Supertrax Online | Powersports News

BOONDOCKING

Features

AJ Lester

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21 December 2017

I could call it boondocking or flatland freeriding or, dare I use expletives like off-trail riding, but it all means the same thing.

Here in the flats, it’s riding where the trail isn’t. Hardcore trail folks get really worked up over this subject. Some for good reason and some because they’re just crusty old-schoolers who need a dose of perspective. No matter your stance, with this subject, conversation gets to the redline pretty quickly.

I’ll just say this – yet again – for what must be the 36th time, we absolutely do not support reckless off-trail riding. We have always been proponents of sticking to the trails where they cross private property, or utilize farmers’ fields, or if it’s signed and telling you to keep off. Those who abuse this are in the same category as trail riders who drink and ride – the 10-percent who spoil it for the 90-percent.

A group I ride with frequently, the Lake Effect Slayers, are a band of riders who seek premium powder, epic hill climbs, gnarly drops and natural-shaped jumps and transitions that are all located on land we have access and permission to ride. We all buy trail permits and support the sport, but we’re getting frustrated with the lack of tolerance from some trail-only riders.

Did you know when J. Armand Bombardier first built his snow traveling machine there was no such thing as a trail? While the sport has evolved and changed since its inception, we must begin to realize there will be new views and new ideas on how to use a sled. If we cut them off, we’ll have two scenarios:

1) Riders will do what they want and not support trails with a permit purchase.

2) They will go to other sports and quit buying sleds.

Those narrow-minded ones who say good riddance to off-trail riding are the problem, not the solution.

So what’s the answer? Right now we know it’s not to have freeride zones on the map. That option is not going to be endorsed, patrolled or insured and no organization will put their stamp on it. But it may mean including highlighted areas on a map showing where there is government or Crown land. No endorsement, but an understanding this area is open for use to anyone (snow-shoers, crosscountry skiers, backcountry snowboarders and the like) because, as a citizen, this is their land too.

It’s easy to pass this off and say: “Well, most freeriders don’t ride government land and one of them tore up a farmers field last year!” Guess what? Lots of trail riders kill other trail riders because of drinking and riding, running on the wrong side of the trail or stopping for a smoke in a blind corner. We cannot convict all trail riders because of those few who are idiots.

When I ride with a crew where the trail ends, we call-out and self-police anyone we see coloring outside the lines, and while we’ll never be able to get rid of the 10-percent in society who cause everyone grief, the sooner we realize the actions of one does not represent all, then the sooner we can start to work together with local clubs, governing bodies and the general snowmobiling populous.

Long live snowmobiling, no matter how you ride!

2018 Ski-Doo MXZ X-RS 850

Videos

SnowTrax TV

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21 December 2017

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Our Behind The Scenes series continues as AJ looks at the 2018 Ski-Doo MXZ XRS. Full Review coming at you on this upcoming season of SnowTrax Television 2018!

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2018 SKI-DOO SUMMIT X 175

Features

Luke Lester

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20 December 2017

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I’m going to start this piece off with an inflammatory statement. Ready?

I don’t like 174-inch mountain sleds!

Now, after you’ve had a second to calm down, I’ll go ahead and quantify that statement with some rational thoughts. It’s not that I think 174-inch mountain sleds are bad sleds or don’t work.

They simply haven’t worked for me. No question, the extra length provides extra traction, but to me, they just don’t feel as manoeuvrable and, being the intermediate mountain rider I am, I get stuck a lot – and I really, really hate digging out a 174.

This is why Ski-Doo’s new G4 based Summit X 175 surprised me. I fully anticipated not being fond of it, but ended up liking it a lot. The question I obviously had to ask myself was: Why?

Moving the 2018 Summit 175 into the G4 chassis was an obvious move that surprised no one. The shorter G4 based summits were so good in 2017 there was no way Ski-doo could afford to miss out on offering that same kind of stellar mountain performance to guys with the longest of track fetishes.

The 175 Summit carries over all the positive traits of the 154 and 164-inchers but, why would simply converting to the G4 chassis make a long mountain sled feel shorter to me? Honestly, I don’t know.

What I do know is that tMotion is impressive. Sure it’s a bit heavier than a traditional mountain skid, but it easily makes up for the small amount of extra girth by making the sled so incredibly easy to lay over and keep on its side. To put it simply, sidehilling any tMotion equipped G4 Summit is a piece of cake. It requires so little effort, the sled actually ends up feeling lighter than it is.

