small bore crossovers

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My mother always told me that the best things come in small packages.

I'm pretty sure that was a motherly way of pumping me up, since I was never the tallest kid in the snow bank. But the lesson hasn't been lost on snowmobilers who know that the smaller tracked, more nimble sleds are a blast on the trails.

So how come there are growing numbers of long-track or crossover sleds entering the market? Could it be that bigger really is better?

Well, in some cases, yes. Sleds with longer tracks can boast better performance off-trail in deep snow. Their bigger footprint helps them float atop the snow. That's why we see mountain sleds with tracks ranging from 144 to 162 inches. Take a long-track out on particularly bumpy trails and that extended track and suspension help spread the impact on the sled, making for a smoother ride. (See Tech Notes, Spring '06) This can aid control along with comfort as the rider is often more centered on a crossover sled.

So crossovers give you the ability to adapt to different conditions, and the small-bore crossovers deliver adaptability at a lower price, while still producing exciting power.

Naturally, each manufacturer has a sled to fill this niche. Here's what we found in recent comparison rides of the '07 models.

Yamaha Rage GT
Some say Yamahas are too heavy, but we found that the Rage easily transfers weight off the front skis to that 136-inch RipSaw track, giving the nose a much lighter feel. That makes the Rage easy to maneuver and the GT version, which is new for '07, handles even better than last year's model.

First, the Mono Shock RA 136 rear suspension gives it a fairly plush ride, and the new GYT-R piggyback front shocks give it better bump absorption and more adjustable front end calibration because you can adjust the rebound. In fact, these things have 20 clicks of adjustability and are as easy to turn as a car's radio knob, except with the clicks built in, naturally.

Back to the rear though, the Mono Shock is easy to adjust and is one reason the Apex-based machines were so popular last season, that, and the torquey 150-horse engine. But now in the Rage GT this rear suspension is great on any trail, with 11.7 inches of vertical travel.

With the 120-horse Genesis 3-cylinder 4-stroke cranking away, the Rage has good power corner to corner, and even in somewhat icy conditions, we didn't get much feel for the back-end wanting to jump out on us. The RipSaw's 1.25-inch lugs help there too.

But again, it's the balance and light feel here that makes this sled so easy to ride on and off the trails. The easy throttle pull and smooth application of the power along with fewer gas stops and zero oil breaks make this a fine all-around sled. And the Rage GT is competitively priced at $9,199.

My only complaint is the lower, more traditional seating position. I feel you get better control by moving forward, and several of our riders said they didn't feel you could transition from sitting to standing here as well as on some of the competition. Plus I'd prefer hooked bars.

Your own riding style will dictate the ergonomic issues!

Cat Crossfire 6 EFI
Cat rolled out the Crossfire amid the 2005-2006 season and we followed that with a full season aboard this small-bore crossover. There simply wasn't much I didn't like. Couple that with several rides out West on the '07 model, and it's clear this is a class act.

First, this sled is smooth. Crossfire's FasTrack Long Travel System slide-rail with its adjustable torsion springs delivers a controlled ride no matter the terrain. The IFP shocks soak up the bumps and the sled feels steady in turns and when boondocking. Our riders were always happy to be on this Cat when the trails turned rough.

In jumping snow banks or ditches, the Crossfire shows a lot of balance in the air and lands softly on its tail, again thanks to the slide-rail system. The feel instills confidence in a driver.

We also ran the laydown Suzuki 600 EFI II engine without any concerns for the whole season, a big plus. The new '07 model feels just as perky with an even easier throttle pull. And while that RipSaw 136-inch track can feel a little long as you push out of a turn on the trails, it, along with the 120 horses coming from the 600, give you plenty of go in the deep snow.

Cat also has improved its ACT Diamond Drive system for 2007, adding a push-button reverse that will not stall the engine. This is a mechanical system so it engages without any engine hesitation. But there's a speed sensor so it won't engage while the sled is rolling forward. Cool!

Crossfire also has an adjustable ski stance brought over from the mountain chassis, 42-44 inches, something the other crossover sleds don't offer. And like the Ski-Doo, I found the Cat very predictable on the trails, with little ski darting.

