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Rumors of CarPlay on the Water Hit the Right Buttons — But Do Riders Need It?

Jessica Waters
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Rumors of CarPlay on the Water Hit the Right Buttons — But Do Riders Need It?
Sea-Doo includes a large touchscreen on some models – Image: Sea-Doo

Rumors of Apple CarPlay making its way onto personal watercraft have been rippling through tech publications and industry circles alike, fueled by Sea-Doo’s confirmation that it’s exploring the idea for future high-end models. (Yes, we teased a similar “CarPlay on the water” scenario in an April Fools’ post last year — this time, it’s actually being talked about for real.) On land, the concept feels almost inevitable. On the water, it raises a more complicated question — not whether it’s possible, but whether riders actually want or need it once the throttle’s down and the shoreline disappears.

Bigger screens, bigger questions

Sea-Doo’s current 10.25-inch touchscreen is already the largest display in the personal watercraft market, now standard on nearly half of its 2026 lineup. It’s a serious piece of hardware, shared with BRP’s Can-Am three-wheel motorcycles — and notably, those Can-Am models already support Apple CarPlay.

That alone explains why this conversation exists. The technology isn’t theoretical. The screen isn’t new. The capability is already proven — just not in a marine environment.

What’s interesting is that the screen itself isn’t inherently the problem. Displays, when done right, can enhance riding. Engine vitals at a glance. Fuel range confidence. GPS navigation that opens up longer routes and farther exploration. Diagnostics that help riders understand what their machine is doing beneath them.

All of that aligns with a more capable, more adventurous kind of riding — not less.

Where things start to feel uncomfortable is when the conversation shifts from information to infotainment.

Seat-of-the-pants vs. “bigger, better, more toys”

Personal watercraft have always lived in a strange middle ground. They’re not dirt bikes, but they’re not boats in the traditional sense either. For decades, the appeal has been immediacy — throttle response, hull feedback, the physical connection between rider and machine.

Lately, the industry has been drifting in two directions at once. On one side, there’s an appreciation for bigger skis that ride better in real water, track cleaner at speed, and give riders the confidence to push farther from shore. On the other, there’s the slow creep of features that feel borrowed from cars: cupholders, massive displays, ever-expanding menus.

CarPlay sits right at that crossroads.

Is a bigger screen simply another “floating couch” checkbox? Or is it a tool that helps riders ride more — more distance, more time, more confidently?

The answer depends on what that screen is actually doing.

When tech helps — and when it competes

There’s a real difference between tech that supports riding and tech that competes with it.

Monitoring engine vitals while running hard offshore? Useful.
 Knowing exactly how much fuel you have left before committing to a long run? Smart.
 Seeing where you are when exploring unfamiliar water? Confidence-building.

But CarPlay isn’t designed around those priorities. It’s designed for roads, lanes, and dashboards — not chop, spray, gloves, vibration, and constant body movement. Navigation apps like Google Maps and Apple Maps don’t translate cleanly to open water. Notifications, app grids, and car-style interfaces introduce mental noise into a space that’s always demanded focus.

The moment something is called “infotainment,” it stops being about the ride and starts competing with it.

The music complication

Even the most old-school, stand-up-minded riders aren’t riding in silence. Bluetooth speakers are everywhere. Music is already part of the culture, whether we like it or not. Pretending otherwise just ignores reality.

So the real question may not be whether riders want CarPlay — but whether they want better, more reliable music control on the water.

If CarPlay’s biggest appeal is easier access to playlists and streaming apps, that’s a pretty expensive and complex solution to a relatively simple desire. Riders don’t need album art and app icons. They need volume control that works with gloves, doesn’t glitch, and doesn’t distract them at speed.

That’s a very different design problem than full-blown automotive infotainment.

Cool… but necessary?

Sea-Doo has been open about the hurdles. Marine environments are harsh. Apple’s approval process for non-automotive applications is strict. And perhaps most importantly, the company itself seems unsure whether the feature is truly needed — or simply attractive because it’s familiar.

That hesitation is telling.

CarPlay on a PWC would absolutely be cool. It would look impressive at the dock. It would generate headlines. It would photograph well.

It’s easy to see why the idea has the industry talking

Whether it actually makes riding better is a much tougher question.

At its best, modern PWC technology should fade into the background — quietly supporting the ride, not demanding attention. The challenge for manufacturers isn’t adding more features, but deciding which ones genuinely serve the experience.

CarPlay might get there someday. Or it might turn out to be one of those ideas that sounds perfect on land, but feels unnecessary once the throttle’s pinned and the water’s moving.

Either way, the conversation itself says a lot about where personal watercraft are headed — and what riders may or may not want to bring along for the ride.

GreenHulk Offers RIVA iDF Delete Kits for Serious Sea-Doo Performance

Jessica Waters
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GreenHulk Offers RIVA iDF Delete Kits for Serious Sea-Doo Performance

For riders pushing the limits of their Sea-Doo, the RIVA Racing iDF Delete Kit is a tried-and-true upgrade available through GreenHulk PWC Performance Store – now at a discounted price. The kit replaces the iDF system—a clever design meant for low-speed maneuvering that can, at high RPMs, create unwanted drag and stress on internal components—with OEM engine and driveline parts that backdate your setup to non-iDF specification.

