Action Alert! CPSC to develop rules for SxS’s

Action Alert!  Side by Side owners and enthusiasts need to stand up and be heard.  Now I don’t have a huge interest in (ROVs) Side by Sides but here is a link to a preformed response that will be sent to the Office of the Secretary, CPSC. Personalize the message all you want. The Americans for Responsible Recreational Access (ARRA) have made it easy to take just a minute or two to voice your opinion.  Follow this link to the Americans for Responsible Recreational Access (ARRA) Link to personalize your message

How it came to be…

The power sports industry is some what at a cross roads in my opinion.  The manufactures are trending to wards more discipline specific machines, following what the motorcycle side of the business has been doing for the last 20 years.  Example Yamaha’s YFZ450, you have the “R” model more focused to wards motocross racing and the “X” model that is focused to wards off road/woods racing. The differences are subtle (just like their motorcycle brethren), but enough to make each model more specialized to the needs of  that particular discipline.

This prompts me to look back at the older models that I have had experiences with and somewhat compare to what we have today. First off in the past an ATV was sort of a generic term for any machine with 4 wheels. The general public barely had a grasp on the concept that there were two different types of machines under the the umbrella term ATV.  Of course we as offroaders know these two to be Sport and Utility.  Just recently added is the SxS market which now has its own division but that is another topic for another day.

Back to the discussion at hand.  I am going to look back at my own experiences with machines gone past, give a brief opinion of what I thought at the time as well as opine on if the model would be a good choice for someone looking in the used market. In this economy the used market is becoming a more prominent area for the new ATV rider as well as the established rider to find their next machine.

3 wheelers, I have already written about them and my introduction to riding through them so there is no need to rehash it here.

Team MGR rider Derek Hinrich on the 250X in one of its last races before retirement

1987 Honda TRX250X

 Starting off with probably hands down the quad I have had the most experience with.  This very ATV (pictured left) has been passed around our group so many times I forget who owned it when.  This thing did everything: race, ride, loaner quad, you name it.  My impression then: Excellent starter quad, 5 speed manual lets you control the power and when you want to shift just like a racer, but tame power for the beginning-intermediate skill level.  Ride is cushy and can handle moderate jumping.

Now: Still an excellent beginner ATV, bullet proof from almost every prospective.  Suspension is not all that bad but benefits from at least an upgraded rear shock.  This machine holds its value pretty well so as long as you don’t over pay when you buy it you should expect to at least get 80-90% of your money back when you sell.

 

Actual LT250R I have ridden, owned by Team MGR team mate Chris Flodine

1987 Suzuki LT250R

 This collectible gem can be credited with starting the sport/race ATV segment of the industry.  This particular model is the 3rd year of production featuring an update engine with a power valve and a variation of Suzuki’s first full floater link-aged suspension.  My impression then:  Wickedly fast on a motocross track.  Handles well, jumps straight, feels like a true race machine should.  Suspension is plush in the rough stuff but compliant for big g-outs and triple jumps.

Now: Still a very collectible machine.  A bit underrated and overshadowed by Honda’s TRX250R that was a response to this machine.  Engine can be finicky to tune and the power valve on later models are complicated and expensive to replace/repair.  Suzuki’s full floater might have been the best idea for a linkage type suspension however it had twice the parts of a conventional rocker arm type thus more parts to grease and wear out.  Suspension on used machines is usually thrashed.  Parts are not easily crossed between some model years.  Wickedly fast and still competitive in the amateur ranks.

 

1989 Yamaha YFS200 “Blaster”

 Yamaha’s entry level machine to capitalizing on the ever growing sport market.  Not quite a full size machine but not quite a youth machine.  My thoughts then:  This thing is terrible.  Feels like Yamaha went into the parts bin and just grabbed an engine from a street bike (converted to air cooling), frame, wheels and tires from other motorcycles and ATVs to produce a machine.  Engine is peaky and is all top end power.  Rear shock is mismatched to the frame and swing arm geometry.  Rear shock is a linkless design.   Suspension is not very adjustable and unfortunately what adjustment there is does not help the lack of damping this thing just bounces around.  The handling is not helped by the balloon type tires on the rear.

