After slugging 24 ounces of Mountain Dew and downing some sugar-infested donuts, the caffeine and glucose-induced alertness finally kicked in as we headed north to the St. Croix State Forest near the Minnesota and Wisconsin border.

It was our first “real” ATV ride of the season in the upper Midwest. Sure we had spun some rubber elsewhere in the country, but it was our first ride of the year with our own staff ATVs that we were able to ride near home. We had been to the area before. We’d used a portion of the ATV trail on some rides during our first couple of ATV Trials events. We liked the trails so much, we decided to go back.

The St. Croix State Forest offers 45 miles of trails. ATVs and dirt bikes are allowed on the trails. They are rated as difficult, which are suited for intermediate and expert ATV riders. Throughout the state forest there are five separate parking areas, one campground and five primitive camping areas. The Boulder campground is located on Rock Lake. A forest road, which is available for use unless posted closed, leads from the campground to the forest trails.

A Rocky Mix

We got lucky choosing the day we planned to ride. It had been a rainy spring, but it was a perfect, sunny day with temperatures reaching the mid-70s.

Our starting point was in Danbury, Wis., along the Gandy Dancer trail. The Gandy Dancer trail is an old railroad line turned into a multi-use trail. Technically, it begins in St. Croix Falls, Wis., and ends in Superior, Wis. However, only a portion of the trail is open to off-road vehicles.

We crossed the St. Croix River via a high wooden bridge checking out the views along the way. Once on the other side, we were in Minnesota. After clicking through all the gears as we sped up the Gandy, a left turn brought us to some twisty trails and the St. Croix State Forest OHV trail system. We decided to ride on a 15-mile loop and sped off on our two sport quads and one sport utility ATV. With the recent rain, we dodged puddles and maneuvered through some deeper and unexpected standing water. On this loop of the trail system there’s one other thing that does make it for intermediate riders – rocks and lots of them.

Most of the rocks are medium sized and most ATV riders can ride over them, which adds to the fun. There are long sweeping turns, switchbacks and hill ascents and descents that make the trail fun and challenging. The trail is narrow in spots so riders must use caution and watch for oncoming traffic. We shot around the loop three or four times, resting at our starting and ending point.

Low on gas and near lunch time, we rode back into town. Once our machines and we were fueled up, we ventured back out. This time, though, instead of doing the loop again, we turned onto a 7-mile feeder trail. While we remained mostly dry during the morning, that wouldn’t be the case in the afternoon. The trail was wider and smoother, but littered with more puddles. We steered around what we could, but often had to blast through them. And, those who’ve ridden a sport quad before know they don’t offer much protection. When we reached the end of the trail at a parking lot, we were soaked, and not looking forward to the wet ride back. We brought it down a notch as we made our way back to our starting point. After clicking off several miles and with our wet gear, it was time to call it a day.

The St.Croix State Forest trail system treated us right. And on the Monday we visited the area, we met only three other ATV riders and two dirt bike riders on the trail. Not bad considering the area can get congested on the weekends that sometimes spills over into the week. With the riding done, the exhaustion of a good day’s ride set in on our drive home. This time, though, we didn’t need any sugar or caffeine to keep us awake. It was definitely time to rest.

John Prusak is Group Publisher of ATV Magazine and Snow Goer magazine. He has more than 15 years experience riding snowmobiles and ATVS and just as much experience writing about them. Come along on many other riding adventures at http://www.atvmagonline.com/category/destinations/

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The Chance Arrives

The first thing I noticed was the nice building at the trailhead. Inside the building were showers and clean bathrooms. There was a vending truck parked next to the building set to serve hot dogs, hamburgers and anything else a tired trail rider may need. Across from the building was a place for hosing off dirty ATVs – a plus in my book.

I was greeted by Richard Mull, one of the park’s co-owners and the main architect of the park. He was happy to show me around.

