AmSnow.com is now SnoWest.com
In the snowmobile world utility is a big part of why sleds were invented in the first place. Folks wanted to pull a load, maybe logs or an ice-fishing shanty, or haul something over snow in winter. Utility was a focus in the first Eliason snowmobiles, then Polaris got a hold of the utility reigns and there was the original Bearcat, to name a few early beasts of burden.
Well, the Bearcat remains the leader of Arctic Cat's utility lineup. In fact, for 2009, the Bearcat is all new and easily the hottest looking utility model out there. We know that sounds like a stretch, but check out its square front and chiseled looks, not to mention the stylish green or blue piping on its seats and color-coordinated wheels. Little things to be sure, but they're more than just lipstick on a pig!
That's because utility sleds are, ultimately, work sleds that get the job done. They'll haul a load, two riders, and offer serious storage. They are good values for the snowmobilers who, like many modern pickup owners, not only use these sleds for work, but also a bit of on- or off-trail fun.
Here's a look at three we enjoyed testing together out West, and a fourth sled we rode earlier. We're sure you'll want to consider all of these if this is your niche!
Arctic Cat Bearcat Z1 XTWe lead off with the Cat because it's the newest machine of the three we put head-to-head and has moved to Cat's comfortable Twin Spar chassis for 2009. The new Bearcat allows the rider and one or two passengers (a 3-up seat is an option) to sit taller and ride more comfortably than in the past. Your legs are at an optimal 90-degree angle and your arms easily reach straight out to the new taller bars for easy control.
Bearcat Z1 XT is the top level Bearcat with the horsiest engine in its class, a 1056cc 4-stroke that we dynoed to have 121.8 horsepower with plenty of torque. Cat says this engine makes about 12% more horsepower than the 660 Turbo it replaces and promises much lower emissions. Because it's a 4-stroke it'll burn less oil than a 2-stroke and get extremely good gas mileage thanks to a reprogrammed ECU, electronic control unit.
Couple that with its 17.5-gallon fuel tank, and Bearcat should have the longest fuel range of all the utility sleds. But the key is that it'll pull hard and strong with the Suzuki-built 4-stroke.
There are a lot of other upgrades here too that will help if you're hauling or just riding the trails. An example is the articulating rear end, which delivers such a nice ride, and is also adjustable. Either loosen the springs for cruising over big bumps and deep snow, or tighten them to form a straight rail to give the Cat better traction for towing or pulling.
Another plus, the new suspension uses a staggering 63 less parts, which helps lighten the sled. Likewise, all the XT versions have 13% more ground clearance, to help them dodge big stumps and make them better in deep snow.
We also like the way the Bearcat handles (roller bearing steering as in all the Twin Spars) and its excellent stability due to a wide ski stance. This one is adjustable from 40 to 44 inches, the widest of any sled in this segment. That stability is nice when you're pulling something, especially over rolling terrain. And despite you sitting taller and higher on the Bearcat, there's never a top-heavy feel.
Handling is aided by new saddleless 8-inch skis with larger keel depth that give it solid grip in corners and their size helps the sled's flotation in deep powder.
Like the other utility sleds, the Bearcat also has a massive track at 20x156 inches with 1.25-inch lugs. We found it clawed well in powder, a necessity if you've got something attached to the hitch behind you. I mean how great is all that torque if you can't put it to use?
From a comfort standpoint, Bearcat offers a tall windshield that diverts the wind, mirrors on the side of the windshield to help you see behind you and a soft seat that makes for long comfortable rides. The rear passenger's seat will pop off easily if you want to ride this as a 1-up, and there's open storage room behind the seat if you want to strap on extra gas, a toolbox or whatever. Various utility racks and other accessories also easily attach to the rear rails. Plus, there are other accessories available for the Bearcat, including a remote engine starter, Cat Comm, an engine heater and a winch.
As with most others here, there's good under-seat storage and Cat includes a sturdy front bumper cage to help when you get into brush, plus it'll easily hold a winch.
As a side note, we also were able to ride the Bearcat 570 XT at the same time as the Z1. From a comfort and ride standpoint this is basically identical to the Z1, but the 2-stroke 565cc fan feels pretty weak after riding the strong 4-stroke. The torque and pulling power would be less than what most folks want.
However, at $7,999 for the 570 XT, compared to $11,299 for the Z1 version, you save $3,300. For those looking for a value, this one has appeal. Both are attractive but the Z1 is available in Cat green over black or an attractive metallic blue over silver. A standard Bearcat 570 with a 15x144-in. track also is available at $6,799.
Yamaha RS Viking ProYamaha's RS Viking Pro is just a smidge behind the Cat in horsepower, its Genesis 120 4-stroke creates up to 122.6 horsepower or so, according to our tests of the Genesis 120 engine in years past. But there's a lot of grunt here, and pulling power is pretty consistent with the Bearcat.
