2006 Arctic Cats saw some changes to their clutching system, with the addition of larger diameter secondary clutches on some models. The Firecats and 900s were fitted with the larger secondary, but they also received a smaller diameter primary clutch as well. According to Arctic Cat, this was done to take out some of the overdrive and improve drive belt efficiency, which would improve belt life.

The larger diameter secondary was not found on the Crossfire or M-Series models, as it makes drive belt changes very difficult due to the lack of clearance (tight fit).

Overall, these changes appear to have made negligible performance differences in the field. In theory, the low end performance should have improved, but this didn’t appear to be the case in real world testing. Drive belt durability does seem to have improved, however.

Now in its third full season of being offered in the REV platform, the Ski-Doo Summit Adrenaline gets even better. Lighter is always better in the minds of mountain sled riders, and Ski-Doo mountain sled engineers have been looking at ways to reduce the weight of the Summit models while retaining durability and keeping production costs in line. The result of these efforts is an aggressive weight loss program that trims 15 pounds from Summit Adrenaline and Highmark packages, and 20 pounds from X-package and Highmark X-packages.

The biggest weight savings come from the new skis (4.4 lbs), rear suspension (4-5 lbs), seat (4-5 lbs, depending on type), the elimination of the rear heat exchanger (and all of the fluid in it), and a smaller taillight and no rear rack (good for three pounds). They even gun-drilled the countershaft. Highmarks and X package also get 4130 chrome moly a-arms, good for another 3.5 pound reduction in a critical area; the front suspension.

New skis, again. This is one area where the technology, or knowledge, keeps evolving. Ski-Doo was still sorting through the details of their new Pilot 6.9 ski back in March, but what should be “final versions” showed up at our shop about mid-April.

The goal was to make a wider offset mountain ski to improve vehicle flotation without compromising the vehicle width. Each ski weighs in at 5.6 pounds, is 6.9” wide (thus the Pilot 6.9 designation) and is a full 42” long. It uses similar square carbide runners with angled studs as the new Pilot skis on the other 2006 Ski-Doos, and there is no metal bridge to attach to the spindle; the bridge function is now integrated into the plastic.

You’ll also find new seats as part of the diet. This new, simplified seat is found on all of the Summit Adrenaline and Highmark models and weighs 1.3 pounds less than the 2005 version. Summit X and Highmark X models are fitted with the new 440 racing seat.

Under the hood, the Ski-Doo roller secondary clutch is now standard on all Highmark and X packages, providing a major improvement in backshifting – especially when unloading off bumps.

A nylon spacer has been added to the TRA-III drive clutches, this to eliminate any contact between the sheaves at full shift out.

Getting all of the power to the ground is now more efficient with dual 10-tooth heavily reinforced internal/external track drivers. The big benefit here is the significant reduction in rolling resistance. This driver arrangement allows the track to be run with less tension (friction), thus more of the power from the engine ultimately makes it to the track and to the ground, propelling you faster, higher and easier along your way.

Another “quiet” improvement is the fact that all Summits now have “tipped up” rails to increase the speed and reduce the effective track length when on firmer snow conditions. In typical packed trail conditions, this feature can make the sled “feel” shorter than it really is by relieving some of the pressure at the rear of the rails, yet out in the powder the length is all there. A subtle yet noticeable improvement.

One area where Ski-Doo has an advantage is with their wider 16” tracks and larger footprint for each given track length. Two new tracks hammer this home, a 162” x 16” x 2.25” and a 151” x 16” x 2.25”. The 162” x 16” has 2592 square inches of surface area on the snow, where a competitive 166” x 15” track has only 2490 square inches of surface area on the snow. This means you get even more flotation, along with the benefits of a shorter track (wheelbase, tunnel). Maneuverability is better, turn-outs are easier, basically the best of both worlds. Add to this the fact that the added footprint is not simply extra length catching and working the same snow, but added width that captures new and previously untouched (un-compacted) snow, an added advantage.

Ski-Doo is also bringing “relieved” tracks to the OEM world with their lightened Challenger tracks with two holes per bar in the center. Think of a snowshoe and all of the open area and you’ll get the idea. This reduces the rotating mass of the track by another two pounds, which dynamically amounts to an even greater benefit in terms of performance.

Summit Adrenaline and X models are all REV-based, available with a 600 SDI, or new for 2006, a PowerTEK 800 H.O. Riding in the mountains is now cleaner and more fuel-efficient than before, but with no power penalty and only slight weight gains with the added complexity. Bottom line, these 2-strokes automatically adjust for variations in altitude, temperature, and all sorts of conditional changes. About all you need to adjust is the clutching as the elevation changes dramatically, and this often consists of a simple TRA clicker change, with a pin swap at worst. There currently is no sled that makes it easier to go from low elevation to high.

