Mountain Sledder Magazine Issue 17

WINTER 2020 | ISSUE 17

THE ONLY CONSTANT IS CHANGE WINTER 2020 $6.95 CDN

+ Bac kc o un t ry Fl ash l i g h ts | P ol a r i s Factory | L oga n P e h ota | Ic e ca p E x p lo rat io n DISPLAY UNTIL MARCH 31, 2020

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[ CO NTE NTS ]

DEPARTMENTS

FEATURES

10 IGNITION

30

15 TRAILHEAD NEW AVALANCHE CANADA NORTH ROCKIES FIELD TEAM REVELSTOKE SNOWMOBILE CLUB TIMELINE BACKCOUNTRY FLASHLIGHT SHOWDOWN!

22 DESTINATIONS

NEWFOUNDLAND’S WEST COAST A healthy scene of passionate backcountry riders and surprisingly good terrain and snow conditions is helping the western region of Newfoundland gain recognition as the Rockies of the East.

26

GEAR GUIDE

50 EXPOSURE 60 TAILGATE

A KNIFE TO A GUN FIGHT What the “440 Guys” lack in displacement and modern performance, they make up for in enthusiasm as participants in the 2nd annual Riley Suhan Backcountry Race.

THE BIRTHPLACE OF THE ROCKY MOUNTAIN KING

By Marty Anderson A 20-minute trek down the assembly line transforms a bare tunnel into a brand-new RMK at the Polaris factory in Roseau, MN.

36 LOGAN PEHOTA

By Matthew Mallory After achieving success in the freeriding ski world, a young athlete from Pemberton, BC, applies his focus and natural ability to backcountry freeriding on a mountain sled.

42 REFLECTIONS IN ICE

By Dave Norona The author and friends have a chance to unwind after a busy winter season with the exploration of a remote icecap—in unparalleled style and comfort.

64 SEND IT

M OUNTA IN SLED D ER //

7

C K X

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20K

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ELEVATION ONE PIECE 605864 / 605924 Zero

TITAN STEEP AIR FLOW 605824 / 605884 Zero

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SKU are given for size Large, Zero indicates non insulated

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512534

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BACKCOUNTRY OPTIMAL VENTILATION TITAN AIR FLOW HELMET DESIGNED WITH NUMEROUS VENTILATION PORTS, THE HELMET ENSURES OPTIMAL FRESH AIR CIRCULATION AND EFFECTIVE EVACUATION OF THE WARM AIR.

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[ IG NIT I ON ]

“ T H E O N LY T H IN G T H AT IS CO N STA NT ” IS C H A NG E - HERACLITUS

Five hundred years before the baby Jesus was miraculously conceived, a Greek dude by the name of Heraclitus argued that ever-present change is the fundamental essence of the universe.

Flash-forward a couple of millennia and that observation is perhaps more relevant now than at the time it was made. With the rapid pace of discovery and technological advancement, change is happening faster today than ever in the timeline of natural history.

The biggest change these days seems to be climate change—but sweet Jesus!—dare we even go there? Maybe in a future issue.

Meanwhile, the state of snowmobiling is always in flux, and there are plenty of less contentious topics to discuss.

In this issue, we examine some of the changes happening for mountain sledders right now.

This winter, riders in Northern British Columbia will benefit from the availability of better avalanche conditions information, thanks to a new North Rockies public avalanche bulletin made possible by the observations of Avalanche Canada’s latest field team.

In retrospect, we look at the many changes brought about over the 52-year lifespan of the Revelstoke Snowmobile Club, going back to a time when oval racing was fashionable before improvements in technology made ascension of the peaks possible.

In a tip of the hat to our brethren out East, we recognize an emerging community of backcountry riders in Newfoundland who share the adventurous, off-trail spirit of mountain riders in the West.

We also profile Logan Pehota, a young ski athlete from Pemberton, BC, who has applied his focus and natural ability to a new pursuit—big mountain freeriding on a snowmobile.

Last winter, Mountain Sledder experienced the Riley Suhan Backcountry Race, which incorporates elements of hillclimb racing and snocross into a new style of wild, mountainshredding event for the common rider.

And finally, in no sense is the constant state of change more evident than on a late-season exploration of one of BC’s vast icefields, where change in the glacial ice happens slowly but inexorably as a result of the never-ending pressures of time and space.

Change is as much part of mountain sledding as it is the universe. It’s the lifeblood of our sport as the seasons shift and our world transitions to white. Enjoy it.

– Patrick Garbutt, editor

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PHOTO: ROB ALFORD RIDER: CHRIS SMITH

What goes up must come down.

Photo by Dave Best

Get insider info For blogs featuring useful tips, insider information, videos and great stories on snowmobiling in Golden:

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For epic sledding head to Golden, B.C. Golden is your destination for big mountain snowmobiling. Three core alpine areas and over 100 km of groomed trails cater to all abilities and experience and qualified local guides can safely get you to those hidden gems and powder stashes that make great memories.

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MOBERLY LODGE Secure off-road parking. Turning space for trailers. Ensuite lodge rooms. Individual chalets. Catering available. Hot tub. Drying facilities. Centrally located for all Golden staging areas.

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BC’s Snowmobile Insurance Leader EDITOR-IN-CHIEF Patrick Garbutt ART DIRECTION & Lyuba Kirkova GRAPHIC DESIGN

DISTRIBUTION Mountain Sledder magazine (MS) is published

COPY EDITOR Steve Crowe

twice a year (October and December) and can be found at powersports shops and on newsstands throughout Canada.

PRODUCTION Moa Bergström, Megan Crandall ASSISTANTS

CONTRIBUTIONS Mountain Sledder magazine is not responsible

PUBLISHER Mountain Sledder Media CONTRIBUTING Marty Anderson, Gregg WRITERS Emmerling, Andrew Goldsworthy, Martina Halik, Jessica Joy, Ron LaRoy, Matthew Mallory, Nicole Matei, Travis McNabb, Dave Norona, Nadine Overwater, Cassidy Randall

CONTRIBUTING Rob Alford, Jonathan Anstey, PHOTOGRAPHERS Justin Befu, Corey Bellinger, Dave

Best, Ben Birk, Brian Brown, Tom Caines, Mike Crane, Marc Dionne, Joel Formosa, Daniel Fox, Patrick Garbutt, Martina Halik, Alex Hanson, Clyde Hewitt, Blake Jorgenson, Aaron Leyland, Matthew Mallory, Evan Morgan, Dave Norona, Haigen Pavan, Mike Reeve, Allan Sawchuck, Callan Senyk, David Shelleny, Jason Silver, Billy Stevens, Daniel Stewart, Eliisa Tennant, Guillaume Tessier, Tyler Thompson, Andrew Turner, Doug Washer, Todd Williams

Get a free, online quote in less than 5 minutes

offroad.capricmw.ca

THE AVALANCHE

SAFETY SPECIALISTS

for unsolicited contributions. MS retains all rights on material published in MS for a period of 12 months after publication and reprint rights after that period expires. Submission inquiries can be sent to info@sleddermag.com

MOUNTAIN SLEDDER

802 9 St N, Golden, BC V0A1H2 250.344.3645 info@sleddermag.com

Printed in Canada by TC Transcontinental Printing

ADVERTISING SALES Jessica Joy @SLEDDERMAG

© Copyright, Mountain Sledder 2019. All rights reserved.