The iDF system has built-in safeguards to prevent engagement while riding, but even so, modified craft operating above 8,400–8,500 RPM can see premature failures in the gearbox and associated driveline components. Removing the iDF reduces mechanical drag, improves reliability, and opens the door for performance modifications beyond RIVA Stage 2. Riders will notice smoother top-end response and less stress on small moving parts.

GreenHulk carries kits for multiple models, including:

  • 2025 GTX Limited 325 – $1,488.32 retail, $1,413.90 discounted

  • 2022–25 RXT/GTX 300 – $1,550.78 retail, $1,473.24 discounted

  • 2021 GTX 300 – requires a different output sleeve and driveshaft, both in stock at GreenHulk

Installation isn’t for the casual weekend wrench-turner. RIVA and GreenHulk recommend certified Sea-Doo mechanics or highly experienced technicians. It requires deactivating iDF through the BRP Dealer Diagnostic System (BUDS) or Maptuner X with a tuning license, along with several specialty tools and careful inspection of the carbon seal and floating ring.

For those serious about Sea-Doo performance, the iDF Delete Kit delivers smoother rides, reduced driveline drag, and improved reliability, making it a staple upgrade for modified craft. GreenHulk remains the go-to source for riders looking to push their machines beyond stock limits.

Video: Avoid a Tow Back to Shore with Kawi Performance’s High Modulus Supercharger Belt

Jessica Waters
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Video: Avoid a Tow Back to Shore with Kawi Performance’s High Modulus Supercharger Belt

If you ride a Kawasaki Ultra 300 or 310, you know the feeling: long, wide-open runs, cruising for hours, or pinning it hard at full throttle, and the last thing you want to worry about is your supercharger belt. Yet one soft, slip-prone belt can turn a perfect day on the water into a long tow back to shore. Kawasaki’s recent shift to softer, automotive-style OEM belts has left some riders frustrated, and while cheaper aftermarket belts exist, they still fall short under sustained load. That’s where Kawi Performance steps in. Their new High Modulus Supercharger Belt isn’t just a replacement — it’s a return to the kind of reliability and durability that serious riders have been missing. Stiff, textured, and engineered to resist water, oil, and heat, this belt is built to handle the Ultra’s most extreme conditions without compromise.

Even seasoned Ultra riders might not realize how much the belt itself has changed over the years. Kawasaki’s new OEM belts, made overseas with softer, automotive-style backing, simply aren’t built for extended rides or sustained throttle. On long cruises or full-throttle blasts, they can stretch, slip, or degrade faster than riders expect — leaving you stranded when you least want it. Standard aftermarket options improve on price, but they often lack the stiffness, textured grip, and water-resistant design needed to handle the Ultra’s extreme conditions without compromise.

That’s why Kawi Performance’s High Modulus Supercharger Belt is such a game-changer. Drawing on the same design used on Kawasaki’s Ultra 250/260 models, this belt is engineered for real-world reliability. The textured outer layer grips like it should, high-tensile chords keep it from stretching, and its oil- and water-resistant inner rib ensures maximum traction even under constant load. The result is a belt that can handle hundreds of hours of riding, whether you’re hammering the throttle or logging long, steady runs, giving riders confidence that their day on the water won’t end in an unexpected tow.

Kawi Performance has been in the game long enough to understand what riders really need. Since the early Ultra 250/260 days, high-modulus belts were the standard for anti-slip, oil- and water-resistant performance. Riders pushing those machines knew that belt failure wasn’t just an annoyance — it could ruin a ride or a race. The new High Modulus belt brings that same engineering to the 300/310 platform, blending tried-and-true design with modern materials built to withstand today’s extended rides and higher demands.

For riders who like to push their Ultra to the limit, whether on a full-throttle sprint or hours of open-water cruising, the belt’s stiff, textured construction keeps power delivery smooth and reliable. It’s engineered to resist stretching, slipping, or degrading even under heat, water, and oil exposure.  

Right now, Kawi Performance is making it even easier to upgrade: the High Modulus Supercharger Belt is on sale for $135 (originally $149.99). While the new OEM and standard aftermarket belts are still available, riders serious about reliability, longevity, and peace of mind know there’s only one belt engineered to handle the Ultra’s full potential. Quantities are limited, and once these belts are gone, it’s uncertain when — or if — more will be available, making now the ideal time to secure one for your ride.

Money Matters: Setting Yourself Up For A New Ski In 2026

Jessica Waters
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Money Matters: Setting Yourself Up For A New Ski In 2026

With boat show season well underway, anticipation is building. New models are landing on showroom floors, spring riding is creeping closer, and a lot of riders are quietly doing the same math in their heads: Is this the year?

For most of us, a new—or newer—personal watercraft doesn’t mean cash on the barrelhead. It means financing. And while every rider’s situation is different, there are a few patterns that repeat themselves every season once people actually start shopping.

Timing Matters More Than Most People Expect

When riders talk about financing, the focus usually lands on credit score. But timing often plays just as big a role. When you apply—February versus May versus early summer—can change how flexible lenders are and how much room you have to work with.

As boat show season ramps up, riders generally fall into one of three timelines.

