1993 skidoo the wait is over

Ski-Doo fans are the most loyal snowmobilers in the world. Their loyalty will start to be repaid this year as the new "Z" models leave Valcourt, Quebec and start showing up on the North American trail systems.

1993 marks the return of Ski-Doo as a serious player in the snowmobile business. While Ski-Doo was never really "gone," the Bombardier factory seemed to be adrift these past many seasons. There were management purges. The purges led to a change in models and policies. Then, there would be another purge. A new direction would emerge until the next purge...and so on.

Rightly or wrongly, the last purge seems to have instilled direction, purpose and, more importantly, restored a sense of pride in the actual snowmobile product. This isn't a Gallic pride that Ski-Doo can do no wrong. Quite the contrary. The new Bombardier crowd admits to having been less than perfect. At its international dealer meeting held this past February, many long time Ski-Doo dealers (and ourselves) were actually shocked at how totally "up front" Ski-Doo management was about its sins of the past. They - and we - had never heard of such a thing from a snowmobile company before. Much less, this snowmobile company.

Still, Ski-Doo managers aren't expecting Ski-Doo dealers and you to take them on their word. The words have actions backing them up. And, we are extremely impressed!

For example, to rid the dealer network of excessive inventory (some stretching back five years), Ski-Doo management literally ate millions of dollars in "blow out" programs that had to make this division of Bombardier look pretty disgusting to stock analysts. With that commitment, Ski-Doo undertook a research and development project that would focus on both short term and long term model introductions that snowmobilers could get excited about.

In this day of short term gains, we are impressed that Bombardier has let the Ski-Doo team operate this way. Division head, Tony Kalhox, took about a year to study the good and bad of the Ski-Doo operation before he acted. For Ski-Doo, once an invincible Number One in snowmobiling, to have gotten so far behind the competition wasn't accomplished overnight and Kalhox knows that getting Ski-Doo's market back won't be gained overnight either. The new team has direction. It has some impressive new products. And it is creating a whole new interest in a brand of sleds that only the true "yellow" rider believed in.

Unlike past years, where everything would have been thrown out, the new Ski-Doo team has kept the best things, thrown out those things that don't meet expectations, and created new. One example is the "Z" series. In the past, Ski-Doo would have totally reinvented the wheel to avoid any appearance of having a similar anything when compared to the competition. Well...that has changed. Witness the new front suspension on the Mach Z and MX Z. Polaris fans will be giving Ski-Doo riders a lot of guff about the similarities. But, in fact, it wasn't either one of these companies that introduced independent front suspensions. It was Chaparral on its oval racers. Or pick Alouette and Gilles Villeneuve's car-like Eagle River World Championship sled. Sorry, fans, but this design has been around.

It will continue to be around as Ski-Doo has a version on its "Z" sleds for '93.

The strength of the new Ski-Doo line isn't going to hinge on its front suspension. It'll help. But the strength will be what is the Ski-doo team going to do between the ski tips and the snowflap? The answer is plenty.

For 1993, Bombardier's snowmobile team has a terrifically impressive new series of "Z" machines. To make absolutely certain that this model line lives up to high expectations, there will be a limited supply. We've heard there will be a couple thousand of the mild MX Z models and only hundreds of the new 800cc Mach Z triples.

The idea is to prove quality before introducing the all new chassis design in the next year or two. Ski-Doo is borrowing a page from Arctco, which carefully released the AWS (Prowler-type) chassis over the past few seasons. A few years ago, the Prowler was the only AWS sled. Now virtually all Cats use the chassis from the 900cc Thundercat to the entry level Jags. Cat has been successful with its new chassis and we fully anticipate Ski-Doo being successful as well.

We offer no words of caution about the new Ski-Doo "Z" models. We like them a lot. Our favorite is the MX Z with its tried and true 462cc liquid-cooled Rotax twin. The Rotax rocket for '93 will be the 774cc triple housed in the Mach Z chassis. Ahh, yes, retribution time is finally here for all the long suffering Ski-Doo fans. While the Mach IX proved potent on the race track, it was always deemed to be an underdog. Woof, woof. The Rotax triple is no underdog. Neither is the 1993 Mach I which gets last year's 669cc Mach IX twin.

Yes, revenge will be sweet for long suffering Ski-Doo fans over the next few years. There will be no wondering where the "yellow" went.

As one multi-line Ski-Doo dealer told us, "Ski-Doo has the most loyal owners. It isn't Arctic Cat or Polaris. It's Ski-Doo. Those folks will ride Ski-Doo forever."

For 1993, those enthusiasts have a model lineup that harkens back to Ski-Doo's halcyon days when everyone was aboard a yellow snowmobile.

