OSM USA: FIRST Issue of the 2016-17 Season!

THE BEST SLED AWARDS

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SURFS UP The new Ski-Doo Renegade X makes quick work of fresh morning powder. Location: West Yellowstone, Montana Photographer: Pat Bourgeois

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contents

68 74

50 FEATURES 50 26 36 82 SCENE IT

SNOWMOBILE HALL OF FAME CLASSIC SLED ROUNDUP

TIME TRACKS

1972 COLUMBIA TRACKMASTER C300

RIDE REVELATIONS CHECKING OUT THE HOT NEW RIDES

52 ALL HYPED UP 68 FULL FRONTAL ASSAULT 74 NARROWED AND NASTY

BEST BETS OUR BEST OF SLED AWARDS FOR 2017

96 26

PRE-SEASON GEAR

COLUMNS 12 DRIFTS RICHARD KEHOE

24 WINGING IT WITH LEVI LEVI LAVALLEE

102 FLOAT BOWL PAT BOURGEOIS

DEPARTMENTS

14 22 23 34 42 44 48 90

INDUSTRY NEWS WORD SEARCH SUDOKU TAKE 5 SHOP HUSTLE LAWN ORNAMENTS ANCHOR OF THE MONTH TEARDOWN

VOLUME 7 NUMBER 1

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Photographers: Todd Williams, Brett Moist, Aaron Belford, Gracey Dove, Joe Wiegele, Gary Walton, Lissa Marsolek, Steve Hamilton, CJ Ramstad Archives, Pat Bourgeois, Richard Kehoe, Tendra Crossman, Mike Blakoe, Matt Clark, Logan Gamble, Cody Speares

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Contributing Writers: Levi LaVallee, Jason MacDonald, Matt Clark, Justin York, Tyler Swarm, Suzy Stenoff, Darren Desautels, Ross Antworth, Dale Cormican, Jacob Travers, Jordan Hammack, Richard Kehoe, Tendra Crossman, Mike Blakoe, Matt Clark, Logan Gamble, Cody Speares Subscriptions 1-888-661-7469 or info@osmmag.com OSM is published five times a year by OSM Publishing Ltd. Office address and undelivered copies and change of address notice is: PO Box 716, Elk River, MN 55330. Telephone (888) 661-7469. Head office address is PO Box 551, 27083 Kennedy Road Willow Beach, ON L0E 1S0, Canada. Telephone 1-888-661-7469. Printed in Canada by LoweMartin Group, Dollco Division. • Copyright 2016 OSM Publishing Ltd. All rights reserved. No part of this publication may be reproduced without written consent of the publisher. The publisher is not responsible for unsolicited manuscripts. Subscription rates for magazine $19.00 per year, $29.00 for 2 years. $37.00 for 3 years.

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ACT NOW TO EXPERIENCE GREAT OFFERS ON 2016 SLEDS PLUS FREE APPAREL & ACCESSORIES. VISIT TERRAINDOMINATION.COM FOR MORE OFFERS RESTRICTIONS: Snowmobile Ride Guarantee: For a customer to be eligible, the customer must have less than 300 miles (500 KM) on their snowmobile odometer as of 3/31/17. If a customer does not achieve 300 miles (500 KM) by 3/31/17, they can bring their snowmobile back to the dealership for verification of the odometer. Dealer will submit a request and proof of mileage for customer. Upon verification Polaris will add an additional 12 month extended limited factory warranty to the snowmobile. After the first year, the additional factory warranty offer is subject to a $50.00 deductible per visit. The mileage will need to be verified by a Polaris dealer and must follow the verification process. This must be completed between 4/1/17 – 5/15/17 to be eligible for the ride guarantee offer. Customer must live in the following states to be eligible: ND, SD, MN, IA, WI, MI, IL, IN, OH, PA, NY, VT, NH, RI, CT, ME, NJ, MA. The 3 Year Extended Limited Factory Warranty offer consists of a standard 1 year factory limited warranty plus an additional 2 years of additional factory limited warranty coverage. The additional factory warranty offer is subject to a $50.00 deductible per visit after the first year. All rebates during the Factory Authorized Clearance program are paid to the dealer. Factory Authorized Clearance offers are effective on all new 2014 - 2017 Polaris snowmobiles purchased from a participating Polaris dealer between 8/5/16 and 10/31/16. Polaris 2017 snowmobiles that were ordered under the SnowCheck program do not qualify. The offer of “up to $1000 free G&A” is up to $1000 in free Polaris garments and accessories. It is redeemed at the dealership. Valid on select 2014 – 2016 Polaris snowmobiles. Amounts vary on model, see dealer for details. . WARNING: Professional rider on a closed course. Polaris recommends that all snowmobile riders take a training course. Do not attempt maneuvers beyond your capability. Always wear a helmet and other safety apparel. Never drink and ride. ©2016 Polaris Industries Inc.

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drifts

Richard Kehoe

CALLING FOR COLD AND SNOW around for 225 years now, so who are we to question them? As we prepare for a great season of sledding, we’ve be visiting our usual, early season fall field events, including the Outlaw Grass Drags in Princeton and Haydays. As a true sledder at heart, I couldn’t be more excited to watch some Outlaw race sleds and walk the swaps at these events. The swaps are near and dear to many of our hearts, as long as the weather co-operates. A chunk of us from OSM, being a competitive bunch at the swaps, we are Sometimes you end up buying junk.. always trying to outdo one another. We This will be showroom buffed and on sale again in no time! all have our strengths, but for the most part, the trick is to not get caught up in he summer is sadly coming to the excitement. Normally, I come out an end, and with the excessive of the swap with one quality item and h e a t t h a t w e h a v e b e e n a bunch of someone else’s junk. Over experiencing around my place in North the years I have purchased some sweet America, I can’t wait for the fall cool sleds, the best one being a 1979 Jag down… which invites Mother Winter 340, and it was a runner for $80. One and our beloved sled season. year I was able to land a near mint 1992 It’s about time we begin another Polaris leather checkered jacket with sledding season and I couldn’t be more hot pinks and purples for $25. Later that excited. Last year was definitely a weak same night the swap turned winter. The diesel had a lot of miles on into the game show “Let’s her, searching for snow, but we always Make A Deal”. And not the found it. This year I picked up a very new cheesy one either, I’m trusting Farmer’s Almanac, and it is talking about the real one calling for a good winter with colder with Monty hall as the host. temperatures and more snow then the The OSM crew got caught average for 2017. This is great news deep in the swap, far from that I trust, The Almanac has been our camp and required

Come Sunday morning of the swap, it really resembles the Monty Hall game show!

ON SNOW MAGAZINE • VOL 7 • ISSUE 1

some much needed hydration to make it out. It was a sad night to see that honey of a checkered jacket go, but the jacket turned into the much needed hydration for the entire crew, many times over. With those memories, there are also a few reminders of bad buys while on tour in the swap… To quote the old saying, “One person’s junk is another person’s junk.” I chalk it up to, it’s the experience that makes it fun and brings all of us snowmobilers together. There’s no block of cheese here, the key is not to get stuck with someone else’s junk! This year we will be trying to put some space between the, “Holy S*%# I can’t believe you got that, and so cheap.” And the more common, “holy F*&% what are you going to do with that?” If you’ve missed the grass drags and swaps in your parts, don’t worry, the indoor snowmobile shows start the North American tour next month. Until next time, I’ll be buffing the old Colt hood to sell at the swap!

Almanac is right this year!

news

TUCKER MAKES WISHES COME TRUE There was a sea of green t-shirts walking the pathways of south Minneapolis this summer, and leading the throng was none other than Tucker Hibbert. Tucker and his wife Mandi organized a team of Hibbert fans for the 10th annual Make-AWish Minnesota Walk for Wishes event. Appropriately calling themselves Team 68, the group raised more than $10,000 for the organization, which provides funding for wishes of kids diagnosed with life-threatening medical conditions. In total, over $96,000 was raised and the Hibbert clan was the top fund raising team at the event, proving once again, the generosity of snowmobilers is alive and strong.

02 01 GOT RISER BRAH? File this under the category of “when is too much riser, too much”? Once the stand up riding craze caught on, it seems everyone deemed they could turn their old snow buggy into a ground and pound ditch banger with more riser. Oh those poor steering posts. Seen some “ape hangers” in your area? Snap a few pictures and send them to our curmudgeon editor at editor@ osmmag.com. If your photos are selected, we will send you our latest OSM t-shirt for the effort.

400HP AND JUST 88 POUNDS Check out the Nissan ZEOD RC program engine; the threecylinder engine is incredibly compact, weighs just 88-pounds and produces…wait for it…a whopping 400-horsepower. That’s a power to weight ratio of 4.55-horsepower per pound! The engine was developed as part of Nissan’s new program designed to focus on heavily downsizing engine size and vastly improving efficiency. The engine is so small it would be considered carry-on luggage on most airlines. We know what you are thinking. Imagine for a minute, a two-cylinder version of this engine. Theoretically, the engine could produce 265-horsepower and weigh approximately just under 60-pounds!

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GLOBAL COOLING…IT COULD HAPPEN

“Bring on the Maunder Minimum II”, that just might be the new motto for sledders in the coming years. Just what the hell is Maunder Minimum you ask? Good question. The Maunder Minimum is more commonly referred to as the prolonged sunspot minimum, a period that lasted from roughly 1645 to about 1715. This is the same time period that the last “Little Ice Age” occurred. According to the latest research by Professor Valentina Zharkova, and colleagues of Northumbria University, they made new discoveries on the inner workings of the sun. Long story short, the sun is set up for several solar cycles with significantly reduced sunspot activity. Throw another blanket on the bed and mount the snow tires. You’ve been warned.

THE ROTARY WANKEL RETURNS For those of you with grey hair and sore backs, you’ll remember the rotary twostroke engine developed by German engineer Felix Wankel. It was smooth as silk and had a sound all its own. It was used in several snowmobile applications with little success, but the engine concept lived on and was used in everything from Norton motorcycles to Mazda cars. Now the Wankel concept has new life in what is being referred to as an “inside-out” design. Instead of a triangular rotor rotating inside a peanut-shaped cylinder, it uses a peanut-shaped rotor in a triangular housing. The engine is being built by Connecticut based start-up Liquid Piston, and they have already built a 70cc version that powers a go-cart. The key here is the motor is incredibly lightweight for its displacement and power output, and it doesn’t suffer from the sealing issues the original design did. Now the shocker, Liquid Piston believes the design can be scaled up to as much as 1,000-horsepower!

HALL GOES TO THE COUNTRY

New digs and new colors will surround standout Canadian snocross racer Dylan Hall this winter as he competes in the Pro-Open ranks in CSRA and select ISOC races. Those new digs will be the Country Corners Race Team, who recently announced the signing of Hall for the 2016-17 season. Excited to be joining the Arctic Cat team, Hall hopes to complete the trifecta with a national championship in Pro-Open, after having already won the national title in Sport and Semi-Pro.

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news

07 POLARIS RAMPAGE This past spring, Polaris gave us a look at their latest creation, the Rampage. The vehicle is a true amphibious, all-terrain, all-season, global reaching platform. Think of it as one heck off a boon-docking buggy. The vehicle is currently deployed in support of Canadian Operation Nunalivut in the North Pole.

DEEP SNOW AND COLD COMING? If you follow weather patterns…and being an avid snowmobiler, we suspect you do, the recent winter weather patterns of the past two years has been a bust for most of us. Weather geeks call this pattern El Nino, and while we won’t get into all the scientific mumbo jumbo of warming sea-surface water, those same “geeks” say those areas of the ocean now appear to be cooling and should return to “normal” by summer. In fact, many are predicting the cooling trend will continue producing colder than normal surface temperatures in those same areas. They call this La Nina, and last time we had a significant La Nina event, it triggered record snowfalls for much of the Snowbelt. In other words, break out the paddle track, you might need it.

