45 minute read
SNAP DECISION
BY MARK BONCHER
I GO, YOU GO!
We play this game all the time off trail, or even on trail… you or your riding partner(s) challenge each other to either make it through something very technical off-trail… learn a jump before your sibling… get through a long, gnarly, mogul filled twisty section of trail and not be two miles behind the one in front… or many other fun scenarios. That’s a big part of the greatness of snowmobiling is the challenge, fun, and good times with your friends and family.
Four new sleds allow many opportunities for both on and off-trail fun that others don’t. We spent a pile of days on the new Polaris Matryx 850 Switchback Assault 146-incher, Ski-Doo Backcountry X 850 146, Riot 8000 standard 146, and Yamaha Sidewinder XTX LE 146. They are four of the most wanted sleds on the crossover side of the market for 2021.
We’ve loved the Switchback Assault for a decade… yes, a decade! It doesn’t seem possible that this sled has been out there that long, but we remember well riding the 144 tipped up rail 800 for the first time and being impressed. The new 146-inch Matryx version with the Patriot 850 (twin 840cc liquid Cleanfire 2-stroke) is the newest iteration, and it did not disappoint. We’ve discussed already the extra mobility the Matryx platform affords riders, and this was developed on the race side with Polaris engineers, using the lessons learned in reducing fatigue and really tying the rider’s reactions in with the sled’s abilities. This added maneuverability is of great importance for those folks that ride a lot of trail miles, but also revel in hitting the powder and ticking through the trees off-trail. On trail, this sled gives you incredible acceleration and hooks up like you would expect a longer-tracked sled to do. For MANY years, the Assault platform provided less rolling resistance than even the shorter 137 and 129-inch sleds, especially through 85mph. This was proven at many Shootouts and sanctioned drag races across the North America. We believe this new model will surprise even the most diehard trail and lake-racers with not only acceleration, but top end. In our early season testing, it was first out of the hole of all four sleds in this article, repeatedly, with different riders, in the exact same conditions. The aluminum and carbon fiber chassis sled shaved some weight in several areas and provides one of, if not the best power-to-weight ratios of any similar sled on the market, at only 476 lbs. dry weight. A decent mid-height windshield, optimized for wind flow, (like the rest of the sled that utilized computational fluid dynamics for warmth and wind flow) all helps the rider feel comfortable in many conditions.
On and off-trail riders alike will approve of the 3-inch narrower area at the knees, and 4.8-inch narrower at the console. Watch a snocross racer, or a good off-trail rider, and you will notice small (and large) movements around the sled to change direction and attitude. All these movements add up over a day of riding, and little things like being able to throw a knee up a bit farther, or drop a shoulder and move the sled, make riding more fun and less work.
850 OR 650, THE PATRIOT MOTORS FROM POLARIS BOTH HAVE A HIGH FUN-FACTOR
The Polaris IFS front end and IGX 146 rear skid work in tandem to provide amazing cornering, versatile transfer, and top notch mogul-mellowing. Walker Evans 2-inch diameter Velocity shocks up front and in the rear, with a WE C/A shock in the center provide the cushin’ for pushin’ through the corners and for rough landings. You got three 15-inch wide options of tracks on this Snowcheck sled as well, including a Cobra 1.35-inch lug, an Ice Storm with the built-in small traction studs on the end of the 1.6-inch lugs, or a Cobra Crossover with 2-inch lugs. The last is new this year and has clips on every window for trail durability, and the base of the lug is ‘stiffer with flexible tip sections’. Many 50/50 riders prefer a 2-inch lug, but the issue in the past has been durability on long trail sections, especially at higher speeds. We are excited to see how this new one holds up in a long-term test.
Three things that all the Matryx sleds have new this year are the 7S digital display, Nightblade LED headlight, and Smartwamer handlebar heating system. This is the top of the tech food chain as far as displays go on production sleds. We talked a lot about it in a former article, but the touch screen GPS enabled display has Bluetooth, USB, maps, tons of gauge setting options, and more at your fingertips. The Nightblade is a 6-projector, precision lighting system that helps you see wider, farther, and with better ‘white’ clarity. As someone who does not see at night as well as I used to, this is of the utmost importance. The Smartwarmers are basically a ‘set-it-and-forget-it’ option. They allow you to set your desired temperature, and the bars/ thumb will stay that temp, regardless of changing conditions, and they build heat more
THE NEW NIGHTBLADE 6-PROJECTOR LED LIGHTING SYSTEM GIVES MORE CONFIDENCE TO NIGHT RIDERS NEW SMARTWARMING SYSTEM ON THE BARS KEEPS YOUR HANDS EXACTLY AS WARM AS YOU WANT THEM quickly than standard bar warmers. Folks whose hands get cold or have restricted blood flow to their hands due to conditions like Raynaud’s disease or previous bad frostbite will love these. We were half serious when we asked the engineers at Polaris when we will finally see that heated brake lever!
P.S. Check out all the options for the Polaris lock and ride flex system, and the 2-up seat, as these options will make a sled like this extremely versatile in just minutes.
