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IN YOUR MACHINE.
FXR FACTORY RIDE EDITION POLARIS pro-X axys 800 | FXR FACTORY RIDE EDITION arctic cat 800 RR straightlineperformance.com skinzprotectivegear.com OSM 6.5.indd 2
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CUMULUS POWER Kirkpatrick lights the wick of his 245-horsepower Arctic Cat M1100. Rider: Dwayne Kirkpatrick Location: Clemina riding area near Valemount British Columbia
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SIDE STEPPIN’ A fully-spooled Yamaha Sidewinder unleashed. Rider: Jordan Hammack Location: West Yellowstone, Montana
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contents. 34
44 FEATURES 44 26 52 34 60 SCENE IT
RED BULL SNOW BOUNDARIES
YAMAHA 2017
MIND BENDING SIDEWINDER
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POLARIS 2017 THE EXPANSION OF AXYS
SKI-DOO 2017 SKI-DOO INTRODUCES THE NEXT REV
ARCTIC CAT 2017 THE THUNDER RETURNS
2016-03-28 6:55 PM
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SPRING TIME BUYER’S GUIDE
COLUMNS 12 DRIFTS
RICHARD KEHOE
22 WINGING IT WITH LEVI LEVI LAVALLEE
74 FLOAT BOWL
PAT BOURGEOIS
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DEPARTMENTS INDUSTRY NEWS 14 WORD SEARCH 20 21 SUDOKU
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VOLUME 6 NUMBER 5
FAST CYLINDER REPAIR SERVICE
AUST
WE PURCHASE USED AND WORN CYLINDERS
NiCom® Plated Lubricated Piston Skirt Coating $35.00 y pipe under the tree – Exhaust pipe that is. Plated Big Bore Kits • Core Exchanges for a tonEndorsed of sleds in some by MCBthat Performance/RK Tek cases boast Full weight Service Nikasil Cylinder Services That is big savings, and think about it, Snowmobiles • ATVs • Mercury Marine ock pipe by upgrading to an GGB exhaust it Watercraft • Motorcycles gainst the extra pounds you put on at Toll Free 866-922-5066 g yourself that when the second helping of HUGE SELECTION www.usnicom.com m your local Gamma dealer: OF ALL MAJOR US Chrome Corporation 650 Oak Park Ave. Fond du Lac, WI 54935
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FOR ADVERTISING INQUIRIES CONTACT 1-888-661-7469 President & Publisher: Richard Kehoe Editorial Director: Pat Bourgeois Copy Editor: Rick Bloye Art Director: Darryl Aspin Production Manager: Tendra Crossman General Manager: Michael Blakoe Advertising Sales: 1-888-661-7469 Sr. Manager Sales & Marketing: Matt Clark Sales & Marketing: Cody Speares Coordinator: Logan Gamble Administrative Assistant: Sarah Day Photographers: Todd Williams, Brett Moist, Aaron Belford, Gracey Dove, Joe Wiegele, Gary Walton, Lissa Marsolek, Steve Hamilton, CJ Ramstad Archives, Pat Bourgeois, Richard Kehoe, Tendra Crossman, Mike Blakoe, Matt Clark, Logan Gamble, Cody Speares Contributing Writers: Levi LaVallee, Jason MacDonald, Matt Clark, Justin York, Tyler Swarm, Suzy Stenoff, Darren Desautels, Ross Antworth, Dale Cormican, Jacob Travers, Jordan Hammack, Richard Kehoe, Tendra Crossman, Mike Blakoe, Matt Clark, Logan Gamble, Cody Speares Subscriptions 1-888-661-7469 or info@osmmag.com OSM is published five times a year by OSM Publishing Ltd. Office address and undelivered copies and change of address notice is: PO Box 716, Elk River, MN 55330. Telephone (888) 661-7469. Head office address is PO Box 551, 27083 Kennedy Road Willow Beach, ON L0E 1S0, Canada. Telephone 1-888-661-7469. Printed in Canada by LoweMartin Group, Dollco Division. • Copyright 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.
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ON SNOW MAGAZINE • VOL 6 • ISSUE 5
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REACH HIGHER
DAYCO APP
Find parts faster using state-of-the-art technology. Look up your sled’s belt with the Dayco App. The app includes belt specs, part numbers, a Where to Buy feature and training. Download the free mobile app at daycoapp.com
PROUDLY BUILT ON THE SAME SOIL YOU RIDE ON
What Belt are you? Download the app to find out!
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onsnow osmmag.com
Richard Kehoe
DRIFTS
SPRING 2016 The last picture of the season in Saint Raymond, QC
W
ell this was a great season, maybe not as much fluffy snow in my part of the world as I would have hoped for, but we were still able to get in some amazing tours. As the winter went on, we enjoyed every minute of it. We put on real miles that would tip the average riders scale. We experienced all that Mother Nature had to offer this winter, and we made the best of all of it. We visited West Yellowstone February and March, it was as usual a great ride. Throughout the book you’ll
learn what’s new and what’s changed on the buggies from all four major sled manufacturers. A huge thank-you to all involved in organizing Snowshoot this year, thank-you for having all of us from OSM out to test ride the new models. We had great company and a fantastic experience. Make sure you read next years Throwdown, the trip was a blast in the U.P., but I’ve already said too much… And just last week we rode through the land of ‘White Gold’ in New Brunswick for a few great nights, and then we rode
Loaded for the last ride
12
two days in Quebec. Great times and great stories. The snow was incredible, the trails were perfect and the low temps reminded us that winter was still in the air. Late riding in New Brunswick and Quebec made for a perfect season finisher. We have a lot on the burner for our 2016/17 publishing season at OSM. And if you’re a passionate snowmobiler that lives and breaths sleds like we all do, you won’t want to miss an issue. Powersports is our life and we’d like to hear about your rides and experiences from this past season, feel free to write to us anytime at info@osmmag.com. We’ll be spending the next few weeks tying up all the loose ends, packing up for the summer, and locking down our buggies. We will however be switching gears to ATV and UTVing. If you’re an enthusiast, you should check out our sister publication, ATV WOLRD Magazine. www.atvworldmag.com and if you’re a new subscriber use promo code “snowmobiler” and you’ll save $10 off your subscription to ATV WORLD. This offer code will be valid until June 1st, 2016. Until next September, clean your sleds, enjoy your garage talk, keep your bevies cold, and keep on going!
Views of New Brunswick
ON SNOW MAGAZINE • VOL 30 • ISSUE 6
OSM 30.6.indd 12
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2/18/16 1:18 PM 2016-03-28 6:55 PM
onsnow osmmag.com
S
NEW
FIRST PURPOSE BUILT SNOW BIKE?
We’ve known about the forthcoming snow bike from Arctic Cat for some time now. Aside from a peak-a-boo at Haydays last fall, rumors and sightings of the vehicle have been percolating for the past two years. Truth be told, we’ve been a given a few other inside looks at the Cat bike over this past winter, but were sworn to secrecy…that is until now. At the close of their dealer meeting this winter, Cat let the all-new vehicle out of the bag, and even showcased the vehicle via a You Tube video featuring Tucker Hibbert and David McClure giving the snow bike a full beat down. The SVX 450 is a true complete snow bike…not a kit, and according to Cat, they have full intentions of having the vehicle meet all the requirements to be deemed a snowmobile when it finally hits production. In order to do so, the snow bike must meet certain criteria such as sound levels, and feature a single lever brake. Arctic Cat developed the vehicle jointly with Camso, the experts in the snowmobile track technology business. Featuring a single beam skid-frame and a unique, multi-tiered ski, the entire vehicle has been engineered to work in greater harmony for on snow applications, and will be easier to ride both on and off trail…something you don’t get with current kits on the market. While we couldn’t get Arctic Cat to commit to firm dates, we suspect the SVX will hit the snow pack sometime next winter, with a focus on the western markets first. As for price, again no hard and fast numbers, but we did get a few smiles when we mentioned it would be ideal to see the SVX priced below the magical $10,000 threshold.
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OLD BIRD WINS OSM TIME TRACKS AWARD
Another first took place at this past January’s Waconia Ride In event; the editors of On Snow Magazine created a new award category, whereby the winner would have their sled featured in an upcoming issue of the magazine. After scouring the hillside and looking at hundreds of sleds, from rats to racers to restored, the editors chose a 1967 Boatel Ski Bird, owned by Barry Hoffman of Ogilvie, Minnesota as the winner of the OSM Time Tracks Show Favorite. Hoffman’s sled will now be professionally photographed this summer and featured in full-color within the pages of OSM next winter. In addition, Hoffman will receive a framed reproduction of the article. Congrats Barry!
TUCKER WINS 10TH NATIONAL TITLE
It was a season of big numbers for the winningest snocross racer of all time. Tucker Hibbert continued to dominate the national snocross scene, despite the efforts of the International Series of Champions (ISOC) to slow the Tucker tide with this season’s new inverted start rule. While the rule played a pivotal role in some of the races, Tucker was barely fazed, and finished the season by winning 12 of 17 ISOC Pro Open finals. Along the way, Tucker also captured another X Games gold medal, won his 120th national race, and of course captured an unprecedented 10th year-end championship. Tucker didn’t just win it by a nose either… nope, he did it with a commanding lead of more than 100 points over runner-up Tim Tremblay. While Tucker has thoughts of retiring from snocross in the next couple of years, his year-end press release set the stage for his return for another season in 2017.
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S
NEW
HERFINDAHL MAKES IT THREE IN A ROW
Two-time defending United States X-Country champion Zach Herfindahl clinched another championship, making it three in row for the gifted terrain racer. Entering the season as the one to beat, Zach started slow by notching two third place finishes on the early ice races. However, once the circuit hit the natural terrain courses featuring ditches and swamps, Herfindahl quickly shot to the front of the pack by clicking off three wins in four races. The final totals gave Herfindahl a 21-point lead over runner-up Wes Selby, and a 38-point advantage over long-time terrain racer Corey Davidson in third.
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ADLESTAD AND JOHNSON WIN IRON DOG FOR SKI-DOO
S
NEW
Keep on pushing…that was the driving force for Ski-Doo drivers Tyler Aklestad and Tyson Johnson, who completed the grueling 2016 Iron Dog race with a record time, shattering the previous mark by nearly five minutes. Both drivers had competed in the iconic Iron Dog race multiple times before, (Johnson 18 times and Aklestad 13 times) and both had been near front-runners in the past. This time however, they broke through big time, with a final time that bested the second place team by more than 37-minutes. Running Ski-Doo MXZ sleds, specially prepared to battle the unrelenting cross-country terrain that only the Iron Man can deliver, the drivers and their sleds were one of just 23 teams that completed the race, of the 41 that started. In fact, Ski-Doo sleds faired extremely well in this year’s Iron Dog, netting an 84% finish rate, more than 30 percentage points better than the next brand.
