If you want to find out more about this classic Ski-Doo, you’ve come to the right place.

We at PowerSportsGuide have compiled all you need to know into this Ski-Doo MXZ 700 review!

Ski-Doo MXZ 700 Review

Ski-Doo released a lot of ZX-based MXZ snowmobiles around the Millennium.  

The high-performance MXT 600 debuted in 1999, followed by the MXZ 700 in 2000. This family was completed with the MXZ 800 a year later.

The official model name of these sleds was “MX Z” but literally every rider called them MXZs.

Each of these sleds shared the same ZX chassis, which built its reputation on its rigidity and great handling. Unlike the revolutionary “REV” chassis, the ZX still offered a traditional riding position.

This platform was upgraded for 2000 with the more advanced ADSA front, coupled SC-10 II rear suspensions, which offered much better handling than their predecessors.

In 2002, the SC-10 II was replaced by the upgraded SC-10 III, which ensured a longer travel.

Consequently, the ’00-’01 MXZ 700 had SC-10 II suspension, while the ’02-’03 models enjoyed the third-generation SC-10 III, which was completed with a pair of precision skis.

Along with a great chassis and suspensions, the MXZ 700 was known for an amazing engine. This power source was a liquid-cooled, 2-stroke, 698cc, RAVE valve, “Rotax 693” twin that produced 120-130hp on the dyno (125hp on average.)

It was engineered with a lot of advanced technology, including:

• Rotax Adjustable Variable Exhaust (RAVE) valves
• Liquid-cooling system
• Dual VM40 Mikuni caruretors
• NGK BR9ES spark plugs
• CDI ignition
• “Two-in-one” tuned exhaust pipe

According to SnoWest, the predecessor of this unit was the 670 HO engine. This rotary valve twin was designed for the S-chassis and didn’t fit in the lower ZX chassis.

In 2000, the 700 engine was launched with round-slide 40mm Mikuni carbs, which were upgraded with flat-slide carbs in 2001.

Besides its amazing performance, this Rotax engine was known for its legendary reliability. There are many stories about sleds that reached 10,000+ miles with a stock engine.

You could expect the top speed of the MXZ 700 to be in the neighborhood of 110-115 mph on the speedo, so it could run with many of the 800s with ease.

This sled was not only extremely fast, but it also offered a crisp throttle response, precise handling, and great cornering abilities.

Unlike some other sleds with poor chassis and suspensions, it didn’t suffer from vibration or major handling issues. (Except for the darting of the early models, which could be fixed with a pair of aftermarket skis.)

This was no surprise since the upgraded SC-10 II rear suspension did a much better job than its non-coupled forerunner.

Because of these amazing features, the MXZ 700 quickly became popular among trail riders in the early 2000s. It was often modified with a twin-pipe exhaust kit or other aftermarket performance parts.

Unfortunately, this popular sled was only marketed for four years, since it was dropped for the sake of the more advanced MXZ 800.

While the 800 and 600 were carried over for many seasons, the 700 was discontinued at the end of 2003.

Ski-Doo MXZ 700 Problems

Even though the ’99-’02 Ski-Doo MXZ 700 was a very solid snowmobile, it had some minor design flaws, which were as follows:

• High fuel consumption: One of the few drawbacks of the MXZ 700 was its relatively high fuel consumption. When it was being hammered, this sled only got 7-8 mpg, which could be increased up to 14-16 mpg at ¼ throttle while cruising at 70 mph.
• RAVE valves: Compared to standard engines, the Rotax 693 came with innovative RAVE valves. These exhaust valves not only required periodic maintenance and cleaning but also added some complexity to the sled.
• Lack of an electric start and reverse: Unfortunately, the MXZ 700 came from the factory without an electric start and reverse.
• Poor skis: The earlier models came with poor skis, which often caused darting issues. They were replaced with more advanced precision skis in 2002, which solved the issue.
• Choke cables’ position: The choke cables were routed above the muffler, which was prone to damaging the cables.

Ski-Doo MXZ 700 Specs Chart

For your convenience, we’ve compiled the specs of the 2000 Ski-Doo MXZ 700 in these charts.

(Note that this sled was manufactured for four seasons, and its specifications may vary by model year.)

Ski-Doo MXZ 700 Dimensions and Weight

Ski-Doo MXZ 700 Chassis and Suspensions

Ski-Doo MXZ 700 Engine Specs

Ski-Doo MXZ 700 Liquids

Ski-Doo MXZ 700 Track

*Measure gap between slider shoe and bottom inside of track when exerting a downward pull of 7.3 kg (16 lbf) to the track.

Ski-Doo MXZ 700 Transmission

Ski-Doo MXZ 700 Electric Features

These charts are for informational purposes only! For exact specifications, please refer to the factory manual.

Ski-Doo MXZ 700 For Sale

Since the Canadian Bombardier sold a lot of MXZ 700s, you can still find many of them in decent shape.

They can be a reasonable choice for mechanically inclined sledders who are looking for a high-performance classic trail sled at a reasonable price.

If you are considering buying one, you can find many used Ski-Doo MXZ 700s for sale on Craigslist, eBay, Ski-Doo Facebook groups, forums, or snowmobile ad sites.

Takeaway – FAQs About the 99-02 Ski-Doo MXZ 700

What year did the Ski-Doo MXZ 700 come out?

Bombardier launched the Ski-Doo MXZ 700 for the 2000 model year.

What years was the Ski-Doo MXZ 700 made?

Bombardier marketed the Ski-Doo MXZ 700 from 2000 through 2003.

What size was a Ski-Doo MXZ 700?

The (2000) Ski-Doo MXZ 700 measured 108.3 inches in length, 47.75 inches in width, and 39.4 inches in height.

What was the track size of the Ski-Doo MXZ 700?

The Ski-Doo MXZ 700 featured a 121x15x0.878” track.

How much did a Ski-Doo MXZ 700 weigh?

The dry weight of the (2000) Ski-Doo MXZ 700 was 487 pounds.

What kind of engine was in a Ski-Doo MXZ 700?

The power source of the MXZ 700 was a liquid-cooled, 2-stroke, 698cc, singe-pipe, RAVE, twin-cylinder, Rotax 693 engine.

How much horsepower did a Ski-Doo MXZ 700 have?

The Ski-Doo MXZ 700 produced about 125 hp on the dyno.

How fast did a Ski-Doo MXZ 700 go?

The top speed of the Ski-Doo MXZ 700 was 110 mph on the speedo.

Was the Ski-Doo MXZ 700 a 2-stroke?

The Ski-Doo MXZ 700 was powered by a 2-stroke engine.

Did the Ski-Doo MXZ 700 Have a Reverse or Electric Start?       

The MXZ 700 came without an electric start and reverse system.

How Much Oil Did a Ski-Doo MXZ 700 Hold?

The MXZ 700 had an automatic oil injection system featuring a 118-oz oil reservoir.

How Much Fuel Did a Ski-Doo MXZ 700 Hold?

The fuel capacity of the MXZ 700 was 10.6 US gallons.

How Much Does a Ski-Doo MXZ 700 Cost?

The asking price of a used Ski-Doo MXZ 700 averages between $1,000 and $3,000 depending on the year and condition.

References:
SnoWest

Off-road.com

If you want to find out more about this classic Ski-Doo, this post is for you.

We at PowerSportsGuide have compiled all you need to know into this Ski-Doo MXZ 600 review!

Ski-Doo MXZ 600 Review

The Ski-Doo MXZ 600 was one of the most popular 600cc snowmobiles around the Millennium and with good reason. It was known for its amazing handling, high performance, and durable engine.

Its official model name was MX Z 600, but sledders just referred to it as MXZ 600. Hence, we’ll also use that name in this post.

The MXZ 600 was introduced in 1999 and remained in production until 2002 with the ZX chassis.

This platform was commonly used in many MXZ and Summit Ski-Doos at that time but was replaced by the revolutionary REV chassis in 2003.

While the MXZ 600 used the same ZX chassis from 1999 through 2002, it utilized three different rear suspensions.

In 1999, the sled was launched with the outdated SC-10 (travel: 10”) rear suspension inherited from the S-chassis.

Unfortunately, this non-coupled suspension had some design flaws and did not provide as good a handling as its successors.

Because of this, the ski was revamped in the 2000-2001 MXZ 600, which enjoyed a much better coupled SC-10 II rear suspension. In 2002, it was upgraded even more with the more advanced long-travel SC-10 III.

The Direct Shock Action (DSA) suspension of the S-chassis was also replaced by the more advanced Advanced Direct Shock Action (ADSA) suspension in ZX-based Ski-Doos. The latter had a travel of 8” which was 1.2” longer than its predecessor’s.

In the 1999 model year, the MXZ 600 measured 108.3 inches in length, 47.75 inches in width, and 39.4 inches in height. Its ski stance was 42.5 inches, and its dry weight was 475 pounds.

The power source of the ’99-’02 MXZ 600 was a liquid-cooled, 2-stroke, 597cc, single-piped, Rotax twin engine that delivered around 105-108hp on the dyno.

It was designed with a wide range of innovative features, including:

• Rotax Adjustable Variable Exhaust (RAVE) valves
• Liquid-cooling system
• Dual VM40 Mikuni caruretors
• NGK BR9ES spark plugs
• “Two-in-one” exhaust pipe

This Rotax 597cc twin engine built its reputation on its durability and great performance.

The only drawback of this engine was that it couldn’t be fitted as low in the frame as its cylinder-reed successors. Despite this, a de-bored version of the 597cc Rotax found its way into the REV and REV-XP chassis, to power the 500SS Ski-Doos.

