1991 econosled wars

When we American snowmobilers think about inexpensive snowmobiles, we usually think of sleds like the Polaris Star, Yamaha Bravo, Ski-Doo Citation or Arctic Cat Jag 340. Like most snowmobilers on a budget, we figure on trading off features for dollars saved. While it isn't ideal, at least it's tolerable. To save a few bucks - sometimes quite a few - we'll settle for a snowmobile with leafsprung front end, a marginal travel rear suspension, and a low monthly payment.

Polaris changes that scenario. The Star is gone. And so is the 340cc twin cylinder Polaris Sprint. And so is the leafsprung front suspension.

Polaris is currently the only snowmobile manufacturer with an all independent front suspension set-up for 1991. While the low buck Star is gone, the concept of an easily affordable entry level sled remains. But this one now comes with Polaris IFS front suspension - just like the big Indys! The price is a little higher, but not a great deal. Frankly, while we think you'll find the all new Indy StarLite to be an exceptional value, we think the best overall value in snowmobiling for 1991 may well be the StarLite's more powerful and bigger engined sibling, the Indy Lite.

The StarLite and Indy Lite are very similar, sharing the same body and suspension. The key difference is under the hood. The StarLite uses the tried and true 244cc Fuji-built single cylinder engine. Versions of this fan-cooled powerplant have powered a variety of Polaris snowmobiles for a long time. Another version of the base single is the mainstay in the Polaris Trail Boss four wheeler line up. It's a hardy engine, extremely stingy with fuel, flawlessly reliable, incredibly durable, but not overly exciting when it comes to snowmobile performance.

The complete character of the StarLite chassis changes when you move up from the single cylinder to the twin cylinder Indy Lite. For all intent and purpose, the two sleds - while they share the same body - are as different from each other as the fan-cooled Indy Trail is different from the liquid-cooled Indy 650. From the 244 to the 340, performance goes from not much to just a little less than the Indy Sport 440. Where 50+ miles per hour is a task for the single, it's a breeze for the twin.

We have had the advantage of test riding a variety of Indy Lite models. Last January, we rode some rough prototypes in a comparison test of competitive machines. We could see the possible potential of the new Indy design, but we reserved judgment until we could see and ride a closer to production version.

Of the half dozen prototype samples we experienced at that session, none was in a final state of tune. Polaris was hoping that a steak dinner and some camaraderie would allow us to think well of the new effort. It helped. But, a nice dinner doesn't change the fact that the brakes on the prototypes were awful. The fit and finish were pure prototype. The sleds were rough. But they worked well enough to make us believe that Polaris engineering was on to something.

From the prototypes we rode in January to the pre-production models we rode last April, Polaris engineering got the brakes right. The April "Lites" had brakes that worked easily, locked up the track and weren't prone to immediate fade like the first test group we had ridden. Engineering found the solution. While the current mechanical disc brakes are similar to the ones used on the Star and Sprint, they work much, much better. There is an increased mechanical advantage that gets the calipers to dig in and hold. In fact, they almost respond like the hydraulic units used on the big Indys.

The steering and front suspension were always good. While Polaris engineers claim that the Lite front suspension is a little different that the IFS on the big Indys, you won't know it from studying the specification charts. All standard trail performance Indys have a 36.5 inch center-to-center ski stance. The Lite skis are the same as the bigger engined Indys measuring 5.25 inches in snow clearing width to 40 inches from tip to tail length. The specification chart will show that the Lites are three inches shorter, four inches narrower, and stand a tad taller than the standard trail Indys.

While you may look at the Indy Lites and think that they are smaller than the regular Indy models, you'll be right - and wrong.

On the trail the Indy Lites have an all new "feel" that is unique to this new model series. That sensation is most noticeable on the Indy StarLite. It's the least powerful model. You'll find yourself trying to flog an extra rev or two out of the engine. You'll also want to toss the sled faster through the turns since there isn't much power left to yank you out of the twisties once you head into them.

Part of this "new" feel comes from the lack of a front stabilizer bar and what we think might be a little too soft front damping for our tastes. In many respects, the new Indy lightweights are very reminiscent of Arctic Enterprises' Trail Cats, the first IFS trail sleds from Thief River Falls. The big difference, though, is that the new Indy Lites have a decade's worth of improvements in the front end, the sleds have better suspensions overall, and today's manufacturing is definitely better. There is more value in the new Indys than in the old Trail Cats. Still, there is a hint of the Trail Cat. That hint is the best part of the old litter - smooth ride, good value, dependable engines and clutching.

One of the beauties of the Indy Lites and its suspension is that you can visit your local veteran Polaris dealership and revamp the front end with a host of shocks and springs. This front end, thanks to years of experience, is almost infinitely adjustable.

As with all Polaris Indys, the econo-priced "Lites" enjoy a full 6.25 inches of front suspension from the parallel link, trailing arm design. To keep the purchase price down, the Lites do not have a stabilizer bar. You will notice a greater tendency for the sled to lean in the turns. It reminded us of Yamaha's Ovation and Phazer models with the telescopic strut - and, yes, the old Trail Cats, too. You've got plenty of control, so don't worry. Like all Indys, the new Lites are rider friendly and very forgiving if you enter a turn a tad too hot.

