- Kevin Beilke

By Kevin Beilke

New sled sales haven’t been exactly been on fire, but in our neck of the woods used sleds and carry over units went out the door faster than they have in several years. Many buyers walked into a dealership for the first time in many years and about fell over when they saw the sticker prices on the new sleds, the HP numbers, and the overall bulk and massiveness of the new iron. Whatever happened to the $4,000-$5,000 machines? This is what happens when the casual riders, the ones that come and go with the snow, come out of the woodwork.

The OEMs have been forced to build what they can sell, and in years of low snow they build what the hard core riders, people like you (qualified by reading a techie magazine like this) want to buy. We’re the ones they have always been able to count on, regardless of local riding conditions. But as this demographic ages (and shrinks), the manufacturers try to guess on how to expand the market for the future. What types of products will again create higher demand (and sales and profits)?

To this end, there is a concerted effort to revitalize the market and bring new riders into the sport. To a point, this has more to do with good snow than product offering, but it really came to light with the likes of the Ski-Doo Freestyle last season. Cheaper, lower powered sleds have long been the “old” stuff, but not any more. This new breed is hi-tech smaller and lighter, and the kicker; more affordable.

Yamaha jacks this effort up a notch for 2007 with their outstanding Phazer models, starting with a retail price of $6,399 (low by today’s standards). Radical styling like this is sure to appeal to younger riders who don’t have as much jing in their pockets as the rest of us, but these sleds can be appreciated by all of us.

In our own test fleet, one of the best bang for the buck sleds we have is a 2006 Ski-Doo MX Z Trail (500 SS) that retailed for $6,649. This was $3,100 less than a MX Z Adrenaline 800 H.O. that looks (and functions) nearly identically in many respects. Most anyone can hop on it and have a riot riding it, and there’s no need to break the bank doing it. This is no slow-poke, it is a 100+ HP hi-tech sled at a great price; that’s value.

The good thing for consumers is the competition keeps the OEMs working hard to provide better product at competitive prices. There is no need to have to buy a $10,000 sled that is capable of going well over 100 mph to have hi-tech fun.

Case in point; the “Indy Lite Rally” that used to be held at our local Polaris dealer. Some of us would get together (informally) and all hop on 340 Indy Lites and race up to the state park and back. Wide open throttle, drive with your brake, one of the funnest rides of the year. You could manhandle those little light sleds, throw them around instead of being thrown around, laughing all the way. Less seriousness; more casual fun.

Now, it looks like the days of smaller, lighter, and full-of-fun sleds are coming back. Maybe the less expensive sleds aren’t for you, but you’re going to see a bunch of them out on the snow next season, with their owners having a riot. New riders want to be comfortable, not have the hell scared out of them, so if you introduce somebody new to the sport, keep this in mind if you ever want them to come back and do it again.

The toy manufacturer was simply trying to get a better understanding of the sport. Being from southern California, their exposure to our sport was mostly from ski hills and magazines. So in the course of their research, they happened to call SnowTech.

I started out by explaining how snowmobiling had started out primarily as a means of winter transportation and utility, but now days the basis was more the “sport” aspect. I laid out the typical usage, with around 75% of the users (midwest and east) riding on a vast interconnected groomed trail network, like a system of backcountry highways groomed by ski hill groomers (easy for him to understand). Then in the western states where snow was more plentiful (as well as public land) users were more typically explorers and freestylers, riding off trail when possible, using the groomed trails primarily as a means to get to the “good stuff”.

Next I was asked about racing. They wanted to make some toy snowmobiles and, of course, the racing image was important. How were snowmobiles used in racing?

This was an even more diverse answer than that of usage. We have snow cross, a closed-course version of motocross with bumps, jumps, and plenty of tight left-right action, usually in a stadium or other setting that was conducive to large crowds of spectators.