At the top of the line are two very tough competitors. The king of the line will be the all new Mach Z and its 774cc liquid-cooled triple. This is the first premium performance Rotax to drop the rotary valve set-up in favor of reed valve induction. Putting rotary valves on a twin or a quad would be relatively simple. Getting it to work on a full production triple would be very expensive. The crankcase reed design will stuff a solid fuel charge into the engine. This three cylinder Rotax continues use of RAVE valve exhaust and adds the assistance of three individual tuned pipes which dump into a common exhaust silencer.

The Mach Z is king of the '93 line. It has the all new "Z" chassis and the Direct Shock Action front suspension. The new lightweight aluminum and steel chassis configuration is lighter than the standard Formula chassis and features new mounting locations for the engine and suspension.

In case you doubted the new suspension, let us assure you that 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 Formula series. 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.

States Pierre Beaudoin, vice president of product development for the SeaDoo/Ski-Doo Division, "the Mach Z represents the advancements that Ski-Doo has made in engine efficiency and in the development of a lightweight chassis for the high performance market. We've said it was coming and now it has arrived."

Like the Mach Z, the new Formula MX Z shares the same chassis and suspension systems but features the proven 462cc Rotax twin.

Both "Z" models feature an ergonomically excellent cockpit with extra large backlit gauges to let riders get key information with just a glance at the dash, even in the dark of night. Sports riders will especially like this feature.

With the new DSA up front, Ski-Doo designers stayed with the C-7 gas-charged shock rear suspension. For 1993, the Formula suspension has been matched to the new "Z" chassis with different damping combinations for the Mach Z and MX Z. The end result is a very smooth ride - especially in the trail sports, MX Z. The C-7's lightweight design utilizes gas-pressurized, long-travel rear shocks with 7.5 inches of travel for improved weight transfer to smooth out tough moguls. There's also a new key that provides easy adjustment of the C-7 rear suspension.

Second in line to the Mach Z will be the Mach I. It comes with the same Rotax 669cc RAVE engine that powered Guy Useldinger to the prestigious Formula III title at the Eagle River World's Championship.

The '93 Mach I is a potent back up to the Mach Z. This race-proven Formula Mach I powerplant features RAVE valves that change the exhaust port shapes automatically, producing outstanding torque across the entire power band. Two Mikuni VM-40 carbs deliver the power efficiently.

The Mach I's lighter C-7 rear suspension features gas rear shocks for improved weight transfer and a wide 40 inch ski stance for exceptional stability.

The Formula Mach I is available in a two-seat model; and an XTC version with a 138 inch track, high windshield and a 36 inch ski stance.

For 1993, Ski-Doo expands the Formula Plus line with a broader range of versions. For the high performance "580" rider, there is the RAVE-valved 581cc Formula Plus X. This was once the Mach I engine, but that sled didn't have the suspension improvements that are found on the '93 Plus X.

The Rotax twin's RAVE valves change the exhaust port shapes automatically to produce superior torque across the entire power band. The updated C-7 suspension improves weight transfer to the track, which increases stability, improves cornering ability and smooths the ride over rough snow conditions. The low, wide chassis and 40 inch ski stance provide extra stability at the high end where it counts most.

This season, the C-7 suspension on all Formula models has been improved to include six inches of travel, seven pre-load positions, and Track Adjust, which makes it easy to tailor the suspension for different riding conditions. Working in concert with the C-7, the modified PRS independent front suspension has six inches of travel to help absorb everything from small bumps to washboard trails.

Ski-Doo claims that its new Formula Plus EFI features the industry's first electronic fuel injection system designed specifically for snowmobiles.

"Unlike other systems, the Formula Plus EFI was engineered by Mikuni to work in concert with the 581cc Bombardier-Rotax engine in the Plus EFI model," stated Ski-Doo project manager Jean-Paul Samson. "We made sure this system was better than what currently exists before putting our name on it."

The EFI is an electronically controlled multi-point injection system with a broader range than traditional systems. "This means the Ski-Doo EFI handles high rpm better than competitive systems, and avoids the lag association with them," said Samson. "This translates into better power and quick response time, plus improved fuel economy."

For worry-free operations, the Ski-Doo EFI has an automatic shut-off device to avoid draining the battery. In addition, the system is encased in foam to eliminate vibrations and humidity, which can affect performance.

The bright red Formula Plus EFI is a limited edition model for 1993. It is designed for those snowmobilers who want a solid performing trail sports sled with the added benefits of electronic fuel injection.

The third member of the '93 Formula Plus series is the base Plus available in bright red and powered by a rotary-valved 581cc Bombardier-Rotax twin. The engine uses two larger Mikuni VM 38 carbs, replacing the 34s used last year.

The Formula Plus is available with a single or two-up seat and electric start. Each of these versions feature a 121 inch track. The Formula Plus XTC, with a 138 inch track, is available with a two-up seat.

