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The deep woods Plinko champion…there’s little luck involved when Swarm is at the controls of the 2015 turbo-charged SRViper X-TX. Rider: Tyler Swarm Photographer: Todd Williams Location: Montana Backcountry
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BIG BANANA LOVE
We told our boy backcountry ripper and rider extraordinaire Tyler Swarm that every lady loves a big banana. Not wanting to take any chances, he figured two is better than one. Rider: Tyler Swarm Photographer: Todd Williams Location: West Yellowstone Landing Strip
COVER
AXYS OF TERROR p.54
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ON SNOW MAGAZINE ✪ VOLUME 5 • ISSUE 2
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
FEATURES 28
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SCENE IT? HAYDAYS 2014
36
DAILY COMMUTE 2014 SKI-DOO MXZ-X 600 HO
38
TIME MACHINES 1980 ARCTIC CAT 340 SNO PRO
54
AXYS OF TERROR THE NEXT GENERATION RUSH HAS ARRIVED
66
HERO RIDE WE CELEBRATE THE ARRIVAL OF ARCTIC CAT’S HOME GROWN C-TEC2 ENGINE
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36 38
GEARIN' UP BUYER'S GUIDE
COLUMNS 16
DRIFTS - PUBLISHER NOTES RICHARD KEHOE
32
WINGING IT WITH LEVI LEVI LAVALLEE
92
54
FLOATBOWL PAT BOURGEOIS
DEPARTMENTS 18
INDUSTRY NEWS
22
WORD SEARCH
26
TAKE 5
34
SNAP DECISION
44
PATENTED
46
LAWN ORNAMENTS
48
HONEY OF THE MONTH
50
MUFF OF THE MONTH
52
TALENT CHECK
78
SHOP HUSTLE
80
ROAD WARRIOR
82
TEAR DOWN
88
INDUSTRY 411
90
5 MINUTES WITH…
94
LAST GASP
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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ON SNOW MAGAZINE ✪ VOLUME 5 • ISSUE 2
OSM is published five times a year by OSM Publishing Ltd. Office address and undelivered copies and change of address notice is: PO Box 716, Elk River, MN 55330. Telephone (888) 661-7469. Head office address is PO Box 551, 27083 Kennedy Road Willow Beach, ON L0E 1S0, Canada. Telephone 1-888-661-7469. Printed in Canada by LoweMartin Group, Dollco Division. • Copyright 2014 OSM Publishing Ltd. All rights reserved. No part of this publication may be reproduced without written consent of the publisher. The publisher is not responsible for unsolicited manuscripts. Subscription rates for magazine $19.00 per year, $29.00 for 2 years. $37.00 for 3 years.
ON SNOW MAGAZINE PO Box 716 Elk River, MN 55330 Tel: (888) 661-7469 HEAD OFFICE PO Box 551, 27083 Kennedy Road Willow Beach, ON L0E 1S0, Canada toll-free ph: 888-661-7469 toll-free fax: 888-680-7469 email: info@osmmag.com www.osmmag.com
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
CONFIDENCE TO STAY OUT LATER
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DRIFTS RICHARD KEHOE
SEE YOU AT THE SHOW hoping that the Fall is going to fall short this year. A few States and Provinces have already had snow and some blizzard warnings. This is very promising, leading us into a winter that some are forecasting as the “T-Rex”. Here’s hoping they’re right! Last year I rode my sled to work about the same number of times as I drove my truck… it was fantastic! During the last few months, we’ve witnessed a lot of enthusiasm leading up to the sledding season, and Haydays had one of the busiest weekends it has had in years. In this issue you’ll catch up on what you might have missed with, “Scene It”, featuring the best of Haydays. And just recently, Mike and I loaded up the old Bandit (old GMC crew cab diesel) with magazines, tents and tables and made our way to Poland, New York, (just north of Utica) for Snow Bash. Snow Bash features grass drags, a swap meet, vendor booths and food booths. Like most people that have exhibited at shows, at some point over the years you get placed close to, or next to a food vendor. At Snow Bash it was our turn. Our neighboring booth was a Bar-B-Q company that was smoking meat all weekend long. Their smoker smelled really good for the first 12 hours. We enjoyed some of the best pulled pork we had ever tasted. I think Mike had a small steak on Saturday night. We took full
I’m
advantage of our neighbor, and didn’t feel bad while the smoke was blowing right in our booth the entire weekend. We were pretty much being smoked out every now and then, and it had a cost to it. We enjoyed so much meat that we bought big bottles of their famous Butt Rub, so we could try it out in our smokers at home. But after two full days of it, and most of the time being heavily smoked out, the smell stuck to us. Our six hour drive home in the Bandit wasn’t exactly a breeze… my truck didn’t just smell old any longer, it smelt like an old beef rib. With all the events we’ve attended this fall, we’ve noticed that the attendance levels are up, and the enthusiasm and overall mood of the crowds has been high and over the top. It’s been a blast and I’m truly looking forward to winter! Our next event will be the 27th Annual Toronto International Snowmobile, ATV & Powersports Show. No matter what you’re looking for, if it’s for your sled or gear for your sled or ATV, you’ll find it at this Show! All the big Manufacturers will be there with their huge corporate displays, featuring both snowmobiles and ATVs. You’ll find all of your clothing manufactures, performance and aftermarket products, tourism from far and wide, and the new Ontario Tourism Travel Pavilion will be full of info on various regions and snowmobile destinations. The show will be jammed with snowmobile racing; trailers; gear;
snowmobile and ATV federations; charities; used parts and a used and non-current snowmobile section and of course, the RETAIL and VINTAGE. You’ll get to watch snowmobile and ATV freestyle shows and live snowmobile racing. If you haven’t been before, it’s definitely time you go - this October 2426, 2014, at the International Centre, Mississauga. If anyone needed an excuse to reengage in snowmobiling, this is your year. I honestly believe we’re going to have a huge year for growth in the snowmobiling community, and this will be a fantastic winter. So until next time, let it snow and I hope to see you out on the trails, sooner rather than later!
Smokey goodness... But after two full days of it, and then a 6 hour truck ride, we were smoked out!
Don't miss all the action at the Toronto Snowmobile, ATV & Powersports Show 16
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
IND US TR Y
GOLD PLATED SNOWMOBILE Some of the gnomes here in the OSM office like to follow highbrow celebrities to see how the other half lives. Turns out these Hollywood types are potential snowmobilers after all. Case in point: the wedding of George Clooney and Amal Alumuddin (yeah we can’t pronounce it either) was your typical high-falootin’ affair, with the venue being a private island secured by Clooney off the coast of Italy…cha-ching. Along with a long list of celebrities on the invite including Sandra Bullock, Julia Roberts, and Bono of U2, one of the rumored wedding gifts was a $125,000 gold-plated snowmobile…hmmm… could be a Johnson Golden Ghost.
NEWS
YELLOWSTONE ACCESS SOFTENS? Early this fall the National Park Service in the United States opened the door just a tiny bit in regards to snowmobile access to the country’s most famed national park, Yellowstone. A lottery was developed to allow a select few, noncommercially guided snowmobile groups to enter the park this winter. The change to the rules allows one guided group of up to five snowmobiles to enter each of the park’s four entrances per day. Each operator in the group must also complete the online Yellowstone Snowmobile Educations Certification program. While it’s a far cry from the bygone days when the park was open to any winter traveler who wanted to experience it firsthand, it’s potentially a step in the right direction. Maybe the park service could do the same for the tens of thousands of inexperienced motorhome drivers that enter the park each summer, turning the roads into virtual parking lots.
TORONTO INTERNATIONAL SNOWMOBILE, ATV & POWERSPORTS SHOW The big one takes place Oct 24-26, and if you haven’t made plans to attend yet…what the heck are you waiting for?! Dubbed as the largest indoor snowmobile show in the world, and presented by On Snow Magazine and ATV World Magazine, the show is held at the Toronto International Centre. There truly is something for everyone…maybe more. With massive manufacturer displays, outdoor races and freestyle shows, custom sleds, used snowmobiles and ATVs for sale, vintage displays, tourism hook-ups, youth educational programs, OFSC driver training and way more; you really have no excuse not to add it to your must see list this winter. Get all the details at www.torontosnowmobileatvshow.com
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
IND US TR Y
GET AVALANCHE SCHOOLED WITH BRP
NEWS
The kids at BRP have once again announced a series of free avalanche awareness and safety education seminars across North America. In coordination with the Ski-Doo dealer network, the seminars will be conducted by recognized avalanche professionals Jeremy Hanke and Mike Duffy, and will be open to riders of all brands. The seminars kicked off this past September and will run through December. For more information and a listing of all the seminars visit the Ski-Doo website
ICE CAP THICKENS‌ SCIENTISTS CRINGE Last issue we reported on how global temperatures over the past decade have actually been cooling, not warming as many global warming Chicken Littles had been warning. With that, it comes as little surprise that the Arctic ice cap has grown thicker and now covers 1.7 million square kilometers more than two years ago. If you flash back to 2007, some of you may remember former Vice President Al Gore, a lightning rod for the global warming movement, gave an apocalyptic forecast saying the “North Polar ice cap is falling off a cliffâ€? and would be completely gone in as little as seven years. Hmmm‌ according to our math it is now seven years later. Maybe someone should carve off a chunk of that expanding ice cap and give it to Al, it appears he may have bumped his head.
Anywhere you want to go!
www.timbersled.com w ww ~ 208 208--255 255--5644 w..tim
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
IND US TR Y
MENTABERRY AND MERCIER JOIN SKI-DOO BACKCOUNTRY TEAM
NEWS
The ensemble of backcountry rippers that are part of the Ski-Doo backcountry group grew by two this fall, as Jay Mentaberry (pictured) and Jeremy Mercier joined the fold. The group of western North American riders, which also includes Rob Alford; Ashley Chaffin; Carl Kuster; Dave Norona; and Bret Rasmussen are given the enviable job of spreading the good word on Ski-Doo buggies and the backcountry, powder riding experience. Similar efforts have been employed by the other brands, as well as all four OEMs push to expand their deep snow presence and market share. Ironically, with great snow the past two seasons in the Midwest and East, the “flatland� market has launched a massive resurgence, are “ditchbanger�
WORDSEARCH: SNOWMOBILE JACKETS Need some time alone in your thinking room, have a seat on the throne and give it a go. Alpine Arctic Cat Arctiva CastleX Choko CKX
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Cold Wave Divas FlyRacing FXR HMK Kimpex
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ON SNOW MAGAZINE âœŞ VOLUME 5 • ISSUE 2
Klim Motorfist Mustang Polaris Redline Royal Design
2
ARE YOU A DIVA?
Scott Shift Ski-Doo Slednecks TOBE Yamaha
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We just heard from our good friends over at Divas Snow Gear that they are looking for 30 ladies to become “Ambassadors for the Brand�. Just what does it mean? How about getting the hook-up from the Diva’s crew by receiving prereleased products to wear, test, and give your overall feedback on the “Diva� experience? Sounds sweet right?! How do you get in on this gravy train you ask? Simple, just email Divas Snow Gear at info@divassnowgear.com and they will give you all the details, along with asking you a few questions to see if you have what they are looking for.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
CHRIS BROWN AND POLARIS TEAM UP Yet another backcountry adventure partnership was formed this off-season, this time pairing longtime Slednecks ripper Chris Brown with Chris Brown, who had been riding Yamaha buggies as part of his Chris Brown Adventures riding clinics. Chris will now be riding Polaris RMK sleds and will have them available to his clients as well. You can learn more at www.ridewithchrisbrown.com
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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IND US TR Y
ALMANAC PREDICTS EPIC SEASON
NEWS
DIVAS ADDS BACKCOUNTRY MAVEN TO DESIGN TEAM Our pals at Divas SnowGear, makers of snowmobile outerwear and casuals exclusively for women, was pumped-up to tell us they added another talented female to their team – Stephanie Schwartz. A longtime backcountry rider from Revelstoke, Stephanie has hosted riding clinics and has been an activist in the pursuit to engage more women riders. Stephanie will now take her passion and experience to Diva’s Oregon, Wisconsin headquarters, and will assist in the design, development, and marketing of Divas, especially in Canada where Divas has seen significant growth in recent years. According to Divas founder and president, Wendy Gavinski, the addition of Schwartz will bolster the technical aspects of future Divas women’s apparel.
Canadian Customers: For ECU Reflashes contact ddturboflash@gmail.com
The weather experts at the Old Farmer Almanac have good news for sledder…more snow, more cold, and in short more winter. Predictions for much of the United States and Canada have another winter on tap much like last year’s. That’s good news for those of us who live in middle and eastern parts, not so much for the west. According to Jack Burnett, editor of the Old Farmer’s Almanac, “We’re looking at the T-Rex of winters…isn’t going to be colder, it’s going to be snowier…it’s not going to be pretty.” Burnett went on to say that places from Calgary to Quebec, and dipping down to the Dakotas, Minnesota, Wisconsin, and Michigan, will be “up to our necks in snow”.
TUCKER AND FLY EXTEND RELATIONSHIP The king of snocross and Winter X Games is still flying high as word came down that Tucker Hibbert’s long-standing partnership with Fly Racing was extended for two additional years. It’s no secret that Tucker is very selective, and loyal to the companies he partners with. The continuation of the Fly Racing / Hibbert relationship will keep Tucker and his head well protected inside the Fly Racing F2 Carbon helmet.
POLARIS…BUILT IN POLAND, SOLD AT COSTCO Word came down this past September that Polaris held their grand opening of a new manufacturing plant in Poland. The new 345,000 square facility in Opole, Poland will help Polaris further establish a stronger foothold in Europe where they are banking on significant growth in the coming years. The facility will employ 300 people and should begin shipping products early in 2015. This announcement was followed almost immediately by the announcement of a partnership with Costco…the massive big box, discounter in North America where you can buy 2 gallon cans of baked beans, a 30-pack of tube socks, and now… yep Polaris buggies. According to the Polaris release, customers will still be funneled through a local dealer to make the purchase. Rumors of a 2016 SnowCheck program that includes a lifetime supply of Polish sausage in 40-packs was not confirmed at press time.
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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Snowmobiler Lies
You’ve heard the smack talk, and read the ads on Craigslist or Kijiji – sledders tend to stretch the truth just a bit from time to time. Here are five trumped up lines that rarely hold water.
“SHE’S GOT SO MUCH TORQUE I CAN’T KEEP THE FRONT END DOWN.” We know you’re thinking, go have a dart bud. We’ve seen some big pony sleds in our day, and unless your squirting NOS and spinning big turbos, your buddy has either disconnected the limiter strap, or needs to stop eating cheeseburgers and mix in a salad…maybe both.
“THE TRAIL HEAD IS JUST TWO HOURS FROM MY HOUSE” Nothing is ever just two hours by tow vehicle…ever! As a rule, snowmobilers underestimate everything that has to do with towing time, and overestimate how many miles we rode when done. If its two hours, it’s really nearly three, and that doesn’t include fuel stops, restroom stops, or the one jackwagon in your group that loaded his sled on your trailer without any fuel.
