FALL 2018 | ISSUE 14
UNCHARTED TERRITORY FREE COPY
+ 2 01 9 M OU N TA I N SL E D S | TR A N SCE I V E R 1 01 | Jon j e a n | C HIC C HO C S
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GET HOME SAFE.
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TEAM RIDERS: ROB ALFORD CODY BORCHERS CHRIS BROWN CHRIS BURANDT JULIE-ANN CHAPMAN CORY DAVIS JON JEAN CODY MATECHUK CODY MCNOLTY NADINE OVERWATER REAGAN SIEG RENE ST. ONGE RILEY SUHAN LOGAN THIBODEAU BRETT TURCOTTE
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| CO NTE NTS |
DEPARTMENTS
FEATURES
12 IGNITION
36 FUTURE DAYS
UNCHARTED TERRITORY What is the future of mountain snowmobile technology?
14 TRAILHEAD 18 AVALANCHE TRANSCEIVER 101 While modern avalanche transceivers are bursting with great features, not all are created equal. Here’s what you need to know.
22 INTERVIEW: JON JEAN Jon shares his experiences on taking air, dealing with injury and building a social media presence.
26 GEAR GUIDE
GEAR GARAGE Who doesn’t like hanging out in a shop? Come spend some time in ours and check out the latest gear for this winter while you’re there.
32 RIDE REPORT: CHIC CHOC MOUNTAINS C ody Borchers leaves his home in the West to explore the mountains in the East.
60 EXPOSURE 69 TAILGATE
THE ESSENCE OF THE POWDER TURN Linking together deep powder turns creates a zen-like state that is all feeling, all instinct.
72 SEND IT
Is Arctic Cat’s Alpha One the Future of Mountain Sledding? A revolutionary design leaves us with many questions.
42 COME FOR THE POWER,
STAY FOR THE DURABILITY
Polaris Aims to Set a New Benchmark for Durability with Its 850 Patriot Engine There’s no doubt about it, mountain sleds are subject to incredible abuse. These are high-performance machines tuned to the brink, and they are flogged without mercy.
48 THE LITTLE SUMMIT THAT COULD Ski-Doo’s 2019 Summit SP 600R Is the Perfect Machine for Building Skills Looking back, we were all new riders at one time. And many of us—hairy-chested men even—cut our teeth in the mountains on a 600-class sled.
54 STREAMLINED Yamaha Streamlines Both Their Model Lineup and Some Key Features for MY2019 Some impactful changes to the cockpit of the 2019 Sidewinder M-TX serve to greatly enhance the rider interface.
M OUNTA IN SLED D ER //
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RIDER: ANDREWMUNSTER
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EDITOR-IN-CHIEF Patrick Garbutt ART DIRECTION & Lyuba Kirkova GRAPHIC DESIGN COPY EDITOR Steve Crowe PUBLISHER Mountain Sledder Media CONTRIBUTING Marty Anderson, Cody Borchers, WRITERS Chris Brown, Jessica Joy, Matthew Mallory, Cody McNolty, Andy Messner, Nadine Overwater, Cassidy Randall, Magi Scallion, Colin Wallace, Brandon Wiesener
CONTRIBUTING Rob Alford, Amon Barker, PHOTOGRAPHERS Justin Befu, Dave Best, Ben Birk,
BC’s Snowmobile Insurance Leader
Benoit Bisson, Brian Brown, Julie-Ann Chapman, Ryen Dunford, Patrick Garbutt, Alex Hanson, Brad Heppner, Clyde Hewitt, Joachim Hygglo, Lyuba Kirkova, Duncan Lee, Aaron Leyland, Rickard Lövgren, Matthew Mallory, Andrew Munster, Michael Overbeck, Nadine Overwater, Nick Reedy, Mike Reeve, Allan Sawchuck, Simon Selberg, Dayton Shuflita, Donovan Skelton, Billy Stevens, Daniel Stewart, Colin Wallace, Todd Williams
DISTRIBUTION Mountain Sledder magazine (MS) is published
twice a year (October and December) and can be found at powersports shops and on newsstands throughout Canada.
CONTRIBUTIONS Mountain Sledder magazine is not responsible
for unsolicited contributions. MS retains all rights on material published in MS for a period of 12 months after publication and reprint rights after that period expires. Submission inquiries can be sent to info@sleddermag.com
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© Copyright, Mountain Sledder 2018. All rights reserved. Reproduction of any materials published in MS is expressly forbidden without the written consent of the publisher.
ON THE COVER “After a frigid night, we travelled out of the -200F (-290C) temps in the valley in hopes of warmth and we found it. Perfect flying weather. A reset had happened a few days prior. Although the snow in the interior of Alaska is far more unpredictable than on the coast, the snow was holding its weight. Nick put the group on a south-facing cirque past a one-sled-width traverse. After one warm up hit, he stomped a big superman over a blind roller that seemed more drop than jump. Afterwards, the group sidehilled the rider’s left side of the valley below, all the way back out to the cabin.”
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offroad.capricmw.ca
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– Clyde PHOTO: CLYDE HEWITT RIDER: NICK MULCARE
CONTRIBUTORS Alex Hanson was raised in the snowcovered mountains of the British Columbia Interior, and now lives in Fernie. When not blasting mountains apart during his day job at the local coal mines, he can be found on various peaks with flying robots, other digital imaging technology and a coterie of snowmobile maniacs. Although Alex claims to have seen Bigfoot, when pressed on the matter he is unable to produce any photographic proof of his encounter with the elusive beast.
ALEX HANSON
MOUNTAIN CAT
®
REVOLUTIONARY
SINGLE-BEAM REAR SUSPENSION
@hipgnosismedia
PHOTOGRAPHER/ CINEMATOGRAPHER
Clyde Hewitt is a professional backcountry photographer born and raised in Fairbanks, Alaska. When not sledding and taking pictures in the mountains, he can be found floating Alaska’s rivers and lakes, hunting ducks and crushing the occasional can of PBR. In addition to Mountain Sledder, his work has also appeared in Coast magazine and Crude Mag.
ULTIMATE MANEUVERABILITY SUPERIOR FLOTATION MINIMAL BODY INPUT LIGHTWEIGHT DESIGN REDUCED CARRY WEIGHT C A . A R CT I CC AT . CO M / A L P H A O N E
@hewitt_clyde
CLYDE HEWITT PHOTOGRAPHER
Having grown up in British Columbia’s Kootenays, Billy is a true mountain man at heart. Be it work or play, you will find him in the backcountry year-round. An eye for photography and the skill, experience and love for riding technical terrain on a snowmobile make a perfect recipe for some of the most epic backcountry sledding content. With the industry starting to take notice, keep an eye out for more of Billy’s creative work to come.
BILLY STEVENS PHOTOGRAPHER
@skid1 Always wear a helmet and don’t drink and ride. ©2018 Textron Specialized Vehicles Inc. All rights reserved.
M OUNTA IN SLED D ER //
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| IG NIT I ON |
UN C H AR T E D T E RR I T OR Y W h at i s th e f ut ur e of mou nta in s now mob il e t echn ol o gy? BY PATRICK GARBUTT
Mountain sleds have come a long way in the last 15 years. In that time, they’ve evolved from glorified trail sleds into specialized, mountain-slaying weapons. But just when sledders might begin to wonder what room could possibly be left for improvement, Arctic Cat shakes things up with a completely new, single-beam rear suspension design for 2019, called Alpha One. Such a revolutionary innovation this late in the game raises a host of questions. Where is snowmobile technology heading? Has it reached the apex of rapid advancement? Will there be measured refinement only from here on out? Or is there still potential for groundbreaking advancement to come? If you’d previously thought there was nowhere left to go, take a look at the motorcycle world. Motorcycles are by far more established than snowmobiles—to an almost institutional degree. But if you question what could possibly be done to alter the motorcycle landscape, have a look at what Yamaha has produced this year with the Yamaha Niken. It’s a novel concept for a motorcycle: a leaning, multi-wheel chassis. Could a similar pivoting suspension technology find useful application in a mountain sled? Certainly there is still room for powerplant advancement. We’ve seen that in recent years from each of the Big Four manufacturers—including a new 850 Patriot engine from Polaris this year and a 600R second generation E-TEC from BRP. And until we’re riding Star Wars-esque speeder bikes powered by dilithium crystals, the possibilities remain for something completely different. For example, starting this year, Taiga Motors is taking deposits on the first-ever production electric snowmobile. Now, it would be reasonable to conclude that battery-powered electric technology won’t be able to compete with the practical advantages of the internal combustion engine in the immediate future. But is it possible—nay, likely even—that a manufacturer of electric snowmobiles might someday be the number one player in the industry? You’ve got to imagine that it is. Alongside engine considerations, chassis refinement has been a major focus of mountain sled design for the last few years. This has led to an increasingly more narrow and upright profile that, to a degree, mimics the form of a snow bike. And yet, while snow bikes remain fundamentally different from snowmobiles in design and function, they do provide a similar backcountry experience. Will there someday be a snow bike/snowmobile hybrid that offers the ultimate experience? The best of both worlds? What will that look like? There are a few things we do know for certain. The mountains won’t change in our lifetime. But the way that we access and enjoy them will. And while it’s hard to guess what the future of snowmobile technology might be, it feels like there has never been more possibility.
