December 21, 2008
Here’s a new twist on the Polaris IQ platform – the Dragon SP models, offered in your choice of the industry-leading 600 H.O. Cleanfire or 800 H.O. Cleanfire Liberty two-stroke twins. These truly are “special” models, fitted with the latest and greatest Polaris has to offer. The nose of these IQ models is noticeably narrower, allowing the premium Walker Evans shocks to show off. Lightweight components and a premium suspension match the rest of the sled, giving the Dragon SP outstanding ride and handling that hallmarks the Polaris name.
Seriously, these sleds can take on the rough trails and cross-country terrain with the most confidence. Those who remember Polaris as having THE sled to take through the rough will not be disappointed, as our test riders found them to be the best overall suspension package we’ve ever sampled from Polaris. These are the only models that have a special lightweight rear suspension (six pounds less). Up front is a new lower control arm and new torsion bar that lets you carve like you want to, in complete confidence.
The overall package is very fast and capable through the rough, but not too firm. Precise handling compliments the suspension package, making this the most capable Polaris in years. Engine performance from top to bottom is stunning, but fuel economy is not as stellar. Swap the low windshield and handguards for a medium windshield and you have an outstanding rough trail sled, one of the best money can buy. While the 600 is adequate, the 800 will take your breath away. How fast do you need to go? Let rider weight decide – above 200 pounds, go for the 800.
The 2009 Polaris 600 Dragon SP retails for $9,699 and the 2009 Polaris 800 Dragon SP retails for $10,699. Both models come in matte white with Dragon graphics.
December 21, 2008
Consider the Yamaha FX Nytro RTX SE to be “the best of the best” when it comes to buying your very own Yamaha snocross sled. This is as close as you can get to what Yamaha factory riders run on the race track, and only a very few lucky souls will be romping on one of these studs this winter.
This racer-replica sports many differences from the FX Nytro RTX that mere mortals will be riding. Most noticeable are the Fox FLOAT-X front shocks that have a new high-rate negative spring that allows the shock to run high air pressures in the main chamber for excellent roll control without compromising ride height, small bump compliance or traction. Matching the front is the race-proven Dual Shock Pro 46 rear suspension, built with competition-spec reinforced arms and rails. There’s a new 46mm three-way clicker shock (hi and low speed compression) on the rear arm and a two-way clicker shock on the front arm for ultimate adjustability. This sled is calibrated for the extremely aggressive rider – sit down types need not apply.
The FX Nytro RTX SE also features a different tunnel design, developed on the Pro Open snocross race sled. The running boards tipped up at an aggressive 11-degree angle, providing more ground clearance for added rough terrain capability. The new design also features large snow evacuation and boot gripper punch outs.
The 2009 Yamaha FX Nytro RTX SE retails for $11,299 (which includes $4,200 of added features) in Yamaha Factory Race Blue.
December 21, 2008
This is the sled we’ve all come to know as the “Jaguar”, but for 2009 it’s simply called the Z1. Not to be confused with the new turbocharged version for 2009, this is the proven rock-solid 1056cc EFI parallel twin four-stroke that delivers a solid 125 HP with a power band that is the envy of any two-stroke. The engine is super reliable, quiet, and pulls harder than the other four-strokes in this class. In these days of higher fuel prices, the Z1 is even more attractive than ever.
But what really stands out is the ride and handling package of the Z1, arguably best in the industry for any and all of the four-strokes. The Z1 gets all of the Twin Spar chassis and suspension enhancements for 2009, making this four-stroke a super handling and smooth ride quality option that sips fuel compared to the big-bore Suzuki two-strokes. The handling is now flatter and more responsive, with less pushing through hard cornering, and transfers better with a lower seating position and cg as well.
While the four-stroke engine gives the Z1 more nose weight bias than the Crossfires and F-Series two-strokes, the overall balance is still outstanding and makes for a solid trail sled that has ride quality which is the envy of trail sleds everywhere. When the trails get rough, this is the sled you’d rather be on. If you like doing long rides or multi-day runs of 100-200-300 miles per day, the difference the Z1 provides is most noticeable. Just turn the key and ride.
