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All this talk of Cat losing its following with the hard-core straight-line speed crowd must have really tanned its backside. The guys up in Thief River Falls wanted their bad-boy image back and wanted everyone to know Cat's are the fastest sleds on snow.
So, this year Arctic Cat came with two all-new big horsepower speed demons in the Z1 Turbo and the Crossfire R 1000, but they also put their F1000 on a quick 10-lb. Jenny Craig diet.
What does this mean for the rest of the lake racing competition? Well, Cat is the only manufacturer to have a current model year 1000cc 2-stroke engine AND it's the only manufacturer to be coaxing 170+ horsepower from a stock turbo.
The real dealLike Evander Holyfield, the new muscle-bound Cat Z1 Turbo LXR is the real deal and is the largest horsepower stock sled on the market. Running at 9:1 compression and 9 lbs. of boost, this turbo on a Suzuki 1056cc 4-stroke hauls the mail like Cliff Claven on steroids and Red Bull. Early test drives on radar have shown this to be a 110+ mph sled, but we'll have true production numbers for you at our Real World Shoot-Out later this season.
The Z1 Turbo with 177 Cat-claimed horses is set in the 3-year-old Twin Spar chassis, but you'll notice differences straight away as the Turbo has a ram-air-like hood, side air deflectors and a sweet new graphics package.
The big weight addition is, of course, the turbo and intercooler at 35 lbs. So by our rough calculations, the Z1 Turbo could be in the 600 lb. weight-class, dry. If we compare this to other sleds in the performance market segment, it is heavier than just about every performance sled, save, possibly, the Polaris 4-stroke turbo.
However, the Cat's power-to-weight ratio will still be better than most performance sleds including the F1000. To boot, Cat engineers say this engine will get 13+ mpg, even during highly aggressive rides.
Thumbs upWe give two thumbs up for this big Cat's power, but were also happily surprised with the handling. This sled corners well for its size and power. Unlike the old T660, the new Turbo is so smooth that lag never affects power delivery or handling predictability. There is a bit of steering push in the corners, but much less than any of the 2008 F-Cats, and we think better than even the new 2009 F-Cats.
Also, the shock calibration of the pre-production Turbos we rode was spot-on. A spring rate of the 134 lbs./in. above the skis is plenty cushy for long rides. Moreover, the motion ratio in the first stage of the dual-rate front arm shock in the rear skid is plush and the rate in the second stage increases enough so that the big bumps don't jar your skull. That higher spring rate or less preload on the springs and shortened shocks also helps in sway-roll control. In addition, the A-arms on all Twin Spar sleds now sit flatter at ride-in height due to shock and geometry changes in the front and a raised roll center. The running board angle on all Twin Spars was decreased by 2.5 degrees and the entire sled sits flatter than the 2008s.
The Z1 Turbo is the best new Cat on the snow, regardless of engine size or market segment. The guys who like sweeping corners and wide trails are going to love this sled because there isn't anything, stock, that is likely to catch it. This thing is spooky fast! It's important to note that most of our testing was done at altitudes well above sea level. This is compensated for by this engine's barometric sensor, and a waste gate valve controls boost according to ECU info. An air bypass valve adjusts intake pressure for consistent boost. Other sensors on this engine include an oxygen sensor and a water temperature sensor.
The large trunk and easy to use handlebar warmers are sometimes overlooked on the Cats, but we love these features. The Z1 Turbo LXR even has seat heaters! Also it just looks tough… like it has a hemi in it.
If you want to be the big dog on the lake this winter, this is your snowmobile.
Thumbs downWe aren't big fans of the brakes here. When you've got a huge horsepower machine, you need oodles of stopping power. The Turbo needs more.
We also don't like the short windshield. A medium height shield might work better for aerodynamics, top speed AND warmth. Additionally, we don't like how the reverse button is sunk into a plastic casing. Unless you have REALLY thin gloves on, it's nearly impossible to push the button to get the sled to go into reverse.
We were only a little concerned that there was no plastic guard behind the large opening in front of the intercooler. Large openings let a lot of air in, which is necessary, but we could conceive of a stud, rock, ice-chunk or something flying right through those plastic slits and puncturing the intercooler. It's highly unlikely, but entirely possible.
Finally, this is year No. 1 for this sled, so who knows what reliability will be. (See more in
Tech Notes 2)
2009 Arctic Cat Z1 Turbo LXREngine: 1056cc liquid twin Suzuki 4-stroke
HP: 177 (Cat claims)
Exhaust: Turbocharger w/stainless steel
Ski Stance: 43 in.
