Rotax 2-TEC 800R PowerTEK
Itâ€™s not like there was anything wrong with the current 800 PowerTEK engine; in fact, it is one of the most incredible 2-stroke engines ever built. Yet, Rotax and Ski-Doo engineers donâ€™t need to be wasting their time meeting EPA regulations, theyâ€™re already there, so instead they spend their time making their stuff work even better.
This new 800 2-stroke twin turns up the wick, all the way to well over 150 HP. Ski-Doo tells us to expect 151-152 heat soaked, so cold-shot dynos will likely show even more power. It spins at 8200 RPM, up from 7850. A larger monoblock cylinder adds rigidity, with more room for larger transfer ports and more airflow, helping to up the ante.
Most impressive are the 3-D RAVE (exhaust valves) that now control the side exhaust ports via a secondary guillotine. This allows the addition of an intermediate valve opening, for a total of three valve positions. The side ports are opened up first for a stunning improvement in mid throttle performance and fuel economy. As engine RPM rises, the main center valve also opens for all-out power. Power delivery is smooth and seamless, with no surge as the valves transition from closed to open.
More power meant cooling concerns, so this new engine has a water-cooled crankcase like the 1000 SDI, with 30% more coolant flow. The stronger crankcase now serves as the engine mount, eliminating the separate mounting plate, with through mounting shafts for added rigidity.
It is also smarter; where SDI and the previous PwerTEK 800 H.O. only adjusted ignition timing for poor fuel, the 800R also changes fuel delivery as well.
This thing rocks. Summit models fitted with this engine will rule the slopes in most every stock comparison.
4-TEC V-800 4-Stroke
Come on, you didnâ€™t seriously think Ski-Doo was going to walk away from the 4-stroke party, did you? Their research indicated the number one reason riders were buying 4-strokes was fuel efficiency. Armed with this knowledge, they set out to build a sled engine that would excel in this regard. Guess what? They already had built it, found in their 800 Outlander ATV.
This new 800cc 4-stroke is in an 80-degree V-configuration, and it replaces the much heavier V-1000 4-stroke that had been in the line for the past few years. It is a full 37 pounds lighter than the V-1000, and produces a modest 65 HP. Being so much lighter, the lower power doesnâ€™t really matter. It delivers 25+ mpg, consistently. Sleds with this engine are over 110 pounds lighter than the likes of the Polaris FS and the Arctic Cat Panther 660, so even though it is a 65 HP mill it pulls and feels very much like an 80 HP Polaris FS.
This new motor is found in the Legends, two of the Tundra (work sleds) and the Expedition models.
HPG Clicker & HPG Clicker T/A Shocks
Ski-Doo is offering more high-end shock absorbers that allow riders to better adjust the calibration to their riding style and conditions. Many models now have HPG Clicker shocks, providing increased adjustability, some have HPG Take-Apart shocks and some have HPG Take-Apart Clickers. Previously, very few Ski-Doo models had rebuildable shocks. Despite the high-quality of the KYB shocks, when they were in need of an oil change or recharging, they required (expensive) replacement.
Most of these shocks are still steel body, unless they are noted as aluminum body. On the high end are the C-36 shocks, aluminum body Take-Apart Clickers with 16 high-speed and 20 low-speed compression settings.
Summit Weight Reduction
Lighter is always better in the minds of mountain sled riders, and Ski-Doo mountain sled engineers have (again) been looking at ways to reduce the weight of the Summit models while retaining durability and keeping production costs in line. The result of these efforts is an aggressive weight loss program trims 15 pounds from Summit Highmark packages, and 10 pounds from X-packages. Most of it comes from the tracks, seats, and the rear of the sled.
Challenger Lite Mountain Tracks
Challenger Lite (Low Inertia Technology) tracks are now found on all Summit X and Highmark packages in 144â€, 151â€ and 162â€ lengths. By optimizing the lugs, cleats, windows and holes, BRP engineers (working with Camoplast) have reduced the rotating weight of the track by as much as EIGHT pounds. Rotating mass, mind you. This is with the 16â€ track width and 2.25â€ lug height, providing even better climbing and flotation than before. Internal/external drivers allows superior climbing while allowing a reduced track tension, helping to increase power transfer.
Standard Rip Saw Tracks
Ski-Doo offered the Camoplast Rip Saw track as an option last season, and REV riders everywhere rejoiced at the improved acceleration and traction, especially in soft and â€œmealyâ€ snow; that old snow that has been chewed up and groomed to a pulp. Like running studs, in some conditions the traction is so great the skis will push slightly, so this is not for everyone.
New for 2007 are 16â€ wide versions of the Rip Saw, found in the Renegade models. Models that now come standard with the 15â€ wide Rip Saw 1.25â€ track include all X-Package MX Z models (including the 550 X) and the MX Z Blizzard. It is offered as an option (along with electric start) on the Mach Z models as well. The MX Z X-RS Rip Saw is the pre-drilled version, ready for installation of traditional studs.
Ice Ripper X-Option
The Ice Ripper is a Camoplast Rip Saw track with 256 tire studs in the lugs, right from the factory. Sled so-equipped (spring option on most 121â€ X-packages) have the required tunnel protection, and users will find the tail of the sled doesnâ€™t want to break loose as easily on ice. This has zero affect on snow, but the added safety on icy corners is very welcome. If you prefer real studs, get a different track.