Charles J. Plueddeman

The UTV Buyer's Guide

outdoorlife-editor — Tue, 18 Sep 2007 12:26:39 -0400

Table of Contents
1. Work or Play?
2. Where Can I Use It?
3. Passenger Capacity
4. 2x4 vs. 4x4
5. ROPS
6. UTV Options

The ATV Handbook

outdoorlife-editor — Tue, 18 Sep 2007 12:26:39 -0400

Maintenance

1. Pump Up

Uneven pressure in the front tires can cause an ATV to "pull" to one side and put stress on tie rods. Check the tire pressure before each ride with a dial-type gauge with a range of zero to 15 pounds.

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2. Dust Off

Dusty conditions can clog an air filter enough to reduce power, which can lead to premature piston wear on two-stroke engines. Get in the habit of pulling the filter and tapping it against a tire to knock off accumulated dirt at the end of each ride.

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3. Get Hot

Always be sure to let the engine warm up to operating temperature. If you make frequent short trips, try to take a longer ride on occasion, or ride in low range to help the engine warm up faster.

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4. Take a Bath

An engine or radiator that's caked with mud will run hot. Dirt packed around disc brakes can lead to premature pad or rotor wear. Hose the mud off your ATV after riding to avoid these problems.

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5. Filter Out

A paper air filter should be replaced at least once a season, more often in dusty conditions.

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6. Fast Flat Fix

To temporarily mend a moderate cut in a tire sidewall, try jamming several puncture plugs from a tire repair kit into the cut. Give it time to set before airing up, then limp home slowly.

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Riding Tips

7. Sit Back

Whenever you can, ride straight downhill. Move back on the seat to shift your weight as far to the rear as possible.

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8. Downshift

To maintain control and avoid locking up the wheels when descending steep grades, select low range and use your engine's compression to control your speed and crawl down without touching the brakes.

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9. Scout First

Before taking on a long, steep climb, scout ahead on foot to determine what lies on the other side.

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10. Lean In

Try not to cross a slope with a slick or loose surface. Always lean uphill.

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11. Watch Skids

Avoid using the brakes on slick or loose terrain to keep from spinning out.

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12. Look Up Top

Slow down as you crest a hill so you'll have time to react to an obstacle, a person or another ATV that might be out of view but in your path.

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13. Take It Slow

Hitting water at high speed can cause your wheels to hydroplane and make you lose steering control. Always ease through water.

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14. Dry Off

After a water crossing, make a few quick stops to dry your brakes.

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15. Watch Turns

Never make a sharp turn when going up or down a hill. If the ATV begins to tip, steer gradually in the downhill direction if possible.

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Young Riders

16. Take a Class

Sign up the entire family for one of the ATV Rider Courses conducted at more than 1,000 locations by certified ATV Safety Institute instructors (800-887-2887; atvsafety.org). Most manufacturers are willing to cover the cost of the class if you buy a new ATV from them.

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17. Safety First

When teaching young riders, take ATV safety as seriously as you would gun safety. Teachh respect for the machine and for the environment.

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18. Test Skills

Make sure a young rider has the physical strength, motor skills and emotional maturity to ride safely.

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19. Be a Leader

The best way to get a young rider to wear a helmet is to wear your own helmet every time you ride.

Mud-Season Tires

outdoorlife-editor — Tue, 18 Sep 2007 12:26:35 -0400

This time of year, driving is a messy business. Unstable late winter and early spring weather leaves paved roads wet and slushy more often than not, while dirt roads are dirt in name only. "Gooey roads" is more like it.

Those who live out West who battle wet caliche soil on country roads know just what I'm talking about, as do those in New England, where "mud season" can run from March through April. Find-ing traction in these conditions can be a challenge. But you can help your truck stay pointed in the right direction by using tires designed to handle sloppy terrain.

Choosing Snow Tires

Dedicated snow tires remain the best choice when there's still snow on the ground. The specially formulated treads stay soft and pliant to grip the road, even in sub-zero temperatures. Snow tires also have lots of small cuts in the tread blocks, called "sipes," which bite into slippery surfaces.