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| T RA ILH EAD |
TWO ADDITIONAL RIDING AREAS TO BE GROOMED NEAR GOLDEN, BC The Golden Snowmobile Club (GSC) has announced plans to open up two new riding areas for grooming operations in time for Winter 2018-19. The club has received permission to open and groom a decommissioned Forest Service Road into the Oldman drainage, located just south of the Quartz Creek trailhead. The club also intends to act on their standing approval to groom a trail into the East Quartz area for the first time this winter. Opening these two areas means that groomed-access riding opportunities from the Quartz Creek staging area will be essentially tripled.
“ T his project has been a long time coming. We’re really looking forward to opening some new riding areas and improving the conditions on the
Oldman Also tagged onto the project is a re-grading of the West Bench Trail so that it may be groomed at the start of the season, as soon as snow permits. The West Bench Trail is a 50 km snowmobile trail that runs between the Gorman Lake and Quartz Creek trailheads. The trail has no avalanche exposure, making it ideal for families and less experienced riders, or for riding on high avalanche hazard days.
West Bench Trail this winter.” - Magi Scallion, Executive Director, Golden Snowmobile Club
Opening new trails is an unavoidably expensive undertaking. This initiative is made possible with funding support from the Columbia Basin Trust, the Town of Golden and the Columbia-Shuswap Regional District. Trail fees for non-member users will remain unchanged at $25 per day.
East Quartz
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“This project has been a long time coming. We’re really looking forward to opening some new riding areas and improving the conditions on the West Bench Trail this winter,” shares GSC Executive Director, Magi Scallion. “We knew we needed to expand our riding areas to compete with other world-class destinations in BC, so we’re taking our best steps forward to get there.”
| TR A I L HEA D |
NEW SATELLITE MESSENGER DEVICES FROM SPOT AND GARMIN REDUCED TO
Mountain sledders will now have more options available for communicating from the backcountry this winter. Competing satellite communications device manufacturers—SPOT and Garmin—have each recently released new, text-capable satellite messenger devices called SPOT X and Garmin inReach Mini, respectively. Although the devices differ somewhat in design and use, both offer the same two key functions. Each is capable of sending and
receiving custom text messages, and of relaying an S.O.S. call for help in an emergency.
PROTECTION
While the ability to contact emergency services from outside of mobile service can save a life in the event of an emergency, users may hope never to have the need of that functionality. However, the addition of text messaging capability makes these devices both practical and convenient to use on a daily basis while out riding.
SPOT X
ASCENT 30 AVABAG
Garmin InReach Mini
Trigger S.O.S. SMS with GEOS emergency center
Tracking
Communication
Global satellite network
Te
Safety
Request weather forecasts
Send and Receive SMS & email
Te
Navigation
eger
sT s ieg
er
Message with other same device users Check-in feature Track and share location via web Post location to social media Waypoints Routes Maps
w/ smartphone app
Standalone device
Yes, some limitations
Weight
198g
100g
Dimension
16.6 x 7.4 x 4.4 cm
9.9 x 5.2 x 2.6 cm
Display size
6.9 cm
3.2 cm
Waterproofness Battery
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w/ smartphone
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si sT
IP67
IPX7
Rechargeable lithium
Rechargeable lithium
$350
$450
Learn more about AVABAG on ortovox.com!
Cost
Service plan required Price of device (CAD)
170803_AVABAG_MountainSledder_EN_MAH.indd 1
03.08.17 | KW 31
| INTERVI EW | T RA ILH EAD
INDUSTRY LEADERS WORK TO ESTABLISH ASSOCIATION OF SNOWMOBILE GUIDES IN BC
“Historically, sledders in general have been behind the ball in terms of mountain skills and avalanche training,” says Steve Scott, operations manager and lead guide at Great Canadian. “An association will step up the acceptable standard for guiding snowmobiling in the backcountry.”
BY CASSIDY RANDALL
The association would seek to establish a benchmark for qualification and training of mountain snowmobile and snow bike guides operating in BC. Not only would province-wide standardization benefit the safety and experience of the client, but it would also help establish a safer backcountry for guides, tenure-holding operators and the public.
Association aims to create qualification standard for mountain snowmobile guiding operations
“The increasing demand in mountain sledding right now takes a more skilled guide than what used to exist,” agrees Jeremy Hanke, an avalanche professional working with CKMP and owner of avalanche education operation, Soul Rides.
Great Canadian has taken the first steps in formalizing snowmobile guiding qualification. In addition to their own guide training— which takes place at the beginning of each winter and is ongoing
“ T o guide in complex avalanche terrain, you have to be an elite, trained guide. Lead guiding means training in [everything from] avalanche skills, rope rescue skills, first aid, and navigation to mechanical skills, backcountry communications, and training in working with helicopters.” throughout—the snowmobile tour operator hosted a guide’s course at the start of Winter 2017-18 that covered everything from safety in the field to legal aspects like waivers and liability basics. Mountain snowmobile guiding has reached a tipping point. As mountain sledding continues to increase in popularity, more and more self-labelled “guides” have come forth to serve a growing demographic of inexperienced riders heading into big terrain. But without a structure for normalizing qualifications and abilities, the result is a cowboy culture of guiding that has potentially dangerous consequences for clients and undercuts the professionalism of established commercial guiding operations in the province.
16
That’s all about to change. The first-ever sled guide association in the world is coalescing, with the epicenter in the interior of British Columbia.
Moving forward, the plan is to involve other commercial operations throughout the province. In March of 2019, a more advanced lead guide beta course is planned to take place. “We’re working with the CAA to help put the next group of candidates through Avalanche Operations Level 2, so we can develop some lead guides to help refine this beta course,” says Hanke. “To guide in complex avalanche terrain, you have to be an elite, trained guide. Lead guiding means training in [everything from] avalanche skills, rope rescue skills, first aid, and navigation to mechanical skills, backcountry communications, and training in working with helicopters.”
The collaborative effort is led by Great Canadian Tours—headquartered out of Revelstoke’s Glacier House—and Carl Kuster Mountain Park (CKMP) out of Sicamous. It’s aided by input and expertise from professionals at the Canadian Avalanche Association (CAA) and members of the Association of Canadian Mountain Guides (ACMG) from Thompson Rivers University. As the concept is still in development, stakeholders have yet to finalize a name for the association.
Among recreational riders, Scott says the culture is shifting to accept the fact that the mountains are more dangerous than people may have historically thought. That’s one of the main factors making riders more receptive to the idea of hiring a guide. “And once they go out with one, their eyes are open to the advanced riding they can do with a guide,” he says. “They feel safe and they have a lot more fun.”
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Photo by Dave Best
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AVALANCHE TRANSCEIVER BY JESSICA JOY
101
While modern avalanche transceivers are bursting with great features, not all are created equal. With small technical differences between models, it can be difficult to know which is the right choice for you. To help you choose, here are some key features of today’s avalanche transceivers, and how they work.
Digital vs. Analog Every avalanche transceiver in production today is digital, but some also offer analog functionality. Here’s the difference between the two: analog transceivers relay a signal as a sound that increases in volume the closer you get to a burial; digital transceivers use computing power to analyze a signal and translate it into clear directions for the user. Digital functionality is much easier to use, and faster as a result. While old-school analog transceivers do have a few minor advantages such as longer range and better battery life, they are otherwise decisively inferior to digital transceivers. However, a couple of advanced digital transceivers—like the Mammut Barryvox S and PIEPS Pro BT for example—offer the benefits of both, by allowing expert users to switch to an analog mode as needed in rare circumstances. However, for the vast majority of avalanche transceiver use, digital is all you’ll need.
Number of Antennas All modern transceivers feature three antennas. If you’re shopping for a new transceiver and see one with fewer than three antennas, set it down! Way back when only analog transceivers were available, they all had just one antenna. Then, with digital technology, two-antenna transceivers became the standard for some time. However, we live in a three-dimensional world. Hence, today’s three-antenna transceivers— one for each axis. The X- and Y-axis antennas do the bulk of the work in a coarse search, gathering distance and direction data. The third antenna (Z-axis) comes into play at very close range, for a more accurate fine search—especially in the case of a deep burial.
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Ortovox’s Smart-Antenna-Technology enables the S1+ to potentially increase the range of its transmission signal by automatically analyzing the position of the antennas and utilizing the best antenna to transmit.
Mark/Flag Function and Multiple Burials Modern transceivers all indicate in some way if there is more than one transceiver signal found—a multiple burial scenario. And most— but not all—feature a marking (or flagging) function, which allows the transceiver in Search Mode to ignore a nearby transceiver signal. But why would you want to do that? Here’s a scenario: You’ve got two or more friends buried in an avalanche. You’ve just located Victim #1 with a fine transceiver search, followed by a positive probe strike on the victim under the surface. While other members of the rescue group set to work extracting Victim #1, you can now use the mark/flag feature on your transceiver to suppress or effectively ignore Victim #1’s transceiver signal. This allows you to continue searching for other victims immediately, without the confusion of being inadvertently directed back toward Victim #1’s location.
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Mark/flag is a critical time-saving feature for multiple burial incidents. You should seriously reconsider buying or continuing to use a transceiver without a mark or flag feature.
POCKET CHAINSAW
70m vs
40m Range Range is the maximum distance a transceiver can detect and interpret a signal from another transceiver. Essentially, the bigger the range, the faster your signal search can be. Current transceivers can process a signal at a maximum range of between 40m and 70m, depending on the model.
