OSM 12.1

SCENE IT: WATERCROSS CHAMPIONSHIPS

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NOT THE FIRST TIME This wasn’t the first time that Yvon Duhamel posed with a checkered flag. Checkered flags flew often for the world renowned French-Canadian motorcycle racer. Motorcycle fans may not know but Duhamel would go on to win many snowmobile races as well.

Location: Valcourt, Quebec Race: Old-Timers Snowmobile: Ski-Doo Safari 377 Circa: 1987

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SCENE IT 44TH ANNUAL WORLD CHAMPIONSHIP WATERCROSS RACE

LAKE HUNTERS LET THEM EAT

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SETTLING THE 4-SCORE 130HP PONY RING

AVALANCHE 101

CONTINUING PROBLEMS THAT LEAD TO AVALANCHE ACCIDENTS

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14 DRIFTS INDUSTRY NEWS 16 WORD SEARCH 20 21 SUDOKU TAKE 6 28 HONEY OF THE MONTH 30 FAB 4 32 LAWN ORNAMENTS 34 SNAP DECISION 36 LEVI LAVALLEE 38 INDUSTRY 411 78 5 MINUTES WITH 80

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VOLUME 12 NUMBER 1

FOR ADVERTISING INQUIRIES CONTACT 1-888-661-7469 President & Publisher: Richard Kehoe Copy Editor: Rick Bloye Art Director: Darryl Aspin Production Manager: Tendra Crossman Advertising Sales: 1-888-661-7469 Director of Sales & Marketing: Andrew McEwan Coordinator: Jake Hudson Administrative Assistant: Sarah Day Photographers: Todd Williams, Rob Alford, Emily Wicklund, Taylor Batch, James Wicken, Rob Alford, Richard Kehoe, Tendra Crossman, Maria Sandberg, Shelby Mahon, Chris Burandt, Brian Caswell, Levi LaVallee, Kristen LaVallee, Museum of Ingenuity J. Armand Bombardier Archives, Mike Duffy, Andrew McEwan, Brent Geerlings

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OSM is published five times a year by OSM Publishing Ltd. Office address and undelivered copies and change of address notice is: 27083 Kennedy Road, Willow Beach, ON L0E 1S0, Canada. Telephone (905) 722-6766. Printed in Canada by: Trade Secrets • Copyright 2021 OSM Publishing Ltd. All rights reserved. No part of this publication may be reproduced without written consent of the publisher. The publisher is not responsible for unsolicited manuscripts. Subscription rates for magazine (includes Trail Map Atlas) $19.00 per year, $29.00 for 2 years. $37.00 for 3 years.

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Contributing Writers: Mark Boncher, Jeff Steenbakkers, Jason Kawczynski, Levi LaVallee, Chris Burandt, Tyler Swarm, Darren Desautels, Maria Sandberg, Rob Alford, Jordan Hammack, Richard Kehoe, Mike Duffy, Andrew McEwan, Brent Geerlings, Jake Hudson, Jason Kawcznski

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drifts

Richard Kehoe

WELL, IT’S JUST ABOUT TIME!

W

ho’s excited about all the Fall events leading up to another snowmobile season? We are! Last year was disappointing for so many of us with everything being cancelled. Not being able to take in an outdoor swap or even watch a snowmobile race in person made for a crazy time. As of now, the year is proving to look a little brighter with a lot more going back to normal on the horizon. I’m hoping that the shows are busy, and the swaps are rammed full of good stuff that people have been hording for the past 18 months. And I am in need of some vintage gold.

Like so many, I can’t wait to actually get back to live events and races this year. Seeing all the new machinery and being able to actually touch and fiddle with all of the aftermarket products at events like Haydays is going to be a step back to reality. We are looking foward to interacting face-to-face again with all of the businesses and snowmobilers for the

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upcoming season. I hope to see you at an event this fall.

The first public snowmobile event on our calendar is Haydays in September, all though there have been numerous snowmobile events this summer that many have attended like the 44th Annual World Championship Watercross race in Grantsburg, Wisconsin back in August, this will be our first. If you missed the watercross, you can still check out what you missed in this issue’s edition of Scene It. There was a lot of really good, exciting racing which many were able to be a part of.

Until the next time, I hope you are able to kick back and enjoy this issue. Hopefully you have already been or are making plans to get out and take in an event where-ever you are across the snowbelt. We can’t wait!

- Rich

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news

ISHOF ANNOUNCES CLASS OF 2021

The International Snowmobile Hall of Fame (ISHOF) announced their 2021 inductees.

For thirty two years the ISHOF has been recognizing excellence in snowmobiling under the following categories: • Inventors, Designers & Manufacturers • Explorers & Adventurers • Trail & Program Developers • Volunteers & Club Organizers • Publishers & Journalists This year’s inductees include: Henry & Peggy Hartman from Hanover, PA under the Publishers & Journalist category.

Henry and Peggy were editors and publishers of the “Keystone Snowmobiler”. The Keystone Snowmobiler newspaper was the official publication for the Pennsylvania State Snowmobile Association (PSSA) and was published from 1985 through 1997.

Team Jim Langley and Clark Dahlin from Anoka/Cambridge, MN are inducted under the Explorers and Adventurers category. Jim and Clark completed a transcontinental snowmobile expedition aboard their Polaris Colts in 1966, leaving Vancouver, BC and arrived in Portland, ME. The expedition took a total of 24 days and traversed 4,018 miles.

Dave and Joann Smith from Mosinee, WI are inducted in the Volunteers and Club Organizers category.

Dave and Joann have been recognized and respected in organized snowmobiling on a state, national and international level. Joann became the first woman vice president of the Association of Wisconsin Snowmobile Clubs (AWSC). She served as V.P. for two years continuing to champion the importance of club membership. No matter how involved the Smiths were on a national level they remained grounded with the

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AWSC and their local snowmobile clubs.

Dave was voted in as AWSC executive director for 2 years and then vice president for 4 years. He was the AWSC Director for Marathon County and Vice President of the Marathon County Snowmobile Council for several years. He served the Wausau Trailmates Snowmobile Club as vice president, being their racetrack chairman for their annual grass drags for over 20 years and was a groomer operator. Joann manages the Trailmates website and monthly newsletters.

Charlie and Marilyn Vallier of Naubinway, MI have been inducted in the Explorers and Adventures category.

Charlie’s obsession with snowmobiling began when his dad purchased a HusSki 444 snow machine. In 1971, Charlie’s father opened a Viking snowmobile dealership. When Viking went out of business, they switched to a Scorpion dealership until Scorpion’s demise in the early 80’s. With a strong passion for snowmobiles, Charlie was always finding and working on old sleds and became an active member of the Antique Snowmobile Club of America where he serves as a director.

Charlie had gained a personal collection of over 200 sleds. This is where his dream of having his own museum began. Charlie and Marilyn first opened the Top of the Lake Snowmobile Museum on July 4, 2007, from a rented building they remodeled. It wasn’t long before they filled that space and needed to relocate. They broke ground on a much larger new building at what is now their current location, highly visible on Highway 2 in Naubinway. It opened in October 2013. They dedicate most of their time to the museum so it could be open to the public seven days a week.

Currently the museum is home to 185 snowmobiles and countless snowmobile related items.

Other 2021 special award recipients at this year’s ISHOF are: The Red Arrow Snowmobile/ATV Club from Townsend, WI won the International Snowmobile Club of the Year Award, sponsored by Woody’s and supported by the Midwest Chapter of snowmobile Associations: Ken’s Sports from Kaukauna, WI won the International Snowmobile Dealer of the Year Award, sponsored by Snow Goer Magazine and supported by the Midwest Chapter and Western chapter of Snowmobile Associations.

Don Matheson from Bruce Mines, ON won the International Groomer of the Year Award, sponsored by Arrowhead Groomers, Track Inc., Pisten Bully, Prinoth Ltd. And the SnoBoss Groomers.

Mickey Rupp, Mansfield, OH won the Edgar Hetteen Memorial Award of Merit sponsored by the Elmer Cone family and the Iron Dog Brigade.

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UP IN SMOKE! BRP’S STORAGE YARD CATCHES FIRE NEW EXECUTIVE DIRECTOR AT IRON DOG The Iron Dog Board is pleased to announce the selection of Bob Menne as the new executive director.Menne, a lifelong snowmobile enthusiast and racer brings a long career of experience in themotorsports industry and business management expertise. As the Executive Director, Menne will oversee all operations, fund raising, andpublic relations for the World’s Longest Toughest Snowmobile Race.

Mennehopes to utilize his ties to the racing community to encourage more “lower 48”racers to take on the Iron Dog. “We are very excited about the future and lookingforward to working with Bob,” says Iron Dog Board President, Roger Brown. “Hehas lifelong relationships with many snowmobile industry insiders and we’rehoping this will translate into more support and publicity from themanufacturers.” Menne will work closely with board members, volunteers andstaff to promote the sport of snowmobile racing and winter safety around Alaska,while making a positive impact in the communities that Iron Dog travels through.

The 2022 Iron Dog Expedition Class begins February 17, 2022 and the Pro Class races start February19, 2022.

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Earlier this summer, BRP announced that there was a fire in their storage yard located in Juarez 2, Mexico facility. All employees that were on site were safely evacuated with no reported injuries.

“I am pleased that all our employees are safe and followed our health and safety protocols.We appreciate the quick assistance from the firefighters, local businesses, and authorities.We do not anticipate any material impact to our business”, stated José Boisjoli, President &Chief Executive Officer, BRP. BRP is working with authorities and internal and external experts to determine the cause of the fire. Some SSV units were destroyed in the fire representing roughly six days of production.

CSRA RELEASES TENTATIVE 2022 RACE SCHEDULE

As we near the 2022 CSRA race season, races sites are being confirmed but dates are not. CSRA has eight cities that it will be stopping at for 2022. Sudbury, Sault Ste Marie, Lindsay, Valcourt, Innisfil, Timmins, Kitchener and Barrie will all be stops in 2022. Stay tuned for dates!

COR POWERSPORTS GIVES LATE SPRING RACE UPDATE The 2021/2022 Cor PowerSports race season is ramping up for another successful year. The website and social media updated for the race schedule, which will feature seven events in total with three lake courses and four terrain courses. 2021/2022 rider number list posted as well as the rule updated for season. Early Bird Membership registration is also now open.

Returning racers will have their number reserved until October 1st. Cor PowerSports will not be allowing duplicate numbers for new racers. New racers will have to choose a number not listed.

There is a brief highlight of that rules that have changed for the upcoming season. Racers are asked to visit www.corpowersports.com and refer to page four of the handbook.

Racers are reminded if they haven’t picked up their Membership packets or awards from last season that they will be available for pick up at Hay Days.

MIDWEST INTERNATIONAL RACING ASSOCIATION (M.I.R.A.) RELEASES 2022 RACE DATES M.I.R.A. weekend events will have a full sprint racing program on Saturday, with Kitty Kat 120’s and the main event endure to follow on Sunday. The class structure is similar to that of most other sprint racing associations, which allows them to participate without having to make drastic changes to their equipment. The feature competitors in their endures are the 600 modified series. The series race dates are:

January 14-16, 2022 World Championships, Eagle River, WI (endure only) January 29-30, 2022 Extreme Powersports 250, Gaylord, MI February 12-13, 2022 E.U.P. Merchants 250, Kinross, MI February 19-20, 2022 FireRite 250, Lincoln, MI ON SNOW MAGAZINE • VOL 12 • ISSUE 1

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sceneit 44th Annual World Championship Watercross Race On July 16th through 18th, 2021, the International Watercross Association (IWA) brought the 44th Annual World Championship Watercross Race to Grantsburg, Wisconsin. Billed as the “fastest show on H2O”! This unique event proved to be a hit after being forced to take a pause last year.

The 44th Annual was an amazing show, with crowds cheering on racers as they sped across the top of Memory Lake on snowmobiles.

Racer #524, Scott Martinson is a Paraplegic, but that hasn’t stopped him from being a strong competitor over the years of his racing career.

Both racers and race fans showed up from all over, in spite of unseasonably high temperatures and despite the year-long Covid break, all of the old East-Coast/West-Coast rivalries were renewed. The normally leftturning East-Coasters, had to turn right for this West Coast event. The fans came to find out who would be the fastest and take the championship home.

