journeyman
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Here's another article that came in on my email from amsnow.com
Yamaha Powers UP!
New Apex boasts first Electronic Power Steering system
By Mark Boncher
Published: Tuesday, February 02, 2010
BMW, Mercedes, Lexus, Cadillac, whatever automotive correlation works best, this is the place in our market that Yamaha has positioned itself with its new line of snowmobiles. With an ever more competitive, shrinking marketplace Yamaha is solidly carving out the high-end, quality and luxury piece of the snowmobile market's pie.
Here's how Yamaha is doing it.
Apex: EPS and more firsts
AmSnow was able to ride the newest Yamaha in early January before we were told what it was and what its siblings would be. The unmarked/unbranded sled rode like a dream, but none of the Yamaha reps would give us any answers to our technical queries … although we were 99.9% sure it was a new Apex.
We were not allowed to open the hood or go through it in any manner. This sneak peak amped up our enthusiasm for the full release, which came nine days later, and the reveal solidified our hypothesis.
When the sheets were finally pulled back from the 2011s (yes, the manufacturers really do that!), we were greeted by a new line of Apex snowmobiles, the base, an upscale Apex SE and a long-track XTX.
Most importantly, the entire Apex line, including the base model, debuted with snowmobiling's first mass produced Electronic Power Steering system.
Yamaha wanted its Apex to have the industry's easiest, most comfortable, and best performing handling system. AmSnow had been invited to Yamaha's release of its 700 Grizzly ATV several years ago, which rocked the ATV world as the first with EPS in that market. Coincidence that we were invited to that release? We don't think so.
The EPS is speed sensitive in that it gives the "max assist" from a stop, up to "trail speed." As in a car or truck, as you increase your speed the assist tapers off so that at a fast, or performance speed, the EPS is not helping the steering effort. The EPS does all this by calculating torque load from the ski and through a torque sensor, with inputs from a speed sensor, motor speed sensor, motor current sensor and more. Altogether the EPS system weighs about 18 lbs.
All the Apex models get a third generation front A-arm suspension with new spindle geometry. The ski, ski mounting location, ski rubber/bumper/damper, ski-keel, and amount of ski-trail also are all new for 2011. Yamaha's skis in particular have needed help for a long time, so this was overdue.
The new ski's keel is wider and more of the flat front of the ski's bottom makes contact with the snow in front of the keel. The mounting location is nearly an inch farther back on the ski as well and carbide placement is slightly different too. The goal was predictable, flat cornering and less dart and hunt.
Inside the new Apex's belly is a new naturally aspirated 4-cylinder, fuel-injected, 4-stroke, with new throttle body and EXUP (exhaust) technology, which is another first for Yamaha in the snow market (see sidebar). There's a new lightweight, but strong steering gate under the hood too.
Yamaha reps would not give exact horsepower numbers for the new engine, but did estimate that it would provide 4-8 hp more than the current Apex. So, 155 hp would be a safe guess. A lot has changed on the new engine though including a larger intake track, different valve timing, exhaust, throttle body, ECM, piston design, and more so we'll have to wait to get one on the dyno ourselves.
Apex's exhaust is still fully exposed underneath, but is a shorter length and larger diameter 4 into 1 configuration that splits into two side-angled tips that exit behind the seat. The intake funnels are longer on this new engine as well and that helps increase top rpm. Yamaha also adds a revamped EBRS (engine braking reduction system) to the 2011 Apex to help reduce a common 4-stroke problem, sharp engine braking. We'll need some additional time on the sled before we can say how much of an improvement this is.
This new engine also features a knock sensor and a new piston design as well. Again, we don't have a power-rating on this engine yet, but the mid-range torque, and really the torque throughout the powerband, is excellent. Put it this way, if you see a large hole in the middle of the trail and want to be able to whack the throttle and skip over the top, you can! There is no waiting for performance as throttle response is near instantaneous. The Yamaha guys call this "crispy" throttle response and we agree. While all of Yamaha's 4-strokes have been impressive, this is the best to date!
Apex cooling also has been revised too, a good thing. There are new front, side and rear exchangers and as a backup for those marginal snow days, there's a radiator and fan just in front of the right footwell. A new alternator also pumps out 590 watts, 13% more wattage than last year's 475.