Reproduction of any materials published in MS is expressly forbidden without the written consent of the publisher.

ON THE COVER On a bluebird morning after a complete reset, my brother Landon and I set out on an adventure to Eagle Pass near Sicamous, BC. With big smiles, we made our way into the zone. An epic day lay before us, with not a track in sight!

PACKAGES, RENTALS & ADVICE.

Landon wasted no time spotting this launch pad, and I set up my camera. The sun was perfect and we caught that moment in time when there’s nothing between you and an untouched blanket of snow.

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@hr_pavan92

CONTRIBUTORS Brian Brown grew up shredding drifts in the cornfields of Ohio with his dad. The lure of the mountain lifestyle pulled him to Denver, Colorado where he is now a backcountry snowmobiler and professional photographer.

Currently, Brian is working on his passion project: Fate + Fervor, hang’n with his Bernese Mountain Dog pal Macey, and is on a constant general search for the best cinnamon roll ever created. @brianbrowwwwn

BRIAN BROWN PHOTOGRAPHER

“Emmer” comes from a family that said, “Racing isn’t a sport.” But at age 14 he worked long enough at $1.50/hr to buy a used 1977 Ski Doo RV 340 and he’s been riding WFO ever since.

Racing and riding mountains since ’86, this grizzled vet is still on trend with the full send.

Now with two boys surpassing the old balls, mountain adventures are even more fun.

Gregg is the co-owner of a design and engineering firm called RADesign, and his love of motorsports has recently spawned RAD Speed, which will go live this winter.

GREGG EMMERLING

LEADING THE INDUSTRY. USED BY PROFESSIONALS.

@emmerthing

WRITER

Andrew has been living a dual life since 2005 when he founded Sledworthy magazine (Atlantic Canada’s snowmobile scene) and, later, co-founded Sledcore Ride Clinics—all in an effort to bring attention to the “Rockies of the East”: Newfoundland and Labrador. In his other life, Andrew has founded several other companies, teaches post-secondary and works in a tech incubator.

ANDREW GOLDSWORTHY WRITER

Andrew is the first up the hill to help with a ski pluck, to help folks become better riders or to mentor entrepreneurs with winter business ideas.

As a dad of three, Andrew and his wife Shannon raise their kids from their home in Torbay, NL. @sledworthy

mammut.com M OUNTA IN SLED D ER

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[ TRAILH E AD ]

THE FIELD TEAM IS AN INTEGRAL PART OF AVALANCHE CANADA’S PLAN TO COVER AN AREA THAT HAS HISTORICALLY BEEN SHORT ON INFORMATION AND LACKING A FORMAL AVALANCHE BULLETIN

NEW AVALANCHE CANADA FIELD TEAM TO COLLECT DATA FOR PUBLIC AVALANCHE BULLETIN IN NORTH ROCKIES WORDS AND IMAGES BY MARTINA HALIK

There will be three new sets of professional eyes studying what weak layers may exist in the snowpack of Canada’s Northern Rocky Mountains this winter.

A newly-formed North Rockies field team will use snowmobiles (and sometimes skis) to travel through the backcountry four to five days a week this winter. The team will gather snowpack, weather and avalanche observations to feed to Avalanche Canada’s forecasting team in Revelstoke.

The data will be used to create a public avalanche bulletin for the area three times a week, in addition to the existing forecast regions across BC, Alberta and the Yukon. In short, riders in the North Rockies region will benefit from a vast improvement in avalanche information this winter.

The field team is an integral part of Avalanche Canada’s plan to cover an area that has historically been short on information and lacking a formal avalanche bulletin. The team will gather information in an area covering roughly 40,000 square kilometers. Data collection will be focused mainly on riding areas around Valemount, McBride, the Kakwa region, Prince George, Mackenzie, Pine Pass, Chetwynd and Tumbler Ridge.

Covering such an immense area means the field team may only get a chance to visit each riding area in the Northern Rockies one or two days a month. To ensure the forecast is as accurate as possible, the field team will need the help of the public. Riders can submit photos and observations of what they’ve seen while riding to the Mountain Information Network (MIN)—a vital resource for avalanche forecasters in such a data-sparse region. Submitting is easy and it benefits the entire backcountry user community. Observations can be submitted via the Avalanche Canada smartphone app, or with a web browser.

In addition to collecting data, the three-person field team will also provide outreach through social media, providing information on avalanche, weather and riding conditions for areas throughout the region.

As one of the members on the new team, and after six years of working in the South Rockies region, I’m especially stoked to explore so many new riding areas and get involved in the local sled communities.

Avalanche Canada’s North Rockies field team can be followed on Facebook and Instagram @avcannorthrockies

M OUNTA IN SLED D ER //

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[ T RA I LH EAD ]

BY RON LAROY

THE REVELSTOKE SNOWMOBILE CLUB

The Revelstoke Snowmobile Club recently celebrated its 50th birthday. Here are some milestones of the most prolific snowmobile club in Western Canada.

THE ORIGINAL BOULDER CABIN FORMATION OF THE RSC The club was formed and registered in 1968, with a small membership of around 25 to 35 riders at first.

At the time, snowmobiles were not yet designed for mountain use, so riding took place in meadows, fields and on logging roads in the valley.

The original cabin on Boulder Mountain was a small A-frame structure, built near a sub-alpine lake. The main floor was constructed 5 m off the ground to account for snow depths. A full basement which housed the firewood supply would flood each spring as snow melted. Although the cabin has since been dismantled, the original outhouse still stands nearby.

1968

1972-73

Early 1970s RIDERS ACCESS THE ALPINE As snowmobiles improved, some adventurous local riders started to push for the mountain tops. It would sometimes take two or more days of trailbreaking just to reach the alpine. Sleds toiled bumper-to-bumper, with riders walking ahead to stomp down the snow.

GROOMING OPERATIONS COMMENCE Grooming starting in the mid-‘70s with the purchase of a second-hand Bombardier SV-301 Trail Groomer.

Funding for the groomer was acquired through various sources, including the donation of three new Ski-Doo Elans by the manufacturer for auction. Boulder Mountain was the location of choice for grooming at the time, and eventually a management agreement for both Boulder and Frisby was established.

1973

OVAL RACING Oval racing became part of the snowmobile scene in Revelstoke in the early ‘70s. The first sanctioned race, the BC Championships, was held on the weekend of February 24-25, 1973. That event was coupled with a week-long snow festival.

Oval racing continued until 1981. By then, machines had become more capable, allowing deeper access into the mountains. Local sledders began to lose interest in organized racing and it eventually faded away.

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Mid-1970s 1970s and ‘80s A BUSY SOCIAL CALENDAR

The club activities back then were a lot more social than they are today. Many events such as dances, kids days, family riding and catered parties for Christmas and New Year’s were planned. Demo derbies and mud bogs were held annually as a way to raise money for the club.

Members from other snowmobile clubs were invited to participate in RSC outings, with visitors from Golden, Vernon, Salmon Arm and Sicamous taking part in many rides. Snowarama was just such an event, hosting big crowds and corporate sponsors such as Bombardier.

A MODERN CLUBHOUSE

FIRST MANAGEMENT AGREEMENT In 1984, the first management agreement between RSC and the provincial government was reached. At that time, riders gave up two-thirds of Frisby Ridge, and limited themselves to weekend-only use of Sale Mountain for mountain caribou considerations. In the many years since, the club has been heavily involved in efforts to both keep snowmobile areas open and protect wildlife habitat.

