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Yamaha builds some of the stoutest engines in the industry, so when we learned it was upgrading to a fuel-injected 120 in its Vector lineup last season, we knew it would be something special.
Lucky us, we landed a candy red Yamaha RS Vector LTX GT for the season. This is the long-track (136 inches) version so the ride is major league compliant and that new FI 1049cc 4-stroke is a torque monster. Really!
Quick and fuel efficient If you want a racy sound and enough torque to grab a hole-shot or at least get the jump on your buddies coming out of a corner, the Vector is a sure bet. Exhilarating best describes it. Acceleration is gutsy and the throttle pull is much improved over earlier models. I didn’t find my thumb tiring at all during many miles of running this winter.
There’s a sweet racy exhaust tone too from the three into one into two piping, but I find that tone rumbles in my helmet a bit more than I’d like below 30 mph. Once you get over that hump, the tone mellows while cruising the trails.
In Real World testing this past winter we saw the LTX top out at 91.47 mph on our radar, just a fraction behind the Ski-Doo GSX SE 4-stroke we also tested. A year earlier we hit 94+ mph with a short-track pre-production Vector, but lake and trail conditions tend to dictate top speed. There’s no doubt this is a spirited sled with 125+ horsepower.
One thing we know for sure, you won’t be spending a lot on gas and oil for the Vector. The LTX earned our highest gas mileage figure in Real World testing at 15.7 mpg, while over the entire season it improved to 17.05 mpg. Again, that was the best of any of our long-term sleds.
However, you may spend a few bucks on hyfax (or an extra wheel kit) as Yamaha still hasn’t cured the tendency for hyfax to wear out every 500 to 750 miles. This is something we’ve witnessed for many years on our Yamahas. Cost is about $80 if you have a dealer replace them, or about $15 each, if you want to do this easy swap yourself.
Handling remains OK on the Vector. The 2010 model feels lighter than past models, but still heavier than much of the competition. The revamped front suspension here helps it feel less nose heavy so it’s easier to steer into and out of a corner. But I felt the handling was less precise and still a bit darty for aggressive trail riding. In fast corners there is still noticeable ski lift too.
However, if you’re more of a cruiser, riding wide, well-groomed trails such as those you commonly find in
Canada, the Northeast, or much of the upper Midwest the Vector is a pleasant ride.
Speaking of ride, the Vector LTX delivers a more compliant ride with its new Mono Shock II rear suspension, which is easy to dial in, unlike a few other new sleds we’ve worked with. The suspension absorbs the whoops well too.
Riding position is pretty good as well. Some taller riders wished for a slightly taller seat and riser, to make the transition to standing easier. Shorter riders had little problem with the layout though.
I also found the windshield to do a stellar job of wind blocking and the snazzy digital multi-function gauge pod is a winner. I still am not a fan of the toggle switches for the heated handlebars, I find that they are hard to adjust and read while riding. But the upgraded grips for 2010 were much warmer this season after insulation was added and the wattage increased to 70 watts.
We also had no overheating problems this season, something that we have noted in low-snow conditions with many Yamaha 4-strokes, and heard plenty of yelping from consumers too. Yamaha enlarged the radiator for this season and that seems to have done the trick.
Other points to ponder? Well, we’re still waiting for a better reverse system on Yamahas and a little less weight would be good too. This one tipped our Intercomp floor scales at a hefty 676 lbs. Only our Arctic Cat Z1 Turbo Sno Pro was heavier, at 723 lbs.