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More facts - snowmobiles and how
they can disturb the environment or be used so as not to cause environmental
problemsRanger Rick, Dec, 199ave a personal copy of this article and
quickly find it again with Furl.net. Get started now. (It's free.Snowmobiles
are a type of off-road vehicle, or ORV. Other ORVs include motorbikes,
dune buggies, and four-wheel-drive truckor many people, riding ORVs
is a great way to have fun. Lots of people also use ORVs to get to
roadless places, where they can work or enjoy the outdoorSometimes
ORVs disturb wildlife, damage wildlife habitat, and annoy people who
want peace and quiet. That's why there are rules about where and how
people can drive them. By staying on special ORV trails and obeying
all other rules, ORV users can cut down on these problems.Up to 1800
snowmobiles might enter Yellowstone National Park on a busy day in
the winter. The pollution from their exhaust can form a blue haze
in the air in some areas. And it's hard even in such a large park
to escape the noise.Many people belong to snowmobile clubs or other
organizations. Some of these groups help their members learn the best
ways to enjoy their machines without causing problems for other people
or for wildlife. Too bad that too many people follow their own rules.Washington:
Tax imposed on snowmobiles delivered in state but used elsewhereState
Tax Review, Aug 28, 2000Save a personal copy of this article and quickly
find it again with Furl.net. Get started now. (It's free.)Snowmobiles
delivered in Washington to Washington residents from Minnesota, but
operated only in Idaho, were subject to Washington use tax. The residents'
first exercise of dominion and control over the snowmobiles as consumers
was a taxable use of the snowmobiles and that occurred when they accepted
delivery of the snowmobiles at their Washington residence. Acceptance
of delivery qualified as a use even though the snowmobiles were transported
to the residents' Idaho vacation home on the day of delivery and were
never driven in Washington. (Cool, Washington Board of Tax Appeals,
No. 54893, June 16, 2000.Deere, Bombardier Align for utility vehicles:
no snowmobiles, but Deere ATVs due before year's end
other
"wheeled vehicles and technology" to follow - Industry News
Diesel Progress North American Edition, March, 2003 by Mike Osenga
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Get started now. (It's free.)Is history repeating itself? The late
January announcement of the strategic alliance between Deere &
Co. and Bombardier in Canada brought to mind earlier forays by Deere
into consumer recreational equipment.ombardier manufactures the well-known
Ski-Doo line of snowmobiles, while from 1972 to 1984 Deere had its
own snowmobile program. Today, the only vestige of that program, beyond
collectors, is the "Nothing Runs Like A Deere" slogan, which
was first used in snowmobiles. nd
with today's corporate environment creating some strange bedfellows,
the thought of Deere, with its very popular Gator utility vehicle
line, moving further into utility or recreational vehicles would not
seem to be totally out of the question.ut such is not the case. Officially,
the alliance between Deere's Worldwide Commercial & Consumer Equipment
Division and Bombardier Recreational Products is "to produce
new concepts aimed at expanding the business opportunities for both
companies," according to Deere's announcement. "Pooling
our resources with a market leader such as Bombardier strengthens
our total investment in research and development," said John
Jenkins, president of Deere's Worldwide Commercial & Consumer
Equipment Division. The agreement
calls for the two companies to develop new wheeled utility vehicles
and technologies, and will in essence broaden the range of utility
equipment offered by Deere & Co., as well as the recreational
vehicles offered by Bombardier.n these asset lean times, Deere and
Bombardier can thus add to their respective lines without building
plants or adding people. The two companies will have joint platform
development teams drawn from current staffs, but there will not be
an alliance headquarters or alliance personnel. "It's
an alliance, not a joint venture," said Deere's Ken Golden. "It
is an alliance not significantly different in concept from our construction
equipment relationship with 1-litachi. In that case we said to ourselves,
'who are experts at large excavating equipment?' In
this case we said, 'who's great at ATVs?' Deere has a lot of customers
out there that want something different or beyond the Gators in utility
vehicles, such as being able to get from one side of the farm to the
other, faster," Golden said. "Bombardier
builds those type of vehicles for recreation, why couldn't they build
a similar vehicle for the work market?" he said. "We're
looking at someone who is an expert at the plat form, but isn't selling
into our markets." While Deere would not be specific about future
plans, it is also likely that vehicles based on Deere platforms will
eventually find their way into Bombardier's line as well. "Whoever
is the expert at the particular platform that we're talking about
will be engineering the product, with the input of those who will
be marketing the products," Golden said. We're in the work markets,
they're in the recreational markets."The first product that comes
out of the alliance will be John Deere-branded utility vehicles derived
from a Bombardier ATV platform to be launched initially in the U.S.
and Canada before the end of this year. The
Deere ATVs will be built by Bombardier at its Valcourt, Quebec, facility
and will be sold through the same outlets currently selling Deere
utility vehicles. More product launches from the alliance are expected
before the end of 2003. AAP
Statement on the Hazards of Snowmobiles - report from the American
Academy of Pediatrics Committee on Injury and Poison PreventionAmerican
Family Physician, April 1, 2001 by Monica PrebothSave a personal copy
of this article and quickly find it again with Furl.net. Get started
now. (It's free.)The Committee on Injury and Poison Prevention of
the American Academy of Pediatrics (AAP) has developed a position
statement on the hazards of snowmobile use. This statement, which
has been updated from a previous AAP statement, appears in the November
2000 issue of PediatricThe AAP committee makes the following recommendations
for children younger than 16 years Children younger than 16 years
should not operate snowmobiles. Furthermore, children younger than
six years do not have the strength or stamina to be transported safely
as passengers on snowmobiles. Advertisements
that promote snowmobiling should not be directed toward young adolescentsThe
AAP committee makes the following recommendations for the protection
of snowmobilers 16 years and older:
Graduated licensing for snowmobile operators is recommended, consistent
with the AAP policy on graduated licensing for motor vehicle drivers.Newly
licensed operators should be restricted to snowmobiling during daylight
hours on groomed trails only and should have a learner's permit.
Snowmobilers should travel at safe
speeds, especially on unfamiliar or rugged terrain where hazards,
such as difficult-to-see barbed wire, may be found. A speed-limiting
governor, to limit the maximal speed, may be used. *
Snowmobilers should avoid using alcohol or other drugs before or during
the operation of a snowmobile. *
Snowmobilers should wear well-insulated protective clothing, including
goggles, waterproof snowmobile suits, gloves and rubber-soled boots.
All drivers and passengers should wear helmets that meet current standards
for use while operating motorized vehicles.
Operators should carry a first-aid kit, a survival kit that includes
flares and, if practical, a cellular phone. Snowmobilers should travel
in groups of two or more and only on designated, marked trails away
from roads, waterways, railroads and pedestrian traffic. The weather
forecast should be checked before snowmobiling. Operators should know
the signs of hypothermia and regularly check for frostbite.
* Snowmobilers should avoid driving
on ice if they are uncertain about its thickness or condition.
* Snowmobilers should not carry more
than one passenger. Headlights and taillights should be on at all
times to improve visibility of the snowmobile to other vehicle operatorsUse
of a saucer, tube, tire, sled or skis to pull someone behind a snowmobile
is not recommended. Snow machines
in the gardens: The history of snowmobiles in Glacier and Yellowstone
National ParksMontana: The Magazine of Western History, Autumn 2003
by Yochim, Michael J Save a
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Shards Of metal lay on the snow next to the machine, and the acrid
smell of gunpowder permeated the air. The snowmobile was seriously
injured. e one December night
in 1974 on Marias Pass, Glacier National Park ranger Art Sedlack put
a bullet through a snowmobile. With this shot, Sedlack not only gained
the upper hand in dealing with group of law-breaking snow-mobilers,
he also became an instant hero to all who valued wilderness. At heart,
though, Sedlack's shot revealed the conflict Glacier officials faced
over the question of snowmobile use in the park. In October 1975 Superintendent
Phillip Iversen announced the decision to ban the use of snowmobiles
in the park. me time, about
four hundred miles to the south, Yellowstone National Park Superintendent
Jack Anderson was busily taking steps to allow snowmobiles into the
park: opening a hotel at Old Faithful for winter use, maintaining
roads for snowmobiles, and formulating a formal policy. Ariderson
was personally fond of snowmobiling, touting it as "a great experience
and a great sport, one of the cleanest types of recreation I know."
To him, snowmobiling was the solution to a thorny dilemma: how to
allow wintertime visitors to use the park without impairing it.1The
actions of the National Park Service (NPS) in these two parks were
in conflict with each other-and yet were both defensible in light
of the agency's mission "to conserve the scenery and the natural
and historic objects and the wild life therein and to provide for
the enjoyment of the same in such manner and by such means as will
leave them unimpaired for the enjoyment of future generations."2
One park leaned toward preservation while the other veered toward
visitor accommodation. One park chose to accommodate visitors on skis
while the other accommodated them on snowmobiles-and both decisions
were heavily influenced by local opinion.ough snowmobile prototypes
had been around since the 1940s, in the early 1960s design improvements
led to the first mass marketing of the machines in the upper Midwest.
Introduced at a time when the country's baby-boomers were reaching
maturity, the snowmobile's popularity grew rapidly. They were the
winter equivalent of the automobile, the machine that embodied Americans'
infatuation with freedom and independence. Now, with snowmobiles to
ride, Americans could explore their country in winter-and without
the work that cross-country skiing entailed. The number of snowmobiles
increased from fewer than a hundred thousand in 1965 to almost 2 million
by Christmas 1971.3 Conservationists
nationwide decried the explosion of snowmobile use and clamored for
regulation of the machines.4 Early snowmobiles typically had two-stroke
engines that were both noisy and polluting, traits that brought them
into conflict with cross-country skiers, who generally sought a quiet,
contemplative experience. Though Congress investigated the matter
and called for a resolution, members failed to enact it.5 President
Nixon, however, answered public concern in 1972 by issuing Executive
Order 11644. The "Use of Off-Road Vehicles on the Public Lands"
order instructed agency heads to issue regulations that ensured off-road-vehicle
trails and areas were situated so as to minimize wildlife harassment,
conflicts with other users, and damage to vegetation and soils. The
order noted that noise should be kept in mind when locating trails
and that managers should only allow off-road vehicle use if it "will
not adversely affect the natural, aesthetic, or scenic values of the
managers' lands."6 An extension of the National Environmental
Policy Act of 1969, the executive order carried the force of law.
In 1974, probably in reaction to Nixon's
order, acting Rocky Mountain Regional Director Glen Bean directed
all NPS superintendents in his region to prepare an environmental
statement regarding snowmobile use.7 In Glacier that directive precipitated
a controversy: the park had to decide how to reconcile snowmobilers'
use of the park with skiers' demands for winter tranquility. To some
observers, Art Sedlack's solution seemed the best option. iolations
of federal and state law banning the use of snowmobiles on highways
were common on the three-mile stretch of U.S. Highway 2 that lay inside
the park boundary. On the night of December 27, 1974, Sedlack observed
four snowmobilers on that stretch and warned them not to use the road
to re-enter the park, but an hour later he again heard their roar.
Jumping into his four-wheel-drive patrol vehicle, Sedlack gave chase.
When two of the snowmobilers stopped on the roadway to let their engines
cool, Sedlack plowed his rig into a snow bank and stepped out to confront
them. As Sed-lack approached Ed Peterson and Jim Van De Riet, the
danger of the situation sank in: he was the only law enforcement ranger
within miles, confronting men who were possibly intoxicated and dangerous.
He needed to establish control over the situation. Sedlack first tried
to disable a snowmobile by pulling out a spark plug. When that effort
failed, he pulled out his .38 caliber pistol and effectively disabled
the machine. He then cited the men, who each paid a twenty-five-dollar
fine.8 Within a day, the Associated
Press had broadcast news of the shooting nationwide, and Sedlack quite
unintentionally became a hero. In the nearby Flathead Valley, home
to many cross-country skiers, his shot was memorialized by a parade
float in Whitefish's winter carnival. Park officials received numerous
letters, all in support of the ranger, and Sedlack himself received
countless supportive letters, some containing monetary contributions.
Montana Senator Lee Metcalf privately congratulated him. The Montana
Wilderness Association even created an award in his honor-the Sedlack
Award, given annually to the person (or being) committing the most
outrageous act in defense of wilderness.9 edlack's
actions also drew attention from fellow NPS employees. Yellowstone
Park naturalist Paul Schullery suggested that Sedlack "had just
done what we all had wanted to do, many times. Shooting the machine,
someone remarked, was even better than shooting the driver. . . .
There was no question in our minds that the man was a hero. There
was talk of taking up a collection and buying him a [M]agnum. And
a few days after the incident, a little note appeared on the ranger
office bulletin board: 'Snow machines will not be shot. They will
be live-trapped.'"10 Meanwhile,
Sedlack was suspended for two weeks without pay, and the NPS held
a hearing on the shooting. According to Sedlack, the Park Service
reached no conclusion but did send him to the NPS law enforcement
academy shortly thereafter.11 egulating
snowmobile use in Glacier was not a new problem. Since the late 1960s
as many as 1,393 snowmobilers visited Glacier each winter. Snowmobilers
could use all of the park's no miles of unplowed roads, with the exception
of the Going-to-the-Sun Road from Lake McDonald to the Jackson Glacier
Overlook. However, by 1972 the number of snowmobilers was declining.
At the same time, the number of cross-country skier visits increased
from 877 in 1972-1973 to 2,998 two winters later.12
1974 Glacier administrators began to draft the requested environmental
assessment on snowmobile visitation. Aware that Superintendent Anderson
had formally designated Yellowstone's interior roads as snowmobile
routes that year, Glacier Acting Superintendent Richard Munro wrote
to Yellowstone officials requesting any Yellowstone studies evaluating
the effects of snowmobiles on wildlife. Munro assumed that the park
had also completed an environmental assessment of snowmobile use.
In reality, Yellowstone managers did not formally study the environmental
impact of snowmobiles until the late 1980s. Failing to obtain information
from Yellowstone, Glacier officials turned to the flurry of scientific
studies that had resulted from the sudden growth in snowmobile use
in the Midwest.13Glacier environmental assessment concluded that winter
stress determined population levels for many, if not most, wildlife
species in the park and that snowmobile disturbances caused wildlife
to lose body weight and increased their susceptibility to disease.
Deer used snowmobile tracks to move from one area to another, and
elk avoided and even ran from snowmobiles, keeping distances of at
least a half mile between themselves and snowmobile areas. Compacted
snow kept birds from roosting and displaced subnivean mammals such
as mice and voles. Another problem was that poachers used snowmobiles
to hunt and trap wildlife on the east side of the park. Vegetation
could suffer as well, both through mechanical damage such as crushing
and through compaction, which reduces the amount of insulating air
in the snowpack.14 EPA Proposes
Emissions Regs: New spark-ignited and marine diesel standards to cover
snowmobiles, off-road motorcycles, ATV's; 2006 first model year -
Industry News - Brief Article - Statistical Data IncludedDiesel Progress
North American Edition, Nov, 2001 by Mike Osenga ave
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The latest from the U.S. Environmental Protection Agency (EPA) is
a proposal for new emissions regulations covering certain recreational
marine diesel engines, along with industrial spark-ignition engines
over 25 hp (19 kW), as well as recreational spark-ignition engines.
The proposal is a first step in the process of developing regulations.
Written comments to EPA may be submitted until December 19, 2001.
Two public hearings on the subject were held in October.Specific emissions
levels and implementation dates can be found in the accompanying tables.
According to EPA, these engines represent 13 percent of mobile source
hydrocarbon emissions, 6 percent of carbon monoxide mobile emissions
and 3 percent of [NO.sub.x] mobile source emissions. The regulations
are expected to reduce CO emissions by 56 percent and HC+[NO.sub.x]
by nearly 80 percent when the standards are fully implemented.
he three engine categories include
what EPA calls large industrial spark-ignition engines over 25 hp
typically used in commercial and industrial applications such as forklifts,
generator sets, airport baggage transport vehicles, and a variety
of construction, farm and industrial equipment. e
marine diesels to be regulated cover engines 50 hp (37 kW) and larger
used in recreational applications. Sparkignited nonroad engines for
off-highway motorcycles, ATVs and snowmobiles comprise the second
group.Spark-ignited marine engines and on-highway motorcycle regulations
are expected to follow within a few months. Plus EPA said it is requesting
comment on its intention to propose standards for spark-ignition sterndrives
and inboard engines at some future date, after completion of a technology
study currently underway in California and expected to be completed
within several yearsA said it is using California Air Resources Board
(CARB) emissions standards engines as the basis for proposing federal
standards for these. EPA added that further engine testing and a concern
for off-cycle emissions led the agency to propose several provisions
in addition to those adopted by CARB. Most notably, this includes
more stringent emission to more accurately reflect the in-use deterioration
of emission control; transient duty-cycle and associated emission
standard; field-testing and emission standards; basic engine diagnostic
requirements; and measures to reduce evaporative emissions from gasoline-fueled
equipment. S estimates, complying
with these standards will cost about $600 per engine for the recreational
diesels and large spark-ignition engines and $50 to $200 per engine
for snowmobiles and less than $100 for engines used in ATVs.roposed
Emissions Standards For Spark-Ignited Engines EmissionStandardsModel
Year Testing Type HC + [NO.sub.x] CO 2004-2006
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After a year-long dispute over how many snowmobiles are considered
too destructive to Yellowstone National Park, the National Park Service
(NPS) has announced a Temporary Winter Use Plan Environmental Assessment
that will be used for the upcoming 2004-2005 winter season. The new
guidelines are scheduled to be announced later this month, with a
final adoption of the rules to be released prior to the winter season
beginning Dec. 15. During this time, NPS will complete a long-term
analysis of the environmental impacts of winter use in parks and hopefully
end the debate that has called into question Executive Branch decisions
made by two different administrations. In March, a 10th Circuit Court
of Appeals judge ruled in favor of a district court judge's February
decision upholding a Bush Administration ruling of allowing 780 snowmobiles
a day into Yellowstone. This decision overruled a U.S. District judge's
December 2003 judgment that upheld a Clinton Administration policy
effectively banning snowmobiles from Yellowstone park. Even Congress
has played its own role in trying to solve the problem of access in
parks. In June, a bi-partisan amendment to effectively ban snowmobiles
from three national parks including Yellowstone National Park was
proposed in committee from Reps. Rush Holt (D-NJ) and Christopher
Shays (R-Conn.), among others. It was defeated 224-198.Save a personal
copy of this article and quickly find it again with Furl.net. Get
started now. (It's free.)Against the backdrop of the ongoing debate
on whether to allow snowmobiles into Yellowstone National Park, engineering
students from 15 universities across North America's snow belt competed
in a contest that could help address some of the problems associated
with the vehicles. The Clean Snowmobile Challenge, held at Michigan
Technical University in mid-March, put to the test team efforts to
retool snowmobile engines. Each team took a stock snowmobile and reengineered
it to reduce emissions and noise while maintaining or improving performance.
