No, you won’t be seeing a 2025 Lynx Rave RS 600RS snowmobile competing in snocross racing in North America this winter. Let’s get that out of the way right up front!

That said, there’s a lot going on with the machine the brand unveiled recently that makes it worth a look.

For context, for racing in Scandinavia they don’t have as stringent of minimum-build rules as they do in North America. Therefore, the factories (if they choose) can build more radical snowmobiles for just a handful of their top drivers.

That apparently is happening this winter with Lynx. This new 2025 Lynx Rave RS 600RS E-TEC has many unique features – including but not limited to a completely different rear suspension, a composite rear section to the snowmobile, an asymmetrical one-piece hood and more.

Will any of this appear on a sled released in North America? Or, will any of the thinking behind these innovations eventually make it to Lynx’s sister brand, Ski-Doo? Time will tell.

Here the full press release from BRP/Lynx:

RADICAL REDESIGN: 2025 LYNX RAVE RS 600RS E-TEC GEARS UP FOR A CHAMPIONSHIP RUN

The 2025 Lynx Rave RS 600RS E-TEC is narrower, lighter, and faster than its predecessor.

Bold design. Improved ergonomics. Renewed suspension settings. Up to 3 kg weight reduction. The list of changes to the 2025 Rave RS 600RS E-TEC race sled is a storm warning for competitors. The world champion’s sled is now even faster.

Rovaniemi, Finland, November 2nd, 2024 – The 2024 season was once again victorious for the Lynx Rave RS 600RS E-TEC on the European snocross tracks: Magnus Reiten’s world championship was supported by Aki Pihlaja’s bronze medal, along with numerous national championship titles in Scandinavia.

The competition has more to worry about in 2025 as the racing Lynx gets lighter and more refined in pursuit of this year’s titles.

The starting point for developing the 2025 Rave RS 600R E-TEC race sled was ambitious for the product team: to make the reigning world champion sled even faster. The sled is narrower, lighter and more durable than before. The result is a race sled stripped of anything unnecessary.

The 2025 Rave RS is perhaps the most extreme snowmobile ever designed and built with only one purpose: to win.

Narrow and lightweight one-piece hood

The most visible update to the 2025 Rave RS is in its design. The aim was to make the hood as narrow as possible, enabled by features typical of a race sled, such as the absence of an oil tank and soundproofing materials, along with a simplified and narrowed clutch cover.

The hood is asymmetrical in shape, meaning its form differs on the clutch side and the exhaust side, highlighting the function over form mentality.

The polyethylene hood is 64 mm narrower on the left side compared to the previous side panels, and 50 mm narrower on the right side, significantly improving the rider’s space to move on the sled. The narrow, tapered design of the rear part of the hood allows the rider to lean aggressively toward the ski in turns, thereby enhancing control through more effective weight shifting. This results in higher cornering speeds and even faster lap times.

The hood no longer consists of removable side panels and an upper console, but has become a one-piece unit that is extremely quick and easy to remove and reattach, making access to service points significantly easier than before.

The hood is flexible in structure, allowing it to withstand the bumps and impacts typical in race conditions.

The hood is 2 kg lighter than the previous plastic parts, and by centralizing the mass closer to the rider, it further enhances the sled’s lightweight feel.

The center of mass has been lowered and moved further back by relocating the air intake system from the engine compartment to in front of the rider, between the A-pillar of the frame and the hood. The air intake is also lighter than before and feeds air to the engine through a mesh fabric located in front of the fuel tank.

Improved rCTRL rear suspension

A key feature, the new rCTRL rear suspension, introduced in the Rave RS, proved its performance in its very first season. The rCTRL rear suspension has been further developed for the 2025 season. The shock absorbers are now shorter, and the limiter straps have been shortened as well.

The LFS Racing front suspension shock absorbers have also been shortened to match the changes made to the rear suspension. Overall, these changes aim to lower the sled’s center of gravity, resulting in improved control.

The calibrations of the rCTRL rear suspension’s KYB Pro RS 46 HLCR Kashima shock absorbers have been adjusted, and the center and rear shocks have new springs – stiffer in rear and lighter in center. As a result of these changes, the sled takes off more smoothly for jumps, is better controlled on rhythm sections, and is more agile in corners.

