OSM 38.4

The CATALYST ™ platform set a new standard for performance, and now, we’ve given it power to match. The all-new 858 engine is lighter than anything we’ve done before and takes power and torque to new levels. Purpose-built for the CATALYST platform, the optimized laydown design will give you an even lower center of gravity for precision and control like nothing else.

Unleash the 858 and experience the power that will change everything.

Make it easy to put more miles on this season with effortless control, unrivaled acceleration, and comfort of the INDY lineup. Industry-leading technology in the optional 7S display featuring RIDE COMMAND, you can take on the trail confident and connected.

POWER CHECK

The Patriot 9R delivers more than enough power to reach the peak.

Sled: Polaris Pro RMK 165 9R Rider: Jordan “Womback” Hammack Gear; Klim Storm jacket and Bib, F3 Carbon Pro Helmet

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

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28 YAMAHA 2025

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drifts WHO WOULD HAVE THOUGHT THAT THE SEASON WAS GOING TO END AT SNOW SHOOT

It was a short season in most parts and one without the usual snowpack. The 2024 season felt like we were always chasing temperatures and snow. You could find it if you tried, but it wasn’t always easy.

For the first time in well over decade I couldn’t ride out from my backyard. It was sad. When we did have snow I never took advantage of it as I thought it was staying much longer than it did.

2024 saw a lot of miles in a truck towing which we didn’t mind as we were still riding but it seemed to have been cut short by a month and half in my end of the Snowbelt. Our three-quarter mark of the season is Snow Shoot which once again was held in West Yellowstone, Montana. It was another great and successful event. For those that don’t know, Snow Shoot is an annual event where the four main snowmobile manufacturers have their following year (2025) models available for media to ride, shoot stills and video. Our group always looks forward to this event.

At Snow Shoot this year it started with a somber realization that we all knew was coming, that it’s Yamaha’s final ride. Yes, Yamaha will have new snowmobiles next year, however 2025 will be the final year of production and this will be the end of the

ride for Yamaha at Snow Shoot. Many of the top guys over the years from Yamaha came to watch the final sunset.

On the last day of our final shoot, I rode an SRX back to the pits on the Madison Arm trail and blocked the world out.

Anyone who has ridden in West Yellowstone would agree that the Madison Arm Loop was designed for a snowmobile like the SRX. Almost every corner is a monster sweeper followed by a straightaway leading into another monster sweeper for tens of miles.

During this time, I was flooded with so many great memories of the times that we shot Yamaha sleds on this trail. It was eerie coming around corners and remembering the many models of Yamaha Snowmobiles from Apex to Sno-Scoot to Vmax to Phazer’s and of course Sidewinders. That day marked the final shoot and final ride of a “new” Yamaha on the Madison Arm. Those sweepers provided a lot of laughs and coined the phrase ‘Tokyo Drift’.

It was a great way to end the days ride and made for some good armchair racing later that night. The SXR is simply a beast on these types of trails. When we arrived home, we received news that trails systems have been shutting down every

where. Even our go to late season honey holes were also done for 2024. Much like the reality that this was the last time Yamaha was going to be at Snow Shoot the news of the trails closing earlier than usual was expected in 2024.

However, I never thought that my last ride of the season was going to be in West Yellowstone in February and seemingly perfectly to the end of the season it was on a Yamaha.

See you next year, and here’s to dreaming of a winter wonderland.

Rich

WINTER ADVENTURES AWAIT

In the snowy landscapes of Saguenay, Québec, a snowmobiling revolution is unfolding with the Widescape WS250. More than a snowmobile, it embodies freedom, agility, and joy—a key to unlocking exhilarating winter adventures.

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Discover a new way to experience winter. Book a test ride or order your WS250 from over 70 dealers across North America.

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

ACCESSORIES

TRAILER

TRUCK

Haveyoubeen #OnSnowthisseason? OSMFirst Ride

While there wasn’t enough crazy First Ride pictures as in years passed because of the lack of support from Mother Nature this winter. We still received hundreds of entries from snowmobilers wanting to show their first rides of the year and more probable to receive a free t-shirt. If we printed it check your mailbox and remember to send hi res photos to info@osmmag.com

Making it to the Hut –First ride of the season was on January 20. Craig M.

Dear OSM Team,

This year in Northern MN we had very little snow. Our first (and only) ride was a 10 mile round trip from my house to one of the local vintage rides (that was turned into a show due to lack of snow) and back home. The lack of snow should’ve been a sign to trailer the sleds instead of riding. My younger brother broke the spindle of his 1972 Arctic Cat Panther 340 and he also rolled my pristine original Cat Cutter (which I had owned for less than 24 hours) and broke the original windshield into 15 pieces. Luckily my 1969 Panther made it to the local watering hole for some much needed liquid sorrow suppressant!

Brock L.

Hey OSM,

Here are some pictures of my son and I on our first actual trail ride of 2024. We were out before but only doing trail prep for our local club! Our first ride was from Peterborough to Madoc via Campbellford. We logged 225 km!

Shelley M, emailed in her first ride on the OFSC’s District 2 trails travelling from Coe Hill to Lake St. Peter.

While the snow wasn’t as deep as usual Daphne still managed to capture her first ride of the season this past January on the BEAST Trail.

First ride on Lac Seul with the Lynx Rave re to check ice conditions Dec 6th 2023

We loved this first vintage ride photo from Satasha

back a lot of memories how fun snowmobiles have always been.

A little late to the party up here In Northwestern, Ontario! (Dryden) Not the snow or temps we’re used to seeing. Had my first ride tonight (January 25) on my new machine! My first triple ever 2003 SXViper. Keep up the awesome work!!

Dolla B.

Mike Starratt

102 Moosehorn road Sioux Lookout Ontario P8T 1L5

H. It brings

Abby captured 11-year-old, Tucker Timberlake carving it up and laying track Minturn, Colorado

First ride in the yard for pics 27 years apart MXZs Dec 3rd 2023

BY JASON KAWCZYNSKI

Surprise everyone! All the hardcore, green-blooded Cat riders can finally breath after getting their long-awaited last piece of the puzzle for Model Year 2025, the 858 motor.

Well maybe this wasn’t a surprise as this journey has been long and far from secretive when compared to a normal product release. OEM’s like to keep their ideas close to the vest, waiting for the moment they can release something blockbuster and epic, but this story is quite different. The Thief River crew endured an acquisition by Textron and the partnership with a competitive OEM in Yamaha that kept their plate full for many years while the competition leapfrogged them in technology. Undoubtably, this was the factor in announcing the new Catalyst platform a full snow season before you could even order it and only being able to get it with a 600cc motor for its first year. For 2025 however, we are happy to report that this unicorn is very real and we got to put plenty of miles on this season… it didn’t disappoint!

The Catalyst dominates the Arctic excitement again, and this season the mountain line up is exclusively all Catalyst, plus select models will get the new G8 display that many riders have been pleading for. The Pro-ride chassis does return in trail and crossover segments strictly with 4-stroke motors, and the Blast is no longer a model name, now just a chassis option. Simplicity is the trend for snowmobile manufacturing currently and Cat is no different, slimming down to 18 total models. More staggering is that for 2025 there are only really five significantly different color choices across all the various segments.

Here’s more about the 858, the new Garmin G8 display, and the entire lineup streamlined lineup!

NO NEED TO KEEP THE SKIS ON THE SNOW WITH THE 858’S POWER

THE 858 IS QUICK WITH 11% MORE HORSEPOWER AND TORQUE THAN THE PREVIOUS 800CC MOTOR, ALL IN A PACKAGE THAT IS 3LBS LIGHTER.

858 Doesn’t Disappoint

This isn’t the first time we have talked about the 858 but previously our experience was only hypothetical. After the snow-less early winter with multiple missed riding opportunities we finally were able to get on the saddle of the new big bore 858cc in late February.

It probably goes without saying but the 858 is quick with 11% more horsepower and torque than the previous 800cc motor, all in a package that is 3lbs lighter. The same size 85mm bore from the 800cc is used and the extra displacement is achieved with a longer 75.6mm stroke length. The crankcase for the 858 is designed for the longer stroke and contributes to some of the weight reduction. The reed cage moves a ½-inch closer to the engine and integrated engine mounts allow it

to sit 3/8-inch lower in the frame than the 600cc, adding to the catalysts already low center of gravity.

Feeding this beast is a redesigned air intake system that is also simplified from its previous design giving it both weight and sound level reductions. It comes with a secondary under hood inlet that prevents snow buildup in deep powder from blocking the only path for airflow.

New exhaust valves are possibly the biggest news of this motor, they are again, simpler in design and contain only 15 different parts, rather than the previous 30. This is accomplished in part by using a single valve for all three ports instead of three individual, and there’s a cable opening the valves which eliminates most sliding contact surfaces. The new valves

give 2.5 times more height change in the port and that adds to its low-end torque and fuel efficiency. Pair this with a new exhaust system that was specifically built for the Catalyst. It is 3-4 pounds lighter than the previous exhaust on the 800 and uses thinner stainless-steel walls. There is both a temperature sensor in the pipe and silencer can for extended monitoring.

Tech jargon aside, this motor delivers just what we asked for! While many trail riders will appreciate the added displacement, the most significant place that we will see rejoicing is those high-altitude mountain riders that NEED the extra power, so we expect to see a lot more of the Catalyst off trail next season.

Getting’ the G8 Display

The G8 by namesake is an 8-inch wide multifunction display, which by measurements isn’t the biggest display in the indus-

try but plenty large, and absolutely giant in comparison to the previous Cat displays. There’s similar features to the competition, it’s not just a GPS unit but a complete setup serving riders with all their necessary data. Compass heading, temp, fuel, Speed, RPM along with color changing elements to catch your eye when riding for critical warnings.

This unit was developed in partnership with Garmin who dominates the GPS market in most every other on and off-road application. Why this really matters? Arctic Cat will be able to have a

THIS UNIT WAS DEVELOPED IN PARTNERSHIP WITH GARMIN WHO DOMINATES THE GPS MARKET IN MOST EVERY OTHER ON AND OFF-ROAD APPLICATION.

seasoned product on year one where other OEMs took quite a few seasons to work the bugs out. Plus, because of the backbone on Garmin technology you can customize and add your own maps using multiple different standard formats (GPX, KMZ, GMAP, etc.) which is something the competition can’t offer. For dinosaur riders like many in our groups that are less tech savvy, no worries, the G8 comes with a bounty of preloaded trail maps for both the USA and Canada. These are updated periodically throughout the season with no subscription required.

