This epic event will run from February 9, 2025, to February 15, 2025, and is open to bidders in the US or Canada.

This collectible snowmobile will come with a hand-built, custom crate, showcasing the last Sidewinder SRX as it makes its grand appearances at major snowmobile events throughout the season. Don’t miss out on this unique opportunity!

See below for rules and regulations:

1. All bidders must have a credit card on file so we can put a hold on their card for the potential buyer fee.
2. If the card cannot sustain the hold, the bid will not be processed.
3. If the buyer backs out of the purchase at no fault of the seller or the vehicle, we will not refund the buyer’s fee, and they are banned from all future BaT auctions.
4. The buyer is responsible for the cost and logistics of collecting the vehicle. However, Yamaha will assist in that process.

To sign up as a registered bidder, please visit bringatrailer.com.

As part of Yamaha’s special salute to its last year of snowmobile production, Sidewinder and Viper models will come with special final edition badging along with select special finishes including an anodized color-matching adjustable 4.5-inch handle riser.

The iconic Sidewinder SRX will also have its production capped at 998 snowmobiles and its special badging will identify the unique production number ranging from 001 through to 998.

The Sidewinder M-TX LE will also make its final mountain comeback and the Sidewinder X-TX LE will feature Electronic Power Steering. There’s also plenty of other sleds available for 2025 decked out with Yamaha’s innovation over the last 57 years.

Consumers placing early deposits on 2025 Sidewinder and Viper models receive a 1-year factory warranty, plus a 3-year Yamaha Motor Protection Plan.

Spring Power Surge runs through to March 29, 2025

Preceding (and living after) the 98/99 SRX 600 – was the SRX 700. The 600 SRX was only a set of de-bored cylinders away from its sibling, the 700 SRX. The basic SRX engine package was the same as the reed valve inducted powerplant used in the Vmax 700 SX triple. The 600 SRX got triple pipes, power valves and a trio of 33mm Mikuni TM series, rack mounted flat slide carbs. The net result is widely accepted as 120 to 125 HP and an indicated 100-plus MPH top end down Kevlar Lake.

SRX always meant lake shredding velocity. However, it had been almost 20 years since Yamaha had hung the moniker on a snowmobile. For the faithful, the stakes were high. Particularly confounding was the absolute dominance (at that time) of the SRX 700. This sled landed with a thunderous impact on the radar run, lake racing snowmobile cognoscenti. The SRX 600? Not so much.

First year SRX 600’s came with a flawed crankshaft – not a small issue – and as a result all 98 SRX 600’s received a new crank early that season. Surprisingly, sales of the 600 SRX did not impress the braintrust at Yamaha and as a result the sled was only offered for two model years, 1998 and 99.

Even though for a 600 class sled the SRX was legitimately potent, the target audience for a no-holds-barred lake weapon is the guy who goes to the top drawer – not one shelf down. Essentially, if you’re going to show up Saturday morning on Kevlar Lake, you come with the biggest gun in the closet or stay home.

Here’s another baffling reality of the 600 SRX. Even though it came with Yamaha’s new trailing arm, equal length radius rod IFS and a full-on double coupled skid, Yamaha elected to shorten up the suspension’s available travel in an effort to improve max lake velocity by lowering the chassis and flattening the arc of the track as it travels around the rear suspension skid. Both are great moves for improving top end, however, the improvement comes at a pretty substantial cost. Namely, ride compliance. Both SRX models were not known for trail riding comfort.

There was an upside to the SRX 600’s lowering and that was exceptional handling on smooth, twisty trails. Suffice it to say lowering the center of gravity on the SRX 600 made for heroic runs through the corners.

The SRX 600 story lives on today with this sled being among a handful of exceptionally desirable snowmobiles. No hardcore Yama-Guru would consider his or her collection of vintage sleds complete without a copy of the very limited production and, as a result, very rare, 98 and/or 99 SRX 600.

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The most powerful sleds from Arctic Cat and Yamaha – the SRX and 9000 Series turbocharged trail models, unashamedly were offered with 137-inch tracks, not 128-inchers.

There was no alternate choice, either. You couldn’t special order a shorter tracked model or move down the product brochure to get a lower priced one with a 128-inch track.

This year, when Ski-Doo debuted the new Mach Z with an ACE 900 Turbo R putting out 180-hp, there was no alternate one offered with a 128-inch track.

What seems interesting here is the fact a heavier turbo model inherently adds some handling compromise because of the increased weight it’s carrying over the skis. Compound that with extra track length and it would seem to be a formula to deter handling precision. Looks like a bad engineering decision, right?

Although it’s pretty hard to do anything about the extra mass of a large displacement 4-stroke, a turbocharger and about a half mile of added-in plumbing, it would seem at a glance the designers would try to optimize handling by using at least a 128 – or even a 121-incher instead of a track length that was once the exclusive domain of off-trail, deep snow sleds.

You’ve probably already guessed the answer by now, but the whole long-track philosophy is based on traction.