If you're in the market for a new set of snow tires, look for a mountain-and-snowflake icon on the tire's sidewall. That means
the tire has passed standardized industry tests for wintertime performance. Bridgestone's Blizzak and Winter Dueler, Michelin's Latitude X-Ice and Pirelli's Scorpion Ice & Snow are available in sizes for trucks.

Snow tires will wear out quickly if used on dry pavement or when the weather starts to warm. So as winter melts away, it's best to
dismount the snow tires in favor of rubber that will work in all weather conditions. Tire experts agree that the all-terrain tires often offered as standard equipment
on 4x4 pickup trucks work best for this task.

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All-Terrain Tires

The same traits that make an all-terrain tire well suited for varying trail types also allow it to handle sloppy conditions. Large, siped tread blocks bite into any road surface, while the big spaces between the blocks-called "voids"-evacuate water from between the road and the tire to prevent hydroplaning. These voids also keep mud from clinging to the tire and diminishing its ability to bite the road.

The all-terrain's tread compound isn't as soft as a snow tire's, but it's still
softer than a high-mileage street tire, so it conforms to and holds the road better. Just about every tire maker offers an all-terrain tire of some type; two of the most popular are the BFGoodrich
All-Terrain T/A and the Goodyear Wrangler GS-A.

Max-Traction Terrain

All-terrain tires are a good choice for the outdoorsman who drives over a mix of paved and unpaved surfaces (wet
or dry). However, if your hunting rig
is driven in the dirt only, a max-
traction or mud tire will be best for spring's thick muck.

A mud tire's tread blocks and voids are even more aggressive than those on
all-terrain tires, giving it big cleats to claw through the goo and mire-a huge advantage if you spend most of your time off-roading or if you use your truck solely to tool around on your deer lease. The downside, of course, is that big treads really sing when the tire is driven on pavement at highway speeds. The mud tire's hard tread compound won't grip the street as well, either, especially in wet-weather conditions. So consider your driving needs carefully before deciding between an all-terrain and a mud tire.

Several good maximum-traction tires for truck enthusiasts to consider include the BFGoodrich Mud-Terrain T/A, Firestone's Destination M/T and the Wrangler MT/R from Goodyear.

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Smooth-Riding Treads

If you drive 200 miles on the highway for every two miles off-road, consider one of the new breed of pavement-
oriented truck tires. Products in this new tire category (spurred by the
popularity of full-size trucks and SUVs)
put a premium on ride and handling
qualities, have tread patterns optimized to grip in wet weather and are available in sizes to fit most light-duty pickups. The latest entriees in this class include the Bridgestone Dueler H/L Alenza and the Toyo Open Country H/T.

While few of us like the sloppy weather that comes in early spring, it's good to know that tire technology is on our side, even when Mother Nature isn't.

Tips for Driving in Slop

Use your momentum. Don't stop until you want to, or you may be there for a while.

Don't over-drive the conditions. Ham-handed steering and brake-pedal stabbing will cause your truck to plow, not turn or stop.

Go easy on the gas pedal. In a similar vein, excessive throttle can spin tires, which will dig you in, not send you out. Drive only as fast as you need to.

Watch for ice. Beware of road- and trailside shadows that hide ice patches.

Try turning. If you are in 4WD and bogged down in mud, turning your front tires to lock may help them grab some traction.

Get a grip. Many people who live in snow country carry bags of sand to use for
traction in case they get stuck in slippery snow, but a bag of kitty litter works just as well and weighs a lot less.

Carry traction aids. Keep a tow strap, winch and high-lift jack with you in case you get stuck. Have a cell phone handy for really sticky situations.