ARCTIC CAT DAN SHOWS US HOW TO GET IT DONE ON THE NEW 858

atom

The Atom SV is the ultimate helmet for long-distance snowmobilers. Includes breath guard and amber inner visor. Available with double or electric quick-release shield. Also includes a quick release micrometric buckle and a removable/washable lining.

AVAILABLE AT YOUR LOCAL DEALER

DISTRIBUTED EXCLUSIVELY BY:

USA riders can communicate with your riding group via the integrated Group Ride

Radio feature where you can track up to 20 riders with their locations on your map as well as communicate directly with two-way voice features using a compatible Bluetooth headset. Due to the frequency that the radio features use. Sadly, Canadian riders will not get this option and can only pair their cell phone and use the Garmin Tread app that allows you to also track your riding group at unlimited distances where cell service allows (this is also an alternative connectivity option for USA). You can have media control such as music stored on your phone or using smart notifications to display text messages right on the display.

The new display, however, only comes standard on three models, the ZR ATAC, Riot ATAC and the Mountain Cat. Arctic Cat is offering an upgrade kit that includes either the G8 itself or a modified hood piece that can replace the existing center shroud for a fairly reasonable price that allows for retrofitting any new 2025’s or previous 2024 Catalyst sleds.

NEW AC5S SHOCKS

New for 2025 are the Arctic Cat Branded AC5S shocks. These are based on the IFP shock but add a piggyback reservoir with five clicker positions of quick adjustability. The fully serviceable coil over design makes them a cost-effective performance option on the mid-level trim sleds.

BADGING MAKES IT CLEAR VERY CLEAR….. YOU JUST GOT PASSED BY AN 858!

STANDARD LED LIGHTING IN A SLEEK DESIGN LIGHTS THE NIGHT

AC 6” SKIS PAIRED WITH AWS FRONT END DELIVERS RAZOR SHARP HANDLING

THE NEW G8 DISPLAY DELIVERS ALL THE NEEDED INFO IN A CRYSTAL CLEAR PACKAGE

CHOOSE YOUR IMPROVEMENT

Trail sleds

ZR is the name for 2025 and all but the Thundercat in the trails will follow the surname. Catalyst trail sleds will be badged only with “ZR” and each model is available in both the 600cc or 858cc two-stroke motors, and all come standard with electric start and features increase as you go up in the models. The base ZR Catalyst comes in our classic favorite all black color with IFP shocks and only with the 137x1.25inch Ripsaw track. ZR Snow Pro adds a choice of either a 129 or 137-inch length Ripsaw plus the new AC5S shocks. The flagship ZR ATAC gets the G8 display and the ATAC shock package plus a bit more color with an all-green tunnel. For the aspiring cross-country ripper, the race-ready ZR R-XC gets the stiffer Fox QS3 shock package and the 137x1.35-inch fully clipped Cobra track… but no G8 display as standard issue, which was somewhat of a surprise.

Crossover

Crossovers get much simpler from Cat in that they are all are now called the Riot, and all have only a 146-inch track. For the smaller riders, the Riot 400 (Formerly known as the Blast XR 4000) is in the single lung 400cc motor and ¾ size chassis. There is a two-up seating ¾-sized model with the Riot 400 Touring. Both come only with the 1.6-inch Cobra track in an orange and black colorway, which is a theme in the crossover segment as three different models come in orange and they are all called Riot.

FOR THE 4-STROKE RIDERS YOU CAN STILL GET THE 998CC TURBO RIOT IN THE PRO-RIDE CHASSIS WITH EPS, HEATED SEAT AND THE ATAC SUSPENSION.

GUESS WHAT COLOR IT COMES IN, YEP ORANGE!

4-stroke models will all remain in the Pro-ride chassis and all with only the 137x1.25-inch Ripsaw track. The ZR 7000 entry level machine gets the standard IFP shocks and if you are hauling a passenger, you can get the same sled in a two up configuration with the Pantera badge, neither receiving the Electric Power Steering option though. For the power seekers there is the choice of the Thundercat or the ZR 9000 RR that both come fully loaded with the 998 turbo motor, EPS and heated seat. The only difference between the two is a different green colorway for each and the ATAC only comes in the Thundercat where the RR gets the Fox QS3’s

For the newbie riders there is only one choice in models/color in the “Blast” chassis with the green/black ZR 400, and this is the only 121-inch option that remains for 2025.

Catalysts Riots come in three different colors which are again exclusive to their sub-models, all with choices of either the 600 or 858 motors, two track options of the 1.35inch Cobra or the 1.75-inch Hurricane, standard electric start and the narrower AWS 39-inch front suspension.

The standard Riot has all these options in the blacked-out color package with the IFP shocks. Riot Sno-Pro adds the AC5S shock package and the Green/Black colorways and the Riot ATAC gives you the ATAC shocks (of course) plus the G8 display and is styled in a lone choice of a very bold multi-colored orange leisure suit.

For the 4-stroke riders you can still get the 998cc turbo Riot in the Pro-Ride chassis with EPS, heated seat and the ATAC suspension. Guess what color it comes in, yep orange!

Mountain

The entire mountain segment will be exclusively Catalyst platform this season paired with the Alpha One rear suspension.

Here again the trend continues as each model will only be available in a specific colorway. Standard M-sleds will be the fullsize entry level, coming with either the 600 or 858 but only the 154-inch skid with either the 2.6 or 3-inch lug options. These have IFP shocks and the sport gauge and dressed in all black. The M Sno-Pro will be the only mountain model in the traditional Arctic Cat green/black, with either the 600/858 engine choices and extra track choices of 146/154/165-inch lengths, the new AC5S shocks, and the standard Sport gage. The top end Mountain Cat will come with the deluxe options and only in a Sky Blue and Black colorway that Cat has been using the past few years. You get nothing but the 858 motor, the G8 display standard, all the different track options available on the Sno Pro, plus choices of the Fox Float QS3 shocks or the ATAC electronic shock package. Youth or beginner riders can still get the 400cc Blast chassis sled, now named the M 400 in a similar sky-blue package as the Mountain Cat. But other than the name, it returns mostly unchanged with the 36-inch AMS front end, Alpha One rear skid and a 146x 2-inch Challenger track.

What’s next for Cat?

It’s been quite a long wait for Cat riders to get their upgrades so will this be the last big news for many years? Doubtful in our mind as there is still so much frenzy over their new chassis, they are sure to be gaining a lot of market share and won’t want to hit the brakes. Of course, the next step everyone expects Cat to do is to put a turbo on the 2-stroke 858 motor, which seems inevitable sooner or later. But word on the street is that the 998cc 4-stroke turbo motor will likely remain in the lineup next year beyond the Pro-Ride Chassis which could also make for something exciting. Guess we will have to wait and see, but in the meantime you have not one but two rumors that can be spread for your Christmas wishes in Model Year 2026!

JUST DREAMING WHAT THIS CAN DO WITH A TURBO FEEDING THE 858!

NIMBLE LIKE A CAT, WAIT THIS IS ONE!

RIDER REVIEW

What’s your fav Cat model?

Give me the ZR Snow Pro 137 with the 858 motor! Cornering and stability are perfectly balanced, and the smooth riding suspension works really well for all conditions.

Katie K. – Suffering from Cat-a-Lust.

Thundercat is still the winner in my book. While it may be older compared to 2025 standards, it’s not nearly as old as I am, but the EPS and 200+ ponies continue to make me feel young again.

Ricky K- Mayoral Hopeful of West Yellowstone

I would take 146-inch Catalyst Riot 858 with ATAC with the 1.75-inch Hurricane track, EVO front and rear bumper, Catalyst pack, FlexTec handguards, and skid plate… Not that I’ve already priced this out or anything already. But ironically it seems it will fit perfectly in my current trailer with my wife’s sled and both my kids’ sleds.

Mark B. – Dog person, turned Cat person.

BY MARK BONCHER

a pirate’s life in the Polaris camp this year as they will be saying “R” quite a bit in all their meetings. We “R” absolutely fine with this as the fantastically fast and rapidly responsive mod 9R motor makes its way into more sleds for 2025. In addition, the new Dynamix suspension system is really the next step in automatic terrain sensing and absorption. More on that system later, but trust me, a boosted Indy VR1 with Dynamix is another worldly riding experience! Polaris did more than just performance changes this year as they put the durable and fun loving Titan utility sleds into the Matryx chassis and gave it the high-achieving Patriot 650 motor. As exciting as that is, the real juice for us trail riders happened in the Indy XCR line of sleds… the 9R motor means mo power, and mo better! Plus Polaris never quits on its mountain segment either and this year is no different. There’s multiple updates and plenty to discuss across the board for the marketing and engineering folks for 2025, and Roseau keeps churning out some of the most fun snow-buggies we’ve ridden to date.

The name itself is synonymous with Polaris trail performance and the Indy has been a staple in trailers and at trail stops for decades… still have fond memories of my old Classic! What we are most excited about is the built big bore 9R motor being available in the race-ready XCR machine. In the 136-inch track length you simply can’t beat this beast! It is crazy fast off the line, throttle control is insanely quick and extremely usable. There isn’t an uncontrollable slap of power, but it’s right there throughout the powerband when you want it. The numbers from Polaris are 7% more power and 12% more torque than the standard 850 motor. Yep, we’ll take that! The reason the power feels so usable is due to a lightweight crankshaft, flywheel, P22 primary clutch, and light ceramic coated pistons.

Several of us media types were out west testing this sled at the same time Levi LaVallee was and just hearing him talk about it and the massive smile on his face was contagious. Mind you, this wasn’t even in an interview or in front of the camera… we all have our ‘TV show excitability’ but this was genuine joy in the paddock area and impromptu. These are the kind of performance-induced discussions all the OSM riders had after riding the XCR 9R… your hair will stand up and the good tingles will continue to run up your spine even after your ride.

The XCR is a slightly more stripped down Indy compared to the VR1, but that’s on purpose as this is more big bump, high flying, snowcross oriented. This is the only place you get the best of the bestfull 2-inch diameter Walker Evans Racing Hi-Lo adjustable Velocity shocks all the

THE XCR IS A SLIGHTLY MORE STRIPPED DOWN INDY COMPARED TO THE VR1, BUT THAT’S ON PURPOSE AS THIS IS MORE BIG BUMP, HIGH FLYING, SNOWCROSS ORIENTED.

THE 9R MOTOR IS NOW IN THE THREE BIGGEST MARKET SEGMENTS – TRAIL, CROSSOVER, AND MOUNTAIN.

way around. You still get your option of the 9R, 850, or 650 Patriot motors, and choice of 136 or 128-inch shoe sizes.

