1993 skidoo formula mx z

 In the late 1960s, Ski-Doo touted its snowmobiles as the "light-footed" ones. If you watched the advertising of the time, you recall seeing a Ski-Doo Olympique traveling over an egg and not breaking it. The point was to show that these machines were nimble and light in weight. They were nimble for their time. As it turns out, they were also exceedingly light at 300 pounds or so - especially when viewed in terms of the 1990s where sleds weighing in at 400 pounds are considered extreme lightweights.

The all new 1993 Ski-Doo Formula MX Z feels like a return to the days when Ski-Doos were the light-footed ones. It doesn't weight in at 300 pounds. But then, even the Elan, which first appeared in 1971, barely manages that feat.

At 470 pounds, the MX Z is lighter than the standard Formula MX, and it will be comparable with Cat's Prowler and Polaris' Indy 440. Performance-wise, the 462.8cc Rotax twin is an equal in this trail sports category.

Perhaps comparing the new Ski-doo MX Z to the competition is the wrong way to go about telling you what's new. We'll compare it to the standard Formula MX.

This is an all new sled. The MX Z will use the same engine and similar clutching set-up as the base MX, but that' s about it. The new Ski-Doo chassis is all aluminum. The old MX combines aluminum and steel. With production numbers conservatively low for 1993, Ski-Doo has opted for a fiberglass hood. Once the build gets over the anticipated 2,000 or so units of this year, Bombardier will tool a Metton hood like the company uses on the older Formula models. In the short term, and since tooling for the hood couldn't be readied until at least late December, Bombardier opted for fiberglass.

If this were Yamaha's new sled, we could appreciate the full preventive ventilation ducts in the hood. But we've never thought of Ski-Doo as having cooling problems similar to Yamaha's early Exciters. We figure that the 462cc twin in the M X Z and the 774cc triple in the Mach Z will have ample cooling. Indeed, the two voluminous nasal ducts in the cowl's front should keep things very cool. Side scoops to vent the exhaust and mechanical disc brake proved very effective when we test rode the M X Z last spring in abnormally warm conditions.

In addition, the aluminum under seat heat exchangers have been revamped to provide improved circulation and cooling. The aluminum fins are actually longer, but more narrow than those on previous liquid-cooled Ski-Doos. There should be little problem with cooling.

The only problem we can see with hot air will come from Polaris riders who'll try to get Ski-Doo "Z" riders into heated conversations about the new Direct Shock Action front suspension. This new to Ski-Doo suspension is very similar to Polaris' famed Indy front end. Of course, that system bore a remarkable similarity to a system used on Chaparral oval racers of the early 1970s. Quebec racing legend, Gilles Villeneuve, used an adaptation of this system on his lightweight 1976 Skiroule Sno Pro racers, the season before Polaris introduced its RX-L Sno Pro racing machines.

Frankly, the only surprise we've had about the Direct Shock Action front suspension is why didn't it appear before now? Why fight reality? This front suspension works. It's lightweight, basic in concept, and extremely effective on track and trail. When you look at how many front suspensions Ski-Doo has played with over the years, it seems a shame that Bombardier didn't just go ahead with this one all along. We expect that this new DSA front end with seven inches of travel will become the standard for Bombardier trail sleds over the next few seasons.

The DSA system holds the shocks at a 45 degree angle and eliminates the various rocker arms and supports common to the Progressive Reaction System on the standard MX. Also eliminated is the "stiction" and additional weight of the older design. With the variety of arms and linkages on the PRS, a certain amount of friction and sticking action was common. The added parts also meant added weight. It's gone.

While the older Progressive Reaction System will remain on the standard Formula models, we anticipate Bombardier doing with this new chassis and suspension system what Cat has done with the Prowler and front "wishbone" suspension. After a season of introduction, the "Prowler" chassis (now called the AWS chassis) has become the backbone of Cat's model line. This will happen with Ski-Doo as well.

For 1993, Ski-Doo will offer two "Z" models: the MX Z with the tried and true 462cc twin and the Mach Z with a new 774cc triple. Both will be limited build machines. There will be a couple thousand MX Zs and less than 1,000 Mach Z models. Bombardier spokesmen were very blunt about why there will be limited models with limited availability. The company wants to make certain that all the bugs are cured before releasing a fuller generation of the new chassis.

Bombardier's Pierre Beaudoin, who heads up the new product research group, told Ski-Doo dealers at last spring's big international dealer meeting that Bombardier has made a major commitment to win back its customers - especially from Polaris.

The DSA will be familiar to Polaris fans. The standard coil-over-shock suspension will use standard hydraulic dampers, but expect aftermarket suppliers (and Bombardier) to offer gas-filled shocks for racing and performance riders. The rear suspension is the same C-7 suspension introduced on the base Formula sleds last season. The front arm damper is hydraulic, but the two outboard-mounted shocks are Kayaba gas pressurized units. Front suspension travel is 7.0 inches while the rear travel is 7.5 inches.

