The Continued Evolution of the Species –

Summit SP? That’s the new name for the in-season Summit deep snow sleds from Ski-Doo. It had been called the “Summit Everest” but late last year Ski-Doo came out with the Summit SP. This late edition model filled the demand (both dealers and consumers) who wanted a sled more like the Spring-only Summit X models. The snowmobile industry is kind of different in how there are certain models that can ONLY be purchased in a pre-season offering. If a rider wanted a Summit X come November, December or January they were out of luck. They could get the Summit Everest or Summit Sport, but not an X. Enter the Summit SP.

Turns out the Summit SP offering made so much sense that Ski-Doo smartly dropped the Everest and replaced it with the Summit SP. Almost an X package, but not quite. You get Brembo racing style brakes with steel-braided brake line, the new Pilot DS skis and the narrow, low windshield, just like an X. And maybe the best part, it comes in traditional Ski-Doo colors so it clearly looks like a Ski-Doo, none of this blue Everest foolishness like last year.

Another reason Ski-Doo changed the name and re-badged the Summit SP was to draw attention to the significant changes made to the Summit line for 2011. The changes made so much of a difference that the new name would help reinforce the all-new character.

These changes to the Summit models were called the “S-36 Handling Package”. This combination of calibration changes was aimed at making the Summit sleds more agile – easier to tip up and hold a line – easier to sidehill – more maneuverable in deep snow. The inherent problem was the very low center of gravity of the XP platform; great for flat cornering on the trails but this low cg works against you when you’re tugging on the center grab bar trying to get the sled to tip up onto its side. Ski-Doo engineers tweaked several areas to make the Summit more maneuverable, going to a narrower ski stance, softer sway bar and longer center shock. The narrow stance made the sled easier to roll up for sidehilling and deep snow carving. The softer sway bar made it easier to initiate these maneuvers. The longer center shock aided in getting the sled to transfer weight better on acceleration to lift the front end. These changes, with the Pilot DS skis, really made the Summit act lighter and more agile, despite the low center of gravity.

Most notable is the addition of the Rotax 800R E-TEC engine package. The 800R E-TEC was rather limited last year, as it was truly stretching the capabilities of a two-stroke engine package operating at such high power levels on such small amounts of gas and oil. Now for 2012 some detail changes have been made to the pistons and cylinders to better handle the heavy load requirements that occur in mountain riding for even better durability. This engine produces over 162 HP and uses far less fuel than other 800s, a very important factor for many mountain riders. Just ask riders who run all brands side by side, day after day, and they will tell you the difference. Don’t believe anyone who tries to tell you one 800 gets better fuel range than the other due to riding style. There’s far more to it. E-TEC direct fuel injection gets better fuel economy than transfer port injection and throttle body injection; that’s a fact.

All of these models get the new-for-2012 REV-XP narrow seat with storage down under the rear of the seat. This new storage compartment is small, but you won’t know it is under there when sitting on the seat. It holds five liters of storage, that’s 1.3 gallons – big enough for a water bottle and a spare pair of gloves, way better than no storage at all.

If you want the absolute best in fuel economy and light weight, the Summit SP is the only Summit model offered with the 600 H.O. E-TEC engine. For lighter riders or not-so-high elevations, this is a capable sled with over 120 HP. It is offered with the 146” track length or the 154” track lengths.

All Summit SP models come with a PowderMax track with more flotation than the competition; these tracks are 16” wide so they have a larger footprint on the snow. They’re non-ported, with no holes in them like before, with a 2.25” lug height on the 600 and a 2.5” lug height (PowderMax II) on the 800s.

The 2012 Summit SP is a highly-refined deep snow machine, offered in two engine sizes and three track lengths. They give you the lightweight performance of a two-stroke with the fuel economy and lack of smoke/smell more like a four-stroke. Nobody else has DI engines like this. These are proven platforms, no first year bugs to work out. You don’t even have to sign up in the Spring to get a great sled, they’re on the dealer’s floors right now. The 146” E-TEC 600 sells for $10,149 with the 154” E-TEC 600 going for $10,499. The 800R E-TEC with the 146” sells for $11,499; the 154” for $11,849 and the 163” for $12,249.

