As we travelled the state highway straight north towards Thief River Falls, there was more snow in the ditches than what we had seen the past couple of years. The trails were groomed, hard flat and fast. The trees thin out and the land flattens. It all reminds you the how and why the Arctic Cats work the way they do. This is where they test and build them.
We didn’t really know what to expect when we got to Thief River Falls. The snowmobile industry had seen an excellent December and start of January, so we figured the mood should be pretty upbeat. We expected to maybe see a new four-stroke engine, but didn’t know what else. Since the 2010 EPA requirements call for a 50% reduction in hydrocarbons (HC) and carbon monoxide (CO), even more clean technology would be in order.
Would we see any derivative of the new race sled? That would really be asking a lot, there just didn’t seem to be much time to jump from race sled into to consumer production, in any shape or form.
Arctic Cat riders know they’ve got some excellent mountain sleds, great riding trail sleds, capable crossovers, and comfy touring machines. Arctic Cat knows that too, so they’ve capitalized on what they have that works well, and enhanced just about every one of their segments.
The big news from Thief River Falls that day was multi-faceted; lighter longtracks, a new top-cat turbocharged four-stroke, engine reverse (yes!) and twin spar Bearcats. But wait! They didn’t forget or ignore the calls for a lightweight sled, something to please the Firecat riders who weren’t ready to become veteran trail riders quite yet. And to top if off, one of the neatest innovations in years that should have came out, well, years ago.
Arctic Cat wasn’t about to let Ski-Doo run off with all of the “lightweight” thunder. They’ve been the lightest for quite a while, so this XP thing kind of didn’t sit too well with them. They had learned first hand some of the issues with making a sled so light, as their Firecat was one of the biggest platform weight reductions the industry had ever seen. Yet, they knew they could make their machines even trimmer.
So what the M-Series mountain guys get for 2009 is a twenty-two pound weight reduction. About ten of these pounds come from the addition of electronic engine reverse, and getting rid of the mechanical reverse in the Diamond Drive. Yes, it appears Arctic Cat came to some form of technology trade or agreement with Ski-Doo to let them use the push-button reverse. No official word, but that was the understanding. Cool, we’ll take it.
One of the things a rider will notice when they hop on a M-Series or Crossfire is how tall the handlebars are. Great for stand-up riding, but ape-hangers for sitting down. How does a manufacturer keep everyone happy? Take a cue from NASCAR and give them a telescopic steering column! No crap, this is one of the best innovations in years. You can adjust the handlebars vertically, on the fly, with a spring-loaded clip that gives you a total of four inches of vertical movement. Lift the bars for standing, drop the bars for sitting, set them anywhere you want them. It is awesome to use and you wonder why it took so long. The catch? It’s only on the M-Series and Crossfire Sno Pro models. Cool, we’ll take that, too.
“Back in Black” was the next theme. Bad-ass, kick your butt, mean-looking, they all apply. Arctic Cat likes having the biggest, baddest sled in town, and they almost couldn’t keep the grin off their faces when they pulled the wraps off of their 177 HP turbocharged and intercooled Z1 engine fitted into a knarly-looking F-chassis. They call it the Z1 Turbo, we call it the King of Cats. Torque you ask? 121 foot-pounds, broad and as flat as the land around Thief River. Now remember, this engine will make this same power at ANY elevation. None of this 3% per 1,000 feet loss in power. That means no clutching changes when you go West. No carb jets to mess with. Turn the key, pull the trigger, hang on. Cool, we’ll take it!
What about the meat of the market, the trail riders? This is the bread and butter segment, where most of us fall into (SnowTech readers are about 70% trail riders, 25% mountain riders, and 5% uncommitted). How would Arctic Cat improve upon their great riding F-Series sleds? Could they make the Firecat fans happy?
According to Cat, they wanted to improve the handling of their F-Series sleds. This was the single biggest complaint from their following. We couldn’t really disagree, as we always swap out the skis as soon as we burn the stock carbides off them in early December.
