Transcript
The Ultimate Trail Sled x 3 = Apex ER, GT & RTX
T
he way Yamaha has it figured, this is the year things really start to come around. Literally. With the introduction of the 4-stroke RX-1 in 2003, Yamaha leveraged their massive motorcycle dominance and expertise, and proved everyone wrong who said a 4-stroke snowmobile could never be “high performance’. Ha! But as good as the first rendition was, there is always room for improvement. The motor was the strong point, a four-cylinder derivative of their popular R1 sport bike, spinning at a wild 10,5000 RPM and bringing the sport bike sound to the snow through a rear exhaust. Ease of use, low sound levels, reduced emissions, and just plain being different were all main attractions. But compared to the lighter two-strokes still in control of the market, the RX-1 was rather heavy, somewhat unresponsive in the handling department, and the ride quality wasn’t up to par withy the latest suspensions from the competition.
With each model year, Yamaha engineers started to chip away at the objections. Each time around, the weight was disappearing. 2005 brought us the first completely different rear suspension in years, the MonoShock RA, eliminating any and all ride quality complaints. But what about the handling? Enter 2006, and the all-new Apex line of snowmobiles. Yamaha snowmobile product manager Adam Sylvester identified the challenge before them; “ There were five primary objectives in our product plan for the Apex (ER). First, consumer demand was heavily favoring a rider-forward posture on the sled because of its benefits for handling and rider comfort. Second, we wanted to create a new motor that was more powerful, lighter, and featured fuel injection. Third, we needed to further improve the flat cornering characteristic of the front suspension. Fourth, we had more weight to cut on the sled. And finally, we wanted to wrap it up in a new styling that
Apex GT models are fited with the electronically-controlled Mono Shock EC rear suspension, featuring stepper-motor adjusted compression damping via a handlebar mounted switch. Rebound damping is adjusted via a shock-mounted dial, providing the rider with excellent control over the ride quality characteristics of this unique suspension design.
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delivered improved aerodynamics and give the sled its high performance image.” While Yamaha did well to accomplish these goals, it is the styling that is “over the top”, creating a buzz in the industry that they’ve not been a part of since maybe 1997 (SX 700) or 1998 (SRX 700). For many, they don’t care as much about how fast it is or how well it handles, they want it for one simple yet passionate reason; it looks HOT! How did Yamaha accomplish these lofty goals? They moved the rider forward, integrated their second-generation front suspension, and reworked the four-cylinder 4-stroke
powerhouse to be lighter, more powerful, and the kicker – added fuel injection for lightning-speed throttle response and acceleration. At the core of the Apex’s rider-forward positioning is their new Deltabox II chassis. It brings the rider 2.5 inches higher and 6 inches forward on the chassis. New handlebars are higher and more forward than Yamaha has ever offered, complete with bar hooks that are keyed so they don’t move. The new seat design is also taller, and moves the rider closer to the center pivot point of the machine. The rider positioning is
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not as aggressive (forward) as the Ski-Doo REV models, as Yamaha didn’t want to move the rider so far forward so as to limit the way the machine could be ridden. Rather, they concentrated on allowing the rider to transition between sitting and standing with minimal effort, and for the chassis to be very predictable. This Apex is very intuitive to drive; seasoned riders can get on it and know right away how to make it perform in the corners and the bumps without having to change or relearn how to ride in a new position. Not that the engine was in need of improvement, but one pull of the trigger and
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you’ll be happy they did. Engine performance is improved overall through the Genesis 150 FI. This is more than a set of injectors on the existing engine, it is reworked from the crankshaft on up to deliver a modest peak power increase to 150 HP, with the bonus of being incredibly reliable, clean running and lighter. Yamaha claims an extra five mph on top end, but it is the corner-to-corner acceleration and throttle response that is most impressive. Yamaha’s third goal was to further improve the handling. Moving the rider forward six inches affords huge benefits in chassis responsiveness, as does the second generation front suspension. Developed after the RX-1 introduction, the “Vector” front end relocates the roll center via shorter spindles
and a progressive rate sway bar to better keep the skis planted on the snow in tight corners as well as through high-speed sweepers. Goal four was to further reduce the weight. If there is one valid complaint the 2stroke crowd has against the Yamaha approach, it is weight. Not perception of, but total actual vehicle weight. Yamaha knew this, and had already been through the exercise with the dirt bike crowd. They continue to chip away, here and there, and once again the 2006 Apex (ER) is eleven pounds lighter than the 2005 RX-1. Yamaha claims the dry weight to be 551 pounds, with the tricked-out Apex RTX spec at 539 pounds. While not yet approaching Firecat agility, moving the rider forward does wonders to mask the weight and make the machine feel, as you’re riding
it, to be no heavier than say a ZR 900, Fusion 900, or Mach Z. With the explosive throttle response, it will at times feel even lighter. Last, but not least, was the fifth goal of styling. Yamaha felt it was important to give the Apex models a visual image all its own, and wow! Did they succeed. They pretty much shrink-wrapped the body work over the top of the sled, going after a smaller, sleeker (slash-cut) appearance to make the sled more aerodynamic as well as look mean. The cockpit area also has some cosmetic candy with a new gauge pod that is past being trick, now with a clock function, illumination level adjust, dual trip meters and a barometer reading (so you can tell your 2stroke buddies how to jet their sled so they can keep up).
