1995 fancooled sports sleds

Low Buck, Fun Ride, Fan-cooled Sports Machine

Somewhere in the talk about snowmobiling, the world of 340cc fan-cooled sleds gets left out. Heck, you can have a whole lot of fun on a relatively low buck 340 twin. And you can have that fun for about $10 a cubic centimeter.

Being lovers of creature comforts, we would admit that we'd opt for the deluxe versions which tend to include hand warmers, thumb warmer, electric start and instrumentation. You can save a couple hundred initially by going with the lower-buck versions, but you'll probably end up adding hand grip heaters anyway, so why not pony up the extra cash in the first place?

What are you looking at spending? Well for about $10 a cc, you can get a 339cc fan-cooled Puma Deluxe (suggested retail price: $3,459); a 339cc fan-cooled Indy Lite Deluxe (suggested retail price: $3,299); a 368cc Rotax-powered Ski-Doo Touring LE (suggested retail price: $3,899); or a 337cc Yamaha Ovation LE (suggested retail price: $3,869). That's not a bad deal when you consider what you get.

All of the four deluxe budget helpers are standard-sized snowmobiles with state of the art features. The Ski-Doo Touring E comes with a top of the line suspension with 10 inches of rear suspension travel. The Ovation offers a variation of the same Telescopic Strut Suspension that you find on the high performance Vmax-4. Cat's Puma has a specially designed Arctco-engineered clutch system. And the Indy Lite features a version of the IFS suspension that shares its heritage with the design found on the Indy XLT Special with XTRA.

All of these sleds come with 340-ish sized fan-cooled powerplants. The Cat and Yamaha use single carburetors while the Ski-Doo and Polaris engines breath through dual Mikuni carbs. From our observations over the years, the Puma should prove to be the most fuel efficient. The Ovation and Indy Lite will probably be next in line. The Ski-Doo's 368cc twin should give you the most overall performance, although the Ovation's Yamaha twin is spunky, too. Individually the four sleds shape up like this.

Arctic Cat Puma Deluxe

Think of the Puma as a smaller- engined Jag. For 1995 the Puma models come with a well-proven 339cc Suzuki-built twin. The single 32mm Mikuni slide carb helps this engine deliver the best mileage in its class. But, you pay a price in acceleration.
If reliable, efficient and incredibly durable transportation is what you want, then the Puma is a great choice. We figure the powertrain is about bullet-proof. With electric start standard on the Deluxe, the Puma should be virtually trouble-free.

It will be fun, though, so don't worry about that. You can still interact with this sled. It has a 37-inch ski stance on an overall length of 108 inches. This means that you can rock and roll this sled in the snow. It's relatively light in weight, but since Arctco doesn't publish weight figures all we can say is that it seems as light as anything else in its class. We'd guess it to come in around 400 pounds.

We'd also guess that you'll like the sled's ride. The standard Arctic Wishbone Suspension registers seven inches of travel. This older style of Cat's A-arm front suspension technology is perfectly adequate on the Puma, Jag and Panther series. The double wishbone A-arms recall Cat's first foray into this style of suspension. The progressive rate springing and coil-over-gas shocks mean very good handling. In our testing, we felt that the suspension is ahead of the sled's power. With the Puma you don't so much accelerate as you tend to build up speed. Once you have a head of steam built up, the suspension allows you to retain most of it as you wiggle through the turns. The standard mechanical disc brake is necessary for emergencies, but backing off the throttle is usually enough to scrub off enough speed to get you through the really tight twisties. Frankly, that's part of the Puma's charm. It isn't overpowered engine-wise, but it has lots of handling agility that gives you a real feel for how to control a sled.

The rear suspension is standard Arctic fare. The long travel unit delivers 8.5 inches of suspension travel. You'll find that much more than adequate. As with most Cats, you can readily dial in suspension and handling adjustments to get the Puma to suit your riding style.

You could save a few bucks by going with the standard Puma, but we'd suggest popping for the Deluxe. You get quite a bit more. Electric start is a definite plus. The instrumentation package of speedometer, odometer and trip meter is standard with the Deluxe, but optional with the base Puma. Hand warmers and thumb warmer also make the Deluxe a better buy.