Now: Almost zero updates in its whole production run.  It took until 2002 for hydraulic front brakes to be added.  Previous models have drum brakes that are almost impossible to adjust so each functions equally.  Balloon tires? Really? Need I say more.  Best mods are to add some length to the swing arm, better shocks all the way around. Longer A-arms help stability.  Square profile “sport” tires in the rear.  Flywheel weight helps power delivery.  Know what your buying when buying used.  This ATV is not for everyone.

 

1995 Yamaha YFZ350 “Banshee”

 The legendary dune machine.  Yamaha originally developed this in response to Suzuki and Honda’s 250cc sport machines.  Using a variation of a 350cc twin 2 stroke street bike engine the Banshee lived up to its name.  My thoughts then:  I only had a brief encounter in a sandy trail area.  Blindingly fast in a straight line but suspension felt like it had none.  The length helped the straight line stability and off the line launches, but was a major hindrance in the trails.  The thing just would not turn without deliberate effort.  Motocross track, nope not without some serious modifications to the suspension and engine for better more palatable power delivery.

Now:  If your into strictly dune riding this is the machine, even in bone stock for this machine will climb, jump and out run most anything (with the right rider).  Unfortunately this is all the machine does good.  Its not a very good trail machine nor a race machine for the track.  Extensive modifications can be made to it though to make it handle terrain better but it will cost you.  This machine is not for everybody, expect used machines to be molested in some way and plan on tuning it to your liking before you will feel comfortable on it.

Team MGR rider Chris Flodine on his 400EX

2001 Honda TRX400EX

 The machine that rekindled the sport ATV market in 1999.  Honda borrowed its tried and true 400cc engine from the XR400 dirt bike and threw it into a frame reminiscent of the 250R of the past.  My thoughts then:  Finally a machine that put it all back together again.  Similar in nature to the 250X of nearly a decade before it, the 400EX is just a larger package.  Plenty of power all around, decent suspension for track or trail with a bit of adjust ability out back, front shocks lacking but no more than other ATVs.  Aftermarket is plentiful with BBK’s and other parts to tailor it to the rider.

Now:  The 400EX started showing its age in about 2005.  It has seen no major update since its inception other than a reverse gear in 2006.  MSRP’s have steadily risen but performance has stayed stagnant.  Used machines are the best bet here.  The ATV as a whole is rock solid reliable.  Aftermarket parts are still plentiful.  Best mods include, better front shocks, different cam profile, exhaust and a few other ergonomic upgrades.  The machine is still a good ATV in stock trim for light racing, but serious racers look elsewhere.

 

2001 Yamaha YFM660R “Raptor”

 Yamaha’s answer to the question no one asked, “Bigger is better, right?”  The Raptor is the first of its kind, a big bore sport quad (excluding the LT500R of the past).  Engine borrowed from another one of Yamaha’s motorcycles not imported to the U.S.  My impression then:  Loads of torque.  The engine is a stump puller nearly identical to the Grizzly.  The whole package is compact if a bit top heavy.  Frame, suspension might be a bit under built for how much power the engine puts out.  Suspension is a bit stiff out of the box but has enough adjust ability to suit most recreational riders.  Not as at home on the track but if lowered a bit it can be made to handle well enough.

Now:  The 660 was replaced by the more capable and more well thought out 700R meaning you can only find these used.  In my opinion there is no reason to look for a used 660 now that there are used 700’s on the market.  The 660 was a half half hearted attempt to progress the big bore sport quad market but really this ATV doesn’t do much well in comparison to other models available on the used market.

 

2004 Suzuki LTZ400

Suzuki’s late to the party entry into the sport market.  Engine borrowed from the instant legend DRZ400 off road and dual sport motorcycle.  My impression then:  Wow! this is what the 400EX should have been.  Water cooled, modern shocks, light weight frame, powerful high reving engine.  This ATV is happy on the trail as well as the track.  Not much modification needed to be a competitive racer even against custom built 250R clones.  Aftermarket parts are plentiful to maximize the potential on and off the track.  MSRP not much more than the Honda.

