Le spécialiste des moteurs à 4 temps n’a pas dit son dernier mot. La nouvelle RS Venture GT arrive, équipée de la direction assistée électrique (DAE) qui réduit considérablement l’effort de direction et des nouveaux amortisseurs en aluminium GHP procurant une baisse de poids non suspendu de 20% par rapport à leurs prédécesseurs.

Douceur et efficacité
La nouvelle RS Venture GT s’anime au moyen du fameux moteur à 3 cylindres Genesis 120FI. Les dernières mises à jour technologiques ont permis des résultats frappants. Grâce à l’injection évoluée, le moteur produit un couple plus constant, alors que l’augmentation de la cylindrée et la révision des arbres à cames d’admission accentuent le couple, à bas et à moyen régime, en comparaison de l’ancien moteur alimenté par carburateur.

Les accélérations et les reprises nerveuses vous accrochent un sourire pour le reste de la randonnée, et ce, même avec un passager. La réponse de l’accélérateur vous donne l’impression qu’il lit dans vos pensées, et sa douceur vous charmera. Une telle douceur de roulement et de convivialité se révèle des plus importantes, surtout sur un modèle conçu pour avaler des centaines de kilomètres par jour. Hélas, le bruit provenant du roulement de la chenille semble encore un peu trop élevé par rapport à ses concurrentes directes. En revanche, le moteur Genesis 120FI demeure à ce jour le moteur le plus silencieux de la gamme Yamaha.

Le système à poulie variable CVT de la RS Venture GT fonctionne à merveille. Sa nouvelle calibration axée sur la performance et la précision des départs arrêtés contribue aux accélérations vives de la machine au poids important. De plus, il diminue le régime moteur au minimum en conduite plus coulée, réduisant donc la consommation et les émissions polluantes. Le système CVT de la RS Venture GT comprend le nouveau dispositif de réduction de l’effet du frein moteur (REFM) dérivé de l’Apex. Lorsque le pilote relâche l’accélérateur, la RS Venture GT roule plus librement par rapport à l’ancien modèle et la chenille ne bloque plus, même en décélération à haute vitesse.

Un châssis pour les gens actifs
Conçue autour de l’excellent châssis Deltabox II, emprunté aux modèles de performance, la RS Venture GT propose une position de pilotage ergonomique active et plus d’espace pour son passager. En effet, la position plus haute et plus avancée du pilote favorise le contrôle et l’espace derrière lui. Cette position améliore d’autant le confort des occupants en allégeant l’effort de conduite. La monture de tourisme reçoit également de nouveaux amortisseurs avant. Les amortisseurs en aluminium GHP à gaz haute pression procurent un roulement plus doux et réduisent le poids non suspendu.

Pour sa part, la direction assistée électrique (DAE) apporte son lot de nouvelles sensations, puisque la RS Venture GT offre une précision et une facilité de pilotage hors du commun. La conduite s’avère des plus légères et faciles, quelles que soient les conditions de la piste. De plus, le système amortit les chocs transmis au guidon provenant des irrégularités de la surface, ce qui ménage les forces et la forme du pilote pour des randonnées sans fin. Contrairement à ce qu’on pourrait croire, la nouvelle direction assistée électrique conserve une excellente retransmission des sensations au pilote et apparaît mieux adaptée à l’utilisation de la RS Venture GT; une motoneige conçue pour les randonnées de longue haleine en duo.

Équipée pour voyager
Profitant d’une foule d’équipements pour le voyage, la RS Venture GT comprend : un grand pare-brise, deux prises de 12 volts, un appuie-dos réglable, deux poignées chauffantes pour le passager, une suspension arrière ProConfort CK et un grand coffre intégré doté d’un couvercle agencé à l’épreuve des intempéries.

La RS Venture GT, son équipement de choix et la nouvelle direction à assistance électrique forment tout simplement une équipe gagnante. Amateurs de grande randonnée, un essai et vous ne voudrez plus vous en passer. Bravo Yamaha!

Plus
Moteur doux, silencieux et efficace
Système de réduction de frein moteur
DAE efficace qui réduit l’effort de direction
Confort et convivialité

Moins
Poids important
Bruit de roulement de la chenille

http://www.moto123.com/essais-routiers-motocyclettes/article
,yamaha-rs-venture-gt-2012-premi-res-impressions.spy?artid=129099

The four-stroke engine specialist apparently has another thing or two up his sleeve. Introducing the new RS Venture GT, which features the electric power steering system that substantially lessens steering effort as well as new aluminum HPG shocks that reduce unsprung weight by 20% compared to its predecessors.

Smooth efficiency
The new RS Venture GT is powered by the famous Genesis 120FI three-cylinder mill. The latest technological updates have delivered stunning results. Thanks to an upgraded injection system, the engine produces a more constant torque flow, while the larger displacement and revised intake camshafts increase torque at low and mid rpm compared to the old carburetor engine.

The acceleration and sensitive throttle response while have you grinning like an idiot for the duration of your escapade, even when riding two-up. The throttle seems to read your mind, and its smoothness is seductive. Such sleekness and user-friendliness indeed become vital on a model designed to gobble up hundreds of kilometres per day. Unfortunately, the track still seems a bit too noisy in contrast to the machine’s direct competitors. On the flip side, the Genesis 120FI engine remains to this day the quietest entry in Yamaha’s portfolio.

The RS Venture GT’s variable pulley CVT system works like a charm. The new calibration emphasizes performance and precise standing starts, contributing to the frisky acceleration of this ponderous beast. What’s more, it minimizes rpm when cruising along, reducing both fuel consumption and emissions. The CVT includes a new engine braking reduction system (EBRS) derived from the Apex. When you release the throttle, the RS Venture GT runs smoother compared to the old model. The track doesn’t jam up anymore, even when decelerating aggressively.

A chassis for the active rider
Designed around the exceptional Deltabox II chassis borrowed from the high-performance models, the RS Venture GT offers an active and ergonomic riding position as well as more space for the passenger. In fact, the riding position has been raised and pushed forward, liberating more space behind the rider. Passenger comfort is also increased by the reduced effort required to manoeuvre the machine. The touring rig has also inherited new front shock absorbers. The aluminum high-pressure gas shocks improve ride comfort and reduce the unsprung weight.

As for the electric power steering, it brings its own share of novel sensations, and the RS Venture GT proves unusually precise and easy to ride. Steering is now lighter and easier no matter the conditions. What’s more, the system absorbs the shocks transmitted to the handlebars resulting from the hazards of the trail, which allows riders to preserve their strength on those endless afternoons. And contrary to what you might think, the new electric power steering still excels at giving the rider feedback and seems better adapted to the raison d’être of this long-distance, two-up sled.

Equipped for the voyage
The RS Venture GT features a ton of touring-oriented equipment, including a tall windshield, two 12-volt outputs, an adjustable backrest, two heated passenger hand grips, a ProComfort CK rear suspension and a large, built-in case with a waterproof, colour-coordinated top.

With its choice equipment and new electric power steering, the RS Venture GT is simply a winning formula. Fans of long-distance rides will fall in love with this sled after the first try and won’t want to live without it. Well done Yamaha!

Plus
Smooth, quiet, efficient engine
Engine braking reduction system
Efficient power steering that reduces the effort required
Comfortable and user-friendly

Less
Heavy
Noisy track

http://www.moto123.com/motorcycle-reviews/article
,2012-yamaha-rs-venture-gt-first-impressions.spy?artid=129103&pg=1

The sled is an absolute dream to ride !! Your efforts have produced the first 4stroke Crossover sled with the trail manners of a F1 race car. Off trail , it’s an animal ! I thought the weight would limit my riding in deep snow conditions so I was a little nervous at first. Well , this year it’s been Deep snow conditions since Jan1 . The low end torque is outstanding !! I’ve been breaking trails with this beast like it was a VK .

Here is the 1300km review

The Wow factor :

1, EPS is fantastic in so many ways.
2. The exhaust note is intoxicating
3. Torque EVERYWHERE
4. Fit and finish is pure Yamaha
5. Gauge display is clear and accurate
6. Cornering is precise and smooth with an urgent need to get to the next one,,Love it !
7. Tipped up rails are a major plus for groomed trail riding ,,and it will also reverse up out of the snow. NIce !
8. I have not reached it’s top speed yet

The uh-oh moments:

1. Hyfax wear (in 120km’s slides were worn to wear line with good snow)
2. Yamaha wheels are too small. I had to upgrade to Excell wheels . This solved the uneven hyfax wear
3. Exup failed first service test. Dealer wanted to replace servo motor. Yamaha responded 2 days later saying the test procedure was wrong in the manual. Meanwhile ,, I took the sled home and found out on my own that the Exup will not cycle if it’s in neutral position.Once I moved it out park position the servo motor attempted to set the exup when I turned the key. The cables were so slack that the valve could not fully open past 7K or open when it should. I set it to 1.5mm of play in each cable
4. Cold start issue... related to Exup cables being out of adjustment . Once I adjusted the cables the sled will now start with the 1st attempt on cold days.
5. initial suspension settings ,,too stiff for 200lb rider !
6. Headlight split HI/Low is too far apart. Low beam is too low to provide enough lighting with oncoming traffic.
7. Plastic just below reverse lever is sharp , I have hit my legs in the same place on both sides several times now in rough trail junk.


I can’t say enough good things about this sled ,, nothing negative to report. I simply love riding it in all snow conditions , day or night , it’s the sled we always knew Yamaha could build . I have a long history with this company ,, it’s nice to be back home.

p.s. I also run Yamaha engines in both my Toyota Supra’s . The 1JZGTE (451rwhp)in my 82 Supra and 2JZGTE (726rwhp) in my 94 6sp Supra ,,,, I love my Yamaha’s!

Thank You for doing what you do !

Bruce Russell
46 Massy dr
Corner Brook NFLD

Pour l’aventurier sérieux, Yamaha propose sa nouvelle Apex X-TX 2011, une motoneige hybride (tourisme solo et neige profonde) haut de gamme. Elle est équipée d’un pare-brise à trois pièces qui protège mieux, d’une suspension arrière CK 144 à rail de guidage courbé et de la première direction assistée électrique (DAE) de l’industrie.

http://www.moto123.com/essais-routiers-motocyclettes/article
,Yamaha-Apex-X-TX-2011-essai.spy?artid=128545&pg=1

Yamaha is catering to the serious adventurer with the 2011 Apex X-TX, its new high-end, hybrid snowmobile (solo touring and deep snow). It features a three-part windshield that offers superior protection, a CK 144 rear suspension with tipped-up rails and the very first electric power steering system (EPS) in the industry.

Read full article here:
http://www.moto123.com/motorcycle-reviews/article
,2011-Yamaha-Apex-X-TX-Review.spy?artid=128547&pg=1

Well I never thought I would consider a Apex, but after riding some demos on a trail this weekend in Minoqua Wi I am really thinking about a Apex.I have rode the 2011's before but it was on a ski hill and you just cant get a real world impression from that. I rode a Nytro and then a Apex and man does the Apex shine bright compared to the Nyrto. The biggest things I noticed was the EPS is for real and makes the ride almost effortless, handwarmers worked!!! I had to turn them down. The suspension was very well calibrated, never rode any Yamaha that was as good as the Apex in the bumps. All in all I want one, but if the Nytro ended up with those three improvments I would stay with it instead. I think Yamaha is making good choices in its improvements and is listening to us. I was pretty floored by the Apex but still like the ergos of the Nytro, but I am not ready to buy yet, my Nytro still has a few seasons to go.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=99013&highlight=2012

Thank you to T&R Yamaha and the Yamaha demo team! I rode an Apex XTX and a Nytro (RTX?). The Apex was the first 4 cylinder I've had an opportunity to ride, and that's one very nice smooth engine. The power steering was not all that noticeable, in a good way. It simply steered like a light sled. It had Woody's Dualies installed but still seemed to dart around just a little.

When I got on the Nytro I really appreciated the Apex's power steering. The trail was getting pretty beat up from all the traffic and it required a lot of steering input. The Nytro is definitely better for standing up than sitting down. I would still like to ride one off trail sometime.

Riding home on my old '06 Vector, with Deuce bars, I had no darting at all, although I kind of missed the DBII seating position. I think the 3 cylinder engine suits my riding style better, or maybe I'm just very used to it. So if Yamaha corporate is listening, I want a Vector LTX with power steering. Maybe next year?

It was nice to meet Poleclimber too.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=95852&start=15

I wasn't totally sure where to post this, so my apologies if it's in the wrong section!
First off, my current ride is a 1999 Arctic Cat Z370, so take that into account. But I have been on an RX1, '08 Rev 600, I own a Raptor 660 and have been on countless yamaha's dirtbikes (450 included.)
Yamaha had the demo rides in northern Michigan, and I had to be there! The Yamaha staff was very nice and took us on a full hour ride through open, tight, moguls, and twisty trails.
Demo sled 1: 2011 Yamaha Phazer GT
I immediately noticed the 500 twin's grunt off the bottom end. We took off on the ride and the Yammi felt comfortable and planted. Not too tippy, best way to describe is very "sport three-wheeler" feeling. Windshield blocked the wind from my face and body well (it was below 10* F we averaged 40MPH) Grips kept my hands toasty, even without guards on the bars. Standing up on the sled was comfortable and the suspension soaked the bumps accordingly. Only complaint was the heated grips/thumb setup, you have to repeatedly hit the button to get the desired setting, and it will start back at 0 if you push it one to many times. I liked the RX1 setup better.
Next ride: 2011 Phazer RTX
We stopped to swap and I lunged for the RTX! I had to ride the two back-to-back. The RTX had shields on the bars, seating felt the same. Taking off the RTX pulled just like the GT but felt "stiffer" and more dirtbike like. More of the bumps were felt, but the handling was more aggressive. It was VERY fun. The RTX handled the woops sections much better, and was more comfortable to stand up on. On corners the Phazer felt like it was on rails, and responded to body language very well. I didn't get off on the next switch. NaNa
Final ride: 2011 FX Nytro XTX
Holy mother of God, this sled made the Phazer feel like a child's toy. Power was EVERYWHERE. The 144 inch spanned the woops better, but was horrible to turn into corners, the hardest sled I have ever ridden. I assume it was because of the 144 inch track deciding it like to go in straight lines. It felt heavier than the Phazer, and less flick-able. In the tight sections, it felt like way too much sled. You rode the Phazer with the flipper to the bar, this sled you were barely getting into it. It was like a missile when you wanted to accelerate.

All in all, I really loved all the sleds for what they were worth. My personal favorite? The Phazer RTX, and hopefully I will have one in the stable by next winter.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=96487

Troops
go grab a beer...got a lot to tell.
EPS.....your gonna forget about in 3 seconds or until you swap sleds or drive one with out it. Even at higher speeds it hides the hard jolts that can allmost rip the handlebars out of your hands. I rode with a good bud on an 09 800 dooX today on the maiden voyage. I noticed in the ditches & rough fields his arms being yanked back & forth. You can literally drive the eps sled one handed thru the rough stuff & not think anything about it. We swapped sleds for a bit & we were both amazed by the way eps seemed to hide any harsh steering input. Even at 60-80 mph when eps is not as effictive it still takes away the hard jolts.