In the ’99-’00 years this engine was manufactured with round slide carbs, which were upgraded with flat slides in ’01.

These new carbs offered a crisper throttle response and a lighter throttle pressure. Hence, pulling the thumb throttle on these later models was much easier.

Sledders also appreciated the comfort features of the MXZ including heated grips and throttle lever, a well-contoured seat, and the sizeable 10.6-gallon fuel tank.

While the ’99 model had some handling issues, the ’00-‘02s came with excellent handling thanks to their upgraded rear suspension.

The top speed of the MXZ 600 was 100-105 mph on the speedo depending on the weight of the rider and environmental conditions.

Thanks to its reliability and great performance, the MXZ 600 quickly became popular among performance-minded riders.

Just like its 670-800cc relatives, this sled was one of the most successful classic performance Ski-Doos ever built.

In 2003, it was phased out by its more advanced successor, the REV-based 2003 MXZ 600.

Ski-Doo MXZ 600 Problems

Even though the ’99-’02 Ski-Doo MXZ 600 was an innovative and reliable sled, it had some design flaws, including:

• Poor SC-10 suspension: The SC-10 suspension of the ’99 model was known for its poor performance and “kicking back” issues. Fortunately, it was replaced by the SC-10 II in 2000, which offered much better handling.
• Electrical issues: Some wire harnesses were prone to rubbing through, causing electrical malfunctions. These issues could be easily fixed, once the broken cables were detected.
• High-maintenance RAVE valves: The RAVE exhaust valves of the sled added complexity to the engine and required annual maintenance and cleaning.
• Lack of a reverse and electric start: To the greatest regret of many sledders, the MXZ 600 was marketed without an electric start and a reverse system.

Ski-Doo MXZ 600 Specs Chart

For your convenience, we’ve listed the key specifications of the 1999 Ski-Doo MXZ 600 in these charts.

(Note that this sled was manufactured for four seasons, and its specifications may vary by model year.)

Ski-Doo MXZ 600 Dimensions and Weight

Ski-Doo MXZ 600 Chassis and Suspensions

Ski-Doo MXZ 600 Engine Specs

Ski-Doo MXZ 600 Liquids

Ski-Doo MXZ 600 Track

*Measure gap between slider shoe and bottom inside of track when exerting a downward pull of 7.3 kg (16 lbf) to the track.

Ski-Doo MXZ 600 Transmission

Ski-Doo MXZ 600 Electric Features

These charts are for informational purposes only! For exact specifications, please refer to the factory manual.

Ski-Doo MXZ 600 For Sale

Bombardier sold numerous ZX-based MXZ 600s, so it is no surprise that they still appear on the used market.

If you are considering buying one, you can find many used Ski-Doo MXZ 600s for sale on Craigslist, eBay, Ski-Doo forums, or snowmobile classified sites.

Takeaway – FAQs About the 99-02 Ski-Doo MXZ 600

What year did the Ski-Doo MXZ 600 come out?

Bombardier launched the Ski-Doo MXZ 600 for the 1999 model year.

What years was the Ski-Doo MXZ 600 made?

Bombardier marketed the Ski-Doo MXZ 600 with the ZX platform from 1999 through 2002.

What size was a Ski-Doo MXZ 600?

The (1999) Ski-Doo MXZ 600 measured 108.3 inches in length, 47.75 inches in width, and 39.4 inches in height.

What was the track size of the Ski-Doo MXZ 600?

The ’99-’02 Ski-Doo MXZ 600 featured a 121x15x0.878” track.

How much did a Ski-Doo MXZ 600 weigh?

The dry weight of the (1999) Ski-Doo MXZ 600 was 475 pounds.

What kind of engine was in a Ski-Doo MXZ 600?

The power source of the ’99-02’ MXZ 600 was a liquid-cooled, 2-stroke, 597cc, singe-pipe, RAVE, Rotax twin engine.

How much horsepower did a Ski-Doo MXZ 600 have?

The ’99-’02 Ski-Doo MXZ 600 produced 105-108 hp on the dyno.

How fast did a Ski-Doo MXZ 600 go?

The top speed of the ’99-’02 Ski-Doo MXZ 600 was 100-105 mph on the speedo.

Was the Ski-Doo MXZ 600 a 2-stroke?

The Ski-Doo MXZ 600 was powered by a 2-stroke engine.

Did the Ski-Doo MXZ 600 Have a Reverse or Electric Start?        

The MXZ 600 came without an electric start and reverse system.

How Much Oil Did a Ski-Doo MXZ 600 Hold?

The MXZ 600 had an automatic oil injection system featuring a 118-oz oil reservoir.

How Much Fuel Did a Ski-Doo MXZ 600 Hold?

The fuel capacity of the MXZ 600 was 10.6 US gallons.

How Much Does a Ski-Doo MXZ 600 Cost?

The asking price of a used Ski-Doo MXZ 600 averages between $1,000 and $3,000 depending on the year and condition.

If you want to find out more about this classic high-performance sled, this post is for you.

We at PowerSportsGuide have compiled all you need to know into this Ski-Doo MXZ 670 HO review!

Ski-Doo MXZ 670 HO Review

The Canadian Bombardier released the MXZ 670 HO as the most powerful twin Ski-Doo in 1999.

Its official model name was MX Z 670 HO, but it was often referred to as MXZ 670 HO. (Hence, we’ll use that name in this post.)

The predecessor of this sled was the MXZ 670, which debuted in ’96 as a limited edition model. It went into full production in 1997 and was carried over to 1998 without any significant changes.

In 1999, it was phased out by the MXZ 670 HO, which was upgraded with a more powerful “Rotax 670 HO” (High Output) engine. This power source was a liquid-cooled, 2-stroke, 669cc, rotary-valve, twin-cylinder power mill.

It was designed with a wide range of innovative technologies, including:

• Rotax Adjustable Variable Exhaust (RAVE) valves
• Liquid-cooling system
• Dual 43mm Mikuni caruretors
• NGK BR9ES spark plugs,
• Cushion drive T.R.A.C. clutch
• “Two-in-one” tuned exhaust pipe with spiral muffler

As the name suggests, the Rotax 670 HO (High Output) delivered outstanding performance.

According to contemporary performance bulletins, the engine in the MXZ 670 produced 125-128hp on the dyno! In contrast, the predecessor base 670 “only” put out 115-118hp in stock condition.

Are you wondering what made the Rotax 670 HO more special than the base 670?

• Redesigned flat top pistons and head (which ensured higher compression)
• Tunnel porting
• Revamped ignition
• Larger, 44mm Mikuni carbs (dual)
• Redesigned exhaust pipe and muffler
• Different engine mounts and a lower engine position
• Higher performance (125-128hp vs. 115-118hp)

Due to its higher compression, the HO engine ran on 91 octane while the base 670 was happy with 87.

The MXZ 670 HO borrowed its engine mounts from the MXZX 440 racing sled, which made the engine sit lower.

In terms of performance, the MXZ 670 HO was an extremely fast snowmobile, which could beat many of its 700 brothers. The top speed of this sled was an amazing 100-110 mph under ideal conditions.

It shared its S-2000 aluminum chassis (a.k.a. “S-Chassis”) with the rest of the MXZ line, featuring DSA front and SC-10 XC rear suspensions. The latter was wrapped with a short, 121x15x.878” track.

Regarding measurements, the machine was 107.3 inches long, 46.2 inches wide, 42.5 inches high, and its ski stance was 41 inches.

Interestingly, the dry weight of the sled remained 502 pounds, which was indentical to its predecessor.

Standard features of the MXZ 670 HO included:

• 95-oz. oil tank
• 10.6-gallon fuel tank
• Front shock absorber kit (HPG)
• Acceleration and Control Modulator (ACM)
• Straight handlebars
• Carbide runners
• Heated grips and throttle lever
• Well countered seat
• Side padding
• Rear storage
• Brembo disk brake
• Hi-beam indicator
• Injection oil level indicator
• Mechanical fuel gauge

Ski-Doo MXZ 670 HO Problems

Even though the MXZ 670 HO was an amazing sled, it had some common problems which we have to mention. Without the need for completeness, the biggest issues with this model were as follows:

• Engine issues: The downside of the amazing performance of the Rotax 670 HO engine was its lower reliability. While the base Rotax 670 was known as a bulletproof unit, its HO counterpart had significantly more problems.
• Awkward engine position: Since this sled used the engine mounts of the MXZX 440, its engine sat much deeper, which made it hard to repair or modify.
• Handling issues: The MXZ 670 HO had some handling issues, which could be reduced by installing a pair of precision aftermarket skis. Its SC-10 XC suspension also had some early design flaws since its rear arm was prone to “kicking back” under a light load. Bombardier fixed this issue in the SC-10 II suspension.
• Lack of an electric start and reverse: Unfortunately, the MXZ 670 HO came without an electric start and reverse system from the factory.

Ski-Doo MXZ 670 HO Specs Chart

For your convenience, we’ve listed the key specs of the 1999 Ski-Doo MXZ 670 HO in these charts.

Ski-Doo MXZ 670 HO Dimensions and Weight

Ski-Doo MXZ 670 HO Chassis and Suspensions

Ski-Doo MXZ 670 HO Engine Specs

Ski-Doo MXZ 670 HO Liquids

Ski-Doo MXZ 670 HO Track

*Measure gap between slider shoe and bottom inside of track when exerting a downward pull of 7.3 kg (16 lbf) to the track.

Ski-Doo MXZ 670 HO Transmission

Ski-Doo MXZ 670 HO Electric Features

These charts are for informational purposes only! For exact specifications, please refer to the factory manual.