Trying to Be Riding by Mid-February

This is the short-runway scenario. At this point, most riders aren’t changing much—they’re finding out how their current situation looks to a lender right now.

What usually matters most here is stability. How much revolving credit is already in use. Whether anything big changed recently. How clean the last few months appear. Riders with stronger credit typically focus on rates and terms, while others find that approval hinges more on down payment and consistency than the number itself.

Plenty of riders make it work in this window. It just tends to be more about accepting what’s available than shaping the outcome.

Aiming for the Start of Spring Riding

For riders targeting April or May, things start to feel different. This is where preparation shows up—not in dramatic ways, but in small shifts that lenders tend to notice.

Balances move. Payment cycles post. Old issues age a little. Nothing flashy, but enough to change how an application is viewed. This is also when some riders realize that waiting a few extra weeks opens up better options than they expected, whether that’s a different model, better terms, or simply less pressure to rush.

Planning for July 4th and Beyond

By early summer, riders who started thinking ahead during the winter usually have the most flexibility. Not because their credit suddenly became perfect, but because there’s been time for everything to settle.

This is often when financing shifts from “Can I get approved?” to “What actually makes sense long-term?” Riders in this window tend to have more say in the process—and more confidence walking into it.

So What Actually Helps

Here are some concrete, rider-tested steps that tend to make financing smoother—regardless of where your credit score starts.

• Pull your credit reports early
Not to obsess over the number, but to see what lenders will see. Errors, outdated balances, or old late payments show up more often than people expect.

• Lower credit card balances if you can
Even modest paydowns can change how an application looks. It’s less about total debt and more about how much of your available credit is already in use.

• Avoid big financial moves right before applying
New cards, new loans, or closing accounts can raise flags. Riders who keep things quiet leading up to an application usually have fewer surprises.

• Have your basics ready
Proof of income, insurance information, and a realistic down payment plan all help the process move faster once you’re serious.

• Ask questions early—before you fall in love with a ski
Knowing how different lenders view your situation can save a lot of back-and-forth later, especially during busy boat show weekends.

Where Credit Scores Fit In

Credit score still matters, but it doesn’t tell the whole story. Riders in the 700s often find themselves fine-tuning details. Riders in the 600s tend to see real differences based on timing and preparation. Riders below that range often discover that stability affects how they’re approved, even if approval was always possible.

The Reality Most Riders Don’t Hear

Financing a ski isn’t about being perfect. It’s about looking predictable at the moment you apply. A little patience can matter more than people expect, especially during the rush of boat show season.

Every year, some riders move fast and make it work anyway. Others slow things down just enough to land better terms, more options, or the ski they actually wanted instead of the one that simply fit the payment.

The Takeaway

Boat show season has a way of speeding everything up. But for riders who can give themselves a bit of runway, timing can be just as important as the model on the floor.

Whether your goal is late winter, early spring, or spending the Fourth of July on the water, understanding how financing typically plays out can make the process smoother—and make that first ride of the season even sweeter.

Remembering Team Faith Founder, Brian O’Rourke

Jessica Waters
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Remembering Team Faith Founder, Brian O’Rourke

The PWC community – and the larger action sports and racing community as a whole – lost a familiar, steady, and compassionate presences on Saturday, Jan. 30, with the passing of Brian O’Rourke, founder and president of Team Faith.

O’Rourke’s impact stretched far beyond any single discipline. From watercross to Supercross and across the broader powersports world, he was a constant at the track — not as a headline seeker, but as someone who showed up, listened, encouraged, and quietly supported those around him.

Team Faith announced his passing in a statement shared over the weekend, noting that O’Rourke had served 31 years of ministry through the organization he founded in 1994. An outreach ministry often referred to within racing as a “race ministry,” Team Faith became known for meeting athletes and crews where they already were — in the pits, at the truck, after a long day — offering prayer, conversation, meals, and a sense of belonging.

For many racers, Brian was simply there. He was the person who checked in first. The one who noticed when someone was carrying more than just race-day stress. The one who remembered names, families, and quiet struggles.

“Every race he was always the first to come over, share a moment with us, and offer words of encouragement and strength,” wrote Sebastian Lezcano — himself a familiar name within the watercross community. “That’s something we will never forget.”

Across social media, the tone of remembrance was strikingly consistent. Racers, organizers, sponsors, and friends didn’t speak first about titles or accomplishments — they spoke about conversations, prayers, patience, and timing. About help offered before it was asked for. About feeling seen.

Brian’s work through Team Faith was rooted in a simple idea: that athletes are influencers, and that faith didn’t have to live outside the sport to matter. Team Faith teams traveled to nationally televised events across the United States and internationally, pairing chaplains with competing athletes, providing devotions, meals, Bibles, and support — all while fully participating in the sport itself.

Monster Energy Supercross, along with numerous racing organizations, issued statements expressing condolences to the Team Faith community and Brian’s family, underscoring just how widely his presence was felt.

For those who knew him, Brian’s faith was never something he imposed. It was something he carried gently, often stepping in during moments of uncertainty, grief, or exhaustion — and just as often following up the next day to make sure someone was okay.

As one longtime friend shared, when words or prayers felt impossible, Brian’s response was simple: “That’s okay. I’ll pray for you until you can.”

