ADVERTISING MANAGER - KEVIN MALCOM kevin@snowest.com
EDITORIAL STAFF - REBECCA BLACKSON
DESIGN - LAVON HORNE
IT DIRECTOR - CHUCK HARRIS
CONTROLLER - CLAYTON WARD
ACCOUNTING - JASON HARRIS
CIRCULATION - CHUCK HARRIS
WEB CONTENT CREATOR - KARCIN HARRIS
NEWSSTAND MANAGEMENT
ProCirc Retail Solutions Group
SnoWest Magazine is published 7 times per year by Harris Publishing, Inc.,
Copyright (c) 2025, Harris Publishing, Inc. All rights reserved. Reproduction in whole or in part, without written permission, is strictly prohibited.
SUBSCRIPTION SERVICES/ ADDRESS CHANGE:
190 1st St. Idaho Falls, ID 83401 208-524-7000 or www.SnoWest.com
SUBSCRIPTION RATES:
SnoWest, $38.95 Print + Digital per year. $12.00 Digital only per year Back issues, when available, $5.00 each.
SNOWDUST
DYNAMIC DUO
THERE ARE INCREDIBLE DEALS ON BOTH NEW 2026 SLEDS AND ON CARRYOVER MODELS. MAKE SURE YOU SHOP AROUND THIS FALL TO GET THE MOST BANG FOR YOUR BUCK.
RIDERS: JUSTIN STEVENS (LEFT) AND SCOTT RHODES
PHOTO: TRISTIN IRONI FOR SNOWEST
SNOWDUST
IN IT TO WIN IT
SKI-DOO IS ALL-IN ON THE 2026 SUMMIT X WITH EXPERT PACKAGE. THE SLED HAS THE NARROWEST STANCE WE’VE SEEN ON A MODERN MOUNTAIN SLED. AT 32-INCHES WIDE, THE EXPERT IS NIMBLE AND EASY TO MANEUVER. IF YOU ORDERED ONE OF THESE, YOU’RE IN FOR A RIDE.
RIDER: MASON RUTLEDGE
TRISTIN IRONI FOR SNOWEST
PHOTO:
POLARIS RACE SLEDS READY TO DEFEND
The 2026 600R and 600 INDY Cross Country race sleds from Polaris both come in as defending champions, with Emil Harr and Judnick Motorsports coming off backto-back ISOC SnoCross Championships, and Evan Peppel and Aaron Christensen winning Pro Factory 600 and Pro Open Championships respectively last season with COR Powersports Cross Country.
The 2026 Polaris 600 INDY Cross Country is built with the 600 Patriot Engine to dominate the toughest crosscountry tracks in the world from the Iron Dog to the I-500.
The Matryx platform delivers breakthrough rider-first ergonomics developed on the race track. A narrow, sculpted cockpit allows the racer to move with the sled, not around it, improving handling and control. The racer’s connection to the sled unlocks the next dimension in performance
The INDY Cross Country is purpose-built with the best components such as chromoly torque arms, and heavy
duty A-arms and spindles – the same components that won every COR Powersports Cross-Country race in 2025. The 600 Patriot is a purpose-built race engine, with 8 percent more power, and a broader power and torque curve than the previous engine. It utilizes proven Patriot architecture, along with race-specific porting and a four-injector system. For the new model year, calibration updates improve both durability and performance on the track.
The 2026 Polaris 600R builds on the proven back-toback Snocross Champion winning platform.
Purpose-built for racing, with decades of industry-leading engine development, the 600R engine is built to take racing to the next level with improved porting to increase horsepower throughout the full RPM range and new calibration to make it even faster. Team Polaris engineering team in Roseau, Minn., continues to push technology to deliver the ultimate race sled. d
protect your winter adventures
WITH SNOWMOBILE INSURANCE
As winter sports enthusiasts, we eagerly await the snowy season for the adrenaline rush of snowmobiling. The feeling of the cold air rushing past, the sight of the unspoiled white landscapes—it’s a winter wonderland waiting to be discovered. Amidst the excitement and adventure, it’s essential to ensure that you’re properly protected with snowmobile insurance. Here are a few reasons why snowmobile insurance is a wise decision.
Peace of mind
The most signi cant bene t of snowmobile insurance is the peace of mind it brings. Knowing that you’re covered in case of unexpected events allows you to fully immerse yourself in the winter experience. Focus on the breathtaking landscapes and the adrenaline rush of riding, without the nagging worry of potential nancial setbacks.
Protect your snowmobile
Your snowmobile is a valuable investment that deserves protection. With comprehensive and collision coverage, you can rest easy knowing that repair or replacement costs will be covered in the event of certain damage, theft, or accidents. Keep your ride in top condition without breaking the bank.
