ATV WORLD MAGAZINE WINTER 2011/2012

HOW-TO INSTALL POWER STEERING ON A RZR NORTH AMERICA’S BEST ATV MAGAZINE

BORE WARS HEAD TO HEAD!

OUTLANDER 1000 XT VS SPORTSMAN XP 850

SCENE-IT TIPS&TRICKS ATV NEWS

VOL 8 • NO 4 • WINTER 2012 • $ 5.95

DISPLAY UNTIL MARCH 31, 2012

WINTER BUYER'S GUIDE

Advanced ergonomics for more comfort and legroom.

Two-piece full hard roof.

Half windshield.

Removable, free-standing LIMITED seats.

Visco-Lok†: The industry’s only progressive auto-locking 4x4 system that engages at any speed.

Sound system with four speakers, iPod∞-iPhone∞ connector and controls, USB port/auxiliary input.

Front and rear Air Control Suspension (ACS), the industry’s only air-control suspension that allows riders to adjust the preload level on-the-fly.

Removable Garmin∞ Montana∞ touchscreen GPS with 5MP camera.

Industry-exclusive Dual-Level™ cargo box.

COMMANDER™ 1000 LIMITED

4,000-lb (1814 kg) WARN∞ winch with remote control.

85-hp Rotax® 1000 V-Twin engine with Intelligent Throttle Control (iTC™).

THESE WORDS ARE PERSUASIVE, BUT ONLY ONE CAN REALLY CONVINCE YOU: START.

THE RIDE SAYS IT ALL

Scan for more information

Learn more at can-am.brp.com

© 2011 Bombardier Recreational Products Inc (BRP). All rights reserved. ™, ®, and the BRP logo are trademarks of BRP or its affiliates. †Visco-Lok is a trademark of GKN Viscodrive GmbH. ∞Garmin, Montana, iPod, iPhone and all other trademarks are the property of their respective owners. In the U.S.A., the products are distributed by BRP US Inc. BRP reserves the right, at any time, to discontinue or change specifications, prices, designs, features, models or equipment without incurring obligation. Some models depicted may include optional equipment. Read the side-by-side vehicle Operator’s Guide and watch the Safety DVD before driving. For your safety: wear a helmet, eye protection and other protective gear. Fasten lateral net and seat belt at all times. Always remember that riding and alcohol/drugs don’t mix. Side-by-side vehicles are for off road use only. Never ride on paved surfaces or public roads. Operator must be at least 16 years old. Passenger must be at least 12 years old and able to hold handgrips and plant feet while seated against the backrest. Never engage in stunt driving and avoid excessive speed.

POWER

ON TAP Custom UTV builder Mike Cunha getting a little me time in his personal turbo charged Commander Photographer: Nick Nelson

MINING MY OWN

BUSINESS Editor Nick Nelson explores a Pennsylvania coal mine on the new Brute Force Photographer: Adam Campbell

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THROTTLE

CONTROL A 250HP MCX APEX conversion RZR requires plenty of throttle control to pull wheelies without ending on your head.

Photographer: Nick Nelson

ATV WORLD MAGAZINE

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COVER STORY

GONE WILD 2012 WILDCAT p.36

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FEATURES 22

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SCENE IT? SCENES FROM THE 24TH ANNUAL TORONTO INTERNATIONAL SNOWMOBILE, ATV & POWERSPORTS SHOW

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GONE WILD A LOOK AT THE 2012 ARCTIC CAT WILDCAT

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BORE WAR HEAD TO HEAD: WE PASS JUDGEMENT SPORTSMAN XP 850 HO VS OUTLANDER 1000 XP

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WINTER BUYER'S GUIDE THINK PINK 3RD ANNUAL TRAX4 BREAST CANCER

COLUMNS 12

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MUDDY WHEELS RICHARD KEHOE

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TIPS & TRICKS NICK NELSON

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MUD, SWEAT AND GEARS RANDY HALL

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HOW-TO: INSTALLING POWER STEERING ON A RZR

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NICK NELSON

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DETONATION

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PAT BOURGEOIS

DEPARTMENTS 14 32 56 57

INDUSTRY NEWS CRUISIN’ YOU TUBE COHV INDUSTRY WATCH ATV WORLD LISTINGS

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atvworldmag.com

VOLUME 8 NUMBER 4 WINTER 2012 FOR ADVERTISING INQUIRIES CONTACT

1-888-661-7469 President & Publisher: Richard Kehoe Editor: Nick Nelson Managing Editor: Rick Bloye Technical Editor: Jeff Edwards Art Director: Darryl Aspin Production Manager: Tendra Crossman Photographers: Pat Bourgeois, Dan Guetter, Nick Nelson, Wayne Davis, Adam Campbell, Kort Duce, Wes Miller, MyBajaPhoto.com, Harlen Foley Sr. Manager Sales & Marketing: Matt Clark Advertising Sales: 1-888-661-7469 • (905) 898-8585 Mike Blakoe, Kyle Carruthers, Peter Derry, Brad Stokes Administrative / Sales Coordinator: Harmony Kulikauskas Contributing Writers: Nick Nelson, Pat Bourgeois, Tendra Crossman, Jo-anne Farquhar, Randy Hall, Richard Kehoe, Rick Sterling, Suzy Stenoff, Matt Clark, Kyle Carruthers Subscriptions 1-888-661-7469 or info@atvworldmag.com ATV World Magazine is the Official ATV Magazine of the Toronto International Snowmobile, ATV & Powersports Show and the North American International Motorcycle SUPERSHOW. ATV World is published four times a year by Outback Publishing Inc. Printed in Canada by Dollco Printing. Copyright 2011. All rights reserved. No part of this publication may be reproduced without the written consent of the publisher. The publisher is not responsible for unsolicited manuscripts.

Publication Mail Agreement 40973567 RETURN UNDELIVERABLE CANADIAN ADDRESSES TO: ATV WORLD MAGAZINE, Unit #4 – 1195 Stellar Dr. Newmarket, ON Canada L3Y 7B8 EMAIL: info@atvworldmag.com

ATV WORLD MAGAZINE Unit #4, 1195 Stellar Drive Newmarket, ON L3Y 7B8

ph: 905-898-8585 fax: 905-898-8071 toll-free ph: 888-661-7469 toll-free fax: 888-680-7469 email: info@atvworldmag.com www.atvworldmag.com

> MUDDY WHEELS RICHARD KEHOE

VIP SEATING e’ve had a lot of fun bringing you this issue of ATV World Magazine, and it’s packed with information on ATVs and UTVs. In this issue you’ll read about two different points of view on the new Wildcat. Nick gives you the goods from a guy that races ATVs and UTVs every chance he gets, and Pat provides the avid recreational rider’s opinion. There’s also a comparo of the Can-Am and Polaris Big Bores. You’ll find it very interesting and informative the way they’re evaluated and scored.

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Nick points out that there is much to learn in his Tips and Tricks column. Randy Hall takes a look at two-up riding. And if you aren’t already a supporter of the Kelly Shires TraX4 Breast Cancer Ride, you can read up on it and join in this year.

If your UTV doesn’t have power steering installed, Nick will show you how by doing an installation on a RZR. We’ve got an exciting and informative editorial line up in this issue, hope you enjoy it!

So until next time, we’ll be plowing our driveways and enjoying the winter riding.

NEW DATES

TRAX4 BREAST CANCER 3RD ANNUAL ATV JAMBOREE

APRIL 27-28, 2012 www.trax4bc.com

*

O ES UP T REBAT

0 0 0 $2

+

E E R F RIDE

HWY 11

CENTRE

ST

HUR BAT

PERFORMANCE

HOLLAND LANDIN

HS** T N O F OR 6 M

G

19890 Highway 11, Box 1240, Bradford, ON

905-775-1717 WWW.EDGEPERFORMANCE.CA Offers good on new and unregistered units for a limited time. See dealer for details. *On select models. See your dealer for details. **Ride Free for 6 Mo: Subject to credit approval from HSBC Retail Services Limited on qualified consumer purchases financed during this program. No payments required until 6 months from the date of purchase. No finance charges will be assessed until 5 months from the date of purchase. Rate after the 5 months will vary with term and is based on the credit profile of the customer. See your dealer for details.

Vehicles shown with optional accessories. Avoid operating Polaris RANGERs on paved surfaces or public roads. Riders and passengers should always wear helmets, eye protection, protective clothing, and seat belts. Always use cab nets. Drivers of RANGER vehicles must be at least 16 years old with a valid driver’s license. Warning: ATVs can be hazardous to operate. For your safety: Avoid operating Polaris ATVs on paved surfaces or public roads. Riders and passengers should wear helmets, eye protection, protective clothing and seat belts. Polaris adult ATV models are for riders aged 16 and older. Be sure to take a safety training course. For safety training information in the U.S., call the SVIA at (800) 887-2887, see your dealer, or call Polaris at (800) 342-3764. In Canada, see your local dealer. ©2012 Polaris Industries Inc.

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NEWS

2012 POLARIS RZR XP 4 900 This past January, Polaris introduced a whole new class of side-by-side with the RZR XP 900. Building off of the launch, Polaris is introducing another extreme performance side-by-side to the family, the RZR XP 4 900. This launch will bring Xtreme performance for four while delivering the ultimate combination of power, suspension and agility found in the entire RZR family.

The RZR XP 4 900 is the most-capable, highest-powered, multi-passenger side-by-side with the longest wheelbase making it the ultimate performance vehicle in the market place.

The vehicle has many of the same attributes as the RZR XP 900; ProStar™ 900 Twin engine, 3-Link Trailing Arm Independent Rear Suspension (IRS) with 12.5 in/31.8 cm of ground clearance and 14 in/35.6 cm of travel, On-Demand True All-Wheel Drive and low center of gravity for unmatched cornering; with a class-leading 107 in/271.8 cm of wheelbase to not only accommodate two more passengers, but also provide the smoothest ride available on a high-performance side-by-side The ultimate combination of power, suspension and agility starts with power. At the heart of the RZR XP 4 900 is the 88 horsepower ProStar™ 900 Twin EFI engine that was built specifically for an extreme-performance side-by-side and first found in the RZR XP 900. The engine features Dual OverHead Cams (DOHC), four big valves per cylinder and dual throttle bodies located close to the intake valves for fast throttle response and groundbreaking acceleration.