The racers didn’t disappoint the crowds.

IWA President, Shawn Zurn, and his Team organized the three-day event featuring over 160 races with over 70 racers. There were a lot of splashes, some crashes, and some hard-fought victories, featuring Drag, Oval and even vintage snowmobile race classes, which made this a spectacular event.

#34 Kael Richards battles it out in the first turn with Chris (Chubs) Erzar #987.

For this issue’s Scene It, we take a deep dive into the 44th Annual World Watercross Championship Race as seen from behind the lens of Angie Marczak’s camera.

The # 176 of Krista “The Fox” Maki-Zurn flying across the water on her pretty pink sled. Don’t let the pretty pink fool you; she is as tough as nails.

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#17 Jon Dufour going in for the pass on #8 Cody Lankner.

#221 Dan Honeck bringing the tip of his sled up as he races around the corner.

Matt Czeczok #357 passes the #3 of Chet Atkinson.

Close Racing between #14 of Blake Higgins and #209 of Justin Mackedanz.

Shawn Zurn #76 (riding the #292 of Cassie Wood) is not only the IWA President, but also a strong competitor on the water.

Eric Mattila #124 Signing t-shirts for future racers.

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sceneit

Aaron Lundeen # 86 (riding the # 36 sled of David Fischer) takes the win for the 800 Drags World Championship title.

A fan favorite, Rachel O’Brian #707 signing autographs.

Watercross racers watching the action!

Also, a fan favorite, Krista “The Fox” Maki-Zurn loves meeting her biggest little fans.

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Hot weather didn’t stop these fans.

Packing lanes for the next race.

The much-anticipated battle between Chris “Chubs” Erzar #987 and David Fischer # 36 for the Pro Open Championship.

Teddy Laurie # 663 and Shawn Zurn # 76 (riding the # 292 of Cassie Wood) holds nothing back.

#113 Stephen Cofiell doing a little happy dance on his victory lap for Sports Open Ovals World Championship Title

#208 of Steve Stockbridge brings home the checkered flags for 2 World Championship Classes: Semi Pro Open Ovals and Semi Pro Stock Ovals.

Rachel O’Brien #707 flying across the water.

David Fischer #36, winner of two World Championship Titles, Pro Stock Ovals and Pro Open Ovals celebrates with a bunny hop on one of his victory laps.

#208 of Steve Stockbridge, #715 of Jake Nuerer, and #707 of Rachel O’Brien, racing hard in the finals for Semi Pro Open Ovals Class.

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sceneit

Results 2021 Grantsburg, Wisconsin.

Pro Open Ovals

What a moment to remember as this father / son duo win 1st place in the drags for the Grantsburg World Championship. Kolten Laurie # 763 is only 14 years old, and it is his first year of racing. He walks away with a 1st place in the 600 drags, and shortly after, his father Teddy Laurie # 663 walks away with a 1st place in the MOD drags.

1st David Fischer 2nd James Marietta 3rd Tommy Parolisi 4th Nick Mattila 5th Chris Erzar 6th Austin McCurdy 7th Kael Richards 8th Bryan Zuccaro 9th Ian VanVickle 10th Karry Simpson Semi Pro Open Ovals

1st Steve Stockbridge 2nd Bryan Boyle 3rd Rachel O’Brien 4th Richard Nimmo 5th Bradley Barrette 6th Jake Neurer 7th Jake Mackedanz 8th Matt Czeczok 9th Teddy Laurie 10th Ben Eastman Sports Ovals

Nick Mattila # 363 (West coast) and Tommy Parolisi # 978 (East coast) getting a little close in the first turn.

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1st Stephen Cofiell 2nd Dan Fox 3rd Erika Whitaker 4th John Fox 5th Scott Martinson

Pro Stock Ovals

1st David Fischer 2nd Shawn Zurn 3rd Justin Mackedanz 4th Teddy Laurie 5th Tommy Parolisi 6th Rachel O’Brien 7th Aaron Vowles 8th Richard Nimmo 9th Jake Neurer 10th Blake Higgins Semi Pro Stock Ovals

1st Steve Stockbridge 2nd Bryan Boyle 3rd Matt Czeczok 4th Aaron Strom 5th Ben Eastman Mod drags

1st Teddy Laurie 2nd David Fischer 3rd Karry Simpson 4th Aaron Lundeen 5th James Marietta 800 drags

1st Aaron Lundeen 2nd Brad Barrette 3rd Steve Stockbridge 4th Ben Merriman 5th Matt Ledin 600 drags

1st Kolten Laurie 2nd Jake Bradshaw 3rd John Fox 4th Brad Maslow

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take 6

SNOW HAWK

SINGLE NO LONGER

Many people didn’t realize that the single-ski snowmobile market has been around since Pink Floyd, The Beatles and The Stones were busy topping the charts, and families would huddle around their 23” Phillips black and white TV to watch Star Trek and Bewitched. For those of you that have never seen a television that isn’t a flat screen, or are not familiar with those bands, we’re talking about the mid-1960s. There were many attempts at single-ski snowmobiles over the years, but nothing really stuck around long enough to be a successful single-ski snowmobile, other than the Ski-Doo Alpine, which was designed and purpose-built for other reasons than recreational riding. The single-ski market never became popular until the “kit” made it possible in the mid2000s, to transform a dirt bike into a “snow bike”. Over the last decade, there has been a growing popularity of snow bike riders that travel off-trail, exploring the deep snow that the outback has to offer across North America, from the east to west coast, whether it be in Wyoming or in Quebec.

In this issue of Take 5, we take a look at one-ski snow vehicles that tried their hand at the one-ski market, and are no longer around.

Truly a snowmobile with one-ski that shares more characteristics with a watercraft than a snowmobile. The AD Boivin Snow Hawk was purely a snow vehicle, unlike today’s current kits that are based on a dirt bike, allowing the owner to swap the ski and track out for tires in the off-season.

The Snow Hawk entered the snowmobile market in 2001 with a Rotax 503cc fan cooled engine, which was a little underpowered for what riders expected, but was fun to ride. In 2005, they replaced the fan cooled engine with a more powerful Rotax 600cc liquid cooled engine, and shortly thereafter there was a Rotax 800 H.O. offering. In the final year of production (2008), the Snow Hawk was only available in the 800 H.O. trim, which pointed in the direction that owners wanted more power with a better power to weight ration. In its final year of production, the Snow Hawk tipped in between 410 lbs. to 416 lbs. with three different models; a trail, mountain and enduro.

HONDA CUB EZ-SNOW

One of Honda’s “efforts” into the snowmobile market was this “snow bike” conversion kit, which made a lot of sense for Honda at the time.

The EZ-Snow kit was based on the 90cc Cub, which was already being produced as an off-road motorcycle in the model line-up. All the owner had to do to transform the Cub was to swap out both tries for a ski and track. This all made perfect sense to many, but it never took off, possibly because it was only available on a 90cc two-stroke, and it never expanded into large engine sizes of Honda’s off-road bikes. Sadly, they chose not to stick with the EZ-Snow kit after the Cub was discontinued in 1996. Looking back, some might say they were well ahead of their time with a “kit” that transformed a dirt bike into a snow bike.

CHRYSLER SNO-RUNNER

Chrysler is said to have jumped into the snowmobile market in the mid 1970’s as an opportunity to take advantage of the booming market. They did so with the Sno-Runner, which in their marketing tools called it a “snow bike”, even though it resembled more of a GT Snowracer. The single-ski, Sno-Runner featured a twist-like motorcycle throttle, and was powered by a Chryslerbuilt 134cc engine producing 7 HP, and could reach a top speed of 25 MPH. A unique feature was that with the help of five pins, the Sno-Runner could be assembled or disassembled, allowing it to be transported in a sub-compact car. Everything sounded great for the Sno-Runner and Chrysler dealers were ordering larger numbers. However, it turned out that the Sno-Runner had a problem that would prove to be detrimental to its future. The Sno-Runner was incapable of performing in any depth of snow that wasn’t hard packed, thanks to a twenty-one cleat, 3”-wide track and a narrow front ski. This is very problematic for a “snowmobile”. In the Sno-Runner heyday, Chrysler sold 28,000 units from 1979 to 1981, for less than seven hundred bucks!

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CYCLE SNO SHOO

BY DIVERSCO INC.

This could be the very first snow bike kit ever produced. With our investigation skills, we were able to track the Cycle Sno Shoo all the way back to 1967. Diversco pitched the motorcycle world that if they owned a “cycle”, then in fact they also owned half a snowmobile. The Cycle Snow Shoo kit advertised that it only took twenty minutes to convert a motorcycle to a twin track, one-ski snowmobile. We felt that twenty minutes to swap out sounded more like a NASCAR pit stop. Looking at the hand drawn pictures, you get a feeling that not everything is going to line-up perfectly. The Cycle Sno Shoo kit is designed to fit any Suzuki, Honda, Yamaha or Bridgestone, from 80cc to a Honda 305cc. With the traction that the Cycle Sno Shoo offered, it advertised speeds of 60 MPH, which is backed up by being “Colorado” tested. Diversco also offered the sweet fairing seen in the photo with the smiling couple. The fairing was an unknown additional cost to the $449.95 kit.

SKI-DOO ALPINE/ ALPINE II

This steel frame cycloptic Clydesdale of a snowmobile had a long production run dating back to the 1964 Winter Olympics, and ending in 1995. The Alpine and Alpine II were designed as a singleski, dual 15” track tracks, boogie wheel suspension workhorse, and after 1970, it even came with a cigarette lighter. The Alpine and Alpine II were predominately seen grooming snow trails around the world for snowmobilers and skiers. Over the years, as trail systems improved, so did the grooming equipment. Larger, enclosed, dual tracked vehicles like Bombardier BR 100s, Piston Bullys and tractors were being used. These new and larger tracked vehicles were also much more user friendly, with creature comforts like air suspension seats and heated cabs. By 1996, the Alpine II was replaced in the Ski-Doo line-up with the new workhorse - the Skandic Wide Track.

ARCTIC CAT SVX 450

When Arctic Cat launched their SVX 450 Snow Bike in 2017, the industry got excited. The SVX 450 was based on French off-road motorcycle manufacturer, Sherco’s 450 platform, and if Arctic Cat were able to pull this off, it would have been quite a feat. The idea was to have a purposebuilt snow bike that was actually registered as a snowmobile, and not a kit assembly on a dirt bike. Arctic Cat felt that there would be a good demand for a true snow bike that was not designed to replace the ski and track with tires in the off-season. Another rumor was that they believed they could come to the market cheaper than a traditional dirt bike combined with a snow bike kit. By coming to market in their desired SVX 450 format, it would have meant that the vehicle passed all snowmobile certification standards. Being able to have your snow bike registered as a snowmobile has a lot of perks. Essentially, it would mean the SVX 450 could be legally ridden wherever snowmobiles can, unlike other snow bikes that can only be ridden where off-road motorcycles can, including private land. To achieve these standards, Arctic Cat had some hurdles that were starting to add up, such as the brake. The rule is that a snowmobile must have a left hand brake. Motorcycles have a clutch lever on the left side, making a needed adaptation, as well as the need for proper lights and reflectors in set locations. The exhaust also presented a bit of a problem; in order to be considered a snowmobile, it must be contained from the rider, and not allow any form of contact. These were just a few of the issues, and since 2017, we haven’t heard much more about the dream called the SVX 450.