Remember how last year when they came out with the T-Series touring version of the Twin Spar platform that they had “tipped” the chassis forward? Same basic deal here for 2009 with their F-sleds. The whole chassis has been tipped forward around the drive axle to give us more ski pressure and more responsive handling. Sweet, oh so sweet. Just what the doctor ordered.
We then realized the Firecat lovers weren’t going to respond like we did. They wanted a agile rocketship, and the F-Series was standing solid as the better trail sled. So, onto the Crossfire models. We didn’t expect much change here, really. Imagine our shock and pleasant surprise when the Crossfire was both shorter AND longer. Say what? The overall sled length was shorter, but the track was longer! Really?
Sure enough, Arctic Cat had seen the same requests as we had for something in between the 136” x 1.25” sleds and the all-out mountain sleds with 2” and taller tracks. Thus, the 2009 Crossfire was being stretched to 141” track length. Un-coupled, mind you. This takes the ratio of the Crossfire from a 70/30 to more like 60/40 on-trail/off trail. If we could only get a 1.5” track to make it a true 50/50……..
Introducing the 2009 Crossfire Sno Pro, fitted with a 141” x 1.5” track! And, telescopic steering column, shorter overall sled length, push-button engine reverse and all of the ten pounds of weight reduction that affords.
We were reeling in delight to see somebody agreed with our call for a sled to “fill the gap”. Then a picture of a Firecat was up on the big presentation screen. Yes, a Firecat. What the heck?
They proceed to explain how there were riders that wanted a model with blistering acceleration and maximum top speed, but with improved handling, stability and rider-forward ergonomics over the Firecat. Hmm. Isn’t that what the Crossfire was, but with a longer track?
Yep. Cat knew that, too. So here we have the all-new Crossfire R. This is a rider-forward Crossfire with a 128” track length, 15” wide. The new-age Firecat, rider-forward ergonomics, better stability and handling, but not as heavy and solid as the F-Series. Clever, very clever. They had been busy up here.
Ahh, if you have a new turbocharged engine you have to use it in an all-out touring sled, right? So many trail riders are getting older and want more luxury and comfort, but don’t want to give up their beloved throttle. We’re all adrenaline junkies, admit it. That’s what the throttle is for. So when we next were introduced to the new Z1 Turbo Touring models, we all thought “Canada”. What an awesome big-trail sled for overnighters.
We were about ready to get up and analyze the new hardware, but the Arctic Cat product leaders weren’t done. How dare we come into their house and expect so little?
The good old three-cylinder Suzuki 660 was obviously missing. The international markets are heating up and filling in some of the gap created by the slowly eroding sales in North America. Smartly, Arctic Cat has filled that gap as well with new Z1-based Bearcat utility models. We call them utility, the rest of the world calls them normal (we’re the weirdos by their standards). Take a Twin Spar chassis with the Z1 four-stroke, beef it up and you have a do-all go-anywhere snowmobile that the rest of the world will embrace. Yawns from the press indicate they don’t get it. No matter, the Bearcat sells well everywhere else. Things seem to be just fine in Thief River this year.

The 2009 model year marks the 50th anniversary of Ski-Doo snowmobiles. It was 1959 when Ski-Doo built their first production snowmobile. So to celebrate their 50th year of manufacturing snowmobiles, they wanted to really do it big. They wanted to exceed our expectations. Jose Boisjoli, president and CEO of BRP stated, “BRP’s 2009 Ski-Doo line-up reflects what customers have come to expect from us; advanced technologies, cutting-edge design, and intuitive handling that all translate into the best fun you can have on snow.”
Right up to this point in time, it pretty much looked like Ski-Doo was going to carry the 2-stroke banner to the end of the battle. They’re the ones who have pioneered semi-direct transfer port injection (SDI) through their Sea-Doo watercraft and Ski-Doo snowmobiles. And more recently, they’re the ones that have really brought direct-injected two-strokes to the mainstream, again through their Sea-Doo watercraft and their Evinrude line of outboard motors.
