Motorhead Mark Lester – Supertrax Online

600 EFI, 600 ETEC or 900 ACE?

Motorhead Mark Lester — Sun, 15 Nov 2020 06:00:00 +0000

Dear Motorhead –

I am planning to buy a new Renegade and I have been watching your videos on youtube – thank you.

I am trying to determine which engine is best for me – 600 EFI or the 900 ACE.

I mostly ride in trails and considering the power to weight ratio, I would think the performance (power) would be the same.

Since you have ridden both, could you please comment?

Thank you,

Jim

Thanks for your inquiry!

I am going to assume you are comparing the 600 ETEC Renegade and the ACE 900 Renegade. Your reference to “EFI 600” would indicate the new “Sport Series” Renegade but there is no Sport Series ACE 900. That would be like comparing apples to oranges.

Comparing the non-turbo ACE 900 and its 95 HP to the 600R E-TECS performance is not reasonable. While the 95 HP ACE is a torquey and fuel efficient engine it is no match for the 600R E-TECs 125 HP.

The 600 E-TEC is also considerably lighter than the 4 stroke ACE 900. Throw in this reality – the 600R E-TEC is among the most fuel efficient snowmobile engines in the market.

The 900 ACE engine would be better on fuel at slower speeds and the 600R ETEC would be better at mid to WOT throttle settings.

In case you are comparing the new 600 EFI Sport Renegade with a 900 ACE Renegade the Sport EFI Model with its lightweight 2-stroke and 85 HP power output would likely equal or better the 900 ACE for performance but the EFI 600 would not be as fuel efficient as the 900 ACE or – for that matter – the 600R E-TEC.

Remember this adage – it has always been true and remains true to this day – light is right!

Motorhead Mark

Ski-Doo EFI Technology

Motorhead Mark Lester — Sun, 08 Nov 2020 06:00:00 +0000

Dear Motorhead –

Correct me if I am wrong, but “Ski Doo” never made an EFI injection system on a 2-stroke. Old technology. No surprise there.

Troy McDonald

Troy!

Thanks for your comment. It concerns me when I realize I’ve been around long enough to remember not just landmark sleds of the past but obscure ones as well.

To answer your inquiry Ski-Doo (with Rotax) did develop and produce a sophisticated (for its time) EFI system which was fitted on the Rotax Rotary Valve 580cc twin cylinder engine and stuffed into a PRS chassis variant called the “Formula Plus EFI” or more specifically the “Plus EFI”.

The sled or more appropriately, the EFI system, was a one hit wonder living as a very limited production (I believe one per dealer – late release) powerplant. It disappeared faster than it arrived.

I may stand to be corrected here but I’m pretty sure the EFI system was developed in cooperation with Mikuni. This was a departure from the JECS systems both Polaris and Arctic Cat used at this time. Oh, what time are we talking about? I believe the “Plus EFI” was officially a 1992 model.

We had a Press Unit here at Supertrax and found it to be a nice improvement over carbs – except for one problem – the system was riddled with glitches which further undermined Ski-Doo’s reliability reputation they were working intently at improving in the early 90’s.

Everybody who rode the Plus EFI had at least one return trip on the rope. Ski-Doo never fiddled with EFI again until the arrival of the Semi-Direct Injection SDI 600 and 800 Rotax Series III engines in the early 00’s.

There’s more to the arrival of EFI on snowmobiles that’s interesting. I think I’ll write a column soon on how costly the patent infringement settlement was between Ron Chastain – owner of Injection Research Services (IRS) and Polaris. It is an interesting 30 year old tale.

Motorhead Mark

SWITCHBACK 137 VERSUS INDY XC 137

Motorhead Mark Lester — Wed, 27 Mar 2019 05:00:00 +0000

There’s a burning question being asked thousands of times this spring as Polaris Snow Checkers prepare to lay down significant fresh on a 2020 Polarii.

It’s pretty obvious Polaris is heavy on choices in the 137 category. This whole paradigm became foggy when Polaris extended the new Indy XC 129 with rMotion quality Pro CC suspension by another 8 inches and launched the Indy XC 137 for 2020.

While the arrival of a 137 in the XC shock-in-skid AXYS chassis was a no brainer, it’s confounding the choice buyers must make between the Polaris Pro-XC external shock rear end on the familiar Switchback Pro S or the new Pro CC rear end on the Indy XC 137.

