2026 SKI-DOO SPRING CHECK ENDS: March 31, 2025

Visit ski-doo.brp.com to build your sled to order or head into your local Ski-Doo dealership to put down your SPRING CHECK deposit!

The lineup contains completely redesigned Expedition models, deep snow models that are lighter with new features including a 32-inch ski stance, redesigned entry level models and enhancements that touch every segment.

“Our customers expect constant advancement and improvements every year, even more than any other powersports product,” said Pascal Vincent, Director Global Product Strategy, Snowmobiles. “It’s recognizing and embracing the passion of the customer mindset that drives Ski-Doo to keep pushing further with new ideas and reinventing products, like you see with the 32-inch ski stance on the Summit X with Expert package and the redesign of the Expedition.”

While the Ski-Doo Expedition models already led the wide-track crossover segment, the newest iteration increases the gap significantly. It moves onto the REV Gen5 platform that brings the newest technologies and up-to-the-minute styling in addition to increasing both comfort and performance.

Versatility and functionality are key for riders and the Expedition delivers thanks in part to the new uMotion rear suspension for great on and off-trail performance. This new suspension also brings unexpected levels of comfort and capability.

Versatility attributes are extended with the Multi LinQ Plate to access the complete LinQ accessory ecosystem, and the redesigned Cargo Box that lets owners quickly and easily adapt their snowmobile to their needs day in and day out. Buyers in this segment now have access to one of the most complete and competent snowmobiles, plus a luxury look and feel!

In the deep snow world, Ski-Doo models continue to offer mountain riders targeted choices as the 2026 models evolve and push concepts further. With lighter weight and a new industry leading 32-inch ski stance on the forward-thinking Summit X with Expert package, it’s clear product development doesn’t rest at BRP.

Redesigned chassis components including shorter tunnels and heat exchangers contribute to wet weight reductions on all Freeride and Summit packages of up to 14 pounds for specific configurations – with each change targeted to meet the intended riders’ needs.

The Summit X features the most weight loss with the highest number of lightweight components for increased agility and playfulness that targets the largest cross section of deep snow riders.

The constant improvement continues across the lineup as spring only available Renegade models get their own version of the RAS RX front suspension for increased cornering prowess and stability. Backcountry buyers now have a choice of narrow RAS X or wide RAS RX front suspensions in most models, with the X-RS, X and Adrenaline packages also featuring the Pilot RX skis for the wide option.

To cap off the 2026 lineup, all Sport and Neo models will move to the REV Gen5 platform – delivering one of the finest riding experiences at the most affordable prices. Refined performance with ease of use and low levels of sound and vibration make for all day enjoyment.

The most current styling that includes LED lighting for improved nighttime vision with top-of-the-line fit and finish brings a sense of pride and sophistication to owners. This speaks to the brand’s commitment to make winter experiences the best they can be for all riders.

On the connected riding experience, the Group Ride capability, available in North America, takes a step further in its development. It is now added to the built-in GPS on snowmobiles equipped with the 10.25-inch touchscreen display and can be used with or without a phone or network connection to see other riders in your group.

In addition to the intuitive Group Ride function, riders can see topographic maps and snowmobile trails,* view their position with compass orientation, record the current trip, show or hide previous rides and experience enhanced Vibe system communications. Those choosing to connect with the BRP GO! application can access a richer experience with constant improvements being added. The 10.25-inch display is available across Ski-Doo’s most popular segments and models so everyone can enjoy 2026 enhancements.

For complete details on all the 2026 Ski-Doo news and models visit ski-doo.com.

BRP Inc. is a global leader in the world of powersports products, propulsion systems and boats built on over 80 years of ingenuity and intensive consumer focus. Through its portfolio of industry-leading and distinctive brands featuring Ski-Doo and Lynx snowmobiles, Sea-Doo watercraft and pontoons, Can-Am on and off-road vehicles, Alumacraft and Quintrex boats, Manitou pontoons and Rotax marine propulsion systems as well as Rotax engines for karts and recreational aircraft, BRP unlocks exhilarating adventures and provides access to experiences across different playgrounds. The Company completes its lines of products with a dedicated parts, accessories and apparel portfolio to fully optimize the riding experience. Committed to growing responsibly, BRP is developing electric models for its existing product lines. Headquartered in Quebec, Canada, BRP has annual sales of CA$10.4 billion from over 130 countries and employs close to 20,000 driven, resourceful people as of January 31, 2024.

Subscribe to our YouTube Channel!

Does it seem odd a sled that has carved out a reputation as stellar as Ski-Doo’s XRS Renegade would undergo major changes for MY 2023?

We think so too, but Ski-Doo keeps its complete product line on a four to five year updating cycle and the G4 architecture was due to be refreshed for the upcoming model year.

So, what’s new and what’s different about the new G5 platform?

