The September 2012 issue of SnowTech was mailed to subscribers August 17th, 2012, and on the newsstand September 1st.
If you don’t have a subscription, or can’t find it on the newsstand? Here is what you will be missing:

Technical Previews on:
Custom Axis shocks for Arctic Cat F & FX models
EarthX Lithium Snowmobile Battery
Klim Radius Goggles
Turbo Kits for Polaris 800 Twins
Arctic Cat Z1 Turbo Mods

Patent Watch:
A Hydraulic CVT snowmobile drive system! (Drawing and details)

Service & Tuning Notes:
Stainless Steel TRA Cotter Pins
Is your CAT clutch SAE or Metric?
The best windshields for your Ski-Doo
How good are Yamaha’s new Dual Runner Skis?
Why you might like Arctic Cat’s new accessory brake lever.
Will the new Ski-Doo tMotion suspension work as a retro-fit?
How to make your sled look brand new with a Retrobution wrap.
Upgrade your old, worn out Ski-Doo skis with a complete kit for only $250
Which engines are designed to shut down automatically after extended idling?

Vintage Rider:
The Jetstar made by Hellstar of Wahoo, Nebraska. There were over 100 different Brands on the market between 1969 and 1970. The Jetstar brought many unique features, styling, and engine choices to a rapidly growing industry.

Tech Shorts:
Which brand features an all new belt drive system (no chaincase) on their mountain sleds?
What’s so special about Yamaha’s Engine Med RX additive?
All about a clever, new, “Linq” Cargo accessory attatchment system.
Gates G-Force CVT drive belts now available locally.
A new product that keeps snow from sticking to running boards.
A radical 2-stroke engine design with opposed pistons and cylinders
Which Cat models now come with 2.86” pitch tracks.
One of the best new products we’ve spotted is a Pro-Ride Defrost Bag. Also a new composite “Pro-Steer Ski” features a reshaped keel and shortened skag for reduced steering effort.
Another very impressive new product is a six ramp clutch for high powered sleds at a reasonable price.

2013 New Model Previews:
Polaris Indy 600 (you really need to ride this sled)
Yamaha RS Venture TF (the do-all luxury utility touring sled)
Ski-Doo MX Z Sport – (The best value in snowmobiling @ $6,990)

The 2013 Crossover Sleds
A brand by brand, head to head comparison and analysis from years of first hand experience plus thousands of miles of riding the new sleds in a wide variety of locations and conditions by the riders at SnowTech. This detailed information could blow away your existing misconceptions and ideas about what is the best sled in these varying conditions. The only, exclusive, first hand inside information available to help you determine which brand and model to buy to match your riding needs. It just might help in keeping you from making a $10,000 to $15,000 buying mistake! A crossover sled is one with a track length from 128” to 144” and lugs under 2”. This is expert reaction to extensive riding experiences as to which were better on the trails, in deep snow, the mountains and which are which.

Sleds covered include:
Arctic Cat (FX Turbo FX LXR, and FX SnoPro)
Yamaha XTX & LTX (Apex XTX, RS Vector LTX, and FX Nytro XTX)
Polaris Switchbacks (Adventure, Pro-R, and Assault)
Ski-Doo (Renegades: REV-XS, X-Package, REV-XP Adrenaline, and Backcountry X.

Which of these sleds stood out as:
Best Off Trail
Best On Trail
Best all around

This is the first of 5 outstanding issues this year. Subscribe? Click here

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For 2012 Ski-Doo fitted their MX Z X-packages and XRS-packages with the most capable rear suspension we have ever tested – the rMotion. The rMotion suspension package was only offered to Spring buyers of these sleds and once everyone figured out how well they performed through the bumps, they wished they had ordered one as well. Lucky for us, Ski-Doo is now making the rMotion rear suspension available on many more models – the Spring-only XRS and X packages of MX Zs and Renegade X packages along with in-season TNT and Renegade models.

Some suggested Ski-Doo came out with their rMotion simply as a response to the Polaris RUSH and its progressive rate rear suspension, but Ski-Doo already had their own progressive rate rear suspension on the 2010 Freeride sleds, which is basically a long track version of the MX Z XRS. When Polaris came out with the RUSH and boldly proclaimed the only way to get a progressive rate suspension was to relocate the shock above the track, Ski-Doo engineers set out to prove them wrong and show them how to do it INSIDE of the tunnel and how to make it work better across a wider range of conditions. This is the most noticeable difference between the rMortion and other rear suspensions – it has a super-wide sweet spot. That means it works very well in a wide range of conditions without needing to be tweaked or adjusted.

