January 25, 2009
How about a super-trick dirt bike inspired rear suspension that re-writes the rules on what a rear suspension is capable of in a snowmobile? How about a smaller, lighter, more responsive sled that takes less energy to ride and makes the bumps all but disappear? Could this be the sled of your dreams?
SnowTech Magazine editors have just returned from the snowmobile press introduction of the radically-different 2010 Polaris RUSH. This is an all-new rigid chassis fitted with a single swing arm progressive rate rear suspension that places the rear track shock above the tunnel and under the seat. Walker Evans clicker shocks all around tell you this is a serious bump sled, but the true character is much broader than even Polaris may realize. While Polaris has chosen to leverage their snocross success and introduce the RUSH during the X-Games, this is far more than a younger-generation bump sled.
The RUSH could be called the “Bump Eraser”. The new PRO-RIDE progressive-rate rear suspension is seemingly bottomless yet provides surprisingly accurate rebound control as well, a tough combination to achieve. Kickback is minimal and seemingly a non-issue, giving this sled the ability to go through bumps with less pitching, and most importantly, greater control. Riders will be able to tackle rough trails and use less energy, and they will be able to go faster through rougher terrain. Those nasty G-bumps, the big dip in the trail that usually sucks the sled down onto the suspension for a bone-jarring THUD, have just met their match as the PRO-RIDE handles them with ease. This thing really works well.
The pre-production prototypes we were trashing through drifted and g-bump riddled trails were getting closer to a true production calibration, with the production ski and carbide selection still a subject of debate. The chassis is very responsive to rider positioning, as you can slide back and crack the throttle for impressive wheelies, or slide up and carve through the corners. We would prefer a more aggressive ski and runner combination than what we experienced on the units we tested for the type of packed powder (conditions) we encountered.
This is the lightest, most agile and responsive Polaris you can imagine, and about the closest to a dirt bike we have ever experienced in a production snowmobile. It’s narrow up front and easy to see the skis and entire front suspension, so wind protection is not the greatest. The seating position is about as close to “excellent” as possible, not too far forward, not too high and certainly not too low. The footwells are deep enough and wide enough as well. The seat is softer than the current 2009 IQs, and the running boards are very short. And, that’s not a radiator in the front nose; it’s a heat exchanger, helping to replace the lost cooling capacity from the now-shorter heat exchanger in the new-shorter tunnel. Fuel capacity is eleven gallons, and the sled weight is spec’d at 459 pounds (and it feels that light as well). Powered by a two-injector Liberty 600cc two-stroke twin, this little sled is a screamer.
SnowTech editors will be on the 2010 Polaris RUSH again in early March for an entire week of testing; look for the complete ride reports and in-depth analysis details of the 2010 Polaris RUSH in the next issue of SnowTech Magazine! (March issue mails first week of March.) Get a Subscription
January 24, 2009
Owners of Ski-Doos know how sweet it is to be able to adjust the shift RPM using their TRA clicker adjusters on the primary clutch. This varies the geometry of the cam arms and rollers so the loading effect of the engine is varied to better match the load of the transmission to the power of the engine, helping to keep the engine spinning at the desired shift RPM.
But, TRA clickers can only do so much. Often times, you want to set the clickers as low as possible to load the engine, get the pipe hot and make all the power you can. Using the TRA clickers isn’t really the ideal way to compensate for changing snow conditions, either. That’s where the ability to vary the helix angle comes into play.
Clutch tuners have long understood the relationship between the primary clutch and the secondary clutch. The primary clutch on the engine controls the engine speed and is RPM sensitive, where the secondary clutch controls the shift ratio and senses the torque from the track. They must both work together, and to some degree each one can be used to “tune” the transmission system. Changing the helix angle changes the systems responsiveness to the load being presented by the track. The secondary must balance the pull from the track with the pull (power) from the engine and let the system operate in the proper ratio, while the primary keeps the engine operating at the right speed, dependent on the throttle position.
So if we can have an adjustable primary component, why not an adjustable secondary component? That’s where Shockwave Performance has made their name, providing sled tuners with easily adjustable helix components so you can adjust the helix ramp angle, instead of replace your helix.
We’ve been using Shockwave adjustable helix components for years on various Yamaha and Arctic Cat models. As the snow gets deeper, or as it gets wetter or as the temperature changes, the load from the track changes and so does the ideal requirement of torque sensing in the secondary. Tuners for years have disassembled their clutches and installed a helix with a different ramp angle to vary both the upshift and backshift characteristics. A steeper helix angle lets the clutches upshift, or open up faster, during acceleration. However, it also makes the system less responsive to an increase in load from the track, so it slows the backshift (downshift). This tends to also reduce the engine RPM.