Ski-Doo MXZ 670 HO For Sale

The legendary MXZ 670 HO is still one of the most wanted classic Ski-Doo snowmobiles and with good reason. This aged sled offers an amazing performance for a reasonable price.

If you are considering buying one, you may find a used Ski-Doo MXZ 670 HO for sale on Craigslist, eBay, or snowmobile ad sites.

It’s also recommended that you visit the largest Ski-Doo snowmobile forums and Facebook groups.

Takeaway – FAQs About the Ski-Doo MXZ 670 HO

What year did the Ski-Doo MXZ 670 HO come out?

Bombardier launched the Ski-Doo MXZ 670 HO for the 1999 model year.

What years was the Ski-Doo MXZ 670 HO made?

The Ski-Doo MXZ 670 HO was marketed only in the 1999 season.

What size was a Ski-Doo MXZ 670 HO?

The Ski-Doo MXZ 670 HO measured 107.3 inches in length, 46.2 inches in width, and 42.5 inches in height.

What was the track size of the Ski-Doo MXZ 670 HO?

The Ski-Doo MXZ 670 HO featured a 121x15x.878 track.

How much did a Ski-Doo MXZ 670 HO weigh?

The dry weight of the Ski-Doo MXZ 670 HO was 502 pounds.

What kind of engine was in a Ski-Doo MXZ 670 HO?

The power source of the MXZ 670 HO was a liquid-cooled, 2-stroke, 669cc, rotary valve Rotax  twin engine.

How much horsepower did a Ski-Doo MXZ 670 HO have?

The Ski-Doo MXZ 670 HO produced 125-128 hp on the dyno.

How fast did a Ski-Doo MXZ 670 HO go?

The top speed of the Ski-Doo MXZ 670 HO was 100-110 mph under ideal conditions.

Was the Ski-Doo MXZ 670 HO a 2-stroke?

The Ski-Doo MXZ 670 HO was powered by a 2-stroke engine.

Did the Ski-Doo MXZ 670 HO Have a Reverse or Electric Start?                

The MXZ 670 HO came without electric start and reverse systems.

How Much Oil Did a Ski-Doo MXZ 670 HO Hold?

The MXZ 670 HO enjoyed an oil injection system featuring a 95-oz oil reservoir.

How Much Fuel Did a Ski-Doo MXZ 670 HO Hold?

The fuel capacity of the MXZ 670 HO was 10.7 US gallons.

How Much Does a Ski-Doo MXZ 670 HO Cost?

The asking price of a used Ski-Doo MXZ 670 HO averages between $1,000 and $3,000 depending on the condition.

If you want to find out more about this classic 2-stroke sled, this post is for you.

We at PowerSportsGuide have compiled all you need to know into this Ski-Doo MXZ 670 review!

Ski-Doo MXZ 670 Review

Ski-Doo released the MXZ 670 in 1996 as a limited edition model which went into full production the following model year. The closest competitor of this sled was the Yamaha Vmax 600 XT, so choosing between the two was not an easy decision!

The official name of this Ski-Doo was MX Z 670, but it was commonly known as MXZ 670. (Because of this we’ll also stick with this name.)

This model inherited its S-2000 chassis from its MXZ predecessors, but was powered by a more powerful, 670cc twin engine.

This power source debuted in the 1993 Mach 1 670 but to the greatest regret of many trail riders, it found its way into the MXZ chassis. In 2000, it was phased out by the more advanced 698cc Rotax engine.

In terms of specifications, the MXZ 670 engine was a liquid-cooled, 2-stroke, 669cc, rotary-valve, “ROTAX 670” twin that delivered 118hp on the dyno.

This high-performance power mill enjoyed many advanced technologies, including:

• Rotax Adjustable Variable Exhaust (RAVE) valves
• Liquid-cooling system
• Dual 40mm Mikuni caruretors
• NGK BR9ES spark plugs,
• Cushion drive T.R.A.C. clutch
• “Two-in-one” tuned exhaust pipe with spiral muffler

Thanks to its advanced features, the Rotax 670 generated great mid-range and peak power along with a lot of torque. On top of that, it built its reputation on excellent reliability and durability.

Ski-Doo built every MXZ on the S-2000 chassis from 1996 through 1999 and the MXZ 670 was no exception.

Regarding dimensions, the sled was 107.3 inches long, 44.1 inches high, while its ski stance was 41 inches.

Its dry weight was only 502 pounds, which ensured a great power-to-weight ratio.

On the front, you could find a DSA trailing arm front suspension system inherited from the MXZX 440 snowcross machine that offered a remarkable travel of 7 inches.

On the rear, the 121” track was mounted on a Ski-Doo exclusive SC-10 Cross-Country suspension, which had a travel of up to 10 inches.

According to SnoWest.com, the standard features of the MXZ 670 included:

• 95 US oz. oil tank
• 10.7 U.S. gallon fuel tank
• Front shock absorber kit (HPG)
• Acceleration and Control Modulator (ACM)
• Straight handlebars
• Carbide runners
• Heated grips and throttle lever
• Well countered seat
• Side padding
• Bremo disk brake
• Hi-beam indicator
• Injection oil level indicator
• Mechanical fuel gauge

The top speed of the MXZ 670 was roughly 100-110 mph on the radar (or 110-120mph on the speedo) depending on environmental conditions.

Besides its remarkable top speed, it also offered arm-stretching accelerations of between 50-90mph.

Despite its great performance, the MXZ 670 never became as popular as its successors like the MXZ 700 and MXZ 800.

Ski-Doo MXZ 670 Problems

Even though the MXZ 670 was one of the most reliable classic Ski-Doos, it had some minor design flaws, including:

• Head gasket issues:  For example, some of the ’98 models had problems with the head gasket, but aside from this the engine of the 670 was bulletproof. (Unfortunately, the ’99 MXZ 670 HO was much less reliable.)
• Suspension issues: Another problem of the MXZ 670 was the poor performance of the SC-10 rear suspension; with a light load the rear arm was prone to “kicking back.” This issue was fixed with the introduction of the second-generation SC-10 II suspension, which debuted for the Millennium.
• Lack of reverse and electric start: Unfortunately, the MXZ 670 was designed without a reverse and electric start.

Ski-Doo MXZ 670 Specs Chart

For your convenience, we’ve listed the key specifications of the 1997 Ski-Doo MXZ 670  in these charts.

(Note that this sled was manufactured for three seasons, and the specifications may be different in the other model years.)

Ski-Doo MXZ 670 Dimensions and Weight

Ski-Doo MXZ 670 Engine Specs

Ski-Doo MXZ 670 Liquids

Ski-Doo MXZ 670 Track

*Measure gap between slider shoe and bottom inside of track when exerting a downward pull of 7.3 kg (16 lbf) to the track.

Ski-Doo MXZ 670 Transmission

These charts are for informational purposes only! For exact specifications, please refer to the factory manual.

Ski-Doo MXZ 670 For Sale

Interestingly, you can still find many MXZ 670s on the used market.

If you are considering buying one, you may want to visit Ski-Doo snowmobile forums and social media groups.

Also, you may find a lot of used Ski-Doo MXZ 670s for sale on Craigslist, eBay, or snowmobile classified sites.

If you are considering other brands as well, you can’t go wrong with a Yamaha VMAX 600.

Takeaway – FAQs About the Ski-Doo MXZ 670

What year did the Ski-Doo MXZ 670 come out?

Bombardier launched the Ski-Doo MXZ 670 for the 1997 model year.

What years was the Ski-Doo MXZ 670 made?

The Ski-Doo MXZ 670 was marketed from 1997 to 1998 and phased out by the 670 HO in 1999.

What size was a Ski-Doo MXZ 670?

The Ski-Doo MXZ 670 measured 107.3 inches in length, and 44.1 inches in height, and its ski stance was 41 inches.

What was the track size of the Ski-Doo MXZ 670?

The track of the Ski-Doo MXZ 670 was 15 inches wide and 121 inches long.

How much did a Ski-Doo MXZ 670 weigh?

The dry weight of the (1997) Ski-Doo MXZ 670 was 502 pounds.

What kind of engine was in a Ski-Doo MXZ 670?

The power source of the MXZ 670 was a liquid-cooled, 2-stroke, 669cc, rotary valve Rotax 670 engine.

How much horsepower did a Ski-Doo MXZ 670 have?

The Ski-Doo MXZ 670 produced 118 hp on the dyno.

How fast did a Ski-Doo MXZ 670 go?

The top speed of the Ski-Doo MXZ 670 was 110-120 mph on the speedo or 100-110 mph on GPS/radar.

Was the Ski-Doo MXZ 670 a 2-stroke?

The Ski-Doo MXZ 670 was powered by a 2-stroke engine.

Did the Ski-Doo MXZ 670 Have a Reverse or Electric Start?       

The MXZ 670 came without electric start and reverse systems.

How Much Oil Did a Ski-Doo MXZ 670 Hold?

The MXZ 670 enjoyed an oil injection system featuring a 95-oz oil reservoir.

How Much Fuel Did a Ski-Doo MXZ 670 Hold?

The fuel capacity of the MXZ 670 was 10.7 US gallons.

How Much Does a Ski-Doo MXZ 670 Cost?

The asking price of a used Ski-Doo MXZ 670 averages between $1,000 and $3,000 depending on the year and condition. (Fun fact: the MSRP of the ski was $6,999 in 1997.)

References:

SnoWest

If you want to find out more about this classic 4-stroke Yamaha snowmobile, this post is for you.

We at PowerSportsGuide have compiled all you need to know into this Yamaha RX Warrior review!

