Luke delivers a detailed walk-around of the 2022 LYNX RAVE RE that showed up at SNOWTRAX World Headquarters this week.
AJ brings our Polaris Indy VR1 into the TRAIL TECH shop and outfits it with the latest Polaris Lock & Ride Flex products including a host of different luggage configurations complete with the quick mount two-up heated seat.
Luke takes a deep dive into Yamaha’s model year 2021 line up of sleds in what has turned out to be the most expansive line-up in years. Yamaha offers a sled to suit the needs for every segment of the market.
You’ve probably seen our YouTube videos describing the unboxing, tech description and comparison of the new Lynx to the Renegade X-RS. Those videos provide pretty much all the technical detail you need on this new-to-North America BRP snowmobile.
What everyone is waiting for is a detailed overview of what it’s like to actually ride the new Lynx RAVE RE.
Luke will be going into greater detail on that topic this week with a full test ride but we thought we’d throw in a few initial impressions from a couple of hardcore trail riders.
We paired the new Polaris (2021) VR1 850 with the new Lynx on a 30-mile trail ride a couple days ago and, switching back and forth, got some pretty clear impressions of the new RAVE. The trails were a good mix of recently groomed and long overdue groomed and moguled up snow.
First, we’d like to underscore the fact this is not a Renegade! This sled is completely different in its riding demeanor in nearly every way. Second, we’re not going to draw any comparisons between the Lynx and the VR-1. We’re saving that info for a later reveal.
However, we are going to tell you about some of the striking behavior we observed with the RAVE.
As longtime worshipers of the rMotion skidframe, we need to make it very clear, the RAVE’s PPS3 suspension in no way performs the same as Ski-Doo’s rMotion on trails. SNOWTRAX TV’s Luke (Lester) has described the RAVE’s skid as being “very aggressive” and “race-like” and that is 100-percent true. Is it rideable on trails? Yes, we think so. However, even at the suspension’s lowest settings it does not have the plushness of rMotion (what does?).
There is a way to ride this sled and it involves more physicality than some riders may be willing to exert. PPS3 demands a throttle-on attitude and really surprises when you ride it that way.
Here’s an example: Suppose the trails haven’t been groomed for a few days and you’re riding over those tedious four to six-inch-deep rollers that start to drive you crazy after a while. With the RAVE, you don’t slow down. Instead, you stand up and apply MORE throttle, weight the back of the sled and let the skid skip over the tops of the moguls like a motocross bike. Don’t kid yourself, this takes some arm-strength and a definite sucking in of the gut as you imagine the sled getting sideways or kicking up in the air and veering toward the side of the trail.
Surprise! It never happens. Stay on the gas and this sled stays arrow-straight, no fishtails, no bucking upwards at the rear, no scary surprises! This type of terrain is the RAVE’s playground.
We think the PPS3 has been designed specifically to operate at its best when the skid is “preloaded” with power going through it. This behavior is similar, to a much bigger degree, to what you got with Arctic Cat’s original torque-link equipped skid when you put power through it.
Torque links tend to drive the track deeper into the snow, allowing the suspension to use all of its travel and hold the front end of the sled higher, keeping the skis light – as long as you’re on the gas!
Yes, other OEMs have adopted the torque link as well and it’s been proven very effective in cross country and snocross. The principle is the same with PPS, only magnified many times more. It feels like the whole skid is working like a torque link.
So, where does this leave the consumer? Sure, by comparison, this is a very nice-looking snowmobile – maybe the best-looking sled this year – and has the cachet of being from Europe. Really, it’s like having a Porsche in your garage. This is a sled for rough trail purists, appealing to those who don’t just THINK they would like a sled this aggressive.
Remember when the first Cat RRs and Ski-Doo X-RS series came out? Some thought their prayers had been answered – but those sleds, in near-racing trim, were just too much. As soon as the shock and spring rates were dialled back, those “race edition” sleds started to sell like hotcakes.