The real challenge was to offer everything; great performance in big bumps, a smooth ride in small stutter bumps, a wide window of performance without adjustment and great cornering. The rMotion is a coupled suspension for controlled weight transfer, which gives it superior cornering capability with more consistent ski pressure. Pitching is reduced and the chassis remains better balanced through acceleration and braking. Another major factor here is the longer front arm of the rMotion, helping to give the sled incredible balance and consistent ski pressure for confident cornering. The RUSH is a non-coupled design so there is more pitching (rocking) and you don’t get the ski pressure that you might need unless you get your weight forward, demanding a more active rider input.

The rMotion offers the most rising rate (progressive) shock motion ratio in snowmobiling and up to 30% more travel than competitive suspensions. And it does so without raising the sled’s center of gravity (like other progressive rate suspensions) since Ski-Doo was able to keep the shock and springs down inside of the track. This has many benefits – it maintains a lower center of gravity, both for the sled and for gear that is carried on the back of tunnel in comparison to sled with high-mounted racks for cargo. Fitting the rMotion into the traditional REV tunnel also maintains excellent deep snow capability; it allows the use of Ski-Doo’s many cargo bags and fuel caddy; and it allows the use of Ski-Doo’s 1+1 seat. While the Polaris RUSH rear suspension performs well through the bumps, by using the outboard shock and a shorter tunnel it raises the center of gravity, eliminates the cargo capability of the tunnel, reduces deep snow capability, makes it impossible to carry a passenger, and makes spring preload adjustments far more difficult.

What makes this rMotion suspension different from Ski-Doo’s SC-5 suspension?

Four main things;

BRP engineers took the “ease of tuning” a step farther by making it easy to adjust in standard form, or even easier with the (optional) Quick Adjust System that gives you the ability to adjust the spring preload and shock valving right up on the tunnel.

On the left side of the tunnel at the rear of the running board is a hydraulic dial that adjusts the torsion spring preload, making adjustment quick and easy along with a greatly increased range of adjustment. This is used to properly set the vehicle ride height, primarily based on rider weight. Heavier riders will find this to be a great addition as the amount of preload available is much greater than before. And instead of getting out the metal tool to crank on the preload blocks you just grab the knob and crank on it, using the advantage of hydraulics to do the work for you. You can quickly adjust the suspension preload in a matter of seconds, and will really appreciate the fine-tuning capability this feature affords.

On the right side of the tunnel at the rear of the running board is a single dial to adjust the rear shock compression damping, both low-speed and high-speed compression simultaneously. This is so much easier than getting out a small screwdriver and making adjustments, or having to reach inside of the suspension to grab a small knob (or knobs) to adjust the shock damping. Again, it really makes suspension calibration quick and easy, as it should be. The Quick Adjust system is an option for the rMotion suspension package on X models, but is not available for in-season models. These models have the more familiar cam blocks for preload and a dial on the shock body for valving adjustments.

By virtue of the torque link, more travel, uncoupled with the blocks set low, and the new motion ratio, the rMotion will be noticeably smoother through the chatter and stutter bumps. The ride quality of the rMotion is nothing short of impressive. Usually when you have a sled that rides this good in smaller stuff and slower speeds it sucks at bigger bumps and higher speeds, and vice-versa. Not this time. As you start to pound it, you are able to still have an increasing capability to go through rough terrain with less vehicle disruption (chassis pitching) or bottoming. This means the performance envelope is now wider, broader, it works acceptably well in a wider set of conditions. You will not have to adjust it as often for changing conditions. This suspension works better across a wider range of conditions than any other we have ever tested here at SnowTech.

And for 2013 the calibration indeed seems to have improved yet again. SnowTech test riders were able to spend a total of 11 days riding the 2013 versions before the snow disappeared and logged almost 2,000 miles (this is after over 2,000 miles on the 2012 rMotion). We can verify there is in fact a noticeable difference between the 2012s and the 2013s, much to our surprise. Trails that haven’t been groomed are far less of an issue, as the rMotion can swallow bigger bumps with less chassis disruption and pitching while being able to maintain ski pressure for cornering. Both the rMotion and the RUSH are progressive rate (shock speed increases as the suspension goes further into its travel), but the rMotion is coupled, the RUSH is not; the rMotion has separate spring and shock ratios, where the coil-over RUSH has the spring and shock motion locked together. Less a matter of right or wrong than it is explaining why each suspension acts and behaves the way it does. Our test riders have logged thousands of miles on both, and each one of them prefers the rMotion across the widest range of conditions for the greater comfort, more consistent ski pressure and ability to absorb larger bumps with less bottoming.

