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WILL 2-STROKE TURBOS OBSOLETE 4-STROKE TURBOS?

Mark Lester
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WILL 2-STROKE TURBOS OBSOLETE 4-STROKE TURBOS?

Believe it or not, there are people wondering if the new breed of turbocharged 2-stroke trail sleds from Polaris and Ski-Doo will precipitate a move by these OEMs to walk away from turbocharged 4-stroke powerplants.

Keep in mind this is all in the context of trail sleds. Over the past five years the mountain market has pretty much walked away from 4-stroke power. The reason? Weight.

For sure, this is a question worth answering. The arrival of factory-built, warranted turbocharged, trail-destined 2-stroke engines means big bore multi-cylinder 4-stroke engines equipped with turbochargers may have less appeal to weight conscious, ultimate performance trail riders who currently ride 4-stroke turbos.

I said “may have less appeal”. Let me clear this up. OEMs build snowmobiles you’ll want badly enough to lay down your hard earned dollars and take one home. The over-arching issue here is this: Is there a large enough market for turbo charged 2 stroke flat land snowmobiles to make all the costs associated with developing and building an admittedly pretty specialized (and pretty expensive) sled worth the effort? Yes, it is worth it.

Earlier I commented on whether or not the pursuit of 2-stroke trail turbo sleds would be worth the effort. Clearly, the development of 2-stroke turbo power is more than “worth it”.

These sleds have sold to the bare walls this season. We can’t say for sure who is buying these rides, but we can speculate as we suspect it’s the ultimate power, first-to-the-end-of-the-lake crowd who want to own the baddest, fastest ride their fave OEM builds.

Beyond this inescapable issue comes the reality of 4-stroke power convenience. If you ride in the Canadian Province of Quebec as many US east coasters do, you will see an inordinately large number of 4-strokes on the trails. Why? Big mile touring riders love 4-stroke fuel economy and the absence of the need to carry injector oil.

Surprisingly, this issue on its own remains pervasive in the admitted reality of a universal 4-stroke weight penalty.

So are 4-stroke turbos going away because lighter and probably faster 2 stroke turbos are now fully consumer accessible?

Nope.

2024 Arctic Cat CATALYST 600 Ride Impressions

Mark Lester
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2024 Arctic Cat CATALYST 600 Ride Impressions

This year, new product news has pretty much been consumed with information surrounding the extra-early intro of Arctic Cat’s new CATALYST with 600 C-TEC2 power.

Let’s get this straight before we go on: No one in the snowmobile media has had a pull on the CATALYST with the all-new 858cc Stroker. This means the only reports you can trust that express ride impressions on the CATALYST will be referring to the way, way early introduction of the CATALYST chassis powered by AC’s Dual Stage Injected 600cc twin.

Let’s start this review by exposing a few of the targeted design elements AC employed in the CATALYST. The biggest and we suspect most important design cue is the radical shuffling of the engine to the very depths of the bulkhead while at the same time shoving the motor rearward until it is but millimeters from the tunnel heat exchanger close-off panel.

These two dimensions, foundational to the CATALYST architecture, seem to be at the very center of everything else in its design. Oh, one more thing – Arctic Cat, for the first time in a very long time prioritized and delivered overall weight reduction for the new chassis.

The weight reduction is impressive. Although not officially written down anywhere we can find, we think it safe to say the CATALYST is between 40 and 45 pounds lighter than the Pro-Cross platform. That’s impressive.

So, here’s what a strict and thorough diet, combined with a radically lowered center of gravity (CG) feels like. The new CATALYST with 600 twin power feels like a feather when pitching it into a high-speed sweeper or dragging the brake heavily as you approach a tight, decreasing radius turn. The sled feels really light and exceptionally flickable. One might be inclined to expect inside ski-lift under high G-loads. Nope, doesn’t feel that way at all.

Acceleration with the 125-HP DSI twin underhood is stout. Weight transfer feels okay when exiting corners, however, I would like to see more adjustability in this area to allow for heroic wheelies and sling-shot corner exits. To be clear, as much as we’ve always loved the DSI 600 in the ProCross, planting this renovated mill in the lightweight, low CG CATALYST chassis makes the Dual Stage Injection 600 feel even more formidable and considerably stronger than in the ProCross.

If you doubt my words about the effects of lowering the CATALYST’s CG and how that impacts ride and handling I’ll state – for clarity – just how impressive the new platform is when pushed beyond seven tenths. The sleds handling can legitimately be compared to the telepathic Polaris MATRYX chassis. Is the CATALYST as good as Polaris’ handling champion? Can’t say for sure at this writing not having had the CATALYST and the MATRYX head-to-head. We can tell you for sure the CATALYST sits among some of the best handling sleds in the biz.

