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.

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

Growing In Glamis, Aboard Yamaha SE Quads

Back in 2007, when I was still new to  ATV Magazine and ATV Sport, our staff took a trip out to the Imperial Sand Dunes Recreation Area (ISDRA, a.k.a. Glamis) in extreme Southern California for a 450-class sport quad test. I had been riding my whole life, but had only ventured outside of the Midwest to ride a few times at this point – to North and South Carolina, Oregon, Kentucky and West Virginia. Everybody said I just had to ride in the dunes. From the descriptions I heard, I was very excited and a bit intimidated by such an alien riding environment of towering dunes, stadium-sized sand bowls.

Back in ‘07, we were there to ride the newly-expanded fleet of 450cc sport quads including: Yamaha YFZ450, Suzuki LT-R450, Honda TRX450R and Kawasaki’s new KFX450R. We also had a few built-up machines out there, which I really had no business riding for my first visit, in such fast company.

I learned all the basic techniques before my first ride: don’t stop at the bottom of a hill, turn out (back downhill) if a hill climb isn’t going your way, maintain speed on off-cambers to keep the quad planted, look out for witches eyes (quad-swallowing divots created by shifting wind patterns) and, most importantly, don’t go off on your own unless you’d like to become a well-dressed stick of beef jerky. [Read more]

Find Your Ride

Editor’s Note: John Prusak’s Find Your Ride was published in the Buyer’s Guide 2010 issue of ATV Magazine that’s on newsstands now.

It looked like an ominous task – clearing the rugged, uphill, rocky section of trail just south of Moab, Utah, site of the 2010 ATV Trials event. I was fourth in line, and in front of me, three full-sized, four-wheel drive ATVs with experienced riders needed several attempts to clear the pile of jagged rocks ahead of us.

As I watched, the Can-Am Renegade in front of me went forward, then back, locked into four-wheel drive, tried again, then waited for the Visco-Lok to kick in and tried again. The machine lurched sideways over one rock, the driver leaning hard to the left attempting to put the machine back on its intended path. The rider who had just cleared the obstacle came back to help out – grabbing the front of the mighty ‘Gade to both move and stabilize the machine.

I gulped as I watched the struggle of man and machine versus nature-made rock pile while sitting on my Kawasaki Bayou 250. I was next, and there were about 10 witnesses on their own ATVs behind me. If the mighty Renegade and its rider were having this much trouble, how would I clear it on this diminutive utility quad? I had less than half the horsepower, only two-wheel drive and a chassis that features just a couple inches of ground clearance. Clearly, I was going to hold up the entire group behind me – we’d probably have to lift the machine up the rocky incline, I was thinking.

After a couple more attempts and with some unsolicited advice from onlookers, the Renegade and its rider finally cleared the hurdle. My turn. C’mon little Bayou, don’t make a fool of me now!

Up the incline I went. The narrow stance of the Bayou allowed me to pick a different line than the one tried by the Renegade driver, and the light weight of my machine allowed my body inputs to have a great impact on the wheeler’s path. Carefully I selected which rocks to bounce over, when to blip the throttle and when to pin it. On the first attempt, I was up and over in a heartbeat. Yes, it’s true – size does matter, and sometimes it helps to be small.

There are a lot of specialty quads on the market nowadays, but sometimes it’s surprising what some of the little machines will do. Our 2010 Buyer’s Guide is here to help you find a machine that will do exactly what you need it to do – and more.

There’s something out there for everybody. Maybe you’re in the market for a 2-up super quad, like Polaris’ Sportsman Touring, which features a new chassis and power steering, or a dependable middleweight with a high-tech transmission, like Honda’s Rancher, with its new seat and rack. Some swamp rats will want to check out Arctic Cat’s new MudPro 1000, while desert rats may be drawn to Yamaha’s Raptor 700R. Aggressive trail riders may want to peruse Can-Am’s Renegade 800R X xc, now with power steering, while MX riders may froth over the QuadRacer 450 from Suzuki. KYMCO’s sporty new 4×4 Maxxer 375 will raise eyebrows, while Kawi’s Bayou appeals to a 2×4 work crowd and KTM’s 505 SX will draw interest from cross-country racer-types.

Bottom line: There’s something here for everybody, no matter how specialized your need. And, if you find yourself in a situation a little bit outside of your original, intended purpose, many of today’s ATVs are up to just about any challenge, as long as the driver is willing to give it a shot.

- John Prusak, ATV Magazine

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 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)

Work and Play – Covering The Market

Don’t forget about us!

