OSM USA 5.3

SCENE IT? NHSA RACE INTO WINTER

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WHIPPED

Nobody can toss it like Cory Davis, who was just getting warmed up during practice runs during Winter X Games 2014.

Rider: Cory Davis Location: Buttermilk Mountain, Aspen Colorado Photographer: Brett Moist

EVANESCENT A singular moment captured between seeing the line and the pounding grains of unrelenting roost.

Rider: Unknown Location: Winter X Games Snocross, Aspen Colorado Photographer: Brett Moist

COVER

THROW DOWN 4 p.56

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ON SNOW MAGAZINE ✪ VOLUME 5 • ISSUE 3

FEATURES 28

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SCENE IT? NHSA RACE INTO WINTER

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DAILY COMMUTE 2014 POLARIS SWITCHBACK ASSAULT

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TIME MACHINES 1966 POLARIS COLT

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OLY-RAT THROW DOWN 4 THROWIN' DOWN FROM A TRAIN. THE SPORT'S ONLY REAL SLED REVIEW

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NEW SLED SET UP

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HOLIDAY BUYER'S GUIDE

38 40

COLUMNS 18

DRIFTS - PUBLISHER NOTES RICHARD KEHOE

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WINGING IT WITH LEVI LEVI LAVALLEE

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FLOATBOWL PAT BOURGEOIS

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DEPARTMENTS 20

INDUSTRY NEWS

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WORD SEARCH

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TAKE 5

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SNAP DECISION

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PATENTED

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ROOTS

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MUFF OF THE MONTH

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TALENT CHECK

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SHOP HUSTLE

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TEAR DOWN

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INDUSTRY 411

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LAST GASP

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s ’ r e buyguide AY D I L HO

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ON SNOW MAGAZINE ✪ VOLUME 5 • ISSUE 3

OSM is published five times a year by OSM Publishing Ltd. Office address and undelivered copies and change of address notice is: PO Box 716, Elk River, MN 55330. Telephone (888) 661-7469. Head office address is PO Box 551, 27083 Kennedy Road Willow Beach, ON L0E 1S0, Canada. Telephone 1-888-661-7469. Printed in Canada by LoweMartin Group, Dollco Division. • Copyright 2014 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 $19.00 per year, $29.00 for 2 years. $37.00 for 3 years.

ON SNOW MAGAZINE PO Box 716 Elk River, MN 55330 Tel: (888) 661-7469 HEAD OFFICE PO Box 551, 27083 Kennedy Road Willow Beach, ON L0E 1S0, Canada toll-free ph: 888-661-7469 toll-free fax: 888-680-7469 email: info@osmmag.com www.osmmag.com

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DRIFTS

PUBLISHER NOTES

RICHARD KEHOE

TIS THE SEASON TO SNOWMOBILE

Even Old Man Winter couldn't penetrate the tall "Bourgeois style" windshields

early season snowfalls are some of the most exciting ones for me. It’s a sign of what’s to come. We started prepping our sleds even earlier this year, we didn’t want to get caught doing things last minute.

Everyone in the office here helped with the sled preparations, we studded in November and even mounted all our saddlebags, which is typically done on the way to our first ride. After the cold

The

Real sleds, real riders, real trails and real results 18

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ON SNOW MAGAZINE ✪ VOLUME 5 • ISSUE 3

temperatures we experienced last winter, we were sure to install adequate “Bourgeois style polar vortex” windshields. Yup, they’re tall. Hand guards were much easier to install in the shop, rather than later out on a rail car like Matt and I did last year on our way to Northern Ontario. To say it right, we’ll be ready to go right out of the gate this season!

Please, sit back, relax and enjoy this information jammed copy of OSM. This

issue has great reads, starting with our fourth installment of Throwdown. The industries only production model shootout (sleds that people actually own and ride that originate from dealerships, not prototypes set up by manufacturer mechanics for the media). Throwdown features real riders, real trails, and real results that actually matter. What does this mean for you the true rider? You get real facts and data, not some lame BS comparison. There’s also a great gift guide to help you navigate through the gift-giving season. If you’re trying to buy something for that special someone, remember nothing says, I love you, like a Dayco belt, a clutch kit or a turbo for that Yamaha nicely wrapped under the tree. If that doesn’t help you, or if you are afraid of the repearcautions of those gifts, FXR has a wide range of less aggressive gift ideas that are also featured. And if you have already finished all of your shopping, there’s another way to show someone just how much you care about them… A home cooked meal. The boy’s are hard at it cooking with their Muff pots in the back.

From all of us here at OSM, have a safe, healthy and a happy Holiday. Ho Ho Ho! Rich

Last minute hand guard Installing in the boxcar was crucial

CONFIDENCE

DAYCO APP Find parts faster using state-of-the-art technology. Look up your sled’s belt with the Dayco App. The app includes belt specs, part numbers, a Where to Buy feature and training.

Download the free mobile app at daycoapp.com

What Belt are you? Download the app to find out!

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IND US TR Y

RUSSIANS NEED MORE SNOWMOBILES? NEWS

Looks like the opportunity to sell even more snowmobiles to the growing Russian market is right there for the taking. According to Russian police, officers in the Yamalo-Nenets region, (which is Russian for way the hell up north) put in a request to purchase reindeer, so they could track down criminals who have fled to remote, icy regions of the country. According to the report, the criminals have reindeer of their own to escape to these far-off regions, and now the cops want to go get ‘em Barney Fife style. A spokesman said they already have snowmobiles, but they are prone to breakdowns whereas a reindeer keeps running. Maybe John Deere needs to get back in the snowmo-bizz; after all, nothing “runs like a Deere”, except maybe a Russian criminal.

YAMAHA TO RACE ON ELKA The Yamaha Racing Team will be back this winter, looking to make further in-roads in cross-country competition and build upon their World Championship win at Jackson Hole in hillclimb competition. To do so, the blue team will be riding atop Elka Suspension supported vehicles. The partnership was recently announced, and to kick things off, race team crew chiefs Brian Strawsell and Troy Johnson visited the Elka facility outside of Montreal to get a closer look and their hands dirty. Elka is best known for their premium off-road racing shocks and are now looking to make some noise in the snowmobile category. You can check out Yamaha’s visit to the Elka facility at Yamaha’s YouTube channel by searching for Yamaha Snowmobiles USA.

RAS2 FOR THE MASSES The improvements associated with the new Ski-Doo RAS-2 front suspension are now available for Ski-Doo models from 2008-2012. The new design, which was introduced for the 2015 model year on select Ski-Doo sleds, and is a direct bolton upgrade for all current REV-XS sleds, is now also available for the previous REV-XP and current REV-XM models. Our experience with the RAS-2 this past spring showed noticeable improvements, especially when it came to improved tracking in the rough, and the elimination of unexpected under-steer in rutted corners. The kit includes upper and lower A-arms, spindles, tie-rods, shocks and necessary hardware. Suggested MSRP is $749.99 US and $859.99 CAD. See your local Ski-Doo dealer to get yours.

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IND US TR Y

NEWS

SNOWMOBILING IS ALIVE IN DEADWOOD With the ISOC national snocross tour making a return to Deadwood, South Dakota this winter, (January 31 - February 1) the folks of this gambling town are stepping up their game as well with a full-on snowmobile rally. In a throwback to the days when such rallies were commonplace, the event will include a vintage snowmobile display on the historic streets of Deadwood; a snowmobile ride in what we consider a hidden snowmobiling gem; a massive tailgate party, prior to each day of racing; a chili cook-off and way more. Your advance ticket purchase includes spectator passes for both days of racing, a commemorative winter hat, and tons of discounts at area businesses. There’s even an opportunity to ride the snocross track after the final race on Sunday. To learn more visit www.deadwoodsnowmobilerally.com

TORONTO SNOW SHOW CRUSHED… MOTORCYCLES ARE NEXT If you missed this year’s Toronto International Snowmobile, ATV and Powersports Show…Wow, you missed a doozy! This year’s show was crushed with crowds, vendors, old sleds, racing, and fun. The line to get in was out the door, and Saturday touted some of the biggest crowds ever. For good reason, the Toronto Snowmobile Show is dubbed the best and biggest in the world, and any powersports junkie worth his salt wants to be there. But don’t despair just because the snow season is here. Why not plan ahead for the summer season and mark you calendars now for the massive Motorcycle Supershow, January 2-4, 2015 at the Toronto International Centre. This is the largest indoor motorcycle show in North America, and if you love all things on two wheels, this is the place to be. Get more information at www.motorcyclesupershow.ca

CAT IS BACK IN TUCKER’S CLOSET For the past decade, snocross king Tucker Hibbert has been wearing those kick-ass looking Castle Monster jackets and associated gear on the track, in the pits, and practically everywhere else. Well, as they say, all good things must come to and end, and this season Hibbert and Castle have parted ways, amicably we might add, as Tucker has returned home to ArcticWear for the foreseeable future. This season marks the 15th year Tucker will race professionally, and he is looking to notch his 100th victory to boot! “Dude, where’d you get that jacket?”…your local Arctic Cat dealer bro.

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arctiva.com

IND US TR Y

NEWS

IT’S OFFICIAL - THE I-500 CROSS-COUNTRY RACE IS BACK While rumors of the return of what many consider the most important snowmobile race of all time (the I-500) was returning to its roots‌the crew from the United States X-Country (USXC) circuit made it official this past November. The original International 500 was held as part of the St. Paul, Minnesota Winter Carnival in 1966. The first race, and several that followed, was a point-to-point race, starting in Winnipeg, Manitoba, and finishing in St. Paul. That race, and the follow-up version that raced from Thunder Bay, Ontario to St. Paul, was the stuff that legends were made of. While the race lived on in name in more recent years, it was no longer a point-to-point affair, instead opting for loops out of a central location. The 2015 I-500 will return to Winnipeg, and will challenge racers on a four-day race, covering more than 500 miles and ending in Willmar, Minnesota. Race dates are February 11-14, 2015, and the buzz surrounding this race hasn’t been felt since the final days of the Thunder Bay version ran its last race in 1994.

Rumors of veteran racers, current snocross stars, and scores of dreamers are rumored to be preparing their sleds for this historic return.

WORDSEARCH: ARCTIC CAT Need some time alone in your thinking room, have a seat on the throne and give it a go.

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Bearcat Boss Cat Cheetah Cougar Crossfire EXT El Tigre Firecat Jag Jaguar Kitty Cat Lynx Mountain Cat Pantera Panther Powder Special Prowler Puma Sabercat SnoPro Super Jag TZI Thundercat Trail Cat Triple Touring Wildcat ZR

BRIGGS 206 CLASS CONTINUES TO GROW There’s movement afoot in the “seedling” classes in snowmobile racing. Editor Bourgeois claims there are as many as fifty 120-class riders competing on Thursday nights at his local track in Elk River, Minnesota, and that same scenario is playing out in grassroots circuits across the country. One of the best things to happen to snowmobile racing in recent years was the introduction of the Briggs and Stratton 206 class. What is it you ask? In a nutshell, a way affordable way for junior to take the next step in his racing career, as he or she graduates from the stock 120 and looks for more speed. Race parents know that modified 120s are expensive, as in cubic dollar expensive. However, the Briggs 206 changes that with a drop-in, race ready Briggs and Stratton motor that is ISR approved, factory sealed, and bumps up the speed and acceleration of the lowly 120 to real race speeds. What’s more, the folks at Briggs and Stratton are stepping up as well. This year they are sponsoring classes in the United States XCountry circuit and the ERX Thursday Night Under the Lights series in Minnesota. To learn more visit www.usxcracing.com or www.erxmotorpark.com

Canadian Customers: For ECU Reflashes contact ddturboflash@gmail.com

FIRST X GAMES ATHLETES ANNOUNCED With a good portion of the freestyle program nixed from this winter’s X Games, and the reintroduction of hillcross, speculation on who would be at this year’s event has been anybody’s guess. The kids at ESPN started to paint a picture for us recently as they announced the first grouping of invited snowmobile athletes to the show.

Hillcross: Gavin Balls; Chris Burandt; Keith Curtis; Calvin Felker; Carl Kuster; Levi LaVallee; David McClure and Kyle Tapio Long Jump: Chris Burand;, Cory Davis; Heath Frisby; Levi LaVallee; Colten Moore and Joe Parsons Snocross: Justin Broberg; Logan Christian; Tucker Hibbert; Dave Joanis; Kody Kamm; Levi LaVallee; Ross Martin; Darrin Mees; Kyle Pallin; Cody Thomsen and Tim Tremblay Adaptive Snocross: Garrett Goodwin; Doug Henry; Mike Schultz; Paul Thacker and Jim Wazny Speed and Style: Cory Davis; Heath Frisby; Levi LaVallee; Colten Moore and Joe Parsons ON SNOW MAGAZINE

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VOLUME 5 • ISSUE 3 ✪

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Single Ski If the old adage ‘less is more’ holds true, then these five, single ski snowmobiles should exuded everything we love about our favorite winter contraptions…and more. Whether they were designed for work, play, or just to be different, here’s this issue’s take on five singles.

SKI-DOO ALPINE Think single ski and the Alpine is most likely the first sled that comes to mind, and frankly, the most successful. The twin tracker Alpine was first launched in 1963, and was called the RD-8. That first sled was powered by an 8-horsepower engine, and like all Alpine models, was designed for incredible utility in deep snow, in the deep woods. The name was officially changed to Alpine in 1965, and later to the Alpine II when significant upgrades were made. The final year of production for the single ski model was 1995.

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SNOW HAWK

SNO-BLAZER

More than just a motorcycle conversion for snow, the Snow Hawk by AD Boivin was a complete blending of motorcycle and snowmobile technology into one vehicle.

They were rather big, bulky, tricky to drive, and for the most part, lacked the power needed to excite traditional snowmobilers. Despite those shortcomings, the Snow Hawk was incredibly intriguing. From 2001 to 2008, more than 1,000 Snow Hawks were built, and the vehicles even had their own class in national snocross competition, albeit for exhibition purposes. Today, Motorcycle MST, a Quebec company is said to offer parts for the vehicles, but the website turned up the dreaded 401 error. Uh-oh!