All Rotax 800 H.O. engines now benefit from the PowerTEK engine management system’s higher fuel economy, reduced emissions and crisper throttle response. All engines with PowerTEK exceed 2006-2010 U.S. EPA standards. This electronically-enhanced 800 H.O. made its debut last season on flatland sleds, and is now offered in a higher compression version for the Summits (13.25: 1 vs. 12:1) to compensate for the reduced cranking compression at higher elevations. Power should remain in the 140 HP arena, and with the light weight chassis the performance is about as solid as you can find. Sleds with more power all weigh heavier, making the Summit 800 one of the best deep snow sleds in the biz.

Features include a throttle position sensor, electronic RAVE power valves, a knock (detonation) sensor and an enhanced MPEM “brain box” to crunch all of the new data inputs. This is still a carbureted engine, but riding one you’re hard pressed to know there are carbs under the hood as throttle response and the auto-calibration makes the PowerTEK crisp and clean throughout the powerband.

The Rotax 600 H.O. SDI engine package is now in its third year, and most all of the (minor) development issues have now been taken care of. Power is respectable, but not quite the highest for this class, at about 115 HP. More importantly is the spot-on running quality and consistency, from day to day as well as up and down the mountain. The fully-computerized injection system monitors various sensor inputs and adjusts the engine to perform reliably and efficiently, via multiple outputs; fuel injector timing and duration, ignition timing advance, and exhaust valve timing and positioning. It even monitors and adjusts for detonation, caused by poor fuel or whatever.

Ride Impressions
Last season the Summit models didn’t see many changes, so the upgrades for 2006 are very welcome. The Arctic Cat M-7 sort of put the screws to the weight issue, thus the diet. The Summit REV is where the rider forward ergonomics took root with the mountain riders and is now almost a must-have feature for active and stand-up riding. The difference this makes in terms of agility and quick responsiveness is profound, to the point that it takes some getting used to after riding anything else. With your hips above your knees, you can quickly and easily pop right up off the seat and make whatever maneuver you need to, standing, leaning, whatever, and this makes such a huge difference when boondocking and cutting through unmarked terrain. But, at the end of a long day it would be nice to be able to stretch your legs out and sit back and relax. Shorter riders don’t notice this as much as taller ones do.

The 16″ wide tracks continue to make these sleds float where others struggle. We’re believers in this track design, especially since Yamaha validated the concept by going to a 16” wide track on their new Apex Mountain. It adds measurable flotation for each length and allows you to choose a shorter platform with the same or more footprint than the competition. In most every condition it works better than a 15″ wide track due to the extra inch of snow that its churning.

One thing we used to struggle with is the fuel capacity, as 10 gallons used to be too lean, but with the more efficient engines the tables have now been turned. Usually if a REV is carrying extra fuel, some other sled is using it. Every one of these should carry the trick gas can in a rear rack; every Summit REV needs one. With that said, the Summit Adrenaline 800 H.O. continues to be the most complete and well-rounded mountain sled, and doesn’t leave anything on the table in terms of performance. Big dogs with more power will climb higher, but this one will take you more places with less effort.

With three track lengths to choose from, it is more a matter of how high do you want to go and how deep is the powder. Depending on the conditions, the shorter track lengths are better all-around sleds while the longer ones float better in the deep. Shorter, lighter riders could find the 144” adequate in all conditions. The 600 tends to run out of power at higher elevations, the 800 goes most anywhere. X-models add better shocks and a more aggressive shock package along with better brakes, but are only offered during the spring. Not to worry, the Adrenaline models cost about $500 less and climb just as high.

The 2006 Summit Adrenaline 800 H.O. PowerTEK 144” retails for $9,149 and the 151” at $9,449, and the 144” 600 H.O. goes for $8,399.

Some riders want the fastest. Some want to climb to the highest points. Others want the best cornering. And a large number want to be comfortable. They want the best ride quality available, a sled that will soak up the bumps on a weekend afternoon, or on a several hundred mile ride. They want to be able to stand up at the end of the day and not feel like they’ve been beaten with a stick.

But they don’t want to be on a “slow” machine either. They want all of the new bells and whistles, great power, responsive handling, and yes, the best ride quality available. Well, here it is. The 2006 Polaris Classic 700.

Forget your mental image of what a Polaris Classic used to be, this is one serious scooter. Polaris took their rounded IQ RMK styling and cosmetic appeal and matched it to their a-arm IQ platform, with a 128” track length and world-famous M-10 rear suspension, the undisputed ride quality king.

This is a new 128” track length version of the M-10, slightly longer than the previous 121” standard. Polaris tells us they went to this slightly longer track length to compensate for the smaller “footprint” the M-10 has compared to other suspensions. The 128” M-10 has about the same amount of track on the ground as their other 121” suspensions. The benefit here is you don’t lose any traction to the 121” sleds, but you gain the stability and ride quality gains of the slightly longer wheelbase. Matched to a Camoplast Ripsaw 1.25” lug height track, traction is not an issue on these M-10s. The tunnels are slightly longer that what we find on the Fusion models, with the stylish clear tail light and a nice storage compartment in the rear.

