How to choose a pair of goggles

Goggles are a crucial accessory in any off-roader’s gear bag. They can be the difference between a comfortable ride and a dirt-in-the-watering-eyes sunburned-face miserable experience. It is important, however, to properly select a goggle that best suits one’s riding tendencies and locations. There are so many types of riding, as well as many different riding conditions, and the proper goggle (and lens) can make all the difference. Every goggle should have these core features:

• Quality hydrophilic foam
• Interchangeable lenses
• Silicone-lined strap
• Venting
• Polycarbonate lens

The aforementioned features are vital to the performance of the goggle, but it is also very important that the goggle fits the riding application, face, and helmet. The better a goggle fits inside the opening of a helmet, the easier it is to create a nice seal of foam around the eyes. When choosing a goggle, have your helmet close by. A goggle may fit nicely around your face alone, but it may fit completely different with the helmet on, or even the opposite. Sometimes a goggle can compliment a helmet by naturally fitting inside the opening and creating a seamless connection of goggle and helmet. With your helmet on, try different goggles on, making sure the strap is even and straight around the sides and rear of the helmet. Grab the sides of the goggle frame and adjust the fit inside of the helmet opening, doing your best to seal the foam around your face. Make sure the goggle does not press down too much against your nose; for this can limit your breathing through the nostrils.

Once you have found a frame that matches well with your face and helmet, it is time to choose the best lenses for you style of riding.
Every off-road enthusiast should have a clear anti-fog lens. They can be used in all conditions and perform the primary function of goggles—protection. As conditions vary, and can potentially hinder vision, different lenses can be used to compensate

How To Further Your Racing Career

Over the years I’ve interviewed hundreds of ATV racers, from little 6-year-olds to aging former pros turned business owners and I can tell how well each self promotes. I’m not talking about bragging to the media here, but more like understanding the importance of every interview and doing it in professional manner and realizing that each sponsor and face time counts. This self promotion goes further than interviews. It also includes pit presence, attire, attitude and even your posse. If you really want to “hit it big,” you must act like a professional.

Clearly, it takes some riders longer to mature than others, but it can be done. Here are some tips to try if you’re trying to sell yourself and grow your ATV racing career:

1. Interviews: Realize they are important for you, your family and your sponsors. Try to provide solid answers (not just “yes” and “nos”). Don’t pimp yourself out, but do try for press when you achieve something important in your career.

2. Clean your ATV. Keep it clean and polished at all times. Again, it’s about creating an image and capturing attention (from sponsors, media, fans and other racers). Have you ever seen a pro quad look battered and dirty when it goes to the line or sits in the pits?

3. Dress like a pro. I’m not talking a black-tie outfit, but a suit and tie at a banquet is a great addition to your professional appearance. At a race, wear your pit shirt/race team attire and skip wearing your MX outfit all day. Also, clean your gear so you can look good on the track, too. The cleaner you are, the better chance you have to get photographed.

4. Pits. Keep your area clean and put up your sponsor banners or even create one professional banner with all your sponsors on it.

5. Control your anger. If you think you’ve been hosed by another rider or cheated, stand up for yourself but keep a cool head.

6. Create a racing resume and keep it updated. Avoid the cute approach and go for the professional, clean look.

7. Send “Thank You” letters. At the end of the season, regardless of your results thank every sponsor and those other who may have assisted you.

8. Remain humble and be yourself. No matter what level of success you achieve, remain approachable and kind to all.

9. Make every effort not to burn bridges. I know separation is sometimes the only solution, but try to do it cordially. It’s best for everyone.

Have any other tips you’ve learned by interacting with other racers, sponsors, media or race promoters?  Add a comment about some of the steps you’ve taken to further your ATV racing career.

GNCC Pro ATV Results: 2010 Round 2

Well, two rounds are complete and the points race is extremely tight in the 2010 Can-Am Grand National Cross Country Pro ATV class. With the action from the opening weekends of racing in Florida and Georgia, which saw Chris Borich win the opener and follow that with a second at Round 2 in Georgia, I’d bet the entire season goes this way. As expected, reigning champion Chris Borich is on top on his Suzuki, but Yamaha’s Taylor Kiser has the same amount of points (55), but is listed in second. Kiser, who ended Borich’s nine-race win streak, won for the first time since the 2009 Florida opener (13 races).

