The Allure of Crossing Over
Year over year, the crossover ranks continue to swell with new converts and it has become the fastest growing segment for on-trail/off-trail enthusiasts. Many have discovered the attraction of this versatile breed, but many more are still hesitant to leave the known comforts of their first-love short track behind. With that, it’s time to dispel the myths, uncover the truths, and learn why so many have developed a love affair with crossing over, and why others believe the days of the short-track are numbered. 

It’s So Big
A quick spin in the OSM time machine takes us back to the late 1980’s, when Polaris unknowingly dabbled in crossing over and apparently liked it. With just over 13-inches of added track length, the 133-inch SKS models introduced in model year 1988 were never considered a crossover snowmobile at the time. Rather, they were viewed as deep snow snowmobiles, and for that reason they remained little more than a footnote in Polaris brochures for several years with the trail performance crowd.

One commonly held belief that still resonates at trailside pit stops today is that the added track length would severely hinder on-trail performance, especially on twisted trails. Indeed, the longer “wheelbase” did impact the agility and turning radius of those early “stretched” vehicles, yet it seemed a moot point at the time, as nearly every long tracked sled outside of the utility window were targeted for the rapidly growing “Rocky Mountain” market.
While Polaris was unknowingly first to the crossover segment, it was Ski-Doo and their Renegade line that more clearly defined the gender, and aggressively developed and marketed a model mix that addressed the now standard attributes of the crossover player. Still, despite those efforts, acceptance didn’t come without resistance, as those loyal to the 121 would need more than marketing hype to convince them.

Nice Chassis
For certain, the benefits of improved traction, greater flotation and the ability to deliver a smother, more confident ride, thanks to the bump bridging capabilities of today’s 136 to 144-inch crossover entries has been relatively easy to swallow. But the true shift in acceptance of the longer tracked trail snowmobile has been their ability to replicate 121-inch, on-trail performance.

One way this has been accomplished is through the use of “tipped’ rails, thereby creating a “shorter” wheelbase on hard pack terrain. It was a trick employed by Polaris for many years, and more recently Yamaha. And while it was effective in some conditions, it doesn’t completely address the handling objective.
Instead, it was the industry shift to rider forward chassis designs that quite possibly helped to give the crossover segment the maneuvers it needed to impact the on-trail crowd. With the advent of the Rev platform and virtually every other chassis to follow, the overall weight distribution of the rider shifted from the aft of the rear suspension to the front arm. This change in snowmobile design allowed crossover sleds to spin longer track lengths, and still negotiate tight trails with few negatives. 

With the barrier of on-trail handling addressed, riders soon discovered the benefits of crossing over. Regardless of the brand, today’s longer rail and larger footprint delivers greater on-trail comfort, allowing the snowmobile to “bridge” more bumps and trail chatter than their 121-inch counterparts. In addition, the longer track and taller lug height also improved traction during acceleration and deceleration, often better harnessing the power of today’s high-output engines.
The longer track length also gives the crossover improved flotation for those times when you want to leave the trail behind and explore a forgotten logging road or snow filled ditch-lines.

Out of the Closet
With the tangible ride benefits of crossing over now resonating with on-trail performance riders, other benefits of the segment soon followed. With their stretched tunnels to accommodate track lengths up to 144-inches, the added tunnel close-off behind the seat created the perfect platform for additional storage capacity. Both the aftermarket and OEM accessory departments took advantage of this space with soft-sided and expandable storage options, giving owners a newfound place to stash day-trip extras or overnight necessities. Much like a touring platform, the added rail length and longer chassis of the crossover platform is able to carry the additional load with less impact to ride quality.

To further help fuel the growth of the crossover segment, Mother Nature inadvertently gave the segment one final push out of the closet. With consistent snowfall across much of the lower elevations of North America in short supply, avid riders began to frequent the higher elevations of the consistently snow covered caps of the Rocky Mountains to the west. For riders who crossed-over, they soon learned they could have their cake and eat it too. While unable to match the sheer deep powder ability of a mountain specific machine, crossover snowmobiles proved very adept at taming the deep snow backcountry.

