Supertrax Online | Powersports News

IPONE Motor Oil Products

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SnowTrax TV

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23 January 2018

AJ is in the Trail Tech shop and breaks down the differences in high performance synthetic powersport motor oils as he takes a closer look at Ester based technology used by IPONE.

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2018 XF 8000 Cross Country Limited

Features

Mark Lester

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23 January 2018

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Cat’s new 800 DSI mill comes wrapped in new clothes for MY 18 and the XF Cross Country might be the slickest looking of all the new ProCross models.

The big news for those familiar with the AC oil injection tank filling ritual is this: It’s fixed. Now you can access all the important stuff under the hood in just seconds. Fit of the side panels and top cowl is automotive-tight and that’s big progress.

Arctic Cat has answered the call for improved instrumentation. The gauge cluster is now identical to the 600 DSI’s instrumentation and this cutting edge digi-gauge allows you to select where you want info to appear besides including all the stuff you demand info on.

The missed opportunity here is the inability to toggle info with a left side switchgear button similar to what the Polaris and Ski-Doo offer.

So, there’s definitely solid improvement as a result of its potent new mill and svelte skin.

What else has Arctic brought to the table to give this ride extra appeal in the hottest segment in the sport? How about a coupled Slide-Action skidframe with a 137 x 1.75 Backcountry X sneaker wrapped around it?

This is the familiar Cat set-up we’ve rated highly the past three seasons. The Slide Action front arm capably looks after trail jigglers while full rear-to-front coupling handles big hits.

Most important is the Cross Country’s use of Fox Zero QS-3, 3-position shocks – arguably the best dampers in the sport at this writing.

With QS-3s you get three substantially different settings: Soft, medium or firm. In our opinion, over 95-percent of riders will find the perfect setting in these three, easy-to-select clicks.

Start your ride on full soft then twist the clicker incrementally while you tweak rear torsion spring preload. If you end up in firm you’ve either been too liberal with the cheeseburgers or your last name sounds like “Hibbert”.

ProCross handling is very familiar after six full years in the industry. This means 6-inch single rod carbides are necessary to generate strong initial turn-in and maintain a solid line through the center of turns. Ditch the standard anti-darting dual, staggered factory runners.

Cornering posture is mostly level however you can generate inside ski-lift when required to counter loose snow mid-turn.

The new DSI’s throttle response tangibly improves the Cross Country’s handling by transitioning smoothly from off-throttle to on-throttle in the tight, twisty trails we all love.

The 1.75 lugger, with the new DSI 800’s abundant torque, produces serious bite on loose trail surfaces or in deep boondocking powder. You can argue the competition’s longer rails are superior in deep fluff and maybe you would be right under certain conditions, however, one pull down your fave trail and you’ll agree, this XF’s handling and trail manners are at the top of this class.

Our final thoughts on the XF 8000 Cross Country 137 are as follows: While this motor rings the bell and is a big step up from the former Suzuki 800 twin, the opportunity to equal or one up Ski-Doo with an 850cc mill has been lost.

Certainly the new 800 will please buyers in this segment but the writing is on the wall. The 800-class will go to 850 in the next few years.

FULL REVIEW: 2018 Polaris Switchback Assault 800

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SnowTrax TV

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22 January 2018

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FULL REVIEW: 2018 Polaris Switchback Assault 800

Luke is reviewing the successor to the runner-up of the 2017 Real World Sled of the Year – the 2018 Polaris Switchback Assault 800.

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SKI-DOO G4 HANDLING

Ask Motorhead

Mark Lester

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22 January 2018

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Hi Mark –

I just read your review on the new Ski-Doo 600. Nice job!!! My next sled may see me going from the current 850, back to a 600.

I could not agree more on the weird steering of the G4 chassis. I love steering – razor sharp steering – even if it comes at the expense of darting and rider comfort, but the G4 is weird.

It does what I call the “Turn, Tuck and Push”, or “TTP” for short. The trails in our area tend to be notably tight and make the G4 steering issues even more pronounced. I have tried everything to make the sled steer; from suspension settings to crawling all over the sled like a monkey. Then I get off my sled and ride my 2014 600 GSX and WOW, it steers!

It is not set up to steer either. It’s just stock, yet it still steers. I believe my MXZX G4 needs just a touch more low speed compression damping on the front suspension (Yes, I know, no adjusters – big frown). Just enough to help with the tucking on an aggressive turn.

I also believe the front end needs a little more caster, which would help to reduce the hard initial turn in and also help it hold a line better through the middle and out of a corner; but that modification is beyond the work and tools I have in my shop. Then I read your article about the ski change and that really sparked my interest.

