1996 arctic cat thundercat

Think of the 1996 Thundercat as a more powerful ZRT 800. Heck, when we were looking through the photos to illustrate this story, we kept picking out ZRT shots. Trust us, however, you won't be confused between the T-Cat and a ZRT when you squeeze the throttle. There's enough power difference to keep power-hungry Cat riders moving over to the Thundercat.

In some ways the ZRT 800 almost seems lost in this year's Cat line. Part of the reason lies in the fact that Arctic Cat engineers have made the Thundercat into the ultimate ZR. For '96 the T-Cat finally gets Cat's top of the line chassis, top of the line suspension system, and similar styling to the other ZRTs. You know, that bold new graphic treatment that bellows "look at me!" Subtlety isn't an issue in Cat graphics this year.

Neither is the awesome punch of the Suzuki-built 900cc T-Cat triple. At the annual American Snowmobiler Shoot-out a few years ago, we tested a Thundercat in the old chassis and with the old suspension. It showed over 160 horsepower and was unbeatable through the eighth and quarter mile. Up to this point, the T-Cat has effectively put an end to the displacement war. Cat has won.

The 900 triple has coffee-can sized cylinders that take three VM 38 Mikuni carbs to feed them. We suspect that this engine is not overly taxed in the power department. A racing version of this engine could easily take more carburetion.

While three-cylinder engines are smoother than twins (just ask Polaris) Cat and Suzuki engine designers decided to make the big triple smoother by adding a counterbalance shaft that is built into the engine's crankcase. You should expect less vibration from the T-Cat triple as well as extended clutch wear and life. Our test sled had the Comet rev-sensing drive clutch and Cat's own nifty torque sensing driven unit. You should check the clutch specs with your dealer, since we believe that the production Thundercats will come with Arctco's own drive clutch. It offers advantages in both performance and durability.

Of course, with Cat's high performance triple you get a precision firing electronic ignition and oil injection.

This all adds up to awesome performance. In essence, the '96 Thundercat is a more powerful ZRT 800. Check out the T-Cat's ZR-style chassis. The new frame allows Cat engineers to hang the most current Arctic wishbone suspension off the front corners. The AWS-IV is the same suspension seen on the ZRT. The double wishbone features chromoly A-arms, active progressive rate springs and adjustable Ryde FX gas shocks. The ZRT 800 uses Fox brand shocks, but we doubt that the majority of T-Cat riders will know the difference-really! Suspension travel is six inches.

At the rear, Cat gets 8.5 inches of travel from its FasTrack slide rail suspension. Again, there are Ryde FX adjustable coil-over gas shocks. We found the Ryde FX shocks to work very well. In fact, we expect snowmobilers will be seeing more and more Ryde FX shocks in the future. While not rebuildable like certain Fox shock models, Ryde FX shocks will suit the huge majority of performance riders. Think of it as the difference between a good pair of Converse and a good pair of Nike shoes. They're both quality products, but name recognition is the key, not the overall effect and quality.

Handling is vastly improved on the T-Cat. But with the sled's heft and three-cylinder engine dimensions, you must understand that even with the ZR-style chassis, you aren't getting a high horsepower ZR 580. For on-trail agility and overall handling, Cat's ZR twin is still the hot ticket. The T-Cat will get you to the corners faster, but the ZR 580 will get through them quicker. Like the ZRT 800, understand that the Thundercat is a point-and-shoot sled: You point it in the direction you want and shoot on ahead.

When you have the power of a Thundercat, we seriously doubt that a T-Cat
owner wants anything more than knowing that he has the biggest, meanest
sled on the block. The Thundercat delivers on the promise. With the new chassis and upgraded suspension system, the '96 T-Cat enjoys a great boost
in handling. But straight-line acceleration is still the main reason you buy the big Cat. When you hit the throttle and those three Mikunis open wide, you know right away why you bought the Thundercat.

Thankfully, Cat engineers included the Wilwood hydraulic brake in the equation to control the power. This brake has evolved quickly into the sport's standard of performance. It is exceptionally good and appears to be very reliable from our experience.

The T-Cat is an awesome sled, but it is also civilized. Standard fare includes a 10 U.S. gallon fuel tank, tachometer, speedometer, warning lights for high temperature and low oil, and carbide ski runners. In base form, the Thundercat uses a 121-inch track, but in the extended length Mountain Cat version, you get a 136-inch track with 1.4 inch deep lug pattern. That should be a pretty awesome package for those who like to make their marks on mountains.

For those who like to make their marks by having the most awesome sled on the snow, the Thundercat is still the king-a much better king thanks to the new chassis and suspensions.

1996 ARCTIC CAT THUNDERCAT
 Engine Type: Suzuki 896cc Liquid cooled triple
Exhaust: 3 tuned pipes; muffler
Clutching
Drive: Arctco (RPM sensing)
Driven: Arctic (Torque sensing)
Suspension
Front: AWS IV; 6 in.
 Rear: Arctic FasTrack; 8.5 in.
Ski Stance: 40 in.
Overall Height: 37 in.
 Overall Length: 111 in.
Fuel Capacity: 10 gallons
 Price US  $8,999.00
Key Features: Tach, speedo, odometer, trip, gas gauge, low oil warning,
temp. light, hand and thumb warmers, ski carbides, tether switch, plug and
belt holder. Optional high windshield, elec. gas gauge, mirrors.
Riding Impressions: The power of this sled has to be experienced
to be fully appreciated. This is a serious machine and had better be pointed
in the right direction when one pulls the trigger. With the AWS IV suspension
the Thundercat handles quite well, and the ride is smooth. - Steve Ingram,
test rider