In our test riding, we found the MX Z to be extremely comfortable on a wide variety of trails. We do mean wide. One section was incredibly rough. So, as the professional test riders tend to do, we hit the throttle hard and pounded the suspension to see what it had to offer. We never bottomed out. On an extremely smooth, well-groomed section, we found the ride to be as smooth as the trail. However, we have heard that lightweight riders find the suspension stiff and bouncy. You can make cam-actuated changes in ride stiffness on the coil springs and you can adjust ski pressure by adjusting the front limiter strap.

The Bombardier management style of 1993 is a change from previous administrations. It is reflected in the MX Z. While the sled is new and shows off new ideas, it also incorporates those things that worked on previous models. Like the 462 Rotax twin, the C-7 suspension is something that worked. It remains.

When test riding the MX Z, it seemed that the sled acted more nimble and felt easier to "toss" around, especially when winding through trees and seeking to make off trail jaunts up the hillsides. The front ski pressure, while more than adequate for control on the groomed trail, felt very light. The sled seemed more like a throw back to the first Olympiques with their tunnel-mounted engines and less a continuation of the current Formula models with lots of weight out over the skis.

When we asked Ski-Doo engineers about this sensation, they let us in on the fact that, indeed, the engine in the MX Z had been moved back toward the rider by about two inches. That's not a lot, but it's enough to get weight off the skis and create more of a "center-balanced" feel for this sled. If you like to ride powder, you'll like the lighter, more responsive handling that results. With the Z, you can stand on the runningboard, grab a handful of handlebar and lean into the hill with much less effort than on the standard MX.

While the MX Z is actually lighter overall than the standard MX, it also doesn't have all the mechanical arms and supports of the old style Progressive Reaction Suspension which are mounted ahead of the ski's center balance point and add extra weight. Steering effort on the Z is a lot lighter than on the PRS-equipped Formula models.

This applies primarily to the MX Z and its twin cylinder engine. The Mach Z's 774cc triple adds another cylinder and additional weight to give that "Z" model a heavier steering feel.

The base MX engine is a 462cc Rotax twin with rotary valve. Bore and stroke measure 69.5mm by 61mm. A pair of 34mm Mikunis are used on all versions of the engine whether it powers the new Z model or the standard short tracked or XTC versions of the Formula MX.

Power-wise, the twin should deliver between 65 and 70 horsepower at something between 6,900 to 7,100 rpm. The MX Z engine will have five more horsepower than the other MX models. The increase comes from wider and taller exhaust ports, a new, less restrictive intake silencer, and freer flowing exhaust.

The same basic clutch system is also used on all MX versions for 1993. The standard Total Range Adjustable Clutch will feature slightly different spring weight depending on the specific MX model.

The brake is a self-adjusting mechanical disc unit. There is also a parking brake which is actuated at the handlebar-mounted brake lever.

Overall, the MX Z looks shorter and racier than the older chassis MX model. In reality, the Z measures 110.2 inches versus 108.9 inches in overall length. It is a couple inches narrower overall, but has a marginally wider ski stance at 40 inches versus the 39.76 inches of the standard MX.

Another area where the MX sheds weight is in the track. The Z models share a 15 inch wide polyester track compared to the standard width Formula model's 16.1 inch. Overall length (121 inches) remains the same on both. The new polyester track has a more aggressive and deeper profile pattern while the standard MX will come with an older design rubber track.

While weight is shaved on the dry weight, the models' wet weight will be greater thanks to the fact that they carry nearly two more gallons of fuel. The Z fuel tank measures 11.1 gallons. Capacity on the standard Formula series is 9.3 gallons.

Standard equipment on the MX Z includes: Speedometer, trip meter, tachometer, injection oil level indicator, high beam indicator, quartz halogen headlight, front bumper, heated grips and heated throttle lever. As options, the MX Z can be outfitted with carbide runners (which we'd recommend), a two passenger seat with low backrest, electric start and reverse gear.

Just a note about the Z instrumentation. Both the MX Z and the Mach Z derive the benefit of backlit gauges which appear white in daylight and blue at night. In addition, the gauges are wider in diameter and easier to read than the standard Formula instrumentation.

From an ergonomic standpoint, we found the MX Z to be absolutely right on the money for trail riding. When we first sat on the Z, we thought the seat's rear bun should have been moved back about an inch. Our opinion changed once we hit the trail. The positioning is ideal for an average sized rider and the bun helps position the rider squarely in command. All controls fell readily to hand. The handlebar was placed extremely well, but its adjustability will quickly satisfy any specific personal requirements for comfort.

Overall, Bombardier has a major hit on its hands. Maybe it'll have a problem since there will only be a couple thousand of these Z models available for 1993. If you can get your hands on one, do it.

For you long term Ski-Doo enthusiasts, the yellow and black are back too. And for some of us that remember the fun times of the original light-footed Olympiques, that means a lot! The MX Z is a fun time Ski-Doo that'll attract a legitimate amount of attention.