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!

More information can be found at: yamaha-motor.ca/snow/snowmobile

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

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.

That intro has been true for over 50 years without much debate whatsoever. Here’s what will be interesting in Long Branch, Minnesota this coming weekend. 

Last season’s Hay Days was one of the strongest showings of the sport of snowmobiling in a few decades. To say the weather doesn’t affect Hay Days attendance would be a huge understatement. I don’t mean the weather for the day of the event – I mean the weather from the previous snowmobile season. In the case of last year’s Hay Days, pretty much the entire snowmobile market had an amazing winter, and it translated into a strong Hay Days event.

This past winter was – by many enlightened observers, possibly the worst (lack of) snow year in recorded history. From the Atlantic and Maritime states and provinces through the central trail systems of the mideast to the expanse of the midwest and into the mountains, there was so little snow some buyers of new iron last year – actually more than some – didn’t even spin their tracks. The east’s iconic Quebec trails were snow-starved and run into the dirt while the western US market dealt with less snow than anyone we know has ever seen. In a word – how about three words – it was painful.

So here we sit on the cusp of another Hay Days. Our review of the site plan looks promising with exhibitor counts appearing respectable. What we or anyone else can’t predict is how big the crowd will be this weekend. 

For sure, a lot of last year’s attendees cleaned the place out of carbides, oil, studs, helmets, suits and of course late model current and non-current sleds. After all, most riders this time last year actually needed to spend sizeable jing to replenish their stashes of consumable parts, garments and accessories in preparation for what was supposed to be another big snow year.

The question we ask is this: What is the temperature of the snowmobile marketplace as the 2024 edition of Hay Days rolls out this weekend? We’ll all know the answer to that important question when the gates close on Sunday night. Hay Days is the most influential predictor of the market year after year.

So, without further adieu, here’s wishing an awesome Hay Days weekend kicking off a winter that turns back the hands of time and provides snow in feet, not inches, everywhere you and the team here at SUPERTRAX and SNOWTRAX ride. 

WHEN: September 7th and 8th, 2024
WHERE: 38740 Oriole Ave, North Branch, MN
INFO: haydays.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

Frankly, I marvel at this question on a regular basis. Even though I don’t see many Yamaha Nytros on the trails anymore the Nytro is not that far back in the rearview mirror. The first Nytro arrived in 2008 and remained in production until the 2014 model year. That’s a seven year run for this very unique snowmobile.

Make no mistake about this – Yamaha targeted the Nytro to compete against 2-stroke ditch bangers like the REV and REV XP. In fact, Ski-Doo was in the cross hairs of the Nytro ahead of all other ditch weapons. The Nytro’s calling card was its light weight when compared to any past Yamaha 4-stroke sled.

The Nytro debuted its skeletal styling that saw every chassis element paired down and rationalized in the battle to achieve the title of “lightest 4-stroke”. The 2008 Nytro and its sister, the Phazer 500 4-stroke, would be among the last pure Yamaha models designed and built in Japan.

The Nytro did display lighter weight than any previous Yamaha 4-stroke model in the 130-HP class. At the same time the competition – Ski-Doo – were on the main jet in pursuit of lightweight 4-stroke supremacy. When they (Ski-Doo) landed the new REV XP chassis with an 1170cc Rotax 4-stroke for power they rained on the Nytro’s short-lived parade by delivering even lighter weight. This happened in MY 2008.

The Nytro popularized the now legendary 1049cc Genesis triple 4-stroke and no matter what you thought about the Nytro’s boney looks there was no disagreement about the effectiveness of the Nytro’s mill. Even though Ski-Doo’s 1200 powered XP was lighter, the Nytro’s 1049 with three throttle bodies and three injectors flat out-classed the Rotax 1200’s single throttle body induction system. The term “throttle lag” was born in an effort to describe the Rotax 1200’s response to loud handle adjustments.

In as much as the Nytro attracted a following in the 00’s the sled was somewhat misunderstood and difficult to pigeon hole into an existing market segment. The Nytro’s designed and built-in-Japan chassis suffered from unusual handling quirks – which for all the world felt like the sled’s engine was too high in the chassis – creating unpredictable inside ski lift.

If you were a throttle jockey or a certified ditch banger the Nytro’s handling was of little issue. However, mainstream Yamaha trail riders went back to their Vector and Apex. Both of these iconic Yamahas delivered predictable – if not rock-solid handling – and delivered ride quality still legendary today.

The aftermarket delivered myriad geometry modifying front suspension kits which in combination with aftermarket skis settled the Nytro’s jumpy cornering posture. These ski and spindle kits were effective – however the price was not inconsequential.

The Nytro marked an important place in snowmobile history. The first year of domestic Yamaha snowmobile production was 2014 and so was the last year of Nytro production.

The Nytro will be remembered by a herd of Yama-groupies who loved the 1049 Genesis and the Nytro’s inherent lightness. The 1049 lives on today in other Yamahas and in a 999cc turbocharged variant – the standard by which all other sno-mo-turbos must be measured.

AJ and lifelong friend John Arkwright head to Algoma Country located in Northern Ontario, Canada to tour the snowmobile trails that make up the Soo Highlands Loop and the Northshore Loop. During their stay, they take advantage of the welcoming hospitality that the communities of Sault Ste. Marie, Elliot Lake and Spanish have to offer.

AJ’s in the TRAIL TECH shop breathing a bit more life into his 2000 Ski-Doo Touring E380 Fan with the help of some aftermarket accessories Kimpex that will help him stay inside his budget and keep this sled on the trail for years to come.

Then in TEST RIDE, Motorhead Mark finds a balance between the utility features and trail functionality of Yamaha’s 2024 Transporter 800 featuring a 153-inch track, rear storage rack, tow hitch, long-range fuel capacity and a 794cc 2-stroke engine.

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.