha seats. Noise is huge inside the Maverick; the engine sits between the seats, and the perforated bed and taillight holders deflect exhaust noise into the cab. It also has holes in the crinkle-coated cage that whistle in the wind, which is annoying.
HOW ABOUT WRENCHING AND DURABILITY?
With no belt to break and replace, the Yamaha scores big here. Extreme rock crawlers can and will burn up the clutch plates, although Yamaha offers a Rekluse EXP slipper-clutch option. The dual air-filter setup is cool, and the first filter draws air from behind the console. Undo five Dzus fasteners to get to the filter, and changing the engine oil is on par with the RZR XP. Polaris has the easiest air-filter access and much faster CVT-belt changing than the mid-engine Can-Am. In fact, everything is harder to access on the Maverick than the RZR.
WHAT’S OUR FINAL ANSWER?
Yamaha packs the most punch into its YXZ1000R, has the most innovations adding to its performance, and has the best and most-adjustable suspension available on a production UTV. It has next-level handling, driving experience and creature comforts in the cabin with the only OEM sunroof. Everything works very well to create an awesome package, right down to EPS assist and the controls on the console. It has by far the highest trail speeds in desert whoops and flies straight, and the orange YXZ is $500 less than the RZR XP 1000. On the other hand, it’s the hardest 1000 to drive for those used to a CVT. Sport ATV and dirt bike riders will be used to using the clutch, though.
Polaris comes second in desert whoops, trail speeds and overall suspension performance, and the creature comforts in the new cabin are excellent, including seats, driving position, seat security, shoulder-belt adjustment, control ease and passenger hold points. Polaris’ on-demand 4WD is the easiest 4×4 system to use, and the EPS assist map is excellent. It’s big fun in the dunes, woods, desert, mud and rocks, and the seating position and hood provide a good view for avoiding or clearing obstacles.
Can-Am has great bang for the buck with the Maverick 1000R DPS, as it sells for $3350 less than our YXZ Special Edition and $2050 less than our RZR XP 1000. With its bulging hood, throttle response, loud exhaust and crisp cornering, the Maverick feels like a Trophy Truck and is a blast to flick from turn to turn, especially with the great EBS setting up drifts. However, the 1000R has the least suspension travel and sophisticated shocks, and it’s the slowest in desert whoops. Also, the engine being between the seats complicates changing the CVT belt and other maintenance chores, and nets are for catching fish.
Guest tester Erik “Earthquake” Kehoe really liked the Yamaha but would choose the Polaris for off-road racing and all-around driving, and most of our regular test crew agreed with Earthquake. The Yamaha is the best performer, but the Polaris is the best fit for most people, and the Can-Am is easiest on the bank account (initially).
SPECS
CAN-AM MAVERICK 1000R DPS
Engine …. Liquid-cooled, 8-valve, SOHC 4-stroke V-twin
Displacement ………………………………………….976cc
Bore x stroke ……………………………91mmx75mm (2)
Compression ratio …………………………………….. 12:1
Lubrication system …………………………….. Wet sump
Carburetion . iTC 54mm Throttle body, 2 VDO injectors
Starting/back-up ………………Electric push-button/none
Starting procedure ………..In any range, brake engaged
Air filter:
Type ………………………………….. Paper mesh/screen
Access …………………………… Pop hood and six clips
Transmission ……………………………….Dual-range CVT
Drive system . Selectable 2WD/4WD w/front diff-lock &
EBS
Final drive f/r ……………………………………..Shaft/shaft
DIMENSIONS/CAPACITIES/WEIGHTS
Fuel capacity ………………………………………. 10.0 gal.
Wheelbase ……………………………………………… 84.3″
Overall length/width/height ……………118.8″/64″/74.2″
Ground clearance ……………………………………… 13.0″
Dry weight …………………………………………..1297 lb.
Rear Rack capacity ………………………………….200 lb.
Hitch ………………………………………………………… No
Towing limit………………………………………………..N/A
ROLLING CHASSIS
Frame ……………………………………. Steel, round tube
Suspension/wheel travel:
Front . Dual A-arms & shocks w/adj. compression and
preload/14″
Rear …………. Torsional Trailing arms & shocks w/adj.
