January 7, 2007
This is as close as you can get to a “consumer race sledâ€. It is very much a 440 snowcross (Zx) chassis with a consumer engine package – your choice of a Rotax 600 H.O. SDI or the Rotax 800 PowerTEK.
But wait, the Zx racer is calibrated for jumps the size of a house, how can it be “trail-able� This has been the cause of some confusion. When Ski-Doo let us loose on the prototype X-RS, it was a stickered-up race chassis with an 800 engine, so yes, it rode like a brick through the washboards.
We’re told this was only for photo purposes, that the sled the consumer gets in the fall will have C-36 HPG clicker shocks all around (all four) with 16 hi-speed and 20 low-speed compression damping settings that will allow the calibration of the X-RS to be set anywhere in-between being Adrenaline-like to being 440X-like. The end product should be consumed by those who want the closest thing to a race sled, chock-full of the latest tricks and technology, with the ultimate in compression damping adjustability.
Differences between the X-RS and the X-package include the C-36 racing clicker shocks up front, a lightweight and super-trick polycarbonate hood, 440-type handlebars, see-through fuel cell and race-style snow flap, a pre-drilled Ripsaw 1.25 track (or a pre-studded IceRipper) and several other details that make it as close to the Zx 440 as possible. Even the 440 pipe pre-heat button is in place, now used to activate the RER (reverse).
This is the most bump-capable MX Z REV ever offered to the masses; the 2007 Ski-Doo MX Z X-RS 800 PowerTEK sells for $11,099 and the 600 H.O. SDI goes for $10,349. Both were designated “spring-onlyâ€, so they will be in very short supply.
December 20, 2006
If you’re looking for the 4-stroke benefits in a sled with a slightly longer track, the new 2007 RS Rage GT is Yamaha’s answer. This sled is positioned dead-center in the market with 120 HP. Fitted with a 136†Ripsaw track with 1.25†lugs, the Rage provides improved flotation and traction as well as a smoother ride quality through the bumps.
New for 2007 is the “GT†version that adds a premium shock package with GYT-R dual clicker (rebuildable aluminum body) shocks up front where the base RS Rage has non-adjustable aluminum body dampers. Both models feature a new 136†version of the Mono-Shock RA rear suspension with the dial-adjust damping on the side of the tunnel.
One of the main attractions is the 4-stroke Genesis 120 powerplant with its quiet operation and excellent fuel economy and range, as well as long term durability. 20 MPG is not uncommon. Throttle response is linear and meaty, with thick midrange pull for plenty of acceleration. A tall yet stylish windshield provides ample protection, and the versatility afforded by the extra track length makes it a capable sled for most any condition; from groomed trails to pounded out ditches to fresh powder.
The 2007 Yamaha RS Rage GT (Black) retails for $9,199, and the base RS Rage (Blue) goes for $8,899.
December 9, 2006
The fan-cooled Z 570 and Z 570 LX are lightweight fun sleds that the whole family can enjoy. Handling is light and nimble via the AWS V front suspension, the bumps are swallowed by the capable Fastrack long-travel rear suspension. The ZR-style chassis is famous for its telepathic response and agility, making for a less tiring ride experience.
Compared to the other fan-cooled sleds on the market, the Z 570 is a stronger package with a rated 62.5 HP. This is the “Gen II†570, a cleaner running version to help meet the EPA emissions fleet average.
Hydraulic twin tube (gas cell) shocks all-around provide a compliant ride, perfect for trail riding or playing, yet able to run with the boys thanks to the long travel suspensions; 8.4†up front and 13.5†of rear axle travel. An ACT “Quiet Track†with a 0.85†lug height provides adequate traction while allowing an easy steering effort.
The full-sized Z 570 comes with features like plastic skis and hydraulic brakes, but not the full-sized price tag. The 2007 Z 570 comes in Orange and sells for $5,399. The 570 LX adds electric start, reverse and mirrors, priced at $5,999.
