We’ve recently published information on this website and in Supertrax magazine that is inaccurate concerning the availability of the new RAS 2 front end being available for certain XR-Series Ski-Doo’s this season.

The good news is it was actually you, our readers and viewers who pointed out the error and we have to commend you for your scrutiny of the articles we write. We’re prepared to eat crow.

We’ve checked and verified the following info right from corporate Ski-Doo and want to set the record straight.

We had stated that across the board, the 1170 4-TEC production Ski-Doos using the XR platform would not be receiving the RAS 2 front end for 2015. This was both right and wrong: 2015 X-Series and TNT versions of the MX-Z XR do in fact come delivered from the factory with RAS 2. Same goes with Renegade X’s and Adrenaline XR models with the big 4-stroke.

However, the following XR-series models do not come with RAS 2: The GSX SE, Grand Touring nor does the XS Freeride.

When it comes to the RAS 2 factory update kits recently made available from Ski-Doo, they are only available for XS and XP Ski-Doos with 2-stroke engines.

At this date there is no RAS 2 kit specifically calibrated for XR models. Ski-Doo is still testing these upgrade kits for the 4-TEC 4-stroke XRs and there are no factory authorized kits for XRs on the shelves for sale – yet.

Apparently the issue has to do with spring calibration dealing with the extra 60 or so pounds of 4-stroke weight over the skis. Some of our readers have told us you merely buy the kit and use your stock coil-over springs instead of the ones in the kit with the new front-end parts. Ski-Doo made it clear to us this was not a factory authorized method and did not endorse it.

There you have it. We apologize for any inconvenience or confusion this may have caused. No excuses, we screwed up!

We’ve been wondering what’s going on in the industry with extreme performance 4-strokes.

Right now, the only 4-strokes registering over 130-hp are Yamaha’s long-established Apex (162-hp) and Cat’s 9000 Turbo.

The naturally aspirated Apex is really in a category of its own and riders who own one are absolutely enamored with it. That sweet 998cc four is an incredible engine and has a longstanding reputation for reliability.

The problem with the Apex is twofold. First, it’s getting long-in-the-tooth. It’s approaching its tenth year of production and the Apex platform was really a more rider-forward modification of the original RX-1, first seen in 2003. That’s a long time for original technology – especially in the sno-mo-biz.

Second, although the sled is built mostly from aluminum, it is very heavy compared to sleds that have been introduced the last five years. Yamaha knows this but by the time the Apex was pared down in weight to a more competitive level, the company might as well just start with a clean sheet of paper.

Another factor is the relationship Yamaha has with Arctic Cat. Cat hangs its high performance 4-stroke reputation on turbocharging, Yamaha’s calling card is precision-instrument, naturally aspirated 4-strokes.

We think a completely new joint venture sled is under testing right now. We presume it will be based on a Cat platform and (hopefully) will use the 998cc Apex engine.

Then there’s Ski-Doo. BRP is way overdue to introduce a hopped up 4-TEC. Right now, at 130-hp, this 1170cc mill is a rocket, generating impressive top end. However, it has a few glaring faults, particularly throttle lag and Ski-Doo already has the fully developed cure for the problem (wireless 900ACE).

We think Ski-Doo is poised for a revamp of its big-inch 4-stroke program and any new 4-TECs will offer power in the 150-hp range, targeted at the high performance market and perhaps, even the mountains. The existing engine will remain in more civilized Ski-Doo 4-strokes like the GS and Touring.

If this is true, it’s easy to see why Yamaha is under pressure to bring a new Apex to the market.

If we’ve been asked once we’ve probably been asked about 100 times what Ski-Doo is likely doing to its XR 4-stroke line-up.

It’s especially telling that the 2015 XR Ski-Doos have remained unchanged this year while the company’s XS models all got a front end upgrade to RAS 2. So far there’s no factory upgrade kit available for used XRs to convert the front end to RAS2 the way you can with an XR or XS model.

We think the reason for this is that Ski-Doo has a completely revisited XR waiting in the wings for MY2016. We’re thinking it might be an all-new chassis using front end castings similar to the Polaris AXYS and more weight reduction to maintain the company’s bragging rights about lightest weight.