Let’s start with an all new frontal profile for the X-RS. The G5 brings a sleeker, less edgy, more visually appealing look up front. The new bodywork includes a much easier-to-access engine bay needing to remove just six screws to gain full access under hood. The fresh bodywork uses an innovative sound-absorbing lining that noticeably cuts engine noise at all RPM levels.

More importantly, a major revision to the engine mounting system includes four completely re-engineered engine mounts – one more than the G4. While this might not sound like a huge development, it nets a quantifiable improvement in hood, handlebar, handguard and footrest vibration, particularly at idle and up to engagement.

The windshield shows no vibes or shakes at these levels and a tangible feeling of refinement spreads throughout the chassis as a result of this new 4-mount system.

The G5 X-RS is the first Ski-Doo platform to include a full LED headlight system. LED lighting provides an incomparable amount of forward illumination seasoned Ski-Doo riders will immediately identify and appreciate. This isn’t a big deal, it’s a huge deal – and it gets approval from every test rider.

Iconic names like Haikonen, Morgan and Hibbert for two decades have given way to powder slaying, cornice jumping images of Chris Burandt, Carl Kuster, Dave McClure, Rob Kincaid and many others. More important, in showrooms the sought-after image of snocross sleds is increasingly shifting to deep-snow sleds.

Proof positive are comments coming from the OEMs indicating the sale of crossover and mountain sleds is the growth market in the snowmobile industry right now.

We would not dispute this assertion. Our contact with you, our readers, and Snowtrax Television viewers indicates not just a passing interest in off-trail riding but a determined desire to rip-up powder, ride without boundaries and generally go wherever you choose.

Although we’re not against this new, tweaked definition of snowmobiling, we must clearly state this reality: If snowmobiling keeps redefining itself away from groomed trail riding – and I’m speaking about flatland freeriding here – there’s going to be a huge price to be paid.

Sure, it’s great the OEMs are recording sales increases in deep snow, longer tracked crossover rides; I get that. However, there has to be a visible, coordinated move to educate these buyers their new way to participate has boundaries and subsequently, rules. If this doesn’t happen soon, we’re in for big trouble!

So, overall, this is good, right? I mean more sleds sold means more participants, more tourism impact, more justification for our sport’s continued acceptance and support by government and thus more monetary support for snowmobiling. This is correct thinking, right?

Honestly, I’m less sure about the above rationale than I’ve ever been. I’m concerned things are getting out of control. We attend all the big US consumer shows every fall and this year I was overwhelmed by the increase in people we spoke with who are buying sleds with the intent to use them off-trail in flatland, trail-based territory.

Like I said, I’m all about more participation and expansion. However, I’m becoming increasingly concerned about the consequences of this re-imagined type of riding.

You’ve likely heard, just like we have, about trail closures from sleds wandering off the prescribed signed and marked routes. Landowners are the backbone of North America’s state and provincial groomed trail systems. The desire to freeride using these trails as a springboard to “get to the pow” runs 180-degrees counter to the original idea behind groomed trails.

Therein lies the problem. This growing desire to ride deep-snow-capable sleds in deep snow has to be subject to some rules. Moreover, this new movement needs tourism destinations and riding locales to step up and recommend terrain and areas where this kind of riding can legally and considerately take place.

Those who build, maintain and groom our valuable trail systems can no longer just get angry at off-trail riders, because they’re most certainly not going away.

In fact, it appears these participants are going to grow again in numbers this winter. There has to be some solutions and some give-and-take in an effort to get this new genre of riding under the wing of established trail sanctioning groups.

One more thing: It’s probably time for the OEMs to step up with some ideas aimed at preserving the amazing access we enjoy to public and private land. As the main benefactors of the explosion in popularity of deep snow sleds, the manufacturers need, at the very least, to participate in and ideally help direct this conversation as well.

It’s time to get talking constructively about this no longer “emerging” but rather, ever-increasing fraternity of snowmobilers who see things differently than the status quo.

Mark Says:

Here’s an example of how Ski-Doo refuses to let any buyer fall through the cracks.

This sled represents careful targeting at the almost mountain specific market while still allowing for spirited and pleasurable trail riding.

The 850 Freeride can get you to the snow and the vertical rides better than any pure mountain rooster. With fully adjustable KYB’s out front and a custom calibrated t-Motion skid, the Freeride comes as close to anything you might call dual purpose in MY 2018.

Before Kent loses his mind (it may be too late for that), let me qualify my last statement. If you were heavily into trail carving and into riding off-trail frequently, the new Renegade Backcountry X 850 with a 146 would be the right choice. However, there’s a ton of riders who spend significant time on trails or hard pack just to get to the big snow.

This 146 x 2.25 PowderMax-equipped Freeride is the perfect balance of track and suspension to make both genres enjoyable.

There’s more here making my intuitive anointing of the Freeride as the BIC winner. Think about a 165-hp E-TEC with lightweight SHOT batteryless starting, mass centralization, tunable KYB dampers, RAS 3 IFS, t-Motion rear suspension and the list goes on.

