1995 skidoo mach 1

Ski-Doo has Rotax engines and a new F-2000 series of aluminum chassis. Rotax, a wholly owned subsidiary of Ski-Doo's parent, Bombardier, has the ability to build powerful twins and triples. The Ski-Doo factory in Valcourt, Quebec, has the ability to build state of the art platforms for that power. Enter the newest of the performance Ski-Doos, the Mach I.

This model with its 669cc liquid-cooled twin fits very smoothly between the 800cc three cylinder Mach Z and the very popular Formula Z with its 580cc twin. Once you heard that Ski-Doo had successfully transplanted the 670 Rotax into the Summit's stretched aluminum chassis, you knew that the Mach I among others was about to undergo major surgery for the 1995 model year.

Last year's Mach I was based on the old style PRS chassis. Many Ski-Doo fans claimed to have loved it. We suspect that once they board the new Mach 1 based on the F-2000 chassis they'll soon change their minds. The lighter weight frame and better handling front trailing arm suspension should make them believers in the new direction of Ski-Doo. The new Mach I is superior to the old.

First, the chassis is the beginning. The new Mach I enjoys the same basic frame as last year's Mach Z and Formula Z. Second, the new Mach I enjoys a much more potent engine, too. If, however, you would prefer last year's Mach I twin in a F-2000 aluminum chassis, opt for the new Formula SS. It is essentially last year's Mach twin in the Formula Z body.

The new Mach I is much more. For starters, and we do mean starters, the 669cc is much more aggressive. It has dual tuned pipes. The rotary valve timing is set for top end speed. The large 44mm Mikuni carbs ram fuel into the engine. The RAVE exhaust is timed to draw in fuel charges and expend them as efficiently and quickly as possible. This twin is tuned for performance. It is also tuned for 120-ish bracket horsepower which will put it just behind the Mach Z and in direct competition with Cat's ZR 700 and Polaris' XCR 600 and ahead of the Indy RXL, Vmax 600 and Wildcat.

The Rotax 670 type measures 78mm x 70mm for bore and stroke and displacement of 669cc. Maximum horsepower is said to kick in between 7,500 and 7,700 rpm.
Complementing the engine package are CD ignition, oil injection, liquid-cooling of the heads and cylinders, a magneto that puts out 220 watts of power for the halogen lighting system and backlit instrumentation.

This engine in the older chassis gained quite a reputation for durable performance and has become a popular choice for big twin sports riders. In its third season, the F-2000 aluminum chassis has evolved into a very good platform. The engine bay for super sports models like the Mach Z and Formula Z were reworked last season to place the engine low for improved handling. The new Mach I features a low mounted engine placement as well. Use of the low engine mounting precludes electric start, which would require the engine to sit about an inch higher as can be noted on some Formula and Touring models. This is a sport machine designed for handling prowess.

Power transfer is basic Ski-Doo TRA clutching. Developed by Rotax and Ski-Doo engineers, the TRA clutch has been an exceptional drive system and very tunable by Ski-Doo owners and dealers alike. The three ramp design features tuning screws that let you adjust for rpm in increments of 100. While the TRA is a heavy unit, it has been durable and popular. Plus, it delivers power efficiently enough to keep the Rotax twin equal or ahead of similar models from the competition.

We found the engine of our pre-production photo test sled to be very responsive and everything that we expected. This sled in its present form is just a notch behind the three cylinder power of the Mach Z. We expected to see a performance difference between the two, especially since the Mach I's twin gives away at least 20 horsepower, if not 30. The difference is there, but not as bad as you might expect on the bottom end. In real life production, we expect the Mach I to be an exceptional performance sled. It will be quick and fast.

Best of all, in the chassis and with the new suspensions, it will handle exceptionally well, too. We do like the trailing arm front suspension. The fact that it bears a strong resemblance to Polaris' IFS makes us like it even more. The unit is simple, effective and it works. Ski-Doo hasn't had the years to evolve their trailing arm front suspension as long as Polaris, but the Canadian firm is coming along quite well.

Ski-Doo calls its front suspension the DSA for direct shock action. You'll call it precise and predictable, like Polaris'. You'll find a standard sway bar with adjustments to make the front end stiffer or softer as you please. You'll also find high pressure gas shocks (HPG) with coil spring assist and 6.5 inches of front travel, the same as Yamaha's TSS unit on the Vmax-4 series.

At the rear is a three shock absorber suspension system that delivers 7.5 inches of travel. The front suspension arm relies on a gas emulsion shock while the two rear shocks, mounted on the rear arm, are high pressure, coil over gas shocks. This is a pretty standard set-up for Ski-Doo and has proven very effective in the past few seasons. It is easily akin to Yamaha's Pro-Action Link or Polaris' XC-100 type suspensions.

Suspension adjustments are relatively easy to make by putting more preload into the coil spring on the shock, adjusting the limiter strap or screwing in more stiffness on the suspension settings.

Handling-wise we would equate the Mach I with an XLT or Vmax, but depending on the specific ZR model, we would have to give the Cat's top line chassis an edge in overall handling. The same when it comes down to the XCR 600 from Polaris. Cat and Polaris have really done their engineering homework on those two models. The Mach isn't far behind, as we could tell when riding the MX Z which has a cross country-oriented chassis set-up. The Mach I delivers a very versatile blend of straight-away set-up and trail handling prowess. It is a compromise and probably better suited to those riders who prefer lake racing. This sled will be a lake racer's favorite. It gets off the mark well and has extremely good power for straight-ahead drags.

You'll also be able to control this beast at the end of the drags thanks to a new hydraulic disc brake. This is a similar design to Cat's ZR brake, but it's a self-adjusting model built exclusively for Bombardier. The brake worked well and made us feel as confident as Cat's excellent ZR brake. Should you opt for the Formula SS with last year's 669cc twin, keep in mind that its mechanical disc brake is not a match for the hydraulic one.

Now that Ski-Doo is taking snowmobiling very seriously once again, loyal Ski-Doo fans as well as newcomers to the Canadian brand can enjoy the blending of performance and civility that comes standard on models like the Mach I. Yes, you'll enjoy the performance. But, when you've hit the century mark on the trail and are heading back home, you'll like all the little features Ski-Doo has added in recent seasons. The seat is one feature you'll enjoy. It is just the right blend of firm and soft. It is nearly perfect, although we admit Polaris is catching up in that area for 1995.

You'll also enjoy the integrated styling of the Mach I which flows from rear bumper, over the saddle up to the fuel tank and on over the wedge shaped cowl. When sitting on the Mach, you'll find that everything is right where you'd expect to have it. The throttle with its dual action lever is fully adjustable, as are the handlebars and brake lever. As you sit on the sled, you're eyes flow in a normal manner over the windshield and fall onto the trail in front of the skis. A glance downward and you have all the engine and performance information you need from the large, backlit instrument faces. The Mach I even comes with an electric fuel gauge, electric temperature gauge…much of what you'd expect in a sporty car.

Standard fare includes an 11.1 gallon fuel tank, hand and thumb warmers, halogen headlamp, carbide runners, rear seat storage area, tool kit, plastic skis, and a trip meter. You could opt for a backrest, a reverse gear, and any number of dealer-available performance and touring goodies. The options to customize this sled exist. But try it in raw form first because you'll be amazed at how much you like it.

The Mach I is just what we thought it would be…an easier to handle Mach Z without the weight penalty of three cylinders but without the triple's performance edge either. This is a very good, very competitive sports performance twin that is on a par with the best in the business. The Rotax power is excellent. The handling is even with the competition. The prognosis for a great winter is outstanding.