2012 Extreme Crossover Snowmobiles Comparison Test

Hybrid Hombres!

By Mark Boncher

Published: November 29, 2011

Among the boondocking crowd, long-track lovers, and extreme performance fans, two extreme hybrid sleds are so famous they are IN-famous. This year that dynamic duo becomes a trio as Ski-Doo’s Renegade Backcountry X 800R E-TEC and Polaris’ Switchback Assault 800 are joined by an all new Arctic Cat XF 1100 Turbo Sno Pro Limited.

These three high-powered amigos have the best shock packages, most extreme trim packages, and hottest looks, which is why we call them “extreme hybrids.”

The OEMs don’t count these as mountain sleds in their brochures, but neither are they considered trail sleds. They are both, but skew toward the off-trail side. As a general ratio we like to say that these sleds are built for 70% off-trail and 30% on-trail riding. In reality, the ratio for many consumers might be more like 60/40 or even 50/50, depending on the year, snow conditions, the particular sled, etc. The thing to remember is that these are not pure trail sleds, nor are they pure mountain sleds in the modern sense.

Here’s a profile of each along with our ride impressions and analysis.

On our wish list is the Renegade Backcountry X. It climbs hills and tames trails equally well! There’s a lightweight chromoly front suspension lower A-arm and HPG Plus R aluminum front shocks with no-tool rebound adjuster.

Plus you can choose your track too, either a 1.5-inch lug Charger or 1.75-inch lug PowderMax.

Backcountry Xcellence
The Backcountry is only 2 years old as a model and last year already received a big update, the addition of a direct-injected, gas and oil efficient, 800R E-TEC liquid twin 2-stroke engine. This year, there isn’t anything incredibly, sensationally, or fantastically new for this sled. But it remains a stellar machine, and all you longtime readers know it has been a favorite of ours. The X-version is a spring-order only model.

Let’s start with what IS new.

There is a revamped REV-XP X seat that has 1.3 gallons of storage space inside, finally! And of course there are some BNG wrap kits available.

More importantly though, the Backcountry comes with a track choice between a big new 1.75-inch lugged PowderMax single-ply track or the standard 1.5-inch Charger track. Last year the sled only came with the 1.75-inch lug, but both us and the Ski-Doo engineers think the new 1.5-inch lug is plenty big. That is, unless you spend a lot of time in the Rockies, or in the big snow areas of Canada.

Personally, we feel if you really need more than a 1.5-inch lug, you might as well go with a true mountain track like the 2.25-inch lugged PowderMax that graces Ski-Doo’s Freeride. But to each their own! Also, The Renegade’s track is 16 inches wide compared to 15 inches for the other sleds in this comparo, so the Gade offers a big footprint.

In addition to these changes there are new Pilot DS skis up front to replace the Pilot 6.9 mountain skis. Ski stance is adjustable from 38.4 to 40.1 inches and this spring-order sled has HPG Plus R aluminum shocks with glove friendly knobs to adjust rebound quickly. The Backcountry X also gets Ski-Doo’s multi-function display gauge, hand guards, a mountain grab strap on the bars, and a big 6.3-inch riser that tall riders absolutely will love.

The 2012 Backcountry X does not get the new rMotion rear suspension, but has the SC-5, which is still a fantastic suspension. It has a KYB Pro 36 piggyback rear shock with high- and low-speed compression adjustment. There is a lot of travel too, 16 inches in the rear, plus the rails are painted a cool yellow for 2012!

We liked one other change for this season. This, and most XP sleds, got a new windshield with side deflectors. The newer shield and deflectors do a much better job than the thong-sized racer windshields you see on many machines. They may look cool, but are not practical, even for a sled that is meant to spend significant time off-trail.

There is the same steel braided brake line and race brake/pads as last year with a Brembo caliper. Stopping ability here is good. Electric start and reverse also are standard, and much appreciated.

