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ARCTIC CAT’S NEW CHASSIS: Part II

Staff Report
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ARCTIC CAT’S NEW CHASSIS: Part II

A few weeks ago we published an online article about the potential for Arctic Cat to introduce a new chassis within the next couple of years.

We’ve been giving this a lot of thought – and so have you, apparently. There’s been a ton of commentary on our social media sites on this subject from readers and viewers – so much so that we’ve barely been able to publish any article about Arctic Cat without you raising the question.

FIRST OFF

In our opinion there is very little wrong with Cat’s current ProCross platform. Could it be lighter? Probably, but it isn’t really much heavier than its competition. In some applications it’s actually lighter.

Could it handle better? Maybe, but it’s still one of the best handling platforms in the biz. Is it comfortable? Yes and no. However, its basic ergonomic layout is extremely good and any improvements in comfort could be accomplished with mere cosmetic changes – nothing radical – certainly nothing requiring a complete chassis dump.

So, why should AC consider a new chassis? There are a number of issues surrounding this question and none of them are even remotely involved with the proficiency or lack of it with the current ProCross platform.

IT’S TIME

Arctic Cat has been building this platform for over a decade and customers – particularly snowmobile consumers – really like new, shiny stuff. We’ve always said, you need to give customers a reason to buy a new sled. The best way for an OEM to do this is to obsolete the old one by bringing out something completely new and perceptibly better. “Better” may mean lighter – or more convenient, or more stylish, or more comfortable, or with a better ride – whatever. The point is, it’s new. And that’s what sells snowmobiles!

PATENTS

It’s no secret Cat and Ski-Doo have been in an extended battle over whether or not the ProCross chassis infringes on Ski-Doo’s triangulated, pyramidal chassis design. At this point, details of the lawsuits and their settlement have been so complicated and secretive, we don’t know for sure what’s going on. For a while Ski-Doo had an injunction preventing Cat from selling any ProCross sleds in Canada. That has since been lifted.

Our estimate however, is that any new Arctic Cat platform would not use the current triangulated backbone of the past. This would likely mean something similar, either to the current one or more like Polaris’ chassis – but in no way completely the same as either so as not to get into legal trouble.

This is a problem in several ways: Would a new design be as rigid? Would it be lighter or even the same weight? Would handling and ride be compromised? Would it be economical enough to build so it doesn’t drive prices up?

Certainly, design targets, since they’re throwing out all the bathwater, would be focused on radical lightness, different and perceptibly better ergonomics and improvements in ride and handling – if possible. There could also be exclusive adaptability for Cat’s current range of snowmobile engines and how to improve accessibility and routing of turbo plumbing, as well as exhaust and intake.

ADAPTABILITY

We briefly touched on this, but since the ProCross platform was introduced before Cat’s current use of a Yamaha 4-stroke triple, there may be an opportunity to improve that engine’s fitment in a new chassis. This also brings up the point we discussed in our former diatribe about the possibility of Cat coming with something narrower (we had asserted in our earlier story the narrower clutches introduced for 2022 maybe hint at this).

Although we doubt a new chassis would stray from the existing wide-spaced A-arm setup up front, there may be a new long-front-arm-skid on the agenda.

Also, depending on how Arctic Cat’s marketing department views the off-trail market, a new chassis may provide the opportunity for Cat to bring a new mountain sled that exceeds the competitions’ offerings in the weight and traction departments. No small task there.

FINALLY

There are many directions Arctic Cat can go here. It’s our firm opinion, the worst place it could go would be to remain static and do nothing. At this point, the Arctic Cat name and reputation are still strong – wait a half a decade and who knows if that same brand identity will still be at play.

Arctic Cat is a savvy company with good people on board. It would be foolish to try to convince ourselves these conversations haven’t been ongoing in the boardrooms and engineering labs of the company for quite some time. We’re waiting with anticipation to see what happens!