Optional equipment includes reverse, tachometer, dual passenger seat and a higher windshield. Unless you tend to get really, really cold, we'd say forget the higher shield. Cat does an exceptional job in keeping the rider warm and out of the wind. The Puma is no exception. The standard windshield wraps around the cowling to provide excellent wind deflection.

The rider position is very good and underhood accessibility is good.
If the Deluxe is too deluxe, there is the base Puma with fewer standard accessories. If the Deluxe is too small, there is a Puma two-up version with a longer 136-inch track and suspension to replace the standard 15 inch wide by 121 inch unit.

Our only major complaint is power. We feel that the Puma is on the low end for its class. But, as we've already mentioned, chances are extremely good that combined with the 11 gallon fuel tank, the Puma's fuel-miserly ways will put it miles ahead of the competition. But, if power is a problem, move up to the 440cc Jag.

Indy Lite Deluxe

It had been a long time since we had truly ridden an Indy Lite. During our South Dakota test session, we took all three Indy Lite models (base, Deluxe and long track GT) and the 440cc Indy Sport for an afternoon jaunt. It was one of the most fun rides we had all week. All of the sleds were within five miles per hour of each other. All of the sleds were extremely fun and nimble, especially the standard track Lites. We could go virtually anywhere. And did. Without worrying about getting stuck. Hey, who cares if you stick a Lite in the snow. You can pick it out of most any stuck condition imaginable. They are light in weight at around 400 pounds.

We also enjoyed the heck out of the peppy 340cc twin. We were surprised to discover that the Indy Sport with a 440cc fan-cooled engine and the basic Indy Lite were very similar in performance. According to the spec sheet, the power to weight ratio should be in favor of the Indy Sport. Granted the Sport's fuel tank is two gallons larger, but still? The performance of the Indy Lites is very good.

One final point, though. If you opt for the longer-tracked Indy Lite GT with two-up seating, don't be surprised to see your friends on standard one-up Lites and 121-inch long tracks getting by you. There is a top speed penalty you pay with the GT. It may be up to five miles per hour if the Polaris speedometers were on the money during our test runs.

Now, then, good gosh, here comes another problem. The Lite Deluxe is probably the better dollar-per-feature value compared against the base Lite, but what if you don't care for teal green? What if you like the XLT-like coloration of the base Lite better? Or, what if you really like the nifty red of the Indy Lite GT? Oh, my gosh, lock the doors and grab an hour of think time. Then decide.

We'd decide on the teal green Lite Deluxe. We figure the extra $200 you pay above the base model is worth it. After all, even if you don't care for green, you will care for the added convenience of key starting from the standard electric start system, the added warmth of hand and thumb warmers, and the easier, lighter steering provided by the standard E-Z Steer carbide skags. We figure that to add those options to a base Indy Lite would add a touch more than 200 bucks.

Spending a half day aboard the econo-Indys was a lot of fun. Because this was part of an assignment, we pocketed a camera in our snow suit and headed off down the trail. We were looking for fresh trails, the hard packed kind that would give us maximum speed. After all, none of these 340-ish machines are going to make a Thundercat fearful. We figure top speed to be in the 60-something range. That's pretty good when you consider that the engines are mildly tuned.

Polaris uses dual carbs, twin 30mm round slide Mikunis. The exhaust is a tame two-into-one system with noise can to make the sled almost stealth-like on the trail. You hear more drive belt and track noise than engine noise with the Lites.

The Fuji-built fan-cooled engine measures 62.3mm in bore by 55.6mm in stroke to create a total displacement of 339cc, the same as Cat's Puma. The additional carb and perhaps a little less weight overall gives you the impression that the Indy Lite Deluxe is more spirited than the Cat.

We also felt that the Indy gained speed and held it better than the Cat. The Yamaha Ovation was very similar performance-wise, but we felt that Ski-Doo's Touring E was a step quicker.