Yamaha RX Warrior Review

The Yamaha RX-1 Family

Yamaha entered the 4-stroke snowmobile market in 2003 with the introduction of the RX-1.

This high-performance trail snowmobile replaced the top-of-the-line 2-stroke SRX 700 triple.

The RX-1 family consisted of three models in the 2003 season, the base RX-1 (without a reverse), the more featured RX-1 ER, and the RX-1 Mountain.

As the name suggests, the latter was designed for mountain riding, so it came standard with a 151” track and a reverse system. In contrast, its trail-intended counterparts featured a short 121” track.

In 2004, Yamaha expanded the RX-1 series with a crossover version, and the Warrior was born.

The official name of this model was Yamaha RX Warrior (RXW10), but it was often referred to as RX-1 Warrior.

What was the difference between this sled and the rest of the RX line?

In a nutshell, the RX Warrior came standard with a 136” track and a reverse system. It also featured a ProAction rear suspension, which was replaced by the Pro Mountain rear suspension in 2005.

In contrast, trail-intended RX models got the new Monoshock skid that same year.

Aside from these differences, Yamaha RX-1 snowmobiles were identical.

This series was manufactured until 2005 and replaced by the Apex in 2006.

Yamaha RX Warrior Review

It’s safe to say that the Yamaha RX Warrior was one of the most innovative snowmobiles during the early 2000s.

It was not only part of the first 4-stroke Yamaha sled series, but also packed many innovative features, including:

• Delta Box chassis
• Dual rear exit exhaust
• Independent double-wishbone front suspension
• Pro-Action rear suspension with adjustable gas shock
• Hydraulic disk brakes
• Advanced LCD gauge (speedometer, tachometer, trip meter, odometer, fuel gauge)
• Hand and thumb warmers
• Easy-pull throttle lever
• Electric start
• Reverse
• And more

However, the most exciting feature of the Yamaha RX Warrior was its revolutionary 4-stroke engine. This liquid-cooled, 4-stroke, 998cc, DOHC, Inline-4 power mill delivered a jaw-dropping 145hp.

Interestingly, this unit was derived from the YZF-R1 sport bike.

Thanks to this powerful engine, the Yamaha RX Warrior topped out at 120mph on the speedo, which was more likely 105-107 mph on GPS.

Compared to competitor 2-stroke 800 snowmobiles, it was significantly more powerful and produced 65% more low-end torque.

The fuel capacity of the sled was 10.4 US gallons, which ensured roughly 200 miles of riding between refills.

Yamaha RX Warrior Problems

Although the Warrior was a revolutionary machine in many ways, it had some problems, including:

Heavy weight: There’s no question that the biggest problem of the RX Warrior (and the entire RX class in general) was its extreme weight of 582 pounds. Due to this massive weight, the sled newer became a successful crossover sled. Instead, it was commonly used on hard-packed trails and lakes.

Design issues: The Warrior was also often criticized for its narrow steep footwells and very low handlebars, which made it difficult to ride in a standing position.

Shock adjuster cable issues: The factory shock adjuster cable on this sled was quite weak and prone to breaking. The manufacturer launched a service kit to solve this issue that had a new cable and cover.

Difficult double riding: Let’s face it, the RX Warrior was designed to be a one-rider sled. Carrying a passenger on this machine was neither comfortable nor safe since the extra weight translated into various handling issues.

Lack of “Braaaap”: Due to its 4-stroke engine, the Warrior lacked the distinctive “Braaap” 2-stroke exhaust music.

Yamaha RX Warrior Specs Chart

For your convenience, we’ve listed the key specifications of the 2005 Yamaha RX Warrior in these charts:

Yamaha RX Warrior Engine Specs

Yamaha RX Warrior Dimensions Chart

Yamaha RX Warrior Electric Features

Yamaha RX Warrior Transmission

* Subject to change according to elevation settings.

These charts are for informational purposes only! For exact specifications, refer to the factory manual.

Yamaha RX Warrior For Sale

Since it’s an extremely durable Yamaha snowmobile, you can still find many RX Warriors in good shape.

If you’re considering buying one, you should start your research at Yamaha RX Warrior snowmobile forums and FB groups.

If you are lucky, you may also find a used Yamaha RX Warrior for sale on Craigslist, eBay, or snowmobile ad sites.

Takeaway – FAQs About the Vintage Yamaha RX Warrior

What year did the Yamaha RX Warrior come out?

The Yamaha RX Warrior crossover snowmobile was revealed in 2004.

What years was the Yamaha RX Warrior made?

Yamaha RX Warrior was marketed from 2004 through 2005 and was phased out by the Apex in 2006.

What is the track size for the Yamaha RX Warrior?

The stock track size of the Yamaha RX Warrior was 136” x 15” x 1.25”.

How much does a Yamaha RX Warrior weigh?

The dry weight of the Yamaha RX Warrior was 581-582 pounds depending on the year.

What size was a Yamaha RX Warrior?

The Yamaha RX Warrior ER measured 118.1 inches in length, 47.6 inches in width, and 47.8 inches in height.

What kind of engine was in a Yamaha RX Warrior?

The power source of the RX Warrior was a liquid-cooled, 4-stroke, 998cc, DOHC, Inline-4 engine.

How much horsepower did a Yamaha RX Warrior have?

The Yamaha RX Warrior produced 145 hp out of the box.

How fast did a Yamaha RX Warrior go?

The top speed of the Yamaha RX Warrior was about 115-120 mph on the speedo (105-107 mph on GPS).

Was the Yamaha RX Warrior a 4-stroke?

The Yamaha RX Warrior was powered by a 4-stroke engine.

Did the Yamaha RX Warrior Have a Reverse or Electric Start?    

The RX Warrior came standard with a reverse system and electric start.

How Much Oil Did a Yamaha RX Warrior Hold?

The RX Warrior had an automatic oil injection system featuring a 3.2-quart reservoir.

How Much Fuel Did a Yamaha RX Warrior Hold?

The fuel capacity of the RX Warrior was 11.7 US gallons.

How Much Does a Yamaha RX Warrior Cost?

The asking price of a used RX Warrior snowmobile averages between $2,000 and $6,000 depending on the year and condition.

If you want to find out more about this classic Yamaha sled, this post is for you.

We at PowerSportsGuide have compiled all you need to know into this Yamaha SX Venom 600 review!

Yamaha SX Venom 600 Review

Yamaha SX Venom 600 Models

Manufactured from 2004 through 2006, the Yamaha SX Venom was one of the last 2-stroke trail Yamaha snowmobiles.

Referring to its 600cc engine configuration, this model was often referred to as SX Venom 600.

The Japanese manufacturer offered this sled in two versions, the base SX Venom (SXV60) with a manual start and the more advanced SX Venom ER (SXV60ER) with an electric start.

Their more powerful equivalent was the SX Viper 700, which was manufactured from 2002 through 2006, while the SX Venom 600 was only offered in the 2004-2006 seasons. Aside from having different engines, these sleds were almost identical.

Unfortunately, the SX Venom 600 was often overlooked since it was released when Yamaha entered the 4-stroke snowmobile market. Because of this, the Venom remained in the shadow of the innovative RX-1 and RX Warrior.

But today the SX Venom is like an old vine, it’s increasingly gaining popularity among classic sled enthusiasts.

Let’s get down to the nitty-gritty and talk about this iconic Yamaha 2-stroke snowmobile in detail!

Yamaha SX Venom 600 Engine

The engine of the SX Venom 600 was a liquid-cooled, 2-stroke, power-valved, 593cc, “black-head, single-pipe” triple engine. According to contemporary dyno tests, this engine delivered 98.6hp at 8500 RPM and a peak torque of 60+ lbs-ft from 7800 to 8500 RPM.

This power mill was a close relative of the SX Viper’s 700cc engine. The key differences between the 600cc compared to the 700cc engine variants were as follows:

• Smaller displacement (593cc vs. 696cc)
• Different bore and stroke
• Lower performance: (99 vs. 122hp.)
• Smaller Mikuni carbs (TM 31 vs. TM 33)
• Lack of forced air induction system

In return, they shared many advanced technologies, which were as follows:

• Lightened powder metal forged pistons
• Lightened crankshaft
• One-piece cylinder head
• CNC-machnied exhaust ports
• Liquid-heated Mikuni flat slide carburetors (with T.P.S.)
• 300W DC-CDI ignition
• Self-cleaning electronic power valves
• NGK BR9ES spark plugs
• Automatic oil injection system
• New cylinder port timing
• Single-pipe exhaust system
• Electric start (on the ER models)

Yamaha SX Venom 600 Chassis and Suspensions

The SX Venom 600 shared its ProAction System chassis and suspensions with the Viper 700 and many other Yamaha performance snowmobiles.

In terms of dimensions, the SX Venom 600 measured 109.4 inches in length, 47.2 inches in width, and 50.4 inches in height, and its dry weight was 489-516 pounds depending on the model.

The lightweight ProAction chassis not only offered outstanding torsional rigidity but it was also paired with advanced suspension systems.

The key features of Venom’s front suspension system included:

• Type: Independent front suspension system
• Forged aluminum steering arms
• KYB gas shocks (non-rebuildable)
• Travel: up to 9 inches
• Lightweight skis

In contrast, the skid housed the innovative Yamaha ProAction SXV rear suspension. The key features of this system were as follows:

• Type: Parallel rail slide suspension system
• KYB aluminum gas shocks (non-rebuildable)
• Adjustable control rods
• Travel: up to 11.5 inches

The body and other features of the SX Venom 600 were also inherited from the Viper 700, and were as follows:

• New hood design with large vents for increased airflow
• New lightweight seat
• “R1-style” dual taillights and dual headlights
• Illuminated seat storage
• Illuminated engine compartment
• Dual-piston hydraulic brakes
• LCD gauge (borrowed from the R1 motorcycle)
• High-quality switches
• Upgraded seat
• And more

Yamaha SX Venom 600 Riding Experience

Yamaha snowmobiles built on the ProAction System chassis were known for razor-sharp handling and great performance, and the SX Venom 600 was no exception.

