Even though snowmobile sales have declined the past several years, Yamaha has been able to increase their sales and gain market share. The way they have it figured, their growth will continue. Here’s the logic; there are 1.6 million registered sleds in the US. Only about 60,000 of them are Yamaha 4-strokes.
Back in 2003, only 40% of snowmobilers said they would consider buying a 4-stroke. Fast forward to 2007, and now 77% of snowmobilers say they will consider buying a 4-stroke. Yamaha calculates this out to 1.2 million prospective customers! And yes, these riders have indicated that they will buy new again.
Combine this with the fact that, as an industry average, only 20% of buyers are “brand switchers”. But when it comes to Yamaha, over 40% of their buyers come from other brands. Yamaha’s sales and market share has more than doubled in the last three years!
Coming into 2008, Yamaha had targeted the rough trail rider as their next conquest. They had strong (industry leading) sales in the “power trail rider” class and the “trail cruiser” class, but they were at the bottom when it came to the rough trail rider. Thus, for 2008 they introduced the FX Nytro in an effort to get some of these riders onto team blue.
During this time, Yamaha has been racing their 4-strokes, helping them develop their rough trail product, but also identifying with the rough trail riders. These riders believe racing is important to prove the value of technology, more so than the average snowmobiler.
So here we are, 2009. Yamaha wants to continue their growth with their 4-strokes, but most especially with the rough trail riders. To that end, they are committed to show customers that their sleds meet their core needs and deliver a unique advantage that the competition can’t (or hasn’t) delivered.
Core needs? That’s a term from market research as to what snowmobilers want and expect from their sleds; performance, handling and ride comfort. Think of them as the three main food groups of most every snowmobiler. Without any one of them, you tend to starve.
Add to this the “Yamaha Advantage” of gas-and-go riding. As a fleet, Yamaha claims the best fuel economy, the best reliability, the best resale value, the lowest EPA ratings, and the lowest cost of operation. Yamaha thinks of these benefits as a feature with no specifications, or “better by design”. Like we said, gas-and-go riding.
That’s the theory behind how Yamaha aims to get more of you to buy one of their 4-strokes. For 2009, they are expanding upon their desire to better penetrate the rough trail riders with an expansion of their FX Nytro models.
Derived from their race program, the FX Nytro models are designed more for the rough terrain than they are the more trail-friendly Apex and Vector models. On the FX Nytro models, you are in more of an “attack” riding position, more vertical and less seated. The entire sled is designed around this riding position, prone to better take on the rough terrain.
So to expand their rough trail appeal of the FX Nytro, Yamaha wanted to improve the ride comfort, handling, rough trail stability and off-trail capability. If this wasn’t enough, they also wanted to increase the top speed and acceleration of the FX Nytro. Seems like a tall order, right?
We really expected Yamaha to take the easy way out and simply make a 136” Nytro and be done with it. Silly us. Instead, they took it to the next level and made their do-all FX Nytro XTX an even longer-tracked sled with a 144” track length! They wanted a 4-stroke crossover sled that was a true hybrid between rough trail and mountain.
The end result is a sled that corners like a 121” Nytro, with tipped-up rails that make it act shorter on hardpack, yet the full length is in contact when the snow gets deeper. Short track cornering, with mid-length bump bridging, and long track flotation. Did you catch that? It corners like a 121”, takes bumps like a 136” and floats like a 144”.
This is a fully-coupled rear suspension with a more pronounced six-degree tip up to the rails, making it more effective. Combined with a new tunnel, it flat out looks better, corners better, rides better, and yes, gives us a sled that works well in a far wider range of conditions.
One of the biggest differences is found in an all-new front suspension geometry. This new arrangement has much less bump steer, less caster angle and more trail, aimed at making the sled more stable and less responsive to the steering input. “Slower” steering would be an accurate description. 2008 FX Nytro models are known for their “twitchy” handling, great for short-tracked race courses but not the best for high-speed trail riding.
We put the XTX through the paces and found it to be a delight to ride, better all-around in all but the tightest conditions compared to our 2008 FX Nytro. The front end changes were amazing, better matched to the way we ride and the way this sled will be used in the field.
