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SNOWDUST
PRO TIPS
SKI-DOO HAS MADE ITS COLORWAYS COMMON ACROSS THE SUMMIT LINEUP. SO HOW DO YOU KNOW WHAT MODEL YOU’RE LOOKING AT? FOR 2026, YOU CAN IDENTIFY THAT THIS SLED IS A SUMMIT X BY ITS FORGED UPPER A-ARM AND LACK OF HAND GUARDS. THERE’S ALSO AN X ICON ON THE FRONT GRILLE BENEATH THE BUMPER, BUT IT’S SMALL. SAME GOES ON THE DASH ABOVE THE GAUGES. IF YOU CAN SEE THE REST OF THE MACHINE, YOU CAN ALSO SPOT DIFFERENCES IN THE REAR SUSPENSIONS: THE 2026 SUMMIT X HAS A COILOVER REAR SUSPENSION; THE SUMMIT X WITH EXPERT PACKAGE HAS A TORSION SPRING.
RIDER: STEVE MARTIN
PHOTO: TRISTIN IRONI FOR SNOWEST
PAIR OF KINGS
THE SUN GODS HIT JUST RIGHT ON THIS TEST SESSION ABOARD THE 2026 POLARIS LIMITED EDITION RMKS.
RIDERS: SCOTT RHODES (LEFT) AND CAL
LARSON
PHOTO: TRISTIN IRONI FOR SNOWEST
the challenges, Arctic Cat always finds a way to not only survive, but to come out better than before.
Cat may change corporate offices, but the talent at Thief River Falls in Minnesota continues to plug on and turn out great new snowmobiles. For 2026 Arctic Cat may have gotten a slow start while corporate executives worked out the final arrangements in management and finance, but much to our surprise there were four all-new models in the final stages of development that were ready to be released late last spring. And for western riders, two of the models were made especially for aggressive deep
EXT Special was brought back with an 858 C-Tec2 engine, it was the introduction of the HCX and HCR that brought excitement to the riders of the deep and steep.
The HCR is for the hillclimb racer while the HCX embraces the hardcore extreme rider. Although both focus on the most stringent aggressive riding styles, they are designed to take technical performance in the deep snow to a new level.
Both start with the Catalyst platform and the 858 C-Tec2 engine. Both have the Float Action mountain suspension (twin rail design) and FOX QS3 shocks. But
after that, subtle differences start to appear that create separation in how the two perform.
At first you will notice the HCR comes with a black and gold color combination with a black tunnel, tunnel, rails and spindle while the HCX is painted black and silver with a silver tunnel, rails and spindles.
The HCR features the AWS 36 vertical steering post while the HCX comes with the AWS 36 with a laydown steering post. And finally, the HCR features a 154 x 2.6inch PowerClaw track while the HCX has the 146 x 2.6-inch PowerClaw track. The steering post affects the feel of the two snowmobiles’ reactions to technical riding while the tracks affect how the two sleds handle in deep snow.
The HCR is built to stay grounded and generate forward thrust while navigating the steep and deep while the HCX is built to be quick responding to spins, bumps and jumps. The HCX also comes with a full-length tunnel heat exchanger to help with cooling in hardpack snow conditions.
The HCR is a technical riding step up from the M Sno Pro 858 while the HCX is a deep snow performance jump from the Riot ATAC. Both strengthen Arctic Cat’s presence in those specific segments of the snowmobile industry.
Not only did Cat land on its feet after this most recent change in ownership but it is entering the 2026 season ready to pounce on the competition. Cat is back.
RIDER IMPRESSIONS
A LOOK AT WHAT SNOWEST TEST RIDER BRUCE KERBS HAD TO SAY ABOUT THE NEW HCR AND HCX SLEDS
Since it was late in the spring when I got a chance to ride the 2026 Cats, I only had a chance to test ride the new HCR with the M 858 Sno Pro in setup snow conditions.
But I did get to take a close side-by-side look at both the new HCR and the HCX in the shop. Both these models come with the twin rail rear skid which seems to be better suited for the more aggressive rider.
Although the HCR is a little harder to get up on its side than the Sno Pro with the Alpha rail, it holds an edge a little easier and sticks to the sidehill better which allows you to maintain your line when negotiating technical terrain. Although the Alpha rail is still very predictable, it will wash out a little easier than the twin rail.
The advantages the HCR has over the Sno Pro is in sidehilling and being a little more durable on the jumps, whereas the single rail on the Sno Pro doesn’t pack the extra snow in the tunnel so it feels lighter in deeper snow conditions.
For most mountain riding conditions, I think I would still prefer the Sno Pro over the HCR unless I’m getting into the technical areas where holding a line is critical. But where the HCR only has 2.6-inch lugs, it’s nice to have the 3-inch lugs on the Sno Pro track in the deeper snow.
When it comes to steering, there are two basic concepts— the vertical and the laydown steering posts. The vertical design is similar to Polaris; the laydown design is similar
to Ski-Doo. Cat has put the vertical on the HCR and the laydown on the HCX to offer a choice for its riders. Both the HCR and HCX look very similar except for the shock package.
The HCR has some similarities in handling with the SkiDoo Freeride. Overall, the HCR is more comfortable to sit, stand and ride … and I think it’s actually easier to ride than the Freeride because it feels lighter. But with a 2.6-inch lug it likely won’t perform as well in the deep snow as the Freeride. And I think the Freeride clutching feels a little better—perhaps more refined since it’s been around longer.
Cat was ready for these new products. I was quite surprised with what they had for 2026 with all the movement going on within the company. But I think they were ready with these new models and it won’t be too much for them to handle this year. I do wish there would have been a three-inch track profile with a twin rail … but perhaps it is wise not to release everything in the first year.
