This according to preliminary results from a yet-to-be published University of Guelph study entitled “The Physiological Assessment and Analysis of the Physical Demand of Riding a Snowmobile”.

“This news will come as no surprise to snowmobilers across Canada who ride all winter,” commented CCSO President Dale Hickox. “Snowmobiling gets you outdoors, breathing fresh air and being active with friends & family – and that simply makes you healthier and better able to cope with life’s challenges.”

But the fact is that many North Americans fail to get at least 150 minutes weekly of moderate to vigorous activity as recommended by the American College of Sports Medicine and the Canadian Society for Exercise Physiology. This deficiency is compounded in the winter as North Americans burn 15-20% fewer calories in weekly recreational activities. It should be noted that physical inactivity accounts for 15% of the 1.6 million chronic health conditions diagnosed each year. Typically, chronic health conditions consume 67% of all direct health care costs and cost the Canadian economy $190 billion annually in treatment expenses and lost productivity.

This snowmobiling health study indicates that participating in snowmobiling is one good way to achieve the better physical conditioning that keeps people healthier and helps prevent chronic health conditions. Conducted in 2016/17, the study evaluated the physical demand of snowmobiling, considering both cardiorespiratory and musculoskeletal demands. It also examined if activity location would play a role in the physical demands.

Considering early results researchers compared the snowmobiling health study results to the American College of Sports Medicine’s Compendium of Physical Activities. This tool defines activities by their aerobic demands as a metabolic equivalent (MET). A MET is a unit that represents the amount of energy required to maintain human function while sitting or lying awake at rest. Therefore, an activity of 3 METs would be 3 times more demanding than rest.

Moderate intensity activities range between 3-6 METs. Snowmobiling falls into this category, as the average METs for groomed trail riding scored almost 4 METs, while mountain riding came in closer to 7 METs. All in all, this puts snowmobiling in the same physical activity range as other winter activities like chopping wood, snow shovelling, and recreational ice-skating and snowshoeing.

A balanced lifestyle also includes good mental health. According to a major depressive disorder study by researchers at Duke University, physical activity is also effective in beating those winter blues. Together, these findings suggest snowmobiling is good for both body and mind.

The CCSO and its snowmobiling health study funding partners: the International Association of Snowmobile Administrators (IASA), Arctic Cat Industries, Ski-Doo (BRP), Off Road Business Association (ORBA), Royal Distributing Inc., Colorado Snowmobile Association (CSA), Snowmobile North Dakota (SND), Glacier House in Revelstoke BC, Haliburton Forest Wildlife Reserve in Haliburton ON; are committed to winter family recreation and the healthy, active lifestyle benefits associated with recreational snowmobiling.

The whole premise of the DSI slot injection mill was to get as close to DI’s precision fuel management as possible without actually using a cylinder head injector to get fuel into the combustion chamber when the rising piston closes the exhaust port.

The side-mounted injector on the C-TEC shoots right through the cylinder wall and not into the transfers like on current SDI systems. This difference is significant.

The injector is aimed at the piston dome and squirts fuel intermittently up to about 7000 rpm. This angled orientation and on/off sequence means there’s little (if any) unburned fuel escaping out the exhaust port.

In fact the injector is precisely timed and aimed to keep fuel from exiting the combustion chamber until the exhaust port is closed. This description puts DSI at a higher level of precision than typical SDI systems.

When the throttle is whacked open and RPMs pass the 7K mark the injector stays on full time shooting fuel on top of and underneath the piston (through the piston slot) to be scavenged up the transfers with the incoming air.

The always-on injector’s mixed fuel coming up the transfers is contained effectively by the expansion chamber’s reverse pulse – which is at its sweet spot at 7000 RPM and above.

What does all this mean? Our 2014 El Tigre 6000 has carded the highest non-DI 2 stroke mileage we’ve seen with a legit 20 MPG (US Gallon) and regularly exceeding 16 MPG on hard pulls. The motor sips oil as well as a result of its electronic stepper pump system and is the 600 to beat in MY14.

The XF 137 chassis is as happy with the light 600 DSI as the 129-inch ZR platform.
There’s a hint of understeer common in all Arctic Cat’s 137-inchers using dual staggered carbides. To correct this, we’ve installed 6-inch single runner carbides instead and have seen the understeer erased.

The 2015 XF’s ride quality is improved substantially by an new valve code spec for the rear arm Fox damper and a move to lighter factory air pressure settings on the Fox air shocks up front.

All in all we think this is one sweet X-over ride for MY 2015. Great power sets the new standard in the 600-class with excellent ride quality in a trail biased 137-inch chassis.

