It’s a 15 year old sled…current condition and prior maintenance/repairs will be a bigger factor than any technical fault of these machines.

 

Back in 2007 I worked for a Skidoo dealership and we sold a lot of 800 Summits with the new 800R motor - most of them failed and were replaced under warranty. I believe the MXZ still used the 800HO motor which was then discontinued. They were known for failing crankshafts and now the replacement motors are no longer available from Skidoo. Something to consider.

 

Correct, the 800r was not used in the mxz xrs. My son has one of these it's a great sled. As said before prior maintenance is the biggest factor to consider. Poor fuel and detonation can really be rough on the cranks in the Powertek 800 motors. Always warm your motor before hammering on it and keep fresh fuel in it and run non-ethanol if you can.

 

The 800HO P-TEK which is what is in the MXZ XRS, and the 800R P-TEK are similar engines. The first 800R found in the 2007 Summits had an issue with the center main bearings that were overly squished by a too small of line bore which BRP fixed and would eventually give it added clearance for the center and outer pto bearings. This shouldn't be a problem today as the worse ones have long since self destructed. There are a number of easy things that can be checked on the 800HO to help it survive, and I am not necessarily referring to mods. First thing to check is the crankshaft and clutches for trueness. Anything that can be done or may need to be done is well within reach.

In my opinion there is a large advantage to having a DPM which the P-TEK is equipped with. Since the 2007 800s are by default a P-TEK in both the 800HO and 800R, I would not necessarily preference one over the other.

 

Good oil and gas and maintenance there pretty built proof

 

I believe that the 800R engine is superior mainly because of the crankcase design, ie. liquid cooled. Once the original issue of clearance was corrected, it has improved the lifespan somewhat.

 

The sled itself is great there is no doubt. So let’s talk about the weakest link, which is the engine. If everything is perfect and all the stars are aligned the 800ho can live a long life. If one thing goes out of line… the engine can turn into a boat anchor real quick. I put over 14000 miles on my 2006 800, but I’ll be the first one to admit I had that engine apart more times than I would have liked to. It did get ran hard though. Friends that didn’t rag on them so much had better luck. If it’s cheap enough to gamble on and/or you don’t mind potentially putting more money into it than you could ever get back out, then go for it. When it’s working right it will put a smile on your face. But there’s much safer bets out there for sure.

 

Thank you very much for that advice. It sounds like there is no clear answer. Out of curiosity which would be your pick for the safest bet? He has ridden the 550 fan, 600 sdi and wants to now have something a little bigger. Doesnt like my expedition extreme or sidewider ( gasp) lol.

 

My friends have pounded the mxz 800 for years and never seem to have many problems with them way more miles than there newer 2012 before rebuild.
Especially top ends.

 

So far I have accumulated more experience on the 800R P-TEK, but I have never had a problem with either P-TEK in the 800 HO or 800R. Those that were destined to fail early, did. When it comes to buying a used one, then I consider the comparison on a whole other level. It's a tough call. In my opinion, pick the one that you like and go for it.

 

I forgot to mention my friends dad has one with over 12,000 miles never had a problem with motor.i dot even think he has had to a top end .

 

I seem to remember there being a vibration issue with the 2007's
I serviced a few some time ago when they were still fairly new low mile units and I experience heavy vibration from the running boards. I remember thinking, wow something's not right. Someone will probably write in what that issue ended up being. Possibly a out of balance crankshaft.

 

In my limited experience it was either the TRA or QRS, and a good enough chance to being the QRS which no one bothers to check for trueness. Get a crankshaft and TRA VII that turns true, and an HPV or QRS secondary that turns crooked will prove to have heavy vibrations across the chassis. I have only focused on the secondary (HPV and QRS) for the past 7 years, but they have proven to being a problem, and too many times not to check. This is even with new sleds!!!

 

I have a 2007 with 2300 miles 800 cc

 

I am in ontario.....

 

Any of the three 600’s would be the safest bet IMO. 500ss, 600ho carb and 600sdi in no particular order. Personally I stuck with the carb models through those years only for the sake of simplicity. But a good working 600sdi is tough to beat. The 800 will have max 10 mph on top end and a bit more midrange grunt. I’ve had teenagers and kept them on 600’s for the most part because they’re so reliable and I didn’t need them trying to be top dog amongst their friends with an 800.

 

I hear that SB. I put together a nice sabrecat 700 ( same motor as the F7) for him last year and he outran all his friends so its bit late for that. lol. If i propose a sdi 600 he will stay on the 700. At this point he really just loves the REV chassis and looks and the riding position. I would like to see him on something newer but cant seem to get that to stick.

 

I had a 2007 800x with the Ptec engine, totally stock except I geared it down a bit. That sled would scare me at times with the power but unfortunately the vibrations made me sell it. Im much happier with my 2007 500ss GSX Sport. enough power ,smoother and softer ride also lighter which is a plus. I had an cdi also ( Renegade) but to many issues with sensors, fuel pumps, relays, injectors clogging ect ect. Loved it when it was running good BUT.......

 

Hi Everyone, Thanks for the reply. I did end up buying a 2007 renegade x for my son which we are working on. Gearing, 1.75 track etc. The cranks bearings were something I just dont know what to do with so I am reasearching pulling the motor apart and having the beariings replaced and then doing a top end while I am there. Just so I dont end up being " the guy" who has the bottom end come apart right in th emiddle of the season.