Welcome to the Media Allstars ATV MX Racing Blog

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Hello, and thanks for taking the time to check out ATV Sport Magazine’s new blog site. I’m completely flattered to be involved. What you can expect from this blog is simple; highly opinionated, long winded, self righteous opinions about everything that’s going on in the sport of ATV MX Racing. In all seriousness, I’ll try to keep it as unbiased as possible, and report the gritty insider stuff that few get to hear about.

As much as I’d like to turn it into my personal soapbox, I’m trying to keep it both positive, and relevant. I won’t plug the Media Allstars team into anything unless it’s absolutely necessary.

Stay tuned for more, I’ve got videos and pics galore on the way. Excuse, the randomness, this is a test run of sorts.

An introduction

An introduction.

Welcome to my post on the official blog of ATV Sport magazine. My name is Scott Lukaitis and I have been asked to be an author for this segment. I thought it would be prudent for me to give you a little background about me and why you’ll want to read what I write.

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Tires, what’s your pressure

They are out there those elusive tricks to grab an extra horsepower, take a corner faster, make the ride more comfortable all without spending little or no outright cash. Sounds great sign me up! Well unfortunately nothing in life is ever truly “free” but this tip is about as close as you can get when it comes to a free performance enhancement of your ATV experience, proper tire pressure.

Tire pressure is probably one of the most overlooked aspects on an ATV or any vehicle for that matter. In the ATV world many times I see racers and casual riders just unload their machines give a quick thump or kick to the tires and I know in their minds they are thinking “Yep, its got air in it” and thats it. Well duh! of course its got air in it but is it the proper pressure for the conditions your riding or racing in? I bet not. I have also seen both of the extremes. Extremely under inflated and the rider wondering why his quad wallows all around with slow, sloppy handling or extremely over inflated and the rider wondering why hes just spinning and over steering in every corner. I find the problem is that some riders are just ignorant of the fact that tire pressure is an important part of the ATVs performance. There is also a small percentage that knows its important, yet don’t know where to begin. Read on to find the answers!

First before you fire up that air compressor or unscrew the valve stem cap you need a few things. A good quality low pressure tire gauge not your run of the mill $.99 tire gauge found on most parts counters next to the register. These are fine for quick automotive tire checks and to keep in the glove box. A good low pressure tire gauge will run at least $10+ depending on the style and other features that can come with them. I prefer an analog dial type with a bleed off valve (more accurate), but there are pencil type and digital ones available also. Low pressure gauges typically have a pressure range of 0-15 psi.

The next item you should have on hand is a notebook. A notebook is handy to keep good notes on what tire pressures you find work best for each track, trail or terrain that you ride. Keeping good notes is a must as it can help you tune your tires for the conditions you will be riding in. For example one of my fellow Team MGR racers Chris Flodine is very fickle on his tire pressures and is constantly adjusting them so he can get maximum performance and traction in each and every situation he rides in, keeping good notes on what works and what doesn’t is crucial as it will save you time on future rides and races.

Ok, so we have talked all about what you need to get started. Now where do I start? ATV tires are going to have between 4-10 psi working pressure although the side wall may say 35 psi at “X” lbs load max or something to that effect. All that means is that is the maximum pressure that the tire manufacture says the tire can safely perform at and anything over that it will run the risk of failing. As far as I know there is no situation where an ATV tire would require that high of pressure other than when used for heavy hauling or utility purposes.

A good rule of thumb is to start with all your tires at 6 psi for your baseline tests. To do your testing find a section of track or trail that has a little bit of everything related to that area, for example if the track is mostly hard packed with only a few sections of nice tilled loam use a section that is mostly hard packed, similarly with trail riding if its loose dirt with only a few sections of rocks find a section with mostly loose dirt. This “testing” section should also be a section that is easy for you to ride or navigate thus you can be more in tune on how changing tire pressures affect the ATVs handling, if the section is too challenging you may be distracted from your tires and just concentrating on getting through the section. Now that you have found your test section is time to ride, do some baseline runs keeping in mind on how the ATV and tires are handling. Now with your notebook handy change the air pressure a couple of pounds up or down keeping notes on what changes you make. Ride the section with your new pressures and determine how the ATV reacted either positive or negative taking notes along the way, keep doing this until you find the ideal setup for this particular track or trail and make a note of your location so you can replicate these pressures next time you ride there. Its also common to find that you prefer different pressures in the front and rear and this is ok, but you should never have different pressures left to right. This poses a safety hazard as it will make the ATV vier or pull to one side and this is especially dangerous when jumping.

