To say the snowmobile industry has—and continues—to struggle in the current economic turmoil swirling around the globe would be a bit of an understatement.
Despite the gloominess that hangs over our industry—as well as others—we can be glad about a couple of things. First, we’re not in the same boat as Toyota Motors (or the boating industry for that matter) and second, at least if you have a sled there’s snow to ride on (in most parts of the West, that is).
And there’s nothing like the sneak peeks—where we get to look at next season’s offerings—to perk us up and get us all excited about sledding. As if we needed any reason to be excited about snowmobiling.
But there are lots of reasons to look forward to next season. There are some new models that will really get western riders all worked up as well as some improvements that make the 2011 lineup just that much better than what we had for 2010.
Snowmobile industry outsiders might be surprised to learn that there are new models for 2011 but if you remember, snowmobile manufacturers are on a 3-4 year timetable, meaning, they were working on 2011 models in 2008, prior to the economic difficulties we are now staring at.
The industry continues to move forward and that’s a good thing. And that’s why we always look forward to what the snowmobile manufacturers will be putting on the snow for all of us snowmobilers.
Arctic Cat Riding High (On The Mountain)
Status Quo for Cat in 2011
Arctic Cat is still riding high on the wave of success from its 2010 M8 Sno Pro and it’s not ready to come down or even make any waves.
The Thief River Falls, MN, snowmobile manufacturer has got a good thing going with a great machine and the company has high hopes it can keep the momentum going for the 2011 season.
There are some minor changes to the M8, as well as some other M Series sleds for the upcoming season. The Limited Edition M has some sweet things going for it for 2011.
With the success of the M8—rumored to be the No. 1 seller in the West for this past winter—who can blame Cat for staying with its winner?
The success Arctic Cat is reveling in can be traced to one big improvement made to the M8 for 2010—the new 800 H.O. The company had the chassis—the M—for a couple of years but needed an engine to complement the nimble platform and show what the machine was really capable of in deep powder and steep terrain.
Cat’s increase in horsepower with its new-for-2010 800 H.O. engine put the M8 right back in the fight in the extremely competitive mountain 800 class. It’s now up to one of the other sled manufacturers to knock the M8 Sno Pro off its perch.
Horsepower numbers being thrown around for the 800 H.O. ranged between 155-160—pretty impressive for a two-stroke EFI. We checked with Minnesota-based Speedwerx, which knows a thing or two about Arctic Cat sleds as it is a major aftermarket supplier and mod shop for the green machines. According to Speedwerx, Cat’s numbers are solid. The Speedwerx dyno (remember, this is at 800 feet in elevation) put the 2009 Cat 800 engine at 144-145 hp. The 2010 800 H.O. was anywhere between 157-163 hp. You only need to hop on an M8 and flick the throttle and you can probably verify that through seat-of-the-pants testing.
And there’s no reason to believe those numbers won’t carry over to the 2011 M8. In fact, those numbers are one reason to look forward to the 2011 models, because from the sounds of what we’re hearing, the 2010 models are pretty scarce. If you didn’t snatch one up early last buying season, chances are you didn’t get one.
In addition to the 800 H.O., other engine sizes available in the M Series for the upcoming season include the 1000—still the biggest stock engine on snow—and the 600. The lineup for 2011 includes the M6, M8, M8 Sno Pro, M8 Limited, M8 HCR and M1000 Sno Pro.
Cat officials stressed during the sneak peaks in January that current plans for its engines have them being compliant for the stiff EPA regulations coming down the trail for 2012.
To say that nothing has changed for 2011 in the M Series would be a little misleading. The M6 and M8 each will now use Fox Zero Pro shocks with coil over springs in the rear suspension, replacing the previously used Fox Float. The M8 Sno Pro and M1000 Sno Pro still use the Fox Floats.
The M8 HCR got spruced up a bit, too, with Cat adding some race-specific features. For instance, the rear tunnel has been stretched out to give some added clearance for racers who want to use studs. The track (15x153x2.25 inches) stays the same, just the tunnel has been lengthened. Cat also added some protection to the rear coolant hoses and, for added strength, a rear wheel stiffener spacer and rail braces were integrated into the rear skid. Finally, a tether cord will now be used instead of key, which is very racer-specific.
