With Chris Olin – Rox Speed FX

“What the heck is an RXf?” you’re asking yourself. Is it a Yamaha in Cat clothing? Is it an Arctic Cat with an identity crisis? XF or F? Or is it something that does not exist but could be something we would like to see? A missing link perhaps…..Hmmm. When we set out to build this project we wanted to build the ultimate flatlander cross over. The Arctic Cat Pro-Cross chassis is widely considered to be one of the best platforms for trail riding on the market and there is no question on the performance of this two lunged monster. This thing rips even before we started on this build!

The word Crossover is the buzz word in our sport and our society right now. Everything from SUV’s to motorcycles and GPS units combine what we love about one thing with the functionality of another thing. Everyone is looking for the magic potion that will be all things to all people. In fact the cross over automobile has been around since the early 1900’s. The invention of the Dual Cowl Phaeton body carriage was an attempt to improve the carriage by giving its riders the option of sitting inside the cowl (interior) or outside in the free air in effect crossing a convertible with a closed body car. Who can forget the Ford Ranchero (1957-1979) or Chevy El Comino (1959-1987). I can remember growing up as kid riding in the very back of my parent’s station wagon facing the cars behind us in a bit of embarrassment. Who thought crossing a bus with a car and then adding fake wood paneling was cool, Not! “But it’s so practical!” Now cross over wagons/SUV’s are the hot tickets and the buzz word in the automotive industry. What goes around always seems to come around again at some point! But, back to the purpose of this article.

We started with a 2012 Arctic Cat F800 SnoPro platform. We, like others, love the looks of the new chassis and we love the performance of the Cat on the trails, but we thought…what would it be like if we built a Cat that targeted the flatland riders. All of the other manufacturers were building a 136”/137” model except Cat. The XF tends to lean on the side of the mountain man vs. the flatlander in characteristics. Light bulb moment!

So we started out by contacting Bruce at Camoplast about acquiring a 136” track for our project. We selected the Camoplast Back Country 2.52 x 1.75” x 136” track. We wanted something that had the ability to truly cross over from trail to powder, the goal being the ultimate of both worlds. We decided to stay with the 2.52” pitch instead of making the jump over to the 2.86” pitch of the 2013 models. If you want to add a 2.86 x 136”/137” kit to your 2013 F800 the part number is 9126C and you will actually save 12% in weight over what we have done. The part number for our build is 9142C and fits the 2.52” pitch on the 2012 platform.

The next call was to Tony Vruwink over at Tracks USA to develop the extensions we would need to turn our 128” to a 136”. After some discussion about the purpose and plan of our build the group over at Tracks got to work. They designed, fabricated and shipped out a prototype set of 136” extensions in short order. The service and speed at which they worked with us is to be commended. We love working with good people! Tracks USA makes a wide variety of extensions for all four of the manufactures so give them a call or take a look at their website for more information.

Our next step in the build was to figure out how to give ourselves more bite in the britches so to speak. Horsepower! Who better to call than Speedwerx! They have been playing in the performance field for 18 years and worked with us way back in 2005 when we built our “CrossFire 8” project in the Jan/Feb 2006 issue of SnowTech. Jeremy recommended the Frogz Skin kit, Speedwerx stage 1 kit and adjustable pipe to help us get power to the ground in low and high elevation conditions. The kit includes pipe and Y-Pipe that adds about 9-10 hp over stock and is 5 lbs lighter. The muffler is 11 lbs lighter than stock and is actually quieter by 4-6db at 4000-5000 rpm. Now what’s really cool is Speedwerx has a system by which the rider can get max performance by having two stingers, one for low elevation 0-5000 and one for 5000+. If you’re a flatlander that runs out to the “Big snow” a few times every winter take a look at this system.

“If you’re going to modify the exit you have to modify the entry” so we gave Joe a call over at Boyesen. He sent us a set of Boyesen Rage cage Reeds for the big 800HO that gave us around 3-5 hp over stock. The biggest impact here is bottom end response and quicker acceleration. Improving air flow requires improving fuel flow especially when we are talking about mods and elevation. Enter Dynojet! Dynojet is the expert in the field of fuel mapping controllers. The Power Commander V connects into the factory harness and allows you to change the fuel maps based on the elevations you are riding. Speedwerx has the 800 twin maps dialed in for three elevation categories – 0-5000’, 5000-9000’ and 9000’and above. They can be downloaded off from the website via computer.

Power is no good unless it gets to the track. Along with the Speedwerx stage 1 kit we changed out the stock helix, secondary spring and weights for the Speedwerx Hypershift clutch kit. Jeremy of Speedwerx states “The high elevation set-up is designed to maintain rpm and reduce belt temps. Currently we are seeing 800 + miles on a stock 084 belt while mountain riding out west. Our low elevation set-up increases throttle response, acceleration, offers better back shift, adds 5 mph to the top speed, and longer belt life compared to the stock set-up.” We can say “yes it does!”