Teams put their vehicles through a series of performance and emissions
tests, including a 100-mile endurance run in northern Michigan that
only 5 of the 14 teams completed. The emissions and noise standards
are key to winning the contest. "We've been building and designing
based on the rules [for the competition]," says William Hotchkiss,
an engineering student at the University of Maine. "Fuel efficiency,
emissions, and noise are the most important things. A lot of the teams
have been working on their engines to increase speed, but that's worth
only a small number of points." The winning team, from the University
of Wisconsin-Madison, competed with a snowmobile that had an experimental
hybrid gas-electric engine. In the last four years, snowmobiles have
been the focus of controversy, particularly in Yellowstone because
of a Clinton administration rule that would have phased out their
use in the park until December 2004, when a total ban would have gone
into effect. This would have been a victory for environmental groups
claiming the noise and pollution snowmobiles emit harm plants, wildlife,
and even the gate guards--who are subjected to relatively high levels
of air pollutants from idling vehicles. (The National Park Service
recently issued gas masks to help protect rangers working at the gates.)
The Bush administration reversed the rule, but in December 2003 in
Washington, D.C., federal judge Emmet G. Sullivan overturned that
reversal, noting that the decision was "completely politically
driven." However, in February, a Wyoming judge issued a temporary
restraining order on Sullivan's ruling. Snowmobiles do not represent
an enormous business but are popular recreational vehicles--and are
sometimes used as transportation--in many U.S. states and Canadian
provinces in winter. According to the International Snowmobile Manufacturing
Association, more than 1.6 million snowmobiles were registered in
the United States in 2002 and nearly 730,000 in Canada in 2003. Combined
snowmobile sales for the neighboring countries last year was estimated
at about US$1.07 billion. Full
Throttle On the TrailSouthern Living, a personal copy of this article
and quickly find it again with Furl.net. Get started now. (It's free.)Skiing
isn't the only way to get down the trails at Snowshoe Mountain resort
in West Virginia. If you're in a hurry, hop on a snowmobile.
m no Evel Knievel. I don't go skydiving
or parasailing. I don't race over mountain trails on a snowmobile.
Or at least I didn't until this afternoon. Hunger made me do it.
Half an hour ago, I was relaxing in
front of a cozy fireplace in my room. But I wanted to try Outdoor
Adventure Dining at the resort's Sunrise Backcountry Hut. The hut
sits high on Cheat Mountain, 3 miles from the Village at Snowshoe.
The fastest way to get there is on a snowmobile.Snowmobile manager
Mike Phillips arrives to pick up Senior Photographer Art Meripol and
me. We climb in the back of a trusty Korean War-era ambulance that
the resort's Outdoor Adventure Program uses to carry passengers to
the trailhead.hen we reach the trail, six shiny black snowmobiles
sit waiting at the ready. "We're going to put you on one by yourself,"
Mike says. "You'll be fine. Just watch the turns. Take it slow.
We don't want you to tip over."I put on a helmet, swing into
the seat, and ease back on the throttle. The controls are heated.
My hands feel toasty inside my gloves, but there's so much snow, I
have to flip up the visor of my helmet to see. My
mustache soon turns into an icicle. But, boy, am I having fun. I come
close to a spill on the first mile; then I get used to the steering,
and it doesn't seem much different than riding a bike. 'm
almost sorry it's time to stop when our line of riders eases up to
the porch of Sunrise Backcountry Hut. Ben Brannon is waiting with
bowls of meaty stew and apple pie fresh from the oven. It tastes delicious.
Guests can overnight here in rustic surroundings, but when the meal
is over, I'm happy to head back to the comfort of my room.
gun the engine and ease into line.
Maybe I am Evel Knievel. When you're riding a snowmobile, every minute
is a thrill. LES THOMASutdoor Adventure Program at Snowshoe Mountain:
Call toll-free 1-877-441-4386, or snowshoemtn.com. The season runs
late November-early April. Contact the resort to check on snow conditions.
One-hour snowmobile tours on weekends are $85 per person ages 16 and
older. Two-hour backcountry tours are $95 and require some experience.
Adventure dining is $95 per person. The Outdoor Adventure Center also
offers horse-drawn sleigh rides, snowshoeing, and cross-country skiingThe
latest addition to Snowshoe's Adventure Dining program involves an
after-dark plunge down the mountain aboard a snowcat (that converted
1950s ambulance) to The Boathouse. This rustic restaurant perched
on the frozen shore of the ski resort's main reservoir serves as a
simple snack bar for skiers by day, but at night it presents a fine-dining
experience for a select few. The menu changes according to the chef's
whims, but we enjoyed a mixed-greens salad with a honey-apple cider
vinaigrette, a choice of filet mignon or sun-dried tomato pesto halibut
steak, roasted vegetables, red pepper whipped potatoes, and a dark
chocolate mousse cake. Coolant
delivery system clears the air for specialty manufacturer - Better
Production - Brief ArticleModern Machine Shop, May, 2002 by John M.
Jordan, Shauna R. Pope a personal copy of this article and quickly
find it again with Furl.net. Get started now. (It's free.)Ward Staniforth
and his wife, Ellen, had an intense interest in snowmobiles. In fact,
Ellen had become the world drag racing champion in two separate classes
of the winter sport. As a result of this interest, Mr. Staniforth
started making special parts to enhance their snowmobile's performance.
Friends and then dealers began asking him to supply them with parts,
so he and his wife started their own business, WMS Enterprises (Evanston,
Wyoming). In addition to a snowmobile product line, the company also
manufactures parts for rock climbing equipment and for medical equipment.
The shop has four CNC vertical machining centers and two GNC lathes,
as well as standard milling machines and lathes. t
one point, the future of the shop seemed cloudy--literally. "Misting
was a most serious problem in our shop, as a foul smelling cloud was
hanging in the air," recalls Mr. Staniforth. He was aware that
there have been widespread discussions about coolant delivery systems.
While dry machining has been a recent trends that he was watching
with interest, he saw that machines capable of milling, drilling or
turning in the dry state present a very expensive alternative to flood
coolant. Delivery of coolant through the spindle was also found to
be very expensive. Special spindles and high pressures are often required,
he learned. Regular coolant systems, which use large amounts of coolant
to flood the workpiece, also presented problems in his shop. Wastes,
contaminants and way lubricant were getting mixed into the coolant,
necessitating an oil separation system to keep the coolant from going
bad prematurely. Other systems
we've tried in the past, such as spray coolant, released the coolant
in such a fine mist that a coolant cloud can and often did develop
in the shop," Mr. Staniforth says. Therefore, the challenge was
to find a system that could deliver the coolant at low pressure without
excessive misting. For WMS Enterprises,
the solution was a relatively new system called the Fog Buster from
Hench Manufacturing Inc. (San Clemente, California). According to
Mr. Staniforth, this system met his objective of minimizing coolant
usage while reducing or eliminating the misting problem. The Fogbuster
system is now used on the shop's CNC machines instead of the usual
flood coolant. The system is adaptable to commands from the control
unit and the strong airflow created works well for chip control, Mr.
Staniforth says. e system delivers
coolant without fine atomization. A small stream of coolant is carried
precisely to the work zone by an accurately aimed flow of air. In
essence, the liquid spray is surrounded by the column of air, rather
than mixed with the air, preventing the coolant from turning into
a mist or a fog. This method allows the sprayer to produce a small
but effective spray pattern several inches or more from its target.
A precision needle valve at the sprayer head adjusts the coolant flow,
an adjustment that Mr. Staniforth says is very easy to do on the shop
floor.e of the main benefits, in addition to a cleaner shop environment,
is improved tool life. According to Mr. Staniforth, the cutting tools
used in his shop could stand up to high temperatures and high cutting
speeds but could not tolerate temperature changes, a problem he experienced
even with flood coolant. Surface finish on parts also improved because
the Fogbuster's accurate but strong air stream not only cooled and
stabilized cutting tool and workpiece temperatures, but it also cleared
chips. Finished workpieces are described as drier and cleaner.he new
coolant system operates on 10 to 20 psi and uses most types of coolant.
The system comes with 1/2 a or a 1-gallon coolant reservoir. A clear
coolant bowl on the smaller model allows quick visual inspection of
the coolant level, whereas the larger system comes with a sight gage.
According to Mr. Staniforth, the system's quick mounting features
allow it to be used on all of his machines. r.
Staniforth sums up his shop's experience with the non-misting coolant
system: "Ellen and I breathe much easier. We save on coolant
while meetiag machining requirements with a system that accurately
places the coolant where it is needed." or
more information about coolant systems from Hench Manufacturing, call
(949) 492-0125, enter 45 at www.mmsinfo.com to visit Online Showroom,
or write 45 on the reader service card.accidents involving children
riding all-terrain vehicles (ATVs) are a growing problem, with a new
study finding hospitalization for such injuries jumping nearly 80
percent between 1997 and 2000. rofessor
of pediatrics at the University of Arkansas for Medical Sciences College
of Medicine and a staff physician at the Arkansas Children's Hospital,
in Little Rock. "I think
we have an alarming problem overall," she said. "This increase
is very concerning." ATV
Mailing Drives Down Costs - for Polaris IndustriesDirect, June 1,
2003 by Larry Riggs Save a personal
copy of this article and quickly find it again with Furl.net. Get
started now. (It's free.)Byline: LARRY RIGGSl printing helped Polaris
Industries cut costs in half for a recent lead generation mailing
to promote the 2004 Sportsman all-terrain vehicle. The
Medina, MN company expects to beat the industry average response of
2% for the 400,000-piece mailing. Polaris spent more than 50 cents
per piece on this effort, mailed in April to a combination of existing
customers and prospects, said Steve Penn, CEO of Penn-Garritano, Polaris'
Minneapolis-based agency. The
leads were collected through telemarketing, online inquiries, trade
shows and other sources. This was the company's first mailing that
made use of a new digital approach to production it undertook with
the help of Penn-Garritano and printer Vertis Direct Marketing. The
technique avoided the need to shop for multiple vendors for lettershop,
creative and other services, said Penn. "We
could turn this work over in a day and we wouldn't print more envelopes
than we needed," said Don Schoenleber, Vertis' vice president
of creative services. With more conventional printing technology,
he said, such work could easily have taken a week. he
mailing used a 5-1/2-inch-by- 10-inch envelope showing the company's
new 2004 Polaris ATV on a desert background with the cover line "It's
Gotta Be Bad to Look This Good" and a separate box enticing recipients
to look inside to find out how to get $100 in cash. On the back was
the headline "Out Here, Looks Don't Really Matter. Right?"
The $100 offer was glued to the envelope's inner flap.were urged to
call a toll-free number, 1-800-Polaris, or visit a Web site (www.polarisindustries.com)
to find the nearest dealer. The Web site also had locations where
users could request one or more of Polaris' product catalogsSave a
personal copy of this article and quickly find it again with Furl.net.
Get started now. (It's free.)
When I first fired up ATV2, I wasn't very impressed. Pretty graphics
aside, the tracks were boring and the controls frustrating because
the game's spring-loading technique (used for high jumps) is not nearly
as natural as that in Sony's Offroad Fury 2. But after playing for
a couple hours, I started enjoying myself. Yes, the control is a bit
sloppy, but the tracks really improve as the game progresses. I can
deal with a little uneven control if the rest of the game is good,
and there's plenty to do here; an assortment of innovative, fun minigames
extend the experience. Not only do these diversions teach you how
to do tricks like Wheelies and Two-Wheelers (which you need to master
in order to win the trick competitions), but they also give you a
bunch of really cool obstacle courses to navigate. The challenges
include everything from competing on classic slalom courses to climbing
massive towers that stand on thin, precarious ramps and bridges. Basically,
ATV2 is a fun, if flawed, game. It's quite an improvement over the
PS1 original, and at this rate, the third game should be just about
right. ave a personal copy of this article and quickly find it again
with Furl.net. Get started now. (It's free.)
Anyone who wants to play in the mud, follow me," hollered Kevin
Bates, our tour guide from Bandit's Ridge Riders, and owner of Bandit
the dog. Earlier I asked Kevin to locate a mud splashing photo opportunity
and he indubitably delivered. ior
to the mud bathing, Bandit and Kevin led our group through a portion
of the 500 miles comprising the Hatfield- McCoy trails system. The
system traverses the valleys and peaks of the Appalachia Mountains
where America's most famous family feud ever done took placeNo shrapnel
from loose hillbilly gunfire was recorded, but Tucker Rocky product
line manager James Cramer did have a row with his machine that ended
with a visit to the local infirmary. Another
casualty was Logan Motorcycle Sales, the local dealer who, along with
the help of Honda and Suzuki, supplied the 50-plus ATVs being used.
We never could have done it without
them," says TR's Glen Urquhart. "Their store was flooded
twice the week before the event, and they never once called and said,
'We ain't coming.' They called with encouragement even though they
were standing knee-deep in water in their showroom. They really came
through!" Also introduced
was the final production version of the Ducks Unlimited soft goods,
and the '05 Answer and MSR gear. A new partnership between the Hatfield-McCoy
Regional Recreation Authority and TR ensures the Authority's rangers
and staff members will be properly outfitted in the new apparel.
We are thankful to have this support
from Tucker Rocky," says Mike Pinkerton, director of marketing
for Hatfield-McCoy. "It was a pleasure to have Tucker Rocky host
their annual ATV Retreat here, and we're looking forward to a great
sponsorship from them." TR employees should rejoice in the news
that Texas will host next year's event. "There are a lot of people
behind the scene who help me get this thing done but they don't get
to attend, so we're going to host the event in Texas every five years
to let the local employees and their families come out for a day and
do some riding," says Urquhart. ealers
will be happy to hear they will be invited to next year's retreat
also. "I do want to include dealers in some fashion next year,"
says Urquhart. Log on to www.trdealer.com for more photos and a chance
to post whether attending the event is of value to you and your business
QUADIVATOR from Swisher Inc. turns an ATV into a multipurpose minitractor.
The unique Quadivator frame accepts attachments that allow an ATV
to do the work of a harrow, cultivator, chisel plow, box scraper,
tandem disk, lawn aerator, dump box or cart, and more. Electric depth
control for some implements is switch controlled and mounted on the
tow vehicle. E GLACIER PLOW
from Polans attaches in less than 30 seconds and includes an electric
lift system to raise and lower the blade. The system has four blade
options for moving snow, dirt or sand. They range in width from 48
to 60 inches and can be raised up to 15 inches for transport or work.
When used with the Ranger utility vehicle, the system can handle a
72-inch blade. That wording
recognizes that as many as 50,000 of John Deere's traditional customer
base are current or potential ATV users, says Jon Chase, product manager
for Deere's new ATV division. Chase sees the Buck as a complement
to the company's long-popular Gator series of utility vehicles. In
fact, Deere likes to describe their entry into the ATV field as a
"utility" ATV. he
Buck is rigged for work. It can be used to patrol fencelines, scout
fields or haul a bale of hay to a horse pasture. But whatever its
use, Deere figures there are plenty of folks in the country who will
be attracted to an ATV that is John Deere green. For
the recreation-minded customer, there is a Trail Buck line decked
out in camo paint. It is sure to stir the hearts of the hunter and
sportsman crowd. compact series
Gator line of utility vehicles also was introduced by Deere this fall.
The Gator CS comes with an 8-hp, Kawasaki 4-cycle engine, while the
CX is powered by a 10-hp Kawasaki motor. The units are sized and priced
to appeal to folks with a small farm, ranch or acreage. (They can
be hauled in the bed of a full-sized pickup.)Forming wheelsby
spinning: at Kawasaki, ATV wheels are produced in houseand even
for other companies. While other companies may roll form their wheels,
they've found spinning to be advantageous to meet the requirements
of their production system - Equipment & ApplicationsAutomotive
Design ve a personal copy of
this article and quickly find it again with Furl.net. Get started
now. (It's free.)They're awfully busy at Kawasaki Motors Manufacturing
Corp. USA (Lincoln, NE). Not only do they produce all-terrain vehicles
(ATVs) at their plant, but they also produce jet skis, motorcycles,
utility vehicles, robots, and light rail cars. And in its manufacturing
of the ATVs, of which they'll be making some 140,000 this year, they
produce their own wheels. Not only do they produce wheels for their
own products, but they produce them for other manufacturers, as well.
Which puts their wheel production on the order of 1.6-million. It's
worth noting that they once outsourced the wheel production. But in
order to reduce costs and to control their just-in-time production,
they decided it was better to do the job themselvesety of products
produced at the plant, flexibility is a must, because mixed-model
production is a way of life there. "A lot of manufacturers do
batch production, where they'll run a large batch of a single ATV
model, and then change over and run a batch of another model,"
according to Kent Grothe, engineering supervisor at Kawasaki. "We
find that to be inefficient. But by running different models down
the same assembly line in small quantities, we can level our schedule
throughout the year and stabilize our manpower requirements so we
aren't caught in the cycle of hiring and laying people off."
Another thing that they do that some other companies don't is to spin
form the wheels, Grothe said that while auto companies often roll
form wheels, spin forming "allows us to stay true to KPS principles"--that's
"Kawasaki Production System." "If necessary, we can
run as few as 500 wheels on a single setup, which is unheard of for
a roll-forming line. They have to setup for several thousand to be
efficient." The spinning machines are custom-built for Kawasaki.uce
the wheel blanks, Kawasaki installed a stamping press line that employs
a hydraulic press from AP&T (Monroe, NC) and coil handling equipment
from Coe press Equipment (Sterling Heights, MI). "Before the
AP&T/Coe line," Grothe said, "we were buying all of
our blanks outside. Every rectangular blank used to make the wheel
tube was handled by three vendors: a steel mill to make the master
coil, a service center to slit the master into smaller coils, and
a processing center to cut the slit coils to length. With the new
line we have replaced one of these vendors with an in-house process--and
as you take any of the middlemen out of the process, you cut the material
costs significantly." In addition to which, Grothe calculates
that they'll get payback on the equipment in two-years. zes
are generally in the 2,000-to 3,000-piece range. Five hundred pieces
is the lower limit because otherwise the changeover would be excessive.
Wheel blanks vary in width from 7.5 in. to 12 in. and in length from
26 in. to 40 in. For steel wheels, the outside rim material is made
from 13-, 14- or 16-gage material and the center discs are made from
6- to 12-gage material. nking,
the blank is rolled into a circle, and the two ends are flash butt-welded.
The rim is spun in a CNC-controlled flow-forming operation to create
the basic shape. Then, a second spinning operation forms the rim's
bead hump, bead seat, and outer curl. An automated MIG-welding system
attaches the stamped center disk to the rim. There's a leak test,
visual inspection, then painting and shipping. ve
a personal copy of this article and quickly find it again with Furl.net.