Other hints the temperature is changing have to do with Ski-Doo’s 1170 4-TEC triple. It’s no secret Ski-doo wants to shed the “throttle lag” issue that has plagued this engine (even though it hasn’t hurt sales or customer satisfaction one iota) and Ski-Doo already has the wireless technology that cures the problem on its ACE 4-strokes. It’s almost a no-brainer the company would, at the very least, move to wireless throttle on any new XR.

Here’s another angle: Waiting in the wings is a fully developed 1330cc ACE 4-stroke from the Spyder – with, guess what – wireless throttle technology. Using this engine in a new, lighter XR would mean the engine could be naturally aspirated (no turbo), eliminate throttle lag and make more horsepower. We don’t need to tell you how fuel efficient and EPA clean these ACE engines are.

Yes, the 1330 ACE would be dimensionally larger than the ACE 900 – but may not be larger than the current 4-TEC. Power could be amped up into the 150-160 range and would unquestionably keep all those converted Ski-Doo 4-stroke customers interested in upgrading.

With Yamaha and Cat’s 4-stroke business showing signs of dominating right now, a completely new XR would turn the spotlight on Doo full-force.

Arctic Cat’s ownership of the big-inch turbo market is actually a very closely guarded secret. The fact is the company sells a lot more factory turbocharged 9000 series sleds than you’d expect.

Being the Turbo-leader is one of those things that builds tremendous brand loyalty with a very high-spending segment of the sport – a segment other OEMs would love to get the attention of.

The downside is the warranty issues often associated with offering an all-out 100-percent vehicle like this. Cat seems to have managed this pretty well the past few years.

Cat’s biggest problem with the 9000 may be that it’s a bit of a one-trick pony at the end of its appeal zone. At 177-hp, its 1056 Suzuki-built twin is essentially the same as it was three years ago and there’s not a lot of incentive for buyers to buy a new one that is the same as the one they’re riding.

If you’re Cat, you’ve got to be looking at ways to stir in a lot more sizzle and build something that will bring more riders into this upper echelon category – or even get existing Turbo owners to trade up. The answer may be in turbocharging the 1049 Yamaha triple already offered in the 7000 Series.

You’ve probably seen Yamaha’s ads offering an aftermarket turbo kit for the Vector and we’re wondering if this isn’t some kind of omen both companies are testing the waters to see if consumers would like a production Cat or Yamaha sled with a 1049 turbo.

We think this is the ideal answer, certainly for Arctic Cat who owns the market segment and will eventually have to use a different engine supplier than Suzuki, but also for Yamaha who eventually will need a replacement for the aging Apex. We’ve test ridden this set-up and have to admit – it’s pretty impressive.

Cat is THE go-to turbo company with more experience than anyone else building reliable, strong-performing turbocharged snowmobiles since the early 00s. Furthermore, Cat has been busting the horsepower barrier compared to all other competitors for a long time.

Think about a production 3-cylinder turbo with a sweet exhaust note and smooth-spooling, multi-cylinder power – maybe around 180 or so stallions.

Get your blood pumping?

Cat has done a great job this year offering more sleds at a lower price threshold to entice consumers into its showrooms.

Two examples are the ProCross 5000 (4-stroke twin) LXR and the ProCross 4000 (500cc 2-stroke) LXR. Both these sleds use proven power packages and, with excellent standard equipment lists, are very appealing buys. Their pricing is almost too good to believe.

Meanwhile, at the bottom of the Cat price menu is the “new” Lynx 2000 series targeted at entry-level buyers and utility users. These sleds are powered by Cat’s long-in-the tooth 570 fan-cooled 2-stroke twin and use the recycled Twin Spar platform AC introduced in the mid-00s.

We’ve heard Arctic Cat would love to offer a low-priced 4-stroke to better compete with Ski-Doo’s ACE engines and it looks like an ideal supply source would be Yamaha. Problem is 4-strokes cost big-dough to manufacture and Cat may already have an EPA clean power source that is cheaper and simpler.

What if AC was working on an entry level fan-cooled C-TEC2 2-stroke? This much cleaner technology would be a great substitute for 4-stroke power at the bottom of the price list and would clean up the company’s CAFE (Corporate Average Fuel Economy) rating with the EPA. A 2-stroke like this would be much cheaper to manufacture than an all-new 4-stroke, too.

Certainly, a DSI C-TEC twin would end up being more expensive than the existing 570 but we’re willing to bet it would end up being at least half the retail price of an identical sled powered by an entry-level 4-stroke – and may deliver bonus power, too.