2022 POLARIS INDY XCR 650

Mark Lester
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2022 POLARIS INDY XCR 650

The XCR moniker has been in play for literally decades. The early years of XCR saw the legendary Indy, all-aluminum, trailing arm chassis rule terrain and sno-X racing in the early 90’s. The sled was incredibly light, had steering and suspension geometry developed in the ditches around Roseau – and beyond. The sled flew like a Cessna and consumed terrain with a venomous appetite.

Those original Indy XCR’s were powered by Fuji 440cc piston port twins until when early in Polaris’ domestic engine program, the company released a Liberty 440 twin with read valve induction and torque-generating exhaust valves. Throughout the early and mid 90’s, the XCR was the benchmark for terrain-consuming prowess.

Yes, Cat’s ZRs were potent and Ski-Doo was making huge cred gains in the Midwest with the MX-Z – first in the “S” chassis then in the “ZX” platform. Those times were the roots of Polaris’ terrain racing success. In those days the XCR was the archetypical racing snowmobile – and everyone knew it.

Fast forward to today’s marketplace and witness the XCR, circa 2021. The current MATRYX chassis now carries the XCR’s legendary trademark and it does it with credibility and legitimacy. I could spend the rest of this report discussing the MATRYX XCR’s compression and rebound adjustable Walker-Evans 2.0 racing shocks, the billet rear scissor stops, the oversized racing brake rotor and bigger caliper along with high performance brake pads and the legendary XCR brake air scoop. But I won’t.

PATRIOT POWER – XCR PROWESS

This time around it’s all about the XCR’s ultra-potent Patriot 650 twin. In my humble opinion, the 650 speaks to the roots of what XCR really STANDS FOR. Sure, there’s an 850 XCR – and it is a cannon. However, the XCR is about ditch banging, technical rough terrain navigation and telepathic corner carving on the twistiest trails known to man.

To navigate this kind of terrain you need power that’s torquey, seamless and explosive at the big end. You need an engine that’s much more than the sum of its parts. Literally you need a 650 that thinks it’s an 850. That, my friends, is exactly what you get with the new Patriot SDI 650.

650 OR 600?

Of course, the most important comparo we made last season was the Patriot 650 versus the benchmark Rotax 600R. There was little surprise when the Polaris 650 pulled the Rotax 600 in both low speed throttle roll-ons and WOT runs down the lake.

Frankly, it would have been pretty disappointing if, after benchmarking the Patriot 650 against the then king of the 600 class, the Rotax 600R, the 650 was slower than the 600R. The reality is that 650cc’s just makes more power than 600.

The Ski-Doo 600R, according to everything we’ve heard swirling about the industry, makes just shy of 130-hp. Polaris doesn’t produce a horsepower claim for the Patriot 650 but informed observers pretty much agree its HP is in the 137 to 140 range. That number is a big step up from 50cc bigger holes. Think about this: It was only a few years ago a full-on 800 delivered about 150-hp – some less.

MORE THAN RAW POWER

A feature we are standing and applauding is the Patriot’s radically revised engine mounting system. Eliminating the age-old, vibration-inducing torque stop keeps the 650 in perfect alignment with its clutches. The difference in hood, windshield and handlebar shake is remarkable. This is the same system used on the 850. Its lack of vibes brings a tangible aura of sophistication and refinement.

There’s little doubt a legion of XCR aficionados will go gaga over the new XCR 650 in either 128 or 136 inch variants. The sled feels nimble in turns and transfers nicely when the loud handle is whacked. The precise and linear delivery of power flows seamlessly through proven clutches into white top.

Because the new MATRYX presents what we believe to be the very best ergonomics in the industry today, you’ll find yourself “thinking” your way through twisty trails. It’s a good feeling to know you’re in the right place aboard your sled when clearing approaches or running a mogul infested portage.

That’s the sense the MATRYX XCR 650 delivers. In fact, this kind of control will likely make you a better rider. Seriously.

INSIDE TRAX: SNOWMOBILING PROBLEMS

Kent Lester
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INSIDE TRAX: SNOWMOBILING PROBLEMS

I guess you could define COVID-19 as a problem. That word barely seems a decent description for the chaos the world has been thrown into the last year and a half. It’s almost trivial to rate snowmobiling as a casualty or benefactor to something that has affected nearly every person on the planet in a major way.

