OSM 36.3

SUSPENSIONTECHNOLOGY

www.osmmag.com @onsnowmagazine

4 SLEDS FOR ANY CONDITION POLARIS 850 SWITCHBACK MATRYX SKI-DOO BACKCOUNTRY X 850 ARCTIC CAT RIOT YAMAHA XTX SE 146

LOCO LAKE EFFECT LIVERY RMK KHAOS SLASH RIOT X & FREERIDE

BREAKING A WORLD RECORD THE HENRY BIEDA STORY-PART 2

AVALANCHE 101 VOL 36 • NO 3 • $ 5.95

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FAC E F OA M

contents

44 FEATURES

44 56 12

BATTLE GROUND 146 TRAILS TO TREES, 4 SLEDS FOR TOTAL CONFIDENCE IN ALL CONDITIONS!

LOCO LAKE-EFFECT LIVERY THREE 146’S, FOR WHEN THE STORMS OF DECEMBER COME CALLING!

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

56 68 72 80

AVALANCHE 101 A PROVEN AND SIMPLE ROUTINE WILL REDUCE AVALANCHE ACCIDENTS

SETTING A WORLD RECORD THE HENRY BIEDA STORY - PART 2

SUSPENSION TECHNOLOGY AN INTRODUCTION: SERVICE OR REPLACE

88 GEARBOX 68

DEPARTMENTS 16 18 26 27 30 34 36 38 40 42 86 88 94 96

DRIFTS INDUSTRY NEWS SUDOKU WORD SEARCH LEVI LAVALLEE TAKE 5 ANCHOR OF THE MONTH FAB 4 LAWN ORNAMENTS SNAP DECISION INDUSTRY 411 GEAR BOX NBFSC REPORT OSM LISTINGS

80 ON SNOW MAGAZINE • VOL 36 • ISSUE 3

VOLUME 36 NUMBER 3

FOR ADVERTISING INQUIRIES CONTACT 1-888-661-7469 President & Publisher: Richard Kehoe Copy Editor: Rick Bloye Art Director: Darryl Aspin

Trail Users Using a right-of-way? For everyone’s safety: • • • • •

Respect landowners No camping or ﬁres Keep to edges of right-of-way Report deep ruts, damaged signs or unusual activity Contact us at: 1-855-458-6715 public_awareness@tcenergy.com

Production Manager: Tendra Crossman Advertising Sales: 1-888-661-7469 Director of Sales & Marketing: Andrew McEwan Coordinator: Jake Hudson Administrative Assistant: Sarah Day Photographers: Todd Williams, Rob Alford, Emily Wicklund, Taylor Batch, James Wicken, Rob Alford, Richard Kehoe, Tendra Crossman, Maria Sandberg, Shelby Mahon, Chris Burandt, Brian Caswell, Levi LaVallee, Kristen LaVallee, Museum of Ingenuity J. Armand Bombardier Archives, Mike Duffy, Andrew McEwan, Brent Geerlings Contributing Writers: Mark Boncher, Jeff Steenbakkers, Jason Kawczynski, Levi LaVallee, Chris Burandt, Tyler Swarm, Darren Desautels, Maria Sandberg, Rob Alford, Jordan Hammack, Richard Kehoe, Mike Duffy, Andrew McEwan, Brent Geerlings, Jake Hudson Subscriptions: 1-888-661-7469 or info@osmmag.com OSM is published six times a year by OSM Publishing Ltd. Office address and undelivered copies and change of address notice is: 27083 Kennedy Road, Willow Beach, ON L0E 1S0, Canada. Telephone (905) 722-6766. Printed in Canada by: Trade Secrets • Copyright 2021 OSM Publishing Ltd. All rights reserved. No part of this publication may be reproduced without written consent of the publisher. The publisher is not responsible for unsolicited manuscripts. Subscription rates for magazine (includes Trail Map Atlas) $19.00 per year, $29.00 for 2 years. $37.00 for 3 years.

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ON SNOW MAGAZINE • VOL 36 • ISSUE 3

POLARIS.COM

WORLD’S MOST CAPABLE CROSSOVERS

WORK HARD. HAVE FUN. REPEAT. We know our riders do both. And we’re not going to let anyone down on either front. What good is a sled that does work, but is boring to ride? It’s not very good at all. You know what’s worse? One that is boring to ride and isn’t capable of doing anything more than getting off the trailer. That’s why we build two of the most capable crossover sleds in the business. The new Matryx based Voyageur and the TITAN. Built to haul heavy loads, handle deep snow hill climbing and hard work out in the backcountry. And in true Polaris fashion... they do it with a high-performance attitude.

On trail, off trail, hauling or hauling. By yourself or with buddies. We’ve got sleds that’ll change the way you see work or play.

See the new 2022 Voyageur and TITAN at your local Dealer, hauling, two-upping or having fun.

©2021 Polaris Industries Inc. Photographed using highly skilled professional operators under controlled conditions. Polaris recommends that all riders take a training course. Do not attempt maneuvers beyond your capability. Always wear a helmet and other safety apparel. Never drink and ride.

drifts

Richard Kehoe

FULL STEAM AHEAD

he long-awaited season started out slow, but sled season is rolling full throttle now. We were on the move in the early season chasing the snow but now its here and we have been able to visit a lot of great destinations again. The guys have been busy chasing snow from Fort Mac to Jackson with many places in between. With last year’s ride schedule trimmed a little lighter than usual, it’s great to be back in full swing. One of our missed rides last year was one of my favorites, the White Gold in New Brunswick. Our entire crew was frustrated and disappointed when we learned we’d be missing that ride. However, better times are on the horizon and once again New Brunswick is on the Team Calendar for a feature destination ride. New Brunswick usually served as great meeting point for us as a group, as most of us drive out and some fly in, to meet up for an amazing sled trip. Over the years the fly in bunch varies from Minnesota and Wisconsin but has been as far away as Idaho, and we always pack a

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ON SNOW MAGAZINE • VOL 36 • ISSUE 3

lunch and drive out trailer and sleds in tow. This year our group will have a few “fly-ins” with Skallet and Logan arriving from Minnesota and Todd will be joining us from Wyoming. Over the years the OSM and STV crew has always be bringing riders that have never experienced the NB White Gold to the area. This year will mark the fourth time in the last six years that Dan has made it to New Brunswick and this will be the first time for both Logan and Todd. Sharing the ride and hospitality experience is something that we enjoy doing and look forward to year after year. We plan to check out the approximately 500 kilometers of new trails that have opened in the Christmas Mountains. You will be able to check out our ride in the Christmas Mountains later in the year on Snowmobiler TV, or on the STV YouTube channel when it’s posted. Until our next issue, I hope the snow piles up where you are, and you get a chance to get out and ride. Remember, nothing says, ‘I love you’ on Valentine’s Day quite like a snowmobile drive belt with a box of chocolates.

Check out our custom design FLASH gallery

news

TAIGA SNOWMOBILES ROLLING OFF PRODUCTION LINE Taiga is starting to deliver snowmobiles to customers with the first snowmobiles rolling off the line. “Today represents the shared dream and vision of our entire organization coming to life as the first snowmobiles come off the production line. I am proud of the demonstrated ability and perseverance from employees who together have overcome challenges as we navigate unprecedented supply chain volatility,” said Taiga CEO Sam Bruneau. “With the sleds soon ready for the snow, we are excited by the idea of our customers being able to ride on these cutting-edge machines that embody winter exploration without compromise.” Over the past year, Taiga has focused on ramping up production rates through several build and testing phases aimed towards improving manufacturing efficiency and quality in key areas including battery automation, chassis systems, propulsion and connected platforms. By leveraging its innovative clean-sheet design, scalable technology, and refined mass-production processes at Taiga’s 130,000 sq. ft. Montreal facility, 2022 will allow the manufacturer to increase vehicle delivery across its product line.

VP RACING FUELS PROMOTES DOLAN TO VICE PRESIDENT OF MARKETING VP Racing Fuels, Inc., recently announced the promotion of Ben Dolan to Vice President of Marketing. Prior to joining VP, Dolan was Director of Sales and Marketing at holding company UGGM, LLC, where he was responsible for the marketing and sales of the company’s five largest divisions, ranging from signage fabrication to diesel mechanics. He has over 20 years of marketing and sales experience across a broad range of industries. Dolan earned his BS in Marketing and MBA with a digital marketing concentration from the University of Dayton.

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NEW ELECTRIC PLAYER More and more companies are entering the electric snowmobile market we are starting to see more and more options, like the MoonBike. The MoonBike isn’t comparable to what we consider a snow bike like a Yeti or Timbersled kit on KTM or Yamaha as it is to a tracked E-bike. The MoonBike originates from a France, is made up of 200 parts but doesn’t have a chain or belt. Tipping the scale at a surprising 412 pounds, which also includes the batter and features a max speed upwards of 26 MPH with a range of 1 hour in sport mode and 1.5 hours in eco. Add a second battery and you will be able to reach 2-3 hours of joy on a groomed trail. Snowdrifts beware, the MoonBike is said to be capable of going through a foot of fresh Pah! Standard charging will take upwards of 5.45 hours and 3 hours on quick charge. Available in either white or red with an estimated cost of $8,500 US.

news

KE KELLY SHIRES GOES FULLY VIRTUAL FOR FU THEIR SNOW RUN TH

MOTORFIST OTORF OTORFIST INTRODUCES NEW MONOSUIT Normally products being released doesn’t make this part of On Snow Magazine however with the supply chain issues in the world we are excite to talk about products that are nto only being released but are available right now. Motorfist new and available monosuit, the BLITZ II MONOSUIT features their trademark eVent® Fabrics DVexpedition Outershell which is a durable all-weather waterproof membrane to keep the owner dry and comfortable while riding. The suits mobility comes from a stretch underarm and back panels, articulated knees, a raised back ankle cuff and YKK Aquaguard 4-way leg zippers with drop seat. The desig of the BLITZ II also took electornics into accunt with the addition of “warm pockets” which help retain battery life for electronic devices. Other key features include back and chest vents, integrated goggle cleaning cloth, adjustable lycra powder cuffs with thumbholes, drawstring at waist hem and collar, a tether D-ring at waist, and a removable lined 2L hood with shaped visor. This season available suit is available in four colorways in Regular sizes from extra small to triple chubby. With additional additional tall sizes. MSRP of $824.99

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

For the se second year the Kelly Shires Breast Cancer Snow Run will be held virtually again for 2022. Registration for the for Fun w is open and your Snow Run can take place at any time hybrid event ev during the month of February. However the group is planning an IN PERSON opening ceremony at Hidden Valley Resort in Huntsville, followed by the option to ride. There is not a formal ride but ON follow the route is mapped out on the trail (with signage) if you wish to follow it. it For 2022 you are welcome to ride with you own group of people including men. Yes, men are invited to join in the opening ceremonies and ride this year. The IN PERSON option is 100% optional and scaled back to opening ceremonies and a ride (on your own with a route pre-planned). The Kelly Shires Breast Cancer Snow Run’s intention is that EVERYONE is comfortable in their level of participation; participants can participate in the live event, virtual event, or both! For more information www.breastcancersnowrun.org

ARROWHEAD ENGINEERED PRODUCTS AQUIRES WPS The joining of WPS and Arrowhead Engineered Products combines the power of WPS’ established distribution network with Arrowhead’s additional brands and global distribution footprint. WPS dealers will continue to work directly with WPS for their distribution, sales, and service needs for more than 150,000 products and exclusive brands. Operation will continue under the same WPS name and from their same locations. Product offerings, dealer service and consumer support, will remain unchanged.

news

POWERSPORT ENTHUSIATE’S GRACELAND Royal Distributing just opened their fifth retail store in Kanata, Ontario. The new location at 5487 Hazeldean Road in Kanata, is the most eastern location of the five stores. Strategically and conveniently located minutes from the Canada’s capitol city and only a few kilometres from the Quebec/Ontario border makes it very easy to visit. Similar to all of Royal Distributing retail stores this location is a powersport enthusiast’s Graceland. For more information on the new location go to www.royaldistributing.com

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

ALWAYS READY FOR A SNOW DAY. THE 2021 FORD F-150 When conditions are rough, when you need something tough, smart, capable and productive you can rely on the 2021 F-150 to help get you where you’re going. Equipped with a high-strength, military-grade, aluminum-alloy body^ and an available 3.5L PowerBoost™ Full Hybrid V6 Engine that will take you and your toys to your destination. Once you’re there, you can wield up to a massive 7.2kW of exportable power with available Pro Power Onboard™. So, when you need to plug in and power up, the Ford F-150 has got you covered.

^6000-series aluminum alloy ©2021 Ford Motor Company of Canada, Limited. All rights reserved. Disclaimer: Professional driver. Closed course. Always consult the owner’s manual before off-road driving, know your terrain and trail difficulty, and use appropriate safety gear. Ford is committed to the preservation of the environment and treading lightly.

news SKI-DOO WINS ISOC SEASON OPENER With a New Year comes a new snocross season as the 2022 version of AMSOIL Championship Snocross got underway under the lights of Canterbury Park in Shakopee, Minn. The season opener lived up to the hype. Both fans and racers were getting their first look at their favorite riders, with many of them making a midsummer moving teams or jumping to a new brand or back to an old favorite. When the snow-dust settled on a night that saw temperatures drop below zero, it was a mix of After three straight championships, the seas of change offered up a tidal wave of news late this summer regarding current title holder Elias Ishoel. The Champ was changing teams and the voices of the naysayers grew louder with every passing day. Ishoel (Ski-Doo) took up right where he left off at the end of 2021 season and took home the over all win aboard with Polaris racers Emil Harr and Kody Kamm in second and third respectively. If you can’t attend all the races you can keep up with the top racers in ISOC and watch every event through live streaming www.snocross.com

THE OSM FIRST RIDE CONTEST IS ON NOW! Have you been #OnSnow this month? Send your First Ride pics to INFO@OSMMAG.COM. If you’re First Ride is published in the upcoming PEAK SEASON Issue of OSM, you’ll receive a Free OSM T-Shirt!

Let’s See Your First Ride!

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

WORD SEARCH - “ADVENTURE”

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ON SNOW MAGAZINE • VOL 36 • ISSUE 3

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Polaris recommends that all snowmobile riders take a training course. Do not attempt maneuvers beyond your capability. Always wear a helmet and other safety apparel. Never drink and ride. ©2021 Polaris Industries Inc.

