Archive | December 2nd, 2008

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Laughlin River Run With A Twist

Those who ride a Harley or any type of cruiser bike know that every year one of the largest gatherings of bikers on the West Coast is in Laughlin, NV. Located right on the border between Arizona, Nevada, and California, Laughlin is known for its beautiful riverfront views and summertime fun. Whether you’re a gambler or not, the Laughlin River run is a sure-fire winning bet for a good time.

We have been trying to plan a trip to Bullhead City, which lies just east on the Arizona side of the river from Laughlin. With the temperatures beginning to heat up, we knew that if we wanted to get a good ride out in Bullhead we were going to have to do it fast. We planned out a ride from our Managing Editor Mike Lasher’s house in Bullhead out to the old mining town of Oatman. After looking over our schedules, we all agreed on a weekend to go out to ride – but it wasn’t until the week before our trip that we realized it was the same weekend as this year’s Laughlin River Run.

Mike, Wally from Side X Side Outfitterz, and I all left on Thursday night and made the four-hour drive out to Bullhead from Riverside, CA. We arrived in Bullhead at Mike’s vacation home and were greeted by Mike’s grandmother and grandfather who live right next door. We didn’t arrive in Bullhead until 9:00 P.M. and, as soon as we were done unloading, Mike’s loving grandma offered us her famous Pizza Casserole and Margaritas for dinner. I’m never one to pass up a blended Margarita and we were all pretty hungry around this time, so we headed next door for some of Grandma’s Cookin’. After dinner, we all headed back to the house and then to bed to get some shuteye for the next day’s ride. I’m not sure how I got talked into sleeping in Mike’s sister’s pink and brown themed bedroom, but I must admit that they were the most comfortable pink blankets I’ve ever slept under.

We woke up around 7:00 A.M. on Friday and were greeted by a beautiful, sunny 65-degree day. Mike’s grandma and grandpa had headed down to the Black Bear Diner, a local breakfast hotspot where they put our name in for a table. Even though the Laughlin Run is located on the other side of the river, a lot of bikers come over to Bullhead to eat since it’s not as crowded. We did some final checks on our Side X Sides and then drove them down the street to Black Bear Diner where we parked right next to a row of custom bikes. (I don’t recommend driving a non-licensed vehicle down the street in Arizona, but due to all the commotion being caused by the bikers the cops looked the other way on our misdemeanor.)

After a filling breakfast, we made our way out to the trailhead towards Oatman. Oatman is accessible both off-road and on-road. If you were to drive to Oatman on-road from Bullhead or Laughlin, you can take 95 (Mojave Valley Hwy.) to South Oatman Rd. (Boundary Cone Rd.) or coming from Kingman you would take Interstate 40 to Oatman Rd. Oatman, AZ is a city as rich in history as it is with wild burros. In the early 1900’s, Oatman was in its heyday. Along with neighboring town Goldroad, they were the largest producers of gold in the whole state of Arizona. During World War II, the gold mines were shut down as a result of governmental metal mining efforts. They were re-opened in 1995 and, at one point, yielded 40,000 oz. of gold a year. When gold prices dropped, the mines were shut down once again in 1998 and have remained closed to this day.

Not only is Oatman famous for its gold mines, but this city also sits close to one of the most famous Highways in U.S. history – Route 66. In 1952, Route 66 stretched past this old gold town, which became a famous tourist destination as an authentic ghost town. Today Oatman is still famous for its accomplishments of yesteryear and the remnants of those years of mining are still visible throughout the town. Wild burros (donkeys) walk the streets nonchalantly as if they were regular tourists and old mining carts can be seen around the town’s back alleys and inside shops. Wild West gun shows and shoot-outs are performed daily at 1:30 P.M. and the Ghost Riders are available for “Shotgun Weddings,” Tour bus “robberies,” and other various gunfight shows. Around 40 different gift, antique, and craft shops line the main street of Oatman and, if you’re in the mood for ice cream, be sure to stop by the Olive Oatman Restaurant and Ice Cream Saloon. We highly recommend it.