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Honey of the Month

Yamaha V-Max4

NAME: _________________________________________________________

Black with Pink trim COLOR: ________________________________________________________ 110.8” x 47.3” x 47.6” / 614lbs DIMENSIONS/WEIGHT: ____________________________________________ 15” x 128” (1.25” Camoplast Rip Saw) SNEAKER SIZE: _________________________________________________ Fall 1992 BIRTHPLACE: Hamamatsu, Japan BIRTHPLACE: ___________________________________________________ Pink Samurai, Ol’ Tinfoil NICKNAMES: ____________________________________________________

I’m Too Sexy by Right Said Fred, Good Thing by Fine Young FAVORITE BAND/SONG:____________________________________________ Cannibals, and Pump Up the Jam by Techonotronic _______________________________________________________________ Warm Saki FAVORITE DRINK:________________________________________________ $8,500 Benjamins (most expensive sled in ’92) PRICE TAG:_____________________________________________________ To be number one in the newly formed Hyper Sled Class AMBITIONS:_____________________________________________________ Lakes, racetracks, smooth trails, snow covered road crossings TURN-ONS:______________________________________________________

and florescent colours _______________________________________________________________ 3 cylinders, Storms, Thunder and asphalt TURN-OFFS:_____________________________________________________ While lake supremacy was hitting an all-time high, the battle of the “Hyper Sleds” was starting DARK SECRETS: __________________________________________________ _______________________________________________________________ to heat up. Yamaha came to battle first and marched out a 750cc two-stroke inline four-cylinder engine, with four into _______________________________________________________________ two tuned pipes called the Vmax-4. The Vmax-4 was all trimmed out in the hottest colour of 1992, hot florescent pink. _______________________________________________________________ The musical tune of the inline four Yamaha engine was something so distinctive and unique in 1992, that people stopped _______________________________________________________________ in their boots and stared. This was the first snowmobile in the industry to come with a top cog V-belt, a digital CDI, _______________________________________________________________ and also the first sled to come right from the factory with plastic on the skis. When the Vmax-4 made its way to a _______________________________________________________________ lake, 650cc RXL’s, 700cc Wildcats or the Mach 1 owners didn’t have an answer it. They were in a different class. Even _______________________________________________________________ on the racetrack in 1992, Tim Bender and Company modified the V-Max 4, and shocked the snowmobile world with seven _______________________________________________________________ F-III class victories. Due to this type of track domination, the rules were changed in 1993 to outlaw four-cylinder engines _______________________________________________________________ in the F-III class. Needless to say, the competitors stayed up late at night, burning the midnight oil hard at the drawing _______________________________________________________________ boards, trying to play catch up. One bone of contention was the new lightweight aluminum skis with pink plastic skins. _______________________________________________________________ To be blunt, the skis were a showroom delight, but were a real-world disaster. The paper thin, pink plastic ski skins _______________________________________________________________ would wear out quickly. Road crossing and even trail debris would wear holes through them, or rip them apart, exposing _______________________________________________________________ the aluminum skis. Without any plastic protection, the lightweight aluminum would wear holes in them as fast as moths _______________________________________________________________ are attracted to a light. The skis themselves weren’t very strong and would also bend like tinfoil around a baked potato _______________________________________________________________ when met with an exposed rock, or even elevated asphalt at a road crossing.The following year in the “Hyper Sled Class”, _______________________________________________________________ the Vmax-4 was joined by some big triples. Ski-Doo’s Mach Z, Polaris Indy Storm, and the mighty Thundercat from Arctic _______________________________________________________________ Cat were all sizable 3-cylinder powerhouses that would rock the one-year champ with bigger displacements. In 1995, the _______________________________________________________________ V-Max 4 went to a larger 800cc displacement, but still wasn’t able to re-crown itself in the Hyper Sled Class.

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GLENN WELCH BITEHARDER

W

e tapped the shoulder of long-time snowmobiler and industry friend, Glenn Welch from BITEHARDER in Laconia, New Hampshire for this issue’s Fab 4.

Glenn started riding snowmobiles in the late 1970’s and never stopped. He is a mechanical design engineer who owns a manufacturing company that machines components for the aerospace and automotive industries. As an engineer, he is always looking for ways to make things better. In 2010, he was riding his APEX in Quebec, when he lost control on an iced-over washout while negotiating a corner. He ended up with a damaged sled and a well bruised ego.

When he hit the frozen washout, his carbide runners were dull, which significantly contributed to the accident. Glenn’s mind started to think on how this accident could have been avoided. He thought that in the machining industry, he uses carbide inserts to cut metals. These inserts are frequently sharpened using diamond impregnated wheels, and based on that, Glenn developed a simple “tool” which incorporates diamonds bonded to the “tool’s” cutting surface. When spun with a cordless drill, the diamonds re-sharpened the carbide runner quickly and effectively.

After Glenn tested and made modifications to his “tool” through the 2011 season, he released the very first “carbide runner sharpening tool”, and BITEHARDER was born on January 7th, 2013.

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Today, BITEHARDER focuses on products that help make snowmobiling safer. They have a full line of sharpening tools (carbide runners and studs), which help snowmobilers achieve the performance and safety they want from their snowmobiles, all season long.

Other products that BITEDHARDER offers are Polytune Rings and helmet safety lights. Their Polytune Rings help riders tune their front suspension’s spring to enhance ride quality and cornering. Their helmet safety lights allow snowmobilers to be seen in all riding conditions including snow dust, snowstorms, and of course, riding at night.

A program that Glenn is proud of is BITEHARDER’s Better Traction - Better Trails program. The program donates 10% of all sales back to the state’s or province’s snowmobile federation/ association which the sale originated from. These monies flow down to offset and help with the cost of grooming operations.

Each season, Glenn and the BITEHARDER team can typically be found testing and enjoying the trails of Quebec.

Glenn really likes riding, and in his words, “Their vast network of meticulously groomed trails with great trail signage and abundant clubhouses makes it the perfect place to rack up the miles.” This season, Glenn wishes for all snowmobilers to, “Stay safe, and remember to maintain your snowmobile’s traction, because power is nothing without control.” And with that, we asked Glenn to pick his four most memorable snowmobiles of all time.

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2

1979 Ski-Doo Olympic 340

1991 Yamaha Phazer

My return to snowmobiling was back in 1990, when I purchased two 1979 Ski-Doo Olympic 340’s. The sleds each had only 400 miles on them and were like brand new. We had more fun riding these sleds through our local trails. They were solid machines and easy to handle.

My next favorite sled was my 1991 Phazer. Good power, a welcomed suspension, and fantastic reliability. The most unique feature of this machine was that the headlight attached to the handlebars allowed you to see in the direction your skis were pointing.

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4

2002 Yamaha RX-1

2020 Polaris Indy XC 850

Yamaha’s entry into four stroke snowmobiles was in 2002, with the RX-1. After trying the machine, I was hooked. For its weight, the 998cc engine puled strong up to the 12,500 redline. My favorite RX-1 is actually a 2013 APEX. It was the same motor, but with fuel injection and increased horsepower. Incredible acceleration (think electric motor smooth), great build quality, and a more traditional rider position made this a super fun machine that I still own today.

After a long departure from two stroke machines, I purchased a 2020 Polaris Indy XC 850 with the 137-inch track. I have been very impressed with this machine.

Lightweight, great power from Polaris’s new 850cc motor, responsive suspension, and a very comfortable riding position. Home run!

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lawn ornaments The fever for Lawn Ornament has never been higher, and the only cure is more PHOTOS. Now we’re not sure if it’s because we’re all striving to be professional photographers or if it’s for the free T-Shirt but thank you for finding these rusted and forgotten buggies. Some are found behind the garage, to those-near-mint centre of the lawn types and the modern rides left out back just waiting for snow. Either way, we want to see those lawn ornaments in your neck of the snowbelt, snap a photo and send it in. If your photo is selected and published in OSM, you will receive a fresh OSM T-shirt. Email your pics to our man Jake at info@osmmag.com. Remember, curb appeal is nice…snowmobiles are better.

Adam’s cat Mister Bigglesworth was actually the one that found this down sled.

For Bigglesworth’s trouble we will see if we have any balls- of string in the back room we can send with the shirt for your human.

Adam from Cameron, ON., submitted these finds of a 1976 Merc Trail-Twister. If you put a blue windshield on it, sprayed it with a little Pledge it would be pretty close to showroom quality. Now if you look closely, you will see the original rubber side hood straps. MINT!

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Judging by the hole in the fuel cap, we think it would be safe to say that there is water in the gas. RIP

What a collection – Good eye Cheryl! There is just so much going on in the photo, that Cheryl Renaud from Boyne City, MI., submitted. There is an old Jag in the background growing moss on it behind the Indy Trail. Not to mention that there is a trailer missing the coupler latch but has its safety chains locked with a perfectly good Ski-Doo Blizzard and TNT. All sleds have tarps on the seats secured but old tires to avoid sun damage. But the real question is the guy in the background taking the trash out or is he an arborist?

When in doubt park it under a tree. The apple blossoms really picked up the white hood of the MX Z.

If you are going to “season” a sled under a tree, its recommended to use a good quality hardwood like a maple. This owner believes so much in the practice they even park their old cars under trees.

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snap decision

RACE ONE 2018 Arctic Cat ZR6000R SX

This is an easy one for me; the 2018 Arctic Cat ZR6000R SX. It is the most race-ready competitive sled, right out the box...not to mention that it is fast and very durable!

RON PATTYN

STUD BOY

For this issue’s edition of Snap Decision, we asked Stud Boy Traction’s President and WIT (Whatever It takes) man himself, Ron Pattyn. Ron isn’t a newcomer to the sport, and has been riding since the early 1970s, and started Stud Boy Traction in 1989. The stud and carbide business really took off as a full-time effort in 1992. Since then, Ron and his family have spent most of their time riding in the Upper Peninsula of Michigan, not only because of the great trails, but also because of its close proximity. But when time allows, his snowmobile passion will take him West to the Rocky Mountains for some deep stuff.

Not only is he and his family avid snowcross racers, they have likely been to every snowcross track in North America, either as a racer or sponsor. Stud Boy has been sponsoring grass roots family teams and elite super teams like the factory Polaris team for decades. Not only does Stud Boy offer quality products and gives a lot back to the sport of snowmobiling, Mister Pattyn also wanted to take this opportunity to thank the entire snowmobile industry and community. He is able to enjoy his work, meet really great people, and spend time on the snow, and he wouldn’t trade that for anything! If you haven’t guessed it by now, Ron is a no-nonsense guy with the “the buck stops here” approach, and with that, we asked him five simple questions: Race one, ride one, sell one, collect one and wreck one? And Go!

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COLLECT ONE

1994 ZR700

The 1994 ZR700 was an amazing snowmobile for the day. This sled handled great, had tons of power, and was ahead of its time for aggressive riders.

WRECK ONE 2006 Polaris Fusion 600

The 2006 Polaris Fusion 600 would be my pick. It was an all-around POS that very few riders were happy to spend time on

RIDE ONE 2022 Polaris 850 XCR 136

My pick for to ride one would be the new 2022 Polaris 850 XCR 136. It has impressive technology, a narrow rider position, and has a killer red, white & blue, patriotic style look!

SELL ON E 2017 Arctic Cat ZR6000 R SX

I’d sell a 2017 Arctic Cat ZR6000 R SX. I’d sell this one as it was the first year of fuel injection, which left a lot to be desired, in order be a competitive race sled.

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winging it LEVI LAVALLEE

FUN FINDER? OR DOES FUN FIND ME?

I just have to figure out how to land back on the board!

T

he law of attraction is based on the belief that positive or negative thoughts bring positive or negative experiences into a person’s life. With that said, my mind must have fireworks and explosions of fun blowing up in it, because I’m blown away by all the fun I’ve been

able to have, and the fun I continue to have!

Each year, when I begin to think about my first article of the season for OSM, I brainstorm about what I will write about.

Most of the time, I end up recapping what has happened since last winter, which

Taking Lavin for a rip on the dirt bike down the road.

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The Annual ERX Hunter Houle Memorial Foundation Fundraiser.

leads me to the photos on my phone, to see what I’ve been up to. As I scroll through and look at the awesomeness that has happened, I have a moment… a moment where I realize I’d better grab a Red Bull, because man do I have a lot of pictures and videos on my phone,

Receiving a Donation on behalf of Wings for Life from the HHMF.

and this is going to take a while!

Haha. The moment I have is…I start thinking about my original dream of becoming a professional snowmobile racer, and how it would feel if I ever achieved that goal, that it would be the highpoint of my life. The thing I have realized since, (and I am so grateful for realizing) is that the highpoint of your life can be now, and still to come. As time goes on, if you evolve from where you are in life, and continue to put in the effort to maximize the fun, and enjoy life, the saying “May the best of your todays be the worst of your tomorrows,” will be true.