November 15, 2006
Next Generation Performance 4-Stroke
Most of the time when we tell you “all new†it’s more a matter of mostly new. Well, this time around about the only thing that isn’t all new is maybe the track. From the skis to the chassis to the engine to the rear suspension, the 2007 Arctic Cat Jaguar Z1 is about as “all new†as you’re going to find.
Starting with the Twin Spar chassis, we find Arctic Cat’s torsionally rigid chassis to mount next-generation suspensions to. The rigid chassis itself is reason to get very excited, as the difference this makes in suspension performance is very noticeable and should also greatly improve chassis durability. Much of this comes from the use of self-piercing rivets instead of welding the aluminum. Arctic Cat claims the chassis will be just as strong after 8,000 miles as the day it left the factory, a hefty claim, indeed.
Arctic Cat engineers have created a trail-riders delight with the new Jaguar Z1 four-stroke. The engine is snowmobile-specific, mounted low and back like the Firecat to enhance handling and mass centralization. Compared to a Firecat, the torsional rigidity of the Twin Spar chassis is over 46% stiffer. A massive rear storage compartment is ideal for long distance rides, as is the fuel economy and range.
Just as important is the rider-forward ergonomics this new platform provides. The seating position of the Twin Spar chassis places the rider with a 90-degree bend in their knees, something Arctic Cat reps were adamant about. They firmly believe this is a better riding position than the REV offers, especially at the knee joint.
Also new is Arctic Cat’s IRP (Infinite Rider Positioning) system; an adjustable seat, handlebars and footrests. The seat has seven adjustment positions, moving about a half inch forward and a 1/3 inch vertically with each of the seven positions. This amounts to a total of 3.66†forward and 2.41†vertical movement range. A thick (7.17â€) of seat foam enhances the comfort with a forward slant to keep you in the cockpit. A cam lever at the rear of the seat lets you unlock, adjust and re-lock the seat with one hand.
The adjustable handlebars are really unique. A single locking lever top and center lets you move the bars fore and aft as well as being able to rotate the controls. A total of 3.32†forward and 2.11†vertical movement can be made, with a handlebar rotation of 85 degrees. The footrests can also be set to one of three positions, allowing the Jaguar Z1 to comfortably fit a wide range of rider sizes and styles. Also, a riser block can be installed to raise the bars even more, as the cables and wiring is said to be long enough to allow some further personalizing.
An adjustable height windshield offers five positions, from low and fast to tall and wind blocking. Total movement is in an arc with 3.55†of forward and 1.1†of vertical movement. All you do is unscrew the locks on each side, reposition the windshield and re-lock it.
Up front we find the seventh generation AWS front suspension. A CNC-machined front sub frame provides a strong mount, a key piece to making the Twin Spar chassis very rigid due to the lack of welds. Forged spindles and shock towers also increase the strength and rigidity of the front end and reduce the weight. The upper a-arm returns to a more traditional design with the shock inside the “Aâ€, unlike the Firecat’s AWS-6. The turning radius is back to where it should be, and steering effort is light due to a progressive steering ratio that uses a solid roller bearing on the steering post.
In the rear of the sled we find the “Slide Action Rear Suspensionâ€. This novel approach to suspension coupling comes from the 440 SnoPro race sleds. Rather than solid mount the upper mount of the front torque arm, a U-shaped slot allows some movement within a slot at this location. This allows you to maintain full front arm travel while controlling weight transfer under acceleration to help keep the skis on the ground for improved cornering and acceleration. The Slide Action reduces harshness by allowing a softer transition during coupling, instead of a definite crossover point from uncoupled to fully coupled. The slot allows the whole suspension to shift rearward when coupling, which provides an added anti-squat feature as well during acceleration.
Bottom line, your skis stay on the ground more often which means better steering response and handling across the board. Big-bump G-outs are less frequent, yet small chatter ride quality remains intact. The sled squats less when you gun it, and track tension is more consistent through the range of suspension travel. Getting the skid frame in and out of the sled is also easier. And finally, changes in rider weight are not as big of a deal with this arrangement, the suspension is more forgiving.
