Arctic cat 1100 turbo engine

Arctic cat 1100 turbo engine DEFAULT

Information

2013 Arctic Cat® XF 1100 Turbo Sno Pro®

Features May Include:
  • FasTrack® Slide-Action Rear Suspension™

Features lightweight aluminum slide rails, adjustable torsion springs and FOX® (IFP) shocks.

  • Arctic Race Front Suspension

Triangulated A-arm attachment points, wide a-arm spacing and a single bell crank means precise handling.

  • 1100 4-Stroke Turbo Engine

The 4-stroke, twin cylinder engine with EFI releases 177 HP - tops the industry.

Race-bred and proven, the ProCross chassis utilizes a triangulated upper-spar assembly. This design provides incredible strength and reduced weight.

  • Deluxe Digital/Analog Gauge

The deluxe gauge lets you choose between digital and analog speed and tachometer readouts. There's also an altimeter, odometer, two trip meters, engine hour meter, reverse indicator and warning lights.

Style and protection - all in one thoughtfully precise bent piece of aluminum.

Highlights

  • Maumee, Ohio
  • 2013
  • Arctic Cat®
  • XF 1100 Turbo Sno Pro®
  • Available

Specifications

  • 2013
  • Arctic Cat®
  • XF 1100 Turbo
  • Sno Pro®
  • Crossover
  • 4-stroke
  • 1056cc
  • Liquid
  • Twin
  • 98 mm
  • 70 mm
  • Dry sump
  • Full transistor
  • 46 mm single throttle body EFI
  • Turbocharger with stainless steel muffler
  • 10.6 gal. (40 Liters)
  • Arctic 6 post (rpm sensing)/10.75 in. (27.3 cm) dia. Arctic (roller cam)
  • Arctic Drive System
  • Radial master cylinder hydraulic brake / disc on driveshaft
  • Arctic Race Suspension with FOX Float 2 shocks and sway bar
  • 10 in. (25.4 cm)
  • FasTrack Rear Suspension with tri-hub rear axle system, FOX Float 2 rear-arm shock, FOX Zero Pro (IFP) front-arm shock
  • 14.5 in. (36.8 cm)
  • 125 in. (317.5 cm)
  • 48 in. (121.9 cm)
  • 42-43 in. (106.7-109.2 cm) adjustable
  • Trail 6 in. (15.2 cm)/ Dual skag w/carbide
  • 15 x 141 x 1.5 (38.1 x 358.1 x 3.8 cm) Cobra / 3 in. (7.6 cm) pitch
  • Push-button reverse, dual halogen headlight (2-bulb), front sport bumper, electric start, adjustable handlebar, low-height windshield, deluxe digital/analog gauge, electric gas gauge, low oil light, coolant overheat light, clock, altimeter, accessory outlet, high/low hand & thumb warmers, mountain handlebar, belt holder, air pump
  • Heated seat, engine heater, hand guards, hitch, rack, premium shocks, 2-up seat, storage bags, tank pads, tether switch, (ex low, flyscreen, low, mid, high) windshield, ice scratchers, vertical steering, riser blocks
  • Cobra™, HackSaw™ and RipSaw™ are trademarks of Camoplast Inc. Diamond Direct Drive™ is a trademark of Black Diamond, Inc. FOX® Evol™, FOX Float® 2 and AirShox™ are registered trademarks of FOX Racing Shox. ACT,™ APV,™ Arctic Cat,® Arctic Drive System,™ Arctic Race Suspension,™ Arcticwear,® AWS,™ Bearcat,® Cat,™ CatMaster,® FasTrack,® IRP,™ Infinite Rider Positioning,™ Power Claw,™ ProClimb,™ ProCross,™ Share Our Passion,™ Slide-Action Rear Suspension,™ Sno Pro,® SpeedRack,® Torque Control Link,™ Torque Sensing Link,™ Twin Spar,™ World’s Fastest Snowmobiles,™ and Z1™ are trademarks or registered trademarks of Arctic Cat Inc. Arctic Cat Sales Inc. is not a successor of Arctic Enterprises, Inc. ©2012 Arctic Cat Sales Inc., ®™ Trademarks of Arctic Cat Inc., 601 Brooks Avenue South, Thief River Falls, MN 56701.
Sours: https://www.hondaeasttoledo.com/default.asp?page=xPrintInvDetail&tid=1029761&unit=-Arctic-Cat174-XF-1100-Turbo-Maumee-Ohio-id-1029761

Reese said:

687 is an MCX Apex.

