Safer and Faster Riding with Bosch's Motorcycle Stability Control for Ducati

Photo by Bosch as posted on Revzilla.com.

Riding a motorcycle just got a lot safer, thanks to the new Ducati stability control system developed by Bosch.

Stability control is a relatively simple system, where a computer works with sensors to recognize loss of traction, then automatically intervenes to stop the skid using the brakes and the engine; according to the Insurance Institute for Highway Safety, it's estimated that stability control can eliminate one-third of fatal car crashes.

Stability control has been commonplace in automobiles for a while now, and recently it’s been making its way onto motorcycles via anti-lock braking and traction control systems. Whereas a car only moves in two dimensions (back and forth or left and right), a motorcycle has more options, like roll, yaw, and pitch.

The stability control systems found in motorcycles monitor and compare the individual wheel speeds, and notices if one wheel loses traction or the brakes lock up. When this happens, the system acts accordingly: it will cut the throttle or brake pressure to remedy the situation. What's more is that the Bosch system works even when the motorcycle is leaning into a turn.

"A five-axis accelerometer monitors lean angles and attitude," according to an article on Wired about Bosch's new system. "Data on acceleration, deceleration, yaw, roll, pitch, lift, and relative wheel speeds is collated and processed hundreds of times a second. If a problem is detected, the system does its work via Bosch’s ninth-generation motorcycle antilock braking system."

The system is able to alleviate pressure and maintain grip if a rider applies more brake than the available traction can handle, and can also redirect the braking force to the optimal wheel. The bike's performance is optimized in real time and updates by the hundredth-second, working seamlessly to provide the maximum braking force the bike can handle at a given angle of lean in a given condition.

The latest models to feature Bosch's Motorcycle Stability Control (MSC) and ABS with linked braking systems are the 2015 Multistrada and 1299 Panigale. Bosch's stability control on these Ducatis will not only keep riders safer in emergency situations but allow them to ride safely at faster speeds, too.

Check it out in action:

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Niccolo Canepa returns to Althea Racing

Photo from ItalianWheels.net.

On Wednesday, June 10, a press release announced that Italian rider Niccolo Canepa has returned to Althea Racing. Canepa was chosen to take over the seat vacated by Nico Terol, the Spanish rider who exited the team after seven rounds of disappointing performance. Canepa will be joining Althea for the remainder of the 2015 World Superbike Championship, and will be riding the Ducati Panigale R.

Canepa’s revived relationship with Althea marks his third team of the season: he began with the now-defunct Erik Buell Racing manufacturer aboard their EBR1190RX, then switched to the Grillini Kawasaki outfit on their Kawasaki Ninja ZX-10R for the two most recent rounds.

The team has expressed excitement over Canepa’s return, referencing the significant success he had riding with Althea in 2014. Team owner Genesio Bevilacqua stated that Canepa’s “motivation, athletic freshness, and great experience can surely make the difference.” He went on to say that, although there is less than half of the championship left to run, Team Althea wants to do their very best “and make the most of the great potential that the Ducati Panigale R has already show in the field.”

“I’m very pleased to return to the great family that is Althea,” Canepa said in the press release. “After last year’s fantastic season in which we finished second in the EVO world championship, being able to get back on Team Althea’s Ducati and return to my team gives me great motivation. The bike has improved a lot from that of last year and so I’m sure that after some laps to get back into things I’ll be able to be competitive right away. I thank Genesio for giving me this opportunity and I’m sure that he and the fans will not be disappointed. I’ll see you at Misano.”

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Kawasaki Has Already Announced its Entire 2016 Line of Dirt Bikes

Kawasaki just announced its entire 2016 model line of dirt bikes, and the big news is a new KX450F. The engine might not look radically different, but almost all of it is new, with a different angle on the top end, a new head, piston, cam and throttle body. The frame has changed as well, and Kawasaki is claiming a  7.5 pound weight reduction. The 250 didn’t get as much attention, although Kawasaki is rolling out a new handheld FI Calibration Kit that will make customization of the fuel injection easier at the track. Here is some of Kawasaki’s information on the new bikes.