Be prepared for the unexpected Accidents can happen, even to the most experienced riders. Snowmobile insurance offers liability coverage, protecting you from the nancial implications of thirdparty injuries or property damage, up to speci ed limits. You can relax and have fun in your winter activities, whether riding on trails or exploring the backcountry, when you have the right protection.
Homeowners insurance
Homeowners insurance may provide some coverage for your snowmobile, but it often has limitations and can have a more costly deductible. A dedicated snowmobile insurance policy ensures that you’re adequately covered speci c to your needs.
Family and friends
Policies can provide off-premises and permissive use, allowing you to con dently have friends and family drive your snowmobile occasionally. You also have the option to add minor operators as drivers, so you can rest easy knowing that you have the right protection if something goes wrong.
Personalized protection
Since no two snowmobilers are alike, snowmobile insurance lets you choose your own coverage options. You can customize your policy to include things like accessory and custom parts/equipment coverage to provide protection if you’ve made enhancements or upgrades to your snowmobile. This way, you can be sure that your insurance plan matches your speci c needs.
Con dence for nancing
Obtaining insurance coverage for your snowmobile is often a requirement from lenders if you have nanced its purchase. Not only does snowmobile insurance ful ll this obligation, but it also provides peace of mind by safeguarding your nancial interests.
Have fun in the winter with con dence, knowing that you have the proper coverage for your situation. Invest in snowmobile insurance and ensure that your thrilling escapades remain just that—thrilling, safe, and unforgettable. Let the snow-covered landscapes be your playground, and let insurance be your safety net.
Scan to get a quote in as little as 3 minutes
to learn more.
TURBO R VS PATRIOT BOOST
ULTIMATE POWER FOR STEEP & DEEP
BY STEVE JANES
Both Polaris and Ski-Doo have developed mountain sleds that accommodate for the various riding styles— whether you want a precise rigid ride or something a little more playful and easier to roll on its side. Both offer suspension options for those who like hitting the big drops or just carving through the trees. And both offer track length and profile options so you can choose a shorter, more playful snowmobile or something that offers superb flotation and quickly gets you up on top of the snow.
So the big question is which of these two snowmobiles delivers the ultimate power that hits instantly and is predictable and consistent?
Ski-Doo’s Turbo R is available on all of the mountain sleds that feature the Rotax 850 E-TEC engine. The Polaris Boost comes on any LE model that comes with the 850 Patriot engine.
Both the Turbo R and Boost churn out 180 hp at elevation. Depending on the model, Polaris is generally lighter; however, Ski-Doo tends to get to boost quicker so it often feels the lightest, especially in deep snow.
The Turbo R seems to be the more friendly power when you are picking your way through the trees and are dependent on throttle control. The Boost tends to make you ride a little more aggressively to keep its turbo spooled up.
When it comes to reliability, recent history shows the Turbo R being a little bit more reliable and requiring less maintenance and tuning. However, Polaris has really improved the Boost over the past couple of years with the reliability trending upward.
Regardless of which way you go, neither one will disappoint you and both will deliver more power than most riders can handle.
STEVE MARTIN
RIDER IMPRESSIONS BRUCE KERBS
A LOOK AT WHAT THE SNOWEST TEST CREW HAD TO SAY ABOUT THE TURBO R VS. THE BOOST
Justin Stevens—With Ski-Doo I would probably pick the Turbo R over the 850 in most riding conditions. The way the Turbo R handles, it’s as easy to control as the aspirated 850s. The turbo comes in so quickly that it makes the power so easy to access it. When you do get into a tight spot it’s just a little throttle to lift the skis and get you up out of the snow. There were several instances where we had such a big group of sleds, that you needed to get out of tracks and take a different line. We would be cutting across trenches and needed to pop the front end up and pivot to prevent dropping into a hole. That is really easy to do with the Turbo R. When I was riding the 2026 Summit Expert Turbo R with the 32-inch front end, we just finished doing a big long pull out of the canyon and up through the trees. I have to admit I really like that sled. The way that it tracks down through the trees is super nimble. You can stay fairly rider neutral and make the turns. At first I was leery of the narrow front end thinking that it may be pitching me left and right. So I was trying to be conscious when I was crossing through ruts. I
was surprised how well it handled. They have really made a huge improvement with the S32 front end. It doesn’t kick. It just works and is a lot of fun to ride.
Bruce Kerbs—The difference between the Turbo R and the Boost is the quickness out of the gate. The power is there, but the Turbo R is just quicker in engagement than the Boost.
