The Juárez BRP Manufacturing facility was given the honor and award for Best Corporate Social Responsibility (CSR) Practices in Mexico, according to a recent report in PowerSports Business. It all came down to the company’s care and preservation of the environment. The prestigious award was given during a ceremony held during the 10th International Seminar on Best Practices in CSR.
Cemife, the Mexican Philanthropy Center, recognizes a company for its environmentally friendly practices that are deemed original and sustainable. These ordinances must be in place for at least one year in order to show a true commitment to the environment and policies set forth by the company. BRP did exactly that and for their rigorous commitment, Cemife saw them best suited to receive the award. The ceremony took place October 9,2015 in Guadalajara, Mexico.
The Executive Chairman of Cemefi, Jorge Villalobos Grzybowicz, said that “the award-winning CSR practices show that businesses can achieve excellence not only in serving their employees and consumers, but also in serving society and the environment.”
BRP stayed strong in its commitment to helping the surrounding communities and environment by reducing its impact on the outside environment The company held the Green Race and Eco Fair 2014 and 2015 and six tons of electronic waste was collected! BRP also helped plant 2,000 trees and implemented a program designed to dispose of waste in a more eco friendly manner.
“Our team in Juárez has been determined to make a positive impact on the environment and community,” said Sylvain Blanchette, BRP’s vice-president of Operations, Mexico and Canada. “We’ve planted trees, sponsored local ecological projects, exchanged plastic bottles for an eco-friendly alternative, and much more – and we will continue to do so in the future.”
The Mexican Center for Philanthropy is a private non-profit apolitical lay organization whose mission is to promote and coordinate philanthropy and social responsibility of committed citizens, organizations, and businesses to achieve a more equitable, united and prosperous society.
Since 2014, BlackTip Jetsports and Watercraft Superstore have been consistently growing their watercraft racing team. Maybe you have seen one of the team member’s tricked out skis on the race course fitted with custom Elite Series traction mats and seat covers? Well, you are about to see one more BlackTip sponsored rider crossing the finish line in 2016!
Let us introduce you to Anthony Radetic. Anthony seemingly came from nowhere and burst on the watercraft racing scene in 2014. Now with two strong racing seasons under his belt, the PWC world gets to witness his champion heart: former Blackhawk Helicopter pilot, former Special Forces soldier, Army Combat Veteran and one of America’s greatest Challenged Athletes!
Watercraft Superstore’s Carrie Sinwelski, BlackTip’s Race Team Manager, had to say about adding Anthony to the roster for 2016: “We are excited to have Anthony Radetic as a sponsored BlackTip Jetsports rider. We recently met him at the AquaX races in Cocoa Beach Florida and were really impressed with his go-getter attitude. He excels at jet ski racing and is a natural athlete. Recently he was named athlete of the year by the AquaX team and is truly deserving of that title. Anthony let’s nothing get in his way of attaining the goals that he wants in his life and sports. We are honored to have him on our team and can’t wait to see what his 2016 race season will bring.”
We also caught up with Anthony who had this to say when asked about his opportunity to join the BlackTip Jetsports Race Team: “I’m definitely looking forward to being part of the BlackTip Family next season. I feel like BlackTip is a perfect match for what I need and use when racing. Not to mention our common view and like minded mentality, the company’s long history in the watercraft industry and it’s community…. I see this to be a great start in a new direction for the upcoming season!”
The SBT, BlackTip Jetsports and the Watercraft Superstore family of companies is multi-faceted and growing by leaps and bounds as they continue their dedication to “sticking to their roots.” Their growth, coupled with their support of both the PWC community as a whole is evidence of this BlackTip Jetsports champion heart. Indeed, it is a perfect match!
72-plus-miles per hour. We wouldn’t have believed it had we not just done it ourselves. Aboard a showroom stock 2016 Yamaha FX SVHO WaveRunner, we ran an incredible 72.3 mph (that is, with the current. We clocked a 71.5 mph upstream, making our average speed 71.9 mph). To be safe, we ran redundant systems, being a second Garmin GPS (which recorded a best of 72.2 mph) and the Speed Box app recently downloaded to our iPhone (although not nearly as precise giving us a basic “72 mph” as a result).
Normally, these are the types of speeds typically given to the low altitude canals of Louisiana and Florida, not 446-feet above sea level in Middle Tennessee. With air temperatures hanging around 58-degrees and the water at 42-degrees, Old Hickory Lake was deathly quiet when we took our first speed pass. The trees were still as our Carbon Metallic and Electric Green FX SVHO streaked by, the electric trim set one notch above neutral, a scant 4 gallons of gas in its 18.5 gallon tank, our 228-pounds low over the back seat.