Yamaha also integrated this new front suspension design into their FX Nytro and Nytro RTX models, along with additional changes that best matched the 121” versions. Let’s just say that those who wanted more of a trail sled and less of a race sled out of their Nytro will be pleased with the changes in manners. It corners flatter, doesn’t shake its head at you as much when you get out of the throttle, and gives you added confidence of what the sled is going to do.
Yamaha has done a great job at segmenting their models. At the top we have the four-cylinder Apex models with their 150 HP fuelie under the hood. Next comes the three-cylinder FX Nytro models with 130 HP and a more aggressive stand-up riding position. Then we go back to an Apex (Deltabox II) chassis with the RS Vector models, better suited for sit-down trail riding than the FX Nytro options. And for those who want a smller and lighter four-stroke are the Phazer models, powered by the fuel-injected 500cc twin.
Once you grasp the engine sizes and power differences, then we can move onto the suspensions and sled capabilities. You will find base models as the “value” options in each engine size. Above this we have “GT” versions, better suited with features aimed at Groomed Trail (GT) applications. Then we have “RTX” versions, which are the rough trail calibrations that better resist bottoming but admittedly are not as compliant for the sit-down trail rider. These are all 121” track length options.
Next comes the “LTX” versions, which means a 136” longer track for added bump filtering and off-trail capability. The FX Nytro XTX shakes this up some, with its 144” track length, so it’s not an “LTX”. And then we have the “MTX” designation reserved for the deep lug, longer tracked mountain sleds. Combine the model name (engine size) with the suspension/feature/track length designation and you can pretty much figure out what each and every one of their models is designed to do, and how powerful it will be. 2009 also brings us the FX Nytro RTX SE, a tricked-out sled with premium suspension components, only offered in the spring
The odd ducks here are the Venture models. They come in various engine sizes, from the 80 HP Phazer engine in the Venture Lite to the new Apex-inspired RS Venture GT, fitted with a touring-tuned 120 FI engine, based on the engine from the FX Nytro. The power of this version is linear and smooth, not the stick of dynamite the FX Nytro has under the hood. We rode this sled with this engine and it is an ultimate four-stroke cruiser.
For 2009, Yamaha has a full compliment of four-strokes to satisfy most anyone and everyone. From the proven Apex and Vector to the lightweight Phazer and the race-inspired FX Nytro, and now a flagship fuel injected RS Venture. Buy any of them in the spring and get an extra three years of warranty, for a total of four years. No deductable, transferable, covers the whole sled. No wonder Yamaha keeps growing and growing.

Last year Ski-Doo shocked the world with their MX Z TNT that weighed 399 pounds! The sled wasn’t a fan-cooled cheater, it was a liquid-cooled 500SS (actually a big-block 600) that propelled the lightweight sled with authority, and provided Ski-Doo riders with an unfair power to weight advantage that hadn’t been seen in years.
2008 also marked the introduction of the REV-XP platform. Back in 2003 when Ski-Doo came out with their truly revolutionary REV that introduced the world to rider-forward seating, it was an adaptation to their existing chassis technology and underlying mechanical layout. When the REV and rider forward was validated, they knew what the next step was; to redesign the entire snowmobile around rider-forward, not just adapt it to their status quo.

This brought us the REV-XP platform, with its repositioned drive system that provided the extra eight inches of leg room, and gave us a snowmobile that got rid of extra weight and mass. These things are snowmobiles, which means we use them in the snow, and that requires flotation. Snow is not pavement, even if groomed trails are kind of packed down like pavement. We do use them in a deep medium and require them to be maneuverable and at times, we have to manually pull them out of a snow bank.
Rumor was there were some different looking REV-XPs running around northern Quebec last year, slightly bigger looking and more muscular. Our suspicious mind led us to believe that maybe they were going to not let the dust settle on their mighty 1000 SDI two-stroke that only saw duty for a short time. Or, could there be yet another attempt at making a viable four-stroke?