“Wow, that sounds like a lot of work!” you might say. Well it sort of is. In the beginning as you log more data you will eventually learn what pressures work best for your tires for nearly any given terrain, this is why the note keeping is so important. “Thats fine and dandy, but how do I know which way to, go up or down in pressure?” you ask. Here are some general guidelines to get you started.

Hard terrain: generally use lower pressures. The lower pressure lets the tire deflect and conform to the terrain such as rocks, roots better it also increases the tires contact patch on flat “blue groove” dirt. One thing to keep in mind is too low of pressure with out bead locks run a higher potential of popping the tire off the bead, most tires should not be run under 4 psi. Another thing to note is on sharp jagged rocks or tree roots sticking up can increase the chance of a puncture or pinch flat if running a tube. The tires design and construction is a big contributor in this as well.

Soft terrain generally use higher pressures. The higher the pressure makes the tire resist knob deflection and promotes it to dig into the soil. Although using higher pressures help in these conditions it lessens the tires overall contact patch thus the tires will slide much easier. Also higher pressures usually give a less forgiving ride especially when hitting an occasional hard object they will bounce off it possibly jolting the ride. Again tire construction and design have a big factor in this as well and will be discussed in later articles.

Well there you have it. I bet you didn’t know someone could make inflating you tires such a chore or technical, but considering its one thing that is relatively free and a do-it-yourself “mod” that anyone can get a benefit from it stands to reason it should be an important thing to check before each ride.

On last word, tire pressures are not an exact science and are very subjective no one setup will work for every rider that is why this article is only a guide to aid in the pursuit of extracting maximum performance out of your machine.

What Am I Doing Here?

It’s a simple question; I’m sure people think of from time to time.  Whether you are stuck in a career you hate, have entered a race class that is way over your head, or, in fellow blogger Zac Willett’s case, waking up from a “long” night in an unfamiliar place.  So what am I doing here? Heck, I don’t know! I’ve contributed to a book, other than that I have very little writing; let alone “blogging” experience.  I hated English class in College, I already speak English.  Can’t I just test out of this class! E-mails can even be tiresome to me, although I seem to be great at texting. I can only assume I made some comment to ATV Sport Editor, Jerrod Kelley (J-rod) during a late night in Indy last February.  Or maybe ZW47 or Chuck D (side note: I need a nickname!) recommended me.  Either way and for what ever reason, I’m still glad to be here!

My goal with this blog is to inform you, the reader, about the goings on within the ATV media with an emphasis on ATV film and video.  I have over 16 years in the ATV industry as an enthusiast, a racer, and now a business owner (Premis Industries).   I tend to be very opinionated but also open-minded about the topics I discuss, so I am all for friendly discussions about it in the comment section below.  I plan on picking a topic within the industry that interest me to talk about and find a cool video clip or some other piece of media to end my blog with.

So what am I doing here? I’m still not totally sure.  Hopefully as I blog it will become apparent to me, and you.  For my first blog I’m sticking to a simple introduction and a little self-promotion (I promise, it won’t happen too often).

We have just finished production on our new film, The Factory.  We have always been very proud of our company’s ability to innovate and this is no exception.  The Factory is a documentary film about the Can-Am ATV MX Race Team.  It is a full length feature film shot entirely in HD.  Check it out when you get a chance; I’m sure you will be intrigued at the very least.  I have included a teaser below.

Keeping with my opening question, I feel I should leave you with this quote I picked up from a friend and fellow business man, Jim Lobaito.

“Be happy with where you are at in pursuit of where you want to be”

I know I’m happy with where I’m at, Are you?

 

Catch you on the flip side!

 -Brad Phillips

Living the Dream?