WORD SEARCH
NEED SOME TIME ALONE IN YOUR THINKING ROOM? HAVE A SEAT ON THE THRONE AND GIVE IT A GO. Need some time alone in your thinking room, have a seat on the throne and give it a go. "Pack 'er up" J R G A P R S R H Y D Y L N L I A Battery G C D O J F O G G E R C D E H S O Belt Battery R Y S P A R K P L U G S X L D R C CaseofBeer Belt E M L E O F G L G W A N O B L R R CaseofBeer ChaincaseOil A S O D V Q U K A N Z E S T I E E ChaincaseOil Exhaustvalves S H T R J L G Y R E T T Z B U E Z Exhaustvalves Fogger E A B R P G A R A G E S K U B B I Fogger Fuelstabilizer T A R P I R S V A G H L V I E F L Fuelstabilizer Garage X L H W M K A Y T R A I L E R O I Garage Grease C R E L E J A C K S T A N D G E B Grease Jackstand R I X B V R N E M E U U B I Y S A Jackstand Polish Polish M C J R P B I O C S F A W Q K A T Rebuild Rebuild P E L I O E S A C N I A H C L C S Shed Shed D H B T L X P X N T E A T X V M L Sparkplugs Sparkplugs A K Y W I N T E R I Z E I L E D E Tarp Tarp N C E N S Q U I N D D P R H R O U TrailerTrailer T F T T H Z Y K A G S W C D L Z F Winterize Winterize
“PACK ‘ER UP”
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for the price point. There are many color and lens options as well. Lastly, any company that uses Darth Vader in a goggle ad needs to get mentioned in our buyer’s guide. For more information head over to your local Gamma De aler: www.gammasales.com
onsnow osmmag.com
BATTLES SUB HAYDEN ZERO GLOVE
CRAPO FOR CSRA CROWN
As the name may suggest this glove is made for those really cold days. Constructed from Leather and Thinsulate™ Insulation this gauntlet style glove from Motorfist is the flagship of their glove lineup. Features include reinforced thumb gusset, goggle squeegee, With just two races remaining on theadjustable Canadian wrist strap, and Snowcross Racing Association (CSRA) 200g of extra insulation on the back of the hand.tour, Theas extra pads on the finalor issue of the to press, sevenback of thethis glove, as we callseason them, goes “Bashing-through-the-sapling Pads.” time champion Iain Hayden is leading No, not really… For complete lineup head overthe to:Pro www.motorfist.com
Open field once again. However, this time he has company as Colby Crapo is nipping at his heels, just two points back. Colby started the season with a victory, only to watch Hayden grab three wins in four races, and in the process, capture the lead going into the final two races. The battle for the 2016 CSRA Pro Open crown is one of the closest in recent history, and appears to be a two man fight to the finish on April 2-3, when the Dayco National Snowcross Championship Finals go down Nothing says loving like a shiny pipe under the tree – Exhaust pipe that is. in Craighurst, Ontario.
MBRP EXHAUST
Sudoku - Medium
SUDOKU
ANSWER ON PAGE 72
GGB makes a ton of silencers for a ton of sleds that in some cases boast over 14lbs of weight savings. That is big weight savings, and think about it, if you shave 14lbs from the stock pipe by upgrading to an GGB exhaust it kinda nets out as a ‘win-win’ against the extra pounds you put on at Christmas. You just keep telling yourself that when the second helping of turkey goes by…Available from your local Gamma dealer: www.gammasales.com 30.6/6.5
OSM The Sport. The Lifestyle. For Snowmobilers. From Snowmobilers.
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onsnow Headhsot by Todd Williams • www.toddwilliamsusa.com
osmmag.com
WINGING IT WITH LEVI LEVI LAVALLEE
WHAT BOUNDARIES? Trail riding with Jeff Scace from Optimas and Nick Ramelli from Team LaVallee
Do
you know your boundaries? The definition of boundary according to the dictionary is “a limit of a subject or sphere of activity”. So in other words, do you know your limits? Most think they know their limits, but how would one know if they have never gone beyond their limits before? Often times, the boundaries one thinks they have are far from their limit, but actually it’s a place nestled inside their “comfort zone”. Many times this “comfort zone” is not even established by the person, but rather by what they are told, or by the limits of someone else. Even if they have been to the boundaries of what they think they are capable of, to think that they have reached their “max” is a sign that they have settled and are no longer interested in progressing forward. On the other hand, if you continually push up against your limits, it is only a matter of time before what was once your limit, becomes the new “normal” and you now have set new boundaries for yourself. This cycle can continue as long as you want, but each time you exceed your previous boundary, it will be even harder to go past the new one. I’m no stranger to the idea of going to my limits, (and many times beyond my limits) to see what I’m capable of, but this last month we’ve taken it to new levels! Most who have jumped a snowmobile, dirt bike, ATV, or bicycle will begin to look at structures, hills, rooftops, pretty
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much anything as though it’s a jump. “You could double jump up those stairs” or “Can you imagine how cool it would be to jump off that bridge and land down below?” In your mind, you dream of this fairytale place where you’re blasting through a city on your snowmobile, jumping on and off of things as though it is your own personal play ground to enjoy. Jumping off bridges, drifting around paved roads, and soaring between builds as though you’re Superman flying through the city.
Freestyle practice was going well… pulling out my new trick The Lazy Boy Flip!
I love the new Team LaVallee tractor! Beautiful Truck!
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Proud Dad moment when both Team LaVallee Grassroots riders Adam Peterson and Evan Daudt finish 1st and 2nd in New York!
Can you imagine how much fun that would be? It would obviously be amazing, but there’s no way they would allow you to ride a snowmobile downtown in a major city, so keep dreaming…or would they? I must have dreamed this dream long and hard enough because this guy’s fairytale is no longer just a dream! By the time you read this, a new Red Bull snowmobile video will be out, and I promise you it will blow your mind! Be sure to check out my social media page for the link to see what my dream of taking over a city on my snowmobile looks like! Just search LeveLaValleeFanPage on Facebook or Levi_LaVallee on Twitter and Instagram…you won’t be disappointed. Another dream I’ve had for a long time was doing a backflip in a snocross race. Once I saw Travis Pastrana do it at the Daytona Supercross years ago, and it didn’t take long for “backflip in a race”
Cade and Nick making fun of me for getting a 2-up sled!
to find its way onto my bucket list. After riding the Snocross track at X Games, I instantly knew you could flip the finish line. So, in my heat race I decided it was time, so I backed way off the pace and went a few laps, slowing to speed check the jump. Mid-way through the race I went for it! As I took flight I could hear the engine screaming through the air as I went higher and higher. When the sled rotated around so I could see the ground I realized I was going to go really long, and the worst part was the sled started twisting. As I approached the ground the sled was both turned to the left and angled heavy on the left side. It was angled so far I contemplated whether I should keep my foot on the running board or take it off but I knew if I took it off the running board I would plant it in the ground with all my weight on it. The sled slammed to the ground and catapulted me off to the side, and I instantly felt a tinge of pain in my lower
AirTrix nailed it on this Johnny Cash Red Bull helmet for me!
The XCR is back! I started racing on XCRs and I can’t wait to get out on it again next year! This is how surprised I was to win!
The Red Bull track at ERX was like no other.
My favorite part of Red Bull Snow Boundaries was the Ditch Banger class! I love this picture…so many riders on so many different kinds of sleds, both old and new. ON SNOW MAGAZINE • VOL 6 • ISSUE 5
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leg and ankle area. I could feel it already starting to swell up, and by the time I had my boot off, my ankle it was already a bubble. After getting a CT scan, we found that I had a badly sprained ankle and some bones broke off and were floating around in my ankle. They then told me the bones looked like they had been broken off in there for a while. So I said, “Really? Well that is actually my good ankle so I wonder what’s floating around in my other ankle!” Ha Ha. After missing freestyle the next day, I left X Games with 2 things – a checkmark on the bucket list, and an ankle the size of a softball! With my newly acquired softball ankle, we headed to ERX Motor Park in Elk River, Minnesota for the first ever Red Bull Snow Boundaries snowmobile race. With a first of its kind track combining many principles of different snowmobile racing disciplines, it was sure to be a good time! I wasn’t really sure how it was going to go, given that I had not raced a cross-country race in over 16 years, but I had a goal of finishing the race and not worrying about where I finished. I settled into a pace that I felt comfortable with and started reeling off laps. I was having a blast on the 8-mile track of hills, ponds, snocross and woods, but about an hour into the race I was feeling it! Not being in the snocross shape I once was, one of two things had to happen, or I wasn’t going to make it to the finish. Either I was going to have to start trail riding, and slow my pace way down to catch my breath, or the white flag was going to have to come out to signify we had one lap left. When that white flag did come out it never looked so good as I was sucking air like a vacuum. I told myself to just hold it together for one more lap! When I crossed the line I was immediately met by mechanic Scott who screamed we had won! I couldn’t believe it! The race was an amazing experience and I know I pushed well past my physical boundaries, but to walk away as the first winner of the Red Bull Snow Boundaries event sure felt good! It was a crazy month of pushing myself right to the limit and beyond. But in return we accomplished three things that haven’t been done before, and that’s what keeps me pushing to new boundaries!
After rerouting the Pro riders around the ponds due to ice issues, things got a little more interesting!
Just a taste of my dream of ripping up a big city coming true!
Talk to you next season.
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DESPITE NO SNOW ANYWHERE IN A 150-MILE RADIUS, THE ERX CREW PUT IN 24-HOUR DAYS FOR NEARLY 2-MONTHS, BLOWING AND CREATING AN INCREDIBLE COURSE THAT FOR THE MOST PART, WITHSTOOD THE POUNDING OF 230 SLEDS FOR MORE THAN 2-HOURS.
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Red Bull Snow Boundaries This past February, another first took place in snowmobile racing, and this time it involved the high profile marketing moxie of Red Bull. Those crazy Aussies were determined to create one of the most challenging closed-course endurance terrain races ever; a race where anyone could enter, but clearly not everyone would finish. While Mother Nature did her best to thwart their efforts, the Red Bull team, along with significant help from the staff at ERX Motor Park in Elk River, Minnesota, the site of this year’s race, the event was nothing short of mind blowing. The course consisted of an 8-mile loop of a never-ending onslaught of terrain, including jumps, elevation changes, frozen ponds and partially frozen swamps. Nearly 230 racers came to the line in two classes, featuring experienced Open Racers, and run-what-ya-brung Ditchbangers. The purse was massive, the crowds were huge, and while there were only two winners, every one left knowing they were part of something special.