Doo Drawbacks
It isn’t necessarily a drawback, but we would have loved for this sled to have the new rMotion rear suspension. We understand the new suspension only went into a few models this year, but even our non-aggressive riders asked why it isn’t here. This IS an X-model, right?

Renegade also does not sidehill as well as its closest brother, the Summit FreeRide 137 (see more on the Freeride in our upcoming February issue). This is to be expected though because the Renegade’s front-end is more trail-minded, not mountain focused like the Summit. The Renegade comes in the REV-XP chassis, not the REV-XP RS chassis that the FreeRide comes in. The FreeRide also has the quick disconnect sway bar.

Finally, Renegade can sometimes be less predictable and harder to sashay through tight trees in deep snow, even though it weighs less than the Cat and about the same as the Polaris in this comparo.

Polaris 800 Switchback Assault

1 / 5

This was our best crossover sled of the year last year so it stands to reason it still trips our trigger. The Assault blends the RMK mountain sled chassis with the new Rush-style Pro-R front-end. New for this year is the re-designed IFS up front, which provides lighter steering and even more predictability. We discussed this system in detail in both comparison stories in October’s Buyer’s Guide.

The only other really new thing for this 795cc liquid twin CFI 2-stroke is the cool new graphics package. That said, this sled has tons of goodies on it. Starting up front, Polaris continues its relationship with Walker Evans and the Assault Switchback has W.E.’s best of the best, its premium needle shocks with compression adjustments and remote reservoirs. Polaris says the “unique needle design uses hydraulic force at the end of the stroke to eliminate harsh bottoming. Utilizing fix pin placement – the shock pin is not on the shock.” We could probably drop this sled out of a fourth story window and be pretty sure the shocks could handle it.

In back there’s an uncoupled skid with a tipped up rail for better mobility in the tight trails. The rails are reinforced to better take big moguls and appease even the most aggressive on- or off-trail rider.

You’ll get fishbone tunnel reinforcements on Assault too, and wide boards that make moving around to different positions on the sled easy. In addition, the 15x144x1.352-inch track provides a great combo of on-trail grip and off-trail flotation. This sled still has the best off-trail mobility of any sled in this segment. Assault does this without an adjustable stance and keeping the sway bar in place, which is very impressive. Some credit for this goes to shock calibration as the engineers have dialed into the correct customer for this sled.

The Assault has the ProTaper bars that are both high and wide and give good leverage off trail and are more comfortable riding through big moguls on the trail. Other racy features include having the bar warmer and lighting controls on the console, not the bars. An aluminum tube bumper with billet hangers sits below an LED taillight and above a lightweight snow flap.

According to Polaris’ specs the Assault gained 3 lbs. between 2011 and 2012 and Polaris engineer Pat Adrian gave us some insight as to why certain machines gain or lose a couple pounds each year.

“The seat foam (Rush seat foam in particular) is about 2 of the 3 lbs. that the Assault gained this year. This foam is denser than the MY11 foam and gives a better ride because the foam rebounds or recovers better to the original shape after being compressed. Weight also always varies from vehicle to vehicle as we weigh them. The weight for MY11 was estimated from an earlier build and the weight for MY12 was from a later build. We always try to provide the most accurate weight as possible,” Adrian said.

Sometimes OEMs push how light their sleds are and then slowly add weight back into them for supports, bracing, additional accessories, etc. The Switchback is still uber-light and on par with the Renegade.

Travel specs are also different for 2012 as the rear travel is now 15 inches, up from 14.5. BUT, we were told by Polaris reps this was simply “rounding up” and the travel really hasn’t “changed.” Assault comes with PERC reverse standard and the normal mid-high blacked-out windshield, which we liked when it was originally introduced. Also we are still fans of the lightweight Freestyle seat on this sled as it is both grippy and comfy.

Assaults faults
For some riders the shocks on this sled will be too stiff on the trail even in the softest setting. But Assault is most likely not intended for that type of rider. Also this is the only sled in the group that does not have electric start standard.