The 2009 Arctic Cat Z1 retails for $9,549 (that’s $900 less than the 2007 model) and comes in Arctic Cat Green and black.
December 21, 2008
We’ve been pretty vocal about how much the SnowTech test riders like the Arctic Cat F8 as an outstanding trail sled. When the trails get rough, the F8 really shines. For 2009, the team at Thief River has seriously tweaked the chassis and suspensions, giving the F-series sleds a more accurate handling response. The number of changes is staggering and the difference is profound.
Rotating the chassis around the drive axle provides more running board clearance, with the rear arm mount of the skid frame now 63mm further back as well for more traction and better ride control. The running board angle is flatter, so the riding position is lower for better handling. Less preload in the rear lowers the cg and transfers weight better. The limiter straps are longer, as are the front arm shocks with a new rail profile.
Up front, taller spindles with a forward spindle angle help make the a-arms flatter, giving a raised roll center and even flatter cornering. Higher spring rates and increased low speed shock control provide better sway/roll control and improved G-bump performance. And yet another change is electronic engine reverse (finally), good for an eight pound weight reduction. It works.
The combination of the rigid Twin Spar chassis, Slide Action Rear Suspension and laydown 800cc fuel-injected two-stroke provides rock-solid performance in every respect. It is not as stout as a Sno Pro, but is better suited for groomed trail riders with its 1” Hacksaw track and not-as-firm suspension set-up. Electric start, a decent windshield and the premium gauge truly make it special. The F8 LXR (145 HP) retails for $10,399 and comes in Arctic Cat Green. Also offered is the F5 LXR (85 HP) for $8,199.
December 21, 2008
It is amazing what happens when you drop a 152 HP engine into a chassis that weighs about 430 pounds. You end up with a power to weight ratio of only 2.8 pounds per horsepower, yet you get stock-sled reliability! And the kicker here is the stunning fuel economy that Polaris and Arctic Cat can’t match.
In its first year, the REV XP-based Summits were a little heavier than first expected, but don’t let that diminish how they have changed our view of “stock” mountain sleds. Now for 2009, a host of improvements and changes have been made to address the drive belt durability and operating temperature. Numerous detail upgrades have been made to the clutching to provide more consistent performance as well. And, the drive shaft has been improved to eliminate issues there, as well.
Why get an X-package instead of the Summit Everest? The HPG Take-Apart shocks, premium LCD gauge, racing brake pads, steel braided brake line and aluminum bars with J-hooks are the main reasons.
Bottom line, a great sled just got even better. The Summit X models are the lightest, get the best fuel economy, have phenomenal power right out of the box, and are a riot to ride through the bumps and up the mountain.
Summit “X” versions are considered “Spring-only” models, but if you look around you might find the one you want. They’re offered in three track lengths with the 800R PowerTEK (152 HP) engine; the 146” retails for $10,449; the 154” at $10,749 and the go-almost-anywhere 163” goes for $11,149. Choose your track length for how deep the snow is, longer adds flotation but takes away agility. You can also get a 154” with the new 600 H.O. E-TEC (direct injection) two-stroke that sets the bar for fuel economy (only available in Deep Black for $10,199).
December 21, 2008
Mountain riders have been testing the limits of production mountain sleds for years, and often resort to custom-building a machine that is capable of doing what they want a sled to be able to do. Often, this amounted to taking an old race sled and building it into a suspension-laden machine that could tolerate their demanding (and downright abusive) style of riding. Cornice jumping, catching big air and moon shots were the norm for a new breed of thrill seekers.
Polaris has long enjoyed domination in the deep mountain snows, and they’re always looking for niches that they can develop into strongholds. Their next foray into the freestyle market is the new-for-2009 Assault RMK 146, aimed directly at the wild side of the mountain genre that needs a sled that is more capable to take on the big air jumps and landings. The Assault is fitted with race-strength components and terrain-swallowing suspension calibrations. Think of this as a race-spec RMK fitted with stronger rails, bump stoppers, and rail braces. Walker Evans shocks are set-up for the big time. No sway bar means backcountry carving, not flat cornering. Lug height has been upgraded to a competition 2.125” height. Tall Pro Taper handlebars add to the strength and image. A 154 HP Liberty 800 H.O. CFI lets you go most anywhere you want to.