Okay, we’ll jump into the deep end here and make some proclamations.

The Pro S Switchback is at or near the top of best handling rides in MY 2020. The Pro S with a 137 rails the twisties. However, it is predisposed to on-trail action using its 137 incher out back to bridge moguls.

Conversely, the 137 Indy XC is an exceptional handler using the double coupling of the Pro CC to exit turns, power-on, and stay laser level. The Pro CC 137 is, officially the best riding rear suspension in the Polaris camp- hands down, running away!

Consider this as well. The XC Indy 137, while not our first choice for deep snow forays is as capable as Ski-Doo’s 137 Renegade when used off- trail with a 1.5 inch Cobra.

Consider this as well. You can order up either of these rides with 600 or 800 Cleanfire power or the new Patriot 850. Your call. The power options will have only a marginal affect on the inherent capabilities of these two similar but different chassis configurations.

Here’s a little known and little spoken advantage with the Pro S Switchback: If you ride minimal snow or icy surfaces regularly the Pro XC external shock skid cools better as a result of the rear snow-flap-mounted cooler taking advantage of every flake of cooling snow thrown-up by the track. On the other hand, the nod for ride quality conclusively goes to the Indy XC 137’s Pro CC skid.

For sure, the Indy XC, with its conventional closed tunnel, can haul touring gear with less fuss and in bigger quantities. While Polaris does have luggage specifically engineered to work with the Pro XC external shock system it can’t be considered as versatile as the Pro CC’s long, large tunnel that’s the perfect platform for mounting gear.

So there is our honest answer to a bunch of you who’ve been asking the burning question – which Polaris 137 is for me? Hope this helps.

INDY XC 850 or MX-Z XRS 850?

Motorhead Mark Lester — Tue, 12 Mar 2019 05:00:00 +0000

Is there a more burning question in the sno-mo-biz in MY 2019?

Here’s the plan – we’re going to lay out some of the strengths and weaknesses of each sled and give you the opportunity to make an informed decision – knowing your brand loyalty will ultimately determine your conclusions.

SKI-DOO MX-Z XRS 850 129

QUALITY:

From a production quality and assembly standpoint, the X-RS 850 is a piece of watch-like precision. Nothing in the biz equals Ski-Doo’s attention to detail and high quality finish – in a showroom shoot-out, Ski-Doo wins every time.

SUSPENSION:

In our opinion, the legendary rMotion skid takes the nod by a sliver. Here’s why: The remote tunnel-mounted rear arm shock compression adjuster and rear torsion spring pre-load adjuster are incomparable making the Polaris’ traditional adjustment ritual – hands under the sled and in the skid – seem archaic.

However, we will say this – once you’ve got either sled dialed-in it’s unlikely you’ll make any changes throughout the season – unless your membership to Nutri-system put you in a different weight category during the riding season.

Front suspension? That’s a whole different story. The Ski-Doo pales in comparison to the Indy’s IFS. Ski-Doo’s rMotion skid simply overdrives Ski-Doo’s RAS 3 in this application.

ENGINE:

Ski-Doo’s 850 E-TEC gives full measure for its 850ccs and 165 HP. This thing is a rocket and we can’t say a bad word about it. E-TEC makes the 850 almost incomparable in the fuel economy category. When ridden sanely, it sips fuel.

We also give props to Ski-Doo’s pDrive roller tower primary. It is the future and enhances every single pony the 850 Rotax pumps out. pDrive shifts with buttery smoothness and the clutch follows engine RPM with incomparable accuracy.

HANDLING:

The Ski-Doo is a bit of a contradiction in this category. When equipped with SD’s TS tunable skis we find the G4 sometimes unpredictable, requiring the rider to “chase” the sweet spot for initial turn-in and mid-corner bite. With Pilot 5.7’s things are much more predictable and control is consistent.

POLARIS INDY XC 850 129

QUALITY:

Polaris has moved mountains to improve fit and finish quality on the latest AXYS sleds debuted for MY 19. Having said that the paint finish on areas of the bodywork is still a little orange peely while exposed Torx screw heads at the base of the handlebar opening through the hood look cobby. We have to give the nod to Polaris for style and cutting edge graphics, though.

