This fully loaded limited-build F8 Sno Pro powerhouse is begging you to pound a few laps out of the Twin Spar chassis. Commanded by the all new 800 EFI laydown engine and oozing with championship-worthy performance, the Limited Edition Tony Stewart F8 will be sure to get you noticed everywhere you ride, trailer or park. Call it a “chick magnet”, call it a “poser sled”, call it what you want, the goods are up to the name and the image; are you?

Is This The Year Of The Cat?
All of the Firecat models are gone. Yep. Replacing the Firecat platform is a new chassis called the Twin Spar Rigid Chassis. This is the platform for all of the Firecat and Sabercat replacement models, along with an all-new 4-stroke model, the Jaguar Z1, powered by a 2-cylinder 1056cc multi-port fuel injected 125 HP smoothie.

Also gone are the ZR 900 and King Cat. Replacing them, in an effort to regain their position at the top of the food chain, is an all-new laydown 1000 2-stroke, fitted into both the F-Series models and the M-Series mountain platform, along with the Crossfire.

Also gone is the famous F7 engine, the original laydown twin that set the world on fire with its lightweight and ability to kick the tail of most every other sled with more displacement. Don’t despair, the 700 has been upgraded to an 800, but still fitted with throttle body fuel injection.

Throttle body? What about the EPA? Up to this point there has been no mention of EPA compliance from Arctic Cat, nor do we know if these two new twins have a knock sensor or pipe temperature sensor, so while they are likely cleaner than the engines they replace, they likely are not fully compliant on their own. But for 2007, EPA still allows each manufacturer to use credits (their own, or purchased) to balance out their entire line-up. Arctic Cat has accumulated credits with their 660 four-stroke models over the years, so they know exactly how many of each engine they can build and still meet the criteria. This also leads one to believe there will be additional engine enhancements for 2008….

Arctic Cat has 41 different models for 2007 (still too many). Panthers and T-660s handle the touring crowd, and aging fan-cooled Z-models fill out the line for the cheap sleds. Bearcat models thrive in utility applications. The brand spanking-new F-Series Standard replaces the base Firecat models. The Sabercat models are gone, too, replaced by the F-Series LXR. This is to avoid confusion and to make them all look the same, as the LXR models will have the taller windshields, mirrors, electric start, and the big one – all of the F-Series, M-Series and Crossfire models (with ACT Diamond Drive) now have push-button reverse as STANDARD issue. About damn time.

Also gone is the 2-stroke 500cc twin with the exhaust pipe sensor. Instead, all 500cc models are now fitted with the 80 HP single-throttle body version, a price-point engine.

So, you have three different versions of the F-Series to choose from, standard, LXR and Sno Pro. Early-build versions were fitted with a 121” x 15” wide track, but 2007 production models will come with 128” track lengths and yes, they’re 15” wide for added traction and stability. Longer, wider tracks on this new platform mean these F-Series sleds will not be the super-lightweight flickable machines like their Firecat cousins. Instead, the F-Series seems to be aimed at an aging demographic that wants rider comfort and adjustability, and Arctic Cat has delivered with a full compliment of adjustable components on many of these models. Handlebars adjust and rotate, the windshields adjust, and the seat moves up and down and back and forth, allowing many of the F-Series models to fit most any rider size and style in a wide range of conditions.

Engine sizes include the 500, the 600 EFI II, the new 800 and the new 1000. These engines are also found in the Crossfire models, with the 800 and 1000 also available in Sno Pro trim. This also applies to the M-Series, with the exception of the M-5; it is gone (buyers of this model can get the new Crossfire 500 instead).

The big news perhaps is the all-new Jaguar Z1. This is the new super-clean 4-stroke that is intended to be the premier trail sled from Arctic Cat. The Infinite Rider Positioning system is the name for the adjustable handlebars and seat, so you can ride it in a forward position, in the middle, or all the way back in cruiser mode. You decide.