This is a serious sled for serious (and experienced) riders only. If you usually trash your sled because you ride so hard, this one’s for you. The 2009 Polaris Assault RMK 146 retails for $10,599 and comes in matte red with Assualt graphics.
December 21, 2008
Looking for a lower-cost snowmobile that screams “value” and gives you outstanding fuel economy? Look no further, as the 2009 Yamaha Phazer GT is one of the better values in snowmobiling. The Phazer GT is the “groomed trail” version of the Phazer models, fitted with features that make it the better suited sled for riding groomed trails. This includes the suspension calibration and taller windshield, optimized for the rider who wants lightweight four-stroke performance and turn-key operation, along with some crazy different styling.
The 500cc fuel-injected two-cylinder four-stroke “Genesis 80FI” has plenty of grunt (80 HP) and zips right along. This engine has proven to be reliable and consistent. It accelerates nicely and will still top out over 70 mph most days, great for groomed trail fun. Granted, it’ll have a time running with the big iron on the lake, but it is so much lighter and more agile than the other four-strokes that it brings the term “agility” back to the equation. Rides though the woods on tight trails are rarely been this much fun with the sport-rider-forward seating position, making it responsive and less tiring.
Upgrades for 2009 are very minimal, as the GT saw an upgrade last season to adjustable GYT dual-clicker front suspension shocks. In the rear we still find the compliant and rather cushy-soft KYB gas-cell shocks for a compliant ride, not cross-country harsh. Last season also saw the closure of the open tunnel under the seat from the 2007s, so you don’t get so much ice build-up on the tunnel and running boards.
The 2009 Yamaha Phazer GT retails for $7,499 (up $100 from 2008) and comes in Yamaha Black with red graphics. If you can find a 2008 model, chances are you’ll get a great price for the same basic sled!
December 21, 2008
The 2008 XP was pretty much an MX Z and Summit platform, while the two-up sleds were left on the REV for another year. For 2009, Ski-Doo shows us their next XP-based platform called the REV-XR. This variant is more muscular than the XP, and able to house the all-new 1200 4-TEC engine from Ski-Doo.
So when the SnowTech staff threw a leg over the new GTX LE (and GTX SE) models, we kind of laughed and thought, “Why is Ski-Doo so insistent that we ride these touring sleds?” They really forced us to spend some time on their new touring sleds, while we wanted to go out and bash through the bumps on an MX Z. All BS aside, you simply will not believe how well the GTX models ride and handle. The GTX SE may be the flagship, but you can get almost all of the performance and ride from the less expensive GTX LE models. The GTX LE 1200 was one of the best riding sleds we have ever run through the bumps, and we are dead serious. You could sit and go through trail chop and not even flinch, up to decent speeds. It was so quiet, smooth and refined. Wow.
Suffice it to say we got off of the GTX sleds and knew why Ski-Doo wanted us to ride them. They’re that impressive. The 1200 is going to be a huge success with its fuel economy and clean operation, and the 600 HO E-TEC option gives the GTX LE an even lighter and sportier feel, if that’s what you prefer. Either way, you won’t look at a two-up with disdain ever again once you ride one. We dare you to keep up with one for a 250 mile rough trail ride, you’ll be shocked – we were. Maybe it should have flames on the side? (Just kidding…)
The 2009 Ski-Doo GTX LE 1200 retails for $11,049 and comes in your choice of Deep Black or Regal Red. You can also get a lighter and sportier GTX LE fitted with the industry-leading 600 H.O. E-TEC direct-injected two-stroke for $10,149 in Regal Red.
December 20, 2008
The latest advances in snowmobile clothing take the comfort of the rider to even higher levels, thanks to “Comfort Mapping Technology”. This new method of designing and building outerwear comes from the combined efforts of Klim USA and W.L. Gore, makers of the famous GORE-TEX waterproof and breathable membranes.