It was a one-year wonder, an ugly duckling of sorts, but like many smaller, single ski snowmobiles, the Sno-Blazer came with a purpose…to be different. The Sno-Blazer was manufactured by the Minneapolis, Minnesota company called Fun Seasons, and the sled was first debuted at the 1972 International Trade Show. Powered by a 15-horsepower, Rockwell JLO 223cc single cylinder engine, the Blazer was tagged as being extremely maneuverable and rugged. Yet, with what was a very expensive price tag for the time of $671, (an MSRP that could net you a full-size sled of the era) enthusiast publications concluded that the big price deep sixed the Sno-Blazer before it could ever gain traction. A year later, the Sno-Blazer was being advertised for just $395, and the sled disappeared from the industry.

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ON SNOW MAGAZINE ✪ VOLUME 5 • ISSUE 3

SIERRA SNOW RUNNER

AL-KO NORDSTAR

We first learned of this “I think I’ve seen this before…but maybe not” snow vehicle a couple years back, and reached out to the California maker for a “test ride”. While the ride didn’t pan out, we got all sorts of insight on the vehicle, and we still hope to bring you more information on this “shrunken” single ski sled.

Powered by either an 85cc, or 125cc motorcycle engine and transmission, or battery version, the SR sleds feature a patented Flexible Single Ski Technology (FAST) ski that is designed to provide flotation and pack the snow for added traction for the following track. The mind behind Sierra Snow belongs to Jim Wade, a former aerospace engineer who was intent on designing a lightweight, affordable, and personal alternative to the traditional snowmobile.

Al-Ko is an Austrian company that was founded in 1931, and manufactured its first snowmobile, the Nordstar in 1967. A Rotax engine powered the single ski, twin headlight sled, but other than the Austrian born engine, had no other link to the more popular, North American single ski, Ski-Doo Alpine. From what we know, the homely Nordstar was built up until the early 1970s and was primarily imported into Scandinavia during that time. The Al-Ko company still exists today, and manufactures trailer axles, brakes, couplings and other RV accessories.

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www.TEAMAftermarket.com ON SNOW MAGAZINE

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VOLUME 5 • ISSUE 3 ✪

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SCENE IT? ACCE SS

ON SN OW M AGAZ INE

NHSA RACE INTO WINTER Photos and Captions by Kirk Staples The scents and sights of fall are like a proverbial dinner bell in the northeast for snowmobilers. Anxious to get out and ride, we wipe the “Pavlovian” drool from our chins, and head to a place known as Peterson’s Brookvale farm in Fremont, New Hampshire, to soak up the pre-season event aptly named "Race into Winter". The New Hampshire Snowmobile Association (NHSA) grass drags, Watercross and Rave-X freestyle show are the precursors to our northeast snowmobile season. In addition, it's a place to find almost anything you need, be it in the swap or the 90-plus-vendor area. Throw in a vintage display, helicopter rides, good eats and ways to stay hydrated, and you’ve got yourself a party. With an estimated 45,000 people attending throughout the weekend, that’s a lot of New Englanders who can't wait to "race into winter". Here’s a look from our “Johnny on the Spot” roving reporter “Captain” Kirk with this issue’s Scene It.

There were plenty of vintage snowmobiles on display including this impressive Polaris TX 800…that's a beast.

First one that sinks, drinks.

Before the Kitty Kat, there was the Lil Skipper

Does my hair match my sled?

There's a little bit of everything at NHSA Race Into Winter event, including watercress.

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Hear no, see no, speak no...tickets!

NHSA staff (left to right) Executive Director Gail Hanson, Vice President Bob Doherty and Treasurer Marie Hixon.

I think it runs better this way.

Course looks wet boys.

We made sure our on the scene reporter Kirk Staples was eating healthy while at the show.

ON SNOW MAGAZINE

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VOLUME 5 • ISSUE 3 ✪

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SCENE IT? ACCE SS

ON SN OW M AGAZ INE

NHSA RACE INTO WINTER

Perfect form

Some RAVE-X fans cheering for their favorite riders.

The RAVE-X Freestyle team (of Fred Rasmussen, Brandon Bell, Jesse Croteau, Jesse Moran, Seth Bell and D.J. Coffin) put on several shows throughout the weekend, each to a packed house!

Fast and furious grass drag action was on tap too…kicking dirt.

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ON SNOW MAGAZINE ✪ VOLUME 5 • ISSUE 3

Of course, what pre-season snowmobile event is complete without a swap meet…hoods anyone?

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SCENE IT? ACCE SS

ON SN OW M AGAZ INE

NHSA RACE INTO WINTER

Yup…she's pretty fast.

The New Hampshire snowmobile association was on hand reminding everyone to be safe this winter.

The shirt says it all.

Next level sled hauler.

We spotted these vintage snowmobile dealership signs in the swap and came oh so close to buying them for editor Bourgeois' new shop.

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Headhsot by Todd Williams • www.toddwilliamsusa.com

WINGING IT WITH LEVI LEVI LAVALLEE

OUR NEW JOY out of trouble and off the roll cage...for the most part! Ha ha.

While I was out there, I had the chance to meet Matt Crafton, a NASCAR Truck driver. Travis was buddies with him and Matt is big into running RZRs and buggies in the dunes. Matt had this crazy buggy that had around 1,000-horsepower, and he greeted us by ripping a wheelie past us as we came ripping up in our RZRs! He took me out in it and the feeling of pulling a wheelie in a car is crazy, and you would not believe how hard it threw you back in the seat when he would "drop the hammer!" (That's my NASCAR slang straight from "Days of Thunder" LOL) He was doubling over things like we were on a sled in a snocross race! It was honestly one of the coolest rides I’ve been on.

Glamis was one heck of a trip, and I want to thank Polaris and Red Bull for the amazing experience. I will definitely be going back in the near future!

As I pen this issue’s column, I’m on a plane from Las Vegas, heading back to Minnesota, and my wife Kristen sent me a picture of snow on the ground! Winter is coming in hot (or is that cold?) and my new AXYS sleds are calling my name! I hope everyone is riding by the time you read this, because word on the street is that everyone is as ready as I am to get out on a sled and rip it up! Ride on!

First week with my peanut Liv Joy LaVallee.

he biggest (she's actually pretty little) ;) thing that has happened to me since last issue is something we call Liv Joy LaVallee! My wife Kristen had our little girl, Liv, on October 3rd and all I can say is wow, what a gift! Liv doesn't do much right now other then eat, sleep, and poop, (she has the eat and poop part dialed in, ha ha) but I can't get enough of her! It’s amazing how you can instantly love something so much. I definitely see 120s in the future!

This time of the year always gets really busy for me with all of the snowmobile shows and different events, leading up to the start of winter. I’ve been traveling 3 to 5 days a week for the last 5 weeks, so I’ve been extra busy this year.

One of my recent travels was to the

T

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Glamis Dunes in California. As a kid, I used to watch all the different dirt bike videos, and they all featured footage from Glamis. It looked to be a mythical land of jumps, berms, and endless fun! So when the Polaris off-road crew hit me up about going to Glamis for the Camp RZR West event over the Halloween weekend, I jumped at the opportunity!

That mythical land of endless fun that I saw in the videos as a kid…yup, it was all that and more. Polaris put on one heck of an event and the dunes were amazing! It was like carving through fresh powder on a sled, except it was sand and I was blasting it with a RZR XP 1000! What’s more, believe it or not, the group of us (Travis Pastrana, Ronnie Renner, Bryce Menzies, RJ Anderson, and me) stayed

The 170 final podium! Travis Pastrana took the big win, with Mitch Guthrie in second, and I rounded out the top three.

"This giraffe cracks me up!"

Winning the heat race of the coveted RZR 170 Celebrity Race at Camp RZR West in Glamis Dunes California.

NASCAR truck driver Matt Crafton giving me a crazy ride in his 1000hp, wheelie popping buggy. It was crazy fast!

Travis taking me for a rip in Bryce Menzies’ buggy!! I assumed we were going to a yard sale, so I had the Go Pro rolling!

When the boat goes to storage, my summer ends and snowmobile season begins!

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SNAP DECISION

Rich Daly of Dyno Port is known amongst performance freaks and the go fast crowd as the “Mad Scientist”. He’s a bit eccentric, a bit different, and incredibly fast. By fast we mean Rich has set world records in snowmobile drag racing and speed runs; going fast is just a way of life for Rich. It’s that same passion that drives Daly’s performance shop located in Scipio, New York. His stuff is good, way good, and he never stops at being good enough…ever. We caught up with Rich (barely) long enough for him to give us his quick take on four sleds in this issue’s Snap Decision. To learn more about Dyno Port and to get started on building your own snow rocket, visit his website at www.dynoport.com

Sell One, Race One, Ride One, and Wreck One. E SELL ON

250 SKI-DOO ELAN

2008 SKI-DOO 800 RENEGADE

This may sound strange, but it would be my very first sled, a 250 Ski-Doo Elan. I bought it for $100 and I had to red Loctite the loose crank bearing into the case so it could run. I could sell it cheap and it would allow somebody else to get into the sport. I loved my Elan.

I have to pick my 2008 Ski-Doo 800 Renegade that has been Dyno Port re-engineered to drop the weight to 285pounds, and is making 203-horsepower with a single pipe system. It’s a rocket off the line and it makes a 500horsepower Arctic Cat look like a trail sled when it leaves the line. Scary to hang-on to; the running boards flex at launch; the crowd loves it…Cat guys hate it.

RID

E ON E

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RACE ONE

NE WRECK O

POLARIS AXYS SWITCHBACK

1999 SKI-DOO MXZ 600

I’d have to say the new Polaris AXYS Switchback. I can’t wait to hit the trails on this thing. It has a bit of mad scientist engineering going on and is a very radical concept. It’s good to see a new approach to the already great sleds available these days.

This would be my 1999 Ski-Doo MXZ 600. It had a terrible rear suspension and I did a lot of handstands on the handlebars on that thing, trying to stay on it. I’m glad Ski-Doo got some different suspension engineers working on their new stuff.

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THE DAILY COMMUTE

By Jason MacDonald

2014 Polaris

Switchback Assault

T

he big and bold Assault came right out of the crate looking ready for battle with its muscular, all business looks, complete with ProTaper bars, (with a crossbar pad) Walker Evans shocks, 1.352” Cobra track, and an almost gothic, matte encrusted graphics package. So being a bit immune to the latest sleds anymore, (dare I say spoiled) all that really mattered to me was to find out if this scooter could live up to the hype. Most sledders would love to pull into their local juice and protein shack knowing they’re straddling one of the baddest buggies of the year. So, is the Assault up to the task, or was it more marketing hyperbole than aluminum and steel guts?

Built on the 136-inch skidframe Switchback chassis, the Assault features a non-coupled suspension and mid38

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height track…this combo proved to be better suited for off-trail excursions versus on-trail rallies. That being said, we quickly mounted up a taller window and a Chris Burandt signature series tail bag that hadn’t even been fully installed before it broke one of its primary mounting mechanisms. Come on Chris…is that all you got?

The ergonomics of the Assault are really quite comfortable in the seating area; the console is roomy, yet feels very “tall”, due in part to the ProTaper bars.

While the bars offer up great control for standing, when seated the bend is awkward and almost eliminates smooth and linear cornering, instead forcing the driver to point and shoot. What’s more, the plastic-tab-type, hooked bar ends are terrible for on-trail, with a poor transition and sharp edges that catch your gloves.

About the Mac Another season was logged in the books and with it came another winter of our resident wrench Jason MacDonald, better known as just “Mac” in the OSM shop, racking up the miles on our fleet of 2014 buggies.

From weekend backpack trips to his 37mile, round trip daily commute to his “real” job, Jason spun the odometer on our fleet more frequently than most. More than just a rider, Jason knows his way around the shop too, (as well as our well stocked fridge when the work is done) giving him the ideal set of credentials to ride, flog, wrench, and ultimately report on the latest new iron, after a season of real world riding. A life-long sledder, Mac is both an enthusiast and a professional within the industry, having worked at several large metro area dealerships, as well as a technical service advisor for one of the big four manufactures.

Also regarded as our resident Elvis impersonator and first to the Karaoke mic, Jason will give you his take on a season’s worth of experience on a hand picked, previous model year buggy in each issue.

With ProTaper bars in place, and no appropriate throttle or brake block available to fit the unique bar shape, the hand/thumb warmer switches were placed on the console, making the design feel like an afterthought, and usage while rolling, difficult at best.

The motor and clutching on this sled worked as expected all winter long, happily pulling hard out of each corner, whenever the throttle was applied in a gorilla type fashion (We did experience a broken primary spring, which apparently was common for Polaris sleds last winter, as our Indy and a friend’s Rush suffered the same fate within a week).

Fuel economy was average at best, as the old school 800 delivered on average 12.28mpg over the course of the season; not bad considering how liberal we were with the throttle.

duties being handled by Walker Evans needle shocks, if you haven’t had a chance to adjust these dampers on your sled, what the hell you waiting for? I can’t stop adjusting these units; not because they need it, but because they are so receptive to subtle changes that you will feel, and be rewarded with in improved bump compliance. A few clicks here or there can spell the difference between hero and zero.

I also experienced inconsistent engine performance from day to day. Once day the motor would pull like a freight train, easily hitting full-shit RPM just in excess of 8,000 revs with relative ease. The next ride, the sled would labor out of corners, unable to pull more than 7,700rpms. We chased this hit or miss performance for the better part of the season, discovering prematurely worn drive clutch components and motor mounts.

One area we hope Polaris will address

with the new AXYS chassis is the noise level of their sleds. More than one guest rider on the Assault commented on how “noisy” it was compared to other sleds.

The Assault would rattle, growl, shake and shudder until well underway, making it seem unfinished and of lesser quality compared to other sleds in our fleet.

Handling is where the Assault can receive both high and low marks, depending upon conditions and suspension settings. With suspension

While the Assault works “okay” on groomed trails, requiring additional effort while sacrificing comfort, the sled is at its best when a fresh 8-10-inches of snow has blanketed the trail and you’re making first tracks. Stay active on the seat, stay smooth on the controls, and the Assault finds its sweet spot. Venture off-trail and it gets even better.

