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

Thanks for the coverage, I think?

The Sunday, March 7 issue of the Minneapolis Star Tribune had a story about the new Polaris EV. The story entitled, “Can Green Be Gold?” ran as an “exclusive” in the Sunday edition. I enjoyed some of the off-road-focused article and thought the author – David Phelps – did a good job of interviewing multiple sources and gaining feedback from Polaris about its new electric vehicle, but thought it was still too unbalanced.

Before I go on, I must say the Star Tribune has been less than kind to ATVs in recent years and has featured many one-sided stories (at least that’s my take) against the operation of OHVs. Many articles have focused on their alleged destruction of the environment, noise and even injuries and death. I was pleased to see the paper see the new EV as a positive business story, but displeased with so much focus on noise and the environment. And yet nothing concrete was mentioned about electric vehicles and their impact on our future environment. Nor how much of the environment it takes to build one/dispose of one compared to a normal gas-powered machine. In addition, what about the EV’s potential for indoor use (as one of my trusted colleagues pointed out)? No mention.

Even the story’s pull quote (which is in bold and as large as the subhead) featured Matthew Norton of the Minnesota Center for Environmental Advocacy and not someone from the U.S. Military, Polaris or its defense team. He said, “The Quiet is a huge benefit. It will alleviate a lot of the discord that happens when people are forced to live near lots of noisy machines. But it will not alleviate soil disturbance and damage to vegetation.” (Source: Star Tribune)

A better quote would have been from Matt Homan, vice president of the Polaris off-road division, when he said, “You’re saving money on gas and you’re paying for the benefits of stealth and being green.” (Source: Star Tribune)

Here are the other hidden verbal attacks on our current OHVs/ATVs.

The story describes current ATVs as:

Noisy, disruptive to the environment, scary for wildlife (so is man!) and disruptive to herds and multi-acre neighborhoods.

Here’s the most opinionated and unnecessary portion of the story, “Norton added that quiet machines might also allow riders to go places they shouldn’t be, such as private property, without alerting others to their presence.” (Source: Star Tribune)

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.

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.

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

Get Some GRUB: ATV Style

If you own an Apple iPhone/iPad Touch and are an “App-oholic” then I think you should go get some grub. No, not in the sense of grabbing a six-pack of tacos at a fast-food joint, but instead downloading ATV GRUB for your favorite electronic “toy.” Essentially, ATV Grub hooks you up with ATV news (blogs) from all over the Web in one location and eliminates the need to search for ATV and off-road news. The developer said the App operates in a “super clean and organized format.”

Here’s a user’s feedback about ATV GRUB: ” ATV love! — The update for this app has done justice. It runs smoother, has better animation at startup, and if you love your ATV you’ll love this app! I am so happy to see ATV apps on here finally, i look under iTunes and there is barely any good atv videos. I love my 09 YFZ450R and from this app, I can look at parts, reviews, and other cool things. Way to go ! Keep up with the updates!” Vic Ellison- Corning NY (source ATV GRUB)

ATV Grub features news feeds and posts from several ATV enthusiast blogs (including this one) and established sites like GNCC Racing and ATVSport.com, F0ur-Wheeler Mag and more.

I’m in need of a phone overhaul — with the text messages I receive but do not send — and thought about stepping up to an iPhone. If I do, I’m going to satisfy my ATV appetite with ATV GRUB.

Other GRUB APPS:

BMX

MX

BEAUTY

CYCLING

SKATE

Aiding the Forest: Reforestation

Tree planting may not seem like a job for sport quad enthusiasts, but I assure it is, especially if you’ve ever ridden your ATV in the forest. It’s a way to give back and to ensure our sons and daughters have places to ride and forests to enjoy in the future.

In April of 2009, Yamaha invited me to partake in one of the most rewarding experiences I’ve ever done. This event did not include ATVs, but I assure it was well worth my effort and time. I took part in a Forest Aid program (reforestation project) in the San Bernardino National Forest. You can read about my tree-planting trip in the SBNF.

STORY EXCERPT:

“The second day involved a partnership between the United States Forest Service (USFS), SBNFA, Yamaha and Tree People to plant bare-root seedlings in the forest. The planting was in response to horrible fires (2003 and ’07) and bark beetle devastation in the forest. About 85 Yamaha employees and family members volunteered to spend a day in the San Bernardino National Forest. Along with a few other local volunteers, our group planted about 1,200 trees in a half day of planting.”

I’m bringing this story back up because it’s not complete — or at least the tree-planting portion of it — and won’t be any time soon (1.5 million trees need to be planted). Although some 20,000 trees were put in the ground last year, more seedlings will need to be planted this year.

This message serves as a reminder of how you, too, can partake in the Forest Aid program.

Forest Aid — a partnership involving three organizations: TreePeople, the San Bernardino National Forest Association and the U.S. Forest Service — is preparing its 2010 planting season. The spring season starts at the end of March and runs through May. Planting usually starts on Wednesdays and runs to Sunday. Forest Aid’s goal is to plant 25,000 trees from Lake Arrowhead to Big Bear.

Even if you don’t live in Southern California, Forest Aid needs your help. I suggest you partake in the planting and, hopefully,  experience the same rewarding feeling I had. If you’ve been to this forest and have enjoyed its great trails, scenery and natural beauty, I encourage you to give back.  I also challenge my friends from the Midwest to escape the cold and enjoy a “spring break” in the California mountains. Spend the Friday through Tuesday at the beach and then head for the mountains.

Visit www.forestaid.net to learn more about the program.

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

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]

Next Page »