October 30, 2007
Yamaha Snowmobiles, Don’t Phaze Me!
The OMP project, part two.
continued from “A Proto-type Yamaha and Nytro Stuff”
In 1992 we released the Vmax4 which largely overshadowed another significant new model, the Enticer II. The newest ET replaced the original long track, leaf spring version with a progressive TSS chassis and 408cc f/c engine. The sled did a lot of things well but the price gap between the Bravo 250 and ET-II increased, leaving quite a hole in our line.
We needed a work sled to sell for under six grand Canuck (in the mid to late 90’s)
The OMP concept went back to using a high tensile steel chassis (instead of more expensive aluminum). It incorporated a
simple leading arm from suspension and our existing long travel Pro-Action skid. The 408cc engine in the ETII had morphed from the noisey 400 which was punched out of the original 340. And it had become a little pricey with its ‘finicky’ Tei-Kei carburetor, as first seen on the Ovation.
We planned to use the original ET340 motor with it’s Mikuni carb, breathing through an air-box which doubled as the steering gate. The idea of designing a single part to perform multiple functions was a key focus to reduce cost…
We had some other interesting new ideas for this model. The front rack, like an ATV, would add storage as well some
added front-end weight would assist steering when pulling a heavy load. The air-management included some duct work to heat a storage box behind the windshield to dry gloves or keep small items warm. Additional hot air 
could be redirected to the rider’s knees or behind the windshield. A primer pump was used along with a carburetor heater to ensure proper enrichener function and no icing under severe cold conditions. Under-seat storage similar to the VK was a bonus. We were still discussing using the same reverse system we use on our golf cars by running the engine backwards. We first presented that idea for the Enticer II but didn’t get any ‘takers’… gRERrrr 
The second engine, I thought would be a single carb 488 (Phazer) but Karl had a better idea. We would use the 540 from the VK and SRV models. Things were looking good.
I had another idea which I thought could offer a nice variation and more sales. Why not style up a sporty looking hood and a 121 suitable tunnel for the OMP chassis. The TSS Phazer had been left behind and this could be a reasonably inexpensive way to bring it back.
At the time we were about to pull the sheets off the new leading arm / Pro action Vmax series. The plan was to use that chassis for the re-birth of the Phazer. I argued my case but I couldn’t get buy-in, everyone wanted to use the sexy (and more expensive) SX chassis. Ultimately we lost the chance to gain more sales volume for the OMP using a short track version.
As it turned out, the cost to produce the Phazer 500 in the Vmax chassis was greater than what we needed to sell it for in order to be price competitive (in the fan-cooled class). In the end the Phazer 500 was very short lived and the OMP died on the drafting board due to its development cost measured against the limited volume and 5,999 CDN$ price target. C’est la vie!
I swallowed hard and moved on to something new, (here’s a picture) which I’m pretty sure some of you well recognize 
… cheers cr
Wow, I love that last picture. Its like seeing something we’re not supposed to see.
You have a fantastic job, and I look forward to more posts like this.
October 30th, 2007 at 3:33 pmHello Chris,
Always good to read your story, can wait each week to find out about your subject.
Nice picture the last one…. ‘que de souvenir’ from that machine
Keep up your excellent work !!!!!!
Alain Vmax
October 30th, 2007 at 8:48 pmWow!
Great info!
It was news to that the SX chassis phazer was so costly to Yamaha! I owned the MountainLite version of that sled. Great sled it was. Even better with WP shocks all around. Very popular here too.
Keep the great posts coming! I always enjoy reading them.
Ike
October 31st, 2007 at 2:37 amHey Chris,
Another informative and interesting post as usual!Well done.
With Deluth only weeks away, any chance you might be able to dig up a bit more info than we are reading in the mags regarding team blues efforts in SC for 07/08? I am looking forward to cheering on Steve and Corey at Spirit Mountain,…it should be a great year for Yamaha on the track.
Mark
October 31st, 2007 at 8:00 amIi’s interesting to see the airbox used as a mount for the steering post as well as functioning as the steering hoop. It wasn’t until 9-10 years later that a simliar design showed up with the Firecat.
I’d be interested to learn more about the gold cart version of RER. Back when the little Tundra first came out with RER and I recall thinking it was pretty cool.
I want to add my two cents that I definitely enjoy the prototype stories and photos!
October 31st, 2007 at 1:21 pmthat last pic. alomost made me cry!
keep it up!!!