08 LATEST ON THE REV-4 Engineering crews at the OEMs never rest, especially during the summer months, as they ready the latest batch of sleds for production. The Ski-Doo crew alerted us to some updates to their newest buggy this past fall that may or may not have been effectively communicated during the spring buzz. For starters, all MXZ and Renegade 850 models will come with pDrive clutches equipped with clickers for RPM adjustment. Also, the Summit Gen4 models will come shipped with one set of front idler wheels in the rear suspension in addition to the rail-mounted scratchers. Those same models will now use a one-piece bottom gear in the case versus the bi-metal gear that was proposed this past spring. The kids from Valcourt also sent us a list of updated suspension specs, and noted they now measure rear suspension travel at the rail bump stop, meaning the new numbers represent true travel, not erroneous rear bumper numbers.

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news

SVX 450 BURNS SOME RUBBER Perhaps the most anticipated new snowmobile for the 2017 season is the all-new Arctic Cat SVX 450. Hey…don’t go calling the new green machine a snow bike either, the kids at Cat are doing all the right things with this new machine to ensure it will, and can be registered as a bonafide snowmobile. The last time we checked in with the SVX was this past spring in Montana at the Arctic Cat western research and development center. The boys and girls there were putting in long hours on some key details, namely ski and track design, as well as some unique snowmobile required attributes such as a single lever brake. We haven’t yet had an opportunity to ride the SVX, but our good buddy and Arctic Insider website master John Sandberg has, and he tells us it is much easier to ride than any other similar “kitted” motorcycle. Perhaps even more enticing is the fact there is a ton of development and refinement potential to be gained, as Arctic engineers focus on making the ride characteristics more intuitive, requiring less of a learning curve. The bike hasn’t been kept completely under wraps either. Cat’s own Waiting for Winter guy simply couldn’t wait, and he (or is it she?) made the pilgrimage to the great motorcycle rally in Sturgis, South Dakota this summer to burn some rubber, cruise the main drag, and have a bump at Old Saloon No. 10, after the day’s ride was over.

50 YEARS OF THE DIABLO Old sledder fans take note, this year marks the 50th anniversary of the unusual Bolens Diablo Rouge snowmobile, and collectors of the one part snow tractor, one part sleigh are throwing a party. The date is set for January 14th, 2017 in Port Washington, Wisconsin, the very city where Bolens had their manufacturing facilities. Both the Hus-Ski, (the first model built in Pointe-Claire, Quebec before being purchased by Bolens in the summer of 1965) and Diablo models will be part of the celebration. Plans include a show, ride, and an evening banquet with special guest speakers. You can learn more by visiting www.gogodiablo.com

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news

12 BACK COUNTRY ASCENDER PROGRAM The manufacturers, in coordination with the International Snowmobile Manufacturers Association will launch a new kind of avalanche awareness program this September at Haydays. Dubbed the Backcountry Ascender, the program is free and designed to educate all riders about the dangers of riding the backcountry, through an engaging smart phone app. Riders can earn points for completing lessons and courses, and in doing so will increase their “rank” amongst other riders. Plans are in the works to provide prizes from manufacturers and industry market companies for unlocking various levels of the app. Watch our website www.osmmag.com for more details after the program is launched.

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CBR SIGNS PRO-LITE RIDER JACOB YURK Christian Brothers Racing has added young blood to their roster for the upcoming snocross season with up and comer Jacob Yurk from Grand Blanc, Michigan. Yurk finished second in the year-end points battle in the Sport class last year, taking four wins and eight podiums along the way. Jacob will look to continue his podium performance in the highly competitive Pro-Lite division. Yurk joins CBR Pro-Open racer Logan Christian in the hauler.

news

THE BIG TORONTO SHOW IS COMING If you attend just one snowmobile show this fall, there is little doubt which one it should beâ&#x20AC;¦the biggest one naturally. The International Snowmobile, ATV, and Powersports Show at the Toronto International Centre is without a doubt, the worldâ&#x20AC;&#x2122;s largest indoor snowmobile show. Offering more than just the biggest and best vendors in the industry, the show also features freestyle shows, custom sled builds, used snowmobile and ATV sales, vintage sled displays, 120 races, and nearly every possible tourism destination and region you can imagine, so you can plan this winterâ&#x20AC;&#x2122;s trips. Mark your calendars for October 21-23, 2016, and buy your tickets early to avoid the lines. www.torontosnowmobileatvshow.com

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WHO YOUâ&#x20AC;&#x2122;LL FIND AT THE 29TH ANNUAL TORONTO INTERNATIONAL SNOWMOBILE, ATV & POWERSPORTS SHOW

Arctic Cat Armour Truck Decks Bacon Baffin Boots Caliber Choko CSRA CV Tech CYT Snowgear Dayco Dealers Evans Coolant First Place Parts Five O Nine (509) FXR Gamma Gates Hygear Parts Canada Polaris Royal Distributing Ski-Doo Snowmobile Clubs Tie Boss Trailers Ultimax Yamaha

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ON SNOW MAGAZINE • VOL 7 • ISSUE 1

Headhsot by Todd Williams • www.toddwilliamsusa.com

winging it

LEVI LAVALLEE

URBAN SNOWMOBILING seemed so unnatural, it really didn’t’ make much sense, which is likely why I found it so appealing. So how does an idea this absurd go from dream to reality? Red Bull. Red Bull has created and executed projects around the globe that will blow your mind! They also have a great relationship with the city of St. Paul, thanks to such successful events as Red Bull “Crashed Ice”, which has been held at the St. Paul Cathedral for several years. Although a little skeptical when approached with the idea of a snowmobile jumping off buildings and bridges, the city of St. Paul knew we would take every precaution to accomplish the project in a safe, well organized manner. After gaining approval from the city, we scouted out the area, looking for different features that looked appealing. Once we decided on the features, we measured all of the features so we could duplicate them at my compound. My compound was an assortment of nearly all the features in the video. Because it was winter, I couldn’t get the paving company to lay down some asphalt to duplicate the Ramsey Hill jump, so I had to just wing that one. (LOL) We practiced at the compound for about a month and I felt pretty comfortable. Then we took down all the features, loaded them on trailers, and hauled them The Compound Crew out measuring the Cathedral jump last Fall.

HEY!

I have a meeting to get to!”, the gentleman said in a slightly agitated tone as he checked his phone. “Sir, you cannot cross the road, a snowmobile is going to be crossing,” responded the police officer. “A what?!” This was the conversation between a hurried businessman, stopped at a busy intersection by a St. Paul Police officer last winter. Moments later, a snowmobile jumped off the roof of a city hall building

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in downtown St Paul, and raced through the intersection onto the Wabasha Bridge. The businessman looked at the officer with eyes wide open and asked in a more curious tone, “Is he going to do that again?” For years, I have driven through cities, looking at all of the possibilities and thinking how incredible it would be to make a city into a playground for my snowmobile. The same way that skateboarders or BMX riders have done for a long time. Yet, the thought of a snowmobile racing through a city

This is what was left of my wear bars after we did a bit too much asphalt running the first day!

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to St. Paul to be set up. The city of St. Paul and their police department were exceptional with helping us with traffic control and any other things we needed throughout the week of filming. Often times we would have less than 24 hours to occupy the area, so the build would happen all night, and then we would film it the next morning so the crew could tear it down right after. The crew of guys from BecomeCo and The Compound Crew worked magic setting things up to spec, tearing it down, and then building the next day’s features in what was a week of non-stop activity. They worked long hours and as a result, I am positive they consumed more Red Bull per person, per day than anyone in the Midwest! I heard numbers like 10-14 in a day! By the time everything was set up,

the camera crew and I would arrive, and they would begin setting up the different shots. I likely had the easiest task of anyone involved. When it was time to go…I went. While I was going, I tried to make it look good, ha ha. The hardest part for me was trying to stay focused on what I was doing, instead of doing the internal “pinch myself, is this really happening”!? After 6 days of filming throughout St. Paul, I left being able to check another crazy idea off my bucket list. Aside from having to order some more wear bars from Woody’s, I left with an experience that I will remember for the rest of my life! To see that experience, check it out on You Tube: https://youtu.be/HoZBi04afwc search “Urban Snowmobiling” or scan the QR code.

The roundabout scene was an awesome idea. Put the outside ski against the concrete wall and pin it. It worked great but I wouldn’t suggest it.

“Is he gonna do that again?!”

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Snowmobile Hall of Fame Classic Sled Roundup The annual gathering of old sleds, past racing greats, and one of the best vintage snowmobile swap meets in the country at the Snowmobile Hall of Fame (SHOF) in St. Germain, Wisconsin has been on our bucket list of must attend summer gatherings for several years. This year we made it happen and we weren’t disappointed. A trip to this part of Wisconsin is in many ways, a trip back in time to the glory days of snowmobiling. In addition to the Snowmobile Hall of Fame and its amazing display of memorabilia, the community of Eagle River, Wisconsin is just a few short miles away, and is of course, home to the iconic Derby Track and the International Snowmobile Hall Fame. Needless to say, the area is steeped in snowmobile history and it was all on display during our visit.

We came across several sleds we’d never seen before including this one of a kind Evel Knievel Special Ski-Doo. We spent a little time gathering the backstory on this one, and we were so intrigued we scheduled a visit with the Gottschalk family, which owns the sled (and several others) to learn more and photograph the sled for a future Time Tracks feature.

We came across several sleds we’d never seen before including this one of a kind Evel Knievel Special Ski-Doo. We spent a little time gathering the back-story on this one, and we were so intrigued we scheduled a visit with the Gottschalk family, which owns the sled (and several others) to learn more and photograph the sled for a future Time Tracks feature.

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This swap find immediately caught the eye of OSM Editor Bourgeois, who is also known to be a hot rod car enthusiast. The sled was quickly scooped up by a Rupp collector and we learned that Mickey Rupp and Robert Peterson, the founder and publisher of Hot Rod Magazine were friends, and one of their conversations led to a Rupp snowmobile becoming a project build for the magazine. This is another sled that we are going to follow closely to track down more information, and include it in a future Time Tracks article in the near future…stay tuned.

Along with the sleds that can be found on display at the SHOF and those being judged at the Round Up, there were plenty more gems to be found in the swap meet, like this glistening Mercury 250E…a sled so ugly only a mother (and avid vintage sled collector) could love it.

Hard to find parts were not-so-hard-to-find at the Round Up swap. We scored some Starfire heads that had been machined and ready to go.

According the Round Up regulars, the swap this year was bigger than ever, completely filling the St. Germain Town Park by early morning.

In the show area, the shine of restored sleds was everywhere…pick your favorite brand, it was there.

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There are few things in the vintage snowmobile world more interesting and more stunning than the factory race sleds of the day. It was a time when excess was deemed best, and engineers and race teams tried everything to produce more power and winning results. The double X Ski-Daddler models and their megaphone pipes are littered with engineering details that were employed in what could best be described as a trial-by-fire approach.

Some displays took things a few steps further with vintage trucks completing the look. The old Ski-Doo on the truck appeared to be an unrestored original…our favorite kind.

Unlike other swaps we’ve been to, this one was virtually void of garage junk, and was filled with vintage sled stuff, period. We were in heaven.

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The swap meet had deals literally falling out of the back of some vehicles.