That's not a likely scenario with the 244cc StarLite, but it could be reality with the 340cc Indy Lite. This sled uses the old Indy Sport 340 twin, which was also the base powerplant in the discontinued Sprint. Measuring 339cc with a 55.6mm stroke and 62.3mm bore, this engine comes standard with a pair of 30mm Mikuni slide type carburetors. Past versions of this Fuji-built motor served as the backbone of a number of rental fleets racking up impressive mileage without failure. It's a reliable twin. It's also a performance sweetheart that will zip the 361-pound Indy Lite up to a respectable 60-something top end. You might possibly get 70-ish on a hardpack or long shots across a hard lake bed. The Indy Lite has performance enough for virtually anyone who buys one.

Polaris is being a little cutesy with the transmission. It is a familiar set-up to Star and Sprint owners, but Polaris engineers prefer to call the Lite tranny by its new name, Involite. It is the next generation of direct drive whereby the primary clutch directly powers the drive axle. We never had any problems with the old system, but apparently there was some concern that direct drive doesn't conjure up the same potent image as a drive-driven-with-jackshaft system. Again, don't worry about it. If we hadn't told you, you'd never have known - or cared.

These lower powered "Lite" engines gain the advantage of the basic Polaris ATV drive clutch. It is a more compact version of the older sled clutches that has been specifically engineered to work with the direct drive secondary.

Combined with the Polaris "Involite" transmissions system, the 340cc engine completely transforms the personality of the Indy Lite chassis. While the two lightweights share chassis design, the 340's added power brings the chassis alive. You have more power to kick out of turns, accelerate more smoothly and decidedly more quickly than the StarLite. The added performance seems to make the suspension more aggressive as well. Instead of cornering under full single cylinder power and merely gliding around a turn, you can pour power to the track and throttle your way around. The Indy suspension, while it is an excellent overall touring unit, was designed to be ridden hard. After all, this basic concept was created for the original oval racing RXL and then adapted for the rigors of cross country ditch racing on the original Indy TXL. When you put performance into the suspension, you get performance back.

The rear unit in both Lites is a familiar slide rail design with dual shocks and long armed rear coil shock for damping. You get a smooth six inches of travel. It's essentially last year's basic Indy rear suspension but with damping and spring rate changes to accommodate the lighter weight Indy Lite chassis.

Standard adjustments for ski pressure can be made on the front limiter strap while changing the pressure on the rear coil spring arms creates a softer or firmer setting for the rider.

The molded rubber track is reinforced with nylon on the small displacement Lite, while the 340 version uses a polyester reinforcement like the higher performance Indy Sport 440 and Indy Trail models. It measure 15 inches in width, which is the same as the other Indys, but is five inches shorter in overall length. You do get slightly less track on the ground with the Lites than with the bigger Indy models. It isn't a big deal unless you wanted to break trail in deep powder - which isn't why you'll buy an Indy Lite anyway!

Our on the trail impressions were cozy ones with the Lites. While we preferred the power of the 340 Lite, the ride of the StarLite is comparable - which means above average.

A new twist on the Lite series is the construction. To keep weight down, the Lites are made of poly products and metal. The bulkhead which houses the engine and primary running gear is constructed of steel. The main chassis which stretches from the bulkhead back to the snowflap is made of lighter weight aluminum. To keep snow out of the underhood areas, Polaris uses a polyethylene bellypan. The twist comes in the choice of hood material. While every other snowmobile uses either fiberglass or Metton (a reinforced impact material), Polaris opted for the resilience of polypropylene. It's basically the same material used on the Polaris Trail Boss ATV bodywork. Yamaha uses a similar material on its low cost, lightweight Snoscoot and SnoSport models.

The one problem we've seen with this material is that it tends to show scratches and if the supplier tries to cut corners, the finish may fade. The Lite bodywork is too new for us to make a knowing comment about it. But, since Polaris has made a major commitment to quality control and already uses the material on its ATVs, we would believe that the company is aware of the potential problem areas with this material.

Stylewise, the Indy Lite models bear a passing resemblance to the other Indys in the 1991 model line up while still retaining a "look" of their own. In our eyes, the 340cc Indy Lite is definitely the more handsome in its Porsche red coloring with black, silver and orange accents. The StarLite is "Star" blue with silver and metallic blue accents.

As far as value goes, you'll be hard pressed to find a better way to part with your money than choosing one of these all new Polaris lightweight Indy models. For what it's worth, this year we feel that the Indy Lite and its 340cc twin cylinder engine is the better value. In past years we would have opted for the 244cc Star and kept our savings for a night on the town. Not so anymore - the Indy Lite is this year's better value. Take a test ride first and you'll see what we mean.

When you look at dollar value, consider that in terms of 1990 dollars versus 1970 dollars, the StarLite and Indy Lite are considerable values. Because in terms of inflation, the 1990 base price of the StarLite ($2,199) is equivalent to $654 in 1970 terms. The Indy Lite's base price of $2,799 is equal to about $830 in 1970 terms. While there's 20 years of inflation figured in here, don't forget that today's snowmobiles - all of them - enjoy the benefits of 20 years worth of technology and quality improvements. We're not so bad off when you can recall the early days of the sport. These are the good old days! Enjoy them!