THE MATRYX ASSAULT IS THE FAVORITE NEW POLARIS AMONGST OUR TEST RIDERS
RIDER COMMENTS
Polaris really raised the bar this year with the new Matryx platform, though they didn’t apply the new chassis to the mountain sleds. We did have the opportunity to test this machine on and off trail like it was intended, and I must say, it didn’t disappoint. The fit, trim, finish on these sleds is second to none, and there are lots of cool hidden gems or ‘Easter eggs’. The Switchback Assault is now boasting a beefy set of Walker Evans Velocity shocks that can truly take a hit, and they rebound like Dennis Rodman. This, along with ride command on a 7-inch LED touch screen, helps make the 2021 Assault 146 by far the best equipped, most fun, ditch-bangin snowmobile I’ve ever thrown my leg over. – Jordan Hammack does cool powder tricks.
IIt is just pure fun… I am not a writer, (oh wait) but it’s seriously difficult to explain to riders coming off other, older crossover sleds, how much better and more invigorating it is to ride a Backcountry. The Gen 4 chassis has a superb front end in the RAS 3, and up until 2021, (Polaris is dangerously close in the rearview) the Cmotion rear suspension was the pinnacle of the crossover market. This rear skid has little rolling resistance, provides great top end speed, and combines the best of the rMotion trail skid and tMotion mountain rear end. The Backcountry X 146 is a very slight step down from the X-RS model, but a step up from the standard model. As a guy who rides mainly crossover sleds, I can attest that the HPG plus shocks on the front end and the center shock, as well as the KYB Pro 36 Easy-Adjust shock in the rear, give this sled a fantastic ride. Are they the race shocks on the X-RS? No, but I’ve only ridden with a handful of folks who ever need more than this level of suspension. That rear shock is actually a race-level piece, so you are getting a lot of capability and adjustability here. I really like the blue and white with red accents on this sled as well. I am sure that was a tough pill to swallow for some die-hard Ski-Doo folks who don’t always appreciate what has been traditionally Yamaha colors… but those color-pallet allegiances always seemed a little draconian to me.
The direct injected E-Tec 850 is a liquid cooled 2-stroke, and represents the most high tech 2-stroke in production… anywhere. The only thing out there that beats it is Ski-Doo’s turbo version. Personally I would appreciate slightly more standard fuel cell holding, as 9.5 gallons goes fast in deep snow, but this motor is extremely fuel and oil efficient. Like I tell people when they balk at how low my MPG ratings can be on the E-Tec’s I simply respond, ‘It takes more fuel to make power’. If you are hanging out in the 5000-6000 rpm range, you will certainly get better fuel efficiency than if you are above that, or off-trail in the 7+ grand area for a lot of the day.
There has also been quite a bit of debate over the DS2 skis, but I love these skis. We put them on a lot of our more trail-focused sleds as well! Being able to change ski-stances from 40.1 to a narrower 38.4-inches is important for
A HUGE 7.8-INCH LCD COLOR GAUGE GIVES EASY READOUTS
many off-trail enthusiasts. Combined with the 4.7-inch riser, and optional 1.6-inch lug Cobra, Ice Cobra, and you’ve got a darn good trail sled with good deep snow capability. If you move up to the 16-inch wide Powdermax track with 2.0-inch lugs, then you’ve basically got yourself a minimountain sled.
For 2021, you didn’t get a lot of new stuff on this machine, but the option of the SHOT starting system is something that many of us very much appreciate. The ultra-capacitor allows you to basically pull the rope twice in the morning, and have carefree push-button starting for the entire rest of your day. The weight it saves is basically like taking a bowling ball out of the engine bay! You won’t find this tech on any other OEM machine, and if I had it my way, I would have a Backcountry in my trailer at all times.
RIDER COMMENTS
My personal favorite, and a staple in our garage for the past eight seasons. Finally, we get the Shot® starter with its lightweight and peace of mind pull cord for those -20 below cold mornings. – Jason Kawczynski, entertaining photographers since 1980.
We probably can’t encourage people to get out there and ‘have a Riot’ anymore without the PC wardens bashing us, but whatever… we are still cranking up the Arctic Cat Riot 8000 whenever we have a chance!
Last year we got our first taste of this crossover, which helped Cat slim down a slightly confusing lineup of trail and crossover options from previous years. It was the right move, and Cat also made a change to having consumers order new beforehand, to try to clean out a lot of inventory. The strategy of not having tons of new inventory lapsing on dealer’s floor has paid off for Cat. From the dealers that I speak with regularly, sales are going well, and I’ve also seen prices of used cat sleds come up as well, as things move into the fall buying season.
Let’s get back to the Riot though! This is possibly the most fun, Cat crossover on the trails that I have ridden in recent memory. It handles well with the race-inspired ARS II front end, and the Fox Zero QS3 shocks up front can take any punishment you throw at them. Like any good Cat, this sled is very well balanced and is at home logging a 30-foot flight path, or slicing up a 90-degree corner. The Cross-Action rear suspension with the 2-inch diameter rear Zero QS3 shock can be cushy or stiff, with a quick turn of the dial.
The 2021 model comes in either a wild Woody’s orange/blue colorway, or a good looking, hyper green and charcoal. Cat has done a great job integrating things like push-button electric start and reverse, LED headlights, as well as every sled coming with a tether and 12V outlet. The Riot 8000 also comes with ice-scratchers as standard equipment. These all sound like they are small things, but have been overlooked for years by some other manufacturers. It is not always all about how the sled rides, but also giving piece of mind and making for a ‘complete’ and finished sled that you don’t have to constantly add things to, in order to make it both trail and off-trail ready.
