www.flixxy.com/snow-vehicle-concept.htm

* While most clubs that operate groomers are funded by sled registrations, gas tax refunds and membership dues, or the state/province, the guys running the groomers are quite often (almost always) volunteers. They’re up all night so you can have your fun the next day. They understand the importance of tourism and the impact snowmobiling has on their local economy, and they often share your passion for riding. Show them your utmost respect and don’t try to destroy the hard work they’ve just put forth. Remember, groomers have the right-of-way, not you.
* The most important requirement for effective trail grooming is to have the snow at the correct temperature. The ideal grooming temperature is between +23º F and -5º F (-5ºC and -20ºC). As snow is collected in the drag, it has to be able to flow, like flour. As we all know, once the temperature gets close to 32ºF (0ºC) snow begins to stick together.  Instead of flowing out under the rear pan, the snow builds up in the drag until it spills out over the top in large chunks or balls. These large chunks are dangerous when they freeze in the middle of the trail.

* So you have a fresh 6” (15cm) of snow fall overnight. How come the groomer is not out? In order to groom effectively and make the trail more durable, the idea is to cut the mogul off completely, not just fill in the void. Moguls have a memory. If you just fill in the void with new snow, by the time half a dozen snowmobiles run over it, the new snow settles and the mogul is back again. When you groom fresh snow, the drag can’t be lowered deep enough to cut off the mogul because snow collects faster than it can flow out under the rear pan. Again, the drag fills up and spills snow out over the sides. After a fresh snow fall it’s often better to let the snowmobiles run it in and knock the air out of it. Then when the drag processes this finer snow, it packs much tighter.
Often times, fresh snow means the groomer tractors can not pull as heavy of a drag, either. Lighter, smaller drags don’t pack the snow as hard nor do they cut the bumps as well. A trail may be groomed right after a snowfall, but it usually will not hold up nearly as well as after the snow has been packed and then cut.
* Most grooming is done at night because it’s safer and more effective. Safer, because there are usually not as many snowmobiles on the trails, and when there is, the bright lights of the groomer are visible long before the machine itself. Grooming at night is more effective because it’s usually colder and the snow sets faster. Also, the longer the trail sets before too many snowmobiles ride over it, the longer it will last. Set up takes anywhere from two to six hours, depending on temperature and moisture content of the snow. Generally two to six or even more than ten hours may be needed for the freshly groomed trail to set up to where it is durable and will hold up to heavy snowmobile traffic.

* Grooming is usually not scheduled during heavy snowfalls or storms. Operator and snowmobiler safety are of principle concern, but it is also not productive to operate in these conditions. Sleds will soon pack it down, and the resulting groom will be far more effective.

*  Cold temperatures must also be considered for operator safety in case of equipment problems. Less miles of trail will get groomed in extreme conditions. As the temperature drops below -5ºF (-20ºC), steel starts to get brittle and equipment is more susceptible to breakage if it strikes a solid object such as a stump or rock. Although the groomer operator usually has communications equipment and warm clothes, waiting for a snowmobile ride 25 miles (40 kilometers) in the country at 3 AM can be a very uneasy feeling.

* For longevity of trail grooming, it is best to avoid riding a snowmobile on freshly groomed trails for at least two hours after the groomer passes. If possible, choose an alternate route to help improve the quality and durability of the fresh groomed trail. Avoid following directly behind a groomer because it immediately destroys the smoothing just performed by the drag. If you come up behind a groomer and the operator beckons you to go around, that’s the main reason, to allow him to groom without snowmobiles on the trail enabling effective trail set-up. He wants you in front of him, not behind him!

* If you come across a “soft” or freshly groomed trail and you must use that route, try to minimize your impact on the trail: slow down; try to stay off the fresh grooming if the trail is wide enough to safely do so; operate only at the outside edge of the fresh grooming; ride in single file versus having everyone in the group take a different path on the fresh grooming; and don’t purposely fishtail or power through the soft snow. Do as little damage as possible by backing out of the throttle and reducing your impact until you get off that trail or pass the groomer. Better yet, turn around and take a different route. The mentality that “someone else will tear it up if I don’t” is what leads to a poor riding experience for all but the first few sleds to come through.

* Understand that aggressive riding styles can impact the quality and smoothness of the trails you ride on. Fast starts and stops, powering through curves, paddle tracks, carbide runners, traction devices, and powerful engines can all combine to destroy the smoothness of a trail. So the next time you hit the brake or the throttle, think about how much damage you have innocently contributed to destroying the trails you would really prefer to be smooth. Try to not spin your track during acceleration or lock your track during braking.

Tips for Sharing Trails with Grooming Equipment
* First, recognize that trail groomers may be working on the trail at any time in an effort to provide you with smooth, safe trails. Always keep your snowmobile under control and anticipate a groomer might be around the next corner or over the hill. Some groomer operators will groom opposite of traffic in certain areas; that means they could be on your side of the trail!