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When Less is Truly More

Not everyone wants or needs a great big shakin’ 800cc twin. If the sled is light enough, a good running 600 is going to take you most anywhere a heavier 800 can go. Almost. A 600 is for sure going to get better fuel economy, so that means more range – you can ride further before running out of gas. A 600 is easier on clutches, and a 600 is far more reliable. And it costs a whole lot less.

The 2011 Polaris 800 RMK was super popular last winter. Sure, Polaris riders had been starved for a great mountain sled so there was some built up demand, but the sled really did get through the snow with ease. It was only logical for Polaris to take their superior 600 twin and drop it into the new Pro-Ride RMK chassis and come up with a sweet little sled. Problem is, it runs so good that it is going to take away from some of the 800 sales, and we all know Polaris makes more money on big sleds than they do little ones.

The 600 Pro-RMK 155 has all the same great features as the 800 Pro-RMK, it’s just a small-bore version. Call it a tree sled, call it the ultimate boondocking machine or just call it damn-near-perfect. It’s built for riders who want the same ride & handling as the 800 in a 600 version. Dirt bike riders know that some people just prefer to ride a 250 rather than a 450. Smoother power delivery, easier to ride, more nimble. Same principle applies here.

Equipped with lightweight components such as the silencer, rotor, jackshaft and more, the new 600 Pro-RMK 155 is over 50 pounds lighter than a model year 2011 IQ RMK 155”. It delivers responsive, intuitive handling and does what you want it to. It gets up on top of the snow quickly, tips up, carves around, trenches less, and makes you believe you are a better rider.

Complementing the lightweight chassis is the quick-accelerating 600 Cleanfire engine, which delivers exceptional throttle response and a lightning-fast launch. With 125 HP and the lightweight chassis, this is going to be the little mountain sled that can do it all. Pricing starts at $10,499 ($10,899 with electric start). The standard-issue 600 RMK (blue & white) comes with a 144” track ($9,499) or 155” track length ($9,999).

This is a sample excerpt from a printed issue of SnowTech. To get all of the great articles and content from SnowTech Magazine you must be a subscriber. You can subscribe here. Or call us at 320-763-5411.

Moving targets are more difficult to hit than sitting ones. Maybe this is the theory Ski-Doo is following for 2012. While the XP platform is going to be on year five in 2012, Ski-Doo continues to hone and advance their sleds to new heights each time around. The past few years it has been accelerating their engine technology that the rest of the industry is still trying to catch up to when it comes to two-strokes. Now for 2012 they are going to put the screws to them in the rear suspension wars.

2012 brings us what appear to be the same XPs and XRs as we are familiar with, but look deeper and we see continued improvements. The big one that is going to get the most coverage is a new rear suspension called the rMotion. This is quite simply Ski-Doo’s response to the Polaris RUSH, and its progressive rate technology. In a way it not only validates what Polaris is doing, but does its best to take it yet another step forward.

Instead of going with the radical design of the RUSH, Ski-Doo opted to give us a progressive rate suspension inside of the tunnel. While this approach does not give us the same rigid backbone into the bulkhead that Polaris does, it keeps the center of gravity lower, and keeps the familiar seat, storage and tunnel that we’re all used to.

The rMotion broadens the performance envelope, it adds easy adjustability, and most importantly it gives you both a great ride and capability all at once.

But this new suspension package is only offered on the Spring-only MX Z X-packages and XRS packages. It is not offered on any other models, or at any other time. Aggressive riders and heavier riders will benefit most from the rMotion, but all riders should find it works across a wider range of conditions, so the appeal is broader than one might first think. They are X-packages, so keep that in mind. If you sit down and never exceed 40 mph on your trail rides on smooth trails, you are less likely to think this is the greatest thing since sliced bread.

Yet there is so much more going on with Ski-Doo for 2012. They’re given the Freeride its own model badge, no longer a Summit. Instead of one, now there are three Freeride models to choose from. The Freeride was born from the demand for a tougher chassis upon which to build a wild-child sled. Guys were taking old race sleds with beefed-up chassis and suspensions and making mountain sleds out of them. Less for powder hounds, more for jumpers and those bending things. Now they come in 137, 146 and 154 inch track lengths. They’re ONLY offered as Spring-only models, so if you want one sign up now. They come with just a base white coloration with gold hardware so you can give them a wrap of your choosing.