The Ski-Doo models fitted with the rMotion suspension are not only capable bump sleds through the rough, every one of them is compliant and comfortable as well, with few (if any) compromises. About the only valid complaint would be the extra five pounds added with the Quick Adjust system, as the standard rMotion only weighs 52.4 pounds while the Quick Adjust version comes in at 57.4 pounds. Riders over 200 pounds and those who like the ability to tweak the preload and shock settings quickly will benefit the most from the Quick Adjust, or if you have riders of different weights using the vehicle.

Most snowmobile riders place rear suspension performance and ride comfort very high on their list of priorities. You will not find a more capable and better balanced rear suspension across a wider range of conditions. For 2013, when it comes to no-compromise ride quality and comfort on a performance sled the Ski-Doo rMotion is as good as it gets.

The rMotion rear suspension was actually introduced on the 2011 Ski-Doo MX ZX 600 RS race sled dubbed “PCX”, but that was only intended to disguise the rMotion name until the consumer version was introduced for 2012. The version found in the 600 RS is now called rMotion Racing. Both skid frames share the same basic geometry featuring a rising rate rear shock and long front arm, but each are optimized for their intended uses. The rMotion Racing has a reinforced rear arm, improved coupling system, and reinforced powder coated rails for reduced ice build-up.

The Continued Evolution of the Species –

Summit SP? That’s the new name for the in-season Summit deep snow sleds from Ski-Doo. It had been called the “Summit Everest” but late last year Ski-Doo came out with the Summit SP. This late edition model filled the demand (both dealers and consumers) who wanted a sled more like the Spring-only Summit X models. The snowmobile industry is kind of different in how there are certain models that can ONLY be purchased in a pre-season offering. If a rider wanted a Summit X come November, December or January they were out of luck. They could get the Summit Everest or Summit Sport, but not an X. Enter the Summit SP.

Turns out the Summit SP offering made so much sense that Ski-Doo smartly dropped the Everest and replaced it with the Summit SP. Almost an X package, but not quite. You get Brembo racing style brakes with steel-braided brake line, the new Pilot DS skis and the narrow, low windshield, just like an X. And maybe the best part, it comes in traditional Ski-Doo colors so it clearly looks like a Ski-Doo, none of this blue Everest foolishness like last year.

Another reason Ski-Doo changed the name and re-badged the Summit SP was to draw attention to the significant changes made to the Summit line for 2011. The changes made so much of a difference that the new name would help reinforce the all-new character.

These changes to the Summit models were called the “S-36 Handling Package”. This combination of calibration changes was aimed at making the Summit sleds more agile – easier to tip up and hold a line – easier to sidehill – more maneuverable in deep snow. The inherent problem was the very low center of gravity of the XP platform; great for flat cornering on the trails but this low cg works against you when you’re tugging on the center grab bar trying to get the sled to tip up onto its side. Ski-Doo engineers tweaked several areas to make the Summit more maneuverable, going to a narrower ski stance, softer sway bar and longer center shock. The narrow stance made the sled easier to roll up for sidehilling and deep snow carving. The softer sway bar made it easier to initiate these maneuvers. The longer center shock aided in getting the sled to transfer weight better on acceleration to lift the front end. These changes, with the Pilot DS skis, really made the Summit act lighter and more agile, despite the low center of gravity.

Most notable is the addition of the Rotax 800R E-TEC engine package. The 800R E-TEC was rather limited last year, as it was truly stretching the capabilities of a two-stroke engine package operating at such high power levels on such small amounts of gas and oil. Now for 2012 some detail changes have been made to the pistons and cylinders to better handle the heavy load requirements that occur in mountain riding for even better durability. This engine produces over 162 HP and uses far less fuel than other 800s, a very important factor for many mountain riders. Just ask riders who run all brands side by side, day after day, and they will tell you the difference. Don’t believe anyone who tries to tell you one 800 gets better fuel range than the other due to riding style. There’s far more to it. E-TEC direct fuel injection gets better fuel economy than transfer port injection and throttle body injection; that’s a fact.