Not only was the DSI 2-stroke a hit but it literally sold out as soon as the details were made available to the public.

Cat followed up the unprecedented demand with a new 6000 RR and even a mountain version with the new DSI engine.

For MY2015 Cat has assured us there will be more 6000 series available and has expanded the engine’s availability into 137-inch XF models (LXR and Sno-Pro) and also 141-inchers (Sno-Pro and Limited).

The engineers told us the skidframe’s rear arm calibration has been softened a bit on all 137-inch Sno-Pros this year and the sleds will ride even more closely to Ski-Doo’s rMotion.

In the trail segment, besides the 129-inch El Tigre, Cat will offer an LXR version of the 6000 with a higher windshield, coilover shocks up front, heated seat and plusher suspension settings.

There will also be a Sno-Pro 6000 version besides the premium El Tigre. It shouldn’t be hard to find any 6000 this year at your dealer.

Besides all the model variations, Cat has assured us there will be more built this year than last. With the success of the new 600 twin and the satisfaction level customers are reporting, we think demand will still be very high for this engine in all platforms.

2015 will bring both standard and Sno-Pro versions of the M6000 to the mountains with improved skidframe calibration (the SnoPro will use a Fox Float 3 on its rear arm) and very aggressive 2.25-inch tracks.

An all-new M7000 4-stroke is a first stab into the mountain market with a naturally aspirated (EFI) 4-stroke for Arctic Cat.

New this year, the M7000 Sno-Pro will be offered with a 153×2.25-inch track and severe tweaking of the skidframe (Fox Float 3) to allow the heavier 1049cc 4-stroke to climb out and perform strongly in deep powder.

Cat is whipping momentum throughout its model line-up and the strong sales results and market share gains the company made last year are sure to continue with such an exciting model mix.

However, there are strong signs the market is gaining again and Arctic Cat is capitalizing on the popularity of its 7000 series 4-stroke to get eyes back on the touring segment.

Frankly, this Yamaha-built 1049cc triple is such a sweet mill, it just seems like it was born to be driven long distances with two on board.

It’s the only engine offered so far in the new Pantera 7000 2-upper, available in two different trims: Pantera 7000 and Pantera 7000 LTD.

The Limited is instantly identifiable by its blacked out tunnel and skidframe and the sled carries the rich aura of Panteras from a couple of decades ago.

Besides lacking a few amenities, the standard version has a silver tunnel and skidframe pieces but retains the same engine, suspension and 146-inch track as the LTD. Both versions use a special touring-only tunnel with deeper footrest areas, particularly for the rear passenger.

The super-premium LTD has an enhanced gauge package, heated driver and passenger seats and beautiful molded, hard shell, removable luggage.

There’s a covered mega-box at the rear big enough to swallow a removable auxiliary 4.3-gallon gas tank (this bumps the sled’s range to a claimed 200-miles) and still have room left over to carry a week’s worth of underwear and socks. Word is there’s 1500 cubic inches of cargo space back there.

We’ve ridden the new Pantera LTD and we’ll tell you two amazing facts about it: One, this sled rides like no other. It’s one of the plushest tourers we’ve ever experienced and it does it without air assist or special skidframe tricks other than Cat’s sliding arm technology with overload springs in combo with a 1.25-inch Quiet-Track.

The second thing we discovered is this sled turns on a dime despite its very long 146-inch track and skidframe. We kept waiting to uncover the handling compromise here but it never came.

The new Pantera is a lighter, more nimble upgrade from the already very effective Twin Spar based T-Series 2-uppers Cat has built the last few years and it just makes good sense to offer a tourer in the most up-to-date chassis platform Cat makes.

These sleds are called the 4000-Series and offer all the amenities and suspension variations offered by the 6000 and up Cats.

The 4000RR and Sno-Pro replace last year’s 500 Sno-Pro and its very limited-build chassis. The designers claim the change to the ProCross 4000 delivers better handling and less weight. These sleds have had a strong history in cross-country racing and the new 4000 will be a nice upgrade on the starting line.

There’s life at the bottom of the product line these days and Cat has been absent a few years when it comes to low-cost entry-level and semi-utility sleds.

The 2015 Lynx 2000 is targeted more at entry level buyers than utility but designed to offer second-sled appeal for those willing to live with less features at a lower cost.

Powered by Cat’s 570cc fan-cooled 2-stroke twin and offered in both 129-inch (single rider) and 144-inch 2-up (Lynx 2000 LT) under the Twin Spar platform, these sleds are arguably carbon copies of last year’s F-570 and T-570.