From a standstill, the unofficial 265-horsepower (estimated) of the centrifugally-supercharged 1,812cc Super Vortex High Output 4-stroke erupts with power, enough to propel the entire WaveRunner’s 140.2-inch hull from the water if not trimmed low and if you’re not high up over the bars. Despite its long, 3-seater look, the FX rides on Yamaha’s NanoXcel2 hull and deck, whittling its dry weight to a mere 833 pounds (making it lighter than the new Sea-Doo RXP-X at 850-pounds).
The second pass fared slightly slower as heat began to soak the engine and wind began to sway the barren treetops, rippling our lake’s once glassy surface. Nevertheless, the numbers were there and in unison from multiple devices. A single GPS can record a “jump,” a slight blip in speed that gives a false positive. But dual systems recording near-identical numbers is indisputable. Either Yamaha reached down and finally unleashed the SVHO from its chain, or we had a one-of-a-kind fluke on our hands.
A late night post on Facebook proved otherwise. “I got 70 mph from mine,” one reported. “I go 71 mph all the time,” another echoed. Those who raced the SVHO-powered FX in this past year’s AquaX season sent private messages saying likewise. What exactly was going on? Exactly one month ago, we published a review of a near-identical and well-broken-in ’15 FX SVHO that at its best tipped 69.2 mph. What changed? First of all, the conditions: Both the air and water temps were significantly warmer in early October. And, the yellow ’15 was ridden in Lake Havasu. Although Havasu is 448-feet above sea level – almost identical to Tennessee – the corrected barometric pressure directly effects the altitude density to nearly 100-feet higher.
Changes between the ’15 and ’16 models were kept for the most part quiet, being specifically the re-engineering the 4-cylinder’s DOHC timing chain. The new model features a stout double width chain that, according to a few lucky enough to see early pictures, call “impressive.” Whether the timing gear(s) have been modified remain speculative [we’re still investigating – Ed.]. Otherwise, all production part numbers appear to have gone unchanged. The addition of the aforementioned carbon-and-green livery is also accompanied by a fetching Azure Blue Metallic scheme.
With those, carryovers include the inclusion of Yamaha’s new RiDE dual throttle brake-and-reverse system. Some will note our first impression of a RiDE-equipped SVHO unit as being “abrupt” and “throttle-happy.” Not so anymore (leading us to further speculate that certain tweaks were made to the ’16 ECU tune). Rather, the 2016’s transition from stopped-to-reverse comes on measured and progressively. Braking at speed is still stellar and is as equally satisfying as the latest improvements made by Sea-Doo with their second generation iBR.
In lieu of a large bow compartment like that of the new Sea-Doo S3 models or Kawasaki’s cavernous stowage, Yamaha breaks up its 33.2 gallons of capacity throughout the craft: a moderate front bin, an ample glove box, two watertight screw-top compartments – one in the dash, the other beneath the rear seat – and a wet storage locker in the rear swim platform, with each place seemingly being specific for its use; tow ropes in back, cell phones and wallets near the dash, a drink and sunscreen beneath the 5-point tilt steering, etc.
A wide, clean and uncluttered dashboard provides a traditional analog tachometer flanked by a LCD speedometer and info display on either side. Dash controls are tucked beneath the steering, above the glovebox, and can be tricky for some to navigate with the bars low and while traveling at speed. The steering features wide set-apart bars with electronic toggles for trim and Cruise Assist with multicolored buttons for start/stop and No Wake Mode. The ’16 also continues use of Yamaha’s comfortable “pistol-style” handgrips.
Unlike the next-level-up FX SVHO Cruiser, the 2016 features the slightly stepped seat. But what lies beneath is what counts: As stated before and familiar to most by now, the Yamaha’s SVHO runs 60-pound injectors spraying 8.5:1 compression forged pistons. A large capacity intercooler – an impressive 22-percent increase in efficiency over the previous SHO model – chills the charge of a 86mm HKS supercharger spinning a 6-vein impeller pressing out 60-percent more boost over the SHO as well.