Matching the Clothing
to your Body
To best understand Comfort Mapping and the benefits it provides, one first needs a crash course in human physiology. Your body has built-in systems to control and regulate its thermal requirements. Different areas of your body play different roles in this regulation. Some parts are designed to allow heat to escape (like sweat glands that cool your body) while others insulate and protect vital organs from excessive cold. We all know that some areas of our body sweat more than others. Places like your armpits, your groin, and your feet have a much higher concentration of sweat glands than do other places on your body. Klim and W.L. Gore have performed research into the science of thermal regulation and understands the very specific requirements. (Some of this experience comes from their working hand-in-hand with the U.S. Military forces, providing them with the best gear in the world to keep our armed forces dry and comfortable.) For example, they know that the temperature of your skin varies in different places, as your body has varying levels of insulation in different places.
What they have achieved with the exclusive Comfort Mapping Technology is the design and production of clothing that works together with the body’s natural, temperature-regulating processes, not against them.
Core Technology – GORE-TEX
Having windproof and waterproof materials is only part of the solution; these materials must be properly designed, constructed and applied. They must be “breathable”, and this is what sets the GORE-TEX brand apart from the other “waterproof” membranes. A plastic bag is waterproof, but does not allow the steam, or water vapor to escape, so in a short period of time your skin becomes wet and then the rapid cooling occurs, as well as your becoming uncomfortable. GORE-TEX fabrics have a very specific pore size, which keeps the larger molecules of water on the outside, but allows the smaller molecules of steam and water vapor to escape. Your body warmth helps push this steam out through the fabric, and you stay dry and comfortable.
Klim has spent years testing and developing their riding gear that provides the utmost protection and comfort. In order to meet their exacting design criteria, a garment must achieve perfection in seven key areas: waterproofness, breathability, mobility, protection, fit, durability, and functionality.
Comfort Mapping
In traditional clothing, the garment liner is a one-dimensional piece of fabric that treats the varied thermal requirements of different parts of the body the same. Now Klim takes this selective approach to the next level. Each and every piece of the snow suit has been closely scrutinized. Comfort Mapping Technology creates a garment liner that meets the specific needs of each region of the body. Understanding these differing needs allows them to carefully select varying degrees and types of insulating materials into strategic areas of the clothing. This helps effectively manage the body’s thermal requirements by allowing better breathability in those areas that need to breathe, and better thermal protection in those areas that need to be protected. This ensures you will experience the most comfortable temperature level in any condition without sacrificing mobility.
Three Layer Technology
Three-Layer Construction plays a vital role in applying Comfort Mapping technology to the clothing. A three-layer fabric is made up of three different pieces of material each having a specific function. These three layers are permanently laminated together to form one integrated piece. The outer fabric (or face fabric) is usually a durable piece of (colored) nylon that protects the riding gear. The middle layer is a GORE-TEX® membrane that is durably waterproof and breathable. The inner layer (or backer) is where you really benefit from Comfort Mapping; this is called the “backer material” and is the true secret to the Comfort Mapping Technology, and is what makes it unique and superior. A thicker inner layer is used in areas where the body needs more insulation. Likewise, a thinner material is used in areas that tend to build up excess heat. This approach provides the ability more precisely control the thermal properties of the garment and create the world’s most comfortable, technical and durable pieces of outdoor clothing.
Compared to the waterproof clothing on only a few years ago, the new garments from Klim have evolved to providing the best possible rider comfort in our extreme riding conditions. Staying dry is a key element to staying warm and comfortable, but when the exertion level increase, then allowing moisture to evacuate is a critical element. The Comfort Mapping combines the best of all requirements, providing the thermal protection where needed, yet also providing the moisture venting where needed. Your body temperature will stay within a tighter range, thus you will be more comfortable. That means staying dry from the outside (waterproof), staying dry from the inside (breathability) and keeping the wind out (windproof). The end result is a higher level of performance and comfort, along with the durability, fit and mobility that you have come to expect from Klim products so you can better enjoy your ride.
