2008 Ski-Doo MX Z Adrenaline 800R and Summit Everest 800R
In the winter of 2002, Ski-Doo introduced a totally radical rider position for snowmobiles. It was over five years in the making and Ski-Doo banked their entire future on it. That design was either going to help Ski-Doo fly or die. It's been five years since then and BRP holds onto the number-one market share position in the snowmobile industry. While the REV design isn't outdated, it is due for some changes, if for no other reason than some styling updates. With what we saw at Ski-Doo's Sneak Peek, they aren't letting go of their number-one position any time soon. We were blown away.
I won't hold you in suspense any longer; if you liked the REV, you'll like the REV XP. If you hated the REV, you'll like the REV XP. There is so much to talk about with this new model that we simply won't be able to cover it all in this article. We will follow up later in more detail, but this go 'round we will give you an overview. We will be showing you two models: the MX Z Adrenaline 800R and the Summit Everest 800R.
This powerful motor was introduced for the '07 model year in the Summits. While the bore and stroke are the same as the 800 HO, the 800R is a completely new engine. It's designed to be durable and offer more performance. It has more sensors and electronics, a water-cooled crank and puts out over 150 horses, yet is only 4 lbs. heavier than the 793-series motor. It is a monoblock design for compactness and has BRP's 3-D RAVE system. The 800R is designed to breathe and in doing so puts out more horsepower to the tune of about ten more than the 800HO, which is no slouch when it comes to power.
Because this motor is based on the PowerT.E.K. design, it can be tuned or maintained easier by the end user. SDI motors are more closed systems and aren't friendly to modification, but the PowerT.E.K. is. However, the 800R does get the electronics found on the SDI engines that help reduce fuel consumption, reduce emissions and provide protection against burn-down. When it comes to 2-stroke engines, Rotax knows what they are doing. They are able to get high-economy and low-emissions with a carbureted engine. Way cool!
XP Equals X-tra Performance
Last year the motor was new from the ground up. If you think the REV XP is a REV with a new skin, you've got a surprise coming. The XP is new from the track up. About the only unchanged or unimproved item the XP includes is the pair of Pilot skis. Everything else is new or improved. At the Sneak Peek the media was treated to a small demonstration. Two sleds were hanging from an overhead frame on weight scales, similar to how we did our weights for our Ultimate Sled Weight Challenge article. On one side was a 2007 MX Z Blizzard 800 PowerT.E.K. weighing in at 484 lbs. with no fuel or oil or electric start. On the other side was the new REV XP 800R weighing in at 476 lbs. with no fuel or oil or electric start. It looked like a REV with new skin and saving 8 lbs. is OK, but nothing special. As they were talking, they pulled some (hidden from our view) dumbbell weights off the XP chassis. That brought its weight down to 461 lbs., impressive. They talked about more weight savings and pulled more weights off and the scale showed 451 lbs. Now we're talking! They took more weight off, 442 lbs. More weight off, 430 lbs. They took off even more and brought the weight to below 425 lbs. Now we were blown away. This is an 800R, 150-horsepower full-sized machine and it is more than 50 lbs. lighter than the 2007 Blizzard 800.
Weight was saved about everywhere they could save weight, yet it is more than simply using plastic or aluminum where steel used to be. They reduced parts, combined parts and eliminated parts where they could. How did they do this? They designed the XP completely on C.A.D. systems. Where the original REV was partially designed on computer, the XP was completely designed on computer. Again, we will go through more detail in a future article, but a picture is worth a thousand words (although it might also bring up a hundred questions). Take a look at this cut-away.
Here's a condensed look at some of the new features for the REV-XP
The REV XP has new "Stealth-Like" faceted bodywork inspired by some of the European motorcycle designs and the Stealth bomber. It is tight to the frame with little wasted space and that helps keep weight down.
Lighter, More Rigid Chassis
The XP boasts a lighter chassis design that is 21% stronger torsionally and 37% stronger in flexion than the previous design. The new chassis also positions the rider more mid-sled than forward creating more flexibility in riding position than the REV offered. You can ride with your feet behind you, under you or in front of you depending upon your riding style. You'll also be able to adjust the handlebars to your liking - the old fashioned way, by adjusting or interchanging riser blocks. Once it is set, you shouldn't have to change it.
Finally, Ski-Doo has entered the modern gauge age in their snowmobile products. Only this time they went two steps beyond by offering two systems. Instead of going strictly digital or alternating between digital and analog, these new gauges do both by themselves. They have an analog speedo on the left side, an analog tach on the right and an LCD screen in the center that will digitally display the speed or RPMs and fuel levels. The standard (in-season) system is pretty basic and offers what we just listed. The Premium Multi-Function Gauge offers a whole lot more! Not only do you get the analog speed and tach, but you also get Altitude, Top Speed reading, Top RPM reading and Average Speed readings. Plus it shows the heat level for the hand and thumb warmers and the fuel level and even includes the time of day.
