1997 polaris indy xlt

 With so many iterations of the Indy XLT available this season, it's tough to pick just one to review. As the saying goes, the best place to start is at the beginning, so that's where we're headed- the grandpappy, the Indy XLT.

This machine has been in the Polaris lineup since 1994. It is a dependable sled that offers a bigger engine than most models in the "family performance" class. For 1997, the Fuji 597cc liquid-cooled triple comes with a two-year warranty, and boasts plenty of pickup. So much pickup, in fact, that it earned 8.0 points in both engine/clutch response and throttle response from our pesky test pilots. Polaris scores a winner with this spinner, and that's fortunate, since it's also found in the SKS version. This Indy is well-fed by a trio of VM34 carbs. The same goes for all of the XLT family, save the performance-minded XLT Special and XLT Limited SP, which have 33mm carbs.

Changes under the hood are many. On the crankshaft, Polaris added material to the lower rod pin to beef up its strength and durability. Another change made at the Fuji factory is in the head gasket; it should no longer have the separation problems of earlier models. The changed bracket on the stinger makes for a better fit between the muffler and the mushroom mount; this should remedy the exhaust and noise leakage problem. Finally, the triple is factory-jetted to accept 91 octane fuel.

Clutching on the sled has been scrutinized and re-tuned for better performance.
The P-85 drive and driven have been slightly modified. The weights and springs
were reevaluated in the off-season to maximize performance and also to lengthen the life span of your belts. The stationary sheave's hub diameter has been enlarged and the ribs on the back have been widened for increased strength.

Also, more stringent quality control standards have eliminated the flashing, or extra material as a result of fabrication, on the movable sheave casting. This change will mean better spring retention in the driven clutch.

The front suspension is noticeably different this year. The XTRA-10 nose job promises riders a comfortable 9.5 inches of travel, smoothed over by threaded, adjustable nitrogen cell shocks. A torsion bar keeps the skis on the snow, even in tight, rutted corners. The XLT still features the trailing arm design found on all Polaris machines. And like all other Polaris machines (except the Lite family), this year's version is three pounds lighter. We liked it. It rated another solid 8.0 on the Amsnow Scorecard.

On the back end of the Indy XLT, a recalibrated XTRA-10 rear setup cushions the blows. Featuring an Indy select front shock and a hydraulic rear shock, this year's version claims 8.2 inches of true vertical travel. New bolts, lock washers and flat steel washers keep the hardware from vibrating loose and falling off your machine. And it is about two pounds lighter than last year's design because a set of wheels was removed, and the sprocket has been perforated. Polaris promises that these changes will not affect durability, but the proof will be in the hardpack, over the course of time. Overall, it's a comfortable ride. The little improvements impressed us; it earned 7 points.

Also under the seat, the base XLT features a new Lightning track with .82-inch deep lugs. The track gave a bit of a performance boost, but its main benefits are increased durability, clearance and its lighter weight.

As for styling, the XLT is clearly a Polaris. Based on the Traditional Indy wedge-shaped chassis style, you're either going to like it or you're going to walk away shaking your head. On this base model XLT, though, the traditional styling looks right. The metallic black paint job and bright decals all worked to make a good first impression. We scored it highly at 8.0 points.

When it comes to ergonomics, the XLT went both ways. While the decreased thumb warmer output, the new large-faced gauges, and the easily accessed
brake lever all make the rider comfortable in the cockpit, we found the footrests didn't feel quite right, and for smaller-framed riders who don't have a 34-inch inseam, the untapered, blocky seat shape may cause some discomfort and orce an awkward riding position.

Overall, we liked the Indy XLT. The engine performance, front suspension and adjustments under the hood impressed us. When all the numbers shook out, the grandpappy XLT earned 7.2 points overall.

1997 Polaris Indy XLT

Overall Height: 46 inches
Overall Length: 108 inches
Weight: 490 lbs.
Ski Stance: 41 inches
Engine: Fuji 597cc liquid-cooled triple, piston port
 Exhaust: Tuned pipe
Clutch:
Drive: Polaris P-85
 Driven: Polaris P-85
Suspension Travel:
 Front: IFS XTRA-10, threaded adjustable nitrogen cell shocks, 9.5 inches
 Rear: XTRA-10, Indy select (rear) and hydraulic (front) shocks, 10.2 inches
Fuel Capacity: 10.7 gallons
Key Features: Hydraulic disc brake, 5-in. speedo and trip meter, 5-in. tachometer, dual range hand warmers, thumb warmer, front bumper, adjustable handlebars, high beam indicator
Retail Price: $5,449
Riding Impressions:
"This sled rides pretty well at the front end... pickup is decent on
the trail." -From AmSnow test rider comments