Can-Am Commander vs. Competition‏

Recently, the competition has made comparisons of its vehicles to the Can-Am® Commander™. As a newcomer to this industry, we are flattered to receive so much attention and be the target of established competitors! Unfortunately, comparisons can be biased and at times misleading. Here are a few elements you should know about comparison testing…

o Whenever conducting an acceleration test, make sure to use the Performance Key and set the iTC™ to the Sport Mode. We know for a fact that this was not the case in at least one comparison that is out there. In all our comparative videos, we have used an independent judge to oversee all testing. You can trust what you see in our Commander drag race video, and the results are clear!

o As weight negatively affects acceleration, the presence of additional equipment – like the 4,000-lb winch and the heavy-duty front bumper of the Commander 1000 XT™ package, as we have seen in some comparisons – would influence the results. It is also preferable to compare vehicles with the same amount of fuel in each. Making performance or weight comparisons with vehicles full of gas will impact the one with the largest fuel tank – in this case, the Can-Am Commander with its industry-leading fuel capacity at 10 gallons. Now you know why competitors are doing that…

o Based on reported dry weight specs, the Can-Am Commander 1000 base model is 105 lbs. more than the Polaris® RZR XP™ 900. This difference is easily explained by the Commander side-by-side vehicle’s 600-pound-capacity Dual-Level™ cargo box complete with tilt assist and the 8-inch wider cockpit, frame and cage. It all depends what you want to be able to carry, and who you want to rub shoulders with (or not), we guess…

o Can-Am always rejected the use of a timed course comparison in its competitive shootouts because it is impossible to clear doubts about the OEM-selected driver influencing the results. However, if one was to submit vehicles to a sport driving course, at least select the Commander X package, with its fully adjustable Fox Racing Shox HPG piggybacks, for comparison sake!

In the end, we should be pleased to see the competition stepping up, because it brings the best in all of us. Just look at our racing effort, and how it translates into better vehicles. This past weekend, Mark Holz won the 2011 World Off-Road Championship Series (WORCS) season opener aboard the Holz Racing / Motoworks Can-Am Commander 1000 in front of the factory-backed Polaris RZR XP 900 race vehicles. Sorry for crashing the party…

However, we should not forget what the Can-Am Commander is: the most versatile side-by-side vehicle the industry has ever seen. When it comes to Rec-Utility features, the Commander has no match: 85 and 71 HP Rotax® engines, iTC with Normal and Sport mode and Normal and Performance D.E.S.S. keys, TTI rear suspension, the most cockpit storage, removable comfort seats with sit-in fore / aft driver adjustment, tilt-adjust steering wheel, industry-leading fuel capacity, 600-pound Dual-level cargo box, 1,500-lb towing capacity, highest lighting output, 650-watt magneto for running accessories, and much more…

2011 KTM 350 SX-F First Ride

After months of announcing its intention to create a new 350cc 4-stroke motocross bike, Austrian motorcycle manufacturer KTM gave Motorcycle USA the opportunity to ride its eagerly anticipated 2011 KTM 350 SX-F. Not only is the 350 an all-new model in KTM’s line-up, it creates an entirely new category for the motorcycle industry. It was engineered to attract both racers and recreational dirt bike riders seeking a happy-medium between the agility and high-revving performance of a 250F and the brute power and versatility of a 450F. After spending a day at the controls of it at Southern California’s fabulous Pala Raceway, we are impressed with the hybrid qualities of this unique off-road motorcycle.

ENGINE

As the nomenclature implies, the 350 SX-F uses a liquid-cooled 4-stroke single-cylinder engine. The piston slides 57.5mm inside the 88.0mm cylinder bore which equates to exactly 349.7cc of combustion volume—placing it right in between that of a 250F and 450F machines. Fuel is compressed to a ratio of 13.5:1, which is the highest measurement of any KTM off-road bike and signifies the potential for serious engine performance across its 13,000-rpm rev range. Other hot-rod techniques include the dual camshafts driving the four titanium valve-equipped cylinder head.

Similar to the 250 SX-F, the 350 uses a dual-pump engine lubrication system. It also employs a balance shaft which acts as a water pump and camshaft drive thereby reducing engine vibration while helping to maintain petite engine dimensions. Also shared between models is the Keihin electronic fuel-injection system.

The system makes use of a single fuel injector that sprays into a 42mm throttle body. There is no fast idle or choke/cold-start knob and the system automatically meters fuel/air ratio based on atmospheric conditions. Spent fuel is passed through a stainless-steel header (without a head pipe-mounted external resonator) and a long aluminum muffler.

