Dean Banyon is at it again, and it’s awesome! Check out this DIY custom Yamaha FX Cruiser HO WaveRunner rig built by Banyon on his WaveRunner Fishing Family channel. The machine appears to have everything but the kitchen sink onboard. Some of the water sports the ski is outfitted for are SCUBA, fishing, water skiing, and spear fishing.
When you’re ready for adventure, simply change the components on the system in order adapt it to fit your needs for the day. Add or remover whatever components are necessary for your sport of choice and leave the rest at home. Attach your gear and hit the water!
The Yamaha Sea Wing Scooter II even has a place on this ride and for your convenience, a Micro Anchor is stowed in the glove box. It’s easy to mount on the ski and you can drop it to keep your ski in place while you use the Sea Wing to go for an underwater adventure.
Come back to the surface and grab a drink from the WYLD Gear cooler mounted on the boat’s stern. The dual sided 75 Quart WYLD Gear Cooler can be set up as an aeriated live bait well while the other half keeps your drinks safe from stinky bait. The cooler is equipped with aerators on both sides so the whole thing can be used for bait or catch of the day.
If you get hot in the sun, don’t fret, the machine has an easy to use umbrella holder, which easily breaks down to stow away. The rig is equipped with navigation lights, including an anchor light with a minimum two-mile visibility. No worries if you’re on late night ride, you’ll be easily seen.
Watch the video for the full tour of the powerful DIY Yamaha Fishing Rig. You will be glad you did! The project is amazing. We can’t wait to see what the talented WaveRunner Fishing Family does next!
It’s been a really long time since we’ve done a “Vicious Rumors & Vile Gossip” article and that’s not for a lack of trying. It seems that The Watercraft Journal’s batting record for getting the exclusive on new and expecting product has been so good that the OE’s have battened down the hatches tighter than a Marvel Studios movie set. And understandably so, because if we happen to leak out the juicy details on an upcoming machine, the news may be so tantalizing that it’ll sway a would-be buyer from a current sale for anticipation of a machine that may or may not happen.
So we’re gonna preface this article with a warning: this is ALL rumor and conjecture. If you’re looking at a 2020 RXP-X 300, go ahead and buy it. OK, with that out of the way, let’s talk about what we do know, what we think we know, and well, a whole bunch of unsubstantiated thoughts on what to expect from Sea-Doo’s 2021 RXP-X 300. And yes, a new RXP-X is coming down the pike. That much is true. Sea-Doo and Yamaha are almost in lockstep when it comes to rotating out a model line every nine years, and the last redesign of the RXP-X was back in 2012, which frankly, just doesn’t feel that long ago.
The then-new 2012 RXP-X touted 260-horsepower from a supercharged-and-intercooled Rotax 1503 3-cylinder; that is, until its upgrade to the ACE 300 engine in 2016. At its reveal, we noted that the RXP-X 300 in this form was faaar too much machine for most riders. This was a top tier sport bike that wasn’t happy unless it was snapping off hairpins at wide open throttle, and frankly, our opinion remains the same. The T3 hull was designed by the late Sea-Doo engineer, Sam Spade specifically for optimal buoy course performance; and a dozen Pro Open and GP World Championships testify to Sam’s genius.
But nine years have passed beneath the current RXP-X’s hull and it’s time for a fresh take on the world’s most powerful 2-seater. Already, the “knowns” are the carryover of the current RXP-X’s powertrain. Identical to the mighty RXT-X 300 and luxurious GTX Limited 300, the centrifugally supercharged ACE 300 will continue as-is, it’s big 1630cc displacement producing a true 300-horsepower. Equally, industry-leading innovations like Sea-Doo’s third generation Intelligent Brake and Reverse, iControl engine management software – including Launch Control and Slo Mode, and Ergolock will all be found in fine form on the new RXP-X.
For those uninitiated, the RXP-X 300 (and GTR-X 230, which is expected to return for 2021 as well) shares the deck with the GTI platform. This not only allows Sea-Doo a little bit of cost cutting by not having to produce a unique deck for two models, but also allows engineers to carry over a great deal of hardware and equipment from the Recreation segment. This sharing coincidentally, also gives us an approximate size of the new RXP-X. Comparing the 2020 GTR 230, we can expect the new RXP-X to come in at roughly the same 130.6-inch length, 48.5-inch width, and (possibly) the same 44.8-inch height.
