2009 Yamaha Nytro XTX

 For 2009, Yamaha reinvents its Nytro with an extended track version that offers vastly improved ride and handling. Wisely, the power train remains virtually the same.

The facts are simple. Sitting under the steering post of the virtually all-new Nytro XTX, you'll find the same fuel-injected Yamaha Genesis 130 as last year. Expect smoother running and even quicker response as Yamaha engineering has had a full season of fine-tuning this snowmobile-specific triple. The drive system reflects updated tuning refinements to match the power delivery to an all-new extended chassis and track dynamic. Gone is the 121-inch Rip Saw track, replaced by a longer 144-incher with the same

1.25-inch height lugs.

On trail with the 144

In an on-trail riding comparison of the new Nytro XTX with the "144" track and a 2008 specification Nytro with '121' Camoplast Rip Saw, the new XTX definitely seemed to like delivering power better through the longer track. While you can still get track spin on the 144 when you slam the throttle flipper from half to full throttle, the extended track length provides better on-trail control. The shorter track would spin and torque to the side more like a car's tires on ice when you floor the gas pedal. The other advantage of the longer track comes in the 'bridging' effect you get over stutter bumps and increased flotation when breaking trail in fresh powder.
The upgrade from 121 to 144-inch track blows right past the use of the 136-inch track found in the LTX versions of both the Apex and Vector. The reason for the longer track lies in the new XTX sled's closer relationship with th

e mountain Nytro than the trail Nytro. Still, the 144-inch track is shorter than the Nytro MTX's 153-inch deep powder track setup.

Why did Yamaha settle on the 144? Primarily because the sled's designers felt that they could devise a new rear suspension that would provide the handling attributes of a 121 on groomed trails, the bridging comfort ability of a 136 and the added deep snow float of a 144. To gain this combination required a major rethinking of the hybrid sled's suspension. That's why you'll find what Yamaha refers to as the XTX's "...aggressive 6-degree rear tip-up on the rails." The footprint on hard-packed groomed trails will be that of a 121-inch tracked sled, meaning you feel the sporty cornering characteristics you'd expect from the 2008 Nytro. In reality, we liked the new Nytro XTX better than the old short-track version. However, there's more to all of it than a revised rear end.

Up front counts

 In our opinion, the XTX shows enhanced cornering due to a redesign of the front suspension. The rear end is also an improvement. However, the concept of tip-up slide rails is not new. Polaris has been there in the past and Arctic Cat has used a tipped up rail on some touring and utility sleds. The advantage is real and you will recognize it, especially when you use reverse and the track doesn't mire itself into the snow. No, for us, the real advantage to the XTX over the previous Nytro is up front. Think of this sled as what it is - a totally new platform for a very potent existing power system. Yamaha does not so much obsolete the 2008 Nytro as it creates a whole new level of sports performance with a new tunnel and chassis. Still aluminum, the 2009 tunnel flips up at the back a full 11-degrees to give vastly improved powder capability. That's why we say the XTX has more in common with the mountain Nytro than the 2008 base model. There are more and larger holes in the runningboards that not only allow better snow evacuation when riding off trail, but add improved bite for your boots to keep you in contact with the XTX.

That new front end borrows from the snocross world and settles the sled way better than previous Nytro front designs. Yamaha claims that the new front end slows down the steering. Is that an admission that last year's Nytro was extremely nervous when pushed hard in the corners? Whatever. The new design feels lower and more responsive due to added trail and revised caster angles. The new front end relies on Yamaha's own GYTR dual clicker shocks which we've found to be easy to adjust on trail. There are 12 compression settings and 20 rebound adjustments, meaning that it is critical that owners read the setup manual. You'll find a set of high-pressure gas shocks in the rear suspension: a 40mm remote reservoir shock with compression 'clicker' on the front arm combined with an aluminum-bodied HPG rear shock.

New and improved 

We found the XTX a great improvement over the previous Nytro. The handlebar set fits the rider better with its one-piece design incorporating curved bar ends. The bar sits taller and combined with the upgraded front suspension you have better leverage and, thus, better control on the trail. The XTX expands the concept of rider-forward positioning first seen on the Apex series. While borrowing from snocross, the XTX gives an immediacy desired in the deepest powder of the mountains. You sit on a new and narrower sculpted seat that has you nearly upright so you can rise quickly to react to changing terrain if you go off trail. For trail riders, you can more quickly rise to meet those bad ditch moguls and for groomed riders you can move side to side more easily to time quick twists in the trail.
With all that's new about the XTX, Yamaha surprisingly said little about weight. Comparing the published specifications for the new XTX we find a claimed weight of 542-pounds. That's more than 20-pounds greater than last season's Nytro RTX with reverse and about the same as a 2008 Nytro MTX (5
 