One long awaited feature is push-button electronic reverse. The Jaguar is fitted with the ACT Diamond Drive gearcase, and for 2007 the system has been enhanced with an electronically actuated mechanical reverse. The rider pushes a button under the throttle on the right-hand block and the system pops an actuator that locks a planetary gear for fast and positive reverse engagement. It is quick, smooth and always works; no engine stalling like is common with the reverse-rotation systems found on some 2-strokes. Yes, it weighs a bit more, but it works well.
Other technology in the drive train includes a four-tower primary with four flyweights, great for getting the extra torque of the 1056cc twin through the belt and into the gearbox. A 10.5†secondary clutch offers a lower ratio and provide a smooth low-speed take off while increasing high speed consistency with reduced belt slippage. A non-threaded belt adjuster aids in quicker belt fit and deflection.
The Jaguar Z1 is powered by an all-new compact 1056cc twin-cylinder 4-stroke. This high-compression fuel-injected engine features four valves per cylinder and has a power delivery more like a two-stroke; it builds with the engine RPMs, for Arctic Cat-like acceleration.
An O2 sensor and feedback system provides phenomenal economy, making this the cleanest Arctic Cat, ever.
Several unique technologies make their debut on this engine; Arctic Cat’s patented anti-engine braking takes away the harsh compression braking found on other four-strokes, giving the Jaguar a feel more like a two-stroke when you release the throttle. The Z1’s exhaust cam has a patented automatic de-compression system, so turning over the big bore twin is easier on cold mornings.
A breather system on the Z1 oil tank keeps oil in the tank and out of the engine compartment if the machine is tipped on its side, and a low oil pressure shut down system will shut the big twin down if oil pressure becomes too low, a safeguard to enhance durability.
Motor mounts are focused at the engine’s center of gravity, providing smooth operation despite the big twin architecture. Stainless steel exhaust system resists corrosion and keeps the system looking good for years.
How ’bout that snow-specific motor? This two-cylinder dry-sump 4-stroke fitted with EFI is built for one thing – snowmobiles. No compromises here, but it does cost more. It fits down into the chassis much like a Firecat engine, for a low center of gravity and centered mass. This greatly masks the extra weight of the extra hardware of a 4-stroke.
Quoted output is a stout 125 HP through the 1100 (1056cc), yet it is said to be cleaner than the T-660 engine! Cat engineers wanted the narrow, laydown parallel twin to have a power delivery more like the 2-strokes they were used to, so the torque curve increases through the RPM range instead of being as flat as most 4-strokes. This was to provide a “feel†of acceleration more like a 2-stroke. Engine compression braking is all but gone via a patented anti-engine braking system.
Ride Impressions
Wow. We didn’t fully realize the difference a rigid chassis could make. The Jaguar is noticeably heavier than say a Firecat, but the difference in ride quality and handling is most impressive. The rear suspension soaks up the bumps better than most anything, dare we say approaching an M-10 in comfort but more capable across a wider range of conditions. The skis stay planted, the thing rails flat, and the overall perception is nothing but solid. The engine feels to be right there with a Yamaha RS Vector, and the power really does build instead of the flatter torque from the Vector. Cat engineers wanted a 4-stroke trail sled that felt more like an Arctic Cat. In this, they succeeded.
Less mass seems to be in front of you with the engine where it is. The sound of the engine isn’t as pleasing as a Yamaha 3 or 4-banger, but it’s not as industrial as a Polaris FST either.
Overall we’ve been nothing but surprised by how the Jaguar Z1s have worked for us. We’re not crazy about the styling, but as you ride it you realize it is truly better by design. We scoffed at the adjustable seat at first, then tried it in all positions as the conditions varied. Low and back for flat running, high and forward through the bumps does make a difference.
The 2007 Arctic Cat Jaguar Z1 is available in three colors; Black, Green or Red and retails for $10,499.
