UNITED STATES CROSS-COUNTRY SNOWMOBILE RACING SERIES USCCRACING.COM

TOUR PROGRAM2011

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5 MEET THE USCC5 STILL FRAMED6 CLICKED8 COURSE MARKER10 SEVEN CLANS CASINO11 NATIONAL GUARD12 PROFILE - BRIAN DICK14 THE VENUES18 THE CONTENDERS24 CROSS COUNTRY 10126 THE LEGEND RETURNS

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WHAT'S INSIDE

FOR ADVERTISING INQUIRIES CONTACT1-888-661-7469President & Publisher: Richard Kehoe

Editorial Director: Pat Bourgeois

Managing Editor: Rick Bloye

Technical Editor: Jeff Edwards

Assistant Editor: Jim Urquhart

Art Director: Darryl Aspin

Production Manager: Tendra Crossman

Photographers: Tyler Mathwich • www.tylermathwich.comVirgil Knapp, Paul Mason

General Manager: Michael Blakoe

Sr. Manager Sales & Marketing: Andrew McEwan

Advertising Sales: 1-888-661-7469 Andrew McEwan, Brad Stokes, Laurie Trombley, Warren Geer

OSM Subscriptions 1-888-661-7469 or info@osm-mag.com

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www.usccracing.com P.O. Box 273Minto ND 58261Phone: 701 248 2029Fax: 701 248 2029

USCC PROGRAM PRODUCED AND PUBLISHED BY ON SNOW MAGAZINE

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From wind blown ditch lines and twisted rivers to frozen lakes and drifted fields, the racers of USCC cross-country tackle it all and it takes a special breed of photographer to capture the action. Fortunately USCC works with a pair of top-notch shooters who battle the elements and get the shots regardless of conditions. For the past several years, top shelf shooter Tyler Mathwich has captured nearly every racer and every race USCC has hosted. In fact, Tyler took nearly all the photos found in the 2011 USCC National Guard Cross-Country program includ-ing the cover photo of last year’s champion Bri-an Dick. You can view all and purchase any one of Tyler’s cross-country photos at his website www.tylermathwich.com.

Behind the lens for the 2011 season is Jim Urquhart. Jim has worked with the team at USCC since 2008 and has been photographing snowmobile racing for ten years. You’ll be able to check out all of Jim’s USCC pics this winter via the photo link at www.uscracing.com.

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USCC

STILL FRAMED

For 2011, the USCC will hold races in five states from North Dakota to Maine. It takes a lot of people to put together a cross-country race and many of them are never seen or appreciated. Here are some of the people who make sure each USCC event is a success:

Rick Beasley, FlagmanChris Evenson , Course setterJustin Mitzel, Course setterSteve Ray, Course setterDerek Anderson, StagingChad Bjornaby, StagingDraper Lundquist, StagingPhil Zimple, StagingBrady Grant, StagingDan McDonald, Tech DirectorScott Schuster, TechRodney Riskey, TechLorraine Riskey, RegistrationMary Mach, RegistrationLisa Mach, Registration/ScoringLonnie Thompson, TimingHarold Mach, TimingChad Colby, Marketing DirectorDon Jorstad, Track AnnouncerNoel Schanilec, Sponsorship DirectorLee Gudajtes, I-500 course coordinatorRoger Gorder, I-500 course coordinatorErik Frigon, USCC East Coordinator

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Gabe Bunke takes fuel in the I-500. He’s finished second in the race a few times, can he win this year?

In snowmobile cross-country racing, racers don’t drive the wheels off their snowmobiles - they drive them through!

Nick Roehl learns the hard way that running out of gas is not fun.

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7

The sixth rule of cross-country: You never see another rider until you crash, at which time, there is usually at least one other rider who sees the whole thing.

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Sorry ladies, Arne was married this summer so he’s off the market!

“Yes Chad, the bandages are real, and yes, it was cold out there.”

When you announce as many I-500s as Don Jorstad, you get cool

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The USCC National Guard Cross-Country Snowmo-bile Championship has

its own race program! This is a first for the USCC and is something we’ve been work-ing toward for the past few seasons. What you hold in your hands is the culmination of nine years of work the USCC and its racers have put into cross-country snowmobile racing. Our friends at On Snow Magazine (OSM) have produced a professional-look-ing Race Program for us that expands the scope of the race circuit and gives fans a look inside USCC to expose the personali-ties behind the circuit.

A lot of people ask me why I started the USCC. There’s not much to tell other than I love cross-country snowmobile racing. I grew up idolizing guys like Brian Nelson and

Archie Simonson, and I knew that someday I wanted to race just like those guys. But life sometimes gets in the way, and after high school I went to college where I played baseball. The whole time I was there I was thinking about going cross-country snow-mobile racing. Once I graduated I bought my first race sled, a 1991 Prowler Special. That started a Pro race career that lasted over a decade.

Then, in the fall of 2002, cross-country guys like me were suddenly left without a place to race. I took it upon myself to put together a survey that I sent out to every racer I knew. It basically asked if they would be interested in racing cross-country again and the majority of them said yes. So I knew there were a bunch of guys out there like me who didn’t want to go sno-cross racing and had nowhere to race. That’s when I decided to start the United States Cross-Country Snowmobile Racing Association, or USCC.

Our first season was 2002-2003, and from the beginning I tried to make sure the schedule held true to traditional cross-country venues, while at the same time exploring new ones. One race I knew we had to do was the I-500. It is such an im-portant race for cross-country snowmobile racing and for the sport in general. We’ve

been very fortunate to have Seven Clans partner with us for he past seven years to put on this race. There is no doubt that this race is the USCC’s flagship event and you can read more about this race elsewhere in this program.

Cross-country is all about grassroots rac-ing, but USCC’s early races were the epito-me of the term. With just a handful of Pros and a core group of racers, we used to fit the entire group into the USCC gooseneck trailer for the driver’s meetings early in the morning on race day. Now, nine years later, we have so many racers we have to use a public address system so everyone can hear what’s being said!

There’s something special about cross-country racing. You don’t need anything fancy to do it; all you need is a good trail sled, a bit of riding skill and a lot of prac-tice. Cross-country racers aren’t racing each other, they’re racing the clock. Suc-cess is a result of skilled setup, a fast, consistent rider and a bit of luck. It’s the ultimate challenge for man and machine, and for many it brings a satisfaction noth-ing else in the sport, or for some even life, can bring. This race program gives us a chance to share just a little bit of what we do with you, the snowmobile racing fan. We’re proud of what the USCC has accomplished in the past 10 years and we’re looking to keep moving forward. We invite you to fol-low along as a fan or even as a racer.