Nelson
November 2nd, 2007 at 1:39 pmHey Chris, couple of accessory questions –
Will there be any price changes in accessories?
Yamaha USA shows 2 different FX Nytro Windshield Bags. One is for the stock windshield (SMA-8GL21-20-00) and the other is for the accessory windshields like the medium and tall ones (SMA-8GL21-30-00) Yamaha Canada does not show the later part number. I ordered the stock one, but am putting a tall windshield on – can I/should I place the order for the later part number instead?
Yamaha USA and Yamaha Canada show different pictures for the Nytro MTX Rear Rack. Do you know which one is correct? Both have same part number (SMA-8HBRR-RA-CK)
Do you know of any existing pictures using the Nytro Windshield Side Deflector Kit (SMA-8GL96-60-00)? Interested in what it looks like all together with an accessory windshield before ordering.
Thanks for any help!!
November 2nd, 2007 at 6:51 pmYK
Clean clean clean (don’t laugh) is the look of it. The airbox deal is sweet. Did you tune that or that really didn’t matter with this concept? All the cables are in one bundle. What’s on top of the engine? One carb…good. Gas tank ain’t going to fall apart. Nice touch with the cost effective foot support. Looks rugged.
Primer – nice….
So – how do you co-ordinate all that stuff. Do you assign people for sketches and mock ups? What was the time frame? Was the work done in Japan or here? From what I read – you took most basic components from existing sleds? The hood etc – did you prototyped in a mock up first then a mold built for one off?
Thanks
November 5th, 2007 at 6:34 pmCan you tell me where I can get the 2007 Phazer FX plates to control ice accumulation in the tunnel? I understand yamaha has an update on this.
Thanks, Rick
Hey Rick, heres the deal… we (YMCA) are currently working on our dealer bulletin with installation instructions etc. the actual parts are in transit (at least two weeks for those to enter the system). Safe bet is: you should contact your dealer in about three weeks and they’ll be able to help you out… cheers cr
November 7th, 2007 at 11:38 amHi Chris,
Can a safety recall (Phazer) be performed by a CDN dealer if the sled is from the US?
Thanks again,
Rick
Rick in this case it is an important safety recall and we put your safety ahead of regular policies and politics… get the sled into your nearest dealer and have the updates performed! cheers cr
November 7th, 2007 at 5:38 pmHi Chris,
I went to see my dealer and was told he would not do any recalls on my sleds since I purchased them in the US.
I spend many thousands of dollars at his shop but it didn’t seem to bother him. I even asked if i could purchase the repair kit and do it myself and he replied “no”, it was “against the law”.
Rick
Hey Rick, This is understandably a sensitive area with a lot of our dealers. Couple of things you have to understand. On a formal safety recall (there is only one applicable to the Phazer at this time), we (Yamaha Canada) are prepared to assist customers regardless of where the unit originated BUT there are certain steps that need to be taken. First, you have to find a dealer willing to take on the project. They must contact our DSSG (inside service support group) with the complete NVIS serial number so that they can cross reference and confirm the status / legitimacy of the unit with the country (distributor) where it was sold. Once done an authorization can be issued to the dealer to proceed. We then have to process the claim and pass forward to the original distributor then reimburse the dealer. Remember we will not have any record of your sled in Canada and in the case of recalls we (as do the USA) have to comply to government regulations to report all modified units to show compliance with the recall notice.
November 10th, 2007 at 10:30 pmNote: We cannot dictate or pressure our dealers in the case of units originating outside of Canada.
It is their business and their decision. In your case you have several options. Convince your dealer to take care of the recall, find another dealer who will or return the unit to an American dealer. The work must be performed by an authorized dealer. If they were to supply parts only, they would be liable for any damage if the unit was to fail and he is correct, by law we need to confirm the modification was done. Personally I like the first option, as you are in a ‘relationship’ with your dealer. He is likely feeling like your wife would if you showed up at home with another woman… hopefully you can reconcile, if not then its time for a divorce and nobody wins. cr
Can anyone tell me why I am replacing my 5th muffler/exhaust in 12,000 miles in my o5 warrior-breaks at weld at y in front of muffler,I weigh 205 dressed,and am 50 years old.The sled looks like new-only other problem is tank sender=please suggest-dealer smiles at me every year!!!!
February 1st, 2010 at 6:37 pm