Get on Track

outdoorlife-editor — Tue, 18 Sep 2007 12:26:35 -0400

Installing a track kit on an ATV might seem a little over-the-top-sort of like Mad Max builds a four-wheeler-but there's no question that replacing wheels with tracks is a surefire way to boost the traction and flotation performance of just about any ATV. Tracks offer up to four times the "contact patch" on the ground of a typical ATV while spreading the weight of the vehicle over a much larger area. The ground pressure under each track can be less than 1 pound per square inch, so the ATV can "float" over very soft terrain, such as snow or marshy ground, where tires would dig in and create deep ruts.

So if tracks are such a good idea, why do ATVs have wheels? Because wheels work better in all but the most extreme conditions. A track kit adds more than 150 pounds to an ATV and makes
it wider and longer. Tracks also make ATVs harder to steer at low speeds while creating mechanical drag that sucks up horsepower. That said, if you spend a lot of time on boggy ground, as waterfowlers do, or in deep snow, a track kit might be just the thing to keep your ATV working all year round.

Last season a friend of mine had his dealer install a track kit made by the Canadian firm TJD and distributed worldwide by Kimpex ($2,995.00; 800-777-7073; www.kimpex.com) on a Polaris Sportsman 500. The kit proved itself extremely capable in winter trials on a tract of private property in northern Wisconsin. The Polaris motored through knee-deep snow with ease, cruising up hills that would have stopped a wheeled ATV given the limited traction available. One compromise for all this extra traction is
a 40 percent loss of speed, due mostly to the 14-inch-diameter track-drive sprockets-a big drop in drive ratio from the standard 25-inch tires.

Two other track kits worth considering include the Traxion+ system by AD Boivin of Quebec ($3,000; www.atvtrack.com; 418-838-3783) and the LiteFoot track conversion by Mattracks Inc. of Karlstad, Minn. ($4,838; 218-436-6000; www.litefootatv.com).

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All of these kits mount to the ATV wheel lugs and require a brace on the frame to keep the entire track unit from over-rotating. Each kit is available for more than 40 ATV models from seven manufacturers and for some utility vehicles such as the Kawasaki Mule and Yamaha Rhino.

Bear in mind, however, that track kits will make an ATV too wide to use on most public trails. You should also discuss with your dealer the warranty implications of installing a track kit on a new ATV. One dealer I spoke with said that he's certain a track kit will strain some ATV steering components if the machine is abused, so slow and steady is the way to ride with tracks.

Quick Tip

The radiator and fan of a liquid-cooled ATV can become crusted with ice when you're riding in snow. Clear the radiator frequently to prevent overheating. Also check the throttle linkage for ice, which can form when a wet ATV is parked in freezing weather.

Stay Warm This Winter

WINDSHIELD

The best way to enhance the cold-weather comfort of any ATV is to install a windshield that's tall enough to protect your face, torso and hands. The new Moose Fairing Windshield ($179.95; www
.mooseutilities.com) combines a clear windscreen with
a thicker, polyethylene lower section that
incorporates handguards. It attaches easily using quick-release handlebar clamps that fit most ATV models.

HOT HANDS

Make winter
riding even more
comfortable by installing a set of heated handgrips. Kits available from Polaris and Arctic Cat plug right into those models, and aftermarket kits from Kimpex and Moose will work on almost any ATV. Prices range from about $40 to $70. To avoid a dead battery, be sure to wire the grips to a circuit that's powered only when the engine is running.

Top-notch Carryalls

outdoorlife-editor — Tue, 18 Sep 2007 12:26:31 -0400

Using a lot of bungee cords and tie-down straps, I once managed to pack an inflatable boat and its air pump, a compact outboard motor, the fuel tank for the motor, a life jacket, fishing gear and lunch onto the cargo racks of an ATV. Then I drove the load over 18 miles of rutted trail to a mountain lake in Idaho. It wasn't pretty, but I made it.

That trip immediately came to mind when I took a short test ride in the Kubota RTV900, a new utility vehicle designed to compete in the emerging "side-by-side" category.