In Vogue
For 2010, the popularity and acceptance of the crossover ranks is more apparent than ever with seventeen model offerings on tap from the manufacturers. With enthusiasts more closely scrutinizing their new model purchase, and consistent snowfall in some parts of North America still questionable, the pleasures of crossing over for even the most staunchly loyal 121-inch fan has never been more attractive. Here are our top four choices to cross over this winter.

Arctic Cat CRF 800
With a new engine and a chassis that is deeply rooted in Firecat lore, the Crossfire 8 gets our approving nod. The boys and girls from Thief River Falls, Minnesota are only a short day-trip away from the edges of the Rocky Mountain range, and perhaps for that reason, the Crossfire is more closely aligned with its deep snow siblings. If your crossover palate includes at least one trip to a western location per season, you’ll appreciate the all-new 800 power that could reach near 160-ponies as well as the more deep snow specific attributes of the CRF versus most other crossover models.

Based on a chassis very similar to their mountain specific M-chassis, the Crossfire touts a lightweight aluminum frame with such deep snow features as wide running boards with ample snow evacuation holes and a tapered tunnel for improved deep snow flotation. And just like the M-series mountain sleds, the Crossfire utilizes a FOX Float suspended rear skidframe that is springless for reduced weight.

A single-ply Cobra track measuring 141-inches in length delivers the all important crossover mixture of flotation, traction and bump bridging capabilities, and comes in 1.25” lug height in standard trim, or a more powder friendly 1.5” version when you upgrade to a Sno Pro caliber model. But the big caveat of the Crossfire 8 is what lurks under the hood in the form of an all-new 800 twin. With batteryless fuel injection, the new motor touts newness from the crank up, and should be at or near the top of the power heap in the 800 class.

On trail manners are acceptable, especially if you are accustomed to the lower slung Firecat type seating position. While Cat has continually moved this chassis towards upright, rider forward ergonomics, you’ll still find yourself riding the CRF with old-school knee slinging habits in the corners. However, this becomes more than acceptable on tight, freshly groomed trails, where the lower center of gravity of both machine and rider will showcase the carving ability of the CRF.
The Crossfire 8 comes standard with a center grab strap affixed to its unique telescopic, adjustable steering post. Unlike other adjustable designs that adjust the arc of the bars, the Arctic Cat telescoping handlebar moves up or down, serving up 12-positions of push button adjustability, quickly adapting the Crossfire 8 from a sit-down trail machine to a backcountry boon-docker in seconds.

Polaris 800 Dragon Switchback
Yeah we know the Liberty 800 has had its share of teething problems, both in terms of reliability, and living up to its boastful horsepower claims during its first two years on snow. But according to Polaris, changes to piston design and fuel mapping revisions in the off-season will nip the reliability nag for 2010. And while down on power compared to the competition, accurate clutching calibrations and a silky smooth power delivery that is null and void of an abrupt big twin hit, has given the Liberty 800 a reputation for overachieving; something Polaris has been able to coax from its models throughout its long and storied history.
Based upon the proven and comfortable IQ chassis and suspension, the stretched Switchback features a coupled 136-inch rear suspension, spinning a 1.25-inch RipSaw sneaker. It’s no secret that Polaris quickly addressed the on-trail push of the original IQ design from 2005, and soon had the IQ reaping the praises of industry experts and riders across the snow-belt for its accurate and predictable handling. What may have been lost in this effort to showcase the standard chassis is how the IQ actually feels more balanced in crossover trim. The slightly longer rail length has the Switchback demonstrating a near perfect balance from front to rear, and further enhances the predictable traits of the IQ and its variable caster front suspension design.
The IQ Dragon brings with it premium Walker Evans Piggyback shocks up front with compression adjustable “clickers,” as well as a compression adjustable Walker Evans rear arm damper. This, along with a taller bar riser, standard center grab hoop for side-hilling, and the lightweight IQ spindles, tips the scales in favor of the Dragon versus a standard Switchback model. The ride quality on-trail is superb, and the deep snow heritage of the Polaris RMK is inherent in the Switchback, allowing you to easily hold a line across an untracked ridge, or carve a powder filled meadow.
While storage options aren’t standard, both Polaris and the aftermarket offer accessories to outfit the rear tunnel area with soft-sided storage.