Finally, storage on the Assault is an issue. I, and others, feel that if we pay almost 12K for a new sled, it should at least have a place for a tool kit, map, etc. This one doesn’t, but it DOES have a nifty spare belt holder just above the clutches.

Cat’s ferocious XF 4-stroke

1 / 5

Cat at home in the trees – This big 4-stroke XF Turbo is surprisingly nimble. While it’s heft is certainly more than some 2-strokes, we think it handles excellently.

We’ve already discussed the engine in this bad boy XF to a large extent in previous issues, but the 1056cc liquid twin 4-stroke is smooth when coupled with the factory turbocharger. That turbo is still one of only two factory-installed turbos in the industry, and still is the strongest and most reliable. At 180+ horsepower this sled has the power to climb small mountains or scramble down the trail like a mongoose in heat.

There was no turbo 4-stroke from Cat in this class last year, unless you count the Z1 Turbo EXT, which was marketed mostly as a trail sled. The new XF 1100 Turbo Sno Pro Limited really does not replace anything in Cat’s lineup from last year, but instead gives crossover fans their first chance at a turbo-powered true crossover that is very capable off-trail. The new ProCross XF chassis allows a 141-inch long and 15-inch wide Cobra track to rotate underneath it, and this Limited Sno Pro edition comes with a bigger 1.5-inch lug for chewing up deeper snow.

The grapevine tells us that pre-production weight for this high-powered hybrid is 548 lbs., which means it’s heavier, dry, than the old 1000cc 2-stroke Crossfire. But you won’t care because of the Turbo’s power and handling. For Cat purists the 1000 Crossfire is probably the closest competing sled Arctic has made in this segment in the last several years. However, once you ride the new XF 1100 Turbo SP LE you’ll realize that the Crossfire isn’t even close to being in the same league.

What makes the Limited different from a standard XF crossover is, first and foremost, its look. Like other Limited models for 2012 the XF comes with Cat’s new pearl white paint job, contrasting bright orange accents on the ski loops, seat, windshield, rails, and more. Silver lettering tops off the stunning look. You’ll get the hand guards to match and like any high-end vehicle’s option package, it wouldn’t be complete without a heated seat.

The XF Limited also has all the new Cat tech that we’ve discussed in earlier issues, including the new ARS front suspension, new radial master cylinder and hydraulic brake system and disc, new clutching, new chaincase and new Arctic Drive System, new Tri-hub rear axle system, plus electric start, push-button reverse and more. That’s a lot of New!
But it isn’t all these goodies that really surprised us about this sled, it was how easy it was to maneuver off-trail for a 4-stroke.

The XF is balanced extremely well, and drove up steep hills through two feet of powder without an issue. Screaming down the trail was a blast too and you’ll notice how much the big lugs really grip coming out of a corner. The smoothness of the engine was just as enjoyable topping off little ups and downs in the trail as it was manageable when beginning to sidehill in the powder off trail. We would call this a total 50/50 sled, you can go whichever way you want with it, trail or mountain, with confidence.

We simply had more fun on this sled than the others in this comparo this year, which is why the XF1100 Turbo Sno Pro Limited was our best crossover this year. Maybe it was because it was brand new, or maybe it was the power, or maybe it was the sled’s flexibility to be good in different situations. Most likely it was all the above!

4-stroke forgiveness
Like we said in earlier stories, the trail and crossover Cats have lost a lot of weight this year and this one is considerably lighter than the trail-focused Z1 Turbo EXT from 2011. However, if Cat purists are thinking it might be lighter than the Crossfire 1000 Sno Pro Limited from a couple years back, or any 800 for that matter, they will be disappointed. There’s still a big, more complex, 4-stroke powering this sled and it’s simply heavier than a 2-stroke.

It’s the same old story we have been discussing for years with 4-stroke sleds basically begging for forgiveness because they are inherently heavier. The 4-stroke weight issue is getting A LOT better. There are 4-strokes from Yamaha, Cat, and Ski-Doo now that are much lighter than a few years ago. Still, if you manage to get the XF stuck, we recommend you assume the supervisor role!