If you’re looking for comfort and a true trail carver, look elsewhere in the Polaris lineup; the Assault is designed for off-trail hooligan riding, where ripping down a drifted ditchline is preferred over an afternoon exploring your favorite trail.

Our Assault came outfitted with the new Chris Burandt soft-sided storage pack affixed to the rear tunnel. The bag is designed to be removed and used as a backpack as well as on-sled storage. It affixes to the tunnel using the Polaris Lock & Ride System, and much to our dismay, one of the fasteners failed before we logged a single mile. By mid season, an additional fastener had failed, and the inability to completely secure the bag to the tunnel results in frayed seams and a scuffed and scratched tunnel. While the bag serves up lots of room, the bag attempts to be “too cute” with several pockets and pouches you simply never use; plus the material is not sub-zero friendly, becoming an unmanageable chunk of nylon and ice when the mercury drops below zero.

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TM aicm e hines

‘66 Polaris Colt

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THE SLED THAT BUILT POLARIS M ost avid snowmobilers are familiar with the story of Polaris Industries.

Founded in 1944 as Hetteen Hoist & Derrick, Edgar Hetteen changed the name to Polaris Industries in 1954, the same year the company produced its first snowmobile. There was nothing sexy about those early Polaris snowmobiles. They were built to order for trappers and line workers; guys who needed to get over the snow to do their jobs.

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TM aicm e hines

1966 Polaris Colt

While Polaris co-founder David Johnson believed in this role of the snowmobile, Edgar felt differently. While important, he felt the utility market was limited, and that snowmobiles had a much larger potential as recreational machines.

In the spring of 1960, Edgar Hetteen set out to prove the rugged capabilities of his snow machines by riding them on an 18-day, 1200-mile trip along the Yukon River in Alaska. The journey was a successful one and Edgar returned to Roseau, Minnesota, expecting a triumphant welcome. To his dismay, he instead received criticism. While Edgar was president of the company, it now had a board and they did not share Edgar’s recreational vision for snowmobiles.

Feeling spited, Hetteen sold his shares of the company he founded, and returned to Alaska to be a bush pilot, while Polaris went back to building utility snowmobiles.

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Despite this setback, the allure of those early snowmobiles and Edgar’s passion for its potential couldn’t be quelled, and soon Edgar returned to Minnesota and started Polar Manufacturing in Thief River Falls, Minnesota. The company released its first model in 1961, and the following year, the company changed its name to Arctic Enterprises and introduced the model 100, a sled that fit Edgar’s vision of snowmobiling being a recreational sport. The “Tin Lizzie” as it was called by Hetteen, was the first front engine sled to be built in the United States.

As Arctic Enterprises was taking bold steps by introducing more “sport” models, including the 1964 model 100D, the board at Polaris was putting pressure on Allan Hetteen, who had taken over for his brother Edgar after his departure, to make something out of “this snowmobile business”. Polaris was selling machines,

but sales were being measured in hundreds, not thousands like the board wanted to see. In an attempt to spur sales, Polaris released a sport sled in 1964 called the Comet. It was a dismal failure. The engine didn’t run, the track didn’t work in snow, and the drive system failed. So many were returned that Allan was quoted as saying “more came back than the company actually built”.

The following year, Polaris released the Mustang, a much-improved snowmobile over the Comet, which had nearly killed the company. The Mustang, which featured a forward mounted engine and fiberglass hood, gave Polaris new life and a strong foothold to grow in the suddenly, rapidly expanding recreational snowmobile market.

The very next year in 1966, the pieces of the snowmobile puzzle really started to fall into place for Polaris. Perhaps one of the biggest pieces came in the form of the 1966 Polaris Colt, a pure recreational vehicle, derived from the Mustang and powered by a lightweight, 250cc single cylinder two-stroke engine. The Colt was nimble, lightweight, and quick compared to other sleds of the time.

Then, a few months into the winter of 1965-66, the other piece of the puzzle for Polaris fell into place; the Polaris Colt won the inaugural Winnipeg to St. Paul cross-country snowmobile race with Herb Howe at the controls. The win almost immediately cemented the Colt as both a winner and a rugged snowmobile in the eyes of would-be customers, and the Polaris Colt legacy was born.

Snowmobiling was still in its infancy in 1966. Polaris was only 12 years old, and had spent a good part of that time building farm attachments. Polar Manufacturing/Arctic Cat was only four years old, and Ski-Doo had released its first sport models at the start of the decade. In 1966, riding even a few miles

TM aicm e hines

1966 Polaris Colt

could prove to be an adventure, but racing for 500 miles and finishing…that was unheard of, and it was the perfect scenario for success.

Fifty-seven riders lined up to take the start of that first Winnipeg to St. Paul race (though some accounts say there were fifty-eight riders). It was -42 Fahrenheit that morning; brutally cold to be embarking on a ride of such magnitude.

None of the machines at the line that day had hand warmers or creature comforts.

The men bundled up and set off, in hopes of winning the $7,000 purse being put up by the St. Paul Winter Carnival, the organization that first dreamt up the race. Four days later, twenty-eight riders crossed the finish line, with Howe in the lead on a Polaris Colt. Media coverage was huge. Not only did the race win solidify Polaris as a legitimate maker of recreational snowmobiles, it sparked a generation of riders who would follow in

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the footsteps of Howe, in hopes of winning the Winnipeg to St. Paul race.

Snowmobile sales boomed for the next six years, and the industry at one point boasted in excess of 100 manufactures or brands. By some accounts, snowmobiling had become the fastest growing sport in the country, and it was led by the allure of getting out and enjoying winter, a vision held steadfast by Edgar Hetteen and embodied in those early recreational sleds like the 1966 Polaris Colt.

The Colt pictured here, is now owned

by OSM Editor Pat Bourgeois, and was purchased from just the second owner of the sled, who had purchased it from the original owner, complete with the original owner’s manual. The sled was built near the start of Colt production, being just the 59th sled off the line. The sled is completely unrestored and still retains the original windshield and seat.

This now legendary photo of Herb Howe and his rugged Polaris Colt represents a significant turning point in snowmobile racing and the sport in general.

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Personal Snow Vehicle

Cynics like to paint the Yamaha snowmobile division into the corner of diminishing ideas. With the recent “partnership” between Yamaha and Arctic Cat, some snowmobile minds have given up on big blue…calling it the end of the line for new ideas and future products that break the mold and introduce new technology. To that we say, “think a-damn-gain”.

In this month’s Patent Page, we stumbled across the Personal Snow Vehicle, (PSV) dreamt up and penned by - yup you guessed it – Yamaha. Now before you think this is just another snow bike conversion, let us enlighten you on some of the “new thinking” that this potential snow buggy has planned.

Unlike current snow bike conversions, the Yamaha PSV takes the “conversion” a few steps further, looking for ways to make the “sled” truly unique, capable and easy to transport. While power does in fact come from a modern motorcycle engine and transmission, the

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remainder of the vehicle you see in these patent drawings is new, including the frame, rear suspension and unique front suspension, which does away with the traditional snow bike, motorcycle fork system.

The first thing you’ll likely notice is how compact and significantly lower to the ground the Yamaha PSV is compared to a traditional motorcycle. If you’ve ever had a chance to ride a snow bike, the high rider position, and subsequent center of gravity makes the vehicle a bit more difficult to ride, especially if you’re not a seasoned, off-road motorcycle rider.

The forkless front suspension design uses a shock absorber attached to a front arm/linkage, and a trailing arm that attaches to the delta box framework.

Deeper thinking on the system includes an automatic anti-dive feature.

Throughout the patent document, the inventors have incorporated ideas that will make the PSV very

r garage easy to transport from you such as ngs Thi . tion tina to riding des and ski a qui ck dis con nec t fro nt ted gra inte an sus pen sio n, to will t tha ign des er eiv rec dol ly/h itch attach ily eas and ckly qui to you allow rec eiv er the PS V to you r tru ck’ s r car. you of k trun the hitch, or even lude a inc as ide ign des y nift Other er eith hea ted sea t, usi ng ine eng ine coo lan t or eng s, peg t foo ted hea exh aus t; the of tion por a by ere wh cted at the exhaust is routed and dire integrated of t hos a and ts; drivers boo ing tab s, por tab le vid eo mo unt you can so , age pro tec ted from dam upl oad and ts edi k sic ma ke som e me dia ial soc e orit fav r you to the m e. don outlets when the ride is y never While the Yamaha PSV ma re, it’s futu r nea the in lity rea become like Ms OE t com for ting to kno w tha er sid con to ing tinu Yam aha are con and exp to s way find and s new design and new our spo rt to new aud ien ces riding adventures. ! If you Kee p tho se pat ent s com ing sua l, or unu , ting res inte an find , drop us a significant patent, new or old - the re om g.c ma sm link at edi tor @o ✪ re! futu r you in g swa M OS could be

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F

rom the first time you saw a snowmobile, sat on one, or actually got to experience one, we all have those early memories of the sport that has shaped our love for it to this very day. Roots celebrates those early memories, rides, snowmobiles, friends and family who helped open the door to this magical sport, transforming winter from cold and mundane to a magical wonderland.

This month’s Roots submission comes from vintage and antique snowmobile fanatic, and current Antique Snowmobile Club of America President, Valdi Stefanson. According to Valdi, the first photo is of him and fellow neighbor friends, in what was his first time to ever drive a snowmobile. Valdi tells us, “It was January 1965, and our neighbors came over with a used snow machine that their father had just bought. It was a 1964 Autoboggan, which was a private label version of the 1964 Polaris Comet, imported into Canada by HC Paul in Winnipeg. As some of you may recall, the 1964 Polaris Comet was a poor performer that Polaris eventually recalled. In fact, the Comet and subsequent recall nearly bankrupted the company. However, in Canada there was no recall, and the lowly 1964 Autoboggans could be purchased dirt cheap in 1965.”

“I vividly recall the day. The neighbor boys showed up at our doorstep, asking for a snow shovel. Their 1964 Autoboggan had become stuck on the one-mile trip over the prairie to our house!

Well, after a little shoveling, they were at our farm and my father captured these photos of us enjoying the day (I’m behind the bars in the first photo).”

Do you have an early snowmobiling “roots” memory and photo you’d like to share with us? We’d love to see it and share it with the OSM family. Email us at editor@osmmag.com

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t a R y Ol vid OSM reader Bart Slot of Burnt River, Ontario, sent us some photos of his custom built 1971 Olympic rat sled.

Bart, who is a shop manager at Polito Ford Lincoln in Kawartha Lakes, Ontario, is an avid car nut, be it road-racers, classics, or rat rods. His daily driver is a 1949 Ford pickup, seen in some of these photos, and after coming back from a SEMA show in Las Vegas and seeing several rat rods and bikes, Bart decided to build a rat of a different color. “When we were in Vegas we noticed many of the store fronts had rat bikes on display. It occurred to us that we had never seen a rat sled before, so why not build one?”

The core for this particular project was a 1971 Ski-Doo Olympic, with a 335cc single that had seen better days.

Borrowing a few tricks from old-school-cool hot rods, and throwing in a few of their own, the Oly-Rat was born.

The sled was stripped down, and then lightened even further by drilling holes in the belly pan. The hood is formed from aluminum, and has been narrowed and shortened from the

A

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original design. Bart laid down the custom paint to give the Olympic the “rusty” look that rat rods are known for.

The fuel filler cap is from a 1970 Mustang, and according to Bart, is fully functional. Several sections of TIG welded chain make up the ski grab handles, rear exhaust support and steering support. Bart also used sections of motorcycle chain to create the brake and throttle levers.

Snaking the exhaust back to the rear of the sled required some additional fabrication, using chunks of an original Ford Model A exhaust. The exhaust goes along the engine, and then underneath the steel tractor seat before hitting the atmosphere atop the rear, wooden rack.

Power remains stock, other than a quick clean and refresh, and Bart removed the engine shroud and ground down and drilled the clutch guard for extra “ratty” measures. She is a runner, and according to Bart “…it’s fun as hell, and so loud it makes your brain itch!”

LEVI LAVALLEE DISTANCE WORLD RECORD HOLDER FOR SNOWMOBILE JUMPING

MUFF

of the month

Chicken Parm Sambos

We had been hearing the stories of a group of sledders in Ontario who have went from throttle jockeys to iron chefs, in a matter of a couple seasons. Seems they’ve become more than a little intrigued by the sweet smells and good eats of the Muffpot, a simple aluminum canister designed to heat-up or cook your favorite trailside dish, using the heat from your snowmobile exhaust. We tracked down these tin can connoisseurs and convinced head chefs Steve Hannah (Fluffy) and Darren Desautels (Desi) who will serve as the group scribe, to share their recipes and techniques with you.

“Muff” clean, and making it easier to serve trailside, once piping hot. These heat resistant bags are the perfect compliment for practically any Muff Pot meal. You can order them directly from www.snackerpackers.com in quantities of ten.

Ingredients: t’s time to step up your trailside culinary options, and this month’s installment of M.O.M. will do just that.

My riding partner Fluffy is capable of pulling together some very awe inspiring meals, especially during the summer months on the barbeque, but for this dish, he has stepped away from the grill and spent some extra “prep” time in the kitchen.

Like a lot of our meals, we like to tag team the meal by breaking up responsibilities. For the Chicken Parm Sambos, my job was to assemble the ingredients and more importantly, secure and pack the trailside preparation elements of the meal. Like we have alluded to before, the best way to utilize your Muff Pot is to think of it as a “reheating” device, not a cooker, and that same thinking applies here. After a little bit of trail banging, this meal will both satisfy your hunger, and most likely beat any trail side burger you’ll find.

While your choice of “extras” for the final meal can change, based on personal preference, here is what I like to pack for this particular recipe: ciabatta buns, provolone cheese or mozzarella, and green peppers. Slicing the buns and green peppers beforehand is a good call, and obviously, you’re gonna need a little extra storage space on your sled to bring ‘em along.

One other key preparation item for this meal are special “Snacker Packer” bags.