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ON SNOW MAGAZINE • VOL 36 • ISSUE 3

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ON SNOW MAGAZINE • VOL 36 • ISSUE 3

winging it LEVI LAVALLEE

“THAT GUY”

“Girls want him, guys want to be him.” haha

hat decade did you start snowmobiling? I was lucky enough to start in 1990 and live through the prime of the Polaris Wedge! I swear, if you mention Indy; XLT; XCR; Ultra; Storm; or Triple Triple, anyone who lived through the 90s either had one (or multiple) or knew someone who did. My family had a handful of wedges over the years, and I became obsessed with them! I would study the Polaris brochure that folded open, revealing all

the models from each season. Most kids would put up posters of their favorite band or celebrity in their room, but I had Polaris brochures taped up in my room so I could look at them all the time. By the time 95 rolled around, I had started racing some cross-country races, and in 98, we had started chasing Snocross around the country and the wedges were phased out. I started focusing my attention more on racing, and less on what the details of the new sleds were, like the sticker on the

Adding a little variety to the collection.

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

We raised some money with FXR to donate to our local club.

trailing arm that signified it was a 97 XCR 440 versus a 98 XCR 440, or why the 93 XLT had chrome springs, but the XLT Special did not? Racing, jumping, and other projects have taken up my time since those days, but through it all, if I saw a mid 90s Indy, I would perk up, especially if someone is out flexing their muscles- 1990 Indy 650, 1991-92 RXL, or 93-95 Storm. Those sleds were untouchable in my mind, and I instantly believe that whoever owned

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one of those sleds is the pinnacle of tough, cool, and awesome, all together! I’m certain that the saying “Girls want him, and guys want to be him,” is about a guy on a Storm. And you know he has the matching leather because it was a muscle sled law to have a leather… Plus, it is said to give you another 3 MPH on top end… For some, 115mph just isn’t enough. Haha A couple of years ago, I started my journey back in time, acquiring my first wedge since the 90s, and purchasing a 93 XLT. It felt so good that I bought a 90 Indy 400 and 96 XCR within 2 weeks after the XLT. Over the course of the next 6 months, I got a couple of leathers (first ones of my life), and after wearing them I realized that I was ready to be “that guy”. It wasn’t the 412’ jump, double backflip, snocross championship, running through St Paul, or the many factory mod sleds over the years. No, nothing made me feel worthy of a muscle sled. What changed everything was a 27-year-old leather XLT coat that I bought off of eBay for $90. When I put it on, I was transformed, and I Instantly had a little more swagger in my step. I wasn’t there yet, but I knew I was ready to go there. After months of searching, that day I thought would never happen, happened. I became “that guy”. I now owned a Storm, but according to muscle sled law section 750.3.3, “All riders must wear matching leather coat to be official.” The search continued. I didn’t know what it took to be “that guy”, but I was in too deep to turn back now. Most would quit after the battles with stuck floats, fouled plugs, and the odor that a nearly 30-year-old, never washed leather gives off, but I fought through it. After much pain (in my back from lifting it on the jack stand) and burnt nostrils from the stench of my leather, I am proud to say, “I made it.” I am a muscle sled owner. It takes a lot to be “that guy” all the time, so I decided to get some other 440 XCRs, another XLT, and a mini muscle Indy 650, but it’s nice to know that when the odor of my leather sneaks up on me, I am ready to be “That Guy”.

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

First snow, first rip!

Snow is in the air!

Snow day for Lavin!

Making room for the latest memories!

Bringing some beauties home!

96 XCR Throw back Team LaVallee graphics looking good!

©Alija Bos

LONG WIDE WELL GROOMED TRAILS

SNOWWWILD.COM

take 5

PROWLERS

The word Prowl is a very predatory and means to move in a stealth like quiet mode normally in like an animal situation looking for its next meal. The word Prowler usually refers to a person that moves quietly, stealth like and secretly looking to commit a crime more often than not it’s a break and enter followed by a burglary. Police, older people, comic books, movies and even tv shows like Scooby-Doo have long been using the name “Prowler” referring to a person. Companies have also adopted the name Prowler, however their use of the name more often than not refers to an animal on the hunt looking for its next meal.

ARCTIC CAT PROWLER SIDE-BY-SIDE With the highly lucrative off-road market experienced a growth spurt in the 1990s and with motorcycle manufacturers leading the market and the important market share of vehicles. This growth spurt had the three of the four snowmobile manufacturers (Yamaha was already manufacturing ATVs) scratching their heads on why they were not already in the lucrative market like the motorcycle manufacturers were. This was a no-brainer decision as snowmobile manufacturers as Yamaha was already doing it. They all had strong dealer networks, supply chains, engineers, designers, factories, etc. and in 1996 Arctic Cat made the headfirst jump into the ATV market with success. Nine years later in 2005 they introduced their first side-by-side, the Prowler. The Prowler was a utility/farm use side-byside that featured two bucket seats, raised floorboards, 12.5”” inches of ground clearance and 10” of suspension. Other key features included a tilting cargo bed that was fully composite and could hold 600 pounds. Since Arctic Cat introduced the Prowler it remained in the line-up until 2017 when Textron purchased the company and renamed the vehicle. However, in 2019 both the Arctic Cat brand was reintroduced and also the Prowler name which now features three models, the Prowler Pro, the Pro Crew and the Prowler 500.

ARCTIC CAT PROWLER SNOWMOBILE Back in 1990 Arctic Cat came to the market with a new breed of Cat, featuring a 440cc liquid cooled engine producing around 65HP. The Prowler was designed to be a trail sled and later a special race model was released. It didn’t fair off to well against the competition on closed course racing or cross-country. The faring mounted windshield on the Prowler was the first snowmobile that Arctic Cat would try this on before moving it across the line-up to other models like the EXT, Pantera, Wildcat and Thundercat. Thankfully they abandoned the faring windshield for the model year 1994 and soon after they abandoned the Prowler snowmobile. While there was nothing really wrong with the snowmobile, customers opted for more appealing Arctic Cat models in the mid horsepower trail class like the Cougar, EXT and ZR.

PLYMOUTH/CHRYSLER PROWLER CAR

This car had a futuristic feel to it with a throwback look and it all based off a 1993 concept car. According to automobile guru’s the design came from a loose leashed engineers that were allowed to do anything they wanted to capture and deliver a “hot rod” from years ago. It does have a lot of “updated” similarities to the hot rod cars from the Capone era. However, it’s important to also note that also in 1993 when the concept was originally released it would have been on the heels the blockbuster movies Batman (1989) and Batman Returns (1992). If you take a long look at Batman’s car you might be able to draw some similarities. The Plymouth/Chrysler Prowler most powerful available engine was a 253 horsepower V-6 which gave the rear wheel drive, indy inspired, open wheel front wheeled car enough acceleration to keep drivers entertained. However, many wished that a larger big block V-8 engine would have been offered and production ultimately ended after five years. Production only ran from 1997 to 2002 for a total of 11,702 Prowlers.

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

NORTHROP GRUMAN EA-6B PROWLER AIRCRAFT

The Northrop Gruman EA-6B Prowler was a twin engine four seater designed for electronic warfare and was also capable of carrying antiradiation missiles. The primary use of the EZ-6B Prowler was to jam enemy radar systems, gather radio intelligence on enemy air defence systems and to command and control aircrafts for air strike missions. The aircraft was in service from 1971 but was disbanded at different times with the U.S. Navy, U.S. Marine Corp., and the U.S. Air Force through 2019. The Prowler was used in military conflicts of Vietnam, the Invasion of Grenada, the interception of the Achille Lauro high jacking, Desert Storm and as recently as the operations in Afghanistan, Iraq and Syria. Boeing’s EA-18G Growler started replacing the Prowler in 2009.

THE PROWLER MARVEL COMIC BOOK CHARACTER

Comic book collectors everywhere are thanking Stan Lee for his creation of the “Prowler”. The Prowler was first featured in the Spectacular Spider-Man (October 1980). In this Comic, the Prowler is a teenage genius named Hobart “Hobie” Brown. Unfortunately for Hobie, he didn’t have any superhuman powers but he was naturally inventive and created special “prowler technology”. “Prowler technology” was basically technical gimmicks such as small explosives, gas pellets, etc. Most recently, the fictional character named Aaron Davis played the Prowler in the Ultimate Comics: Spider Man #1 (November 2011). Aaron Davis didn’t have quite the run at being the Prowler like Hobie did. In the end, Davis sacrifices himself to help the world be a better place. Hmmmm… Sounds similar to Arctic Cat sacrificing their Prowler snowmobile to make way for the ZR 440.

POLARIS.COM

RIDE COMMAND BY POLARIS

STAY ON THE TRAIL. STAY IN THE KNOW. Do your part to keep snowmobile trails and riding areas open by only riding where you should. RIDE COMMAND partners with local trail clubs and associations to maintain and share the latest trail information. 3 WAYS TO CONNECT RIDE COMMAND technology is built into select sleds and you can access it on your favorite device. 7S DISPLAY WITH RIDE COMMAND Available on the all-new Matryx platform, the 7S Display features touch screen technology with integrated RIDE COMMAND GPS. RIDE COMMAND APP Bring RIDE COMMAND on the go on your smartphone or tablet with the free app. RIDE COMMAND WEBSITE Download and utilize the most up to date RIDE COMMAND data, plan your rides, and manage all of your tracks, waypoints, and more. You can even follow ride groups from home if you can’t make the trip! ©2021 Polaris Industries Inc. Polaris recommends that all riders take a training course. Do not attempt maneuvers beyond your capability. Always wear a helmet and other safety apparel. Never drink and ride.

POL_MY22-RideCommand-HP-Ad-OSM-Keyline.indd 1

11/18/21 3:16 PM ON SNOW MAGAZINE • VOL 36 • ISSUE 3

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

Anchor of the Month

NAME:

Arctica _________________________________________________________________

BIRTHPLACE:_____________________________________________________________ 2010 • Wenling, Zhejiang, China

Winter wonderland white, scary military grey or banana hammock yellow. COLOR:__________________________________________________________________ FRAME CONTRUCTION: _____________________________________________________ 100% pure steel

lbs DRY WEIGHT: 1058 ____________________________________________________________ ENGINE:_________________________________________________________________ 1500cc, 4-stroke, 4-cylinder EFI TOP SPEED: 75 _____________________________________________________________ kilometers per hour PRICE TAG: _____________________________________________________________ $12,300 USD

LENGTH: 150”, WIDTH: 60”, HEIGHT: 55”, SNEAKER SIZE: Twin 156” x 20” DIMENSIONS:_____________________________________________________________ NICKNAMES:______________________________________________________________ Bubba or the Big Betty

Twins and pogos TURN-ONS:_______________________________________________________________ Scales, aluminum, deep snow, inclines TURN-OFFS:______________________________________________________________ Anything heavy metal, especially Mega Death and Rob Zombie FAVORITE SONGS/MUSICIANS: ______________________________________________ deep-fried foods FAVORITE FOODS: Heavy ________________________________________________________ FAVORITE DRINK: ________________________________________________________ Cream heavy power shakes Eugene Levy,

FAVEORITE SAYING: ______________________________________________________ “You think you hate it now. Just wait till you drive it!” 1983, National Lampoon’s Vacation. SECRET CRUSH: The __________________________________________________________ sleek and skinny Yamaha VK 540 with a similar pogo front end, and

other more popular twin-trackers like the Ski-Doo Alpine with a single ski. ________________________________________________________________________ BEST ACCESSORY: ________________________________________________________ The troop trailer for an additional $1,000 bucks, you can haul an additional

six adults and gear. Don’t travel across ice, fully loaded. We all know how the Titanic ended. ________________________________________________________________________ IF I WASN’T A SNOWMOBILE I’D BE: A _______________________________________ shipping container at the bottom of the Ocean. WHAT I’M GOOD FOR: _____________________________________________________ The jury is still out, but packing snow would be one of them. DARK SECRETS: Powered __________________________________________________________ by a four-stroke, four-cylinder, 1500cc engine that spins two massive 20” x 156” tracks,

____________________________________________________________________________________________ making the Arctica one the largest snowmobiles ever produced. We think that it was quite possible that this behemoth ____________________________________________________________________________________________ was originally designed for elite military reconnaissance, and also as a remote troop mover in the snow and mountain ____________________________________________________________________________________________ regions. This all seemed like it would make sense until real-life testing in 2010. Early testing would have revealed that ____________________________________________________________________________________________ the Arctica was not the deep-snow-climbing monster that was originally thought. Although it had two monster tracks ____________________________________________________________________________________________ out back for floatation, the vehicle’s dry weight of 1,058 pounds was simply too much in the fresh POW, not to mention ____________________________________________________________________________________________ that the Arctica lost all of its playful “nimbleness” when taken off-trail. Although the Arctica with it’s 1500cc EFI engine ____________________________________________________________________________________________ would have been able to pull the fully loaded six-troop trailer into battle, it would have been a slow commute. A packed

________________________________________________________________ trail would be required as the gross weight of the combined snowmobile and loaded trailer would be well over 1.5 tons. As ________________________________________________________________ a result of the weight, the manufacturer recommends not to exceed 30kph while towing. The four-ski, tip to ski-keel ________________________________________________________________ trailer design might prove to be dangerous if the rear ski’s keel (facing forward) stuck in the snow like a dart. All in all, ________________________________________________________________ this combination would not be a winning one for any military, especially Grenada’s. As a result, we believe that if any ________________________________________________________________ military wanted to use this combo, it would be best served by dropping it out of an airplane without a parachute, hoping ________________________________________________________________ to simply crush the enemy. While we are still looking to see a 1500cc Arctica in action somewhere on the world’s Snow ________________________________________________________________ Belt. Our suggestion for this vehicle is that it could be used as a small trail groomer machine, or along with its troop ________________________________________________________________ hauler, it could easily replace the romantic horse and carriage at resorts around the world. ON SNOW MAGAZINE • VOL 36 • ISSUE 3

JEFF STEENBAKKERS For this edition of the FAB 4 we caught up with non other than the Host of Snowmobiler TV (STV), Jeff Steenbakkers. Jeff grew up in eastern Ontario’s Ottawa Valley in a “racing family”. Over the months without snow, the Steenbakkers would travel around the eastern seaboard racing cars and tractors, so it should come to no surprise that when those toys went away for the season, snowmobiles would come right out. Jeff’s snowmobiling career started over forty years ago when he first started to ride but his first industry job didn’t come until the mid 90s. He landed his first industry job with his family’s long-time friend and owner at the time of SnowTrax Television, John Massingberd. While there Jeff’s role dramatically increased over time to becoming one of the hosts of the show. Sadly in the mid 2000s John passed away, the business was sold and shortly after Jeff moved on, taking some time away from the powersports industry. He wasn’t gone very long before the industry came knocking, and he returned to the industry attending Snow Shoot and riding for the cameras once again

1990 Polaris Indy 650

I bought this sled with the help of my parents in 1992 and have had it ever since. It’s even been seen from time to time on STV. This was the sled that made me a hardcore Snowmobiler.