The M8 Limited comes with some pretty cool features for 2011. Right off you’ll notice the Sublime green coloring, which you have to see in person to appreciate. It really sets the sled apart from other Cats. We saw Cat’s 2011 sleds all lined up in a row and the Sublime really jumps out. We can only imagine that it will really jump out on snow.
Other standard features include a BCA backpack, handguards, ice scratchers, goggle holder (it’s next to the firewall in the engine compartment), rear storage bag and Cat’s premium gauge.
As was the case on the 2010 models, to get the telescopic steering system, a feature we think really sets the sled apart and makes it so rideable off trail, you have to go with the premium sleds, i.e., Sno Pro, Limited or HCR.
All of the Ms come with the very impressive Power Claw track with 2.25-inch deep lugs in lengths of 153 or 162 inches. The HCR sled uses a stiffer track (90 durometer) to help tackle any nasty snow conditions a hillclimber might face on the mountain.
First Ride: Polaris 2011 Pro-RMK
Light done right
By Ryan Harris
It was tough finding snow early this year, but we found it. It was in the trees that littered a technical set of canyons in western Wyoming’s Salt River range. Normally, this is turbo country. Unload near a small farming homestead outside of Thayne, ride the creek bottoms up until you’re high enough to see into three different states and go crazy.
But we weren’t touching the turbo areas. Instead, we picked a drainage, went down it until we got pinched off and had to turn back and find a different way out. No straight lines, no riding on another track, no pointing straight uphill—the objective, though never vocally stated, was to take lines that were next to impossible. And boy, did we find them.
Interestingly, toward the end of the ride we began to realize what we were doing.
It wasn’t that we were trying to find terrain that would push the limits of the new 2011 Polaris Pro RMK 155 and 163. We were just riding. Having fun. Carving lines and trying to lose the guy behind you.
Which leads to the first question on everybody’s mind: Is the Pro-RMK better than the IQ RMK?
Yes. But how it’s better is what’s really important.
2010 Polaris: Leaner and Meaner
Polaris scaled back its full lineup by 14 models and added back 10 new models for 2011. Nine of those new models are in the Pro-Ride chassis, which replaces the 6-year run of the IQ chassis.
For mountain riders, the Pro-Ride chassis will be found on 2011 800 RMK models, including:
- Pro-Ride 800 RMK 155 (base model)
- Pro-RMK 800 155
- Pro-RMK 800 163 (replaces previous Dragon versions)
- RMK Assault 800 155
The 600 RMK is still in the IQ chassis for 2011 and Polaris has again scrapped the 700 RMK. The company has also dumped the Trail RMK.
Polaris also added 800 Rush, 800 Rush Pro-R and 600 Rush Pro-R models to its performance segment.
The Assault has been expanded to the Switchback lineup, giving riders across the snowbelt an aggressive sled that has a track more suited to hardpack conditions. The 800 Switchback Assault 144 fills that need.
A 600 Rush LX touring model rounds out the expansion of the Pro-Ride chassis.
So what’s new on the Pro-Ride RMKs?
The Pro-Ride chassis features an aluminum bulkhead with an aluminum tubing over structure. It features the same space-age bonding agent that was introduced on the 2010 Rush. The chassis is more rigid than the IQ, improving the sled’s overall feel in rough terrain. Durability, Polaris says, is improved. It’s worth noting that the 2011 Pro-Ride RMK’s A-arms are the same arms as the IQ RMK’s.
The 2011 Pro-Ride RMKs also feature an all-new rear suspension, complete with coil-over shocks (no more torsion springs), a new rail beam design and new torque and scissor arms. The 155 RMKs feature straight rail beams, while the Pro-RMK 163’s rails are tipped up in the rear.
The running boards have improved as far as snow clean-out and traction is concerned. The tunnel, while similar in basic design to the IQ RMK’s, is lighter and has narrower integrated coolers. That means less heat exchanger weight and less coolant weight. The sides of the tunnel have been stamped between rivets to further reduce weight. The rear bumper is aluminum with a carbon fiber wrap. A lightweight LED taillight and lightweight snow flap complements the updated tunnel.
While the seat retains it same basic shape and height as before, it now has aluminum seat supports. The fuel tank is new, but it has been designed to mimic the shape of previous RMKs.
While the A-arms are identical to the IQ RMK’s parts, the spindle has been given a longer tail for the steering tie rod mount. New steering geometry allows the handlebars to turn farther without altering the skis’ turning radius. The goal was to maintain the Pro-Ride’s more positive steering but with a reduced steering effort and give the rider more leverage at the handlebars.
