The Best Of 2002

Best New Motor: There really aren’t all that many new engines this year, and we don’t expect too many in the next few years as we all wait for the EPA to (some year) get around to telling us exactly what our future emissions targets are going to be. This award has to go to the newest triple in the Yamaha SX Viper; yes, a triple, in a world of twins. When we get into this kind of power output, the advantages of a triple become obvious, despite a generally heavier engine. The smoothness, broad power band, fuel economy, technologically advanced ignition system, and the lowest engine noise levels yet from a high performance two-stroke snowmobile engine. The new Polaris VES 700 twin deserves honorable mention, and this engine will likely outsell the Viper. The VES 800 is still too rough around the edges to be seriously considered. The 570 fan-cooled Suzuki (Arctic Cat) is nice work, but it’s pretty basic. Least impressive new motors? The 800 EFI from Cat was not ready (yet), nor was the 800 VES twin from Polaris.

Best Handling: We’ve learned that things like ski profile, amount and condition of carbide, center of gravity and rear suspension settings have more to do with this than simply front suspension design or geometry. When calibrated properly, the Arctic Cat AWS-V can still be the best handling suspension. The keys are being able to keep the skis on the ground, and this is where rear suspension calibration becomes so critical. With the addition of rear coupler blocks to many of the Cats, they’ve eliminated the rear end squat and annoying ski lift. The result? The best handling Cats in years. They’re back!

The EDGE chassis is slower reacting than the Gen II, not able to carve tight corners like the shorter chassis did. They can have more or less ski lift, really depending on how aggressive the skis/carbide is. Why Polaris didn’t use their better handling Pro-X chassis is a puzzle.
Ski-Doos have been inside ski-lifters for years, but the new dual-runner skis have greatly reduced this tendency. We used to give this award to Yamaha for their flat cornering and predictable response, even if they did “push” some through the corners when ridden hard. There is a fine line between the predictable nature afforded by slight pushing and the constant attention required by a more accurate set-up that does a better job at holding a line. The new SX Viper has quicker steering response than the SX it replaces, and with new skis it is closer in behavior to a Ski-Doo than ever before.

Each brand and model can be calibrated to suit just about anyone; it all depends on the application. The flattest cornering sleds are still the Yamahas, with the Cats now so very close, and the Ski-Doos now much better (we’re splitting hairs here). The looser rear end of the Yamaha track helps to keep the front end flatter, where a more aggressive track can hook up and start to lift a ski (like on the Cats). The EDGE sleds tend to lift a bit higher and more often. Quickest responding steering goes to Ski-Doo, with the new Viper right behind. Forced to choose a single “best handling”, it would have to be the ZRs now that their skis are on the ground more often. As for long tracks, the Polaris RMKs and the Yamaha Mountain Max models corner the best, but do so at the expense of easy maneuverability off-trail.

Best New Graphics: We really like the new graphics and color schemes of all the new sleds, especially when you can get your favorite brand in several colors instead of just one or two choices. Yamaha is about the most reserved in this case, offering blue, blue and red. The “BNG” award has to go to Polaris for their tasteful application of new graphics and color combinations across their entire line. They stuck their necks out and deviated from their traditionally conservative appearances, applying a bit more of their X appeal from top to bottom.
Curiously, even Arctic Cat has entered the “Who Owns X?” battle; there’s a great big “X” on the tunnel of the Cross Country Edition ZRs. Ski-Doo seemed rather disappointed when Polaris showed off their EDGE X model, claiming it was a blatant copy of their MX Z X graphics. Sorry, but nobody owns “X”. While Ski-Doo is trying to lay claim to “X”, Polaris has been using “X” as long as anyone (as in TX).

Best Technological Development: Two new developments really stand out; the Detonation Control System (DCS) from Yamaha and the Smart-ride Suspension (SS) from Arctic Cat. The DCS monitors engine combustion and automatically adjusts ignition timing to avoid engine damage. Imagine, never having to worry about sticking a piston due to lean jetting or poor fuel. It is very interesting to see exactly how hard you have to load an engine to get into the detonation zone, and the different levels.

The computer-controlled shocks in the SS suspension are just about as stunning, providing similar advances in ride control and comfort. Both engineering staffs should be very proud of both of these developments, as should those lucky enough to own a sled so-equipped.

Best Instruments: Hands down, no contest, the LCD cluster on the SX Viper wins this one. Forget about any pre-conceived notions, this thing is absolutely the easiest to read. You know with the quickest glance how fast you’re going, and with only one round gauge to look at positioned front and center the engine RPM data is instant too. Dual trip meters and a host of other LCD functions are sure to be followed with even more data.

