1997 yamaha vmax 600 xtc

Are Yamaha's power of 10, all-new models (30 overall) strong enough tocut into Polaris' dominating power of 40-something models? Not entirely,but in the one-on-one battle of personal sports/touring sleds, Yamaha appearsable to hold its own with the all new Vmax 600 XTC. That's if you compare it to Polaris' XLT model with XTRA-12 suspension.

What the new series of Yamahas has going for them is the same thing thathas made Polaris the leader in sled sales - a nifty trailing arm front suspensionand an evolved long-travel rear suspension. Like the XLT's XTRA-12, Yamaha's ProAction Plus X rear suspension is designed for comfort first and handlinga close second. In overall rankings, our test riders gave the XTC the samerating as the XTRA-12-equipped Polaris XLT Limited. However, despite Yamaha's recent turn to a trailing arm front suspension, our test riders ranked thePolaris IFS a point better than the new Yamaha front end. They rated thePolaris IFS an "8" or "very good" and gave the Yamaha a "7" or "good" out of a potential perfect "10"(which equals "the best ever made").

The rear suspension that we experienced in last year's Vmax 600 XT has evolved into a very supple system. Suspension travel is virtually identical in both the Yamaha "X" suspension and Polaris' XTRA-12. Yamaha has up to 11.5 inches and Polaris offers up to 11.6 inches. Both designsutilize nitrogen gas shocks. Yamaha features rebuildable, aluminum-bodyshocks to help keep weight down. But like the XTRA-12, the ProAction PlusX is a next-generation suspension with linkage front to rear to better handlemoguls and severe bumps. As a bump deflects the front arm, links translatethe jolt to the rear suspension componentry and essentially prepare the rear control arm to absorb the bump, virtually eliminating any harsh suspension rebound.

One key to the ProAction Plus design is the near-horizontal mounting of the rear shock that maximizes the shock's piston travel. The Plus X suspension also greatly benefits from premium features like six needle bearings, 18 high-density bushings and seven grease zerks so you can keep the suspension lubricated.

All of the new Vmax models are outfitted with ProAction suspensions.But be advised, not all ProAction suspensions are equal. For personal sportsriding, the Plus X is our pick. The standard ProAction Plus, while verygood, does not have all the premium bearings and was not rated as highlyby our test riders. Yamaha's premium sports suspension, the ProAction PlusSX used in the Vmax 600 SX, actually has less suspension travel front andrear but was rated highest of the three ProAction rear suspensions.

Bottom line? The Vmax 600 XTC rides impressively well. In our test riders' evaluations it was comparable to the XTRA-12.

Up front, the Vmax 600 XTC delivers up to nine inches of overall travelfrom the new trailing arm design. The direct competitive target, the Polaris XLT with XTRA-12, offers an inch more travel and was rated slightly higherby our test staff.

In concept, all three existing trailing arm suspension designs, whetherfrom Yamaha, Ski-Doo or Polaris, reflect a heritage established by Polaris'TX-L Indy from the early 1980s. Evolution has occurred, primarily in locatingpivot points, length of suspension arms and shock absorber upgrades.

Yamaha may have been gunning for Polaris in its suspension, but its approach to the XTC engine and drivetrain is worlds apart. Here, Polaris opts for a three-cylinder engine,while Yamaha goes with lightweight twins in the 600cc category. Despitethe specifications, which look very similar to last year's, the XTC's 600cctwin is all new. With a bore/stroke of 74.8mm by 68mm, the new two cylinderengine displaces 598cc. The down stroke with all of the new motors producesmore power, better cooling, greater durability, and overall improved performance.For heat dispersion and smooth operation you'll find nicasil cylinder platingstandard. Triple exhaust porting improves overall performance and dual 36mmflat slide Mikuni carbs ensure consistent throttle response.

There is a little room for improvement under the all new and very narrow XTC hood, and that's where you can opt for dual pipes from an aftermarketsupplier or, we expect, official Yamaha-designed "GYT" kit pipesto boost power on this standard 100-something twin.

The XTC is a substantial upgrade from last year's popular XT series.The engine is new. The rear suspension is a next-generation, though similardesign to the original XT. The front suspension is new and substantiallyimproved over the telescopic strut suspension, which is all but dead forfuture premium Yamahas.

What you get with this new sled goes beyond the dry specification sheet.Yes, you'll see a spec for a 42-inch ski stance, but you won't see whatmakes the new design work, namely the new die-cast aluminum bulkhead subassembly. Claimed to add stiffness without adding weight, this feature is unique toYamaha's new Vmax models. The specs also won't tell you about the new hooddesign that reduces airflow at top speed, or the new lightweight construction material.

You will see references to a new hydraulic disc brake, but you won'tsee anything telling you that it scored an 8 out of 10 points with the AmericanSnowmobiler test crew. Only Arctic Cat's Wilwood hydraulic disc brake scoredhigher. In short, the new Yamaha disc is on par with the competition. Weespecially liked the light feel and felt comfortable with "one-finger"operation on the dog-leg shaped brake lever. This is stuff that doesn'tshow up in a sales brochure.

Neither is overall performance. In the deep, wet and heavy snow of Stanley,Idaho, this past March, we found that virtually all of the Vmax models withthe new 600cc twin were comparable for about the first 100 feet. From thereon, the high performance 600 SX was noticeably faster and quicker. The 600XT and 600 XTC were essentially identical in performance with a 76 mph topspeed in 1,000 feet. The SX hit 78 mph in the same distance.

So, is the Vmax 600 XTC a worthy response to Polaris' XLT with XTRA-12?Overall, yes. For Yamaha, and everyone else at this point, Polaris is thesuspension leader and the target. But the Vmax 600 XTC is not a PolarisXLT clone. It has a similar ride. The suspension systems bear a resemblance,especially up front. We expect that the performance will be similar. Butoverall, the Yamaha has its own identity to differentiate itself from thecompetition. And, with a three-year warranty, we figure that Yamaha hascovered the consumer as far as any potential trouble spots that might arise.

Bottom line, the XTC is a worthy competitor and will rightfully gaina strong following of snowmobilers who want the latest and one of the lightestpersonal sports touring sleds available.

1997 Yamaha Vmax 600 XTC

Overall Height: 48.4 inches
Overall Length: 108.7 inches
Ski Stance: 42.1 inches
Engine: Suzuki 598cc, liquid-cooled, 2-stroke twin, piston reed valve
Clutch:
Primary: 3 Swing Arm
 Secondary: Torque Sensing
Suspension Travel:
 Front: Independent, 9.0 inches
 Rear: ProAction plus X, 11.5 inches
Fuel Capacity: 12 gallons
Key Features: Hydraulic disc brake with separate parking brake, adjustable hand and thumbwarmers, auto fuel shutoff, plastic ski skins, speedo, tach, odometer, trip,electric fuel gauge, oil light and temp. light.
Optional: electric start,reverse, rear view mirrors.
Retail Price:
$6,499 (base)
  $6,799 (electric start)
  $7,099 (electric start/reverse)