It’s kind of a 4-stroke Sabercat in that it has a generous rear storage compartment, something Cat knows trail riders value highly (and other sled makers completely ignore, at their expense). With an estimated dry weight of 575 pounds, it’s no Firecat on the scale, but on the trail it feels lighter than many other 4-strokes (except the new Yamaha Phazer and Ski-Doo Legend) and has ride and handling manners that are unmistakably Arctic Cat.

The Jaguar Z1 also has push-button reverse. No, the motor doesn’t rotate backwards, it electronically engages a mechanical reverse in the Diamond Drive, and it seems to work flawlessly, and the engine never stalls when you try to use it.

Lift the hood and it is difficult to actually see the motor. It, too, is a laydown design, and it fits neatly all the way down in the same real estate occupied by the Firecat engines for a low center of gravity and moment of inertia, helping give the Z1 the handling character; quick to respond with light steering effort, also due in part to some trick new plastic skis.

All of these Twin Spar Rigid Chassis models (Jaguar Z1 and F-Series) are fitted with a race-inspired Slide Action rear suspension. Best described as a coupler mechanism on the front arm, it allows uncanny anti-squat during acceleration that helps keep the skis on the ground and traction at its fullest. This thing rockets out of corners.

Engine? 125 HP, multi-port injection. It is smooth, seemingly refined and all-new. This is not an adaptation of some other off-the-shelf engine from Suzuki. Maybe a few parts and pieces existed, but we’re led to believe this engine was built for this specific purpose. 4-valves per cylinder and fitted with pressure and O2 sensors, it does all the math so all you do is turn the key.

As with the engine placement, great efforts were made to give the Jaguar Z1 the “feel” of a 2-stroke, as much as possible. Z1 engineers went as far as to tailor the mill to give it a 2-stroke power feel. The Z1 delivers 125 horsepower through it’s narrow, parallel twin, laydown 1100 (1056cc) motor. Instead of a super-flat torque curve, the torque increases throughout the RPM range more like a 2-stroke for acceleration you’ve come to love from your 2-strokes. Kind of.

This new engine is full of techno trickery. The ignition coils, plug wires and caps have been combined into a single self-contained package called lightweight pencil ignition coils.

They also tried to get rid of the annoying compression braking, followed by annoying de-clutching typical of 4-strokes. The Z1 is fitted with an anti-engine braking control. Arctic Cat’s patented anti-engine braking system allows the Jaguar to have that coasting feel when releasing the throttle similar to a 2-stroke snowmobile.

Cold weather starting was addressed, as the Z1’s exhaust cam has a patented auto de-compressor, so turning over the big bore 1100 twin during cold weather is easier. Dry-sump lubrication also aids cold starts, along with lowering the center of gravity as an external oil tank keeps excess oil out of the crankcase while reducing friction for added power.

If the machine is tipped on its side, the breather system on the Z1 oil tank keeps oil in the tank and not the engine compartment. And, a low oil pressure shut down is designed to shut off the engine if oil pressure become too low, acting as a safeguard to prevent engine burn down.

One thing you will notice when riding the Z1 Jaguar is a lack of vibration, despite its huge parallel twin displacement. The Arctic Cat Noise Vibration Harshness (NVH) lab developed engine mounts that virtually eliminate any engine vibrations transmitted through the chassis. The motor mounts are focused at the center of gravity of the engine to create an effective dampening system.

The 2007 Arctic Cat line-up is truly different that what we’ve come to know for the past few years since the 2003 introduction of the Firecat. The Firecat still lives in the Crossfire and M-Series mountain sleds, but the ride quality and handling attributes of the new F-Series and Jaguar Z1 indicates Arctic Cat was listening to their dealers and the majority of their riders (not just the vocal performamce nuts) to deliver sleds that were better suited for how most riders use their hardware; trail riding. These are stable, predictable sleds that are comfy to ride for very long distances. Nowhere do we see a racer-wannabe model, but the performance crowd still gets three new engines to tinker with, and the mountain guys get exactly what they wanted, times two. Arctic Cat, like their riders, are maybe getting smarter as they get older. About the only thing missing is the model(s) for the younger riders, those looking for the less expensive freestyle-type sled without such a wicked price tag (aka Phazer, Freestyle).