The Pro-Ride features completely new bodywork. This plays one of the biggest roles in how the 2011 Pro-RMKs handle technical terrain better than the 2010 IQ RMKs. The 2011’s body is much narrower, especially the lower sides, from the suspension well back to the running board’s toe holds. If you lay the Pro-Ride RMK over on its side, the handlebar will hit the ground before the sides of the body.
The Assault now has a 155-inch 2.125 Competition track wrapped around its new coil-over 155 rear suspension. The longer track will make the sled more versatile in deep snow and make the sled appeal to a wider audience—riders like those who ride areas like the Cascades, where snow is always firmer. The Assault features a 41-43.5-inch adjustable front end and coil-over piggyback Walker Evans needle shocks.
How light is the 2011 Pro-Ride lineup of RMKs?
Polaris shed significant weight by going to the new chassis. The Pro-RMK 800 155 is a claimed 41 lbs. lighter than the 2010 IQ Dragon RMK 155. It has a dry weight of 431 lbs. The Pro-RMK 800 163 weighs in at 438 lbs. or 39 pounds lighter than the previous model. The 2011 Assault 800 has a claimed dry weight of 446 lbs. or 41 lbs. lighter than the 2010 model—and that’s with a longer track. The base model Pro-Ride RMK 155 weighs in at 440 lbs. dry or 47 lbs. lighter than the base model 2010 IQ RMK 800.
While the weight reductions are incredible, Polaris repeatedly stressed two points during our media intro and time on the snow. Those are: There have been no durability issues with the new chassis despite the weight reduction; and the rider position has not moved forward or backward compared to the 2010 IQ RMK.
Now, the other big question on everybody’s mind is:
Did they put a new engine in it?
No, but the 800 Cleanfire is different for 2011 in that it is now a 2-injector engine. The previous RMK generation had the 4-injector Cleanfire 800 twin. The new mil does feel better then the previous power plant. It has better response and it feels like there is more power on tap.
Granted, the sled is 41 lbs. lighter than the 2010 Dragon RMK. So any motor will feel stronger when it’s packing less fat around. Just ask Oprah.
Pro-Ride Ride Time
Now, back to our ride. This wasn’t our first ride on the 2011 RMKs. We wound up in Wyoming in search of deep snow. Our first ride happened around Daniel’s Summit, just southeast of Heber, UT, five days previous. However, the snow in Utah at the time could be measured in inches, with no base. We spent the full day on the snow, doing our usual boondocking routes. Dropping off ridges, hitting open creeks and picking new lines up through the thick woods. The challenge on this first ride was avoiding any bumps in the snow (usually rocks or stumps) and getting back out of the tight drainages despite all of the downfall timber, weeds and rock outcroppings we encountered. The 2011 RMKs handled great, carved amazing sidehills, negotiated tight trees and climbed like nobody’s business. But it’s tough to get a feel for a sled in such shallow snow conditions (however, we did take two 2010 IQ RMKs out with the 2011s that afternoon and the advantages of the new chassis became immediately apparent).
So before we could build a real first-ride impression, we needed to get the sled into deep snow conditions. We found ourselves in Wyoming five days later with a 2011 Pro-RMK 163, Pro-RMK 155, Pro-Ride RMK 155 and RMK Assault 155.
We encountered rough single-track trails, rolling meadows of powder, tight ravines, big bowls and technical tree-littered canyons.
It's here when we noticed the subtleties that don’t pop out in a presentation. The Pro-RMK’s toe holds, for example, are open on the outer sides. This design lets you get your forward foot into a better position when sidehilling or carving through trees in a wrong-foot-forward style. You can get better leverage on the sled to more easily manipulate it into doing what you want it to do. As for general riding and handling traits, the Pro-RMKs are more stable than the IQ RMK, but at the same time are more agile. You can feel the weight difference between the two model years.
The new chassis is more predictable, so that when you lay it over or twitch the skis out to initiate a quick body roll, the sled responds without overreacting—which was a trait possessed by the IQ RMK. And while the sled is on its side, the lack of protruding body work helps keep the track planted. The track doesn’t wash out on steep sidehills. You can maintain a line and gain or lose elevation as you traverse across a hillside without getting that feeling that you could lose your footing any second. Granted, we have two days on the new chassis. But our first impression is that this is a solid platform that will catapult Polaris into the next decade.
