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Cat's M8 has seen the most changes for 2010. Last year the M series machines received a thorough chassis makeover with big weight savings. This year the engine receives most of the engineers' attention. The M8s get a new 800 H.O. powerplant that loses 4.5 lbs. thanks to a new lightweight crankshaft. Horsepower is up 10% to more than 160 too. (See Dyno Test, p. 16) While the crank is lighter, the sled's overall weight didn't change much as the new engine uses a heavier exhaust canister. But that means that with a little aftermarket exhaust assistance, the M8 will be very close in poundage to the lightweight leader, Ski-Doo's Summit.
The M8 also is fitted with a new lightweight seat that saves 3.5 lbs, is 3 inches taller than before and positions the rider higher on the machine making it much easier to transition between sitting and standing. The seat also offers a very different profile, giving the sleds a fresh new look. The M series also gets new Frogskinz waterproof screening on the hood vents, these trick little screens prevent snow from entering the hood but still allow for good air flow.
Impressions: Although the M series chassis is heading into its 6th model year it remains an excellent platform for a mountain snowmobile. The M8 was our favorite sled to boondock, or ride in the trees, and it also is incredibly easy to sidehill. You can hold a line forever on even the steepest of slopes on the Cat. One reason this machine is so easy to maneuver is its lack of a sway bar. Another reason is the telescoping handlebars that allow you to adjust the bars up high for off-trial riding and then lower them for trail riding. The telescoping handlebars come on all the premium models, SnoPro, SnoPro LE and HCR. We were slightly disappointed with the new 800 engine as we'd expected to be able 'feel' a bigger difference from the previous engine. The M8 still feels underpowered compared to the other two machines in this class. However, it may not be the actual power, but how it comes on. M8 feels like it produces power higher in the rev range as opposed to the torqueier low-end grunt of both the Polaris and Ski-Doo.