Ski-Doo Renegade X 800
We’ve already referenced how Ski-Doo is credited with creating the crossover segment, so it should come as no surprise that they also offer the broadest range of models. Topping the list for 2010 is the Renegade X and the new Renegade X Backcountry, a more deep snow and off-trail adaptation of the standard “gade”.
With the 600 E-TEC grabbing headlines for its run quality, fuel economy, and sophisticated direct injection fuel delivery system, the Rotax 800R PowerTEK might be overlooked by some this winter. Yet, we find it hard to peer past this 150-pony twin that is still fed by large carbs, and requires you to dig into the memory banks to manipulate the dash mounted choke on cold morning starts. Once warmed however, the 800R delivers run quality and fuel economy numbers equal to that of a semi-direct injected system, albeit with a thicker throttle pull.

Power is mated to the XP chassis and suspension, heralded as one of the most nimble and flickable on snow; both on the groomed snow pack as well as powder. Aside from being the lightest chassis on snow, where the XP truly shines, is in the ergonomic department with a near perfect seating to handlebar to foot relationship, making sit-down, stand-up and transitional riding seem oh-so natural.
Suspension duties are controlled by premium HPG Plus R shocks up front, with the R standing for user adjustable rebound adjustments, and a KYB Pro 36 rear arm shock that features adjustment for both high and low speed compression adjustment as well as rebound. Other extras of the X breed include a braided stainless steel brake line, high performance brake pads and chromoly front suspension lower A-arms.
Similar to our experiences with Polaris crossover models, the Renegade in the XP platform delivers a more balanced feel than its short-track siblings. The 137-inch track with 1.25” lug creates just right traction, allowing you to choose to drive through the corners, or opt to “back-in” via trailing brake, and exit from the apex under full power. The Backcountry version could very easily be confused for a more deep snow competent Summit model with its narrowed ski stance and 1.75-inch lugs, and is best left for off-trail only exercises.

Yamaha FX Nytro XTX
Yamaha currently only markets one model as a crossover in their latest 2010 snow brochure, but most riders would categorize their 136-inch LTX models in both Apex or Vector packages as crossover models as well. But it’s the Nytro XTX that truly defines a crossover buggy for big blue this season, thanks in part to its more complete resume of off-trail capabilities versus the LTX.

Based on the sharp styling of the Nytro chassis, the XTX is defined by its 144-inch Camoplast RipSaw track. Packing in excess of 130-horsepower from its inline, three-cylinder four-stroke engine, we found the XTX was able to harness the big torque triple with more accuracy than the 121-inch Nytro.  What’s more, due to the added weight of the four-stroke engine package, the XTX proved to be more balanced than the 121-inch version and was more predictable both on-trail and off.
Premium components grace the XTX at all four corners, further enhancing the Nytro’s ride and handling characteristics. To the front, dual clicker, high pressure gas GYTR shocks control suspension duties, while rebuildable, aluminum body shocks reside within the 144-inch skid out back. To further assist on-trail habits, the XTX utilizes a tipped rail design of 6-degrees, which gives the sled a wheelbase with the ability to pivot on trail like a 121-inch model, but still deliver all the bump bridging and flotation attributes that you’d associate with a longer rail length.

But despite the improved balance of the XTX, the handling quirks of the Nytro we’ve ranted about in these pages are still present. At an overly brisk trail pace, or in off-camber turns, the Nytro will at times leave you second guessing your entry speed, forcing you to scrub speed, and counter steer in an effort to keep the chassis flat. Off-trail the Nytro struggles more so, fighting the added weight of its four-stroke mill, and lacking the “flickable” nature of other entries in the crossover fold.
Still, you’ll find fit and finish is top of the heap, and if logging big miles on groomed trails is your primary course of action, the Nytro becomes a coveted tool, with above average fuel economy, proven reliability, and comfortable “in-the-saddle” ergonomics.