If you’ve been expecting new things from Polaris, 2011 is your year. It looks like the perfect time to go Pro.
Ski-Doo Goes For Home Run
Unveils New Freeride, Retooled Summit
By Lane Lindstrom
Well, here at SnoWest, we ended up batting about .500 on what we thought Ski-Doo was going to unveil for the mountains for model year 2011.
We were so busy patting ourselves on the back and high fiving each other after making the call that the E-Tec 800R engine would find a home in Summit skin, we missed any signs that were given on the potential for a new model—the Freeride. We were way out in left field on that one.
Yea, that one caught us looking.
In our own defense, with the economy the way it is and the overall snowmobile industry not able to escape the clutches of a down market, we weren’t even thinking “new model.”
However, looking back, we should have noticed some signs. It’s probably a no brainer that Ski-Doo would come out with a model like the Freeride, which now goes head-to-head with the wildly successful Polaris Assault RMK. Polaris sold a bunch of Assaults last season, showing there is a niche not just in the West for that kind of machine, but across many parts of the snowbelt.
And Ski-Doo wants a piece of that action.
The freeride segment was a loose mix of sleds in 2009-2010. Last year we lumped the Assault RMK, Ski-Doo’s Summit X-RS and the Arctic Cat HCR into the freeride class, a segment pretty much created by Polaris. Our thinking was that, although the X-RS and HCR were purpose built for snowmobile hillclimb racing, those two models were as close to the freeride segment as any in those two respective lineups.
Well, the X-RS was taken out of Ski-Doo’s lineup and replaced with the rookie Freeride. It’s a good move that undoubtedly will catch the attention of its competitors. It sure woke us up.
As excited as we are about the new Freeride, though, we’re just as excited about the reworked Summit. So let’s start there. While there are several changes on the Summit going into 2011, there are three primary reasons to stand up and take notice.
Rotax E-Tec 800R
You might remember that E-Tec technology comes from BRP’s Evinrude outboard engines, offering much improved fuel and oil economy and a light throttle pull. We never really had any complaints about the power output on the Summit 800 Power Tek, but the throttle pull was brutal on that Rotax engine. Anyone who has ridden a 600 E-Tec knows how easy the throttle pull is. Expect that same benefit with the 800 E-Tec. The easier throttle pull can be attributed to using throttle bodies (E-Tec) versus carburetors (Power Tek).
The E-Tec has the same displacement—799cc—as the Power Tek but uses new cylinder heads (which was needed for the injectors), new pistons, new injectors (the plunger section has changed), new electronic oil pump (more capacity), new ECM (two more injector drivers—the 800 uses four compared to the 600 E-Tec, which uses two) and a new warm up mode.
Ski-Doo claims the E-Tec 800R will be able to beat the 151-horsepower rating of the 800 Power Tek, although final numbers weren’t available by the time we went to press with this issue. We did hear the number 155 hp floating around during the sneak peek but no firm numbers.
Ski-Doo also claims the 800 E-Tec gets 19 mpg, a 15 percent improvement over the Power Tek. As far as emissions go, the Normalized Emission Rate (the number on that little hang tag on the handlebars when you buy a sled) will be 4.6. The 800 Power Tek is 6.8.
S-36 Handling Package
This package actually got started a year ago on the 2010 models and Ski-Doo continued to work on it over last winter and the off-season. The result is the S-36. The 36 refers to the new, 2-inch narrower ski stance on the Summit. The adjustable ski stance is now 35.7-37.4 inches. The narrowest setting on a 2010 Summit was 38.4 inches, which could be adjusted to 40.1 inches. To get the narrower ski stance, Ski-Doo revised its A-arms and front shock shafts.
This new handling package still uses the softer sway bar and longer center shock that Ski-Doo came out with last year on the Summit.
The whole intent of the S-36 is to help the sled roll up easier when sidehilling or when you want to lay it down in the powder (previous Summits tend to want to “lay down” when pulled up) as well provide a more predictable ride.
Another important part of the new handling package is the new skis—the Pilot DS (deep snow). You’ll find the Pilot DS only on the Summit X and Freeride models but if they work the way Ski-Doo claims they will, it wouldn’t surprise us to see the ski as standard fare on other models in the future.