November 15, 2006
One Naughty Little Mountain Sled
Back in 1984 the first Phazer captivated the snowmobling world’s imagination with its innovative styling. Now, 23 years later, Yamaha is going to screw up everyone’s stereotypes and impressions of what a mountain sled should look like, what it should cost and, gulp, how light a four-stroke snowmobile really can be.
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As mighty and as powerful as the RX-1 and now the Apex 4-strokes are, they are heavy sleds. Now here we have a 4-stroke mountain sled that claims a dry weight of under 500 pounds. Seriously. Yamaha knew they had to shatter the weight thing once and for all, so where the Apex and Vector lines are street-bike based, the Phazer models are dirt-bike based. We’re talking engine heritage and chassis construction. The Phazer models are powered by a new 2-cylinder 500cc 4-stroke that is more or less two of their 250cc dirt bike engines morphed into a single motor with EFI, high compression and a knock sensor. This ain’t no cheap motor, this is first class high end stuff right out of the gate. Five valve heads let the screamer spin up towards 12,000 RPM, with output shaft speeds geared down to sane levels for drive belt transmission performance.
According to Adam Sylvester, Yamaha Snowmobile Product Manager, the first priority in designing this model was to make it as light as possible without sacrificing strength. Second was to give it a level of handling and responsiveness not found on other liquid-cooled mountain sleds. Third was to tweak the throttle response to give mountain riders more squirt when they hit the gas. Fourth was to maintain the sled’s value. The last piece was styling to make it look as sleek and nimble as it is.
Sylvester continues, telling us the Phazer Mountain Lite’s first two design mandates, light weight and nimble handling, are closely related. Their engineering department began with a lightweight 2-cylinder engine and proceeded to build the sled around it – literally. The engine is buried down into the belly of the beast, as low and as centered as possible. The tube-style chassis is strengthened with Yamaha’s exclusive controlled flow die casting technology, providing a very rigid chassis without a lot of weight. That rigidity allowed the suspension engineers develop a very precise handling suspension setup.
Besides the mass-centralized compact chassis, the Phazer Mountain Lite also has Yamaha’s new sport rider-forward ergonomics. The narrow, YZ-style seat and wide bars are tall and forward to put the rider into a sport aggressive posture for instant inputs and feedback from the chassis, which works awesome in wide open powder bowls when you just want to carve and toss the little bitch from side to side.
One objective was to develop trend-setting styling, in the same tradition of the original Phazer. Yamaha stylists went to work cutting all of the empty space out of the sled. If it didn’t serve a purpose, a gap was eliminated and the outer body work moved inward. You can see this in the hood and bellypan, but it is best executed in the front end. Never before has a snowmobile been designed with a naked front suspension. It’s somewhat common in the sport ATV market. The same holds true for the styling cues on the seat and exhaust. Style-wise the Phazer Mountain Lite is a very good blend of ATV, dirtbike and snowmobile.
Riding Impressions
Don’t be so quick to judge this “little†mountain sled until you have the chance to ride one for a day. Right away, riders see the “80 HP†rating and they think they know how it’s going to work. Uh uh uh. Not so.
80 HP is the peak rating, and this is a four-stroke. That means it makes power across a fairly wide range of engine RPMs, so you don’t have to spin it that high to get it going. While the peak power is more like a 500cc 2-stroke, the bandwidth is more like a 600cc 2-stroke. The bottom end pull could even be more like a 700cc 2-stroke, for a while at least. It flattens out on top instead of continuing to peak, but getting there is actually surprising.
Gearing and calibration do wonders for this little scooter as well. It is geared down significantly from their short track cousins, and the amount of lift and acceleration afforded are met with a reduced top speed and a calibration that really is aimed at off-trail operation.
The front end styling gives one the impression that something is missing, but your eyes quickly adapt to the naked front suspension. We’re not so sure about how this will carve through certain types of wet snow, but it does look rather, well, futuristic. Minimalist, as well.