The fact is, any sled that can spin the track freely on demand at virtually any speed, is more challenging to handle and actually may not turn as precisely as a shorter one being driven by a rider who doesn’t like this kind of ball bearing, sliding around riding style. The rider needs to be prepared to ride the sled in a different way than most other high performance sleds and that goes for any track length.

Before you get upset here, let me clarify. There are certain highly skilled riders who can make a 180-hp rocket handle better with a 128. However, not every rider who buys an SRX, Mach Z or a Thundercat is prepared for the intensity that kind of power generates at the handlebars.

Actually, by slowing down the handling a small measure it makes those sleds easier to steer and safer for a larger percentage of the people who buy them. It goes without saying, the biggest benefit is the straight-ahead acceleration gain you get with a longer track.

Also, remember this and don’t minimize it: The performance reputations of these sleds rely on the kind of straight line performance you get running lakes and meadows, not how crisply they handle on a 40-mph trail.

We think the availability of 800 and 850 2-strokes will also be dependent more and more on 137-inch tracks. It wouldn’t surprise us to see all models in the 160-plus range going strictly to longer tracks sooner than later. Although the handling of lighter 2-stroke, 160-hp, 137-inch sleds is undoubtedly better than the heavier turbo models, it’s very noticeable there’s not much difference with the extra nine inches of track (actually less than 4-inches gained on the snow) on these lighter sleds.

Case in point: Now most snocross race sleds are going to 137-inch tracks – and closed course racing with its tight corners and chicanes, demands absolute handling precision.

There is a caveat here. If you add traction studs to a 137, there is a noticeable difference in handling compared to a studded shorter tracked sled. Although the straight-ahead performance gain is immediately improved, along with braking and even side-slip, initial turn-in is never quite as good as it is with an unstudded track.

Whether or not this presents a problem for performance riders, we’re not sure. It just makes sense that riders who buy 160-180-hp sleds will want to maximize acceleration at any cost. Studs are the best answer, no arguments. And, with super-powerful turbocharged sleds offering pretty shallow 1.25 and 1.0-depth tracks, you gotta have as much bite as possible – on all kinds of snow and ice.

Here’s an up-to-date example: A couple years ago, when we first rumored Yamaha might be readying a 2-stroke mountain market sled, our channels lit up like Christmas trees. To say the potential (at that time) arrival of a 2-stroke Yamaha was at the top of a good many readers and viewers minds was an understatement we actually underestimated. It wasn’t just the Yamaha faithful who had opinions, it was myriad yellow, blue and green afficionados who took a kick at agreeing (and disagreeing) with our prediction.

Now that the once-rumored 2-stroke Yamaha mountain sleds are a reality, we’ll jump in with both feet with another prediction: How about a 2-stroke Yamaha trail sled using the same 800 SDI twin putting out 160-ish HP? You don’t have to be a marketing expert to see Yamaha has a pretty large hole in its engine lineup on the trail side of the ledger.

The jump from the Viper’s 1049cc 4-stroke triple’s 130 ponies to the SideWinder turbo’s 180 ponies (cough) is a big one and it begs for an answer – particularly when Yamaha is doing much better in the sno-mo-biz than most predicted just three years ago.

Here’s another undeniable reality. The all-new entry level Venom, powered by a 400cc 2-stroke single sourced from AC is a complete twist in the road. Yamaha has had good success with this new model, carving out a new segment for this engine and chassis combination.

The new Mountain Max 800s have been an instant hit with few exceptions and have produced an impressive lack of horror stories surrounding engine performance and durability. Most of you know this; but for those who don’t, the 800 twin used by Yamaha is made by Arctic Cat. The engine is a good performer, efficient and tough. Yamaha has very high standards for everything it makes or buys from vendors. This engine is proof positive of these high standards.

Here’s what I’ll say about the potential for a high performance Yamaha 2-stroke trail sled – basically an SRX 137 with an 800 twin under the hood. If it happens, don’t look for a Yamaha-built engine. There are not the economies of scale for an engine manufacturer the size of Yamaha to tool and build a completely fresh 2-stroke engine profitably for a market this size.

Yamaha is a $15 billion (give or take a few million) engine OEM that builds engines to supply its own specific businesses. For example, did you know among Yamaha’s largest businesses is designing, engineering and manufacturing outboard engines? 4-stroke outboard engines. I’m afraid Yamaha’s entire snowmobile unit production would barely blip the meter on its total business profile.

I’m not saying I don’t think a 2-stroke trail sled powered by the Cat-derived 800 SDI twin is an impossibility. However, I will say you’re not going to see a Yamaha-built, 2-stroke snowmobile engine. Don’t even think of reminding me the VK 540 is a 2-stroke Yamaha. That engine was tooled over 35 years ago and is old, non-EPA-compliant technology.

So, I won’t say there isn’t hope for a high performance trail 2-stroke Yamaha, particularly when Yamaha has chosen to market the Venom with a 400cc 2-stroke and the Transporter lineup with a 2-stroke SDI 800 from AC. I don’t think it’s much of a leap from the utility market (Transporter) to the trail market – or to even the X-Over market.

One thing is for sure; there is a different attitude toward 2-stroke power at Yamaha in 2021. This new attitude makes me reluctant to make any absolute proclamations regarding what Yamaha might or might not do next with its continued access to a full-on, high performance 800 2-stroke engine.