For razor-sharp agility, RZR XP 4 900 features a low center of gravity for the ultimate ride over rough terrain. The enginebehind-the-seat design and strategically-placed key

components optimize vehicle weight distribution delivering extreme, razor-sharp agility and performance, while the raceinspired rear suspension maximizes traction and power in the corners. To provide precise cornering, the suspension’s radius rods extend deep into the wheel hubs and feature an uneven link geometry that optimizes camber. This allows the tires to lean into the corner through the suspension travel, and plant more tire surface on the ground for maximum control. For added agility, Polaris will have a limited edition RZR XP 4 900 with electronic power steering for added control and less rider fatigue in the rough stuff.

In creating the first high-performance, four-seat side-by-side, Polaris paid close attention to ergonomics. Similar to its family members, the RZR XP 4 900 has class-leading tilt steering offering 10 in/25.4 cm of range and a heel pocket for unmatched throttle control. The front passenger will enjoy an adjustable front passenger handrail, while the rear passengers have ample amount of head-room and a rear passenger handrail. Similar to the front passengers, rear passengers also have a 12-volt plug in and two cup holders. All four bucket seats are interchangeable and offer 4 in/10.2 cm of front-to-rear adjustability making it easy to switch drivers. For safety, RZR XP 4 900 has four side protective nets and a certified roll-over protective structure (ROPS).

This smooth ride is going to be made possible with 2.5” Walker Evans shock absorbers on the rear. These are the largest, most high tech shocks to be offered on a stock UTV to date. These larger bodied shocks will provide 35% more piston surface and oil capacity, which in turn leads to less heat, shock fatigue and suspension fading.

ATV World will be off to Parker, AZ in January to give this awesome new machine the full shake down. Look for a full review in the next issue.

BRP ADDS MODELS TO ITS CAN-AM AMATEUR RACER SUPPORT PROGRAM For the 2012 ATV and side-by-side racing season, BRP has added certain Can-Am® Outlander™ and Renegade™ ATV models and Can-Am Commander™ side-by-side vehicles to its amateur racer support program that has included the Can-Am DS 450™ ATV for the past three racing seasons. To complement the additional models added, BRP will also support new 4x4 ATV and side-by-side classes and series adding to its industry-leading Can-Am X-Team Racing contingency program.

Starting right now, eligible units in the program include all new or unused 2010, 2011 and 2012 Can-Am Outlander and Renegade ATVs, and all 2011 and 2012 new or unused Can-Am Commander side-by-side vehicles. Benefit of the program includes a $1000 factory discount on all eligible ATV models and a $1500 factory discount on all eligible side-by-sides. Full details of the Can-Am X-Team racing contingency program will be released in the following months. This new 4x4 support program joins the existing DS 450 Racer Support Program and begins immediately. For complete details of the program and more racing information, visit www.can-amxteam.com.

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HARDEST WORKING. SMOOTHEST RIDING.®

With a NEW, more powerful high-output 850 H.O. Twin EFI engine, On-Demand True All-Wheel Drive, and a full 30.5 cm of ground clearance, the new Sportsman XP 850 H.O. is built for extreme off-road performance.

Simply put, for trail or hunt, there are none better. The legend continues.

GET THE PROOF: To see the Sportsman XP 850 H.O. take on the competition, scan this code using any QR-code reader app on your smartphone.* NEW RANGER RZR 570 ®

NEW SPORTSMAN TOURING 850 H.O. EPS ®

RANGER RZR 800

RANGER XP® 800

SEE THE COMPLETE LINE OF HARDEST WORKING, SMOOTHEST RIDING TRAIL VEHICLES AT

POLARIS.COM

Vehicles are shown with optional equipment. Warning: ATVs can be hazardous to operate. For your safety: Avoid operating Polaris® ATVs or RANGERs on paved surfaces or public roads. Riders and passengers should always wear helmets, eye protection, protective clothing, and seat belts (on RANGER ® vehicles). Never carry passengers unless the vehicle has been designed by the manufacturer for that purpose. Polaris adult ATV models are for riders aged 16 and older. Drivers of RANGER vehicles must be at least 16 years old with a valid driver’s license. All ATV riders should take a safety training course. For ATV safety and training information in the U.S., call the SVIA at (800) 887-2887, see your dealer, or call Polaris at (800) 342-3764. In Canada, see your local Polaris dealer about Polaris ATVs. Check your local laws before riding on trails. ©2011 Polaris Industries Inc. *Message and data rates may apply.

NEWS

MOTOWORKS CAN-AM DS 450 RACERS WIN 2011 WORCS CHAMPIONSHIP FOR PRO AND PRO-AM Motoworks / Can-Am DS 450 racer Jeremie Warnia won the World Off-Road Championship Series (WORCS) Pro-class Championship with a second-place finish at the finale in Surprise, Ariz. Teammate Josh Frederick, who was tied with Warnia for the Pro class points lead heading into the final race, finished third and only two points behind Warnia in the chase for the series title. As if a one two for the biggest ATV Off Road Series in the World wasn't enough, Collins Webster won the WORCS Pro-Am Championship by winning the final race aboard his Motoworks / Can-Am DS 450 as well.

SALES AND SERVICE OF FOX POWERSPORTS SHOCKS

604-746-3350 1-888-597-2798 16

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WELLER WINS LOORRS SR1 CHAMPIONSHIP Corry Weller recently clinched the LOORRS SR1 UTV title at the season’s final race, held December 10 in Phoenix, Arizona. Weller is the first woman ever to win a LOORRS championship. She finished the race at Round 15 despite a mishap which damaged her vehicle’s front end, garnering enough points to take home the championship. The race capped a triumphant season that saw titles for both Weller and her husband, Jason, who previously won the 2011 Arizona Lucas Oil Regional Series championship in the same Yamaha R1 powered machine. She trusted Maxxis’ Ceros UTV tires to take her to the winner’s circle throughout 2011. In an incredible season, Weller stood atop the podium twice in the highly competitive SR1 UTV class. She took second six times and finished third at three rounds. Maxxis congratulates Corry on her championship and on a great season of racing.

ALL TERRAIN VITALITY.

Š 2011 Ontario Tourism, photo courtesy of Virgil Knapp.

Scan the QR code with your smartphone to start planning your ride.

Feel alive as you explore the fastest growing network of ATV trails in North America.

Visit ontariotravel.net/goride for tips and tools to plan your riding vacation today.

THIS IS MY ONTARIO

NEWS

RJ ANDERSON AND HIS RANGER RZR XP 900 TAKE LOORRS UTV CHAMPIONSHIP The Ranger RZR family added it's fourth UTV championship or the year to an already impressive resume with RJ Anderson and his Walker Evans RZR XP 900 taking their first Lucas Oil Off-Road Racing Series UTV unlimited Championship. Anderson clinched the championship at the LOORRS season finale in Chandler, AZ. After coming up just short in the past, RJ credits 2011's successs to the new RZR XP 900 as well as his many other sponsors.

YAMAHA RACERS GO UNDEFEATED FOR 2012 ATV racing champions Dustin Nelson and Walker Fowler both have reason to celebrate after 2 perfect ATV racing seasons. Both Nelson and Fowler boasted perfect campaigns: Fowler closed out the 2011 GNCC series with the XC2 championship, going undefeated and notching a record 13 straight wins. Nelson was also perfect and clinched his fifth QuadX Championship after winning all eight races in the series.

Dustin Nelson’s 2011 QuadX season started with a mud race – not exactly how he planned to begin the season. Just hoping to make it through the difficult race, Nelson and his YFZ450R were victorious, beginning his winning streak. Nelson credits the GYTR-equipped engine for powering him and his YFZ450R to great starts, as well as providing reliable power that allowed him to lead the pack race after race.

GNCC XC2 champion and Yamaha-sponsored rider, Walker Fowler is no stranger to the podium, with 2011 making a record 10 GNCC Class Championships. His perfect XC2 season aboard the YFX450X was something that had never been done before in the GNCC Series.

DANNY BRAULT TO KTM CANADA After almost two years at Yamaha-Motor Canada as Yamaha’s Public Relations Coordinator Danny Brault has accepted a position at KTM Canada as the Marketing and Events Coordinator. ATV World wishes Danny the best of luck in his new position and we look forward to continue to work with him and the Orange Squad.

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MOTOVAN TO BE EXCLUSIVE CANADIAN DISTRIBUTOR OF EVS PRODUCTS Motovan, one of Canada’s leading distributors, exporters and manufacturers of Powersports Parts and Accessories, has climbed on board with EVS Sports, the industry leader in advanced technology and innovation, to become their exclusive long term Canadian distributor. Both companies are excited to build upon their already successful and established working relationship throughout this long-standing venture. Motovan focuses on: building and maintaining one of the largest Canadian dealer networks, strong leadership and customer service excellence. These key elements, paired with exclusive Canadian distribution rights on some of the most prestigious brands recognized in the powersports industry are what have ensured Motovan’s position as one of the industry leaders for the past 25 years. The decision to become the exclusive Canadian distributor of EVS products is surely a step in the right direction for both companies as Motovan’s clearly proven track record has resulted in great success for each entity so far.

NEWS

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TIRE BLOCKS

2011 BANNER YEAR IN GNCC ATV RACING FOR GBC MOTORSPORTS

Kenney Sanford of S&S Motorsports has been developing a new run flat system since 2010. Using multiple pie shaped blocks cut from a patented hybrid polyurethane foam. The new Tire Block system has been race tested and developed, proving their worthiness with a SCORE ATV Championship title in 2011.