There’s an option for the 7S display with Ride Command as well. We will have more on this sled in an upcoming article, but it’s a fave for sure!

The next major-league upgrade for the Indy is in the 137-inch long VR1 model. The machine comes with the Patriot Boost motor (which I think is only legal in a couple states and maybe one province, because it’s too fun), the 850 or the 650 powerplant options. The VR1 gets the optional new Dynamix suspension system, which is the real news. Polaris is taking the ATAC,

or Smart Shox, a step further by using a patented Inertial Measurement Unit (IMU). These systems aren’t necessarily new and have been used in the auto world and in side by sides for a while. However, this is the first time it’s been used on a snowmobile and we will have an ‘inside look’ at this and other developments in upcoming articles. The IMU takes inputs like inertia, velocity, pitch, roll, airborne events and more into its seamless calculations to control all four shocks on the sled. Measurements are done by the system including taking into account things like brake and throttle inputs to automatically adjust the shocks to basically sense the terrain and how the rider and vehicle are traversing it.

There are 3 system modes (similar to the other shock systems on the market) including Comfort, Rally and Extreme. For the most part you can assume these are like soft, medium, and hard… but because

THE RMK MACHINES GOT A BUNCH OF UPGRADES THIS YEAR AND WILL STILL BE GO-TO CHOICE FOR A VAST MAJORITY OF RIDERS OUT WEST.

you have the IMU you will see less bottoming in the comfort mode than say the ‘soft’ mode in other systems, and on the opposite end of the spectrum you will feel more comfort in the Extreme mode than you do in the other systems. Basically, it makes your ride better across the board as there are more than just the shocks being taken into account when the system is responding to events. Plus you get reaction from all 4 shocks, not just 3. When you exclude the center shock you take all kinds of things away from the rider… most namely ski pressure is increased or decreased. Again, we will talk more on this system, but the name of the game on the trail is feeling connected with the sled/trail, and

FINALLY, THE WIDETRACK UTILITY SIDE RECEIVED SOME ATTENTION AT POLARIS AGAIN THIS YEAR AS THE TITAN ADVENTURE 155 AND NORDIC PRO 155 ARE NOW IN THE MATRYX PLATFORM WITH THE 650 PATRIOT MOTOR.

predictability. This is the best system to date for both. In the crossover market Polaris, not unexpectedly, is offering the 9R motor in the Switchback Assault. All you Ontarians, Yooper’s, Quebeckers, and New Englanders are I’m sure very happy about this… so are we! Don’t get us wrong, the Assault was more than fun last year with the new Boosted 850 motor in it, but we can’t get enough of the 9R. It is still in the 146-inch length and you can get the 850 or 650 motors as well… but the two big motors are really where it’s at for fun. All that macho stuff aside, I’ve personally have multiple friends with the 650 motor in this machine and it is more than capable anywhere but maybe

at high altitude, and it’s thousands and thousands of dollars cheaper than that of the Boost. Plus, the Assault has multiple track options, standard 7S display, awesome 2-inch Walker Evans Racing Velocity shocks, and a better top end than the comparable 146 sleds on the market… in each CC segment. There’s really not much to dislike with the Assault and I feel with all the hype about the mountains or the go-fast trail sleds that this machine kind of gets lost in the shuffle. All around considering price, shocks, motor, display, maneuverability, capability, etc… I personally feel an 850 Assault with 2.0-inch lug is one of the smartest buys for a ‘do everything’ sled currently available.

Polaris put plenty of effort into the MY2025 mountain sleds as well! The 9R Pro RMK 155 shed weight down to just 414 lbs. dry. That’s an outlandish power to weight ratio for a sled that was already dang impressive. You still get the option of a Patriot Boost, 9R, or 850 engine in the Pro RMK or RMK Khaos chassis as well. Upgrades for 2025 include a new Pro-Lite seat, new throttle system, new high snow

evac lightweight running boards, lighter LED headlight, serviceable suspension pads, new lighter steel driveshaft and 2 extrovert drivers. The RMK SP has a new tapered tunnel and flap with full length tunnel and cooling, IFP shocks, and more. The rail cap has been a source of ire for many riders out west stabbing through the track. This has been re-done for 2025 and there is an anti-stab kit to retrofit the 2024 machines. There’s also a new stronger rear RMK bumper.

Finally, the Widetrack Utility side received some attention at Polaris again this year as the Titan Adventure 155 and Nordic Pro 155 are now in the Matryx platform with the 650 Patriot motor. These are really versatile machines with the hi/lo/reverse geared transmission, and new Backtrack 20-inch wide articulated rear suspension. You can back up over anything with it and the front end is slightly higher as well with an adjustable 39-41 inch ski stance. The 7S display is standard as well. The Adventure also comes in the AXYS chassis with the ProStar S4 fourstroke motor if what’s more important is the longevity, fuel mileage, and you don’t need the extra power.

7S Display and Ride Command, NEW STUFF!

For 2025 there is a new 5-way switch feature that has been improved over last year. Also, for some unknown software reason, the wi-fi was removed a couple years back, but it is on the new machines. There was a myriad of quality improvements so that the software for the maps do not crash as often and transferring data from the App is easier. Finally, there is a new ‘Open Ride Areas’ feature that has over 6 million acres of open ride spots available, and you can do ‘heat mapping’ to follow others into areas or know where to go to find some fresh POW.

ADDITIONAL ACCESSORIES LIKE OUR FAVORITE OF MORE LED LIGHTING UP FRONT MAKE THE POLARIS EXPERIENCE EVEN MORE ENJOYABLE.

ADDING THINGS LIKE A REINFORCED FRONT BUMPER OPTION HELP NOT ONLY FUNCTIONALLY, BUT AESTHETICALLY.

More cool upgrades, but fewer models They are making them still, the just have too many in stock from My24.

Let’s talk about the changes first and these are fairly significant. There are obviously a ton of sleds on the market right now as nobody in the Midwest or East really received any snow this year. To combat this Polaris is pausing the Indy XC sleds for 2025. This is still a great value for many riders and wasn’t going to be changing much for 2025. The XC’s have lots of options as far as colors and packages for riders that fall in the middle, or who don’t need every single bell and whistle, but still want a solid machine. In addition, the smaller mid-size EVO will be paused for 2025 as well. The Switchback SC is in the same boat this year as well taking into account similar impacts that have been/will be felt by dealers sitting on inventories already. On the mountain side you have the choices of the Pro, Khaos, SP, and EVO.

There’s so many good things happening for Polaris this year that outweigh any neg-

atives, including the whole ‘recall’ shenanigans that we won’t delve into here as that’s a can of worms that can be opened for all OEM’s… except Yamaha of course, but that train has sailed. Polaris has re-engineered the P22 primary clutch with a new forged spider, cover, and bolt plus put new pistons in the 850 and 650. There’s more oil pumping into the 850 at low RPM, new injector wiring on the boosted sleds along with a new turbo seal, new spark plugs all around, and new PTO rear engine mount for increased durability. The electric start has been updated as has the oil reservoir and the recoil rope guide for better wear.

Whew! Think that’s about it for a quick overview this year for Polaris, but if there is one takeaway here it is that even in a down sales year these guys and gals are not holding back… We appreciate that and Polaris is pushing forward each and every time we go around the sun!

Test Rider Recap

Now in its fourth season, the Matryx chassis tech remains fresh and exiting to ride. It’s still one of the best all-around performing machines in all models with its easy to ride handling. While it’s not hands down better than the other OEM’s ride quality as it was in MY21, simply add a Patriot Boost or 9R motor and there is nothing that can compete with either of these high adrenaline beasts. If your riding consists of mainly sea level terrain, the 9R my choice as up until the very top end, it’s just as fast as the boost but it gets off the line much quicker. At high elevation the boost is of course the better choice where it delivers a substantial power increase with the turbo’s compensation. But it’s tough to beat a 9R in the tight trees in the mountains. Can’t decide, just flip a coin as they are both winners!

Jason K. – OSM Manager of full throttle, full brake, test operations

BY MARK BONCHER

More new announcements from Quebec? Surely you can’t be serious… I am, and stop calling me Shirley!

While there may not be as many ground breaking announcements as some years from Ski-Doo coming out of Valcourt, QC, there’s still lots to get the Ski-Doo faithful gossiping. One thing we will say about SkiDoo is that they never solely focus on one segment. Of course they often try something out in their mountain line before disseminating it across the rest of the platforms, or they may have a big announcement in one segment and not much in another, but they seem to always have something up their sleeves. This year is no different and the MXZ and Renegade line gets the biggest upgrade… a new front suspension!

There’s plenty more though including turbo proliferation in the crossover market, and a new Backcountry model option. With upgrades in the Summit mountain lineup too! I would say compared to other years this might not be a ‘groundbreaking’ model release, but like all the OEMs SkiDoo is also struggling with the “winter that wasn’t” so they will undoubtedly have plenty of leftover 2024 sleds at dealerships across Canada and the US. That said, as I write this in March we are getting a massive late season storm… unfortunately it’s too little too late to help move hundreds of sleds off showroom floors.

THE MXZ-XRS HAS THE BRAND NEW RAS RX FRONT SUSPENSION FOR 2025

THE NEW PILOT RX WAS ALSO ANNOUNCED ALONG WITH THE NEW FRONT END AND IS CLAIMED TO ALSO HELP WITH FRONT END STABILITY THROUGH THE CORNERS

MXZ and Renegade trail upgrades

When you think Ski-Doo trail sleds you already think of great stability and cornering, but recent upgrades to the competitors line-ups must have made Ski-Doo think that they needed to step up yet again to lead in this category. Enter the new RAS RX suspension which will be available in many of the MXZ and Renegade machines. However, the 4-stroke models in the trail machines will still have the RAS X front end. This new system features a taller spindle (26mm to be exact) and that comes along with a higher new upper A-arm. The distance between the lower A-arm and upper A-arm increased by 15mm and that’s where some of the dynamics of the new front end become evident.

For years we have heard ‘center of mass is important in handling’. These changes to the new Ski-Doo RAS RX actually raise the roll center, which might seem counter intuitive as we also hear that keeping that center of mass low in the chassis is important to handling. There are trade-offs in everything, but the Ski-Doo engineers got this one right by figuring in things like a new sway bar linkage, and the new spindle design means longer steering arms and the shock mounts are now actually lower on the spindle, so closer to the snow and shifted outward slightly.