2011 KTM 350 SX-F First Ride
The 350 SX-F features a liquid-cooled 4-stroke 349.7cc single with a 88 X 57.5mm bore/stroke and the highest compression ratio amongst KTM off-roaders at 13.5:1.

The FI system is powered directly by the AC generator and capacitor (attached to the throttle body). As soon as the battery-powered starter button is pressed enough electricity is generated to power the fuel-injection system. While there isn’t a conventional kick start lever, it is available as a PowerPart accessory, though we wonder why you’d ever consider its fitment with the convenience of a handlebar-mounted push button electric start.

Additional PowerPart accessories come in the form of a Map Select Switch and User Setting Tool that allow the rider to adjust engine mapping on the fly with the handlebar-mounted Map Select Switch—a first for the motocross bike world—or with your computer via the User Setting Tool.

Power is transmitted to the 110-series Bridgestone M70 rear tire through a 5-speed gearbox and 14/50 final drive gearing. The transmission is augmented by a multi-plate clutch bathed in engine oil. The clutch also features hydraulic actuation for light lever pull as well as resistance to fade during prolonged hard use.

2011 KTM 350 SX-F First Ride
The rear end of the 2011 350 SX-F features a traditional linkage suspension with a cast aluminum swingarm and a longer WP gas-charged shock absorber.

In terms of engine maintenance, like the rest of the KTM line, accessing and replacing the engine’s foam air filter can be accomplished without any tools.

CHASSIS

The biggest news in the chassis department is the incorporation of a traditional linkage-equipped rear suspension system. That’s right, the Austrian’s finally succumbed to the alleged benefit of a linkage. In fact, it’s now employed it across the entire ’11 SX-F line. The 2-strokes however still retain the direct PDS-style rear suspension as it is claimed to still be superior for that application.

A longer WP gas-charged shock absorber attaches between the redesigned upper frame mount and linkage located below the cast aluminum swingarm (which is also new and is constructed from a single cast of aluminum without welds). Over a foot of rear suspension travel is available. The shock has received some updates including a new piston and bushings to compensate for the greater shock shaft velocity. The shock still retains adjustability for spring preload, high and low-speed compression, and rebound damping.

The Austrians insist on using a chromoly steel frame as construction is claimed to be lighter and provide more space for some of the bikes major components, including the 1.98-gallon fuel tank. The frame is similar in design to the 250 and 450 SX-F and features greater resistance to side-to-side twisting force as compared to previous SX-F frames. It is also slightly less rigid from front-to-back to compensate for the reworked rear suspension.

2011 KTM 350 SX-F First Ride
A WP 48mm fork with new spring and valving settings and 11.8-in. of travel is ready to cushion landings when it's big-air time.

Beautifully machined triple clamps carved from solid pieces of aluminum grace the front end and the steering head angle is 26.5 degrees. The clamps hold a WP 48mm fork with new spring and valving settings tuned specifically for the demands of the 350. Suspension travel is rated at 11.8-inches and the fork offers compression and rebound damping adjustment.

The bike rolls on a set of silver Excel wheels with machined aluminum hubs. The wheels are shod with Bridgestone tires in sizes 80/100-21 up front and 110/90-19 out back. Each wheel makes use of a wave-style brake disc each actuated by a Brembo caliper hydraulically through stainless-steel brake lines.

Engineers spent a good deal of time trying to perfect the rider interface with the help of World Motocross champ Stefan Everts. Its sleek orange bodywork has a smooth, streamlined shape and reduces the likelihood of rider’s clothing getting caught on the bike during cornering and aerial maneuvers.

The side body panels are contoured so it is easy to move about. The bike also features a wide and long rear fender to keep dirt off the rider. The oversized footpegs are a nice touch as is the Renthal handlebar and soft, yet durable hand grips. Another nice touch is the clever number plate hand hold which makes it easier to lift the bike on and off its stand.

2011 KTM 350 SX-F First Ride
“It pulls hard but it doesn’t have that jump out of your hands feeling. The power is just really tractable and easy to manage. It’s really smooth plus it revs to the moon," said pro level test rider, Matt Armstrong.

RIDING IMPRESSSION

Lift the bike off the stand and the first thing you’ll notice is the well-placed hand hold which makes the task easier. While the 350 doesn’t feel quite as light as a 250F it’s close and certainly feels lighter than a 450.

Hop into the seat and it feels a bit wider and just a hair taller compared to a 250F, which is surprising considering that the seat height is claimed to be identical between both KTM machines (39.06 in.). There’s no key, on/off fuel petcock, or run/start switch so to get going is literally as easy as pushing the right-hand side starter button.

