The lightest ski in Sea-Doo’s lineup just got a serious upgrade option — and it tops out at 63 mph.
The Sea-Doo Spark has always occupied a specific lane in the PWC world: light, nimble, affordable, and genuinely fun — but never fast. At roughly 400 pounds dry, it’s the featherweight of the lineup, and for a lot of riders that’s exactly the point. But modest power has always been the trade-off, and anyone who’s pulled up next to an RXP-X at a sandbar has felt that gap. MAPTUN’s Spark/Trixx Turbo Kit REV3 is a direct answer to that frustration, dropping a complete forced-induction system onto the Spark’s 900 ACE engine and pushing the ski to a claimed 63 mph.
MAPTUN is a Swedish performance tuning company with a long track record in the Sea-Doo space, and the REV3 designation matters — this isn’t a first-generation experiment. Earlier versions of the kit taught them real lessons about heat management, installation complexity, and long-term durability in a saltwater and freshwater environment. The third revision reflects all of that, with redesigned components aimed at a cleaner install and improved longevity. Black powder-coated hardware throughout gives the finished product a look that’s closer to factory performance than anything cobbled together in a garage.
On the performance side, the kit targets 8,800 to 9,000 RPM with boost pressure in the 0.55 to 0.60 bar range — roughly 8 to 9 PSI for those of us who think in imperial. That’s a conservative tune by forced-induction standards, and intentionally so. MAPTUN isn’t trying to destroy your engine; they’re trying to give it a reliable second life with substantially more pull. The IHI turbocharger at the heart of the system is a proven unit, matched with a 7.5 PSI wastegate to keep boost in check and protect bottom-end components. Upgraded injectors handle the additional fuel demand, and an intercooler piping and silicone hose kit manages intake temps under load.
The full kit is genuinely comprehensive. Beyond the turbocharger itself, you’re getting a complete turbo mount and exhaust system, stainless hardware and clamps throughout, and a water-resistant four-inch air filter that won’t panic the first time you take a wave over the bow. Everything is engineered to work as a system rather than a collection of mismatched parts, which matters more than it might sound — intercooler sizing, injector flow rate, and boost pressure all need to be in conversation with each other for a turbo build to run cleanly.
The ECU side of the equation is where this kit separates itself from a basic bolt-on. MAPTUN integrates the REV3 with their Maptuner system, which handles ECU flashing, engine monitoring, data logging, and fault code management. Running a turbo on a stock map isn’t just inefficient — it’s a recipe for detonation and premature wear. Having a purpose-built tune that was developed alongside the hardware, rather than retrofitted after the fact, is a genuine advantage and a sign of a mature product. MAPTUN also recommends pairing the kit with a Solas 13/18 impeller, which properly loads the pump under boost and keeps the engine in its intended power band rather than spinning free.
The broader appeal here is easy to understand. The Spark and Trixx weigh substantially less than Sea-Doo’s RXP or GTX platform machines, and that mass advantage doesn’t disappear when you add a turbo — it multiplies. A lighter hull accelerating harder means the gap off the line versus heavier performance skis closes fast. At 63 mph, a turbocharged Spark would hold its own against machines that cost two or three times as much at the dealer. For riders who have always loved the Spark’s handling and portability but wanted more authority on the throttle, the REV3 is the most refined version of that conversion to date.
It’s worth noting that a build like this still requires mechanical confidence or a competent shop — turbocharging any engine involves enough variables that cutting corners on installation tends to show up quickly and expensively. But for the right rider, the REV3 kit represents a well-thought-out path from entry-level fun to legitimate performance, without abandoning the qualities that made the Spark worth building on in the first place.
It’s 5:30 p.m. on a sweltering Monday afternoon, and Billy Tew is already prepping the truck for this weekend’s HydroDrags in Boca Raton — hip deep in packing, logistics, safety planning, promotions and a to-do list that never seems to get any shorter. But he still took time to talk with the Watercraft Journal about how the guy who used to run the PA somehow ended up running the whole show — and why, in the long run, the kid putting down the slowest pass of the weekend may matter more to the future of the sport than the rider chasing 150 mph.