The new Pilot RX was also announced along with the new front end and is claimed to also help with front end stability through the corners… the hallmark of

THE COMPETITION PACKAGE IS THE HIGHEST LEVEL TRAIL SLED AGAIN THIS YEAR FROM SKI-DOO.

Ski-Doo trail sleds. The new stepped keel design isn’t necessarily something new, but used in concert with the new geometry it does work well. We wouldn’t say it was a monumental step forward by any means in ski-design or handling exactly attributed to the ski, but at least it wasn’t a step back like we felt the performance of the adjustable height carbide system was. That was one of those ideas that sounded great, but really did not do anything more exceptional, and in some instances actually made cornering more unpredictable.

Also new for 2025 is the option on 600cc MXZ sleds and the MXZ X-RS high level Competition packages to both get the 3-mode SmartShox shock system. It was an easy ‘extra’ provided by Ski-Doo this year and rounds out options for a larger array of buyers to enjoy their best all-around shock set-up. Another easy upgrade was for the 4-piston X-RS brake caliper to be used in not only the X-RS sleds, but also all the X-sleds in both the MXZ and Renegade chassis for this year.

The X-RS and X get a heated trail seat too!

I know some people think these just help get your tush wet, but they have been on the 4-stroke Yamaha’s for years and I personally like being warm which this does help. There’s also a heated visor plug so no need to re-route something on your own. This was always a pain for many riders who bounce from sled-to-sled, and want to stay warm in their full face helmets. Most customers have multiple sleds and taking 30-mins to install in the cold in your trailer and/or have failures you have to fix is often an issue with these plugs. Having it come directly from the factory is nice, and long overdue. Finally

IF THE MOUNTAIN SLEDS GET SEEMINGLY TOO MUCH ATTENTION SOMETIMES, THE FREERIDE GROUP OF 70/30 OFF-TRAIL TO TRAIL SLEDS DO NOT GET TALKED ABOUT AS MUCH.

the 10.25-inch massive display will come with mapping built in and be available for the 600cc trail sleds as well. No longer will you need your phone or device to connect to use the mapping feature to the best of its ability.

It is worth mentioning that the Renegade Enduro returns for 2025. The reason we feel it is worth discussing is because it comes with five different engine options. The 850, 600r, 900 Ace Turbo R, 900 Ace Turbo, and 900 Ace. That’s a lot of choices! This sled really is a great choice for the consummate trail rider and you can’t beat the cushion-factor of the Air Controlled Suspension in the rear skid.

THE RENEGADE X MODEL IN THE GEN 5 CHASSIS IS STILL THE ‘DO-EVERYTHING’ TRAIL SLED IN THE LINEUP

Backcountry is back!

Many of us are accustomed to thinking of the Backcountry as the true 50/50 crossover from Ski-Doo, but that is changing slightly for 2025. This year, there is a new more trail oriented Backcountry model. The X-RS will now be available with a wider 43-inch trail stance option and be accompanied by the 146-inch 1.6-inch Cobra or Ice Cobra, or 1.5-inch lugged Storm or Ice Storm track. The new RAS RX front end is in this wider option as well with the new Pilot RX skis.

It is an interesting maneuver that SkiDoo is doing here, but with the lack of 2-stroke machines now in what was for years considered the ‘crossover market’ in their Renegade sleds, I guess it kind of makes sense to offer a more trail version of the Backcountry. Honestly, I will be buying a 146 next for my personal sled and not another 137-inch, and I ride just a little more trail than off-trail… maybe these guys were reading my mind!

Possibly more exciting to most Backcountry fans is that you can get this Gen 5 chassis sled with the 850 Turbo R motor now! Yup, 180+ boosted ponies from this water injected turbo will be at your whim on this direct injected twin 2-stroke, finally! This is typical of all OEMs where they have a new motor or suspension but for some unknown reason, they do not put it in sleds that customers really want them in the first year. Personally, I find it super annoying, like playing cards with a professional player that knows he has the card to win, but just lets it go another round to feel good about themselves. To be fair, the practice is still working on all of us!

Mountain and Freeride get more attention

If the mountain sleds get seemingly too much attention sometimes, the Freeride group of 70/30 off-trail to trail sleds do not get talked about as much. But they often come with some of the best advances. In the past it has been things like the quick-disconnect sway bar, SHOT starting, top level shocks, the 850 Turbo R motor, short tunnel, 146-inch option, belt monitoring, adjustable brake lever, etc. etc. However, many mountain riders look

“LIKE IT OR NOT THE LOOK OF THE FRONT END IS UNIQUE AND LED LIGHTS SHOW YOU THE WAY THE BACKCOUNTRY WILL COME WITH THE OPTION OF A WIDER TRAIL-FRIENDLY FRONT END THIS YEAR

THE RAS-3 FRONT SUSPENSION HAS SUPER-CAPABLE KYB PRO 40 EA-3 COIL OVER SHOCKS.

over these sleds because they are believed to be ‘too heavy’ with all their race-level reinforcements like the rails, and rear arm. 50/50 riders often do not choose them because they feel they are too mountain oriented for them with the more stand-up seating and ergonomic arrangements. We’ve enjoyed these sleds for longer than some of our readers have been alive and they are a ton of fun in many environments.

This year the Freeride gets the rack-steering system that is really easy on the body as it takes less effort in turning. When you are looking at the average Freeride rider who tends to be more aggressive and demands a multitude of things from their machine, any decrease in effort and increase in precision is important.

The Summit X got new lighter weight KYB Plus shocks and a smaller lighter seat as well while the Expert package got KYB Pro 36 EA-3 shocks with just three different compression adjustments. The Expert in the 154/165-inch lengths also has the option of the lightweight 2.5-inch lug Powdermax Light track. Plus the Turbo R version of the Expert and X has 3 color options while most of the other Summit sleds get just one or two.

What is confusing, now you have an 85hp Sport in the trail version which is the NEO+ in the Summit line.

Is electric really happening?

The truth is that it is actually happening, but the reality is that it is not truly viable in a snowmobile yet. The Ski-Doo announced its entry into this category last year with the Grand Touring Electric, and it only has a range of 30km / 18.6 miles. That might make it to town and back, if you’re lucky. The Tiaga sleds and some other startups have better range and more powerful sleds, but the reality remains that snowmobiling is cold… batteries don’t like cold… and they also don’t like water… which is what snow is.

THE NEO ¾ SIZED OR ENTRY LEVEL MOUNTAIN SLED LINEUP DROPPED THE SMALLER 40HP MOTOR SO THE STANDARD SUMMIT NEO WILL HAVE THE 55HP MOTOR THAT WAS ONLY IN THE NEO+ PREVIOUSLY.

The Neo ¾ sized or entry level mountain sled lineup dropped the smaller 40hp motor so the standard Summit Neo will have the 55hp motor that was only in the NEO+ previously. The Sport 600 EFI 2-stoke twin with 85hp will now be the motor in the Summit Neo+. We really wish Ski-Doo would just make an upgrade kit for the 55hp motor as it is the same as the 85hp, just choked out a bunch with fuel/airflow and mapping. Then, as a tweenage kid grew their machine could grow with them. We all know that kit won’t happen because Ski-Doo wants parents to just buy another bigger Sport (or I guess NEO+) model now.

The Grand Touring Electric machine was also originally only available to one set of folks involved with the Uncharted Society. For those who have no idea what this is (I had to look it up); the group pairs renters of BRP products with outfitters for guided tours and outings. Whether that be snowmobiles, UTV’s, watercraft, etc. everything is certified through BRP and I’m sure very low key compared to what many actual owners do with their toys. Nonetheless, more tour operators will have the opportunity to purchase these vehicles and run them for MY2025. This allows Ski-Doo to potentially have more people on the seats of electric sleds for next year, but the average person/snowmobiler can’t buy one very easily… nor will they probably want to just yet. However, it is extremely tempting to see the performance capabilities of vehicles like a Tesla so my bet is that there will be a niche for these coming soon.

RIDER REACTIONS

For the past fifteen plus years you could always count on a Ski-Doo in my garage. They have been the best mix of reliability and new technology in any OEM. While Polaris and Cat have done a great job in recent years of leveling the playing field in both aspects, my loyalty won’t forget all the exciting and trouble-free miles Ski-Doo has delivered. For the 2025 sleds, nothing about this statement has changed! Adding the RAS RX suspension to their trail sleds made a big improvement to the already easy and predictable handling. The fancy displays are nice but not something that really sells me on a sled but rather the ride quality and power delivery. With that said, nothing has made me more excited than getting seat time on the backcountry 850 Turbo R. Sure, neither the sled nor the motor is new but finally the pair has been united to make the most useable multi-terrain machine on the market. -

Jason K- Yellow Kool-Aid drinking disciple

BY MARK BONCHER

Ifyou ever wanted a machine that will last longer than most marriages, now is your chance! Yamaha’s final chapter in the snowmobile industry is being written for 2025 and they are not going away without fanfare. The blue team is notorious for building engines and machines that stand the test of time and this is your opportunity to purchase one that will last generations.

THERE ARE PLENTY NEW COLORWAYS FOR YAMAHA FOR THEIR LAST PRODUCTION SEASON

For this model year Yamaha did some cool things like bringing back the 998cc turbo motor in the mountain chassis. We’ve missed the opportunity to lift the skis on this monster for a couple years, but the chute climbing, hair raising, top speed smashing fun of a long track 4-stroke is something everyone should try at least once in their lifetime. There are also only 998 total Sidewinder’s being built so once they are gone, they’re gone… and if you’re lucky enough to purchase one you will be in an elite group. That said, this year is more of a victory lap for Yamaha after lasting over 55 years in an industry that is unforgiving, joyous, difficult, glorious, and always memorable.

Mountain 4-strokes are back!

After a little hiatus the Sidewinder M-TX LE returns for the last model year run. This is not the longest, or lightest sled out in the mountains, but it does have the best track speed of anything on the hill! There’s big 3-inch reinforced curved lugs in the Powder Claw track and we are pretty sure this one will get down the trail faster than anything else in your riding group. The Black and Jetstream Blue colors are sharp and the painted black tunnel and skid also give this a new-age Nightrider type vibe. Like other sleds this year, this one gets a ‘Final Edition’ badge of 20,476, which represents all the days Yamaha will/has been in the snowmobile industry. That’s 56.09 years if anyone cares about the math, but

IF THERE’S ONE THING YAMAHA HAS ALWAYS BEEN KNOWN FOR, IT IS QUALITY. SO WHILE THIS SLED MAY NOT BE PERFECT FOR SOME MOUNTAIN RIDERS, IT MOST LIKELY WILL MAKE IT BACK TO THE TRAILER WITHOUT ISSUE.