This is the only IQ Classic with a 2-stroke, but this one rips with the fully EPA-compliant Liberty 700 H.O. Polaris calls it a “700”, but it is actually a 755cc engine based on the 2006 Liberty 900. Using the same 80mm stroke, smaller 77.5mm pistons make this engine pull hard down low and deliver 95 foot-pounds of torque, with peak output a stout 138 HP!

Power delivery is linear and great for all around riding. There is nothing peaky about this engine. It features four injectors, delivering crisp throttle response and superb running quality. Two additional injectors have been placed in the rear wall of the cylinders for a total of four, delivering excellent running quality. As with the 900, it automatically adjusts for fuel, elevation, temperature, and features the Polaris “Digital Wrench” diagnostic system. The forward intake and exhaust allow for centralized mass placement in the chassis, just like the 900.

Curiously, the 700 has an under square bore x stroke, so the piston speed is fairly high, but this makes for some incredible arm-stretching torque. The torque comes on quick and is broad and flat; it makes you wonder why they didn’t call it an “800”! It pulls hard out of the hole and through the midrange, it just doesn’t have that warp-speed top end of the 150 HP mills on top end. For most mortals, this engine is plenty strong and fulfilling.

Polaris also explained there were some emissions benefits to using a long stroke small bore combination, and emissions compliance is a huge factor for the sled makers from this point forward.

Polaris made some serious upgrades to the entire IQ platform that is found on all IQ sleds for 2006. All IQ models feature the Polaris exclusive canted a-arms, something they’re really proud of, and should be. The IQ front suspension is the most predictable and consistent performer, and gets better with new spindles that reduce the caster angle by four degrees for more precise steering and reduced push in the corners. A slimmer spindle reduces the chance of frontal impact and drag through deeper snow. A new ski enhances handling yet again, and accepts both dual and single carbide runners.

All IQ models are fitted with the Rider Select adjustable steering column, but some models have removed the two far forward positions that were deemed un-needed (Classic and Touring models). The system is improved with a new sliding cover that reduces engine compartment noise, and easier to use locking mechanism, and flatter handlebar rotation (less impact with your legs at full crank).

Ride Impressions
Polaris took it on the chin for some of the detail issues on their first IQ models last season, but now with another year of development under their belt the current rendition is worthy of your consideration. One could argue it is pretty much a Fusion 700 with an M-10, but there’s more to it. Some riders prefer the taller windshield and mirrors. The blue hood and seat are pretty sweet, too. Electric start and push-button reverse? Standard. Then there is the RMK vs. Fusion styling.

The 700 (755) engine pulls hard and is sure to excite, and should provide exceptional fuel economy (we’ll see). The styling is fresh, the ride quality impeccable, and the handling about as dead-nuts perfect for riding groomed trails as you’d ever expect. If the steering is a bit light for your taste, swap out the dual-runner carbides for a set of singles and carve away.

The longer M-10 and Ripsaw track are stellar, as is the digital gauge cluster. The rider protection is taller and wider than other IQ models, making it great for long rides on cold days. We did notice there is no preload adjustment on the rear track shock other than replacing set length collars; the Full Range Adjuster is your means of set-up for various riders, but two optional collars can increase preload if required.

Yes sir, this is a sleeper in the 2006 Polaris line-up, major. It is unlikely dealers ordered enough of these, as it is the shortest RMK-style IQ you can get, and the only 128” one with a Liberty two-stroke. If you don’t like the Fusion styling, buy this one right now as it is certain to be in short supply once everyone figures out it is the only way to get this combination. PERC reverse, pull-and-go CleanFire Injection, electric start, decent mirrors, excellent rider protection, adjustable steering column, exceptional ride quality and handling. Wow, hard to believe!

The 2006 Polaris IQ Classic 700 retails for $9,299. Or, if you prefer a 4-stroke of similar power, the turbo-charged FST Classic goes for an impressive $9,199.

For 2006, Polaris has an all-new line-up of IQ chassis Switchback models with two 2-stroke engines; a seriously re-worked Cleanfire Liberty 900 and a screaming 600 H.O. with carbs that is 15% cleaner than the industry baseline. Gone are the Switchback EDGE models.

We give Polaris credit for starting the concept of hybrid, or crossover models. The 121” track length has long been the industry standard for trail sleds, and it wasn’t that long ago (2001) that 136” was still a standard track length for mountain sleds. For a very long time, Polaris offered their “SKS” (Snow King Special) models in a 133.5” track length (still one of our favorites). This length became somewhat of an oddity, so the SKS models graduated to a 136” track length (and later 144” as Switchbacks). Some Minnesota dealers found that 1/3 of all their yearly sales were SKS models. Why? The longer wheelbase afforded added stability, flotation, ride quality, storage and cargo capacity, and the tail wasn’t as apt to pass you on icy corners.

Fast forward to 2005. Polaris introduced their new IQ platform, with two body styles; Fusion and RMK. Mid-season Polaris introduced a limited-build IQ Switchback 900 with a 144” track length.