LAST SEEN
40 METERS
70 METER
S
FOLDING SAW SIGNAL DETECTED SIGNAL DETECTED
Longer range permits a searcher to make a wider signal search grid. That means less physical distance to cover. A searcher with a more efficient search pattern may also find a signal faster and be less tired when it becomes time to excavate the victim.
The Mammut Barryvox and Barryvox S transceivers feature a 70m search strip width and range—the longest available on the market.
SNOWMOBILE TOW STRAPS
Essential Gear for the Backcountry
MOUNTAINLABGEAR.com M OUNTA IN SLED D Er //
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Upgradeable Firmware The ability to update the software on your transceiver means that you can always have the most up-to-date performance without having to buy new hardware regularly. The most modern transceivers use Bluetooth smartphone connectivity to perform firmware upgrades. Others use computer software which installs updates through a USB cable. But most transceivers must still be brought into a local shop or sent away to the manufacturer.
The PIEPS Pro BT and Powder BT transceivers are the first to offer Bluetooth functionality, which allows users to update their device firmware using a smartphone app.
Here’s how the auto-revert-to-send feature works. Let’s say there’s an avalanche and someone is buried. You organize a search. The rescuers all switch their transceivers to Search Mode and start searching the debris. Then BAM—a second avalanche descends on the rescuers, and more people are buried. Well, if the rescuers’ transceivers are in Search Mode (receiving instead of transmitting), then there’s no hope of locating them under the snow, right? Well, with an auto-revert-to-send function, if a transceiver in Search Mode does not detect movement for a pre-determined period of time (usually a few minutes), it will alert the user and automatically switch back to Send Mode so that it may be located.
Q&A 20
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A Group or Partner Check function simplifies the matter of performing the daily trailhead transceiver check for each member of your party. The process is improved in two ways. First, party members’ transceivers can be checked at a short distance of around 1 meter. This makes it much easier to quickly confirm that everyone in the group is sending, without having to spread way out. During each check, the transmission frequency, duration and cycle of each transceiver are tested for faulty performance.
Auto-Revert-to-Send
Transceiver
Group/Partner Check
Q: Can all makes and models of transceiver find one another? A: Let’s say your friend has a BCA, but you’re looking at an Ortovox. Will you be able to find each other? You bet. All transceivers utilize the same 457kHz frequency so they can find one another, regardless of brand.
Second, a transceiver in Group Check Mode will automatically revert to Send Mode after a few minutes. This eliminates a common error in which the user forgets to switch over manually after performing the trailhead check.
Important Tip! Don’t forget to remove the batteries from your transceiver at the end of the season! Battery corrosion can ruin your transceiver and void your warranty.
Q: Can I put my transceiver in a pocket instead of the chest harness? A: Transceiver manufacturers recommend wearing your transceiver in the harness that comes with it. However, some advanced users are known to clip theirs into a zippered pocket for quick access.
Q: W ill my transceiver work if my cell phone is on? A: Manufacturers recommend that you put your phone into airplane mode. All electronics should be stored at least 30cm away from your transceiver. Electronic noise from other devices can interfere with the search function of your transceiver.
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GOING
| INTERVI EW |
BIG
PHOTO: AARON LEYLAND
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Jon Jean shares his experienceS on taking air, dealing with injury and building a social media presence
| INTE RV IE W |
Growing Up
Injury
Mountain Sledder: Where did you grow up and start riding?
MS: What happened?
Jon Jean: I was born in Montreal, then right away my family moved to Baie-Comeau, Quebec, where all my extended family is from. My dad had sleds when I was growing up, until I was probably ten years old. I just loved it. When I was 15, we moved to Vancouver. I did one season in Whistler, but mostly I was in Vancouver. I lived in the Burnaby area, so it was quick to get to Squamish—I could get there in like 45 minutes. But I actually just bought a house in Revy, and this will be my fifth season here.
MS: What prompted you to make the move from the west coast to Revelstoke? JJ: The sledding on the coast is epic. But I visited Revy and I was impressed by how good the snow stayed. The coastal snow is really good, but it’s really only good for one day after the storm and the next day it’s not so good usually. Whereas Revy will have good snow for a long time after a storm. And the terrain is comparable to Whistler. So I figured it would be a nice change. I was kind of tired of the city life too.
Going Big MS: How did you work your way up to hitting huge features? JJ: I think the people I ride with help a lot. I’ve got a really solid crew, and I ride with a lot of different people too. Just picking up stuff from riders who I look up to, that I’ve been fortunate enough to ride with. Seeing how they do things over time, and slowly working my way up. I don’t start on massive jumps. I’ll go warm up on something smaller and start feeling good. You’ve got to pick your jumps wisely. That’s one of the challenges.
PHOTO: DAYTON SHUFLITA
And I pick the days when I’m going to go big. I won’t do it when [the snow] is rock-hard. I’ve had a couple of crashes where I’ve walked away from it thinking, okay, that worked out pretty good. Luckily the snow was good and I picked the right day, because it could have gone pretty bad if I hadn’t. There might only be ten days a year when I’m super confident about jumping really big. And I ride 80 days a year. I’m not sending huge jumps every day. The conditions have to be right for me to do that. I’m being smarter about it now, especially after my accident.
“ I go into [a jump] thinking, if I case it, what am I going to do? Do I have an out? If I don’t have an out, I might rethink it.”
JJ: I’ve had injuries from things other than sledding—I’ve broken my leg twice, slipped a disc snowboarding, broken my wrist. I’ve broken lots of stuff. But the biggest injury I’ve had from sledding was a concussion from hitting my head really hard—that was worse than anything else. It happened in 2013 on a big step-down jump, and I went way too far. I got knocked out for two to five minutes—or so I’m told. I’d rather break an arm or a leg than hit my head, any day.
MS: Did you have symptoms afterwards? JJ: I felt like I was in a fog for months. It was not good. It took me awhile to get back to jumping, trying to figure out the speeds again. When you’re feeling it, you’re feeling it. But when you’re not, it’s so hard to try to get past it. But I’m happy I did, it worked out. Even though it took me awhile to get back to doing step-down jumps, they are now my favourite kind of jumps.
Advice MS: Do you have any advice for riders who are wanting to step up to bigger jumps? JJ: I think the main thing is: Don’t go too fast. It’s really not that much different to hit 100’ jumps or a 40’ jump. Once you can hit a 40’ jump, and you can stay calm in the air and actually control the sled—you know, if your nose goes down, give it a bit of throttle. If it goes up, hit the brake. Once you figure that out, then you can gradually step up, move from 40’ to 50’ to 60’ and keep pushing. But I don’t recommend starting on 100-footers—work your way up. Throwing a snowball from the takeoff is a really good trick for checking speed. Just pack a nice snowball and throw it. Depending on how hard I throw it, I’ll know how much speed I need. I know that if I’m throwing it as hard as I can and it’s barely making the landing or not even, then I’m going to need to go as fast as I can into the jump usually. It’s a little easier to judge distance that way. And I’ll usually put a couple of snowballs into the landing—they give me a spot to look at where I need to land. And always think of a ‘Plan B’. I go into it thinking, if I case it, what am I going to do? If I overshoot, will I just jump off the sled? Do I have an out? If I don’t have an out, I might rethink it.
MS: What else have you learned as you’ve gained experience over time? JJ: This is something I was guilty of when I first started riding. You’re so stoked to get out there, no matter what—you’re going out. You’ve got these plans: I’m going to be doing this jump today. Or riding that. And you get there and conditions aren’t right, but you’re so stoked that you don’t stop to look and analyze the zone. That’s when things go wrong, I find. Take that extra 30 seconds to stop, check it out, see what’s going on. Maybe find a nice little slope, do a cut on the slope and see how conditions are first. Take your time more. That helps a lot to prevent what can go wrong. That’s something I was totally guilty of before. It’s a learning experience.
M OUNTA IN SLED D ER //
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| INTERVI EW |
“ I ’ve always wanted—but never really had the opportunity—to hit a freestyle ramp. [With a ramp] you can always jump the same distance, whereas in the backcountry it’s always different.”
Social Media MS: You were one of the founders of the West Coast Sledders (WCS) Facebook page, which has one of the largest mountain sledding-specific followings on social media with 40K+ followers. How did that get started? JJ: It was our friend Mike’s idea to start West Coast Sledders. Tom [Cepek] and I had so much content accumulated together that we didn’t really know what to do with it. I was just posting it on my personal page at the time, but just getting my friends annoyed probably. [Laughs] When WCS first started, I was actually hunting at the time, with no service. And when I got back, Tom had started the page and put up a bunch of our pictures that we had taken together and it was already over 1000 followers. It was pretty awesome, the good old days there. Tom and I had a lot of good riding days together. We probably rode—I don’t know—sixty days a winter together back then, with full-time jobs. Just weekend warriors. We went pretty hard at it for two or three years or so, and built the page to around 30K followers. Then Mike came in and started managing it. He opened WCS up to everybody—not just me and Tom— but all sledders on the west coast.
MS: Do you have any advice for riders who are trying to build a social media presence? JJ: It’s important for sure. I just post what I’m proud about, really. Beautiful shots, beautiful scenery—if I like it, I’ll post it up. I’m pretty critical about myself; if I see something I don’t like, I’ll just keep it for myself. A lot of people build huge followings by posting very often; but if I don’t have anything to post, I’m not going to post. If you have more content, put it up there—that seems to work really well. But there’s a fine line, people can get tired of it if you’re posting too much. Being consistent seems to work really well. My accounts, I try to keep mostly to sledding. I’ll post the odd thing about what I’m doing or whatever. But I think people are more interested in my sledding than what I’m doing day-to-day. Just be yourself and see how it goes!