Arctic was king back in the early 1970s and they often looked to expand their brand with such things as mini-bikes, lawn mowers, and of course, snow blowers.

We arrived at the swap by 7:00am Saturday morning, and already would be buyers were bending a careful ear to the cackle of a two-stroke.

This Can-Am drag bike was the creation of the late Phil Mickelson, when he worked for Bombardier as Service Manager. The bike started life at MX-1 125 Can-Am frame, and is powered by a 1973 three cylinder Blizzard 645 engine with some “Son Pro” specs applied. The bike only ran a few times, but Phil recorded a winning time in the 1/8th mile in Milwaukee, running 98mph in 7.41 seconds. The bike also clocked a quarter-mile run of 11.09 seconds at 106mph.

Of course with racing as an always present element of the SHOF, it wasn’t surprising to see several race sleds on display including this amazing Manta dragster.

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Heavy metal was pumping, and moving fast in the early morning hours.

A 1973 Northway 440 racer, complete with twin stinger pipes exiting each side of the hand fabricated cowl.

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There was a time when only antique sleds were considered truly collectable. Today the sport has exploded with such undeniable momentum, that all old sleds from early rear engine models to even early 1990 models are now deemed worthy of inclusion at any vintage sled gathering.

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The local Bo-Boen Club played a vital role in the day’s activities, and it’s safe to say that the trails in this area are groomed to perfection with top-shelf equipment.

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Balloon tires, early 70’s metal flake, and a two-stroke motor…damn sexy.

We scored these wall hangers for the shop, along with an equally nice Moto-Ski lid.

There were sleds in the swap that changed hands and could very well be back at the show next year, freshly restored and part of the judged show. Along with collecting, vintage sled racing is huge in this region, with the Eagle River Derby Track hosting a vintage-racing weekend that attracts more racers and nearly as many fans as the original derby weekend does.

We couldn’t leave out another sled that is part of the Gottschalk family collection. This is the Gor Ski and yes, that is the correct color and correct seat. Apparently only 10 of these sleds were ever produced from the Gorski Industries plant in Corry, Pennsylvania. We hope to learn more about this sled when we visit the Gottschalk family later this year.

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The Snowmobile Hall of Fame Museum is open Thursday through Saturday throughout the year, and offers extended hours during the winter months. Visitors are encouraged to call ahead if planning a visit: 715-542-4463. The museum is also currently planning a 6,000 foot expansion, with two floors of displays to showcase many of the sleds and memorabilia that is currently in other buildings, due to lack of space. You can learn more by visiting their website at www. snowmobilehalloffame.com

take 5

KINGS

When it comes to snowmobile kings, few will forget the mighty King Kat. The massive, speed obsessed sled featured huge, three and four-cylinder free-air cooled engines protruding through the hood, and are one of the most coveted Arctic Cat snowmobiles amongst collectors today. Here are five lesser-known kings. Editor’s Note: Special thanks to David’s Vintage Snowmobile Page for images and information used in this article. Have a strange sled you know little about? Visit David’s page at www. vintagesnowmobiles.50megs.com

SNO-KING

There were in fact, two Sno-Kings during the late 1960’s, one produced by Polaris for Messelt Direct Service stores, and another one pictured here, built by Lionel in Princeville, Quebec. The somewhat homely looking sled was available with front and rear wheel kits for year-round use, and came in three Hirth engine choices; a 300cc, 375cc and a big daddy 640cc.

FRAM KING

The crew here at OSM couldn’t find much information on this Swedish built snowmobile, known as a Snoskoter across the pond. Produced in 1971 only, the Fram King featured a single cylinder Sachs engine and touted a gearbox with reverse. The Fram King ads proudly proclaimed the “King” was “the new Swedish quality controlled snowmobile program”.

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SNOW-KING

Another one-year wonder, this Snow King was manufactured by Robin Nodwell who also manufactured SnoScoot snowmobiles. They were sold through Simpsons-Sears stores in Canada during the 1966 model year, and were featured in the Christmas catalog for 1965. The sled came with plenty of accessory options including a fiberglass sleigh and single-place trailer to transport your new sled. Power was from a 10.5-horsepower JLO, for speeds up to 30mph.

YUKON KING

Probably one of the best known “other” kings, the Yukon King started life as a wooden sleigh for dog sleds, horses, and snowmobiles to tow. Looking to add a fiberglass sleigh to the line, Yukon King owner Don Thomson made contact with Silverline boats in Moorhead, Minnesota. Silverline had already built a snowmobile called the T-Bird in 1967, and soon after they agreed to produce snowmobiles for Yukon King and discontinue the T-Bird. Yukon Kings were produced till 1969 when Arctic Cat bought the company.

TRAIL KING

Imported by King International (naturally) from Portland, Michigan, the Trail King was another snowmobile produced by Lionel Industries. Available in 1970 and 1971, this King was also sold through Woolco Department stores, and was available in seven different model configurations in ’70. The sled featured a new, sleeker design in ’71, with the twin headlights mounted close together in the center of the hood.

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‘72

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Columbia TrackMaster C300

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When A Bicycle Company Decided To Make Snowmobiles

nowmobile history is cluttered with giant companies that dove into the market, only to sell out or pull the plug after a few seasons. John Deere made perhaps the mightiest effort at making their snowmobile business work, pouring money into racing and developing some unique, if not groundbreaking snowmobiles. There were other big players as well - some obvious, some content to stand in the shadows and let the brand get all the glory. Textron was the giant behind Polaris, Armco Steel owned Chaparral, outdoor company Coleman owned Skiroule, Brunswick had a Mercury-branded snowmobile and even AMF jumped into the fray with its own Ski-Daddler brand, as well as a Harley-Davidson-branded machines. Then there were more experienced machinery and engine building companies that hedged a bet on the snowmobile industry,

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companies such as Massey-Ferguson, Suzuki and Kawasaki. While there were many interesting players jumping into the industry, one of the most interesting was Columbia. Snowmobiles were part of a push made by Columbia in the early 1970s to introduce a more diverse product line. Before 1967, Columbia had been

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known as a maker of bicycles and school furniture – desks, chairs, etc. But, in 1967, a merger with MTD, one of the world’s largest makers of outdoor power equipment, expanded the company’s vision of what it could produce. Just three years later in 1970, Columbia introduced a 133cc all-terrain bike called the Mud Bug. They also demo’d a line

of snowmobiles, a product dealers said they wanted in a big way. Knowing their dealer network was craving to get into the fast growing sledding scene, Columbia went to market in 1971 with a line of snowmobiles bearing the MTD nameplate. Taking a lesson from their outdoor power equipment experience, they used

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standardized parts and production to create a small, but well-built lineup. With decades of outdoor power equipment experience, MTD knew dealers, and they knew they wanted products that were simple and easy. Although there were different models in the lineup, the chassis, suspension, and many other components interchanged between them, thereby simplifying service, maintenance, and parts inventory. With a year of production under their belts, MTD came to market in 1972 with seven different models. Dubbed “The Gem of the Snow Country,” the lineup consisted of three SST models and four TrackMaster models. The

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SST models were geared more toward performance, and featured an all-new slide rail rear suspension; TrackMaster models were aimed at trail riders and rode on bogey wheels. MTD claimed the bogey wheel suspension on the TrackMaster provided a smoother ride and increased flotation. It used a center drive with a 15.5-inch wide rubber track, while SST models

used a dual-drive, polyurethane track. Bogey suspension didn’t have shocks, but front ski shocks were an option on TrackMaster models and standard on SST models. The skid frame on SST models featured torsion springs that controlled front and rear suspension arms. Both SST and TrackMaster models used 340, 400 and 440 JLO engines with single Walbro carburetors. The one exception is the model featured here, the C300 used a Sachs 293 single with a Tillotson HR64A carburetor. The C300 weighed 345-pounds, about the same as the more high-performance SST models and less than its sister TrackMaster models. Sleds boasted “automotive-type” steering with a ball and socket design, basically a simplified rack and pinion. Hand grips were unique too, featuring little rubber knobs that were designed to maintain grip, even if they got wet or icy. Braking was achieved with a cable-operated setup, mounted on the secondary sheave. While some manufacturers of the time were struggling with fit and finish, MTD had that down from the start. Painted

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a brief mission statement. The sleds were officially branded as “Columbia manufactured by MTD Products Inc.” As new players, maybe the marketing whiz kids at the time thought it gave them more street cred to list both companies in the branding. Who knows? The 1972 C300 TrackMaster on these pages is in original condition. Powered by the 19.5-horsepower Sachs single, OSM Editor Bourgeois is just the third owner of this piece of snowmobile history. While the exact history of the sled is unknown, the previous owner believes the sled was “gifted” to a Minneapolis fabrication shop back in 1972 by Columbia. Void of any serial number or production tag, it is believed the sled was given to the shop in appreciation for their hard work in supplying some of the parts needed to produce the TrackMaster and SST models. steel tunnels, chrome bumpers with rear grab handles, metal flake hoods, finished cowls, and chrome hood pins gave the machines definite showroom appeal. Seats were racy-looking with low-profile trunks that gave the sled a “bobbed” look that only came on performance sleds from some other brands. Marketing for the brand was interesting. While Columbia owned MTD, the printed description claimed Columbia snowmobiles were manufactured for Columbia by MTD. The sales literature then went on to give an overview of MTD, describing it as the largest producer of outdoor power equipment in the world, and listing number of employees and ON SNOW MAGAZINE • VOL 7 • ISSUE 1

shop hustle Remember when a gas can was pretty dang simple…you know, a can and a spout and a cap? Then those darn environmentalists got involved, and decided those cans let too much vapor escape into the atmosphere. That’s where we got those new fangled versions with vents, and levers, and sliding nozzles. Some of them are so complicated, you need a manual to fill up your snow scooter, not to mention the flow rate is about as sparse as a bar pour at one of those fancy downtown hotels. So when the Sure Can arrived at our shop last winter, we thought, “oh no not again”. The Sure Can serves up a new take on a rather simple product… think of it as a better mousetrap. Unlike traditional cans where you need to tip the can to pour the gas into your buggy, the Sure Can features a rotating nozzle at the bottom of the container, and a lever actuated valve that lets you control fuel flow. We were skeptical at first, but after a few uses we are ready to ditch our traditional cans and get a few more.

The unique quality of the Sure Can is the bottom mounted fueling nozzle that can be rotated more than 180-degrees, and locks upright when storing or transporting. One nag we noted was the cap is a bit difficult to unscrew, and the plastic tether to retain the cap is both too short and susceptible to breaking after a few uses.

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The Sure Can is made in the good ol’ USA, and while it meets all of the stringent Environmental Protection Agency (EPS) guidelines, it does so without the complexity of those cans you buy in the big box stores.

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onsnow The top mounted lever is self-ventilating and is used to control fuel flow while filling. Surprisingly, flow is far better than expected, and while it can’t rival an “oldschool” race jug or non-EPA compliant can from yesteryear, it flows faster than any off-the-shelf can we have in our shop.

We appreciated the slightly over-sized filler cap found on the Sure Can. The larger size makes fill-ups at the pump easier, with less chance of overfilling.

Once the nozzle is in place, squeeze the trigger and let ‘er rip. The smallish size of the nozzle allows you to still see inside the tank and since you can control flow, the risk of over-filling, cursing, and running quick to grab a shop rag are greatly reduced.

The beauty of the Sure Can is you don’t spill. Simply rotate the nozzle down and insert into the tank. Since the fuel valve is at the bottom of the tank, there are no dribbles to wreck that metal flake paint on your recently restored vintage buggy.

