October 31, 2006
SnowTech reader Charlie Herber is passionate about snowmobiles; orange Moto-Skis, to be more precise. After doing some damage to his current sled last year on a late winter ride, he got on the net looking for parts, which led to looking at sleds. This is how he found a 2005 Ski Doo GSX Fan for sale at a great price.
After looking at the sled, Herber wondered if it was so cheap because it wasn’t that great looking in the graphics department. He bought it, thinking he could jazz it up.
After looking for some used accessories, he discovered a lot of orange body pieces were available. This brought about the realization of creating his own Moto-Ski REV, a custom sled that not only worked well but looked very unique. He started picking up parts here and there, but it still needed more. Herber talked to a friend who is a graphic installer, and he jumped at the chance. Besides, he owed him a favor.
Herber dropped off the sled and gave him a picture of an old Moto Ski and told him to use his imagination on what they would look like today if they were still being built. Herber showed up a few days later and absolutely loved it.
There are no indications of it being a Ski Doo, except the name on the skid plate. Herber hasn’t been able to drive it much due to little ride-able snow in his area this year (SE MN). When it’s sitting in his front yard he has gotten a lot of people rubber-necking as they drove by. Imagine their disappointment when they try to locate the nearest Moto-Ski dealer!
October 31, 2006
What do you do if your sled has a terrible “track howlâ€? This isn’t something that just shows up, it is with the sled from day one. Normally, the track will howl quite loudly at a very specific speed, yet makes much less noise at speeds above and below this. It is caused by a resonant frequency of the track at a certain speed range, and riding the sled at this speed is very annoying.
Two recent examples include the 2005 Yamaha RS Venture and the 2006 Polaris Classic 700. Some of these models will howl at speeds around 40-60 mph.
We don’t have a quick fix for this one; things riders have tried include verifying proper track tension, replacing plastic idlers with rubber wheels, varying approach angles, and ultimately installing a different track. Any one with suggestions, send them in!
October 31, 2006
2006 Arctic Cats saw some changes to their clutching system, with the addition of larger diameter secondary clutches on some models. The Firecats and 900s were fitted with the larger secondary, but they also received a smaller diameter primary clutch as well. According to Arctic Cat, this was done to take out some of the overdrive and improve drive belt efficiency, which would improve belt life.
The larger diameter secondary was not found on the Crossfire or M-Series models, as it makes drive belt changes very difficult due to the lack of clearance (tight fit).
Overall, these changes appear to have made negligible performance differences in the field. In theory, the low end performance should have improved, but this didn’t appear to be the case in real world testing. Drive belt durability does seem to have improved, however.
October 31, 2006
Yamaha 8DN drive belts have gained a reputation as being a durable piece, as evidenced by the turbo and supercharged RX-1s that produce HP in the hundreds, all being transferred through the drive system by a stock Yamaha drive belt, manufactured by MBL, or Mitsuboshi. Notice the “O†in the name. This is not the same as Mitsubishi, the car and electronics manufacturer. Often, the drive belts are referred to as Mitsubishi; this is not correct.
October 30, 2006
New Choice for Cruising, Utility
Bombardier Recreational Products Inc. (BRP) is introducing not one, but two new high tech Rotax® engines in its 2007 Ski-Doo snowmobiles line: the 2-TEC™ 800R two-stroke and the 4TEC™ V-800 four-stroke. Both engines are fuel efficient and exceed U.S. E.P.A. emissions standards.
The 4-TEC V-800 is targeted towards consumers who place a high value on maximum fuel economy, four-stroke sound and four-stroke longevity – making it a nice choice for cruising and utility applications. It is either standard or an option on the Legend, Expedition, Skandic Super Wide Track and Tundra models.
“At BRP, we are totally committed to providing lightweight, next generation two-stroke engines for almost all snowmobile applications,” said Pierre Arsenault, Vice-president, Snowmobiles, Watercraft, Sport boats and ATVs, BRP. “But there is a group of consumers out there that want a four-stroke engine. The V-800 is a great choice for them.”
The 4-TEC V-800 is the same engine at the heart of the highly acclaimed Can-Am Outlander 800H.O. EFI all-terrain vehicle, adapted for snowmobile operation. It is significantly lighter than the 4-TEC V-1000 previously offered.
To minimize vibration, the cylinders are oriented at an 80-degree angle. Dual-balanced equal-length inlets lead to downdraft throttle bodies. Each cylinder has its own electronically activated fuel injector for an immediate and responsive injection charge, delivering satisfying torque and power throughout the powerband, as well as outstanding fuel economy. The 4-TEC system’s four valves and roller-follower cam also work to boost torque.
The sophisticated electronic fuel injection and engine management system ensures optimum performance in all conditions at all RPM, including easy starting in cold weather or at altitude.
