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When last we noticed, the "600cc" - or "120-horsepower" class - was the best-selling sled category.
With top-of-the-line chassis technology, premiere front and rear suspension systems and engines that easily deliver more than enough power and acceleration for all but the most aggressive snow charger, today's breed of 600cc 2-stroke and 1.0-liter 4-stroke "120s" are ideal rides for serious snowmobilers.
We can't recall when a category had so many options. Instead of just one model to choose from in this category from each brand, you have two or three versions.
For example, Cat hits the snow with three options - four if you count its 4-stroke Jaguar Z1 (I would!) - in this 120 hp class. The base 600cc Cat has the all-new Twin Spar chassis, but you can upgrade to the LXR version or Sno Pro too! LXR buyers get IRP adjustability and Sno Pro buyers get Fox Air Shocks and a more aggressive suspension.
Ski-Doo's REV-based 600cc, 2-stroke MXZ model offers various performance package upgrades as well with its Blizzard guise and full racer wannabe X-RS dress!
We never said choosing your 120-horse sled would be easy, just that there are more choices than ever. So, if you can't find your 2007 sports ride in this article, you aren't looking!
Yamaha NytroMaking it easy for 4-stroke fansYamaha's Nytro looks a little pale compared to the competition. But its powerplant, a purpose-built triple 4-stroke, is one of the smoothest and most fuel-efficient packages in the 120 class. With its long-stroke torque, it pulls out of the corners like an 800cc, 2-stroke. The power train is A+.
But, when you look at the Vector-based Nytro, it's a bit of a compromise when compared to the higher performance Apex series with its newer rider-forward chassis. Despite the higher Apex-like seat and upright handlebars, I found the Nytro to be a handful in the nastiest moguls, especially those relentless roadside ditches that Minnesota and Dakota riders face.
Credit Yamaha with doing a nice job of converting the rider-friendly Vector into a passable ditch buster, but for '07, Ski-Doo and Cat face down the deep bumps better. If you're like the majority of sports riders who challenge the smaller moguls and like to be aggressive on the trails, you'll like the Nytro. It's incredibly smooth to drive.
The Genesis 120 engine is worth the price of admission to this 4-stroke club. It has a throaty performance sound. Add in lower gear ratios and quicker action clutching, and you have a most aggressive Vector.
Unlike the Vector though, which is designed for all day groomed trail riding, the Nytro comes with the torsion-sprung CK rear suspension, which, Yamaha feels, soaks up the mogul action better than its Vector-based slide rail design. Nytro's front suspension emulates the Apex design for short spindles and long A-arms. To keep its front end under control, designers added Fox's Air-Spring Float Shocks to the 9 inches of vertical travel.
Yamaha spent the last decade stiffening its chassis and frame components while using materials that are lighter, yet more durable. The Deltabox chassis incorporates magnesium and its unique die-cast construction, which results in thin-walled pieces with lighter weight and greater structural rigidity. Nytro is a showcase for Yamaha engineering.
The Nytro comes with all the sports pieces you expect from a mogul basher. There are wide running boards and the handlebars are hooked on the ends. The bars also measure 31 inches across for maximum leverage in the dirtiest bumps.
But there is civility as well. Yamaha is the only manufacturer to offer digitally controlled hand and thumb warmers with memory. Settings can be quickly recognized in the Nytro's center-mounted digital gauge.
It'll be easy to choose which Nytro suits you, as there are only two versions. The base Nytro avoids reverse gear to keep both price and weight in check, but your first choice should be the Nytro ER. The convenience overcomes any weight savings.
While Yamaha has made better inroads into the rider-forward chassis, the Nytro is a worthy consideration for its 4-stroke attributes of fuel efficiency and smoothness.
Yamaha NytroEngine: 973cc, 3-cylinder, 4-stroke
Exhaust: 3-1-2 rear exiting
Front Suspension: Independent double wishbone, Fox Float Air Shock
Rear Suspension: ProActive CK w/remote reservoir HPG w/clicker
Ski Stance: 42.7 in.