Next in the proverbial line of mechanics is gearing. Due to the added track length we decided to change the 21/38 stock gearing of the 2012 F800. We ended up running 21/48 which is based off from the XF’s 22/48 gearing. We are not looking for hyper lake running speed, but quick hit trail pop while still being able to jump off into the powder with our 1.75” x 136” Backcountry track. Plus, the gearing is much better for our belt life which we like.

On the list of changes was to update the tunnel to the new flat tunnel design used on the 2013 models. The added strength of the design as well as the elimination of the space for snowpack and slush build up was something we wanted on this build. Arctic Cat sells this kit through their dealer network so if you own a 2012 you can make this mod fairly easily. We customized the tail section of ours by fabricating an aluminum extension plate at the end of the new tunnel. That way our shiny new snow flap can clear the additional length we gained in the 136” track.

If you have kept up with SnowTech you may have seen some mention of the Custom Axis kit for the 2012 F&XF Hygear has developed with Custom Axis. We decided to reach out to the Hygear boys and give these shocks a try on our build. We went with the Custom Axis DA/DR Piggybacks in front. These shocks are light and compression and rebound adjustable. The skid kit for the F800 uses a Custom Axis DSC/DR center and DA/NS rear shock.

The dual rate spring on the center shock is set up for rider weight, and provides a soft initial rate for stutter bump compliance along with a stiffer rate for bottoming control. The dual speed compression adjuster on this shock allows the rider to fine tune bottoming resistance, as well as cornering, small bump feel, and overall vehicle dynamics. The rebound adjuster on the rear shock helps dial in ride comfort. These things look amazing on the sled and meet the objective we set out for on this build.

A must have for the Procross/Proclimb chassis is a Racewerx front bumper and skid kit. This thing is rock solid and provides the best protection from giving these rigs unwanted nose jobs. Protecting the intercooler and air intake is vital when you are off trail in no man’s land and the skid plate is just plain insurance! Another cool addition from Racewerx is a product they call a Rapid Block. It allows you to quick adjust the coupling block in the skid to 6 different positions without a tool. The adjuster allows you to go from max transfer to max ski pressure simply by turning the dial so to speak. Knee pads are a welcome addition as well from Racewerx. These are low profile but provide enough pad and grip without getting in the way. Doug has also come out with a nifty seat knob you can manage with your gloves on if you need to access your battery or under seat storage.

We knew by adding a 1.75” lug and added track length we would affect the steering similar to what happens when adding studs. So we gave Adam a call over at Starting Line Products to inquire about the performance of the SLP “Straight line tracking” ski verses the SLP “Powder Pro” ski in regards to the Pro chassis. Adam stated that they would recommend the SLP Powder pro ski. He states, “The Powder Pro Skis give a more planted feel in the front end and create enough bite to rail through the corners. Because of their unique design they also provide unparalleled handling in loose or powder snow, which is exactly where the XF and M-Chassis models need improvement. They also work extremely well on the F-Chassis whether riding on trails that are groomed or loose and torn-up.” If you have followed our builds of the past you will notice these are one of our favorite mods. The skis are aggressive, but they do not wear you out. The last thing you want is to feel like you have been wrestling steers all day in the pasture.

Now for the Rox Contributions to this build. The 2012 F800 came stock with a 4.5” stock riser which is a little short for our taste. Rox is known for our patented height adjustable and pivoting risers. New for this year is a T-style solid series of risers that range from 1” to 10.5” in height. They are billet aluminum and made in the USA. We chose the Rox BR 6.5” for this build. They are robust and have that custom look of high end quality Rox Speed FX is known for. A very cool addition was custom orange anodized Rox Edge Grippers. They add gription and strength without cutting apart your running boards. Rox has also redesigned the Flex-Tec hand guards for the 2012/2013 season. They are now made of 100% water proof materials and have a new 3D raised rubberized logo plate. They have a factory finished look and all the functionality you depend on in cold, harsh or rowdy conditions. Something new for Rox is what we call the remote switch kit. It allows the rider to move the left hand control module that holds the hand warmer switches to the center of the bar which eliminates the possibility of bumping them while riding. If you are a stand up rider you know what I am talking about.

Now to wrap it all up…yes, Pun intended. We have done something we have not done before and we are pumped with the outcome. A 100% matte finish wrap from Blown Concepts. Sweet job Robb! She’s a real looker, as the old timers used to say.

In conclusion this project was a blast! The RXf Rox! Our cameraman who is used to riding mountain sleds took off down the trail and returned with “Holy**** that thing is fast!” There is nothing like running a trail or ditch with a capable sled! Feeling the sled suck up the bumps as the trail flies by is amazing. Being able to jump off and enjoy an untouched lake, field or hillside only adds to the fun. We feel we totally achieved or goal of building the ultimate flatland Cross Over Cat!