I could sense that the Cat engineers were all excited for these changes. It’s like it is a new chapter for Arctic Cat and everyone is anxious to put in the time to get them to where they want to go. I also feel the entire industry is excited for the enthusiasm that Cat’s bringing to the industry. The industry needs Cat. Competition tends to push each manufacturer to better meet their consumers’ needs and wants. 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.
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SUMMIT X, EXPERT OR FREERIDE
BEST MATCH FOR MY RIDING STYLE
BY STEVE JANES
In the Ski-Doo mountain line there are three snowmobiles—Summit X, Expert and Freeride—that do everything good, with each of the three doing something specifically better. On any given day, with any type of snow condition, any one of the three could keep pace with anything on the mountain and deliver superb performance.
Each of the three features similar track options. The Summit X and Expert offer three track options—16x154x2.5, 16x154x3 and 16x165x3 PowderMax tracks, though the track construction and design differs between X and Expert. The Freeride features four track options that come in the 15-inch width—146x2.5, 154x2.5, 154x3 and 165x3.
Each of the three is available with the 850 E-TEC or
Turbo R powerplants. All three are on the Gen5 platform and the RAS 3 front suspension. The Summit has the tMotion X rear suspension while the Expert and Freeride feature the tMotion XT rear suspension.
The major difference between the three comes with the suspension packages. Basically, the Summit X is built to be lightweight, easy to ride and agile in deep snow conditions with a 34-inch ski stance with a forged upper control arm, new S-module chassis component and new lightweight coilover rear suspension. It is the easiest of the three to initiate side role. The Expert offers a more rigid ride and a 32-inch ski stance with the all-new Twin Link steering system. It delivers sharper handling and
STEVE MARTIN
more predictable sidehilling. The Freeride features the premium suspension package based on a 36-inch ski stance and a Rack Steering system. It is designed for the most aggressive style of riding to exploit its performanceoriented suspension.
Predictably, the Summit X is the lightest of the three, weighing 428 pounds on the 154-track setup. The Expert 154 weighs 438 pounds and the Freeride 154 comes in at 442 pounds.
The Summit X is the easiest, most forgiving ride of the three. The Expert delivers the best control in technical terrain and steep sidehills. The Freeride allows you to pound the bumps and absorb the big drops with its KYB
The Summit X is the most affordable of the three with the retail price starting at $16,299 and going up according to the track and engine package. The Expert is the most expensive, starting at a base price of $17,699. The Freeride base price is $17,549.
If you want a snowmobile that is light, nimble and easy to control even in the deepest snow conditions, look at the Summit X. If you want to spice up your riding adventure with sharp spins in the steepest terrain, the Expert is self-identifying. If you like hitting the jumps, blasting through the bumps but still being capable of riding in the steep and deep, the Freeride can’t be beat.
Pro 40 EA-3 shocks.
RIDER IMPRESSIONS
A LOOK AT WHAT THE SNOWEST TEST CREW HAD TO SAY ABOUT THE DIFFERENCES WITH THE 2026 MODELS
Bruce Kerbs—The Summit X and the Expert are much more different this year. The X has a coil-over rear suspension while the Expert has the Twin Link 32-inch front end. I couldn’t decide if I liked the coil-over suspension on the X better, or if I liked the Twin Link with the narrow front end better. I think it made them two different sleds, which is better. It’s hard to decide which of the two is more playful. You have the tMotion in the X that reacts really quick and the coil-over suspension makes it that much more rideable. But the Expert turns a lot better. I would say the Expert is little easier to steer through the trees. It requires less input and you can stay a little more neutral with the narrower ski stance. But the X has definitely improved a lot with the change in the suspension. It’s a little easier to maneuver. But the Expert probably still maneuvers better. The Expert has always been one of my favorite sleds. Ski-Doo has done a great job with the consistent power and great clutches right out of the box. The new Twin Link steering really makes this sled that much better. Down the trail this thing trails easier
and you don’t feel bump-steer or the handlebars wiggling at all. It keeps its line. I was a little apprehensive with the 32-inch front at first but this new steering system handles well. It’s a great addition. There’s a lot of little things you don’t think about when you’re riding, like with the narrower front you are bringing more compact snow closer to where the track can use the added base, and on the sidehill you have a ski that is tucked under you more. I feel like I have a little more track on the snow with the narrower ski stance. The 2026 Expert is much easier to sidehill than last year’s Expert. It’s been easier to adjust to this year’s sled quicker. It just feels better. It is very predictable and you know where it’s going and it holds its line. The shorter tunnel and shorter cooler are good additions. They have lost some of the weight and the shorter tunnel definitely helps you when you’re climbing and are about stuck. It helps you to be able to get out of the hole a little better. When it comes to the turbo engines, the Expert Turbo R definitely pulls harder. It just feels better on the bottom end when the turbo starts
engaging. Through the trees, I feel like my riding position could remain more neutral with the 32-inch front end.
Brock Genta—I’m a huge fan of the 32-inch ski stance on the Expert. It made the snowmobile so easy to initiate turns. It took very little energy to get the thing to go where you wanted. It is really easy to ride—it handles well on sidehills and goes through the ruts. You do still get bucked a little when you go through old ruts, but it is so much better holding a sidehill. We were riding on some pretty steep sidehills but it held the slope well and was easy to make the turns. On the trails, the 32-inch front end handles as well as the 34-inch front end. You couldn’t tell a difference. It was stable. The shorter tunnel meant less drag, for sure. We were in a couple of deep-snow zones where we were on the throttle pretty heavy and you could tell there was definitely less drag. With the smaller coolers you could tell there’s less weight in the rear end. The cooler is actually more efficient even though it’s smaller.
