January 11th, 2008 
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All new 2011 Yamaha Snowmobile
Determined by a check journey in the disguised pre-production 2011 Apex fashions that we test rode in early January, we can state that we got some items correct, some type of correct and some wretchedly unsuitable!
The wretchedly wrong will come from our thinking that Yamaha may well fully eliminate the whole Apex series in favor of some triple-cylinder, groomed trail-oriented Nytro hybrid. We had been unsuitable as might be. Not only is Yamaha not tossing from the towel on its four-cylinder high-performance path sled, but rather the Japanese-based powersports manufacturer is committing to it long term.
We all know that the Apex has been the forgotten mannequin for the previous few seasons as Yamaha focused on its rough trl and deep snow types. An entirely new chassis and engine were created for that mogul and powder set. A version with the all-new, fuel injected, three-cylinder Nytro engine found its way into the sport functionality Vector sequence. Some consideration went on the trl versions — Apex and Vector — in the manner of revised entrance and rear suspensions, but nothing as main because the consideration turned about the hot rod Nytro and mountain versions.
This was understandable as being the mountain section has been a consistent sales performer for the previous decade and Yamaha sought to win over the steep and deep clan to four-stroke electrical power with long-tracked Nytro and Apex mountain sleds. Yamaha's entrance into sncross racing hinted of a brand new rough trl hot rod having a snocross background. That has turn out to be the Nytro collection and it appeals to the large bump rider. But, the attempted and true trl rider seemed to be forgotten.
The Vector and Apex worked just fine, but there wasn't anything to get jacked up about. With its Deltabox entrance conclusion and mono-shock rear suspension, these trail designs worked really very well. A revised entrance suspension helped give them enhanced steering and the remote dial adjustment on the portside of the chassis let you make quick and uncomplicated rear suspension adjustments.
Power? With the advent from the "fuelie" triple, the Vector became an even additional pleasant trail sled. The Apex with its 150-horsepower quad had ample ability for prolonged straights and lakebeds. But, that quad and its attendant cooling and ancillary pieces spread out over the front finish made it tiring to trip and heavy to steer.
As we reported determined by our early January check journey, Yamaha finally additional electronic electrical power steering on the Apex. It does all that we suspected it would. It can make the sled incredibly lighter feeling via your forearms and shoulders. It does items that surprised us because the new steering allowed Yamaha engineers to revise the skis, runner location and attack angle to your degree that the 2011 Yamaha Apex grips corners as dutifully as Arctic Cat's finest corner cruisers.
Whilst we rode the Apex check versions, we attempted to figure out what Yamaha had carried out to the powertrain. The motor revved to 10,000-plus RPM, which strongly suggested that it retained some model of your Genesis one hundred fifty four-cylinder motor. Nevertheless it ran from idle to best end like no Yamaha snowmobile quad we'd ever been on. We suspected that possibly Yamaha had dropped a version of its "cross-plane" R1 four-cylinder motorcycle motor into the most recent Apex. Not the case, but Yamaha did place some proven motorbike technologies under the seat of the new Apex types from the form of its Exhaust Ultimate Strength Valve (EXUP) technologies.
EXUP may possibly be new to sleds, but Yamaha introduced this virtual "power valve" for exhaust systems to motorcycles back in 1987. Even stodgy old English motorbike maker Triumph has employed a version of this in some sport and racing machines.
In the Apex snowmobile, Yamaha basically blends some with the 2-stroke functioning of its Yamaha strength valve program (YPVS) to a 4-stroke motor. The technique utilizes a variable EXUP valve in the muffler to alter the configuration with the Apex' exhaust in a way that controls fluctuations in exhaust pressure in the moments of overlap between the intake and exhaust valves. Located beneath the seat together with the exhaust, the EXUP system is meant to improve consumption efficiency, boost electrical power output and improve fuel economy.
EXUP initial appeared on Yamaha's 1987 FZR400R, considering that then, EXUP was added towards the YZF-R1 exactly where it has evolved to the point in which input on five distinct parameters is utilised to regulate the controller.
As using the R1 motorbike, the Apex method functions a variable EXUP valve placed within the muffler that operates in accordance with motor rpm to control the reflection wave cycle inside the muffler. As a Yamaha EXUP technical paper explains, "It was developed to help optimize the exhaust flow inside exhaust valve location in a way that can make the exhaust as nicely because the consumption function a lot more efficient and reduces power loss due for the ‘blow-back' phenomenon. It can be a device that in effect creates an adjustable valve that modifications the cross-section shape of the interior with the muffler depending on motor rpm to increase performance."
In layman's terms, there is a computer-controlled energy valve situated at the four-into-one exhaust junction that reacts to exhaust pressure and essentially gives improved torque and response from idle to wide open throttle. With the media launch, Yamaha showed off a power curve from the most current Genesis 150 compared against prior versions. The torque graph showed what we felt when riding the pre-production check trip edition. There's merely vastly improved electrical power (torque) from getaway to full throttle. It can be clean and steady with virtually zero energy spikes anywhere from the strength curve. Combine the retuned engine using the power-assisted steering and it all can make the sled extremely rider friendly on the path.
