Sledguy74

not sure if i still have this issue at home, but the older ones do have more pages than todays

For those who remember the sleds of the 90s like me, I thought I'd share this article from snowgoer.com Below are the words, pulled from the August 1992 issue of Snow Goer, introducing the 1993 Polaris lineup. Highlights for Polaris that year include the introduction of the Indy Storm and expansion of the XLT lineup. Enjoy. Page 90 from the August 1992 issue of Snow Goer magazine 1993 Rode Reports Polaris: New Standards In Performance The past few years Polaris has made a habit of bringing us one all-new sled for a given model year, while at the same time making incremental changes to the entire line. It’s a philosophy that results in a very refined snowmobile, while still keeping hungry sledders satisfied with the new introduction. And it’s worked just fine for the Roseau, Minnesota, sled builder. So, it’s no surprise that they followed this same philosophy for the ’93 season, except that they’re offering us two totally new sleds, and some major revisions on the rest of the line. The biggest news, literally, is the new Indy Storm and Storm SKS. Built around a 744cc three-cylinder, case-reed inducted engine, the Storm is Polaris’ raging beast. The motor is entirely new, and Fuji-built. Three Mikuni VM38s handle the feeding chore, and three tuned exhaust pipes with a single “dump” cannister make it breathe. The motor itself is mounted a full two inches lower in the chassis than previous motors in the same chassis, effectively lowering the center of gravity by a significant proportion. While the chassis on the Storm is standard Polaris issue, the boys from Roseau have made sweeping refinements in all areas of its assemblies. Most noticeable is the new ITS (Improved Transfer Rear Suspension). First introduced on the pilot-build Indy XLT last season, the ITS is positioned two inches further forward than the Dial-Adjust rear, thus allowing a much quicker weight distribution. The ITS doesn’t have the progressive linkages of previous years and the wheels have been moved to the inside of the rails. Polaris now has six inches of travel. Up front, the IFS suspension delivers 6.25″ of travel, with adjustable-preload shocks. Ski stance is 38″, and the skis are curled-edge models (for added strength) with carbide runners. The Storm will also receive the new top­mounted, one-piece liquid cooled brake (as will the ’93 XL and XCRR). And, along with all other models with hydraulic disc, the lever itself has been changed with greater distance between itself and the handlebar. The chaincase cover on the Storm, and all Indy models, is a new ribbed design that is more rigid and durable. The seat on the Storm is a one-piece design that incorporates the fuel tank base. Also on all ’93 models, the plastic fuel lines have been replaced by rubber units, effectively reducing kinking. Radius rod thickness has been increased and the rod ends have been made stronger, along with grease zerks added to the ski spindle where the ski pivots. Additionally, the heat exchangers (on all Indy 500s and larger) are of larger capacity with flared fittings, and a 13-plate chain is used for increased drivetrain durability. A chaincase dipstick with a magnetic end is also used (on most Indy models) for easy sight reference and to pick up metal shavings. 1993 Polaris Indy XLT Special, as scanned from Snow Goer magazine’s August 1992 issue While the Indy XLT (Xtra Lite Triple) isn’t new in ’93 (there was a small pilot build last Winter), this will be the first year the three different XLT models will be available in full production. The big news with the XLT, XLT SKS (133″ longtrack version) and the XLT Special is the motor. The 579cc liquid three-cylinder Fuji is a real giant-killer. The cylinders are a single-casting, as is the cylinder bead, to reduce width and weight of the entire motor. In fact, Polaris claims the XLT engine is lighter than the 488 twin! The new triple has three Mikuni VM34 carburetors, and a newly-designed 3-into-1 exhaust manifold empties into a single expansion chamber. As with most of the Indy models, the XLTs come with the new ITS rear suspension. The XLT Special features Fox gas shocks on both the front and rear suspension (with a revalved rear shock from last year’s pilot-build), while standard shocks are used on the standard XLT and XLT SKS . Choice is the key here, as the XL T Special is built for the more aggressive rider, the XLT SKS for deep­snow conditions and the standard XLT for, well, standard conditions. The Special and standard XLT will both feature a 38″ ski stance, while the SKS will be a narrower 36.5″. Like all of the ’93 models, the XLTs will receive a new plated brake disc that fights against corrosion, and the P-85 primary clutch will now have a chrome-plated shaft. Additionally, the plastic seat base will have added “ribs” to reduce warpage, and the parking brake has been changed to include only two serrations and an indicator light. A new style seat that’s 1.375″ thicker and reshaped for more support has also been added, as it has on the Indy Sport, Classic, RXL and Storm. And, as on all Indy models for next season, the XL Ts will have improved suspension wheels with more durable bearings and lubrication, and a dual set-screw has been added to the jackshaft bearing mount for longer life. Four track drivers on the XLT, RXL and Storm minimize the potential for track ratcheting, while also improving power transfer to the track. The Indy 500 EFI and EFI SKS will see a move to the ITS rear suspension and a top­mounted hydraulic disc brake, in addition to the specific changes mentioned above. The Classic and Classic Touring are the Polaris luxury sleds for ’93, the Classic a single­rider version, and the Classic Touring a long­track (133.5″), two-up version. Both models will see the new ITS rear suspension in addition to keeping the 488cc liquid twin. Page 92 of the August 1993 issue of Snow Goer magazine The trail-eating Indy XCR will see the addition of a totally new, adjustable torsion bar for ’93. The adjustable bar uses heim­joints for adjustability. The aluminum torsion bar is housed in a 4130 chrome-moly housing and is stiffer than the traditional Polaris sway bar while also providing a more direct transfer. The result is greater adjustability for different types of racing and more positive cornering in all conditions. The XCR will also receive the new top-mounted, liquid-cooled brake with heat-dispersion paddles, but will retain the SP-style rear suspension. All four Fox gas shocks on the XCR have been revalved for improved performance as well. The standard Indy 440 will have a long­tracked brother in ’93, called the Indy 440 SKS. In addition to the changes mentioned previously, both Indy 440s will have the top­mounted brake and ITS rear suspension. A 38″ ski-stance will come standard on the Indy Trail, and the Indy Trail deluxe will feature the 440 fan-cooled twin for power instead of the 488cc twin. The Indy Sport 440 will now have a larger 11.9 gallon fuel tank, a standard­ equipped front bumper, handwarmers and top-mounted brake. The big news for the Indy Lites and Star­lites is the change from direct-drive to chaincase for ’93. Going with the conventional chaincase design has improved the performance of the Lites significantly, both in terms of acceleration and top speed. The Indy Lites and StarLites will see a 121″ block track this season, with an upgrade to the Sport-style long travel suspension. Water traps in the carburetors on all the Lite and StarLite models minimizes the potential for water entering the carbs. Yet another new model for Polaris this year is the Indy StarLite GT, an entry-level work and play sled which features a 15- by 133-inch track, coupled with the 244cc fan-cooled single. The GT will also feature a two-passenger seat with cargo rack, as does the Indy Lite GT. Advertisement Page 93 of the August 1993 issue of Snow Goer magazine

