Looking at the picture on the yamaha site it looks like it got a front grab bar like the Nytro/Phazer. So that makes me think its an 100-110 hp class sled in a Nytro style chassis with some less weight (adding to the current line-up, not removing any current sleds) because I dont think there really is a need for an 160HP pure Ditch Banger... (Phazer 80HP, "Blank" 110HP, Nytro 140HP)
jaredXwoodsman
Newbie
Auskins said:
I went to open the page and go "This page is no longer available!". Maybe they were showing something they wouldn't be. Or It's just an error.
jaredXwoodsman said:
It was just a link to the picture saying new 09 sled friday on its own (right click and view background image. Already posted on the first page but here it is again http://www.yamaha-motor.com/sport/produ ... /home.aspx
anyway, if they do do that it would leave a nice spot for an 170HP sled...
morrisond
Expert
From two great sources it's an 165-170 Hp Apex replacement. 1050 Nytro engine with Variable Valve timing.
SledFreak
TY 4 Stroke God
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If they bring anything, then that would be my prediction and I have said that all along. Can you say F1000 and MachZ Crusher.
number1kyster
TY 4 Stroke God
No kidding the 150hp apex can run real well in the quarter mile wit hthe f1000 and the mach. Just imagine a lighter version with 15 hp more.
SledFreak
TY 4 Stroke God
- Joined
- Feb 7, 2005
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- 5,514
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- Ontario. Canada
- Country
- Canada
- Snowmobile
- Current 2020 ThunderCat. - SOLD!
number1kyster said:
With the right setup, it can hang with them on top as well.
jaredXwoodsman
Newbie
morrisond said:
Will it be in the Nytro chassi?
Hope they make a 136"!
MR.HAPPY
TY 4 Stroke Master
- Joined
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The only real things the Apex & LTX needs is much better skis, better headlight that you can use both high & low beam, less weight, power steering would be nice, better cooling for the chaincase, better warmers on grips & 15 more ponies!!!
It would be the most perfect sled every built!!!
BR
It would be the most perfect sled every built!!!
BR
NyTrOMaNIaC
TY 4 Stroke Master
I wonder if they're going to release the FX Nytro RTX-X model that Chris had mentioned a while back ?
morrisond
Expert
According to an Dealer who was told by an Yammie rep today:
New 4 Stroke Bravo
New 100 HP Sled based on Phazer(Exciter?)
136" Nytro
Vector Engined Sleds get EFI and 125HP
Apex replacement may not be until 2010 but that doesn't rule out the Apex staying in the line and an 165 hp VVT Nytro the RTX-X showing up for '09 to do battle with the XP800, with the regular Nytro battling the XP600 Etec.
New 4 Stroke Bravo
New 100 HP Sled based on Phazer(Exciter?)
136" Nytro
Vector Engined Sleds get EFI and 125HP
Apex replacement may not be until 2010 but that doesn't rule out the Apex staying in the line and an 165 hp VVT Nytro the RTX-X showing up for '09 to do battle with the XP800, with the regular Nytro battling the XP600 Etec.
if you look at the pictured sled,the skis still look the same 
mxzx550f
Newbie
- Joined
- Feb 1, 2008
- Messages
- 5
morrisond said:
I would really really like a new 100hp sled! I am planning on buying a Mxz Tnt (if they still offer the 500ss one at a good price...I don't have the cash for a DI) next year but if Yamaha has something to offer between the Phazer and the Nytro, it'll be a tough decision for me!
Oh and by the way this is my first post here and don't be scared by my name (mxzx550f), even if I am a doo fan, I'm not here to bash, I really like Yamaha's sled too!
MadMax
TY 4 Stroke Master
mxzx550f said:
I would really really like a new 100hp sled! I am planning on buying a Mxz Tnt (if they still offer the 500ss one at a good price...I don't have the cash for a DI) next year but if Yamaha has something to offer between the Phazer and the Nytro, it'll be a tough decision for me!
