1997 yamahas

Yamaha's all new 1997 Vmax series of sleds raises the standard for snowmobiling drastically higher than anyone could imagine. The three prototypes that we rode at Yamaha's snow country research center are exceptional, incredible and totally unbelievable.

The prototype Vmax XTC is exceptional with a superior long-travel suspension package that allows up to 11.5 inches of rear travel and up to nine inches of rear suspension travel from the all-new trailing arm suspension. Incredible is the handling of the Vmax 600 SX with a sports tuned version of the second generation ProAction Plus rear suspension and Ohlins shocked-equipped front suspension. Totally unbelievable is the Vmax 700 SX, which eliminates compromise by adding handling prowness to the power of its all-new, lightweight three-cylinder engine. All three Vmax prototypes are fresh designs that are simpler, lower in weight and far better handling than anything Yamaha - or anyone else, for that matter - has shown us to date. When trying to compare the performance of these sleds to the competition, we couldn't. Yamaha has established a new standard that the competition will have to match or get left behind.

What has Yamaha done that's such a big deal? For starters, instead of sniveling about the dollar-yen ration, Yamaha figured out a way to beat it. Designers, engineers, marketing types and finance people set a price target, one that may be on the high side of the competition, but well within reason for the value that consumers will be getting. A weight target was set, along with parameters for performance. Those price and weight targets could not be achieved by bolting pieces onto the existing Vmax series. A completely clean sheet of paper was rolled out. The results are what we rode and what we found to be so exceptional.

At first glance, the new Vmax series of 10 models appears to be simply a Vmax with a trailing arm suspension, hydraulic disc brake and new three cylinder triple. But, there's much more here than meets the eye of a casual observer.

That's the genius of the new models. They look fairly conventional, but Yamaha has created a breakthrough set of snowmobiles using innovative twists on the conventional ideas. Look at the left side of the pan where the plug for the drive clutch is located, for instance? Look how far back and lowered it is in relation to the upper shock mounting bracket. That's a clue as to how low the engine and drive package is positioned in these machines. Lift the lightweight, aerodynamic cowling. Did you notice that the sled's hood shape is 30 percent more slippery due to wind tunnel development? And did you notice the cold air intake for the flat slide Mikuni carbs is behind the windshield to guarantee a fresh supply of clean, cold air? Or did you see the ram air duct that outs outside cold air directly on the all-new hydraulic braking system?

Probably not, because you were too impressed with how neatly the all-new 698cc liquid-cooled triple fits in the engine bay. Compact little thing isn't it? Hard to imagine that this case-reed induction motor with it's triple exhaust ports and three TM 33 Mikuni carburetors most likely weighs less than 15 pounds more than the all-new 600 twin. Yamaha says it will be competitive with the new 700cc class of sleds for 1997. That will include the three-into-one-piped Polaris Ultra, Ski-Doo's MX Z 670, Cat's '96 Wildcat and its expected 700cc triple.

Designed for strong low end and midrange, the new Yamaha triple is not shy on the high-revving end of its power band. Its strength is its quick throttle response, partly due to the new digital electronic system as well, as the efficient way it sucks in fuel, burns it and blows it out.

Our guess for horsepower is 115-120 ponies. Aftermarket tuners like PSI and Bender are going to go mad trying to fit triple tuners in the existing engine bay.

Power for three new engines - the 700cc triple as well as the new 600 and 500 twins - is controlled by ever more effective Yamaha clutching. Once a weak spot in Yamaha performance, the new YSX overdrive clutch system is spot. The primary clutch has 14-degree sheave angles and offers wide pin supports for rollers and weights, the open face drive allows the clutch to cool more readily. The new drive system accepts the double cog v-belt similar to what Vmax 800 owners already enjoy.

Now combine all-new engine and exceptional clutching with a lighter weight snowmobile. Yamaha spokesmen would not say what the exact target would be, but one Yamaha spokesman adamantly insisted the new Vmax series snowmobiles would be lighter in their respective classes. Back in the 1970s, Yamaha's SRX 440 proved how effective the combination of power to weight could be. Yamaha intends to re-educate us all as to the definition of power to weight with a real world example.

One of the keys to the Vmax series for 1997 is Yamaha's ability to control weight and cost by reducing parts an simplifying manufacturing. One Yamaha spokesman suspected that the new Vmax has as many as 300 fewer parts than just the 1996 version. That comes from reducing the number of brackets, fasteners and washers. With this series of sleds, many pieces pull double duty.