For 2009, Klim offers their Comfort Mapping Technology in their industry-standard Valdez parka featuring a GORE-TEX Pro Shell, and the matching industry-standard Togwotee bib. Retail pricing on these premier products is up only very slightly, despite the outstanding improvements in performance; the 2009 Valdez parka retails for $419.99, and the 2009 Togwotee bib retails for $399.99. Ask for them at your Klim dealer, or contact Klim at 208-552-RIDE (7433). You can also visit their website to learn more at www.klimusa.com
The GORE-TEX® membrane contains over 9 billion microscopic pores per square inch. These pores are 20,000 times smaller than a water droplet, but 700 times larger than a water vapor molecule. This makes the membrane completely waterproof from the outside, but still able to allow perspiration to escape from the inside. As added protection, an “oil-hating” substance is integrated into the GORE-TEX® membrane, preventing the penetration of harmful body oils and insect repellents.
Only GORE-TEX products offer the W.L. Gore brand promise; “If you are not completely satisfied with the waterproofness, windproofness, or breathability of your GORE-TEX outerwear, we will repair it, replace it, or refund your purchase price.”
December 1, 2008
Four-Stroke 1200 Under 500lbs!
Last year Ski-Doo shocked the world with their MX Z TNT that weighed 399 pounds! The sled wasn’t a fan-cooled cheater, it was a liquid-cooled 500SS (actually a big-block 600) that propelled the lightweight sled with authority, and provided Ski-Doo riders with an unfair power to weight advantage that hadn’t been seen in years.
2008 also marked the introduction of the REV-XP platform. Back in 2003 when Ski-Doo came out with their truly revolutionary REV that introduced the world to rider-forward seating, it was an adaptation to their existing chassis technology and underlying mechanical layout. When the REV and rider forward was validated, they knew what the next step was; to redesign the entire snowmobile around rider-forward, not just adapt it to their status quo.
This brought us the REV-XP platform, with its repositioned drive system that provided the extra eight inches of leg room, and gave us a snowmobile that got rid of extra weight and mass. These things are snowmobiles, which means we use them in the snow, and that requires flotation. Snow is not pavement, even if groomed trails are kind of packed down like pavement. We do use them in a deep medium and require them to be maneuverable and at times, we have to manually pull them out of a snow bank.
Rumor was there were some different looking REV-XPs running around northern Quebec last year, slightly bigger looking and more muscular. Our suspicious mind led us to believe that maybe they were going to not let the dust settle on their mighty 1000 SDI two-stroke that only saw duty for a short time. Or, could there be yet another attempt at making a viable four-stroke?
Ski-Doo had been watching Yamaha’s market share creep up ever since their stunning introduction of the RX-1 back in 2003, at the same time as the REV intro. Four-stroke sleds amounted to 27% of the market for 2008. This is expected to grow to 36% for 2009. Were they just going to sit back and watch? Research data indicated that while the western and midwestern riders were waiting for the E-TEC two-strokes, the riders in the east, and especially their backyard of Quebec, had a hankering for the durability of the four-strokes. Nobody can deny the long term durability characteristics of the four-strokes. Even as clean as the new E-TEC is and it’s non-existent oil smell with fuel economy that is actually better than most four-strokes, some riders simply wanted the torque and performance of a four-stroke that would last for thousands of miles, much like their car.
But Ski-Doo kept coming back to that weight thing. These are snowmobiles, not cars. We ride them through the snow, not on paved roads. They are performance vehicles, not merely transportation modes. Can’t we make a four-stroke lighter? Can’t we make one under 500 pounds? Sure they could, and they did.
Enter the 2009 MX Z TNT 1200 with a weight specification of 499 pounds. No typo there; four-nine-nine. That’s about 25 pounds less (on paper at least) than the Yamaha FX Nytro.
Fitted into a new version of the REV-XP chassis called the REV-XR, this new platform was designed to be more muscular looking and be able to handle the added size and torque of this new, built-for-snowmobiling 1200 4-TEC Rotax engine. The XR version is slightly bigger, but cosmetically very similar with improved wind protection as well. Many of the parts are actually interchangeable with XP sleds. Most of the difference is in the body panels and engine bay. The suspensions are pretty much the same, front and rear.
So the big news here is truly the all new 1200 4-TEC. While Ski-Doo made a couple of 4-stroke sleds up to this point, this is the first “performance” 4-stroke they’ve made specifically for a snowmobile. And what a gem.