Now:  The Z400 has seen steady updates and refinements over the years and recently adopted EFI.  Used Z400’s hold their value fairly well compared to other models.  Look for 2006 and up, those models feature fully adjustable suspension components.  Best mod on carburated machines is finding a Keihin 39mm FCR carburetor to replace the anemic CV Mikuni BSR36.  The FCR is found standard on early model DRZ400″E” models.  Also swapping camshafts from that bike will move the power up the rev range a tad making this an even more high performing ATV.

The 450’s….

I have only had brief encounters with the early 450’s, Yamaha’s 2004 YFZ450 (actually only a 440cc engine to comply with the ATVA rules at the time) and Honda’s TRX450R.  Both I thought were amazing at the time, but their was not much to compare to at the time.  Today they are pushing to wards more genre specific, motocross and off road.  This is a good thing, unlike the early years where every ATV was a compromise on all around performance.

There you have it my opinions on machines of the past that I have had explicit experiences with.  Some may agree and some may disagree.  Feel free to discuss it on our own ATV Magazine Forum

American company acquires foreign company? Polaris?

It may seem shocking to most, especially in this recession as well as the state of the country where typically the news headlines talk mostly about American companies leaving or being acquired by foreign entities.  The somewhat shocking news of the exact opposite happening raises and eyebrow for me.  This company is Polaris of all companies.  Now not being a hard core fan or follower of Polaris’s development of machines over the years I will be brief.  My perceptions of Polaris’s ATV’s are mixed.   I see the small displacement and older models very problematic, while the newer models are light years ahead of previous models and fairly reliable in the long run.  What does this have to do with the recent acquisition of Swiss Auto power sports?  I think Polaris will be coming out with some very exciting and probably radical ATV and motorcycle designs that people actually want to buy.  Even though I probably will never buy a Polaris I am excited in them taking a risk in developing new engines and technology that can only help the industry as a whole in the future.

To read the press release follow this LINK.   To read a more in depth analysis on the acquisition CLICK HERE

Quick Tip, Homemade number plate

I got the inspiration for this blog from a question that was asked in our own ATV Magazine Forum.  A forum member needed a solution for a quick, cheap, and easy number plate so he could participate in a race coming up soon.  Here is my condensed response.

Materials needed:

White 5 gallon plastic bucket (can probably found in the trash or thrift store)

Tin snips, heavy scissors, or grinder with cut off wheel (basically any tool that will cut thick plastic)

High temp heat gun or propane torch (use caution with the torch!)

400-600 grit sandpaper (optional, for prepping the plastic for paint)

Spray paint (optional, depending on if you need the back round color other than white)

Process:

Start off by cutting out the desired shape of the number plate from the side of the plastic bucket.  Once you have the shape the way you like it, carefully take the heat gun or propane torch and gently heat the plastic to make it malleable. Keep the heat source moving to prevent melting or burning, take your time and be patient. Once the plastic is malleable start to flatten out the piece using the heat when necessary as the plastic cools. Once the plastic is as flat as you can get it, set a heavy block on top and wait about an hour or so for the plastic to fully cool. The heavy block will keep the plastic from having a “memory” and curling up on you. It must be noted that it will be nearly impossible to create a perfectly flat piece of plastic, but it will be flat enough for mounting on the ATV.

Now comes the optional part of the process.  If you chose not to buy a $7 pack of vinyl numbers here is a way to put numbers on your plate with a little bit of time and effort.  There are several ways to paint numbers on your plate, free hand, stencil, or masking.  I would advise against free hand unless you have a steady hand and can paint well with an artists brush.  Stencils can be picked up at most hobby stores but if your still too cheap to spend $5 on pre-made stencils you can make your own at home with items you already have. Using printer/copy/card stock draw and cut out numbers creating a “negative” that you can apply on the plate. Use the 400-600 grit sandpaper to rough up the plastic to give the paint something to “bite” into. Clean the plastic well before the next step. Using tape and some children’s glue sticks stick the stencil on the plate and paint over it using light coats (especially with printer paper as there is a risk of bleed through). After the paint is thoroughly dry, remove the stencil and clean off the glue with some isopropyl alcohol. You can also achieve the same effect by covering the entire plate with blue painters tape, then cutting out the number shapes (on the plate) with a sharp razor blade or hobby knife. Paint and remove the tape to complete the job. For extra protection you can use a clear coat over your finished work.