Today, a closure still exists from January 1 to April 15 on Frisby Ridge. Over the years there has been pressure to make this a legislated closure, but it remains managed by the RSC and is well-respected by sledders.

The building of the new clubhouse at the base of Boulder Mountain was a long process, involving acquiring the use of land, securing permits and raising money.

It is now the home of the Revelstoke Snowmobile Club—where the club can greet riders coming to Revelstoke to snowmobile, display its history, meet and discuss matters and sell memberships and club swag—right at the trailhead of the area’s most popular riding destination. It also provides a place to store and maintain the club’s groomers in a dry, warm environment.

The new clubhouse is the physical embodiment of everything the Revelstoke Snowmobile Club has accomplished over the last 50 years, and a sign of the direction the club is heading down the trail.

1984 Early 1980s FRISBY RIDGE

For a time, the snowmobile club shared Frisby Ridge with cross-country skiers. But when logging operations ceased and the road was no longer plowed in winter, the area was abandoned by skiers and the snowmobile club took over management of the hut.

After many years of use, the hut was replaced in 1998 with a more substantial structure designed to carry a heavier snow load. In 2012, the Feldinger Hut was again renovated with better footings, a covered deck and many other improvements.

2014 2010

NEW CABIN ON BOULDER MOUNTAIN With increasing tourism, it became apparent that the original Boulder Cabin no longer had sufficient capacity. Applications were made, plans drawn up and money raised for a new cabin, which was relocated to higher ground and built over a proper foundation.

The new, ultra-modern Boulder Cabin is solar powered with lights and webcam, and has emergency equipment on hand for search and rescue operations. It features a large covered deck and plenty of seating and drying space inside.

SNOWMOBILE TOURISM IN REVELSTOKE IS A $32 MILLION INDUSTRY * RSC Members 1,024 Annual visitors 30,000 Club volunteers 50 Managed areas 2 Warming cabins 2 Groomers 3 Trails 11 km of trails groomed 100 Riding days a year 150 Average annual snowfall in meters 12 *based on a RSC economic impact study

ZAC PARKS FXR ATHLETE

MAXIMUM VERSATILITY FOR ALL CONDITIONS

RECRUIT

LITE MONOSUIT All-new for 2020, it’s time for you to experience a monosuit revolution in the durability and incredible value of the Recruit.

Designed for active riding, the smart, yet simple design, is an ideal piece to build your winter outerwear arsenal around.

Wear with a base layer for active or late season riding. Adapt to more extreme weather conditions by simply adding one of our removable monosuit liners for added warmth during the heart-of-winter.

BACKCOUNTRY FLASHLIGHT SHOWDOWN!

MOUNTAIN SLEDDER TESTS 4 BACKCOUNTRY FLASHLIGHTS With advances in battery efficiency and light emitting diode (LED) technology, a number of lightweight, powerful flashlight kits have come to market specifically with outdoor powersports users in mind. They offer the user the ability to mount a bright, rechargeable light on their helmet to help them navigate in the dark.

We’ve tested four different backcountry flashlight kits available on the market today.

RATINGS OUT OF 5

MOUNTAIN L AB GE AR X800 FL ASHLIGHT KIT

FRANKENSLED BACKCOUNTRY 8.4 FL ASHLIGHT SYSTEM $100

$180

BRIGH T NE S S 3.5

B AT T ER Y L IF E

3.5

BR I G HT N E S S

4

B AT T ER Y L I F E

4

SPR E AD 4.5

F UNC T IO NAL IT Y

4.5

SPR E AD

3

F U N C T I O N AL I T Y

3

WEI GHT 4.5

VALUE

5

WEI G HT

4

VALU E

2

Rated at 800 lumens, the Mountain Lab Gear X800 features a very appealing light quality that is bright white, with just a touch of yellow in the periphery. The X800 has a wide spread of illumination, with plenty of light splashed around at close range. It features three brightness modes, an “Eco” mode and a strobe mode. At full power, the battery life is rated at two hours.

The Frankensled light is the O.G. backcountry flashlight, and it pumps out 840 lumens concentrated mostly into a spotlight. Its reach falls somewhere between the X800 and the X1800. Frankensled claims a 2 hr 30 min battery life on high power, which is the second longest tested.

A great feature of both the X800 and the X1800 is their quick-release mounting system for helmet and handlebars. Simply slide the light onto the mount until it clicks and you’re good to go. The flashlight itself remains neat and tidy, without the hassle of attaching a GoPro mount manually with cold fingers in the dark. The handlebar mount goes on and off the bars easily, and holds the light securely in place over bumps.

The Backcountry light offers three intensity settings. One drawback is that the light must be off to change the brightness setting. To do so, the user must semi-depress the button on the back of the light several times to get the right mode, then click all the way to turn on the light.

Fortunately, once set, the light will resume the last mode used when it is turned from off to on. Strobe and S.O.S. modes are also mentioned in the product documentation, but these are not activated by default and, in a strange twist, require some reverse soldering on the circuit board to be made available.

One of the most convenient features of both the X800 and X1800 is the USB charging port.

There is no need to remove the battery or use a special charging adapter. Simply plug in a standard micro-USB cord (included in the package) to charge.

Both the X800 and X1800 are rated at IPX6, which means they are protected against water ingress the equivalent of powerful water jets, but not for full immersion in water.

The Mountain Lab Gear X800 is the smallest and lightest of the four lights tested, weighing a minimal 128 g.

SUMMARY

The Mountain Lab Gear X800 offers great features in a small package. It’s not the brightest, but it is probably the most convenient due to its simple functionality and compact size. It’s the sort of product that comes in just as handy on a daily basis around the home as it does when needed in the backcountry, at a good price.

In order to charge the light, the battery must be removed and placed in a batteryspecific charging dock that comes in the kit. Also included is a standard GoProcompatible mount.

On the plus side, the Frankensled light is the only light tested to be rated at IPX8— protected against water immersion beyond 1 m. It weighs in at 162 g.

SUMMARY

When the Frankensled Backcountry light burst onto the scene quite a few years ago, it was amongst the first dedicated LED flashlight for powersports users. When there were fewer options, it was a no-brainer. It still lights up the night, but is lacking in the features and user-friendliness of newer units today. Meanwhile, it remains amongst the most expensive backcountry flashlights available.

M OUNTA IN SLED D ER //

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OXBOW GE AR VOYAGEUR HELMET LIGHT KIT

MOUNTAIN L AB GE AR X1800 FL ASHLIGHT KIT $200

$133

BRIGHT NE S S

5

B AT T ER Y L IF E

3.5

BR I G HT N E S S 4.5

SPR E AD

5

F UNC T IO NAL IT Y

5

SPR E AD

WEIGHT 3.5

VALUE

4.5

We found the Mountain Lab Gear X1800 to be the brightest in our test and on par with the brightness of the snowmobile headlight. It also penetrates well; Mountain Lab claims a beam range of >200 m, but on snow we found the light to penetrate as far as 400 m. Its bright, white light quality has a fairly wide spread at full range, but an abundant amount of light is also splashed close to the source.

The claimed battery life is listed at 1 hr 55 min at full output. With an Eco mode, four intensity settings and a strobe mode, the X1800 offers six different light output settings.

The X1800 is roughly twice the size of the tiny X800, and it weighs in at 202 g on our scale. The weight feels okay when mounted on a full-face motorsports helmet, but is a bit much for use on a lightweight mountain biking shell for example.