A flatter or more shallow helix angle slows down the upshift, but lets the system become more responsive to the load from the track, so backshifting is improved. This also tends to increase the engine RPM.
So you come to a lake, hard packed, flat and fast, where a steeper helix angle would benefit your performance. With the Shockwave Adjustable-Ramp Helix, you can quickly dial in a steeper helix angle to let the system upshift harder and faster. Simply open the side panel and turn the dial with an allen wrench. There is no disassembly required. The clutch and the Adjustable Ramp Helix stay assembled in the snowmobile. The allen wrench fits into an adjuster ring. Each full rotation of the adjuster ring is approximately 4 degrees of helix ramp angle change. Thus, each 1/4 rotation is approximately 1 degree. Turn the adjuster ring counter clockwise to let the sytem upshift harder and faster, which will also lower the operating RPM.
Or the next day, it snows six inches of wet heavy snow and your sled isn’t pulling the full shift RPM; the system is being loaded too hard, too fast. Again, open the side panel and turn the adjuster ring clockwise for a flatter helix angle, which will also raise the engine operating RPM. Backshifting response is greatly improved and your engine spins at the right RPM.
New for 2009 is the Shockwave adjustable helix for the Ski-Doo REV XP models fitted with the new QRS secondary clutch. Like the other Shockwave adjustable helixes, you can quickly and easily vary the helix angle in a matter of a minute or two. The ramp angles can be varied by 16 degrees! We really like the adjustability and tenability they provide, and wish that every sled had this feature. Helixes are offered in straight and variable ramp angles, great for trail sleds and a must-have for mountain sleds that experience a greater range of operating conditions within a matter of minutes.
The Shockwave Adjustable Ramp Helix for the Ski-Doo QRS secondary retails for $249. To get yours, contact Shockwave Performance at 763-493-2076 or visit www.shockwaveperformance.com
January 24, 2009
Have you ever wondered why the groomer wasn’t out last night? Everyone has had a day where the trails weren’t as smooth as the day before, and you just can’t understand why. Well, here’s a little insight into trail grooming.
* While most clubs that operate groomers are funded by sled registrations, gas tax refunds and membership dues, or the state/province, the guys running the groomers are quite often (almost always) volunteers. They’re up all night so you can have your fun the next day. They understand the importance of tourism and the impact snowmobiling has on their local economy, and they often share your passion for riding. Show them your utmost respect and don’t try to destroy the hard work they’ve just put forth. Remember, groomers have the right-of-way, not you.
* The most important requirement for effective trail grooming is to have the snow at the correct temperature. The ideal grooming temperature is between +23º F and -5º F (-5ºC and -20ºC). As snow is collected in the drag, it has to be able to flow, like flour. As we all know, once the temperature gets close to 32ºF (0ºC) snow begins to stick together. Instead of flowing out under the rear pan, the snow builds up in the drag until it spills out over the top in large chunks or balls. These large chunks are dangerous when they freeze in the middle of the trail.
* So you have a fresh 6” (15cm) of snow fall overnight. How come the groomer is not out? In order to groom effectively and make the trail more durable, the idea is to cut the mogul off completely, not just fill in the void. Moguls have a memory. If you just fill in the void with new snow, by the time half a dozen snowmobiles run over it, the new snow settles and the mogul is back again. When you groom fresh snow, the drag can’t be lowered deep enough to cut off the mogul because snow collects faster than it can flow out under the rear pan. Again, the drag fills up and spills snow out over the sides. After a fresh snow fall it’s often better to let the snowmobiles run it in and knock the air out of it. Then when the drag processes this finer snow, it packs much tighter.
Often times, fresh snow means the groomer tractors can not pull as heavy of a drag, either. Lighter, smaller drags don’t pack the snow as hard nor do they cut the bumps as well. A trail may be groomed right after a snowfall, but it usually will not hold up nearly as well as after the snow has been packed and then cut.
* Most grooming is done at night because it’s safer and more effective. Safer, because there are usually not as many snowmobiles on the trails, and when there is, the bright lights of the groomer are visible long before the machine itself. Grooming at night is more effective because it’s usually colder and the snow sets faster. Also, the longer the trail sets before too many snowmobiles ride over it, the longer it will last. Set up takes anywhere from two to six hours, depending on temperature and moisture content of the snow. Generally two to six or even more than ten hours may be needed for the freshly groomed trail to set up to where it is durable and will hold up to heavy snowmobile traffic.