There’s been no compromise on ride quality with either and both incorporate coupling, sliding front arm technology and Torque Sensing Links to iron out the wrinkles on trails.

Cat has gone to a dual-skag carbide on the Lynx to improve handling and eliminate darting and promises pricing will be very attractive.

Both sleds come with run-backwards reverse. Other than the Bearcat, these are the only two Twin Spar models left in Arctic Cat’s line-up.

You’ve voiced some disappointment Yamaha didn’t come with more new models and more variations on the Arctic Cat chassis-Yamaha engine deal. We’ll address this first.

In order to understand why Yamaha didn’t come out with a slew of new engine-platform variations in MY2015 is because it takes longer than you think to do the testing, troubleshooting and perfecting of any new snowmobile model.

The time period has always been about three years before a new model comes into the market. Remember, Yamaha only got this deal done about a year and a half ago with Arctic Cat. Thus, both companies are pretty limited with the new variations they can release to their dealer network.

Second, Yamaha really has needed to address the mountain market. The new Viper MTX SE 163 puts the company squarely in the hunt in this burgeoning market and opens the door for sales in a category it hasn’t had a strong presence in.

Delivering these new mountain roosters is a bigger deal than you’d think and it’s important Yamaha does it right. There’s a very intense focus at the BIG Y on delivering very competitive 4-stroke mountain sleds.

If the new MTX series Vipers can meet the expectations of even half of this market, it will be a very big deal and a harbinger of more stuff to come.

Turbos. Both the mountain and the flatland market are salivating for a Turbo-Viper and Yamaha is making one available on an early-buy program. No, it’s not the same as a production sled being available right out of the marketing brochures.

However, it is a very viable, proven system and at an extra two grand, puts the ultimate Viper close to the price range you’d be paying for a Yamaha hypersled. Word is the turbo brings the 1049 triple’s power into the 160-175-hp range.

Some readers feel the “Performance Damper” is a mere band-aid to “fix” problems on an existing sled.

Here’s what we think: This proven automotive technology is already in use in some pretty sophisticated cars. Why not experiment with it on snowmobiles? Short range thinking says it adds weight and only masks problems. Long range thinking says this feature could revolutionize the way snowmobiles ride and handle in the future.

Tomorrow’s designs could well incorporate PD into a new chassis where fresh design allows for the extra weight. We just won’t know until consumers have had a chance to measure its effectiveness.

The key to Yamaha’s 2015 line-up is time! The company needs time to perfect and deliver durability in what it’s offering and time to develop new models.

All things considered, at the very beginning of year-2 of a very revolutionary new journey, Yamaha is doing a lot.

The Viper has been nothing short of a miracle for Yamaha and the best part is those Yamaha customers who took the plunge into the new hybrid platform absolutely love the 2014 Viper.

So far, the sleds have, for the most part, proven to be Yamaha-reliable and the use of the Yamaha 1049cc 4-stroke triple has been an amazing success for both Arctic Cat and the Big Y.

For 2015, Yamaha is concentrating on filling gaps in its product line. No, there are no new engine-chassis combos to twist your mind this year.

The most drastic shift is that the Nytro, in all of its versions, has been completely erased from the product brochures. All the other 100-percent Yamaha models from 2014, including the Apex, Vector, Venture and Phazer are still offered in 2015.

What about the gaps? Until now, Yamaha has not been considered a serious player in the mountain market, mostly because of its determination to avoid 2-stroke tech.

The extra weight of a 4-stroke has presented challenges and this year, the new Viper MTX should open some doors in the vertical marketplace.

More than just a Viper with a long track attached, the new MTX offers a repositioned skidframe, the rear heat exchanger has been eliminated and the extra-long tapered tunnel has highly perforated running boards. Ski-stance is adjustable (38-39-inches) and mountain-exclusive wide skis are used.

To accommodate space around the 4-stroke triple, a new steering riser stands steeply angled for optimum stand-up riding.

There’s a super-short, lightweight mountain seat with a very narrow side profile and the MTX uses a mountain-specific slide rail (much higher where the front arm attaches) along with a redesigned front arm to allow the sled to climb-out better when dead-stopped in powder.

The MTX is available in both SE and base MTX variations (SE uses Fox Float 3 shocks up front, Float 2 on the skid’s rear arm and a coilover gas on the front arm). The base MTX uses coilover gassers all around.

Two lengths are available in the SE: 152 and 163-inches. Both SEs come with a 2.6-inch lugged PowerClaw (15-wide). The base MTX is only available as a 153-incher but it also uses a 2.6-inch PowerClaw. A totally cool-looking (orange, blue and white) LE package is available.

