1995 skidoos

There is little subtlety in the meaning of "market dominance." That's the key phrase in vogue at Bombardier Ski-Doo these days. Unveiled at Bal Harbour, Florida in early February, the 1995 Ski-Doo product line served as a strong indicator that not only is the Quebec-based snowmobile pioneer determined to reclaim its leadership, but it has the technological know-how to get the job done.

There is determination and focus coming out of Valcourt, Quebec these days. Indeed, key personnel are moving from that Quebec hamlet to Wausau, Wisconsin, Ski-Doo's centrally located sales and service headquarters for US operations. A major expansion at the Wisconsin facility will make Wausau the focal point for North American sales efforts.

In addition, in a move that would have been unheard of 10 years ago, Ski-Doo will dedicate a Denver-based operation to developing and refining mountain, deep powder machines. While the western market is small in comparison to the flatland marketplace, it is a unique segment of snowmobiling that has special needs. As evidenced by introduction of the 1995 Summit 670, Ski-Doo is aware of creating a presence in the west and expanding its product mix to suit riders in that area. Look for some innovative - as well as an expansion of conventional - thinking to come from this "deep snow" test center.

As with the other sled makers, Ski-Doo is coming off a very good season. An upturn in the economy and a downburst of snow have contributed to excellent profitability for all sled manufacturers. They expect a continuation of this "feel good" syndrome to continue with or without snow into next season as well.

Looking at what Ski-Doo has to offer for 1995, American snowmobilers should feel good about the new product. As we suspected, with the heavy emphasis on the F-2000 aluminum chassis, the old steel PRS-equipped sleds are totally gone. The Safari and its Transverse A is gone. The Elan would be gone too, but market demands won't let Ski-Doo kill off the quarter century old design. The old 250cc, bogie-wheeled sled remains as a vestige of history contrasting the old Ski-Doo with the new Ski-Doo.

The old Ski-Doo, founded by Joseph-Armand Bombardier and brought to dominance by Laurent Beaudoin, Bombardier's son-in-law, becomes the new Ski-Doo under the aegis of Pierre Beaudoin, the founder's grandson. Like grandfather, like grandson, eh? Don't be fooled by the youthful looks and personable charm of the grandson. He is a tough-minded, extremely savvy, and competitive entrepreneurial sort. Pierre takes over the Ski-Doo/Sea-Doo group from Tony Kalhok, who remains as overall head of the motorized products group. It was Mr. Kalhok who came into the snowmobile division, took its measure and made sweeping changes in attitude to position the snowmobile division for its dynamic actions of the past three years.

Of course, while seeking dominant market share, Ski-Doo's competitors, who actually hold what Ski-Doo seeks, are not going to go away. Or be intimidated. Or stop moving the target at which Ski-Doo must aim. Not on your life. There are some equally savvy, tough-minded and battle-scarred veterans at Polaris and Arctic Cat who won't give up a single sled sale without a serious fight.

Ski-Doo recognizes this. That is why you see the Bombardier line taking on a very familiar stance. The 1995 models are all based on the F-2000 chassis, DSA front suspensions, C-7 type rear suspension, and proven Rotax engines from one to three cylinders. This year, Ski-Doo has "out-Polarised" Polaris when it comes to efficiency and standardization in its model mix. Oh, yeah.

The Safari replacements, now simply Touring models, combine the best of the best - the F-2000 chassis and rock-steady Rotax fan-cooled engines. And with standardization comes an ability to offer aggressive pricing, which is good news for snowmobile consumers. Doesn't this all sound familiar? Isn't that what Polaris has been doing with its Indy? And isn't it what Yamaha would do with the Max series if it was focused?

At the top of the model mix sits the Mach Z. The 800 triple is the performance leader. But our choice for hot sled of the year in the "Doo" stable is the new Mach I. It's everything that the triple is...and less. It's lighter by a cylinder, but amply endowed with power when you look at its twin-piped 670 rotary and RAVE valved two-cylinder powerplant. This is a real hot rod. Like the Mach Z, the Mach I comes standard with hydraulic disc braking, new for '95.