All of the companies we worked with are top notch and can be trusted to provide you with value for your hard earned dollars. Arctic Cat did a great job with the new platform in my opinion. I like a company that embraces change and pushes the envelope. At the end of the day, the goal is to put a smile on your face and enjoy the adventure. God Bless and good riding!

“Oh give me land lots of land under starry skies above don’t fence me in
Let me ride through the wide open country that I love don’t fence me in
Let me be by myself in the evening breeze
Listen to the murmur of the cottonwood trees
Send me out forever but I ask you please don’t fence me in.
Just turn me loose let me straddle my sled underneath the blue bird skies.”

~Robert Fletcher/Cole Porter

Contact List

Skis – Starting Line Products / 208-529-0244 / www.startinglineproducts.com

Motor/frogzskin/PC V – Speedwerx / 651-982-0600 / www.speedwerx.com

Shocks – HYGEAR Suspension / 607-533-7434 / www.hygearsuspension.com

Skid Extension – Tracks USA / 320-382-6128 / www.tracksUSA.com

Track – Camoplast / www.camoplastsolideal.com/snowmobile

Bumper/kneepads/Rapid block / Race Werx / 612-396-7011 / www.racewerxinc.com

Wrap – Blown Concepts / 612-767-7645 / www.blownconcepts.com

Reeds – Boyesen / 800-441-1177 / www.boyesen.com

Ergonomics – Rox Speed FX Inc. / 218-326-1794 / www.roxspeedfx.com

Ski-Doo sells more snowmobiles than anyone else, and that lead is growing. Over the past year they have increased their market share in all segments, especially in the mountains. Their warranty costs have decreased and customer satisfaction has increased. Where do they go next? How about enhancing the riding experience; making snowmobiling “easier”.

It was just last year that Ski-Doo introduced us to their next generation REV-XS and REV-XM platforms. These new REV variants were only offered on a limited number of sleds, so for 2014 it is logical to see most of the remaining REV-XP models being converted over to their latest designs. That means sleds like the MX Z X-RS and GSX (2-strokes) are now on the REV-XS platform, and the Freeride models are on the REV-XM platform. Four-stroke 1200 models remain in the REV-XR body style, but we get a new ACE 900 engine that does fit into the REV-XS body style.

The Rotax ACE 900 engine with intelligent Throttle Control (iTe) technology is the next member of the Advanced Combustion Efficiency (ACE) family of four-stroke engines. A triple-cylinder variant of the mileage king ACE 600 engine, the new ACE 900 claims up to 23.3 miles per gallon while producing 90 horsepower. It is essentially another piston and cylinder added to the ACE 600, giving us the 900cc displacement.

This new ACE is clean, as it meets the National Park Service Best Available Technology (BAT) requirements. It is operated with the industry’s first electronic throttle-by-wire technology – intelligent Throttle Control (iTC). iTC technology provides three driving modes: Sport (quick acceleration/response), Standard, and ECO (improved fuel economy/more relaxed response). A rocker switch on the left dash lets the driver select the mode, and the electronics do the rest.

iTC also provides the industry’s first Learning Key: an alternate tether cord limits top speed and acceleration. Dad can ride the sled and go have fun, then hand the learning key to a younger rider who is electronically limited to help keep them from going too fast, so it’s like having two, or three sleds, in one. Or four. This one is going to be VERY popular.
The bulk of Ski-Doo riders will be happy to see the expansion of the REV-XS and the world-class rMotion suspension to so many more models. In the Summit series, the REV-XM platform has been expanded to many more models along with the capable tMotion rear suspension and FlexEdge track technology.

We also find a new track drive system (on the Grand Touring LE with the ACE 900) for 2014 in the SilentDrive System, where BRP engineers took a fresh look at the drive system to significantly reduce noise, vibration and harshness. Silent Drive uses advanced 16-tooth internal drivers, longer rails and a unique track design to reduce the drive system noise and vibration, up to 70% versus a regular sled.

When you first hop on a 2014 Ski-Doo, one of the first things you will notice is the new left-hand handlebar control assembly that is simpler and more intuitive to operate. Instead of having the buttons rocker left and right, they now rocker up and down. Each and every new feature is aimed at enhancing the experience to make snowmobiling easier.

Ski-Doo’s flagship MX Z X-RS bump sleds make the conversion over to the REV-XS platform for 2014. Only offered to Spring buyers, this is the same chassis with reinforcements as found on the 600RS race sled for the ultimate in strength. Offered in your choice of E-TEC engines, the 800R or 600 H.O. The steering post comes in the forward position for aggressive riding.

The Spring-only MX Z X-package models remain one of the best sellers because of their capability and adjustability. Fitted with the Quick Adjust option for the rMotion suspension, riders can quickly dial the spring preload or shock valving to exacting settings for the most capable suspension available. Smooth through the chatter and able to take on the big bumps, this is an outstanding suspension package. Also offered in the REV-XR platform with the 1200 4-TEC engine package, a wolf in sheep’s clothing if you prefer a four-stroke. Go for the Quick Adjust option, it’s worth it.