Video killed the magazine star?

Action sports videos are all the rage these days (specifically in our sport). It seems that the segment of the video market has boomed in just the last 5 or 10 years. I attributed it to the drastically lower prices on consumer based video production equipment compared to years ago. DV, MiniDV, hard drive, flash media versus 8mm and 16mm Cellulose acetate film or Polyester Film, gone are the days of film splicers, Moviola’s, and dark rooms. Now all you need is a inexpensive DV camera and PC with the correct hardware to produce a DVD worthy video. Oh and not to mention some sort of creative talents.

With the drastic cut in start up and post production costs for an aspiring action sports film maker, the industry is literally flooded with video releases (all at $15-$30 retail I might add) how does the armchair ATV or motorcycle junkie pick a video from the sea of videos in Motorcycle parts catalogs, on-line stores, and dealership shelves?

First it might be informative to introduce some of the pioneers in what is now the action sports genre.  The two most prominent names that come to my mind are, Warren Miller and Bruce Brown. Warren Miller known for Ski Films releasing one feature length documentary style ski film a year since 1949, and has developed an intense following among the winter action sports segment. Bruce Brown first claim to fame with feature length surfing films starting in 1958 with “Slippery when wet” and his most popular break out film “Endless Summer”. But the film most of us offroaders identify him with is 1971’s “On Any Sunday”. More on this later.

With video entertainment media such as this, everything is very subjective and everybody has their preferred style and or wants from an action sports video. I will break them down into 3 categories of (self described) genres. Keep in mind I personally lean toward documentary, lifestyle or educational videos of these type.

Action/Freestyle

This genre is basically wild stunts, some racing footage, and epic locations with professional riders set to popular heavy metal or alternative music of the day. The videography is usually very stunning and some are almost like a travelogue of popular destinations around the world. The downside of this genre is the whole movie is just a bunch of short segments (about the length of the song used in the back round) filled with jump cuts and fast edits. There is usually no cohesive “plot” or storyline to keep the viewer engaged. These types of movies appeal best to the enthusiast and are best watched in a group in the garage bench racing with your buddies and some cold ones. Non riders or casual viewers will find these movies boring after probably the first 5 minutes. Typically these movies are not feature length lasting only around 40-50 minutes (with some exceptions). Biggest take away is these types of movies are not very timeless and are not generally that memorable. I love the Crusty Demons and H-Bomb series but I cannot say there is one memorable movie or segment that stands out from all the rest.

Best picks from this genre

Fleshwound Films (Dana Nicholson and Cami Freeman) Crusty Demons of Dirt series (currently 14 films to choose from)

H-Bomb Films (Wes Miller) Huevos series (currently 12 films to choose from)

 

 

Race Documentary

These movies narrowly focus on either one race or series of races. Typically these movies mix a small amount of “back story” on the riders or race and lead into the current race or series they are documenting. Filmed somewhat in a reality show style, they follow the top riders in the race or series highlighting the ups and downs and any other drama to build the characters and storyline to culminate to the finish of the race or finally of the series. These films are fairly niche based requiring a bit of knowledge of the race, racers, or series history to fully appreciate the videography and drama of the characters. These films will mildly appeal to the casual viewer as most do a good job of bringing the viewer into the drama and suspense of “whats going to happen next” although to fully appreciate the movie some riding experience is necessary. These movies do stand the times a bit better as they are more like a time capsule and are fun to watch from a historical aspect years later.  Typically these films are feature length.