For value and punch, look at the Formula SS. For hundreds less, you get last year's Mach I engine package (two-into-one exhaust, smaller carbs) in a flame red F-2000 Formula package. Having ridden an F-2000 chassis sled with the 670 twin, we can tell you that this configuration (either the Mach I or Formula SS) will definitely light your fire if you like a squirt of Rotax "snort" on a lake bed.

The hot sled for value-conscious trail sports touring should be the Formula SL, a 496cc fan-cooled sled with 10 inches of rear suspension. We've yet to ride this one, but if it is expected to match the new Indy XTRA in ride, it had better be plenty good.

As we all know, Ski-Doo marketers have gone on a color-match binge to code its sled segments by color. Black means macho and macho means Machs. Red means sports handling and Formula sleds. Yellow means MX. Eco-green means deep powder sleds. Blue identifies touring, with the rich dark blue suggesting top priced Grand Touring and lighter blues and teals identifying the new fan-cooled touring series.

We've given you an overview of what the Bombardier direction is, here's a brief look at what your dealer will have later this year in his showroom.

BLACK IS MACHO

Mach Z - Ski-Doo's big bore ego sled is all muscle with its 779cc Rotax triple with RAVE exhaust port modifiers and triple pipes. It's the most powerful engine in the Ski-Doo lineup.

In its third season, the Mach Z was the first power sled on the F-2000 high-strength aluminum chassis. Its skis are set at a 40 inch ski stance on the DSA front suspension. It comes with fade-free HPG shocks to control ski movement. An adjustable sway bar adds extra control. The triple-shock rear suspension, recalibrated for 1995, also boasts HPG shocks, as well as 7.5 inches of travel.

Mach I - This one will be a rocket. Order now. It has an updated 669cc twin complete with dual pipes, 44mm twin carbs and RAVE exhaust. The rotary-valved Rotax needs the new hydraulic braking that (and for the Mach Z) is standard.

Bombardier's TRA clutch is standard and lets you make easy clutch adjustments. Included for 1995 are analog gauges, heated grips and a heated throttle lever. New aerodynamic cab, low windshield and graphics enhance the performance and look of this sled further.

RED IS THE FORMULA FOR SPORTS

Formula Z - This is the Ski-Doo Formula machine that sports riders will look at first. But, despite the "goodies" and a Rotax 583 equipped with RAVE exhaust system, port modifiers and rotary intake valve, the 1995 "Z" may play second string to the all new Formula SS with the 670 twin and a dollar to value ratio that is excellent.

The Formula Z, though, is a strong entry in the "600" class. Its race-proven 583 inhales through VM40 carbs to produce vast quantities of horsepower.

The front suspension is fitted with the latest handling hardware like the HPG (high pressure gas) shocks. Trail tuning is accomplished by dial-in front sway bar settings. Rear suspension is improved through triple HPG shock suspension.

Ski-Doo also delivers every Formula Z with a high-performance hydraulic brake and the easy to adjust TRA clutch.

SS - While the name moniker may not pass patent tests in politically correct Germany, the sled is a winner. The package consists of the F-2000 aluminum chassis, the right suspension components like DSA front and C-7 rear, and essentially last year's Mach I powertrain. The '94 Mach I came with a Rotax 670 twin that used 40mm carbs and had a two-into-one exhaust system. It only pumped out something in the neighborhood of 110 horsepower. The new Mach I with dual pipes, etc., should be nearly 10 percent more potent. Still, when you compare the price of the SS versus similarly powered sleds, you'll like the value.

To save a few bucks and keep the purchase price down, the SS uses mechanical disc braking (like last year's Mach I) and doesn't have all the "goodies" found on the Mach or Formula Z. Take a look at this model and if you are serious about it, order early. We doubt you'll find many available next December.