Rotax 4-TEC V-800 Specs:
V-Twin with 80-degree angle
Liquid-cooled
EFI
Peak Power: 65 hp @ 7,000 rpm
Valve train: SOHC, 4-valves per cylinder
Bore: 91mm
Stroke: 61.5mm
Compression Ratio: 10.3:1
Throttle body size: Single 46mm
Exhaust: Two pipes to muffler
Ignition: CDI, Inductive, 3-D
Magneto: 380 Watts
October 30, 2006
Bombardier Recreational Products Inc. (BRP) is introducing a new riding jacket and pants that both include reflectors for the RECCO® avalanche rescue system. BRP is the first snowmobile company to include avalanche safety technology in its riding gear.
The RECCO system is utilized by 440 rescue organizations worldwide to facilitate the rapid location of burials. The two-part system consists of a detector used by organized rescue groups and the reflectors, which are integrated into the apparel. Together, they enable directional pinpointing of a victim’s precise location using harmonic radar.
While not a substitute for a transceiver, probe, shovel and most importantly, avalanche education and good sense, the RECCO system facilitates a faster organized search and increases the chance of being found in time.
The new 2007 Mountain Light Shell Jacket [MSRP: $329.99 CDN; $269.99 USD] and Mountain Light High pants [MSRP: $359.99 CDN; $299.99 USD] will be available only at authorized Ski-Doo dealers this fall.
First introduced in 1983, RECCO technology was developed by Magnus Granhed with the cooperation of Stockholm’s Royal Institute of Technology in response to his personal experience with avalanche tragedy. Since then, the system has proven effective in the field and has been adopted globally by ski resorts, helicopter skiing operations and search-and-rescue organizations as an additional tool for avalanche rescue.
October 27, 2006
The new Yamaha Genesis 80 FI 4-stroke found in the all-new 2007 Phazer models produces a claimed 80 HP! How is this possible, from a 4-stroke of only 500cc? One of the ways is with high compression (12.4:1), high RPM (11,250 RPM) and a knock sensor – the Phazer Knock Control System (KCS).
Yamaha tells us the engine makes its rated 80 HP when using the recommended hi-octane fuel (premium) but that you can use 87-octane fuel, as the KCS system will automatically detect the lower octane fuel (via knock) and adjust the ignition timing accordingly. This will result in a loss of 4 HP without engine damage and without the KCS light coming on.
During prototype testing of the Phazer, Yamaha ran the system for over 4,000 miles on 87-octane fuel (before the oil cooler was added, no less) and the engine remained within specification after tear-down inspection. The KCS system is designed so that the Phazer models can be used on 87-octane fuel, assuming the proper gearing and clutching calibrations for the elevation of operation. If the KCS light comes on, consider the fuel source or the riding conditions (wet, heavy snow) or the transmission calibration (heavy flyweights, tall gearing).
If the KCS light flashes, this indicates a more severe knock condition and ignition timing adjustment. The light will continue to flash until the key is turned off to make sure the operator sees it. If this conditions repeats, engine speed will be limited to approximately 6,000 RPM. You should stop the engine, let it cool sufficiently, and make every attempt to replace the fuel with higher quality fuel and make the appropriate calibration changes, if required.
Most of the time, the light will never come on or flash at all. The system is intended to be a reliability safeguard and fuel switch, all automatically and seamlessly.
October 27, 2006
If you want to take your Freestyle Session 300 package out on the trails – or racing – you’ll want to get the X-Package Wide Front Suspension Kit (#860429300).
It increases the front suspension from the standard 32-inches [81cm] to 39-inches [99cm]. A stabilizer bar also improves cornering. The kit’s HPG shocks boost capability in the rough stuff. For the 32†Freestyle 300 only! Suggested Retail Price: $429.97 USD/$499.97 CDN
October 27, 2006
Ski-Doo is fitting their 2007 X-packages with a new HPG shock up front – the new style “HPG Clicker T/A†shocks offer clicker adjustability, but are no longer remote reservoir. These are steel body shocks, less expensive than aluminum and slightly heavier. The actual valving and performance should be ditto to the X-packages of last year.
Remote reservoir shocks are still found on the MX Z X-RS, C-36 clicker units that are just like that found on the 440 ZX racer, but with slightly different valving. We’re told it will be a LITTLE softer than the 440, more realistic for hard riding in the real world vs. a snocross course. With the clicker adjustability, the overall performance can be adjusted from a near-Adrenaline like calibration up to the hard-core racer-like anti-bottoming of the ZX racer.
October 27, 2006
Early dyno runs on the new Arctic Cat 1000 indicate it is a strong beast, indeed. Jeff Meidinger at Dakota Performance tells SnowTech the new engine pulls thick and hard, with a respectable 162 HP out of a brand new engine. Meidinger also tells us he has unlocked a couple of power secrets and is already up to 180 HP! The good old formula of a SnoPro airbox, tighter head, fuel flow control box and timing key and some airflow through the hood and the big liter 2-stroke is rockin’! We’re also told it is going to be possible to remove around 40 pounds from the sled with relative ease.
Arctic Cat tuners D&D Racing confirm this. They’ve had an F-1000 on the grass and on their dyno, and have already developed a single pipe and Y-pipe. Along with some airflow mods and tricks, they’re up past 190 HP!
Arctic Cat engine builders Speedwerx have also completed their dyno testing and have complete performance packages ready for the mighty 1000.
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