Look for the Rush cast front frame and bodywork to find itself glued (literally) onto some mountain roosters soon.
There’s no question Polaris must, as Ski-Doo has so capably done with the XP/XR, morph the main ingredients of the chassis into its entire line to allow economies of scale to deliver reduced production costs.
Although there’s about a 45-horsepower deficit with the GSX compared to Cat’s Z1 Turbo, we can’t help but make comparisons. Both sleds represent the maximum in different ways.
No questioning the Cat’s power but the GSX has such an incredible feature load it can’t be ignored.
Ski-Doo increased the track length to 137-inches on its two flagship big-milers this year but there’s more, much more for distance runners.
Take a 4-positon tilt steering setup, driver controlled air suspension, mirrors, 1-inch deep RipSaw track, standard tunnel bag, heated seat and one of the niftiest instrument packages in the industry and you can’t deny this is an impressive package. You can even order up an add-on 2-up seat if you want, and it looks tailor made.
Deep down in its bowels this is an even more impressive sled. It’s the second year for Ski-Doo’s 1200cc 4-stroke triple and, judging from what we rode back last March, Rotax has nailed it for 2010.
This is a smooth, powerful mill that gets good fuel economy and is both whisper quiet and free of vibration. Mate it with the super-light XR chassis and you’ve got a power-to weight ratio that keeps it in the hunt with at least two of the three in this group.
When all is said and done, it’s about versatility and, if you ride trails with your cronies, the GSX SE delivers what can only be described as a maximum experience.
The rocket ship 175-plus horsepower Arctic Cat Z1 Turbo LXR incorporates all the long distance riding goodies: adjustable handlebars, adjustable seat, electric start and pushbutton reverse wrapped in a new-generation Twin Spar platform with a lightened tunnel, seat and LCD taillight.
You can ride this sled 300 miles in a day and probably wish for more daylight but, really, it’s mostly about what’s under the hood. Arctic Cat held nothing back when it turbocharged its rock-solid Z1 4-stroke twin.
The boys in TRF claim 177 stallions and after one ride, you’ll need little convincing they’re waiting to gallop. Thank goodness there’s no turbo lag.When this sled hooks up it’s like being shot out of a .44 Magnum.
On the way up to its redline you’ll appreciate the uncommonly good ride you’re experiencing from the Turbo’s sliding front arm skid equipped with Fox Zero-Pro shocks.
Front end geometry changes last year tightened up this big Cat’s handling and it carves with genuine precision now. We’re aware some Cat customers were underwhelmed by the ’09 version’s performance and complained about noise vibration and harshness issues, especially vibration coming up through the Turbo’s way-stiff motor mounts.
In 2010 the engineers have been busy smoothing the wrinkles out of what cannot be denied is the most powerful snowmobile in the biz. We think the gremlins have been whipped into submission.
By AJ Lester
If you were a manufacturer making products specifically designed to meet the demands of hardcore snowmobilers, you’d want to sell as much stuff as possible, right?
It’s funny how the snowmobile aftermarket is increasingly focused on mountain riders and their anodized, lightweight, CNC carved sleds but pays very little attention to the elephant standing in the corner: flatland freeriders.
I know I’ll get the inevitable comment “this isn’t a large enough segment”, however, two of the four snowmobile manufacturers are building flatland freeride-specific sleds in full production for 2010. That doesn’t include the 136-141-inch crossover craze that’s been around since the X-series Renegade in the mid 2000s. Still, this segment continues to grow each year.
There’s potential for cutting edge aftermarket designers to break into a totally new and potentially bigger market than mountain alone. Flatlanders are starting to venture out into the horizontal powder with crossover sleds and are looking for cool skidplates, trick bumpers, beefed-up rail supports, high quality shocks, the list goes on.
While many could order mountain gear and tailor it to fit their freeride sleds, the aftermarket industry needs to target off-trail adventurers living closer to sea level.
The awareness that a crossover snowmobile can take you to places you’d never expect to roam is certainly growing year to year. Quebec was one of the first areas to adopt off trail exploring and while we’re firm believers that snowmobiles should stay on designated trails when they’re available, there are tons of open areas begging to be explored.