RACERS RANGED FROM FIRST TIMERS TO SEASONED PROS, INCLUDING JUSTIN TATE WHO HAD BOTH HIS FLANNEL AND GAME FACE ON BEFORE THE RACE. JUSTIN FINISHED JUST OFF THE PODIUM IN FOURTH.
ORGANIZERS UTILIZED THE STAFF AND EXPERTISE OF UNITED STATES X-COUNTRY (USXC) OWNER AND OPERATOR BRIAN NELSON, WHO BRIEFED RACERS BEFORE THEY DEPARTED THE STAGING AREA IN FLIGHTS OF FIVE.
IT WAS A SEA OF SAFETY ORANGE AND NERVOUS ANTICIPATION BEFORE THE RACE.
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THE BOYS DIDN’T HAVE ALL THE FUN… TWO WOMEN RACED IN THE EVENT AS WELL; LEAH BAUER IN DITCHBANGER AND SHELBY MAHON SEEN HERE IN OPEN RACER...BOTH FINISHED.
THE COURSE UTILIZED THE ERX SNOCROSS TRACK AS PART OF THE OVERALL TERRAIN EXPERIENCE, GIVING FANS GREAT VIEWING OPPORTUNITIES.
WHILE THE BIG GUNS OF SNOCROSS AND CROSS-COUNTRY WERE IN THE OPEN RACER CLASS, IT WAS THE DITCHBANGER GROUP THAT WAS THE HIGHLIGHT OF THE DAY, BRINGING OUT MORE THAN 160 RACERS ON NEARLY EVERY TYPE OF SLED IMAGINABLE.
IF YOU FINISHED THE RACE, IT’S DOUBTFUL YOU’LL EVER WANT TO REMOVE THIS DECAL FROM YOUR HELMET. #MARKOFACCOMPLISHMENT
THE SCENE PRIOR TO THE START OF THE DITCHBANGER CLASS LOOKED AKIN TO THE START OF THE LEGENDARY I-500, BACK IN THE LATE 1980S.
ROCKING THE EVOLVED INDY 500 WITH AN XTRA 12 NO LESS; MOST LIKELY SPONSORED BY ADVIL.
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ANTHONY SMITH OF HUTCHINSON, MINNESOTA WAS THE WINNER OF THE DITCHBANGER CLASS, PROVING YOU DON’T NEED BIG PONIES TO RIDE FAST. HIS BLISTERING FIRST LAP GAVE HIM THE EDGE EARLY ON, AND HE NEVER RELINQUISHED IT.
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THEY WEREN’T JUST RUSTY… BUT PLENTY BIG TO TACKLE THE SNOW BOUNDARIES TRACK.
Red Bull Snow Boundaries SOME OF THE BEST PORTIONS OF THE TRACK WERE TUCKED AWAY IN THE NEARLY 400 WOODED ACRES BEYOND THE SNOCROSS TRACK, WHERE ELEMENTS OF NATURAL, SPRINKLED WITH OVERSIZED BERMS OF SNOW LAID WAITING.
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WARM TEMPS HAD TURNED MUCH OF THE DIRT IN THE VENDOR AREA INTO PUDDLES AND MUD, BUT THAT DIDN’T DISSUADE FANS FROM COMING OUT AND TAKING IT ALL IN. NEARLY 5,000 WERE ON HAND FOR THE FIRST TIME EVENT.
OUR BUDS FROM THOMAS SNOW SPORTS WERE ON HAND AT THE RED BULL RACE WITH A DISPLAY OF SLEDS BOTH OLD AND NEW, INCLUDING TERRAIN SLEDS FROM THE PAST, SUCH AS AN EARLY BLACK PANTHER AND MID-90S ZR.
THE BOYS DIDN’T HAVE ALL THE FUN… TWO WOMEN RACED IN THE EVENT AS WELL; LEAH BAUER IN DITCHBANGER AND SHELBY MAHON SEEN HERE IN OPEN RACER...BOTH FINISHED.
DEFENDING USXC CROSS-COUNTRY CHAMPION ZACH HERFINDAHL APPEARED TO BE THE MAN TO BEAT EARLY, BUT MID-RACE ARM-PUMP AND SOME DIFFICULT LAPS HAD HIM FINISHING JUST SECONDS BEHIND LEVI AT THE CLOSE OF THE RACE.
OPEN RACER WINNER LEVI LAVALLEE HAD HIS OWN PERSONAL CHEERING SECTION AT THE RACE THAT INCLUDED NATIONAL SNOCROSS PRO OPEN RACERS KYLE PALLIN AND ZAK MASON.
TATTERED AND TORN WINDSHIELDS WERE COMMONPLACE.
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CARLSON MOTO PRO OPEN DRIVER ANDREW CARLSON WAS IN THE MIX ALL RACE LONG, AND HE WAS ONE OF THE FAVORITES, GIVEN ERX IS HIS HOME TRACK WHERE HE AND TEAMMATE RYAN SPRINGER PRACTICE THROUGHOUT THE SEASON. CARLSON DID MAKE THE PODIUM, FINISHING THIRD, SOAKED IN WATER AND MUD.
UP AND COMING NATIONAL SNOCROSS GUN COLE COTTEW PUT ON A STRONG CHARGE AT THE CLOSE OF THE RACE TO NAB SEVERAL SPOTS, FINISHING IN 5TH JUST BEHIND JUSTIN TATE.
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THE COURSE TOOK ADVANTAGE OF A HUGE OPEN AREA THAT FEATURED LARGE ROLLING HILLS AND GREAT SPECTATOR VIEWING FROM THE HILLTOP.
BACK IN THE WEEDS AT SNOW BOUNDARIES
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CODY KALLOCK CUTS A BERM IN FRONT OF HUNDREDS OF FANS, SOAKING IN THE ACTION OUTSIDE THE RED BULL HOSPITALITY TRUCK.
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EIBJ_OSM_Canada_2015.pdf
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THE DITCHBANGER PODIUM: WINNER ANTHONY SMITH WITH SECOND PLACE FINISHER DAVID FISCHER, AND THIRD PLACE RIDER JARED JERECZEK.
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BOTH CLASSES INCLUDED A MANDATORY FUEL STOP AT THE RACERS DISCRETION DURING THE RACE.
Red Bull Snow Boundaries
OPEN RACERS ZACH HERFINDAHL (2ND) AND LEVI LAVALLEE (WINNER) ATTEMPT TO ESCAPE THE CHAMPAGNE SPRAY FROM ANDREW CARLSON (3RD).
• WHEN THE OPEN RACERS HIT THE COURSE AFTER THE DITCHBANGER CLASS, THE TRACK WAS REROUTED AROUND THE PONDS, CREATING A MUD-LADEN SECTION.
THE ULTIMATE CLOSED-COURSE TRACK FOR THE ULTIMATE RACE. REST ASSURED, THIS EVENT WILL RETURN NEXT WINTER WITH EVEN MORE FANFARE.
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YAMAHA 2017
MIND BENDING
SIDEWINDER
YAMAHA UNLEASHES THEIR FASTEST PRODUCTION SNOWMOBILE EVER
E
veryone has a specialty in life…what that certain something is, often times defines us, be it our personalities, our careers, or in the case of snowmobiles, the attributes used to define performance and the riding experience. In the case of Yamaha Motor Corporation, the company has built a reputation of disrupting the status quo, ever since if first burst onto the scene in 1968, with the all-white SL350. That model and others that followed, introduced the industry to technologies and ways of doing things that seemed foreign at first. Some were a stunning hit, others were cast to the edge of the trail. From oil-injection and Mikuni carbs, to strut suspensions and handlebar mounted gauge pods with fairings, to outside the box models such as the Phazer and the odd looking solo touring Inviter, Yamaha has always been willing to develop snowmobiles beyond conventional thinking.
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When it comes to the new for 2017 Yamaha Sidewinder, some will scoff at the notion that the factory turbo sled is as bold as some of the aforementioned innovations or snowmobiles. While at face value this might be true, upon closer inspection the new Genesis 998 turbo-charged engine is the kind of motor only Yamaha could develop, with a host of first-time innovations and a level of precision and scrutiny only Yamaha could deliver. The mission for Yamaha started several years prior to the announcement of the 2017 line-up. After analyzing the market and its direction, Yamaha simply pointed to a void in the power plant matrix of the industry and said, “We need a 180-horsepower snowmobile”. While that may sound like a simple task for a “motor” company with the wherewithal of Yamaha, the performance parameters they wanted to hit with the future powerplant were daunting to say the least. While we won’t get into all the specifics, the new Genesis 998 mill needed to not just be powerful, but it had to deliver its over the top power without the negatives commonly associated with turbo boosted engines. It had to be smooth…it had to have no hesitation…it had to have instant response…and in traditional Yamaha fashion, it had to be drop dead reliable. It’s too early to call when it comes to the reliability of the new engine, although Yamaha’s track record in this arena has earned them an A-plus rating, they’ve absolutely nailed the performance deliverables. The new motor is silky smooth, from first start-up, to the in-your-face punch during acceleration, to the stunning top speed and full-shift rpm scream it delivers up top. When it comes to pure performance, it’s extremely difficult to find a single scab with this engine.
The heart of the new Genesis Turbo engine is obviously the fixed mounted turbo. Featuring a nickel alloy body, the unit is both strong and precise, and touts high-grade ceramic ball bearings and a turbine blade assembly, made from super alloys. The lightweight and compact design allows the turbine to “spool-up” at lightening speeds, resulting in right now power like we’ve never before experienced in a turbo application.
Swiss Watch Technology
We could spend paragraphs detailing all of the technology that went into the development of the new motor. For gear heads who get their kicks out of this sort of information, Yamaha has done a deep dive on the inner workings of the new motor on their website. For the rest of us, who would rather pull the trigger on this beast, here’s the high level view on what you need to know. It all starts with a three-cylinder engine that was reworked from the crank up, to specifically handle and deliver the power of a boosted engine. While the architecture is similar to other Genesis engines of this very nearly same displacement, the 998 was reworked in every key area, from a new press forged crankshaft and heat treated cam shaft, to specially built, lowcompression pistons and ceramic composite coated cylinders. From there the technology runs deep, in order to make this turbo do more than just deliver raw power, but to do so with stunning predictability and smoothness. One area of particular interest is the use of a triple throttle body set-up versus an easier to tune single, three into one configuration. The triple intake design is a first for any production turbo application, and is a key innovation that allows the Genesis 998 turbo to deliver seamless power.
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Frankly, we were surprised to find the Yamaha Sidewinder RTX in the “shorty” 129-inch track length. Finding adequate traction to harness the pure power and acceleration of the turbo motor is nearly impossible. If you’re looking for ridiculous power in trail trim, opt for the slightly longer, and more stable 137-inch version in LTX trim.
