2003 Ski-Doo REV 800

New chassis demands airflow changes
RELATED TOPICS: ENGINES | SKI-DOO | SNOWMOBILES
When Ski-Doo put the Rev platform together, the engine dropped down and back in the chassis. This new location required a completely new airflow routing. Ski-Doo made a few other key changes that seem to combine for a nice bump in output for 2003.

Part of the Rev's beauty is that every single component has been migrated as close to the center line as possible. The big, relatively heavy engine shifted 2.6 inches rearward and 1.25 inches down in the sled. That move demanded the airbox either shrink or go elsewhere. Since we all know that the airbox itself is a tuning device, it couldn't afford to change volume. The solution: put it off to the side of the engine and duct it in.

The Rev airbox is actually in two pieces. The intake is on the right gull wing. When you open up the body to look at the clutches or change plugs, you actually crack the box in half. The big volume box swings out on the panel and the associated ducting remains in place.

On the outlet side, the new bodywork required Ski-Doo to reshape the exhaust pipe. In addition to the new shape, Ski-Doo engineered a new muffler can, specific to the Rev 800.

The engineering department altered the ignition curve on the Rev 800 as well. The final change consumers can expect to find on their stock Rev is a new carburetor calibration.
Our Rugged Test Unit
Our dyno guy, Rich Daly at Dynoport, bought a Rev 800 for his personal trail sled this winter. We needed to get the break-in timing retardation burned through, so he took it outside and fired it up. "Someone turned off my cooling line while the Rev was running," he explained. " I don't know how long it ran without cool water, but it got so hot that it colored the heads and softened up the plastic pretty good."

Upon cylinder inspection, Daly said he didn't stick anything. "One thing's for sure," he said. "This 800 motor is tough. It didn't scuff, stick or melt the pistons and rings. Other than the coloration on the heads, you'd never know it got that hot."
On the Dyno
Our well-seasoned engine showed a nice gain over last year's MX Z 800 test. The horsepower peaked at 138.5 at 7,800 rpm. The torque curve came in very broad and easy to tune to, with readings above 92 pounds from 7,300 all the way up to 7,800 rpm.

"We are up about three and a half horsepower from last year," Daly noted. "That's a good increase from one year to the next. The wide torque curve should prove very forgiving in clutching, and deliver solid acceleration from a backshift."

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