never looked at the number lol

Polaris Stop Ride/Sale Update: The Fix Is In October 13, 2022 By John Prusak Great news for owners of Polaris snowmobiles: After months of waiting, the repair for Polaris fuel pumps at the center of a stop ride/stop sale edict have been approved and are being shipped to dealerships. “Dealers have received the repair instructions, training materials and have the ability to order repair kits,” Polaris’ Jess Rogers said in an email to the snowmobile media on October 13. “Additionally, we have implemented the fix on MY23 SnowCheck snowmobiles and shipments have resumed.” In a later email, Rogers added, “To help ensure all dealers have access to repair kits as we ramp up service repairs, Polaris is allocating the repair kit shipments. Dealer will start receiving kits as soon as next week and will continue to receive allocated repair kit shipments regularly as our team continues to kit repair parts as we receive them from our suppliers.” On August 30, Polaris announced the stop ride/stop sale mandate, saying that 230,000 snowmobiles built between model years 2013 and 2023 should be parked due to a fire hazard related to electrostatic discharge from their Walbro-built in-tank fuel pumps. You can read full details here. Rogers’ email said that customers “should contact their Polaris-authorized dealer to schedule a free repair service.” She said the sleds should not be ridden until the repairs are made, and if the sled needs to be started (to load it on a trailer to bring it in, for instance) customers should top the tank with fresh fuel before starting it. Polaris Vice President and General Manager of Polaris Snowmobiles Jenny Nack said in a statement, “We deeply appreciate our owners and dealers for their patience as we have focused on finalizing the repair for this stop ride/stop sale. Our team has been working tirelessly on this solution so our owners can have confidence in their sleds, get on the snow and enjoy the best season of the year.” Insiders at Polaris have told us that teams of workers are being scattered throughout the Snowbelt to help dealers process the 10 years worth of recalled sleds as efficiently as possible. With cold weather starting to seep in across the Snowbelt, getting both new and used sleds updated as soon as possible is a major focus.