Rhett Clark—The naturally aspirated Summits work really well. They have a lot of power at the bottom end. I think Ski-Doo’s 850 is one of the better ones. It packs a lot of power off the bottom and works very similar to the turbo. But once the turbo starts to spool up, that’s where the big difference is. You start getting all that extra power at elevation with the turbo where the naturally aspirated sled starts to lose its power. But with the snow conditions we tested in, the naturally aspirated Summit will take you anywhere you wanted to go.
INSIDER OPINIONS
Matt Entz— For a ride with my absolute favorite riding buddies, I’m taking a Polaris Boost RMK Khaos 165 with the 3.25 track. That configuration with the factory turbo is my favorite weapon to go get gnarly with. Super capable in extremely technical terrain but still fun for the areas that are less gnarly.
But when I’m riding with a group of less experienced riders, I don’t need that much power so I’m taking a Polaris 9R RMK Khaos 155 with the 3.25 track. With the type of terrain that group will be able to safely ride and have fun, this configuration is the most fun to ride in my opinion in the least technical terrain. This sounds like a day for lots of wheelies and silly sled maneuvers.
Tony Jenkins— When I’m riding with other experienced backcountry riders, I prefer the Ski-Doo 850 Summit Expert Turbo 165 because it is all-around the most versatile for backcountry riding, especially with a short tunnel. This snowmobile gives riders increased maneuverability
and power that’s delivered with ease.
Now when I’m with riders with limited experience, I would recommend them to ride the Ski-Doo Summit X 165 non turbo. It is lightweight, has good power, and the track length will keep them on top of the snow.
Chris Burandt— When I’m going on a ride with experienced backcountry riders, I’m a 165 Pro Boost guy everyday. In the terrain I like to ride, the 165 holds an edge better in the steep terrain and allows me to turn up and gain elevation in the steep trees in order to get to the top. A 165 paired with the power of Boost is an absolute weapon. When I’m taking out a small group of riders with limited experience, which is literally what my job has been over the past 18 years, I truly feel it’s tough to go wrong with a 155 Pro 850. The sled is forgiving, handles well and has plenty of power and response to instill confidence in a rider with limited experience.
RYAN HARRIS
SCOTT RHODES
Bret Rasmussen—When riding with other experienced backcountry riders, I always default to the 165 track length on my 850 turbo Summit X w/expert package. The 154 will always be more agile and quicker to respond, but it’s easier to over-ride, making it less predictable and sometimes a challenge to keep it going in the direction I need.
and just want to jump around, the Boost 155s have all the right ingredients for a fun ride.
When I’m taking out less experienced riders, I recommend them to ride the Summit X 165 naturally aspirated sled. There’s no need for a turbo here. The 165-inch track provides good flotation, is more forgiving and easier to mange than the shorter track options. This package is probably the most forgiving option for a group as such.
Dan Adams—When riding with other experienced backcountry riders I take a Polaris Khaos Boost 155 with the 3.25 series 9 track. This sled has been my go-to for many rides in the past couple seasons. I’d choose this setup because of its power, versatility and fun factor. Whether you’re in deep snow and steep terrain … or shallow snow
However, even though the 9R and Boost sleds are a lot of fun and have power for days, riders just getting into the sport would certainly have a blast on an RMK 850. Whether the preference is a 146, 155 or 165, the 850’s offer an awesome ride at a more affordable price. I’ve taught multiple riders on 165 2.75 track sleds and have had great success with that setup.
Jay Mentaberry—When I’m out with experienced riders, I take a Ski-Doo Summit Expert, Turbo with a 154x3-inch track. I feel like I can attack any type of terrain with that sled. It works awesome in the steep and deep, and it flies through the air nicely, too.
For riders with less experience in the mountains I would probably recommend a Ski-Doo Summit, naturally aspirated in a 154 or 165 track. It’s a very easy and forgiving sled, especially for beginners. d
POWERHOUSE TRIPLE THREAT COMPARING THE POLARIS BOOST, 9R AND 850
BY STEVE JANES
Power-to-weight is the key element in deep snow riding. Although power has the ability to overcome a lot of weight, it requires more effort to control your snowmobile—particularly when you’re in steep slopes or/and heavy snow.
So when it comes to making the decision on which Polaris engine will best suit your needs for mountain riding, you really need to evaluate your riding style, where you usually ride and how aggressive you want to be.
The RMK Boost has the power; no doubt about it. But for most riders, power can get you into more bad situations than it can get you out of. You may be able to blast out of one hole but
usually you end up out of control and find yourself in a worse spot. The more aggressive rider who wants constant power at elevation and often looks for big climbs in deep snow are prime candidates for riding the Boost.