Best Headlights: Actually, now that Yamaha finally ditched their single-bulb headlight in favor of the SRX-style on the rest of their line, they’re all pretty good. Forced to choose the best, we were very impressed with the difference between the SRX-style headlight and the new Viper headlights during a late-night test session in the pine trees outside of Cooke City, Montana. This new-again headlight projects a beam that is brighter, wider and deeper. When a sled so equipped is behind you and you don’t have this headlight, you will be surprised at how much better you can see with the aid of the sled behind you!

Best Skis: Our traditional favorite Arctic Cat composite skis has some flexible competition in the new dual-runner “Precision” ski from Ski-Doo. We’ve used Simmons dual-runner skis on many Polaris models over the years for many of the same benefits claimed by Ski-Doo; the main one being the increase in effective front end width and stability. In the mountain sled realm, the offset skis from Polaris perform better than the others. Foul skis? The mountain skis from Ski-Doo, Arctic Cat and Yamaha, and it is totally unacceptable to see metal skis on any 2002.

Best Tracks: For groomed and packed trails, the Camoplast Predator tracks now used extensively by Arctic Cat and on a few models by Yamaha continue to impress us with their traction and braking. The fact you can get a sled from the factory with a 1.25” track is incredible, as Polaris offers this option on XC models with the EDGE rear suspension. We’ve also been impressed with the 1” track on our MX Z 800, the best 121” track offered by Ski-Doo. Mountain tracks become a fickle item. In our experience, we prefer the design used by Arctic Cat; so much so, we install the Arctic Cat 144” x 2” Camoplast track (and rail extensions) into Yamaha Mountain Max sleds, as it is about five pounds lighter than the 141” stock track.

Best Ride Quality: Ever since its introduction, the M-10 has been regarded head and shoulders above the rest. But with the introduction of position sensitive damping, and now the Smart-ride Suspension from Arctic Cat, the gap that used to be as wide as an ocean has now narrowed to more of a Great Lake. There are conditions where PPS and SS actually perform very well in comparison. That being said, we came to Snow Shoot believing that over the widest range of conditions the M-10 provides the greatest benefits and comfort for trail riders.
Yamaha will argue that their skid frame provides less trade-offs (weight transfer, traction, track tension, shock durability, ride height) than the M-10, and each rider will have to make their own decisions based on what is more important to them. We can take any PPS EDGE or the SS Arctic Cat along on a ride with an M-10 on just about any fairly smooth trail that has been groomed recently and have similar reactions. It is when the trails get rougher that the M-10 starts to really shine. When set properly, the issues like transfer, top speed, and ride height become less of an issue. As the trails get rougher, the difference between the M-10 and the others becomes clearer.

The finest riding sleds we tested at Snow Shoot were the Polaris Classic 600 (M-10), XC 500 SP (M-10), XC 700 SP (M-10), the Arctic Cat ZR 600 EFI, the Ski-Doo Renegade 800 and the MX Z 600 X package. The Yamahas that we have traditionally really liked just didn’t work as well as these other new configurations in the bump courses. Yamaha told us they had adjusted the suspensions (pre-load and control rod settings) so they would perform better for lighter riders in the stutter bumps, which affected their performance in our bump course evaluations. Everyone else has also made such dramatic improvements; Polaris added the PPS for 2001, Ski-Doo now has the SC-10 III for 2002, and Arctic Cat has added coupler blocks and has their Smart-ride Suspension for 2002. The Cross-Country ZRs were easily the firmest of all, far stiffer than the standard ZRs, and far stiffer than the Ski-Doo X packages. Polaris did not have a remote reservoir EDGE on hand for evaluation, so you’re on your own on that option.

We’re very curious to see if the production ZRs work as well as what we experienced at Snow Shoot; we were almost in a state of denial that the ZRs were that good with the simple addition of coupler blocks. In the smaller stutters, the Polaris PPS and Cat’s SS models filter the chop to almost nothing, but as the bumps get taller and speeds increase, the PPS starts to loose its composure. This is where the standard ZRs really worked well.

Why Not Sooner: How about power valves on an RMK model (any RMK)? Coupler blocks on the ZRs? A sled like the Ski-Doo Renegade (from someone other than Polaris)? More M-10 options? RER on MX Zs and Summits? Decent plastic skis on a cross country Yamaha? Or, adjustable control rods on a Yamaha? An extra set of idlers on the RMK rails so we get acceptable hyfax life? Adjustable foot wells on the ZRs? How about an actual production four-stroke, or at least a production sled that is equally quiet, with similar fuel economy and less visible smoke? We don’t really care how it is accomplished; the benefits are going to help grow our sport beyond its traditional bounds.