At 518 pounds dry weight, the Riot is a slim machine, especially for a 146inch crossover. You get your choice of a
WIDE BOARDS, A COMFY SEAT, AND MORE MAKE THE RIOT CRAZY ENJOYABLE
1.35-inch or 1.60 inch lug, but honestly, we suggest the 1.6-inch every time. To say this is a 50/50 crossover, the bigger lug is a necessity for getting off-trail into the powder. The ski stance on the G2 ProClimb skis can be adjusted from 43.5 down to 41.5 inches. That still makes it a bit wider than other adjustable ski-stances, but allows for a VERY planted feel on the trail, at the wider setting.
Again, this is a sled that did not really change all that much for 2021, but continues to have very good technology engineered into it. We especially like the TEAM Rapid Response primary and Reaction BOSS secondary clutching. We have had good luck with belt life, and engagement is smooth. As you move through the RPM’s, especially in the corners, Cat has this sled dialed in very well for an easy ride. Fuel usage is a little more than others, but oil usage has been significantly curtailed on the dual stage injection, 794cc big liquid cooled, twin 2-stroke.
WOODY’S ORANGE/BLUE COLOR SCHEME POPS THIS SLED OFF THE SNOW… YOU WILL GET NOTICED!
ADJUSTABLE 43.5 - 41.5 INCH SKI STANCE MAKES THE SLED VERY CUSTOMIZABLE FOR YOUR DAY
MOUNTAIN GRAB BAR, AND PUSH-BUTTON ELECTRIC START AND REVERSE ARE JUST A FEW COOL OPTIONS ON THE RIOT
RIDER COMMENTS
RIDER COMMENTS
Please don’t use Rioting in a headline. – Richard Kehoe, The Boss.
Revs your heart? More like - revs past anything on the trail!
That was Yamaha’s slogan for a while, but the XTX LE is a machine that we are intimately aware of what it revs! We’ve had thousands of miles on this sled, as it was in our cadre of demo sleds last year, and we have ridden it at altitude; on lakes; on rivers; off-trail; on-trail; in low snow; deep snow; and everything in between. Needless to say, we know it well.
At the risk of beating a dead horse, I’m sure that regular OSM readers are well aware of the insane arm stretch that the Sidewinder’s 200+hp liquid cooled, 4-stroke, turbo triple can provide. I can’t say it enough that if you have never ridden a Sidewinder, you owe it to yourself to get on one! We would suggest this as the sled to try.
After riding every Sidewinder currently, or formerly produced, this one (and the SRX) are my two personal favorites. In a hot orange and blue scheme for 2021, you WILL get noticed on it, and the first time you mash the gas and pick the skis up; you will want to do it all day long. The LE has the Fox Zero QS3 shocks up front, and a 2-inch diameter version in the rear of the skid. It is important to take the time to make sure the spring tension is correct for your style,and ride, on the center shock as well.
Since this is a chassis built in collaboration with Arctic Cat, you will notice a lot of the same characteristics, from adjustable ski stance to the gauge and control clusters and more. The centralized-mass layout of the chassis means you get quick response to rider inputs, especially for a
NO MORE KEY-START FOR THIS YAMAHA! PUSH-BUTTON IS THE WAY TO GO!”
big 4-stroke that is heavier than similar size 2-strokes, with less power. Pushbutton electric start/reverse, take the onus away from using a key or mechanical reverse lever that can be difficult to do with cold hands or big gloves.
The steering has a taller post than the trail Sidewinders, and gives you leverage for off-trail maneuvers. The 5.5-inch riser and mountain grab bar are also helpful for tricky situations in tight trees. A 1.6-inch lug Cobra track churns the white gold like butter, and we would almost prefer a 1.75-inch lug track here. Precise cornering comes from a new Stryke single keel ski. A very interesting, tapered carbide and adjustable rubber saddle block on ski give it the adjustability and new take on one of the most patented pieces on a snowmobile - skis. Stopping comes with help of a drilled, lightweight wave-style brake rotor, and Hayes Stealth master cylinder with composite brake lever. Triple digits to a stop are necessary for this speed machine, and this is an incredible braking system.
If we are being truly honest, this is probably more like a 60/40 on trail versus off-trail sled, but the track speed this big motor can produce is truly amazing, so you can often get yourself out of hairy places with a little more oomph.
SCREAMING LOUD ORANGE AND A COOL NEW BLUE GIVE THE XTX A BRIGHT PERSONALITY
FOX QS3 ADJUSTABLE SHOCKS UP FRONT CUSHION THE LANDINGS AND SOAK UP THE BUMPS
RIDER COMMENTS
If you’re not first, you’re… whatever - you’re always first on a Sidewinder. I don’t suggest picking your head up to look how far everyone is behind you at triple digits though, especially with a MX style helmet with a big visor. – Mark Boncher, likes to complain about injuries.