The clutching i don,t like. Engagement is 3500 rpm & similar to a 1200 doo; the sled wants to get you to 60 mph immediately. not good in a parking lot or trying to make slow turns in a crowded area. I never saw anything over 9800 rpm but the frikken thing pulls like a freight train! power is turbine smooth & I could walk away from buds clutched 800 on a roll at will.
The rear suspension is a work of art. It looks exactly like the nytro xtx but yamaha absolutely nailed the valving..it,s a 1st. It was plush on the small studders & soaked up the big woops not even being close to bottoming out.I will have to slightly reduce rebound. I could not in 2 years get my nytro xtx set up close to working this well.
If i was trail riding only I would definately tighten the limiters a notch a sit needed more ski pressure. After owning 2 attaks I can,t believe how well this tug boat ditch banged & hung right with my buds 800 doo.
You can feel the weight but i am a bigger guy & had no issues.Smaller guys might want a nytro xtx...easier to handle.
Hand warmer were smoking hot at -8C set at 1/2 level.
In 2' powder the sled gets on top of the snow quickly & stays there unlike the trench-o-matic attaks.
You don,t realize your riding a 144 sled until your in a parking lot or real tight area.
Driving doo,s best 800x seemed like i was driving a vibrating; shaking mediocre riding archaic sled that had the throttle response of a 1 cylinder briggs & straten motor.
Guys in not very good conditions this sled is that good.
Can,t wait till we get hard pack groomed trails & a couple more feet of powder. To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=93859&postdays=0&postorder=asc&start=0

Bottom line:Tight twisty trails are no longer met with trepidation. Now, Yamaha riders with EPS will look at the curves with a knowing smile!
The benefits of EPS weren’t simply realized with the addition of a little power steering motor. There is much more than that to the system! Integrated into the EPS design is a new ski with a shorter keel, along with refined spindle geometry. There’s also a new ECM to monitor and control the amount of “assist” given to the rider, depending on vehicle speed, engine RPM, and rider input forces. In all, EPS allows Yamaha more setup options than ever before, without adversely affecting rider comfort or steering effort.
The other part of the package is the rear suspension, and that’s what makes an X-TX what it is. Out back, there is a 144x1.250 inch boot wrapped around the Dual Shock CK rear suspension. Yamaha also tipped up the rear portion of the rails 6 degrees in order to shorten the footprint on hard surfaces without sacrificing off-trail flotation.
Handling isn’t sacrificed either with the 144 rear. The combination of the tipped up rails and EPS equipped front, make for a minimal impact on handling compared to its short track brethren.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.osm-mag.com/public/index.php/news/sled-reviews/199

After riding the demos this past Feb. and having ridden many of Yamahas four stroke stable over the years I have to say the power steering does make a big difference on how it corners. It makes you feel more confident coming into a corner much like a lighter 2 stroke machine. The weight is still there, just feels lighter on the trail. Off trail it will most likely be no different than the previous 4 strokes.........heavy. I would not buy an Apex or a Vector for off trail use. A well set up Nytro or Phazer maybe....but the lighter 2 strokes shine better in that category. Yamaha has made great strides with the Nytro Mountain model though. It just depends what your intentions are. A friend of mine has a Nytro he stretched to 136 with a 1.5" track and he does alright in the deep stuff. Now if you are looking for engine reliability......look no further. The weight is really the only major downfall Yamaha struggles with.....not that it is their fault. 4 strokes are just plain heavier no matter what brand or what motorized rig they are put into.

good luck!!

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=92735&highlight=apex

Like the heading says...got the first ride today on my new Apex XTX. 40 miles of ditch banging. Never touched any adjustments from when I picked it up at the dealer just to see what it does.

Coming from an SRX, it took a little getting used to. It definitly sits higher than previous Apexs. Didn't feel tippy at all in fact never once felt like it was going over.

Riding was in heavy wet snow and lots of it. Went from West Bend Iowa to Emmetsburg and back.

Noticed a little darting at first running lower speeds. Once I got used to it a little and picked up the pace, no darting at all. Handled very well. The EPS takes all the ski jolts away from hitting bumps or ruts. It's not super easy to steer but, you can tell it is easier. You feel in control of the handle bars and that they won't get ripped out of your hands by hitting a rut or snow clod etc... Was cruising 50-60 mph down the ditch once I got used to it and nearly back to the truck. It goes where you want it to with ease once the pace is picked up.

The ride was much better than I anticipated. The front shocks seem to work really well, better than I expected. I'm not sure the Ohlins are much better than these. (we've got Ohlins on two other sleds)
The rear skid worked well also. I'm 175 lbs and left the spring at the middle setting and haven't touched the shock adjuster yet. Maybe a little stiff for my weight but, I'm sure it can be dialed back and made smoother for my taste. Jumped off some dirve ways and it soaks it up well-- Both ends. Never experience any kick back out of the suspension either. Plenty of travel. For right out of the box I'm very happy with it.

Glad I was on an XTX sled today. Had I been on a short track sled or even a 136 I would have been stuck several times. Backed it off the trailer, zero miles on it, went around the truck in the ditch to turn around and nearly got stuck right there beside the truck. Once moving a little faster it floats really well.

Could tell the engine is a little tight. Still has some serious snort mid range as advertised. Where it could get bite, no trouble at all pulling front end up. Definately more torque than previous Apexs. Never twisted it over 8,500. Had it up to about 80mph and is very stable and strait tracking. In general, I'm pretty impressed with the power. Once it loosens up, it will get better and better.

Sled didn't feel heavy at all to me. was able to menuver it well and get it to go where I wanted with little trouble.

Handle bar and thumb warmers work very well. Were too hot and had to turn them down to minimums.

Really like the new seat foam. Is kind of springy and makes good ride compfort.

Wind sheild worked well too. Could hear the wind going over my helmet but, didn't blow on face sheild at all. Was kind of cool. On the SRX it's kind of hard to hold your head up strait because of the wind off the hood.

Only two things I didn't like:
1.) The right side cover around the reverse lever sticks out from the gas tank cowl. It kept poking my right shin. I don't think it is put together correctly or the cover on mine is a defect. Will have to look at it or call the dealer about it because it ain't guna' fly like it is.
2.) It still has the annoying resonance sound from the exhaust at certain speeds/RPMs just like all the rest of the Apexs. A little faster speed and it goes away and sounds great.

Other than these two thing, this is a great sled. I don't know what more you could ask for. Can't wait to get more seat time in better snow conditions.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=92700&highlight=apex

I rode a proto last winter. I could not tell it had eps but thats a good thing as turning was not even an issue nor did i even think about it. The same skid in the xtx rode 10X better then my nytro xtx & it was way better then the se they had. Best riding yammie i ever rode. I might wait till they put eps in the vector ltx as it was a real eye opener at the demo rides & probably yammies biggest secret.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=92645&highlight=2011+apex

Sorry didnt reply earlier but no internet out in the wild up here. Put on just under a 100 miles on Saturday and just to confirm what I said before I love it and am gonna love it all season long. It pulls and pulls and keeps pulling. Fresh powder, long river straight stretches, fews bumps and jumps, this machine is a performer!!!

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=92221&highlight=2011+apex

Took my new sled out for the first ride and am very impressed with the new eps. I know the sled is heavy but the eps makes it feel light and handles smooth. No darting!!! This is big coming from a fx nytro owner. The floats are ok. Needs a set of ohlins and will be set for the moguls. The throttle response was instant and it sounds like a beast. The cost was hard to swallow but after receiving this sled I am not regreting the money spent. First 100 miles logged and am goin to put another 100 today so will update once broken in to let everyone know top speed with the gps. Love it!!! I am located in Kotzebue, Alaska.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=92221&highlight=2011+apex

Forgive our lack of humility when it comes to the “premium” line of Yamaha snowmobiles. Not so long ago Yamaha seemed to be a struggling snowmobile company looking for an identity, which we thought was incredibly obvious and sitting right under their corporate nose. Quality. Premium pricing justified by exceptional overall quality, which translated into overall long-term value. Why didn’t they see it. It was obvious to us.


Sometimes our compact snowmobile industry tends to look inward a bit too much. We worry what the competition is doing and let it dictate what we do. That is logical to a point, but it is important to view where the differences lie. To be a leader is not to always be a follower, letting your competition decide your program. Seemingly Yamaha had fallen into that trap, even if they didn’t believe it.

4-Stroke Commitment
When Yamaha made the decision to focus on 4-stroke powertrains, the company knew it would be beaten up over weight and complexity. In the short run that has been true, but as government emissions regulations come into force now, Yamaha looks pretty darn good. The Japanese-based powersports manufacturer has created a very strong line of quick, quiet and high quality motors that are incredibly easy to maintain — an oil change once a season isn’t too hard, is it? The engines consistently power intrepid Yamaha enthusiasts to high mileage records. And there’s that intangible simply known as quality.
Yamaha now finds a way to promote its quality. Using a well-known auto and motorsports third party to verify its claim, the Kelley Blue Book verifies that Yamaha 4-stroke snowmobiles have exceptional resale value — bred from overall quality.
Even before Yamaha switched focus to 4-strokes, the company differed from its competition. Heck, we used to poke fun at Yamaha for how careful it was when testing and proving new models. Few snowmobile companies that we’ve known in our years of writing about the sport ever took research and testing to the lengths we see Yamaha do it. Out of that prolonged effort came sleds with incredible quality.

Top Of The Line
For 2011 the latest top of the line Yamaha Apex SE not only offers exceptional value but a level of real sophistication not fully appreciated by even the most diehard Yamaha enthusiast.
At our initial introduction to the 2011 Yamaha Apex, we were actually under whelmed. As we’ve learned more about the 2011 Apex, we’ve become more and more impressed. At literal “face value,” the 2011 Apex doesn’t seem all that different from the 2010, even when you place the two model year sleds side by side. But in reality, the 2011 Apex is virtually all new by comparison. Yes, the body appears the same, but look carefully, the 2011 parts won’t readily fit a 2010. The 2011 seat seems familiar, but it raises the rider’s hips for better seating, greater comfort and improved ergonomics.
Under the hood the base Genesis 4-cylinder motor appears the same, but it gets a major performance upgrade that gives you linear torque from off idle to fully open injectors. The new EXUP power assist runs off computerized programming that creates the best of all possible performance worlds. You get smooth drive away, solid midrange with exceptional pull and improved top end in the plus-10,000 rpm range.

Power-Assist Steering
Then there is the electric power assisted steering which uses computerized programming to deliver more steering assist at slow speeds and light assist at top end. The result is a 4-stroke performance sled that motors as easily and lightly as a two-stroke 340cc in the slow going, twisted forest trails but comes with steering bite when you push in the throttle for some aggressive trail action. The power-assisted steering effectively takes away the argument of the Apex feeling heavy and tiring. It may weigh the same as ever, but the power-assisted steering renders that effect moot.
With a light feel and strong power on tap, you’ll want a ride to match, here we admit to ambivalence. The standard dial suspension works just fine and that’s what you get with the base Apex. It’s tried and true and easy to set. But, if you want to maximize the Apex ride, you will have to earn that superior ride found with air shocks in the Apex SE. Since barometric air pressures change from weekend to weekend, you’ll want to make an adjustment by increasing or decreasing air volume in the Apex SE air shock front and rear.

The Apex SE is fitted with Fox FLOAT 2 shocks on the front A-arm suspension with the new Fox Mega-FLOAT controlling ride characteristics on the Apex SE MonoShock II RA128 rear slide rail design. Adding air is as simple as adding air to road bike tires, simply use the air pump to set the pounds per square inch to where you like it and cap it. You’ll want to play around with the settings the first ride or two, but you’ll find your preferred ride setup. Make a note and add it to your “favorite” settings.
The air suspension Apex SE is the top of the line and is priced like it at US$14,949. But it is a high quality snowmobile with all that you’d expect from Yamaha — power, easy assist steering, exceptional ergonomics, ease of operation, which means you’ll be out on the trail riding and not parked. No, Yamaha has always been a quality operation, but it hasn’t been until the past few seasons that Yamaha decided to play on its quality as being one of the things that sets its snowmobiles like the Apex SE apart from the competition.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.snowmobile.com/manufacturers/yamaha/2011-yamaha-apex-se-review-1222.html

This past weekend I was able to test ride the new Apex , Apex se and Apex xtx at the TotallYamaha Demo ride in Munising Mi. The conditions were not very good at all as warm tempratures and some rain were taking its toll on the trail very quickly. Grooming was non existant and we were asked to not judge the ride by the condition of the trails. In my opinion it was a great test to see how the machines could handle the roughest trails! We did find good parts of the trails so we were able to judge the sled in all conditions.
The power steering on this sled is Amazing! It can handle the Worst trails and you will never struglle to keep the sled straight, steering is effortless and can make for a very long day of riding without any sore arms or backs!
The improvements to the motor are Noticeable and Enjoyable! The powerband never seems to stop pulling through the entire time you are on the flipper. It just seems to Pull and pull and pull!
The new seating position is noticeable and a great improvement for us larger guys but does not make the sled top heavy or tippy.
The looks are impressive and the sound is nice. I am more of a quiet sled kind of guy and the new apex is nice and quiet!
All in all this sled is Great! I think Yamaha hit a home run with this baby!
This sled should satisfy every pallate and every condition. Nice job Yamaha! Thanks for making a sled for every rider to enjoy!

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=87631

Rider: ‘Rockmeister’

Had the opportunity to ride a good number of miles on a 2011 Apex SE today.

Following is my impression.

The snow conditions were good to very marginal, with a few big slush holes.

This sled is awesome!!!
From the moment I climbed on it, it inspired confidence.
Super plush through stutters, the power steering really shines in the stutters & the twisties.
Gives you just a touch of feedback, enough for feel of the trail, but not enough to wear on your arms.

The engine on this thing is sweeeeeeeeeeeeet!!!
VERY crisp throttle response with that cool Apex engine sound.
The exhaust note is slightly different & cool.

It pulls and just keeps pulling, much more so than prior Apexes.
I know the top HP rating is about the same, but can tell you that the seat of the pants feel is much more.
Feels like at least 10+ HP more.

Can say the SE handily won every drag race I was in on it & every one that I saw it in.
There is no question that mods were made to the motor, and they are good ones.

I threw the sled into a big slush hole and expected the slush to throw me around or at least have to fight the steering...
Instead, nothing!
It only slowed me down a bit, the sled tracked perfectly right through it!
Way cool...

I can honestly say, this is one great sled, no surprises.
Well, no bad surprises.
Not once did it do anything that I didn't want it to do.
Not one single bad surprise at all.

On the other hand, there were alot of GOOD surprises!
I was flying across some pretty good stutters, and the Apex made tiny bumps of them.
The most surprising thing was the fact that the handlebars barely moved!!!
I was hitting some big bumps and nothing... It just "glided" over them almost as if they weren't there.

Weight wise, is probably the same as prior Apexes, except that it rides easier.
And that easier riding makes it feel lighter.

This is about as close to a "point & shoot" sled as I have ever ridden.
You tell the bars where to go & press the Happy lever & it does it!
Required little body english, and then when you DO put body english into it, it only gets BETTER!