MS: Do you have any goals you’d like to achieve this winter? JJ: I’ve always wanted—but never really had the opportunity—to hit a freestyle ramp. [With a ramp] you can always jump the same distance, whereas in the backcountry it’s always different. So I might end up getting a short-track sled this year and get into that. Learn some tricks and stuff.
MS: Any shout-outs you’d like to make? JJ: I’d like to thank my sponsors: Greater Vancouver Powersports, Elka Suspension, TOBE Outerwear, Highmark by Snowpulse, Cheetah Factory Racing, Somewon and West Coast Sledders. And my girlfriend, for making me lunches! [Laughs]
PHOTO: RYEN DUNFORD
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You can follow Jon on Facebook @JonJeanFreeriding and on Instagram @ijonjean
RIDE
#TheRealStoke
PLAN YOUR TRIP: www.SeeRevelstoke.com
Check the forecast: www.avalanche.ca
| G EA R G U I D E |
TWO THINGS SLEDDERS LIKE TO DO IN THE FALL ARE WRENCHIN’ AND OGLING GEAR. GET YOUR FILL OF BOTH, RIGHT HERE.
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CKX NIEVA ONE-PIECE SUIT
A Butt Flap. It’s got a full, knee-to-knee zippered butt flap. This one-piece rocks in a million ways, but let’s all respect CKX for conquering the challenge of relieving oneself in the backcountry.
CKXGEAR.COM $500
GEAR GARAGE
PHOTOS: ALEX HANSON
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// FALL 201 8
FXR BOOST LITE MONO SUIT
Ain’t nobody missing you in this suit! This waterproof, windproof suit is ideal for mountain climates and women who demand the best.
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| GE AR GUID E |
TOBE VIVID MONO SUIT
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MOTORFIST BLITZKRIEG FROST SUIT
509 ALLIED MONO SUIT
The Allied is available as insulated or noninsulated, but all suits have 509’s new 5TECH material, which is durable and weatherproof, but made to stretch and move.
RIDE509.COM $600/$650
Aside from being uber-warm, this mono suit is about as feature-rich as you could hope for, including full-length leg zippers that allow you to answer every one of nature’s calls.
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M OUNTA IN SLED D ER //
27
| G EA R G U I D E |
509 ALTITUDE CARBON FIBER HELMET
SCOTT 550 SPLIT ECE HELMET
All-new colours for Winter 2018-19 and the lightest 509 helmet ever!
RIDE509.COM $450
In addition to MIPS, the 550 Split also features Conehead Tech, which fuses two different types of materials (in cone shapes!) to absorb and dissipate impact forces.
SCOTT-SPORTS.COM $300
509 REVOLVER GOGGLE
Built-up moisture? Just flip the Revolver lens up like a pair of ‘80s sunglasses. You’ll see better and look rad.
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CKX TITAN HELMET W 210° GOGGLES
There’s some serious brains at work at CKX—the removable muzzle and RapidClip goggles are proof of that.
KLIM VIPER PRO OFF-ROAD GOGGLE
The Viper comes in a Standard model, but we’d upgrade to the Pro, which includes strap outriggers, a beefed-up goggle strap, removable nose guard and a set of tear-offs.
KLIM.COM $120
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CKXGEAR.COM $410
| GE AR GUID E |
HIGHMARK PRO
This best-seller has reintroduced the goggle pocket for 2018-19…just another reason to invest in getting home safely this winter!
HIGHMARKAIRBAGS.COM $1,100
SCOTT BACKCOUNTRY PATROL AP 30 BACKPACK
Scott’s AP kit claims the title as the lightest electric airbag system on the market.
SCOTT-SPORTS.COM $1,200
SPOT X
Two-way communication, an S.O.S. button, a full keyboard AND an unbeatable price.
FINDMESPOT.CA $350
HMK RIDGE JACKET
The Ridge Jacket is made of “Cascade Ballistic Material”, which means it has “exceptional abrasion, tear and puncture resistance and is designed for maximum durability and long-lasting performance.”
HMKUSA.COM $420
KLIM HAVOC GTX BOAT BOOT
The world’s first snow bike specific boot! But, according to Klim, it’s also “a perfect crossover boot for the most destructive snowmobilers.” Sold!
KLIM.COM $520
M OUNTA IN SLED D ER //
29
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| R IDE R EP ORT |
Ride Report:
Chic-Choc Mountains
A Western Rider’s Take on Eastern Mountains PHOTO: MIKE REEVE/509
by Cody Borchers
PHOTO: BENOIT BISSON
Last winter I had the opportunity to go on a trip with 509 to ride the Chic-Choc Mountains, located in the central region of the Gaspé Peninsula of Quebec. We stayed in a little town called Sainte-Anne-des-Monts while we were there shooting a unique segment for 509 Volume 13. The film crew was toured around the area by the guys at Aventure Chic-Choc Group. They were super pumped to have us, and I think more excited to see if some mountain riders from out west could handle the Chic-Choc terrain! I imagined the riding in Quebec would be very different from what I’m used to back home in Western Canada. For one, the Chic-Chocs are much lower in elevation. I knew that there would be no lack of horsepower from my borrowed Ski-Doo Rotax 850 E-TEC in the 0-1300m elevation we would be riding. Also, based on what I could see from basecamp when we first arrived, I expected the tree riding to be tight. But it is even tighter than I guessed!
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The trees themselves aren’t like any I’ve encountered before while riding. The wood is very hard; they aren’t soft and flexible like the alpine trees back home. “Don’t try to run over anything bigger than a can of Red Bull!” I was told. Well, it turns out that’s good advice! Let’s just say there were some fresh scuffs on the panels of my loaner Ski-Doo when I was done with it. After the first afternoon of riding, I decided that I needed to adapt to the tight and technical terrain with some adjustments to the setup of my loaner sled from Lapointe Sports.
| RID E RE PO RT |
L’expérience d’un motoneigiste de l’Ouest dans les motntagnes québécoises L’hiver passé, j’ai eu la chance de participer à une expédition avec 509 dans les montagnes Chic-Chocs de la péninsule de Gaspé au Québec. Nous sommes restés dans une petite ville nommée Sainte-Anne-des-Monts alors que nous filmions une séquence spéciale pour le film 509 Volume 13. Les passionnés d’Aventure Chic-Chocs ont présenté la région à l’équipe de tournage. Ils étaient très excités de nous avoir et, je pense, encore plus excités de voir comment des habitués aux montages de l’Ouest allaient s’en sortir sur le terrain des Chic-Chocs! Je savais que la conduite au Québec serait très différente de ce à quoi je suis habitué dans l’Ouest Canadien. Les Chic-Chocs sont moins élevées. Je savais que le Ski-Doo Rotax 850 E-TEC que j’avais emprunté ne manquerait pas de puissance pour les dénivelés de 1300 m où nous allions nous amuser. Également, d’après ce que je pouvais voir à notre arrivée, je m’attendais à ce que les espaces entre les arbres soient petits. Mais c’était encore plus serré que ce que je pensais!
Les arbres eux-mêmes ne ressemblent à rien que j’avais déjà rencontré en motoneige. Le bois est très dur; les arbres ne sont pas mous et flexibles comme ceux alpins de mon coin. « N’essaie pas de passer par-dessus quoi que ce soit qui est plus gros qu’une cannette de Red Bull! » qu’ils m’ont dit. Il s’agissait là d’un très bon conseil! Disons simplement qu’il y avait de bonnes marques sur les panneaux de mon Ski-Doo à la fin. Après le premier après-midi de conduite, j’ai décidé que je voulais mieux m’adapter au terrain serré et technique en apportant certains ajustements à la motoneige que j’avais empruntée à Lapointe Sports.
PHOTO: BENOIT BISSON
Rapport d’expédition:
Montagnes Chic-Chocs par Cody Borchers
PHOTO: MIKE REEVE/509
M OUNTA IN SLED D ER //
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| RIDE R EP ORT |
Quebec has a HUGE snowmobile trail system that runs throughout the entire province, offering endless potential for adventure. I was blown away by the sheer number of riders on the trails each day. But we didn’t spend much time exploring the trails. We wanted to get to the goods—the steep and techy stuff. We worked every side of those mountains—from the groomers to traversing tight, singletrack hunting trails. And we chewed our way through the trees from super technical valley bottoms, all the way to the tops of the mountains. It was fun to explore such vastly different terrain than what’s out west.
Sled Setup Tips for Riding the Chic-Chocs
PHOTO: JULIE-ANN CHAPMAN
The riders from Aventure Chic-Choc were hands down awesome guys, and there is no doubt they have the sled skills to dominate the toughest terrain on the Gaspé Peninsula. And while the terrain is vastly different in Quebec, it was cool to meet riders living on the opposite side of our country who share the same strong passion for snowmobiling.
PHOTO: MIKE REEVE/509
LOWER HANDLEBARS A lower center of gravity helps with balance LIMITER STRAP Tighten it by 1-2 holes for more ski pressure and less ski lift, which helps drive you forward—then up! SHORTER TRACK Run a 154” track for executing quick turns and maneuvers UPGRADE FRONT BUMPER For better protection in the trees PREMIUM SUSPENSION Offers a better ride on long trail approaches FULL WRAP Protect body panels from run-ins with trees HAND GUARDS These were installed on my loaner sled and they came in “handy” a few times!