Numerous responses to our wildly popular Indy walk-arounds taped earlier this season contain your comments about how visually appealing the AXYS chassis looks. Ski-Doo needs to get over the yellow thing and go off the grid like Polaris has with its coloration and graphics.

SUSPENSION:

We already knighted rMotion as the best rear suspension again. However, it’s worth noting that once adjusted the new Pro CC can go rail-to-rail with Ski-Doo’s rMotion. Getting your set-up takes more work with the Polaris.

Up front, there’s no question who owns suspension laurels. The AXYS chassis capably swallows everything from trail chatter to craters. You can run as fast as the new Pro CC will push the chassis and remain in control with consistent and linear feedback through the bars.

ENGINE:

The Patriot 850 was a clean sheet of paper this year but was targeted with laser precision to compete with the Rotax 850. From a pure loud handle evaluation, the Patriot makes no apologies. It’s crazy fast, yet incredibly trail-able. While fuel economy is not and won’t be comparable to E-TEC direct injection, the engine does scavenge cleanly and runs mostly smoke-free once warmed.

Of special note is the new drive belt used by the Patriot 850. Polaris claims up to 7500 miles of service! We’re watching our 850 press fleet carefully. One more thing about the 850 Patriot: It aces the SD 850 in the vibration category.

The Patriot’s new-design engine mounts virtually eliminate vibration at idle while the G4 Ski-Doo rattles and vibrates its hood and ski tips in a way not commensurate with the sophistication we have come to expect from Ski-Doo.

HANDLING:

The Polaris IFS is complimented by the new Pro CC and will make you look and feel like a better rider. Polaris got the handing equation figured out some time ago and subtle tweaking has only made it better. This system turns-in, and progressively cuts harder than anything in the biz with intuitive predictability. The Polaris variable castor IFS system is the setup all others must be judged by.

So go ahead and make your own conclusions and don’t forget to factor the all-important MSRP equation when you compare these two ultra-high-performance, superb snowmobiles.

ROTAX 900 ACE TURBO

Motorhead Mark Lester — Wed, 12 Dec 2018 06:00:00 +0000

This season Rotax pulled the sheets off a completely new ACE 900 equipped with a Rotax-built intercooled turbocharger producing 150-horsepower. Clearly this new engine is what a legion of 1200 Rotax diehards have been waiting for.

Ski-Doo has made it clear the ACE Turbo is not in competition with Yamaha’s turbo. It is the next step in performance for the 1200 Rotax buyer. To this end, we would agree, the 150-hp ACE Turbo is a perfect fit. However, inevitable comparisons will multiply this winter.

To get to the 150-horsepower level from an engine producing arguably 95-hp without a hair dryer stuck in its throat, requires more than subtle tweaking. The Turbo gets bigger, stronger rods, stronger pistons and different valve timing from its twin overhead cams.

The turbocharger itself is mounted close – we mean really close – to the exhaust ports. In fact, the turbo unit is actually an integral part of the exhaust manifold. This design trick is targeted at reducing lag and keeps a highly pressurized charge in the intake runner that enters the intercooler then encircles the engine connecting to the intake plenum on its back side.

Here are some interesting stats for you to digest ands don’t take these numbers as boilerplate. Honestly, we wish we could give you (like we did in the early 2000s) the actual wet weight of each model but apparently we are not able to handle such revelations.

Here’s what we’ve discerned by deductive reasoning and common sense calculations: An 1170cc 4-TEC triple weighs about 20 pounds more than the 900 ACE with no turbo. We think a 900 Turbo is about 26 pounds heavier than an ACE 900 and about 44 pounds heavier than a 600R E-TEC.

If you’re comparing the new Turbo to its most likely rival in the Ski-Doo brochure, the 850 E-TEC, it would appear to be 37 pounds heavier. If you go one step further and do some rudimentary power-to-weight calculations, an 850 E-TEC is hands down, running away king-of-the-castle in terms of real world power and acceleration down the lake.

If you’re a loyal 1200 4-TEC owner looking for the next step, get on down to your Ski-Doo store; you won’t be disappointed. The Turbo 900 delivers a healthy blast of acceleration and a formidable run past the C-note on Kevlar Lake. The spread of power is wide and trailable.

As with most 4-stroke sleds, the Turbo stays shifted out when accelerated hard. This desirable trait has to do with the inherent torque 4-strokes – in particular turbocharged ones – produce. Also, there is simply no undervaluing the effect of the low-friction pDrive roller primary in play here.