We’ve been talking about the coming of direct-injection in the pages of SnowTech for over ten years. It was really a matter of “when” instead of “if”. Part of the problem was letting the technology catch-up to the requirements of snowmobile engines. Outboard engines don’t spin at as high of RPM levels, so the injector technology needed to be “brought up to speed”, so to speak.
When Ski-Doo (BRP) purchased the OMC engine line and took over the manufacture of Evinrude outboards, they went to work and brought the world E-TEC, their own version of voice-coil injectors that quickly injected the fuel directly into the combustion chamber after the exhaust port was closed. This was the key to bringing the emissions of a two-stroke engine down to 4-stroke levels.
E-TEC has proven its capability in the marine world, and allows users to keep their two-stroke weight advantage over 4-strokes. So even though we expected to see an E-TEC snowmobile, it wasn’t until last year at the Clean Snowmobile Challenge that the writing was on the wall. The team from the University of Idaho won the CSC last March, using a (base) Ski-Doo 600 SDI engine that had been modified with a new cylinder head and E-TEC injectors. We were almost there.
Even so, it was still a shocker to get an e-mail in January, announcing the 2009 MX Z TNT fitted with a 600 H.O. E-TEC engine. It was even more of a shocker when one was dropped off at our shop only a couple of days later.
Instead of repeating all of the specs and stats, suffice it to say that you will never think of a two-stroke snowmobile engine in the same way after you experience one of these. It starts first pull, every time. The E-TEC engine is fitted with all new electronics, and it pulls over very easily and starts with as much ease. Most any 10 year old should be able to fire one of these up. When it starts, it sounds like a 4-stroke. With E-TEC, the engine runs using a “stratified” charge at idle (and all the way up to about 3500 RPM). A very small amount of fuel is injected into the cylinder right before the spark, so it combusts before it has a chance to disperse. This means it runs using 1/3 of the fuel of normal, or put another way, it idles using the fuel of a 200cc engine. It idles at about 1100 RPM, and you’d swear it was a 4-stroke by the way it sounds.
Then as the engine RPM comes to (about) 3500 RPM, it switches over to the “homogeneous” mode, or power charge. Here, fuel is injected into the cylinder where it mixes with air for a split second before combustion. The mixing with air is where the “homogeneous” term comes from.
Bottom line, there is almost zero smoke from this engine. Almost zero smell. Depending on how you ride, you will get 20 miles per gallon. Seriously. And the oil tank will last at least twice as long, and even longer, depending on how you ride. Since no fuel is going through the crankcase, the oil isn’t being washed away. An electric oil pump controls oil flow, to the crankcase and the E-RAVE.
E-RAVE? This feature is almost as important as the direct injection. Like the 800 R engine, the 600 E-TEC is now fitted with a three-dimensional RAVE valve. Instead of being open or closed, the E-RAVE has three levels of opening, with a main center guillotine valve and two additional “finger” valves on each side for precise exhaust port control. So instead of open or closed, there is open, mid, and closed. You really have to get into the throttle to get it to open all the way and have the power really come on, and this is part of why the E-TEC engine also gets such outstanding fuel economy.
We pretty much thought E-TEC was going to be the story from Ski-Doo for 2009, but it’s only half of the story. We had heard rumors of some XP-looking sleds with wider body work and four digits on the hood. Seemed like they were going to bring back the 1000 SDI in an XP chassis, at least that made sense. Or, did it?
Ski-Doo does their research, and their number crunchers told the marketing types that the 4-stroke market was continuing to grow. It had grown from only 19% of the market in 2006 to 27% of the market in 2008, and was projected to be almost 36% of the market for 2009. Ski-Doo also learned that the number one reason a snowmobiler didn’t buy a Ski-Doo was because they preferred a 4-stroke. So what were they to do, just sit back and watch one-third of the market buy something else?
