COMPARISON / 600-CLASS TRAIL SLED
Ski-Doo MXZ Neo + Polaris 650 Indy XCR Ski-Doo MXZ X-RS 600R E-TEC Polaris 650 Indy XC Lynx Rave RE 600R E-TEC Arctic Cat ZR 600 137 ATAC
Polaris 650 Indy XC 137
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,”
24 / JANUARY 2026 / SNOWGOER. COM