As another option, both Mountain Lab Gear lights come with a secure, quick-release handlebar mount in the box. And the X1800 offers another plus: a remote switch that can be mounted near your handlebar controls. The wired switch allows the user to operate the handlebar-mounted light and cycle through the intensity settings without removing their hand from the grip.

Just like the X800, the X1800 is charged via micro-USB cord. But the X1800 can also be used as a power bank to charge your communications or other electronic device in the backcountry.

No other light tested has this capability.

SUMMARY

B AT T ER Y L I F E

4.5

4

F U N C T I O N AL I T Y

2

WEI G HT 2.5

VALU E

4

The Voyageur light is rated at 2100 lumens. The spread is very nice, with the light projected well-forward in a wide beam. There are three intensity settings and one strobe mode. The light always turns on in the low setting, which means each time you turn it on you’ll have to cycle through to get to the setting you want.

Oxbow claims that the Voyageur is the lightest helmet flashlight, but that’s a bit misleading.

Sure, the light-emitting piece that mounts on the helmet is a featherweight 70 g, but the battery pack required to power it tips the scales at 262 g, for a portly total of 332 g.

It is the only light tested that features a separate battery pack connected to the light by a power cord. If you want to take your helmet off, for example, you’ll need to unzip your jacket and unplug the cord. Also, users must be concerned about the cord dangling off the top of their helmet getting caught on trees or anything else. A final drawback is that the light-tobattery cord is rather short; it’s barely long enough to reach all the way down to where the battery might presumably be strapped to a belt or waist strap.

Otherwise the light is very easy to use, with a big button that’s easy to find with gloves on. The Voyageur also comes with a handy 360˚ swivel GoPro style mount, allowing the user to adjust the direction of the beam while mounted.

The Voyageur battery is charged via a specific plug-in adapter and the light itself is listed as “Water Resistant”.

SUMMARY

If you’re moving fast at night and you want to see what’s coming up quickly, you’re going to want a lot of light. The X1800 provides that with convenience and ease of use. It’s the most expensive light tested, but the output, along with the number of features offered, gives the X1800 great value.

Ultimately, the heavy battery pack and exposed cord make the Oxbow Gear Voyageur better suited for trail use than mountain riding. However, it remains a decent option for riders willing to trade some convenience for good down-the-trail light penetration and a longer battery life, at a lower price point.

OVERALL

4.5

20

ED I TO R ’S CH O I CE

4

3.5

3

MOUNTAIN L AB GE AR X1800 FL A SHLIGHT KIT

MOUNTAIN L AB GE AR X800 FL A SHLIGHT KIT

OX BOW GE AR VOYAGEUR HEL ME T LIGHT KIT

FR ANKENSLED B ACKC OUNT R Y 8.4 FL A SHLIGHT SYST EM

// WIN TE R 20 20

SLED KOOTENAY Ride it. Live it.

www.sledkootenay.com

Photo credit: Dave Best

Big mountain terrain. Endless deep powder.

Warm cabins. Hundreds of kms of groomed trails.

Winter at its most adventurous.

#sledkootenay Cranbrook

Fernie

Golden

Super, Natural British Columbia* is a trademark of Destination BC Corp.

Invermere-Panorama

Kimberley

Revelstoke

Newfoundland

BY ANDREW GOLDSWORTHY

PHOTO: EVAN MORGAN

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THE ROCKIES OF THE EAST

[ D ESTINATIO NS ] WHEN YOU STEP OFF THE PLANE IN DEER LAKE—THE HUB OF SNOWMOBILING IN NEWFOUNDLAND—IN FEBRUARY, YOU’LL NOTICE TWO THINGS: IT’S COLD AND THERE IS A TON OF SNOW. WHEN VISITORS FIRST THINK OF NEWFOUNDLAND, THEY MIGHT PICTURE THE SEA, THE ROCKS, OR THE RUGGED BEAUTY. BUT THE PROVINCE IS ON THE CUSP OF BEING DISCOVERED FOR ITS BACKCOUNTRY SNOWMOBILING OPPORTUNITIES IN WINTER.

Miles of Untracked Snow The statement, the early bird gets the worm, doesn’t really apply here. The sheer amount of ridable, mountainous terrain enjoyed by a relatively small number of snowmobilers results in miles and miles of untracked snow. No matter what time you drag yourself out of bed, you can know there will be powder fields waiting. I have yet to ride a tracked out zone, even when it hasn’t snowed in a week or two, and it’s not uncommon in Newfoundland for our group to ride an entire day and not encounter another soul.

A Varied Landscape Newfoundland is big and varied in its geographical makeup. The western portion of the province boasts the highest elevation at just over 800 m, with an average snowfall of between four and six meters. The land gets flatter the farther east you go, but riding possibilities still exist that way. In central Newfoundland, there’s a legendary tree zone known as Hodge’s Hills that even the most seasoned BC backcountry rider would enjoy!

However, much of the best riding can be found in the western portion of Newfoundland, where the season typically starts in December and lasts well into May in the higher zones. From Deer Lake, it is possible to ride in any direction to access all of the major riding areas along the west coast of the island.

PHOTO: TOM CAINES RIDER: JONATHAN ANSTEY

Riding Opportunities in the West PHOTO: TOM CAINES RIDERS: TREVOR BLACKLER AND GLEN O’HALLORAN

Newfoundland has the only national park within all of Canada in which you can legally snowmobile, called Gros Morne National Park. The park is a UNESCO World Heritage site and the second largest national park in Atlantic Canada. Gros Morne provides the deepest snow in Newfoundland and some of the most spectacular views our province has to offer. It is home to the famous Western Brook Pond Gorge. The Lomond Sinkhole is nearby too, just outside the park boundary.

Western Brook Pond Gorge is a vista that needs to be on every sledder’s bucket list. It’s an impressive fjord that juts up from the ocean with rock faces over 600 m high. The weather can get nasty very quickly there, so it is best enjoyed in spring conditions and with an experienced guide who can also put riders into some fun terrain outside the park boundary.

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Another highlight in the area is the Lomond Sinkhole. This 30 m deep, 45 m wide sinkhole was formed when an underground cave collapsed. The sinkhole can be reached by sled and accessed by climbing down a rope-assisted trail. A mass of frozen waterfall looks like something out of a Disney film. It’s simply beautiful and worth finding.

Cormack, which is 25 km northeast of Deer Lake, boasts one of the province’s main staging areas. Within an hour of riding there, backcountry sledders can tackle waistdeep pow, sloped terrain and technical sidehills.

PHOTO: JONATHAN ANSTEY RIDER: EVAN MORGAN

To the south of Deer Lake, the Lewis Hills region features a range of mountains that runs along the coast between Corner Brook and Stephenville. There, you’ll find some 600 m chutes at Rope Cove Canyon, tons of deep snow and cornices through Hines Valley and a two-kilometerlong, arm-wrenching sidehill with the raging Fox Island River below—not for the faint of heart, but a total adrenaline rush and worth every minute.

An Emerging Backcountry Scene The industry here in Newfoundland has finally caught up with the expectations of the market. You can now fly into this province, rent mountain sleds and find guides that will keep you safe and ensure you have a blast. You’ll find a full array of accommodation providers including five-star operations, all-inclusive operators, hotels, motels and tons of Airbnb options.