Ski-Doo had been watching Yamaha’s market share creep up ever since their stunning introduction of the RX-1 back in 2003, at the same time as the REV intro. Four-stroke sleds amounted to 27% of the market for 2008. This is expected to grow to 36% for 2009. Were they just going to sit back and watch? Research data indicated that while the western and midwestern riders were waiting for the E-TEC two-strokes, the riders in the east, and especially their backyard of Quebec, had a hankering for the durability of the four-strokes. Nobody can deny the long term durability characteristics of the four-strokes. Even as clean as the new E-TEC is and it’s non-existent oil smell with fuel economy that is actually better than most four-strokes, some riders simply wanted the torque and performance of a four-stroke that would last for thousands of miles, much like their car.
But Ski-Doo kept coming back to that weight thing. These are snowmobiles, not cars. We ride them through the snow, not on paved roads. They are performance vehicles, not merely transportation modes. Can’t we make a four-stroke lighter? Can’t we make one under 500 pounds? Sure they could, and they did.
Enter the 2009 MX Z TNT 1200 with a weight specification of 499 pounds. No typo there; four-nine-nine. That’s about 25 pounds less (on paper at least) than the Yamaha FX Nytro.
Fitted into a new version of the REV-XP chassis called the REV-XR, this new platform was designed to be more muscular looking and be able to handle the added size and torque of this new, built-for-snowmobiling 1200 4-TEC Rotax engine. The XR version is slightly bigger, but cosmetically very similar with improved wind protection as well. Many of the parts are actually interchangeable with XP sleds. Most of the difference is in the body panels and engine bay. The suspensions are pretty much the same, front and rear.
So the big news here is truly the all new 1200 4-TEC. While Ski-Doo made a couple of 4-stroke sleds up to this point, this is the first “performance” 4-stroke they’ve made specifically for a snowmobile. And what a gem.
This is a different animal. It is aimed at the meat of the market 130 HP class, not the high-end hyper sled class of the 800s or the 1000s, so don’t let the 1200cc fool you. The displacement is for broad torque, not all-out horsepower. This isn’t a high-revving engine, it is more of a grunter. For it’s class, you can expect the best torque, widest powerband, a lower operating RPM to make its peak power and torque, and a sound that is truly unique and unlike any of the other four-strokes. Combined with the REV-XP platform, it provides the best handling four-stroke to date, as well as the lightest one. We won’t go as far as to call it the best riding one; we’ll reserve that for the GTX SE/LE or the Arctic Cat Z1s.
Torque you say? Ah yes, that magical thing that spins the crankshaft and lifts the skis when you give it the gas. Can you handle 100 foot-pounds? At 6500 RPM? Are your eyes big yet? They should be. How about bandwidth? It makes 125 HP all the way from 7500 RPM on up, and gives you 130 HP from 8000 RPM all the way to 9500 RPM+. This engine is a stump puller with broad, wide, massive sweetness from a four-stroke.
The sound of the 1200 is different between the MX Z versions and the GTX models, through different manifolds and such. We’re told Ski-Doo worked closely with Rotax in Austria to give it a refined performance sound. The target was more of a European sport car than a sport bike. It sounds like it is somewhere between the higher frequencies of super bikes and the lower rumble of V-twins or musclecars. It’s kind of throaty and you won’t be calling it “industrial”.
Of course, being a 4-TEC it delivers excellent fuel economy and is super clean (cleaner than the Yamaha Vector and Nytro engines, according to Ski-Doo). We’ve seen fuel economy right at 18 mpg, consistently, but it all depends on how and where you ride. Not quite as good as the E-TEC, which has been a couple clicks better and usually more like 20-21 mpg in like conditions. Both of these can be down around 15 mpg if you’re really pushing them and have some fresh snow that increases the drag, so it is all relative.