The RMK 9R doesn’t generate the insane track speed like the Boost, but it is a little quicker to engage and 25 pounds lighter, making it a little easier to control. Being a naturally aspirated engine, you will notice a slight drop in performance as you gain elevation. But for the most power it will still deliver the performance to get you where you want to go. Still, if you are an aggressive tree rider who needs a lightweight feel and instant
SCOTT RHODES
response, the 9R delivers.
The Patriot 850 is also 25 pounds lighter than the Boost and doesn’t have the bottom end torque of the 9R. It still has enough power to take you up the mountain but its power process is a little slower, making it easier to handle for the less aggressive rider. This is an all-around balanced mountain sled for the rider who doesn’t look for adventure.
With each snowmobile comes a significant price gap. The Boost is the most expensive, running about $22,250 while the 9R is around $20,000 and the 850 comes in at $17,500, making it the better buy if you are on a budget.
The Boost will be a little more finicky with tuning since the engine is slightly more complex with the turbo system. The other two naturally aspirated engines just seem to be maintenance free. Although Polaris has made great improvements with how the Boost spools and maintains power, its engagement is still slightly slower than the instant response of the 9R’s big-bore torque.
The 850 is also quick to respond but just not with the thrust of the 9R. So when it comes to tree riding, the 9R will definitely lead the way in this group. Simply put, the Boost comes with the strongest pull, the 9R with the quickest torque and the 850 with predictable and controllable response.
RIDER COMMENTS
A LOOK AT WHAT THE SNOWEST TEST CREW HAD TO SAY ABOUT THE POLARIS LINEUP
Bruce Kerbs—When it comes to choosing the best Polaris model, I think a lot has to do with the kind of snow conditions you’re normally in. Choice also depends on the length and size of track you normally ride. Sometimes you want the power of the Boost. Other times the quickness of the 9R for tight tree riding is the best way to go. A lot of times you’re not using full power for more than just a few seconds unless you’re on a long uphill pull. The aspirated 850 sometimes doesn’t have enough power, the Boost can have more than you need, but the 9R is just hard to beat. I think the 9R has a better bottom end than the Boost. The one thing that stands
out to me on the 9R is the engine. The power is consistent from idle clear to the top end. It’s a consistent power. It pulls hard out of the gate and just keeps pulling. The backshift on it is great. In the trees, when you need to let off and then get back on it the power is there. When riding in trees, I would prefer the 9R. When it comes to real technical riding like on edges of cornices or through the creeks, it’s a hard choice between the 9R and the Boost. You know what you’re getting with the 9R, but the Boost can be either all on or all off. But it’s hard to compete with the Boost when it’s all on. That extra power can get you through a lot of tough spots.
Justin Stevens—With the Boost, you still need to ride at the speeds you’re comfortable with and in the terrain you’re comfortable with. But you have the power to go where you want. It comes back to once you learn how to ride the turbo and manage the power, it’s always nice to have it there. Earlier in the day while I was riding a naturally aspirated 850 Khaos 155 through the trees, I was following another rider on a turbo. I was having a lot of fun right until the rider in front of me stopped, which forced me to stop. Then he took off and roosted me pretty good. He also left me a 6-foot trench to deal with. At that time I wished I was on a Boost. It comes
BRUCE KERBS
JUSTIN STEVENS
down to when you’re in the backcountry and you have a lot of snow, the aspirated 850 can be a lot of fun, and the 9R can really bridge the gap, but with the Boost you have the option of managing the power until you want it then you can hammer down and go places the other sleds just won’t get you. Still, to me the 9R is one of the best tree-riding sleds because you just know you can get immediate power when you need to make a technical maneuver to turn through trees.
Ryan Harris—When you’re on the Boost and you get the front end up in the air, it’s not like you’re going so much faster because of the turbo. You have the front end in the
air so you’re just constantly chewing snow and so with a higher track speed and you’re on the throttle, you can actually slow your speed down because you hold the front end up. But by keeping the track spinning if you need some uphill momentum you can just let the nose down and you’re right back up on top of the snow. The more wheelie, the less track in the snow. You can just pivot and drop the front and go in the direction you want. On a turbo it’s just a different riding style because you’re pivoting on the axle to turn your sled with that kind of power. The 9R is close to turbo power but with the 850 weight. That’s why it just handles so well.