And we can no longer rip Ski-Doo for no-storage seats. The X-package and XRS sleds that always used to have the taller seats with no storage compartment in the rear for aggressive riders now have a small storage space down in the rear of the seat. Aggressive guys won’t be landing their butt on the trunk, as the opening is at the rear of the seat so there’s no trunk per say. Neat improvement, at least there’s enough room to carry an extra pair of gloves and a water bottle, better than nothing.

Even if you don’t go for the new rMotion suspension, sleds with KYB Pro 40 or Pro 36 shocks have a new compression damping adjuster. A bigger knob is easier to adjust, even with gloves on, and they’re located so you can get at the knob. Imagine that.

The sleeper sled in the 2012 Ski-Doo line-up is going to be the GSX SE. You know, the decked-out 1200 trail sled? Now you can get the GSX SE with an E-TEC six or eight. For trail riders, these two engine options are very welcome. But you might ask, isn’t the GSX SE on the XR, or four-stroke chassis? Yes it is. Even with the E-TECs, it is the XR platform. But, the resulting sled is a mind-bender on groomed trails. The 1200 is nice, but the E-TECs make this sled very sporty, lighter up front, more responsive, with a super-smooth Air Control Suspension and lighter steering effort. We’re telling you, if you are a long distance trail rider then this sled is going to be one to consider. The GSX LE still comes as an XP with the 600 E-TEC or an XR with the 1200, but we found the SE with the 800R E-TEC to be the over-achiever. This will be the best ride for 2012 that nobody knows about. If you are a sit-down trail rider, pay attention. You want to try one of these.

Then we have the 600 ACE four-stroke. Introduced for 2011, few realized what Ski-Doo had here. Oh, it only has 60 HP everyone would say. Yah, and it still goes 75 mph. And it gets 30 mpg. And it has light and easy steering. And it is so quiet. And it doesn’t smoke. The throttle is so linear. Predictable. Can you really have fun on a sled like this? Ask anyone who bought one of these. Maybe this isn’t the a-typical SnowTech reader who would buy a 600 ACE as their primary sled, but Ski-Doo sold the crap out of them this past winter, and dealers are ordering gobs more of them for 2012. It is the snowmobile for anyone and everyone. It does not scare you, does not intimidate you, is predictable, and responsive. For those just looking for a smooth, reliable, quiet and easy to ride snowmobile that doesn’t need to be constantly worked on, this thing is a home run. Riders who have been out of the sport for years are finding the 600 ACE to be exactly what they wanted, and at a decent price. OK, it doesn’t snap your head back when you crack the throttle, but that’s the point. Put your kids on it or anyone that isn’t an expert rider like you or me and they will love the sled, love the sport, love you and me. It puts the fun back into their reach, instead of hanging on for dear life trying to manhandle a big heavy powerful beast through the woods. Change the oil once a year, watch the runners and hyfax, add gas every 250-300 miles. That’s about it.

This past winter Ski-Doo was pretty stingy on the 800R E-TEC engines. Now for 2012 they’re opening the flood gates, making it available on so many more models, and yes, in season. This past winter you pretty much had to step up and order one early on or you didn’t get one. This time around it is a bunch of graphic wraps that are going to be spring-only, now offered on most any X-Package sled. Yep, MX Zs and Renagade X sleds, too. There are plenty of wild wrap kits to make your sled more unique and, well, obnoxious. That’s what the younger riders want, a sled that looks radical and different and just plain crazy. Last fall the graphic wraps offered as optional kits sold out quickly, so they knew they were onto something.

2011 was also a year of major refinement for the Summit models. They really have been working well, at least once the 800R E-TECs got through their break-in period. Getting 500 miles on a mountain sled isn’t always that easy, so quite a few Summit riders didn’t get to appreciate their 800 E-TECs until they got some time on them to get them broke in all the way. Once they got there, the oil economy got better and the power came on full tilt. Now for 2012 the tweaks continue as X-packages get a taller 2.5” PowderMax II deep lug track, along with a race-style “minimalist” handlebar package (less is more). The Summit Everest is gone, with the Summit SP being the primary “in-season” Summit. And for those who want more for less there is a new Summit Sport with the 800R PowerTEK engine, a 154” track sled that retails for $9,999 US ($10,999 CDN). In the mountain sled game, this one screams value. Still too much cash? There’s still the 600 carb version of the Summit Sport for even less.