 

 

2016 KAWASAKI KX450F

SPECIAL FEATURES OF THE 2016 KAWASAKI KX450F
•     NEW Among the lightest curb weights in class after a 7.5 lb overall weight reduction
•     NEW Lighter, more powerful engine with new engine cases
•     REVISED Bridged-Box bottom piston based on AMA factory race bikes
•     REVISED Intake port improves performance in mid-to-high RPM range
•     REVISED Intake valve shape increases air volume
•     NEW Intake camshaft is lighter and has revised timing for low-mid RPM response
•     NEW High-flow airbox with rear intake channels improve flow and reduce noise
•     NEW Header with integrated resonator chamber for crisp throttle response
•     NEW Mass-centralizing exhaust muffler to reduce sound and weight
•     Plug & play DFI® couplers allow easy engine map changes
•     NEW Slimmer, lighter perimeter frame and swingarm improve rider feel
•     Launch control based on factory race bike system
•     Industry-leading Showa SFF-Air TAC fork and Uni-Trak rear suspension
•     NEW Aggressive factory styling and flatter seat for easier rider movement
•     4-way adjustable handlebar and 2-way adjustable footpegs fit a wide range of riders

 

ENGINE

Kawasaki’s already powerful flagship motocross bike is even stronger for 2016, with the KX450F motorcycle boasting a more powerful and lighter engine. The revisions are extensive and start with new engine cases to save weight while optimizing the design to increase strength and rigidity. The location of the oil scavenger pump was also changed, swapping from the left case to the right case.
The cylinder head updates include revisions to the intake ports, which are less curved than before, improving mid-high RPM performance and over-rev. The intake port cores are also given a special coating during the head casting process to make the ports smoother. The extremely smooth surfaces and revised port shape increase the intake efficiency and performance at
all RPM.

The 36mm titanium intake valves have a revised head area. The new design, with slimmer throat angle and reduced recess (similar to valves on Kawasaki supersport engines) contributes to increased high-RPM performance. Revised intake cam timing (advanced 2-degrees) contributes to better low-RPM performance, while the camshaft is 0.5oz lighter than before. A new intake camshaft sprocket is 0.7oz lighter.


The single cylinder is offset (8.5mm forward) to reduce mechanical loss through friction from the piston movement, enabling more efficient power generation. This necessitated a revised crankshaft shape, corresponding to the revised crankshaft housing. The crankshaft balancer shape was also changed – reducing its size and lightening it by 1.9oz. Further updates were made to the crankshaft balancer drive gear and driven gear, resulting in a combined reduction of 1.4oz.

A new crown design for the Bridged-Box bottom piston is based on the AMA factory race bikes and matches the new intake valve shape as well as contributing to the 12.8:1 compression ratio.

Another addition for 2016 is the redesigned air box, which does away with any steel parts, resulting in a weight savings of 8.8oz. It also utilizes new underseat intakes at the back of the seat. These and the revise shape of the air box help to ensure clean airflow, improving engine response and reducing intake sound to meet local market requirements.

Changes were made to the throttle to reduce vibration. This resulted in a new compact fuel injector being used. The outer part of the fuel pump was also revised, changing the flange position in order to lower the fuel tank position, contributing to the motorcycle’s overall lower center of gravity.


Further upgrades include a new exhaust system. It starts with a new header design that features a resonator to improve low RPM power and help reduce the sound level.

The result of these changes to the powerplant mean increased power. And when combined with a lighter overall curb weight, the 2016 Kawasaki KX450F motorcycle has an improved power-to-weight ratio that provides improved acceleration response.

Another weight saving measure saw 9.2oz trimmed from the transmission gears and shafts, which retain their overall strength while contributing to the motorcycle’s dynamic performance. Finally, the shape of the kickstarter has altered, resulting in a saving of 2.6oz.

