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2023 POLARIS INDY SP 650 137

Mark Lester
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2023 POLARIS INDY SP 650 137

I’ve had the privilege of amassing considerable klickage this year in advance of and after Christmas. Unfortunately, it all came to a screeching halt the Thursday before New Year’s when the temps rose and the rain fell. Supertrax/SnowTrax World HQ is in a holding pattern in need of six inches of snow to get running again.

Enough trivia, we’ll get down to some technical verbosity on an impressive 2023 ride. The ride? It’s the Polaris MATRYX Indy SP 650 with a 137 sneaker out back. I felt like I never got enough time on our 650 Indy PR unit last season so I grabbed this unit as soon as Byers Equipment in Orillia, Ontario called me to pick the sled up.

First and foremost, I want to speak to the Patriot 650 SDI mill. This engine is heavily based on the 850 Patriot powerplant and as a result there is little, if any, weight saving going on here. However, in terms of efficiency there’s a lot going on.

Polaris’ tried and true Liberty 600 has been around for more than a decade and it shows it when compared to the new 650’s amazing fuel economy. We witnessed the claimed 15 percent improvement almost immediately.

Better than just a fuel economy jump was the reduced smoking with the 650. Most importantly is the improvement in overall performance. The 650 produces an arguable 135 to 140 HP. The reason we can’t be specific relates to Polaris’ ongoing reluctance to release HP numbers. From a comparison standpoint, the 650 will run almost ski-tip to ski-tip with the former 800 Liberty. Interesting.

Power here is abundant and just as impressive is the smoothness and refinement of the Patriot based 650. Engagement is ultra-smooth and drive-away is vibration free. The surge of thrust when feeding throttle to the engine is linear but noticeably stout. Once underway your right thumb feels more like an extension of your synapses. This righteous response can be mentally willed directly into the 650’s throttle bodies.

The P-95 clutching combo loves the torque curve of the 650 and it is so much less a screamer than the old 600 Liberty. When pulling away it’s all about a huge upshift, then RPMs settle into the meat of the power curve. One ride on a 650 and you’ll be convinced this is among the nicest spreads of power from any engine in the biz right now.

The MATRYX has already established itself as the handler in the industry. We find it to be the most intuitive corner carver among all the competition. Initial turn-in to about 15 degrees of handlebar input is linear and positive.

The sled begs you to go harder toward the apex with the promise the front end will bite progressively to the center of the turn. Once you’ve dropped the brake and completed your pivot, feed the 650 some throttle and feel the tail comfortably swing out and look for traction.

There’s no understeer or push. It’s up to you at this point to either keep opening the throttle or steer out of the controlled slide. I don’t know about you but I want a sled to handle this predictably when I’m facing a salad of twisty and challenging trails.

Ride quality here is good but not as good as it could be with a better set of compression adjustable dampers up front and on the rear arm. The SP has aluminum bodied, non-compression adjustable, non-reservoir IFP shocks. Of course, this would mean a higher MSRP and when it’s all said and done the 137-inch PRO CC skid does produce a comfortable and near bottomless ride.

So, if you think you want more damping control and a measure of added “plushness”, opt for a VR1 Indy MATRYX with Walker needles. Of course, you won’t be able to find an unsold VR1 so you might consider a set of aftermarket shocks.

After over 300 miles (500kms) on our SP 650 I am genuinely impressed. We’ll have more as the season progresses.

2023 Indy Boost VR1 129 Turbo 2-Stroke Powerhouse!!

Luke Lester
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2023 Indy Boost VR1 129 Turbo 2-Stroke Powerhouse!!

Luke squeezes the throttle on the 2023 Polaris Indy Boost VR1 in the MATRYX chassis featuring the turbocharged Patriot Boost engine and 129-inch skid frame.

IS 650 THE NEW 600?

Mark Lester
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IS 650 THE NEW 600?

We get asked this question a lot these days with the introductory success of the new Polaris Patriot 650 twin.

There was a significant amount of risk for Polaris to break with years old (try 30 years!) industry standards that made the 600 class the meat of the marketplace.

Pretty clearly, the time had come for some upward movement in displacement to more evenly match the displacement spread between the new and now benchmark 850 class. Obviously, no OEM building a new big bore 2-stroke will invest in anything less than an 850.

Herein lies the truth to this bold prediction on my part: Most engine projects are at least three years in development (more likely five years), so for an OEM to ensure they don’t end up spending a jinormous chunk of development jing and end up one size too small is of paramount importance when readying a new powerplant.

The OEMs must be 100-percent confident they are going to get to the goal line with a new engine that reflects market trends at that very moment in history. In other words: Don’t show up at the 650 class with a new 600.

Polaris took a gamble that was pretty doggone close to the bet Ski-Doo made in 2017 – specifically that the industry was moving in the direction of 850 cc’s.