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MARKERLETTER FROM USCC PRESIDENT PAT MACH

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SPONSORS

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The Red Lake Band of Chippewa Indi-ans is part of the Algonquian family of aboriginal North Americans. Red

Lake operates three casinos all under the Seven Clans Casinos brand and they are located in the heart of USCC racing terri-tory in the communities of Thief River Falls, Warroad, and Red Lake.

The casino in Thief River Falls plays host to the USCC Red Lake I-500, perhaps the most prestigious race in snowmobiling as well as the Red Lake 200. The Warroad casino hosts the final race of the season in March and it has become a race that carries a lighthearted atmosphere and one racers always look forward to. Last season the three races were combined to form the 7-7-7 Challenge, a three-race points championship within the USCC Championship that offered rich payouts to the winners.

The USCC and Seven Clans have had a long-lasting relationship. Seven Clans be-came the host for the Red Lake I-500 in 2004 and have been gracious hosts to the race since. Ray Brenny is Chief Operating Officer for the Seven Clans casino in Thief River Falls and is one of the people who work behind the scenes each year to make sure the race is a success.

USCC: How did the relationship with USCC and seven clans get started?Ray Brenny: We started running the I-500 from Thief River Falls over to the Red Lake Indian Reservation and it’s been pret-ty successful. It’s been growing and each year we set a new high mark for racers and people who come out to watch.USCC: What do you like about working with the USCC?Brenny: The USCC is always easy to work with and they have the best intentions in mind for both sides. On race weekends we fill up the hotel, casino and water park. USCC race weekends are always big week-ends for us. USCC: Why sponsor a race like the Red Lake I-500?Brenny: When we originally sat down with Pat Mach to talk about sponsoring a race we looked at what they had to offer and just said, “Let’s go with the biggest and best,” and that’s the I-500. USCC: What are the benefits of being in-volved with the USCC?Brenny: This is snowmobile country and sponsoring the USCC is great way to get in front of people so they recognize whom we are and that we support snow-mobiling. With Arctic Cat and Polaris both

in this area it’s a hotbed for the sport and it makes Seven Clans and USCC a good match.

A LASTING RELATIONSHIP

Thanks to 7 Clans Casino, Dan Ebert, last year’s winner of the I-500 enjoyed

a sizeable payday for his efforts.

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The United States Cross-Country Snow-mobile Racing Association is proud to have the National Guard as its title

sponsor for the 2010-2011 racing the sea-son. The USCC and the National Guard are working together to bring racers and fans the USCC National Guard Cross-Country Snowmobile Racing Championship. With the title sponsorship, the USCC joins other prestigious National Guard-sponsored race disciplines such as NASCAR Sprint Cup, Indy Racing League and AMA Superbike. This season USCC will also have a National Guard racing class open to any Guard mem-

ber who wishes to come out and try cross-country racing.

The National Guard serves both state and federal governments. The difference between the Guard and other branches is that while Guard units are combat-trained and can be deployed overseas, they are just as likely to serve in their home communi-ties—training just one weekend per month, and one two-week period each year.

During local emergencies, Guard units assist those endangered by storms, floods, fires and other disasters. Guard compa-nies deployed overseas may see combat, but are often found building schools and hospitals, training local peacekeepers or teaching local farmers more efficient tech-niques and better uses of their land. The oldest of the United States’ Armed Forces, the National Guard has stood ready to pro-tect the country for nearly 374 years and operates in all 50 states, three territories (Puerto Rico, Guam and the Virgin Islands) and the District of Columbia.

“We are fortunate and proud to have the United States National Guard as our title sponsor for the season,” said USCC Presi-dent Pat Mach. “We take a lot of pride in being involved with the local communities where we race. And like us, the Guard un-

derstands the importance of building and supporting those local communities too. It’s a great fit for both of us and one we hope will continue and grow for many sea-sons to come.”

For more information on National Guard visit www.nationalguard.com; for more in-formation on National Guard racing visit www.nationalguard.com/events/guard-racing.

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It’s a story that fits the template of so many of our heroes. Brian Dick, Project Engineer

for the Snowmobile Chassis/Suspension group at Arctic Cat by day, spends his weekends racing the Pro classes on the USCC circuit; and he doesn’t just race, he wins. But it wasn’t always such a fairy tale story for Dick. He’s spent over a decade grinding it out in the pack and pushing through long bouts of bad luck. He is a rare individual who possesses the mind and ability to hold the position of engi-neer, and also has the ability and desire to compete amongst the elite in the world of cross-country snowmobile racing.

By Day…As an engineer at Arctic Cat, Dick spends

half his time working at a desk, and the other half working in the fabrication shop or out in the field riding snowmobiles. It’s a combination, he says, that suits him well. He is the hub for the Snowmobile Chassis/Suspension group and works with designers, product team managers and fabricators to develop new chassis and suspension sys-tems. While most people can’t wait to step away from their jobs when the day is over, Dick goes home and works on his race sleds. And on weekends he pulls on his race pants, dons his pullover and hits the USCC courses.

Dick’s racing is a completely separate endeavor from his job at Arctic Cat, mean-ing he buys his own sleds and runs his own program. But he does get help from the race shop.

“I’m backed pretty good by the race de-partment, but it’s not my job,” Dick said. “I’m not getting paid to race; I’m paid to be an engineer. I basically sneak away on the weekends to race.”

With his racing ability and engineering knowledge it’s inevitable that the two over-lap, and Dick’s Open class snowmobiles are often test beds for what he and his fellow engineers are working on at Arctic Cat. But the image of a factory rider running out of a shiny 53-foot rig is far from reality, and Dick has spent most of his racing career hauling sleds around with his pickup and working on them on the ground along with his me-chanic, Joe Lesmeister. If he’s lucky there’s an empty flatbed snowmobile trailer nearby he can use as a workbench in the pits.

Racing BloodlinesWhile one would think Dick’s job and his

racing became intertwined at the same time, his racing roots run far deeper than his employment roots at Arctic Cat. Paul Dick, Brian’s Father, has raced snowmo-biles since the 1970s and still does, most recently in the 2010 Red Lake I-500. Bri-an’s Brother Jeff has raced too. Brian’s first race was a local Buddy Race in 1992 in Grand Rapids, Minn., where he rode a 1990 Arctic Cat EXT Special.

“I managed to barrel roll it on the first lap, right in front of my Dad,” said Dick with a laugh.

In 1997 he raced his first I-500 and he’s been a fixture in the USCC Pro class since 2003. Racing is something the Dick fam-ily does because they love the sport, not because it’s part of their job.