There are many different off-road trails that you can take from Bullhead to Oatman and many of the trails all veer off from Silver Creek Rd., the main graded dirt road that goes from 95 up to Oatman. On our way out to Oatman, we took a river wash up through a canyon that became deeper and narrower as we drove through. At one point, the walls of the canyon were barely wide enough for my Polaris Ranger XP to fit through without hitting the cage on the jagged rocks. We maneuvered our way through the maze of rocks and cliffs until we came to a dead end called The Waterfalls. Here we got out of our vehicles and climbed up through some of the large boulders that have fallen from the cliff sides over the years. During the majority of the year, these waterfalls are dry due to little rainfall in the desert. We were able to see a little bit of water coming out of the ground and trickling down some of the rocks that make up the waterfalls. This is definitely not where you would want to be when a flash flood comes ripping around the rocks and into the river bed. (If you were to be caught in a flash flood, the best thing you could do is climb up the cliff sides as high as possible and wait for the water to recede.)

After exploring the waterfalls for a bit, we made our way back through the maze and back onto the trail. About two-miles into the new trails I felt the front driver’s side tire on my Ranger pulling and looked down to see the tire quickly deflating. Luckily, I had grabbed a spare tire and wheel before heading out on the trail, so we quickly raised the Ranger up with our bottle jack and tried our best to remove the wheel studs with the supplied tool in the Ranger tool kit. Unfortunately, the tool supplied with the Ranger was useless and bent in half as soon as we applied pressure to it; fortunately, we had a crescent wrench on hand and were able to remove the wheel. In my hurry to pack, I grabbed a rear spare tire and, since there is very little back spacing clearance in the front on the Ranger, we decided to flip the wheel around and mount it backwards. This worked great for about a mile, which is when the brake caliper caught the valve stem on the wheel and ripped it out. Now with two flat tires, no spares, and the first flat tire being un-pluggable due to a rock piercing the sidewall, we were forced to turn around and head for home. I was able to stop the air from leaking out completely from the tire and we patched the valve stem with some handy duct tape, which held in air the whole way back. On an 85% flat tire, I followed behind the others on a trail back toward Mike’s house. Anyone who has ever driven with a flat front tire knows that it is quite a workout getting the vehicle to go straight – and to keep the wheel from ripping out of your hand over every little rock that hits the flat tire. We made it back to Mike’s place, at which point I would guess the tire to have been about 1,000,000 degrees from rubbing on the pavement for the last five miles before the house.

We hadn’t reached our destination but were determined to get to Oatman before the day was thru. I had figured that I would just jump in the Rhino with Mike, but Mike looked over at his clean shiny off-road Jeep sitting in the garage and told me to drive the Rhino; he was going to drive the Jeep. Knowing that we were behind schedule at this point, we decided to skip the slower trails and just take Silver Creek Rd. all the way up to Oatman. After about 30 minutes on the graded dirt road, we arrived at Oatman and heard the roar of over 300 bikes. Oatman was packed with bikers from the Laughlin Run and the streets were filled with custom bikes and tough guys in leather vests. We felt a little out of place pulling up in Side X Sides, but then noticed a couple of other Side X Sides driving down the street and parked in the dirt lots around town. We enjoyed the scenery of the town as we walked down Main Street and, after seeing a couple people enjoying large waffle cones filled with ice cream, we made our way toward the ice cream parlor, like any real man would.

We hung out, watched all the bikes as they passed down the street, and ate our ice cream until we had just about as much motorcycle exhaust fumes as we could take. Then we headed out. On the way back from Oatman, we decided to take a couple of the side trails that sprung out from Silver Creek Rd. Along the way we ran across a running creek and decided to cool down a little by splashing through the creek in our Side X Sides. There were also some rock formations around the creek bed that we were able to play around on and get some good use out of the 4Wheel Difflock. The sun was starting to get lower in the sky and we knew that we were going to have to move quickly if we wanted to get back before dark. We kept it pinned nearly the whole way and made it back just in time to load up and get all situated before the sun went down. Wally and I decided to head back home that night to enjoy the rest of our weekend. Mike stayed another night at Bullhead, where I’m sure he enjoyed some more of Grandma’s home cooking and a nice, quiet night’s sleep.

While we weren’t able to fully participate in the Laughlin River Run, we were able to do a run of our own in our Side X Sides. If you’ve never been up to Laughlin, Bullhead, or Oatman, you’re really missing out on some of the best desert landscape around. We were able to plan it just right this year with the Laughlin bike run and maximize the fun of our ride to Oatman. This area offers something for everyone, with the Colorado River for summer activities, the Laughlin hotels and casinos for some grown-up fun, and Wild West shows and gold mine tours in Oatman for the whole family. If you’re heading out to ride in the summer, make sure you pack lots of water since temperatures can reach up to 120 degrees. Whatever you decide, any time of the year is a great time to visit this beautiful desert oasis.