Riding the Phazer Mountain Lite, you have the sensation of the sled being a true _ size of “traditional†snowmobiles. This is a new sensation from a 4-stroke Yamaha. Up to this point, the 4-stroke Yamahas have been stellar groomed trail cruisers, and the Phazer models are on the other end of the spectrum, being so much smaller, lighter, and agile in comparison. You actually could forget it is a 4-stroke, as it shatters the mold of what we have come to expect from 4-stroke sleds up to this point.
Churning though the deep snow, the engine stays smack in its wide powerband, and the EFI system keeps the little 500 twin humming along smoothly and in tune, all the time. The Camoplast Maverick track is a whopping 144†long with 2†lugs, seemingly overkill for an 80 HP mill, but let that tell you something – this little thing will likely surprise you at where it can go and what it can do. Through the trees you will rule the roost, it’s climbing where it’ll lose ground speed, big time.
Built on a 14†tunnel, ala Firecat logic, the Phazer is narrower and agile, a real boondocker’s delight. There will be a great number of riders who just like playing in powder, not needing to climb to great heights to get their fix, and they will be attracted to the Mtn. Lite in droves. It is about as close as one can get to the flickability of an M-Series Arctic Cat in another brand. There is however, a sway bar up front, which provides stability going down a forest road or trail, but out in the deep it is not really all that noticeable. The balance afforded is well distributed.
Of all the new Phazer models for 2007, our staff agreed that the Mountain Lite was the most impressive of them all. The narrow nature and agility were best suited for the playful riding in deeper snow, and the throttle response gave us impressive capability to flick it around in and out of spots that would usually require greater effort. The sled made you feel like a better rider, a true sign of excellence. Yamaha built this sled to let people go out and ride for not a lot of money and just have a good time.
The 2007 Phazer Mountain Lite is available in one color package – White and Sliver – and retails for only $7,199.
November 15, 2006
The Freestyle Explosion
Last year Ski-Doo introduced their simpler, lighter, smaller and less expensive Freestyle. Powered by a single-cylinder 300cc, it demonstrated the basic elements of a less complex snowmobile that could be loads of fun without such a high price. Attracting younger riders was the main idea. It was perfectly suited for “tweener†riders – between the pint-sized Mini Z and full-sized fan-cooled sled. Strong sales (many areas were sold out early in the season) confirmed that the market for a lightweight, easy-to ride, radical-looking sled is strong.
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While the concept was valid, the narrow ski stance and small engine narrowed the appeal of the machine greatly. Now for 2007 witness the Freestyle explosion. Ski-Doo has broadened its appeal with a more powerful engine and two new packages for more experienced riders. Once there was one, now there are four. All of the three additional models are powered by a revised version of the twin-cylinder Rotax 550cc fan-cooled two-stroke.
The Rotax 550 fan has been in production for a number of years, and gets revised port timing for the Freestyle models to give it even more bottom end and midrange, a re-shape of the powerband (if you will) to best match the application.
The narrow stance 300 is now called the “Freestyle Session 300Fâ€. Also offered is the Freestyle Session 550F, the Freestyle Back Country 550F, and the rad-looking bad-boy Freestyle Park 550F. Where the original Freestyle was intended and equipped mainly for play in meadows and approved areas, with light trail riding, the Park targets more experienced riders who want top performance. The Back Country will especially appeal to riders wanting to head into deeper snow for freeriding, or snowboarding.
All of the Freestyle models remain true to the vision; smaller, simpler less complex sleds that are less expensive and within the reach of more buyers, especially younger ones.
Freestyle Park
Here is the extreme Freestyle sled, ready to take on trails and stunt parks. The orange and black Freestyle Park is a tricked-out model with upgraded shocks, more powerful engine and race-style handlebars. Eating up bumps – in the trail or snow park – are standard HPG shocks in the front and rear, as well as the snocross-proven SC-4 rear suspension. For stable cornering, the ski stance is widened to 39†and a sway bar is added. A 121†x 15†x 1.25†lug track boosts traction.