ELECTRONICS

With all these engine changes, the revolutionary and popular DFI® couplers are again available for the Digital Fuel Injection system. Three are supplied with each motorcycle and allow the riders to quickly change the fuel injection mapping to suit any riding condition. The four-pin DFI couplers are designed for standard, hard or soft terrain settings. The rider simply connects the appropriate coupler cap to suit the track conditions and the DFI couplers immediately activate an ignition mode to match.
The KX450F motorcycle’s Launch Control System is another popular feature that helps obtain holeshot supremacy for the amateur and pro rider alike. The push-button activation retards ignition timing in first and second gears, helping to maximize traction off the line. Once the rider shifts into third, normal ignition mapping is resumed and full power returns.

As a further benefit of owning a KX450F motorcycle, the engine ECU remains fully programmable thanks to the new handheld Kawasaki Accessory KX FI Calibration Kit. This portable device allows custom maps to be created giving riders precise adjustment of fuel and ignition settings. This new handheld module eliminates the need for a trackside laptop computer. It can store up to seven preset maps and is PC-compatible.

CHASSIS

Kawasaki’s engineers worked tirelessly to improve handling and chassis feedback with a new aluminum perimeter frame. The perimeter spars are 6mm slimmer than the previous frame, allowing easier rider movement. It is also lighter by 1 lb, while the subframe (seat rails) has thicker walls for increased strength. Overall rigidity has been improved with a new swingarm (while losing 7.8oz in the process), helping rear-wheel traction and rider feel.

The alloy swingarm has a cast front section and twin tapered hydro-formed spars in a raw aluminum finish.Forged chain adjusters are also fitted with a self-locking rear axle nut. The axle nut holds the 80 lb-ft torque setting without the need of a cotter pin for ease of maintenance at the track.

The original goal was to create the lightest motorcycle in its class, increasing the bike’s agility and helping to reduce rider fatigue, making the KX450F more potent than ever before. Following extensive engine andchassis revisions, the 2016 Kawasaki KX450F motorcycle has seen a significant 7.5 lb reduction in curb weight (including fluids), giving it a total weight of 239.6 lb.
Weight savings from the engine group (including intake and exhaust systems) amounted to approximately4.4 lb, with savings from chassis components totalling approximately 3.1 lb. Some of the major contributing component weight savings include:

• crankcases (left/right) – 13oz
• transmission – 9.2oz
• air filter – 8.8oz
• frame – 14.1oz
• suspension (front/rear) – 10.9oz
• swingarm – 7.8oz

 

BODYWORK & SEAT

The 2016 KX450F motorcycle receives all-new bodywork with aggressive styling to suit its heightened performance. The minimalist bodywork is light and features angular styling for the new number plates, shrouds, fenders, skid plate and water pump guard. The new bodywork unifies the radiator shroud and side covers for a smoother, seamless rider interface that is 1.2” slimmer at the widest point, and allows unimpaired movement around the motorcycle. The radiator was reshaped in order to achieve this, creating a vee-shapeand allowing the shrouds to be slimmer.

The top of the fuel tank is lower than before, allowing easier progression from the seat to the tank. The flatter design gives the rider greater freedom of movement when changing riding position, while also allowingthe rider to sit further forward.

Aggressive styling for the new front fender adds to the motorcycle’s overall racy appearance and alsosaves 1.8oz in weight overall the previous model year.

The appearance is further highlighted by green engine plugs, oil cap and generator cover plugs, as well as green alumite suspension adjusters and black alumite wheels. Another neat detail is the embossing
on the clutch cover, which was designed to gradually appear as contact from the rider’s boots wears away the paint.A new generator cover has also been incorporated to fit the new crankcase.

To protect the 2016 Kawasaki KX450F motorcycle from general wear and tear encountered during a typical day at the track, a large synthetic skid plate offers great protection with minimum weight. The revised designhas oval holes that facilitates easy mud removal and reduces the weight further.

