1995 skidoo

According to Ski-Doo, the company's focus on target engineering drives everything it does. Ski-Doo balances every chassis, tunes every engine and designs every component. Ski-Doo designs specific families of machines that gives each rider optimum performance on their machine of choice.

You can get the superior handling of a Formula sled, endurance qualities of an MX cross-country machine, comfort of a Touring mount, peak performance of a mountain-going Summit or the muscle of a Mach.

To obtain their goals Ski-Doo keeps the saying "Engineered for the way you ride," at the forefront when building a machine. For example the triple-shock C-7 rear suspension has different spring rates and shock valving blended to the type of sled that uses the long-travel unit. A Formula rider wants maximum handling performance, while a Touring SLE rider's interests are in the riding comfort that comes from the new long-travel, dual-shock rear suspension.

Like suspensions, engines must receive specific designs and tuning for specific riders. A trustworthy, efficient power plant, Bombardier-Rotax engines come in many states of tune- and power. For riders looking for power on demand, the Mach comes with a Rotax, liquid-cooled engine. Touring riders find a fan-cooled Rotax fills their needs.

Power-enhancing Ski-Doo features keep riders better afloat while in deep powder, climbing steep hills, pulling heavy loads or running fast.

Regardless of your attitude toward power, all riders want a more reliable sled. One advancement in reliability is the exclusive Total Range Adjustable (TRA) clutch. The TRA clutch is said to use 45 percent less axial force than conventional clutch designs. It also maintains better engine speed with far less friction during downshifting. Furthermore, there's no engine lag. Engagement speed is adjustable in 200 rpm increments to suit varying snow conditions and performance requirements.

Target-engineering is so important to Ski-Doo, that Bombardier manufactured the Summit series specifically for mountain riders. It features a patented High Altitude Compensator (HAC) that automatically adjusts carburetor air and fuel ratios to let snowmobilers ride at different altitudes without having to rejet.

Ski-Doo's commitment to excellence in engineering is obvious in all 1995 models.

High Machs
The Mach Z and Mach I have 774cc and 699cc Rotax engines respectively. The Mach Z has three, easy-on-the-thumb flat slide-type Mikuni TM 38 carbs and triple Rotated Automatic Variable Exhaust (R.A.V.E.) valves that change the shape of the exhaust ports and widen the power band to deliver more horsepower at every RPM. The Mach I features two upgraded VM44 carbs and race-proven R.A.V.E. valving.

Suspension for the Mach Z includes Direct Shock Action (DSA) independent front suspension that features 6.5 inches of travel and a 40-inch ski stance with lightweight composite skis. The recalibrated triple-shock rear suspension also boasts High-Pressure Gas (HPG) shocks as well as 7.5 inches of travel.

The suspension load of the Mach Z is less because of the new aluminum frame chassis that cradles the engine low for optimum handling and stability. The Mach Z also offers the power of an hydraulic disc brake.

For 1995 the Mach I is virtually new. Like the Z, the engine mount is low in its new aluminum frame. For increased stopping performance Ski-Doo gave it a hydraulic brake. DSA front suspension is now standard on the Mach I. The C-7 rear suspension also improves for 1995. Its 7.5 inches of travel flattens bumps.

This monster also features bigger backlit gauges, heated grips and throttle lever and larger 11.1-gallon tank. The new aerodynamic cab, low windshield and graphics keep looks on par with performance.

Sport Performance Formula
Improved C-7 rear suspension comes on the 1995 Formula STX, STX LT, SS and Z, but not in the Formula SL, which has the new long-travel, twin shock suspension. The SL's suspension gives you 10 inches of travel, plus fade-resistant control that comes from one hydraulic shock at the front of the track and another one at the rear.

The all-new Formula SL helps riders maximize their dollar. Its 497cc, fan-cooled engine works with dual VM 34 carbs and combines with the standard TRA clutch. Its polyurethane hood is also new.

Formula's STX and STX LT (long 136-inch track) have 581cc liquid-cooled engines with dual VM 38 carbs that produce impressive acceleration and superb economy. These models have large 11.1-gallon tanks.

The Formula SS provides less weight and more power. Its all-aluminum chassis supports a 670 twin with VM 40 side-draft carbs, a Rotary intake valve and R.A.V.E. valve port modifiers. This is last year's Mach 1 engine in the new F-2000 chassis.

The Formula Z gets you to your destination fast with its 581cc engine and dual VM carbs. Add the R.A.V.E valve port modifiers to the Rotary intake valve and you get a race-proven 583.

This power couples perfectly with control. A new hydraulic disc brake combines the stopping power of a competition racing disc brake with fingertip control. HPG shocks and an adjustable sway bar are standard fare.

Cross-Country
The '95 MX and MX Z are cross-country sleds engineered for those who ride with all the agility and intensity of a gritty motocrosser. Both MXs use the improved C-7 rear suspension with triple shocks and DSA independent front suspension to maximize performance.

Motivation for the MX comes from the powerful and reliable 463cc Rotax twin, a rotary-valved, liquid-cooled engine that aggressively conquers the snow. A formed front sway bar and disc brake add support and control to the power.

For on-trail convenience, you may want to outfit your MX with a two-passenger seat, reverse gear, hitch and electric starter. Despite what you put on it, there's nothing to take out of its maximum cross-country performance and more-than-competitive price.