Get started now. (It's free.)All-terrain vehicles (ATVs), also known
as three- and four-wheelers, were first built in Japan for use in
isolated, mountainous areas. It wasn't long, however, before ATVs
became popular recreational vehicles here in America. And, although
ATVs continue to provide their riders with thrills, many don't understand
how to balance the risk and pleasure of riding the trails.
ording to the Consumer Product Safety
Commission, as many as 90,000 people were treated in hospital emergency
rooms for ATV-related injuries during 1995. Nearly 10,000 of those
were hospitalized, and more than 120 died of their injuries. Nearly
half of the injuries and fatalities occurred to riders under 16, while
20 percent of the fatalities were children under 12. ATVs are not
toys, and children under 12 should not operate or ride on one. Such
young riders often lack the size and strength to safely control an
ATV. ile riding an ATV can be
dangerous, it doesn't have to be--so long as you balance the risks
and pleasures involved. Fortunately, it's mostly a matter of common
sense. For instance, consider the trails you'll be on, and ask yourself
if you'll be encountering any terrain or environmental hazards. Give
special attention to terrain features such as roads, slopes, canals,
ditches, blind intersections, trees, shrubs, other vehicles--anything
that might cause accidents. It's difficult to avoid potential accident
situations if you're not aware of the hazards. To safely enjoy riding
the trails, ask yourself these questions. n't
be an unprepared operator, and don't permit others to operate an ATV
if they are not prepared. A hands-on training course, given by a competent
instructor, is necessary for all ATV operators. Riders should also
be physically strong and emotionally mature. Inexperienced operators
in their first month of using an ATV have 13 times the average risk
of injury. Give special attention
to the tires, brakes, and throttle. The tires must be uniformly inflated
(2 to 6 psi); a one-pound difference in air pressure can cause control
problems. To accurately measure pressure, you will need a low-pressure
gauge--regular tire gauges will not be accurate enough.he brakes must
be adjusted to ensure a safe, straight stop. Make sure the throttle
operates smoothly in all steering positions. Regularly check all bolts
and nuts, particularly the axle and wheel lug nuts. When you change
a wheel, tighten the lug nuts every two hours until they setDo I know
the basics? Do not ride double;
the unique handling characteristics of the ATV require operators to
shift their weight and position on the seat to steer and control the
vehicle. Riders hamper this operation. Always
wear helmets (should bear the American National Standards Institute
label ANSI Z90.1 or equivalent), heavy gloves, and boots. Without
the protection of a helmet, the risk of severe injury or death is
twice as high. Because ATVs
are small and low to the ground, they are not as visible as larger
vehicles. Use lights, reflectors, and highly visible flags so the
ATV is easier to see. Never
ride an ATV after taking alcohol or medications. In nearly 10 percent
of all injuries and in 30 percent of all fatal ATV mishaps, alcohol
use was a contributing factor. Am
I pushing my limits? Don't try
things beyond your ability. If you come upon a trail-riding area or
obstacle where you're not sure of how to handle the ATV or what you
would do in a worst-case scenario, don't do it. Take a minute and
think: Is my ability up to it? Is the ATV up to what I'm about to
try? Am I by myself? How far away is help? Traveling with a buddy
(on a second ATV) is the safe way. If
you are alone remember that any accident far from help can result
in a minor injury becoming serious, and a serious injury becoming
fatal. Proceed only after you're satisfied you can deal with the consequences
of your actions. Do I know how
to handle obstacles? Often you'll
have more success climbing over obstacles by approaching them straight-on.
This holds true for downed trees, as well as hill climbing.
With 4X4 ATVs, approach the obstacle
very slowly. Once the wheels are touching it, give just enough throttle
to slowly crawl over the obstacle. If you use too much throttle, you
may end up doing a wheelie. When your front wheels pass over the obstacle,
keep the momentum going so your rear tires also will make it.
Don't traverse a hill sideways. Always
climb straight up or straight down. Your ATV's weight and the spinning
wheels can cause you to slide farther sideways than you intended.
Depending on the steepness of the slope, sliding sideways can cause
ATVs to roll over. Sometimes
you'll need to turn around--never attempt to turn around on a steep,
narrow trail. If the terrain is unstable and your ATV gets sideways,
you could roll over. If you fail to climb the hill, immediately grab
your brakes hard. If possible, put the ATV in reverse, then let the
engine compression and front brakes slow you while you back straight
down the hill. Know what's ahead.
Know what to expect from the trail you're riding on and how difficult
it is prior to getting there. If you're not sure of the trail conditions,
be prepared for the worst. Although
it seems ATVs, by their very nature, can be dangerous, they're also
exciting and fun. If the ATV is maintained, if the operator is trained,
clothed and equipped and has weighed all the risks, then riding the
trails can be a pleasure. There are off-highway courses for both ATVs
and off-road motorcycles sponsored by the Specialty Vehicle Institute
of America. SVIA contacts all purchasers of new ATVs and offers a
course at no cost to the individual. Most dealers are aware of this
arrangement and participate with SVIA in getting new riders into courses.
The DoD-specified course is the SVIA course. The dealer or SVIA can
provide information. Though
not as widespread, the Off Highway Motorcycle (OHM) course is available
from SVIA. OHM courses are available in Southern California. Again,
the dealer or SVIA can provide information. SVIA
and the Motorcycle Safety Foundation also have excellent materials
regarding the use of off-road motorcycles and ATVs and information
about their courses and safety materials. Additional
ATV Training Information Specialty
Vehicle Institute of America (SVIA) All Terrain Vehicle Safety Institute
(ASI) 2 Jenner St., Suite 150 Irvine, Calif. 92718 (949)
727-3727 (off-highway motorcycle training) ASI
is a division of SVIA. ASI is a non-profit association founded by
the major U.S. distributors of ATVs. Supporting members are American
Honda Co., Inc; Yamaha Motor Corporation, U.S.A.; American Suzuki
Motor Corporation; and Kawasaki Motors Corporation, U.S.A ATV
Enrollment Express, (800) 887-2887 ATV
Enrollment Express provides free training for personnel who buy new
ATVs manufactured by American Honda Co., Inc.; Yamaha Motor Corporation,
U.S.A.; American Suzuki Motor
Corporation; and Kawasaki Motors Corporation, U.S.A. They also will
provide the same training for a nominal charge (usually $35.00) for
personnel who own a used ATV. The course includes: riding an ATV at
a track to learn how to handle it, ATV safety features, and demonstration
of proficiency on the ATV. A
training pamphlet also is available; it's called "Tips and Practice
Guide for the ATV Rider." You can get a copy by calling Ms. Karen
Walsh at (949) 727-3727, Ext. 3015. Polaris
Safety Line, (800) 342-3764 Another
manufacturer of ATVs is an American brand called Polaris. You can
find out about their free training course when you buy a new Polaris
ATV. They will also provide
the same training for a nominal charge (cost varies with each dealer)
for personnel who buy a used ATV. The course includes a safety video,
riding an ATV on a track to learn how to handle it, safety features
of ATVs, and a demonstration of proficiency on the ATV. ATV
Buyer's GuideAmerican Hunter, The, Jun 2003 by Olmsted, J Scott
Save a personal copy of this article
and quickly find it again with Furl.net. Get started now. (It's free.)Ready
to plunk down greenbacks on a four-wheeler but unsure which quad suits
you? Check out our annual model review.elieve it or not, about 50
percent of all ATV purchasers are first-time buyers. That's
just one of many facts I've glaened from numerous industry polls I'm
privy to, but it's perhaps the most important. Another fact: Utility
quads are by far the best sellers, mostly purchased by hunters/anglers
and farmers/ranchers.ombine both, and it's easy to see just how many
people increasingly recognize the utility of quads, both in hunting
and hay field and as recreational vehicles. It's also no stretch to
see buyers need help deciding which unit to purchase. If that's you,
take heart. In what follows you'll find a wealth of information about
how to size-up need by comparing performance benefits of various components.suggested
seven units: the Artic Cat 500 MRP; Bombardier Outlander 400; Honda
Rubicon; Kawasaki Praire 650; Polaris Sportman 600; Suzuki Vinson
500 Manual; and Yamaha Grizzly 660. Not all are brand-new units, but
they're among my favorites in each marker's lineups. Along the way
I'll discuss the features and benefits of each. Take
It For A Spin Don't buy anything
until you ride as many different quads as possible. That's easier
said said than done. I don't know of any dealer that lets you take
quads for a test-ride. Surely some have a track for such purposes.
If one exist take advantage of it, but don't bother with a ride around
the parking lot, which won't tell you a thing about the bike. Quads
are designed for use offroad and handle quite differently on paveent.
Ask friends who own quads if you can take them for a spin and quiz
them about their choices.worry about name brands. Everyone produces
good machines these days, and any maker will have at least one quad
with most features that appeal to you. Instead, compare performance
components like engines, transmissions, 4WD systems, suspensions,
and brakes. 00cc engine will
do just fine for almost any job you have in mind, but these days it's
hard to get all the features you want without getting a 500-class
quad. It seems buyers equate bigger with better, and makers are happy
to oblige them with 600-, 650-, even 700cc engines. The No. 1 benefit
of big engines is increased towing capacity, important on the farm
or in the food plot. Of course, a big engine won't work as hard, either,
compared to smaller powerplants performing the same job, which means
it should stay cooler. llest
engine in our guide is the Rotax 400 on the Bombardier Outlander,
a SOHC, single-cylinder, liquid-cooled job. t's
500 is a lot peppier this year, thanks to higher compression, a new
carburetor, new cam, a change in ignition timing, and a gear change.
The result is more power. The engine is a 493cc, SOHC, liquid-cooled
four-valve. 499cc engine on
the Rubicon is Honda's first liquid-cooled, four-stroke ATV engine.
The OHV design provides exceptional torque, and longitudinal mounting
allows direct driveshaft alignment front and rear for improved drive-train
efficiency. An electric carburetor heater system helps with cold starts.
cording to Suzuki specialists, the
engine on the new Vinson 500 Manual is not the same as that found
on the automatic version the firm introduced in 2002. All the specs
are the same, but the engine was retuned with an emphasis on top-end
performance. Compression was increased, which translates to more power
with a broader torque curve.
Sportsman 600 sports the same engine as the Sportsman 700, with a
smaller bore and shorter stroke. It's produced domestically and features
8 percent more horsepower and 25 percent more torque than the Sportsman
500 H.O. That's saying something, because I thought the 500 H.O. was
the be-all and end-all of the Sportsman line. The 600 is a liquid-cooled,
evenfiring, parallel twin-cylinder displacing 597cc to boast a whopping
1,500-pound towing capacity.e Prairie 650 uses a V-twin engine, a
633cc, liquid-cooled, SOHC design. It's my favorite engine of the
lot. From low revs, the V-twin develops a broad, linear torque curve
for instant throttle response the moment you squeeze the accelerator.
At the top end, four-valve cylinder heads and dual carbs improve breathing.
engine of the bunch belongs to the
Grizzly. It displaces 660cc in a liquid-cooled, SOHC, five-valve design
derived from Yamaha's top-end sport quad, the Raptor 660. A new cam
and lightweight aluminum piston (also off the Raptor) make for quick
throttle response. ility quad
buyers settle on an automatic transmission so they can concentrate
on working instead of shifting. But before you jump on the bandwagon,
consider the manual trannies found on utility quads these days. They're
all semi-automatic, meaning the clutch work is done for you; pretty
simple. Vinson is just such
a machine. Five forward gears are mated to a clutch that engages/disengages
automatically with engine rpms, and manual shifting via a foot lever
allows optimal use of every gear. Park, neutral, Hi/Lo, and reverse
are activated with the transmission sub-lever located alongside the
fuel tank. In fact, with Hi/Lo and five gears, riders essentially
have 10 gears at their disposal, making this quad a true workhorse.
ther interesting transmission rests
in the Rubicon. The Hondamatic is the Arm's first automatic ATV transmission.
It's a hydro-mechanical, continously variable transmission (CVT) that
uses gears, pumps, and oil pressure to control speed rather than the
belts found in other CVTs. A dash-mounted knob switches between one
of three electronic shifting programs: D1 for maximum performance;
D2 for maximum torque; and ESP (Electric Shift Program). D1 and D2
are automatic modes, where output is continously variable. ESP requires
manual shifting via up/down buttons on the handlebar. other
units here run CVTs with belts. Belts are sometimes disparaged because
they can slip if they get wet, which in turn robs power and causes
wear. The solution is high transmission-intake breathers on all units,
but problems still can creep up on deep-water crossings. Best advice:
Go slow to prevent splashing. ical
issue with automatics is engine braking, where torque from the engine
is used to slow the machine. Not all systems are created equal. On
most units, for example, you have to keep belt tension tight on the
centrifugal clutch to employ engine braking, which means you have
to goose the throttle on downhills (contrary to inclination). An alternative
is the Ultramatic tranny found on the Grizzly, which, in addition
to a centrifugal clutch, uses a sprag (one-way) clutch behind the
primary pulley (a clutch at each end of the belt). It provides not
only superior engine braking, but durability. Since the belt is under
constant tension, it doesn't suffer from wear like other systems that
use only the drive belt as a clutch. D
SystemsI don't recommend getting a quad without 4WD: Better to have
it and not need it than need it and not have it. Deep water and mud
and slow, uphill grinds with a load require it, and if you plan to
put your quad to work pulling implements in a food plot the extra
weight of a disk or plow demands driven traction up front. All the
units in our lineup are shaft-driven, which eliminates maintenance.Where
4WD systems are concerned, it's hard to beat push-button engagement.
Makers call it by different names, but whatever the moniker it's an
effective electronic setup. Two units listed here don't use such a
system: the Rubicon and Arctic Cat 500. Honda uses a full-time system
on the Rubicon, which makes for a tiring day. Arctic Cat still employs
a cumbersome system on the 500, a lever about knee-high that routes
through the left front fender. Riders push/pull it to engage/disengage
4WD; a pain, but you can shift on the fly at low speed with practice.
Note: No maker recommends shifting to 4WD on the fly because the handling
characteristics of a quad change considerably once the front tires
gain their own driven traction. If you're not used to that difference
you're in for a rude awakening.
|
POLARIS SNOWMOBILES,
Quads, ATV's & Quads New & Used
More facts - snowmobiles
and how they can disturb the environment or be used so as not to
cause environmental problemsRanger Rick, Dec, 199ave a personal
copy of this article and quickly find it again with Furl.net. Get
started now. (It's free.Snowmobiles are a type of off-road vehicle,
or ORV. Other ORVs include motorbikes, dune buggies, and four-wheel-drive
truckor many people, riding ORVs is a great way to have fun. Lots
of people also use ORVs to get to roadless places, where they can
work or enjoy the outdoorSometimes ORVs disturb wildlife, damage
wildlife habitat, and annoy people who want peace and quiet. That's
why there are rules about where and how people can drive them. By
staying on special ORV trails and obeying all other rules, ORV users
can cut down on these problems.Up to 1800 snowmobiles might enter
Yellowstone National Park on a busy day in the winter. The pollution
from their exhaust can form a blue haze in the air in some areas.
And it's hard even in such a large park to escape the noise.Many
people belong to snowmobile clubs or other organizations. Some of
these groups help their members learn the best ways to enjoy their
machines without causing problems for other people or for wildlife.
Too bad that too many people follow their own rules.Washington:
Tax imposed on snowmobiles delivered in state but used elsewhereState
Tax Review, Aug 28, 2000Save a personal copy of this article and
quickly find it again with Furl.net. Get started now. (It's free.)Snowmobiles
delivered in Washington to Washington residents from Minnesota,
but operated only in Idaho, were subject to Washington use tax.
The residents' first exercise of dominion and control over the snowmobiles
as consumers was a taxable use of the snowmobiles and that occurred
when they accepted delivery of the snowmobiles at their Washington
residence. Acceptance of delivery qualified as a use even though
the snowmobiles were transported to the residents' Idaho vacation
home on the day of delivery and were never driven in Washington.
(Cool, Washington Board of Tax Appeals, No. 54893, June 16, 2000.Deere,
Bombardier Align for utility vehicles: no snowmobiles, but Deere
ATVs due before year's end
other "wheeled vehicles and
technology" to follow - Industry News
Diesel Progress North American Edition, March, 2003 by Mike Osenga
a personal copy of this article and quickly find it again with Furl.net.
Get started now. (It's free.)Is history repeating itself? The late
January announcement of the strategic alliance between Deere &
Co. and Bombardier in Canada brought to mind earlier forays by Deere
into consumer recreational equipment.ombardier manufactures the
well-known Ski-Doo line of snowmobiles, while from 1972 to 1984
Deere had its own snowmobile program. Today, the only vestige of
that program, beyond collectors, is the "Nothing Runs Like
A Deere" slogan, which was first used in snowmobiles.
nd with today's corporate environment
creating some strange bedfellows, the thought of Deere, with its
very popular Gator utility vehicle line, moving further into utility
or recreational vehicles would not seem to be totally out of the
question.ut such is not the case. Officially, the alliance between
Deere's Worldwide Commercial & Consumer Equipment Division and
Bombardier Recreational Products is "to produce new concepts
aimed at expanding the business opportunities for both companies,"
according to Deere's announcement. "Pooling
our resources with a market leader such as Bombardier strengthens
our total investment in research and development," said John
Jenkins, president of Deere's Worldwide Commercial & Consumer
Equipment Division. The agreement
calls for the two companies to develop new wheeled utility vehicles
and technologies, and will in essence broaden the range of utility
equipment offered by Deere & Co., as well as the recreational
vehicles offered by Bombardier.n these asset lean times, Deere and
Bombardier can thus add to their respective lines without building
plants or adding people. The two companies will have joint platform
development teams drawn from current staffs, but there will not
be an alliance headquarters or alliance personnel. "It's
an alliance, not a joint venture," said Deere's Ken Golden.
"It is an alliance not significantly different in concept from
our construction equipment relationship with 1-litachi. In that
case we said to ourselves, 'who are experts at large excavating
equipment?' In this case we
said, 'who's great at ATVs?' Deere has a lot of customers out there
that want something different or beyond the Gators in utility vehicles,
such as being able to get from one side of the farm to the other,
faster," Golden said. "Bombardier
builds those type of vehicles for recreation, why couldn't they
build a similar vehicle for the work market?" he said. "We're
looking at someone who is an expert at the plat form, but isn't
selling into our markets." While Deere would not be specific
about future plans, it is also likely that vehicles based on Deere
platforms will eventually find their way into Bombardier's line
as well. "Whoever is
the expert at the particular platform that we're talking about will
be engineering the product, with the input of those who will be
marketing the products," Golden said. We're in the work markets,
they're in the recreational markets."The first product that
comes out of the alliance will be John Deere-branded utility vehicles
derived from a Bombardier ATV platform to be launched initially
in the U.S. and Canada before the end of this year. The
Deere ATVs will be built by Bombardier at its Valcourt, Quebec,
facility and will be sold through the same outlets currently selling
Deere utility vehicles. More product launches from the alliance
are expected before the end of 2003. AAP
Statement on the Hazards of Snowmobiles - report from the American
Academy of Pediatrics Committee on Injury and Poison PreventionAmerican
Family Physician, April 1, 2001 by Monica PrebothSave a personal
copy of this article and quickly find it again with Furl.net. Get
started now. (It's free.)The Committee on Injury and Poison Prevention
of the American Academy of Pediatrics (AAP) has developed a position
statement on the hazards of snowmobile use. This statement, which
has been updated from a previous AAP statement, appears in the November
2000 issue of PediatricThe AAP committee makes the following recommendations
for children younger than 16 years Children younger than 16 years
should not operate snowmobiles. Furthermore, children younger than
six years do not have the strength or stamina to be transported
safely as passengers on snowmobiles. Advertisements
that promote snowmobiling should not be directed toward young adolescentsThe
AAP committee makes the following recommendations for the protection
of snowmobilers 16 years and older:
Graduated licensing for snowmobile operators is recommended, consistent
with the AAP policy on graduated licensing for motor vehicle drivers.Newly
licensed operators should be restricted to snowmobiling during daylight
hours on groomed trails only and should have a learner's permit.
Snowmobilers should travel at safe
speeds, especially on unfamiliar or rugged terrain where hazards,
such as difficult-to-see barbed wire, may be found. A speed-limiting
governor, to limit the maximal speed, may be used. *
Snowmobilers should avoid using alcohol or other drugs before or
during the operation of a snowmobile. *
Snowmobilers should wear well-insulated protective clothing, including
goggles, waterproof snowmobile suits, gloves and rubber-soled boots.
All drivers and passengers should wear helmets that meet current
standards for use while operating motorized vehicles.