Ski-Doo must have had strong confidence its appearance at that displacement level would not only be accepted but emulated by its competitors. Here’s the reality – a couple years after the 2017 intro of the Rotax 850, nobody talks about 800s.

Here’s more that’s interesting: Ski-Doo enjoyed instant success with the intro of the 850 E-TEC. The market went wild for the new standard for all out 2-stroke performance like a Popsicle stand in the Gobi Desert.

Similarly, Polaris has experienced overwhelming acceptance of the new Patriot 650. The engine produces both horsepower and torque closely resembling an 800. Fuel efficiency of the new 650 is considerably better than the Liberty 600.

The overall feel of the new 650 compared to a 600 is convincingly superior. In our non-scientific testing we verified the 650 Patriot has the juice to deal with any of the current 600’s in the market including Polaris’ own 600.

So, the question begging to be answered is this: In light of the aforementioned realities, will Ski-Doo respond to the 650 Patriot by increasing its current 600 E-TEC engine to 650ccs?

For sure, the 600 Rotax engine closely mirrors the 850 E-TEC which would seem to make a 50cc tune-up relatively simple.

Always remember this: Ski-Doo never lets anyone mow its grass.

SNOWGROOMERS.NET SNO-MASTER 48

Vern Putzer
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SNOWGROOMERS.NET SNO-MASTER 48

Having access to private recreational trails in the winter is highly desirable whether you’re a private landowner into cross country skiing, dog sledding, fat biking or want a safe place for the kids to ride their mini snowmobiles.

Likewise, if you run a business that offers cross country skiing or fat biking trails, having private trails opens up so many opportunities for winter recreation. This is where snowgroomers.net comes in. They offer a vast array of small and compact snow grooming options for nearly every scenario.

The groomers themselves come in varying widths for different size trails and a long list of accessories and attachments are tailored specifically to compliment differing wintertime activities.

With prices starting at $1,399 within their PATH-MASTER series, these groomers are not only extremely functional, but also extremely affordable and the snowgroomers.net website breaks down the full listing of products available within the four product groups.

The SNO-MASTER 48 is the groomer we’ve had time using ourselves and it is really a good option if you need a multi-purpose grooming solution. In its most basic configuration, the SNO-MASTER 48 is considered a compaction groomer, but you can equip it with a 12-inch wing, Sno-Razor & deflector and 48-inch-wide wheel kit and create smooth trails for just about any type of wintertime activity.

Watch our detailed review of the SNO-MASTER 48 RAZOR with wheel kit on our YouTube Channel: HERE

For more information visit snowgroomers.net

BIGGEST QUESTION ABOUT THE CATALYST: WHAT ABOUT YAMAHA?

Mark Lester
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BIGGEST QUESTION ABOUT THE CATALYST: WHAT ABOUT YAMAHA?

Coming close to the “most asked question this fall” at Supertrax/SnowTrax World HQ has to be: “Will Yamaha get the Catalyst platform?”.

This is among the most asked Qs for good reason. We all know it is much more efficient (read: profitable) for an OEM to build as many models on a common chassis as possible. At this point in time, Arctic Cat has neither said it would or wouldn’t equip the Catalyst with a 4-stroke mill. The company has given off fairly strong vibes about this: For right now the Catalyst is “Arctic Cat’s” platform.

Okay, we get that. However, the complexity of continuing to build the ProCross platform for Yamaha and maybe one or two AC models using a Yamaha 4-stroke engine for power, then switch the entire production facility over to Catalyst 2- stroke powered models, seems exceptionally cumbersome.

To clarify this train of thought we do believe this will happen for at least the first year of Catalyst production. However, we don’t believe AC will continue to do this for long.

So what position is Yamaha in with AC’s inevitable shift to Catalyst manufacturing? I think the issue comes down to this: “Can the combined engineering expertise of Arctic Cat and Yamaha figure out how to shoehorn a 4-stroke Yamaha mill into the new Catalyst?”.

Here are some items to consider surrounding the new Catalyst. As of December 6th Arctic Cat put out a detailed press release covering a plethora of Catalyst details – many of which the media was warned not to release until Cat gave the call. Did I just say “Cat Call”? Never mind. Now that we have a little more latitude to talk about what’s under the Catalyst’s svelte bodywork we can speculate on what Yamaha’s future may look like.

First, Yamaha may continue to have AC build its current specific Yamaha powered ProCross models. We think this only makes sense in the short term. At some point in time Yamaha will want the latest and greatest for their sleds.

Consider this as well. Arctic Cat has got to be pleased with the relationship they enjoy with Yamaha. Just the economies of scale from building sleds for Yamaha has to make their production facility in TRF significantly more profitable.