* Snowmobiles are much smaller and much more maneuverable than groomers, so always yield to a groomer. Always slow down when approaching or overtaking grooming equipment. Groomers move very slowly, typically only 6 to 9 miles per hour (10 to 15 kilometers per hour), so they are almost stationary when compared to a snowmobile traveling 30 to 50 miles per hour (50 to 80 kilometers per hour).

* When approaching an oncoming groomer on the trail, slow down and move your snowmobile to the far right side of the trail. Realize that the grooming drag or tiller behind the grooming tractor may be very wide, and might extend wider than the tracks of the tractor and can essentially take up most (or all) of the trail’s width. If the trail is narrow or winding, you may need to stop at the far outside edge of the trail to let the groomer pass. When possible, pull off of the packed section of the trail completely. It is your obligation to get out of his way.

* When overtaking a groomer from the rear, slow down and assess the situation ahead. If there is good sight distance and the trail ahead is clear of oncoming traffic, pass the groomer while operating with caution. It is best to wait until the groomer operator clearly sees you and knows you’re behind him. Beware that the groomer may create snow dust and make visibility poor. If the trail is narrow or winding, you may need to stay behind the groomer until the operator pulls over and signals for you to pass. Be patient because it may take time before there is a safe location and safe conditions for passing.

* If you need to stop a groomer to ask for information or assistance, understand this should be done only in an area where there is good sight distance and it is safe to stop. The groomer operator may request that you follow the groomer to a safer location where he can stop and assist you.

* Anytime and every time you have the opportunity, tell a groomer operator how great of a job they’re doing. Remember, most are volunteers and many love to ride, just like you. They need to hear your appreciation if you truly enjoy riding smooth trails, or to simply have trails to ride on at all. The groomers are often the ones who help brush and sign the trails as well. They need as much help and appreciation as we can all give them.

Hopefully this gives you a little insight into grooming. So if you see the groomer parked some day, it might not be ‘broke down’, we may be waiting for the right conditions.

Source: Newfoundland and Labrador Snowmobile Federation

Randy B.
Minnesota

In the case of the 2008 Arctic Cats, there was in fact a problem with the springs from Cat’s supplier, so we simply got a bag of ten new ones and kept an eye on the sleds and replaced them as needed. We also had a bad batch of exhaust springs a few years back on some Polaris models (one does wonder if the same bum springs found their way back into circulation?). But yes, we have over the years found that applying a dab of hi-temp silicone to the coils keeps them from sitting there and resonating and vibrating. We will even secure them with safety wire so if they do break, we still have the exhaust joints held together (a good idea on those really long multi-day runs or when you lose a few springs and want to keep the ones you have in place before the exhaust pressure opens up the joint and you lose your seal).

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.

MEDINA, MN (Nov. 26, 2008) – It’s “exciting” to step onto the rails of the all-new Polaris Assault RMK, the only stock sled purpose-built to mercilessly rip the backcountry. But it would be “the experience of a lifetime” to ride an Assault side-by-side with Slednecks superstars Dan Adams, Paul Thacker and Randy Sherman.

Four lucky riders will get to spend two days attacking the Rocky Mountain backcountry with three of the biggest names ever to attack the steep and deep. So whether you’re an aspiring Western free-rider or a trail junky from “back East,” Polaris Assault Camp would be the experience of a lifetime – so register today.

Polaris Assault Camp will take place on Dec. 20-21, 2008, at a Western location, and will be part of a 3-part television series featured on Sledheads 24-7.

To register, visit www.polarisassaultcamp.com right now!
All entries must be received by December 7th, 2008.

