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This 600/700 class of snowmobiles is becoming murky. Is this class really entry level? Yes it is, and no it's not.
For example, the 600 Ski-Doo Summit comes in the XP chassis and the two 600 motors are anything but weak; the light XP chassis allows the 600 motors to slam some serious powder. The same holds true for Polaris' 600 RMK, the over-achiever is willing to spill its guts to reach the top. The M6 from Cat is becoming the bridesmaid and wallflower for Cat; yes, it's entry-level. Sad, really, the M6 is a great little boondocker. Yamaha's Phazer MTX is more of a 500-class mountain sled, if there was a 500 liquid-cooled class. It too, is fully endorsed as entry-level, but woo hoo, it's fun.
Now, where does the hyper 700 RMK belong? It's not a 600; heck no it's a step up. Also, it's not an 800 RMK. But, don't tell the 700 RMK it's not an 800, as it may throw a roost in your face and call your 800 out for a high-noon shoot-out.
Here's
AmSnow Mountain Team report on the individual "entry-level" sleds.
Ski-Doo Summit Everest 600 E-TEC/500SSSki-Doo is offering four entry-level Summits, the 600 with the new E-TEC engine in standard and Spring-buy X package model, one with the former 600cc motor, known as the 500SS, plus a 550 fan. For our purposes we'll stick to the two new E-TEC models and the older 500SS.
The 600s that use the new Rotax E-TEC engine are estimated at 435 lbs. (dry), while the Everest 600 with the older 500SS motor tips the scales at 425 lbs. However, Ski-Doo says the new engine has 15% better fuel economy than the previous 600cc motor and reduces oil consumption by half. The motor uses a computer that can process 8,000 calculations per second and is master to the fuel and oil system, the 3-D Rotax Adjustable Variable Exhaust (RAVE) and fuel injectors. The E-TEC technology, used in BRP's Evinrude outboard boat motors, injects fuel directly into each cylinder under extremely high pressures. For more info see our Tech Editor Olav Aaen's story
from our November issue.
The Spring-buy Summit 600 X comes with all the amenities as the Summit 800 X. So, it's an economical white and blue mountain eater and rides on a 154-in. track, while a 146-in. track comes on the standard Summit Everest 600. Comparing the Everest 600 with 146-in. track to the 500SS-equipped model, the E-TEC motor adds about a $1,500 premium, although there are a few other variations between the sleds.
We caught a Ski-Doo test rider throwing down some gnarly drops and rainbows on the Summit X 600 during our photo shoot, and can that sled fly and take abuse. It's tough.
The Everest 600 (500SS) has Doo's early gen 597cc motor with RAVE and two Mikuni TM-40 flat-slides. This sled is light, agile, ready to receive mods and guess what? This ride comes in at a MSRP of $7,849 and this little rocket is worth it. When we rode the SS, we thought it behaved more like a 700, its power-to-weight is superb. Senior Test Rider Kevin Allred and I found the 500SS to be a sleeper and a rocker.
When we rode the 600 E-TEC Summit, we were impressed with how quiet the motor ran, yet it has its fuel-injection sound. Furthermore, its exhaust does not have the typical 2-stroke smell; its aroma is more like, uh, well… look, it's just different. Both models are fun to toss around.
RMK 600 ShiftThe 600 RMK comes only in Polaris' Shift package, with two track lengths (144- and 155-in.) being the consumer's only choice. The Shift concept is Polaris' way of making a budget sled, an attractive "make it yours" sled. With fuel prices being ridiculously high, budget snowmobiling, with cool stuff, is a smart way to go.
The two Shift 600s have Polaris' Clean Fire fuel-injected motors that with two fuel injectors produce 120+ horsepower. Suspension duties are handled by the famous IQ suspension up front with RydeFX shocks on the two corners and the well-tamed rear skid also with RydeFX shock. The 144-in. track has 2-in. paddles, whereas the 155er uses 2.4-in. paddles. Cost difference between the two sleds is $500, with suggested retail at $7,999 and $8,499, respectively. With a basic black color scheme, consumers can pimp their own ride with a gaggle of Polaris bling.
Since the 600 RMK first rolled out in the new Raw RMK chassis, we have been fond of the powder hound. We opt for the 155-in. track as we desire the deeper lugs to haul sled and rider over the backcountry terrain. These RMK 600s have all the amenities the 700 and 800 RMKs have, with the difference being engine size.
Are these entry-level sleds? Yes. Are these serious boondocking sleds? Yes. Will they run with an 800 RMK, well, that depends on rider skill and how tough (and light) he or she is.
Yamaha Phazer MTXNot a go-mix-it-up-in-the-steep-and-deep mountain sled, but an all around fun and sweet mountain ride. For the money, this is a delicious sled to ride.
For '09, Big Blue added new HPG front, center and rear shocks to the Phazer, and an enclosed rear tunnel. Other than graphic changes, the Phazer continues on much as it did in '08.