And you’ll quickly discover that Newfoundland truly has its act together when it comes to riding. The province has more than 3000 km of groomed trails and a vast network of warmup shelters on all the main routes. All of this, plus groomed access to our mountainous terrain, can be enjoyed for as little as $95 with the purchase of a seasonal trail pass.

PHOTO: JASON SILVER

The Rockies of the East “The Rock” really has some awesome off-trail riding and the province boasts a growing backcountry riding community for good reason. As a local who has been exploring this country for much of my life, I have yet to scratch the surface. With a healthy scene full of passionate folks and the terrain and conditions to match, Newfoundland is quickly becoming recognized as the Rockies of the East.

Andrew Goldsworthy is the publisher of Sledworthy magazine and a partner in Sledcore, a snowmobile riding clinic provider in the province.

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PHOTO: TOM CAINES

PLAN YOUR TRIP: www.SeeRevelstoke.com @SeeRevelstoke #TheRealStoke

Check the forecast: www.avalanche.ca

[ G EA R G U I D E ]

TOBE Capto Gauntlet V2 $180 High-quality leather, full coverage and a 45K Sympatex membrane will keep your hands bone-dry in even the worst conditions.

PIEPS JETFORCE BT Avalanche Airbag $1,600 JETFORCE is a battery-powered electronic avalanche airbag that can be deployed multiple times and is air-travel friendly.

PIEPS PRO BT Avalanche Trans ceiver $500 PIEPS is the first to use Bluetooth technology in an avalanche transceiver.

The benefits include easy, at-home software updates and a useful training module.

TOBE Macer M o no Suit $1,000 New for 2020, this is the first TOBE suit designed with an athletic cut that is slightly slimmer fitting than the traditional, generous TOBE fit.

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Mam mut Bar r yvox Package $550 This screamin’ deal consists of a Mammut Barryvox transceiver, an Alugator Ride shovel and a Probe 240—the essentials for the backcountry.

SCOTT DS Shell Dr yo M o nosuit $700 This suit is uninsulated to help control your temperature when you’re working hard. 20K/20K waterproofness and breathability will take care of the rest.

SCOTT Patro l E1 30 Backpack Kit $1,400 A lightweight, fully electronic airbag that uses supercapacitor technology to inflate the airbag with ambient air, rather than compressed gas.

[ GE AR GUID E ]

509 Sinis ter X6 Gogg le $150 A front-loading lens system makes lens swaps quick and easy, but you won’t have to with 509’s Super Anti-Fog technology in the new Sinister X6 goggle. Phantom frame technology allows a 10% wider field-of-view than with the X5.

M o untain Lab ROAM 2W Rad io $140 $250/pair This high-powered radio features 22 channels and 38 privacy codes and is compatible with all FRS/GMRS radios. It can be used with or without the included microphone, which is wrapped in a snow-proof filter.

Hig hmark Gui de Avalanche Airbag $1,200 The new Guide airbag has the same top-of-the-line features as the Highmark Pro—including the Protection Airbag System—but with an additional 10 L of volume (32 L) that can be cinched down when not required.

CKX Peak One Piece Suit $630 Designed specifically for women, this mono suit has comfort features you won’t find anywhere else, like a stretchy back panel and a zippered seat flap. The Peak One is lightly insulated with 60 g for active riding, and is 20K/15K waterproof/breathable.

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[ G EA R G U I D E ]

M o untain Lab X800 Flashlig ht Kit $100 This little powerhouse lights up the night with 800 lumens of brightness.

It’s lightweight enough that you won’t feel it on your helmet, but it can also be mounted to your handlebars via a quick-release mount.

509 Delta R3 Carbo n Fiber Ignite Helm et $660 The R3 is super versatile. You can remove the face shield and it becomes a lightweight backcountry helmet. Or take off the visor and you’ve got a full-face helmet for speed on the highway or trail. The shield is heated via a 12 volt vehicle adapter.

509 R-200 Jacket $480 The 509 R-200 is the perfect fit for the high-speed junkie in all of us. A removable 200 g insulated liner allows trail and crossover versatility for those who want to go fast. 5TECH outer material is durable and tear resistant.

Fly Racing B o u lder B o ot $300 Sympatex waterproof membrane, 600 g of insulation and a gel insole add up to incredible comfort. A durable, slipresistant sole and molded rubber heel and toe caps provide protection, while a tall boot-top provides good ankle stability.

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[ GE AR GUID E ] FXR Ranger Jacket $545 The Ranger is a versatile piece with a zip-in liner for ultra-cold days. Or wear just the shell on days that are only moderately freezing.

CKX Tactical 210˚ Gogg le $105 509 Range Glo ve Black Ops $170 With 400 g Thinsulate insulation, these gauntlet-style gloves are the ones you’ll want on the coldest of days.

A wide field-of-view is one of the strong points of this goggle. It also comes with both a quick-release and a standard strap.

C heetah Factor y Racing Kn ucks 5” $160 These high-strength 6061-T06 aluminum risers will easily accept either a 7/8” or a tapered, 1-1/8” handlebar.

Fox FLOAT 3 EVOL QS3-R $2,000

Skisaver FLEX $260

These Kashima-coated, threeposition compression and rebound adjustable shocks feature a highflow piston and velocity-sensitive dampening for smooth sailing.

Protecting the flooring of your shop and trailer has never been easier than with these driveable wheels. They can be adjusted to accommodate different ski widths.

M OUNTA IN SLED D ER //

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THE BIRTHPLACE OF THE ROCKY M O U N TA I N K I N G A 20-MINUTE TREK TRANSFORMS A BARE TUNNEL INTO A BRAND-NEW RMK AT THE POLARIS FACTORY IN ROSEAU

BY MARTY ANDERSON IMAGES BY DAVID SHELLENY, COURTESY OF POLARIS INDUSTRIES

Just minutes south of the Canadian border lies the town of Roseau, Minnesota.

From the outskirts, Roseau looks just like many of the small communities dotting the Upper Midwest United States. The first clue that something is different is the welcome sign at the edge of town, on which the word “POLARIS” is printed in a font larger than the name of the city itself. Yes, we have come to the right place—the home of Polaris Industries.

It doesn’t take long to notice how deeply Roseau is tied to the powersports manufacturer. Polaris posters adorn the walls of the local gas station. The water supply tower has a giant blue Polaris logo scrawled across it. Company decals adorn vehicles. And it seems like everyone you talk to either works for Polaris or is related to someone who does—which is not a surprise when you consider that the manufacturer employs close to 1000 people in a town with a population of just 2700.

Polaris is the reason I’m here in Roseau too, but I’m not looking for a job. I’m here to experience the Polaris Factory Tour and visit the birthplace of the Rocky Mountain King.

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P O L A R I S FA C T O R Y T O U R As the tour begins and we enter the factory floor, my first impression is of a clean and bright space where the employees are working and chatting away happily at their stations. I can see rows of shiny new vehicles taking form. But it’s not just assembly that takes place at the Polaris factory in Roseau; it is also a manufacturing plant, and that’s where the build of a Polaris snowmobile starts.

Parts Manufacturing The manufacturing side is a technological wonderland of plasma cutters, breaks, benders and welding stations. There are six plasma cutting stations alone, taking raw material and transforming it into the brackets, braces, super-structures and virtually any other part you can imagine on a new Polaris snowmobile or ORV. Once the raw steel is cut into shape, it is sent to have any bending or forming required done before it moves on to the welding bays. Depending on the complexity of the part, the quantities required and the materials used, some of these pieces move on to robotic welders. These large welding arms precisely zap each piece to perfection, with constant computer monitoring of weld temperatures and depths to ensure each piece is produced exactly as designed.

