2000 Polaris 800 RMK

Buckle up, Alice, this baby's got torque twice!
RELATED TOPICS: ENGINES | POLARIS | SNOWMOBILES
We tested the 800 RMK much closer to sea level than it was designed for. With all that heavy Quebec air, the monster mill managed to yank the front end of a stretched-out RMK chassis to the clouds.

That's torque, folks. Pure, unadulterated, get-up-and-run torque. "You go out there on the hill and accelerate and grab ahold of it," commented Test Rider Doug Erickson. "It would be hard for someone to stop going up a hill because it really went. I mean, it hooked up and really got with the program."

The Polaris 800 twin is built on the 700 bottom end. This means that it has plenty of beefiness to handle the huge gobs of torque it produces and the accompanying stress that puts on an engine.

The new 800 is roughly 10 percent stronger than its 700cc cousin, as Polaris told us it would be. To accomplish this added power rating, Polaris engineers opt for monstrous 40mm flat slide Mikuni carbs to usher plenty of fuel and air through the reeds and on into the crankcase.

With this size carburetors, we'd think the engine would be a fuel pig. But our dyno testing showed us that there may be a glimmer of hope for it.

"We found the best power and torque on the runs that had brake specific fuel consumptions in the .5s," said Dynoman Rich Daly. "We tried runs at various jetting specs and we hit the best repeatable power with the lower BSFC numbers. By comparison, we made a run at a .64 brake specific, which is where we traditionally aim for safe trail power. It was down almost eight horsepower. This engine seems to be built to run leaner, rather than richer.

"We ran three passes back to back to back once we hit the max power," explained Daly. "It didn't drop off the power at all and it didn't seem to hurt the engine. Most other sleds tend to have a decrease in performance as they get hotter. Not this one. On other sleds, these kind of low BSFC numbers would have messed up the pistons by the third run."

By the dyno data chart, the 800 RMK will burn through 65-70 pounds of fuel in an hour at wide open throttle. At roughly seven pounds per gallon, you could conceivably stay at wide open for over an hour before exhausting your 12-gallon fuel tank (the engine would likely pop, but you wouldn't run out of fuel). Spread that out over the course of a day's riding, and consumers should expect to see a fair range out of the sled for such a big twin- important for the hill guys.

One last thing worth noting is that Polaris put its quiet intake and exhaust package on the 800 RMK. The sound is definitely subdued, yet the power is still present. We found 85 foot pounds of torque at an early 7300 rpm for some serious low-end grunt. The horsepower kicks in with 127.5 at 8000 rpm. There is a 500 rpm range where the power stays above 124 ponies, so tuners will have a nice, wide band to shoot for.

Though the horsepower is not anything to really brag about, with that much torque so early on in the power band, Polaris' 800 twin engine will definitely deliver a high performance feel to the rider. This engine is not for the uninitiated.

We'd like to thank Bill Bibbens and the staff at Bibbens Sales and Service for providing an 800 RMK to test.
2000 Polaris 800 RMK
Air Density: 103.9
Fuel: 93 Octane Pump Gas

RPMCBTCBHPBSFCFUELH2O
640077.794.7.52050.886.0
650079.998.9.54054.486.5
660081.6102.5.54657.387.0
670082.6105.3.55059.287.0
680082.7107.1.56061.487.0
690082.9109.0.56963.687.5
700083.4111.2.57064.888.0
710084.2113.8.56465.788.5
720084.8116.2.56066.389.0
730085.0118.1.55166.789.5
740084.5119.0.55067.089.5
750083.7119.6.55067.390.0
760082.6119.6 .54666.990.5
770083.1121.8.53066.691.5
780083.6124.2.52065.691.5
790084.0126.4.50064.891.5
800083.7127.5.50065.792.0
810082.2126.8.51566.992.5
820079.8124.6.54169.093.0


RPM: Engine crankshaft speed.

CBT: Corrected Brake Torque.

CBHP: Corrected Brake Horsepower.

BSFC: Brake Specific Fuel Consumption.

FUEL: Actual fuel flow pounds per hour.

H2O: Water temperature in degrees F.
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