Brock Genta—This new Pro Boost offers the new handlebar bags on the LE that are super handy and don’t get in your way. The graphics also pop on the snow and look really good. Another upgrade this year are the front and rear bumpers. We were riding through a lot of trees today and the bumpers absolutely worked to protect the sled. On the smaller pines the front bumper just bends them over and keeps going. With the front bumper you have the confidence that it will protect the plastic. The bumpers are easy to get a hold of when you need to move your sled around. Mechanically it’s the same as the 2025 so you know it will perform on the snow.
Rhett Clark— We’ve ridden all three of Polaris’ engines during the last couple of days. For the conditions we’ve been riding in, the 9R has been an awesome sled for what we’ve been doing. It’s got plenty of power, a great bottom end, and it feels lighter than the Boost. If you’re taking yourself up a nasty creek or on a steep sidehill the 9R is not going to wear you out. It’s easier to ride in those conditions where the Boost is heavier. The Boost has tons of power, but some of that power can wear you out. Depending on the rider and how much money you want to spend, the naturally aspirated 850 is a very capable sled and will probably go anywhere you need it to go, but the 9R just makes getting there a lot easier with its low-end performance and more revvy motor. I think a lot of Polaris mountain riders are moving up to the 9R or Boost.
INSIDER OPINIONS
Dan Adams—When riding the backcountry with experienced riders, I would probably take a Polaris Khaos Boost 155 with the 3.25 series 9 track. This sled has been my go-to for many rides in the past couple seasons. I’d choose this setup because of its power, versatility and fun factor. Whether you’re in deep snow and steep terrain, or shallow snow and just want to jump around, the Boost 155 has all the right ingredients for a fun ride.
Now when I take a small group of riders with limited experience, while the 9R and Boost sleds are fun and have power for days, riders just getting into the sport would certainly have a blast on an RMK 850. Whether the preference is a 146, 155 or 165, the 850’s offer an awesome ride at a more affordable price. I’ve taught multiple riders on 165x2.75-inch track sleds and have had great success with that setup.
When I’m working with experienced women riders heading out on a deep snow day, I think they would all really benefit from the 155 3.25 track. By design this track just gets up on top of the snow and drives forward, giving the rider all kinds of opportunities. The 155 is very versatile and can really help riders with or without experience have a great ride.
I would base which engine to put them on by each rider’s
experience. If they are less experienced in mountain riding, I would recommend the RMK 650 or 850. For the more experienced, more confident riders, I think they would enjoy either the 9R or Boost.
Chris Burandt—For me personally, I’m a 165 Pro Boost guy everyday. In the terrain I like to ride, the 165 holds an edge better in the steep terrain and allows me to turn up and gain elevation in the steep trees in order to get to the top. A 165 paired with the power of Boost is an absolute weapon.
When taking out less experienced riders, which is what my job has been for over the past 18 years, I truly feel it’s tough to go wrong with a 155 Pro 850. The sled is forgiving, handles well and has plenty of power and response to instill confidence in a rider with limited experience.
During the times I take out experienced women riders, I still feel like a 155 Pro 850 fits the bill. Again, the importance of instilling confidence is crucial. Depending on the type of terrain the group would be looking to ride is how I would base my decision on the exact sled. If it’s more medium terrain with a lot of rolling meadows I would go the Khaos route; however, if sidehilling and some hillclimbing were involved I’d go with the Pro. d
ARCTIC CAT M SNO PROS
FOR MOUNTAINS, TERRAIN AND FOR EXCITEMENT
BY STEVE JANES
Just when it was starting to look like Arctic Cat was preparing to take a hiatus from the snowmobile market for 2026, last minute corporate changes and some late spring scrambling from the engineering department have kept the snowmobile manufacturer in the game and with some significant product introductions to balance out its mountain lineup
The tested and proven M 600 Sno Pro is back and offers a combination of light weight, agility and affordability. It is quick, responsive and will get you where you want to go. Although the CTEC2 600 cc twostroke engine is strong, it does have its limitations in high elevations and deep snow.
The next step up is the M 858 Sno Pro, which has all the quickness and agility of the 600 but with impressive power, which makes it a true high elevation and deep snow performer. Introduced in 2025, it has instantly become the flagship of the Arctic Cat mountain line.
Both the M 600 and M 858 are easily recognizable with their Alpha One single-rail rear skid. They both feature AC5S shocks and the AWS front end. The M 600 comes with
either the 146x2.6-inch or 154x2.6-inch tracks while the M 858 comes in 154 or 165 track lengths with either 2.6-inch or 3-inch lugs.
Also in the Sno Pro line is the Catalyst ZR Sno Pro which is designed to be a crossover from trails to terrain. It comes with either the 600 or 858 C-TEC2 engines. The Catalyst ZR Sno Pros go with the twin rail system rear skid with AC5S Sno Pro shocks. Both engine packages are available with either the 129-inch or 137-inch tracks.