These new GTR dimensions are surprisingly close to the current RXP-X’s 130.6-inch length (.2-inch shorter), 48.3-inch width (.2-inch narrower), and 45.3-inch height (.5-inch taller). The added height is attributed to the adjustable X-Steering system, which has yet to be confirmed – yet, is very likely – for 2021. The shared GTR/GTI deck also promises the introduction of BRP’s super-popular LinQ accessory system. Now the RXP-X can enjoy the use of collapsible mounts when riders are bringing along extra fuel, a cooler full of drinks and snacks, or even towing a wakeboarder with the retractable Ski pylon.
Similarly, the shared deck and dimensions ensure that the 2021 RXP-X 300 will not only employ the same 15.9-gallon fuel cell as before, but enjoy the GTI’s increased 42.5-gallons of storage – meaning those riding a RXP-X will have over one-and-a-half times more storage than those riding the full-sized RXT-X 300 and its 26.1gal. storage! The RXP-X will also have the same large engine access portal beneath the LinQ accessory panel. And the molded CM-Tech deck features deep, wide footwells and a smartly-shaped rear swim platform, giving the sporty two-seater a roomier cockpit – which larger riders will appreciate.
The unspoken concern from many performance enthusiasts is what will the hull be made out of? First, it’s important to note that the entirety of the GTI lineup, including the GTR 230, features the brand’s second-generation Polytec material. Interestingly, the Polytech 2.0 hulls feature fiberglass stringers running the length of the hull’s inner liner providing added durability and rigidity to handle the forces and torsion made by the supercharged 230-horsepower 1630 ACE engine. The new material is also repairable using a proprietary plastic welding kit; and in worse case scenarios, is quickly replaced.
Above: For the first time ever, the RXP-X will have more than one-and-a-half times the storage as the full-sized RXT-X 300 and GTX Limited 300 (42.5-gallons vs. 26.1-gallons).
But that’s not going to be the case for the RXP-X 300 (and GTR-X 230) in 2021. When queried at the 2020 reveal, then BRP Global Product Specialist Manager, James Heintz assured The Watercraft Journal than the “next RXP-X will be CM-Tech. Not Polytec.” And like the current RXP-X, it will have its own unique hull design; not simply the GTI hull cast in CM-Tech. Although the new GTI/GTR hull design is a winner in our book, it’s also too loose and playful for the aggressive maneuvering expected from the RXP-X musclecraft. “Loose and playful” is great for the Recreation segment, but not for those looking to collect world championships.
We’ve heard accounts claiming that the new RXP-X hull will abandon the T3 shape entirely, in favor of a more shallow draft, straked hull similar to the *gasp* Yamaha GP1800R, while others have claimed that the new shape rides more like a shortened ST3, favoring the nose in cornering more than before. Either way, we won’t really know for sure until the new 2021 models are revealed this September. Finally, one last feature certain to excite would-be buyers: the confirmed addition of the BRP Premium Sound System option – a first for the RXP-X 300. With 100-watts of music thundering in your ears, it’s gonna make the new musclecraft a must-have for 2021.
While many of you, if not all, would rather be out riding on the water than shopping with the family or doing yard work, there is one way to still be in the mood of riding your PWC. PWC Muscle is currently having a 25% off sale on their t-shirts for $18.99!
These t-shirts are made of high quality, breathable material which makes it the perfect shirt to wear during the spring and summer. They also dry quickly which makes it a great shirt to go out riding in if you plan on getting a little wet. They come in two colors, Blue Wake Heather or Vintage Grey Heather and are available in sizes from small to extra-large. They also have the PWC Muscle logo vertically on the front side of the t-shirt. You may think to yourself that you already have plenty of t-shirts in your closet, but these t-shirts show off that you are a PWC enthusiast.
If you are wanting to be the best looking individual on the block or out on the water, now is your time to buy a high-quality t-shirt at a discounted rate. This sale will not last long so now is the time to purchase your t-shirt now.
When people hear of the word “slippery” and “footwear” in the same line, it does not always resonate well. However, this is not the case when talking about Slipper Wetsuits new 2020 footwear line.