The Kubota's steel cargo box measures 52 by 47 inches and is close to
12 inches deep-big enough to haul all the stuff I had strapped to my ATV and more. It's rated to carry more than 1,100 pounds in the bed-800 pounds more than the largest ATVs. The RTV900 offers a second seat for a buddy and four-wheel-drive power from a torquey 21.6-hp diesel engine.

Room for Two

The RTV900 ($9,899 to $11,199; www.kubota.com) is designed to compete with established side-by-side models like the Kawasaki Mule and John Deere Gator, as well as newcomers like the Polaris Ranger and Yamaha Rhino. In fact, more than 20 manufacturers offer side-by-side utility vehicles today. Some, such as the Yamaha Rhino, are based on ATV running gear and are especially off-road capable. Others are really little more than overgrown golf carts. Most have cargo boxes and seating for two and can be outfitted with a roof or full cab. While side-by-sides may be less off-road
capable than ATVs, many outdoorsmen find that they offer far more utility and comfort.

Full of Features

Those advantages might appeal to hunters who are interested in hauling gear into camp, decoys into the marsh or game out to the road-all with a partner on board. Kubota will offer a version of the RTV900 with camouflage bodywork (though the standard Kubota orange might not be a bad idea in the field, either). These workhorses also come with an OSHA-certified roll cage and a brush-bar on the nose.

Another key feature of the RTV900 is its hydrostatic transmission. Unlike the belt-drive transmissions used on most other utility vehicles, the hydrostatic unit on the Kubota creates super-smooth starts on inclines, reliable engine braking on descents and amazing pulling power at low speeds. Kubota uses a second hydraulic pump for power steering and the hydraulic bed lift. There are also fittings to power
accessories, such as a hydraulic plow blade, a post-hole digger and a saw.

The one disadvantage to all these
vehicles is that they are too wide, are too heavy or carry too many people to be registered as ATVs in some states, so they cannot be used on public trails. However, their use and utility on private land is almost unlimited.

Winterizing Tips

outdoorlife-editor — Tue, 18 Sep 2007 12:26:31 -0400

If you're planning to use your ATV frequently this winter, here are some steps you can take to ensure trouble-free
operation in cold weather.

1. Add a carb heater: Check your owner's manual for any cold-weather instructions specific to your machine. Some models, for example, will work better in the cold if a carburetor heater is installed.

2. Switch oils: Service technicians I know in Wisconsin are recommending that their customers switch to a synthetic oil like Mobil 1 for cold-weather use. Mineral-based motor oil begins to thicken at 20 degrees above zero, and will not flow at minus 30 degrees. The viscosity of synthetic oil, however, is unaffected by temperature, which means it will provide instant lubrication when you start your engine, even after it's been sitting outside your ice shanty all night. This spares the engine from a great deal of wear.

3. Check the battery: Cold weather diminishes the cranking power of your battery, so make sure that it's in good condition and the terminal connections are clean and tight.

4. Top up the tank: Ice-clogged fuel passages can be a big problem in
winter. Using your ATV in damp
winter weather, or even moving it from a warm garage to the cold and back again, can cause moisture to condense in the fuel tank (this is especially true if it's steel). Try to keep the tank full, and regularly add an isopropyl
alcohol additive to the fuel.

5. Watch for ice-up: If you ride in the snow, watch for ice that can form on the radiator or fan shroud of liquid-cooled models. Ice will block airflow through the radiator. As the engine gets hot, the automatic fan may turn on, and if it's clogged with ice, the fan or its motor could be destroyed. This is very common when an ATV is used for plowing and snow sifts over the blade.

6. Stop corrosion: When you trailer your ATV in the winter, protect it from road-salt corrosion by spraying down the suspension and brakes with a silicone water dispersant. This is why they sell gallon jugs of WD-40. If you can, rinse the ATV after each trip and let it dry in a warm garage.

Chains Vs. Studs

Most ATV tires deliver decent traction on packed snow, but if you're plowing or headed out on bare lake ice, you should consider the additional bite offered by tire chains or studs.

