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Lots of Great Choices But One Size Wont Fit All A full-size 1911, decked out with many of today’s popular features. This example is a stainless .45 ACP Kimber Eclipse, factory equipped with adjustable night sights.

The U.S. Military is now into their second generation of standard-issue pistols since the Government Model 1911 was phased out. Replaced by the M-9 (Beretta M-92 FS) in 1985, the M17/18 (Sig P320) came next during 2017. Thus, except for those long in the tooth with military handgun experience, the 1911 is probably regarded more as an abstract relic by many veterans.

That may be true, but the Government Model is still a strong contender in the civilian market. Available in numerous calibers and sizes, many are true eye candy.

Polymer pistols enjoy strong sales, but the seemingly immortal Model 1911 Government Model still soldiers on. In fact, nowadays, old slab-sides has even been hybridized, one recent example being Springfield Armorys high-capacity Prodigy. And like the majority of todays single-stacks, this high-cap rendition incorporates features that were previously custom extras.

Prior to (and even well into) the debut of the Glock, many commercial Government Models started life pretty much as their military counterparts had. Three nearly obligatory upgrades were extended (beavertail) grip safeties, larger thumb safety pads, and a better set of sights the latter the topic of this post. 1911 Sights – Many Options Basic G.I. Sights

A genuine U.S. issued Government Model is a Spartan example of todays possibilities. In fact, for those of us old enough to have carried one, the forty-five was already dated, the most recent issued specimens dating to World War II.

Lord knows mine had certainly seen its share of hard knocks, as evidenced by its appearance – and interesting history. Captured (actually recaptured) from an opponent no longer in need of its use, unlike some other battlefield pickups we frequently encountered, it was still configured as issued at some point during its murky past. I wish Id recorded its markings, but priorities were different at the time.

After giving my new acquisition a thorough going over, it became my constant companion. Through some creative scrounging, I eventually accumulated a large stash of .45 Hardball rounds and magazines. The .45 is arguably one of several useful calibers to own, but one remaining loose end was the pistols bore, which showed heavily worn rifling. That problem was solved through dumb luck when, during a trip to the rear, I managed to score a new barrel. Today Id obsess over its fitting and confirm the results via careful range testing.

Ignorance being bliss, I simply dropped in the replacement barrel and proceeded to ventilate an ammo can from around twenty paces. More luck: A satisfying seven-round group formed directly above the pistols sights and, from that point on, the old G.I. .45 performed admirably.

Back to the subject at hand, I never remotely considered its sights a hindrance. I attribute this to the following: At the time, my eyes were a whole lot younger. When I finally handed my trusty old Government Model off to a buddy, they, along with the rest of me, were only 21 years old. Related to the above, Im a product of the era preceding computers, tablets and blue screens. During my pre-military days, phones had rotary dials and cords. Most households had televisions (initially black & white), but programming was limited to three networks received via rabbit ears or roof antennas. The expectation was, kids would either be in school or outdoors during daylight hours, with evenings reserved for homework. Result: My tender baby blues hadnt been fried by steady exposure to electronics.

Earlier on, both of my parents were Word War II veterans who grew up without any visually based electronics other than incandescent lighting – still a novelty in many regions of the U.S. when they were kids. And the Model 1911 predates them both.

Im betting the sights of my Grandfathers Navy-issued World War I version were perfectly adequate for his non-light-polluted eyes. Lots of other old handguns from that period have seemingly rudimentary sights. True enough by todays standards, but maybe their owners could actually see! The fabled U.S. Government Model .45 as it appeared in 1911. Produced by Colt and configured as issued prior to the A-1 version, this example may have been through World War 1. By today’s standards its sights are rudimentary appendages but, during that era, many shooters may have had better eyes.

Anyhow, those days are long gone. And on a personal note, the issued sights of my old 1911 would be close to useless for my now aged eyes.

