BY STAFF REPORT PHOTOS BY WAYNE DAVIS
Once upon a time, in a snow-filled land not that far away (at least from a date standpoint) there existed a class of snowmobiles called “the middleweights.” These machines were broadly categorized as relatively lightweight, agile snowmobiles with mid-displacement engines that appealed to the largest group of trail-based customers.
In the mid-1990s, the middleweights typically were powered by liquid-cooled, 580 to 600cc engines with a single-pipe exhaust and spun a 121-inch track. Each brand built multiple snowmobiles for the class and sold a ton of them due to their well-mannered trail performance and approachable price tags.
They earned the middleweights moniker for many reasons, but mostly because their actual weight plus their engine output put them squarely in the middle between the lighter, less powerful fan-cooled sleds and the heavier, more potent (and sometimes clumsy handling) multi-piped musclesleds. They truly represented the hearty middle of the market.
After the millennium, though, things started to get messy from a naming standpoint. At the top of the displacement wars, multi-piped snowmobiles began disappearing and were replaced by 700- and then 800-class single-pipe snowmobiles. On the scale, they were often within a pound or two of the middleweights, plus they quickly surpassed the 600-class snowmobiles in total sales. At the same time, fan-cooled sleds and lower-displacement 440 to 500cc liquid-cooled machines disappeared from most manufacturer lineups. Suddenly, the sleds that used to be in the middle had become the entry point of the market.
Riders and media settled on calling these sleds “600-class” trail sleds – until some larger-displacement four-strokes with equivalent power entered the segment. That made the class name very odd. Then, those dastardly folks at Polaris threw in another wrench with the introduction of a ceiling-breaking 650cc two-stroke engine.
Do the math: These sleds are no longer the middle in terms of displacement, power or price, they are no longer the middle/center of the market, and they no longer even follow unwritten displacement category rules. Whew!
What should we call trail sleds previously known as middleweights or 600-class machines? How about “a whole lotta fun!?”
At the Snow Shoot/Rode Reports testing event of 2026 snowmobiles last spring, we narrowed our focus to two-strokes and then grabbed every sled we could get our mitts on between 599 and 650cc of displacement for some diabolical testing. This being an odd year at the event, we’ll add some caveats up front.
Caveat 1: Arctic Cat did not attend the spring testing event with any 2026 snowmobiles because they were in the midst of what became an ownership change.
Caveat 2: Lynx brought a very limited lineup to the event, with no 600s. Therefore, we’ll cover those brands as an overview based on previous experience.
Caveat 2: The Ski-Doo and Polaris sleds we rode were not evenly matched in focus, so we’ll include notes from our test team on each sled but will not make a lot of direct comparisons.
With Arctic Cat back now on its feet (paws?) and Lynx continuing its North America expansion, hopefully the Snow Shoot/Rode Reports event will return to its previous glory and more regular shootouts will return for model year 2027.
2026 Ski-Doo MXZ Neo+
All caveats aside, let’s start with a snowmobile that few people would expect in a 600-class story: the truly surprising 2026 Ski-Doo MXZ Neo+.
Now, before you and your horsepower-loving friends bombard us with hate mail, look at the specs. Yes, that’s a liquid-cooled 599.4cc single-pipe engine tucked between the MXZ Neo’s narrow side panels. It does not have the 125-ish horsepower of a traditional 600; instead, it’s a detuned, fuel-injected 600 without variable exhaust. This version has been purposely tuned to spin a mere 55 horsepower off the crankshaft.
The MXZ Neo+ is different in more ways than engine output, however. It comes on a lower-set chassis, features smaller ergonomics, uses a truly unique single-shock rear suspension and has a narrow ski stance.
Perhaps most important, though, is that it comes with an MSRP of $7,849. And for 2026, it’s been improved in many ways.
What’s New?
The MXZ Neo and Neo+ move to the most modern REV Gen5 chassis platform for model year 2026. That brings with it a fourth engine mount to further damp engine vibration, brighter high-performance LED headlights and more modern looking side panels, controls and bodywork.
Also for 2026, engineers tampered with the engine a little bit to improve the overall ride experience. A new exhaust pipe offers a smoother, more muted tone, plus a new electronic oil pump more precisely meters out the injection oil compared to the older mechanics system for optimum lubrication and reduced consumption.