Operators should carry a first-aid kit, a survival kit that includes
flares and, if practical, a cellular phone. Snowmobilers should
travel in groups of two or more and only on designated, marked trails
away from roads, waterways, railroads and pedestrian traffic. The
weather forecast should be checked before snowmobiling. Operators
should know the signs of hypothermia and regularly check for frostbite.
* Snowmobilers should avoid driving
on ice if they are uncertain about its thickness or condition.
* Snowmobilers should not carry more
than one passenger. Headlights and taillights should be on at all
times to improve visibility of the snowmobile to other vehicle operatorsUse
of a saucer, tube, tire, sled or skis to pull someone behind a snowmobile
is not recommended. Snow machines
in the gardens: The history of snowmobiles in Glacier and Yellowstone
National ParksMontana: The Magazine of Western History, Autumn 2003
by Yochim, Michael J Save
a personal copy of this article and quickly find it again with Furl.net.
Get started now. (It's free.)
Shards Of metal lay on the snow next to the machine, and the acrid
smell of gunpowder permeated the air. The snowmobile was seriously
injured. e one December night
in 1974 on Marias Pass, Glacier National Park ranger Art Sedlack
put a bullet through a snowmobile. With this shot, Sedlack not only
gained the upper hand in dealing with group of law-breaking snow-mobilers,
he also became an instant hero to all who valued wilderness. At
heart, though, Sedlack's shot revealed the conflict Glacier officials
faced over the question of snowmobile use in the park. In October
1975 Superintendent Phillip Iversen announced the decision to ban
the use of snowmobiles in the park. me
time, about four hundred miles to the south, Yellowstone National
Park Superintendent Jack Anderson was busily taking steps to allow
snowmobiles into the park: opening a hotel at Old Faithful for winter
use, maintaining roads for snowmobiles, and formulating a formal
policy. Ariderson was personally fond of snowmobiling, touting it
as "a great experience and a great sport, one of the cleanest
types of recreation I know." To him, snowmobiling was the solution
to a thorny dilemma: how to allow wintertime visitors to use the
park without impairing it.1The actions of the National Park Service
(NPS) in these two parks were in conflict with each other-and yet
were both defensible in light of the agency's mission "to conserve
the scenery and the natural and historic objects and the wild life
therein and to provide for the enjoyment of the same in such manner
and by such means as will leave them unimpaired for the enjoyment
of future generations."2 One park leaned toward preservation
while the other veered toward visitor accommodation. One park chose
to accommodate visitors on skis while the other accommodated them
on snowmobiles-and both decisions were heavily influenced by local
opinion.ough snowmobile prototypes had been around since the 1940s,
in the early 1960s design improvements led to the first mass marketing
of the machines in the upper Midwest. Introduced at a time when
the country's baby-boomers were reaching maturity, the snowmobile's
popularity grew rapidly. They were the winter equivalent of the
automobile, the machine that embodied Americans' infatuation with
freedom and independence. Now, with snowmobiles to ride, Americans
could explore their country in winter-and without the work that
cross-country skiing entailed. The number of snowmobiles increased
from fewer than a hundred thousand in 1965 to almost 2 million by
Christmas 1971.3 Conservationists
nationwide decried the explosion of snowmobile use and clamored
for regulation of the machines.4 Early snowmobiles typically had
two-stroke engines that were both noisy and polluting, traits that
brought them into conflict with cross-country skiers, who generally
sought a quiet, contemplative experience. Though Congress investigated
the matter and called for a resolution, members failed to enact
it.5 President Nixon, however, answered public concern in 1972 by
issuing Executive Order 11644. The "Use of Off-Road Vehicles
on the Public Lands" order instructed agency heads to issue
regulations that ensured off-road-vehicle trails and areas were
situated so as to minimize wildlife harassment, conflicts with other
users, and damage to vegetation and soils. The order noted that
noise should be kept in mind when locating trails and that managers
should only allow off-road vehicle use if it "will not adversely
affect the natural, aesthetic, or scenic values of the managers'
lands."6 An extension of the National Environmental Policy
Act of 1969, the executive order carried the force of law.
In 1974, probably in reaction to
Nixon's order, acting Rocky Mountain Regional Director Glen Bean
directed all NPS superintendents in his region to prepare an environmental
statement regarding snowmobile use.7 In Glacier that directive precipitated
a controversy: the park had to decide how to reconcile snowmobilers'
use of the park with skiers' demands for winter tranquility. To
some observers, Art Sedlack's solution seemed the best option.
iolations of federal and state law
banning the use of snowmobiles on highways were common on the three-mile
stretch of U.S. Highway 2 that lay inside the park boundary. On
the night of December 27, 1974, Sedlack observed four snowmobilers
on that stretch and warned them not to use the road to re-enter
the park, but an hour later he again heard their roar. Jumping into
his four-wheel-drive patrol vehicle, Sedlack gave chase. When two
of the snowmobilers stopped on the roadway to let their engines
cool, Sedlack plowed his rig into a snow bank and stepped out to
confront them. As Sed-lack approached Ed Peterson and Jim Van De
Riet, the danger of the situation sank in: he was the only law enforcement
ranger within miles, confronting men who were possibly intoxicated
and dangerous. He needed to establish control over the situation.
Sedlack first tried to disable a snowmobile by pulling out a spark
plug. When that effort failed, he pulled out his .38 caliber pistol
and effectively disabled the machine. He then cited the men, who
each paid a twenty-five-dollar fine.8 Within
a day, the Associated Press had broadcast news of the shooting nationwide,
and Sedlack quite unintentionally became a hero. In the nearby Flathead
Valley, home to many cross-country skiers, his shot was memorialized
by a parade float in Whitefish's winter carnival. Park officials
received numerous letters, all in support of the ranger, and Sedlack
himself received countless supportive letters, some containing monetary
contributions. Montana Senator Lee Metcalf privately congratulated
him. The Montana Wilderness Association even created an award in
his honor-the Sedlack Award, given annually to the person (or being)
committing the most outrageous act in defense of wilderness.9
edlack's actions also drew attention
from fellow NPS employees. Yellowstone Park naturalist Paul Schullery
suggested that Sedlack "had just done what we all had wanted
to do, many times. Shooting the machine, someone remarked, was even
better than shooting the driver. . . . There was no question in
our minds that the man was a hero. There was talk of taking up a
collection and buying him a [M]agnum. And a few days after the incident,
a little note appeared on the ranger office bulletin board: 'Snow
machines will not be shot. They will be live-trapped.'"10
Meanwhile, Sedlack was suspended
for two weeks without pay, and the NPS held a hearing on the shooting.
According to Sedlack, the Park Service reached no conclusion but
did send him to the NPS law enforcement academy shortly thereafter.11
egulating snowmobile use in Glacier
was not a new problem. Since the late 1960s as many as 1,393 snowmobilers
visited Glacier each winter. Snowmobilers could use all of the park's
no miles of unplowed roads, with the exception of the Going-to-the-Sun
Road from Lake McDonald to the Jackson Glacier Overlook. However,
by 1972 the number of snowmobilers was declining. At the same time,
the number of cross-country skier visits increased from 877 in 1972-1973
to 2,998 two winters later.12
1974 Glacier administrators began to draft the requested environmental
assessment on snowmobile visitation. Aware that Superintendent Anderson
had formally designated Yellowstone's interior roads as snowmobile
routes that year, Glacier Acting Superintendent Richard Munro wrote
to Yellowstone officials requesting any Yellowstone studies evaluating
the effects of snowmobiles on wildlife. Munro assumed that the park
had also completed an environmental assessment of snowmobile use.
In reality, Yellowstone managers did not formally study the environmental
impact of snowmobiles until the late 1980s. Failing to obtain information
from Yellowstone, Glacier officials turned to the flurry of scientific
studies that had resulted from the sudden growth in snowmobile use
in the Midwest.13Glacier environmental assessment concluded that
winter stress determined population levels for many, if not most,
wildlife species in the park and that snowmobile disturbances caused
wildlife to lose body weight and increased their susceptibility
to disease. Deer used snowmobile tracks to move from one area to
another, and elk avoided and even ran from snowmobiles, keeping
distances of at least a half mile between themselves and snowmobile
areas. Compacted snow kept birds from roosting and displaced subnivean
mammals such as mice and voles. Another problem was that poachers
used snowmobiles to hunt and trap wildlife on the east side of the
park. Vegetation could suffer as well, both through mechanical damage
such as crushing and through compaction, which reduces the amount
of insulating air in the snowpack.14 EPA
Proposes Emissions Regs: New spark-ignited and marine diesel standards
to cover snowmobiles, off-road motorcycles, ATV's; 2006 first model
year - Industry News - Brief Article - Statistical Data IncludedDiesel
Progress North American Edition, Nov, 2001 by Mike Osenga
ave a personal copy of this article
and quickly find it again with Furl.net. Get started now. (It's
free.)
The latest from the U.S. Environmental Protection Agency (EPA) is
a proposal for new emissions regulations covering certain recreational
marine diesel engines, along with industrial spark-ignition engines
over 25 hp (19 kW), as well as recreational spark-ignition engines.
The proposal is a first step in the process of developing regulations.
Written comments to EPA may be submitted until December 19, 2001.
Two public hearings on the subject were held in October.Specific
emissions levels and implementation dates can be found in the accompanying
tables. According to EPA, these engines represent 13 percent of
mobile source hydrocarbon emissions, 6 percent of carbon monoxide
mobile emissions and 3 percent of [NO.sub.x] mobile source emissions.
The regulations are expected to reduce CO emissions by 56 percent
and HC+[NO.sub.x] by nearly 80 percent when the standards are fully
implemented. he three engine
categories include what EPA calls large industrial spark-ignition
engines over 25 hp typically used in commercial and industrial applications
such as forklifts, generator sets, airport baggage transport vehicles,
and a variety of construction, farm and industrial equipment.
e marine diesels to be regulated
cover engines 50 hp (37 kW) and larger used in recreational applications.
Sparkignited nonroad engines for off-highway motorcycles, ATVs and
snowmobiles comprise the second group.Spark-ignited marine engines
and on-highway motorcycle regulations are expected to follow within
a few months. Plus EPA said it is requesting comment on its intention
to propose standards for spark-ignition sterndrives and inboard
engines at some future date, after completion of a technology study
currently underway in California and expected to be completed within
several yearsA said it is using California Air Resources Board (CARB)
emissions standards engines as the basis for proposing federal standards
for these. EPA added that further engine testing and a concern for
off-cycle emissions led the agency to propose several provisions
in addition to those adopted by CARB. Most notably, this includes
more stringent emission to more accurately reflect the in-use deterioration
of emission control; transient duty-cycle and associated emission
standard; field-testing and emission standards; basic engine diagnostic
requirements; and measures to reduce evaporative emissions from
gasoline-fueled equipment. S
estimates, complying with these standards will cost about $600 per
engine for the recreational diesels and large spark-ignition engines
and $50 to $200 per engine for snowmobiles and less than $100 for
engines used in ATVs.roposed Emissions Standards For Spark-Ignited
Engines EmissionStandardsModel
Year Testing Type HC + [NO.sub.x] CO 2004-2006
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After a year-long dispute over how many snowmobiles are considered
too destructive to Yellowstone National Park, the National Park
Service (NPS) has announced a Temporary Winter Use Plan Environmental
Assessment that will be used for the upcoming 2004-2005 winter season.
The new guidelines are scheduled to be announced later this month,
with a final adoption of the rules to be released prior to the winter
season beginning Dec. 15. During this time, NPS will complete a
long-term analysis of the environmental impacts of winter use in
parks and hopefully end the debate that has called into question
Executive Branch decisions made by two different administrations.
In March, a 10th Circuit Court of Appeals judge ruled in favor of
a district court judge's February decision upholding a Bush Administration
ruling of allowing 780 snowmobiles a day into Yellowstone. This
decision overruled a U.S. District judge's December 2003 judgment
that upheld a Clinton Administration policy effectively banning
snowmobiles from Yellowstone park. Even Congress has played its
own role in trying to solve the problem of access in parks. In June,
a bi-partisan amendment to effectively ban snowmobiles from three
national parks including Yellowstone National Park was proposed
in committee from Reps. Rush Holt (D-NJ) and Christopher Shays (R-Conn.),
among others. It was defeated 224-198.Save a personal copy of this
article and quickly find it again with Furl.net. Get started now.
(It's free.)Against the backdrop of the ongoing debate on whether
to allow snowmobiles into Yellowstone National Park, engineering
students from 15 universities across North America's snow belt competed
in a contest that could help address some of the problems associated
with the vehicles. The Clean Snowmobile Challenge, held at Michigan
Technical University in mid-March, put to the test team efforts
to retool snowmobile engines. Each team took a stock snowmobile
and reengineered it to reduce emissions and noise while maintaining
or improving performance. Teams put their vehicles through a series
of performance and emissions tests, including a 100-mile endurance
run in northern Michigan that only 5 of the 14 teams completed.
The emissions and noise standards are key to winning the contest.
"We've been building and designing based on the rules [for
the competition]," says William Hotchkiss, an engineering student
at the University of Maine. "Fuel efficiency, emissions, and
noise are the most important things. A lot of the teams have been
working on their engines to increase speed, but that's worth only
a small number of points." The winning team, from the University
of Wisconsin-Madison, competed with a snowmobile that had an experimental
hybrid gas-electric engine. In the last four years, snowmobiles
have been the focus of controversy, particularly in Yellowstone
because of a Clinton administration rule that would have phased
out their use in the park until December 2004, when a total ban
would have gone into effect. This would have been a victory for
environmental groups claiming the noise and pollution snowmobiles
emit harm plants, wildlife, and even the gate guards--who are subjected
to relatively high levels of air pollutants from idling vehicles.
(The National Park Service recently issued gas masks to help protect
rangers working at the gates.) The Bush administration reversed
the rule, but in December 2003 in Washington, D.C., federal judge
Emmet G. Sullivan overturned that reversal, noting that the decision
was "completely politically driven." However, in February,
a Wyoming judge issued a temporary restraining order on Sullivan's
ruling. Snowmobiles do not represent an enormous business but are
popular recreational vehicles--and are sometimes used as transportation--in
many U.S. states and Canadian provinces in winter. According to
the International Snowmobile Manufacturing Association, more than
1.6 million snowmobiles were registered in the United States in
2002 and nearly 730,000 in Canada in 2003. Combined snowmobile sales
for the neighboring countries last year was estimated at about US$1.07
billion. Full Throttle On
the TrailSouthern Living, a personal copy of this article and quickly
find it again with Furl.net. Get started now. (It's free.)Skiing
isn't the only way to get down the trails at Snowshoe Mountain resort
in West Virginia. If you're in a hurry, hop on a snowmobile.
m no Evel Knievel. I don't go skydiving
or parasailing. I don't race over mountain trails on a snowmobile.
Or at least I didn't until this afternoon. Hunger made me do it.
Half an hour ago, I was relaxing
in front of a cozy fireplace in my room. But I wanted to try Outdoor
Adventure Dining at the resort's Sunrise Backcountry Hut. The hut
sits high on Cheat Mountain, 3 miles from the Village at Snowshoe.
The fastest way to get there is on a snowmobile.Snowmobile manager
Mike Phillips arrives to pick up Senior Photographer Art Meripol
and me. We climb in the back of a trusty Korean War-era ambulance
that the resort's Outdoor Adventure Program uses to carry passengers
to the trailhead.hen we reach the trail, six shiny black snowmobiles
sit waiting at the ready. "We're going to put you on one by
yourself," Mike says. "You'll be fine. Just watch the
turns. Take it slow. We don't want you to tip over."I put on
a helmet, swing into the seat, and ease back on the throttle. The
controls are heated. My hands feel toasty inside my gloves, but
there's so much snow, I have to flip up the visor of my helmet to
see. My mustache soon turns
into an icicle. But, boy, am I having fun. I come close to a spill
on the first mile; then I get used to the steering, and it doesn't
seem much different than riding a bike. 'm
almost sorry it's time to stop when our line of riders eases up
to the porch of Sunrise Backcountry Hut. Ben Brannon is waiting
with bowls of meaty stew and apple pie fresh from the oven. It tastes
delicious. Guests can overnight here in rustic surroundings, but
when the meal is over, I'm happy to head back to the comfort of
my room. gun the engine and
ease into line. Maybe I am Evel Knievel. When you're riding a snowmobile,
every minute is a thrill. LES THOMASutdoor Adventure Program at
Snowshoe Mountain: Call toll-free 1-877-441-4386, or snowshoemtn.com.
The season runs late November-early April. Contact the resort to
check on snow conditions. One-hour snowmobile tours on weekends
are $85 per person ages 16 and older. Two-hour backcountry tours
are $95 and require some experience. Adventure dining is $95 per
person. The Outdoor Adventure Center also offers horse-drawn sleigh
rides, snowshoeing, and cross-country skiingThe latest addition
to Snowshoe's Adventure Dining program involves an after-dark plunge
down the mountain aboard a snowcat (that converted 1950s ambulance)
to The Boathouse. This rustic restaurant perched on the frozen shore
of the ski resort's main reservoir serves as a simple snack bar
for skiers by day, but at night it presents a fine-dining experience
for a select few. The menu changes according to the chef's whims,
but we enjoyed a mixed-greens salad with a honey-apple cider vinaigrette,
a choice of filet mignon or sun-dried tomato pesto halibut steak,
roasted vegetables, red pepper whipped potatoes, and a dark chocolate
mousse cake. Coolant delivery
system clears the air for specialty manufacturer - Better Production
- Brief ArticleModern Machine Shop, May, 2002 by John M. Jordan,
Shauna R. Pope a personal copy of this article and quickly find
it again with Furl.net. Get started now. (It's free.)Ward Staniforth
and his wife, Ellen, had an intense interest in snowmobiles. In
fact, Ellen had become the world drag racing champion in two separate
classes of the winter sport. As a result of this interest, Mr. Staniforth
started making special parts to enhance their snowmobile's performance.
Friends and then dealers began asking him to supply them with parts,
so he and his wife started their own business, WMS Enterprises (Evanston,
Wyoming). In addition to a snowmobile product line, the company
also manufactures parts for rock climbing equipment and for medical
equipment. The shop has four CNC vertical machining centers and
two GNC lathes, as well as standard milling machines and lathes.
t one point, the future of the shop
seemed cloudy--literally. "Misting was a most serious problem
in our shop, as a foul smelling cloud was hanging in the air,"
recalls Mr. Staniforth. He was aware that there have been widespread
discussions about coolant delivery systems. While dry machining
has been a recent trends that he was watching with interest, he
saw that machines capable of milling, drilling or turning in the
dry state present a very expensive alternative to flood coolant.
Delivery of coolant through the spindle was also found to be very
expensive. Special spindles and high pressures are often required,
he learned. Regular coolant systems, which use large amounts of
coolant to flood the workpiece, also presented problems in his shop.
Wastes, contaminants and way lubricant were getting mixed into the
coolant, necessitating an oil separation system to keep the coolant
from going bad prematurely. Other
systems we've tried in the past, such as spray coolant, released
the coolant in such a fine mist that a coolant cloud can and often
did develop in the shop," Mr. Staniforth says. Therefore, the
challenge was to find a system that could deliver the coolant at
low pressure without excessive misting. For
WMS Enterprises, the solution was a relatively new system called
the Fog Buster from Hench Manufacturing Inc. (San Clemente, California).
According to Mr. Staniforth, this system met his objective of minimizing
coolant usage while reducing or eliminating the misting problem.