The Tire blocks can be mounted with minimal mechanical skills in comparison to the other systems on the market. Tire Blocks claim to add less rotating mass than the Tire Ball system and keep vibration to a minimum. Available for MX, XC, or Desert ATV tires, Tire Blocks will be released shortly for 25-26 inch UTV and Utility ATV applications as well. Pricing will vary with tire size but expect to spend between $100-$150 per tire. Look for a full review in the next issue of ATV World Magazine. www.tireblocks.com

A trend became evident at the recent Grand National Cross Country series awards banquet held in Morgantown, WV., on December 2nd. As rider after rider stepped up to the microphone to talk about their 2011 season, many of the top finishers uttered the phrase, “I’d like to thank GBC Motorsports.” Building off of a successful year in 2010, the team at GBC Motorsports hand-picked some of the best riders in the GNCC series to campaign their products in 2011. Earning seven of the Top 20 Overall positions in year-end points, including five class championships, it is clear that GBC Motorsports continues to be a force to be reckoned with. GBC Motorsports' Jeff Pickens grabs a holeshot in the XC1 Pro ATV Class New to the team for 2011, Bryan Cook led the way for GBC by earning a podium at Snowshoe, several top 5 finishes, and #9 for 2012. Kevin Yoho turned many heads in his first season of XC1 competition and his consistency has earned him a place in the top 10 as he prepares for his sophomore season with the #10 on his machine.

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ATV WORLD MAGAZINE

JOHN NATALIE JR. WINS 2011 AMA ATV MOTOCROSS PRO CHAMPIONSHIP John the "IRONMAN" Natalie JR. is now a 2 X AMA ATV Motocross Pro Champion, and was recently the first pro ATV Racer to win a AMA MX Championship on the Can-Am DS450. John Natalie won the 2011 AMA ATV Motocross Championship by finishing third overall in the series finale held at Loretta Lynn Dude Ranch. Natalie tallied 2-4 moto scores and literally earned the third spot on the Pro class podium with an impressive moto-two performance that saw him finish in fourth place after battling back from dead last after a crash in turn two.

25TH ANNUAL TORONTO INTERNATIONAL SNOWMOBILE, ATV & POWERSPORTS SHOW! 2012 Dates have been set for the The 25th Annual Toronto International Snowmobile, ATV & Powersports Show! Mark your calendars for Oct 19 through 21, 2012 for the world’s Largest Snowmobile, ATV & Powersports Show, taking place at the Toronto International Centre. Planning has begun and the 25th year will bring the largest gathering of Powersports enthusiasts in the Show’s history. www.torontosnowmobileatvshow.com

DURHAM REGION’S #1 CAN-AM ATV AND SKI-DOO DEALER ATV WORLD MAGAZINE

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ATV ACCE WO SS RLD

SCENE IT?

24TH ANNUAL TORONTO SNOMOBILE, ATV AND POWERSPORTS SHOW

The OSM Polaris Ultimate Adventure Trip was a huge hit, as thousands registered to win an unforgettable trip to Quebec later this season.

Check out www.osm-mag.com for your chance to enter.

Longer than a line at Tim Horton’s offering free Double-Doubles, the crowds were thick all weekend long.

Lots of side-by-side vehicles were on display at this year’s show. This tricked out Can-Am Commander was kept meticulously clean by special “waxing” models outfitted with lifted shoes for those hard to reach spots atop the cab.

At times this area resembled a kissing booth with the amount of Arctic Cat followers paying full respect to the new line-up.

Royal Distributing once again had a huge booth at the show and gave away more than $100,000 in gift cards and prizes throughout the weekend. Their big box store style checkouts made for hassle free purchases.Royal also showed their support to organized snowmobiling by donating $8500 to OFSC districts.

The pink alley set the mood in Hall 2 in support of the Kelly Shires Snow Run taking place February 3, 4, 5, 2012 at Hidden Valley.

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The Antique and Classic Snowmobile Club of Canada had a choice display of classic iron on display.

No question, old sleds attract a crowd quicker than free denture cream at a nursing home.

The new John Deere XUV-S4 four passenger UTV is big, as illustrated by this excited customer.

In between demonstrating moves from Michael Jackson’s Thriller video, the boys from Legend trailers showed off their latest aluminum haulers.

Back for a second season, reps from Split Rail Skis discussed the benefits of their dual axis skis. By weekend’s end, all had lost their voice after delivering the golden sales pitch time and time again.

Freestyle riders Mullin, Hoyer and St. John threw down and proved they still look good in pajamas.

An unmolested, still in the crate, 250 S/T Mercury was on display inside the CPI Recreational Products/Phantom Snowmobiles booth. It was NOT for sale.

Woody’s traction products in conjunction with Braand sold these tshirts and chance to win a custom painted Fly Racing helmet.

Proceeds were donated to spinal research in an effort to help athletes recover and ride again.

“What kind of Phones are these and why are they so big Mommy? Are they stuck to the wall? How are they supposed to fit in your pocket?”

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TIPS & TRICKS

BY NICK NELSON

Zip Tie Bushing Retainer Use zip ties or safety wire to keep from losing pivot bushings anytime you remove shocks, a-arms, or linkages.

WD40 Cable Maintenance Dry cables make for stiffer control operation and reduced life. You can use readily available WD40 to keep your cables in top shape.

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Best Five Bucks Ever Spent

Grip Strengthener for Winter

A magnetic tray can be picked up at any hardware store for a few bucks. They do an amazing job of keeping your hardware together while working on your ATV.

Exercising your hands for grip strength during the winter will have you at full strength come spring. This simple exercise can even be used during that morning commute.

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ATV WORLD MAGAZINE

RD A W R FO T S A F

NEW!

HD1 Slik-Kote, Machined, Black 12x7, 14x7

HD2 Matte black, machined accents 12x7, 14x7, 15x7

HD2se Gloss black, machined accents 12x7, 14x7

HD2se iChrome 12x7, 14x7

6-Ply Cross Terrain Radial! ✔ Black Diamond delivers crossover performance at a value price! ✔ The tire for all seasons. ✔ Innovative “V” tread pattern bridges the gap between soft mud/snow/sand and hardpack surface performance. ✔ Unique over-center tread elements provide a smooth, controlled ride on hardpack, while offering excellent clean-out in soft conditions. ✔ Specifically developed 6-ply radial carcass delivers the stability needed for UTV applications, while retaining the plush ride characteristics favored by ATV riders. ✔ Extended-wear tread compound retains biting edges longer and greatly increases tire life.

For much more, scan this QR Code with your mobile device or visit

BLACK DIAMOND ATR (3/4-in. tread): 22x11R-9 25x11R-10 23x10R-12 25x12R-9 23x8R-11 23x8R-12 22x11R-10 24x10R-11 24x8R-12 22x8R-10 24x8R-11 25x8R-12 23x10R-10 24x9R-11 25x10R-12 23x8R-10 25x10R-11 24x11R-10 25x8R-11

STITIR E ANDWHEEL .COM

BLACK DIAMOND XTR (1 1/8-in. tread): 27x11R-14 25x8R-12 27x9R-12 25x10R-12 27x11R-12 26x9R-15 26x11R-15 26x9R-12* 26x9R-14 26x10R-12 26x11R-14 *Coming soon 26x11R-12* 27x9R-14 26x12R-12

Distributed in Canada by:

TIPS & TRICKS

BY NICK NELSON

Krazy Glue for Girly Hands A winch is only as good as its anchor. Be sure to carry extra straps, a If you haven’t built up those calluses yet, a few layers of super glue can protect against blisters on a long ride. If it is too late and you are already damaged, a couple of slightly painful layers can make day two’s ride more manageable as well.

Duct Tape Boot Gaiter A simple duct tape boot gaiter can keep your feet dry and comfortable in wet riding conditions. You should always keep a roll of this wonder tape near by.

3m It for Good Gluing the head of a bolt tight to the part is often better than loctite as it can be picked of to remove the bolt without stripping. 3m Super Weatherstrip adhesive can be used to hold nearly any bolt tight, and is a secret of many endurance racers.

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Makeshift Allen Wrench The head of the proper sized bolt can be used for large allens. Double nut the threaded end of the bolt so you can turn it with a wrench.

> MUD, SWEAT & GEARS RANDY HALL

VIP SEATING

ith the cost of everything continually increasing, it’s no wonder that we try to make do with what we have, or adapt what we have to make it work in the capacity we want it to. It may be the fact that what we want something to do now, wasn’t available when it was originally purchased. It may be the fact that adapting something to do a different job is the cheapest course of action. It may be that there is a concern of how legal, legitimate or safe something is.

By now you are probably wondering what the heck we are talking about.

What this is alluding to is the popular conversion of a basic, single seat ATV with a passenger seat, compared to a true two up machine.

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Let’s take a few minutes and look at a 2-up conversion verses a production 2-up ATV. From a legal point of view, a true 2-up machine cannot travel on the roadway, (other than crossing it) even if the second seat is removed (if this option is available) and there is only one person on the ATV. The law states that only ATVs designed for single riders meet the requirements of the province. This is compared to a single seat conversion that you cannot travel or cross a road while carrying a passenger. You can however, drive as a single person down the road legally.

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From a safety perspective, there are a few more things to consider. First, let’s look at the 2-up production machine.

The engineers have specifically designed this vehicle to be operated while carrying either a single person or operator and passenger. The specifics considered are things like “center of gravity” of the vehicle and the “weight distribution points” in relation to the rear axle centerline.

Center of gravity in most cases is simply a concern of keeping most of the weight in the chassis as low as possible, therefore making it more stable and less likely to roll over sideways. By designing an ATV from the ground up as a 2-up application, the engineer will try to compensate through design features, the fact that a passenger will be sitting high on the chassis, (on the seat) and thereby changing the center of gravity during operation. Even with these designs incorporated into the vehicle, you want to be aware that the operating characteristics of the machine will be different with a passenger on board.

By looking at “weight distribution points” in relation to the rear axle centerline, this will prevent the front end from “wheeling” and possibly going over backwards. When looking at a production 2-up, you will notice that the passenger will be seated slightly ahead of the rear

axle centerline. This keeps the extra weight forward towards the front and thereby make it more difficult (although not impossible) for the front end to lift, and help to prevent the ATV from going over backwards. This is simply achieved by increasing the wheelbase length of the ATV over that of its single seat cousin.

This longer wheelbase can have some manoeuvrability concerns, but these could be forgiven by an inherent friendlier ride characteristic. The seat position and mounting, along with the passenger arm rests and foot holds are generally more stable and ergonomic. Heck, some manufacturers even add special suspension to the passenger seat as a creature comfort for those rides that turn into long days.