These bags are used for the chicken and sauce mixture, keeping the inside of your

I

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28-ounce can (826 ml) of crushed tomatoes 14.5-ounce can (427 ml) can of diced tomatoes 12-ounce (354 ml) can of tomato paste 1/2 cup shredded parmesan cheese 1 large onion, diced 2 garlic cloves – pressed 1/2 tsp oregano 1/2 tsp basil 2 bay leaves 3 large boneless chicken breasts Slices of provolone or mozzarella cheese Ciabatta or crusty buns of your choice

Preparation: Step 1 - Combine the crushed tomatoes, diced tomatoes, tomato paste, parmesan cheese, onion, oregano, basil and bay leaves into a slow cooker.

Step 2 - Season the chicken breasts with salt and pepper and then nestle them into the mixture.

Step 3 - Cook on high for 4-hours, or low for 6-hours until chicken is tender and fully cooked.

Step 4 - Remove the chicken breasts and shred the meat. Return the shredded chicken to the slow cooker, stir, and heat on low for an additional 30 minutes, allowing the chicken to absorb the flavors of the tomato mixture.

Step 5 – With the heavy lifting complete, let the mixture cool and fill one or two snack bags, leaving room so you can twist and seal up the bags.

Just what the heck is a snack bag you ask? Well the folks at Snacker Packers have come up with a small, heat resistant, nylon bag that fits nicely into a

muff pot or hot pot. While you can use oven bags, available at your local grocer, they are often quite large and don’t fit as well into the “pot”. You could also use aluminum foil, but the bouncing, heat, and moisture going on inside the muff while riding will most likely leave you with a “mess” to clean up later. What’s more, if you work it right, you can load up a bag for a mid morning trail stop in your muff pot when you leave the house, and then swap it out for a lunch bag that you can heat and eat later on. The whole day can consist of warm trailside meals, by using these little bags, with virtually no clean up required. Just make sure you take the garbage out with you, or hit the intersection trash bins if available.

Trailside Meal Time: In addition to the trailside preparation items of buns, peppers and cheese slices, you’ll also want to pack some napkins and a fork or spoon to transport the steaming hot chicken and sauce to your buns.

There you have it; a trailside meal that has 5-star flavor, right from under the hood of your sled. Do you have a favorite muff pot recipe you’d like to share, or have a question on meal preparation?

Drop me a line at mom@osmmag.com, we’d love to hear from you.

These heat resistant cooking bags from Snacker Packer are the perfect compliment to your Muff Pot cooker. Get yours at www.snackerpackers.com.

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Loading Your Sled What’s your riding buddy’s dirty little secret? You know, the one he doesn’t want any of his posse to know?

Nope…it’s not that transgender stripper from Quebec he woke up with that one time. Remember that time he “hit a tree" and busted up his sled? Well, what he doesn’t want you to know is that it wasn’t’ a tree. What actually happened is he boogered up his sled while loading it into a trailer! Here’s another secret…it happens to all of us. Got one of those freestyler sled decks on your rig? Yep, we could tell by the permanent deer in the headlights look in your eye. But, as usual, OSM is here for you. Here’s a few tips to loading your sled perfectly, the first time and every time.

LOCKED AND LOADED One of the most basic things you can do to ensure safe sled loading, is to make sure your truck is in park, your trailer’s locked down, and the ramp is sitting in whatever little notches it needs to be in.

Notice that we included the truck in this scenario.

Ever tried to load a sled onto an empty trailer? That whole thing will tip up on you, or start to roll, and then you’ve got real problems cowboy. Got one of those big, fancy enclosed rigs that won’t tip up on you? Chock the wheels.

LINE IT UP If there’s one overriding lesson in Talent Check, it’s that sleds like to go in a straight line. Ninetynine times out of a hundred, you fall off trying to pull some sort of extreme energy drink-style stunt, and that buggy will not only stay upright, she’ll go arrow straight in whatever direction you were going before you rag dolled off it. There’s no big secret here pal…just head straight for the trailer, steady throttle right up the ramp and onto the trailer. Of course, proper speed management is key, and until you get the hang of it, be ready on that brake in case you’re going a tick too fast. Also, make sure you give yourself some run-in. If you try to put that buggy on the trailer from the bottom of the ramp, not only will your carbides stick on something and stop you dead, you’ll spin the track and either polish your ramp, or shred it (if you have studs).

LEAVE YOUR GEAR ON Just got done riding? Load that buggy right away while your brain is still in “riding mode” and you’re still wearing your gear. When you take your gear off and let your brain wind down, you’ re instantly handicapping your ability to do a smooth loading job. Plus, keeping your helmet on will help keep you from cracking your skull when it hits the top of the trailer. Remember to duck!

RANDOM LOADING Your flat bill cap wearin’ buddy just invited you to go riding. He insists on taking his rig because he thinks showing up to the trailhead with the sleds on his sled deck gives him more street cred. He pulls out his ramp and that thing is so steep you might as well be loading your sled on top of a garage. Swallow your pride and ask your buddy to do the honors. Can’t risk losing that many cool points? Same rules apply: line ‘er up, steady throttle, be ready on that brake.

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For more information: Dealer Program Available 218-334-3388 info@composit-usa.com composit-tracks.com ON SNOW MAGAZINE

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2013

LAST?YEAR’S?

CHAMPION

2013 SKI-DOO RENEGADE X 800

Throwin’ Down from a Train Our annual OSM brawl on snow returns for another season, and this time we brought out the real heavy iron as we journeyed to the far reaches of northern Ontario to compare last season’s cream of the crop, 600 class trail sleds.

With the rumble of the rails beneath us, last winter’s On Snow Magazine’s fourth annual Throw Down comparison culminated with real adventure. After nearly a full season of riding these production snowmobiles in a variety of conditions, we set our sites on destinations far north of the border, to the logging community of Hearst, Ontario. The track to trail adventure would serve as the final judgment days of our annual test, as we logged more than 600-miles in and around Hearst, and in total we tripped the odometers of the test sleds in excess of 2,500 miles each.

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THROW DOWN 4: THROWIN' DOWN FROM A TRAIN

We got off the train at the mid-way point, in a little community called Hawk Junction. We got dressed, geared up and secured our luggage to the sleds in the heated train cars, so we were ready to disembark as the train rumbled to a halt.

In case you’re new to the OSM fold, or perhaps you just need a refresher, the Throw Down concept was born with the simple idea of executing a snowmobile comparison with a higher level of accountability and legitimacy. The vast majority of “other” media comparisons, whether in print or television, are little more than two-hour jaunts on factory prototypes. What’s more, the results are often tainted with gushing praise, in hopes of securing future advertising budgets and remaining “buddies” with factory brass.

It’s for this reason, and others too numerous to mention here, that Throw Down was born. For starters, we utilize true production snowmobiles, the same sleds you can buy from your local dealer,

built on the factory assembly line. Thus, the sleds you will read about here are 2014 models, not the latest 2015 sleds.

But we also know that most snowmobilers are smart, and while models may change and technology improves, in most cases, what we learn about a 2014 model will have direct implications on this year’s sleds. So, in other words, use your brains and read a little between the lines to garner some takeaways on this year’s 2015 models.

In addition to riding true production sleds, Throw Down results are based on a full season of riding; from early year, first snowfall blasts, to end of season spring runs. In addition, we included ride evaluation information from more than just our staff riders. When we have

Our first day of TD4 was a short, 80-mile ride to the Wawa Motor Inn, a well-known snowmobile destination with clean rooms, an expansive dining area and hydration. We snapped this photo of our contenders before heading out for our first of several, big mileage days.

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The trails in this region of Ontario consist primarily of groomed logging and forest roads, making them fast and wide.

There are some long pulls between fuel stops in this part of Canada. The run of 165KM from Hornepayne to Hearts required us to “back-off” in order to conserve petro… we were not amused.

Anywhere you want to go!

www.timbersled.com w ww ~ 208 208--255 255--5644 w..tim

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THROW DOWN 4: THROWIN' DOWN FROM A TRAIN

The big iron of the Agawa Canyon Snow Train was a welcome sight as it rumbled into Hearst at days end.

guests tag along for a day or weekend, we encourage them to ride all of our sleds and to complete a Throw Down ride evaluation when the riding is over.

That information is then tallied into the charts and overall scores are found in this article.

Along with logging overall ride impressions in 20 different categories for each sled, we also keep tabs on fuel economy and oil usage for the entire season. That data is also tabulated at season’s end, and the numbers you see here reflect our average for the entire season, not simply one ride.

For Throw Down 4, we focused on the 2014 model year, mid-power 600-class trail sleds; the Arctic Cat ZR 6000 El Tigre’, Polaris 600 Rush Pro R, Ski-Doo MXZ-X 600 E-TEC, and Yamaha SRViper RTX SE. This foursome included two all-new models with an equally all-new 600 C-TEC2 engine,

along with key refinements made to both the MXZ-X and Rush Pro R. From the scoring charts, to the season average oil-ratio graph, to staff opinions, we believe Throw Down is the most comprehensive sled evaluation in the industry. Real sleds, real riders, real trails…real results, and this year, real adventure to boot!

Bacon and lots of it was a staple during this year’s Throw Down. Is it just us, or does bacon make everything better?

A local outfitter who is typically closed during the winter months, was gracious enough to open up a cabin for us for the night, and invited us into their home for an amazing home cooked meal.

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www.snowmobilecylinders.com

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2014 THROW DOWN SUBJECTIVE EVALUATION KEY Handlebar/Control Ergonomics Bend, position on chassis, rotation, ability to adjust, overall reach, pull and shape.

Running Board/Foot Well Performance Depth, width, toe hold, traction, range of motion, snow build-up, and angle.

Seat Performance/Seat Comfort Seat shape, height, surface material, foam density, foam comfort, range of motion.

Cockpit Ergonomics Relationship of running boards, to knees, to elbows, to hands.

Sharp edges/shape Low Speed/Tight Trail Handling Performance Predictable bite, degree of counter-steer, darting.

High Speed/Sweeper Corner Handling Performance Predictable bite, degree of counter-steer, darting.

Off Trail Performance – traction, flotation, handling Steering Effort Effort, smoothness, linear feel at both high speed and low speed.

Comfort – Ride, Handling and Stability Ability to deliver a plush ride over a wide range of conditions with limited adjustments.

Performance – Ride, Handling and Stability Ability to deliver ride quality over a wide range of conditions with limited adjustments.

Stutter Bump/Low Amplitude Bump & Hole Compliance Ability to deliver control, confidence, stability and comfort over trail chop.

Large Bump/High Amplitude Bump & Hole Compliance Ability to deliver control, confidence, stability and comfort over large bumps/holes.

Fit/Finish/Gauge Package Appeal, seam fit, rattles, paint quality, fasteners, easy to read and understand gauges, gauge capability.

Storage/Tool Kit/Ease of Access Quantity and quality of storage; access and standard tools available; ability to access belts, plugs, side panels, etc.

Engine Run Quality Overall engine traits including startup, idle, smoothness, burbles, flat spots, etc.

Wind Protection/Warmth Windshield and cowl protection.

Clutching Engagement quality, up-shift, back-shift, ease of tuning.

Brake Performance Brake lever effort, feedback or brake feel, brake fade, noise, etc.

Suspension Adjustment Performance/Capabilities Tuning ability, ease of access, range of tuning Vehicle Recommendation Likliness Overall Vehicle Recommendation to a Potential Buyer

TRUE TERRAIN THROWDOWN We won’t bore you with a long pre-amble, detailing the features and technical attributes of our four sleds. If you care enough to be reading this, you are already well versed on the specifications of our four Throw Down contenders. The Throw Down evaluation form consists of 20 different categories, ranging from ride quality and clutching to wind protection and high speed handling, and everything in between. There are 10 available points in each category, resulting in a possible total score of 200points.

As we mentioned previously, the scores you see here are derived from several evaluation forms obtained throughout the season. Those scores are then averaged in order to obtain the final scores in each category you see here – this means one particularly bad or exceptional good experience by an individual will not dramatically skew the scores. In other words, just because Charlie bleeds green and won’t give the kids from Valcourt the time of day, doesn’t mean his beloved Arctic Cat will win the Throw Down crown because he gave it tens across the board…sorry Charlie.

We also created a new category this year, listed on the far right hand side of the chart – overall vehicle recommendation to a potential buyer. Frankly, this category speaks volumes as to how well each sled performed overall.

10 9 8 7 6 5 4 3 2 1 600 RUSH PRO-R

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SR VIPER RTX SE ZR 6000 EL TIGRE

2014 THROWDOWN 600 TRAIL CLASS

MXZ X 600 E-TEC

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With an overall score of 148-points, the 2014 MXZ-X 600 came away as our 2014 Throw Down champion. As in previous seasons, the Ski-Doo scored consistently well in nearly every category, only to come up short in both wind protection and off-trail capabilities.

The MXZ-X also received the highest recommendation score. Until someone can really “step-up”, the third generation Rev chassis remains atop the heap.

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“E-TEC…nuff said… it’s that good.”

2014 SKI-DOO MXZ X 600 E-TEC 10

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“Throttle response of the C-TEC2 is right there, but the motor screams without much torque.”

2014 ARCTIC CAT ZR 6000 EL TIGRE 10 9 8 7 6 5 4 3 2 1

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This year’s Throw Down runner up was the all-new Arctic Cat ZR6000 El Tigre. While finishing in the bridesmaid’s position, the Cat had a scoring chart that was perhaps even more consistent (flat) than the SkiDoo. The El Tigre’s biggest shortfall was in the braking performance category. As we said when the ProCross chassis first hit the snow, this sled is good, really good, but it continues to need refinement and improved calibrations to make a charge for the lead.

TOTAL SCORE:

129.5

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“The power poured out of the 1049 engine like butter…the Viper seemed to float around the high-speed corners with a grin.”

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It should come as no surprise that the Yamaha SRViper RTX finished oh-soclose to the Arctic Cat at just 1.25 points behind. Obviously, these two vehicles share a vast majority of components since the “partnership” between the two companies was announced prior to the 2014 season. With the highperformance Genesis fourstroke and Yamaha clutching as the major differentiator, the RTX was within a whisker of the runner-up.

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“In the big holes, you just gotta ride the Rush like a dirt bike…stand up, get on the gas, and wheelie out of anything.”