Tire chains deliver optimal traction on ice. You can also take them off when you don't need them. The disadvantage is that chains limit your speed to about 5 mph. The force of a broken chain whipping off a tire at 20 mph will throw it right through a plastic ATV fender and could cause severe injury to the rider. This is why we recommend that you secure the connector link with a piece of high-strength safety wire (available at motor-sports dealers).

Ice studs look like hex-head sheet metal screws, but they have hardened steel heads,
often with sharp points on each corner. Use a nut driver to screw two or three studs into each tire lug. A bag of 1,000 studs costs about $50. You can install studs on all four wheels and
still run your ATV at prudent speeds. The
disadvantage, of course, is that you'll need to
remove the studs in spring, or change tires.

Twice the Fun

outdoorlife-editor — Tue, 18 Sep 2007 12:26:30 -0400

The notion of building an ATV designed to carry two passengers in safety and comfort seems so obvious that you have to wonder, "What took them so long?"

The dangerous practice of riding with a passenger on the seat or even the cargo rack of an ATV is, unfortunately, all too common. And yet who hasn't yielded to the temptation to give a buddy (or a child) a short ride up the trail, perhaps even while sitting on that big warning sticker on the seat that reads, "No Passengers"?

A Safer Ride

If people are going to ride double, let's make it safer. That's exactly the aim of the Arctic Cat 500 4x4 TRV ($7,199, www.arcticcat.com) and Bombardier Traxter Max ($7,399, www.bom
bardier-atv.com), models designed
expressly to carry a passenger. Each is based on a long-wheelbase chassis and has a passenger seating area equipped with footrests, grab handles and a backrest. Spring rates are calibrated
to bear the load of a passenger. The
concept is similar to that of a two-
passenger snowmobile or watercraft.

There's just one problem. If an ATV can carry two people, is it still an ATV? Turns out that depends on where you live. State laws across the country offer different definitions of what an ATV is and how it may be ridden. Those laws will have an impact on the sale and use of the Arctic Cat TRV and Bombardier Traxter Max.

"We're going to have to lobby to change the laws in some states," says Arctic Cat ATV product manager Ron Solberg. "We hope after the TRV has been out there for a while, regulators in those states where its use is limited or prohibited will recognize that it's well-designed and certainly much safer than riding with a passenger on a
standard ATV." Amen to that.

Arctic Cat's TRV

The Arctic Cat 500 4x4 TRV works so well that riding with a passenger on board quickly becomes a non-issue. The TRV is based on the Arctic Cat 500 4x4 TBX dump/utility model, which has a 58-inch wheelbase-that's 8 inches longer than the wheelbase of a standard Arctic Cat 500 4x4 model.

The extra wheelbase, combined with the Arctic Cat's long-travel, independent rear suspension, gives the TRV outstanding stability and a smooth ride. You really don't notice the extra weight, and as a passenger, you'll feel very secure. The longer seat does
shrink the rear rack, but the TRV is
designed to accept the Arctic Cat MRP system of interchangeable accessories that fit on the front rack.
With an overall length of 8 feet, the 500 TRV is 15 inches longer than a standard Cat 500 4x4, which means it's going to be a tight fit in some truck beds and a little less agile on super-tight turns and twisting trails. Arctic Cat is selling the TRV with age restrictions: Drivers must be at least 18 years old and passengers must be at least
12 years old.

Expanding Versatility

The two-passenger capacity of the
Arctic Cat TRV and the Traxter Max expands the versatility of the ATV concept for hunting (especially if you hunt with your children), farming and casual trail riding. If the law can be changed to allow the use of two-
passenger models on public lands in key states like California and Texas, look for more manufacturers to jump into this category.

Winching Out

outdoorlife-editor — Tue, 18 Sep 2007 12:26:29 -0400

winch is the antidote for what I call "Four-Wheel-Drive Courage," that misleading feeling of overconfidence that gets you stuck deeper in the mud and farther from the road than you could ever imagine. When trail conditions or your suspect riding skills overmatch your machine, it's time to unspool the cable and yank yourself out.