More improvements
The base Apex also now features a new Monoshock RA II 128-inch long suspension. This 15x128x1.25-inch track with open windows is stretched from the normal 121-inch Yamaha track length, but not quite as long as the LTX machines with their 136-inchers. Bump-bridging capability is increased and "pitching" that is common on the 121-inch 4-strokes is decreased. More importantly, the ponies from this more powerful engine are more effectively put to the snow as this track hooks up much better. Driving the track are anti-ratcheting extrovert drivers. You'll also notice that the new tunnel has 6-degrees more tip-up and we are told is lighter as well.
Yamaha also took note of complaints that many of their riders were getting cold due to a lack of wind protection on their machines. Apex now comes with a mid-height windshield with side-flares. It has been wind-tunnel tested to reduce the buffeting that many riders feel at higher speeds and more or less created a protective wind-flow cocoon around the rider. The rider's hips sit about 2-inches higher than on the 2010 Apex machines as well, due to a different seat.
Most of that increase is noted if you sit further back on the seat. Yamaha says the new seat was needed to provide enough room for the new exhaust underneath it. The seat also features a roomy trunk.
The thinking behind all the new suspension system, steering, seating, engine and more were aimed at helping the pilot ride longer, harder, and with less fatigue.
2 more Apex models
Yamaha extends its Apex lineup with two other models.
The Apex SE is a premium version of the already pretty heady base Apex, but adds Fox Float 2 shocks up front and a giant "Mega Float" Fox shock in the monoshock rear suspension. The Mega Float shock has a capacity of several hundred psi, but that much pressure won't ever be needed. Yamaha touts this as the first true all air trail suspension.
The monster rear shock delivers an even plusher, more comfortable, clean and premium ride with progressive and a predictable anti-bottoming feel for the rider. Internally it's basically the same as the Float 2, just a lot bigger, basically think watermelon vs. cantaloupe. The Float 2 shocks up front have Fox's negative spring technology that fights stiction and there is more air volume in these than the original floats.
Third up in the Apex lineup is the Apex XTX. This is the stretched version, in that is has the 144-inch Dual Shock CK rear suspension with tipped-up rail. The CK has 40mm HPG shocks with clicker adjustability in the rear shock. This will no doubt be the heaviest new Apex, but may also be the most comfortable as it will bridge bumps well and possibly provide the best hook-up of any of these new models. We look forward to some ride time on each this Spring to help our evaluation.
Both of these new Apex versions get the same power steering system and new 150+ horse powerplant.
Mountain, Touring, Crossover, Utility
For 2011 there is no longer an Apex in the Yamaha mountain lineup. This leaves only a Nytro MTX SE 162 and 153, and the Phazer Mountain available for the deep powder riders. The 162-inch length for Nytro is new, but little else has changed on these models.
The Vector GT and Vector LTX GT get the newer more serviceable A-arms with additional grease zerks, but are otherwise the same as for 2010.
Meanwhile, the Nytro XTX gets a new magneto for 2011. In addition the short-track Nytro SE of 2010 is now re-badged as the Nytro RTX. That gives it the Fox Float X shocks up front, the 11-degree tip-up tunnel and extrovert drivers and Dual Shock Pro rear suspension with 2-way front clicker and 3-way rear clicker shocks.
Finally the utility and touring models remain relatively unchanged with the Viking Pro still being the utility workhouse with its 3-speed transmission, articulating rear suspension, and huge 20x156x1.25-inch track.
Venture GT remains Yamaha's main touring snowmobile with a fuel-efficient 120 fuel-injected engine, Pro Comfort 144-inch rear suspension, and 40mm HPG shocks. The Venture and the uniquely styled Venture Lite round out the touring segment, virtually unchanged for 2011.
Yamaha EXUP engine technology
This technology had previously been used in Yamaha motorcycles and stands for Exhaust Ultimate Powervalve. On the motorcycle side of Yamaha's Web site, Yamaha explains the system this way:
"Many highly tuned 4-stroke engines with 4-into-1 exhaust systems have a flat spot in the mid-range, precisely where the rider needs instantaneous throttle response. This flat spot is caused by positive resonance pressure waves forcing the spent exhaust gases back into the combustion chamber during the valve "overlap" period (when both the intake and the exhaust valves are open).