If you haven’t had the chance to ride a sled with the rMotion, you need to try one. Most suspensions can be set to work good in a particular condition, but the beauty of the rMorion is how it works so well across a wider range of conditions. Now instead of being limited to a small number of models, Ski-Doo has expanded it to many more models for 2014. All of the in-season MX Z TNT models get it. All Renegades (except the Sport) get it. And all of the GSX models get it; and if you want the best of the best, the GSX SE has rMotion AND the ACS air control shock. If ride quality is your single most important criteria, here is the best.

Ski-Doo has been making big gains in the mountain segment, and this will continue for 2014 as ALL Summit models, even the Sport, get the pivoting tMotion rear suspension and FlexEdge track technology. These features make mountain riding easier, even for the less experienced, as the sled is more responsive to the rider’s inputs and desires.

Ski-Doo is leading the engine wars as well. They are all at, or near, the top in terms of power, fuel and oil economy, with excellent running quality and lower noise emissions. Short tracks, long tracks, two-strokes, four-strokes, work, play and everything in-between, they’ve got it all.

This article was from the Spring 2013 issue of SnowTech – published in March 2013

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Polaris has really gotten their act together the past few years. Back when the RUSH first came out in 2010, it seemed as if that exact model was rushed to market (funny, huh). But since that time they have taken the Pro-Ride platform to new heights in their popular RMK series, expanded their progressive rate rear suspension to their Switchback series, and most recently added the popular Indy models back into their line-up. The Indy sleds feature the front end chassis & construction of the RUSH with a more traditional tunnel and coupled rear suspension design, something Polaris remains very good at.

So for 2014, it makes perfect sense for them to give us more Indy-based models to choose from. Gone for 2014 are the base RUSH models, as their Indy brothers are duplicates in the line-up. The only RUSH models left are the Pro-R 800 and Pro-R 600, the good ones with the Walker Evans clicker shocks.

Which brings us to the Polaris Indy. The Polaris Indy, one of the most legendary names in the history of snowmobiling, made its return to the Polaris lineup in 2013. For 2014, the popular 600 Indy and 600 Indy SP return with new seats and they’re joined by several new INDY models.

If the 600 Indy was so popular, why not offer an 800 Indy? Sure enough, 2014 brings us the 800 Indy SP, for riders who like to carve the trails with stronger acceleration. Also available during SnowCheck Select for Spring buyers there’s an 800 Indy SP LE (and 600 Indy SP LE) with special paint and graphics, multi-colored seats and equipment options; your choice of three windshields, storage bag options and electric start.

In an interesting twist, Polaris is coming with several 144” track length versions of the Indy series. The 600 Indy Voyager 144 and 550 Indy Voyager 144 are described as “light utility” models that are well-suited for work and for off-trail riding”. The INDY Voyager models are going to be extremely capable off-trail sleds with their 144” tracks, high-flotation Gripper skis and narrow, adjustable RMK front suspension. These new models also provide a smooth, comfortable ride, so they’re right at home on the trails, but they’re also well-suited for work with their large, durable rear cargo rack. The 600 Indy Voyager 144 is going to see some sales in the lake effect snow belts, where the added flotation of the 144” track and the fuel economy of the 600 twin is going to be preferred over the less-capable in the deep (but more capable in the rough) Switchback 600 models.

A variant of this is the new 550 Indy Adventure 144, an extremely versatile model with the innovative Adventure Cargo System and Lock & Ride Convertible Passenger Seat. It is an Adventure model, but with a traditional tunnel. Yet another variant is the 550 Indy LXT 144, a touring model with a full complement of comfort features for high mileage riders. There’s also a stripped down version called the 550 Indy 144, and of course a short track 550 Indy 121.

While we expected to see more Indys, we simply did not see all of these new models coming. So many new 550 fan-cooled models (four different 550 Indys with a 144” track?) is somewhat of a surprise, but Polaris must be selling enough 550s fans to make it worth the exercise. They are a lower-powered and lower-priced option, and while not appealing to the typical performance rider they likely have appeal to the broader world-wide market that Polaris is eyeing with lust and desire.

Two new models that we’re happy to see are the full-season 800 Switchback Adventure and the new 600 Switchback Assault. The 800 Switchback Adventure was offered last year as a spring-only model, but due to popular demand makes its return as an in-season offering. It has the versatile Adventure Cargo System that lets a rider install or remove saddlebags in seconds without tools. The cargo rack can also hold the new accessory Lock & Ride Convertible Passenger Seat, which converts the sled into a 2-up machine in just seconds.

The new 600 Switchback Assault 144 joins the 800 Switchback Assault 144 in giving riders the confidence to take on any terrain, anywhere. It is extremely nimble and well-equipped to dominate on tight, rough terrain and when landing from jumps and drops. We’ve seen a number of Switchback Assault models being used as Crossover sleds in a wide variety of conditions, so we’re confident the new 600 version will also be very popular as well.