“I WAS JUST RIDING ALONG AT LIKE 50MPH AND IT BLEW UP.” This classic lie is heard all to often in dealerships, as the victim looks to get his buggy covered under warranty. No you weren’t driving like an old lady. She was pinched, it was 1:00am, and your sled was about as warm as a popsicle as you tried to chase down that dude on the Thundercat. Get your credit card out pal, this one is gonna hurt.
Got a favorite not listed? Let us know at info@osmmag.com 26
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
“I WAS DOING A HUNDO AND IT WASN’T EVEN TO THE BAR.” There are few basic rules when it comes to speed, and it’s very similar to distance traveled by sled. Sleds are always faster when riding by yourself in remote locations, and when the riding is all done, and you’re sharing your conquests with your buddies, the tales of speed increase exponentially with each beer consumed. Want to hear about that stock 600 buggy that runs 116mph…stick around for happy hour. What’s more, speeds increase by 10mph each subsequent year, by the time that sled is 10-years old, she was a 180mph bullet.
“YOU ONLY GOT 3-INCHES? IT MUST HAVE SNOWED A FOOT AT MY HOUSE!” Perhaps no other measurement in snowmobiling is exaggerated more than snow depth (except of course, the length of their bratwurst). We got a pal here at the OSM shop that lives in Wisconsin. Guaranteed the snowfall is always deeper, the snow pack better, and the trails more immaculate at his house; unless of course you pay him a visit. “You should have been here last week.”
You just drove 12 hours to go ride the mountains. You spent big dollars on motor mods and clutching.
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
ON SNOW MAGAZINE
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SCENE IT? ACCE SS
ON SN OW M AGAZ INE
HAYDAYS 2014 After reading this issue’s Take Five, one snowmobiler’s lies, you likely already know we all like the stretch the truth just a touch. Yet, when we tell you this year’s Haydays was bigger than we have ever seen it…we mean it. The weather was perfect, the dust was subdued and the sledheads were out in force. There was money spent, sleds flogged and beer drank at the biggest outdoor snowmobile festival in the world. You haven’t scene it?…well ya better. Here’s a look at Haydays.
Where there’s smoke, there’s fire. The bull sessions were flowing freely during the Saturday night FOX Shock industry party. Editor Bourgeois attempted to snub out some of the boisterous talk, to no avail. He was later seen with former members of the Village People, singing YMCA at a local watering hole.
The folks from Fly Racing stepped up for Haydays 2014 with a large new display, a few pimped out side-by-sides and snowmobiles, and end of day drawings for some cool swag. You can check out some of their new products at www.flyracing.com
FOX crew…not foxy crew. 28
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Lots of OSM fans stopped by during the two-day gathering of souls. We tried to buy this shirt off this kid’s back, but he wouldn’t budge. In a few more years he’ll be old enough to tip a few tall soldiers with us, and then that shirt is ours.
Nice Jugs!
The Straightline Performance crew was on hand with a “tight” display and lots of their latest “go fast” parts to peek-a-boo for the upcoming season.
Rob Kincaid (pictured) and David McClure were at the show with their latest pimped and tricked, Cat mountain buggies. Rob is looking to start a snowmobile gang and is working on flashing his signs. This one supposedly means, “don’t eat my damn barbeque”.
There was beer…lots of beer, and surprisingly, we tipped a few. Rumor has it that this one stand flowed through 300-plus kegs on the first day alone.
The kids from Mountain Performance had a few turbo-equipped buggies in the corporate Yamaha booth including the new, electronically waste gate controlled trail model. If it doesn’t suck…it blows.
Rumor has it that this clean Ariens Arrow was snapped up in the swap meet early Friday for a mere $200 bucks! ON SNOW MAGAZINE
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SCENE IT? ACCE SS
ON SN OW M AGAZ INE
HAYDAYS 2014
Polaris had a new parts, garments and accessories trailer/display at Haydays. It was eerily empty with very little product and this lone AXYS buggy, showcasing the new LED headlight.
Oh yeah…there was grass drag racing too. The event has gotten so big and so focused on vendors, parties, and side-by-side racing, the grass drags has sadly become a secondary sideshow. Hopefully, that tide will change in coming years.
Our beloved Fusion Taco stand was missing in action. In fact, all of the late night shenanigans and fun was zapped from this year’s event as Johnny Law was out in force. We had to resort to early morning mystery meat sandwiches…tastes like chicken…seriously.
Hey honey…I’m just gonna run up to the store for some milk on the sled. This Cains Quest buggy was outfitted for all out war, complete with brush cutting machete.
Vintage themed buggies are still way popular, and our bud Robb from Blown Concepts was working on this classic ElTigre’ 600 retro package as part of the ROX SpeedFX display. 30
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Arctic Cat fully embraced the return of the legendary Winnipeg to St. Paul 500-mile cross-country race with a display of past I-500 winning sleds, including one from Brian Nelson and another from Kirk Hibbert. That’s Brad Pake’s winning sled in the background. Arctic also unveiled their new snocross and cross-country race sleds at the show.
Perhaps one of the trickest looking sleds at this year’s Haydays was this factory Yamaha turbo SRViper M-TX.
Rolling on dubs.
Old school cool was obviously an unwritten theme at this year’s show. Both Arctic Cat and FOX (pictured) had vintage trucks as part of their displays. Yeah…she was FOX suspended.
The FOX factory had a kick-ass display of shocks and FOX equipped vehicles including this turbocharged, four-seater RZR, ready for the dunes. ON SNOW MAGAZINE
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Headhsot by Todd Williams • www.toddwilliamsusa.com
WINGING IT WITH LEVI LEVI LAVALLEE
BIG CHANGES? What a catch! Some photo shoots are better than others!
ig changes are in store for me, now that I’ve retired from racing the snocross nationals! Ummm…no not really ha ha! I announced that I am retiring from snocross, (other than the Winter X Games) and everyone thinks they will never see me on a sled again. However, the plan is for me to do even more in snowmobiling than I have in the past, as I won’t have a snocross schedule to limit my time so much. I loved racing snocross and still do, but with the last five years riddled with a string of injuries, my body isn’t what it was when I won my championship in 2009. I have a lot of cool ideas that I want to pursue in snowmobiling, and if I kept doing snocross full time, it would’ve shortened my window to do them, or not allowed me to do them at all. I have so many ideas, some better then others, but either way, I can’t wait to start making them a reality! One thing I’m pretty excited about is racing Terracross! I got a Polaris RZR XP 1000 and started ripping around at my compound, and then I thought to myself, “Hey, you should race this bad boy!” The next day, I signed up to race the Mystik Lubricants Terracross Championship race at Haydays. After getting my XP 1000 all set up, (put some
B
New signature Levi XTX skis from C&A Skis; extreme crossover says it all waterskiing on snowmobile skis. 32
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
Jumping tires is a little different than snow!
The next step.
Mystik oil in it and put some Loctite on the nuts and bolts) I began doing a little driving to get ready to race. Two weeks later, I was tipped over on my side at my first Terracross race! LOL. At Haydays, I went out for our first practice and we were supposed to do a couple sight laps, and pull in where they would then turn us loose for practice. My first lap went according to plan, but on my second lap I pushed wide off the finish line jump and rode high into the berm. There were cement barricades at the edge of the track and I slowed down before them, but my car was still pointing directly at them. I decided that instead of backing up to drive around them, I would simply drive one wheel onto the barricade just tad, and then continue onto the course. Bad idea! I proceeded to execute what might have been the slowest tipover ever seen. Score one for the rookie with the bonehead move of the day! On the sort of bright side, I was able to become the first guy to tip a RZR over on the weekend. The good news was that it took the edge off, and then I didn’t worry about anything but driving. I had some good runs and ended up 5th in the final, after some carnage in front of me. I learned a tremendous amount about racing on four wheels, and I can’t wait to get out and try it again! I have to cut this installment short; my wife Kristen is due with our first child and I have to get her to the hospital! Hopefully, by the next issue I will be able to share with you our new little LaVallee! …. If he or she is anything like their Dad, I could be in for a heck of a ride!
This is what fun looks like.
The new “Levi Ski 2” was a natural on camera.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
I got all dressed up for the big show.
Not only do my new skis look cool, they also make me almost 6-feet tall! I have yet to fall off of this vehicle ... (knock on wood) LOL!
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SNAP DECISION
This go around of Snap Decision looks back at earlier days of mountain bred machines, from light and nimble to triple-triple power. To sort through this bevy of long trackers, we dialed up our pal Dave Wahl of Wahl Brother’s Racing and three time Eagle River World Champion. Here you go Dave…
Sell One, Race One, Ride One, and Wreck One. RACE ONE
E SELL ON
1994 SKI-DOO SUMMIT 583
Since it was the first true mountain focused, factory built mountain sled it’s gotta be worth something right? They were green and that’s the color of money.
RID
E ON E
1997 POLARIS RMK 700
That was the first big twin RMK from Polaris; super engine in a time proven chassis. The “K” does stand for King ya know!
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ARCTIC CAT THUNDERCAT 1000 MOUNTAIN CAT
Even if it wasn’t the best mountain machine, it certainly sounded the coolest. If it sounds fast, it must be fast.
NE WRECK O
PHAZER II MOUNTAIN LITE
It’s actually a fun sled to ride, but I wouldn’t want to be seen on it ha ha! A pogo stick with a windmill…she’s gone.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
THE DAILY COMMUTE
About the Mac
By Jason MacDonald
2014 Ski-Doo
MXZ-X 600 HO
Another season was logged in the books and with it came another winter of our resident wrench Jason MacDonald, better known as just “Mac” in the OSM shop, racking up the miles on our fleet of 2014 buggies. From weekend backpack trips to his 37mile, round trip daily commute to his “real” job, Jason spun the odometer on our fleet more frequently than most. More than just a rider, Jason knows his way around the shop too, (as well as our well stocked fridge when the work is done) giving him the ideal set of credentials to ride, flog, wrench, and ultimately report on the latest new iron, after a season of real world riding. A life-long sledder, Mac is both an enthusiast and a professional within the industry, having worked at several large metro area dealerships, as well as a technical service advisor for one of the big four manufactures. Also regarded as our resident Elvis impersonator and first to the Karaoke mic, Jason will give you his take on a season’s worth of experience on a hand picked, previous model year buggy in each issue.
Cheater Sled of Choice
L
ast winter was one for the record books, at least if you are into a lot of snow and plenty of cold temperatures. For winter lovers like myself, I felt like I was cheating on the other seasons, as winter came in early and stayed plenty late. The same could be said for our OSM staff buggy from Ski-Doo; a shiny MXZ-X 600 HO. When the trails were tight, twisted and rough, riding the MXZ-X was like riding a cheater sled, compared to others in our fleet. Most of us already know the folks from Valcourt have been producing some coveted lightweight, razor sharp cornering sleds for the better part of 10years. Ever since the first REV sliced up a section of my daily commute trail, the yellow sleds have often been the sled of choice when handling was atop the list. 36
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Of course, year-over-year, the white smocked engineers in Quebec have been improving upon that handling formula, and the 2014 MXZ-X represented the most precise handler to date. For me, it was nearly a perfect match. All that was needed was the largest window we could secure from the BRP catalogue and some additional luggage for the rear exposed tunnel to carry my lunch, sport jacket, and the occasional pan of Rice Krispie Bars, (with extra marshmallows) for the occasional company potluck. The fit and finish of the machine was top notch; smooth lines and nice textures tastefully placed throughout, all of which was covered in a somewhat different (but not nearly enough) shade of yellowish orange. Frankly, I’ve grown
tired of the signature color treatment found on most Ski-Doo sleds, but there’s no denying what brand you are riding when you pull up to the company parking lot. The two standout features on this sled is the smooth running 600 ETEC mill, which returned a respectable 17.5 mpg average throughout the winter, and the r-Motion rear suspension that’s one of the best in the business at isolating the rider from trail chatter. As we applaud the Ski-Doo camp for an easily adjustable, well-mannered tail, it is so good that it has a tendency to expose a weakness in the front end when ridden in a more aggressive manner. The front of the “X” package could be over driven in the rough, (see sidebar about our EVOLving remedy) resulting in harsh
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
EVOLing the RAS Suspension By Pat Bourgeois
As bottoming felt in the feet and bars, paired with a sloppy feeling that’s uncharacteristic for this chassis. Needless to say, the RAS-2 has been promised a remedy to these ills, which would just bring this already stellar buggy up one more notch on the board. It really speaks volumes about a machine, when towards the end of a long day in the saddle, you notice that your mind and riding style is as calm and collected as when you started. Rarely do you ever feel overly taxed after a long day in the saddle aboard the MXZ-X. This trait is perhaps the one that stands out above all others after a long season. There was rarely a weekend that went by without this machine getting ridden locally, used for commuting, or hauled to a great
riding destination, and that says a lot about how loved this sled is, no matter the riding situation. As the design is intended, the MXZ-X is best suited for trails, but it seemed to get around “good nuff” blazing through the fresh snow as well - albeit a bit of body English is needed to finesse the yellow buggy on deeper days of blasting ditches. Nonetheless, it handled as any good short tracker should be expected to. The one defining trait of this and other Rev XS chassis sleds is just how planted it stays in the corners, with little to no inside ski lift, making it deceptively easy to drive with a high level of confidence, at almost any pace. That high level of confidence makes it easily adapted too by nearly any rider too…it’s like cheating.