144”? The attraction to 136” is that this length is half way between 121” and 151”. Track length and tunnel length. It really isn’t the 144” track length that is a problem, as the Switchbacks are fitted with tipped up rear rails. The rail tip-up starts at the idlers where the rear arm mounts to the rails, so it can act even shorter than a 136” sled when riding in packed snow conditions. According to Polaris, this provides “short track handling with long track benefits (smooth ride / floatation)”. To a point, it does.

Our gripe is with the super-long tunnel. Polaris didn’t want to have to make a unique tunnel for this sled, so the 144” track and suspension is fitted into the same tunnel as a 151” RMK (parts commonality). So now instead of getting a cross-country sled that is between a 121” and 151” we have the sled length of a 151”. Fine and dandy to reduce production costs, but the snow flap is a long ways away from the track, and the sled looks very long when compared to a 136” from the competition.

So, is 144” better than the 136” length? If you are in deep powder, the added length really does help, or you can easily install a 2” deep lug track and pretty much have a 144” RMK. If this is how you use your Crossover sled, then it is a bonus. But for many (most) Crossover buyers, the length is more of an inconvenience than a bonus unless the snow really gets deep. Few riders buy this kind of sled to take out west for a week or two, most of those riders have an actual mountain sled for that purpose.

Enough on the length. This is a Camoplast Predator-style lug pattern, very capable and durable 1.25” lug height. The uncoupled rear suspension transfers weight very well, so holeshots and acceleration are quite strong and impressive. The rear suspension components don’t appear to be as beefy as what one typically finds on cross-country sleds, but this doesn’t seem to be much of a problem unless maybe if you’re into jumping your Switchback. Fox shocks all around soak up the bumps, with a Fox Zero PRO with a compression-adjustable remote reservoir in the rear (why not the center if we’re moving the rider forward?)

Up front, the Switchback is (basically) a Fusion front end and a stable 42.5” stance. The exclusive canted a-arms make the front suspension predictable and consistent. Those familiar with the “feel” of a Polaris EDGE will be impressed with the similar handling character and confidence the new a-arm suspensions. Steering effort remains light and easy, not demanding, both on and off trail.

New for 2006 spindles not only look slimmer but work better as well. The caster angle has been reduced by four degrees for even more precise steering and reduced push in the corners, as well as reducing the load input into the control arms. The slimmer profile presents less drag in deeper snow, also making it less prone to a frontal impact. Our guess it is less expensive too, being a cast piece instead of machined. Saddle-less composite IQ skis are different from what comes on the RMKs, with single runners and more precise steering.

The Polaris-exclusive Rider Select adjustable steering column allows the rider to adjust the steering column position to one of seven positions, for handlebars that are low and back, high and forward, or in-between. Rider Select has been improved for 2006 with a new sliding cover that reduces engine compartment noise, an easier to use locking mechanism, and flatter handlebar rotation (less impact with your legs at full crank). The arc of rotation was a complaint on the 2005 IQs, so now the bars are 1/4” taller, and the outside edges of the bars will now be 3/4” higher at full turn for an added mechanical advantage, helping make the sled easier to turn going down hill.

Seeking to lower the vehicle center of gravity and eliminate a “top heavy” sensation, the jackshaft and secondary clutch are 3” lower and the chaincase is now 3” shorter. This means the lower left cargo stow is gone, but eleven pounds of mass is three inches lower and it’s three pounds lighter. The lower cg reduces the “top heavy” feeling from last season, and improves handling as well.

These changes also reduce the belt pull angle, so there should be less belt slippage and heat generation, with improved efficiency and belt life. We’re told there will also be a broader range of gearing combinations now afforded by the shorter chaincase. The track driveshaft was actually raised slightly to improve durability (prevent specific landing impacts). Other tweaks include a Vespel (nylon) chain tensioner (slider block) for quieter operation and improved chain life, and a nylon chaincase cover with an oil level sight glass that is visible from the footrest so you can visually check the chaincase oil. Cool.

The list of detail changes continues. The windshield is 4” taller for added warmth, and the removable rear seat is an RMK base but with a Fusion top profile. The side panel tabs are thicker and stronger with more positive engagement. Snow ingestion has been reduced via a headlight foam seal, a plenum foam seal to the hood and a foam seal at the hood opening to airbox. An improved airbox rubber seal provides a better fit and is of more durable material, with a reduced chance of drawing power-robbing (warm) underhood air into the airbox.

Let’s talk torque. The high-torque long-stroke Liberty 900 twin gets enhancements for 2006; the biggest news is found in the CleanFire fuel injection system as each cylinder gets a second injector, placed above the existing injector in the cylinder wall for improved low speed operation. This addition allows for greater calibration capability; starting and running quality is improved, as is throttle response and fuel economy, now making this engine EPA compliant. Enhanced cylinder porting and a lighter flywheel boost peak output by 3 HP (now up to 152 HP) and improve throttle response. Directional motor mounts better isolate engine movement to help keep clutches aligned, but she still shakes some. Pistons now have stronger skirts and domes for improved durability.