In the heart of the Polaris line-up for 2014 there are no major changes to the Rush Pro-R, the RMK models or the Switchback models from last season. In fact, these sleds are working very well right now. Polaris seems to have gotten the drive axle issue taken care of on their RMK belt drive, citing supplier and tolerance issues. There are no new engines or significant engine changes for 2014, as the 550 fan, 600 CFI and 800 CFI are now working well for Polaris. They’re going for lightweight more so than peak power with the 800, and in the light Pro-Ride chassis it does work very well. The 600 CFI is a stellar engine, with good power and excellent economy, fuel and oil. Four-strokes? There remains a single Turbo IQ LXT four-stroke in the Polaris line-up for 2014, which now works quite well. Actually, Polaris now has their entire line-up working quite well.

This article was from the Spring 2013 issue of SnowTech – published in March 2013

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In what could be described as one of the biggest surprises ever in the snowmobile industry, Yamaha has just released details on several new RS Viper models for 2014 that are all-new sleds for Yamaha, ranging from 129” short-tracked models to 137” Crossover sleds and a longer 141” deep snow shredder. Each one of them is powered by their now-famous Nytro engine, the three-cylinder rock-solid powerhouse with wicked-fast throttle response and hard-pulling midrange acceleration, boasting nearly 140 horsepower at peak.

Yet what makes the RS Viper models so novel is that they are being assembled right here in the United States, a first for Yamaha and a first for Arctic Cat. Arctic Cat? That’s where the 2014 Yamaha RS Viper models are all being assembled, featuring the Yamaha Nytro four-stroke engine and Yamaha clutches into Arctic Cat Procross (129” & 137” chassis sleds) or Proclimb (141” models).

We’ve got an in-depth report on this mutual supply agreement between the two companies in this issue of SnowTech Magazine, but suffice it to say that Yamaha is supplying Arctic Cat with engines and Arctic Cat is building sleds for Yamaha using their base chassis technology. Now you can buy a Yamaha with their legendary engine and clutching package, but get the ride and handling of an Arctic Cat. Almost a scary combination!

Yamaha is now offering five different versions of the RS Viper for 2014. We still find the familiar Apex and Phazer models, along with the super-popular RS Vector series, with the biggest news here being the addition of a 144” Phazer XTX fitted with a 14 inch wide x 1.5” lug height Freeride track for Crossover duty. With the introduction of the SR Viper series, Yamaha has dropped several of their previous FX Nytro models, but not all of them. We still have the 153” and 162” MTX mountain sleds, an XTX with the 1.75” track and a base FX Nytro.

While Arctic Cat is assembling the SR Viper models for Yamaha, they are not exactly the same as the comparable models from Arctic Cat. The Yamaha versions have different styling, most obviously found in the windshields, hoods and side panels, snow flap and ski tips. Most importantly, we find the Yamaha’s High Performance 3-cylinder 1049cc “Nytro” 4-stroke engine with Yamaha clutches and drive belt. We also find a new intake and exhaust system for this engine and chassis combination, with the exhaust coming out the lower right side instead of exiting back under the seat. The exhaust header, collector and main pipe are still cooled by snow, but there will be far less ice (and weight) build-up. We’re told the new intake and exhaust is actually going to produce more power than before, along with more responsive handling due to the better centralization of mass.

SR Viper
In the “Groomed Trail” segment we find the new Yamaha SR Viper. This one is fitted with a Comfort-tuned Dual Shock SR 129 rear suspension and Fox coil-overs up front, so it is comparable to an Arctic Cat LXR calibration. Being a trail sled the SR Viper is fitted with a more functional mid-height windshield and a heated seat. This sled comes in one color, Black and Red.

SR Viper RTX SE
This is Yamaha’s premier bump sled for 2014. We could compare it to an Arctic Cat Sno Pro model as the two share similar suspension packages. Yamaha calls this their “Performance-tuned Dual Shock SR 129” rear suspension” with Fox Float 2 shocks up front. Traction is provided by a RipSaw II 1.25” lug track. The RTX SE is offered in two color packages, Racing Blue and White or Vivid Red and Black.

SR Viper LTX
When we see the “LTX” tag on a Yamaha, it means crossover length and the new SR Viper LTX is fitted with a comfort-tuned 137” Dual Shock SR rear suspension. This is a torsion-spring rear with coil-over shocks up front, traction provided by a RipSaw II 1.25” lug height. This would be comparable to an Arctic Cat XF LXR calibration, better suited for trail riding and not as aggressive as the SE versions or a Sno Pro. Here we also find a heated seat and a highly functional yet stylish windshield for trail riders. This is going to be the best ride quality you can find in any of the SR Viper models, combining the torsion spring rear with the sliding front arm mount for superior bump absorption and skis-on-the-ground handling.