Some of the pieces are welded by hand. This process is no less accurate, however, as each item is automatically clamped in a precise form to ensure an exact fit. The clamping system has been developed with employee safety in mind, virtually eliminating the chance of pinched fingers or limbs.

Manual welding is also monitored by computer, with the amount of welding material carefully measured and recorded to be sure that each part conforms precisely to specification. A separate quality control bay oversees the finished products, and there is more testing and sampling to ensure they are exactly correct.

Polaris also manufactures and forms their own plastic parts and panels in-house with a state-of-the-art plastic injection molding plant.

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Vehicle Assembly When you look at all of the different parts required to build each and every model and variation of those models for the entire Polaris lineup of ORVs and snowmobiles, you begin to get the idea of the complexity of the supply planning. Polaris has an entire team managing its supply chain, including components from their own manufacturing side. In fact, very few of the components come from outside the plant. The engines are among these, which come completely assembled from the Polaris plant in Osceola, Wisconsin.

Before a sled can be assembled, every little piece required to do so has to be on hand and ready to go. When production is underway, three parallel assembly lines can churn out hundreds of units per day. That’s an unbelievable number of widgets for the supply team to organize and have ready! The sales division has its requirements for units, the production team keeps the assembly line on track, and it all hinges on the supply team having every single part ready to go—the amount of teamwork between these divisions is impressive.

Once all of the parts and pieces are in place, it is time for actual assembly. Each assembly line is approximately 150 m long. There are three lines next to one another—one for snow and one each for the two different chassis of four-wheeler. These products are being assembled at the same time.

Of course, I mostly want to see the PRO-RMK 850 come together! At the first station on the snowmobile line, the tunnel descends from the rafters where it has travelled high above the plant floor, all the way from the paint booth. I watch as a row of gorgeous, freshly painted Lime Squeezecoloured tunnels march their way down to kick off the assembly process.

Once the upper structure is attached, the entire assembly moves on to the next station. At this point the frame is held by a rotisserie-style clamp that allows the chassis to roll upside down for easier installation of the track and rear suspension.

From there, the snowmobile continues to slowly take form as it progresses down the line. The engine is set in. Electronics are plugged in and wiring strapped. And the brakes, clutches, exhaust, front suspension, fuel tank, bars, bumpers and more are installed. Each station’s highly-trained employees expertly place and double-check their piece of the puzzle before it moves on.

Meanwhile, parts bins are constantly restocked by automated wagons that follow sensors embedded in the concrete. These little robot-wagons ferry parts around the plant to help ensure there is no stoppage in assembly due to a lack of parts inventory.

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The End of the Line After the sleds are set onto a base that will become the bottom of their shipping crate, the machine is transferred into the startup bay. Here, a robotic arm gives the recoil a pull, and the machine is started. In the old days, startup was done manually. But I can imagine spending an entire shift pull-starting brand-new sleds would have been a physically challenging job. The robotic arm has zero complaints after an entire day of work.

Once it has been run up, the sled is ready for its final inspection. Upon completion, it is wrapped and crated before being sent off to the shipping department for distribution to the dealer network, per the order sheets.

The Polaris plant in Roseau is just one step in the production of a snowmobile. But it is the step in which the efforts of the engineering, design, product testing and marketing teams culminate into a physical product.

A lot goes into the manufacturing and assembly stages. Planners spend weeks and months ordering supplies and ensuring parts availability. The manufacturing teams produce pieces that fit to exacting standards. Shift planners and trainers ensure the staff is on hand and well-prepared for their tasks. Maintenance crews keep the facility running like clockwork, including everything from robotic arms to automated, self-driving parts trolleys. And the production staff show up cheerful and driven by an immense pride in the finished product.

Thousands of hours of planning and preparation finally come together when a 20-minute trek down a 150-meter-long assembly line transforms a bare tunnel into a brand-new Rocky Mountain King. It’s an amazing sight.

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Logan Pehota FOLLOWING A N E W PAT H I N T H E M O U N TA I N S

WORDS BY MATTHEW MALLORY PHOTOS BY BLAKE JORGENSON

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At just 24-years-old, Logan Pehota has already made a name for himself in the world of big mountain skiing.

He’s competed and consistently placed high in the Freeride World Tour, in which skiers charge down steep, cliff-riddled lines in questionable snow conditions—while spinning, flipping and grabbing with style on every air. He’s also been featured by top ski filmmakers such as Matchstick Productions and Dendrite Studios. But now sledders are starting to take notice of the young athlete, too.

PHOTO: GUILLAUME TESSIER/MATCHSTICK PRODUCTIONS

M OUNTA IN SLED D ER //

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LOGAN AND HIS DAD ERIC, SPENDING SOME QUALITY TIME TOGETHER IN THE MOUNTAINS.

“

NOTHING IS WORTH YOUR LIFE IN THE MOUNTAINS. IF I’VE LEARNED ANYTHING FROM [MY DAD], IT’S NOT TO PUSH IT.

”

While Logan may not have grown up watching snowmobile films, he was born and raised in the sledfriendly town of Pemberton, British Columbia. From his earliest experiences being towed behind his parents’ 1991 Tundra on a GT Snowracer to his present day of shredding slopes on skis and snowmobiles both, he’s grown up under the tutelage of his backcountry adventuring father, Eric Pehota.

Also a household name in big mountain skiing, Eric and his ski buddies laid first tracks down many of the Coast Mountain Range peaks. Eric has explored the local mountains for years on a snowmobile, and his resulting wealth of knowledge, experience and work ethic have been passed down to his son.

That work ethic drove Logan to employment at a helilogging operation for a couple of years so he could afford to buy his first sled and take the winter months off to play in the snow.

Logan’s big mountain skiing experience has no doubt helped him to achieve a certain comfort level on a sled.

The mountains he grew up in are a familiar environment, and while the means of travelling through them may differ from skis to sled, the view is the same.

PHOTO: GUILLAUME TESSIER/MATCHSTICK PRODUCTIONS

M OUNTA IN SLED D ER //

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Still, the learning curve was steep in Logan’s first season of riding back in the winter of 2015. Following his old man around on a sled is no easy task, and Eric threw Logan into the deep end. Logan’s dad rides like a surgeon—technical and precise—with a heavy dose of practicality, common sense and careful decision-making. But with a lead-byexample style and a keen awareness of his son’s talent, Eric knew it wouldn’t take Logan long to catch on.

When asked how his dad influenced his decision-making in the mountains, Logan says, “Nothing is worth your life in the mountains. If I’ve learned anything from him, it’s not to push it.”

With a natural athleticism, Logan has taken to sledding like everything else he does, be it surfing, mountain biking or skiing.

He’s a quick learner; after only a few seasons of riding, Logan is already hitting some nasty drops and big senders. Last winter, he attempted a few backcountry backflips on his mountain sled.

While he’s yet to ride one away, he’s come close.

Just like with his skiing, he’s into freestyle and big mountain freeriding on a sled, with a taste for whips, drops and deep pow. Logan admires the progressive freeriding style of Swedish riders, and that speaks to how his own style might one day come to be known in the snowmobile world.

