Hmm, that’s a tricky question. Just to be clear, we’ll phrase it another way: “Will Yamaha offer more 800 2-strokes in other categories?”

There. That says it better. Our best answer is this: It depends.

It really depends on how Yamaha customers adapt to the 2021 800 2-stroke mountain sleds already in the stable. If sales are good, we’re certain the company will smell blood and start the ball rolling toward offering other 2-stroke models – Trail sleds, Crossovers, FreeStylers, to be exact.

If sales do not meet expectations, there could be a “Full Stop” put on the possibility of more 2-stroke X-TX models or maybe B-TX 800s.

Hey, what am I talking about? Just slipped those in and wasn’t sure you’d notice.

An X-TX 800 could be based on Cat’s baseline RIOT using a dual rail skid and the trail front end assembly found on the SnoPro. With it’s QS-3 shocks, plush, uncoupled 146-inch skid and a 1.6-inch track this is a really good sled both on-trail and off, and is perfect for comparisons to Polaris’ Switchback Assault. It’s a true crossover sled.

Maybe the B-TX 800 would scoop some attention in the harder-core FreeStyle market. This sled would mirror the RIOT X and use the single rail skidframe along with softer spring and shock calibration (compared to a mountain sled), the skinny spindle mountain front end and a 2.5-inch or deeper track.

Yes, unfortunately, these sleds would likely be exact copies of Arctic Cats. Clutches, bodywork, ergonomics – everything the same. Insert upside-down smiley face here.

It looks like Yamaha is pretty much on course to fill showrooms with models that are technically the same as Arctic Cats except for paint and graphics.

Somewhere in the corporate world a decision has been made along these lines and it looks like that’s what Yamaha customers are going to be dealing with.

The upside is, these sleds are really good snowmobiles and feature very cutting-edge technology – besides looking fantastic in Yamaha blue.

It’s fun to let the imagination go wild about this, but everything hinges on the success of the new M-TX 2-stroke mountain program.

Keep in mind, if Yamaha only sells two 800 mountain sleds this year, that will be two more mountain sleds than it sold last year. The sales numbers don’t need to be stratospheric, but they do get Yamaha into a market it hasn’t been competing in for a while.

Come to think of it, using the 800 2-stroke in any market puts Yamaha into a category it hasn’t been competing in.

Sounds like a win-win!

There is no doubt it’s Arctic Cat’s turn to level a new snowmobile platform.

In fact, Cat has exceeded the industry-established (by Ski-Doo and Polaris) five year chassis cycle by almost five years.

Yes, my green underwearing friends, it was MY 2012 when the current ProCross platform was introduced. Surprisingly, it remains strikingly familiar to this day.

We don’t ascribe to making changes simply to meet an arbitrary timeline. However, the current ProCross platform has been tweaked and touched up numerous times – and the net effect has been generally good.

But not all good. Two glaring areas are overdue for a re-think that in all likelihood, will require some significant component shuffling.

FIRST TO GET SHUFFLED

For sure the industry has come a long, long way since 2012 in terms of rear suspension compliance. The ProCross continues to use exactly the same skidframe – the “Slide Action” in 129 and 137-inch variants.

The Slide Action setup has never been widely known for plushness, however, it is an effective ditch banging set-up that’s rock solid reliable and genuinely bulletproof.

Unfortunately, there’s the stark reality of how good the other guys, namely Ski-Doo and Polaris, rear suspension systems are in MY 21. Here’s our thinking on the issue:

Why not develop a new rear suspension based on the same foundational designs as rMotion and Polaris Pro CC? These extra long front torque arm designs are clearly the future for trail sled suspension.

The bigger issue with this thinking is whether or not such a skidframe design could be shoehorned into the current ProCross architecture.

SECOND TO GET SHUFFLED

The next issue requiring attention is the seat. The current ProCross seat continues to be both too soft and too low, even after a re-jiggering of the seat more than five years ago.

The question we have is whether or not the seat can be made firmer and taller while incorporating a flat top all at the same time.

This may require some chassis and component adjustments revolving around where the rider interfaces with the rear torque arm and drop-link mounting positions.

Clearly the complete re-do of ProCross bodywork two season ago netted more space for the rider to move around while providing vastly improved underhood service access.