La province de Québec offre un grand réseau de sentiers de motoneige qui parcourent la province, offrant une source intarissable d’aventures. J’ai été impressionné par le nombre impressionnant de motoneigistes sur les sentiers. Cependant, nous n’avons pas passé beaucoup de temps à explorer les sentiers. Nous voulions profiter de l’excitant – les zones escarpées et techniques. Nous avons exploré toutes les facettes de ces montagnes – des sentiers damés aux sentiers de chasse étroits à une voie. Nous avons également tracé notre chemin parmi les arbres des vallées techniques jusqu’au sommet des montagnes. C’était amusant d’explorer un terrain si vaste et différent que ce qu’il y a dans l’Ouest. Les trippeux d’Aventure Chic-Chocs étaient tout simplement géniaux et ça ne fait aucun doute qu’ils possèdent les compétences pour dominer le difficile terrain de la péninsule de Gaspé. Et bien que le terrain soit différent au Québec, c’était génial de rencontrer des motoneigistes vivant à l’autre bout du pays qui partagent la même passion indélébile pour la motoneige.
Cody Borchers @borchairs To see Cody and the gang shredding the Chic-Choc Mountains, check out 509 Volume 13. Pour voir Cody et la gang dans les montagnes Chic-Chocs, regardez le film 509 Volume 13. PHOTO: BENOIT BISSON
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FORWARD THINKING FOR THE BACKCOUNTRY.
I N T R O D U C I N G T H E 2 0 1 9 M O U N TA I N C AT A L P H A O N E ®
TM
Up, down, sideways. Every angle requires less rider input on the new Mountain Cat Alpha One with the revolutionary single-beam rear suspension. Fewer parts equal less weight and the open design sheds heavy snow with ease, keeping you light and on top of the powder. Are you ready to thrive in The Wide World of Arctic Cat®?
C A . A R C T I CC AT . CO M / A L P H A O N E
Always wear a helmet and don’t drink and ride. ©2018 Textron Specialized Vehicles Inc. All rights reserved.
Future Days
IS ARCTIC CAT’S ALPHA ONE THE FUTURE OF MOUNTAIN SLEDDING? A REVOLUTIONARY DESIGN LEAVES US WITH MANY QUESTIONS Alpha One is just the latest in Arctic Cat’s legacy of snowmobile suspension innovation. The technology is a single-beam rear suspension that replaces the traditional two-rail system. In hindsight, it makes a ton of sense to have a single-line around which the track can flex and adapt to various snow conditions. So why then didn’t anyone think of this sooner? Well, apparently Arctic Cat did, but the company spent the last five years developing and refining the technology to a point where they felt it was ready to go into production.
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WHAT IS ALPHA ONE? At the core of Alpha One is a hollow, single-beam skidframe. It’s a stiff, enclosed piece made primarily from heat-treated extruded aluminum, while the front cast is comprised of magnesium. In keeping with its futuristic design, there is no welding on the beam; it is instead assembled with 3M epoxy. There are some traditional rivets visible, but they are primarily fixtures for the purpose of locating pieces while the epoxy cures, rather than structural elements. But Alpha One isn’t just about the skidframe. A huge component of what makes it work is an all-new track—weighing almost 3 kg less than a similar-length Power Claw track. In a departure from the rest of the Arctic Cat lineup, the Mountain Cat Alpha One comes in 154” and 165” track lengths. It does, however, continue to utilize 3” paddles with a 3” pitch—mountain sled spec de rigueur these days. Visually, the big difference is that instead of three rows of paddles, there are two rows of alternating, half-width paddles. A center row of windows runs right down the middle. Paddles on each side run from the outer edge to the center, while reinforcing rods run full width of the track. The track is optimized for flex in all directions and has been beefed up to help with the extra torsion it is subject to by nature of the single-rail design. The Alpha One Power Claw is turned by 7-tooth drivers, rather than the 8-tooth drivers present in the rest of the mountain lineup. At the rear, an oversized 10” idler wheel reduces rolling resistance for efficient application of power to snow. The larger wheel also allows the Alpha One to reverse more easily in deep powder snow. In all other ways, the Alpha One carries the same pedigree as the top-of-the-line Mountain Cat.
M OUNTA IN SLED D ER //
37
“ IN A NUTSHELL, THE ALPHA ONE IS EASIER TO RIDE. IT’S BOTH SIGNIFICANTLY EASIER TO GET IT OVER ON ITS SIDE AND TO HOLD IT THERE.”
ALPHA ONE DEVELOPMENT Arctic Cat engineers had three goals in mind when developing Alpha One.
OBJECTIVE #1 LIGHTWEIGHT The Mountain Cat Alpha One is more than 5 kg lighter than the standard Mountain Cat model. The overall weight-loss is the combined result of a lighter skid, track and drive assembly. That’s a lot of weight! But what might be even more significant is the relative weight-loss that comes from a reduction in snow buildup. A traditional two-rail skidframe tends to collect and trap snow between the rails, bogging down the sled. Without bilateral rails to trap snow, the single-beam Alpha One skid sheds snow very effectively. It’s impossible to accurately quantify this weight-saving, but there’s no doubt that it’s significant.
OBJECTIVE #2 EASE OF USE AND MANEUVERABILITY By narrowing the point of contact between the rails and the track, the sled is allowed to roll within the track. The track is permitted to freely conform to varying terrain with overall less impact on the general attitude of the sled. This improves maneuverability and—with less negative feedback from uneven terrain—makes the sled easier to control.
OBJECTIVE #3 MORE TRACTION, BETTER FLOATATION With a single rail in the middle of the track, the track is allowed greater flex to help establish a neutral position on the snow at all times. This helps to distribute the load evenly across the entire track, providing better floatation and traction in all situations.
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ALPHA ONE: QUESTIONS ABOUT REAL-WORLD PERFORMANCE ANSWERED Q: What are the real-world benefits of the Alpha One single-beam?
Q: Does it hold a sidehill in hard snow?
A: In a nutshell, the Alpha One is easier to ride. It’s both significantly easier to get it over on its side and to hold it there. There is less feedback through the sled and bars when sidehilling through chop and uneven snow. And it can be turned on a dime. That makes it easier than ever to execute a tight turn-up to escape a cliff, tree band or to otherwise get out of trouble. Yet it doesn’t feel twitchy at all. Meanwhile, the track flex allows for better traction. It’s easier to get going and get on top of the snow.
A: Well, Mountain Sledder was blessed with fantastic snow conditions while testing the Alpha One. That is to say—conditions great for riding, but not so conducive to discovering flaws in handling. It was unfortunate that we didn’t get to experience the performance of the Alpha One in stiff snow for ourselves. However, the consensus from other riders late in Winter 2017-18 is that the Alpha One holds a sidehill nicely in hard snow without washing out the back end.
Q: Is overheating an issue? A: The couple of Mountain Cat Alpha Ones we tested did have a tendency to run a little warm on the soft-groomed trails, even on a couple of cool days. But it’s not uncommon for a mountain sled with a 3” paddle to do so—especially one with a front-only heat exchanger. Accordingly, the Alpha One comes standard with scratchers to help keep the single slider from overheating on the trail. Q: How does it handle on the trail? A: Very much like any of the other mountain sleds in the Arctic Cat lineup. They all run a little loose on the trail, but whatever—with a 36” ski stance and no sway bar, these things aren’t built to shred corduroy. Interestingly, when you tip the Alpha One onto one ski while cruising down the trail, it doesn’t have the same natural inclination to drop back down onto both skis quite like every other sled out there. Other than that, the Alpha One is no more unstable on the trail than any other mountain sled in the lineup.
Q: Is it durable? Will it hold up to the abuse of mountain sledding over time? A: No one outside of Arctic Cat has really spent enough time on one yet to be able to answer this definitively. However, Arctic Cat development staff assert that the single-beam Alpha One skid has “all the durability of a traditional suspension.” It certainly looks beefy enough. We can’t think of a reason to dispute their claim.
So what’s the verdict on the Alpha One? It’s just better. The sled is easier to tip on edge and maneuver. It requires less effort to hold a sidehill or carve. The Alpha One track seems to find better purchase in soft snow, and chew its way on top more quickly. It can whip around in a very tight spot. And it’s significantly lighter. But the question remains: will the single-beam rear suspension revolutionize mountain sledding? Is this a glimpse at future days? I guess we’ll have to wait and see.
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ARCTIC CAT 2019 M HARDCORE MODEL There’s another new Arctic Cat model for MY2019 called Hardcore. It’s a Mountain Cat spec sled, outfitted with a few key upgrades for the most abusive riders out there. The Hardcore features premium FOX 1.5 ZERO QS3 coil-over shocks up front. The coil-over design allows demanding users such as hillclimb racers to swap out ski springs to adapt to different conditions or preferences. The rear suspension is fitted with a FOX QSL lockout coil-over shock. The sled also features reinforced rail bracing from the factory to help deal with exceptionally heavy hits and landings. The Hardcore model comes in Arctic Cat standard 153” and 162” track length options.
