For 2012 Ski-Doo fitted their MX Z X-packages and XRS-packages with the most capable rear suspension we have ever tested – the rMotion. The rMotion suspension package was only offered to Spring buyers of these sleds and once everyone figured out how well they performed through the bumps, they wished they had ordered one as well. Lucky for us, Ski-Doo is now making the rMotion rear suspension available on many more models – the Spring-only XRS and X packages of MX Zs and Renegade X packages along with in-season TNT and Renegade models.

Some suggested Ski-Doo came out with their rMotion simply as a response to the Polaris RUSH and its progressive rate rear suspension, but Ski-Doo already had their own progressive rate rear suspension on the 2010 Freeride sleds, which is basically a long track version of the MX Z XRS. When Polaris came out with the RUSH and boldly proclaimed the only way to get a progressive rate suspension was to relocate the shock above the track, Ski-Doo engineers set out to prove them wrong and show them how to do it INSIDE of the tunnel and how to make it work better across a wider range of conditions. This is the most noticeable difference between the rMortion and other rear suspensions – it has a super-wide sweet spot. That means it works very well in a wide range of conditions without needing to be tweaked or adjusted.

The real challenge was to offer everything; great performance in big bumps, a smooth ride in small stutter bumps, a wide window of performance without adjustment and great cornering. The rMotion is a coupled suspension for controlled weight transfer, which gives it superior cornering capability with more consistent ski pressure. Pitching is reduced and the chassis remains better balanced through acceleration and braking. Another major factor here is the longer front arm of the rMotion, helping to give the sled incredible balance and consistent ski pressure for confident cornering. The RUSH is a non-coupled design so there is more pitching (rocking) and you don’t get the ski pressure that you might need unless you get your weight forward, demanding a more active rider input.

The rMotion offers the most rising rate (progressive) shock motion ratio in snowmobiling and up to 30% more travel than competitive suspensions. And it does so without raising the sled’s center of gravity (like other progressive rate suspensions) since Ski-Doo was able to keep the shock and springs down inside of the track. This has many benefits – it maintains a lower center of gravity, both for the sled and for gear that is carried on the back of tunnel in comparison to sled with high-mounted racks for cargo. Fitting the rMotion into the traditional REV tunnel also maintains excellent deep snow capability; it allows the use of Ski-Doo’s many cargo bags and fuel caddy; and it allows the use of Ski-Doo’s 1+1 seat. While the Polaris RUSH rear suspension performs well through the bumps, by using the outboard shock and a shorter tunnel it raises the center of gravity, eliminates the cargo capability of the tunnel, reduces deep snow capability, makes it impossible to carry a passenger, and makes spring preload adjustments far more difficult.

What makes this rMotion suspension different from Ski-Doo’s SC-5 suspension?

Four main things;

BRP engineers took the “ease of tuning” a step farther by making it easy to adjust in standard form, or even easier with the (optional) Quick Adjust System that gives you the ability to adjust the spring preload and shock valving right up on the tunnel.

On the left side of the tunnel at the rear of the running board is a hydraulic dial that adjusts the torsion spring preload, making adjustment quick and easy along with a greatly increased range of adjustment. This is used to properly set the vehicle ride height, primarily based on rider weight. Heavier riders will find this to be a great addition as the amount of preload available is much greater than before. And instead of getting out the metal tool to crank on the preload blocks you just grab the knob and crank on it, using the advantage of hydraulics to do the work for you. You can quickly adjust the suspension preload in a matter of seconds, and will really appreciate the fine-tuning capability this feature affords.

On the right side of the tunnel at the rear of the running board is a single dial to adjust the rear shock compression damping, both low-speed and high-speed compression simultaneously. This is so much easier than getting out a small screwdriver and making adjustments, or having to reach inside of the suspension to grab a small knob (or knobs) to adjust the shock damping. Again, it really makes suspension calibration quick and easy, as it should be. The Quick Adjust system is an option for the rMotion suspension package on X models, but is not available for in-season models. These models have the more familiar cam blocks for preload and a dial on the shock body for valving adjustments.