Slippery’s Wetsuit Footwear are made of lightweight yet durable material that ensures you that your feet will be kept warm and be a tight fit. For those of you that have not worn wetsuit booties, they are surprisingly comfortable. The most affordable option is the AMP Black Shoe which looks much like a low cut sock. This is a perfect option if you will be taking them off frequently or simply do not like a boot covering your ankles. The AMP Boot has a neoprene top makes them feel like a sock but with the molded rubber bottom, makes walking on a beach feel great.
If you are a racing or looking to train to start racing, we recommend the Liquid Race Boot. The Liquid Race Boot is designed for performance and to provide racers with the most traction possible. With its eternal heel and athletic sole structure, your feet will not be killing you after a day of racing. These boots are designed with air mesh to provide the most ventilation and drainage so that water is not trapped in all day. They outer sole has laces which allow you to tighten up your bootstraps before every race. To take them off, simply untie the laces and you can take your foot and inner neoprene sole out of the rubber sole.
Slippery’s Wetsuit footwear are designed to provide you with the most traction, however you choose to ride. You can shop for all models online or find them in person at a dealer near you.
Broward Motorsports is one of the main leaders in the PWC industry. With their easy to use website, you simply have to put in the year, make and model of your PWC and their website will show you every part that will fit your PWC. There is nothing more frustrating than purchasing a new part and having it delivered to find out that it does not fit your craft. Shopping at Broward Motorsports will eliminate that problem!
No matter what year or model of PWC you own, there are many ways to customize it and make it your own. Broward Motorsports is now selling 6’’ sticker available now for only $3 a piece! Whether you want to put the sticker on your PWC, truck or even on your toolbox, it will add a nice touch. By purchasing a sticker, everyone will know that you use one of the most trusted companies in the industry for parts.
Next time you are ordering parts through Broward Motorsports, why not add a sticker in your order. One of Broward Motorsports main things they offer is free continental shipping in the US on order over $125. If you find yourself in a situation where your order is coming to $122, adding a sticker will qualify you for free shipping and you’ll still get a sticker. A true win win situation.
Warm weather is approaching and now is a good time to hit up the awesome crew at PWC Muscle for any performance parts you may need to get your machine ready for the season. Take advantage of PWC Muscle’s free shipping and no taxes on orders over $139! Use the code SHIPIT at checkout to snag your free shipping.
The Free Shipping Policy applies to orders within the contiguous United States. A few other exceptions apply as well and these may include the size of the products purchased. Yet, most PWC Muscle products qualify for free shipping.
PWC Muscle has no hidden costs since taxes and free shipping allow you to pay the listed price for items. These benefits take some of the stress out of shopping and may even leave you with leftover money.
Spend $139 or more to qualify for the ‘shipit’ deal. Also, ‘shipit’ cannot be combined with other offers, discounts, promotions, or price matching. Items requiring extra postage also are not eligible for free shipping.
Although you may live outside of the United States, PWC Muscle will ship to you for a reasonable cost. Contact PWC Muscle through Live Chat, submit a form, or call with any questions. They’ll be glad to help!
Like the cascade of a descending avalanche as viewed by the village beneath it, those looking to compete against Yamaha WaveRunners in 2020 are staring down potential doom. No other brand has racked up more wins in recent years than Yamaha, and its unparalleled dominance in both closed course and offshore racing poses a dire threat against those choosing to ride Sea-Doo and Kawasaki. As the saying goes, there’s no arguing with the scoreboard.
For the new year, Yamaha has rolled out a roster of corporate-sponsored professional athletes – 10 to be exact – that are sure to fill the competition with dread. Some of the winningest racers now wear Yamaha blue, and that’s just a fact. Meanwhile, as starting lines fill with GP1800R’s and FX SVHO’s (because P1 AquaX won’t let Cruiser-edition FX’s race for some inexplicable reason), Sea-Doo will have some of its racers aboard Polytech 2.0-bottomed GTR 230s. Thus far, Kawasaki has yet to announce a single sponsored racer.
Here’s the complete press release: Yamaha Watercraft Racing, the most successful PWC racing program in the history of the sport, announced its 2020 team riders headlined by the top three racers in the P1 AquaX world rankings. The Yamaha team riders will compete on the P1 AquaX Tour and at the IJSBA World Finals. All of the athletes will ride the Yamaha FX SVHO or Yamaha GP1800R SVHO.