BRP and engine manufacturer Rotax have seen this one coming, and have been getting ready for this day. Last year they gave us a 399 pound 2-stroke TNT, and for 2009 they give us a 499-pound 4-stroke; the 2009 MX Z TNT 1200 4-TEC.
Rotax has built us a snowmobile-specific 4-stroke engine with 1170cc, an in-line triple, with chain-driven dual over head cams. Power is right about 130 HP, and the torque is very wide and broad, thanks to the extra displacement. The sound of this engine is unique and refined, yet very performance oriented. Kind of like a European sports car more than a sport bike. Like you’d expect, it is clean, quiet, smooth, and with handling that will really open your eyes. Yes, you can tell it is a 4-stroke, as there is more weight in front of you than a 2-stroke, even ones that weigh more than the 1200, but you have to be impressed that Ski-Doo came to the table with E-TEC and a serious 4-stroke, all in the same year.
We’re not even close to being done yet. With the release of the XP platform last year, there were still a number of REV-based sleds in the line up. Now we’re told the XP platform is simply a variation of the REV-X platform, and that there are two more variations of the REV-X platform; the REV-XR and the REV-XU. The REV-XR designation is pretty much the muscular variation that was designed to house the new 1200 4-stroke, and the REV-XU is a new lighter utility variant of the REV-X found on their Expedition sport utility models.
This is where the all-new GTX models come from. A REV-XR chassis, which is a wider version of the XP, designed to handle the 1200 4-stroke and the extra rider. With the extra eight inches of legroom, there is plenty of room for driver and passenger and plenty of cargo; 70% more storage capacity than on the REV. The styling of the GTX models takes the stealthy-appearance of the XP to new heights, and new levels of luxury.
So for 2009, Ski-Doo offers a full compliment of EPA-compliant engines and technologies, and a host of carbureted models in the form of the 500SS and 550 fan-cooled variants. Suspension packages range from the lower cost gas-cell shock models to the spring-only X-packages, with more engine options than ever before. That’s the trick; it’s your choice, 2-stroke or 4-stroke. Now they have it all, and so can you.

We still remember vividly, as if it was just last year, the new snowmobile introduction of the Polaris Fusion and IQ RMK models. That was what, 2003 model year, and here we are at the 2009 new model introduction. As we look around the room, some of the faces are familiar, but many of them are new.
Instead of trying to convince us how good their new sleds were, they now are confident they are on the right path. Customer satisfaction index ratings tell them what they need to know; their build quality is much improved, their buyers are so much more satisfied with the performance, reliability and quality. The last one is what they firmly believe will be their ticket back to fame.
Good thing, because their snocross dominance hasn’t exactly translated to big time sales. Maybe it was a race promoter who first said “win on Sunday, sell on Monday”. Polaris just hasn’t been able to really capitalize on their race success.
Much of their efforts the past couple of years has been aimed towards the future. They firmly state their commitment to the snowmobile market, as being their “core” element of the business, even though ATVs have been more profitable the past several seasons.
The quality theme continues for 2009. They want every sled they send out the doors of the factory at Roseau to work properly and meet (and exceed) customer expectations. That means what they build is engineered, tested, validated, and built to last. No half-cooked calibrations, no guessing as to what flyweights or springs, no corner cutting, no more excuses. They’re serious. They’ve listened to their customers, and have developed sleds built to the strictest manufacturing quality standards.
The tone for the 2009 new model introductions was relaxed, almost casual. Welcome to Roseau, enjoy our new sleds, tell us what you think. They’re all ears, asking many questions, and actually want to know if there is something they’ve missed or are off the mark with.