Jason alluded to in the accompanying Daily Commute article, the r-Motion rear suspension on the current crop of Ski-Doo trail sleds is so good, it now outperforms the already stellar RAS (and to a lesser extent the 2015 RAS-2) front suspension. After talking to our pals at FOX Shocks, they offered up a set of tuned shocks for the application; the top of the line FOX FLOAT 3 EVOL RC2 shocks for our beloved MXZ-X. We were already well versed in FOX air shock technology, as it comes as standard equipment on many Arctic Cat and Yamaha buggies. But could these sexy dampers actually improve upon an already stellar suspension, and perhaps more importantly, could they prove their worth in the face of a suggested MSRP of $1,595 (U.S.)? The EVOL RC2 represents top shelf technology for FOX, with Kashima coating, an EVOL air chamber, dual speed compression damping adjusters, and rebound damping. Understanding and adjusting these shocks is not for the faint of heart; there’s a lot going on here and without proper understanding of how all the systems work and interact with each other, the swap from the already stellar HPG Plus R shocks, found standard on the MXZ-X, to FOX could have been met with utter disappointment. But, and this is a big but, when dialed in properly, the FOX FLOAT EVOL RC2 is nothing short of mind blowing. Yeah, we just said that - mind blowing! First and foremost, the level of adjustment of the EVOL RC2 is impressive, and unlike some high-end shocks with dials on both ends, your butt can actually “feel” the difference of a few turns here, or a few pounds of air pressure there. More importantly, these shocks absolutely transformed the MXZ-X from great to amazing. The front suspension went from being overwhelmed by the rear, to not just keeping up, but flipping the tables. There was never a time when we felt the front suspension came up short, but instead we could now outdrive the rear suspension. No doubt, $1,600 is a lot of fresh to put down on a pair of shocks, and as frugal editors who often look for freebies in the mail, this is one of the rare times we’d be more than willing to lay down our own hard-earned greenbacks for a performance upgrade that has proven to be worth every penny.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
ON SNOW MAGAZINE
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TM aicm e hines
‘80
Arctic Cat 340 Sno Pro
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
THE “PRODUCTION” RACER
T
he lore and mystic surrounding Arctic Cat’s successful racing efforts during the late 1970s is often a driving force for many vintage snowmobile collectors of sleds from that era. The Z and Sno Pro series of sleds from Arctic Cat were dominant on the racetrack and incredibly stylish. Their sleek and muscular lines bolstered by what has become Arctic Cat’s signature green and white graphics allows these sleds to stand the test of time, looking as powerful and iconic today and as they did more than 35 years ago. The 1980 Arctic Cat 340 Sno Pro pictured here is part of the Richard Pederson collection, better known amongst collectors as simply the Zedshed. The 1980 Sno Pro represented a new direction for the factory race efforts of the time; moving away from hand-built one-off racers to factory built sleds, in hopes of evening the playing field. To learn more, we spent an afternoon with Hall of Fame racer Jim Dimmerman, who tells us in his own words, his racing journey and of the personal significance of the 1980 Arctic Cat Sno Pro.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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TM aicm e hines
1980 Arctic Cat 340 Sno Pro
My first racing season was 1974…I was just out of high school, living at home with my parents, and working at a snowmobile dealership. There were hundreds of guys racing snowmobiles during that time, and to be better than the guy next to you, you had to spend more time at it. My job allowed me to work and still race full-time. That’s why I became more successful at it…I could spend more time on it. I got good enough to where I quit my job for the 1975 season and raced full time during the winter. At that time, Roger Skime was Arctic Cat’s Race Director. He was always at all the major races, working with guys like Charlie Lofton, Bob Elsner and Larry Coltom, and because I was racing Arctic Cats, I got to know each of them a little bit. I was good, but I was nothing like, say, Brad Hulings. When I first saw Hulings, you could just tell that man was a standout. I think when Roger Skime was looking for new racers, he saw my willingness to talk and my openness to people. Looking back and knowing what I know now, I think Roger wanted more than just a
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good racer. People like Davy Thompson for example - it didn’t matter that he never won the world championship, he was Davy, he was always friendly and a good representative for the brand. People liked that. So I think Roger Skime probably recognized me as a competitive racer as well as someone that people liked and was willing to talk to fans. In 1977 I had a solid season aboard the Arctic Cat Z’s, racing for Jerry Simison, who owned the Fargo based Team Frustration. I won the 340 class at Alexandria against a bunch of tough competitors. I think we had three re-starts in that race and Roger was there. I won the 440 Super Stock class at Ironwood against a lot of competitors. I remember Yamaha was there with the SRX, Ski-Doo was there, Arctic Cat was there, and of course Roger was there too. I came close to winning in Eagle River that year too, but Dick Trickle passed me on the last lap while I was leading the 440 class…I finished second, and once again Roger was there. After that season, I think Roger had seen all he needed – I was a loyal, determined young man who wanted to win.
Later that summer I received a phone call from Dennis Zulawski. He said they were looking for a new driver and he wanted to meet with me in Minneapolis. He asked if I was available in the wintertime and if I would be willing to move to Thief River Falls. Of course, I said, “Yes!” On my first trip to Thief River Falls, I walked into what was known as “The White House”, the administration building at Arctic Cat, and I met Bill Decker, the head of Arctic Cat marketing at the time. He was the guy who was going to be our boss and oversee racing. Bill grabbed me and we went down through some buildings, across the parking lot and over to the race shop. He pulled out his card key and pushed it in the door, the door opened and in I went. There stood all of them…Larry Coltom, Roger Skime, Davey Thompson, and Durmont Wahl, and they were hovering around a 1977 1/2 prototype that was going to be the test bed sled, against what they were building for the upcoming year. They all looked up from the machine and Bill Decker said, “Hey guys, I’d like to
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
TM aicm e 1980 Arctic Cat 340 Sno Pro hines
introduce you to our new driver, Jim Dimmerman.” Never was there a time or place where I felt I was more out of my league then at that moment. I remember thinking “I don’t think I can ever be one of these guys.” I was intimidated and overwhelmed, all at the same time. They all came and shook my hand and welcomed me. I was the city slicker, the kid from out of town, and I was definitely out of place in Thief River. Up to that time, Arctic Cat and Polaris all picked their guys from within. I was from White Bear Lake, but in their eyes I was from the big city. I had to gradually work my way in, but it wasn’t long before Larry and I became close friends. To this day, I don’t think there’s a smarter man in the business. It seems he has a gift from God; to be able to get on a machine and be able to hear it, feel it, sense it, and come away with knowing what is needed to get it dialed in. Had he stayed in racing, he would have had every bit as much success as I had, and probably more. But he went on to become a development driver, so while we were gone racing, he was at home developing our Sno Pro sleds to make them better. He was very much a part of Team Arctic, even though he was not racing.
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By 1980, when the sled you see here was set to go racing, I was heading into my third year with Team Arctic. That year the industry decided they were going to produce production race sleds. They were trying to introduce a lower level of modification to the public, because most guys couldn’t race against us. The theory was to build a sled that would put everyone on equipment that was equally competitive. When it all shook out, I don’t think an independent ever won. Building those production machines took us away from hand-building our racers. That was a mistake because we fell behind and you can’t catch up once the season starts. There were a lot of things our 1979 machines had that the 1980 sleds didn’t have, due to being production oriented. The 1979 season was a great one for Arctic Cat and Scorpion (which was then owned and being built by Arctic Cat); we won something like half of all the races, including the World Championship. In 1980 we lost ground, although Brad Hulings did well on his Scorpions. The 1980 Sno Pro was a definitely a nice-looking machine, although I wouldn’t deem it my most successful year with Arctic. The highlight of the season was
winning the Hetteen Cup, an honor that represented more than just winning one race, but rather an accumulation of points from the weekend. It was a big win for me and for Arctic Cat, but looking back, it was becoming more and more obvious that we didn’t have the power to match the Rotax engines. In addition to winning the Hetteen Cup, the 1980 Sno Pro became the basis for success I would find in later years. In 1981, Brad Hulings won the World Championship on a Scorpion. There were six sleds built that year; two scorpions and four Arctic Cats. When Arctic Cat went bankrupt, one of those sleds was sold to a guy in Canada and Ted Nielsen bought the other five, along with all kinds of parts, and hired me to race for him. So I sat and thought about it for a while in the shop, and decided that with the Scorpion, I had a championship sled based on the parts they had and the aerodynamic hood. In 1982 and 1983, I rode it the way it was, tuning clutches and shocks. Then in 1984, we tore it down to fix some cracks in the bulkhead and freshened it up. That year, Ted Nielsen bought some twin trackers from Ski-Doo, and we put one of the Rotax engines in the Scorpion. We also made a new bulkhead, water-cooled the brake, and redesigned the hood. When we were done, we had a Rotaxpowered sled, nestled into a heavily reworked Sno Pro racer, and the “Phantom” was born. Editor’s Note: Jim Dimmerman went on to win the 1984 Eagle River World Championship aboard the Phantom, and that race is often viewed as his crowning achievement in a long and storied racing career.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
SUPERCLAMP REAR
THE TIE DOWN SYSTEM!
SUPERCLAMP II
s ).34!,,3 ). 3%#/.$3 s &5,,9 !$*534!",% s ,)'(47%)'(4 s ,/#+!",%
www.superclamp.net Call Today: 403.203.2210
Inventor: Shawn Watling Snowmobile Suspension and Drive Train Patent Number: US 7836984 B2 Patent Date: November 23, 2010
Rear Track Drive
Wow, the interest, comments and email we received after launching the first Patent Page in our debut September 2014 issue was way more than we anticipated. Seems nearly everyone digs checking out what might be, might have been, or just simply will likely never be but looks interesting nonetheless. So with that in mind we put our old Apple II and Commodore 64 on double duty and sent our interns on a patent web search for more goodness. What’s more, a few of you sent us links to some interesting patents as well. Keep ‘em coming. If you find an interesting, unusual, or significant patent new or old, drop us a link at editor@osmmag.com - there could be OSM swag in your future! This month’s patent is ironically one that has been tinkered with more than once…the rear axle drive snowmobile . Now you may look at these crude drawings and think about your shiny snow rocket in
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the shop and wonder aloud, why the hell would we want rear drive anyway? The answer is in the physics. When you jam the flipper on your current buggy, the front drive shaft creates some interesting dynamics, many of which we don’t have the space or grey matter to get into at detail. When you accelerate with your traditional sled, the rear suspension compresses, the front arm of the suspension drops out and ski pressure can become non-existen t (depending upon suspension settings). Part of the reason for these dynamics is caused by the forces at play with a front drive system and how the energy is fed into the track and rear suspension in order the “drive” the snowmobile forward. If you remember back to your high school physics class, the centrifugal forces at work want to make the track a perfect circle and thereby pulling the suspension in ways that we don’t want it to go.
a rea r On e of the ide as beh ind roved imp tly vas is tem sys drive axle will tem traction. The idea is the sys of ry ive del ed anc create a more bal the o ont ce for re mo rt pow er, exe traction, track thereby creating more p mo re kee e and at the sam e tim t of like sor It’s . skis pressure on the hitt ing rd (ha e cak r you hav ing (the too it ing acc ele rati on) and eat ability to turn). tlin g’s Wh at’s inte res ting wit h Wa being of ion ideas here is also the not and ght hei e rid abl e to adj ust the n at sio pen sus r rea the bal anc e of an in r eith er the fro nt or rea the to ing ord Acc independent manner. r dri ve pat ent doc um ent , the rea ” typ e bar r dde “la a ts tou sys tem both at nts me suspension with adjust and n sio pen sus the the fron t axl e of user the w allo nts me ust adj se rear. The er end, as to dial in ride height at eith e, loa d anc bal icle we ll as ove rall veh For ch. pat t tac con and n, dis trib utio r rea the ing example, by completely rais is gth len k trac the of the suspension, a sho rte r “sh ort ene d” cre atin g t is mo re wh eel bas e veh icle tha ns. atio situ l responsive in tight trai is said to tem sys y the What’s more, ust rid e adj to s litie abi cap hav e the power. er und height while stationary or t that ges sug to on s Watling’s patent goe well as re ssu pre ski ust adj a driver can re ssu pre skias completely removing all d roa rail or ngs ssi to ass ist in roa d cro intersections. goi ng on Lik e we sai d, the re’s a lot tem may sys ct exa here, and while this mo der n a in day of t ligh nev er see the ts cep may. ✪ snowmobile, some of the con
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Your favorite display of forgotten, neglected, or stored “good enough” buggies is back for another season. From the local trailer park to that old farm house up the road to your next door neighbor - lawn ornaments are everywhere. Have you seen a few in your hood, or maybe you got a few of your own? Either way, send us a few pics and if we run your photos and one of your shots is selected at “Ornament of the Month”, you’ll win some sweet swag from the On Snow prize vault. Send your photos to editor@osmmag.com with “lawn ornaments” in the subject line. Happy hunting!
Ahhh, the idyllic setting of waiting for winter.
Why bother unhooking your fish hut from your sled after pulling it off the ice pack? I mean, it going right back out there this winter isn’t it?
Proper summer storage is critical in the Ontario northwoods.
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Yes…they all ra n when parked .
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
age.
Next
level
or n st vatio
O
They say the lion is the king of the jungle…in this instance, it’s the Wildcat.
The three-point arc is just beyond the Ski-Doo snow flap.
Ready to pounce.
’s
Any season…any time.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
ON SNOW MAGAZINE
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Honey of the month
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Honey of the Month
NAME: _________________________________________________________ COLOR:Silver ________________________________________________________ and Black BIRTH DATE:
___________ BIRTHPLACE: Hamamatsu, __________________________ Japan Fall of 1983
AMBITIONS: ____________________________________________________ To be a snowmobile for everybody that doesn’t look like one. TURN-ONS:The_____________________________________________________ 1974 Alouette Super Brute (the original Phazer), Buck Rogers, _______________________________________________________________ any Cyclops movies. TURN-OFFS: ____________________________________________________ Arctic Cat Prowlers, Those damn Indy snowmobiles, antifreeze FAVORITE SONGS/MUSICIANS: Come On ______________________________________ Eileen by Dexy’s Midnight Runners; _______________________________________________________________ Peg by Steely Dan, and Her Strut by Bob Seger FAVORITE SAYINGS: _____________________________________________ Phazer…hell, damn near killed her! SECRET CRUSH: R2D2 _________________________________________________ NICKNAMES: ____________________________________________________ IF YOU WEREN’T HONEY OF THE MONTH WHAT WOULD YOU BE DOING? : _______________________________________________________________ DARK SECRETS:Love _________________________________________________ it, hate it, of just like to make fun of it, there is no denying the _______________________________________________________________ impact the Phazer had on the sport. The lightweight, nimble, fan-cooled sled created a _______________________________________________________________ dramatic shift in the market, not just in terms of styling but also in the acceptance of
a_______________________________________________________________ less is more approach. Yamaha was already on a roll prior to the 1984 season The _______________________________________________________________ success of precursor strut mounted SRV, powerhouse SRX and all-around performer
Exci ter models had Yamaha become the industry sales leader in 1983. The 1984 Phazer _______________________________________________________________ prove to be the exclamation point for the Japanese maker. The Phazer not only cemented _______________________________________________________________ the leadership role for Yamaha, but it influenced snowmobile designs and was emulated by _______________________________________________________________ every other manufacturer. The Phazer became the number one selling snowmobile in the _______________________________________________________________ world for the next decade. _______________________________________________________________ _______________________________________________________________
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MUFF
of the month
We had been hearing the stories of a group of sledders in Ontario who have went from throttle jockeys to iron chefs, in a matter of a couple seasons. Seems they’ve become more than a little intrigued by the sweet smells and good eats of the Muffpot, a simple aluminum canister designed to heat-up or cook your favorite trailside dish, using the heat from your snowmobile exhaust. We tracked down these tin can connoisseurs and convinced head chefs Steve Hannah (Fluffy) and Darren Desautels (Desi) who will serve as the group scribe, to share their recipes and techniques with you.
When on these trips we tend to eat like kings on the road and the leftovers are primo which in turn make for the perfect Muffpot formula the following day.