All of these models get the new-for-2012 REV-XP narrow seat with storage down under the rear of the seat. This new storage compartment is small, but you won’t know it is under there when sitting on the seat. It holds five liters of storage, that’s 1.3 gallons – big enough for a water bottle and a spare pair of gloves, way better than no storage at all.

If you want the absolute best in fuel economy and light weight, the Summit SP is the only Summit model offered with the 600 H.O. E-TEC engine. For lighter riders or not-so-high elevations, this is a capable sled with over 120 HP. It is offered with the 146” track length or the 154” track lengths.

All Summit SP models come with a PowderMax track with more flotation than the competition; these tracks are 16” wide so they have a larger footprint on the snow. They’re non-ported, with no holes in them like before, with a 2.25” lug height on the 600 and a 2.5” lug height (PowderMax II) on the 800s.

The 2012 Summit SP is a highly-refined deep snow machine, offered in two engine sizes and three track lengths. They give you the lightweight performance of a two-stroke with the fuel economy and lack of smoke/smell more like a four-stroke. Nobody else has DI engines like this. These are proven platforms, no first year bugs to work out. You don’t even have to sign up in the Spring to get a great sled, they’re on the dealer’s floors right now. The 146” E-TEC 600 sells for $10,149 with the 154” E-TEC 600 going for $10,499. The 800R E-TEC with the 146” sells for $11,499; the 154” for $11,849 and the 163” for $12,249.

To get all of the great articles and content from SnowTech Magazine you must be a subscriber to the print version. You can subscribe here. Or call us at 320-763-5411.

When Less is Truly More

Not everyone wants or needs a great big shakin’ 800cc twin. If the sled is light enough, a good running 600 is going to take you most anywhere a heavier 800 can go. Almost. A 600 is for sure going to get better fuel economy, so that means more range – you can ride further before running out of gas. A 600 is easier on clutches, and a 600 is far more reliable. And it costs a whole lot less.

The 2011 Polaris 800 RMK was super popular last winter. Sure, Polaris riders had been starved for a great mountain sled so there was some built up demand, but the sled really did get through the snow with ease. It was only logical for Polaris to take their superior 600 twin and drop it into the new Pro-Ride RMK chassis and come up with a sweet little sled. Problem is, it runs so good that it is going to take away from some of the 800 sales, and we all know Polaris makes more money on big sleds than they do little ones.

The 600 Pro-RMK 155 has all the same great features as the 800 Pro-RMK, it’s just a small-bore version. Call it a tree sled, call it the ultimate boondocking machine or just call it damn-near-perfect. It’s built for riders who want the same ride & handling as the 800 in a 600 version. Dirt bike riders know that some people just prefer to ride a 250 rather than a 450. Smoother power delivery, easier to ride, more nimble. Same principle applies here.

Equipped with lightweight components such as the silencer, rotor, jackshaft and more, the new 600 Pro-RMK 155 is over 50 pounds lighter than a model year 2011 IQ RMK 155”. It delivers responsive, intuitive handling and does what you want it to. It gets up on top of the snow quickly, tips up, carves around, trenches less, and makes you believe you are a better rider.

Complementing the lightweight chassis is the quick-accelerating 600 Cleanfire engine, which delivers exceptional throttle response and a lightning-fast launch. With 125 HP and the lightweight chassis, this is going to be the little mountain sled that can do it all. Pricing starts at $10,499 ($10,899 with electric start). The standard-issue 600 RMK (blue & white) comes with a 144” track ($9,499) or 155” track length ($9,999).

This is a sample excerpt from a printed issue of SnowTech. To get all of the great articles and content from SnowTech Magazine you must be a subscriber. You can subscribe here. Or call us at 320-763-5411.

Moving targets are more difficult to hit than sitting ones. Maybe this is the theory Ski-Doo is following for 2012. While the XP platform is going to be on year five in 2012, Ski-Doo continues to hone and advance their sleds to new heights each time around. The past few years it has been accelerating their engine technology that the rest of the industry is still trying to catch up to when it comes to two-strokes. Now for 2012 they are going to put the screws to them in the rear suspension wars.