The difference in running quality these changes make is noticeable, but is it enough? It is quicker to rev up, with noticeably quicker acceleration as it reaches peak operating RPM faster. Engine starting and running quality has improved, as has the throttle response. Fuel economy should be greatly improved as well, as any engine that meets the EPA 2006 requirements all on its own (without averaging) is going to be better in this regard. Gains of 25% have been seen in controlled dyno testing. The high-pressure injection system atomizes the fuel better, helping to make this mill 40% cleaner than the industry baseline so it should be fully compliant by itself up to 2010. The “software”- ECU mapping of the ignition and fuel delivery – also continues to evolve. With the plug-in Polaris Digital Wrench capability, such software upgrades can now be performed by a dealer in a matter of minutes instead of having to send in the ECU for reprogramming.

In addition to the 900, new for 2006 is the carbed Liberty 600 H.O. This engine freaking screams for a 600. It’s “conventionally” mounted with the exhaust up front and the carbs on the rear. Based on the 440 race engine with a high flow intake system, redesigned cylinders and “W” shaped reed cages let this baby breathe. Electronically controlled solenoids actuate the VES power valves, helping make this mill 15% cleaner than the industry baseline. Power is a class-leading 120 HP at 8250 RPM, with 77.1 foot-pounds of torque. Yes, DET and PERC are standard. Sweet.

Ride Impressions
The Switchback is aimed at the Midwest and eastern rider who spends a fair amount of time off-trail as well as on trail. The longer 144” track length adds flotation and aids ride quality bridging the bumps, tipped up rails give it a shorter wheelbase in packed conditions. All of the upgrades to the IQ chassis are here, too, but perhaps most surprising is how well the 600 H.O. Switchback works for groomed trail riding. All of our test riders were totally impressed with the 600 H.O. in this chassis, it cornered as well as any of the Fusions unless it really got tight and narrow. Really. While the 900 adds about 30 HP (120 vs. 150), it adds forty pounds (488 vs. 528, dry weight specs). It pulls like a tractor, but the 600 H.O. is the stand-out, especially for the price.

The Switchback 900 retails for $9,999 and the Switchback 600 H.O. goes for $8,199. Both are offered in blue with red accents, or a red/blue racer graphic package.

Last season Yamaha introduced their 120 HP three-cylinder 4-stroke in the RS Vector, and all of a sudden 4-stroke became mainstream. Instead of being an oddity or a hyper-powered rocket, the RS Vector was aimed at the heart of the market, the 120 HP class. Owners went wild with the package, and if there was one thing they asked most often, it was “why can’t I get a Vector with the Mono-Shock RA rear suspension?”

Ask and we shall receive. In addition to the base-model RS Vector (recently named a Consumer’s Digest Best Buy), Yamaha now offers us the Mono-Shock RA rear suspension in the RS Vector ER and the pimped RS Vector GT. They all have electric start, but the ER and GT get reverse added along with the Mono Shock RA rear suspension. The GT takes it one notch further for even more calibration control with a set of mighty trick GYT remote reservoir clicker-adjust shocks on the front suspension.

The base RS Vector is very similar to the 2005 intro, fitted with the excellent ProActive torsion spring rear suspension. While similar in appearance to the torsion spring suspensions used by the other three sled makers, this one has many detail differences. A “floating link” connects the front and rear shocks and varies the shock speeds to optimize the ride. A three-position Bottoming Stopper changes the contact point of the long arm of the torsion spring, providing a higher rate at the end of the suspension travel for improved resistance to bottoming.

This suspension strokes nicely, and is actually easier to set really soft in comparison to the Mono Shock RA. Does this mean the Pro Active is softer overall? Not really, it can also be set very firm (a re-calibrated version is in the Nytro) so the window of adjustment is actually broader. It is still a two-way coupled suspension, and you can still adjust the amount of weight transfer, but as you increase the transfer the overall suspension action will become softer. Compared to the Mono Shock RA, adjustments to the weight transfer on this suspension will have more of an effect on the ride quality.

Usually base models are fitted with junk shocks, but the RS Vector has aluminum body HPG shocks on the rear arm and on Yamaha’s second-generation front suspension. This front end (with a slightly higher roll center) demonstrated last season greater stability and flatter cornering than the original RX-1. This front suspension is now also found on the Apex models as well.

Other tweaks for 2006, compared to the 2005 intro, include new brakes, wide floorboards with traction, and a lighter magnesium chaincase cover. Ounce by ounce, weight is trimmed away.

RS Vector ER
Last year we wondered why we couldn’t get the Mono Shock RA rear suspension in a Vector; here it is! The RS Vector ER ($8,699) adds $700 to the price tag for the addition of reverse and the Mono Shock RA rear suspension. This suspension provides remote adjustability for tuning to the conditions or your riding style, and delivers superior ride comfort without sacrificing weight transfer characteristics.

Right there on the left side of the tunnel is a great big dial (Remote Damping Force Adjuster) with 20 clicks of damping adjustment, allowing you to set the ride comfort for weight, style or conditions.

