2024 Yamaha YXZ1000R 6-Speed Review

2024 Yamaha YXZ1000R 6-Speed Review

Competition:

Lots of it. There are two classes of 1000cc UTVs – CVT models and geared transmission models. The other contender with a gearset is the Honda Talon 1000X with its six-speed dual clutch transmission. Honda has not released pricing on the 2024 Talons yet, but last year’s top trim level was within a couple hundred dollars of this YXZ XT-R. On the belt-driven side, we have the RZR XP1000, which is new for this year. It ranges from $20,999 to $25,999 for 2-seat models. The Kawasaki KRX1000 is also a great choice, especially for desert whoop lovers, at $23,899-$26,399. Can-Am is the outlier at this price point, offering a 64-inch wide X3 DS with the only turbocharged engine at this price. 135 horsepower for $21,999 and 200 horsepower for $24,599. While it is in the turbo class and the rest of these are naturally aspirated cars, some buyers may cross-shop. 

Impressions:

As visceral as the YXZ has always been, it has also been a bit on the aggressive side for a lot of buyers. The car’s gearing revisions over the years had brought it closer to the mainstream audience, but this new 6-speed with auto shift completes the venn diagram. The YXZ is now a capable low-speed, low-intensity cruiser when you want it to be. Auto mode’s clutch engagement and gear shifts mellow out the YXZ’s excited engine a bit, and the Sport Auto and Sport Shift modes let you wring every last bleeding RPM out of the screaming inline triple. 

We have logged over 3,000 dirt miles collectively in YXZ1000R’s since they were released, and every one of our testers that drove the 2024 agreed that the new 6-speed transmission is a definite improvement. One of our testers remarked that the older 5-speed car was intimidating to drive in slick, low-speed crawling conditions, because you had to commit to a lot of wheel speed due to the tall gearing. In the 2024, the super-low first gear lets you inch your way up impossibly steep climbs without issue. Coming into our testing, we had preconceived ideas that the auto shift functionality would be a nice addition, but that we would still be driving the car in manual mode all the time. That was not the case, however, as most of our drive time has been split between the two auto modes. 

 Shift delivery is smooth, predictable, and always seemingly right at the perfect time. Stabbing the throttle hard and commanding a downshift in the Sport Auto mode even gives a sort of clutch-kick effect. As always with the YXZ, shifts can be performed up or down at wide open throttle. The 6-speed transmission rows through ratios quickly and effectively, never feeling like it’s slipping. With the closer gear spacing, the YXZ’s engine is always at the right RPM to deliver power. It seemingly puts all of its power to the ground, exhibiting amazing cornering grip and what is perhaps the best steering feel to ever grace a UTV. 

Yamaha has made the YXZ a better vehicle with the changes to the car this year. It is quicker on trail, climbs better, and has a much better attitude when going slow. Yamaha also lowered the price of the car by $1,000 this year to top it all off. Gripes are few and far between – not a lot of storage unless you add accessory boxes, slightly lurchy low speed operation at times, and no four seat option are really our only complaints. These complaints pale in comparison to the amount of fun we have had behind the wheel of this YXZ this past month. This is a seriously fun car.