Good news: Due to the ongoing popularity of this pistol, there are lots of great aiming choices today almost too many. The options include fixed or adjustable sights configured as three-dot versions, fiber optics, night sights, and even small battery-powered red dot units. Where to begin? Red Dot Sights

Today, the aiming system for many shooters young and old is a miniaturized red dot sight (MRDS). These small electronic sights have advanced from novelty status to mainstream – to the point where many currently produced pistols are now offered with optics ready slides, or as fully decked-out packages. However, pickings are still lean among traditional 1911 offerings. And, as far as Im concerned, thats okay. Heck, even with an aluminum frame a standard-size 5-inch version is already quite a handful.

Previous size issues have been addressed through todays genre of carry-friendly pistols, many of which are striker-fired compact 9mms. Thus, manufacturers of 1911s, aiming to please, now offer a number of competing smaller versions chambered for not only .45 ACP, but also 9mm. However, unlike the growing list of other compact pistols, optics-ready versions are conspicuously absent.

The reason probably boils down to reliable function. As originally designed, the Government Model was engineered to fire .45 Automatic Colt Pistol cartridges. The platform has since been adapted to fire a number of other calibers, but function-wise, the .45 ACP has always been the gold standard.

And, across the board, reliability becomes increasingly problematic commensurate with decreasing size, due to greater slide velocities and steeper unlocking angles. Fortunately, thanks to stiff demand and the ensuing R&D, most of these issues have now been overcome, and most of todays smaller 1911s will run reliably – in their factory form.

But, when it comes to MRDS offerings, among Kimbers extensive line, the only listed option is a Custom Shop 10mm version, (equipped with a Leupold Delta Point Pro). Likewise, Springfield Armory has a generous listing of 1911s, however, their MRDS platform is the high-cap Prodigy. 

That said, the 1911 has been adapted to accommodate small optical systems. Beyond MRDS base adapters, existing slides can be machined (at considerable expense), or they can be purchased pre-machined from reputable sources such as Ed Brown: Ed brown 1911 Government Slide.

The great feature of Browns full-sized slide is, its machined for Trijicons 1911 RMR Mount, which ships with an integral night-sight and a dovetailed (NS green) front. The sights are tall enough to co-witness (lower 1/3) with Trijicons excellent RMR dot sights, providing the best of both worlds.

Playing it safe, a satisfactory installation will likely require the services of a competent gunsmith possessing the correct sight fixtures. Attempt to install a dovetailed night sight with a hammer and brass drift and you may discover its Tritium lamp is suddenly kaput. Also, theres the associated expenses. Labor aside, the slide costs around $352, and the RMR mount is $211. Factor in more money for slide components.

Alternate solutions include small aftermarket bases designed to fit factory rear sight slots, something Id just as soon skip – at least for defensive purposes. Durable Iron Sight Options

Jumping back in time, if I ould only add one upgrade to my battle-worn G.I. .45, it would have to be a foolproof set of iron sights, effective in all lighting conditions to include darkness. In fight-mode, durability would take top-billing over precise aiming.

Based on good results with two sight sets on a pair of small S&W polymer pistols (a 9mm Shield and .380 Bodyguard), Id look hard at XD Sights Big Dots for a 1911. The front sight is humongous, but its express design nevertheless affords more precision than one might expect and its also fast. An XS Big Dot Sight set shown here atop an S&W .380 Bodyguard. Although highly visible, they almost look too basic to provide any degree of accuracy. But in reality, they work surprisingly well.