SR Viper LTX SE
This new sled is fitted with a (coupled) performance-tuned Dual Shock SR 137” rear suspension and Fox Float 2 shocks up front, again similar to an Arctic Cat Sno Pro suspension package. If you do a fair amount of standing while riding or just like the more aggressive suspension calibration, this sled is for you. Think of it as a long track RTX. This one is also offered in two color packages, Racing Blue and White or Vivid Red and Black.

SR Viper XTX SE
The most capable off-trail sled in the new SR Viper series is the 141” track length SR Viper XTX SE. Positioned as a “Crossover” sled, this one is fitted with a Performance-tuned Dual Shock SR 141 rear suspension that is uncoupled, comparable to the Arctic Cat XF models in the 141” track length. Fox Float 2 shocks front and rear, with a coil-over in the center provide the aggressive calibration. The XTX will be fitted with a 1.6” lug height Cobra track, which should make it an outstanding performer both on and off trail (we love the Cobra track). This is the only SR Viper with a fixed front arm mount, as all of the other Vipers have the sliding front arm mount (a.k.a. Slide Action) for better control of ski pressure. The XTX SE is intended for more off-trail duty, and the uncoupled rail gives you some ski lift to get up on top of the snow. Taller handlebars and a center grab bar give you the goods to tear it up.

This article was from the Spring 2013 issue of SnowTech – published in March 2013

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When you first examine the new models from Arctic Cat for 2014, you might be confused as the familiar numbers like “800”, “1100” and “1100 Turbo” are gone. Instead we see numbers like 5000, 6000, 7000 and 8000. Arctic Cat has changed the way they classify their engine sizes, because a lower powered 1100 was already confusing when compared to the higher powered 800. To make things simpler to understand, the 1100 four-stroke is now the 5000 series. The new DSI two-stroke 600 engine (yep) is the 6000 series. The new Yamaha 1049cc four-stroke engine (new to Arctic Cat) is the 7000 series, the 800 twin is the 8000 and the 1100 Turbo is being called the 9000 series.

Also gone is the traditional “F” designation for their short tracked performance sleds. Gone. No more F8 or F 800. All of the short-tracked performance sleds are going back to the popular ZR badge. And to really jazz things up, the ZR 6000 with the new clean Dual Stage Injection 600cc two-stroke is going to be called an El Tigre as well. ZR El Tigre. This is the ONLY model this new engine is going to be offered in for 2014, in the 129” track length. If you want a new DSI 600, this is it.

If your head isn’t spinning yet, just wait. The 7000 series sleds are fitted with what we all know as the Yamaha Nytro motor. Yes, you can buy an Arctic Cat is three different track lengths with a Yamaha Nytro engine under the hood. They will all be identified with the 7000 series badge.

Three track lengths? We still have the familiar 129” track length for the short track performance models, but for 2014 Arctic Cat has added even more Crossover length models to their line-up. There are several new 137” track length XF models, fitted with a coupled Slide Action rear suspension so they will be far better suited for trail duty than the uncoupled 141” rail that has been on the XF models the past two seasons. That means we have two different lengths of XF models to choose from, the shorter coupled 137” ones (XF Procross) biased more towards trail use and the longer uncoupled 141” ones (XF Proclimb) biased more towards off-trail use.

All of this means there are a whole lot more models to choose from in the Arctic Cat line up. Two new engine choices, and the new 137” track length choice. The 141” XFs are now called XF CrossCountry, with the CrossTour and HighCountry models still on the 141” platform as well. With three engine sizes and three suspension/feature packages to choose from in each track length – the XF Crossover segment has clearly exploded for Arctic Cat!

Not all engine sizes are offered in all versions, for example there is only one ZR 5000 (1100 engine) and one ZR 6000 El Tigre (DSI 600 engine) but you can get a ZR 7000, 8000 or 9000 in LXR, Sno Pro or Limited versions. And of course, there is the Sno Pro RR with the adjustable shocks that is still available in ZR 8000 and ZR 9000 engine sizes (800 and 1100 Turbo, respectively). The Sno Pro RR models were actually very popular last year, as they are the only Cats with adjustable shocks. Why? According to Cat, most riders don’t know how to properly use knobs on shocks so they’re trying to keep it simple and keep things working right.

From a power perspective, the 1100 4-stroke should still be in that 123-125 HP area and thus gets the “5000” performance designation. The new DSI 600 two-stroke is also going to be in that same 123-125 HP area, but being the sled will be so much lighter it will be higher performance, thus the “6000” series designation. The Yamaha engine models with the “7000” designation should be a few HP higher than what Yamaha was getting in the Nytro, so figure about 135-138 HP. Then we jump to the 800 two-stroke twin, the same good old throttle-body EFI screamer that is good for right about 162 HP, and then of course the honking 1100 Turbo four-stroke and its 177 HP rating gets the “9000” series designation.