Permit arrived !

permit ordered !

I’ve never complained about the price of a permit and never will, won’t have a trail network without it

Ontario Snowmobile Trail Permit Fee Increase Posted on 29 Sep 2022 | by OFSC (Barrie, ON: September 29, 2022) – The Ontario Federation of Snowmobile Clubs (OFSC) is announcing a $5 permit fee increase for 2023 Seasonal and Classic Ontario Snowmobile Trail Permits. The increase does not apply to Multi-Day or Special Event Trail Permits. Permits and Permit Gift Cards sales commence online October 1, 2022. Well below Canada’s current inflation rate of 7.0%, this modest permit fee increase ensures that trail riding will remain as affordable as possible for Ontario snowmobilers this season. At the same time, it also enables the Federation to keep pace with rising operational costs and allows us to make considerable investments in the groomers, trails, and infrastructure required to deliver Ontario’s premier winter tourism activity. “The OFSC remains committed to providing the best snowmobiling experience possible and that means continued investments in all aspects of our operations,” said CEO Ryan Eickmeier. “We are confident that this is a fair and balanced approach, with additional revenue being invested directly on the snow. We look forward to seeing everyone enjoy the 30,000km+ of OFSC trails this winter, made possible by thousands of club volunteers.” The fees for 2023 Ontario Snowmobile Trail Permits are: Seasonal Permit Purchased prior to November 2, 2022: $200 Purchased November 2, 2022 to December 1, 2022: $230 December 2, 2022 onwards: $280. Classic Permit Purchased prior to November 2, 2022: $160 Purchased November 2, 2022 to December 1, 20221: $160 December 2, 2022 onwards: $190 Special Event Permits $45 The permit fee increase was endorsed by the OFSC membership and based on an approved business case submitted to the Ministry of Transportation of Ontario. Ontario law requires a snowmobile entering an OFSC Prescribed Snowmobile Trail for recreational riding purposes to display a valid Ontario Snowmobile Trail Permit. For questions to schedule a media interview with the OFSC please contact Andrew Walasek at awalasek@ofsc.on.ca or by phone at 705-739-7669 x251.

I’m just waiting to hear when to take mine in for the update

apparently Dufferin Grey ATV club and Scott Reinhart trailers will be attending the open house as well

yes i took it from the show website, thought people should know the $3 ends Sept 30

Advanced Tickets on Sale - Save $3.00 Now! Discount Rate Expires Sept 30, 2022 **TICKETS MUST BE PRINTED and handed in at the entrance. About this event IT'S BACK - The 35th Annual NFP Toronto International Snowmobile, ATV & Powersports Show! **TICKETS MUST BE PRINTED and handed in at the entrance. Don't miss The WORLDS Largest Snowmobile, ATV & Powersports Show, The 35th annual NFP Toronto International Snowmobile, ATV & Powersports Show this October 21-23, 2022, International Centre, presented by AMSOIL. Mark your calendars now! Friday October 21, 1pm - 9pm Saturday October 22, 10am - 7pm Sunday October 23, 10am - 5pm The 35th Annual NFP Toronto International Snowmobile, ATV & Powersports Show is one of the most interactive and family friendly Shows, with more things to do and more things to see. Powersports enthusiasts come from around the world to be a part of this yearly adventure. Adult Admission is $25. Ticket can also be purchased at the gate. From now until Aug 31, you will receive $3.00 OFF Adult Admission with on-line tickets. Proudly Presented by AMSOIL, Snowmobiler Television (STV), OnSnow Magazine (OSM) and ATV WORLD Magazine, the 35th Annual TISAPS will hit the International Centre, October 21-23, 2022, planning is already underway... Don't miss it! WWW.TORONTOSNOWMOBILEATVSHOW.COM

I see Royal has their fall tent sale on starting today,

Permits go on sale October 1 2022 I believe.