MY2019 ARCTIC CAT IMPROVEMENTS • A magnetic tether comes standard on all 2019 mountain sleds • New G2 ProClimb-7 Skis are repositioned and feature a wider and deeper keel for improved handling and reduced steering effort • Handlebar controls have been vastly improved, featuring a new master cylinder and brake lever, throttle lever, independent killswitch block and improved control switches • New wheels in the Float Action skidframe offer better bearing life and smoother operation
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Come for the Power, Stay for the Durability
POLARIS AIMS TO SET A NEW BENCHMARK FOR DURABILITY WITH ITS 850 PATRIOT ENGINE 42
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There’s no doubt about it, mountain sleds are subject to incredible abuse. They are constantly pushed to their utmost limits, in a frigid and hostile environment no less. Engines cycle from cold to hot and back again many times a day. In between, every last iota of power is summoned ruthlessly. These are high-performance machines tuned to the brink, and they are flogged without mercy. All that stress on an engine inevitably takes its toll in the form of squeaked pistons and seized cranks. In mountain sledding it’s less a question of ‘if’ than ‘when’. Though we’re never happy about it, we have learned to accept that transforming perfectly good engine components into shrapnel is just part of the game. It’s the risk we take every time we go out, as our engine’s clock ticks inexorably closer to a violent and unavoidable death. Such is the cost of pursuing the freedom that mountain sledding offers.
YET THERE IS HOPE. FOR MODEL YEAR 2019, POLARIS AIMS TO REDEFINE OUR PERCEPTION OF DURABILITY WITH ITS BRAND-NEW 850 PATRIOT ENGINE. Outwardly, the 2019 Polaris PRO-RMK doesn’t look much different at a glance. But a closer inspection reveals a number of improvements with more significance than their visual subtlety might suggest. There are no flashy new body panels to wow us, but don’t let that fool you—considerable change is afoot. And it starts beneath the hood.
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850 PATRIOT ENGINE DEVELOPMENT CLEAN-SHEET DESIGN When news first broke that Polaris would release an 850 powerplant for model year 2019, internet trolls and buffoons at large immediately cried, “Copycat!” Sorry, but no; Polaris engineers say they have been testing versions of this engine on snow for five years now. For more substantiated evidence, one needs only look at the engine architecture to confirm that the Patriot is fundamentally different than that “other” 850. Key elements like fuel delivery, bore, stroke and even displacement (840 cc vs. 849 cc) vary. The only thing the Polaris 850 Patriot really shares with the competition is the slightly fluffed-up number in the name. Nor, however, is the 850 Patriot anything like the 800 Cleanfire engine that came before it. Rather it is a “clean-sheet” engine design that was engineered from the ground-up, making the most of 25 years of Liberty engine-building experience. The spark plugs, a couple of sensors and a handful of fasteners are the only components these two engines share.
850 PATRIOT ENGINE DEVELOPMENT OBJECTIVES The 850 Patriot program was driven by two non-negotiable objectives: #1 “CLASS-LEADING” DURABILITY The idea was to build an engine that would change the collective expectation of what durability means with respect to a twostroke snowmobile engine. Now, just let that soak in for a moment. That’s an ambitious goal. #2 RESPONSIVENESS Instant responsiveness was the second key objective. This is the fun factor—the neck-snapping feeling of power, and how it is utilized for the technical riding of today. Polaris wanted the throttle response to be quick, linear and smooth. That makes for the feeling of plentiful—yet manageable—power.
2019 POLARIS PRO-RMK 850: Q&A THE MOST COMMON QUESTION— HOW MUCH HORSEPOWER? It’s not incredibly surprising that Polaris declines to publish a horsepower specification for the 850 Patriot. It could be a sign of the knowledge and understanding the company has about the way the use of their products has evolved in recent years. Or perhaps the number just doesn’t compare favourably with the competition. Most likely, Polaris is comfortable knowing that savvy riders these days care more about how a sled performs in the mountains than on a dynamometer. However, the manufacturer does go so far as to confirm that the 850 Patriot produces 9% more power than its predecessor, the 800 Cleanfire, making it the most powerful engine Polaris has even bolted into a production snowmobile.
HOW DOES IT PERFORM ON SNOW? So, how does it compare in real-world performance? It’ll friggin’ rip your arms off, man. It takes about ten seconds of riding the 850 to attest that the engine truly is the most powerful Polaris has ever installed in a snowmobile. The Patriot 850 feels much more potent than the 800 Cleanfire, and the modest increase in output is the least of the reasons why. One of the most instantly noticeable characteristics of the 850 is how smooth it feels and sounds. By comparison, it makes the 800 feel utterly raw and unrefined. Whereas engine vibration could be felt keenly in the 800, the 850 is buttery smooth throughout the range of rpm from idle to rev limiter. But the responsiveness is the key performance characteristic that makes this engine so great. Consider how you ride. Are you running wide-open throttle all day? Probably not. More likely, you’re chopping the throttle on and off all day long. That’s where this engine shines. The 850 pulls hard and fast. When you stab at the throttle, the sled leaps ahead. It’s a revelation. The 850 feels like it accelerates in real time with the throttle actuation—a characteristic which obviously shines more notably in firmer snow with good traction.
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2019 PRO-RMK AXYS PLATFORM IMPROVEMENTS In keeping with Polaris’ commitment to building the lightest mountain sled on the market, the company has come up with some creative ways to cut additional weight and improve handling for model year 2019.
A
A
REACT FRONT SUSPENSION Polaris has finally narrowed the front-end down to an adjustable 36-38” ski stance. In addition to the upper and lower control arms, the spindle is now forged as well. The geometry has also been changed to provide more predictable sidehill initiation. The new React front suspension feels great, but takes a day to get used to. It still has the same PRO-RMK AXYS platform feel to it, but it’s now easier to initiate and hold a sidehill than before. It’s also a little easier to flop over too far, but that is a small matter of getting used to the feel of the narrower stance and dialing in the sweet spot. Polaris owners will feel right at home in a flash.
B
SLS SHOCK SPRINGS A new patented manufacturing process has allowed Polaris to utilize special steel springs that are actually lighter than titanium while still providing the same spring rate. These SLS springs use less steel—featuring only around 3 coils—thanks to the strength instilled by a proprietary heat-treatment process. Accounting for the independent front suspension, center rear and rear shocks, the SLS springs offer a weight reduction of around 1.5 kg (3.3 lb) over the standard Walker-Evans shock springs.
C
POWDERTRAC XT RUNNING BOARDS The new AXYS PowderTrax XT running boards have a similar extrusion, but the casting and attachment points are different. The running boards offer 7” of additional clearance in extreme sidehilling situations. This is achieved with a newly configured compound angle at the rear, while the running board itself is only slightly shorter overall.
C D
XT HYFAX Polaris has also managed to eliminate more than 230 g (0.5 lb) of weight from the sliders of the PRO-RMK models. The new “XT Hyfax” have sections of the material that holds the slider to the beam eliminated. The wear material remains fully intact so that slider lifespan is not unduly affected.
B
D
PHOTO: TODD WILLIAMS
POLARIS PRO-RMK 850 AND THE TEST OF TIME The fact is, we don’t yet know how well the 850 Patriot will hold up. But given the priorities of the engineering team and their steadfast focus on durability, all signs indicate that these engines should have a lengthy lifespan. But this much we do know: Every Patriot 850 engine delivered this year comes with a 4-year standard warranty. And what better way than that for Polaris to communicate their confidence in the durability of this engine? Performance-wise, the 850 Patriot stacks up easily. It’s amazing what the manufacturer has done considering that overall power wasn’t even a top priority. It’s got heaps of jam from the bottom all the way to the top. And thanks to the focus on responsiveness, the power is linear, smooth and instantaneous. Now, if the durability of the engine can meet the goals of the engineering team, it may very well set a new benchmark in the industry. And we truly hope it does.
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MAXIMUM VERSATILITY FOR ALL CONDITIONS ZAC PARKS FXR ATHLETE
BOOST LITE Dri-LINKTM 2 PIECE MONOSUIT
The FXR Dri-Link™ Suit is an industry first. The jacket and pant are linked at the waist with a 360° zipper which provides protection from the elements like a mono with the higher inseam and mobile fit of a two piece suit. The linked fit is extremely versatile for both short and tall riders alike and allows increased mobility and proper fit. A durable shell with ACMT™ Advance Climate Management Technology System ensures riders are always comfortable. The FXR Dry Vent™ System keeps moisture out and provides adequate venting.
“IN THE MOUNTAINS, IT’S JUST PLAIN EASY. IT GOES WHERE YOU WANT, WITHOUT EFFORT.”
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The Little Summit That Could
SKI-DOO’S 2019 SUMMIT SP 600R IS THE PERFECT MACHINE FOR BUILDING RIDING SKILLS IN THE MOUNTAINS It’s not very often in the macho world of mountain sledding that we talk about having too much power. The very idea is ripe for ridicule. But the fact of the matter is, for many riders, having 160-plus quick-revving horsepower on tap can be too much to handle. Looking back, we were all new riders at one time. And many of us—hairy-chested men even—cut our teeth in the mountains on a 600-class sled. In many ways it makes sense to do so. They are light and agile. The power is more manageable. And they inspire confidence rather than intimidate. But most of all, they’re just plain fun to ride! And in no case is that more true than with the new 2019 Ski-Doo Summit SP 600R.