Otherwise, our MXZ Neo+ demo felt very familiar to previous models. The rider sits on a narrowed seat that is about 3 inches closer to the ground than standard, full-sized MXZ models, and turns a narrower handlebar that features smaller grips. The thumb throttle lever, meanwhile, is larger but less fatiguing.
Ride is controlled by a lowered and uncoupled rear suspension that features a single Motion Control gas shock cycling 8.3 inches of travel. It spins a 15- by 120-inch RipSaw track with 1.25-inch lugs. Up front is a narrowed version of the RAS X dual A-arm front suspension, with KYB 36 high-pressure gas shocks controlling 6.9 inches of travel. The Pilot 5.7 skis are set at a 39-inch stance, measured at their center.
Standard features include handguards, electric start, push-button reverse and a horizontal 4.5-inch digital display gauge. For the record, the more entry-level base MXZ Neo (without the “plus” designation) makes just 40 horsepower, spins a 14- by 120- by 1-inch Cobra track and has lesser shocks.
The Ride
Parked with the other 600cc sleds in the staging area, the black and yellow MXZ Neo+ didn’t really stand out as being all that different. A discerning eye might catch its more low-slung nature, but at a glance it looked like just another modern snowmobile.
Throwing a leg over the seat, though, makes the ergonomics differences more apparent. When it was released for model year 2023, Ski-Doo engineers said the Neo layout was designed for riders around 4 feet, 8 inches tall. Yes, it feels compact, but all of our full-sized adult riders fit it just fine.
Its first really impactful difference, though, was noticeable when it was time to spark the engine. Instead of pushing a button, we needed to turn a key at the center of the driver-facing dash. It then exhibited what is called “tip starting” in the automotive world – where the ignition system keeps cranking the engine until it starts running, and then some. It’s an odd sound and sensation.
Once running, the fuel-injected 600 sounds nothing like an E-TEC twin. Instead of a low hum, the Neo’s engine kind of putters, spits and sputters. When the throttle is engaged, the pDrive clutch grabs the belt before the tach reads 3,000 RPM and sends the machine forward with surprising pep right off the bottom.
The acceleration curve is rather impressive at first for an engine only claiming 55 ponies, but it runs out of steam rather quickly, topping out in the mid-60 mph range. But corner-to-corner on a tight trail, it provides enough power to keep most riders engaged. When the trail straightens or dumps out onto a lake, though, those other riders you were so proud to hang with will soon disappear into an abyss of snowdust.
Handling and suspension are both best described as “surprisingly OK.” Yes, that is quite a qualified statement in need of more context.
On smooth, curvy trails, the front end stays mostly flat despite the narrow ski stance, though it will lift an inside ski if pushed hard through turns. The likelihood of ski lift, though, is somewhat negated by the lack of carbide inserts in the stock runners. That means the outside ski doesn’t grab as hard, but also means that sometimes the front end can wash out before lifting that inside ski.
Similarly, on a smooth trail or with a particularly light rider on board, the single-shock rear suspension does a decent job of providing both control and comfort. The sled feels incredibly light, nimble and playful.
Rip that same sled through some bigger moguls – particularly with a 200-pound rider on board – and you’re quickly reminded that the front arm only has a spring. That all led to a lot of “for what it is” and “for a sled in this price range” qualifiers from our test team.
“It’s a really impressive sled for its price range and its intended market,” one test rider wrote, “though if it is intended for newbies or more timid riders they might want to soften the drive-off. It’s kind of jerky off engagement, which may be unsettling for less-experienced riders.”
Another tester said, “I actually kind of enjoy the more condensed ergonomics and lower ride height – you just scrunch up a little more than normal and let it rock. It could use more grab up front – carbide runners would certainly help, and maybe even better skis – but it was controllable.”
“The rear suspension worked just fine when we were zooming down perfect trails, but when we got into frozen stutters it was a handful,” a third rider said. “I’m thinking ‘Junior’ would have a great time on it when riding with his parents and their friends, until the trails get rough at the end of the day. Then he’s going to get the snot kicked out of him!”
2026 Polaris 650
Indy XCR 137
Our veteran team of test riders varied quite a bit in terms of age, weight and height. But we all have a couple of things in common: We’re all big high-performance racing fans (with some ex-racers in the mix), and we all have a deep appreciation for snowmobile racing history.