All 3 2011 Apex variations — the "base" Apex, the 144-inch monitor Apex XTX as well as the Fox Air shock equipped Apex SE — get the entrance end modifications and similar power process. The strength change also contains new throttle body injectors which are moved closer to your consumption window, a fresh piston design, cam adjustments, a knock control sensor to protect against low grade gasoline and a servo motor that controls the EXUP's action. That is comparable towards the Yamaha bike design as well.
Yamaha didn't address ability levels directly, so we determine that the high overall performance Genesis quad most likely doesn't show a lot beyond the past ability outputs, nevertheless it might be significantly stronger all the way across the strength curve — making it appear a lot more potent at top conclusion.
In order to make specific the most current quad runs cool, Yamaha makes use of a radiator and fan along with entrance, side and rear cooling extrusions.
The third generation Apex front suspension uses a wider but shorter keel ski with smooth prow. The majority with the keel gets moved behind the ski mount location to help reduce on-trail "darting," the place the runner follows pre-existing ski ruts inside trl. The wider style is meant to assist keep the ski out of those ruts and runner marks.
Ski "trail-ability" and overall on-trail stability drove the concept because the new ski feels and was developed for far more aggressive turn-in with the corners. The new front conclusion adds a stronger, beefier spindle and grease zerks to the A-arms for improved maintenance.
Though we sensed something was happening inside the steering as we rode, Yamaha confirmed that its energy assisted steering (EPS) is velocity sensitive, with maximum assist at stop and slow speeds. The EPS utilizes sensors to read steering torque, car speed, motor pace and also the actual current running on the engine. In case you check journey a fresh Apex, you'll see a special die-cast piece certain for your EPS assembly. The total EPS addition is said to add about 18-pounds overall, although some other vehicle modifications did remove a couple of pounds elsewhere. Nevertheless, with EPS, the added weight becomes somewhat irrelevant.
You will discover that Yamaha provides a distinct suspension depending about the particular Apex design. The base product is made specifically for a clean and comfortable on-trail trip and features the Mono-Shock II RA with remote adjustment inside an "open" window 128-inch prolonged Rip Saw monitor. The Apex SE offers a really comfy and sporty suspension featuring Fox' newest layout Air shocks for the rear suspension arms. The Apex XTX could be the "stretch" monitor edition for occasional off-trail boonie whacking and comes with a 144-inch trak spinning around tipped rails that gives the Apex XTX the handling of a short road with the off-trail flotation of a longer trak.
In addition on the improvements in on-trail energy "feel" and steering ease, Yamaha reworked the seat to give you a 2-inch rise with the hips and much better positioning behind a entirely new and much more protective windshield. The seat adds storage space and if you are trailing a whole new Apex, you'll see its new LED taillight.
Though the sled looks very similar to previous Apex types, the 2011 proves deceptive as it will come with a whole new tunnel that had to be additional to fit the EXUP and revised exhaust mounting. This is also wherever Yamaha cuts a few ounces from its newest Apex.
Since the Apex is the major news for design year 2011, you are going to be appropriate in suspecting that the rest with the line remains pretty the same as last season, when the Nytro and mountain sleds enjoyed much that was new. So, look for bodacious color and graphics choices as well as the repackaging of some versions.
From the mountain section, the second-fastest growth area in snowmobile sales, Yamaha continues with all the Nytro MTX SE162, SE 152 and Phazer MTX. The Apex mountain model continues to be eliminated since the three-cylinder, 130-plus horsepower Genesis triple inside Nytro MTX outperforms it in most situations.
The touring and utility segments remain virtually unchanged. The major unit RS Viking will come with a carbureted 120-hp triple. There's nonetheless the Phazer-based Enterprise Lite with an 80-hp twin and two variations with the Venture. The Enterprise GT delivers a fuel-injected triple whilst the base Venture retains the carbureted motor.
The rough path segment has become rechristened the Cross Country phase and retains the XTX, LTX and Nytro variations from the preceding season. The LTX versions provide a 136-inch monitor. This stretch road grouping includes the Vector LT and Nytro XTX together with the 144-inch trak length. The "short" monitor group continues to be combined in to the Nytro FX and Nytro RTX — the SE designation for that Nytro goes away. The Phazer continues with GT and RTX variations.
You'll also uncover that Yamaha no longer refers to its engines as "Genesis" whatevers. They are more simpler referred to as Sport Functionality — 80-hp twin; Higher Overall performance — 130+-hp gas injected triple; or, Leading Effectiveness — 150+-hp gas injected, four-cylinder. And, then there's a moderate overall performance carbureted triple. You determine the whys and wherefores.
The bottom line for design year 2011 Yamaha snowmobiles revolves around the absolutely revamped 2011 Apex series — the world's initially strength steering snowmobile. But, let's not forget the totally revamped suspensions, ergonomics, four-cylinder engine and its first-ever "power" valve exhaust method for snowmobiles. Perhaps the Apex, at first glance, doesn't seem all that distinct, but rest assured that this is really a entirely new and tremendously far more trail-friendly snowmobile that you will have to experience to believe.
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