Though he was setting fast times in his early USCC days, wins in the Pro 600 class eluded Dick. He logged a Pro class sweep at Barnesville, Minn., in 2005, but after that was unable to win a Pro 600 final until most recently during the 2010 season. Also, the I-500 has been particu-larly unkind to Dick. In 2004 he ran out of gas but still finished second. In 2005 he had the lead going into Day 3, crashed hard, but finished second again. The most bittersweet was 2006 when the leader, Bryan Dyrdahl, broke a clutch spring and was limping to the finish on Day 3 with Dick closing in. Ten miles from the finish, with Dyrdahl less than a mile in front of him, Dick lost a crank bearing in his engine.

But in 2010 things started going Dick’s way. The season started slow at the Graf-ton 100 where Dick logged a sixth place finish. Next was a problem-plagued Red Lake I-500 where, among other things, part of Dick’s pipe came apart. But after that it seemed Dick could do no wrong

USCC • RIDER PROFILE

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Some might call Dick fearless, but his approach to riding is a result of his confi dence in his machine setup and many years of riding at a crazy fast pace.

12

DICKBLUE COLLAR CHAMPION

Dick cites speed as one of the most important aspects of machine setup. He says just one or two MPH can make or

break you in the USCC Pro classes.

as he scored a second place finish at the Red Lake 200, and then came a weekend sweep of the Grand Cities 100 and the Monster Energy 107.9 100. Next, Dick won the brutal Munising race and capped off the season with a third place finish at the Seven Clans 100. Stellar results put Dick 27 points clear of second place Pro D.J. Ekre by season’s end, giving Dick his first USCC Pro 600 year-end championship.

Among The EliteCross-country’s elite riders gain such

stature through hard work and years of racing. They became masters of machine setup and are simply, gifted snowmobile riders. Once a rider has reached the ranks of elite cross-country racers, a certain amount of respect comes with it and Dick has definitely earned the respect of his fel-low competitors.

“Races are won because you ride a lot and you’re comfortable on your equip-ment,” said USCC Pro Gabe Bunke. “Brian Dick doesn’t even have time to go to the gym and work out, but he’s a phenomenal rider because he rides all the time and that’s one of the reasons he wins.”

Dick is also respected within Arctic Cat and is looked upon as one of the leaders in the engineering department as well as the race department.

“Brian has been a key player in our race results as well as for the other Arctic Cat rac-

ers to talk with and learn from,” said Team Arctic Race Manager Mike Kloety. “As a company, Arctic Cat has been lucky to have so many employees like Brian who are dedi-cated to racing. It seems the desire to race fuels the fire to work on new projects and then working on new projects fuels the fires to prove them on the race track.”

In similar racing such as snocross and motocross, 30-year-old riders are consid-ered dinosaurs. It’s a young man’s game, but cross-country snowmobile racing often defies this stereotype and older riders typi-cally find much success.

“I thought I was slowing down because I’m over 30 now and I don’t have a lot of time during the week to get out and ride,” said Dick. “The race wins and points cham-pionship are proof that experience is worth something I guess.”

Looking ForwardAt the USCC awards banquet last April,

Dick asked if he could speak after the award presentations were over. He stood up and spoke about the value of cross-country racing to machine development and thanked Kloety and Arctic Cat for supporting cross-country racing. It was the culmination of his racing efforts and his efforts in developing the Sno Pro 600 snowmobile that nearly brought him to tears while he spoke of the dedication of his peers at Arctic Cat.

Dick will begin the 2011 season as reigning USCC Pro 600 points champion, but as soon as the flag drops it will be a new season; one that is up for grabs. Rest assured, the No. 23 Arctic Cat will be at the top of the time sheets as Dick attempts to repeat his success.

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Dick and his mechanic Joe Lesmeister exemplify the classic racer/mechanic

combos that have dominated cross-country racing for decades.

They are the modern day version of Nelson/Fixsen or Wolff/Coffi n.

Grand Forks, North DakotaJanuary 2, 2011

Grand Forks is located 80 miles north of Fargo, North Dakota, on Interstate 29. The city’s location at the fork of the Red River and the Red Lake River gives the city its name. A vibrant college town, the USCC race here is unique in that it is held mostly within the city. The course here is typically about 11 miles long and runs along the banks of the Red River and heads South through the Red River State Recreation Area.

Where? Eighty miles north of Fargo on Interstate 29.Course features: Technical woods, fast riverLodging: Canad Inn, 701-772-8404; Americ Inn, 701-780-9925; Super 8, 701-775-8138; C’mon Inn, 701-775-3320; Days Inn, 701-775-0060; Holiday Inn Express, 866-453-9466; Travelodge, 701-772-8151Staging: Just off DeMers Avenue, right next to Cabelas.

GRAND CITIES 100

Grafton, North DakotaJanuary 1, 2011

Grafton is located about 46 miles north of Grand Forks, North Dakota. Founded in 1881, Grafton is home to more than 4,500 people. But, more importantly, it features terrain that closely mimics that in the area where the I-500 is held and that’s why this race is liked so much by the racers. When USCC polls its riders on what courses they like most Grafton always scores high on the list. With winding river sections, ditches and whooped-out tree lines, it is always a challenge to ride.

Where? Forty-six miles north of Grand Forks on Highway 17 just off Hwy 81. Course features: Technical woods and river, fast ditch and fieldLodging: AmericInn: 701-352-2788; Select Inn 701-352-0888; Motel Leonard 701-352-1730Staging: Just north of town where Highway 81 crosses the Park River

GRAFTON 100

RED LAKE I-500

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VENUESThe USCC Schedule is a combination of traditional cross-country venues and new ones USCC has claimed as its own. Race locations are found in the areas that play host to terrain cross-country riders love the most – ditches, fields, woods, lakes and rivers. They range from remote areas to the middle of urban cities. No matter where USCC races one thing’s for sure, the course will be challenging for even the most seasoned snowmobile racer.

MIDWEST TOUR

Thief River Falls, MinnesotaJanuary 21-23, 2011

Thief River Falls is home to manufacturer Arctic Cat, Inc. Rich in snowmobiling history, it’s also home to Seven Clans Casino, one of the major sponsors of the Red Lake I-500. Run in and around Thief River Falls since 2004, the race is a major attraction in an area where snowmobiling is literally a way of life for so many of its inhabitants. With miles of ditches, river, woods and fields, the terrain allows for a challenging, exciting course that always satisfies spectators and racers.

Where? Fifty-one miles East Northeast of Grand Forks, North Dakota.Course features: You’ll find just about everything in the I-500, but ditch and river domi-nate. There is also technical woods running and high-speed minimum maintenance roads.Lodging: Seven Clans Casino 218-681-4062; C’mon Inn, 218-681-3000; America’s Best Value Inn & Suites, 218-681-6205; Americ Inn, 800-396-5007; Best Western, 218-681-7555.Staging: Behind Seven Clans Casino on County Road 3, just off Highway 59.

