Launch: BRP powersport range

As I wipe the mud from my goggles, barely able to keep the grin off my face, a light dusting of snow begins to swirl through the air, melting before it touches the ground. I cut power to the BRP Outlander's engine and take a few snaps of the stunning surroundings, still grinning like a four-year-old with a box of matches.

Despite the eight ATVs and four side-by-side off-road vehicles we've used to scale this mountain - mud-slinging powerslides part and parcel of the journey - there's a real sense of serenity as the gathered journalists absorb the breath taking Middle Earth-like views.

Stunning location? Check. Top quality big boys toys? Check. Brown undies securely fastened? Um, check.

It's mid October in New Zealand's south island, it's friggin' cold and very windy, and we're atop one of the many mountains surrounding Queenstown. The event is a little shindig called Club BRP, a two-day gathering of dealers and the media designed to showcase the Canadian company's latest products, which are sold in more than 100 countries including Australia and New Zealand.

Products, it should be said, that are essential for a lot of hard-working people – farmers, coast guards, ski patrollers – but products that just happen to be a massive amount of fun, too.

In a nutshell, Bombardier Recreational Products, or BRP for short, designs, develops and manufactures big boys' toys, or powersport equipment to use the marketing lingo.

From rugged ATVs and high powered 260hp Sea-Doos, to Evinrude outboard engines and of course the head-turning Can-Am Spyder trike, the Canadian company builds vehicles to tackle some of the world's most remote locations, vehicle that also ensure you'll have fun while doing it.

I was fortunate enough to ride all of these products during what can only be described as an adrenaline junkies' wet dream. The only product we didn't get to sample was BRP's latest Ski-Doo snow mobile models. But there's always time for more adventures...

During the final power sports product we tested, the Can-Am Spyder R/S, I was asked by one of the BRP staff if the Spyder was the most enjoyable vehicle I'd ridden during the event. The funny thing is, I was totally stumped, because all of the events were hugely entertaining – I honestly couldn't single one out as the most satisfying.

Here's how the Club BRP 10-test day went down.

0700 hours
After a hearty breakfast of egg and bacon rolls, we walk a short distance to the Wakatipu lake in Queenstown. The wind is howling a gale and there's plenty of chop on the water and I'm having second thoughts about donning a wetsuit and taking the plunge...

But with 260hp on tap from the supercharged triple, I couldn't resist.

0900 hours
After short stints in a number of aluminium fishing boats hooked up with Evinrude outboard engines, which appeared to perform very well against the Yamaha in power and economy comparisons, a safety briefing followed and then it was time to don the wetsuit.

Being a relative newcomer to personal watercraft, or PWCs, I was surprised with how stable the See-Doo GTX Limited iS 260 was in the rough conditions. With high winds creating lots of surface chop, the Sea-Doo was remarkably stable, the suspension system proving its worth in the trying conditions.

Boasting a number of world firsts, including adjustable suspension, water brakes, cruise control, a reverse gear and seating for three, the See-Doo GTX Limited iS 260 is the Rolls-Royce of PWCs, and is effortless to ride (though difficult to truly master) and also features a neutral gear for starting.

0928 hours
Another surprise was the sheer power on tap – talk about arresting! After about five minutes I was confident I had the Sea-Doo's measure and cracked open the throttle, almost ripping my arms off in the process. My respect for PWC racers has just increased by orders of magnitude.

The PWC's levels of thrust are insane, propelling the vessel forward with more vehemence than the most powerful sports bikes money can buy. Propulsion comes from a liquid-cooled 260hp (191kW) in-line three-cylinder four-stroke engine. The 1494cc Rotax engine also features a supercharger and external intercooler to give it that extra face-slapping acceleration boost. If only they whacked one of these in the Can-Am Spyder...

Granted, if you want the full 260hp Sea-Doo with all the fancy bits, such as trim control and suspension, you're looking at more than $20,000, but speeding along at 80km/h (they'll do more than 100km/h) and getting airborne off the crests of small waves is incredibly gratifying.

1010 hours
I have a few close calls but manage to stay upright for the full duration of the test, though not all in the group were so fortunate...

Riding the Sea-Doo is similar to riding a motorcycle, only with almost instantaneous (and punishing) drive, and there's even a reverse gear. It turns almost on the spot at slow speeds and has several handy features like dry storage compartments and even a tow hitch. Yep, there's more than enough power to tow a wake board, water ski, or even an inflatable crocodile.

1130 hours
Arriving at a farm, a dozen or so all-terrain vehicles (ATV) and side-by-side vehicles (SSV) are lined up. After another mandatory safety briefing, we don wet-weather gear and local V8 Supercar driver Greg Murphy suggests I wear my balaclava: "We're going to the summit and it's freezing!" he laughs.