The rest of the line-up for 2012 is very familiar. The (Spring order only) MX Z XRS and X-packages get the new rMotion suspension, with or without the Quick Adjust option that puts the knobs up on both sides of the tunnel. The MX Z TNT and MX Z Sport models are the aggressive rider sleds that see full-season duty on dealer floors.

The longer-tracked Renegade models and their spring-only Renegade X packages continue the 137” track length for added stability and deep snow capability, with added storage/cargo capability. For those seeking even better deep snow capability and spend less time on the trail, the Renegade Backcountry and Renegade Backcountry X give you the taller 1.75” lug tracks, now with a 1.5” option for the Renegade X.

For two-up touring the Grand Touring SE and Grand Touring LE return to haul you and your best friend across the trails in comfort and style. For those on a budget, the Grand Touring Sport models scream value in three versions; 600 ACE, carbed 600 2-stroke and 550F fan-cooled two-stroke. Ski-Doo still sells gobs of these sleds, that’s why there are so many to choose from. While the typical SnowTech reader might shake their head at a two-up, there are many riders who would not consider anything other than a two-up. Touring from destination to destination, day after day, is the norm in many parts of the world, and is becoming more and more popular as the average age of snowmobiles continues to increase and the trail systems get better and better.

Finally, Ski-Doo has 100% of their 2012 model line-up built on their REV-X platform. The last sled to be converted is the Skandic SWT, now on the REV-XU chassis. This work horse realizes a 52 pound weight reduction with the conversion, and lets the beast riders sit in a far more comfortable position. Just imagine a 156” track length that is 24” wide. TWENTY-FOUR inches wide. Talk about a monster foot print! It comes with the fuel-sipping ACE 600 for maximum economy, or the more powerful 600 H.O. E-TEC.

The way Ski-Doo sees it, they pretty much have a sled for every rider. They should, with what looks like 141 different sled combinations being offered. Instead of a single sled doing it all, they offer so many sleds that are very specific in what they do best. You want ride quality and protection? They got it. You want big bump capability? Got it. You want fuel-sipping economy? Got it. You want flatland deep snow capability? Got that, too. How about deep snow mountain climbing? Or maybe mountain free riding? Check. Utility and ski hill duty? Yep. Two-up touring? For sure. Or how about just plain sit-down trail riding on groomed trails? Going left and right, through the bumps, railing around the corners, blasting across the lake, and having fun? Yep, they’ve got that too.

This is a sample excerpt from a printed issue of SnowTech. To get all of the great articles and content from SnowTech Magazine you must be a subscriber. You can subscribe here. Or call us at 320-763-5411.

It’s almost hard to believe 2012 marks the tenth year of Yamaha four-strokes. The 2003 RX-1 was truly one of the most revolutionary snowmobiles ever brought to market, by anyone, ever. Since that time, Yamaha has continued to evolve and advance their four-stroke powered snowmobiles, and that evolution continues for 2012.

With 1.5 million registered snowmobiles in the United States, Yamaha believes there is still a huge potential market for them to sell their sleds. 70% of those surveyed indicate they would now in fact consider buying a four-stroke for their next snowmobile purchase. There are only 110,000 four-strokes out there from the past nine years, so the potential is indeed lucrative.

We all know it is difficult for a snowmobile manufacturer to keep rolling out new platforms, new engines and new technology year after year, endlessly. Yamaha just gave us a completely techno-induced Apex re-work for 2011, so 2012 is a continuation of that theme. The Electronic Power Steering, or EPS, that was so well-received on the Apex models now makes its way to the popular RS Vector models and the cruiser king RS Venture GT. This was probably the most asked for feature by Yamaha faithful over the past year, as the addition of EPS takes away the primary objection Yamaha riders have had with their reliable scooters – heavy steering.