Logan’s most recent skiing accomplishments can be viewed in the Matchstick Productions film, Return to Send’er.

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RERE FLECFLEC TIONSTIONS IN ICEIN ICE WORDS BY DAVE NORONA IMAGES BY DANIEL FOX

A SEASON-ENDING EXPLORATION OF A REMOTE ICECAP IN UNPARALLELED STYLE AP R I L 2 4 , 2 0 1 9 9 A.M. SHARP The smell of jet fuel seems like a weird way to start an epic spring sledding trip, but when you’re tagging along with Head-Line Mountain Holidays, you just go with the flow.

After all, there are many ways to explore the vast icecap near Whistler, British Columbia, but a multi-day sled exploration supported by a snowcat-powered mobile basecamp sounds like a pretty good time.

So with sleds, snowcat, and Can-Am Outlander 1000 ATVs outfitted with snow tracks already stashed at Head-Line’s high elevation Ice Cap Camp, the only thing left to do is jump in the heli and get out there.

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“

THE ICECAP REALLY IS A MAGICAL PLACE AND IT LEADS YOU TO KEEP EXPLORING OVER THE NEXT HILL, AROUND THE NEXT CORNER AND BEYOND THE NEXT MOUNTAIN.

”

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9:10 A.M.

10:28 A.M.

The rewards kick in immediately as our helicopter thumps its way into the air. Above the Whistler heliport, endless jagged mountain peaks stretch out in every direction. We sit silently beneath the drone of the engine, as we grapple with how very small we feel compared to the vastness of the surrounding terrain.

Head-Line’s backcountry base of operations sits on the edge of a massive icefield, and a maintenance dome erected there in the snow looks like something out of a Star Wars movie. It’s another sign that this isn’t going to be an average day out riding.

In the air, we use our vantage to visually explore some new zones and to look for the presence of lurking dangers—such as newly opened crevasses—that may have recently formed.

As we near the starting point of our icecap adventure, excitement races through my veins as we soak in the blue skies and amazing views of the southern Coast Mountains that surround Head-Line’s alpine basecamp.

I have spent 30 years travelling in the backcountry and the views from a helicopter are always inspiring. But as we approach, the sight of all the toys lined up on the snow ready to go—along with fist pumps from HeadLine guides Dave and Trevor on the ground—has my heart racing like it is my first day in the backcountry all over again!

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11:15 A.M. Our group for this expedition consists of Head-Line owner Doug Washer, his photographer friend Daniel, myself and my good friend Steve. We’re all high fives and smiles as we catch up with Dave and Trevor.

After a tour of the basecamp, we load our lunches into our packs and prepare to head off. Even though it is 20˚C down in Whistler, up here at 2200 m elevation it is still winter with some fresh snow from the previous day. We hop aboard our Ski-Doo Summit G4 sleds and set out.

3:45 P.M. No matter how many days I spend up here or how far I venture it seems that the icecap is never the same. It really is a magical place and it leads you to keep exploring over the next hill, around the next corner and beyond the next mountain. Truly, it is one of the incredible wonders on this planet and something I wish everyone could experience.

Riding between 1500 and 2400 m in elevation, we travel through crevasse fields the size of small towns, and we don’t see another group all day.

The isolation of the icecap can feel unnerving for the uninitiated. But the guides at Head-Line boast over 100 years of combined experience, which is exactly what you want when crossing huge icefields littered with crevasses, moulins, snow bridges and other hazards. Many riders who travel this area have no idea of the dangers that lurk under the blanket of fresh snow, but we can enjoy the vast space knowing that we’re in good hands.

PHOTO: DOUG WASHER

“

MANY RIDERS WHO TRAVEL THIS AREA HAVE NO IDEA OF THE DANGERS THAT LURK UNDER THE BLANKET OF FRESH SNOW, BUT WE CAN ENJOY THE VAST SPACE KNOWING THAT WE’RE IN GOOD HANDS.

PHOTO: DOUG WASHER

”

M OUNTA IN SLED D ER //

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SLED CLINICS INTRODUCTION TO MOUNTAIN SLEDDING - LVL 1 December 14th and 15th, 2019

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7:40 P.M. With dusk approaching, we turn our sleds and our snowcat accommodation-on-tracks, and make our way deep onto the icecap.

The Head-Line snowcat is like nothing you have seen before. It’s a standard Piston Bully snowcat, but it has been customized to carry everything needed for an overnight expedition, including a Cirrus Camper that sleeps four adults in pure, backcountry luxury, with 360˚ windows and sunroofs. This will be our lifeline for the next few days.

9:05 P.M. Doug knows how to impress, and his choice of parking spot on a picturesque hilltop does the trick. So do the chicken wings, European sausages and gourmet dinner served to us under a blanket of the brightest stars shimmering in the dark sky.

We sit, eat and drink into the wee hours of the night, celebrating all the things that make these trips possible.

PHOTO: MARC DIONNE

A PR I L 2 5 , 2 0 1 9 6:50 A.M. The bright warm sun enters the camper and rewards us with incredible views in every direction. Normally out on the icefield, we would be waking up in a cold tent pitched on the snow. But this is different, and I can’t help but think how easy it would be to spend a week or even a month up here, riding, skiing and camping all over the icecap.

7:45 A.M. As Doug makes bacon, eggs and toast, the rest of us go out to bask in the breathtaking scenery. Just being here, taking in all the beauty, it is clear why Head-Line’s services are in demand. Visitors to this magical part of the world are treated to an experience that you just can’t get anywhere else. And for the majority of people who aren’t outfitted for this type of adventure, it’s the only way to experience it firsthand.

For myself, after a busy season of riding, skiing, snowmobile shows and new sled releases, I’m utterly content to sit back, coffee in hand, and enjoy the moment.

9:45 A.M. We load our sleds with skis and snowboards—it’s time to get some lines. The 850-powered snowmobiles effortlessly double us up to the summit where we turn the sleds around and ghost ride them down.

North facing slopes at this elevation still have 30 cm of preserved powder, and we enjoy lap after lap of spring season powder skiing.

Sometimes it is not about skiing the hardest line. It’s about being surrounded by breathtaking mountains in every direction, and carving beautiful turns while the sun lights your way. This, for me, is what life is all about!

M OUNTA IN SLED D ER //

47

“

THE CONSTANT MOVEMENT OF THE ICE AND MELTWATER CREATES FROZEN FEATURES THAT ARE SPECTACULAR TO WITNESS BUT CAN ALSO BE DEADLY, UNSEEN HAZARDS.

”

PHOTO: DAVE NORONA

PHOTO: MIKE CRANE RIDER: DOUG WASHER

3:45 P.M. Doug already has ribs on the barbeque as we ski back into camp—I could get used to this!

As we eat, I reflect on the beauty and the danger of the icecap. The constant movement of the ice and meltwater creates frozen features that are spectacular to witness but can also be deadly, unseen hazards. It is a healthy reminder that while incredible, these places are dangerous and it is important to always exercise caution.

5:20 P.M. After relaxing, bellies full, in the late afternoon sun for a time, we decide to explore a nearby ice cave.

I am speechless as we drop below the surface into the cavern. Running water reveals ancient ice, the clearest blue you can possibly imagine. The floor is littered with powdery sand—the result of rock being pulverized for millennia by the moving glacier. It’s a place where measures of time become unfathomable.

APRIL 26, 2019 We spend another incredible night out under the stars. In the morning, we pack up and ride the sleds and snowcat all the way out of the backcountry.