Steaking Again
Muff Heat Basics hen it comes to bringing the heat for your Muffpot experience, there are really two ideal locations on your buggy to get the job done…and each has its purpose and intended meal type. One is the directly on the Y-pipe. Fluffy’s personal ride has a traditional hood, which opens up giving us easy access to this “piping hot” cooking location. Because of the high heat mount, Fluffy usually travels with the “entre” on his ride. My personal ride doesn’t give much room to access the Ypipe and I’ve had to find an alternative location right where the pipe meets the silencer. The heat output at this location is much less than the Y-pipe, but that’s ok. It is still a very effective cooking location and as we have learned, it is an ideal temperature for “side-dishes” such as sautéed onions. Now when it comes to meal prep, we’ve also have discovered there are two paths to follow. One is the pre-preparation method, where you have the time to get the pot loaded with all the good stuff and even pre-cook some of the entrée’ in advance. This is the path we usually choose when riding locally or perhaps trailering somewhere for the day. Method two usually happens when we are away for a long weekend or spending a week at the cabin or cottage. If you are like most sledders, you eat out plenty, packing your credit card versus a cooler full of food.
W
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As with most of the Saturday night meals when we invade one of the two locations where Fluffy and I own cottages, some well barbequed steak is usually on the menu. I mean why wouldn't it, were on vacation right?! Fluffy is a barbeque whiz and we usually have one or two New York strips that we will put on the grill a little later than the others, keeping them redder rather than pink. These two "mule steaks" will finish their journey to perfection in the confines of the Muffpot the following day. Along with the extra steak on the barby, there are usually a few nice baked potatoes that are pushed to the side for the next day as well. The potatoes however are fully cooked, and simply hidden away from hungry mouths until the following day.
Steak & Potato Prep • Cut the partially cooked and chilled steak into strips and pack into the Muffpot destined for the “hotter” heat. • We tend to season our steaks adequately the night before so no season is required at this time. But if you want to add a touch more of your own personal special blend of seasonings, have at it. • Slice the baked potatoes into medium sized chunks and pack them into the secondary “warming” Muffpot. • Add a few slices of butter and season with your favorite spices. With the two separate pots, the steak and side dish will be ready to eat at virtually the same time, providing you with a trailside meal better than any stick skewered hotdog. As we said last issue,
you know the Muff is ready when you can’t take the incredible smell coming from under hood any longer.
Serve it Up This trailside meal is really easy to deal with. The steak strips should have reached an almost perfect medium rare temperature. The first few bites are hot…way hot…so we tend to pack some toothpicks or plastic cutlery (fancy right?) in our backpacks. From there on out, the steak bites are the perfect finger food. Of course it’s winter, and Muff won’t stay hot forever, which is why we tend to leave the entrée pot on the pipe and serve directly from hand to mouth; the same goes for the sliced potatoes. There is rarely a time when we are not amazed at just how much food you can stuff into two pots. They don’t look very big, but you’ll soon learn a few pots will feed more than a few hungry men. In fact I’ve seen one pot stashed to the brim with pulled pork (with buns stashed in the rear trunk) feed five hungry men.
Clean Up A few napkins or wet wipes are all you need to clean up after your trailside feast. As for the pot itself we’ve learned that parchment paper is your best friend. Use the paper while packing your food into the pot. The paper will keep anything from sticking to the inside of the pot and makes cleanup with a few washouts of snow, quick and easy. Each issue, head chefs Steve Hannah (Fluffy) and Darren Desaultels (Desi) will share their favorite recipes and Muff Pot techniques to help you create a trailside feast. Got a Muffpot recipe of your own you’d like to share with our Muff Masters…email us at editor@osmmag.com
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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Starter Failure Before you read on pal, you need to make sure you can tell the difference between a dead battery failure and a failed starter. If it’s your battery, you’ll want to bypass this section and proceed directly to jump starting or charging your battery with a steel coat hanger or the cord from your wife’s hair dryer (yes we are serious). However, if your starter took a crap or your battery is just too low to spin the motor, but has enough juice to spool up the fuel pump, then read on and learn how to “pull start” your buggy OSM style. You’re on the ride of your life and not only have you been bragging about the gas mileage of your new 4-stroke snowmobile, you’ve been reminding your buddies of its stump-pulling torque and easy starting. That is, until you came out of the cabin the next morning and found that your starter sounded more like a can full of marbles. What now? Never fear, OSM-heads. You got a tow strap, right? Read on as we show you how to get that thumper running again (For entertainment purposes only - although this method is OSMtested and approved).
1. Pull the side panel off and determine which way the primary clutch on your dead 4-stroke spins when the sled is running (Hint, it spins counter-clockwise if you’re standing next to the sled looking at it from the side). 2. Start wrapping the tow strap around the outside of the primary clutch near the outer cover, in a counter-clockwise direction. DO NOT tie, clip or secure the tow strap in any way to the clutch! You’re just wrapping it tightly over itself. Note: a flat strap like those used in a ratchet strap works best for this, and your tool kit should have one if you didn’t toss it out with the rest of the cheap, made in Bangladesh tools. When we performed our trailside pull start, we tied two straps together for more “oomph”. Now we’ve seen videos of some “steroid users” pull starting their four-stroker by hand, so call us weak or just damn lazy, but we preferred this much easier, and more powerful method. 3. Leave a hunk of strap long enough to tie to the rear bumper of another sled, preferably one that runs. If your strap isn’t long enough, tie another strap to it or use the tow strap that you should have brought with you, but left in the shop. 4. Turn on the key and kill switches to the dead sled, just like you are getting it ready to start. Let the fuel pump cycle up and charge the fuel rails (This is why you gotta have a battery with enough juice to run the fuel pump). Sit on the sled and hold the brake, and have a thumb ready on the gas. 5. Start the other sled, get the strap tight and hit the gas. If all goes according to plan, the sled will spin the clutch on the 4-stroke with enough speed and fury to get it fired and running. 6. Ride. Don’t believe it? Well ya better. In fact, the OSM crew performed this starting procedure while in the far northern reaches of Ontario last winter. It took a few pulls, but we eventually got the buggy running, and finished our weekend run, quite satisfied with our ingenuity.
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Story Pat Bourgeois Photos Todd Williams and Pat Bourgeois ack in the 1950s and 1960s, automotive manufacturers were on a roll with a rocket ride of incredible sales growth and rapid influx of new technology. The changes were so fast and furious that consumers grew accustomed to dramatically new models arriving in dealerships on an annual basis – sporting new styles, new engines, and new technologies over the previous year. There was a time when the same could be said for snowmobiles too, but as growth has slowed and costs have skyrocketed, enthusiasts like you and I have grown accustomed to subtle year-over-year changes…if any. Thus, when Polaris pulled the wraps off an all-new, from the ground up AXYS platform, and all-new 800 engine just five years removed from the introduction of the Rush, we were more than a little surprised. ON SNOW MAGAZINE
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Truth be told, the first generation Rush wasn’t a bad sled…in fact it was a good sled…occasionally even a great sled. But it also wasn’t the self-proclaimed “game changer” Polaris and others within the industry had hyped it to be. Look away from the breakout-of-the-tunnel rear suspension and ride the sled blindfolded, (not recommended by the way) and the Rush, in whatever trim level you selected, felt like any other snowmobile, nothing more…nothing less. Of course, hindsight is always 20/20 and to give the Rush credit, it did help to
push the envelope on how a snowmobile is designed, and what we “thought” a snowmobile should look like. Love it or hate it, up until the Rush, all sleds looked relatively the same for the past 30 years. What’s more, the very early prototype versions that select members of the media including OSM were allowed to sample, were good, damn good, but as is often the case, something was lost as production neared and more demands were put on all the variables that go into creating a mass produced snowmobile.
The front suspension geometry on the new AXYS remains unchanged, but a new mount system is said to allow for users to “shim” out the inevitable “slop” that develops as the miles rack on. 56
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As snowmobilers, we can be a critical lot, and despite all the goodness the Rush brought to the table, it came up short in what we felt were three key areas; overall suspension compliance, handling, and ongoing hiccups with the Liberty 800 engine. While most everyone expected a 2015 model that would address these concerns with refinements, tweaks, and perhaps even a new 800 motor, Polaris shocked us with a five-finger punch to the melon by literally launching an entirely new snowmobile - the AXYS. The
Fit and finish is drastically improved, and these new quarter turn fasteners are a big improvement over the small metal Zeus style fasteners that failed often.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
new platform and its collection of 7 models in Rush and Switchback trim, is new…really new, with hardly a nut or bolt carried over from the previous Rush platform. Polaris didn’t only address the three aforementioned gripes, but proceeded to address other quirks as well, even a few that we didn’t even think of.
New AXYS Chassis Polaris tells us the new AXYS platform is 93% new when compared to the Rush platform…that’s a lot of new to iron out, but the key changes involve rider position and overall vehicle balance. If you’ve had a chance to ride the previous Pro-Ride design, you learned all too quickly that it required an active rider…a very active
rider to get the sled to do what you wanted. For the first 40-miles, you didn’t see what all the fuss was about, but after 100-plus miles of hard riding, it was difficult to determine who was riding who. Everything on the new AXYS platform has shifted the rider further forward on the sled – the hands are moved forward 4.5-inches, the feet are moved up 2inches, and the knees are also moved up 4.5-inches. On the Pro-Ride, we often found ourselves climbing over the cowling in an attempt to keep the frontend planted and thereby hoping the buggy would hold the line through a corner. The new AXYS now allows a rider to better weight the front of the sled without extreme acrobatics required. What’s more, the overall vehicle is better
Finally, the left-hand control block has moved out of the 90s. The new, colorful control center features all the typical functions expected for a modern day buggy.
The AXYS retains the svelte and narrow feel of the Rush but has improved upon it in key areas such as a more bolstered seat, reworked cowl that is flatter and more supportive, and additional wind deflection on what was previously the “coldest” riding sled in our fleet.
balanced with a rider onboard, which should also equate to an easier to drive snowmobile. Polaris calls the design “RiderBalanced Control” and claims the AXYS allows the rider to actively move about the sled for the optimum riding position for conditions. While this sounds great for would-be snocross or younger riders…will the AXYS require too much activity? We won’t know that answer until us and other riders across the Snowbelt have a chance to log a lot more miles this winter.
Both the Rush and Switchback models tout wider and longer running boards; the slightly too tight foot well on the chaincase side remains.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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With limited testing though, here is what we do know at this time. The new AXYS chassis is better - much better than the Pro-Ride. We were able to maintain a more traditional riding position, regardless of how slow or fast we pushed the pace. What’s more, the ergonomics of the AXYS cockpit are more natural in how they fit a rider, and many of the sharp or bulbous edges of the old cowling have been smoothed and contoured for improved real-world riding, instead of just looking good inside the confines of some white walled design studio.
Redesigned Pro XC Rear Suspension Few will argue the positive virtues of the front suspension of the Pro-Ride platform, which is why the design returns virtually unchanged in the AXYS, save improvements to the high-wear chassis mount pivot points. Where the Pro-Ride really needed help was at the rear, where the unusual ‘outside the shock’ rear suspension resided. The idea behind the design was to provide a true, progressive rate suspension ratio
(meaning the spring rate and suspension dampening would progressively increase as stroke and travel did as well). While the geometry was achieved, ride quality was lacking, at least on a wide spectrum. Dial in the Pro-Ride suspension for large moguls, and stutter bumps would loosen fillings. Soften the suspension to perform well in trail chop, and control and bottoming in large holes was sorely missing. What’s more the Pro-Ride required constant fiddling in order to find a happy place when it came to handling. In short, it was a constantly moving target.
The geometry of the rear arm on the Pro XC suspension is identical to the Rush, according to Polaris engineers. But by moving the mounting location forward 2-inches and dramatically altering the front arm mounting location, spring rates, and valving has resulted in a much improved ride experience. The cast rear arm overstructure is a nice touch; too bad the need for a rear cooler necessitates exposed coolant lines and additional unsprung weight at the rear of the sled.
The most dramatic change to the Pro XC rear suspension versus the Pro Ride is the location of the front arm. While overall arm length and angle remains unchanged, the arm is now mounted 5-inches further back on the rail. This, combined with moving the driver forward and adding more stroke, makes this a critical point of ride control and comfort. 58
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The front and rear geometry on the Pro-S (black) and Pro-X (white) are identical, but a longer shock, (1.5-inches) softer sway bar, and stiffer spring rates and dampening makes the Pro-X big bump ready, and an absolute handful on the trails.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
The new Pro XC suspension is very similar to the Pro-Ride, especially in basic architecture. From the outside, you’ll immediately see the cast aluminum rear structure or rear arm, but that’s not what’s really important. The positioning
of this rear arm and its subsequent pivot point have moved rearward, to give what feels like a more controlled ride, by balancing the duties more effectively between the front and rear arms than the previous Pro-Ride design.
The suspension has lost weight too, but perhaps the biggest and most important change to the suspension are the changes made to the front arm. The arm is now mounted further back on the rail; a lot further back, (5-inches) making
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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for more controlled and more predictable weight transfer, while also allowing the front suspension to work more effectively in the bumps, even under acceleration. In today’s modern snowmobiles, where the rider is continually being pushed further and further forward, the motion and control of the front arm is absolutely critical. After all, this is the exact location where your big butt is planted on the chassis, and is also the balance point of the machine, where subtle changes make the difference between too little or too much ski pressure and/or weight transfer. Changes to both the front arm and rear arm positioning has allowed Polaris to soften the overall spring rates. Generally speaking, softer rates are often easier to control through shock damping versus high rates, and also create a higher level of chassis predictability. This new combination of AXYS and Pro XC suspension appears to have
found a much happier place, creating a vehicle that is more planted under acceleration, and delivers an improved and more controlled ride in a much wider range of conditions than its predecessor.
New 800 HO Engine As strange as it may sound, the new 800HO engine from Polaris might be the one key, new item that will be often overlooked by new or would be AXYS owners. But for those who have logged plenty of miles aboard the “old” 800, news of this forthcoming mill was greeted with hushed applause and hopeful breath. For all its goodness, the old Liberty 800 twin was also harassed with durability problems, especially after a few thousand clicks were registered on the speedo. Top end and bottom end failures, along with pounded out motor mounts and other gremlins had the “old”
Liberty’s days numbered (and perhaps should have been put out to pasture a few years earlier). What’s more, Polaris didn’t just address durability with this new engine, they went all in with an engine design that has incorporated all of the latest technology. First and foremost, the new 800 breathes easier, thanks to changes to the AXYS chassis, which allows for a more direct and free flowing intake and exhaust tract. More air in and more air out means more power, and the new 800 HO is said to deliver more… but just how much remains to be seen, as Polaris has refused to divulge horsepower numbers. New dual ring pistons and a new lightweight crank will hopefully address durability issues, plus the new crank is 2.5lbs lighter than the old 800 mill, resulting in a 25% reduction in rotating mass. This means the new 800 mills should rev quicker and provide more instant throttle response. The crank has
The seat is also improved on the AXYS, both in terms of style and function. The embossing and additional stitching adds bling, while increased padding in the critical “leanoff” areas helps to prevent your bottom side from auguring into the over-structure tubes, hidden just inside the tank lips.