Another route, circling back to Kimber, their Rapide comes factory-equipped with a set of TRUGLO TFX Pro Day/Night Sights. As for the sights themselves, if you log on to TRUGLOs site, you can peruse Truglo’s 1911 offerings. While youre at it, note the slide cuts which are listed as Novak LoMount patterns. Kimber’s full-size .45 ACP Rapide (top) ships with TRUGLO’s TFX Pro Day/Night Sights featuring fiber-optic & Tritium elements. Its smaller 9mm cousin, the 9mm Micro 9 ESV, is sold with Kimber’s low-profile night sights. Sights & Slides

The above is no more than a tiny sampler of the myriad sight possibilities. Nowadays, more 1911s are probably produced with slides machined to accept sights other than those of the original Colt/ Government Model. Rear Sights

Todays more common 1911 slide cuts correspond with the following sights:

Novak LoMount Introduced by Novak Designs in 1985, these streamlined low profile rear sights quickly caught on for defensive use, to the point where they became factory-issue for a number of pistol manufacturers. The line has since expanded to include versions for standard G.I. slides, as well as adjustable Novak models. See the variety of Novak sights.

As originally conceived by Novak, the sloping rear sight can sit low in a slide because it nests in a proprietary cut. But it wasnt the first designed for use in an altered slide. The Novak rear sight (L) is a night-sight version equipped with Tritium inserts that glow 24/7. Elevation is fixed but windage adjustments can be made after loosening the sight’s central setscrew. The fully adjustable BoMar (R) has softened blade corners but it’s really more of a target sight.

Elliason For many years the 1911 has been brought to a fine level of accuracy through careful fitting of its barrel, bushing, slide and frame, etc. Better sights were part of the package so, when Colt introduced a factory Gold Cup National Match version, it was sold with an adjustable rear sight. Recessed into its slide via a proprietary longitudinal slot, several iterations progressed to include a 1965 Eliasson design secured with a somewhat fragile cross-pin.

BoMar BMCS The emergence of the BoMar design provided a stronger low-mounted alternative to the Gold Cups sights. Although BoMar is no longer in business, fortunately for us, the design continues to thrive. Its offered by several manufacturers, using a unique inset crosswise slide cut. Commonly seen atop serious competition 1911s, its also adaptable to defensive roles through the use of melted sight blades featuring Tritium inserts. A closeup view of a Bo-Mar sight. The serrated windage and elevation screws provide precise clicks permitting regulated adjustments. It sits low on the slide thanks to its unique “dovetail” pattern. Sometimes referred to as a “BoMar”, the firm is no longer in business, but a number of other manufacturers now produce it.

LPA TRT Similar to the BoMar pattern, the elevation screw is located differently, another proprietary design.

The takeaway: Particularly when upgrading to todays great rear sight options, much like MRDS footprints, there is no universal size. But, thanks to the Internet, the necessary information is only a click away. Front Sights

The 1911s original front sight was staked, using a stem that protruded through the slide. Done right its secure enough (not all of em are). Two 1911 front sight examples. The sight on the Government Model slide to the right is attached via the original staking system. The dovetailed version is mounted to a “melted” slide, softened for snag-free holster use.

Replacements are available, but today, more slides feature horizontal dovetail cuts compatible with numerous useful designs. Beyond the various aiming options, different heights will usually correct elevation errors. However, because many are super-tight fits, as noted above, a properly designed fixture is the ticket to a damage-free installation. Also, since dovetail cuts can vary, matching combinations are required. There’s no missing this Remington 1911’s highly visible fiber-optic front sight – at least, not during daylight hours! Although less durable than an all-steel type, if the element breaks the sight’s body will probably survive. A new element can easily be installed (including one of a different color) with a nail-clipper and Butane lighter. Lasers

Today, most lights and lasers are mounted to pistols via their integral accessory rails. The process is simple, but a new holster will probably be necessary. Say you already have an older pistol, possibly a 1911 of vintage stock. Assuming it runs reliably, one easy-to-install aiming upgrade is a laser.

As long as the pistol is built to spec, its grip panels can be exchanged a set of Crimson Trace Laser grips. Its a simple kitchen table job requiring no more than a screwdriver. The laser can be zeroed off the iron sights without firing a shot (verify through some shooting), and a standard holster will probably work just fine. A holster friendly set of Crimson Trace Laser Grips attached to a compact Kimber Covert .45 ACP 1911. The laser’s emitter is located in the upper front corner of the grip panel. Activation is per the pressure pad below the pistol’s trigger guard.