Brian O’Rourke leaves behind a legacy that can’t be measured in trophies, lap times, or podiums — but in people who felt supported, encouraged, and less alone because he was part of their life.

He will be deeply missed by the Team Faith community, the broader racing family, and all those whose lives he touched along the way.

Kspeed Tunes Up That Supercharger Sound With New Sound Enhancer

Jessica Waters
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Kspeed Tunes Up That Supercharger Sound With New Sound Enhancer

There’s a moment every supercharged Kawasaki owner recognizes, even if they don’t consciously think about it. The ski is idling at the dock, the engine note steady and familiar, and then — there it is — that faint, high-pitched whistle sitting just above the exhaust tone. It’s subtle, but unmistakable. And for many riders, it’s the sound that confirms they’re not just on a jet ski — they’re on a supercharged Kawasaki.

At KSpeed, moments like that are treated as more than background noise. They’re treated as part of the riding experience itself. While horsepower numbers and boost pressure still matter, KSpeed’s work with Kawasaki platforms starts from a deeper understanding: sound is feedback, and riders respond to it instinctively, often before they ever look at a gauge or a data log.

Supercharger sound has always lived in a strange space in the performance world. The sound itself isn’t what adds horsepower on a dyno sheet or changes top speed — the supercharger already does that job. And yet, riders obsess over the noise it makes. They chase it. They discuss it endlessly in forums and group chats. They notice immediately when it’s missing, muted, or doesn’t sound quite right. For Kawasaki riders in particular, that sound becomes part of the machine’s identity — almost as important as how the ski pulls out of the hole or how it feels at wide open throttle.

Part of that obsession comes down to what sound represents mechanically. Kawasaki’s supercharged platforms use an Eaton Twin Vortices Series (TVS) positive-displacement supercharger, a design that delivers boost consistently across the RPM range. That consistency produces audible cues riders quickly learn to recognize — the idle whistle that signals readiness, the soft whoosh when cracking the throttle, and the sharp release of pressure when coming out of full boost. Even without gauges, those sounds tell the rider what’s happening under the seat.

Kawasaki’s approach stands in contrast to centrifugal-style superchargers found elsewhere, where boost builds differently and sound is often less pronounced at lower RPM. On the water, that difference matters. Kawasaki riders don’t just tolerate supercharger noise — they expect it. When it’s subdued, filtered out or redirected back into the intake system, even a perfectly healthy ski can feel oddly disconnected, as if part of the experience has been softened and part of the conversation between machine and rider has gone quiet.

That’s exactly where KSpeed’s new MK2 Atmospheric Bypass Trumpet enters the conversation.

Designed to work across all supercharged Kawasaki Ultra models from 2007 through 2024, the MK2 Atmospheric Bypass Trumpet takes the supercharger sounds riders already respond to and brings them forward. By venting waste air to atmosphere rather than routing it quietly back through the airbox, the system amplifies the distinctive whistle at idle, adds a pronounced whoosh when the throttle is cracked, and delivers a sharp, unmistakable “psssht” when boost is released under load.

Importantly, this isn’t about making the ski obnoxiously loud. The MK2’s low-profile, OEM-like fitment integrates cleanly into the rear vent area, preserving the factory look while changing how the ski communicates. The result is a more expressive, more mechanical sound profile that mirrors what the rider is doing with the throttle in real time.

From a technical standpoint, venting hot waste air to atmosphere also helps reduce intake air temperatures, offering a subtle efficiency gain and a slight increase in available horsepower. The performance difference may not show up dramatically on a chart, but it shows up where many riders feel it most — in responsiveness, clarity, and engagement.

Installation reflects KSpeed’s practical, rider-focused approach. The MK2 installs in roughly five minutes using basic tools, with a block-off cap for the airbox, a low-profile hose clamp, and clear step-by-step instructions included. It’s a simple modification with an outsized impact on how the ski feels and sounds every time it’s ridden.

What KSpeed has found over time is that sound-focused upgrades like this often appeal most to experienced owners. Riders who already understand their ski’s power delivery and limitations aren’t always chasing more speed — they’re refining the experience. For them, sound becomes a finishing touch, a way to make a well-sorted machine feel more intentional and more alive.

In the end, supercharger sound matters because it changes how riders interact with their machines. It reinforces identity. It heightens anticipation. And it turns an already capable Kawasaki into something that feels sharper, more mechanical, and more connected — even before the throttle is pinned and the boost comes on hard.

For riders who want to lean into that experience — not just ride their ski, but hear and feel what makes it special — KSpeed’s MK2 Atmospheric Bypass Trumpet delivers exactly that. It’s a small change with a big sensory payoff, designed for riders who understand that performance isn’t just measured in numbers, but in how a machine makes you feel every time you fire it up.

Region 8 Announces 8 Ball Cup Championship Series, Preps for Winter Series

Jessica Waters
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Region 8 Announces 8 Ball Cup Championship Series, Preps for Winter Series

For 2026, Region 8 is officially back on the table, and it’s doing it with intent. What racers once knew as the Triple Crown has been reborn as The 8 Ball Cup, a championship series that doubles down on what made Northeast racing special in the first place: tight competition, deep fields, and zero room for shortcuts.