We’ve seen video of this sled being ridden in the mountains and it looks impressive. We think the MTX may open some doors for new thinking in the mountain market.

Although it’s not expected to perform as well as the ultra-modded featherweight 2-strokes factory-available from some OEMs, we think the Viper MTX will prove to be a very competent climber in all but the most extreme mountain applications.

One thing is for sure: Yamaha is into the mountain market!

We’ve had a full winter with the new Viper and are really sold on it. Yes, there are a few tweaks we’ve noted it could use but Yamaha has responded strongly with some pure Yamaha changes we think will make this great sled even better.

One change we welcome is the transition to a Viper-exclusive version of the recent Yamaha Tuner dual runner ski. The 2014 Viper used a single runner, deep keel ski that was prone to darting in some snow conditions. The new Tuners are actually 5mm deeper but the extra runner will put an end to the twitchy behavior.

Our experience with Tuners has been these skis don’t actually compromise much as far as turning precision goes. They will appear on all Viper 129, 137 and 141 versions.

A new model called the STX-DX has been added to the 2015 mix. This Viper-based model utilizes the spartan 141-inch skidframe with no couplers, sliding arm or torque links.

It comes with a 1.35-inch Cobra track, steel rear rack, a tall windshield, a heated seat and is available with an accessory 2-up seat and a hard shell touring bag. Coilover gassers are used on this model.

We had alluded to new Yamaha Viper LE models in our last report. Available as 129, 137 and 141-inch upgrades (besides the MTX LE), these gorgeous looking blue-orange sleds actually offer substance.

The 129 RTX-LE comes with a 1.7-inch track and an upgrade to Fox EVOL X front shocks. The race-targeted skidframe uses reinforcing doublers on the rails for added strength. The 137-inch RTX-LE has Fox Airs up front but comes with a 1.75-inch track. The 141-inch XTX-LE is clearly targeted at the freeride market and uses a lightweight uncoupled skid but has a mountain-style tall steering post, mountain seat and skis and a 2.25-inch lugged PowerClaw track.

Orders for the LE series Vipers are only available from February 11 to April 15, 2014 with a deposit. You will not be able to get one in the late summer or fall.

Those who order early will be able to choose between a 3-year warranty, an MPI accessory turbo kit (for the discounted price of $2000) or a performance damper kit (we’ll explain tomorrow).

We’d gamble we’ll be seeing a lot of the new LE series Vipers on the trails next year. These may be the best looking sleds we’ve ever seen!

Two shocks are mounted laterally, one at the front of the sled, under the hood, one at the rear externally right between the tunnel and rear bumper and their damping effect is designed to “calm” the vibration and chassis “noise” generated as the sled is cornered or ridden through bumps (noise is a term used to describe excess working of the co-joined parts of the snowmobile that work in harmony to create unpleasant input).

By damping these forces, the sled actually smoothes out and rides better and those who have tested it swear it makes a difference in handling.

Sound fishy? It really does seem suspect, but the performance damping system is already in use on certain high performance cars in the auto industry and was first introduced to the marketplace by Toyota. Automotive engineers claim it’s very effective and improves any vehicle’s chassis performance.

Yamaha has been testing and evolving this technology for a couple of years and is making it available on all Apex, Vector and Venture models for MY2015 when you early-order a new sled.

Note: the offer is only good from February 11 to April 15, 2014.

Additional Editorial:

+ WHAT THE HECK IS PD?

The Supertrax Magazine / Steadymate / Byers Motorsports Team had a great season finishing strong in points in their respective classes.

Kyle did an amazing job this season for it only being his second year racing. Out of 25 racers, some of which have raced for many years, he finished 6th place overall finishing 8 points outside of 5th. He finished out the season with 4 podium finishes and 4 moto wins.

Jamie had a great year as well finishing on top of the podium overall in 3 of his 4 class. He finished 3rd in both the Semi-Pro Regional Stock and Open classes. In the National Class Jamie finished 3rd in Semi-Pro Stock and 4th in Semi-Pro Open. He had six Top 3 finishes and captured his first Semi-Pro win in Kitchener to end off the year.

Here’s a quick recap of the season:

The season started off in Sault Ste Marie, Ontario with competitors coming from all over Ontario and Michigan. Kyle had tough luck in his Sport 600 final running upfront before getting tangled with another rider finishing 8th. In the Semi-Pro Open final Jamie was running strong in 4th before coming off with one lap to go placing 12th. His Semi-Pro Stock class went much better in the final after starting back row battling his way to a 5th place finish.