The Turbo ACE has but one foible: The electronic drive by wire (DBW) throttle carried over from later model 4-TECs. This multi-mode throttle is not up to the performance standards we’ve come to expect from the number one selling snowmobile OEM. It is laggy, not at all intuitive and feels less than connected to the engine.

We’re satisfied the engine does not produce any turbo lag, however there is “throttle lag” in the DBW system. Trust us, select “Sport Mode” every time you ride the Turbo. Come to think of it, why would anyone buy a 150-hp snowmobile and want to ride it in “Eco Mode”? Can you acclimatize to this less-than-perfect throttle? Sure. The question is this: Should you have to?

Comparisons to the Yamaha turbo are, as we said, inevitable. The reality is this: 150-hp isn’t 180 and don’t expect it to be. Having said that, keep in mind this engine, in almost identical form, is tucked in the Can-Am Maverick X3 SxS producing a claimed 173-hp. We find it hard to believe savvy BRP snowmobile dealers haven’t figured out a way to tweak the ECU, wastegate and/or both on the new Turbo to deliver more power.

We have to conclude, if the 900 Turbo can reliably deliver another 25 horsepower in a side-x-side then it won’t be long until the snowmobile version gets a tune up.

850 Switchback XCR vs. Renegade XRS

Motorhead Mark Lester — Wed, 26 Sep 2018 05:00:00 +0000

Dear Motorhead:

If you were choosing between the XCR 850 Switchback and the XRS Renegade which sled would you go with?

Comment from Facebook

Thanks for your inquiry!

This is a question we’ll be asked a hundred times this fall!

First, even though we’ve had lots of exposure to the new Polaris Patriot 850 we have not been able to run the Ski-Doo 850 nose-to-nose against it. This would help us answer your question because ultimately the comparo will come down to which is fastest (top end and acceleration).

Here’s what I can say from the exposure we’ve had to both 850’s individually. The Polaris feels softer at engagement and trail speeds. Not slower – just a more easy power curve while the Ski-Doo “feels” more abrupt and edgy.

As speeds rise – and according to my seat-of-the-pants-o-meter the Polaris feels stronger. At mid throttle north of 6500RPM the Patriot Polaris beats its fist on its chest and pulls as hard as anything I’ve felt right to shift RPM and past the C-Note.

Is this top end surge stronger than the Ski-Doo’s? Honestly – there was no way to quantify that unless we had both sleds at sea-level. The OEM’s frown on head-to-head drag races at Snow Shoot in West Yellowstone and at the 6600 foot minimum altitude there comparisons are not boiler plate verifiable.

I know I’ve left you with the impression the Polaris feels less powerful at low speeds compared to the Ski-Doo and the Ski-Doo feels less powerful at high speeds. This is my opinion based on very limited testing.

I can tell you this – we have both of these 850’s in varying platforms in our Press Fleet this winter and we will report on the results of heads-up comparison here at sea-level as soon as the snow is down and Kevlar Lake tightens up.

In terms of NVH it is immediately apparent Polaris has done its homework with its new and different engine mounting system. The 850 Patriot is buttery smooth – smoother than the Rotax.

In the meantime, here’s some opinion. Both these 850’s deliver more power than any normally aspirated snowmobile engine ever built. They both make at least 160 HP (probably more) and they both are blistering fast – right past 100 per.

I would also suggest you consider this reality. If you were Polaris – admittedly second to arrive in the 850 game, would you come to market with less or more power than the Ski-Doo?

Thanks,

Motorhead Mark

2018 POLARIS SWITCHBACK 800 XCR

Motorhead Mark Lester — Wed, 03 Jan 2018 11:00:00 +0000

I’ve had the opportunity to put some decent miles on the new Switchback XCR so far this winter. I’m more impressed with the production XCR Switchback than I was with the pre-pro models we rode last spring in Yellowstone.

The build quality of the new XCR is the best I’ve seen from Polaris: The hood panels and fenders align perfectly, mount on and off like greased lighting and the overall feel of the sled is one of tight, purpose-built quality.

Our XCR is powered by a Cleanfire 800 Liberty HO with some minor tweaks for the 2018 model year. Among the most significant is a new thermostat that tangibly aids in cold engine warm-up. The rest of the AXYS Pro-XC chassis is textbook Polaris: Tough, unbreakable and functional.

