High Hopes

Things Aren’t What They Appear to Be with HSR-Benelli’s 2008 New Lineup

Text and Photography by Vasilis Moraitis

Murphy’s Law states that if anything can go wrong, it will. I don’t know if bad luck struck the Austrian-based company during the international press launch debuting the new line of 2008 HSR-Benelli models, but things definitely did not proceed as expected.

Originally scheduled for the beginning of May, the launch was suddenly, and without explanation at the time, postponed until the end of the month. It wasn’t until I arrived in Murcia, Spain, that the delay’s source was revealed. While I and the other journalists were at dinner the night before, the smiling HSR-Benelli crew informed us that the truck with the watercraft had not yet arrived. Disbelieving, I was a 100 percent sure that the boats would have been here at least two to three days earlier for fine-tuning before any journalists could ride them. Call me suspicious, but this situation smelled funny.

The test rides were originally scheduled to start the next day at 10:30 a.m. Ultimately, it was pushed back until noon. The weather conditions were perfect: light chop, a good formation of waves and heavy wind – all ideal to put the new HSR-Benelli in a real-world test field. With the new units sparkling in the water under the midday sun, company owner Alberto Monti proudly strutted into the surf to present the new Series-S Race Edition ski.

Soon after he left the shore on the Series-S, he was swimming: At nearly the very moment the engine roared to life and Monti grabbed the throttle, the hood flew off, swamping the engine compartment with salty surf. The rescue craft and its crew managed to pull him back to shore, and the ski was rushed to a maintenance truck to pump it dry and change the oil, in hopes to bring the engine back to life. Unfortunately, Lady Luck was still absent that day. The ski was a total loss. Immediately, the HSR-Benelli crew canceled the ski’s testing and started preparing the only two Series-R runabouts and the remaining Series-S stand-up – the Pro Edition.

Dragging the black-and-green Naked and black-and-white Pro Edition Series-R craft to the water, HSR-Benelli invited a local racer going by the name “Carlo” to demonstrate the runabouts’ abilities. Sprinting toward the provided buoy course, Carlo was immediately catapulted from the HSR-Benelli’s saddle. While he was paddling back aboard the craft, all of us on shore thought maybe a buoy rope had been caught. Such was not the case, as Carlo was bucked twice more before coming back in. The Benelli techs discovered that the reverse was inexplicably engaging on its own. This definitely gave new meaning to the company’s motto, “Moments before Flying.”

HSR-Benelli’s bad luck didn’t ebb, as the Pro Edition runabout (and later the Naked Edition) experienced recurring overheating problems throughout the day. Somehow, the closed-loop cooling system was leaking, seeping its contents into the ocean. The crew rushed to find the cause and to replenish the missing fluid, but to no avail. Both runabouts couldn’t keep their coolant.

Despite the frustrations, I was still excited to try out the new runabout. Wanting a second opinion to compare against my own, I brought along a very close friend of mine, Akis Malouchos, who is a motorcycle and personal watercraft mechanic, as well as PWC racer. He has won 17 national titles in the Pro Ski and the Runabout classes, and I knew his experience as a racer and a mechanic would be invaluable.

Riding the entry-level Series-R Naked Edition was like an odd mix of the Yamaha Blaster and Kawasaki STX-R. The seat foam is quite hard and reminded me of the KTM enduro bikes. While the seat is narrow and at a reasonable level to the deck, the engine-compartment side panels below the seat are quite wide. This is done to accommodate the larger V6 Benelli engine found in the Prestige and Race Editions, which were noticeably absent.

The sharp edges along the deck and foot wells caused bruised legs, even after a short ride. On the other hand, the foot wells are covered with elastic padding that provide exceptional grip. Additionally, the foam pads that are placed on the outer side of the foot wells act as lifters, too, providing optimal foot placement. The steering system felt very rigid and stable, and the wide handlebars (68.5 mm) give you the required leverage.

After making a couple of rounds on the buoy course, I realized that the hull behaves identically to the Kawasaki STX-R hull. Straightline stability is not an issue for the Naked Edition since the hull dimensions and the four chines enhance the overall performance. The sponsons looked strikingly similar to the R&D sponsons that were used on Chris MacClugage’s race-bred Kawasaki STX-15F two years ago. Overall, the Naked Edition felt lightweight and quite precise going around the buoys.