With the added power of a standard 550cc fan-cooled engine combined with the ultra lightweight and nimble RF platform, trail riding and playing in snow is really fun. The official dry weight spec is 410 pounds! Trail ride it, play with it, it’s all good. For ultimate maneuverability, Rotax Electronic Reverse is standard.
Of course, Ski-Doo designers had to match these upgrades in substance with upgrades in style, too. The Freestyle Park looks trick with an extra-low windshield, riser block, J-hooks and Acerbis handguards. The body reflects a radical attitude with new grey body panels with spicy orange hood and graffiti-style graphics.
The 2007 Ski-Doo Freestyle Park sells for $5,849.
Freestyle Back Country
The new long-track Back Country package improves your capability for heading into deep snow and freeriding. The more powerful 550 Fan engine does a surprising job at spinning the 136†x 16†x 1.25†PowderMax track, and with an official dry weight spec of 415 pounds (four hundred fifteen – no, that was not a typo) the Back County floats where others sink. Pulling this one out of the rhubarb is equally as fun; it’s really much less of an issue.
You can bang on this one as well, as it too is fitted with the capable SC-136 rear suspension and HPG shocks, front and rear. The wider 39-inch ski stance and sway bar makes it very trail capable as well, giving the Back Country a wide swath of conditions that it works well in. A speedometer, cargo rack and center grab strap are all standard issue as well.
The 2007 Ski-Doo Freestyle Back Country sells for $5,849.
Freestyle Session
For 2007, Ski-Doo is expanding the base Freestyle’s capability on trails, with the added power of the Rotax® 550F engine and a 39-inch ski stance standard. Now riders won’t have to pedal as hard when trail riding, trying to keep up with the rest of the pack. A 300cc/32-inch ski-stance configuration is also still available with the Session package. 550 models also come with a speedometer, standard.
Keeping the Freestyle accessible to its young target, it still starts at an aggressive price point. The 2007 Ski-Doo Freestyle Session 550F retails for $5,399 and the 300F a mere $4,099!
Ride Impressions
Last year we liked the idea of smaller, lighter and less expensive, but felt the single-popper 300 was just not enough. Even for a novice, but maybe a youngster. Getting three new models with a 550 fan is just what the dealers and consumers wanted, and the results are a bullseye. The added torque of the 550 makes for fun ski popping and brisk acceleration, fun but not obnoxious. They remain more of a play sled than an MX Z, but open up the realm of possibilities for younger riders and how they want to use their equipment. Image is everything to them, and these sleds are cool, especially the Park.
We were able to trail ride them extensively, where they performed with ease. The Park was more agile through the trees where the Back Country floated better. Their super light weight makes them a joy to do tricks with where other sleds would land with a “thudâ€. That’s the idea. Not everyone needs to go at warp 9 to have fun. A new age sled for new age riders.
November 14, 2006
Enter The Dragon
Back when the RMK IQ and Fusion were first introduced two years ago, they were split along body style lines as long track and short track. The Fusion, despite having a-arms, had a big torque motor and not the lightweight cross country sleds the EDGE XCs and Pro-X models had evolved into. Guys always like having the newest and the greatest from a brand, often times even if it doesn’t really match their type of riding or preferences.
Even though there were legitimate issues with the Fusion 900s, the Fusion 600 and 700s that followed for 2006 still were not the RAW sleds that the Pro-X had become. They really weren’t built for the same riders, but the same riders were buying them.
OK, 2007. Polaris dug deep and knew they needed a true performance sled to offer to their faithful. A lightweight rocket ship, with a cross country capable bump suspension. More Pro-X like in capabilities. Doing what they knew best.