When comparing a 2-up conversion, we must remember that this ATV was designed specifically as a single person machine. That is why (and this statement could be wrong) you do not find any OEM manufactured accessory seats. I don’t know of any manufacturer that even endorses the installation of a passenger seat. This leaves a vast array of aftermarket “will fit” seats to choose from. Now don’t get me wrong, there are some very good aftermarket seats available. In fact, both my ATVs are equipped with such seats. Price will dictate the quality of the seat, and a wee bit of research to find the best fit for your ATV will be required. This next part is

The two plates (per side) on this seat mounting are very small and could be pulled through the plastic by the weight of an adult .

To get an idea of the size, these are 10mm nuts which are threaded to the U bolts that clamp the seat to the rear rack.

MUD, SWEAT AND GEARS

crucial; you want to pay close attention to your instructions when mounting. Not only for ensuring the proper location, but also the securement of the seat to the ATV. You may even want to reinforce the mounting hardware supplied in your installation kit. I say this after witnessing a seat coming off an ATV, (with the passenger still seated in it) due to the mounting hardware pulling through the

base of the seat, even though it was properly installed. After witnessing this, I promptly reinforced both my seat mountings with plates.

Even if the installation is perfect, you will still have to contend with “center of gravity” concerns, and especially the “weight distribution points” in reference to the centerline of the rear axle.

Generally, when you add an aftermarket

The placement of this aftermarket seat positions the passenger's weight well behind the rear axle centerline. With the right conditions, this could cause the ATV to go over backwards quit easily.

seat, it is installed on the rear carrier and will elevate the center of gravity when a passenger is on board, adversely affecting stability. The next concern is that in most cases, the passenger’s weight will be on or behind the rear axle centerline. This leverage will cause a light front axle weight and will exaggerate the reason the front end may lift, resulting in the ATV going over backwards on even a slight uphill situation. This is some important food for thought.

The previously mentioned information is primarily provided to assist in evaluating the pros and cons of two different vehicles, with respect to a very specific application. Regardless of design, it is important to know the limitations of your specific ATV. After having the opportunity to ride both types of ATVs, (along with a passenger) and since I primarily ride offroad with very limited road travel, usually with a passenger, my next purchase most likely will be a production 2-up ATV. But ….. until I convince my Wife that a true 2-up ATV is more important than hardwood flooring, you will find me out and about, enjoying all that the East Parry Sound and Nipissing Districts have to offer on my 2-up conversion.

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ATV WORLD MAGAZINE WOULD LIKE TO EXTEND THE FOLLOWING RECOMMENDATIONS TO THE ENTHUSIASTS BUILDING THESE PRIZES:

007 STYLE This is one cool machine! The Quadski travels on both land as a typical quad, and transforms into a watercraft. Straight outta 007!

1. ALWAYS WEAR A HELMET 2. ALWAYS USE FOUR WHEELS 3. ALWAYS RIDE RESPONSIBLY 4. NEVER HAVE THE CAMERA ROLLING WHEN YOU TAKE‘ER FOR THE FIRST TEST RIDE

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WHADDYA SAY? As Uncle Vladamir shouts to lift the garage door, it’s too late before he realizes Jimmy doesn’t speak Russian.

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DON’T TELL MOM Maybe Dad should have actually shown Nikki a few things before sticking aboard a full sized quad. You’re one tough cookie Nikki.

MUD BATH

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When asked if he hurt anything, Mike could only reply, “Just my pride”. We feel ya Mike. We were embarrassed for you just watching it.

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BOGGIN’ FOR YUPPIES Want to stay clean and pretty while rippin through deep mud bogs? Check out this long-legged bad boy!

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WHO SAYS ATV’S CAN’T SWIM? A lot of speed, a little gumption and a dash of skill and you can make these machines hum across the H2O.

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Marketer Shows, OSM, ATV World Magazine, Outback Canada Publishing Inc, Richard Kehoe Productions, Inc. and its affiliates are not responsible for the content or actions of others in these videos. The comments expressed and the activities performed in these videos do not reflect the opinions and position of Marketer Shows, OSM, ATV World Magazine, Outback Canada Publishing Inc, Richard Kehoe Productions, Inc and its affiliates and is no way an endorsement of such comments or activities. Always wear a helmet.

HOW How-To with ATV WORLD

INSTALLING POWER STEERING ON A POLARIS RZR

Power Steering is a revolutionary new addition to the sport UTV market.

Light, effortless steering at slower speeds is coupled with steering stabilizerlike control of negative feedback to the steering wheel. With the addition of power steering, gone is the feeling of having the wheel ripped from your hands when you catch that tree root, rain rut or rock. With all of the advantages, you would think that every UTV would come with EPS, but they don’t.

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START WITH A CLEAN MACHINE

ROTATE THE STEERING WHEEL

Start with a clean machine. Remove the seats, front hood and storage container. For 09-10 models, you will also have to remove the shift knob and center console. Our XP unit had an SSV center subwoofer pod and this had to be removed as well.

Rotate the steering wheel to a position that allows you access to the lower steering shaft retaining bolt. You can access this bolt from the driver side wheel well, or on the XP version you can get to it through the front hood opening. Remove bolt and discard as a new bolt is supplied with the kit.

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Last year’s Robby Gordon version of the RZR4 came with Polaris EPS, but the XP and standard models were skipped over… or were they?

Polaris recently released a complete bolt-on power steering kit for the 09-11 RZR and 11-12 RZR XP models. The Polaris power steering kit is the same one found on the Robby Gordon RZR4, and to our surprise, our 2011 XP was already wired for it.

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REMOVE THE STEERING WHEEL

REMOVE THE STEERING PIVOT

Pop the center plug out with a flat screwdriver and remove the large nut that is behind it. With your knee behind the wheel applying outward force, strike the center of the steering shaft with a brass drift. The outward force and shock will break the wheel loose so that you can remove it. If you don’t have a large brass drift, you can install the nut part way onto the shaft, using it to protect the threads while you hit it with a hammer and punch.

Remove the steering pivot by disconnecting the tilt cylinder and removing the side pivot bolts. Retain all hardware and pay attention to the order of washers and spacers for reassembly purposes. Remove the lower steering shaft from the steering rack and pull it through the floor into the driver’s compartment. Remove the four nuts that retain the throttle and brake assembly.

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INSTALL BRACKET

INSTALL THE EPS UNIT

Install the supplied bracket onto the EPS motor as shown. Pay attention to the direction that the bracket mounts. Torque all four supplied 10mm bolts to 20-24 foot pounds. Test fit that the splined shaft end slides onto the EPS shaft when lined up correctly. They should both slide on easily without force. If they do not, open the split part up slightly with a large screwdriver.

Slide the new supplied lower shaft through the floor and onto steering rack splines. Be sure to put the end that takes a 10mm bolt through the floor and onto the steering rack splines. Install the new M10 retaining bolt and nut.

Carefully install the EPS unit into the lower steering shaft. Pay attention to the skip tooth on the EPS shaft, as this will line up with the split in the steering shaft. DO NOT STRIKE THE SHAFT DURING INSTALLATION AS PERMENEANT DAMAGE TO EPS MOTOR CAN OCCUR. Try using a sharpie to clearly mark the skip tooth on the shaft, as you will be installing it standing on your head, underneath the dash of the car. Once you slide the EPS unit into the shaft, bolt the bracket to the four throttle/brake mounting studs, using the nuts that you removed in step four.

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PLUG IT IN

INSTALL UPPER STEERING SHAFT

Torque the M10 joint hardware to 28-32 ft. lbs. and the M8 upper joint bolt to 15-19 ft. lbs. Connect the power steering harness connections to the mating connectors on the power steering motor. Our 2011 XP had the EPS connectors already built into the main wiring harness. A 2012 XP has the plugs under the dash, but you will need to use a supplied sub harness. 09-10 RZR will require the installation of another harness that goes from battery to multiple other plugs under the dash, and then to the EPS unit. This harness is supplied from Polaris, along with complete instructions on hooking it up.

Install upper steering shaft onto the EPS motor, being sure to align skip tooth with split in shaft knuckle. Once again, components should slide together easily. Do Not Strike components, as damage can occur to EPS motor. Reinstall the steering pivot assembly, being sure that all spacers and washers are installed on the new shaft just as they were removed.

Straighten the wheels and install the steering wheel. Torque 6m upper shaft retaining bolt to 12-14 ft. lbs. Install supplied plastic cover over EPS motor and reinstall your seats.

Test drive your RZR with caution to make sure everything is working properly, and that it does not pull to one direction or the other. Enjoy your new power steering.

ATV WORLD MAGAZINE

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BY NICK NELSON & PAT BOURGEOIS

GONE

WILD FIRST RIDE TWO TAKES

ARCTIC CAT WILDCAT

THE HYPE SURROUNDING THE NEW ARCTIC CAT WILDCAT SIDE-BY-SIDE HAS BEEN AT A FEVER PITCH SINCE CAT OFFICIALS LEAKED A PEEK-A-BOO, FIRST LOOK OF THE PURE SPORT VEHICLE NEARLY A YEAR AGO.

F

inally, the moment the staff at ATV World had been longing for had arrived; our first flog behind the wheel. By now, we had poured over the technical details and specifications of the bright green beast like a 10-year-old would a Christmas catalog. From every angle, the new Cat was bubbling with the “right-stuff” and the crew from Thief River Falls, Minnesota made it no secret that the target was the sport class leading Polaris RZR-XP, from their long-time rivals located just 60-miles to the north in Roseau, Minnesota.

In many ways, the Wildcat marks the most significant new vehicle launch for Arctic Cat since they first entered the ATV market with the 454 Bearcat nearly 20 years ago.

With all their chips pushed into the proverbial off-road market pot, ATV World treated the first ride opportunity with equal importance, sending experienced desert racer and editor Nick Nelson, and long-time industry veteran and recreational trail rider Pat Bourgeois to give the Wildcat a one-two first ride evaluation. Here’s their take.

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GONE WILD • ARCTIC CAT WILDCAT

NICK NELSON A RACER’S PERSPECTIVE When I got the invite to meet up with the Arctic Cat guys and drive the new Wildcat 1000i HO, I quickly accepted, asking where I would be heading. To my surprise they were debuting their new sport UTV in the high desert OHV area of Barstow, California.

Barstow is less than 100 miles away from my current stomping grounds, and home to countless off-road races every year. Known for intense, trophy truck whoops, and rocky terrain, the Barstow desert courses are always a true test of man and machine.

