2000 summit highmark extreme traction 700

This writer/rider was awful skeptical about it. 151 inches? Not interested. Then, former Ski-Doo Western Regional Sales Manager Matt Hill, worked his convincing acumen and a 700 Highmark, or Extreme Traction, whichever you choose to call it, eighteen-wheeled its way to Idaho. No regrets followed.

The 700 HM was the powder sled that set the highmark in the Rockies- pun intended. At the 1999 Jackson Hole Hillclimbs I heard other manufacturer leaders scoff at the Extreme Traction. "Too long," I often heard. "It will push through the corners," critics ripped. "It will be hard to sidehill and snake through the trees," hecklers reamed. The scoffers were silenced when the 1999-2000 season ended.

From the box, the Extreme's factory dial up was close- most rode the snowmobile as is. There were a few tuning tweaks discovered through the season- some necessary, some a matter of preference. For example, a Ski-Doo bulletin suggested rear and helix changes to increase track speed; elevation and rider dictated the setup.

For American Snowmobiler's evaluation, Tri-County Equipment, in Rexburg, Idaho, performed flawless work in keeping her running. First, the oil pump's flow was screwed down from the factory, the engine required more lube. The dealer recommended pouring a pint of oil into each tank until the pump's flow rate was increased. That was done at 320 miles.

Regarding clutching and gearing, the AmSnow screaming banana kept the factory specs. However, the driven clutch performed better when set at a tighter spring rate.

Some riders believed the Extreme was over "helixed." Josh Cutler of Precision Performance Products, discovered his Extreme shook some anchor chains when he installed a Starting Line Products coated 47 degree helix in the driven. Cutler said the Extreme did not "generate enough track speed from the start." The helix seemed to solve the problem.

Paul Waters of Rigby, Idaho, followed this lead. He installed the 47 degree helix as well and verified Cutler's statement, "the 700 increased its track speed and really placed a higher mark on the mountain."

Waters and Cutler both went through more drive belts than they cared for. Waters trashed three belts by the end of his 700 mile season. "Ski-Doo needs to work on eliminating clutch heat," he said. Waters said of his 700 miles, 200 were trails, the other 500 was pulling hard hills.

However, this was not the case for the AmSnow Highmark Extreme. After 750 miles, the same belt transferred the power to the track without a crack or burn; we never blew a belt from all of our hard work.

Clint Hansen of Sno*Lite products, learned a little trick to keep clutch heat somewhat down: pull a plug. Inside the belly pan, in front of the drive clutch, is a black plug. This plug covers the left front shock's mounting bracket bolt. When pulled, cool air makes the 90 degree turn and flows onto the clutch; no snow follows.

Waters believes the Summit is the best balanced mountain sled he has ridden. "I like the way it handles on a sidehill pass," he said. He would give up trail handling for great mountain riding capabilities. "The Extreme is not a great trail sled, but in the mountains… boy howdy."

Cutler speaks the opposite. "I want the best of both," he said. Cutler designed a PPP widening kit for the Extreme- he pushed the front end to 40 inches, added Fox shocks and a pair of Starting Line Products Tri-Keel skis with aggressive runners. "The Extreme was not at all fun to ride on the trails until I made these changes," he said. He would rather give up some narrow ski-stance mountain finesse for trail savvy.

The AmSnow mountain staff has its own conclusion. The Highmark Extreme, with its long wheel base stayed atop the moguls- nose on one, tail on the other- as it coursed through the whoops. Simply, it did not drop between the moguls like shorter length mountain sleds.

One aspect about the Highmark Extreme the Ski-Doo engineers may not have expected, is that it is a perfect sled for women. Waters said, "My wife loves my Extreme. It is more forgiving than my 583." This author agrees. The Extreme, with its longer track and greater flotation, makes up for inexperience in the deep powder. Brenda, my wife, chose the HM Extreme before she saddled other brands.

Waters also added a lightweight gas rack on the tunnel. Ski-Doo would score more points with the western rider by adding a gas rack on the tunnel with an integrated tail light. Ski-Doo was the first to offer a mountain strap on the handlebars; it should have an OEM designed gas rack.

The Highmark Extreme proved to be all the Ski-Doo heads-of-state declared. It did not- ever, ever- feel like it was spinning a 15-inch longer track than that of its 136-inch Summit sisters. Chris Ruske, Ski-Doo's mountain snowmobile think tank and deep powder junkie, knew what to build and how to make it perfect. The only time a rider knew a longer track was under his waist was when he had to excavate the HM Extreme from a self-made trench.

Minnesota flatlander, Marc Valeri of Minneapolis-based Miracle Steel, rode the HM Extreme for two days with the AmSnow mountain staff. He said the Summit is extremely "tippy." Valeri rides 1,400 miles a year on a trail savvy non-mountain Arctic Cat ZL 500. "The long track and narrow ski stance takes a lot to get accustomed to." He said he needs to understand the sled more. Valeri also said the Summit is a true mountain sled. "It does just what it is designed to do."

The motor is economical, as far as mountain muscle physics goes. In this period when OPEC kings want more of your US mint, it is nice to know more hills per gallon come your way when riding this sled. The Rotax burned on average, one gallon less fuel from a long day's workout than other mountain sleds in the same class.

The HM cockpit melds to the driver. Seat and tank blend superbly. Handlebars are tall and narrow for exceptional leverage. The center grab bar is there for the yanking. Our only complaint though is that the tall padded bars hide the instrument pod when the driver is seated. But who sits anyway when crashing the slopes?

At night, the gauges illuminate like a 747 instrument panel. Night time mountain madness is a worthwhile adventure. Speaking of night, give credit to Doo's much improved headlamp. It cuts the molasses.

Running boards always gave the grip a rider needed while the toe holds supply the anchored down feeling when trying to emulate an MX Z.

Throughout the season, we made suspension adjustments for varying trail conditions. Ski-Doo gives its riders the means to quickly adjust all corners with ease. We found by increasing the pre-load on the front suspension and stiffening the rear suspension, the HM handled Metrodome-sized moguls and the powder better. But it needed better high-pressured nitrogen gas shocks on all points (2001 Highmarks fix this woe).

Lastly, the screaming yellow color. It pops out in the daylight, is great for pictures and makes a statement that it wants to be the best power tool on the slopes.

For 2001, Ski-Doo is bringing to the chutes its new 800 twin. But, for all intents and purposes don't ever think the 700 HM Extreme is a "has been," it's not. She goes. And dialed in, an unsuspecting 800 will sweat through its honors.