There’s been a lot said about the Arctic Cat-Yamaha deal where the two companies have combined to build engine and chassis platforms for one another this year.

Some of our readers and TV viewers have been pretty outspoken about the fact they don’t like it.

Some Cat owners say they don’t like the idea of owning a ProCross with a Yamaha engine under the hood and some Yamaha owners who disapprove say they’d never buy anything that wasn’t pure Yamaha.

Keep in mind, the majority of both Yamaha and Cat owners think the idea is amazing and a giant leap forward for both. However, to those who can’t wrap their minds around the concept, we’d like to point out a few footnotes.

First, you need to realize the two companies have been working very closely together on the development of these sleds. Yamaha engineers and production experts have been on the ground in Thief River Falls, regularly and have had incredible input into what the ProCross based Viper will end up like.

This means that at every stage of production Yamaha’s production people have been involved in manufacturing supervision and testing.

The last thing Yamaha wants is for the Viper to exude a lack of quality, reliability or delivery of what Yamaha customers have come to expect.

Likewise, Arctic Cat has had tremendous input into the adaptation of the Yamaha engine and driveline to the AC chassis. Cat’s engineers have gone back and forth with Yamaha’s people to ensure the new Viper and 7000-series will perform to their maximum potential.

Think about it: It’s only in Cat’s best interests to have a Viper that is everything Yamaha customers want. Will one be faster than the other? Dunno. Will one be more reliable than the other? Dunno.

We do know one thing: Those who buy these new sleds are going to get breakneck service from both sides to ensure they are completely satisfied.

It’s been over ten years since the first mass production 4-stroke snowmobiles arrived and the game has changed considerably in that time.

Perhaps the biggest issue is how well 4-stroke engines have gained acceptance in the snowmobile marketplace against the long-entrenched 2-stroke.

Many who would never have entertained owning a 4-stroke in the mid- 2000’s are looking at them long and hard now.

Certainly, there are distinct advantages to 2-strokes such as lightness and efficiency and the OEMs have done an incredible job of perfecting semi-direct and direct injection systems to keep the performance high and the emissions low.

However, the average snowmobiler seems to be much more open to the idea of owning a 4-stroke than they were even five years ago.

One of the reasons for this has to be the track record of reliability these engines have delivered over the past decade.

Fact: Stock sleds with 4-strokes that have had decent owner-care tend to be in about the same running shape as they were when they were new.

Even those ones with extremely high miles tend to be running strong and performing well. Hate to say it but high mileage 2-strokes just don’t have the same durability record.

Resale has also been super strong on used 4-strokes and prospective buyers tend to be more willing to risk money on a used one than on a 2-stroke.

We think snowmobiling is all about fun and less about the practical considerations but lets face it, this is an expensive activity.

If you can get strong performance, decent handling and good gas mileage, it just makes sense riders are going to look at 4-strokes long and hard.

Right now the market is about 25-percent 4-stroke. Pretty soon the naysayers are going to have to pay attention and give 4-strokes the credit they deserve.

The Indy 800 feels like a featherweight and is entirely flickable both on trails and in powder.

We don’t think it could feel lighter if it had a fan-cooled mill under its hood. Its handling response and its easy steering effort results in almost one-finger steering control.

This sled feels incredibly light because, oh yeah, forgot: It is light. Dry weight is only 449 pounds and with a full load of coal (11.5 gal) and some injector oil in the tank, its mass comes in at less than 530 lbs.

The combination of Polaris clutching, an extremely slippery, friction free drive system and the correct weight delivers a surprisingly fast snowmobile.

How fast? We would offer this advice: If you own a current Arctic Cat, Ski-Doo or RUSH 800, do not challenge an Indy 800 owner to a race for pink slips.

That’s all we’re saying. This sled is fast and will surprise you.

THE ABOVE IS AN EXCERPT FROM THE UPCOMING ISSUE OF SUPERTAX (AVAILABLE NOVEMBER 4, 2013)

For the Yama-faithful, the Viper’s ergonomics will either freak you out or induce euphoria. Your pick.

With the exception of the Nytro and Phazer, Yamaha’s current fleet of sleds are rider forward compromises.

The Viper is a full-on, built-from-the-ground-up rider forward chassis positioning the rider tall in the seat, knees bent, ready to stand with feet tucked in the stirrups.

This is a comfortable place to work and ranks, in our opinion, as one of 2014’s best cockpits.

We could gripe about the outward curve on the key panels as they make contact with your knees when running bumps but it isn’t really that big a deal.

Handlebar height and bend is perfect with your hands falling nice and level when gripping the integrated hooker bars. Switchgear is clean, simple and lacks only a left side toggle to control instrumentation.

Reverse is pushbutton activated on the throttle block and will likely bring tears to the eyes of Yamaha types frustrated by the recalcitrant mechanical shifter on most other Yamaha sleds.

The gauge package is impressive and offers much more info than any other Yamaha to date.

THE ABOVE IS AN EXCERPT FROM THE UPCOMING ISSUE OF SUPERTAX (AVAILABLE NOVEMBER 4, 2013)

Although for most shoppers, 4-stroke excitement seems to start at about 120-hp, we’ve been very impressed with this 90-hp package.

This engine is unsurpassed for smoothness, quietness and makes a very substantial lump of torque when you’re riding it at trail speeds. It uses an all-new drive-by-wire throttle system that has absolute featherweight thumb pressure.

At 501 lbs., this sled, with electric start, pushbutton reverse and touring gear is an excellent match for this engine.

The ACE is a very light 4-stroke (Ski-doo claims it’s the lightest 4-stroke triple ever put in a snowmobile), but the XS platform is ridiculously light and, keep in mind, this is the same chassis as an MX-Z.

The result is a power-to-weight ratio very close to some mid-range performance 2-strokes, none of which deliver this kind of user-friendly riding appeal.

THE ABOVE IS AN EXCERPT FROM THE UPCOMING ISSUE OF SUPERTAX (AVAILABLE NOVEMBER 4, 2013)

Riding the 6000 is an experience you should not deprive yourself of.

The power from the new DSI mill is exceptional and maybe a little elusive. Running up Kevlar Lake at 50 mph then whacking the flipper hard produces an instant, urgent backshift that’ll push you back in the seat while pulling briskly to the C-note.

We felt the DSI was every bit as fast as the 600 E-TEC and stronger than the Liberty 600. The Pro-Cross chassis does the fingerwalk at the big end and thus we expect it’ll be the top end king in the 600 class this winter.

Plying the El Tigre into a twisty trail is not just fun but confidence inspiring. The flat and level attitude the chassis displays approaching a turn allows the pilot to set-up the sled with the brake for a quick run at the apex and a hard charge on exit.

The 129-inch track is transparent. Instead of creating understeer it offers a settled, comfortable and linear feel in turns.

Here’s our take: You’re gonna like this snowmobile even if you hate Arctic Cats.

THE ABOVE IS AN EXCERPT FROM THE UPCOMING ISSUE OF SUPERTAX (AVAILABLE NOVEMBER 4, 2013)