The big question is this: How much power do you really need?

Here’s a look at some of the most popular (and largest selling) trail sleds that fall splat into the middle of the power wars.

2021 SKI DOO RENEGADE 900 ACE: Over-Achiever!

Ski-Doos powered by a 95-hp 4-stroke, certainly fall at the bottom of the performance territory offered by the midrange trail sleds we’re looking at in this series of articles.

However, before getting too critical, you need to compare the power output of this 4-stroke triple to 2-stroke sleds that were being sold by the thousands a few years back.

The extremely popular Yamaha, Arctic Cat, Polaris and Ski-Doo 2-stroke triples and twins a generation ago were regarded as high performance sleds and they all made power very close to this range.

It’s only because we’ve gotten used to riding mid-performance sleds making upwards of 125-130-hp that some of us judge 95-hp as being anemic and insufficient to meet the demands of our current riding style.

The fact is, Ski-Doo is selling this engine in bucket loads and the people who are buying them have nothing but good to say about them. There has to be something to it!

Although the Renegade equipped with this 4-stroke does, in fact, weigh more than its 2-stroke counterparts – especially over the skis – Ski-Doo has done a good job of balancing the weight distribution so the negative attributes of heaviness are dumbed down.

The sleds aren’t plagued with understeer or plowing away from the apex and, in fact, feel quite light at the handlebars, requiring little effort to turn.

The 900 ACE uses the Renegade’s wide-body-style 4-stroke bodywork and the 900 EFI engine is only available in the Adrenaline and Enduro (air suspension on the Enduro) with 137-inch rMotion. The Adrenaline uses non-adjustable KYB gas shocks all around.

One of the reasons owners like this compact 4-stroke so much could have a lot to do with the kind of torque it delivers.

The engine engages its clutches low and builds a gob of power almost off-idle. Unlike 2-strokes, which take some time and RPM to build torque, the 900 ACE grabs the belt and keeps pulling from the time you engage the flipper.

It feels like this engine’s strongest performance takes place in the bottom 2/3s of its RPM range and to a trail rider, that is just about perfect.

The big question is this: How much power do you really need?

Here’s a look at some of the most popular (and largest selling) trail sleds that fall splat into the middle of the power wars.

2021 Ski-Doo MX-Z 600R: Solid As A Rock!

The 129-inch version of this platform is sweet. Its 129-inch track allows the sled to pivot quickly and give agile feedback at the handlebars.

Although the MX-Z isn’t a whole bunch lighter than its 137-inch Renegade counterpart, it feels that way, and the fact is, this sled is light enough it can handle powder forays nicely even with a 129. The 137-inch Renegade is actually more of a dual-purpose crossover than the deep snow Backcountry.

It’s nearly impossible to be critical of the 600R E-TEC engine. This potent, 125-hp twin starts instantaneously, sips fuel and oil, never spews a wisp of smoke and generates muscular, linear power all across its considerably wide power band.

pDrive clutching is spot-on and with rollers running both the primary and the secondary, you just know this sled is maximizing its power. Upshifts are quick and consistent and backshifting is flawless.

Cap the benefits off with proven-excellent rMotion out back and a selection of gas shocks ranging from non-adjustable to multiple settings for both compression and rebound and, depending on the model MX-Z you choose (TNT, X or X-RS), you can pretty much dial up any suspension setting imaginable.

This year, the premium X and X-RS MX-Z and Renegade models come with Ski-Doo’s new, wider RAS X front end – and it makes the upgrade to those models worth every penny.

Perhaps the only concern with either the Renegade or the MX-Z is the fact Polaris is nipping at these sled’s heels with its new 650 Matryx.

Since the G4 chassis has been mostly unchanged for a few model years (yes, there’s been steady improvement), left unchanged, the buying public may be tempted to wander next year.

The big question is this: How much power do you really need?

Here’s a look at some of the most popular (and largest selling) trail sleds that fall splat into the middle of the power wars.

2021 Arctic Cat 6000 R-XC: Shocking Shock Value!

The first thing you notice about this sled is that funky notch cut out of the seat at the seat/tank juncture. That notch is a dead giveaway this is a serious cross country-ditch banger.

Although it appears to be a full-on race sled, this is actually a full production sled, not produced in limited numbers. It replaces the RR-series Cats that were very popular but takes things up the ladder a bit with more serious shock equipment and more aggressive valving.

The X-RC’s strongest feature is a set of Fox QS3 Kashima coated compression and rebound adjustable piggyback shocks front and rear (yes, all four shocks!).

These shocks are absolutely top drawer and comprise a significant value. We’d hazard there are likely no better shocks offered on any snowmobile model from any company in the business right now.

The R-XC uses Cat’s coupled, 137-inch long sliding front arm skid-frame and recently tweaked ARS II front end. In combo with Cat’s trail-targeted skis, this sled knifes trails and hard-pack like a Ginsu.