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with OSM until 2017 when he returned to a familiar role. He returned to hosting Snowmobiler Television (STV). Today he is responsible for hosting and creating the content for the show along with a great team of people which help bring STV to life. Jeff rides mostly in the Ottawa Valley area and is lucky enough to leave right from his house on some of the best trails in all of Ontario. Although if you ask Jeff where he likes to ride most, he will most likely tell you northern New Brunswick. In his words “The trails there are simply second to none. It always feels like an adventure in New Brunswick”. Jeff’s most recent snowmobile crush would be his triple-triple monster sleds, and his garage is full of them. If you have yet to catch up with Jeff on the trails or lakes swapping out BR9-ES sparkplugs on his fleet of old triple-triples you can catch him on numerous networks and even on the STV YouTube page all winter long. And with that we asked Mr. Steenbakkers, “What were your four most memorable snowmobiles of all time?”

2019 Yamaha SRX

This was in the OSM/STV fleet sled that year with some secret sauce added by Precision EFI. It was a trail sled only but I really liked the way it handled, sounded, and definitely its speed. It was the color that all Side Winders should be, BLUE.

All the ﬁrst-generation Ski-Doo REVs

I was there for the press introduction and remember being blown away at what a snowmobile could be. That first ride aboard the MXZ 800 Rev is something I’ll never forget. It changed the industry.

1980 Ski-Doo Citation 4500

This was the first sled I was ever on and can remember. It was my grandfathers and I have a distinct memory of being on that sled as a kid traveling around the lake at their cottage. That sled meant so much to all of us that it is still in the family!

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lawn ornaments The fever for Lawn Ornament has never been higher. We’re not sure if it’s because there are so many out there, striving to be professional photographers, or if it’s for the free t-shirt for your troubles (it’s probably the cool t-shirt). We thank you for ﬁnding the rusted and forgotten buggies behind the garage, to those-near-mint, centre of the lawn types, and the modern rides left out back just waiting for snow. We want to see the lawn ornaments in your neck of the snowbelt; snap a photo and send it in. If your photo is selected and published, you will receive a freshly screened OSM t-shirt. Email your pics to our man Jake at info@osmmag.com Remember, curb appeal is nice...snowmobiles are better.

From Deep Within Mother Nature Bruce MacDonald from Ontario sent us a photo of this no-mobile that he found deep in the woods. It’s unclear if there is a track buried in the forty years of leaves or not, but one thing is for sure - and that’s, this baby isn’t going to fire up after a few pulls! And we’re sure she won’t drive her way back to the showroom. It’s obvious that the earth is slowly reclaiming this ski and seatless prize.

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You never know what might be hiding on your own property. Mark Boncher’s father-in-law mailed this find into head office. Recently MB’s father-in-law was clearing a piece of real estate and this old Moto-Ski emerged. Battered by dense brush, thankfully protecting it for decades, this snowmobile was once again to see daylight. The clearing reveled a sever case of moss that had been growing all over the poor girl. Not sure if a few soap scum remover baths will clear up the outbreak. But we hold hope.

Fall Snow We always like driving around after an early fall snow to see all the “keeners”. Clearly the “in-between” season is evident with the driveway having both a boat and a few sleds. Being said you know these are both runners and ready to ride when the snow stays as the owner has properly secured a tarp on them. Sadly, we can’t say the same for the boat.clearing reveled a sever case of moss that had been growing all over the poor girl. Not sure if a few soap scum remover baths will clear up the outbreak. But we hold hope.

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snap decision

CLAY WILSON Triple Point Carbides Clay’s love for this sport started very early, thanks to his parents being entrenched in snowmobiling. Their deep-rooted passion for the sport is what lead to both Clay and his brother, Clark’s trip down this snowy path of being in the snowmobile industry. Clay’s first snowmobile was an 80cc Yamaha Sno Scoot and like most things in life, as you grow older, so does your knowledge and the size of your snowmobile. Clay went through all the steps and many in-between, from his Sno Scoot to other two-stroke snowmobiles before ending up on big, turbo four-stroke snowmobiles, all at the same time as his brother and business partner Clark Wilson. For Clay, there is really nothing better than getting on a sled, squeezing the throttle, holding on tight and forgetting about his worries. While he and his brother were out riding on one of these experiences, they started thinking and looking for better ways to improve the handling and steering of their sleds. Around 2004 is when they found and started running Bergstrom Skegs triple point carbides on both their sleds. And nobody, not even them, would have guessed it at the time, that many moons later they would end up being the actual owners of Triple Point Carbides. As Clay puts it, “It’s just one more reason to love this sport!” And with that, we fired five questions at Clay. Race one? Collect one? Wreck one? Ride one? Sell one? And Go!

RACE ONE 1999 ZR800 Arctic Cat Triple Triple Probably one of the first 800cc sleds that I drove, and I never got to really let it fully stretch it legs. The low to the snow profile and just straight-out raw power at your thumb is just one of the reasons I would love to send it on this wagon, plus the sound was straight-out awesome!

COLLECT ONE 1988 Yamaha Sno Scoot SV80E What can I say, it was my first ride? It left me wanting more. I loved the kick-start, but we did have the electric start option growing up. Even today, it would still bring that smile and joy to my face that sparked that fire in me years ago!

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WRECK ONE 2013 Arctic Cat F1100 Turbo When this sled came out in the new Pro-Cross chassis, I had to have it. Although it wasn’t the lightest sled, it was a rocket! The problem with this hog was being able to use all the power without sending my belt sky high. Of course, going for a ride was always a good time, but I was spending a fortune to keep the party going on belts, which was its major downfall.

RIDE ONE

2022 Ski-Doo 900R Turbo Being a four-stroke turbo lover, I would love to spend some seat time on this sled to compare it to what I’ve already had, and maybe even head to, or think of heading to a new whip. There is a major emphasis on the “think” part. I’m not sure if I’m ready to hear about changing brands from my group of friends. Well…maybe just my one of my buddies, Baby face! I always say if you have not had the chance to experience the pull of a turbo, make the time - it’s worth it!

SELL ON E

2011 F800 Sno-Pro I would class this sled as the one that got away. 2011 was the year this sled was featured on the front of magazines with the green on green and black accents, so I just had to have it. I also put the green chrome windshield and hand guards on it. This sled pretty much had it all. I rode this sled like a rental and just couldn’t hurt it. It was comfortable, looked amazing on the snow, and most important of all, it was faster than my big brother’s matching “oranged” out one. This sled is one I wish I could have back, but also would have full confidence in selling it - it was super reliable.

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ust go man! BY MARK BONCHER No, not like Lloyd in the movie Dumb and Dumber, but if you just want to get out there, the examine here are the right ‘too sleds we ls’. If you are looking to ride trail s all day long or want to boondo through the trees and powder ck for 8 hours straight, then you big muscle under the hood. The need a 146-inch-long sled with some Polaris 850 Switchback Matryx Assault, the Ski-Doo Backco the Arctic Cat Riot, and the Yam untry X 850, aha X-TX SE 146 are the 4 sled s you should be looking at. It is interesting to see that this group of sleds now makes up much of the ‘meat’ of the snowm but it’s not surprising though obile market, as more people want more out of their sleds. More capability want, more power, more opti to go where they ons, more adjustability, and ultim ately, to make their riding exp versatile. If you’re spending $15 erience more -$20K on a machine, I would want that too!

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SWITCHBACK FREAKIN’ FUN!

ou cannot help yourself on this sled, you just gotta hit the powder, then stand up a wheelie across 10 moguls on the trail! The Switchback has a legendary name for fun, and the new 2022 in the Matryx chassis takes it to another level. The power-toweight ratio on this sled is something we’ve discussed for years, and the lack of rolling resistance makes this sled, skid, motor combo one of the fastest overall sleds on the trail, lake, or anywhere. Even with a 2.0 -inch lugged crossover track (fully clipped), this sled works as a cross-country racer, easy trail rider, or offtrail powder hound. The IGX rear skid is

amazingly good on the trail, with a tippedup rail profile that allows maximum traction off-trail and a smaller footprint for maneuverability and exciting transfer on trail. The 165 horses from the Patriot 2-stroke twin liquid-cooled Cleanfire motor puts the power straight to the snow. At only 476 pounds dry, you get a lightweight aluminum and carbon fiber chassis that is strong and durable but is also easy to flick around in the air, through moguls, in the deep snow, and anywhere else. Helping to tame the corners, big bumps, and soft landings is the Matryx Independent Front Suspension with WER coil-over adjustable shocks that have a big 2-inch

diameter. Shocks in the IGX rear suspension include a similar WER Velocity shock in the in the rear, and a WER 2-inch diameter C/A shock in the front of the skid. It is important to note that this sled was available with 4 track options from a Cobra 1.352-inch to a Cobra 1.6-inch, to an Ice Cobra 1.6-inch, and finally the 2.0-inch Crossover. Honestly, if you ride more trails, I would go with the 1.352-inch and use conventional studs or go straight for the 2.0-inch with no studs if you do more off-trail. If I were Polaris, I would have offered only a 1.5-inch in between with pre-marked holes for conventional studs. But that’s being pretty picky!

YOU COULD SERIOUSLY WATCH A MOVIE ON THE NEW POLARIS GAUGE AND NOT MISS ANYTHING, IT’S THAT BIG! BUT ALSO VERY USER-FRIENDLY.

THE IGX REAR SUSPENSION HAS A WER VELOCITY REAR SHOCK AND WER 2-INCH COIL-OVER SHOCK IN THE FRONT.

LED IS THE NAME OF THE GAME WHEN IT COMES TO LIGHTING THESE DAYS AND THE POLARIS LAMPS GIVE INCREDIBLE SIGHT DISTANCE AND DISPERSION.

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THE PATRIOT 850 MOTOR IS ONE OF THE STRONGEST AND MOST WELL BUILT 2-STROKE MOTORS IN HISTORY, AND THE POWER AND FEEL GIVE YOU GOOSEBUMPS!

The new Smartwarmers on the handlebars are standard on this sled too… along with a lot of other cool features. But as a guy who has had issues with frostbite on my hands, having these new warmers that stay at the desired warmth is fantastic. Might be one of the best new things to come out for my personal riding enjoyment in a while. All the gadgets and fancy gauges are great, but at the end of the day, if you are cold and miserable, or too hot and miserable, it is not enjoyable. We’ve spoken numerous times on the ergonomics of the Matryx sleds being narrow, and easy to move around on, with greater mobility in multiple applications. The Assault is no different. However, being a crossover sled, I find this to be even more important. I know many people in Northern provinces, and states like Maine, Minnesota, and more who use Assaults as their ‘everything’ sled. They use it for performance riding, utility work, family days, and more. Being able to move around with a kid onboard or getting on and off to pull an ice-fishing sleigh, or even getting friends unstuck, are bonuses not often talked about. Plus being less tired

850 Switchback Matryx Assault

at the end of the day because you did not have to work as hard while you were riding makes life just easier. From a rider’s standpoint, three things really stand out when you spend a day on the Assault. One, the 850 motor is super snappy, and every bit as strong as Polaris claims… which is not always the case with OEMs. Two, it is much better on the trail on big bumps than the previous chassis… you no longer have issues with oddly spaced bumps where your rear bumper wants to pass you. Three, it is extremely capable off-trail in deep snow and beefy enough to take jumps, drops, or whatever you throw at it.

THE COBRA 1.6-INCH LUG TRACK IS A FANTASTIC ALL-AROUND TRAIL OR DEEP SNOW SLINGER.

If you are looking for one of the easiest sleds to ride, on and off the trail, the Matryx Assault is at the top of my list. All the Matryx chassis sleds are even easier to ride than the coveted AXYS platform. Riding this sled off-trail, you’ll feel like a professional. It is extremely predictable to get on edge and requires little effort to get there. I love the narrow profile of the chassis for stand-up riding, and you always seem to be in the exact correct position when moving from sitting to standing. My only suggestion would have been to give it a slightly narrower ski stance or an adjustable setting to fine tune it to each specific day. On the trail she is well behaved, and you will have no problem keeping up with the group due to its razor-like precision handling, and the big power that the 850 motor puts out. With the tipped-up rails, you don’t really feel any difference between a Polaris 137” track to this 146” on the trails, so why would you ever buy a shorter tracked sled if that was the case?! I think the Polaris folks know this well, considering the expansion of the XC 146 line this year. So, you can count on seeing a lot of Polaris 146” sleds ripping over the trails this winter.

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BACKCOUNTRY IS THE CORRECT MONIK

f you are looking to name sleds the right way, then look no further than the Backcountry line of sleds. These do exactly what is promised and allow you to access areas that trail sleds just do not do well in. Ski-Doo’s Backcountry X 850 is one of my personal favorite sleds on the market. As a spring-buy sled, there was the option of a Cobra 15” x 146” x 1.6”, Ice Cobra 15” x 146” x 1.6”, or Powdermax 16” x 146” x 2.0” track. I would personally choose the wider 16-inch wide and deeper lugged 2.0 Powdermax. This track is amazing, and I’ve spent numerous occasions riding this sled through steep and deep powder in the Rocky Mountains, and it is an over-achiever. The 2.0 lug is

also just fine for running trails, especially with the ski stance adjusted to the wider setting. You’ll enjoy a truly 50/50 crossover without giving up much of anything on or off trail. With a 7-8 percent larger footprint and 20 percent deeper lugs, you can instantly feel the increased off-trail ability of this track. Narrow up the front end from the wider 40.2 inches to the narrower 38.4 inches and you’ve got yourself a ‘very easy to sidehill’ little mountain sled with lots of track-speed. Pulling wheelies and popping off pillow top powder jumps is a blast with the shorter 146-inch length of this sled off-trail.