Track: 15x121 x1.25 in.
Gas Tank: 10 gal.
Weight: 533 lbs.
MSRP: $8,699 US/$12,099 CA (approx.)
Polaris 600 IQForget Fusion, focus on your IQThe quicker we all forget the Fusion and focus on the reinvented breed of Polaris sports sleds, the better we will all be. Especially Polaris!
Fact is, Polaris is righting its reputation, at least with this 2-stroke twin. Yes, the favored 600cc Polaris designed and built twin is back. It has undergone some surgery to result in more efficient emission and fuel consumption standards, but it's still the 600 twin we've come to enjoy. In its Cleanfire injected iteration, it puts out 125 horses. The H.O. dual 38 mm carb version makes 5 horses less.
We'd opt for the CFI (Cleanfire Fuel Injection) version for smoothness and higher mpg rating in this era of pricey gas.
While Polaris had trouble selling its 900cc Fusions, the public forgave the former No. 1 sled seller by opting for and bragging up the 600 IQ models.
From this first season of IQ design, Polaris has succeeded in upgrading front and rear suspensions so that they are among the best in the business. And where the now non-existent 900 Cleanfire twin had way too much torque for the short-tracked IQ, the 600cc is perfectly suited to it.
When we rode the first Fusions with the 900 twin, we found the track just wouldn't hook up. The longer-tracked Switchback and RMK models hooked up nicely, and we could appreciate the power of the 900. But it's the 600 IQ that could trigger a Polaris resurgence.
At an estimated 485 lbs. (dry!), the 600 IQ features 10 inches of front travel and just under 14 inches at the rear. Ski stance is an aggressive 42.5 inches for stability in the ditches and solid cornering on groomed trails.
The 600 engine block is stout and durable as its bottom end also serves the new 700 twin as well. We would expect Polaris warranty claims to be low on this engine - a nice break from the 900!
Polaris discontinued the adjustable handlebars for this performance-oriented model and returned to a fixed steering post and hooked bars. It will be interesting to see how Cat's new "adjustable" handlebar design fares with consumers. Polaris' multi-position steering is still around on some models, but for power riders, it is no more!
Give Polaris credit for revising the styling too. Moving to the smoother RMK shell makes the IQ's performance image more palatable. Ah, yes, we wonder if Polaris actually reads its surveys or listens to its consumers - even us - when they ask, "What do you think?" Because, despite getting the evil eye from corporate designers and marketers at the time, we told them the Fusion styling was awful and the RMK was better. And the short-tracked 900 twin wouldn't hook up. But, n-o-o!
Now, Polaris has figured it out after their loyal consumers stayed away from Polaris dealerships in droves. Will they return in droves?
Folks, it's OK. The new 600 IQ and limited-build 700cc are worth a look. Forgive and forget - the latest 120-hp class Polaris sports sleds are worth a test ride!
Polaris 600 H.O. CFI IQEngine: 599cc, H.O. twin, 2-stroke
Exhaust: SC VES, single
Front Suspension: IQ w/Ryde FX
Rear Suspension: Fast M-10 w/Fox, HPG, IFP
Ski Stance: 42.5 in.
Track: 15x128x1 in. HackSaw
Gas Tank: 11.7 gal.
Weight: 525 lbs.
MSRP: $8,799 US/$11,599 CA
Arctic Cat F-seriesWill one sled fit all? Arctic Cat held back last season. It wanted to get this new breed of Cat absolutely right. From first impressions, we'd say Cat engineers have done an outstanding job. But first impressions have never been a problem with Cat. Take the original Firecat, it caused excitement due to its performance and styling. Unfortunately, those first Firecats were prone to sitting in dealership service bays. So, Cat waited on these newbies to get it right.
