There has been some buzz the past few months that Yamaha would be releasing a new vehicle this year. But what would it be? Would Yamaha unleash a vehicle to compete in the wildly popular high horsepower sport side-by-side segment with the likes of the RZR, Maverick and Wildcat?
Or would Yamaha go a different route and release a more traditional side-by-side in the equally competitive recreation/utility segment?
The answer came in late May when Yamaha unveiled to the media the cornerstones of its 2014 lineup which includes a revamped YFZ450R, a more powerful Grizzly ATV and the Viking, the company's all-new rec/utility side-by-side that replaces the Rhino. The Rhino, first introduced in model year 2004, will not be in the 2014 lineup.
Clearly, the biggest news for 2014 in the Yamaha camp is the Viking. When the company claims it's all-new, it backs up that claim by pointing out about the only components it shares with the Rhino is the steering wheel and head rests. Of course the Viking does share some of the same technology such as the On-Command system and the Ultramatic transmission but by and large the new side-by-side is new from the tires up.
Target Audience
And the target audience for the new rec/utility side-by-side? "With the introduction of the Viking, Yamaha is targeting the largest SxS segment, those who are using their vehicles for multiple utility purposes, particularly farming and hunting," Van Holmes, public relations manager at Yamaha, said. "The Viking is for someone who wants three-person capacity and unsurpassed rider/driver comfort, as well as class-leading handling and off-road performance."
He continued, "So, how about a rancher who needs to get to a cow and newborn calf that are hiding in the roughest terrain on his ranch? Or maybe the hunter who's hauling an elk out of the mountains? Or a row crop farmer pulling a load of tools and supplies through mud to fix a pivot? Or an OHV enthusiast who wants to take his friends or family on a camping trip? The Viking is the only SxS vehicle that can claim true utility-pointed design while still providing a fun, confidence-inspiring experience in a recreational setting. The off-road capability allows them to do more with their vehicle in work or play. All of these people should be looking at the Viking."
That means Yamaha is squarely targeting its Viking at the Polaris Ranger crowd/consumer--with no hesitation in doing so, we might add. At the media unveil, Yamaha officials were quite liberal with the Viking-Ranger comparisons.
The only comparisons we can make between the all-new Viking and Polaris' Ranger is on paper as we have yet to get any seat time in Yamaha's new side-by-side. We hear that opportunity will come later this year. So we're going to do our best to resist the temptation--aside from Yamaha's comments--to make that comparison until we actually sit our butt in the new vehicle.
More Options
Regardless of comparisons, though, it's exciting news for Yamaha and its loyal following of customers. It's also exciting news for anyone looking for options in that side-by-side segment. Competition is good, especially for the consumer.
We do think it's pretty bold to compare your vehicle to a bigger one with a bigger displacement (the Ranger 800) but that's exactly what Yamaha does in comparing the Viking to the Ranger. The Viking's 686cc liquid-cooled EFI engine is Yamaha's most powerful yet, featuring a new air injection system and engine location--under the cargo bed and easily accessed when the bed is lifted. Placing the engine under the cargo bed--or more toward the center of the chassis instead of in the front--improves the center of gravity and thus the handling.
With the new engine and its 10.0:1 compression ratio, Yamaha has managed to improve the fuel efficiency by up to 30 percent. The new cam profile is Grizzly based but the increase in power on the Vikings is because of the new air intake. Yamaha doesn't release horsepower figures.
Another standout feature on the Viking is the configuration of the three-passenger seating. This is one comparison Yamaha made hay with against the Ranger. Instead of a bench seat, the Viking comes with three bucket seats with 3-point seatbelts for all three occupants. The center bucket seat is offset--set back 76.6mm (a little more than 3 inches) from the other two seats headrests--while the seat itself is reclined 5 degrees for shoulder clearance. That means you won't be "rubbing" shoulders with the driver and outside passenger. Also, the handhold for the two passengers is adjustable, able to be moved forward or back 85mm (3.34 inches).
Upsweep
One feature we really think is a good idea is the tipped up edges on the underneath of the frame. There is full underbody protection for any tough terrain you might encounter along with an upsweep of the frame's edges. The upsweep on each side of the frame bottom is only 60mm (2.3 inches) but it might be just enough in some situations. The ground clearance is listed as 11.8 inches. Pat Biolsi, who works in Yamaha's testing department, said the change to upsweeped edges was made in development of the Viking as the entire skidplate started out flat with no upsweep. That's a good change in our book.
Still another feature we like are the rotomolded doors. We're not a big fan of nets as they tend to get in the way when turning the steering wheel.
The Viking is available with or without electric power steering--a price difference of a thousand bucks (2014 Yamaha Viking $11,499 steel blue non EPS; $12,499 steel blue with EPS). Yamaha has improved the EPS system, which now has a third variable to improve its effectiveness in different driving situations as well as in different modes, i.e., 2WD vs. 4WD vs. with the diff locked. Two variables--speed and torque--remain with the third being the speed of the steering wheel movement (or handlebar movement on the Grizzly, which gets the same changes).
The EPS mapping was optimized for steering wheel or handlebar speed and all three variables interact to create the best balance of positive vs. negative feedback and light steering effort.