Only wish I could order one right now.
Hadn't considered buying a brand new sled for a long time, until now.

I WANT ONE!!!


To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=87535&postdays=0&postorder=asc&start=0

Rider: ‘DaJudge’

I was on the first ride of the day and we put about 40 miles on the demo sleds. The changes Yamaha made to the sleds were the best for the sleds. The EPS was OUTSTANDING. Who would have thought that just that one change would make such a gigantic improvement to the line. After just a few minutes on the sled, you just felt more confident of your and the sleds ability to do what ever you wanted to do. Words do not do justice to the Apex SE. We all could tell everyone how great it ate up the bumps and the "feeling" of the power and how it "worked" on the trail but you really have to drive one to appreciate everything that this sled is. Now we all know what Mr Sled was trying to tell us in his post about this sled. One word comes to mind------AWESOME.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=87535&postdays=0&postorder=asc&start=0

Rider: ‘Buddah’

Typical of The Rock...........stole all the thunder from the rest of us that were there. The only thing the other guys didn't mention was the new skis. They are without a doubt the best stock ski Yamaha has ever had....PERIOD. The SE was also the only sled of the group that had Woodys Dooleys on it.

Everything they said was spot on. You don't notice the EPS at all until it dawns on you that you didn't have to fight the bars through that last mudhole or bare corner and your mind relaxes and simply thinks "SWEET!!". It goes where it's pointed even under these extremely nasty conditions. The best summation I was able to give for the SE is that is it the easiest sled to ride very, very quickly that I have ever been on. The ride itself is simply a bonus.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=87535&postdays=0&postorder=asc&start=0

just came back from demo ride,tried the xtx and the 128'' se,both sleds were awesome in the twisty's,the xtx was way stiffer though,prob set up,i would of thought the megafloat in the se would of been stiff but no,very plush,awesome in the stutters,boy that's a nice sled,powersteering flat out works,you cannot comment on this new apex before you try 1,its a stunner,very impressed,if this sled doesnt get sled of the year awards by someone,i will be shocked,another strong contender is the 2010 vec ltx,wow,what a diff from my 09,the response is''right now''very smooth,very good accleration,another sled that you have to try before judging,those are 3 winning sleds from yamaha,great job

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=87197

After one ride there was no looking back. Yamaha's electronic power steering setup on the 2011 Apex is a ground breaking feature that will definitely be copied by the rest of the snowmobile industry.

The use of EPS along with some front end geometry tweaks and a new set of skis makes such a vast difference in the way the Apex handles, it’s an undeniable benefit.

Yamaha was first to put this feature on an ATV and it has revolutionized that industry to the point that nearly every OEM now offers power steering equipped models.

With the Apex, we've been surprised at how the biggest bonus is not just lighter steering effort. The fact is, the sled's reaction to negative trail inputs is so much improved it feels like the engine has been dropped lower in the chassis.

There's no twitching when your right or left ski hits something on the trail and the sled feels planted firmly with very linear feedback through the bars.

The system is variable ratio so steering effort increases as the speed goes up, leaving the rider with a nice, predictable in-control feeling all the time.

The downside? It adds a bit of weight - but we think it's a good trade-off and well worth the extra cost, too.



To view this article at its original place of post and the comments associated with it, please click here:
http://www.supertraxmag.com/OEMtopTech.asp?nid=25

Like I have said in other posts, I have reserved my thoughts about the new Apex until I rode one. Well, I am fortunate that where I live, pretty much is the only place in the state of Maine right now that has good trails/riding. So, when my Yamaha sales rep. called and said he had 4 sleds he was bringing up for a dealer demo/ orientation, I was pumped. We met at my place instead of the dealership because of snow/trail conditions friday evening. He brought 2 2011 Apex er 128's, 1 2010 Apex ltx gt, 1 2010 Vector gt 121. We also had a 2009 Arctic Cat Z1 turbo lxr.

For reference, I am about 6ft 1in and 230 before gear.

It was myself (service mgr/sales), Yamaha rep and his boss, salesman, and the gen mgr of the Arctic Cat dealer that is buying our Yamaha franchise. It was really good to compare the sleds in the same conditions. We rode in a lot of different conditions from smooth fast logging road trails with high speed sweeping corners, tighter woods trails, some larger bumps, and plenty of stutters. We even got first tracks for a while on freshly groomed trail too.

First off, I led pretty much the whole ride and rode at my normal aggressive pace. I started on one of the 2011 Apex 128's. I feel exactly the same about the power steering on the Apex as I did about it on the Grizz 700. At first before I tried it, I thought it was silly and un-needed. I was wrong about the Grizz and I was wrong about the Apex. It just plain works!! Going back to back between the 2011 and the 2010, there was an obvious feeling of weight difference, the 2011 feeling ALOT lighter. Initial corner turn in is easier and more predictable on the 2011, along with mid corner line corrections/changes. Is all hunting/ darting gone? No. Is it significantly reduced? Yes. Inside ski lift is also reduced alot, not comepletely gone, but better. I think with the front limiter sucked up one hole, it would be non existant for most all riders/conditions.

At first I didn't notice much of a seating/handlebar ergo difference. I then put roughly 20-25 miles on the 2010 Apex ltx before switching back to the 2011. The seat is a little higher and possibly a little firmer. Handlebars feel like they might be an inch forward and 3/4 inch higher. It is still not enough rider forward for me. You still feel like you are sitting "in" the sled, just not as bad a prior years. Another 2 inches in the seat and handlebars up another inch or so would be better imo. The console/ drivers compartment in front of your knees still needs help. This was glaringly obvious when swithcing between the turbo Cat back to any of the Yamaha's. The contour of the twin spar's console is very aggressive rider knee friendly compared to the Yamaha's.

The motor is crisp and smooth. Throttle response is a little better, and it sounds and feels smoother. Never had a chance to line them up side by side, but it does feel stronger than the 2010. The 128 as the short track should have been standard years ago. The little longer length helps with track spin and I feel also settles the chassis a little more in the corners.

Suspension....... The valving is improved. I bottomed the 2010 ltx gt twice (shock set one bar short of full stiff). Not really hard bottoming, but slight jar felt through the seat. Never bottomed either 2011. The 2011 also felt alot more controlled through the bumps. The chassis feels more level and balanced, less bucking and rebound bounce.

Overall, I think people should really try the sled first, then form an opinon. I came away more impressed than I thought I would be. It is not the perfect sled for me, but with a little tweakn', I could definately be happy with it. Overall I think the changes work really well together. You spend more time enjoying riding and having fun, and less time fighting the sled. It feels smoother, faster, and the biggest two for me.....lighter and more balanced.

On another note. This was the first time I got any real seat time on a new fi vector. WOW, what a difference! It is actually a fun sled now. Way more torquey. This is an great lower priced trail sled that will now hang with apexes.

Thought some might appreciate an honest experienced tech/riders opinion.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=86423

Turk, finally nice to meet you!

I was at the same outing Turk was. It was nice to try all the major sleds yamaha has. Overall it was a positive experience and nothing really negative about any of the sleds.

I was first to get on the Apex XTX. Totally blew away my expectations. This sled drove like it was a mere 300 lbs. I did not notice any weight at all. Felt much lighter then any sled I have ever driven. I got to take it through a tree line and it pulled over very easily, actually easier then my Nytro XTX. Only down side was the riser was way to short for me. Taking it over the pumps it actually took them way better then the Nytro XTX they had as well as my XTX that I own. It stayed very strait through the line with no bouncing, bottoming or anything. The front suspension worked in sink with the rear. Over all handled way better then my XTX.

First thing they told us when we got on the sled "These are all we got for Canada so dont wreck them" I figured how in the heck would we do that. Well the sled definitely has more snap then a Nytro. Throttle response I felt was much quicker. We let the lead guy get ahead of us away and my buddy on the Nytro XTX decided to have a race. Well I was too busy looking at the speedo and not where I was going. I soon found out what the YEPS actually does for you. I hit a drift at 164 kmh on an angle and then right into the uphill of a hill. The thought went through my head that this was going to hurt really bad and I just ruined (yard saled) a new Apex and ruined it for everyone else. Much to my surprise the bars were not ripped out of my hands and the rear skid did not buck me sky high. The sled stayed true to the line. Man was that a saviour. Any other sled it would not have been pretty.

So who one the race? The nytro was on harder packed snow and got the jump, I was on the soft snow. It was dead even. We then proceeded to race on a more flat ground and the Apex xtx was much faster by a few sled lengths from a dead pull to as far as we could go. Not even a contest.

Rode the SE for a while too. Was nice, smooth but like the XTX better. Seemed to hook up better and the bumps were not different.

Did not really get to try corners as the ride was not set up for that. I did notice the YEPS on the XTX was not as tight as the SE. The SE was more True. I am wondering if they are trying different polymers in the YEPS to see what works best. The screw from how I understand it is made of polymer and is flexible to take jarring. It could be the cog, not sure. Anyways on the XTX you could feel the elasticity of the steering wear the SE was not as pronounced. What I mean is if you steer it, you will actually start steering right before you got left. Very minor, but it was there on the XTX and not on the SE.

Seating position was also very comfortable. The seat was very nice.

Turk is right about the Vectors. They are a sleeper. I would have no problems driving one of them for a trail machine. Great sled!

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=85368&postdays=0&postorder=asc&start=15

Guys
Just got back from demo rides. Special thanx to Jimbo(lakeracer) who got me out on an extra rip. Also congrats on the new baby girl. As you lnow jim is now working for Yamaha canada.
Anyway..What I was looking for was not what i expected & in a good thing.
First & foremost the bumpability & handling of the xtx blew me away. I was expected to be wowed by the power & power steering but it was riding thru 2' moguls at 50 mph with 1 hand feeling your on a cloud that blew me away.
I ride with all new doo,s & was jealeous on the way they handled & rode. The xtx is like your on a big cloud while hammering thru vicious moguls.
I know it,s been said over & over but it does feel a lot more lighter now then my nytro xtx & way smoother.
It really needs about a 3-4" riser as it is not suited for stand up riding at all.
The ripsaw track does it no justice at all as it spins wildly even when getting on the throttle at 50 mph.
The stock clutching is off but sled had only 600 km,s(400 miles) on iy. I was lucky to see 10-10,200 rpm on a pull.
I got to ride all the sleds in big bumps & wide open fields with 6" of fresh snow.
Now the biggee...it was -26C here today & actually had to stop & turn down the handwarmers!!! Hands were roasted & it,s been a long time since I had that happen.These are by far the best handwarmers on any Yamaha.
Conditions were not cundisive to trying the power steering as it was either really bumpy ditches or wide open soft fields.
Motor is buttery smooth.
Put a few miles on the SE but imo the xtx rides 100X better. Everyone on the rides also agreed. With out fail every single person was amazed at the xtx. It really eclipsed the se except for maybe some real tight corners.
The 144 xtx suspension is shocking how well it works in the apex chassis.

The one sled that really surprised me was the vector lt-x. What a killer package! I think this sled is Yamaha,s best kept secret! I would have no trouble riding this as a trail sled. It actually feels a little stronger down low then the nytro xtx.

Now i gotta find $16k canadian plus 12% taxed to buy this thing!!!!

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=85368&postdays=0&postorder=asc&start=15

Rider: blade072

Hey fourload, You don't have to apologize to whitedust. You made a statement what your heard, which probably isn't true. Since neither one of you guys rode a 2011, I will tell you what I found when I rode the sleds in Chautauqua Lake last Saturday. Yamaha did a great job with their presentation. The guys running the show were very knowledgeable of the product line,but also were hesitant about posting any HP nuimbers. We got a chance to ride 8 different sleds including a Nitro for about 50 minutes. We changed sleds frequently to get the feel of the different sleds. I do agree with whitedust that they should have kept the 136. I currently ride a 2007 Attak GT with a 136 Cobra track, clutching and gearing modifications, Curve SX skis with duallies and softer front and rear springs. My very first impression of the 2011 sleds was a noticeable difference in quietness and smoothness compared to my 2007. The total package including clutching seemed to be very smooth. I couldn't feel any extra difference in performance probably because I am running a 22/40 gear and the Cobra track really hooks up on my 2007. The Apex SE with air shocks seemed a little stiff for me compared to the Apex with standard shocks.I did like the Apex XTX with the 144 inch track the best. It seemed more stable and the traction was much better. It also seemed to ride better overall. Maybe its because I am used to riding a 136 inch sled. The new skis seemed a little better, but did have some darting. They had a new Apex in the group that had duallies that did not dart at all. I still feel that by putting duallies on any ski will reduce darting to almost zero and also reduce the steering effort. I really liked the power steering . I felt very comfortable with the input that it had. I think tht I would have really noticed the benefits of power steering on a 150 to 200 mile day. I also think that with power steering , a more agressive ski and carbide combination could be used without tiring a person out. Another great innovation from Yamaha. I read some other comments of people riding the sled and didn't get the same impressions that they did. Yamaha people told us that the sleds are set up for the average weight and rider. We all must realize that each of our riding styles are different and that we need to tune the sled for our particular likings. We all are not ditch bangers or 1/4 mile at a time riders although I like doing both occassionaly. The suspension should be set up that it bottoms out occassionally. If it doesn't, then it is too stiff. It appears that Yamaha has addressed many of the issues that were inherent to our older 4 stroke sleds to make a better sled. I guess that we all like more HP, but the 150 Hp seems adequate for most of our riding. You still have to hook it up which was a problem last Saturday, so how can one get the feel for performance. I guess that the cost of the new sled is a factor that I am also not if favor of, but it is still cheaper than what I paid for my Blade in 2002. An old adage that we used during our stock car racing days was: SPEED COST MONEY. HOW FAST DO YOU WANT TO GO?

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=85368&postdays=0&postorder=asc&start=15

I'm writing this fresh off my ride. For those who don't know me, I am/was the owner of Avant-edge Motorsport. It started as a labour of love that turned into all labour. Anyhow to the good stuff. Bought new nytro xtx about 3 weeks ago. My cover was missing a tie strap so i stopped at my dealer Jack and Jills in Midland Ontario Canada. As walked up the steps and in the front door i glanced at two Yamaha's sitting out front. I didn't pay that much attension but they looked slightly different, i put it down to the distance i was from the sleds. While Dwayne (Owner) was taking care of a strap for my cover a asked what was the deadline for deposits on next years machines. Thats when he told me he had 2 Apex pre-pro's in the parking lot. Now Dwayne's ridden the sled and can tell you he knows how to sell. Within about 90 seconds i had his coat helmet an gloves on. This was special, he told me i was was the guy guy he'd this for.
Now i've hade a sled or two with big power, i'm not joe racer but i know when somthing works well. I've had 800 v max 4 with first choise turbo, RX-1 with CPR lake race turbo and just about everthing in between.

Did i mention that the lake is right behind Jack and Jills dealership.

One was the RXT with the foxes and the other the XTX. The 144 was the one Dwayne suggested i believe because they were not studded.

