polaris 2001 livin life on the edge

It is March 1st, and that means we can finally tell the world about the Polaris 2001 lineup. With so much time on their hands, the Polaris riders of the snow belt have come up with some pretty wild theories and rumors about what will roll out of the Roseau, Minnesota plant for next season. Some were right on; some were way off. Let's take a quick look…

But before we go there, we should run through the features and benefits of the EDGE chassis, since that will be the dominant platform in Polaris' trail machines for 2001. We first saw this chassis on the 440 XCR race machine last year. At that time, Polaris officials said it was not designed for consumers and would never be in the hands of consumers… wink, wink… nudge, nudge. The EDGE's biggest claim to fame is its lighter weight. Many parts have been combined, rethought, retooled or just plain old removed. For instance, the big plastic piece right at the back end of the cab is the combined oil and coolant tanks, along with airbox. You'll notice little things like an integrated ski stop on the base of the spindle. Everything shaves a little weight and simplifies the parts count. At last statement, Polaris engineers told us that there are generally about 150 fewer parts involved with the EDGE than on the comparable Gen II model. That equals roughly 10 factory pounds per model, on average.

The front suspension is pure EDGE. The shocks are tipped forward at the base to help absorb impact. CRC is the standard on every single EDGE sled. There has been some curiosity about why a longer stroking shock on the front suspension can result in less travel. It was explained that the shock towers were raised to get a longer stroke shock in place for its added oil capacity and the resultant resistance to fade, not for any increased suspension travel. It is also a more progressive valving scheme.

The rear suspension is the result of four years of work. The rails themselves are the same units found on the race sled. The dual angle tunnel allows for longer travel and lets the rear torque arm be mounted more advantageously in a high position, in relation to the drive axle. Polaris engineers explained that this seems to be the best position for overall performance.

The cross shaft on the front torque arm's base has been removed in order to accommodate a longer stroking shock. Engineers explained that this allows them to carry a larger volume of oil, which is more resistant to fading and bottoming. Square-wire torsion springs are standard fare on all EDGE skidframes.

But enough of this, let's look at the lineup!

Polaris will return the 800 XCR in the Gen II chassis. The big triple triple mill is still the strongest 800 production engine we've ever put on the dyno. The big news for this sled is the addition of Ryde FX's electronic adjustable shock to the rear torque arm of the XTRA-10.

And now for the no-brainer announcements: the EDGE chassis will be splattered all across the XC SP lineup, including the new 800 XC SP. Duhh! Just like the other EDGE sleds we have described earlier this winter, the 800 XC SP will sport the longer wheelbase version of the EDGE platform. The big 800 domestic twin, lacking power valves at this point, will be held in place in the chassis by a redesigned mounting strap. This narrow metal plate is re-angled upward roughly 70 degrees in order to reduce vibration to the driver. Polaris claims a 40 percent reduction in vibration. We'll believe them, as we've never ridden one built the other way. Another new tidbit on the 800 XC SP is the roller secondary. You won't be able to tell it's there from the outside, but you'll know it's there on the trail

The big mill is fed via TM 40 flat slide carbs with the fuel switch, temp sensor and throttle position sensor found on the other performance machines. See the Test Tracks report for our initial rider impressions.

The 700 XC SP engine will also be built on the big block twin base. This is the same stout engine we've known since '97. With the lighter overall package weight, this sled seems to be reincarnated as a stronger, more potent animal.

The 600 XC SP and 500 XC SP will both sport the VES twins we first saw last season. Both will sport TM 38 flat slide carbs with the TPS, water temp sensor and fuel switch.

All of the XC SP models will be available in three color matched options throughout the season. Consumers can opt for the base race sled red, metallic black or Rigel blue. The black and blue options will be in very limited supply during the fall and winter, so if you want one of those, you'd better get to your Polaris dealer post haste.

Though the mountain segment is still built on the Gen II platform, the RMKs will be packing many new market-specific features. For instance, Polaris has opted to incorporate a slightly tackier material on the top of the seat to help riders stay planted on their machines.

The RMK 600, 700 and 800 will all have a new adjustable rear torque arm mountain position on the tunnel. This will allow users to more easily adjust the XTRA-Lite rear suspension for weight transfer and snow conditions. Accordingly, the rail mount location on the rear arm is also adjustable to facilitate increased or decreased spring load and weight transfer.

All of the liquid-cooled RMKs will be without ACCS, this season. Engineers have told us that the TM carbs seem to do an acceptable job of compensating for the altitude changes. The VM 34-equipped Trail RMK's 550 fan-cooled engine will still use the ACCS system.

The Trail, 500 and 600 RMKs will all have 136-inch tracks with 1.25, 1.5 and 1.75-inch lugs, respectively. One version of the 700 RMK will also have a 1.75 by 136-inch track. That's the blue one with the two-tone seat. The black 700 RMK will pack a new 144-inch track with 2-inch lugs. The 800 RMK will have either a 144 or 151-inch track. The shorter version will again be blue with a two-tone seat; the longer will have a black paint job and a solid black seat.

The 700 SKS will return to the lineup mostly unchanged, save its two-tone seat with STX vinyl on the top. It'll have a 136-inch track with 1.25 lugs.

Polaris' solo cruisers will undergo a name change for the new season. Gone is the XC Deluxe, in is the Classic nameplate. The 500 and 700 Classic will be housed in the Gen II chassis, while the 600 Classic will feature the EDGE chassis. All three will carry non-valved mills, as well as electric start, reverse, tall windshields and mirrors. XTRA-12 is the standard rear suspension on all three sleds, but the 700 Classic will once again sport the Ryde FX electric adjustable shock.

The 2-up sleds remain mostly the same. the Indy 340 Touring returns to the lineup for '01. Polaris made some name changes to clarify its pair of 550cc fan-cooled double-ups. The Sport Touring will be the sled with the rear cargo rack. The Sport Touring es will be the one with electric start.

The 500 and 600 Classic Touring machines will also be housed in the Gen II chassis. Both will carry the full assortment of luxury items: two-tone seats, electric start, reverse, mirrors, electric fuel gauge and an electric accessory outlet. The 500 will use the Fuji 488 engine, mated with a pair of TM 38 carbs. The 600 will use the VES 600 twin with TM 38s and all of the electronic sensor goodies.

The trail sport segment in Polaris' lineup will also find some EDGE-based sleds. This was the biggest surprise for us at the technical preview in Roseau, this past January. The Super Sport, XCF and Indy 500 will al be housed in the new chassis. The XCF will be available in its race-ready state, including magnesium chaincase, higher shock towers and hi-output 440 fan-cooled engine.

The Super Sport will be available in black or blue, and will carry all of the suspension characteristics of the EDGE platform.

The Indy 500 will again have the trusty old Fuji 488 engine under the hood, but it will be mated to a pair of TM 38 flat slide carbs.

The 500 XC will shed 11 pounds as it enters the EDGE chassis. It will return with the non-valved iron lung engine.

The kiddy Indy 120 XC SP will return with the same safety features it sported last season. Only the name will be different.

You may be wondering what happened to the XLT/Triumph baby triple. Well, that has finally been put out to pasture.

So that's the Polaris lineup in a nutshell. We were surprised to see all of the EDGE machines we did. We were honestly not expecting the trail sport machines to be in the new platform, but we're certainly not complaining any.