At the time of the Blizzard’s release we were ready to accuse BRP of flooding dealers with too many MX Z models. We thought they were off the mark for creating a machine that was positioned between the Adrenaline and X models. But that is exactly where the company dropped it on the spec charts. It was only after we rode it that we understood there was room for this sled in the lineup, even if it was confusing to customers who sorted through the nomenclature.
Ski-Doo brass said there were buyers out there who wanted X package suspension but didn’t want the gaudy graphics along with it. It was “we’re not X riders” sophistication that also required sensible ergonomics. Though a new model, there was nothing new to our Blizzard that hadn’t been used before.
The Blizzard’s ergonomics were Adrenaline package. It had a functional, mid-height windshield and a standard handlebar height and Adrenaline seat. Those parts alone meant the sled was aimed for riders who spent their time on the seat.
The ergos were not as conducive to standing. We were on the seat for the majority of the 1,546 miles we spooled onto the Blizzard’s odometer.
The engine was surprising. While we are still in love with the 600 H.O. SDI engine for its power and smooth operation, we’ve accepted that it’s not the class leader in terms of output. Through our ample experience with this mill, our Blizzard felt peppier and had more top end than the other sleds we’ve had with that same engine in past seasons.
Managing Editor Andy Swanson suspected a “Snow Goer special” for our loaner, but with a new chassis right around the corner for 2008 it’s hard to imagine what the company would gain sending us a unit with a hot ECU. Fuel mileage with this sled was as respectable as ever, and we still double-check the spark plugs for a healthy color just to make sure the engine gets enough oil. It’s a sipper.
Suspension was the forte on this sled. The adjustable shocks front and rear allowed us to dial in the ride for conditions or different riders with a few clicks. The spring rates and shock valving was the best-spec’d REV we’d driven. The sled responded well to inspire confidence whether hitting a road approach in a ditch line or cutting a perfect path to the apex of a corner on the trails, despite the unsteady — yet line-holding — front end when traversing mid-corner bumps.
The sled’s only problem last season was a blown belt. The factory-installed clutch grabber gave out at 1,178 miles.
As Swanson stated, “What new can be said about a REV MX Z? Not much other than the fact the Blizzard was just a flat-out nice snowmobile. All of the parts that made the REV so great through the years came together in that package.”
It’s as accurate a summary as any that left us with little to complain about. The list of gripes about our Blizzard is short. Because of the toughened-up suspension and ride-it-hard attitude, this machine deserved hooked bar ends. We also whined for years that the Ski-Doo gauges needed a serious update, but the Blizzard returned with the analog gauges that were tough to read while moving. The company updated its gauges significantly on its 2008 MX Z line and even wrapped them in an entirely new chassis.
The Ski-Doo MX Z 600 H.O. SDI Blizzard was available for a lone model year. We were enthusiastic about its release. It’s hard to be disappointed when it was issued an expiration date due to the release of the new REV-XP chassis, but we’re missing this sled all the same for what it was: the best combination of REV chassis bits and pieces.