However, snowmobiling has been affected and no one is sure whether or when things will return to normal. Frankly, I’ve never seen anything even close to the changes we’re experiencing in several aspects of the sport. In no particular order, I’ll try to describe the alterations we’ve all been seeing.

SUPPLY

Snowmobiling, as with all forms of motorized recreation, has a severe supply problem. Simply stated, it’s hard to get new sleds. Don’t expect to find them at your local dealer, either. 2022 sleds were sold out by last May and if you didn’t pre-order before the end of March – unless the dealer has performed some kind of logistical magic – you have little chance of getting a new sled in-season.

This is an unprecedented situation and it simply means, unless your dealer is a relative or blood brother, you’re going to pay top dollar for the new sled you’ve ordered. Discounts are scarce, but the good news is that your old sled is probably worth more than you’d have expected.

If you look closely at the supply situation we’re experiencing, it looks like there’s been a huge increase in participation and the sport has grown at a breakneck rate the last two years.

Certainly, you could argue there have been manufacturing challenges getting enough components to deliver completed sleds on the ground to owners, but this situation has been dealt with for a full season now and the OEMs are finally catching up.

Here’s the bad news: Since new-sled orders happen far in advance of delivery in the snowmobile business, it looks like the supply issue could still exist next year, too.

DEMAND

There were strong indications the demand for snowmobiles was increasing a couple of years before the pandemic hit and kept all the holiday travellers away from sunny winter places outside the country.

Two years ago, no one would have guessed the demand would be this big, however. The limitations placed on vacationers by COVID-19 simply amped the demand right into the stratosphere. Thousands of new and formerly dormant snowmobilers came out of the woodwork and were willing to pay inflated prices to get themselves and their families on the snow. The money was there because they weren’t spending it on sunny vacations.

RENEGADES

This isn’t a reference to any snowmobile model. Rather, it refers to an attitude beginning to arise from many of the fresh faces we haven’t seen on the trails for a long time (or ever).

Back in the 1960s and early 1970s the renegade attitude was prevalent and it nearly destroyed the industry before it got out of the starting blocks.

These riders showed little respect for private property or for other people riding whatever fledgling trail systems existed back then. It was a constant problem with riders trespassing onto private property and riding in forbidden areas.

It took about 20 years of hard work by clubs, police and volunteers to get the image of responsibility back on the front page so that snowmobilers weren’t regarded as terrorists.

Don’t get too puffed up about our progress – we’ve still got a long way to go. If you’re one of the good people who respects private property, you need to preach it to your friends who are new to the sport. We’re at critical mass with this and trails are closing because of it.

DRINKING

Thought we’d fixed this a long time ago, but it’s back. A few new riders have started carrying beverages with them to “freshen themselves up” on the trails.

You don’t need a sermon on how unacceptable this is and harmful to the sport. The most effective thing you can do to settle this is to simply refuse to ride with or include people who are tippling on the trails.

If they’re aware of the dangers and damage to snowmobiling drinking and riding creates and still doing it, you probably don’t want to be associated with them anyway.

The excuse people want to use is: “Because all the restaurants and pitstops were closed last year because of COVID, there was nowhere to go to get a drink”. The bigger point is, don’t drink at all if you’re riding!

So, will snowmobiling go back to normal after COVID 19 ends? Frankly, no one expected to be dealing with these issues. Knowing the history of snowmobiling, though, if we all, as both participants and as an industry work together looking for remedies, we’re going to be golden – maybe even better than before!

2022 Arctic Cat ZR 9000 Thundercat Detailed Overview

SnowTrax TV
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2022 Arctic Cat ZR 9000 Thundercat Detailed Overview

Motorhead Mark delivers a detailed overview of the 2022 Arctic Cat ZR 9000 Thundercat EPS with ATAC featuring the C-TEC4 998cc turbo, ATAC adjustable on-the-fly suspension and EPS.