Here are some tips for getting reliable service from an ATV-mounted winch, and for using it safely.
Check the Battery: The most limiting factor in winch performance is battery power. Make sure your ATV battery is in top condition and that all connections are clean, sealed and secure.

Keep to Capacity: Alternator output of new ATV models ranges from 15 to 25 amps. Older models might have a less powerful charging system. Don't
exceed your ATV's charging capacity.

Avoid Long Pulls: The harder and longer you use the winch, the more power it will drain from the battery. Set up your pull to make it as easy and short as possible for the winch. And
remember, the more cable you pull off the winch spool, the more pulling power the winch will produce.
Use a Snatch Block: If it's a short distance to the best anchor point, use a snatch-block pulley to enhance the pulling power while putting less strain on the battery.

Take a Break: On long or difficult pulls, stop occasionally to let the winch motor cool off and the battery recover. When possible, keep the ATV engine running during the pull to allow the alternator to put some charge into the battery. When the pull is complete, continue running the engine so the battery has a chance to recover.

Follow the Leader: One person should be in charge of all aspects of the winching operation. Most accidents occur due to miscommunication, especially when rewinding the cable.

Save Your Hands: With use, winch cables develop burrs that can slice a bare hand. Always wear heavy leather gloves when handling the cable.

Keep Fingers Clear: Never put fingers through the hook at the end of the
cable. Use a nylon hook strap or a loop of rope to handle the hook when you're pulling it off the spool or rewinding.

Rig Up Right: Don't rig the hook over the cable. This can damage and weaken the cable. Instead, secure a chain or nylon strap around an anchor point with a shackle and then attach the hook to the shackle.
Use a Handlebar Control: It's often handy to ride while winching, so the ATV's power can aid the winch, and to steer the ATV on course. In this situation, the driver should also control the winch through a handlebar switch.

Counter Cable Snaps: Place a heavy jacket or blanket over the center point of the cable so that if it snaps it will drop to the ground. If the ATV is in an unstable position or not running, use a remote control for the winch and stay a safe distance from the ATV.

Reviews for the Latest Snowmobiles

outdoorlife-editor — Tue, 18 Sep 2007 12:26:29 -0400

In a quest for lower exhaust emissions and higher trail performance, the four major snowmobile manufacturers have produced an incredible array of innovative new sleds and practical features that make 2003 perhaps the most exciting new-model year in a decade.

On the emissions front, manufacturers are preparing to meet an EPA mandate that calls for a 30 percent reduction in hydrocarbon and carbon monoxide levels in exhaust by 2006. One way to achieve that goal is to replace the two-stroke
engine that powers almost all snowmobiles with a much cleaner four-stroke
engine. For 2003, the Ski-Doo Legend, Arctic Cat Four Stroke and Polaris
Frontier will be offered with low-emission four-stroke engines, which are also quieter and up to 30 percent more fuel efficient than a two-stroke. However,
because these four-strokes make roughly half the power of a two-stroke of equal displacement, these sleds offer more modest power platforms.

Arctic Cat

Arctic Cat F7 Firecat EFI

Length: 118 in.

Dry Weight: 460 lb.

Suspension Travel
(front/rear): 9.2 in./13.5 in.

Engine Type: Two-Cylinder
Two-Stroke

Displacement: 698cc

Price: $7,999

The all-new Arctic Cat F7 Firecat EFI utilizes a host of weight-saving ideas developed by the Arctic Cat Racing squad to create a 140-hp snowmobile that weighs just 460 pounds. Cat slimmed down this sled by reducing the width of the rubber drive track from 15 to 13.5 inches, and then narrowed the chassis and suspension components to match.

