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They're def going to need to figure out how to get more top end out of the Catalyst that's for sure. I wonder if any are considering a torsional conversion to try and gain some (not sure if that's legal clutching or not). I think I read that Paul was doing quite well until an electrical issue took him out of the stock race.

That's good to know. That's what I hate most about my 137 procross is lack of any transfer. I plan to buy an 858 and am going to have a tough time deciding between the 129 and 137.

Thought the same thing.

This has generally been my experience also.

When on ice you can get away with running past peak HP since there's a lot less friction. At a certain point, more RPM equals more speed as long as there's still enough power on tap to overcome the various drag sources.

To Palu's point, you're not going to really notice a difference, especially on coil-over shocks. As he said, there's likely a much larger benefit of Kashima on FLOAT shocks due to stiction at the air sleeve inherent in the design of those shocks.

The latest episode of the carbide podcast features Bobby Menne. He's ridden all the big 3 OEMs...At one point he talks about just how good the Polaris marketing team is. He basically says it was frustrating for him as a racer, Polaris constantly making changes, pushing out new stuff, and marketing the hell out of anything and everything obviously sells sleds. Textron/Cat has a long way to go to even be close.

I put an ADAPT on my 250hp 998 turbo last year and am quite pleased with it. Smooth power delivery and extremely low belt dust compared to my old Team primary it seems. Have around 2k miles on it. Be sure not to over-torque the cover bolts on the ADAPT if you decide to swap springs.

Assuming the mounting angles of the upper A-arm are the same, the picture shows the Catalyst has more positive caster with the upper ball joint of the Catalyst further from the ski bolt. Even still, it's hard to say because the lower A-arm angle on a procross may be different also, so the frame of reference is kid of moot.

That thing sounds heavenly

The twin spar is literally the most old-man chassis ever made lol

1400 mi / 10 mph = 140 hrs

So, approximately 140 hrs of riding?

I put a Storm 150 with 192 studs on my turbo and I love it. Still spins quite a bit from a dead start but that's expected for a 185 lb rider, 250 hp, and a boat anchor 4 stroke up front. I do a lot of U.P. riding though, and that 30-80 mph pull is intoxicating. I have experience with both a studded cobra and a studded ripsaw 2 on my sleds and I liked both...essentially the cobra was a better loose snow track and the rip2 a better groomed trail/cornering track.

Wait, 129s ended up with a 1.25" ripsaw-1 ??

double post

For sure, but taken in context with the other items I'd imagine that 858 suddenly seems worth waiting for vs the 600.

It's kind of a perfect storm for people to back out of their Catalyst snowchecks: 1) The big bore 858 that everyone has been clamoring for will be available next year. 2) Terrible start to the winter...makes you wonder if Textron could've delivered all these sleds before December 1st how many fewer people would've backed out. 3) Changing/uncertain economic landscape with sky-high interest rates.

Now that would be the BOSS secondary, correct? I haven't had any issues at all with my BOSS secondary on my 998 turbo but I always torque the bolt to spec with belt off. The stock secondary on my 15 R-XC is a Team TSS-04, so it just has the shaft spacer,some washers and bolt. The whole clutch comes off the splined shaft.

I did not. Was dry as a bone from the factory and by the time I discovered the wear I elected to remove the float. I used to grease the old keyed shaft floating secondaries, of course.

Here's my experience: My 15 R-XC had a small amount of "float" that also caused it to destroy the splines on both the jackshaft and Team secondary. I ended up replacing both the Team secondary and the jackshaft, and then removing a spacing washer to tighten it up and remove the float. I saw no difference in top speed or belt life.

That would make sense if the R-XC is using 8 tooth drivers for more terrain clearance at the track shaft.

A "fellow lover of snowmobiling", reveling in the plight of other snowmobiling enthusiasts amidst a bad winter. I can't think of a worse take.

I've wondered how much the racers like the BOSS secondary. While great for consumers due to lack of adjustment needed, how does it perform compared to the "legendary" Cat reverse cam roller for example. Are racers doing torsional conversions on the BOSS to get more speed?

You think you'll be able to coax more top end out of these Catalysts? I haven't looked...what kind of speeds are the R-XCs geared for out of the box?