More good news comes with the intro of the 858cc SDI twin cylinder engine just revealed. Get this: The 858 was designed and built exclusively for the CATALYST and nothing else. Because of this reality, the 858 sits even lower and further rearward than the 600 DSI. Even better is, the 858 weighs 4 pounds less than the 600!

Handling is obviously affected in a positive way by the low CG and lightness of the CATALYST. However, the long spindle front end design that has been synonymous with Arctic sleds for more than a decade has been shortened up. We like this move from a visual perspective as the shorter spindles allow the CATALYST to appear more “hunkered down”. The important issue is the new front end handles both deep whoops or high speed sweepers equally as well.

The skidframe used in 129 and 137 variants is pretty much a carbon copy of the long-in-the-tooth “Slide Action” skid used in the ProCross. Here’s the deal with this skid: The Slide Action design is targeted at trail chatter allowing the front torque arm to disconnect from the chassis and “float” undamped through stutters.

When craters appear, the rear arm couples up “hard” and resists bottoming. The issue is this: You wouldn’t use the word plush to describe this action. Truthfully, if rMotion had never been invented, the Slide Action Arctic skid would be more than adequate. Reality is this: Many competitive skids suffer by comparison to Ski-Doo’s rMotion.

Finally, Arctic Cat is breaking more new ground with the CATALYST’s’ belt drive. This move contributed significantly to the Cat’s CATALYST weight reduction program. The new belt drive eliminates a heavy (and surprisingly noisy) chain, chain-case, heavy sprockets and chain tensioner. This makes so much sense it is legitimately something that should be copied.

We’ll have more on the new CATALYST soon. If winter descends on us early, we have our new 600 Catalyst PR unit parked with skis facing the door awaiting enough snow to cool the track clips!

WILL LYNX LEVERAGE YAMAHA’S DEPARTURE?

Mark Lester
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WILL LYNX LEVERAGE YAMAHA’S DEPARTURE?

To say there’s a ton of hearsay swirling around the industry right now would be a huge understatement. Clearly the early summer announcement of Yamaha’s 2025 departure from the snowmobile marketplace is generating a ton of questions and some outright speculation.

Here’s one we think deserves analysis: Now we know Yamaha, a premium priced and positioned snowmobile product is leaving the business, is there an opportunity for another premium positioned sled to fill the void they’re leaving?

If you don’t know about Lynx’s premium pricing and “Spring-Break-only” ordering process, here’s what it means. Lynx sleds are sold exclusively through current Ski-Doo dealers across North America. BRP has wanted it this way so shoppers can learn about Lynx snowmobiles when they drop into their local Ski-Doo store.

Shoppers also find out Lynx is not just a Ski-Doo painted a different color. They also learn Lynx sleds carry a premium MSRP. If three years ago BRP had launched the Lynx line-up into an entirely new dealer network there would have been considerable angst amongst Ski-Doo’s successful dealers.

It’s possible BRP felt there wasn’t enough room for a fifth OEM being sold through an independent network of dealers.

The landscape changed in a pretty significant way when Yamaha announced it was exiting the snowmobile market in a couple years. Yamaha has an exceptionally high-quality network of snowmobile dealers and you have to assume many of these dealers would like to stay in the snowmobile biz. In fact, a number of these dealers are probably dealing popping Rolaids like Tic Tacs over losing an important profit center within their powersport dealerships.

Would BRP sell more Lynx premium priced and premium positioned Lynx sleds if they were not solely available at Ski-Doo stores? If the answer to this question is yes, then the availability of a premium quality dealer network, ready to take on another snowmobile brand must be a tempting opportunity.

This is an opportunity coming from what many feel is a somewhat disappointing reality. Sort of making lemonade from lemons. We agree, Yamaha’s exit is a tough pill to swallow for all of us who love this sport. We need four healthy OEMs to shoulder the weight of the snowmobile business.

BRP is an exceptionally opportunistic company that knows exactly what it’s doing and rarely – if ever- misses an opportunity. Stay tuned.

Arctic Cat’s ALL-NEW G8 Snowmobile Gauge Powered By Garmin

Luke Lester
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Arctic Cat’s ALL-NEW G8 Snowmobile Gauge Powered By Garmin

Luke is with Arctic Cat giving us a first look at the fully integrated and completely new G8 gauge powered by Garmin and co-developed by Arctic Cat for the CATALYST platform.