Ok, so I’m told that my “area of expertise” on this blog is the ATV Lifestyle.  My first thought is “shoot, I’ve been 2000 miles from home attending college for 4 years without even a car, much less having my quad around to ride.  How am I considered knowledgeable on the ATV lifestyle?”  While I’ve tried to stay in the loop as much as possible, and take every opportunity to indulge in the sport I love, it would seem as though the only lifestyle I’ve been living is that of a college student striving to make it to class on time and painfully enduring the months between my visits back home. (Any college students out there feel me?)

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Dire Consequences

“ATVing has changed……those once tempting trails or even boondocking that offered up a sweet challenge are disappearing in lieu of the groomed, designated trail that one could drive a Geo-Metro or Chevy-Cavalier down.  I really find no fun factor in a golf cart path.  I choose to ride legal and responsibly to protect what we have… but I wonder sometimes if it’s worth protecting.”

This is how the conversation started with a dear friend and co-owner of ATV Nation. Many recreational riders get burned out. Whether it’s the boredom of an over groomed trail or just plain fed up with the bureaucratic mumbo-jumbo of our public land managers. Perhaps it’s the lack of a basic understanding of what a quality and challenging trail experience is. The experience so many of us desire. Lars continues…

“I find myself gettin increasingly frustrated and burned out in trying to work within the system (DNR, County officials) to keep trails open in my area.  Or to even get the trails we do have into a designated condition so we can maintain them.

The wheels of government turn painfully slow and the piles of paperwork and legalize takes the fun right out of it.  I realize that to an extent, I contradict myself…. espousing a desire for free-range riding, yet trying to work at getting trails designated and maintained.  I do this because the ‘face of ATVing’ has changed.

Learn to shift your focus or lose it all! Doesn’t mean I like it…I’ve just come to terms with the way things are. Time and time again, I’ve met with DNR folks, folks who supposedly are in charge of trail development, and have told them the very simple concept…”the rider must find the experience they seek on the trail, or they will go off the trail”…but they don’t get it!  They insist that the trail be groomed and graded and packed and whatever…….so as to minimize impact.  Fine…the trail can stand the use then…but what about those folks who will go off the trail to find the experience they seek.  If that trail doesn’t supply it….well…you know what to expect !

We’ve seen this firsthand on the Deadhorse….I’ve seen it in Minnesota.  Not so many years ago, there weren’t ‘bastard trails’ off of the main trails.  We were finding the experience ‘on the trail’. Times are changing…..and ‘yes’ we need to have trails…but those trails need to thoughtful in their design to accommodate the user! Not laid out to placate the whiners!

Loss of trail experience results in a dissatisfying ride!  A dissatisfying ride results in a change of direction…..either off the trail, or out of the sport!  Both scenarios have dire consequences.”

Unfortunately for us there are not enough ATV enthusiasts like Lars.  Recreational riders that battle for our rights.  We need more people like him.  We need to support them, the local clubs, and get involved with land management decision ourselves.  Keep these issues in mind when you are at the voting booth this election.  Our voices do make a difference.  Thank you Lars for fighting the good fight and allowing me to share this with all of you.

-Mark “Rockman” Magill

Tools, what you need and what you should know

Ride ATVs long enough and eventually you will have to do some maintenance or repairs to your machine. If your a take it to the dealer to tighten a loose bolt then this article is not for you, as a matter of fact maybe you shouldn’t be near an ATV. For the rest of us here is a short list of recommended tools that should be in your toolbox if you plan on doing any minor repairs or maintenance. Of course depending on your skill level, machine type and desire your needs might be slightly different in the array of tools needed. In this article I am going to shy away from “special” tools designed for specific jobs or machines, for example a flywheel puller. If you already have one of those generic tool kits thats a start but you will soon find out that most of the tools contained in that “kit” will be of little use or no even usable on an ATV due to certain factors.

The first and most important (in my opinion) is not a tool at all but a resource, a service manual, even if you don’t plan on doing complete engine/transmission overhauls ever it will serve as a good basis to understand what it takes to disassemble a particular part of your ATV. It also contains all the specs on your machine everything from fluid capacities to torque values for every fastener on the machine.