Best picks from this genre

The Great Outdoors video series (2002-present), documenting the National motocross circuit

Enduro at Erzberg (2005-present) documenting the Erzberg Enduro

Motorsports Documentary

There are very few  films in this category.  These films take a general overall look at motorsports as a whole and condense it down to a feature length film.  The good ones that stand out do a good job of explaining each motorsport discipline in layman’s terms while highlighting the achievements to the exceptional riders from each sport.  These movies tend to be more palatable to non riders and casual viewers as they teach as well as entertain, trying to answer the universal question of why. An example of this is with the movie On And Sunday I can show this movie to nearly any non rider or casual viewer and they stay almost glued to the tv and come away with a sense of “wow, I understand why you love the sport so much”. Its a film that has aged gracefully and I consider it required viewing before even buying a machine.

Best picks from this genre

On Any Sunday (1971, Bruce Brown) updates: OAS Revisited, OAS Motocross, Malcom, and More

Dust to Glory (2005 Dana Brown)

Honorable mention:

Dirt (1979 Eric Karson) A rare gem not seen by most motorsport fans, features lots of 4 wheel racing.

Well there you have it!  My take on the whole action sports video genre as it applies to my favorite sports.  Every body has an opinion on their favorite film or film series, so let us hear about yours! Leave a comment below or visit the ATV Magazine forum. Also to watch some of my own videos follow the link to my Youtube page.

3 wheelers, the beginings of ATV’s?

With ATV Magazine doing a 10 part look back at the decade of ATVing, I thought I would bring back some memories of my youth as it relates to my entry into offroading. The 3 wheeler. First off the 3 wheeler, later dubbed the ATC standing for All Terrain Cycle, is an inherently poor design choice for any motorized vehicle. A tripod is very stable standing still, but when an opposing force is applied it becomes very unstable. This quote from “Super Hunky” Rick Sieman’s Ten Worst Dirt Bikes of All Time says it all with the ATC coming in at number 2 on the list.

“2. ANY THREE-WHEELER. Yup, the All- Terrain Cycle, or ATC, was introduced by Honda to let people who didn’t have the skills to balance a regular two-wheeled bike ride in the dirt. Cute little buggers, the ATCs sold like crazy. Then savvy people started noticing that they handled like a shopping cart loaded with bowling balls with one locked front wheel going down a flight of stairs.

People started doing wonderful things like riding over their own legs and biffing over
the bars when the things got into a high- speed wobble-you know, anything over 20 mph. Suspension on these early three-wheelers? Nothing. Zip. Nada. Zero. Just three balloon tires were there to take the impacts.

As the years passed, the ATVs got more and more powerful and they gave them forks and shocks. This let the unstable triangle wallow around, as well as defy the laws of physics when trying to turn. The rest is history. Three-wheelers are no longer being made. However, be warned! They’re still out there, wiggling and lurching around the trails and sandpits of America.”

 

Alright enough bashing on the beginnings of ATVing.  Lets just chalk it all up to engineers and designers being young and stupid.  This article is about the two 3 wheelers I grew up with before I found my love of 2 wheeled motorcycles.  I will introduce each 3 wheeler and give an opinion of its performance (at the time).  Ideally I would like to ride them again to have a back to back comparison just like the magazines do with current machines. Sadly even though I still have the machines in my collection they are in badly need of a restoration, so my opinion on the performance will be one of my recollection all those years ago.

 

First up the probably the most recognized of the 3 wheelers ever made.  The US90 (or later known as the ATC90) from Honda. This little machine features a pull start horizontal type 90cc engine with a semi auto 4 speed with a hi/lo range transmission. A stamped steel 2 piece backbone type frame (similar in nature to the CT70 of the same vintage). Large 22 inch rimless balloon style tires with a tractor style tread pattern. Single rear drum brake operated by a foot peddle or hand lever. Throttle was a thumb type (never before seen at this point). Ignition is a 6V breaker point type with battery for a head light and tail/brake light. Power out put is around 7 HP through a chain drive to the rear axle. Also there is no suspension whatsoever.

 

Next up is the Montgomery Ward Terrain Cycle.  This is definitely a less memorable machine from ATVing’s past.  For a little clarification on machines of this type, distribution companies like Sears and Roebuck, Service Merchandise, J C Penny Co. all tried to get on the 3 wheeler and mini bike band wagon of the late 60’s and early 70’s introducing models like this for purchase through their catalog stores. The machines were built by 3 party metal fab job shops for sale through these companies.