2012 brings us what appear to be the same XPs and XRs as we are familiar with, but look deeper and we see continued improvements. The big one that is going to get the most coverage is a new rear suspension called the rMotion. This is quite simply Ski-Doo’s response to the Polaris RUSH, and its progressive rate technology. In a way it not only validates what Polaris is doing, but does its best to take it yet another step forward.

Instead of going with the radical design of the RUSH, Ski-Doo opted to give us a progressive rate suspension inside of the tunnel. While this approach does not give us the same rigid backbone into the bulkhead that Polaris does, it keeps the center of gravity lower, and keeps the familiar seat, storage and tunnel that we’re all used to.

The rMotion broadens the performance envelope, it adds easy adjustability, and most importantly it gives you both a great ride and capability all at once.

But this new suspension package is only offered on the Spring-only MX Z X-packages and XRS packages. It is not offered on any other models, or at any other time. Aggressive riders and heavier riders will benefit most from the rMotion, but all riders should find it works across a wider range of conditions, so the appeal is broader than one might first think. They are X-packages, so keep that in mind. If you sit down and never exceed 40 mph on your trail rides on smooth trails, you are less likely to think this is the greatest thing since sliced bread.

Yet there is so much more going on with Ski-Doo for 2012. They’re given the Freeride its own model badge, no longer a Summit. Instead of one, now there are three Freeride models to choose from. The Freeride was born from the demand for a tougher chassis upon which to build a wild-child sled. Guys were taking old race sleds with beefed-up chassis and suspensions and making mountain sleds out of them. Less for powder hounds, more for jumpers and those bending things. Now they come in 137, 146 and 154 inch track lengths. They’re ONLY offered as Spring-only models, so if you want one sign up now. They come with just a base white coloration with gold hardware so you can give them a wrap of your choosing.

And we can no longer rip Ski-Doo for no-storage seats. The X-package and XRS sleds that always used to have the taller seats with no storage compartment in the rear for aggressive riders now have a small storage space down in the rear of the seat. Aggressive guys won’t be landing their butt on the trunk, as the opening is at the rear of the seat so there’s no trunk per say. Neat improvement, at least there’s enough room to carry an extra pair of gloves and a water bottle, better than nothing.

Even if you don’t go for the new rMotion suspension, sleds with KYB Pro 40 or Pro 36 shocks have a new compression damping adjuster. A bigger knob is easier to adjust, even with gloves on, and they’re located so you can get at the knob. Imagine that.

The sleeper sled in the 2012 Ski-Doo line-up is going to be the GSX SE. You know, the decked-out 1200 trail sled? Now you can get the GSX SE with an E-TEC six or eight. For trail riders, these two engine options are very welcome. But you might ask, isn’t the GSX SE on the XR, or four-stroke chassis? Yes it is. Even with the E-TECs, it is the XR platform. But, the resulting sled is a mind-bender on groomed trails. The 1200 is nice, but the E-TECs make this sled very sporty, lighter up front, more responsive, with a super-smooth Air Control Suspension and lighter steering effort. We’re telling you, if you are a long distance trail rider then this sled is going to be one to consider. The GSX LE still comes as an XP with the 600 E-TEC or an XR with the 1200, but we found the SE with the 800R E-TEC to be the over-achiever. This will be the best ride for 2012 that nobody knows about. If you are a sit-down trail rider, pay attention. You want to try one of these.

Then we have the 600 ACE four-stroke. Introduced for 2011, few realized what Ski-Doo had here. Oh, it only has 60 HP everyone would say. Yah, and it still goes 75 mph. And it gets 30 mpg. And it has light and easy steering. And it is so quiet. And it doesn’t smoke. The throttle is so linear. Predictable. Can you really have fun on a sled like this? Ask anyone who bought one of these. Maybe this isn’t the a-typical SnowTech reader who would buy a 600 ACE as their primary sled, but Ski-Doo sold the crap out of them this past winter, and dealers are ordering gobs more of them for 2012. It is the snowmobile for anyone and everyone. It does not scare you, does not intimidate you, is predictable, and responsive. For those just looking for a smooth, reliable, quiet and easy to ride snowmobile that doesn’t need to be constantly worked on, this thing is a home run. Riders who have been out of the sport for years are finding the 600 ACE to be exactly what they wanted, and at a decent price. OK, it doesn’t snap your head back when you crack the throttle, but that’s the point. Put your kids on it or anyone that isn’t an expert rider like you or me and they will love the sled, love the sport, love you and me. It puts the fun back into their reach, instead of hanging on for dear life trying to manhandle a big heavy powerful beast through the woods. Change the oil once a year, watch the runners and hyfax, add gas every 250-300 miles. That’s about it.