New for 2022 is the addition of two LinQ base mounting kits for the Backcountry X 850 coming standard. These kits are absolutely necessary for the putting on of any of the massive array of accessories, from hard/soft storage bag kits to gas caddies and more. You also had an option of the new Scandinavian Blue and Orange Crush color-way or an all-black version. Winning in the power-to-weight ratio has also always been a staple of the backcountry sleds, and the X model is no different. Tipping the scales at 462 pounds dry weight, this is one of the lightest and best-balanced crossover sleds on the market. You get all the benefits of pushbutton start, reverse, and Ski-Doo still has

WE’VE TALKED A LOT ABOUT THE EASE OF USE OF THE SHOT STARTING SYSTEM, AND ONCE YOU PULL THE CORD ONCE AT THE BEGINNING OF THE DAY YOU WILL HAVE QUICK PUSH-BUTTON STARTING FOR THE WHOLE RIDE.”

DS2 SKIS ARE SOME OF THE MOST COMPLIANT AND ALL-AROUND VERSATILE SKIS OUT THERE. WE’VE PUT THEM ON EVEN SHORTER RENEGADE SLEDS IN THE PAST AND REALLY ENJOY THEM.

DIAGNOSTICS ARE EASY TO SEE ON EVEN THE 7.8 INCH PANORAMIC LCD DISPLAY.

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Backcounttry Backcountry X 146

the only direct-injected 2-stroke sled on the market, which translates to better than average fuel and oil economy, no smoke, easy throttle pulls, and a very quiet ride. The transmission on the Backcountry is also smooth and utilizes a pDrive primary and QRS secondary clutch. There is the newer venting system on this sled as well, to cut down on heat buildup in that area and extending belt life. There were issues a while back with belt heat on the 850’s, especially in off-trail and mountain applications, but that was addressed by the engineers at Ski-Doo quickly, and has been for the most part, well resolved. This is a standard 2.86 pitch on the track drivers as well, so if you want to change tracks out for something else, you will have plenty of options. Up front is the Ras3 suspension that has 8.7 inches of travel and HPG Plus shocks. There is the very durable and high performing cMotion rear suspension. The cMotion is still one of the best crossover skids in the industry, and with a KYB Pro 36 easy-adjust rear shock, you’ve got plenty of adjustability too. Travel in the back is 9.4 inches.

If you like crossovers, then all I can say is the BCX sled is a must for your garage this season. When talking about the “Crossover” snowmobiles in the industry, we stamp these respective machines as 50/50, 80/20 and so on. My take on the Backcountry X is that it’s a 90/70 sled! Yes, that doesn’t add up to 100%, but this sled isn’t a crossover where you’re compromising one thing for another. Its 90% as good as any other trail specific sled and can do 70% of any off-trail riding.

THE 850 E-TEC 2-STROKE MOTOR IS STILL THE MOST ADVANCED NATURALLY ASPIRATED 2-STROKE YOU CAN BUY

Other than a few upgrades, this Gen4 chassis sled is basically unchanged for 2022, and still has the venerable DS2 skis, trail performance seat, and still has the optional SHOT starting system available if you want to save a few pounds as well. If it were me, I would order this with the SHOT every time.

With the X-package, you also get a thousand dollars’ worth of other great options that don’t come included with the standard Backcountry, for only a few hundred dollars more… this is a great deal! I would choose the 16” wide track, which gives you more footprint on the snow than a 15” x 154” mountain sled… but is stiff and durable for trail use and will never curl over on itself like some mountain tracks on hard-pack or trails.

OF ALL THE CROSSOVER REAR SUSPENSIONS, THE CMOTION IS STILL ONE OF, IF NOT THE BEST FOR ON-TRAIL STABILITY AND OFF-TRAIL MANEUVERABILITY. ON SNOW MAGAZINE • VOL 36 • ISSUE 3

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RIOT IS A PARTY ON THE SNOW

sled that can supply a ripping good time anywhere and at any time, the Riot is like constantly having your own personal party on skis. We were able to get our hands on one of these for an extended timeframe at the end of last season and will have it again as a demo unit for this season. Needless to say, we’re loving the new ATAC adjustable on-the-fly suspension package! Soft setting for easy trail cruising, medium for all around terrain, and firm for the days that the moguls seem to be never ending and you just want to bang through them as fast as you can. This sled is literally a beast that can handle whatever you can dish out. The Fox Zero iQS shocks in the front ARS II

suspension, and in the rear shock of the uncoupled Cross-Action 3-wheel rear suspension gives you all the capability of a snow cross racer and the luxury of an all-day touring sled. With 9-inches of travel in front and 13.5 in back of this sled, plus other shock options give you the ability to build this sled to handle the terrain, however you would like. The 15” x 146” x 1.35” inch track is a little on the small size for super, off-trail riding, but it does the job and is one of the most durable crossovers tracks available. One thing we like about this Cat is the optional accessories including the Pro Mountain front bumper. We feel like this is more like a necessity given the way this chassis is designed. The front is fairly

exposed, and this bumper is really heavy duty to take on any stump, branches, or other concealed things you may hit while exploring. Speaking of reinforcements, you’ll get trussed up running boards standard on the Riot for those hard landings off jumps, or the unexpected gout mogul in the trail that you stand up for at the last second. Power is transferred through the ADAPT system. This CVT is better than previous designs at keeping constant belt tension and adjusts to allow for better belt wear and decreases heat in the clutch area as well. The result is a smooth power delivery that diminishes the hard engagement that often happens with big twin 2-stroke sleds like this one. The 8000 CTEC2 motor is

YOU CAN ADJUST THE SKI STANCE ON THE RIOT, WIDER 43.5 FOR ON TRAIL, NARROWER 41.5 INCH FOR EASIER SIDE-HILLING OFF-TRAIL.

THE ARS II FRONT SUSPENSION COMES WITH FOX ZERO IQS SHOCKS AND THE ATAC ADJUSTABLE ON-THE-FLY SYSTEM.

YOU GET MOUNTAIN CAPABILITY FROM THE G2 PROCLIMB OFF-TRAIL ORIENTED DEEP-KEEL SKIS.

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Riot 8000

certainly one of the veteran motors in this group, but it creates plenty of ponies to keep up with almost any 850. We also enjoy the adjustable ski stance on the Riot, which goes from 41.5 to 43.5 inches. It really helps to narrow this sled up when riding off-trail, and it makes gliding through trees or picking your way through obstacles much easier. Combine that with the G2 Mountain ski and you’ve got the option of either an aggressive trail front-end, or a narrower off-trail front-end. It would be very easy for us to put the Riot X onto this battlefield as well, but certain aspects of that sled make it more of a mountain sled than a crossover 50/50 sled. Most namely, the Alpha monorail rear suspension which is truly aimed at deep snow riding and is not a trail or crossover skid. In addition, the 2.6-inch Powerclaw track is much more of a mountain track than a trail track. Finally, items like the AMS mountain front end and narrower 39.5-to-41.5-inch adjustable ski stance are made for off-trail maneuvers mostly, and not hitting stutter bumps in the trail at pace. We thought it important to note these differences, and it’s certainly not a discount to the X or any other sled as we love ‘riot-ing’ with it all over the outback.

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We were given this sled for the last few months of the 2021 season, so I was able to spend a lot more time on it than we typically get on most others for review. Honestly, I really was hoping to see a new kitty chassis for 2022, so I may have originally formed my opinion about this sled as somewhat negative. But I was able to take it to some great places with all different types of conditions and could really dial it in to my comfort level. It’s certainly not quite as easy to roll into a power turn like some of the other crossover sleds in the market, but it’s more than capable to follow your group in the deep.

THE 1.35-INCH LUGS ON THE RIOT’S TRACK WE TESTED WERE NOT AS DEEP AS OTHERS, BUT YOU CAN GET THE 1.6-INCH LUGGED TRACK ON THIS BAD-BOY SLED, NO PROBLEM.

A REAR RACK AND PLENTY OF OTHER ACCESSORIES ARE AVAILABLE FOR THE RIOT TO CUSTOMIZE YOUR RIDE.

Where I found it to really shine was on the trails and hard pack off-trail. Our model was equipped with the ATAC, and after a few days of riding and tweaking it a bit, I fell in love. Coming fast around hard turns where you’d expect ski lift, it laid down perfectly flat. Navigating up steep, hard-packed, late season mountain snow couldn’t have felt more comfortable, especially when watching my riding buddies struggle in the conditions on their full-blown mountain sleds. Of all the crossovers we reviewed, I feel that this might be one of the best on the trail, and certainly can get what you need done if you choose to go off-trail.

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YAMAHA WINS THE PONY RACE

t’s the most repeated record skip in the industry, but the Yamaha XTX-SE 146 still has the most power under the hood of any sled on the 146-inch battleground. We had the 2021 version of this sled as a demo all of last winter, so we know it very well, and it is mostly unchanged for 2022. Three things we really enjoy about this sled are the skis, the narrow front end, and the track. The Yamaha Mountain skis are wide, the keel is deep, and they float on the snow very well. More importantly, they are predictable, which is necessary to make deep snow maneuvers on a big powered 4-stroke sled that is heavier than the comparable 2-strokes. Weight is al-

ways an issue when off-trail, but the turbo EFI 3-cylinder Yamaha powerplant creates 200+ horsepower, so if you are looking at ‘power-to-weight’, then this sled actually compares quite nicely. The narrow front end at 40-inches gives you a lot more agility when picking through the trees in the backcountry. Plus, you don’t really give up much in the way of trail performance. The deep keel on the mountain ski really allows you to rail around the trail turns. You may have to use a little more body English if you are a smaller rider, but one of our women test riders easily piloted this sled down lots of trails last winter, and she is a buck-ten and only 5’1” tall… so if she is comfortable keeping up with the fast riders in the pack, then

I don’t want to hear excuses or complaints from anyone else! The 2-inch Camso Challenger track that rolls around the Versattack 146-inch rear suspension is also a game changer. It is a perfect on/off trail track and again, with the power generated from the turbo motor, track-speed is just incredible! One off-trail hill-climb attempt in particular called for me to pull a wheelie across a snowed-over creek, then follow a 165-inch mountain sled straight up a technical hillclimb, in 2-3 feet of powder. The XTX-SE created so much track speed that it easily made the climb, and after a couple more times up and down, it actually made a path for the rest of the true 155-inch mountain sleds to come up.

THE BUMPS FADE AWAY WITH THE HELP OF FOX ZERO QS3 SHOCKS ON THE XTX-SE.

THE ICE BLUE AND JET ORANGE NEW COLORWAY ON THIS YAMAHA REALLY POPS AND WILL GET YOU NOTICED.

A MOUNTAIN GRAB BAR AND HANDGUARDS COME STANDARD HERE AND ARE BOTH VERY WELCOMED ADDITIONS FOR BOTH RIDING, AND COMFORT.

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XTX-SE 146

The Fox QS3 1.5 shocks up front do the job and are easily adjusted, whereas the larger 2.0-inch Fox Zero QS3 shock in the rear of the skid is built to take hard hits and smooth out the big trail bumps too. The uncoupled skid transfers well off-trail, and there is a tapered, more mountain targeted tunnel above it. Other endearing factors on the XTX-SE include a mountain seat for more rider mobility, and of course, the push button start and reverse option. The taller steering post and 5.5-inch riser with mountain grab bar are also off-trail attributes that make your day easier. We have no problem putting this sled up against any other 50/50 crossover on the market… because we’ve done it!

I love to go fast, and anytime I can get the opportunity to ride the 200+ HP Yamaha turbo, it never fails to excite. The XTX SE is quite a different animal than the XTX LE. Overall, I feel this sled falls in between the XTX LE and the Sidewinder MTX (that is no longer offered). Now I’m sure you already know that this is the heaviest in the lineup, but it still offers an awesome power-to-weight ratio, so squeezing the throttle sheds those pounds in seconds. Having a turbo is so nice when going up and down in elevation – no clutching changes or adjusting clickers as you go up. The power is always there, and this really keeps you out of trouble when you start that hillclimb to the top… you don’t run out of power like with naturally aspirated sleds.

IF YOU ARE LOOKING FOR A BEEFY, DO ANYTHING REAR SKID, THEN THE VERSATTACK 146 REAR SUSPENSION WITH A FOX ZERO QS3 SHOCK IN THE BACK IS THE WAY TO GO.

One Rider’s Choice I’m just one of many thousands of riders out there that has put time in on all kinds of crossover sleds. But for my money, out of all of these, I would be looking at getting a new Assault if I had the coin. After that, it becomes more of a ‘what type of rider’ discussion, but the Assault fits the bill for just about anyone. For the record, none of the OEM’s pay us poor, lowly test riders… but we are still almost always smiling under our helmets!

On the trails, the longer track really helps balance out the front weight and make it feel a lot shorter than it is. Having a slightly narrower ski stance than the standard XTX does give a bit more lift, but it’s certainly manageable and a must needed trade-off for off-trail mobility. If you want a 4-stroke turbo crossover ‘mountain capable’ sled, this would be your best, and frankly the only option for 2022.

ALL YAMAHA SLEDS ALSO COME WITH A TETHER, WHICH IS A MUCH APPRECIATED SAFETY ASPECT.

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BY MARK BONCHER

ct snow! aise your glove if you love lake-effe Great Lakes and having the nd arou d raise As a guy born and trees in Ontario; Quebec; ridden countless miles of trails and n; New York and more… onsi New Brunswick; Michigan; Wisc rs phenomenon. For -love snow this to well, you could say I’m addicted n to understand that my wife’s hometow those out West, it’s sometimes hard I nd. grou the on snow of feet have five of White River, Ontario will regularly ie Mar met, Tug Hill, Hurley, Sault Ste. can name dozens of towns like Calu Great Lakes snow-producing power. the of ts fi and more that reap the bene n notice of the thousands of riders In recent years, the OEMs have take g where the lake-effect guns can ridin who primarily seek out legal off-trail built le storms. The manufacturers have generate a few feet of snow in sing , Now s. sled rail on-t to rail call 70/30 off-t more and more of what we would and a esot Minn like es plac in live s who these sleds are also great for rider s a couple of times a year. Or even trailer out West to the Rocky Mountain are willing to make the 20-hour drive guys like us that live farther East but to ride the POW at elevation. more maneuverable deep-snow foThe newest batch of these shorter, 146, ris 850 RMK Khaos Matryx Slash cused sleds include the new Pola e them a e notic ’ll You 146. X ic Cat Riot Ski-Doo Freeride 146, and the Arct this ve all the 146 versions, as we belie here that we rode and compared eted. Let’s dig into these three! targ r buye of length best suits the kind

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Big Paws on this Kitty!

he Riot X from Cat has a heckuva track and rear suspension on it. That’s really the focal point of this sled because the big 15” x 146” x 2.6” lug Powerclaw track is made to spin the snow. If you like carving up long lines through the white stuff like a Rockstar, then this sled is your Ozzy Osbourne. Just like Ozzy, the Alpha One rear skid shreds, and you will have the ability to tune-up any tight-stringed tree line or thrash the powder in an open

meadow till your heart is content. The 146inch monorail, or single beam skid gives you much more maneuverability than a dual rail crossover or standard mountain skid. You keep positive footprint in the snow, while at the same time being able to lay the sled over more easily to initiate a carve or sidehill. To add to the capability of the rear of the sled, up front there is an adjustable ski stance in the AMS (Arctic Mountain Suspension) that goes from 48.5 down to 46.5

THE ALPHA ONE SINGLE BEAM OR MONO-RAIL REAR SUSPENSION IS A TRUE MOUNTAIN SLED SKID AND THE MOST UNIQUE DEEP SNOW SUSPENSION ON THE MARKET.