100% 4-Strokes
A few years back, people were asking if Yamaha was going to get out of the snowmobile business. Ha! What a joke. They plan on taking it over.

The 2007 line-up from Yamaha is the first 100% 4-stroke line-up in the industry. Yamaha knew long ago that the EPA thing was not an issue for them, and they’re not only good for now but good through the entire schedule of phase-ins. And, right now they are spending their time and energy at making their sleds better, filling all gaps, and getting rid of their two-strokes. They’re all gone with the introduction of their all-new Phazer models – five in total.

Yamaha has launched three major engineering projects in the past few years, demonstrating their full-scale engineering skill and capability. They’re very serious about snowmobiles, from the drafting room to the board room, and they’re focused on developing the products people want, at a value they will love.

Up to this point, the Yamaha 4-strokes have been received well, but many two-stroke lovers still felt the 4-stroke sleds were heavy. The engines were derived from street bikes, and the power and weight showed it. Yes, they got better each year, but not everyone wants to ride sleds so big and powerful. Where was the 4-stroke smaller displacement, lightweight sled? Where was Yamaha’s dirt-bike-influenced snowmobile? Here it is.

Yamaha had five primary design goals with the Phazer. First, they wanted it to have (true) lightweight and super-nimble handling. Second, the Phazer had to be a high value to the consumer; low price is important, but so is a quality product. Third, the Phazer needed to have trend-setting styling, like its namesake. Fourth, it needed to be built around a core of fun and sporty excitement. Finally, the Phazer needed to be comfortable enough to ride all day.

These design goals allowed the Yamaha engineers to develop a very nimble package. They began with adapting their proven dirt bike engine technology into a unique, lightweight 2-cylinder engine and proceeded to build the sled around it. The compact chassis is constructed with their exclusive Controlled Flow die casting technology that allowed them to build a very rigid chassis without a lot of weight. That rigidity allowed the suspension engineers to develop a very precise handling suspension setup.

Besides the light, mass-centralized, compact tubular chassis, the Phazer also has a rider forward ergonomic package. The narrow, YZ-style seat and tall, wide forward-mounted handlebars put the rider into a “sport aggressive” posture for instant inputs and feedback from the chassis. Riders will discover a new level of integration with this snowmobile, unlike any Yamaha before this.

The second mandate was to be a great value to the consumer. The new Phazer base-model is the lowest priced sled in their line at $6,399, priced competitively against many 2-stroke models. Yamaha chose the components very carefully, as we find a fine balance between cost and benefit in areas like the shocks used on each specific model. This allows the entry-level consumer to get a good value for their dollar, and also allows the customizing customer to buy a sled that is a perfect starting point for building a very unique and personal custom sled. The possibilities here are wide-open.

The third goal for the Phazer was to develop trend-setting styling, in the same tradition of the original Phazer (1984). Yamaha set their stylists to work cutting all of the empty space out of the sled. If it didn’t serve a purpose, a gap was eliminated and the outer body work moved inward. This approach can be seen in the hood and bellypan, but it is best executed in the front end. Never before has a snowmobile been designed with a “naked” front suspension. It’s somewhat common in the sport ATV market, and it looks like Yamaha borrowed some styling cues from their popular Raptor ATVs as well as the YZ(F) dirt bikes. The seat is tall and narrow, like the YZ dirt bike. The same holds true for the styling cues on the seat and exhaust. Style-wise the Phazer is a very good blend of ATV, dirtbike and snowmobile. (Only the Ski-Doo REVs and Freestyles have been this bold with new design elements.)

Yamaha’s fourth objective was to build a sled that was fun to ride; for everyone, from novice riders to experienced veterans. Not “kid fun” like a 20 hp one-lunger, but the kind of fun you can go out and enjoy with anyone. The Phazer is light and nimble with a broad and user-friendly power band that you can’t help but have fun on it. Yamaha wants to expand the market and appeal to newer, younger buyers and this sled will do that.