By virtue of the torque link, more travel, uncoupled with the blocks set low, and the new motion ratio, the rMotion will be noticeably smoother through the chatter and stutter bumps. The ride quality of the rMotion is nothing short of impressive. Usually when you have a sled that rides this good in smaller stuff and slower speeds it sucks at bigger bumps and higher speeds, and vice-versa. Not this time. As you start to pound it, you are able to still have an increasing capability to go through rough terrain with less vehicle disruption (chassis pitching) or bottoming. This means the performance envelope is now wider, broader, it works acceptably well in a wider set of conditions. You will not have to adjust it as often for changing conditions. This suspension works better across a wider range of conditions than any other we have ever tested here at SnowTech.

And for 2013 the calibration indeed seems to have improved yet again. SnowTech test riders were able to spend a total of 11 days riding the 2013 versions before the snow disappeared and logged almost 2,000 miles (this is after over 2,000 miles on the 2012 rMotion). We can verify there is in fact a noticeable difference between the 2012s and the 2013s, much to our surprise. Trails that haven’t been groomed are far less of an issue, as the rMotion can swallow bigger bumps with less chassis disruption and pitching while being able to maintain ski pressure for cornering. Both the rMotion and the RUSH are progressive rate (shock speed increases as the suspension goes further into its travel), but the rMotion is coupled, the RUSH is not; the rMotion has separate spring and shock ratios, where the coil-over RUSH has the spring and shock motion locked together. Less a matter of right or wrong than it is explaining why each suspension acts and behaves the way it does. Our test riders have logged thousands of miles on both, and each one of them prefers the rMotion across the widest range of conditions for the greater comfort, more consistent ski pressure and ability to absorb larger bumps with less bottoming.

The Ski-Doo models fitted with the rMotion suspension are not only capable bump sleds through the rough, every one of them is compliant and comfortable as well, with few (if any) compromises. About the only valid complaint would be the extra five pounds added with the Quick Adjust system, as the standard rMotion only weighs 52.4 pounds while the Quick Adjust version comes in at 57.4 pounds. Riders over 200 pounds and those who like the ability to tweak the preload and shock settings quickly will benefit the most from the Quick Adjust, or if you have riders of different weights using the vehicle.

Most snowmobile riders place rear suspension performance and ride comfort very high on their list of priorities. You will not find a more capable and better balanced rear suspension across a wider range of conditions. For 2013, when it comes to no-compromise ride quality and comfort on a performance sled the Ski-Doo rMotion is as good as it gets.

The rMotion rear suspension was actually introduced on the 2011 Ski-Doo MX ZX 600 RS race sled dubbed “PCX”, but that was only intended to disguise the rMotion name until the consumer version was introduced for 2012. The version found in the 600 RS is now called rMotion Racing. Both skid frames share the same basic geometry featuring a rising rate rear shock and long front arm, but each are optimized for their intended uses. The rMotion Racing has a reinforced rear arm, improved coupling system, and reinforced powder coated rails for reduced ice build-up.

Is that a good sled or bad sled? Do you like it or not? It all depends on your perspective.

We are always amazed at how different people have different definitions of the same thing. One guy might think his sled has way too much power, where the next guy will take that exact same engine and add a turbo to it because it needed more power. You gotta’ love it.

But this brings to light something you should keep in mind when listening to or reading about anyone’s opinion on a snowmobile or just about anything, for that matter. It is just an opinion and really a matter of perspective. One guy’s junk is another guy’s treasure. If you don’t know the source, it is difficult to know what their perspective is, and how to accurately interpret it.

Case in point, a new engine. One news source might report that it is fully-redeemed and all of the past problems have been fixed, while yet another news source might report that the same engine is improved over previous versions, but is still down in power compared to the competition and uses far more fuel as well. Good engine or bad engine? That’s not for us to decide. That’s your job. Our obligation is to report the facts, honestly and fairly, and provide you with accurate opinions and observations so you can make your own informed decisions. Nothing more.

Or, take ride quality. This is always one of the highest factors in snowmobile satisfaction among trail riders. One guy’s “awesome ride” is another guy’s “lacking capability”. Depends on who is making the observation. Young snocorss racer or veteran trail cruiser? It could depend on if you’re talking trail stutters or hammering large moguls and jumping approaches. Trail comfort does not equal cross country capable, and vice-versa. You should get the idea. If you know the source of the “voice” you can trust it more and interpret the data far more accurately. When the source is voiceless or faceless it is far more difficult to interpret.