The Sure Can is available in colors to match most common fueling needs including yellow for diesel, blue for kerosene, and of course red for your favorite dead dinosaur. Gas cans come in 2-gallon ($39.99 US) and 5-gallon ($49.99 US) sizes. The price is a bit steep, but given how many of those big box cans we’ve purchased and hated, it’s worth the price. To get yours visit them online at www.surecanusa.com. Sure Can also recently announced they have partnered with Crispo Canada to bring the Sure Can north of the border. Contact Crispo for more details by emailing them at customerservice@crispocanada.com ON SNOW MAGAZINE • VOL 7 • ISSUE 1

lawn ornaments Wow, what a season it has been for our ongoing hunt for the not so elusive rotting lawn ornaments in yards, and backwoods locations across the Snowbelt. Call them sleds in waiting or on the to do list, just don’t call the junk man…yet. From partially buried treasures, to oh-so-close to the trash bin finds, here is this year’s first installment of faded plastic, ripped seat covers, tarnished aluminum, and rusting steel. Remember, if you stumble upon a lawn ornament in your area or on your travels, snap a photo and send it in. If your photo is selected and published you will receive a freshly screen OSM #RunsOnSpray t-shirt. Email your pics to editor@ osmmag.com. Happy hunting.

Gordon Vincent discovered the final resting spot of old Bravos, which apparently wandered off from the herd to lie down to die. We’d call these little one-lungers “well-worn”.

Bill and Judy Haiser have become regular contributors to Lawn Ornaments, and their latest find was located on the Dempster Highway in the Northwest Territories of Canada. The little Ski-Doo looks lonely as it waits for water and winter to return.

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Ran when parked…two years ago.

Judging by the other “ornaments” in this shot, the Pro-X is the pride of the prairie and the newest fuel fed buggy in the yard.

Pride in ownership is evident… meticulously stored for the summer season.

Along every woods line, treasures can be found before the spring foliage provides UV protection.

The latest snowmobile touring sensation… the XC overnighter package complete with some already sampled hydration.

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lawn ornaments

Faded…torn…trusted.

The full arsenal of winter fun…pit sled, race sled, touring sled.

We can only imagine what’s inside the garage.

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Up on blocks and ready for next season…good nuff.

A caged beast ready to unleash all 250cc of single cylinder mayhem.

FOR SALE: Two sleds…need work… make one runner and sell the other.

This guy is sponsored…#IRIDESTANDINGUP

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anchor of the month

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Anchor of the Month

NAME:

1989 Ski-Doo Formula Mach 1 _______________________________________________________

with silver striping COLOR: Black ______________________________________________________ BIRTHPLACE:

Valcourt, Quebec _________________________________________________

SIGNIFICANCE:

I _______________________________________________ introduced Rotax RAVE valve technology to consumers.

Wood paneling and low racing windshield. ACCESSORY I WISH I HAD: ______________________________________ FAVORITE SONG:

Blown Wide Open by Big Wreck; Slow Ride by Foghat; ______________________________________________

Wrecking Machine by Slave Raider; and anything by Taylor Swift since she breaks ______________________________________________________________ up with everyone. ______________________________________________________________ it would have to be the all black leather ridBEST PHYSICAL ATTRIBUTE: Oh _____________________________________

ing suits worn by my boyfriends. Although there was that one time when I wore ______________________________________________________________ a______________________________________________________________ sheep’s wool seat cover. That felt pretty nice. HEARTBREAKS:__________________________________________________ Arctic Cat Wildcat, Polaris Indy 650, and Sunday afternoon trails.

Machless, Davey Rave, PMS, Weight Watchers Dropout, Recall Rita NICKNAMES:_______________________________________________________________ tie-rod boot covers. LOST LOVES: My __________________________________________________ “You might want to mix THINGS OVERHEARD AT THE LOCAL WATERING HOLE: ______________________

in a salad.” and “Your dealer called.” ______________________________________________________________ IF I WEREN’T A SNOWMOBILE I’D BE: ____________________________ A Zamboni The year was 1988, and the snowmobile industry was in the midst of a dramatic transformation on two fronts.

The Polaris Indy had ushered in a formidable independent front suspension design that everyone was attempting to

replicate in a unique way. On top of that, the horsepower wars were heating up, with both Arctic Cat and Polaris playing at the top of the heap with the 650 Wildcat and 650 Indy respectively. Already regarded for the engineering capabilities, Ski-Doo released their own independent suspension starting in 1981 with the Blizzard MX and then improved upon it with the PRS design, which utilized trailing arms and a complex array of linkages and shocks underhood. Meanwhile it was on the ice oval racetrack where Ski-Doo and Rotax were working on an advanced

engine design that would squeeze more power from less displacement. In 1989 those power concepts were brought

to the masses with the first ever Mach 1 snowmobile. This was a new breed of muscle sled for Ski-Doo and while the engine was smaller than the competition at only 581cc, it was the introduction of Rotax Adjustable Variable

Exhaust (RAVE exhaust valves) that would give the Mach the added boost in power it would need to compete. The first year Mach was initially plagued with performance issues and a major factory recall was needed to correct

many of the issues. The sled also paid a huge weight penalty compared to other muscle sleds, due in large part to

the complex PRS front suspension. Still the sled was a looker, and in subsequent years the Mach would shake its

gremlins and eventually house a monstrous 670 Rotax triple that continues to lay down fast times in grass and ice drags today.

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AFTER THE SPRING HYPERBOLE SUBSIDED, OSM was given an extended ride opportunity aboard the hot new rides for this coming winter. Here’s what we think.

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THE most HYPER SLED S N R U T E R FASTER THAN EVER BEFORE

ders industry insi be ld u co knew it the r ve O . it d expecte er ev n uestion q st o le been litt done, yet m as h e er th s s year me of the past 40-plu y to build so it ac p ca e th s. Yamaha has powersport s, d motors in snowmobile te to ve s co ile st b o o m m to e. au ak es to r” nam rcycles to its “moto From moto p u e ed av h liv d as an yh technologies the compan ered in new op the sh u el e ev d av h n ca ey Th nly d they not o seamless demonstrate iver it with el d so al t u le, b bility. unimaginab e charts relia th f o p to d an run quality

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The hyper sled has returned Whatt was finally Wh ll d done was the kind of four-stroke engine we’ve been secretly wishing for from Yamaha for the past several years. A fire-breathing beast that landed with a mega-ton bomb impact last spring that simultaneously said, “We’re back” and perhaps more quietly for both Arctic Cat and Yamaha, “The hyper sled has returned!” The original power claims of 180-horsepower for the Genesis Turbo have turned out to be rather modest. Both companies sent an early build of their flagship models to a third party source to glean output numbers beyond the in-house marketing department claims. Turns out the beast-from-the-east motor, with technology tracing back to Yamaha’s motorcycle GP racing eﬀorts, has plenty more power on-tap. Both sleds came back, pushing the dynamometer needles in excess of 200-horsepower. The somewhat unexpected, although not unheard of in the snowmobile industry, relationship between Yamaha and Arctic Cat has proven thus far to be a win for both companies. With Yamaha in need of a jolt in terms of chassis and suspension development, and Arctic Cat gaining both increased build quantities and lessons in quality control measures, it’s safe to say the relationship so far has been working. Now, with the arrival of the Genesis Turbo, it appears the duo is about to enter new ground with a powertrain package that appears to have involved both parties to a greater degree from the very early stages of development.

New body work graces all turbo models from both brands, with Yamaha opting for a slightly rounded form, while the Cat is more angular and smooth. Both brands feature dual “nostril” vents for ample airflow under hood and a large front “mouth” for direct flow to the intercooler.

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The “flatlander” RTX Sidewinder whips a rather inadequate 129-inch track that is clearly overmatched by the enormous thrust. We found the slightly longer 137inch equipped LTX to provide a better trail balance for the power.

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The changes to Arctic Cat’s TEAM Rapid Response II drive and driven system is barely noticeable at first glance. The system obviously looks nearly identical to the first version introduced last year, and now found on virtually every model in the line, but a secondary void of deflection adjustment is the visual cue. The system’s ability to maintain ideal deflection is perhaps the sleeper technological advancement of the season, regardless of brand.

Packing of the new Genesis Turbo is very compact, but despite using every available ounce of space, routing of wires and lines is done in tidy fashion considering just how much of it there is. This view is looking down atop the Genesis and its turbo unique triple throttle body design.

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Never has the mantra “when in doubt, throttle out” been more true or more eﬀective.

It’s a Beast and a Baby Technology laden is the best way to describe the new Genesis Turbo, the kind of engine that makes powertrain geeks and engineering students giddy. It’s a Dairy Queen® Blizzard® whipped and blended with every deliciously sweet concoction imaginable, and goes down with a sugar hit that is both bold and smooth. While we could spend pages detailing the inner workings of the new Genesis motor, there are some key attributes that play an important part in the horsepower symphony. It starts with a first of its kind intake manifold that touts a triple throttle body design; something according to Yamaha is unique for a turbo application. The idea behind it is to address a primary performance goal for the new engine to not “feel” like a “traditional” turbo engine. The big culprit of most turbo engines is what is referred to as turbo lag, the hesitation from when you crack the throttle till the exhaust gasses can spool up the turbo, and produce the forced induction power a turbo engine is designed for. In the words of Yamaha engineers, “The

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The added traction available on Sidewinder BTX models with the all-new 153” x 1.75” Backcountry track makes it easy to stab the throttle, and initiate sky launch at a moment’s notice.

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One of the key changes to the Yamaha Sidewinder clutching package is the introduction of secondary cam rollers versus traditional “sliders”. The rollers run cooler and are more eﬃcient, and work in tandem with a new helix design that is larger in diameter and oﬀers unique shift angles for the turbo application.

Even in oﬀ-trail situations, we were impressed by the Genesis Turbo’s ability to deliver manageable power versus the light switch variety we were accustomed to from big pony sleds in the past.

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Off-trail versions of the Sidewinder (BTX and MTX) utilize a new Mountain Ski that Yamaha claims to offer the widest and deepest keel ever produced for a production sled. The wide ski design serves up added flotation, while the deep keel delivers improved “bite” in off-trail, deep snow conditions. However, the big keel sacrifices steering effort and darting while riding on trail.

The struggle was real with Cat’s previous side panel design, especially on the PTO side of the vehicle. New panels have a much improved fit and feature half-turn fasteners.

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BREATHABLE ADJUSTABLE

Challenging deep snow conditions, side hilling, and steep climbing is technical riding in need of technical riding gear. The Vibe is a brand new jacket and bib designed for the most challenging backcountry snowmobiling. Athletic fit combined with durable Cordura high wear areas and stretch main body fabric provides lightweight, strength and high mobility for super active riders.

