The Lynx product line has been offered in North America for a couple of years now and has quickly established itself as an extremely desirable brand. Its unique appeal has been to those who see themselves as experienced, aggressive riders demanding ultimate performance from their sled.
These are riders who prioritize high speed suspension response and near-perfect handling in the bumps just as much as raw acceleration and top speed. After all, why ride bumps with gargantuan power if the sled’s chassis can’t handle it? The RAVE RE’s 850 E-TEC twin has proven to be more than adequate.
If there’s one thing we can unequivocally say about the RAVE RE, it’s that the Radien² chassis can handle everything the most powerful snowmobile engines in the industry can dish out. Accelerating through whoops or stutters, the RAVE tracks straight and true, daring the rider to hold the throttle open longer, trusting the suspension to perform beyond the incredible.
The front end is very much Ski-Doo but the skid frame is pure European, using the PPS 3 uncoupled 137-incher the Lynx is most identified for.
With the throttle held open, the sled lifts its head and grazes the bumps with the skis while the Pippola suspension simply sponges up the junk. It’s a unique, unforgettable experience to ride a sled that performs like this! Its uncoupled skid has great flotation and offers a higher level of handling quickness.
A reasonable question aimed at a 600 version might be: “Why give riders less power instead of more?” At first glance, the answer may be about lower price. After all, a 600 will have a lower MSRP than an 850 – but we think there’s a bigger reason. Simply, it’s about the RAVE RE reaching a bigger market.
There are tons of avid snowmobilers who love the Lynx cachet but just don’t want an 850. The fact is, the ROTAX 600R E-TEC is a very strong performing 2-stroke and because of the prowess of this chassis, makes a great marriage with it.
Another indicator of the above is last year’s recalibration of the RAVE RE’s shock package. To be fair, the original RAVE’s shock calibration was firmer than most North American riders were used to. Last year the valving was modified so the bottom part of the travel was softer – not a lot, but still softer.
The sled was much nicer for all-day riding – and it didn’t lose its high-speed damping ability. Suddenly more people were interested!