Therefore, we are likely predestined to be drawn to a Polaris wearing the magical XCR letters. Slap that moniker on a sled with the nearly ideal Matryx chassis ergonomics, the most reactive mid-displacement engine in the sport, razor-sharp handling and a premium shock package, and the resulting 650 Indy XCR becomes a longtime staff favorite.
In fact, almost every recent year at the end of Rode Reports when we ask our test riders which Polaris they would most like to take home to the Upper Midwest, the high-flying, freewheeling, ditch-banging XCR is the runaway choice – with one caveat.
Ultimately, each year while we’re praising the fun factor of the Indy XCR, someone always says, “I just wish the rear suspension didn’t bottom so easily,” and everyone nods in agreement. On full-season demo units back home, we’ve cranked up spring rates and shock settings, and even tried stiffer springs, but we still hadn’t found the right combination to handle that bottoming problem in big moguls without compromising the handling or ride quality in normal conditions.
It kind of makes a guy wonder if Polaris designers could do something to the Pro-CC rear suspension geometry to fix that issue. Ah, just a pipe dream, right?
What’s New?
The pipe dream is now a reality with the Long Tail rear suspension geometry on the Indy XCR’s version of the Pro-CC rear suspension – Polaris’ big update for its trail sleds for 2026.
It’s called a Long Tail design because the forward reaching “tails” on the rear torsion springs are much longer and mount 8 inches farther forward on the rails. Polaris officials said this allows the front and rear suspension arms – and their springs and shocks – to work together much more effectively without binding.
As part of the package, Polaris designers build in effective spring rates that are 20% stiffer and adjusted shock settings accordingly. The suspensions retain the performance-oriented Walker Evans Velocity shocks with 2-inch bores at all locations. They feature exterior adjustment for high- and low-speed compression.
Otherwise, the 650 Indy XCR returns unchanged for model year 2026, continuing to ride on the Matryx platform. Aside from the new Long Tail geometry, the XCR’s version of the Pro-CC rear suspension still has reinforced rails and pull rods, a chromo front torque arm, a four-wheel rear axle and twin limiter straps. They reflect its evil intentions. Polaris claims 16.2 inches of rear travel.
Up front, above the Pro-Steer skis is the Matryx/Race IFS dual A-arm front suspension with 9.5 inches of travel.
Power comes from a 650cc Patriot twin-cylinder engine with semi-direct Cleanfire fuel injection and three-stage variable exhaust. It spins a legit 135 horsepower off the crank. This machine sells for $17,999.
The Ride
Our test team’s love affair with the 650 Indy XCR grew stronger with each passing mile.
It starts with the familiar Matryx chassis, which expertly places the rider on a relatively firm seat, with handlebar and footwell positioning that puts the rider in an aggressive yet comfortable position. The sled is easy to move around on whether hanging off the side when slinging it through corners or when standing to rip through mogul fields.
Our day started on smooth but weaving trails. Body roll was controlled, as was inside ski lift, so we were able to hold a precise line from corner entry to exit for near ideal handling. The only thing harsh was the XCR’s PRT brake – a quick stab at the handle brought an immediate, powerful response and took some getting used to, particularly after coming off of a Ski-Doo.
Soon we transitioned onto trails with more stutter bumps and other anomalies. Logic might suggest that stiffer suspension settings might move the XCR in the wrong direction in this scenario, but that wasn’t the case. It still wasn’t rMotion-smooth, but the new settings improved rider control slightly when hammering through endless miles of choppy terrain.
Then we got to our playground – a specific off-trail location south of West Yellowstone where we’ve often conducted big-bump testing. As mentioned in previous reports, we were fortunate to have a 2025 650 Indy XCR (without Long Tail geometry and the new suspension settings) along for back-to-back and side-by-side tests with the machines to feel the differences. They were immense.
“The rear suspension is incredibly better – it calms down the entire snowmobile, even the front end is calmer with less feedback to the bars,” one test rider wrote. “I couldn’t really tell much difference with ski lift in corners or on smoother trails, but it’s a big improvement over rough terrain.”
“It seems like it might transfer a little more weight toward the back of the sled, which takes weight off the front end, yet the rear is more capable to handle the bumps,” another test rider said. “There was not as much bottoming but it’s not just cranked up to be stiff and harsh. It’s just more capable.”