This isn’t a national mashup. This isn’t a traveling experiment.
The 8 Ball Cup stays exclusively rooted in IJSBA Region 8, reinforcing the loyalty, grit, and long-standing rivalries that define East Coast Watercross racing.

And the theme is fitting.
High stakes. One chance. Call the 8.

Four Classes, Ten Rounds, No Mulligans

The 8 Ball Cup will be contested across four cornerstone classes, each running the full ECW season:

  • Pro/Am Runabout 1100 Limited

  • Novice 1100 Limited

  • Pro/Am Sport Spec

  • Pro/Am Ski GP

From developing talent to established veterans, this lineup reflects the depth Region 8 has quietly been building for years.

The format is simple and unforgiving:
Five race weekends. Ten total rounds. IJSBA points system.
No cherry-picking weekends. No hiding from bad finishes. Championship contenders will be the racers who can show up — and deliver — every single round.

The final verdict comes at Sylvan Beach, New York, where the ECW Season Championship also doubles as an official Pro Watercross National Tour stop, complete with national TV exposure for racers and sponsors.

Real Hardware, Real Prizes

Backing the series is a lineup of names deeply tied to the sport, including Todd Czarzinski, Nickerson Performance, Jay “The Chicken Man” Edworthy, Jet-X Powersports, Extreem Service Center, and Hot Slag Co.

The projected prize pool is already pushing $30,000+, with fundraising raffles adding serious incentive along the way — including an XP800 donated by Todd from the BRP Museum and a fully restored, race-ready Sea-Doo HX Sport Spec built by Brad Nickerson.

Cash payouts go only to the top three finishers in each class, reinforcing that this is a championship chase, not a participation trophy tour.

And then there’s the hardware.
Hot Slag Co’s custom metal trophies return once again — iconic Region 8 iron that racers know carries real weight. Winning one doesn’t just mean points. It means legacy.

Winter Racing Is Closer Than You Think

If all this talk of gates dropping has you itching to ride sooner, don’t forget — ECW’s 2026 Winter Series in Florida is coming up fast.

Lake Alfred Lions Park will once again host two back-to-back winter race weekends (February 20–22 and February 27–March 1), complete with Friday practice days, youth development programs, camping on site, pit parties, and even AMA Supercross Daytona streaming live in the pits.

Between the return of Region 8’s flagship championship and winter racing loading up in Florida, East Coast Watercross isn’t easing into 2026 — it’s throttling into it.

Read Below for the Full Press Releases

The Region 8 Name Lives ON!!!!
The passion of the classic competition classes lives with it.

The 8 Ball Cup – Region 8 Championship Series

With the launch of the 2026 season, what was formerly known as the Triple Crown is coming back bigger, stronger, and fully rooted where it began.

Originally built around the core of IJSBA Region 8 racers, the series returns under a new identity — The 8 Ball Cup — and for the first time will remain exclusively within the iconic Northeast Region 8, reinforcing the strength, loyalty, and competitiveness of East Coast Watercross.

The 8 Ball Cup represents high stakes, no shortcuts, and all-in racing, where every round matters and every racer must “call their shot” across the entire season.

Classes Competing in the 8 Ball Cup

  • Pro/Am Runabout 1100 Limited

  • Novice 1100 Limited

  • Pro/Am Sport Spec

  • Pro/Am Ski GP

Season Format
Full ECW season: 5 weekends (10 rounds) using the IJSBA points system.
Champions will be crowned at the Sylvan Beach, NY finale, an official Pro Watercross National Tour stop with national television exposure.

Prize Pool, Payouts & Giveaways

  • XP800 donated by Todd from the BRP Museum

  • Sea-Doo HX Sport Spec race-ready build by Nickerson Performance

  • Projected prize pool exceeding $30,000+

  • Cash payouts to Top 3 finishers in each class only

Iconic Region 8 Hardware
Custom metal trophies by Hot Slag Co — a defining symbol of Region 8 championships for over a decade.

Ten rounds. Four classes. One region. One shot to call the 8.

2026 Winter racing in Florida is coming back to Lake Alfred Lions Park!

The Address for the venue is 175-N N Nekoma Ave, Lake Alfred, FL 33850

Dates- February 20-22, February 27-March 1

Friday Feb 20th and Friday February 27th practice 11-4pm

****NEW****Buoy 101 class held on friday the 20th! free of charge hosted by Cardone Race Corner- scroll to bottom to review details!

*****NEW***** Young Guns youth development will be on site on friday the 20th to do youth racer training! This is a non profit and runs soley on sponsorships so please donate! Big thank you to Worx Racing and Hot Products and all of the volunteers that put these events on! This will follow similar details as the buoy 101 just geared towards the 8-17 year olds. more info at the bottom of this page.

Saturday and Sunday both weekends riders meeting @8:30am followed by practice at 9am, then right into racing!

Weddings scheduled at the Adams Estate for 4pm so our quiet time is 4pm for all of the days we are there and we must be good neighbors so we need to make sure racing stays on time!

HOST HOTEL-  call and tell them you are with ECW you save %15 on your stay! Or CLICK THIS LINK

CLICK HERE TO BOOK AND SAVE

Staybridge Suites Winter Haven – Auburndale

No booking link yet, call and tell them you are with ECW and you will receive 15% off!