1143 hours
We embark on a winding trek up well-worn gravel roads, and somehow I've ended up sitting next to rally driver Michael Guest in the new Commander SSV. It's basically an off-road buggy with decent ground clearance, heavy-duty independent suspension, fitted with two comfortable bucket seats, a roll cage, steering wheel, gear shifter plus throttle and brake pedals.

We trundle off and the Commander - which is due in Australia around late December 2010, just in time for Christmas - and it's an absolute doddle to drive, so much so that I give it some shtick, the tail playfully wagging as we hammer up a steep embankment. The BRP Commander can be switched between rear- and all-wheel drive and is expected to appeal to both land owners who need big power and carrying capacity (it has a utility tray) and those looking for a capable off-road vehicle without ATV-like handlebar controls.

Greg Murphy has been an ambassador for BRP products for a decade now, and told us "I believe in the products". Getting airborne for the second time in a day as I ride shotgun with the V8 Supercar driver, he hammers BRP's new 1000cc SSV around an ad-hoc dirt track atop mountain, and I tend to believe him as the back end takes repeated punishment every time we crunch back down to terra firma over the jumps.

Indeed, the ATVs and SSVs take an absolute pounding during our ride, being thrashed by professional driver and journalist alike, yet they don't miss a beat - evidence of the quality of the products perhaps?

1226 hours
Next up I jumped onto one of BRP's Outlander ATVs, the 650 EFI, which tackled some relatively serious loose shale hill climbs with ease and packed more than enough grunt to get the job done. Effortless to ride, we jumped on several models in the Outlander ATV range, from the entry-level 400 to the top range MAX 800R, the latter offered niceties such as an electric winch, six-level adjustable rear air suspension, touch screen satellite navigation, power steering, built-in air compressor - the works.

All models except the single-cylinder entry-level 400cc Outlander ATV are powered by V-twin engines and they pack impressive bottom end grunt, their CVT gearboxes making the power easily accessible. The brakes proved strong, though most of the steep descents could be dealt with via engine braking alone, and the seats are plenty comfortable on longer journeys.

1240 hours
I arrive back at the farm, covered in mud from head to toe, awed by not only the stunning views but also the ease of use and capability of the ATVs, and in particular BRP's all-new and first ever SSV, the 1000cc Commander. The things it can do are pretty wild, and it'll keep up with the smaller ATVs, no dramas.

A much more agile beast than the bigger, heavier RT touring model, the 317kg Spyder RS tips into corners with more finesse - though the way these things corner that's probably not the best adjective. However there is a certain 'je ne sais crois' about the way the machines handle, and though it's not particularly intuitive at first, punting the Can-Am Spyder hard through corners can be very satisfying when you get the hang of it.

1349 hours
We head up one of the more famous roads on the outskirts of town, complete with hairpin after hairpin, and the three-wheeled trikes respond best when thrown deeply into corners, the tail sometimes kicking out under heavy brakes (ABS, traction and stability control are standard, so you can slam them pretty hard and not have to worry).

I hit the throttle hard and the traction control system retards ignition which is a bit annoying when you want to fire hard out of corners, but it's a fool proof system and it came in handy on more than one occasion. The brakes are strong - right foot operated and all three brakes are connected - and grip levels are impressive; you can lift the inside front wheel without losing much traction.

1400 hours
Under full throttle the Hindle exhaust sounds great, giving the 998cc Rotax V-twin a big voice, complete with crackles and pops during downshifts. The BRP guys reckon the pipe adds another four to six ponies at the top end, taking peak power from 106hp to at least 110hp (82kW) at 8500rpm. I really like the improved exhaust note, lumpy and very loud, and even the 'sports' model is comfortable to ride, with easy-reach bars, a slightly canted forward riding position and relatively pliant suspension. Indeed, touring on the Can-Am Spyder RS unit is not out of the question.

1810 hours
Done and dusted for the day, I'm absolutely knackered, my quaddies feeling absolutely smashed from the pumelling of the Sea-Doo excursion - yet buoyed by the sights and sensations of the day.

To be frank, I don't think I've ever experienced such an adrenaline-filled day, and I am still amazed how well all the products performed given the repeated thrashing they received. Fair dinkum, we belted several shades of hurt through all the vehicles on offer - except maybe the Sea-Doos - and they just kept going, a testament not only to the Rotax engines, but also the way the vehicles are put together.

BRP builds an impressive array of power sports vehicles, and if I had a spare $50k I'd seriously consider getting one of each. But as it stands, the mortgage comes first so I'll have to settle with the odd test here and there. So now I'm looking forward to what the Canadian company releases at the next Club BRP in 2011...

Though it might have been cold, windy, with pepperings of hail and snow for good measure, the event was a real eye opener, demonstrating just how capable BRP's products are in harsh conditions. And at the end of it all, I'm still grinning like a four-year-old -- only now it's like I've swapped the matches for a military grade flame-thrower. Top stuff.

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