For 2012, Boyesen has released their new Rage Cage RC2 Series Reed System. This updated version of the popular Rage Cage now features a sophisticated array of performance attributes designed to provide peak horsepower gains, durability, and model-specific performance for each make/model/year sled.

What makes the Boyesen reed cage design special? It’s the only performance system with aerodynamic internal surfacing – Boyesen calls this “Aero Optimized Internal Surfacing”. A precision surfacing treatment on the interior of the cage eliminates all hard edges that interrupt with the delivery of air and fuel. Because internal air turbulence is virtually non-existent, the proper air/fuel control is optimized. This attention to the specific air and fuel requirements of each sled gives the RC2 Series Rage Cages the ability to reach consistent peak horsepower gains, optimizing power delivery for each specific application. This is not a one-size-fits-all design.

The RC2 Series Rage Cage now features category-leading toughening additives to increase reed petal lifespan by resisting breakdown from damaging agents found in fuel. In addition to their proprietary T2 Epoxy, the Rage Cage features rubber coated reed petals to ensure a long-lasting seal between the petals and the intake tract. You will enjoy the durability of the Rage Cage season after season.

Another unique feature is the model-specific variable-tension reed petals using X Cross Dual Carbon. The Rage Cage’s multi-staged reed petal stacks feature carbon material interwoven into tension combinations that maximize power delivery and peak horsepower. Boyesen engineers specifically tune the carbon matrix tension using a proprietary weave formula that is tested and optimized for each model sled. Call it a “carbon sandwich, with the carbon reeds sandwiched in-between two layers of pre-loaded reeds for a calculated response.

Why three reed layers? The reed petals in modern snowmobile engines take an incredible amount of abuse. At peak RPM reed petals are opening and closing hundreds of times per second. Over time, a single reed loses its ability to regulate flow rates in proper proportions. This causes a loss of reed petal reaction and reduces the consistency of peak horsepower.

Boyesen’s “MS PLUS Optimization” uses multi-staged reed petals to distribute the engine’s pulse forces over more surface area. By using a multiple reed petal stack, it is possible to achieve peak horsepower and durability. The patented multi-stage design incorporates a specially shaped top reed petal and a ported bottom reed petal. The top petal is lightweight and resilient for crisp throttle response at partial throttle or low RPMs. The stiffer, bottom petal is ported to provide maximum flow and horsepower at higher RPMs.

The dual-stage design also allows you to replace your stock reed stop with a Rev-Plate which permits the petals to open freely and function efficiently.

Multi-stage reeds work in unison to perform efficiently throughout the entire powerband. The difference in stiffness between the top petal and the bottom petal allow the reeds to respond quickly and accurately to changes in engine pressure. This translates into quicker acceleration, crisper throttle response and increased horsepower throughout the powerband.

We’ve never been disappointed when we install a set of Boyesen Rage Cages into one of our sleds. You notice and feel the difference, and they last. They’re sold through many snowmobile dealers and distributors. To check applications visit
www.boyesen.com

Make Your Goggles Bright or Dark at the Press of a Button

If you ever buy goggles, you know that when you see a set that sells for $249.99 ($297.99 in Canada) they must be very special. Seriously, we can buy good Oakley Snow goggles for under a hundred bucks, so why in the world would you spend $250 on a set of snow goggles? Because they are very special, indeed.

Changing light conditions can make it difficult to know what goggle lens color to wear on some days. Bright lens colors work best on low or flat light days, and dark lens colors work best on bright sunny days. So you either choose one set of goggles and hope for the best, or you can carry an extra set with you and risk damaging them (bouncing around).

Enter the Advanced TEC E-Chrome goggles by BRP, sold at Ski-Doo dealers. The trick here is the electro-chrome dual lens that electronically darkens, instantly, at the press of a button. Press it again and they lighten, instantly. You decide when you want them darker or brighter; reach up and press the button, and Shazam, they change right in front of your eyes, literally.

How does it work? There’s a little compartment on the left side of the goggle where the strap attaches. Inside the compartment is a small disc battery and some electronics. Behind this compartment is an “on-off” slider switch that activates the electronics. On top of the compartment is a large push-button that can be pressed with gloves on; this toggles the electro-chrome lens from light to dark.

