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Like mullet haircuts became the calling card for "rebels" like me in my rural high-school during the late 1980s, the latter half of this decade is seeing big 800cc twins become the calling card for us "hardcore" snowmobilers.
For 2009, there are more big power 2-stroke 800cc trail models available than any time in recent history. We've tested all of them and stacked several high-performance models next to each other for this important comparo.
Polaris brought a new 800 Dragon to the table for 2009 after releasing the 800 IQ late last season. Cat's F8 LXR and F8 Sno Pro return, but more important to many Cat loyalists is the new Firecat-like Crossfire 800R. Ski-Doo shines again with its MXZ 800R and an X package with this same engine.
Here, we'll be looking mainly at the mogul-crushing or "X" versions from each manufacturer. These sleds include the F8 Sno Pro, Dragon and MXZ X. But we added info on the Crossfire R, and the Yamaha Apex RTX too because these deserve a look as well.
The Dragon fliesWhen we were first introduced to the 800 Dragon SP, we were tickled that the new 795cc liquid twin was finally going to get all the bells and whistles that it should have had originally. Also, the 800 has about 20 more horses than the old 700 Dragon and the block is just 2.5 lbs. heavier. Wow! This is the second lightest big-power 2-stroke sled for '09 at 476 lbs. dry.
We already knew that the Walker Evans (W.E.) shock package on Polaris' Dragon 700 worked well, so there was no surprise when we mushed this puppy through igloo-sized moguls. The newest W.E. needle piggyback adjustable shocks sit above the skis and the rear track shock is a W.E. needle compression adjustable shock and there's a W.E. front track shock too. This sled's shock package is awesome for big bump riding or pulling big air. You might want to file a flight plan with the FAA before making yourself a ramp to jump this one. It really flies well.
The 800 SP's new cutout spindles also look cool… even if the weight saved is negligible, about 8 oz. total. Other upgrades include a new "lightweight" chaincase cover that's supposedly more durable than the cover on the '08 late release 800 IQ, but equal in weight. The new front bumper and narrower plastic system below it combine to be 3 lbs. lighter than last year's wider pieces.
There's also a new wave-type brake rotor that's a pound lighter than the '08 sleds. Plus, you get a narrower seat, perfect for aggressive riding, stand-up riding and diving into corners at speed, but it's not entirely comfortable. A small, but noticeable feature is the flat handlebars that sit high on a 5.25-in. riser and have new hooks with a different mountain-bike-style bend to them. Also, the handguards are uniquely contoured and have logos.
The 800 SP gets the new P2 clutch too. Throughout the pre-season we've heard rumblings that this secondary isn't finalized yet, but we remain confident it'll be in good working form on the production Dragon 800 SP. Wind-out and top speed are good with this clutch, and mashing on the throttle at any rpm provides a solid and quick performance response. Polaris is on top of its game in the engine department!
Finally, Polaris has the best braking in the business right now. Its hydraulic Phantom brake with light wave-type brake rotor gets the job done every time. Even without studs, this thing stops on a dime.
Polaris tops outWe regret to inform you that it looks like Polaris has reached the pinnacle of its handling curve with the current IQ chassis. This is not altogether a bad thing. The IQ has been cultivated into a much better handling machine than when it was first introduced and has saved Polaris from falling further in the OEM sled rankings.
However, this year's Dragon 800 does not handle nearly as well in the corners as much as its competition does. If Ski-Doo was the bulls-eye, then Polaris better realign its sights because it didn't hit the target. The 800 was more difficult to run, even through wide sweeping corners, than last year's 700 Dragon which we really enjoyed. Most Midwest and Eastern riders like to jam down tight trails and this one isn't as easy to handle as its competitors.
Is the handling issue due to the new flat handlebars? Is it because of the new lower A-arm in front? We're not 100% sure yet, but our long-term test this winter should tell us, or maybe prove our pre-season instincts wrong.
We're also confident Polaris will have a big new product release for 2010, so the company may be coasting on the buzz surrounding the 800 engine for 2009.
Which Cat and whyAfter 2 years of hearing how heavy their F-Series sleds were, and listening to old Firecat 700 owners tell tales of dominating the new Twin Spar chassied Cats in impromptu drags, the Crossfire R sleds were born. This year the new 800 CFR will be competing with its brother, the F8. However, after riding both sleds back-to-back for several days, our riders still gravitated toward the F8 Sno Pro as the all around best 800 from Cat.