Justin Stevens—It’s funny that the rear skid on the X and the front end on the Expert have really moved in different directions. But I really didn’t notice much difference in how the rear end in both sleds reacted. However, with the new front end of the Expert, you could really feel a difference in ride. They’ve changed pretty much everything up front. The linkage is changed, the spindles are changed, the ski is specific for the S32 front end so it’s hard to pinpoint what single element is the best. Compared to last year’s Expert, with all the new changes I thought there would be a learning curve in figuring out how this was going to handle. I thought it would be really tough to ride a 32-inch front end. But to be honest I think it is actually easier to ride than the 34-inch front end. I don’t think that has to do as much with the width as it does with the geometry and skis—everything they’ve done to the front end to make it rideable. We just came up a groomed trail and I was on the Expert with the 32-inch front end and it was actually really impressive. I was waiting for it to dart from left to
MATHIEU HAMEL-GAGNON
RIDER IMPRESSIONS
A LOOK AT WHAT THE SNOWEST TEST CREW HAD TO SAY ABOUT THE DIFFERENCES WITH THE 2026 MODELS
right or move around. But when they say they eliminated the bump steer by 50 percent you can totally feel that. The sled actually feels more stable on the front end, more stable than what I expected going down the trail. The skis seem to work really well, they hook up well, they turn, they’re really aggressive. In the mountains where we’re following other sleds, I never lost a corner—it held up really well. Our snow conditions were a little weird. There were several layers with powder on top and a firm base but you could occasionally break through. The Expert definitely felt much more stable. There were a few instances where I had a tendency to override it. When we were coming up out of the bottom of the drainage, where you have to quickly go from a left to a right, if you lean a little too far it’s going to move quickly and you may miss your line. It does take a little bit of a learning curve to get to where you’re not over-riding it. But honestly, it wasn’t that big of a learning curve. It was fairly easy to adapt. In those riding conditions we managed
to dig some giant holes. But with the narrower rear end of the tunnel we were able to bounce right back out of them. The tunnel is shorter. One question everyone had was with the smaller heat exchangers whether the cooling would be affected. I didn’t noticed a difference. They did their job just fine. On the trail I didn’t seen them get any hotter than they normally do.
Rhett Clark—With the 32-inch front end and Twin Link steering on the Expert, it really makes this sled more rideable for steeper terrain. You can take this thing off a steeper slope and sidehill easier without it trying to pull you downhill. You can pick your line easier. The rear end reacts better. The 32-inch ski stance tips into the hill a lot easier. The steering is smoother. There’s no play in it. It’s really precise. Compared to last year’s Expert, this sled is much easier to control in steeper terrain. You just don’t have to put as much effort into sidehilling. Most of the snow we
were riding in was set up. But when you got into the steep areas in the trees where the snow had been collecting, with the shorter tunnel there were fewer things to get hung up so it moved through the snow better. Although the track length is still the same as last year, with the shorter tunnel the snow can evacuate from the track easier when you’re making tight spin-around turns. Comparing the Summit X with the Expert, these two snowmobiles handle differently. The rear end of the X is more playful because of the tMotion and new coil-over shock. It’s more playful side-toside and easier to tip. With the Expert, the front end with the 32-inch stance is easier to tip and allows you to use the front to initiate the sidehill; with the X you initiate the sidehill with the track. The new coil-over shock has better compression and rebound dampening to last year’s Summit X. The front end has new forged aluminum a-arms which gives it an even lighter feel. The Summit X lost a little more weight than the Expert so it is just easier to throw around.
I’d say the Expert is more for an advanced rider who wants to take the sled into steeper, more technical terrain. The rear skid doesn’t react as quickly as the tMotion skid so it’s just more predictable in handling. You can pick and hold a line easier. When it comes to trying to select the right track, the 165 will hold the sidehill a little better than the 154 since there’s more track back there and you are less likely to wash out the rear end. In the deeper snow the 165 will stay on top just a little better, making it harder to get stuck. However, the longer track does take a little more emphasis to turn the sled back up hill. The longer track does react slightly slower so it takes a little more effort to get it out of tricky situations. When the snow is set up like today, on an 850 E-TEC sled you may be able to feel the difference in track length a little bit more … but on the Turbo R, you really don’t notice any weight difference between the 154 and 165. When the turbo is spooling up, everything feels lighter.
INSIDER OPINIONS
Tony Jenkins—If I’m taking out a small group of riders with limited experience, I would choose an 850 Ski-Doo Summit X 165 non turbo. It’s lightweight and has good power. The longer track helps to keep it on top of the snow. This would also be my choice of sled if the group consists of experienced women riders who may not be accustomed to mountain riding. If I’m going on a family ride that may include both older and younger riders, I would ride a Ski-Doo 850 154 Summit X non turbo. This is the perfect sled for Island Park snowmobiling. Bret Rasmussen—When I’m taking a group of riders with limited mountain riding experience, in the best interest of
ensuring they have the best experience possible, I would put them on Ski Doo Summit X 165 with the 2.5-inch lug. The engine package would be an 850 naturally aspirated; no need for a turbo here. The 165-inch track provides good flotation and is more forgiving. It is easier to manage than the shorter track options. This package is probably the most forgiving option for a group experiencing the mountains for the first time.
Having said this however, I would still take the opportunity to provide instruction for their benefit to help them improve their riding techniques and increase their potential for a great outdoor experience. d
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PRO RMK VS. RMK KHAOS
HIGH FLYING OR STAYING GROUNDED—YOU CHOOSE
BY STEVE JANES
BRUCE KERBS
There are two types of mountain riders—those who are looking for the challenge of powering through the steep and deep most efficiently to get to their destination, and those who want to reach the same destination but are more interested in the excitement of the ride.