Every piece of equipment on the MX Z makes it faster and handle better. The new, liquid-cooled, Rotax, rotary valve, 437cc twin engine has more torque and sits lower than before. If you're new to Ski-Dooing, let us refresh your memory about this new MX Z twin. At one point in the history of Ski-Doo (circa 1980), this basic design was the power under the hood of the Blizzard 9500. Moving into the 1990s, this Rotax gets R.A.V.E exhaust ports, upgraded cylinders and power heads, and refined rotary valving. Maybe the competition forgot about the "old" twins Ski-Doo has sitting on the shelves at its Austrian engine manufacturer. The go-fast guys in Valcourt, Quebec, remembered and that's what counts if you are a fan of these yellow snow crossers.

In addition to the power upgrade, the MX Z has reinforced handlebar positioning to give you more control. You can also count on the new hydraulic brake. The lowered fuel tank and rear track add to cornering performance.

Touring
Riders who like touring in luxury and style may want to try the Grand Touring SE 670, Grand Touring 580, Grand Touring 470, Touring SLE and Touring LE/L.

DSA Independent Front Suspension with HPG gas shocks and 6.5 inches of vertical travel are new on the Grand Touring SE 670, Grand Touring 580 and Grand Touring 470. Also new on these models are lightweight aluminum frames and larger 11.1-gallon fuel tanks.

Riders of the Touring LE and Touring L have larger 10.6-gallon fuel tanks.

The ultimate in Ski-Doo touring is the Grand Touring SE 670 that gets its charge from a 669cc liquid-cooled twin and VM 40 carbs. A standard 136-inch rear track adds superior comfort and traction. The improved C-7 rear suspension sets a new standard for long-distance comfort.

A smaller, 581cc liquid-cooled twin powers the Grand Touring 580, but it still has the luxury of hand warmers and its easy-turning plastic skis.

The most affordable member of the liquid-cooled long-track tourers, the Grand Touring 470, is driven by a 463cc twin. It rides on a DSA front suspension and high pressure gas shocks at the rear. It also has a two-passenger seat with backrest, driver hand warmers and electric start. Dollar-for-dollar, this is an excellent value in trail touring. It has a dependable twin, great ride, enough bells and whistles, and will last for many years of touring.

New to both the Touring SLE and LE is long-travel rear suspension. Ten inches of travel work with two hydraulic shocks. The all-new SLE comes with a 497cc fan-cooled twin. Standard features include reverse, electric start and more. Both LE and L models receive power from fan-cooled 368cc twins. The LE has the same long-track, rear suspension and two-place seat as the SLE. The L has a regular track and single seat, plus steering stability that comes from the DSA front suspension.

Summit Series
The Summit 670 matches the engineered-for-the-powder configuration to the same power plant found in the Mach I- a 669cc twin with a pair of VM carbs, R.A.V.E exhaust port modifiers and exclusive High Altitude Compensator (HAC).

Summit 670 and 583 both ride on lightweight aluminum frames and improved C-7 rear suspension. Furthermore, the 670 has a high-flotation, 136-inch long track with a new multiple-V pattern and 1.25-inch lugs for maximum traction.

The Summit 583 provides stellar climbing performance. With power- enhancing features such as a rotary intake valve and R.A.V.E, this two-cylinder, liquid-cooled 581cc motor with HAC delivers the low-end punch needed to climb higher and higher without rejetting.

You'll find the DSA front suspension and a narrow 37-inch ski stance to be superior for side-hilling performance and steering. Standard features include heated grips and throttle lever, easy-to-read gauges, parking brake and high windshield.

Sport Utes
No one has a wider range of sport-utility sleds than Ski-Doo. From the Skandic 500 to the Alpine II, each sled helps you get your work done so you can head for the trails.

The Skandic 500 and Skandic 380 both have enhanced stability and handling. These models have new, long-travel suspension and aluminum frames that don't compromise strength or rigidity.

Great value is what you get with the 500 model. Its fan-cooled twin hums as the 136-inch track takes you anywhere you want. The rear suspension delivers 10 inches of travel for an excellent ride.

The Skandic Wide Track has a 497cc engine with a three-speed syncromesh transmission and shift-on-the-fly capabilities. Its 154-inch track helps you float over snow. This Skandic has a steel chassis for no-compromise strength and durability.

Under the hood of the 380 you get a fuel-efficient fan-cooled 368cc twin. Features like reverse, two-up seat and throttle and grip warmers are standard.

One way to achieve maximum performance with minimum resources is to ride a Tundra II LT. Torque you won't believe comes from a single-cylinder 269cc engine that is air-cooled for simplicity.

The only thing new on the 1995 Elan is a quartz-halogen headlight. Ski-Doo asks, why mess with success? Its success is decades old and speaks loudly about its durability and ruggedness. It's the only bogie-wheeled sled left. Enjoy this classic.

Alpine II is the tractor-trailer of snowmobiles. Latch whatever you want to haul to the standard hook-type hitch, and go. A 497cc twin engine belts out the power to a three-speed transmission. Twin 139-inch tracks dig hard and deep.

This workhorse is a popular and economical trail groomer, wood puller and all-around work sled. The Alpine II is built for the way you haul.

From the Mach to the Alpine II, Ski-Doo has the machine built for the way you drive it.