Why should the aftermarket be interested in this? While flatlanders don’t have as much powder to play in as mountain riders do, it isn’t holding them back from playing.
Take a mountain rider in his element, cut the snow coverage down by at least 50 percent, reduce the sled’s track length and its commensurate available flotation, then add in rocks, stumps and a wide variety of other damaging objects. You’ll be left with a substantial need for replacement parts and protective aftermarket equipment.
I speak confidently because I have, on multiple occasions, notched the Wall of Fame at the Supertrax offices from tagging various kinds of off-trail gnar.
While protective gear is a huge aspect of the flatlanders aftermarket requirements you can’t argue that trick bling is also on the freerider’s wish list. Big riser blocks, aluminum throttles, CNC’d wheels and anything that can personalize your sled and differentiate you from your buddies is on the menu.
Everything from hood graphic kits to turbochargers have the potential to be devoured by the average flatlander and will be gobbled up if made available and marketed properly.
The snowmobile world has always been great at segregating vertical and horizontal riders, and while the two don’t cross paths very often, it’s tough to deny that flatland freeriders have a high altitude mindset and the same desire to trick out their sleds. Hey, aftermarket people – opportunity awaits!
Press Release –
OFSC Offers Courses and Safety Materials
Get trained before you go snowmobiling. That’s one of the key safety messages from the Ontario Federation of Snowmobile Clubs (OFSC) and the Ontario Provincial Police (O.P.P.) for this winter: a snowmobile is not a toy, so every rider should take the time to learn the rules of the trail, how to ride properly, and how to operate a sled. Getting trained for snowmobiling is accessible and easy.
The OFSC offers two courses approved by the Ministry of Transportation of Ontario (MTO). OFSC Driver Training is a 6-hour classroom style course for snowmobilers aged 12 years and older offered at numerous locations across Ontario. Since inception, 205,000 students have successfully completed the course exam and received a Motorized Snow Vehicle Operator’s Licence.
For adults, the OFSC offers an interactive version of Driver Training called The Right Way. Snowmobilers with a valid driver’s licence can order the course DVD/CD and booklet online to learn to be a better rider or get safety trained for work. After taking this course and passing an online test, riders receive a certificate confirming course completion.
“The O.P.P. and the OFSC encourage all riders to get trained, and that includes reading the owner’s manual for your sled to understand its operating characteristics,” said O.P.P. Sergeant Michael Price, Off Road Safety Highway Safety Division. “We also want to remind everyone that to ride a snowmobile legally in Ontario, you must be 12 years or older with either a valid Driver’s Licence or a Motorized Snow Vehicle Operator’s Licence.”
To help more snowmobilers get trained, the OFSC also offers Smart Choices, a DVD/brochure package specially written for teenagers, while its Think Like A Pro booklet provides advanced riding tips and techniques for experienced snowmobilers.
To register for or order a training course or other safety material, visit www.ofsc.on.ca
The OFSC is committed to proactive leadership in promoting safe, responsible riding, on and off Ontario snowmobile trails, by building safer snowmobiling knowledge, attitudes and behaviours through rider education, safety legislation development and enforcement.
The O.P.P. are committed to saving lives on Ontario’s highways, trails and waterways, through Professionalism, Leadership and Visibility. Reducing preventable injury and death across Ontario is a responsibility the OPP accept willingly and carry out professionally.
Press Release –
Team Owners Levi LaVallee and Glen Kafka are excited to announce the Launch of Team LaVallee.
Team LaVallee will consist of 5 time Winter X Games Medalist and defending ISOC Pro Stock Champion Levi LaVallee and Semi Pro rider Chris Kafka. The team will compete in all of the ISOC Nationals and the ESPN Winter X Games.
“I can’t wait for this season to start! With the combination of great sponsors, a unbelievable crew and with the alliance of Hentges Racing sharing sled set-ups and technical information, I think we have all the right ingredients to have a successful year.” states LaVallee.