When I was a kid, I remember my Dad working all through the night until the next morning, to get a sled together, or fixing his old ice racing car so he could go ride or race the next day. Seeing his desire to have fun, and the work he would put in to ensure that he would be able to have that fun, (which he would thoroughly enjoy) is something I will forever be grateful for. The lesson I learned from this was to build in my head a “fairytale ending” of how awesome things are going to be, and then continue to think about it. The constant reminder of that “fairytale ending”, and my desire to get to that fairytale ending, is what keeps me motivated to get through any adversity, struggle, or misfortune, because I believe it will be better on the other side …. and what do you know? Before long, the

A township record! ..Most people surf on 1 board!

The boat’s named ‘Thunder Struck’. I have probably listened to that song one hundred times this summer, and I still love it!

140mph+ on a road course backpack-style was an experience I will never forget!

My biggest fans cheering me on after wakeboarding.

This one took a couple of hours to get out, but we left with some good stories!

Aaron is an animal! Flipping and barreling in a helicopter was unbelievable!

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prince finds his princess, He-Man beats Skeletor, and the snowmobile flies over 400’… My favorite fairytale ending. ;) Once you get the wheels rolling on the fun wagon, the craziest thing starts happening; fun starts finding you! This summer has been another ‘all-time summer’, and the fun meter has been pinging with awesome experiences like doing backflips in a helicopter with Aaron Fitzgerald, being able to ride “backpack” at 140+ Mph with Chris Ulrich on a Superbike, and surfing with my Dad on his 71st birthday to name a few!

The incredible experiences keep coming, and I can’t help but be grateful for all of them and continue to work hard to create more in the future. But the other really great thing looking forward right now is that if fun attracts fun, and we just had a summer to remember, things are looking promising for this upcoming winter!

Kirby Chambliss Plane at the Duluth Air Show.

- Levi

Millville National Motocross, we were able to bring the rig in and show people my “Port City” Sled.

Any guesses who taught me the art of Fun?

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Last Winter was a good time and I can’t wait to see what kind of fun this winter will bring!

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BY MARK BONCHER

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P

the h precision! That’s what erform throttle therapy wit you. for do can ds sle r ace lake-r newest group of stock, t just tha y every sledder’s bod There is a bone in almost any ting Let . gas line when you punch the ht nrig begs to feel that adrena dow so t jus is w ponies eat the sno of these big horsepower illegal. exhilarating, it should be undercat, and Z, the new Arctic Cat Th ch Ma oo i-D Sk The new head stand up, r you only make the hair on Yamaha’s SRX will not I tell my kids d! hea r you of right off the top they will blow the hairs on top… and also don’t have any hair left that’s the reason why I e, we’ve spent a aerodynamic. In any cas that being bald is more machines, and ed spe these straightline lot of time on all three of e.

Lak the 2 Kings of this is our take on the 202

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THU ND ERC AT IS TOU GH TO BEA T With over 200 horses under the hood, the turbo 4-stroke fuel injected Thundercat was formidable the last couple years, but this year it is even better. For 2022, this beast gets the new version of the adjuston-the-fly suspension system that is now called ATAC. This is similar to last year’s version and has 3 settings that range from soft, to medium, to firm. With just the tap of the toggle, the Fox Zero iQS shocks allow the rider to enjoy an entirely different feel. All this can be done right from the handlebars, and shows up on the gauge so you know where you are at. This kind of system is extremely welcomed in a heavy 4-stroke machine, and I liken it to the type of ride you get in an extremely fun, sport/ luxury vehicle like a Cadillac or Mercedes.

The lowered ride height of Thundercat keeps you locked into the trail.

Working in tandem to give riders an extremely spoiled experience is the new EPS (electronic power steering) system.

This isn’t the first time, or probably the last time we will see power steering in a more

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performance-oriented machine. Yamaha has had power steering in their lineup here and there since the days of the Apex/Vector, and still has it in their cruiser/luxury/ trail and utility line.

What is really nice about EPS in a performance sled like the Thundercat is that it makes it a very enjoyable ride, at blistering speeds, all day long. It truly does take more effort to ride a heavier sled more aggressively for long periods of time, even with the best suspension set-up. So, being able to dial in the suspension from your seat, AND use minimal effort in the corners and over bumpy, tight, twisty trails is something that is extremely valuable to the targeted Thundercat rider. The fun factor was certainly upped with adding EPS, and the

sled itself was already pretty heavy, and it’s not made to be a snocross or off-trail sled, so the added pounds are negligible in my eyes.

Gone are the TEAM clutches on this machine as well, and the new ADAPT CVT is in. If you’ve ever ridden a big 4-stroke, then you know it has a much different feel DYNO TESTED INDEPENDENTLY WHEN IT FIRST CAME OUT BY DYNO-TECH, THE YAMAHA BUILT 3-CYLINDER 4-STROKE TURBO MOTOR IN THE THUNDERCAT PUT OUT OVER 200HP. WE SUGGEST LETTING YOUR THUMB DO THE TESTING, AND SEE YOUR ARMS STRETCH 2-INCHES!

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RIDER COMMENTS RICHARD KEHOE

I spent a lot of time on the 2022 T-Cat, and it wasn’t shocking, but I will use the word surprising when describing just how good this sled was on the trails. I know that being the big power on the lakes this year is what this class is all about, especially with all the throwback names, but with comforts like the Thundercat’s electronic power steering (EPS), it’s tough to ignore that Cat didn’t also think of trail riding. The EPS works so well, and just gives you the feeling of a lighter sled as you glide through the twisties. The 1.25” lugs dramatically help with stopping power when compared to the 1” on the SRX, and when you put a couple of hundred horsepower under the hood, this is a good thing when you’re not on the lake. At times, I’d like to see a parachute deployed at the end of a lake, when on these new hypersleds. The ATAC suspension works great, and it’s easy to find a sweet spot when you’re trail riding and crushing the bumps.

Personally, I think this is the smoothest and best Thundercat ever produced.

THE NEWLY MONIKERED ATAC SUSPENSION GIVES YOU THREE DIFFERENT SETTINGS AT YOUR FINGERTIPS FROM SOFT, TO MEDIUM, TO FIRM.

THE ATAC UTILIZES HIGH CAPACITY FOX ZERO IQS SHOCKS AND ALONG WITH THE NEW ELECTRONIC POWER STEERING (EPS) GIVES A RIDER TOTAL CONTROL ON THE TRAIL.

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THE THUNDERCAT STILL COMES IN ONLY A 137-INCH SKID, WHICH IS CAT’S SLIDE-ACTION REAR SUSPENSION.

A 15 INCH WIDE, 137-INCH LONG RIPSAW II TRACK WITH 1.25-INCH LUGS PUTS POWER TO THE SNOW.

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RIDER COMMENTS JASON KAWCZYNSKI

THE ADAPT CLUTCHING IS LIGHTER WEIGHT, NARROWER, AND INCREASES BELT LIFE COMPARED TO ITS PREDECESSOR.

THE COCKPIT HAS EVERYTHING EASILY LAID OUT FOR THE PILOT FROM ELECTRIC START, PUSH BUTTON REVERSE, TOGGLE FOR ATAC MODES, AND YES… A TETHER!

to the throttle. Being a turbo, the power delivery is also different. This new clutch engages smoothly, is slightly lighter, and is said to extend belt life too, with automatic belt tensioning.

The Thundercat still comes in only a 137-inch skid, which is Cat’s slide-action rear suspension. The front arm of the suspension can slide, which allows for positive transfer, albeit less on a heavy-front-end sled like a big 4-stroke. But the benefit of coupling and controlled suspension movement, with less total collapsing in G-out situations, is where this suspension still shines. The hub in the rear is also gone and replaced by 3-idler wheels, which we like better. A 1.25-inch Ripsaw II track rolls around the skid. This is slightly more lug than what is on the very similar SRX from Yamaha. There are pros and cons to each, but with the EPS, we think the hookup of the larger 1.25-inch lug is appropriate.

Of course you get push-button electric starting and push-button reverse, and all

kinds of other amenities like a goggle bag in front of the steering post, LED headlight, 60th anniversary badge and more. Like most all Cat sleds, you get an adjustable ski stance too from 42-43 inches. Most Thundercat riders won’t ever use this feature, but it’s still nice to have. Plus, there’s a storage bag behind the seat which will fit a spare belt, tool kit, and a few other small items. It is important to note that the in-season version of the Thundercat does not have EPS or ATAC, but for this comparison, we were focusing on the topof-the-line sleds.

One final thing; with Cat’s spring-buy Snowmageddon deals, you could get a 2-year warranty, additional accessories from the factory with the ‘ship with’ kits, plus more money back on this sled than just about any in Cat’s lineup. We know several buyers who walked out the door paying less than they ever expected, considering the hefty initial price tag.

Lining up the Thundercat to the SRX last season, both machines rode very similar and I expected that to be the case again for 2022, but it couldn’t be further from the truth. Our Thundercat model was equipped with all the goodies that you can have including the EPS and ATAC suspension. This must be the package of choice for anyone considering a purchase.

EPS introduced in years past was a great feature but I felt it didn’t really change the overall ride all that much, besides making a long day easier on the forearms. Arctic Cat found a way to incorporate the EPS into a perfectly balanced package alongside the ATAC suspension. You can take this machine into a tight corner and it stays perfectly flat with zero ski lift, and a firmly planted rear end. It was hard to say if this was due to the suspension adjusting on the fly, the EPS system, or a combination of both.

Not only did it work great, but it brought a whole new level of tuning possible. With a four-stroke sled there was always the constant conundrum of less carbide with lighter steering and corner push, or adding more carbide length for better control, but making a heavy steering sled even more so. Our model was running 8” runners but felt like the lightest front end you’ve ever ridden. This opens up a whole new game of customizing your ride where you can easily add a ton of studs and a set of 10” carbides while keeping the exact same ride. One can only wonder if the aftermarket will dish out some 12” runners specifically for these machines in the near future.

The ATAC suspension was tuned perfectly. All three settings offered their appropriate Soft to Hard adjustments and felt more of a fine adjustment than an overly dramatic difference. You were extremely happy with the ride in any mode.

This is the perfect package for trail riders of any type – easy to ride anywhere from the lake to woods and forgiving on the body. Put on as many miles in a day as your riding group can try to keep up with! If you were looking to make the switch to four-stroke reliability and speed in a less intimidating package this has to be your first choice!

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RIDER COMMENTS RICHARD KEHOE

FROM LAUNCH TO CORNER, AND FROM MID-RANGE TO HYPERSPEED, THE NEW MACH Z IS FAST, FUN, AND PRECISE.

NE! SKI -DO O MA CH Z – A MA D LOA DED MA CHI We are not going to sugar-coat this one, because it was pretty obvious that Ski-Doo shot a Mach Z missile straight at the big triple 4-stroke motor made by Yamaha, that powers both the SRX and Cat’s Thundercat. Ski-Doo already knew they had a 150hp turbo motor that could be hopped up to become the 180hp triple cylinder, turbo 4-stroke… and that it was lighter than the competition, but something was still missing. That something was the old-school, put your money where your mouth is, lake racing swagger. A couple of changes later, and the intro of the new Mach Z is what Ski-Doo is banking on to bring that confidence back to Ski-Doo die-hards.

To be brutally honest, Ski-Doo had a hard hill to climb to compete with the 4-stroke turbo produced by Yamaha. Putting out 200 ponies is jaw dropping, so SkiDoo went a different route and announced ‘launch control’ this year. All the power, all at once, and right off the line. If you are talking old school lake racing, this is what you want. Honestly, it is damn fun! Hold the button, hold the brake, get ready, and let her fly! This is not really ‘new’ technology either, as variants could be seen at any big drag-race for years before on monster 4-strokes. But to have it in an OEM traillegal sled was a first. The pDrive primary

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and QRS secondary clutches harness the power of the Canadian built Z-Machine.

One thing Ski-Doo does do almost every year is publish dry weights of their sleds. At 548 lbs., the Mach is no featherweight, but certainly still lighter dry than the competition, even in the wide-body Gen4 platform. The reason I mention this is power-to-weight ratio. Knowing what we know, the power to weight ratio of the Mach will be very similar to the Thundercat and SRX. That makes a difference, even to flatlanders who strictly want to race on a lake or find wide, long trails like the those found in New Brunswick, around the Christmas Mountains.