Finally, the Phazer had to be comfortable. Yamaha utilized a second generation of the (torsion spring) ProActive rear suspension that works well for a wide range of rider weights. The sport rider-forward posture allows riders to transition easily from sitting to standing, without cramping or straining the legs and hips.

The prototypes we’ve ridden demonstrate Yamaha is dead-nuts on target. If you were one who complained about 4-strokes being heavy and too expensive, take a ride on one of these machines. Trail riders everywhere will be excited when they try these models. Bottom line, the Phazers are very fun and agile, easy to ride, very predictable and not intimidating.

Some may think 80 HP isn’t enough – for what, we ask? This is 160 HP per liter, so 80 HP from a 500 is smoking! Yamaha tells us it will weigh less than a REV 500SS and equal to an F5, but it has electric start and reverse. Dry spec on the base model (for now) is 446 pounds. Also, an 80 HP 4-stroke has bottom end and midrange more like a 500-600cc 2-stroke. Consider the target users and apps, and it is plenty of zip. We had them going over 70 MPH, and the torquey response is gobs of fun. 80 HP is enough to accelerate the machine adequately. The thick powerband makes it feel more powerful than the number “80” indicates, it really is more than you’d first expect. There’s no hard hit or wild transition, just a broad linear power delivery that is very fun to ride. For those familiar with dirt bikes, the Phazers remind us more of a YZ 250F (or Honda CRF250X) than it does a YZ 450F (or Honda CR450X), which makes sense due to the power to weight ratio. The 250 bikes pull good, the 450s pull a bit harder. Or, if an Apex is an R1 street bike, the Phazer is more the YZ250F than the 450 in dirt bike terms. Adequate; not excessive.

OK, so how does the Phazer differ from a REV? Or, a new Legend (4-stroke)? The Legend is closer than any other sled, or maybe a MX Z 550 X. Smaller, lighter and agile describe all of these machines. First is the Yamaha engine, this is a high output 4-stroke (the 800cc Legend is only 65 HP). We notice the handling and the steering to be easier effort-wise on the Phazer, with maybe less pitching and diving, but they are quite similar. The Phazer is very quiet, with a narrower seating position, and you’re not quite as far forward so your knees don’t get quite the workout. Again, not right or wrong, but different.

There are three 121” Phazers to choose from, a base model (without reverse) a GT model with better shocks and reverse and a windshield, and the all-out Phazer FX with good shocks all around and a low, sexy windshield to complement the boy racer riding it.

Then there is the two-up Venture Lite, a 144” version with a really good windshield and an incredibly surprising 144” x 2” Phazer Mountain Lite! Lighter, less expensive, quiet, this sled will bring back the playfulness to the mountains instead of all-out power wars that drain both the gas tank and the pocketbook. Many riders these days just don’t have the cash they used to, and the timing of sleds like this is absolutely excellent for Yamaha. The Phazer models are the right sleds at the right time.

Yes, there are some changes to the rest of the Yamaha line-up as well. Extra models have been added, mostly with suspension package upgrades from the existing models offered for 2006. Overall, the shock upgrades are the biggest change for the 2007 RS and Apex models that have been added. New snowflaps jazz up the rear ends, a styling thing.

2007 is going to be the year of the Phazer. From the rad looks to the lightweight chassis to the dirt bike (YZF) inspired engine, the new Yamaha Phazer is the trail sled of the future. Our first impression was “a Sno Scoot on steroids”. Second, take a REV, Raptor and YZF and you get the FX Chassis. We openly give Ski-Doo credit for the rider-forward REV and what it has done to the industry, and the Phazer is Yamaha’s 4-stroke version.

Where The REV Rules

Back in 2003, the industry brought us three radical new platforms; the Ski-Doo REV, the Firecat, and the RX-1. One remains, the other two are history. Why? Because the REV propelled Ski-Doo to the best selling sled in the world, and Ski-Doo has right about 40% of the snowmobile market. The REV remains supreme, along with their cousins the RT (Mach) platform and the smaller, lighter RF (Freestyle) platform.