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Our mountain boys spent nearly two days aboard a collection of Sidewinder models including the BTX, XTX and MTX. While they preferred the more narrowed stance of the MTX, the XTX LE with it s 141” x 2.25” Powerclaw track was our overall favorite when it came to blending on and off-trail riding. The trail-focused seat was perhaps the main reason we leaned in the XTX direction for added on-trail comfort. However, we’ll have to take a wait and see approach when it comes to the new, big keel Mountain Ski.
The Viper LTX remains our choice for best trail honors for Yamaha next winter. The longer 137inch track length provides better overall balance and stability over the 129-inch version, and sacrifices little in terms of handling on tighter trails.
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No matter what Sidewinder we threw a leg over, the results were always the same. You simply can’t help whipping the track into a frenzy, and lofting the front-end of the buggy over any obstacle in your path. Addictive power at its best.
YAMAHA 2017
To not only harness the bolstered turbo power of the Sidewinder, but to also ensure belt durability, both the drive and driven clutches have been significantly reworked. The secondary features new sheave castings with cam roller design, while the primary has moved the towers and flyweights further out, to give the drive sheaves more leverage and greater belt squeeze.
Another key techno-bit is the use of two different types of controls to control boost pressure and throttle response. The use of a solenoid controlled waste gate bleeds off excess boost pressure, while an Air Bypass Valve is utilized as part of a closed loop system that, in essence, keeps boost “built-up” in the system, even when not on the throttle. In layman’s terms, this bypass loop eliminates the lag often associated with turbo systems where the motor must first “spoolup” in a normally aspirated mode, thereby allowing the turbo to spool up and start delivering the added power benefits of a forced charge. The bypass loop retains this
boosted charge in a continuous loop, and is at the ready to inflict its compressed charge inside the triple Genesis motor, the second you start to open the throttle bodies. All of this techno wizardry is controlled by the “brain master” ECU with 9-points of measurement (sensors detect track speed; ambient air pressure; engine RPM; possible engine detonation; coolant temperature; throttle position; intake air temperature; intake manifold pressure and boost pressure). Taking all of this data into account, the ECU manages and adjusts ignition timing, fuel delivery, manifold air pressure and turbo boost pressure, for maximum perfor-
mance in every condition, with what Yamaha’s claims will be drop dead reliability.
Good on Paper… Even Better On Snow
The bottom line… the new Sidewinder is an absolute bullet. From initial start-up, the engine runs with a smooth staccato that will make most big city symphony orchestras go running back to the practice room. From there, power comes on in gobs, but in a smooth, easily managed procession that is as little or as much as your right thumb dictates. Whack the throttle and the Side-
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YAMAHA 2017
The all-new BTX category of sleds for Yamaha blends the line between pure mountain and crossover with a host of mountain goodies, combined with a wide 40-inch stance front. As with all Sidewinders, the biggest challenge proved to be holding on when lighting the lamp.
winder responds with instant thrust, with no hint of a hiccup or letdown, all the way up to the full-shift and hyper speed thrust of its 8750 operating speed. Simply put, there is no question the new Sidewinder is a powerhouse, and while the four-stroke Yamaha fold will continue to tip the scales with a weight penalty, compared to comparable two-strokes, nothing
will touch the Sidewinder when it comes to its power to weight ratio. A quick tally of the horsepower and weight numbers gives the easy nod to Yamaha, with an industry best power to weight ratio that is more than 30-percent better than the next closest competitor in the 800, big bore class. To handle all this power, Yamaha reworked their drive and driven clutching
An all-new Mountain ski is found on several off-trail Yamaha sleds for 2017. The new ski is wider for improved flotation, and has a massive keel that is one of the widest and deepest we’ve seen on a production sled. Powder snow performance is improved, but it comes with a penalty on trail, where the big keel results in heavy steering effort and less precision.
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mix. The drive clutch moved the fly-weight pivot points outward, thereby creating more pinch to the belt, yet still allows the use of all existing fly weights for tuning. The secondary was also improved with new castings for strength and a roller cam. The end result is a clutch system that can handle the turbo thrust, has an increased effective drive ratio, allowing the use of
All Sidewinder models feature new cowl plastic, and easy to remove side panels with simple half-turn slotted fasteners. Also new to the Sidewinder look is a high-intensity LED headlight, complete with LED “eye-brow” accents and a fly-screen unique to Yamaha models.
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YAMAHA 2017
CAT 2017 lower final gears, and has quicker backshift, keeping the Sidewinder in the “right gear” when coming in and out of the throttle on either a twisted trail or boondocking through the trees. Yamaha made sure the new Sidewinder could find a home for every rider as well, creating a Sidewinder in RTX, LTX, STX, XTX, MTX and an all-new BTX configuration. The BTX is a new category for Yamaha in the quick evolving crossover category. Available in both SE and LE versions, as are most of the above-mentioned models, the BTX is the ultimate boondocking buggy in the Yamaha stable. It combines the lightweight and sculpted, mountain focused, front spindle and A-arm design in a wide 40inch stance with sway bar. From there, the sled becomes more mountain focused with 153-inch track, mountain handlebar with vertical steering post and uncoupled rear suspension. The limited edition version opts for Float EVOL R air shocks up front, heated seat, and a 2.25” lug track; while the Special Edition version touts a more versatile 1.75” Powerclaw track, FOX Float 3 shocks, and special graphic packages. The BTX, MTX and XTX LE models also receive a new mountain ski that Yamaha proudly boasts has the biggest and deepest keel in the industry. While the ski does deliver improved flotation and better side-hilling versus the previous version, the jury is still out on the big keel. In pure powder snow, the effects are beneficial, but in packed snow, spring snow or on trail, the massive keel produces heavier steering effort, and a hint of unpredictability during our first ride evaluation.
Coil Springs Get the Nod
Failing to ascend up the big, powder filled hills won’t be due to a lack of power with the Sidewinder. Find a line, aim and squeeze.
Our favorite graphic package in the Sidewinder line-up for next season is easily the SE orange and grey design. The unique color combo stands out, and the complete graphic wrap on the tunnel adds the finishing touches that a sled of this stature deserves.
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Just as was the case in the Arctic Cat camp, several Yamaha Viper models have made the switch from air to coil-springs in 2017. Most notable are the Viper SE models, which now feature FOX SE shocks with rebound control, and Viper LE models touting the easy to adjust and easy to discern ride characteristics of the FOX Quick Switch 3 shocks. While much of the Viper line remains unchanged for 2017, save some subtle enhancements such as smaller grips, lighter handlebars, slightly longer front arm shocks for better bump absorption, and improved headlamp thanks to a new reflector design; the ride improvements of the coil-over shocks are definitely the big caveat for next winter, especially in terms of comfort and stutter bump control. The new suspension package also allows the sled to exhibit better “ride-in”, which in turn, improves handling. The final item of interest is the return of a two-stroke engine to the Yamaha fold. Unfortunately for two-stroke fans, the enhanced and powered-up VK540 utility machine will not mark the possible future return of twostroke power to other parts of the line-up, but it does foreshadow Yamaha’s long-term commitment to the snowmobile business, beyond the current relationship with Arctic Cat.
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While the Sidewinder will garner most of the attention for Yamaha in 2017, overlooking the Viper line next winter could be a big mistake. Subtle improvements to ergonomics, and even bigger improvements in ride quality, thanks to the switch to FOX coil-over shocks on several models, has the 2017 Viper line delivering the best ride quality to date.
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e specifi r o m d ing g, an mobilin e second com w o n s d er th oun and been ar likely rememb e late 1980s e ’v o g. h h was kin f you w cing, you will uring t o g D . e in g s c o a in r h c or t ntry ile ra ry ra pon owmob f cross-count 90s, cross-cou st terrain wea e n s , y ll a c so te idt th their la lory day red tha rly to m of the g ifically, the ea s would unveil ould rest assu to reign ec rt uc rer more sp he manufactu event, and yo , all in an effo y t l g ll, oo Each fa nual race sch est in technolo t n a la e an during ripping with th d uld be etition. sled wo ver the comp eo suprem
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The new for 2017 Switchback Assault has finally made the move to the AXYS chassis, with 800HO power. Joining the fold is a new IGX rear suspension. While the suspension is still uncoupled for improved off-trail performance, it outperforms the older RMK focused skidframe from years past. While it won’t win any awards for pure, on-trail bump compliance or carving up a twisted trail, we found this skid to be the best all-around performer for Polaris in 2017, during our first sampling rides this past March.
During that time, Polaris stood tall with the venerable Indy XCR, often doing battle in later years with their archrival - Arctic Cat and their own terrain champion designed ZR series. But the XCR came first, showing face in 1991, as the XC 400, (which in reality had a potent piston port 440 under the hood) followed by the 1992 season debut of the XCR 440; a sled ready to deliver a knock-out punch… and it did. Dubbed the “Red Rocket”, the little 440 continues to hold a place in the hearts of Polaris faithful. So what does this brief history lesson have to do with the 2017 lineup from Polaris you ask? Simple…the Red Rocket is back, and it signifies the most significant news for Polaris trail bombers for the coming season. Dressed in red and emblazoned with the now iconic XCR nomenclature down both side panels, the new red rocket is a bonafide crosscountry sled from tip to tail. The 2017 XCR comes in both 600 and 800 power options, yet it’s the suspension and chassis upgrades setting this sled apart from both the Rush Pro-S and Pro-X siblings. The XCR is a hybrid of
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sorts, with a ride height and suspension that mirrors the lower and better corner carving traits of the Pro-S. From there however, things get serious as the XCR is infused with race-ready goodies that were developed and tested on the United States X-Country (USXC) circuit over the past two seasons. Goodies include reinforced rail beams; a solid hardened jackshaft; chromoly rear suspension rear pivot and front torque arm; solid rear axle wheels; improved braking system with race pads and rotors, along with a hood mounted scoop for added cooling. Yet, all this strengthened suspension and chassis bits and pieces will be overshadowed by the premium Walker Evans shocks found at all four locations. The front shocks along with the rear arm shock feature both high and low speed compression adjustments, while the front arm shock touts an oversized 2-inch body Walker unit that can withstand more heat for less shock fade, thanks to its added oil volume. All four units are calibrated for out of the box cross-country racing applications…in other words, they are stiff as you know what. Make no mistake, the XCR is a true high-performance, attack the trail kind of sled. The lower Pro-S ride height gives it improved cornering over the big-bump
All four units are calibrated for out of the box crosscountry racing applications… Pro-X, yet it has the components to tackle rough terrain even better. After throwing a leg over the XCR this past spring, each of our riders agreed… this is a serious sled for the “onepercenters”. Suspension calibrations are extremely stiff, even when backing-off all low-speed compression adjustments to the softest setting. Frankly, we feel the entire range of calibration could be shifted towards a softer range, and still satisfy nearly every rider who will pilot the XCR next season…even weekend racers who are looking for a sled to race on Saturday and trail ride on Sunday. Of course, these were early calibrations and we will check in with Polaris later this summer to see where final production settings landed.