THE SIDEWINDER M-TX RETURNS THIS YEAR TO THUNDEROUS APPLAUSE

also 9 years longer than I’ve been on

If there’s one thing Yamaha has always been known for, it is quality. So while this sled may not be perfect for some mountain riders, it most likely will make it back to the trailer without issue. You always have peace of mind that you are riding well engineered and long lasting iron when you’re on a blue sled. Also Yamaha’s Mountain ski is one of our favorites. Theuy float well, are predictable, and trail friendly too. Any condition from spring snow to deep snow, trail snow to snirt, they will work. Plus, the Sidewinder turbo has very little lag and more ponies than anything else ever put in the POW.

Finally, the Mountain Max LE 154 SL returns this year! This sled has no electric start or battery, has a shorter seat and fuel tank as well. This means it is lighter than its 154 counterparts in the lineup and even more maneuverable.

Extra Perfect Steering

Ok, EPS is actually electric power steering, but it truly does magnificent work in all the Sidewinder sleds that it is offered in. There’s a total of 5 models now with Yamaha’s variable EPS and those include the trail rocket SRX LE, L-TX LE, L-TX GT, thankfully the crossover X-TX LE, and 2-up S-TX GT. Not only is it easier to turn the bars with this most awesome system, but it also decreases the feedback to your hands, arms, shoulders, etc. Let’s

OUR PERSONAL FAVORITE IS THE X-TX LE AS IT IS THE SWISS-ARMY KNIFE IN YAMAHA’S LINE.

be honest, these are big sleds and heavier than 2-strokes but on the trail they do not feel that way at all with EPS.

Our personal favorite is the X-TX LE as it is the swiss-army knife in Yamaha’s line. Before this year you could not get the EPS on this 146 crossover and many Yamaha faithful begged for it. This is now the machine you can blissfully ride truly everywhere from the trail to the hills to the lakes. The uncoupled front arm in the rear skid makes this sled super playful for a big machine. A hard day of off-trail riding is made easier with the power steering and there’s nothing like your arms still feeling fresh after a 300 mile trail day… that is, if they are still attached because a couple dozen throttle

mashes on this 208hp machine (that really hooks up with a big lug track) may just pull your extremities off!

The Last Full Lineup

Pretty much everything else in this OEM’s cadre of sleds is unchanged for 2025. However, there are plenty of Bold New Graphics and lots of traditional Yamaha blue to go around as well. The trail sleds continue to be the Sidewinder SRX, L-TX LE, L-TX GT (with or without EPS), L-TX SE, and the ¾-sized Venom. The Crossovers contain the X-TX LE, and X-TX SE. The mountain group has 5 models to choose from, the Sidewinder M-TX 153, Mountain Max LE 165 and 154, Mountain Max LE 154 SL, and the Venom Mountain. Utility machines include the Transporter Lite 2-up and the standard Transporter Lite. Youth sleds remain as well as the Snoscoot ES and SRX 120R.

The Personal Side

The OSM crew had the honor of being invited to a Yamaha party this year out in West Yellowstone during our annual Snow Shoot test week. This was a chance to rub shoulders with many past and present Yamaha snowmobile afficionados, brass, marketing folks, engineers, riders, media friends, and more. I’ve known one of the big guns at Yamaha, Bob Starr, for a long time and it was great to hear him talk about his involvement on the snow side of the business. The passion that he and so many others was, and is, infectious. That is not going away for 2025. Yamaha will still be doing a demo tour this year, will still be displaying at Haydays, the Toronto Intenrational Snowmobile, ATV & Powersports Show and other shows, and will still be as visible as ever.

For me and many others the announcement that Yamaha is leaving the sport was like a Mike Tyson punch to the rib cage. I’ve been on Yamaha snowmobiles since I graduated from my 1978 Kitty Cat to my 1980 Enticer 250 back in the mid-80’s. My personal snowmobile journey was almost purely Yamaha driven up until I started in the snowmobile industry 21 years ago. I never had brand new sleds, or new logo gear, but it also never mattered and we didn’t care that we wore old bread bags on our feet inside the boots or that there was duct tape everywhere… we were out snowmobiling!

Memorable sleds of mine included the blue Enticer 300, my beloved 1984 Phazer 480 PZ, Phazer II, Exciter, Viper 700, Vmax 600, and more. At one point our family had 12 Yamaha’s in our riding group… including 3 of the original SnoScoots! I was still riding Yamaha when I started riding for the magazine, website, and TV show. That’s why this year is special not only to all those who worked for Yamaha, but also for us long time loyal customers, riders, and admirers. I’ll never forget all the great memories like the first ride on a 4-stroke RX-1, to getting bucked off a Nytro in front of the Yamaha executives, to doing 138 mph in a ¼-mile on a Yamaha turbo drag sled. This last year is something special to me and thousands of others.

LOW, SLEEK, AND WITH ALL THE PONIES YOU’LL EVER WANT, THE SIDEWINDER SRX BLOWS THE DOORS OFF ANYTHING ON THE TRAIL

FOX INTELLIGENT QUICK SWITCH SHOCK TECHNOLOGY SMOOTHS OUT THE TRAIL

THE YSRC PRIMARY CLUTCH WORKS HAND IN HAND WITH THE ROLLER SECONDARY TO TRANSMIT POWER SEAMLESSLY

THE SMALLER 1-INCH LUG TRACK ON THE SRX IS MADE FOR TOP END SPEED

STILL THE FASTEST SLED ON THE SNOW FOR 2025, THE SRX IS IN YAMAHA RACING BLUE

RIDER REACTIONS

The Sidewinder is like a cheetah on cocaine… Oh yeah, she’s fast! You won’t have to be changing belts, adding oil, carrying plugs, adding water to go faster, or anything else. Just grab the fun flipper and go! I was always a big 2-stroke guy, but I saw the light and have been riding Yamaha 4-strokes for over twenty years. I’m going to the dealer ASAP to snap up one of the remaining 997 Sidewinders! –Johnny Skeptical, test rider and out of work actor.

THE 146-INCH LENGTH HAS BECOME THE GO-TO LENGTH FOR THE CROSSOVER RIDER

Few things are better when you’re travelling the trails than really putting down the miles. We’re not talking about riding in loops where you drag your heels so that your day doesn’t end too soon, or stretching out lunches or loitering at gas stops to work the kinks from your backside. No, what we’re talking about is having to hammer out the miles to make it to your destination before nightfall. But it’s never about obligation. It’s a welcome urgency. But before we head out, let’s back up.

We’re in Quebec to ride a region with the rather unwieldly name (in English, anyway) of Eeyou Istchee BaieJames. And our trip begins when we arrive in the town of Label-sur-Quévillon on a sharply cold afternoon in February. After dinner at I’Escale, we tuck into our toasty-warm beds at the Motel Iris and are fast asleep before our heads have fully compressed our pillows. Which makes the morning—when it comes sooner than we’d hoped—a bit of a shock. But the sunshine as it streams through our windows gives the false impression that it’s warmer than it is. However, the fourstroke sleds in our entourage don’t fall for the promise of sunshine and respond to the twist of the key with the kind of deathly silence that tells you we’re not going to rocket out of town anytime soon.

With a guilt-free late start in the cards, we head to the O.P.C. Déli for breakfast and sandwiches to pack for lunch on the trail. Today we’re riding to the town of Chapais, which is a healthy 225 km to the north. With the temperature hovering somewhere below 20 below, we head to the parking lot at the Motel Iris with more than a little trepidation. Will the four-stroke sleds stop acting like they’re having a stroke and start? A few minutes later we have our answer. With chanted words of encouragement, the suck-compress-power-exhaust sleds stumble to life and after high-fives we head back inside the motel to ensure every single gap where air could enter our suits is zipped up and sealed. Then it’s out and on our way. Later than we hoped.

Two hundred and twenty-five kilometres on a paved highway in a truck (with heated seats) is one thing. But on a snowmobile

WITH A GUILT-FREE LATE START IN THE CARDS, WE HEAD TO THE O.P.C. DÉLI FOR BREAKFAST AND SANDWICHES TO PACK FOR LUNCH ON THE TRAIL.

trail it’s a distance that can take an eternity. On a rough or under-groomed trail, 225 km is the equivalent of a 22-hour turbulence-battered flight to Australia. With the kid behind you kicking the back of your seat the entire flight. Within two minutes of leaving the Motel Iris, we latch onto trail 93 and wrap our way around the western shore of Lake Misamiko before cutting to the north on our way to Chapais. To our left we briefly parallel Quebec road 113. Later today, we’ll cross over 113 once to the west and then once to the east. And that’s it. Two road crossings in 225 km of smooth, pristine, perfectly groomed trail.

If it sounds like we’re heading into the bush, you’re right. But unlike some remote trails that can seem as if you’re riding off the edge of the earth, trail 93 is a gloriously welcoming ribbon of real estate. Tall trees are loaded with freshly fallen snow and the trails look like something straight out of a

tourism brochure, retouched to better-thanlife condition. But this is real. And those trails are really smooth. In no time we’re ticking off the miles to Chapais.

If you’ve never ridden in Quebec, it’s worth mentioning that the trials are something else. It’s not that you can’t find well-groomed, well-designed, and clearly-marked trails elsewhere. It’s just that in Quebec, every trail seems to be the best trail you’ve ever ridden. To be fair, much of that goodness comes from the helping hand of mother nature, who blesses these remote northern regions with an embarrassment of riches when it comes to snowfall. Because the trails are so well groomed, sometimes it’s easy to forget just how much snow there is. When one of our crew steps off the trail to get a better look at a lake, he immediately sinks to his waist. It’s the kind of snow that southern regions haven’t had since, well, since forever.

THE CATALYST DELIVERS THE EASIEST TRAIL HANDLING EVER FROM AN ARCTIC CAT PLATFORM

We’re making good progress, and in the early afternoon we find the perfect spot to eat our prepared lunches. Although it’s cold, just off the trail we tuck into a hollow that sits protected from the winds and minus 15 or so feels much, much warmer. All we’re missing is an espresso machine—but given the state of the world, we’ll suffer though our first world problems and make do.

AFTER CHECKING INTO THE HÔTEL OPÉMISKA IN CHAPAIS AND WARMING UP WITH A SHOWER, WE HEAD NEXT DOOR TO THE L’HEXAGONE BAR SPORTIF FOR DINNER.