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Since the first year we started Throw Down, there always seems to be surprises. While we’ve always felt the Pro-Ride chassis and suspension had shortcomings, it was also one of the first sleds we’d bring with us on any trip. That being said, we were surprised to see the Rush finishing fourth in this four horse race. Some of the biggest detractors were ergonomics, storage, access and wind protection; obviously not high ranking factors if pure performance is your target and you’re willing to make sacrifices elsewhere.

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PETRO TALLY We tracked our fuel consumption, not just during our northern Ontario Throw Down weekend, but throughout the entire season, and these numbers reflect that. While all four sleds can certainly deliver better mileage, when driven hard like these were for much of the season, the mileage suffers accordingly. While the numbers are all relatively close to each other, the “older” Polaris 600 engine fell below the magical 10-mpg threshold for the season.

BEST MILEAGE: SKI-DOO MZX X 600

11.88 MPG

MXZ X

11.82 MPG

EL TIGRE

9.82 MPG

10.64 MPG

SR VIPER

RUSH

WEIGHTS As the season wrapped up, we contacted our pals at Intercomp, a company that is considered the global leader in load cell technology. Using the same weighing pad system that professional NASCAR teams use to weigh and calibrate their cars, we collected the ready to ride wet weights of the four Throw Down sleds. Surprisingly, the assumed additional heft of the Yamaha RTX resulted in only 16-additional pounds more than the next closest weight.

OIL USAGE Much like our fuel economy calculations, we also kept track of oil consumption; this allowed us to calculate the overall oil ratio for each of our two-stroke Throw Down contenders. Despite the E-TEC exhibiting very little smoke at start up and idle, it was the new Arctic Cat C-TEC2 600 and its electronically controlled oil-pump that bested the rest with a very respectable 52 to 1 overall oil ratio.

BEST USAGE: ARCTIC CAT EL TIGRE EL TIGRE

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THINKING ABOUT TAKING THE SNOW TRAIN ON YOUR OWN SNOWMOBILE ADVENTURE? HERE ARE TEN THINGS YOU NEED TO KNOW BEFORE YOU GO.

1. Check the schedule; the train has been rumored to shut down for several seasons, but each year (so far) it has found a way to keep running. Visit www.trackstotrail.ca to get the latest details on the snow train and other Agawa Canyon excursions year-round.

2. Book early, as space is limited. You can make train reservations by calling 1-800-242-9287 3. The train runs northbound from Sault Ste. Marie on Thursdays, Saturdays and Mondays; and southbound from Hearts on Fridays, Sundays and Tuesdays.

4. Tickets for you and your sled range from approximately $178 to $390.00, (one-way) depending on how far you’re going. For full fare details, check out www.trackstotrails.ca 5. Be sure to bring food and snacks with you on the train. If you are riding all the way to or from Hearts, the trip takes up to 10-hours, so you’ll need sustenance. While there is no dining car, there is a fully operational fridge and microwave available to any passenger.

6. Yes, adult beverages are allowed on the train, but be respectful, and if you plan on riding immediately after you get off the train, please don’t’ drink and drive.

7. Don’t forget your camera and have it ready. There are plenty of photo opportunities while on the train. The tracks bring you into some very remote regions of Ontario and the scenery is stunning.

Particular photo opportunities of note include the trestle spanning the Montreal River, the 500-foot descent into Agawa Canyon, and sheer cliff walls as you exit the canyon at mile marker 116.

8. Bring games, a laptop or iPad for movies, a deck of cards, poker chips or whatever your choice of entertainment is. The train meanders at a relatively slow pace, or is that relaxing pace? Frankly, who cares; you’re not towing, your sled is in the heated boxcar next to you, and you packed a sampler cooler of your favorite Canadian lagers…meander away.

9. There’s no smoking on the train, and the few stops the train does make on the way are fast…way fast; just enough to stretch your legs.

10. There are clean washrooms on board, but the motion of the train will give you a wet backside. Our advice is to drop the bass off at home or the hotel pond, and plan accordingly.

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“Despite the added weight of the fourstroke motor, I was surprised at how light and fluid the steering effort was.”

THROW DOWN THOUGHTS BEYOND THE DATA

KEHOE’S JUDGEMENT

Yamaha SRViper RTX I found the RTX really showed well on the super wide freeway style trails we were running outside of Hearts. It would rock through the big sweepers and the throaty four-stroke really shined. You could back the RTX into a corner simply by backing off the throttle a tad, let the engine braking kick in, and then roll back on the gas as you hit the apex. But in the same breath, the RTX could use more steam under the hood to bring it to the next level of fun. But unlike other sleds in the group, I was never concerned about fuel either, even with a much smaller tank.

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within the first 50 miles after departing the train. The starter gear grenaded at the Wawa Motel, and the right side, heated handlebar checked out shortly after in minus 30 temps. The starter failure made for some very amusing early morning start ups, where four jack wagons could be seen wrapping the primary up and backing up the El Tigre (which came to be affectionately known as the “starter system”). A few good jerks and the Viper was purring for the day, never to be shut off and never pampered; the kind of Throw Down experience we’ll still be talking about in ten years.

“I wanted to find fault with the Ski-Doo, in fact I went looking for it…I’ll be damned, I couldn’t find it.”

Ski-Doo MXZ-X 600 It’s a cheater sled in my books, it makes fast riders faster, good riders better, great riders…you get the idea.

What’s more, on this journey it was also a mule, a pack mule. The standard storage on this sled is awesome when compared to the others. Add in the additional bags Bourgeois had strapped to all four sleds, and Doo was ready to haul a bit of everything. From Matt’s extra goggles and maps upfront, Pat’s oven mitts (cold

weather gloves) and Skallet’s tools, treats and extra clothes in the back, the MXZ-X not only hauled the mail in the tight trails, but it hauled a load too.

Rolling down the trails, it does everything well. Cornering, trail chop, holes at slow or high speeds, it didn’t matter. The MXZ-X wasn’t the fastest sled in the mix, nor the slowest, but in the 600class, where you’re generally riding your sled “hot”, it’s always good to have a few more ponies under the hood than the guy next to you, especially in this group. Don’t expect this sled to get loose in the whoops or in a trail situation for that matter, it’s really planted. There’s not much fight and flight in this sled, just lots of high-speed predictability.

Polaris 600 Rush Pro-R I was impressed with the Pro-R this year. It would hook up and lift the skis when you wanted it to, over bumps or occasional “lofter” rise. The terrain that we tossed at it was merely a hic-up and it was also hands down the fastest sled on this trip. On the fast whopped up or even smooth trails, it seemed to give me the most exciting ride, at least until the sun went down and the temps followed.

Lucky for us, we installed some much needed hand guards on the train ride up, and as the temps plummeted, (just like the Pro R’s gas gauge did late in the day) it really became less and less of a fun

“Best handlebar shape of the bunch, just love the way they feel.”

“Love the Rush in the ditches, but she’s a beast in the tight trails.”

sled to be on. It was cold…really cold compared to the others.

Imagine you’re king of the playground and dating the Prom Queen; you just couldn’t be any cooler. Only problem is, you can’t take her to the Prom and show everyone else just how cool you are.

Twice on this trip, when we were mixing it up, whoever was on the Pro-R had to go into self-fuel preservation mode. The Polaris 600 engine is a tad thirsty, and with long stretches between fuel stops, we learned to keep the digits under 80 and be smooth on the throttle. Not being

able to crack the throttle when you wanted to…or needed to, was an absolute buzz kill, making the Pro-R the sled to avoid at the end of a long pull, before the next fuel stop.

Arctic Cat ZR 6000 El Tigre As soon as the El Tigre 6000 was loaded on the train, I felt a tinge of that same excitement I used to get when I was much younger. Maybe because the El Tigre’ name is one I grew up with and it stood for a sled that was both a top performer and one that was deemed “cool” by practically everyone. It was obvious that both Skallet and Bourgeois had spent a lot of time riding the Tigre’ before the Train adventure, as it was well set-up, blazing fast, and the suspension soaked up everything you threw at it. One ride on the El Tigre tells you the guys at Arctic Cat are professionals and must have won a race or two. You feel like you’re on your way to a fight while driving the big Cat; it’s loud and just feels angry. I often found myself a little anxious while in the Cat saddle, which would push me to drive it a little bit harder.

When dicing it up a few times, I questioned the front-end slide exhibited in the corners, but it never got to the point where I found trouble. If I ever did feel things were going to get bad, I’d just grab more brake…track slide it more into the corner…and power out. Going down the trails with this sled I always felt like I was travelling faster than I really was; it’s a bit of a screamer.

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Ski-Doo MXZ-X 600 The Ski-Doo was the sled that really shined, day-in and day-out. Heck, the MXZ continued to impress even after someone tore-off one of the wear bars at an unsuspecting railroad crossing. Despite the one-ski bite after that, it sill looked like an I-500 cross-country contender with Richard behind the bars. The Ski-Doo just works, and no one ever complained about their turn aboard this sled. Despite a taller than stock windshield, the sled had cold pockets of air that would find your waist and armpit areas on extremely cold days.

“The faster you could crush the bumps, the better the Pro-R worked.”

SKALLET’S SENTIMENT

issues and extra underwear) that this sled was forced to carry during the first leg of the trip. We ditched the joke of a windshield that came stock and replaced it with a big-ass windshield that created a very warm, couch like atmosphere. I think the Yamaha carried the most cargo and really didn’t care…the ride was good and fuel economy impressive. The smooth four-stroke does add noticeable front-end weight, and we experienced a freak starter failure during the final ride. Hmmmm, was Bourgeois relying on the starter to provide additional torque out of the corners?

Arctic Cat ZR 6000 El Tigre The Cat has great handlebar ergonomics, and the chassis really favors the lightweight feel of the two-stroke 600 twin. The sled feels like it wants and needs more power.

Changing the drive belt is a major pain-inthe-you-know-what…mostly because of the rat’s nest it creates when it gives way with a violent explosion, at what was likely illegal lake speed. Brake effort is considerable, and you need to use the brake often to keep the front planted when entering corners.

Yamaha SRViper RTX Great fuel economy and a plush ride, even with the excessive cargo strapped to the rear saddlebag, (filled with OSM back 72

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“The Ski-Doo is like riding a cheater sled compared to the others.”

Polaris 600 Rush Pro-R The Polaris was a riot on ungroomed trails, with monster whooped-out holes that only a true dirt-biker could love. The key here is to set a pace where other riders have to pound away to keep up. In high speed, long-sweepers with loose snow the sled would have a tendency to wallow and feel vague. The only way to get it to settle down was to back off the gas, let the sled re-establish itself, and then ease back into the power. Steering effort was heavy, and the handlebar position, bend, and controls are just poorly thought out, and actually irritated my hands to the point of calluses, in whooped out, aggressive corners.

Storage…what storage?

CLARK’S CONCLUSION

Ski-Doo MXZ-X 600 Humbly, I have to admit, I was expecting a lot from this sled. After all it was a SkiDoo, and several times, I read at the office how well the r-Motion “just works”. The minute you sit behind the bars and start the MXZ-X in motion, you get the immediate feel of confidence. Turning is predictable and you know that every time you enter into a corner, this sled is going to do the same thing each and every time.

Don’t go thinking that this is a ‘Doo’ love fest however, as there is a downside. I felt the steering to be heavy, and no matter what anyone says, it will dart on the hard pack. If you look beyond those gripes, this sled does make you feel confident, and my high expectations were met.

Arctic Cat ZR 6000 El Tigre If I had one statement to describe this sled, it would be loud and proud. The new 600 motor is really good and yes, it

“The sled feels big, sometimes too big.”

“With the stock windshield, nothing stays warm.” is fast and loud. On long hauls, the sound gets right into your helmet and makes you feel like you are pushing it way too hard. Some might say this is why they like Arctic Cat. However, the growl is always there and it is noticeably annoying. But despite the noise, the El Tigre was very predictable. It felt light, responsive, and when you put the squeeze on the throttle, it rewarded you instantly. Fit and finish is noticeably improved from previous models.

Polaris 600 Rush Pro-R The Pro-R 6 is an all around, fun buggy to ride. The handling is easy and light, and the throttle is your friend when the going gets rough. If you have ever spent anytime on a Polaris Pro-Ride sled, you know you have to ride this sled differently than the rest. You simply can’t just charge hot into a corner and expect smooth and

predictable results. Doing so results in gnarly, inside ski lift and a series of onagain, off-again power stabs until you clear the corner’s exit, but hey, what fun is having every corner be predictable? Once you learn to back down your entry speed and use plenty of rider involvement, you and Pro R will soon become friends. The fun factor of charging through big whoops however, does get lost on this sled on long haul, cold days. Poor wind protection, (even with a bigger window) small seat, and an overall small cockpit creates fatigue early in the day. The Pro R is happy on flat, fast trails and can handle the bumps if you are ready to get up off your seat and allow the suspension to suck up the bumps.

Yamaha SRViper RTX In simple terms, this sled works, and works well. The first impression I had when I threw a leg over and squeezed the throttle is “yup, I’m on a Yamaha”. This is why I really like this sled. From corner to corner, the sled is smooth as silk, but you are going to have to work the body language and hang it out to get fast cornering from this setup. Not that there is anything wrong with that, just know what you are in for. It goes without saying that this motor rides differently than the twostrokes, and adapting to different braking techniques in the corners and keeping the revs up to make smooth transitions is part of riding the Viper. Viper top speed is less than what you want, and it feels a little less snappy than its predecessor, the Nytro FX. However, overall engine response, confident flat stance handling, and Yamaha fit makes the Viper an all round great sled.

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on power and it can be a tad cold to ride, but does it really matter when you can put serious distance between you and your riding buddies at every single corner? Rich call’s it cheating…I call it winning.

Polaris 600 Rush Pro-R If you’ve read my opinions on the Polaris Rush, you know I have a love/hate relationship with this sled. I’ve always had high hopes for the Rush, and still do, and while the sled has improved greatly in terms of calibrations since its introduction in 2010, it still falls short. In some ways it’s the perfect sled for shorter, hard charging trail romps or ditch burns, where comfort and effort are tossed to the wayside. The motor is a ripper, albeit very thirsty, and combined with always good Polaris clutching, is a top end rocket for a 600cube buggy. Yet, despite these positives, I always come back to the herculean effort, intense focus, and excessively active rider requirements needed to drive this sled fast on the trails.

