Snowmobiles are split into several segments: mountain, trail, touring, utility, crossover and so on.

In each of these categories there have been unique technologies developed over the last decade or more. Some of those technologies have transferred from one category to another – but there are several that have remained unique to the class they were invented for.

So, is there any hope some of this technology could potentially transfer over to another category?

Some of our readers have been asking this question for a while – and it’s for that reason we’ll look at a few well-known technologies and estimate whether they could transfer somewhere else.

1. SINGLE BEAM SKIDFRAME

Arctic Cat introduced the Alpha One single beam skid a couple of years ago and it’s been a very successful hook in the mountain marketplace. The idea is that, in deep snow, a flexible track wrapped around a single slide rail running down the middle of the sled allows the snowmobile to pivot faster in powder and also to sidehill with less effort than a 2-rail setup.

Possibilities

Could a single rail work on a trail sled? The truth is, this tech is pretty much designed to work in powder and not so much on trails and hard pack. Although it could be slightly lighter – even a simpler design to manufacture, with a few less parts than a normal skid, we just don’t think the single rail skid will cross over to trail use. Why? Our experience suggests there isn’t a trail handling upside to a narrower skid.

2. SHOT

Ski-Doo’s SHOT batteryless starting system has been introduced into the mountain and deep powder end of the biz – and works extremely well, eliminating the need for a battery. Energy is stored up in a capacitor system and once you’ve pull-started the sled at the beginning of your day’s riding and built up sufficient charge, you just hit the SHOT button on the handlebars and the sled uses the stored charge to fire the engine.

Possibilities

Although this system works really well on mountain and some crossover sleds, we’re just not sure the tech will transfer over to trail riders. Certainly, some riders would like to shave a few pounds of weight, but the convenience of electric start and not having to pull start a sled – ever – is pretty attractive.

3. STORAGE

The new Polaris MATRYX has some interesting storage innovations this year and it’s surprising how many riders we talk to absolutely hate the fact their old sled just doesn’t have enough places to stow things. The idea of uber-storage actually comes from the utility sled market and utilizing some hidden corners on the sled, like behind the instruments and under the seat, to stash goodies seems like a no-brainer.

Possibilities

This seems like such an obvious innovation, we can’t believe the market has avoided it for so long. Although those big 20-wide workhorse sleds use a flip-up seat to gain extra storage space, the MATRYX has set the bar higher for onboard storage for trail sleds and even for crossovers. We’re pretty sure new designs from every OEM will include some new, eyebrow-raising tech to ensure riders can haul their gear onboard – and that includes on mountain sleds.

Seems like there’s nothing but good news from every corner of the powersport industry. Last summer saw record demand and sales-to-the-bare-walls of watercraft, ATVs, SxSs and RVs. The COVID reality has driven people to explore new and different ways to recreate.

Our sport, snowmobiling, is as I write this, carding what may very well be the largest annual (percentage) increase in sales in decades. As you read this the supply of new sleds is pretty much dry, finished, over, done. You can’t find a new sled for sale and if you do, you’ll pay full MSRP – maybe more.

Used snowmobiles have sold at a pace I have personally never witnessed. Sellers are getting ridiculous jing for anything – and I do mean anything – used. I’ve had a few convos with industry insiders over the Christmas break and there is one question everyone is asking themselves: “Is this sustainable?”.

For as many years as I’ve participated in this sport it has been widely recognized snowmobiling presents potential buyers (new entrants) with a plethora of barriers. Simply put, among other motorized recreational activities snowmobiling requires hand-holding and guidance to get into. Most often, new snowmobilers get into the sport on the seat of a friend’s snowmobile.

This being reality, the sport is living off an indigenous core of seasoned, experienced participants whose average age appears to be about 46. The rate of new participants has slumped to less than 5-percent annually. The industry has been able to make this kind of anemic growth work by cannibalizing amongst the sport’s four OEMs.

Enter 2020 and the whole picture has changed. New buyers and returning buyers (those who had snowmobiled in the recent or distant past) have come out in record numbers. These buyers represent what every OEM marketing guru dreams about: A genuine, legitimate expansion of the business with new (and returning) participants.

Here’s what is exceptionally interesting: The list of barriers we always felt were to blame for the poor rate of growth in the sno-mo-biz were serious stuff. Like needing a 4×4 pickup or SUV to tow a trailer in the worst driving conditions of the year or how about the need for thousands of dollars of clothing for your family including helmets, boots and gloves.

Hang on though, there are more barriers like: “where do I use this thing?” and “What do I do if I get lost?” – all concerns for the uninitiated. Just finding a place to go riding is often intimidating.