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2022 SKI-DOO BACKCOUNTRY: Refined Split Personality

ADVERTORIAL
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2022 SKI-DOO BACKCOUNTRY: Refined Split Personality

**ADVERTORIAL**

Ski-Doo is known for studying market trends, anticipating customer needs and developing calculated responses. This is precisely the lineage of Ski-Doo’s Backcountry Series.

Without a doubt the Crossover (X-Over) market is gaining traction in Model Year 2022. Sleds catering to the dual purpose, on/off trail crowd are in hot demand and, as a result some OEMs have thrown fresh and innovative technology at this burgeoning segment.

Ski-Doo is no exception. Both the G4 850 and 600R E-TEC powered Backcountry series exemplifies the determination and drive Ski-Doo has to be the leader in every segment in the snowmobile industry. These Backcountry Ski-Doos leave nothing – zip – nada – on the table.

From its cMotion, transfer reactive, uncoupled 146-inch skidframe to its hybrid RAS 3 double A-arm front end that incorporates the best features of the Summit RAS with the MX-Z RAS X, Ski-Doo delivers a true dual purpose, variable width suspension system that’s specific to the Backcountry series.

Flotation is at the heart of any deep snow, off-trail foray. Ski-Doo ups the ante with an aggressive crossover-specific 146-inch track and skid. The cMotion suspension uses no coupling on the rear arm resulting in near telepathic lift that can propel the Backcountry up and on top of bottomless fluff as capably it does in more densely packed snow. Likewise, cMotion uses a rising rate rear arm shock to process whooped-out trails when you head out for a big-mile excursion.

Click Here for more about the 2022 Ski-Doo Backcountry!

The Backcountry wouldn’t be worthy of all this praise if it didn’t perform capably as a trail sled – and it does! Quickly adjust the skis to the 41-inch width up front and the low CG, G4 platform responds with crisp turn-in and solid-as-a-rock on-center handling as you head for the next corner. Rider gymnastics are welcome when carving trails as a result of the G4’s flat-top seat, stepped side panels and open cockpit design.

The 146-inch track is a tangible improvement in flotation off trail but as a result of the c-Motion’s tipped rails there is virtually no perceptible understeer on hard-packed trails.

No commentary on the Backcountry series would be complete without recognition of the highly sophisticated yet civilized power from either of the direct-injected Rotax E-TEC 600R or E-TEC 850 engine options.

E-TEC technology is without equal in the snowmobile industry. Simply stated, there is no other induction system that delivers such instantaneous and smoke-free starting, buttery smooth idle, fuel efficiency and stumble-free warmup these engines possess.

Add in the availability of Rotax’s revolutionary “SHOT” featherweight electric start system and you have power packages that easily exceed the most discriminating X-Over buyer’s expectations.

The 2022 Backcountry is capably Ski-Doo’s true on and off-trail crossover. And It does it all without compromise!

Click Here for more about the 2022 Ski-Doo Backcountry!

MOTORHEAD: Game Changing Technology!

Mark Lester
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MOTORHEAD: Game Changing Technology!

We’ve wondered for some time when fully active snowmobile suspension would arrive in the form of a consumer available option at purchase time.

The anticipation of this arrival goes back more than 10 years when the idea surfaced in the car industry and then the powersports biz about five years ago.

Just two model years ago Polaris knocked it out of the park in the off-road business with its introduction of DYNAMIX Suspension. The system uses shock shaft speed sensors, a yaw sensor and a powerful ECU to dial in damping settings on a full set of Fox shocks. The results were earth shattering!

RZR models equipped with DYNAMIX produced an incredible improvement in ride quality. You could literally hold the vehicle wide open through the craziest terrain and DYNAMIX would iron out the bumps. Sure, there are limitations to how fast you can go over rough terrain – but hear me out – the speeds DYNAMIX allows the rider to carry into gnarly terrain have not been experienced by most mainstream SxS pilots.

There’s even an “Oh no!” button on the steering wheel in the event you encounter a notorious “sucker bump”; it shifts the damping to a full stiff setting to absorb crazy craters.