Price, Power, Performance is Right for Ski-Doo’s New MXZ Sport 600 EFI
85 horsepower. Yep… 85 horsepower has had the riding staff here at OSM talking about what was one of our most significant takeaways after riding all the 2021 Ski-Doo models this past spring at Snow
Shoot in Yellowstone. We’ve also talked a lot about the new Summit 850 Turbo as well, so don’t go thinking we’ve gone soft!
he reason we’ve been talking so much about 85 horsepower is because that is the power output of Ski-Doo’s new 600cc engine. This new mill is based directly on the Rotax 600R engine, with the most significant difference being the T mode of fuel delivery - Electronic Fuel Injection. EFI represents what could be seen as a step back in technology for Ski-Doo, away from SDI or E-TEC, but this engine is EPA certified, and the simplified EFI system is much cheaper to produce as a replacement option for the carbed 600 and 550 fans, which have left the line-up.
This new engine will be found powering a Sport line of models that includes both recreational and work snowmobiles. On the work side, the 600EFI is optional on the Tundra, along with 600 ACE 4-stroke, which are the only two engine options in this model. Moving up the ladder, this new 2-stroke is the standard issue power plant for the Skandic and Expedition, along with the legendary MXZ and Renegade. The model I spent the most time on this past spring (with this engine option) was the MXZ Sport, so that’s the one I’m concentrating on here to describe the ride experience of the “new” Sport lineup. To begin with, 85 horsepower sure isn’t going to set the trail on fire, but it’s more than enough to double, or even triple the legal speed limits on the trails in most regions. Being a 2-Stroke, it also has bit more of a flicky feel to it when compared to 4-strokes with roughly the same output. I wouldn’t say that it’s any faster on the top end, or quicker off the line, it just feels a bit more excited about doing it. The 600EFI equipped sleds also feature some other new-old tech as well. Most notably, this Ski-Doo comes with a key, not a D.E.S.S. cord. The keyed switch not only controls the electric start, but also the RER reverse function. In addition, this change
has also simplified the handlebar controls that are usually found on the left side of the bars. At first it was a little weird seeing a traditional key, but it keeps with the simplicity theme of the Sport models and works just fine. In keeping with simplicity theme, which also leads to decreased costs, you will also notice an absence of RAVE valves on the engine. Which like the key, looked a little weird at first, seeing a Rotax without RAVEs, but it makes sense. At the end of the day, this engine didn’t have to make huge horsepower, its target was 85, not 125. This was obviously strategic by Ski-Doo, as they had other engines like the 600R making big power, and we’re looking to fill a 2-stroke gap left between the ACEs. I also believe this “simple” engine, without the exhaust valves and a simpler oil injection system, will be welcomed in the Tundra and Skandic classes. Thinking about the users in this category, I believe they will appreciate the simple technology engineered into the 600EFI. These folks were used to 550 fans that could usually be fixed with a hammer. Now granted, they will need a calibrated hammer now with the EFI, but in the territories these machines will be running in, and the performance lifespan these models are expected to deliver, adhering to the KISS theory is a good thing. Another thing on the mind of buyers interested in the 600 EFI will be the fuel and oil consumption numbers. Here, I can only say that they should be “typical” of an 85 horsepower engine. Without any real world numbers on practical efficiency, I don’t want to quote a target, although I bet fuel consumption will be better than a 550 fan! Time will tell how these engines stack up to others, even within the Rotax family. Back on the MXZ, going down the trail, the 600EFI is a pleasure to be on, thanks in part to the Gen-4 chassis this new engine is found in. Together, they pair to make an excellent example of what a touring machine should be. The engine is quiet, while still producing that familiar 2-stroke sound. Throttle weight is light, despite being a traditional cable operated throttle body, and the 85 horsepower pairs nicely to what this sled is built for.
THE 4.5-INCH DIGITAL LCD GAUGE LAYS FLATTER FOR BETTER VIEWING ANGLES STANDING OR SITTING
THE NEW 600 EFI ENGINE HAS BEEN EXPANDED THROUGH AND MADE AVAILABLE IN THE EXPEDITION, SKANDIC AND TUNDRA MODEL LINES. THE EXPEDITION SPORT MODEL HAS THREE DIFFERENT ENGINE OPTIONS, THE NEW ROTAX 600 EFI OR THE ROTAX 600 & 900 ACE, PILOT DS2 SKIS AND A 16” X 154” X 1.5” CHARGER TRACK.
THE SKANDIC SPORT IS ONLY AVAILABLE WITH THE 85HP ROTAX 600 EFI, PILOT 7.4 SKIS, 20” X 154” X 1.25” TRACK AND THE SC-5V REAR SUSPENSION.
