REVIEW: Yamaha Wolverine an impressive UTV
The Yamaha Wolverine is a two-seat UTV with a 708cc engine and 26 inch Maxxis Big Horn 2.0 radials.
Last month with the early 2016 release of the Wolverine, Yamaha is back in the two-seat UTV market with a very impressive machine.
Back in 2004, Yamaha turned the UTV market upside-down when the Rhino was introduced. It was the first year that sales of recreational UTVs outsold commercial utility side-by-sides. I purchased one in 2008 when they offered electronic fuel ignition and a motor upgrade from the 660 to a 700. While they called it a 700, it was actually a 686cc motor.
One problem plaguing Yamaha back then was that the Rhino was billed as a sport machine. When it was driven as a sport machine, the 54-inch width was too narrow. People were getting hurt in rollovers and Yamaha was getting hit with lawsuits. Even though my Rhino had a governor that prevented speeds much over 40 mph, I took advantage of Yamaha’s offer to install two-inch spacers on the rear wheels. With a 58-inch width, I felt more stability in the ride. However, Yamaha discontinued the Rhino in 2013, exiting the two-seat UTV market.
2014 and 2015 saw the introduction of the Yamaha Viking, a model that came in three- and six-seat configurations, but still no two-seat UTVs. The Wolverine has changed that.
Six ½ inches wider than the original Rhino, at 60.6 inches, the stability factor plus an engine that has been bumped to a 708cc, combined with a finely tuned independent suspension, makes the Wolverine a fun machine to drive. The 26-inch Maxxis Big Horn 2.0 radials that come as standard equipment complement the suspension.
Layton Cycle offered a Wolverine for me to test drive. I took it to the Paiute Trail System, where we took the Dry Wash trail out of Kanosh.
The power of the engine was assuring as we started to climb up the main Paiute trail. Switching into four-wheel drive was smooth with a quiet servo-motor. There is real confidence in feeling the wheels pull the grade. Yamaha’s Ultramatic transmission has a one-way Sprague clutch, which keeps the belt tension constant. This extends the life of the belt and avoids a “hit” when the slack is taken up on acceleration. Engine braking is also a feature of the Ultramatic transmission, but when we did stop, it was with the confidence of four-wheel disc brakes.
The 11.4 inches of ground clearance is enhanced by an arch design in the independent suspension. We came upon some rocky sections where I found myself unconsciously raising myself out of the seat to avoid hitting rocks that we didn’t hit.
The bucket seats are comfortable and panels installed by the shoulder keep the riders protected and add to the comfort of the ride. The passenger has the added convenience of a grab bar for security. The driver’s seat can be adjusted by repositioning four bolts.
I also liked the sharp angle of the hood. It gave me a view of the terrain right in front of the machine, enabling me to choose the smoother parts of the trail.
The Wolverine features a cargo box made of a composite material that doesn’t dump. Early UTVs included dump beds that were not functional for recreational use. This machine has a tailgate that lowers for easy loading and the space allows packing for a variety of trips.
The Wolverine has an issue that I have found common in most UTVs: The angle your foot has to be in when you are driving at low speeds through difficult terrain. The angle is fine at 30 mph, but at two or three mph it is very uncomfortable. I solved this problem on my Rhino and my Kawasaki Terex-4 by securing an 8″ x 10″ block of wood to the floor in front of the gas pedal. This raises the heel of my foot so that I have a comfortable angle at any speed.
The model we had included power steering and a roof. The base model starts at $10,999 and has a lot of features.
When you go, take plenty of water, keep the rubber side down, and go see the new Yamaha Wolverine.
Lynn R. Blamires can be reached at quadmanone@gmail.com