To fit this bill, one would need to make it as light as possible yet retain durability. This would mean using a small block motor, not the big torque gorillas that the CleanFire big block mills were. The 600 H.O. was being finalized as a CleanFire engine, and there’s enough room in there to make it a 700 as well…
Enter the Dragon, a limited-build screamer utilizing the sleeker RMK-style hood and bellypan with a conventional (exhaust up front, carbs in back) architecture motor. Gone is the bulk of the Fusion. Instead, a pure-Polaris in the form of a fire-breathing Dragon.
So, how hot is this new 700? It is a quick-revving engine, spinning briskly up to 8250 RPM. It winds up to peak RPM faster than say a Firecat 700, and has a whisker more power on top. Probably three-four horse would be our best guess right now, @ 140+ HP. We’ll see. The midrange pull is said to be 15% stronger than the 600 at 6500 RPM, right where you do a lot of riding.
For those familiar with a Ski-Doo SDI engine, the Polaris CFI is going to be quite similar in operation in that you pull the rope and the electronics do all the work. No choke, with reliable two-pull starts (usually to pressurize the fuel rail more than anything else). Up and down in elevation or temperature, the engine gets the right amount of fuel and ignition advance to match the conditions and fuel being used. A knock sensor monitors detonation, either by poor fuel or heavy loading of the engine, and compensates to ensure maximum durability protection. And unlike the Ski-Doo SDIs, the Polaris CFI system is batteryless. A larger flywheel and ignition changes make this happen.
The CFI injection consists of an injector in each cylinder and one in each side of the crankcase, making it a four injector system. Solenoid-actuated power valves are electronically controlled for accurate and variable opening, maximizing fuel economy at slow rpm rise rates and providing all-out ass-kicking acceleration when the rate of RPM increase is greater.
Polaris indicates their testing has revealed fuel economy will be right on par with the Ski-Doo SDI engines, something we look forward to after the past few years.
The Dragon is a far leaner machine than the Fusion in so many ways. Gone is the adjustable steering post, with its weight and complexity. That’s OK, we like where the steering post is located with its tall wide bars and curved hooks. It just fits better.
Also gone is the heavy steering of the 2006 Polaris IQs. A bunch of time was spent on getting the steering effort nailed down, with the skis mounted a bit further forward on the spindle to reduce the steering effort, basically a result of the new cast spindles in 2006.
So the Dragon is just an IQ with a 700 instead of a 600? Oh no. The Dragon gets the RAW treatment, stripping away all unessentials to make it light and purpose built – to go fast. Sure, you can strap on some bags if you wish, but the showroom appeal of this sled is meant to be RAW, all the way.
In this respect, the rear of the sled looks rather unfinished. Maybe a bit too RAW for our liking, but air don’t weigh nothin’, now does it? That’s the point. The dry weight spec of the Dragon is 476 pounds. In the day of heavy EPA certified sleds, here is one that is just as light as any of the best cross country 2-strokes, and is EPA-compliant. Yes, you can have your cake and eat it, too.
Ride Impressions
A 140+ HP EPA compliant 2-stroke with trick shocks that comes in at only 476 pounds? The true bump sled is back in the Polaris line. This is as close to a Pro-X as we’ve seen for a few years, and those who prefer that kind of calibration know who they are and have been hoping for this sled. Why we didn’t get it two years ago remains a judgment call, but we’re happy it is here now.
We were told 2-strokes would get heavier in order to meet the EPA regs, and while some have, this one is not. This is still a true lightweight, over the snow vehicle that is compliant. The fuel economy and range are what they should be, and of course the Dragon has the push-button reverse that we all now take for granted (until you hop on a sled without it.)
We didn’t get a chance to run the Dragon alongside a Firecat, but we can tell you there shouldn’t be much difference here – rider weight and set up should more often be the difference, but we’ll see. The Dragons we’ve sampled sure seem like they should deliver on their promise of 140 HP.