The Fogbuster system is now used on the shop's CNC machines instead
of the usual flood coolant. The system is adaptable to commands
from the control unit and the strong airflow created works well
for chip control, Mr. Staniforth says. e
system delivers coolant without fine atomization. A small stream
of coolant is carried precisely to the work zone by an accurately
aimed flow of air. In essence, the liquid spray is surrounded by
the column of air, rather than mixed with the air, preventing the
coolant from turning into a mist or a fog. This method allows the
sprayer to produce a small but effective spray pattern several inches
or more from its target. A precision needle valve at the sprayer
head adjusts the coolant flow, an adjustment that Mr. Staniforth
says is very easy to do on the shop floor.e of the main benefits,
in addition to a cleaner shop environment, is improved tool life.
According to Mr. Staniforth, the cutting tools used in his shop
could stand up to high temperatures and high cutting speeds but
could not tolerate temperature changes, a problem he experienced
even with flood coolant. Surface finish on parts also improved because
the Fogbuster's accurate but strong air stream not only cooled and
stabilized cutting tool and workpiece temperatures, but it also
cleared chips. Finished workpieces are described as drier and cleaner.he
new coolant system operates on 10 to 20 psi and uses most types
of coolant. The system comes with 1/2 a or a 1-gallon coolant reservoir.
A clear coolant bowl on the smaller model allows quick visual inspection
of the coolant level, whereas the larger system comes with a sight
gage. According to Mr. Staniforth, the system's quick mounting features
allow it to be used on all of his machines. r.
Staniforth sums up his shop's experience with the non-misting coolant
system: "Ellen and I breathe much easier. We save on coolant
while meetiag machining requirements with a system that accurately
places the coolant where it is needed." or
more information about coolant systems from Hench Manufacturing,
call (949) 492-0125, enter 45 at www.mmsinfo.com to visit Online
Showroom, or write 45 on the reader service card.accidents involving
children riding all-terrain vehicles (ATVs) are a growing problem,
with a new study finding hospitalization for such injuries jumping
nearly 80 percent between 1997 and 2000. rofessor
of pediatrics at the University of Arkansas for Medical Sciences
College of Medicine and a staff physician at the Arkansas Children's
Hospital, in Little Rock. "I
think we have an alarming problem overall," she said. "This
increase is very concerning." ATV
Mailing Drives Down Costs - for Polaris IndustriesDirect, June 1,
2003 by Larry Riggs Save a
personal copy of this article and quickly find it again with Furl.net.
Get started now. (It's free.)Byline: LARRY RIGGSl printing helped
Polaris Industries cut costs in half for a recent lead generation
mailing to promote the 2004 Sportsman all-terrain vehicle.
The Medina, MN company expects to
beat the industry average response of 2% for the 400,000-piece mailing.
Polaris spent more than 50 cents per piece on this effort, mailed
in April to a combination of existing customers and prospects, said
Steve Penn, CEO of Penn-Garritano, Polaris' Minneapolis-based agency.
The leads were collected through
telemarketing, online inquiries, trade shows and other sources.
This was the company's first mailing that made use of a new digital
approach to production it undertook with the help of Penn-Garritano
and printer Vertis Direct Marketing. The technique avoided the need
to shop for multiple vendors for lettershop, creative and other
services, said Penn. "We
could turn this work over in a day and we wouldn't print more envelopes
than we needed," said Don Schoenleber, Vertis' vice president
of creative services. With more conventional printing technology,
he said, such work could easily have taken a week. he
mailing used a 5-1/2-inch-by- 10-inch envelope showing the company's
new 2004 Polaris ATV on a desert background with the cover line
"It's Gotta Be Bad to Look This Good" and a separate box
enticing recipients to look inside to find out how to get $100 in
cash. On the back was the headline "Out Here, Looks Don't Really
Matter. Right?" The $100 offer was glued to the envelope's
inner flap.were urged to call a toll-free number, 1-800-Polaris,
or visit a Web site (www.polarisindustries.com) to find the nearest
dealer. The Web site also had locations where users could request
one or more of Polaris' product catalogsSave a personal copy of
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When I first fired up ATV2, I wasn't very impressed. Pretty graphics
aside, the tracks were boring and the controls frustrating because
the game's spring-loading technique (used for high jumps) is not
nearly as natural as that in Sony's Offroad Fury 2. But after playing
for a couple hours, I started enjoying myself. Yes, the control
is a bit sloppy, but the tracks really improve as the game progresses.
I can deal with a little uneven control if the rest of the game
is good, and there's plenty to do here; an assortment of innovative,
fun minigames extend the experience. Not only do these diversions
teach you how to do tricks like Wheelies and Two-Wheelers (which
you need to master in order to win the trick competitions), but
they also give you a bunch of really cool obstacle courses to navigate.
The challenges include everything from competing on classic slalom
courses to climbing massive towers that stand on thin, precarious
ramps and bridges. Basically, ATV2 is a fun, if flawed, game. It's
quite an improvement over the PS1 original, and at this rate, the
third game should be just about right. ave a personal copy of this
article and quickly find it again with Furl.net. Get started now.
(It's free.)
Anyone who wants to play in the mud, follow me," hollered Kevin
Bates, our tour guide from Bandit's Ridge Riders, and owner of Bandit
the dog. Earlier I asked Kevin to locate a mud splashing photo opportunity
and he indubitably delivered. ior
to the mud bathing, Bandit and Kevin led our group through a portion
of the 500 miles comprising the Hatfield- McCoy trails system. The
system traverses the valleys and peaks of the Appalachia Mountains
where America's most famous family feud ever done took placeNo shrapnel
from loose hillbilly gunfire was recorded, but Tucker Rocky product
line manager James Cramer did have a row with his machine that ended
with a visit to the local infirmary. Another
casualty was Logan Motorcycle Sales, the local dealer who, along
with the help of Honda and Suzuki, supplied the 50-plus ATVs being
used. We never could have
done it without them," says TR's Glen Urquhart. "Their
store was flooded twice the week before the event, and they never
once called and said, 'We ain't coming.' They called with encouragement
even though they were standing knee-deep in water in their showroom.
They really came through!" Also
introduced was the final production version of the Ducks Unlimited
soft goods, and the '05 Answer and MSR gear. A new partnership between
the Hatfield-McCoy Regional Recreation Authority and TR ensures
the Authority's rangers and staff members will be properly outfitted
in the new apparel. We are
thankful to have this support from Tucker Rocky," says Mike
Pinkerton, director of marketing for Hatfield-McCoy. "It was
a pleasure to have Tucker Rocky host their annual ATV Retreat here,
and we're looking forward to a great sponsorship from them."
TR employees should rejoice in the news that Texas will host next
year's event. "There are a lot of people behind the scene who
help me get this thing done but they don't get to attend, so we're
going to host the event in Texas every five years to let the local
employees and their families come out for a day and do some riding,"
says Urquhart. ealers will
be happy to hear they will be invited to next year's retreat also.
"I do want to include dealers in some fashion next year,"
says Urquhart. Log on to www.trdealer.com for more photos and a
chance to post whether attending the event is of value to you and
your business QUADIVATOR from Swisher Inc. turns an ATV into a multipurpose
minitractor. The unique Quadivator frame accepts attachments that
allow an ATV to do the work of a harrow, cultivator, chisel plow,
box scraper, tandem disk, lawn aerator, dump box or cart, and more.
Electric depth control for some implements is switch controlled
and mounted on the tow vehicle. E
GLACIER PLOW from Polans attaches in less than 30 seconds and includes
an electric lift system to raise and lower the blade. The system
has four blade options for moving snow, dirt or sand. They range
in width from 48 to 60 inches and can be raised up to 15 inches
for transport or work. When used with the Ranger utility vehicle,
the system can handle a 72-inch blade. That
wording recognizes that as many as 50,000 of John Deere's traditional
customer base are current or potential ATV users, says Jon Chase,
product manager for Deere's new ATV division. Chase sees the Buck
as a complement to the company's long-popular Gator series of utility
vehicles. In fact, Deere likes to describe their entry into the
ATV field as a "utility" ATV. he
Buck is rigged for work. It can be used to patrol fencelines, scout
fields or haul a bale of hay to a horse pasture. But whatever its
use, Deere figures there are plenty of folks in the country who
will be attracted to an ATV that is John Deere green. For
the recreation-minded customer, there is a Trail Buck line decked
out in camo paint. It is sure to stir the hearts of the hunter and
sportsman crowd. compact
series Gator line of utility vehicles also was introduced by Deere
this fall. The Gator CS comes with an 8-hp, Kawasaki 4-cycle engine,
while the CX is powered by a 10-hp Kawasaki motor. The units are
sized and priced to appeal to folks with a small farm, ranch or
acreage. (They can be hauled in the bed of a full-sized pickup.)Forming
wheelsby spinning: at Kawasaki, ATV wheels are produced in
houseand even for other companies. While other companies may
roll form their wheels, they've found spinning to be advantageous
to meet the requirements of their production system - Equipment
& ApplicationsAutomotive Design ve
a personal copy of this article and quickly find it again with Furl.net.
Get started now. (It's free.)They're awfully busy at Kawasaki Motors
Manufacturing Corp. USA (Lincoln, NE). Not only do they produce
all-terrain vehicles (ATVs) at their plant, but they also produce
jet skis, motorcycles, utility vehicles, robots, and light rail
cars. And in its manufacturing of the ATVs, of which they'll be
making some 140,000 this year, they produce their own wheels. Not
only do they produce wheels for their own products, but they produce
them for other manufacturers, as well. Which puts their wheel production
on the order of 1.6-million. It's worth noting that they once outsourced
the wheel production. But in order to reduce costs and to control
their just-in-time production, they decided it was better to do
the job themselvesety of products produced at the plant, flexibility
is a must, because mixed-model production is a way of life there.
"A lot of manufacturers do batch production, where they'll
run a large batch of a single ATV model, and then change over and
run a batch of another model," according to Kent Grothe, engineering
supervisor at Kawasaki. "We find that to be inefficient. But
by running different models down the same assembly line in small
quantities, we can level our schedule throughout the year and stabilize
our manpower requirements so we aren't caught in the cycle of hiring
and laying people off." Another thing that they do that some
other companies don't is to spin form the wheels, Grothe said that
while auto companies often roll form wheels, spin forming "allows
us to stay true to KPS principles"--that's "Kawasaki Production
System." "If necessary, we can run as few as 500 wheels
on a single setup, which is unheard of for a roll-forming line.
They have to setup for several thousand to be efficient." The
spinning machines are custom-built for Kawasaki.uce the wheel blanks,
Kawasaki installed a stamping press line that employs a hydraulic
press from AP&T (Monroe, NC) and coil handling equipment from
Coe press Equipment (Sterling Heights, MI). "Before the AP&T/Coe
line," Grothe said, "we were buying all of our blanks
outside. Every rectangular blank used to make the wheel tube was
handled by three vendors: a steel mill to make the master coil,
a service center to slit the master into smaller coils, and a processing
center to cut the slit coils to length. With the new line we have
replaced one of these vendors with an in-house process--and as you
take any of the middlemen out of the process, you cut the material
costs significantly." In addition to which, Grothe calculates
that they'll get payback on the equipment in two-years. zes
are generally in the 2,000-to 3,000-piece range. Five hundred pieces
is the lower limit because otherwise the changeover would be excessive.
Wheel blanks vary in width from 7.5 in. to 12 in. and in length
from 26 in. to 40 in. For steel wheels, the outside rim material
is made from 13-, 14- or 16-gage material and the center discs are
made from 6- to 12-gage material. nking,
the blank is rolled into a circle, and the two ends are flash butt-welded.
The rim is spun in a CNC-controlled flow-forming operation to create
the basic shape. Then, a second spinning operation forms the rim's
bead hump, bead seat, and outer curl. An automated MIG-welding system
attaches the stamped center disk to the rim. There's a leak test,
visual inspection, then painting and shipping. ve
a personal copy of this article and quickly find it again with Furl.net.
Get started now. (It's free.)All-terrain vehicles (ATVs), also known
as three- and four-wheelers, were first built in Japan for use in
isolated, mountainous areas. It wasn't long, however, before ATVs
became popular recreational vehicles here in America. And, although
ATVs continue to provide their riders with thrills, many don't understand
how to balance the risk and pleasure of riding the trails.
ording to the Consumer Product Safety
Commission, as many as 90,000 people were treated in hospital emergency
rooms for ATV-related injuries during 1995. Nearly 10,000 of those
were hospitalized, and more than 120 died of their injuries. Nearly
half of the injuries and fatalities occurred to riders under 16,
while 20 percent of the fatalities were children under 12. ATVs
are not toys, and children under 12 should not operate or ride on
one. Such young riders often lack the size and strength to safely
control an ATV. ile riding
an ATV can be dangerous, it doesn't have to be--so long as you balance
the risks and pleasures involved. Fortunately, it's mostly a matter
of common sense. For instance, consider the trails you'll be on,
and ask yourself if you'll be encountering any terrain or environmental
hazards. Give special attention to terrain features such as roads,
slopes, canals, ditches, blind intersections, trees, shrubs, other
vehicles--anything that might cause accidents. It's difficult to
avoid potential accident situations if you're not aware of the hazards.
To safely enjoy riding the trails, ask yourself these questions.
n't be an unprepared operator, and
don't permit others to operate an ATV if they are not prepared.
A hands-on training course, given by a competent instructor, is
necessary for all ATV operators. Riders should also be physically
strong and emotionally mature. Inexperienced operators in their
first month of using an ATV have 13 times the average risk of injury.
Give special attention to the tires,
brakes, and throttle. The tires must be uniformly inflated (2 to
6 psi); a one-pound difference in air pressure can cause control
problems. To accurately measure pressure, you will need a low-pressure
gauge--regular tire gauges will not be accurate enough.he brakes
must be adjusted to ensure a safe, straight stop. Make sure the
throttle operates smoothly in all steering positions. Regularly
check all bolts and nuts, particularly the axle and wheel lug nuts.
When you change a wheel, tighten the lug nuts every two hours until
they setDo I know the basics? Do
not ride double; the unique handling characteristics of the ATV
require operators to shift their weight and position on the seat
to steer and control the vehicle. Riders hamper this operation.
Always wear helmets (should bear
the American National Standards Institute label ANSI Z90.1 or equivalent),
heavy gloves, and boots. Without the protection of a helmet, the
risk of severe injury or death is twice as high. Because
ATVs are small and low to the ground, they are not as visible as
larger vehicles. Use lights, reflectors, and highly visible flags
so the ATV is easier to see. Never
ride an ATV after taking alcohol or medications. In nearly 10 percent
of all injuries and in 30 percent of all fatal ATV mishaps, alcohol
use was a contributing factor. Am
I pushing my limits? Don't
try things beyond your ability. If you come upon a trail-riding
area or obstacle where you're not sure of how to handle the ATV
or what you would do in a worst-case scenario, don't do it. Take
a minute and think: Is my ability up to it? Is the ATV up to what
I'm about to try? Am I by myself? How far away is help? Traveling
with a buddy (on a second ATV) is the safe way. If
you are alone remember that any accident far from help can result
in a minor injury becoming serious, and a serious injury becoming
fatal. Proceed only after you're satisfied you can deal with the
consequences of your actions. Do
I know how to handle obstacles? Often
you'll have more success climbing over obstacles by approaching
them straight-on. This holds true for downed trees, as well as hill
climbing. With 4X4 ATVs, approach
the obstacle very slowly. Once the wheels are touching it, give
just enough throttle to slowly crawl over the obstacle. If you use
too much throttle, you may end up doing a wheelie. When your front
wheels pass over the obstacle, keep the momentum going so your rear
tires also will make it. Don't
traverse a hill sideways. Always climb straight up or straight down.
Your ATV's weight and the spinning wheels can cause you to slide
farther sideways than you intended. Depending on the steepness of
the slope, sliding sideways can cause ATVs to roll over.
Sometimes you'll need to turn around--never
attempt to turn around on a steep, narrow trail. If the terrain
is unstable and your ATV gets sideways, you could roll over. If
you fail to climb the hill, immediately grab your brakes hard. If
possible, put the ATV in reverse, then let the engine compression
and front brakes slow you while you back straight down the hill.
Know what's ahead. Know what to expect
from the trail you're riding on and how difficult it is prior to
getting there. If you're not sure of the trail conditions, be prepared
for the worst. Although it
seems ATVs, by their very nature, can be dangerous, they're also
exciting and fun. If the ATV is maintained, if the operator is trained,
clothed and equipped and has weighed all the risks, then riding
the trails can be a pleasure. There are off-highway courses for
both ATVs and off-road motorcycles sponsored by the Specialty Vehicle
Institute of America. SVIA contacts all purchasers of new ATVs and
offers a course at no cost to the individual. Most dealers are aware
of this arrangement and participate with SVIA in getting new riders
into courses. The DoD-specified course is the SVIA course. The dealer
or SVIA can provide information. Though
not as widespread, the Off Highway Motorcycle (OHM) course is available
from SVIA. OHM courses are available in Southern California. Again,
the dealer or SVIA can provide information. SVIA
and the Motorcycle Safety Foundation also have excellent materials
regarding the use of off-road motorcycles and ATVs and information
about their courses and safety materials. Additional
ATV Training Information Specialty
Vehicle Institute of America (SVIA) All Terrain Vehicle Safety Institute
(ASI) 2 Jenner St., Suite 150 Irvine, Calif. 92718 (949)
727-3727 (off-highway motorcycle training) ASI
is a division of SVIA. ASI is a non-profit association founded by
the major U.S. distributors of ATVs. Supporting members are American
Honda Co., Inc; Yamaha Motor Corporation, U.S.A.; American Suzuki
Motor Corporation; and Kawasaki Motors Corporation, U.S.A
ATV Enrollment Express, (800) 887-2887
ATV Enrollment Express provides free
training for personnel who buy new ATVs manufactured by American
Honda Co., Inc.; Yamaha Motor Corporation, U.S.A.; American
Suzuki Motor Corporation; and Kawasaki Motors Corporation, U.S.A.
They also will provide the same training for a nominal charge (usually
$35.00) for personnel who own a used ATV. The course includes: riding
an ATV at a track to learn how to handle it, ATV safety features,
and demonstration of proficiency on the ATV. A
training pamphlet also is available; it's called "Tips and
Practice Guide for the ATV Rider." You can get a copy by calling
Ms. Karen Walsh at (949) 727-3727, Ext. 3015. Polaris
Safety Line, (800) 342-3764 Another
manufacturer of ATVs is an American brand called Polaris. You can
find out about their free training course when you buy a new Polaris
ATV. They will also provide
the same training for a nominal charge (cost varies with each dealer)
for personnel who buy a used ATV. The course includes a safety video,
riding an ATV on a track to learn how to handle it, safety features
of ATVs, and a demonstration of proficiency on the ATV. ATV
Buyer's GuideAmerican Hunter, The, Jun 2003 by Olmsted, J Scott
Save a personal copy of this article
and quickly find it again with Furl.net. Get started now. (It's
free.)Ready to plunk down greenbacks on a four-wheeler but unsure
which quad suits you? Check out our annual model review.elieve it
or not, about 50 percent of all ATV purchasers are first-time buyers.