Arctic Cat’s ALL-NEW 858 2-Stroke snowmobile Engine

Luke Lester
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Arctic Cat’s ALL-NEW 858 2-Stroke snowmobile Engine

Luke gives a detailed overview of Cat’s ALL-NEW 858 engine purpose-built for the CATALYST. The 858 engine was designed to optimize the CATALYST platform’s centralized design so the rider is the active force providing more power with more precision and control. This design is based on decades of Arctic Cat innovation complemented by the ingenuity of the current team to ensure the engine components fit the CATALYST platform’s design.

SNOWTRAX 2023 – Episode 12

SnowTrax TV
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SNOWTRAX 2023 – Episode 12

On this episode of SNOWTRAX, Luke delivers a detailed walk-through of all the new stuff BRP has to offer snowmobilers for the 2024 model year.

AJ gives a quick summary of the updates to the 2024 Yamaha snowmobile lineup, then he takes a quick look at what Polaris is offering for 2024.

Then Luke and Mark have a look at how the Ski-Doo Neo line appeals to a variety of riders and has brought their family closer together.

Then in TEST RIDE, Mike covers off yet another iteration of the turbocharged Sidewinder and explores the differences between the pre-order L-TX LE versus the in-season L-TX SE looking at what would entice a Yamaha buyer to lay down his money to order one of these bad boys during Spring Power Surge.

SNOWTRAX 2023 – Episode 11

SnowTrax TV
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SNOWTRAX 2023 – Episode 11

On this episode of SNOWTRAX, Luke gets to speak with Arctic Cat’s engineering team in charge of the design and development of the all-new CATALYST platform and looks at some of the ideas and goals Cat had when taking this highly-anticipated platform from concept to reality.

Then AJ’s in the TRAIL TECH shop looking at some specialty tools available from Kimpex that you should consider adding to your toolbox for maintaining and servicing your sled.

Then AJ takes a closer look at the technology behind the factory turbocharged 2-stroke Patriot Boost in the Polaris Indy VR1.

SKI DOO ANNOUNCES 2024 600 RS REV GEN5

Press Release
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SKI DOO ANNOUNCES 2024 600 RS REV GEN5

The Ski Doo MXZx 600RS E-TEC is incorporating REV Gen5 DNA for 2024 and bringing additional improvements to cement its place on top of the podium.

While the MXZx 600 RS has been the class of the field, resting on laurels isn’t how the BRP Race Team operates, and this year’s snocross racing snowmobile clearly demonstrates that – as did the previously announced MXZ X-RS with Competition Package and Summit Hill Climb Edition that were heavily influenced production-based models.

The newest version of the MXZx 600RS will deliver more performance and durability for top pros and independents alike with key features from the REV Gen5 platform.

The list of improvements doesn’t stop with the platform as it also includes a re-engineered rear suspension and engine updates to take things up another notch.

The REV platform with its open cockpit design and centrally balanced engine provide superior rider ergonomics and handling in rough conditions. The layout delivers agile and responsive behavior to rider input while the Ergo Step side panels and beveled tunnel allow racers the room to attack – without interference from the chassis.

It features the REV Gen5 four-point engine mounting system and improved CVT alignment for more consistent clutch performance plus a stiffer chassis that provides more precise handling and better feedback to the rider. Another Gen5 feature is the quick-change drive axle for easier and faster track changes, making race weekends easier for the pit crews.

The RS specific front S-Module is also reinforced for improved durability and because racing can lead to unexpected events, the ignition coil and RAVE motor have been relocated inboard to protect from impacts.

Changes from last year carryover in the RAS RS front suspension with shorter shock length that maintains the same travel to help lower the center of gravity, and a spring rate that was increased to reduce roll, for better cornering.

The front suspension continues to feature a long spindle design that allows high cornering speeds and a unique power steering system exclusive to the MXZx RS race sled that provides ultra-precise handling with less effort.

The legendary rMotion RS rear suspension has also undergone many engineering updates for improved performance including a refined center arm for improved traction in rough conditions – especially the ice edges and ridges that develop in snocross racing.

The motion ratio of the rear arm is changed with a new linkage that provides a softer initial feel and when combined with the improved coupling it delivers better traction and weight transfer for more control in wicked snocross conditions.

The MXZ RS continues to use bespoke 46 mm KYB Pro Series shocks that have Integral Base Valves with the ability to adjust not only High and Low Speed Compression but also High Speed rebound and calibration has been updated to match the rear suspension geometry changes.