Back on the trail, we cross the 113 at the town—at least we think it’s a town—of Miquelon. The appearance of the 113 is almost jarring, as during the morning’s ride we’ve felt as if we’re the only people on earth. And a road, even if there’s no traffic on it, is a reminder we’re not alone. And it’s this thought of civilization that encourages us to get a move on, because we can’t be late for dinner tonight in Chapais. Because today is Valentine’s Day. But not just any old Valentine’s Day. Valentine’s Day with the guys in the office.

After checking into the Hôtel Opémiska in Chapais and warming up with a shower, we head next door to the L’Hexagone Bar Sportif for dinner. L’Hexagone staffers have gone all out to make the evening special. The entire restaurant is draped in translucent white fabric and red hearts cut out of construction paper hang from the ceiling and twirl in circles when the furnace kicks in. But it isn’t the atmosphere or the curious looks from other diners that made the night usual. It’s the dinner itself: fondue.

Even the more “experienced” staffers on the trip haven’t had fondue in a long, long time. How long? Try the 1980s. Unsurprisingly, the two 20-somethings are baffled when a small pot of cooking oil warmed by a flame lands on our table along with a selection of uncooked meats. To a generation who believe food is grown by Uber Eats, raw meat on the table of a restaurant

is cause for alarm. However, once the old-timers show the kids how to cook, the youngsters scarf everything down at the speed of a top fuel dragster.

We awake the next morning with a meat hangover and an easy day ahead. Luckily for us. Once the sleds are warmed up, we head back onto trail 93 for the short (approximately 35 km) ride into Chibougamau. Besides being one of the best names ever for a town, Chibougamau has even more snow than Chapais. Something we didn’t think possible. But more snow is always better, especially when you’re about to try something new for the first time: snowbikes.

Maybe in time we’ll become accustomed to the look of a snowbike, but for most of us on the crew the visual of a motocross bike fitted with narrow single track paired with a solo ski is just…odd. But just as last night’s fondue opened the eyes of the kids on the trip, the snowbike reminded us to be open to the unknown. And in Dex Savage, we have a guide as good as any. (Before we move on, it must be said that being able to introduce yourself as “Dex Savage from Chibougamau” would be just about the coolest thing imaginable. Unfortunately, none of us are that cool.)

Savage runs Chibougamau Adventure, a multi-faceted business that caters to the lodging and recreation needs of his guests. And Savage is just the man to do it. In addition to an excellent command of English—which saves us the indignity of slaughtering the French language—Savage is a former professional snocross racer and does things on a sled most of us can only dream about. But today isn’t about sleds. It’s about a fun day messing about on these snowbikes. And while we don’t realize it at the time, taking a day off the sleds to mess about on snowbikes is just what the doctor ordered.

Multi-day rides are about as good as it gets, and while we normally never think of taking a break or a day off halfway through a trip, heading out with Savage to a virgin lake with four feet of snow has us reconsidering the way we approach travel. Instead of minding our progress along

a trail and being aware of fuel and food stops, getting out of Savage’s truck and bombing around a lake on the snowbike was a vacation within a vacation. What could be better. And few things are better than snowbikes.

Although Savage’s 450-motocrosser-based snowbikes are unwieldy looking contraptions, they ride just like a motorcycle. With a track and a ski, they’re certainly don’t steer as quickly as if they had two wheels, but leaning down into a corner isn’t as odd as you’d first think. However, snow bikes have peculiarities worth noting. Unlike the rounded tire on a motorcycle that allows the bike to roll over and down into a turn, to turn a snowbike you tip over on the edge of the track. In deep snow, on the lake, it’s not an issue. But riding a snowbike on any kind of hardpack—as when

ALTHOUGH SAVAGE’S 450-MOTOCROSSERBASED SNOWBIKES ARE UNWIELDY LOOKING CONTRAPTIONS, THEY RIDE JUST LIKE A MOTORCYCLE.

we briefly follow the path of a snowmobile to reach the lake—is an exercise in instability. The bike isn’t going to fall out from beneath you, but the sensation is a little like tilting back onto the rear legs of a chair. But in deep snow, the snowbike is about as much fun as you can have—with or without your snowpants on.

Our day ends with dinner in town and then back to Savage’s compound just outside Chibougamau to stay the night in one of his geodesic domes, which impart a backto-the-future vibe entirely unexpected in a remote Quebec town. The next morning, we awake with an awareness of muscles we haven’t felt in a very, very long time, which makes us thankful that today is a down day. After bidding Savage goodbye, we take a short ride south of town to the charming Marina Chibougamau where we chill for the afternoon, have an amazing

THE BIKE ISN’T GOING TO FALL OUT FROM BENEATH YOU, BUT THE SENSATION IS A LITTLE LIKE TILTING BACK ONTO THE REAR LEGS OF A CHAIR.

dinner, and hit the sack early in preparation a big day tomorrow. It’s not entirely possible in a short piece like this to encapsulate what snowmobiling in Quebec is truly like—but here’s our shot at it: under sunny skies we hit the trail our final morning to retrace our path back to Label-sur-Quévillon. It snowed overnight—it always seems to snow overnight—but groomers have been out and the trails are as uncannily smooth as fresh tarmac. And as the limbs of trees bow down from yet another round of snow, we ride through a vista as stunning as any you’ll ever see. The world is perfectly white. It’s a day we don’t want to end. And as long as we keep thinking about it, and talking about it when we meet around the water cooler, it’ll hang around with us forever. Now that’s a trip worth taking.

Best-of-the-best: waist-deep in the world’s best snowmobiling

TBY: NEIL GRAHAM

hree hours north of North Bay, as Ontario’s Highway 11 became Quebec’s route 101, those of us in the truck noticed a difference as we moved from one province to the next. It wasn’t just that the signage was in French, or that the houses and villages somehow looked more French-Canadian, though that was also true. It was something else. We were all a little sheepish to admit it took us half-an-hour to realize that the difference we noticed was this: snow. Just a few kilometres into Quebec, the snow cover doubled—and then tripled—above what had been on the ground in Ontario. And that’s when we knew we’d made the right choice.

For a few members of our crew, the flat-earthers who believed the world ended just on the other side of North Bay, this was a revelation. Not only did the roads continue, but we were able to see snowmobile trails as they crossed Route 101. This really whetted our appetites. No more banging skis on rocks along overused southern Ontario trails. Suddenly, for those in the crew who’d never been to Quebec, the reality of snowmobiling in the province became crystal clear: we’d arrived in snowmobiling’s mecca.

If you’re a motorcyclist, for instance, there are great roads to ride. And we don’t mean scenic rides out to the lake or to the next village. We’re talking about the great-

est routes in the world. Italy’s Stelvio Pass is one of them, where the road winds back and forth like a child’s crayon scribble. Or route 33 that winds from Ventura, California, up though Ojai into the Los Padres National Forest. Quebec, for a snowmobiler, is that kind of place: the best trails and the most hospitable people on the planet.

If you’ve never been to Quebec to ride, it’s hard to get your head around exactly what to expect. Snowmobiling in the province isn’t like snowmobiling anywhere else. And that’s not as bold a claim as you’d think, it’s simply fact. When you ride anywhere else, you’re always aware that some people are snowmobilers and some are not, in the same way some people play pickleball and some don’t. Not every town welcomes you down main street,

IF YOU’VE NEVER BEEN TO QUEBEC TO RIDE, IT’S HARD TO GET YOUR HEAD AROUND EXACTLY WHAT TO EXPECT.

and every time you pass a dog walker out on a mixed-use trail, you’re not always expecting a friendly wave. But in Quebec, snowmobiling isn’t a niche pursuit done solely by snowmobilers— it’s part of the broader culture. Snowmobiling is Quebec, and Quebec is snowmobiling.

We catch the vibe the moment we unload our sleds at the hotel in Rouyn-Noranda. This isn’t a lunch-bucket town with a few grim bars and greasy takeout food. At the next table over in the restaurant, a stylish group of hip young women are having a girls’ night out—and no, Jake, you can’t crash their party. In the hotel parking lot, snowmobiles outnumber cars by a two-to-one ratio. We’d parked our truck and trailer across the street at a big-box store and ridden back to the hotel where we left our sleds under covered parking for the evening.

TTE NEXT MORNING, WE WERE STARTLED TO DISCOVER THAT OUR VERSION OF AN “EARLY” START (9:30 AM) MADE US THE LAST SLEDS OUT OF THE PARKING LOT FOR THE DAY.

and onto the regional trail that winds around the city of Rouyn-Noranda (population 43,000). While the purpose of this trail is to connect riders with either Trans-Canada trail 83 or 93, we were thrilled to discover that in Quebec even the humble regional trail is designed, groomed, and marked to perfection. One of our guys said he could have spent the entire day just looping around the city. And though we teased him relentlessly for proposing to spend the entire day in a sandbox, he was right.

The next morning, we were startled to discover that our version of an “early” start (9:30 am) made us the last sleds out of the parking lot for the day. But we weren’t concerned. With overnight bags strapped to our sleds, we rode back across the street

Our plan was to do a clockwise loop, spend a night in another town, and then arrive back in Rouyn-Noranda sometime the next afternoon. Usually, in our experience, that means a fairly straightforward trip of taking a right turn, then another right turn, and then a final right back to our destination. But not in Quebec. Every trail we took seemed to as equally good as the last. And in Rouyn-Noranda and environs, trail options are aplenty.

On the outskirts of Rouyn-Noranda, we caught Trans-Canada trail 93 and headed to the town of La Sarre. Generally, our process was to look at the trail map and—

WE CONTINUED EAST OF LA SARRE ON THE 93 TOWARD AMOS. WE DON’T KNOW WHAT YOU LOOK FOR IN A TRAIL, BUT OUR SWEETSPOT IS A BLEND OF A FEW OF OUR FAVOURITE THINGS. AND AS WE APPROACHED AMOS, THE MIXTURE HIT THE JACKPOT.

where there were options—to head for the squiggliest lines. And we were amazed by the choices we had. As we approached La Sarre, we stopped in the lakeside town of Duparquet. Again, we looked at our map. We could have stayed on the 93 or cut off on any number of regional trails that can either extend a ride or function as shortcuts. Running a little behind or the weather just a little too cold? Take a shortcut. Beautiful day with perfect trail conditions, sweet-spot temperatures, and not too many miles to go to hit your day’s destination? Add a loop. And with signage that even we could understand (when we paid attention, that is) you’ll never get lost.