585 was estimated for a turbo viper.
Unless I'm losing my vision and my mind.

Click to expand...


Those posted weights can be taken with a grain of salt if you ask me.

688 for a 2012 M1100t 153
-full of fuel ready to ride
-sled has snow in skid, on tunnel, on skis and front end
-not sure if scale was zeroed for straps
-add 4-5lbs maybe for a 162
-2014 M1100t are lighter then 2012's

558 2014 Viper 162
-take off 8lbs for straps
-sled has a gallon of fuel so pretty much empty tank
-no turbo installed
-has a Zbros front end usually bit lighter than stock parts
-what kind of rear skid is in the sled

I would like to see someone weigh a full of fuel ready to ride 2014 M1100T and full of fuel ready to ride 2014 Viper with turbo, should only see 30-40 lbs difference due to motor weigh. The Viper turbos will have a light weight muffler already so do a full exhaust on the M1100t to be fare, might see the Viper being only 20-30lbs lighter now. Be interesting to see the actual differences between the 2 sleds maybe the Vipers are a lot lighter due to yamaha's build specs.

 

Sours: https://www.snowest.com/forum/threads/what-does-an-1100-motor-weigh.368366/
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XF 1100 TURBO SNO PRO

[FA_Lite id=”1273″]

This is one of those cases when the planets, the stars and whatever else needs to line up in the universe for something awesome to happen. Arctic Cat has really pulled a rabbit out of their hat with this one, the 2012 XF Turbo Sno Pro. The entire chassis is new, called ProCross, and it is as tightly wrapped around the four-stroke 1100cc Turbo engine as physically possible. With almost 180 HP on tap in stock trim, you had better be in front because when you grab the throttle this thing will go flying past anything in your way. This kind of power needs more track than a plain old short track sled, and the 141” Cobra delivers the premium traction and control that this engine deserves.



Narrower, agile, responsive, these are all words used by our test riders to describe the XF Turbo. Each one of us jumped on this sled with the mindset it would be nose heavy, because it is a four-stroke with extra Turbo plumbing. Arctic Cat has masterfully disguised the extra weight with this package as it is well balanced. Yes, there is extra weight compared to the two-stroke XF 800, but the weight seems to be centered more than with other four-strokes. When added weight is under you instead of in front of you, it isn’t as obvious. Especially when the Turbo kick in, then it flat out disappears. Let off the throttle, and the suspension calibration keeps the weight in place as the sled doesn’t dive or start darting or get nose heavy, steering remains light and the track stays hooked up. Amazing.



One of the reasons people buy crossover sleds is because they use them in a wide range of conditions. Trail riding, blasting down untracked forest roads, flat-out cross country running, or as the occasional mountain sled. With the 141” track length and 1.5” lug height you really can (almost) do it all. And with 177 HP, at ANY elevation, you will not be down on power. If you ride around home and then load it up to go anywhere out West, you don’t need to change a thing. No jetting, no clutching, no gearing, nothing. Load and go. No elevation changes required.



Even if you never head out west, the total package and combination presented here is unmistakably potent. The new chassis rides good, handles great, feels narrower and lighter, with clutching and gearing that stays spot-on all the time. You knowingly add some weight but gain long term durability, which makes the XF Turbo Sno Pro even more attractive. This kind of power will cost you $13,799, but rest assured you will not need to follow anyone.

Sours: https://www.snowtechmagazine.com/xf-1000-turbo-sno-pro/
2012 Arctic Cat F1100 Turbo SnoPro Test Ride

1100 4-Stroke Discussion

Cord Christensen

With the big buzz revolving around Arctic Cats 1100 4-stroke engines for 2012, I recently talked with Cord Christensen, Four Stroke Engine Group Leader at Arctic Cat, about the engine and some of the elements associated with it.

 

AI: Let’s talk about what is the break-in procedure of the 1100 4-stroke engine, and why it’s important.

Christensen: For the first 200-300 miles, you should keep the sled under 45 mph. Up to 500 miles, you should stay under half throttle, with limited WOT time. Short full-throttle bursts okay, for 5-10 seconds, but nothing longer than that.

