1993 skidoo mach z
Amsnow
The last Ski-Doo to hold an engine pushing the 800cc displacement limit was the 1973 Blizzard racing series. At about the same time, Ski-Doo's racing department developed some triple cylinder racing engines, but they never saw full scale production.
Twenty years later that all changes as a new 774cc Rotax triple sits under the hood of the limited production Mach Z. According to Bombardier spokesmen, this is an all new design. We won't disagree. It takes the best of all Rotax designs - RAVE valve exhaust, crankcase reed valve induction, and three individual tuned pipes which feed into a common exhaust silencer.
Based on the same chassis as the new MXZ, the Mach Z ride and handling differences should be the only changes due to increased power, the weight of an additional cylinder, plus different shock and spring tuning.
In fact, this is true. The difference between these two Ski-Doos is similar to the difference between a twin cylinder Indy 440 and the Indy 650 triple. The lighter MXZ have a very nimble feeling front end. Because the three cylinder Rotax adds weight, Ski-Doo engineers added stiffer shocks and springs, giving the rider a "heavier" feeling sled. There is a weight difference - MXZ, 470 lbs; Mach Z, 530 lbs. You will notice it when you park the three cylinder Z or off load your trailer. You'll forget it when you have the three Mikuni TM38s wide open and you're pulling away from the 669cc Formula Mach I. You'll pull away very easily. While the new Mach is fast, it doesn't compare to the new 774cc Rotax Z rocket.
In a brief late season encounter with the Mach Z, we had a chance to pull the Z's trigger on a snow-covered airstrip. We used the 1993 Mach I as a comparison standard. The result was predictable. The Mach Z is faster and quicker than the Mach I, which this season comes with what was the 1992 Mach "X" twin. The "X" was very fast. The "Z is a notch faster.
Having ridden all of the new 750-800cc models and Cat's 900, we'd have to say that it will be a real performance battle among the 750 to 800 sleds. Yamaha's 750cc V-Max 4, Polaris' 744cc Storm and Ski-Doo's 774cc Mach Z will be very close this season. Polaris and Ski-Doo have proven performance drive trains. We have been impressed with the TRA clutch and give it a vote of approval in comparison with Polaris' primary drive clutch, a favorite with racers. On paper, we give the performance edge to Rotax. While we expect aftermarket performance shops to build "go-fast" gear for the Mach Z, they'll most likely build more for the Polaris Storm, until more and more riders make the switch to Ski-Doo. The Mach Z truly gives snowmobilers a reason to switch.
The Mach Z is a handsome sled. It will handle well. It will be very fast. It will be quick. And it will be fun to ride. Will it be the fastest? Sorry, while we rode all the new sleds, we didn't get to ride them head-to-head. All we can say is that Ski-Doo Mach Z owners won't be wishing for as much power and performance as the other guys. In the 774cc triple, there is plenty of both.
Educated guesses from aftermarket engine builders anticipate that this new triple will deliver around 140 horsepower in stock trim. That compares to 120+ hp for the 669cc Rotax twin used in the 1993 Mach 1 (formerly the 1992 Mach I-X base motor). In base form the new Mach Z should be competitive with the 750 Polaris Storm triple, Yamaha's V-Max quad and Cat's 700 Wildcat.
Aside from more instrumentation, plastic bottomed skis and wilder black and yellow cosmetics, the Mach Z chassis and suspension systems are very similar to those found on the milder MXZ. Whichever way you choose to "Doo" it in 1993, Ski-Doo appears to be for real with this new Z series.