Currently, Polaris has the most powerful engines across the board in the two-stroke world. Their 600 CFI with 4 injectors makes 125 HP; their 700 CFI makes 140 HP, and the wicked 800 CFI wails at 154 HP, all best in class figures. 2008 saw the limited introduction of the new 800 twin with Cleanfire (transfer port) fuel injection, and 2009 sees an all-out expansion of this engine size across the board into many different models, from trail to crossover to mountain. The 800 CFI will be available in nine models in three distinctive segments, from performance to crossover to mountain. This much we expected.
What we didn’t expect was to see a new 600 CFI, this one with only two fuel injectors. The intent was to provide a clean, yet economical 600 with better fuel economy and slightly less power.
Polaris has also found great success with their stripped-down IQ Shift models. They’re great value sleds, providing plenty of performance for the price, and providing a great sled for riders to build their own version of what a snowmobile should be. No frills, just excellent performance. For 2009, Polaris has expanded upon the IQ Shift theme with many more Shift models to choose from, including a new 136” Shift to fill the crossover demand for a value sled, and an all-new 550 IQ Shift! Polaris is now offering a lot more accessories for these unbranded black sleds, but we wonder why they don’t offer any of them with a red hood. Oh well. Now you can choose from a base level Shift, a “standard” issue IQ model with more color and graphics and features, or step up to a pimped-out Dragon version with all the bells and whistles. Different levels of performance and features for different prices.
Polaris also continues to enjoy a solid following in the West with their RMK models. Continuing on the theme of doing what they know best, we find even more RMK models to choose from. The intent here is to give riders sleds that target their specific needs. The 800 “Assault” is one of them, which Polaris calls the first true production backcountry/freestyle snowmobile. From the long-travel suspension to the handlebars, the entire sled is built for riders who take a stock sled and beef it up for their style of riding; jumps, fall-aways and extreme terrain. Shift RMK models now total three, with two track lengths and two engine sizes.
One curious addition to the Polaris line is the 800 Dragon SP, and it truly is “special”. More than an 800 Dragon, this sled adds even more lightweight trickery for maximum acceleration and maximum performance. Trick shocks not only look good, they work even better. This sled showcases the IQ platform at its finest, and it really works well.
Polaris has trimmed their new model offerings for 2009, making things easier on their dealers and consumers. Instead of trying to be everything to everyone, they’re concentrating on what they do best. By our count, there are now 30 models to choose from, including the kid-sized 120 Dragon. One way they’ve accomplished this is by getting rid of all of the 700 CFI models, with the exception of a single 700 RMK 155”. Instead of having 600s, 700s and 800s in various models, they’ve went to 600s and 800s. Also gone are IQ LX models with the Polaris version of the M-10. Instead, Polaris is going to try to sell their dealers and riders who want a sled like this to go with one of the Switchback models, using the argument that they will still get a premium ride with electric start now standard on all Switchback models (isn’t that curious). Standard Switchbacks even come with a decent mid-height windshield in an effort to satisfy more of these riders. We’re not so sure about all of this, but getting rid of models from the line-up has to be a good thing. Positioning the Switchback as a premium ride quality model in addition to its on/off trail capability is curious, and true crossover riders still have the Dragon Switchback models to choose from.
It seems like everyone is paying more attention to the expanding international market, as Polaris has a new Widetrack IQ for 2009. This workhorse now combines capability with ride and handling, features that we’re not used to hearing in the same sentence. European and Russian buyers flock to sleds like this, as they use them in far broader conditions with far wider expectations that we do here in the states.
What about our calls for a 50/50 sled, something in between the 136” x 1.25” Switchbacks and the RMKs with longer tracks and 2”+ lug heights? Polaris gives us several options, but nothing squarely like what we asked for. We can put a 1.5” track on any of the 136” Switchbacks, or we can take a 144” RMK Shift (600 or 800) and install a lower lug 1.5” track and get there. That’ll work.