It’s generally accepted here at Trax World HQ the Switchback genre of the AXYS is the best looking and most proportionally correct iteration of the legendary Pro XC suspended platform.

Here’’s what we think you need to know most about this new XCR variant. This is – IMO – the best handling snowmobile money can buy. Handling traits this variable castor IFS generates using the Pro-S lowered ride height (as compared to the Pro-X) that produces corner-carving response unequalled in the biz.

One more incomparable with the XCR: The jackshaft brake. This brake stands alone in the biz with Arctic, Yamaha and Ski-Doo all moving to drive-axle mounted binders. As far as I’m concerned, this is not progress. The Polaris jackshaft-mounted system provides incomparable depth of modulation, precise feel while generating the cleanest, sweetest mechanical noise in the biz.

The new XCR 800 Switchback is one of those sleds that not only meets but, in many instances, exceeds our expectations!

PERSONAL FAVES: 1994 ZR 700

Motorhead Mark Lester — Mon, 25 Dec 2017 11:00:00 +0000

Everybody’s had that one sled that stands out from the rest. It defines the fun of snowmobiling and every time you reflect back on it, there’s a little twitch in your heart. In this series we asked our staffers to share their most memorable sleds. Read what Motorhead Mark Lester has to say about the 1994 Arctic Cat ZR 700.

In the 90’s Arctic Cat built a ZR chassis powered by a hogged-out version of the original Wildcat 650 from the 80’s. The sled was called the ZR 700.

In it’s first iteration it used the cobby “rubber overshoe” ZR skin but was later re-introduced in the svelte late 90’s ZR bodywork.

I have many memories shredding tight trails, launching from corner to corner with skis in the air, surgically plying that legendary ZR handling to position the sled perfectly for the next slice of white top. The chassis was, IMO, remarkable.

Even better was Cummins caliber torque emanating from ridiculously rumbly, non-counterbalanced, juice-can sized pistons. This kind of NVH would never ever be acceptable today.

However, when the ZR 700 was popular we forgave its unrefined oscillations – so intense at idle they seemed like they could shake the chassis right off the trail and into the ditch.

Thus the ZR 700’s “Freddie Krueger” handle was popularized on the pages of Supertrax. My tolerance for this raucous behavior was rooted in a 3,500-rpm engagement that threw the skis high in the air for the first 100 feet while stretching your arms like a 1000 T-Cat.

The sled was insanely potent down low and often produced wet Depends on your first pull down Kevlar Lake.

Alas, refinement and political correctness invaded snowmobile marketing and so the ZR 700 in its last rendition, dressed up in a suit and tie, was put out to pasture.

2018 SIDEWINDER S-TX DX 146

Motorhead Mark Lester — Mon, 18 Dec 2017 11:00:00 +0000

When an OEM intros a new top-of-the-market high performance platform, there’s a sweet spot in the sales window for the sled. In other words, when a new rocket lands, the faithful line up in droves to get a copy, the first year.

Clearly Yamaha does not want the SideWinder to be a here-today-and-gone-tomorrow sales story. The company has invested huge jing (in co-operation with Arctic Cat) to produce the most powerful snowmobile engine in history.

A one-year spike in sales is not going to pay for the development and tooling of the Sidewinder’s engine and driveline. This year Yamaha has upped the availability of the SideWinder to include a new segment – Sport Touring – and the timing may be perfect.

The new Sport Touring SideWinder is called the STX-DX. If you’re like many ultimate performance shoppers, you might confine your search for top performance to a 129 with no windshield, stiff shocks and loud graphics.

Fine, at the price level of a new SideWinder you’re entitled to show off when you pull into Larry’s Burger Pit and Poutine. However, there is a significant number of snowmobilers whose egos remain fully intact arriving on a less gregarious sled on which form follows function. Enter the new STX DX ‘Winder.

The Straight Goods

Get this: The STX-DX’s 146 x 1.25 track may make this SideWinder faster than the top-of-the-line RTX. Why? Traction. Among all the SideWinder variants I’ve ridden the past two seasons, this 146-incher is able to handle the imposing, relentless power of the 998 turbo best (excluding mountain variants).