Oh and by the way this is my first post here and don't be scared by my name (mxzx550f), even if I am a doo fan, I'm not here to bash, I really like Yamaha's sled too
"WELCOME" Speaking as a looooooooooooooooong time yammie owner.. Since 1966... And a proud owner of a 05 vector... If you choose a 4-stroker you will love the motor.. MM.Attachments
rage man
TY 4 Stroke Junkie
maby yamaha will go 6-stroke
Introduction
Reciprocating engines can either be "2 stroke cycle" engines or "4 stroke cycle" engines. As is known, the difference between the two lies in their succession of four characteristic strokes: in 2-strokes, it is completed in one crankshaft revolution (360º), while in 4-strokes, it is completed every two revolutions (720º).
The traditional geometry of reciprocating engines, i.e. piston, con-rod and crankshaft, determines a symmetrical piston movement with respect to the T.D.C. (Top Dead Centre) and the B.D.C. (Bottom Dead Centre), according to the sinusoidal pattern created by the crankshaft radius or "throw".
In both instances, designers, looking for improved performance, have pushed the valve opening and closing times to extremes. This has been done to maximise the volumetric efficiency of the piston around the TDC: in fact, these are technical compromises made necessary by the variable volume combustion typical of reciprocating engines, the operation of which is based on the crankshaft/connecting rod assembly. In practice, fuel ignition must necessarily begin before the TDC, consequently, the early stage of combustion (the only working stroke of the engine) occurs while the piston is still going up: this obviously results in wasted energy at the expense of the flywheel. This traditional approach is reversed in the new design: basing on the new crankshaft assembly that they have designed, Motor Union engineers offer an isovolumic combustion engine.
The driving shaft no longer has a crank but an eccentric profile similar to a cam: it can therefore generate motion patterns basically different from the symmetric motion of a crankshaft assembly. The piston must follow the eccentric profile because it is linked with it by a roller (coaxial with the piston pin) and by a retainer (a small con-rod guided in a profiled groove in the eccentric).
The roller turns without sliding on the cam profile which, unlike a crank, does not have a fixed radius but consists of a sequences of arcs of a circle, whose parameters can be changed (obviously, in the design phase) to adjust the vertical motion of the piston during each phase (in the intake phase the piston's downward movement is actuated by the retainer).
Why did they want to create an engine in which the piston does not move according to the well-know sinusoidal pattern created by the con-rod - crankshaft assembly? To enable it to follow, more logically and more appropriately, the evolution of the thermal and fluid-dynamic cycles by which it is affected.
The distinctive characteristic of this engine is, in short, that it allows the piston to "stop;" at the TDC and at the BDC for the time necessary to obtain a 6 Stroke cycle, with considerable advantages in terms of consumption and operating smoothness, and without having to compromise like in traditional engines, to the detriment of each stroke.
STROKE 1 - Constant Volume Combustion.
It is the dream of engine designers come true. Ignition begins when the piston is stopped at the TDC. The piston stop lasts for the time calculated by the designers to complete combustion and prevent any back-pressure caused by the spark advance. This enables to make the most of the energy obtained from the fuel, with decreased consumption by up to 20%.
STROKE 2 - Full expansion stroke.
In the state of the art, the working stroke is less than 65% of the total expansion stroke, because of the exhaust opening advance, which determines an over-4% loss of possibly resulting work. In the new design, the entire expansion stroke occurs between the TDC and the BDC.
STROKE 3 - Free exhaust.
This is the first, constant-volume exhaust phase: high-pressure gases are spontaneously evacuated while the piston is stopped at the BDC.
STROKE 4 - Forced exhaust.
In this phase, the exhaust gas is low pressure gas, therefore, the piston will not require a big pumping effort going up towards TDC. Approximately 2% saved energy
STROKE 5 - Intake.
The piston travels from the TDC to the BDC where it stops: the column of fresh gases continues to flow into the cylinder by inertia, until the intake valve closes. The intake volumetric efficiency is increased.
STROKE 6 - Compression.
Complete stroke from the BDC to the TDC. Ignition occurs at the TDC without any spark advance, saving a 3÷4% of the flywheel accumulated energy.
In a traditional engine, ignition always occurs during the compression stroke, applying a back-pressure on the crown of the piston which implies a loss of driving energy.
