Here’s our review of the new Polaris Switchback Assault 9R snowmobile in the enchanting setting of West Yellowstone Montana.
A new player in the 50-50 segment arrives in Canada!!! It’s a favorite among snowmobile enthusiasts: the Polaris Switchback Assault 9R. Allowing you to go off-trail a few times, but also giving good performance on the trail, the newcomer is undeniably an excellent choice to consider in this category. All-new for 2025, Polaris is integrating its large-displacement engine, introduced in mountain models last year, into trail snowmobiles. This Big Bore, as the Americans call it, will certainly thrill many on our trails, so let’s take a closer look at this new thoroughbred.
9R… Factory Mod
This two-cylinder ‘big bore factory mod’ is in fact a modified 850 Patriot. It’s hard to explain in French what a Factory Mod is, but you could say that many of the components have been modified to increase power. Normally, modifications of this kind are made in small quantities, usually for racers. The 9R is no exception.
If we start with the crankshaft, it’s 10% lighter than that of the 850, with a reduction in inertia of around 3%. These figures may seem modest, but with a revolution at over 8,000 rpm, a 3% improvement in inertia is still very significant, and better acceleration and acceleration are among the benefits. Turning now to the top end, piston and cylinder, we retain the same 74 mm stroke as the 850 Patriot, with the additional 50 cm3 coming from the bore, which increases from 85 to 88 millimetres. This gives a total of 899 cm3. Pistons with a single ring are used, and the walls are ceramic-coated to increase thermal resistance. Another factor that reinforces its Factory Mod designation is that the transfer and exhaust ports are machined, unlike those usually found in production engines, which are simply molded. This improves the passage of mixture from the base over the piston, and the same result on the exhaust side. All in all, the 9R develops 7% more power and 13% more torque than the naturally-aspirated 850 version. And 13% more pounds of torque is a major gain for acceleration and power at low revs, a very considerable factor if you like to push out of corners…
Suspensions…
50-50 means uncoupled rear suspension. Therefore, the latter allows or facilitates the lifting of the skis during acceleration or when exiting a turn.
On our test snowmobile, it’s the IGX 146, well known for several seasons at Polaris. On the shock absorber side, the engineers rely on the excellent Walker Evans 2” shock absorbers, both in the center and at the rear. These have proved their worth over the years. All this for a total rear travel of 16 inches.
The front end is covered by the Matrix suspension, which has been in place for several years, also with Walker Evans 2-inch shocks with external reservoir. Total travel 9.5 inches.
Interaction with the snow is ensured by the 15“ x 146” crossover track with 2” studs.
The SwitchBack Assault 9R will come with handguards, a low-slung smoked windscreen and also the 7S screen that was introduced a few seasons ago
The latter allows you to use the cartography without a cellular connection, or if you wish, you can use it connected to your smartphone, allowing you to see your colleagues equipped with the same system, or to receive calls when connected to a communication system provided for this purpose.
Our test ride on the slopes of West Yellowstone…
On the trail now, this vehicle won’t offer you trail performance like the VR1, or powder like an RMK, but it certainly provides great sensations with a very high “fun factor“. If you’re someone who likes a feeling of power and also ski lift, you won’t be disappointed. With the 2-inch track, it could easily be categorized as 70% off-piste and 30% trail, offering very good off-piste performance and giving you a few challenges on the trail. Especially when accelerating out of turns, where you’ll have to deal with a suspension that allows a lot of weight transfer.
Performance…
Although the 2-inch track isn’t the best for trail riding, it still offers excellent traction that puts a smile on our faces every time we come out of a turn. The version with 1.35 crampons will be more suitable if you spend a large percentage of your outings on the trail.
Let’s get to the heart of the matter: the famous 900 cm3 Big Bore. All team members were pleasantly surprised by the newcomer’s smoothness and flexibility. No major vibration is felt, regardless of rpm, if we disregard performance. The results are very similar to those of the 850 Patriot. Although our tests took place at an altitude of over 7,000 feet, the 9R is definitely on the top step of the performance podium when compared with the 850cc. Passing maneuvers are unhesitatingly powerful, as are full-throttle accelerations. The advantage of a naturally aspirated engine is excellent low-end power, which remains constant right up to maximum capacity. It will be very interesting to test this big displacement at sea level on our trails.
Highlights :
- Good power at all rpm
- Versatile machine
Points for improvement :
- Better air/fuel mixture management when cold
- Lack of flexibility over small bumps
This engine, derived from the 850 Patriot, will certainly have our full attention for 2025, especially at sea level. The torque books will certainly be a good asset on Quebec trails. Be patient… it’s coming!
Equipment worn during the test:
- Titan Air Flow helmet with 210° goggles
- CKX Alaska Grey and red coat
- FXR Backshift BOA boots