When we first experienced this system on Polaris RZR SxSs we pulled aside the Polaris snowmobile brain trust and skillfully tried to get info on the possibility of adapting DYNAMIX to Polaris snowmobiles. It seemed obvious to us Polaris would bring this revolutionary tech to sleds.

As it goes, we think DYNAMIX will come to Polaris snowmobiles – and very soon. However, Ski-Doo has stolen some thunder from such an announcement by introducing its own active suspension system appropriately coined “Smart-Shox” for the 2022 model year.

Smart-Shox do pretty much the same thing to Ski-Doo’s G4 snowmobiles in both 129 and 137 inch variants as DYNAMIX does to RZR models. The system Ski-Doo uses was developed in conjunction with KYB, Ski-Doo’s shock vendor of choice. The Smart-Shox system uses five mechanically linked sensors, one on each of the four suspension systems (rear arm, front arm, right and left IFS) and a fifth on the handlebar pole under the hood.

The engine’s ECU interfaces with a separate Smart-Shox control unit to produce instantaneous damping tweaks in response to throttle inputs and the terrain you’re riding over.

Let’s look at what the advent of fully active suspension means to snowmobiling. First, the arrival of Smart-Shox elevates the riding experience to an as yet unseen level of sophistication. This is the dawning of a new day in terms of the level of comfort and resultant fun that can be experienced on a snowmobile.

Ditch bangers, lake honers and hardcore trail riders will immediately identify the improvement in ride quality over anything they’ve ridden. That’s understood. However as Smart-Shox spread in the Ski-Doo lineup there will be others who will benefit tangibly from fully active suspension. Less serious riders, older riders with health and mobility issues and smaller stature, less physical riders will appreciate Smart-Shox.

Make no mistake about it, the arrival of fully active suspension is as revolutionary as Roger Skime’s invention of the slide rail suspension debuted in the first Arctic Cat Panthers back in the late 60’s.

Think I’m nuts? I’ve ridden this new technology and can say without any qualification it is not sizzle! It is grain fed beef the likes of which we’ve never tasted! Interestingly, both Arctic Cat and Yamaha are within inches of delivering a similar fully active package. Their Fox-developed rider-on-the-fly adjustable suspension system needs only a processor (ECU) and shock speed sensors to become fully active.

For Polaris, one would assume it would be relatively easy to integrate the DYNAMIX off-road, fully active system now in use on RZR offroad vehicles.

It’s a great time to be a snowmobiler! The advancements in suspension technology available on MY 2022 snowmobiles are dramatic, paradigm shifting and are guaranteed to improve the snowmobile experience. Ultimately, fully active suspension will be quantified as value by virtually every snowmobiler – to the degree snowmobilers will line up to get a new sled with the amazing ability to read and respond to terrain.

Helmets off to Ski-Doo for being first-in with Smart-Shox!

MACH VS SRX

Mark Lester
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MACH VS SRX

After reviewing some abrasive comments made by a few of our readers last spring regarding our inability to produce a comparison of the new Ski-Doo TurboR Mach Z and the current turbo benchmark, the Yamaha Sidewinder SRX 998 Turbo, I came to the conclusion we need to set the record straight.

FIRST

Ski-Doo never told us to NOT produce a comparison of these two sleds. Secondly, Yamaha never forbade us to make a comparison of these two sleds. Got it?

NEXT

We were unable to perform heads up runs on any lakes in our area. Yes, we did have the sleds together for a limited amount of time. During that time the lake was first glare ice and then transformed into a slushy mess. Just wondering as I write this and revisit comments made if you really think there’s some kind of conspiracy at play here at Supertrax/Snowtrax World HQ? For the record there isn’t. So, please know this – the heads-up running off of these two turbos is – as we promised – front and center for this winter.

CHALLENGES

Here’s some info to help set the stage for what we expect. We have a Turbo R Renegade here which is, for sake of comparison, the same sled as the Mach Z mechanically. It does not have launch control but that’s not a problem. There is no way a standing start comparo of these hugely powerful sleds will produce any meaningful results without four carbide tipped penetrators per track pitch.