The Motor Union research engineers have found a simple, cheap way to make the most of the most neglected and most badly wasted of all strokes, the combustion stroke: they did this by modifying the piston motion pattern (fixed and unchangeable in current engine designs, because it is determined by the crankshaft dimensions and con-rod length only), by modifying the driving shaft concept, by introducing revolutionary changes in the con-rod design and, above all, by modifying the crank design which, instead of one fixed length, has different lengths according to the required motion pattern at different times. The proposed system therefore enables to work out an unlimited number of piston motion patterns, tailored to each different application, and to be able to divide each driving shaft revolution into several, rational, operation strokes, clearly defined and well separated; this will not only enhance the essentially important strokes of combustion and expansion, but also reduce the loss of efficiency for all of the following reasons:
Less con-rod pin friction;
Less (negative) pumping work required to let out exhaust gases;
Less back-pressure caused by spark advance;
Constant compression ratio (in traditional engines, during the combustion stroke which happens before the TDC, a volume variation occurs in the combustion chamber caused by the piston movement around the TDC);
Less friction thanks to the smaller number of driving shaft supports in a multicylinder engine;
Full expansion stroke;
According to Motor Union, this design would not totally upset the operation of current engines. On the contrary: it would only be necessary to modify the driving shaft, while continuing to use the same cylinders, pistons, heads and all the timing system parts of current engines. This would enable to still use the know-how acquired so far, and the currently available tools, casting and machining techniques.
The prototypes of a 6-Stroke Engine already built not only confirmed all theoretical expectations but were also relatively easy and cheap to build, lighter and less bulky. Displacement being the same, dimensions were reduced by 35% and, the crankshaft assembly, case and cylinder materials used being the same, the total weight reduction could range between 30 and 50%.
When I was one of the many freshly-graduated engineers still full of daring dreams, back at university, my Machines II teacher used to disillusion us by saying that all sorts of "devilish" variations of the reciprocating internal combustion engine had ALREADY been designed and patented. Is the new Motor Union engine design going to break this "rule" and become successful?
pics
http://www.ducati.com/bikes/techcafe.jh ... l&artID=11
lol that be crazy
Introduction
Reciprocating engines can either be "2 stroke cycle" engines or "4 stroke cycle" engines. As is known, the difference between the two lies in their succession of four characteristic strokes: in 2-strokes, it is completed in one crankshaft revolution (360º), while in 4-strokes, it is completed every two revolutions (720º).
The traditional geometry of reciprocating engines, i.e. piston, con-rod and crankshaft, determines a symmetrical piston movement with respect to the T.D.C. (Top Dead Centre) and the B.D.C. (Bottom Dead Centre), according to the sinusoidal pattern created by the crankshaft radius or "throw".
In both instances, designers, looking for improved performance, have pushed the valve opening and closing times to extremes. This has been done to maximise the volumetric efficiency of the piston around the TDC: in fact, these are technical compromises made necessary by the variable volume combustion typical of reciprocating engines, the operation of which is based on the crankshaft/connecting rod assembly. In practice, fuel ignition must necessarily begin before the TDC, consequently, the early stage of combustion (the only working stroke of the engine) occurs while the piston is still going up: this obviously results in wasted energy at the expense of the flywheel. This traditional approach is reversed in the new design: basing on the new crankshaft assembly that they have designed, Motor Union engineers offer an isovolumic combustion engine.
The driving shaft no longer has a crank but an eccentric profile similar to a cam: it can therefore generate motion patterns basically different from the symmetric motion of a crankshaft assembly. The piston must follow the eccentric profile because it is linked with it by a roller (coaxial with the piston pin) and by a retainer (a small con-rod guided in a profiled groove in the eccentric).
The roller turns without sliding on the cam profile which, unlike a crank, does not have a fixed radius but consists of a sequences of arcs of a circle, whose parameters can be changed (obviously, in the design phase) to adjust the vertical motion of the piston during each phase (in the intake phase the piston's downward movement is actuated by the retainer).