WHAT WORKS

The ProCross bulkhead, with its radically spaced upper and lower A-arms has served this chassis well. In particular, the wide spacing has allowed for the fitment of a very broad range of power packages including the most powerful production snowmobile engine in the biz, the Yamaha 998 Turbo.

Considering this chassis can swallow a tiny 65-hp, 400cc liquid cooled single in the BLAST and a bevy of potent 2 and 4-stroke engines is remarkable.

The most recent IFS tweak for MY 2020 that raised the lower balljoint location on the spindle has been among the most significantly tangible improvements in the chassis’s nine year history.

The ProCross now turns-in and holds its line through the center of turns with both predictability and absolute precision.

DEEP THOUGHTS

When it’s all said and done, the ProCross is undoubtedly the most versatile snowmobile platform in the industry. There is actually very little needing a re-think – however – we believe a new skidframe and ergonomic updating would keep the ProCross fresh for at least another couple years.

Whenever a new snowmobile concept is introduced, there’s always a lot of navel gazing about what the OEM should have done with it.

Ski-Doo’s new Sport is no exception. We’ve fielded comments from our readers and viewers about what Ski-Doo should have added to the Sport – or left off.

Naturally, those same commenters want the price either reduced or to remain the same with all the extras added in.

We’ve taken a part-by-part view on this new sled and when we add up all its features we can’t help but conclude it’s an exceptional deal! When we looked into it, it actually surprised us. Here’s why (in sections):

ENGINE

Yes, this new engine is a simple design. No exhaust valves, no E-TEC injectors, no complex DI computer mapping.

Instead, it offers throttle body electronic fuel injection on a detuned version of the 600R “block” with the 600R’s mounting and positioning in the center of the bulkhead.

We’re still digging for details on the EFI engine’s EPA compliance levels, but we suspect, if the engine does certify, it’s because of its relatively low 85-hp output and the restricted amount of fuel it is passing through its cylinders.

As it is, the engine uses throttle-body EFI and the air/fuel mix is scavenged through the crankcase. This is old technology, but it can be clean enough to certify with the use of an electronic oil pump system and pin-point oil injection (oil sprayed directly onto bearings separate from the gas mixture).

The point is, this 600 makes a claimed 85-hp and this is actually a bit better than one of the industry’s largest selling 600s did in the past – the carbureted Extra-Lite 600 triple in the Polaris XLT made somewhere between 80 and 85-hp.

FRONT END

Because Ski-Doo chose to use economies of scale to get to a low MSRP, they’ve used the new G4 chassis instead of the old XS platform. Buyers get RAS 3 front suspension but not the new “X” widened front end.

We originally fantasized about an upgrade to the old XP Sport using the XS platform and an upgrade to a new hood and maybe…a pDrive clutch.

We certainly underestimated Ski-Doo’s determination to bring a really good, fully equipped, value priced sled to the market this year.

CLUTCHES

Ski-Doo added value developing a new hybrid pDrive primary using a sliding shoe design (not roller tower). Considering the low MSRP, Ski-Doo is giving buyers a good quality clutching set-up.

REAR SUSPENSION

Some readers are poo-pooing Ski-Doo for not including the rMotion skid with the new Sport.

Lets get into the memory banks for a sec and remember just how good the SC-series skidframes were before Ski-Doo blew everybody out of the water with rMotion. We honestly felt, back then, that the SC-5 was the best riding skid in the industry.

Although the Sport’s SC-5 is not the latest and greatest, it’s still good suspension technology – even using non-adjustable gas cell shocks. This coupled, falling rate system works well – especially in an 85-hp, 121-inch trail targeted sled.

TRACK

121 x 1.5-inches is pretty impressive for a sled making 85-ponies. Ski-Doo could have easily downgraded to a 1.0 and gotten away with it. Didn’t!

CHASSIS

Whether you agree with the G4’s far-forward, engine-centered chassis layout or not, Ski-Doo bit off the biggest chunk it could possibly have done by offering its latest chassis tech with it’s lowest-priced-category sled.

The G4 platform means you’re getting the most advanced and efficient layout Ski-Doo makes and you’re paying far less than you would for the same tech in other categories. Bonus points.