Time to Find Out

Mull let me ride one of his own ATVs. It was an old Yamaha Big Bear 400; he rode a Yamaha BearTracker. Together we disappeared into the hills to explore the land nestled in the Brushy Mountains. The first trail we hit looped around a ridge and led to a clearing with a great view of the valley below. Continuing, I was surprised at the amount of elevation change. He took me on the “beginner” trails first to get a feel of the land and its variety. All the trails are clearly marked and use a ranking system similar to that on snow slopes. A green circle means the trail is easy and can be ridden by beginners. A blue square is for intermediate riders. And the black diamond is for advanced riders only. For the time being, we meandered on a green trail. The trail was wide and had multiple lines, including those around obstacles.

On the green trails, the hillclimbs were mild and there were several off-shoots – most of them marked with blue squares and black diamonds. I hinted that maybe it was time to up the skill level of the trails – so Mull took me to the harder trails. The blue trails were much harder than the green trails; they had a lot of abrupt elevation change and nice mud holes. Mull said that some of the trails hold water for almost the whole year, while others can dry out. The trails were tacky from rain the previous week, so traction was great. Even when things are bone dry, Mull said the trails deep in the woods retain moisture well. Some of the hillclimbs were a little extreme for “intermediate” status, making me wonder what I was in store for on a black-diamond trail!

The blue trails were more muddy and tighter than the green trails. A lot tighter. If you are looking for twists, dips and turns, these are the trails for you. But all things must come to an end, and we had to hit at least one black diamond trail. Even on his BearTracker, Mull was happy to hit the hardest of the trails. He wasn’t kidding, these are black-diamond trails indeed. Imagine hillclimbs where there is no choice but to finish it out. These are the kind of trails that can catch unsuspecting riders off guard. So it is imperative that everyone in your riding group is an advanced rider before you hit these ATV trails.

As indicated, the trails are marked for difficulty, but they are also numbered. A map shows all the trails and also their difficulty, and the trails are well marked throughout the system. Plus, if you need to get back to the main office, most trails have signs that direct you so you don’t have to consult the map. One thing I did appreciate on the BMMS trails were their one-way nature, so there was no risk of blowing a corner and meeting another rider head-on. This contributes to safety, and allowed us to ride at a faster pace than normal.

The Story

Mull started this project years ago. Originally, the project began in an adjacent county, but was derailed when local environmental groups complained to the county board. After trouble at a meeting one night, Mull thanked everyone for coming and said he was taking his money and idea elsewhere. After a little more searching, he found another piece of property and started again. Citizens near the second site (near Hickory, N.C.) were happy to have Mull and his park.

“I started this because I was able to ride everywhere when I was a kid,” says Mull. “Now, I want my kids to be able to ride in a good area, too.” He also wanted to give riders the trails and facilities that he thinks is lacking in North Carolina. “There aren’t a lot of riding areas in North Carolina,” he explains. “And where there is riding, the areas are overcrowded with too many riders.”

Thus BMMS opened.

Rules

If you go, there are some rules you must follow. First, is age guidelines. BMMS strictly adheres to the manufacturer guidelines on engine sizes. That means that no children younger than 16 years old can ride a machine more than 90cc. Children aged 12 to 16 must stay on machines 90cc and less. And those aged 6 to 11 can ride machines 70cc and less. Safety gear is also strictly enforced, and riding double is not allowed.

Mull is strictly enforcing a sound limit for all machines on the trails. A 99dB limit at 3,500 rpm is enforced and all silencers must have a USFS-approved spark arrestor.

These rules are a necessary thing in this age of litigation. Mull says in order to maintain insurance on the park, and not open himself to a financially devastating lawsuit, the rules are strictly enforced. He also said he is not afraid to turn patrons away if they do not follow the rules of the park. In short, call before you go to ensure you comply with the rules.

The rules are in place for everyone’s safety and, in my opinion, they enhance the riding experience because you know everyone is serious about having fun on these beautiful trails!