The Lite's front suspension is pure Polaris tradition. The downsized Independent Front Suspension is based on the same trailing arm system seen on the Indy Storm or new XLT Special. You'll get a claimed seven inches of travel through a combination coil spring and hydraulic shock. Rear suspension is an older design that allows 6.5 inches of travel. There is no torsion bar, but it is an available option.

We think a torsion bar would add stability to the front end, but it will take away from the fun if you had one. In deep snow, the Lite is better off without the bar. On hard packed trails you'd probably benefit from one. However, unlike the Ski-Doo Formula S which we felt really could benefit from a standard sway bar, the Indy Lite is balanced differently and we don't feel as strongly about the bar in this case. Hey, the Indy Lite has a 37-inch ski stance and throwing your body into the handling equation is part of what makes the Lite so darn much fun.

We feel that the dimensionally larger Indy Sport, like the Formula S, would be a much improved sports sled with the bar. You can't inject as much body language into the handling of these two sleds.

The Indy Lite Deluxe has an effective windshield. The E-Z steer skags give the sled a very light feel at the handlebars. The fuel tank is an adequate eight gallons. And, all in all, the littlest Indy is a blast to ride.

Ski-Doo Touring E

Let us tell you, Ski-Doo has come a long way in a short time. We never actually hated the old yellow low-priced Bombardiers, but we can admit that they never came up first on any all-time favorites list. That could change with the new breed of touring sleds we're seeing.

The Touring E is a prime example of "Doo-ing" things right. The stalwart 368cc Rotax twin remains. Virtually everything else changes.
At first glance you recognize that the chassis is now a lighter weight aluminum design similar to the one found on the Machs and Formulas. Styling is advanced, too.

At second glance you'll see an all new long travel rear suspension that delivers a claimed 10 inches of rear travel. Two hydraulic shocks are used on the $3,899 Touring E. Up front the Direct Shock Action trailing arm unit delivers 6.5 inches of suspension movement via coiled springs over hydraulic shock absorbers.

When you peek under the hood, you'll note a change in clutching. Ski-Doo has abandoned its own design in favor of a Power Bloc drive unit. Manufactured not far from Ski-Doo's Valcourt, Quebec plant, the Power Bloc is a very simple concept of sliding nylon weights and cap design that is extremely durable, readily tunable, and more effective than what was used before. The secondary drive is Bombardier's Formula torque sensitive design. We found the combination to work very well. It's much better than previous clutching set-ups with the same 368cc twin.

The old reliable 368 twin has been powering low-priced Ski-Doo snowmobiles for a long time. As with the Fuji 340 and Suzuki 340, the Rotax twin has been at the heart of many rental sled operations. Over the years the engine has been refined with a more powerful 240 watt capacity for improved electrical output. Dual 30mm Mikuni carbs help make the sprightly twin a good performer in acceleration as well as at the fuel pumps.

Although we'd pick the Touring as no better than average in fuel efficiency in this grouping, we know that you can count on being on the trails quite a while thanks to the 10.6-gallon fuel tank.

As with the Indy and Puma, there is a two-passenger version of this model, the Touring LE. The overall power and performance is very good. If you compare the two-up riding power of this sled with the comparable Puma 2-Up or Indy Lite GT, we'd give the decided edge to the Ski-Doo. It is a smart performing two-up machine.

We also like the handling and ride. The overall sports car award goes to the Indy Lite, but the Touring is very adept in a slightly different manner. It feels more like a big sled, less tippy when you have to go into a turn hard. That is a direct result of the widest stance in the class at 40 inches from center to center.

It also has the best ride of the four sleds in the group. But it should. The rear suspension on the Touring makes it a definite bargain in this class.

Another thing that we liked was the functional "cockpit." Ski-Doo has done an excellent job of "fitting" these machines to their intended pilots. Adjustable handlebars let you make slight alterations, but overall you'll find the Touring to fit very well. The sight line to the instruments is good. The controls are comfortable to reach. The windshield works well, nearly as well as the Puma's.