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Walker, MinnesotaFebruary 13, 2011

Home to just over 1,000 people, Walker, Minn., is located on the Southwest shore of Leech Lake. Located in one of the most beautiful areas of the state, there is also some snowmobile racing history here as the old I-500 route used to run across the lake. Watch for a USCC course that will use the lake and surrounding woods.

Where? One hundred ninety miles North of Minneapolis, Minnesota.Course features: Lake top and woodsLodging: Northern Lights Casino, 218-547-2744; Chase on the Lake, 218-547-7777; Country Inn, 218-547-1400; Americ Inn, 800-634-3444. Staging: TBD

Red Lake, MinnesotaFebruary 19-20, 2011

In its second year, the Seven Clans 200 al-ready has a reputation for being one of the most challenging races on the USCC schedule. Racers must negotiate woods, river and ditch lines in some of the most remote areas in Min-nesota. A two-day event, the new Seven Clans Casino Red Lake plays host to the event.

Where? Thirty-four miles north of Bemidji, Minnesota, on Highway 89Course features: Technical woods, woods roads, ditchLodging: Seven Clans Casino Red Lake, 888-679-2501Staging: West of the casino along Hwy 89.

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THE VENUES>

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TBAJanuary 8, 2011

A new venue for USCC East, New Hampshire is home to 6,830 miles of snowmobile trails and 115 snowmobile clubs. With such a rich snowmobiling heritage the New Hampshire event promises to be a memorable one.

Warroad, MinnesotaMarch 13, 2011

The final race in the 7-7-7 Challenge, the Warroad 100 offers a challenging mix of ice and terrain racing. Riders must negotiate twisting, arm-pumping lake sections and whooped-out shoreline making for a setup nightmare for mechanics. This race features a bit of cross-country racing history as the Warroad 500 was held here from 1998-2001.

Where? One hundred forty-one miles Northeast of Grand Forks, North DakotaCourse features: Technical woods, lake Lodging: Seven Clans Casino, 218-386-3381; Super 8, 218-386-3723; Patch Motel, 218-386-2723; Can-Am Motel, 218-386-3807Staging: City beach area West of Seven Clans Casino

Madawaska, MaineFebruary 19, 2011

Located in Northern-most Maine, Madawaska promises to be a great race venue for USCC East. Plenty of snow, beautiful terrain including lakes and forest and a diverse crop of drivers should make for a memorable first-time event.

Where? Forty-six miles from Caribou at the very northern tip of Maine.Course features: Woods and trail.Lodging: Martin’s Motel, 207-728-3395; Gateway Motel, 207-728-3318. There is more lodging available in Caribou.Staging: TBA

Greenville, MaineMarch 19, 2011

Located on the south shore of Moosehead Lake, Greenville, Maine, is a picturesque winter wonderland. It’s also a great place to hold a cross-country snowmobile race and last year’s event proved a memorable one. With plenty of challenging ter-rain on hand, it has all the elements to make the 2011 Maine 100 race another great event.

Where? Seventy-one miles Northwest of Bangor, Maine.Course features: Woods, lakeLodging: Greenville Inn, 888-695-6000; Lodge at Moosehead Lake, 207-695-4400; Kineo View Motor Lodge, 207-695-4470; Leisure Life Family Resort, 207-695-3737; Moose Mountain Inn, 207-695-3321Staging: The City Wharf

NEW HAMPSHIRE 100

SEVEN CLANS 100

MADAWASKA 100 MAINE 100

Munising MichiganFebruary 25-26, 2011

Billed as the East/West shootout, the Munising 300 is where USCC and USCC East racers meet to see who is the best. A pure woods race, the course mostly weaves through trees and along power lines and is one of the most unique on the USCC schedule. The deep snow the area receives usually results in a heavily whooped-out course that can best be described as brutal. Riders must use skill, endurance and a lot of nerve to find success here.

Where? One hundred twenty-one miles West of Sault Ste Marie, Michigan on Highway 28.Course features: Technical woodsLodging: Cherrywood Lodge, 906-387-4864; Holiday Inn Express, 906-387-4800; Days Inn 906-387-2493; Munising Motel, 906-387-3187; Terrace Motel, 906-387-2735; Superior Motel, 906-387-1600Staging: Cherrywood Lodge, E 10160 Highway M-28 E

MUNISING 300

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CONTENDERSCross-country racers are a special breed. They shun the intense drama of bar-to-bar racing in favor of navigating miles of uncharted territory in a solo run against the clock. They must read terrain and pick lines constantly, and there is no second chance to get it right. A mistake can lead to a long walk back to the nearest road or a long wait for the course sweepers to come and lend a tow strap. The best cross-country racer has excellent vision, a quick mind and superb riding skills. He is a master of sled setup and a competent mechanic. In many ways, the cross-country racer is the ultimate snowmobiler. Here are some of the top riders on the USCC circuit.

COREY DAVIDSON

No. 3 Home: Holt, MinnesotaAge: 40Sled: Polaris2010 Vet 30+ ChampionA veteran cross-country racer, Corey David-son has won the I-500 three times (1997, 2003, 2005). He combines his smooth, consistent riding style with meticulous ma-chine setup as a recipe for success. He hates to lose and, though he has slowed slightly with age, he’s still a threat to win the big races.

RYAN HUSTON

No. 7Home: Walker, MinnesotaAge: 24Sled: Arctic CatA relative newcomer to cross-country rac-ing, Ryan Huston had great success as a rookie Pro last year. He entered Day 3 of the Red Lake I-500 in the Top 4 last year and was up to second at one point before he fell victim to track failure. He’s a smart rider and is still on his way up – he switched from number plate 9 to 7 for 2011 so watch for luck and big things from him.

AARON CHRISTENSEN

No. 10Home: Metiskow, AlbertaAge: 29Sled: Polaris7-7-7 Challenge WinnerA former Pro snocross racer, Aaron Chris-tensen has raced the Pro National circuit and appeared at the Winter X Games in the snocross competition. A huge talent, Chris-tensen won the Seven Clans 7-7-7 Chal-lenge points last season. He is a threat to win on any given weekend.

BRAD PECKA

No. 16xHome: East Grand Forks, MinnesotaAge: 20Sled: Arctic Cat2010 Expert 85 Improved ChampionRacing his first full season last season, Brad Pecka took to cross-country like a griz-zled veteran. He logged consistent finishes and used an equally consistent riding style to put in some fast times. Pecka got faster every race and, while he’s still learning the ropes, watch for him to be one of the front-runners this season.