So you put on the goggles and go out on your sled. They are normally a bright lens, so it is bright. Push the button on top and INSTANTLY they turn darker. Sun or clouds, bright day or flat light day, you have the right color goggles for the day, regardless, now you have one set of goggles that will do it all.

OK, still not convinced they’re worth $250? This is a super high-end lens material and coating; anti-fog treated and scratch-resistant so they can take some abuse in the rough snowmobiling environment. The frame is urethane so it stays flexible at low temps. The face foam is triple-density with a wide comfy fleece layer as the face contact patch. Generous silicone bands on the inside of the strap keep it in place on your helmet. There’s even a clip-on nose guard that can be used for extra protection.

These goggles really do give you the best of both worlds. The Advanced TEC E-Chrome goggles darken at the press of the button, and lighten at the press of the button, very quickly. That’s for sure worth something, but $250? For this amount the lenses had better last all winter long, able to take the abuse of wiping with a glove on foggy days and when wet snow is falling. Just like the tough Oakley lenses can. We’ll let you know how they fare.

Now you can look good and stay warm with the Comp 6 series of jackets, bibs and gloves from Arctiva. The durable waterproof chassis has strategically-placed retroreflective logos for maximum visibility. Multiple vents let moisture out, fleece lined pockets and collar keep you comfortable. 140 gram Polyfil insulation is perfect for extreme conditions. Matching bibs ($195) and gloves ($55) complete the set, also offered in RR shell w/o insulation ($190). SM-2XL $195; 3XL-5XL $220, eight colors to choose from at any Arctiva-Parts Unlimited-Parts Canada dealer. Arctiva www.arctiva.com

Turn the wasted space under the seat of the Polaris Pro-Ride chassis into useable storage. Weight that would be carried in a backpack can be centered and tucked out of the way & under the seat, with nothing to get caught on tree branches or collect extra snow. Two outside “wings” hold 2 water bottles per side and the center compartment has a pouch on the top of the bag for items you don’t need all the time (like a FLOAT air pump). The interior has a hybrid plastic tray so contents do not get wet from the slush build up on the tunnel. Bag requires NO tools to install. Made in the USA for $139.95. Sled Solutions (586) 215-6849 www.sledsolutions.com

Back by popular demand, USI has revived their record-breaking SPX Skis. They’re seven inches wide and 42” long with an aggressive bottom. Great for flotation or just plain railing around corners, they’re available in Bright Red, Dark Blue, White, Black and orange. $222 per pair, plus mount kits and wear bars. Ultimate Sports Inc. – USI
765-423-2984
www.usi-skis.com

The all new 2012 Mountain Tamer rear suspension will exceed your expectations in design quality, tune-ability and a smooth ride. The kit now offers an infinite coupling control adjuster knob that can be adjusted on the fly. This allows your sled to feel light on the skis for fun playful boondocking and then can be adjusted in seconds to give your sled total control when hill climbing. Kits available for most mountain sleds, some can use stock rails. Several shock options available. Timbersled 208-255-5644 www.timbersled.com

Upgrade your exhaust valve technology from a membrane bellow-style actuator to a piston-style actuator. This uses fewer components and eliminates bellow failure, especially in big bore and turbo applications. The piston mechanism stays lubricated by the engine’s spent exhaust oil and is actuated by the exhaust pressure from the cylinder. You will love the throttle response. Different spring combinations are available for fine tuning the opening rpm. The valve housing is made of billet treated aluminum and valve blades made of billet high carbon heat-treated steel. Pre-calibrated bolt-on and ride assemblies for many Arctic Cat models (800s, 1000s, 1200 big bores) and Ski-Doo 800R & E-TEC. $480 per set. Supreme Tool, Inc. 248-673-8408 www.supremetoolinc.com

You will not believe how many new graphics kits there are to choose from for your 2012 Arctic Cat Procross or Proclimb machine. Make your sled stand out and be different, custom and your own. Many patterns and colors to choose from, at least 94 different kits just for the new Cats. $299. ArcticFXgraphics 586-786-9851 www.arcticfxgraphics.com

 

 

 

 

 

 

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

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