SUSPENSION & BRAKES

With Kawasaki engineers creating a lighter motorcycle, its agility was increased, allowing the suspension and brakes to work more efficiently and effectively. This is especially true of its state-of-the-art Showa SFF-Air TAC (Separate Function front Fork, Triple Air Chamber) fork technology, which separates the damping and shock absorption duties into the individual fork legs. The left fork tube contains the damping assembly and the right fork tube contains the air spring. Instead of the steel coil springs found in conventional forks, the SFF-Air TAC’s right fork tube has three chambers filled with pressurized air that act as a “spring”. Eliminating the steel coil springs reduces friction by approximately 20% and creates an extremely smooth action throughout the fork’s stroke. This has the added benefit of greatly reducing weight and allowing a larger damper piston to be used, providing smoother action. New low-friction fork seals and revised valve settings for reduced damping deliver easier fork movement, matching the pitching characteristics to the lighter chassis.

This works-replica fork is derived from Kawasaki’s factory race bike. It is lightweight and rigid, contributing to superior riding stability and front-end feel. The low friction design contributes to an extremely smooth fork action, while precise settings are possible merely by changing air pressure.
The fork has traditional 22-position compression and 20-position rebound damping adjustment.Furthermore, the rider can adjust the internal air pressure with the Kawasaki Genuine Accessories 0-300psi Digital Air Pump that is supplied with the KX450F motorcycle. Changing the air pressure covers a range of settings offered by optional springs in a standard fork, including quick changes of ride height, without needing to disassemble the fork tubes. The pump’s digital display offers precise air pressure setting, and its casing stores the engine’s DFI couplers for the fuel injection system, allowing better organization on practice or race days.

New linkage ratios for the Kawasaki Uni-Trak® suspension system were designed to suit the new aluminum frame and swingarm. Mounting the link below the swingarm allows a longer rear suspension stroke, while maintaining a low seat height. Dual compression adjustability from the Showa shock allows high-speed and low-speed damping rates to be set separately. The shock reservoir has a friction-reducing internal Kashima Coat for improved suspension action. This race-oriented suspension offers class-leading action and adjustability on par with the Showa SFF-Air TAC fork. The fully adjustable unit allows for precise settings to help keep the rear wheel planted and the rider out front.

Riders looking for an extra edge over the competition can use the optional Kawasaki rear suspension tie rod. It is 1mm longer than stock and can be used to reduce seat height by 4mm to give the rider greater control and adjustment.

Being able to enter every corner at the desired speed is critical to fast lap times. The 2016 KawasakiKX450F motorcycle uses an oversized 270mm, petal-shaped front brake rotor (largest in class) from the renowned manufacturer, Braking. It helps provide powerful stopping forces, good lever feel and consistency in all conditions. It is paired with a 240mm petal-shaped Braking rotor on the rear.

ADJUSTABILITY

Kawasaki’s commitment to the rider continues with an adjustable handlebar and footpegs to fit various sizes and riding styles. The footpegs feature dual-position mounting points, with a lower position, which reduces the height from the standard position by an additional 5mm. The lower position effectively lowers the center of gravity when standing, and reduces knee angle when seated.
The handlebars offer 4-way adjustable mounts. With 35mm of range, the multi-position handlebars feature two mounting holes, and the 180-degree offset clamps provide four individual settings to suit different sizeriders.

Equipped with a flat seat, adjustable footpegs and handlebar as well as fully adjustable suspension, the 2016 Kawasaki KX450F motorcycle can be tailored to suit a large range of riders. This perfectly complements the wide range of damping settings as well as the DFI couplers and optional handheld Kawasaki AccessoryKX FI Calibration Kit, allowing the rider to find the ideal engine characteristics to suit a particular track or conditions. So while the base settings on the KX450F motorcycle are based on extensive testing, including racing, the motorcycle provides a huge range of technology and adjustment to help ensure every rider can fully exploit the incredible ability of this extremely capable motocross bike.

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Honda's 2015 ATV Lineup Has You Covered This Summer!

Honda’s 2015 multi-purpose ATV line has experienced dramatic increase in the number of models available within the FourTrax Foreman Rubicon series and FourTrax Rancher series, as both families now offer models with Independent Rear Suspension capable of handling a tough day on the job or a fun romp through the back country.
 