By Cody Fletcher

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Arctic Cat Prowlers – Faster, More Powerful, Now with EFI

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Arctic Cat Prowlers – Faster, More Powerful, Now with EFI

Arctic Cat’s sales success in the UTV industry has been monumental since the introduction of the Prowler XT in 2006. Combining sporty features while not losing any of its functional “work” qualities, the highly agile Prowler line is chock full of all the rugged functionality found on an Arctic Cat, but packaged in a chassis scaled for power, maneuverability and ease of side-by-side driving. For 2008 Arctic Cat expands to a three model line-up with the addition of the Prowler XTX 700 H1 EFI.

The cab of every Prowler is equipped with dual bucket seats and driver/passenger seat belts, a center console complete with drink holders and dual 12v accessory plugs. The open air cab has a full canopy and various storage compartments like a dash mounted tray shelf, glove box with door and an easily accessible molded tool kit located under the passenger-side seat.

Keeping true to Arctic Cat ATV heritage, the Prowler was designed to conquer any job when it comes to storage and hauling capacities. Lift the hood on any Prowler and you will find a storage compartment that can hold 25lbs of hunting supplies, tools, and can double as a cooler to store ice. The composite cargo bed resists rust and cracking so you can throw in 600lbs. (325lbs. for XTX) of the harshest payloads and the Prowler won’t even whimper.

Hardcore jobs and hardcore fun are only executed when provided with Arctic Cat-built engines, drivetrain and suspension systems. Born and bred at Arctic Cat you can now choose between two powerhouse motors; the 650H1, a 641cc, 4-stroke torque monster, or the new 700 H1 EFI, a 695cc, 4-stroke with Electronic Fuel Injection for positive performance in most temperature or elevation changes. The Duramatic automatic transmission has dynamic engine braking with Low, High, Neutral and Reverse. The Prowler is just as easy to use as an Arctic Cat ATV; just gas it and go.

Arctic Cat engineers have laid to rest the claims of “best” suspension travel and ground clearance by other manufacturers. The front and rear suspensions are Fully Independent with a double A-arm front design and a double a-arm rear design with 10” of suspension travel for sure footed offroad prowess. Spring preload adjustable shocks are used on all four corners for the ultimate in terrain and load adjustability, while off-roading capabilities are enhanced by 13” of ground clearance, a front locking 4wd differential and rear mounted swaybar for improved trail driving. Those wanting a more turf-friendly UTV will love the new Prowler XTX with Turf Saving Auto Locking rear differential – The rear differential remains open unless wheel slip is sensed, then both rear wheels lock for improved traction with no buttons or levers to pull like the competition.

Cast aluminum 14” wheels with black painted inlays are standard (XT, XTX), and steel 14” wheels (Prowler), with 26×8R14 Goodyear MTR front tires and 26×11R14 Goodyear MTRs in the rear for the ultimate in offroad traction.

Once again, Arctic Cat provides a new category entrant that holds true to the More to Go On slogan. The Prowler line-up provides more comfort, More motor choices and More Fun in a variety of prices.

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For more than 50 years, Club Car has been recognized and celebrated for engineering capable, compact vehicles. The image of Club Car has long been linked to quiet and efficient gas or electric golf vehicles driven leisurely by well-dressed golfers on a beautifully landscaped, pristine course on a Sunday afternoon… Now, take that image and toss it out the window.

Yes, Club Car does lead the golf car industry with capable, efficient, advanced vehicle technologies. But the Club Car vehicle collection of 2008 is much more than spiffy cars on the golf course. Club Car’s modern lineup includes a variety of UTVs. Tough and rugged, these powerful vehicles focus on getting out in the wilderness with buddies, climbing rocky terrain in the hunt for game, and getting down and dirty at work on the land.

A serious player in the commercial utility vehicle market for years, Club Car’s utility vehicles have become more recognized and celebrated in the consumer space in recent times. After introducing an initial consumer line in 1999, Club Car later developed and launched a hardcore 4×4 series in 2004. Since then, Club Car’s XRT series vehicles have become serious contenders, leading the boom of UTV popularity.

With the broadest portfolio of true “utility” work vehicles in the industry, Club Car has remained focused on providing for the consumers that demand versatility from their vehicles – both professional-grade durability and recreational capabilities. Between its design, engineering, testing and support, this versatility is most apparent in the company’s flagship 4×4, the heavy-duty XRT1550.