2010 Yamaha Venture GT Review

2010 Yamaha Venture GT Review

Yamaha's best ever 4-stroke powers the Venture GT

Story by Jerry Bassett, Photography by Jerry Bassett & Yamaha, Aug 18, 2009

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Last year Yamaha brought out its all-new Venture GT as the company’s top of the line-touring machine. While it was all new, what we liked was how Yamaha engineering blended together proven pieces from its existing rider-forward models with a more sophisticated drive train to create a truly gifted luxury-touring sled. Because it was new last season and since sales of all sleds have been soft in general, you’ll find that the 2010 Yamaha Venture GT is virtually unchanged from the past year’s version. Well… there is the new graphics package for 2010 that brings a choice of Yamaha Black or Candy Red to potential buyers.
Keep in mind that the Venture GT didn’t rock anyone’s world last season as the company’s introductory marketing spiel took a back seat to the more hyped and much better selling XTX crossover model. Admittedly the market for luxury touring models can’t compare to hot rod models, whose ownership is certainly more vocal than the touring crowd
We would state quite simply that Yamaha has done a disservice to its Venture GT, which is actually

quite amazing when you consider its various pieces. Most obvious is its engine, which is now shared with some Vector models. The three-cylinder, electronically controlled fuel injected motor can be considered to be one of Yamaha’s best ever. Yeah, yeah, we know everyone gets hung up on Yamaha’s Nitro triple with its hard-hitting torque and testosterone-exciting rumble, but the Genesis 120FI can be construed to be a better power source as it’s incredibly well suited for more realistic snowmobiling. It is what the Nitro motor would be if realism directed marketing instead of copy-writing hype that promotes bold adjectives attached to macho nouns.                                                              Available in basic black, the Venture GT makes for a smooth solo touring ride.

Real World Motor

The reality of the Genesis 120FI remains that it is truly more versatile than the Nitro triple upon which it is based. If you could test ride the two sleds side by side, you’d find the throttle engagement of the Venture GT power plant to be more predictable. Sure, you won’t get the big kick of a sudden gulp of fuel exploding in the cylinders and firing a power pulse to kick you back to the end of the Nitro’s saddle. If you want that, use a little Armor-all to grease your seat. What you will get from the less radically tuned Genesis 1210FI is a steady pulse of power that builds and holds torque to react quickly in bumps, pulling through fresh powder or grabbing speed out of a turn. The Venture GT engine feels less sporty than the herky-jerky Nitro motor, but we’d bet if the Genesis 120FI were the standard motor in the Nitro series, riders would find themselves enjoying the Nitro more.
Let’s not fault Yamaha; the company knows its customers. The Nitro rider wants the “feel” of performance, which means he wants to get his arms yanked and he wants to feel the skis come up when he hits the throttle. He feels that makes him a sporty rider. Okay.
As a staid luxury-touring rider, we know that Yamaha put one of its best all-time engines in the Venture GT. As noted, the Genesis 120FI belies its heritage with that “120” nomenclature, which leads you to think that it’s simply a fuel-injected version of the old carbureted 120-horsepower triple that can be found in the base Venture and, for now, in the base Vector. It’s not.
What you are getting is a new engine based on the 1049cc Nitro triple, not on the older 973cc Genesis 120 engine. While it bears a strong resemblance to the slightly more powerful rough trail sport power plant, this Venture GT motor comes tuned specifically for the touring sled. The fuel injection system features a programmed electronic engine mapping to deliver consistent low-end torque

Yamaha moves the exhaust under the seat for improved weight distribution and cooling.

necessary for smooth drive offs with the added weight of a passenger. You get very good low end with excellent midrange performance. Top end is okay, but high speed running is not a premium consideration in a touring sled. What you will have is a sled powered to run at legal trail speeds all day long, all weekend long. The Venture GT’s power delivery is one consideration for Yamaha’s top line touring sled.

Touring Mode

With power tuned for touring, you’ll find Yamaha understands the other criteria for making a market leading luxury-touring machine. Ride comfort has to be as important a consideration as power delivery. Here again we can point out how Yamaha blends its chassis configurations together to create both a top line touring machine and a top line sports sled. The 2010 Venture GT gets the upgraded rider-forward Deltabox II chassis used in the latest iterations of the Apex and Vector models. Moving the handlebar and seating position more forward brings the driver more into the sled’s centered mass for greater all around ride comfort. It also allows the motor to

Passenger enjoys king-queen seating and heated handgrips.

be dropped lower in the engine bay to create better overall handling and cornering characteristics.
With the chassis change comes the ability to use Yamaha’s second-generation independent front suspension with up to nine inches of front-end travel. Controlled by 40mm GYTR dual-clicker shocks, the Venture GT suspension design affords very precise and consistent steering.
For passenger ride comfort, Yamaha retains the polished ProComfort CK 144 rear suspension with its use of aluminum-bodied, 40mm high-pressure gas shocks. There’s more than a foot of suspension travel available. Of course, the rear passenger gets the benefit of the king-queen seating which uses added comfort foam to keep the passenger properly positioned behind the driver. Heated handgrips on the passenger rests and raised footrests add to overall passenger enjoyment on long tours. Both riders derive the benefits of the tall and wide windshield.
The Venture GT rides on a 15-inch by 144-inch track with 1.25-inch lug profile for added traction in both groomed and fresh powder conditions.

Touring Fare

Standard equipment includes Yamaha’s easy-to-read digital gauge with LCD readouts, dual-piston hydraulic brake, standard DC outlet and backrest. When you consider the fuel efficiency of the Genesis 120FI triple, you see that the standard 9.4 US gallon fuel tank is quite generous.
Over the seasons we have found Yamaha touring sleds to be not simply efficient, but extremely well thought out as to their intended function. Perhaps not as “trick” in gadgets as Ski-Doo’s top line touring sleds, we’d bet the US$11,299 Yamaha Venture GT will perform exceptionally well on long distance tours and be one of the most trouble-free and durable over the long haul of many seasons. Yamaha has an excellent reputation for durability and we figure the Venture GT will raise that reputation and exceed ownership expectations. All the pieces from the new engine to the addition of the rider-forward chassis fit together for a very bright future.