All of this spins the race-inspired 3-blade 160mm impeller in its race-inspired 8-vein pump enough catapult the full-sized machine from 0-to-30 in 1.5 seconds, and to 60mph just past a second over that. As expressed at the beginning, not only did we blow past 60 mph in about 2.7 seconds, but ticked over 12 miles per hour past it. Now, what of the fabled “handshake agreement” with the USCG, you ask? Yamaha promises that the WaveRunner still complies when fully laden with three-passengers and adequate stowed weight as promised.
Yet, when freed, the FX SVHO rides like a culmination of decades of race experience rolled into one. Handling is predictable, steering input is sharp, throttle response is almost precognitive, and the hull reacts intuitively to shifts in body weight. Due to its lightweight, the FX doesn’t plow through moderate to heavy chop as predictably like the heavier Kawasaki Ultra or suspension-equipped Sea-Doo GTX and RXT. But in mild to rough windblown lakes, the SVHO has plenty of oomph to propel the motivated rider through and over without screaming wildly as others might.
Again, at 72.3 miles per hour, this is unequivocally the fastest production watercraft (intended for sale within the United States) that we have ever tested. Yamaha does not offer a special “international” model or “uncorked” tune, either. And no, this particular FX SVHO WaveRunner was not modified, save for disconnecting the visibility spout and decorative engine cover (as we’re sure some eagle-eyed readers will point out). Nevertheless, priced at $15,199, the 2016 Yamaha FX SVHO WaveRunner is bold, brazen and now the fastest thing on the water. Bar none.
There’s nothing quite like the feeling of satisfaction that comes from scoring a sweet deal. Of course, the lure of that sensation is a cruel master, as many suffer through hours and hours of lines and obnoxious tellers truly unhappy to be at work the day after Thanksgiving. The tradition of Black Friday began in the 1950s and has since become a yearly ritual of the bargain shopper, and you should be no different.
Thrust Innovations is celebrating the sale by offering the biggest discounts you will see all year: DASA 1100s in-stock for $4600, or $1200 off short block; a SFS Titan hull for $5000 (over $1000 off the normal price); earn 25-percent off Thrust-brand parts across the line too including an original Thrust complete trim setup (with nozzles) for $400!
You need to act immediately while supplies last this weekend only! No previous purchases, delayed payments or transactions after this weekend apply. If you snooze, you will lose my friend. Act now.
It all started several years ago when Philippine watersports enthusiasts hoped to bring fellow aficionados together at one, big annual event. They dreamed of an affair where veteran, beginner, and the curious could have an outlet where they could discuss all facets of their hobbies, as well as building strong networks within the country.
Several years later, the Sea Ex is now one of the most popular events in the world of watercraft and sports that brings together a combined total of over 3,000 guests from abroad and the Philippines. It has become, as the organizers envisioned, the premier destination for sea-faring people who are into boating, marine, and watersports.
Sea Ex: The 8th Philippine Boat Show and Premier Nautical Lifestyle Expo and Conference
On February 19 – 21 2016, Sea Ex will be back and held at the SMX Convention Center in Pasay City, Philippines. The event promises a myriad of attractions including a floating dock that showcases the latest boats and watercraft, a mini-regatta in Manila Bay, display booths about the latest gadgets in fishing, and other accessories related to boating. It will gather big names in the water equipment manufacturing industry and provide talks about the future of the market within the Philippines. Apart from the usual presentations that can be seen in a water expo, there will also be live bands, DJs, as well as a mobile cocktail booth for everyone. The Monster Burger Eating Contest, a tradition of Sea Ex, is also expected to make a comeback this year.
In the U.S., events as big as this one are usually held in Las Vegas. There’s the National Marina Day Event in Sin City, which is an activity that provides demos about safety training and information about the tours of houseboats. Apart from boating, there are other events being held annually in Las Vegas, which isn’t at all surprising given the fact that it needs to stay competitive in the cutthroat world of entertainment. When the boom of online gaming happened, brick-and-mortar Las Vegas establishments found it hard to compete with online casino providers that give secure payment access as well as huge deposit bonuses to first time and regular players. As a countermeasure, Las Vegas hosts activities like boating expos in order to drive more traffic to the city and to boost its local economy.
Is it possible to set up a personal watercraft for both drag racing and closed course and remain competitive in both schools? If not, what’s needed to be competitive in either genres? And, what are the outlying differences between either setups? These questions served as the perimeters for our initial exploration into this investigation.
Stepping back to observe the whole picture, we realized that delving as deep as we could go would take us way too far down the rabbit hole in either category, so we opted to narrow our search to participating in the Stock Runabout class. Although highly competitive and rife with some of the most talented racers and tuners in our sport, the limitations of the Stock class rules would dramatically reduce how far afield from the everyday performance enthusiast would dare to go with their own craft.