That's just one of many facts I've
glaened from numerous industry polls I'm privy to, but it's perhaps
the most important. Another fact: Utility quads are by far the best
sellers, mostly purchased by hunters/anglers and farmers/ranchers.ombine
both, and it's easy to see just how many people increasingly recognize
the utility of quads, both in hunting and hay field and as recreational
vehicles. It's also no stretch to see buyers need help deciding
which unit to purchase. If that's you, take heart. In what follows
you'll find a wealth of information about how to size-up need by
comparing performance benefits of various components.suggested seven
units: the Artic Cat 500 MRP; Bombardier Outlander 400; Honda Rubicon;
Kawasaki Praire 650; Polaris Sportman 600; Suzuki Vinson 500 Manual;
and Yamaha Grizzly 660. Not all are brand-new units, but they're
among my favorites in each marker's lineups. Along the way I'll
discuss the features and benefits of each. Take
It For A Spin Don't buy anything
until you ride as many different quads as possible. That's easier
said said than done. I don't know of any dealer that lets you take
quads for a test-ride. Surely some have a track for such purposes.
If one exist take advantage of it, but don't bother with a ride
around the parking lot, which won't tell you a thing about the bike.
Quads are designed for use offroad and handle quite differently
on paveent. Ask friends who own quads if you can take them for a
spin and quiz them about their choices.worry about name brands.
Everyone produces good machines these days, and any maker will have
at least one quad with most features that appeal to you. Instead,
compare performance components like engines, transmissions, 4WD
systems, suspensions, and brakes. 00cc
engine will do just fine for almost any job you have in mind, but
these days it's hard to get all the features you want without getting
a 500-class quad. It seems buyers equate bigger with better, and
makers are happy to oblige them with 600-, 650-, even 700cc engines.
The No. 1 benefit of big engines is increased towing capacity, important
on the farm or in the food plot. Of course, a big engine won't work
as hard, either, compared to smaller powerplants performing the
same job, which means it should stay cooler. llest
engine in our guide is the Rotax 400 on the Bombardier Outlander,
a SOHC, single-cylinder, liquid-cooled job. t's
500 is a lot peppier this year, thanks to higher compression, a
new carburetor, new cam, a change in ignition timing, and a gear
change. The result is more power. The engine is a 493cc, SOHC, liquid-cooled
four-valve. 499cc engine on
the Rubicon is Honda's first liquid-cooled, four-stroke ATV engine.
The OHV design provides exceptional torque, and longitudinal mounting
allows direct driveshaft alignment front and rear for improved drive-train
efficiency. An electric carburetor heater system helps with cold
starts. cording to Suzuki
specialists, the engine on the new Vinson 500 Manual is not the
same as that found on the automatic version the firm introduced
in 2002. All the specs are the same, but the engine was retuned
with an emphasis on top-end performance. Compression was increased,
which translates to more power with a broader torque curve.
Sportsman 600 sports the same engine
as the Sportsman 700, with a smaller bore and shorter stroke. It's
produced domestically and features 8 percent more horsepower and
25 percent more torque than the Sportsman 500 H.O. That's saying
something, because I thought the 500 H.O. was the be-all and end-all
of the Sportsman line. The 600 is a liquid-cooled, evenfiring, parallel
twin-cylinder displacing 597cc to boast a whopping 1,500-pound towing
capacity.e Prairie 650 uses a V-twin engine, a 633cc, liquid-cooled,
SOHC design. It's my favorite engine of the lot. From low revs,
the V-twin develops a broad, linear torque curve for instant throttle
response the moment you squeeze the accelerator. At the top end,
four-valve cylinder heads and dual carbs improve breathing.
engine of the bunch belongs to the
Grizzly. It displaces 660cc in a liquid-cooled, SOHC, five-valve
design derived from Yamaha's top-end sport quad, the Raptor 660.
A new cam and lightweight aluminum piston (also off the Raptor)
make for quick throttle response. ility
quad buyers settle on an automatic transmission so they can concentrate
on working instead of shifting. But before you jump on the bandwagon,
consider the manual trannies found on utility quads these days.
They're all semi-automatic, meaning the clutch work is done for
you; pretty simple. Vinson
is just such a machine. Five forward gears are mated to a clutch
that engages/disengages automatically with engine rpms, and manual
shifting via a foot lever allows optimal use of every gear. Park,
neutral, Hi/Lo, and reverse are activated with the transmission
sub-lever located alongside the fuel tank. In fact, with Hi/Lo and
five gears, riders essentially have 10 gears at their disposal,
making this quad a true workhorse. ther
interesting transmission rests in the Rubicon. The Hondamatic is
the Arm's first automatic ATV transmission. It's a hydro-mechanical,
continously variable transmission (CVT) that uses gears, pumps,
and oil pressure to control speed rather than the belts found in
other CVTs. A dash-mounted knob switches between one of three electronic
shifting programs: D1 for maximum performance; D2 for maximum torque;
and ESP (Electric Shift Program). D1 and D2 are automatic modes,
where output is continously variable. ESP requires manual shifting
via up/down buttons on the handlebar. other
units here run CVTs with belts. Belts are sometimes disparaged because
they can slip if they get wet, which in turn robs power and causes
wear. The solution is high transmission-intake breathers on all
units, but problems still can creep up on deep-water crossings.
Best advice: Go slow to prevent splashing. ical
issue with automatics is engine braking, where torque from the engine
is used to slow the machine. Not all systems are created equal.
On most units, for example, you have to keep belt tension tight
on the centrifugal clutch to employ engine braking, which means
you have to goose the throttle on downhills (contrary to inclination).
An alternative is the Ultramatic tranny found on the Grizzly, which,
in addition to a centrifugal clutch, uses a sprag (one-way) clutch
behind the primary pulley (a clutch at each end of the belt). It
provides not only superior engine braking, but durability. Since
the belt is under constant tension, it doesn't suffer from wear
like other systems that use only the drive belt as a clutch.
D SystemsI don't recommend getting
a quad without 4WD: Better to have it and not need it than need
it and not have it. Deep water and mud and slow, uphill grinds with
a load require it, and if you plan to put your quad to work pulling
implements in a food plot the extra weight of a disk or plow demands
driven traction up front. All the units in our lineup are shaft-driven,
which eliminates maintenance.Where 4WD systems are concerned, it's
hard to beat push-button engagement. Makers call it by different
names, but whatever the moniker it's an effective electronic setup.
Two units listed here don't use such a system: the Rubicon and Arctic
Cat 500. Honda uses a full-time system on the Rubicon, which makes
for a tiring day. Arctic Cat still employs a cumbersome system on
the 500, a lever about knee-high that routes through the left front
fender. Riders push/pull it to engage/disengage 4WD; a pain, but
you can shift on the fly at low speed with practice. Note: No maker
recommends shifting to 4WD on the fly because the handling characteristics
of a quad change considerably once the front tires gain their own
driven traction. If you're not used to that difference you're in
for a rude awakening.
|
More facts -
snowmobiles and how they can disturb
the environment or be used so as not to cause environmental problemsRanger
Rick, Dec, 199ave a personal copy of this article and quickly find
it again with Furl.net. Get started now. (It's free.Snowmobiles are
a type of off-road vehicle, or ORV. Other ORVs include motorbikes,
dune buggies, and four-wheel-drive truckor many people, riding ORVs
is a great way to have fun. Lots of people also use ORVs to get to
roadless places, where they can work or enjoy the outdoorSometimes
ORVs disturb wildlife, damage wildlife habitat, and annoy people who
want peace and quiet. That's why there are rules about where and how
people can drive them. By staying on special ORV trails and obeying
all other rules, ORV users can cut down on these problems.Up to 1800
snowmobiles might enter Yellowstone National Park on a busy day in
the winter. The pollution from their exhaust can form a blue haze
in the air in some areas. And it's hard even in such a large park
to escape the noise.Many people belong to snowmobile clubs or other
organizations. Some of these groups help their members learn the best
ways to enjoy their machines without causing problems for other people
or for wildlife. Too bad that too many people follow their own rules.Washington:
Tax imposed on snowmobiles delivered in state but used elsewhereState
Tax Review, Aug 28, 2000Save a personal copy of this article and quickly
find it again with Furl.net. Get started now. (It's free.)Snowmobiles
delivered in Washington to Washington residents from Minnesota, but
operated only in Idaho, were subject to Washington use tax. The residents'
first exercise of dominion and control over the snowmobiles as consumers
was a taxable use of the snowmobiles and that occurred when they accepted
delivery of the snowmobiles at their Washington residence. Acceptance
of delivery qualified as a use even though the snowmobiles were transported
to the residents' Idaho vacation home on the day of delivery and were
never driven in Washington. (Cool, Washington Board of Tax Appeals,
No. 54893, June 16, 2000.Deere, Bombardier Align for utility vehicles:
no snowmobiles, but Deere ATVs due before year's end
other
"wheeled vehicles and technology" to follow - Industry News
Diesel Progress North American Edition, March, 2003 by Mike Osenga
a personal copy of this article and quickly find it again with Furl.net.
Get started now. (It's free.)Is history repeating itself? The late
January announcement of the strategic alliance between Deere &
Co. and Bombardier in Canada brought to mind earlier forays by Deere
into consumer recreational equipment.ombardier manufactures the well-known
Ski-Doo line of snowmobiles, while from 1972 to 1984 Deere had its
own snowmobile program. Today, the only vestige of that program, beyond
collectors, is the "Nothing Runs Like A Deere" slogan, which
was first used in snowmobiles. nd
with today's corporate environment creating some strange bedfellows,
the thought of Deere, with its very popular Gator utility vehicle
line, moving further into utility or recreational vehicles would not
seem to be totally out of the question.ut such is not the case. Officially,
the alliance between Deere's Worldwide Commercial & Consumer Equipment
Division and Bombardier Recreational Products is "to produce
new concepts aimed at expanding the business opportunities for both
companies," according to Deere's announcement. "Pooling
our resources with a market leader such as Bombardier strengthens
our total investment in research and development," said John
Jenkins, president of Deere's Worldwide Commercial & Consumer
Equipment Division. The agreement
calls for the two companies to develop new wheeled utility vehicles
and technologies, and will in essence broaden the range of utility
equipment offered by Deere & Co., as well as the recreational
vehicles offered by Bombardier.n these asset lean times, Deere and
Bombardier can thus add to their respective lines without building
plants or adding people. The two companies will have joint platform
development teams drawn from current staffs, but there will not be
an alliance headquarters or alliance personnel. "It's
an alliance, not a joint venture," said Deere's Ken Golden. "It
is an alliance not significantly different in concept from our construction
equipment relationship with 1-litachi. In that case we said to ourselves,
'who are experts at large excavating equipment?' In
this case we said, 'who's great at ATVs?' Deere has a lot of customers
out there that want something different or beyond the Gators in utility
vehicles, such as being able to get from one side of the farm to the
other, faster," Golden said. "Bombardier
builds those type of vehicles for recreation, why couldn't they build
a similar vehicle for the work market?" he said. "We're
looking at someone who is an expert at the plat form, but isn't selling
into our markets." While Deere would not be specific about future
plans, it is also likely that vehicles based on Deere platforms will
eventually find their way into Bombardier's line as well. "Whoever
is the expert at the particular platform that we're talking about
will be engineering the product, with the input of those who will
be marketing the products," Golden said. We're in the work markets,
they're in the recreational markets."The first product that comes
out of the alliance will be John Deere-branded utility vehicles derived
from a Bombardier ATV platform to be launched initially in the U.S.
and Canada before the end of this year. The
Deere ATVs will be built by Bombardier at its Valcourt, Quebec, facility
and will be sold through the same outlets currently selling Deere
utility vehicles. More product launches from the alliance are expected
before the end of 2003. AAP
Statement on the Hazards of Snowmobiles - report from the American
Academy of Pediatrics Committee on Injury and Poison PreventionAmerican
Family Physician, April 1, 2001 by Monica PrebothSave a personal copy
of this article and quickly find it again with Furl.net. Get started
now. (It's free.)The Committee on Injury and Poison Prevention of
the American Academy of Pediatrics (AAP) has developed a position
statement on the hazards of snowmobile use. This statement, which
has been updated from a previous AAP statement, appears in the November
2000 issue of PediatricThe AAP committee makes the following recommendations
for children younger than 16 years Children younger than 16 years
should not operate snowmobiles. Furthermore, children younger than
six years do not have the strength or stamina to be transported safely
as passengers on snowmobiles. Advertisements
that promote snowmobiling should not be directed toward young adolescentsThe
AAP committee makes the following recommendations for the protection
of snowmobilers 16 years and older:
Graduated licensing for snowmobile operators is recommended, consistent
with the AAP policy on graduated licensing for motor vehicle drivers.Newly
licensed operators should be restricted to snowmobiling during daylight
hours on groomed trails only and should have a learner's permit.
Snowmobilers should travel at safe
speeds, especially on unfamiliar or rugged terrain where hazards,
such as difficult-to-see barbed wire, may be found. A speed-limiting
governor, to limit the maximal speed, may be used. *
Snowmobilers should avoid using alcohol or other drugs before or during
the operation of a snowmobile. *
Snowmobilers should wear well-insulated protective clothing, including
goggles, waterproof snowmobile suits, gloves and rubber-soled boots.
All drivers and passengers should wear helmets that meet current standards
for use while operating motorized vehicles.
Operators should carry a first-aid kit, a survival kit that includes
flares and, if practical, a cellular phone. Snowmobilers should travel
in groups of two or more and only on designated, marked trails away
from roads, waterways, railroads and pedestrian traffic. The weather
forecast should be checked before snowmobiling. Operators should know
the signs of hypothermia and regularly check for frostbite.
* Snowmobilers should avoid driving
on ice if they are uncertain about its thickness or condition.
* Snowmobilers should not carry more
than one passenger. Headlights and taillights should be on at all
times to improve visibility of the snowmobile to other vehicle operatorsUse
of a saucer, tube, tire, sled or skis to pull someone behind a snowmobile
is not recommended. Snow machines
in the gardens: The history of snowmobiles in Glacier and Yellowstone
National ParksMontana: The Magazine of Western History, Autumn 2003
by Yochim, Michael J Save a
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Shards Of metal lay on the snow next to the machine, and the acrid
smell of gunpowder permeated the air. The snowmobile was seriously
injured. e one December night
in 1974 on Marias Pass, Glacier National Park ranger Art Sedlack put
a bullet through a snowmobile. With this shot, Sedlack not only gained
the upper hand in dealing with group of law-breaking snow-mobilers,
he also became an instant hero to all who valued wilderness. At heart,
though, Sedlack's shot revealed the conflict Glacier officials faced
over the question of snowmobile use in the park. In October 1975 Superintendent
Phillip Iversen announced the decision to ban the use of snowmobiles
in the park. me time, about
four hundred miles to the south, Yellowstone National Park Superintendent
Jack Anderson was busily taking steps to allow snowmobiles into the
park: opening a hotel at Old Faithful for winter use, maintaining
roads for snowmobiles, and formulating a formal policy. Ariderson
was personally fond of snowmobiling, touting it as "a great experience
and a great sport, one of the cleanest types of recreation I know."
To him, snowmobiling was the solution to a thorny dilemma: how to
allow wintertime visitors to use the park without impairing it.1The
actions of the National Park Service (NPS) in these two parks were
in conflict with each other-and yet were both defensible in light
of the agency's mission "to conserve the scenery and the natural
and historic objects and the wild life therein and to provide for
the enjoyment of the same in such manner and by such means as will
leave them unimpaired for the enjoyment of future generations."2
One park leaned toward preservation while the other veered toward
visitor accommodation. One park chose to accommodate visitors on skis
while the other accommodated them on snowmobiles-and both decisions
were heavily influenced by local opinion.ough snowmobile prototypes
had been around since the 1940s, in the early 1960s design improvements
led to the first mass marketing of the machines in the upper Midwest.
Introduced at a time when the country's baby-boomers were reaching
maturity, the snowmobile's popularity grew rapidly. They were the
winter equivalent of the automobile, the machine that embodied Americans'
infatuation with freedom and independence. Now, with snowmobiles to
ride, Americans could explore their country in winter-and without
the work that cross-country skiing entailed. The number of snowmobiles
increased from fewer than a hundred thousand in 1965 to almost 2 million
by Christmas 1971.3 Conservationists
nationwide decried the explosion of snowmobile use and clamored for
regulation of the machines.4 Early snowmobiles typically had two-stroke
engines that were both noisy and polluting, traits that brought them
into conflict with cross-country skiers, who generally sought a quiet,
contemplative experience. Though Congress investigated the matter
and called for a resolution, members failed to enact it.5 President
Nixon, however, answered public concern in 1972 by issuing Executive
Order 11644. The "Use of Off-Road Vehicles on the Public Lands"
order instructed agency heads to issue regulations that ensured off-road-vehicle
trails and areas were situated so as to minimize wildlife harassment,
conflicts with other users, and damage to vegetation and soils. The
order noted that noise should be kept in mind when locating trails
and that managers should only allow off-road vehicle use if it "will
not adversely affect the natural, aesthetic, or scenic values of the
managers' lands."6 An extension of the National Environmental
Policy Act of 1969, the executive order carried the force of law.
In 1974, probably in reaction to Nixon's
order, acting Rocky Mountain Regional Director Glen Bean directed
all NPS superintendents in his region to prepare an environmental
statement regarding snowmobile use.7 In Glacier that directive precipitated
a controversy: the park had to decide how to reconcile snowmobilers'
use of the park with skiers' demands for winter tranquility. To some
observers, Art Sedlack's solution seemed the best option. iolations
of federal and state law banning the use of snowmobiles on highways
were common on the three-mile stretch of U.S. Highway 2 that lay inside
the park boundary. On the night of December 27, 1974, Sedlack observed
four snowmobilers on that stretch and warned them not to use the road
to re-enter the park, but an hour later he again heard their roar.
Jumping into his four-wheel-drive patrol vehicle, Sedlack gave chase.
When two of the snowmobilers stopped on the roadway to let their engines
cool, Sedlack plowed his rig into a snow bank and stepped out to confront
them. As Sed-lack approached Ed Peterson and Jim Van De Riet, the
danger of the situation sank in: he was the only law enforcement ranger
within miles, confronting men who were possibly intoxicated and dangerous.
He needed to establish control over the situation. Sedlack first tried
to disable a snowmobile by pulling out a spark plug. When that effort
failed, he pulled out his .38 caliber pistol and effectively disabled
the machine. He then cited the men, who each paid a twenty-five-dollar
fine.8 Within a day, the Associated
Press had broadcast news of the shooting nationwide, and Sedlack quite
unintentionally became a hero. In the nearby Flathead Valley, home
to many cross-country skiers, his shot was memorialized by a parade
float in Whitefish's winter carnival. Park officials received numerous
letters, all in support of the ranger, and Sedlack himself received
countless supportive letters, some containing monetary contributions.
Montana Senator Lee Metcalf privately congratulated him. The Montana
Wilderness Association even created an award in his honor-the Sedlack
Award, given annually to the person (or being) committing the most
outrageous act in defense of wilderness.9 edlack's
actions also drew attention from fellow NPS employees. Yellowstone
Park naturalist Paul Schullery suggested that Sedlack "had just
done what we all had wanted to do, many times. Shooting the machine,
someone remarked, was even better than shooting the driver. . . .