The new Liberty 800 HO engine is new from the case up. It’s 3.5-pounds lighter overall, sits lower in the chassis, and touts electronically controlled, three stage exhaust valves and a new, highly accurate electronic oil pump. Unfortunately, RMK customers will have to wait one more season until the 800HO makes its way west. 60
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been durability tested in last season’s Polaris race buggies, now let’s see what consumers can do. But aside from these core changes, the new 800 mill brings so much more to the table for the Polaris engine development program. The list includes electronically controlled, three stage exhaust valves; new integrated engine mounts that mount the engine lower; new engine coolant bypass circuit for quicker warm ups; new V-Force style reed design in cooperation with Moto Tassinari; and a new electronic oil pump. This is top shelf stuff, some of which we’ve seen employed with great success by other makers (Yamaha introduced electronic servo exhaust valves way back in the SRX and they worked flawlessly, and Cat showed us the oil sipping and incredibly accurate capabilities of an electronic oil pump last winter with their new CTEC-2 engine).
More Than Good Enuff The Polaris kids could have stopped there and called it good enuff…but clearly the goal at Polaris is to no longer be content at just being in the game. When the Fusion hit the ground with a resounding thud, not heard since the Comet nearly deep-sixed the company back in 1964, the Polaris snowmobile division was forced to hit the reset button, relearning to walk before running once again. With the company experiencing unprecedented success in their off-road division, it appears the snowmobile division is ready to run, and run hard, in hopes of regaining the leadership title they held for so long during the 1990s.
Polaris claims most riders simply don’t like the overly planted feel of the Ski-Doo XS design, and believes the AXYS will deliver a better overall ride in terms of accurate cornering and a light front end. While we will have to see what fruit the AXYS will bear after a season of riding, it’s hard to argue against the positive corner virtues of the class leading Ski-Doo.
To get there, the AXYS has brought a long list of bonus items to the party this year, which by the way is the 60th anniversary for big P. From an all-new left hand control block and radial style
The view of the Pro-S equipped AXYS shows the lower ride height associated with the shorter stroke shocks and softer spring rates. Don’t let your ego decide for you here… the S has more suspension than most riders will ever need, and the much-improved handling will have you smoking any Pro-X buggies in your group with relative ease when the trail gets twisty. 62
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master cylinder, to wider and longer running boards and a new level of fit and finish that is frankly, the best we’ve seen on a Polaris snowmobile…ever. But more than fancy buttons and smooth
We get giddy thinking about the future potential of the new Polaris LCD Bluetooth gauges system. Our initial tinkering with the system showed its potential, but it will need to have true, two-way smart phone communication and a much larger screen to be truly effective. This is the kind of stuff that can really make other brand owners take a look at Polaris, and potentially make the switch.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
and sexy lines, the AXYS marks a return to what drove Polaris to the leadership role in the first place…performance. Now we’re not about to simply hand over a sled of the year honor, or profess the new sled to be another game changer or paradigm shift before we log some serious real world miles on it, (we can let the other mags fall over themselves to do that) but the pure specs and initial ride impressions have been impressive. First, the new platform is lighter; 38pounds lighter, with a good chunk of that coming from the rear suspension (13pounds, which previously was the heaviest suspension in the performance class). Factor this reduced weight with a more efficient suspension and a quicker revving motor, and Polaris is telling us that this sled is going to be a rocket ship in terms of acceleration (Polaris claims a 15% improvement in power-to-weight ratio). Now remember, the Rush was no rocket; in fact, the simplistic Indy model was often quicker and faster, so a significant improvement should not be that unexpected. Yet, the new sled feels quick and we couldn’t help but feel the sled was more responsive in nearly every key attribute. The new AXYS also sports improved wind protection; killer LED lighting (the first OEM to offer this kind of high intensity lighting standard from the factory); and if you opt for a 60th anniversary model, a sweet ass LCD gauge that is loaded with functionality and Bluetooth capabilities, allowing it to synch with your smart phone. Polaris tells us the system won’t have all the bells and whistles yet, but developers are working on future upgrades that will eventually have your phone and sled talking to one another like old pals. Now that is next level stuff.
We were disappointed to see Polaris make the switch to the new Hayes Radial mounted master cylinder. While it works far better on the traditional jackshaft mounted rotor system found on the AXYS, it still lacks feel, and the oversized handles look like something straight off a farm implement.
Pat's Verdict If you’ve read OSM and my rants for the past few years, you already know I was never a big fan of the Rush platform. Maybe I was expecting too much? The sled simply never lived up to the hype, and when compared to others, (especially the Ski-Doo XP chassis) its shortcomings became more apparent. To be honest, I really wanted the Rush to be a true “game changer”. After all, I was working for Polaris while the Rush was under development, and my early experiences with the sled were amazing. But as I alluded to earlier in this article, the end result was nowhere near what I had ridden early on, or what the market noise proclaimed it to be. With that in mind, I went into the AXYS platform with an open mind and high hopes. On paper, the AXYS had addressed every quip and nag I had with the Rush, and then some. The new Polaris comes to market with two distinctly different calibrations; the Pro X and the Pro S. The X, as the name implies is designed for the go fast, big bump, I ride standing up and have you seen my bar riser crowd. It looks the part with its tall stance, additional 1.5-inches of shock stroke up front, and ultra aggressive track outback. Yet the ride quality was bad, real bad. I know what you’re thinking…I rode it like a Sally. While I’m not going to self-profess my riding skills, this much is true…the Pro X is built for the onepercenters…maybe less. The higher center of gravity, excessive body roll, firm spring rates, and excessive side-bite of the
Avoiding piston failures was a big target for the new 800 HO engine. Part of the solution are these new, dual ring pistons with groves cut into the exhaust side to aid in lubrication.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
AXYS OF TERROR: THE NEXT GENERATION RUSH
runner about 4-inches, and then hold it as you power out. Above all, the sled was smooth, like the top of your Grandpa’s hairless head smooth. You just wanted to keep pouring the coals to the new Liberty and see where the trail took you. Is it a game changer, a next level sled, a bar raiser? Probably not, but for certain, some of the technology introduced on the AXYS will prompt other makers to follow suit. However, the new AXYS is an incredibly competent snowmobile, and a huge step forward from the Pro-Ride.
Rich's Verdict
tall lug track combined to virtually eliminate any goodness that the new AXYS platform was intended to bring to the party. Remember the first year Nytro? Yeah you get the idea. Then I threw a leg over the Pro-S and things changed…I mean they really changed. Forget all the shortcomings of the Rush…the AXYS Pro-S has erased them (at least most of them). Steering effort was light and way predictable, and the new 800 motor was whisper quiet and pulled like a mule. Ride quality was
good, but we never really had a chance to sample the sled on a multitude of trail conditions or deep craters on a single ride. When the trails became ugly, event organizers had the groomers out, but on smooth top and typical chatter, we never had to make an adjustment - the front was planted, although not Ski-Doo XP, corner carving planted. The AXYS will still lift an inside ski, but not with the unpredictable lurch found with the ProRide. Drive deep into a corner and apex hard, and the Pro-S will lift the inside
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Reviewing the video while in the Polaris Tech session, and completing the walk around the new AXYS platform would be enough to make any snowmobiler excited. Lighter; faster; better handling; adequate wind protection; the Mack-Daddy of all gauges; and finally, some storage. Polaris offered two different types of dressings for the new AXYS; the Pro X and the Pro S. At my first opportunity to ride the new AXYS platform, I jumped on the ‘X’. I mean, why wouldn’t I? Growing up in the late 80’s and early 90’s, X meant superiority. Your automatic assumption is if you ride hard on whooped-up trails and mogul filled ditches for hundreds of miles at a time, you need an ‘X’ model…duh! Houston we have a problem. I rode just five minutes and I had to stop…the ‘X’ wasn’t for me. The only thing I could compare this ride to was steer wrestling, and I’m no cowboy! It was an uncomfortable experience for me; as if I was trying to wrestle a small beast that didn’t want to go down to the
Factory LED lighting…this kind of technology will be seen on practically every buggy in a few years.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
ground and have three legs tied. We softened and changed the suspension settings throughout the ride. I didn’t need the extra 3.5” of bar riser, even though I often ride standing up… just ask me. Since corners on the trails don’t have banks, riders require some body English, which the AXYS is designed for. The additional 1.5-inches or travel up front, over the Pro-S is awesome for crushing 3’ to 4’ moguls at race speeds for 200 miles, with the occasional 40’ double on the trail. Oh, you don’t have trails like that you say…and your trails have corners? Really? To back up, the manufacturers have spent years, successfully brainwashing us that ‘X’ is the absolute best. But how do you know if you really need one? Does the dealership have an ‘X’ measuring tool, or is it an affordability check? I thought I was an ‘X’ type rider, until now. Sorry to be the dream killer guys, but you need to re-evaluate your current situation.
After coming to the realization that I’m not as much of an Pro X type that I thought I was, I got on the Pro-S and…Yahtzee! Now this is the model they were discussing on the tape in the tech trailer. Coming into corners, I felt I was in control, diving deeper than I could on my ’14 Rush at home. When coming out of corners, it reminded me of growing up on my ’89 Indy, with the controlled inside ski lift. It skimmed all the chatter bumps and the occasional whooped side trails. It soaked it all up, allowing me to accelerate, transferring the weight to the back, just like the tape said it would. When I stopped, I took my hat and water bottle out of the new storage compartment. I was nice and warm, I wasn’t tired like a bullfighter, and I played with the new gauges and waited for the group to catch up. I’m officially an ‘S’ rider, which I’ve concluded doesn’t stand for “Senior”, but rather “Superiority”. ✪
One of the key differences between the rush of old and the AXYS of new can be seen here. The old design forced the exhaust to bend up and over the front bulkhead casting. The new system allows the exhaust to flow straight from the cylinders forward for improved flow and more power.
For more information: Dealer Program Available 218-334-3388 info@composit-usa.com composit-tracks.com TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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HERO Ride
We Celebrate the Arrival of Arctic Cat’s Homegrown C-TEC2 Engine with a Plant-to-Plant Ride
Story: Pat Bourgeois Photos: Pat Bourgeois & John Sandberg
T
his past winter, our pal John Sandberg from ArcticInsider.com asked if I wanted to join him and a few pals on a mid-week ride to Thief River Falls. Of course the idea of John traveling to the home of Arctic Cat’s primary manufacturing plant was nothing out of the ordinary, given his relationship with the company, but this ride was different. It was a two-day snowmobile trip traveling from Arctic Cat’s engine facility in St. Cloud, Minn., to the company’s hometown, with each of us riding the new 6000 El Tigre.
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HERO RIDE: WE CELEBRATE THE ARRIVAL OF ARCTIC CAT’S HOMEGROWN C-TEC2 ENGINE WITH A PLANT-TO-PLANT RIDE
Last season, Arctic Cat was in the middle of the first winter on snow for their in-house developed and manufactured two-stroke snowmobile engine, the 6000 Series C-TEC2. That first season in consumer’s hands is an important one, as the reputation surrounding the new engine would be literally set in stone by
those who logged the miles. As journalists, John and I deemed the ride needed a name, and thus HERO became an acronym for “Honor the Engine Ride Odyssey”. A little corny…maybe, but we were riding, it was mid-week, and a recent storm had spread fresh across a good chunk of the state. The two-day trip
would cover just over 420-miles, and as was the case for much of last winter, we rode in bitter cold temperatures that rarely moved the mercury above -15 Fahrenheit. What’s more, we had no ride plan, no support vehicle, just a departure point, a destination, and a few planned photo stops along the way.
The ride crew met bright and early at the St. Cloud engine manufacturing facility. Before we departed, we received a brief glimpse inside the plant where the line was just cranking up for the day. With pallets of ATV and UTV engines stacked inside, we were stoked to find the very first Series 6000 C-TEC2 engine rolled out and waiting for our arrival. Not wanting to jinx our ride before it started, we gave props to the engine we were about to honor with a photo letting the cast aluminum twin know who was number one in our book. Pictured from left to right: Tom Rowland of Thomas Sno Sports; myself; Mike Baker, Service Tech and Trainer at Arctic Cat; and John Sandberg of ArcticInsider.
It was cold, damn cold as we prepared to leave the engine plant. Temps had yet to crest -25 Fahrenheit, and we layered up for a day of unknowns. To shield ourselves from the cold, we packed big windows, gauntlets, and layers…lots of layers.
With the sun to our right, we headed north with Sandberg as our guide. The trails in this part of Minnesota run a north-south line that separates the prairie to the west and forested cover to the east. Wanting to stay close to the wind protection served up by wooded trails, our first trail junction tested John’s navigational skills.
Using a complex series of dances, snow drawings, and a round of paper, scissors, rock, John’s first turn was 180degrees off track, sending us towards the Dakotas and the open prairie of wind whipped fields. At the next junction we resorted to more traditional means of route planning and we were back on the right track, with John demoted to tail gunner. 68
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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HERO RIDE: WE CELEBRATE THE ARRIVAL OF ARCTIC CAT’S HOMEGROWN C-TEC2 ENGINE WITH A PLANT-TO-PLANT RIDE
Like most trails across the snowbelt, our route took us through several small towns, where communities not just welcome snowmobiles, but serve up routes directly through the heart of town, instead of around it. Here, we cut through Main Street in Melrose, Minnesota.
Despite lots of layers, the bite of last winter was still recognizable as day one wore on. I found a secondary use of the ProCross rear heat exchanger…bun warmer.
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320-354-4874 Email: eckhoffs@tds.net 3330 County Road 40 N.E. New London, MN. 56273 Hours: M-F 9-5pm • Daily UPS Shipping 70
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Minnesota was blasted with an amazing winter last year, and when the winds blow across the open expanses on the western edge of the state, it creates these amazing snowscapes. Here, we were 100-miles into day one… another 100-plus still to go.
The day prior to our departure, we were hit with another winter storm, followed by strong winds. It was near perfect (or imperfect depending upon your trail preference) timing for us. We experienced vast stretches of wind-filled trails that gave us a taste of western boondocking versus Midwestern trail riding. It created a one-of-kind surreal experience as we searched for trail markers, busted massive drifts, and got stuck…plenty!
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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HERO RIDE: WE CELEBRATE THE ARRIVAL OF ARCTIC CAT’S HOMEGROWN C-TEC2 ENGINE WITH A PLANT-TO-PLANT RIDE
On a fuel stop near the end of day one, we came across this thirsty individual from California. He was dumbfounded that people were actually outside “enjoying” the day in the sub-zero temperatures. I immediately noticed that he did have good taste though, picking up a 12-pack of locally brewed Grain Belt, “The Big Friendly”.