Right in the mix are Can-Am’s Adam McGill and multi-time GNCC champion Bill Ballance, who is racing what is said to be his final full season. McGill, his first season on the DS450, is 16 points behind and made the podium in Florida. For McGill, he hasn’t won a pro overall since Round 10 of 2008, but continues to challenge for the podium. Ballance reached the final stair of the pro podium in Georgia and now trails by 18 points. Can-Am’s other pro, Chris Bithell, sits comfortably in fifth, is just three points back of Ballance and 21 behind Borich after his twin top five showings.

Round 2 Movers:

Up: was stuck in eighth place after the first lap and still in sixth with one lap to go. However, the highly skilled racer kicked it into another gear and moved into fourth.

Down: Bithell led the race for the first three laps, but fell fell to fifth on Lap 4 and could not regain any positions. Brent Sturdivant dropped from ninth to 15th and then couldn’t finish the final lap.

Biggest news to me thus far:

1. The biggest surprise is seeing less than 20 pros line up for the races. There were 16 in Florida and just 15 in Georgia. Meanwhile the Pro-Am class has had 23 and 24, respectively.

2. I guess this one shouldn’t be a surprise, but … Walker Fowler might want to move to the Pro ranks now! The proven racer may be young, but he finished eighth overall and beat 8 pros in the process. Sure, in Florida he had a rather uneventful ride, but that’s racin’.

3. Brandon Sommers, currently in 11th, is out of the top 10 in points. I know he has the skills and I expect him to climb the ladder and get back in the top six.

4. Jeffrey Pickens has been a pleasant surprise on his Yamaha with two seventh-place runs. He’s a crafty GNCC vet, has the speed, but can he remain consistent?

5. Where are all the Hondas? Four pros ride “Red,” but have failed to crack the top five at either event.

Top 10 XC1 Pro  Points (2 Rounds complete)

Rank, make, number, name, total points (wins)

1. SUZ 001 CHRIS BORICH, 55 (1)

2. YAM 002 TAYLOR KISER, 55 (1)

3.  CAN 003 ADAM MCGILL, 39

4. YAM 004 BILL BALLANCE, 37

5. CAN 013 CHRIS BITHELL, 34

6. YAM 015 JEFFREY PICKENS, 28

7. POL 010 JARROD MCCLURE, 27

8. KTM 005 BRYAN COOK, 26

9. YAM 012 JOHNNY GALLAGHER, 26

10. YAM 007 DONALD OCKERMAN, 23

For complete results and individual classes, visit www.gnccracing.com.

Unusual Mud Protection: 6 Quick Tips

If you had plans to go riding or racing and the weather snuck up on you (although I can’t quite fathom in this day and age how that could happen), then try these tips to help your sport quad survive the slop.

1-gallon Milk Jugs

These make for quick-fix handguards if you failed to install or pack yours. We’ve seen a few racers install these makeshift protectors. The larger jugs work best because they are more flexible and easier to custom fit to your quad’s bars. Talk about recycling!

Scratch Pads

Some racers I know add kitchen scouring pads to act as a makeshift glove cleaner. In a really muddy race, your gloves will get wet and muddy, but by adding a pad like this to the top or upper rear section of your helmet, you could keep riding instead of stopping for new gloves.

Extra Lens

Many GNCC racers tape an old goggle lens on to their visor to improve its length and mud protection. Roost is one of the biggest culprits of slowing you down. Another rider can roost you with mud, which always finds a way of hitting you in the face, goggles and hands. This longer custom visor can help you, but it can also get super heavy if too much mud comes your way.

Duct Tape

I know it can be used for practically everything, including clothes, automotive repairs and wallpaper, but I’m talking about covering parts of your ATV. I’ve seen several racers run duct tape on their front bumper to the plastic and then coat it with PAM cooking spray to act as both a radiator guard and anti mud shield.

Paper Towels

Believe it or not, if you keep a few extra (and dry) paper towels in your waterproof jacket (if you wear one), you can also improve your hand grip – at least temporarily – by using the paper towels as grip covers. I’ve seen several of the top ATV racers go through their pits and grab two paper towels for the final lap instead of stopping to clean their grips or get new gloves.

Garbage Bag

Yes, this one is for you more than your quad, but any heavy-duty yard waste bag will work as a rain poncho during a long race. The downside? Someone may call you trashy or toss you to the side of the curb. Oh, and it gets really warm under one of these plastic sacks.

These are just some of the basic off-road racing/riding tricks I’ve learned over the years. Although some of them are quite simple and rather obvious, many riders can forget to pack parts and accessories and need fast fixes. Do you have any tips of your own to improve your sport quad’s mudding abilities? How about something you wear during a muddy event?