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Turbo power can be found across the Cat line, save the mountain category, but a new Cross Country model will have oﬀ-trail riders in the non-mountainous states applauding. This, in our opinion, is the best looking sled in the Arctic Cat line for 2017. more seamless and predictable the power delivery...the better the inherent handling and control will be.” At the heart of the system is the turbo charging unit itself, a high-temp nickel alloy body, housing a lightweight Inconel impeller, rolling on ball bearings that have been ceramic coated to withstand the crazy kind of heat that a turbo can produce. While we never proclaimed to be anything remotely resembling a metallurgist, (but we do know our way around an aluminum beer can) the Inconel compound is said to be ridiculously heat tolerant and won’t warp or crack, in even the most extreme conditions. The brain of the operation is no slouch either, the Yamaha Mitsubishi electronic control unit touts nine sensors measuring track speed; ambient air pressure; (or altitude) engine rpm; possible engine detonation; coolant temperature; throttle position at the throttle body; intake air temperature; manifold pressure, and boost pressure. The information from those sensors is then used to adjust ignition timing, fuel delivery, manifold air pressure, and boost pressure; the latter two work

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in tandem to deliver what is undoubtedly, the smooth and predictable power traits of this engine. As mentioned previously, the problem with most turbo applications is what is commonly referred to as “turbo lag”. The increase in power a turbo develops is due to the “forced” air and fuel charge that is fed into the combustion chamber, thus creating a greater and more powerful combustion cycle, without having to revert to more “old school” methods of accomplishing this, such as bigger bore, higher compression heads, porting, etc. Instead, the turbo uses exhaust gas to spin the impeller, which thereby creates a pressurized intake charge. The more air and fuel you can jam into the combustion chamber, the bigger the bang and the more power you make. The challenge with a typical turbo application is when you hammer the throttle, the “boosted” charge is not quite ready. With the engine running at low rpm’s, the exhaust flow is not suﬃcient enough to “spool up” the turbo impeller. Think of it as a chicken or the egg conundrum. In this scenario the engine has to come up

to speed using a more “normalized” intake charge until the exhaust gas flow is sufficient enough to build enough boost pressure. This delay is the “lag” you feel and one of the primary complaints of a turbo charged engine. But what if you could keep the boosted intake charge in waiting; ready to feed the combustion chamber the instant you stab the throttle? That’s exactly what Yamaha engineers did. To accomplish this, there are two methods of boost control. One is the more traditional waste gate, which on the Genesis Turbo is controlled by an ECU monitored solenoid valve. The other key element is another control mechanism dubbed the Air Bypass Valve (ABV). Also actuated by a solenoid, this control monitors the intake manifold pressure and incorporates a “closed-loop” that retains boost pressure, and thereby improves response time when you crack the throttle. The result is a motor that has all the expected “rush” of a turbo, with nearly instantaneous response, and perhaps even more importantly, power that is smooth and controlled or instant and aggressive…the choice is yours.

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onsnow Numbers Game When both Arctic Cat and Yamaha launched their models with the Genesis Turbo nestled under hood, the power and torque numbers were impressive. Oﬃcial reports had the motor producing a healthy 180-horsepower, making it the most powerful production snowmobile engine ever built. With this much power, the Yamaha Sidewinder and the Arctic Cat 9000 series sleds easily touted the highest power to weight ratio of any sled in the industry by a whopping 30%. Those numbers alone were enough to have power mongers taking quick notice, but then we were shocked once again as both Yamaha and Arctic Cat sent their boosted sleds to third party dynamometer performance shops to get another opinion. The numbers that came back were even more shocking, with the Yamaha producing 204-horsepower and the Arctic Cat a whopping 211-horsepower, both using the DynoTech Research facilities. Of course, we need to keep in mind that both of these engines were pre-production units, and powertrain engineers may deem the engines “too hot” for a first year production run and “dial back” the boost to produce pony numbers closer to the original 180 mark. Still, the power is there, lurking within the three-cylinder Genesis motor, and if the stock output still isn’t enough for you, we can guarantee the aftermarket will have the “hot” set-up to turn up the boost, and eclipse the 200 mark if you so choose.

The XF 9000 Cross Country Limited features a 1.75-inch lug track, wide 43-inch stance, and the easy to tune FOX Quick Switch 3 shocks on the front suspension and rear arm.

An eyebrow LED strip light accents the headlamp for both brands. Similar to previous partnership years, a diﬀerent windshield gives each a uniquely diﬀerent look.

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A floating primary sheave bushing allows the system to always maintain ideal belt deflection. Thunderous Applause or Snake In the Grass? he Thundercat and the Sidewinder may share a monster for an engine, but they

also have personalities and ride characteristics that are unique. Chalk this up to key component differences and separate calibration teams that work on these sleds after the initial concepts are finalized. It’s here we start to see some key differences between the Yamaha and Arctic Cat offerings. The OSM crew spent the better part of four days riding both models, and we were also given a second ride opportunity aboard the Thundercat later on. Both brands have chosen to transmit power to the snow using their own drive and driven clutching. Yamaha has outfitted the turbo motor with a new YSRC system that in essence, features an oversize primary clutch and a new reverse cam secondary that no longer uses “shoe” type sliders, and now employs low friction rollers. Tuners will be happy to know that the primary will continue to accept current YVXC weights, springs, and rollers, but all other aspects have been strengthened to

accommodate the added heat and power the Genesis Turbo produces. The secondary has also been beefed up with high strength, heat resistant castings and a wider operating ratio, but also retains tuning parts common with the YVXC of old. Arctic Cat also improved their system with a new TEAM Rapid Response II drive clutch. If you remember, Cat introduced the new Rapid Response drive and driven a year prior, a system developed jointly with TEAM, and featured many new technologies aimed at greatly improving Arctic Cat’s transmission and belt performance and durability. The big change to gain the “II” designator is an auto-adjusting design that eliminates the need to adjust belt deflection. A floating, primary sheave bushing allows the system to always maintain ideal belt deflection to eliminate the possibility of the belt grabbing the sheaves of the primary due to a “too-tight” condition. Thanks to the floating bushing located on the primary shaft, the belt remains high

Yamaha oﬀers the turbo package in virtually every model category, (save touring) and nearly every track length you can dream up. The XTX will sport a 141 x 1.6” Cobra track for all in season models, while Limited Edition spring models also featured a 137-inch version. ON SNOW MAGAZINE • VOL 7 • ISSUE 1

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Both Arctic Cat and Yamaha needed to employ new clutching systems to manage the 200-horsepower thrust of the Genesis Turbo. Yamaha opted to rethink their existing system, and in essence, “oversized” the drive and driven in key areas to manage the added power, squeeze, and heat.

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During the spring Sneak Peek shows presented by Polaris, Ski-Doo, and Yamaha, the big pony Genesis motor was a clear gathering and conversation point for would be buyers.

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While you can certainly get the turbo package in several Arctic Cat models, it’s the Thundercat namesake that has really drawn the attention of Cat faithful, and those who remember the king of hyper sleds from decades gone by. While the name is a hit, the use of non-traditional Arctic Cat colors on the flagship models is somewhat of a head scratcher. and tight in the secondary, even after the miles pile up. The result is lower effective starting ratio, smoother engagement, reduced belt wear, and maximum available performance from your belt. The other big difference between the Cat and Yamaha versions is the skis. Arctic Cat employs their 6-inch ProCross ski featuring a dual, off-set runner design that greatly eliminates darting, reduces steering effort, and yet retains precise turn in. Yamaha will launch the Sidewinder trail sleds (RTX, LTX, STX, and XTX) with their dual keel Tuner III skis that can be tuned for conditions through various carbide lengths in the inner and outer keel. Those two technical differences, combined with different ride calibrations in both suspension and clutching results in two hyper sleds with different person-

alities. Certainly both are crazy fast, and both exhibit an almost unnatural ability to deliver power in as little, or as much as you want. Power comes on smooth, and if you want to cruise trails at 40mph all day, both are shockingly willing to do so…you couldn’t do that with the hyper sleds from the 90s. Both also hit with a ferocity that no production snowmobile has ever done before. During our extended ride aboard the Thundercat, we easily hit 119mph with relative ease. This wasn’t a “dream-o-meter” reading either, it was the real deal and it got there in a hurry. Speeds like this are possible and legit, no matter which color you choose. However, when it came to ride and handling, the Cat eﬀort has the early edge. Steering was lighter, and both more predictable and more precise, we chalk this

up to ski design and set-up. In comparison, the Sidewinder “felt” heavier due to increased steering eﬀort, and exhibited a level of uncertainty when charging hot into a corner. Ride calibration was also more refined with the Arctic Cat, soaking up small trail imperfections and hitting larger ones without unsettling. We’re confident the Sidewinder can accomplish the same, but in early pre-production tune, it wasn’t there yet. Certainly not everyone needs a sled producing upwards of 200-horsepower, but once you sample the addictive power, it’s hard to argue against it. While not our pick for tight, twisted trails and bombed out runs, if running open and sweeping trails and being first across the lake is your calling card, the hyper sled is back, and it’s better than ever. ON SNOW MAGAZINE • VOL 7 • ISSUE 1

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No question the biggest gain with the AXYS chassis move is the 800HO motor under hood. In our opinion, this is the most responsive and free revving motor on snow in the big bore category. While not the most powerful, the instant response is simply too damn fun.

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olaris for 2017 P expected, oduce tr in ued to has contin condse e th n based upo ls e d o id m more e Pro-R e ersion of th v n o name. ti ra e gen new AXYS e th g n ri a strides chassis, be aking huge m K M ed R e With th eing launch d 016 after b ce 2 n in la a b rd a more forw lighter and ble ch u im n m e e th th t in ved abou ra rs 017 e 2 d r ri , o chassis dling. F ﬀ-trail han o d n se a ci p e re st p and logical lt u k the next a o ss to A s ri ck la a o P Switchb r la u p . o e p v ir lo gave the of AXYS same kind models the

s a E WE GO ON ON ONE WITH THE 7 1 0 2 W E N POLARIS ASSAULT

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The Pro-S is still the on-trail sled of choice for us in the Polaris line, but the improvements to the Switchback Assault have made it a better all-around sled. Hopefully, final suspension calibrations will be skewed a bit softer. Despite adjusting the compression settings back on all four Walker Evans shocks, on trail bump compliance was still lacking comfort when speeds were dialed back. HERE IN THE FLATS OF THE MIDWEST AND EASTERN CANADA, off-trail focused crossover sleds have become the “in thing”. While the Switchback Pro-S and Pro-X models have proven to serve up a lesser level of off-trail capability, the outside the tunnel design of the Pro-XC rear suspension tends to limit true off-trail capabilities. It’s here, where the snow gets deeper and the brush a bit thicker, where the RMK based Switchback and more venerable Switchback Assault start to rise above the more trail adept Pro-XC suspended versions. The move to the AXYS platform does more than simply give the Switchback a more nimble platform, it also ushers in all the other goodness found in other AXYS models, including the more powerful 800

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HO motor, new plastic, LED headlamps, and the more nimble and ergo friendly cockpit. Joining those AXYS platform enhancements on the new Switchback Assault 600 and 800 models as well as the new 600 Switchback SP model is a new IGX rear suspension, new PowderTrac running boards, and a new lower-cost digital gauge package. Based upon past experience with the RMK AXYS, we already knew the latest Switchback would prove to be a better oﬀtrail sled than its predecessor. Yet, the shift to a more RMK type set-up had us hoping the on-trail traits hadn’t remained status quo, and hopefully had improved as well. Fortunately, this past spring after returning from the four day photo rodeo in West Yellowstone, the crew at Polaris

We jumped at the chance and headed north to Minessotas called us to oﬀer up one of their new for 2017 800HO Switchback Assaults for us to sample further on our local trails. We jumped at the chance and headed north to Minnesota’s North Shore where we logged some real seat time with the new AXYS based Assault. Here is what we learned.

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In short the new 2017 Assault is better in virtually every ride performance category.

BALANCED

RIPPER We already knew the 800HO motor was a big step up from the old 800 Liberty motor, and we were immediately reminded of this again when throttling down with the new Assault. The sled literally leaps out from under you when you mash it, bringing a big smile to your face, and the kind of throttle control we crave to influence overall ride characteristics. Approach a bombed out bridge crossing or corner exit moguls, and you can quickly lift the skis and dance the new IGX rear suspension through the holed out hazard.