THE AMS FRONT SUSPENSION AND WITH LIGHTWEIGHT SPINDLES IS EASY AND PREDICTABLE, PLUS FOX ZERO QS3 COIL-OVER SHOCKS CAN TAKE MAJOR ABUSE.

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IF THERE IS ONE SLIGHT DOWNFALL TO THE RIOT X, IT IS THAT IT HAS THE LEAST HORSEPOWER UNDER THE HOOD OF THE THREE THAT WE DISCUSS IN THIS ARTICLE.

THE G2 PROCLIMB SKI HAS A DEEP KEEL, GREAT FLOTATION, AND NICE GRIP ON THE TOP AS WELL.

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onsnow inches. That is not ‘super’ narrow up front, but it does give you some leeway to make off-trail fun even more enjoyable. The G2 ProClimb ski is also one of the best overall mountain skis out there and does very well on the trail too. One thing that the other sleds in this group do not have that the Riot X does, is the option of the ATAC adjustable-onthe-fly suspension. Many folks have the idea that this type of suspension is just for on-trail riders, but that couldn’t be further from the truth. A 70/30 sled like the X benefits many different styles, and the typical buyer here could go from riding hard pack trails to tight trees with hidden obstacles, to big jumps, to moguls, to deep snow in a matter of two to three hours. In addition, the target audience is probably going to change ski stances more often than any other group. All those things make the easy push-button changes to the Fox 1.5 Zero iQSL coil-over shock settings more important, not less. If there is one slight downfall to the Riot X, it is that it has the least horsepower under the hood of the three that we discuss scuss in this article. The CTEC 2 8000 motor tor is a very strong 794cc powerplant, and d will hang with almost any motor out there, re, but the truth is that it is not an 850. Thatt said, power is transferred smoothly through gh the new ADAPT CVT clutch system, and d this is geared lower than trail sleds, so you feel the grunt of the motor when you want nt to. There are all kinds of added bonuses uses too, like push-button start and reverse, se, goggle bag, ice scratchers, 12V outlet, let, tether, and more. You could order ‘kits’ its’ from Cat this year too, and get things gs like a Pro Mountain front bumper, mountain tain pack, and more, right from the manufacufacturer, delivered and installed when you pick up your machine.

UNDER THE TUNNEL IS A 15X146X2.6 INCH POWERCLAW DEEP SNOW TRACK THAT REALLY CHURNS THE POW.

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THE RIOT X IS MADE FOR JUMPS, DROPS, AND SUPREME MANEUVERABILITY OFF TRAIL.

WITH REINFORCED, WIDE RUNNING BOARDS YOU CAN MOVE AROUND EASILY AND NOT WORRY ABOUT BOARDS BENDING ON BIG LANDINGS.

THE ADJUSTABLE SKI STANCE UP FRONT CAN GO FROM 48.5 TO 46.5 INCHES FOR MORE ON OR OFF TRAIL FUN.

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Polaris slays with the Slash he Matryx platform is made to take down any opponent in any class, but in a versatile sled like the 146 RMK Khaos Slash, you can really see the difference! Like the Riot X, this is truly in the mountain chassis, and it’s narrower and even more off-trail focused. I would probably put this as a 75/25 off-trail to on-trail sled, but it handles so nicely anywhere, it really makes no difference. Up front, you get a narrow 36-37-38inch adjustable ski stance in the React

front suspension. This RMK style front suspension is made for sidehills and carving. The sled itself is narrower than the Riot, but not quite as narrow as the Freeride. However, the sculpted tank, body panels, Pro-lite seat, and the overall rider positioning and feel of this sled just makes you feel unimpeded. Not only that, but Polaris is able to nicely fit in the awesome Message Center gauge and digital display without making the sled look or feel bulky. Falling in line with this theme, the tiny

THE BIG 7S DIGITAL DISPLAY ALLOWS YOU TO SEE EVERYTHING GOING ON WITH THE SLED IN AN EASY, LARGE FORMAT.

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THIS RMK STYLE FRONT SUSPENSION IS MADE FOR SIDEHILLS AND CARVING.

THIS RMK HAS WER VELOCITY SHOCKS ALL AROUND WITH HI-LO ADJUSTABILITY, SO YOU GET SOME OF THE MOST HIGH TECH ABSORPTION IN THE INDUSTRY.

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onsnow smoke ‘screen’ (can’t really call it a windshield) allows for the sled to be rolled over in deep snow and get unstuck more easily in certain situations. All the sleds in this article have tiny, or non-existent windshields for this reason, just like the majority of mountain sleds on the market today. The 146 Slash had/has the option of either a 2-inch lug Crossover track, or a deeper 2.6-inch lug Series 6 track. For this sled, we would honestly choose the 2.6 every time because you want that extra capability if you get into a hairy situation, in bottomless powder. You do lose some top-end, but the customer who is buying this machine is not usually concerned with doing triple digits across a lake. Plus, the 2.6 allows you to easily stand the sled up and ride the tail end with just a little bit of weight transfer. That’s another thing you will notice instantaneously on any Matryx machine; your body movement can influence the sled greatly, and the fun factor is extremely high. The Patriot 840cc twin 2-stroke Cleanfire, liquid quid cooled engine is the heart of this beast, and it is the newest and most snappy 2-stroke troke on the market. It is really a toss-up p for me between this motor and the Ski-Doo oo of similar output, but the throaty feel and nd zip of the Patriot is certainly more visceral al and will give you tingles when you mash the throttle in the first field of 3-feet deep flakes. The svelte 426 pounds of dry weight eight matched with the 165+ ponies gives an incredible power-to-weight ratio. Plus, a ‘centralized’ cooling and exchanger system m decreases snow buildup, so you aren’t carrying ‘dead weight’ all day… which means less fatigue. Finally, ally, Walker Evans Velocity hi-lo clicker licker adjustable coil-over shockss do the absorption all the way around round on the Slash. Unlike other sleds which may put a lower qualityy shock in the front of the rear suspension, nsion, this one has the top-of-the-line -the-line up front over the skis, is, and in the skid. A short, tapered tunnel in back with a tiny snow flap allows you to move more snow, dig down more without getting g stuck, and pull some rad wheelies! There’s here’s plenty more we can say on this sled, ed, but starting at $15,099, we think it is a relative steal in today’s market.

ON THE CATWALK, ON THE CATWALK YEAH, THE SLASH IS MADE FOR FLICKABILITY AND CRAZY-FUN ACTION.

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FEEL FREe to roam ABOUT

t’s hard to find a sled out there that has the full package like the Freeride does. The most highly advanced 2-stroke engine on the market - check. A lightweight Gen4 chassis that can take the abuse of 30 foot drops out of the sky - check. SHOT ultracapacitor lightweight starting system - check. Super high capability KYB Pro shocks with lightweight springs - check. I mean this is a sled that literally ‘checks’ all

the boxes that a versatile off-trail, and on-trail rider wants. The Freeride comes in several lengths, but for the lake-effect powder hound, the 146 is the package you want. There’s not much new on the 2022 Freeride, but with this short of a tunnel, and all the deep snow giddy-ups like a tiny snow flap, tMotion rear reinforced rear suspension, and ice-scratchers standard… well, you can be confident to go anywhere on and off-trail in

SHOT ULTRACAPACITOR-POWERED PUSH-BUTTON STARTING ALLOWS THE FREERIDE TO SHED WEIGHT AND STILL HAVE ALL THE COMFORTS OF EASY-STARTS.

AN EXTREMELY LIGHTWEIGHT ONE-PIECE HOOD DROPS EVEN MORE WEIGHT OF THIS SKI-DOO.

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YOU CAN ALSO GET THIS SLED WITH LOW-ELEVATION (SEA LEVEL) CALIBRATION ON IT.

AT 16-INCHES WIDE THE POWDERMAX II TRACK HAS A LARGER FOOTPRINT THAN OTHER 146-INCH SLEDS.

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onsnow any condition. I wouldn’t suggest following too close though because the non-existent snow flap will toss major snow chunks at you! Most of that is courtesy of the 16-inch wide PowderMax II track with 2.5-inch lugs. This is the FlexEdge track as well, so you get added traction off-trail when needed. As a reinforced and beefy off-trail sled, you might think the Freeride is heavier than others in this article, but at 453 pounds dry, it is still crazy light. Some of that can be attributed to things like the one-piece lightweight Summit-style hood, the boards that have large holes for excellent snow and ice evacuation, diminutive deep snow seat, and more. One other thing we love that comes standard on the Freeride is the quick-disconnect sway bar. It is easy to ‘free’ up the front end and give you more playfulness in the deep snow, then re-connect for a fast trail ride back to the trailer or cabin. We think any crossover sled and mountain sled should have this feature as standard. Like almost all new Ski-Doo’s for 2022, you get standard LinQ base accessory attachments, but like the Summit sleds, you get not just one, but two on the Freeride. That will allow you to accessorize however you would like, and we’ve seen these sleds decked out like utility sleds, to basically full-on mountain machines. The low handlebar grab-strap is something I personally put on all Ski-Doo machines I own/ride. It makes aggressive trail riding much nicer for smaller riders, as you aren’t constantly being smashed in the face by a massive grab-bar when you are leaning all the way into rough corners on the trail. You can also get this sled with lowelevation (sea level) calibration on it. Like I said, this is the lady of the lake-effect, and there aren’t too many places around the

KYB PRO 36 EASY-ADJUSTABLE SHOCKS UP FRONT DO THE WORK OF SMOOTHING OUT THE BUMPS.

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Great Lakes that reach 2000 ft. But you will need all flotation from the DS3 mountain skis, and we appreciate the clickers on the pDrive primary clutch because you often have days that go from deep, wet snow with lots of moisture in the air, to a change of wind direction and a dumping of new, drier snow. The swing changes can be fast and furious from trails to tree riding, and being able to adjust is the name of the game. No Freeride discussion would be complete without mentioning the extreme capability of the KYB Pro 36, easy-adjust front shocks, and the Pro 40 easy-adjust shocks in the skid. These are race-ready bump and jump tamers. With the lightweight springs, you shave a tiny bit of weight, but honestly, it wasn’t something we were all that worried about beforehand. The ease-of-use and quickly adjusting them to fly off a 30-foot cornice drop is what sets them apart.

A REINFORCED TMOTION REAR SUSPENSION CONFORMS TO THE TERRAIN AND ALLOWS TO YOU CLIMB AND SIDEHILL WITH EASE.

Diving down deep When you get down to the real level of decision making, it’s tough to pick a fave out of these three sleds. For an all-day rider in every condition, and from a versatility standpoint, I would still take a Freeride 146. However, the extra power from the Khaos Slash is great, and if I were a more off-trail oriented rider, I would choose this sled. If I wanted easy side-hills and the most off-trail focused skid in the industry, I would take the Riot X. But you can rest assured, all of these are what you should be looking at in a short-track, off-trail sled.

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1.COM

BY: MIKE DUFFY, AVALANCHE

There’s never been a day that I don’t go riding due to the avalanche danger, but every day I do go riding, where I go is determined by the avalanche problems. Mike Duffy

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elieve it or not, sometimes as the danger level increases, it can get easier to pick the right terrain. I have ridden in record avalanche cycles where we have had to be extremely diligent of slope angles and “run-out” zones. I make sure that I spend a lot of time studying and pouring over maps, measuring the slope angles and know where the avalanche run-outs are, so that we can eliminate terrain. It’s very important that you do some pre-trip planning in these situations and be ready to eliminate terrain where there is not safe riding. Just because the danger level is low where you are riding, you have to understand that problems can still be there. When the danger is at a moderate level, it doesn’t mean that in the event of an avalanche, that it’s going to a moderate sized one. You have to make sure that you are hitting particular slopes at the right time. On moderate danger days with certain avalanche problems, I avoid those slopes all together. In total, there are eight different avalanche problems or types of avalanches. Some avalanche problems are inherently much more dangerous, unpredictable and deadly than others. These avalanches run big and run deep.

>>> https://avalanche.ca/ glossary?q=avalanche+problems A Moderate danger level does not mean moderate sized avalanches. The moderate danger means the avalanches are less reactive (which means you are less likely to trigger one). However, if it is triggered, it can be just as big as when the danger is high. Having extensive knowledge on what avalanche problems are, will make things more manageable in the event that one does actually happen. Persistent slab avalanches are responsible for the most avalanche fatalities, and the only way to manage a persistent slab is to stay off and out from underneath the slopes with the problem.

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onsnow The Good News If you spend some time and read through the entire avalanche forecast (not just the danger rating), the forecasters will inform you of what areas to avoid. This is a starting point, as the forecast covers a large area. You will still need to be observant and aware when you are riding, regardless of a forecast. Conditions can vary within the forecasted zone. With most fatalities, the avalanche forecast had warned the victims to avoid the type of terrain where the accidents occurred. The pros spend the time and read over the avalanche forecast a few times to help them reduce the risk. Even if you’re not a pro or consider yourself a pro, you are still riding the same type of terrain, and these methods work. I have made a four-step routine that will help any rider, make a ride in the mountains a safer one. By implementing this daily four-step routing, it will greatly reduce your risk.