In La Sarre—perhaps due to our crack-of-dawn 9:30 departure—we didn’t follow the 93 as it looped north of town but instead took a six kilometre shortcut that reconnected us with the 93 as it headed eastbound toward Amos, our destination for the day. As our day progressed, we were expecting to hit a section of dud trail—an arrow-straight railbed or a washboard back-torturer—but it never happened. And even trails on the map that didn’t squiggle ended up squiggling in real life.

We could do no wrong. That is until we did wrong.

One of our gang, riding our photo and video mule sled that was stuffed to the gills with cameras and lenses, let the rest of us get a little too far ahead, and when we went this way, he thought we went that way and, spotting our tracks at the

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last second, he tried to veer onto the trail we took and buried himself in snow. As predominantly southern Ontario snowmobilers, the idea that you could get stuck in snow was almost a luxury. That is until we had to dig him out. We had no more reached his buried ski-tips before we heard a noise and looked over our shoulder. To our amazement, a dozen sledders, having witnessed our predicament, had stopped at the edge of the trail and were making their way toward us. This was hugely embarrassing to the (unnamed in print) rider who buried the machine, so of course it brought the rest of us a great deal of pleasure. And even though it wasn’t obvious which one of us was riding the stuck machine, we pointed at the rider in question just to ensure there was no doubt.

We continued east of La Sarre on the 93 toward Amos. We don’t know what you look for in a trail, but our sweet-spot is a blend of a few of our favourite things. And as we approached Amos, the mixture hit the jackpot. From rolling, open fields through tight, twisty, densely-forested sections, we never had the opportunity to get bored. Best of all, we weren’t able to predict what would come next. Every time we stopped, we were all buzzing about what we’d just ridden. And maybe it was this brain-fizz that led to our brain-fart as we entered Amos: we couldn’t find our hotel. Had they forgotten to put a sign up? Was our hotel really a hotel or did we just imagine making reservations? After riding back-and-forth on a local trail that ran behind a housing development, we were stumped. And hungry. And getting cranky. And then we received a gift.

Suddenly, a man on a sled was beside us. We gave him the universal look of confusion (we’ve gotten good at this) and he asked, in French, what we were looking for. After we blurted out the name of the hotel, he smiled, and then in broken English said “follow me.” And he led us to our hotel, which was—embarrassingly—a stone’s throw away. Before he left us at the hotel, he said he’d been in his living room, had watched us ride back and forth, and figured we were lost. Then he got dressed, jumped on his sled, and bailed us out. You’ve just gotta love that.

The next morning, we dove into the breakfast bar just as they were about to

shut things down—early risers we’re not. Then on the way out of Amos we spotted the sign for the hotel we’d missed last night. The sign was large, clear, directly in our line of vision, and had the logo of the hotel on it. A monkey could have read it.

We retraced our route westbound on the 93 for 15 minutes then turned southbound on the 307. We’d contemplated continuing eastbound on the 93 then working our way to Val-d’Or, but we’d spent so much time debating the day’s route over gallons of coffee that eventually we chose the slightly shorter route to keep to our schedule. Not that we regretted it. The 307 was a great trail, and at the south end of Cadillac Lake we hopped on the west-

CATE EUMQUIS IUNT

HARUM, SEQUATUR AUT QUAM QUE EXERERUMQUAT ET VIDUNTE MOSANIME IUS ACCUM DIT,

bound 83 for the stunning ride through Preissac and Mont-Brun on the way back to Rouyn-Noranda.

If you’ve thought about going to Quebec to ride, do it. If you’ve never thought of going to Quebec, still do it. And, yes, if you’re in southern Canada, it’s a bit of a haul to get there. But skiers and snowboarders think nothing of heading to Whistler to squeeze in a mountain fix. And remember that motorcyclist who had to go to Italy or California to ride once-in-a-lifetime roads? Viewed in that light, suddenly a day’s drive to Rouyn-Noranda doesn’t seem so far. We’ll be back. And we’ll only change one thing. Next time, we’re bringing a monkey to help us navigate.

WEST

Yellowstone, Montana. If you’re a trail rider from east of the Rockies, I’m willing to bet it’s a place you’ve been told is a snowmobiler’s paradise, but at the same time, you’ve never made it a priority place to ride. On the flip side, if you don’t own a sled of your own, you likely find yourself looking for a fully catered snowmobile experience. No matter which boat you’re in, you need look no further. West Yellowstone is everything it’s chalked up to be and more. Not only that, it also caters to every audience - novice and experienced, young and old, owners and renters. It really doesn’t matter; if you want to ride a snowmobile and experience every discipline the sport has to offer, this is the destination for you.

WORDS & PHOTOS BY: BRANDON CAPLAR

Around the OSM & STV studios, I’m the new guy to the industry side of things. I’ve got twenty years of riding experience, but like a lot of riders, most of that time has been in my own backyard, in Ontario. When the opportunity came to visit the Yellowstone Country Region, I was chomping at the bit to experience a place that I’ve heard so much about.

Based on my experience to date, sledding trips can be summed up quite simply as this; you load the sleds on a trailer, you drive the trailer for hours on end to your riding destination, you unload, and you ride for a few days while praying that you have no mechanicals when you’re a thousand plus kilometers from home. Then you load up and you drive home. The West Yellowstone experience turned all of that on its head. No sleds, no trailer, no gear required. We drove to Toronto’s Pearson

Airport, hopped on a 7hr flight to Bozeman, Montana (with a layover in Minneapolis that may or may not have included a draught beer break), drove our rental car 90 miles until we hit 2,000 meters in elevation and the town of West Yellowstone. It doesn’t matter how inexperienced you are in the sport of snowmobiling, if you can pack a bag and board a plane, you check all the boxes you need to enjoy West Yellowstone.

IT DOESN’T MATTER HOW INEXPERIENCED YOU ARE IN THE SPORT OF SNOWMOBILING, IF YOU CAN PACK A BAG AND BOARD A PLANE, YOU CHECK ALL THE BOXES YOU NEED TO ENJOY WEST YELLOWSTONE.

Day 1: The Experience in Town

Being more tourist than snowmobiler industry guy at this point, we spent day One in the town, simply exploring and taking it all in. We were really just trying to wrap our Southern Ontario heads around just how much of a winter wonderland West Yellowstone really is.

First off, every street is snow-covered. And we mean every street, parking lot, side road, back alley – everything! Not once did we hear that dreaded carbide-on-asphalt-type sound, which if you’re new to the sport, can only be described as nails on a chalk board. If you need to get to a restaurant, a gas station or your hotel, you need not worry. Similarly, the trail is not hard to find, as it surrounds the perimeter of town on all sides, save for the Eastern edge which borders on the infamous Yellowstone National Park. This really is as snowmobile accessible as it gets.

A

THIS TOWN IS TRULY A VACATION DESTINATION IN THE WINTER. WE PASSED A LONG LIST OF OUTFITTERS SUPPORTING EVERYTHING FROM ICE FISHING TO SNOWSHOEING, AND CROSSCOUNTRY SKIING TO SNOWCOACHES.

Once I managed to get my eyes off the snow-covered streets, we turned into Three Bear Lodge where we saw what can only be described as the biggest fleet of rentals we’ve eve seen. This town truly is the place to go, no matter your experience level. On one end of the lot was a small group of current year Polaris Khaos’, ready to boondock to your hearts content. On the other end, a full fleet of fully loaded 600 Grand Touring trail sleds, perfect for first time riders. And that remained true as we hit the trails too, with a perfect mix of groomed trail, rough back country trails, boondocking, and mountain riding. But more on that later.

As we departed town for a short tour, we quickly realized just how much more that West has to offer beyond the snowmobile scene. This town is truly a vacation destination in the winter. We passed a long list of outfitters supporting everything from ice fishing to snowshoeing, and cross-country skiing to snowcoaches. Any snow-related activity that you want to do is just a short ride away.

THE MOST ROBUST RENTAL FLEET WE’VE SEEN IN YEARS. YOU CAN RENT EVERYTHING FROM THE SLED TO THE GEAR

TRAIL RIDING AT ITS PEAK. IF TRAILS ARE YOUR PASSION, WEST DELIVERS

Day 2: Climbing the Mountain

We may have been in tourist mode for day One, but by day Two, the helmets were on first thing in the morning. It was go time! After a delicious breakfast at Three Bear Lodge, we hit the trail towards Two Top. Now what is “Two Top” you might be asking? Good question. Here I was thinking we were headed to any old landmark, and little did I know that it would be one of the most breathtaking rides I’d ever go on.

FOR THE ADVANCED RIDER, YOU COULD POINT AND SHOOT YOUR WAY THROUGH THE TREES. NO MATTER YOUR CUP OF TEA, WEST YELLOWSTONE DELIVERED AND THE RIDE TO TWO TOP WAS ONE LIKE NO OTHER.

WITH THE SCENERY THIS LAND HAD TO OFFER, WE SPENT AS MUCH TIME SIGHTSEEING AS WE DID RIDING IF

Two Top as it turns out, refers to Mount Two Top, with a peak that sits 2.6 km above sea level. As we set out from town, we hit a series of intersections, and it seemed like all roads led to Two Top. Not only were there groomed trail options for the beginner rider, but there were also hydro line shortcuts you could boondock through for the intermediate rider. For the advanced rider, you could point and shoot your way through the trees. No matter your cup of tea, West Yellowstone delivered and the ride to Two Top was one like no other.

As we neared the mountain’s peak, the trails eventually ended, and we traversed about a half kilometer of completely ungroomed mountain top. I can promise you, even if you’re a groomed trail hero, this rough ride to the peak is worth it. Once at the peak you’re surrounded by a 360-degree of mountain ranges that’s unlike anything a trail rider would get to experience anywhere else.

A 360-DEGREE VIEW OF MOUNTAIN RANGES ACROSS THREE STATES. WE’RE WILLING TO BET THIS IS THE BEST VIEW YOU CAN GET TO AS A TRUE BEGINNER RIDER.

In the end, West Yellowstone was everything I ever thought it would be, and somehow more. Whether you’re a beginner, intermediate, or advanced rider, West Yellowstone should without a doubt, move to the top of your bucket list.

KEY EVENTS:

Yellowstone Nordic Ski Festival – Thanksgiving Week

Rendezvous Ski Race – 1st weekend in March

Kids’N’Snow – Monthly from December to March

West Yellowstone Skijor – Mid-March

Travel Time:

Travelers Note:

Nonresidents who plan to ride their snowmobiles and motorized snow bikes in Montana must purchase a Snowmobile Nonresident Temporary Use Permit.

Travel Reference Guide:

Trail maps are available at most outfitters and hotels and for free at www.fs.usda.gov

Accommodations:

The sledder friendly options in West are endless, below are just the places that we stayed.