Ergonomically, the 175 Summit starts out feeling a bit strange. The footwells at the front of the running boards are wide open so you can literally stand right beside, if not slightly in front of, the drive axle. It feels very unnatural to be standing that far forward and it looks pretty weird when you turn around and see that much sled sticking out behind you. But, somehow this ergonomic package works really well. It just takes some getting used to.

Riding with guys like Carl Kuster and Rob Alford only proves the point further, you can do things and go places with a G4 based Summit 175 you would have struggled to do with the former XM based Summit.

Speaking of going places, the effectiveness of a 175-inch track with a 3-inch paddle can’t be understated. Combine that level of traction with Ski-Doo’s outstanding E-TEC 850 powerplant and the only places you won’t be able to go will be the ones restricted by the CIA. This power package produces so much bottom end, the track never seems to get bogged down. Of course this is also thanks in a big way to the pDrive primary that squeezes super hard and upshifts lightning fast while maintaining optimal engine RPM. Perfect!

However, one thing I think deserves criticism is the shock package. This sled actually rides really well on the trail for a mountain sled and its shocks aren’t set up bad for average mountain riding. But this isn’t an average mountain sled. If you want to push this Summit as hard as it’s capable of being pushed, you’re going to appreciate the ability to tune the suspension to suite your preferences. With the Summit X, you can’t; its shock package is, for the most part, non-adjustable.

Ski-Doo’s decision to include shocks that don’t have compression and rebound adjustability on a sled like the Summit X 175 is one that’s baffling to us. I’m not going to say it’s a deal-breaker…it’s definitely not. But it’s something we don’t like on a sled that we, otherwise, like everything about.

Bottom line on the 2018 Summit X 175: This is the longest production mountain sled ever built. It comes with all the capability of any other 174 with a 3-inch paddle but for some reason, lacks the extra long, difficult to manoeuvre feel you get when you extend a skidframe this far.

tMotion makes the sled incredibly easy to ride, the ergonomics are great once you get used to them and the engine is something dreams are made of. A lackluster shock package is disappointing but not at all enough to make me think twice about recommending it. This sled makes me a better rider and takes me places I’ve never been able to go before. It can do the same for you, too.

2018 Polaris 800 SKS 146

Videos

SnowTrax TV

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19 December 2017

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AJ is here with a inside look at the 2018 Polaris 800 SKS 146. Full Review to come later on this upcoming season of SnowTrax Television!

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SNOWMOBILE CLUB VOLUNTEERS

Features

Supertrax Online

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19 December 2017

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If you already have plenty of volunteers for your club activities, just go on to the next story. If not, maybe it’s time to have a discussion.

I hear people (at the local, state, national and international levels) talking about members and other riders who don’t volunteer, even though the same people complain about a trail if there’s a single mogul on it. While I understand it, I don’t think it’s totally their fault.

Yeah, this is going to offend some people, but if we keep doing the same stuff, saying the same things, complaining about the same things and finding that we still have the same problems; isn’t it time we reconsider our approach?

From my experience, some common problems crop up:

1. “Hey, I have a new idea!”

Often, the standard response is: “We don’t do it that way; we do it this way”. In reality, all new processes and procedures started with a new idea someone had.

If someone wants to be involved and has ideas, approach them with an open mind, welcome their input and openly discuss it to see if the idea has merit – or you can show them why the idea wouldn’t work.

Shut them down for what you consider a stupid idea and they will likely never raise their hand again.

2. Sign-up sheets

When you have a sign-up sheet for a club work party, call everyone on the list that signed up, don’t just call the people you know.

Here’s an example: “My Trail Co-Captain on our 16 miles of trail asked me to call people about our upcoming trail party. Usually we’d get 4 to 6 people to show up and it would take two workdays to complete.

I called all the familiar names on the list. After that, I started calling people on the list whose name I didn’’t recognize, and many said they’d been signing up for three years and this was the first time they ever got a call.

Whose fault is that? Not the volunteers…it was our fault. I called everyone and we had 15 people show up. We created three teams and marked all our trails in half a day.

3. You wasted their time

Everyone’s time is important; we lead busy lives. When someone shows up for a work party, find them something to do.

A friend of mine relayed to me why he quit his club. He was active, he volunteered, he attended a groomer training workshop and brought his completion certificate back to the groomer manager for his club.