The adventure is a fitting end to another incredible winter for both myself and HeadLine Mountain Holidays, and I can’t help but feel that we capped the season in the best imaginable way.

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EX PO SU RE PH OTO : BR I AN BR O WN

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M OUNTA IN SLED D ER //

51

PH OTO: EL IIS A T ENNANT RIDER: C AL EB K E S T ERK E

PH OTO: BRIAN BR OWN RIDER: JEREM Y M ER CIER

M OUNTA IN SLED D ER //

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PHOTO: BEN BI R K RIDER: D U NC AN L EE

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PH OTO: T YL ER T H OM P SON RIDER: ANDY M E S SNER

PHOTO: BI L LY S T E V ENS RID ER: R YAN PEI T Z SC H E

PH OTO: M IK E REE VE RIDER: RE AGAN SIEG

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A Kni fe to a G u n Fig h t

BY G RE G G EMMERL ING

T H E “ 4 4 0 G U Y S ” BRING O L D I R O N TO A NE W K IND O F B A CKC OUNT R Y R ACE

The author, taking air through the rhythm section of the 2nd annual Riley Suhan Backcountry Race.

PHOTO: HAIGEN PAVAN

Th e Ca l lo u t It was Tuesday night, and I was two beers deep watching the Oilers lose when my phone buzzed. The text asked if my son Jake and I were signed up to race in the 2nd annual Riley Suhan Backcountry Race in Golden, BC, or if we were just big talkers? Challenge accepted; I asked my wife if I could borrow my man card for the weekend and proceeded to sign up.

There was just one problem.

We had sold our PRO-RMKs in the fall, leaving us little choice but to drag out matching millennium-era vintage Ski-Doo MXZX 440s— sleds that had been relegated to prairie dirt clods and drift busting for the last 20 years.

But the sleds were ready. I recalled doing both top-ends and new belts about a decade ago and the 10” suspension is so stiff that the factory shock oil was probably still fresh. Good to go. The trailer hitch on the bumper of my sled had hauled dozens of cords of wood— better remove that. I taught Jake all about dropping air density, mains and needles. We maxed the TRA clutch clickers out at 6-outof-6. Then, once we loaded the sleds and tucked in the extra canvas of our old 165” Pro covers, we were ready to hit the road.

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[ TAILGATE ] Ge tti ng P r ep p ed We arrived at Mountain Motorsports in Golden just in time to experience the most engaging rider meeting ever. Team captains (consisting of pro riders and racers with quick finishes in the first annual race last year) picked random teams of four. Everyone was meeting new friends with the same love of the mountains, and we proceeded to bond over braaap and brew. The event MC, Dr. Poz, kept the mood light as he covered safety and plans for race day. After the meeting we went to the pub for supper, but being the only racers there it was clear that everyone was taking this race pretty seriously.

“

I recalle d d oi n g both top-e n ds an d ne w be lts abou t a decade ag o an d the 1 0” s us pe nsion i s s o stif f th at the factory s h o c k oi l was probab ly st i ll f re s h . G ood to g o.”

R ac e Day The next morning we were greeted by a clear sky as teams gassed-up and headed out to Quartz Creek, the backcountry venue for the race. The Quartz cabin area had been converted into the pits, and more than 70 nervous racers lined up to get their timing chips and pre-race squirts out of the way. Lots of beautiful iron awaited a chance to run. Turbos, superchargers and remote reservoirs were everywhere.

A leisurely sight-in lap revealed a course that wound through the alpine with long pulls, drops, sweet doubles and a homeward tree section that snaked back to the cabin and the finish line.

Part hillclimb, part snocross and using a whole mountain, this incredible concept might just be the dawn of a whole new sport.

Hillcrosscountry? The name still needs some work.

Racers started launching up the course with Jamie Pukas taking advantage of a fresh track and laying down a smoking lap of 6:44.

Meanwhile, Jake and I talked about how to take advantage of the attributes of our sleds. The minimal horsepower and traction should be less tiring. Low, wide and heavy meant fast going downhill and corners were stable. But face it, we were screwed—the next shortest track was a 146” and the next oldest sled was still on warranty, while our sleds were more dated than some of the racers.

Runs progressed throughout the day and while we waited for our shot at the course, we met racers from as far away as Idaho and even Sweden. We all seemed to be having a great time, like some family reunion that was just for crazy uncles and aunts.

The Riley Suhan Backcountry Race has no classes—everyone races the same course and it all comes down to time.

M OUNTA IN SLED D ER //

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2000 MXZX 440

2020 Summit 850

Overall Length

108”

122”

Ski Stance

42.5”

35.8 - 37.4”

Weight

463 lb

449 lb

Height

37.4”

54.6”

Track Size

121 x 15 x 1.25”

146 x 16 x 2.5”

Horsepower

96

165

The Course Jake’s run started horribly when he got swallowed up by a huge trench on the first uphill that claimed quite a few victims. He got unstuck and put his head down to help his team’s overall time. I looked at how close my running boards were to the snow and vowed to stay out of the holes.

I was the last to go on our team and tried not to get spooked by the stories of how the course was breaking down after 70 racers. My run was off to a good start as I sidehilled around Jake’s trench. The little 440 stuck at 8500 rpm and the 121 x 1 1/4” track made it up everything the course threw at it. By then it had clouded over and my navigation cost some time, but I was still rollin’.

The Fingers section was particularly cruel as each descent was followed by a 180˚ corner and back up again. But as I dropped back down to the Old Cabin—which I have known since it was just The Cabin—I started to make up some time. Crossing the flats, over the double jumps and through the rhythm sections felt like I had unhitched the old plow horse and smacked it on the ass.

Suhan, adding some style to his run—the fastest of the day.

The wide front-end railed the corners and weaved through the bomb holes of the tree section like a champ. We came through the timing at 8:33. A long way off the sixes of the leaders, but even still there were 23 guys slower than a 52-year-old on a 440 with a trailer hitch.

As I headed to grab a Pozburger, a huge cheer went up. Riley Suhan has just laid down a 6:34. That kind of talent might just get him noticed one day.

A fte r Pa rt y The windup at the Dugout Bar was almost as epic as the race itself. Dr. Poz handed out trophies and cash to the podium teams and swag to almost everyone. All disagreements as to who got what were settled as logging town tradition historically dictate—arm wrestle! Great fun and attitudes prevailed well into the night.

On the way home, the recently christened “440 Guys” reflected on how awesome and rare an event that Riley, SledGolden and the entire community had put on. Talk swirled about 800 cc motor transplants and 2” tracks, but I doubt anything could have made our trip more fun than it was.

Racers and spectators alike gather at various points along the course to watch the action.

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Watch out next year Suhan, we might just bring new belts.

P A R T S // S E R V I C E // G E A R // R E N T A L S

RIDING WITH RED DEER SINCE 1956!

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63

[ S END I T ]

JOEL FORMOSA

“

I saw ‘the perfect storm’ coming to Vancouver Island, and knew it would be a day not to miss.

We received more than 150 cm of snow, making it the largest single snowfall in a decade.

Our group knew it would be difficult breaking trail, so we picked an area with few hills and large open areas. We struggled to keep moving on logging roads and you could easily get stuck on the flats if you didn’t watch what you were doing. It was a day we all dream about—when you need a mask and snorkel just to get around.“ – ALLAN SAWCHUCK

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