Extreme Crossover

For certain, the snowmobile industry is always in a state of flux. While some would argue little has changed from a basic architecture perspective, pointing to the slide rail suspension, bulkhead mounted engine and familiar drivetrain philosophies; the ability of the industry to identify new niches and create new segments is alive and well.

The most recent example of this adaptation is with the advent of the Extreme Backcountry class. Primarily driven by a stock is stock rule change in the Rocky Mountain Snowmobile Hillclimb Association (RMSHA), three of the four major snowmobile manufacturers rapidly adapted a deep snow chassis to comply with the rule changes and hopefully dominate in competition. At the same time, the backcountry freestyle crowd, who had been making rebellious extreme videos for more than ten years, suddenly found themselves adorning the pages of marketing brochures, helping to define a new segment of competition based sleds. It just so happened that these new extreme snowmobiles neatly aligned themselves with the needs and the personalities of a group of riders that were rapidly gaining mainstream acceptance.

While only in its second year as a category, at its core, the Backcountry Extreme segment is in fact a snowmobile designed for hillclimb competition. But the “sledneck” crowd also took a shine to these machines, which finally married the snocross toughness of a race sled with the big power and deep snow capabilities of a mountain specific snowmobile. Thus the extreme crossover segment was born.

All three buggies from Polaris, Arctic Cat and Ski-Doo share many similarities. Each tout big power generated from their twin cylinder, 800cc two-stroke mills. Each feature suspension and chassis tweaks to handle the extremes of hillclimb competitions including premium shocks, additional rail and chassis braces; and all three ride on trail width ski-stances and mid-length, aggressive pattern tracks well suited for optional traction products and packed snow conditions.
Arctic Cat’s HCR 800 makes no bones about its intent. Standing for Hill Climb Racer, the HCR features gobs of raw power thanks to the new 800 Arctic Cat two-stroke. Nestled in a beefed M-chassis, the HCR rides on lightweight titanium springs, an adjustable 42-44-inch ski stance while spinning an aggressive 90 durometer, 153-inch track called the Power Claw. Built almost exclusively for stand-up ergonomics, the HCR is possibly the most “flickable” of the extreme sled stable, which should also make it a favorite with the Backcountry Freeride crowd as well.

The Ski-Doo Summit X-RS Hillclimb Edition is not unlike the HCR, making a clear distinction of its true purpose. Released in small numbers late last winter to registered racers, 2010 marks the first time the sled will be available to dealers and demanding backcountry riders. The same formula is at work here - 800 PowerTEK engine, Summit chassis with rail braces and 4th rear axle wheel, braided steel brake line, chromoly front suspension lower A-arms, maximum 43-inch wide ski-stance and top of the line shocks with extensive user adjustments. Putting power to the ground is 154-inch track with 2.25-inch lugs. With the XP based Summit already a favorite with both deep snow enthusiasts and back country extremists for its balance and lightweight chassis, the Summit X-RS should follow with equal success.

The Polaris Assault was the only extreme backcountry sled readily available to non-racers last winter, and the appetite for the matte red, purpose built IQ exceeded expectations. With a bit of marketing moxie behind it, the Assault was launched first and foremost as the long awaited tool backcountry extremists had been waiting for. Apparently they were right, as Assaults were gobbled up across the snowbelt, including non-mountainous provinces with a voracious appetite. The appeal of the Assault to the rebellious crowd, even if they didn’t have a 10,000-foot huck out their back door made the Assault a homerun. It’s the same verse here again, but this time on a slightly shorter 146-inch track with an ultra stout 2.125-inch lug pattern. Liberty 800 power, race derived suspension goods, Pro Taper bars, Phantom racing master cylinder and Walker Evans shocks complete the competition focused package. For 2010, the Assault moves from air shocks to coil over units said to be more aptly suited for the rigors of extreme backcountry and hillclimb competition.

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