Once the engine has reached 500 miles, it’s time for an oil and filter change, which will flush out contaminants that come from the manufacturing process. After this, you can run the engine however you desire.

The reason following this break-in procedure is so important is that the 1100 engine is manufactured with very tight tolerances, including the bearings on the crankshaft, connecting rods and wrist-pins. These elements need to wear-in a bit before the engine is fully-loaded, otherwise you can cause scoring on these bearings and surfaces.

After the initial oil change, we recommend oil/filter changes every 2,000 miles.

 

AI: Any difference in procedure between the 1100 Turbo and 1100 naturally-aspirated (NA)?

Christensen: It’s the same procedure.

1100 4-stroke engine

AI: I have the perception that the 1100 engine “loosens up” after a few hundred miles. Is this accurate, or perception?

Christensen: A whole bunch of things happen to a snowmobile during the first few hundred miles: The track breaks in and becomes more pliable; the belt breaks in; the hyfax can develop a sort of hardening.

For the 1100 engine, the fuel injectors develop slightly greater flow during break-in, which will cause the engine to run a bit richer, plus the rings seat into the cylinders. And the oil begins to break down, which will “free up” the valve train slightly.

All of these factors together contribute to a freeing-up of the machine, which increases performance. I don’t have hard data on the process, so I can’t put a number to it. But the change is noticeable, and probably measurable.

 

AI: Why are there twin pipes on the 1100 for 2012, instead of the previous single pipe used in the Twin Spar chassis?

Christensen: The move to twin pipes was necessary because of the space limitations of the new chassis and hood combination. Other changes for 2012 compared to the previous version, is that it (the ’12 models) will be 2 decibels quieter, which is quite significant. This is the quietest engine/sled we’ve built, other than the T660 4-Stroke.

Testing a prototype 2012 XF1100 Arctic Cat

AI: I know that the F1100 showed around 15-18 mpg when ridden at normal trail speeds, and 12 mpg at wide open throttle. And I also know that on the same day these numbers were recorded, a 2011 Ski-Doo 600 E-Tec showed the exact same mileage. I think that these represent real-world mileage, and I scratch my head at some of the marketing claims I’ve seen from other brands.

Christensen: One thing to know is that there is no standardized testing methodology for fuel economy, so you have to take the inflated claims with a grain of salt. I also know that Arctic Cat riders who are coming of a 600 2-stroke will see a huge increase in fuel economy.

 

AI: I know you’ve done some acceleration comparisons between the 1100 in the ProCross chassis and the one in the Twin Spar chassis. What are you seeing in the field?

Christensen: The 2012 model consistently out-accelerates the 2011 version by 5-6 sled lengths. Once they move past the mid-range, both sleds show equal top speed as the 2012 preserves its initial gap.

We also ran the Ski-Doo 600 E-Tec in these same comparisons, and the 2012 F1100 constantly out-accelerated it.

2012 Arctic Cat F1100

AI:  One of the big selling features of the 1100 4-stroke is its longevity compared to a 2-Stroke. If they operate the engine properly (correct break-in, no modifications, etc…), how many total miles can an owner expect from this engine?

Christensen:  When we first developed this engine, we ran one test version up to 40,000 miles before we finally retired it. It went through three or four different chassis, and it could have kept going. I believe that with proper break-in and regular service, these engines could go 100,000 miles.

 

AI: What do you expect the aftermarket will come up with for the 1100 NA?

Christensen: I wouldn’t be surprised to see an exhaust system for it, something that would add around 4 hp, along with an increase in sound levels. But for riders who want an ultimate-performance 4-Stroke, the answer is to go with the Turbo.

Dueling 1100s

AI: Any last points you’d like to make about the 1100 NA?

Christensen: The base engine hasn’t changed from what we introduced in 2007. It’s proven and reliable. I’m glad the new lightweight ProCross chassis is bringing the engine the attention it’s always deserved.

I think it’s also important to keep in mind that the F1100 runs on 87 octane fuel, doesn’t consume oil, comes with electric start, a heated seat and is priced in the middle of 600-class two-strokes.

Sours: https://www.arcticinsider.com/1100-4-stroke-discussion/

Turbo arctic cat engine 1100

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