“The sled feels stable, easy to ride and very forgiving,” a third rider said. “In many years at Rode Reports we hear about supposed ‘big changes’ on sleds, and then when we ride them many of the changes are less dramatic than the way they are being marketed. But I believe Polaris under-sold this improvement. It’s significantly better, to the point that if I owned a 2025, I’d be trading it in to buy a 2026. And I’m cheap!”
We scanned the test riders’ notes to find critical comments, but we just kept reading more raves about the new suspension settings, the lively 650 engine, the highly functional 7S digital display and the premium ergonomics. One rider offered his annual gripe about the interaction between his mid-shin and the driver-facing body panels, and another added, “The XCR handling is really good, but it’s not a VR1 with Dynamix.”
Other than that, the 650 Indy XCR entered the test as a staff favorite, and came out rated even higher.
2026 Ski-Doo MXZ X-RS
600R E-TEC 129
If one was to line up the specs and claimed focus of Polaris’ Indy XCR and Ski-Doo’s MXZ X-RS, you might think they are rather similar machines – each originally marketed as having suspensions and product features that are “straight out of the race shop.”
But something interesting has happened as both brands’ lineups have evolved, and the results showed clearly in our test. The Ski-Doo MXZ X-RS has become – dare we say it? – more civilized over time. Other than the short windshield, it doesn’t feel rough-and-ready like a race sled anymore.
The ride it delivers is comfortable and stable rather than hyper aggressive. Its Rotax engine provides smooth, efficient power instead of peaky, arm-stretching punch. Even its color and graphics represent a new breed of X-RS – as “sponsor” logos and in-your-face colors are replaced by (gulp!) a very elegant looking “Mineral Blue Premium” that hardly screams “racer wanna-be” like its predecessors.
So did the X-RS grow up? Or did we?
What’s New?
Aside from the aforementioned coloration (which is accented by classy touches of yellow in the ski loops, graphics, handguards and seat), the only year-over-year change on the MXZ X-RS 600 is the capabilities of its gauge.
The 10.25-inch Touchscreen Display continues to improve, now offering on-screen mapping without tethering your phone to the sled plus handy Group Ride functionality where you can track others in your riding party who have the same gauge.
We can definitely envision a future where Group Ride becomes an essential part of the riding experience. To get there, though, the sport will need the Polaris, Arctic Cat and Ski-Doo/Lynx gauges to talk to each other in the future. For now, it’s a really neat gadget that is only handy when riding with others on new Ski-Doos with the same capability. But it’s a start, right?
Otherwise, the MXZ X-RS package is unchanged, which isn’t a bad thing. The machine remains on the latest iteration of the REV Gen5 chassis, with expertly sculpted body panels, a classy dash, a small but well-shaped seat, and – other than the handguards – virtually no wind protection to the rider’s upper body.
Back for the second year is the RAX RX front suspension. When it debuted for model year 2025, Ski-Doo officials promised that the taller spindles, higher-mounted and more widely spaced A-arms, revised steering arm and updated sway bar geometry would sharpen handling and better control body roll – especially when combined with the new, deep-keel Pilot RX skis. Our team feels the sled lived up to those promises.
In back is the rMotion X skid frame – the latest iteration of a highly adjustable, coupled design that’s been dominating stutter bumps for almost 20 years. The specs say front and rear suspension travel measures 10.4 inches and 11.5 inches, respectively.
The demo sled was equipped with the KYB Smart Shox system on the front suspension and the rear arm of the rear suspension. It continuously monitors inputs from the shocks, chassis and throttle and automatically self-adjusts the shocks’ compression and rebound rates on the fly, based on the rider’s choice of three driving modes: Comfort, Sport and Sport+.
Power comes from the efficient 600R Rotax twin that dates to model year 2019, with high-tech E-TEC direct fuel injection.
Adding the Smart Shox and 10.25-inch display to our MXZ X-RS 600R demo with a 129-inch track drove its MSRP up to $19,499 – startlingly high for a sled in this class, but certainly well equipped.
The Ride
Ski-Doo’s marketing materials describe the MXZ X-RS as “an uncompromising race-inspired sled capable of taking on the roughest trails with ease.” That sounds tough enough. But now that Ski-Doo has added a “Competition Package” to its lineup above the base X-RS, one has to wonder how committed they remain to that original bluster.
