With the 2015 AXYS turning out to be such a big success, there are a number of directions we could see Polaris going in 2016.

First, the new AXYS 800 with its lower engine positioning and lightened front end seems like a no-brainer to be married to a mountain platform.

This would become an even lighter RMK and the more powerful 800 would indeed be tough on the competition in a category Polaris already dominates.

Likewise, building a new Indy using the AXYS front clip would make a lot of sense and could keep this sled line in the hunt with whatever the competition brings for 2016.

As we’ve often mentioned, we would love to see Polaris offer a 4-stroke engine.

With the company’s big success expanding into the utility segment using its Indy platform, we think the next logical step would be to offer a 4-stroke for its customers here.

Ski-Doo has proven there’s a significant demand for 4-stroke utility sleds and 4-stroke sales in this category comprise considerable numbers.

Using one or more of the US-built engines from its ATV-SxS division would put Polaris squarely in the hunt with Ski-Doo and Cat here and the company’s deep experience with turbo-charging amps up the possibilities.

Last, we’d like to see Polaris put some focus on the 2-up segment. Its aging touring segment needs some focus and is mostly overshadowed by the AXYS Adventure. It just makes sense an Indy-AXYS hybrid would breathe life into this pure touring category.

Who knows, this may be an ideal application for that new 4-stroke we’re hoping for.

Many of our readers have been asking if we think Polaris will use the jazzed up 2015 Liberty 800 HO in the Indy or RMK in MY2016.

We think there’s a definite possibility this will happen but it’s a bigger deal than first appears on the surface. It’s simply not as easy as dropping the new engine into the “old” Indy or RMK belly.

When the AXYS was designed, Polaris went to a lot of trouble to ensure the engine’s mounting system would provide more rigidity for the chassis and maintain consistent center-to-center distance between the primary clutch and the secondary.

Some of this was to resist vibration but most of it was about increasing belt life when the new engine was producing considerably more power than its predecessor.

The old aluminum strap-style mounting system was scrapped and new cast mounts were built-into the cases. Also, the AXYS bulkhead and new mounts allowed the engine to be positioned deeper inside the belly of the sled to lower its CG and center the engine’s mass better.

The point is this: We think it makes good sense to upgrade the Indy and RMK’s power but it will likely mean a changeover to the whole AXYS front clip, not just a simple bolt-in.

Look for an Indy or RMK that looks a lot like an AXYS, if Polaris has the engine change on its agenda.

Yamaha’s top-line Viper, the LE, available as a 129-inch RT-X and 137-inch LT-X, is a more serious version of the SE.

The SE comes with Fox air shocks up front and gas shocks in the skidframe with pre-determined damping settings and no available adjustment other than spring preload. Upgrade to the LE and you get a fully adjustable suspension.

Up front there are Fox EVOL air shocks with reservoirs and both compression and rebound damping adjustability. The skidframe features Fox Zero Pro gas shocks without reservoirs but the good news is there are compression clickers that allow you to set up the suspension for various riding styles and rider weights.

This is a big deal and something not offered by Arctic Cat on its competitive 7000-series ProCross Sno Pro models – at least until you buy into Cat’s RR-series sleds.

Another option available on the LE is a 1.7-inch lugged track. This is a very aggressive track for a trail sled and is designed to add to the sled’s off-trail versatility. We’ve seen Polaris offer a 1.75-incher on its new Pro-X AXYS models in both 120 and 137-inch track lengths, too. It seems customers are asking for more track depth and Yamaha and Polaris are listening.

Even with a 129-incher, when the lugs are so deep, you can venture into pretty deep, dry powder without fear of getting stuck. The 137 would be the best choice if you’re riding off-trail a lot, though.

We’re anxious to sample the ride range the shocks allow for the Viper LE. We’re hoping calibration falls to compliance on the soft side and rideable stiffness on the highest settings.

Word is Cat and Yamaha have conspired on new settings this year for these premium sleds and the suspension calibrations have been softened so you can dial in more firmness as required or keep the shocks softer for more comfort on trails.

If you get a chance to ride a new AXYS, we guarantee you’ll be impressed.

This sled grabs you like the original RUSH never did and will undoubtedly convert over a bunch of Ski-Doo and Cat 2-stroke lovers this year and probably next.

At showroom decision time, it may even tempt Polaris Indy shoppers to spend more bucks and jump up to the AXYS over the Indy. Where does this leave the Indy for next year?

There are a lot of strong points about the 2015 Indy, especially the 800 SP version. It’s extremely light, has a very good reputation for handling and although its ride quality is not a match for the AXYS, it works very well – especially considering its way-lower price tag.

We’ve already told you this sled was the fastest 2014 Hypersled but this year we think the 2015 RUSH will be faster because of its weight diet and amped-up new 800 engine. We also believe the Liberty 600 will be appreciably faster this year in the AXYS – perhaps for the same reasons.