Formula Plus models feature the easily adjustable Ski-Doo TRA clutch; Ski-Doo's patented progressive throttle which reduces thumb fatigue for more comfortable riding; a wide 40 inch ski stance for high speed stability; and an excellent seat.

The Plus EFI and Plus models feature new 220 watt magneto systems that handle more wattage for improved lighting quality and less battery drain. These models also have new thumbwarmer and handwarmer systems with high and low settings for each.

While Ski-Doo has always excelled when it comes to touring models, the blue Formula Grand Touring model is a stand-out. It takes all of the best performance features of the Formula Plus and combines them with well thought out items especially important to touring riders. The heart of the Grand Touring model is the proven 581cc liquid-cooled Rotax twin. Adapted for the Grand Touring model, the 580 twin gives the Ski-Doo GT the largest engine in its class. It uses a pair of VM38 Mikuni carbs and the trusty TRA clutch.

The 580 engine provides impressive low-end torque, strong mid-range and ample top-end speed, making it ideal for two-up touring. The Grand Touring model ranks as one of the best all-around touring machines that we've had the pleasure of riding.

It offers many comfort features as standard. The cushy passenger seat, extra storage space, fully-adjustable backrest and reverse gear with warning beeper are ideal for long riders.

Standard luxuries on the Grand Touring model include electric start, full instrumentation, thumb/hand warmers, heated passenger grips, high windshield, two mirrors, speedometer with trip gauge, electric fuel gauge and oil injection indicator, new 45-degree halogen headlamp for safe night riding, and a set of carbides.

Arriving pretty much unchanged for 1993 is the Formula MX. It is a rock solid performer thanks to its reliable 463cc liquid-cooled engine and TRA drive system. The pear white Formula MX gains the updated C-7 suspension, has a comfortable seat, gets a wider 40 inch ski stance, and uses a medium height windshield for extra protection.

The Ski-Doo Formula MX is available with a single or two-up seat. Both models feature a 121 inch track. The formula MX XTC R, with a 138 inch track and reverse gear, is available with a single seat.

Formula MX models have full instrumentation, including a speedometer with trip meter, tach, temperature gauge and an electric fuel gauge. Other standard items include hand and thumb warmers, a fuel shut-off valve, carbide runners and a high beam indicator.

The Safari series has been cut to two engine options in 1993. Both feature a suspension that has been lowered by one inch to improve the center of gravity, reduce pressure on the skis and improve overall handling. The easy riding PRS rear suspension with dual-rate shocks also has been improved for 1993 and now features almost nine inches of travel.

The new Safari hood features an aggressive "ram-air" intake duct which improves air circulation to the engine.

The top of the line model is the Safari Rally with its fan-cooled 497cc Bombardier-Rotax engine.

The piston-port, fan-cooled twin has a high-port design to deliver all the power needed for two-up riding. Twin Mikuni carbs are standard.

Long time Ski-Doo enthusiasts will note the Rally's innovative exhaust system which features a new tuned pipe and spiral force-flow muffler to improve acceleration and top-end speed. The same set up was used on the Blizzard 5500 years ago. Of course, the 5500 didn't have the advantages of the 1993 Total Range Adjustable (TRA) clutch which Ski-Doo says maintains engine speed more accurately, eliminates engine lag and increases belt life.

If the Rally is a little too pricey or powerful, Ski-Doo offers a choice of the Safari Deluxe and Safari L, both full-sized sleds and powered by the familiar 368cc Bombardier-Rotax fan-cooled twin.

The Safari Deluxe model piles on the features, including standard electric start for more convenience, heated handgrips and a thumbwarmer with high and low controls.

All Safari models have a contoured, extra thick, two passenger seat as well as a medium windshield for protection from the wind and sun. Standard features include a speedometer, parking brake, tube-type fuel gauge, high beam indicator, oil injection indicator, passenger footrest and halogen headlamp.

The head of Ski-Doo's multi-purpose family is the new Skandic II 503R with a do-it-all 497cc Bombardier-Rotax engine, Mikuni carbs and reverse gear.

Adding reliability to its power package, the Skandic II 503R features a new rewind starter with a stronger recoil system for dependable starts all winter long.

The Tundra models feature telescopic strut front suspension. Proven in Scandinavia, the strut suspension improves handling by increasing shock travel. The new rear suspension also increases travel, providing greater comfort whether you're working or playing.

For 1993, the Tundra models feature a new, wider 34 inch ski stance for increased stability, and a new front bumper for added protection. They also get the new rewind starter.

And of course, don't forget the Alpine II twin-tracked work sled and the ubiquitous Elan which has been around forever in the 250cc single cylinder guise. Yes, some things remain the same for long time Ski-Doo loyalists.