Originally tested in 2013; updated September 9, 2026.
By Jon Crowley
When Yamaha introduced the 2014 Viking, it represented a major change in direction from the sport-oriented Yamaha Rhino. The new three-seat Viking retained Yamaha’s proven 686cc single-cylinder engine and Ultramatic transmission but wrapped them in a larger platform designed primarily for work, hunting and backcountry exploration.
Yamaha invited me to Red Reflet Ranch near Ten Sleep, Wyoming, to test the original Viking on mountain trails and in real-world working conditions. In addition to a trail ride reaching approximately 8,500 feet, we loaded the cargo bed and pulled a trailer near the Viking’s rated towing capacity.
Testing the Yamaha Viking in Wyoming
Getting to the remote 27,000-acre Red Reflet Ranch was an adventure of its own. After arriving in Denver, we transferred to a regional aircraft for the final leg into Wyoming. Weather and mechanical delays eventually required several additional aircraft before we reached the ranch.
The location made sense once we started driving. Red Reflet Ranch offered the combination of mountain trails, elevation changes and working-ranch conditions for which the Viking had been designed.
Our first route climbed from approximately 5,000 feet to 8,500 feet. Terrain ranged from graded ranch roads to tight, curving trails through the trees. This was not a high-speed desert or dune test. It was the kind of exploring, hunting and property-management use that fit the Viking’s intended mission.
686cc Engine and Ultramatic Transmission
Power came from a 686cc liquid-cooled, fuel-injected, four-valve single-cylinder engine. The basic engine architecture had already established a durable reputation in the Rhino, but Yamaha revised the package for the heavier and more utility-focused Viking.
The engine delivered a broad, usable powerband that worked well for climbing, towing and low-speed trail driving. It was not intended to turn the Viking into a high-performance sport UTV. Riders primarily interested in aggressive acceleration or dune performance were not the target audience.
The Viking used Yamaha’s Ultramatic continuously variable transmission with an automatic centrifugal clutch. That clutch maintained belt tension and helped reduce belt slip, including while starting with a load. The drivetrain also provided four-wheel engine braking when four-wheel drive was engaged, which was especially useful on steep descents.
Hauling 500 Pounds in the Cargo Bed
After the trail ride, Yamaha gave us an opportunity to use the Viking as a working ranch vehicle. That was one of the most valuable parts of the test because media introductions rarely include meaningful payload or towing evaluations.
The Viking’s steel dump bed was rated to carry 600 pounds. We loaded two barrels of minerals into the bed, bringing the estimated payload close to 500 pounds, and drove around the ranch.
The Viking remained composed with the bed loaded near its rated capacity. Yamaha appeared to have put considerable effort into ensuring the suspension and chassis could properly manage the advertised payload rather than simply publishing a large capacity number.
That load-carrying ability involved a compromise. With the bed empty, the rear suspension felt somewhat firm because its spring rates had to support substantial cargo. For a work-oriented UTV, however, the balance was appropriate.
Towing Near the 1,500-Pound Rating
We also connected the Viking to a trailer loaded with hay. The estimated combined trailer weight brought us close to the vehicle’s 1,500-pound towing rating.
The Viking pulled the trailer confidently around the ranch. The centrifugal clutch engaged smoothly under load, and the brakes handled the additional weight without creating concern during our test. Its strong low-speed manners were more important in this setting than top-end horsepower.
Three-Person Seating
One of the Viking’s defining features was its ability to carry three adults without using a second seating row. Rather than installing a flat bench, Yamaha used three individual seating positions with the center seat set slightly rearward.
The offset helped create additional shoulder room between occupants. All three positions received headrests and three-point seat belts, while the pass-through floor made it possible to enter or exit from either side.
Electric Power Steering
The Viking I drove was equipped with Yamaha Electric Power Steering. EPS was the configuration I preferred because it reduced steering effort without isolating the driver from the terrain.
The assist felt appropriately calibrated during tight trail driving, low-speed maneuvering and operation with cargo in the bed. For owners expecting to spend long days working or exploring, power steering was a worthwhile upgrade.
2014 Yamaha Viking Review: What Stood Out
What we liked
- Strong performance while carrying approximately 500 pounds
- Confident towing near the 1,500-pound rating
- Individual seating positions for three adults
- Smooth centrifugal-clutch engagement under load
- Effective four-wheel engine braking
- Well-calibrated electric power steering
- Large and durable steel dump bed
- Useful under-seat storage
- Large 9.7-gallon fuel tank
What could be improved
- Noticeable dash vibration at idle
- Firm unloaded ride resulting from the work-oriented suspension setup
- Single-cylinder engine was not especially smooth or sporty
- No unlockable rear differential or turf mode
Original 2014 Yamaha Viking Specifications
The following specifications apply to the original Viking tested for this review. They should not be treated as specifications for every subsequent model year.
- Engine: 686cc liquid-cooled, fuel-injected SOHC four-stroke single
- Bore and stroke: 102.0 x 84.0 mm
- Compression ratio: 10.0:1
- Transmission: Yamaha Ultramatic CVT with high, low, neutral and reverse
- Drivetrain: On-Command 2WD, 4WD and locked 4WD
- Front suspension: Independent double wishbone with 8.1 inches of travel
- Rear suspension: Independent double wishbone with 8.1 inches of travel
- Ground clearance: 11.8 inches
- Wheelbase: 84.1 inches
- Dimensions: 122.0 x 61.8 x 74.1 inches
- Wet weight: 1,342 pounds
- Fuel capacity: 9.7 gallons
- Cargo-bed capacity: 600 pounds
- Towing capacity: 1,500 pounds
- Front tires: AT25 x 8-12
- Rear tires: AT25 x 10-12
Original 2014 Yamaha Viking Pricing
These were the announced prices for the introductory model and are retained for historical reference:
- Viking EPS Camo with suntop: $13,249
- Viking EPS Red or Hunter Green with suntop: $12,699
- Viking EPS Steel Blue: $12,499
- Viking Camo with suntop: $12,249
- Viking Red or Hunter Green with suntop: $11,699
- Viking Steel Blue: $11,499
Yamaha Viking Review Conclusion
The original Yamaha Viking was not a direct replacement for everything riders liked about the Rhino. It marked Yamaha’s shift toward a larger, three-passenger utility vehicle built around hauling, towing and all-day use.
Our Wyoming test showed that the Viking worked particularly well when carrying or pulling substantial weight. The 686cc engine was not exciting by sport-UTV standards, but its predictable torque, strong clutch engagement and four-wheel engine braking matched the vehicle’s intended purpose.
The Viking was best suited to ranchers, farmers, hunters and recreational riders who valued durability and useful work capacity more than outright speed. For a broader look at the model and its evolution, see our Yamaha Viking model history and guide. Readers needing two seating rows can also explore the Yamaha Viking VI model history.
More Yamaha Viking Photos