* Grooming is usually not scheduled during heavy snowfalls or storms. Operator and snowmobiler safety are of principle concern, but it is also not productive to operate in these conditions. Sleds will soon pack it down, and the resulting groom will be far more effective.
* Cold temperatures must also be considered for operator safety in case of equipment problems. Less miles of trail will get groomed in extreme conditions. As the temperature drops below -5ºF (-20ºC), steel starts to get brittle and equipment is more susceptible to breakage if it strikes a solid object such as a stump or rock. Although the groomer operator usually has communications equipment and warm clothes, waiting for a snowmobile ride 25 miles (40 kilometers) in the country at 3 AM can be a very uneasy feeling.
* For longevity of trail grooming, it is best to avoid riding a snowmobile on freshly groomed trails for at least two hours after the groomer passes. If possible, choose an alternate route to help improve the quality and durability of the fresh groomed trail. Avoid following directly behind a groomer because it immediately destroys the smoothing just performed by the drag. If you come up behind a groomer and the operator beckons you to go around, that’s the main reason, to allow him to groom without snowmobiles on the trail enabling effective trail set-up. He wants you in front of him, not behind him!
* If you come across a “soft” or freshly groomed trail and you must use that route, try to minimize your impact on the trail: slow down; try to stay off the fresh grooming if the trail is wide enough to safely do so; operate only at the outside edge of the fresh grooming; ride in single file versus having everyone in the group take a different path on the fresh grooming; and don’t purposely fishtail or power through the soft snow. Do as little damage as possible by backing out of the throttle and reducing your impact until you get off that trail or pass the groomer. Better yet, turn around and take a different route. The mentality that “someone else will tear it up if I don’t” is what leads to a poor riding experience for all but the first few sleds to come through.
* Understand that aggressive riding styles can impact the quality and smoothness of the trails you ride on. Fast starts and stops, powering through curves, paddle tracks, carbide runners, traction devices, and powerful engines can all combine to destroy the smoothness of a trail. So the next time you hit the brake or the throttle, think about how much damage you have innocently contributed to destroying the trails you would really prefer to be smooth. Try to not spin your track during acceleration or lock your track during braking.
Tips for Sharing Trails with Grooming Equipment
* First, recognize that trail groomers may be working on the trail at any time in an effort to provide you with smooth, safe trails. Always keep your snowmobile under control and anticipate a groomer might be around the next corner or over the hill. Some groomer operators will groom opposite of traffic in certain areas; that means they could be on your side of the trail!
* Snowmobiles are much smaller and much more maneuverable than groomers, so always yield to a groomer. Always slow down when approaching or overtaking grooming equipment. Groomers move very slowly, typically only 6 to 9 miles per hour (10 to 15 kilometers per hour), so they are almost stationary when compared to a snowmobile traveling 30 to 50 miles per hour (50 to 80 kilometers per hour).
* When approaching an oncoming groomer on the trail, slow down and move your snowmobile to the far right side of the trail. Realize that the grooming drag or tiller behind the grooming tractor may be very wide, and might extend wider than the tracks of the tractor and can essentially take up most (or all) of the trail’s width. If the trail is narrow or winding, you may need to stop at the far outside edge of the trail to let the groomer pass. When possible, pull off of the packed section of the trail completely. It is your obligation to get out of his way.
* When overtaking a groomer from the rear, slow down and assess the situation ahead. If there is good sight distance and the trail ahead is clear of oncoming traffic, pass the groomer while operating with caution. It is best to wait until the groomer operator clearly sees you and knows you’re behind him. Beware that the groomer may create snow dust and make visibility poor. If the trail is narrow or winding, you may need to stay behind the groomer until the operator pulls over and signals for you to pass. Be patient because it may take time before there is a safe location and safe conditions for passing.
* If you need to stop a groomer to ask for information or assistance, understand this should be done only in an area where there is good sight distance and it is safe to stop. The groomer operator may request that you follow the groomer to a safer location where he can stop and assist you.
* Anytime and every time you have the opportunity, tell a groomer operator how great of a job they’re doing. Remember, most are volunteers and many love to ride, just like you. They need to hear your appreciation if you truly enjoy riding smooth trails, or to simply have trails to ride on at all. The groomers are often the ones who help brush and sign the trails as well. They need as much help and appreciation as we can all give them.