However, the Mach is not just for long straight trails… it can take the bumpy, curvy path too! Again, with another pointed shot at others in the industry, Ski-Doo announced their Smart Shox this year… and they are available on the Mach. There are three modes for the adjust-on-the-fly suspension including comfort, sport, and sport+. Don’t ask us why it couldn’t be soft, medium and firm, or maybe luxury, cruise and sport, but there are marketing minds working at night, coming up with this stuff just to be different, I’m sure. Anyway, the KYB Pro Smart Shox are up front and in the rear, while the center shock is a KYB Pro 40. We are still confused as to

Being the new kid on the block, the Mach Z did come well-armed with the 900 Turbo R, Smart Shox, the lowered RAS X and rMotion suspension. No surprises here, the handling is amazing both on the trail and lake, which is exactly what you would expect from a Ski-Doo snowmobile. Everything that Ski-Doo’s top trail sleds come with, the Mach Z does as well, so you aren’t giving anything up by investing in the Mach Z for the trails.

When you think of a Corvette owner, or even a Ferrari owner, 95% of them don’t want a dial-it-in performance or suspension. They are depending on the dealer/manufacturer to do this, and in their defence, this is why they paid a premium for their vehicle. Most of the new owners of a Mach Z that I know, want to put gas in it, drive it, and basically show off, and this is what this snowmobile has brought to the table. The Turbo R performs, and in its stock 180 horse form, I don’t think it will be the fastest. The Smart Shox semi-active suspension dials the ride in seemingly perfect at any speed or terrain, and the owner can brag about this at every “tenth hole” he visits at the end of the day. The “launch control” seemed gimmicky to me. If everyone were to stop and line up, every-time they got on a lake, this would be way cooler. Boncher used the “launch control” more than anyone else, and you could hear him laughing the entire time. But hey, this is also the guy that lined-em-up all day long at the Old Forge Shootout with a pie plate strapped to his back, to make sure the radar found him!

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ENGAGING THE LAUNCH MODE IS SOMETHING EVERY RIDER NEEDS TO TRY AT LEAST ONCE! BUY A MACH, FIND A BUDDY WITH ONE, TEST RIDE ONE, BUT GET ON ONE!… JUST DON’T STEAL ONE.

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why there is not an option to adjust the center shock on any of these systems, but I am sure there is an engineer and a liability lawyer, discussing those things at length like we can only imagine. What I do know is that the Smart Shox system works fantastically well! Combined with the lowered 1.5-inch ride height of this sled (hmmm… another similarity to others that Yamaha originated in this group?), but the Smart Shox allows for a fun ride in most any conditions on the trail. There’s also an adjustable ski-stance, which like others in the industry, is nice to have but not really necessary on this sled. Riders can go from 42.1 to 43.9-inches up front here.

Now, the best thing Ski-Doo did in their product line this year IMO, was to have an activated throttle cable on this iTC sled. No more zero resistance throttle flipper like on all the previous sleds with an ACE 4-stroke motor. We understand the benefits that come with a lack of resistance to your thumb, but personally, the benefits do not outweigh the negatives, and I want to feel everything the sled is doing… and part of that is through my hand. On the other side, the brake is very important for slowing this speed demon down, and a Brembo racing brake does the work.

This is a 137-inch sled as well, and we’ll just stop pointing out any similarities to the

THE 2-PLY RIPSAW TRACK IS MADE TO BE STUDDED, AND WE SUGGEST IT TO HARNESS ALL THE START AND STOPPING POWER THE MACH Z HAS.

A 1.5-INCH LOWERED RIDE HEIGHT MEANS YOU FEEL EVEN MORE CONNECTED WITH THE TRAIL AND ADDS AERODYNAMICS FOR MORE SPEED.

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ON THE DASH, YOU CAN SEE ALMOST ANYTHING GOING ON WITH THE SLED ON THE BIG 7.8-INCH PREMIUM COLOR GAUGE.

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THE ACE TURBO R 4-STROKE MOTOR PUTS OUT A SUGGESTED 180HP AND THAT’S BEFORE THE ADDED PSI IN LAUNCH MODE!

RIDER COMMENTS JASON KAWCZYNSKI

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two other hypersleds on the market now.

The 2-ply Ripsaw track is pre-marked for studding as well. We have always appreciated that Ski-Doo has done this for a while now on many models to make studding easier. Or you can get the same track in the Ice Ripper version. A quick note with this turbo is that the track spins around the rMotion X rear suspension with ease, maybe too much. The suspension upfront is the RAS X, which any rider would expect as the Mach Z comes with the best of the best.

On the dash, you can see almost anything going on with the sled on the big

7.8-inch premium color gauge. Behind that you get the quickly-adjustable riser/bar block that has been on several spring-buy options for a few years. There’s a ton more we can talk about, like push-button start/ reverse, LinQ accessory adaptivity, Pilot X Skis, etc., etc., but what people really want to know is if it’s really THAT fast? Off the line in launch mode - yes, and top end is good too, but I’m kind of waiting to see how the aftermarket responds, or if SkiDoo does subsequent new maps to bump this power up even more! Either way, Ski-Doo has steamrolled straight into the middle of the 4-stroke turbo war!

SMART SHOX GET A BIG THUMBS UP ON THE NEW MACH Z AND THE 3 MODES ARE DUBBED COMFORT, SPORT, AND SPORT+.

A MASSIVE 7.8-INCH PREMIUM COLOR DISPLAY GAUGE SHOWS YOU EVERYTHING YOU NEED TO KNOW IN A WELL THOUGHT OUT FORMAT.

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I mostly knew what to expect from the two returning Turbo’s from Arctic Cat and Yamaha but hearing the Mach-Z was back I couldn’t be more excited to line these 3 up on the lake and see what they could do! I have to be honest, the first thing that popped in my head was “Mach Z = 850 two-stroke turbo” which hopped up my anticipation. However, my dreams of a big new 2-stroke were not to be, but the package that BRP delivered did not disappoint in the least.

Riding the Mach wasn’t the night and day difference I was expecting versus the feel of say a MXZ 850, even though there is a substantial weight difference between the two. Cornering felt very predictable with just slightly more steering effort needed than a 2-stroke Ski-Doo trail sled.

The four-stroke felt different was in the lack of transfer and front end lift. This is something that many trail riders prefer and a bit unexpected with all the extra power.

Clicking through the different modes of the Smart Shox worked great with a surprisingly big change from a soft to stiff ride in just seconds.

The most welcome feature was the cable throttle system. The familiar standard throttle flipper and snowmobile ‘feel’ is much better than the more ‘watercraft’ like feel of the ACE powered machines.

And of course, who doesn’t love launch mode!

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FROM COLORS TO PERFORMANCE TO RELIABILITY, IT’S HARD TO HOLD A CANDLE TO THE NEW YAMAHA SRX.

YAM AHA SRX TAK ES BES T IN SHO W Ok, so we are not the type of folks who ride prize winning show horses or anything, but if you lined up and showed the new 2022 Yamaha SRX against any sled, from any OEM this year, to literally most anyone in the snowmobile world, or not… well, they would say the SRX wins on looks alone! The new take on the throwback/retro 1977 SRX 440 scheme is perfect. Let’s just say that whoever is doing the graphics at Yamaha, deserves a raise, or at least free Red Bull for a year, to keep him or her going! Looks aside, the SRX still has the credibility to back up its bold entrance on any impromptu race date.

Let’s back up a minute though, as I want to point out a couple of semi-opinionated truths before we discuss the 2022 SRX… 1.) The SRX is not as ‘all-new’ as some other sleds on the market. 2.) People will be able to sell their older SRX sleds for basically what they paid for them (or at least not lose much money at all) for the foreseeable future.

3.) Yamaha backs their products better than anyone else (and as

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some elders like to call it) in the “sno-mobiz”. So, now that those points are out in the open, we can discuss the SRX in more detail.

It’s no illusion that many Yamaha flag waving folks, and the Sidewinder customers by and large, are a big-horsepower loving group. Even if they do not have a Sidewinder, which BTW makes up most of their lineup now, many of them want a Sidewinder of some type. So let’s not pull punches, and think that because a friend tells you they would rather ride their Viper, that they are not seriously jealous of you and your SRX! I digress, but at the heart of the current

Yamaha push is the big 200hp, king of the lake racer, fastest sled in the group, most reliable and top dog trail sled. That is the SRX! Everyone already knows about the crazy powerful Genesis 998cc 4-stroke turbo triple cylinder, fuel injected motor in this super sled, but this sled is also easy on the lower back! With the Fox Intelligent Quick Shift shocks (similar to the ATAC in the Thundercat), you get on-the-fly shock adjustments, with compression damping from soft, to medium, to firm. See above comments about basically the same system for three different OEMs now.

INSPIRATION FOR THE NEW SCHEME ON THE SRX CAME FROM THE 1977 SRX THAT SCORCHED TRAILS AND RACE VENUES 45 YEARS AG0.

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RIDER COMMENTS RICHARD KEHOE

FROM DRIFTING THE CORNERS TO PREDICTABLE HEART PUMPING 4-STROKE TURBO POWER, THE SRX HAS THE FULL PACKAGE FOR AN AGGRESSIVE RIDER.

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A little more on this system… oil flow is controlled through the Fox Zero iQS 1.5 dual rate springs up front, and the same 2.0 – inch diameter shock in the rear, basically instantaneously, so the rider can dial in their ride when they come into a 3 mile stretch of whoops, after a 10 mile stretch of flat lake running. These are dual rate spring shocks and the rear shock has lower torsion spring pre-load, so you get the lower ride height for quick cornering and optimal top end. Spring rates are more progressive throughout the smaller travel.

Also on the intelligent shock system, you can preset modes for two separate riders, for their favorite setting as well. Anoth-

er thing Yamaha points out in media and web initiatives is that rebound is pre-set to coincide with the change in compression damping with each of the three settings.

That’s an important point that is sometimes missed in all the jargon, because rebound (that wild stallion/bumper wants to pass you up/you get thrown into the woods feeling), is controlled to a maximum without having to change spring tension.

So, if we are taking note on the SRX that means the sled looks good, is fast, and is comfortable… check, check, check.

Now, to address head-on the detractors asking why the SRX does not have power-steering like the Thundercat…

A NICE BIG 20-INCH STORAGE BAG STANDARD ALLOWS YOU TO TAKE WHATEVER PROVISIONS OR EXTRAS YOU WANT FOR A LONG RIDE.

THE BEEFY 2.0 INCH DIAMETER FOX ZERO IQS REAR SHOCK ALLOWS YOU TO TAKE ON THE ROUGH STUFF WITH EASE.

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I feel that last year’s King of the Lake will return as the reigning champ again in 2022. By no means is this a TKO. The competition is right there, and both the Thundercat and the Mach Z each have winning points that could boast a victory too. Yamaha’s Barry White-smooth Genesis 998 Turbo is a powerhouse, giving you over 200 ponies on any given day, which is important when you’re competing for the fastest snowmobile on the lake award. Personally, I even like the lowered Sidewinder on the trails, with its one-inch track, compared to the other trail-oriented Sidewinders.

It brings me back to the “hyper-sled” days of old, when you would back your sled into the corners and throttle out of it. The only thing better than those days of riding, is being able to do it on a 2022 SRX, with all the creature comforts of today. The Fox Zero iQS shocks work well and are designed to adjust on the fly, which is great when you are running down a lake, and then getting back onto a trail. As far as colour goes, Steenbakkers will not agree with me as he, like so many others, are stuck on the Yamaha blue, but the new retro graphics screams all the way back to the 1976 SRX, when Yamaha was also KING of the ring.

DIFFERENT THAN IT’S KISSING COUSIN (THE THUNDERCAT) THE SRX COMES WITH A 1.0-INCH LUG HEIGHT ON THE TRACK TO ALLOW YOU TO BREAK IT FREE IF DESIRED AROUND SNOW-LOADED CORNERS.

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RIDER COMMENTS JASON KAWCZYNSKI

PAINTED TUNNEL, MEDIUM COLORED WINDSHIELD, CUSTOM STITCHED SEAT, AND MORE ARE ALL ADDED GOODIES ON THE NEW SRX.

well, Yamaha felt that with the combination of new clutching, their Stryke ski, and the smaller 1-inch lug track, EPS was not what their target market wanted, or was warranted for the SRX. From a rider standpoint, the smaller 1-inch lug Ripsaw 1 track absolutely makes the ride different.