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As they have in recent years, Polaris has a smattering of Limited Edition models, each outfitted with premium goodies and accessories, all wrapped in sexy paint and graphics. The titanium paint with Lime Squeeze accents as seen here on this Switchback Pro-S LE, was one of our favorites in both appearance and performance. The LE Switchback touts a ROX riser, Walker Evans shocks with high and low speed compression adjustments, high-tech Interactive gauge and Polaris accessories including a burly front bumper.
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The Assault You’ve Been Waiting For The transition to the much lighter and stouter AXYS chassis has been a major factor in the success of Polaris, in both the RMK and second generation Pro-XC suspended Rush/Switchback models. The cast aluminum bulkhead not only eliminates fasteners and welds, but it ensures consistent geometry in suspension, engine and drivetrain mounts. Perhaps even more importantly, the cast bulkhead was engineered for the more formidable and quicker revving 800HO engine. Over the past few seasons, the versatile Switchback Assault has been one of the best selling sleds in the Polaris arsenal, aside from the RMK. The sled has resonated with a new breed of riders who truly crave both on-trail rallying and off-trail shenanigans, and the Assault has proven to excel in both arenas. Yet,
while other segments enjoyed the new power of the 800HO, Assault faithful had to settle for the older 800 and earlier generation RMK chassis…until now. Finally, the Assault has made the switch to the AXYS chassis, complete with the 800HO engine and all the other goodness that comes with it including better balance, LED headlights, interactive LED gauge and a long list of integrated accessories. In total, four new Assault models are on tap for 2017 including a dead sexy, Limited Edition 800 LE version and a price-point 600 SP model that will be more trail focused than other Assault models. Along with the move to AXYS, other new features for 2017 include a new Pro Taper handlebar with curved ends, thereby eliminating those goofy, plastic hooked bar ends found on Pro Taper bars of old. Even bigger news can be found under the tunnel where a new suspension dubbed the IGX takes up residence. According to Polaris, the previous suspension had “a lot of old RMK
technology in there” and the new design has increased front arm travel by 43%, thanks to the use of the same torque arm used in the Pro-XC Rush and Switchback models. Also employed on the new Assault models are new PowderTrac hybrid running boards, touting huge snow evacuation holes, oodles of foot traction, and are tailored for both on and off trail riding versus those used by 2017 RMK models. Our spring sampling of the new Assault models left us with the impression that this very well could be the best sled in the Polaris line for 2017. In many ways, the suspension calibrations were better than the Pro-XC suspended sleds, especially in hard edge trail chop where the ProXC still struggles when calibrated for optimum ride in other conditions. The new AXYS mounted Assault was more balanced and just delivered a better overall ride that was competent and assured, no matter where we pointed it. For sure, the longer track length (144-inches) and taller lug track, (you
If you have the man jewels to wick the throttle all the time, no matter the terrain, the XCR might be your calling. This race-tuned buggy touts way stiff calibrations and will only reward those who have the where-with-all to go all-in, all the time. Back off the pace just a little, and the XCR will prove to be too stiff for most riders. More than a poser sled…this one is the real deal and performs like it.
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The pack a big punch and a low price Indy series returns, but missing in action is the Indy 800. Turns out the Indy 800 would have been the only sled in the 2017 line-up to feature the “old” 800 motor, making it an oddity, and one that didn’t make sense from a manufacturing standpoint. This simply points to an AXYS based Indy for 2018, and the introduction of an Indy 800HO. We can hardly wait.
can choose between 1.35” Cobra or 2” track options depending upon model) the Assault won’t hone a twisted trail as well as a short track Rush, nor will it deliver the same level of comfort and confidence in big whooped trails. But those shortcoming aside, it’s hard to argue on just how versatile this sled is, making it the easy choice for many Polaris faithful, looking for that one sled that can run trails on Sunday, and still hit the powder in Michigan or Montana.
The RMK Goes Big It’s no secret Polaris has been on the gas in the mountain segment…in fact, everyone has. The deep and consistent snow found to the west has whet the appetites of sledders across the Snowbelt, and the manufacturers have been leading them there with an infusion of technology not seen in the industry since the 1990s, when long travel suspensions swept across the snow pack.
Long and lean…the new 800 Pro_RMK 174 will only come in Limited Edition trim for 2017, and according to Polaris, will tip the scales at a scant 442-pounds.
The Polaris RMK has been one of those key models leading this charge and the segment is so hot, riders have been gobbling up these long track specialty buggies in places far outside the steep granite rocks of western North America. In fact, Polaris told us one of the biggest areas for their RMK sleds outside of the west has been the east coast, where riders are looking to venture off-trail in areas where lake effect snows dump white gold, measured in feet versus inches. For 2017, much of the RMK line-up returns with subtle refinements, but continued pressure from other OEMs in this segment, most notable of which being the Ski-Doo Summit,
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…you don’t even know it’s a 174 in most situations. It’s just really fun to drive.
PHOTO BELOW: If you can swallow your ego just a little this could be the best sled in the Polaris line. The new 600 Switchback SP 144 has been according to Polaris, calibrated to be a true 50/50 sled and our short time aboard the buggy has us tending to agree. The just right power of the always pleasant 600 mill feels right at home.
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means no one can take a year off. With that, Polaris dropped an unsuspecting bombshell on many of us would-be media experts this past January, when they pulled the wraps off a massive 174-inch Pro-RMK. The new RMK is not just longer, but also features a whopping 3-inch paddle track. The new 174 model is developed specifically for those super deep powder days, when the snow flows over the hood and flotation is king. Unlike other RMK models, the 174 features a chaincase drive system versus the open cog belt Quick Drive. Despite the added track length and drivetrain weight, the new RMK should tip the scales at a claimed 442-pounds. Our trio of mountain riders who hail from northern Idaho spent a day on the new RMK 174 and raved about its traction and instant “pop” atop the snow. Unfortunately, spring snow conditions prevented us from truly gauging the new
RMK’s abilities, but rest assured, our western kids will have a full report in an upcoming, early fall issue of OSM. Polaris was quick to point out that the new 174 isn’t just a longer version of their current RMK. According to their ace, deep snow engineer Marty Sampson, a lot of work went into making the longer RMK ride and react similarly to their 155 and 163-inch offerings. “We found when you just add track length, the longer track tends to push the front of the sled down into the snow when not on the gas,” Marty said. “To get away from that feeling, and to give this sled a more nimble and shorter feel, we in essence, rotated the chassis around the front arm…we moved the rear arm back, shortened the ratio and put in a softer spring. With those changes and a few other tweaks, you don’t even know it’s a 174 in most situations. It’s just really fun to drive.”
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Front suspension duties on the XCR features a mash up of Pro-X, Pro-S and newness to create this potent suspension. The ride height and geometry is the same as the Pro-S, while the system employs a Pro-X torsion bar and all new Walker Evans shocks, with race derived valving.
Polaris has introduced a new gauge into the mix for 2017 that will appear on all 2017 sleds, outside those receiving the high-zoot Interactive Display. The new gauge touts a larger 4.3-inch LCD screen that is 25% bigger than the older gauge, and features a scrolling message feature to relay more information to the driver.
Leading the charge in shock technology for Polaris in 2017, are these new Walker Evans shocks found on the XCR. Both the rear arm and front suspension shocks feature high and low speed compression adjustments. Unfortunately, we found the calibration range to be shaded too far on the firm side, and the user friendliness of the controls, pales in comparison to other shocks on the market.
Despite all the hoopla and noise surrounding backcountry boondocking in recent years, we still love to pound trails at speed. While the new Assault might not win any cross-country races anytime soon, we found the new AXYS chassis and IGX rear suspension combo delivered surprisingly precise and predictable high-speed trail traits.
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Ski-Doo Introduces the Next Rev… Will it Change Everything Again? cting like the market leader…that’s what Ski-Doo CEO and President Jose Boisjoli said was the mission for the company as they embarked on the development of the next generation REV platform. The mandate given to the development team behind the new snowmobile was to set the benchmark for the snowmobile riding experience.
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“I asked the team to rethink the snowmobile from a blank sheet of paper,” said Boisjoli. “We are already the leader in the industry and we wanted to raise the bar another notch…this sled will make a statement in the industry.” That statement is what Ski-Doo is calling the 4th generation REV platform, or G4...an all new chassis that is narrower in every way and gives the rider far greater freedom of movement both forward and back as well as side to side. The chassis features a cast front bulkhead and a new tapered tunnel design. The entire vehicle is then wrapped in all new plastic, blending classic design elements dating back to the Ski-Doo RV, but is far narrower, sleeker and with greatly improved driver ergonomics in comparison to the previous REV-XS platform. There’s a lot of newness going on with new REV. In fact, far too much to mention here, (watch for a deep dive on the new Ski-Doo technology in an early fall issue of OSM) but the biggest is undoubtedly the motor. An all-new, second generation E-TEC motor that is more compact, narrower, and touts less rotating mass. Oh, did we mention it’s also 850cc and produces a claimed 165-horsepower, with an arm-stretching, 106 footpounds of torque. The new platform and motor won’t be limited to just one model either. Ski-Doo is launching the new platform in short track MXZ-X and TNT models; crossover Renegade-X and Renegade Adrenaline versions; and Summit-X and Summit-SP models for deep snow riders. What’s more, the new REV will not be limited to spring only models, as each category will have an in-season model available as well. As for the chassis, don’t let appearances fool you…this is a completely new design from the bulkhead to the tunnel. As previously mentioned, the bulkhead is now cast, similar to the Polaris AXYS design. The tunnel is also all-new and features a tapered edge, where the tunnel folds-over to create the top enclosure. Perhaps more impressive though is how the stamped tunnel creates the cooling cavity for the engine. Gone are all extruded coolers, and in their place is the two-piece tunnel, which routs coolant down the entire length of the tunnel top in a hollow cavity, created by a “sandwiched” tunnel design. The key to what’s really new with the G4 platform really comes down to positioning or more accurately, further centralizing mass and further emphasizing how the rider interacts with the vehicle. To achieve this, the new REV touts a new 850 motor that is more compact than the 800 predecessor…about 1.6-inches narrower in total. This was accomplished in two key areas; a more compact magneto assembly, and the use of a new pDrive primary clutch that is both narrower and much lighter (2.8lbs) than the TRA. The new narrowed engine was then further centralized within the bulkhead by shifting the entire package to the right, (as seated on the sled) putting the engine nearly perfectly centered within the centerline of the vehicle. To gain the needed space to shift the motor over, Ski-Doo also developed a much smaller exhaust silencer. When combined with the new bulkhead, the chassis is about 4-inches narrower across the central point of the engine (measured from drive clutch to exhaust silencer). This
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The fourth generation REV platform (dubbed the G4) takes rider-forward another step forward (no pun intended). The latest REV has the most rider active cockpit area we’ve ever sampled both in the Summit and the flatland catered MXZ and Renegade versions. This along with a quicker revving 850 engine has morphed the typically “planted” feeling of a Ski-Doo into a lighter, more playful driving experience. Two intake tract injectors join the now familiar voice-coil injectors found atop the head of the second generation ETEC engine. The new injectors give a blast of fuel charge under hard acceleration, helping the new lightweight crank of the 850 to rev quicker.