Hopefully this gives you a little insight into grooming. So if you see the groomer parked some day, it might not be ‘broke down’, we may be waiting for the right conditions.
Source: Newfoundland and Labrador Snowmobile Federation
January 23, 2009
Most of us who own and build high-powered snowmobiles know one of the weakest links in the entire drivetrain is the primary clutch, and its ability to transfer the power from the engine through the CVT belt-drive system. The basic primary clutch design used in today’s CVT drive system has been around for over thirty years, and has remained relatively unchanged for the duration. When this design was introduced, being able to transfer 100 HP was about all that was required of the system. 
Now days, with the likes of big-bore four strokes, turbochargers, superchargers and 1000+cc monsters that can make upwards of 200 (and even 300) HP, the power transferring capabilities of the simple CVT primary clutches has been brought up to and past their original design intent. Being able to grab the belt and keep the slippage to a minimum is critical to getting the power from the crankshaft to the ground, and to keep the drive belt from disintegrating into a cloud of black smoke. This has opened the door for many new clutching approaches and designs, including the new Rage VIII 8-arm primary clutch from Supreme Tool, Inc.
Instead of the traditional 3 cam arms, or the popular 4-cam arm designs found on many of the higher power engines using a CVT belt drive system, the Supreme Tool Rage VIII distributes the power through eight cam arms. All eight arms engage the belt at the same time, providing nearly double the amount of force to the drive belt than a four arm design. Once the movable sheave has shifted (closed) 1/2 to 3/4 of its travel, the four supplemental cam arms sign off (quit applying force) due to the centrifugal force that holds them suspended above the movable sheave rollers. This allows the four main cam arms to finish the shift and maintain the proper operating rpm.
This design allows the Rage VIII primary to grab and hold the drive belt on high-powered machines, instead of slipping the belt. The added force during the first portion of the shift curve eliminates the biggest problem that racers of the high-powered sleds have had for years – belt slipping and over revving during hard acceleration through the first portion of the shift curve! This is where the primary is also working with a smaller contact patch, due to the smaller belt diameter at the lower shift ratios. 
You can now change and control the initial shift curve in two new ways. First is by adding more mass to the supplemental arms, second is by changing the diameter of the supplemental roller diameter. It’s really simple. By decreasing the roller diameter, the supplemental arms let go of the shift earlier; by increasing the roller diameter, the supplemental arms shift longer before releasing.
The Rage VIII a-arm clutch uses most any cam arms offered on the market as the main flyweights, utilizing Supreme Tool’s retrofit pin design. The four supplemental arms will be provided with the Rage VIII. They will be capable of having extra mass (weight) added, allowing you to adjust them for that killer holeshot. Three different sizes of rollers are also provided to compliment the tuning capabilities of the system.
Supreme Tool has spent many hours testing this package on their track dyno, as well as on the ice strip in the winter and out on the grass drag strip during the summer months. They are convinced that if you have the need or desire to compete, you will sooner or later discover what this system has to offer, as the Rage VIII has demonstrated its capability to squeeze and control the drive belt in high-powered clutching applications.
The Rage VIII 8-arm clutch system will be available in 8”, 8.25” and 8.5” diameters and will fit all OEM crankshaft tapers. It will be offered in a screw-on or quick-change spider design as well. To order your or to learn more contact Supreme Tool, Inc. at 248-673-8408 or visit their website at www.supremetoolinc.com
January 23, 2009
If you’ve ever been faced with an engine quitting out on the trail or up on the mountain, there’s a good chance it was because of spark plug fouling. But new technology is making today’s snowmobile spark plugs more efficient, which reduces fouling, helps engines last longer, and keeps the environment cleaner.
Here’s how. In the last 100 years, the only real advance in spark plug technology has been to add special metals to extend life and to learn how to make them cheaper – not better. The standard J-wire electrode has been just that – standard.
New advanced designs, such as E3 DiamondFIRE spark plugs, offer a faster forming and larger flame kernel, and therefore more complete fuel combustion. The result: more power, cleaner engines, and reduced emissions. The open, diamond-shaped architecture of the electrode is the secret behind E3’s ability to provide cleaner, more complete fuel burn.
The efficiency and performance of the plug is mostly determined by the shape of the electrode. When a spark plug fires, the spark seeks the edges of the electrode surfaces. Traditional J-wire plugs have limited edge surface area. But the “open architecture” of E3 spark plugs provides more sharp edge surface for better spark generation and less wear.