The three-cylinder engine is good for entry-level standards, though it does not give you the opportunity to find out the hull’s limits. No matter how brutal you are on the throttle trigger, the engine will use the 143 horsepower in its own rhythm, reminding you that this is not a race craft but a stylish runabout made for recreational use.

Hopping onto the Series-R Pro Edition felt as if I were riding a whole new craft. Unfortunately, only a few minutes after I had starting following the photographer’s boat, I was told by the safety crew to return back to the shore. I was informed by marketing manager Estibaliz Amatriain that I could not continue the photoshoot since my riding style was deemed “too aggressive.” I explained that factory teams, world-known tuners, and the top riders in the world have trusted me to test ride some of the most powerful, world title-winning race craft, but my words fell on deaf ears. It was thanks to sales manager Thomas Breuss that I was able to continue riding the Pro Edition.

The livelier engine makes the difference. Compared to the Naked, which is notably underpowered for its design, the Pro’s crispier throttle response makes the craft a real treat for the weekend warrior or the surf enthusiast. Bottom-end acceleration is ample, allowing you to round the buoys by following a tighter line without bending over the apex. Even though the sea got rougher as the day went on, the Pro Edition remained firm, stable and sharp.

The hull characteristics are awesome and assist in going around the buoy course easier by keeping a more accurate track and enabling you to push the limits without waiting patiently for the craft to accelerate. Certainly, the Pro Edition felt much faster and performed better overall compared to the Naked Edition but, in all honesty, a true assessment couldn’t be made in such a short test.

Design and aesthetics are two terms that come along with the Italian philosophy of engineering. For instance, take a Bimota motorcycle or a Ferrari sports car and compare it to anything else; the comparison seems almost unfair. As for the HSR-Benelli, the first thing you notice are the compact dimensions of the three-cylinder motor, which are actually so tight that it makes it look tiny, even when in the ski’s engine compartment.

The Series-S Pro and Race Edition and Series-R Naked and Pro Edition’s overall displacement of 1098cc is a result of a bore and stroke of 66 x 82 mm. The 12 valves take orders from the dual overhead camshafts. The three cylinders are fed via triple Dell’Orto throttle bodies that are equipped with a TPS (Throttle Position Sensor).

The latter enhances the throttle response under the rpm scale to avoid bogging at sudden throttle opening. The Bosch injectors achieve fuel atomization by using a six-hole design, while the throttle bodies are topped with an air plenum of similar design characteristics to those made by R&D Performance. The ignition is designed by Walbro and is manufactured in Italy. All electrics are assembled and placed nicely on an aluminum base, which I saw for the first time on the Team Kawasaki Factory SXi back in 2002. The coils are made by Beru and are built within the spark plugs. The Off Throttle Steering System is situated on the upper part of the throttle bodies.

The three-into-one exhaust manifold attracts your attention with its immaculate design and perfect fabrication. The silencer exits at the right-hand side of the pump cavity. Two electronic water-injection systems keep the exhaust temperature at the optimum level. They are fed through an open-loop system that siphons water from the pump, operating just a fraction above 1000 rpm. The valves close electronically if the engine shuts down or once it detects that it’s airborne.

Curiously, the injector fittings are made from common plumbing brass and not anodized aluminum, as is the modern standard. This was actually the only thing that ruined the aesthetics of the engine compartment. The overall engine weight makes the new engine 3kg lighter than the two-cylinder Weber motor used in the S4 (75kg). All electric cables can be removed quickly and easily (such as the charging system, the ignition unit, etc.) via waterproof Japanese-type high-quality connectors. Horsepower is translated into thrust through an extremely compact reduction-gearing system with a ratio of 1972:1. The complex designs of the couplers appear similar to the ones used in the Ultra 250X.

The pump is made by Solas – a 14-vane unit for the runabouts and a 12-vane pump for the ski. The steering nozzle diameter differs between the two runabouts and the skis. The pumps feature interchangeable rings, which allow the rider to alter the specs according to the engine modifications that have been done to any particular engine. The runabout pumps accommodate a four-blade stainless-steel impeller, while the skis are equipped with a three-blade prop.