Leading the 2020 effort is Eric Francis, the current P1 AquaX Pro Enduro world champion and # 1 ranked rider in the world. Joining Francis is Brian Baldwin, reigning Pro Runabout Stock IJSBA world champion and #2 ranked rider in the world; and 24-time world and national champion Chris MacClugage, the #3 ranked rider in the world.
“We’re ready to go racing,” said Yamaha WaveRunner racing manager Bryce Parker. “We have the best riders in the world racing the best racecraft in the world. Our FX SVHO and GP1800R SVHO are undefeated on the P1 AquaX tour, which has everything to do with the performance and durability of our WaveRunners, the talent and dedication of our riders, and the support of our partners Broward Motorsports and Riva Motorsports.”
Racing action starts April 18 in Daytona Beach, Florida.
2020 Yamaha WaterCraft Factory Riders: Broward Motorsports: Eric Francis, Chris MacClugage, Christian Daly, Sophie Francis RIVA Motorsports: Brian Baldwin, Tyler Hill, Eric Lagopoulos, Chris Landis Privateer: Dennis Mack, Troy Snyder
The sun is shining, the water feels refreshing and it’s the weekend. The perfect picture to start your weekend of riding PWC with your friends and family. While it could be hard to make this any better, PWC Muscle has one thing to make things better. They sell a Yamaha Speaker Bracket that allows you to use your UE Megaboom speaker while out on the water. The UE Megaboom speaker is not sold with the speaker bracket but can be bought on multiple websites online.
Listening to music is something that makes very situation better. Whether your choice is hip-hop, country or classic rock and roll, listening to music makes your time on the water even better. The Yamaha Speaker Bracket fits on Yamaha GP1800, FX and VX models is offered at $34.99.
When shopping on PWC Muscle, simply put in your Yamaha model, if you would like blue Loctite and what color of strap you would like. The Bracket is made of powder-coated aluminum, two Velcro straps and 3 stainless steel mounting hardware. With the aluminum powder-coated and using stainless steel hardware, it eliminates the chance of rust or corrosion if you ride in the saltwater.
While installation is very simple, PWC Muscle has provided an installation video which shows you exactly how to install the bracket. The video shows installation on a GP1800 but it is the same process for every other model.
The Watercraft Journal: Michael, your recent 4-Stroke Stock class win and 3rd place overall at the 2020 Mark Hahn Memorial Havasu 300 is pretty remarkable – especially, the road getting you here. (But let’s not get ahead of ourselves!) Could you please begin by introducing yourself to those readers who don’t already know you?
Michael Sparks: Sure! My name is Michael Sparks, I’m 27 years old, and in active duty in the United States Coast Guard as a Machinery Technician. I’m married with a baby on the way.
WCJ: Next, tell us a little bit about how you came to know your teammate, Brian Smith.
MS: I first reached out to Brian 9 years ago (to the day, coincidentally) who at the time was the promoter of Region 5 racing. I was 18, with an old 2-stroke Sea-Doo. He taught me about racing, how to ride, how to conduct yourself as a professional racer. I helped him his last 3 years promoting with set up, tear down, going to the cities and helping plan the events. A year into our friendship, he took me to the 2012 Mark Hahn Memorial 300 as his mechanic and pit crewmen. I returned again in 2013 in the same role. Each time giving up my time and skill as a mechanic for a free trip, the chance to learn and grow, and to meet new people.
WCJ: The Hahn is pretty grueling on both man and machine. Now that we know why you chose Brian to be your teammate, tell us what model watercraft did you selected to ride.
MS: I had always been a Sea-Doo rider, from my very first 1997 XP to now. Learning about how big the RXT-X was, but how it was lighter, quicker out of the hole, and had a faster top end than the competition made it a winner for me. The 2020 also had a 18.6-gallon fuel tank, which was a must for the race. I received the ski the second week in January and immediately dove into it.
WCJ: So you started with a brand new, zero-hour 2020 Sea-Doo RXT-X 300? What made you choose to compete in Stock class?
MS: Yup! That meant I had to do the proper break in, fluid changes, and pour over the engine compartment to weed out any possibility of failure – checking and marking every bolt, hose clamp, and wiring connection. I also added chaffing gear to hoses, bilge pumps for safety, and finally, perfecting a critical quick refueling system. Our original plan was to compete in the Manufacturer Stock class, but the fear of getting beaten by a cheater that didn’t get caught, and knowing that together we had the potential do much better, we decided to build up the boat with just 3 weeks before the race. Brian got me in touch with Ryan Dalli of JetX Powersports. He spent hours on the phone discussing and guiding us towards what would be my final set up. The build was insanely simple: a RIVA Stage 2 tune and a custom tweaked Solas SXX prop, which resulted in a blistering 85mph at 8,600rpm.
