1996 polaris indy storm 800

We really like the look of the new Storm. It is one of the most handsome snowmobiles in the sport. It has a style that hasn't moved us since theTony MacKeen Skiroules of the mid-1970s. When you see the 1996 Polaris Storm, you don't get it confused with another brand. You know exactly what it is.

What it is, is aggressive. It's bold. It's cocky. It says that it is the meanest, biggest Indy in the Polaris line. Taken at that, we'd stop.But the Storm is going to have to compete in the world of the Mach Zs, Vmax-4sand ZRT 800s. Is it mean enough for them?

Polaris likes the chances of the new Storm. The Company's engineering staff didn't just come up with a pretty face. The engine got some steroids.The cylinders of the 794cc liquid-cooled triple are now lined with Nicasil. Pipe changes and related porting revisions, as well the addition of a new piston profile, are said to spell improved performance for 1996. Maximizing those mechanical updates is the duty of the new digital electronic ignition.The engine timing is supposed to be more precise. Each cylinder is fed byits own 38mm Mikuni round slide carburetor.

In our annual American Snowmobiler Shoot-Out, the Storm's triple of the past has given up more than 10 horsepower when compared to the dyno results seen with the competition's 800cc triples. Past dyno results have shown the Storm triple to come in under 140 horsepower. The upgrades should result in a power increase for this year's Indy Storm, but we have no idea as tohow much.

Straight-line acceleration isn't the only measure of a snowmobile. Noone in the sport knows that better than Polaris. This is the company that has had more racing success than any other snowmobile manufacturer. It datesback to Polaris co-founder David Johnson winning races in the 1950s aboardhis personal Sno-Travelers. That tradition carried forward over the decades.

Look under the hood and notice how low the Storm's triple sits in theengine bay. Polaris engineers know that placing that engine mass low helpsthem reduce the sled's center of gravity for superior cornering power.

Combine the low center of gravity with a wider than normal ski stanceand you further enhance the Storm's handling prowess. You'll find that Polarisdesigned the new Storm with the same 41 inch, spindle-to-spindle ski stancethat was first seen on the Indy "Specials" last year. The Storm'sIndependent Front Suspension (IFS) adds nitrogen pressurized internal floatingpiston Fox shocks to the trailing arm suspension package for consistenthigh speed performance. Spring preload adjustments can be made by settingthe shock's cam adjuster. A front torsion bar to transfer ski action isstandard. And since Polaris has been building the IFS with torsion bar frontend since the 1970s, we suspect there are a variety of bar options to helpyou custom tune the ride of the new Indy Storm.

Because last year's long-travel suspension was such an overwhelming hit, Polaris has carried the concept of the XTRA-12 almost across the board with the 1996 Indy lineup. The XTRA-10 rear suspension offers up to 10.2 inchesof rear suspension movement (8.2 inches of actual rear vertical travel).That balances the Storm's 7.25 inches of front suspension action.

One of the keys to the XTRA-10 is the Front Rear Scissors Stop (FRSS).This front to rear action is said to control the bump attitude of the rearsuspension. In practice, when the rear suspension's front torque arm hitsa bump, it forces the rear scissors to collapse a predetermined amount dependingon the FRSS position. This communication link then prepares the rear shockto gauge the severity of the bump and compensate accordingly. Designed foreveryday trail conditions, the XTRA-10 is available with different shocksand springs and used across the Indy line. The XTRA-10 is more than a trailrider's suspension. Polaris feels that the XTRA-10 is the premier suspensionfor deep snow.

But what about that styling? The new hood design has been integratedinto the "tilt" chassis that has been evolving over the past fewseasons. This is the chassis that lets the engineers get that low engineplacement. This is the chassis that works with the new styling to maximizeunder hood cooling. This is the chassis that has been getting great reviewsfor driver comfort.

The styling integrates the front bumper, hand holds and the nose cone.It also eliminates those "traditional" hinge placements that havehad to be evolved over the years. The bumper is a one-piece, wrap-arounddesign worked into the nose cone. The hand holds have been built into thenew nose styling. To maximize engine cooling, the hood design features plentyof ducting, but to minimize snow ingestion, the ducts are protected by color-coordinatedscreens.

One of our favorite features is the lighting. Polaris calls it Lazerlighting and at 130 watts for the dual lamp system, who are we to argue?The result is a very useful and strong beam of light that reaches out furtherdown the trail than just about any other sled lighting system we've seen.

In some ways, the side profile of the Storm with its black metallic coloringand low racing profile windshield is mindful of the Vmax-4. But the integratedseating and styled seat bun are pure vintage Polaris at its best. The Stormis the leader for Polaris in more ways than engine size. The impact of itsstyling will probably influence future models. For 1996, the new Storm sharesits styling with the Indy 600 XCR SP and its all new case reed 600cc triple.We expect that you'll see more sports model Indys with this styling. It'sa well-conceived blending of the traditional "wedge" look combinedwith the softer styling of the "evolution" series introduced thepast couple of seasons. We have to believe that this aggressive stylingwill not only sell, but that it will be in demand.

Also in demand is the unique-to-Polaris, liquid-cooled hydraulic discbrake. In the past year or so, the Polaris hydraulic brake has taken a backseat to the Cat's Wilwood brake. But by simply increasing the capacity ofthe brake's master cylinder, the capability of the brake was enhanced. Itis a very effective unit.

The overall capability of this snowmobile is very good as well. We reallyliked being seen on it. We also enjoyed riding it. It felt very manageableon the trail, thanks to the new XTRA-10 and "souped" up engine.As with the other Indys we've ridden, the Storm is a consistent handlingmachine. When you hit a bump, fly over a mogul, unbalance the sled to entera corner...it performs exactly as you anticipated. There are no surprisesin its manners. It doesn't do one great thing one time and one evil twitchanother. It is dependably consistent. And that is truly a plus if you liketo push the throttle beyond the half open mode.

If we were going to buy a sports Indy, this is the one we'd pick. Ithas very good overall performance, extremely nice handling and "killer"looks.

1996 POLARIS STORM
 Engine Type: 794cc liquid-cooled triple
 Exhaust: Triple pipes
Clutching
Drive: Polaris P-85
Driven: Polaris Secondary
Suspension
Front: IFS with 7.25 inches of travel
 Rear: XTRA-10 with 10.2 inches of travel (axel)
Ski Stance: 41 Inches
Overall Height: 44 Inches
Overall Length: 109 Inches
Fuel Capacity: 10.7 U.S. gallons
Offical Dry Weight: 565 Pounds
 Price US  $8,099.00
Key Features: hand and thumbwarmers; carbides; speedometer; tach,optional reverse and optional ski skins
Riding Impressions: I really liked the new styling, and I really,really liked the super smooth ride! The speedo and tach are jumbo sizedand totally fog proof. The power, which was substantial, wasn't in my opinion,as substantial as that of the other manufacturers' 800's.- Steve Ingram,test rider