This is a big – spell it in capitals – BIG YEAR for Arctic Cat. Read on and try not to drool!

It’s a called DSI and it’s not Direct Injection (DI) and it’s different than Semi-Direct Injection (SDI). The all-new Arctic Cat C-TEC-2 600cc 2-stroke, the most anticipated new EPA certified powerplant in the last three years, utilizes it’s own proprietary induction system.

The engine is a liquid cooled, case reed inducted 2-stroke using servo-actuated exhaust valves and oil injection from an electronic “steeper” motor mounted in the oil reservoir – a key feature in the engines ability to produce less exhaust smoke.

The DSI system employs one injector mounted low on the cylinder wall (not inside the boost port) spraying fuel at about 50 psi into the crankcase at lower RPM, light throttle settings. The fuel charge is then scavenged up the transfers and into the combustion chamber.

There is no fuel introduced at the throttle bodies, they only flow air. There is some injector oil, however, that flows through the fuel injectors.

The twist with AC’s DSI comes from a slit in the piston skirt aligned perfectly with the cylinder wall mounted injector.

As RPM climbs and throttle openings increase, the injector continues to spray fuel directly through the slot in the now rising piston. A significant amount of this fuel is aimed (naturally) at the top end rod bearing.

As a result of a small amount of oil being fed continuously into the fuel rail, lubrication is deposited directly on the piston pin bearing – providing much needed lubrication that’s been elusive in both DI and SDI systems.

The fuel is always injected under the piston so the transfers scavenge both fuel and air. There is oil injected via the throttle bodies as well as onto the PTO bearings.

At this writing we have no hands-on experience with the system. However, Arctic Cat engineers in attendance at January’s Sneak Peek unveil showed us pistons with 6000 miles on them and they looked shockingly good.

Also (engineers are always honest to a fault), claims from the engine guys were exciting. Consistent high-teens mpg and power they matter-of-factly claimed “can handle the competition” was part of their test data.

Handling the competition means they believe they have both the E-TEC Rotax 600 DI and the Cleanfire Polaris 600 SDI covered.

We’ve already speculated a lot about Arctic Cat’s move to use US-designed and built 2-strokes in its new sleds.

It’s not much of a secret really and Cat has been very forthcoming about its break from Suzuki beginning this model year.

Pretty exciting stuff, and a move that has the potential to drastically change the image and model line-up of its sleds.

Frankly, if Cat does nothing else other than introduce a new series of powerplants this year, it would be a huge undertaking.

This is a company that loves headlines and isn’t afraid to take big chances, though, and we think Arctic Cat may have more up its sleeve than just new engines this year.

Despite the extra manufacturing expense and complexity of building the Twin Spar chassis, Cat continues to offer it in some of its model line-up.

The much lighter, less difficult-to-assemble ProCross seems like a natural home for Arctic Cat’s TZ touring sleds, its 500-class trail sled (if it continues offering it) and, most importantly, its entry-level 570 fan. Cat really needs to build some enthusiasm at the bottom of its model selection and get customers pumped up about lower cost rides that deliver more excitement and sizzle.

The ProCross platform is the perfect foundation for sleds like this and its focus on handling, light weight and great ergonomics makes it a sure bet for success.

Depending on how the available engine choices line up for 2014 (Cat may still continue offering some of its older mills this year), we think a line of lower cost, lower powered ProCross models targeted at the late model, used sled buyer may be on the way.

No question it just makes sense for Cat to build more sleds based on the Procross!

With all the hype focusing on the new 900 4-stroke, it’s easy to miss the details on the rest of Ski-Doo’s product line.

For MY 2014 Ski-Doo has made some fairly sweeping changes compared to last year – most of them being a pretty obvious evolution of the strongest assets in the Ski-Doo line-up.

For instance, Doo has taken the incredible success of its amazing rMotion skidframe and added it to many more models. Most notably, the luxury-targeted GSX and Grand Touring 2-upper both get rMotion…but with a twist.

On the top-of-line SE models in these segments the engineers have added the remote adjustable air shock system to the rMotion 137 to produce awesome ride results.

Quite frankly, we would have been happy with just the running board adjusters at this level but to have a thumb operated air systems on these sleds simply goes beyond the universe! Incredible.

