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Economic, efficient, effortless; historically these are not words most identify with the high-performance market. More and more sledmakers are combining quality and comfort with high-revving action. Closing the gap between the comfortable touring sleds and the racy muscle sleds are the fighting 4-strokes.
While there certainly are other sleds we could have added to this comparison, we felt Arctic Cat's new Jaguar and Yamaha's Vector GT are the most trail-minded high-performance 4-strokes out there this year. Each certainly will be driving sales in the 120-horse segment for their respective manufacturers.
So the fighting 4-strokes are here, and it isn't the awful invasion many thought it would be!
Z1 JaguarCat's 1056cc liquid-cooled, naturally aspirated 4-stroke is the scrappy newcomer this season.
This big parallel twin with dry sump lubrication was almost a necessity for Cat for two reasons. First, the EPA emissions standards continue to force the manufacturers to make cleaner machines. Second, a noticeable shift has begun in many baby-boomer aged consumers' cravings. They want more fuel-efficient sleds that are virtually maintenance free.
Cat snatches both these birds with one engine by throwing the new clean, gas-saving Z1 Jaguar into its lineup.
Just how far the Jaguar will go on a full tank of gas will be tested later this year at our Real World Shoot-Out along with radar and GPS acceleration and trail testing of this 125-hp machine. We will also be testing deceleration. You read correctly, the Jaguar has an anti engine-braking control system that allows it to coast when you let off the throttle.
The first week I road the Jaguar the anti engine-braking control took some real getting used to because I had become accustomed to predictable engine braking to help me through corners at speed. The second week I road the Jag I felt more in control, but am still not sure if this system is a good thing.
The engine-braking control certainly helps in deep snow because your front end doesn't dive down into the powder every time you let off the gas. However, the new standard 128-inch long, 1-inch lugged track is proof that the Jaguar is not built to be a big powder machine anyway.
While we expected a smooth throttle pull on this 4-stroke, we were still surprised at just how quick and flawless this machine winds up. We ran the F6 and Jaguar next to each other numerous times in acceleration runs out West and the two were identical until about the 660-ft. mark. After that the Jaguar pulled away and never looked back.
Cat's Noise Vibration Harshness (NVH) lab also helped to give the Jaguar an even smoother feel by creating motor mounts that effectively dampen 95% of the vibration you feel on an average 2-stroke.
The Jaguar was good in the bumps too, but we could tell it was a heavier machine than some of the others in Cat's Twin Spar chassis. The race-inspired slide-action rear suspension combined with the rider positioning is still a blast on rough trails though. Cat's IFP (Infinite Rider Positioning) system accommodates any rider and makes it a versatile machine for almost any condition. It's a toss-up whether we like the adjustable handlebar system or the seat better. So far, we think Cat hit a home run here, but the real question is: will it hold up to a season of abuse?
Finally, we're not sure if it is this added weight or the smooth 4-stroke pull, but the Jaguar seemed flatter when powering out of the corners than any other Cat with this same new chassis.
Vector GTNo it's not new this year, but Yamaha's 973cc 3-cylinder liquid-cooled 4-stroke is still every bit as good as when we first hopped on it last year. The Vector -
AmSnow dynoed at 118.8 hp - has plenty of power and was certainly the surprise sled this last year because it outperformed many expectations.
The Vector GT is designed for groomed trail riding and its more traditional rider position feels like you are sitting in the backseat compared to its Nytro sibling or Cat's Jaguar when it's adjusted forward. The Vector GT easily wins in the corners though as it eats up the turns flatter than both the Nytro and the Jaguar. Much of the Vector's flat cornering ability is because the powerplant is mounted low in the engine cavity and tilted back at a 37-degree angle.
We had the Vector GT all last year so we had plenty of time to get used to it. The only thing that really changed for '07 is a slightly higher windshield and a cool Midnight Chrome paint job. It still comes standard with the GYT clicker front shocks and Mono-shock RA rear suspension, reverse, electric start and all the bells and whistles you can think of, but unfortunately no handlebar hooks.
Vector is the exact opposite of the Jaguar when it comes to engine braking. I can literally never touch the brake when riding the Vector on trails. Some riders can't stand that heavy engine braking, but it's predictable and can be a safety control to help keep your speed down. BUT, it can also be a hindrance in slippery conditions because the track will actually 'break loose' simply with engine braking, which can get novice riders squirrelly going into a corner.
Final thoughtsThe Jaguar and the Vector GT are two very different animals. The Jaguar leans toward the more high-performance crowd because of its rider forward adjustability. The Twin Spar chassis is simply a performance platform. It's rigid and aggressive minded and out of Vector's league on rough trails. But that's why Yamaha has the Nytro (my choice) in its lineup. Cat also is right on with centering the mass of the rider and vehicle.
That said, we can't deny the smooth performance that Yamaha is able to coax from its 3-cylinder Genesis 120 engine. Yamaha is still the king of the smooth, exhilarating 4-stroke throttle pull. We tested several fuel grades in this sled as well, this last year, and never saw a big performance drop when using the 87 octane. This machine is not made for bumps though, and we can't help but feel the traditional chassis holds back this engine.
Vector GT has superior looks, but Cat has stolen the gadgetry award from Yamaha. Clean lines and Darth Vader-like graphics give the Vector a stealthy glare, while the Jag looks a bit more like something out of a CAD drawing.
However, the Jaguar has more things to keep you busy than Six Flags. In addition to the adjustable seat, bars, windshield and footrests, you also get push-button reverse, electric start, spare belt holder, DC outlet and a suitcase-sized trunk.
If price weren't an issue we'd go with the Jag, but for $1,500 less, you still get a truckload of technology and a proven, reliable engine in the Vector GT. So is it worth eating McDonald's on all your snowmobile trips this year to be able to saddle up the new Jaguar? That's your stomach's call.
Z1 JaguarEngine: 1056cc liquid twin 4-stroke
Exhaust: stainless steel
Ski Stance: 43.0 in.
Front Suspension: AWS VII double wishbone A-arms w/Arctic Cat gas IFP shocks and sway bar
Rear Suspension: Slide action frame w/coupling blocks adjustable torsion springs and Arctic Cat gas IFP shocks Track: 15x128x1.0 in.
Gas Tank: 9.4 gal.
Dry Weight: 575 lbs.
Price: $10,499 US/$13,499 CA
Vector GTEngine: 973cc liquid triple 4-stroke
Exhaust: 3-1-2 rear exhaust
Ski Stance: 42.7 in.
Front Suspension: Independent, double wishbone with GYT clicker shocks and link-type sway bar
Rear Suspension: Mono Shock RA
Track: 15x121x1.25 in.
Gas Tank: 10.0 gal.
Dry Weight: 545 lbs.
Price: $8,999 US/$12,599 CA (est.)