With all of the four-stroke benefits, one can not deny the effect of added weight up over the skis with a four-stroke engine under the hood. A heavier engine means heavier steering, and this does tend to slowly take more energy to get the sled to go left and right all day long. Yamaha was the first to introduce power steering for their popular four-wheelers (ATVs) so it seemed perfectly logical for them to adapt that technology to their four-stroke sleds to overcome the objection. And they did.

The EPS system is really a power-assist unit, in that it simply gives the rider some help in turning the handlebars. Whatever you want the handlebars to do, the EPS system makes it easier. This means it takes less effort from the rider to turn the bars back and forth, hour after hour, mile after mile. As an added benefit, there is some isolation from handlebar backlash where you’re going through rough terrain and the skis try to yank the bars from your hands. The EPS system counteracts this, as it knows by your inputs that is not what your intentions are. This makes for a sweet riding experience, and truly makes it easier to ride a heavier sled for extended periods of time.

As stated, the RS Vector models get the addition of Electronic Power Steering for 2012. But this isn’t all you get on the RS Vector and the long-track RS Vector LTX – you’ll also find the 3rd generation front suspension geometry with flatter cornering and more predictable handling, a protective mid-height windshield (like what the Apex has), HPG aluminum body shocks up front and a new clicker rear track shock. Gone is the RA, or Remote Adjust, dial on the side of the tunnel. Instead, the new rear track shock is a clicker shock. Yamaha research found that most riders would set the RA adjuster dial on the side of the tunnel, and once they found their sweet spot, adjustments from that point were infrequent. That being the case, it was more economical and reliable to get rid of the dial and the cable that ran from the tunnel to the shock and replace it with a single shock that could still be adjusted. Now you have to reach to the shock and do your adjusting. The knob is fairly big so you should be able to get at it with relative ease. We’re not positive, but we believe the adjustability is still more rebound damping based than it is compression damping – no confirmation on this one yet. Other than the shock change, everything else remains the same in the rear suspension.

FX Nytro models also see incremental improvements for 2012. They also get the new “8HV” skis that are still being sorted out as to exact details. Yamaha was looking to reduce the darting and ski lift, so they’ve been tweaking the mounting locations, tweaking the keel length, tweaking everything that the patent attorneys will let them tweak. Ski designs and profiles are very well protected and guarded by not only other snowmobile manufactures but also the aftermarket ski manufactures. Many times good ideas can’t be built and sold simply because somebody holds a patent to do so, so engineers are always trying to offer the best ski possible and stay out of legal trouble. Most snowmobilers do not realize how much of an impact this has on what can and can not be offered in terms of ski designs.

FX Nytro models also get a new, more durable seat design. Actually, it is a more durable seat cover material that is more resistant to stretching and/or ripping. Yamaha is very particular about how their products stand the test of time, and this is one of those detail items they labor over to get just right. The seat foam is also said to be more durable, now more able to retain its shape over time and not sag.

In what was probably the biggest surprise from Yamaha for 2012 we find a new track on the FX Nytro RTX, but only on the RTX. Yamaha is calling it the Rip Saw II track, but looking at it there appears to be little in common (other than the name) with the popular Rip Saw track that Yamaha pioneered in the first place with Camoplast. This is a single ply track, 2.86” drive pitch, fully clipped with open windows, and a new lug design with anti-slip characteristics. Yamaha tells us while the new design Rip Saw provides even better durability (hard to believe, the Rip Saw is already one of the most durable tracks ever) along with being lighter in weight and here is the big one – it reduces ski lift.

A track that reduces ski lift? Anyone who has ever added studs to a sled, or has installed a more aggressive track into a sled they know very well, should be able to attest to the fact that when the rear of the sled isn’t allowed to slide some, that sideways energy will manifest itself as inside ski lift. Think about it. You want the track to have some side slip to keep the sled level and flat around the corners. Now think about the FX Nytro. We’ve always figured the inside ski lift on the Nytro was due to a higher center of gravity with the stand-up ergonomics and component placement, as it was directly derived from the (stand-up) race sled platform. This new Rip Saw II track has less bite at the edges of the track, and will let the tail of the sled slide just enough to keep the inside ski from lifting. The far edges of the outside lugs look like they’ve been whacked off (they’re molded that way) at a shallow 30-degree angle for more side slip and less side grip.

