The Yamaha Sidewinder SRX LE is ready to defend its title as the world's fastest production snowmobile. With the heart of a Genesis 998 Turbo and specially calibrated iQS, electronically controlled suspension, the SRX is sure to get you to the end of the lake first! A low profile Ripsaw track along with aero tunnel skirts minimize drag while the new, race-bred, ARCS front suspension with longer, forged spindles, special lightweight upper A-arms and new optimized geometry work to keep everything planted. The Limited Edition colour and graphics make for jaw-dropping good looks to accompany that legendary speed, but only for a limited time!

• NEW ARCS Front Suspension
• NEW Push Button Start

• 998 Genesis Turbo Engine
• The turbo boosted, one liter triple is unmatched when it comes to delivering incredible power with the refinement and quality you have come to expect from a Yamaha. Designed around a premium turbo unit, every engine component from intake to exhaust, is dedicated to producing uncompromised performance. The proven Yamaha turbo has earned the respect and reputation befitting the industry's highest achiever. This engine produces the potent venom in the Sidewinders bite.
• Tether Switch
• An integrated switch automatically shuts-down the engine when ever the driver is not on-board.
• YSRC High Performance Clutch System
• The YSRC primary and roller secondary clutches are calibrated for durable, cool operation. They harness and transfer the massive torque produced by the Genesis Turbo efficiently to the track while minimizing drive belt wear. The primary shifts out aggressively to use all the power on tap while the roller secondary is quick to back-shift and provides additional ratio through its oversize sheaves. The result is continuous acceleration after others have signed off.
• Fox® 1.5 Zero iQS Shock Package.
• Fox® Intelligent Quick Shift (iQS) shock absorbers are employed up front and on the rear arm. Suspension can be adjusted electronically on the fly, using a left hand mounted switch on the bars. Compression damping is offered in three very noticeable steps from soft to firm. Once activated the SCU (suspension control unit), located on the shock body, alters the oil flow within all applicable shocks in less than one second allowing the rider to dial in suspension feel to the running conditions. The shock setting is clearly displayed in the left side digital gauge once the selection is made. Rebound damping is preset, remaining constant to control kick-back and 'packing' in the rough, regardless of the iQS compression selection.
• NEW ARCS Front Suspension
• The new ARCS front suspension features taller, high-strength, forged alloy spindles and redesigned lightweight upper A-arms. The geometry is further revised to optimize suspension function while increasing ground clearance. This results in greater bite with less chassis roll for more predictable and consistent handling.
• Low Profile SRX 137 Suspension
• The SRX utilizes special suspension calibration with dual rate front shock springs, and low preload rear torsion springs to provide a lower ride height through additional suspension 'sag'. The lower profile enhances top speed performance while helping keep the sled level in tight corners. The softer initial spring rates are consequently more progressive, ramping up deeper in the stroke to resist harsh bottoming while full travel is still available when unweighted. The SR 137 skid remains a "coupled" suspension that utilizes a unique "sliding" front arm mount. With up to half-inch of movement at the front arm "slot", the system allows the SR 137 to deliver controlled (reduced) ski-lift during acceleration while still retaining front arm bump compliance. The solid rear axle design and large diameter rear wheels provide maximum strength while special front idler wheel layout increases clearance for iQS, plus reduces friction, for greater durability and performance.
• EBRS Engine Braking Control
• The effect of 4-stroke 'engine braking' when the throttle valves are closed has a significant impact on handling and ride character. Yamaha developed a special system which employs the ISC (idle speed control) circuit and ECU map using throttle valve movement and RPM information to reduce negative intake pressure during deceleration.

• High Tech Turbo
• The Nickel alloy turbine body is extremely strong and precise, able to withstand highly elevated temperatures. Supported by premium, ceramic ball bearings, the Inconel turbine blade assembly is very light and strong. This yields a low moment of inertia for lightning quick response to exhaust gas input. Triple throttle bodies are used exclusively to further enhance the quick delivery of compressed air from the impeller to intake valves.
• Mitsubishi Electronic Control Unit
• The Yamaha-developed Mitsubishi ECU uses a series of 9 sensors to gather running condition data which it computes using a predetermined memory 'map'. It then adjusts ignition timing, fuel delivery, manifold air-pressure and turbo boost pressure to produce maximum performance under any condition - reliably.
• Triple Throttle Body Induction
• Yamaha wanted an engine that's exceptionally quick to respond with little or no 'lag' as found in a conventional turbo. One of the ways they achieved their goal was to develop an intake system using three separate throttle bodies positioned very close to the intake valves. Instead of just one feeding long intake tubes — something that is not seen in any other production turbo on the planet. And another first for Yamaha with the Genesis turbo.
• Electronic Air Bypass Valve (ABV)
• Unlike conventional turbo 'blow-off' valves, the Yamaha ABV redirects air pressure back into the intake side of the compressor to prevent surge and help maintain impeller speed, always at the ready for the next acceleration with seamless power delivery.
• Liquid Cooled Turbo Body
• Engine coolant is circulated through the turbocharger to control both under-hood temperature and help cool the intake charge. Upon engine shut down, the convection energy produced by super-heated coolant at the turbo head keeps it circulating without the coolant pump in operation. This eliminates the need for an engine cool down cycle while maintaining high durability in the turbo components.

• Centralized Mass Design
• The SRV chassis layout was engineered with the goal of centralizing mass. Approximately 60% of the sled's weight is tightly centered within the main triangulation. The result is a quick-handling, well balanced sled, that's fun to throw around in a wide variety of conditions.
• SRV Front Suspension Geometry
• The SRV front suspension geometry is aimed at managing spindle camber, resulting in minimized bump-steer and maximized cornering bite giving rider confidence in varying trail conditions. The A-arms are mounted at a 30-degree angle from the sled's centerline to efficiently dissipate impact force throughout the entire chassis. Likewise, the front shocks mount directly to the leading spar so that trail forces are routed to the strongest part of the chassis. Wide a-arm spacing minimizes flex and stress in the front suspension system, which means consistent and confident corner handling.
• Lightweight, Rigid SRV Chassis
• The SRV chassis combines a load-bearing triangulated structure with lightweight aluminum construction to create a neutrally balanced sled that's centered on the rider. The pyramidal upper frame creates chassis strength without excessive weight.
• Low Profile Ripsaw Track
• SRX uses a 137" long, low 1" profile multi-ply track in a 2.86, fully clipped configuration. The lower lug profile yields less wind resistance at high speed while the fully clipped track reduces friction to provide maximum top speed performance. Additionally the low lug reduces weight and stress on the track for improved durability and performance at sustained high speeds.
• Over-the-engine steering
• The straight steering post on the Sidewinder is configured over the engine. It connects to a single bell crank for simplicity and light weight. The design also minimizes free-play in the steering system and delivers a tight turning radius.