skidoo adrenaline – Supertrax Online

Special Edition Ski-Doo Summit Adrenaline with Edge Package

SnowTrax TV — Thu, 21 Nov 2024 20:35:42 +0000

Ski-Doo just announced the introduction of a 2025 late release, Special Edition Summit Adrenaline with Edge package.

The new model includes the choice of a normally aspirated or for the first time in-season, turbo charged engine, along some of the most sought-after accessories pre-installed and a unique coloration.

“This snowmobile brings huge value to buyers with all the best features like clean running E-TEC engines, short tunnel for easy handling and a deep snow rider’s best friend, SHOT starting, plus the hottest accessories,” stated Elsa Vilarinho, BRP Global Director, Marketing, Snowmobiles and On-Road. “Someone that missed purchasing a turbo charged model usually available in spring only, or is looking to renew their ride will find this to be a great opportunity to get a sled that’s ready to go right out of the crate.”

This 2025 Summit Adrenaline with Edge package features a unique Carbon Black coloration with Spartan Red accents to highlight its upscale nature. Buyers also have the choice of either the Rotax 850 E-TEC or 850 E-TEC Turbo R engine – the first time the Turbo R has been offered in season.

Additionally, the package includes accessories most commonly added by deep snow riders:

Soft Glove Box Extension
LinQ Fuel Caddy = 11 L/3 Gal
Deep Snow Ultra Lightweight Seat w/integrated belt holder
Flexible Hand Guards
Adjustable Brake Lever

3 configurations are available:

850 E-TEC – 154 x 2.5 in.
850 E-TEC – 165 x 3.0 in.
850 E-TEC Turbo R – 165 x 3.0 in.

Production of this unique snowmobile has already begun and they will be shipping to dealers very soon in limited quantities. Buyers wanting more information about this model are encouraged to reach out to their dealer soon.

About BRP: 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 a global workforce of close to 20,000 driven, resourceful people.

BEST VALUE PERFORMANCE SLED THIS YEAR

Kent Lester — Tue, 08 Nov 2022 11:00:00 +0000

We get asked this question a lot: What can I buy that delivers really good performance for trails (and maybe some off-trail riding) that won’t break my bank account?

The nature of the question has to pretty much eliminate top performance sleds like the SideWinders, Thundercats, Mach Zs and any of the 800-850 2-strokes. These sleds sit at the top of the price charts and pretty much rule out anyone on a tight budget from buying one – especially a new one.

So where do you go if all your buddies are driving sleds like these and you’re finding it impossible to keep up? Where do you go if you still want the latest platform, better-than-average suspension and best-possible handling?

There are a couple of places to look and it all depends how much you’re willing to compromise to get solid performance at a bargain price. First place you’ll need to check out is the 600-650cc selection out there. Yes, some of the midrange 4-strokes like the Viper and 130-hp Ski-Doo turbo are decent deals, too, however, there is a price limit here and most of these cost more than their 2-stroke counterparts in the same chassis.

The performance level of Ski-Doo’s 600R, Polaris’ 650 and 600 and Cat’s 600 DSI 2-stroke twins fall into the 125-135-hp range and definitely produce enough power to keep your friends with bigger displacement sleds in full view.

Let’s look at these sleds – not in their premium form with all kinds of bells and whistles added to the top line models in the brochure – but rather at the minimalist versions with decent, functional shocks and less electronic stuff.

First, Arctic Cat: The Cat offers its Dual Stage Injected 600 twin. There is no baseline 600 at all and this pretty much eliminates the ZR 6000 from this comparison. Not to say buyers wouldn’t be happy with these choices: it’s just you’ll have to ante up an extra couple grand over the competition’s pricing on more value-tagged models available in their line-ups.

Next, let’s look at what Ski-Doo has to offer the more impoverished rider who still has an addiction to speed. Ski-Doo covers a lot of bases with the 600R E-TEC engine and the company’s top-line sleds like the XR-S and X-series models offer a ton of electronic and shock upgrades. These sleds are good value – if you can find the extra coin to buy them.

However, if you’ve taken a good look at the Adrenaline (137) and Blizzard (129) versions of the MX-Z and Renegade you’ll be surprised how much you get for a lot less than the aforementioned premium model Ski-Doos. Both the front and rear suspensions have been upgraded to match the more expensive ‘Doos with the latest X-series engineering. The only difference is in the dampers but they still use extremely well-calibrated, although less adjustable KYBs – and have a ton of built-in features that make them super-appealing.

The good news is the price has been kept as low as possible and that means a lot more jing left in your pocket. In some markets that can add up to about two grand in savings – for a really good, competitive sled!