The new three-cylinder Benelli plant is available in five different vehicles: three of the Series-S and two of the Series-R models. Horsepower figures start from around 100 hp and reach 172 hp. The horsepower difference is achieved by altering the mapping of the ECU, and by changing the compression ratio and camshaft timing. The diameter of the throttle bodies as well as the size of the injectors remains the same with all engine applications.

When Yamaha invented the NanoXcell technology for the hull-manufacturing process, they made great efforts to inform the press about the process’ significance. Interestingly, I discovered that HSR-Benelli utilizes an equally significant manufacturing process for both the hull and the deck, yet for some reason, the Austrian company did not inform the press or its customers about this particular process.

In this process, the company utilizes metal molds where the fiberglass is applied, and the resin is injected afterward. The materials are then compressed under extreme heat. Then, the hull and deck are kept in an oven in order to crystallize, securing the bonds. This process allows the hull and deck to be fabricated within exact dimensions and tolerances. Therefore, no matter how many hulls are made, all of them have the exact dimensions up to the final millimeter. This is a very important aspect in manufacturing, especially for a company that has been around for such a short time.

There is no doubt that the design of the new Series-S hull and deck are impressive. The aggressive angles of the deck and even the stylish pads around the tray make the whole craft look outstanding. The handlepole with the unique digital display gives a bit of high-tech glamour to both craft. The rear part of the tray is lifted and the mat looks similar to the ones made by many aftermarket shops. The gunwales are covered with a soft, elastic material and, at the bottom of each side, slight lifters are installed.

The actual hull is a modified S4 design with larger built-in sponsons at the front and small modifications throughout. The nose has been modified to keep the metal eyehook from protruding. The handlepoles are not adjustable, though it’s a stylish bonus for both stand-ups. Since I know how hard riders can be on handlepoles during riding, I strongly believe that the pole mounting hardware could have been produced in a better way.

The digital display is a unique feature for skis – HSR-Benelli or not. Depending on which mode you select, the display allows you to pre-check engine parameters, such as idle speed, TPS operation, and three warning indicators (oil, engine and fuel level). The panel is operated via the blue button located above the start and off buttons, next to the trigger lever. Both levers are made in Italy and enhance the stylish steering system. The hood design is unique and it is lightweight, too, though HSR-Benelli R&D has to find a better way of securing it to the deck.

The runabout features a small glovebox, which appeared roomy enough, and the mirrors are small and their shape resembles the ones featured in Formula-One cars. The seat is extremely lightweight and the cover provides good grip, though it does not feature a strap. The boarding handle is stylish, and, lower on the deck, a nice aluminum tow-hook is featured. The deck design is simply unique, outstanding, and makes the craft look like a Stealth powerboat, ready to fly. This is why the company actually claims that they have built the F1 car for the water.

Although USA is the biggest market for the sport, the Austrian company has plans elsewhere for its future. According to Breuss, top priority has been aimed at the European market and dealerships. Then, the new models will find their way to Russia, which intends to be the hub for watercraft in Eastern Europe. Afterward, the new products will be exported to the Middle East, while the company hopes to establish an HSR-Benelli USA headquarters based in Florida – where they are already working to meet homologation standards for the new models. Most likely, the new units will be available in the USA by spring of 2009.

Amid a day filled with sunken skis, seized engines, tossed riders, poor scheduling, and questionably “original” designs, it is good to note that HSR-Benelli is a company bent on producing watercraft for the true performance enthusiast. They have sampled and taken the best bits and pieces of some of the world’s most renowned performance craft and built their own machine. Unfortunately, it is the execution of that recipe that has me guessing.

Where was the brand’s history-in-the-making 342-horsepower V6 Series-R Race Edition? If the boats they brought today were in such dire shape, I could only imagine what would have been the condition of the Race Edition. Undoubtedly, building watercraft is a tough arena to eagerly jump into, especially as the Japanese have so efficiently refined it. Japanese engineers have a saying, “Do it right, do it first time,” and I do believe that the Austrian company was over-enthusiastic about the new project. Frankly, if HSR-Benelli waited until the end of this year to introduce its runabouts and new skis as 2009 models, I’m certain most of the glitches and errors I saw today wouldn’t have happened.

Ultimately, the new runabouts were good in nearly every aspect when they were working, but when a person puts up the money to buy one, that product needs to be flawless. Not until that time should any product be allowed into the customer’s hands.