Most Obviously Missing: Yamaha places all their marbles in the 700cc class, yet Arctic Cat can’t (or doesn’t) even play this game. Or; Polaris has more models under 600cc than Yamaha has in their entire line-up without a single sled under 600cc. Why didn’t Polaris integrate their Pro X chassis (wide running boards, higher handlebars, quicker steering response) into the XC line? Higher handlebars on the XCs and Mountain Max? Why was there no remote reservoir XC EDGE for us to test? It is tough to recommend an unknown.

Biggest Surprise: Before arriving at Snow Shoot, we had already been to each of the factory early-intro events, so we had a pretty good idea of what we were going to see and ride for a second, third, or fourth time. One of the biggest surprises was the news from the Arctic Cat dealer show that they were in the process of adding coupler blocks to their rear suspension. Not only was it a surprise to see they actually placed adjustable blocks behind the rear arm to complete two-way coupling, but the fact that they performed so incredibly well. In our mid-sized bump course, the standard ZR 600 EFI was easily the best performing rear suspension; that was the BIGGEST surprise of the week.

Most Suspicious: Nothing smaller than a 600cc triple from Yamaha? They’re up to something here. Push-button electronic reverse on a Polaris? Why would Ski-Doo even license this for Polaris to use? What’s up with the “thong” on the Ski-Doo headlights?

Most Improved: There are two standouts here. First, the MX Zs (all of them) that are equipped with the dual-runner Precision skis and SC-10 III rear suspension act like totally different sleds. Second, the newly coupled Arctic Cats offer greatly improved ride quality and pitch control. We never would have believed the differences just by reading spec sheets, and we still have a hard time believing how good they really worked.

Things That Could Be Better

Cross-Country Windshields: Talking about back to the basics, what’s up with all of these low-height windshields on cross-country sleds? Yamaha had a windshield/handlebar/hand warmer combination that functioned quite well without having that tall-windshield dorky look to it with the mid-height windshields since the ’97 intro of the Pro Action chassis. The 2001 models came with wider bars and new grips, and the result was colder hands. Now on the 2002 Viper, the windshield has returned to the near-worthless category in terms of rider protection. Lower, narrower, and not really all that good-looking, is it the lure of accessory sales or the desire to gain top-end MPH that prompted this direction?

The standard windshields on the Ski-Doo MX Zs are also pretty bad in terms of protection. At least for 2002, they will offer a mid-height one (like the Legend) in a smoke color. Even the Polaris XC SPs with the X package and the Vertical EDGEs sport worthless, low windshields. At least Arctic Cat has enough sense to equip their sleds with windshields that perform and look good, not forcing us to buy an accessory windshield just to make a snowmobile function properly in below zero conditions.

Fastrack Suspension Load Capacity: Being able to set a rear suspension for a wide range of rider weights (without component replacement) is a desirable function. Ski-Doo and Yamaha seem to do the best job at this; the Polaris sleds have a bit smaller range, and the Arctic Cat Fastrack skid frames (without the new coupler blocks) are at the narrow end of the spectrum. Riders much over 225 pounds had better be prepared to install heavier torsion springs, relocate the rear arm, and/or install a set of coupler blocks to keep from bottoming on many of the models.

Ski-Doo ZX Hood Fit: Everyone who owns a ZX chassis Ski-Doo knows it, and so does Ski-Doo. You can’t just drop the hood, latch it and take off. Inspection is required on both sides. Problem is, there isn’t any quick and easy (inexpensive) way to remedy this. This ill-designed part of the hood is a most likely a case of cosmetics taking precedence over function.

Polaris Brake Noise: We actually like a bit of brake noise compared to silent brake; it helps you judge exactly how much braking you’re applying. But the noise level of the current braking system on the Polaris EDGE models is annoyingly loud. If we were to judge the brake noise, we’d say the “singing” of the Arctic Cat Wilwood system is an acceptable amount of feedback.

Yamaha Re-calibration: Nothing brings this one home more than having to re-calibrate a mountain sled so we can ride in four feet of snow in Minnesota. Take a Summit with DPM and install heavier pins in the primary; done deal. An 800 RMK needs flyweights, mains and e-clip position changes; about _ hour, but very easy. EFI equipped Arctic Cats eliminate carb jetting, but as soon as gearing changes go along with clutching re-calibration the job just got more time consuming; we’d almost rather change carb jets than have to pull the exhaust and open the chaincase. Yamaha? Just about every possible thing that could be adjusted needs to be adjusted. Sure, they run really good once you’re done, but our Yamahas sit while the others get re-calibrated. Everyone should learn from Ski-Doo’s example.

Metal Running Board Grips: We love running board traction, just not metal ones. Metal running board grippers are easier to integrate from a manufacturing standpoint, but we remove them and install plastic “Sno-Slips” on every sled we can. The metal cheese graters can destroy Gore-Tex suits and leave raspberries on your leg.