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.

Growing Up Empty? Kids Without Quads

It is really a shame that my son and daughter, 7 and 6 respectively, can’t learn to love the sport that paid my bills that last decade, developed life-long friendships and given me a career others call the greatest job in the world. I’ve traveled the world and ridden OHV trails in almost every state and love to interact with nature in this manner. I’ve shared a tiny bit (two small backyard rides on an older loaner vehicle) of the ATV experience with my two young kids and loved every minute of it. Seeing them smile and learn to ride was an experience I’ll never forget. It’s also one I’ll have a hard time every reliving since the CPSIA legislation went into affect. I can’t even get the appropriate sized (50cc) youth quad for them to ride. This also means I can’t test the machine for publication (online or in a magazine). The restrictions also prevent me from aiding the industry and its manufacturers (and ultimately the consumer) by showcasing the machines and each vehicle’s strengths and weaknesses.

I’ll never let them ride a larger displacement ATV because they are too little, have too little experience and it is unsafe and irresponsible. This CPSIA lead ban needs to be reworded or rewritten to exclude ATVs and other small displacement OHVs. I can understand protecting my eighth-month-old son from ingesting lead-coated baby toys, but to eliminate family interaction and joy in both my life and my kids’ is unfair and unsafe.

That’s why I’ve taken the step to contact member of Congress and let them know why they need to alter this legislation. I signed the petition at the Indianapolis Dealer Expo, but don’t want it to stop there. I’ve also contacted members of Congress on my own. I no longer want my kids to miss out in the sport I love.

Here’s are some key points the National Off-Highway Vehicle Conservation Council (NOHVCC) said we nee to point out to our members of Congress:

Excerpt from Russ Ehnes’ article in the NOHVCC newsletter:

“Enthusiasts and other stakeholders should reinforce three key reasons why youth ATVs and motorcycles should be excluded from the CPSIA’s lead content provisions:

1. The lead content poses no risk to kids. Experts estimate that the lead intake from kids’ interaction with metal parts is less than the lead intake from drinking a glass of water.
2. The key to keeping youth safe is having them ride the right size vehicle. Kids are now at risk because the availability of youth ATVs and motorcycles is limited due to the lead ban.
3. The lead ban hurts the economy for no good reason when everyone is trying to grow the economy and create jobs. MIC estimates that a complete ban on youth model vehicles would result in about $1 billion in lost economic value in the retail marketplace every year.”

You can also check out this info from the Motorcycle Industry Council (MIC). Here’s how you can let your voice be heard. Visit Stop The Lead Ban and do your part.

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.

ATV Trails: Knott County, Kentucky

My good buddy Bill Reed, who I met roughly five years ago while visiting the Hatfield McCoy Trail System and has been an ATV Sport test rider, was manning the Knott County, Kentucky, booth at the 2010 Indianapolis Dealer Expo. Seeing the West Virginian in a booth that represented the state of Kentucky drove me to ask him a few questions. The first and most obvious question was “Why are representing Kentucky?” Another, “Are you moving from West Virginia?”

Reed’s answers explained everything and stated that he decided to sell his little motel in Gilbert, W.Va., and move the entire family to Kentucky to assist with the creation of OHV trails in the southeastern Kentucky county, which is known as “The Elk Capital of the East.”

The Knott County OHV system is scheduled to open (tentative) this fall. Of the four riding areas, only No. 1 Mine Made Paradise Park — which features a training center — is slated to open this year. The remaining three trailheads (No. 2 Fire Trail, No. 3 Brushee Fork Trail and No. 4 Red Fox Trail) are slated to open in 2012.

Mine Made Paradise Park has literally hundreds of miles of trails for ATVs, side-by-sides and dirt bikes on only a small portion of the 43,000 acres of privately owned land. The trails are professional designed and marked. In order to appeal to a wide variety of users, the system will also feature campgrounds and cabins (to open soon). The on-site Training Center is dedicated for closed-course ATV and motorcycle training and is the lone facility in the Appalachian region, according to Knott County.  For more info on the Training Center, visit www.kcrtc.com or call (606) 233-0080.

Knott County, Kentucky, is slated to open in the fall of 2010.
Mulit-Use Trails

Not only will the Knott County trails cater to ATVs, UTVs and dirt bikes, but they also will be open to equestrian, with more than 100 miles of trails dedicated to horseback riding. The Knott County brochure says the Annual Trail Rides (May 7-9 and Oct. 1-3, 2010) are expected to attract more than 10,000 riders from 12 states.

For More Detailed Info, download the PDF here:

http://www.wmthcorp.com/knott co document.pdf

Area Attractions

With more than 10,000 Elk in the area, visitors can take a break from riding and participate see all the horned animals with Saddle Up Elk Tours. The area also has a Sportsplex, Carr Creek Lake & State Park,  Artisan Center, skate park and museum and settlement school.

Lodging:

For lodging in the Knott County, Kentucky, area click Hotels/Motels/Other.

CONTACT:

(270) 792-5300; (800) 532-1622

www.knottcountyadventure.com

Related Links:

http://www.wmthcorp.com/

http://www.trailsrus.com/

http://www.knottcountytrailriders.com/

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

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