3/8″ and 1/4″ drive socket and rachet set in both shallow and deep sockets. You will use the 1/4 drive most of the time and I like to use a 1/4″ drive socket handle/extention which makes quick work of body and engine case bolts. Also a good assortment of extensions is a good idea.

Open and box end combination wrenches ranging from 4mm-30mm you should have 2 sets on hand because you will need two of the same size at times to break a bolt and nut loose (the suspension linkage for example)

Screwdrivers both philips and flat bladed kinds in various lenghts.

Pliers either lineman or slip joint are suitable in various sizes also a set of different sized needle nosed type can be helpful also.

Locking pliers (Vise-Grip) I almost didn’t even list these because many a ham-fisted mechanics have tried to substitute this one tool for all of the above, but they are a very handy tool if used with discretion.

Allen wrenches the basic of sets will do, if you use them a lot I recommend T-handle type as well as ones that will fit on a ratchet wrench as well.

Impact driver One tool that is commonly overlooked but can be a life saver on stubborn bolts and especially philips head cap screws that are found on older and vintage machines.

16oz Hammer this is a good compromise for many jobs when you have to persuade something to get into place. Its small enough for light jobs but big enough to do some real damage. If you need a hammer bigger than this when working on an ATV then you have other issues.

Pry-bars a good assortment can come in handy when things need a little coaxing.

This short list is the bare minimum for someone that wants to do routine maintenance and minor repairs and upgrades. Of course depending on desire and skill level there are more tools that one could or should have in their tool box but this could fill a book. As a matter of fact there are several publications available at bookstores that would be good reference for the at home mechanic, some of which was used to write this article.

A quick word about tool quality, brands and where to spend your money. Of course if we all had our way we would all have fully outfitted toolboxes and garages with Snap-On, Matco ect…. and be done with it. Well in the real world money spent on tools is generally on the lower end of the priority list, so here are a few guidelines to follow.

Where to spend money: spring for a good quality name brand 1/4″ and 3/8″ drive ratchet handles, one set of open end wrenches, pliers or any other tool that you use quite frequently.

Where not to spend money: all other tools fall into this category. If your not doing ATV and motorcycle repair as a business it is really not necessary to have a $50 set of screwdrivers for example when the “tool show special” $9.99 will do just fine. The second set of combination wrenches can fall into this category also since they will only be used when two of the same size wrenches are necessary. Of course the no name brands won’t give you the prestige factor of a factory mechanic but they will get the job done. As a matter of fact I have plenty of “made in china” tools that have lasted and served their purpose well past the $9.99 price tag.

In the future I will go into more depth of “special tools” used for special jobs. This preliminary article is aimed at starting from scratch and building your tool box. As it has been said before no man can have too many tools.

An introduction….

Hi, my name is Patrick Edmonds and will be writing to all of you about the sport of ATV dirt track racing both nationally and locally. I’m an ATV racer from Minnesota and have spent most of my time on ATV’s racing dirt track type events. Besides covering the Extreme Dirt Track series, I will also give insight into dirt track racing from a rider’s perspective.

So, continue to check back for my continued perspective….

ATV’s and Nutrition?

Many of you might wonder if nutrition is really that important, and what is the connection to riding ATV’s?

“I just go out and ride, I don’t have time to eat right”, is a comment I get a lot. What gets overlooked is that all the time and money that goes into prepping your quad or bike is very valuable indeed, but the most professionally built bike isn’t going anywhere without a rider. So “It’s the Rider” who seems to be the most important factor in going fast.

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Duro Tire’s Top Fighter Review

 

Parts like clutch cables and shift levers have pretty much the same qualities, they aren’t very high tech - they just work. Tires however are not so simple; there is a stupefying amount of variables that go int developing a tire that is right for the surface application. How many plys? What sizes and compounds? What tread depth? Most any racer can tell you a tire selection can make or break their moto, thats why Duro Tire has followed and offered trackside support at the title sponsored Duro Tire Extreme Dirt Track circuit for two years. Duro has taken all of these options along with track conditions and race data such as durometer readings and tire temperature into consideration when developing their newest race application. [Read more]

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