The exhaust gases dilute the incoming intake mixture, decreasing performance significantly, and causing a flat spot or bog. The flat spot generally occurs in the mid-rpm range because at other engine speeds, the positive pressure wave arrives when the exhaust valve is closed and therefore cannot dilute the intake mixture.
The EXUP system features a computer-controlled butterfly valve located in the exhaust system to regulate the exhaust pressure waves regulating the flow of positive and negative pressure waves in the system and improving cylinder scavenging at all engine speeds. The wedge-shaped valve is located at the downstream end of the 4 header pipes where they enter the exhaust collector. The valve is operated by a servomotor and is regulated by the ignition computer.
Sensitive to engine speed, the EXUP valve is almost entirely closed at low rpm and gradually opens to permit unrestricted gas flow at high rpm. Improvements include smoother and quieter idle, more power at all rpm, significant low-range and mid-range torque increases, and higher gas mileage. By gradually opening the valve as revs increase, the positive wave in the mid-range is eliminated, yet the exhaust system can "breathe" fully at high revs for maximum power."
Now you know!
Yamaha Powers UP!
New Apex boasts first Electronic Power Steering system
By Mark Boncher
Published: Tuesday, February 02, 2010
BMW, Mercedes, Lexus, Cadillac, whatever automotive correlation works best, this is the place in our market that Yamaha has positioned itself with its new line of snowmobiles. With an ever more competitive, shrinking marketplace Yamaha is solidly carving out the high-end, quality and luxury piece of the snowmobile market's pie.
Here's how Yamaha is doing it.
Apex: EPS and more firsts
AmSnow was able to ride the newest Yamaha in early January before we were told what it was and what its siblings would be. The unmarked/unbranded sled rode like a dream, but none of the Yamaha reps would give us any answers to our technical queries … although we were 99.9% sure it was a new Apex.
We were not allowed to open the hood or go through it in any manner. This sneak peak amped up our enthusiasm for the full release, which came nine days later, and the reveal solidified our hypothesis.
When the sheets were finally pulled back from the 2011s (yes, the manufacturers really do that!), we were greeted by a new line of Apex snowmobiles, the base, an upscale Apex SE and a long-track XTX.
Most importantly, the entire Apex line, including the base model, debuted with snowmobiling's first mass produced Electronic Power Steering system.
Yamaha wanted its Apex to have the industry's easiest, most comfortable, and best performing handling system. AmSnow had been invited to Yamaha's release of its 700 Grizzly ATV several years ago, which rocked the ATV world as the first with EPS in that market. Coincidence that we were invited to that release? We don't think so.
The EPS is speed sensitive in that it gives the "max assist" from a stop, up to "trail speed." As in a car or truck, as you increase your speed the assist tapers off so that at a fast, or performance speed, the EPS is not helping the steering effort. The EPS does all this by calculating torque load from the ski and through a torque sensor, with inputs from a speed sensor, motor speed sensor, motor current sensor and more. Altogether the EPS system weighs about 18 lbs.
All the Apex models get a third generation front A-arm suspension with new spindle geometry. The ski, ski mounting location, ski rubber/bumper/damper, ski-keel, and amount of ski-trail also are all new for 2011. Yamaha's skis in particular have needed help for a long time, so this was overdue.
The new ski's keel is wider and more of the flat front of the ski's bottom makes contact with the snow in front of the keel. The mounting location is nearly an inch farther back on the ski as well and carbide placement is slightly different too. The goal was predictable, flat cornering and less dart and hunt.
Inside the new Apex's belly is a new naturally aspirated 4-cylinder, fuel-injected, 4-stroke, with new throttle body and EXUP (exhaust) technology, which is another first for Yamaha in the snow market (see sidebar). There's a new lightweight, but strong steering gate under the hood too.
Yamaha reps would not give exact horsepower numbers for the new engine, but did estimate that it would provide 4-8 hp more than the current Apex. So, 155 hp would be a safe guess. A lot has changed on the new engine though including a larger intake track, different valve timing, exhaust, throttle body, ECM, piston design, and more so we'll have to wait to get one on the dyno ourselves.
