At Frozen MOTO Industries we strive to take a dirt bike and produce a snow bike that is both technologically advanced and driven through rider innovation!
The Frozen MOTO SMX and SMR track systems are a patent pending design that incorporates true dirt bike geometry back into this exciting and growing snow bike industry. At Frozen MOTO we have painstakingly designed these systems around the bike from your bars to the drive and foot pegs then right back to the last idler wheels!
The standard industry 121 track is used in the SMX & SMR track systems. Track location and positioning is a critical aspect when riding differing conditions and having a variable attack angle is critical to get that true “dirt bike” feel. The patent pending “Broken Rail” allows Frozen MOTO to be the only industry manufacturer allowed to create the versatile attack angle built into every SMX or SMR snow bike, regardless if your a racer or mountain free rider this is an infinitely adjustable system to fit your needs!
The award winning Rekluse clutch is a perfect compliment to your Frozen MOTO system for additional bike/snow bike performance!
Being a company in the emerging snow bike industry Frozen MOTO was faced with some unique and additional challenges. We were amazed when Elka Suspension stepped up to engineer the next level in snow bike suspension and reengineered shocks for our unparalleled technology.
Partnering with Elka Susupension gives us a dirt and snow sports industry leading suspension manufacturer. Together we are able to couple the most amazing and technologically advanced susupension ever seen in the snow biking industry with the Frozen MOTO labeled track system!
Our team has worked and tested for nearly a thousands of hours last and we continue to give Elka rider driven seat time to create a perfect balance of both single speed and dual speed compression rates giving you protection from both the slower, or big, and faster, or smaller repeated, hits as well. By providing rebound options available on the Frozen MOTO, the Elka Stage 5 platform gives the system an extra container and high speed compression adjustment! You pick your needs and Frozen MOTO builds to those needs again industry firsts in manufacturing and rider driven control.
Frozen MOTO also utilizes one shock on the outside to allows the SMX and SMR track systems to fly thru and alleviate additional strain and stress on the complete track system and rider allowing you to take the most aggressive line through those otherwise miserable whoops on the track and braking bumps on the trail!
What that means to Frozen MOTO and more importantly to you the customer is that Frozen MOTO strives to have rider driven advancment. The SMX and SMR can also be adjusted depending on rider weight and conditions through an interchangeable spring rate coil over which then utilizes fluid not air to match the ever changing challenges and conditions that mother nature can provide allowing you additional hours of riding! From deep powder filled winter days to getting in and out of spring riding on those frozen trails, Frozen MOTO has you covered!
Owner
Dan Shanahan
Dan@FrozenMOTO.com
The unique front ski system is not only functional but design with style and flair being a solid billeted piece giving you strength and integrity for years to come! The Frozen MOTO ski system utilizes a four piece bolted design, not a welded design giving you the ability to replace specific parts without the added cost of a complete replacement should you have a little too much fun.
The bolted area is designed as a stress point so they can be easily repaired or replaced on scene and does not allow for the creation of additional damage to your complete snow bike/dirt bike system. The ski plate is designed and bolted directly to the fork and to the unique spindle. Four bolts creating the designed brake away location give you the ability to insert new bolts and continue to ride. This system has been extensively tested and has passed testing with “flying” colors!
The Polaris IQ footprint of the spindle is mounted to the Curve Industries XS ski creating the most advanced and reliable snow bike front end to date! You can also attach any Polaris IQ mountable ski to the spindle.
We love tricking out our bikes, ATVs, and more. Check out our recommendation for vehicle sticker decals for the best quality graphics products.
The Frozen MOTO mounting system is a a two piece design that aids in the patent pending technology. This system combines a small fit mount that connects any bike with a swing arm to the main mount. The first mount attachs to a main frame mount that then attaches to the second pivot point in the geometry at the hub.
What else? If you need graphics and stickers for your moto click here.
Smooth dirt-bike riding comes from looking farther ahead, completing hard braking early, staying balanced and applying the controls progressively. Use these drills to remove abrupt inputs before chasing more speed.
The safest narrow-trail turnaround is usually a slow multi-point maneuver, not a wheel-spinning pivot. Here is how to assess the terrain, reposition the bike, and avoid dropping it over the edge.
Prepare a carbureted or fuel-injected dirt bike for mountain riding without confusing normal altitude power loss with a fuel, engine, or clutching problem.
A modern fuel-injected 450 motocross bike is the strongest performance-oriented starting point, but exact kit fitment and mechanical condition matter more than the badge.
Keep your dirt bike battery healthy through winter by matching the storage plan and charger to its chemistry, eliminating parasitic draw, and checking it before spring.
A practical, skin-out layering system for managing sweat, wind, snow, cold hands, tight boots, fogged goggles, and changing effort levels on a snow bike.
Smooth riding is the result of making decisions early. Look farther ahead, brake progressively, settle your body before the turn, maintain light drive through the corner and add throttle as the exit opens. Practice each control separately at low speed, then connect the pieces. Speed should be the result of a clean line and stable motorcycle—not a substitute for either one.
A rider who charges every straight and attacks every control can feel fast while wasting traction and energy. The genuinely quick rider often looks almost uneventful: fewer corrections, less wheelspin, cleaner lines and a motorcycle that stays composed underneath them.
Smoothness is not timid riding. It means your braking, steering, body movement and throttle application happen in a useful order. Each action prepares the bike for the next one instead of forcing you to rescue a bad situation halfway through it.