The Terrain Cycle featured a traditional pull start vertical (horizontal shaft) Briggs & Stratton 10HP engine, Comet variable speed CVT style belt drive primary with a jack shaft to a chain final drive to a split (break-away) axle. The frame was a welded tubular steel frame. The seating position was more like a car and your feet were held in stirrups of sorts stretched out in front. Brakes were a band type around a drum (unlike an expanding shoe/drum brake) there two rear only, one for each wheel and separate hand controls. Tires are a 22 inch square knobbies. Throttle is a twist type. It featured a headlight and tail light powered by the ignition system. Suspension was no where to be found as well.

Both machines were designed with the ability to some what be easily disassembled for transport in the back of a station wagon or large car (of the 70’s variety).

 

Before I conduct this little comparison between the two machines it might be wise to set the stage.  Pretend its the early 70’s, an ATV is un heard of, motorcycles are primarily used as transportation/utilitarian purposes, and the lines between offroad and street models are blurred.  Also most households had only one maybe two vehicles, and of those vehicles they generally were NOT pickups.   Disposable income was not as available for “purpose” built machines thus why most Japanese dirt bikes were dual purpose as most Americans could not afford a bike that had to be hauled to the trail.  Basically motorized vehicles purely for recreation were not a large segment of the market yet.

 

Alright I will go through some basic categories to compare the two and give my conclusion on which is the best value at the time.

 
Performance:

As far as all out performance is concerned, the Terrain cycle wins by default.  Being the engine makes a few more ponies over the Honda helps, but the real value add is the fact that the CVT primary and chain final drive is virtually infinitely adjustable.  The Honda’s transmission, while conventional by todays standards, is a bit rigid and non adjustable.  Also Honda’s semi-auto transmission would baffle novices with its constant need for clutch adjustments as well as the 2 speed hi/lo shifting (which the machine needed to be stationary to switch between the 2 ranges).  The Terrain cycle on the other hand was purely start and go.  Savvy people could also switch out the various springs in the CVT pulleys to change how the power was delivered to the rear wheels.  Top speed was also in the favor of the Terrain cycle over the Honda.  These figures are purely subjective (having no way to verify at this time), the Honda probably topped out at around 30-35 mph where as the Terrain cycle in stock form probably could do about 40-45 and with gearing changes could probably get into the 50’s.  Although for pure grunt the Honda wins hands down with its super low range it would allow that little 7HP engine pull twice its weight. The Terrain cycle was not a torque monster mostly because of the CVT drive when it comes to utilitarian purposes.

Handling:

In the category of handling there is not much to say. They both handle pretty odd to say the least. The advantage in handling would narrowly go to the Terrain cycle but only because of the split axle, the ability to have a rudimentary differential to aid in turning (keeping the front end from plowing while turning) also the use of the individual wheel brakes makes for even more control, albeit a bit cumbersome. The Honda features a solid rear axle so the front end pushes slightly more, especially at low speeds. Otherwise the handling is very similar with neither being spectacular.

 

Build quality:

In this category the Honda gets the advantage for the simple fact of aesthetics.  Both machines would have looked like they belong on the moon, but the Honda pulls off the legitimacy of a quality machine if only because of the use of (fragile) fiberglass fenders/bodywork.  The Terrain cycle is largely like a go cart you build from a kit.  The frame and drive line are plenty strong but lack the visual appeal.  Although at the time some people might have questioned the strength of a thin stamped steel frame used on the Honda versus the “known” strength of welded tubular steel.  As we know today that fact that the stamped steel frame would turn out to be plenty strong even if it looks a bit odd.  Weight wise the terrain cycle tips the scales at a dismal 150 lbs while the ATC90 weighs in at a porky 228 lbs. It does carry its weight well though.  All in all both machines were built well for the intended purpose the Honda wins for being the most utilitarian.