THE TUNDRA SPORT HAS TWO ENGINE CHOICES, THE ROTAX 600 EFI AND THE ROTAX 600 ACE, 16” X 146” X 1.6” COBRA TRACK WITH THE CMOTION REAR SUSPENSION. THE MXZ SPORT COMES WITH THE RAS 3FRONT SUSPENSION WITH MOTION CONTROL SHOCKS
Suspension on the MXZ Sport is also admittedly, a simple one without high tech shocks, or infinite threaded preload settings, but it does include the geometry of the RAS 3 front suspension and Pilot 5.7 skis out front. The rear skid frame stets the MXZ Sport on a 129” wheelbase, and uses the SC-5M Motion Control rear suspension to handle the bumps. Of course, this is all found in the latest Gen-4 chassis, which means this Sport lineup is built using the best foundation Ski-Doo has. Handling and feel are best described as plush. Is the Sport as precise as say an XPackage? No, but I don’t believe it has to be. The Sport suspension setup is geared for touring at touring speeds. This sled is built for customers looking for plush ride and handling, and here it delivers. Riding the MXZ Sport in Yellowstone, I was quite happy with the comfort and performance level of the Sport. I can remember it was a clear, blue-bird day towards the end of Snow Shoot, when I found myself on the MXZ Sport. Most of the pressure was off to get photography and video by this time, and I was on my own, away from the rest of the OSM and
IN THE GEN 4 PLATFORM, THE SPORT IS A TRUE FULL-SIZED SLED THAT IS SUPER EASY TO HANDLE WHEN YOU RIDE THE MXZ SPORT YOU QUICKLY REALIZE HOW GOOD OF A SNOWMOBILE IT REALLY IS. ITS NIMBLE AND ALL AROUND IT’S A GREAT PERFORMING AND RIDING SNOWMOBILE ESPECIALLY FOR THE PRICE!
WITH THE POGO-STICK TELESCOPIC FRONT SUSPENSION THIS SLED CAN CRAWL THROUGH DEEP SNOW IN TIGHT TREES
THE MZX SPORT IS PRICED RIGHT, POWERED RIGHT AND THE PERFORMANCE IS RIGHT FOR THIS SNOWMOBILE SEGMENT.
SKI-DOO’S NEW 85 HORSEPOWER 600CC EFI ENGINE IS EPA CERTIFIED AND IS AVAILABLE IN THE MXZ, EXPEDITION, TUNDRA AND SKANDIC SPORT MODELS.
STV crew, with a rare opportunity to simply enjoy the ride in Yellowstone. I clearly recall thinking how nice it was to do the Madison Arm Loop, without having to scout the next video location. Sitting on the MXZ Sport, enjoying the incredible scenery, while at the same time enjoying just riding, reminded me how amazing snowmobiling is. I know it sounds corny, but at that moment I didn’t need 180 horsepower, or infinite suspension settings to enjoy the ride, and this experience reinforced the fact that sleds like those found in Ski-Doo’s Sport line-up are needed in the snowmobile world. I know there will be people disappointed with the fact that there is a key, or that there isn’t exhaust valves, or that the engine only makes 85 horsepower. But its not like that stuff has gone away, its all still there, higher up in the Ski-Doo line-up. I think simple sleds like the Sport models will resonate with some buyers, and those that choose to bring one home won’t be disappointed.
Throughout writing this article, I tried hard to avoid the use of the phrase “entry-level”, even though by looking across the Ski-Doo line-up, the Sport models represent a great value (starting around the 10K mark in Canada, and around $8,500 in the USA for the MXZ) and could accurately be described as Ski-Doo’s entry-level option. However, I feel this entry-level description somehow lessens the overall impact of these sleds. Just because it’s a cheaper option, doesn’t automatically make it “entry-level”. It should just be another option. I know these sleds have much more potential than entry-level. I see these sleds, especially the MXZ, as being the perfect sled for people who just want to go and ride, put on big miles over multiple years, and have absolutely no need to know their sled can go 180 km/hr, or jump a house. I can think of a number of friends and riders I’ve met on the trail that would probably enjoy one of these “entry-level” sleds much more than the spicy sled they are on now, that they have to work way too hard to ride. Personally, at this point in my snowmobiling life cycle, I still like the power of big displacements or turbos, and I like fancy suspensions I can tinker with to improve performance for a given time and trail, so I admit I’m not a Sport 600EFI buyer. If you aren’t either, that’s totally OK! There is obviously an appetite for performance in the snowmobile world. But this Sport line-up, and other similar sled models across the brands, do have a place in the snowmobile market. For sleds with only 85 horsepower to be in some way looked down on, or classified as simply “entry-level” is a mistake and could turn potential buyers of these machine away, and into something that might not be right for them. Throughout writing this article, I tried hard to avoid the use of the phrase “entry-level”, even though by looking across the Ski-Doo line-up, the Sport models represent a great value (starting around the 10K mark in Canada, and around $8,500 in the USA for the MXZ) and could accurately be described as Ski-Doo’s entry-level option. However, I feel this entry-level description somehow lessens the overall impact of these sleds. Just because it’s a cheaper option, doesn’t automatically make it “entry-level”. It should just be another option. I know these sleds have much more potential than entry-level. I see these sleds, especially the MXZ, as being the perfect sled for people who just want to go and ride, put on big miles over multiple years, and have absolutely no need to know their sled can go 180 km/hr, or jump a house. I can think of a number of friends and riders I’ve met on the trail that would probably enjoy one of these “entry-level” sleds much more than the spicy sled they are on now, that they have to work way too hard to ride. Personally, at this point in my snowmobiling life cycle, I still like the power of big displacements or turbos, and I like fancy suspensions I can tinker with to improve performance for a given time and trail, so I admit I’m not a Sport 600EFI buyer. If you aren’t either, that’s totally OK! There is obviously an appetite for performance in the snowmobile world. But this Sport line-up, and other similar sled models across the brands, do have a place in the snowmobile market. For sleds with only 85 horsepower to be in some way looked down on, or classified as simply “entry-level” is a mistake and could turn potential buyers of these machine away, and into something that might not be right for them.
