When the REV hit the snowmobile scene in 2003, it and the Arctic Cat Firecat were the first sleds to locate their air intake in front of the windshield. Traditionally, the intake had been located somewhere behind the windshield or on the back side of the hood, relatively protected from snow ingestion.

The Firecat’s intake out in the nose and up on top of the hood was given the benefit of an “Outerwears” waterproof prefilter. The REV, with its intake up high along the left side panel, isn’t as prone to snow as the lower, more-forward location of the Firecat, but being ahead of the windshield there are occasions where a waterproof prefilter would really be nice.

That’s why we install one on every one of our REVs. You never have to worry about the OE filter filling with fine powder, or freezing up and blocking the airflow. In extreme conditions one might have to wipe the pre-filter off, but the snow and ice and water do not impregnate the surface like the OE filter allows.

You can get a REV pre-filter at any Ski-Doo dealer, and most aftermarket shops as well. Usually they’ll run about $20. Pull your OE filter out – notice the orientation of the cut and shape as you remove it – pull the pre-filter over the OE filter – insert into side panel, orienting the filter in the same manner as it was removed.

Airflow restricting, you ask? Supposedly less than 1% we’re told, shouldn’t be an issue out in the field.

When riding in a group (of any size) the group leader (or the group as a collective) needs to identify the sled with the least amount of range. Why? Because you need to know where your “point of no return” is, or halfway point. When your sleds start to run out of gas, the fun ends and the real work begins.

Normally, a group leader will identify how his gas gauge stacks up against the sled (or rider) with the heavy throttle, and will estimate how far out they can go before needing to turn around. Often, having to head back into town or to a gas station takes you out of the prime riding and back into traffic, or a less desirable experience. Not having to waste time filling and worrying about gas makes for a far more enjoyable ride. This applies to trail riding and boondocking – trail riding, mileage per tank is far more consistent. When boondocking, it is often a matter of how much playing you’re doing than miles logged. Ever notice how it’s usually the same joker that runs out of gas first?

This is why we like to carry a couple of extra gallons on as many of our sleds as possible. If these couple of gallons can get you all the way back in if one sled runs out, all the better. The group leader will start to get very nervous when half of the extra reserve gas has been used and you’re still not back in yet.

Taken a step further, it is far easier to ride two-up back into town than it is to ride three per sled. We know. This means you never really want any more than one half of your sleds to run out of gas. This should be your absolute limit, it’s ours. In extreme cases when we get lost (not often, but it happens – like the time we were off the map south of McCall, Idaho – you guys who were with on that ride know who you are!)

Each rider needs to know how many gallons their sled takes when bone-dry. That way, you can follow the miles logged and gallons consumed and have a pretty good idea on each and every day what kind of range you will have as the first tank is being consumed. For example, you know your sled takes ten gallons after it ran out and stopped.

It’s not uncommon for us to have to tow a sled in on occasion, often several times per year, but we’re limit seekers; it’s our job, to a point. We need to determine the range of a sled compared to others. In this quest, we have learned to stretch our rides to the limit, and past. Experience has shown us that having more range is always a good thing, because having no gas left means the fun is over, the exploring needs to be stopped, the group must turn around. Bummer. No gas = no fun.

Advanced Power Systems, makers of the Fitch Fuel Catalyst, have added in-line units to their product line. These in-line units are primarily intended for use in automotive applications, and in no way replace the drop-in units we use in our gas cans and recreational vehicles. Since we all own cars and trucks, it seemed logical for them to promote their automotive products to the same users of their drop-in units.

We asked Advanced Power Systems why they are now offering the in-line unit, as we figured this was not going to treat the standing fuel left in the gas tank, the main reason we use the drop-ins. The response was that many newer automotive vehicles will not allow the drop-ins to be installed into the gas tank. The in-line units treat the fuel as it is going to the engine, so you still get the catalyst reaction that delivers fresh fuel.

We’re also told buyers like to “see” their investment, and that the in-line unit is visible under the hood, where the drop-ins disappear. The in-line can easily be removed and transferred to another vehicle, while the drop-ins are pretty much in the tank for good. And, guys like to show their new stuff to their buddies.

APS claims modest fuel economy gains when using either style. We continue to experience the benefits of fuel that doesn’t go old or bad with our many drop-in units, and any engine fitted with a knock sensor and variable ignition timing acts as if a higher octane fuel is being burned. Seasonal units, ones that are not used constantly through the course of a year, all have the Fitch drop-ins in their gas tanks and we no longer experience any sort of fuel degradation. Every gas can, lawn mower, weed wacker, snow blower, any small gas engine, they all have one in the tank now. It’s really weird, but the catalyst acts on the fuel molecular chain length and keeps it fresh and ready to combust. In each instance, the unit fires right up after sitting for six, eight months. No greenie grungies, no stale gas, no wet plugs.

So, the in-line units allow installation on most any vehicle, and allow you to take it with you. They do not provide the “stabilizer” effect to the fuel in the tank, however.