Who do you believe? Who do you trust? Who are you most familiar with? Who do you more closely resemble, or identify with? It’s a matter of perspective. It gives you the advantage if you are familiar with, and trust, the author.

The fully electric Commander will be powered by a 48V AC induction motor with 9.4 kWH lead-acid battery pack. An optional lithium battery pack is also expected to be offered.

Sherbrooke, Quebec – BRP has announced they will assemble specialized motorized vehicles derived from its line of products in a new plant located in Sherbrooke. This facility will concentrate on assembling customized vehicles to meet the requirements of governments,
municipalities, institutions and agencies, as well as individual consumers.

“This decision allows us to first assemble gasoline-powered vehicles with specific requirements
from our existing products for which we already have orders from the Middle East,” said José
Boisjoli, president and CEO. ”We will also make the most of the technologies developed at the
Centre de technologies avancées BRP-University de Sherbrooke (CTA) and produce zero-emission electric vehicles.”

One of the specialized products being assembled at this new facility, the prototype of the
Can-Am Commander electric side-by-side vehicle, was introduced in Montréal last summer
during Club BRP. In light of the reaction from dealers, distributors and the media from around
the world, BRP is going ahead with marketing and selling the Can-Am Commander electric
side-by-side vehicle.

“We will be using the same marketing and distribution strategy that we used for our Can-Am
Spyder roadster,” said Mihai Rasidescu, vice-president, Specialized Vehicles Group. “We will
recruit from within our existing dealer network to develop the business and gradually expand as
market demand grows. We will go out in phases and, starting July 1, 2012, the Can-Am
Commander electric side-by-side vehicle will be on sale at some BRP dealers in Québec,
Ontario and Alberta, and in California, Florida, Illinois, New York, Texas and Virginia.”

The first Can-Am Commander electric side-by-side vehicle goes to Sherbrooke University,
BRP’s partner in the CTA that developed the vehicle’s electric technology. The vehicle can
reach a speed of 40 km/h and has a range of between 40 and 160 km, depending on driving
habits, vehicle speed, terrain conditions, weather temperature and battery type.

The new assembly plant will create 20 new jobs in Sherbrooke and will grow according to
demand.

Switch to the more performance friendly torsion spring in your secondary clutch instead of the compression-style spring that comes from the factory on your 2012 Arctic Cat ProCross. This allows for much more belt side tension (longer belt life), quicker backshifting (throttle response and acceleration), and will hold RPM much better. This comes with BMP’s special helix that allows you to adjust spring tension, a template to drill the small hole in your clutch for the spring to sit into, primary & secondary springs, and Dalton (or Supertip) adjustable weights. $379.95. Bikeman Performance 715-294-4575 www.BikemanPerformance.com

Designed specifically for the Ski Doo XP chassis sleds, this handy tool eliminates the need to split the chaincase to remove the jackshaft. A must-have tool for all XP mechanics and a major-league time saver in the shop. Order part #1865 for $42.95. Hi-Performance Engineering 218-681-2390 www.hiperf.com

Designed for single-ply tracks, the new Grand Master Pro studs from Woody’s come in four lengths and are ideal for cross country racing applications. A more aggressive 60-degree carbide tip provides more penetration with better bite. Larger 1.2” head designed for better support. 48 piece packages start at $114, includes nuts. Woody’s www.woodystraction.com

A couple of years ago we visited the headquarters of W.L. Gore, makers of world-famous Gore-Tex and Windstopper products, among others. While touring their research and development facilities, one of the most profound things we learned was how many sweat glands are in the human body, and where they are located. On average, the human body will have anywhere between two million and three million sweat glands. And while most of us might think the highest concentration is found in our armpits, the reality is that your hands and feet contain more sweat glands than any other part of the body. One square inch of the palm of your hands can contain as many as three thousand sweat glands, and your feet contain about 250,000 sweat glands – each!

Let’s apply this to a day of snowmobiling. Over the course of a long day of riding, each one of your feet can produce as much as 1 cup (250 ml) of moisture, as water vapour, per day! Hands don’t produce quite as much, about half of the amount, but when you consider the fact your feet can sweat as much as a cup of water and your hands can sweat a half-cup of water, you begin to realize how important it is to let the water vapour out, and more importantly, start the day with completely dry socks, boots and gloves.