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FEBRUARY 22 - 24, 2019
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BARRYVOX 50
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BARRYVOX S
SKILL DEVELOPMENT IN THE MOUNTAINS There’s a valid argument that riding a 600-class sled can make a mountain rider better by helping them achieve a better understanding of throttle control, traction and speed. It takes time and experience to understand that momentum is your friend, but that ground speed and control rarely have a linear relationship. An 800-class engine can often act as a crutch by masking a rider’s mistakes with enough power to get them out of trouble quickly. However, a poorly timed stab at the throttle of an 850 can get inexperienced riders into trouble even faster. That can easily put riders in danger of harming themselves or their sled—in both cases, total confidence killers. In the worst scenario, excessive power can get beginner and intermediate sledders into trouble by propelling them into terrain they aren’t ready to safely navigate. Here’s a scenario to illustrate the point: Take two equally inexperienced riders. Put Rider A on an 850 and Rider B on a 600 and point them to the mountains. In two years, Rider B will have mastered throttle control, felt more confident and had a hell of a lot of fun. Rider A will have faced a steeper learning curve and likely endured more crashes, stucks and periods of frustration. Now, of course this scenario won’t apply to every new mountain rider. Strong riders with motorized off-road experience, for example, or natural ability are more likely to quickly adapt to the power of an 850. Regardless, every rider should hop on a 600 at some point if they have the opportunity, just to experience the fun of blasting around and pushing a sled to its utmost capability, rather than the other way around.
THE ROTAX 600R E-TEC ENGINE When Rotax engineers went to work on designing the 600R E-TEC they followed the same design principles that make the 850 E-TEC such a powerful and responsive powerplant. It’s a directinjection engine that utilizes the same square design of equal bore and stroke found in the 850. The 600R E-TEC is listed at 125 hp at peak rpm, which is five horsepower more than the first generation 600 H.O. E-TEC. But the more appreciable improvement comes from a 30% increase in responsiveness that is achieved by way of several key modifications. At its core, the 600R E-TEC features a 15% lower inertia cranktrain. Meanwhile, on the intake side, double-reed valves and a shortened intake tract improve airflow for a snappier response. At the other end, electronically controlled triple-stage exhaust valves operate three times faster than their pneumatic predecessors. To fit the new 599 cc engine into the narrow REV Gen4 platform, the magneto had to be slimmed down after the same fashion of the 850. However, a more robust magneto allows the integration of the battery-less SHOT starter system in the 600R, which is a particular boon for riders with less strength or endurance. The beauty of this little engine is that although the power is abundant and quick, it’s not an overwhelming amount. That’s a big factor for riders who are working to develop good throttle control.
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2019 SKI-DOO SUMMIT SP 600R Ski-Doo has been making Summit models for 25 years, culminating in the REV Gen4 platform. It’s by far the most agile and easy-to-ride Summit chassis to date. Now place the extra power and responsiveness of the 600R into the compliant REV Gen4 chassis, and it’s easy to see why the Summit 600R is more than the sum of its parts.
“ IT’S DESIGNED TO BE EFFORTLESS AND FUN TO RIDE, AND BY THAT MEASURE IT TRULY HITS THE MARK.”
On the trail, the Summit 600R handles better than any of the bigger, longer-tracked mountain sleds. The steering requires less effort and is more responsive. It does still run a little loosey-goosey, but this is a Summit after all, and it doesn’t compromise its capability in the mountains for trail decorum. In the mountains, it’s just plain easy. It goes where you want, without effort. Riders can spend more time enjoying the experience of exploring the mountains and less time worrying about getting bucked and sending a rider-less sled headlong into some trees. You can take it into tight trees; it can turn instantly. It feels super light and floats well. And if you want to push it a bit in more technical terrain, it’s super fun to hoon around at wide open throttle.
I THINK I CAN, I THINK I CAN But is the Summit 600R a capable mountain sled, really? Absolutely, without a doubt. It’s the little mountain sled that can. In powder conditions it chews around like a champ, especially if there’s a track put into the bigger hills. In more settled conditions, it’ll go just about anywhere an intermediate rider would or could want to go. The Summit SP 600R comes in 146” and 154” track options with a legitimate 2.5” lug. You can even get a 154” track with a 3” lug! That says something about BRP’s confidence in the deep snow capability of the 600R. Now, will the Summit 600R get you in and back out of the deepest, most gnarly hole? No. And you probably won’t be the one breaking trail on a deep pow day when there are a bunch of 850s around. But that’s not the purpose of this sled. It’s designed to be effortless and fun to ride, and by that measure it truly hits the mark. Ski-Doo has made mountain snowmobiling at lot more accessible for newer, smaller, lighter and less confident riders with the release of the 2019 Ski-Doo Summit SP 600R. That’s a lot of different folks! But don’t be fooled—The Summit 600R is no toy. Sure, it’s a fun sled; but it’s made for people who want to take mountain riding seriously.
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“ YAMAHA FAITHFUL WON’T WANT TO MISS OUT ON SOME IMPACTFUL CHANGES TO THE COCKPIT OF THE MY2019 SIDEWINDER M-TX.” 54
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CHANGES TO THE COCKPIT OF THE 2019 YAMAHA SIDEWINDER M-TX ENHANCE THE RIDER INTERFACE Yamaha has streamlined its snowmobile lineup significantly for model year 2019, and part of that includes the decision to build MY2019 Sidewinder M-TX models on spring-order only. The goal of streamlining was to reduce the number of product offerings across the lineup to make it easier for customers to choose the best sled for them based on the type of riding they like to do. As a result, the Sidewinder M-TX LE 162� will be the only mountain model available for MY2019. In-season 2018 Sidewinder M-TX models in various configurations will be available based on dealer inventories. However, Yamaha faithful won’t want to miss out on some impactful changes to the cockpit of the MY2019 Sidewinder M-TX that serve to greatly enhance the rider interface.
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2019 YAMAHA SIDEWINDER M-TX LE IMPROVEMENTS Yamaha has significantly improved their handlebar controls for MY2019. Like the overall lineup strategy for model year 2019, the new handlebars offer a simplified, streamlined approach.
STEALTH CONTROL SYSTEM Headlining the refinement is a new brake lever and master cylinder from Hayes. The new ‘shorty’ brake lever is lighter and smaller, yet still robust. It requires less squeeze force for braking and is much more ergonomic, with a more positive feel.
A much smaller control block sits to the inside of the grip on the brake side. New control switches are momentary; switches return to center after making an adjustment, rather than remain in position. This allows more control—for example, hand and thumb warmers may be adjusted across multiple heat settings instead of just two. The block features switches for hand and thumb warmers, a gauge control, high and low beams and a well-protected reverse button.
On the throttle side, the redesigned lever is less bulky with better feel as well. The lever is 4 mm closer to the grip at the closed position, making it easier for riders with smaller hands to operate. The killswitch is now installed on an independent block, which allows for customized placement to suit rider preference. Overall, the new Stealth controls are less obtrusive, more functional and better-looking.
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The Fox FLOAT QS3 and QSL shocks on the 2019 Sidewinder M-TX LE provide for easy adjustment between three compression damping settings each. This allows riders to adapt their suspension setup to varying terrain and riding styles in mere seconds. The settings include ‘Soft’, ‘Medium’ and ‘Firm’ (or ‘Lockout’ in the case of the QSL shock). Here’s a setup guide to help riders get started on dialing in their own preference.
HOW TO
SET UP YOUR FOX FLOAT QS3 AND QSL SHOCKS
COMPRESSION DAMPING POSITION
SHOCK POSITION
RIDE CHARACTERISTICS
SKI
CENTRE
REAR
SOFT
MEDIUM
LOCKOUT
Easy Sidehilling and Predictable Climbing
FIRM
FIRM
MEDIUM
Aggressive Trail Riding, Heavy Loads
MEDIUM
MEDIUM
MEDIUM
Balanced All-Around Setting
SOFT
SOFT
SOFT
Maximum Comfort, Easy Sidehilling and Descending
2019 YAMAHA SNOSCOOT ES “A LONGER PULL CORD HAS BEEN INSTALLED AS A BACKUP TO THE ELECTRIC START. THE LONGER CORD ALLOWS PARENTS TO GIVE A BETTER PULL TO GET THE ENGINE SPINNING MORE EASILY.”
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For the next generation of mountain sledders, Yamaha has made several upgrades to the Snoscoot model as well. The biggest improvement is the addition of standard electric start. This might be a blessing and a curse! Kids will be able to flash up the sled by themselves. Responsible moms and dads might need to hide the keys from time to time! Speaking of parents, maintenance on the pint-sized sled is now made a little easier. A new oil dipstick allows for checking the level and condition of the engine oil on flat ground. On prior models, the front of the vehicle had to be elevated off the ground in order to check the oil. A longer pull cord has been installed as a backup to the electric start. The longer cord allows parents to give a better pull to get the engine spinning more easily. And as a final update, Yamaha has improved hot starting by replacing an aluminum carburetor isolator with a composite material that is less prone to heat sinking.
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Terracana Ranch Resort 866.968.4304 terracana.com
Proline Motorsports 306.978.7881 prolinemotorsports.ca Recreation Supply 306.664.3560 recreationsupply.ca Weyburn
Rick’s Performance 306.861.0125 ricksperformance@sasktel.net YUKON Whitehorse
Checkered Flag Recreation 867.633.2429 checkeredflagrecreation.com
HIGHMARKAIRBAGS.COM
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E XPOSURE PHOTO: BILLY STEVENS RIDER: ANDY MESSNER
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PHOTO: BRIAN BROWN RIDER: JON HECKMAN
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PHOTO: BEN BIRK/ASG RIDER: JUSTIN BEFU
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PHOTO: CLYDE HEWITT RIDER: CHRIS SCHOPPENHORST
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LEFT TOP PHOTO: ROB ALFORD RIDER: CODY BORCHERS LEFT BOTTOM PHOTO: TODD WILLIAMS RIDER: JARED SESSIONS
PHOTO: ALLAN SAWCHUCK RIDER: RENE ST ONGE
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THE AVALANCHE Make It Your ― Backyard
Amber Granter | Realtor | GOLDEN, BC mountaintownliving.ca | 250.939.8605 ®
Each office is independently owned and operated.