“The Polaris really required a lot of effort and driver movement to get the most out of it in the corners.” every way. Rich calls it the “cheater” sled and he’s right. The ability of the MXZ-X to go exactly where you want it, at any speed, in any trail condition, puts every other sled in this competition at an instant disadvantage. Okay, so maybe it’s down

BOURGEOIS’S VIEWS

Ski-Doo MXZ-X 600 Deep down inside my Minnesota blood, there’s a part of me that truly wants to find fault within the Ski-Doo. Call it being a “homer”, hoping the boys and girls from Thief River or Roseau will come out on top and make this Minnesota boy proud…but I can’t. This damn sled is good…in virtually 74

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“There’s just no guessing with the Ski-Doo, just point it and it stays planted.”

Arctic Cat ZR 6000 El Tigre Don’t look now, but Arctic Cat is slowly creeping into the picture when it comes to building an all-around, champion caliber sled. By combining the new, lightweight 600 C-TEC2 engine with the much balanced ProCross chassis, the El Tigre was the kind of sled that, once suspension calibrations were dialed in, just worked in virtually any condition. While it won’t blow minds in terms of cornering precision like

the Ski-Doo, or big bump compliance like the Polaris, it quietly went about its business and never faltered. The new motor is perhaps the best first-year motor effort, EVER from Arctic Cat. Despite a slight off-throttle blip, a torque curve that seems to lack the broader shoulder feel of other modern 600 two-strokers, and being way too loud – it never faltered. Despite my 6-2 frame, I still find the ProCross chassis to be too big, and ride and handling calibrations remain skewed too far towards high speed ditch running for my liking.

Yamaha SRViper RTX Yamacat…Cataha…Copycat - call the new SRViper Yamaha/Cat combination whatever you want, but this is the kind of injection of new blood that Yamaha so badly needed to continue to be an important part of the snowmobile industry. Whether the Arctic Cat “partnership” is a long-term strategy or a short-term solution, for better things to come from Yamaha Japan, the new SRViper platform is a dramatic step forward for Yamaha. While most would think the attributes of the RTX would differ little from those of an Arctic Cat, nothing could be further from the truth. Sure, the ergonomics are identical, but the power, clutching and handling are distinctly different for the RTX and in many ways better. The sled is smooth, has kick-ass acceleration, and delivers a level of ride comfort and confidence that hasn’t been associated with the Yamaha nameplate in decades. Shave 30-pounds off this sled and it could just find itself in second place.

“The El Tigre liked to be pushed, but it would push back in the corners.”

“I can’t get over how bitchin’ the motor sounds, I found myself blipping the throttle, even when I didn’t need to, just so I could hear it.”

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So you’ve read all of the blogs, checked a few websites, visited a couple of early season events, and after hydrating with your riding buddies in the shop, you decided it was time to purchase a new sled. After the final decision was made on which model, your local, friendly dealer has helped you through the purchase process of picking the right machine, with all of the correct colors and options to suite your needs.

You’ve waited for months and run through your mind all of the new adventures you’re going to have this coming season, and especially how your buddies will be jealous with your new found riding ability, brought on by having the latest wonder buggy under you. Finally, after all the anticipation, you get that phone call from the dealer telling you “it” has arrived. The day is here, it’s in your garage, but now what are you to do until the flakes fly? Well, OSM is to the rescue once again with 10 simple, set-up tips for that shiny new ride.

Get Acquainted

1

Remember that awkward blind date that your pal set you up on with the farmer’s daughter Bernice? While your new buggy is way more attractive, now is the time to get to know her. Grab a beverage and take a seat on the new sled in the shop, and page through the owner’s manual to learn little tidbits about your sled. Today’s modern digital displays offer up a lot of information, and knowing how to use it before you’re bombing down a local trail is helpful.

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Heat Cycle Now that you’ve found the engine temp function, (if so equipped) prop your scooter up on a track stand and fire that sucker up. Oldschoolers call this heat cycling, and it’s a good way to break-in the engine before that first ride. Allow the sled to idle until you see 100°F on the gauge, and then run the motor up and down a bit through the rpms (not like some factory backed throttle jockey at the local races either; this motor is new and tight). Just rev the engine enough to allow it to get hot, but not overheat. Now shut it off and let it cool down completely, you can repeat this step multiple times before the snow flies (remember to ensure you’ve got plenty of fresh air in the shop while doing so).

Find Your Happy Place

3

With the machine sitting flat on the floor, (not propped on a dolly) spend time moving around on the seat to find your perceived happy place. Get out the wrenches and adjust the handle bar angle, brake lever and throttle lever to your liking. So many overlook this little task, but experienced riders know how they like the controls to feel. After all, this is one of only three “touch points” you have with the buggy, so make it feel good. A racer trick is to snug down the brake and throttle lever just enough to avoid them moving during a normal ride, but still loose enough that they will rotate on the bars, if you do happen to roll or crash your sled. If they are snug, there’s a good chance they will break.

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New Sled Set Up

Ride In

4

The average weight of a snowmobiler (with riding gear) is approximately 200-220lbs, and it is to this weight range that most modern sleds come calibrated for. While it’s okay to make some spring pre-load adjustments now, don’t get crazy. You’ll find out how to adjust pre-load, or “ride-in” in the owner’s manual (you know the section you just breezed past while you were sipping suds). Often times, until pivot points, shock seals/bushings and new components wear-in, things are a bit taut. A rule of thumb is to ride the sled for a few hundred miles first, allow everything to thaw, grease it again and “then” make some adjustments for how you like to ride. If you notice the rear bumper is within 3-inches of the shop floor when you’re in the saddle, adjust the rear spring pre-load, and mix in a few salads for the next few weeks.

5

Groping Take some additional time to get to know your new stable mate by poking around underneath her shiny dress…as in look under the cowling. Top off the oil tank; check the chaincase fluid; place the spare belt in its holder; check battery connections; find the tool kit, (that’s become a joke on modern sleds) and just give things a good once over so you are familiar with it. This will be a big help if you need to dive in there when its -25°F, dark and you’re in the middle of the woods. Trust us…we know.

Lube It Again

6

Since you found all of the grease zerks while paging through the manual, take the time to “re-grease” all of them with your favorite top-shelf, synthetic low-temp grease. Didn’t they do that at the factory you say? In today’s world of cost cutting, the manufacturers are always looking at ways to save money. There’s a good chance the assembly line workers only squirted in the minimum amount possible in all of those squeaky spots.

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Clutching & Belts New drive belts typically have a mold release agent on them.

You’ve now heat cycled the motor for a few months, which also put some heat into the belt and allowed the mold release to get on the clutches. Remove the belt, (another handy piece of know-how to figure out now versus trailside) wash it with hot soapy water, and allow it to dry (you can also heat cycle that spare belt and do the same thing). While the belts are drying, take a clean dry rag and use acetone or isopropyl alcohol to wipe down the clutch sheaves thoroughly. With the cost of new belts these days, this little practice can save you a costly repair bill, and greatly extend belt life.

New Sled Set Up

Future Carving

8

We always recommend having a spare set of fresh carbides ready to go, no matter the age of your sled or condition. Much like grease, the factories tend to skimp on stock wear bars, both in terms of how much carbide is installed, but also the quality of the insert. More often than not, these stock units will not last long during those first couple of rides; heck, the OSM crew has been known to burn through a set in the first outing. For this reason, it’s nice to have a set ready to go in the shop. Verify that the bolt pattern is the same and keep ‘em on the ready when the stock ones get burnt off in that first ride of the year.

Yeah, you know you’re going to ride on that first two-inch snowfall, even though it’s against your better judgment.

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Accessorize While some shop monkeys like to get after it the moment their sled arrives, by adding a host of aftermarket performance goods and accessories, we believe in riding the sled as stock first.

Why? Well for starters, proper break-in of your new snowmobile is critical to ensure it not only lasts, but delivers peak performance. What’s more, it allows you to get more familiar with the snowmobile in real riding conditions, allowing you to better determine how big of windshield you may really need; what kind of storage bags make sense; does it need additional traction or carbide up front; and just how big of a nitrous shot will it take to smoke your buddy, across that infamous Canadian pond.

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ENJOY! You’ve probably heard us say it before, but at the end of the day, snowmobiling is about having fun, regardless of what model, year, or condition of the snowmobile you have. Enjoy the time spent with family and friends, enjoy a cold barley pop AFTER the ride, and enjoy the season.

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SHOP HUSTLE

Insight and Opinions on Our Latest Shop Escapades

The Mohawk instantly transformed our Yamaha XTX into a much more predictable and easier sled to ride both on and off-trail.

In fact, we liked the skis so much, we have them pegged for another sled this season.

That’s love right there.

Starting Line Products Mohawk Ski In this installment of Shop Hustle, we look at another aftermarket ski that graced one of our sleds this past season. The Mohawk Ski is the latest composite runner from the folks at Starting Line Products, and it was designed to satisfy the growing and somewhat demanding needs of the crossover market. Now the kids at SLP are no strangers to the performance ski segment.

In fact, they were one of the first to introduce a better version of the lowly steel ski, with their trellis frame designed Ultra-Lite ski, back in the early 1990s.

According to SLP, the Mohawk was specifically designed for today’s rider-forward snowmobiles, and features a host of design specifics targeted towards offtrail flotation and control, without sacrificing on trail bite.

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All this while still delivering the light steering effort and minimal darting traits found on SLP’s Straight Line Tracking Ski. To accomplish this, the ski features a rocker bottom keel, a design that SLP made famous with the early Ultra-Lite ski. The rocker keel, along with an hourglass center keel shape, help to reduce steering effort and eliminate unwanted tracking, by “expanding and smoothing” existing tracks and ruts in the trail, and giving the trailing carbide and narrowed keel a fresh patch of real estate to track.

Adding improved control to the equation is a feature SLP calls an “engineered flex pattern”. This design allows the ski to flex and contour to the terrain more than

other ski designs. By doing so, the Mohawk dramatically eliminates the “push and grab” pattern found with traditional skis.

Since the Mohawk was designed for the demands of crossover sleds, it had to perform both on and off-trail as well. To meet this challenge, SLP added features found on their Powder Pro skis, including a smaller version of their Powder Control Wing. This small lip on the outer edge of both sides of the ski bottom is intended to keep snow under the ski, versus allowing it to blow out over the top and sides.

Throw in some boot gripper ribs atop the ski; a new ski loop that SLP claims is virtually indestructible; and the ability to custom mix and match ski saddle types and colors as well as ski loop colors, and you have a new ski that is packed with technology.

Last winter we mounted a set of the new Mohawks to a Yamaha SRViper XTX, a sled with admirable on-trail handling traits, thanks to the Yamaha designed, dual runner Tuner Skis. With the Mohawk ski we noticed immediate on-trail improvements.

With the stock Tuner skis, the XTX had a tendency to “pack-up” between the dual runners in sugar or soft snow trail conditions, resulting in unwanted oversteer or push. While improved handling can often be achieved by simply adding more carbide and a bigger host bar, we gained predictable bite, yet experienced little to no darting, and the same light steering effort found with the stock Tuner ski.

Off-trail it was more of the same goodness, as the added width provided additional floatation for the weight of the XTX four-stroke, while the downsized Control Wings performed just as advertised. In fact, the Mohawks actually made the Viper XTX easier to ride off-trail, especially for those of us who are not as adept at carving the powder. The wings acted like powder training wheels, and added a level of confidence when needing to turn out in tight, backwoods situations.

The SLP website features an easy to use Mohawk configurator, where you can select your application, color, and wear bar preference for nearly any snowmobile from 1980 to present. Pricing runs about $275 per ski, depending upon saddle and runner type. Your configured ski comes shipped disassembled, but only takes a few minutes to assemble and mount to your sled using your existing spindle jounce rubber. To learn more visit the SLP website at www.slp.cc

Our set of Mohawk skis came shipped disassembled in a single box, and it took only standard hand tools and few minutes time to have them ready to mount.

One glitch in the Mohawk’s design is the interference between the saddle bolt and the outer edge of the Mohawk ski.

Because of this we had to mount the saddle to the spindle first, and then attach the ski bottom and wearbar to the saddle. A quick fix would be to simply cut a notch in the outer edge of the ski to give the bolt the room needed to slide past.

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TEAR DOWN

RULES OF ENGAGEMENT

BY GOODWOOD & BEERSTEIN

Rulebook To a snowmobile racer, the rulebook is just someone else’s idea of how you should build your machine and how the races should go down. And let me tell you, that “someone else” is usually pretty dumb, because the rules are usually pretty dumb. That’s why me and Beerstein, we see the rulebook as a rough guide to what’s gonna make a sled fast. For example, the rulebook might say, “Stock hood must be used.” Now, you gotta ask yourself why they’d put that in there, because we all know a lightweight hood will make your buggy faster. Another good one is “rotary valve timing/duration shall remain as filed by the manufacturer.” Or here’s another one: “Stock OEM pistons only allowed for replacement.” Like we said, dumb. It’s called racing…not slowing.

Race Prep

Every good sled racer worth his frostbite and toolbox knows that racing rules are more like guidelines, at least that’s what Beerstein keeps telling me.

“It’s a grey area”, he says, tossing the race circuit rulebook atop a greasy stack of Girls of the Snowbelt magazines, next to his shop toilet. According to Beerstein, there are two things that will happen with certainty when it comes to racing and rules. For starters, someone is gonna find a way to break them, or skirt them as Beerstein says. Second, if number one happens, surely someone else will file a protest letter in response.