Wildcat pictures and info had been circulating around the net for a while, and the rumors of it being a RZR killer were flying high. Looking purely at the numbers, the RZR XP might have its hands full, and we couldn’t wait to find out. With a 951cc engine, 17 inches of front wheel travel, and 18 inches in the rear, Arctic Cat meant business and the Wildcat has the potential to eat whoops and rough terrain for breakfast.

Getting into the Wildcat for a quick loop around camp, the ultra-light low speed steering reminds you how awesome power steering is on a UTV. The first drive also leaves you wondering why every manufacturer does not include EPS on every UTV. I personally have a ton of seat time in the RZR XP, and couldn’t wait to get behind the wheel of the Wildcat for a comparison. Right from the start, Arctic Cat gets props for having factory doors.

They look cool, and more importantly, they will keep occupant’s feet and legs safely in the vehicle. The doors latch well, appear to be lightweight, and exhibit minimal rattle. Doors like these should be the rule, not the exception in the sport UTV market.

HAMMER TIME With considerably more travel and over 10-inches of additional wheelbase, the Arctic Cat should dominate the field in deep whoops. And it does! Arctic Cat picked the perfect venue in Barstow as the Wildcat 1000 is a whoop-swallowing animal. The Wildcat has the wheel travel to take on the deep ones, and the extra long wheelbase allows it to stay level and straight, whether skipping over the tops, or pounding out the ones that are too big to top.

Even though the Wildcat has more travel than the XP, its seat height is lower

Equal length header pipes snake their way from the big bore V-twin and dump the burnt charge into a single, over-sized exhaust can at the rear of the vehicle.

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so you feel very stable and planted to the ground. The Wildcat’s shock valving seems to work better the more you abuse it. While fairly plush in the initial stroke for the smaller bumps, it really shines when you hammer it into the big stuff.

Big G-outs are soaked up with authority; tons of travel and wheelbase allow the car to soak up unexpected big hits and still stay straight, level, and in control.

During our photo-shoot, repeatedly hammering the Wildcat through a stretch of nearly waist deep whoops really showed what the Wildcat was made of. Speeds and confidence grew simultaneously as we

Forward latching doors are standard on the Wildcat. No funky and messy netting, easy actuation, along with automotive style shoulder belts with no cinch hardware, gives the Wildcat the best stock cockpit security/safety equipment on the market.

2012 WILDCAT made each pass. This is also where the Wildcat showed its first weakness. Turning the Wildcat around at the end of each pass takes a great deal of space. Its super long wheelbase that makes it so great in the whoops also hampers its turning radius a great deal.

Clutching on the Wildcat is also geared toward mid to top speed performance, which also probably hurts the turning performance. With power being directed away from the bottom end, it’s harder to keep the rear wheels loose to drift around corners. I truly believe aftermarket clutching will be able to help this situation, while still keeping plenty of usable top speed.

So is the Wildcat 1000i an XP killer? With limited ride time on it as of yet, I would have to say no. It will definitely eat it up in repeated deep whoops, but as tested, the stock XP should run circles around

it in tighter terrain. In stock form, the Wildcat pushes in the corners, and is a little spongy, but handles great in rough terrain. Massive travel and wheelbase should make it the vehicle of choice for this year’s King of the Hammers race, and it will definitely be a force to be reckoned with in the Desert Racing scene. The Wildcat should also have the potential to be a winner anywhere it competes, with the proper set up.

To truly answer, we can’t wait to get our hands on a test unit for a true head to head shootout in the near future. We will be running them head to head in the dunes, the desert, and at a WORCS type course for some real answers. The Wildcat 1000i is definitely going to be a big seller/performer out on the west coast. It is definitely going to be cool to see a new competitive player out in the desert and dune scene.

Bigger riders will love these seats. They serve up extra width, offer nice padding, and feature large side bolsters to keep you secure in rough terrain.

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GONE WILD • ARCTIC CAT WILDCAT

PAT BOURGEOIS BIG PICTURE PERSPECTIVE I couldn’t help but think back to my very first ride aboard an Arctic Cat ATV as I geared up to ride the all-new Wildcat in Barstow, California. It was in the late fall of 1995, somewhere in the foothills of the Tennessee Blue Ridge Mountains that I attended the North American press launch of the company’s first ever ATV; the Bearcat 454. Too young and perhaps more accurately, too “green” to recognize it at the time, the launch was one of incredible importance and significance for the small snowmobile company from northern Minnesota.

Those same feelings now surrounded the Wildcat encampment in the Mojave Desert.

Much has changed in the off-road market since Arctic Cat joined the party in 1996; ATV industry sales have fallen on hard times and the side-by-side market has experienced an explosion of growth led by Cat’s arch nemesis, Polaris with both their utility based Ranger line-up and more recently, their pure sport RZR models.

Arctic Cat joined the UTV ranks in 2006 with a “me-too” model that satisfied existing Arctic Cat faithful, but did little to

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capture significant chunks of the exploding side-by-side market. Enter the Wildcat.

The Wildcat is nothing short of a double-barreled, large caliber elephant gun, ready to shake up the status quo, garner oodles of attention, and make would be sport UTV buyers sit-up and take

We found only slightly more floorboard and pedal room within the Wildcat. Our size 13 boots were still too close for comfort.

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GONE WILD • ARCTIC CAT WILDCAT

Arctic Team Product Manager Mark Esala noted the Wildcat has been a project within the walls of Arctic Cat well before the RZR XP, or even the RZR-S were introduced. “We saw the industry split happening between the two categories and we (Arctic Cat) knew we wanted to go to the extreme if we entered the sport side of the business.”

notice of a viable option to the current lone wolf RZR XP. The Wildcat is fast, extremely capable in the worst terrain, and in true Cat form, brazenly outspoken of its intent. This was the Arctic Cat company I had come to know in the snowmobile industry since I was first introduced to the brand in the early 1970s, and now that personality had finally surfaced under the warm desert sun.

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calibrated Walker Evans shocks makes the Wildcat the most adept big bump side-byside on the market, period.

The near 1000 cube motor produces a damn sexy exhaust note as spent fumes exit via a ceramic coated, dual head pipe to a single, oversized, rear exit can. At full stomp, we experienced top speeds near 72mph; very much in line with the RZR XP. However, top speed clutching sacrificed bottom end grunt. A sluggish backshift and the longer wheelbase gave the Wildcat a more docile feel upon exiting

EXUDES EXTREME

for the Wildcat first ride for its wide-open runs and seemingly never-ending series of large, 3 to 4 foot whoops. A test bed haven for off-road trucks, including megadollar trophy trucks, the never-ending train of trucks testing in this area creates the massive whoops. With its stretched 90inch wheelbase, which as Nick pointed out is 10-inches greater than the RZR XP, the Wildcat can tame the uneven cadence of large rollers and sharp edged chop with amazing stability. The combination of wheelbase, huge travel range, and well-

There’s little about the Wildcat that doesn’t speak to the capabilities of stretched and long-legged, sport focused side-by-side. Built on an exoskeleton chassis, the staggering suspension travel, ground clearance, wheelbase, and bore of the V-twin motor are all brash chunks of engineering evidence of both the vehicle’s intent and capabilities.

The standard reverse hinged doors make entering and exiting the Wildcat fluid, and coupled to an “H” framed roll cage that eliminates the perimeter bar directly above the entry point, the new Cat is perhaps the easiest of all sport UTVs to slip into and out of. Once settled in, a high backed and well-bolstered seat “hugs” the pilot and occupant, more so than the somewhat “flat” buckets found on the target RZR. The overall seating position feels much lower and more planted than the RZR. Legroom and pedal spacing however, is perhaps marginally better, a complaint associated with all side-by-side vehicles for those pilots with long legs and bigsoled feet. An adjustable steering wheel and easy to actuate center mounted shifter, caps off the cockpit ergonomics.

No doubt the Barstow area was selected

The 5-link rear suspension was developed in order to allow the Wildcat to deliver its insane suspension travel numbers. According the Cat engineers, such a system allows them to better control the resulting negative geometry associated with big wheel travel than other suspension designs.

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GONE WILD • ARCTIC CAT WILDCAT

corners, or looking to lighten the front end upon entering trail chop. While ultra aggressive riders may crave more, the clutching package makes the over-the-top capabilities of the Wildcat more applicable to a wide range of riders and terrain, beyond the wide-open desert speeds we experienced in Barstow.

A steering rack coupled to electronic power steering gave the Wildcat extremely predictable and positive steering traits.

The speed sensitive assist was never too little or too much, and the bump steer appeared well controlled. Initial turn-in was precise and rarely did we over-steer upon entrance, thereby requiring countersteer past the apex. Where go-fast desert racers like Nick would like to see both a quicker ratio and tighter radius, the more relaxed steering response should once again make the Wildcat more approachable to a broader scope of riders,

The “H” type roll cage allows for easier entrance and exit due to its open exterior design.

and make for a well mannered trail machine, save the most technical and tightly twisted trails.

A 40/60 front to rear weight balance contributes to the straight-line stability and near flat in-flight characteristics exhibited.

Compared to the stock RZR XP, which has a tendency to unload the rear axle and land nose first, the Wildcat delivered near flat flight on most launch points.

The initial target of the Wildcat is clearly the wide-open desert and dunes of the southwestern United States. In fact, while we were in Barstow, members of the Arctic Cat sales force were busy seeking out dealerships and key influencers in this region. But while this area of the country is key to set the stage, it’s the rest of North America that will determine the big picture success of the Wildcat.

While I can’t help but believe a tighter turning radius and shrunken vehicle dimensions will help broaden the appeal of the Wildcat in more heavily wooded and technical terrain locales, the foundation of the Wildcat is truly a homerun. Future variants, regardless of the size, will be based upon a chassis and suspension that, by early indications, should be a winner both on the race track and off it. ✪

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BORE WAR HEAD TO HEAD - WE PASS JUDGEMENT

BY PAT BOURGEOIS

hile scientific studies have yet to examine the subject, the direct link between testosterone and displacement is outwardly apparent. Few things in the world make a scruffy male become more excited, other than cold long necks and the female body, than an overabundance of horsepower, rumbling with a heavy cam lope.

Horsepower of this nature isn’t only addictive, but it also inevitably begets more.