We’ve been down this road before. Before the X-RS package was added to Ski-Doo’s lineup, the X package models were described as the biggest, baddest hombres on the snow. But before long, the X went from having high-end clicker shocks to non-adjustable units up front.
To be clear, this 2026 X-RS still has reinforced running boards and it can be ordered with 40mm KYB shocks, but they are the EA-3 units with only three settings. Our demo model with Smart Shox pushes the question further: The Smart Shox is impressive technology and the real-time self-adjustability is impressive. But this system isn’t really aimed at the most hyper-aggressive ditch-banging riders.
So in this era, what is an MXZ X-RS 600R? Simply put, it’s a really nice snowmobile in many ways.
It starts with the engine. Will it outrun a 650 Polaris in a drag race? Nope. But it could be argued that if top-end power is a customer’s desire they probably aren’t buying in this class anyway. The buttery smooth 600R E-TEC delivers a different experience. It idles quietly, accelerates consistently and, after an initial jerk at clutch engagement, it pulls the rider smoothly up to the upper 90s.
It fits perfectly with the REV Gen5’s refined character, which minimizes vibrations, dampens noise and provides a comforting experience. Ergonomics are familiar to anybody who has ridden a modern BRP sled – including open footwells, two-stage ErgoStep side panels, tunnel violations near the rider’s ankles for the brake and chaincase, and modern controls. That said, one nitpick shared by several of our test riders is how it now takes multiple button pushes to raise or lower the hand or thumb warmer settings.
Handling was quite good, with a flat feeling front end and skis that held their line well. In stutter bumps, the rMotion X again showed why it’s the industry benchmark for absorbing energy. However, playing Ricky Racer through mogul minefields, the design slips slightly behind some competitive options.
“It swapped a little bit when on full-throttle in the chop with the 129-inch track, but it pivoted nicely in tight turns,” one test rider said.
Our team strongly prefers the Sport mode on the Smart Shox, only switching to Comfort mode when going through continuous trail chop. But our most aggressive riders said they’d save their cash and order an MXZ X-RS with manual-adjust KYB 40s instead.
“The modern X-RS – especially with Smart Shox plus the 600 twin – isn’t a ‘race sled for the trails,’ and that’s a compliment,” one test rider summarized. “Instead, it’s now a well-mannered, high-end trail cruiser that anyone
could enjoy.”
2026 Polaris 650 Indy XC 137
Sometimes it’s funny how much difference one simple little letter can make. For instance, owning $10 million is better than owing $10 million. Yet all that was changed was a single letter. Vehicle names have long let a single letter separate different packages – there’s quite a difference in features between a Silverado LS, LT and LTZ, for example.
But what about snowmobiles? Earlier in this article, our test team heaped all sorts of praise upon a 650 Indy XCR 137. But what if the “R” in the name magically disappears and we’re left with a 650 Indy XC 137 instead?
A quick glance at spec charts reveals very little separation between the two models, yet they serve two different segments within the snowmobile market. To separate them, we took each on an extended trail ride and asked our test riders to compare, contrast and paint us a picture of the ideal riders for each.
What’s New?
“What’s new?” is a bit of a trick question when it comes to the 650 Indy XC 137 because the answer could be “everything” or “just a handful of small things” depending on how you look at it.
The 2026 Indy XC is in one sense all-new because it didn’t exist in model year 2025. It was among the models that Polaris parked for one year as the company dealt with excess dealer inventory coming out of the crappy winter of 2023-24.
The 2026 model that is now back is quite similar to the last Indy 650 XC built – the 2024 version. However, a series of quality improvements instituted on 2025 Indy models now find their way onto this machine in 2026. These include new pistons and hotter-range spark plugs to improve run quality on the 650 Patriot engine, plus a smattering of durability-focused upgrades such as new engine and exhaust mounts, an updated recoil rope guide and better oil bottle screen mesh material.
To be clear, the Indy 650 Indy XCR already had those improvements for 2025 and carried them into 2026, but they are technically new to the 650 Indy XC.
Returning to our good friend the spec chart: When you put the 650 XCR and 650 XC data side-by-side, it appears they are virtual clones, with the same chassis, suspension names and travel figures, seats, skis, width/length/height dimensions and much more.