Toquote a well-known Johnny Cash song, when it comes to snowmobiling in North America, “I’ve been everywhere man”. Well, almost everywhere. There are still a few bucket-list destinations on my list that I have yet to ride, but with 25-years of snowmobile journalism under my belt, it’s safe to say I’ve ridden more than my fair share. Thus, when I made the trek to New Brunswick a few years back to cross it off my list, I never expected to find what I now consider one of the best trail riding destinations in North America.

Ifyou slept through grade school geography, let me point you in the right direction as to where New Brunswick is located. Follow the St. Lawrence River east until it meets the Atlantic, and there, wrapped around the state of Maine resides New Brunswick. Its location alone makes it somewhat obscure. Many in the United States believe the world ends at Maine. Even in Canada, many snowmobilers seem to forget about New Brunswick, instead often giving their love and riding attention to the well-known and adjacent snowmobiling destination of Ontario or Quebec.

New Brunswick’s location alone is one of the big reasons it’s a magnificent snowmobiling destination. A trifecta of a far northern reach ensures cold temperatures come early and stay late; positioned smack dab in the dumping zone of traditional mainland storm tracks; and bolstered by the big dumping power

of a famed Nor’easter, work together to ensure this province gets snow early, and lots of it. My last two visits were both late in March, and while we traveled across hundreds of miles of bare ground, we were shocked to find snow conditions in New Brunswick that were akin to mid-season.

The other trump-card this province holds which has won me over is quite simply the incredible trails. Don’t get me wrong, there are stunning, well-maintained trails across the snowbelt, but the trails in New Brunswick are special for reasons almost too hard to describe…in fact you often can’t.

Two seasons back, I invited a good friend to make the trek to New Brunswick with me. He initially balked at the idea, throwing up the typical roadblocks of it was “too far away”, and “if you’ve ridden one trail, you’ve ridden them all”. I convinced him to go anyway, and now he too sings the virtues of New Brunswick… it’s that good.

ONE OF THE BEST TRAIL RIDING DESTINATIONS IN NORTH AMERICA

Snow conditions for early April were still in mid-season form just outside of Bathurst. It only got better as we headed west towards the Mt. Carleton Provincial Park.

STUNNING SCENERY, FRIENDLY ACCOMMODATIONS, AND TRAILS NOT OVERBURDENED WITH TRAFFIC

Trail signage, especially those at intersections is first class. Everything you need to know including distance to fuel is communicated clearly and concisely. Oh, and you better top off the tank, there’s a lot of miles of near fullthrottle running in some parts of New Brunswick

Once we reached the interior of northern New Brunswick, the trail split down from the hill sides and snaked its way alongside the Nepisiguit River, while crossing the many tributaries which feed into it.

It starts with terrain. Dense forests cover the hills of a province which has a population that clings to the coastline. This means the interior is remote, way remote, and this has allowed area clubs and the provincial snowmobile association to carve trails into the landscape that are tailor-made for snowmobiling. Like many trail systems, those of New Brunswick take advantage of natural pathways, following valleys, rivers, and existing logging roads as they connect the communities of the area.

I’ve visited the province for years now, riding in the northeast, northwest, and central regions, and each time it seems to get better. With nearly 9,000 km of trails in all, a key differentiator compared to other trail systems is the time and effort that has gone into the overall design, as well as the maintenance of them leading up to snow season. To put it simply, these trails

are built to accommodate every caliber of rider, from Sunday afternoon jaunts with the family, to opening her up and letting the big dog eat with the boys. While things tighten up as you get close to major towns, many other trails are abundantly wide as they roll, twist, and turn - tracing the landscape. What’s more, many of the corners have been brushed well beyond the groomer marks, giving you incredible vision to potential oncoming traffic, for added safety and peace of mind. These same traits give you the freedom and confidence to push beyond typical trail speeds, of course only when it’s safe to do so. It’s this last little nugget, combined with stunning scenery, friendly accommodations, and trails not overburdened with traffic that has placed New Brunswick atop my “go-to” list of trail destinations in North America.

THE TRAILS IN NEW BRUNSWICK ARE SPECIAL FOR REASONS ALMOST TOO HARD TO DESCRIBE…

This could very well be the longest snowmobile bridge I’ve ever experienced as it spanned the gap of salt water near Inkerman, located near the far eastern edge of the province. To the south and east of this bridge lies the vast Gulf of St. Lawrence.

Rogers Lake Lodge just north of the Christmas Mountains was our lunch stop on day two. The full-service facility has fuel on site and on select weekends, live music. Hope you packed your dancing shoes.

PROVINCE GETS SNOW EARLY, AND LOTS OF IT

A trip to the east of Bathurst, encircling a portion of the peninsula that juts out into the Gulf of St. Lawrence, gave us plenty of bridges to cross and spectacular views of the partially frozen seaway.

WHAT YOU NEED TO KNOW

Like most states and provinces in recent years, a trail permit is required to ride in New Brunswick. Your sled must also be registered in your province or state, and you will need proof of liability insurance as well. Permits are available for the entire season, or in a variety of multi-day passes to best suit your needs.

In addition to permits, the New Brunswick Federation website is a great place to find additional resources to plan your trip. There you’ll find detailed maps, along with lodging accommodations for each zone; and a full provincial map with a colour-coded grooming report so you can target trails that have been recently groomed, and avoid those that are potentially closed. This same map gives you interactive details on shelters, accommodations, restaurants, fuel, and dealers. It’s a terrific tool, and keep in mind only businesses who support the sport will be listed here. Return the favour.

While I’ve only visited New Brunswick during the early spring, it can get cold here during the heart of the season. Fortunately, clubs in the area have plenty of fullyenclosed and ready to heat shelters.

Another bridge, another opportunity to slow down and smell the roses.

If we were to recommend one hotel in the Bathurst area to stay, the Atlantic Host would be the one - hands down. Not only do they completely cater to sledders, but their watering hole is the perfect place to end the day, or plan for tomorrow’s ride.

Big, wide trails require big equipment, and there’s no shortage of top-notch grooming equipment here.

A GREAT STARTING POINT TO GET YOUR FEET WET IN THE SNOW-LADEN PROVINCE IS THE TOWN OF EDMUNDSTON.

We’ve already said it once before, but it’s worth mentioning again. Always top off when honing the big trails of New Brunswick. Your sled’s appetite for liquefied dinosaurs increases dramatically when you’re having this much fun.

CLOSER THAN YOU THINK

Your new-found riding destination in New Brunswick is closer than you think. A great starting point to get your feet wet in the snow-laden province is the town of Edmundston. A day’s drive or less will have you carving the trails.

LONDON, ON TO EDMUNDSTON, NB:

MISSISSAUGA, ON TO EDMUNDSTON, NB: ORILLIA, ON TO EDMUNDSTON, NB:

KINGSTON, ON TO EDMUNDSTON, NB:

OTTAWA, ON TO EDMUNDSTON, NB:

SYRACUSE, NY TO EDMONSTON, NB:

AUGUSTA, ME TO EDMONSTON, NB:

4 ½ HOURS, 311 miles

Our host hotel for last winter’s trip was the Atlantic Host in Bathurst. It touts fully updated rooms, a full-service bar and restaurant, and it fully accommodates snowmobilers with loading ramps, heated repair bays, pressure wash stations, secure indoor snowmobile parking, and fuel on-site. For more information visit their website at www.atlantichost.com

7 HOURS,

12 HOURS, 1,273km

Searching for snow can sometimes be elusive. However, one region that always has snow is the Beautiful Ottawa Valley! Pembroke in particular is known for its snowy climate, all winter long.

iving in southern Ontario, driving north is always exciting, especially when you see the noticeable change on the snowcovered roads, the closer you get to the Ottawa Valley. If you’re a day-tripper looking for a launch

point, the Irving Truck Stop is located across the street from the Best Western, which is the perfect setting for anyone looking to spend the weekend in the area. They have ample parking, as well as a restaurant, pool, hot tub, pool table and more.

Staying at the Best Western is an experience in itself. They welcome snowmobilers, which is quite apparent by the snowmobiles parked out front. Picking the right place to stay is always a challenge; the Best Western Hotel is both snowmobile friendly, and also has the amenities to make your stay more enjoyable. From the pool, hot tub, pool table and attached restaurant, you have everything you need. The hotel has the feel of community, since you’ll meet other enthusiasts that share the same passion. Sharing stories and talking about your sleds is a big part of the experience.

THE BRIDGE IN PORTAGEDU-FORT, IN THE PONTIAC SECTOR OF OUTAOUAIS REGION.

BEST WESTERN HOTEL IN PEMBROKE HAS AMPLE SNOWMOBILE PARKING.

Trails in the area are immaculate and have a combination of rail lines and wide trails that carve through the landscape, making the experience legendary. On our first day, we chose to ride to the Quebec border, crossing one of the most spectacular bridges that I have ever seen. The Inter Provincial Bridge stretches several hundred meters and is high enough off the ground to give you a spectacular view of the river below. When crossing, you must make sure that you have an FMSQ trail permit to ride on the Quebec side.

The riding options in the region are endless - to Mattawa and back is one of our favorites. Other options are to the Barry’s Bay and Whitney area to the west. To the south you can always to go Renfew, Calabogie and Arnprior. There are also several snowmobile clubs; we stopped at the Timberline Club, where they served

up some hot chocolate which was a nice treat.

Pembroke is also part of the famous RAP tour that is on the bucket list of most. The town has direct access to the loop, and is a perfect overnight stay, or for a strategic refueling stop, if you are passing through.

If your looking for downtime, visit downtown Pembroke for lunch, and look at the famous Pembroke Heritage Murals. The area has a lot of history that is visible through art. This is a unique experience that will provide insight into the history of the town. You can visit Pembroke.ca to obtain a map to locate the murals that are placed around the town.

Snowmobiling offers more than riding itself. It gives you the unique opportunity to learn about the places you visit, offering a glimpse into what makes Ontario one of the best snowmobile destinations in Canada.

PEMBROKE HAS A COMBINATION OF RAIL RIDING AND TRAILS GIVING YOU ENDLESS RIDING OPTIONS.

TWO RIDERS WITH THE BEST TASTE IN RIDING GEAR

BE SURE YOU HAVE BOTH YOUR OFSC AND FMSQ TRAIL PASSES TO TAKE ADVANTAGE OF BOTH ONTARIO AND QUEBEC SNOWMOBILE TRAILS.

PEMBROKE MURALS ARE A MUST SEE.