If a rail is preferred you can buy a 1911 so equipped, but the pistol will gain weight and need a different holster. Parting Shots

For precise shooting, my hands-down favorite set of 1911 sights consist of a black BoMar adjustable rear (0.115 wide notch) paired with a narrow (0.110), highly visible green fiber-optic front. But, with defense as a top priority, durability should lead, followed closely by fast acquisition in all lighting conditions. And if the rear sight incorporates a shelf permitting a single-handed slide rack, so much the better. Generally, these designs will be fixed, but some adjustable versions can be reasonable picks. BoMar type night sight variations: The Kimber Eclipse set (L) has a horizontal bar, useful insurance against alignment mix-ups during low light situations. Wilson’s “pyramid” design is less likely to snag but still presents a clean sight picture.

A Wilson KZ-9 on hand here is such an example: Like the STI (now Stacatto 2011), this 4-inch 1911 is an earlier hybrid high-cap design. I ordered it with Wilsons BoMar-type Tritium pyramid rear (0.125 notch) and, because it’s a defensive pistol, its Tritium front sight is a bolder 0.125 fast to pick up on the move. The night-sights of a 4 single-stack Kimber I owned produced high hits. That issue was resolved by replacing its Novak-type fixed rear with an adjustable Miniature Machine unit. An example of a small retrofitted rear sight. Initially equipped with a fixed Novak-type night-sight rear, this 4″ Kimber 9mm shot high. Point of impact was corrected via the adjustable Miniature Machine unit, complete with Tritium elements.

If starting from scratch, the simplest route is a 1911 already set up to meet personal needs. If it may serve more as a foundation for future upgrades, a factory-dovetailed front sight is worthwhile. Stick with mainstream domestic manufacturers and the dovetails will offer no surprises.

And beliee me, Im only scratching the surface! Google 1911 Sights and fasten your seatbelt. Maybe, sit on your wallet, too! For more information about the 1911 and other handguns, here’s a link to Handguns: A Buyer’s and Shooter’s Guide. Handguns: A Buyer’s and Shooter’s Guide (Survival Guns) Markwith, Steve (Author)English (Publication Language) $19.95 Buy on Amazon

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‘Crypto Week’ ushers in big change: What happens now?

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‘Crypto Week’ ushers in big change: What happens now?

‘Crypto Week’ ushers in big change: What happens now?

Crypto Week in the US ends with some victories for the crypto lobby, with the GENIUS Act headed to Trump’s desk.

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2025 Can-Am Origin test ride: a rugged, high-tech return to two-wheel fun

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2025 Can-Am Origin test ride: a rugged, high-tech return to two-wheel fun

The 2025 Can-Am Origin electric motorcycle is the pinnacle of fun, just as long as your good time can fit into 69 miles of riding between charges. What it lacks in long-distance range, it makes up for in versatility, rugged style, and instant torque that’s ready for the road and trail. Each twist of the throttle delivers immediate electric propulsion. Its futuristic design and stealthy motor hum make the Origin a dual-sport machine pulled from tomorrow that wonderfully celebrates Can-Am’s two-wheeled heritage of decades past. I also spent some time on the road with the more approachable Can-Am Pulse, a standard street bike with a slight range advantage.

Can-Am style and comfort through technology

The Can-Am Origin is unlike any electric motorbike that has entered my garage. Its tall stance, 21-inch front and 18-inch rear wheels, and high ground clearance practically beg to be taken off your routine street routes. Can-Am simultaneously delivers an infotainment system on a dual-sport bike that, respectfully, makes much more expensive electric motorcycles look like tech dinosaurs in comparison.

The Origin’s dashboard has specs that every electric motorcycle company should copy. Equipping this system to an electric dual-sport feels like a total luxury. The Origin features a giant 10.25-inch color touchscreen with BRP Connect and a clean user interface that automatically switches between light and dark mode and adjusts brightness. In addition to a digital speedometer, you can quickly switch between ride modes, view battery status, check estimated range, and more.