Office: 863.229.5145

Mobile: 815.690.6462

305 5th St. NW Avenue D

Winter Haven, FL 33881

Tentative Class list- if we have 4 or 5 entries we can create any class!

– Junior X2

-Junior ski (depending on turnout we can break up into IJSBA junior age classes)

-Junior WX1050 AJSA RULES

-Junior Four Stroke Ski Lites

-Junior Sport Spec

-Vintage Ski 550

-Vintage Ski OPEN

-Superchicken

-Pro/am Sport GP

-Pro/am Sport Spec

-Pro/am Runabout 1100 Limited

-Nov Runabout 1100 Limited

-Beginner Runabout 1100 Limited

-Womens Runabout 1100 Limited

-Pro/am Runabout 1100 Open

-Pro/am Ski lites

-Pro/Am X2 Open

-WX1050 (AJSA rules)

-Pro/am runabout four stroke STOCK *******

-Pro/am Runabout Rec Lites

-Pro/am Ski Stock

-Pro/am Four stroke ski lites

-Pro/am Ski GP

CAMPING ON SITE ALLOWED- CAMPING IS ALLOWED DURING THE WEEK IN BETWEEN RACES! FREE OF CHARGE IF YOU PAY YOUR WEEKEND FEE NO ADDITIONAL COST FOR MID WEEK!

Racers can leave trailers on site if you need to fly home to get back to work for a few days between the races, we have a fenced in area that can be “locked” and we will have local police keep an eye on things as well as a good amount of people staying the week on site

Camping will be $100 per weekend paid on site per rig whether thats a trailer, camper, truck or van.

If Anyone needs to get trailers down to FL before too much snow flies we have a property available to us in orlando area courtesy of Sean Hagen- email me to coordinate.

LAKE ALFRED LIONS CLUB will be providing us with breakfast and lunch on site friday to sunday on both weekends and will also be hosting a friday night pit party each friday! complete with Pulled pork, baked beans, Mac n Cheese, and strawberry shortcake for only $20!!! oh yea and A CASH BAR!!! The lions club building is right on site so it couldn’t be easier and it goes to support a great cause! They may even have Bingo Saturday night if you are feeling lucky! Check them out at www.lakealfredlionsclub.com

SATURDAY FEB 28 AMA SUPERCROSS Daytona ON THE BIG SCREEN IN THE PITS!!! We will bring a projector and tie into our stereo system and projector! bring a chair and hang out and watch the pros race!! 

Support Juan Rada’s Cancer Treatment and Recovery

Jessica Waters
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Support Juan Rada’s Cancer Treatment and Recovery

If you’ve spent any real time around PWC racing, odds are you already know Juan Rada—even if you don’t realize how many moments he’s been part of.

Juan isn’t just “around” the sport. He’s woven into it. A racer in his own right, a tireless crew member, a team guy, a holder, a helper, a problem-solver, and the kind of person who somehow manages to keep things light even when everything else is chaos. Heart of gold. Funny as hell. Always moving. Always helping. Always there.

Right now, Juan is facing something far bigger than any race weekend or mechanical issue. He’s battling cancer—and he’s doing it with grit, humor, and that familiar bad-ass, positive mindset he’s always carried. But no one should have to carry this kind of weight alone.

As Craig Warner put it:

“He doesn’t need to stress about bills right now.
He just needs that bad-ass happy mindset that he’s always had.”

That’s where the PWC family comes in.

This community has always been about more than machines and competition. It’s about showing up. It’s about helping each other load trailers, fix skis, make the next moto—and sometimes, getting through life when it hits hard.

A GoFundMe has been set up to help Juan focus on treatment and recovery without the added pressure of financial stress. Whether it’s a donation, sharing the link, or just sending support, every bit helps remind Juan that the same community he’s supported for years is standing right behind him.

GoFundMe Detail are below:

We are raising funds to support our friend Juan Rada, who has been diagnosed with Stage 2 esophageal cancer and is currently undergoing treatment. While Juan is focused on his health and recovery, the financial burden of this diagnosis has become overwhelming.

Due to treatment and recovery requirements, Juan is unable to work for an estimated 3 to 6 months. During this time, medical expenses continue to accumulate, and he is also struggling to keep up with everyday personal bills such as housing, utilities, and basic living expenses. The loss of income combined with ongoing medical costs has made this an extremely difficult period.
We are asking for help to support Juan with medical bills and essential living expenses while he focuses on treatment and healing. Any contribution, no matter the amount, will help ease the financial stress during this challenging time. If you are unable to donate, sharing this page is also deeply appreciated. Thank you for your kindness, support, and compassion.

GreenHulk Performance Solutions for Cavitation and Hookup Issues on High-Power Sea-Doo PWCs

Jessica Waters
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GreenHulk Performance Solutions for Cavitation and Hookup Issues on High-Power Sea-Doo PWCs

One of the most common complaints we hear from riders stepping into today’s high-horsepower Sea-Doo platforms is this: the power is there, but the hookup isn’t always. Hard launches turn into brief cavitation, aggressive throttle inputs don’t always translate cleanly to forward motion, and the ski can feel like it’s fighting to put all that output into the water.