WCJ: You mentioned you’ve got a baby on the way. We don’t suppose your wife joined you for the race?
MS: Not even close. Nine days before the race, while on my ship away from port in New Orleans, LA, I got a phone call from my wife; she was driving herself to the hospital in labor. I immediately called my parents who were 5 hours away and sent them to her aid, and I started planning how to get home. My wife had developed a severe cough that threw her into what she and the doctor thought was labor. It turned out to be Braxton Hicks contractions, but she was dilated slightly. The doctor gave us strict orders to minimize her activity while she had this cough, and to watch it closely. I called Brian and expressed my concerns and told him I just didn’t know if I was going to make it. It was now Wednesday, 3 days before the race and my wife is about over her cough, so I set her up the best I could with meals and got the house ready so she wouldn’t have to do anything extra in my absence.
WCJ: Yikes! That didn’t leave you with much time to get to Lake Havasu City, AZ did it?
MS: I left for Havasu on Thursday; a 23-hour, one-way trip. It took me all of the remaining two days before race day to just make it. The drive went without issue, stopping for the night to sleep and arriving at Body Beach in Havasu by Friday midday. Brian rode the RXT-X for the first time for a total of maybe 15 minutes. I rode it for about the same amount of time, satisfied it was ready. Now we had get everything else ready. We left Body Beach, got registered for the race, and ran errands all over town collecting the last-minute things we needed to make the next day possible. Brian got us hooked up with Ron, the owner of Paradise Wave Rental who lent us a SxS to use in the pits. When it came to a pit crew, we talked with a few other racers and friends, namely Doug White, Jimmy Roberts, and Billy Bates. They all agreed to help when they could, but obviously their own boat and teams came first. Just offering to help was more than we could ask for.
WCJ: Man, that’s a rough road just to get to the race. Once it began, how did it go?
MS: We had been watching the weather all week and the forecasts started out less than ideal, and just got worse. When we set off together on the parade lap it was raining with wind whipping from the southeast at nearly 30 mph, and it looked more like offshore than on a lake. We had agreed Brian would start. The LeMans-style start is the most dangerous point in the race as the 45 competitors are clustered together over a 10-mile loop. With no issues, Brian came in for his first pit stop. To our disbelief, it went excellent. We had better than average pit times with just the two of us, and better pit stops when the guys were able to help us.
That became the routine for the next 13 laps, until halfway through the race (the pit traffic was severely decreased from so many PWC breaking down by then), when Brian came in early and screamed, “FUEL! I NEED FUEL, QUICK!” Still being over half full, he quickly explained that we were in a battle for position and needed to offset our pit times. In order to be ahead when the race ended and be one more place up, this decision would end up wining us the race. He took off again, completed 4 more laps without stopping and gained us a lead on the boat that was closest to us. By the time we traded places, it was starting to lay down becoming an all out drag race to the finish. The RXT-X was running flawlessly and was blisteringly fast. I noticed that every lap I made I was never passed, and was consistently reeling in slower boats. At the time I didn’t know where we were standing, but I knew we had to be doing very well.
WCJ: Dang, that sounds like smooth sailing.
MS: Well, that’s when disaster struck. I had cleared the turn boat on the California side of the lake and quickly accelerated to over 80 mph when the course marshal’s boat just crossed the track. The wake of the boat came into view too quickly to turn or bleed of speed (even with the iBR system). I hit a 3-foot wall of water at full speed. I slammed forward into the bars, cartwheeling and skipping across the lake.
I surfaced gasping for air, ears ringing, and dazed. I began crawling towards the ski only to get picked up by a course marshal a few seconds later. I assured him that I was OK, and sped back to the pits. Brian noticed my shatter goggles, broken helmet, ripped wetsuit, and bleeding legs. The impact had broken the adjustable handlebars, leaving them stuck in the full up position. Looking me over, Brian asked, “Are you OK?” followed with, “I think we’re first in our class, maybe Top 5 overall.” I set about getting fuel and checking to make sure I was able to make my last laps. I replaced my goggles and ripped off my destroyed helmet visor and readied for my last turn out.