Next, Yamaha might work with AC to engineer, tool and build a Catalyst variant with a bulkhead capable of swallowing not only a 1049 triple 4-stroke but a 998 triple turbo 4-stroke, too. This would – IMO – require the fabrication of an entirely different front bulkhead.

This is not something out of the realm of possibility. Look at Ski-Doo’s current 4-stroke “Wide-Body” REV. The front clip and all the bodywork are specific to Ski-Doo’s ACE 900 engine in both N/A and turbocharged iterations.

Keep in mind too, Arctic Cat is not likely to walk away from the legendary turbo 4-stroke Thundercat. Currently the Yamaha SRX and the Thundercat with their clothes off, are very similar snowmobiles. I would venture to guess there is no other single model that’s as profitable in AC’s or Yamaha’s model profile as these two rockets.

Certainly, a Catalyst variant would need to accommodate a 4-stroke mill in both N/A and boosted trim. Think about this rationale: For almost a decade Suzuki produced the even-firing 1,100 4-stroke twin for use in an Arctic Cat chassis. This particular engine is still revered to this day as one of the most formidable turbocharged powerplants in the history of the sport.

Notably, it was a twin and fit hand and glove in the then-current Arctic Cat “F” chassis without a major retooling. Even though the Catalyst appears quite small up front, Yamaha is an engine company with unrivaled expertise in 4-stroke power. They are supremely resourceful.

There’s still much to be learned about the future of both Yamaha and Arctic Cat snowmobiles. We would love to be a fly on the wall at a product planning meeting at either Arctic Cat or Yamaha. Stay tuned.

2023 Ski Doo MXZ Blizzard Detailed Overview

Mark Lester
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2023 Ski Doo MXZ Blizzard Detailed Overview

Motorhead Mark gives probably one of his most detailed overviews ever, this time focusing on the 2023 Ski Doo MXZ Blizzard featuring the 850 ETEC engine. Lots of info here, folks. Get the popcorn ready and get cozy…

WHY ARE SLEDS SO EXPENSIVE?

Mark Lester
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WHY ARE SLEDS SO EXPENSIVE?

Before you send hate mail in response to the title of this report I will give you the answer to my question right off the top: Yes.

We get a lot of mail griping about the cost of snowmobiles so I thought I would take a run at explaining what’s still going on in the sno-mo retail marketplace.

Here’s the real issue: The COVID reality the past two and half years created never-seen-before pressure on both the new sled and used sled marketplace. When the COVID lockdown came into effect, people went nuts buying up powersports vehicles. The reality of being trapped at home for an indeterminate time made people seek out other forms of recreation to replace cancelled warm weather vaycays.

While the powersports industry literally reeled at the volume of early orders that first year of COVID, the real estate industry completely blew itself off the Richter scale with rapidly accelerating, then skyrocketing prices – particularly on properties located in what might affectionately be referred to as “Cottage Country” which, coincidentally is most often “Snowmobile Country”.

Where I live in Central Ontario, prices on recreational lakefront properties pretty much doubled in less than one year. Cottages would go up for sale and literally dozens of offers above the asking price would roll in so fast buyers were in a spin. This real estate reality was and to some degree still is (in some locales), unprecedented. It has been a 100-percent seller’s market for almost three years just about everywhere.

Back to snowmobiles. While this unprecedented demand for sleds was ramping up so were used resale values. I can say this with conviction: Never have I seen people pay such inflated prices for a used sled.

We get a fair number of asks around here about what we think a certain sled (used) should sell for. We are not the “Auto Trader” of the sno-mo-biz but do have a pretty good view of what the market looks like and what it will bring for used iron. The numbers we have seen are incredible.

Stuff that’s five years old has been selling for often just a few hundred bucks less than a comparable brand new sled. Why? Because there are so few unsold new sleds available. Supply in the snowmobile-biz has been outstripped by demand for three years and, in fact, still seems artificially strong (not enough supply) again this fall sales season.

So yes, the price of sleds is going up – but there are some hopeful signs. First, if you’re in the game – that is you own late model sleds – you are no doubt finding you can pretty much get what you paid for your rides. I have a good friend who took his 2020 sled to his dealer to use as a trade on a new 2023.

The dealer offered him $9500 as a trade. Under normal market conditions this would have been a generous offer. He took the sled home and posted it on a local buy-and-sell site for $12,500 and sold it in hours. Actually, he claims he could have sold it more than once.

As you can see dealers are challenged to get sufficient trade-ins because owners can sell their trades for more themselves. This means dealers are putting bigger money into trades than makes sense – or maybe it does make sense? In any case, I’m confident you can see how this incredible upscaling of prices is being fuelled.

If you want to get into the sport and are looking at used (or new) sleds, things do look kinda pricey. If you’re already in and negotiating a deal to move up to a new or newer ride, the cost to do so isn’t as prohibitive as you might think when considering the upscale value of your trade.