Our first test left us impressed. Initial fit and finish were what we expected of Yamaha or Ski-Doo. Surprised? Yes, but not totally as we've paid close attention to Cat ATVs in recent years and have seen a marked up-tick in quality that has carried over to sleds. Things fit. When you open and then close a part like the hood on the new Cats, it fits like it was supposed to.
For a suitable replacement for the Firecat 600s, look at the '07 F-series. The base F6 is the price leader. It features the proven Suzuki-built, Cat-spec'ed 600cc, 2-stroke twin. Delivering 118 horses, the throttle-body equipped motor features battery-less electronic fuel injection for superb running in any condition. Cat has this feature nailed.
Add the smooth ACT Diamond Direct Drive planetary gear system, and you have a powertrain to reliably send you down any trail, groomed or not! While not fitted on the base model, Cat has added reverse to this system on the LXR and Sno Pro versions.
We're split between upgrading to the LXR or Sno Pro. We like the electric start and reverse, the new multi-adjustable riding setup and added creature comforts of the LXR. But, there is an inner snowmobiler that craves the more aggressive setup of the Sno Pro with its performance-tuned rear suspension and Fox Float front shocks.
Cat has gone beyond Polaris in establishing adjustability in its design. Called "Infinite Riding Positioning" (IRP), Cat's concept starts with a new dual spar chassis designed to place components and rider in the ideal seating and control position. When seated, the rider's knee is located above his foot at a 90-degree angle.
The seat is adjustable to 7 settings. There are 5 windshield settings. The handlebars flex and move more than the "rubber man" from the circus! Add in adjustable footrests and we figure one sled fits all.
When we tested the Jaguar Z1 4-stroke with IRP, we spent time making a variety of adjustments just to see how easily it could be done and what range of movement the sled could fit. Once we had our time with the sled, a short middle-aged lady wanted to take the sled for a ride. She hopped on to where I had set the sled and took off. She returned frowning and claimed the sled wasn't for her.
A quick readjustment of the riding position - seat and handlebars - and she was off again. This time her attitude improved. She was comfortable and enthused. Our point is simple. Test-ride and adjust the IRP. It's as close to one sled fits all as we've seen!
Now, if you want to consider your options - and the F-series has many - take a look at the 4-stroke Jaguar. It has an all-new Suzuki twin with dual overhead cams and "laydown" engine placement to keep weight low and a handling character familiar to long-time Cat riders. It has a bit more power at 123 horses from its 1,056cc engine, but surprisingly rides and handles very close to the F6 LXR.
All of these new Cats come with the 7th generation of Cat's A-arm front suspension that features a forged spindle and shock tower for greater strength and reduced weight. At the rear, the F-series comes with a slide-action slide rail with coupling blocks to provide outstanding front to rear control in virtually all snow conditions.
New and improved? Absolutely! The new F-series with tried and true 600cc power is quite a leap forward for Arctic Cat in engineering and quality.
Arctic Cat F6 EFIEngine: 599cc, Suzuki twin, 2-stroke
Exhaust: APV w/tuned pipe & canister
Front Suspension: AWS VII-double wishbone A-arms w/Cat IFP shocks & sway bar
Rear Suspension: Slide Action frame w/coupling blocks w/adjustable torsion springs & Cat IFP shocks
Ski Stance: 43 in.
Track: 14x128x1.0 in.
Gas Tank: 12.2 gal.
Weight: 498 lbs.
MSRP: $8,599 US/$10,999 CA
Ski-Doo REV MXZThe original attacks with more choicesLeaving little to chance, Ski-Doo created a brand within a brand, as the MXZ is now available in the aggressive MXZ version, really aggressive MXZ Blizzard version or racer aggressive MXZ X-RS version. All are powered by what has become one of our all-time favorite motors, the Rotax 600 H.O. SDI.
In its base form, the MXZ Adrenaline has become the target for all other sled makers. The most direct assault comes from Polaris with its 600 IQ. Cat's new rider adjustable F-series aims at the Ski-Doo, but adds complexity that may not always be desired.