Maybe you’re thinking I’m nuts listing off these issues (and these are only a few of the many barriers), however, we veteran snowmobilers often take for granted the equipment we have amassed and the experience we have gained – all of which makes it easy for us to pack up, load up and travel to our fave destinations with four sleds and ton of gear in tow.

In 2021 you can almost throw out all the aforementioned barriers to snowmobiling. Oddly, it would appear the number one barrier limiting growth of the snowmobile industry has been warm weather vacations. Yes, I’m serious. People who live in cold, wintery climes are the number one market for a thousand warm weather, Caribbean vacation destinations.

Here’s what’s interesting – and maybe a little weird, too. Take away the opportunity to spend eight, ten or more K on a warm weather, mid-winter, family vacay and some of these people default to snowmobiling!

So what is it in the absence of a warm weather vacation there appears to be this dramatic increase in snowmobiling interest? “Who are these people” would be a good question for the marketing gurus to extract from new sled registrations. Maybe even surveying the used market using dealer records would further identify who these new buyers are. I can tell you one thing, the OEM marketing departments better identify this new group of buyers right now! Having this many newbies enter the sport all at once presents an opportunity of Olympic proportions!

It would appear the “barrier” our sport needs to rationalize is the unrestrained desire for fair weather, winter vacations. As an industry we must position snowmobiling as a legitimate alternative to a beach vacation – at the very least, a supplement to a warm clime holiday in the winter. All of this rationale and marketing needs to be in place, pronto, post-COVID.

Here is the alternative to figuring this out. When life returns to a state close to previous norms, there is the very real possibility all of these “COVID-market” sleds and equipment will simply be offered for sale. Watch what the prices do if this happens.

It’s clear this amazingly bullish market will continue for at least another year. This spring’s early order sales programs will set new records. Current demand guarantees lineups of buyers ready to put deposits down on new iron for next year.

What happens after that is squarely in the hands of the people who market snowmobiles. I can tell you one thing for sure – the OEMs need to learn how to communicate to a new group of people – right away!

COVID is doing some strange things to the powersports business. For sure, it’s shattering sales records as families trade their expensive annual, warm-weather vacays in on PWC, ATVs, boats, SXSs and yes, snowmobiles.

This fall, we’re hearing of dealers equipping completely new snowmobilers with sleds, gear, clothing and advice on what to do with the snowmobiles they’re taking home or to their cabin in big numbers.

Interestingly, for decades the OEMs have wallowed in indecision and ambivalence having little success expanding the sno-mo-biz and getting sleds in the hands of a new generation. The plans to accomplish this have been myriad, with lofty goals but until COVID hit, success at expanding the market has been at best, elusive. Go figure, a worldwide pandemic expands the sled biz?

For the record it’s not just new, entry level sleds selling like ice cream on a July day – it’s late model used iron as well. Check out the prices used sleds are going for all over the North American snowbelt! Frankly it’s crazy, making the cost of a new, fully warranted unit convincingly attractive. The problem? New sleds are in short supply.

So, here’s our opinion on some completely credible entry level sleds perfectly suitable as first rides or for family use (second sled).

Yamaha Canada loaned us a new SR Viper LT-X GT with a standard-issue 137-inch track for a few weeks and we’ve had a good chance to put it through its paces.

At first glance, the Viper looks pretty familiar. It still uses the stellar 1049cc 4-stroke triple, spinning a belt-friendly YXRC clutch combo and it all rides on a tall front spindle IFS and a floating front-arm rear skid. There’s a sweet set of Fox QS3 shocks in in the mix as well.

In order to appreciate the Viper’s impressive 4-stroke performance, you have to plant your butt on its seat and take it for a ride. It takes about fifty feet to realize this is a seriously strong running snowmobile. Yamaha’s engineering team have been hard at work refining the details, amping up the power and torque and improving the Vipe’s ride and handling.

The recent update to quick-remove plastic bodywork was both an aesthetic and convenience improvement – but that’s old news now. Trust us – access to service items like the dry sump oil reservoir and the clutches is exponentially easier.

What we noticed first was the dramatic handling improvement gained by use of Yamaha’s new Stryke skis and tweaked spindles. Steering effort is markedly lighter, corner carving is completely linear and there is absolutely no darting or hunting on trails.

These skis take a line and hold it securely without any sudden and unwanted “lane changes” – and frankly, it makes the Viper feel like a completely different sled.

Last year Yamaha re-programmed its CPU and made some subtle tuning tweaks to bring the Vipe from its former claimed 125-hp to 130. We suspect there was a gain in torque numbers as well because this version pulls notably harder at the top of its speedometer.

The original 1049 was always a strong mid-ranger. The new calibration makes the Viper a serious contender down the lake at WOT. The Vipe keeps pulling and delivers not just strong bottom and mid-range but top end power rivalling 600 2-strokes at the end of the lake.