Price:

Hands down the Terrain cycle wins here with a price of around $300 (approx. $1,663.00 in 2008) vs. $595 (approx. $3,298.28 in 2008) of the Honda ATC90. Although considering Honda is in the business of selling motorcycles and ATC’s there is a lot of R&D dollars to recoup, where as Montgomery Ward’s ATC is purely marketed similarly to that of other sporting goods, like a tennis racket or bicycles. Honda has a very targeted market so the price is pretty competitive if you think about it.

Conclusion:

It may seem like the odd, hardly memorable, short lived Montgomery Ward Terrain cycle should have been a huge success and get credit for the ATV revolution.  Ultimately the Honda is the birth of the ATC with Suzuki birthing the 4 wheeled ATV.  Its a clear case of proper marketing and product development.  The Terrain cycle was purely a toy where as the Honda put some utilitarian function into the packaging of a similar toy.  The big question is “Which machine would I have chosen if I was back in 1970?”  I think my choice would depend on my circumstances.  If I was from suburbia looking to sample off road recreation I would have  chosen the Terrain cycle and if that took I would eventually move into a newer model of a Japanese ATC.  Although being I grew up in the heartland as a farmer the Honda would have been my choice, even if it would have been hard to purchase and get parts for at the time as the dealer network was not extensive (and no INTERNET) at the time unless you lived on the coasts.

If you would like to read a 1970 article featured in Cycle World testing the Honda ATC90 and the Speary Rand Tri-cart see my other blog posting,  Take us back to where it all began…

And just for some fun here is some video of a fellow rider on a early Kawasaki KLT200

New Hampshire Trip, Ride Report and Video

This entry I am posting on behalf of two of our faithful ATV Magazine forum members.  After they bragged about getting this trip together I asked them to write up a full report with pictures and video, send it to me and I would post it here for the world to see, and maybe even get a blurb in the magazine itself.  This trip just shows how something like the ATV Magazine forum can bring two members together for an epic ride.  With out further delay I give you forum members warrior~kid and CChagros (aka. CC) with their ride report of the some of the terrain available in New Hampshire. [Read more]

Reality of Racing (2006) part 2

 Following up on my last post Reality of Racing part 1.   Here is the second (and final) film about the harescramble race we entered into.  After filming for these two videos we found out it was very hard to get good footage with just the two of us, and try to be competitive in a racing series.  Even though we completed the series we did not film them, so this video series only contains two “episodes”.

Reality of Racing series (2006)

A while back (2006) fellow Team MGR Racing member Chris Flodine and I decided to ride a hare scramble series and film the reality of it from our average joe racer perspective.  Granted this is no TV worthy documentary as it was just us as producers, videographers, sound, writers, and the stars of the video.  Our purpose of the video series was just to show how “real” people take on a typical local race.  As I have always said (and you can see from the video) that I nor him are anywhere near pro racer status or ability.  The fact that we are not pro and out there having a great time riding our motorcycles and ATVs is the point.  Basically at the end of the season I found out that about 50 people who entered the Novice class were better, faster, more consistent than me, and that about 100 people were  worse, slower, and less consistent than me.  I would gage my performance on the basis of if I felt that I rode as hard as I could for the duration (leaving nothing out on the track) and finished the race that I accomplished my goal, to have fun.  I hope this shows that anybody can go out and enter a race, no matter what your ability, and have fun.

Click the video below to see me (#73 on the motorcycle) and Chris Flodine (#52 on the ATV) enter into Valley Dirt Riders hare scramble series.

 

Reality of Racing series (2006)

Don’t be stranded because of a broken clutch cable

For those of us that have machines with manual clutches operated by a cable you know that a broken cable on the trail can be the pits and in some cases leave you stranded.  This little tip can really get you out of a jamb.

Before your current clutch cable breaks, purchase a new clutch cable and install it next to the current.   Now you have a spare clutch cable at the ready if you need it.

Leave the spare clutch cable in place. Lightly lube the spare clutch cable. Seal the ends of the spare clutch cable with electrical tape, duct tape, or shrink tubing to keep water, mud and other debris out.

If you break a clutch cable while you are on the trail, just remove the broken one and install the new one.  Just remember to have the basic tools for the job.   This will keep you from terrorizing your transmission with clutch less shifts.

Next Page »