The number of parts on the sled was reduced by a whopping 26 percent, and many now "multi-task." The 13-gallon plastic fuel tank, for example, incorporates oil and coolant reservoirs and supports the steering post. The fuel-injected 698cc two-stroke engine is mounted in a horizontal position
to lower the sled's center of gravity. With less mass sitting between the
rider's legs, the Firecat feels exceptionally agile and responsive.
Contact: Arctic Cat (601 Brooks Ave. South, Thief River Falls, MN 56701; 218-681-4999; www.arcticcat.com).

Polaris

Polaris Indy 800 RMK

Length: 120 in.

Dry Weight: 495 lb.

Suspension Travel
(front/rear): 7.2 in./17 in.

Engine Type: Two-Cylinder
Two-Stroke

Displacement: 794cc

Price: $8,149

Polaris furthers the evolution of the deep-snow sled with its 2003 Indy 800 RMK. The 800 RMK is powered by a 794cc twin-cylinder two-stroke engine with a new decompression port that reduces starting effort by 35 percent. And new pistons coated with slick, graphite-impregnated Grafal help prevent seizure if the engine ingests snow dust.

A new Series 4 track (available in 144-inch or 151-inch length) has wide, stiff shoulders at the base of its two-inch lugs for good wet-snow traction, and thinner, more flexible tips that work best in light powder. New Sidehiller 2 plastic skis have dual steel runners that eliminate darting on rutted trails and a turned-down edge for better grip when traversing steep slopes.

Contact: Polaris Sales (2100 Highway 55, Medina, MN 55340; 800-765-2747; www.polarisindustries.com).

Ski-Doo

Ski-Doo MX-Z REV

Length: 110 in.

Dry Weight: 454 lb.

Suspension Travel
(front/rear): 9.5 in./14.5 in.

Engine Type: Two-Cylinder
Two-Stroke

Displacement: 600cc

Price: $7,049

The riding position of an off-road motorcycle was the inspiration for the daring new Ski-Doo MX-Z REV. The controls and seat on other snowmobiles position the rider with both arms and legs stretched forward. Aboard the REV, the rider is moved forward about 12 inches and raised an inch, so that the hips are higher than the knee joint. This makes it easier to soak up bumps with the legs, or to stand while riding over really rough trails.

Because the threee heaviest components of the sled-the fuel tank, engine and rider-are grouped in the center
of the sled, mass is centralized, so the REV is less prone to pitch fore and aft over trail moguls. The upright riding position takes a little getting used to, but after a long day on the trail the REV rider will feel much less strain in the arms, neck and back.
Contact: Bombardier Motor Corp . (7575 Bombardier Court, Wausau, WI 54401; 800-375-4366; www.ski-doo.com).

Yamaha

Yamaha RX-1

Length: 108 in.

Dry Weight: 550 lb.

Suspension Travel
(front/rear): 9 in./11.5 in.

Engine Type: Four-Cylinder
Four-Stroke

Displacement: 998cc

Price: $8,849

The new Yamaha RX-1 is proof that a four-stroke snowmobile can deliver a thrill ride. It's powered by a 998cc, four-cylinder engine that winds out to 10,200 rpm to deliver a very potent 145 horsepower. The engine is smoke-free, even on cold starts, and delivers seamless, silky-smooth power at the touch of the throttle. Like other four-strokes, the RX-1 requires electric starting and a battery, which helps boost the sled's dry weight to 550 pounds, or about 100 pounds more than a comparable high-performance two-stroke. You feel the weight on tight or bumpy trails, but point the RX-1 across the lake and few sleds will catch it.

Contact: Yamaha Motor Corp. (6555 Katella, Cypress, CA 90630; 800-889-2624; www.yamaha-motor.com).

Ready for the Mountains?

It's hard to beat snowmobiling on the trails and backcountry of the Rocky Mountains. However, flatlanders planning a trip out West should consider these tips for a safe, enjoyable adventure.

Tune Up for Elevation: For
every 1,000 feet you gain in elevation, an engine loses 3 percent of its horsepower, which means you'll need to
adjust clutching and carburetor
tuning if you'll be riding your own
sled in mountain terrain.