Step 1: Read the avalanche forecast Depending on what country you are riding in, you can visit one of these websites: Canada: www.avalanche.ca / App: Avalanche Canada. United States: www.avalanche.org / App: Avalanche Forecasts. If you spend some time and read through these websites to see what avalanche problems are present, and read the entire forecast, you will increase your knowledge of the conditions and that will reduce your risks. In Canada, the forecast includes the danger rating, the problems and the details. In the U.S., you can usually click on the avalanche problem to get more details on the characteristics. You’ll also want to look at observations, which can provide some good visuals on what is happening. You have to ask yourself how are the problems managed, and is avoidance of the areas with the problem the only way to manage the risk? Many times, the answer is yes to avoiding the area all together. Reading the observations that have been submitted and looking over both the photos and reports will be an eye opener. I make sure that when I am sharing my experiences and teaching different classes, that I inform all students that their past experience in an area is essentially irrelevant. The information that you gathered two years ago isn’t current enough, and although the snowpack may look the same, it isn’t. Avalanche conditions are different every year and the snowpack is constantly changing.

Step 2: Weather is and can contribute to the danger

The weather is always changing and has effects on everything. The weather can and will increase the weight and load, which can possibly weaken the snowpack with snow, rain, blowing snow or rapid warming, and that could trigger avalanches or make the slope more likely to slide with your additional weight. Weather can also contribute to the danger by limiting your visibility, and create a situation where you can see the clues to an “instability” around you.

Step 3: After you check the avalanche and weather forecasts you are now able to eliminate terrain. By studying and reviewing your forecasts, you can discuss them with your group while eliminating different risk areas. Your communication is vital in case of an avalanche. Communicating with the entire group before an avalanche is crucial as it is very important to ensure that everyone understands the risk areas and know the escape routes. Its also important that everyone in the group knows and understands the slope angles and how far avalanches are running. Most avalanches occur on slopes between 30-45 degrees. In the event of an avalanche, all of the riders need to know where the run-out zones are, and know if they can/will trigger an avalanche remotely. It’s possible to trigger an avalanche from a lower angle on terrain below, above, or adjacent to where the avalanche does occur. https://avalanche.ca/glossary?q=runout+zone

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Step 4: Know your gear All riders need to know and check their gear, and this includes a full transceiver check, airbags and radios. Every rider in the group should also know who has what gear, and what gear is where. Not all riders will have a GPS satellite phone/messenger, but some might know who has one and who doesn’t. Make sure that the group realizes that a few minutes at the trailhead can and will prevent many problems if something happens.

All riders in your group should know who has what gear and everyone should take a lesson on how to use it. In an emergency you never know who’s gear will still be usable.

A full transceiver check does not consist of asking someone, “Do you have a beacon?”, or driving by a beacon check station. A full transceiver check consists of checking both modes of the transceiver, range, battery strength, and it’s important that the owner of transceiver knows how to use it. There is no point in owning a transceiver if you don’t know how to use it. Make sure that everyone is familiar with each other’s transceiver. You never know whose transceiver is going to be working or not in the event of an emergency. Link to video. https://www.youtube.com/watch?v=rWoXbadFBsY

The Hard Part: A full transceiver check is important. Taking a few minutes to check can prevent many problems, and it’s always worth it!

Research into avalanche accidents has led to the conclusion that it’s hard to break habits and implement change within riding groups. No rider wants to be involved in an accident, but it’s very difficult to change the way a group functions. In order for change to happen, one rider must take the initiative. As a riding group, before the season starts, there needs to be a discussion to ensure that in case of an emergency, that they have a routine to implement that makes sense if an accident happens. Your riding group should make this yearly discussion a habit. It will eliminate many preventable accidents and fatalities, and the more you have the discussion, the faster the routine will go.

Always read the forecast. www.avalacnhe. ca in Canada and www.avalanche. org in the US.

Silverton, Colorado in July 2020 - Debris from a persistant slab avalanche still hasn’t completely melted two summers after the avalanche occurred. ON SNOW MAGAZINE • VOL 36 • ISSUE 3

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io, Together the G.L.F. crew crossed Lake Ontar e broke world records and did the unthinkabl

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SETTING A WORLD RECORD The Henry Bieda Story Part Two fter reading about Henry Bieda’s thirty-two mile crossing of Lake Ontario in the last issue, nothing that we print should really surprise you. If you have successfully crossed thirtytwo miles of a Great Lake, the logical next step is to set a World Record, riding a snowmobile on water.

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l in

The record was set on the Welland Cana Ontario on a 11 mile course.

enry set his sights to break the snowmobile water crossing World Record. Not only was he setting his goal to break the record, he was attempting to crush it. The current World Record in 1989 was sixty-seven miles, held by the Maki Brothers from Wisconsin. Henry’s goal was to ride non-stop for one hundred miles on water. A thirtythree percent increase in distance, and in 1989, one hundred miles just sounded unattainable. Forget about Henry’s idea of gliding across water for one hundred miles, but could snowmobiles even go a hundred miles without refuelling in 1989?

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Henry Bieda was able to do the unthinkable when it came to snowmobiles on water.

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onsnow Henry’s World Record breaking idea didn’t seem to have much discussion of where he was going to try to ride one hundred miles. For Henry’s crossing of Lake Ontario, he practised in the Welland Canal. The Welland Canal provided much calmer and more consistent water, which would eliminate some concerns of water chop and freighter waves, not to mention that if he did it during the Welland Rose City Festival, that there would also be spectators. Henry and the rest of Team G.L.F Racing (Gary “The Doctor” Potyok, Paul Prudhomme, and Rick Gale) chose the same tested 1985 Formula SS that Prudhomme built, but this time they replaced the 521cc Rotax engine with a larger 583cc Rotax engine with a set of 38mm Mikuni carbs. The newer 583cc engine had more horsepower and torque, not to mention much better fuel economy, which is a big factor when trying to go a hundred miles on water with a snowmobile. Through much testing, the Doctor, A.K.A. Gary Potyok concluded that the modified Formula SS, affectionately known as “Wally”, would require a minimum of twelve gallons to go one hundred miles. As the stock fuel tank was too small, Prudhomme fabricated two “saddle bags” to allow for a total of thirteen and a half gallons of fuel which was plenty more than the Doctor ordered. On June 11, 1989, Henry launched off a concrete boat launch with approximately two thousand witnesses of the World Record attempt. At the start, Wally was a little rocky, but Henry managed to straighten the sled out as he headed to the north end of the eleven-mile track. Henry’s worry of this World Record Attempt was that he was going to sink Wally in front of the thousands of spectators. If he was going to sink, he wanted to make sure that it was at the north end of the track where there was only a few watching, and his support Team that were following him on Sea-Doos. After the first completed d lap, Henry settled in and

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cruised around the track with an average speed of 58.8 miles an hour. Henry was a bit of a “show-boater” and at times he would take both hands of the bars, he’d wave at the crowd which quickly became fans. After ripping around the track for one hour and forty-two minutes, Henry and Wally completed nine laps which was also one hundred miles. Wally ran out of fuel precisely at the proclaimed onehundred-mile mark, right in front of the two thousand cheering fans. Though the Doctor’s fuel calculation was a little off, the additional fuel that Prudhomme’s saddle bags held had completed the full one hundred miles. In true showmanship fashion, when Wally sunk to the depths of fifteen feet and was pulled out, Henry Bieda checked the trip meter and then shouted, “100 miles exactly”! Since June 11, 1989, there have been many successful and unsuccessful attempts to beat Henry’s 100-mile World Record. As of 2021, Aki Pesonen of Finland owns the World Record with an astonishing 155.8 miles. Aki completed the record on a modified 2016 Ski-Doo Summit 800 E-Tec. Aki’s crossing of 155.8 miles of water on a snowmobile is nothing short of impressive. The Summit that Aki drove had a much longer track with lugs that are over three times taller than the ones that Henry had on his Formula SS, and the horsepower difference from the two snowmobiles separated by over thirty years of technology probably came close to double. In direct comparison, Henry’s 100 mile water skip is far more impressive. And while there is a new World Record title holder, Henry’s accomplishment is something that will never be duplicated.

You drink champagne when you break a world record.

ial me made spec Paul Prudhom for the sled that ” gs ba e . “saddl additional fuel could handle

nowmobiles”

Henry Bieda “s

on canal

This time Wally had a 583cc Rotax engine with smaller 38mm Mikuni carbs. Sailing o

n a snow

mobile?

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onsnow WORLD RECORD

Paul Prudhomme was instrumental with the success of Henry Bieda’s water crossing. We were able to catch up with Paul to ask him a few questions.

What was the idea behind setting a World Record in the canal as opposed to Lake Ontario or another body of water? As I recall, back at that time, the furthest travelled on water was Mark Maki at around 65 miles. Henry was one to always throw out a target to go after. In this case, he felt that 100 miles was something meaningful, and would stick for a very long time. What were your responsibilities for to make this water-crossing possible? At the event itself, I was part of the support crew on the water with Sea-Doos. We had people stationed in the “high” risk of sinking areas, the four corners, and in the middle of the canal to support Henry, in case he came off the sled. How much time did it take you to design and build the snowmobile? And what were the needed modifications? The sled was the same rolling chassis as what we had used in the Lake Ontario crossing, except for some stronger reinforcements in the rear suspension, as it had broken about half way through the crossing. We swapped out the 521 for the new Rotax 583 Rave engine, providing power and fuel economy to go the distance. We then added custommade aluminum saddle bag tanks that sat up alongside the tunnel in the central area of the sled, along with additional fuel pumps to help draw up the fuel. They were approximately 2.5 gallons each, giving us about 13.5 gallons of fuel. It was a fine balance of being able to have enough power to control the additional weight added by the tanks and fuel, and not hurt

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the handling characteristics of the sled. Henry also added his “MacGyver” cruise control - a whittled down piece of wood that he would jam in behind the throttle lever, in case his thumb got tired. It was crude, but very functional. Can you tell us about the testing you conducted, and how long you were in the testing phase? The testing for the distance was much different than Lake Ontario. It was much easier in the sense that we now had our own lake to test on: “Lake Bieda”, right on the shop property. Back with the reintroduction of the Sea-Doo lineup of PWC, Henry was told he couldn’t have it because he wasn’t located on the water, a week later the excavators where on site and dug us a lake 2000 feet long and 100 feet wide, he was awarded the Sea-Doo dealership shortly after. We all knew the real reason why Henry wanted his own lake. We were confident the sled could go the distance, but turning it on an enclosed course would be the biggest challenge, especially with the additional weight of fuel. The practice on Henry’s own lake, gave him the ability to maneuver the sled on a dime. What was the reason for choosing the 1984 Ski-Doo SS25 with a 1989 583cc Rotax engine? We already knew the sled was proven from the crossing of Lake Ontario; it worked so well you could actually set the skis in the water and take off. The newest engine was the Rotax 583 Rave engine. At the time, Ski-Doo Doo was w touting to huge torque gains because se of the RAVE system, and greater fuel economy combined with the 38mm carbs,, which was exactly what we needed for distance. There were laps involved ed in sett setting this World Record in the canal, an as opposed to a straight-shot across Lake Ontario. o. How much training had to go into nto turning the Formula SS S on water? It was all practice actice on the pond, getting used to the additional

weight, body position and throttle control. It seemed like Henry was on the pond every day practicing. At one point we were worried that he was going to wear the sled out. Henry had bought himself a rowing machine at the time, to build up his strength for the longer distance. He took quite the beating, crossing Lake Ontario the year before. Was it different riding in front of spectators as opposed to the open water of Lake Ontario? It was definitely different. If we would have failed crossing Lake Ontario, no one would have known. In the case of the Canal though, hundreds of people would have seen us fail. Henry was an entertainer, so I’m sure he felt right at home with the added eyes on him. What was your largest obstacle? Turning for sure. It was a lot of additional weight to maneuver with the added fuel. Additionally, we had a history with the 521 motor; we knew its MPG, durability, etc. The 583 was all new; we hadn’t even had a chance to try it on snow, and all our calculations where estimates. After setting a World Record in the canal, was there any thought of another water crossing? In 2007, Henry attempted to beat his record with a newer model sled, which sank shortly after launch. I had been long gone from the dealership, and didn’t play a part in that attempt.

e r o t S y o My T 347 Cranston Crescent, Midland, ON L4R 4K6 705.526.2248 • www.factoryrecreation.com

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ACCELERATED TECHNOLOGIES OWNERS, JOHN AND JEN SHARRARD, ARE QUANTIFYING STRONGER TORSION SPRINGS FOR THE R MOTION X SKID FRAME RELEASED IN 2021.