Jump on and ride and you are presented with a new sensation that is truly, TRULY spectular. This is a new dynamic that is diffficult to put into words. Yamaha has taken everthing that is negative about steering a snowmobile ANY SNOWMOBILE and reduced it by a power of 10. Now I'll be the first to admit i did't trail ride it long but here's whats happened.
The power steering has given Yamaha the ultimate freedom to set the sled up for handling without any negative affect regarding feedback into the handlbars. I"m telling You, one ride and its Over, gota have it. If you watch the Lester boy's interview, (supertrax) they are so mesmerised their over compensating to down play their test ride. I know what they felt, but it won't be a big deal until at least 2 manufactures have it. Especially when Yamaha (CR) hade it first. OH yea, back to the lake.

Down off the trail and on to the big flat piece. 3" of soft stuff, ridden on but not hard pack. Roll up to 30 40 mph (no studds) and whack it!
This f#!#!#?><@!#$% thing explodes! I"m telling you in mid range this thing is a heartbeat off a turbo Apex at 8#'s boost. I know you won't believe me but it's all there. i feel the the clutch's free wheeling, the tach say's 10,200 but i bet she'll take another gm. on each arm. Top end say's i'm just gona keep on pullin till you back off. I saw 183 KM. on the dream meter, i don't know what calibration is like but we were rockin. Remember
this is not even hard pac. I did probly 7-8 roll on's like this, i was hopen somone would come along but it didn't happen. Lucky for them!!!

I gotta tell you, this sled made me an instant owner. It is the most impressive piece of equipment i'v ever had the pleasure of driving.
Thanks Jack and Jill's Motorsport for a preview of my next years knock out punch from Yamaha.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=85192

1st ride 2011 yam apex with eps!

Hi guys n` gals. O.K. 1st I`m gonna try and keep this brief. But I`m stoked and really excited to convey my test ride on this new Yamaha Apex. Yesterday I sat through the usual "FACTORY" dealer meeting. The rah, rah we are #1 ect... propaganda. Market share blah, blah...pump up your dealers. The usual that all dealers have to sit through with any OEM. Truth, I had three things on my mind. In order of priority.
a) I smell pizza, when is lunch.
b) I hope Danny does not start to snore.
c) This new sled is not for our market anyway... I`m sure I smell pizza.

Anyway after all the banner waving and chest pounding. I was time to go for a ride. Finally some fresh air. The day could not have been nicer. Warm, blue sky and awesome terrain. (Rocky Mtn. House). There were a selection of sleds as well as the new EPS Apex 2011. The guys from Yamaha are serious sledders and have a few sled celebs in thier ranks. Guys like Randy Swenson for starters. They layed out a great course. Some deeper stuff, tight trails, fast bumpy trails...the kind where if your ski grabs, you do a 90 degree turn directly into the woods.

To be honest, I thought power steering on a sled was reaching a little. Run out of ideas? Why not just put a kick stand on it?

Let me just say this. Have you ever driven an old car with armstrong steering? That is what we are ALL driving now with sleds. The power steering is unreal period. Sure, it makes the steering light and easy. But that is just the start. How about flat cornering with no inside ski lift? Or bump deflection? The control factor in fast bumpy conditions is unreal. You are not fighting against the bars. I first rode a couple "regular armstrong steering" sleds down the fast bumpy sections of trail. I got arm pump trying to keep up. I thought damn these guys are a fast group.

Trading sleds. No arm pump. Must faster through rough sections and totally in control. Simply amazing.

When the Yamaha Grizzly 700 ATV came out with power steering there was a rumble from the whole peanut gallery. Now what OEM does not make a power steering ATV? In fact you can get the Grizzly with or with out power steering. I have never sold a non`power steering model.

This system "EPS" on the new Apex is no after thought. If you hear negative on this sled. The guy talking has not ridden it. No seminar is going to convey riding this machine. They will be available to ride at Yamaha fest 2011. March 27th.

I had so much fun Yesterday. If you want to chew the fat call me! I`ll share my thoughts and opinions with you. They are only my humble opinions. If I sound stoked...I`m still smilling. It`s been awhile since a new sled ready excited me.

Have a great day!
Greg Symbaluk.
Riverside Yamaha

To view this article at its original place of post and the comments associated with it, please click here:
http://www.snowandmud.com/forum/f76/2011-yamaha-apex-eps-1st-ride-26415.html

Today I got the chance to ride numerous 2011 Apex's along with various 2010 models to compare to. I don't bleed blue and have done my share of bitching about the 5 Yamaha's I currently own.
I started off like probably ever other demo rider did by just looking at the machines and taking pictures. Sitting on them, picking them up, etc. There were about 8 2011 regular Apex's there along with a XTX (did not get to ride this one.. bummer) and a SE (man that one looks sweet). For the 2010 models to compare to, they had a Nytro SE, Nytro XTX, Apex LTX, Vector and a Phazer. I sat on all of them, switching back and forth mainly between the LXT and the 2011 Apex as the LTX is about what my Attak is. I'm 6'4" and there is a significant difference in sitting on the 2 sleds. I really don't have any issues with my Attak.. or at least I didn't think I did until I sat on the 2011. It's not totally Nytro'ish way up high style, nor is it down lower like a 2010 or older Apex. It's a perfect balance between the 2. As everyone is standing around I start to really inspect the sleds. I can see they've been ridden in some marginal conditions by the lack of carbides left so I look at hyfax wear. My Attak eats them up about directly below my butt in between the from front idlers and the 2 inside idlers. I notice on the Apex LTX they moved the rear inside idlers up and well what is this.. the hyfax isn't smoked in that spot anymore! Nice even wear. I look at the 128's. Look real similar to a 121 layout but looks like pretty even wear on those also. I look at how the zerks on the front arms work and how grease gets distributed along the bolts and bushings. Nice job there. I look up under the tunnel to see how much snow/ice is up there as these sleds just came back in from a demo ride. Looks good.
So they ask us to pick a sled, everyone wanders around selecting something to ride and I make a b-line to the Apex XTX. After everyone gets seated I notice the Phazer in front of me is empty and we're all lined up. Damn.. so I move up to the Phazer and somebody moves up one behind me and gets on the XTX. Never rode a Phazer before, not my kind of sled so I was pretty bummed at 1st. I fire the Phazer up.. um.. hmm.. sounds like a John Deere tractor. Man I'm going to hate this. We take off and I'm not liking how this sled vibrates through the bars. Travel down a field to get to the trail, I'm punching the throttle on the thing. Hmm.. torquey little misfit. Gets into some corners.. wow.. this thing is actually pretty neat. Get on a straight section and I put the hammer down. Damn.. this thing is SLOW. Eventually we stop and I get off with the impression of the Phazer that its a great sled for goofing off and stuff, but not my idea of a trail sled. If there were no trails around me, I'd actually think of buying one.
Next for me was a regular 2011 Apex. Got on it, it was already running from the previous rider. Hmm.. this thing sounds different than my Attak. We've all heard about how they worked on the throttle response and everything so I start whacking the flipper. Damn! HUGE improvement in response. No lag, no delay, no nothing. So I'm sitting there waiting to move and figured I see what EPS is all about at a total stop. Crank the bars.. skis move. Wow.. REAL hard to do that on my Attak. So we take off at a pretty decent clip.. still way too slow for me. I'm moving the bars to the left and to the right. Like butter. Amazing. I actually start to giggle like a school girl and good thing I'm wearing a helmet so nobody can hear me. This is cool as hell! Now I see where "OMG" comes from. All of the previous demo riders, all the propaganda you've seen on the net about how EPS affects a sled is true but there is no way in hell you can fully appreciate what any of us are saying until you experience it. I really thought I was on something light like a 500cc Rev XP. I knew that they didn't take 100+ lbs out of the sled that's obvious, but man o man does it feel like they did. Unbelievable difference. Night and Day, black and white, whatever you want to call it.. EPS is the poop for trail sleds. I'm going around corners effortlessly and guess what.. this thing sticks in the corners. The new geometry along with EPS and the new ski design just plain works. I am one of those super aggressive trail riders that most people would call "bung". This 2011 Apex is SOOOO much better at that it's plain stupid. The front ends were not dropped to the ground to make them handle like we all did to our 2010 and older sleds, they didn't have big carbides on them, 13mm sway bars, none of that gook. They didn't have anything but box stock Yamaha parts and they plain handle. I also have a SRX with a wide front end kit, C&A's and all that mess so I know what handling is. I tried to get it to lift the inside ski but never could. Of course we're usually only doing 40-50 MPH and I tend to ride at least double those speeds but if your actually trying to get it to lift a ski you normally can. I just couldn't on the 2011. So I'm having a blast and then realize somebody has left the handwarmers on. WTF my hands are on fire! Whatever they did to the new warmers works too ;) Trails open up a bit so I start seeing how hard this thing will pull. All these sleds are not studded, which in IMO is freakin dangerous but I was impressed at how hard it accelerated. The 128" is definitely doing something along with that big bump in torque. It pulled much better then my Attak did when it wasn't studded yet. The "out of the corner" and the "doing 30 and hammer it" pull of the thing is very very nice. The torque they added is definitely noticeable. The EXUP really smooths out the power delivery even better than the previous engines. We were riding like a bunch of girl scouts (probably for liability reasons and rider capability besides me) so I wasn't able to really pin it like I do my Attak but it does pull alot harder than a 2010. I got one up to 90 or so before I about ran over the dude in front of me and it got there pretty darn quick.
We stop again and I get on a Vector. Sitting there it feels pretty much like my Attak, which now I am not liking as much as I used to after getting off a 2011. The Vector is running and holy hell does that clutch make a racket at idle. So we take off.. interesting. This steering does feel different from my Attak. I guess Gen II front geometry does work. So I hammer the throttle. Wow! I was expecting an underwhelming acceleration but this thing actually moves out pretty good. Don't know where it stops as I really didn't have the chance to open it all the way up due to slow riders in front of me. So I ride the Vector around for awhile..nice, feels like my Attak with a bit better steering. Handles about the same. Nice sled.
Next is another 2011 Apex. I get on it, we take off. THANK YOU! I am so happy to be back on a EPS equipped sled. It's identical to the 1st 2011 I rode so skip to the stop again.
Next in line is a Nytro XTX. Now I really wanted one of these but had never got the chance to ride one until now. We take off.. hmm.. this steering is weird. Get the the 1st corner, hmm.. this steering is awful! I felt it handled like crap. Didn't want to corner like the Apex did which now I had gotten real used to. It pushed in the corners and I had to work at the bars to get the front to do what I wanted it to. It was kind of upsetting that the 2011 Apex totally ruined my opinion of the Nytro XTX as I really did like them before today. Setup could maybe fix it for me.
We stop again and I get the 2011 Apex SE. We take off.. man I could just stay on this one all day.. well.. all week long. The trails are choppy with some bigger whoops and this machine sucked it all up. I really love my Attak for the choppy stuff, but the SE is much better at it. And.. I highly doubt it's even close to set up for me. Oh.. EBRS.. forgot about that. The 2011 Apex's have it.. engine braking reduction system. I got really used to the engine braking on my Attak/RX-1 and how to use it for cornering to my advantage. 1st corner I went into with the 2011 it was instantly apparent the 2011's don't' do it. After 2 or 3 corners I didn't miss how I used engine braking one bit. Glad it's gone ;) Hand warmers are on "nuclear meltdown" on this machine so I turn them down to 1 bar. I have about 3 fat cells in my entire body and I get cold watching snow on TV. My hands used to freeze and totally piss me off on my Attak. These redesigned warmers on the 2011 Apex are awsome! Speaking of freezing, the new windshield works really well also. I didn't' get buffeted with wind, nor was the snow dust swirling around between my chest and the dash. Whatever they did really make the airflow go over you.. and I'm tall and stick up pretty high.
Next is the Apex LTX. Ahh.. this one is like an old familiar friend.. one who now has cheated on me with my wife and I really don't like them as much anymore. So I put a bunch of miles on this one.. feels like my Attak. I don't like sitting on it anymore, which is really going to irritate me on my next trip with my sled as I got so used to the 2011's seating position and that new seat foam. Speaking of that.. it's nice. Firm but supple too. While on the LTX I can notice my arms getting a bit fatigued from muscling this thing around the corners. Real familiar for sure.
We stop and next for me is a Nytro SE. I really like how this sleds looks. Aggressive looking. Get on it and we take off. Man.. there's that goofy steering again. I don't know if it's just how the linkages are or if EPS has totally ruined me. Much easier than the 2010 Apex LTX but still. It corners much better than the Nyro XTX IMO. We get into some choppy stuff. Ugh. Front end is bounching, rear end is bouncing, I am bouncing. Annoying to say the least. Here comes some big whoops. Ok.. this is where this sled shines. Sucked them right up. Now I got a bit of a smile as I'm pounding the whoops as hard as I can given the riders in front of me are slugs. Trail smooths out and we go for awhile.. hmm.. I'm feeling it in my arms again.
We stop and I'm back on 2 more 2011's. SWEET! I start really testing EPS, the new geometry and the new skis. I start taking some pretty serious corners with one hand. Effortless. Never experienced anything like this before. Not a ton of snow so I'm always looking for snow to stick a ski in to see how far I can push the cornering. When I do find enough, EPS, geometry and the new skis just laugh.. that's all you got??!! Might as well have auto pilot on it as it does exactly what I ask it to do without effort. After being on these 2 for quite awhile I notice hmm.. my arms feel great, legs feel great, back feels great, I could do this for 500 miles non stop for days on end.
This is exactly what they set the 2011 Apex up to do. Ride long and hard for miles and miles and be able to do it day after day. They got it right.
I still can't get over the feeling EPS gives and I highly doubt I can find the words to totally describe it. Your butt needs to be on a 2011 Apex to really understand. Is it for everybody? No. Probably useless for an off trail rider or powder rider as you would not get the benefits it provides. But for trail riders like me.. it's the shizznit for sure. The rest of the OEM's will have it soon I think. They have to. If I can already bust your ass in the trails on your new Cat or Doo with my old school Attak, and now I have what the 2011 Apex does?? It's not Game Changer.. it's Game Over.

The only negative thing I could find that bothered me was maybe track noise or something howling. I really never ride this slow (30-50MPH) on my RX-1 or Attak so I really never understood some of the complaints I've seen on here. Whenever I was able to pick the speed up it went away. Don't know if it's actually there, or it was the lack of snow, speed or what.

All the way home all I could think of was I just got to ride a sled I was totally impressed with that wasn't set up for me, wasn't studded, had worn out minuscule carbides on it, wasn't clutched, didn't have new plugs, airbox mods, crank trigger mods (or tuning), none of the things I usually do and I really really really liked it. I can just imagine getting ahold of one and tweaking it to my liking and then seeing what the thing can do.
I'm buying one for sure.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=85093

Totallyamaha's
2011 "Mystery Sled" Ride Report
Written By: Tom Grawey aka MrSled


Well guys here it is... the Mystery Sled Ride review.. is it an Apex?? Is it a 4 Cylinder?? Was it on an extreme diet?? I will do my best to tell you exactly what my thoughts are on this new sled....

The model tested: 2011 "Mystery Sled"

Totallyamaha’s test crew consisted of:

“MrSled” (Tom – 6’2” 235 lbs.)