What we see after so many years of snowmobiling is how riders will typically be fine the first day out, but if they don’t get their boots and gloves completely and totally dry over night, their hands and feet get colder much easier the second day out. This also explains why we have such better success keeping hands warm by swapping gloves with a dry pair half way through the day, and using the handwarmers at the lowest setting possible to minimize the amount of sweating from your palms.

We are very particular about using boot dryers and glove dryers at night, so our gear is completely and totally dry for the next day of riding. If each boot just had a cup of water vapor introduced into the liner, it’s going to take some effort to get what’s left in there out of the insulation. And we all should be familiar with what happens when insulation gets wet. This also explains why Merino wool is one of the best fabrics to make socks out of, as wool is one of the few fabrics that retains much of its insulation capability when wet. The difference is significant.

That’s also why you want dry socks each and every day. Do not assume your socks are dry and can be used again, you want a clean and dry pair each and every day. Some riders will even go as far as carrying an extra set of socks with them, as they have learned their feet sweat so much over the course of a ride that they need to swap them out just like gloves. This is an extreme example, but not with gloves. Most of the SnowTech test riders will swap out their gloves half way through the day, just because we can feel them getting damp as the day goes on and when they get damp, keeping your hands warm gets to be a downhill battle as the day goes on. Part of this also is caused by the body reducing blood flow to the extremities (to protect your organs) as the core temperature slowly goes down, but the importance of understanding how much sweat is being produced by your hands and feet can not be underestimated.

Each and every one of our test riders will use two or three boot dryers each and every night. Over the years, we have learned how much of a difference this makes. One boot dryer for the boots, and two of the dryers for two pair of gloves. Some riders will even use two pair of boots, rotating them day to day, so they never wear the same pair two days in a row. It makes a difference to have completely dry gear. Hundreds of thousands of miles after that many years does teach you a few things, and this is one of them that we try to share with anyone that comes with us for test sessions. Again, the difference is significant.

This also highlights the need for fabrics that don’t hold moisture, and the need for breathable gear as well. Having waterproof gear is really nice for snowmobiling, but a plastic bag is waterproof, so why not use something like that to keep the water out? Because it also keeps the water vapor in; it doesn’t “breathe”. That’s where the products like Gore-Tex, and the new kid on the block, Sympatex, come into play. Gore-Tex is a breathable membrane that has holes in it small enough to keep water from getting in, but large enough to let water vapor out. Sympatex is a non-porous membrane laminated to a textile base so it acts more like a fabric, but the basic function is similar. The resulting fabric is tight enough to keep the water out, but breathes to let vapor escape from the inside. Other so-called waterproof products just don’t measure up to these two, in our own personal experience. They might keep water out, but like the plastic bag, they don’t breathe as well as the Gore-Tex or Sympatex products do. That’s why Gore-Tex and Sympatex products are typically going to cost more, but they are better, and worth it, in our opinion.

AFX’s all new 2012 FX-19 high-performance helmet gives you professional features at a beginners budget, no matter how hard you ride. DOT and ECE-22.05 composite poly-alloy shell is lightweight and super strong, while the nylon liner and cheek pads are removable, washable and super comfy. Roomy ear cavity allows space for speakers, and the thirteen-point ventilation system does wonders to regulate airflow. Also features clear-coat finish to protect paint. Available in adult sizes X-small to XX-large in a variety of solids, and multi color designs. To find an AFX dealer near you, visit www.parts-unlimited.com or www.afxhelmets.com

NEXTECH now has new tunnel stiffeners made of composite materials. These ultra-light tunnel stiffeners are very strong with awesome memory, helping to greatly reduce running board sag and bent tunnels. They also make your sled trick looking as well. Available for several late model snowmobiles (Ski-Doo XP version shown). NEXTECH 780-983-5389 www.carbonsled.com

Give your Pro-Ride RMK a much-needed attitude adjustment with a trick snow flap from Team Ride Hard. This is a direct replacement snow flap made from low-density polyethylene so it’s extra durable and able to take the stress down to -60. The logo is screen printed, not a cheap sticker, with UV protective ink and guaranteed to last. Fits all 2011-2012 RMK and Assault models. Teamridehard.com