Yamaha has an errand in front of it. The mountain group is thronging toward Polaris’ AXYS Pro-RMK and SKS, Ski-Doo’s Gen-4 850 Summit X with T3 and Arctic Cat’s M8000 Mountain Cat and Limited; Yamaha is altogether spruced up and has no move to go to high on the mountain.
As of late, Yamaha discharged its high-lift and high-drive Sidewider M-TX 162 SE, which gives the Yamaha high-height hawker a mountain snowmobile that is wild in torque. Yet, it is substantial. Truth be told, the Sidewinder is 40 or more pounds heavier than the SR Viper M-TX SE we are talking about here – 162 to 162.
All things considered, the Yamaha Viper M-TX SE is not a super lightweight snowmobile itself, when contrasted with the two-stroke mountain snowmobiles from Ski-Doo, Arctic Cat and Polaris. The SR Viper M-TX SE with its 1049cc four-stroke, fluid cooled three-chamber engine with fuel infusion, is 50 or more pounds heavier than its two-stroke partners; and with its 135 pull, it falls into the 600 two-stroke engine class.
Before proceeding onward, we should give the new North America Yamaha Snowmobile Corporate people a little dosage of mountain reality. Regardless of what amount helped non-slack strength Yamaha tosses to a body, or state cases of four-stroke fuel effectiveness or natural greenness, most mountain hungry riders will leave Yamaha mountain snowmobiles until these achieve sub 460 pounds and are two-stroke controlled. You may visit with the YZ250 earth bicycle designs around two-stroke power and concoct a settle.
With proposed retail costs of $13,300 to $13,600, USD, it is hard for a client to legitimize paying this cost for poundage and less strength (low energy to-weight execution). For instance, Ski-Doo’s top of the line Gen-4 REV Summit X, with 165 pull, and a guaranteed dry weight of 434 to 441 pounds (contingent upon track length), has a proposed USD retail cost of $12,900.00. Persuading the general population to spend an extra $400.00 to $500.00 for more weight and less execution is a lofty climb; this is the reason deals endure. Yes, Yamaha quality, strength and fit-and complete is An or more.
2017 Yamaha Viper MTX Our tirade is finished
There is magnificence however, perusers. People like Troy Johnson, Lincoln County Customs (LCC) of Alpine, Wyo., who is an ace Yamaha wrencher and frantic mod man, can risk up the SR Viper M-TX SE in stock shape and make it keep running at its maximum capacity. He is not a Yamaha merchant, but rather is enthusiastic about Yamaha blue. LCC is an exceptionally sound Yamaha execution shop where Yamaha’s hillclimb group works from; Johnson is Team Captain, mentor and developer.
Additionally in the Rockies is Outlaw Motor Sports of Enterprise, Ore., a Yamaha execution merchant that raises the SR Viper M-TX SE snowmobile to that of stock supersled.
Back to Yamaha’s assignment close by. Most mountain climbers trust a mountain snowmobile ought to be fueled by a twin barrel two-stroke engine with no less than 800cc. High energy to-weight proportion makes a snowmobile ruler. We can’t blame mountain riders for this conviction. How about we flip that up tense; as unbiased writers, we should be free.
The three-chamber four-stroke 1049cc electronic fuel infused (EFI) Genesis engine in the M-TX SE works extremely well. Its lightweight Camoplast PowerClaw track with three-inch tall oars and Yamaha’s YVXC drive and driven grips make the SR Viper M-TX SE skeleton perform like a substantially lighter mountain snowmobile with more pull and torque. On occasion, and we’ve been lectured about this by our perusers, we observe the M-TX to be 700 two stroke-class like; when conditions are correct. In any case, generally, it is in the 600cc class.
Preceding 2017, clients who requested a M-TX on Yamaha’s Spring Buy Power Surge program (2015 and 2016), could select in for a Mountain Performance Inc turbocharger pack for an additional $2,500, and have the getting Yamaha merchant introduce the turbo unit while keeping up processing plant guarantee on the M-TX. This has gone back and forth, as the enormous helped Sidewinder M-TX SE replaces this; MPI packs are not accessible from Yamaha, just from MPI and its merchants.
How about we not overlook, as Arctic Cat propels its mountain undercarriage, Yamaha benefits too since it buys the Arctic Cat mountain suspension – the Pro Climb case – to assemble the Yamaha SR M-TX.
In its third year of creation, the SR Viper M-TX arrives in a SE bundle just, and in two tack lengths, 162 and 153. Gone is the top of the line lux LE and the early on Standard, and with that, the M-TX SE 141, which was more hybrid than mountain. Fundamentally, Yamaha is putting on some thin pants by narrowing its model line to those mountain mashers people in general really buys. We were a little freeloaded knowing the all-dark Standard left, as this was a most loved M-TX; its loop over stuns on all corners gave it the best ride.