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That’s just how sled racers are; you put together some rules, a starting line, and some of those three dollar trophies with one of those plastic 1972 snowmobiles on top, and you got trouble. It’s like drinkin’ beers at the bar; once your buddy gets a few pounders in him, the “real” friend starts to come out. Rules bring out the real racer. That’s why snowmobile racers never trust each other. But that’s a whole nother Tear Down altogether. Bein’ racers ourselves, it pains me and Beerstein to write up rules for racing, but you’ve asked for them more than once, so here goes:

You’ll see some guys workin’ for weeks preppin’ their sleds for the races. Then race day comes and there that guy is, parked in the front row, all ready to go and that buggy he’s been workin’ on is spit shined like a diamond. Well, those guys are slow because they’re doin’ it all wrong. See, the best prep work is done when you’re under pressure. Beerstein, he never starts preppin’ until late in the afternoon the day before the race. And that’s early for him. Usually he’s not in the shop till after supper, then he spends about an hour finding tools or trying to figure out why the furnace isn’t working again. Then there’s a few frantic phone calls to the dealer to see if they got the parts he forgot to order. Bottom line is,

If you play your cards right, you’ll be passing those kids with the rows of new buggies in their shop with your crusty steed and well worn Carhartts‌ just follow our lead.

last minute prep is the best prep. And that leads us into our next rule.

Drive All Night Me and Beerstein, we decided early on in our racing careers that leaving early was a complete waste of time and resources.

For one, you need to get a hotel room, and last we checked, those things cost money.

And if you’re racin’, well, you ain’t got money. Then you can’t sleep anyway because you’ve been preppin’ your sled and driving all night, drinkin’ those tall energy sodas all the kids are chuggin’ these days. So basically, you just wasted a bunch of money and a bunch of time you coulda spent preppin’ your sled, just so you could lay in some crappy hotel bed.

You following me? Plus, when you drive all night, it’s typically oh-dark-thirty on a weekend, and there’s not much traffic.

Pretty much a no-brainer there.

Race Schedule Once you get to the track, every race circuit will hand you some sort of “schedule� they’ve dreamed up. These “schedules� are just a suggestion because nothin’ at a snowmobile race ever goes off on time. Those practice laps scheduled for 8AM? Heck, they’re not gonna go down til at least 8:30, more likely 9, maybe even 10. So kick back and get a little shuteye before you fire up your freshly-prepped buggy. You got time.

No one’s ready to ride at 8:30 anyway, if

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they’re doing it right. Heck, in our trailer Beerstein is just collecting the empties and making a run to the local recycler about then, so he can pay the balance of his entry fee. According to Beerstein, you got to party all night if you want to race all day‌or something like that.

Your Buggy Course, you can’t go racing without a buggy, and pickin’ the right one can make or break you. At least that’s what most people think, so that’s why you see all these youngsters at the races with brand new buggies. That’s just a waste of money tryin’ to keep up with the Joneses.

Now, me and Beerstein, we spend a lot of time just ridin’ and that’s probably more

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TEAR DOWN

You can smell the rulebook grey area in the form of spent aviation gas. important. That guy who spends cubic dollars on his buggy ain’t gonna have nothin’ for you if you got seat time on him.

Ride the wheels off that old buggy and ride it well. You’ll be ahead at the end of the race and way ahead in fun points over that flat, bill cap-wearin’ bling dude with the lifted diesel pickup.

Passing Once you’re on the track it’s a sure bet you’ll be one of the faster riders if you’re followin’ these rules. And if you’re faster, you’ll be passin’ some of those kids who were revving their brand new sleds to the

moon on their warm-up stands in staging.

Some of them kids like to ram people to get by. Well, that’s all wrong. See, all you’re doin’ there is bustin’ a front bumper at best, and at worst, you’ll end up with a ski wedged under their tunnel. The better move is to get up on ‘em and start yellin’ at the top of your lungs. Beerstein, he likes to say things about people’s moms, but I don’t think that’s very sportsmanlike, so I just call ‘em names. And if you crash after you go by ‘em, remember to get back on and pass ‘em again. Once they see you have a little craziness going on, they’ll stay away from you.

Have Fun Lots of people in racin’ like to make racin’ out to be this big-time, next level deal where if you don’t have a sponsorship from Crusher Energy and your own semi, chock full of Crusher Energy Girls, you aren’t really a racer.

Well, I got news for you, me and Beerstein have been doing this a long time, and racin’ ain’t about those flashy rigs and white sunglasses. It’s about havin’ fun. So don’t worry about your core fitness, how new your buggy is, or if you got those fancy new race duds. Pull on those Carhartts and give ‘er.

Beerstein usually has his well-prepped tools meticulously organized on the shop floor…right next to a couple cases of cold pounders.

Buy a used buggy and spend those saved bucks on fuel money…seat time equals podium time.

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INSIDEE

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RS LE LERS I OB BI M MO OW W SN SNO R FO OM R F

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DAY I L HO

s ’ r e buyguide

A Sledders Wish-List Buyer’s Guide Tis the season that “gift giving” is in the air, and trust us, we know how hard it is to find that perfect gift for the passionate sledder in your life. Don’t stress; we took the time to search high and low and scoured 1000’s of ideas to compile a short list of products that we feel are going to make your special someone happy on Christmas morning.

Have a safe and healthy holiday season, we’ll see you on the trails.

FXR ADRENALINE JACKET

Think of this jacket as a complete environmental control system that will work in any weather conditions. The removable liner system found in the Adrenaline jacket is what makes this jacket so versatile. The designers at FXR incorporate a reflective material on the inside of the liner to actually reflect the heat back inside the jacket. Zip the liner onto the shell and you have created a one piece heating system in the jacket. The trick we found on really cold days is to unzip the liner from the shell and zip it up as a stand-alone layer (then zip up the shell separately.) This creates an insanely warm option for this jacket. Then when you start to heat up, start unzipping the vent zippers to moderate the heat inside the jacket. See we told you: A complete environmental control system. (CECC)…Yup we just made that up. More details head over to: www.fxrracing.com

RISER BAG

So you ride with raised bars… and you’re now looking for a little extra storage? Look no further than the new Riser Bag from our friends at PowerMadd. This bag not only helps clean up your bars by covering up wires it also gives you the added benefit of a pocket for storage and a pad for protection. It is like a 3-in-1 bag/pad/storage system. Aaaand Boom that just happened! It can be used on snowmobiles with at least a 3” riser and comes with a unique mounting system that utilizes a 1” nylon strap and buckle system to secure the bag to your bars. This is one bag that should be on your wish list this season. For more information head over to your local Gamma Dealer: www.gammasales.com

DRIFT STEALTH 2

Everyone knows that electronics and Christmas mornings go hand-in-hand, and anytime we see a “2” in a title name we get intrigued as to what changes have been made over the previous model number. Drift introduced this camera (which is actually the 8th generation) late this fall and yes, we actually got our hands on this one. On first initial review; we were impressed.

Out of the box you first notice the size difference. It is half the size as previous versions and Drift is claiming 40% lighter than the Ghost version. It is set up to shoot 1080p at 30 frames per second and 720 at 60fps. It comes with a 300-degree rotating lens so you can square up any shot angle and has Wi-Fi connectivity to your smart phone via the Drift Connect App. The coolest thing we noticed was that you can tell what camera mode you are in, (Video, Photo, Photo Burst or Time Lapse) by the color of the LED screen on the camera and/or faceplate of the available wrist remote. As long as you can remember, what color means what, you will not be inadvertently shooting in burst when you think are you video mode. If a POV camera is on your wish list, then you should have a serious look at the new Drift Stealth 2 camera. We are going to use ours this winter and get back to you in an upcoming issue of OSM. For more information head over to your local Motovan Dealer: www.motovan.com

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TRIPLE 9 SWITCH GOGGLES

Ladies looking for an inexpensive gift that is sure to make your favorite sledder happy this Holiday season? The new Switch goggle from Triple 9 is going to set you back around $80.00, but he’ll think you blew the budget on them. With standard features like new and improved foam (which allows the goggles to breath while not letting in too much air or snow dust), a large nose beak and larger lens to help with peripheral vision, you are getting a lot for the price point. There are many color and lens options as well.

Lastly, any company that uses Darth Vader in a goggle ad needs to get mentioned in our buyer’s guide. For more information head over to your local Gamma Dealer: www.gammasales.com

SUB ZERO GLOVE

As the name may suggest this glove is made for those really cold days.

Constructed from Leather and Thinsulate™ Insulation this gauntlet style glove from Motorfist is the flagship of their glove lineup. Features include reinforced thumb gusset, goggle squeegee, adjustable wrist strap, and 200g of extra insulation on the back of the hand. The extra pads on the back of the glove, or as we call them, “Bashing-through-the-sapling Pads.â€?

No, not really‌ For complete lineup head over to: www.motorfist.com

MBRP EXHAUST

Nothing says loving like a shiny pipe under the tree – Exhaust pipe that is.

GGB makes a ton of silencers for a ton of sleds that in some cases boast over 14lbs of weight savings. That is big weight savings, and think about it, if you shave 14lbs from the stock pipe by upgrading to an GGB exhaust it kinda nets out as a ‘win-win’ against the extra pounds you put on at Christmas. You just keep telling yourself that when the second helping of turkey goes by‌Available from your local Gamma dealer: www.gammasales.com

DAY I L HO

s ’ r e buyguide

EARTHX JUMP PACK

Ladies, do you want to give a gift this season that we can guarantee he won’t already have? New from EarthX, makers of that insanely light Lithium snowmobile battery, is the Jump Pack. Light and compact this piece of engineering mastery can be taken any where and will start just about anything from a sled, ATV, motorcycle or even your truck. That’s right, you can literally carry a pack in your jacket that will jump your truck at the end of a day on the trails. It also has USB port so you can charge your electronics and comes with a built-in flashlight. Lastly EarthX designers were really thinking when they developed this because they even put rubber flaps over all the ports so moisture and dust wont get in. A really big feature for the true outdoor rugged guy in your life. For more information visit: www.sledpro.com

DAYCO BELT

Ladies are you looking for the perfect stocking stuffer? Have you considered getting a belt for that sledder in your family? At first you may think this is like you getting a vacuum cleaner for Christmas, but trust our team over here at OSM, it’s a perfect gift! He’ll appreciate it 100% percent more than that couples massage you were thinking about. Now you are probably saying that you wouldn’t even now which belt to buy him. Ah-Ha!... Well Dayco has that figured out too, just download the free app for your smart phone and answer a few questions and boom, it will tell you which belt to buy. App available on iTunes and Google Play.

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EMPRESS JACKET

Gentleman, want to impress the lady in your life this Christmas. May we suggest you return the blender you thought would be a good idea and have a look at keeping her warm out on the trails. The Empress Jacket from Motorfist is constructed using eVent fabric that is waterproof and breathable, as well as the designers have taken into consideration the shape of a lady and create a jacket that will fit her perfectly. You just went from zero to hero in one gift. You’re welcome! For the complete lineup head over to: www.motorfist.com

RANGER MONO SUIT

Lately we’ve heard buzz around the whether Mono Suit, how it works and should they be worn. All we have to say about this is; remember back in the 70’s when every one wore one? And for those that can remember, do you ever remember being cold or getting snow powder down you’re back – Nope. The “nay-sayers” against mono suites claim they are restrictive and hard to regulate temperature. The Ranger Mono Suit from FXR crushes those comments with styling designed for maximum movement, and tons of vents and zippers to help you control the internal temperate of the suit. The last part of the debate is do they look good or not?

We leave that up to you to decide, please discuss amongst yourselves. For complete lineup head over to: www.fxrracing.com

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s ’ r e buyguide

SCOTT X-TRAX SMB BOOT

If you are a serious sport rider that needs ankle support then this is the boot you are going to need wrapped up under the tree this season. The SCOTT X-Trax TP is a high-end boot for sport riders, that feature a removable insulated bootie with speed lacing. This liner helps in giving this boot some pretty crazy ankle support. The boot also has a waterproof and breathable membrane and Ice Grip sole.

So make sure that you are good this year and perhaps Old Saint Nick might just stuff a pair of these in his bag for you. Check out all the details at www.scott-sports.com

POWERXROSS PULLOVER AND PANT

It has been said that wearing the Powerxross Pullover is like wearing your favorite sweatshirt but in a waterproof version. That is bold statement, but knowing the designers at Klim I bet they are not far off. Both the Pullover and Pant are designed for the rider that likes to play in deep fluffy stuff, needs maximum mobility, is going to work up a sweat and all the while needs to stay dry. The Pullover has some cool features like a Kangaroo front pocket and a single cross-thru side pocket for extra storage. The Pants feature heavy-duty Cordura® overlays on the knees and inner boot which we all know will help these pants last the beating you are going to give them. The pants also feature removable kneepads, which as we all get a little older, come in handy. You know what we’re talking about. For the full lineup check out: www.klim.com

GLACIER BALACLAVA

This is one badass head sock. New from Klim is the Glacier Balaclava which features an over-the-collar design and is constructed using Coolmax® breathable moisturewicking fabric, which dries extremely fast. The breath box is made from neoprene and designed to push moisture down and away from your goggles. Anyone who rides open face and is in need of a new head sock, might want to have a look at this bad boy.

For a complete lineup check out: www.klim.com

ARCTIC APPEAL

Ladies, we know that sometimes you don’t want to look like a snocross racer when you are sporting your sled gear. The Arctic Appeal jacket from Divas Snow Gear is a fashion forward suit but at the same offers up crazy features for when you are on the trails. Don’t be fooled by the look, this is a serious snowmobile suit. May we suggest you bookmark the page from Divas Sled Gear on your man’s ipad and hopefully he will get the hint…On further review, may we suggest you print a photo of this jacket, stick it on the fridge, highlight the model number and write “Awesome Christmas Gift”…then he might get the hint. For a full lineup check out: www.divassnowgear.com 92

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ON SNOW MAGAZINE ✪ VOLUME 5 • ISSUE 3

SCOTT TYRANT GOGGLE

Do your goggles make you look like a movie extra in Hot Tub Time Machine? If you answered; Yes, Maybe, or I don’t know…then maybe you should add the Tyrant Goggle from Scott to your gift list this season. With features like the Scott Fit System, a no-slip silicone strap, Scott OptiView© double lens and a removable facemask for protection it is obvious these goggles are technically what you need. Now, it is the available colours and styles that going to take you out of the Hot Tub and into the new millennium. Check them out at www.scott-sports.com

CARBIDE RUNNER SHARPENER

Who doesn’t want shiny things under the tree this year? Any sledder knows how good the ride is when the carbides are sharp. If you have not heard of this piece of engineering wizardry from Biteharder, along with a cordless drill, allows you to quickly put a new edge on your carbide runner without the need of removing it from your ski. Now gentleman, they are constructed with Industrial Diamonds, so you know what that means? You can literally give her diamonds for Christmas. If you attempt this, we would seriously love to hear how it goes over. Check out www.biteharder.com

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INDUSTRY

411 U.S. CHROME PERFORMANCE COATINGS Originally founded in 1946 by Roger Reath in Bridgeport, Connecticut, U.S. Chrome broke ground on their current Cylinder Plating Division in 1979 in Fond du Lac, Wisconsin. To date, the company has precision plated and diamond-honed well over one million aluminum powersport and utility cylinder bores! Originally designed to hard-chrome and plate a host of motors for Mercury Marine, including their long-standing 25-horsepower twin-cylinder outboard motor. However, it was the company’s ability to perfect and register their exclusive Nicom™ (nickel silicon-carbide) repair and process that really opened the doors for far greater opportunities. Since then, the company has done significant work for Kohler and Mercury Racing and has established itself as a leader in the repair and modifications of cylinders for the powersports and automotive markets, servicing snowmobiles, dirt and street bikes, ATVs, UTVs and personal watercraft. On Snow Magazine caught up with owner and General Manager Scott Reath to get his personal take on the company for this issue’s 411.