Given the nature of snowmobiling, riding in the deepest of cold temperatures across the world, there has not been one snowmobiler, who at one point hasn’t wished that they could simply get into a heated room or space to thaw out. There are a few reasons that come to mind why this isn’t always easily accomplished while on the trails, but one really sticks out. Warm up shelters, restaurants and hotels are not always readily available for you to get out of the cold and warm up for a few minutes.
THE EXOSKI RESEMBLES THE MOST PROMINENT SINGLE-SKI SNOWMOBILES EVER PRODUCED, THE AD BOIVIN SNOW HAWK. CRUISING DOWN THE TRAILS WITHOUT ANY CONCERN OF FEELING COLD, NO FEAR OF GETTING FROSTBITE, AND NO WORRIES ABOUT THE WINDCHILL ON THE COLDEST DAYS OF THE YEAR, THAT’S WHERE THE EXOSKI SHINES!
he idea of the Exoski probably originated on a frigid day in January, on a trail at temperatures of minus 35 Celsius. Being able to ride and experience everything that snowmobiling has to offer, within a heated cockpit, allowing the driver to drive without a snowmobile suit in the coldest days of winter. This will allow you to experience snowmobiling in a different way but with all of the excitement.
The design of the Exoski would not only have a climate controlled setting, but the vehicle itself would feature some other important features such as an advanced self balancing system that would help add to the exciting drive of the vehicle, and the futuristic design also features the Exoski using a powerful liquid cooled electric motor. This combination would allow the vehicle to not only easily navigate down the groomed trail but also would be very well suited off trail, giving the driver the opportunity to explore new areas in a different type of snowmobile, with different seating, a single ski in a climate controlled setting. While the narrow design snowmobile with a single ski is not new in the snowmobile industry, there have been numerous single ski designs like the Ski-Doo Alpine, and kits have been made available for off-road motorcycles and scooters as far back as 1990, on a Honda Cub. One of the most prominent, single ski
Tdesigned snowmobiles was the A D Boivin Snow Hawk. But none of these single ski snow vehicles have had a heated cockpit like the Exoski. The origins of the Exoski before Jorge Ciprian designed it came from the two seater, Ski-Doo Mirage and the Bombar-
THE NEW SEATING POSITION GIVES THE DRIVER MORE OF A SIDE-BY-SIDE VEHICLE DRIVING PERSPECTIVE.
dier BR-100+ groomer. Both the BR-100+ and the Mirage had a heated cockpit where the driver and passenger could enjoy a warmer day out on the snow.
Using only a single ski, a long track, sensors, and the electronics, the Exoski was designed to be light, responsive and nimble. The goal is to have the Exoski tip the scale around a mere 350lbs. The power would be drawn from an electric motor, paired to a liquid-cooled Proton Exchange Membrane fuel cell or Ion lithium batteries.
For deep snow use, it is important that the design maintains the distance between the track and the ski, be kept at a minimum, to help keep debris such as ice chunks or logs from lodging between the ski and track. This can cause the vehicle question that needs to be asked about a vehicle such as the Exoski, is if there’s a place in snowmobiling for a snowmobile with an enclosed cockpit? Many believe that yes indeed, there is a market for such a snowmobile like the Exoski, and that it will attract some new prospects, thanks to an electric motor, new seating styles, heated cockpit, along with new and different levels of thrills and experiences.
to get “stuck”, requiring the driver to exit the vehicle and remove the debris. The longer track design is to help with the vehicle’s floatation, to avoid getting stuck when off trail. The shape of the singular ski is made to pre-pack the snow, and additional controls such as power steering, allow the snowmobile to make sharper turns and also give the track better traction on a packed trail.
One of the most important advanced control systems on the Exoski is the gyroscopic system that not only allows the vehicle to remain upright when stopped, but is also important with respect to both safety and the vehicle’s fun factor. The gyroscopic system would help balance the Exoski at slower speeds, allowing a broader range of ‘driver feel’, so the driver is both confident and comfortable operating the Exoski. The gyroscopic system also helps any skill level of driver while making turns and taking high-speed corners. With the market always evolving, a
Photo courtesy of Museum of ingenuity J. Armand Bombardier Archives
THE 1970’S SKI-DOO MIRAGE WITH A HEATED COCKPIT, FOUND SOMEWHERE BEHIND THE IDEA OF THE MORE NIMBLER EXOSKI. THE MIRAGE WAS DESIGNED TO HAVE ALL OF THE COMFORTS YOU COULD ASK FOR IN THE 70S… SUCH AS THE HEATED COCKPIT, FM RADIO, 8-TRACK STEREO, BUCKET SEATS, HEATER AND A REAR MOUNTED ENGINE.
Acknowledgements
Jorge Ciprian, an Industrial Designer from Argentina, designed the Exoski. Jorge graduated with a degree in design from the University of Buenos Aires. He currently is working as a freelance designer.
FEATURING A ONE SKI AND NARROW TRACK CONCEPT, THE EXOSKI DESIGN WOULD HAVE TO INCORPORATE A GYROSCOPIC SYSTEM TO HELP KEEP THE EXOSKI UPRIGHT AT SLOW SPEEDS, AND ALLOW IT TO REMAIN UPRIGHT WHEN IT’S STOPPED.