There was no question in our minds that the man was a hero. There
was talk of taking up a collection and buying him a [M]agnum. And
a few days after the incident, a little note appeared on the ranger
office bulletin board: 'Snow machines will not be shot. They will
be live-trapped.'"10 Meanwhile,
Sedlack was suspended for two weeks without pay, and the NPS held
a hearing on the shooting. According to Sedlack, the Park Service
reached no conclusion but did send him to the NPS law enforcement
academy shortly thereafter.11 egulating
snowmobile use in Glacier was not a new problem. Since the late 1960s
as many as 1,393 snowmobilers visited Glacier each winter. Snowmobilers
could use all of the park's no miles of unplowed roads, with the exception
of the Going-to-the-Sun Road from Lake McDonald to the Jackson Glacier
Overlook. However, by 1972 the number of snowmobilers was declining.
At the same time, the number of cross-country skier visits increased
from 877 in 1972-1973 to 2,998 two winters later.12
1974 Glacier administrators began to draft the requested environmental
assessment on snowmobile visitation. Aware that Superintendent Anderson
had formally designated Yellowstone's interior roads as snowmobile
routes that year, Glacier Acting Superintendent Richard Munro wrote
to Yellowstone officials requesting any Yellowstone studies evaluating
the effects of snowmobiles on wildlife. Munro assumed that the park
had also completed an environmental assessment of snowmobile use.
In reality, Yellowstone managers did not formally study the environmental
impact of snowmobiles until the late 1980s. Failing to obtain information
from Yellowstone, Glacier officials turned to the flurry of scientific
studies that had resulted from the sudden growth in snowmobile use
in the Midwest.13Glacier environmental assessment concluded that winter
stress determined population levels for many, if not most, wildlife
species in the park and that snowmobile disturbances caused wildlife
to lose body weight and increased their susceptibility to disease.
Deer used snowmobile tracks to move from one area to another, and
elk avoided and even ran from snowmobiles, keeping distances of at
least a half mile between themselves and snowmobile areas. Compacted
snow kept birds from roosting and displaced subnivean mammals such
as mice and voles. Another problem was that poachers used snowmobiles
to hunt and trap wildlife on the east side of the park. Vegetation
could suffer as well, both through mechanical damage such as crushing
and through compaction, which reduces the amount of insulating air
in the snowpack.14 EPA Proposes
Emissions Regs: New spark-ignited and marine diesel standards to cover
snowmobiles, off-road motorcycles, ATV's; 2006 first model year -
Industry News - Brief Article - Statistical Data IncludedDiesel Progress
North American Edition, Nov, 2001 by Mike Osenga ave
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The latest from the U.S. Environmental Protection Agency (EPA) is
a proposal for new emissions regulations covering certain recreational
marine diesel engines, along with industrial spark-ignition engines
over 25 hp (19 kW), as well as recreational spark-ignition engines.
The proposal is a first step in the process of developing regulations.
Written comments to EPA may be submitted until December 19, 2001.
Two public hearings on the subject were held in October.Specific emissions
levels and implementation dates can be found in the accompanying tables.
According to EPA, these engines represent 13 percent of mobile source
hydrocarbon emissions, 6 percent of carbon monoxide mobile emissions
and 3 percent of [NO.sub.x] mobile source emissions. The regulations
are expected to reduce CO emissions by 56 percent and HC+[NO.sub.x]
by nearly 80 percent when the standards are fully implemented.
he three engine categories include
what EPA calls large industrial spark-ignition engines over 25 hp
typically used in commercial and industrial applications such as forklifts,
generator sets, airport baggage transport vehicles, and a variety
of construction, farm and industrial equipment. e
marine diesels to be regulated cover engines 50 hp (37 kW) and larger
used in recreational applications. Sparkignited nonroad engines for
off-highway motorcycles, ATVs and snowmobiles comprise the second
group.Spark-ignited marine engines and on-highway motorcycle regulations
are expected to follow within a few months. Plus EPA said it is requesting
comment on its intention to propose standards for spark-ignition sterndrives
and inboard engines at some future date, after completion of a technology
study currently underway in California and expected to be completed
within several yearsA said it is using California Air Resources Board
(CARB) emissions standards engines as the basis for proposing federal
standards for these. EPA added that further engine testing and a concern
for off-cycle emissions led the agency to propose several provisions
in addition to those adopted by CARB. Most notably, this includes
more stringent emission to more accurately reflect the in-use deterioration
of emission control; transient duty-cycle and associated emission
standard; field-testing and emission standards; basic engine diagnostic
requirements; and measures to reduce evaporative emissions from gasoline-fueled
equipment. S estimates, complying
with these standards will cost about $600 per engine for the recreational
diesels and large spark-ignition engines and $50 to $200 per engine
for snowmobiles and less than $100 for engines used in ATVs.roposed
Emissions Standards For Spark-Ignited Engines EmissionStandardsModel
Year Testing Type HC + [NO.sub.x] CO 2004-2006
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After a year-long dispute over how many snowmobiles are considered
too destructive to Yellowstone National Park, the National Park Service
(NPS) has announced a Temporary Winter Use Plan Environmental Assessment
that will be used for the upcoming 2004-2005 winter season. The new
guidelines are scheduled to be announced later this month, with a
final adoption of the rules to be released prior to the winter season
beginning Dec. 15. During this time, NPS will complete a long-term
analysis of the environmental impacts of winter use in parks and hopefully
end the debate that has called into question Executive Branch decisions
made by two different administrations. In March, a 10th Circuit Court
of Appeals judge ruled in favor of a district court judge's February
decision upholding a Bush Administration ruling of allowing 780 snowmobiles
a day into Yellowstone. This decision overruled a U.S. District judge's
December 2003 judgment that upheld a Clinton Administration policy
effectively banning snowmobiles from Yellowstone park. Even Congress
has played its own role in trying to solve the problem of access in
parks. In June, a bi-partisan amendment to effectively ban snowmobiles
from three national parks including Yellowstone National Park was
proposed in committee from Reps. Rush Holt (D-NJ) and Christopher
Shays (R-Conn.), among others. It was defeated 224-198.Save a personal
copy of this article and quickly find it again with Furl.net. Get
started now. (It's free.)Against the backdrop of the ongoing debate
on whether to allow snowmobiles into Yellowstone National Park, engineering
students from 15 universities across North America's snow belt competed
in a contest that could help address some of the problems associated
with the vehicles. The Clean Snowmobile Challenge, held at Michigan
Technical University in mid-March, put to the test team efforts to
retool snowmobile engines. Each team took a stock snowmobile and reengineered
it to reduce emissions and noise while maintaining or improving performance.
Teams put their vehicles through a series of performance and emissions
tests, including a 100-mile endurance run in northern Michigan that
only 5 of the 14 teams completed. The emissions and noise standards
are key to winning the contest. "We've been building and designing
based on the rules [for the competition]," says William Hotchkiss,
an engineering student at the University of Maine. "Fuel efficiency,
emissions, and noise are the most important things. A lot of the teams
have been working on their engines to increase speed, but that's worth
only a small number of points." The winning team, from the University
of Wisconsin-Madison, competed with a snowmobile that had an experimental
hybrid gas-electric engine. In the last four years, snowmobiles have
been the focus of controversy, particularly in Yellowstone because
of a Clinton administration rule that would have phased out their
use in the park until December 2004, when a total ban would have gone
into effect. This would have been a victory for environmental groups
claiming the noise and pollution snowmobiles emit harm plants, wildlife,
and even the gate guards--who are subjected to relatively high levels
of air pollutants from idling vehicles. (The National Park Service
recently issued gas masks to help protect rangers working at the gates.)
The Bush administration reversed the rule, but in December 2003 in
Washington, D.C., federal judge Emmet G. Sullivan overturned that
reversal, noting that the decision was "completely politically
driven." However, in February, a Wyoming judge issued a temporary
restraining order on Sullivan's ruling. Snowmobiles do not represent
an enormous business but are popular recreational vehicles--and are
sometimes used as transportation--in many U.S. states and Canadian
provinces in winter. According to the International Snowmobile Manufacturing
Association, more than 1.6 million snowmobiles were registered in
the United States in 2002 and nearly 730,000 in Canada in 2003. Combined
snowmobile sales for the neighboring countries last year was estimated
at about US$1.07 billion. Full
Throttle On the TrailSouthern Living, a personal copy of this article
and quickly find it again with Furl.net. Get started now. (It's free.)Skiing
isn't the only way to get down the trails at Snowshoe Mountain resort
in West Virginia. If you're in a hurry, hop on a snowmobile.
m no Evel Knievel. I don't go skydiving
or parasailing. I don't race over mountain trails on a snowmobile.
Or at least I didn't until this afternoon. Hunger made me do it.
Half an hour ago, I was relaxing in
front of a cozy fireplace in my room. But I wanted to try Outdoor
Adventure Dining at the resort's Sunrise Backcountry Hut. The hut
sits high on Cheat Mountain, 3 miles from the Village at Snowshoe.
The fastest way to get there is on a snowmobile.Snowmobile manager
Mike Phillips arrives to pick up Senior Photographer Art Meripol and
me. We climb in the back of a trusty Korean War-era ambulance that
the resort's Outdoor Adventure Program uses to carry passengers to
the trailhead.hen we reach the trail, six shiny black snowmobiles
sit waiting at the ready. "We're going to put you on one by yourself,"
Mike says. "You'll be fine. Just watch the turns. Take it slow.
We don't want you to tip over."I put on a helmet, swing into
the seat, and ease back on the throttle. The controls are heated.
My hands feel toasty inside my gloves, but there's so much snow, I
have to flip up the visor of my helmet to see. My
mustache soon turns into an icicle. But, boy, am I having fun. I come
close to a spill on the first mile; then I get used to the steering,
and it doesn't seem much different than riding a bike. 'm
almost sorry it's time to stop when our line of riders eases up to
the porch of Sunrise Backcountry Hut. Ben Brannon is waiting with
bowls of meaty stew and apple pie fresh from the oven. It tastes delicious.
Guests can overnight here in rustic surroundings, but when the meal
is over, I'm happy to head back to the comfort of my room.
gun the engine and ease into line.
Maybe I am Evel Knievel. When you're riding a snowmobile, every minute
is a thrill. LES THOMASutdoor Adventure Program at Snowshoe Mountain:
Call toll-free 1-877-441-4386, or snowshoemtn.com. The season runs
late November-early April. Contact the resort to check on snow conditions.
One-hour snowmobile tours on weekends are $85 per person ages 16 and
older. Two-hour backcountry tours are $95 and require some experience.
Adventure dining is $95 per person. The Outdoor Adventure Center also
offers horse-drawn sleigh rides, snowshoeing, and cross-country skiingThe
latest addition to Snowshoe's Adventure Dining program involves an
after-dark plunge down the mountain aboard a snowcat (that converted
1950s ambulance) to The Boathouse. This rustic restaurant perched
on the frozen shore of the ski resort's main reservoir serves as a
simple snack bar for skiers by day, but at night it presents a fine-dining
experience for a select few. The menu changes according to the chef's
whims, but we enjoyed a mixed-greens salad with a honey-apple cider
vinaigrette, a choice of filet mignon or sun-dried tomato pesto halibut
steak, roasted vegetables, red pepper whipped potatoes, and a dark
chocolate mousse cake. Coolant
delivery system clears the air for specialty manufacturer - Better
Production - Brief ArticleModern Machine Shop, May, 2002 by John M.
Jordan, Shauna R. Pope a personal copy of this article and quickly
find it again with Furl.net. Get started now. (It's free.)Ward Staniforth
and his wife, Ellen, had an intense interest in snowmobiles. In fact,
Ellen had become the world drag racing champion in two separate classes
of the winter sport. As a result of this interest, Mr. Staniforth
started making special parts to enhance their snowmobile's performance.
Friends and then dealers began asking him to supply them with parts,
so he and his wife started their own business, WMS Enterprises (Evanston,
Wyoming). In addition to a snowmobile product line, the company also
manufactures parts for rock climbing equipment and for medical equipment.
The shop has four CNC vertical machining centers and two GNC lathes,
as well as standard milling machines and lathes. t
one point, the future of the shop seemed cloudy--literally. "Misting
was a most serious problem in our shop, as a foul smelling cloud was
hanging in the air," recalls Mr. Staniforth. He was aware that
there have been widespread discussions about coolant delivery systems.
While dry machining has been a recent trends that he was watching
with interest, he saw that machines capable of milling, drilling or
turning in the dry state present a very expensive alternative to flood
coolant. Delivery of coolant through the spindle was also found to
be very expensive. Special spindles and high pressures are often required,
he learned. Regular coolant systems, which use large amounts of coolant
to flood the workpiece, also presented problems in his shop. Wastes,
contaminants and way lubricant were getting mixed into the coolant,
necessitating an oil separation system to keep the coolant from going
bad prematurely. Other systems
we've tried in the past, such as spray coolant, released the coolant
in such a fine mist that a coolant cloud can and often did develop
in the shop," Mr. Staniforth says. Therefore, the challenge was
to find a system that could deliver the coolant at low pressure without
excessive misting. For WMS Enterprises,
the solution was a relatively new system called the Fog Buster from
Hench Manufacturing Inc. (San Clemente, California). According to
Mr. Staniforth, this system met his objective of minimizing coolant
usage while reducing or eliminating the misting problem. The Fogbuster
system is now used on the shop's CNC machines instead of the usual
flood coolant. The system is adaptable to commands from the control
unit and the strong airflow created works well for chip control, Mr.
Staniforth says. e system delivers
coolant without fine atomization. A small stream of coolant is carried
precisely to the work zone by an accurately aimed flow of air. In
essence, the liquid spray is surrounded by the column of air, rather
than mixed with the air, preventing the coolant from turning into
a mist or a fog. This method allows the sprayer to produce a small
but effective spray pattern several inches or more from its target.
A precision needle valve at the sprayer head adjusts the coolant flow,
an adjustment that Mr. Staniforth says is very easy to do on the shop
floor.e of the main benefits, in addition to a cleaner shop environment,
is improved tool life. According to Mr. Staniforth, the cutting tools
used in his shop could stand up to high temperatures and high cutting
speeds but could not tolerate temperature changes, a problem he experienced
even with flood coolant. Surface finish on parts also improved because
the Fogbuster's accurate but strong air stream not only cooled and
stabilized cutting tool and workpiece temperatures, but it also cleared
chips. Finished workpieces are described as drier and cleaner.he new
coolant system operates on 10 to 20 psi and uses most types of coolant.
The system comes with 1/2 a or a 1-gallon coolant reservoir. A clear
coolant bowl on the smaller model allows quick visual inspection of
the coolant level, whereas the larger system comes with a sight gage.
According to Mr. Staniforth, the system's quick mounting features
allow it to be used on all of his machines. r.
Staniforth sums up his shop's experience with the non-misting coolant
system: "Ellen and I breathe much easier. We save on coolant
while meetiag machining requirements with a system that accurately
places the coolant where it is needed." or
more information about coolant systems from Hench Manufacturing, call
(949) 492-0125, enter 45 at www.mmsinfo.com to visit Online Showroom,
or write 45 on the reader service card.accidents involving children
riding all-terrain vehicles (ATVs) are a growing problem, with a new
study finding hospitalization for such injuries jumping nearly 80
percent between 1997 and 2000. rofessor
of pediatrics at the University of Arkansas for Medical Sciences College
of Medicine and a staff physician at the Arkansas Children's Hospital,
in Little Rock. "I think
we have an alarming problem overall," she said. "This increase
is very concerning." ATV
Mailing Drives Down Costs - for Polaris IndustriesDirect, June 1,
2003 by Larry Riggs Save a personal
copy of this article and quickly find it again with Furl.net. Get
started now. (It's free.)Byline: LARRY RIGGSl printing helped Polaris
Industries cut costs in half for a recent lead generation mailing
to promote the 2004 Sportsman all-terrain vehicle. The
Medina, MN company expects to beat the industry average response of
2% for the 400,000-piece mailing. Polaris spent more than 50 cents
per piece on this effort, mailed in April to a combination of existing
customers and prospects, said Steve Penn, CEO of Penn-Garritano, Polaris'
Minneapolis-based agency. The
leads were collected through telemarketing, online inquiries, trade
shows and other sources. This was the company's first mailing that
made use of a new digital approach to production it undertook with
the help of Penn-Garritano and printer Vertis Direct Marketing. The
technique avoided the need to shop for multiple vendors for lettershop,
creative and other services, said Penn. "We
could turn this work over in a day and we wouldn't print more envelopes
than we needed," said Don Schoenleber, Vertis' vice president
of creative services. With more conventional printing technology,
he said, such work could easily have taken a week. he
mailing used a 5-1/2-inch-by- 10-inch envelope showing the company's
new 2004 Polaris ATV on a desert background with the cover line "It's
Gotta Be Bad to Look This Good" and a separate box enticing recipients
to look inside to find out how to get $100 in cash. On the back was
the headline "Out Here, Looks Don't Really Matter. Right?"
The $100 offer was glued to the envelope's inner flap.were urged to
call a toll-free number, 1-800-Polaris, or visit a Web site (www.polarisindustries.com)
to find the nearest dealer. The Web site also had locations where
users could request one or more of Polaris' product catalogsSave a
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When I first fired up ATV2, I wasn't very impressed. Pretty graphics
aside, the tracks were boring and the controls frustrating because
the game's spring-loading technique (used for high jumps) is not nearly
as natural as that in Sony's Offroad Fury 2. But after playing for
a couple hours, I started enjoying myself. Yes, the control is a bit
sloppy, but the tracks really improve as the game progresses. I can
deal with a little uneven control if the rest of the game is good,
and there's plenty to do here; an assortment of innovative, fun minigames
extend the experience. Not only do these diversions teach you how
to do tricks like Wheelies and Two-Wheelers (which you need to master
in order to win the trick competitions), but they also give you a
bunch of really cool obstacle courses to navigate. The challenges
include everything from competing on classic slalom courses to climbing
massive towers that stand on thin, precarious ramps and bridges. Basically,
ATV2 is a fun, if flawed, game. It's quite an improvement over the
PS1 original, and at this rate, the third game should be just about
right. ave a personal copy of this article and quickly find it again
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Anyone who wants to play in the mud, follow me," hollered Kevin
Bates, our tour guide from Bandit's Ridge Riders, and owner of Bandit
the dog. Earlier I asked Kevin to locate a mud splashing photo opportunity
and he indubitably delivered. ior
to the mud bathing, Bandit and Kevin led our group through a portion
of the 500 miles comprising the Hatfield- McCoy trails system. The
system traverses the valleys and peaks of the Appalachia Mountains
where America's most famous family feud ever done took placeNo shrapnel
from loose hillbilly gunfire was recorded, but Tucker Rocky product
line manager James Cramer did have a row with his machine that ended
with a visit to the local infirmary. Another
casualty was Logan Motorcycle Sales, the local dealer who, along with
the help of Honda and Suzuki, supplied the 50-plus ATVs being used.
We never could have done it without
them," says TR's Glen Urquhart. "Their store was flooded
twice the week before the event, and they never once called and said,
'We ain't coming.' They called with encouragement even though they
were standing knee-deep in water in their showroom. They really came
through!" Also introduced
was the final production version of the Ducks Unlimited soft goods,
and the '05 Answer and MSR gear. A new partnership between the Hatfield-McCoy
Regional Recreation Authority and TR ensures the Authority's rangers
and staff members will be properly outfitted in the new apparel.