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While the front suspension may look like the RAS2 from a year ago, the slightly revised RAS3 delivers an additional inch of travel. The spring order X models in both the MXZ and Renegade will also receive a rack steering system for greatly reduced bump steer.
The stepped side panel design takes a little bit of time to become accustomed to. No longer do you have a large flat console to push your knees against, but rather a stair-stepped design that responds best when you slide your knee forward and up and over the stepped panel, versus pivoting your knee out. The design allows you to get forward…way forward on the sled.
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The precise cornering characteristics of the REV are still intact, but only after you adapt your riding style slightly to accommodate the slide forward and over riding style versus the more traditional “knee-out and lean-out” approach we’ve been trained to perform for the past 25-plus years. in turn allowed engineers to narrow up the body plastic by the same amount. Perhaps even more noticeable though is how much narrower the sled is between the knees. Here, the vehicle was narrowed by 6-inches, a difference you can truly see and feel from the saddle. There’s a lot of new technology packed into the new Ski-Doo models that all went in to making the sled more nimble, more responsive and of course…quicker. Much of it you may never see, especially several engine components such as a new generation of E-TEC direction injection, which now includes throttle body injectors. These injectors come into play when you punch the throttle, delivering the added fuel needed to spool up the 850 more quickly than before. Ski-Doo claims the engine remains very clean and fuel efficient, despite the addition of these intake port injectors. Other newness under the hood include new electronically controlled, 3-position exhaust valves; a more compact exhaust system; a high-flow and quiet intake tract; plasma cylinder coating; engine control module; direct oil crank bearings; forged aluminum pistons with
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Several of our testers noticed a slight uneasy feeling with the G4 when entering a corner hot. The sled would give a slight headshake before settling into a line and power could be applied from just past the apex. The good news is the G4 is already a very well mannered trail sled and things should only get better as refinements and calibrations improve.
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a cast iron holding ring; two-piece forged crankshaft, and a sealed starter motor that eliminates the need for a ring gear. The profile view of the new G4 design clearly shows the far forward rider design found in both the trail and off-trail models. The console is canted far forward, and when combined with the open toeholds, allows you to get further forward in the corners. The MXZ and Renegade models in particular feature a console design, giving riders a forward “stepped” progression. The panels feature three tiers to place your knee. Unlike more traditional console designs, the new Ergo-Step panels, as Ski-Doo is calling them, doesn’t require a rider to throw a knee out in the corner, but rather, simply slide it forward and out slightly. Upon doing so, you’ll soon find yourself hanging out, practically over the spindle in the corners. The Summit touts a different console designed specifically for stand-up, off-trail riding. Ok, enough blowing smoke on the new technology, let’s get down to what you and every other potential new buggy owner wants to know…does it work? Cleary, the new G4 is narrow…we found it far easier to move around the console than ever before. In riding the previous generation XS platform, back-to-back with
The new open toe-hold of the G4 feels more like a off-trail mountain feature than something designed to enhance the trail riding experience. Ski-Doo offers plenty of accessories for this including an adjustable toe-hold and side close-off, which in our opinion is a must have for trail pounders and should have been included as part of the factory build for MXZ models.
the G4, we found two immediate differences that played into our interaction with the vehicle. First, once you find your rhythm on a twisted trail, the G4 will soon have you using a fore and aft sliding motion versus side-to-side. We found ourselves having to pull our foot back, and then sling our knee out on the XS when attempting to load the inside of the chassis and power through a corner. The G4 however had us simply sliding forward and slightly out to engage the same amount of lateral cornering forces. In other words, you don’t need to hang out as far on the G4 to engage the same amount of cornering forces. When it comes to the open toe-holds, the jury is still out. While this seems like a great idea for off-trail riding, we often found ourselves looking to push on the outside running board when performing high speed turns. The open toe-hold had us searching for a place to push, and on more than one occasion, our boot flew out Unlike most recent first year chassis of the opening as we looked to load the introductions, Ski-Doo is offering the 850-powered G4 in both spring order (X outer ski with an outside boot push. SkiDoo tells us it’s a different riding experimodels) and in season versions such as ence you’ll learn to adapt to, but we’ll pony the MXZ TNT shown here. up the $100 bucks to install the optional
outside toe plates, something we feel MXZ models need to come with, standard from the factory. As for the big 850…is it a rocket? Yes and no. For certain the 850 accelerates harder and quicker than the 800 twin it replaces. Riding the new G4 in MXZ or Renegade trim had us thinking this sled is just more fun than the previous platform. The vehicle transfers weight with more ease, allowing you to pick the skis and loft over trail bumps and holes. In fact, the vehicle has a lighter and more playful feel than the XS chassis, yet that easy to transfer feeling came with slightly less confidence in tight high-speed trails, where the more refined XS chassis MXZ exhibited the “on-rails” feeling that has made the MXZ the best and quickest twisted trail sled in years past. Of course, this could change as Ski-Doo engineers make continued refinements to calibrations before production sleds hit the snow pack next winter. Out on the wide open snow pack the Ski-Doo feels blistering fast, but in impromptu head to head runs with both the Polaris and Arctic Cat 800 big bore twins, it was anybody’s race to win, where rider weight and clean, hard pack snow spelled ON SNOW MAGAZINE • VOL 6 • ISSUE 5
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the difference. Even though the G4 has a 50cc advantage, it takes a lot to move the needle once you eclipse the 100mph mark, and many things come into play at these speeds including suspension settings, track type, chassis efficiency and clutching. We suspect the speed of the new REV will gain over time, as once again improved calibrations are made prior to production. No question the new G4 platform is an engineering marvel. Considerable thought, time, energy and investment went into what is clearly the most advanced Ski-Doo chassis ever. Everything is packaged tightly and neatly, and in classic Ski-Doo fashion, the entire sled feels very complete and solid, with no strange rattles, rough edges or hiccups to the overall riding experience. Keep in mind, our experience thus far with the new Ski-Doo models has been on early build, pre-production models in spring snow conditions. Given our experience over the past 25 years, a lot can change between now and first snowfall... both good and bad. However, in this early state of tune, the G4 platform is good - damn good, and given Ski-Doo’s track record when it comes to chassis, powertrain and suspension refinement… things will only get better.
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Viewed directly from behind you can easily see how much bodywork has been shed from the G4. Look particularly at the spindle area and you’ll soon see how the newest version is 4-inches narrower.
The view from above shows off the narrow tank area and the forward leaning cowl.
At first glance to the untrained eye it may appear little has changed between the XS chassis of old and the new G4, but once you put the two side by side, the narrowness and forward leaning stance of the new REV becomes apparent.
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Arctic Cat 2017
Stone Cold Stunner…Does Arctic Cat Have the Fastest and Best Handling Sleds for 2017?
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here’s a transformation of sorts taking place, just under the radar at Arctic Cat that has to be felt to be truly appreciated. Year-over-year since the introduction of the much sleeker, and clearly more performance oriented ProCross and ProClimb platforms, Cat has been intently focused on engineering snowmobiles that not only perform at, or near the top of their respective classes, but perhaps more importantly, have created a mindset with riders outside the fiercely loyal fold of Cat fanatics, that has many past owners and current competitive riders considering the iconic brand for their next new sled purchase. The kids who huck big booters in the backcountry call this progression, and for 2017, Arctic Cat has progressed their line-up of sleds even further with a thunderous return that includes new models at both the top and bottom of the line; further ON SNOW MAGAZINE • VOL 6 • ISSUE 5
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weight reductions in the competitive mountain ranks; a host of subtle, but impactful improvements that left our crew with a level of appreciation for the latest black and green machines, not felt since the brand wowed us with the venerable ZR platform during the 1990s. Whether it’s a by-product of the new direction being charted by a fresh upper management team, or nothing more than a result of the passion and pride exhibited by their hardworking engineering and development crews, the swagger is back at Arctic Cat. When news of the Arctic Cat relationship with Yamaha first surfaced, many riders on both sides of the ledger wondered aloud what it meant for the future of their brand. The obvious advantages of Arctic Cat gaining a stronger four-stroke engine option were quickly realized, but the future beyond that seemed a bit cloudy. In many ways the new 2017 line-up is demonstrating just how powerful this relationship can be, both in terms of pure power with the new 998cc turbocharged, 180-horsepower engine, and also in regard to continuous improvements in quality that is transforming a brand that was once maligned with nagging quality issues to one of assured confidence. After returning from two, late winter ride evaluations aboard the 2017 Arctic Cat models, we were left thinking this is clearly a different brand of snowmobiles from what we we’ve been accustomed to. In fact, after our second go around with the sleds during the annual spring Snow Shoot evaluations and photography session in West Yellowstone, Montana, it was Arctic Cat that delivered the most consistent ride quality and handling characteristics over any other brand, when viewed from top to bottom. No matter the sled grouping or category, our riders pointed to Arctic Cat as the one sled to consistently perform with predictability and comfort…a bold statement and no small feat, given today’s broad swath of models.
The crossover ranks has truly become a diverse mixture of subtlety where small changes to track and lug height, along with suspension design and calibration can spell the difference between a more trail focused, or off-trail intended snowmobile. The unique combination of short-track with tall 1.75” lugs on the Cross Country model follows this line of thinking, and proved to be one of our favorite crossover sleds in Cat’s 2017 line. The sled was balanced and easy to drive on-trail, yet still delivered enough lift and traction off-trail to give you the confidence to explore far beyond the groomer.