BY MIKE DUFFY
ecently I was selected to assist in developing a winter mobility training course by Ken Cameron, the owner of Cameron Advance Mobility- which is a market leader in austere off-road mobility training and expedition driving. www.cammobility.com. What is “austere” offroad mobility mean? I didn’t know either, and had to look it up. The definition of austere is, “severe or strict in manner, attitude or appearance”. Hmmm…This is right up my alley. Needless to say, I jumped at this opportunity to develop high altitude snowmobile training with Ken Cameron.
Ken has a lot of “austere off-road mobility” experience, with more than twenty-five years of expeditionary, off-road training and racing experience. Not many people in the world can make this claim, but he is an experienced Camel Trophy racing veteran who raced from 1996 to 2000. What is a Camel Trophy? The Camel Trophy was a vehicle-oriented competition that never raced in the same location in the world twice, from 1980 through the year 2000. This race could easily reduce fine machinery to junk. The elements and terrain that racers had to endure were beyond racing, and more of vehicle survival. It could easily be said that it tends to be cruel. The Camel Trophy received its name from its main sponsor, Camel cigarettes, and was best known for it use of Land Rover vehicles, which has won every race but two, in its twenty-year history. In 1980, the first race on the Tran-Amazonian Highway was won by Ford U50’s, and the other Camel Trophy in Tonga-Samoa was won in 2000 by a Ribtec 655. Every other year, the Camel Trophy was won by a Land Rover. A few of Ken’s accomplishments and record book entries include a second place finish in the 1996 Camel Trophy, and a first place finish at the East-West 4WD Crossing of Borneo. Since 1996, Ken has been a US Camel Trophy Trainer /Evaluator and Land Rover Driving instructor, course architect and designer. He is also a National Off-Road Racing Association (NORRA) Rally Master, and is responsible for physically logging over 1,300 miles, to record and develop the 100+ page NORRA Mexican 1000 road book and GPS file. His company, Cameron Advance Mobility provides training in side by side, 4WD, motorcycles, airboats and horsemanship. To sum it all up for you, he is an expert in austere off-road mobility. The winter course that Ken and I developed was designed specifically for elite military teams and government agencies. We train theses elite forces on a fast-paced snowmobile riding course, which also encompasses and focuses on avalanche training. Avalanche training is an essential skill that is needed for these types of elite teams when riding at elevation. They’re not able to access dangerous avalanche terrain throughout the world without being able to quickly and properly assess the stability of the snow, the terrain, and to be able to pick routes appropriate for avalanche conditions, to be able to perform their own rescue or mission. Avalanche training is key to keep everyone safe on the mountain. Similar to recreational riders, these elite teams and government agencies are responsible for selecting the right terrain and route to avoid avalanche problems.
Within hours these students go from never ridden a snowmobile before to riding off-trail in deep snow at altitude reading terrain.
Participant” ribbons were awarded to team members that made errors causing damage to their sled.
No matter what obstacle or terrain that was put was put in front of us we had to go through it or around it as we have to train these elite forces to cross them without hesitation.
Classes have never been cancelled or rescheduled due to weather or the time of day. The teams have even trained in darkness with night vision.
Land Rovers have won 18 of the 20 Camel Trophy races.
Like everyone that rides in the mountains, they can’t only rely on avalanche forecasts, so they are responsible to determine the stability themselves. All hope of a live rescue in an avalanche depends on the team members, their qualifications and education. This is where our training comes in; we ensure that they are educated and proficient. Avalanche training is a key element of the program, and the teams that we train, excel. As part of the training that we provide to these elite military forces and government agencies is training to ride a snowmobile in deep snow at elevation. Snowmobiles are a required tool to use for the mobility of people and equipment in a winter, snow covered environment. I don’t think you could have a more perfect vehicle to cover ground quickly in snow, while possibly at elevation. The snowmobile training that we provide involves significant terrain evaluation and route finding to GPS coordinates. This is all done in an off-trail environment, covering significant miles in all weather conditions, in both day and night. All team members are taught to ride efficiently and effectively in all conditions and on any terrain. One thing we never do is cancel training due to weather, and we even train at night with night vision goggles. We have to train them in every and any condition, so that they have had the experience and skill level required for the job at hand. These teams have found snowmobiling not only to be very physical, but have also have found it an extremely enjoyable experience.
Another part of the training that we provide has to do with vehicle preservation. Snowmobilers can relate to, and know how important vehicle preservation is for for these elite teams to complete their missions. We teach them how to repair sleds in the field, which will allow their team to keep moving. Damaging themselves or equipment jeopardizes, slows down, or can force a team to terminate their mission. These groups come with lots of training before they meet us, and work extremely well as a team to cover terrain and meet objectives. Their exceptional GPS skills are something most riders could only envy and imagine. Because of the training they arrive with, we can work quickly on evaluating terrain and riding options off trail. This is asking a lot for someone who most likely has never been on a snowmobile before, but not so much for these types of diciplined students. Our goal was to make it through an entire week of training without any significant damage to the snowmobiles, and we’d be happy. For any team member that made a significant error that caused costly damage to a sled, we would hand out a “participant” ribbon to the individual. This type of fun award was a tremendous help in reducing damage. For training, we chose a snowmobile that we felt would increase the speed level that we could train these elite forces and government agencies at, and they were Ski-Doo Summit 600’s. Why did we choose a 600cc engine as opposed to an 850? Most of the team members have never been on a snowmobile before, and in our experience, learning on a 600 can turn you into a better rider, faster. We can train people quicker and easier on a smaller engine, allowing them to learn the technique and finesse required to get the sled to go exactly where they need to. A 600 doesn’t require you to just mash the throttle to make the move. These riders learn skills on the first day that will stay with them forever, which many riders will not learn in years of riding on their own. This training enables us to get them off trail within a couple of hours of riding and into the trees. When they do move on to 850’s, and that is the ultimate goal, they will already know the importance of throttle control and finesse.