BRIAN DICK

No. 23Home: Thief River Falls, MinnesotaAge: 32Sled: Arctic Cat2010 Pro 600 ChampionThe reigning USCC FXR Pro 600 points champion, Brian Dick has been a top USCC Pro rider since 2003. He nearly won the Red Lake I-500 in 2006 when he was in second place on Day 3 and chasing down the leader who was on an ailing sled before his own sled broke down. Last season was a break-out one for Dick with the highlight being his weekend sweep at the Grand Cities 100/Monster Energy 107.9 100. Dick works as an engineer at Arctic Cat during the week. He’s a threat to win on any given weekend.

ADAM MACH

No. 27Home: Minto, North DakotaAge: 14Sled: Arctic Cat2010 Junior 10-13 ChampionAdam Mach is an up-and-comer in the USCC Junior classes. A smart rider who uses his smooth style to make time on the compe-tition, he won the Junior 10-13 points last season scoring race wins at Grand Forks, Fargo and Warroad.

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JUSTIN LAVOIENo. 42Home: Lac Du Bonnet, ManitobaAge: 33Sled: YamahaJustin Lavoie set some pretty fast times in the Semi-Pro 600 class last season. His best finish was at Grand Forks where he placed eighth. A smart, well-pre-pared racer, Lavoie works at a Yamaha dealership and uses the resources at his disposal to his advantage. Watch for him to get some good finishes this season.

D.J. EKRENo. 52

Home: Shevlin, MinnesotaAge: 30Sled: Arctic Cat2010 Pro Open ChampionOne of his best rides last year was Day 1 of the Red Lake I-500 when he set fast time and carried an average speed of 71mph over the 150+-mile course route. He had a huge lead heading into Day 3 before track failure put him out of the race. Ekre won the Pro Open points last year and heading into 2011 is a favorite to win the points as well as the I-500.

BRYAN DYRDAHLNo. 55Home: Bagley, MinnesotaAge: 31Sled: TBAOne of the greatest cross-country snowmobile racers of all time, Bryan Dyrdahl has won the I-500 a stun-ning five times (2000, 2004, 2006, 2008, 2009), more than any other rider. Dyrdahl is a master at sled setup and rides faster through all dif-ferent terrain than anyone else on the circuit. When he shows up, he is the rider to beat. Period.

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CONTENDERSDAN EBERT

No. 60Home: Lake Shore, MinnesotaAge: 22Sled: Arctic Cat2010 Red Lake I-500 WinnerLast year’s Red Lake I-500 winner, Dan Eb-ert is the son of former Team Arctic Race Manager and Tucker Hibbert crew chief Russ Ebert. While still young, Ebert pos-sesses a keen analytical mind and is al-ready a master at sled setup. He rides with his head instead of his throttle thumb and a lot of times that will make all the difference in cross-country.

GABE BUNKE

No. 74Home: Moorhead, MinnesotaAge: 34Sled: PolarisKnown as the USCC’s Iron Man because he has not missed a race since the circuit began in 2002-2003, Gabe Bunke is also one of the top Pros in cross-country racing. Though he admits he’s fonder of the lon-ger races, Bunke is a threat to win on any given weekend. The epitome of the blue collar racer, Bunke balances family, a small business and racing and somehow makes it work. He finished second in the Red Lake I-500 last year, a race he has never won but has been oh-so-close many times.

BILL SLOMINSKI

No. 97Home: Minto, North DakotaAge: 51Sled: Arctic Cat2010 Masters 40+ and Masters 50+ ChampionBill Slominski is making his second run at racing cross-country. He got a late start during his first run in the late 1990s-early 2000s, delving into the racing world in his late 30s. Now in his early 50s, Slominski is a revelation, He races the Pro 600 class as well as the Masters classes. In fact, he won the points in the Masters 40+ and Masters 50+ classes last season and finished ninth in the Pro 600 class. Slominski is proof that success can come at any age in cross-country racing.

RYAN TROUT

No. 105Home: Browerville, MinnesotaAge: 12Sled: Ski-DooHe’s not very tall, but Ryan Trout rides like a giant. His performances last season in the Junior 10-13 class opened everyone’s eyes and at the Red Lake 200 his lap times were better than some of the veteran USCC rac-ers riding liquid-cooled sleds (Trout was rid-ing a fan). Trout keeps in shape in the sum-mer by racing ATVs and he loves to ride.

CHRIS KLIE

No. 120Home: Grafton, North DakotaAge: 18Sled: Arctic Cat2010 Sport 85 ChampionLast season Chris Klie went from a mid-pack rider to probably the most improved rider in the pack in the Junior class. Klie was in the mix to win the points champion-ship in the Junior 14-17 class and he won the points in Sport 85, two of the most competitive classes in the USCC. Klie and his dad come prepared to race every week-end and he utilizes a personal trainer to make sure he’s in the best shape he can to compete.

CORY DAVIS

No. 160Home: Soldotna, AlaskaAge: 22Sled: Arctic CatSon of famed seven-time Iron Dog cham-pion Scott Davis, Cory Davis grew up riding the backcountry of Alaska and developed a superb ability to read and react to the ter-rain he’s riding. One of the best all-around snowmobilers on the planet, Davis races snocross, cross-country, competes in free-style competitions and has appeared in nu-merous extreme snowmobiling films. Expe-rience, natural talent and a drive to win has made him one of the fastest Pros on the USCC circuit. He sustained a severe foot injury while riding motocross this past sum-mer but should be ready for the season.

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ROSS ERDMAN

No. 311Home: Rochester, MinnesotaAge: 29Sled: TBAA converted snocross racer, Ross Erdman won the Red Lake I-500 in 2007 on a Ski-Doo. Last season he was on his way to a podium finish more than once but he was plagued by bad luck and injuries. This season he was picked to be Yamaha’s lead rider before they pulled the plug on their cross-country program due to budget cuts. A fearless rider, his ability should make for some top finishes this season.

JENNA SOBECK

No. 338Home: Winona, MinnesotaAge: 22Sled: Arctic Cat2010 Women’s ChampionPart of the Sobeck racing family, Jenna So-beck is a student during the week and Wom-en’s class racer in the USCC on weekends. She’s fast too, and she won the points in that class last season, logging four straight wins to seal the deal. Her team comes prepared, and combined with her ability, makes her tough to beat. Jenna will be riding Arctic Cat for 2011, making the switch from Ski-doo.

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CONTENDERSCOLE NYMANN

No. 404Home: Plummer, MinnesotaAge: 18Sled: Arctic CatCole Nymann entered the 2010 season with a mix of snocross and cross-country experience under his belt. While he fin-ished third in Semi-Pro 600 points, the high point of his season was a win in the Red Lake I-500. Not only did Nymann win the race, he won by some 24 minutes. Nymann had sled issues during the year that kept him out of the points championship but he is a favorite to win in 2011.

