The year 2027 marks the 20th anniversary of the RE models, standing for Racing Edition. For two decades, these models have held a special place in the Lynx lineup, offering snowmobiles directly inspired by competition. True to this tradition, the manufacturer continues the adventure by maintaining a Racing Edition lineup that incorporates several technical features derived from machines used in snowcross and enduro.
To mark this anniversary, the company is introducing an evolution of its high-performance two-stroke engine with a revised and improved version of the famous 600R. Named the Rotax 600RR E-TEC, this engine represents the sportiest interpretation of the 600R CC engine previously found in several trail models from the BRP family, as well as on race tracks.
In this RR configuration, the goal is clear: to offer an even more responsive and powerful engine, tailored for those who like to push the limits a little further. It still features the 599.4 cc parallel-twin base, but with several internal optimizations aimed at improving throttle response, revving, and consistent performance during intensive use.
The Engine 600RR
At the heart of the machine lies the new Rotax 600RR E-TEC engine, a liquid-cooled, two-stroke, parallel-twin with a displacement of 599.4 cm³. This displacement is achieved through a 72.3 mm bore and a 73 mm stroke, a nearly square configuration that promotes both rapid RPM build-up and strong torque delivery at mid-range.
Higher RPM…
One of the changes compared to the 600R is its optimal redline, now at 8,250 rpm—150 rpm higher—allowing it to produce approximately 130 horsepower, 5 more than the previous version. Several components have also been reworked to achieve a 20% improvement in throttle response!
Auxiliary “Boost Injectors”…
In the 600RR version, the fuel injection system also uses auxiliary “boost injectors” that optimize fuel atomization during high-power demands via the intake manifolds. This is identical to the 850 and 850 Turbo versions.
Smart Eco Mode
This new mode is being introduced exclusively on the 600RR model for 2027. Smart Eco Mode is an improved version of the Eco Mode that BRP has been using for several seasons on four-stroke engines.
But what’s different—and especially well thought out—is that it’s still possible to reach maximum power even in this mode. When engaged, this mode reduces power during moderate acceleration, making it more fuel-efficient; however, if you open the throttle fully, full power is delivered. A 5% fuel savings. Well thought out!
New Throttle Body
Airflow in a two-stroke engine is critical and a major factor in performance. It’s a key advantage when building engines in the improved classes for acceleration. Airflow through the intake manifolds has therefore been optimized; the central shaft, where the throttle valve is mounted, has been thinned. At full opening, the remaining thickness is reduced, which facilitates airflow and reduces turbulence in the intake manifolds!!
New Cylinder Coating
Undoubtedly the key factor enabling a significant reduction in oil consumption, engineers have introduced a new plasma-optimized coating inside the cylinder. Specifically, the cylinder’s inner surface features a more porous microstructure. This porosity allows a thin film of oil to be retained between the cylinder and the piston. This new coating helps maintain oil contact with the cylinder for longer and more evenly, even under heavy load or at high RPM.
This results in more consistent lubrication and reduced friction. According to the engineers, these modifications will reduce long-term wear, improve the stability of the engine’s internal temperature, and lower oil consumption. We’re told there’s a reduction of about 20% compared to the 600R engine—all while maintaining the same reliability.
A Little More Sound…
Derived largely from the race sled used in snocross, the exhaust system delivers a slightly more racing-style sound that reminds us a bit of the race tracks. Without being too loud, this small addition is very pleasing to the ear and contributes to the adrenaline rush at full throttle.
New oil: XPS MAX!
Reduced oil consumption also comes with an improved oil, the XPS Max. With more porous cylinder walls, the oil remains longer between the piston and the cylinder to perform its essential protective role. Therefore, an oil was needed that is more resistant to degradation with improved chemistry. This results in improved lubrication and increased detergency, leading to a cleaner engine. And interestingly, it’s perfectly suited for all other Rotax two-stroke engines, and it will be priced the same as XPS oil—no price increase.
The Silent Mode
A new technology is on the horizon: the automatic stop-start feature during prolonged stops is making its debut at Lynx for the new season. The new 600RR comes with a system called Silent Mode, which is found throughout the automotive world.
When you use the brake to stop and hold it for more than two seconds, the engine shuts off and remains off until you release the brake lever. When the lever is released, the engine restarts instantly.
The RAVE’s Suspension
Nothing has changed on this front; we continue to rely on the LFS-R front suspension, paired with fully adjustable KYB Pro 46 HLCR Kashima shock absorbers. At the rear, we find the PPS³ suspension, unlinked, with KYB shock absorbers that allow for precise compression and rebound adjustments to adapt the snowmobile to the rider’s preferences and terrain conditions. Importantly, we continue to use the four-wheel rear suspension design.
Greater durability. This is combined with the 1.25-inch pre-studded Ice Ripper XT track, Blade XC+ skis, and the excellent Brembo four-piston brake.
Track Test!
It’s impossible to start this section without highlighting the new 600RR engine. Undoubtedly, Montana’s 7,000-foot elevation significantly reduces the 600’s power—by about 20 horsepower—but despite that, it delivers a truly exhilarating ride! A bit of hesitation during acceleration, but nothing major; it delivers a nice surge when you floor it. And honestly, I think the engineers really nailed it with the new exhaust note. Without being too loud, it really feels like you’re riding a race car.
The suspension DNA remains the same—meaning a setup that will blow you away in extreme conditions but is a bit less suited for the trail. The rear suspension, designed for bumps, allows the skis to lift slightly coming out of turns; it takes a few minutes to get used to it.
Many enthusiasts often ask me which I would choose between the Lynx and the XRS. For my part, having tested both suspension types over long distances, I lean toward the XRS. It offers better stability in turns and a bit more comfort on the trail. That said, on the big bumps for which the Lynx was developed, the Finnish model takes the lead. Even though it’s a bit less comfortable, this suspension can handle the rough terrain with smooth responsiveness and always keeps the snowmobile on track.
A few words about the new Silent Mode. I can already hear the comments on social media: “It’s going to cost a fortune in starter motors, etc.” Everyone said the same thing when this technology first arrived in the automotive world, and today no one even mentions it. Let’s give the concept some time to mature before jumping to conclusions, and we’ll see! But the idea is excellent, and it works very well!
The relatively mild temperatures during our trip through Montana didn’t allow us to really test the new heated brake lever, but they certainly don’t suggest it wouldn’t be useful! To be continued!