Apex's exhaust is still fully exposed underneath, but is a shorter length and larger diameter 4 into 1 configuration that splits into two side-angled tips that exit behind the seat. The intake funnels are longer on this new engine as well and that helps increase top rpm. Yamaha also adds a revamped EBRS (engine braking reduction system) to the 2011 Apex to help reduce a common 4-stroke problem, sharp engine braking. We'll need some additional time on the sled before we can say how much of an improvement this is.
This new engine also features a knock sensor and a new piston design as well. Again, we don't have a power-rating on this engine yet, but the mid-range torque, and really the torque throughout the powerband, is excellent. Put it this way, if you see a large hole in the middle of the trail and want to be able to whack the throttle and skip over the top, you can! There is no waiting for performance as throttle response is near instantaneous. The Yamaha guys call this "crispy" throttle response and we agree. While all of Yamaha's 4-strokes have been impressive, this is the best to date!
Apex cooling also has been revised too, a good thing. There are new front, side and rear exchangers and as a backup for those marginal snow days, there's a radiator and fan just in front of the right footwell. A new alternator also pumps out 590 watts, 13% more wattage than last year's 475.
More improvements
The base Apex also now features a new Monoshock RA II 128-inch long suspension. This 15x128x1.25-inch track with open windows is stretched from the normal 121-inch Yamaha track length, but not quite as long as the LTX machines with their 136-inchers. Bump-bridging capability is increased and "pitching" that is common on the 121-inch 4-strokes is decreased. More importantly, the ponies from this more powerful engine are more effectively put to the snow as this track hooks up much better. Driving the track are anti-ratcheting extrovert drivers. You'll also notice that the new tunnel has 6-degrees more tip-up and we are told is lighter as well.
Yamaha also took note of complaints that many of their riders were getting cold due to a lack of wind protection on their machines. Apex now comes with a mid-height windshield with side-flares. It has been wind-tunnel tested to reduce the buffeting that many riders feel at higher speeds and more or less created a protective wind-flow cocoon around the rider. The rider's hips sit about 2-inches higher than on the 2010 Apex machines as well, due to a different seat.
Most of that increase is noted if you sit further back on the seat. Yamaha says the new seat was needed to provide enough room for the new exhaust underneath it. The seat also features a roomy trunk.
The thinking behind all the new suspension system, steering, seating, engine and more were aimed at helping the pilot ride longer, harder, and with less fatigue.
2 more Apex models
Yamaha extends its Apex lineup with two other models.
The Apex SE is a premium version of the already pretty heady base Apex, but adds Fox Float 2 shocks up front and a giant "Mega Float" Fox shock in the monoshock rear suspension. The Mega Float shock has a capacity of several hundred psi, but that much pressure won't ever be needed. Yamaha touts this as the first true all air trail suspension.
The monster rear shock delivers an even plusher, more comfortable, clean and premium ride with progressive and a predictable anti-bottoming feel for the rider. Internally it's basically the same as the Float 2, just a lot bigger, basically think watermelon vs. cantaloupe. The Float 2 shocks up front have Fox's negative spring technology that fights stiction and there is more air volume in these than the original floats.
Third up in the Apex lineup is the Apex XTX. This is the stretched version, in that is has the 144-inch Dual Shock CK rear suspension with tipped-up rail. The CK has 40mm HPG shocks with clicker adjustability in the rear shock. This will no doubt be the heaviest new Apex, but may also be the most comfortable as it will bridge bumps well and possibly provide the best hook-up of any of these new models. We look forward to some ride time on each this Spring to help our evaluation.
Both of these new Apex versions get the same power steering system and new 150+ horse powerplant.
Mountain, Touring, Crossover, Utility
For 2011 there is no longer an Apex in the Yamaha mountain lineup. This leaves only a Nytro MTX SE 162 and 153, and the Phazer Mountain available for the deep powder riders. The 162-inch length for Nytro is new, but little else has changed on these models.
The Vector GT and Vector LTX GT get the newer more serviceable A-arms with additional grease zerks, but are otherwise the same as for 2010.