Reducing The Vibration
When designing and building the Viking, Yamaha also put some emphasis on reducing as much vibration as possible. Yamaha claims to have 22 percent less vibration in the floorboard area compared to the Ranger 800; 9 percent less vibration at the steering wheel and 5 percent less at the seat. This was accomplished using a variety of means such as using rubber mounts to cushion the engine at the mounting points to the frame, using an engine counter balancer as well as using a support bearing around the middle of the drive shaft.
As mentioned, the Viking does also come with Yamaha's exclusive On-Command 4WD system, which lets the driver quickly and easily change from 2WD, limited-slip 4WD and fully locked differential 4WD as well as the Ultramatic transmission.
The red, green and Camo version of the Viking will come with a sun roof while the blue version will not. The Viking also uses Maxxis Big Horn tires which feature an exclusive construction just for Yamaha
While there's more to talk about on the Viking we need to also touch on the new Grizzly and YFZ450R before we run out of space. Again, we'll have a more detailed report in upcoming issues of Dirt Toys.
Grizzly Gets More Power
The big news in the Grizzly ATV segment is that the 700 is more powerful for 2014. Yamaha did point out that some of the engine changes were driven by new EPA regulations that go into effect for 2014 but the company is quite proud that it was able to accomplish meeting those goals without sacrificing performance.
Yamaha ATV/SxS group product planning manager said, "We didn't want to lose the power output of the machine to meet the 2014 EPA requirements. The peak power number is the same but we were able to improve the power feeling. Others (manufacturers) may change the mapping to meet the standards from the EPA but then you lose a little power in the process."
Yamaha didn't go that route but instead is using a new forged piston, increased the engine compression from 9.2:1 to 10.0:1, is using a new cylinder head and new heat treatment on the connecting rod and new camshaft and timing.
Other changes to the Grizzly 700 include wider A-arms, new tire construction and optimized Electric Power Steering settings. As for the A-arms, they are now 30mm wider (about 1.2 inches) on each side of the vehicle (for a total of 60mm in increased width). That helps accommodate the Grizzly's new longer suspension stroke which goes from 90.7mm in 2013 to 110.5mm in 2014 on the front and 109.2mm (2013) to 119.1mm (2014) in the rear. The front shocks are 66.6mm longer and the rear shocks 38.9mm longer. That means, as Holmes pointed out, "Overall handling was improved by the improved suspension comfort and lighter, more precise steering."
As for the steering, a new pitman arm and the addition of the third variable (handlebar movement) as mentioned above in the discussion about the Viking's EPS helped improve the Grizzly's steering by lessening the effort it takes to turn the handlebars.
Not only does the Grizzly 7 have new Maxxis tires but also new wheels. The Maxxis tires' construction, a Yamaha exclusive, help maintain the positive steering effort while on the wheels the outside curl on the 2013 wheels have been changed to an inside curl for 2014.
The engine and suspension changes found on the Grizzly 700 EPS will also be on the non EPS model in 2014. Another bit of good news is that the Grizzly 450's price drops in 2014. Yamaha is offering a $500 price reduction on the non EPS model so for 2014 the vehicle's MSRP is $6,399 while there's a $300 price drop on the EPS model, which will retail for $7,199 in 2014.
Don't Forget The YFZ
Finally, a quick update on the YFZ450R. Changes have been made to the engine to make it the most powerful 450R powerplant Yamaha has made, new Maxxis tires (instead of Dunlop) can be found on the front and back, there are new longer front shocks and the vehicle now has the industry's first A&S Clutch.
Hollins said, "We wanted to look at this machine and see what we could do to take it to the next level." Yamaha already owns the sport ATV market so to keep its grip on that segment, all those changes have been made.
Biolsi said the engine changes, which include a new compression (11.8:1), new cylinder head, new big end rod bearing, new camshafts and new connecting rod, were made because Yamaha "wanted to focus on the mid-range power."
The new A&S Clutch offers a 25 percent light clutch pull, which reduces arm pump, and has better braking bump performance as well as reduced engine braking thanks to the slipper function of the clutch, which causes the clutch to "slip" just a little. What actually happens with the slipper function is during deceleration, the cams slip to force the pressure plate outward to a degree that cancels out the back-torque while retaining sufficient engagement force.
We know this is a quick overview of all the new features and changes to the vehicles but we promise a more indepth look at each one after we get some seat time.
2014 Yamaha Viking
Engine: SOHC, 4-stroke, 4-valve
Displacement: 686cc
Fuel System: YFI
Cooling: Liquid with fan
Fuel Capacity: 9.7 gallons
Transmission: Yamaha Ultramatic V-belt with all-wheel engine braking; L, H, N, R
Drive System: Yamaha On-Command pushbutton; 3-way locking differential; 2WD/4WD, locked 4WD; drive shaft
Front Suspension: Independent double wishbone, 8.1 inches travel
Rear Suspension: Independent double wishbone, 8.1 inches travel
Brakes: Dual hydraulic disc
Wheels:
Front Tires: AT25x8-12
Rear Tires: AT25x10-12
Wheelbase: 84.1 in.
Length: 122 in.
Width: 61.8 in.
Height: 74.1 in.
Ground Clearance: 11.8 in.
Wet Weight: 1,342 lbs.
MSRP: $11,499 (steel blue); $11,699 (red, hunter green w/suntop); $12,249 (Camo w/suntop); $12,499 (EPS steel blue); $12,699 (EPS red, hunter green w/suntop); $13,249 (EPS Camo w/suntop)