The Polaris Pro RMK is designed to keep you in total control while it gets you through the snow. It stays grounded with the emphasis on pushing forward and staying level on top of the snow. It holds a line and allows you to be more predictable in direction.
The RMK Khaos, however, allows you to get a little out of control, jumping out of the snow, spinning quickly for tighter turns, and quickly reacting to your change in directions. It’s designed to reward the aggressive rider with more options in technical terrain, allowing you to quickly choose different lines while maintaining momentum through tight trees and up steep slopes.
The Pro RMK suspension is calibrated to enhance stability, whether you have the 155- or 165-inch track and being powered by the 850 Patriot, 9R or Boost engines. The Khaos
offers the same engine packages but come with a more dynamic suspension which enhances weight transfer in 146-, 155- or 165-inch tracks.
With comparable engines and track lengths, the Pro RMK will usually be around five pounds lighter than the Khaos, mostly due to the suspension and shock package. Although both feature the RMK React front suspension, the Pro comes with WER Light shocks while the Khaos features WER Velocity Hi-Lo shocks.
The rear suspension features the main change in the dynamic
handling of the two sleds. The Khaos has the RMK Khaos rear suspension with WER Velocity Hi-Lo shocks while the Pro features the PRO RMK rear suspension with WER Light shocks.
For 2026 the most significant changes in both the Khaos and the Pro models are featured on the spring-only Limited Edition models. These models come with the Burandt Edition lightweight front bumper and heavy-duty rear bumper, along with the Burandt quick-detach handlebar bags. The LE models also feature the 7S Display with Ride Command, WER Velocity shocks and a unique color scheme with chrome graphics.
SCOTT RHODES
RIDER COMMENTS
A LOOK AT WHAT THE SNOWEST TEST CREW HAD TO SAY ABOUT CHOOSING BETWEEN THE PRO AND KHAOS
Ryan Harris—The Pro is a great sled. When we went out last week I was on the Pro and it was fun: it was great. But when you get on a Khaos it’s like, “Oh, this is more fun.” It wheelies easier. It’s more playful. It just brings the front end up quicker so you can just carry that front end and walk it on the track, and then set it where you want. The Pro forces the front end to stay down. When the skis are in the snow it’s a heavier steer, more of a shoulder workout to maneuver it. But when you get into those drainages, it just drives straight across them where the Khaos tends to drag the tail end a little more. The most noticeable difference between the two is the suspension setup—longer torque arm, longer limiter strap.
Justin Stevens—When riding those steep sidehills and super technical stuff the Pro is actually a nice sled to have because you could maintain momentum easier. You have a little more control than the Khaos because the Khaos would keep wanting to lift the skis. The Khaos is more playful but sometimes you want to be more grounded in technical terrain. It also comes to a person’s riding style. I think some people really don’t like that playful feel. The Khaos is kind of fun because you can just grab a handful of throttle and lift the front end up and set it down wherever you want, pick your direction. With the Series 9 325 track in the heavier snow it’s nice to have the Pro because it’s
a little more grounded. The Khaos does want to lift the skis a little bit more. However, both handled the type of snow we were riding today, although the Pro was maybe a little bit more predictable and easier to ride. However, for most riding I prefer the Khaos 9R over the Pro 9R. Polaris didn’t make a lot of engine changes. Every year they keep calibrating and making the engines run a little bit better. Polaris is just an all-around solid sled.
Bruce Kerbs—So the Pro really shines in the steep-anddeep stuff where the Khaos is more of a tree-banging ride. The looks of the new LEs with the chrome graphics,
particularly with the orange and blue, is a great look this year. It really stands out on the snow. Polaris has also added some accessories that will be standard on the LE. They have the handlebar bag that is very convenient. You can put your goggles, gloves, water and whatever you might need there so not everything is riding on your back. The front bumpers are really durable. We’ve had to go over some of the smaller trees and the bumper just bends them over. The back bumper is easy to grab when you do need to move the back end around. But with these Polaris mountain sleds, I really haven’t had the need of grabbing hold of any bumpers today, even in these snow conditions.
JUSTIN STEVENS
INSIDER OPINIONS
Julie-Ann Chapman—When I’m heading out with experienced backcountry riders, my sled of choice is the Polaris Khaos 165 with the 2.75 track. It’s the sled/track that allows the rider to have the most predictable lines in deep powder technical terrain with the least amount of effort. The 3.25 track is great when you are in really deep snow. But if it’s not deep powder, it’s more work to keep on edge. If I’m feeling young and want a wild ride, I’ll take the Khaos 155 out.
If I’m riding with riders with limited experience, I want them on the Polaris Pro RMK with the 155-inch track. Its stable chassis with a shorter track is easier to maneuver.
If I’m out with other experienced women, I think the best snowmobile we could be riding is the Polaris Khaos 165 with the Series 8 2.75 track.
Dan Adams—When I’m going out 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.
While the 9R and Boost sleds are fun and have power for days, if I’m going out with riders just getting into sport, I think they would certainly be more comfortable and have a blast on an RMK 850. Whether the track preference is a 146, 155 or 165, the 850s 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.The 155 is very versatile and can really help both experienced and notso-experienced riders have a great ride. I would base the sled itself on rider experience—a new or less experienced rider on
an RMK 650 or 850 while more experienced, more confident riders on the 9R or Boost.
If I’m taking the ladies riding on a deep snow day, I think they would 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.
Whenever I get a day out on the snow with family, it’s a special day. I’d say those days are more about fun and making sure everyone in the group has a sled that they can handle without too much intimidation. The 155 2.75 track 850 or 9R fits this category in my opinion. These sleds have all the right features and can be outfitted with lots of storage options for family get-togethers.