Now if you feel you need a more stout rear suspension, you'll need to move up to the 800 or 1000 model, as Cat doesn't offer its Sno Pro package on the 600. The Sno Pro package includes Fox float shocks that cut weight and also eliminate the coil-over springs.

Cat's seat moves the rider up and forward a bit, making for a good riding position and easy transition to a standing position. In addition, the console by the knees has been cupped to prevent drivers from pounding their knees into it. Taller riders will especially appreciate that.

Mountain-style handlebars, complete with strap, add to the off-trail feel and usefulness of Crossfire. Most of us also liked its taller windshield, which aids riding comfort.

Negatives? Crossfire still has the old manual fuel gauge with no light. The upside is a giant filler opening and big gas cap. The base sled is a pull start, but there's an optional electric start. Some felt the footwells were a tad tight also and the footboards could be a bit wider. Yet they have plenty of large holes, and the snow rarely accumulates around your feet.

Note too there's a 500cc model if you want to go to a smaller bore and save some additional cash. The Crossfire 6 lists at $8,699 US and $11,099 CA, while the Crossfire 5 is priced at $7,299 US and $9,399 CA. We managed a respectable 15.27 mpg in a winter's worth of testing on the 2006 Crossfire 6.

Ski-Doo MXZ Renegade 600 H.O. SDI
What's Renegade have going for it?

Lets start with the REV chassis, a top-seller for several years after it pioneered the rider-forward position. It still works by giving the driver more leverage on the bars and an excellent centering of weight. This translates into superb handling and a sled that you can put wherever you want, whether on the trail, banging ditches or spinning soft snow off the beaten path.

There's no doubt its Rotax 600 H.O. with SDI is a strong engine too. This is a time-proven powerplant that's reliable and sturdy. Plus it'll flat out haul!

Need proof? In the MXZ-X we ran in our Real World Shoot-Out, the 600 H.O. clocked the top speed of all the 600s we ran, hitting 101.75 mph, just ahead of the Polaris 600 H.O. at 99.71.

Plunked into the Renegade with its 136-inch track, this engine performs like a champ. Plus the Ski-Doo has a wider track than the competition. Measuring 16 inches across, the bigger footprint makes this a happy handler on snowy slopes and open Midwest fields. There's a new riser block too and mountain rider's strap, both help make you more comfortable when doing doughnuts in the powder.

Renegade also is a comfortable trail banger; in fact, it's my favorite on the trail, both because of its riding position and the excellent SC-4 rear suspension that soaks up the bumps with its HPG shocks. There also are HPGs up front and the Pilot 5.7 skis remain the best production skis out there to give you good grip with minimal darting.

New external and internal drivers get the power to the Renegade's track and the new HPV Roller secondary clutch engages smoothly and follows through all the way to the top end.

Ergos keep you smiling too. I like the seat and don't need any extra knee padding, but the tall guys all say they need some pads on the cowl, especially when trail riding the whoops. Gauges are all easily readable and there's electronic reverse too. Taller riders may want a higher windshield, but for most of us the mid-rise does the job.

Pricing is right in there with the rest at $8,899 US and $11,549 CA, so it shouldn't be a deterrent to anyone wanting an all-purpose crossover.

No matter where you plan to ride, the Renegade is a solid machine that's easy to maneuver.

Polaris 600 Switchback
With the relatively high-revving 600 H.O. 2-stroke under its hood, Polaris' Switchback can be a lot of fun off-trail, which is where it excels. The longer, 144-inch track, the longest in this segment, gives it an extra boost in the deep snow so you feel you've got the power and the traction to get out of most tough spots.

The H.O. delivers 120 horses, but be aware that for 2007 Polaris also has the 600 Cleanfire that cranks 5 more ponies. If you're a deep snow lover, you might want to step up to that level.

Where we've previously noticed some downside to the Switchback is in the steering, which is decidedly heavier than other crossovers. A new configuration to the IQ IFS suspension has moved the ski forward a bit and helps lighten steering some. Likewise Polaris has shaved the ski's rear keel and gone to a softer rubber for the ski this season in an effort to help the steering. We haven't spent quite enough time on the new machine to say that the steering wrinkles have been ironed out though.