OK, back to the engine. This is an in-line three-cylinder that makes 130 HP at 7,750 RPM. It has a big 91mm bore and a short 60mm stroke for lower piston speeds. Electronic fuel injection is dead-nuts on the money from what we can tell. Dual overhead cams run four valves per cylinder. It boasts chain-driven cams with finger-followers that Ski-Doo engineers were quite proud of. They tell us it is like what the BMW 804 engine uses and is a first in the snowmobile world. The benefit is greatly reduced mass in the drivetrain with much less engine noise. Dry sump lubrication lets it start easier in the cold. A single counter balancer keeps it smooth; not as smooth as a FX Nytro or Apex, but still quite smooth.     Service requirements are simply an oil and filter change every 3,000 km (roughly 2,000 miles) or once per season, with a valve adjustment every 20,000 km (12,500 miles).
Riding the MX Z TNT 1200 you might question the 499 weight figure, as the engine does place more of a bias on the skis than a two-stroke. Just like the Yamahas that show a light weight on the scale, a four-stroke carries more weight up front so they feel different. An Arctic Cat F8 that actually weighs more on the scale feels lighter on the snow. But you can’t deny the fact that this is the better handling four-stroke, and you know it is a REV-XP based machine. Take your MX Z from last year and refine the suspensions and give it a four-stroke with 100 foot-pounds of massive power and you get the idea. The engine doesn’t spin as quickly as the FX Nytro and doesn’t snap to attention as quickly, but the powerband is noticeably wider. It wails on the Arctic Cat Jaguar engine, as it should, but isn’t a match for the Z1 Turbo. The Polaris Turbo isn’t even in the same league.
So if you still like flickable lightweight two-strokes, you will notice the added mass of the 1200. If you want a REV-XP (XR) that gives you quiet and clean operation for thousands and thousands of miles, like 10,000 of them, then you need to consider the hefty price tag of the 1200. This isn’t for casual riders as much as it is for serious high-milers. The more you ride, the more you will appreciate it. In the TNT you get the performance-based suspensions so you can still go bashing the moguls, as an MX Z should. It’s right where you could paint it red and call it a GSX, but we’re OK with it being yellow and called an MX Z. You will be as impressed as we were.
The 2009 Ski-Doo MX Z TNT 1200 retails for $10,549.

2009 marks the return of the performance trail sleds from Polaris. We’re talking the bread and butter, the meat of the line-up. Last year, Polaris only offered us a 700 IQ, which was kind of a head scratcher. Not to worry, they’ve made up for it by coming with a 600 IQ and the mighty 800 IQ for 2009.
Polaris hard cores will be sure to notice that there are also 600 & 800 Dragon SP models for 2009. This is true. The Dragon SP models are truly a notch higher, mostly in their suspension calibration and capability. But they also cost $700 more than the IQ versions. For the majority of performance trail riders, we believe the 600 & 800 IQ models are a better match, but you do get a lot for the $700 when you step up to the Dragon SPs.
That’s why Polaris smartly offers different levels of performance at different prices. The 600/800 IQ is a prime example; it gives you the latest technology, but does so with a suspension calibration that is better suited to sit-down trail riders. It’s still a high-performance sled, not a cushy cruiser, and surprisingly only slightly less of a mogul-masher than what a Dragon SP is. If you want an even smoother ride, turn your attention to one of the IQ Shift models (with Ryde FX MPV gas cell shocks) that tone down the shock package for better small bump compliance. Gas cell shocks are almost always smoother than high pressure ones, but on the flip side they don’t control the bigger high speed hits nearly as well.
Frequently, riders will ask how the 600/800 IQ differs from a Dragon SP. They’re all IQ models, with the Dragons being white and the IQs black. Like stated above, the shock package and resulting suspension calibration is going to be the single biggest performance difference. Dragons are made for more aggressive riding, able to take on stand-up terrain more so, able to take on higher speeds and bigger bumps. This makes them more of a cross country sled than a trail sled. This is through the Walker Evans Piggyback shocks on the front of the Dragon SP, and a Walker Evans compression-adjustable rear track shock complimented by another Walker Evans shock at center.

