2025 YAMAHA WOLVERINE RMAX4 1000 COMPACT R-SPEC

The quickest-accelerating four-seat Wolverine By the staff of Dirt Wheels

As we reported a few months ago, Yamaha introduces the all-new Wolverine RMAX4 (full-sized) for 2025, aimed mainly for western riders and those who want more seating for four adults. We’re stoked that Yamaha retains the original RMAX4 for 2025, only it’s now the Wolverine RMAX4 Compact for 2025. We’ve experienced its performance in several southwestern states and terrain types, including the Rocky Mountains and the infamous Rubicon Trail, and always come away impressed. The RMAX4 1000 Compact comes in R-Spec, XT-R, and Limited trim levels, and we’ve tested them all. For this test, we joined new Destination Yamaha Outfitter EagleRider in Las Vegas to see how it performs on parts of the Mint 400 and Vegas-to-Reno course. Our R-Spec units were 2024s, so they don’t have the 2025’s new suspension tune and front sway bar, improved brakes, on-demand four-wheel-drive system with Turf mode, and Grey Metallic/Red color scheme.

HOW DOES COST COMPARE?

RMAX4 1000 Compact R-Specs start at $24,199 for 2025 ($2200 less than ‘23), XT-Rs are $26,999, and Limited Editions are $28,199. The all-new 2025 Wolverine RMAX4 is $27,999 for the XT-R and $29,199 for the LTD. Can-Am Commander Maxes start at $18,399 for DPS, XTs start at $20,599, and XT-Ps are $28,599. Polaris General XP 4 1000s start at $26,999 for Sports, Premiums are $29,999, and Ultimates are $31,999. Kawasaki Teryx KRX4 1000s start at $24,899, while KRX eS4s are $26,499, KRX4 Lifted Editions are $27,299, and Blackout Editions are $28,299. Honda Talon 1000XS-4s start at $22,199, and Live Valve Editions are $24,199.

EAGLERIDER OFF-ROAD ADVENTURE MODIFICATIONS

RMAX4 Compacts come with 29×9-14 front and 29×11-14 rear GBC Dirt Commanders, but EagleRider switched to 30×10-14 BFG Mud Terrains on Moose Racing wheels. In review, the RMAX4 full-size comes with 30-inch Carnivores. EagleRider did this for more ground clearance and sidewall flex, and front-width rears mean they don’t have to carry as many spares. For safety, keeping tours together, and customer comfort, they also add Rugged Radios communications and Mac-Air clean-air systems. Each one also gets a fire extinguisher and safety flag.

WOLVERINE RMAX4 AND COMPACT DIFFERENCES

The RMAX4 has 14.2 inches of front travel and 16.9 inches out back, while the Compact has the same front travel and 3.6 inches less rear travel. The RMAX4 has a healthy 118.1-inch wheelbase, while the Compact’s wheelbase is 90.2 inches, which is more like the YXZ1000R’s 90.1 inches. This is due to the Compact’s convertible rear seats that slide forward for more bed capacity. The short wheelbase makes the Compact much more agile in tight eastern conditions and on mountain switchbacks. It’s also 265 pounds lighter than the new RMAX4, with the exact same 108-horsepower, 999cc twin powerplant, and the Compact has 18.7 pounds per horsepower (pph) to the RMAX4’s 21.8 pph. We wish we had a 2025 RMAX4 on the ride to compare the two; maybe later.

HOW IS THE COMPACT IN NEVADA’S MOJAVE DESERT?

Like every RMAX 1000 we’ve driven, the RMAX4 Compact rips. It spins the 30-inch BFGs easily and accelerates hard when you mat the throttle pedal. The engine pulls hard and long. The top speed in high range is 75 mph, and top speed in low is 33 mph. High-end RMAX 1000s come with a three-mode ECU switch with Sport, Trail and Crawl modes. It’s available as a $99.99 option, so get added tunability for work or rock crawling with this low-cost mod. Even in Trail mode, the motor is potent enough to drift the rear end into turns and power-slide out. We didn’t climb any hills so steep that we had to drop to low range. 

EagleRider had our Fox Podium 2.0 QS3 piggyback shocks set at full soft all around, and the Compact soaked up the big whoops on the Mint 400/V2R course without bottoming, and yet they provided good ride quality in choppy sand washes and rock gardens. Tubular, high-clearance front A-arms are paired with boxed uppers to deliver 14.2 inches of travel, while dual I-beam rear arms provide 13.3 inches of travel. Go soft for ride quality or stiff for sport or heavy loads. Front and rear sway bars fight body roll in turns while allowing articulation for undulating trails, rocks, ruts, and roots. Our 30-inch BFGs had 20 psi of pressure instead of the recommended 16, so we could’ve achieved better ride quality by airing down. EPS assist is also excellent on our test units, and it’ll be better on 2025, which get a 62.5-power output increase.

The Compact is very agile and rips in tight sand washes like a sport UTV, as it has the wheelbase of a two-seat RZR XP 1000 at 90.2 inches. It has exceptional agility for tight trails and mountain switchbacks, yet its high-speed stability is also impressive. It’s a blast in sand washes and tight canyons alike; it tracks straight in deep sand and gravel, and rails like an RMAX2. The RMAX4 Compact’s width is 66 inches, 2 more than a RZR XP1K, for more spirited turning. All RMAX 1000s have potent brakes. Up front, there are 255mm (10-inch) rotors and twin-pistons calipers with 32mm pucks, while rears are 244.5mm and two-piston calipers with 27mm pucks. All have braided stainless steel brake lines. We never had a situation or descent that had us wanting more brakes, even with larger than stock tires. It’s good to know that 2025 Compacts have new calipers, pad material, and mounting knuckles for better braking power, better feel, and quieter operation. Ours never squeaked or chattered.

Cabin comfort also gets high marks. Low doors give extra elbow room, and the lined doors have no sharp edges to bark elbows. All Compacts get a poly sport roof that keep out the desert sun and channels rain to the sides and rear. Seats are comfortable and secure, and the front row gets adjustable Trail Sixty shoulder belts. We checked the rear-seat room, and a full-sized adult will feel a little cramped, legroom-wise, but stadium seating gives more vision. The steering wheel is awesome with textured over-molding and thumb nubs, and it feels solid. EPS assist is great, and it’ll be better on 2025s. Controls are well placed and easy to use, and there was no pedal flutter in sand chop. Textured dead pedals are well placed, and large 2WD/4WD and light dials are easy to use, even with heavy gloves. The RMAX has a sleek and aggressive look with swooping lines up front, and the LED marker lights look like evil eyes. LED headlights have 7.6-watt low beams and 15.2-watt reflector-type high beams for better night or dark-woods vision. Nothing rattled on our test unit, and intake and muffler noise was not distracting.

FINAL THOUGHTS

We’ve been impressed with every Wolverine RMAX 1000 experience, and the RMAX4 Compact  is no different. Being the lightest and most agile of any four-seat Yamaha UTV, it delivers impressive acceleration, braking, turning, and overall handling. And, the 2025 Compact will be even better with better shock tuning, brakes, EPS assist, and Turf mode, which will make it a better workhorse with lighter footprint. A new front diff also locks and unlocks more quickly. Yamaha hit a bullseye with the Wolverine RMAX4 Compact. www.yamaha.outdoors.com

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