The Freeride is, quite frankly, one of the best-equipped vert sleds in Ski-Doo’s line-up, yet it still displays competent trail riding versatility.

Hard to beat, Kent.

Many snowmobiles are equipped with adjustable ski stance, but it’s a feature that’s under utilized because of the time and tools required to make changes. The new Rapid Adjust Ski Stance changes that and exemplifies simple and elegant design with real world use, by allowing snowmobilers to change ski stance in seconds rather than minutes, without any tools needed. Riders lift the spacer by pulling up on the extended lever next to the spindle, slide the ski over and then push the spacer back down into place on the other side of the spindle.

The new Rapid Adjust Ski Stance kit is easy and fast to use. Retail pricing is $49.99 USD/$64.99 CAD

Now owners of Summit, Freeride and Backcountry models can make easier, faster use of the different ski stance offered on their snowmobiles. Adjusts two inches (50.8mm) fits all Pilot DS-1, DS-2 and DS-3 skis.

Actually, you can blame Ski-Doo and Rotax for this diatribe. It was Ski-Doo and its Rotax engine division that blew the lid off the whole “good motor – bad motor” argument in MY17.

You heard it, we heard it: Ski-Doo made the outlandish statement its new Rotax 850 2-stroke, the powerplant of the future for the all-new G4 chassis, would deliver durability rivaling an equivalent 4-stroke.

I don’t know about you but when I first heard this claim at the intro of the G4 in Riviere Du Loup, Quebec in January 2016, I was pumped. I am a bald faced proponent of 2-strokes. In my view, they are truly “snowmobile-centric” powerplants.

Conversely, 2-strokes are being replaced in virtually every other powersport genre by 4-stroke engines. Still, in our sport, the inherent advantages of 2-strokes are so compelling, investment in 2-stroke engine technology continues. Need proof? Polaris’ 800 HO, Arctic Cat’s DSI 600 and 800 and, of course, Ski-Doo’s successful E-TEC duo.

That’s not to say I’m anti-4-stroke. New stuff in the market like the imposing Yamaha/Arctic Cat turbocharged and intercooled 998cc triple definitely ignites my testosterone on an acetylene torch heat level. There are other 4-stroke engines that capture my interest no matter how much I resist, however, when they’re compared to similar output 2-strokes, in the back of my mind I’m thinking: “Why bother?”.

Lately, I’ve taken the opportunity to ask a number of movers and shakers in the engineering world what they perceive the future of snowmobile 2-strokes engines might look like.

One I asked is Rotax VP, Thomas Uhr, on a recent trip to Rotax’s home in Gunskirchen, Austria. Thomas is an insightful and likeable guy who answered my inquiry about the future of 2-strokes with this succinct and insightful quote: The 2-stroke engine is far from dead”!

The issues Rotax addressed that ultimately allowed Ski-Doo to make the almost outlandish claim of 4-stroke durability, when examined closely, make sense.

The 850 uses a forged crank, automotive in nature, and employs cast iron ring lands in its forged aluminum pistons: Diesel engine stuff. The 850 has pinpoint oiling nozzles shooting lubrication under the piston to the small end of the rods. This addresses a decades-old 2-stroke weakness. These features, when rolled together, make the Ski-Doo claim of 4-stroke durability entirely credible.

Despite the argument I’ve made for continued 2-stroke power in sleds, there are limitations. It’s pretty clear ultimate performance turbocharged snowmobile engines producing 180 to 200-horsepower in MY18 are the exclusive domain of 4-strokes.

Turbocharging 2-strokes, although possible, is not likely to happen in today’s world of EPA mandated exhaust emissions. The very nature of pressurized induction, whether achieved with an exhaust driven turbo or a gear driven supercharger, pushes too much unburned fuel charge out the 2-stroke’s exhaust port before the rising piston can close it off. The result is hopelessly dirty emissions. Yes, 2-stroke turbos do exist but none are consumer-available on production powersport engines.

I think snowmobile buyers value the inbred traits of both 2-strokes and 4-strokes using solid knowledge to make their purchase decisions. 2-stroke buyers appreciate light weight, low maintenance and imposing power-to-weight ratios. Many 4-stroke buyers line up behind the reliability-durability flag and appreciate not carrying oil when on tour.

What’s confounding is the amazing fuel economy Ski-Doo’s E-TEC 2-strokes consistently card. Arctic Cat’s Dual Stage Injection (DSI) 2-stroke also delivers strong mpg. Up until the arrival of the Ski-Doo ACE 4-strokes, the best fuel economy in any horsepower category was attributed to the Rotax 600 E-TEC.

Here’s the good news: It looks like this debate will rage on for some time to come. If Thomas Uhr is correct – and I wouldn’t bet against him – we should be enjoying 2-stroke power with improved durability for some time.