Aftermarket Companies Practicing Grassroots Marketing-Customer Relations

FASST Co. announced The Flexx Handlebar Experience Tour recently. It will be at Glen Helen this weekend (March 5-7) for the second round of the Big 6 series. This program gives racers the opportunity to install the high-end, comfortable handlebars on their machine and try them. If you’re planning to race at Glen Helen, stop by, say hello and tell them we sent you.

I love it when companies do this sort of grassroots marketing and customer interaction. I’ve seen this done by ITP tires at Brimstone Recreation last year as trail riders could install a tire-and-wheel kit on their ATV and then take the kit for a trail ride. Now that’s firsthand experience. The best part is it’s on your machine, not someone else’s.

I also know that other companies like Hinson Racing, Triumph Motorsports, Duncan Racing and others. In fact, Hinson Racing has been going to local Southern California motocross tracks for the last few years to interact with its racers and other riders, and even assisting them in some cases.

Clearly, more companies should — if they’re not already — create their own track-side support program or at least visit a local motocross, desert or cross-country series once in a while to remind riders of what they do, the product they offer and, most importantly, that they support the sport and the riders. I applaud the companies (and those that do similar programs I failed to mention) for their initiative.

Say It Ain’t So, Digger

I knew one day it could happen. I expected there would be a time – obviously – when “Digger” Doug Gust would retire (hang ’em up, walk away, call it quits). While I don’t know the real reasons behind Digger’s rumored retirement, I doubt it had anything to do with old age. An ATV legend and legitimate hero like Gust can’t stop racing —it’s not fair to the fans or me!

I’ve always been impressed with a guy, from the Midwest, who could whip other MX riders, many of which are half his age, and remain the constant professional and all-around good guy. Cockiness was always a trait foreign to him. And talk about approachable! While other past GNC Champions like Tim Farr and Shane Hitt left the game several years ago, Gust continued to pound the dirt and help raise ATV racing to another level. Sure, in recent years Gust has lost out to a the more youthful riders like Dustin Wimmer, Chad Wienen and Josh Creamer, but he still was a threat to podium and challenge for a spot in the top three at the end of the year.

What I find the most shocking about Gust’s retirement is that fact that no manufacturer or major aftermarket companies gave him a good enough deal to keep him on the track — at least to my knowledge. Suzuki went with Wimmer and Creamer and rumors of Polaris deal have yet to pan out. Like I said, I don’t know all the details and whether or not Gust has officially turned down any companies, but it will be disappointing not to see him race if that’s how it plays out.

I know Gust has the right to end his career. Clearly it’s his body, his time and his choice, but that doesn’t mean I can’t be saddened by it. Believe me, if I had the resources and funding, he’d be on my race team. His leadership, popularity and professionalism make him invaluable in my opinion.

If we don’t see No. 55 on the track in 2010, he will be missed. Oh, and I beg Doug to prove me wrong. If this is the end, he put on quite a show, deserves recognition for his contributions to this sport and a round of applause.

2010 GNCC ATV Pro Class Results – Round 1

It looks like Chris Borich is still the rider to beat in the GNCC XC-1 Pro ATV ranks, as the Sunbury, Pa., racer won the opening round of the 2010 GNCC series in River Ranch, Fla on his Suzuki.  Mounting a come-from-behind charge, Borich passed his way into the lead on the final lap and never looked back. Out of 16 pro riders, Borich was in fifth place after lap one and still “stuck” in fourth place as late as lap three. However, the reigning champ kick it up a notch after that moving to second place and then first on the final lap.

Multi-time champion Bill Ballance earned fifth aboard his Yamaha. Ballance’s teammate, understudy and Florida-native, Taylor Kiser finished second on the YFZ450X (roughly a second behind).  The Can-Am tandem of Adam McGill and Chris Bithell finished in third and fourth, respectively.  McGill ran a great race aboard his DS450, leading the first four laps and earning the third stair of the podium.

Other notables: The top Polaris rider was Jarrod McClure in sixth. KTM’sBryan Cook, in his debut race on orange, earned 10th. The top Honda rider was Brent Sturdivant, who took 11th. Brandon Sommers – overcoming his sickness, earned  12th in front of Harold Goodman, who has said he compete at all the GNCCs this season. The biggest position changes during the race were recorded by Johnny Gallagher (from 14thto eighth) and Donald “Big D” Ockerman (Holeshotwinner; third place on lap one and ninth at the end). For the complete Round 1 wrap-up, click here!