The RA damping dial controls both compression and rebound damping of the 46mm aluminum body KYB shock, with each position making a real difference. Each click has more affect on the rebound damping than compression, providing a 30% range of adjustment. This can be used to select ride comfort based on riding style, conditions or rider weight. Spring preload must first be set, using a measurement on the control rod to determine proper ride height. A new style control rod also lets you adjust the amount of transfer, with little affect on the ride quality.

By making the ride and transfer adjustments more independent of each other, this design provides improved acceleration, improved throttle response and brings back more of the three-way steering behavior. This is a key difference from this suspension to all others – the main benefit of the Mono Shock rear suspension is the ability to adjust the ride quality independently of the weight transfer.

RS Vector GT
One notch higher yet is the Vector GT, aimed at the groomed trail veteran who wants all of the four-stroke benefits but also wants to be able to have greater control over the suspension calibration.. This premium scooter is trail sled deluxe, fitted with the Mono Shock RA in the rear and GYT-R clicker piggyback shocks up front for the ultimate in suspension adjustability and comfort. The range of adjustability is truly impressive, set it soft or firm, you decide.

These GYT-R piggyback shocks offer 12 clicks of compression damping adjustment (providing a 30% range of adjustability) and 20 clicks of rebound damping adjustment (and a 70% range of adjustability) for the ultimate in suspension tuning capability. The piggyback reservoir adds oil volume and resistance to fade in extreme riding conditions. Combined with the 23-position adjustability of the rear suspension, the GT lets you really dial in the calibration to your liking. And it works.

Genesis 120 4-Stroke Engine
The three-cylinder Genesis 120 4-stroke earned great respect in its first season. Yamaha calls this a long stroke design triple, with a 65mm stroke (compared to the 58mm stroke of the RX-1). Yamaha was seeking a more compact engine design, and the overall engine profile is a bit smaller. A balancer shaft helps cancel vibrations for smooth power. Magnesium covers (oil pump cover, cylinder head cover and crankcase cover) all help to reduce overall weight, making it a full 22 pounds lighter than the RX-1 engine. The engine is tipped back 7 degrees more than the RX-1, providing a more-centered engine mass.

Since this engine spins at a lower rpm than the RX-1, it is fitted with four valves per head, driven by dual overhead cams. Yamaha tells us five valve heads make very little difference in lower revving rpm engines, thus the four valve head is best suited for this package. Torque peaks at 7000 RPM, with HP peaking at 8600 RPM, making this thing pull like crazy! The primary clutch mounts directly to the crankshaft, so there’s no gear reduction unit. This direct clutch mounting saves weight, as does trimming a cylinder. The oil pump cover, cylinder head cover and crankcase covers are all made from magnesium, being lighter than aluminum.

Of course, you get all of the 4-stroke benefits; 4-stroke reliability, excellent fuel economy, less smoke & smell and standard electric start, with the exhaust routed under the seat and out the back. Three Keihin 40mm constant velocity carbs provide improved throttle response vs. Mikunis, and are fitted with a throttle position sensor and are liquid heated with impressive response and fuel economy.

Riding Impressions
On groomed trails, owners of last year’s model report extraordinary fuel economy and durability. Momentary engagement of the TORS throttle safety system was about the biggest problem, along with some stray noises from the primary clutch (both of which have been addressed by Yamaha service). Fuel economy reports of 15-19 mpg were common, with some misers getting 20 mpg.

Our riders like these models on groomed trails, but as the trails get rougher and the ride gets longer we still experience more fatigue than on the other sleds from throwing around the mass. Many days you don’t notice it, and Yamaha is quick to point out it is only a few pounds heavier than competitive models, but we compare it to the F6 and it is heavier, period. Ride them side by side for 300 miles in the rough and you’ll realize these are trail sleds, not cross country racers. The seating position is traditional, no rider forward ergonomics here.

From a durability, quality, reliability (DQR) standpoint, the Vector models are rock solid. More (any) storage would be nice, but here you can turn the key and go in complete confidence with Yamaha predictability and reliability. The 4-stroke benefits are undeniable. Clean and quiet with broad power; as consistent and reliable of performance as you can get. No need to add smelly oil. Excellent fuel economy. Smooth engine. Snappy throttle response. Broad flat torque. It’s all in there. High-mile riders are hard pressed to find a better trail sled.

We’re not totally convinced the Vector ER is worth $700 more than the base model, as the actual difference in suspension performance isn’t as great as one would suspect. When we add another $300 to the Vector GT, we end up with the better package of the three, providing reverse, trick shocks up front AND the Mono Shock RA rear suspension for $1000 more than the base model. Getting these two shocks for only $300 is a STEAL! The GT truly is the gem.

The 2006 Yamaha RS Vector retails for $7,999 – this model provides one of the best values in all of snowmobiling. The 2006 RS Vector ER goes for $8,699 and the outstanding RS Vector GT goes for $8,999.

Normally it goes something like this. You really like how fast and easy to maneuver (throw around) your Firecat is, but you sure would like to have reverse. And being able to carry a bunch of gear would be nice. If the suspension was a bit smoother, that wouldn’t be bad either. A taller windshield for those cold January riders would also be nice, and maybe the mirrors are a want. Maybe not.

