Maybe it’s all about EPA emissions certification or gas mileage, but the fact remains, after riding it earlier this year, the ACE makes respectable power when it’s combined with Ski-Doo’s latest chassis. Our particular focus here is the 2011 Grand Touring Sport XP-based 2-upper and we think it may be one of snowmobiling’s best buys.

Ski-Doo chose to equip the 2-passenger Sport with everything you need – and then some. Yes, it has 2-up amenities like a plush seat with a backrest and storage rack, the passenger seat is removable), nice analog gauges, electric start and reverse. All good.

Better, however comes in the form of a 137-inch track (15-wide on the ACE) with .75-inch lugs. You’re asking: Why is a narrower, less deeply lugged track better than the 16-wide x 1.25 offered on the same model with a 2-stroke 600. Answer: Weight. Fact is, the ACE doesn’t need a wider or deeper track and there’s a significant weight reduction because of this track choice.

Believe it or not, at 515 lbs. (234kg) this 4-stroke weighs in a measly 20 pounds more than the same sled equipped with a fan cooled 550 2-stroke. Horsepower numbers are similar but there’s a nice boost in torque with the ACE – something you notice immediately – and the gas range for touring is amazing compared to the 550 fan.

We’d need our knuckles rapped if we didn’t mention the incredible level of bump control the Sport delivers. Honestly, when it comes to sheer plushness and ability to absorb bad trail hits, we know of no other sled that can suck up pain like this one and that includes its pricier Grand Touring siblings.

Mere Motion Control gas cell shocks are used and the combination of these great shocks and the SC-5M long skidframe produce one of the finest rides we’ve ever experienced on a snowmobile. No exaggeration.

From a comfort, warmth, handling and ride perspective, Ski-Doo has set the bar very high. If you’re a touring junkie and want to ride significant distances 2-up; if you don’t like buying gasoline and you want a sled that will still be contemporary and worth some decent cash ten years from now, look no further. This is an incredible snowmobile.

We’ve been waiting for what seems like forever for Polaris to update the chassis on its entry-level 2-upper. Formerly it was based on the long-forgotten Edge platform with front trailing arms (remember those?).

The simple fact was, the old 550 Touring 2-upper was a pretty good sled for its intended purpose: That is, to be a low cost sled that first time buyers can purchase cheap or rental agencies can buy en masse to rent out to newbies.

This new IQ LXT changes the rules somewhat and takes advantage of one of Polaris’ strongest assets. First, it’s not only a better looking snowmobile, but the handling and overall cachet of the sled has gone up about ten notches.

We’re big fans of the IQ platform and although it now plays second fiddle to the new, glued together Pro-Ride chassis, we can’t help but lament the fact that such a great handling chassis with near-perfect ergonomics is fading from front row center.

We rode the LXT 550 last March and were very impressed with it. Its 550 fan-cooled, cylinder reed 2-stroke is a great match for the IQ layout and it’s been a stellar success the last two years in its single passenger iteration, the 550 Shift.

This twin carbed mill is a willing responder with two people onboard and despite the extra noise all 2-stroke fan engines emit, it powers down trails very nicely. Of course, the IQ chassis is responsible for all the positive feedback to its driver and the non-parallel A-arm front end is still one of the best handling setups in the business.

Added-in features are pretty comprehensive here. There’s electric start and reverse, a big cargo rack, 2-up seat with fixed backrest and handholds (passenger seat is also removable), full sized windshield and mirrors – pretty much everything you need.

The LXT uses a 136-inch track with one-inch lugs and Ryde FX MPV IFP gas shocks in both the front suspension and the skid frame save the front skid shock, which has a Ryde FX gas cell unit.

There’s 14 inches of suspension travel here – about two inches less than the Grand Touring Sport – but it’s sufficiently plush to protect both rider and passenger from trail junk.

Of special note is the king sized gas tank on the LXT; at 12.25 US gallons (47 liters), it’s about 15-percent larger than any competitor.

This is a big deal when it comes to cruising range – nothing worse than having to hunt down off-trail gas pumps when you’re focused on a destination.