Ride modes include Normal, Sport, Rain, Eco, two different Off-Road modes. You can toggle traction control and fine-tune front and rear regenerative braking independently, each with Off, Mid, and Max settings. Controls are accessible via the touchscreen when parked or through handlebar-mounted thumb controls while riding.

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The UI adapts to show either large gauges or a split between speedometer and infotainment applets. Bluetooth connects the bike and your phone, and Can-Am has included built-in wifi for over-the-air software updates. These are the kinds of features you’d expect on a premium electric motorcycle in 2025, but they’re not guaranteed.

For iPhone users, there’s Apple CarPlay integration. Two caveats: first, the system uses USB-A instead of USB-C, so newer iPhones will require an adapter or a USB-A to USB-C cable that supports data, not just charging. Second, it only supports wired CarPlay, not wireless, despite the bike having both wifi and Bluetooth radios onboard.

Those two complaints aside, the CarPlay integration is next-level. The touchscreen is responsive when parked, and everything remains fully controllable through the handlebar controls while riding. Access to apps like Maps, Music, Messages, and Phone while on the move is a real convenience. There are also motorcycle- and EV-specific apps with CarPlay are right at home on the Can-Am system.

There are no built-in speakers, so Can-Am relies on Bluetooth audio outputs. The setup is clever, supporting two output channels: one for the rider and one for the passenger helmet comms systems. I experimented by tossing a Bluetooth speaker onto the handlebars and was surprised to find it worked well in sub 50 mph environments as an open-air audio solution.

My only real hardware gripe on a bike that otherwise outshines much of its competition is the lack of self-canceling turn signals. Not every bike has them, but every bike that lacks them is missing out. There’s nothing less cool than riding around with your blinker still flashing. Fortunately, the dash clearly displays active signals. Still, I initially thought the right indicator light on the dash wasn’t working until I realized a single cable runs directly in front of it from my seated position. It’s a small, oddly specific problem that may be specific to my loaner bike, but I can’t quite position the cable differently.

Overall, I give the look and tech a 9.75 out of 10 for delivering both style and features that I actually want and use.

How the Origin feels to ride

At 5’10” with a 30-inch inseam, I find the Origin’s seat height tall yet correct for a dual-sport bike. Throwing a leg over feels a bit like saddling up on a horse, and once I’m on, it’s immediately comfortable. I can straddle the bike confidently, with my left foot planted on the ground and the other hovering around the rear brake. Any taller, and it might feel like a stretch; any shorter, and the ride position wouldn’t feel as commanding. The elevated stance provides a clear, confident view of the road or trail ahead, and the headlight system works adequately. It sets the Origin apart from the lower, more compact feel of traditional street bikes.

With this bike, Can-Am delivers an awesome mix of rugged reality and futuristic aesthetic. The Origin’s angular black-and-white bodywork and tall riding position regularly invokes the feeling of a stormtrooper hovering through the moon forest of Endor on a speeder bike. That particular vibe is especially strong at speed, where the elevated stance and electric torque make it feel like you’re gliding just above the terrain. At lower speeds, the illusion shifts. The stealthy motor hum fades behind the subtle roll of tires on pavement, creating a sensation much like quietly cruising up on a skateboard. It’s stealthy, smooth, and serene.

In terms of performance, the Origin tops out at 79 mph for me, providing plenty of speed for highway rides. Can-Am rates the 0-60 mph acceleration at 4.3 seconds, but frankly this bike feels like it might toss you overboard if you push it that quickly. Can-Am estimates range of up to 90 city miles and 71 mixed environment miles. On one test ride, I ran the battery from 100 percent to 1 percent over the course of 2.3 hours, covering 58.7 miles at an average speed of 24 mph, according to the bike stats.