Anyone who has spent time around HydroDrags — from the start line or the shoreline — knows the name Mikey Young. Long recognized throughout the PWC racing world as one of the premier announcers in closed course and endurance racing, Young helped build HydroDrags from its earliest days. For several years, Billy Tew was simply the guy providing AV and DJ services for the event — until one year Young tossed out a question that changed everything:
“Hey, how would you like to work the event on the launch pad?”
By then, Tew was already doing double duty — handling the audio while beginning to race himself. For him, the answer was pretty obvious. “I was already there, so why not.”
Eventually Young stepped back from the promoter role while remaining the voice of the event, and Tew suddenly found himself holding the reins of one of the most unique spectacles in the PWC racing world.
The role, he admitted, comes with plenty of ups and downs. Between behind-the-scenes logistics, racer personalities, permitting, staffing and the financial balancing act, promoting HydroDrags has effectively become a second full-time job.
“I’ve never lost money on it, but you’re either breaking even or it’s just barely paying,” he said. “What I tell people is, you’ve got to love the sport. You’ve got to love racing, and you’ve got to love jet skis.”
Part of loving the sport, Tew said, means being willing to make hard calls. Standards for sportsmanlike conduct and a family-friendly atmosphere aren’t always easy to enforce — but he’s made clear they aren’t negotiable either. The goal, he said, isn’t to change who HydroDrags is for, but to make sure it’s something everyone can be proud to be part of.
That same drive to improve the experience — for racers, for families, for first-timers — is what pushed Tew toward one of his most significant upgrades yet: the launch of the new HydroDrags mobile app.
“I’m the first PWC promoter to do an app,” Tew said. “Everything is based in the app — brackets, registration, rules, everything. So now there’s no paperwork.”
The move wasn’t just about modernization for the sake of appearances. Behind the scenes, Tew said race weekends were often bogged down by delays while staff attempted to print brackets, troubleshoot equipment issues and answer endless questions from racers trying to figure out where they stood in the lineup.
Now, racers and spectators can follow registrations, rules, live brackets and Speed Alley results directly from their phones — reducing downtime between rounds and helping keep the event moving on schedule.
“My biggest thing is timing. We don’t need to be here till 7 p.m.,” he said. “Now everything is at their fingertips.”
Even so, Tew laughed that convincing racers to actually pre-register has proven harder than developing the app itself.
“A lot of our guys are last-minute racers,” he said. “They blow their stuff up the night before. I think there’s like 20 racers signed up, which I know there’s way more teams and riders than that. I’m trying to break them of that.”
As significant as the app may become to the future of HydroDrags, Tew says the biggest shift for the organization has come through its new partnership with the International Hot Rod Association.
“IHRA has played a huge role behind the scenes — more support, more social media,” he said.
Tew explained that the partnership developed as he began looking beyond HydroDrags’ traditional twice-a-year schedule and started making serious plans for long-term expansion and growth.
“The way they help promote and post on social media — I’ve had people come up to me that have nothing to do with the sport and ask about the upcoming race because they saw something IHRA posted, and that’s what we need,” he said.
Beyond promotion, Tew said the organization has helped streamline permitting, recommendation letters and event operations while also bringing a more visible professional presence to the venue itself.
“IHRA sent tons of staffing shirts, signage, feather flags, tents — just the branding in general,” he explained. “Now when racers come in and they see a presence, they see people in uniform, it’s like, ‘Okay, we mean business.’ It feels more professional.”
That professionalism, however, is only part of Tew’s larger vision for where HydroDrags may be headed next.
“There are good plans coming,” he said. “HydroDrags has basically been two races — May and November — with a lot of dead space in between. I want to implement something in the middle.”
Part of that vision includes branching beyond pure drag racing and incorporating more elements of closed course and endurance competition into future events.
“I’m talking with Dustin Farthing about trying to become a regional director down here in Florida for some closed course racing because we really don’t have anything down here,” he explained. “That’s my goal.”
Even before those larger plans take shape, this weekend’s event already reflects that shift. Tew has added new drag slalom classes designed to blend straight-line acceleration with closed course elements — riders launching off the traditional drag tree before splitting into lanes, weaving through buoy sections and racing back for a photo finish.