Ride Fact:
Location: Hurley Wisconsin at the Days Inn
Temperature: 25°.
Trail conditions as tested: Wooded areas, Rail Grades. Tight twisty-wooded trails with stutter bumps and corners with 1-2 ft moguls. The wooded trails varied from ice, to loose snow to hard packed surfaces. I logged about 95 miles on the new ride and had varying conditions that any trail rider would experience in a afternoon of hard riding.

I will be using the same grading system we had in past reviews to give you the best idea of how the sled actually performed. Grading A thru F, A being best and F being worse.

Facts and Features:
Performance: At this point this was all observed and not hard facts
Genesis® 4-stroke engine based on the notation on the seat... 4 cylinder based on sound and under sled exhaust.
Advanced fuel injection - based on past Yamaha sleds and turn key start with no choke
Rear-exiting exhaust
Camoplast® Rip Saw™ track... looks to be 128 but its definitely not a 121. I also did take note of the brackets on the tunnel that hold the skid in place... and how that skid is mounted...

Handling:
Tested model looked to have the base model aluminum bodied shocks up front with possible changed spindle design and mono shock in rear with tunnel adjuster. Power Steering ?? Not sure but it sure turned easy.
Comfort:
Mono Shock Trail skid (length not determined)
Sculpted narrow seat with more height that shifts the rider a few inches forward.
Digital gauge
Quick-release, single-piece hood and side panels..... newly designed
Hand warmers and Thumb warmer that work :)
Helmet heated shield plug mounted on bars..
12volt acc outlet


Engine:
Power: A+
Response: A+
Sound: A+ super quiet
Vibration: A+ or none

Clutching:
Engagement: A+
Back shift: A+
Up shift: A+

This new Genesis 4-stroke engine was very smooth and sneaky fast. By far the smoothest motor that I have driven to date. It had a nice arm stretching feel in the mid range but I really feel the speedo is spot on. This sled is so smooth and if truly accurate it gives you the false sensation that it should be faster but that's all based on seeing those false numbers all these years. I truly feel that the speeds we are accustomed to seeing on the standard apex dream meter are just that a dream (off 15 mph) and this sled is just flat out reality.

Gas mileage based on the distance that we traveled would be very relative to an Apex.... 70 miles there was still 3 bars left on the gauge.

Suspension/Handling
Overall Ride Quality: A+
Big Bump Absorption: A
Stutter Bumps: A
Cornering: B+

I was truly in awe as I drove this sled.... power steering or whatever Yamaha has done is pure joy to drive. You have to drive this sled to really appreciate the awesome-ness of the steering. It give you the sense that the sled has shed 40 lbs.... featherlike steering that's so good you want to drive the sled faster with more confidence into each corner. I have to congratulate Yamaha on the rear skid.... finally valving that works. Like in the 2010 Vector, when set right on the tunnel adjuster, the sled can hammer thru the trail trash like no other.

My biggest complaint and it could have been the trail conditions (ice and loose) or even me over and under steering, the sled seem to push and have excessive body roll.... but all of that can't be adjusted out.

Ergos/Fit and Finish:
Seat Padding –A
Seat Material – A
Handlebars – A
Gauge – A
Throttle Pull –A
Brakes “Feel” – A
Fit and Finish – A
Wind protection - A

I am going to touch on a few other refinement... hand warmers work (Thank You) not just work... they get so hot you need to turn them down. The wind protection was perfect: looks to be a new 3 piece shield. Finally the seat: perfect density, nice height for us tall guys aiding in us being able to stand without adding the pressure to the knees. The transition from sitting to standing gets better every year on the trail models.


Final thoughts:
You have to try this sled. Yamaha has addressed many issues on this new sled, from hand warmers that work, superior wind protection, grease zerks on all front suspension pivots, seat comfort and the industry leading steering device.


To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=83670

Salut La gang,

Éééhhh oui, vos hôtes ont fait l'essai du prototype Yamaha 2011 qui semble être le remplacent du APEX pour l'année 2011. Nous avons été invité par Jon de YAMAHA CANADA et le remercions grandement de son invitation. L'essai se déroulait dans un endroit gardé bien secret afin que le tout reste confidentiel. Yamaha Canada offrait différent choix pour l'essai et votre équipe de Passion-Yamaha a préféré ne pas consulté les spécifications techniques officielle de Yamaha, mais plutôt de conserver la flexibilité de vous écrire sur les essais immédiatement et de vous rapporter les détails techniques de ce que nous avons constatés lors de cette essai.

Hors au premier contact la machine ressemble beaucoup au Apex 2010 et il faut bien analyser l'ensemble afin de constater les changements. Comme il a été écrit précédemment, il s'agit bien d'un modèle avec une chenille de 128''. Nous avons bien pris soin de comparer avec un 121'' et un 136'' (LTX). Après comparaison, effectivement la chenille est plus longue de quelques pouces, donc, conclusion chenille RIPSAW de 128''.
Aussi, la chenille est ouverte à toutes les fenêtres et clippé à toutes les ouvertures. La partie arrière est différente et les deux échappements ont été insérer plus profondément que le modèle APEX. On dirait que ça ressemble au Vector, mais non, bien différent car le mariage du siège et des tuyaux d'échappement sont très différent.

Le siège est une version amélioré selon nous comparativement au APEX existant. Celui-ci est plus large de quelques pouces, plus haut de deux pouces approximativement. Du côté confort, le siège est plus dur que le précédent et la mousse n'a pas tendance à s'affaisser avec le temps, donc le soutien et confort sont toujours identiques.

Du côté de la direction, Yamaha arrive finalement avec un concept de ski tout neuf; un concept amélioré et a semelle plus plat. Au départ le matin pas de louvoiment du tout on roulais à un bon rythme et aucune sensation de louvoiement ou hésitation. Étant quelques personnes présentent aux essais nous avons fait l'essai chacun à tour de rôle. De retour au guidon de la machine en après midi dans un sentier plus lent et avec la neige plus molle du au grand nombre de motoneiges qui avaient circulées, le louvoiement est ré-apparue mais beaucoup moins violent que sur les modèles précédent. Aussi, le problème s'accentue lorsque l'accélérateur est relâché brusquement, la machine se met a louvoyer. Une immense amélioration a été apporté sur ce point par rapport au modèle précédent, mais ce problème est encore présent mais beaucoup mieux contrôlé.

Grande nouveauté pour 2011 la direstion assisté (''power Steering'') baptisé 'EPS' (Electric Power Steering) par Yamaha sur ce modèle. WWOOOOOWWWW que la force requise pour diriger la machine est réduite de beaucoup. Peu importe la situation et la vitesse l'effort requise pour tourner les skis est constante et presque sans effort. Un ajout qui est la bienvenu lorsque l'on conduit dans les endroits déneigés, sur le bitume ou autre, l'effort est minimum pour tourner. La technologie semble très bien maitrisé et on ressent l'expérience de ce genre de système acquise sur d'autre modèle....

Bon, finalement, parlons en de ce fameux moteurs.... bien oui ce sera un 4 cylindres et nous avons pris soin de confirmer en regardant dans le tunnel en dessous et il y avait bel et bien 4 tuyaux dans le tunnel. donc, pas de trois cylindres vitaminé ou avec 'YamCharger'.... le bon vieux feeling du 4 cylindres est encore au rendez-vous. Côté puissance, étant donné que nous n'avons pas choisi de consulter la fiche technique, on doit y allé au ''piff'' notre guess entre 160 et 170 hp. Notre chiffre confirmé par quelqu'un de connu et qui a assez d'expérience pour dire; oui il y a une augmentation de puissance et pour qu'elle soit si perceptible, ça en prend pas mal.... sont estimé très près de 170 hp...

Du côté embrayage celle-ci a été complètement révisé, et on sent que la puissance est beaucoup mieux maitrisé à très bas régime ainsi qu'au départ. Le tout s'effectue en douceur et sans monté en puissance trop rapide lorsque l'on roule très lent.

Petite remarque en passant, les poignées chauffante semble être beaucoup plus performante que les modèles précédent. La température extérieur était entre -8 à -12 degré et lorsque l'on mettait le contrôle de température au maximum on sentait très bien les poignés chauffer et cela en devenait inconfortable tellement c'était chaud. A noter aussi, la vitre est de profil légèrement différente et je crois que le vent est mieux détourné des mains que sur les modèles précédents, donc cela ajoute à la performance accrue des poignés chauffantes.

En sentier, la machine se manipule très bien et est très stable. La suspension fait de l'excellent travail et est très souple, même un peu trop au goût de votre auteur, mais s'aura plaire à la majorité des gens. Il est impressionnant de constater comment la puissance est transférée au sol par cette chenille et celle-ci s'agrippe très bien et ne patine que lorsque l'on exagère vraiment sur l'accélérateur. Pourtant, il s'agit toujours d'une chenille RIPSAW, mais le trasfert et la suspension font un excellent travail à ce niveau et sont très impressionnant.
Autre point important qui a été remarqué, le bruit que perçoit le pilote est beaucoup moindre que sur les modèles précédents. Le bourdonnement qui caractérisait les 4 cylindres et que certains trouvaient étourdissant est disparue, le nouveau système d'échappement maitrîse parfaitement le son et ne laisse percevoir que certain son très mélodieux, mais sans bourdonnement. Le son de grondement de la chenille est aussi disparu, la chenille RIPSAW est silencieuse et adéquate.

Yamaha ont fait plusieurs études avant de procéder avec ce nouveau modèle et la plupart des clients demandaient pas de changement radical au modèle, pas une motoneige de type Nytro, car Yamaha en a déjà un modèle de ce genre, ce que les gens recherchaient était plus une évolution du APEX avec des améliorations substancielles et un peu plus de puissance. Le marché principal de ce genre de motoneige est majoritairement des gens de sentier qui adore dévorer les KM dans une journée sans avoir une fatigue extrême à la fin de celle-ci. Hors voilà donc que le modèle répond très bien à ces critères et trouverons de nombreux preneurs....

à suivre..... le 2 février

Bye,

Alain Vmax


Pour consulter cet article dans son contexte original et pour lire les réactions qu'il a engendrées, cliquez ici:
http://passionyamaha.superforum.fr/discussion-generale-f2/nos-essais-du-yamaha-2011-prototype-t4650.htm

Premier regard et essai des Yamaha 2011
Déjà beaucoup de rumeurs circulent sur les modèles 2011: 180 HP? Nouveau châssis? Nouvelle suspension? Bref, comme à chaque année, les attentes des motoneigistes sont élevées envers les manufacturiers.
Yamaha nous a invités pour une randonnée d'essai avec un modèle 2011. À notre grande surprise, les gens de la compagnie nous ont fait essayer un véhicule, sans nous donner le modèle et les spécifications de la motoneige, ceci afin de ne pas influencer notre jugement. Bonne idée…
Donc, au départ, la motoneige nous semble être un Apex à l'oeil quelques petites différences sont apparentes, la forme arrière du siège, avec un nouveau profil de côté, les sorties d'échappement sont légèrement rapprochées. Les panneaux latéraux avant ont également une nouvelle forme. Des nouveaux skis entièrement en composites et un nouveau look du cadran attire également le regard…
Avant même avoir essayé la motoneige, quelques points laissent paraître une diminution de poids, les bras oscillants supérieurs avant sur plus petits que les années précédentes. Les amortisseurs avant qui n'ont plus de réservoir externe.
Après avoir observé la suspension arrière, on peut remarquer que la chenille est plus longue qu'une version 121 pouces, et plus courte qu'une 136. Ayant un F-7 dans notre randonnée, il y a de très fortes chances que la chenille soit de 128 pouces… Regardez les points de fixations et la nouvelle plaque qui permet de garder le même tunnel, mais de reculer le point de fixation arrière de la suspension.
Dès le démarrage du moteur, on observe un son légèrement plus sourd, est-ce seulement les échappements qui sont différents? Est-ce une nouvelle cylindrée? Ou une configuration différente du moteur… À suivre…
En sentier, un point est facilement remarquable, l'impression de légèreté… Le volant est tellement facile à tourner, qu'il demande un temps d'adaptation, les rumeurs de direction assistée, semblent de plus en plus véridiques. Comme il nous était interdit d'ouvrir le capot, ce ne sont toujours que des rumeurs… Il faut modérer les mouvements des bras pour quelques minutes car il est beaucoup plus facile de changer de direction rapidement sans mettre d'effort. Ceux qui aiment avoir beaucoup de pression sur les skis mais malheureusement doivent subir la conséquence d'avoir une motoneige dure physiquement pour les épaules seront bien servis!
Un autre point remarquable est la réponse à bas et mi-régime. Est-ce la calibration ou quelques chevaux de plus…?? Mais il est facile de remarquer que la performance est améliorée, l'accélération est remarquable tout comme la réponse à la sortie de virage. La révolution atteint très rapidement les 10300 tours par minute sans hésitation… Et ce sur de courtes distances… Petit élément à remarquer, un indice d'octane de 91 est recommandée…
Au niveau comportement en bosse maintenant. Nous rencontré toutes sortes de conditions durant nos 165 kilomètres. Dans les grosses bosses de fin de journée, cette machine tire bien son épingle du jeu, il n'y a pas de sentiment d'être projeté à moyenne vitesse, et même si les amortisseurs avant semblent plus petits ils font très bien le travail.
Le seul point négatif demeure le confort dans les petites bosses, la suspension arrière était trop rigide pour réagir avec souplesse…
Bref, cette nouvelle façon de faire de Yamaha est très intéressante, elle nous laisse sur notre appétit, car bien sûr il était interdit de faire des essais de performance en sentier, donc on demeure sur des impressions. Sans aucun doute cette motoneige a subit de belles améliorations sur ses consœurs des années précédentes. Au niveau du comportement général et de la performance… La date fixée pour obtenir les spécifications est le 2 février. Motoneiges.ca va se faire le plaisir de vous transmettre ces informations.
Un gros merci à Yamaha pour l'invitation et plus particulièrement à John notre hôte pour la journée.
Notre chroniqueur Stéphane Miville au guidon d'une Yamaha 2011
Source: Stéphane Miville, Magazine Web Motoneiges.ca
Publié le 2010-01-25

Pour consulter cet article dans son contexte original et pour lire les réactions qu'il a engendrées, cliquez ici:
http://www.motoneiges.ca/actions/page?docId=3252&ctx=motoneige

New Yamaha Sled: Power Steering?
I spent yesterday riding a new, presumably 2011 Yamaha snowmobile. I don’t know its name, I don’t know what engine it features, and I’m not exactly sure what makes the steering so light. In fact, here’s everything I know about this exciting new sled….um….uh…..well, it has a track….
OK, that might be an exaggeration — it comes in a version of the Deltabox chassis, it has a four-stroke powerplant, and it features the Mono Shock rear suspension. Beyond that, Yamaha officials are being unbelievably coy about this new machine — opting for this approach with the media: “Ride it, and give your impressions, but you can’t open any panels or the hood.” The Snow Goer team will learn the real answers soon, but I can tell you that it has the lightest steering of any snowmobile I’ve ever ridden, and it has the best handling of any four-stroke snowmobile I’ve ridden.
My guess? Electronic Power Steering has made its first entry into the snowmobile market. Yamaha is the same manufacturer who first introduced power-assisted steering to the ATV market, and with that has completely changed the market in the past three years.
On the snowmobile I rode, the light steering had a dual effect — first, made it easy to ride in any conditions I encountered. Beyond that, the lighter steering seems to have allowed Yamaha to better dial in its suspension setup — the front end stayed much more planted than other recent Yamahas, carving corners with ease, and with most ski lift eliminated. My guess on that one? Because the heavy-steering penalty of dialing in more front end is removed by the addition of power steering, Yamaha set up the sled with more transfer to the skis.
Now, the powerplant: I don’t know what that is either!! But, it felt like a three-cylinder engine on steroids. It ran with the Apex we had with us, leading me to think it has 140-plus horsepower, and it spins up to just over 10,000 rpm if you stay on the gas long enough. That said, it’s a different powerband than the Apex and the Vector. Could it have a slight turbo assist? Possibly, but it’s so unbelievably smooth there’s no turbo feel to it.
We’re leaving the hotel in 9 minutes for another day of riding. I’ll update this post tonight with more feedback after more time in the saddle.
–John Prusak

To view this article at its original place of post and the comments associated with it, please click here:
http://snowgoerracing.com/2010/01/13/new-yamaha-sled-power-steering/

Having just got back from the trail and being to able to type on my Computer vs my iPhone here are my thoughts.