Finally, the Catalyst Riot Sno Pro completes the package for aggressive riders who prefer the more off-trail-oriented track (146x1.75-inch Hurricane) and either the 600 or 858 powerplant. It features a Cross-Action rear skid to swallow the bumps and handle the jumps.
Of the six sleds include in the Sno Pro line, two (Ms) are designed specifically for deep snow and flotation; two (ZRs) are designed for hardpack and backcountry trail riding; and two (Riots) are designed for aggressive terrain riding but are still suited for the trails.
BRUCE
INSIDER OPINIONS
Tayler Anderson Peck—When I’m out with other experienced riders, I want to ride the Arctic Cat Catalyst M 858 154. This sled and track length allow you to travel through a variety of terrain.
But if I’m with a group of less experienced mountain riders I would prefer to have them on the Arctic Cat Catalyst M 600 154. This sled is a great sled to learn on; not too much power but enough to learn the basics.
When I’m out with other women, depending on the past experience of the women riders and sleds they’ve had experience on, I would recommend them taking either the Catalyst M 600 or M 858 in the 154-inch track length.
Kyle Huetis—When riding with other experienced backcountry riders, my sled of choice really depends on the snow and elevation. But I would say best overall track length is 154 for any sled. Personally, I like to ride a 146 since we are at a lower elevation in Seeley with denser snow conditions. In higher elevation like Colorado, I would suggest 165 tracks. The shorter the track you can ride without constant stucks will provides the most play.
However, if I’m taking out less-experienced mountain rid-
ers I would likely stick most of them on 154-inch tracks. And If I have women in the group, again I would recommend the 154-inch tracks. They are not too long, not too short and would provide the best setup. Women love the Catalysts with Alpha rail since it’s easy to pull over on its side.
Dave McClure—When I’m out with experienced riders, I would want to be on the 2026 M 858 Sno Pro with the 154x3-inch track. I like the 3-inch track because it’s so lightweight and works amazing in the deep snow.
If I’m taking out some less experienced riders, I would want them on the 2026 M 600 Sno Pro ES 154x2.6-inch track. This sled offers electric start, it is extremely lightweight for them to learn how to ride in deep snow, it has manageable power and is paired with the 2.6-inch track that does great in all snow conditions. It’s also the perfect snowmobile for female riders.
When I’m recommending the best buy for someone wanting to upgrade to a new sled with limited funds, I would recommend the 2026 M 858 Sno Pro 154x2.6. With the sport gauge it sells for $17,799. You get a lot of snowmobile with this package and you’ll have just as much fun as the guys on the $25,000 sleds. d
RIDER IMPRESSIONS
A LOOK AT WHAT SNOWEST TEST RIDER BRUCE KERBS HAD TO SAY ABOUT THE NEW HCR AND HCX SLEDS
Although it was late spring riding, and the snow was really starting to show that heavy spring base, both the M 858 Sno Pro and the HCR had great power. The snow conditions made them feel a little heavier, but the Sno Pro was still pretty easy to roll up on its side. I found it a little harder to get the HCR on its side, but once there it would hold an edge a little better than the M 858. I still find the Alpha single rail to be very pre-
dictable, but it would wash out on a sidehill a little more than the twin rail of the HCR. It felt like the clutching was geared down a little bit from last year. Although the HCR did better on the sidehills, I found the single rail didn’t pack as much snow which made it handle lighter. Between the M 858 and the HCR, I found the three-inch track worked better with the Sno Pro. You can only get the 2.6-inch track on the HCR.
SUMMIT X LYNX SHREDDER DS
BY STEVE JANES
For most western riders, the Ski-Doo Summit X has established a reputation as one of the most dependable performance mountain snowmobiles for attacking the steep and deep. The Lynx Shredder DS, on the other hand, is the new kid on the block and most mountain riders haven’t had much first-hand exposure with it in the backcountry.
So for most, it’s just safer to gravitate to the more familiar Ski-Doo and maintain the “wait and see” attitude for the Lynx.
and fluffier snow conditions.
When you first look at the two snowmobiles side-to-side, you see the unique features that have made Ski-Doo shine in mountain conditions. There are a lot of similarities in the chassis, shape and plastic between the Shredder and Summit. Both feature the Rotax 850 E-TEC or Turbo power packages.