Panel Snowmobile 925 REV XP Gauge
In order to make more room in the footwells, the driven clutch had to be repositioned as you can see in the cutaway image above. Kind of brings us full circle when the driven clutch and shaft used to be on top of the tunnel. This also leaves more room for the motor to be positioned lower and rearward for more mass centralization. Moving the cross-shaft in that higher position does extend the chaincase and chain, but because the case is part of the sled's structure and it is made of magnesium, the weight is reduced. The brake is mounted to the front drive axle, which is not only more compact, but is also safer should the chain fail. The front drive axle is a hollow over-sized shaft design, reducing more weight.
The front clutch is a TRA VII (7) and the driven clutch is a brand new two-roller design on 5-axis machined cams. This clutch is 2 lbs. lighter than the HPV Roller and is permanently affixed to the jackshaft. The cooling fins are computer designed for optimum cooling and reduced drag, eliminating the need for windage plates.
Both the front and rear suspensions have been redesigned on the XP. The front suspension is much lighter (are you seeing a trend here?) and the spindles are forged aluminum rather than the extruded type found on the REVs. The new spindle is needed for the more complex geometry due to the triangular pitman arm steering system, again saving weight.
The new SC-5 rear suspension is a more refined version of the already excellent SC-4. The SC-5 uses a new shock link and new front arm to give the front shock better efficiency. A new rear arm and spring location makes more travel without affecting ride height. Overall the rear suspension is 8 lbs. lighter than the SC-4.
A newly designed RipSaw track compliments the REV-XP. This special track is a single-ply with a 2.86-inch pitch and 1-inch lugs. Weight is reduced by about 5 lbs. and it runs
We are allowed to talk about the general REV-XP changes and two models at this point. The trail version is a MX Z Adrenaline 800R and it has all the features listed above. You can order it with either the standard gauges or for way cool features get the Premium gauges. The Adrenaline features a medium height windshield and HPG shocks calibrated for the trail. Official dry weight listed by Ski-Doo on this model is 435 lbs.
The second model we can mention is the new Summit Everest 800R. It also has all of the features of the new REV-XP and about the only difference is that the ski stance is adjustable, it has the new SC-5M rear suspension (which is basically a longer version of the SC-5), a new Challenger Lite track and a taller handlebar riser. It also has HPG shocks and medium height windshield.
During our visit with Ski-Doo at their Sneak Peek, they also had a Summit 800R on the scales. The scale read under 425 lbs. Since dry weights can change from spring to fall and also depending upon when they are "weighed", Ski-Doo's official dry weight listed on the Summit Everest 800R is 435 lbs. You might wonder how the Summit Everest can weigh the same as the MX Z Adrenaline, and so did we. On the scales they showed us, the Summit was 7 lbs. heavier, so it really is, but Ski-Doo is generalizing with their listed dry weights to cover any changes that might occur to the production units.
What do we have to say about the new XP?
"Here's an old cliche' - this thing corners like it is on rails. I mean, it corners flat. I love how it handles! You can easily go from sitting to standing on this sled. And the motor has gobs of power. Squeeze the throttle and go. The Summit is really light and easy to handle in the deep stuff. I got stuck a couple of times, but was able to yank the sled out no problem. I really think Ski-Doo has something here. The XP has been race tested and we were told it has been holding up well. I'm impressed with the weight savings. I knew that Ski-Doos were generally light, but to go this much lighter is impressive."
"This new model is like a High-Definition REV. It is that much more refined and that much better handling. I like the REV, but I've said in my reviews that I wish the seat was higher. I no longer need to say that about the REV-XP. The 800R motor is a 2-stroke engineering marvel. It has plenty of power and is predictable as well. I am not too fond of the heavier throttle pull and I feel the throttle lever needs some work. After riding fuel-injected sleds for so long, the difference is noticeable. A couple of hours pulling on those springs in the big-bore carbs, fatigued my right hand.
The REV-XP ergos are a dream come true. I can ride with my feet back and on the tank when I want, I can ride with my legs at a 90-degree angle and sit up, or I can ride with them forward and give my knees a rest if I need to. The handling gave me more confidence in my riding ability and I always felt in control. In fact, it corners and handles much better than a REV; it never felt tippy. The track does cut loose if you aren't careful, but I suspect that is partly due to the 151-horses the 800R puts out. I definitely like this sled.
Some may wonder if this sled will hold up with its lighter parts, and we do too, but in my initial ride the chassis didn't flex or feel like it would fall apart. It felt solid."
While this is but a brief overview of the new REV-XP chassis and an early introduction to the 2008 model lineup from Ski-Doo, it is definitely a lot to soak in. Come back March 4th for the release of rest of the Ski-Doo lineup and further surprises.
2/21/2007 - Shane Zeppelin firstname.lastname@example.org