Frankly, it’s our observation that Yamaha riders are much more concerned about Arctic Cat providing platforms for their fave brand than Arctic Cat owners are about Yamaha providing engines for AC snowmobiles.

Most Cat owners we’ve spoken to love the marriage and love the 4-stroke triples Yamaha provides in either naturally aspirated form or turbocharged.

Keep in mind, this union has been ongoing now for almost a decade – and both companies have prospered because of it.

What seems to stick in the craw of Yamaha enthusiasts is that Yamaha sleds look so much like Arctic Cats. No argument, that is a fact. Although there are subtle aesthetic differences, if you stand back and squint at them, the two brands are unmistakably similar.

Yamaha has specified certain differences in, say, the SideWinder. Comparing the SW to a T-Cat, although there are subtle variations in the hood and windshield designs, the tech differences are limited to the SideWinder’s unique Yamaha-engineered primary and roller secondary clutches.

The Yamaha has also added its Stryke skis to the mix with good success. Other than those two technical differences there may be some differences in suspension packages on certain parallel models to Arctic Cat – but that’s pretty much it.

If you check out the whole Yamaha model line-up from value sleds to mountain to trail, the similarities between Yamaha and Cat are unavoidable. However, touring and utility sleds are considerably different with Yamaha still offering some models on the RS platform and the Viking Professional as a pure Yamaha offering. So far Yamaha has no 2-stroke crossover sled and presents the turbocharged SideWinder X-TX as its primary X-Over.

The bonus for Yamaha owners is the evolved nature of the Cat chassis. Yamaha owners are the beneficiaries of excellent handing and very good ride characteristics on pretty much every model now.

Could Yamaha do more to make Yamahas look uniquely Yamaha-ish? Certainly. The seat and tail-over-the-tunnel design could be redesigned to perhaps offer more comfort and a different side view. Both companies have done a good job with unique branded paint colors and graphics, but maybe a new set of hoods and windshields would be in order on some models.

One thing we’re holding our breath for is the long-rumored chassis change Arctic Cat has supposedly been working on. If there is a new ProCross II chassis in the works up ahead, would Yamaha sleds suddenly adopt that platform or stick with the original?

It seems to us that based on the way things have gone, manufacturing economies of scale would dictate that a ProCross II would become a new SR II right away. Maybe both companies would be missing the boat if that were the case.

Snowmobilers are proud, brand-loyal people and don’t always cotton to the idea their sled could be mistaken for something else. Hey, it doesn’t make any sense to us when you study how the co-operative manufacturing process has been such a boon to both parties.

It’s a strange world out there in sno-mo-land!

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Yamaha has ditched its confusing “Tuner Ski” and built an all-new, highly effective, handling enhancing, predictable steering ski for virtually all trail targeted Yamaha sleds in MY 2021.

YAHOO!

Need to say this right out of the gate: Thank you Yamaha! We have been one of a few media outlets who have not mixed words about how poorly the former tuner boards worked. Essentially the dual skag “tunnel” design of the Tuner Ski created huge issues with understeer and sometimes outright plowing of the front end.

Compounding this persistent suite of issues was the propensity for the Tuner to “clean out” suddenly and transition in the blink of an eye from understeer to profound, ski-lift inducing oversteer. We regularly fiddled with Yamaha’s tuners and regularly came away frustrated.

STRYKE IT!

As soon as we rolled our first Stryke equipped SideWinder out of the pits in Yellowstone last spring, we felt a difference. Turning up the Winder’s formidable wick while carrying a solid measure of turbo-jam deep into a high speed sweeper proved Yamaha got it right.

The Stryke uses a single, deep keel with a rocker and a dual carbide setup that positions the runners on a common plate with a leading and trailing rod. Throttle on or off – even dragging the brakes – Yamaha’s wide spaced A-arm IFS bit like an under-fed shark all the way through the center of turns.

Particularly satisfying and definitely confidence-inspiring was the new ski’s ability to maintain strong on-center feel with virtually no darting. You can drop the throttle at over a hundred per and the front end stays laser straight, generating tons of confidence with no head shake.

Go ahead, grab a handful of brake and back it into a tight turn as you head for the next apex. At last you are in complete control of the world’s fastest production snowmobile!

There is a measure of tune-ability in the new Stryke boards. Yamaha has simplified tweaking the fore/aft angle of the skis with a shim system under the ski saddle. The rubber saddle biscuit can be biased to put more pressure on the front of the ski, the back of the ski or to have the ski level and un-preloaded.

The effect of having the ski push down harder at the front is heavier steering – something some pilots appreciate. Pre-loading the tail of the ski will produce lighter steering effort with a little more darting. We found the ski to be near perfect in its response when it was set up level with even fore and aft preload.

UPDATE YOUR YAMA-ROCKET

Yamaha is making noises they will offer the new Stryke skis in fitments for late model ARC IFS sleds. We’ll give our gold-plated recommendation to hightail it down to your Yama-store with a fully loaded MasterCard and procure a set of these excellent skis.