Drifting through corners, better top speed, and a better launch when studded, on icier lake-race days, are all positives. Plus, you shave off some weight by not having EPS. Double plus, the Stryke ski was developed to be used on the Sidewinder, and provides the predictability up front, that is needed with a heavier front end, that is basically non-negotiable on 4-stroke

THE STRYKE SKIS UP FRONT PROVIDE SMILE INDUCING FUN IN THE CORNERS, EVEN IN THE STUTTER BUMPS.

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machines. A staggered carbide design and proprietary keel reduces steering effort and increases predictable control. Important to note here too that you can also get EPS on the GT Sidewinders.

There’s plenty of additional features to brag about with the SRX too! You will get a rad new custom stitch seat that is heated, an RCA heated shield outlet, 20-inch tunnel bag, goggle bag, and more. I may have dated myself with the ‘rad’ comment, but since Yamaha riders tend to skew into my age demographic (and probably been to a couple Motley Crue concerts), they hopefully will understand.

Of the three, the SRX was the one returning the most similar to last season.

However it was one of my favorites in 2021 so I was confident it was going to be great again and well….. really fast. It was the quickest top end of the group.

Visibly low to the ground and fitted with a 1” lug track and applicable gearing enabled it to travel WELL past the triple digit mark. The short lug track really gives you an old school feel being able to break it loose around a corner if you choose and I was very happy to see it back again for MY22. The only downfall versus the 1.25” tracks fitted on the rest of the group was the lack of some braking capability, likely due to it holding a lot of snow at times. But this is easily and appropriately remedied by adding a pile of studs. Not just to increase the safely but making an insane change to the amount of pull off the line.

My only gripe of SRX models in the few years past was the annoying belt chirp that would happen in certain conditions, particularly when you came to a sliding hard stop and then engaged the clutch again. Making this happen was inconsistent and unpredictable but I rode it every which way and this was nonexistent with the new YSRC clutching. So taking the one of the best sleds from last year and fixing the only problem, makes the SRX just plain awesome across the board.

Just tell me what to buy

FOX ZERO IQS 1.5-INCH DIAMETER SHOCKS ARE TOP OF THE LINE MOGUL AND BUMP MASHERS.

Well, if you aren’t prepared to spend $17-$20K US, or an astronomical amount in Canada, you probably will not own any of these three sleds. Seriously though, the Thundercat is probably the best buy for the money (at least it was last spring), the Mach Z has all the newest tech and gadgets, and the Yamaha looks the best, and will probably last you the longest with their great support. Take your pick, but if you have the means, you can’t go wrong with any of them, and everyone will be jealous, no matter what, and I’ll see you at the Crue Concert!

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BY MARK BONCHER

t

ke performance machines from here are two legitimate 130 horsepower, 4-stro many 4-stroke lovers is which for ion quest the 2022… two separate OEMs in one would you pick?

-infused sleds when talking It’s a battle of naturally aspirated versus turbo the Renegade Adrenaline and ha Yama from GT LTX about the new SR Viper veteran, and the Ski-Doo is from Ski-Doo. The Yamaha motor is the sturdy Yamaha had sole control over that party the young buck that just crashed the 125-130hp have these two sleds to test to d excite were We . in the 4-stroke market for many years As always, we are transparent with our this winter, albeit on different days and locations. different due to virus protocols. No worries rides and reporting, but last winter was a little both these incredible sleds… grinning on though, it was great hammering out the miles the entire time!

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Yamaha Viper strikes again

t

o be honest, Yamaha puts this sled in the 125 hp category, but it’s right there in between the traditional 120hp 600cc sleds, and the new 650cc 2-stroke sleds that put out closer to 130 hp. What every rider notices as soon as you hop on a Viper, is how linear the power is.

If you look at a dyno power curve for this machine, you will see that played-out

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on paper. The naturally aspirated 2-strokes that compete against this sled power-wise, have much peakier power curves, and often have flat spots in power delivery as well. There is none of that with this straight 4-stroke torque monster! What this translates to in rider experience is predictability and responsiveness. Paired with the YVXC clutching, you get instant throttle response and a smooth feel through your thumb,

THE VIPER LTX GT DOES GET NEW DUAL RATE FRONT SPRINGS IN THE COIL-OVER FOX QS3 SHOCKS

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DIAL IN YOUR RIDE WITH FOX QS3 SHOCKS THAT HAVE AN EASY 3-POSITION COMPRESSION DAMPING CLICKER ON THEM.

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AT 137-INCHES LONG WITH 1.25-INCH LUGS ON THE TRACK THIS SLED HAS THE GRIP YOU NEED FOR THE TRAIL.

AN OVER-SIZED 20-INCH REAR TUNNEL BAG ALLOWS YOU TO TAKE ANYTHING YOU MIGHT NEED FOR A LONG TOURING TRIP.

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THE STRYKE SKI IS GOOD IN THE TRAILS, BUT IT’S NOT REALLY AN OFF-TRAIL SKI. IT BITES VERY WELL IN THE CORNERS, BUT MY PERSONAL OPINION IS THAT I LIKE A SLIGHTLY WIDER SKI.

from engagement to full-on give-r’! It is no wonder this 1049cc motor has been around for longer than many of our kids have been able to walk.

New last year was the 2021 Viper LTX GT, and besides the Ink Blue and Regal Gold paint scheme, with painted tunnel and boards in 2022, well there’s not a ton that’s new on this sled. There are plenty of slick goodies though! Note that all the other Yamaha GT sleds get the new paint job as well. Fuel economy is great on this performance touring machine, and the touring side is easily seen with a larger 20-inch rear tunnel bag, goggle bag, and protective medium-sized windshield. The windshield and the comfy heated seat make this a warm ride on long hauls.

There’s an RCA heated shield outlet that is

WITH A HEATED SEAT AND TETHER YOU WILL ENJOY BOTH THE WARMTH AND COMFORT OF THIS SLED, PLUS THE ADDED SAFETY.

standard as well… which we think all trail sleds should have, and Yamaha does this right on so many of theirs.

The Viper LTX GT does get new dual rate front springs in the coil-over Fox QS3 shocks. Again, this is a more luxury model, and smoothing out the trail is a high priority for the target customer here. Having lots of experience with dual and triple rate springs, we can tell you that it DOES make a difference. With the easily adjustable 3-position damping control as well, you get the most cushy, yet still adjustable, bump-canceling front end of any Viper to date. The chatter in the corners is where you really feel the additional spring control.

The 137-inch coupled rear skid has a 2.0 diameter shock body Fox Zero QS3 in the rear, and a monotube aluminum 1.5inch shock as the center shock. Having the larger shock in the rear with adjustability is a bonus and can take some abuse if the trails get rough. The Stryke ski is good in the trails, but it’s not really an off-trail ski. It bites very well in the corners, but my personal opinion is that I like a slightly wider ski. Finally, the LED headlight is a nice touch that does make night-time riding more enjoyable for us old guys with tired eyes.

Ordering your new Yamaha is easy too, with online $500 deposits this year, and that money goes to the total when the unit is received by the customer.

STASH YOUR EXTRA GOGGLES, OR OTHER SMALL ITEMS IN THE GOGGLE BAG JUST IN FRONT OF THE STEERING POST. ON SNOW MAGAZINE • VOL 12 • ISSUE 1

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Ski-Doo has the newest 4-stroke

Y

ep, another new ACE based 4-stroke was announced this year by Ski-Doo in the Gen 4 chassis. This new 900 ACE Turbo fits nicely right into the 130hp category that so many trail riders appreciate. This little turbo has some snort, and we believe it is best packaged in the Renegade Adrenaline machine.

The little liquid cooled EFI engine has a turbo specifically designed for this usage

by Ski-Doo, and runs on pump 91 octane fuel, just like the other 4-stroke turbos that come directly from the OEMs. The new 130hp motor is available in the Renegade

Enduro and Grand Touring Limited as well, which re-enforces the idea that this is a more trail-friendly and performance, touring tilted powerplant.

If you are a fan of the turbo sound, you will enjoy riding this sled! It has the racy, grunty, decibels you expect from a 4-stroke turbo, and when you are really on and off the gas, you can feel that turbo. It is a rush, and it has some long legs! This will eat 600cc sleds for lunch on the lake, and the torque is what you will really notice if you ride more aggressively. Some people like less noise from the wastegate, and super-quiet 4-stroke exhaust notes, but not

IF YOU ARE A FAN OF THE TURBO SOUND, YOU WILL ENJOY RIDING THIS SLED!

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THE WE LIKE THE 137X15X1.25-INCH RIPSAW TRACK, AND IT HAS BEEN A RELIABLE SNOW CHURNER FOR YEARS. NOTHING FANCY, BUT IT DOES THE JOB.

THE NEWEST 4-STROKE TURBO FROM SKI-DOO IS BASED OFF THE 900 ACE MOTOR AND PUTS OUT ROUGHLY 130HP.

A VERY FUNCTIONAL 4.5 INCH DIGITAL DISPLAY READS OUT WHAT YOU NEED, WHEN YOU NEED IT.

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me. I like to hear what the sled is doing, and call me old school, but it helps me feel more connected to the machine.

This one still has the iTC throttle by wire flipper, which I personally think was a mistake, and it should have at a more traditional throttle feel, with physical friction… but it’s easier on the throttle hand if you ride hard all day long and are a big-mile guy or gal. The three driving modes are on this sled as well (sport, standard, ECO)…

I just leave it in Sport, but I guess some people use the other modes. Also, being a 4-stroke and having a turbo, the power to weight ratio is not as positive as the 2 strokes or the higher horsepower 180 hp turbo, which are available as engine options in the Renegade Adrenaline. However, at 518 pounds dry weight, the 130 hp Renegade Adrenaline isn’t overly heavy.

Like many of the Ski-Doo sleds this year, the Renegade Adrenaline comes with two LinQ mounting base kits as standard issue. The LinQ is the most reliable, easiest to use, most complete accessory lineup and system on the market.

The base kits aren’t expensive, but it’s just one added feature that helps the rider pick and choose how to set this sled up for whatever he or she plans to do that day.

Bring an extra gas caddy for a long trip, additional storage for a lunch out on the trail, and bringing along ice fishing gear for a day of slaying walleye…is just nice to have.

As an Adrenaline version, this sled does not have the topof-the-line shocks, but the KYB HPG shocks both up front and in the skid do the job, no prob-

lem. Speaking of the front and rear suspensions, the Adrenaline was upgraded to have the RAS X front suspension and the rMotion X rear suspension. That’s a big deal as these two packages are the best big-bump suspensions out there. Granted, you lose a little performance and do not have much adjustability with the lower end HPG shocks, but this one is not meant to be a race sled like the XRS. The rMotion X has a longer front arm and an adjustable angle so you can further dial in your ride.

We like the 137x15x1.25-inch Ripsaw track, and it has been a reliable snow churner for years. Nothing fancy, but it does the job. Also, the 137-inch length is correct for the best long-distance trail riding and smoothing out the bumps, while still being easy to flick around the trails.

The wider Gen 4 body design on the Ski-Doo 4 strokes was also done so as not to lose much as far as rider mobility, and therefore sled maneuverability in tight trails. You get handguards and a mediumheight shield as well, so the rider stays warm and protected.

One thing not talked about as much on the standard models from Ski-Doo is that they all come with the steel braided Brembo brake line and possibly the most comfortable lever in the industry. These two things have a larger impact on ride, safety, and overall feel of the sled than many people think. Having quick, easy, and controlled stopping, especially on slightly heavier 4-stroke machines is paramount. The pDrive primary, and QRS vented secondary clutches continue on again in the turbo and 850 machines from Ski-Doo.

PILOT X SKIS ARE SOME OF THE MOST PREDICTABLE CORNERING AND VARIABLE TERRAIN SKIS ON THE TRAIL.

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A 4-stroke trail rider’s decision

EVERY RIDER WILL ENJOY THE EXTREMELY CAPABLE RMOTIONX REAR SUSPENSION IN THIS 137-INCH TRAIL/ TOURING/CROSSOVER SNOWMACHINE.