It’s a cry we’ve heard for all of our 13 years here at ATV Magazine, from
various segments of the ATV-owning market. We’ve heard it from the
rock-crawlers and the mud runners, the desert rats and the trail riders.

“What about us?!”

More than anybody, however, we’ve heard it from folks who use their ATVs for
utility-based purposes. Sales statistics show that the majority of people who purchase ATVs are
buying them with some work purposes in mind – mowing, landscaping, plowing,
pulling trailers, working on hobby farms or ranches, hauling a deer out of
the woods, etc.

A lot of those people – maybe you and your friends and relatives – later
discover all of the recreational aspects of the sport, and end up becoming
the trail riders, desert rats, mud runners and rock crawlers mentioned
earlier. But the driveway still needs to be plowed, the back 40 still needs
to be mowed and hunters still need to get out to their tree stands every
fall and then haul back their harvest at the end of the day.

One of our primary missions at ATV Magazine is to encourage varied usage by
our readers, including recreation, of course. Our thought is, once you’ve
made the investment to buy a machine, we’re going to try to help you get the
most out of it – work and/or play related. That’s why you’ll find stories
about riding destinations (like Tom Kaiser’s Black Hills adventure on page
38 and the Rhino adventure story on page 30) and fun riding (like Jerrod
Kelley’s Sport Side article on page 46) in every issue.

Yet, unlike some other media, we’re never going to forget the other primary
purposes of an ATV – the task work that it makes so much easier, and at
times more fun. That’s why you’ll find reviews and tests on implements (like
Tim Erickson’s plow review on page 22) and tools (see the tow behind trailer
buyers guide on page 32) in every issue as well.

When we review new ATVs or decide on which products we’re going to evaluate,
we always remind ourselves of the various aspects of the market. Yes, we’ll
review performance parts and high-performance ATVs – for many folks, the
recreational side of the sport is the center of the action and, trust me,
our staff and contributors are all about having motorized fun.

But we’re also outdoors people like you, with real projects. Within the last
year, our staff has used our ATVs and UTVs to help us build retaining walls,
go hunting, plow snow, put in a small crop, smooth a gravel driveway, aerate
and dethach lawns, cut trees, mow grass, go ice fishing, haul wood, mark and
maintain trails, prepare deer stands, clean up storm damage, reach a remote
fishing destination, pull a drag, move rock and even pull a float in a local
parade.

Oh yeah, and we’ve also ridden on trails, crawled on rocks, challenged mud
pits, charged through deserts and participated in events in 16 U.S. states
and had freelancers in a half-dozen more, plus we’ve made some forays into
Canada and Mexico.

We like to think our ATVs and this magazine are reflections of our lives –
we work hard, we play hard, and always keep coming back for more. So don’t
worry, fellow ATV owners, we won’t forget about you, no matter how you use
your machine.

SxS debate, CPSC to Regulate ROV Utility Vehicles

ROV (Recreational Offroad Vehicle), Side by Side, SxS – how ever you want to say it you know what I am talking about.  The CPSC is at it again, conjuring up rules and regulations concerning these machines.  I have read the entire CPSC memo and here are my opinions on the bullet points presented in the memo.  The regulations center primarily around the “questionable” stability of these machines, as tested using two tests used to evaluate stability and handling characteristics of automobiles and trucks.lateral stability tests (SSF) static stability factor, vehicle handling test (SAE J266, dealing with under steering and over steering).  The CPSC also made recommendations on passenger retention systems and  as well as  technology to encourage use,  I am assuming they mean starter interlock devices and 4 point harnesses. [Read more]

All-New ATVMagOnline.com

Looking for even more ATV content in a more organized, modern format? Of course you are – and that’s why we’ve unveiled the all-new ATVMagOnline.com – ATV Magazine’s brand-new web site. While the design is a big change, the real differences lie in the content organization and the integration of our blog site, photo galleries and new navigation tabs to keep things like how-to, destination, racing and event coverage all in separate, searchable categories.

Looking for information on a specific quad? You can read all of our reviews, comparison stories and even access our annual Buyer’s Guide information about any ATV on the market one of two ways:

1. Type the name of the ATV in the search bar at the top of the site. For example, type “Suzuki King Quad 750″ and you’ll see all the recent stories we’ve done on the King Quad, as well as buyer’s guide information with specs, our opinions and pricing information.
2. Mouse over the ATV tab, go to Manufaturer, choose a maker and you’ll see every story related to that brand – all the stories, product tests, build projects and the buyer’s guide specs.

The goal is to make it easier to research, buy or sell your quad, and to make it easy to find your favorite stories in the mag. [Read more]

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