LUKE PERRAULT

No. 422Home: East Grand Forks, MinnesotaAge: 18Sled: Arctic Cat2010 Trail ChampionLuke Perrault has a motocross background but his dad Brian used to race cross-coun-try. Once Luke graduated and was free of high school sports the pair decided to go snowmobile racing. His first season netted him a championship in the Trail class where Luke scored three wins on the season. With their racing and mechanical background and Luke’s ability he should be a contender in 2011.

CHRIS HOFF

No. 513Home: Thief River Falls, MinnesotaAge: 31Sled: Arctic Cat2010 Sport 600 ChampionNew to cross-country last year, Chris Hoff won the Sport 600 championship while giving up one race to his nearest competi-tor. Hoff, who works at Arctic Cat, rode an older sled and, though he wasn’t sure if he’d stick with it, found success and won the points.

RYAN FAUST

No. 537Home: Rubicon, WisconsinAge: 22Sled: Polaris2010 Semi-Pro 600 and Semi-Pro Im-proved ChampionThere must be something in the water in Rubicon, Wisconsin, because Ryan is fast, scary fast as made evident by his first sea-son of racing in USCC last winter. Ryan locked-up both Semi-Pro points titles with a determined style and tough as nail Polaris buggy. A smart rider who comes well pre-pared, Faust should do well in the Pro class this season. Keep drinking the water Ryan.

C.J. VANDEPUTTE

No. 555Home: Pillager, MinnesotaAge: 18Sled: Arctic Cat2010 Junior 14-17 ChampionWith four wins in six races last season, C.J. Vandeputte was the dominant rider in the Junior 14-17 class. The Junior classes are highly-competitive and there is no room for error. Vandeputte’s consistency and speed put him at the front of the pack all season. Watch for it to continue this season.

CHAD LIAN

No. 681Home: Thief River Falls, MinnesotaAge: 35Sled: Arctic CatChad Lian firmly established himself as a factor in the Pro 600 last season. With a season-long string of consistent finishes he landed a solid third in Pro 600 points, ahead of a long list of riders who are per-haps more well-known. Lian also finished second in the highly-competitive Vet 30+ class with a string of second place race finishes.

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BRYCE BUCHANAN

No. 867Home: Minnedosa, ManitobaAge: 32Sled: Arctic Cat2010 Expert 85 ChampionA former Pro who converted to the Expert 85 class, Bryce Buchan-an is both fast and smart – a dangerous combination in any form of racing. He’s one of the first people on a sled every fall and does a ton of testing, often entering the season with weeks more seat time than anyone else on the circuit. In short, he comes prepared to win and often does. He locked down the points championship in Expert 85 and logged three race wins in Expert 85 Improved last season.

MATT AUSTIN

No. 872Home: Byron, IllinoisAge: 21Sled: Arctic Cat2010 Sport 600 Improved ChampionA finalist for the 2010 Most Improved Rider award, Matt Austin won the Sport 600 Improved points. Austin makes the long drive from Illinois with his brother Colin and his dad every weekend. He entered the 2010 season with a little experience and he made it count, taking a race win at the Red Lake 200 en route to winning the points.

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>CROSS COUNTRY

Setting up a sled for cross-country racing is an art that many practice but few have mastered. When you look at the ranks of the great cross-country racers such as Kirk Hibbert, Brad Pake, Todd Wolff, Brian Nelson, Gerard Karpik and Jack Struthers they all had one thing in common, they were masters of setup. Whether it was by their own hands or the skilled mechanics supporting them, they knew it took more than a fast sled to win races, but one that would last as well. The sled in this photo is a Ski-Doo MX Z 600 X-RS racer that belongs to USCC Pro rider Sam Vandeputte. Read on as we take a look at the basics of a cross-country race sled.

As in any form of snowmobile racing clutching is huge. Proper clutch setup can mean the difference in 3-5mph, a huge margin especially when you’re running a frozen river. It’s always better to pass than be passed.

When you’re racing for an hour at a time in sub-zero conditions frostbite happens fast and those low-cut windshields that make the sleds look so cool looking on the showroom floor just don’t cut it. Often a medium-height windshield like this one will be faster too as it creates a pocket for the rider to tuck into, cutting wind resistance.

Proper handlebar setup is crucial to the cross-country racer. When you’re riding as hard as you can for hours at a time the slightest error in control placement or handlebar angle can result in increased fatigue and slower times.

Skis on a cross-country sled are like tires on a race car. What works for one rider doesn’t necessarily work for another. That holds true for sleds and conditions, too. The right combination of skis and carbides can make or break you.

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EPA rules regarding fuel tank permeability has affected manufacturer’s use of clear plastic. Riders choose to replace their tanks with clear ones or, in the case of this Ski-Doo, to scrape away the opaque outer layer to reveal the clear inner liner. When fuel stops come into play there’s no quicker way to check fuel level than a quick glance at a clear tank.

Many cross-country racers use tunnel grippers to give their boots traction on the sled’s tunnel. You need all the help you can get when you’re blasting down a frozen ditch in flat light.

Studs, like skis, are crucial to making the sled work in the various conditions cross-country racers encounter. And, like skis, each racer has their own preference regarding stud counts and patterns. The 600-class sleds are restricted to using no smaller than 1.25-inch lug tracks. This helps keep speeds down.

Shocks are hugely important in cross-country and the best racers are often skilled at setting up shocks and suspension.

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THE LEGEND

The first written account of a race from Winnipeg to St. Paul dates back to the 1850s when winter travelers traversing the terrain via sled dogs transformed a supply run to a friendly challenge.

In 1886 the St. Paul Winter Carnival officially began holding sled dog races and ski competitions to highlight the winter attractions Minnesota had to offer. These were the kernel from which the idea to hold a snowmobile race from Winnipeg to St. Paul, roughly following the dog sled course from the 1800s, grew.

Another event said to inspire the first running of the Winnipeg to St. Paul race was Ralph Plaisted’s point-to-point snowmobile ride from Ely to St. Paul in 1965. It was a distance ride many in the sport took note of and this, combined with the idea of holding a “modern day” version of the sled dog races from Winnipeg to St. Paul, was enough to make the St. Paul Winter Carnival decide to hold the first Winnipeg to St. Paul snowmobile race.

By Pat BourgeoisPhotos Courtesy of the CJ Ramstad Archives – visit www.sledder.net for more details.