The rCTRL rear suspension, introduced to the Rave RS last season, is based on a unique center-to-rear linkage. The key feature of the suspension is its mechanism, where force is transmitted from the rear arm’s shock absorber to the center arm. This unique solution provides the suspension with excellent damping power and carrying capacity.

The efficiency of the mechanism allows the center arm to have high carrying capacity with low spring rate and minimal damping. Another important factor is the minimal variation in track tension, which makes the sled roll better and faster on the track.

The adjustment philosophy of the rCTRL rear suspension differs completely from the previous PPS rear suspension. Due to its unique linkage mechanism, the new rear suspension uses a relatively light spring rate (25 N/mm) in the center shock. Since the center arm receives part of its damping force transmitted from the rear arm, the center shock should be set very soft in the initial setup. It is advisable to first adjust the rear shock to an appropriate setting and then adjust the center shock as needed.

The adjustment process has been made very easy, as the clickers for both shocks are conveniently accessible from the side of the suspension. Additionally, adjusting the limiter straps has also been made easy, as the limiter straps are located on both sides of the slide rails.

In its first season, the rCTRL rear suspension proved to be extremely reliable: Thanks to the good tension management of the track, the interval for track replacement has increased significantly, and there were virtually no technical issues with the rear suspension.

Radien-RS platform

The Lynx Rave RS 600RS E-TEC is built on the Radien-RS platform, which is characterized by race-optimized details such as a specially reinforced structure, efficient brake cooling and an easily removable drive shaft. For the 2025 season, the frame reinforcements have been redesigned, and the rear brackets of the rear suspension are stronger than before.

The Radien-RS chassis has utilized a unique structure for years, where instead of a full-length aluminum tunnel, the rear part of the chassis is made from a flexible polyethylene piece. The advantages of this solution include not only its lightweight nature but also the ease of replacing the rear component in the event of damage without the need to replace or repair the entire rear chassis of the sled.

For the 2025 season, the structure of the rear part of the chassis has been simplified and lightened without compromising reliability. The rear section of the chassis is now more robust, and the aluminum spacer under the seat has been removed. Additionally, an opening has been added to the rear, allowing riders to push snow on the radiator between race heats.

Rotax 600RS E-TEC Engine

The Lynx Rave RS is equipped with the fierce Rotax 600RS E-TEC engine, which has proven its performance and reliability on race tracks all over the world. This 599.4 cc engine is fed by electronic direct injection through dual injectors. Its intelligent engine control and technological solutions, such as electronically controlled eRave exhaust valves, ensure that the engine requires no adjustments for weather or altitude.

The engine is mounted to the chassis at four points, stabilizing the alignment of the powertrain, improving efficiency, and optimizing performance.

The engine is equipped with an exhaust preheating system (hot start button) that warms the exhaust system to optimal temperature for the best performance on the starting line. Additionally, the engine calibration includes programs for limited power requirements for junior classes, which can be easily accessed at authorized BRP service centers using BUDS diagnostics.

Thanks to the new intake system-optimized engine calibration, the engine power is even greater. The factory calibration operates on 98-octane unleaded fuel. A calibration suitable for high-octane racing gasoline, approved for use in the World Championship series, will also be available for the engine, optimizing performance to the maximum in the toughest competitions when used with racing fuel.

2025 RAVE RS 600RS E-TEC HIGHLIGHTS

• Radien-RS chassis with renewed polythene section of the rear chassis
• New one-piece, narrow polyethylene hood
• Rotax 600RS E-TEC engine (new engine calibrations, available also with calibrations for racing fuel)
• New air intake system in front of the rider
• rCTRL rear suspension
• LFS Racing front suspension
• KYB PRO RS 46 HLCR Kashima shock absorbers with new calibrations
• New springs in rear suspension (center arm 25 N/mm, rear arm 60 N/mm)
• 381 x 3487 x 44 mm track
• 1092 mm ski stance
• Racing pDrive -primary clutch and Team TTS-04 driven clutch
• 4-piston Brembo Racing brake with improved cooling
• Pilot Racing skis
• RS seat
• The new Matte White coloration allows for easier application of driver specific graphics

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