Since Ski-Doo has the EPA thing under control, their engineers haven’t needed to spend obscene amounts of time and money making their model line-up EPA compliant. They’re already there; at least for now. So their engineers can spend their time and efforts making their sleds even better. Refinement of the REV, RT and RF platforms continue with several new models, a couple of new 800cc engines (a 2-stroke and a 4-stroke) and a host of technological refinements. When you’re on top, life is good.

The big news for SnowTech readers is the intro of the two new engines; a 150+ HP 800 PowerTEK (Summit-only) and a new V-800 twin 65 HP 4-stroke that gets 25-30 MPG. The new 800 PowerTEK is the most powerful 800 or 900 from anyone, and combined with an even lighter Summit platform it is likely THE mountain sled of the season.

But a V-800 4-stroke? Ski-Doo researched all of these 4-stroke buyers and found many weren’t after a 600+ pound machine, nor did they like the hefty price tags. Not all of them needed over 100 HP either. What they found was buyers like the fuel economy, reliability, lack of smoke and smell and quiet operation. Fuel economy was #1 on the list, so they have adapted their 800 V-twin from their Outlander ATV and housed it in their RF platform (Freestyle chassis) and came up with an exceptionally small and lightweight 4-stroke sleds that sip fuel and ride and handle quite well; the 2007 Legend models.

The Mach Z models and the 1000 Renegade haven’t set any showrooms on fire, so there isn’t much change up top. The Mach Z X-package gets painted a-arms and HPG Clicker Take-Apart shocks, long overdue as most Ski-Doo shocks can not be rebuilt. A RT-platform MX Z Renegade 1000 will also be offered all year long. We found the 1000s to be too much for all but the most savvy riders (or big dudes like “Bubba”); too much power, weight, and price tag. Out on the trail we found more “posers” with 1000s than those who really needed this kind of hardware.

X-package MX Z models also get Take-Apart shocks, finally. KYBs are good, but when they’re spent you had to replace them, no rebuilds until now. Thank you. Rip Saw tracks are also standard, but we are really bummed with the no-storage lightweight 440 racing seat and no rear rack on the X-packages; a step backwards for trail riders, but more appealing with a cleaner look? Like low windshields, this helps sell sleds to those who don’t know any better.

But Ski-Doo heard some cries from real hardcores who wanted a more capable sled than even the X-packages. Remember back (what, 2001?) when the X-Packages were REALLY firm? For 2007 there is a calibration for these riders, the MX Z X-RS. This is as close to a snowcross set-up as you can get, built for the hardest riding hard core snowmobilers who find an X-Package to be “too soft”. They do exist.

This mentality continues into the West with a Summit X-RS as well, where the concept has more appeal as freestyle riding styles require a much firmer calibration than what trail riders will tolerate. It is pretty much a collection of the hottest race technology they can offer, proven on their race sleds.

One new twist for 2007 is a new MX Z, the Blizzard, providing dealers with an in-season sled than is not quite an X-package (spring only) but with more features and capability than the Adrenaline models. The Blizzard is the highest-tech in-season MX Z, and our big riders really liked the overall balance and refinement of the newest trail REV. The years of evolution and refinement really show, especially with the handling changes brought about with their 2006 models. Again in 2007, instead of having to meet EPA regs or figure out another new platform, they can take the moment and make what they do have work as good as possible (and pay for the tooling and investment to get there in the first place).

MX Z Adrenaline, Trail and Fan models return relatively unchanged. The MX Z Trail (500 SS) is the least expensive liquid-cooled REV, making it one of the best values in snowmobiling and the most under rated sled in the industry. The Adrenaline 500SS and 380 Fan are gone. GSX and GTX models are also similar to last year, with some shock upgrades and color changes.

Last year when the 300cc Freestyle came out, one look under hood indicated there was plenty of real estate to house a bigger engine. So of course, the 2007 Freestyle now has a 550 fan cooled mill in addition to two new Freestyle models, and they’re all sweet executions with plenty of zip and a wider 39” ski stance, making them true trail sleds and capable off-trail sleds for a much lower price tag.