There is no outer keel on the new Pilot DS, which also feature a thinner outer edge. This was designed to go through the powder more easily while reducing countersteering effort and helping hold a sidehill easier. The skis are narrower by 1 cm (.4 inches) and include more effective boot grips on the top of the ski.
This was another surprise the Ski-Doo sprung on us. “It was simply a floatability issue,” Ski-Doo’s Steve Cowing told us. Ski-Doo first introduced ported tracks on its Summits three seasons ago but is doing away with that version of the PowderMax on all its Summits for 2011. The goal is improved flotation and climbing with the non ported PowderMax. Ski-Doo says by eliminating the holes, it adds a square-foot of track surface. Ski-Doo testing showed the non-ported sleds consistently climbed 100-150 feet higher/farther than the ported version.
Now, onto the Freeride. This spring-only new model has many of the same features we’ve just covered, including the E-Tec 800R powerplant, non-ported PowderMax track (16x154x2.25-inch) and Pilot DS skis but there are some key differences between this model and other Summits.
The ski stance will be wider (41.6-43.3) because the guys who buy and ride this will be launching from and jumping everything they can find in the backcountry. So a wider ski stance will provide a more stable landing.
The handwarmer and RER controls have been moved from the handlebars to the console.
Weight difference. At 489 lbs., the Freeride is 30 lbs. heavier than a Summit X 154 (459 lbs.). Why the difference? The shocks, reinforced chassis, idler wheels and wider running board all add to the Freeride’s weight.
Sway bar quick disconnect. Sledders can easily disconnect/connect the sway bar without tools, according to their riding preference.
SC-5MR rear suspension. This is the latest version of the Summit’s SC-5M rear suspension. Again, the design is aimed at the freeride segment and will provide better control in freeriding kinds of riding like jumping and landing. The rear arm is mounted 4.5 inches farther back in the rear suspension and a longer rear shock is used to better control transfer on hard acceleration while decreasing chassis pitch. The more rearward mounting position of the rear arm changes the pivot point on the rear skid.
Also, the rear shock valving is softened but the rider can adjust the valving according to the riding conditions for a particular day. Finally, there are reinforced rails and four rear idler wheels for extra durability.
Graphic wraps. Trying to tap into the freeride “culture,” Ski-Doo is offering six different designs in two colors in an accessory wrap kit. Freeride buyers will receive the wrap kit of their choice with their purchase.
A full report on all these changes and how they relate to on-snow performance will come in the fall.
Good News/Bad News
Yamaha unveils 2011 mountain lineup
There was some good news and bad news that surfaced during the Yamaha model year 2011 sneak peek in mid-January.
The good news is that Yamaha is still very much a part of the mountain market, while the bad news is that that Japanese snowmobile manufacturer’s lineup for the steep and deep got cut by one model—the Apex MTX.
That may not seem like a big deal to some in the western market but there will be a segment of the point-and-shoot snowmobiling crowd that will mourn the loss of the Apex MTX. It’s that group of riders who buy Yamaha four-strokes to install a turbo or supercharger. Now they have one less option.
The Apex MTX was an ideal platform to bolt on a turbo or supercharger to produce a fire-breathing sled (while also greatly improving the power-to-weight ratio) that rivals just about any other modded sled on the market. All of us have seen either in person or on video what those modded Apex sleds can do. Very impressive.
Writing On The Wall
Anyone who pays attention to the mountain segment knew the writing was on the wall for the Apex MTX. A year ago you couldn’t buy an Apex MTX in Canada but still could in the United States. That move has crossed the border for the 2011 model year and you now won’t find any Apex MTX offerings in the Yamaha lineup anywhere in North America.
But let’s focus on the good news.
In what may have been just an unconscious move by Yamaha’s marketing folks, how the 2011 sneak peek presentation started last January was somewhat gratifying to us here at SnoWest Magazine. For the first time since we can remember, Yamaha started out its annual sneak peek presentation with the mountain segment. Maybe that’s not a big deal to the average sledder, but it shows Yamaha not only knows how important that segment is, but wants a bigger piece of it.
For the past couple of years, Yamaha officials have touted two facts. First, the mountain segment is the fasting-growing segment in the snowbelt and second, the mountain segment is now the second largest in the industry.