EACH SKI-DOO COMES WITH ADDED LINQ BASE ATTACHMENTS STANDARD SO YOU CAN START ACCESSORIZING WITH BAGS, GAS CANS, OR WHATEVER ELSE YOU WANT TO TAKE WITH YOU.

Going on price alone, the Ski-Doo Adrenaline will be less expensive by roughly $1500. Going on reliability, the proven Yamaha motor is tough to beat! It will last longer than any wear parts on the sled and do more miles than an average rider puts on in 10 years. On another note, no matter what you buy in powersports, buying the first year of anything is always a bit of a gamble. That being said, the SkiDoo 900 ACE motor has been around for a long time, so adding a small turbo is not as big of a risk versus say, the first year of a new big twin 2-stroke.

Regarding rider feel and performance, the Yamaha is warm, comfortable and has awesome torque and power to around 80 mph, where it starts to fall off. The SkiDoo has that turbo feel of performance and has longer legs on the top end, but not as much instant throttle response as the Yamaha throughout the powerband.

The cornering ability trophy goes to the Renegade Adrenaline, which is not a surprise since Ski-Doo still has the most predictable and flat cornering sleds, even when comparing two 4-strokes. Standard amenities are topped by the LTX-GT, but additional accessories are easier to add to the Adrenaline.

If it were my money and I was a long-distance trail rider, I would probably buy the Yamaha LTX GT. This sled is also great for folks who have been out of the snowmobile game for a while and want something that they can just gas up and go for years and years. If you want more aggressive performance, and want that turbo tingly sensation, Ski-Doo did a great job coming out with a 130hp 4-stroke motor that still gets those competitive juices flowing, and at a comparatively low cost.

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BY: MIKE DUFFY

n noticing continuing ver the years, I have bee t we are seeing in North problems and trends tha lanche accidents. It’s my American motorized ava n accidents in order to gai job is to review avalanche to er ord in , rent problems valuable insight to the cur ys e snowmobilers about wa cat edu and s share technique uing” ntin “co as list I t tha ms ed 12 proble of prevention. I’ve prepar accidents. d would reduce avalanche ide avo if t tha , or “trending”

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Hard for riders to break habits and initiate change within their riding groups. imply put, what worked for you twenty years ago, usually does not work today. For the most part, today’s riders are better prepared for the backcountry. However, twenty years ago, many riders were not. They were not using transceivers, checking the forecast or taking advanced on-snow avalanche classes. Not to mention that twenty years ago, snowmobiles were not capable of accessing avalanche terrain all winter long like we can today. This type of greater exposure means greater knowledge is required. If there is a better understanding of avalanches now, and this come with more knowledge, the result is better decisions.

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Avalanche forecasts will change often and it’s vital that you get the latest information.

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It’s important to know your riding partners and know their individual avalanche education.

In the event of a live rescue every second counts.

Riders do not understand persistent slab avalanches.

You have to know more about the conditions and more about the snow. The following four avalanche situations are responsible for the most fatalities.

1

You can’t be on a 30–45-degree slope with a persistent slab and outsmart it. If you’re not triggering it, consider yourself lucky.

2

Persistent slab avalanches are inherently dangerous, unpredictable and large.

3

Avoiding avalanche areas with the persistent slab problem is the way to manage them. Otherwise, you’re relying on luck, and we all know that runs out.

4

Remote triggers are likely with persistent slab avalanches. You don’t have to be on the 30–45-degree slope to trigger an avalanche.

Watch run-out zones and connected slopes too.

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MULTIPLE RIDERS CAUGHT IN AN AVALANCHE LEADS TO FATALITIES.

Simply said, multiple complete burials = fatalities. This is important to know because digging is the most time-consuming part of the rescue. If you are a partial burial in an avalanche and have to dig yourself out, it delays the rescue of others.

COMMUNICATION IS IMPORTANT AT ANY ALTITUDE, WE RECOMMEND A GOOD SET OF RADIOS WHEN YOU ARE ON THE SLOPES. WHEN YOU’RE UP THERE IT’S IMPORTANT THAT EVERYONE KNOWS IN THE EVENT OF A SLIDE WHERE IT’S GOING TO GO. COMMUNICATION CAN BE LIFESAVING.

NOT LOOKING AT FOR THE CONSEQUENCES.

You have to ask yourself, “Where’s the avalanche going to take you?” It’s very hard to survive an avalanche if you are taken into a terrain trap. What’s a terrain trap? Terrain Traps are creek beds, V shaped gullies, trees, rocks, cliffs and depressions.

Terrain traps defiantly compound the consequences of getting caught. These types of traps do not allow the snow to spread out, which makes for a deeper burial. If the snow can’t spread out it can easily take you into objects where trauma will be more likely.

NOT PERFORMING A THOROUGH DAILY TRANSCEIVER CHECK.

Not checking the battery strength, knowing the search function, or whether the rider even knows how to even use the transceiver quickly in the event of an avalanche can make the burial recovery take longer than it should. Just having a transceiver is not enough. You need to know if it’s working properly, and know how to use it efficiently, especially under stressful and emergency conditions.

RIDERS ARE BUYING AIRBAGS IN LIEU OF ADVANCED EDUCATION.

Everyone should know that an airbag will not let you survive every avalanche. There are too many riders who feel that they just need an airbag to be safe. Safety goes well beyond purchasing an airbag. In order for an airbag to be effective, it is best used in conjunction with advanced training, good decisions and trained riding partners. This is the combination that every rider should be looking for and referencing. There are too many riders without the proper training, and they’re not deploying the airbag in accidents.

NO ADVANCED AVALANCHE TRAINING.

This should be an easy one. The more training you have, the better decisions you can make. With the right training you will be able to implement the safety lessons learned, to real-life situations.

With our snowmobiles being more capable than ever, and our riding skills having improved, so has our exposure to avalanches. At the very least, you have to think and know that your avalanche training needs to match your exposure.

Basic classes are not enough and do not prepare you for more

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NOT ONLY SHOULD YOU MAKE SURE THAT YOU KNOW HOW TO PROPERLY USE YOUR TRANSPONDER, BUT YOU SHOULD MAKE SURE THE BATTERY LIFE IS SUFFICIENTLY CHARGED.

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YOU HAVE TO THINK AND KNOW THAT YOUR AVALANCHE TRAINING NEEDS TO MATCH YOUR EXPOSURE.

challenging terrain. The higher danger level and the more challenging terrain simply requires more knowledge and more training. There are basic mistakes that can be avoided by riders with the right knowledge and that understand the conditions that they’re riding in. This doesn’t mean staying home, this means having the knowledge to select the right terrain to avoid the avalanche problem(s).

BASING DECISIONS ON PREVIOUS EXPERIENCE IN THE AREA.

Always remember that no two winters are ever the same, and snow stability varies from year to year. Avalanches are dependent on the conditions. The snowpack is constantly changing, which means that previous experiences in the area are mostly irrelevant.

Avalanches are not consistent year to year. Some years they run big and some years they don’t. Some avalanches don’t even run for many years. Know what you’re dealing with on every single ride.

NOT READING THE ENTIRE AVALANCHE FORECAST.

It is important that you read beyond the avalanche danger rating.

You need to understand what the nine avalanche problems are, and which problems are present on the actual day you are riding.

NOT BEING ACCOUNTABLE FOR THE OTHER RIDERS IN THE GROUP.

This is when nobody is looking out for the other members of the group and when you (the group) are reactive to accidents, rather than proactive to them. This goes back to your knowledge and how to be able to avoid potential avalanches and what to do if one is triggered.

RIDING SOLO.

Never ride alone but riding solo has two meanings. You can also be out there riding “effectively solo.” “Effectively solo” means that you have separated from your group, and no one sees or knows where you are. The group must first realize you’re missing and then search for you, or where the accident happened.

LACK OF RESCUE SKILLS.

JUST BECAUSE YOU HAVE AN AIRBAG DOESN’T GIVE YOU FULL IMMUNITY TO EVERY AVALANCHE. ALWAYS DOUBLE-DOWN WITH SAFETY BY HAVING THE PROPER TRAINING.

For me, rescues are taking far too long. They ae never fast enough.

To help speed the time of rescue is where hands-on training and lots of practice make all the difference to save a life. When you are out, look around at the people you are riding with. All hope of a live rescue depends on the individuals in your group. By the time the search and rescue team gets on the scene, it’s usually too late.

My advice is simple. Start preparing now for a great winter; it’s never too early, and there is never too much training or practice.

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WHO’S MIKE DUFFY?

We’re glad you asked. Mike is a professional avalanche educator, a certified instructor of the American Avalanche Association, and teaches at the American Avalanche Institute, Alaska Avalanche School and Silverton Avalanche School. He is also the Rescue and avalanche team leader of the Vail Mountain Rescue Group. A Graduate of the National Avalanche School, National Academy of Winter Guiding, AVPRO & Professional Avalanche Search & Rescue. Mike has been a mountain snowmobiler for 25 years and has provided training for Arctic Cat, Polaris, Ski-Doo, FBI, Seal Team 2, guides and mountain rescue teams. He’s a backcountry guide and riding instructor, and also owns Avalanche1.com, which provides avalanche training across North America.

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IT’S IMPORTANT THAT EVERYONE KEEPS TABS ON EVERYONE RIDING IN A GROUP.

FOR MORE INFORMATION

Always visit www.Avalanche1.com, on Instagram Avalanche1.colorado and on Facebook Avalanche1

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INDUSTRY 411

ABOM Inc.

OSM sits down Ashley Stevens from ABOM

F

arnFounded in 2012, ABOM, Inc., launched the world’s first active anti-fog goggles. ABOM answered a simple yet long standing question that was being asked by many after a day of skiing where fogging goggles were the days problem.

When a driver starts up their car in the winter months, the first think they do is turn on the defroster… “Why can’t my goggles do that?”

Thus began the search for the solution. Finally, after years of engineering, designing, and testing, the solution was found by sandwiching a thin, electrically-heated film layer between two polycarbonate lenses, the goggle lens can heat up and stay heated to a temperature that melts the fog away and keeps it away.

Recently we caught up with ABOM Director of Product Marketing, Ashley Stevens, and asked her a few questions about ABOM Goggles.

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A BUILT-IN DEFROSTER FOR GOGGLES What makes your stuff better or different from rest in the industry?

ABOM products are sleek and lightweight, because the battery is built into the frame of the actual goggle.

We harness the power of technology & programming to insure the longest use and clearest vision, all day.

Snowmobilers demand the highest standards when it comes to their gear.

How do you test your products?

All our lenses are tested for impact resistance, meeting ANSI Z87.1+ & CSA Z94.3 standards. Before assembly, all lenses, frames, and straps are inspected for blemishes and defects. All frames are charged up, and we make sure they turn on and the LED indicator light works correctly. All lenses are checked for abnormal heating, and we even make sure each side heats up evenly, and to a high enough temperature to melt the fog.

What’s the best way to purchase ABOM googles?

You can find our goggles on our website at www.abom.com, where you can also find a list of dealers that carry ABOM goggles.

What new ABOM product are you most excited about and why?

This year we’re most excited for the new HEET Xtreme goggle. We are also excited for the new lens color options that we are releasing with it. These will work on both HEET & HEET Xtreme models. We listened to the feedback from snowmobiling customers and added a nose piece, thickened the foam, and added outriggers for better fit with helmets. The new lens options will feature a high-resolution silver mirrored lens and 2 color-changing photochromatic options (which will change tints depending on the lighting conditions).

Tell us something about the company that you wish more people knew.

We’re here and ready to help you have a great and safe day in the snow!

What is something you are sure to find inside ABOM headquarters lunchroom?

We’re a bit nutty, so we always have cashews & almonds!

Do you offer and type of warranty or guarantee?

It could happen that some defective products make it past our Quality Assurance testing, and for that possibility we offer a 1-year warranty from the time of purchase. It covers everything except user-caused scratched lenses. Abom will either send a shipping label if the item needs to be inspected or repaired, or a replacement item. If there’s any questions, contact Abom to discuss the issue in more detail and we’ll find the best solution.

What’s next for the company?

We are developing a smaller form-factor heated lens goggle & spectacle for military & safety purposes. For snow sports, we are working on a new generation of heated goggles. Follow us on socials (@ abomoptics) for all the updates on new products & sales!