Because of Snyder’s long list of championships in both schools of racing, there was really no-one more qualified to offer any reliable advice and know-how in regards to the steps necessary to build both a successful closed course as well as that for drag racing (meaning not a ski that will compete in both simultaneously, but modifications needed to build successful skis for both genres).
We first asked Snyder what attributes he looked for in selecting a craft; Snyder said, “I look for reliability first, then you need the speed to get holeshot but still be able to turn it. Holeshot means a lot these days! In Pro Stock there is around 6 guys that can win in the world. So holeshot means the difference. The last two years my team has chosen the Yamaha FZR with the quality parts from RIVA Racing.”
But for drag racing? Snyder confessed, “Honestly, you guys might think I’m pulling your leg but the only difference in my [drag boat versus my] closed course boat is I change my modified RIVA ride plate I use in closed course to a stock out-of-the-box RIVA plate with a few shims depending on water conditions on that day.”
Of those craft available, Snyder marked on several characteristics he looks for in hull design: “For closed course, I like a hull that when I come off the throttle the PWC will still turn, and when I get back in the gas it won’t what I call ‘wheelie out of the turn.’ If the hull has too much keel in the front it can be bad news on the back straight of Havasu (which can be rough as hell).”
“When the hull re-enters in with too much keel it gets too unpredictable, which tends to make you back off the gas. The Yamaha FZR has a great keel and ride plate system that allows easing shimming up and down. I have tried all the plates on the market but my Bo Dupriest-modified RIVA plate always is my go-to plate.”
In respect to drag racing, the answer might surprise you: “In my opinion, you need a fast hull with not much keel. I watch these guy with big horsepower just bounce half way down the track. They are just always looking for pure speed with no handling. That’s why my drag boat is almost identical to my closed course set up. I won three world titles at the HydroDrags with a in-the-water closed course setup. That same boat won two world titles in Havasu in 2014 and went and won 3 drag titles two weeks later.”
Although Stock class limits heavily modifying a watercraft, many mods to improve handling are allowed. Snyder expanded on his closed course combination: “My handling set up is a Bo Dupriest modified RIVA ride plate and stock modified grate. I run RIVA sponsons that have had the backing plates angled to help take some of the bite out on the sweepers. We also blueprint the hull and sharpen some chines. [I find that] every hull comes out of the mold a little different so I go ride them first before touching them to see where I massage them.”
But what of his drag racing setup? Snyder laughed, “It’s just a ride plate change from closed course to drag racing.” So we thought, how about any pump/prop modifications? His answer was equally as straight-forward: “For closed course racing, I run a stock pump with Solas props bent by Tim Judge. This is my secret to winning so I’ll leave it at that! But for drag racing I run the same set up, but a different Solas prop, single at some or doubles at other sites. They get bent for every race. The water density, weather, my body weight, how well the motor is running for the day all comes into play when we bend a prop.”
But what of under the hood? Surely Snyder and his team are building an insane powerplant to outrun the competition, right? Not so. “My main class has always been Pro Stock, so we follow the rules,” he continued. “But in 2014, we built a Limited class ski that we won in Havasu and at the drags with. In that boat, we ran a stock motor with RIVA spring retainers and a Engine Tech (ET) supercharger wheel with a RIVA intercooler, and of course the RIVA Vi-Pec ECU was the brains behind it. For the drags, the only thing we change is the tune in the Vi-Pec.”
In our conversation, it didn’t take much to learn the differences between a Troy Snyder-built Stock class closed course ski and a drag ski, except for a change of ride plate, how much shimming of the plate and the RIVA Vi-Pec tune.
Snyder stopped and took a moment to elaborate: The ultimate goal for building a closed course race ski is [finding the right] handling-to-speed ratio. The ski and rider have to be able to use the horsepower to win. If the boat is so fast the rider can’t use it then it’s useless. The same goes for drag racing. I watch these guys with giant power just pogo stick and bang the rev limiter for a 1/8th mile and say to myself, ‘Wow, if they would just set that thing up it could win.'”
For somebody looking to enter (for the first time) either types of racing, Snyder concluded, “Get the correct handling set up so the PWC goes around the track straight and smooth. Then start making it go faster. The manufacturers make great products right out of the box these days. A lot of guys make the biggest mistake of buying every part off the internet and go slower. Racing is about the correct combination of parts working together.”