Honda unveiled the new Rubicon during a press outing at its private museum located just a few blocks from its American headquarters in Torrance, Calif., on July 9. A Rancher model was not available for our inspection, but Honda has promised to give us the chance to review the Rubicon, Rancher and Foreman models as they become available in the fall of 2014.

For 2015 the Honda FourTrax Foreman Rubicon is available with independent rear suspension.

The Honda FourTrax Foreman Rubicon is available in two trim packages and two transmission options for 2015. The most notable styling difference between the standard model and the Deluxe model are that the Deluxe Rubicon replaces the standard Rubicon’s steel wheels with fancier-looking cast-aluminum wheels and also features red-painted suspension components along with special decals.

The Deluxe Rubicon comes with cast-aluminum wheels and red painted suspension components.

While it’s customary to talk about a new unit’s powertrain first, the real news with the Rubicon is its new Independent Rear Suspension (IRS) system. Incorporating the IRS required an entirely new double-cradle steel frame that is very different from the chassis on the swingarm version. Honda says that the new chassis is stiffer and offers more torsional rigidity than the swingarm chassis, the goal being crisper, more precise handling and a smoother ride with increased ground clearance.

The new IRS system incorporates dual arms and one shock per side, boasting 8.5 inches of travel. Honda engineers also revamped the front suspension with a new independent double-wishbone arrangement that delivers 7.3 inches of travel, giving the Rubicon increased ground clearance as well. All four shocks are preload adjustable to better tailor the Rubicon’s ride to meet varying loads and riding conditions.

Rubicons are available with optional Electronic Power Steering (EPS), and Honda engineers have devised a new three-point mounting setup for the EPS system that is claimed to make the steering mechanism more rigid for more precise steering.

2015 Honda FourTrax Foreman Rubicon EPS Camo

Both models are powered by Honda’s longitudinally mounted, liquid-cooled, 475cc single-cylinder four-stroke, which is tuned to produce excellent low rpm torque and a broad powerband. Aiding in both power delivery and throttle response is Honda’s proprietary PGM-FI fuel-injection, which feeds fuel through a 36mm throttle body.

The main powertrain difference lies in the transmission options. While the five-speed manual transmission Rubicon can lay claim as the industry’s first manual transmission IRS multi-purpose ATV in the class, the marketing clout of that claim is debatable, especially compared to the Automatic Dual Clutch Transmission (DCT) Rubicon.

First introduced on Honda’s VFR1200F two-wheeled sportbike three years ago, the DCT is a unique transmission that provides the compact size and strength of a manual transmission with the convenience of an automatic transmission, while giving the rider the option of push-button manual control via Honda’s Electric Shift Program (ESP). For 2015, the Rubicon’s Automatic DCT also features a new dual shift-mapping program that automatically selects between two transmission shifting modes, Cruise or Sport. Changing the mode alters the Rubicon’s shift timing: Sport mode holds the transmission in the same gear longer before shifting to deliver more performance while play riding, while Cruise mode allows the transmission to shift up sooner for more casual performance and enhanced fuel efficiency. Honda is claiming a 12% fuel efficiency increase for 2015.

2015 Honda FourTrax Foreman Rubicon DCT

Both the DCT and manual-transmission Rubicons come with Honda’s TraxLok 2WD/4WD system, which offers 2WD and 4WD modes along with a 4WD mode that locks the front differential to optimize traction. The TraxLok also features a Speed Override mode that can be engaged when the front differential is locked, allowing increased wheel speed in severe terrain conditions such as deep mud. Helping to get the Rubicon’s power to the ground are new tires designed in conjunction with Maxxis. The new tires feature a more aggressive tread pattern for improved traction, yet their carcass design is claimed to offer a better ride quality at the same time.

Making the transmission operation even easier, the 2015 Rubicon gets a new dual-purpose lever that allows the rider to engage reverse gear as well as setting the parking brake. The rider pulls the lever to engage reverse or pushes the lever to set the parking brake.