In ten words or less tell us why someone should do business with ABOM? We’re focused on bringing quality solutions to a dangerous problem.

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5 Minutes

Heidi McNary

with

For this edition of OSM’s feature - 5 Minutes With, we were lucky enough to catch up with the new Powersports Vice-President and General Manager of Arctic Cat, Heidi McNary.

Heidi grew up in a small town in eastern Washington and has an Undergrad in Engineering with an MBA. Most of her career has been spent in aviation, designing turbine engine parts, leading manufacturing businesses, product development teams and service centers. Heidi’s new role as the Powersports VP/GM include a wide range of responsibilities such as driving a unified and compelling, strategic plan for product development, channel partnerships and production, as well as implementing core business processes to improve dealer tools, customer experiences and executions on Arctic Cat commitments to all their stakeholders. Heidi is excited to now be part of Arctic Cat’s Team in Thief River Falls, Minnesota, and we’re excited to speak with her.

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Thank you for your time today Heidi.

We’re thrilled to have this opportunity to talk with you.

Thank you, I’m excited for the opportunity as well.

We’re learning to grow while also keeping that aspirational feeling of the ride alive – a feeling we want to introduce new customers to. And that feeling, that nostalgia, stems from our legacy.

How are things at Arctic Cat in Thief River Falls?

Well, we’ve officially closed on our house, so I’m happy to say my family and I are the three newest residents of Thief River Falls.

I’ve been diving in deep in this role and I’m happy to say that things are very busy at Arctic Cat. We have our off-road model year launch fast approaching, we’re running as many lines as possible, and we’re looking to hire about 300 employees in the next two years. So, it’s a busy company in a busy market.

Arctic Cat has a large share of longstanding dealers that have been providing excellent service over the years. Is there anything in the works to make them not only stronger and more profitable, but also to help them make the customer’s dealer experience even better?

Without our dealers, there is no Arctic Cat, so we value every single one of them – especially our long-standing ones. We’re looking at ways to elevate their businesses with various marketing programs and tools that help them better connect with riders in their region. We are implementing resources that ensure all customers feel like they stepped into an Arctic Cat “World”, no matter which dealership they visit. And we’re also constantly improving our accessory offerings to not only give dealers the best margin opportunity, but to allow them to work with their customers to truly create a snowmobile that is one of a kind and suits their needs.

The best way to make riders feel the affinity to the ride and keep them riding is to make it unique and personal to them.

Arctic Cat’s customers are extremely faithful. This has been proven over decades and has been especially important over the last few years.

Moving forward, how are you planning on keeping the old faithfuls happy, while also attracting new customers?

I think this is a very important question because sometimes people think new leadership means walking away from the past, but we are doing everything we can to make Arctic Cat feel like Arctic Cat again.

We are, of course, always going to be looking forward and adapting to the everchanging market, but we’re not going to forget where we started. It’s a lineage that’s been built over decades, and we have that strong tether to the past, but it’s not a chain.

Dealer inventories across the powersports market are at an all-time low. How is Arctic Cat going to help get inventories back up and moving, reload their dealers faster, and service the

“wanting” needs of the customer?

Great question. It all comes down to this dichotomy of stable ops versus flexibility.

We have an intense sense of urgency and drive to be the best, so we’re working to be as efficient as possible so we can build the maximum number of snowmobiles possible.

However, due to the uncertainty of the supply chain, we also need to be flexible and nimble enough to pivot at a moment’s notice. My job is to align my team with the ownership lifecycle and help them stay connected to the fact that customers are waiting for our product.

Pre-season sales of Arctic Cat snowmobiles started well before the global pandemic and the powersport vehicle demand and shortage. Do you see this trend changing for Arctic Cat in the years to come, or is it going to continue with pre-season orders only?

And what do you think is the best-case scenario for the powersports market (dealer and consumer)?

Do I see the Arctic Cat pre-season trend changing in the years to come? No. The supply chain environment that we’re going to be in for a while allows us to have a better understanding of what the riders are really looking for and drive that into our supply base. However, it is our intention to have a healthy mix of pre-season and in-season.

We have great product that people want to buy, but not everyone is ready to commit a year in advance without seeing it, and we recognize that.

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partners, they’re our family, they’re us.

That relationship is very important to us.

Another thing they can expect is less hiding behind this veil of secrecy. We want to clue you in on the strategic work we’ve been doing, and we want you to feel connected to the brand again. We’re ready to start sharing these projects that we’ve been working hard at for years.

And lastly, I know this will require a bit of trust, but customers can expect to see a more consistent and stable Arctic Cat. The changes, although difficult, helped us form an idea of what to do and what not to do. We’re going to develop plans, execute them, and stick to them.

What are the three most important details that your customers and dealers should know about Arctic Cat as we enter the 2022 season?

1. I feel like we’re constantly repeating this, and I know that there is a bit of hesitation to believe it, but we’re not closing. We’re not going anywhere. We’re committed to the brand, and we’re here to stay. We’re investing in the Thief River Falls facility, we’re hiring more people, and we’re investing in our products and services.

2. We are focusing on our customer’s experience with Arctic Cat as a whole. Our goal is to get people to use the product, because once they’re on it, they love it.

So, what are some things we can do to get people on our product?

3. We want to focus and reward dealers that we do have right now, and that are taking on and retailing Arctic Cat products.

These supply chain constraints are real, and it is a day-to-day fight. We are working to get ahead of it and get the product out as aggressively as we can, but that probably means that short-term, we’re not adding as many dealers. We want to make sure that our current dealers have the product to meet retail.

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Arctic Cat witnessed a lot of changes and restructuring in the last twentyfour months. What can customers expect from Cat in the near future and beyond?

They can expect to see a few things, one of them being what I just touched on, and that is our dealers. They’re our

What trends do you see Arctic Cat snowmobiles following in the future?

We have a world-class team of powersports engineers that are constantly developing snowmobiles that exceed expectations and challenge the industry norms. We continue to use our experience and passion, whether on the trail, in the mountains, or on the racetrack, to create snowmobiles that perform better than anything else out there. That is a trend started by Edgar Hetteen in 1962, and it’s a trend we plan to continue.

Thank you for your time today.

Thanks for having me!

ON SNOW MAGAZINE PRESENTS SNOWMOBILER TELEVISION

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VISIT WWW.SNOWMOBILERTV.COM FOR STATIONS AND TIMES IN YOUR AREA

gear

1

>>>>>>>>

COBALT MONOSUIT SHELL

BY FLY RACING

Looking for a versatile and adjustable monosuit that fits almost perfectly? Look at the Cobalt Monosuit from Fly Racing. With Hydraguard Pro weatherproofing technology and six 2Cool Air Vents®, this suit keeps you dry and thermoregulated, regardless of the riding conditions. Also having boot attachment laces this will prevent snow from coming through the leggings of the suit. Internal suspenders and waist belt, in conjunction with an adjustable inseam allows the rider to personalize their monosuit for an exact fit. The windproof, waterproof, and breathable membrane keeps the user thermoregulated on deep powder riding days and warm spring riding with Fly’s special 2Cool Air Vents® design. These vents are mesh-lined and specifically designed to provide optimal air flow while keeping snow and water out. Having removable knee pads this suit is very adaptive on the riding you plan on doing that day. Rather hard-core jumping or a long-haul trail riding on a cold day, this suit is perfect for both. Check it out at Flyracing.com

>>>>>>

2 BRS

BATTERY’S

Looking for an aftermarket battery that will last you longer than 2 years? We recommend you take a peek at the batteries BRS has on today’s market. They’re offering up to a 10-year warranty on their batteries, BRS really stands behind their products. BRS offers their maintenance-free batteries for snowmobiles, ATV’s, side-by-sides, jet skis and motorcycles.

Designing this battery for the off-road enthusiasts’ lifestyle, it will handle any ride you take it on. BRS has you covered on all your toys! Order yours at www.brsbatterys.com

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>>>>>>>>

3 FXR

FACE MASK If you are looking for a good reusable face mask, check out FXR’s face mask. With an adjustable nose piece, and coming in 3 different sizes, they fit nicely on your face.

Blocking 99.9% of germs there is no worry about anything getting through this 3-layer mask, and its machine washable. If the sign says you need to wear a mask at restaurants and gas stations, it’s fair to follow their safe snowmobiling practices. www.fxr.com

4

>>>>>>>>

SCORPION EXO-AT950

OUTRIGGER ELECTRIC HELMET

5

ZONE PRO

SNOW GOGGLE

>>>>>>

Scorpion’s EXO-AT950 SE Helmet was designed to play in the snow, and that’s what we plan on doing with it! It has all the same great versatile features as their standard AT950 but with a few snow specific advancements. It comes with an ELECTRIC DUAL-PANE shield combined with a cold-weather breath box. The internal drop down Speedview® sun visor has been replaced with an amber tinted visor to help with the sun. Inside the KwikWick® II liner that will keep you comfortable all day long even as conditions change. Additionally, the no-fog face shield can be removed, and you can use the EXO-AT950 with most goggles for warmer days. Play it safe and head over to www.scorpionUSA.com to check them out for yourself!

Looking to buy a new set of goggles for this winter, take a look at the Zone Pro snows by Fly Racing. Outriggers provide an exceptional seal and vision while the new and improved thermoform multilayer foam has taken fit to the next level.

High-end features abound, making it them the go-to. Built for those looking for the ultimate in eyewear, the Zone Pro goggle has never looked better. With a dual-paned polycarbonate lens and an anti-scratch and anti-fog coating, these goggles are fantastic for when out on the snow. Also having a removable nose guard, these are good all-around goggles. See if they are a good fit for you at www.flyracing.com.

6

>>>>>>>>

ADRENALINE PRO

GTX BOA BOOT

The adrenaline GTX Boa Boot has set the standard for snowmobile boots. Klim has improved and tweaked their older boot versions, and Klim claims this is one of the most advanced boots they have ever offered. The Adrenaline boot provides a dry, comfortable, and supportive riding experience across a wide range of conditions with Gore-tex technology, without impeding freedom of movement. Klim claims this boot will keep you dry and warm on any ride. With a durable sole, these boots give you great flexibility and will last any rider a long time. Don’t get caught complaining about wet feet this season, go check them out at www.Klim.com

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7

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8

SCHAEFFER’S

SPECIALISED BATTERY POWERED LUBRICANTS TRANSFER PUMP PENETRO 90®

TERA PUMP

The Tera Pump is a battery-powered fuel transfer pump with a long intake to get every drop out of your jerry can and the discharge hose to make it easy to fill almost any machine. If you want to use a special jerry can this pump comes with different sized hoses and adapters for you to mix and match. The Tera Pump eliminates lifting large/heavy gas cans and spilling fuel all over your machine or even worse yourself. With their exclusive design, it makes transferring fuel painless and hassle-free. The built-in advanced auto-stop feature automatically stops and works almost 100% of the time, so you just sit back and relax with a job well done. The pump can pump about 3 gallons per min and being battery powered it can last a long time before they need to be changed. www.kimpex.com.

With the sleds coming out of storage after a muggy hot summer, Schaeffer’s Penetro 90® high-performance penetrating oil could come in handy for all the moving parts that have been sitting the last few months. Penetro 90® is oil based and blended from Schaeffer’s patented formula of penetrating oils, synthetic isoparaffinic hydrocarbons, special friction releasing and extreme pressure additives, and three different types of rust and corrosion inhibitors. This unique blend allows Penetro 90® to penetrate deep into the pores of metals, and cover surfaces with a light, clear lubricating film with lasting staying power. When sprayed onto rusty bolts, Penetro 90® coats each rust particle and acts like tiny ball bearings, allowing the rust particles to easily slide over each other. Keep it slick and grab a can today at www.schaefferoil.com

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SCOTT

DEFINED LIGHT PULLOVER

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If you have long cold miles planned, and you get cold when you ride you should look at the Scott light pullover. Adding an extra layer like this helps to keep the heat in your coat and break the wind that may be getting through. Being made from 92% Polyester, 8% Elastane knit, this pullover is light and conferrable to wear. Also with Scott’s design, it is extremely breathable helping to keep moisture off your body for an enjoyable ride. Don’t be cranky on the trail because your cold, check this mid-layer out at www.scottsports.com.

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