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If you want 1000cc muscle in the mountains there are really only two choices for 2009, Arctic Cat's M1000 and Yamaha's Apex MTX.
The Cat is dang light, and the Yamaha is kinda hefty, but sweetly balanced. The M1000 is a 2-cylinder 2-stroke, the Apex MTX is a 4-cylinder 4-stroke. Both have the chutzpa to top the big hills out West.
Arctic Cat M1000The M1000 remains my favorite mountain snowmobile. Not taking anything away from other notable mountain sleds such as the Ski-Doo Summit, Polaris Dragon or Cat M8, but I love the 1000's power. I like the machine even more this year with the lighter Sno Pro or Sno Pro LE chassis. However, since most Western riders are 800 fans, that segment tends to receive the bigger part of my attention. Also, three of the four OEMs have a sled in the 800 class.
For model-year '09, the M1000 comes in either a 153- or 162-in. track. Buyers can get either a Sno Pro or a standard M1000 in both lengths. But, the Spring-buy-only Sno Pro LE has a 162-in. track.
Cat pulled a bunch of weight off the M1000 (about 8 lbs.) by dropping its electromechanical ACT Diamond Drive reverse and adding electronic reverse, which is similar to the system Ski-Doo and Polaris use.
Both the M1000 and M8 line had all bushings, shafts, spacers, bolts and plates re-examined this year, and if Cat found a lighter and stronger material, they used it. So, both the Cat M8 and M1000 received the same weight loss treatment. The M1000 also got the new Cat-designed Power Claw 2.25-in. paddle track. This 15-in. wide track combines the best features of Cat's Attack 20 from the King Cat and early M7, with the aggressive traction concept of a finger track. The track is an 80 durometer, three-pitch track that has negative 20-degree angled paddles, like the Attack 20 track had. The Power Claw also has traction towers angled at positive 20 degrees.
The traction towers blend with the track's paddles on the paddles' outer edge, near the track's edge. This new track weighs the same as the old Challenger track, while its opposing paddles and fingers give the track undeniable traction, flotation and hookup.
The rear axle uses just two-wheels, which sit inside the slide rails. This reduces weight and gives the track bite when it is poked into the side of a steep slope for a long crosscut. Cat machined and cut the slide rails to easily be fitted with ice-scratchers, and Cat also drilled out the rails' plate and narrowed the limiter straps to cut the rear skid's weight.
Cat engineers reshaped the tunnel by bobbing its tail; the tunnel covers the rear skid's length and no more - now the 162-incher looks like a 153. A new snow flap halts projectiles from leaving the tunnel too. The new bobbed tunnel is cut to expose the rear heat exchanger from the top (also a weight savings). Cat redesigned the running boards by shortening, chopping and curling the ends. This too cuts weight, and the boards carry less snow.
The M1000 Sno Pro receives Cat's new telescoping handlebar system which telescopes 12-positions, in 3/8-in. increments with no tools. Just pull upon the two-finger placements on the collar and slide the mechanism up and down the post. The standard M1000 does not have this. Another nice cosmetic change for the M1000 is the red LED lights for the rear stop lamp.
The Sno Pro LE 162, receives Cat's camo graphics and the ultra-lite BOSS Seat, and the buyer can specify one of two seat heights.
Our only complaint is that the improved and lighter 2009 M1000 looks like the previous M1000. We think this sled deserves a bold new look.
The standard M1000 is a great purchase, but I highly recommend the Sno Pro chassis with the telescoping handlebars. The monster 999cc twin with electronically-controlled 50mm throttle bodies is a master of torque and pulls like a draft horse. Yes, the motor is heavier than the 800, but with the torque it produces and in the lighter Sno Pro chassis, it's a sweet ride.
Yamaha Apex MTXOf the Yamaha's I have ripped around the mountains on, the Apex is the pinnacle. The
AmSnow mountain staff also loves this sled's exhilarating power and sound. I would expect continued EFI calibrations to the Apex MTX's 150-horse, 4-cyclinder 4-stroke Genesis motor. Its 16-in.-wide track and feathery light balance allow riders to haul the 660-lb. sled up huge slopes and through any crosscut with little worry. Get it stuck though and you'd better hope your friends are good pals.
The key with Apex is knowing when to turn out from a highmark before gravity and weight take over momentum, or knowing when the lighter more maneuverable 800s are in their element and the Apex MTX is not. You need your brain engaged on this sled because the Apex, with its power and well-balanced torso, will lure you into a stuck zone.
When Yamaha launches a new sled, customer satisfaction is usually high and there are few, if any, warranty problems. This is true of Apex.
For 2009, the Apex MTX receives one great new upgrade: new aluminum HPG front rail and center shocks. This gives the sled better trail manners, soaks up the bumps more and reduces bottoming.
Apex MTX uses a 162-in. track with 2.25-in. paddles. The track is wide at 16 inches. With the Apex's heavy physique, it needs the wider track to spread its footprint and lessen the pounds per square inch where the sled contacts the snow. The track is a three-pitch track that rotates on combo-introvert/extrovert drivers around the Pro Mountain 162 skid and underneath a 1-piece tunnel.
Yamaha calculated the Apex's weight distribution and mechanically developed a center-mass weight that makes this 162-in. sled centrally balanced and easy to maneuver. The Apex floats and carves as if it were 100 lbs. lighter, while Yamaha's mountain ski allows the pilot to point and shoot. Its mountain-specific hooked handlebars are positioned for control and we love Apex's boot-wide running boards, which afford excellent foot-feel and confidence.
The suspension, with a shallow approach angle, keeps weight transfer in check and allows the heavy sled to stay on top of the snow. Pulling an S-curve up a steep ascent, snaking through the trees or smacking the ravines is big fun. Your arms can get tired if you spend your whole day in the trees though, as the front end's weight and its propensity to dive when you let off the gas can tire a rider.
When chopping off the throttle, the Apex MTX seems to toss out an anchor and come to a quick halt. That's because the Apex MTX does not have Yamaha's Engine Braking Reduction System (EBRS) that allows its smaller brother, the Nytro MTX, to freewheel when not on the gas. So, unsuspecting Apex drivers are often hucked over the windshield or to the side when the throttle is shut down. We also feel that the fuel cell is too wide and somewhat hinders movement.
All in all though, the Yamaha Apex MTX has the mountain rider amenities we demand: tall seat, tall windshield, tall and hooked handlebars, excellent mountain ski, fine balance and wide running boards. The motor is torque happy and gives drivers that muscle-sled feel.