What was the impetus for starting the company?

The name reflects our pride in being a company founded in the United States during the industrial heyday following World War II, as well as our loyalty to our hardworking American workforce and vendors.

What is your best selling/most popular product or service?

Our biggest market is the snowmobile core exchange program.

We have thousands of cylinders on the shelf, awaiting immediate same-day exchange. We also pay top dollar for used/worn powersport cores!

monitored diligently, and our coatings are harder than any other in the world (650 Vickers hardness). Cylinders processed at US Chrome, using proper lubrication, are guaranteed to never streak, scuff or “stripe”.

What’s the best way to purchase your products/services?

For U.S. orders and technical questions, call us at 920-9225066. In Canada, contact our distributor - Watertown Industries, located in Lac du Bonnett, Manitoba (204-3456663). Our website is www.uschrome.com

What makes your stuff better or different from others providing this service in the industry?

Fast turn-time, business integrity and quality are the keys to our success! But our technical depth and research and development capabilities are what truly set us apart. Let’s face it, strong plating and accurate sizing is at the heart of every fast race, drag or trail motor! Also, our custom-made honing mandrels ensure cylinder bores with unsurpassed roundness and straightness.

How do you test your products?

We have two PhD chemists on staff and a full test laboratory, as well as full dyno capabilities. Our plating baths are 94

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ON SNOW MAGAZINE ✪ VOLUME 5 • ISSUE 3

THIS PHOTO DRAMATICALLY ILLUSTRATES THE BEFORE AND AFTER OF A CYLINDER PROFESSIONALLY RESTORED BY US CHROME.

Do you offer any type of warranty or guarantee?

All of our plating is backed by a full, one-year warranty!

What new US Chrome product or service has you most excited and why?

Our Moly-Graphite “Line 2 Line Piston” skirt coatings are definitely our most exciting new offering! This high-lubricity coating will never come off, and can be electrostatically applied up to .0025” thick, and offer greatly reduced friction, ring slap, and will eliminate gaps in your piston-to-wall clearances! Once this coating burnishes into the aluminum piston skirt, you will recognize a much smoother, long-lasting powerband…guaranteed. Priced at only $35 per skirt!

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

People should know that in the early 1950s, we were the first company in the world to figure out how to adhere electroplated coatings onto aluminum base material.

What is something you are sure to find inside US Chrome headquarters fridge?

Lots of sugar-free Red Bull, Lean Cuisines and yogurt!

Do you have a snowmobile enthusiast on staff? If so, where is their favorite place to ride?

I personally own a 600 MXZ, and I love riding the twisting trails around Land O Lakes, Wisconsin.

In 10 words or less, tell me why someone should do business with US Chrome?

Quality, technical depth, honesty, and our vast plating chemistry and plateau-honing experience! Okay, that’s more than ten, but I didn’t want to leave any of the good stuff out!

THE BREAD AND BUTTER FOR US CHROME IS THAT THEY’RE ALWAYS READY TO SHIP CYLINDERS WITH MATED PISTONS AND NECESSARY GASKETS. WITH A HUGE INVENTORY, CUSTOMERS CAN GET BACK UP AND RUNNING FAST, WITH THE PEACE OF MIND OF A FULL, ONE-YEAR WARRANTY.

ON SNOW MAGAZINE

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FLOAT BOWL PAT BOURGEOIS

IN-LAW INDICATOR

JJ’s 1995 XLT Special might not be new, or show up in next year’s new snowmobile sales statistics, but the strong surge in used sled sales is perhaps the biggest and best indicator of the future strength of the sport. looked at the text from my brother-inlaw and shook my head in surprise…nope, I’m not seeing things...I read it correctly. A slight smile broke from my disbelief, and I turned to my computer screen, my fingers hunting the keyboard in a whirlwind response to the text. Within seconds, I was searching through pages of used and new snowmobiles, quickly surveying the photos and headlines. Some brought a chuckle, others a low mumble of “you’re nuts pal”, and occasionally I’d flag a solid candidate.

Within in a few days time, I had narrowed my search to three “top” candidates, and I quickly composed an email containing the links to each of the finalists, along with my thoughts, recommendations, bargaining tips, and what I thought was “good deal” pricing. I hit send and watched as the blue bar quickly churned from left to right. My job here is done.

As the email made its way across cyber space, it occurred to me that this is going to be a good year…maybe even great. I know what you’re thinking; as snowmobilers we always look ahead with wide-eyed, positive enthusiasm. After all, we are the eternal optimists. Regardless

I

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of the weather patterns, snow cover, trail reports, or how badly busted up or broken down our sled appears to be, we always find a reason for better things to come.

But optimism aside, there have been plenty of indexes from the past two winters, along with the one that is on our doorstep, to lead me to believe things are looking up. Not just in terms of another great riding season ahead, but for the industry as a whole.

For starters, the winter weather patterns for the past two seasons have seen snow and cold return to the heart of snowmobile country. While I know those who live in the west might not agree, especially after last year, where snow came late and cover was sparse. For those of us who live east of the Rockies, last winter was one for the ages. Here in the Midwest, the snow came early and never left. Yes, it was cold…frankly, damn cold at times, but we never suffered a mid-winter thaw, and I was riding trails throughout the month of April.

Al Gore and his climate change fanatics can say the sky is falling…but if what’s falling is snow, I say lets bust open a bigger hole in the ozone and bring on the change.

With the return of winter, new snowmobile sales have also rebounded. In the United States, where we have seen diminishing sales dating back to 1997, new model snowmobile sales are on the rebound. Last year, 54,028 new sleds were sold in the US; the most since 2009. To the north in Canada, the story is the same. Last year 48,758 new sleds were sold in Canada, again the most since 2009 and sled sales are on the rebound, showing steady growth since 2002. Add to this the growing global market for snowmobiles, which has exploded in recent years, and accounted for 54,320 new unit sales last year.

Other indicators were all around us this summer and fall, as events such as the Sno-Barons Haydays Grass Drags and Swap Meet, the NHSA Race into Winter, (which is featured in this issue) and our own Toronto International Snowmobile, ATV & Powersports Show each experienced record crowds and a level of enthusiasm not seen since the sport was bustling in the mid 1990s.

Yet, despite all these hard and fast statistical cues that snowmobiling is back, none were more telltale than the text I had received from my brother-inlaw, JJ. While he loves the outdoors and snowmobiling, he had yet to own a sled.

But after back-to-back strong winters, and a few rides on his father-in-law’s older sled, he was ready to join the “rest of us” as a snowmobile owner. In fact, he purchased not one, but two snowmobiles this winter, one new and one used for his wife. Of course, he had to get all the gear to go with it, and his enthusiasm to get out and ride after our first early November snowfall brought a smile to my face and reminded me just how powerfully addicting this sport is.

Right now the sport is poised to come roaring back; all the signs are there, but none are more powerful than to see first timers joining the ranks, each with a level of enthusiasm we all experienced when we were first time members of the snowmobile community.

Yes, snowmobiling is back…my brother-in-law told me so. ✪

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LAST GASP

Wade West Snowmobile Marketing Manager, Yamaha Comparisons to our favorite bat-eared, caped crusader aside, having the formal name of Mr. West does have its benefits. Case in point, according to this month’s Last Gasp guest, he received his first interview in the snowmobile industry at American Snowmobiler magazine because of his last name. Obviously, he had some skills to go with the name, as he got the gig and was an editor and photographer for the publication for seven years during the 1990s. When his oldest son was born, Wade “retired” to be a stay at home dad. While we’re not sure if it was the diapers or the desire to keep working, but Wade started his own communications business from his house, and by 2003 had a host of industry clients including a few key OEMs. That led to Wade returning to the industry full-time when he accepted his current position at Yamaha Motor Corporation USA. With a busy family life (Wade and his wife Paula have four children) and the demands of his job, we were lucky enough to get these last words from Wade before the bat signal called for him once again.

LAST SNOWMOBILE RIDE YOU TOOK? I took our SRX 120 around the yard with my kids last spring. Before that, I always take one solo lap up to Two Tops in West Yellowstone, MT, at the end of Snow Shoot.

It’s how I celebrate the closing of a long marketing season.

LAST PERSON YOU MET WHO INSPIRED YOU? My wife Paula inspires me every day.

Business owner, wife, mom— she wears a lot of hats and she wears them well. She is easily one of the most clever and talented people I have ever met. I don’t think there is a problem she can’t figure out. When I get stuck on something at work, she’s my first call.

LAST SONG/BAND YOU LISTENED TO? Dire Straits’ Brothers in Arms album. I was feeling a little nostalgic.

LAST PRODUCT OR PROJECT AT YAMAHA THAT HAD YOU TRULY EXCITED? Due to the terms of my employment, I really can’t speak to that. But every year I have been at Yamaha, there has been one piece of our marketing plan that I look back at and say, “Wow… that was pretty cool.”

LAST PERSON YOU HUGGED? My three-year-old son gave me a big “squishy hug” just before I left for the day.

Last industry event you attended?

I spoke at the AWSC Fall Workshop, working with the KAOS group to develop a communication and marketing plan to promote youth in snowmobiling.

LAST “ADVENTURE” YOU TOOK? My wife and I try to go on an adventure trip with the kids at least every other month. We roll into a town, hit some sort of hotel pool, and then go explore for interesting local restaurants and one-off things to do. The last one we did was a waterpark resort up in Sheboygan, WI, where we found a fun, storefront children’s museum called Above and Beyond, and a great place to eat named the Black Pig. LAST TIME YOU TRAVELED OVERSEAS? 98

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ON SNOW MAGAZINE ✪ VOLUME 5 • ISSUE 3

I had a two-day meeting-o-rama in Toronto in early November. Not exactly “overseas,” but it was “overgreatlakes.”

LAST TIME YOU PULLED AN ALL-NIGHTER? I usually have a good half-dozen 4AM nights in January/February, working on materials for product launch. Sometimes I just get into a zone and the time disappears. Sometimes I’m just that far behind for a meeting the next morning.

LAST BRUSH WITH GREATNESS? I work with a lot of industry greats. I am fortunate to have the best Crew Chief and AllStar Marketing Mechanics in the industry, as well as the strongest photographers and video teams available. So I guess my last brush with greatness is today.

LAST THING OR MOMENT YOU EXPERIENCED THAT INSPIRED YOU? I coach my kids’ First Lego League team.

During the competition, their robot just had a bad day and nothing they had worked on for two months was working at all. But instead of wilting, the boys hustled back to the pits to get into the programs, making tweaks and trying to get back on track. Watching a pack of nine, ten and eleven year old boys stare down adversity like that and advance to the next round for the first time ever, was more powerful than I let on to them.

LASTING SNOWMOBILE MEMORY YOU HAD? I have so many memories from the past eighteen years, it’s hard to pin down one as having the most impact. But here are three for the record (in chronological order): 1. Driving across the Dakotas, chasing a spring snow storm with my good friend Les Pinz, to go ride and shoot the Scorpion TKX prototype, and it didn’t even outrun the yippy little dog in the parking lot. The Scorpion guy held the dog, Les found a slushy spot to roost, and I shot like a fiend to get that cover pic.

2. The Great Fire of 2009. We had literally gone through every model’s photo collection and signed off on everything. We had an award-

winning photo shoot in the can and at 4:35 AM, the lodge owners’ son knocked on my cabin door to tell me the place was on fire. We lost everything—all of the computers, hard drives, cameras, prototype clothing and accessories were gone, not to mention the family’s residence and business. By 10:00 AM that morning, the All-Star Marketing Team had a plan in place and we were shooting again. Go find a 2010 Yamaha Snowmobiles brochure; bet you never noticed that there are only 3 different jackets and helmets in the whole thing!

3. Shooting the 2013 SRX 120 video. Those are my actual boys and their actual reaction to seeing the sled for the first time. They had no idea what they were coming to help me with at work. I imagine that same stunned joy happens across the snow belt every year, as parents bring their kids out to see the shiny little buggy in their garage, under the tree, or out in the yard.

LAST TIME YOU WERE SO COLD YOU ASKED YOURSELF WHAT THE $*## YOU WERE DOING? I rolled in for a photo shoot and the ambient temp was -23 at 2:00 in the afternoon. The advance team couldn’t keep their impacts warm for long enough to get more than a couple of bolts into the tent at a time. They were really not happy and I thought, “seriously, what the $*## are we doing here?”

LAST THING YOU HOPE YOU’LL BE REMEMBERED FOR? I hope it goes something like this… “I remember him. He was a genuinely good guy who put his heart and soul into whatever crazy idea he had going on, whether it was at work, at home, or in the community. No matter how busy he was, he took the time to listen to what I had to say and tried to help me when he could. He always said that it’s important to show kids what hard work looks like, and how to solve problems with curiosity and perseverance. And he was always telling people to make sure they put up a strong boundary around family time.

FRESH OR GROOMED. ONE SLED TO KEEP YOU ON TOP AND OUT IN FRONT.

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