With the last whispers of sun glimmering on the horizon, we broke trail south of Park Rapids.
There are a lot of goofy town names in Minnesota…this one is named after our trip leader and organizer.
With more than 200-miles under out belts and darkness upon us, we were tired and hungry. Like a Siren on the horizon, the warm glow of the Cottage House Café in Menahga, Minnesota lured us in. The folks were friendly, the warmth of the kitchen soothed our chilled bones and the food was rock solid. We scanned the maps for a place to rest our heads and decided upon Park Rapids, just 20-miles of classic Minnesota ditch-line away.
To this point in the season, each of us had positive experiences with the new C-TEC2 motor. When morning greeted us with -29 Fahrenheit temperatures, our satisfaction increased once again, as all four buggies fired of with nary a hiccup, and rumbled to life in the polar vortex chill.
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Not all the trails were windswept; we encountered an equal number that were freshly groomed and tabletop smooth, often making first tracks. Before heading due north, we veered back east for two photo stops. The trails in and around the Mississippi headwaters are first class and wind through some of the most beautiful terrain in the state.
Groomers sliced through the drifts during the overnight hours, giving us a chance to show you how vertically challenged Tom and John really are.
The headwaters area of the mighty Mississippi has many roadside attractions including several statues of Paul Bunyan. This being a saddlebag trip, we packed light, leaving the pit-stick at home, forcing us to air-dry our sweat whenever we stopped.
We are always amazed at just how mature and extensive the snowmobile trail system is across North America. Thousands of clubs and tens-of thousands of volunteers have created and continue to maintain this amazing network of trails, allowing us to ride directly to incredible destinations. We place a note in a bottle destined for Havana, Cuba for a few boxes of cigars. We figure the bottle should arrive there sometime this fall. We are waiting with Bourbon and lighters ready.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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HERO RIDE: WE CELEBRATE THE ARRIVAL OF ARCTIC CAT’S HOMEGROWN C-TEC2 ENGINE WITH A PLANT-TO-PLANT RIDE
After his first navigational faux pas on day one, John continued to struggle with decision making on the trip.
Candy bars, coffee, and candy cigarettes… clean, healthy living.
The final push to Thief River Falls took us down the very ditch-lines that Arctic Cat snowmobiles have been tested on for the past 50-plus years.
The last and most important city limits sign on our list. We arrived with time to have one more candy smoke break.
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It was a total of 423 miles from door-to-door, and we made it with nary a glitch (I did have my riser blocks loosen on day-one, but I think it was caused by a header the sled took on a previous ride). By the time the season was over, each of us logged well over 2,000 miles on our C-TEC2 600 powered sleds, and we each experienced near flawless performance…a testament to the development and testing that Arctic Cat employed while developing this engine. At the end of the ride, both John and Mike calculated their fuel economy and oil consumption. According to their Minnesota math, we averaged 12-mpg, which computed to an oil consumption ratio between 75:1 to 90:1… an insane ratio when you consider the temperatures and our often heavy throttle thumbs.
Our (OSM) personal experience with the C-TEC2 engine last year would rank overall as a winner. We averaged 11.2 miles per gallon for the season, and our oil consumption average ratio was 70.2:1. We changed our first belt at 1,700 miles, and lost the secondary bolt and adjuster shim twice, as it backed out after the belt change and again after a subsequent adjustment the following day (we now always carry a spare bolt with thread locker applied and adjuster bushing). The only other hiccup was just that, an engine hiccup that would occur at or around 5,000rpms while blipping the throttle. It never created a serious issue, but it did stay with us through the entire season.
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ORDER NOW! BITEHARDER.COM TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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C?TEC2 DEVELOPMENT
Donn Eide is one of the primary men responsible at Arctic Cat for the design, development and testing of the Series 6000 C-TEC2 engine. After we completed our HERO ride, On Snow Magazine caught up with Donn to gain a little more insight to the engine that is sure to be the backbone of Arctic’s future two-stroke snowmobile engine platform for years to come. Give us just a taste of the back-story on the development of the C-TEC2 6000 engine. When did you get the green light to start development, and what were your early project targets? In early 2010, the idea of building our own 2-stroke engines was proposed and shortly after, the green light was given to assemble the necessary engineering staff and begin initial designs and prototypes. The project target called for a 600cc engine, similar to the current 6000 R SnoCross race engine, but it had to outperform the competition while meeting EPA Tier 3 emission regulations. The timeline had the engine scheduled for production for 2014 model year sleds. One could say that the direction or future of snowmobile engine development over the past 15-years has been somewhat of a moving target for the industry. A shrinking market and the unknown direction of the EPA and future emissions targets has made it difficult to simply put a stake in the ground and invest millions into a particular engine or direction. What factors came into play that allowed you (Arctic Cat) to make the decision to invest heavily in two-strokes? I think the biggest factor was that prior to the decision to move forward with the C-TEC2 engine, we had been developing the Dual-Stage-Injection (DSI) System, and saw that it could be used on high output race engines and still meet the newer emission regulations. So we knew early on that we could build an engine using technologies we were already familiar with, that would meet future emission requirements. At the same time, we knew an engine of this design would offer great fuel economy. First year engines have historically been a huge challenge for any snowmobile manufacturer. The C-TEC2 6000 however, appeared to be a homerun right out of the gate. Tell us a bit about the steps Arctic Cat took to make that happen? We knew that Arctic Cat had to hit a homerun and establish consumer confidence out of the gate with this engine. We set some pretty tall goals early on in the project and we were determined to meet them. We knew our current Suzuki engines were leaders in quality and durability, so we had to stay focused on that as well. We made it a point to include all departments early on in the project, from Quality, Procurement and Manufacturing, they all had a seat at the table. We then set
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Donn Eide (far left) along with Greg Spaulding are two of the key powertrain engineers responsible for the design and development of the C-TEC2 engine. They were joined by St. Cloud plant manager Steve Schwartz and Assistant Plant Manager Scott Doyel during our visit.
out to research and find the best parts suppliers who offered both quality parts, but also backed it up with support. Another thing that is often overlooked at Arctic Cat is that we have a state-of-the-art engine facility in St. Cloud. Arctic invested considerably in developing this facility, and we have the know-how and manufacturing capabilities to build the best engines in the industry. Most importantly, we really focused on attention to detail. We kept the engine development team focused and on top of all phases of the project from beginning to end. Everyone saw his or her part of the process through till the end, when the engine was rolling down the assembly line. It was believed that in order to make a two-stroke “clean” for potential future EPA emission limits, that a form of direct injection was needed. You have to feel pretty damn good about how you (Arctic Cat) didn’t need the expense or the complexity of a direct injection system to develop a “clean” engine. You and the other folks involved appeared damn proud when you first showed us this engine. (Elaborate please) A lot of people probably don’t realize it, but we have experience with direct injection technology, going back to the 1990s and our personal watercraft (Tigersharks). We had prototyped similar, direct injection technology in our snowmobiles but found them to be complex, costly and too heavy for snowmobile use. Around 2006, snowmobile regulations started increasing and we already had our well known lightweight batteryless EFI system. We wanted to stick with the benefits of our lightweight EFI system and meet regulations, so we moved the fuel injector from the throttle body closer to the combustion chamber. This may sound easy and straightforward, but there were a lot challenges. The position of the injector and the use of the slot in the side of the piston were very crucial to the success of the C-TEC2 system. A lot has already been said about the goodness of this motor - especially the durability, fuel efficiency, and its minimal oil usage. What are a few other things you wish more consumers knew about this engine that has perhaps been glossed over in its first year? Arctic Cat takes great pride in the fact that the 600 C-TEC2 engine is the lightest in its class and still doesn’t require a battery. We are also proud of the fact that with the DSI System, the engine has very good fuel trapping, and the returnless fuel rail allows us to inject fuel/oil in, around and under the piston for maximum cooling and lubrication. We recently introduced our 2015 cross-country race sled (ZR 6000 R XC) at Haydays, and it uses the C-TEC2 engine. I think that says a lot about our confidence in the power and durability of this engine. We believe in racing what we build for customers, so it will be fun to watch guys like Brian Dick compete with this new race sled in the (USXC) I-500 and other cross-country races this season.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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SHOP HUSTLE
Insight and Opinions on Our Latest Shop Escapades
Mystik Oil
Good Enough for Levi…Good Enuff for Us
We poured Mystik full-synthetic oil into our fleet of sleds all last winter. Even on mornings where the temperature neared -30 Fahrenheit, it flowed smooth. The kids at Mystik also sent us a box of their lo-temp extreme grease, which we put to good use keeping suspension components operating freely.
Want to get a good discussion going at your local watering hole this winter? Bring up the topic of twostroke oil for your favorite winter passion, and you’re beer will runneth over with opinions. Claims of improved performance, never fail run quality, voided warranties and getting more chicks have been used by big oil for as long as two-strokes have been huffing smoke and coughing back on our one-piece snow suits. While some claims are legit, there’s a lot of politics and slick talking poured into the mix. A lot of the “noise” in the snowmobile lubrication business is created by the ongoing battle between manufacturer-blended oil, which is “approved” by your favorite sled maker of choice, and the aftermarket oil makers. Each has a tendency to make big claims in an effort to win you over and pour their elixir into your favorite buggy. This past winter Mystik Lubricants, one of those big name aftermarket oil blenders (Mystik is owned by CITGO) that resurfaced in the snowmobile industry with vigor as of late, sent us a few cases of their highly touted synthetic oil. Now we will be the first ones to tell you, we know little about oil, other than its slippery, can smell just
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dreamy, and has gotten damn expensive. We also know the manufacturers spend big money in working closely with their exclusive blender to develop what they feel is the perfect oil for a given application. For example, the new CTEC-2 engine with its unique fuel injection system and electronic oil pump, absolutely sips oil and given the ultra tight tolerances of this engine, Arctic Cat engineers spent a considerable amount of resources developing oil for the CTEC-2 engine. The same can be said for the Ski-Doo ETEC or Polaris Cleanfire mills. However, we also know snowmobilers often make their purchase decision based on three factors – price, availability, and brand awareness. Mystik often trumps OEM offerings on all three accounts, and with a price tag that is nearly $10 cheaper a gallon than a manufacturer labeled lube, an oil like Mystik often gets the nod. We used Mystik almost exclusively last winter in our fleet of buggies at the OSM shop on both sides of the border. With some sleds exceeding 3,000 miles, combined with a winter that was bitterly cold, (we rode on more than one occasion with temperatures below -25 Fahrenheit) we never had an issue…none. That’s good enough for us.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
SHOP HUSTLE
Insight and Opinions on Our Latest Shop Escapades
Split Rail Skis The Split Rail ski is perhaps the most interesting ski design on the market…maybe ever. The unusual independent, dual runner design was developed by Rob Wrightman, one of those genius, eccentric type designers that was driven to find a different, and hopefully better way to address a design that has changed little over the past forty years. The idea behind the Split Rail is two-fold; hence what Wrightman calls “Dual Axis Technology”. First is the skis dual keel design, allowing each to operate nearly independent of each other. Without a traditional spindle and saddle design at the middle of the ski, the keels are only connected at the very front, allowing the trailing keel to flex and move independently of each other. The theory here is to allow the ski to better conform to the trail. The second element or “axis” comes into play, largely while cornering forces are at play. Since each keel is narrow and mounted independently of the other on the specially designed Split Rail spindle, (which is required and is sold as part of the package) each can also adjust in a vertical plane. This is especially important while cornering. When a turn is initiated, the outside of a traditional ski rotates in an arc, thereby lifting the outer edge of the ski, and subsequently rotating the biting edge of the carbide away from its ideal cutting edge. With the dual, independent keel design, this unwanted geometry is less severe, theoretically keeping a more aggressive “biting edge” of the carbide in contact with the trail.
Best Got Better To be honest, we had our doubts that the Split Rail set-up would dramatically alter the handling traits of our Ski-Doo. We have few, if any complaints with the MXZ-X, as it was already our corner carver of choice last winter. But we were surprised by the amount of reduced darting, near effortless steering, and added control the Split Rail delivered. The improvement was slight on hard pack, frozen trails, but increased significantly when we sampled them again during our late spring rides. Under these conditions, the soft snow has a tendency to “pack-up” adjacent to the keel or between a traditional dual runner design. The open design of the Split Rail eliminates this negative trait and the set-up delivered remarkable control and confidence. With a significant price tag, added weight and less than good looks, the Split Rail isn’t for everyone. But if money and good looks factor little in your decision and function trumps form, then the Spit Rail set-up is your ticket.
Off with the old shoes and on with the new - due to the unique dual keel design of the Split Rail, a specially designed spindle is required…no matter your buggy of choice. Obviously, this adds to the cost of the conversion, and requires a bit more shop time to make the switch.
On some of today’s modern sleds, the spindle is often “taperfit” onto the ball joint. To remove it, we employed a “picklefork” and used extra care so as to not damage the rubber boot. You can also visit your local auto store or Sears, and pick yourself up a handy ball-joint tool, (see inset photo) which will do the job quickly and without damage to the boot or fancy powder coat on your stock spindle.
We always like to pay close attention to the amount of unsprung weight there is on any snowmobile (weight not supported by the suspension). The Split Rail combination adds 5-pounds per side, (with wear bars) compared to the stock ski and spindle combination found on the Ski-Doo. That’s 10pounds of additional weight hanging below the shocks.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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We spend a lot of time behind the wheel, riding shotgun, or if you are really lucky, in the backseat in some kind of nest you made to sleep your way to the trailhead. For years we have been finding unique foods, sauces, and strange concoctions that we can’t help but purchase and bring home to share. In some weird way, it’s fun to be talking about the adventure of snowmobiling, well after the actual ride happened. Sometimes our finds are damn scary; nobody needs to talk about or try the pickled pork tongues from Quebec. But for the most part, we like the small, local stuff that we buy, all in the name of supporting the “local business”. Here’s a fresh look at our latest Road Warrior treats.
Stanley’s Famous Pit Bar-B-Q Sauce Chances are you won’t be loading up the buggies and making a trek south to Tyler, Texas anytime soon, but don’t let that hold you back from calling up the kids in the small southern Texas town of Stanley to order a few bottles of this sauce. If you’ve never had authentic Texas style barbeque, or even their sauce for that matter, here’s what you should know; This isn’t your sugar heavy, super thick, syrup type stuff you find in the northland or your local grocery store. Nope, the kids in Texas do things a bit differently and it starts with the sauce. The sauce is thin and tart, flavored with vinegar, chili powder, tomato sauce and host of “secret” seasonings. It perfect for dipping, drizzling, dunking, and on a rare occasion drinking. Yeah, the stuff is that good! The Tyler Texas pit has been a family BBQ joint since 1959 and was recently named one of the best BBQ Joints in the world…boom now you gotta try it. To get a bottle of the goodness, contact the good folks at Stanley’s BBQ by visiting their website at stanleysfamous.com and tell them two well fed souls from OSM sent you.