A 2.86” pitch track means new drivers for the Nytro RTX. This time they’re single piece 8-tooth extroverts for reduced noise and vibration, superior durability, and of course the ability to run the track slightly looser than can be done on older four-strokes, which should translate into better hyfax wear? We can only hope.

Does this mean the FX Nytro MTX mountain sled is the same as last year? No way. You get a new seat like the short track Nytros, and you get some funky blow-molded skis. Dubbed the “MT9” skis, they were offered as an accessory item by Yamaha last year. They have a wider base for even better flotation with a reduced steering effort, and they weigh 1.8 pounds less than the previous mountain ski.

The 162” FX Nytro MTX also gets a new track and single-piece 7-tooth extrovert drivers. This new single-ply track is called the “Ascent”. It is a 3” drive pitch design for improved lift and light weight, and of course better acceleration. It is fully clipped with open windows, should be more durable, and is said to work very well with boosted sleds (more power).

One of the things Yamaha was after was to stiffen up the lugs without losing powder snow performance. They wanted to maintain the lift capability of the track while improving the forward acceleration, and improve the performance in set-up snow. The Ascent track uses reinforcement columns in the lug design to strengthen the lug base, so this is not a dual-durometer design. The tips are still flexible for lift, with a stiffer lug base for forward acceleration. This new track should not curl up the lugs and keep them curled like the previous track would.

On the snow the Ascent really does have great lift characteristics and gets up on plane quickly. It is a more consistent performer across a wider range of snow conditions, with noticeably improved low speed flotation (the wider skis help here, too). And most importantly, the sled accelerates faster and climbs further up the hill. Side by side testing of exact sleds with only the tracks being different reveals the Ascent track lifts the front of the sled better, and the entire sled comes up out of the snow quicker and further, so it climbs higher.

Back to the trail sleds, the mighty Apex, Apex XTX and all-air Apex SE models return for duty with little more than a fresh new look and a new pair of skis. The details of this new 8HV ski design are still evolving, but it appears the mounting hole on the ski will be slightly forward, resulting in the ski being slightly further back on the spindle. Again, the final specification is still being worked on, so stay tuned.

The engine package and power delivery of this Apex 4-banger is nothing short of breathtaking. Maybe the term “freight train” would best fit. The throttle response is unreal, the power delivery smooth and seamless, all the way to over 160 HP. And this is without a turbo. It is truly a mind-bender to open one of these things up on a smooth, wide open speed course and feel first-hand how hard and long this thing pulls. Even though the speedometer is rather generous (it reads high) you will be in awe of the engine’s running quality.

Make no mistake, Yamaha marches to the beat of a different drummer. They are a motorcycle company first, and they are able to integrate and adapt their technologies across product lines to offer us better snowmobiles. When they first introduced the RX-1 ten years ago, we wondered if they were crazy, or what. Since that time they have cultivated a very loyal following of snowmobilers who value durability, quality and reliability from their investment. While nowhere near perfect, their sleds have met the 2012 EPA emissions regulations for years. That has allowed them the luxury of working on other areas of development, both for now and into the future.

Test Riding the 2012 Arctic Cat

Feast your eyes on the finest Arctic Cat snowmobiles in fifty years from the Thief River Falls, Minnesota manufacturer. With 2011 marking five years of the F-Series chassis for Arctic Cat trail sleds, a number of us were expecting to see some new short track trail sleds for 2012. But maybe even more logical was an upgrade to the M-Series mountain sleds and the Crossfire crossover models, as their chassis traces back to the 2003 Firecat.

2012 Brings us two variations of Arctic Cat’s new platform, called the “ProCross” for the short tracks (128” Fs and 141” XFs) and “ProClimb” for the M-Series long track mountain sleds. XF you ask? That is the new designation for the crossover sleds, replacing the Crossfire models.

All three variations, 128” F sleds, 141” XFsleds, and the long-track M-sleds come in your choice of three power levels – the 125 HP 1100 4-stroke, the 160+ HP 800 H.O., and the 177 HP 1100 Turbo. Let that sink in for a moment. Four-stroke mountain sleds. Four stroke crossovers. No 600 two-stroke twins!