Finally, when it comes to buying a sled today it is all about deciding what type of riding you are ultimately looking forward to. When on a budget, the RMK 850 155 or 165 is a great way to get a highly capable mountain sled that’s typically way under the cost of the 9R or Boost sleds. I often tell people that are looking to buy their first sled to find something that fits their budget and will get them out on the snow. As they gain confidence in their riding, upgrading their existing sled or trading up is always an option. Remember that it doesn’t have to be the most expensive sled on the hill to have fun. Just get out there and ride.
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.
For the family ride, I’m taking the Polaris 9R RMK Khaos 155. This is the most fun sled to ride in mellow terrain. d
TWO GREAT CHOICES FOR MOUNTAIN RIDING LYNX SHREDDER DS VS. SHREDDER RE
BY STEVE JANES
Although more North American snowmobilers are discovering the Lynx, many are not yet familiar enough with the Scandinavian model to distinguish the difference between the two mountain models—the Shredder DS and the Shredder RE. Although both are high performance snowmobiles designed for deep snow, the DS thrives in the deeper snow conditions while the RE is best suited for the more technical terrain and aggressive rider. Designed to deliver precise handling and agility in the steep and deep, the DS features a narrow 34-inch ski stance with Twin Link steering that allows it to navigate the tight areas in tree
riding and sidehilling.
The RE has a 36-inch ski stance that delivers a little more stability on mountain trails and in technical terrain. The RE features reinforced suspension components to handle the big hits from drops and jumps while the DS is more focused on reducing weight for better flotation.
The DS features an LFS-DS front suspension with KYB 36 Plus Kashima non-adjustable lightweight shocks and the PPS2 DS+ rear suspension. It comes with either a 15x154x3-inch or 15x165x3inch PowderMax X-Light track. The RE features the with LFS-
HANNU HARKONEN
JANNE TAPIO
DS front suspension and PPS2 DS+ rear suspensions with high performance KYB Pro 36 EA-3 R Kashima shocks with adjustable compression and rebound damping. It offers three track options— the 15x146x2.5-inch, 15x154x2.5-inch or 15x154x3-inch PowderMax X-Light. Although the RE offers the better suspension package, it will also cost you about $400 more than the DS. Both the DS and RE models underwent major changes for 2026, including weight reductions from a new shorter tunnel and frame, lightweight running boards, new seat, skis, spindle and shock springs, depending on model.
When it comes to the power package, you can get both models with either a Rotax 850 E-TEC or Turbo R engine with the Shot Starter system. You can also have the option of either a 4.5-inch digital display or the 10.25-inch touchscreen.
So, the choice you must make when deciding between the DS or the RE is whether you want something that is light and designed to carve its way through tight terrain, at a little milder pace, or whether you’re looking for a more aggressive ride where you want a beefier suspension to absorb the hits. Either way, you can’t go wrong.
RIDER IMPRESSIONS
A LOOK AT WHAT SNOWEST TEST RIDER JUSTIN STEVENS HAD TO SAY ABOUT THE LYNX REFINEMENTS FOR 2026
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. They have a new ski and actually have redone the entire skid. The improvements are awesome. 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 continuing to expand in 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, which is owned by BRP, 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
just had way too much surface area. When you were 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—just like it is from going from a Polaris to a Ski-Doo and going from a Ski-Doo to a Lynx. There are 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 Lynx, 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. I don’t think that was necessarily their intention with this change. I think they intended to keep your feet a little flatter for sidehilling. d
JANNE TAPIO
WHAT YOU REALLY NEED TO UNDERSTAND ABOUT AVALANCHES PREDICTING THE UNPREDICTABLE
BY MIKE DUFFY, AVALANCHE1.COM
We all saw the videos of so many close calls with avalanches last winter. Riders getting buried and luckily surviving, while others, unfortunately, did not. I’ve been involved in the avalanche world for quite some time, researching motorized fatalities, and educating others about the potential and dangers of avalanches. Most of the motorized fatalities are happening with two types of avalanches (out of nine). It’s sad to see the same mistakes being repeated. I’m going to share what
really makes a difference when riding in avalanche terrain.
The avalanche problems responsible for the most fatalities are persistent weak layers (PWL’s). They are very unpredictable, can be the most destructive and can run large even during moderate danger. The problem can linger for days or months and become reactive again. They can be remotely triggered from lower angled slopes above, below or adjacent. In Alaska this year, persistent
slab avalanches were pulling out on 22-degree slopes. You don’t have to be on the slope to trigger them. You can be cutting under a 30-45 degree slope (where most avalanches occur), trigger the avalanche from below and be in the runout zone and not escape. You can trigger the avalanche while on the slope and it often fractures well above you and entrains a large area. It’s very hard to escape and survive when the mass is above you, even with an airbag.
HOW DO YOU KNOW IT’S PRESENT?
Check the avalanche forecast as a starting point; don’t just read the danger rating. Read which avalanche problems are present and read the summary on the areas it is recommended to avoid. If there isn’t a forecast for your area, you should have the knowledge to analyze the snowpack structure. Know how to identify weak layers and know which snowpack test is appropriate and how to interpret the results. Having the knowledge to determine which terrain is appropriate for the day is crucial.
YOUR SNOWMOBILE CAN GIVE YOU CLUES
Is your turbo sled getting stuck on a 15-degree slope? Either you’re the worst rider ever or the base layer is all facets. You’re not getting traction on this “sugar layer.” This layer is a horrible foundation to support additional weight. The rider or someone in the riding group is the trigger in approximately 90 percent of the avalanches. Making a powder turn and your sled breaks through to the base layer? Another sign of instability. Step off your sled and you break through a layer and are post holing? Not good. A stable snowpack should get denser as you go deeper into it and not have weak layers. Many weak layers need a very well-trained eye or tests to identify.