So, it wasn’t really surprising when ATV World learned that both the Polaris Sportsman XP 850 HO and the ‘nearly new from the ground up’ Can-Am Outlander 1000 entered the 2012 mix with, drum roll please…more power.

This past fall, with Mother Nature serving up heaping helpings of damp forest floor traction, we had the opportunity to rally these two ego boosters’ head to head. The day was filled with tight trails, long- stretches of rail to trail speed runs, and end of the day low speed utility shenanigans. Here’s how the jury called it.

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BORE WAR

POWER No surprise here that both the Can-Am and Polaris serve up plenty of the workload measurement. Both utilize twin cylinder designs to generate big number energy at the crank, with Polaris doing so in a parallel design, and Can-Am going the V-Twin route. While Polaris was elusive on the specifics, including real world numbers, the new 2012 850 is said to produce more of the powerful stuff, with up to a 20% boost at bottom end for improved off-the-line acceleration.

Marketing hyperbole aside, most third party sources we’ve spoken to have the new 850 pegged at or near 76 ponies at the crank. That’s up slightly from a previous low 70s mark.

The Outlander 1000 rumbles into 2012 with an all-new 976cc Rotax secured into a revised frame. With more displacement, the Rotax expectedly puts forth more power. According to Can-Am, the new mill should spool to 82horsepower, with a broad torque curve to compliment. While the number is only slightly more on paper, the Outlander is a beast off the line compared to the Polaris.

The front tires lurch skyward when stabbing the throttle, and on loose terrain, the big full liter ride goes from angry to hostile; spitting rocks, limbs, and small unsuspecting critters into its wake.

The Polaris comes across as more refined in power delivery, with a smooth idle and linear delivery. Once rolling, it becomes a dead heat and a toss up for top speed honors, with both speedos showing an indicated 74mph, give or take.

Verdict: Outlander 1000 XT – while the Polaris was less harsh in its delivery, the big block staccato exhaust note and in your face, out of the hole launch of the Can-Am was simply too damn fun to ignore.

HANDLING In a category this broad, we have to admit that in some ways we only scratched the surface of all the different types of terrain and situations one could encounter. Still, we managed to click off 100-plus-miles and in the process, traversed a variety of trail conditions, including some end of the day utility situations while repairing tree stands in preparation for the forthcoming firearm deer season.

Both the Polaris and the Can-Am feature electronic power steering with speed sensitive assistance that varies in relationship to speed. The Can-Am system however, takes that technology a step further with three separate selectable levels of steering assistance (minimum, medium, or maximum). Dubbed Tri-Mode

In order to control the rumble of the big 1000 V-twin, Can-Am engineers mounted an oversize silencer at the final exit point for the spent charge. While it may look utilitarian, the exhaust note is sweet music.

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The independent rear suspension found on the Polaris is extremely compliant, soaking up even small trail debris, yet able to accommodate an oversized load.

Dynamic Power Steering, (DPS) and only available on the XT packaged version, the system employs a large 50-amp motor and quick response sensors to minimize steering response times.

Both quads featured double A-arm front

Dubbed the Trailing Torsional Independent (TTI) rear suspension, the simple trailing link design with sway bar is amazingly simple, and touts far fewer moving parts and links than other independent rear designs.

suspensions, with the Polaris utilizing a multi link rear, and the Can-Am stroking a much simpler appearing trailing arm set-up.

Despite the sophisticated power steering system found on the Can-Am, we found it still required more effort in tight wooded trails in comparison to the Polaris. While handling was more precise with the Outlander, especially upon initial turn-in, the easy effort and true tracking of the Polaris from corner apex through exit, made the Polaris in many ways, much easier to ride.

Verdict: Sportsman XP 850 HO – both ATVs were light footed in the tight trails, given their size and might, but the Polaris was the cream puff to the Can-Am hard roll, and after 50 miles of wooded trails, the Polaris became the bike of choice due to its easy to ride nature.

COMFORT When Detroit was building ground pounding muscle cars in the 1960s and early 1970s, comfort was a word that was rarely uttered in conjunction with those high-powered, point and shoot blocks of American iron. Such is not the case in the big bore ATV world. While significant power lurks between the floorboards, both the Sportsman 850 and Outlander 1000 can serve up a ride that is as comfortable as it is speedy.

Staying true to its easy and relaxed demeanor, the Sportsman delivered a ride that was exceedingly plush. In small chop or rocky sections of trail, the Sportsman shined, isolating the rider from the terrain. As speeds increased, the big Roseau buggy just got better.

Where the Polaris was plush, the Outlander delivered a ride that was more fitted to the situation. While never jarring or harsh, the aggressive performance of

Found only on the XT package, the wrap around front and rear bumpers give the Outlander a level of toughness both in looks and in the woods. The plastic end caps, while stylish, offer no protection and were jettisoned quickly once we hit the woods (literally).

the Canadian quad was matched with a ride quality that leaned more towards performance versus the overstuffed chair feel of the Polaris.

Ve r d i c t : Sportsman XP 850 HO – If you’re looking for a more precise and sporty ride, then the Outlander is the better option. However, if you have visions of throwing a leg over a Stay Puft Marshmallow, the Polaris gets the nod.

ERGONOMICS How a quad fits plays such an important role in virtually every other attribute of a vehicle, that it’s hard to believe that it was often a design afterthought during the early days of the

Some call it a boat cushion, but we call it damn comfortable. The wide and well-padded seat is perfect for long days in the saddle.

ATV industry. Today, ergonomics is often considered one of the most important measurements of customer satisfaction with a vehicle.

From handlebar width and controls, to seat shape and storage racks, ergonomics is best described as how well human elements interact with the comfort and functional designs of a vehicle. Get it right and an ATV feels natural and transparent to the rider. Get it wrong, and the vehicle can be nothing short of awkward.

Today it’s rare to find an ATV that misses the ergonomic mark completely.

More often, it’s how adaptable a vehicle is to different size riders and their riding styles that separate an ergonomic homerun from a foul ball.

We found the gear selector on the Outlander to be too small and finicky.

The detents on the cowl and within the transmission itself are difficult to secure, and makes quick shifts from forward to reverse difficult.

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Even with most of our test riders carrying a frame in excess of 6-feet, we found both quads to be oversized for our liking. The Polaris sits tall, with a wide console and equally wide seat. Even our tallest rider felt the Polaris was simply too big. That gripe, combined with outdated controls, a long throw throttle lever, and a brake lever that was both hard to pull and delivered little to no feedback, were all knocks against the Roseau breed.

On the flip side, while still large in overall

size, the Outlander touted a more compact workspace, keeping the distance between the bars, seat bun, and running boards in a more tightly compacted triangle, and thus, more appealing to more riders.

Verdict: Outlander 1000 XT – The just right cockpit, coupled with vastly newer controls, easy and short throw throttle, and a brake lever than could actually communicate what was happening at the caliper back to the fingers, gave the Can-Am the win.

While the Polaris controls are dated in form, it’s hard to argue the function of the all wheel drive switch. We never question what mode we were in, even when selecting on the fly.

An oversize rear cargo box touts an easy to use latch and flips down to reveal a deep storage compartment.

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WORK ETHIC Despite being categorized as utility ATVs, the work side of the equation is often overlooked, as manufacturers, media types,

A standard skid plate runs the entire length of the Outlander, protecting the all-new Surrounding Spar Technology (SST) chassis from debris.

and customers alike tend to fixate on the more glamorous elements of power and handling. Yet, when the glory of a spirited trail romp is over, many ATVs and their owners still find themselves overburdened with gear and tools, and puttering about at just above walking speeds.

While the bulk of our time was spent on the trails, we found ourselves in the waning hours of sunlight with loaded racks and a string of deer stands needing repair.

Low speed maneuvers with both units are at times, a challenge. With so much power on tap, gradual and smooth clutch engagement requires a deft touch on the throttle. However, with low gear engaged, keeping the pace on par with a snail is surprisingly, easily achievable.

In low speed maneuvers the Polaris was the better companion, thanks to a more fluid shift lever with easy to find detents, and buttery smooth power steering. However, the Outlander proved the better of the two when securing a load. While the Polaris featured an integrated front storage box, we frowned on the small size of the box, along with its smooth top surface and poor tie-down supports.

The rear rack of the Sportsman features these stylish and integrated tie-down points.

They work well until the load is oversized and ratchet straps come into play.

The flip-top front box on the Sportsman offers up some handy storage, albeit shallow.

However, the water resistant lid reduces the functionality of the front rack.

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Verdict: Sportsman XP 850 HO – The smooth shifting and ability to navigate tight confines with greater precisions gives the Polaris the edge, but the racks are marginal at best. While we agree that composite racks will outlast the metal racks of old, today’s modern racks are more about looks and less about function.

SEXY AND I KNOW IT It’s often said that beauty is in the eye of the beholder, and depending upon where your brand loyalty lies, the most appealing quad most likely follows those love lines. Color aside, (both the Outlander and Sportsman XP are available in rainbow of colors as well as camo) this is a comparison between a gentleman and a bully.

Wearing the same cut suit as it has for several years, the Sportsman is a combination of clean lines and simple taste. Nothing will shock you and the 14inch cast wheels look like they came straight off a 1980s Cadillac. Conversely, the Outlander stands angry, with sharp angular lines, wrap-around bumpers front and rear, and Smokey and the Bandit honeycomb cast wheels. In many ways, the looks mirror the demeanor of these bikes.

A standard 3,000 pound Warn winch is part of the XT package and features a roller fairlead, wired remote control, and a clean mounted switch at the handlebar.

Verdict: Outlander 1000 XT – No man wants to be seen driving a minivan. While the XP looks tough standing solo, it pales when the Outlander enters the picture. It’s time for a Sportsman refresh with modern day controls, real bumpers, and macho wheels. ✪

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The Polaris rear cargo box is smaller in size and features a more simplistic, yet positive latching mechanism.

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Behind the front cast wheels, large disc brakes handle stopping duties. We’d like to see more feel and reduced lever effort.