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

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onsnow

over your s, we will be going the next few issue d our goal an , m ste ension sy snowmobile’s susp . We will be on what you have is to educate you ur of yo suspenof the finer details discussing some can roll back we lve into tuning. If n, even just a sion, and then de sio en sp su unding your rro su ry te ys m e th t of your snowwill your enjoymen little bit, not only ll have some u atically, but yo wi am dr e ov pr im mobile ture, conditions, ection as tempera dir g nin tu on as ide ’s face it, if you changes. Now let or your riding pace eo m ne about their winter and ask so are trail-side this riders will shrug n te gs, nine out of ttin se n sio en sp su at they never k lost and admit th their shoulders, loo just ride it, I think say things like, “I touch it! They will up, so I know it’s it t “My dealer se or ”, od go ty et pr its n’t know what I am ”, and even, “I do e it worse.” the best it can be mess it up or mak to nt wa n’t do I doing, so that fear and apremove some of n ca we , lly fu pe Ho oo art that keeps ve from the vood rite trail and prehension you ha e down your favo rid u yo as d se po you com g and learning nce to start playin de nfi co e th u yo give u can be! machine under yo just how good that

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

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onsnow

et’s pull back the covers a bit and see what we have. A movable arm and a simple shock absorber usually comprise a very basic suspension system. The common shock absorber combines a spring, selected to hold up a certain amount of weight, and a damper inside it to control and reduce motion. That’s it; a spring and a damper! Most current snowmobiles have four shocks to get the job done - two up front for the skis, a center track shock (CTS) and a rear track shock (RTS). The recently retired, Japanese built Yamaha Apex and Vector models, along with their predecessors, for years utilized what was called their Mono-shock skid frame to look after the rear suspension duties with just one shock. For reasons of packaging, engineering execution and simplicity, the e rear track shock on most current snowmobile obile models is not the ‘coil-over’ design that’s hat s hat’s common to the ski and center shocks kss where the spring is wrapped around the th damper, but the naked rear shock and nd torsion spring design that separates the t functions of load support and motion. n n. Now, to divide things up a bit, the four fo shocks will each have springs designed ned d to hold up roughly 1/4 of the weight of o the e snowmobile (keeping it simple). However, wever, e if we just used springs and no dampers, e ers, the machine would bounce uncontrolol-lably after every bump like an old carr with it blown out shocks. Friction in the bushshings, collars, axles and bearings would uld ld eventually stop the motion, until you hit h another bump or even think of touching hing g the throttle or brakes, and then the o oscilsci

lations would continue endlessly until you finally stopped your sled to vomit from the seasickness. Thankfully, dampers were then invented, which calmed this unwanted ‘post bump’ motion, and also greatly enhanced rider enjoyment and safety. Dividing up the directions of damping resistance is simply up and down. However, up and down doesn’t sound very cool, so us suspension types prefer to call these directions Compression (ski or skid up) and Rebound (ski or skid back down). Very early dampers used simple mechanical friction to ‘wear out’ the motion and bring oscillations to a stop, but they needed constant adjustment and generated excessive heat when bump frequency was high on rough roads. This brought on the advent of oil filled dampers, which were tidy, didn’t didn’t rust, didn d t freeze and could be adjusted for different loads or or applications. atio The he modern oilil filled le e damper d mp offers signifi g ccant ant resistance rresi i n nce to t motion m in both th comcom om pression siion n and a rebound rebou un directions, s and can

do so for thousands of trouble-free cycles without any love or service. The most basic damper will have an upper oil cylinder with an eye mount on one end, which we bolt to a fixed location on our chassis, and a rod mount on the other end, that we bolt to our ski or skid frame. The damper rod is attached to a piston, sealed up inside the oil filled cylinder. This piston is forced up and down inside the cylinder as we ride, causing oil to flow back and forth through the piston. Resistance to motion is tuned by small holes in the piston and flexible shims to cover those holes, separately selected for the compression and rebound sides of the piston. Again, keeping it VERY simple, adjustable shocks have adjusters (or clickers) that can increase or decrease the percentage of oil forced through that piston or allowed to bypass

TWO SHOCKS FROM A 2021 RENEGADE. THE SHOCK ON THE RIGHT HAD ABSORBED SOME WATER AT SOME POINT IN ITS FIRST 500KM WITHOUT FAILING.

WHEN YOU’RE READY FOR A DRAMATIC IMPROVEMENT IN QUALITY AND ADJUSTABILITY, THE ELKA PRODUCT LINE IS TOUGH TO BEAT.

THIS SIDEWINDER RECEIVED STRONGER TORSION SPRINGS AND A STAGE 4 ELKA REAR SHOCK FOR A MASSIVE IMPROVEMENT IN COMFORT AND ANTI-BOTTOMING CONTROL. HANDLING WILL ALSO BE DRAMATICALLY IMPROVED FROM THE APEX OF THE CORNER OUT WITH ADJUSTABLE REBOUND.

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

A BRAND-NEW POLARIS XCR IS ON THE SCALES QUANTIFYING THE OEM SPRINGS. DRAMATIC IMPROVEMENTS CAN BE MADE TO THE HANDLING OF NEW SLEDS BY CORRECTING SPRING SUPPORT.

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onsnow around und it. By adjusting adju g the h clicker(s), r ) we can increase n asse or decrease decreas the e resistance to motion in n one ne or both directions, directio onss dependde e ing on the specifi cations of that p particular sp catio ns o ar cu damper. m Why do we need to serv service these shocks? Similar to there m o your u engine, g here is a relah r tively small s ll amount of oil looking after e an important task. Primarily, the suspension o fluid permits relatively low friction motion e between parts, as oil o is a natural lubricant. r However, these e economically m a machined mac ed parts do break in (just like your engine), j y e) with pistons wearing off we w off high high spots sp inside and slowly rubbing d theirr cylinders, c d s b themselves m v the clearance ea ce that they want and need. This rubbing generates small en ne sm ma metal as the m al contamination i io particulate p ul parts scrape In a 4 4-stroke a sc p by b each other. oth s engine, is carried away e thiss contamination am ay by the engine oil and g nd removed mo d during u g the e first, post s break-in k oil change, if not capap tured ed in n the oil fillter. In n a 2-stroke k engine, n e the higher oil volume ig vo m setting designed d e into your ECU you CU for engine break-in during ng n g those ose important importa impo n first rs few e ttanks of gas, s washes a h the break-in he b k n particulate at e out ut the e exhaustt port. p ort Your sho sshocks however, o , aren’tt that a lucky. The break-in kkyy T he eb e n metal met filings ngs in n your y shocks sinks h cks just j in nk down own and d collect around ar und d the sseall and d bushing buss n in the th bottom of the t making sshock, ock ma m aki k g motion motion sticky s ky and leading e g to poor p o bump oo mp compliance. com iia an e More a e contaminana ttion n will start s arr to o jam jam the the valve th valve shims shi h ms open, op n, reducing metal re ng damping, dampin ng and and d finally a ly m etal bits bi willl settle w set into n o the th he bushings s n s where wh e they w th start the hardened ar to o scratch a ch tth eh ar e shaft shafft which wh w hic

GREASE G THE UNDERSIDE RSIDE OF O YOUR YO TORSION R OON SPRINGS. INNGSS IT WILL WI W IMPROVE MPR E SMALL SSM MALL L BUMP B MP COMPLIANCE COM CO OMP E DRAMATICALLY DRAM MAATIC TICCA AND ANND PREVENT RUST. A RUSTY TORSION TURNS TORRS ON SPRING SP T R INTO TU I TOO A FILE FIL FI AND A WILL CARVE THROUGH SOFT PLASTIC PL SSTIC SPRING SSP GUIDES GUIDDEES IN A SEASON S OR TWO. W

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

leads to When the e t scoring. s h seals als have a e had enough any longer, o g and can’t function t l ge faill and tthe h shocks will catastrophically c a d leave eavv a puddle d e of oil under d yourr sled. d. This T maintenance llack a of preventative ev aintenance perplexyour engine es me. Do you wait until you engin oil is so bad that it fails, and s a an nd a piston o sticks, or a cconnecting o g rod ro saws saw its way w through h engine you yyour e e cases ases before b u give i e it an oill cchange??? Or do you do the e right rrig i h thing thi and change your oil after break y breakk in? n? Shock oil deteriorates slowly, wly say 2-3% 2 every ride, so and o the the loss lo os of control n d bump p compliance is hardly noticeable day a a to day, but when the shocks sh k are serviced, ced, the return ur to ‘better et than new’ performance e orma rrman nccce e is startling. The other iissue e with w t damper er e degradation that we notice t c every e ry year is the of nitrogen A h loss o oge charge c arge pressure. esssu high-pressure gas shock uses nitrogen res u ge pressure to squeeze p ze the h oill as the shock shocckk cycles, cycles y kkeeping ee ep n the he oilili and piston n under err e compression. this ccom ess o on Without W is ‘squeeze’, sque queez eze e’, the the oil would or ccavitate at high ould d shear s gh h velociv llo o i ties as the piston ton whips h p back ba ack and ack a forth fo o h through is a strange ro h the th fluid. Cavitation vviitta ng phenomenon that can ph en me n most o easily eas y be e seen s n air bubbles up to as the mystery yst les that t at come c o tthe ssurface c from om around r und your boat a propelpr p lerr when le n you yo notch ot itt into gear. ar. Where Wh re W e did dd come water the e air co e from? The w er is basically ba ca ly broken level rok down w att the h molecular mo el by e by and air, tthe he sspinning in g propeller op p ai and a d the the bybyy b product Anyway, p o ct is released. el s A way ass the he shock s occk slowly slo ow y looses ses nitrogen tro e pressure pre p r ssu over over time, m the th he cavitation ita on threshold h es d iss eclipsed e psed and which h has tthe shock c sstarts a to o create eate ffoam, wh resistance. zero damping ampin res st nce This Th is is another e possibility osss b lit for f damper amp fail. f

So, o, hopefully ho h opefullyy we have given o givven you yo some s e appreciation p re on for those expensive expe ensive little l shocks that keep o k p you y between bettween en the the h snow o banks and help help keep ke ee you y from f om constantly ccons n bottoming, and that yes, they would really o r love to be serviced after break-in, and then e again km -5,000 km. ga after every 4,000 g 4 k Now, No ow, faced aced with w h rapidly ra apidlyy failing a fa g dampers, d da pers, you and you may ma get them he em serviced v a and return e them to ‘like new’ tth w’ status,, or redirect red d ect that tha at maintenance cce budget b dget and d consider consi sside de a dramatic ma atic increase increas ea in performance, perfo p e f m ce and a replace ce e the tth he h e shocks ks altogether. r. Depending on your y ur sleds ssle eds shocks,, new e aftermarket ftermarket replacement shocks can be e purchased urchased that build more tth offer higher hg uild ld quality, q ore robust parts, dual o p ual rate ua e springs, spr g , adjustt able b e preload, p a compression and nd n d rebound ebound d damping, mping, and a an an almost almos infi n nite number er of e spring spriin ng rate options. op o tio s

A RUSTY RUST Y TORSION TOR OON SPRING NG ALLOWED A WEED TO DO AL DO ITSS THINGG HAS CCARVED RV D THROUGH THHROU TTHEE PPLASTIC ASS C GU GUIDE UIDE ID INN ONE ONNEE SEASON SEASOON AND ND IS CATASTROPHICALLY RIGHT OUT, THE AABOUT B UT TO CCA S ROOPHICALLLYY FAIL. AI IFF ITT COMES CO TRACK TR RACK CKK W WILL LL BE BE RUINEDD AND YOUR Y R SEASON SON OR O AT A LEASTT THE HE WEEKEND W EKKEND WILL WIILLL BE B RUINED R NEDD NOT NO NOT TO TO MENTION M ONN THE THE H POSSIBILITY PO ILITTYY OOF A NASTYY CRASH CRRASHH WHEN CR W E THE THHE TRACK TRACCK LOCKS LOCKS UP. P

AN AN INTERESTING INTERESTTI TING NNG VIEW V OF O TWO TWO NEW NNEW POLARIS P A TORSION ORRS SPRINGS. PRINN THE THE RATES ATE AREE THE THE SAME A BUT U THEY EY HAVE H E 10° 10 DIFFERENT DDIFF FFFE FERE T PRELOAD. PR PREE OOAD. MORE MORRE RE PRELOAD, RELOA O D ALTHOUGH A T OOUGH NOT ALWAYS LW WAYSS THE MOST M FAVORABLE F VORRABL B WAY WA OFF COMPENSATING W COM CO MP ING FOR FOOR LOAD, LLOAD WILL WI W CARRY A MORE WEIGHT. WE GH

THIS TTH HIS SSHOCK SHHOCCCK HAS SUFFERED RD FFROM FR ROM O NITROGEN NITROGGEN CONTAMINATION O TAM MIN INNAATTION OF OF THE THE TH OOIL. IL. AN IL A INTERNAL NTERRN L SEAL SEEEAAL FFAILED LEED AND ANDD TURNED TUR U NEDD THE THHEE IINSIDE NSSIDDEE OFF THE TTHE SHOCK SHOCCKK TOO BBEE BEER ERR FOAM. AM

INDUSTRY 411

Advanced Control Systems Corporation

dvanced Control Systems Corporation (ACS) was established in 1978 in Toronto, Ontario. The company started to produce snowmobile components for its own racing teams (Weatherill Brother Racing). The first products that ACS produced were carbide runners for snowmobile skis. The carbides runners that ACS produced were so eﬀective and of such high quality, that other racing teams started requesting that ACS produce components for them as well. After other snowmobile race teams ordered products and ACS was able to supply them, ACS took the next step which was to produce other snowmobile components, accessories and tools that helped the race teams be more eﬃcient and competitive in their races. When ACS met this goal and were satisfied with the testing of all of their products on various race tracks, they brought their parts to the general consumer through various distributors and dealers.

Today, ACS snowmobile products are sold Canada-wide, and are exported to many different countries. They are also proud to produce private label parts for companies such as Canadian Tire and Yamaha that are part of their distribution family. Currently, ACS operates on a two-acre property, housing a 20,000 sq. ft. facility that produces their products with the aid of twenty full-time, dedicated employees. ACS has come a long way from their inception in 1978, when they had only one product, to now offering over twenty different types of products with thousands of different part numbers. As the snow is falling across the North American Snowbelt, we were lucky enough to catch up with Advanced Control Systems’ Plant & Engineering Manager Masooma Morad, at their headquarters in Ontario, Canada.

ACS headquarters is located north of Toronto, ON, in a 20,000 square foot facility, employing twenty full time employees.

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ACS’ newest product is their flexible Ice Scratcher, which can be color coordinated with your snowmobile. All ACS products are made at the facility in Ontario, Canada, and all of their raw materials are sourced locally.

What is the best-selling/most popular product that ACS offers? ACS’s current best-selling products are our Ice Scratchers and Clutch Pullers. Both products are produced by using state of the art CNC machines, and the Ice Scratchers are also individually assembled by our skilled staff. Our Ice Scratchers are constructed of stainless steel and aluminum, and are the only ones on the market that are available in different colours. What makes your products better or different from other similar products in the industry? We proudly make our products here in Ontario, Canada, and our raw materials are sourced locally. The components that go into our products are manufactured using our own state of the art CNCs, Benders and Welders. However, each and every one of the products we make is carefully assembled by our skilled staff. Our Carbides are placed individually into their host bars, our ICE Scratchers are assembled one by one, and our Spring Pullers are TiG welded one at a time by our skilled welders. Everything is done in-house, allowing us to control every aspect of the process and each stage of the manufacturing process. When riders buy your product, they want to be sure that it works properly. How do you test your products? We have several recreational riders on staff, as well as family members who are given samples and asked to provide continuous feedback. We use Yamaha proving grounds and testing laboratories to test some of our products such as Ice Scratchers and Carbide Runners. Additionally, this year we joined forces with the Canadian Snowcross Racing Association (CSRA) and will be sponsoring some younger, up and coming riders. We can’t think of a better way of a “hands-on testing field” than with CSRA racers at their events. What’s the best way to purchase ACS products? We sell our products through established Distributors who in turn sell to Power Sports dealerships. Also, end users can purchase our products through authorized online dealers such as Canadian Tire, and CBMG Powersports.

In the 1970s, ACS developed their first product, which were carbides for their own race team, with Mike Weatherill behind the bars. After their proven success on the track, it didn’t take long before other teams approached them to also use their carbides.