But you’re not going to give up one ounce of power or torque. Nope. You still want the thing to rip when you get into it. And have fun doing it.

Thus the Sabercats. The Sabercat provides Arctic Cat riders with the engine performance of a Firecat, but with a seating position that is more traditional and a suspension calibration that is more comfortable. Numerous bells and whistles make the Sabercats more comfort sleds than their Firecat brothers; things like electric start, reverse, mirrors, and a huge removable storage compartment at the rear of the seat! Most obvious is the position sensitive rear track shock that deliver a super-cushy comfy ride in trail chop, yet is surprisingly capable in rough trail conditions. It transfers weight well, rides good, and the handling remains quick to react, almost an extension of your body, making you think you are such a good rider.

Sabercats come in many sizes and versions; the value-priced Sabercat 500 EFI comes with a position-sensitive rear track shock and a high windshield while the LX models add electric start, reverse and mirrors. There’s also a 700 EXT with a longer 144” track length for added stability, flotation and ride quality as well as added cargo capacity.

They boast many unique innovations, ranging from the first laydown engines with centralized mass to the narrower tunnel and tracks for weight reductions to their sixth version of their A-arm front suspension (while others are on their first and second versions), to the cold air intake in front of the windshield. Sabercat models also feature the Arctic Cat exclusive ACT Quiet Track feature where “wedges” are molded into the track belting to reduce track noise and vibration caused by the idler wheels dropping into the valleys and rolling over the internal track reinforcement rods. It is a subtle, yet measurable and noticeable improvement.

The Sabercat models are relatively unchanged for 2006, with the biggest difference being in the 500 and 600 class engines. Engine options this season include an EFI-enhanced price-point 80 horsepower 500 (non-APV), a revised 118 horse screamer 600 EFI II, and the world-famous lay-down 700 Firecat engine with an incredible 140 (OK, 137) horsepower. Most everybody should be familiar with the Arctic Cat 700 engine by now, as it redefined the 700 class in terms of power and acceleration. The laydown design places the engine mass as far down and back as physically possible for a low center of gravity and centralized mass.

This is where much of the agility and responsiveness comes from. The intake is at the front of the hood, allowing cold air to be drawn into the engine for even more power.

While the 600 and 700 engines are the same as found in the Firecats, this 500 is not the same engine. Firecat 500s have a tricked-out 105 HP mill where this one is aimed at price and fuel economy. This is a non-powervalve 500, designed for economy; fuel and pocketbook. It produces a respectable 80 HP, making it well suited for less experienced riders or those who don’t need to break the speed limit to have fun. This brings the benefits of a light throttle pull, reduced emissions and improved fuel economy to this segment. This engine package was highly requested by Arctic Cat dealers and consumers.

It is with the 600 class that we find another enhanced engine package for 2006, the “600 EFI II”. This “next generation” throttle body fuel injected two-stroke adds the Arctic Cat EPTS (exhaust pipe temperature sensor) to the ECU inputs, providing tighter control over the engine’s operating variables. Carbon monoxide emissions are reduced by 25% with this engine package, as the ignition timing is the main element that is varied with this new input. Cold driveaway characteristics are also improved, as the ECU compensates for the lower exhaust temperatures. Acceleration is also enhanced in most situations, and definitely more consistent across the board. This is, for the most part, the same EPTS system that has been featured on various 440 race engines and the carbed 500 for the past few seasons, initially used for performance benefits, but now tapped for the emissions gains as well.

All Sabercats feature Electronic Fuel Injection (EFI) that provides easy throttle pull, something some riders would never give up. It starts religiously on the first or second pull, and automatically adjusts for all environmental issues with the exception of bad gas, this due to the lack of a knock sensor.

Ride Impressions

While the Sabercat models have added convenience features, the basic performance difference between them and the Firecats is the suspension calibrations. Firecats offer a taller “SnoPro” calibration and a lower cg “Standard” calibration, so the actual difference between a Standard Firecat and a Sabercat is less than you’d suspect. The position sensitive rear track shock adds to the comfort and compliance, but does make a Sabercat less capable of all-out high-speed duty. You’re going to have to really push a Sabercat hard to find the limits of where a Standard Firecat is going to do better. Keep it on the trail and it’s at home, air it out along a ditchline and you’ll discover the difference from a Firecat.

Big riders really like the seat; it’s not cramped, there’s plenty of room to move around and do your own thing. The Sabercat seats you a bit lower and back, where the Firecat (standard) brings you forward and up slightly, the Sno Pro a bit more so, and the Crossfire (M-Series chassis) brings you even higher and further forward yet. The handlebars are an extension of your arms, but many riders find them to be too low so consider a riser block. The gauge is large and easy to read, even at warp speed, with big digits.