The 2015 Rubicon’s all-steel front and rear carriers boast more load capacity than before – 99 pounds up front, 187 pounds in the rear – with flat plates that facilitate loading and offer multiple tie-down points. A heavy-duty trailer hitch gives the Rubicons an impressive 1322-pound towing capacity.

2015 Honda FourTrax Foreman Rubicon DCT Olive

Other new features, include an increased AC generator output to 574 Watts, which will allow the user to power up more electrical accessories than before – although some of that additional power is usurped by a new 50W top assist light that operates independently of front headlights. Stopping power has also been increased via larger 190mm dual hydraulic front disc brakes and a 170mm hydraulic rear disc brake.

If you are going to spend all day in the saddle, it’s nice to know that the Rubicon has been designed with rider comfort in mind. In addition to a more “open” ergonomic triangle (defined as the relationship between the footwells, handlebar and seat), the 2015 model’s seat is now made of  thicker, softer foam, and the seat cover features a more-textured finish for better traction. The instrumentation has also been upgraded to a new electronic digital meter display that includes a handy Maintenance Minder system to signal when it is time to service the machine.

An upgraded seat features thicker, softer foam and more textured cover for additional traction.

Of course, the 2015 Rubicon also gets new styling that is designed for hard work as well as good looks. A sturdy full-coverage front bumper featuring integrated mounts for an accessory winch is a key part of the package. MSRP for the entire Rubicon line has not yet been determined.

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The 2015 Sea-Doo Spark is Here!

Yup, the most affordable, most innovative personal watercraft to come along in years returns for 2015, and perhaps the most amazing part about the 2015 version of the Sea-Doo Spark is that it has resisted the seemingly inevitable price creep to maintain its $4,999 starting price.

So just what do you get for the money? Let’s take a refresher course on all things Sparky.

Innovative Hull
 
By now, most people have at least seen the Spark. It’s cutting edge in design, but there’s more to it than just style. That colorful, matte-look finish, available in all those mouth-watering colors? It’s trendy, but it’s primarily the result of BRP not using fiberglass for the Spark’s hull and deck, but instead developing a proprietary material dubbed PolyTec. Actually polypropylene strengthened with long-strand glass fibers, it’s much lighter in weight than fiberglass, yet still plenty durable. That gaping open space up front? It’s part of the boat’s “Exoskel” system. By using an internal, wishbone-style frame up front, BRP engineers created a cool, one-of-a-kind look, reduced materials (which ultimately shaved off both pounds and dollars), and yet maintained plenty of rigidity.

Sea-Doo's groundbreaking Spark returns for 2015 in an assortment of eye-catching colors.

And then there’s the boat’s unique hull-deck joint. Rather than adhesive, the Spark’s two halves are sandwiched around a rubber gasket seal, and then bolted together. A consumer’s everyday access is kept ultra minimal. The fuel fill is under the saddle, and both the battery and oil dipstick are accessed through small ports, spaces through which an owner can also spray some anti-corrosion product on the engine if desired. But from a consumer standpoint, that’s pretty much it. Dealer service technicians, however, can unbolt the entire top deck in about 10 minutes and remove it completely from the hull. The result is the kind of wide-open access to the engine, fuel system and driveline that is last seen during factory assembly.

Small Engine, Big Power-to-Weight Ratio
 

Thanks to its light weight, the Spark's relatively small engine has no trouble providing a fun ride.

The idea behind much of the hull technology, of course, is to reduce not just cost but weight. A dramatically lighter craft (the base Spark weighs in at a mere 405 pounds) can use a dramatically smaller, lighter, lower horsepower engine. In the case of the Spark that powerplant is the 900cc Rotax ACE, a design actually co-developed with Ski-Doo engineers for a snowmobile project. It’s a mere 60 hp in the base model, but that’s still good enough to push the boat to a top speed of about 40 mph. Option up to the 90 hp version – an upgrade I’d strongly suggest for all but the most conservative riders – and you’ll push that top speed closer to 48 mph, as well as significantly improve the low-end punch. The 90 hp version also brings with it the familiar Sea-Doo Touring and Sport modes, meaning you can choose a tamer ride with greater fuel economy, or a more spirited ride with a little more get-up-and-go.