The engine powering the MXZx 600RS E-TEC is as sophisticated as any 2-stroke on earth – except maybe the Rotax 850 E-TEC Turbo R that features water injection, where it draws technology from like booster injectors, a short intake tract with double reeds and digital eRAVE. But that doesn’t mean it’s finicky or high maintenance – it’s actually just the opposite.

By using E-TEC advanced systems, this 600cc high output monster is a hands-off package that compensates for weather and altitude conditions while delivering maximum horsepower at all times without human intervention.

This year the engine uses new larger injectors and further refined calibration that improves reliability and overall performance yet again.

2024 MXZx 600RS HIGHLIGHTS:

NEW REV Gen5 Platform DNA

● Taper/tilt tunnel design
● NEW 4-point engine mounting
● NEW quick change drive axle
● Short heat exchanger with internal loop
● 137″ Track
● Lightweight Lexan Hood
● Quiet, high flow Airbox Design
● LED Lightweight Headlights
● NEW Reinforced S module
● MX inspired seat and hi-traction cover
● Racing foot box
● 5-gallon fuel tank
● Lower center of gravity
● High Air Flow Left Vent

RAS RS Front Suspension

● Kashima coated 46mm KYB Pro Series shocks (High Speed /Low Speed compression and High Speed / Low Speed Rebound adjustments)
● Integral Base Valve Adjuster
● Rack steering with power assist
● Long Spindle design (Stronger + better speed cornering)
● Lightweight Pilot R2 Ski – Reinforced

NEW rMotion RS Rear Suspension

● Race proven rail design, higher front arm mount, new color
● 137″ length
● NEW refined front arm
● NEW motion ratio (softer initial)
● NEW improved coupling
● Kashima coated 46mm KYB Pro Series piggyback center shock w/ High Speed / Low Speed compression and High Speed Rebound adjustment
● Kashima coated 46mm KYB Pro Series piggyback rear shock w/ High Speed / Low Speed compression and High Speed / Low Speed rebound adjustment
● Integral Base Valve Adjuster
● Revised geometry
● Holeshot Device

Rotax 600RS E-TEC Engine (599.4 cc)

● E-TEC direct injection
● Monoblock cylinder design with Plasma coating- delivers high horsepower
● NEW larger injectors
● NEW engine calibration
● Intake booster injectors (850 E-TEC-inspired)
● Shorter intake length (850 E-TEC-inspired)
● Double reed valves (850 E-TEC-inspired)
● eRAVE (850 E-TEC-inspired)
● Lightweight exhaust system (Stainless steel tuned pipe)
● Racing Throttle Block – Ready for 50% throttle applications
● Reinforced engine mounts
● Hot Start Button

Drivetrain

● Brembo Brake System – large diameter rotor, easy maintenance caliper
● pDrive primary clutch
● TEAM TSS-04 secondary clutch
● Slip gear – Better durability, less maintenance
● Lightweight belt guard – better air flow

skidoo.com

Arctic Cat’s All-New 858cc Engine

Supertrax Online
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Arctic Cat’s All-New 858cc Engine

This weekend at Hay Days, Arctic Cat announced its all-new 858cc 2-stroke snowmobile engine designed specifically for the CATALYST platform.

Purpose-Built for the CATALYST Platform

• The 858 engine was designed to optimize the CATALYST platform’s centralized design, so the rider is the active force providing more power with more precision and control.
• The innovative laydown engine design places the intake and exhaust in front of the engine allowing for the industry’s best mass centralization and lower center of gravity that the rider can feel for incomparable maneuverability.
• Improved exhaust valve and fuel system controls for increased performance and reduced emissions.
• The design is based on decades of Arctic Cat innovation complemented by the ingenuity of the current team to ensure the engine components fit the CATALYST platform’s design. From working around the centerline steering to integrating components for weight reduction and increased performance, there were no compromises in building an engine that would take the Arctic Cat ride experience to the next level.
• When designing CATALYST, Arctic Cat considered the different powerplants that would be housed in the platform. The brand-new 858 engine is an even lighter package with a lower center of gravity creating a better power to weight ratio for a unique ride.
• Available across trail, crossover and mountain platforms.

Optimized Power in the Industry’s Easiest to Ride Package

• Along with its innovative design to complement the CATALYST platform’s mass centralization, the 858 engine provides the right amount of horsepower for superior performance.
• A new air intake system that is integrated into the platform maximizes airflow to the engine for more power output. Multiple secondary, under-hood inlets prevent snow ingestion and optimize performance in all snow conditions.
• The new, patented exhaust valve design is the latest, most advanced in the industry. It stays tight to the piston as it moves and provides smoother exhaust port flow throughout a wider RPM range on both primary and auxiliary ports. It also provides seamless power and cleaner emissions.
• Compared to Arctic Cat’s 800 engine, the 858 engine provides 11% more power and torque, providing quicker acceleration and a higher top speed.