According to my stats, it was many more hours of fun in the sun with a break for lunch at the park by the water in between riding sessions. That ride was done entirely in Sport mode with regenerative braking turned off, and it returned an average energy consumption of 9 miles per kilowatt-hour. It’s a solid showing for an electric dual-sport, especially considering the aggressive mode and lack of regen for the most reactive and relaxed ride.

Sometimes I love the feel of regenerative braking on electric cars and motorcycles. It can add to the feeling of responsiveness. I found regen on this bike to feel a bit more tight and underpowered for my liking, but it’s there as an option for extending range. With regen turned off entirely, the Origin felt significantly more loose and natural to ride. On the Origin I consistently opted to leave both front and rear regen off. We’ll see how the Pulse feels when I test that model next.

I must have logged over 500 miles across four weeks with the Origin. The lasting impression is that when you gain muscle memory for how the bike responds to throttle spin and body movement, riding the Can-Am Origin feels like playing an amplified electric guitar. Every incremental finger and palm positioning has a result, and when you find your rhythm, suddenly you’re creating music.

The other piece of the Can-Am Origin experience that I didn’t anticipate is the conversational aspect. Electric vehicles are still novel to many, and electric motorcycles are an absolute enigma to most. “Can it get wet?” is still the classic question that many ask. But from day one to day 28 of test riding the Can-Am Origin, it was the brand itself that got people asking me about the bike.

My takeaway is that people have a real affinity for the Can-Am brand as well as a nostalgia for the days of two-wheeled Can-Am motorbikes. When they learn that Can-Am is back on two wheels in the form of a bad-ass looking electric dual-sport motorcycle, people react like they just met a the much younger version of a celebrity in their home town. It’s a fun thing to experience.

Can-Am has earned its place as an electric motorcycle brand to consider

The Can-Am Origin is an incredibly thoughtful and fun take on what an electric dual-sport can be. It pairs rugged styling with a high-tech, feature-rich interface, offers plenty of real-world performance, and never stops turning heads while doing it without trying. From its futuristic design and surprisingly refined touchscreen to the tall, confident riding position and intuitive handling, the Origin is a complete package, so long as your expectations around electric motorcycle range are in check.

Priced starting at $14,999, the Origin slots in competitively against other premium electric motorcycles, though it leans more toward adventure and off-road versatility than urban street performance. It doesn’t quite reach the power or fast-charging capability of more premium priced machines, yet it undercuts in price and adds very useful touches like Apple CarPlay, OTA updates, and dual regen tuning.

If money were no object, I’d gladly keep one in the garage. It’s just flat-out fun to ride. From quick errands and joyrides to weekend backroad escapes, the Origin is a thrill machine that leaves you smiling between rides. Can-Am has a huge selection of first-party accessories to customize your bike as well. This configuration above makes me drool.

Range will be the limiter on machines like this for a while, and while around 70 miles between charges is enough for plenty of use cases, it still has to be a part of the conversation when talking recommendations. But here’s the thing: despite that limitation, electric motorcycles are a ton of fun right now. And if you’ve got either a high pain tolerance for early adoption or healthy access to good charging infrastructure, you can absolutely push them further.

The Origin is compatible with both Level 1 (standard wall outlet) and Level 2 (240V) charging, but not Level 3 DC fast charging. Can-Am rates Level 2 charging at 0 to 80% in 1.5 hours and 0 to 100% in 3.5 hours. In practice, that translates to plugging in and waiting a few hours between fun sessions. For some riders, that’s no big deal, especially if spending time at your destination is part of the trip.

I certainly don’t live along the great electric freeway of California, but my coastal stretch of highway in South Mississippi is populated with electric charging stops.

In my testing, I used the Can-Am Origin for a roundtrip airport commute from home in Ocean Springs, MS to Gulfport, MS, and back. The airport was outside of the travel-there-and-back-without-charging range, but free charging infrastructure at the airport parking garage made it no problem. I rode there, parked, charged during my trip, and returned from the other side of the country to a full battery. So yes, it’s capable of handling local duties. But if long range is central to your riding lifestyle, it’s something to plan around. I think lower speeds and paid charging solutions along the way would allow me to reach New Orleans and return home, but I haven’t set out on that path with this bike.