Co-developed with the Ski-Doo snowmobile team, the Rotax 900 ACE engine is available in 60 horsepower and 90 horsepower variants.

A common question is whether or not the Spark is adequate for towing duties. The short answer is yes. In its three-up configuration (the option includes a longer saddle and nicely integrated hull extension), the Spark can handle basic tubing and boarding. Just don’t expect the ultimate ride. Sea-Doo makes WAKE models (as well as just about every other three-passenger boat in the line) that do that sort of stuff much better. Still, it’s possible to handle the basics, and that only adds to the Spark’s versatility.

While it can't provide the same quality ride as other Sea-Doo craft, the Spark has enough juice for basic towing duties.

Old-School Handling
 
Though the Spark can handle more, it’s ideally suited for smaller bodies of water and an old-school, playful riding style. It’s actually meant to evoke an old-school SP. Hammer the throttle in a straight line, then chop it as you quickly flick the bars and you’ll launch into the classic powerslide. Or, unweight the back end, throw your weight forward and crank the bars, and you can spin the boat on its nose. In short, it’s fun to just goof around on like we used to do way back when, the sort of riding that’s all but impossible with most of today’s models.

Still, the Spark can carve with the right rider input. Yes, it’s still much looser than all of today’s more hard-cornering styles, but if you plant your outside foot toward the stern to keep things locked in and crank it into a turn, it will snap off a pretty good corner, especially with the added power of the 90 hp upgrade. In some ways, it can feel a little like the Yamaha WaveBlaster of old, certainly not a bad comparison given that boat’s avid fan base.

Though it may not be able to carve as tight a corner as some models, the Spark is capable of spirited handling.

And yes, plenty of hardcore riders have already taken Sparks far beyond those “calmer, inland lakes and waterways.” Those up for the challenge will find the Spark can actually be a fun ride in rougher conditions, especially when those conditions include some jumpable waves.

Customization Potential
 
Not content with the basic Spark? As previously mentioned, you can stretch it to a three-passenger model via the hull extension, or boost power to a more potent 90hp engine. But you can also customize the boat’s looks. A wide variety of stick-on graphic kits are available to make the Spark stand out even more. Owners can also add practical upgrades like a seven-gallon front storage, flip-down boarding step designed to rest a knee on to facilitate deep-water reboarding, and even Sea-Doo’s Intelligent Brake and Reverse system. Yes, iBR adds to the cost of a boat designed to keep costs in check, but it’s sure handy for maneuvering around tight areas – like the dock and launch ramp – and it offers stopping power should you need to slow abruptly out on the water.

News and Notes
 

A year of use has certainly brought a few issues to light. One concern is that it’s difficult to spray down the interior of the engine compartment thanks to the mostly closed design. BRP would encourage owners to use the few access ports to reach into the interior, especially for those who ride in salt water. There were also some early problems with the handlebar and steering column durability in rough conditions, but it was traced to a manufacturer Sea-Doo sourced parts from and handled with a recall.

It’s also interesting to note that, according to sources at another manufacturer, the “average” sales price for a Spark was well into the $7,000 range, meaning consumers frequently optioned up from the $4,999 base model.

With a base price of just $4,999, the 2015 Sea-Doo Spark is available with a host of price-bumping options.

But in the end, the Spark pretty much did just what Sea-Doo hoped – light a little bit of a fire underneath a stagnant industry. The 2014 model run sold out early, and even the competition had to note the model’s positive influence. Will that momentum continue into 2015? Probably so, at least to some extent. There’s a certain pent-up demand from those unable to get a Spark in 2014, as well as likely a greater acceptance of the model in general. My main disappointment with the Spark for 2015 is that Sea-Doo didn’t refresh or add some color choices, a la the colorful, refreshed Apple iMacs of years back.

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