Completely new are the above-mentioned Legend models. This is the funny-looking RF platform with a V-800 twin, and the result is rather surprising. The Legend is meant to be the ultimate non-intimidating, easy-to-use snowmobile for cruising trails. It harkens back to snowmobiling’s early days where you just cruised around for fun, but the Legend does it with the latest technology. It is easy handling, with a perfect engine for exceptional fuel economy and relaxed trail cruising. Power delivery is linear, and the 65 HP mill will pull over 70 MPH, plenty of zip to please trail riders without scaring the hell out of them.

Innovation and advancement are found all across the line-up, like the 10-15 pound weight reductions (again) on the Summit models. Mountain riders are notorious for removing most anything they deem unneeded to save weight, so Ski-Doo again spent considerable time and effort at making their Summit models lighter yet. More adjustability is found through clicker shocks on many more models all across the line.

Each spring when we cover all of the new models and features, it is easy to forget the returning features that make a model line what it is. Things that propelled Ski-Doo to the number #1 position in the industry. Things like Rotax Electronic Reverse (RER), that helped all of us realize that no sled should come from the factory without reverse. Or, the TRA primary clutch. Have you ever noticed there are few aftermarket clutches to replace the TRA? The durability and adjustability continue to be the envy of the industry.

Trail riders know how important storage is, and the standard REV models smoke the competition in this regard. A 121” REV has the huge storage area under the rear trunk, and it still has the rack to carry 2.5 gallons of gas, or a gear bag for more spare gloves, goggles, munchies and beverages! Other sleds may have embraced rider-forward ergonomics, but most of them waste the extra space; the REV rules when it comes to carrying cargo and spare gas for trail riders, and for many this feature alone closes the deal.

To this day, nobody else has a security system like the DESS. There are no keys on Ski-Doos, just a digital tether that must be installed to get the sled to move. They can steal your sled, but they’ll have to have dealer access to make it work, so it is far less attractive to thieves.

4-strokes boast about their reliability, but when it comes to two-strokes Ski-Doo and their partner Rotax set the highmark when it comes to durability, quality and reliability. Turn-key performance is a reality with these engines, and SDI models use an increasingly smaller amount of oil with each year, and deliver fuel economy that is right on par with 4-strokes of similar output.

Ski-Doo worked hard to fill out their entire line-up, and they appear to have just about every base covered. Their sleds all possess a common thread of ride and handling and rider-forward seating that makes it easy to ride any of them. They have, in five short years, became the measuring stick of the industry, and rightly so.

Liberty 600 H.O. CFI
You guessed it, a CFI (CleanFire Injection) version of the popular 600 H.O. engine. This is still a “conventional” layout, with the intake on the rear and the exhaust up front, but it works. This fast revving engine makes peak power at 8250 RPM, up to 125 HP, despite a lowered exhaust valve that also improves the low end power, enhances fuel economy and overall running quality with reduced (again) emissions. Compared to the carbed engine, the midrange is 10% stronger (7500-8000 RPM) and peak power 5 HP greater. Fuel economy? Polaris claims they’re equal to the Rotax 600 H.O. SDI.

This is a 4-injector system, with an injector firing into the cylinder and one firing into the crankcase, right inside of the reed cage placement. The result is emissions 43% cleaner than the industry baseline. A full compliment of auto calibration sensors keep the system spot-on, along with a DET knock sensor for safety and fuel quality issues.

A larger flywheel and ignition components allow for the battery-less CFI. The PTO end is larger, as is the bearing and clutch taper. The water jacket is redesigned to improve the cooling system, and a new airbox helps to improve performance.

Liberty 700 H.O. CFI
This is an all-new engine, as the 755cc engine from last year is gone. Take all of the new stuff from the 600 H.O. CFI (above) and apply it here as well. Larger pistons (81mm vs. 77.25mm) and a longer stroke (68mm vs. 64mm) turn the 600 H.O. into a 700 H.O. This is also a fast revving engine, making peak power (140 HP) at 8250 RPM. It has the same injector placement and sensor array, so it is fully auto-adjusting and runs good everywhere. Power is 20% greater than the 600 H.O. at 5000 RPM, and 15% stronger at 6500 RPM. According to Polaris, it makes 4 HP more than the Arctic Cat F7, but is faster revving, and is only 2 HP shy of the (2006) Rotax 800.