We could get into more detail but feel we’ve covered the biggest reasons the Sport is a fabulous deal. At the prices Ski-Doo has set, we expect it to rock the snowmobile biz and bring a lot of new people into the fold. Impressive!

WHY NOT?! That’s our answer in two words. However you know we never stop at just two word explanations so let’s dive-deep into this question.

From ten thousand feet we’ll say this: It was way past time for a rejuvenation of the 600 snowmobile segment. What completely blows us out of the water is Ski-Doo missing this opportunity. I have to wonder if the development engineers at Polaris didn’t exhale a huge sigh of relief when Ski-Doo levelled the new 600R just two seasons ago. It was strongly rumored Ski-Doo might do the same thing to the 600 class it did to the 800 segment.

ONE-UP-MAN-SHIP

Ski-Doo had, at the very least, something to do with Polaris launching a 650. We suspect when Polaris discovered Rotax was readying an 850 for an MY 2017 intro in an effort to re-invent the 800 class, Polaris saw this as a gold-plated opportunity to do the same to the largest volume engine segment in the biz, the 600 class.

WHAT ABOUT RACING?

Let’s get this misconception out of the way. There’s been scuttle Polaris will leave snocross racing as a result of the intro of the 650 Patriot. This is bunk. Polaris will continue to build race sleds; albeit precious few race sleds are built yearly by any OEM as a result of reduced homologation thresholds.

Polaris is not concerned about reshaping race classes to accommodate its new 650. The current 600 engine will continue to see service in limited-build Polaris race sleds.

IS IT REALLY BETTER?

No. The new 650 Patriot is way, way better than any 600 currently offered in the industry. It is faster, more powerful and produces better trail torque and mid-range response. That includes Ski-Doo’s 600R and Arctic Cat’s much loved 600 Dual Stage Injection (DSI) 600.

A very satisfying spin-off benefit of the new 650’s pedigree linkage to the Patriot 850 is the same proprietary engine mounting system that eliminates the use of the universally problematic torque stop. If the new 850 Patriot is smooth then the new 650 is a hot knife through butter. This is the new standard for engine vibration management.

Arctic Cat has been proving its commitment to the sno-mo-biz in MY 2021 with the intro of solid performing, all-new models and breaking into a new segment with the BLAST and its variants.

Frankly, we think Cat is as committed to the industry as it’s ever been and intends to stay in the business for a long, long time.

Here’s what we’re speculating on: What does the 2-stroke future look like at AC?

Although Cat leads the industry in the power department with the Thundercat, its meat and potatoes product line is its 2-strokes – specifically its biggest inch 2-stroke, the new SDI 800 twin. This engine finds a home in so many different types of Arctic Cats – Trail, Crossover, Mountain – even Utility – that it provides a significant allotment of the company’s sales.

It’s no secret, although the 800 CTEC2 is a very powerful and fast 160-ish-horsepower engine, Ski-Doo and Polaris are both offering 850s. That sizzle factor alone – more displacement – is something the engineers at Cat have to deal with, and so do their dealers in the showroom wars.

We have zero doubt Cat is working – right while I’m writing this – on a larger version of the 800. Could it be a new 850 to be introduced in MY 2022? Dunno – but here’s what I’m thinking and the more I mull it over, the more I could see it happening.

We would not be surprised if Cat completely hurdled over the 850 2-stroke fence and introduced a new 900 twin. Yes, Cat already offered a Suzuki-built 900 twin almost two decades ago – and it was very successful.

It’s a different day now, though, and 2-stroke engines are much more refined and way more technical. Using nice clean, lean Semi-Direct Injection tech and all the balance refinements of new big-inch engines, a Cat 900 could be a homerun.

It would immediately grab the attention of the market and put the company a giant leap ahead of the competition. Cat would instantly go to the front of the bus!

A 900cc SDI 2-stroke could make power in the 170-plus range, be EPA certifiable and blow the socks off the lake racing public.

My guess is, if this were to come true, Cat would take the same route Polaris did by offering both the new 900 and the current 800 in the same models. Even the high performance market has some limitations and, depending on pricing, those shoppers may feel the 800 is more than sufficient for them.

We like this theory – and it’s purely speculative at this time, but wouldn’t it be an exciting development?

We think it makes a lot more sense than coming with a me-too 850!