But there were also ice ovals, enduros and cross-county racing, as well as hill climbs, water cross (he had a hard time comprehending that one) and the one he fully understood – drag racing. Until I told him we do it on the snow, on ice, on grass, and yes, even on water.

I also explained how snowmobiling was enjoyed by the young and the old; that it was both a family sport and one of the boys, the weekend warriors if you will. It was work and play. It was both escape and competition. It was the lifeblood of the economy in many rural areas during the winter months. And even when people can’t actually ride a snowmobile on snow, they will do all sorts of things simply as an excuse to get together with and talk about snowmobiling with others who feel the same way. This is how I justified the grass drags and the watercross events, as well as the vintage shows.

The gentleman on the other end of the phone was quite impressed. His prior vision of our sport had been muddied by general perceptions of noisy, smoky machines that chased animals and terrorized the winterscape. What he now envisioned was a complete society of polite, friendly northerners who liked to share their passion with those they enjoyed spending time with, regardless.

So what is snowmobiling? It continues to evolve. It is many different things to many different people. But to all of them, it is fun. That’s why we do it.

Kevin Beilke

This fundamental principal applies to snowmobiling. Every time we ride a groomed trail, a club spent hours brushing, grooming and maintaining it for your enjoyment. But what did you give in return?

Most riders believe it is their tourism dollar that is their form of “giving”, or their trail permit that should be enough. Fact is, these dollars don’t make it often enough to the club who does all of the work. They need you on THEIR membership list. Are you?

Why is it so many snowmobilers do not belong to a local snowmobile club of any sort, either where they live or ride? Nor do they belong to a state snowmobile association. Nor do they belong to a fight-to-ride group or land use group, like the Blue Ribbon Coalition. With the amount of money invested in the toys, wouldn’t you think each and everyone of us would be doing everything possible to ensure the continued access to the land and trails we hold so dear to our hearts?

Here’s our challenge; every one of us needs to increase our memberships in all of these organizations. Strength is in numbers, and snowmobilers are grossly outnumbered when it comes to political issues that are dealt with on a daily basis by all of these organizations

Further, each of us needs to lean on our riding buddies to do the same. Anytime you go somewhere and enjoy the land or the trails they have to offer, it is the LEAST you can do to join their club. Clubs are not for the locals only, they should be joined by everyone who rides in that area! You may not be able to volunteer your labor to help maintain and groom the trails, but you can sure show your support in the form of joining and contributing.

Ideally, it could become near cult-status to be a member in more clubs than anyone else you know. This should be sheik, a cool thing to boast about, that you are such a staunch supporter of your sport that you belong to clubs in four or five states! Don’t stop with the local clubs, join the state snowmobile associations also. They need your name on a “paid” list to demonstrate their support in their political battles, fighting to keep the land you use open for future generations. They also need your money to fight the mounting legal battles against well-funded city-slickers who don’t have a clue what really happens in the forest, but are so gullible to contribute to every “save the forest” campaign that shows up in their mailbox or at their door.

Most local club memberships amount to a measly $20, as do most state associations. If this is too much to ask for to support the club that grooms the trails you ride on, then maybe you shouldn’t have bought such expensive equipment!

I can already hear the whiners now. “We already pay registration fees, gas taxes, and we spend gobs of cash in their communities at the motels, food & drink establishments and on gas. They already get a bunch of our money!” Do you really think much of that cash ever sees the clubs and state associations we’re talking about? Yes, gas tax revenues and trail permits do end up fueling the grooming funds in many areas, but with something like only 3% of northern states’ populations involved in the sport of snowmobiling, those who support us and provide the path of enjoyment for all of us need our help. Yes, you spend a lot of money on this sport already, but an attitude of complacency is only going to catch us all flat-footed. When you pull up to your “favorite trail” only to find a “closed” sign on it because some new landowner shut us out, don’t complain. Don’t complain when a law is changed regarding where and when we can ride. It happened to personal watercraft, and it can happen to us. Curfews are already being imposed in some areas, how far behind could outright closure be?