When Polaris finds something that works, they expand upon it and run with it. Like their “Dragon” packages. Last year, the Dragon 700 was somewhat limited in availability, but nowhere short on performance and capability. The 700 CFI motor was getting all of the running quality issues worked out of it, as is typical with all-new fuel injection systems. Now, for 2008, the 700 CFI and the already-established 600 CFI are both ready for full-scale production.
We have been informed that the 800 CFI, which was planned to be introduced as a very late 2008 model in the form of an 800 Dragon, will be limited to the RMK models for 2008, with the 121” version released in January as a 2009 model. The demand for the limited number of these engines was too great from the mountain segment, where going to battle with an 800 is far more important than down at low elevation.
One of the issues with the 2007s was a hesitation when you wacked the throttle open quickly, or backed out of it abruptly. Polaris found the pressurized fuel rail in the EFI system needed to be “burped”, so they have added a “Fuel Vapor Separator” to all of the CFI engines to eliminate this problem. This was also added to all of the 2007s in the field that experienced this issue, as well.
Even with this update, the running quality of the CFI engine package continues to develop, much like the Ski-Doo SDI did in the first few years of production. Switching over from carbed engines to fuel injection isn’t as easy as one might think, and Polaris has done a great job at bringing their two-stroke engines up to where they needed to be after being sidetracked with the 755 and 866 big blocks for a couple of years. Now they’re back to what they do best; small block two-strokes, and now they’ll finally have a (125 HP) 600, (140 HP) 700 and (155 HP) 800.
What makes the Dragon models unique is their suspension packages, much like the Arctic Cat Sno Pros, Ski-Doo X-Packages and now the Yamaha RTXs. Compared to the base 700 IQ, the Dragons get a host of premium add-ons to increase their performance and value. The shocks are the most significant; new RydeFX Air 2.0 shocks up front get rid of steel springs, but use oil instead of air to seal the dual chamber. In the rear, an Air shock is on the front arm with a remote-reservoir compression adjustable RydeFX rear track shock. This is in contrast to the Walker Evans found on the Dragon 700 last season.
Other differences include a chrome windshield, painted spindles, a 1.25” Camoplast Ripsaw instead of a 1” Hacksaw, much taller handlebar risers (5.25” vs. 2.38”) and bar hooks with handguards (to go with the lower chrome windshield).
Polaris is really bent on making their sleds easy steering with a lighter effort, and once again they’ve reduced the steering effort with new spindles that are lighter as well. In fact, the whole sled is lighter with the use of their RAW Hybrid chassis that gets rid of as much weight as feasible. Most noticeable is the removal of the nose radiator, not needed with the small block engines. Instead, full-length tunnel extrusions do the job, complimented by a perimeter cooling system.
The rear suspension gets more tweaks for 2008 as well. Larger idlers are aimed at increasing top end speed. And, heavier standard torsion springs increase preload capability, either for aggressive riding styles or heavier riders, or both. Our big guys were always at the upper end of the previous spring capability, so this is a welcome change for all but the under 170-pound crowd.
You’ll also find a new Freestyle seat on the Dragons. This is narrow and firm in front, yet softer and wider in the back. Seems where you sit is a matter of how you are riding, and the dual-zone seat enhances rider mobility in the cockpit by making transitions easier, along with matching the foam density to the riding style. If you’re slid up front, then you’re riding aggressively and need a firmer seat, where if you’re back in the saddle you’re taking it easier and benefit from a more comfortable seat.
So, how does the Dragon IQ work in comparison to the rest of the class? Better than you’d maybe first expect. The IQ platform has never had any issues, short of the lacking performance of the big block engines of years past. The CFI 600 and CFI 700 deliver fuel economy that is right there with the Ski-Doo SDIs, maybe a whisker less, but better than the EFI Cats. The power is very strong for each engine size, with all three of them coming in at the top of their class.
The ride quality is very controlled, not as smooth or comfortable as the new F-Series Cats, but very capable and Polaris-like with excellent pitch control and weight transfer. No real issues, here, they bottom easier than the 2007 Ski-Doos but we’d have to say they’re better than the 2008 Ski-Doos in overall rear suspension performance.
The handling of the Dragons allows light steering and, if anything, isn’t aggressive enough for some. The Yamahas and Ski-Doos will carve with more precision, but with more effort as well. The Cats and the Dragons are really close in this regard, but again no real complaints other than we’d install different runners or skis as soon as possible. The stockers (skis and runners) are just not good enough for our liking.
The wind protection is typical for this class, racy-looking windshields sell sleds and make them faster, but when the temps drop below zero you start to feel it. We have a taller one on hand and swap them out, as needed. 200+ miles at -10 is no fun with a bikini windshield.
A valid gripe is the lack of storage on so many of the bump sleds, and this is true with the Dragons. There is a RAW look to the rear of the sled, where it is wide open wasted space. Ski-Doo used to nail this on their sleds, but now they’ve gone to the minimalist approach as well. If you want to carry gear, strap on a bag or get a backpack because there’s no on-board storage on the stock configuration. Polaris does have some cool (accessory) bags for this, now.
In reality, the Dragon models continue to be some of the most capable sleds in the widest range of conditions, a Polaris tradition. They are great trail sleds, not too firm like many others in this class, they steer easy and don’t wear you out. They are outstanding in deep snow for a 121” sled with 1.25” lug height. Polaris always does this better than anyone else. They are really light (476 dry spec for the 600) by all standards, except the new XPs. Polaris has worked like the dickens on product quality, and we’re confident these 2008s will be some of the best sleds they’re built in a number of years. Problem is, will their buyers recognize it, or is it too late? They should have had these sleds two-three years ago, but they’re here now. They are well-balanced in every respect, and other than the lack of storage and minimal wind protection, they will compared favorably in every regard. Maybe not the best at everything, but now they’re not bad at anything. And when the terrain gets really rough, they hold their composure and make you look and feel like a better rider. If you’re familiar with how well the 2007 Dragon 700 performed, get ready for more. More performance, more fun, more kicking your buddy’s butt all day long.
The 2008 Polaris Dragon IQ 600 retails for $9,499, and the Dragon IQ 700 goes for $9,899. The four-stroke Turbo Dragon sells for $10,249.