First a Big Thank You to Chris Reid, and the other guys on the ride. I'm terrible with remembering names but I remember Yellowknife, Dano and FXR. There were six others as well.

We left from Barrie and did a nice loop over to Blue Mountain and back, about 185km. Stopped in Wasaga for lunch and Chris bought lunch! Very nice gentleman and I applaud his efforts to include his customers as much as he can.

As the ride progressed we stopped every 10-15 minutes for someone new to try the sled. Everyone got to try it 2-3 times.

In a nutshell, it appears (as Chris would not confirm any specs at all) that it is an Apex refresh. Some of the plastic is slightly different, but the chassis and all hard points seem the same. The only differences I noticed from a cosmetic inspection were the new seat which raises your Butt about 2"(nice firm foam too very comfy) and new Ski’s/spindles. The Spindles looked shorter and optimized for weight, with a different angle - flatter. The Skis are a new profile and worked very well. A-arms appear to be the same so existing wide front end kits should bolt right on(my favorite mod).

Comparing the sled side by side with 121's and 136 Apex/Vector, the track is definitely longer than 121 and shorter than 136. On the proto it was a Ripsaw. There were no graphics on the sled so who knows what colours/graphics will appear. We all speculated that there will be a 128 and 144. The rear skid on the 128 was the mono, who knows what will come on the Long track version.

Me, I got three turns on it. First was some nice open fields with very fast sweepers, was able to hold it to the bar for quite some time and was able to see 10,700-10,800 rpm and speeds just shy of the c-note in MPH(on private property of course at all other times we all observed the 50kph Trail speed limit - I swear Officer...). Hit some junky stuff in the in ditch as well. My second ride was tight twisties, similar to Muskoka trails and last one was high speed through trees.

The sled had about 550 km on it, and when we stopped to fill up the machines half way it used about the same as everyone else, all of us on 4 stroke Yammies.

The first impression when you went to turn was "Does this thing have carbibes on it" - it felt so light it didn't feel like anything was happening but you were still turning nicely, very easy on the body, and the one of our group who had a slight mishap(not on the 2011) and banged up his shoulder was very appreciative of this as the day wore on. We were all speculating if in fact it did have Power Steering for the first few hours until we noticed a small 'EPS' on the display and then saw the Pump through the front opening.

Apparently it adds very little weight and combined with the longer track new seat combo providing greatly improved comfort, make this machine the potential king of 500km days in Northern Ontario, you'll get off the sled and still feel fresh.

The sled feels 100lbs lighter than non-eps Apex's putting the apparent weight and feel right in the midst of the light 2 strokes.

The suspension worked really well. I was very impressed. I'd say it's as good as the best rear skid out there right now - In my personal opinion - the Cat Sliding rear arm 128 out of the F series.

The mono was very plush, but was very hard to bottom, they did a great job on the valving. The sled (no studs) with the 128 had great traction and very nice braking. I'm not sure if you need to go for a longer length, but with EPS and the ability to put some really big Carbides and aggressive ski's on, the LT would probably be my choice (with 2 studs per bar for ice) as it would ride even better.

In terms of Power, I'm not really sure. I think it has a little more but not positive. It wouldn't surprise me if it was still 150 HP or on the flipside they gave it a small bump call it 160 HP, maybe they went the 1050 route like they did on the Waverunner. It felt like an Apex.

If I had any wish it would be for more power, particularly more torque. My pet peeve with these 4 strokes is that they just don't have the high end torque(without adding forced induction $$$$) to break a real 100 mph in any amount of snow. On glare ice big speeds are possible. But you get off in Powder on a small lake crossing and I'm always wishing for more (factory turbo please or Big Bore with at least 120 lbs of torque!)

All in all an incredibly well executed piece. I called it a BMW M6.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=83102

I posted my thoughts on Ontario Conditions Forum before heading over here to see this thread.

Great ride guys! Thanks for a fun day!

Here's the link...

http://forum.ontarioconditions.com/phpBB3/viewtopic.php?f=4&t=6215


Thanks to Chris Reid from Yamaha, I got a chance to ride the new sled with a great group of other Yamaha owners. We rode out of the Sno Voyageurs club house in Midhurst yesterday with Chris and did about 180kms or so looping over toward Collingwood, Singhampton, Stayner and back (B103 to B to 804 to B111 to B to B103). Trails were in remarkably good condition for the entire trip with only sporadic rough spots.

On to the sled... For reference, I ride a 2009 Vector GT LTX.

From all points around the new sled it appears as an Apex but since it had no graphics and we were not able to take any panels off for a closer look. It sounded more like an Apex and pulled like an Apex and a couple guys were able to wedge their heads into the air vents and count 4 headers exiting the engine (my head is too big to confirm!). The new seat and exhaust are packaged nicely and are far less bulky then the previous Apex. It really looks slim and trim. Reminded me of the Polaris Dragon in shape and support. The track was obviously longer than 121" and shorter than my 136", so the speculation is about 128" with a newly tweaked Monoshock rear. This set up really worked. All dressed I'm 220 to 230lbs, 6'3" and found the setup nearly perfect. I did not bottom on any bumps yet the ride felt plush, no harshness at all. The tunnel is also bent up a few degrees which is obvious with the trimmer seat.

Power was very smooth throughout the powerband as we've become used to with Yami 4-strokers, I was impressed. I am convinced this is a new Apex or replacement knowing that it is not a 3 holer like my Vector or Nitro. Steering this sled is absolutely effortless feeling like power steering and about halfway through our ride, one of the guys were playing with the new "trick" guage pod and saw EPS confirming what we felt, since we know Yamaha uses EPS in their ATV's. I have to say without doubt, this sled was the easiest riding sled I have EVER riden. Whether it really is or not, this sled easily felt 100lbs lighter. I'd say the center of gravity has been lowered since there was NO roll in the corners, NO ski lift. The front to back balance was unbiased and there was obviously engine braking reduction in play.

The one downside I noticed (although other Apex riders said it was improved) was a wierd resonance inside my brain bucket at 45km/h. I know Apex riders have complained about a sound at lower speeds and I can't be sure it wasn't just the combination of me and my $150 helmet. Wasn't annoying enough to bug me but it was noticeable switching back and forth from my Vector.

This is a flatlander, high mileage, trail rider special for sure in this configuration. We are all dying to see the actual specs on Feb. 2, 2010!

To view this article at its original place of post and the comments associated with it, please click here:
http://forum.ontarioconditions.com/phpBB3/viewtopic.php?f=4&t=6215

They hear you regarding your flat lander comment, but keep in mind we're talking specifically about a trail sled, not anything else. Harp about wanting improvement for the mountains yes, but that's not what this ride was about or what this sled is about.

I enjoyed riding it. As I told Chris, the most significant thing I picked up from this sled was how light it handled the trails. Before anyone shoots off about what a sled has or doesn't, or should, or what's a waste of time and money to improve on, you have to isolate what the sled is intended for, think about the company at the drawing board with a pile of data in front of them pushing them to cover a certain market based on that data, what style of riding you want to cover, who's going to ride it, and why.

This sled, whatever it comes out being titled as is for the average trail rider who wants to sit down, turn the key and ride some significant miles in a day in a relaxed non-aggressive manor without feeling fatigued at the end of the ride. I've put roughly 1500 km's on these Ontario trails since xmas and understand why these trails drive the market so much and how most of the riding I do may never see application or consideration when these companies are at the drawing board. This sled fits the bill as being one that will satisfy the needs of the majority of trail riders, not ditch bangers, not powder hounds but trail riders.

The power steering is very interesting. Without knowing how the EPS works on the quads, I assume it must be the same. There's a bit of play in the first inch or two of turning the bars as the EPS kicks into gear based on the sled's speed and likely the throttle position. It is a very smooth system. Around the corners you find yourself easing the bars to turn, the new ski's dig in well, but you don't feel it in your arms. You know how your ski's catch and the carbides dig into a corner and that translates up the forearms? With this system the effort to the bars is light and you don't get the weight back at you when turning the corner. It took me a while to trust it. Usually when you're making that corner and your arms are feeling it, you know if you turn much more, you're either going to slide out or roll the thing from the ski lift. You aren't getting that kind of feedback with EPS, thus I was hesitating with that non-feeling/feedback that you'd normally get through the bars. I was thinking about some advantages afterwards, and one of them is controlling darting. Think about the way the ATV EPS works. You slam a rut or a rock and on a non EPS system that translates in a jolt through the bars and gives your wrists a good whack. EPS takes that hit for you and you don't feel it in the bars. Now apply that to darting on the trails, there's room for play in the ski's that may just help the sled stay controled and eliminate some handle bar fighting that would otherwise be taking place. We had a lot of loose snow, so darting wasn't really a problem on our ride, but I can see where EPS would really help with it.

So the steering is light, feels nice, the rear end is much the same. The in-between track length is very interesting. You aren't slipping around like a 121 yet you've got more maneuvering on this length than a 136. Its about finding the happy medium here. Putting extra rubber on the snow for traction, to handle the torque from the engine, yet provide that corner to corner capability. Its about what little things you can do to improve the riding characteristics. It's like set up for each of you, how many people spend hours trying to find the sweet spot with the adjustments that are available to you from carbides to suspension. Yamaha has dialed in this sled to really try to find that sweet spot out of the box and get the handling improved significantly. Instead of just shock valving and weight transfer, you're talking about more significant changes that make small differences in several area's. It is a relaxed positioned sled. I found the seat nice, a little higher than the others, and good padding, felt layered. There was a comment about the surface material being a little too slippery. The rear mono suspension was decent, the usual range of adjustment. This sled is aimed at the trail, for the rider who is seeking out smooth terrain, not looking to get air or do any stand-up riding.

The handle bar warmers. I want them hotter, cause I think every bar warmer should be able to melt your hands at full power (I need that up north) so I still found them to be weak. At near freezing temps outside I shouldn't have been able to have those turned on full blast. Wasn't there a day when Yamaha's hand warmers with the twist knob for temperature were capable of cooking an egg? I say stick with what works and bring that back!

They wouldn't let us take the hood apart but I looked at everything I could. Problem is I don't have a comparable sled so I wasn't sure what I was looking for that would be different.

There's a new graphic package on the guage, we didn't get to see it at night but that might be where it really shines. I did spot the EPS indicator on the LCD gauge. I'm not sure if it is a warning indicator to notify you that the EPS is having a problem or not, but it didn't light up while riding, it only appeared when the sled was off and the key was in the on position. I tried to see if I could turn EPS off but couldn't figure it out. I was able to tell the difference from the EPS at idle, turning the bars by hand with the sled off, then starting it and continuing to move the bars, there was some assist there.

Many of the guys liked the windscreen that was on it. What else is under that hood, who knows, but I'm curious about some major weight savings that went on as part of this sleds modifications. I think there could be something significant to report on there.

A new tail light I believe? Again I wasn't comparing it to other machines.

I guess that's all I got, it was a nice handling sled, would love to see how I felt after 300 km's in a day on it vs. anything else out there. Remember the majority of the work/fatigue on the trails is pushing on the bars and shifting your weight...the more of that which is being done for you = a lot less spent energy from the rider. There was a comment about weaker riders really benefiting from this sleds set up as well. Remember all the 'it makes you a better rider' talk that was thrown around when the rider forward platforms came out? Well, this could be another significant enough step forward to apply that statement to again.

A HUGE thank you to Chris for the invite and for setting this up. It was awesome to finally put a face to the name of the guy who I harass on a bi-weekly basis about all my riding woes up north. For those of you who haven't met him, he's a stand up guy who's down to earth and he's one smart cookie. No doubt about it. He knows his stuff, and he's learned it all being hands on. You can't learn what he knows in a text book. Chris, I really appreciate the opportunity you provided us with, and Tyler sends his thanks as well, he's doing a lot of bragging on his damned iphone. It was an absolute pleasure and honour to ride with you and get to know you on a personal and professional basis.

A huge thank you to Yamaha Canada and the folks above and beyond. I can only imagine the nervous hands at the top who see an idea like this being considered and flag it as being too risky. You don't see many, if any things like this, up close and personal, but that doesn't mean they don't have their place, and yes, they can work and pay off in the end, this one sure did. I think Chris covers leaps and bounds breaking ground from the higher ups of a manufacturer where most, if not all won't dare to go. These kind of initiatives are a sign of the times moving forward and I hope they continue. Caution is good, but not taking any risk in the first place isn't going to benefit anyone the way this ride and adventure did.

Here's to the February launch. It was a pleasure riding with all you guys!

k here's some video, now i'm really going to bed. night.

http://www.youtube.com/watch?v=8xERSXI62p8


Cheers,
YK

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=83102&postdays=0&postorder=asc&start=15

Yamaha Unveils Electronic Power Steering
We test rode the 2011 Yamaha Apex with power assist steering... or, did we?
For two days we dashed and hammered a pre-production 2011 Yamaha “something or other” through the woods and over the trails of northern Wisconsin and Michigan’s western Upper Peninsula. Don’t ask us what we were riding, because Yamaha marketing types refused to tell us. “Guess what it is,” they said. “Tell us your impressions and what you think of it.”
This had to be the most unique product introduction — snowmobile, motorcycle or ATV — that we’ve attended. Marketing types ordinarily gush over their latest prod intro’s. You can’t keep them quiet. Although, the retinue of Yamaha marketing and technical types servicing our group of snowmobile editors did smile and smirk a lot while they steadfastly refused to give up any technical information.
Once seated aboard the new sled and shortly after flicking the key on the fuel-injected “whatever it was” motor, one thing became very clear. Yamaha not only has a patent for an electronic power steering system (EPS) for snowmobiles, it now brings it to production. Check back to a November 15, 2007 column written for Snowmobile.com by this not-so-modest writer and you’ll have the background you’ll need to understand the initial premise of Yamaha’s power-assisted steering.