This is a different animal. It is aimed at the meat of the market 130 HP class, not the high-end hyper sled class of the 800s or the 1000s, so don’t let the 1200cc fool you. The displacement is for broad torque, not all-out horsepower. This isn’t a high-revving engine, it is more of a grunter. For it’s class, you can expect the best torque, widest powerband, a lower operating RPM to make its peak power and torque, and a sound that is truly unique and unlike any of the other four-strokes. Combined with the REV-XP platform, it provides the best handling four-stroke to date, as well as the lightest one. We won’t go as far as to call it the best riding one; we’ll reserve that for the GTX SE/LE or the Arctic Cat Z1s.
Torque you say? Ah yes, that magical thing that spins the crankshaft and lifts the skis when you give it the gas. Can you handle 100 foot-pounds? At 6500 RPM? Are your eyes big yet? They should be. How about bandwidth? It makes 125 HP all the way from 7500 RPM on up, and gives you 130 HP from 8000 RPM all the way to 9500 RPM+. This engine is a stump puller with broad, wide, massive sweetness from a four-stroke.
The sound of the 1200 is different between the MX Z versions and the GTX models, through different manifolds and such. We’re told Ski-Doo worked closely with Rotax in Austria to give it a refined performance sound. The target was more of a European sport car than a sport bike. It sounds like it is somewhere between the higher frequencies of super bikes and the lower rumble of V-twins or musclecars. It’s kind of throaty and you won’t be calling it “industrial”.
Of course, being a 4-TEC it delivers excellent fuel economy and is super clean (cleaner than the Yamaha Vector and Nytro engines, according to Ski-Doo). We’ve seen fuel economy right at 18 mpg, consistently, but it all depends on how and where you ride. Not quite as good as the E-TEC, which has been a couple clicks better and usually more like 20-21 mpg in like conditions. Both of these can be down around 15 mpg if you’re really pushing them and have some fresh snow that increases the drag, so it is all relative.
OK, back to the engine. This is an in-line three-cylinder that makes 130 HP at 7,750 RPM. It has a big 91mm bore and a short 60mm stroke for lower piston speeds. Electronic fuel injection is dead-nuts on the money from what we can tell. Dual overhead cams run four valves per cylinder. It boasts chain-driven cams with finger-followers that Ski-Doo engineers were quite proud of. They tell us it is like what the BMW 804 engine uses and is a first in the snowmobile world. The benefit is greatly reduced mass in the drivetrain with much less engine noise. Dry sump lubrication lets it start easier in the cold. A single counter balancer keeps it smooth; not as smooth as a FX Nytro or Apex, but still quite smooth. Service requirements are simply an oil and filter change every 3,000 km (roughly 2,000 miles) or once per season, with a valve adjustment every 20,000 km (12,500 miles).
Riding the MX Z TNT 1200 you might question the 499 weight figure, as the engine does place more of a bias on the skis than a two-stroke. Just like the Yamahas that show a light weight on the scale, a four-stroke carries more weight up front so they feel different. An Arctic Cat F8 that actually weighs more on the scale feels lighter on the snow. But you can’t deny the fact that this is the better handling four-stroke, and you know it is a REV-XP based machine. Take your MX Z from last year and refine the suspensions and give it a four-stroke with 100 foot-pounds of massive power and you get the idea. The engine doesn’t spin as quickly as the FX Nytro and doesn’t snap to attention as quickly, but the powerband is noticeably wider. It wails on the Arctic Cat Jaguar engine, as it should, but isn’t a match for the Z1 Turbo. The Polaris Turbo isn’t even in the same league.
So if you still like flickable lightweight two-strokes, you will notice the added mass of the 1200. If you want a REV-XP (XR) that gives you quiet and clean operation for thousands and thousands of miles, like 10,000 of them, then you need to consider the hefty price tag of the 1200. This isn’t for casual riders as much as it is for serious high-milers. The more you ride, the more you will appreciate it. In the TNT you get the performance-based suspensions so you can still go bashing the moguls, as an MX Z should. It’s right where you could paint it red and call it a GSX, but we’re OK with it being yellow and called an MX Z. You will be as impressed as we were.
The 2009 Ski-Doo MX Z TNT 1200 retails for $10,549.
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