The Origin isn’t perfect, but it’s arguably best in its category, well-executed, and just damn cool to experience. Can-Am absolutely executed on creating a great electric motorcycle experience despite not being solely focused on EVs or two-wheeled machines.

Can-Am Pulse experience

After 600+ miles on the Can-Am Origin, I had the chance to put some miles on a 2025 Can-Am Pulse electric motorcycle. My key takeaways? Both are excellent electric motorcycles with equally great CarPlay integration. The Pulse is more approachable with a low riding position and slightly more range. The larger storage capacity is also appreciated compared to the somewhat tight space on the Origin.

Pulse ’73 edition with two-up configuration

If I were choosing which to purchase without extensive riding experience, the Can-Am Pulse is absolutely the bike I would gravitate toward. It’s just a great standard street bike with awesome technology at a competitive price.

Above is a look at the redesigned CarPlay experience coming in September 2025 to iPhone in iOS 26, as seen on the Can-Am Pulse display. The new design flexibility makes CarPlay look more at home next to Can-Am’s UI that always appears on a third of the display. Since Can-Am supports CarPlay, the infotainment system will receive free upgrades as Apple enhances the iPhone-powered feature.

Can-Am also supports free over-the-air software updates to the bike itself. Updates are downloaded over wifi and installed using the built-in system on the bike. No visits to the dealership or firmware updates over USB drives required.

Here’s how both bikes compare on paper:

Feature Can‑Am Origin Can‑Am Pulse
Starting MSRP $14,499 $13,999
0–60 mph 4.3 sec 3.8 sec
City range 90 miles 100 miles
Combined range (WMTC) 71 miles 80 miles
Charging (20→80 %) 50 min (Level 2) 50 min (Level 2)
Peak power 47 hp (35 kW) 47 hp (35 kW)
Continuous power 27 hp (20 kW) 27 hp (20 kW)
Torque 53 lb‑ft (72 Nm) 53 lb‑ft (72 Nm)
Dry weight 412 lb (187 kg) 390 lb (177 kg)
Seat height 34 in (865 mm) 30.86 in (784 mm)
Suspension travel Front/rear 10 in (255 mm) Front/rear 5.5 in (140 mm)
Drive modes 6 modes (Normal, ECO, Rain, Sport, Off‑Road, Off‑Road+) 4 modes (Normal, ECO, Rain, Sport+)

Find more about Can-Am Origin and Pulse electric motorcycles here.

Electrek’s Take

I still think the Can-Am Pulse is the easier recommendation for most people, and you can kit it out as much as the Origin. Yet after around a month with each bike, I can’t help but think more about the Pulse. Can-Am really built a fun machine with that bike, especially with its commanding riding position and rugged style.

I would love to see a version with Level 3 charging speeds and greater range to expand the road trip potential, but both machines are super if your commute or leisure route works with the specs.

For now, Can-Am has delivered more than any other electric motorcycle maker when it comes to a giant display with CarPlay integration, attention-grabbing style, and options for two different riding preferences.

Want to learn more about the world of electric motorcycles and other two-wheeled EVs? Catch up on expert Micah Toll’s constant coverage, and subscribe to Electrek’s Wheel-E podcast for weekly updates.

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This $2,400 eight-wheeled dump truck from China is the toy every man needs

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This ,400 eight-wheeled dump truck from China is the toy every man needs

There’s something about the joy of playing around with Tonka trucks in a sandbox that men really never grow out of. Sure, we grow up, get real jobs, and most of us never take the toys back out of the dusty, long-forgotten box. But the desire is still there. And if you gave just about any former boy and reluctant adult the option, I’d be dollars to donuts they’d gladly play around with the life-sized version of their childhood construction toys in a heartbeat.