Both the Grand Touring and the GSX when purchased in lower priced LE trim get rMotion, too.

Also upgraded to rMotion for 2014 is the race-based MX-Z X-RS, all MX-Z models except the baseline Sport Series and all Renegades (with the exception of the Renegade Sport).

In keeping with Ski-Doo’s entry level program, all Sport Series MX-Z and Renegades continue to use the XP platform in lieu of the XS and have SC-5 skidframes across the board. Engine choices here are limited to the ACE 600, 550 fan and 600 carb engines.

Likewise, in the mountain segment, Ski-Doo has completely standardized t-Motion as the go-to skidframe for all of its high altitude sleds.

All Summit X Series, Summit SP and even the baseline Summit Sport now come with tMotion. Three track lengths, 146, 154 and 163 are available with the FlexEdge PowderMax II tracks throughout the Summit line.

The Summit Sport still uses the XP platform while all other summits go to the new-last-year XS. No mountain sleds will use the new 900 ACE engine.

On top of all the ACE 600’s whiz-bang-techno-stuff is the ability to attach a special DESS tether calibrated to limit speed to 70 kms/hr (40 mph).

This has valuable implications for rental fleets and, from what we’ve heard, a large portion of 900 ACE production will find its way to Ski-Doo’s large number of rental operators across North America.

You can get an ACE 900 in just about any chassis configuration Ski-Doo currently produces. There are 900s in XS MX-Zs and Renegades and there are 900s in XR bodywork covering the GTX 2-Upper.

Whichever body variant you choose, you ultimately want to know how its available power compares to known commodities.

Here’s our quick take: If you ride with your friends’ 600cc 120-hp 2-strokes, the 900 ACE is capable of keeping up on all but wide-open access road type trails. The torquey response of the ACE allows for some nice corner-to-corner massaging that’s very satisfying.

However, if you’re on a lake or running in four inches of untramped snow, you’re not going to keep up with 600 2-strokes on fast trails or, particularly, on lakes.

Here’s the verdict: The 900 ACE is targeted at those riders who want mid-range trail-type performance and the operating and durability advantages of a 4-stroke.

Although we would not classify this as an extreme high performance engine, it offers the owner a number of distinct features you could not get with an E-TEC or a bigger-inch 4-stroke, perhaps even more incredible gas mileage and one of the coolest electronic packages we’ve ever seen.

Ski-Doo looks at the snowmobile market from a slightly different perspective than its competitors.

It was explained to us this way: The 4-stroke market has a gap in it – around 90-100-horsepower – and the company thinks there should be some product in this as yet undefined segment.

We’re not sure if Ski-Doo is onto something here in terms of the 90-hp zone turning into a saleable segment. However, the product it’s positioning in this new category is as good as it is techy.

The all-new Rotax 900cc, DOHC 4-valve, 120-degree firing 3-cylinder 4-stroke is a close cousin to the now popular and incredibly fuel efficient 600 ACE (Advanced Combustion Engine) twin introduced two seasons ago.

The 900 adds exactly 30-hp (and one cylinder) to the equation, making each cylinder responsible for 30 ponies.

The valve train uses Rotax’s Formula 1 derived finger-style valve followers and delivers its 90 horses across a very wide spread of RPM.

The most intriguing piece of tech on the new 900 ACE is its first-in-biz drive-by-wire throttle. Yep, just like your car, truck or SUV, there’s no throttle cable on the ACE Nine.

A rather large and unusual-looking throttle block contains a rheostat that sends proportional signals to the engine ECU then to a servo-motor that controls the engine’s single throttle plate.

There are some interesting things going on here, not the least of which includes three separate modes for the throttle plate to respond to the rider’s right thumb.

ECO Mode is for maximum economy and is uber tame. This mode will likely be used more as “newbie” mode for safety.

Standard Mode moves the throttle with a linear and proportional response, maybe a touch laggy at engagement. Oh no, there’s that word, lag! Let the hate mail begin!

Sport Mode (our fave by a long shot and the only way we would operate the 900) bumps clutch engagement by 200 RPM and provides immediate, satisfying tip-in.