First, check on the elevation at your destination. Some sleds have a chart right on the belt guard with tuning
specifications for various elevations,
or you can consult with your dealer.
Better yet, call a dealer at your
riding location and get his setup
recommendations for your sled.

Unless your sled has EFI or an
altitude-compensating carburetor,
you'll need to lean out the carburetor jets. A stiffer clutch spring or different weights may also be in order.

And don't forget to revert to your
low-elevation tuning when you get home, or the lean carburetor settings could destroy your engine.

Stay Hydrated: Altitude sickness can occur at elevations as low as 5,000 feet, with symptoms ranging from mild headache to overwhelming nausea.
To help your body adjust to oxygen-thin mountain air, drink lots of water and avoid alcohol for at least the first few nights at elevation.
It's also wise to avoid strenuous
exercise on your first day at altitude.

Be Prepared: If you
plan to do any off-trail riding
in the mountains, follow these rules.
i If it's your first ride in powder, hire a guide to show you the ropes.
i Never ride alone and always pack
basic survival gear, water and extra gas.
i Every rider in your party should wear an avalanche beacon (and know how to use it) and carry a shovel.

i Mark your trailhead with a GPS receiver and carry it and a cell phone with you.
In an emergency you can call in your
location if there's cell service.

Keep the phone, GPS and survival gear in a pack on your back, not on the snowmobile. If the sled rolls down a cliff, you want the gear with you.

Always tell someone where you plan to ride and when you expect to return.

Leave a note describing your route on the dashboard of your vehicle.

Cut the Noise!

outdoorlife-editor — Tue, 18 Sep 2007 12:26:29 -0400

My neighbor Boots Spellman says he was ready to quit hunting after an encounter with ATV riders last season. On opening day of Colorado's elk season last fall, he rose at 3 a.m. to hike several miles at 8,500 feet to a stand he'd scouted the day before on private property where he had secured permission to hunt. He arrived well before daylight, found his spot and waited
eagerly for elk to emerge from the trees into a meadow near his stand.

"Then, just as the sun came up, I heard them when they were still a mile away," Spellman says, shaking his head. "Three guys on four-wheelers cut right across the meadow and stopped to ask me if I'd seen anything before they rode off."

Disgusted at the intrusion and certain any elk in the area were spooked, Spellman walked back to his truck, put his gun away and drove home to Wisconsin. Needless to say, he doesn't hold ATV-mounted hunters in high regard.

There's no question an ATV can be a valuable tool for many hunters, but highly mobile ATV riders have an obligation to consider their impact on others, even when they are within their legal rights. Obviously you want to be courteous, and making a bad impression on other outdoor users, including other hunters, could eventually lead to loss of trail access for ATV riders.

The ATV-mounted trespassers that ruined Boots's hunt committed at least four motorized sins. Make sure you don't make the same mistakes by following these simple etiquette rules when hunting with an ATV.
Stay on Designated Trails: Never ride off established trails on public land. Unless you are on private land and have permission, never ride off-trail to retrieve downed game-carry it out to the trail and your ATV.

Respect Private Property: Use a map and GPS to be aware of your position, and never trespass on private property or ride in wilderness areas where
motorized vehicles are prohibited.

Tread Lightly: Always get clear permission to ride off-trail on private land. Then make as little impact as possible, avoiding wetlands and other terrain where you'll leave lasting tire tracks. Steer clear of livestock and
always close gates.

Don't Make a Disturbance: To avoid disturbing other hunters, try to limit your ATV activities to midday.

Park your ATV on a main trail and walk in to reach a stand. When possible, avoid riding near camps set up by other hunters, or at least keep your speed and engine rpm low when passing to minimize noise and dust.

Be Courteous: Ride in control and slow down if you meet mountain bikers or hikers. If you encounter horses, pull to the edge of the trail, turn off the ATV and remove your helmet. (Horses might be spooked by humans wearing helmets.) If you overtake a group with horses, slow down and keep a courteous distance until the rider notices you and signals that it's okay to pass. Then chug by slowly.