But aren’t four-strokes heavy? That’s why Arctic Cat had to squeeze them into a super-light yet smart-strong chassis. The EPA emissions police are cracking down for 2012, and going with this combination makes the slide-rule work out. Once you ride them, you will become a believer. We had our doubts, but while you can detect the extra mass up front, the responsiveness and light steering make up for it. You know full well Arctic Cat wouldn’t try to sell you a four-stroke mountain sled unless they could get them to work well. Remember, a 177 HP turbo makes 177 HP at 8,000 feet, 10,000 feet, or at sea level. An 800 H.O. two-stroke (or any non-turbo) loses about 3% of its power for every 1,000 foot increase in elevation. Mathematically that means at 8,000 feet you are down about 24%. 160 HP at sea level drops to (about) 120-125 HP up at 8,000 feet, so it feels more like a 600 does at sea level. Meanwhile, the 1100 Turbo still makes 177 HP. No need to change gearing, flyweights, nothing. Just ride the thing and hang on. Horsepower masks weight quite well, at least until you get stuck.

Basically, these are all new sleds except for the engines and tracks. The rolling chassis is all-new, stronger, lighter, and damn good looking. While clearly an Arctic Cat, these new sleds are very stylish and futuristic-looking – at least we sure think so. Arctic Cat didn’t hire out the design work, either. This is home-grown green from TRF, the work of Cat’s own Nathan Blomker. Hat’s off to you dude, good job.

Arctic Cat Procross Chassis

The ProCross chassis is the lightest, strongest and most-capable chassis Arctic Cat has ever built. It incorporates aluminum extrusions, stampings, forgings and castings in a pyramidal design that sets a new standard for high-tech design and construction for Arctic Cat. A forged steering housing ties together many of the load-bearing chassis components. The ProCross chassis is significantly lighter than the Twin Spar, and is used on both the new F and XF models.

How much lighter? Depends on the model. Anywhere from 50 to 60 to as much as 85 pounds lighter (1100 Turbo models). At least that’s what Cat is telling us right now, based on the most current renditions. And when you ride them, you know it.

One of the really cool features of the new platform is the tapered two-piece tunnel. The top of the tunnel is 15-in. wide (compared to 16 in. on the Twin Spar and 17 in. on the ZR), while wider at the footrests, which maintains the sled’s narrow feel without sacrificing track clearance. The two-piece design adds greater rigidity to the rear of the chassis, while the tapering significantly improves the ergonomics and leg comfort. The rear tunnel section of the ProCross chassis is concave to allow snow to flow on top of the rear heat exchanger, offering increased cooling.

2012 Arctic Cat A-Arm

Maybe the first thing one notices is how high the upper A-arm is, especially compared to a Twin Spar sled. This is where the influence of the 600 Sno Pro race sled comes into play. The one-piece forged ski spindles are really tall to reduce the forces and load inputs into the spindle, and here’s the key – to allow a longer distance between the upper and lower arms for added chassis strength.

This latest generation front suspension from Arctic Cat is now called the ARS (Arctic Race Suspension). It combines the tall spindles and widely-spaced A-arms for the greatest torsional rigidity and strength. The lower A-arms mount to the chassis in a 30-degree angle from the chassis centerline with optimal caster/camber angles to improve comfort and cornering traction while reducing bump/steer. The one-piece spindle construction with ball-joints eliminates the added weight and stiction of spindle-in-housing designs.

A stouter, triangulated front chassis also enabled the use of a simplified, single bell-crank steering system, replacing the previous twin-bell rack design. This is great news, as it reduces the amount of “free play” or steering slop that can develop during use. The turning radius is also sharper than both the Twin Spar and M Series.

Yes sir, the new chassis platform, new front suspension, new steering system, they’re all really cool. But what you will feel when you ride one of these new sleds is not only how much lighter and responsive they are, but you will for-sure notice how smooth and consistent the power delivery is. Rarely does a new platform work so well in the power transfer department. Look closely and we find some major changes to the drive system. GONE is the Diamond Drive system. Why? Because Arctic Cat engineers knew keeping the clutches dead-nuts parallel and maintaining a consistent center distance would be a major leap forward in terms of power transfer and acceleration.