Even though it was noticeably less powerful than the triple-piped 700s, it topped out at 100-105 mph on the speedo.

It also ran more smoothly and was significantly more reliable than ancient twin Yamaha snowmobiles.

This engine was also known for its “forgiving” jetting setup, meaning that it could be operated in a wide temperature range without jetting the carbs.

The arm-stretching acceleration of the sled was accompanied by nice exhaust music, which could be enhanced with a triple-pipe exhaust system.

Although the SX Venom never became as popular as the Viper 700 or 4-stroke performance sleds, it was still commonly used as a second or “wife” sled.

Yamaha SX Venom Problems

The SX Venom 600 was one of the most reliable 2-stroke Yamaha snowmobiles, with many of them reaching 10,000+ miles without an engine rebuild.

However, it had some lesser-known minor design flaws, which were as follows:

Weak W-arm: The “W-arm” of the rear suspension was fairly weak and prone to cracking or breaking. It could be strengthened with welding guests or replaced with a high-quality aftermarket suspension arm.

Not-the-best suspensions: The suspension system of the Venom couldn’t keep up with the performance sleds from rival manufacturers.

Non-rebuildable gas shock: The biggest problem of the suspension system was arguably its cheap, non-rebuildable hydraulic gas shocks, which were prone to getting damaged on rough terrain.

Water pump seal and oil lines: For safety reasons, the oil lines and the water pump seal of the SX Venom had to be inspected and replaced periodically. To lower the risk of engine seizure, many owners removed the oil system and switched to premix.

Wire harnesses: Under the engine, you could find a wire harness that tended to rub through over time, causing various electrical malfunctions. This could be fixed by enclosing the wire harness into a convolute tube.

Power valve maintenance: Unlike the simpler “redhead triples,” the “blackhead triple” engine of the Venom featured electric power valves, which required periodic maintenance and cleaning.

Traditional riding position: Since it was a classic sled, the Venom offered a traditional seating position. Unlike on modern “rider forward” sleds, on the Venom the rider sat further back and lower.

Yamaha SX Venom 600 Specs Chart

For your convenience, we’ve listed the key specs of the 2004 SX Venom 600 in these charts.

(Except for some minor graphic changes, the Venom 600 was carried over to the 2005 and 2006 model years without any noticeable changes.)

Yamaha SX Venom 600 Dimensions and Capacities

Yamaha SX Venom 600 Engine Specs

Yamaha SX Venom 600 Track

Yamaha SX Venom 600 Transmission

Yamaha SX Venom 600 Electric Features

These charts are for informational purposes only! For exact specifications, please refer to the factory manual.

Yamaha SX Venom 600 For Sale

Despite its age, the SX Venom 600 is still a reasonable option for many buyers who are looking for a classic sled at an affordable price.

If you are considering buying one, you should start your research at Yamaha snowmobile forums and Facebook groups. Using these sources, you can find plenty of information on these classic machines, along with some good deals.

Also, you may find some used Yamaha SX Venom 600s for sale on Craigslist, eBay, Kijiji, or snowmobile classified sites.

Takeaway – FAQs About the Yamaha SX Venom 600

What year did the Yamaha SX Venom 600 come out?

Yamaha revealed the SX Venom 600 for the 2004 model year.

What years was the Yamaha SX Venom 600 made?

The Yamaha SX Venom 600 was manufactured from 2004 to 2006.

What size was a Yamaha SX Venom 600?

The (2002) Yamaha SX Venom 600 was 109.4 inches long, 47.2 inches wide, and 50.4 inches high.

What was the track size of the Yamaha SX Venom 600?

The Yamaha SX Venom 600 featured a 15x121x1” Predator track.

How much did a Yamaha SX Venom 600 weigh?

The Yamaha SX Venom 600 weighed 489-516 pounds depending on the model and the year.

What kind of engine was in a Yamaha SX Venom 600?

The power source of the SX Venom 600 was a liquid-cooled, 2-stroke, power-valved, 698cc, single-piped, blackhead Yamaha triple engine.

How much horsepower did a Yamaha SX Venom 600 have?

The engine of the Yamaha SX Venom 600 produced 99hp on the dyno.

How fast did a Yamaha SX Venom 600 go?

The top speed of the Yamaha SX Venom 600 was about 100-105 mph on the speedo.

Was the Yamaha SX Venom 600 a 2-stroke?

The Yamaha SX Venom 600 was powered by a 2-stroke engine.

Did the Yamaha SX Venom 600 Have a Reverse?            

The SX Venom 600 ER came standard with a reverse system, while its base sibling lacked this important feature.

Did the Yamaha SX Venom 600 Have an Electric Start?

The SX Venom 600 ER came standard with an electric start, while the base Venom came with an electric start.

How Much Oil Did a Yamaha SX Venom 600 Hold?

The SX Venom 600 had an automatic oil injection system featuring a 3.2-quart reservoir.

How Much Fuel Did a Yamaha SX Venom 600 Hold?

The fuel capacity of the SX Venom 600 was 11.7 US gallons.

How Much Does a Yamaha SX Venom 600 Cost?

The asking price of a used SX Venom 600 averages between $1,000 and $4,000 depending on the year and condition.

References:

snowest.com, snowgoer.com

If you want to find out more about this classic Yamaha sled, this post is for you.

We at PowerSportsGuide have compiled all you need to know into this Yamaha SX Viper 700 review!

Yamaha SX Viper 700 Review

Yamaha SX Viper 700 Models

The SX Viper was part of Yamaha’s 700cc 2-stroke snowmobile breed, which included many great sleds like the VMAX SX 700, Mountain Max, SXR 700, and the high-end, triple-piped SRX 700.

The official name of the model was SX Viper, but due to its 700cc engine, it was commonly known as SX Viper 700.

Yamaha marketed this sled from 2002 through 2006 in many different configurations, including:

In a nutshell, the key differences between them were as follows:

• SX Viper: Designed for trail riding, the SX Viper was the base model in the ’02-’03 model years. It came with a shorter track, wider skis, and a manual start.
• SX Viper S: The (2004) successor of the base model, it was upgraded with a factory-installed belly pan protector and advanced Ohlins shocks.
• SX Viper ER: A more advanced trail model that came standard with an electric start and reverse.
• SX Viper Mountain: Designed for off-trail riding, the SX Viper Mountain featured a longer track, narrower skis, different suspension settings, and a manual start.

Let’s get down to the nitty-gritty and talk about these sleds in detail!

Yamaha SX Viper Engine

The Yamaha SX Viper was a high-performance trail sled, which was a less powerful configuration of the flagship SRX 700 triple.

These sleds shared the same 2-stroke, 696cc, power-valved parallel triple engine. But while the SRX 700 enjoyed a triple-pipe exhaust system and delivered 135-145hp, the single-piped SX Viper 700 cranked out 122hp at 8500 RPM and a peak torque of 76 lb-ft in the 7100-8200 RPM range, Snowmobile.com reports.

In terms of dimensions and specifications, the engines of these sleds were quite similar, but they had some major differences in their internals and exhaust.

Compared to the SRX, the Viper not only had a simpler and lighter single-pipe exhaust system, but it also featured a lighter crankshaft and pistons, and smaller exhaust ports.

As reported by Off-road.com, the rotating mass in the Viper engine was 1.5 pounds less than in the SRX.

To be more precise, the key features of the SX Viper 700 engine were as follows:

• Lightened powder metal forged pistons
• Lightened crankshaft
• One-piece cylinder head
• CNC-machnied exhaust ports
• Liquid-heated Mikuni TM33 flat slide carburetors (with T.P.S.)
• 300W DC-CDI ignition
• Self-cleaning electronic power valves
• NGK BR9ES spark plugs
• Forced air induction
• Automatic oil injection system
• New cylinder port timing
• Single-pipe exhaust system
• Electric start (on the ER model)

Although the Viper engine cranked out less horsepower than the triple-piped SRX 700, it was still more powerful than the non-power valved 700 engine.

The latter was commonly used in the less potent Yamaha sleds at that time including the Mountain Max 700, and the VMAX SX 700 trail sleds.

Yamaha SX Viper Chassis and Suspensions

The SX Viper shared its ProAction System chassis and suspension system with many other 2-stroke performance Yamaha sleds.

This rigid but lightweight chassis delivered industry-leading torsional rigidity and precise handling. You could expect the dry weight of the sled to be anywhere from 490-530 pounds depending on the model and year.

The key features of its front suspension systems included:

• Independent front suspension system
• Forged aluminum steering arms
• KYB gas shocks
• Travel: up to 9 inches
• Lightweight skis

At the rear you could find the innovative Yamaha ProAction SXV rear suspension system, of which its features were as follows:

• Type: Parallel rail slide suspension system
• KYB aluminum gas shocks
• Adjustable control rods
• Travel: up to 11.5 inches

Other features of the SX Viper 700 include:

• New hood design with large vents for increased airflow
• Factory belly pan protector (on the S model)
• New lightweight seat
• R1-style dual taillights and dual headlights
• Illuminated seat storage
• Illuminated engine compartment
• Dual-piston hydraulic brakes
• LCD gauge (borrowed from the R1 motorcycle)
• And more

Yamaha SX Viper 700 Riding Experience

The SX Viper 700 built its reputation on its high performance and sharp handling. So, it was no surprise that the model became widely popular among performance-minded sledders.