Do you offer and type of warranty or guarantee? ACS takes pride in our name and products. All our items are warrantied against any manufacturing defect. Normal wear, misuse, abuse or modifications, as with most products, are not covered. What ACS product are you most excited about? Our Stainless-Steel wire rope Flexible Ice Scratcher is what we are most excited about. This product is our baby and we have tested it all across Canadian soil. It’s been designed and manufactured by ACS. Tell us something about the company that you wish more people knew. That we are HERE! We are a local brand, and WE are Canadians. Our growth over the years has been strictly through word of mouth. We have never utilized massive advertising venues like our US competitors. We’re hoping for a grass roots and a ground swell of support from Canadian riders. What is something you are sure to find inside ACS headquarters lunchroom? Fridge? In the Freezer there always seems to be ice cream because we celebrate employee’s birthdays with ice cream cakes. Where is your office’s favourite place to ride? Primarily in cottage country like the Kawartha Lakes, Haliburton Highlands and the Parry Sound area, which are all within a few hours drive from our facility. What’s next for the company? Next is to participate in more in the events, social media, snowmobile racing, magazines and TV. In ten words or less tell us why someone should do business with ACS? Established in 1978; Reputable; Quality; Best Value; and PROUDLY MADE IN CANADA!

Ulisses De Oliveira is the president of ACS and oversees the complete operation.

Advanced Control Systems Corp.’s Plant & Engineering Manager, Masooma Morad, designed and is responsible for their new Ice Scratchers.

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gear

KLIM’S INSTINCT JACKET

KLIM has done an amazing job this year designing jackets that riders are looking for. And the Instinct Jacket by KLIM has made our “want” list. A “Do-All” of snowmobiling, this jacket crosses off everything on the list. With the flexibility and Gor-Tex technology and being fully breathable for riding offtrail or on warm sunny days. Also with their “Storm Zippers”, no moister gets in through the vents or zippers that are found everywhere you’d need a zipper on this jacket. As for on the trail, this jacket does a great job of blocking the wind to keep you warm. We found this coat kept the wind out, and with a removable hood, wind never goes down your back, instead it makes the perfect seal around your neck. Check out this sharp-looking coat at www.Klim.com

SCHAEFFER’S FUEL STABILIZER

BRS BATTERIES

Looking for an aftermarket Battery that will last you longer than 2 years? Take a look at the batteries offered by BRS. Offering up to a 10-year warranty on their batteries, BRS stands behind their products. BRS offers their maintenance-free batteries for ATV,s Side-by-Sides, Snowmobiles, Water Crafts and Motorcycles. They have you covered on all your toys, that’s why they designed this battery for the extreme winter life, it will handle almost any temperatures you could find yourself stuck in this winter. Order yours at www.brsbattery.com

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

Schaeffer’s has created a great Fuel Stabilizer with highly concentrated, multifunctional and ashless formulated, for use in all grades of gasoline including ethanol-blended gasoline, all types of diesel fuel and biodiesel blends. This formula has been blended with an enhanced detergency package that provides impressive cleanliness to fuel lines, tanks, pumps, injectors and carburettors. Schaeffer’s Fuel Stabilizer disperses existing deposits throughout the fuel system, safely removing them to the combustion chamber where they can be burned cleanly and completely. Additionally, Schaeffer’s Fuel Stabilizer can be used as a flushing fluid to purge and remove varnish and carbon deposits present in the equipment. Schaeffer’s designed this formula to meet the US EPA requirements for blending into low sulphur diesel fuels. www.schaefferoil.com

gear

SCOTT FURY SNOWCROSS GOGGLE The SCOTT Fury Snowcross Goggle is guaranteed to shake things up. Shaped by innovation, technology and design, the Fury follows in the footsteps of our flagship snowmobile goggle, the Prospect Snowcross. Featuring our proven SCOTT Lens Lock System, Big 3-Layer face foam, ACS Air Control System and NoFog Anti-Fog lens treatment, you can rest assured the Fury won’t let you down.Check out Scott’s website for more information at www.scott-sports.com

5 6 FXR EXCURSION PRO BOOT Over the past couple of years, Rubber boots have made their way into the snowmobile scene. People love the flexibility and how waterproof rubber boots are on a snowmobile. FXR has decided to accommodate their fellow snowmobilers by designing the excursion Pro Boot. Rated for -45° C this boot is no stranger to cold weather, FXR has designed these boots with having snowmobilers in mind as they made the toes and foot section skinnier to fit perfectly in the footwells of the snowmobile. Also, the wool/polyester lining provides excellent insolation and lets minimum cold air in. Not to mention the Excursion Pro boots also comes with a 3-year warranty if anything happens to them, you’re covered. If you are a rubber boot lover and are looking for a new pair or looking to switch over to the rubber side, slide into the Excursion Pro Boot By FXR. Check out www.fxrracing.com

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

SCORPION EXO-AT950 OUTRIGGER ELECTRIC HELMET

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

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C&A PRO SKI’S XPT Are you looking to improve the steering on your snowmobile? Look no farther then The Xtreme Performance Trail or XPT from C&A Pro Ski’s . These skis are the perfect performance ski for newer sleds with lots of ski pressure. The mid centre keels help alleviate darting, improve tracking and reduce carbide lift in sharp corners. There is also a raised tail on the back of the skis making reversing hassle-free. This is the ideal ski for today’s modern machines when looking for increased control without causing a drastic increase in steering effort. Check them out at a Royal Distributing near you or on their website at www.Royaldistributing.com

8 92

IGNITOR HEATED GLOVES BY FLY

The FLY Racing Snow Ignitor Gloves feature a windproof, waterproof, and breathable Hydraguard Membrane. Stainless core heating technology distributes heat across the back of the hand with three different heat settings. Yup we already want a pair! A full leather palm with a touch screen compatible with thumb and forefinger combines excellent usability and durability. The Ignitor gloves also come with a USB wall charger with dual charging ports that allows someone to charge at home or even on the trail. An LED light indicates activation and heat status. The gauntlet adjuster includes a quick release for simple removal in any condition. Fly Racing also includes a zippered storage bag to store the gloves and components. Order a pair for yourself at www.flyracing.com ON SNOW MAGAZINE • VOL 36 • ISSUE 3

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Snowmobile – Motoneige NB New Brunswick, located on the East Coast of Canada, is home to such a wide variety of types of snowmobile trails, it is guaranteed to have something for everyone. From the mountain peaks to the seashore, from smooth, straight railbeds, to tight, twisty turns in forested trails, you will never get bored. With over 8000 kms of signed, groomed and maintained trails, you could ride for a week and never cover the same ground twice. Check out the interactive map on our website and get planning your trip today! Here is a sample of what you might expect in each Zone of the province:

ZONE 1 This corner of the province borders both Maine and Quebec, located where the Saint John and Madawaska Rivers meet and surrounded by the Appalachian Mountains. Don’t miss Moose Valley, one of the most northern points of the province, it snows there early and stays late. Zone 1 is a Winter Wonderland just waiting to be explored.

ZONE 2 Set along the Restigouche River, amid the Appalachian Mountain Range, this area borders Quebec. The trails are mostly forested, and many are mountainous. Climb Trail 236 to feast your

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

eyes on the view that greets you from Squaw Cap Lookout. With an elevation of 1585 feet, you will feel like you are on top of the world! ZONE 3 The Acadian Peninsula is found on the northeast corner of the province and is surrounded by Chaleur Bay and the Gulf of St. Lawrence. Enjoy beautiful coastal landscapes, watch for the famous Lameque lighthouse and be sure to check out the brightly coloured boats at the harbour in Shippagan!

ZONE 4 Bordering Maine and locally known as the Saint John River Valley, this Zone has trails that wind along the river, over and through rolling meadows and thick wooded forests. It is common to emerge from a densely wooded trail to find that you are riding along the side of a field, permission graciously granted by a farmer. Ayer’s Lake lookoff (Trail 460) provides a spectacular view of the rolling woodlands for miles around.

ZONE 5 From the heights of Mt. Carleton (elevation 820 m) to the Mouth of the Miramichi River, this is one of the largest Zones in NB. Mt. Carleton Provincial Park boasts a new warming shelter and the elevation allows the snow to stay much later in the season than anywhere else in the province. Trails in this Zone can be flat, straight stretches, through small towns and into the City of Miramichi, as well as densely wooded and miles from civilization – take your pick!

www.snowmobilenb.ca

ZONE 6 On the coast of the Northumberland Strait, you will enjoy picturesque harbours, long stretches of beaches, dunes and phenomenal seafood! While enjoying the well-maintained trails in this region (and throughout NB), you will be pleased to find modern and clean shelters provided by the local club volunteers for an opportunity to get warm and toasty! Zone 6 also provides access to Nova Scotia and Prince Edward Island.

ZONE 7 On the border of Maine, this Zone has many long stretches of former railbeds, providing long, flat, straight trails, as well as many wooded, hilly areas. Zone 7 is an essential connection of the Great Canadian Trail Loop and provides access to the snowbelts everyone enjoys. Come to this Zone to relax and enjoy the serenity of the forests, many cozy warming shelters and the famous Maritime hospitality.

ZONE 8 Home to the dramatic coastlines of the Fundy National Park and some of the highest tides in the world, these trails have to be seen to be appreciated. Moving inland from the coast, you will find a variety of trails, from open fields and woods roads to rolling farmlands right up to the peak of the Caledonia Mountain at 360 m. The Caledonia Highlands boast early snow that you can enjoy right through until the Spring.

Snowmobile – Motoneige NB Le Nouveau-Brunswick, situé sur la côte Est du Canada, est le site d’une si grande variété de types de sentiers de motoneige qu’il est garanti d’y avoir quelque chose pour tout le monde. Des sommets de montagnes jusqu’au bord de la mer, d’anciennes voies ferrées bien droites jusqu’à des sentiers forestiers tortueux, vous ne pourrez pas vous ennuyer. Avec plus de 8000 km de sentiers signalisés, surfacés et entretenus, vous pourriez vous promener pendant une semaine sans jamais couvrir le même terrain. Vérifiez la carte interactive sur notre site web et commencez à planifier votre randonnée dès aujourd’hui ! Voici un échantillon de ce à quoi vous pouvez vous attendre dans chaque Zone de la province :

ZONE 1 Ce coin de la province se trouve sur les frontières du Maine et du Québec, situé là où les rivières St-Jean et Madawaska se rencontrent et sont entourées par les Appalaches. Ne manquez pas Moose Valley, l’un des points les plus au nord de la province ; il y neige là plus tôt et plus tard. La Zone 1 est un paysage féérique hivernal qui n’attend seulement qu’à être exploré.

vos yeux sur le panorama qui vous attend à partir du point d’observation du Squaw Cap. Avec une élévation de 1585 pieds, c’est comme si on se tient au sommet du monde ! ZONE 3 La Péninsule Acadienne est située dans le coin nord-est de la province et entourée par la baie des Chaleurs et le Golfe St-Laurent. Jouissez des beaux paysages côtiers, observez le fameux phare de Lamèque et assurez-vous d’observez les bateaux aux couleurs vives dans le port de Shippagan !

ZONE 4 À la frontière du Maine et connue localement comme la Vallée du Fleuve St-Jean, cette Zone a des sentiers qui serpentent le long de la rivière, traversant au-dessus et à travers des prairies valonneuses et des forêts denses. Il est commun d’émerger d’un sentier densément boisé pour découvrir que vous longer un champ, grâce à la gracieuse permission d’un fermier. Sur le Sentier 460, le belvédère de Ayer’s Lake donne un panorama spectaculaire des collines boisées sur des milles à la ronde.

ZONE 5 Des hauteurs du Mont Carleton (élévation de 820 m) jusqu’à l’embouchure de la rivière Miramichi, ceci est l’une des plus vastes zones au Nouveau-Brunswick. Le Parc provincial du Mont Carleton est fier d’un nouvel abri ; son élévation permet à la neige d’y rester bien plus ZONE 2 Situé le long de la rivière Restigouche, au sein de la chaine des Appalaches, cette région fait frontière avec le Québec. Les sentiers sont surtout en forêt et plusieurs sont en montagne. Grimpez le Sentier 236 pour régaler

longtemps dans la saison qu’ailleurs dans la province. Les sentiers dans cette Zone peuvent être des tronçons plats, droits, à travers de petits villages et la ville de Miramichi, ainsi qu’à travers des boisés denses et à des milles de la civilisation – à vous de choisir !

www.snowmobilenb.ca

ZONE 6 Le long de la côte du Détroit de Northumberland, vous allez jouir de havres pittoresques, de longues plages, de dunes et de fruits de mer phénoménaux ! Pendant que vous profitez des sentiers bien entretenus dans cette région (et dans l’ensemble du N.-B.), vous serez heureux de trouver des abris modernes et propres fournis par les bénévoles des clubs locaux pour une opportunité de bien vous réchauffer ! La Zone 6 vous donne également accès à la Nouvelle-Écosse et à l’Île-du-Prince-Édouard.

ZONE 7 À la frontière avec le Maine, cette Zone contient de longues sections d’anciennes voies ferrées, ce qui offre des sentiers longs, plats et droits, ainsi que plusieurs régions montagneuses et boisées. La Zone 7 est une connexion essentielle du circuit du Grand sentier canadien et elle donne accès aux ceintures de neige dont tout le monde jouit. Venez dans cette Zone pour relaxer et profiter de la sérénité des forêts, de plusieurs abris de réchauffement et de la fameuse hospitalité des Maritimes.

ZONE 8 Le site de côtes spectaculaires du Parc national de Fundy et de certaines des plus hautes marées au monde, ces sentiers doivent être vues pour être appréciées. En quittant la côte pour aller dans l’arrièrepays, vous trouverez une variété de sentiers composés de champs ouverts, de chemins de bois et de terres agricoles ondulées jusqu’au sommet du Mont Caledonia, 360 m. Les Hautes Terres de Caledonia reçoivent des neiges hâtives dont vous pouvez jouir jusqu’au printemps.

ON SNOW MAGAZINE • VOL 36 • ISSUE 3

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ON SNOW MAGAZINE • VOL 36 • ISSUE 3

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OSM 36.3

Articles inside

NBFSC REPORT

DRIFTS

LAWN ORNAMENTS

LEVI LAVALLEE

FAB 4

TAKE 5

INDUSTRY 411

GEAR BOX

INDUSTRY NEWS