SNOW DOES NOT GIVE GOOD
FEEDBACK
There may not be any of the classic signs of instability, including recent avalanches. All a persistent weak layer needs is additional weight on a thin spot or weak spot to trigger a large avalanche. Most often you cannot tell where that is and that’s why tracks on the hill don’t mean it’s safe. All those tracks mean is the riders have been lucky and haven’t hit the weak spot. You are the weight that could trigger this avalanche.
WHY IS THE AVALANCHE DANGER RATING ONLY MODERATE?
This is why we look beyond the danger rating and must understand the different types of avalanches and the mindset for the persistent weak layers. If the persistent slab avalanches are not as reactive as they have been, they’ll drop the danger rating. It may drop all the way to moderate. This does not mean moderate sized avalanches. It’s just harder to trigger and may run just as big as when the danger is high. Remember, these are very unpredictable avalanches, very destructive and kill the most people. Snow science is by no means an exact science. Remember: a forecast is a prediction or estimate of future events. The mindset for a persistent weak
layer is to stay off of and out from underneath 30-45 degree slopes. If you are crossing underneath, do it one at a time, keep an eye uphill and have a viable escape route. Multiple burials equals fatalities, since the digging takes the most time in a rescue. You cannot “manage” this type of avalanche. Don’t think, “If I keep it to a linear slope, I won’t trigger it.” You don’t know where it will trigger and it can propagate large distances. Anyone who has been in the avalanche business for 20 plus years has the utmost respect for these types of avalanches and knows how unpredictable and destructive they are. It’s just pure luck if you don’t trigger. You can hit one slope and nothing happens, and the next slope you hit, rips out to the ground.
There’s variability from one slope to another, on different aspects and elevations. Don’t get complacent with persistent weak layers. It will catch up with you. That’s why there are so many fatalities with persistent weak layers. They’re unpredictable and the most destructive. They can break well above you
TERRAIN SELECTION
Avalanches are the problem; terrain selection is the solution. Your past experience in the area is irrelevant. Weird weather equals weird avalanches. You have to give yourself a larger margin of safety since the unusual weather we are seeing is giving us avalanche conditions we haven’t seen in our riding careers. We don’t have to stay home. We just need the knowledge to find a route in these conditions, know what to avoid and understand what terrain is appropriate and consequences. We have to know our slope angles, runout zones and terrain traps
UNDERSTAND WHAT YOU’RE DEALING WITH
“He died doing what he loved.” “Some of us have different risk tolerance.” Both are true, but if you’ve looked at the fatalities and close calls, you realize the reasons for many, if not most of the fatalities. They died because they didn’t know what they were dealing with, they didn’t have the right gear, didn’t check or follow the forecast
and/or their riding partners couldn’t perform a rescue. The majority were under-educated and had never taken an on-snow avalanche class. They chose to be uneducated, so they could not see what an educated person sees. Their training did not match their exposure. They may not have had the knowledge, skills, patience or discipline to make the right decisions on that day. Being a true mountain rider means having the skills to deal with any situation. Navigation, repair, first aid, survival, avalanches and terrain. Stand in a parking lot, watch who does transceiver checks, has all the gear and discusses the forecast. It’s rare to see.
A DAILY PLAN WE USE EVERY TIME THAT WORKS
1) Check the avalanche forecast and read the entire forecast. Follow what they say and understand what you’re
dealing with. When you’re riding, you’re assessing if the forecast is accurate.
2) Check the weather forecast. Is it causing the danger to increase during the day by adding more instability? Is visibility limiting your analysis of conditions or of an oncoming avalanche?
3) Eliminate areas. As a team, you should eliminate terrain after checking avalanche/weather forecasts and hold your riding group accountable to the decision. Be ready to change plans with different terrain and route options.
4) Full gear check. This doesn’t mean driving by a beacon checker. It involves transceiver battery level check, everyone being able to switch to search, and a range check. Then you can drive by the beacon checker. Also check charge on the airbag, be sure the helmet and leg strap are attached and do a radio check. Go over how to keep the group together and what to do if
separated.
If you do these things and have taken an on-snow avalanche class, you’re way ahead of the game. It increases your odds tremendously.
KNOW WHO YOU’RE RIDING WITH
Your riding partners can be your worst enemies. You all have avalanche gear and everyone thinks they can pull off a quick rescue, even without training or practice. The reality is, without training or practice you make too many mistakes and delay the rescue. I teach around the country. You would be shocked at how many of your riding partners don’t know the basics of using a transceiver. They couldn’t find you in a burial if they wanted to. Most don’t even know how to use all the buttons on their transceivers and a common problem is bumping it back to transmit when they’re supposed to be searching. This throws off all the other rescuers and leads to fatalities.
PLEASE COME TO CLASS
I don’t care if you have never held a transceiver; I’ll teach you and have methods that will have you saving lives. My goal is to reduce motorized avalanche fatalities and accidents. We’ve made huge progress, but still have a way to go. Owning an airbag is not enough. Believe me, you want to make the decisions so you don’t get caught and have the skills to pull off an effective rescue. I don’t care if it’s your first year riding or if you’ve been riding for 20 years. Everyone is welcome; it’s a fun and open learning experience. We want you to succeed and will guarantee it’s worth your time. We don’t care about your riding ability. If you get stuck, we’ll get you out of the situation with a smile. We adapt the class to you. Talk to anyone who has taken an on-snow avalanche class and ask them if they want their riding partners to take the class. It’s a unanimous “Yes!” Common response is, “If they don’t
have this training, they won’t be able to rescue me in time.” People don’t realize what they didn’t know before they took a class. Over confidence, lack of skills, misunderstandings and misconceptions are a big problem. The progression in rescue skills during class is incredible. You want to be an asset to your riding group. You want to be able to come onto an avalanche scene and give that person the best chance of surviving. You want the knowledge (or at least I hope you do) to read terrain, understand the snowpack and make the right decisions during the day. Without on-snow training, you’re not able to do that. These are facts and the statistics prove it. That’s why the professionals train so often. Learning about avalanches is a never-ending process.