Right off the bottom you can feel the engine’s extra cc compared to a 250F. The engine exhaust note sounds beefy but isn’t overly obnoxious, courtesy of the quiet muffler. Pin the throttle and you’ll notice that the engine has a voracious appetite for revs. It gains rpms quick much like a 250F and overall engine performance can be described as snappy and immediately responsive to throttle input.

Mid-range engine performance is strong and feels similar to that of a mildly-tuned 250F. But as you get higher in the rev range the engine zings to life delivering an astounding amount of power for its displacement. Here acceleration begins to feel similar to that of a 450 bike. The engine pulls hard with a 450 sense of urgency; however, its perfectly calibrated fuel and ignition settings make it surprisingly easy to control.

“I like the motor a lot,” said our pro level test rider Matt Armstrong. “It pulls hard but it doesn’t have that jump out of your hands feeling. The power is just really tractable and easy to manage. It’s really smooth plus it revs to the moon. I mean, I never even felt the rev limiter all-day. It revs out that far!”

Part of the reason why the KTM feels so fast is how effectively it puts power down to the ground. It’s especially noticeable when exiting a somewhat slippery corner. Where a 450 would have the propensity to spin the rear tire, the 350’s smoother, more obedient powerband helps the rear tire dig into the ground which in turn drives you forward.

2011 KTM 350 SX-F First Ride
Handling on the new 350 feels similar to a 250 and carves turns with comparable agility. Steering is light and predictable.

While the engine’s character is impressive, perhaps even better is its handling. Despite feeling larger and heavier at a standstill, at speed the 350 carves into a turn with the same level of agility as its 100cc smaller sibling. Steering is light and predictable, plus the bike tracks well during a turn. We also appreciated that its cornering agility doesn’t come at the price of stability.

“I really enjoy the way the bike handles,” stated Armstrong. “Compared to the 450 it feels like it turns sharper. It also felt a bit shorter in terms of wheelbase, which I like. The bike was really easy to control in the air. All in all it’s just a fun, easy motorcycle to ride.”

Considering the smooth track conditions it was really difficult to get a feel for the suspension and whether or not the linkage made a difference in terms of rear suspension performance. What we can tell you is that the suspension is balanced front-to-back and that bike tracked straight as an arrow even through faster sections of the track. Again, we’ll need to ride the bike at rougher tracks to truly get a feel for how the new suspension performs.

One of the best features of KTM’s SX-F line is its balanced ergonomics. As opposed to some brands of dirt bikes, the KTM is designed to fit a wide range of riders. Both myself (6-foot tall) and Armstrong (5-foot, 7-inches tall) were pleased with the way the bike fit us. We liked the oversized footpegs, handlebars and the shape of the frame rails, seat, and shrouds that allowed us to ply our bodies without any sort of hindrance.

2011 KTM 350 SX-F First Ride
After turning laps on the 2011 350 SX-F, we understand better how Mike Alessi was able to win Moto 2 at Hangtown on the newest KTM motocross bike.

FINAL THOUGHTS

So does the $8499 350 SX-F live up to the hype? We’d say so. The engine provides the best of both worlds. It has beefier power delivery throughout the rev range, yet still retains explosive top end power. Even better is that the power is friendly to use and won’t rip your arms out. And who can forget that starting the engine is as easy as a push of a button. Handling was excellent and while we’ll need more saddle time to fully understand the suspension we can tell you that it is without question an easy, and most importantly, fun motorcycle to ride.

2010 KTM 1190 RC8R Review

I've fallen in lust with enough Ducatis over the years that I'm skeptical about competition from any other European V-Twin sportbike contender. How could any company compete with Ducati's legendary race history and artful, sensuous styling?

Well, KTM, long known only for its highly capable off-road bikes, is doing it by being different – mostly. One look at the 2010 KTM 1190 RC8R is all it takes to know that it wasn't designed by an Italian. KTM is based in Austria (as is designer Gerald Kiska who has worked with KTM since 1991) just a day ride over Stelvio Pass from Italy, but there's no mistaking KTM's non-Italian Teutonic design language. Perhaps the distinctive design of the RC8R is the result of Austria’s location snuggled between Italy and Germany: the cold, engineering-driven German influence blended with the romance of Latin Europe.
Opinions about the beauty of the KTM RC8R vary wildly, but no one will ever call it boring or uninspired.

Opinions about the beauty of the KTM RC8R vary wildly, but no one will ever call it boring or uninspired.