Its top speed was 105 mph on GPS under ideal conditions, which showed roughly 115-117 mph on the speedo. Yes, the speedometer of these sleds was very inaccurate.

The high performance of the Viper was accompanied by the sweet exhaust sound of its three-cylinder engine. For even better music and some extra HP, many owners replaced its single-pipe exhaust with a triple-pipe configuration.

In the corners, the SX Viper had awesome handling thanks to its rigid frame and suspensions. In return, it offered significantly less comfort than long-travel suspension models like the VMAX 700 Deluxe.

In terms of fuel economy, the SX Viper got roughly 14-16 mpg on the trails, which was considered to be relatively good in the 700 class.

Yamaha SX Viper Problems

The SX Viper was known as one of the most durable and reliable 2-stroke sleds in Yamaha’s fleet. Believe it or not, many of these hit 10,000+ miles without an engine refresh or repair!

On the other hand, this machine had some minor problems. Without claiming to be complete, they were as follows:

Weak W-arm: The rear suspension swing arm (a.k.a. “W-arm”) was prone to cracking on these sleds. It could be easily fixed by strengthening the arm by welding guests or replacing it with a heavy-duty aftermarket unit.

Not-the-best suspensions: Although the SX Viper 700 featured an advanced suspension system, it was quite stiff and couldn’t keep up with competitor models.

Waterpump seal: Keeping satey in mind, the waterpump seal of the Viper had to be replaced every 5,000 miles.

Oil lines: To prevent malfunction in the lubrication system (and engine seizure)the oil lines of the SX Viper had to be replaced periodically.

Electrical issues: The wiring harness under the engine was prone to rubbing through, which resulted in various electrical problems. Fortunately, it was an easy fix since wrapping this harness into a convolute tube permanently solved the problem.

High-maintenance power valves: Even though they were advertised as “self-cleaning” power valves, the exhaust valves of the SX Viper had to be manually maintained and cleaned. This meant a bit of extra maintenance over the non-power valved engines.

Yamaha SX Viper 700 Specs Chart

For your convenience, we’ve listed the key specifications of the 2002 SX Viper 700 in these charts.

(Note that this sled was manufactured for many years, and the specifications may be different in other model years.)

Yamaha SX Viper 700 Dimensions and Capacities

Yamaha SX Viper 700 Engine Specs

Yamaha SX Viper 700 Track

Yamaha SX Viper 700 Transmission

Yamaha SX Viper 700 Electric Features

These charts are for informational purposes only! For exact specifications, please refer to the factory manual.

Yamaha SX Viper 700 For Sale

Interestingly, there are still many SX Vipers running out there.

If you are considering buying one, you may find some used Yamaha SX Viper 700s for sale on Craigslist, eBay, Kijiji, or snowmobile classified sites.

Also, it’s recommended that you visit Yamaha snowmobile forums and Facebook groups.

Takeaway – FAQs About the Yamaha SX Viper 700

What year did the Yamaha SX Viper 700 come out?

Yamaha introduced the SX Viper for the 2002 model year.

What years was the Yamaha SX Viper 700 made?

The Yamaha SX Viper 700 was marketed from 2002 to 2006.

What size was a Yamaha SX Viper 700?

The (2002) Yamaha SX Viper 700 was 109.4 inches long, 47.2 inches wide, and 48.4 inches high.

What was the track size of the Yamaha SX Viper 700?

The track of the Yamaha SX Viper 700 was 15 inches wide, while its length on the ground was 29.6 inches.

How much did a Yamaha SX Viper 700 weigh?

The Yamaha SX Viper 700 ER weighed 480-530 pounds depending on the model and the year.

What kind of engine was in a Yamaha SX Viper 700?

The power source of the SX Viper 700 was a liquid-cooled, 2-stroke, power-valved, 698cc, triple-cylinder, single-piped engine.

How much horsepower did a Yamaha SX Viper 700 have?

The engine of the Yamaha SX Viper 700 produced 122 hp out of the box.

How fast did a Yamaha SX Viper 700 go?

The top speed of the Yamaha SX Viper 700 was about 115-117 mph on the speedo, or 105 mph on GPS.

Was the Yamaha SX Viper 700 a 2-stroke?

The Yamaha SX Viper 700 was powered by a 2-stroke engine.

Did the Yamaha SX Viper 700 Have a Reverse?

The SX Viper 700 ER came standard with a reverse system, while the rest of the Viper line lacked this important feature.

Did the Yamaha SX Viper 700 Have an Electric Start?     

The SX Viper 600 ER came standard with an electric start, while its siblings featured manual start.

How Much Oil Did a Yamaha SX Viper 700 Hold?

The SX Viper 700 had an automatic oil injection system featuring a 3.2-quart reservoir.

How Much Fuel Did a Yamaha SX Viper 700 Hold?

The fuel capacity of the SX Viper 700 was 11.7 US gallons.

How Much Does a Yamaha SX Viper 700 Cost?

The asking price of a used SX Viper 700 averages between $1,000 and $5,000 depending on the year and condition.

References:

snowmobile.com, off-road.com

If you want to find out more about this high-performance classic sled, this post is for you.

We at PowerSportsGuide have compiled all you need to know into this Yamaha VMAX 700 review!

Yamaha VMAX 700 Review

The Yamaha VMAX Snowmobile Series

The legendary Yamaha VMAX snowmobile series was launched in 1994 with the introduction of the VMAX 500 and VMAX 600.

The latter was available with both twin (‘94-‘98) and triple (‘99-‘03) engines, while the 500 was exclusively marketed with a twin power source.

This family was expanded with the 1997 VMAX 700, which debuted as the most powerful triple-cylinder Yamaha VMAX available.

Its 4-cylinder brothers were the VMAX-4 750 and VMAX-4 800. These machines were real racing sleds out of the box.

In summary, the production Yamaha VMAX snowmobiles were as follows:

• 1994-2001 VMAX 500 (Twin)
• 1994-1998 VMAX 600 (Twin)
• 1999-2003 VMAX 600 (Triple)
• 1997-2002 VMAX 700 (Triple)
• 1992-1994 VMAX-4 750 (Quad)
• 1995-1997 VMAX-4 800 (Quad)

The popular VMAX 700 was offered in many different configurations, including:

Yamaha VMAX 700 Models

Let’s drill into the details and take a closer look at this classic Yamaha trail sled.

Yamaha VMAX 700 Review

The VMAX 700 was considered one of the most popular high-performance trail sleds in its time and with good reason.

This machine built its reputation on outstanding engine reliability, high performance, and innovative technologies.

Since it was powered by a 3-cylinder engine, the VMAX 700 was often referred to as the VMAX 700 Triple.

To be more precise, this power source was a liquid-cooled, 2-stroke, 698cc, non-power valved, parallel triple. According to this review at SnoWest, this lightweight engine cranked out a remarkable 110hp in stock condition.

This unit was a big-bore configuration of the 600 triple engine, which was used in many 600 models including the VMAX 600 Triple.

These engines were commonly known as the “redhead Yamaha triples” since their head was covered by a bright red paint job. They were referred to as the most durable 2-stroke snowmobile engines ever built.

So, it was no surprise that they found their way into many popular performance sleds like the SXR, VMAX, and Mountain Max models.

The only drawback of the 700 triple was that it lacked power valves and came with a single pipe exhaust from the factory.

This is the reason why it was less powerful than the high-end ‘98-‘99 Yamaha SRX 700, which was rated at 138hp.

In return, the 700 triple was more reliable and came standard with a wide range of advanced features, including:

• Nikasil-plated cylinders
• Three rack-mounted Mikuni TM33 flat slide carburetors
• CDI ignition
• Reed valves
• NGK BR9ES spark plugs
• Automatic oil injection system
• Electric start (depending on the model)

Three-carb snowmobiles were known for their heavy throttle pressure, but VMAX Yamahas were the exception.

This is because their carburetors were installed on a rack that featured a special throttle shaft.

These rack-mounted carbs ensured a light throttle pressure which translated to easier handling and less hand fatigue.

Unlike the engine, the suspensions and the chassis were borrowed from the 600 and 500 models, the key features of which were as follows:

• Monocock aluminum/steel chassis
• Rear Yamaha Pro Action rear suspension (adjustable coil springs and rebuildable gas shocks)
• Front: Telescopic Strut Suspension (TSS) (with two nitrogen gas shocks)
• Lightweight metal skis
• Plastic ski skins
• Well-shaped, convenient seat
• Storage unit

Yamaha marketed the VMAX 700 in many different variations, but the two main breeds were the long and short suspension lines.

As a rule of thumb, the VMAX 700 SX and SXS were the short suspension models, which came with stiffer suspension settings and a lower center of gravity.

These sleds were tuned for performance, so they offered higher speeds and a sportier attitude than their siblings.

In contrast, the XT, XTC, and Deluxe were designed with more convenience features and long travel suspensions, so they offered a “plushy” riding experience.

They were a common choice of senior riders while youngsters appreciated the aggressive attitude of the SX/SXS.

The high-end model in this line was the VMAX 700 Deluxe, which came standard with some extra features, including:

• Long travel suspensions
• High-profile windshield
• Reverse
• Electric start
• Dual mirrors
• Variable hand and thumb warmers
• And more

Performance?

You could expect the top speed of a VMAX 700 to be anywhere from 100 to 110 mph (on the speedo) depending on the model and its gearing.

Even though its engine offered plenty of power even in stock condition, many owners tuned it for higher performance.