Make sure you shop wisely. This is a volatile marketplace.

CKX CONTACT HELMET

Staff Report
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CKX CONTACT HELMET

The CONTACT, which is the latest CKX helmet to hit the market, is both minimalist and functional in design and features an electric face shield with a lightweight and sleek construction that sets it apart from its competition.

The heated and oversized double lens includes a built-in strain relief and a power indicator visible at all time and features an integrated amber-tinted sun visor that helps reduce glare on sunny days so you can see clearly.

In addition to its broad field of vision, the shield opens easily to allow for conversation or to grab a quick sip of water after a vigorous ride down your favourite trail system.

FEATURES:

  • Shock resistant, injection moulded plastic shell
  • Weight: 1510g ± 50g
  • 4 shell sizes (XS-L/XL-3XL)
  • 4 EPS sizes
  • Interchange liners to reach sizes 4XL and 5XL
  • Suitable for eyeglasses
  • Electric double lens with panoramic vision
  • Power indicator visible at all times
  • Built-in strain relief
  • Oversized opening freeing the face and the mouth
  • Amber retractable sun visor
  • No face contact breath guard installed on the shield
  • Removable long chin curtain
  • Shield can be removed without tools
  • ProClip quick release mechanism chin strap
  • Inner lining and removable, washable cheek pads
  • Protective case and user’s guide included
  • Ready to receive communication system headset
  • Canadian design
  • 5-year warranty
  • Meets or exceeds DOT FMVSS218

For more information and to order, visit kimpex.com

2023 Ski Doo Expedition Xtreme 900 ACE Turbo R Overview

Luke Lester
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2023 Ski Doo Expedition Xtreme 900 ACE Turbo R Overview

Luke walks us through the finer points of Ski-Doo’s 2023 Expedition Xtreme featuring the ROTAX 900 ACE Turbo R 4-stroke engine.

WHAT WOULD IT TAKE TO MAKE YOU SWITCH BRANDS?

Supertrax Online
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WHAT WOULD IT TAKE TO MAKE YOU SWITCH BRANDS?

We get asked this a lot. It’s Interesting because it’s one of the biggest questions the OEMs ask themselves. As a matter of fact, it’s in the back of every product and marketing exec’s mind from every brand every year as they lay out plans for upcoming sleds.

You see, in this business, the only way to increase profitability is to grab a bigger piece of the pie. And that pie is limited because of the relatively narrow proportions of the sno-mo-market – although there has been growth during the pandemic.

So… if you were in charge, what would you do?

Try this: Build the fastest, best riding best handling sled in the biz! Okay, both Yamaha and Arctic Cat have been on this page for several years now with the Thundercat and the SideWinder and the sales results speak for themselves – but not in an earth-shaking fashion as far as brand switching goes.

Okay then, let’s look at the possibility of building low-cost models that will get entry level customers interested in your brand – and then keep them in your fold so in the future they will buy your products instead of the competition’s.

The current high-value Venom/Blast sleds, although solid entries, haven’t set the world on fire and converted masses of buyers over to their respective brands. At the same time both Ski-Doo and Polaris continue to hold or even grow their market share numbers.

Well, what if an OEM just cut MSRPs way low – and still offer their premium models with all the bells and whistles at a price that is ridiculously rock bottom low? Some OEMs tried this a couple of years ago with some early-order sleds – and although there was good activity for a while in showrooms, there was no significant, lasting gain on the rest of the market.

We think the most successful approach is to come to the market with cutting-edge brand-new technology – something the competition doesn’t offer and is the kind of tech that is completely fresh in the marketplace.

Once again, we have to look at Arctic Cat. By allowing us to get a sneak peek at the new 2024 Catalyst, all eyes were pointed straight at the Thief River Falls, Minnesota sled-maker.

This ploy has likely done much to perk the imaginations of buying customers who may be predisposed to Ski-Doo, Polaris or Yamaha. I mean, how cool would it be to show a new Catalyst off to your buds for the first time next winter? Way cool, we think.

BTW: This kind of marketing in the sno-mo-biz isn’t anything really new. Well, maybe revealing a sled this early is new, but it’s not new to bring out new tech when the stuff you already have is good. It’s the reason Ski-Doo has a Gen5 now and Polaris replaced the AXYS with the new MATRYX.

New is better, and in this biz, you better be bringing new stuff out every couple years or you’ll be quagmired at the bottom of the market. Yup, no matter how good the current model is in your brochure, you better have something radically new – whether engine, electronics, handling, ride, turbocharging… whatever.

Today’s snowmobile OEMs simply cannot sit still: you’ll stagnate to the point of no return if you do – worse yet, the competition will continue to leave you in their snow dust!!

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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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