The guy looked at him and said: “You ain’t driving my groomer”. My friend left the club and eventually snowmobiling. The club lost. My friend is actively involved in several volunteer organizations to this day, but won’t stay where his efforts are not wanted or appreciated.

People’s time is as valuable to them as yours is to you. Waste their time and you likely will never see them again.

4. Cliques

Every club has them, even if you don’t think so. But what is a clique? Generally, a group of people who are longtime friends or co-workers who are comfortable with each other.

Is it a harmful group? No, but it looks daunting to the new guy who just walked through the door. If you can make an effort to welcome that person, learn about them, include them, you may have a volunteer. Better than that, you may have a new friend.

5. Gravely Serious

Why do we snowmobile? Because it’s fun. That’s the bottom line. If you aren’t having fun, you’re doing it wrong. One of the functions of a club is to have fun with other people who love our sport.

We’re all snowmobilers, every part of our experience should be fun, including working with other members.
If your work details don’t have an element of fun, add some. We buy our work crews lunch after a trail party.

It’s a way to thank them, which leads to my last point:

6. Say Thank You

Do it often, do it in public. You have a much better chance to see them again if they know you appreciate them.

My club has had some success with gaining volunteers (though, we always want more) because we’ve taken some time to think about how we act as a club instead of complaining about how ‘they’ don’t volunteer.

So, if you’re short of volunteers, take some time to consider these ideas and share them with your club leadership. At this point, what do you have to lose?

Gary Broderick is a Contributing Editor and Sales Representative at Supertrax International, Chairman, Northeast Chapter of the International Snowmobile Council, Former President of the NY State Snowmobile Association and President of the Shawnee Sno-Chiefs in Western New York State.

2018 SIDEWINDER S-TX DX 146

Features

Motorhead Mark Lester

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18 December 2017

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When an OEM intros a new top-of-the-market high performance platform, there’s a sweet spot in the sales window for the sled. In other words, when a new rocket lands, the faithful line up in droves to get a copy, the first year.

Clearly Yamaha does not want the SideWinder to be a here-today-and-gone-tomorrow sales story. The company has invested huge jing (in co-operation with Arctic Cat) to produce the most powerful snowmobile engine in history.

A one-year spike in sales is not going to pay for the development and tooling of the Sidewinder’s engine and driveline. This year Yamaha has upped the availability of the SideWinder to include a new segment – Sport Touring – and the timing may be perfect.

The new Sport Touring SideWinder is called the STX-DX. If you’re like many ultimate performance shoppers, you might confine your search for top performance to a 129 with no windshield, stiff shocks and loud graphics.

Fine, at the price level of a new SideWinder you’re entitled to show off when you pull into Larry’s Burger Pit and Poutine. However, there is a significant number of snowmobilers whose egos remain fully intact arriving on a less gregarious sled on which form follows function. Enter the new STX DX ‘Winder.

The Straight Goods

Get this: The STX-DX’s 146 x 1.25 track may make this SideWinder faster than the top-of-the-line RTX. Why? Traction. Among all the SideWinder variants I’ve ridden the past two seasons, this 146-incher is able to handle the imposing, relentless power of the 998 turbo best (excluding mountain variants).

From initial take-off to screaming past the C-note, the STX DX delivers an arm stretching rush that’s absolutely grin inducing. The best part might be how stealthy the sled presents itself. Coloration and graphics are understated and the jinormous windshield is actually a little humorous – not because it doesn’t look good but because it both looks good and works really well. How about that? You don’t have to freeze to look good.

Those concerned about understeer because of this long sneaker can take a deep breath. The STX-DX’s 146 incher steers predictably, turning-in with authority under virtually all trail conditions. We found the fore/aft weight balance was actually good.

Here’s what I mean: Put 146 inches under a sled with a 600 2-stroke and the predisposition to push might be more noticeable. However, the DX is not a light sled by virtue of that 180-plus-hp turbocharged and intercooled reactor out front. In short, there’s enough ski-pressure to completely erase understeer.

Check out the standard stuff the STX-DX includes: Example: a 4-plus gallon fuel tank, just what’s needed for transcontinental tours. The big turbo can achieve over 120 miles on a fill up.

The option of throwing a 2-up seat on the back means versatility. In this case it may mean purchase justification to your significant other. The other stuff on the STX-DX forms a list as long as your arm. Simply put, the sled is well equipped.