Our experience with the older chassis Assault was one that left us wanting more in terms of on-trail performance. It was a slice and dice buggy when taken oﬀ-trail to our favorite playground in Michigan’s Upper Peninsula, but the ride to get there had us taking up a spot at the back of the line. Surprisingly, the new AXYS based Assault has much improved trail manners… much of this we attribute to the lighter chassis and improved rider positioning and ergonomics. While it might not carve up a trail in the same manner of a Pro-S for example, it can more than hold its own.

SOAKER AAside from the addition of the 800HO engine, the most tangible diﬀerence with the new Assault is found out back with the IGX rear suspension. The big change here is the additional travel at the front of the skid. By using the same front arm as found on the Pro-XC suspension, the IGX delivers over 40% more travel at the front arm. As with all “rider forward” sleds, the travel and capabilities of the front arm is a critical component of ride compliance and comfort. In today’s sleds, the bulk of

The new PowderTrac running boards found on the Switchback are machined from aluminum and tout ample snow evacuation holes and grip. We most appreciated the added width and flatter geometry, putting our feet in a more comfortable position, especially when transitioning from sitting to standing.

the rider weight is centered directly above the front arm (unlike old school sit-down sleds where the rear arm was the critical ride point). While we found the ride calibrations on the Assault to be a bit firm for our liking, especially on-trail, the additional travel was a noticeable and welcome change.

ERGOS As mentioned above, the move to the AXYS chassis gives the 2017 model improved rider ergonomics as it relates to the geometric triangle of knees, shoulders and hands. It’s just easier to transition from sitting to standing, as well as moving forward on the chassis to initiate improved on-trail handling. The other big improvements are found with the new PowderTrac running boards that oﬀer more room, grip, and improved snow evacuation. But our favorite change was the new Pro Taper bars. The bend is more comfortable and more importantly, the elimination of those goofy plastic hooked ends in place of a one-piece curved bar is better in every way.

New ProTaper handlebars are now aﬃxed to 2017 Assault models and are a major improvement over the former bar bend. While we would still prefer a bar that was flatter to keep our wrists in a more natural position, the move to a one-piece, curved end is a big step up over the former plastic hooks found on previous ProTaper bars. ON SNOW MAGAZINE • VOL 7 • ISSUE 1

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onsnow INSTRUMENTATION Since our loaner 2017 Assault wasn’t a Snow Check model, it didn’t’ come with the Polaris Interactive Digital Display, (PIDD) which in our opinion is the best gauge in the industry, period. But we were greeted with a new LCD Message Center gauge, which features more information and a bigger 4.3” screen. The new gauge was easier to read, and while still not big enough for our liking, especially when bombing a trail, it’s a step-up if paying for the full-color version is not in the cards. In short, the new 2017 Assault is better in virtually every ride performance category. While still not the best on-trail option in the Polaris line, trail manners are far better without sacrificing the superior oﬀ-trail capabilities that has made the Assault one of the best backwoods buggies around. Here you can see the revised bend of the new running boards. The change gives riders a deeper area that runs flatter before tapering and angling back. All Switchback models will also come standard with an integrated underseat cargo bag.

Unlike the soft and mushy spring snow conditions we typically encounter during the West Yellowstone test sessions each year, we were fortunate to find premium mid-winter like conditions in Minnesota during our extended evaluation opportunity. Soft snow tends to mask suspension shortcomings, and the set-up trails gave us a real taste for the acceleration and on-trail handling characteristics of the new Assault.

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Holding a line in powder comes almost naturally with the Switchback; the sled tips in with extreme ease, but more importantly, touts a broad balance point, allowing you to hold a line through narrow openings in the tight trees with greater confidence.

If you ordered early, (or have a dealer who massaged the spring order system) you can get hooked up with a pimped Assault complete with custom color panels, tunnel, rails, and suspension components

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Ski-Doo held nothing back with the introduction of the new model, delivering an 850 version in each major riding category in both earlyseason trim an in-season models. The Renegade X was especially stunning with its orange and black color combo.

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s ’ e r e W h E t N ALLREV-4 P U S E K SHA S U T A T S THE N I A G A … QUO

, the no question year el d o m 2017 ays, is in many w on er n urth ge ati e all-new, fo TEC 850 has h T . o o -D ki S E the year of generation uzz, and second and media b REV platform n’s share of attention y an m in e lio any that garnered th or the comp s F . ile n b o o as m w re o d sn and for goo ow we ride so d not only h odel, but al m V E R 3 0 ways change 0 2 d r ar ei rw th o der-f change with their ri facturer to e other manu y duction of th er o tr ev in e ed th l, forc el w er as howev , sophies s. This year ew design philo n ig b s ay is alw rest as BRP “next” REV f special inte o is oisjoli -4 V E R of ﬃcer Jose B the launch xecutive O n light E f ee ie gr h e C d th ring team President an ee n gi d en ge d n ign an challe gave the des n sheet, and ea cl a n m er o d fr h, a mo to start fres ameters of hink” the par e now ready for the et “r to em th s ar . Their eﬀort eyes of the snowmobile ple, and the m sa to d rl wo e watching. snowmobile mmunity ar co ile b o m entire snow

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HERE ARE FIVE TAKEAWAYS FROM THAT RIDE. Fortunately, we had the opportunity to sample the new REV-4 on three diﬀerent occasions last winter; once during an early introduction in southern Quebec, again during the annual industry first ride and photography event in West Yellowstone, and lastly, in our own backyard as Ski-Doo gave us a personal opportunity to rip the new 850 on some of our favorite trails in northern Minnesota. In our final go around for the season we were greeted with what we deem the best riding conditions of the three test rides. Temps were cold and the snow pack was set-up, providing a better representation of conditions you’ll likely encounter this winter. Here are five takeaways from that ride.

INSTANT ACCELERATION - There’s a lot of things that need to come together to create the kind of acceleration that makes you sit-up and take notice. We already knew the new 850 motor was a much quicker revving engine package, compared to the “old” 800 Rotax. Now riding on set-up snow versus spring slop, it became even more evident. The big take away here is not so much that the new REV4 accelerates at a dramatically quicker clip than the MXZ of old, but rather how throttle response now allows you to control the overall attitude of the sled that much better. Lifting the skis over trail bombs is now much easier, and the overall lighter feel provided by this acceleration and improved weight transfer results in a sled that is simply more fun to drive.

The new REV made the rotations through our group of riders back in Minnesota and no one came away disappointed.

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This combined combin cold with co temps forced the suspension to do all the work and not have ride characteristics become masked by soft snow conditions.

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The X package in both MXZ and Renegade models comes with all the technical goodness introduced by Ski-Doo over the past several years including running board mounted suspension controls, adjustable ski carbides, and new for 2017, adjustable handlebars with precise “rack-steering” geometry.

FRONT SUSPENSION SHOCKER – When Ski-Doo responded to the Polaris Pro-Ride suspension with their r-Motion rear suspension, the ability of the rising rate skid to soak up nearly any trail anomaly with both comfort and control, almost immediately exposed the front suspension of older REV deigns of its shortcomings. The subsequent move to the RAS-2 front suspension was an improvement, and enough to perform nearly equal to the rear. However, the new RAS-3 front suspension, with an additional inch of travel and slightly revised geometry has finally done it. Our final ride was littered with long, bombed out sections of trail that hadn’t seen a groomer in more than a week. This combined with cold temps, forced the suspension to do all the work and not have ride characteristics become masked by soft snow conditions. Now the front not only keeps up with the rear…it out performs it.

This was our very first look at the REV-4 platform as the Ski-Doo design team pulled the sheets oﬀ the Summit model at our early look, invite only event in Quebec. In many ways, it would appear the REV-4 was designed to be a mountain sled first and then adapted to be a trail sled. If this is the case, the team has done an outstanding job in creating a single platform that can satisfy the very diﬀerent needs of both riding categories. ON SNOW MAGAZINE • VOL 7 • ISSUE 1

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No question, the previous REV XS platform was the most precise, razor sharp trail sled we’ve ever thrown a leg over. 78

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MASKED PRECISION

NARROWED COMFORT

If there’s one key area with the new REV4 platform where we still need more seat time, it’s in the arena of handling. No question, the previous REV XS platform was the most precise, razor sharp trail sled we’ve ever thrown a leg over. The planted feel of the front skis truly created an onrails characteristic that allowed you to slice up the most twisted trail you could find with uncanny accuracy. However, the new platform throws a curveball into the mix by creating a lighter, more playful and less planted overall feel. Keep in mind we said “feel”. On the trail when running bumper to bumper with other sleds, the new REV4 was at the top of the game in tight trails. Obviously, suspension set-up can have a dramatic impact on the “feel”, and if we had to choose the more planted REV-XS, or the fun to drive REV4, the new platform would get the nod every time.

With a total of 5 full-days of riding with the new REV platform, we can confidently say this is not only a sled that touts one of the most maneuverable cockpits we’ve ever driven, it’s also damn comfortable, at least for single day burns. Skeptical at first, due to the vastly narrower seat and open cockpit configuration, we quickly reaped the benefits when romping through moguls or when moving far forward to iron out tight trails. In later rides we learned that when the pace slowed and we inched back on the seat, the REV4 appeared to sacrifice little in terms of comfort as well. However, until we can log some big back-to-back days, the jury remains out on true longrange comfort, but thus far our backside is feeling very happy.

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However we do know this…the REV4 is at the top of our list for sleds to be in our stable for this winter… and we can hardly wait.

The idea of an adjustable riser block is certainly not a new one, but the execution used by Ski-Doo is. The pivoting parallelogram design retains the position of the handlebar curve, ensuring that your preferred adjustment is retained in all fore and aft positions of the riser.

Skeptical at first of the all-day comfort the much narrowed and tapered seat would oﬀer for those who prefer to simply sit-down and log big miles; we became more and more accepting of the comfort level this seat will provide for such riders with each subsequent ride.

The open footwell design with a “bolt-on” aluminum toe-hold is perhaps the first major, deep snow focused element of the trail focused REV that has yet to win us over. We found ourselves looking for a place to apply force to in high-speed corners, only to find our foot slipping out of the open design. Ski-Doo will oﬀer a close-oﬀ attachment as an accessory.

Motor junkies might focus on the new 850, second generation e-TEC motor, but the true genius of the REV-4 is the dramatically narrow chassis and cockpit design that makes this the most maneuverable snowmobile we’ve ever ridden.

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Back on our home turf, we hammered the new REV over an extended weekend on our favorite trails of northern Minnesota. Snow conditions were near perfect and the long stretches of ungroomed trails sold us on the bump capabilities of the new platform.

FIRST YEAR NERVES – Perhaps more than any performance attribute surrounding the new SkiDoo model making would-be buyers hesitant, it’s the bad rap that first year models have received in the past. For certain there is a lot of new things going on with the REV4, but keep in mind the suspension and much of the chassis design attributes are known commodities. To help alleviate some of those hesitations, Ski-Doo oﬀered up to a 3-year warranty on orders placed during their Spring Fever promotion, with the option to add a fourth. Obviously, we can’t predict what the future holds for the new REV in terms of reliability. However, we do know this… the REV4 is at the top of our list for sleds to be in our stable for this winter… and we can hardly wait.

We could sense a heightened level of anxiety from the core Ski-Doo team as they gave the media a first look at the REV this past January. Yet, after a day of riding on the new REV and receiving much praise from all members of the riding media, the team was all smiles as they prepared to launch the REV4 to the rest of the world. ON SNOW MAGAZINE • VOL 7 • ISSUE 1

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FROM YOUR EX-WIFE TO YOUR CHEAP UNCLE

OUR BEST OF SLED AWARDS FOR 2017

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YOU’VE seen those “best of lists” for sleds, motorcycles, boats, cars…you name it. Not so shockingly, everyone seems to be a winner…just like T-ball… thanks for showing up, here’s your shiny medal. The crew here at OSM set down our cold beverages for a few hours this summer and got down to brass tacks to develop our first ever Best Bets snowmobile awards.