STX - This model returns with a long tracked sibling (STX LT). Both feature the Rotax 583 and twin VM38 carburetors, the F-2000 lightweight aluminum frame, fully independent Direct Shock Action (DSA) front suspension and updated triple-shock C-7 rear
suspension. The "LT" in STX LT stands for "long track," which reflects an increase in track length from 121 inches to 136 inches. Keeping the 40 inch front ski stance makes the STX LT a more aggressive trail rider. Improved traction, smoother ride and room for a friend are just a few results.

SL - The ubiquitous Rotax 503 moves into a Formula model. You can identify this new Formula by its new cowling, higher windshield, and a new long-travel suspension. With 10 inches of rear suspension travel, it's obvious that Ski-Doo understands that we snowmobilers are looking for more comfort on the trail. The front suspension is the DSA unit with the same 6.5 inches of travel as the other Formula models.

YELLOW TAKES YOU CROSS-COUNTRY

MX - In our opinion, this is one of the best sports sleds in the business. It's "motorvated" by a smooth and reliable 463cc Rotax twin that comes with a rotary-valved intake and liquid cooling. It sends its power through the TRA (Total Range Adjustable) clutch which gives you very smooth take-offs and responsive midrange performance.

The MX rides on DSA independent front suspension and C-7 rear suspension. A formed front sway bar is used to gain extra control of body roll. Nitrogen-cell shocks in the front and high pressure gas shocks in the rear ensure a consistent ride. To make this sled even more rider friendly, outfit your MX with a two-passenger seat, reverse gear, hitch, and an electric starter.

MX Z - What we saw was an "I-500" replica. Expect the actual production MX-Z to be a late build and to feature tricks learned from Ski-Doo racers after the cross country season is over.

You can expect the new MX-Z to meet class specs with a new 436.6cc liquid-cooled Rotax rotary valve twin engine. This engine's beginnings date back about a decade to the older Blizzards. That's the basis. The reality includes RAVE, 34mm carbs, tuned pipe and more power than even the current MX-Z race models. The top end of this engine is new Rotax technology sitting on a proven case with dimensions that recall a fast past.

Designed for competition, the MX-Z twin sits deep in the lightweight frame for a lower center of gravity. Features that aid cornering performance are the lowered fuel tank and rear track. The Direct Shock Action (DSA) front suspension's swing arms are strengthened with chrommoly for "enthusiastic" use.

LONG DISTANCE TOURING SLEDS

Grand Touring SE - There are three GTs with power from the 470 to the 670 twins. All GTs put their bells and whistles on the F-2000 chassis. The premium touring model is the GT SE with MVA (Multiple Valve Adjustment) rear gas shocks that provide a multitude of settings for fine-tuning, no matter what the conditions. It has an extended 136 inch track for added comfort and traction and is powered by a version of the potent 669cc Rotax engine.

Of course, electric start, reverse and so on and so on. It comes standard with everything you need for a long haul.

Grand Touring 580 - Its passenger hand warmers and easy turning plastic skis are just a few features that make the 580 special. The 581cc Rotax liquid-cooled twin delivers the power you need for touring two-up. The 580 has also been improved with new long-track aluminum chassis, new DSA front suspension, reverse and a larger gas tank.

Grand Touring 470 - For the price conscious shopper who doesn't want to skimp on essentials, the Grand Touring 470 is one of the easiest-to-own members of Ski-Doo's grand touring family. The 463cc powered GT rides on DSA front suspension and progressive-rate rear suspension with 7.5 inches of travel. It has high pressure shocks at the rear, reverse, two-passenger seating, hand warmers and electric start.

SLE - Kiss the Safari line adieu. All those fan-cooled twins are now sitting in state-of-the-art F-2000 aluminum chassis with DSA front suspension and hydraulic shocks all around. The top of the fan-cooled line is the SLE with its new, twin-shock, long-track rear suspension that soaks up the trail with 10 inches of bump absorbing travel. Performance comes from a 497cc Rotax fan-cooled twin with mileage-conscious VM34 carbs. And as you'd expect on a touring sled, standards include reverse, electric start and more.