Meanwhile, the Nytro XTX gets a new magneto for 2011. In addition the short-track Nytro SE of 2010 is now re-badged as the Nytro RTX. That gives it the Fox Float X shocks up front, the 11-degree tip-up tunnel and extrovert drivers and Dual Shock Pro rear suspension with 2-way front clicker and 3-way rear clicker shocks.
Finally the utility and touring models remain relatively unchanged with the Viking Pro still being the utility workhouse with its 3-speed transmission, articulating rear suspension, and huge 20x156x1.25-inch track.
Venture GT remains Yamaha's main touring snowmobile with a fuel-efficient 120 fuel-injected engine, Pro Comfort 144-inch rear suspension, and 40mm HPG shocks. The Venture and the uniquely styled Venture Lite round out the touring segment, virtually unchanged for 2011.
Yamaha EXUP engine technology
This technology had previously been used in Yamaha motorcycles and stands for Exhaust Ultimate Powervalve. On the motorcycle side of Yamaha's Web site, Yamaha explains the system this way:
"Many highly tuned 4-stroke engines with 4-into-1 exhaust systems have a flat spot in the mid-range, precisely where the rider needs instantaneous throttle response. This flat spot is caused by positive resonance pressure waves forcing the spent exhaust gases back into the combustion chamber during the valve "overlap" period (when both the intake and the exhaust valves are open).
The exhaust gases dilute the incoming intake mixture, decreasing performance significantly, and causing a flat spot or bog. The flat spot generally occurs in the mid-rpm range because at other engine speeds, the positive pressure wave arrives when the exhaust valve is closed and therefore cannot dilute the intake mixture.
The EXUP system features a computer-controlled butterfly valve located in the exhaust system to regulate the exhaust pressure waves regulating the flow of positive and negative pressure waves in the system and improving cylinder scavenging at all engine speeds. The wedge-shaped valve is located at the downstream end of the 4 header pipes where they enter the exhaust collector. The valve is operated by a servomotor and is regulated by the ignition computer.
Sensitive to engine speed, the EXUP valve is almost entirely closed at low rpm and gradually opens to permit unrestricted gas flow at high rpm. Improvements include smoother and quieter idle, more power at all rpm, significant low-range and mid-range torque increases, and higher gas mileage. By gradually opening the valve as revs increase, the positive wave in the mid-range is eliminated, yet the exhaust system can "breathe" fully at high revs for maximum power."
Now you know!
This does answer some of our questions, nice find.
peterdb
Lifetime Member
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yes....and to all those who are whining, bitching, moaning, please go somewhere else with your money. THIS IS YAMAHA. love'm or leave'm. ME??? i'm stayin for now
good find indeed!
good find indeed!
SharkAttak
TY 4 Stroke God
not bad
rhoag
Expert
I'm glad someone finally posted something that is positive. I am selling or trading my XTX on a new sled as soon as they drop the price 1,000 to 2,000 mid season next year!!! Just can't decide which one??? For those of us that have ridden the XTX, that Apex with 144" track and more ponies is going to be one of the quickest and fastest sleds out there. You will finally be able to get all the Horsepower to the ground and not just sit and spin. But the se with full air suspension would be nice. Just hope i'm not going to do Yami's R&D on some of the new stuff. I can see the forum one year from now "another frozen exup and burnt cyclinder" LOL
thephast1
Extreme
Based on just looking at the Yamaha site, I am really surprised by how much was actually changed on the Apex. It looked like it is same old same old but this write up sounds like they changed quite a bit on the sled.
journeyman
Lifetime Member
- Joined
- Nov 27, 2005
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- Snowmobile
- 2007 Attak GT
- LOCATION
- Prior Lake,MN
Yes, the Apex XTX looks like that would be my choice. The red one is sharp. Kind of liking the black lately though like the SE is offered in. I liked this years black Apex and the Nytro line too in black.......looks good with the all black Klim gear which I currently wear. Some might say that Yamaha is going for the middle aged and older crowd with these premium sleds but I have a new neighbor that is in his 20's and grew up in Houghton, MI. He just dumped his 2006 sno pro IQ and actually wants to buy a Nytro. He says he has ridden the 4 stroke dirt bikes and it sold him on 4 strokes. Yamaha has made decent changes each year IMHO. You can't expect a complete re-tooling every couple years.