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WINTER

BUYER’S GUIDE

QUADRAX 2500 WINCH Pulling less out of your wallet, the Quadrax 2500 winch kit comes fully equipped with a remote control, a mini switch, a fairlead adapter plate, the roller fairlead, a contactor, the cable assembly and the hook. It has a capacity to pull up to 2500lbs (1134kg) with its 12 V 1.0hp permanent magnet motor, a 136:1 gear ratio and cam activated clutch. All of that with a suggested retail of 219.99$ CDN. Available from www.motovan.com

ULTIMATE HEAT CONTROL MODULE

PULLZALL FROM WARN Leave it to Warn to create another product that everyone needs. The PullzAll is a first of its kind portable, corded or cordless tool that can lift or pull up to 1,000 lbs.

Weighing in at only 18lbs, its portable capabilities make this tool useful for pulling ATV’s into trailers, move heavy trees, stretch wire fence, or get your buddy out of the bog who didn’t install a winch on his UTV. This handy tool needs to be packed for all ATV excursions. The PullzAll cordless version includes two rechargeable 24V battery packs. Available from www.warn.com

The Symtec 4 Zone heat controller, designed for all ATV models, controls 4 different accessories which could include; a seat heater, heated hand grips, thumb warmer, and vest or foot warmers.

Basically it is 4 independent controls sharing one set of display LEDs and set up buttons in a very compact package. Each accessory can be set at any of 5 power levels. Features include memory of your settings after you shut down. Equipped with little adjustable intensity LED Light making the heat location changes easy and simple, keeping warm on those cold fall and winters rides is now a synch! The control can only replace your existing 2 zone without any wiring changes if needed to be. Features includes; Easy to Install Heated Grips (Requires WD-40), 5 Levels of Heat for Each Grip and Thumb and Power Level Memory. It’s what we like to call a simple and useful non-performance accessory up grade!

Available from www.motovan.com

PRO MAX PLUS WINCHES New for this season, this already fully packed Winch System now includes some premium amenities. It has a mini rocker switch, new gen fairlead, quick connect, wireless and wired remotes and a 3/16' x 50' (15M) Synthetic rope. 2500LBS, 3500LBS and 4500 LBS. From Only $209.00 at Royal Distributing. www.royaldistributing.com

SUBMARINE SNORKELS Submarine Snorkel Kits are without a doubt one of the highest quality snorkels on the market today. Tested and proved, these snorkel kits are not released until they have been used and abused by Team Submarine in the worst conditions found in southern Louisiana, Mississippi, Texas and Alabama. All Snorkel kits are designed with performance in mind, Dyno tests have proven that properly designed snorkel kits increase airflow and give you more power. Available at www.royaldistributing.com.

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SYNERGY ELECTRICALLY HEATED RIDING APPAREL The lightweight design and construction is what makes the Synergy Heated Riding Apparel a step above all. It utilizes a flexible carbon fibre heating element system which gives you the warmth during all weather conditions, without the bulk or discomfort usually found in heated suits. With expanding sides, which helps with the fit and comfort, and a water resistant three temperature solid state controller, the apparel has all the bells and whistles you will need in a heated suit. Plus, with the thin lightweight design, your buddies on the winter ride will not know you are wearing it and make those envious, yet cruel, comments on your man-hood and the need to wear a heated suit. Get used to saying…“yes it is hot, and no, you cannot borrow it” Available in Jackets, Vests, Pants and Gloves. Available from www.gammasales.com

U-KON SNOWPLOW KIT The Universal snow-removal system by Kimpex is simple and solid by the ingenious design. With no tools required (except for first installation) the U-Kon Snowplow utilizes the rear hitch of your ATV and an electric winch lift system (not supplied). Simply drive over the system, lift in place, and you are ready to plow! The 50” blade has an upgraded curve for better plowing performance and the 5 blade angles are adjustable without tools. The best part; the blade angle comes with a supplied cable that allows you to adjust the angle without ever having to get off your seat! Come on, really? www.kimpex.com

MATTRACKS How would you a track system that not only fits your ATV/UTV but also your 4x4 Sub-compact and Compact SUVs and Trucks? MATTRACKS has now bridged the gap between the automotive based Mattracks and the ATV-based Litefoot lineup with the new and long anticipated 65M1-A1. This is the first system in the Litefoot ATV Lineup to be automotive approved for vehicles with GVWs under 5,025lbs. Whether for work or play, these tracks will get you there. Also, just think how cool you will be when you roll up in your ZR-2 Blazer with a set of rubber tracks as your tires.

Available at www.mattracks.com

PATHPRO RCS CAB SYSTEM This little addition to your UTV will change the way you look at winter ATV riding. The PathPro Rapid Convertible System (RCS) Cab system from Curtis Industries is a modular design that can be completely removed in 60 seconds without the need for tools. The RCS system includes all required body panels, windshield and side doors. The windshield can vent, or be wide open, and allows for the use of an optional wiper, and the doors can covert to ½ doors without tools.With this add-on to your UTV, you will be the envy of all your ice fishing buddies and may we suggest bringing a little portable 12V heater.

Plug one of those in and you will be cruising in your shorts and t-shirt! Made for Rangers, Rhinos and Teryx. Available from www.curtisindustries.net ATV WORLD MAGAZINE

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THINK PINK, PINK ATVS...

TRAX4 BREAST CANCER 3RD ANNUAL EVENT IN PARTNERSHIP WITH HONDA SPRING JAM 2012 THE LARGEST ATV JAMBOREE IN CANADA APRIL 27 & 28, 2012

he 3rd Annual TraX4 Breast Cancer Event is right around the corner and registration and fundraising are well underway for this amazing event! Honda Spring Jam is well known for an ATV experience for the most avid quad riders on the best trails Ontario has to offer, in the Parry Sound/Georgian Bay area.

The unique ATV Village provides all attendees and the general public with an exceptional

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experience! You can see, touch and drive the latest Honda and other OEM’s ATVs on a real ATV trail! The rest of the weekend is jam packed with events like the Honda TraX4 Breast Cancer Pink Ribbon Ride, Poker Jam, Rumble Ride through the town of Parry Sound, and that’s just Day1! Day 2 is a full day of superb Georgian Bay trail riding. For the most advanced rider there’s dramatic rock, inclines, declines,

mud and water. For beginners and intermediate riders a long distance trail meets the bill with spectacular scenery at every corner.

Co-Founded by Suzy & Tracey, TraX4 Breast Cancer is an ATV chapter that supports the Kelly Shires Breast Cancer Foundation which in the last 12 years has raised over $2.5 million dollars to support those in need! The uniqueness about this foundation is that it is a volunteer based organization that is filling a void in the community for those men and woman battling breast cancer across Canada.

Most people do not realize the financial impact that a diagnosis and treatment has on a person, as not everything is covered by private or public health care systems. The expenses involved with undergoing a diagnosis and treatment can add up quickly. This comes at a time when those diagnosed may have to stop working for the 6 months or more that they need to undergo treatment, which leaves them with reduced or no income to cover their day to day expenses.

Most people do not realize that all costs involved are not necessarily covered by private or public health care programs. This is where the charity helps to fill the void. Through the application process, we are able to help relieve some of their financial stress, giving them peace of mind financially and allowing them to focus on what is important - their recover Ok, now I understand how the charity helps, but what actually happens on the weekend of April 27 & 28?

For those that have attended previous year’s TraX4 Breast Cancer Event or Honda Spring Jam, you will know that this weekend is one

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filled with great ATV trails, great memories and lots of new friends, and it is an event that the WHOLE family can participate in!! Children under 16 are welcome at no additional cost, and we ask the over 16s to participate by fundraising for a great cause. A lot of people participate because they have been personally touched by this disease, and others because they know that they can make a difference to someone that is currently going through it.

Either way, this event is one to remember!!

So what exactly does my fundraising cover at the event and what happens on the weekend?

The whole weekend is run from our central command station at the Foley Fairgrounds, Parry Sound. Friday April 27 starts off at 9am with registration, and the ATV Village opens for those that want to try out the latest, greatest ATVs on real trails! For those wanting to

participate in the Poker Jam, the vendors will be waiting for you!

At 12pm, the fundraising participants for TraX4 Breast Cancer will head off to a special location for the exclusive Honda Pink Ribbon trail ride!! Upon our return to the fairgrounds, get ready for the Rumble Ride departing at 6pm! This matchless ride will take participants throughout the town of Parry Sound with the view of Georgian Bay in the sunset, through the harbour and then make a nearly 250 ft. ascent up to Tower Hill. This is a unique parade with over 250 ATVs participating every year!

On the morning of Saturday April 28, riders will be treated to a full buffet breakfast before heading out to the ride staging areas. Then, get ready for another day of awesome riding! The Classic Jam on Georgian Rocks has water, mud, rock, and major climb and droppage. 4WD is the only way you can master this trail! Grand Trunk & Grand Trunk Premium travels on the historic old Grand Trunk Railway bed, through the 1890s ghost towns of Swords and Sequin Falls and covers nearly 150 kms. At the end of the day, everyone is welcomed back with a 5 star dinner catered by the Log Cabin. Part of the dinner includes the opportunity to bid on some exciting silent auction prizes before the evening closes.

For those still raring to go, an optional Sunday ride is available! You will be amazed at what this weekend event has to offer you!

To register, learn more about the event or to make a donation, please visit trax4bc.com. For more information on the charity or to apply to the trust, visit kellyshiresfoundation.org TOGETHER we can & do make a difference!

•Fully Amphibious•All Season•All Terrain •Up to 6 Passengers

Call for a FREE TEST RIDE! 1-877-274-6288 • ARGOutv.com Vehicles shown with optional accessories.

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CANADIAN OFF-HIGHWAY VEHICLE DISTRIBUTORS COUNCIL (COHV)

INDUSTRY WATCH

By Jo-Anne Farquhar

STUDY PROVIDES EVIDENCE THAT PROPER CLOTHING REDUCES INJURIES IN ACCIDENTS he Motorcycle & Moped Industry Council (MMIC) and the Canadian Off-Highway Vehicle Distributors Council (COHV) and its member manufacturers believe that ongoing rider training is a key component to being the best rider you can be whether you choose to ride on road or off road. Equally important is wearing the proper clothing and equipment when riding motorcycles and ATVs. In Canada motorcycle helmets are mandatory. Provincial helmet standards vary from province to province but most provinces have approved CSA, DOT, ANSI,

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SNELL, BSI, and a few provinces have included the Economic Community of Europe (ECE 22--05) standard to its list of approved helmets.