This graphic is from a patent Yamaha applied for in 2006. It shows the EPS motor at the bottom of the steering shaft centered in the sled's centralized mass area.
At that time we wrote… “In the contents of the patent, references cite power steering as reducing the effort a rider uses to steer the vehicle, especially when the sled is front heavy and traveling at high speeds. That might suggest the Apex could be the harbinger of EPS.”
We can report simply, mission accomplished — and then some!
Seated aboard what we surmise is the next generation Apex, we came to the conclusion that while we may have nailed Yamaha’s addition of EPS, we valiantly stumbled when recently we wrote “…we would guess that the Yamaha Apex in all its forms has probably neared the end of its product life cycle.” Guess again, word-boy!
Seated aboard what we surmise is the next generation Apex, we felt an immediate free play in the handlebars and watched bemused as the steering moved lightly from lock to lock. Upon closer examination, you’ll notice beefy spindles in a suspension similar to the standard Apex/Vector design. The skis are new and the way they attack the trail differ too. There is a new wearbar design and the front of the ski looks more jon-boat prow than v-bow cruiser.
But, as Yamaha marketeers desired, we needed to ride and feel the system. Full specifications on the entire sled will follow within a week to 10 days. For our two-day nearly 300-mile test ride, we were to “experience” the sled, contrasting this new pre-production model against various current year Vectors and Apex, which were brought along to impress on us the differences power-assisted steering makes.
Being among our peers, the ride evolved as such rides tend to do. The throttle flipper found its way tight against the handlebar for most miles. After a day of that, and being by far the most senior of snowmobile editors on the tour, we admit to late in the day fatigue and almost total disinterest in having to be the fastest. We were young once. And faster then. Less aware of mortality. So, we hung back. As we did, we learned something else about this newest Yamaha. It is extremely versatile.
On Day One of the ride we stayed up with the group and rode moderately hard. For practical purposes let’s just call this new sled the 2011 Apex EPS. At quick paced trail speeds the power-assisted steering changes the handling dynamic of the sled. Where the current Apex feels heavy as you power in and out of turns, the 2011 Apex EPS is light. This new assisted steering system negates the Apex’ well-known and obvious weight disadvantages. Until we get the in-depth technical specifications and “official” marketing briefing in a few days, we have to guess how this is done.
We can’t imagine that power steering is the only way this sled gains a lightness of being. We suspect that once Yamaha suspension and chassis engineers were freed from conventional limits, they beefed up the shocks, springs and other front-end pieces to give this sled improved action through the bumps. On a current year Apex, its front end weight wears on you as you literally pound — and get pounded — running through rutted out power line trails with their swift ups and equally swift downward thrusts into dirt-bottomed ruts. With the 2011 Apex EPS you still had to manage the ruts, but the constant impact was more like what you’d get with a lightweight 600cc two-stroke sport sled.
On Day Two we hung with the crowd for a time but chose to fight hard another day and decided to see how this new 2011 Apex EPS reacted at low to normal trail speeds. We dropped our top speed to 45 miles per hour and ran the twisted forest route at 20 to 35 mph for a number of miles. With a standard Apex we would be asking for shoulder fatigue. Whether on a current year Apex or aboard Polaris’ or Arctic Cat’s turbo models, wending your way through tight woods will add muscle to forearms and shoulders. Aboard the 2011 Apex EPS we had a small epiphany.
By adding power-assisted steering, Yamaha has broadened the market for the Apex. We figure that there are a number of riders who would like the power and features of this unique performance sled, but feel it is too heavy steering for slow cruiser rides. Power steering makes the 2011 Apex EPS light and as easy to turn as a fan-cooled sport sled.
Heck, we haven’t mentioned the power train. On Day One, before lunch, we charged across a long, long lake and opened up the throttle. The tachometer peaked at just under 10,000 revs. By Day Two on the same sled, the engine was getting more broken in and we saw the tach peak out at about 10,200 and the digital speedometer blurted out triple digits.
Now, since clutching technology needs to be in the 8000 to 8500 rev range for durability and reliability, we have to believe that this 2011 Apex EPS unit enjoys an updated Yamaha quad with gear reduction from the engine back to the primary drive clutch. Some folks speculated the sled had a triple, but what company in this economic environment would create a gear reduced triple for a single product? Not saying it can’t be done, but we suspect that the 2011 Apex EPS uses an updated Genesis 150 design with totally new exhaust, perhaps a revised cam design and other internal modifications that give it a nearly flawless torque curve that provides ample boost from drive-away to midrange to “oh-my-gawd” top end, wherever that may be!
Our Yamaha babysitters used black tape to cover up a portion of the digital gauge’s readout area. It obscured the letters “E-P-S” that came up when the gauge cycled itself. Peeling the tape off confirmed our suspicions of what we were feeling in our shoulders. But, of course, the Yamaha crew never confirmed nor denied that discovery.
While the steering assist will be the big news, the sled deserves credit for providing near flawless power delivery. And the seating, while looking similar to current year Apex models, feels new and improved — words that Yamaha’s legal department probably won’t let them say! The riding ergonomics were extremely good.
While we gush over the sled’s new and enlightened steering feel, you need to know that the new steering works not simply in providing a light feeling to a supposedly heavy power sled, but that the new steering and front end handling rivals Arctic Cat’s trail grip. The new Yamaha front end grips the corners and hangs on like no other Yamaha we can recall. When you want to open the injectors wide, the steering and handling answer with confident cornering and serious grip.
For now, this is about all we can say. All of those virtues we conjectured would come when power-assisted steering finally appeared have been brought to light in the 2011 Apex EPS — or whatever Yamaha decides its moniker will be. EPS works and this newest Yamaha should enjoy a broad new audience of riders who want the latest and most innovative snowmobile on the market.
We’ll bring you more once the final details emerge, but for now, check with your dealer as when to expect Yamaha’s schedule of snowbelt-wide demonstration rides. You’ll want to try EPS for yourselves.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.snowmobile.com/manufacturers/yamaha/yamaha-unveils-electronic-power-steering-1149.html

Hi morrisond, was nice meeting you today and also nice to see the others. Some were for the second time.
Also have to thank CR for this opportunity again and of course for buying lunch. :)

I too felt this new sled could be called "the improved Apex". Like previously stated, we were not privy of getting any actual specs of the new sled so we all took stabs at speculation. With no decals on sled, the sled did sound like a four-holer. To confirm this, I drilled my head under the tunnel to take a peek and noticed 4 pipes at the front of tunnel going into 1 outlet and then into a less bulky canister sporting the narrow double exits. While I was down there, I also noticed the extrovert drivers which seem the same as 2010. The engine sound seem to be Apex like, but was quieter and smoother then the Apex. I tried to get the common "drone" sound that the older 4-holer had at slower speeds and it seems that this engine/exhaust combo is bang on. My guess is this power plant is putting out 160 hpish. Thats just seat of the pants feel, but conditions didn't allow me to stretch its legs the way many of us wanted to. When finding good traction, the sled pulled hard and I'm sure it would smoke my Apex.

The common talk of the day was to figure out what the actual track length was. My guess is that its a 128-130" track. I can only speculate that this track will become the norm for the shorties and a 144 incher will be replacing the 136. As morrisond said, the front suspension geometry is all changed and was easy to notice when parked beside an older Apex, but would probably look the same to most when having no comparison. Nonetheless, the sled handled great when combined with the improved skis. On that note, I was surprised how well and easy the sled steered. While on a trail side break, Yellowknife spotted the EPS on the gauge which explained why the steering was light. The EPS seemed to be speed sensitive and didn't take away the handling feel of the sled. Keep in mind I'm used to stiff steering C&A Pro skis on my Apex, so steering the new sled really gave me a break.

The rest of the sled was very Apex like without actual Apex components. From small changes in the hood, two piece windshield and new seat, its an Apex makeover without venturing away from what Apex lovers grew to love. With all the little quirks the earlier Apex's had, it appears Yamaha addressed all issues such as ski performance, rear suspension durability, Idler wheel quality and just simple refinement all around which makes it feel like a true 10,000 mile per season runner without anything other then maintenance.

Looking forward to see the rest of the configurations of this sled for 2011 since my ol Apex is due for a change up.

Took pics today and will upload latter.
The EPS box seems to be located right in the front of sled where their is spare room for the optional compartment bag. It was hard to see through the small screen, but I did see something square and different.

Dan

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=83102

2011 Yamaha Unveiled... kind of.
Minocqua, Wis. - For the last few days AmSnow and several other snowmobiling media types have been riding a new 2011 Yamaha snowmobile on a new sort of test ride.
This was an "early release" or "super secret test session." What that means is that due to Yamaha imposed embargoes and timelines, the Yamaha reps that we rode with would not answer any technical questions we posed, nor would they let us take the sleds apart or take a wrench to anything. It was kind of like riding with blinders on because we were not allowed to really know what we were riding.

However, we were able to surmize several points about this new sled. First, after noticing an "EPS" code on the gauge pod (before the code was covered with tape by engineers) we assumed this sled to have electronic power steering. If you recall, AmSnow was one of only a couple snowmobile magazines invited to Yamaha's Grizzly ATV unveiling a few years back, which highlighted the power steering system used on that vehicle. Was that ATV invite by chance?... we don't think so. This new 2011 sled has been in development for several years now and since there were no markings on it (only the engineering code OMG) we are still not sure what other revolutionary technologies might be on this sled. But it appears to have the industry's first power steering system.

Here are a few points and changes we noticed just by looking at it and riding it for a couple days:

- There's something different under the hood. This engine runs at least as strong as the 150 hp Apex with great 4-stroke torque and a lot of snap, plus scary fast top-end speed. (we saw 100 mph come up pretty quickly on a lake on the ol' wishometer, while running just under 10,000 rpm). Engagement is at about 3,500 rpm.
- It's in the Deltabox (Apex) chassis.
- New skis.
- New body panels, hood panel, etc.
- New fuel cell or at least new contour to it behind the steering post/handlebars.
- New windshield and headlights.
- New handlebars/positioning
- New seat.
- New twin exhaust with tips angled to the side vs. straight back.
- New LED taillight.
- New Monoshock RA rear suspension (looks to be a 128-inch length with different mounts, idlers, etc.).

We will be given the full rundown on the sled next week and all the details will be released on Feb 2nd. So until then we thought we would let our readers know at least what we have seen so far. It's kind of like getting a few hints at your Christmas present and even getting to play with it, but then having someone take it back ... we are not calling Yamaha "re-gifters," but this little taste of the 2011 lineup has us starving for more! Stay tuned!
Sign up for our E-mail Newsletter for additional coverage of all 2011 snowmobiles.

To view this article at its original place of post and the comments associated with it, please click here:
http://cs.amsnow.com/snocs/blogs/news/2010/01/14/2011-yamaha-unveiled-kind-of.aspx

This past week we had an opportunity to ride one of Yamaha’s new 2011 prototypes. This event was on the unusual side because it was the first time we drove a new product before we learned about all the new specs and gadgets. This event had even the most experienced editors scratching their heads questioning things that should come easy for us.

We’re suited up ready and very anxious to ride the new iron. At the event we have several editors and a filming crew to capture the moments. At that point we knew it had to be something big for Yamaha. The waiver’s are signed, the covers are off and we are examining 2011 Yamaha snowmobiles for the first time, keeping in mind that we can’t remove any panels, peel any tape that was installed or anything else that would answer our questions.

The camera crew is set; the group is all seated on the sleds with the engine’s running grabbing both brake and throttle to listen for any changes in the motor. Is it a three cylinder or a four; does it have a turbo? We’re off. Within the first 50 feet we felt something in the steering. It was so easy to steer. It literally took no effort. There was definitely something to assist with how little effort you had to use to steer this machine.

The next thing that caught my attention was the motor. In comparison to the Apex that we had in the group, this one felt much stronger in the low and mid range. I also noticed different skis, rear exhaust and some panels, and a rear suspension that was neither a 121 nor a 136. Arctic Cat has used 128-inch tracks for several years and this may just be that size of suspension; a one-size-fits-all sort of thing.

Max Sled Test Pilot Brent Nelson had this to say:
“In the North Woods you can experience breathtaking trails and scenery but Yamaha’s definition of breathtaking is a little different.

On a beautiful day in January I was invited to drive a new thoroughbred machine in the Yamaha fleet. At 6’-5”, seating was forward and very comfortable. Comfortable hooked handlebars at a nice height with hand warmers that really work. We have a mystery engine at this time but it is a fuel injected 3 or 4 cylinder 4-stroke putting out at least 150hp. So, so smooth yet this baby pulls hard all the way. A very pleasing note comes out of the dual rear exhaust with throttle response that seems to work so quick as to be connected to your thoughts.

A new ski design is also evident that shows aggressive steering yet tamer trail darting features. The steering, all I can say is ‘Wow’! Something big is going on here. This machine totally lets your arms and shoulders relax even during very aggressive riding. Steering is so easy yet this machine turns very well. This new machine flat out hauls but also has wonderful medium speed trail manners. We are setting some great new standards here.”

While we are speculating what this sled may have, we are impressed with what Yamaha showed us coming in 2011. It had great handling, great power, a functional windshield, and most importantly it was FUN on the trails. Max Sled will release all the specs and more impressions on February 2, 2010.

To view this article at its original place of post and the comments associated with it, please click here:
http://216.128.13.95/absolutenm/templates/articles_layout.aspx?articleid=1196&zoneid=17

I had the opertunity to ride the preproduction yamahas in Hurly WI yesterday! I have read alot of your specalation on new apex and I can defently add some good info to your specalation! first of all it is about half apex. The rear tunnel and front suspention is all apex. front spindels are changed and extention on rear of tunnel is extended for what I think is a 128 to 134 inch track. When I peaked through vent holes ( we where not allowed to lift hood) the main alum delta box beam that is solid alum on old apex is now webbed! The motor is a 4 cylinder ( I looked under tunnel 4 exhaust pipe header) and it is the smoothest quick reving motor I have ever rode! We had a 2010 apex and xtx to ride to switch off on to feel difference. When I first hopped on new sled it felt alot like apex untill I revved motor I new it was not my apex motor but the most impressive thing on this sled was the steering! All you guys saying the powersteering is not a game changer you have to ride one before you say any more! I too was sceptical on the idea but it is the best handling lightest feeling sled I have ever rode! Yes I have rode XP and twin spar cat and before now out performed yamahas in handling and ride. Not no more in my opnion. I am a Hp guy have turboed apex, big bore srxs, and was really hoping for hudge HP gains! It is not hudge but will out run 2010 apex ( opps was not suposed to say that) but we proved that and the new sleds clutching was off in my opnion pulls up to only 9k rpm and then slowly pulled to 10k. The 10 apex was spot on pulling 10200 to 10400. The new motor seems to pull harder down low? I could go on and on But in my opnion yamaha did build a game changer and power steering is the answer! And yes the hand warmers work and it does have new skiies and excellent wind protection. I will post pics as soon as i figure out how to get off phone!

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=83553

Arrived in Old Forge for the 8:30 am departure from Yamaha trailer, temperature was 0. Besides me there were two other guys, one guy never showed up (his loss). We were greeted by Scott and Kirk from the Yamaha factory. All of us were on the new sleds and Kirk was on a 2010 Apex LTX we would swap out on for comparison. We hit the trails and the hand warmers definitely worked. Wind protection was good. Steering was effortless and I experienced no inside ski lift. Skis are a new design and a couple of the sleds had a different spindle rubber to provide more shimming at the back of the ski. I personally didn't notice the difference in steering effort but the other guys said they could. The 2010 Apex LTX definitely turned harder, it had stock skis with Woody's duallys. After lunch at Stillwater Inn we went across reservoir. I had it to the bar and saw just a touch over 10,000 rpm, speedo just went over 100 mph. Indications were lower than what I saw on my Apex last week here but maybe new speedo is more accurate. Sled was fast enough, that's for sure and throttle response is crisp.