Sometimes it’s the other features that make riders go for the Sabercat. Think of it as a Firecat with extras that make it better suited for logging thousands of miles. Since the Firecats added the ACT Diamond Drive gearbox, reverse isn’t even an option unless you find one of the oddball chaincase (& reverse) equipped Firecats, something a number of riders simply will not do without. The taller windshield and awesome rear storage compartment are also trail-rider delights, far better suited for those day trips and safaris that require extra gear to be carried. This is one of the best cargo boxes offered, as it comes off quickly so you can carry the whole thing inside instead of having to pack and unpack it out in the cold. The seat also pops off with two clips (unlike the Firecat) with belt and plug storage underneath and ease of drying out.

The ride quality is as good as you’ll find in the Cat line-up (for this track length). Transfer is controlled, yet adequate, and in the bumps you feel the travel stroking and working. If anything, the front arm seems to bottom more than it does on other brands. The handling is as aggressive as the carbides you put on it (and skis). Box-stock the runners are docile, with light steering effort. Better runners make it more responsive. Better yet, a set of Starting Line Straight Line Tracking skis are a nice match.

With the addition of the outside idlers in 2005, there seems to be no lack of stability with the narrow 13.5” track. This remains a unique feature that aids acceleration and lightweight flickability, something Cats are so well known for. Less rotating mass to accelerate, quicker pulls. On packed trails, no problem, but pushed to the limits of deep snow performance and the missing width is noticed.

Turning radius is also an issue; good thing you have reverse, because the combination of the 128” track length and how far the skis crank keeps it from quick turn arounds in tight quarters.

We logged nearly 3,000 miles on our Sabercat 700 LX last season. We installed bar risers (the stock handlebars really are quite low) and SLP skis (we don’t care for the staggered dual-carbides) and aluminum cam adjusters (the stock plastic ones are total garbage if you adjust them with any frequency). It never fouled a plug, never blew a drive belt, and other than having a bracket for the battery come loose it was very reliable. The high windshield, rocket ship performance and exceptional ride quality make it a favorite among our test riders for trail riding. The mirrors remind us how nice it is to not have to spin your head around to see if there’s anyone behind you. The storage compartment gets an “A+” for trail sleds, we can carry extra oil, water bottles, dang near everything you’d ever want to bring with you. The reverse gear was not as simple and as light as the PERC or RER systems, but it performed flawlessly and was as smooth as any mechanical unit we’ve ever experienced. The noise level was OK, but not as quiet as the Ski-Doos or Yamahas.

The 2006 Sabercat 500 EFI goes for an incredible $6,199. The Sabercat 500 LX (electric start, reverse & mirrors) lists for $6,899. The Sabercat 600 EFI LX goes for $8,499, but we’re talking 40 more HP! The Sabercat 700 EFI LX goes for $9,199, and the 700 EFI EXT (144”) goes for $9,399. The 500 and 700 EXT only come in black, while the LX models are all offered in black, red and green; of course.

For 2006 Arctic Cat is returning to the track with what they hope is the toughest, most durable Sno Pro 440 to date. The 2006 Sno Pro 440 claims to deliver an unmatched power-to-weight ratio in a chassis that will provide better cornering and suspension capabilities. Arctic Cat race engineers have been working non-stop to refine and improve the components that win races.

Key Features include:
*An all-new, three position, adjustable steering post angle allows two forward positions for racer comfort and mobility.
*Suspension components have been upgraded in the front and rear which increase handling capabilities in rough terrain.
*Quicker throttle response, enhanced bottom end, and increased horsepower throughout the engine’s power band.
*Multiple areas of the chassis, engine, and suspension components have been strengthened for race-after-race winning longevity.
*The front and rear arm shocks, have been separated for quicker valving calibration changes, and offer more external adjustability

Chassis/Suspension Features:
*Front spindles have been revised with a stronger extrusion for the ultimate in durability.
*Front end steering support down tubes have been added to increase strength and reduce front end chassis flex.
*New Fox Float ski shocks have a larger air chamber and different valving code. Running a higher air pressure results in carrying the sled higher and also allows the shock to stroke deeper into the travel.
*A new center link has been added to the steering system that reduces flexing of the steering (bell crank) tubes. Front ski alignment will be more consistent and steering will be more precise.
*The front upper a-arms have been improved for strength with a new cross brace that minimizes flexing.
*Rear shocks are new. The front arm shock is compression adjustable and has position sensitive valving. End result is a plush initial ride and improved bottoming control. The rear arm shock has compression and rebound adjustability for the ultimate in fine tuning.

Engine/Drivetrain Features:
*440cc engine with revised intake flanges, V-Force reeds, and a new boost bottle, provide quicker throttle response, enhanced bottom end, and increased horsepower from low to high end.
*New TEAM Industries slip gear reduces the peak shock loads to the drive system, which increase the chain and drive system life.
*The TEAM Industries driven clutch has been lightened for less rotating mass.
*Refined chain tension pad has more initial sur face, which reduces the amount of pad wear.
*A new plate brace has been added to the engine to reduce movement and relieve stress on the engine mounts. It also improves clutch alignment consistency and decreases premature drive belt wear.
*A revised muffler exhaust outlet decreases engine bogging while landing in deep holes or whoop sections