But Lynx is here to stay and is making significant changes to accommodate the North American market. This Scandinavian sled is starting to evolve from relying on its incredible rear suspension that smooths the bumpy trails found in Finland to being a little lighter and more adaptable to higher elevations
The Shredder dropped about six pounds and improved the track approach to make it get on top of the snow better. The MATHIEU HAMEL-GAGNON
But with a closer look you notice that even the Shredder DS revamped Radien 2 chassis with its shorter, tapered tunnel has a different rear skid. The PPS3-DS rear suspension is a little beefier than the Summit X’s REVGen5 platform with its short tunnel and tMotionX rear skid with coil-over shocks.
Summit X dropped 14 pounds to make it even lighter and quicker on the snow. And the Summit is a little lighter than the Shredder.
If you’re looking for deep snow performance and flotability, the Summit X has the advantage. If you want to get through the deep snow but enjoy taking the bigger drops and more aggressive trail ride, then the Shredder DS has a slight edge.
The Shredder DS does benefit from the new Twin-Link steering system that is also found on the Summit Expert. This system delivers a more precise steering in technical terrain or just blasting down the trail. The Summit X will likely have to wait until 2027 to upgrade to the Twin-Link steering. Both sleds have a 34-inch ski stance.
Lynx offers a 15-inch-wide track while Ski-Doo offers a
16-inch-wide track. The Summit X also has the PowderMax Ultra-light track with FlexEdge making it easier to roll from side-to-side with minimal effort. The Shredder DS uses a PowderMax X-Light track but with the PPS3-DS rear skid will hold a more predictable sidehill. Both come with 155x3-inch and 165x3-inch tracks.
Price-wise, both are very comparable around the $18,000 range. And both come with SHOT push-button start.
The Shredder DS is designed for aggressive handling, superb sidehilling and distinctive handling down the trail. The Summit X is all about lightweight and deep snow performance. Both represent the top of the food chain in the steep and deep.
RYAN HARRIS
IMPRESSIONS
A LOOK AT WHAT THE SNOWEST TEST CREW HAD TO SAY ABOUT THE LYNX AND SKI-DOO SLEDS
Bruce Kerbs—As far as the power goes, the Shredder DS and Summit X are the same—both hit hard and fast. The good thing about the Shredder is that Lynx put the Twin Link steering on both its mountain sleds. You can really notice the turning radius on the Shredder DS. It turns much tighter this year.
Justin Stevens—Lynx has totally redone the rear of the Shredder DS. The skid is different, and the geometry and valving in the rear are different. It now will plane out on the snow much better than last year. The Lynx is still surprisingly different in ride from the Ski-Doo. You may have the same engine and similar clutching and the plastic may be similar, but when it comes to the ride these are two different sleds. I feel like the Lynx wants to be ridden a little
more aggressively than the Ski-Doo. You have to ride the Shredder DS a little bit more but the changes this year makes it a little easier to ride. Lynx actually made a lot of changes this year. They changed the tunnel—made it shorter and tapered it in the back to allow it to move through the snow when you’re sidehilling a little better. Lynx is a Scandinavian-based company and is probably a little more into the type of riding they do over there—lots of rough trails. They are now breaking into the North American markets. They’re learning. But the awesome thing about that is they’re making a strong effort to compete in this market. So far they are doing really well. Although Lynx is owned by BRP and uses a lot of Ski-Doo parts, fundamentally the sled is different. Even though it does kind of look like a red Ski-Doo, as far as the way the suspension is designed the sled rides quite a
bit different. The ski is new this year, but it’s not like Ski-Doo’s ski so it performs a little different. I didn’t like the ski last year. It was hard to ride in the deep snow. It just had way too much surface area. When you’re trying to get a ski to drop into the deep snow to cut and carve, it just wasn’t doing it. It had good flotation, but it just didn’t perform. This year the ski is better. A huge improvement. It still takes a little bit of getting used to at first. There’s just different ergonomics and they all maneuver a little different in the snow. This year Lynx actually made the tunnel a little skinnier from top to bottom and in doing that they raised the running boards in the back an inch or two. When I first got on the Shredder DS, even before I was aware of the change, I could tell a difference because my heels were up a little bit more and I was in a more aggressive stance.
Rhett Clark I would say the Shredder DS is more of the mountain version which you would see most mountain riders riding. Although it has a similar feel as the Summit X, they do handle differently. The skis on the Shredder are completely different from the Summit. I actually prefer the Summit skis over the Shredder for the snow conditions and terrain I generally ride. They are a little easier to sidehill and seem to work better in mountain conditions.