Looking the sled over I noticed RA cable seems to be made with a heavier gauge metal outer sheath so maybe it will be less prone to breaking. Air box is redesigned and appears smaller. Bottom access cover for oil drain plug is much smaller than Apex or RX-1, more like the Vector or RS Nytro. Big enough for a filter to be located there too. Although I could see four header pipes at front of tunnel I'm going to stick my neck out and say I think this is a 3 cylinder. If it turns out to be a 4 it is not the same one the current sleds have been using.

As we arrived back to the trailer several Yamaha riders came by and made a U turn to check out the new rides. They all tested the steering and the lady in the crowd said WOW, I can do it with one hand!

We only ended up riding about 50 miles and the trails were icy in a lot of the corners so I didn't really get to put the true cornering capability of the sled to the test. All in all it was a great experience and I thank Yamaha for the opportunity.


To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=83964

Just got home and wanted to tell you guys about the new sled we'll have for next season. WOW!!! This sled has a different steering geometry, and man does it work! Has it got power steering? I don't know. But what I can tell you is we finally have a true point and shoot sled! Is thing handles like no other sled I've ever rode. We were riding in the Old Forge area today and the trails were not to bad, but the corners were blown out and a touch icy.
This sled didn't care. I was able to hold my line,and the cool thing is if I wanted to change lines mid corner, I just changed lines. If I had tried that with my LTX I would have been in the ding weeds! Rear suspension also works extremely well. I know it rides better than my LTX does. We had a 2010 LTX as a comparison sled. NO comparison. The new sled does everything better. We rode i would guess around 80 Miles, and had a blast!
Thanks to Scott and Kirk from Yamaha for a great day.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=84058

FIRST IMPRESSION: SOMETHING VERY NEW FROM YAMAHA

Here's the deal. We're sworn to secrecy… sort of. Actually, we can tell you we rode a completely new Yamaha over the Christmas break but as of this writing we cannot publish any pictures or disclose technical details... yeah right, if we had any.

The reason: We didn't really see it – even though we rode it and the staff present for our 140 mile tour patently refused to answer any specific questions about it, beyond verifying it was painted red.

Of course those who follow Yamaha's product carefully will no doubt be able to fill in some blanks, just as we did. While we came away impressed and have pretty solid hunches we know what's going on here, nothing is etched in stone because the Yamaha brain-trust will simply deny this ever happened.

Our impressions are pretty significant after a minus 15C all-day pull to Whitney, Ontario on some of the sweetest, freshly groomed, table-top smooth trails we’ve seen in years.

The sled steers easier and offers more intuitive feedback through the handlebars than any snowmobile, particularly any Yamaha, we’ve ridden to date.

Inside ski-lift, something Yamahas have struggled with, is markedly decreased and we suspect what looked like a new ski profile combined with the aforementioned light and responsive steering feel are reducing this unwanted trait in a pretty dramatic way.

The sled lays down power in the typical Yamaha 4-stroke linear way but there's something different here.

The engine is buttery... no, velvety smooth beyond any 4-stroke engine we've plied to date. How many holes does it have? Dunno for sure, but we think maybe four.

Rider ergonomics are much improved with a taller, more upright rider-forward seating perch that immediately improved comfort and control allowing the pilot to easily perform gymnastics in twisties or make sitting-to-standing transitions through trail junk.

Ride quality is consistent with what Yamaha has become legendary for - exceptional. That's because the monoshock skid looks pretty much the same as what we’ve come to know and love here at Supertrax.

Trail trash, craters, and jigglers are erased completely with this set-up. We also felt traction – particularly when exiting turns or pulling away from rest was better than any previous 121-inch Yamaha. Hmm, wonder why?

We'll have more on this new Yamaha later this month – including some pics we were allowed to take but had to surrender when the Yama-staffers demanded a body cavity search after the ride.

Thankfully, after they found them they didn't want to keep them. We will put them up for your viewing pleasure soon.

Yes, most definitely, stay tuned.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.supertraxmag.com/article.asp?nid=1481

Scott,

I just wanted to thank you and Kirk again for the wonderful ride yesterday!! You were both professional and tailored the ride to the skill levels of the three guest riders perfectly. The ride on the new sleds encompassed a good variety of terrain and conditions in real world riding rather than on a controlled test track. Such rides go a long way for consumers to experience the sled in conditions that are the same as everyday riding. It was also interesting to ride the Apex LTX to have a direct comparison in the same riding conditions. If all snowmobilers could experience a sled in this manner, I think that Yamaha market share would certainly improve since actually riding the sled would go a long way for converting buyers from the competition as well as retaining current customers.

Some of the benefits of the new sleds that I noticed include:

- Bump absorption was far superior to any Yamaha I have ridden in the past, both in small stutter bumps and in big rolling moguls. The sled was easy to control no matter what the conditions.
- Ease of steering is not matched by any other sled I have ever ridden – steering control was precise and not tiring as with sleds that are currently on the market. Response was quick and predictable with very little ski lift in corners when compared to the Apex. The ‘new’ ski rubbers with the angled back improved the steering control over the ‘original’ ski rubbers a little.
- The windshield height was just right for the wind to go over my head instead of into my face, and still retain a good proportional look on the sled. This will certainly be a benefit when riding in cold temperatures.
- The hand warmers put out plenty of heat ,which reminds me of the SX 700’s I owned in the past – no more cold hands like with the RX 1’s and Apex’s.
- The seat height, angle, softness and slipperyness was much more comfortable than previous sleds I have owned. The slight changes from the Apex certainly improve comfort.
- The acceleration was better than the Apex even though the new sled was not completely broken in yet, and thus could not run to full potential. Upshift, backshift, and engine braking seemed improved over the Apex.
- The loudness of the motor was slightly less than the Apex while still retaining acceleration and performance. Quieter sleds will certainly lead to less trail closures due to landowner complaints over noise.
- The wind flow over the hood area seemed improved to reduce the amount of wind hitting my knees which will make for a warmer ride in cold conditions.

As far as I am concerned, nothing needs to be changed or improved on the sled – all the minor shortfalls in previous Yamaha products have been addressed and overcome.

Thanks again for the truly once in a lifetime experience,

George Garth
Review came in via E-mail

I just got home from Old Forge NY. Rode what I think is a 2011 "Apex" or close to it. No name or details given to me but have some thoughts on what’s in store for us. Power steering, yep, I think it's got it. My guess is a 128" track, hooked well but not like my Attak. I was on a prototype and Yamaha guy was on a 10' LTX, I got him out of the hole and when we hit it at a 25 mph rolling start. More ponies ??? My thought is maybe a 1050cc, just my thought but it definitely has a little more. Seating position is a little higher and seat foam is OOHHH SOOO NICE. Better windshield and hand warmers. Rear mono has had attention....a whole lot better. I just had mine done at Pioneer but if what is on follows through to production we won’t have to send it to anybody. Skis are a lot better too. Redesigned...wider and better. I could go on but I'm F'n tired so will think about it and post more. Got a couple of pics but am unsure how to post them. PM me and fill me in.

(Posted Next Day)

I have read several other posts from fellows who have also had the great opportunity to ride these sleds. Most are saying that it's not worth opening the check book, same sled...little difference etc. Maybe it is because I'm at the end of the "DEMO". Although the small changes in looks aren’t satisfying to most they were to me and the improvements were noticeable ie: wind deflection (look at small flares on hood). The handling, suspension and riding position is enough to make me want one and for that matter probably buy one. I would have to assume that the Yammie guys changed things as they worked their way east. You westward guys got to ride it first but the best was saved for last, IMO. The performance of this sled is significantly better than what is in the apex shed now. I went from a prototype to the 10' LTX and back again and can tell you first hand that Yamaha has done their homework and got a great sled here. It cornered flat, sucked up the bumps with authority (no bottoming), had more power and kept the wind off me (I’m 6’4”). Some are asking for this and others for that but if Yamaha gives us everything we want we wont want to buy one next year or the year after.(Marketing strategy) I am very impressed with the offering and thank the Yamaha marketing team for the opportunity they gave me. This program gives real world feedback from real world riders. I hope it doesn’t stop here.

To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=84048

First look and trials on Yamaha 2011
Many rumours are already running about the 2011 180 HP models? New chassis? New suspension? In short, as every year, fans have great expectations from the manufacturers.

Yamaha invited us for a trial ride with a 2011 model. We were very surprised that the Yamaha people let us test a sled, without telling us the model and specifications, so it would not influence our judgment. Good idea…

So, at first, it seems to be an Apex; some small differences are clearly visible: the back seat shape, with a new lateral profile, the exhaust exits that are a little closer (See picture below). The front side panels also have a new shape. New full composite skis and a new gauge design also draw the attention…

Even before we tested the machine, a few items indicate that weight has been reduced: the top front swing arms are smaller than the ones of previous years. The front shock absorbers do not have a piggyback reservoir anymore
After looking at the rear suspension, we can see that the track is longer than a 121 inch edition, but shorter than 136. Since we have a F-7 among our riders, it is very possible that this is a 128 inch track… Look at the points of fixation and the new plaque that make it possible to keep the same tunnel but also make it possible to back up the rear point of fixation of the suspension.

Right at the startup of the engine, we can hear a more profound sound. Is it only the fact that the exhaust exists are different? Is it a new engine size? Or a different engine configuration… To be followed…

In trail, a point is easily noticeable: the lightness feeling… The handlebar is so easy to turn that it takes a few minutes to get used to it. The power-steering rumours seem more and more truthful… But we were not allowed to lift up the hood, so they remain rumours… You have to diminish the arms gestures for a few moments because it is a lot easier to change direction quickly without any effort. Those who like to have much weight on the skis but sadly must endure the consequence to have a machine physically tough for the shoulders, will be satisfied!

Another remarkable point is the responsiveness at low and medium engine speed. Is it the calibration or a few more HP…?? But it is easy to notice that the performance has been improved, the acceleration is powerful as well as the responsiveness at the exit of a turn. The engine reaches very quickly 10 300 RPM without any hesitation... Thus on short distances… Small point to observe: a 91 octane fuel is recommended...

Now, let us talk about the performance in bumpy trails. We had many types of conditions all along the 165 km we rode. At the end of the day, in the bigger bumps, this sled performed well. We did not have the feeling to be projected in medium speed and even if the front shock absorbers seem smaller, they work very well.

The only negative point remains the comfort in small bumps; the rear suspension was too rigid to react with smoothness…
In short, this Yamaha new way of working is very interesting; we are not satiated and ask for more because of course, it was forbidden to make performance tests in trails. So, we stay on impressions.

Without any doubt, this snowmobile has been nicely improved compared to the previous years models. If we talk about general handling and performance… The date fixed to get the specifications is February 2, 2010. Mononeiges.ca will be happy to give you this information.

Many thanks to Yamaha for their invitation and more particularly to John, our host for the day.

Source: Stéphane Miville, SledMagazine.com
Publish on 2010-01-26

To view this article at its original place of post and the comments associated with it, please click here:
http://www.sledmagazine.com/actions/page?docId=3257&ctx=snowmobile

I got to ride Yamaha's 2011 mystery sled in Gaylord MI, today. A group of 5 of us took these new sleds for a 125 mile ride. I was extremely taken by what I rode. Here are my impressions.

First thing I noticed is the sled is cool looking. Yes it looks like the current Apex but the new styling cues really look good in person. Seating position and ergoes feel close to the current Apex but the seating changes do feel better than the current Apex.

The Motor- I'm calling it a 4 cylinder and I'll bet my left kahuna that it is. Hope I'm right. It sounds different, a slightly higher pitch/tone more like a formula 1 sound. The power feels slightly different too. Smoother. Is it faster than the 2010? I'm guessing because its new it probably is. Something I think I noticed was the 35 mph 5,000 rpm drone of the old Apex didnt' seem to exist on the new sled. I heard it on the 2010 today but I really don't recal it on the 2011.

Handling- Best thing I liked about the sled. This new "Apex?" is the easiest sled I've ever rode. You can turn the skis sitting still on a trail. When slowing down at intersections or doing a U-turn is a Breeze. It's like the power steering in your car. On the trail at lower speeds in the twisty's is were I loved it the most. Riding this new sled at 15 to 40 mph speeds is amazing. Steering effort is so light you have the sensation that the skis aren't even touching the snow. Going thru the corners is cool. There are times on current sleds where your in the middle of a corner and you have to adjust the handlebar input because of the input coming back thru the skis. Well the input coming back to the rider on the 2011 feels more like a feeling of touch and feel vs. the feeling of force and resisitance. I think everyone on our ride agreed the sled was fantastic in the corners. That old feeling of having to have the throttle in a certain position to control the weight on the skis is gone as far as I'm concerned. The skis go where you point them and stay there- period. All traditional sleds get lighter steering the faster you go. Not with this 2011. You don't have to go fast to feel sporty on this new "Apex?". I never experienced any inside ski lift today. All Yamaha's should have this steering system. It is soooooo easy to ride.

Suspension- The last Mono-shock I had was in 2006. I've heard the mono-2's are better and now I've felt it. Even the 2010 comparison sleds we rode were fantastic . Whatever Yamaha has been doing to this skid is working. Those who know me, know I'm not a light guy. And the trails we rode today I would rate in the 4 to 7 range. I never bottomed out and the skid overall felt plush.

Darting- I didn't think there was much darting. A few others in the group thought it was a little more of an issue than I did. I think darting is a person to person issue. I could have taken any one of the 2011' sleds just the way they sat there for my personal trail sled. 3" factory carbides and all. We did have one 2011 sled there with duallies. I never rode it. I should have but I really didn't feel the need. Some of the others thought the duallies tracked better to their liking.

Based on my ride today I love this sled. I usually ride faster than what we did on the Demo today but didn't lolly gag out there today. It was a fun, good spirited pace and I felt like I could probably ride these sleds 250 to 300 miles without any fatigue. We rode the Starvation lake and Lakes of the North trail system. These trails have a good mix of twisty's, sweepers, straights....etc.

I think this new sled is going to take the best high milage trail sled and make it even easier to rack up miles on a wider variety of trails. For guys who want to buy the wife or girl friend a sled, You should take a hard look at this thing. I'll bet my lefty again that this new Yamaha is easier to rider than any make or model she's currently riding. We had a woman with us today and IMO she rode the sled terrific.

Thanks to Yamaha for the Demo ride. 125 miles is one heck of a Demo ride. I'm very grateful to have the opportunity. Switching back and forth all day between the 2010's and 2011's I feel other's need to get out there and try this new sled out. I gaurantee you'll love it. If all new sleds from this time forward go to this steering system that might qualify as a game changer.


To view this article at its original place of post and the comments associated with it, please click here:
http://www.ty4stroke.com/viewtopic.php?t=84542