compression and preload/14.0″
Brakes:
Front …………….. Twin-piston hydraulic 214mm discs
Rear ……………… Twin-piston hydraulic 214mm discs
Tires:
Front ………………………27×9-12 Maxxis Bighorn 2.0
Rear ……………………..27×11-12 Maxxis Bighorn 2.0
Parking ……………………………………. In transmission
ELECTRICAL
DC outlet …………………….. Auto-style waterproof plug
Lighting:
Front ……………………………….Four 60W headlights
Rear ………………………………….Four tail/brake lights
DETAILS
Instrumentation ………..Speedo/odo/tach/trip/hour/fuel/
gear position/diagnostics/clock
Colors …………………………….Light Grey, Can-Am Red
Minimum recommended operator age ……………….. 16
Suggested retail price ……………… $17,449–$18,249
Contact …………….. .Bombardier, (877) 4-MY-RIDE or
www.brp.com
2016 POLARIS RZR XP 1000 EFI 4X4
Engine ……. Liquid-cooled, 8-valve, DOHC 4-stroke twin
Displacement ………………………………………….999cc
Bore x stroke ……………………..93mm x 73.5mm (x2)
Compression ratio …………………………………….. 11:1
Lubrication system …………………………….. Wet sump
Additional cooling ………………………………….. Auto fan
Carburetion ………………………………… 48mm EFI (x2)
Starting/back-up ………………………………Electric/none
Starting procedure ………………….. Turn ignition switch
Air filter:
Type ……………………………………………..Paper pleat
Access ……………..Remove bed panel, undo two clips
Transmission …………………Dual-range CVT w/ reverse
Reverse procedure………… Move range selector to “R”
Drive system …..Selectable 2WD/4WD w/auto diff lock
Final drives ……………………………………………. Shafts
DIMENSIONS/CAPACITIES/WEIGHTS
Fuel capacity ……………………………………….. 9.5 gals
Wheelbase ……………………………………………… 90.0″
Overall length/width/height ………….119.4″/64″/73.75″
Ground clearance ……………………………………… 13.5″
Claimed dry weight ……………………………….1,379 lb.
Bed weight limit………………………………………300 lb.
Hitch ………………………………………………………… No
Towing limit………………………………………………..N/A
ROLLING CHASSIS
Frame …………………………………….. Steel round tube
Suspension/wheel travel:
Front Dual A-arm w/ prel./comp.-adj. WER piggyback
shocks/16″
Rear ……………. IRS Trailing-arms w/ prel./comp.-adj.
WER remote-res. shocks/18″
Brakes:
Front ………………………….. Twin-puck hydraulic discs
Rear ………………………….. Twin-puck hydraulic discs
Parking ……………………………………… In transmission
Tires:
Front ……………………….AT 29×9-14 Maxxis Bighorn
Rear ………………………AT 29×11-14 Maxxis Bighorn
ELECTRICAL
DC outlet …………………………………………….. Console
Lighting:
Front ……………………………….2 LED hi/lo headlights
Rear ……………………………Dual LED brake/tail lights
DETAILS
Instrumentation ….. Speed/odo/trip/hour/rpm/fuel/gear/
clock/2WD-4WD
Colors …………………… Sunset Red, Ti Matte Metallic,
Electric Blue Metallic, Sunset Red
Minimum recommended operator age ……………….. 16
Suggested retail price …………………………… $20,299
Contact ………………………….. Polaris, (800) POLARIS
2016 YAMAHA YXZ1000R 4X4
Engine … Liquid-cooled, 12-valve, DOHC 4-stroke triple
Displacement ………………………………………….998cc
Bore x stroke ……………………. 80.0.0 x 66.2mm (x3)
Compression ratio ………………………………….. 11.3:1
Lubrication system ……………………………… Dry sump
Additional cooling ………………………………….. Auto fan
Induction ………………… Yamaha EFI w/3 41mm bodies
Starting/back-up ………………………………Electric/none
Starting procedure ………………………. Turn ignition key
Choke location …………………………………………….N/A
Air filter:
Type ………………………. Washable foam & wet paper
Access ……..Remove 5 Dzus and cover, unscrew cap
Transmission ..5-speed sequential manual clutch w/ “R”
Reverse procedure……….. Pull paddle on console while
pushing shifter forward
Drive system .. Selectable 2WD/4WD w/diff lock & EBS
Final drives ……………………………………………. Shafts
DIMENSIONS/CAPACITIES/WEIGHTS
Fuel capacity ………………………………………… 9.0 gal.
Wheelbase ……………………………………………… 90.6″
Overall length/width/height …………122.8″/64.0″/72.2″
Ground clearance ……………………………………. 12.99″
Claimed wet weight ……………………………….1,541 lb.
Bed weight limit………………………………………300 lb.
Hitch ………………………………………………………None
Towing limit………………………………………………..N/A
ROLLING CHASSIS
Frame …………………………………….. Steel round tube
Suspension/wheel travel:
Front ….. Dual A-arms w/ prel./ hi-low comp./reb. adj.
shocks/16.2″
Rear ……. Dual A-arms w/ prel./hi-low comp./reb. adj.
shocks/17.0″
Brakes:
Front ………………………… Twin-piston hydraulic discs
Rear …………………………. Twin-piston hydraulic discs
Parking ……………………………………. Lever on console
Tires:
Front ………………………… 27x9R14 Bighorn 2.0 6-ply
Rear ………………………. 27x11R14 Bighorn 2.0 6-ply
ELECTRICAL
DC outlet …………………………………………….. Console
Lighting:
Front ……………………………………..4 LED headlights
Rear ……………………………Single LED brake/tail light
DETAILS
Instrumentation ………… Digital speedo/fuel/gear/trip &
hour meters/temp/time, analog tach
Colors Blaze Orange, Racing Blue, SE Yellow/black/white
Minimum recommended operator age ……………….. 16
Suggested retail price …………….. $19,799–$19,999;
SE, $21,599
Contact ……….Yamaha Motor Corp., (800) 962-7926