This past winter Ski-Doo was pretty stingy on the 800R E-TEC engines. Now for 2012 they’re opening the flood gates, making it available on so many more models, and yes, in season. This past winter you pretty much had to step up and order one early on or you didn’t get one. This time around it is a bunch of graphic wraps that are going to be spring-only, now offered on most any X-Package sled. Yep, MX Zs and Renagade X sleds, too. There are plenty of wild wrap kits to make your sled more unique and, well, obnoxious. That’s what the younger riders want, a sled that looks radical and different and just plain crazy. Last fall the graphic wraps offered as optional kits sold out quickly, so they knew they were onto something.

2011 was also a year of major refinement for the Summit models. They really have been working well, at least once the 800R E-TECs got through their break-in period. Getting 500 miles on a mountain sled isn’t always that easy, so quite a few Summit riders didn’t get to appreciate their 800 E-TECs until they got some time on them to get them broke in all the way. Once they got there, the oil economy got better and the power came on full tilt. Now for 2012 the tweaks continue as X-packages get a taller 2.5” PowderMax II deep lug track, along with a race-style “minimalist” handlebar package (less is more). The Summit Everest is gone, with the Summit SP being the primary “in-season” Summit. And for those who want more for less there is a new Summit Sport with the 800R PowerTEK engine, a 154” track sled that retails for $9,999 US ($10,999 CDN). In the mountain sled game, this one screams value. Still too much cash? There’s still the 600 carb version of the Summit Sport for even less.

The rest of the line-up for 2012 is very familiar. The (Spring order only) MX Z XRS and X-packages get the new rMotion suspension, with or without the Quick Adjust option that puts the knobs up on both sides of the tunnel. The MX Z TNT and MX Z Sport models are the aggressive rider sleds that see full-season duty on dealer floors.

The longer-tracked Renegade models and their spring-only Renegade X packages continue the 137” track length for added stability and deep snow capability, with added storage/cargo capability. For those seeking even better deep snow capability and spend less time on the trail, the Renegade Backcountry and Renegade Backcountry X give you the taller 1.75” lug tracks, now with a 1.5” option for the Renegade X.

For two-up touring the Grand Touring SE and Grand Touring LE return to haul you and your best friend across the trails in comfort and style. For those on a budget, the Grand Touring Sport models scream value in three versions; 600 ACE, carbed 600 2-stroke and 550F fan-cooled two-stroke. Ski-Doo still sells gobs of these sleds, that’s why there are so many to choose from. While the typical SnowTech reader might shake their head at a two-up, there are many riders who would not consider anything other than a two-up. Touring from destination to destination, day after day, is the norm in many parts of the world, and is becoming more and more popular as the average age of snowmobiles continues to increase and the trail systems get better and better.

Finally, Ski-Doo has 100% of their 2012 model line-up built on their REV-X platform. The last sled to be converted is the Skandic SWT, now on the REV-XU chassis. This work horse realizes a 52 pound weight reduction with the conversion, and lets the beast riders sit in a far more comfortable position. Just imagine a 156” track length that is 24” wide. TWENTY-FOUR inches wide. Talk about a monster foot print! It comes with the fuel-sipping ACE 600 for maximum economy, or the more powerful 600 H.O. E-TEC.

The way Ski-Doo sees it, they pretty much have a sled for every rider. They should, with what looks like 141 different sled combinations being offered. Instead of a single sled doing it all, they offer so many sleds that are very specific in what they do best. You want ride quality and protection? They got it. You want big bump capability? Got it. You want fuel-sipping economy? Got it. You want flatland deep snow capability? Got that, too. How about deep snow mountain climbing? Or maybe mountain free riding? Check. Utility and ski hill duty? Yep. Two-up touring? For sure. Or how about just plain sit-down trail riding on groomed trails? Going left and right, through the bumps, railing around the corners, blasting across the lake, and having fun? Yep, they’ve got that too.

This is a sample excerpt from a printed issue of SnowTech. To get all of the great articles and content from SnowTech Magazine you must be a subscriber. You can subscribe here. Or call us at 320-763-5411.