Finally, Brian finished his laps, and I set out to seal the deal. All I had to do was stay consistent and we would have a podium spot in the bag. On the tail end of my last lap, as I could see the scoring chute buoys, it hit home what we had accomplished. The months of work, the sacrifice and terror of leaving my wife at home, the help of Brian, Ryan, and everyone that made crossing that finish line possible. After crossing the finish, I went back out on the course instead of returning to the pits, and just sat on the ski knowing if I came in the emotions would get the better of me. The results were posted on the race trailer a short while later. We had won our 4-Stroke Stock class, and came in third overall.
The current Kawasaki Ultra JetSki has been around in some form or another since 2007, back when it first launched with – what at the time was – an industry-leading 250-horsepower supercharged 1.5-litre four-cylinder engine.
Over the years, the Ultra has had numerous power upgrades: 260hp in 2009, 300hp in 2011, and finally pushing out 310hp in 2014, retaining it’s place as the most powerful watercraft on the market today (narrowly ahead of Sea-Doo’s 300hp supercharged 1.6-litre three-cylinder Rotax engine; Yamaha does not publish power claims but its supercharged 1.8-litre four-cylinder has the largest capacity in the business).
While visually most of the model-year changes have amounted to new color schemes and graphics, over the years Kawasaki has continuously improved the engine’s internals with upgraded valve train including stronger timing chains, dramatically improved engine oiling and cooling, and switched to an Eaton twin vortices roots-type supercharger for better strength and durability. In case you were wondering, Kawasaki is running 16.8 pounds worth of boost through that sucker.
The engine’s 1,498cc displacement and bore and stroke (83.0 x 69.2mm) are the same as the engine in the naturally-aspirated Kawasaki STX 160X, but the internals are way more heavy duty and the compression ratio is 8.2:1 versus the non-supercharged’s 10.6:1. While Sea-Doo and Yamaha both have newer rivals in this category, Kawasaki has adopted the “if it ain’t broke, don’t fix it” philosophy for its proven Ultra 310 package: the overall shape of the hull and top deck have gone predominantly unchanged since 2007.
However, given that it’s been a while since we’ve been on one of these Kawasakis, we thought it was time to get reacquainted, especially against the backdrop of the new Yamaha FX series released last year and the new Sea-Doo ST3 hull released three years ago – so we met up with Newcastle Jet Ski Centre to put this 2020 Kawasaki Ultra 310R JetSki through its paces.
In the US, there are four versions of the supercharged Ultra, starting with the 310X ($15,299), 310X SE ($15,799), 310R ($16,299) and the flagship 310LX ($17,999), not including trailer, registration, sales tax and destination charges. In Australia, where this test was done, there are three models in the range, starting with the 310X ($20,999), 310R ($22,299) and the 310LX ($24,399) excluding trailer and registration but including taxes.
At first glance, it’s easy to see why Kawasaki hasn’t changed the top deck. It has the most storage space in its class (equaling 56-gallons total), including a handy bucket that sits atop the massive 54-gallon (206-litre) cargo hold under the hood. There’s a generous glovebox which is shared with the immobilizer key slot, however unlike Kawasaki’s newer and smaller STX 160X sibling, there’s no separate waterproof compartment for a phone, wallet or car keys. Additionally, there’s also a small storage pocket beneath the rear passenger’s seat, ideal for a dock line or tow rope.
The Kawasaki’s 20.6-gallon (78-litre) fuel tank is still the biggest in the business – and just so happens to be shared with the STX 160 line for 2020 – providing the Ultra more capacity than the 18.6-gallon (70-litre) tanks in the 2020 Sea-Doo RXT-X 300, and the Yamaha FX series; although the topic of range is a different story. With so much boost on tap, the JetSki is notoriously thirsty, and while we calculated a total range of 80 miles, some claim slightly higher when carefully feathering the throttle.
A fold-down boarding step is standard, although it’s not as wide as the one on the new Yamaha FX series. The rear deck is low and easy to climb back on. However, the rear deck itself is noticeably shorter than rivals such as the Sea-Doo RXT-X300 and Yamaha FX series. A textured Hydro-Turf traction mat covers the deck and footwells, and the 310R features its “race inspired” seat that’s wrapped in a proprietary textured material to provide added grip when snapping off a tight turn.