A utility vehicle designed with comfort and style. When the XRT1550 series was just a pen-stroke on the drawing table, the product development team strived to break the mold of utility vehicles. They focused on developing a vehicle to surpass all utility vehicle expectations - one that could take on the most extreme work situations, one that was comfortable, one that was easy to own and operate. A vehicle so rugged, yet friendly, the operator would use it for both work and play.

From bumper to bumper, the XRT1550 series succeeds in fulfilling such goals. The automotive-inspired vehicles feature sleek styling on the outside, advanced technology on the inside, and a host of user-friendly extras to ensure an enjoyable ride.

Strong Styling. The XRT1550’s body was designed by specialists in the automotive industry, and the result is an exciting departure from traditional design standards. With its stylized grill, rounded hood and heavy-duty side panels, the XRT1550s looks are leaner and sleeker and it’s much tougher too. The frame is made of aircraft-grade 6061 aluminum – the same grade aluminum used in F-16’s and racecars. Not only is it structure incomparable, but it’s resistance to rust and other corrosion is also unbeatable.

Steel nerf bars, a Roll-Over-Protection-System, steel side panels and a front cowl made of advanced GE Geloy plastic make the XRT1550 impact-resistant and ready to withstand weather conditions and wear and tear. The GE Geloy plastic ensures longer life and color retention to keep the vehicle looking it’s best. They also allow users to easily access the inside. The body panels are screwed into the aluminum frame and held in place with fasteners that easily pop off for regular maintenance.

Built-In Technology for an Easy Ride. Equipped with powerful engines, the XRT1550 also features Club Car’s exclusive IntelliTrakTM System. Conveniently located under the seats, versus under the bedbox, this traction system is the industry’s only fully-automatic true on-demand, all-wheel drive system. IntelliTrak continually senses the environment it’s driving on and automatically engages and disengages all-wheel drive without requiring the driver to stop, shift gears, push buttons or lock differentials. With IntelliTrak, the driver operates the vehicle like a normal open differential vehicle and as soon as there’s slippage, the system automatically locks and transfers torque to increase traction, in as little as 1/10th of a second.

Since the system operates in one-gear, IntelliTrak is easier on the vehicle’s front differentials and the transmission- which means less wear and tear. In addition, there is only one transmission versus two. The transfer case shifts torque from front to back alleviating the need for a second transmission, also eliminating another component to monitor or maintain.

Club Car also made maintenance easier on XRT1550 users by eliminating the need for multiple lubricants. Most UTVs require three separate lubricants for the front differentials, rear differentials and transmission. With more lubricants, not only can maintenance be costly, it can create more opportunity for error. By eliminating multiple lube points, XRT makes maintenance easier and more user-friendly.

Easy to Maintain, Even Easier to Drive. The XRT1550’s tough exterior and advanced technology are a testament to the company’s commitment to providing truly rugged, maintainable utility vehicles. But Club Car didn’t stop there. The XRT1550’s automotive-inspired interior is designed with many Club Car exclusive features to enhance operator comfort and safety.

The XRT1550 is the only 4×4 on the market with a 13-position, adjustable driver’s seat and an adjustable tilt steering column. Upping the ante on comfort, the (optional) bucket seats allow entry from either side of the vehicle. The vinyl-backed seat is also a much more comfortable option than traditional wood-backed seats on other vehicles.

Inside, drivers remark on the ample amount of legroom as there is no wheel well intrusion. The vehicle’s aluminum floorboard is designed to ensure that no sticks break through to endanger passengers, and rubber matting protects the floorboard, providing a slip resistant surface for the driver/rider. Anti-slip material is also used on the gas and brake pedals to ensure precise acceleration and immediate stopping.

With multiple covered and uncovered storage compartments, the XRT1550 has more storage space than any other full-size competitor. Users can store gear in an under-the-hood compartment, glove box, open dash pocket, cell phone pocket, or in compartments integrated into the front fenders.

Safety Comes Standard. Instead of a basic roll bar or optional cab frame, XRT1550 passengers are protected by Club Car ROPS (Roll Over Protective System)- certified to meet five international safety standards, including OSHA and SAE requirements. The ROPS is powder-coated and treated with an anti-slip finish. Large cross-bars tie the system together for added protection and “grab” handles are built on the inside above riders’ heads instead of in front. And of course, the retractable seatbelts are designed to keep the occupants safely inside the vehicle.

Safety features are not only designed into the XRT 1550, but also in the manufacturing and testing process. At the manufacturing and testing facility in Augusta, GA, all of the employees on the XRT line are cross-trained for efficiency and safety purposes. When vehicles are rolled from one assembly station to the next, employees check back-work to ensure accuracy. This continues on down the line until it reaches the safety inspector, ensuring quality end-results for customers.