That won’t happen here. With those huge 46mm KYB Kashimas all around, there’s certainly the possibility to make the lowest damping settings more plush. However, this is the sled’s appeal. Ultimate terrain prowess. Don’t try and chase your pal into the big bumps if he or she is on a RAVE Lynx. You simply cannot go faster in the whoops than on this sled.
Clearly BRP is happier keeping the RAVE’s appeal targeted at a specialized segment of the market and giving those riders more than what the average semi-aggressive trail rider is shopping for.
From what we’re hearing, we think the plan is going pretty well after 6 days in the market!
We recently received a couple of new 2021 models from Yamaha Canada and had the opportunity to try them out on our local trails.
Yamaha loaned us a trail-based 121-inch Venom (the base model) and a 146-inch Transporter Lite.
Both sleds use a 397cc EFI single with a CVTech primary clutch and Invance secondary, are well equipped with electric start and reverse, a tidy digital gauge on the dash, a tether switch and one-speed hand/thumb warmers.
Our first sampling on this particular day was the 146-inch Transporter Lite and it actually both surprised and impressed us.
We know some of our hardcore readers won’t necessarily spasm with curiosity and excitement about this utility-targeted lightweight but we’re here to tell you it’s a really good sled when applied to its intended purposes.
The fact is, both the Venom and the Arctic Cat BLAST are aimed at a value conscious market that usually includes new riders, teenagers on their first full-sized sled and women who don’t want to lug around a more powerful or heavier piece of iron. Applied this way, the sled is more than ideal – it’s perfect! Using it as an off-trail sled makes even more sense!
What surprised us were its other capabilities. In the past we’ve been critical of both the BLAST and the Venom for not having a sway bar. After riding it on fairly high-speed, twisting trails, we have to confess it doesn’t matter that much. The sled stays level and turns in predictably, although limited a bit in the precision department by its deep-snow skis.
Although the uncoupled skid was expected to be harsh, it really isn’t. This full 15-inch-wide track is articulated and has 1.5-inch lugs and works in harmony with a skidframe that is nicely calibrated to handle bumps at reasonable trail speeds. By the way, get used to reasonable (speeds) because this longtrack appears to be geared low and although the 2-stroke single delivers really good torque, it doesn’t exactly propel the Transporter at break-neck speeds.
What it does is deliver nice bottom end and especially good mid-range power to keep the rider fully entertained. The sled is responsive, fully flickable on the trail and feels as light as a Styrofoam-injected feather. There’s so much track here in comparison to the overall mass of the sled, flotation is never in question.
It really excels when you hit the deep powder. We were curious to see how good this sled was off-trail and it truly didn’t disappoint. We hit the powder running and immediately discovered the snow was a lot deeper than we anticipated. No worries at all! The Transporter Lite dug in and literally floated its way through the stuff!
Steering was surprisingly accurate because of the Lite’s wide skis. We backed off the throttle to see if it could accelerate back up through the powder and that’s exactly what it did. The nose was high and the track was churning and it just paddled its way to the top. Tunz of fun!
We liked the seat and the windshield was a B-plus. We wish the manufacturer had splurged on 2-speed hand heaters (they only work on Scald and Off positions) but overall, the Transporter Lite is comfortable and easy to love.
The sled does feel small from the driver’s seat but not as small as the vanilla 121-inch Venom.
In our opinion, this is the most desirable Venom-series for buyers who want the most for their buck in this class of sleds. We definitely feel the upcharge for the longer track and tunnel, wider skis, better windshield and increased versatility is well worth the extra moolah. This is our fave Venom!
Oh, and don’t let anyone tell you this is just a utility snowmobile; it’s too good on trails to have to wear that name tag!
Luke gives you a detailed comparison of the 2022 Lynx RAVE RE vs our 2021 Ski Doo Renegade XRS showing you the key differences between these two sleds.
This year, there are so many new riders out on the trails – and prospects for many more next year – we’re wondering what kinds of sleds are attracting new riders to the sport.