Front Susp.: AWS VII double-wishbone A-arms w/IFP shocks and sway bar
Rear Susp.: Slide-action frame w/coupling blocks, adjustable torsion springs and IFP rear arm shock
Track: 15x128x1.25 in.
Fuel Tank: 10.8 gal.
Price: $13,299 US/$15,299 CA
CFR 1000 clear for launchThis year, Cat went back to its F7 roots to build a new generation of straight-line speed and power-to-weight winning snowmobiles. Cat calls it the Crossfire R or CFR. We prefer to call it the Bionic Firecat.
While the CFR is still sold as a Crossfire, this sled brings back riding memories of the F7 Sno Pro. However, with the mighty 999cc laydown twin, you've got about 300cc more 2-stroke under the hood. The engine is the same batteryless EFI that's in the F-sled with multi-stage APV exhaust valves and pipe temp sensor.
Cat has been stingy the last couple of years on giving out dry weights, and this season is no different; they are tight lipped again on all models except their mountain sleds. We do know that engineers subtracted 8-lbs. (parts removed were the reverse actuator, gear indicator and chassis controller) from the 1000 and 800 Crossfires and F-Series. They did this by swapping the ACT drive system (mechanical reverse) with the new ACER drive and engine reversing system. ACER is basically the same technology you have seen from other OEMs where the engine shuts down and fires up, running in reverse at the touch of a button.
You get twin sparkplugs in both cylinders firing simultaneously, which gives the 1000 a more complete and efficient burn at low rpm. In long-term tests last year we actually saw better mileage with this engine in Cat's F1000 than the F6. The 1000 got a new fuel map for this year too, and the clutch spider has a wider cam-arm pocket for bigger cam arms.
The Crossfire R has the reliable FasTrack long-travel suspension system under it. You can adjust the preload on the torsion springs (3 positions) from soft to hard with a quick turn of a wrench, and there's coupler blocks (4 positions) in back that will help you tune in your transfer.
You've also got a skinnier and shorter 14-in. wide by 1-in. tall Challenger track underneath that's built for speed. It's a fact that narrower tracks and shorter lugs build more speed. Ever take a close look at asphalt tracks? Yep, they're REALLY narrow! Tracks USA sells 10.63-in. wide asphalt tracks pretty much as a standard.
The Crossfire R has a longer wheelbase than the old Firecats too with a 128-in. track that helps you stay flat and straight. Remember though, because the track is narrower, your footprint is actually smaller than a 121-in. long by 15-in. wide track.
No longer just in the rear skid, you now get aluminum Fox Zero Pro IFP front shocks in the old school AWS VI double-wishbone A-arm suspension which remains. You'll notice right away the wide and open running boards for snow removal and a good foot-grip. Adding to the sled's comfortability are adjustable IRP handlebars. The mount moves forward and back, and the bars can be turned up or down. The ski-stance also is adjustable from 42-44 inches on this short Crossfire.
Thumbs upComfortable boot positioning in the wells, along with wide running boards with good snow evacuation make it easy to move around on the Crossfire R. Also, it's a little thing, but we've always liked the big opening for easy access to this monster 12.2 gallon tank. Like the other Crossfires, the CFR is nice and warm. While it has a slightly smaller windshield than the standard Crossfire, it still gives more wind protection than many other sleds.
Out of the hole clutching is solid and it hits hard on the bottom end. We also like that engine maintenance and clutch work is easy to get to. This is a more traditional sled set-up that lends itself to easy bolt-on mods. Did we mention that we like the handlebar warmers and storage area too?
Thumbs downHandling in the corners was not precise. The sled pushed in the corners and a lot of body effort was needed to get this thing to turn like some competitors or even the Z1 Turbo. The more traditional seating position is hard to get comfortable with stepping off a true rider-forward machine. The engine also seems to fade on top end. Again, we don't like the Cat reverse button placement.
Finally, we would like to see track options made readily available from the factory instead of just the 1-in. lugged version for those who like speed, but also want just a little more off-trail capability. Some dealers will swap out a track for you for just the difference in track prices. Up to a 2-in. paddle track will fit under this sled and we think there are plenty of consumers who would like a bigger lug option.