The 600/800 IQ tones this down a bit with coil-spring Ryde FX Pro shocks in front, still high pressure IFPs. For the rear track shock, the 600/800 IQ has a FOX PS5 position-sensitive shock for comfort and ride quality. Don’t let the Fox PS5 track shock fool you; this is not a slow-speed cushy ride. The 600/800 IQ is a fairly compliant trail sled that can be ridden quite aggressively. It really surprised us
For comparison, there are X-packages and the Adrenaline models from Ski-Doo; the Sno-Pro and standard F-Series from Arctic Cat; the RTX and GT versions from Yamaha; and the Dragon SP and IQ models from Polaris. The higher-end versions are calibrated more for the harder charging rider, but not really up to the stand-up calibration of a race sled, where the lesser models are aimed more at the sit-down trail rider crowd, but still quite capable when the trails get rutted and rough.
With us so far? Some years, we find certain models are set up firmer or softer than what we expect for the intended rider.  Ski-Doo and Arctic Cat have been known to offer their X-package or Sno Pro with more of an expert calibration, only to have the masses of buyers complain about how firm they are. This was more of an issue back 7-8 years ago than lately. When we get to Polaris, we have found their 2009 models are extremely capable sleds in the rough, but they carry their performance through a broad range of conditions. The Dragon SPs are every bit as capable as a Sno Pro or X-package, and when you really push them hard they perform even better. Arguably the most controllable with confidence.
When we get to the 600/800 IQs, you find them to also be very capable when you ride them fairly hard, to the point you might wonder why anyone would need a Dragon SP. They are on the higher end of what we would call a “trail sled”, as they are not as comfortable as a Ski-Doo Adrenaline or a Arctic Cat F-Series, but again, we find them to provide excellent control in the trashed out rough trails when you really push them hard. Part of this has to be the IQ front suspension, as it gives you control and confidence through the travel. We don’t believe they have quite as responsive of steering as the Ski-Doos or even the 2009 Cats, but they’re plenty adequate and can be given more responsiveness with simple carbide replacements and suspension adjustments.
The 600/800 IQ also comes with a slightly taller windshield (that doesn’t work much better) compared to the low chrome shield and handguards of the Dragon SP. The IQs get a 1” Hacksaw track for improved top speed, where the Dragon SPs get a 1.25” RipSaw that is better suited for loose snow more often found off trail. And the 600/800 IQ comes with a shorter 2.4” bar riser with standard handlebars that is better suited to sit-down riding (compared to the tall 5.25” riser and straight bars with hooks on the Dragon SPs that are better for stand-up riding).
One area where Polaris leads the pack is in all-out engine performance. Their 600 H.O. CFI and 800 H.O. CFI are industry leaders for their classes in terms of raw acceleration and peak horsepower. The 600 H.O. is rated at a stout 125 HP, and the 800 H.O. comes in at a whopping 154 HP, making it the one to beat in this class. They’ve pretty much proven themselves in terms of durability and reliability and are pretty easy on oil. About the only points we can take away here would be for fuel economy, as they use some fuel to make this kind of go-fast power. They’re not that much different than the Arctic Cat engines of these sizes, and nowhere close to the fuel economy of the Yamaha four-strokes or the Ski-Doo two-strokes.
That being said, once you mash the throttle on the 800 IQ you’ll soon forget about the tank size or the range, as the rocket ship blasts off the pad and your ride to the moon begins. We had one of the limited build 800 IQs late last spring, and it was one of the most outrageous stock sleds we’ve ever had. This was almost mod sled throttle response and acceleration. It was very surprising and the torque was as thick as you could get from a two-stroke, to the point it made you forget about 900s and 1000s. No need to go that big with an 800 that pulls like this one does. That’s because of the magical 100 foot-pounds of torque. Horsepower is a calculation, where torque is what you feel; it is a measurement. The Liberty 800 H.O. CFI never gives you anything less than 80 foot-pounds of torque from 6000 RPM on up. That is what you feel when you squeeze the throttle. It jumps to attention and you smile a very big smile.
