2009 Ski-Doo MX Z 550X Review

Let’s face it, the 2009 Ski-Doo MX Z 550X is one generation removed from being a truly great buy. At US$6,599 the fan-cooled 550X version in Ski-Doo’s popular MX Z model line probably has one season left in its current form. But, even now, if you can pop for another 700 bucks and move to the 2009 MX Z Trail, we’d say do it. That’s hard for us to say because not only do we truly enjoy the fan-cooled 550, but also we own a 2006 version.

Because we own an older 550 fan-cooled, we recognized the hard truth that the 2009 version is not that much different from the 2006 MX Z 550X that we own. What we have enjoyed most has been the absolute joy we got from riding the 550X. At 435 pounds it has been one of the lightest sleds on the market. You can toss it into the turns with total abandon, feeing confident that its dual runner Pilot 5.7 skis will bite and let you steer easily into and out of the tightest corner.

Toss It Around

You will want to toss the 550 to scrub off a wee bit of the speed you’ll carry entering the turn, yet not scrubbing off too much for the 553.4cc air-cooled Rotax twin to get back. There is a style to riding such a relatively low powered sport sled and it consists of being smooth so you retain as much speed as possible when cavorting through the twisties. If you hit hard on the hydraulic brake, there is not enough engine power nor drive system response to give you a quick hit of acceleration. Oh, the ruggedly durable Rotax twin will give its all, but with 57 total horsepower on tap… well, you get the idea. Having that power transferred through a rather base drive system also inhibits performance.

The 2009 MX Z 550X comes standard with the so-called Bombardier Lite drive clutch. This is an ageless design heralding the years of Securistat and plastic blocks used for tuning. The Securistat-designed clutch is a perfectly fine design, very durable and readily at home with engines of 60-horsepower or less. As a competitor to Comet and its snowmobile clutch designs, Securistat designed the forerunner of the Bombardier Lite clutch to be simple to tune and dead-stone reliable – which makes it ideal for this price level of snowmobile.

REV Versus REV-XP

As noted earlier, we own a 2006 version of the MX Z 550 fan-cooled sportster. We enjoy it as much as we enjoyed the 2009 version we tested in the Colorado Mountains this past spring. They come with the rider-forward seating pioneered by Ski-Doo and its REV platform. But heading into the 2009 model year, the MX Z 550X chassis is a full generation behind the rest of the MX Z models. The 2-stroke models feature the newest REV-XP platform. It’s not merely the latest flavor in Ski-Doo chassis development. It is among the best. If not the absolute lightest!

The one thing that had made the MX Z 550X so appealing was its lightweight. With a fan-cooled engine there is no ancillary plumbing for liquid-cooling, which means there is no added weight penalty. That advantage once held by the fan-cooled MXZ is gone! The REV-XP chassis is not only more efficient, but it is 20-pounds lighter!

But, consider this. For another US$700 you can upgrade and gain nearly 50-more horsepower and Ski-Doo’s more advanced TRS-III drive clutch. Plus you add a liquid-cooled Rotax twin to power a sled that is lighter in overall weight.

Power To Weight

Heading into 2009, the only advantages we find with the MX Z 550X are the lack of plumbing components and a lower purchase price. Before this season, that was enough. But we’ve ridden both the low end MX Z 550X with fan-cooled twin and the low end liquid-cooled 2009 MX Z Trail with 597cc-carbureted twin. As far as we are concerned, sled-wise the liquid-cooled model delivers $700 worth of benefits, as it is even more nimble in the twisties than the fan-cooled MX Z. Plus, if you do have to grab a handful of Brembo hydraulic brake, getting hard on the throttle gets you up to speed much more quickly than our beloved fan-cooled twin.

Do the simple math of the MX Z 550X’s 435 pounds divided by its 57-hp versus the MX Z Trail’s 415 pounds divided by 103-hp and you’ll understand the reality of power to weight. Each of the fan-cooled ponies carries 7.6 pounds while the liquid-cooled version in the much lighter REV-XP chassis buses 4.03 pounds. That is a major advantage you gain for your extra $700.

Better Shock Package

Of course, there are advantages still to be gained with the fan-cooled MX Z 550X. The front shocks would seem to be longer lasting for serious sport riding. The 550X brings a set of Kayaba shocks with nice-to-have clicker adjustability. Both models give you 9-inches of front travel, but we’ll give the advantage up front to the fan-cooled “X.” The more expensive Trail model is fitted with adequate, but not comparable Motion Control front shocks.

The rear suspension advantage is a wash as far as we see it. The fan-cooled model comes with the older SC-4 setup, but it also comes with Kayaba T-A shocks which we would rate above the Motion Control shocks used in the Trail’s newer design SC-5 rear suspension. Both offer up to 15-inches of ride control.

Your Choice

Beyond the lighter weight, the price difference and obvious power differential, the two sleds are different enough to make a bottom line choice a bit difficult. Yes, weight-wise and power-wise the newer REV-XP chassis offers advantages. Similarly, for price-conscious riders, the fan-cooled MX Z 550X remains a very good buy with many nice-to-have features and racy styling. Still, if you have the extra $700, we’d have a hard time recommending the fan-cooled version on the now outdated chassis over the MX Z Trail on the newer REV-XP chassis. This will be one call you and your wallet will have to make. Both will bring smiles to you face. The fan-cooled MX Z 550X will make you smile and save some cash. Good luck. Good buy.

Specifications – Comparison

	Ski-Doo MX Z 550 X	Ski-Doo MX Z Trail
Engine	Rotax 553.4cc fan-cooled twin; 2xMikuni 34mm carbs	Rotax 597cc liquid-cooled twin; 2xMikuni TM-40 carbs
Horsepower	57	103
Drive	Bombardier Lite	TRA III
Front Suspension	Dual A-arm — 9 in travel; Kayaba HPG Clicker T-A shocks	Dual A-arm — 9 in travel; Motion Control shocks
Rear Suspension	SC-4 — 15-in maximum travel; Front Arm: Kayaba HPG T-A; Rear Arm: Kayaba HPG T-A	SC-5 — 15 in maximum travel; Front Arm: Motion Control; Rear Arm: Motion Control
Length	113.6 in	113.8 in
Height	40.2	46.0
Width	47.9	47.9
Ski Stance	47.0	47.0
Track	15 x 121 x1.25	15 x 120 x 1.0
Weight	435 lbs	415 lbs
Fuel Tank	10.6 US Gal	10.6 US Gal
Price (USD)	$6,599	$7,299