Thunderous Return
Clearly the biggest news for Arctic Cat in 2017, at least in terms of market noise, is the new 9000-Series turbo-charged Yamaha engine. The silky smooth triple is packed, and we mean packed with technology and of course, horsepower. Just how much real-world horsepower is, in fact, up for debate with both Arctic Cat’s and Yamaha’s marketing teams providing us with the nicely rounded 180-pony numbers, and early, third party reports releasing internet chat rumors of power numbers of even greater grunt. This much we know for certain: the motor is a bonafide rocket ship, delivering a smooth and linear thrust that is nothing short of shocking for a production snowmobile. While the statement of arm-stretching acceleration is overly used, this is one instance where the performance matches the bravado…this power package is tendon lengthening, finger tip ripping, burst of raw, yet refined power that we have never experienced in our 25-plus years of snowmobile evaluations. Of course, building raw power is relatively easy, especially if other characteristics of run quality, smoothness, predictability, and in the case of turbo-boosted power, is void of dreaded
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The view from the front gives you the most discernible look at the new hood plastic found on 9000 series powered sleds, as well as the limited Roger Skime edition ZR. Two large and balanced intake “nostrils” provide added flow and cooling under hood, while new molded side-panels deliver greater fit, finish, and ease of access to key engine and drivetrain vitals.
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After being introduced last year in the Bearcat and Pantera, the 700cc four-stroke, twin engine of the 3000 series is now also found in a trail friendly 129-inch track length ZR LXR. Producing 65-horsepower and loads of bottom-end torque, the entry focused model also touts many of the subtle improvements found across the 2017 Arctic Cat line, including new lightweight handlebars with smaller diameter grips; greater front arm travel in the rear suspension; and improved lighting thanks to a revised headlight reflector and beam shape characteristics.
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While the return of the Thundercat nameplate has garnered the bulk of the headlines for the 2017 line, it’s the new Cross Country model within Arctic Cat’s vast offering of crossover sleds that grabbed our attention for its sheer versatility. With a wide 43-inch trail focused front stance, the sled adds the off-trail capabilities of 137-inch track with 1.75-inch lugs and host of mountain focused ergonomic and convenience features including mountain seat, bar hoop, rear rack and a burly front bumper ready to tackle the brush and small saplings found in the backcountry. This could very well be the most versatile sled in the Cat stable for 2017, and is on our short list of must have sleds for next winter.
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CAT 2017
In our opinion, the XF High Country Limited is one of the best-looking sleds for Arctic Cat for 2017. The backcountry focused sled touts all the subtle changes found across the line for Cat next season, and features 141-inch length track with 2.25” lugs mated to the mountain focused AMS front suspension, in a narrowed stance. New to the fold for next winter will be a longer 153” High Country in the 8000 power series.
turbo lag, are cast to the wayside. However, with the 9000 series, engineers from both Yamaha and Arctic Cat have gone to great lengths to ensure the motor package is not only stupid fast, but is also remarkably trail friendly, to the point where even your mother-in-law could ride it, and still call you a nice young gentleman. Big turbo power is nothing new for Arctic Cat. Their boosted V-Twin Suzuki engine has been delivering similar big numbers for
several seasons. However, the new Genesis motor is vastly more refined and 10-pounds lighter than the Suzuki. Where the 1100 turbo was a motor built primarily for the gofast crowd, the new 9000 series is a snowmobile that feels just as much at home on the trail at 50-mph, as it does when it easily eclipses the century mark…and is still pulling on the open lake bed. Underneath, the in-your-face brashness, power and speed of the 9000 series engine,
The new top cowl and side panels found on the new turbo models and limited edition Skime ZR is more than just looks. The new side panels vastly eases the task of removal and reinstallation, thanks to an entirely new design and half-turn, slotted fasteners. What’s more, the new panels deliver greatly improved fit and finish.
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and the subtler but vastly improved ride and performance enhancements across the line, Arctic Cat has quietly gained a level of quality and reliability that frankly, is surprising. Our experience with Arctic Cat models over the past two winters has been one of rip it, ride it, and forget about it, and based upon our early experience with the 2017 models, it’s more of the same, only better for next season.
Arctic Cat has improved the lighting on all their models, but more so on those featuring the new cowl plastic. The new system features the white, bright light delivered by LED technology, and also touts a signature accent strip across the top eyebrow.
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Another small change producing big results within the Arctic Cat line for 2017 is a revised take on the still relatively new Team Rapid Response drive and driven clutch system. Dubbed version two, the new system features a bushing on the shaft of the drive clutch which, in turn allows the secondary to retain minimal belt deflection at all times. This creates not only consistent performance and an effective, lower drive-away ratio, but eliminates the need to adjust belt deflection, thereby ensuring maximum drive belt performance and less chance for premature belt wear. The idea is simple and ironically, was employed during the early days of snowmobile development, when adjustable secondary systems were non-existent. This is one idea that is sure to be spread throughout the Arctic Cat line in future years.
There was a time when Arctic Cat colors were black and purple. In fact, the company even had a pre-mix oil called Purple Powerlube during the 1970s. While black and green (as well as orange) have become the signature colors for the maker over the past three decades, purple is creeping back into the mix for 2017, with the high-luxury Pantera 7000 Limited flashing hints of the iconic color.
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CAT 2017
Lighter and Righter
These days, much of the engineering focus at the OEM level has been focused on the mountain segment. With consistent snowfall and a movement across the snowbelt of riders looking for longer and more adept off-trail sleds, the mountain segment has been the big mover in terms of development and sales for all the brands. Last season, Arctic Cat took several steps towards improving their M-Series sleds with the introduction of both a new front and rear suspension system that shed weight and improved off-trail handling. For 2017, that progression continues with a new Mountain Cat package that sheds further weight and incorporates key changes to further hone the stretched Cat’s ability to carve powder and boondock the backcountry. With the introduction of new handlebars, suspension rails, intake plenum, muffler and exhaust pipe, reengineered tunnel and lightweight engine plate, the new Mountain Cat sheds nearly 6-additional pounds from the overall package. While this may not sound like much, those refinements, in addition to performance enhancements including narrower and shorter running boards, further forward positioning of the driver on the footrest, and a dropped driveshaft for improved approach angle, has enriched the deep snow characteristics of the new Mountain Cat series more than we bargained for. When our group of western young guns returned from a day of backcountry riding with all four brands, we fully expected the conversation to focus on the all-new Ski-Doo platform and stretched Pro-RMK models. Instead, much to everyone’s surprise including their own, the post-ride banter revolved around the Mountain Cat.
Air Be Gone and More
Arctic Cat was the first manufacturer to incorporate the use of lightweight air-shock technology into their line, more than 10 years ago. While the benefits of air-shocks will likely always remain a part of the mountain segment, at least in the near future, much of the remainder of the Cat lineup has made a dramatic shift away from air-springs, and has returned to the tried and true coil-over design. The reasons for this are two-fold. First, the ride quality of coil-springs, especially when it comes on trail comfort, is simply better. Secondly, continued improvements in shock technology, in harmony with the new easy to adjust FOX Quick Switch 3 shock package, gives riders the opportunity to tune their ride easily and effectively. The QS3 range of compression adjustment is the kind that most riders can feel, no matter how well tuned their bottom side is, and allows them to choose from soft and supple to firm and controlled, in just seconds. The spreading of the QS3 technology is not the only big change when it comes to shocks for 2017. Another iteration of the shock, aptly dubbed the QS3R, will take up residence on ZR RR models at the rear arm and front ski-suspension, and brings with it, rebound control as well. Adding to the suspension refinements, most, if not all 2017 Arctic Cat models will benefit from a host of upgrades that may seem subtle on paper, but serve up tangible results from the saddle. First and foremost is the move to a new handlebar grip on all models. The thinner grip material results in a 3.7mm small-
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While the extreme power of the 9000 series turbo can be found in several models throughout the 2017 Arctic Cat line, it will undoubtedly be the Thundercat’s nameplate and model that will conjure up sweet memories of the days of big triples and hyper sleds amongst the go fast crowd. Available in both 129 and 137-inch track lengths, we found the Thundercat to be incredibly easy to drive, and obviously, stupid fast. In open stretches at elevation earlier this winter, we easily put the big Cat up beyond a legitimate 118mph. The only thing that will hold you back will be an endless search of traction, as the track on both length T-Cats can be easily shocked loose with just the slightest burp of the throttle, leaving behind a continuous ocean of moving snow in its wake.
New FOX QS3R shocks found on RR models add an equally easy to adjust rebound control for riders who want greater shock control.
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The RR remains the big bump banger for Arctic Cat in 2017, but the move to coil-over FOX Quick Switch 3 shocks with rebound control makes the sled easier to tune for conditions, and allows you to easily choose between hard charging, race-inspired damping, or trail comfort. All four shocks feature Kashima coating for improved durability and reduced friction.
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CAT 2017 er outer diameter grip. While it doesn’t sound like much, it’s a change you will instantly feel from the moment you grab the bars. The smaller bar just feels right in your palm, and the softer material serves up better grip and transfers heat better than the grips of old. Joining this across-the-line-improvement is another small change to the headlight reflector on all halogen bulb models (basically every model, save the LED beamed 9000 series sleds). The new beam pattern brings the relationship between low beam and high beam closer in line, and in short, delivers a more effective high-beam pattern than the previous “shoot for the trees” pattern of old. Not to be left out, the crew at Cat also gave the gang at the bottom of the food chain something to cheer about. Available last winter in only Bearcat and Touring trim, the 700cc twin 4-stroker will now have a home in a ZR 3000 LXR model. Joining it up the chain of command is a ZR 5000 LXR in 137-inch track length, replacing the 129-incher; and the ZR 4000 Sno Pro will replace the RR race bred buggy, and will now feature push button reverse. Rumors of a “de-tune” kit for the racer only, 6000R SX and 6000R XC snocross and cross-country sleds, is being developed by Arctic Cat to satisfy the void left by the cutting of the 4000 RR model.
After blistering the open stretches of trail with the T-Cat, we had our doubts on the powerful sled’s ability to satisfy on a more twisted or bump riddled stretch of trail. While it will never be as nimble as a lightweight ZR two-stroke model, we came away impressed with just how easy it was to navigate 180-ponies down a tight trail. The power comes on smooth and predictable and is quite happy running at 50-mph all-day long. Unlike the hyper sleds of the late 90s and early 2000s, the new Thundercat is incredibly docile when it needs to be; yet with one subtle squeeze, the beast will open up an untouchable can of whoop-ass.
The popular El Tigre’ ride package returns, and touts the same add-ons as the Limited package such as QS3 chocks; midheight windshield; rear storage bag; goggle holder; curve Sno Pro brake lever, and ProCross bumper in the iconic El Tigre’ green striped motif.
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The new turbo 9000 series isn’t the only sled to receive the new cowl and side panels. The bold in color and design Roger Skime Edition model pays tribute to a man many would consider one their most important and influential employees. Joining the new plastic and LED headlight are many of the same upgrades found on the Limited ZR models. The Roger Skime sled will be a very limited build model and if you want one you best pony up early.