The E3 DiamondFIRE spark plugs feature a diamond-shaped electrode with a revolutionary “Edge-to-Edge” design. The unique geometry of the E3 provides optimized spark paths well into the useful life of the spark plug. This patented design delivers forced edge-to-edge spark discharges, which are proven to be the most efficient and effective way to get a spark to leave a surface. DiamondFIRE technology allows the fastest flame-front to grow unimpeded towards the piston to create a more complete burn of the fuel/air mixture in the cylinder.
Flame shape is critical, too. Old-technology J-wire plugs create a flame shape that moves sideways, outward from the electrode. But the open, diamond configuration of E3 spark plugs shapes the flame, aiming it accurately toward the piston head and fuel/air mixture to create higher combustion pressure, practically perfect fuel burn, and greatly reduced deposits on the cylinder heads and electrode surfaces.
There is another advantage to DiamondFIRE technology, and it has to do with what spark plugs are made of. The limited edge surface of the J-wire electrode causes the spark to strike the same places over and over, so the metal wears down relatively quickly. Many manufacturers use precious metals such as platinum or iridium, because they’re attempting to extend plug life. The DiamondFIRE design of E3 spark plugs accomplishes extended life without the use of special metals… because the geometry and shape of the electrode provide more spark surface, and less overall wear.
Laboratory testing showed that E3 spark plugs improved power output in typical engine operating ranges, and reduced fuel consumption. The more completely you burn the fuel, the greater the power output – and the less hydrocarbon residue is left behind to foul plugs – and stop engines cold.
To learn more about this new technology (and find out where to buy) at www.e3sparkplugs.com
January 23, 2009
With high gas prices, one of the questions many riders are asking is if they have to sue premium fuel. To answer that, we have to take into consideration the exact sled and engine set-up. If you’re running any form of higher compression, then chances are you need the slower flame front speed afforded by the premium fuel. But, this depends on the elevation. Generally, as the elevation is lower, as the compression is higher and as the ignition timing is advanced then your octane requirements are increased.
Using premium fuel in a sled that doesn’t have advanced timing or higher compression actually will take power away from your package. Arctic Cat has been telling their F-series riders for the past few years that the stock set-up is designed to work with 87-octane fuel, and that the sleds are faster on it.
First you know if your sled has a knock sensor. If it does, then it can likely compensate for the various fuel types and adjust the ignition timing accordingly. Most of the newer generation of CFI and SDI engines will have this, so they will run at full power on premium, but will roll back the timing slightly if a lesser octane fuel is detected. Many older Polaris models have a key switch that can be set manually to premium or regular, so you can run whatever you want in them. The Arctic Cat four-strokes make more power on premium, but can sense and adjust the timing for 87-octane fuel as well. All of the Yamaha four-strokes, with the exception of the Phazer, prefer to have 87 octane fuel. The Phazer can handle the lesser octane, but will sacrifice some power in the process. Most days you’ll never notice the difference.
What about sleds that say right on the fuel cap “premium fuel”? Does it say “required” or “recommended”? There is a difference. Most every sled that says “recommended” will be perfectly fine on 89 octane, but they’re just a little closer to the “edge”. We’ll even run 87 through them, as long as it isn’t a full tank of it at once. With these sleds, be weary of high-load conditions like wet heavy snow or long high speed runs. Give it a splash of 89 to make sure your 87 is good enough, as some gas might not be 87 like the pump says, and then your safety margin is all used up.
During the 2007-2008 riding season, we ran 89 octane fuel pretty much all year long in all of our sleds. With the Ski-Doo 800R PowerTEK, we would run 89 and 87, trying to keep the fuel in the tank always at something higher than 87 octane fuel. Same thing with our 600 H.O. E-TEC, it said “premium fuel recommended” on the fuel cap but we ran 87 and 89 for thousands of miles. We never had a problem all year long with any of our sleds. Personally, we run 89 with confidence and would alternate between 87 and 89, just to make sure what we had in the tank was always higher than 87.
Again, if you have a higher compression head, or an aftermarket pipe, then you should consult with your speed shop or go-fast parts supplier to find out what they have learned what works best in their set-ups and what they suggest. Mountain riders who traverse large elevation changes and bump up the compression levels to compensate for the higher elevations are at higher risk, especially when they come down the mountain.
January 23, 2009
Riding a snowmobile, though an exhilarating experience, can be a very dangerous sport. Riding a street bike could even be worse, because not everyone wears a helmet, and they crash on pavement. Most fatalities caused by riding accidents are caused severe trauma to the brain and the bleeding which follows. Trauma to the brain could be reduced with the help of a scientifically designed helmet which protects the skull region from injuries, for example, when you fall off the back of a bike or sled.