GREEN TAKES YOU TO THE SUMMIT

Summit 670 - There are only two Summits for 1995. The Summit 470 is history because it was deemed too underpowered by mountain climbers. Remaining in the model mix are the Summit 670, which was introduced at the two millionth celebration and the Summit 580 carried over from last year.

The Summit 670 mates engineering for the powder Summit configuration with the same powerplant found in last year's Mach I, a rotary-valved 669cc Rotax twin complete with VM40 carbs, RAVE exhaust-port modifiers and a tuned exhaust.

The Summit 670 rides on a new light aluminum frame attached to a high-flotation 136 inch track with a new, aggressive multiple-V "tractor lug" patter of 101/4 inch lugs. In back, there's the triple-shock C-7 suspension with high pressure gas shocks. Up front, it's the Direct Shock Action suspension.

Summit 583 - This is the sled that proved to western powder riders that Ski-Doo wants them back. The basis for the Summit 580 is the race-proven Rotax 583 twin with rotary intake valve and RAVE exhaust. The High Altitude Compensator (HAC) assures you of full power at all altitudes without rejetting.

As with both mountain-going Summits, the 583 has a narrow 37 inch ski stance for superior side-hilling performance and steering. Standard features include heated grips and throttle lever, easy-to-read gauges, parking brake, a high windshield and much more.

SPORT/UTES

Alpine II - Whatever it is you want hauled, just latch it to the standard hook-type hitch and go. A 497cc Rotax twin belts out the power to a three-speed transmission (with two forward gears). Massive twin 139 inch tracks dig hard and deep, making it a popular and economical trail groomer, wood puller and all-around work sled. The rear cargo space allows you to haul wood, tools or supplies.

Skandic Wide Track - A solid steel frame, 497cc Rotax power, and a three-speed syncromesh transmission with shift on the fly capabilities are the main ingredients for this sled. However, what makes this sled special is its 154 inch track that's over 20 inches wide and allows it to float over the snow.

Skandic 500 - Plain fun to ride, the Skandic 500 is also a hard working sled with a 497cc Rotax twin engine that's great for towing and trail running. Based on the F-2000 lightweight aluminum frame and DSA independent front suspension, the Skandic 500 grabs the snow with a long 136 inch track for maximum traction. Its rear suspension delivers 10 inches of travel. A tongue-type hitch, reverse and a luggage rack add convenience for working or cruising.

Skandic 380 - The "little" Skandic offers more than just the basics, it can handle hard work while being economical. It's propelled by a 368cc Rotax air-cooled twin. Like the Skandic 500, it features no cost extras like grip and throttle warmers, a two-up seat, reverse and a convenient parking brake.

Tundra II LT - Simple, light and reliable are words that best describe this little work horse. The Tundra 269cc single cylinder Rotax engine is bred for torque and economy. Its light weight combines with a 139 inch track for solid performance over unbroken snow.

Elan - After a quarter century, the Elan is still chugging around on its boogie-wheeled suspension making it at home in almost any snow condition. It comes with a 250cc single cylinder Rotax.

That's Ski-Doo for 1995. At least for now. We look at the line and see two obvious missing models.

One, the Eagle River Formula III championship winning replica must be somewhere. After all, the rules for Formula III suggest that engines must be based on stock and finalization of the rules is coming up for a December 1 filing. So, we anticipate a very late season entry of a very limited production (and near impossible to get) 600cc three cylinder, "Mach 3" type, racing-oriented sled to appear anytime in the fall, but before December 1. Hey, it might even qualify for the American Snowmobiler Shoot-Out.

And, two, we don't see a Summit 780 at this time. We have to believe that at Ski-Doo's new Denver-based test facility, the mountain mavens are seriously working up a big bore mountain sled. And some other long term surprises.

Overall, the Bombardier folks are very serious about upping their market share in snowmobiling. But, hey, more about that when we have a chance to ruminate over the new sleds, marketing ideas, etc., during the summer. Come the September 1994 issue of American Snowmobiler, we'll have lots more opinions of the new Ski-Doos based on hands-on riding impressions. We'll talk to you then!