Its single-pipe exhaust was often replaced with a more advanced triple-pipe exhaust system, which was often completed by other mods like adjusting the clutch, jetting, or improving the air intake system.

These modifications typically resulted in a power gain of 25-30hp!

To the greatest regret of many performance-minded buyers, Yamaha discontinued the VMAX 700 at the end of 2002.

Yamaha VMAX 700 Specs Chart

For your convenience, we’ve listed the key specifications of the latest model, the 2002 Yamaha VMAX 700 ER in these charts.

(Note that this sled was manufactured for many years, so the specifications may be different in other model years.)

Yamaha VMAX 700 ER Dimensions and Capacities

Yamaha VMAX 700 ER Engine Specs

Yamaha VMAX 700 ER Track

Yamaha VMAX 700 ER Transmission

Yamaha VMAX 700 ER Electric Features

These charts are for informational purposes only! For exact specifications, please refer to the factory manual.

Yamaha VMAX 700 For Sale

Interestingly, you can still find some used VMAX 700s in decent shape.

If you are considering buying one, you should start your research on Yamaha snowmobile FB groups and forums.

Also, you may find some used Yamaha VMAX 700s for sale on Craigslist, eBay, or snowmobile ad sites like Sledswap or Snowmobiletrader.

If you are considering rebuilding one of these amazing classic sleds, you will also find this site useful.

Takeaway – FAQs About the Yamaha VMAX 700

What year did the Yamaha VMAX 700 come out?

Yamaha launched the VMAX 700 for the 1997 model year.

What years was the Yamaha VMAX 700 made?

The Yamaha VMAX 700 was manufactured from 1997 to 2002.

What size was a Yamaha VMAX 700?

The (2002) Yamaha VMAX 700 ER measured 109.4 inches in length, 47.2 inches in width, and 48.4 inches in height.

What was the track size on the Yamaha VMAX 700?

The track of the Yamaha VMAX 700 was 15 inches wide, while its length on the ground was 29.6 inches.

How much did a Yamaha VMAX 700 weigh?

The latest 2002 Yamaha VMAX 700 ER weighed 505 pounds.

What kind of engine was in a Yamaha VMAX 700?

The power source of the VMAX 700 was a liquid-cooled, 2-stroke, 698cc, triple-cylinder engine.

How much horsepower did a Yamaha VMAX 700 have?

The Yamaha VMAX 700 produced 110 hp.

How fast did a Yamaha VMAX 700 go?

The top speed of the Yamaha VMAX 700 was about 100-110 mph on the speedo.

Was the Yamaha VMAX 700 a 2-stroke?

The Yamaha VMAX 700 was powered by a 2-stroke engine.

Did the Yamaha VMAX 700 Have a Reverse?     

The more featured VMAX 700 models came standard with a reverse.

How Much Oil Did a Yamaha VMAX 700 Hold?

The VMAX 700 had an automatic oil injection system featuring a 3.2-quart reservoir.

How Much Fuel Did a Yamaha VMAX 700 Hold?

The fuel capacity of the VMAX 700 was 11.7 US gallons.

How Much Does a Yamaha VMAX 700 Cost?

The asking price of a used VMAX 700 snowmobile averages between $1,000 and $3,000 depending on the year and condition.

References:

snowest.com

shed-headz.com

If you want to find out more about this classic Yamaha snowmobile, this post is for you.

We at PowerSportsGuide have compiled all you need to know into this Yamaha VMAX 600 Twin review!

Yamaha VMAX 600 Twin Review

The VMAX Family

Yamaha revealed the innovative VMAX series for 1994 with the introduction of the VMAX 600 and VMAX 500.

This family was expanded with the top-of-the-line VMAX 700 in 1997.

Both the 500 and 600 were powered by twin engines until 1999 when the 600 was upgraded with a de-tuned version of the 700 “red head” triple engine.

Because of this, the 1994-1998 models are known as “VMAX 600 Twin” while from 1999 onwards it was referred to as “VMAX 600 Triple.”

We also have to mention their 4-cylinder brothers, the VMAX-4 750 and VMAX-4 800.

In summary, the members of the VMAX family were as follows:

• 1994-2001 VMAX 500 (Twin)
• 1994-1998 VMAX 600 (Twin)
• 1999-2003 VMAX 600 (Triple)
• 1997-2002 VMAX 700 (Triple)
• 1992-1994 VMAX-4 750 (Quad)
• 1995-1997 VMAX-4 800 (Quad)

The 600 was the longest-living model in this series, as Yamaha marketed it for 10 years in not less than 31 different versions, including:

Yamaha VMAX 600 Model Chart

Let’s get down to the nitty-gritty and talk about the 600 Twin in detail!

Yamaha VMAX 600 Twin Review

The VMAX 600 Twin was considered one of the Top 10 snowmobiles in 1996 by SnowGoer, and with good reason.

This high-performance trail snowmobile was known for its reliable engine, innovative features, and great overall performance.

However, it was less popular than its triple brothers and the flagship VMAX-4 quads, but it offered great performance for a decent price tag.

The early (’94-’98) Yamaha VMAX 600 engine was designed with a big-bore configuration of the 500 engine. Hence the nickname “Twin.”

This 2-stroke, liquid-cooled, 598cc, parallel 2-cylinder engine featured a stock single pipe, two Mikuni TM36 carbs, CDI ignition, and an automatic oil injection system. In the 94-95 model years this power mill delivered 95hp out of the box.

In 1996, its performance was increased by new carburetor and clutch settings, It also got a thicker head gasket and a redesigned high-flow exhaust, featuring a larger Y pipe.

Thanks to these upgrades, engine power of the VMAX 600 Twin jumped up to roughly 97-98hp.

• The sled shared many of its innovative features with the high-end VMAX-4 line, including:
  Telescopic strut front suspension (TSS) with two nitrogen gas shocks
• Yamaha Pro Action rear suspension (with rebuildable gas shocks and adjustable coil springs)
• Lightweight skis
• Plastic ski skins
• Deep and well-countered seat
• And more

Besides the engine, the body of the VMAX 600 Twin was also heavily redesigned for 1996.

The revamped model returned with more leg room and better maneuverability. It also enjoyed a revamped seat, and a taller windshield on high-end models.

The VMAX 600 Twin was offered in many different configurations, including the SX, XT, XTC, and Deluxe.

There’s no question that the SX was the sportiest model in the VMAX family. It was designed with stiffer suspensions, which ensured a lower center of gravity.

In terms of suspension travel, the Yamaha Telescopic Strut Suspension offered 7” on the front while the Pro Action rear suspension offered 8”.

Thanks to these features the VMAX 600 SX was faster and more aggressive in the corners.

The XT and XTC models were tuned for comfort rather than performance. They were equipped with long travel suspensions (front: 8” and rear: 11.5”), high windshield, and some more bells and whistles.

The most featured member of this series was the Deluxe, which came standard with reverse, electric start, high windshield, and dual mirrors.

Aside from these differences, the VMAX 600 Twins were pretty much the same under the hood.

For higher performance, these sleds were often modified with twin pipes, cold air kits, intake kits, and more.

Yamaha understood the market needs and replaced the engine of the VMAX 600 for a more lively triple in 1999.

As one may expect, the popularity of the ’99-’03 VMAX 600 Tiple far surpassed its predecessor.

Yamaha VMAX 600 Twin Probelms

Although the VMAX 600 Twin was known as a well-designed and reliable 2-stroke Yamaha snowmobile, it had some minor problems.

Without the need for completeness, the most well-known of them were as follows:

• Overgearing: The early (‘94-‘96) 600 was extremely overgeared, which could be easily fixed by replacing the gears and the chain. (For example, the gear and chain set of the SRX was commonly used for this mod.)
• Weak primary clutch: The stock internals of the primary clutch were prone to wearing out very fast, especially the rollers, which went wrong in a short time. Replacing them along with the flyweights and the bushings with high-quality aftermarket units typically solved this issue.
• Not-the-best suspensions: Many riders claimed that the weakest point of the VMAX 600 was its suspension system. Sure, it did the job decently, but there were many better suspensions at that time. The early ‘94-‘95 models even lacked the adjustable front shocks.
• High fuel consumption: The VMAX 600 used a lot of fuel, but what classic 2-stroke sled doesn’t?

Yamaha VMAX 600 Twin Specs Chart

Note that this sled had been manufactured for many years and in many configurations, and listing all of them would be nearly impossible.

But as a reference, we’ve compiled the key specs of the 1998 Yamaha VMAX 600 Twin into these charts.

Note that the specifications may be different in other model years.

Yamaha VMAX 600 Dimensions and Capacities

Yamaha VMAX 600 Weight

Yamaha VMAX 600 Engine Specs

Yamaha VMAX 600 Track

Yamaha VMAX 600 Transmission

Yamaha VMAX 600 Electric Features

These charts are for informational purposes only! For exact specifications, please refer to the factory manual.

Yamaha VMAX 600 Twin For Sale

As Yamaha produced a lot of them in the ‘90s, you can still find many VMAX 600 Twins on the used market.

If you are considering buying one, it’s recommended that you start your research in Facebook fan groups and Yamaha snowmobile forums.

Besides some potential deals, you can find a lot of valuable information about this sled from these sources.

Also, you may find some used Yamaha VMAX 600 Twins for sale on Craigslist, eBay, or snowmobile ad sites.

If you are considering other brands, the main competitors of this sled were the Polaris Indy XLT, Ski-Doo Formula Z, and the Arctic Cat ZR 580.

You can’t go wrong with any of these!

Takeaway – FAQs About the Yamaha VMAX 600 Twin

What year did the Yamaha VMAX 600 Twin come out?

