World Domination in Snocross and Hillclimb

If there was any doubt about which snowmobile was the world’s best, Team Arctic snocross and hillclimb racers answered by winning a combined 10 World Championship titles and taking 29 podium positions.

At the FIM Snocross World Championship in Mala, Sweden, Team Arctic’s Tucker Hibbert won his first-ever World title in convincing fashion, going 1-1-2 in the round-robin format finals.

Just as impressive was the history-making Team Arctic podium sweep, with Sweden’s Johan Lidman taking second and Alaska’s Cory Davis taking third.

On this side of the pond, Team Arctic hillclimbers applied their skill with the incredible climbing ability of the M Series snowmobiles to win nine classes at the Jackson Hole (Wyoming) World Championships, including two King of the Mountain titles.

Highlighting Arctic Cat’s strength in all engine categories, Team Arctic racers scored wins in the 600, 700, 800 and Open classes to once again confirm that M Series Mountain sleds are best-in-class.

“Winning 10 World Championship titles in a single weekend is a huge accomplishment for Team Arctic,” said Mike Kloety, race manager. “Sweeping the podium in Sweden put an exclamation mark on another winning season of snocross. Taking nine hillclimb World Championship titles across the full spectrum of classes confirms the strength of our racers and crews, the hard work of Al Shimpa our hillclimb coordinator, and the performance of our machines.”

About Arctic Cat – Arctic Cat Inc., based in Thief River Falls, Minn., designs, engineers, manufactures and markets all-terrain vehicles (ATVs) and snowmobiles under the Arctic Cat brand name, as well as related parts, garments and accessories. Its common stock is traded on the NASDAQ National Market under the ticker symbol “ACAT.” More information about Arctic Cat and its products is available on the Internet at www.arcticcat.com.

The EPS system used on the Apex is an active power steering system. This means it is fully operational all the time and is not reactive.

Some electronic PS systems actually utilize sensors to respond in milliseconds to trail inputs. However, Yamaha’s EPS is a variable system that regulates the amount of assist as demand is increased.

Simply stated, there’s more assist at low speeds and much less at higher speeds so the rider doesn’t lose any “feel” up through the bars. A bypass system eliminates the possibility of overloading the EPS when the sled is static or not moving.

Keep in mind, as power steering setups go, EPS is a pretty light one. There’s no fluid, no pumps and it has a benefit that is really a breakthrough.

It helps eliminate negative feedback coming up from the skis into the handlebars. This is a particularly good thing for any snowmobile and it’s the reason we found the Apex was not only a better handler but, without the feedback as we rode over trail junk, the sled was much more settled and predictable.

We think this is the primary reason all snowmobiles are candidates for this great technology in the future.

A couple of other items we left off the list was the 2011 Apex’s use of a longer track and the fact it utilizes ‘extrovert’ drivers in the tunnel to eliminate track ratcheting.

The standard track length has been increased to 128-inches from 121 and along with a 1.25-inch lug depth, the net result is a big improvement in traction – something Apex customers have been wanting for a long time.

The base model Apex is equipped with the tunnel adjustable Monoshock skid while the upscale SE comes with Fox Float Air suspension front and rear.

The air combo significantly reduces weight by eliminating all coil springs in the suspension. This is a good feature if you’re concerned about weight because the addition of the longer track, the EXUP valve and the EPS has added some additional poundage – something the 4-cylinder 4-stroke could ill afford to compromise.

The net result, however, is really positive. As groomed trail sleds go, the new Apex is a fabulous ride. There’s a difference here that goes far beyond appearance or just one dramatic feature like power steering.

The whole package works great and we’d recommend this sled in a heartbeat.

An interesting surprise and one that leaves us scratching our heads is the intro of a completely new concept snowmobile called the Tundra Extreme. Wait, don’t log off yet!

This is a crazy sled and just may hit the nail on the head with a new segment. Frankly, we just don’t know.

Okay, here it is: Take the featherweight Tundra chassis with front struts and delivering a crazy tight turning radius, add in a ridiculous 16x154x2.25-inch track and then power it up with a 600 E-TEC.