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SAFETY SPECIALISTS
PACKAGES, RENTALS & ADVICE.
FREE SHIPPING OVER $100 LOCATED IN GOLDEN, BC AVALANCHESAFETY.CA
| TAILGATE |
The E ence of the Powder Turn BY MATTHEW MALLORY
The essence of the powder turn isn’t found in its mechanics. It’s the feeling the turn evokes—that flighty moment your soul is set free, floating a heavy machine on a substance lighter than water. Senders, drops and sidehills all pale in comparison to that one simple event in which human, machine and conditions collide in a brief surge of bliss. Strong technique and years of experience aren’t required to carve deep snow; it’s one of the first things new riders usually figure out. To get started, simply transfer your weight in the direction you want to carve and counter-steer. A little past the halfway point, shift your weight in the opposite direction and bring the skis back to straight. Once the sled is upright and back to center, dive in the opposite direction and repeat the motions until you run out of fresh snow to carve. Yes, it really is as easy as that. The deep powder turn is a picture of beautiful simplicity. It doesn’t demand the intense concentration of a technical, wrong-foot-forward line. Nor does it ramp up fear and adrenaline like a drop or jump. Instead, a flowing pow turn allows riders the freedom to immerse themselves fully in the pure feeling of the moment. One turn after another, it becomes easy to lose oneself in a hypnotic rhythm. To find a cadence that somehow, if undistracted, leads to curves in the snow that mimic each other in size, arc and depth. Dipping into a line of untracked snow initiates a brain-clearing reaction. Linking together deep powder turns creates a zen-like state that is all feeling, all instinct. This is the essence, the highest pinnacle we can reach—a flow state induced by the simplicity of the moment.
PHOTO: BRAD HEPPNER RIDER: CODY MCNOLTY
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| INTERVI EW | CLASSIFIEDS
P A R T S // S E R V I C E // G E A R // R E N TA L S
UTV, SNOWMOBILE, ATV • PERFORMANCE PARTS & SERVICE Turbo Kits • Big Bore Kits • Custom EFI & Carb Tuning Chassis Fabrication & Accessories Full Test Area On Site
780.460.9101 | 2-25210 TWP Road 552, Sturgeon County, AB www.abspow.ca
THE OKANAGAN’S #1 SNOWBIKE RETAILER AND RENTAL LOCATION SALES, RENTALS AND PARTS & SERVICE EXPERTS Offering new & used Timbersled & Yeti kits for sale and for rent. Local parts and services experts. Avalanche safety equipment sales & rentals. Highmark Airbags, PIEPS, BCA, TOBE & 509 Outerwear, Helmets & Goggles.
780.440.3200 | 5688-75th Street, Edmonton, AB www.cycleworksedmonton.com
VISIT OUR WEBSITE FOR MONTHLY DEALS AND SPECIALS. SHIPPING CANADA WIDE AND USA. Aftermarket parts for all snowmobile brands since 1974. KLIM, 509, HJC, HMK, CKX, GMAX, starting line products and RSI
250.549.2040 | 3006 - 32nd Street, Vernon, BC 250.763.2040 | 2781 BC-97, Kelowna, BC www.okanagansnowbikes.ca | www.innerspacewatersports.com
1.800.667.SNOW (7669) | 2414 Millar Avenue, Saskatoon, SK www.recreationsupply.co
HOME OF THE SPECIALTY X SILENCER & SPECIALTY SYNCRODRIVE
SNOWMOBILE TOURS AND RENTALS, GOLDEN BC
OUR FOCUS IS HIGH PERFORMANCE & REPAIR FOR ALL MAKES AND MODELS OF SNOWMOBILES, ATVS, UTVS, DIRTBIKES & WATERCRAFTS. From YAMAHA, SKI-DOO, POLARIS and ARTIC CAT we do what we can to take you to the extreme. Big bores, turbo kits, belt drives, parts, accessories, repair, insurance appraisals & more!
780.960.0571 | 90 Oswald Drive, Spruce Grove, AB www.specialtymotorsports.ca
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Cycle Works Motorsports Edmonton carries a wide selection of new & used inventory, including motorcycles, snowmobiles & ATVs. Plus RZR, RANGER and GENERAL from trusted manufacturers like Polaris, Indian Motorcycles, Victory, KTM, and Husqvarna. We also offer parts & accessories, repairs, out-of-province inspections, salvage certifications, insurance appraisals & more!
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Quick and easy rental process to allow you more time on the trails and in the mountains. We have one of the best mountain snowmobiles on the market today. The new Ski-Doo Summit X Gen-4 Rev 850cc make it even easier to maneuver in the mountains and the E-TEC’s 165 horse power motor lets you get anywhere you want. Extreme backcountry Snowmobile Tours and Kicking Horse Trail Snowmobile Tours right from the resort.
1.877.950.7533 | 1500 Kicking Horse Trail (Parking Lot #2), Golden, BC
www.rockymountainriders.com
P A R T S // S E R V I C E // G E A R // R E N TA L S
RIDING WITH RED DEER SINCE 1956! SELLING SKI-DOO SINCE 1965! Full service department and extensive parts & accessory departments to help you with all of your attire and sled needs. Your one stop shop for non-stop fun with Ski-Doo, Sea-Doo, Can-Am, Spyder, Honda, Suzuki, KTM & Yeti Kits.
CLASSIFIEDS
It’s all about the ride... NEW & PRE-OWNED, PARTS & ACCESSORIES Our dealership has a rock solid reputation of providing excellent service, support and satisfaction. We pride ourselves on giving our customers the best service available, the best parts and accessories, and a staff that understands all aspects of our business.
403.346.5238 | 175 Leva Avenue, Red Deer County, AB www.turplebros.ca
780.723.5775 | 53227 Range Rd 170, Yellowhead Country, AB www.riderz.ca
BC’S FASTEST GROWING SNOWMOBILE DEALER
We welcome you to our BRAND-NEW facility. We offer the best customer service around and specialize in exciting products including, BOONDOCKER TURBOS & TRUCKBOSS Decks!
A dealership owned and staffed by enthusiasts at the hub of some of the best mountain riding in the world.
AFTER HOURS PARTS CALL OUT TILL 11PM 780.723.4533 (OCT – MAR) OVER 50 YEARS OF COMBINED EXPERIENCE IN THE INDUSTRY.
Brands We Carry: TOBE, FXR, Klim, Snowpulse, BCA, Fox, Boondocker, SLP, 509, Skinz and many more.
We have a wide variety of new & used inventory, ranging from Snowmobiles, Generals, RZR, Ranger, Sportsman & Ace, and some exciting new products on the way! With a fully operational Parts, Apparel, Accessories & Service Department we can fill all your needs.
1.877.943.RIDE(7433) | 1455 Iron Mask Road, Kamloops, BC www.outlawmotorsports.ca
We are a team of enthusiasts who has been serving you for over 50 years. Recreational vehicles, motorcycles, mega boutique, counter parts, maintenance and repair shop, all under one roof to serve you better. Nous sommes une équipe de passionnés qui vous sert depuis plus de 50 ans. Véhicules récréatifs, motos, Méga boutique, comptoir pièces, entretien et esthétique, tout sous un même toit pour mieux vous servir. BRANDS WE CARRY / MARQUES QUE NOUS AVONS: BRP, 509, CKX, Tobe, FXR, KLIM, Fox, Titan, Oakley.
Laval: 6310 Mille-Iles Blvd | Mirabel: 18000 J.A.-Bombardier Ste-Agathe: 1300 Impasse de la Tourbiere Vaudreuil: 140 Aime-Vincent | Beloeil: 2109 l’Industrie Road Québec | 1.844.646.6676 | www.contant.ca
780.723.4533 | 213 – 63 Street, Edson, AB www.freedompowersports.ca
FULL LINE POLARIS DEALERSHIP. LOCALLY OWNED AND OPERATED. We carry a full stock of Polaris parts and accessories. We offer experience, fair prices, and a friendly atmosphere. We’re big enough to cover the broad range of equipment needs you may have, yet small enough to greet you on a first-name basis. Our goal is to provide quality products and service at an affordable price. Call or stop in today and see what we can do for you. You’ll be glad you did!
780.532.2210 | 12001 - 99 Avenue, Grande-Prairie, AB www.countrysidesports.com M OUNTA IN SLED D Er //
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| S END I T |
“
T his image really shows what it’s like to hang out with the Treadway family. After a morning of sledding through open meadows and having lunch in the quaint Tweedsmuir Cabin, we decided to go back out and build a track for four-year-old Kasper. He was hitting a jump and going farther each time, so after a few more laps we thought it might be a good idea for Dave to lay under the jump. Kasper didn’t even realize his dad was there, but he made the gap perfectly nonetheless.
”
– Photographer, Michael Overbeck
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SIDEWINDER X-TX SE 141 /// YOU DECIDE WHERE THE RIDE ENDS NEW STEALTH CONTROLS I 998 GENESIS TURBO ENGINE I FOX® ZERO QS3 SUSPENSION
CROSSOVER CAPABILITY WITH INDUSTRY LEADING POWER
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*Model may not be exactly as shown. Shown with optional accessories.