Enter the new Arctic Drive System (ADS). The ADS features the new Torque Control Link (TCL) – a stout plate connecting the PTO side of the engine to the bearing housing of the jackshaft – which maintains consistent center-to-center distance and proper alignment. The engine’s crankshaft and the jackshaft are locked in-line together, allowed to move together thanks to a new radial (upper) bearing in the chaincase. The result: improved and consistent performance, longer drive belt life and quicker acceleration. The new ADS features a longer center-to-center distance (12.2-in. on the 800s, 11.5-in. on the 1100s) than the previous 10.5-in. c-to-c, and is reverse-capable on the 4-stroke snowmobiles. The brake rotor remains down on the driveshaft. There’s also a new larger diameter secondary, lighter and more durable. Its 10.75-in. diameter (compared to10.4-in. on previous models) allows a lower engagement ratio/speed for smoother take-off.

2012 Arctic Cat

The cool list continues. For greater weight reduction, the gear and chain case is made from magnesium, and serves as a mounting point for the chassis spars. The magnesium case cover also incorporates the oil reservoir on 2-stroke machines, and the oil tank on 4-stroke models. Neat, huh?

There’s even a new Radial Master Cylinder Braking System to slow down these rocket ships from warp speed. Borrowing technology from Superbike motorcycles, the new RMC brake system features a radial master cylinder and a longer lever for greater braking force. The driveshaft-mounted brake rotor is 12 percent larger than the previous brake for enhanced feel, yet 6 percent lighter. The dual-piston caliper is mounted on the rear portion of the rotor, so that any chassis flex won’t knock back the pistons. Reduced knockback allows smaller caliper pistons and a shortened lever “throw” before the pads contact the rotor, which in turn allows more powerful braking pressure. Freakin’ sweet!

In the rear we find a revised Slide Action rear suspension on the F sleds. On the rear axle is a neat idea – a new fastened, Tri-Hub assembly that’s lighter and more durable than two separate wheels. A new track tension adjustment mechanism, revised front arm and rail pattern help get rid of an impressive 7.5 pounds, with new front arm geometry for improved traction and acceleration. This Slide-Action design slide rail suspension with coupling is unique because the front arm features a U-shaped slot that fits over a fixed shaft (that’s attached through the tunnel) to allow a half-inch of sliding movement. Unlike all other coupled suspensions, this “non-fixed-front-arm-location” doesn’t force the front arm to collapse whenever the rear compresses with coupling. The result is the full benefit of rear coupling – controlled (or eliminated) ski lift during acceleration – yet with complete use of the front arm travel at all times.

Other tricks include a rear cooler that isn’t mounted all the way up onto the top of the tunnel. Instead, there is a gap so snow can contact it top and bottom for more effective surface, and thus better cooling. A new snow flap design helps to kick snow onto the top side of the cooler to keep the big-power engine running strong.

2012 Arctic Cat ProClimb Chassis

On the mountain sleds, the new ProClimb chassis is also built ultra-rigid with neutrally-balanced rider position. While sharing many design elements with the ProCross chassis, the ProClimb of course is optimized for deep snow mountain sled duty. The ProClimb chassis also incorporates stampings, forgings and castings to optimize the inherent strengths of each. Its pyramidal design ties together the load-bearing chassis components, eliminating chassis flex and fatigue.

These new mountain sleds also get a new ski that is lighter with an increased keel depth for increased cornering bite. It also features molded-in “gripper” traction on the top side and a new ski loop design that is stiffer and provides better hand ergonomics.

You asked for it, you got it. All new sleds from Arctic Cat that are lighter and more responsive, with a rigid chassis and full of techno-wizardry. Our initial testing indicates they are as good as they look, with more rider protection than we expected on really cold days (with a mid-height windshield installed). The running quality has been spot-on, making them pull hard and fast. About the only valid objection we had was the 1100 packages were more planted than a 600 twin would be, but for the long-term reliability improvement, we’ll take it, hands down. About all you have to do is pick your track length, engine size, and color. The rest is history.

2012 Retro Cat