Even that many studs will still tear-out on full throttle launches. We will not be able to stud these sleds, in particular, the Yamaha. In fact, our plan completely hinges on our ability to procure an SRX for evaluation this season. The supply chain issue has Yamaha committed to fulfilling all early season orders first. Press units are not in that category, and rightly so. Paying customers deserve to get their sleds first.

REALITIES

Here’s some more info you need to embrace. There have been mentions of “re-flashed” Mach Z’s in existence last winter which after such flashing produced Maverick Turbo HP in the 200 range. Is this true? From every source we have at Ski-Doo, this is not only untrue but impossible.

There were only a handful of Mach Z’s produced for Snow Shoot in West Yellowstone and for travelling road show use during Spring Break early order promotions. We were told sleds on the road tour were deliberately set up NOT to run. Understanding the unit we had here in Central Ontario came directly from Montana and was in need of a Smart Shock re-flash, we would not have used it for any head to head acceleration or top end comparos.

BIGGER REALITIES

What we experienced riding both of these sleds on fast trails confirmed they are brutally fast and by our SOTP meter (Seat of the Pants) very, very close in performance. We have to ask this question: If Ski-Doo’s 900 Turbo R was not as fast the SRX in Ski-Doo’s own testing (oh, yes, they no doubt have their own Sidewinder SRX for such purposes) wouldn’t you think they (being highly competitive and possessive about their performance reputation) would have tweaked the Mach Z to run with the SRX?

I mean, this can’t possibly be a big mystery to Ski-Doo. This reality becomes clearer when you consider Yamaha has been anything but shy about nodding to a near 200 HP output of the Turbo 998. Ski-Doo knew this reality going in. So maybe the Mach Z puts out more than SD’s claimed 180 ponies? Not maybe but likely the Yamaha puts out more than its “official” claimed 180 HP.

How about this? What if the Ski-Doo does put out exactly 180 HP and the SRX does put out 10-15 more HP than the Ski-Doo? What would be your expectation then? I’ll save you the trouble. The Yamaha would be faster at the big end – for sure.

SO, WHAT’S ALL THE FUSS ABOUT?

It’s about what it’s always been about! There’s a legion of yellow under-wearing faithful who have been begging Valcourt to do another rendition of the legendary Mach Z. They will not accept anything other than number one performance down the lake. There’s also a legion of blue undie wearing fans who are confident they still own the lake and are predicting the continued superiority of the 998 Turbo Yam. It’s classic snowmobile enthusiast pride and brand loyalty.

SOME OTHER THOUGHTS

In general, 137-inch tracks do not slow down a big inch sled when compared to a 129-inch equipped rocket. I’ll put it this way: Snowmobiles don’t know how long their track is – they simply “drive through it” laying it down as it comes off the front drive axle and picking it up at the rear tires.

As far as extra weight goes, there is only an extra four inches of track in the tunnel which has to be carried – the extra length of the rails and track on the snow is unsprung weight.

One more thing. We don’t do stud comparisons and won’t when we get these two rockets head-to-head. That’s why we do roll-ons from 30kmh (18 MPH) and 50 kmh (30 MPH). This way track spin is reduced dramatically, and results are about the sled and not the studding job. BTW, if you own one of these rockets, definitely install copious quantities of studs.

As soon as we have these two rockets on the lake with conditions conducive to running past the C-note we’ll report back to you, our valued readers and viewers.

GENESIS 4-CYLINDER FACTS AND CORRECTIONS

Kent Lester
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GENESIS 4-CYLINDER FACTS AND CORRECTIONS

As usual, some of our eagle-eyed readers held us accountable for a couple of errors in our article on the Apex’s 4-cylinder 4-stroke entitled WILL THE APEX GENESIS 4 RETURN?

First, the errors. We had stated in the article that the Apex engine was a 16-valve engine when in fact, it was a 20-valve engine. We had flat-out forgotten each cylinder was crammed with five valves, not four.

Originally, the nomenclature, “Genesis” was designated exclusively to that 5-valve technology. We’re pretty sure the 5-valve Genesis design was restricted to the Apex I-4 and the 500cc Phazer twin, as far as snowmobiles are concerned (correct me if I’m wrong).