John Prusak is Group Publisher of ATV Magazine and Snow Goer magazine. He has more than 15 years experience riding snowmobiles and ATVS and just as much experience writing about them. Read more ATV riding adventures from John and his staff of editors at http://www.atvmagonline.com/category/destinations/

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Meet the Candidates
How is one to decide? Polaris makes a strong case for both the mid-size Sportsman 400 H.O. and its full-size 500 H.O. model – the 400 is a new entry level machine with big boy features, while the full-size 500 offers a larger engine and a slight price penalty. With such a narrow difference in fiscal policy (a.k.a. price), the choice seems fairly insignificant.

As you dig in to the specifics, though, you’ll see there are some meaningful differences that must be aired out – namely how the 400 spins the truth and actually packs a 455cc single cylinder engine from the departed Sportsman 450, whereas the 500 meets expectations with a 499cc unit in office for a decade. Looking at dry weights, obesity being a key issue and all, there’s a 91-pound advantage for the 400 – 605 pounds versus 696.

The wheelbases also offer a stark contrast. The 400 is 4.5 inches shorter than the 500, which makes for a more manageable package for less experienced riders, or loading up in a crowded toy hauler. Let’s not get bogged down in contrast – there’s a lot in common here, too. Both rigs have carburetors and liquid cooling, are suspended by MacPherson struts in front and IRS out back, display vital statistics through full instrumentation and divide power with the company’s selectable “true” on-demand all-wheel drive. Sounds even-Steven but we’re nowhere close to naming a front runner.

The Initial Debate
It was time for some face time, a true knock-down-drag-out debate. Forget Iowa, New Hampshire or the Carolinas, we’re outdoorsmen here at ATV Magazine and headed for the snowy trails of northwest Wisconsin to pit the candidates head-to-head.

Just thirty seconds into our trail ride, and with only 2 miles on the odometer, we noticed the four-wheel drive wouldn’t engage on the 400. We were unable to self-diagnose the problem. A tough first debate had now raised some potentially serious character flaws with the red candidate.

Even though our destination was snow-covered and slippery, 4WD wasn’t essential and we continued along the undulating, scenic woods trails. Switching off between the two clearly illustrated a disparity in suspension performance. Our 500 rode like so many Polaris 500 H.O.’s before it – soft. Bumps are absorbed to the point of elimination, for a fatigue-free experience. Credit that to the 500’s ample 8.2 and 9.5 inches of suspension travel, front and rear, compared with 7 and 8 for the 400. Acceleration is moderate, body roll isn’t a concern, controls are where you expect them and it feels like a true-blue, full-size machine.

Bruised, but still fighting, the 400 motored along like the underdog it was – lighter and less bulky. Two testers, tall and taller, both felt comfortable on the downsized ride and appreciated its tossability. The four-hundo still delivers that trademark cushy Polaris ride, but whether it’s firmer dampening rates, different suspension geometry or the shorter wheelbase, there is less rider comfort. Instead, riders get a sportier feel than the 500. Lower fenders and three inches less width for the 400 back up the smaller, playful feel imparted by the lower curb weight.
This round’s a draw.

The Power to Change
Finding a clear victor is easier when it comes to raw power. Polaris says the 500’s mill generates 35.9 peak hp, and 31.1 pound-feet of torque at 5000 revolutions, while the 400’s 29.2 peak hp and 24.6 pound-feet of torque scrambles to catch up.

There’s that weight difference, though, and for that very reason, we pulled out the radar gun and did some acceleration testing – never a bad way to kill some time on a deserted country road.

Less weight and more petite dimensions were not enough for the 400, which was soundly outrun by the faster 500. It took 101 feet for the 400 to hit 30 mph, while the 500 accomplished the same task in less than 90 feet. After putting on several miles, and frequently switching between machines, the numbers weren’t a surprise. They’re both fairly close, and can hang with each other on trails, but the 500 wins the speed voters.