Do you think the skis noted in the article will make enough difference as to make the G4 chassis comparable to the older 2014 in the steering department?

Tom

Tom –

This is becoming a hot topic for us!

I have a G4 in the shop right now pointed at the door with a set of Split Rails on it and I can’t wait to try it. For sure the pilot 5.7’s work better than the TS skis many G4’s have on them.

Interesting you’ve coined a name for the steering response – we call it “segmenting”.

Thanks,

Mark

2018 SKI-DOO MXZ 600R E-TEC

Features

Mark Lester

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22 January 2018

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Ski-Doo has done to the 600 class what it did to the 800 class; sent the competition back to the drawing board.

That’s supposed to be the final line to this report but there’s no use denying it or trying to rationalize the performance of the competition compared to the new 600R E-TEC engine.

The new-from-the-cases-up “R” is a torque laden, stump pulling rocket for the 600 class. Engagement happens just over 3000 RPM and when the pDrive pinches Kevlar the surge of uncharacteristically torquey 600-class power begins to extrude into white top with an urgency uncommon to this segment.

It is meaty and broad through the mid-range and by the time you’re at full shift RPM at just over eight grand, the G4 is hauling serious booty.

COMPARED TO WHAT?

The 600 class benchmarks have been both the Polaris 600 Liberty and Arctic Cat’s 600 Dual Stage Injection (DSI). The old Series III E-TEC had fallen to the bottom of the 600 class for power and the Minnesota duo both held court over the aging Rotax.

Clearly, Ski-Doo knew what was the target and if it was to deliver a new 600 class mill it would have to both outperform the other 600s and change the rules at the same time.

Mission accomplished for the new 600R. It produces a claimed 125 HP and we think that’s conservative. What we do believe is a reported 11 to 15 percent improvement in bottom end torque at engagement and a 30 percent improvement in throttle response.

This is the rule-changing element of this powerplant. This delivery of torque launches the G4 with authority, while the surge of power stays strong – really strong.

NOT THE 850

The new 600R is not a de-bored 850 although they look very similar. The 600 uses its own built-up crank, not a two piece forging. There are no boost injectors and the pistons are conventional all-aluminum units without the 850’s cast iron ring lands.

The engine is ultra narrow and has a flat stator – pretty much identical to the 850’s. The flat stator allows for the engine to be mounted in exactly the same orientation as the 850, specifically way, way to the right – and no doubt will be fully adaptable to the new “SHOT” stator/starter motor system.

The engine is “square” with equal bore and stroke dimensions. The new E-TEC injectors appear smaller and are reported lighter. An electronic oil pump meters oil precisely, preserving the E-TECs iconic reputation for miserly oil consumption and equally impressive fuel mileage.

The engine weighs in very close to the Series III mill but keep in mind the e-starter is built-in and works internally, not requiring a heavy clutch-mounted ring gear.

WHAT ELSE?

The most unusual piece of the limited build 600R we’ve been riding is the absence of Ski-Doo’s tunable skis. This version features what are surely MX-Z “X” package pieces: The deluxe gauge package, the adjustable (and necessary) handlebar riser, tunnel adjusters for the rear shock and torsion springs and all-new piggyback double clicker KYB front IFS shocks – but no tune-able skis.

So here’s where it gets interesting: Our 600R has dated Pilot 5.7 boards. We’ve been pretty clear stating our lack of approval for the new G4’s handling last season. All of the sleds we’ve made these comments about are equipped with tune-able skis.

The G4’s we’ve ridden (with the exception of deep snow and X-overs which use mountain specific skis) generate a strange cornering posture we call “segmenting”. The sled tends to turn-in too hard then the rider intuitively backs off the turning angle to settle the chassis. Once you feel settled you turn-in again (this is happening rapid fire) and the sled rolls hard onto the outside carbide, generating oversteer, which is not comfortable in high speed turns.

With the 5.7’s on the new 600R the chassis remains settled and the rider can easily control the oversteer/understeer balance with confidence and control. We’re not sure what SD is going to do about this but if we were shopping a new G4 we’d bolt on a pair of 5.7s before leaving the dealer.

A NEW BENCHMARK?

The new G4 600R is a homerun. In the same way the 800 class rules have been re-written by the G4 850, the competition will likewise have to respond to this 600. Nuff said.

