first ride 2008 skidoo mxz x 800r

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Last February AmSnow, and a very few other fortunate souls, received a pre-production version of Ski-Doo's MXZ X 800R Adrenaline to test on our home trails in Wisconsin and Michigan. Our initial ride in January started the pistons firing in our heads thinking what this sled could do, and now we've had it for nearly a month of late season riding... Woohoo!

A little scare
Like kids with Dad's new Vette, we took the first chance we had to log some miles on our feathery 417-lb. sled. You may notice that Ski-Doo is officially calling the production version a 425-lb. machine, but that's because its engineers added a few grams here and there on parts for durability sake, added a few supports and also extra sound controls and foam insulation to meet decibel regulations. Ski-Doo reps say they wanted to leave a little room for error as well.

We anxiously warmed the edgy yellow XP, took it off the trailer and headed down the trail. In the first mile we saw power quickly falling off after only about 40 mph. We opened the hood to find springs missing from the pipe to the can, so there wasn't a correct seal, and we weren't getting any blowback. Not a huge deal, but not having any extra springs on us, we had to head back to town. We also decided to do a quick inspection of the sled and noticed a lot of play in the rear suspension when we sat on it. Turning the 800 on its side, we saw the entire rear suspension had collapsed due to a missing bolt for the rear link arm, which now was simply dragging on the track AND the rear shock was installed upside down!

Moral? Hey, we get excited by our new toys too! BUT, always thoroughly check your sled each ride to ensure all the parts are at least secure and working correctly, even if it just came from the dealer. Lesson two? Pick a thorough dealer! We narrowly averted what could have been a much worse scenario.

The good
As we wrote in our February dyno test, the 800R is a 155.7-horsepower engine at 8,100 rpm, and the MXZ's pyramidal-framed chassis is the lightest out there. You'd better put a death grip on the handlebars when you hammer the throttle on this yellow rocket because it muscles off the line like an angry ape.

REV-XP is also much more comfortable for a wider range of riders than the old REV. Moving the secondary clutch and jackshaft up almost directly over, just a few degrees back, from the TRA VII primary, Ski-Doo opened up legroom and provided 8 inches farther forward movement for the rider's feet in the wells. The OTD (Over Tunnel Driven) system allows room for the rider's knee bend to be changed from an acute 80-degree bend to an obtuse (open angle) bend of 105 degrees, which seems more natural. Taller riders will especially appreciate it, and having had some knee problems, I found it much more comfortable than the REV.

The first thing you notice when riding the 800 XP at a decent clip, is how easily body movement affects handling. For those of us who like to move around on a machine, this sled is perfect. The new tank design makes it incredibly easy to slide across the machine when moving through switchback corners. Changing foot position and rider position are essential for getting the most out of this machine. You actually have to "drive" this sled, not just "ride" it. Simply stomping on the skid's rear, while crunching the throttle, will bring the skis up as long as you want.

Oh, and the XP corners on a dime.

There is plenty of ski-pressure, like the REV, but we needed more body effort to stay flat and under control while cornering in stutters. Also, the new Brembo driveshaft/tunnel mounted braking system worked better than we expected - no fade whatsoever. We were a little worried that the open caliper housing could get clogged with debris, but we never had a problem, and cooling was ample.

The bad
Initial fuel economy tests of 11-12 mpg were worse than Ski-Doo's 1000 twin that we long-term tested last season, which averaged 12.2 mpg, and not nearly as good as last year's Blizzard 800 at 14.5 mpg. We'll expect better results in future long-term tests.

Suspension adjustment also was sacrificed on the SC-5 rear suspension. The SC-5 is lighter, but some riders had a more difficult time dialing in correct spring and damping settings due to a smaller range of adjustability and a more time consuming adjustment than some other OEM suspensions.

It doesn't take a rocket scientist to see that wind protection is nil with the tiny X-windshield, and there isn't any storage on the spring only X-sled, but the in- season MXZ will have a large storage area integrated in the back of the seat.

The questions
Is it too light for the power? Possibly, but Ski-Doo supports the power with big strength and rigidity claims. We are 100% confident this sled will blow past any current stock 800, and possibly the 1000s, while being as trail nimble as a 600. Now, if it'll hold up to several seasons' beatings, it'll be a rider favorite.

Longevity? When the competition is running 4-strokes that live for 20,000 miles, will this big twin 2-stroke deliver? Time will tell, but at first ride, the 800R wowed us and we had a cavalcade of riders follow us on every ride to get a peek at arguably the hottest sled for '08!

MXZ X 800R Adrenaline
Engine: 800R PowerTEK liquid twin 2-stroke
HP: 155.7
Exhaust: Single tuned pipe
Front Susp.: REV-XP w/HPG Clicker T-A shocks
Rear Susp.: SC-5 w/C-36 Racing Clicker shocks
Ski Stance: 47 in.
Track: 15x120x1.25 in.
Fuel Tank: 10.6 gal.
Avg. mpg (as tested): 11.1 mpg
Dry Weight: 425 lbs.
2008 MSRP: $9,499 US/$12,399 CA