For complete 2010 Can-Am GNCC ATV racing results, visit GNCCRacing.com

Westgate River Ranch

River Ranch, FL – Round 1

XC1 Pro – Class Results

Place Nbr Name Hometown Brand Laps Elapsed

1 001 CHRIS M BORICH SUNBURY, PA SUZ 5 02:05:14.437

2 002 TAYLOR M KISER ALVA, FL YAM 5 02:05:15.843

3 003 ADAM K MCGILL WEST UNION, WV CAN 5 02:05:17.656

4 013 CHRIS P BITHELL IRWIN, PA CAN 5 02:06:10.359

5 004 BILL V BALLANCE SMITHS GROVE, KY YAM 5 02:09:51.953

6 010 JARROD M MCCLURE KASKA, PA POL 5 02:13:55.171

7 015 JEFFREY E PICKENS UNIONTOWN, PA YAM 5 02:14:44.359

8 012 JOHNNY F GALLAGHER AURORA, OH YAM 5 02:15:28.515

9 007 DONALD S OCKERMAN MARSHALL, IL YAM 5 02:17:04.171

10 005 BRYAN COOK CASAR, NC KTM 5 02:17:44.203

11 149 BRENT STURDIVANT MONTROSE, WV HON 5 02:22:06.937

12 006 BRANDON SOMMERS MILLERSBURG, OH YAM 5 02:24:09.250

13 708 HAROLD L GOODMAN ROMULUS, MI HON 5 02:36:00.484

14 040 CRAIG A BOWMAN LEBANON, IN HON 5 02:39:50.875

15 023 TODD S DEMAREE VERSAILLES, IN SUZ 5 02:40:01.093

16 330 SLOAN JACKSON LEBANON, IN HON 3 01:33:47.140

The morning podium consisted of two women and one talented Super Senior class racer. Lexie Coulter won the overall on her Can-Am. The Suzuki mounted Glenn  Pritchard took second ahead of another Women’s class racer in Jennifer Albright. See more Amateur results. Levi Coen (90 Mod 12-15) won the youth division.

Fan of GNCC Racing? Off-RoadFantasy is Your Answer

GNCCracing.com let its visitors know of a cool Web site where ATV and off-road fans can play their friends and foes in a “fantasy league.” Off-RoadFantasy.com presented by SCOTT USA lets you choose 10 riders and score (earn) points based upon their finishes. The site says you can modify your “roster” (race team) for each race and it encourages you to “Compete against your friends, family and other fans for cash and prizes awarded each week.”

I’ve signed up, but have not played YET. There’s a $20 sign-up fee for each series (bike or ATV) or $40 for both. Regardless of the fees, this is a cool way to connect with your pals and bench race from the confines of your humble abode.

Let me know if you’re playing and maybe I’ll see If I can beat you.

ATV Racing Sponsorship

Don’t give up hope, young racers and ATV racing fans. It’s sad to hear the news of some racers not getting factory deals or having to retire because the level of support is no longer happening. However, we must be mindful of how much support this sport still receives. Although we have less factory support this year than in previous racing seasons, it’s good to see a few positives from the ATV racing industry. To hear about sponsorship from the ATV aftermarket and ATV manufacturers is always good. And I know there are certain “contracts” and support systems we don’t get to hear about, whether secretive or not.

I recently saw on Facebook that Lone Star Racing became the title sponsor for the Media All-Stars team, which is run by ATV racing die-hard Jorge Cuartas. Both ATV pro Pat Brown and Cody Grant will benefit from the support. This reminds me of the years before factory support, where race team names were very long and often showcased ALL the companies behind the rider. (Example: Pat Brown aboard his Lone Star Racing/Media All-Stars/XYZ/PDQ/123/ABC-backed race quad as opposed to Factory XX’s Pat Brown).

It’s also encouraging to read about Can-Am signing on with the GNCC Racing series for another three years of sponsorship and adding to its level of support. That agreement (click here) shows a level of commitment to the sport from an ATV manufacturer and also sends the message of support, the belief in ATV racing and more. In fact, any quad maker supporting the sport’s racers (like Can-Am, Yamaha, Suzuki, KTM, Polaris and others) and racing circuits deserves credit, whether it’s on a national, regional (Yamaha with ITP QuadCross) or even a state or niche level (example: mud racing, Baja). They all should be thanked for these partnerships.

Although the support has dwindled, we still see signs of hope and a level of attention and support we should appreciate. Sure, you could say, “They sell to racers, so they should support our sport.” That wasn’t always the case, remember? Let’s keep everything in perspective and focus on the positives and opportunities we currently have, not those we’ve lost.

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

Next Page »