Yamaha introduced the VMAX 600 Twin for the 1994 season.

What years was the Yamaha VMAX 600 Twin made?

The Yamaha VMAX 600 Twin was available from 1994 to 1998 and was phased out by the 1999 VMAX 600 Triple in 1999.

What size was a Yamaha VMAX 600 Twin?

The (98) Yamaha VMAX 600 Twin measured 108.7 inches in length, 47.2 inches in width, and 48.4/51.2 inches in height.

What was the track size on the Yamaha VMAX 600 Twin?

The track of the (98) Yamaha VMAX 600 Twin was 15 inches wide, while its length on the ground was 29.6 inches.

How much did a Yamaha VMAX 600 Twin weigh?

The (98) Yamaha VMAX 600 Twin weighed 485-509 pounds depending on the model.

What kind of engine was in a Yamaha VMAX 600 Twin?

The power source of the VMAX 600 Twin was a liquid-cooled, 2-stroke, 598cc, twin engine featuring a single-pipe exhaust, two rack-mounded Mikuni TM36 flatside carburetors, and CDI ignition.

How much horsepower did a Yamaha VMAX 600 Twin have?

Thanks to its powerful twin engine, the 1994-1995 Yamaha VMAX 600 Twin delivered 95hp, while the revised 1996-1998 models produced about 97-98hp.

How fast did a Yamaha VMAX 600 Twin go?

The top speed of the Yamaha VMAX 600 Twin was about 100 mph on radar or GPS.

Was the Yamaha VMAX 600 Twin a 2-stroke?

The Yamaha VMAX 600 Twin was powered by a 2-stroke engine.

How Much Does a Yamaha VMAX 600 Twin Cost?

The asking price of a used VMAX 600 Twin varies between $1,000 and $3,000 depending on the year and condition.

References:

snowgoer.com

If you want to find out more about this classic Yamaha sled, you’ve come to the right place.

We at PowerSportsGuide have compiled all you need to know into this Yamaha VMAX 500 review!

Yamaha VMAX 500 Review

The VMAX Series

The history of the widely popular VMAX series goes back to 1994.

This was the year that Yamaha revealed the VMAX 500 and VMAX 600, which were completed with the VMAX 700 in 1997.

While the 600 was marketed with both twin (‘94-‘98) and triple (‘99-‘03) cylinder engines the 500 was exclusively available with a twin power source.

The race-intended VMAX models were the flagship 4-cylinder VMAX-4 750 and VMAX-4 800.

In summary, the list of available VMAX snowmobiles was as follows:

• 1994-2001 VMAX 500 (Twin)
• 1994-1998 VMAX 600 (Twin)
• 1999-2003 VMAX 600 (Triple)
• 1997-2002 VMAX 700 (Triple)
• 1992-1994 VMAX-4 750 (Quad)
• 1995-1997 VMAX-4 800 (Quad)

The 500 was only in production for eight years and was marketed in many different configurations, including:

Yamaha VMAX 500 Model Chart

Let’s get down to the nitty-gritty and talk about this sled in detail!

Yamaha VMAX 500 Review

The VMAX 500 was the smallest member of the legendary Yamaha VMAX family.

This series of performance snowmobiles was designed for trail use and came with affordable price tags.

They were not racing sleds like the 4-cylinder VMAX-4, but their performance was more than enough for most sledders.

Compared to the air-cooled Phazer line, the VMAX series tend to be much more reliable.

The most affordable model in the VMAX line was the entry-level VMAX 500, which was also known as the “VMAX 500 Twin,” and with good reason.

The power source of this sled was a de-bored configuration of the 600 twin engine.

This power mill was a liquid-cooled, 2-stroke, 494cc, parallel twin-cylinder engine. According to this contemporary dyno sheet from DynoTech, the VMAX 500 delivered 87.5bhp (86.6hp) at 7500 RPM in its first model year.

This engine was designed with many innovative features, including:

• 2 x rack-mounted Mikuni TM36 flatside carbs
• Mikuni fuel pumps
• CDI ignition
• Reed valves
• Automatic oil injection system
• Nikasil-plated cylinders
• BR9ES spark plugs
• Liquid-cooling system
• And more

This 494cc unit was the smallest liquid-cooled Yamaha snowmobile engine in the lineup.

Compared to the 485cc, air-cooled Phazer engine, it delivered 40 percent more power and was far more reliable. What’s more, it was less prone to overheating on warm days.

The VMAX 500 borrowed its monocock chassis from its 600 and 700 brothers.

This aluminum/steel frame was completed with a Pro-Action Plus rear suspension system. It featured adjustable coil-over springs and rebuildable gas shocks for maximum comfort.

On the front, you could find a Yamaha-exclusive Telescopic Strut Suspension (TSS) system with nitrogen gas shocks.

Yamaha marketed the VMAX 500 in many different variations over the years.

What were the differences?

In a nutshell, the base and SX models came with stiffer suspensions, lower center of gravity, and fewer features. For example, they lacked an electric start.

These sleds were tuned for performance rather than comfort, so they were faster and more aggressive in the corners.

In contrast, the XT, XTC, and DX/Deluxe models came with longer travel suspensions and more bells and whistles. They offered more comfortable, relaxing rides.

The DX/Deluxe models were the high-end sleds in the 500 series, they come standard with many convenience features including:

• Long travel suspensions
• High-profile windshield
• Reverse
• Electric start
• Dual mirrors
• Variable hand and thumb warmers
• And more

Aside from these minor differences, the engine, exhaust system, and chassis of each VMAX 500 were identical.

The ’94-’95 models were the same but the sled was refreshed for the 1996 season. The key upgrades on the sled were as follows:

• Softer and thicker seat
• Better cornering abilities
• More leg room
• Upgraded thumb and hand warmers
• High-profile windshield for the upper-level models
• New color scheme

The VMAX 500 and the VMAX Deluxe remained in production until the 2001 model year.

Yamaha VMAX 500 Problems

Although the VMAX 500 built its reputation on its rock-solid durability and innovative features, it has some design flaws, which are as follows:

• Overgearing: It was common knowledge among sledders thatthe ‘94-‘96 VMAX 500 and 600 were greatly overgeared. This problem could be easily fixed by upgrading the gear(s) and the chain in the chaincase. While some owners simply replaced the upper gear with a 1-2 teeth smaller gear, others replaced both of them along with the chain.
• Weak clutch internals: The clutch internals, especially the rollers in the primary wore out really fast in these sleds. It could be fixed by replacing the flyweights, bushings, and rollers with aftermarket parts
• Suspension issues: Although the VMAX series came with a decent suspension system, it typically couldn’t beat the ones on competitor models.
• Unique front shocks: In case of an accident, the front shocks were prone to damaging the chassis. These damages were not easy to fix, and a bent frame often caused further problems in the front suspension system.
• Poor fuel economy: The VMAX 500 wasn’t the best on fuel, but it was still more fuel efficient than the 600 and 700!

Yamaha VMAX 500 Specs Chart

Note that the VMAX 500 was produced for many years and in many different versions, so listing the specifications for all of them would be nearly impossible.

But as a reference, we’ve listed the specifications of the 2001 Yamaha VMAX 500 in these charts.

(Note that the specifications may be different in other model years.)

Yamaha VMAX 500 Dimensions and Weight

Yamaha VMAX 500 Engine Specs

Yamaha VMAX 500 Track

Yamaha VMAX 500 Transmission

Yamaha VMAX 500 Electric Features

These charts are for informational purposes only! For exact specifications, please refer to the factory manual.

Yamaha VMAX 500 For Sale

The VMAX 500 was manufactured for eight years, so you can still find many of them in good condition.

If you are considering buying one, you can’t go wrong by visiting some Yamaha sled forums and Facebook groups.

Also, you may find some used Yamaha VMAX 500 for sale on Craigslist, eBay, or dedicated snowmobile ad sites.

You can’t go wrong with any of these!

Takeaway – FAQs About the Yamaha VMAX 500

What year did the Yamaha VMAX 500 come out?

Yamaha revealed the VMAX 500 for the 1994 season.

What years was the Yamaha VMAX 500 made?

The Yamaha VMAX 500 was marketed from 1994 to 2001.

What size was a Yamaha VMAX 500?

The (2001) Yamaha VMAX 500 measured 108.7 inches in length, 47.2 inches in width, and 48.4/52.4 inches in height.

What was the track size on the Yamaha VMAX 500?

The track of the Yamaha VMAX 500 was 15 inches wide, while its length on the ground was 29.6 inches.

How much did a Yamaha VMAX 500 weigh?

The (2001) Yamaha VMAX 500 weighed 465-492 pounds depending on the model.

What kind of engine was in a Yamaha VMAX 500?

The power source of the VMAX 500 was a liquid-cooled, 2-stroke, 494cc, twin-cylinder engine featuring a single-pipe exhaust, CDI ignition, and two rack-mounded Mikuni TM36 flatside carbs.

How much horsepower did a Yamaha VMAX 500 have?

Thanks to its liquid-cooled 2-stroke twin engine, the Yamaha VMAX 500 delivered 86-87 hp out of the box.

How fast did a Yamaha VMAX 500 go?

The top speed of the Yamaha VMAX 500 was about 65-70 mph under ideal conditions.

Was the Yamaha VMAX 500 a 2-stroke?

The Yamaha VMAX 500 was powered by a 2-stroke engine.

How Much Does a Yamaha VMAX 500 Cost?

The asking price of a used VMAX 500 varies between $1,000 and $2,500 depending on the year and condition.

References:

snowest.com-1

snowest.com-2