There are no 6000 or 7000 sleds in the mountain segment, nor are there any 6000 sleds longer than 129”. Not yet. The changes are confined to the ZR short tracks and the splitting of the XF series to 137” Procross and 141” Proclimb. With the growing Crossover market, this is a solid move and makes perfect sense. The 141” XF wasn’t the greatest on trail but works so very well off trail that bringing us a torsion-spring Slide Action 137” suspension gets us super excited around here. We’d almost bet that Arctic Cat will sell more of these than they do 129” sleds, with the exception of the new DSI ZR 6000 El Tigre. That one could see super high demand, but chances are it might be limited in supply. While not a direct-injection motor, it uses low-pressure cylinder-mounted injectors that spray a fuel-oil mixture on top of the piston and thru a slot in the piston skirt so it does a better job at piston cooling and rod bearing lubrication (pin and crank), something that DI engines do have issues with. It is less complex and should be lighter in weight, and it is all Arctic Cat, built in Saint Cloud, Minnesota at Arctic Cat’s own engine manufacturing facility. With these new engine options, Arctic Cat is positioning themselves well for now and into the future.

This article was from the Spring 2013 issue of SnowTech – published in March 2013

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Sample article from SnowTech Magazines October/November 2013 print issue

Two-Stroke Brutality

Even though Arctic Cat introduced us to their new Procross platform last season, very few riders were able to get many miles on their new sled last winter. That means they didn’t really have the chance to find out just how good the new F 800 Sno Pro really is.

In some ways it might have been a blessing in disguise, as there were some initial production issues with the 2012s, so by not getting many miles on them it gave Arctic Cat some time and some breathing room to get all of the bugs out of the sleds. The 2013s should by all accounts have all of the assembly line detail issues figured out, and anyone who owns a 2012 should have their sled gone through by a dealer before the warranty expires to make sure all of the service issues have been addressed. There were tie rod ball joint inspections, retaining nuts behind the upper gear in the chaincase, blown drive belts, and other things that came up early on, but the dealers know what to look for and what to do to make the 2012s right.

Now for 2013 the Procross F 800 Sno Pro is ready to dominate the terrain, all the way from trails to ditchlines to lakes and most everything in-between. One of the most notable changes for 2013 is the change back to a flat top tunnel. The 2012s had a tapered tunnel where the rear heat exchanger wasn’t mounted flush with the top of the tunnel, but instead was hanging down below it slightly. While this provided more contact surface area for cooling it left the top of the tunnel without reinforcement so it was weaker than it could have been. Now for 2013 Arctic Cat has gone back to a flat top tunnel and the heat exchanger is mounted up against it, so we’re back to full strength.

Physically the F 800 Sno Pro is a fairly big chassis. Arctic Cat opted for the route of commonality with their new platform, designing one common platform that would let them use both 4-stroke and 2-stroke engines. To further the commonality, they share many common parts and designs with the deep-snow ProClimb sleds. That’s just plain efficient manufacturing. The sled sits fairly tall and has some width to it, so dimensionally it’s not the little machine like what a Sno Pro 500/600 is. This provides some surprisingly good wind protection for your lower body, but you might notice how tall the sled sits when you load it into an enclosed trailer.

The true attraction here is the agility, or flickability, of this new F4 platform compared to the older F-Series machines. Take a 2008-2011 F-Series sled and it was more of a solid, planted trail sled. Excellent left and right flat cornering and smooth ride quality. The problem was there were many Arctic Cat faithful who wanted the lightweight agility of the Firecat. They wanted that lake-racer rocket ship. They wanted that “blast through the ditches” bump sled. They wanted their new Arctic Cat to feel and act more like the Sno Pro 600 race sled.

When you sit on the F 800 you can tell the riding position is almost perfect. Hips are positioned above your knees so you can stand easily with your legs, no need to pull your body up with your arms. Your feet are not so far out in front of you, rather more underneath you. Ergonomically the rider is placed in more of a stand-up position. You feel more neutral and more centered. You also notice there isn’t as much machine in front of you, less bulk and less weight. For 2013 the handlebar riser block is one inch taller, up to 5.5” from 4.5” on the 2012s. This riding position puts you in complete control, able to take on whatever you might encounter, and the sled responds to your input with uncanny accuracy.

Our test riders all commented on how responsive the new ProCross sleds are. They respond quickly to the steering input, and they respond quickly to rider input. This is most noticeable when you ride the F 800 – it is very similar to the Sno Pro 600 race sled. You might even find the steering to be quicker to respond than most any other sled you’ve been on, it really is razor-sharp. Personally, we like more aggressive carbide runners and/or skis than what the sled comes with stock, but this is true of most riders. Try it stock, but be ready to bolt some more aggressive runners on there if it pushes more than you’d like.

The F4 platform uses a very tall spindle so the a-arms are widely spaced apart. Cat engineers tell us this was for added strength, but also allows them more room for packaging (remember, they had to be able to cram a 4-stroke turbo into this chassis). Just as important is the canted mounting to the bulkhead – the lower a-arm is mounted at a 30-degree angle, no longer perpendicular to the chassis. This forward-swept nature redirects the bump energy inputted into the chassis, allowing better control through the rough.