If you opt for the longer LE with two-up seat, you're left with an odd styling quirk. The seat doesn't extend back to the tunnel. It looks incomplete, like there should be a rack or carry-all bag back there.

The hood styling is a definite matter of taste. The color is a "yuppie teal" with black accents around the light pod. The liberal use of air vent holes make you believe that you should never, ever have any cooling problems with this machine.

In fact, we would bet that this sled will be a very dependable mount for years to come. It is a sporty performer, has a great ride and fits well. It's quite a bargain when you think about it.

Yamaha Ovation LE

Exciting bold new graphics highlight what's new with Yamaha's Ovation. We'll be honest, when we saw the little strut sled sitting neatly in a line in front of Yamaha's semi, we kind of hoped that we wouldn't have to ride it. Why? It hasn't changed a great deal. What would a ride prove?

This was one of those happy circumstances. We did take the Ovation out with us for an extended ride. And it was hard to get people off it. As Yamaha has developed the Vmax series and let the Ovation fend for itself in the world of sled sales, people like us have forgotten how truly advanced the sled was when it was first introduced.

In this class of low buck, fun to ride, fan-cooled sports machines, the Ovation is a solid performer. The engine is all Yamaha with excellent performance from its 337cc displacement. It is also better than average when it comes to fuel efficiency. Performance and efficiency can be traced to the use of a two-barrel carburetor. At low speeds the carb uses a single opening, then kicks in the second barrel when you want higher speeds and more performance. What you get with this clever setup is a venturi range of about 28mm to about 32mm. And since this carb is a butterfly design, you get a very light feel at the throttle.

The engine's performance is delivered to a multiple swing arm drive clutch which transfers it to a torque sensing driven. You won't find the latest Yamaha clutch on this machine, but what you get is very efficient.

We found the performance to be very good, although, as with all sleds in this class, once you backed off the throttle you had plenty of time to look for trail hazards while you re-engaged the throttle.

What came as a pleasant surprise was the agility of this sled over some particularly nasty trails. We ended up on some of those crater moguls that you either dork through or try to fly over, just creasing the lip of each bump as you pass. We opted for taking the trail at speed. We figured that we'd be uncomfortable regardless of our decision, so why not try to shorten the time spent on the trail? It was a good decision because we re-discovered how effective the Yamaha Telescopic Strut System can be in nasty moguls.

In straight ahead moguls, the TSS uses its full suspension to maximum advantage. Simple in design, TSS is a shock tube that allows the ski action to rebound over the length of the shock strut, in this case 5.5 inches. The hydraulic shock action and some internal spring action effectively deals with straight-on bumps exceptionally well. In cornering, TSS needs a swaybar to transfer weight and ski action from side to side. The Ovation performance level is fine without a torsion bar.

The modified Pro-Action link rear suspension with 7.8 inches of rear travel was also very good. We pounded the crap out of this test sled and were extremely impressed with how well it took the bumps.

With a 34.3-inch ski stance the Ovation is a little tippy, but no worse than the Indy Lite or Puma. Body inputs really make a difference in a sled that weighs under 390 pounds.

If you look at the value of Ovation in comparison to the other models in this class, you'll see that its asking price of $3,869 is very fair. The Ovation LE comes complete with a speedometer, electric start, hand and thumb warmers (the older "on-off" style), and a very effective windshield.

Like we said, we weren't looking forward to taking the Ovation out for a long ride, but by the time we got back we were delighted to have been riding this lightweight and nimble machine. The guys who had taken the big iron were much more worn out at the end of the ride. There's a message here somewhere. Isn't there?

Final Thoughts

All four of these econo-sports are excellent values. If you have a specific brand that you favor, opt for it. If you don't have a favored brand but have a particularly good dealer in your area, opt for him. From our standpoint, we don't have any real favorites. We liked the nimbleness of the Indy Lite, the TSS of the Ovation, the ride of the Touring E and the efficiency of the Puma.

Overall, we would say that any of these sleds will be good values. They are low in initial cost. They are apt to be extremely durable. They will be a heckuva lot of fun to ride. And what more do you want?