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BEST TO BREAK THE BANK - Redline Revolt The boasts emanating from the Redline crew back in the early 2000’s were ear shattering. According to then Redline president Kent Harle, the manufacturers had it all wrong, and Redline was going to show the snowmo-world how to really build a snowmobile. The sled would have a monster rear suspension, and a fourstroke engine producing 200-horsepower. In 2001, the Redline was supposed to finally become reality with a proprietary 800cc two-stroke motor. The cost? About $13,000 U.S., which in today’s inflationary dollars would be more than $17,600 bucks. Factor in the Canadian exchange rate and you have a long, futuristic, paperweight costing nearly $23,000! Only a handful of Redline sleds were ultimately built as the company fell millions of dollars short of the investment and operating capital they needed to make bank.

BEST FOR POSERS - Wrapped Wrap it loud and wrap it proud. There’s no better way to let your posse’ know you too are a legit sledded, than with a vibrant graphic wrap. You know the kind, the morning after wrap; the one that looks like your buddy up-chucked his breakfast (and everything else) after an all night bender. Compliment with lots of bar riser, a loud exhaust can, and a few race stickers. Throw it atop a lifted truck and pull your flat brim hat down low…your skills are on full display brah.

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BEST TO BE FIRST - Arctic Cat Thundercat You know the guy…big leather suit, full-face helmet, and enough push through sharpened ice picks to make the local needlepoint church group jealous. Perched far back on the seat of his muscle sled, he prowls the lake in search of any would be takers. Never mind the sacked out rear suspension springs, speed is the answer to everything, and nothing will be faster on the lake this winter than the Genesis Turbo powered Thundercat (other than its kissing cousin twin the Yamaha Sidewinder). With close to 200-ponies crammed under the hood in stock trim, rest assured there’s much more lurking once the speed shops get their hands on this beast.

BEST TO EMPTY A WATERING HOLE Ski-Doo REV-4 Renegade X 850 Few things will attract a crowd quicker this season than the all-new REV-4 platform Ski-Doo. The sled is dripping with cool new features and technology, and when wrapped with the unusual color combination found in the Renegade X package, even those “regulars” hunkered down by the pull-tabs will likely get oﬀ their stool to see what all the commotion is about. Be sure to get all the cool extras too, including the running board mounted rMotion adjusters and Quick Adjust system for the skis.

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BEST FOR EX-WIFE - Triple Triple Terror Your neighbor told you he thought something didn’t seem right when he noticed the FedEx truck over at your house every other day while you were away. Funny thing, there never were any packages. Now that she’s been kicked to the curb, you’re faced with the unenviable task of divvying up the assets. Fortunately, she likely doesn’t know the diﬀerence between that shiny new snow rocket in the garage and any other sled. Now’s the time to pick up the perfect sled for her “half”. Might we suggest a mid 90’s triple-triple with a low windshield, non-functioning hand warmers, and gravedigger steering eﬀort. Share the love of the sport…that’s our motto.

BEST TO GET HIGH Polaris 800 Pro-RMK 174 LE Want to get to the top of the mountain? Look no further pal; the new Polaris RMK has literally stretched the limits of deep snow, vertical capabilities with their new RMK 174 LE. Oh we haven’t forgotten about the new Ski-Doo Summit, with its equally long 174” track, but the Polaris RMK is a proven commodity for 2017, and based upon the specifications as we know them today, the RMK should tip the scales as the lighter machine. Light is right when it comes time to climb a vertical wall of powder. The new Series 7 track features a 3” paddle, designed exclusively for those deep pow days. Point it, squeeze it, and plant a flag at the top.

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onsnow BEST BENCH RACER Yamaha SRX 700 For certain, the list of sleds that could land in this illustrious category are many, but the Yamaha SRX 700, manufactured from 1998 to 2002, has a soft spot in many garage racers hearts. The sculpted blue hood looked menacing with its oﬀ-set nostrils, and the quick revving staccato of the triple piped Yamaha motor was unlike anything on snow…and even better when sitting on a track stand in your shop. Yeah, the handling was marginal, the ride quality was equal to a farm wagon, but it was fast and it sounded even better. Crack a beer and plug your ears boys.

BEST OLD SCHOOL Yamaha RS Vector The term “old-school” can be deemed derogatory, but not in this instance. If the modern, rider forward, stand-up-and-pound crop of snowmobiles is not your cup of tea, may we suggest the Yamaha RS Vector? When it comes to comfort and long days honing groomed trails, this is the sled for the job. The ergonomics are tailored for sit-down comfort, yet the sled is one of the most technologically advanced anywhere. The Chip Controlled Throttle system lets you choose how you want the power delivered; from first timer friendly, to touring, to performance…all with a push of a button.

BEST ON THE CHEAP - Yamaha Enticer 250 In the category of it’s not just good…it’s good enough, we know of few sleds that just keep running longer or better than the venerable Yamaha Enticer 250. We swear it will run on anything from varnished gasoline to paint thinner. Oh sure it shakes like a paint can mixer at Canadian Tire at idle, but it’s reliable, simple, and best of all, damn cheap.

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BY GOODWOOD AND BEERSTEIN

who? IS GOODWOOD AND BEERSTEIN

... SWAPPER FUMES AND HEIRLOOMS

Native to the windswept fields and ditches, swamps and thickets, and deep forests of the northwoods, Goodwood and Beerstein are salt-ofthe-earth, down-home country boys who’ll just as soon drink all your cold ones or steal your girlfriend. They work hard and play harder, spending every spare moment scaring up game, hooking big ones

TearDown

and, of course, making things faster. Especially snowmobiles. They share their stories here each month because they said not everything in snowmobiling starts and ends with a flat brim hat (actually it’s because they lost a bet, but they don’t like people to know they lose so we can’t say that).

It’s

hot here at the shop. My old dog, Dog, well, he just lays there all day tryin’ to soak up whatever cold is left in the concrete floor. And dirt, he soaks up a lot of that too. Dog, he just showed up one day wantin’ to hang out in the shop and never left. Not sure what he is, but pretty sure he’s got some huntin’ dog in him. Lab maybe. One of these days I should give him a bath, but with how the water beads off him at this point I’m guessing that’s a half day project at least and me and Beerstein we got stuff to do. Speakin’ of Beerstein, he came over the other day not so much to help in the shop, more just to complain about the heat. You probably guessed we’re cold weather types, so this summer stuff gets old. And long too. Some people call that summer solstice thing the first day of summer, but around these parts we call it the first day of fall. And with fall comes swappin’, something me and Beerstein take pretty dang seriously. See, in our shop, everything’s for sale. Well, everything except Beerstein’s championship-winning drag sled. That thing’s won more races than it has picks in the track, and that ain’t no lie. Beerstein calls it his baby and there’s been more than one night he’s slept with that old thing in the trailer at some

ON SNOW MAGAZINE • VOL 7 • ISSUE 1

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SOME OF THEM SWAP PLACES LOOKS LIKE A BAD MEMORY FROM A FAMILY REUNION.

Podunk race, breathin’ in whatever toxic mess he had mixed up in that little fuel tank he spent so much time fabricatin’. And I say “had to” but I tell you what, he’d sleep with that sled anyways if he knew it wouldn’t get people talkin’. Anyway, swaps are where me and Beerstein fund our sled season and, with everything for sale, it gets to be a pretty big deal plannin’ these things out. Heck, just payin’ for the swap spots gets a little spendy since it seems like they size some of these swap spots thinkin’ it’s gonna be some guy sellin’ knock-off brand oil out of his diesel Caprice with 300,000-miles. Don’t need much room

for that. But you get our old sled hauler with a trailer on the back and we’re payin’ for two or three spots easy. Of course, we save a few bucks mowin’ ‘em ourselves. Speakin’ of that, a while back we built a mower usin’ an old one-lunger out of a Bravo and let me tell ya, mulchin’ ain’t a problem. Now, the way we see it, swap meets these days, well, they’re packed with people sellin’ all kinds of junk besides sled parts, and that’s what gets Beerstein’s tighty-whities in a bunch. Heck, mine too. Just so happens, a while back we listed out some of these yahoos on the shop to-do chalkboard and we thought

you readers might like to check it out and compare notes: Cleanin’ Out the Garage Guy– this guy brings everything he’s been trippin’ over in his garage. Or, more than likely, everything his wife’s been trippin’ over. And instead of puttin’ it all in the dumpster he decides he’s gonna try to make a few bucks. He’s the same guy who leaves a pile of that junk in his swap space when he leaves. Then there’s the Made in Bangladesh Tool Guy selling shit tools at deeply discounted prices. You know, the guy with the plastic Vernier calipers, the pot metal wrenches and the worklight that uses

... GUY SAYS IT WAS USED BY HIS WIFE…SAYS ITS COLLECTOR…BEER SAYS KEEP WALKING.

ON SNOW MAGAZINE • VOL 7 • ISSUE 1

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TearDown BY GOODWOOD AND BEERSTEIN

THERE’S SOMETHING TO BE SAID FOR ADD-ONS AT A SWAP… COULD BARELY PRY OLD BEERSTEIN AWAY FROMM THIS GUY.

totes, and buckets of grease, dirt, and dead mouses and stuff…never sorted, never priced, doesn’t know what sled half his stuff fits. Also known as fend for yourself guy. If you ask any questions he usually wants you to “make an offer on the whole box.”

batteries you can never find. Don’t ask how we know. One of the ones that always leaves us standin’ there with our beers getting’ warm is the Overstocked Freight Guy who got a screaming deal on 100 god knows what items. One year there was

RAN WHEN PARKED… WHEN?

ON SNOW MAGAZINE • VOL 7 • ISSUE 1

a guy who had a ton of bicycles. One tip here buddy, people at the snowmobile swap meet like things that burn fuel, not calories. Nothing screams laziness like The Boxes of Shit Guy. This is the guy who goes to every swap with the same boxes,

Here’s one that always gets Beerstein’s dander up - The Single Trailer, One Sled For Sale Guy. Now this guy usually has an air about him like he’s “too good” for the whole swap meet scene, but he thinks he can find a sucker to pay top dollar for his mint sled because, of course, he owned it. Now, I’m as patient as anybody, but Beerstein’ll tell ya the one that gets me is the I’ll Be Back in 15-Minutes Guy. This guy’s usually got legit stuff for sale, but he’s never around because he don’t know if he wants to sell or swap. Yeah, missed out on an old FIII chassis one year because of this guy. Then there’s Party Guy - sofa, fire ring, and spent beer cans everywhere. This guy’s usually sleeping by noon. Crazy thing is this guy typically has a few gems

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... NEVER HURTS TO SPICE UP YOUR SWAP SPACE WITH A FEW OF DEM DER PURTY LADIES.

he’ll let go cheap if you can pin him down. Offer way less says Beerstein, and throw in a warm can of cheap beer for lubrication. What is it about Canada? Seems like there’s always some start up oil blender from Attawaspiskat Ontario hawking lube by the gallon. Oil Startup Guy. Another guy who sometimes has a gem is the Pulled Out of the Weeds Guy. More often than not though he’s just got a trailer full of old rotting iron and first thing he’ll tell ya is they all ran when parked (25 years ago under that weeping willow out back). Scentsy Chick - the wife who just had to tag along to sell her scentsy crap and other pyramid scheme knick-knacks. For the husband – we feel for ya buddy. Then there’s the Bag Boys Hawking Giant, Made in India duffle bags that were designed to haul sheepskins over the foothills of Himalayas. And usually right next to them, likely some sort of relatives, is the Pakistan Leather Boys schleppin’ boots, purses, belts...all made from premium leather direct from Pakistan. Just ignore the Lentil Stew stains on the straps.

