Power Squared, Power Steering and More Ponies Highlight 2011

If you’ve been keeping a watchful eye on the only maker from across the pond in recent years, you’ll have noticed a pattern of new model introductions from Yamaha that continues to produce results. Every season the fit and finish leader launches one significant model that oozes with equal parts substance and equal parts sizzle. It started with the original RX1 back in 2003 and barring a few years of bold new graphics, Yamaha has stuck with this proven formula that has resulted in early season showroom traffic and subsequent sales.

For 2011, that formula was instilled into the almost forgotten Apex models, thought to perhaps soon be replaced by a Nytro skinned version. Yamaha fooled many of us so called experts this winter by spending significant time and resources on the biggest weapon in their arsenal. The key changes for the forthcoming winter are two-fold, and both use that term most snowmobile junkies love… power.

It starts with what will become known in subsequent years as the industry’s first power steering equipped snowmobile. Borrowing technology already employed on their utility ATV models, Yamaha has brought the buttery smooth steering efforts of power steering to snow. Dubbed EPS for Electronic Power Steering, this is more than a simple steering assist system. By utilizing several sensors, the system is a true, speed sensitive design, meaning it increases or decreases the level of assist based upon several factors.
The heart of the system is nestled underneath the aluminum steering hoop, just in front of the fuel cell. Combined with a sophisticated electronic control module found behind the front bumper, the system monitors vehicle speed, motor speed, steering input forces and the level of assist currently being generated.  In short, the system produces near effortless turn-in at slower speeds, and then gradually reduces the level of assist as speeds increase, preventing unwanted and excessive steering movements at higher trail speeds.

But the introduction of power steering alone is not the real icing on the cake for the 2011 Apex models. By having the steering effort reduced to a near fraction of what it once was, the sometimes tiresome Apex has not only become easier to ride, it has allowed Yamaha engineers to dial up the “bite” of the front suspension without negatively impacting steering effort.
To do this, the new Apex models feature a new ski with a shorter keel than previous designs that places more contact area behind the mount. This change is further enhanced by 15mm of increased trail, courtesy of a new spindle design. These two changes in concert give 2011 Apex models more bite, and noticeably improved handling, with reduced ski lift and less darting than the Apex of old.

Never Satisfied
If there’s one thing we’ve learned over the past 20 years of experiencing new model introductions from Yamaha, is that they never seem satisfied, even when they appear to be chasing after somewhat mundane or seemingly irrelevant improvement. Remember the infinitely adjustable hand warmer dial? … nuff said. Such is the case for 2011 and the new found power lurking within the Apex. In what many would consider a motor that didn’t need many refinements, Yamaha has upped the four-stroke ante considerably with a host of changes to the inline four-cylinder.
The motor itself is practically all-new, featuring a new piston design, new valve timing, new throttle bodies with an Engine Braking Reduction System, and a knock control sensor. But the real change to the Apex is found directly under the driver in the form of a variable exhaust system Yamaha calls EXUP or Exhaust Ultimate Performance.
Already in use in many of their sport bikes, most notably the R1, the system utilizes a servo-controlled valve that opens and closes to adjust the backpressure of the system. The result is a more refined Apex, with a smoother power-band and even more of it, especially in the mid-range; as if it needed it. While peak power appears to be unchanged, the big difference is in corner-to-corner acceleration where the new Apex now spools with seamless bliss.

Bigger Float, Longer Rubber
Both the EPS power steering and the much-improved Apex power can be found in three models for 2011.  The standard Apex and the Apex SE have increased their track length to 128”, giving the biggest Yammy improved bite on acceleration. The standard version features the Mono Shock II RA, with high-pressure gas shocks and the tunnel-mounted remote adjust dial. The SE version touts an all-new FOX Mega Float rear shock, along with a FOX Float 2 front arm shock for a true, all-air rear skidframe.
Joining them is the longer XTX Apex and it more conventional dual shock CK144 rear suspension. Featuring 6-degree tipped rails at the rear, the 144 Apex delivers improved off-trail flotation without sacrificing on-trail turning radius. The longest Apex delivers the best ride in our limited experience. With more surface area to carry the added weight of a four-stroke powerplant, along with added traction, the XTX is the pick of the Apex litter for 2011. Other key changes include a new seat profile that touts new foam and a 2-inch higher seating position, and of course, new bold colors and graphics to compliment Yamaha’s industry leading fit and finish.

Rest of the Story
Expectations seem reasonable that some degree of these refinements would be found on other Yamaha models for 2011. Unfortunately, only the Apex gets all the technical treatment this go around, while bold new graphics and fresh paint hues grace the remainder of the line. “Yamaha is focusing on being the premium brand,” said Marketing Manager Wade West. “We focused on our high performance models with the goal of delivering the best quality, durability and technology in the trail sled segment.”

Always known as the clear leader in fit and finish, the rest of the models in the 2011 line live up to those expectations with acute attention to detail. The classic Yamaha blue and white paint schemes remain and are joined by fresh white/red and black/red options.