Scientists at the Royal Institute of Technology (KTH) and Karolinska Institutet (KI), have developed a technology called the Multidirectional Impact Protection System (MIPS). MIPS helmets can protect a user by up to 40% better than a conventional helmet.
The helmet itself is inspired by the brain’s protecting system and a dual layer structure compensates for the rotation of the brain when an oblique impact takes place. When a rider falls and there is an impact to the head, a low friction layer in the helmet detaches and enables for the absorption of energy from the impact and protects his/her head from injury. Syntes Studio has helped the scientists design the product and it also features a ventilating system. Since it combines medical science and technology with market oriented production, it could achieve good success. Currently it is aimed at non-motorized applications like bicycles and horseback riding, but the logic is sound and could easily be applied to motorized helmets, as well.
Technology derived
from nature
The idea behind the patent was inspired by the brain’s own protection system. When the skull receives an oblique impact, the brain slides in the cerebrospinal fluid, which reduces the rotational force. This is the protective system that the engineers used as a model to develop the MIPS system. If you fall off and hit your head, a low-friction layer located between the outer and inner shells of the MIPS helmet becomes detached. This enables the outer shell to slide against the low-friction layer, absorbing the energy from jolts and impacts and protecting your head from injury as far as possible.
The combination of hi-tech and medical know-how in combination with commercially viable design makes this helmet a unique Swedish product. The ambition is to spread this paradigm shifting patent throughout the whole helmet industry. The “MIPS inside” indicating system will be seen on several other kinds of helmets in the near future.
January 22, 2009
…..Who do you call when you’re trying to make an old vintage race sled like new again? One of the best sources on the planet is Wahl Brothers Racing. These guys helped build a good number of the old (Arctic and Polaris) race sleds over the past couple of decades. It has been their lives and their history. And if they didn’t build it, they likely know who did. If you are racing or restoring, call them at 800-883-0294 or visit their website at www.wahlracing.com to learn more.
January 22, 2009
If you ride a snowmobile out into the backcountry, or if you venture out into the woods, how will people know where to start looking for you if you don’t come back?
The National Association of Search and Rescue estimates there are over 50,000 search and rescue missions launched each year in the United States alone. Most of these are initiated without knowledge of the victims’ location.
Many snowmobilers assume they will be able to use their cell phone to alert somebody of a stuck sled, a mechanical problem, or simply being lost, as they can relay their GPS coordinates (if they carry a GPS). But often times, a cell phone doesn’t get a signal or you’re not sure where you might be.
That’s why it makes so much sense for every group to riders to have at least one of the new satellite locator devices with them. One such device is the low-cost SPOT Satellite Messenger. It gives outdoor enthusiasts users a way to alert responders of their GPS location independently of cellular coverage.
SPOT enables users to send their location and message to friends, family, or emergency responders, and to visually track the location of the SPOT satellite messenger through four simple functions:
* Alert 9-1-1 notifies the emergency response center of your GPS location
* Ask for Help sends a request for help to friends and family
* Check In lets contacts know where you are and that you are OK
* Track Progress sends and saves your location and allows contacts to track your progress using Google Maps (for an extra $49.99 per year).
Weighing just over 7 ounces with a MSRP of $169.95 (U.S.), the SPOT Satellite Messenger requires a service plan as well. For $99.99 a year you get the Alert 911, Ask For Help and Check In functions, all with unlimited usage. You can let your family know several times per day that all is well, and where you are, or if you need help.
Perhaps the best option is the “GEOS Search & Rescue Benefit” that only costs an extra $7.95/ per year if purchased at the same time as the initial activation (it’ll run you $150.00/yr USD if purchased after initial activation). This provides up to $100,000 of additional search and rescue resources, including helicopter extraction around the world and reimbursement benefits – underwritten by Lloyd’s of London – for any emergency service expenses incurred.
Bottom line – $170 for the unit, and $108 per year for satellite communication with search and rescue AND your desired contacts. To learn more visit www.findmespot.com
January 21, 2009
A late edition to the 2009 line-up from Ski-Doo is the Summit Hillclimb Edition. This high-performance Summit model has features specifically aimed at hillclimb-type racing and riders. Specific features include state-of-the-art HPG Racing Clicker aluminum shocks, Pilot 5.7 Racing skis, a wide 47.1 inch ski stance, rear suspension rail stiffeners and four rear idler wheels. This model will be available in black only and will be offered in extremely limited quantities.
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