The Apex class of trail sleds includes the base Apex ER ($9,999) the Apex GT ($10,899 and most likely sold out) the “Rough Trail” Apex RTX ($10,199) and an ER version of the RTX ($10,499). All models share the same basic chassis and engine, with the differences in the front suspension (shock absorber) calibrations and the rear track shock. The Apex GT features a handlebaradjustable Ohlins rear track shock, so you make ride quality adjustments on the fly, electronically, as a small stepper motor adjusts the compression damping. Rebound damping can be adjusted via a shock-mounted dial. Up front are remote-reservoir GYT shocks with adjustable compression and rebound damping; 20 clicks of each give you total control over the ride quality calibration. The Apex RTX features a set of Fox FLOAT Airshox in the front suspension for even greater anti-bottoming characteristics, with the same dial-adjustment on the side of the tunnel as the Apex ER for rear suspension adjustments. Curiously, all three of these models’ rear suspensions, with their rear track shocks set to the median position, are calibrated the same. The Mono Shock RA skidframe works very well, and the range of adjustability is very wide. Set the spring preload for the proper ride height, set the control
rod for the desired amount of transfer, and use the shock dial-adjust for ride quality. It’s that simple, and it works.
Ride Impressions SnowTech test riders have now had Apex test sessions on three different occasions; first at the model intro in January at Hurley, Wisconsin, second at the photo shoot at Daniels Summit, Utah and third at an exclusive test session in the western U.P. of Michigan. Our first experience at Hurley was an act of desperation, as snow conditions downstate didn’t allow for the originally planned test ride. If there is snow anywhere in the state of Wisconsin, it is in Hurley, so Yamaha brought the prototypes there and let us run them hard in the snirt (snow/dirt). Here, traction was an issue at times, but we could instantly realize the incredible potential of the engine and the excellent handling improvements afforded by the rider-forward positioning. Next came the photo shoot at high elevation in Utah. Here, snow conditions were rapidly deteriorating and the trails, while groomed, were of a low frequency roller type, classic G-bumps that allowed us an excellent chance to find the limits of the Mono Shock RA. In these hardpacked condi-
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tions, the engine performance was stunning, especially at that elevation, and handling evaluations were conclusive. After these first two test sessions, we were disappointed that we didn’t really get the chance to ride the new Yamahas in what we would call “typical” trail conditions. Yamaha reps knew this, and they knew we had a new test facility in Michigan’s U.P. just north of their location in northern Wisconsin. We told them, “If you want us to really know how these things work, bring
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them to the U.P. so we can ride them on trails we know for 300 miles in one day. Then we’ll know.” Careful what you ask for. It was during this single day that we have formed lasting impressions of what these machines are truly capable of. These were the same test units we had ridden in January and just a week earlier out in Utah, with little more than a fresh set of carbide (OE) runners and hyfax installed, and the appropriate clutching changes to match the elevation. First impressions are most important. The styling of the Apex models is hot; plain and simple, it’s got the looks that turns heads. They look fast standing still. Hop on the sled and the styling of the cockpit and gauges makes you feel like you just jumped ahead ten years in snowmobile technology.
Turn the key and the Genesis 150 FI comes alive, and it sounds slightly different than the RX-1. Crack the throttle and it spools up quicker, thanks to the fuel injection and lighter crankshaft and modified intake and exhaust timing. The riding position is immediately noticeable, forward but not so far that you’re fighting the handlebars. The steering is very positive, easily the most positive of any stock Yamaha ever. Pushing through the corner isn’t even on the radar. Rather, heavy steering becomes evident as the day wears on. We keep coming back to the engine. The 142 HP of the RX-1 was no slouch, but this thing lights up harder and faster than any other stock sled, ever. The peak power is
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only 8 HP more, but you’re hard pressed to detect much of any difference between it and the 170+ HP Mach Z, at least until you’re into the triple digits. The acceleration reminds you of a mod sled, so quick and so hard, but not to the point of being difficult to control. The smile on your face grows. The rear suspension is capable, but not the only show in town. It is very compliant yet able to soak up wicked size bumps, so we’d call it an awesome bump suspension but not go as far as calling it a jump suspension. A Firecat it is not, so you’re better off keeping the machine on the ground, with airtime at a minimum. For riding on wide, smooth groomed trails we have not experienced an equal to the Apex. It was that impressive. As the bumps
grow and the off-trail riding increases, then there will be a crossover point where the vehicle mass becomes a detriment. The rider-forward seating pretty much makes it seamless to stand or sit with minimal effort, and the difference it makes to the handling is incredible. Engine, ride, handling, now let’s get rid of even more weight. Yes, the Apex doesn’t feel any heavier than any of the 150+ HP 2-strokes, but the F7 is right at 140 HP and is almost 100 pounds lighter…… We hammered on the four 2006 Yamahas for the entire day, ran them out of gas, and wore out the Yamaha test guys with us. By the end of the day we had logged just under 300 miles, completely burned up two tanks of fuel, and we knew if Yamaha delivers production machines that are as potent as what we just experienced, there are going to be a bunch of very happy Apex owners. Hang on tight and enjoy the ride, for thousands of trouble-free miles.
Apex RTX models come standard with Fox FLOAT Airshox (left) for increased resistance to bottoming while Apex GT models are fitted with GYT remote-reservior shocks (right) with 20 clicks each of compression and rebound damping for maximum tuning ability.
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