We do know Polaris managed to trim 5 lbs. this season, which can only help. Plus the Ryde FX HPG shocks up front give the sled some ditch pounding ability while the rear's giant 16.5 inches of travel keep the rough trail riding quite comfortable. And the rear Fox shock is adjustable too.

On the ergonomics side, the Switchback is comfortable, with a well-padded seat and the full 7-position Rider Select system. That helps you pick a position that fits your body size and riding style. Wisely, Polaris gives you hooked bars here too.

Pricing is $8,099 US and $10,649 CA for the H.O. model and to move up to the Cleanfire version you're talking $8,699 US or $11,449 CA.

Final thoughts
Each of these sleds has some advantages and all are close to being on top of their game. But for my money I'd go with the Cat for overall performance, ride, reliability and comfort. I like the push-button reverse, the ski stance adjustability and its stability in jumps. Hey, plus it nearly glows in the dark!

Yamaha Rage GT
Engine: 973cc, EFI, 3-cylinder, 4-stroke
Exhaust: Dual rear
Weight: 566 lbs.
Ski Stance: 42.7 in.
Track: 15x136 x1.25 in.
Gas Tank: 10.0 gal.
Front Suspension: Independent double wishbone w/GYT-R piggyback clicker
Rear Suspension: Mono Shock RA 136 w/446 mm KYB w/remote adjust
2007 MSRP: $9,199 US/$12,699 CA (est.)

Arctic Cat Crossfire 6 EFI
Engine: 599cc 2-stroke
Exhaust: APV w/tuned pipe, sensor, canister
Weight: 510 lbs.
Ski Stance: 42-44.0 in. adjustable
Track: 15x136x1.25 in.
Gas Tank: 11.0 gal.
Front Suspension: AWS VI double wishbone A-arms w/lightweight aluminum AC gas shocks, adjustable pre-load springs w/sway bar
Rear Suspension: FasTrack Long Travel System slide-rail w/adjustable torsion springs, IFP shocks, torque-sensing link rear arm
2007 MSRP: $8,699 US/$11,099 CA

Ski-Doo MXZ Renegade 600 H.O. SDI
Engine: 600cc H.O. SDI RER, 2-stroke
Exhaust: Single tuned pipe
Weight: 499 lbs.
Ski Stance: 47.0 in.
Track: 16x136x1.25 in.
Gas Tank: 10.6 gal.
Front Suspension: Double A-arm w/sway bar & HPG shocks
Rear Suspension: SC-4 w/HPG shocks
2007 MSRP: $8,899 US/$11,549 CA

Polaris Switchback 6
Engine: 599cc Liberty H.O., 2-stroke
Exhaust: SC VES, Single
Weight: 483 lbs.
Ski Stance: 42.5 in.
Track: 15x144x1.25 in.
Gas Tank: 10.8 gal.
Front Suspension: IQ IFS w/Ryde FX shocks
Rear Suspension: Dual-purpose rail w/Fox shocks
2007 MSRP: $8,099 US/$10,649 CA

Other's comments
Mark Boncher:
Renegade 600 - I was amazed that even with the longer track, this sled is still able to slice through corners better than most 121-inch tracked sleds. Love the handlebars, but hate the super short windshield.

Crossfire 6 - This chassis is the perfect beginner mountain sled. It feels lighter and more agile than the others once you are off-trail, but if I were to pick up a Crossfire, I would opt for the 700.

Rage GT - The perfect machine for the traditional trail rider who is sick of feeling every little bump on his or her short track sled. The sled does not perform as well in the really deep snow as the others in this class, and the rider stance is not nearly as aggressive. This machine has the cushiest trail ride of the bunch and feels silky smooth when you throw down the throttle.

Switchback 6 - With 144 inches of track, the Switch is the No. 1 off-trail sled in this group. We also are big fans of the riding position and strong engine. This would be my all-around pick to ride of any 120-hp class machine this year. The only drawback is that the steering still feels like it needs a tad more driver input than the rest.

Matt Allred:
Crossfire 6 - On the trails, this sled delivers fine, smooth power. It will easily rip over 80 mph and keep delivering. Heck, with those mountain Cat ergos, AmSnow's mountain staff couldn't seem to get enough trail time on all the Crossfires. But oh my, can these sleds take on the meadow and the trail. This thing is nimble, fast and fun.