LaVallee looked at the team as a way of becoming more involved in the sport that he loves and hopes that it will be a way to keep him involved down the road after he has finished racing.
Team LaVallee’s Crew will stay the same as it has been for the past few years; Crew Chef, Glen Kafka along with mechanics Terry Gilomen and Jeff Leffel.
The team will be based out of the Polaris Race Department in Wausau, WI. Some of the sponsors that are supporting Team LaVallee for the 09-10 Race Season are; Polaris, Parts Unlimited, National Guard, Woody’s, Pure Polaris and many more.
Team LaVallee is looking forward to this 09/10 Season Opener in Duluth.
For more information, keep your eyes on www.teamlavallee.com
Question:
Dear Motorhead,
Just wondering what the best bang for my buck would be, a 2006 REV 600 HO SDI or a 2006 Arctic Cat F6 EFI?
What are the pro’s and con’s of each and reliability, performance comparisons etc.
Thanks,
William S
Reply:
Thanks for your email!
This is a very precarious question for a couple reasons. First, you are talking about used iron. Which one has the least miles? Which one is in the best condition?
Next, there’s the question about a dealer. Sure, these are used rides but you still will need a dealer – guaranteed.
Okay, as far the sleds go you need to realize this MY for the Rev 600 SDI had some piston ring issues. These engines were pretty much all looked after under warranty but you should verify this mill has been apart and the new updated pistons and rings installed. Otherwise, this is a very solid sled with exceptional fuel economy numbers.
The AC F-6 was literally a bullet on snow in MY 06. The sled was stupid fast, overachieved in almost every area of performance comparison.
Many F-6’s would out run 800’s that year. The Rev was a clean sheet ergonomically in the early part of this decade and in MY 06 it would be considered the most “different” from a rider positioning standpoint.
The F-6 on the other hand would be more mainstream for that time – more traditionally rider seated. So, when you compare the two sleds to todays rider preferences, the F-6 will feel more “dated” while the Rev will fell more mainstream – today.
Hope this helps!
Motorhead Mark
Deep in the confines of its Thief River Falls Engineering Department, Arctic Cat surely must be working on a Direct Injection 2-stroke program.
Would a clean 600 DI 2-stroke be the most cost efficient way for Cat to get through the 2012 barrier?
The company has been saying its Z-1 platform is a 600 class /120 horsepower contender and we won’t disagree. However, with the arrival of the Ski-Doo 600 E-TEC engine the 4-stroke sales freight train has slowed.
Buyers now know they can have 2-stroke lightness, amazing fuel economy and enjoy these virtues well past 2012.
No matter what the economy does, this is a sizzle driven marketplace and Polaris will need to keep building on the momentum it has generated with the Rush.
This is what we strongly suspect will happen: First, we see the Rush getting an 800 Liberty, maybe a limited build, after Christmas.
This will entice buyers and frustrate (if not cool slightly) what just about everyone believes is the imminent intro of an 800 E-TEC.
Next, we’re convinced Polaris has a direct injection engine program in full swing.
Why? We have to ask the question, can Roseau go any further toward EPA 2012 without a DI 2-stroke or another 4-stroke?
Looking at the Rush platform, we’re not convinced 4-stroke power was ever in the plan for that platform.
That means the potential for a DI powered Rush has got to be good.
If, in fact, there is a DI system being readied in Roseau, we look for it to be added to the already potent 600 Liberty first.
We recently had a chance to photograph a new, top secret CVT clutch soon to be released by CVTech IBC, makers of the PowerBloc.
This is the same primary clutch used on the recent land speed record Yamaha that set a new world record at over 200 mph.
That particular sled was making over 450 horsepower and, when we questioned CVTech about it, the engineers made it clear the whole design process was targeted at handling that kind of power.
Okay, here’s some of the scoop: Think about air being the clutch spring (note the Shrader valve in full view) and oil acting as the spider.
We can’t divulge much more without being executed, but we gotta tell you, this is one of the most trick pieces of snowmobile transmission tech we’ve seen in years!
Think the turbocharged mountain market would be interested in this?
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