The new F 800 is incredibly fast and agile. Having over 160 HP and being so much lighter than the F 1100 Turbo it goes through the bumps with less effort, and this is where the weight difference shows up most. When you ride the new F 800 Sno Pro you will instantly be able to throw the sled around. You will know it is lighter. The sled feels more like a part of you, doing what you want it to with fewer surprises. Where the long track XF models went to a different rear arm geometry with FLOAT airshocks or coil-overs in the rear, the F 800 stays with the proven torsion spring rear suspension that provides far better ride quality than the XF models. This is a major difference, and if you spend most of your time on the trails you will really want to be on an F 800 instead of an XF. Remember, the F 800 has a 128” track length (now out to a 2.86” drive pitch for 2013) so while we still call it a short track it is longer than the traditional 121” sleds, and it shows up in tracking, traction, acceleration, flotation and all around stability. With 160 HP the sled should have at least this much track on the ground! The new 2.86” pitch track is also lighter, which should make it faster. We’re also told the inner idler wheels in the skid have been moved back for 2013 for improved hyfax wear.

The 2013 Arctic Cat F 800 Sno Pro comes in green or orange and retails for $12,149. There’s also the F 800 Sno Pro Limited that comes in white or black that sells for $12,849. The Limited models add to the potent Sno Pro package premium features; electric start, hand guards, goggle bag and rear storage bag.

The Oct/Nov 2012 issue is in the mail and features 26 pages of 2013 New Model reviews on the following sleds: Arctic Cat F1100 LXR, Ski-Doo Expedition Sport, Yamaha Venture MP, Polaris Indy 600 RMK, Arctic Cat Sno Pro RR, Yamaha RS Vector, Arctic Cat F 800 Sno Pro RR, Ski-Doo GSX SE, Polaris Rush Pro-R, and Yamaha Apex. Also in the Oct/Nov issue was the following new model review of the 2013 Ski-Doo Freeride. Subscribe today to see the other new model reviews and get the December issue of SnowTech delivered to your door! Or if you would like to immediately see the Oct/Nov issue, you can buy a single digital edition from Zinio here.

2013 Ski-Doo Freeride - Specialized Deep Snow Shredder
Gone are the days of one-size-fits-all snowmobiles. Nobody knows this fact better than Ski-Doo. Not everyone wants to be riding the exact same Summit 800 out on the mountain. This is why we not only have different track lengths and different suspension packages, but we now also have a host of custom graphics packages to choose from as well. I mean, how boring would it be if we all drove the same colored pick-up truck, same model, same brand, same option package?
This is one of the ways Ski-Doo is taking us to the next level. Case in point, the Freeride. Used to be called a Summit Freeride, but now it is under its own badge and its own name, and its own identity. With the Freeride, Ski-Doo is taking segment and model specialization to the next level. By coming with such a specialized snowmobile they are able to raise the riding experience for those specific riders who wanted more, who wanted something very specific that the manufacturers were not providing. The Freeride fills a gap that had only been fulfilled by specialized mod sleds, ones that improved upon the stock Summit and made it capable of doing more.

Somewhere along the line a number of mountain riders got bored with just climbing chutes and carving through the meadows. Typically younger riders, they had grown up on snowmobiles are were capable of doing more with their machines than what their dad or uncles did. They started to jumps things the size of a small house, or drop off of cornices, or just plain liked to fly through the air (with controlled landings, of course) and liked to show off. Problem was, the stock sleds of the time were not capable of withstanding such “abuse”. So they started seeing how nobody wanted the year-old race sleds, the short track snowcrossers, and they knew the race chassis would be better suited to their antics. The race sleds had more reinforcements, more bracing, stiffer suspensions, strong springs, firm shocks, all kinds of beefed-up components that were better suited to their crazy style of riding.

Ski-Doo saw this coming as well. So when they decided to make their first Freeride models, they quite simply started with the short track race sled chassis (the MX Z-X RS) and morphed it with a long track Summit and worked towards what we now know as the Freeride. First introduced as a 2011 model, the Freeride was different from a Summit not only in chassis reinforcements and suspension capability, but also in appearance – it had to look different – very different. Like crazy graphics – and lots of crazy graphics to choose from. And it was an instant hit.
Now for 2013 the Freeride comes straight from the factory with a new color: Squadron Green, with day-glow orange accents. Yep, it’s different by design. Even the rising-rate progressive rear suspension is different, with incredible capability for pounding through the moguls or sucking up big landings (the 137” Freeride stays with an SC-5 rear with reduced coupling for better deep snow agility). All Freeride models are powered by the world-class 800R E-TEC for the best in power and efficiency, along with quick-disconnect sway bar and optional wrap kits to make it yours. If extreme is your middle name, look no further as you can get about as sick as you dare on the new Freeride
The 2013 Ski-Doo Freeride 137 & 146 retail for $13,449; the 154 goes for $13,799, now available all-year long instead of only in the spring.