BE PREPARED
The more you learn and practice, the better decisions and rescues you
can perform. Most mountain rescue teams will not let a team member touch a snowmobile in the winter without on-snow avalanche training. The person without training is too much of a liability. I don’t care how good of a rider you are, if you’re not avalanche trained, you’re just getting in the way and holding up the rescue. We’ve had people ask to help on rescues or searches and we say no due to their lack of training. We’re trying to get a job done efficiently and we don’t need to be watching over someone who doesn’t have the skills or knowledge. It’s the hard facts. Enjoy the winter, don’t delay the training, no one plans their accidents, be ready for it.
FOR
MORE INFORMATION
Social Media: Facebook: Avalanche1
Instagram: Avalanche1.Colorado Website: Avalanche1.com d
KEEPING YOUR OPTIONS OPEN
STORAGE TIPS FOR PACKING YOUR GEAR
BY BRADY L. KAY
The debate on what you really need when you head into the mountains depends on who you talk to. When it comes to extreme backcountry riding, some die-hard riders keep their gear extremely minimal and may even consider chopping off a leg if they thought the weight savings would be enough of an advantage to justify.
We’ve also seen backpacks that
The 5.3-gallon LinQ Deep Snow Expandable tunnel bag from Bombardier Recreational Products (BRP) is an excellent option, especially if you’re seeking for increased waterproofing capabilities. New for model year 2026, the one-piece design keeps the lid in place and prevents snow buildup under your shovel. Speaking of the shovel, the pocket on top makes for quick access and includes a separate pocket for your
would rival some Boy Scout troops, fully loaded and busting at the seams with spare parts, enough food to feed a village, and anything else they could fit inside. These doomsday preppers make for great riding partners – if they’re prone to sharing, that is – but unless you’ve been blessed with a strong back and are unfamiliar with the term, “lower back pain,” this might not be the best
way to go about hauling your essentials. One option is to get the weight off your back and transfer it to your sled with a tunnel bag. We’re not referring to those huge gypsy-like setups on trail sleds where it appears the owner packed half of his garage with him. We’re talking about the sleek and compact bags that fit securely to the tunnel of your sled and can give your back a little break.
saw. Another nice touch is the two waterproof transparent pockets inside the bag that are under the lid and will keep your belongings dry and easy to locate. One of those pockets is even labeled as a great place to store your extra pair of goggles.
In addition to ensuring that all of your gear stays nice and dry, the expandable tunnel bag will also give you plenty of storage options with a capacity range from 8.5L to 20L (up to 5.3 US gallons) that helps keep smaller loads from sliding around.
The Deep Snow Expandable Bag is also extremely lightweight, so it won’t weigh your sled down if that’s a concern. If you own or plan on using this tunnel bag on a Ski-Doo or Lynx sled, the easy quick-release mounts come standard as part of the LinQ System, and are as simple as a quarter turn to lock down.
(can-am-shop.brp.com)
BRP LINQ DEEP SNOW EXPANDABLE BAG
Another tunnel bag option is the MtnPro from Back Country Access (BCA). This is from a solid manufacturer who is known for offering a variety of products to enhance your safety as well as ride quality. The MtnPro Tunnel Bag was released in 2025 and offers a low profile with an exterior shovel carry and multiple mounting options for most snowmobiles. It is compatible with the Polaris Lock and Ride system as well as the Ski-Doo LinQ system, but does require mounts that are not included. This low-profile snowmobile tunnel bag also includes a breakaway carry strap, a venting system, a drain hole, and two waterproof interior pockets for smaller items. (backcountryaccess.com)
BCA MTNPRO
For some riders, packing extra goggles, gloves, water, and lunch are ideal for tunnel bags, but there is no way they want to be separated from their avalanche safety gear at any time. One popular option is to keep your shovel and essentials close by in a backpack, while distributing heavier items to your tunnel bag. The Ride Pack from FXR is a great option.
Designed to withstand extreme conditions, the FXR Ride Pack features durable, weather-resistant materials that protect your gear in any environment. With its clamshell zipper main compartment, you have full access to all your gear, while the adjustable straps ensure complete comfort while riding. Additional features include hip straps that make the pack feel lighter, even when fully loaded, as well as an external water and snow probe pocket with ties, a belt with pockets for small essentials, and a removable suspension system to convert it to a casual pack. (fxrracing.com)
Another solid option for those wanting to keep their gear and essentials close is the Atlas 14 Avalanche Airbag Pack from KLIM that is specifically engineered for the most extreme mountain rider looking for a minimalist snowmobile-specific avalanche backpack.
Airbags help you stay near the surface of a moving avalanche, reducing the risk of burial. The 14-liter (3.7 gallon) Atlas pack is just 6.2 pounds, making it one of the lightest electronic avy packs in the industry. It is designed with the best-in-class Alpride E2 multiuse electronic airbag system that only occupies 1.19L of space.
Other key features includes a supercapacitor that powers that radial compressor and can be recharged in 20 minutes with a USB-C port or two AA batteries in 40 minutes. And because there is no canister/Li-ion battery means there are no flight restrictions when you travel.