For 2026 Lynx has done some improvements on the Shredder DS which makes it better than last year. Lynx has the Twin Link steer which makes it handle much better and they did cut a little weight out of the Shredder DS to make it feel much lighter. But it still feels and steers a little heavier than the Summit X. d
BRADY KAY
NON DEBATABLE
MUST-HAVE GEAR FROM BCA
BY BRADY L. KAY
Ford versus Chevy. Polaris versus Ski-Doo. Home Depot versus Lowes. In life there is enough to debate over to keep forums and chat groups busy year round. However, when it comes to being safe while backcountry riding, there is zero debate on what you need with you at a bare minimum.
First of all, there is no excuse not to be wearing a beacon that is on and transmitting as you tackle the mountain terrain. And if you have to leave your sandwich and beef jerky in the truck to make room for a shovel and an avalanche probe, then do it! Once again this is not debatable. Beacon, shovel and a probe are your basics. To take it a step further, having a radio to communicate
BCA TRACKER S
with the others in your group would be a nice addition as well.
If you’re looking for a “one stop shop” to ensure you’re ready for the upcoming season, Backcountry Access (BCA) has you covered. Founded in 1994 by hard core backcountry enthusiasts from Boulder, Colo., BCA’s primary focus has always been to innovate avalanche safety gear to make the backcoun try a place for all to enjoy. We’ve had complete success with BCA products over the years and there’s nothing better than investing in top-quality safety gear that you hope to never actually
The new Tracker S is the smallest and lightest of the BCA beacons and is considered the baseline model. The popular beacon includes the same ease-of-use and instantaneous real-time display as the Tracker 3+ and Tracker 4, minus the motion sensing or upgradeable software. The Tracker S is equipped with Signal Suppression (SS) and Big Picture (BP) modes for no-nonsense mul tiple-victim searching. The BCA Tracker S retails for $299.95.
use. We tested some 2026 BCA products last spring ahead of the official release and they held up nicely to the challenge.
BCA DOZER 2H-S AVALANCHE SHOVEL
Another new product for 2026 is the Dozer 2H-S shovel. BCA offers a wide variety of avalanche shovels starting at $69.95, but the “hoe mode” and a hidden 9-inch folding wood saw stowed in the shaft of the Dozer 2H-S is what makes it so popular. Not that we like to admit it, we did get plenty of opportunities to use the shovel and saw, especially during late spring rides when the snow was getting soft.
BCA’s ovo-concave shovel shaft is the first of its kind,
designed to prevent breakage while prying. Inspired by its legendary D-2 EXT Dozer shovel, BCA engineers have taken its oval design and added a concave radius on both sides to make it even stronger without adding weight. Like a highend lacrosse stick, this shape also enables better grip in the palm, reducing slippage while shoveling. Retailing at $129.95, all BCA extendable models are designed to meet the UIAA standard for avalanche rescue shovels.
BCA STEALTH 270 AVALANCHE PROBE
The Stealth 270 Probe retails at $79.95, and is one of the seven different options available from BCA that range from $64.95 to $124.95. The new probe quickly goes from 17.7 inches when collapsed to 106 inches fully extended in seconds. All BCA probes feature dual-sized depth markings that are
easy to see when you’re performing a rescue or logging a snow profile. Pro-level aluminum models are laser-etched to prevent wear. Its Stealth Quick-Lock hardware creates a smaller bundle when folded up and eliminates loose cables that can whip you in the face when you’re furiously probing.
Designed specifically for backcountry recreation, the BCA BC Link Mini Radio (North America Edition) is also new for 2026. It is the manufacturer’s most compact and accessible single-unit radio. The BC Link Mini is durable, easy to use, and is designed specifically for backcountry
recreation in any weather. Find separated friends, communicate plans, and share observations in real-time with the BC Link communication system. The BC Link Mini also comes with three rugged attachment options optimized for use with BCA airbags, backpacks, and vests.
BCA BC LINK MINI
RESCUE PACKAGES
Jumping in to obtain the bare minimum safety equipment is an investment, but it’s one you can’t afford not to make. BCA takes it a step further by offering Avalanche Rescue Packages that include a beacon, shovel and probe at a variety of different prices to help get you started. The
next step would be a Float Avalanche Airbag, which BCA offers a solid selection of, but we’ll save that review for another day. For more information on the different products BCA offers visit www.backcountryaccess.com d
SEASONED CHAMPION
JANNE TAPIO, LYNX PROJECT MANAGER, IS A TWO-TIME FIM WORLD SNOCROSS CHAMPION. TAPIO AND THE LYNX R&D TEAM ARE PUSHING THE SHREDDER DEEP SNOW MODELS TO NEW HEIGHTS, WITH LIGHTER WEIGHTS AND BETTER DEEP-SNOW MOBILITY.