RETURNS

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The Winnipeg Race: 1966-1980In 1965 the sport of snowmobiling was

still in its infancy. Riding a snowmobile just 50 miles was an undertaking and snow-mobiling really wasn’t the high-mile sport it is today. When the St. Paul Winter Carni-val committee quietly announced it would hold a 500-mile race starting in Winnipeg, Manitoba, and ending in St. Paul, Minne-sota for the 80th Anniversary of the Winter Carnival, no one took them very seriously. In January of 1966 a few brave racers, 57 to be exact (though some accounts say 58), gathered in Winnipeg in sub-zero tem-peratures for the start of the Great Race and a chance to win a chunk of the $700 purse. It was -42 Fahrenheit when the rid-ers left the starting line in Winnipeg and 28 riders crossed the finish line four days later with Herb Howe on a Polaris Colt at the front of the pack. It turned out to be a grueling and adventurous race, packed with drama, and the media loved it.

The media attention the 1966 race garnered opened the eyes of both snow-mobile manufacturers and sponsors alike who saw an opportunity to get huge expo-sure for their products. Engineers saw it as a perfect proving ground for their ideas, and racers saw it as the perfect opportu-nity to gain a little fame and fortune. As a result, the 1967 race saw a dramatic in-crease in riders and was rife with cheating and controversy. Race organizers weren’t prepared for the increased participation and the increased desire by those involved to win the race.

Thus the stage was set. The Winnipeg to St. Paul race had collected all the ingredi-ents that would make it one of the great-est races in snowmobiling – huge media coverage, intense factory involvement, an almost insurmountable route, and a core of racers so rabid for success they would do just about anything to win. For the next 14 years, until the last time the race was

run in conjunction with the Winter Carni-val in 1980, the Winnipeg to St. Paul race would be one of the biggest, richest, and most prestigious races in snowmobiling (and, at some times, the most controver-sial). Peaking in 1975 with a total of 375 riders; the race saw television reporters, magazines and newspapers editors, and radio commentators scattered along the entire length of the course. The communi-ties the race sliced through would literally shut down on race day. Kids and families would line the race route as schools were closed early allowing kids to catch a fleet-ing glimpse of these warriors of winter. The Winnipeg to St. Paul International 500 be-came more than a race, it was a spectacle; and in 1981, after several years of low snow and a struggling national economy, it all came to an abrupt end.

The Jeep 500 1987-1994From 1966 to 1980, the Winnipeg to

St. Paul I-500 had woven itself into the fabric of snowmobiling community, but passion alone was not enough to keep the

legendary race afloat. Snowmobiling hit a downturn as a bad economy and consecu-tive years of low (or no) snow, forced many manufacturers out of business, while oth-ers were restructured or absorbed. Racing was the least of many worries, but people missed the I-500 and some endeavored to bring it back.

The resurrection started in 1984, when a young Arctic Cat employee and a vet-eran snowmobile journalist got together. Joel Hallstrom had raced the Winnipeg to St. Paul twice in 1979 and 1980 and C.J. Ramstad had worked in advertising and, among other things, founded Snow Week Magazine. Both had a love for cross-country racing and a love for the I-500; and both, whether consciously knowing it or not, realized the importance of the race in the world of snowmobiling.

The pair started an organization called “Friends of the 500” to try and bring the race back. They knew they’d need money, so they started taking $15 donations and depositing them into an account at North-ern States Bank in Thief River Falls. While

the money came slow, attention came fast. Word had gotten out there was an effort to bring the race back and a defense attor-ney from Forest Lake, Minn., named Dick Sands soon requested a meeting with Hall-strom and Ramstad.

Sands had an interest in the I-500 as well. He was the attorney for the St. Paul Winter Carnival and he had been involved with the original race as its legal counsel. While the Winter Carnival had no interest in the race anymore, Sands and the group that staged the original race for the Win-ter Carnival wanted to bring it back just as Hallstrom and Ramstad did.

Sands had a connection in Thunder Bay, Ontario, and his group had the idea to bring the race south from Thunder Bay to St. Paul along the North Shore Trail. Low snow had killed the original I-500 and the bene-fit of this proposed new route was that the North Shore Trail was almost guaranteed to have snow since it was so close to Lake Superior. The three groups got together (the old Winter Carnival group, Friends of the 500 and Thunder Bay) and settled on a plan. The race would run south from Thunder Bay to St. Paul and would then re-verse the following year, running north to Thunder Bay. It wasn’t the Winnipeg route, but Hallstrom, Ramstad and Sands’ people thought it sounded good nonetheless.

The group went into action with Hall-strom serving as liaison to the manufac-turers, Sands and the old Winter Carnival group handling the logistics, legal aspects and permits and Ramstad handling media and promotion. Ramstad soon landed Jeep as a sponsor of the first race and provider

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THE LEGEND RERERERERETUTUTUTUTURNRNRNRNRNSSSSS

Herb Howe won the fi rst ever Winnipeg to St. Paul I-500 and went

on to be a key player in the organization and execution of subsequent I-500

races for many years.

During the heyday of snowmobiling in the early 1970s, the I-500 was a signifi cant race to unveil and test new models. This picture from the CJ Ramstad archives

shows a bevy of John Deere sleds ready to embark on the 500-mile journey.

The “Winnipeg Race” as it has become known amongst snowmobile racing historians and fans, has been responsible for defi ning the careers of many racers such as Archie Simonson who won the famed race in 1977.

29

of the grand prize to the winner, a new Jeep vehicle, insuring the race would pack some punch in attracting racers. George Rettner, former race director for the Win-nipeg race in its waning years, and Herb Howe, the first winner of the race in 1966 and a person instrumental in staging the race in subsequent years, were key indi-viduals in developing and honing the rules and staging the race

The group got approval to cross the bor-der and the green light for the proposed route, which took riders south out of Thun-der Bay, across the border then along the length of the North Shore Trail to Duluth, then south until they basically ran out of snow. With the chance to race a new, re-born I-500 and a new Jeep as a grand prize, over 100 riders showed up for the race. It is interesting that the proposed first leg ran all the way to Duluth, but was cut short in Two Harbors due to fading light. That’s 365-miles in one day! With so many sleds and so much snow the course be-came incredibly rough and to this day rid-ers tell of negotiating the massive whoops that developed on the North Shore Trail.

With no dominant cross-country race cir-cuit, that first Jeep 500 and later I-500s ran as their own race until 1994, and boasted a peak of 268 riders. Though it wasn’t the “Winnipeg Race,” it held all the excitement, challenges, and prestige of the original race and in many ways was better for its use of the magnificent North Shore Trail. The Jeep 500 put “The 500” back on the snowmobile racing map in a huge way.

ISOC 500 1995-1997In 1995 the I-500 underwent a name

change and gained a new promoter, the In-ternational Series of Champions, or ISOC. Before 1993, racers bounced from race to race, competing for purses and trophies at races such as Pine Lake, Albertville, Thief River Falls and, of course, the I-500. ISOC was started in 1993 and it exploded, be-coming the dominant race circuit in snow-mobiling even in its first year.