If that sounds like fun, then I’ve got good news for you. I just found the coolest grown-up toy construction vehicle and it’s unlike anything you’ve seen before. I’d argue that it slots in nicely as a perfect example of some of the coolest and weirdest things you can find from China’s endless supply of innovative EVs. So, for your viewing pleasure, I submit this week’s Awesomely Weird Alibaba Electric Vehicle of the Week: the Octo-dumper!

I really don’t know how to describe this vehicle. I’ve been at a loss for words before in this column, but at least there’s usually a general class of vehicle that these things fit into.

In this case, I’m hesitant to call it a dump truck – partly because it appears to be all dump and no truck.

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It’s remote-controlled, so you could call it an RC vehicle, but the fact that I’ve seen cars smaller than this rig makes me hesitant to lump it in with the remote-controlled toys.

Then there’s the 8×8 setup here. The last time I saw an eight-wheeled vehicle like this was, ironically, it was a mobile crane that was unloading one of my containers full of fun Alibaba construction equipment. Wow, I didn’t expect to come full circle there so quickly.

But despite being unable to quite classify this dumper, I still love everything about it, and I kind of want one.

Measuring around six feet long (197 cm), it seems capable of carrying a fairly large load. They rate it for 2,200 lb (1,000 kg) of cargo, and it looks every bit ready for it.

The top speed of 9 mph (15 km/h) might not hold up when fully laden, but this isn’t exactly a vehicle built for speed. Or comfort, for that matter. It’s built for by-god gettin’ stuff done! And with a claimed 5.4 kWh of battery capacity, it’s going to be quietly hauling your junk around for a good long time before it needs a recharge.

The cargo bed appears to have the classic pickup truck tailgate in the rear, though it also adds a pair of side gates like an old Corvair 95 Rampside pickup, except that the side gates run the full length. Finally, the front also has a tailgate–err, frontgate? Basically, it’s gates all around to turn this thing into a rolling flatbed capable of carrying just about any oversized junk you can think of!

Just don’t start tipping it up while you’ve got all those gates down or you might lose your load. That’s right, don’t forget that this is also a dumper! Not just a transporter around a job site, you can unload your dirt, mulch, gravel, friends, or whatever you carry in here with the push of a button.

Now I’m not exactly sure what I’d do with one of these if I owned one, but I’m sure I could find plenty of uses. You never realize what you can do with an octo-dumper until you own one, and then it’s suddenly like, “How did I ever manage without this thing!?”

Now it will set you back more than a Tonka truck. But I’d argue that the sticker price of $2,482 is a small price to pay in order to have the coolest vehicle in the neighborhood! Just try not to think yet about the thousands and thousands of dollars in fees, import charges, shipping, and other expenses of actually receiving one of these in the West. Instead, think of the fun hayrides you could give the neighborhood kids, at least assuming their parents signed the extensive liability waiver that this thing would probably require.

Speaking of liability though, before any of you get the bright idea to try one of these, please be warned that I’m telling you that’s a bad idea. As I always try to remind my readers during these fun tongue-in-cheek Alibaba articles: don’t actually try to buy one of these things. Seriously. These wild-looking Chinese EVs may be fun to look at, but this is just a lighthearted weekend column where I dig through Alibaba’s bizarre and fascinating collection of electric vehicles. While I’ve had a few successful (and fun) purchases from the site, I’ve also been burned more than once – so it’s definitely not for the faint of heart or anyone on a tight budget.

That’s not to say some brave (or stubborn) readers haven’t taken the plunge anyway, ignoring my caution and venturing into the unknown. But please don’t be the one who gambles and ends up with empty hands and a lighter wallet. Consider this your official heads-up – I’ve warned you!

For now, let’s enjoy how awesome it is that something like this octo-dumper exists, and leave it at that. Until next time, and until the next weird Alibaba EV, this is Micah signing off.

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