As for seat comfort, the Kawasaki Ultra 310 has slightly less knee room than other offerings in its class making the rider feel like they’re sitting low and very wide in the saddle. Keeping your legs in this position can become tiresome over long distances or after pounding through rough water, so it’s best to switch up your posture over time. Although the seat provides decent levels of comfort while sitting over short distances, we found standing preferable.
For what it’s worth, our backseat passenger said the Ultra 310R was more comfortable to ride two-up versus the Yamaha FX and Sea-Doo RXT-X 300 we had ridden the day before, so that’s a definite win for Kawasaki.
A carry-over from the previous decade is Kawasaki’s continued use of a handbrake-style reverse lever, which is mounted left of the center console. Rivals Sea-Doo and Yamaha have more convenient reverse levers on the left of the handlebars (opposite the accelerator levers on the right) which is handy for low speed maneuvers, and provides those machines with a verifiable braking system – an almost mandatory safety feature in today’s marketplace.
As a side note to those familiar with competing brands and transferring to a Kawasaki: aside from the awkward operation of the bulky reverse lever, you need to turn the handlebars in the opposite direction as you would when reversing a Sea-Doo or Yamaha. Certainly as an owner, you would get used to it over time; but for the uninitiated, it’ll take some doing to master it. We noted it was like trying to pat your head and rub your tummy while trying to spell the alphabet backwards.
But that’s not to say that the Ultra 310R is not without features and innovations. All but one of the Ultra 310 models have five-stage adjustable handlebars; and that would be the Ultra 310R tested today. The 310R features motocross style handlebars fixed to a cast aluminum steering neck instead of the soft plastic tilting joint, providing the rider with a stronger, more precise steering feel.
Mounted to the electroplated handle bars are the controls for the quick-response electric trim, cruise control, and no-wake mode that secures the speed at 5 miles per hour. Although not a programmable setting, the 310R will display an “ECO” alert on the digital dashboard when you’re operating the throttle in the engine’s most efficient position. Finally, a yellow Smart Learning Operation (or “SLO”) key is available if you want a novice to take a turn. It dramatically decreases the 310R’s initial launch and all but completely scrubs the big blower’s boost, dropping the top speed down into the low 40’s.
Speaking of which, the Kawasaki Ultra 310R has without a doubt, one of the most violent launches of a modern supercharged personal watercraft available today. From a near-stand still, the Ultra 310R roars out of the gate, it’s supercharger whining at an ear-splitting pitch. Although it’s all but impossible to get a true 0-to-60 time since watercraft don’t start from a standstill, we managed a best of 3-and-a-half seconds to 60 miles per hour. Top speed lingered in the high end of 67 miles per hour, but conditions weren’t ideal – even for the big Kawasaki’s “deep V” hull.
To that point, the hull, intake grate, ride plate and sponsons have remained unchanged since 2007 – but, as we said earlier, this is a proven package and age has not wearied it. The hull is made from hand-laid fiberglass, which is particularly rare in an era of lightweight materials used by rivals, and is known for its 22.5-degree deadrise. This, combined with its 1,047-pound curb weight and integrated splash deflectors, makes it the weapon of choice for many who regularly traverse choppy conditions.
The Ultra’s hull certainly has the deepest draft of any of the full-sized supercharged runabouts. While this costs the 310R a little in the top speed category, it definitely benefits the machine by giving it tremendous stability, particularly at speed, and very predictive cornering under throttle. Even though it feels like a big machine, it’s surprisingly responsive, showcasing similar reflexes to the new generation Yamaha FX series. The Kawasaki turns naturally across its speed range, and that is a huge win.
At times the Kawasaki Ultra 310R feels a bit like a monster; everything about this JetSki has been turned up to 11. Everything about it is huge; big power, big storage, big fuel capacity, even the Lime Green beams brighter than regular ol’ Kawasaki Green – just everything is over-the-top. But with so much power on tap and lacking a functional brake, this is definitely not a machine to hand over to a first-time rider but rather belongs in the hands of someone with more experience. And that’s really it. A brake is the only thing that truly stands between the 2020 Kawasaki Ultra 310R and greatness.
Special thanks to Newcastle Jet Ski Centre who provided us with our test watercraft. Please make sure to click the link in the description to visit their site and their virtual showroom.