The Cat definitely wins on looks, but the Viking Pro is equally up to the task when it comes to performance. Beyond their engines, which are both solid and drink 87-octane gas, the Yamaha rides in the Deltabox chassis that is rigid, and it allows the suspension to soak up most of the major bumps.
We like the ProAction Plus rear suspension, which is articulated to help it glide over snow better in reverse, a benefit when backing up to a woodpile or to tow someone out of a jam. There's a full 11.5 inches of rear suspension travel and the KYB HPG shocks give this sled a compliant ride.
Yamaha cleverly curves the front A-arms here to increase ground clearance, a plus if you're maneuvering in a clear cut area and there are big stumps.
Underneath is a giant 20x156-inch RipSaw track with 1.25-inch lugs and up front Yamaha's wide plastic skis give the Viking good flotation in deep powder. But the Viking's ski-stance is 40.2 inches (center-to-center), a bit narrower than the Bearcat, which makes it feel a little more top heavy in turns or on a steep slope. While it's still easy to ride and control, we feel the Cat generally handles better.
Up top the Viking Pro is comfortable with a straight-up seating position and a comfy soft seat and giant windshield. Gauges are fine and like the others in this segment, there is key start.
The mirrors are mounted to the body's side, which adds stability so they don't shake much. But they are a little low for the driver to use and easily see behind him. The big shift lever just above the rider's right foot is not as easy to shift as that on the tested Polaris WideTrak either.
That giant seat flips open to reveal a large storage space under the seat where you'll also find the tool kit. The Yamaha also has a big open storage area behind the second seat, and the passenger's seat is easily removed. An adjustable back support can be used either by the passenger, or the driver, if there's no one in back.
Not that weight is a big concern with a utility sled, but the Viking Pro is heftiest in this group at 782 lbs. Pricing though remains lower than the Cat at $10,699, but more than the Polaris, which has 40 less horsepower.
Polaris WideTrak IQPolaris comes with its IQ chassis in the WideTrak for the utility crowd. It too has a 4-stroke engine, a 750cc motor that has just 80 horses compared with 125 in the Cat and 122.6 in the Yamaha.
Like the Cat, the WideTrak features a 20x156-inch track with 1.25-inch lugs that give it good grip in deep snow. Despite being lower on the horsepower chart it feels plenty torquey. But even so, it's bulkier and less peppy as you cruise along trails, although it's actually lighter than the other two sleds at 730 lbs.
What we like about the WideTrack is its stability and comfortable ride. The gas shocks in back and Nitrex front shocks dampen the bumps well, a good thing because the Polaris seat is the hardest of this group. We also appreciate the tipped rear rail, which helped the WideTrak handle pretty well for it being such a large sled.
We were not enthralled with the extremely wide tank/cowling/seat combination that makes it hard to wrap your knees around the sled. Plus, there is a huge distance between the handlebars and the windshield, so you feel like you're sitting way back on the sled. We noticed in some circumstances that wind got up and over the large windshield and into your body, something less likely to happen if you're sitting more forward on a sled.
The Polaris has a giant shift lever too, and while it may look a bit clunky, it's easy to use, with a high, low and reverse gear.
Polaris uses attractive and easy-to-read digital gauges on the WideTrak, but sticks with straight handlebars. There also are body-mounted side mirrors that like the Yamaha are located a little too low.
Things we liked? Well, the heated glove box on the dash is great, as is the massive storage under the seat, which folds up. The rear seat back also is adjustable and there's a big open storage area behind the seat. WideTrak also has a large wrap-around bumper up front and a sizeable 14.3-gal. fuel tank that Polaris says gives the sled a range of 200+ miles.
During our test of the WideTrak we also rode the 550 Transport, which is the older trailing arm chassis and has a more traditional, low-rider seating position. That's a little tough to deal with after coming off any of the newer sleds with their improved seat ergonomics. Transport has just a 136-inch track and features only a 60-horse 550cc fan engine, so you're going low-tech here, but saving major dough. The Transport costs $6,599 as opposed to $10,499 for the WideTrak IQ. A WideTrak LX with a 65-horse 455cc 2-stroke also is available for $8,399. It too has the 20x156-inch track, but only 1-inch lugs.
Final wordSo what's our choice?
All are fine utility sleds, but the Cat looks the best and boasts the most horsepower. The Yamaha is right there, but looks a little dowdy by comparison. That doesn't affect its performance though, so you could save yourself a few bucks by going that way. The Polaris offers ride comfort and a heated glove box, but it's down on power.
Go with the 4-stroke Cat. You'll enjoy the ride and look better on the trail.