We are thankful to have this support
from Tucker Rocky," says Mike Pinkerton, director of marketing
for Hatfield-McCoy. "It was a pleasure to have Tucker Rocky host
their annual ATV Retreat here, and we're looking forward to a great
sponsorship from them." TR employees should rejoice in the news
that Texas will host next year's event. "There are a lot of people
behind the scene who help me get this thing done but they don't get
to attend, so we're going to host the event in Texas every five years
to let the local employees and their families come out for a day and
do some riding," says Urquhart. ealers
will be happy to hear they will be invited to next year's retreat
also. "I do want to include dealers in some fashion next year,"
says Urquhart. Log on to www.trdealer.com for more photos and a chance
to post whether attending the event is of value to you and your business
QUADIVATOR from Swisher Inc. turns an ATV into a multipurpose minitractor.
The unique Quadivator frame accepts attachments that allow an ATV
to do the work of a harrow, cultivator, chisel plow, box scraper,
tandem disk, lawn aerator, dump box or cart, and more. Electric depth
control for some implements is switch controlled and mounted on the
tow vehicle. E GLACIER PLOW
from Polans attaches in less than 30 seconds and includes an electric
lift system to raise and lower the blade. The system has four blade
options for moving snow, dirt or sand. They range in width from 48
to 60 inches and can be raised up to 15 inches for transport or work.
When used with the Ranger utility vehicle, the system can handle a
72-inch blade. That wording
recognizes that as many as 50,000 of John Deere's traditional customer
base are current or potential ATV users, says Jon Chase, product manager
for Deere's new ATV division. Chase sees the Buck as a complement
to the company's long-popular Gator series of utility vehicles. In
fact, Deere likes to describe their entry into the ATV field as a
"utility" ATV. he
Buck is rigged for work. It can be used to patrol fencelines, scout
fields or haul a bale of hay to a horse pasture. But whatever its
use, Deere figures there are plenty of folks in the country who will
be attracted to an ATV that is John Deere green. For
the recreation-minded customer, there is a Trail Buck line decked
out in camo paint. It is sure to stir the hearts of the hunter and
sportsman crowd. compact series
Gator line of utility vehicles also was introduced by Deere this fall.
The Gator CS comes with an 8-hp, Kawasaki 4-cycle engine, while the
CX is powered by a 10-hp Kawasaki motor. The units are sized and priced
to appeal to folks with a small farm, ranch or acreage. (They can
be hauled in the bed of a full-sized pickup.)Forming wheelsby
spinning: at Kawasaki, ATV wheels are produced in houseand even
for other companies. While other companies may roll form their wheels,
they've found spinning to be advantageous to meet the requirements
of their production system - Equipment & ApplicationsAutomotive
Design ve a personal copy of
this article and quickly find it again with Furl.net. Get started
now. (It's free.)They're awfully busy at Kawasaki Motors Manufacturing
Corp. USA (Lincoln, NE). Not only do they produce all-terrain vehicles
(ATVs) at their plant, but they also produce jet skis, motorcycles,
utility vehicles, robots, and light rail cars. And in its manufacturing
of the ATVs, of which they'll be making some 140,000 this year, they
produce their own wheels. Not only do they produce wheels for their
own products, but they produce them for other manufacturers, as well.
Which puts their wheel production on the order of 1.6-million. It's
worth noting that they once outsourced the wheel production. But in
order to reduce costs and to control their just-in-time production,
they decided it was better to do the job themselvesety of products
produced at the plant, flexibility is a must, because mixed-model
production is a way of life there. "A lot of manufacturers do
batch production, where they'll run a large batch of a single ATV
model, and then change over and run a batch of another model,"
according to Kent Grothe, engineering supervisor at Kawasaki. "We
find that to be inefficient. But by running different models down
the same assembly line in small quantities, we can level our schedule
throughout the year and stabilize our manpower requirements so we
aren't caught in the cycle of hiring and laying people off."
Another thing that they do that some other companies don't is to spin
form the wheels, Grothe said that while auto companies often roll
form wheels, spin forming "allows us to stay true to KPS principles"--that's
"Kawasaki Production System." "If necessary, we can
run as few as 500 wheels on a single setup, which is unheard of for
a roll-forming line. They have to setup for several thousand to be
efficient." The spinning machines are custom-built for Kawasaki.uce
the wheel blanks, Kawasaki installed a stamping press line that employs
a hydraulic press from AP&T (Monroe, NC) and coil handling equipment
from Coe press Equipment (Sterling Heights, MI). "Before the
AP&T/Coe line," Grothe said, "we were buying all of
our blanks outside. Every rectangular blank used to make the wheel
tube was handled by three vendors: a steel mill to make the master
coil, a service center to slit the master into smaller coils, and
a processing center to cut the slit coils to length. With the new
line we have replaced one of these vendors with an in-house process--and
as you take any of the middlemen out of the process, you cut the material
costs significantly." In addition to which, Grothe calculates
that they'll get payback on the equipment in two-years. zes
are generally in the 2,000-to 3,000-piece range. Five hundred pieces
is the lower limit because otherwise the changeover would be excessive.
Wheel blanks vary in width from 7.5 in. to 12 in. and in length from
26 in. to 40 in. For steel wheels, the outside rim material is made
from 13-, 14- or 16-gage material and the center discs are made from
6- to 12-gage material. nking,
the blank is rolled into a circle, and the two ends are flash butt-welded.
The rim is spun in a CNC-controlled flow-forming operation to create
the basic shape. Then, a second spinning operation forms the rim's
bead hump, bead seat, and outer curl. An automated MIG-welding system
attaches the stamped center disk to the rim. There's a leak test,
visual inspection, then painting and shipping. ve
a personal copy of this article and quickly find it again with Furl.net.
Get started now. (It's free.)All-terrain vehicles (ATVs), also known
as three- and four-wheelers, were first built in Japan for use in
isolated, mountainous areas. It wasn't long, however, before ATVs
became popular recreational vehicles here in America. And, although
ATVs continue to provide their riders with thrills, many don't understand
how to balance the risk and pleasure of riding the trails.
ording to the Consumer Product Safety
Commission, as many as 90,000 people were treated in hospital emergency
rooms for ATV-related injuries during 1995. Nearly 10,000 of those
were hospitalized, and more than 120 died of their injuries. Nearly
half of the injuries and fatalities occurred to riders under 16, while
20 percent of the fatalities were children under 12. ATVs are not
toys, and children under 12 should not operate or ride on one. Such
young riders often lack the size and strength to safely control an
ATV. ile riding an ATV can be
dangerous, it doesn't have to be--so long as you balance the risks
and pleasures involved. Fortunately, it's mostly a matter of common
sense. For instance, consider the trails you'll be on, and ask yourself
if you'll be encountering any terrain or environmental hazards. Give
special attention to terrain features such as roads, slopes, canals,
ditches, blind intersections, trees, shrubs, other vehicles--anything
that might cause accidents. It's difficult to avoid potential accident
situations if you're not aware of the hazards. To safely enjoy riding
the trails, ask yourself these questions. n't
be an unprepared operator, and don't permit others to operate an ATV
if they are not prepared. A hands-on training course, given by a competent
instructor, is necessary for all ATV operators. Riders should also
be physically strong and emotionally mature. Inexperienced operators
in their first month of using an ATV have 13 times the average risk
of injury. Give special attention
to the tires, brakes, and throttle. The tires must be uniformly inflated
(2 to 6 psi); a one-pound difference in air pressure can cause control
problems. To accurately measure pressure, you will need a low-pressure
gauge--regular tire gauges will not be accurate enough.he brakes must
be adjusted to ensure a safe, straight stop. Make sure the throttle
operates smoothly in all steering positions. Regularly check all bolts
and nuts, particularly the axle and wheel lug nuts. When you change
a wheel, tighten the lug nuts every two hours until they setDo I know
the basics? Do not ride double;
the unique handling characteristics of the ATV require operators to
shift their weight and position on the seat to steer and control the
vehicle. Riders hamper this operation. Always
wear helmets (should bear the American National Standards Institute
label ANSI Z90.1 or equivalent), heavy gloves, and boots. Without
the protection of a helmet, the risk of severe injury or death is
twice as high. Because ATVs
are small and low to the ground, they are not as visible as larger
vehicles. Use lights, reflectors, and highly visible flags so the
ATV is easier to see. Never
ride an ATV after taking alcohol or medications. In nearly 10 percent
of all injuries and in 30 percent of all fatal ATV mishaps, alcohol
use was a contributing factor. Am
I pushing my limits? Don't try
things beyond your ability. If you come upon a trail-riding area or
obstacle where you're not sure of how to handle the ATV or what you
would do in a worst-case scenario, don't do it. Take a minute and
think: Is my ability up to it? Is the ATV up to what I'm about to
try? Am I by myself? How far away is help? Traveling with a buddy
(on a second ATV) is the safe way. If
you are alone remember that any accident far from help can result
in a minor injury becoming serious, and a serious injury becoming
fatal. Proceed only after you're satisfied you can deal with the consequences
of your actions. Do I know how
to handle obstacles? Often you'll
have more success climbing over obstacles by approaching them straight-on.
This holds true for downed trees, as well as hill climbing.
With 4X4 ATVs, approach the obstacle
very slowly. Once the wheels are touching it, give just enough throttle
to slowly crawl over the obstacle. If you use too much throttle, you
may end up doing a wheelie. When your front wheels pass over the obstacle,
keep the momentum going so your rear tires also will make it.
Don't traverse a hill sideways. Always
climb straight up or straight down. Your ATV's weight and the spinning
wheels can cause you to slide farther sideways than you intended.
Depending on the steepness of the slope, sliding sideways can cause
ATVs to roll over. Sometimes
you'll need to turn around--never attempt to turn around on a steep,
narrow trail. If the terrain is unstable and your ATV gets sideways,
you could roll over. If you fail to climb the hill, immediately grab
your brakes hard. If possible, put the ATV in reverse, then let the
engine compression and front brakes slow you while you back straight
down the hill. Know what's ahead.
Know what to expect from the trail you're riding on and how difficult
it is prior to getting there. If you're not sure of the trail conditions,
be prepared for the worst. Although
it seems ATVs, by their very nature, can be dangerous, they're also
exciting and fun. If the ATV is maintained, if the operator is trained,
clothed and equipped and has weighed all the risks, then riding the
trails can be a pleasure. There are off-highway courses for both ATVs
and off-road motorcycles sponsored by the Specialty Vehicle Institute
of America. SVIA contacts all purchasers of new ATVs and offers a
course at no cost to the individual. Most dealers are aware of this
arrangement and participate with SVIA in getting new riders into courses.
The DoD-specified course is the SVIA course. The dealer or SVIA can
provide information. Though
not as widespread, the Off Highway Motorcycle (OHM) course is available
from SVIA. OHM courses are available in Southern California. Again,
the dealer or SVIA can provide information. SVIA
and the Motorcycle Safety Foundation also have excellent materials
regarding the use of off-road motorcycles and ATVs and information
about their courses and safety materials. Additional
ATV Training Information Specialty
Vehicle Institute of America (SVIA) All Terrain Vehicle Safety Institute
(ASI) 2 Jenner St., Suite 150 Irvine, Calif. 92718 (949)
727-3727 (off-highway motorcycle training) ASI
is a division of SVIA. ASI is a non-profit association founded by
the major U.S. distributors of ATVs. Supporting members are American
Honda Co., Inc; Yamaha Motor Corporation, U.S.A.; American Suzuki
Motor Corporation; and Kawasaki Motors Corporation, U.S.A ATV
Enrollment Express, (800) 887-2887 ATV
Enrollment Express provides free training for personnel who buy new
ATVs manufactured by American Honda Co., Inc.; Yamaha Motor Corporation,
U.S.A.; American Suzuki Motor
Corporation; and Kawasaki Motors Corporation, U.S.A. They also will
provide the same training for a nominal charge (usually $35.00) for
personnel who own a used ATV. The course includes: riding an ATV at
a track to learn how to handle it, ATV safety features, and demonstration
of proficiency on the ATV. A
training pamphlet also is available; it's called "Tips and Practice
Guide for the ATV Rider." You can get a copy by calling Ms. Karen
Walsh at (949) 727-3727, Ext. 3015. Polaris
Safety Line, (800) 342-3764 Another
manufacturer of ATVs is an American brand called Polaris. You can
find out about their free training course when you buy a new Polaris
ATV. They will also provide
the same training for a nominal charge (cost varies with each dealer)
for personnel who buy a used ATV. The course includes a safety video,
riding an ATV on a track to learn how to handle it, safety features
of ATVs, and a demonstration of proficiency on the ATV. ATV
Buyer's GuideAmerican Hunter, The, Jun 2003 by Olmsted, J Scott
Save a personal copy of this article
and quickly find it again with Furl.net. Get started now. (It's free.)Ready
to plunk down greenbacks on a four-wheeler but unsure which quad suits
you? Check out our annual model review.elieve it or not, about 50
percent of all ATV purchasers are first-time buyers. That's
just one of many facts I've glaened from numerous industry polls I'm
privy to, but it's perhaps the most important. Another fact: Utility
quads are by far the best sellers, mostly purchased by hunters/anglers
and farmers/ranchers.ombine both, and it's easy to see just how many
people increasingly recognize the utility of quads, both in hunting
and hay field and as recreational vehicles. It's also no stretch to
see buyers need help deciding which unit to purchase. If that's you,
take heart. In what follows you'll find a wealth of information about
how to size-up need by comparing performance benefits of various components.suggested
seven units: the Artic Cat 500 MRP; Bombardier Outlander 400; Honda
Rubicon; Kawasaki Praire 650; Polaris Sportman 600; Suzuki Vinson
500 Manual; and Yamaha Grizzly 660. Not all are brand-new units, but
they're among my favorites in each marker's lineups. Along the way
I'll discuss the features and benefits of each. Take
It For A Spin Don't buy anything
until you ride as many different quads as possible. That's easier
said said than done. I don't know of any dealer that lets you take
quads for a test-ride. Surely some have a track for such purposes.
If one exist take advantage of it, but don't bother with a ride around
the parking lot, which won't tell you a thing about the bike. Quads
are designed for use offroad and handle quite differently on paveent.
Ask friends who own quads if you can take them for a spin and quiz
them about their choices.worry about name brands. Everyone produces
good machines these days, and any maker will have at least one quad
with most features that appeal to you. Instead, compare performance
components like engines, transmissions, 4WD systems, suspensions,
and brakes. 00cc engine will
do just fine for almost any job you have in mind, but these days it's
hard to get all the features you want without getting a 500-class
quad. It seems buyers equate bigger with better, and makers are happy
to oblige them with 600-, 650-, even 700cc engines. The No. 1 benefit
of big engines is increased towing capacity, important on the farm
or in the food plot. Of course, a big engine won't work as hard, either,
compared to smaller powerplants performing the same job, which means
it should stay cooler. llest
engine in our guide is the Rotax 400 on the Bombardier Outlander,
a SOHC, single-cylinder, liquid-cooled job. t's
500 is a lot peppier this year, thanks to higher compression, a new
carburetor, new cam, a change in ignition timing, and a gear change.
The result is more power. The engine is a 493cc, SOHC, liquid-cooled
four-valve. 499cc engine on
the Rubicon is Honda's first liquid-cooled, four-stroke ATV engine.
The OHV design provides exceptional torque, and longitudinal mounting
allows direct driveshaft alignment front and rear for improved drive-train
efficiency. An electric carburetor heater system helps with cold starts.
cording to Suzuki specialists, the
engine on the new Vinson 500 Manual is not the same as that found
on the automatic version the firm introduced in 2002. All the specs
are the same, but the engine was retuned with an emphasis on top-end
performance. Compression was increased, which translates to more power
with a broader torque curve.
Sportsman 600 sports the same engine as the Sportsman 700, with a
smaller bore and shorter stroke. It's produced domestically and features
8 percent more horsepower and 25 percent more torque than the Sportsman
500 H.O. That's saying something, because I thought the 500 H.O. was
the be-all and end-all of the Sportsman line. The 600 is a liquid-cooled,
evenfiring, parallel twin-cylinder displacing 597cc to boast a whopping
1,500-pound towing capacity.e Prairie 650 uses a V-twin engine, a
633cc, liquid-cooled, SOHC design. It's my favorite engine of the
lot. From low revs, the V-twin develops a broad, linear torque curve
for instant throttle response the moment you squeeze the accelerator.
At the top end, four-valve cylinder heads and dual carbs improve breathing.
engine of the bunch belongs to the
Grizzly. It displaces 660cc in a liquid-cooled, SOHC, five-valve design
derived from Yamaha's top-end sport quad, the Raptor 660. A new cam
and lightweight aluminum piston (also off the Raptor) make for quick
throttle response. ility quad
buyers settle on an automatic transmission so they can concentrate
on working instead of shifting. But before you jump on the bandwagon,
consider the manual trannies found on utility quads these days. They're
all semi-automatic, meaning the clutch work is done for you; pretty
simple. Vinson is just such
a machine. Five forward gears are mated to a clutch that engages/disengages
automatically with engine rpms, and manual shifting via a foot lever
allows optimal use of every gear. Park, neutral, Hi/Lo, and reverse
are activated with the transmission sub-lever located alongside the
fuel tank. In fact, with Hi/Lo and five gears, riders essentially
have 10 gears at their disposal, making this quad a true workhorse.
ther interesting transmission rests
in the Rubicon. The Hondamatic is the Arm's first automatic ATV transmission.
It's a hydro-mechanical, continously variable transmission (CVT) that
uses gears, pumps, and oil pressure to control speed rather than the
belts found in other CVTs. A dash-mounted knob switches between one
of three electronic shifting programs: D1 for maximum performance;
D2 for maximum torque; and ESP (Electric Shift Program). D1 and D2
are automatic modes, where output is continously variable. ESP requires
manual shifting via up/down buttons on the handlebar. other
units here run CVTs with belts. Belts are sometimes disparaged because
they can slip if they get wet, which in turn robs power and causes
wear. The solution is high transmission-intake breathers on all units,
but problems still can creep up on deep-water crossings. Best advice:
Go slow to prevent splashing. ical
issue with automatics is engine braking, where torque from the engine
is used to slow the machine. Not all systems are created equal. On
most units, for example, you have to keep belt tension tight on the
centrifugal clutch to employ engine braking, which means you have
to goose the throttle on downhills (contrary to inclination). An alternative
is the Ultramatic tranny found on the Grizzly, which, in addition
to a centrifugal clutch, uses a sprag (one-way) clutch behind the
primary pulley (a clutch at each end of the belt). It provides not
only superior engine braking, but durability. Since the belt is under
constant tension, it doesn't suffer from wear like other systems that
use only the drive belt as a clutch. D
SystemsI don't recommend getting a quad without 4WD: Better to have
it and not need it than need it and not have it. Deep water and mud
and slow, uphill grinds with a load require it, and if you plan to
put your quad to work pulling implements in a food plot the extra
weight of a disk or plow demands driven traction up front. All the
units in our lineup are shaft-driven, which eliminates maintenance.Where
4WD systems are concerned, it's hard to beat push-button engagement.
Makers call it by different names, but whatever the moniker it's an
effective electronic setup. Two units listed here don't use such a
system: the Rubicon and Arctic Cat 500. Honda uses a full-time system
on the Rubicon, which makes for a tiring day. Arctic Cat still employs
a cumbersome system on the 500, a lever about knee-high that routes
through the left front fender. Riders push/pull it to engage/disengage
4WD; a pain, but you can shift on the fly at low speed with practice.
Note: No maker recommends shifting to 4WD on the fly because the handling
characteristics of a quad change considerably once the front tires
gain their own driven traction. If you're not used to that difference
you're in for a rude awakening.
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