In the mid-2010s, Yamaha sensed a hole in the side-by-side market. Polaris and Can-Am had turbocharged CVT machines running dunes and desert trails, but nothing existed for drivers who wanted engagement—a machine that rewarded skill, not just throttle mashing. In September of 2015, Yamaha unveiled the YXZ1000R, a side-by-side that looked and sounded like a rally weapon. With a sequential manual gearbox, high-revving three-cylinder engine, and desert racer stance, it was less farm tool and more sportscar for the dirt.

By 2025, the YXZ1000R stood as a survivor of Yamaha’s gamble—a side-by-side that refused to bow to CVT convention. With its screaming triple, six-speed gearbox, and relentless focus on driver involvement, it remained the only manual-shift sport UTV on the market. Sadly, Yamaha has just announced that the YXZ1000R will not be continuing for the 2026 model year. The final 2025 YXZ1000R lineup remains available through Yamaha dealers while supplies last.

Now, in celebration of the Yamaha YXZ1000R, let’s take a quick look at this remarkable vehicle’s storied decade of defiance.

The Big Breakaway

Most UTVs of the era leaned on continuously variable transmissions (CVTs) for simplicity. The YXZ debuted as the first side-by-side with a 5-speed sequential manual transmission, operated via standard clutch pedal and shift lever. Drivers rowed through gears like they would in a rally car. It was raw, visceral, and completely different.

Underneath sat a 998cc inline-three, DOHC, liquid-cooled engine, pumping out roughly 110 horsepower at stratospheric revs compared to its CVT-equipped competition. With a 10,500-rpm redline, it sang more motorcycle than tractor. Add Yamaha’s On-Command 4WD system, a chassis draped in long-travel double wishbones, and FOX Podium shocks, and the YXZ was clearly built for people who wanted to drive.

2016 Yamaha YXZ1000R Launch Model

Engine: 998cc DOHC inline-three, ~110 hp

Transmission: 5-speed sequential manual with clutch pedal

Suspension: Dual A-arm with FOX Podium RC2 shocks

Tires: 27-inch

Top RPM: 10,500 redline

Broadening The Audience: Sport Shift

Not everyone wanted to manage a clutch pedal while bouncing through whoops, however. In 2017, Yamaha introduced the YXZ1000R SS (Sport Shift). The clutch pedal was gone, replaced with paddle shifters mounted to the steering column. The secret was YCC-S (Yamaha Chip Controlled Shift), an electronically controlled clutch system that let drivers fire off upshifts and downshifts with rally-style paddles. It was still the same screaming three-cylinder and 5-speed gearbox, but now approachable for a much wider crowd.

2017 Yamaha YXZ1000R SS

Engine: 998cc inline-three, ~110 hp

Transmission: 5-speed sequential with YCC-S auto-clutch, paddle-shift

Notable Tech: Steering column paddles, computer-controlled clutch actuation

The 2019 Rethink

By 2019, Yamaha had learned from the field. The YXZ’s high gearing and forward-mounted radiator were proving less than ideal for slow-speed trails and muddy woods. So, Yamaha made big changes.

The 2019 refresh brought a lower gear set with an ultra-low first gear, giving the machine more crawl ability and saving clutches. Cooling was improved by moving a larger radiator to the rear, away from mud and debris, and cabin comfort improved as heat was no longer blasting riders from up front. Tires grew to 29 inches, suspension tuning was revised, and the seats were lowered for better ergonomics. The YXZ became a far more versatile machine—still a dune ripper, but finally more at home in the woods and rocks.

2019 Yamaha YXZ1000R

Transmission: 5-speed sequential, lower overall ratios, ultra-low 1st

Cooling: Oversized radiator relocated behind seats

Tires: 29-inch stock

Chassis: Revised suspension valving, lower seating position

Turbocharged Ambition

While Polaris and Can-Am were cranking out factory turbos, Yamaha took a different approach. They offered a GYTR turbo kit through dealers, fully supported by Yamaha’s network and finance options. It wasn’t a factory model, but it was a clean path to forced induction that kept warranties intact. For many buyers, it was the best of both worlds: Yamaha durability, dealer support, and turbocharged thrills.

Enter the Six-Speed Era

In 2024, Yamaha doubled down on its uniqueness. Both the manual and SS versions adopted a 6-speed gearbox. For the SS, Yamaha also introduced Auto-Shift Technology with selectable shift maps, allowing drivers to let the machine handle shifts when they wanted to focus on terrain. The extra ratio smoothed acceleration, improved drivability, and made the YXZ more flexible without diluting its character.

Dune runners still love its high-rpm howl. Trail riders appreciate the re-geared transmission and rear radiator. And thanks to the SS paddle-shift with Auto-Shift, even casual drivers can find their rhythm. Add in Yamaha’s sanctioned turbo path, and the YXZ continues to defy easy categorization. It’s not just a side-by-side. It’s an enthusiast’s machine.

2024 Yamaha YXZ1000R

Engine: 998cc inline-three

Transmission: 6-speed sequential, manual clutch or SS paddle-shift

Tech: SS gains Auto-Shift Technology with multiple shift maps

Identity: Industry’s only six-speed manual UTV

Final Word

The YXZ1000R never tried to be everything for everyone. Instead, it carved out a place as the driver’s side-by-side: fast, mechanical, and demanding. For 10 years it remained Yamaha’s statement that sport UTVs can be about more than CVTs and horsepower wars—they can be about the joy of driving.