2017 Yamaha Viper MTX Turbo Price
The 2017 153 M-TX SE comes in white and Yamaha blue. Though the 162 comes dressed to party in warmth red and dark. Recommended cost from Yamaha for the 153 is $13,299 USD with the 162 at $300 USD more.
Raise suspension and front suspension changes, which started in 2016, make the M-TX SE brilliant, in that sidehilling, turning and knock drench improve profound powder, boondocking and sidehilling. Track strain is better overseen as the suspension goes through its stroke.
In particular, The SR Viper M-TX SE has manufactured aluminum axles that are tilted back 10 degrees from the 2015 axle, and are calculated in at mid-stature to be flush with the lower side boards. These axles are 2.4 pounds lighter than the 2015s and have new lower and upper control arms. The titled back shafts and control arms convey a light and breezy feel to the M-TX SE. This is a similar judgment we had for the 2016 M-TX line.
The SR M-TX SE comes furnished with a front suspension swaybar; front suspension ski position is a flexible 34.5 to 38.5 inches, ideal is 35.5 and 36.5 inches.
Under the SRV-M front suspension is another mountain ski. This is new and elite from Yamaha and is a ski that does everything for profound powder moving. Yamaha states, “Its wide impression upgrades buoyancy and effectively lifts the sled’s nose up on plane in profound powder. Footing carries on the highest point of the ski give you a beyond any doubt solid footing when the circumstance gets truly gnarly. The wide and profound bottom outline conveys light guiding exertion, yet certain and unsurprising taking care of on hard pack and in new cushion.” The ski, fairly reminiscent to the mountain ski the Nytro MTX and Apex MTX utilized path back when, has a wide and profound bottom. This bottom and general width keeps the front end above water.
As we wrote in our surveys on Arctic Cat’s Mountain Cat and M8000, Cat ought to exchange out a few treats with Yamaha to obtain this ski for its “M” line; all things considered, Yamaha profits by utilizing Cat’s ProClimb frame.
Front stuns for the M-TX 153 and 162 SE are the exceptionally proficient Fox FLOAT 3 stuns. Not to end the stun talk here, the back suspension, the Dual Shock SR 153 and 162 Rear Suspension, depends on a Fox FLOAT on the front rails to endure the hits, and an Aluminum HPG stun for the back rails. The Dual Shock SR raise suspension is a torsion springless back slip and handles the long skeleton, exceptionally well.
The back suspension is uncoupled, which permits it to drift crosswise over powder. Raise suspension rails hold the nose down when rising slopes when torque is hurled down to the track.
Our rider impressions for the Yamaha Viper M-TX SE 153 and 162 are ideal. The engine in stock shape effortlessly pivots the 3.0-inch PowerClaw mountain track. We concede, we need more power – we like two-stroke snap like a calf roper enjoys the snap from his quarter horse when running down a calf to rope and heel it. Yet, for what it is, a 1049cc three-barrel four-stroke in the 135-horespower class (equivalent to a 600cc two-stroke), the M-TX SE 153 and 162 are enthusiastic.
Yes, we condemn Yamaha for the M-TX’s weight and for staying with four-stroke oomph for the mountains, be that as it may, being it is the thing that it is, the two M-TX SE mountain dwellers are fun in their own particular manner. When taking the M-TX SE into the trees from some boondocking, the M-TX will do fine and dandy, however the rider will feel the frame’s weight and on the off chance that you’ll be there with the two-stroke swarm you’ll need to win it.
For common luxuries, the M-TX SE has a vertical controlling post that keeps a rider square at the shoulders when standing and assaulting a mountain’s slope. The seat is sufficiently low to permit jump overs, yet we might want it to be three inches shorter. Talking about the seat, Yamaha has a discretionary seat hotter. There was a period on the “LE” this was standard, yet for the SE, it’s an alternative. Believe us when you have one, you generally need one.
The M-TX SE has an exemplary cockpit with a vertical controlling post, right-sized handlebars, mountain strap and right-sized runningboards – all to help a rider be forceful. Instrument pod is enthusiastic and gives great engine and outing nerd talk.
In the event that your tastes are to ride the Rockies on a four-stroke, the M-TX SE will convey days of fun and conservative riding. The engine is fit for buckling down and being fuel miserly. The 153 and 162 M-TX SE are engaging snowmobiles; give these some time and consideration in your exploration.
Finally, fit and complete on the Yamaha Viper M-TX SE is radiant; these two M-TX SE models are exquisite. The engine is solid, tried and true and out and out antiquated extreme. The organization constructs great toys. Be that as it may, we crave achievement – we need a sound snowmobile industry and for Yamaha to have its shot at kicking snow into the other OEMs’ face; we like rivalry. Until a change specialist tags along, Yamaha will keep on finding itself dominated in the mountain portion, until weight is considerably dropped, strength raised (without lift), or two-stroke control gives that sweet braap sound from a fumes dump. How about we be clear here, we just talk here of the mountain class.