A former racer and trucking company owner named John Daniels, who had an idea to encompass all of the independent races into one series with a points champi-

onship, founded ISOC and a common set of rules. With everything under one banner with one central sanctioning body it would make it easier for the manufacturers and racers to commit time and money to rac-ing cross-country. ISOC would also claim the I-500 as its own and attempt to bring it back to its original route.

To leverage the heritage of the race, ISOC made the decision to once again run the race from Winnipeg and go south. Their first running of the 500 was in 1995 when it was called the Gould Brothers Chevrolet Grand 500. Riders left Winnipeg and went until they literally ran out of snow. From there, the field put their sleds on trailers and hauled them to Mille Lacs Lake where the race concluded. It was an unfortunate ending to what was hoped to have been a triumphant return of the “original” Winnipeg 500. How-ever for Brad Pake, the winner of the 1995 event, a new Chevy Blazer and $23,000 in prize money made it easy for him to over-look the snowless end to the race.

Low snow would continue to plague the ISOC-sanctioned events. In 1996 the race concluded in Roseau, Minnesota and in 1997 Bemidji, Minnesota before the entire circuit was sold to would-be racing promot-er Clay Cich. Cich calculated the cost to the run the I-500 in 1997 at $300 per mile. At

$150,000 it proved to be a race to expen-sive to sanction.

Warroad 500 1998-2001By 1998, cost became such a cru-

cial factor in the execution of the race, it changed the race’s very structure for the foreseeable future. Once again left with-out a promoter, the manufacturers ap-proached cross-country promoters Jerry Erickson and Paul English, who operated the First American North Start Or FANS cross-country circuit, to gauge their inter-est in staging a 500-mile cross-country race. They accepted, and in order to curb the financial appetite of the race, the race would change to encompass multiple loops departing form the community of Warroad, Minnesota. The plan kept the 500 alive, but it could no longer boast an “international” format.

However, the format didn’t take anything away from the excitement and challenges the race would bring to those involved. With varied terrain that mimicked the Winnipeg

Now known as one of the greatest snowmobile racers of all time, Kirk

Hibbert scored two wins in the “Jeep 500” the second coming in 1993 aboard the fi rst year ZR, a sled in

which he helped develop.The Thunder Bay to St. Paul I-500 saw some of the largest driver fi elds in the

history of the famed cross country race, with as many as 268 racers competing.

Cat struggled during the 1980’s to develop a profi cient terrain racer, but in 1990, under the command of Kirk Hibbert, the 1990 EXT Special brought home the I-500 title to Arctic Cat.

30

races of old including drifted ditches and brutal lake runs, the Warroad race was as much a spectacle as 500s of years past. What’s more, the Warroad I-500 became historically significant for at least one man-ufacturer. With just one 500 win coming in 1972, Ski-Doo rider Todd Wolff won the first two Warroad races breaking the Arctic Cat and Polaris stranglehold on the race.

Despite the apparent success of the Warroad based event, Jerry Erickson fold-ed the FANS circuit and with it the 1-500, citing family, a new baby, and lack of time.

Once again, the 500 was left without a pro-moter and there would be no race in 2002.

Skydancer 500 2003Founded in 2002, the United States

Cross-Country Snowmobile Racing Asso-ciation (USCC) was the brainchild of a vet-eran cross-country racer named Pat Mach. Most of the manufacturers’ support for snowmobile racing had shifted from cross-country to snocross and it left Mach and a lot of other cross-country racers without a place to race. The new USCC association was determined to fill that void and with it, once again reignite the I-500 flame.

Mach put together a schedule includ-ing a 500-mile race near Belcourt, North Dakota in cooperation with the Turtle Mountain band of Chippewa Indians a tribal council member named Brady Grant. Dubbed the Skydancer 500, the three-day race carried with it the international name-sake as it crossed in and out of tribal land. Forty-three riders showed up to compete in the rekindled I-500 in 2003. Admittedly a shadow if its former Winnipeg and Jeep 500 days, Mach’s crew learned a lot from the first event and committed themselves to make future USCC versions of the I-500 a race worthy of its heritage.

Red Lake 500 2004-PresentIn further hopes of growing the I-500,

Mach brought the race back to areas it his-torically ran. He got in touch with Jeff Jas-person at Seven Clans Casino in Thief Riv-er Falls, Minnesota. Jasperson was a huge fan of snowmobile racing and Seven Clans was already sponsoring some snowmobile racers. Mach began talks with Seven Clans about sponsoring an event and Jasperson made it clear if they were going to spon-sor a race they wanted the biggest and

best. Soon the two had worked out a deal and the Seven Clans Casino 500 was born along with a first year purse of $10,000 cash courtesy of Seven Clans. In that one meeting, the race had gained a historic venue, a huge payout, and a new home.

The FutureIt is hard to gauge just how important the

I-500 race is to the sport of snowmobile racing. No other race has woven itself so tightly into the fabric of snowmobile racing history. Generations have grown up hear-ing the stories, seeing the old photos, and watching the grainy films. Others have been lucky enough to stand near the course as the riders come through, catching them for just a moment on their 500-mile quest. A lucky few have actually raced it.

It would seem with so much rural land being developed quickly, and increasing restrictions on where people can ride rec-reational vehicles, the race might never relive its former point-to-point glory of run-ning from Winnipeg to St. Paul. But the St. Paul Winter Carnival lives on, and initial dealings by the USCC with the U.S. Cus-toms, the Minnesota DNR, and Minnesota Tourism have proved promising. In fact, it has been promising enough that the USCC has mapped a proposed route for the 40th running of the I-500 and it runs from Win-nipeg to the outskirts of the Minneapolis/St. Paul metro area.

One thing is for sure, whatever form the race takes on, be it Winnipeg to St. Paul or its current form near Red Lake, the USCC will make sure it is an event worthy of the history and status of the greatest race in snowmobiling.

THE LEGEND RERERERERETUTUTUTUTURNRNRNRNRNSSSSS

While the Winnipeg 500 holds plenty of nostalgia, the North Shore trail section

of the Jeep 500 perhaps holds the most memories and stories for

those who raced it.

When the I-500 returned under the Jeep name, the Polaris Indy was the sled to beat, with literally hundreds of the square-jawed sleds fi lling the staging area.

Polaris won the race six times in an eight-year span from 1987 to 1994.

In 1998, Ski-Doo rider Todd Wolff won the then loop format race based out of Warroad, Minnesota in back to back attempts. It was the fi rst win for Ski-Doo

since Yvon DuHamel gave Ski-Doo there fi rst and only I-500 win in 1972.

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