Yep, we know what you’re thinking: Why not put this system on the throttle laggy 1200? We’re pretty sure Ski-Doo knows this, but the 1200 4-TEC remains the same for 2014.

Ski-Doo is known for dominating product segments by offering extraordinary power a full leap ahead of its competitors.

The already successful 4-TEC 1200 4-stroke in the REV-XR platform is a prime candidate to blow away the competition with a turbocharged version of the 1188cc triple.

Why bother? Well, Arctic Cat has been making significant progress in the big-inch 4-stroke world with its 177-hp 1100 Turbo, especially since the company dropped it into its lighter, more nimble ProCross and Pro-climb sleds.

Another influencing factor is that no one knows what Yamaha has up its sleeve with the Apex. There are dozens of these sleds running around with different aftermarket versions of turbocharged engines and they are awesome performers, easily dynoing beyond 250 reliable stallions.

A new, more powerful boosted Yammer in a new chassis would kick some serious butt. Even the 1049cc Nytro mill when turbocharged, easily delivers 200-plus ponies and these engines are super reliable and have a history of being impossible to kill.

We think Ski-Doo is feeling the pinch in the big-inch 4-stroke category and we know Doo customers are asking for more horsepower, pronto!

Although the 130-hp 4-TEC is selling well, the slower turn-over of the 4-stroke market will eventually catch up and if there aren’t more products to meet the demand, buyers may walk over to Cat or Yamaha.

Just sayin’.

See also:

+ DOES SKI-DOO HAVE A NEW 4-TEC ON THE WAY?

Believe it or not, in less than a month Supertrax will be checking out the 2014 snowmobiles.

The manufacturers’ annual new-sled introductions in Minneapolis happen on January 24 and we’ll be getting a good look at everything that’s new for next season.

In the next few weeks we’ll be coming online with our best guesses on some of the things we may be seeing from the Big 4.

Here’s some guesses on what we think Ski-Doo may be up to:

New 4-stroke Bodywork

With last year’s intro of the XS platform to replace the XP, we think Ski-Doo is definitely working on a new body shell to house, possibly, two new 4-strokes.

The new bodywork will have XS-style gauge placement and a storage compartment behind the windshield. Wind protection and windshield choices will be warmer and more efficient.

rMotion will be standard issue on all models with this plastic, but the biggest thing will be its redesign to accommodate more space for multiple throttle bodies for its 4-TEC and 4-TEC II engines.

As it is now, the XR’s space limitations pretty much paint Ski-Doo into a corner with the number of throttle bodies it can use on the big 1200 triple. A redesign would provide better airbox and intake runner routing to enable a higher horsepower naturally aspirated 4-stroke (160-plus hp, likely based on the 1200) to be used.

Likewise we wouldn’t be surprised to see the current 1200 modified to eliminate throttle lag and maybe even upped a few ponies to make it even better.

There’s a lot of Ski-Doo customers who are singing the praises of the 130-hp 4-TEC and many of them are converts from 800 2-strokes. If you’ve ever ridden the 4-TEC you know how torquey it is and how it delivers hyperpower thrust.

It just makes sense Ski-Doo is making plans to dole out even more of that good stuff.

XS Bodywork Across the Board & More

We think 2014 will see the end of the XP-bodied 2-strokes we’ve all known and loved since 2009. It just makes sense Ski-Doo will normalize as much of its model line as possible into the newer XS platform to raise efficiencies of manufacture.

This also may herald the use of electric start on more models as Ski-Doo is showing some pretty determined leadership toward making all snowmobiles with ES in the future. We say: Great!

Another area we may see Ski-Doo normalizing is rMotion. We’re pretty sure there will be more models featuring this ground-breaking skidframe design in 2014 and we wouldn’t be surprised to see a touring sled version of rMotion replacing the current remote air-suspension system currently used on the GTX and the GSX . This would reduce the costs of these sleds and as far as we’re concerned not diminish their ride quality one iota.

We’re only guessing here, so this is one we’ll put out there: We think there may be a new front end design coming for the new XR.

Trust Ski-Doo to be thinking ahead, and if the market for hyper powered sleds is opening up for 4-strokes we think this platform might be the forerunner of a new style A-arm setup that works really well with the extra weight of a 4-stroke.

Let us know what you think.