So, while the competition aims at the MXZ, Ski-Doo moves the target. Yes, there is the standard with the original rider-forward and rider-friendly seating position.
In recent seasons, Ski-Doo tweaked the front end handling and revamped the rear suspension by upgrading to the SC-4. In this season's latest demon, known as the MXZ X-RS, the RS adds racing "clicker" adjustability to both rear suspension and the front end. Add in a riser block and aggressive RipSaw track with 1.25 traction grip, and you have an in-your-face reply to the competition.
The RS is unmistakable. It's a trail sled in racer clothing. Check out the bobbed "440 racing seat" taken from the Snocross world. The fuel tank is clear just like the racing versions. To make sure that the Rotax power meshes with the RipSaw track, internal/external drivers are used. Adding traction devices will be no problem as the track is pre-drilled for installation.
To stand out on the trail in another way, Ski-Doo brings back the Blizzard name as an upgrade to the MXZ. Ski-Doo adds high-pressure, take-apart gas shocks to the formidable SC-4 rear unit and adds clicker shocks to the front end to better control the 9 inches of front travel.
Look for the Blizzard to be mogul compliant with its riser handlebars that allow you full control in deep ditches. Thanks to the performance delivery from the semi-direct injection twin through Bombardier TRA III clutching, you'll be able to power quickly through the moguls. But this Rotax twin is more than just strong, it is claimed to be as easy on fuel and EPA compliant as a 4-stroke, but with less weight and complexity.
These new for '07 upgraded REV-based models offer power, handling and superb race-quick stopping power from the hydraulic brake with RT-type brake lever and performance-oriented braided brake line.
Ski-Doo is No. 1 in sales because it doesn't wait for the competition to catch up. As with this new series of REV-based "attack" sleds, Ski-Doo offers snowmobilers evolving choices to suit their riding styles.
Ski-Doo MXZ AdrenalineEngine: 600cc, H.O. SDI twin, 2-stroke
Exhaust: Single tuned pipe
Front Suspension: Double A-arm w/sway bar, HPG shocks
Rear Suspension: SC-4 w/HPG
Ski Stance: 47 in.
Track: 15x121x1 in.
Gas Tank: 10.6 gal.
Weight: 479 lbs.
MSRP: $8,599 US/$11,249 CA
Other's comments:Mark Savage: Don't make me choose, please! OK, OK, I'll narrow it down to two.
I still love the far-forward riding position on Ski-Doo's REV and have had more than my fair share of fun on the MXZ. The X-RS is too punishing for my tastes, but the base model with its super 600 Rotax H.O. SDI engine is as quick and easy to push through the turns as anything out there. Yet if anything will challenge it this year it'll be the new Cat F6 with all its adjustability. Everybody can be comfortable here, and that may be its biggest selling point. Otherwise the sled feels comfortable on the trails and there's plenty of pep in the throttle.
Mark Boncher: If we are strictly looking at engines in the 120-horsepower class, Polaris is the strongest, hands down. From our testing, Polaris' 600 CFI engine simply out-pulls everything in this class.
However, I think I may be addicted to the smoothness and downright cool sound of Yamaha's 4-strokers. Maybe it's because I'm partial to Yamaha's street bike counterparts - having spent significant saddle time in several R-model bikes - but I just love the sound and throttle pull of the Nytro and Apex machines.
If you're talking moguls and big bumps, the new Twin Spar chassis from Arctic Cat is the winner, but the added weight may keep that top end from being as lightning quick as Cat lover's expect. Cat also has the customizable comfort attributes and fit and finish of a Lexus this season. This is a polar shift for them from years past, and the change is working!
All of these attributes aside, the Ski-Doo MXZ 600 H.O. SDI in any of its configurations is still the most sled for the money. You get a tried and true chassis, efficient, yet plenty powerful engine, more options than we can list and race-proven suspension, all at a reasonable price. Why do you think Ski-Doo sales remain No. 1?