That problem isn’t unique — and it isn’t new. As factory power levels climb, the jet pump becomes one of the most important links in the chain. If it can’t move enough clean water efficiently, performance gains elsewhere start getting wasted.

That’s where solutions like the RIVA / SOLAS Sea-Doo 161mm 14-Vane Pump, available through GreenHulk PWC Performance Store, come into the conversation.

Why the Stock Pump Can Become the Bottleneck

On modern GTX, RXP-X, and RXT-X models — especially 300 and 325-horsepower platforms — the pump is asked to do a lot. Under heavy load or aggressive launches, cavitation can creep in, reducing acceleration and making the ski feel inconsistent off the line.

The issue usually isn’t a lack of power. It’s water flow control.

More controlled flow means better hookup, stronger launches, and more usable acceleration — which is exactly what higher-vane pump designs aim to address.

The GreenHulk Solution: RIVA / SOLAS 161mm 14-Vane Pump

GreenHulk’s offering of the RIVA / SOLAS 161mm 14-vane pump is designed to move more water, more efficiently, while keeping flow clean under load.

The pump uses a 14-vane stainless steel stator and matching 14-vane nozzle, increasing water control through the pump assembly and significantly reducing cavitation compared to lower-vane designs. The result is stronger hookup at launch and more consistent power delivery through the throttle.

A standout feature is the inclusion of three interchangeable stainless nozzle rings (82mm, 83mm, and 84mm ID). This allows riders to fine-tune performance while also extending service life — rather than replacing the entire housing as wear occurs.

What Riders Notice on the Water

Based on rider feedback and real-world use, this type of pump upgrade isn’t about noise or visual flash. It’s about how the ski behaves when you ride it.

Riders commonly report:

  • Quicker, harder launches

  • Reduced cavitation under heavy throttle

  • More consistent acceleration

  • Improved top-end efficiency

  • Better hookup on high-horsepower setups

As one GreenHulk customer put it in the comments, the gains are “monstrous.”

Built for Today’s High-Power Sea-Doos

The RIVA / SOLAS 161mm 14-vane pump is compatible with a wide range of modern Sea-Doo models, including GTX, RXP-X, RXT-X, and GTX Limited platforms from 2016 through current 300- and 325-horsepower models.

It’s built as a durability-minded upgrade, featuring:

  • SOLAS 161mm pump housing

  • 14-vane stainless stator section

  • Matching 14-vane nozzle

  • Stainless steel wear ring

  • Interchangeable nozzle rings for tuning and longevity

Installation does require new OEM jet pump seals, which should be planned for as part of the upgrade.

The Takeaway

If you’re riding a high-output Sea-Doo and feel like the ski isn’t always translating power into motion — especially off the line — the pump is one of the first places worth looking.

Upgrades like the RIVA / SOLAS 161mm 14-vane pump from GreenHulk focus on improving how power gets to the water, not just how much power the engine makes. For riders chasing cleaner launches, stronger hookup, and more usable performance, it’s a solution that addresses a very real problem.

Winter Weather Rescue – What’s Next If Fern Caught Your Ski Outside

Jessica Waters
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Winter Weather Rescue – What’s Next If Fern Caught Your Ski Outside

For a lot of riders, this winter has been more stop-and-go than a clean shutdown. Mild stretches kept skis in play longer than usual, and in some parts of the country, personal watercraft never really went into “winter mode” at all. Then came the sudden cold snap — sharper, colder, and more disruptive than what many owners are used to seeing.

If your ski spent that stretch sitting outside on a trailer, at a dock, or simply exposed because you don’t have indoor storage, you’re not alone. And while cold weather plus watercraft is never ideal, a surprise freeze doesn’t automatically mean the season ended with damage. With a few smart steps now, there’s still plenty you can do to protect your ski and set it up for an easier spring.

What You Can Do Right Now

While temperatures are still hovering at or below freezing, there are a few simple but important steps you can take now.

  1. Get standing water out — wherever you can
     If your ski is sitting on a trailer, make sure drain plugs are removed and the hull is tilted so any rainwater or meltwater can escape. Standing water is the biggest risk during extended freezes, and getting it out now helps reduce ice expansion in places it doesn’t belong.
  2. Keep water from getting back in
     If the ski is outdoors, a properly fitted cover is better than nothing — and a cover plus a tarp is better still. The goal isn’t perfection; it’s keeping additional rain, sleet, or meltwater from pooling inside while cold weather continues.
  3. Don’t start it just to “warm it up”
     It’s tempting, but repeatedly starting a ski in freezing temperatures — especially without flushing or antifreeze — can do more harm than good. Unless you’re actively purging water or completing winterization, it’s usually best to leave the engine off until conditions allow you to do it properly.
  4. Pull the battery if you can
     If access allows and the ski is stored outside, removing the battery and storing it somewhere dry and above freezing is one of the easiest wins right now. Cold and moisture are hard on batteries, and this step alone can save a headache come spring.
  5. A quick visual check goes a long way
     Take a few minutes to look for obvious ice buildup around the jet pump, intake grate, steering nozzle, and controls. You’re not trying to chip ice aggressively — just making sure nothing is bound up or holding pooled water that will refreeze overnight.