Although value-priced sleds in the 60-85-hp range haven’t been the biggest volume sellers in the snowmobile market the last few years, we think the OEMs will be building even more of this type of sled as soon as next year. Why? Used sled prices are through the roof.
Here’s our list of new-rider priorities:
Keep in mind, we’re talking about NEW riders, not those who were hardcores a few years back and suddenly are re-enthused to get back into snowmobiling after a half decade lay-off.
SUSPENSION
We think this is the most critical feature novice snowmobilers are looking for. The problem is, you can’t tell what a sled rides like when you’re looking at it in the showroom. This is why it’s super-important for the OEMs to prioritize a snowmobile model’s suspension compliance above all.
If a new rider gets on the sled they’ve just purchased and are uncomfortable or beaten up after an hour on the trails, they’re not going to recommend either the snowmobile or snowmobiling to the rest of their family or their friends.
We think this especially applies to the lower priced and entry-level sleds the manufacturers are offering – the level where most new-to-snowmobiling new-sled buyers enter the sport. However, it also should apply to dealer setup.
It’s really helpful when dealers take into account the size, weight and experience level of the people who will be riding the sled and then make suspension adjustments to suit them before the sled hits the snow.
PRICE
The reason many first-time snowmobilers get into the sport is because they rode a friend’s sled and liked it. Frankly, it’s pretty common knowledge more novice riders buy their first sled used rather than new.
With the lack of good, used sleds priced cheaply in the marketplace right now, we think this “buy used” trend is coming to the place buyers would consider a new, value sled with a full warranty as their first ride rather than pay an inflated price for a used sled with a dubious history.
Fortunately, the industry has some really good, well equipped value sleds available in MY2021 and a buyer can get into these brand new, fully warranted snowmobiles for very reasonable prices.
We’re not saying price is the first priority – many new buyers will pay more to get more features and comfort, up to a certain level.
COMFORT
Warm windshields, comfy seats and good hand and thumb warmers go hand-in-hand with priority #1 – good suspension.
New riders should be over-impressed with how comfortable they are when riding. We also like the trend toward multi-featured digital instruments on many of the current value models offered – and the fact pretty much everything in this price range comes with electric start and reverse.
POWER
Believe it or not, ultimate power is not even registering a blip on this rating scale. Not to say new riders don’t want the thrill of experiencing engine performance every time they mash the throttle flipper; it’s just that a 60-85 horsepower sled feels plenty fast to a new rider.
As new value-conscious sleds are planned out in the future, horsepower in that range is definitely where OEMs should be targeting new customers.
In the past, sleds in the lower percentile of that HP-range have tended to be stripped down, bare bones models with basic suspensions and spartan comfort amenities. Why not include coupled suspensions with basic gas cell shocks on all 65-hp sleds along with other comfort and convenience features?
AJ’s in the TRAIL TECH shop looking at some useful products from Princess Auto that can take your snowmobile owning experience to a higher level.
Luke sits down with FXR’s CEO and Founder Milt Reimer to talk about FXR’s 25 year history producing top quality snowmobile gear and he also takes a look at some of the signature products the team at SNOWTRAX uses in our everyday riding.
When we learned about Ski-Doo’s plans for model year 2022, we were completely blown away!
Frankly, in this COVID age, the company could have rolled out a mirror image of its 2021 lineup and still had customers lined up at showroom doors!
Instead, Ski-Doo has waded into the deep end with some big news this year – news that could change the snowmobile marketplace for many years to come.
Here are the highlights:
Lynx will enter North America
Yes, you read that correctly. In MY2022, you will be able to buy two very popular, formerly European-only, Lynx snowmobiles.
The first one is called the 137-inch RAVE (pronounced: rah-vay) powered by an 850 E-TEC and featuring new and extremely attractive bodywork plus the PPS uncoupled skidframe Northern Europeans prefer for rough trails. Get this: It has humongous 46mm KYB Kashima coated shocks all the way around!