From initial take-off to screaming past the C-note, the STX DX delivers an arm stretching rush that’s absolutely grin inducing. The best part might be how stealthy the sled presents itself. Coloration and graphics are understated and the jinormous windshield is actually a little humorous – not because it doesn’t look good but because it both looks good and works really well. How about that? You don’t have to freeze to look good.

Those concerned about understeer because of this long sneaker can take a deep breath. The STX-DX’s 146 incher steers predictably, turning-in with authority under virtually all trail conditions. We found the fore/aft weight balance was actually good.

Here’s what I mean: Put 146 inches under a sled with a 600 2-stroke and the predisposition to push might be more noticeable. However, the DX is not a light sled by virtue of that 180-plus-hp turbocharged and intercooled reactor out front. In short, there’s enough ski-pressure to completely erase understeer.

Check out the standard stuff the STX-DX includes: Example: a 4-plus gallon fuel tank, just what’s needed for transcontinental tours. The big turbo can achieve over 120 miles on a fill up.

The option of throwing a 2-up seat on the back means versatility. In this case it may mean purchase justification to your significant other. The other stuff on the STX-DX forms a list as long as your arm. Simply put, the sled is well equipped.

The Sidewinder STX-DX may be my fave ‘Winder this year because it not only provides all the amenities including the best trail ride compliance among all Yamaha sleds, but it also delivers mind-boggling acceleration and top speed.

The ultimate Sidewinder in MY18? Don’t bet against it.

2018 ARCTIC CAT ZR 8000 C-TEC2

Motorhead Mark Lester — Mon, 11 Dec 2017 11:00:00 +0000

Face it, for time eternal the question will be asked why Arctic Cat would introduce an all-new 800cc 2 stroke engine one year after Ski-Doo carpet bombed the market with an 850 E-TEC.

Frankly, I asked this question myself, however, I was able to ask it to the right people almost three years ago.

Okay, when I asked it I didn’t know Ski-Doo was working on an 850. However, I did discern Arctic Cat was experiencing a vendor issue of key components for the new Dual Stage Injection 800 mill when it was a long way into the development process.

RELIABILITY versus TIME

The issue in short, was whether Arctic Cat should move to another vendor for these key engine components and stay on the original timeline for release of the 800. That timeline would have seen the 800 hitting the ground just ahead of the 850 E-TEC and as a result would have stolen considerable thunder from the Ski-Doo 850 intro.

In what I personally think was a wise move, the Cat braintrust decided it would not take a chance on delivering a new engine without adherence to a strict regimen of testing and validation of parts from a new vendor. That was definitely the right decision, however it would have been a lot easier to justify the delay if the engine had ultimately arrived as an 850.

NO GOING BACK

Arctic Cat’s introduction of new powerplants, both 2 and 4-stroke, over the past five years has been exemplary.

Specifically, the introduction of the 600 C-TEC2. These USA assembled, potent 600 engines have proven bulletproof. We’ve run the wheels off a number of copies and talked to many of you who own one and are convinced the 600 DSI has tangibly elevated Arctic Cat’s rep for quality.

If the company waffled on the intro of the 800 by sidestepping developmental protocols it would have reflected poorly on both the 800 and the 600 too. Hindsight being 20/20, Arctic Cat did the right thing.

WAS IT WORTH IT?

If you’re a rabid Arctic Cat aficionado you’ll say the extra wait for the new DSI 800 was worth it. From my perspective I’ll say this: The new 800 DSI is a jinormous step ahead for Arctic Cat in the 800/850 segment.

This engine is more powerful, both in measured torque and peak horsepower than the Suzuki 800 and is infinitely crisper and vastly more linear in its delivery of power.

There’s no comparison, zip – nada, between the way the old Suzook 800 accepted throttle and this new DSI 800. No gurgle, no coughing, no smoking after warm-up and a measurable (and impressive) improvement in fuel economy. This motor is good, really good.

BACK TO THE ORIGINAL QUESTION

All accolades aside, is the new 800 DSI C-TEC-2 enough to stem the tide of buyers (from every brand) considering the Ski-Doo 850? Here’s my straight-up answer: If you can’t show up with anything less than the biggest gun then only the 850 Rotax is going to do.

However, if you’re looking for a hard hitting, big bore 2-stroke ride with everything but two or three percent less peak jam than the 850, you’ll be extremely satisfied with every attribute of the new 800 DSI Arctic Cat engine.