This is the true heir to the Liberty 800, with 3% more power at 8000 RPM and a much broader over-rev (flat power past peak). It actually makes 5% more power at 5500 RPM than the Liberty 800. Our testing of this model indicates it is a very smooth engine with linear power delivery, easily stronger than the 600 H.O. and right on par with what we’ve come to expect from Arctic 700s. About time.

550 Fan Cooled Upgrades
The 550cc fan cooled engine has been upgraded for 2007, now fitted with cooler-running Nicasil cylinders that also improve durability. Tighter tuning calibrations have improved fuel economy and reduced emissions by 30% (HC) and 50% (CO). It all adds up. Performance is improved as well; more pulling power, better low end torque and less belt burning, along with more top speed.

IQ Chassis Expansion
Wow, it must have taken some hard swallowing and head shaking, but they did it; the Fusion name and body work is gone for 2007. All of their IQ models are now fitted with what we consider to be the far-better looking RMK skin, now appropriately called the IQ chassis. Last season the shortest track length you could get with a 2-stroke was the Classic 700 at 128”, now there are a host of 121” IQ sleds fitted with 2-stroke and 4-stroke engines, and plenty of (good looking) color options as well. The “orange” IQ is really stunning on the snow, the black Dragon looks (and is) pretty mean, and we’re always a sucker for red and black when it comes to Polaris. Thank goodness they came to their senses.
Too bad they didn’t figure this one out two years ago. Whoever decided to make two bodies for the same chassis was probably shown the door, as they could have had this “look” at that time, but it was more the early introduction of the 900 that did so much damage to the Fusion name and image. In this business, image is reality, and regardless of how well the 2006 Fusions worked, the damage had been done. We know it was tough to do, but hats off to Polaris for making 2007 the year of the IQ. With the new CFI engines they’ve got some excellent sleds.

Fixed Steering Posts
How can Polaris walk away from their innovative Rider Select adjustable steering? They’re not; well, on some models it is gone, namely, the performance 2-strokes and IQ RMKs. It saves five pounds of weight! Polaris found too many riders were setting it too far forward in the wrong conditions, screwing up the handling and then complaining about it. On the hi-performance models where weight is so critical, is has been removed and the end result is just fine as the handlebars are now where they should be for most riders, and the arc they turn in is more pleasing as well for most. While we thought it was a cool idea, most everyone has figured out rider-forward is a good thing and hardly anyone was using the down and back settings.

IQ Ski Relocation
Most (if not all) of these IQ models have skis that are in a new mounting position and a softer ski rubber that reduces the heel pressure, along with a “shaved rear keel”. Why? To decrease the steering effort. The revised skis are moved 3/4” forward and 3/4” higher on the spindle, and you really notice it on hard packed trails. In side-by-side testing of 2006 and 2007 models, the difference in steering effort it is quite profound, and initial turn in (once it bites) is quicker. We’d still like to see more bite from the ski and carbide combo, but this should be easy to fix with new runners.

Series 5 RMK Tracks
The Series 4 tracks were perhaps the best deep snow tracks in the biz, and now we have an even better track that weighs up to 7.5 pounds less! A new 155” track length replaces the 151” length (and 159”), and the Series 5 also comes in a 166” x 2.4” version. Larger pitch (we assume 3”) spacing improves the “bite” in deep snow, and along with the longer window openings reduce weight and improve hyfax cooling. Center holes (square, not round?) also reduce weight, and on the 166” models a center-drive helps to prevent ratcheting.

“RAW” RMKs
Take a look at the new RMK models (and the Dragon) and there seems to be something missing from the rear of the sled. Mountain riders hate weight, so Polaris did them a favor and got rid of even more. RAW RMKs have a stunning 25 pound weight reduction; from where? Tunnel; 3lbs. Cooling system; 6 lbs. Footrest; 1.5 lbs. Steering system; 5 lbs. Track; 6 lbs (average). Rear suspension; 2 lbs. Misc. components; 1.5 lbs.