The RC8R’s chiseled design creates a sensation wherever it stops. If an F-117 stealth fighter crashed into a motorcycle factory, the RC8R would be the likely result. Slim and angular, and swaddled with matte-black paint, it looks stealthy, even if its radar-evading qualities are dubious. Although few would describe the black and orange machine as “pretty,” we admire the courage to step outside of the well-worn sportbike design box with its bold origami shape. Opinions vary.

“Angular shapes and bold use of black, white and orange color scheme makes the KTM a clear standout in styling in the liter class, possibly rivaled only by BMW’s new S1000RR,” says MO’s Senior Editor, Pete Brissette.

“They say there’s a fine line separating genius from lunacy, and for the RC8 there’s a fine line between distinctive styling from downright repugnance – you choose,” observes Tom Roderick, MO guest rider and freelance journalist.
KTM’s compact LC8 V-Twin is used as a stressed member to augment the large-tube chromoly steel frame.

KTM’s compact LC8 V-Twin is used as a stressed member to augment the large-tube chromoly steel frame.

Like the Ducati, KTM’s top-line superbike is powered by a liquid-cooled V-Twin, although here, too, it is done a little different. Its cylinders are set at 75 degrees rather than the Duc's traditional 90-degree Vee for a more compact arrangement. The non-R RC8 makes do with 1148cc and 15 horsepower less than the R’s claimed 170 crankshaft hp made at 10,250 rpm. The R has several high-tech features such as titanium intake valves, a lofty 13.5:1 compression ratio and a low-friction DLC treatment on its camshafts’ finger followers. Peak torque of 90.7 ft-lbs from the Rotax engine is said to arrive at 8000 rpm. We discovered nearly 150 horses pushing the back wheel when we had four-time AMA tuner of the year Carry Andrew strap it to the Hypercycle dyno.

While KTM builds its own frames from large-tube chromoly steel, it sources high-end componentry from world leaders like Brembo and Marchesini across the Dolomite Mountains. Fuel injection comes from Keihin in Japan.

Adjustment Attitude

We’ve whined for years about the lack of ergonomic adjustments on motorcycles, a one-size-fits-all philosophy. Over the past couple of years, we’ve been lauding recently added features such as adjustable seat heights (BMW, Honda ST1300,Yamaha FJR, FZ6R) and foot controls (Suzuki GSX-R, Yamaha R1).

Well, KTM has one-upped them all with the variety of ways to custom fit an RC8R to its riders. Here’s a list of components to adjust.

Front brake lever: Nearly ubiquitous, so no major bonus points there.

Clutch lever: Surprisingly still unavailable on many modern motorcycles.

Handlebars: The conversion from almost sport-tour-y to racebike is accomplished with four bolts and fewer minutes.

Seat: Not just the seat but the entire subframe, altering seat height from 31.7 to 32.5 inches in mere minutes.

Footpegs: Lots of legroom when set in their lowest position yet still difficult to drag. Virtually unlimited ground clearance when in their high position.

Shifter: Adjustable for length (3 positions), leverage and GP-shift conversion.

Brake pedal: Nub adjustable for length in 3 positions.

Rear ride height: An eccentric allows simple adjustment over a 12mm range.

Gauges: Separate displays for street or track, most available via a pair of toggles on the left clip-on. The Road setting has displays for tripmeters, clock, fuel mileage, miles to empty (best- and worst-case scenarios), trip time and ambient temps. The track setting has displays for lap timers, top speed, max rpm and race duration.

By Kevin Duke, Dec. 23, 2009, Photography by Alfonse Palaima

Electric Sea Doo | Have Fun Above & Under The Waves

This Powered Body Board is a concept Sea Doo that is created to keep the aquatic ecosystem clean whenever you’re enjoying those summer waves. Designed by Design Icon, the sea scooter is equipped with an electric engine that powers the onboard propellers generating the needed thrust. This amazing concept design is capable running without emitting even a single gram of carbon dioxide, and this sea scooter has been designed to have adjustable buoyancy that allows the rider to either ride on the waves or use it as a submersible.

BRP’S SEA-DOO RXT IS 260, RXT-X, GTI SE 130, AND GTI SE 155 WATERCRAFT NAMED BEST BUYS BY CONSUMERS DIGEST

New York, NY, USA - June 7, 2010 – Four Sea-Doo watercraft from BRP have been recognized by Consumers Digest magazine as a Best Buy; the 2010 Sea-Doo RXT iS 260, RXT-X 260, GTI SE 130, and GTI SE 155 models.