The Sidewinder STX-DX may be my fave ‘Winder this year because it not only provides all the amenities including the best trail ride compliance among all Yamaha sleds, but it also delivers mind-boggling acceleration and top speed.

The ultimate Sidewinder in MY18? Don’t bet against it.

2018 Arctic Cat ZR 8000 137

Videos

SnowTrax TV

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17 December 2017

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Follow AJ Lester as he walks us around the 2018 Arctic Cat ZR 8000 with a 137-inch track and Cat’s all-new 800 C-TEC2 engine. Full Review heading your way in a few weeks on the upcoming season of SnowTrax Television!

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WHO WILL BE NEXT WITH A TURBO?

Features

Kent Lester

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17 December 2017

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There’s been a tremendous amount of hype about the turbocharged SideWinder and 9000-Series Cats’ power output and appeal to a power-rabid high performance marketplace.

We’re sure Polaris and Ski-Doo are less than happy about the way these two boosted 4-strokes are stealing the limelight from the 800 and 850 class sleds they build. So what do you think they’ll be doing about it?

It’s interesting both Polaris and Ski-Doo have turbocharged products in their off-road sales brochures and both are highly regarded, dearly loved and deliver pretty much what turbo-snow customers would want if they were offered.

Polaris’ RZR 1000cc turbocharged twin makes somewhere around 155-160 horses and has proven to be reliable. Because the engine is 1000ccs, we strongly suspect it is capable of matching Yamaha’s 998 triple’s power output once it gets the right mapping and the boost amped up.

Can-Am uses a triple-cylinder 900cc turbocharged engine in its Maverick X3 and although it’s power output is less than the other three, we feel it could also be competitive, especially if displacement was upped to 1000ccs.

Frankly, we’ve been a bit puzzled why Polaris and Ski-Doo have held off offering these power packages for two years. Meanwhile, the Cat and Yamaha turbo reputation has grown into a legend.

There’s always this: Both the price range and the buyer profile of the 4-stroke turbo limit the market to a fairly small segment of the business.

Sure, you can offer these extreme sleds, but does that mean there are enough customers out there with the jing and the will to buy them in big quantities? Why invest zillions in a sled that might be selling into a glutted marketplace?

Here’s another thing: There are 2-stroke customers and there are 4-stroke customers. Converting one over to the other could jeopardize the sale of, we suspect, much more profitable 800 and 850 2-strokes.

Maybe the math just doesn’t work!

IS THE CLEANFIRE 800 ENOUGH FOR POLARIS?

Features

Kent Lester

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16 December 2017

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IS THE CLEANFIRE 800 ENOUGH FOR POLARIS?

Sure, there’s plenty of talk out there about Polaris and Cat bumping their 800 2-strokes up to 850ccs to match Ski-Doo.

Seems logical the whole industry would follow suit and inflate displacements so everything is uniform.

The other side of the argument asks: Why bother? Those two 800s are making power so close to the E-TEC 850, it seems like an unnecessary bother to try to match it with same-displacement.

I mean really, it’s not like the 850 E-TEC is running away and hiding from either the Cleanfire or Cat DSI down the lake.

Ski-Doo set the bar at 162-hp and whether you’re checking independent dyno numbers or manufacturer’s claims, the end result is a set of three engines that deliver very similar results.

Considering the above, when asked if the 800 Polaris is enough, we have to say it really is – and here’s why:

First, if you’ve ever ridden this 800 in a long tracked chassis in the powder, you’ll know how responsive it is to throttle input. Frankly, we don’t know of any other engine that tips-in better than this one.

It feels like a snocross open class engine, with immediate throttle response and zero lag or hesitation as it climbs up to its redline.

It is the definition of strong, with a rat-a-tat power delivery gnawing big chunks of torque that makes you feel like some kind of Herculean rider when you tap it.

Second, considering it’s a big-inch twin, the 800 Cleanfire is very smooth and because Polaris has done its homework with engine mounting and harmonics, it doesn’t transfer nasty vibes up into the bars, running boards or seat.

No one ever talks about smoothness with this engine but it really is surprisingly polite and refined. This is a very good trait for trail riders stacking up big miles.

Third, in every AXYS chassis this 800 is planted in, it delivers excellent, low-friction top end and monster acceleration.

Sure, some of it is due to Polaris clutching, but the big thing to consider is how everything, engine, clutches and chassis works together to generate power.

We wonder if Polaris bumped displacement the extra 6-percent to get to 850ccs, it might not make much difference at all.