Yes, the CFR 800 is lighter and reminded plenty of us of the old Firecat days, but like we said last issue, it's just hard to get used to the extra effort it takes to really ride hard on a more traditional sled once you are used to the newer rider-forward position. Aggressive cornering was tough on the CFR compared with the F8 and we found ourselves wrestling with the bars on the CFR much more than the F8.
Why do we like the F8 Sno Pro version? Well, we particularly like the options of the moveable seat and IRP adjustable handlebars. In the past, we've said that often we just "set-it and forget-it," but after a couple years watching people ride the F-Series sleds, we have started to see a different trend. Even hard-core riders like to take it easy sometimes, and by the end of the day we've seen numerous riders adjust their bars and seat to sit back and enjoy a slower, more relaxed ride.
The 2009 F-sleds are even more comfortable with relaxed running board angle and geometry changes in the front end that have helped dial out some of the push we'd seen in years past. In addition, the Sno Pro lost 8 lbs. this year with Cat's new engine reversing system and still has the Fox Float shocks up front.
We originally felt that the CFR 800 had a small identity crisis. We understood where Cat was going with the CFR 1000, because that sled IS the super fast lake racer that those old F7 die-hards had clambered for, with a more traditional feeling chassis. However, the 800 CFR isn't going to be a whole lot faster than the old F7s and with the 1-in. lug, it won't be showing up any crossover sleds off trail either. Not to mention it's not as comfortable or advanced as the F8 Sno Pro.
So why buy it? Answer: price.
The CFR 800 is $1,700 less than the CFR 1000 and $800 less than the F8 Sno Pro. You get a great engine, proven technology and good straight-line speed for your dollar with the CFR 800. Isn't that what you F7 lake racers wanted?
Cat conclusionsIf you want what an all around great trail sled, get the F8 Sno Pro. The three top-selling aspects of the F8 Sno Pro? Easy steering, adjustability and comfortability.
If you want to save some green and don't mind a more traditional riding style and like to bolt aftermarket pieces onto your sled, get the CFR 800.
Ski-Doo MXZ X 800RWith the advent of the 600 E-TEC and the 1200 4-TEC, people may forget that BRP also has the most sophisticated 2-stroke twin 800 on the market with its 800R engine. The light monoblock cylinder engine cranked out 155.7 horses during
AmSnow's independent dyno test at DynoPort. It's got all the sensors that other high-tech 2-strokes have AND comes with Ski-Doo's 3-D RAVE valve system.
It's not just the engine that turns us on when we straddle this sled though; it's the lightest 2-stroke 800 in the industry, by a lot! Just talking dry weight, at 425 lbs. the MXZ X 800 is about 50 lbs. lighter than the nearest competitor. Power-to-weight ratios aren't even worth comparing, it's so far ahead.
Furthermore, on the trails, the MXZ X 800R handles better than any competitors short-track 800. It's absolutely on rails through tight corners, long sweeping corners or bump-filled turns. The wide 47-in. stance keeps this sled glued to the trails and the Pilot 5.7 skis do not hunt and dart as much as many sleds out there. Braking also is above average, but not as good as the Polaris Dragon.
We like the wide range of coupling block adjustments that can be made in the rear suspension and also like the adjustable Kayaba HPG clicker shocks in the rear skid. The skis are above average too. The white 800 simply looks fast and has that Ferrari-like European styling!
800R nuancesSo why shouldn't everyone own one? Well, no sled is perfect! There are a few areas of possible improvement for the 800R. The rear suspension still isn't totally dialed in for super fast riding in big whoops. The excessive transfer from last year is gone though.
Also, the X-style seat is a little hard up front even for some aggressive riders. It has been improved from 2008, but many of our test riders still couldn't find a comfortable position. Furthermore, all the X-models are incredibly cold machines to ride with sub-par wind-deflection, and there's zero storage. It's not a trail-rider friendly machine in these aspects, but it isn't aimed at that crowd either.
Another pet-peeve that we've mentioned before is the toggle-style adjustments for the handlebar and thumb-warmers. This comes with the premium gauge pod on the X-models. You change heat levels by toggling up or down on the buttons while trying to see the icon and level on the gauge-pod. It's awfully difficult to try to do while riding. Yamaha has a similarly frustrating system.
OverallThere are plenty of recurring themes here: the Cat F8 is extremely comfortable, the Polaris Dragon 800 has a strong powerplant and impressive big bump shocks and the Ski-Doo 800R corners better than the rest. In the end, none is perfect but each shines more on certain days. What is it that YOU value most?