For most anyone under 200 pounds, the 600 H.O. CFI is going to be plenty of thrust for your rocket ship, and is easier on fuel (and your wallet). Lighter riders have more difficulty getting the power of a bigger engine to the ground, and they bring a more favorable power to weight ratio to the seat by being so much lighter. This is why we like to use a body weight figure as a good indicator for engine size. We’re sure there are some of you out there who weigh under 200 pounds and are perfectly capable of hanging onto an 800 IQ, so don’t be offended. We’re just trying to help out those who might not know which way to go. Where the Arctic Cat 600s now seem slightly underpowered in the F-chassis, we don’t get that feeling with the Polaris 600s (or the Ski-Doo 600s).
Our suggestion for aggressive Polaris trail riders is to add a taller windshield, strap one of the custom-fit Polaris gear bags on top of the tunnel and get the suspension set to your liking. We were very pleased and impressed with the 800 IQ we have. Not as cushy as a Cat, not as good of fuel economy as a Ski-Doo, but “wow” what a motor, and it’ll go through the rough with more confidence and control. Polaris calls that “ride and handling”.  We say, where was this sled five years ago?
The 2009 Polaris 600 IQ retails for $8,999 and the 800 IQ sells for $9,999, making it an extreme value in the world of hyper sleds. Both models are black with white and red graphics.

Here’s a new twist on the Polaris IQ platform – the Dragon SP models, offered in your choice of the industry-leading 600 H.O. Cleanfire or 800 H.O. Cleanfire Liberty two-stroke twins. These truly are “special” models, fitted with the latest and greatest Polaris has to offer. The nose of these IQ models is noticeably narrower, allowing the premium Walker Evans shocks to show off. Lightweight components and a premium suspension match the rest of the sled, giving the Dragon SP outstanding ride and handling that hallmarks the Polaris name.
Seriously, these sleds can take on the rough trails and cross-country terrain with the most confidence. Those who remember Polaris as having THE sled to take through the rough will not be disappointed, as our test riders found them to be the best overall suspension package we’ve ever sampled from Polaris. These are the only models that have a special lightweight rear suspension (six pounds less). Up front is a new lower control arm and new torsion bar that lets you carve like you want to, in complete confidence.
The overall package is very fast and capable through the rough, but not too firm. Precise handling compliments the suspension package, making this the most capable Polaris in years. Engine performance from top to bottom is stunning, but fuel economy is not as stellar. Swap the low windshield and handguards for a medium windshield and you have an outstanding rough trail sled, one of the best money can buy. While the 600 is adequate, the 800 will take your breath away. How fast do you need to go? Let rider weight decide – above 200 pounds, go for the 800.
The 2009 Polaris 600 Dragon SP retails for $9,699 and the 2009 Polaris 800 Dragon SP retails for $10,699. Both models come in matte white with Dragon graphics.

Consider the Yamaha FX Nytro RTX SE to be “the best of the best” when it comes to buying your very own Yamaha snocross sled. This is as close as you can get to what Yamaha factory riders run on the race track, and only a very few lucky souls will be romping on one of these studs this winter.
This racer-replica sports many differences from the FX Nytro RTX that mere mortals will be riding. Most noticeable are the Fox FLOAT-X front shocks that have a new high-rate negative spring that allows the shock to run high air pressures in the main chamber for excellent roll control without compromising ride height, small bump compliance or traction. Matching the front is the race-proven Dual Shock Pro 46 rear suspension, built with competition-spec reinforced arms and rails. There’s a new 46mm three-way clicker shock (hi and low speed compression) on the rear arm and a two-way clicker shock on the front arm for ultimate adjustability. This sled is calibrated for the extremely aggressive rider – sit down types need not apply.
The FX Nytro RTX SE also features a different tunnel design, developed on the Pro Open snocross race sled. The running boards tipped up at an aggressive 11-degree angle, providing more ground clearance for added rough terrain capability. The new design also features large snow evacuation and boot gripper punch outs.
The 2009 Yamaha FX Nytro RTX SE retails for $11,299 (which includes $4,200 of added features) in Yamaha Factory Race Blue.