What about EPA compliance? Polaris is actually sitting in a good position. 2010 calls for a fleet average of 50% reduction in hydrocarbons (HC) and carbon monoxide (CO). Take the cleaner CFI engines, along with the new two-injector 600 that replaces the carbed 600, and then add the FS and FST four-strokes and they should meet the required averages. It all adds up.
One thing that surprised us was the obvious omission of the one-year wonder 600RR. The consumer version of the race sled that so many riders asked for just didn’t see many takers. Maybe the high price tag scared them off, maybe they just buy old 440 racers and build what they want. Used 440 race sleds go fairly cheap, what else are they good for? We have to wonder if this is what the freestyle riders do when it comes to building a sled to their liking. Time will tell.
What we’ve really noticed is how the running quality and consistency of the Polaris sleds has come around. Out of the box, they work well. No nickel and dime issues like we were used to. They’ve taken this quality thing to heart, and truly believe it will bring them back to where they want to be. We agree, to a point. It will also take technology and innovation to light a fire in the hearts of the riders. We want reliable sleds that work right the first time and every time, but we also want a sled that excites us and thrills us. Their new 800 Dragon SP does just that. Now that they have the quality thing under control, we wonder what they’ll do next.

Even though snowmobile sales have declined the past several years, Yamaha has been able to increase their sales and gain market share. The way they have it figured, their growth will continue. Here’s the logic; there are 1.6 million registered sleds in the US. Only about 60,000 of them are Yamaha 4-strokes.
Back in 2003, only 40% of snowmobilers said they would consider buying a 4-stroke. Fast forward to 2007, and now 77% of snowmobilers say they will consider buying a 4-stroke. Yamaha calculates this out to 1.2 million prospective customers! And yes, these riders have indicated that they will buy new again.
Combine this with the fact that, as an industry average, only 20% of buyers are “brand switchers”. But when it comes to Yamaha, over 40% of their buyers come from other brands. Yamaha’s sales and market share has more than doubled in the last three years!
Coming into 2008, Yamaha had targeted the rough trail rider as their next conquest. They had strong (industry leading) sales in the “power trail rider” class and the “trail cruiser” class, but they were at the bottom when it came to the rough trail rider. Thus, for 2008 they introduced the FX Nytro in an effort to get some of these riders onto team blue.
During this time, Yamaha has been racing their 4-strokes, helping them develop their rough trail product, but also identifying with the rough trail riders. These riders believe racing is important to prove the value of technology, more so than the average snowmobiler.
So here we are, 2009. Yamaha wants to continue their growth with their 4-strokes, but most especially with the rough trail riders. To that end, they are committed to show customers that their sleds meet their core needs and deliver a unique advantage that the competition can’t (or hasn’t) delivered.
Core needs? That’s a term from market research as to what snowmobilers want and expect from their sleds; performance, handling and ride comfort. Think of them as the three main food groups of most every snowmobiler. Without any one of them, you tend to starve.
Add to this the “Yamaha Advantage” of gas-and-go riding. As a fleet, Yamaha claims the best fuel economy, the best reliability, the best resale value, the lowest EPA ratings, and the lowest cost of operation. Yamaha thinks of these benefits as a feature with no specifications, or “better by design”. Like we said, gas-and-go riding.
That’s the theory behind how Yamaha aims to get more of you to buy one of their 4-strokes. For 2009, they are expanding upon their desire to better penetrate the rough trail riders with an expansion of their FX Nytro models.
Derived from their race program, the FX Nytro models are designed more for the rough terrain than they are the more trail-friendly Apex and Vector models. On the FX Nytro models, you are in more of an “attack” riding position, more vertical and less seated. The entire sled is designed around this riding position, prone to better take on the rough terrain.
So to expand their rough trail appeal of the FX Nytro, Yamaha wanted to improve the ride comfort, handling, rough trail stability and off-trail capability. If this wasn’t enough, they also wanted to increase the top speed and acceleration of the FX Nytro. Seems like a tall order, right?