Bad Byron’s BUTT RUB Barbeque Seasoning While we were on tour at Snow Bash just north of Utica, New York, earlier this Fall, we came across this gem of the Q. The OSM booth was set up right next the Butt Rub man, while we were afraid of him in the beginning and his sales pitch, “A little Butt Rub makes everything better”. Until he began rolling out different types of smoked meat for us to sample. The Rub was created by a graduate of the Culinary Institute of America named Byron Chism, in Seagrove Beach, Florida back in ’97. Winning multiple awards over it’s 17 year run. While we don’t know the actual measurements of all the spices in the bottle we do know that there is smoked jalapeno, paprika and chipotle powder and no MSG or sugar in the bottle. After our $15 purchase we’ve tried our Butt Rub on the usual, pork products in the smoker but moved to the tradition Q with burgers and then over to the breakfast table. Yup we’ve started using it on eggs and potatoes it’s that good. One thing is for sure, don’t be shy, “A little Butt Rub makes everything better”. 877-buttrub or buttrub.com
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
TEAR DOWN
TIME FOR PLAN B BY GOODWOOD & BEERSTEIN
If you squint ya might see the first inklings of a sink hole…or is that a game of beer pong?
Me and Beerstein went on a little fishing trip down by the river the other day. If you’ve ever been fishin' on the river, then you know two things for sure you never know what you’re going to catch, and ol’ Beerstein’s cooler will be full of tall cold ones. That reminds me; it seems that back in the day, hopping up your sled was a whole lot simpler. We used to mess with some clutch weights, or maybe swap out some springs, and if you were real daring or good at tuning, you got yourself some tuned pipes. Ever notice that no one runs pipes anymore? Well, for one thing they’re loud, and those DNR guys don’t take too kindly to loud pipes. One of them gave Beerstein a 82
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ticket once for his old triple-triple RXL, but that thing always did have more bark than bite. Pipe buildin’?... well, around here that’s what we call a black art. Ask anyone who messes with engines, even one of those big name engine builders in the city, and you’re liable to get a different answer on what works every time. When it comes down to it, pipes are all about timing. You want that exhaust movin’ at just the right velocity, (that’s some fancy term those city folk use) so it pulls in the next dose of fuel just right. And you want that balanced with your engine pulses. And boy, let me tell you, when you hit the sweet spot you can really make that thing sing.
Now, even though things ain’t like they used to be, we still like building sleds, so me and Beerstein like to hit the big swap meets. A couple of weeks back, we hit that Haydays thing. Now, this is supposed to be the biggest snowmobile shindig on the whole planet, and it dang sure has a lot of snowmobile people there. Heck, if a big sinkhole opened up there about mid-day, there probably wouldn’t be any snowmobilers left anymore…but that’s beside the point. On a side note, it seems fitting that the biggest snowmobile shindig takes place in an empty field, somewhere in the middle of nowhere. Isn’t that where most snowmobile gatherings take place? You
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
never see anyone stopped and talkin’, smack in the ditch along some busy highway, do ya? I mean, ever since the first sleds hit the snow, people have been using them to get away. Heck, sometimes they even used them to actually get somewhere, but what’s the fun in that? Most times when me and Beerstein ride, we drive our group crazy because we never look at those trail maps. Nope, the trails gonna take you where it’s gonna take you, and you just hope there’s a gas stop along the way. Now, it may come as a shock to all of our readers, but Beerstein and me like riding in the middle of nowheres. In fact, some of our favorite places are in the middle of nowheres. This keeps the riffraff out, according to Beerstein. So we go to this Haydays thing, looking for hop-up parts for some of our old iron. Some people selling wristbands at the gate told us it was the biggest powersports swap meet on the planet. That’s nice and all, but I tell you what, we pretty much walked the whole thing, and do you think anyone would have cylinders for my Yukon King? That’s a big heck-no! Snowmobilers are kind of a follow-thepack group. I mean, after all, we spend most of our time riding trails in groups, or trying to high mark our buddies on the same hill all day. And you take that whole racing scene - most of those guys are following some guy out front, on a sled that’s all stickered up with one of those crazy energy drinks that all the kids are chuggin’ these days. That’s how it goes at these swaps too. One guy brings the kitchen sink, leftover from his mom and dad’s home reno, and pretty soon, half these guys are selling pink flamingos and all kinds of other stuff you normally see at one of those yuppie antique garage sales.
Beerstein‌he’s got pipes‌lots of pipes, and not just the kind that produce that funny smoke. Claims he’s gonna build some kind of go fast lake rocket with ‘em‌ but just like pipes‌with Beerstein, it’s all about timing.
See, that’s the thing with snowmobiling. Where the pack goes, everyone goes. Me and Beerstein, we’ve seen events like this come and go over the years. Used to be, back in the day you could hardly find a spot to stand on the hill at some of them big-time oval races. And yup, we even hit up some of the snocross races not too long ago, and barely made it out of there with our wallets. It’s like them pipes I talked about; it’s all about timing and these events, well, sometimes they hit their timing just right. That’s the black art of it all. Sure, maybe it’s hard work and just doin’ things right, or maybe it’s just luck. But I
tell you what, ain’t no pipe gonna hold ‘er in the sweet spot forever, cuz things change and then she all goes downhill. We’re not getting any younger, but me and Beerstein can still bring some heat when we ride. ‘Ol Beerstein; he’s smart sometimes, and he always says, “You gotta have a Plan B.� Now, there’s a lot of truth to that, even when you’re out riding the trails. You come up on a bad corner too fast? Plan B. New-fangled machine breaks down late some night? Plan B. And if a sinkhole opens up under your big-time industry event? Well, you gotta have a Plan B.
Mtn M tn Ta Tamer amer Mt Rear Suspension "! ! ! ! " ! !
613-489-5297 jawsperformance.com
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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' UP N I R GEA
s ’ r e buyguide
We’re so close, it’s almost here. Based on all reports, this winter is going to be Legen…wait for it…Dary! Yes we just quoted Barney Stinson, and we are totally ok with it. If you are anything like us at OSM, the next few months is the time you will start to compile the gear, see what you have, and start working on your, “Want vs Need” list for this season. To be honest, there is no shame if you have completely geared up from Helmet to Boot and stood in front of the mirror to admire yourself…for testing purposes only. However, if we find out you took a Selfie of that moment, we will ask you promptly to hand in your man card. You will not be needing that anymore. To follow is a bunch of gear we think you need to know about to help you build your gear chest for this season.
X1 CARBON HELMET
Comfort is key when it comes to your noodle protector. The X1 from FXR is the first of their helmets to use 3 shell sizes, which makes this bad boy really comfortable. Next on the list of check marks for a helmet is air-flow. The X1 was designed with an adjustable, aerodynamic hi-flow visor, which offers up the roost protection you are enviably going to get when you ride with your buddies. Finally ‘looks’ is a factor; even if you say it isn’t, we know you’re lying. That being said; the X1 has some pretty slick graphics and colors available. So if a new helmet is on the wish list this season, the X1 is offering up some pretty compelling reasons to have a look at it. www.fxrracing.com
POWER PACK JUMP STARTER
Do you want to feel like you have a plutonium rod in your pocket? This pocket sized Power Pack claims it will start a car, truck, sled or ATV up to 30 times on a single charge. Think about that for a second. You charge this bad boy once, then stick it in your pocket, or store it in your sled, and you’re rolling with some pretty big power. Not only will it jump start your vehicle, it also has 3 on-board Power Ports; 19v for laptops, 12v for all 12V accessories, and a 5v USB with a 2A output for charging phones, cameras, iPads, and more. You have to admit that is some pretty big power for such a small package. We think it has a Flux Capacitor in it. For more info see your local Gamma Dealer: www.wps-inc.com
WASPCAM GIDEON
WASPcam hit the market strong and continues to bring new products to the table. New for this year is the WASPcam Gideon and is being toted as their Premium Camera Model. Anyone who has used a POV camera mounted to the helmet knows the pressure of trying to get camera set up and recording before your buddies take off. With the new remote wristwatch remote, setting up the shot and controlling the cameral is as easy as pushing a few buttons on your wrist. Once paired, the watch can be switched to live view to see exactly what the camera is seeing as well as a record button to easy switch the camera on and off. One down side, the wristwatch is a wristwatch. No more excuses for showing up hours late after a day of riding and using the excuse… “but babe, I didn’t have a watch”. Stay tuned as we at OSM have one of these and will be using it this winter. Available at www.waspcam.com
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
X-CROSS BOOT
Boots are a big part of your gear ensemble. Let us ask you a few questions: A) Have you ever put your feet in plastic bags during a snowmobile trip? B) Do you use any form of Duct Tape (does not matter the color) anywhere on your boots? C) Have you ever muttered to yourself on the trail, “Holy Crap my toes are cold”?) or D) When the day is over, do your toes burn so bad that a single tear has dropped? If you have answered yes to any of the above, we hate to break it to you, but you need a new pair of boots! The X-Cross from FXR is a boot that is compact and narrow, and thick and warm. As the name mentions, the X-Cross is all around perfect boot for all-terrain use. They are easy to walk in and offer maximum traction. New this year is the High Vis color option that has gotten big LCV (look cool value) points from us. www.fxrracing.com
TITLE GLOVES
Gloves are an integral part of your gear. Sometimes the last thing to be thought about, but if you have a crap pair it will ruin your day. Depending on your riding style and how aggressive you are on those grips, finding the balance between warmth and function is as hard as finding the right thing to say when your lady asks, “do these jeans make me look fat?” The Title Gloves from FLY are designed with Motocross styling in mind but has a light insulation layer for cold weather riding. They are waterproof, windproof and have a breathable membrane. The unique silicone grip on the palm and fingers is what makes these gloves stand out, and we think it’ll be huge benefit for the aggressive rider. Are we saying these are going to keep the digits warm at -30, probably not, however if you have a set of hand guards and heated grips, these maybe worth looking at. www.flyracing.com
LAVALLEE SIGNATURE SKI2
Who doesn’t want to ride like our buddy Levi? The folks at C&A Pro released a limited edition Levi LaVallee signature edition ski. Molded around either the Trail RZ or the Cross XTX ski model, each pair of the Levi Ski2 come custom made and will have varying black and white color patterns that will set you apart from your buddies. While these skis are not likely going to make leap 400-feet, you know you are going to look damn good, whatever you dare to do. Available at www.caproskis.net or www.getlevi.com
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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ADRENALINE JACKET
Ladies you didn’t think we would forget about you, did you? The Adrenaline jacket from FXR is a serious jacket for those thinking it is time for a new one. The Adrenaline has a removable insulated liner, the HydrX™ moisture shield, a ton of vents, and features the flotation F.A.S.T system. A few other cool features are the magnetic front closure, 3M Scotchlite™ reflective inserts and those really awesome lycra cuff extensions. www.fxrracing.com
MOHAWK SKI
MUFFPOT
Our friends over at SLP have taken their technology to the next level. After carful design and precision, they’ve put out the Mohawk Ski. Designed specifically for rider forward chassis, SLP has created a ski that boasts an extremely predictable ride with an aggressive bite and awesome floatation. The Mohawk also has shaped traction edges, a new bottom design and engineered flex pattern. The question we have is; if you own these skis do you need to get that faux Mohawk sticker for your helmet? www.slp.com
We would be doing a major disservice to our readers if we did not feature a Muffpot in our Gearin’ Up Guide. Don’t know what a Muff Pot is? In simple terms, it is a magic box that attaches to your sled pipe and will produce mouth-watering tasty treats to be consumed trail side. Need recipes flip over to Desi and Fluffy’s column ‘MUFF of the Month’ featured in this copy of OSM. Need to know where to by one? Head over to www.muffpot.com
TEAM FX JACKET
If straightforward trail riding is your thing, then the Team FX jacket from FXR should be on your, “need to look at list,” for this season. Designed for warmth and durability, the Team jacket features a removable liner, HydrX™ moisture shield, tons of vents and zippers and waterproof chest vent zippers. So you get it, there are tons of features. Bottom line on this jacket is, it’s going to keep you warm and dry. We noticed FXR added a Titanium color option that we think is a pretty badass look. www.fxrracing.com
GM11
Dual sports helmets are really starting to get popular with the sledders. The GM11 allows you to ride moto style; open face if you like, or if the temps drop too low, the visor is a really nice touch. A few staff members of OSM have worn the GM11 last season, and the best set up we found was to treat this helmet like an open face. That means use a balaclava, no fog, and goggles. Then use the visor as added protection when you hit a lake, rail bed or when the sun goes down. The visor will drop down right over your goggle strap. For this season GMAX is offering more slick colors like Nova Orange and Nova Pink for the ladies, and pre-built electric lens models are now available. For more info see your local Gamma Dealer: www.g-max.com 86
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TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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TWO GREAT SHOWS UNDER ONE ROOF, ALL ON ONE WEEKEND!
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INDUSTRY
411 CVTECH-AAB The life of an engine, no matter how meticulous you are with maintenance and service is limited, after all it is a wear item, and when the miles and hours rack up there comes a point when its time to rebuild the vitals. That’s where a company like CVTech-AAB (Ateller Adrien Bernard) comes to the rescue. Founded in 1966 by Adrien Bernard, the company today has become one of the foremost reconditioners of 2-stroke and 4-stroke engines in North America. Their unique cylinder lining process called Nika-Tech uses a specially formulated process that combines nickel and silicon carbides. The company has grown incredibly over the past 45-plus years, and now includes a continuous variable clutch manufacturing division along with remanufacturing of diesel engines and distribution of related parts for gasoline and diesel engines all across Canada, the United States and parts of Europe. With so much to offer, we had to corral the folks at CVTech-AAB to give us their personal take on the 411 of the company. Q. What was the impetus for starting the company? R. The owners are powersports enthusiasts, and they wanted to look after the needs of other enthusiasts so they could enjoy their favorite sport at a very affordable price.
to our dealers. We also have a warehouse in the United States to service the Midwest. Our products are available at most local dealers, and you can always visit our website (www.cvtech-aab.com) to find a dealer near you.
Q. What is your best selling/most popular product or service? With engine rebuilding our primary business, all of our products are popular but our four most popular products are our crankshafts, replated cylinders, shortblocks and our CVT pulleys, which generate more and more sales year-after-year.
Q. Do you offer any type of warranty or guarantee? Our warranty policy is one of the most generous in the industry! For example, we are the only repair shop to offer a lifetime warranty on replated cylinders. Also, our crankshafts have a full year no fault warranty, where most other crankshafts are covered only 3-months.
Q. What makes your stuff better or different from others providing this service in the industry? We are the only company to offer what we offer complete servicing of reconditioned engines. Our variety of products and services allow us to offer something unique to the industry, and our vast inventory enables us to respond quickly to our customer’s demands.