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The new to last season’s lineup Crosstrek returns for 2017 with most of the changes found throughout the Cat lineup. Gone is the black and orange hue in favor of a more traditional green and more performance oriented look.
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Sno-Adv Pant
CKX Titan Helmet
Well that didn’t take long. With the ever increasing popularity in the growing Snow Bike segment, it was just time that FXR would develop a pant designed specifically for guys who shred on the snow bikes. FXR designers based this pant off of a motorcycle pant. It features 4-way stretch material and a moisture wicking quick dry mesh lining. Anyone who has ridden a snow bike can contest just how important both of those features are. You are constantly moving, and working up a sweat. FXR also build more layers into the “butt” section to add a bit more padding and greater moisture wicking features – Yup that’s right, less “monkey-butt”. For complete details check out www.fxrracing.com
Who would have thought, a modular open face moto helmet? Well look no further – it just happened! The CKX Titan just broke all the rules when it comes to open-face bucket protection. Available in the fall of 2016, you are now going to be able to get your hands on a helmet that has a removable muzzle that will give you access to your mouth, which was not a possibility before the Titan. The helmet does not stop there is also has a new peak design with fins to reduce wind resistance, an air diffuser under the peak to control air flow, with grooves specially designed to increase air circulation. But really, it is all about the removable muzzle. At OSM we hate taking our helmets off, so we will be testing some samples of the Titan in the fall, and we’ll let you know in an upcoming issue what we think. For availability head over to your local Kimpex dealer: www.kimpex.com
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BUYER’S GUIDE
HOLIDAYTIME SPRING
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Another amazing snowmobile season full of adventures and unforgettable experiences has almost come to an end. And if you are like us at OSM, we love to hate the Spring. However spring also brings new sleds from the manufacturers and new gear hits the shelves. Kudos to the great minds, and creative thinkers behind the scenes in the gear and accessory departments this last year, you’ve really been thinking outside the box and never fail to impress. Here are some products that have come across our desk that we think could be put on your ‘summer wish list’. Start dropping hints to your betterhalf. Some items in this buyer’s guide won’t be available until the Fall of 2016, so you have some time. Enjoy the summer and we’ll talk to you next fall!
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SPX Power >> Box Jr. Talk about your pocket power, this iphone sized unit can jump-start any buggy you have in your garage. (It even claims it will boost a 4 cylindar car) The SPX Power Box Jr. also features a 4 in 1 USB charging cord, to power up all iPhones and iPads, as well as most cell phones and tablets. That’s a lot of power in your pocket. Grab one at your local Gamma Powersports Dealer: www.gammapowersports.com
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Stuckmate
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Here is a product that we bet you’ve never seen. Introducing the Canadian made Stuckmate. This bad-boy is an accessory that allows you to operate your throttle at the same time as pulling on your ski. Now you may be asking, Why? Well you know the easiest way to get a stuck sled out is by pulling on the ski loop while your buddy gently squeezes the throttle on the sled. But what happens if you are alone? Well bring out the Stuckmate. The universal design of the throttle control allows you to attach it to any handle bar and throttle. Then simply walk toward the front of the stuck sled, and as you tug the ski loop, squeeze the trigger on the spring-loaded Stuckmate handle, which in turn squeezes the throttle on the sled. You just got your stuck sled out by yourself. Hero points are big. May we suggest however, that you test it and get used to it before you actually become stuck. This accessory brings “whisky throttle” to a whole new level if you are not exactly sure how to use it. For complete details visit www.stuckmate.ca
BTS Sport Headphones
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Not everything we find deals directly with Sledding, and with spring right around the corner we stumbled across these bad boys that make taking your tunes with you to the next level. The BTS Bluetooth headphones from 66 Audio are the next generation in headphones. They connect to any Bluetooth enabled device and are designed to be lightweight yet extremely durable. Then the BTS headphones take Bluetooth to a whole new level and allow you to connect to two different devices. Why do you need this? Well you can now have your music playing from your MP3 player, and when your smart phone rings the BTS intelligently knows which device is ringing and will connect to that device automatically. Yes, these headphones have a built-in microphone to allow you take calls while wearing them. See we told you these were pretty cool. Check out www.66audio.com for complete details.
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BUYER’S GUIDE
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HOLIDAY PEAK SEASON
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Renegade X Jacket FXR has created this jacket for the crossover guys. Hey we all know the popularity in crossover sleds, so why should your gear not do the same. Trail to Mountain in one jacket. The Renegade X features a 4-way stretch shell with a fully removable liner. The Renegade is built to be warm and durable when you are pounding the trails, then can convert to a lighter flexible shell when you are off trail playing in the powder. Other cool features include 6 pockets for all your stuff, inner goggle wipe, adjustable windskirt and lycra cuff extension. This is kinda the ‘do everything jacket’. For complete details check out www.fxrracing.com
America’s largest Camso/Camoplast dealer has…
GMAX MD04 Modular Helmet If modular is your thing then you should have a look at the all-new GMAX MD04 which will be available this fall. The biggest feature of the new MD04 is the flip-up Jaw design and the snap in breath guard that comes installed right out of the box. This gives you the ultimate in modular design while making really easy to access your face. This bad boy also got a bold new graphic update for the upcoming season. So if you need a modular that not going to break the bank, then check out the new MD04 from GMAX. For complete details check out www.g-max.com
answer on pg, in the back.. SUDOKU ANSWER
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ZOAN Optimus Eclipse Helmet
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Here is another new helmet for the full-face guys. The Zoan Optimus Eclipse is a helmet made for the North American market that is both functional and has a great fit and finish. The bonus feature we see is the weight. Coming in at 1720g for the large, that is a pretty light-weight helmet for a modular. The shield is also removable without the need for tools, which is a nice feature when you are in the middle of the woods and need to do some helmet maintenance and lastly it has that handy quick release chin strap system that if you have never had on a helmet you don’t know just how handy that is. For complete detail check out www.zoanhelmets.ca
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As we’ve all seen, over the past few seasons, Monosuits have gained huge popularity in the mountains. Obviously, the best way to keep the powder from filling your pants is to not give it an entrance point. Hence the Monosuit. Now FXR has taken that idea and created a Monosuit developed for the trail guys. Kind of makes sense. Back in the early days of sledding, the ‘old guys’ will remember, that all you wore was a one-piece. It was the warmest thing out there. Well, full circle here boys. The new Sqaudron Monosuit, with F.A.S.T insulation is a full monosuit with floatation insulation. Designed to not only keep you warm, but help keep you safe out on the lakes. For complete details check out www. fxrracing.com
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MONDAY MORNING!
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Pat Bourgeois
FLOAT BOWL
IT’S A WRAP?
The past winter’s first ride featured barely rideable snow, chisel plowed fields, and some sore, post-ride muscles. We didn’t care…we were snowmobiling.
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we loaded the last of the sleds into the trailer, I took a final look at the trip meter of the Pro-X before the rumble of the engine went silent. At just under 750 miles the LCD flickered before going dark, and with that, another season was in the books. It was a bittersweet feeling as we shut the trailer door, cracked a cold one, and laughed about the final 20-miles of the day’s ride that included an all-out ski-tip to snow flap rally, a few blown corners, and the tell-tale signs of following too close with our mud and slush splattered jackets. Over the past few winter seasons, I’ve concluded my riding with one final “big” destination trip with the rest of the staff at OSM. Being an international publication with offices in both Toronto and Minneapolis, planning for this “last” ride usually means getting together riders, contributors and
sometimes friends from both sides of the border for a rendezvous where winter is still going strong. As this issue was hurried off to press, we just completed this season’s last hurrah on the snow filled trails of New Brunswick and Quebec. Despite many parts of the snowbelt suffering from a dismal winter, especially on the U.S. side of the boundary, this year’s destinations were both blessed with snow measuring well in excess of three feet (and still coming down as we rode in the midst of a spring storm that brought with it an additional 8-10 inches of the good stuff). No matter how many winter riding seasons come and go, I’m continually amazed at how different each ride feels, each ending with an evening of stories and memories that will linger for many winters to come. This winter started late for many of us, and when the first signs of winter finally did arrive to my
Jason MacDonald, myself, and friends Dan “Diesel” Breimhorst and Chad “Juice Box” Davis got together for a spring ride along Lake Superior’s north shore, to sample a smattering of 2017 iron, before the quick melting snowpack was little more than a memory.
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home state of Minnesota, a group of us headed south to ride the bluff country of the far southern reaches of the state. Like many first rides, it was filled with unexpected twists and turns including forgotten gear, missed turns, and a few days of sore muscles, as they struggled to regain mid-season form. By season’s end, the pre-ride rituals became second nature, muscles were ready to ride, well into the night, and thoughts from that first ride seemed like a distant memory. While there’s a part of me that never wants the season to end, the last ride signals a turning point. One where I immediately begin to look ahead to next winter with thoughts of riding new models, trying new products, penning new stories, experiencing new destinations and meeting new acquaintances who share my passion to ride. In fact, just as quickly one winter ends, anticipation for the next one quickly sets in. Already I’m planning a few early season rides, have a few key events earmarked on my calendar, and I’ve outlined a long list of story ideas for next season’s first few issues of OSM magazine, as well as a summer of sledding updates and stories for our online outlet at osmmag.com. While snow may give way to warm weather, green grass and summer festivals, winter and snowmobiling are never far away. In fact, for many of us the snowmobile season never ends, but rather simply shifts from thoughts of our last ride, to anticipation for our next one. On behalf of everyone at OSM, I’d like to personally thank you and everyone who supports us for another memorable winter season.
This year’s “last hurrah” ride touted the best trails of the season in both New Brunswick and Quebec.
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IN YOUR MACHINE.
FXR FACTORY RIDE EDITION POLARIS pro-X axys 800 | FXR FACTORY RIDE EDITION arctic cat 800 RR straightlineperformance.com skinzprotectivegear.com OSM 6.5.indd 2
Page: 2.p1.pdf Date: Layer 1: 16-03-29 Layer 2: 16-03-29 Layer 3: 16-03-29 Layer 4: 16-03-29
2016-03-28 6:55 PM
Page: 75.p1.pdf Date: Layer 1: 16-03-29 Layer 2: 16-03-29 Layer 3: 16-03-29 Layer 4: 16-03-29
69313_Mystik OSM 6.5.indd 75DominateOutdoors_OSM_ATV.indd 1
5478_69313_Mystik Dominate Outdoors_OSM_& ATV • 8.125”x10.75” • 11/9/15
12/9/156:57 12:10 2016-03-28 PM PM
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16
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