Like the 2003 Firecats, the outer rear idlers are gone (said to improve sidehilling by allowing the track to bend slightly and reduce rider fatigue), with only the two inner rear axle wheels intact. The radiators have been removed, and the tunnel cooler is now a stressed chassis member. Polaris claims the new cooling system can reduce the weight of ice in the tunnel by up to 40 pounds!

Detail changes include 1.5” taller handlebars, footrests that are 2” back for a flat standing surface, running boards that are 2” wider at the rear (great for feet, but we’ve all seen deep bottomless powder conditions where this is a bad thing) and 1” holes in the running boards to allow snow and ice to drop through instead of building up. Some models (Snow Check only) get Walker Evans Air shocks for a plush ride with big bump control. Bottom line, RAW RMKs are lighter weight and easier to ride. The battle for western dominance is going to be very intense.

RMK Gripper Skis
It seems like every year there is a new ski design; 2007 is no different, as IQ RMK models are fitted with new “Gripper” skis. They are 24% wider (inches, anyone?) and claim to be the lightest in the industry. A re-shaped keel helps to reduce steering effort while maintaining bite, and there is a “traction” feature on top (what does that mean?)

Lightweight TEAM Roller Secondary
Most Polaris models have been fitted with roller secondary clutches from TEAM Performance for a few years now, and for 2007 there is a lighter version called the “LWT” TEAM clutch. This latest roller clutch is a full 15 ounces lighter (nearly a pound) and in the critical area of rotating mass, it amounts to (effectively) a several pound weight reduction in terms of accelerating mass and performance. This makes machines so equipped more responsive and quicker to accelerate. Making copious power is one thing, but accelerating all of the mass and getting the power to the ground is a whole different animal. Polaris has long been known for efficient power transfer, and this upgrade just sweetens the package.

Say what, a SuperSport? Polaris has been watching the likes of the Ski-Doo Freestyle and they had to jazz up their 550 as well with aggressive looks to capture the younger market. The 2007 SuperSport gets some of the eye-candy from the RAW RMKs and the Dragon, adding “boy racer” sizzle to an otherwise traditional EDGE chassis. The 550 is now up to 60 HP with Nicasil cylinders and improved fuel economy. Does the seat look familiar? It’s the Pro X2 seat! The TEAM LWT secondary is in there, as are Nitrex gas cell shocks all around.

Polaris, like the rest of the industry, studies the buying habits of consumers and they, too, have come to the realization there is a group of buyers who want the benefits of 4-stroke engines. Instead of fighting them, they smartly adapt and provide models that fit their wants and needs. Case in point, the FST IQ Cruiser. This rocket is like having two sleds in one. It can be set like an easy chair for single-rider use, or it can be set-up for two riders in style. With the 140 HP turbo under the hood, not many are going to get away from you. The 136” track length smoothes out the ride, and the M-10 ACE rear suspension lets you adjust the Full Range Adjuster on the fly. Cargo, you say? Bring it on. The name says it all, it’s a 4-stroke and it is made to cruise. Very nice sled for long distance trail riders.

While the Switchback is still offered with a carbed 600 H.O., a 900 twin or the turbo 4-stroke, the new kid on the block is the 600 H.O. CFI. Polaris listened to their dealers and consumers and shortened the chassis length of their Switchback models by 3”. Additionally, the weight of these machines has been reduced by five pounds. All of these models are still too long with their 144” track length, despite a shorter dovetail (tunnel) extension for 2007. Compared to the 136” track lengths from the rest of the world, the 144” track length of the Switchback does add flotation in deep snow, but the added length really shows up on the trail, even with tipped up rails. The running quality is outstanding, the rear suspension pretty capable (when set properly, most riders don’t even know the compression adjuster is in there, with the knob so well hidden in the rear suspension) and the handling gets better as it gets rougher. Flat trail riding could use more bite up front; the track length pushes. So, where is the 700 Switchback (instead of two 600s)? The FST is the 140 HP entry instead.