Snowmobile enthusiasts are demanding people who always want more. It’s not easy for a manufacturer to design the perfect vehicles that will satisfy all the demands. BRP’s visions and ways of doing things have been different from other companies for a few years now, and so far, we have to give them credit, because it works very well, and not just in Quebec.
Remember in 2014, when the 900 ACE was introduced on the market with its 90 horsepower, many were septic, and me the first:why a 90 horsepower 4-stroke? Well, their vision of the market turned out to be excellent;how many of this engine are on our trails since then!!!? And what can we say about consumer satisfaction: reliability, incredible fuel economy for a respectable performance on the trail for a large majority of consumers… BRP’s vision of producing more affordable and reliable mid-range vehicles has extended to other areas of recreational vehicles, such as the Spark watercraft or, until recently, the Can-Am Ryker, which are more accessible vehicles financially speaking.
On the snowmobile side, a question remained on the lips of consumers: When will a four-stroke performance? Well, 2019 answers this question, here is the 900 ACE turbo !
900 ACE Turbo
Some may say that this was to be expected, given that there was already a 900 ACE Turbo on the side-by-side level, and that it was available in two versions: 120 or 172 horsepower. But what is it really, well BRP has destabilized us once again with a very strategic marketing vision…
The engineers are presenting us with a 150 horsepower engine that is very similar to the Maverick. Will it really develop 150 horsepower or a little more? Time will tell, but from a strategic standpoint, at 150 horsepower, the 900 ACE turbo becomes the only turbocharged engine in this class. From a marketing standpoint, the 120 to 160 horsepower four-stroke category represents a large share of the market, and BRP has about 30% of the share. Strategically speaking, this is a big market to develop for the Quebec manufacturer!
200,000 revolutions per minute
The turbo is of Rotax design, the same one used on side-by-side vehicles. We’re talking about a turbine revolution of 200,000 revolutions per minute or 3,300 revolutions per second. At full throttle, the air is propelled at 12 pounds of pressure through the turbo, which is routed through an air exchanger (intercooler) to reduce heat and ends up in the intake. The passage of the compressed air through the intercooler is essential to reduce its temperature, which increases enormously during the compression process. The two turbines (exhaust and intake) are small, for a very fast response. The turbo is cooled by coolant and is also lubricated via an oil line for good reliability. An insulator has been added to the turbo on the exhaust side to protect the other components from the 980 degrees of heat!
Engine
Although it is similar in many ways to the naturally-aspirated 900 ACE, the turbocharged version has undergone many changes to ensure good reliability. It starts with the piston, which is redesigned to offer lower compression, which is usual when converting to a turbocharged engine. Engineers added a lubrication jet that propels oil directly under the piston to lubricate the ball bearing. The connecting rods are reinforced, and the crankshaft is wider at the connecting rod seat. The injectors are larger to adequately handle the need for gasoline, coolant pump and higher flow oil, etc. Everything you need to maintain reliability!
600R E-tec
Stemming from the 850’s DNA, the 600R E-TEC introduced mid-season last year takes its place in the lineup for 2019. Similar in design to its big brother, there’s a monoblock integrating the two cylinders, which fits perfectly with the base of the engine. The combination of crankshaft, magneto and pDrive clutch reduces rotational inertia by 15%, improving throttle response. To continue in the same vein, we shortened the intake manifolds by 35% and added V-Force style intake valves, improving air intake. On the exhaust side, the angle from the cylinder to the exhaust manifold (Y) has been softened, and the same eRave electronic exhaust valves from the 850 are used, three times faster than the 600 H.O. All these additions and modifications improve the dynamic throttle response by 30% compared to the 600 H.O., with 5 more horsepower for a similar oil and gas consumption!
900 ACE improved
All 900 ACEs used in the Gen4 chassis have been given an additional 5 horsepower. This gain is due to a new air intake system, a new exhaust and a new calibration!
4 stroke vs Gen 4
Well, the title explains it all, in 2019 we see a migration of the 4-stroke models to the REV Gen4 chassis introduced in 2017. Although the chassis remains essentially the same, the side panels have been modified to allow the insertion of larger engines, which has the side effect of increasing wind protection!
MXZ = 120 or 129 inches only
Starting in 2019, BRP is making a shift in the production of the Ski-Doo line. All models with 4-stroke engines will be available in 137-inch or larger versions only, which means that there will be no more 4-stroke engines for the MXZ line (120 or 129 inches). There are several reasons for this decision, the weight of a 4-stroke engine offers a better balance of the vehicle with a 137-inch track, and the vocation of the MXZ range remains maneuverability and agility in turns or in bumpy conditions which is a guarantee of lightness!