However, as opposed to its more aggressive sister machine, the Indy XC sticks with the traditional Pro-CC layout without the new Long Tail geometry and the stiffer spring rates that accompany it. Nor does it feature a bunch of reinforcements and beefy, highly adjustable Velocity shocks that encourage hard-hitting antics.
Instead, the XC suspension travel is controlled by three-position Fox QS3 shocks at all four positions, with positions 1, 2 and 3 implying soft, medium and firm, respectively.
The XC model relies on a Message Center gauge as its base, but could be ordered with a high-end 7S digital display for an extra $1,199. It has just one track option – a 15- by 137- by 1.35-inch Cobra. That same track is one of three options on the XCR.
On The Trail
Sitting on the Indy XC feels very similar to being on the Indy XCR, with neutral ergonomics that earned more praise from our team of test riders – minus the one dude with the shin-to-dash angle complaint. But, again, the angles for hips, shoulder and elbows seems expertly dialed in.
There is one notable difference, though: The handlebar ends on the aggressive XCR have significantly sharper-angled hooks – offering additional support to riders who hang way, way off the side in turns vs. the more subtly angled bar ends on the Indy XC, which isn’t aimed at the trail racer crowd.
Bringing the 650 Indy XC up through its impressive powerband was as fun as always. The engine is responsive and torquey, yet it isn’t startling or jerky unless you want it to be. It’s very controllable. Similarly, the brake on the XC is suitably grippy but not stabby like the XCR’s.
Weaving down the trails outside of West Yellowstone, Montana, our test team was able to note more differences between the Indy XCR and Indy XC in both the front and rear ends.
Up front, the XC’s handling was decent but it lagged behind the XCR.
“The skis and spindles and everything are the same, but this one just didn’t turn the same,” one test rider noted. The two big differences were the stiffer spring rate on the XCR, plus it had more aggressive carbide runners in the Pro Steer skis. “It corners well, but it didn’t feel aggressively sharp like the Indy XCR,” another tester noted. “It felt more geared toward more passive trail riders.”
Those sentiments carried through when evaluating the rear suspensions as well. As expected, the Indy XCR was the champion when raging through huge moguls on an ungroomed powerline cut. But, frankly, it should be – that’s its ideal playground.
This new version of the XCR with the Long Tail setup, though, actually performed better than the standard Pro-CC design in common trail stutters – which was surprising given its stiffer springs.
“The bump compliance just wasn’t the same” on the XC, one tester said. He adjusted the clickers several times and found the softest setting on the Fox QS3 shocks used up all the stroke, whereas the medium setting was a bit too firm.
“With some shock tuning you might get close, but there’s definitely some magic behind that Long Tail design,” another rider stated.
Both sleds come with a plethora of premium features, like climate-control-style SmartWarmers for the hands and thumb, a mid-height windshield, a 12-volt outlet, electric start and push-button reverse.
The Indy XC – as tested with the basic Message Center gauge – carries a $15,549 MSRP vs. $18K for the Indy XCR with the high-function 7S display.
“Ultimately the Indy XC is for more passive or price-conscious buyers,” a tester summarized, “but the Indy XCR is a better snowmobile overall for riders who speed up for the bumps rather than slowing down.”
2026 Lynx Rave RE
600R E-TEC
The Lynx brand brought a much abbreviated version of its lineup to the 2026 Rode Reports/Snow Shoot event, including just one Rave RE model. It featured the 850 E-TEC Turbo R engine – meaning it was spinning at least 60 additional ponies off the crankshaft and was carrying at least 25 extra pounds up front compared to the Rave RE 600R that fits this story. That’s a pretty big gap.
Therefore, we’ll only be offering an overview of the machine here – with a peek at what’s new within the Lynx Rave lineup, a nod to its various signature features that we’ve experienced in the past and a recap of some of our impressions when we last rode a 2025 Lynx Rave RE 600R E-TEC.
But let’s be perfectly clear right up front: A Lynx Rave RE is not just a red Ski-Doo MXZ. Despite the many shared features between the machines, the Lynx definitely has its own personality and ride characteristics.
What’s New?
After debuting a 600-class machine plus a GLS model with the boosted 850 for model year 2025, some may have assumed that 2026 would be a down year for the Lynx Rave lineup. As it turns out, the brand rolled out two fairly significant updates.