What really makes this sled unique are the Walker Evans “Needle†shocks, remote reservoir clicker units from the race department. The tuning needles provide great latitude in calibration, allowing maximum tunability and adjustability as well as extreme durability. The Polaris calibration guys were giddy about what they could do and have done with these shocks, and the sled responds in kind with a balanced performance envelope that is appropriate for the intended crowd. It is not harsh in any respect, but it is not soft in any respect, either. It is compliant when need be and capable when need be, and once you get the preload set for your weight the shock valving can be dialed to your liking. Very sweet.
The ease of steering is a nice change from 2006 models and the ride of the rear suspension is probably the best from Polaris for this segment. The most noticeable thing we detected was a lack of precision handling when it came to initial turn in. The Dragons we rode just didn’t have that planted railing feeling one gets from other sleds, but remember the steering was very light. We look forward to some calibration time to see what we can end up with (yes, one is on its way). Sno Pros and X-Packages have just met their match.
The 2007 Polaris Dragon 700 is very limited in supply and retails for $9,599.
November 14, 2006
Inside the Walker Evans “Needle†Shocks
The 2007 Polaris Dragon is fitted with a trick set of Walker Evans Racing shocks; remote-reservoir needle shocks with 16-position compression clickers, front and rear.
Notice the bypass hole in the shock shaft. As the shock strokes, oil flows through the end of the shaft and through this single bypass hole, providing a (controlled) position sensitive function. This allows a small amount of oil to bypass the shim stack during normal stroking. A tuning needle is fixed at the end of the shock body, so when the shaft travels and meets the needle the oil flow through the bypass hole is first reduced, and then effectively shut off approaching full stroke. The needle length and taper can be used as a tuning device to vary the “transition†point, much like the height and taper of a jet needle in a carburetor. You can see the familiar piston and shim stack as well, with rebound and compression sides. There is no rubber jounce stopper; the shock travel is limited hydraulically and allowed full stroke capability for maximum suspension travel.
Don’t let the “position sensitive†function fool you; these are very capable shocks with a wide range of calibration capability, from cross country duty to being compliant on the trail. They’re not “soft†like the original PPS shocks from the EDGE models. This is a lighter and simpler way of integrating the benefits of bypass valving without compromises.
October 17, 2006
For 2007, two special snowmobiles commemorate the 40th anniversary of the Panther nameplate. Arctic Cat engineers resurrected the original leopard print (meow) seat material for these two special “Retro†Edition sleds. Both the Panther Trail solo model (shown) and Panther Touring machines with T660 motors receive a retro graphics package, special chrome-trimmed windshield and the ultra-cool leopard print seat. The end result is truly reminiscent of the good ‘ol days of Arctic Cats.
The naturally-aspirated T660 4-stroke is as rock-solid as you can get, proven reliable and easy on fuel and noticeably quieter than other 4-strokes. With rising fuel prices, this is one sled you can still rack up the miles on and not break the bank. You will be hard pressed to find a more durable and fuel efficient sled. Electric start and reverse are standard, of course, as is a truly functional windshield and a stout 12 V accessory outlet.
The 2007 Panther 660 Trail 40th Anniversary comes in Retro Black and sells for an attractive $6,999.
October 16, 2006
One of the most surprising new models we’ve experienced is the new-for-2007 Polaris FST IQ Cruiser. At first glance one would get the impression this is simply a “Cruiser†as the name would accurately indicate, but this thing really hauls! The turbocharged 4-stroke 750cc twin lights up the snow with authority, delivering plenty of power and torque to put a huge smile on even the most seasoned riders. An enhanced EFI calibration lets the no-lag turbo sing all the way to a hefty 140 HP with thick, massive torque.
The platform is the Polaris IQ chassis with easy-steering and confidence-inspiring handling. The ride quality is flat out stunning smoothness with a 136†M-10 swallowing the bumps like no other, featuring handlebar-controlled ACE electronic on-the-fly adjustability.
Long distance touring, one rider or two, has never been this comfy. A massive lockable rear cargo compartment is almost big enough to fit a suitcase into. The FST IQ Cruiser is luxury trail riding at its finest, available in Turbo Silver for $10,499.
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