2009 Arctic Cat CFR 1000Engine: 999cc liquid twin Suzuki 2-stroke
HP: 163.9 (
AmSnow tested)
Exhaust: APV w/tuned pipe, pipe sensor and canister
Ski Stance: 42-44 in. adjustable
Front Susp.: AWS VII double-wishbone A-arms w/FOX Zero Pro (IFP), adjustable preload springs and sway bar
Rear Susp.: FasTrack Long-Travel System slide-rail w/coupling blocks, adjustable torsion springs and aluminum FOX Zero Pro (IFP) shocks
Track: 14x128x1.0 in.
Fuel Tank: 12.2 gal.
Price: $11,499 US/$13,299 CA
F1000 improves for 2009What was probably the all-around most comfortable chassis last year has been made even better for 2009. The most important changes to this strong, self-piercing rivet constructed chassis are the flattening of the tunnel and a revamping of the front suspension.
The running boards now lay flatter by 2.5 degrees and you'll notice less push in the front-end due to a more forward spindle angle of 1.5 degrees and a different location of the 4-in. standard carbides. The Twin Spar chassis sits slightly lower in front and the A-arms are flatter. Steering is more positive, but still not heavy or difficult, like some others.
Other changes include moving the rear-arm mount on the slide-action rear suspension back 63mm to improve top speed and handling. The limiter strap also was lengthened to accommodate this different suspension mounting point and not rub on the drivers. There will be three new holes in the strap to allow changes in ski pressure. The front arm shock in the rear also is longer and gusseted to correlate with the new, higher mounting and clearance with idler wheels.
Changing the heat-exchanger is easier as well as it is no longer a structural part of the sled. As with the CFR 1000, the F1000 gets new clutching and a new fuel map. The F1000 only comes in the Sno Pro package with Fox Float shocks up front and Fox IFP shocks in back. You get the IRP handlebar system as with the CFR and LXR sleds, and you get a 1.25-in. lugged track.
Thumbs upComfortable and fast. The industry's biggest 2-stroke also is in the most comfortable chassis. Rider positioning is near perfection. The sliding front-arm rear suspension works perfectly in stutter bumps. The IRP system is great if several different drivers are going to be riding this sled, and the hooked bars are perfect. Shedding weight with the new ACER reverse, tunnel changes and a few other odds and ends are a step in the right direction. It flys well for a big machine and the suspension can handle the machine's weight. It's a sled for long rides, and there are plenty of power mods available.
Yes, we also like the trunk and warmers.
Thumbs downThis thing is a happy hog. It's fun to ride, but still heavy and you can feel it when you try to toss it into corners or be nimble through technical turns. In the big bumps, the F1000 has a tendency to "crash" through them and IRP system bars can come unlocked sometimes. You also don't want to get this thing stuck in powder unless you've got a few large friends around.
Even with the new map and clutching, it still isn't where we would expect a 1000cc 2-stroke to wind out to on top end. Unless you have a Y-pipe, can and a few other tricks up your sleeve, you won't be the fastest sled on the lake with this come wintertime.
Oh, and we still don't like that reverse button.
2009 Cat F1000 Sno ProEngine: 999cc liquid twin Suzuki 2-stroke
HP: 163.9 (
AmSnow tested)
Exhaust: APV w/tuned pipe, pipe sensor and canister
Ski Stance: 43 in.
Front Susp.: AWS VII double-wishbone A-arms w/FOX Float shocks and sway bar
Rear Susp.: Slide-action frame w/coupling blocks, adjustable torsion springs and FOX (IFP) 2-inch diameter rear-arm shock
Track: 15x128x1.25 in.
Fuel Tank: 12.6 gal.
Price: $12,499 US/$14,399 CA
Odds & EndsCat ACER Reverse:ACER retrofits to 2007/2008 sleds that originally came with the ACT drive. However, there will be no reverse if retrofitted. ACER eliminated 49 parts from the old system, has a new oil pump to lube the engine in reverse, has a new driven clutch cam that prevents sheaves from opening in reverse (the sled also is not allowed to start in reverse) and all shifting is controlled at the ECU (main computer), not via a CCU (node computer). The ACT gearcase perimeter has been machined to accommodate the addition of a gasket. The gasket replaces the silicone found in 2007 and 2008 models as a means of sealing the case and cover.
Cat Sparkplug:There are minimal advantages to twin spark
plug designs such as in the 1000cc engine because at higher rpm there is greater mixture turbulence, so the burn is not quite as efficient. Sequential firing is used here too with the entire ignition's spark energy going to the pair of plugs that needs it most.