Most notable is the move to what Lynx calls the LFS-R front suspension. This setup is equivalent to the Ski-Doo RAS RX design, with spindles that are 1 inch taller plus upper A-arms mount an equal amount higher than the previous design. The lower A-arms are also raised 11 mm (0.43 inch) compared to their previous position.
According to BRP designers, those changes reduce body roll by 20% by getting the sled’s roll center closer to its center of gravity. To take full advantage of that, the front shocks are more tilted, the steering arm mounts are revised and the sway bar linkage was updated. On high-end Ski-Doos, the new geometry was paired with new, more aggressive Pilot RX skis, but the Lynx already had its own deep keel ski in the Blade XC+ so no change was made on the Finnish machines.
Also upgraded for 2026 was the functionality of the 10.25-inch Touchscreen Display – though the gauge remains an option upgrade on the Rave RE 600R, which otherwise comes with the 7.2-inch digital display that doesn’t have on-screen mapping or Group Ride capabilities.
Otherwise, the Rave RE 600R returns with its primary features from last year, including what Lynx calls the Radien2 chassis platform with body panels that force the rider a bit deeper on the chassis. By far its most impactful unique feature that separates a Rave from an MXZ is its radical and uncoupled PPS3 rear suspension. It transfers weight quickly and decisively to the rear axle, lifting or unweighting the skis whenever the throttle is grabbed.
Damping duties are handled by oversized KYB Pro 46 Kashima-coated clicker shocks all around, with external compression and rebound adjustment and seemingly endless capabilities.
The Rave’s 599.4cc E-TEC direct-injected twin is identical to the one in the Ski-Doo, with pDrive primary and QRS secondary clutches sending the power through a chaincase to the 15- by 137- by 1.5-inch Ice Ripper XT track with pre-studded lugs.
With its reinforced chassis and skidframe, the Lynx 600 weighs in at a hefty 505 pounds – on the heavy side for this class.
Past Rides
When we rode the 2025 Rave RE 600R E-TEC at altitude in the spring of 2024 at Rode Reports, we were impressed with how having less power actually helped mitigate some of the traits our test team disliked about higher-output Rave models we’ve tested.
Specifically, the softer hit of the normally 125 horsepower engine – which was probably making about 105 horsepower when being ridden at 7,000 to 9,000 feet – reduced the dramatic weight transfer characteristic of the PPS3 skid frame compared to its more powerful siblings. As a result, the rider didn’t have to be quite as deliberate and cautious with their throttle inputs when re-engaging the fun flipper in the middle of turns.
“This is the first Lynx I wouldn’t mind taking on a multi-day, non-aggressive cruise with a tour group, though I might need to build up my shoulder muscles in advance,” one rider noted last year.
The second half of that quote references the impact of the Blade XC+ skis. It took more effort to get these skis – which feature a long and deep keel – to change course than other modern ski designs, but they are decisive. Frankly, we’re now curious to see how an electric power-steering assist system like what is used by Arctic Cat could impact the experience.
Our team agreed that the Rave’s design, suspensions and shocks still perform best when the sled is ridden hard in straight-line mogul fields and is definitely a fun machine in the right hands and conditions.
The Rave RE 600 is also quite visually stunning, with its traditional bright red and black design gleaming off the snow. We know Lynx officials are consciously working to further distinguish the brand from its Ski-Doo sibling and we feel that’s a smart move. With that in mind, it’ll be interesting to see how long Lynx sticks with the PPS3 rear suspension – it’s the brand’s biggest point of differentiation, but it’s also a limiting factor for most North American trail riders.
2025 Arctic Cat ZR
600 137 ATAC
Arctic Cat’s absence from the 2026 Rode Reports/Snow Shoot event didn’t just limit the ability of media outlets like ours to test and photograph the new machines, it also cast a long shadow over the entire gathering. It was like hosting a family Christmas with Grandma’s empty chair at the head of the table. In fact, even officials from Ski-Doo, Polaris and Lynx seemed a bit off their game without competition from the green sleds.
Spirits were lifted slightly on the first day of testing when news spilled through the staging area that an Arctic Cat official was in town with a single 2026 model that was used in an industry photo shoot. Still, there was plenty of trepidation about the brand’s future after Textron made clear that it wanted out of the snowmobile and powersports business.