Grand Touring Limited
All new for 2019, it replaces the SE and LE versions from previous years. Now on the Gen4 chassis, it can be found with the new 900 ACE Turbo engine or the 900 ACE (95 HP) or the 600R. The chassis has undergone some changes to improve the comfort of its occupants. The footboard openings are smaller for greater warmth and snow deflectors have been added to the tunnel to reduce snow blowback from the track. Standard features include an easily removable 62-liter capacity LinQ rear trunk, passenger footrests and a heavy-duty rear bumper. To improve sound comfort, a version 2 of the Silent Track! The package is finished off with ACS air suspension in the rear and RAS 3 in the front with Pilot 5.7 SL skis.
Grand Touring Sport Rev Gen4
To fit any budget, here’s an all-new, well-equipped two-seater for 2019. Gen4 platform with widened side panels, 95 horsepower 900 ACE engine, RAS 3 front suspension with motion-controlled shocks, and the SC-5M rear suspension with Motion Control shock absorber in the middle and HPG in the back.
REV Gen4 Sport Expedition
The expansion continues, now an Expedition model based on the fourth generation REV platform. Charger track of 16X 154 with 1,5“ rear suspension SC-5U with
Renegade Backcountry XRS
No doubt, many enthusiasts were hoping for it for 2019, well here it is! A Backcountry XRS designed for the person who likes to push the limits! KYB Pro 36 external reservoir shocks up front, KYB Pro 40 in the middle and rear, thicker RS reinforced footboards for added stiffness and Pilots DS 2 skis. Three track choices, 15 inch wide Cobra with 1.6 inch studs, Ice Cobra 15X 1.6 or the PowderMax 2 inch.
Our tests
J’ai eu la chance cette année d’essayer les BRP 2019 à deux reprises : à Sneek Peak à Cabano, puis au SnowShoot à West Yellow Stone. Ce n’est pas un travail facile en tant qu’analyste dans le monde du sport automobile J.
Without a doubt, many of you are on the lookout for the 900 ACE Turbo. For a few years now, many fans have been waiting for a turbo engine from our Quebec manufacturer. I had many discussions with many BRP fans about the power and the comparison with Yamaha and Arctic Cat. Some were disappointed with the horsepower and were hoping for a vehicle that would be in the same category as its competitors, but what is it really?
An important factor to consider is the weight/power ratio, the dry weight of the 900 Ace turbo is 60 to 70 pounds less than other turbocharged models in the industry, which is something to think about… This vehicle was developed to have a good pickup with almost no turbo response time, in short, a fun snowmobile to ride. And this aspect is easily noticeable on the trail, from one curve to the next, the lightness combined with the very short response time of the turbocharger make it a fast vehicle that puts a smile on our face. Moreover, the overall behavior of the REV Gen4 chassis with a heavier engine up front is admirable, and in the 137-inch version, you can feel a good front-to-back sway of the car.
This positive point is apparent on bumpy trails where you push the machine a little more. In turns, the snowmobile handles well, but lacks a bit of bite. The slightly rounded shape of the Pilot 5.7’s sole pushes the front of the snowmobile in turns, so you have to adapt your driving accordingly… When will we see a more aggressive ski on the XRS and X? One of the most interesting points is without a doubt the smoothness of this engine, its calibration is very well done, it is among the best in the industry, without any vibration. We are crossing our fingers to have this same smoothness in production!
All in all, the 900 ACE Turbo definitely offers a good power-to-weight ratio for a very pleasant performance on the trail. We can’t wait to try the production model!
Speaking of smoothness, it’s hard to ignore the new 600R, which is remarkably smooth to the ear. On acceleration and recovery, it offers a linearity rarely seen in the industry, throttle response is instantaneous and very progressive. Each step of the throttle is proportional to the performance, and all this without any vibration.
The Renegade Backcountry XRS brings a nice continuity to BRP’s extreme line. The XRS is not for the average rider, the suspension is designed to withstand all conditions, which results in a good stiffness in the most extreme bumps or jumps. The downside is definitely a lack of flexibility in small bumps and bumpy sections at lower rpm. Like its Backcountry counterparts, it is equipped with the cMotion rear suspension, which is uncoupled, meaning that it is possible to completely compress the rear part of the suspension without any interaction with the central part. Its behavior varies depending on the track used, if you’re on mostly surfaced trails, you’ll be better served with one of the two versions with 1.6 inch studs. The Powder Max track with 2 inches of cleat is very aggressive, in combination with the cMotion suspension, it is very difficult to keep the skis on the ground when accelerating or exiting a turn. However, if you spend a lot of time in deep snow, it will be the best option!
For fans of two-seaters, there is no doubt about the success of the Grand-Touring Limited. The large windshield with the Gen4 chassis offers excellent wind protection. The engineers opted for a great sound comfort by reducing the engine revolution of the turbo model for more smoothness. The air suspension offers the desired comfort including versatility for a solo ride or with a passenger. And what can I say about the large capacity rear trunk, standard, with LinQ quick release, simply bravo!
Without a doubt, our Quebec manufacturer is showing boldness and initiative that have proven successful so far. The 2019 vintage is a good example of the audacity and determination to be the number 1 in the world.