Q. What new CVTech product or service has you most excited and why? There is great excitement around our CVT pulleys. Our pulleys (Trailblock, Powerblock 50 and Powerblock 80) are popular not only in Canada and the U.S but around the globe for snowmobiles, ATVs, UTVs and SUVs.
Q. How do you test your products? We have a quality control department, based on ISO standards, this allows us to test our products accurately and ensure the highest quality possible. These standards allow us to offer products that are equal or superior in quality to OEM offerings. Q. What’s the best way to purchase your products/services? We have a large dealer network in Canada, we also have distributors that stock our products to ensure quicker shipping 88
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Q. Tell us something about the company that you wish more people knew. We are the only company to offer a FULL service of remanufactured engines (short blocks). No need to go anywhere else for engine repair, CVTech-AAB is a one stop shop when it comes to complete and professional service, with very attractive pricing. Q. What is something you are sure to find inside CV Tech headquarters fridge? Energy drinks and chocolate bars.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
Q. Do you have snowmobile enthusiast on staff? If so, where is their favorite place to ride? Of course, the majority of our staff enjoys snowmobiling and powersports. We ride coast to coast, Canada is a wonderful country and the trails are awesome. Q. What’s next for the company? CVTech-AAB is planning for the next marine season, this summer being a very busy one, we will be working very hard this winter building our inventory for next summer to be able to provide next day service to the marine industry. Also in the very near future, you will be able to enjoy our new interactive web site which should be on line in the next few weeks, stay tuned! Q. In 10 words or less, tell us why someone should do business with CVTech? We have the best products and professional services at the best prices.
IN ADDITION TO CYLINDER RECONDITIONING, THE COMPANY ALSO OFFERS FULL-SERVICE CRANKSHAFT REBUILDS. EACH CRANKSHAFT IS BACKED BY A FULL ONE-YEAR WARRANTY.
THE COMPANY HAS DEVELOPED A PROPRIETARY FORMULA FOR CYLINDER REPLATING CALLED NIKATECH. THE PROCESS WAS DEVELOPED BY A TEAM OF CHEMISTS, METALLURGISTS AND ENGINEERS AND IS COMPRISED OF A BLEND OF NICKEL AND SILICON CARBIDES.
THE TRAILBLOCK IS PART OF A RAPID GROWING CONTINUOUSLY VARIABLE CLUTCHING DIVISION, THAT OFFERS PREMIUM REPLACEMENT CLUTCHES FOR SNOWMOBILES, ATVS, UTVS AND MORE.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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Milt Reimer Owner of FXR Outerwear and Apparel we are launching with Cabela’s USA. We are excited they gave us the opportunity to build the FXR brand with their customers. It really adds a lot of increased exposure for both our brand and the athletes we support…it’s a diverse opportunity that we haven’t had before. I know that racing is an important aspect to your brand, especially with regard to the marketing of the brand. What does the future hold for FXR in that regard? You’re 100% right. The first advertising dollars I ever spent at FXR were racer sponsorships, and it’s still the most important part of our marketing strategy. We’ve partnered with great teams and riders throughout the years, and right now we probably have the strongest team of racers and mountain riders in the industry. We love working with them and we have them testing new products and design concepts for us early in the development process. We get their feedback for improvements and also the affirmation of when we’re getting it right. This season, our race program is in a final phase of development that will launch several new product categories. We’re really excited about the potential and I think the response from our dealer network will verify our efforts. We’re always working hard to improve products and create new sales opportunities. It’s why we race!
For the last couple of years, it seems like your company has been on a rocket ride to success. Has it been as crazy on the inside as it appears on the outside? It’s always been a crazy ride, but in the last few years, we’ve kinda hit the afterburners and have aggressively developed new products, partnered with great athletes and ambassadors, and have found innovative ways of getting our product to the market, which in turn has created opportunity, growth and success in multiple divisions of our organization. Our leadership group is working hard to stay a step ahead. Two years ago we built a new head office here in Winnipeg, and have hired and trained a lot of talented new people. We’ve also increased our capacity and oversight of our Asian supply chain. All of this has doubled our sales over the last two years, and we still anticipate significant growth in the next few, so we couldn’t be happier.
The camouflage clothing that you (FXR) introduced a few years back has been an enormous success. How did that come about and did it exceed your expectations? Yes, it sure did! We’re really enjoying the success of our new “FXR Outdoor” division. The combined strength of FXR and Real Tree® brands creates a highly engaging synergy, and allows us to connect with outdoor customers who love power sports and ride ATVs, snowmobiles, dirt bikes and such. The camo stuff is generating a lot of enthusiasm from our sponsored riders too, which really kind of caught me by surprise. Last year we partnered with Cabela’s Canada and had a lot of success with them. We were both amazed at the customer reaction and how well our products sold. This fall, 90
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Obviously snowmobiles represent a primary market for you and you also have started to develop gear for off-road motorcycles. I know you are an avid on-road motorcyclist too. Any plans in the works to dig into that market? I do ride a lot of moto and street, and use that opportunity to continually test and develop products and ideas. Motocross keeps us connected to the racing scene, and we support a lot of riders through that program. Everyone loves the styles, fit and durability of the products we’ve developed…especially the pants. We hear over and over that they fit better than anything out there, and the durability is two to three times better than any of the leading (motocross) brands. To answer your question though, yes we’re launching a small collection of street and adventure riding apparel in the near future and are really excited about it. History will tell us clothing brands within the snowmobile industry tend to come and go. What is it going to take to ensure FXR stays on top and relevant? By continuing to do the things that brought us success in the first place. First and foremost, our development team works harder than anyone out there, and the proof is found in our new products and styles. Our goal is to continually develop products with fit, function, durability and style that meet and exceed the demands of our customers. We have a strong global dealer network and work hard to develop and deliver quality products that connect with their customers, and generate sales and profits for them. We (FXR) can never settle, we need to also push for something better and find and lead industry trends. It’s an immense challenge, but extremely rewarding. We (FXR) enjoy our work and are very fortunate to have built a brand that brings value, interest and excitement to the snowmobile industry.
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
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FLOAT BOWL PAT BOURGEOIS
WHEN LIMITS PUSH BACK he start of the season for the National Football League has been a rocky one to say the least. The mega-franchise and unquestionably the most popular and most powerful sports organization in the world, has been shaken. First it was the domestic abuse case of Ray Rice, followed by an apparent cover up by the league. Then just as that dust settled, running back Adrian Peterson was accused of child abuse, as he apparently beat a fouryear-old child with a switch. Up until these most recent events, the NFL had been impervious to scandal. From Michael Vick and his dog fighting; to the Minnesota Vikings Love Boat prostitute party; to Bret Farve sexting; to countless drug convictions; illegal gambling allegations; and even murder. Despite all of these “scandals”, the NFL managed to thrive, expanding its fan base and its sponsors. However, the seemingly impenetrable walls of the NFL were crumbled, or at least shaken this past September when fans and perhaps more importantly, corporate America sponsors said enough is enough. In Minnesota, the Vikings were forced to do an about face, after putting a chance to win a game ahead of the right-thing-to-do blew up in their face. The team reinstated Peterson a few days after he was suspended, and that’s when the “you know what” hit the fan. Aside from the tidal wave of disappointment coming from fans, big time sponsors pulled up anchor; in short, telling the ownership to either do the right thing, or the checkbook would be closed. The next day, Peterson was suspended for the season. So what does the NFL have to do with snowmobiling you ask? Not that much honestly, but the “about face” by the Minnesota Vikings and the league itself, illustrates the power that sponsors and fans can have in today’s big money games. In the world of snowmobiling, one of our big money games is Winter X, and as the NFL succumbed to the wishes of its fans and sponsors, we learned of changes taking place at what some
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would liken to our Super Bowl of snowmobiling. Starting this winter, both the Freestyle competition and Best Trick will no longer be a part of Winter X; leaving snocross, speed and style, longest jump, and the return of hillcross as the snowmobile portion of the show. Many in the industry, especially freestyle athletes and those few companies that have tied their horses to these tricksters, met the news with disappointment. “How could they do such a thing?” Maybe they didn’t…maybe their hand was forced. Winter X Games is show…pure and simple. A multi-million dollar, made for television production that has become a huge revenue center for ESPN and its shareholders. While I’m not saying the competition isn’t real and the victories by the athletes who compete not warranted of recognition and adulation, the underlying end game is to create a compelling television show that attracts huge viewing audiences, generates millions in advertising revenue, and attracts big time sponsors, much like the NFL. Both Freestyle and Best Trick were perfect for this made for TV environment. Producers handpick the performers, and storylines are built-up prior to the show. What about snocross? If it were up to ESPN and the Winter X crew, they’d like nothing more than for Tucker to get passed by a sea of other riders, resulting in a podium filled with new faces and a made for TV Cinderella story. It’s these types of compelling story lines that brought the duo of Caleb and Colten Moore to Winter X a few years
back. Hailing from Texas, the Moore brothers were polished ATV racers and freestyle riders, yet they had very little snowmobile experience prior to their first Winter X Games. They were talented…no question, but they also didn’t have a lifetime of snowmobiling experience either. It was a made for TV story that was too good to ignore, and the fans and sponsors loved it. A year later in 2013, Caleb Moore tragically lost his life at Winter X Games, and the snowmobiling community mourned his loss and the loss of his grieving friends and family. Last year, his brother Colten returned to X Games to win a gold medal and dedicated the victory to his brother. It was a touching moment and another perfect, made for television scenario for the ESPN cameras. The death of Caleb was the first ever in the history of X-Games, and no question it forced everyone involved to take a second look at the risk versus reward equation. The allure of Winter X Games and associated financial rewards fuels these competitors to push the limits - to make the next trick bigger and more dangerous than the last. The athletes will tell you “this is their life” and “this is what they live to do” regardless of X Games, money, or sponsorships. Yet just like the NFL, where corporate sponsors spend millions upon millions building, promoting and protecting their brand, the risk of tarnishing that investment with another tragic accident was perhaps too great. This time, maybe the limits pushed back. ✪
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
LAST GASP
Kirk Zack
HMK
In the valley between Mt Hood and Mt Adams, on the border of Oregon and Washington and home to the famed Sasquatch, HMK Outerwear founder Kirk Zack has built a company the old fashioned way - he busted his ass (and continues to do so)! HMK first appeared on the snowmobile scene when Kirk drew from his snowboarding background to develop the first snowboard type boot for snowmobiling. That boot, called the Highmark, became an immediate success with hardcore riders and racers looking for footwear that would deliver more than just warmth, but with critical ankle support and traction as well. It didn’t take long for the HMK Highmark line of boots to become the benchmark in high performance snowmobile footwear, and Kirk and his close knit family of employees, who are all avid riders, have applied that same passion and enthusiasm to all the products HMK now offers. From outerwear; gloves; helmets; backpacks; and casual wear, the HMK brand has become synonymous with gear built by riders, for riders that demand the best. We caught up with Kirk this fall, during the craziness of Haydays, to get his last words for this installment of Last Gasp.
LAST SNOWMOBILE RIDE YOU TOOK? It was the end of the season, which around here is June! I went with a group of friend to Mt. Adams, Washington. LAST PERSON YOU MET WHO TRULY INSPIRED YOU? Jody McKay – she started Pink Ribbon Riders and is an amazing person who puts her heart and soul into helping others every day! LAST CONCERT YOU WENT TO? My wife Sherie and I went to see Def Leppard and Kiss this summer…it was fun! LAST PRODUCT OR PROJECT AT HMK THAT HAD YOU TRULY EXCITED? I’m working on several now with the team here at HMK and can’t wait to release them. You’ll just have to stay tuned! I am also really excited about the new facility we are building, as we poured concrete today! LAST PERSON YOU HUGGED? My wife. LAST MOVIE YOU SAW? 22 Jump Street – so funny! I also have several movies along with me all the time when on the road – Anchorman, Talladega Nights and a lot of great snowmobile movies! LAST INDUSTRY EVENT YOU ATTENDED? Well since we are sitting here - Haydays. Weather has been perfect and the turnout amazing. 94
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LAST “ADVENTURE” YOU TOOK? I like to believe I’m living an adventure every day in Hood River, Oregon. We can ride motocross; mountain bike; snowmobile; snowboard; windsurf; kite; surf; you name it… just outside our door. LAST TIME YOU TRAVELED OVERSEAS? It was this summer; one of my design employees, Lucas, and I went to Korea, Hong Kong and China to visit factories and see some sights. It was a great trip! LAST TIME YOU PULLED AN ALL-NIGHTER? Too many times to count! LAST BRUSH WITH GREATNESS? Sasquatch stops by here pretty often. LAST SNOWMOBILE THAT YOU PURCHASED WITH YOUR OWN MONEY? 2015 Arctic Cat Sno Pro M 8000 153” Limited. LAST THING OR MOMENT YOU EXPERIENCED THAT INSPIRED YOU? I’m constantly amazed by the people I meet and the little things that happen every day - a phone call from an athlete that shares a story and is thankful for gear; an email from a customer that is stoked on our products; or an employee with a great new idea. LAST WORDS YOUR MOTHER ALWAYS TOLD YOU? You have the right to disagree, as long as you do it respectfully.
LASTING SNOWMOBILE MEMORY YOU HAD? Riding my red, white and blue Suzuki Nomad snowmobile home from 9th grade in the Midwest during a blizzard and running out of gas. I was so excited to take it home after fixing it that I failed to check the gas or worry about the weather. I was only wearing jeans, a leather jacket, tennis shoes, gloves and a knit hat. LAST TIME YOU WERE SO COLD YOU ASKED YOURSELF WHAT YOU WERE DOING? Surfing on the Oregon Coast this summer – I was having so much fun I could not stop, even though I was freezing. LAST RACING EVENT YOU ATTENDED? Jackson Hole Hill Climbs in Jackson, Wyoming. LAST THING YOU HOPE YOU’LL BE REMEMBERED FOR? Being a fun and fairly good guy who loves to laugh with family and friends, and always has an extra cold beer in a koozie for you. LAST TIME YOU WERE LOST? I was with my family, headed to Lewis River, Washington, and ended up on an old gravel logging road because I “knew” where I was going. We did find the waterfalls eventually and had a great evening. LAST WORDS OF ADVICE? Drive fast and take a lot of chances!
TORONTO SNOWMOBILE, ATV & POWERSPORTS SHOW • OCT 24-26, 2014 • TORONTO INTERNATIONAL CENTRE • www.torontosnowmobileatvshow.com
LEVI LAVALLEE DISTANCE WORLD RECORD HOLDER FOR SNOWMOBILE JUMPING
ON TRAIL OR OFF. ONE RIDER OR TWO. SADDLEBAGGING OR A DAY RALLY. NOW THERE’S ONE SLED FOR WHATEVER YOU’RE UP TO
MODULAR REAR BUMPER SYSTEM | COMFORT-TUNED SUSPENSIONS | 141 x 1.3” COBRA TRACK
2015 | srVIPER S-TX DX
///TRULY VERSATILE. TRULY FUN