Kitchen Table Issues

More time with the candidates brought out some of the finer points of contention – matters of performance, harshness and tone.

On paper, there’s nothing different with the duo’s braking packages. Both offer single-lever hydraulic discs up front and a hydraulic rear foot brake – traditional single-lever braking. But, then you look at the actual record. Our 400’s braking was noticeably front-loaded, with nearly all of perceived braking force sent to the front wheels. Around slippery corners, it was enough to send the machine into instant understeer. Braking on the 500, on the other hand, is a model of consistency – exactly what you expect, when you expect it, and without the front-heavy bias.

Ergonomics are another battleground for any consumer cross shopping these two. As both of our testers were above the 6-foot mark, we were surprised to feel comfortable with both. The trimmer 400 felt like a 9/10ths scale quad designed for smaller riders, but it’s still spacious enough to appeal to the masses.

With all things being equal, noise, vibration and harshness can make a big difference to fickle comparison shoppers. Why go with one, when another is less irritating? To that end, neither single-cylinder engine is all that high-tech or polished. Since this is a debate, after all, we’d be remiss if we didn’t give it to you straight – the age-old 500 vibrates less, a nod to its years of refinement. While the 400 is not harsh, there is more engine and chassis vibration that makes it to the rider. There’s no landslide here, but the Sportsman 500 is the smoother operator.

Wedge Issues

Moving past the big-ticket questions, there are a few small differences worth mentioning. You never know what’s a deal breaker with pesky issue voters. First up, while it has most of the full-sized features of the 500, the 400 does not have low-range or parking gears.

If you’re shopping for a Polaris Sportsman, you’re probably excited about that storage bin under the front rack – we love the feature and use it every chance we get. A smaller space, combined with service access to the radiator and battery charger plug creates a smaller cubbyhole on the 400. It’s still usable storage, but 500 H.O. buyers can be more of a pack rat up front and they get an additional storage box under the rear rack.

Instrumentation is another area that shows some minor cost cutting on the 400 – its all-digital gauges are not as readable as the digital-and-analog display on the 500. There’s also a pod light on the 500. Hey, this is a campaign, and every little detail counts.

Damage Control

As the sun was setting and the trail reached a dead end, it was time to turn around and head back to the trailhead. We gave it all we had for a powerslide-filled trip back, trying to make the final call on these two opposing rides. The truck’s always a good place to think.

Back at the shop, we decided to dig up some answers on the 400’s faulty 4WD system. Polaris service technicians later poked around, prodded and told us that a snap ring either popped out of its groove in the main gear case, or it was never seated at the assembly line. When the power was transmitted through, it pushed against the snap ring until the pinion gear on the snorkel shaft was no longer making contact – hence, no front-wheel action.

Surely a problem bound to be cast in a harsh light by the media. Not so! ATV Magazine has a proud history of objective reporting. Such driveline problems are rare for any mainstream manufacturer, and we’ll cautiously attribute it to a one-off blunder.

Election Day

Trying to nail down a winner, the media rehashed the same old questions. Who’s the ideal buyer for the smaller 400? Who should go with the larger 500? Is there enough of a difference between them? And, which would us testers go with, if we had to make the call for ourselves?

Our vote? The Sportsman 500 H.O., for its full size, super-plush ride, low range, higher speed, more torque and the fact that a Sportsman 500 has never been priced so low. Whether it’s work or play, and we like both, there are plenty of reasons to justify the extra $400 spent. Store more gear, haul more butt, pull more stuff.

By contrast, those maybe aren’t major compromises for someone who appreciates the simpler operation, more managable dimension and lighter weight of the Sportsman 400 H.O. It may offer more of the important-to-you features than any other quad in its class.

What’s right for you? That’s your call. But if you’re like us, and you’re looking for a full-size worker and a lively trail rider, mark your ballot for the Sportsman 500 H.O.

For more articles like this, please visit http://www.atvmagonline.com to get the latest news and info in the ATV industry!

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