The Motorcycle Safety Foundation treats off-highway control as a coordinated package involving posture, vision, lower-body control, clutch and throttle use, progressive braking, turning and terrain-based decisions. Its DirtBike School overview is a useful reminder that no single body-position trick creates complete technique.
| Rushed input | What it does to the bike | Smoother replacement |
|---|---|---|
| Staring at the front fender | Delays line selection and makes obstacles feel sudden | Lift your eyes and scan toward the next decision point |
| Grabbing the brakes at turn-in | Loads the chassis while you are also asking it to turn | Choose a braking point and reduce most of your speed earlier |
| Snapping the throttle open | Encourages wheelspin, abrupt weight transfer and extra corrections | Apply light drive, then roll on as the exit opens |
| Changing posture mid-corner without a plan | Adds steering input and unsettles your balance | Complete the major transition before committing to the turn |
| Chasing every bump with the bars | Tires the upper body and magnifies small deflections | Support yourself with your legs and let the bike move underneath you |
Most ugly control inputs begin as a vision problem. If you notice a braking bump, rut or tightening corner late, your hands must make an urgent correction. Look through the section instead: identify the braking area, the entry, the main traction feature and the exit.
Do not lock your eyes onto the obstacle you want to miss. Give it enough attention to understand its location, then move your vision toward the path you intend to ride. Your pace should leave enough mental bandwidth to keep that scan moving. If every feature arrives as a surprise, back the speed down until your eyes get ahead of the motorcycle.
Pick a repeatable braking marker and squeeze the controls progressively rather than stabbing at them. MSF practice guidance calls for using both brakes, notes that the front supplies most braking power and advises reducing lean angle before increasing brake pressure. It also tells riders to recognize rear-wheel skids and front-wheel lock.
The goal is not to avoid every brake input once the bike begins turning. It is to eliminate the panicked handful of brake caused by entering too fast. Arrive with the motorcycle under control, release pressure deliberately and preserve enough traction for the turn.
For isolated practice, the MSF off-highway practice guide uses a 100-foot approach in its straight-line braking drill. Riders start slowing before the stop markers and stop without skidding, repeating the exercise in different gears and eventually while standing. Use a clear practice area, set an easy pace and judge success by control and repeatability rather than the shortest possible stop.
A clean corner has a rhythm: slow, look, lean and roll. MSF teaches riders to keep their head and eyes up, reduce speed before entering and increase throttle gently on the exit. That simple sequence fixes a lot of riding because it gives every control one main job at a time.
Former factory rider Jay Marmont described a practical routine in Dirt Rider’s cornering coaching: choose a braking point, brake while standing, make a deliberate transition, carry light and steady drive through the turn, then roll on as the exit opens. That is coaching rather than a universal formula, but the sequence is valuable because it replaces improvised movement with planned movement.
Do not turn body position into a rigid pose. MSF teaches both seated and standing turns, and its sharp-turn guidance has the rider remain centered while allowing the motorcycle to lean underneath. Terrain, traction, speed and turn radius determine the useful position. A tight flat turn, a supported berm and a loose downhill corner should not all look identical.
The throttle is not an on-off switch. Light drive can keep the chassis settled, but a sudden opening can spin the rear tire and force you to close the throttle again. That cycle—open, spin, chop, repeat—is the opposite of smooth.
Choose a gear that gives controllable drive for the section. In whoops, Doug Dubach advises looking ahead, building speed gradually, using the legs for stability and avoiding choppy throttle. He also presents a higher gear as a situational way to maintain rear-wheel drive instead of spin, not as a rule for every motorcycle or section.
Mechanical drag can sabotage good technique. Dust or sand in the throttle assembly can make its action rough or slow. Check that the throttle returns freely, the grip does not rub the bar end and the cables do not bind as the handlebar moves through its range. If the control feels gritty or reluctant, fix the bike before trying to train around it.
A death grip makes every bump travel into your shoulders and every deflection feel like an emergency. Support your mass through the footpegs, use your knees and legs to stabilize the bike when appropriate, and keep enough bend in your arms to steer without hanging from the handlebar.
Standing is useful when the terrain demands mobility and isolation from repeated impacts, but sitting is not a failure. Sit when the turn and traction call for it; stand when you need greater freedom to absorb terrain or move your mass. The transition matters most. Move deliberately rather than collapsing onto the seat or hauling yourself upright with the bars.
A small practice area can expose more than another frantic trail loop. MSF’s turning progression begins with a 60-foot oval, tightens that into circles and then combines the turns into a figure eight. Its weaving drill starts with five markers spaced 20 feet apart and reduces the spacing to 10 feet only after clean passes.
Wear appropriate protective equipment and keep drills away from traffic, spectators and hidden obstacles. MSF recommends a DOT-compliant helmet, goggles, gloves, long sleeves and pants, and over-the-ankle boots for dirt-bike riding. Our breakdown of motocross gear covers the basic equipment choices in more detail.
A badly matched or poorly maintained motorcycle can make a disciplined rider look busy. Check the controls, tires, chain, brakes and suspension against the manual for the exact model and year. Do not copy universal clicker, sag, pressure or torque numbers from another bike.
Honda’s 2005 CRF250R manual, for example, says an overly firm rear spring for the rider can reduce rear-tire hookup and transmit more bumps. It also warns that excessive rebound damping can keep the wheel from returning to the ground quickly enough across repeated bumps, reducing traction. Those are model-specific setup notes, but they illustrate why a bike that skips and deflects deserves mechanical inspection as well as rider analysis.
Traction also changes the technique. Mud, hardpack, sand and snow do not reward identical inputs. If winter is part of your riding calendar, review the additional risks of dirt biking in snow before treating a low-traction drill like a normal dirt session.
Stop judging every session by peak speed. Count clean braking zones, deliberate transitions, steady exits and laps completed without a major correction. Once those become repeatable, increase the pace a little and see whether the technique survives.
That is the real test of smooth riding: not whether one corner looked perfect, but whether the same calm control remains when the ground gets rough, traction changes and fatigue arrives. Build the sequence first. Speed will have somewhere solid to live.