We really expected Yamaha to take the easy way out and simply make a 136” Nytro and be done with it. Silly us. Instead, they took it to the next level and made their do-all FX Nytro XTX an even longer-tracked sled with a 144” track length! They wanted a 4-stroke crossover sled that was a true hybrid between rough trail and mountain.
The end result is a sled that corners like a 121” Nytro, with tipped-up rails that make it act shorter on hardpack, yet the full length is in contact when the snow gets deeper. Short track cornering, with mid-length bump bridging, and long track flotation. Did you catch that? It corners like a 121”, takes bumps like a 136” and floats like a 144”.
This is a fully-coupled rear suspension with a more pronounced six-degree tip up to the rails, making it more effective. Combined with a new tunnel, it flat out looks better, corners better, rides better, and yes, gives us a sled that works well in a far wider range of conditions.
One of the biggest differences is found in an all-new front suspension geometry. This new arrangement has much less bump steer, less caster angle and more trail, aimed at making the sled more stable and less responsive to the steering input. “Slower” steering would be an accurate description. 2008 FX Nytro models are known for their “twitchy” handling, great for short-tracked race courses but not the best for high-speed trail riding.
We put the XTX through the paces and found it to be a delight to ride, better all-around in all but the tightest conditions compared to our 2008 FX Nytro. The front end changes were amazing, better matched to the way we ride and the way this sled will be used in the field.
Yamaha also integrated this new front suspension design into their FX Nytro and Nytro RTX models, along with additional changes that best matched the 121” versions. Let’s just say that those who wanted more of a trail sled and less of a race sled out of their Nytro will be pleased with the changes in manners. It corners flatter, doesn’t shake its head at you as much when you get out of the throttle, and gives you added confidence of what the sled is going to do.
Yamaha has done a great job at segmenting their models. At the top we have the four-cylinder Apex models with their 150 HP fuelie under the hood. Next comes the three-cylinder FX Nytro models with 130 HP and a more aggressive stand-up riding position. Then we go back to an Apex (Deltabox II) chassis with the RS Vector models, better suited for sit-down trail riding than the FX Nytro options. And for those who want a smller and lighter four-stroke are the Phazer models, powered by the fuel-injected 500cc twin.
Once you grasp the engine sizes and power differences, then we can move onto the suspensions and sled capabilities. You will find base models as the “value” options in each engine size. Above this we have “GT” versions, better suited with features aimed at Groomed Trail (GT) applications. Then we have “RTX” versions, which are the rough trail calibrations that better resist bottoming but admittedly are not as compliant for the sit-down trail rider. These are all 121” track length options.
Next comes the “LTX” versions, which means a 136” longer track for added bump filtering and off-trail capability. The FX Nytro XTX shakes this up some, with its 144” track length, so it’s not an “LTX”. And then we have the “MTX” designation reserved for the deep lug, longer tracked mountain sleds. Combine the model name (engine size) with the suspension/feature/track length designation and you can pretty much figure out what each and every one of their models is designed to do, and how powerful it will be. 2009 also brings us the FX Nytro RTX SE, a tricked-out sled with premium suspension components, only offered in the spring
The odd ducks here are the Venture models. They come in various engine sizes, from the 80 HP Phazer engine in the Venture Lite to the new Apex-inspired RS Venture GT, fitted with a touring-tuned 120 FI engine, based on the engine from the FX Nytro. The power of this version is linear and smooth, not the stick of dynamite the FX Nytro has under the hood. We rode this sled with this engine and it is an ultimate four-stroke cruiser.
For 2009, Yamaha has a full compliment of four-strokes to satisfy most anyone and everyone. From the proven Apex and Vector to the lightweight Phazer and the race-inspired FX Nytro, and now a flagship fuel injected RS Venture. Buy any of them in the spring and get an extra three years of warranty, for a total of four years. No deductable, transferable, covers the whole sled. No wonder Yamaha keeps growing and growing.