Unfortunately it’s not so clear cut for offroad riders. Helmets are not mandatory in every province across Canada. Industry considers this is a real safety concern and COHV, on behalf of its member manufacturers, continues to advocate for mandatory helmet use.

In support of helmet use and protective clothing, a study recently published in Australia, has provided new evidence on the benefits of motorcycle clothing in reducing injuries in crashes. The study, led

by Liz de Rome, Research Fellow, the George Institute for Global Health at the University of Sydney, is the first of its kind and was published in Accident Analysis and Prevention Volume 43, Issue 6 (November 2011).

The study aimed to quantify the association between usage of motorcycle clothing and injury in crashes.

According to the George Institute for Global Health news release, this is the first study in over 25 years to examine the effectiveness of specialized motorcycle protective clothing and in particular, body armour. It was also the first to take into account the contribution of other factors that may affect the severity of injury, such as speed or type of impact and age of rider.

In the news release, Ms de Rome was quoted saying that “One of the most important findings was the difference it made to be wearing body armour, particularly for hands and knees.”

It was further stated in the report that when the garments included fitted body armour there was a significantly reduced risk of any injury. This included a reduced risk of any injury to the upper body by 23%, legs by 39%, hands by 45% and feet by 45%. Interestingly the study showed that any type of boot reduced risk of injury by 53% including non-motorcycle boots compared to shoes or joggers The study concluded that, “The reduced risk of injuries to the legs in motorcycle

crashes is particularly important because legs are most likely to be injured but least likely to be protected. These findings have implications for policy decisions related to encouraging the use of motorcycle protective clothing, however mandating use is not recommended at this stage. The failure rate for jackets, pants and gloves indicates a need to establish systems to ensure such products are fit for the purpose…”

A coincidence but timely validation of the Australian study, is a safety brochure produced in Quebec by Le Société de l'assurance automobile du Québec (SAAQ) supporting the importance of wearing proper protective clothing when riding a motorcycle.

The campaign is appropriately named Suit Up... And Save your Own Skin! The campaign graphics can’t make it any clearer. “Motorcyclists and scooter operators are vulnerable on the road. The only protection you can count on is your clothing, so regardless of the weather, you should always wear gear that is adapted to this type of transportation”…click the link or check it out at www.saaq.gouv.qc.ca.

So whether you ride a motorcycle or an off-road vehicle, choose your clothing based on the protection offered in case of a fall or collision. Certain materials provide better protection against abrasion during a fall. In addition, some gear has integrated or removable protection that can reduce the risk of injury. Clothing adapted to weather conditions (rain, wind, cold or heat) helps give you an optimum level of comfort and thus, helps you stay alert and maintain your ability. Keep safe and enjoy your ride!

Jo-Anne Farquhar is the Director of Communications & Public Affairs for the Motorcycle & Moped Industry Council (MMIC) and the Canadian Off-Highway Vehicle Distributors Council (COHV) and can be reached at 416-491-4449 or toll-free at 877.470.2288 or by email at jfarquhar@cohv.ca or jfarquhar@mmic.ca. The COHV and its member companies: Arctic Cat, BRP (CanAm), Honda, Kawasaki, KTM, Polaris, Suzuki and Yamaha are committed to family recreation and healthy, active life styles. www.cohv.ca

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Durham Region's #1 Ski-Doo/Sea-Doo, Sportboat, Can Am dealer. Full line of Ski-Doo sleds, parts, clothing and accessories.Trail starts at our door.

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CALL US FOR ALL YOUR NEEDS! WE SHIP PARTS ANYWHERE!!!

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538 ONTARIO

OCT 19, 20, 21, 2012

CALL FOR ADVANCE TICKETS 1-888-661-7469 www.torontosnowmobileatvshow.com

MANITOUWADGE

6 room B&B/ Lodge with home cooked meals. Complete Outfitter for ATV & Snowmobilers.

Guided or self guided tours. www.turnersnorthwoodsadventures.com

1-866-417-8687 WHITBY

Full stock of CAN-AM ATVs, Ski-Doo Snowmobiles, Sea-Doo watercraft and Triton Trailers.

New Products - New Attitude.

Full stock YAMAHA ATVs, watercraft and Triton Trailers.

New Products - New Attitude.

701 Brock St North, Whitby, Ont. L1N 8R3

701 Brock St North, Whitby, Ont. L1N 8R3

1-866-430-6360

www.bennettpowersports.com

534

TORONTO INTERNATIONAL CENTRE

Turners Northwood Adventures

ONTARIO

Nearby

TORONTO SNOWMOBILE, ATV AND POWERSPORTS SHOW

118 Mission Road, Wawa, Ontario P0S1K0 Tel: 705-856-2278 • Fax: 705-856-2171 Toll Free: 800-561-2278 Email: wawamoto@shawbiz.ca Website: www.wawamotorinn.com

Open all year long and conveniently located just 90 minutes north of Muskoka/ Georgian Bay region amidst the beauty of scenic lands, clean air and crystal clear waters of Little Lake in Port Severn. Cozy lakeside cottages with full kitchens and all the amenities & comfort of home. . Scenic ATV trails available nearby in Port Severn (Baxter ATV Riders). Go ATVing, play some golf, and enjoy some fishing (boat rentals available on site). Liquor/ groceries/ gas/ restaurant down the street. We our your perfect year round vacation spot!

21

534

1-866-430-6360

www.bennettpowersports.com

ONTARIO

STOUFFVILLE

5531 Main St., Stouffville, Ont. L4A 7X5

(905) 640-2212 www.atccorral.com

ADVERTISE IN THIS SPOT AND BE SEEN

BY THOUSANDS OF ATVERS 1-888-661-7469 atvworldmag.com ATV WORLD MAGAZINE

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57

> DETONATION PAT BOURGEOIS

SUNDAY MORNING

MEMORIES

remember that fateful morning as if it was just last week. Rumbling down the excessively steep and narrow staircase in my parent’s farmhouse and tearing through the kitchen at near break neck speed. My closed toed pajamas searched for traction on the well-worn linoleum floor as I made the sharp left-hand corner into the living room. At the end of my sprint stood 19inches of glowing North American technology, ready to beam Bugs Bunny, Road Runner, and Wily E Coyote into our humble and extremely rural farmhouse, in full glorious color.

The Zenith hummed to life and within moments the true color of Yosemite Sam’s burnt orange beard came to life. It was a momentous moment in a young boy’s life; the fuzzy black and white glow of the three channels we received via antenna were now fuzzy in a rainbow of colors, and in subsequent years, the antenna was replaced with a large satellite dish. The kind you’d expect to find at NASA, used in hopes of communicating with a Mars probe.

Aside from occasionally watching the modern flicker of satellite fed television, much of my childhood was spent outside.

Like many family farms, the homestead was comprised of several out buildings including a large barn, machine shed, garage, and several smaller buildings in various states of

I

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ATV WORLD MAGAZINE

disrepair. Each stored countless bits of odds and ends, all of which, according to my father, was stuff worth saving. In addition, the woods line that inevitably flanks nearly every farm, was strewn with old scrap iron, used up farm implements, rusting car shells, and piles of miscellaneous “stuff”.

It was within these buildings, and more frequently, along the famed woods line, did modern images seen on the Zenith, combine with pre-teen boredom and energy to form the early beginnings of a tinkering mind.

One such moment was rekindled recently upon a late fall trip to the homestead near the Manitoba/Minnesota border. With scrap iron prices near record levels, and plenty to be had, intertwined with the now overgrown willows, an afternoon spent sifting through the rusting and twisted American iron and steel, unearthed a crude, four-wheeled go cart.

With a small, angle iron bed frame as its basis, the cart featured a vertical steering post stick welded to a single leaf spring, which supported a pair of wheels from a long discarded push mower. Powering the low slung cart, which featured a cut-down 5-gallon bucket for a seat, was a gear reduced Briggs and Stratton motor, used for pumping water, along with a make-shift, always engaged belt drive spinning just one of a pair of well worn pneumatic tires of unknown origin.

With no pavement to be had, the makeshift cart could barely power up and back the packed gravel driveway. Even after the belt gained a secure purchase on the polished and worn pulley, welded directly the rear rim, the direct nature of the steering required a deft touch in order to avoid a violent jack-knife of the front wheels and the subsequent high-side that followed.

Despite these shortcomings, the hand crafted cart made for an entire summer of adventure, most of which was spent day dreaming, sketching plans, and digging through the piles of iron in search of perfect fabricating materials. The impetus however, came from the glowing Zenith.

In 1976, Honda was the king of motorcycles and the creators of a growing new threewheeled market called All Terrain Vehicles.

But it was an image of the Honda Odyssey (produced from 1976 to 1985) that fueled my inner inventor. The over the top, (for its time) four-wheeled shrunken buggy, featuring a single cylinder, air-cooled 250cc engine, was in my eyes, the ultimate go-cart.

Knowing that the where-with-all to purchase an original was out of reach, I spent my summer creating an “Odyssey” from a bed frame and an all but used up engine.

The old Zenith eventually flickered its final breath nearly 30-years after it was initially jolted to life. Yet it only took a single image and a summer of imagination to make powersports an intrinsic part of my life. The cart was now, once again, nothing more than scrap iron and memories, but in its wake has been nearly 30 years of experiences and friendships, second to none.

As I climbed aboard the shiny yellow ATV that accompanied me to the homestead that weekend, I can only imagine the impression that it, and other modern ATVs and UTVs like it, will make on the enthusiasts of tomorrow.

The ultimate hunting trophy, now with seating for four.

The all-new XUV 550 Series, our most affordable 4x4s ever. That’s Gator vs. Expectations.

With a fully independent double-wishbone suspension, 4-wheel drive and a convertible rear seat cargo rack on the S4 model, Gator XUV 550s can take on anything you throw at them. Hills. Rocks. A few buddies. The new Gator can handle it all for a price you won’t believe. Test-drive one this fall, exclusively at your John Deere dealer, and learn more about how these vehicles could make getting there as exciting as wherever “there” happens to be.

John Deere’s green and yellow color scheme, the leaping deer symbol and JOHN DEERE are trademarks of Deere & Company. 11-49842

JohnDeere.com/Gator