Out on the engineering and testing track, XRT vehicles continually undergo rigorous testing on a daily basis. Club Car tests all vehicles to break. Testing for extreme conditions and circumstances, Club Car puts all of their vehicles through extreme “events” on the testing track and pushes them beyond their limit to test durability and resistance to breakage. Results are analyzed, issues addressed, and vehicles put back on the track to push testing even further.

Easy to Own, Easy to Operate and Easy to Order. All XRT vehicles are built to order at Club Car’s worldwide manufacturing facility in Georgia. Whether it’s an XRT1550, XRT1550 SE, XRT1550 LE or IntelliTach, every vehicle on the line has an order-card and a pre-destination.

Since customization is a key factor on Club Car’s agenda- customers can order their XRT to precise specs for whatever their goal. When a customer walks into one of a few-hundred Club Car dealerships nationwide, they are able to select the vehicle with the options they want and have it delivered in a relatively short timeframe.

To find out more on the XRT lineup or to find your local XRT dealer, visit: or call 1-800-CLUBCAR.

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SidexSides tackled tough race in Lesotho Mountains

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SidexSides tackled tough race in Lesotho Mountains

The Roof of Africa is known as one of the toughest off-road races – not only in South Africa or Africa, but in the world! This race celebrated its 40th anniversary in 2007 and in 2008, a SidexSide Class was introduced in the Quad Roof of Africa that formed the first round of the South African National Off-Road Championship.

Although quads have been participating in the gruelling Roof of Africa off-road race in Lesotho for more than a decade now, a SidexSide Class was this year allowed only for the second time. And as SidexSide racing is still quite new in South Africa, there is no official class for these popular go-anywhere-vehicles and they had to start behind the last quad.

This year, the Quad Roof of Africa consisted of only two days of racing, and not three days, like in the past. On the first day, racers had to complete a 304 kilometer (189 mile) route in the mountains of Lesotho while another 248 kilometer (154 mile) route awaited them on the second day. These routes included various mountain passes where only the toughest of vehicles – and donkeys – go as well as some river crossings, lots of rocky sections, and a few fast kilometres.

The local Basotho’s, known for the blankets and straw hats they wear and the mules, donkeys, and horses they use as transport, were woken early on both race days as the leading quad – Leander Pienaar, winner of the 2006 Roof of Africa and now on the new Can-Am DS450 sponsored by Absa – tackled the first loop. About 80 quads entered this season opener that has a history of being a quad-breaker.

Two Side-by-Sides entered the event – Kiri Oberholzer, who had participated in the Roof of Africa on a quad in the past, and his navigator, Eugene Geyser, in their new Polaris Ranger RZR. It would be the RZR’s debut race and although fitted with the necessary safety equipment like safety nets and a yellow light showing backwards, the suspension was still standard. The RZR had a long-range fuel tank and did not have to stop to refuel and sported bright red racing seats and gear-knob.

The youngsters had opposition – a Yamaha Rhino in the hands of Carl Muller and David van Zyl. The Mullers owned the 660 Rhino, but used it to “play” with when on holiday in Mozambique. And to top it off – where Oberholzer has competed on a quad in the Roof of Africa races, it was a first experience for the Rhino crew in the treacherous mountains of Lesotho. They played the role of the Good Samaritans and towed a family member on a quad back to the finish after he broke down.

Their Rhino is fitted with an air-filter; a Cdi and a DMC exhaust pipe and they race with Maxxis Big Horn tires. Their race SidexSide is so “standard” – they even use the standard seats and find it comfortable enough! Their extras include a center rear-view mirror; a horn, and a yellow light that is a necessity in South African off-road quad racing. They also carried two spare wheels and the netting is home-made! The shocks are standard Raptor shocks and half a windscreen kept the stones out.

As the SidexSide Class is still new and not part of the national championship, these Big Quads had to start the race from the back. It was still safe for everyone as the slower quad racers pulled over when they heard the horns. And as these “teams” were still new to racing and with the routes not quite wide enough for the bigger race vehicles, the going was slow – but scenic!

The Polaris RZR was the only finisher and the class winner and the crew admitted to having lots of fun! They enjoyed the scenery, had to manoeuvre their Ranger RZR through a few narrow and low sections on the route and did not experience any major problems. They will be back for the next race – and so will many more SidexSide teams.