Tucker Hibbert delivers dominant performance at Deadwood Snocross National

Press Releases

Supertrax Online

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22 January 2018

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Tucker Hibbert delivers dominant performance at Deadwood Snocross National

January 22, 2018 – Tucker Hibbert added another weekend sweep to his record book with dominant back-to-back wins in the pro finals at the ISOC National Snocross tour’s stop in Deadwood, SD. Knowing Hibbert’s history of jaw-dropping rides on the tight, rough track packed into the Days of ’76 Rodeo grounds, fans showed up in droves with the hope of seeing the 10-time champion put on a show.

After a big win Friday night, Hibbert delivered an unforgettable performance Saturday with a rally through the field that had the sold out crowd on their feet the entire race.
A solid jump off the line in Saturday’s final put Hibbert in good position but with a full lineup of riders on his inside, he got pushed off the track in the first turn. He re-entered the race in a matter of seconds but was already shuffled back to 12th position. Tapping into his experience, he passed riders quick, sometimes multiple riders at a time, and by lap 10 of the 24-lap final, moved into second place. The sub-30-second track comprised of a mix of natural and manmade snow deteriorated fast and turned into a minefield of deep holes, roost and lappers. With holeshot winner Kody Kamm in the lead, Hibbert searched for good lines to make the pass. Two laps to go, Hibbert capitalized on Kamm’s repeat attempt to block him on the inside of a corner and rode around the outside of him to take control of the race. Hibbert pulled over a three-second gap and rode the rest of the race unchallenged to complete the weekend sweep.

Hibbert now has a 50-point lead over second place in the yearend points championship. The ISOC National Snocross tour will take a three-week break before heading to Salamanca, NY February 16-17. To stay up-to-date with Hibbert and his schedule, visit tucker-hibbert.com.

Tucker Hibbert – #68 Monster Energy / Arctic Cat / Ram Truck
Friday night recap:
“For the final, I lined-up second from the inside which is a really good spot to be. I wanted to play it a little safe to avoid a potential crash and came out around seventh place. At Deadwood, you can’t wait for the race to settle in. You have to make as much ground up as you can on the lead right away. With the wet, sticky snow and roost, I made a big effort to get to the front as fast as I could. I knew where I was when I got into third and that Logan (Christian) was in the lead. I had a good line on the inside of the first turn and Logan was taking the outside. I made up good ground on him in one lap and was able to make the pass in that corner the next lap.”

Saturday night recap:
“I was all the way on the outside so it wasn’t the best scenario. I focused on nailing the light and getting to the turn first. I got a good start but being so far on the outside, I couldn’t get to the inside of the corner, got pushed wide and eventually off the track. I didn’t get too wound up because it’s pretty common for me to end up off the track in Deadwood. I’ve been in this situation before so I focused on getting back on the track safely and get moving. I really wanted to pass people as fast as I could when everyone was bunched up but it’s tricky because everyone is racing so hard. Fortunately, I made some good decisions and passed people quickly. I was pumped to get up to second pretty quick behind Kamm and tried to take a little breather and regroup then started charging. I had some really good lines and then Kamm caught onto them so I wasn’t able to make up the ground I wanted to. We were going the same speed for a while. It started getting more intense when the race was winding down and then we got into lappers. I was able to put on a charge towards the end and got right behind Kamm and once I did that, he made some mistakes and I was able to capitalize on them and take the lead.”

On racing in front of a sold out crowd in Deadwood:
“It was awesome. I could hear the crowd cheering and getting loud with every pass. It’s always cool to feel that. Racing in Deadwood is crazy because you’re battling so many things – sticky snow, tight track, lappers. It’s a race where you have to race so hard the entire time. It’s not pretty but makes for a great show for the fans.”

Goals for remainder of the season:
“The goals for the rest of the season are the same as always – keep making progress and keep getting better. We’re focused on winning the championship and being in the position to do that means to keep improving every week.”

Tucker Hibbert – Deadwood National Results
Friday, January 19 – Pro Round 7
Round 1 Qualifying: 1st
Round 2 Qualifying: 7th
FINAL: 1st
Saturday, January 20 – Pro Round 8
Round 1 Qualifying: 2nd
Round 2 Qualifying: 1st
FINAL: 1st

CBS Sports Network Broadcast
Deadwood Snocross National Day 1: Sunday, January 28 – 11:00 am ET
Deadwood Snocross National Day 2: Sunday, February 4 – 11:00 am ET

Remaining 2017/2018 ISOC National Snocross Events
Salamanca, NY // February 16-17, 2018
Mt. Pleasant, MI // February 23-24, 2018
Dubuque, IA // March 9-10, 2018
Lake Geneva, WI // March 16-17, 2018

About Tucker Hibbert
Tucker Hibbert, 33, entered his first race at the age of eight and today stands as the most decorated snowmobile snocross racer in history. He’s a two-time FIM World Snowcross champion, 14-time X Games medalist and 10-time national snocross champion. Now in his 18th professional season, he holds 134 Pro National victories. For more information on Hibbert, visit tucker-hibbert.com.