Why did they want to create an engine in which the piston does not move according to the well-know sinusoidal pattern created by the con-rod - crankshaft assembly? To enable it to follow, more logically and more appropriately, the evolution of the thermal and fluid-dynamic cycles by which it is affected.
The distinctive characteristic of this engine is, in short, that it allows the piston to "stop;" at the TDC and at the BDC for the time necessary to obtain a 6 Stroke cycle, with considerable advantages in terms of consumption and operating smoothness, and without having to compromise like in traditional engines, to the detriment of each stroke.
STROKE 1 - Constant Volume Combustion.
It is the dream of engine designers come true. Ignition begins when the piston is stopped at the TDC. The piston stop lasts for the time calculated by the designers to complete combustion and prevent any back-pressure caused by the spark advance. This enables to make the most of the energy obtained from the fuel, with decreased consumption by up to 20%.
STROKE 2 - Full expansion stroke.
In the state of the art, the working stroke is less than 65% of the total expansion stroke, because of the exhaust opening advance, which determines an over-4% loss of possibly resulting work. In the new design, the entire expansion stroke occurs between the TDC and the BDC.
STROKE 3 - Free exhaust.
This is the first, constant-volume exhaust phase: high-pressure gases are spontaneously evacuated while the piston is stopped at the BDC.
STROKE 4 - Forced exhaust.
In this phase, the exhaust gas is low pressure gas, therefore, the piston will not require a big pumping effort going up towards TDC. Approximately 2% saved energy
STROKE 5 - Intake.
The piston travels from the TDC to the BDC where it stops: the column of fresh gases continues to flow into the cylinder by inertia, until the intake valve closes. The intake volumetric efficiency is increased.
STROKE 6 - Compression.
Complete stroke from the BDC to the TDC. Ignition occurs at the TDC without any spark advance, saving a 3÷4% of the flywheel accumulated energy.
In a traditional engine, ignition always occurs during the compression stroke, applying a back-pressure on the crown of the piston which implies a loss of driving energy.
The Motor Union research engineers have found a simple, cheap way to make the most of the most neglected and most badly wasted of all strokes, the combustion stroke: they did this by modifying the piston motion pattern (fixed and unchangeable in current engine designs, because it is determined by the crankshaft dimensions and con-rod length only), by modifying the driving shaft concept, by introducing revolutionary changes in the con-rod design and, above all, by modifying the crank design which, instead of one fixed length, has different lengths according to the required motion pattern at different times. The proposed system therefore enables to work out an unlimited number of piston motion patterns, tailored to each different application, and to be able to divide each driving shaft revolution into several, rational, operation strokes, clearly defined and well separated; this will not only enhance the essentially important strokes of combustion and expansion, but also reduce the loss of efficiency for all of the following reasons:
Less con-rod pin friction;
Less (negative) pumping work required to let out exhaust gases;
Less back-pressure caused by spark advance;
Constant compression ratio (in traditional engines, during the combustion stroke which happens before the TDC, a volume variation occurs in the combustion chamber caused by the piston movement around the TDC);
Less friction thanks to the smaller number of driving shaft supports in a multicylinder engine;
Full expansion stroke;
According to Motor Union, this design would not totally upset the operation of current engines. On the contrary: it would only be necessary to modify the driving shaft, while continuing to use the same cylinders, pistons, heads and all the timing system parts of current engines. This would enable to still use the know-how acquired so far, and the currently available tools, casting and machining techniques.
The prototypes of a 6-Stroke Engine already built not only confirmed all theoretical expectations but were also relatively easy and cheap to build, lighter and less bulky. Displacement being the same, dimensions were reduced by 35% and, the crankshaft assembly, case and cylinder materials used being the same, the total weight reduction could range between 30 and 50%.
When I was one of the many freshly-graduated engineers still full of daring dreams, back at university, my Machines II teacher used to disillusion us by saying that all sorts of "devilish" variations of the reciprocating internal combustion engine had ALREADY been designed and patented. Is the new Motor Union engine design going to break this "rule" and become successful?
pics
http://www.ducati.com/bikes/techcafe.jh ... l&artID=11
lol that be crazy