We did a top end run and the Yamaha speedo registered 150 km (93.2 mph). Pretty much what we expected, but the fun was in getting there. Acceleration was super crisp and throttle response was very immediate, especially at the top half of the speedo.
(FYI: A few years ago we wrote a speedometer accuracy test comparing all four OEMs and found Arctic Cat’s speedo readings to be the most accurate – about 97-98-percent true to the GPS. That was then and this is now, but we hope the Cat speedometer still remains so accurate. Keep in mind, the Viper uses the same instrument supplier as Cat.)

Yamaha has taken some criticism for not updating its skidframes commensurate with Ski-Doo and Polaris but honestly, we found the Viper’s sliding front arm, coupled skid rode really well in harsh rolling bumps on-trail and handled stutters with invisible competence.

Some of this compliance is due to use of Fox QS3 shocks up front and on the skid’s rear arm – but we can’t help but think someone nailed the calibration on those QS3’s.

The 137-inch Viper GT comes standard with a really sensible and sumptuous tunnel bag for storage and a two speed heated seat.

This is a snowmobile you can ride for hours and hours and never feel fatigued. We think the Viper best epitomizes what a 4-stroke sled should be. It’s easy to ride, powerful, plenty fast and may be the industry’s best reason to choose a 4-stroke over a 2-stroke.

Oh yeah, one more thing you tell us you love about 4-strokes – you don’t have to carry bottles of oil!

Since we rarely ever stop thinking about snowmobiles (actually we stop thinking about sleds when we’re having lunch at Gary’s Grilled Cheese and Soup Emporium), we thought we would explore what the next thing – if anything – will pop up in the sno-mo-biz.

Here’s where we’re at right now. I’ve spoken with OEM dealers all over our part of the sno-mo-world and what’s going on is unprecedented.

Not even the snowiest year followed by a mega-early fall snow season has ever generated demand like we saw in December, 2020. Dealers are sold out of new sleds to the bare walls. They are also sold out of late model used iron. If you scan your local Buy and Sell or other online powersport advertising entities you’ve probably laughed at what private sellers are asking for used sleds. Take note – the good ones are getting silly cash.

Frankly, the market right now is nuts, gonzo, yes, even ridiculous. If your dealer gets another load of new sleds don’t expect the unsold units to sell for anything less than full MSRP. You might even see prices over MSRP. Like I said, unprecedented times.

Here’s your thought for the day. If you’re an OEM do you continue to push hard on your Engineering and Innovation Departments for new technology and class breaking new models and engines? Do you keep the throttle wide open on included features and focus on increasing the value of your sleds?

Or do you bask in what seems like this bottomless, COVID-generated-demand for stay-at-home-this-winter recreational vehicles. What we’re seeing in the biz this fall and early winter played out all summer in the ATV, SxS and PWC marketplace (as well as marine, motorcycle and RV). Specifically, let me speak to the PWC, ATV and SxS marketplace.

Where we live and operate, these powersport products were selling at full pop retail and higher all summer long. Simply put, people are serious about their recreational time. Let’s say it this way, people work to play and this year they had more money in their jeans because of COVID travel restrictions to their fave warm weather holiday destination.

Clearly, people are buying more powersport equipment than ever before. Are they buying (actually “did they buy”) new sleds this fall because of ground breaking, whiz- bang innovations? I don’t think so.

I suspect they bought new and used snowmobiles in record breaking numbers because they want to vent pent-up cabin fever and recreate this winter, just like they wanted to recreate this past summer using motorized equipment.

If you’re an OEM you have one calling right now: Get more product to your dealers who are literally screaming for sleds. We’ve heard some rumblings OEMs are dabbling with a “second build” of sleds before next spring’s early-order season begins.

Seriously, we get it. Why worry about next season’s early orders right now? Get more sleds into the pipeline and grow marketshare on the strength of this unprecedented demand for snowmobiles. Crank up those production lines and lean hard on OEM vendors to get building again – right now. If you can, build more 2021 sleds.

If this is what is going on, then don’t expect much in the way of innovation, or even new colors and graphics for a late season build. There may be as much as another 6-10 months of travel restrictions and even then it’s questionable how quickly people will willingly line up to sit next to a coughing, sniffling passenger headed for the Caribbean.

Demand for next spring’s build of PWC, ATV and SxS vehicles is already bullish. Expect the OEMs to generate heroic-sized production runs of these products beginning early in the new year.

Will the OEMs approach this once-in-a-lifetime opportunity to sell big numbers to the bare walls differently from a product perspective? Will innovation slow as production increases?

Dunno, but it’s going to be interesting watching this play out over the next few months.