Yamaha made a big splash in model year 2010 with the release of the completely redesigned FX Nytro MTX. To us, the Nytro MTX is proof that Yamaha still has an interest in the mountain segment. And Yamaha still hangs its hat—very proudly—on its four-stroke technology and all of the benefits that technology brings to the industry: reliability, fuel economy, low cost of operation, ease of operation, resale value and low emissions.
Heart Of Mountain Lineup
Since its retooling a year ago, the Nytro MTX is the heart of Yamaha’s mountain lineup and that heart still continues to beat in 153 and 162 rhythm.
The 2011 Nytro MTX returns with the same fuel-injected 3-cylinder (the Apex MTX featured a four-cylinder) Genesis 4-stroke powerplant that is in the 2010 model. With 130 hp, the 1049cc Nytro MTX is between a 600 and 800 two-stroke when it comes to power. That’s a nice power package to complement the 153 or 162 track, although there are a few who argue that the 153 is a better fit for the Nytro MTX’s horsepower.
The Nytro MTX also still uses an all air shock rear suspension, featuring the ProMountain Air with Fox Float 2 and Float 2 XV air shocks. The 2 XV, located on the rear arm, has an external chamber that gives additional air spring capability, eliminating the need for heavier steel torsion springs.
Yamaha riders experienced good results with the 18-degree track approach angle, which was introduced on the 2010 model, allowing the sled to get up and stay up on the snow better. Wrapped around that suspension is the single-ply Camoplast Maverick track with 2.25-inch lugs. We’ve found the track to work well in most snow conditions, thanks to its three-inch pitch and lug pattern.
Because we sometimes have to ride in snow conditions that are less than ideal or on hard pack, Yamaha has made ice scratchers on the 153- and 162-inch suspensions standard equipment. The ice scratchers also allow the elimination of four idler wheels.
Rounding out Yamaha’s mountain lineup is the 80-horsepower Phazer MTX. The Phazer features a 2-cylinder, 4-stroke, also fuel injected. This model returns pretty much the same as the 2010 version, including the 14x144x2-inch Camoplast Maverick track.
Apex—The Trail Version
The Apex model has been completely eliminated from Yamaha’s lineup. The Apex trail model is coming out with some very cool features, say, like power steering (yes, power steering on a snowmobile), a new exhaust system and new skis.
Dubbed the EXUP (Exhaust Ultimate Performance), the new exhaust system is modeled after Yamaha’s R1 street bike exhaust technology and has a designed goal of increasing torque in the 4-stroke. The exhaust system is a 4 into 1 that dumps into a new muffler and then out into two pipes at the rear of the sled. The EXUP valve is mounted in the collection area of the exhaust and opens and closes to adjust the backpressure. The valve is actuated by a servo motor controlled by the sled’s ECU.
The EXUP is closed at low rpm to increase the backpressure, reducing the fresh fuel/air mixture loss out of the exhaust valve. It opens at high rpm to reduce the backpressure and increase the air flow, resulting in higher rpm power and stronger torque, especially in the low and midrange.
The new ski, while on a trail sled now, could make its way to other Yamaha sleds, if we were listening right at Yamaha’s sneak peek. The new ski has a shorter keel compared to previous designs, with the curved part of the ski smooth and the majority of the keel located behind the mounting location. This design, Yamaha claims, significantly reduces darting. One Yamaha official said the “keel design is similar to what we’ve been using the last couple of years.” He added, “[the ski] is what the Nytro needs. It’s the direction for us in the future.”
Now to the Electric Power Steering (EPS) system. The EPS is speed sensitive, delivering maximum steering assist from stopped to trail speed. This “assistance” tapers off as speed increases. The assist is calculated with inputs from a torque sensor, vehicle speed sensor, motor speed sensor and motor current sensor.
What about the EPS application in the mountains? One Yamaha official told us he doesn’t see the power steering system making its way to the mountain segment because mountain riders want feedback from the front end when going through the trees or sidehilling and the EPS would take feedback away. It’s still an intriguing new feature.
Yamaha’s spring buy program still features a Spring Voucher, which means a four-year warranty for anyone signing up by April 15. The new twist for 2011 models is that you can choose the four-year warranty or $700 in parts and accessories. Also new for 2011 is the Yamaha Sno Safari. Anyone who signs up at a Yamaha dealership becomes eligible for a Sno Safari demo ticket, which is an exclusive 45-minute ride on an all-new Apex. For more information on that program, log on to www.yamahademos.com.