SnowTrax Television 2018 – Episode 4 Sneak Peek

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SnowTrax TV

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21 January 2018

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SnowTrax Television 2018 – Episode 4 Sneak Peek

Coming up on a new and exciting episode of SnowTrax 2018:

SnowTrax departs to the frigid Arctic Circle to take one incredibly lucky contestant winner on Arctic Cat’s Ride of a Lifetime giveaway. Watch as Luke embarks on a two-day, near 400km group snowmobile trek through the harsh, natural terrain of Norway to the familiar and tranquil landscape of Finland where no two trails are the same.

We get an exclusive invite to BRP’s Rotax manufacturing plant in Gunskirchen, Austria to get an insider’s look at the development of powersports’ engines, including the new 600R E-TEC for Ski-Doo’s recently announced 2018 MXZ 600.

Then in TEST RIDE, AJ reviews the highly anticipated and reinvigorated crossover sled – 2018 Ski-Doo Renegade Backcountry X.

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SKISAVER FLEX

Top Gear

Supertrax Online

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21 January 2018

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Keep your carbides sharp and your floor and driveway damage free with SkiSaver Flex snowmobile wheels.

This ingenious design allows you to quickly and effortlessly elevate your skis above the ground by simply rolling the frame under the ski, pushing down and hooking it to the ski loop.

You can transport your sled forward and backward with confidence over rough terrain and up trailer ramps. The SkiSaver Flex is adjustable in width from 160 – 270 mm and the hook height can be adjusted in 3 modes to suit all types of ski designs.

Canadians can purchase the SkiSaver from Heartland Marine and Mortorsports (heartlandmarine.ca) or visit safedriving.se to find a distributor near you.

2018 Yamaha SideWinder X-TX SE 141

Features

Kent Lester

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20 January 2018

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Yamaha answers the call of dual-purpose usage with some pretty aggressive off-trail equipment this year.

A couple of years ago we would have steered you far away from a 141 if you were an avid on-trail user who only occasionally rode powder. Now, the last two years, both Yamaha and Arctic Cat have done a lot of tuning to deliver a 141-incher with really good trail compliance.

The SideWinder X-TX SE 141 comes with a 1.6-inch Cobra track that we think is downright perfect for both applications and the adjustable 42-inch ski-stance makes a lot of sense for circuitous trail riding.

The sled uses Fox FLOAT 3s up front and on its rear suspension arm. There are no torsion springs or even coil-over springs back there but a gas shock with a coil-over is used on the front arm. These details are all satisfactory for a sled that can perform double duty but there’s much more to the X-TX’s skidframe than meets the eye.

Although not the same length as the Switchback, the skid uses a considerably longer front arm than it did a couple years ago and fine-tuning has been done to the pull rods and their length and angle in relation to the front arm.

The mounting points where the front arm greets the slide rails are higher and when a rider is seated, the front arm is nearly parallel to the slide rails.

All of this geometry tweakage is capped with some pretty advanced shock calibration to get the ride mighty close to what you’d experience with a coupled suspension.

At the same time you get the unrestricted climb-out in powder mountain sleds possess and full advantage of the track’s ability to bite.

Flat-out, the Sidewinder weighs more than a 2-stroke and although it’s less noticeable on a pure trail sled, when you’re in deep powder and the threat of getting stuck looms over you, the extra weight of a 4-stroke triple, turbocharger and all the plumbing at the front can be impossible to forget.

The fact is, whether you’re into freeriding or trail riding, Yamaha only makes 4-stroke sleds. There are no Yamaha 2-stroke choices in this segment so it’s pretty obvious you’ve already decided you want a 4-stroke freerider and are willing to put up with some compromise.

Without a doubt the Sidewinder makes enough power and torque to get you out of many unexpected deep snow jams. It takes an aggressive rider who is looking ahead and planning exit routes and who may not be afraid to take out some foliage to clear a path when things get hairy.

Although the X-TX doesn’t supply the same level of confidence in the deep as a lighter 2-stroke, with some forethought and aggressiveness you can have a blast on it.

With that in mind, the X-TX 141 promises adventure and drama and a big-time doses of adrenaline.