YUP… ONE BORN EVERY MINUTE.

THERE’S A REASON WHY THEY SELL USED CHAINSAWS AND IT AIN’T CAUSE THEY GOT RID OF THE BARREL STOVE.

ON SNOW MAGAZINE • VOL 7 • ISSUE 1

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gear Well it’s official the snowmobiling season son is ted to upon us. We at OSM are just as excited o let’s get throw a leg over a sled as you are. So ready to hit the trails. Compiled here,, is a list cessories of the newest topnotch gear and accessories w jackets to come down the pipeline. From new and pants, to scratchers and studs, this is n find this just a small sampling of what you can season. Enjoy!

Arctiva Vibe Gear

New from Arctiva this year is the VIBE jacket and bibs. Think of this as the next generation in snowmobile gear. Made from durable Sympatex ™ material, the Nylon shell is developed to stand up to the most aggressive riding style and the construction of the gear boasts windproof, waterproof and breathable features. The biggest thing you will notice on this bad boy is the fact that not only is it going to keep you warm, but the material is surprisingly stretchy so it will keep up with your quick moves. For complete details head over to www.arctiva.com and check out your local dealer.

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AMSOIL Deluxe Grease Gun Kit A leader in powersports Lubrication, AMSOIL has added a new tool to the arsenal of products. The new AMSOIL Deluxe Grease Gun Kit is everything you need for mess-free “lubing-up” of your sled. By producing up to 3500psi, the grease gun offers improved pumping performance and ensures the grease reaches all the important spaces on your sled suspension. It comes with both a flexible hose and a rigid pipe and two head ports for increase flexibility. Lastly the easy-to-use plunger simplifies loading and makes the ever-important job of greasing your toys a much easier job. To get your hands on one of these kits head over to: www.amsoil.com/shop/by-product/grease/

Woody’s 90 Pcs Kit Anytime someone can make our lives easier, we jump at the opportunity. This season Woody’s has done their research and taken away the guesswork of putting together a traction kit. With over 34 brand new 2017 sled models taking the 90-stud pattern, the product development team at Woody’s decided to box up a full kit and offer it to their customers. All you need to know is, how many ply your track is? And if you’re running a single ply, you’ll need the Grand Master® stud kit, and if you’re running double ply, you’ll need the Gold Digger® stud kit. The kit comes complete with 90 Studs, Plates and Bolts. It is that simple. To check out complete fitment, and if your sled is applicable, head over to www.WoodysTraction.com

Hygear Dual Pressure 3

Air shocks by design have a few limitations if a day on the trail finds you in different conditions. Set the pressure low and you have a nice plush ride however instability, front roll and push with excessive bottom come into play. Set the pressure high and you increase sled stability and reduce the bottoming resistance, but now your ride becomes harsh and your suspension travel is reduced due to increased spring rate. Discuss suspension settings with anyone who has an opinion and you are sure to get into an argument. To take the guesswork out of it and stop the arguments get a set of Hygeia Dual Pressure. New this year Hygear has the Dual Pressure 3 that has been developed to fit the Fox Float 3, however they also have Dual Pressure 2, which fits Fox Float and Fox Float 2. How it works is pretty simple in theory; the system has two charging valves so ride height and bottom resistance can be adjusted independent of one another. By increasing the air volume the Dual Pressure system can take higher air pressure to increase handling and stability with reduced body roll all the while, not sacrificing bottom resistance and ride quality. For complete details and how it works you should head over to www.hygearsuspenion.com and watch the vids.

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LCG Goggles The LCG (Lens Change Goggle) Snow Cross Goggle is all about vision adaptability. First off the LCG goggle features the adjustable FIX system, which allows the rider to adjust the frame to fit different face shapes but also features a really slick interchangeable lens system. Leave it to Scott to tackle a big problem us sledders face, having to pack multiple goggles for a long day out on the trail or mountain. Any serious rider knows that the only reason you need to switch goggles during the day is due to a lens issue like the lighting has changed, you got a face full of snow or you fogged up the first pair. Introducing the LCG from Scott. This engineering masterpiece allows the rider to swap the lens at the push of a button. That’s right, you read that correctly, simply depress the button on the side of the frame, and the lens removes itself ready to accept the other lens that came with the goggle. Think of all the benefits of only having to carry an extra lens as opposed to an entire set of goggles. The LCG comes with two different lenses, a really cool hard carrying case, and of course, features the FIT system we already told you about. Yup, we will wait as you go check out www.scottusa.com for complete details.

Team FX Jacket

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Pipes Silencers 98

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Arctic Cat Polaris Ski-Doo Yamaha

If performance trail riding is your thing then the Team FX Jacket from FXR is your jacket. The Team FX is still the flagship jacket in the huge lineup that FXR is offering in the 2017 season. Developed with the trail rider in mind the Team FX is constructed with a durable nylon shell that utilizes HydrX™ moisture shield that keep you dry but still allows the jacket to be breathable. It also features the F.A.S.T technology with stands for: Flotation Assistance Safety Technology that is an integral feature for any serious sledder. New this season the FXR designers have added a badass Army Urban Camo color that we are sure is the final push you’ll need to wanting this jacket. For complete details head over to www.fxrracing.com

Boyesen Superstock Reed Petals

Probably one of the most overlooked maintenance to a two-stroker’ is the reed petals. Just like your belt, hyfax and brake pads, reed petals can wear out and that in-turn can result in reduce performance and hard starting. If you are finding your buggy is not running to the max, then maybe the Superstock Replacement Reed Petals from Boyesen are the answer. Made from durable T2 epoxy material, which uses the latest in carbon technology, these Reed Petals are matched to the manufactures specs and will get your sled purring like it did the day you got it. For complete details and fitment head over to www.boyesen.com. They have a simple search tool on the web where you can enter your sled, make model year and it will tell you what exactly you need.

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AIR POWER PERFORMANCE AIR INTAKE SYSTEMS

Helium Access Lightweight Hood Kit Attention all new Polaris AXYS owners: Have we found a product for you! The guys over at Skinz have released a new Lightweight Hood Kit that will take your buggy to the next level. The hood swap fits like the OEM hood and does not need any modifications. What you get in return is a much larger storage area behind the windshield, and easy access to the pipe… Why would you want that? …Two words…Muff-Pott. Boom! ..that happened. For complete details head over to www.skinzprotectivegear.com

THE BOYESEN ADVANTAGE. HAND-CRAFTED FOR YOU. CUSTOM REED PETALS BUILT TO YOUR SPEC CARBON ROTARY VALVES COMPLETE INTAKE PERFORMANCE SYSTEMS INTAKE REPLACEMENT PARTS AND KITS REPLACEMENT REED PETALS PERFORMANCE REED PETALS

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Tactic Boa Focus Boot Built for extreme riding conditions, the Tactic Boa boot from FXR offers up the highest level of stiffness, stiffness support and warmth. FXR designers threw pretty much everything at this boot with features fe like; the lace-up removable liner, which adds maximum support and increased warmth, w and a molded inner heel insert, which improves backward flex. Also FXR d designed this boot with minimal seams in key areas that are always in contact with tthe sled, so wear and tear is taken out of the equation. Lastly if you haven’t used the BOA® tensioning system before, you don’t know what you are missing. It is next nex level. For complete details head over to www.fxrracing.com

Ranger Instinct Monosuit

New for 2017 from FXR is the Ranger Instinct Monosuit. The designers at FXR really thought long and hard at what you would need in a monosuit. What came out the other end is a suit that not only has all the standard features you look for but some other features you may not even know you needed. The material is a 4-way stretch material that utilizes an advanced climate management technology (A.C.M.T), which, in laymen terms, acts like a double lens snow goggle. If you have two layers it creates an anti-condensation system that is both waterproof and breathable taking the Ranger Instinct suit to the next level. The designers also considered that mountain guys tend to run at lower speeds so the venting system was developed to give better intake even when you are not blasting down the trail. Finally FXR even took into consideration that most sledders in the mountains wear backpacks so they strategically placed the vents in areas that would not be affected by straps. You have to admit that is pretty ingenious. Learn more at www.fxrracing.com

Fly Carbon Jacket Here is a jacket that is jam-packed with features that wont drain the piggy bank. The new Carbon Jacket from Fly Racing features a Cardura ® out-shell which makes it light weight but at the same time, tough. Some the standard features that make this jacket stand out are: The two fleece-lined hand warmer front pockets, along with the chest pocket and a sleeve key pocket. The designers also incorporated a waterproof inside accessory pocket with a headphone port so bringing the tunes out on the trails is now a simple task. Another really cool feature is the Carbon jacket features a full 360° of ultra-reflective Innolite® panels which they incorporated into those panels you see. A little extra visibly is never a bad a thing. For complete details head over to www.flyracing.com

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floatbowl

Pat Bourgeois

CONNECTED border town just a stone’s throw away from Manitoba. I know of those small towns that Gord speaks of, I know of the deeply rooted passion for hockey that the country continues to hold, and I know of the people and history that are often the inspiration for much of the music. There is a connection with this band that runs much deeper than merely great music. The reasons are perhaps too complex and too diverse to explain…yet it is undeniable. In some ways it’s not unlike the connection we hold for snowmobiling. The roots of our sport run deep within us, we know the names of those who invented the early machines; we feel a The Tragically Hip take one final bow at the close of their show in Kingston, Ontario. connection to small towns across the Snowbelt that hold special meaning was more than 1,200 miles Canada to see “their” band play. for us; and we embrace the chilling Yet, in Canada they are considered effects of winter. Those on the outside from here to there, yet the s c r e a m i n g a n d s w a y o f a national treasure, selling out arenas looking in, often times simply don’t bodies could have been right here with in minutes, and topping the charts understand it. Yet, for those of us who me. It was a national celebration, a time with album after album. They have do, snowmobiling is a sport that we can for a country to stop, reflect, and cherish their own postage stamp, a street truly call our own. something that was truly theirs. It was named after them in their hometown of Kingston, and their “final” show was my moment too. It was a long way from the northern being broadcast live from coast to M i n n e s o t a c a b i n w h e r e I f o u n d coast during primetime on the nation’s myself disengaged from the campfire premiere television station. They are the conversation and, like a teenager, band that every Canadian can call their immersed in my phone. The streaming own…the Tragically Hip is Canada’s images and sounds from Kingston, band. Fortunately, they are my band Ontario brought with them a stirring of too. For me and their many fans, the emotions from joy to sadness and so many others it was hard to pinpoint. “Hip” is not just another band. The Others who had watched the show best Tragically Hip has created an emotional described it later that night on social connection with their fans and with media, “I don’t really know what to feel”. Canada that runs much deeper than just The Tragically Hip had likely played merely good music. They sing about their final concert; their singer diagnosed Canada…its small towns, its history, its a few months earlier with terminal brain landscapes, and its people. The music cancer spelled the inevitable end to is driving, yet haunting and the lyrics more than 30 years of music. Outside not only tell a story, but also create an of Canada they are a band that few will emotional connection in a way in which know, or likely appreciate. They never only their singer and poet Gord Downie cracked the United States or European can write and deliver. I’m not sure how I became a “Hip” markets, instead playing in bars and small venues to fans that often drove fan. Most likely it has something to hundreds, or even thousands of miles in do with my roots, growing up on a

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