beyond the press release 2002 440 pro x

 
Polaris lifted the cover from its new 440 Pro X sled at the Milwaukee Snow Show. The new red racer underwent a crash diet, losing upwards of 60 pounds, tipping the scales at a mere 438 factory pounds. "This is a dry weight to dry weight comparison, noted Polaris engineer Mike Beddard. "We went through every component on the sled and reduced any excess weight. But we didn't sacrifice the sled's strength or durability."
 
Weight was only one of six main goals Polaris gave for the sled's development. "We wanted to improve the sled's holeshot, backshift, throttle response, driver ergonomics and cornering as well as drop the weight," Beddard explained.
Major changes to the sled form last year's model include relocating the handlebars 3.25 inches forward on the sled, the fuel tank was reduced to five gallons in capacity and the seat and console all shifted forward by roughly five inches. "We want the driver to be located at the balance point for the sled," continued Beddard. "This way, the driver will be able to correct the sled in the air. If the nose is up, he can lean forward. If the nose is down, he can lean backward."
 
Walker Evans Racing shocks will perform bump management duties on all four corners of the 440 Pro X. We've met Evans and ridden his personal sled with the shocks installed and have been impressed with their performance. The unique design has the shock oil travel through the rod. Position sensitive valving is achieved by way of a removeable, tapered needle that is affixed at the base of the shock. The orifice through which the oil must pass slides over the tapered needle. The needle's diameter at any given point determines how much oil may flow through the orifice, creating soft and stiff damping. On the version we tested, the needle could be removed without changing the oil. All that had to be done was release the nitrogen charge, swap pieces, recharge and ride.
 
The front suspension only changed slightly from last year's model. The main differences lie in the bigger, beefier trailing arms, which look more like Yamaha and Ski-Doo arms than the traditional square-tube Polaris arms. Also, the radius rods are built out of aluminum. Buried deep inside the bellypan, the bulkhead has been reinforced.

The rear suspension has been totally revamped for weight savings and offers racers a new adjustability feature. Beddard noted that the EDGE skid will come in ten pounds lighter than last year's offering. New to the suspension is a two-place adjustment on the front torque arm. "The short setting is where racers will want to be for quicker cornering response," explained race engineer Rick Bates. "Indoor tracks have especially tight corners, and this adjustable arm system will help our guys cut in tight to the inside lines."
 
The track on this year's 440 Pro X will be an inch narrower than last years, measuring 14" x 121" x 1.375". However, the rail distance and tunnel width have not changed and will readily accept a standard 15-inch track.

The engine will run with new cylinders, heads and pistons. "We spent a lot of time working on our holeshot and quick acceleration," said Beddard. "Obviously a lot of races are determined by the start. We expect to be right up there this year." The exhaust also has been redeveloped, using a ceramic coating process on the pipe instead of the clamshell insulation on previous racing and current consumer models.
 
Also engaged in the pursuit of quick acceleration and backshift is the clutching. This year, Polaris has turned to Team Performance Solutions for its Rapid Reaction roller secondary. The new clutch features only two rollers for the Twin Trax helix. This allows the helix to have a second angle ground into it, thus reducing the number of parts lying around the trailer.
 
Stopping power will be increased this year, thanks to the addition of a new Hayes dual-caliper brake system. The new system runs coolant through the calipers before it returns to the engine for dependable and consistent braking performance. The setup also uses a stainless steel rotor for further consistency and warp resistance.

With all the weight-saving measures and driver position relocation, some have speculated that Polaris has walked away from Cross Country racing. Afterall, a five-gallon fuel tank will only get the sled through 50 to 60 miles. Fuel strops tend to be a bit farther apart than that. This is somewhat true. "There aren't any cross country circuits out there now that FANS isn't running," said Beddard. "But we do have a retrofit kit available which will use the 12-gallon tank and other racing seat for those who do race some cross country events as well as trail ride the sled."
 
Will this year's 440 Pro X finally be the breakthrough sled that Polaris has been counting on? We'll only know when the flag goes green. But independent team owner Jesse Strege has had enough seat time on the sled to feel good about it. "This is the best sled they've ever made," he told us. "It's light, comfortable and quick. I think it will be very competitive."