The Watercraft Journal chatted up Chris Chamberlain of Kool PWC Stuff who stated, “They are designed to hold one-to-two spearfishing guns, a 48-to-54 quart Igloo marine cooler and [can be equipped] Rotopax plates [to hold two or four Rotopax fuel cans – Ed.]. They will also have two rod holders so if they want to fish they can as well or use them for other things.”
Although PWC fishing hasn’t exploded in popularity in the States as it has overseas, many are catching the bug and are setting out to reel in some serious catches aboard their watercraft. Yet, the application of freediving from a PWC to go spearfishing caught us by surprise. Chris noted, “We have had so many people contact us directly and by social media about building these, so we decided to move forward with them.”
If the spearfishing rack doesn’t impress you, Kool PWC Stuff also plans to launch this December a new rack for boats that will hold an additional cooler, rod holder and can used to replace the stands typically used on pontoon and other day boats.
The 2016 Sea-Doo lineup was easily one of the most anticipated PWC lineups in history. Rumors of a 300-plus-horsepower Sea-Doo powerplant were tossed around for months, and fans were certainly not disappointed to hear about the new 300 horsepower 1630 ACE Rotax engine being dropped in the Sea-Doo RXP-X, RXT-X, and GTX performance models.
Sea-Doo upped the displacement from 1494cc to 1630cc. They also have swapped to the extremely efficient and innovative ACE (Advanced Combustion Efficiency) engine design, similar to what is used in the entry level Sea Doo Spark. But unlike other BRP utilized ACE engines, the 1630cc retains a single camshaft, rather than a DOHC design.
In addition to the displacement increase, the pistons are 20 grams lighter. Connecting rods are also lighter, albeit shorter as well. Also cutting down on weight, the heavy steel cylinder sleeves have been replaced by plasma coating. The engine’s cylinder head also underwent some revisions, featuring a redesigned combustion chamber quench, larger injectors, and new ignition coils that produce double the ignition energy for a hotter, cleaner and more efficient burn.
The supercharger was significantly improved over the previous supercharger, which is a big reason for the 40 horsepower increase. It features a lighter, more efficient 32-blade supercharger wheel, which is capable of producing a whopping peak 18psi. Sea-Doo also wanted to make this supercharger more durable than the previous, so they equipped the blower with 8 steel washers and two composite composite bearing packs on each end of the near 1-inch thick supercharger shaft. According to Sea Doo, this supercharger is 100% “maintenance free.”
Of course, the biggest factor directly responsible for the new ACE Rotax’s gain in horsepower and engine efficiency is the dramatic improvements made to the core’s cooling and internal temperature management. Coolant and oiling passages are increased, a massive external oil cooler dwarfs the outgoing unit, and the intercooler is literally twice the size of the previous unit and is made from superior materials for greater longevity and added performance.
Roughly a year and a half ago, we introduced many to the Bomboard, a modular personal watercraft that could be quickly disassembled and loaded into the trunk of a compact car before being reassembled and enjoyed outside. Originally targeted for “millennials” who statistically have shown less interest in acquiring a driver’s license (not to mention learning to do anything physically taxing) than pursuing an advanced degree in 17th century baroque architecture. But hey, cest la vie.
The brainchild of inventor John West, the Bombard earned the attention of inventors and entrepreneurs but never really took off. In 2014, the Bombard earned second place in the annual Whiteboard Challenge hosted by MIT Enterprise Forum of Chicago, where entrepreneurs present business plans before a panel of judges from a variety of industries. Nevertheless, the Bomboard’s unique design allows the rider to assemble their own modular-version of a Sea-Doo 3D. Yes, that’s right: the 3-in-1 standup, cart and one-up runabout.
For 2016, the Bomboard crew is at it again, this time kicking off a new Indiegogo crowdfunding campaign on Wednesday, November 25th as the kick-off to bring BomBoard into production. Likewise, the new Bomboard dramatically improves over the previous clunky and somewhat dangerous design (there was a lot of exposed metal and hard edges) with a new, sleeker shape, and replaces the 250cc 34hp engine (with a 40mph speed cap), for a 450cc engine resulting in dramatically better performance. Moreover, the new Bomboard features a reshaped hull, adjustable steering arm, pump and assembly system.
So if you think building a low entry-point, modular reworking of the Sea-Doo 3D concept is a strong contender for the PWC market, this make sure to put your money where your ideals are, and help support this growing company HERE.