At a claimed 126-hp, the slot-injected 600 twin provides plenty of power and very rapid throttle response at nearly any point in its power band. The usual Cat clutching, provided by a TEAM primary and a TEAM/Boss roller secondary squeezes every ounce of power out of that 600 and makes riding the R-XC pure joy.

The best part is Cat did not go overboard with suspension calibration and by using QS3 technology, allowed you to set the compression damping as hard or soft as is needed for the type of terrain or the speed you’re riding.

Those three settings are noticeably different and allow this serious sled to perform equally well as a trail sled or as a ditch runner, with just minimal clicker adjustment.

It’s amazing, but the 6000 R-XC – which appears to be all about racing – actually can fulfill the needs of a pretty wide range of riders. It certainly falls in line with the Polaris XCRs and Ski-Doo’s X-RS models.

The big question is this: How much power do you really need?

Here’s a look at some of the most popular (and largest selling) trail sleds that fall splat into the middle of the power wars.

Yamaha SRViper L-TX GT: Feels Even More Like A 2-stroke!

Yamaha has stepped up with improvements to the Viper. This model had remained mostly unchanged. The updates are welcome and show Yamaha is committed to the Viper paradigm.

Not that a lot needed changing. This sled always produced nice linear power and the combo of the SR chassis with a 1,049cc 4-stroke triple was about as close to magic as you can get with a 4-stroke.

By remapping the ECU, Yamaha has delivered something that feels broader than the 130-hp the 1049 claims. This change, along with offering only a 137-inch track (no 129), has brought new life to the Viper. QS-3 shocks were added, a heated seat and a brand new pair of skis.

The new Stryke skis are very big news and have virtually eliminated darting and hunting on hard-packed surfaces. More importantly these new skis completely eliminate understeer providing predictable initial turn-in and apex biting control through the center of turns. The Stryke has hit the goal-line dead-on.

Last year the Viper got fresh, new easy-to-remove bodywork and an aesthetic makeover to amp up its appeal.

This sled is a longterm keeper and that 1049 triple has acquired a reputation for heroic durability. There are no complaints about belt longevity or any other mechanical deficiencies.

The main thing is, this is a truly fun sled to ride long distances. It’s quiet while producing a compelling, throaty exhaust cadence.

It’s undeniably good on gas, rides nicely, handles good and has all the benefits a 4-stroke offers in a sled that feels like a 2-stroke.

Keep this in mind as well – there’s no other comparable to it in the marketplace.

The big question is this: How much power do you really need?

Here’s a look at some of the most popular (and largest selling) trail sleds that fall splat into the middle of the power wars.

POLARIS INDY MATRYX: New, Improved and Faster!

It looks like Polaris intends to own the midrange trail class of sleds this year. The company’s selection of sleds powered by either a 600 Liberty 2-stroke or the new and much talked-about Patriot 650 actually comes close to exceeding the total of all sleds from every other OEM in this class.

The MATRYX is at the top of everyone’s inspection list at dealerships this year. For its debut year in this category Polaris has offered two models on the MATRYX platform and they’re both available with choices of 129 and 137-inch tracks.

The premium MATRYX is the VR1 and it comes with all the new MATRYX amenities: A new and dazzling digital instrument layout with a GPS you don’t need a cell phone to operate, a new and more powerful headlight, auto-adjustable hand and thumb warmers and cavernous storage in more than one location on the sled.

The seating ergonomics have been rethought (rider sits lower and seat is narrower at the front), there’s new bodywork offering better underhood ventilation and wind protection for the rider and the biggest deal of all: A completely new 650cc Patriot 2-stroke twin based on the bones of the Patriot 850!

The VR1 differs from the Indy XC Launch Edition in that the Launch’s gauge features are a bit more in line with last year’s Polaris Indys (you can still upgrade if you like) and the shock package. Otherwise all the good stuff remains: Storage, bodywork, 650, hand-warmers and headlight.

Back to the 650 Patriot engine. This SDI 2-stroke has changed all the rules with its giant upgrade in both horsepower and torque. Simply, there is no comparison to it in the midrange class.

Many of our riders felt it was so strong it could actually affect sales of the Patriot 850. Not likely this year with so many dealers sold out, but still a pretty strong endorsement of this new engine.

The VR1 uses Walker Evans WER Velocity rebound and compression adjustable shocks and the XC Launch uses compression adjustable and rebuildable WE units all around.

It should be noted that Polaris has also been tweaking and tuning both the front end and the Pro-CC skid-frame to deliver ride and handling improvements compared to the already-stellar AXYS platform.

Sure, you want one, but the sad news is supply. There probably just aren’t enough at dealers and everyone who could possibly buy a MATRYX early, did so. Better get in line for next year.