Yes, you read it correctly, a 600 E-TEC! Still listening? Add in a tall riser, a super-narrow 32-inch ski-stance and the new non-ported Summit track and you’ve got one of the most extreme hill climbing sleds ever built.

We’re not sure how much this sled under-weighs a conventional Summit but we’re betting it’s considerably lighter.

Honestly, for freeriders this sled may be the ultimate combination of horsepower-to-weight-to powder-handling-to-traction.

We think this is a sick piece of equipment and just may be the sleeper sled of the year. We can’t wait to get a ride on one.

The Tundra Extreme is definitely not a utility sled and may turn out to be a flat-out excellent play sled – especially if you love riding in powder or riding freestyle. We can’t think of anywhere this sled can’t go.

We don’t know who thought this one up at Ski-Doo but they may need some professional counseling. They may even be nuts enough to qualify to work here at Supertrax.

The 2-ton elephant in the room for 2011 is Arctic Cat’s resistance to widen the scope of the Sno-Pro 500 race chassis introduced last year.

We had been speculating the last twelve months that Cat would offer more engine variations in this slick, lightweight chassis that comes with a proven racetrack pedigree – just what the Cat faithful have been wanting.

Alas, there is no further commitment to this platform, at least in 2011. No, there’s no new EPA compliant 600 and no 800 either, at least for another year.

On the upside, the Sno Pro 500 has enjoyed a spectacular season winning cross country races everywhere across the snowbelt and has verified its position as one of the best low-cost race sleds you can buy.

Its tightly wound 500 has been more than adequate in this environment and the sled is proving to be both durable and consistently competitive.

The sliver of the market that wants a race-bred snowmobile for competition purposes is grinning ear-to ear. If Arctic Cat’s intention was to build credibility with this segment, it has succeeded in a big way. But, what about the panting masses?

On the flip side it makes some sense to hold off for another year on this platform. Why? Well, 2012 is a big year for snowmobile engines.

There’s another hurdle to be gapped with EPA compliance and it looks like most 2-strokes will need to be built with Direct Injection technology to meet requirements. For all we know, there may be some other way to get a 2-stroke to comply but, so far, it looks like there’s a very strong possibility both Polaris and Arctic Cat will be coming with some new 2-strokes next year.

It’s a practical corporate decision to hold off for a year and then bring out fully tested and debugged engines at the same time a less known but fully evolved chassis is introduced to more segments. We’re betting that’s the idea behind this strategy – and so are several thousand Arctic Cat customers.

Next year the RUSH chassis goes mainstream in the Polaris line-up and the basic RUSH platform will come in two power flavors: The current 4-injector Cleanfire 600 twin and a much awaited 800 Liberty Cleanfire, using for the first time, just two injectors. These engines are available in the RUSH chassis in a couple of very appealing variants.

For MY11, the basic RUSH package comes with non-reservoir coilover Fox HPG shocks up front and in the skid. A base RUSH can be fitted with electric start at the dealer.

This RUSH trim level nets a top speed enhancing 15x120x1-inch track. Interesting updates to the Pro-Ride suspension and its associated packaging have a profound effect on how the sled looks.

The big news is the addition of a tail cooler mounted under the new rear suspension garnish. This rear cooler was necessary for the 800 engine but will be standard on all RUSH 600 variants as well.

Notice how the new rear trim and the revised Pro-Ride system makes the RUSH look longer and the seat less isolated and less like a bar stool. Overall, the visual effect of the RUSH is exponentially improved across the board. The 600 comes in black only and the 800 looks sweet in red.

Big news comes in the form of a new rail bend and a modified front arm. Both these changes have added what some insiders have suggested is a 5-mph increase in top speed down the lake.

The other advantage is better stud clearance. The Pro Ride rear cantilever arm has been completely redesigned along with the garnishes covering the articulating rear suspension structure.

This change nets a substantial improvement in the visual persona of the sled and we like the overall improvement. So dramatic are the changes to Pro Ride this year we compared them to the updates Ski-Doo landed after the original 2003 beaver-tail REV underwent major rethinking when the 2004 flat-tail arrived.

Click for more RUSH details & the New Pro-R