This is the sled we’ve all come to know as the “Jaguar”, but for 2009 it’s simply called the Z1. Not to be confused with the new turbocharged version for 2009, this is the proven rock-solid 1056cc EFI parallel twin four-stroke that delivers a solid 125 HP with a power band that is the envy of any two-stroke. The engine is super reliable, quiet, and pulls harder than the other four-strokes in this class. In these days of higher fuel prices, the Z1 is even more attractive than ever.
But what really stands out is the ride and handling package of the Z1, arguably best in the industry for any and all of the four-strokes.  The Z1 gets all of the Twin Spar chassis and suspension enhancements for 2009, making this four-stroke a super handling and smooth ride quality option that sips fuel compared to the big-bore Suzuki two-strokes. The handling is now flatter and more responsive, with less pushing through hard cornering, and transfers better with a lower seating position and cg as well.
While the four-stroke engine gives the Z1 more nose weight bias than the Crossfires and F-Series two-strokes, the overall balance is still outstanding and makes for a solid trail sled that has ride quality which is the envy of trail sleds everywhere. When the trails get rough, this is the sled you’d rather be on. If you like doing long rides or multi-day runs of 100-200-300 miles per day, the difference the Z1 provides is most noticeable. Just turn the key and ride.
The 2009 Arctic Cat Z1 retails for $9,549 (that’s $900 less than the 2007 model) and comes in Arctic Cat Green and black.

It is amazing what happens when you drop a 152 HP engine into a chassis that weighs about 430 pounds. You end up with a power to weight ratio of only 2.8 pounds per horsepower, yet you get stock-sled reliability! And the kicker here is the stunning fuel economy that Polaris and Arctic Cat can’t match.
In its first year, the REV XP-based Summits were a little heavier than first expected, but don’t let that diminish how they have changed our view of “stock” mountain sleds. Now for 2009, a host of improvements and changes have been made to address the drive belt durability and operating temperature. Numerous detail upgrades have been made to the clutching to provide more consistent performance as well. And, the drive shaft has been improved to eliminate issues there, as well.
Why get an X-package instead of the Summit Everest? The HPG Take-Apart shocks, premium LCD gauge, racing brake pads, steel braided brake line and aluminum bars with J-hooks are the main reasons.
Bottom line, a great sled just got even better. The Summit X models are the lightest, get the best fuel economy, have phenomenal power right out of the box, and are a riot to ride through the bumps and up the mountain.
Summit “X” versions are considered “Spring-only” models, but if you look around you might find the one you want. They’re offered in three track lengths with the 800R PowerTEK (152 HP) engine; the 146” retails for $10,449; the 154” at $10,749 and the go-almost-anywhere 163” goes for $11,149. Choose your track length for how deep the snow is, longer adds flotation but takes away agility.    You can also get a 154” with the new 600 H.O. E-TEC (direct injection) two-stroke that sets the bar for fuel economy (only available in Deep Black for $10,199).

Mountain riders have been testing the limits of production mountain sleds for years, and often resort to custom-building a machine that is capable of doing what they want a sled to be able to do. Often, this amounted to taking an old race sled and building it into a suspension-laden machine that could tolerate their demanding (and downright abusive) style of riding. Cornice jumping, catching big air and moon shots were the norm for a new breed of thrill seekers.
Polaris has long enjoyed domination in the deep mountain snows, and they’re always looking for niches that they can develop into strongholds. Their next foray into the freestyle market is the new-for-2009 Assault RMK 146, aimed directly at the wild side of the mountain genre that needs a sled that is more capable to take on the big air jumps and landings. The Assault is fitted with race-strength components and terrain-swallowing suspension calibrations. Think of this as a race-spec RMK fitted with stronger rails, bump stoppers, and rail braces. Walker Evans shocks are set-up for the big time. No sway bar means backcountry carving, not flat cornering. Lug height has been upgraded to a competition 2.125” height. Tall Pro Taper handlebars add to the strength and image. A 154 HP Liberty 800 H.O. CFI lets you go most anywhere you want to.
This is a serious sled for serious (and experienced) riders only. If you usually trash your sled because you ride so hard, this one’s for you. The 2009 Polaris Assault RMK 146 retails for $10,599 and comes in matte red with Assualt graphics.