The Phazer's heart is a powerplant made of two single-cylinder YZF 250 motors, which are joined together is Siamese twin fashion. The motor uses electronic fuel injection for optimum performance. The Genesis 80FI, uses a 5-valve head and makes its peak power at more than 11,000 rpm. The crankshaft is counterbalanced to reduce vibration. Gear reduction slows the drive clutch to 8,500 rpm when the motor peaks at 11,000 rpm.
The Phazer MTX spins on a 14-in. wide Camoplast Maverick track with 2-in. lugs. Did you catch that? This is 14 inches, not 15. That cuts a bit of weight.
Riding impressions are simple and clean, just as the sled is itself. Down the trail with tall nasty washboards, the Phazer Mountain Lite handled the deepest and nastiest with ease. The
AmSnow mountain test staff was able to nudge 69-71 mph down the trail.
In the powder, the Phazer MTX's 80-hp is not beefy like the Nytro MTX; it has gentle and easy power.
When setting up deep carves, the Phazer MTX will snooker its driver, for it will easily tip over. This snowmobile is so light that minimal driver input is needed to carve, sashay, rip a figure-8 or a split-S.
Be sure to notch this in your brain, the Phazer MTX comes equipped with electric start, reverse, 4-stroke technology, long-travel suspensions, wide running boards and an economical motor.
The sled truly is a youth's beginning mountain sled. Yamaha filled this niche better than the others. This sled's quality and longevity will give owners years of satisfaction!
Arctic Cat M6The Thief River Falls gang is hell bent on its M8 and M1000. So much so that the M6 has become rental-sled fodder.
If I were Cat, I'd let the M6 have its 15 minutes of fame. Meaning, just for grins, I'd pump out a limited build Sno Pro, Spring-buy only with telescopic handlebars and electronic reverse so that Ski-Doo doesn't run away with the sales in this class. My prediction is this: with fuel prices draining the savings account, low priced crotch rockets may become the sled of choice; 11 grand plus for a new ride hurts.
Back to business… the M6 comes in one configuration, a 153-in. track. It has Cat's new Power Claw track (yippee!), and with that, comes 2.25-in. lugs. The M6 does not receive all the lightweight components the M8 and M1000 has, nor does it receive the telescoping handlebars and electronic reverse. What M6 receives is the FOX Float rear skid. This is the same rear skid on the standard M8, meaning un-sprung weight is reduced by 5 lbs., track tensioning is virtually eliminated when the rear suspension compresses and the only two rear idler wheels rotate inside the slide rails.
As mentioned, the '09 M6 did not have the electronic reverse found on the M8 and M1000; it retains the ACT Diamond Drive electromechanical reverse as standard. This reverse is stout, friendly and reliable, and yes, it adds 11 lbs. to the chassis.
The 599cc batteryless and laydown EFI motor remains surprisingly strong. The nimble motor is in its element when surfing deep backcountry powder. However, the M8 Sno Pro is lighter than the 600, thus the 8's increased power-to-weight equation means the M6 driver must be a master at hill banging.
All-in-all, the M6 is still a formable foe in the 600 world. It will not run away from a 600 RMK 155 or an XP Summit 600 146 or 154; truly, it will mix it up with these sleds - hard and fast. But, the edge in power-to-weight goes to the XP Summit.
Polaris 700 RMKIf you are trying to figure out where the 700 RMK belongs, well you're not alone. But, if you can't afford an 800 and don't want to ride a 600, then the 700 is the ticket. In fact, when dialed in to the max, and if ridden like it was the Earth's last day, the 700 will give you an 800 day; it's that strong.
The Dragon concept first rolled out with Polaris' 700 motor. The first year 700 Dragon, the '07, almost claimed AmSnow's Mountain Sled of the Year. We have ridden several modified 700 Dragons and never, ever, felt like our ride was compromised with less motor.
The 700 RMK comes only in one configuration, the 155. It is not a Shift nor is it a Dragon, it is the mid-level RMK. Got that?
The motor is the 140-horsepower CFI that is, in our opinion, underrated. Like the 800, it has Polaris' new Raw look and bumper, which is good, the new P2 clutch, front suspension spindles and pre-filter intake system. Estimated dry weight for the 7-oh-oh 155er is 486 lbs.
Like the 800 RMK, it has the tall and narrow freestyle seat, digital multi-function gauges and PERC, Polaris' electronic reverse and RydeFX shocks on all corners.
On the snow, the Series 5.1 track with 2.4-in. paddles keeps the 700 RMK alive and assertive in the deep snow. The superb ergonomics and balance Polaris built into the 700 RMK allows it to plug in and ride the nastiest side hills and thickest tree-infested mountains. Though the 700 weighs as much as its 800 sibling, its balance defies the weight. Without argument this feels much lighter than it is.
If I were buying an RMK, the choice here is difficult. The 700 will fool you, it behaves like an 800, the motor is wicked strong for its displacement, and is cheaper, leaving some cash for an extra ride or some Polaris accessories. However, the RMK chassis is the heaviest of the 800 chassis, so if power-to-weight were my concern, then the 800 RMK (Shift or standard) may be the way to go. Tough call!