Polaris now offers its 650 in a bargain-priced sled, the Indy SP. Its power and torque – especially when evaluated from the seat-of-the-pants, puts its drivability rating mighty close to some 800 class sleds from the past. Pricing puts it below Ski-Doo’s Renegade Adrenaline and MX-Z Blizzard 600R.

Our final rating of the Polaris SP and the Ski-Doo Adrenaline and MX-Z Blizzard clearly makes the value choice hard to decide on. You’ll pay a few hundred more for the Ski-Doo variations but you’ll get all the latest stuff. On the other hand, with the SP you’ll get a very competitive sled that can still compete against the big guys. Your wallet; your choice.

2018 SKI-DOO MXZ 600R E-TEC

Mark Lester — Mon, 22 Jan 2018 11:00:00 +0000

Ski-Doo has done to the 600 class what it did to the 800 class; sent the competition back to the drawing board.

That’s supposed to be the final line to this report but there’s no use denying it or trying to rationalize the performance of the competition compared to the new 600R E-TEC engine.

The new-from-the-cases-up “R” is a torque laden, stump pulling rocket for the 600 class. Engagement happens just over 3000 RPM and when the pDrive pinches Kevlar the surge of uncharacteristically torquey 600-class power begins to extrude into white top with an urgency uncommon to this segment.

It is meaty and broad through the mid-range and by the time you’re at full shift RPM at just over eight grand, the G4 is hauling serious booty.

COMPARED TO WHAT?

The 600 class benchmarks have been both the Polaris 600 Liberty and Arctic Cat’s 600 Dual Stage Injection (DSI). The old Series III E-TEC had fallen to the bottom of the 600 class for power and the Minnesota duo both held court over the aging Rotax.

Clearly, Ski-Doo knew what was the target and if it was to deliver a new 600 class mill it would have to both outperform the other 600s and change the rules at the same time.

Mission accomplished for the new 600R. It produces a claimed 125 HP and we think that’s conservative. What we do believe is a reported 11 to 15 percent improvement in bottom end torque at engagement and a 30 percent improvement in throttle response.

This is the rule-changing element of this powerplant. This delivery of torque launches the G4 with authority, while the surge of power stays strong – really strong.

NOT THE 850

The new 600R is not a de-bored 850 although they look very similar. The 600 uses its own built-up crank, not a two piece forging. There are no boost injectors and the pistons are conventional all-aluminum units without the 850’s cast iron ring lands.

The engine is ultra narrow and has a flat stator – pretty much identical to the 850’s. The flat stator allows for the engine to be mounted in exactly the same orientation as the 850, specifically way, way to the right – and no doubt will be fully adaptable to the new “SHOT” stator/starter motor system.

The engine is “square” with equal bore and stroke dimensions. The new E-TEC injectors appear smaller and are reported lighter. An electronic oil pump meters oil precisely, preserving the E-TECs iconic reputation for miserly oil consumption and equally impressive fuel mileage.

The engine weighs in very close to the Series III mill but keep in mind the e-starter is built-in and works internally, not requiring a heavy clutch-mounted ring gear.

WHAT ELSE?

The most unusual piece of the limited build 600R we’ve been riding is the absence of Ski-Doo’s tunable skis. This version features what are surely MX-Z “X” package pieces: The deluxe gauge package, the adjustable (and necessary) handlebar riser, tunnel adjusters for the rear shock and torsion springs and all-new piggyback double clicker KYB front IFS shocks – but no tune-able skis.

So here’s where it gets interesting: Our 600R has dated Pilot 5.7 boards. We’ve been pretty clear stating our lack of approval for the new G4’s handling last season. All of the sleds we’ve made these comments about are equipped with tune-able skis.

The G4’s we’ve ridden (with the exception of deep snow and X-overs which use mountain specific skis) generate a strange cornering posture we call “segmenting”. The sled tends to turn-in too hard then the rider intuitively backs off the turning angle to settle the chassis. Once you feel settled you turn-in again (this is happening rapid fire) and the sled rolls hard onto the outside carbide, generating oversteer, which is not comfortable in high speed turns.

With the 5.7’s on the new 600R the chassis remains settled and the rider can easily control the oversteer/understeer balance with confidence and control. We’re not sure what SD is going to do about this but if we were shopping a new G4 we’d bolt on a pair of 5.7s before leaving the dealer.

A NEW BENCHMARK?

The new G4 600R is a homerun. In the same way the 800 class rules have been re-written by the G4 850, the competition will likewise have to respond to this 600. Nuff said.