We are fortunate to have a “clean slate” with these riders, as they have no bad habits to break regarding avalanches and riding skills. They develop the correct habits right away, which leads to great success in riding. They have the habits and skills that lead to significantly safer travel in avalanche terrain. It’s all based on proven techniques that work, and the subsequent trainings build on the skills. It’s an honor to teach these teams that do so much for our country, the USA.
>>>>>>> MIKE DUFFY
Avalanche1.com Professional avalanche education for mountain riders.
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Brian Dick, Director of Product Strategy for Arctic Cat, has a rich racing history and passion for the sport. Growing up in a racing family, he spent his weekends wrenching on and riding sleds with his dad. Dick had a successful racing career winning several championships including a Soo I-500 Championship and a Pro Cross-Country Season Championship.In 2000, Dick started as an intern at Arctic Cat and has spent the last 20 years in various engineering roles including project manager for Snowmobiles and more recently, as Director of Snowmobile Engineering. In his current role as Director of Product Strategy, Dick is responsible for Arctic Cat’s snowmobile and off-road product lines. Dick’s favorite part about his job is the people and the opportunity to watch young engineers develop into key assets of the company.“Arctic Cat has some of the most passionate people in the industry, and I have had the honor to work with many legends of this sport over the years,” said Dick.There is no doubt that Arctic Cat has some of the deepest roots in the snowmobile industry, and Dick has been a large part of their success.
Brian had a very successful racing career including winning the Soo I-500, I-500, numerous USXC races and season championships.
Good afternoon Brian. We’re thrilled to have this opportunity to talk with you toady. How are things looking for Arctic Cat this upcoming season?
Looking Good. We just announced our Arctic Summer sales event, giving our customers a second chance to order select MY21 sleds for this season. Our off-road business has been going strong through the spring and summer, and we expect this to roll forward into the snowmobile season.
Last year, Arctic Cat changed the way it was selling snowmobiles. For instance, if the consumer didn’t put a deposit down in the spring they were not riding a new Arctic Cat the following year. Was this new approach successful?
With any new business model, there’s always the concern that it won’t perform the way we intended, but that was not the case with Snowmageddon – this has continued to be a successful selling strategy for Arctic Cat. Not only does it give our customers an Arctic Cat sled for well below MSRP, but it also ensures that our dealer channels remain healthy.
How have your dealers adapted to this new sales approach?
We’ve had dealers actually share their Snowmageddon success stories with us! After many years of pushing products into our dealer channel and relying on good snow conditions to move it, this new sales approach has allowed dealers to go into the season with guaranteed orders. We’ve worked very hard to make sure we’re supporting our dealers with the right tools and resources they need to effectively adapt to the new way of selling and drive profitability.
Has this effected your customers, and what has been their feedback?
Customers have been very excited about the products and the pricing the they were able to get! “Spring Orders” have always been a significant part of our business.
Will there be more “non snow-checked” snowmobiles available at dealerships this year?
This season we held with the Snowmageddon approach, but there’s always a chance there will be some display and demo units available to consumers through our dealer channel. If you’re looking to buy a new Arctic Cat, it’s best to reach out to your dealer and find out what he has available, or what they could get their hands on. We also had our Arctic Summer Last Chance Event from August 17 - August 28, 2020 for people who didn’t get the chance to order a MY21 during Snowmageddon.
With the success of the last years spring sales event Snowmageddon, how did the 2021 version of the sales event go considering the spring new model release tour was cancelled?
I don’t think anyone was prepared for the impact COVID-19 had, especially on the snowmobile industry. While the cancellation of the Snow Tour wasn’t ideal, our number one priority was ensuring the wellbeing and safety of our employees, dealers, and Arctic Cat loyalists. That being said, we saw all over social media and from our dealers that people wanted to be on a new Arctic Cat this season. When the economy started to bounce back and the world started to open up again, we did everything we could to give our fans a second chance to order a MY21 – that was the whole reason behind Arctic Summer, and we’re really excited to start taking orders.
We have been hearing for a few years now from the Arctic Cat faithful that they’re looking for an 850, or an even larger two-stroke engine. Can you give us any insight for the future?
While I’d love to give you an answer, all I can say is we are working on new products every day. We’ll keep you guessing for the time being.
Racing runs deep in Arctic Cat’s history and has always been a large part of the brand name. There hasn’t been a new race sled for a few years now, is there one on the horizon?
Actually, last year was the only year we took off from building a new race sled. We are coming into this season with new sleds, not only for Snocross, but also Cross Country and Hill Climb. It is in our roots, and our Arctic Cat consumer base wants to see us race and wants to see us win.
