HOW FAST IS THE SE VIKING?
As fast as the other Vikings, which
are faster than the Rhino 700. Higher
compression and hotter cams give
the Viking an edge over the Rhino on
obstacles and from turn to turn, and
the 686cc single is governed to top out
at 51-52 mph instead of the Rhino’s
41–42 mph. EFI and CVT response is
similar to the Rhino, but the Viking pulls
harder in the midrange and upper revs.
HOW IS THE DELIVERY?
As smooth as pulling a trigger. The
WHAT ABOUT THE HANDLING?
one-way sprag clutch keeps constant
tension on the CVT belt, and Yamaha
designed the ducting for a cooler-
running belt. CVT tuning is excellent
and paired well with EFI throttle
response. The range selector is on
the dash and is very positive, and the
parking brake rides alongside it and the
new 2WD/4WD/Lock switch. EPS lets
you stay in diff-lock without increasing
steering effort. Also, the high-output
stator has an external oil cooler for
It’s the world’s largest slot car.
Turns can be hammered without fear
of the mongo bicycle, as the Viking
has a stance wider than a RZR S (at
61. 8 inches) and a rear torsion bar
HOW’S THE IRS SUSPENSION?
to fight body roll. The Viking turns in
effortlessly and drifts well on smoother
surfaces, but rough corners are less
predictable. To handle the rear-engine
design and 600-pound bed payload,
the rear nitrogen-charged shocks are
very stiff, and this upsets the chassis
in rough turns and creates rear-wheel
chatter and hop. It handles better with
a harvested deer or 200–300 pounds
of ammo boxes and range equipment
in the bed.
Stiffer in the rear. There are no
preload rings to adjust, and the spring
rates are very high to resist bottoming
with a loaded bed. This is a work
vehicle, so shock spring and damping
rates were designed for cargo in the
bed. Travel is 8.1 inches, front and rear,
which puts the Viking on par with the
Teryx 800, but the shocks are stiffer,
especially the rear. This increases
bottoming resistance but also means
a stiffer ride over trail garbage and less
body roll in turns.
WHAT ABOUT ROCKS AND MUD?
The Tactical Black SE has both in
its crosshairs. More travel and almost
a foot of ground clearance enhance its
rock-crawling abilities, and the sprag
clutch, wider stance and EFI throttle
response inspire confidence, as do the
Bighorn tires. The new 2WD/4WD/diff-
lock switch is nice, and the raised side
rails add clearance in rock gardens.
Mud is even more fun with the over-fenders, mud flaps and sun roof, and
the added power, travel and ground
clearance are also welcome for mud
WHAT ABOUT TRAIL COMFORT?
It’s like a limousine. The two-piece
seats are comfortable, and the center
seat is tilted back to lessen rubbing
shoulders. The driver’s seat can be
adjusted, and the steering-stem angle
and steering wheel are comfortable.
EPS lightens steering effort and fights
A rear torsion bar fights body roll, and the rear shocks are overly stiff
when there is no cargo in the bed. The exhaust has a pleasant note,
and CVs are very durable.
Since the Viking is a three-seat UTV, the revised engine sits under the
bed. The 686cc engine has a new cylinder head, cam timing, 10.0:1
compression, and an air-injection system to meet new EPS regulations,
and its intake rides under the tilt hood with a huge still airbox under
the middle seat.
Bed capacity is 600 pounds,
and the high-pressure gas shocks
are tuned for some weight in the bed, in addition to the rear-engine chassis design. It tows
1500 pounds with its automotive-style 2-inch receiver, and the rear Bighorn 2.0 tires are
four-ply while the fronts are two-ply.