More Power with Lighter Weight for an Exhilarating Ride

• With its integrated engine mounting design and new exhaust system, the 858 engine is 4% lighter in weight than the current 800 engine. It’s also lighter and provides a lower center of gravity compared to competitive engines.
• A lighter weight design coupled with the CATALYST platform’s centralized mass and low center of gravity provides easier and more-precise handling for a ride experience like no other.
• To keep a lightweight, compact size for the CATALYST platform, Arctic Cat used an 85mm bore while increasing to a 75.6 stroke to achieve more horsepower and deep, bottomless torque that pulls hard and smoothly through the entire RPM range. The result is a power-dense, easier to ride package.
• The 858’s power-to-weight ratio coupled with the unique, lightweight CATALYST platform design takes carving through deep snow, maneuvering tight trails and boondocking to the next level.

Durable and Reliable to Spend More Time on the Snow

• The CATALYST platform was designed to be durable and easy to service with its belt drive system and completely tool-less plastic panels that are removeable for access to critical components. The 858 engine was built to complement the platform. The result: a snowmobile that can withstand the rigors of riding and minimize time off snow.
• Arctic Cat took learnings from the time-tested 400 and 800 engines and created the incredibly durable and reliable 858 engine.
• The engine has fewer parts and integrated mounting design in the crankcase — making it strong and easy to service.

HAY DAYS SNOWMOBILE SHOW 2023

Mark Lester
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HAY DAYS SNOWMOBILE SHOW 2023

Hard to believe the official launch of the coming 23/24 snowmobile season – Minnesota’s iconic Hay Days – is less than a month away.

If you haven’t ever attended Hay Days, let me suggest you put it on your bucket list and make plans to go this year. I get asked loads of questions about Hay Days, year round, from people planning to attend for the first time. The number one question I’m regularly and consistently asked is: How big is it?

After spending too much time on emails and the phone explaining the height, width and length of the 180-acre facility, here is my all-purpose answer, “If I told you how big Hay Days is you wouldn’t believe me anyway – and you’ll figure I’m lying.” How’s that for an answer?

Yes, Hay Days is big. In fact, it is the hands-down biggest consumer event in the snowmobile industry. Here’s more. I suspect Hay Days is the largest attended consumer show event, either indoor or outdoor, in the whole powersports industry. The only thing we’ve seen that’s bigger are deep south boat shows.

Making this year’s edition of the event even more attractive to witness is the arrival of Ski-Doo’s MX-Z X-RS 850 Turbo R. Even though the Grass Drag part of the event is still alive and kicking, Hay Days has become so much more than Grass Drags.

As a result of this seminal part of the weekend not being the ultimate attraction it once was, this year may be different. Not to say there isn’t enthusiasm for Hay Days Grass Drags; there is! However, there are so many other powersport activities including snowmobile, ATV and motorcycle freestyle events and the events that have really grown in popularity the past five years – SxS stadium racing and ATV mud racing – to watch at the enormous Hay Days facility.

Back to Ski-Doo’s Turbo. I predict if the new Ski-Doo X-RS Turbo and the Polaris 850 Indy BOOST are allowed in the stock 850 class there won’t be enough fence trackside for people to line for a front row viewing location.

There hasn’t been as much excitement for a new consumer available, production snowmobile than there is for these new, 2-stroke trail turbos, in over a decade. We’ll update you when we can decipher the eligible entries listed by the Sno Barons.

Next snowmobile Grass Drag class to watch this year will be Stock 600. For many years this class was the benchmark at Hay Days. The past few years the lack of anything substantially new in the 600 class (I didn’t say 650!) has calmed crowds’ anticipation of the annual 600 stock shootout. With Arctic Cat unveiling the new Catalyst 600 this time last year its all new 600 class sled will be getting heroic attention.

Okay, so Grass Drags are admittedly not the center of everything at Hay Days. However, this year they may again rise to be one of Hay Days most popular events.

Hay Days 2023 is September 9 and 10 in North Branch, MN. Visit haydays.com for more information.

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    SNOWTRAX has established itself as the most watched snowmobile TV series in North America.
    Each season, the SNOWTRAX crew guides viewers through informative and entertaining content; revealing the inside scoop on the latest snowmobiles, accessories and riding destinations that make snowmobiling winter's greatest adventure sport.
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