The 2008 Quad Roof of Africa was won by Leander Pienaar on the new Can-Am DS450. He was followed by Brian Baragwanath on the Yamaha YFZ450 and Jacques Struwig on the Polaris Outlaw 525 IRS.

The Roof of Africa

The Roof of Africa is known as being a tough race, but lately certain sections of the route are adapted for the quad racers. It is still a gruelling race, but takes racers through some of the most spectacular parts in the world. And, like the bikers, quad racers also tackle passes like Don’t Cough Pass (a pass that zigzag to the top of the mountain with steep drop-offs to the side – if you cough, you can be off the road…), and areas like the Valley of a Thousand Rivers that can become quite tricky if it rains.

Quads participated for the first time in the Roof of Africa in 1990 and up to 1992, there were no finishers. In 1993 and 1994, Derrick Johnson won with the Dakar veteran, Vicus van Deventer winning in 1995. Four riders have won this race twice – the 2003 Dakar winner, Cornel de Villiers (2001 and 2002); his Dakar team-mate, Johan Steenkamp (1997 and 2000); Jacques “Boesman” Struwig in 2003 and 2005 and Leander Pienaar in 2006 and 2008 (there was no race for quads in 2007). Other winners were Jurie du Plessis (1996); Marc Breckle (1999) and Brendan Badenhorst (2004).

By: Elza Thiart

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Barrett Lake Jeep Trail

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Barrett Lake Jeep Trail

By Jon Crowley,

After our successful trip on the Rubicon Trail, a few of us were eager for another rock crawling challenge. The good news is within a few hours of Sacramento lie several great Sierra Nevada rock crawling type trails. Not too far from the Rubicon Trail is the Barrett Lake Jeep Trail. The Barrett Lake Jeep Trail is rated by some to be tougher than the Rubicon because there are no bypasses or alternate routes around tougher sections of trail.

We headed in with four Rhinos to see if we could make it in all the way to the lake and back in one day. The trail is about six miles long and dead-ends at Barrett Lake. Twelve miles of riding in a Rhino may seem like a walk in the park for a typical day trip, but this trail isn’t an ordinary logging trail that you can blast along at 40 miles per hour.

As soon as you pass through the gate at the trailhead, the trail is tough. Unlike the Rubicon, there is no warm-up and the two and three foot sized boulders get your heart pumping as you crawl up and over them.

We certainly weren’t out to set any speed records, but making it through the Rock Garden and several other tough spots on the trail took every bit of four hours. We did make it to Barrett Lake and it is a gorgeous spot to camp for the weekend, or just hang out for lunch like we did.

The trip back out took a bit less time that the way in. Maybe it was the thought of being on the trail after dark that inspired us to keep it moving.

If you are afraid of a few scratches on your rig or the loud thump that rocks make on your skid plates when your front tires fall off a rock, this type of trail is not for you. But if you are looking for a bit more excitement that your normal forest road can offer, this is a fun trail.

The Barrett Lake Jeep Trail is only open for a few months during the late summer and in extremely wet years will not open at all.  Current trail status can be found by calling Eldorado National Forest at (530) 647-5415 or checking online at

The Barrett Lake Jeep Trail lies in an environmentally sensitive area on the border of Desolation Wilderness. Deviating from the established trail, driving onto Desolation Wilderness land or walking onto Desolation Wilderness without a permit has and will result in forest service fines.  Please Tread Lightly so the trail will remain open for future generations.

Side bar comments:

  1. Stuck in the Rock Garden - How in the world did I manage to get this stuck? The good news with a Rhino is even in this bad of a spot, you and three friends can pick up the front end and slide it over a rock.
  2. The product of the day was the bucket of WYPALL waterless wipes - The trail was VERY dusty and I think we almost used the whole bucket between the eight of us.
  3. To cut down on the dust, I cut about one-half of the 90 degree elbow off of my stock Rhino exhaust tip before the trip.  It helped quite a bit, but a straight tip is much better.
  4. Long Travel? We had four Rhinos in our group for this trip. Although three out of four Rhinos were equipped with +6″ long travel suspension, the stock suspension Rhino was just as capable.
  5. The Barrett Lake Trailhead is located at Dark Lake just north of Wrights Lake and 8 miles north of Highway 50.
  6. Barrett Lake lies at about 7500 feet in elevation

7. GPS Coordinates:

Barrett Lake Jeep Trail Trailhead - N 38 51.144, W 120 14.449

Barrett Lake - N 38 54.302, W 120 13.887

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