The next stop was across the border into Michigan for the Can-Am Challenge in Gaylord Michigan. A great track led to some awesome racing and the team found themselves very comfortable and fast on the track. Kyle competed in the Sport A (similar to Sport 600) and Sport B Classes. Kyle placed 8th in Sport A and rode a strong race in Sport B placing 2nd. Jamie had an awesome weekend in the Semi-Pro class winning 3 moto’s total and finished 3rd in both finals.

Our second National event was held at the Lindsay Fairgrounds where the track was a Supercross style course: very tight. A crash in Kyle’s first race on Saturday took him out of Saturdays racing and his sled was in no shape to race the rest of the weekend. On Sunday he jumped aboard Jamie’s stocker, went out and won one of the moto’s and finished 6th in the final. In Jamie’s Stock Class, he was grabbing every holeshot and in the final was running 2nd before getting taken out on the last lap finishing up 9th. In the Open on Sunday, Jamie finished 5th.

The Georgian Cup in Owen Sound was bumped back a couple of weeks to guarantee more snow a better track for the racers and spectators. Kyle finished 8th in his Saturday’s Sport 600. In Sundays 600 final, Kyle grabbed the Holeshot but got tangled with another rider in the second corner placing him 12th at the flag. Jamie struggled in the stock class starting back row finishing 7th. In the Open Final, Jamie got his third podium finish in 3rd.

Georgian Downs in Barrie held a great event once again this year with action under the lights on Saturday night. Kyle finished 4th in Saturday night’s, extended lap, Sport 600 final. On Sunday, he grabbed the holeshot in the final but fell back early and held on for a podium finish in 3rd. Jamie finished 5th in Saturday’s Semi-Pro Open final under the lights and 6th in the Stock final after coming out of the first corner in 12th.

1,000 truckloads of snow were brought into Hiawatha Downs in Sarnia to make an amazing track for the ISOC/CSRA National Event. Kyle didn’t get to see the track until Sunday morning, therefore was at a bit of a disadvantage to some of the other racers in the class that had raced in the 500 or Semi-Pro stock class previously. Tough moto races qualified Kyle back row for the final where he battled his way up to 6th for the finish.

Jamie qualified for the ISOC Semi-Pro Open final on Friday night finishing 10th. In the CSRA Semi-Pro Stock Final, Jamie grabbed the holeshot and led for half a lap before getting tangled up with another racer throwing him off the sled. He was able to get back up and finish 8th. He had great runs in the Open motos with 1st and 2nd finishes. Unfortunately in the final Jamie experienced bad luck and a mechanical failure on the 2nd lap but was able to hold on for 7th.

The next Regional event took place up in Kirkland Lake. Kyle was very fast on Saturday having strong moto finishes and a Podium 3rd place in the final. On Sunday, the track condition changed and was firmer. Kyle experienced bad luck and came off in both motos and didn’t qualify for the final. Jamie had a good run in the Semi-Pro Open final finishing 3rd at the checkered after going off the track on the second lap. Jamie didn’t compete in the Stock Class as he headed out to Montana with the Supertrax Crew to shoot the 2011 sleds.

Warm weather previous to the Kitchener event had all the racers wondering if it would be a go. Surprisingly the CSRA was able to pull it off and make a great track. Kyle held on for the Podium 3rd place finish in Saturday’s Sport 600 but unfortunately did not qualify for Sunday’s final. Jamie came out flying in the Open class and led the Final from start to finish for his first Semi-Pro Final Victory. In the Stock class he had another great run grabbing the holeshot in the final but blew a berm and battling back up for a 3rd place podium finish for the last race of the season.

Jamie, Kyle and (mechanic/owner) Rob Byers would like to thank all the sponsors for their amazing and continued support this season: The Lester’s from Supertrax Magazine; Larry/Dorothy from Steadymate/Kinedyne; Jeff from Gamma Sales; Dan/Tom Jr & Sr/Bill/Norm from Polaris Industries; Rob from Amsoil; Brian from Dayco; Rick/Larry from Woody’s; Don from Creechers Design; Dwayne from CM Sports; Victor from SledPro; Paul from Powermadd; Steve from TekVest.

Thanks to our Great Sponsors:

Supertrax Magazine, Steadymate Tie downs, Byers Motorsports- Polaris, Gamma Sales, Amsoil, Creechers Design, Woody’s, Fly Racing, CM Sports, Dayco, Powermadd, TekVest, Sled Pro Photos credit Dwayne Young, CMSports.com