Consumers Digest reviewed each offering from all personal watercraft (PWC) manufacturers and named BRP’s Sea-Doo RXT iS 260 and RXT-X 260 watercraft as a Best Buy in the Premium category and the Sea Doo GTI SE 130 and GTI SE 155 in the Economy category. Best Buys in PWC were selected based on, performance, handling, and standard and safety features.

According to Consumers Digest, “Sea-Doo rocked the PWC world last year when it brought its iControl system to market… In tests, we found that the level of control (intelligent Brake & Reverse system (iBR)) gives you over the machine is absolutely stunning.”

Consumers Digest had the following to say about their Premium PWC selection. “Generous helpings of raw power and cutting edge features make the (Sea-Doo) RXT iS 260 the best PWC that you can buy and an excellent value.”

BRP’s Sea-Doo RXT iS 260 model features iControl, the world’s most advanced watercraft technology that seamlessly integrates a host of new features and benefits such as Intelligent Throttle Control (iTC), intelligent Suspension (iS), and iBR to give the rider more control than ever before. The iBR system provides more control in docking situations as the rider never has to take his hands off the handlebars to transition between forward, neutral, and reverse allowing complete focus for optimal situational awareness. The iBR system can stop the watercraft in nearly 100 feet (30.5 meters) less at 50 mph (80.5 kph) than a watercraft not equipped with the system.

The Intelligent Suspension (iS) is the only full rider environment suspension system in the marine industry delivering the smoothest ride on the water. The new S3 hull improves wave penetration and the exclusive stepped design provides precise, yet nimble handling and is powered exclusively by the 260 hp Rotax 4-TEC marine engine. The Sea Doo RXT X 260 model includes all of the features on the RXT iS 260 plus the racing inspired Sea-Doo “X” three-way adjustable steering and trading the suspension system for a fixed deck.

“The (Sea-Doo) GTI SE 130 proves that economy PWCs don’t have to be bare bones,” Consumers Digest’s review stated. “It includes several features that you might not expect to find on an economy PWC...”

BRP’s Sea-Doo GTI SE 130 watercraft is equipped with many premium features not found on other economy models including; O.P.A.S (Off Powered Assisted Steering), DESS (Digitally Encoded Security System), Sea-Doo Learning Key – that electronically limits top speed, ski-eye, mirrors, and the industry’s only closed-loop cooling system. The Sea-Doo GTI SE 155 watercraft is powered by a 155-hp engine increasing acceleration and top speed.

“BRP continually strives to offer boating families the most value for their recreational dollar,” said Bob Lumley, Vice President, North American Sales & Marketing Sea-Doo/Ski-Doo. “BRP is honored to have four Sea-Doo watercraft being named Best Buys by Consumers Digest.

For more information on the complete line of industry leading Sea-Doo watercraft and boats, visit www.sea-doo.com.

Bombardier Recreational Products Inc. (BRP), a privately-held company, is a world leader in the design, development, manufacturing, distribution and marketing of motorized recreational vehicles. Its portfolio of brands and products includes: Ski Doo and Lynx snowmobiles, Sea Doo watercraft and sport boats, Evinrude and Johnson outboard engines, direct injection technologies such as E TEC, Can Am all-terrain vehicles and roadsters, as well as Rotax engines and karts.

www.brp.com

Sea-Doo, Ski-Doo, Lynx, Evinrude, Can-Am, Rotax, Spyder, E-TEC, iControl, RXT, GTI, iTC, iBR, iS, S3, OPAS, Sea-Doo Learning Key, DESS, 4-TEC and the BRP logo are trademarks of Bombardier Recreational Products Inc. or its affiliates. All other trademarks are the property of their respective owners.

Cain's Quest Canada's Longest Snowmobile Endurance Race

First Ladies Team
30 May, 2010

Well, we have our first team entered in the Cain's Quest "Ladies Event".
Penny and MJ from Ontario will take on Labrador's wild country to take a shot at their share of the $20,000 purse and bradgging rights of getting it done. They don't seem to be shy about it either as they they are making no bones about the fact that they are going for a win. And who knows........both are avid snowmobilers with Penny having tons of experience in backcountry riding and MJ into sno cross racing. BUT....all indications are competion will be tough. I guess the story will be told in March 2011. Stay tuned!!!

Maple Valley Rally in the Valley!

Hello Everyone, The Rally In The Valley turned out to be a full-on outdoor experience with plenty of spectators, band, beer garden and some awesome riding. Thanks to everyone involved.
Check out the video link. Will send photos as they come in. Thanks Again!