So, the question is, will Polaris continue to offer the Indy unchanged but at bargain-basement prices? The answer is both “no and yes”. We think there’s a couple of reasons why Polaris won’t leave the Indy the same and more reasons why the price will not skyrocket.

First consideration: Why keep building two different versions of the Liberty 800 engine?

It just makes sense, considering EPA certification, it would be far easier and more efficient to just drop the revisited 800 into an Indy chassis next year. If this happens, you’ll be seeing a very fast and even more exciting Indy.

The good thing is, although the price may go up a bit, you’ll not see it moving out of range compared to the AXYS.

We don’t think you’ll see a lot of extras added, like trick instruments or specialty shocks. Frankly, we don’t think the Indy will get a new AXYS-style front bulkhead or any new plastic in 2016.

There may be a re-cal of the skidframe shocks in the works but frankly, we don’t think Polaris is going to mess much with a good thing – and something that is selling really well.

It comes down to this: Look for the new 800 mill pirated from the AXYS and the same thing for the 600. This will give Polaris two strong entries in the sizzle sweepstakes – and we think that will be enough!

We hadn’t thought about it much before but it’s interesting to note that Arctic Cat has had two strong entries in the ultra-performance category for several years and so has Polaris.

With Cat, it’s the ProCross 8000 2-stroke and the 9000 4-stroke Turbo. Polaris has offered the 800 RUSH, now the AXYS-based version, and the Indy 800, the company’s more conventional hypersled with a shock-in-skid suspension.

Meanwhile, Ski-Doo has been dominating sales with a plethora of XS-based models based on 800 E-TEC power. We’re wondering if the competition’s taller menu has gone unnoticed by Ski-Doo’s product planners. Frankly, we doubt it, but it may give indication of some new thinking in Valcourt.

It looks like the price of entry into the hypersled segment is somewhere north of 160-hp. Certainly, the 800 E-TEC fits that description but it is showing signs of no longer being the performance dominator it was three or four years ago.

Yes, we’ve discussed a newer version of E-TEC (E-TEC II) may be coming and we strongly believe there’s merit in this guess, however, it would also make sense for Ski-Doo to shore up its potential by throwing a curveball at the hyper class.

We think the company is due to offer either a very hot 160-plus version of the 4-TEC triple or change up the game completely with a 900cc E-TEC twin. There are good reasons for considering either option.

With a 900 E-TEC, Ski-Doo would change all the rules and definitely get all the press and spotlight for the next couple of years. We think Arctic Cat may be coming with a new C-TEC2 hyper engine soon and may be thinking the same thing: “Go bigger and knock everyone else out at once!”

You can bet Ski-Doo would hate to see Cat jump over them and capture even more market share. On the other hand, a jacked 160-hp 4-TEC may be enough to capture the uber 4-stroke-market and keep the company front-of-mind for the immediate future.

It should be an interesting year or two in this enthusiast-focused category.

Put on your thinking cap for a minute. Based on the new technology in the Polaris AXYS, how would you respond to it if you were Ski-Doo?

First, realize that Ski-Doo owns about 40-percent of the market anyway and it’s XS models are certainly good enough the company could get away with doing nothing for a year or two. However, that strategy doesn’t fit BRP’s DNA profile and its history of always being a step or three ahead of the competition.

We think Doo is on it and already working on a strategy to leave its competitors and particularly, the Polaris AXYS, in its dust. Here’s what we think may be happening:

1. MORE POWER

Polaris has set the bar higher with a new 800 Cleanfire that actually benchmarked Ski-Doo’s E-TEC for performance. The new Liberty engine is EPA clean, gets better gas and oil mileage than in the past and appears to deliver on its “best performance” claims.

Look for Ski-Doo’s 600 and 800 E-TECs to use a modified version of Direct Injection with more horsepower – soon.

2. WEIGHT

Ski-Doo will not rest until it regains its reputation for building the lightest sleds. This may require a big-time chassis revamp using castings and even a bonding process instead of welds and rivets kinda like Polaris uses on the AXYS.

3. STRENGTH

The XP and XS platform needs more strength in its front bulkhead and “nun”. Look for a redesign utilizing the weight-saving concepts mentioned above to increase the crush resistance of a new Ski-Doo chassis.

4. INSTRUMENTATION

It’s almost impossible to imagine anyone could have raised the ante on Ski-Doo’s long-term stranglehold on electronics. Look for Ski-Doo’s newest gauge package to include Bluetooth, colored displays and more data – including GPS.

5. 4-STROKE INNOVATION

One way to keep ahead of the curve is to cater even more to the 4-stroke market, which is an area Polaris seems to be uninvolved in. We’d love to see “the lightest high performance 4-stroke ever” and a continuation of new and innovative 4-stroke sleds based on the current 4-TEC and ACE engines.

Just a few things to think about; let us know what your ideas are. We’d love to hear them.