The aluminum chassis is also new. You'll notice that the bulkhead is unlike anything you've ever seen in snowmobiles. However, it does bear an uncanny resemblance to the engine bay of a sports racing car. The critical piece is the multi-functional, diecast aluminum bulkhead subframe. This one piece provides attachment points for the engine, front suspension, steering componetry, as well as serving as a key part of the new sled's torsional rigidity. Unlike more conventional designs, the Yamaha bulkhead reduces the number of pieces required to do the same functions, all the while increasing strength.

Look under the running boards: an aluminum extrusion cools engine fluids while it adds strength and rigidity to the sled. Still, Yamaha hasn't compromised its long-standing commitment to dependability. To make doubly certain that the new engines are cooled properly, the new twins also use a front bulkhead extrusion. For the 700 triple, Yamaha adds a rear extrusion to both the bulkheads and the running boards.

Now, let's get back to the obvious things. The struts are gone in favor of a trailing arm front suspension with up to nine inches of travel on the XTC "cruiser" models and seven inches of controlled action on the high performance SX models. We couldn't believe how plush and responsive the new ProAction suspension was on all models. The 1997 version is a much improved second generation with as much as 11.5 inches of rear travel in the standard XT and XTC versions. The ProAction Plus SX rear suspension is the charmer. You expect a plush ride from the cruiser models with their 18.5-inch long shocks. you expect less when you see a travel figure listed as eight inches for the two hot SX models. Yamaha sets a new standard in ride and handling with its complete SX package. A redesign of the front torque arm gives the SX rear suspension longer actual suspension when its encounters a mogul. This W-shaped arm lets the rear shock pass through the front travel area, maximizing the rear arm's travel. Made of lightweight aluminum, Kayaba shocks are rebuildable and nitrogen charged for severe service.

The Vmax 600 SX uses premium "clicker" Ohlins rebuildable shocks. on the front trailing arm suspension. The three-cylinder Vmax 700 SX relies on Kayaba shocks. Both SX models use a different mounting location that reduces total travel to seven inches versus nine inches on the XT and XTC models. All models feature a, link type stabilizer bar to control side-to-side ski loads. The long-stroke action of the XT and XTC results in a wider 42-inch ski stance. The SX versions feature a race legal 41-inch, center-to-center stance.

An underrated aspect of handling is rider ergonomics. Yamaha excels here. the handlebar is raised and straighter for a sportier feel. The seat's rear bun is raised, and when combined with canted footrests, you can really lock yourself into this sled. With your lower body securely in position, you can keep a lighter touch on the handlebars and let the sled work for you.

Another key feature is the new hydraulic disc braking system. In fact, we'd rate the new Yamaha brake as the best we've used to date. Unlike the Wilwood and Brembo hydraulic brake, Yamaha's Nissin built brake is much more forgiving. We especially liked the brake's smooth modulation. By that we simply mean that you can ease the brake in and feel your way to locking up the track. The competitor's high performance brake systems are grabby and lock the brake too quickly for the vast majority of trail riders - and probably many racers. Yamaha has set the standard again.

What did we think of the new Yamahas? Well, we have absolutely changed our opinions of the three cylinder models. We are on record as saying that we didn't like them. They were too much of a compromise between go-fast acceleration and safe handling. Yamaha's Vmax 700 SX makes us think our position. But only as it applies to Yamaha. The center of gravity and overall engine placement in the SX make it feel more like a twin cylinder sports machine. Its instantaneous power makes it feel like nothing we've ever ridden in recent memory. It is a unique performance machine that will redefine the entire category.

Yamaha has the market covered with 10 versions of its new design. The 700 SX is the triple threat of sports handling, exceptional straightline performance and great ride.

The 600 SX is similar, but with less power. The handling on this machine is well-suited to an aggressive rider who wants the best handling sled he can buy. The surprising plus is that the SX is also a great cruiser, but you'll buy it for the winding trails. It comes standard with the premium handling goodies like the Ohlins shocks and more pronounced sports ride.

The XT models are designed to be value leaders that provide a premium ride. The XTC is designed to offer the ultimate in ride comfort.

From these basic one-up models come long-tracked versions for two-up riding or deep snow running. The Venture 600/500 series have all the bells and whistles. The Mountain Max 700 and 600 have the 136-inch long-track. Yamaha's unique SMART Carb with multiple sensors is standard on the Mountain Max 600 as well as the Venture 600.

You'll have to see this series of snowmobiles from Yamaha to fully appreciate how unique and how much of a breakthrough they truly are. The 1997 Vmax package is the most innovative and creative design we've seen in the future of snowmobiling, we're all for it. Yamaha has come through with some real K.B.T. (Kick Butt Technology) that will get them noticed this season and for seasons to come. Welcome back to the cutting edge!