Next is the Boondocker. This is a deep snow sled that crosses over between Ski-Doo’s Backcountry series and the Summit. It also features a deep snow version of the PPS skid called the PPS2 DS (deep snow) and has the funkiest snow flap we’ve ever seen. The short “Radien” tunnel and 154-inch track provide super clean-out and amazing control for side-hilling and deep snow maneuvers.
Both sleds will be available only on Spring Break orders. Yes, there’s a premium attached to the price tag, however these unique sleds will be in demand, for sure.
Completely Reworked Turbocharged Models
Although Ski-Doo has enjoyed huge success with its 150-hp turbocharged 900ACE powerplant, after two years Ski-Doo is pulling out all the stops offering turbos in the power ranges sled buyers are looking at.
The original 900ACE turbo has been bumped to a full 180-hp level (Turbo R) via increased boost (up to a max of 17.4 psi) and a new cable actuated electronic throttle control has been added providing more “feel” and easier modulation.
This one really surprised us: You can now buy a 130-hp 900ACE Turbo. You’ll recall this is the power range the obsoleted and hugely popular 1170cc 4-TEC triple, produced. This move will no doubt bring a lot of those customers back into the fold. Why? We anticipate the pricing of this new turbo may be in the same league as the former 1170 4TEC.
Return of the Mach Z
This famous moniker has been missing for over fifteen years and now with the new 180-hp turbo under the hood, Ski-Doo felt it was time to raise the flag again.
The 2022 Mach Z features the new intercooled 900 Turbo engine and a specially revised rMotionX skid (more later) using semi-active technology in a 137-inch skid. The whole sled sits 1.5-inches lower for better aerodynamics and more top speed. Aesthetic mods include a distinctive front grille and unmistakable paint and graphic schemes that will make this sled stand out from other Ski-Doo models.
Across-the-Board Changes
Ski-Doo has been hard at work honing and perfecting the RAS X front end. The rMotion X suspension and front end will now be available on all Renegade and MX-Z variations including the TNT, Adrenaline, Enduro and even the Grand touring. Only the Sport series keeps the RAS 3 suspension.
A great idea (now that it’s being copied by everyone) is Ski-Doo’s LinQ cargo attachment system. This year, the LinQ attachment brackets are factory installed on nearly every Ski-Doo model (also on the Lynx models available in North America). They will even accept most competitors’ luggage, gas tanks and cargo containers!
Launch Control
Always innovating, Ski-Doo’s techies have come up with an effective “launch control” system that acts like a drag racer’s starting line setup to grab the most power on takeoff and near-instantly deliver it to the track. This was demonstrated on video in our media presentation and it ‘s pretty impressive to see how it works. We’re talking ski-wheelies out the wah-zoo!
SMART SHOX
We saved the best news for last! For the first time ever, Ski-Doo will offer a revolutionary semi-active suspension on the Mach Z and XR-S models! SMART SHOX is an auto-adjust system and it does not require any input from the driver other than to preset the system to one of three modes starting out.
SMART SHOX will tune the suspension on-the-fly and electronically adjust both the rebound and compression damping 50 times per second – as you’re riding! This technology, proven in the off-road business, will offer unprecedented suspension compliance in the snowmobile industry. Word is that the difference is so radical it will forever change the rules when it comes to snowmobile ride comfort.
We’ll drill down on all this info in the coming days and weeks but for now this is a truly amazing line-up in an amazing year!
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SNOWTRAX has established itself as the most watched snowmobile TV series in North America.
Each season, the SNOWTRAX crew guides viewers through informative and entertaining content; revealing the inside scoop on the latest snowmobiles, accessories and riding destinations that make snowmobiling winter's greatest adventure sport.
SNOWTRAX can be viewed weekly during the winter season in Canada on City TV, Wild TV, REV TV and Sportsman Channel Canada and across America on Sportsman Channel.
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