If we can afford all of the cash it takes to buy our adrenaline-infused toys, then we can squeeze out a few extra bucks and add our names to the lists of those who are doing their part. Clubs could provide stickers or something that could be worn or displayed like stars on a general (remember all of the club patches riders used to sew onto their nylon suits back in the late 60s & early 70s?). He who wears the most stars should be held in high regard, as they clearly care for the future of our sport enough to take the time and effort to be counted.

I’ll be the first to admit that local clubs really don’t do a great job at making visitors aware of who they are and how to join, but stop in and talk to any of the businesses who are map advertisers and they usually will know the info you are seeking.

It is the hard-cores, the readers of SnowTech, that continue to provide the fuel for the fire in this sport. SnowTech readers are the ones who continue to buy new sleds, regardless of what they see outside their windows at home. We know there is good snow somewhere, and we’re willing to go find it. We truly are a special and unique group, and we need to flex our muscle and show everyone just how special we really are. Don’t be a cheapskate or freeloader. An investment in our clubs and associations is an investment in our own future and the future of this sport.

There has been much ado concerning the first powered flight of the Wright Brothers in Kitty Hawk, North Carolina on December 17, 1903, marking the beginning of air travel, but what about snow travel?

No, Joseph Armand Bombardier did not invent the very first snowmobile. Nor did the Hetteens or Carl Eliason. Who actually first traveled over the snow in a tracked, motorized vehicle may forever be a mystery.

1910 Ice King – Hastings, MN on the Mississippi

The first U.S. patent awarded to a power sled came on March 24, 1896, to Moses, William and Joseph Runnoe of Crested Butte, Colorado. Their power sled had an endless track of chain and eight steel crossbars supported by spring straps. The cleats had spurs on the outer edges for traction. Bear in mind that 1896 was only one year after the first U.S. automobile patent was issued to George Selden in 1895. This was 21 years before U.S. involvement in World War I and merely 20 years after Custer’s Last Stand!

In October 1921, Charles H. Young of Norway, Maine, filed for a patent on a motor- driven sled. His machine had an endless belt on an independent rear suspended power unit and a curved front with skis for steering, forerunning Eliason and others. He received his patent on March 17, 1925.

In the early 1900′s, Ski Kits, chain-driven paddlewheels and track conversions of various configurations were appearing on various automobiles and motorcycles.

In 1914 Frank and Howard Sawyer of Jackson, Minnesota built a snowmo-cycle with skis and side-by-side seating. The rear wheel was positioned between the passengers and it was powered by a twin cylinder Excelsior motorcycle engine.

1929 Brainerd

In 1917 Iver Holm of St. Paul, Minnesota built a similar machine powered by a four cylinder Henderson motorcycle motor.

Carl J.E. Eliason of Saynor, Wisconsin began experimenting with his idea for a motor toboggan in 1924. His vehicle used a front- mounted, water-cooled outboard motor for power. He obtained a patent on November 22, 1927 on a vehicle for snow travel.

In 1928, while exploring the Antarctic, Admiral Richard E. Byrd left his base on the Bay of Whales, Little America, in a converted Ford Model T. It was later abandoned about 75 miles out of camp. He did not fare much better in 1939 when, on an expedition from Little America III, he abandoned the “Snow Cruiser”, a very large twin-tracked vehicle designed expressly for Antarctic travel.

The late 1920′s and early 1930′s saw the Tucker Motor Company of California develop a most unique method of over-the-snow propulsion – an auger! The “Spiral Over-Snow Vehicle” was sixteen feet long and steered with one ski. (The auger concept was resurrected years later by Polaris, with little success.)

Bombardier moved from wind-powered machines to large tracked transport vehicles. It would be late in the 1950′s before he would produce the light and nimble front-engined sled that became Ski Doo.