The main compartment includes color coded zippers and avy tool storage area with drain grommets. The molded goggle pocket includes a removable chamois and there is an additional zippered stash pocket for smaller items. (klim.com) d
ULTRABEAST COLORWAY
509’S TRANSFORMATIVE TEAL IS TRENDWORTHY
BY
According to WGSN research, 98 percent of respondents say their purchasing decisions are influenced by color. It makes sense that color would play a fundamental role in the identity of brands and their products, but to be honest we hadn’t give it much thought. Predicting the “color of the year” is a big business and for 2026 the forecasted color is a fluid fusion of blue and aquatic green, better known as Transformative Teal. For a company
such as WGSN, whose job is to track these types of trends, uneducated guesses are not an option. Simply put, you can bank on seeing the color teal more this year and this is especially true in the snowmobile industry.
Since 2003 when 509, a prominent brand in the snowmobile industry, was founded, the Spokane-based company in Washington has remained ahead of the trends. In fact, the 509 engineers and designers seem to have got a jump on the competition with the release of their Ultrabeast Colorway for model year 2026 gear that includes (of course) the vibrant teal color.
Last spring before our glorious snowcapped mountains gave way to dusty summer trails, we got a sneak peek at what was on the horizon for 509 for 2026 and were instantly impressed.
ALTITUDE 2.0 CARBON FIBER HELMET
Showcasing the new Ultrabeast Colorway, the Altitude 2.0 carbon fiber helmet blends perfectly the color combination of yellow, red, and black, as well as teal. It follows the same graphic vibe 509 is best known for in a well-balanced and sporty look. When it comes to snowmobile helmets,
509 offers four different versions of the Altitude 2.0, each equipped with specific technologies and features to cater to various rider preferences.
The Altitude 2.0 helmet series offers a seamless transition between snow and offroad adventures. In fact, the only distinction between the snow and offroad offerings is the removal of the breathbox and vent plugs. This type of versatility allows you to easily adapt your helmet for different seasons.
The hand lay-up carbon fiber composite construction involves meticulously laying layers of carbon fiber by hand to create the helmet’s shell. This technique ensures precise fiber orientation and distribution, resulting in a helmet with exceptional strength and durability. Compared to hand lay-up fiberglass composite, hand lay-up carbon fiber offers even greater strength-to-weight ratio, making it an ideal choice for snowmobile helmets where lightweight yet robust construction is crucial.
Another key feature is the MIPS Technology. MIPS (Multi-Directional Impact Protection System) is a revolutionary technology integrated into the Altitude 2.0 helmets. MIPS enhances helmet safety by reducing rotational motion during oblique impacts. In the event of an angled impact, MIPS allows the helmet’s shell to move independently from the head, dissipating rotational forces that may otherwise be transferred to the brain. This helps reduce the risk of traumatic brain injuries and concussions, making Altitude 2.0 helmets even safer for backcountry snowmobilers.
SINISTER X7 GOGGLE
Those familiar with how the 509 brand originally started might recall the aggressive online marketing campaign by Tom Delanoy with the slogan, “You’re a snowmobiler... Act like it. Scrap your ski goggles.” Then with funding from a small investment, Delanoy ordered 500 Sinister goggles that he presold before they even arrived, which helped launch the beginning of the premium gear brand.
For 2026 the Sinister X7 Goggle, with the new Ultrabeast Colorway, perfectly ties in with the helmet’s color scheme. Not that backcountry riding is all about being fashionable, but you’ve got to recognize a great fit when you see one, right? The Sinister X7, however, goes beyond just great looks. The new snowmobile goggle sets itself apart with its larger frame size and cylindrical lens design. The new goggle offers an expansive field of vision while fitting comfortably in larger helmets, even up to 3X sizes. Its focus on size and versatility ensures riders with larger helmet requirements can enjoy the same level of clarity and performance.
BRADY L. KAY
Like 509’s Aviator 2.0 and Kingpin goggles, the Sinister X7 comes equipped with advanced technologies, including Fusion Flow Lenses and Ignite Lenses. Fuzion Flow Lenses combine Fuzion Lens Technology with increased venting, delivering optimal ventilation and fog resistance. Ignite Lenses incorporate heated elements to combat fogging, maintaining clear vision in various weather conditions.
EVOLVE MONOSUIT
Last but not least, we were also given a chance to ride in the all-new Evolve monosuit. Offered as both a monosuit as well as a jacket and bib combo, Evolve includes a unique design being released for 2026 that also includes the Ultrabeast Colorway. The colorful monosuit perfectly complements the helmet and goggle for a complete fit. The monosuit is also another reminder that the Transformative Teal color is going to be a big hit in 2026.
Tailored with a more anatomical and ergonomic design, the redesigned style is ideal for mountain riders especially. The 5Flex Shell is 10K/10K waterproof yet breathable with reinforced seams and C0 DWR (PFAS Free) for ultimate water shedding capacity. Other highlights of the monosuit include an Airmesh Liner, Aurora seat insulation, cathedral pockets, YKK Aquaguard pockets and a fixed alpine hood.
In an industry full of trends, 509 is clearly ahead of the pack with its Ultrabeast Colorway that flaunts the projected color of the year Transformative Teal in a fresh look, backed by 509s overbuilt reputation in its quality gear. For more information on 509’s full lineup, visit ride509.com d
SNOWDUST
HIDDEN GEMS
NOT EVERYBODY NEEDS THE BOOST. THE USERFRIENDLY SP RMKS GET THE JOB DONE AND KEEPS A SMILE ON YOUR FACE AND YOUR WALLET.