Today, Yamaha uses that terminology a bit more liberally and refers to the SideWinder’s 4-valves per cylinder engine as a “Genesis” also. Sorry about that – we should have remembered better – but we still give Yamaha its due for building such a complicated but reliable engine.

Next error. We overestimated the Apex’s 998 EFI engine’s peak RPM. We were a bit tall at saying it revved to 12,000 rpm. Our reader pointed out the most he’s ever seen that particular engine rev was around 10,500 with a cutoff at 11,200. Still, really high rpm for a 4-stroke snowmobile mill. However, he’s correct and we’re wrong.

Our point was that the high rpm of the engine needed to be dumbed down via a geared shaft to keep the revs low enough to ensure primary clutch survival.

This extra complexity and the extra valve train needed to operate five valves per cylinder does, in fact, increase the cost of manufacturing the Gen-4-piston engine and adds to the weight and complexity of it compared to the SideWinder’s 998 triple.

So, thanks to Dominic Gelinas and Mike Avery for keeping us going in a straight line. We’re glad they – and all of our readers – hold our hands to the flame and make us research our stories so all the facts are as accurate as possible.

SHOULD YAMAHA GIVE US A 2-STROKE CROSSOVER?

Kent Lester
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SHOULD YAMAHA GIVE US A 2-STROKE CROSSOVER?

More speculating! Here’s something we’ve been wondering about since Yamaha committed to using 2-stroke engines in all of its mountain sleds: When will they come with a 2-stroke crossover?

So far, Yamaha’s crossover lineup has been focused on the SideWinder X-TX. This super powerful, turbocharged 3-cylinder long-tracker (146-inch) has been targeted at what has become one of the largest new-sled segments in the business.

No negatives on the performance of the X-TX – it’s a powerful, sophisticated piece of equipment that can handle both deep snow and trails with a lot of finesse – especially if the rider is strong, experienced and fearless. All areas of deep snow prowess are evidenced in the X-TX – deep snow mobility, flotation, tons of track-spinning power and decent climb-out. So why do they need a 2-stroke?

Sales numbers can confirm the deep snow market craves the lightness and maneuverability of a 2-stroke and Yamaha knows this – demonstrated by the return of the Mountain Max. Perhaps, when you factor in that a percentage of crossover sleds live their lives on groomed trails and lakes, the 4-stroke X-TX makes perfect sense. However, there’s a growing herd of riders who buy a 146-incher to specifically go off-trail on the flatlands, foothills and in powdery meadows.

Now, we don’t want to avoid the elephant in the room here. Arctic Cat builds some really good crossover sleds – the RIOT and the RIOT X. The plain vanilla RIOT is the closest to a true dual-purpose crossover you’ll ever get – great on trails, great in the deep stuff. You can even get it with from-the-handlebars adjustable suspension damping.

The RIOT X equipped with the single beam Alpha One rear skid is a powder junkie and pushes the limits of the definition of “crossover”. This semi-mountain sled, however, does fulfill the dreams of a certain more off-trail-serious type of rider and Cat sells more than a few to those kinds of riders.

We believe it would make tremendous sense to keep the turbocharged 4-stroke Sidewinder X-TX in the line-up but give the Yamaha customer the option of a dual purpose 2-stroke, too.

Our guess is that Yamaha has had this discussion at least once over the last two or three years and it makes sense Yamaha would want a piece of that market – and we all know where the company would go to get sleds like that. Frankly, we’d stand and applaud a move like that.

The Top Selling Do Anything Go Anywhere Ski-Doo

SnowTrax TV
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The Top Selling Do Anything Go Anywhere Ski-Doo

Luke sits down with Ski-Doo’s Global Product Manager, Robin Martel for an informative discussion on the versatility of the Expedition line up and why it’s one of Ski-Doo’s top selling snowmobiles. In their discussion they also cover details of the 850 E-TEC Xtreme model, wide track handling characteristics, rider profiles along with options for accessories and customization.

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    SNOWTRAX has established itself as the most watched snowmobile TV series in North America.
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