Polaris – 1st front engine snowmobile

Eliason had metamorphosed from wooden, front-engined toboggans to rear-engined steel models by 1951, influencing later manufacturers.

Roseau, Minnesota saw Hetteen Hoist and Derrick become Polaris Industries in 1954, and they began work on their own rear-engined design. It would be 10 years until the ill-conceived Comet, their first front-engined offering, would cause financial disaster and nearly bankrupt the company.

Howard Schraeder’s single ski rear-engined Snowbug emerged from Sudbury, Ontario in 1957.

There were a flood of manufacturers from Quebec who stormed the snowmobile scene. In 1958, Hus-Ski, from Pointe Claire began testing an unusual design. A twin-tracked front-power unit towed a passenger sled behind it. Not in production until 1962, the company was purchased by Food Machinery Corporation in 1965. The Hus-Ski became the Bolens Diablo Rouge.

Bouchard started Moto Ski in 1962 and produced 10 machines in La Pocatiere.

Rejean Houle of Wickham made 20 Skiroules in 1963.

Thetford Mines was home to Sno Jet and 25 units in 1964.

In the United States, Edgar Hetteen would leave Polaris and found Polar Manufacturing in Thief River Falls, Minnesota. In 1962 Polar became Arctic Enterprises and would produce the first front-engined sled in America.

Trail-A-Sled of Crosby, Minnesota also made a front-engined snowmobile in 1962. From a plywood and fiberglass prototype, the soon to be Scorpion design was unique in that the hood and tunnel were fiberglass, and one piece at that!

Mick Rupp, experimenting with an aluminum tunnel, would produce about 200 sleds in 1965.

By 1966, most of the rear-engined snowmobiles had melted away like the spring snow, giving rise to a sport-minded era of prosperity in the industry that would create nearly 200 snowmobile manufacturers by the mid 1970′s.

Memories are like that. But why is it only in retrospect when we recognize the-best-of-times. We tend to accept the present as common, ordinary, nothing special, and always going to be that way. The importance of what is currently happening generally escapes us completely because we are so caught up in the daily routine. It is sobering to look back and remember seemingly insignificant decisions made at the time that have made such a dramatic difference in our lives. It’s a desired talent to be able to realize when the good times are happening – to savor the moment and enjoy the special flavor of the present.
Some of the best family memories certainly include snowmobiling. As mature adults with semi-grown children our kids can be heard talking about their experiences with snowmobiling. Memories include trips to West Yellowstone – our group from Mpls, Alexandria, Canada & Oregon taking the whole bottom floor of the Executive Inn and having a blast for a week. The year when it snowed 7 feet in 7 days. Of four sleds lining up in the deep snow and pushing a huge mound of snow down hill ahead of them – the two outside guys pulling off and leaving the two middle guys stuck That same year a group of Arctic Cat dealers couldn’t stand being holed up in their motel any longer and went for a ride in the heavy snow, lost their way, and had to be rescued. Of hearing the roar of a snowmobile in the hall, opening the door to see what was going on and finding a Ski-Doo in the room across the hall ready to enter the hall (and maybe our room if we didn’t slam the door) to leave the building. Of a four year old grandson getting a Kitty Kat for Christmas that will soon be handed down one more generation. When reminiscing such as this gets started they all want to make their favorite contributions.

Did we then realize at the time we were having so much fun? For sure. Snowmobiling does that to you. But, did we think at the time about this too being just a memory ? Probably not. Ah, but such memories.

Memories are O.K., but we don’t want the “good ol’ days” to be what we remember about the present. This is not just about the past and now. What about the future? Snowmobilers are a very special group with a unique attitude and approach to the way they want to live their lives. No question about their intelligence. But are they tuned in enough recognize, conquer and avoid the obstacles which may lie ahead ? Are snowmobilers going to be cut off from their favorite form of recreation with closed access like hunters are in the west ?

Does it have to be years down the road that we realize how much fun we had snowmobiling when it only exists in our memories?