I hate reality TV, but maybe not for the same reasons you do (because thankfully, its slowly on its way out of mode). The hardest part of watching those unscripted singing contestant shows are the first few episodes; the ones that parade an endless line of tone-deaf, untalented hacks before a panel of visibly uncomfortable judges. Sure, the awkwardness and often wincing discomfort of the panel is entertaining for many; personally, I can’t stand uncomfortable humor, it makes me squirm.
The hardest part for me is overcoming my sympathy, my projected embarrassment for the would-be contestant (who is so mistaken, so full of their own delusions of grandeur) that after a catastrophic performance proceeds to argue with the judges after they reveal that their cacophonous wailing was something slightly worse than a harp seal being dragged behind a cement truck.
But don’t mistake my feelings for compassion. No, it’s not pity I feel, but anger. Anger at parents too cowardly or so unloving to their child to tell them the truth that sadly, they should probably forego dreams of a music contract to pursue something more practical like a career as a dental hygienist. But that’s the problem, isn’t it? We live in a day where desperately clinging to and protecting a child’s self-esteem (even if its falsely) is more important than letting them experience the education that comes from failure.
Above left: Yup, I’m shameless enough to include this picture. Above right: Success is a culmination of small victories earned after exuding more effort than you thought you could muster, more patience than you thought you had, and more help than you deserve.
Looking back, I deeply regret following two friends into signing up for cross-country and track in high school. The problem was that I sucked at running. My form was crap and I quickly developed shinsplints. I hated my first year. And though I hated running, I hated being one of the slowest kids on the team more. So my next year, I showed up (much to my coach’s chagrin) and gave every practice my all. I attended every Saturday meet (all but one, I recall), and managed to shave several minutes from my time.
I still wasn’t terribly fast, my shins still felt like they were going to explode with every step, and I never got close enough to make Varsity, but thanks to my efforts, I was proud to earn my “Most Improved” trophy that year. But don’t confuse pride in my effort for satisfaction. My best wasn’t enough to even put me at the head of the JV team. I was – at best – decent. I had stepped up, gave it my all, and learned that my best wasn’t good enough. I continued to run for half of my junior year until I realized no amount of passion was going to make my shins impervious, or move my feet any faster.
There and then, I learned that it was better that I stepped aside to pursue something else. Since that time, I’ve been blessed to discover several avenues of interest where I’ve excelled both professionally and recreationally, of which I’ve found great personal satisfaction. Sometime during college, I realized a few things: 1) life is too short to waste it spitefully bashing one’s head against the same wall for no outcome, and 2) there’s too much variety in this world to let one thing overshadow a world of opportunities for success elsewhere. Allow me to explain:
Above: Two of the most successful men I know (Bobby Kimbrough and Jerry Gaddis, respectively), are inspirational to me for differing reasons, but both push me to always be better. Always seek wisdom from those who have gone before you.
Above left: Returning to the LB2CAT after a 5 year hiatus, my performance was a mere shadow of my previous’ class win and Top 10 finish. Above right: Despite our best laid plans, our “Long Haul” adventure proved a bust. Next time, my friend. Next time…
I do not prescribe to the maxim, “It’s not whether you win or lose, it’s how you play the game.” Sure, Grantland Rice’s wonderful sentiment should always be considered in regards to the sphere of being a good sportsman, but note that although a recreational enthusiast in private, Rice was sportswriter, not an athlete. As crassly as I can put it, Rice was an observer. His advice can only go so far. Rather, I submit Vince Lombardi’s declaration that “Winning isn’t everything. It’s the only thing.” And Lombardi knew a thing or two about winning.
The most successful people I have met do not accept second place. Silver medals are an albatross of shame. Yes, successful people experience failure, and do so often, but are never content to “accept it.” (“It’s not whether you get knocked down, it’s whether you get up.” to quote Lombardi again). They are undaunted in their charge towards success and frankly, its intoxicating to be around. And why? Because success is a drug, a drug as addicting as the purest narcotic. Once you’ve tasted it, you must have it all of the time.
But that’s the difference between drive and passion. You can fall out of love of something if you lose your drive. But your drive will supersede feigning emotion, will push past your boundaries and make your best better. You’ll never hear a successful person talk about “doing their best.” Why? Because your “best” is fluid, it fluctuates depending upon mood and interest. It’s not enough to get you across the finish line. To quote Sean Connery from The Rock, “Losers always whine about their best. Winners go home and…” Well, you can look up the rest.