If Your Ski Was Left in the Water

It’s not common, but in some cases riders weren’t able to reach their marina or dock before the cold set in. If your ski remained in the water during freezing conditions, the priority is limiting further exposure and avoiding actions that could make things worse.

If access is possible, do not start the engine until the ski can be properly removed from the water and inspected. Ice forming around the pump intake, steering nozzle, or inside the cooling system can create restrictions that aren’t always visible from the surface.

If the ski is still floating, check that it’s sitting level and not taking on additional water. Once conditions allow, the safest move is to get the ski out of the water as soon as possible, allow ice to melt naturally, and then begin draining and winterizing from there.

In most cases, brief exposure to freezing temperatures doesn’t automatically mean severe damage — problems typically arise when water is trapped and repeatedly freezes and expands. A careful, methodical approach once temperatures rise can help prevent turning a bad situation into a worse one.

Once temperatures climb back above freezing and you can safely spend time working on your ski, it’s a good moment to slow things down and take stock. Before jumping straight into a full winterizing (or-rewinterizing) routine, a quick check of a few key areas can help identify lingering moisture, ice damage, or issues caused by the sudden cold — and prevent small problems from becoming springtime surprises.

First Things to Check Once Temperatures Rise

When conditions allow you to work comfortably and safely, start with a slow walk-around. You’re not looking for worst-case scenarios — just confirming that water hasn’t settled where it shouldn’t.

  1. Hull interior and bilge
     Open the seat and check for standing water inside the hull. If water is present, drain it completely and leave drain plugs out for a short time to let moisture escape. This is also a good moment to look for signs of ice expansion, like cracked hoses or fittings that look stressed or out of place.
  2. Cooling system and exhaust
     Cooling passages, exhaust components, and waterboxes are some of the most vulnerable areas during a freeze. Make sure water has been fully drained, then flush or fill the system with RV-safe antifreeze as part of winterization. If anything looks swollen, cracked, or weepy, address it before storage.
  3. Jet pump and intake area
     Check the intake grate, pump tunnel, and steering nozzle for ice residue, debris, or anything that may have frozen in place. Everything should move freely once thawed. If it doesn’t, don’t force it — thaw and inspect first.
  4. Controls and cables
     Throttle, steering, reverse, and trim controls should all move smoothly. Freezing rain and sleet can leave moisture inside cable housings, so now is the time to lubricate exposed linkages and confirm nothing feels stiff or gritty.
  5. Battery and electrical connections
     If the battery was left installed during the cold snap, inspect terminals for corrosion or moisture. If it hasn’t already been removed, now is the time to pull it, fully charge it, and store it in a dry, above-freezing location.
  6. Seals, hatches, and covers
     Look over storage bin seals, engine bay gaskets, and the seat base. Ice can temporarily deform seals, and water intrusion often shows up here first. Dry everything thoroughly before covering the ski for storage.

If you discover cracked components, leaking fittings, or anything that doesn’t look right once the ski has fully thawed, this is the point where it makes sense to stop and seek professional guidance. A trusted dealer, service center, or experienced PWC technician can help assess whether damage is cosmetic or something that should be addressed before storage or spring launch. Catching issues now is far easier — and often less expensive — than discovering them once riding season returns.

If your ski was already winterized before the freeze — fuel stabilized, cooling system treated, battery stored — most of that protection is still doing its job. That said, a few quick follow-ups can’t hurt. Top off fuel stabilizer if water may have gotten into the tank, check cooling passages for any leftover ice or water, give the battery a charge and inspect terminals, and touch up plastics or gelcoat protectants on exposed surfaces. You’re not starting over; think of it as a quick safety check to make sure last year’s prep is still holding strong.

Caring for Plastics and Gelcoat After Extreme Cold

Even if the mechanical side checks out, extended exposure to freezing temperatures and frozen precipitation can be hard on a ski’s exterior. Taking a little extra time here can help prevent long-term cosmetic wear.

Wash and dry thoroughly
 Once temperatures allow, rinse away road salt, grime, and residue left behind by melting ice and sleet. Pay attention to seams, footwells, and under-seat areas where moisture can linger. Drying the ski completely before covering it helps prevent staining and mildew.

Condition exposed plastics and rubber
 Cold weather can dry out trim pieces, intake grates, and rubber components. Applying a plastic- and rubber-safe protectant can help restore flexibility and reduce fading or cracking over time.

Inspect gelcoat and painted surfaces
 Look for new scuffs, stress marks, or dull areas — especially if ice sat against the hull for extended periods. While most cosmetic issues can wait until spring, noting them now helps you plan repairs instead of being surprised later.

Cover smart, not tight
 Make sure covers aren’t trapping moisture against the hull. A breathable cover with airflow is better than sealing everything up while damp, especially after a freeze-thaw cycle.

Not every winter follows the same script, and this one certainly didn’t. Winter storms like Fern can catch even the most prepared riders off guard. If your ski spent more time exposed than you planned, a little patience, a careful look-over, and some basic protection now can go a long way toward keeping small issues from becoming bigger ones later. Take your time checking over your ski, address any lingering water or ice, and touch up protectants where needed. Winter will eventually loosen its grip, and when it does, the goal is simple: have your ski ready to pick up where you left off, not playing catch-up.

 

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