The timing felt like such a shame: With the launch of the new Catalyst chassis in model year 2024 and then the new 858 twin-cylinder engine for 2025, Arctic Cat was building some serious momentum before Textron put the squeeze on. Would all that innovation disappear into the abyss? Exactly eight weeks after we flew home from testing in West Yellowstone, Montana, Brad Darling and a group of investors announced they were purchasing Arctic Cat. The next day, the brand unveiled a surprisingly complete 2026 snowmobile lineup. That included several ZR 600 models – ZR 600 Sno Pros (with either a 129- or 137-inch track), a ZR 600 ATAC 137 and a ZR 600 R-XC 137 – any of which would have fit nicely into this story. Then, for good measure, Cat unveiled a ZR 600 EPS model with power steering at Hay Days in September.
However, no pre-production models of any of those 2026 machines were built and test ridden. So we’re left to recap what we know based on previous test rides on the Catalyst-chassis based machines.
The Many ZR 600s
Other than some ongoing refinements, the ZR 600 Sno Pro (129 and 137), ZR 600 ATAC and ZR 600 R-XC return unchanged for 2026. Considering the recent debut of the Catalyst chassis, that likely would have been the case anyway. But after Textron’s pullback in its final year with the brand, we’re just happy the machines are back with fresh
graphics packages.
All four machines come in the lightweight and minimalist Catalyst layout, with its centralized mass and aggressive ergonomics. Each uses the AWS 42 front suspension design, with its trademark widely spaced A-arms, and all are powered by a punchy 599cc liquid-cooled twin-cylinder engine that was reengineered to fit into the tidy Catalyst layout. Importantly, the engine kept its laydown design, which has the intake and exhaust on the same side of the engine. That allows it to mount deeper in the chassis than competitive designs. Power is sent through narrow ADAPT clutches and through a final belt drive en route to the track.
Each machine utilizes a version of the Slide-Action rear suspension, but there are key differences between them. The ZR 600 Sno Pro with the 129-inch track has an uncoupled skidframe design, which makes it quicker to wheelie but not as smooth in stutter bumps. The 137-inch Sno Pro and ATAC models rely on a coupled design, while the rugged R-XC version employs unique geometry and various reinforcements designed for the rigors of cross-country racing.
Beyond that, shocks and gauge packages primarily separate the sub-brands. All ZR 600 Sno Pro models feature Cat-exclusive five-position AC5S clicker shocks at all four corners. Riders are able to manually choose between five positions for their preferred compression rates. The ZR 600 Sno Pros come with the baseline Sport gauge and retail for $14,899 to $15,099.
The ZR 600 ATAC steps up to Fox iQS3 shocks above the skis and on the rear suspension’s rear arm. They allow riders to remotely change settings between soft, medium and firm through the G8 digital display and handlebar controls. That G8 gauge is impressive – it’s bright, bold and packed with features like on-screen mapping, Group Ride functions, vehicle diagnostics and more. The ZR 600 ATAC retails for $17,099.
Also returning is the ZR 600 R-XC (MSRP: $16,399 or $16,799 with electric start) has higher-end Fox Zero QS3 shocks, a sport gauge, a Cobra track and stiffer settings.
The newly released ZR 600 EPS is an intriguing hybrid of features. It has the AC5S shocks and Sport gauge from the Sno Pro but with a 137-inch RipSaw II track and – most importantly – electronic-assist power steering (EPS). Like on the four-stroke models before it (and now the 2026 EXT model) the EPS system is speed- and torque-sensitive, providing a lot of assistance at low speeds or under heavy load within the steering system and then tapering off as speeds increase. Its MSRP is a surprisingly civilized $15,899.
On The Trail
Overall, our test team really liked past ZR 600 models in the Catalyst layout. Rider comments included, “I love where I sit on this machine, I feel like I’m 100% in control” and “The new G7 gauge is freaking awesome; the resolution is amazing.”
Another rider, though, said the seat “puts you in a great spot, but it certainly doesn’t have all-day comfort.”
We’re as intrigued as anyone to get on the ZR 600 EPS in particular. About 20 months ago we rode one EPS-equipped two-stroke Cat and came away very impressed with its ease of handling. Word on the street is that one is headed our way this winter as a full-season demo unit. So, check our website for in-season rider impressions.