“I’m trying to get more of the rec guys involved,” he said.
He has also introduced a junior class for riders ages 13 to 16 — something Tew says may ultimately prove more meaningful to him than any top-speed number posted this weekend.
“I personally say the junior class is what I’m most excited about,” he said. “Even though it’s only five or six kids, it’s the start of something. I like the fast stuff, but I think watching the kids get involved is gonna be the big one for me.”
That focus on youth riders is intentional — and connected directly to Tew’s broader goal of expanding who shows up on both sides of the ropes.
“I don’t think the spectators will be the same, and that’s my goal,” he said. “I want to bring in a different crowd, some new faces.”
Longtime HydroDrags fans remain a vital part of the culture, he emphasized, but the sport has to keep evolving into something more family-friendly and accessible if it hopes to keep growing. And for newcomers walking into Sunset Cove for the first time, he believes the experience makes its own argument.
“It’s a different experience — the speed, smelling the race fuel, your eyes burning,” he said. “It’s totally different.”
Part of that spectacle comes from Speed Alley, HydroDrags’ top-speed competition, where riders make individual passes across the full length of the lake chasing maximum speed numbers — a format that surprises first-timers expecting a traditional standing-start drag race.
“The riders go out one at a time and they have the whole lake,” Tew explained. “There’s no way to hit those numbers in an eighth-mile.”
While traditional HydroDrags racing launches riders from a dead stop to speeds approaching 120 mph in just 660 feet, Speed Alley setups are built entirely differently.
“Those turbos don’t even spool up until 80 miles an hour,” he said. “They need the whole lake to make a real pass.”
That need for calm, controlled conditions is also why HydroDrags continues returning to Sunset Cove Amphitheater in Boca Raton.
“You can’t take our sport on the ocean,” Tew said. “At these speeds, you want the safest water conditions — flat water — and that’s what I look for in a venue.”
The venue’s enclosed setup also allows HydroDrags to operate differently from many traditional racing events.
“A lot of the closed course and endurance guys, they make their money off the racers,” he explained. “I’m completely opposite. I don’t make my money off the racers — I make it off the spectators.”
And while the atmosphere may still feel raw and grassroots from the shoreline, the technology powering the sport continues escalating rapidly.
“The speeds now — who knew even five years ago?” Tew said. “It’s not just the turbo stuff either. Other classes are finding tricks. A stock supercharger can go 100 miles an hour now. Every race, there are records getting beat.”
But Tew believes the long-term health of HydroDrags depends less on the fastest skis in the pits and more on creating affordable entry points before the costs price out the next generation entirely.
“Right now, what about my juniors?” he asked. “What class are they gonna go to when they graduate? Their parents are gonna have to spend $10,000 just to bump them up, and then you lose them.”
That’s why he sees recreational classes and accessible racing categories as critical to the sport’s survival — not a concession, but a foundation.
“Yes, 80 miles an hour is boring for some people,” he said. “But it helps all of us in the long run.”
I’ll be honest with you: I didn’t plan to spend part of the Sea-Doo BRP GO! press event riding solo through Topock Gorge on an unfamiliar body of water, navigating shallow areas I’d never seen before, trying to find my way back to a hotel I’d only ever approached by land.
But that’s exactly what happened — and it turned out to be the best possible test of whether Sea-Doo’s new connectivity package actually delivers on its promise.
Sea-Doo flew a small group of media out to Lake Havasu City to showcase the 10.25″ touchscreen display and BRP GO! app integration now available on 30% of the 2026 lineup — the GTX Limited, Explorer Pro, FishPro Trophy, RXT-X, Wake Pro, and RXP-X. The pitch is straightforward: half of Sea-Doo owners reportedly pull their phone out every ten minutes on the water, mostly to check navigation, change music, or connect with the people they’re riding with. The touchscreen and BRP GO! are designed to put all of that on the display and keep your hands on the bars where they belong.
Lake Havasu City wasn’t a random choice of venue. For anyone in the PWC world, this is hallowed water — home of the World Finals, the Mark Hahn endurance race, the kind of place you visit with a camera and a press credential and leave with images you don’t forget. I’ve stood on that cliff. I’ve shot those final buoys. Sea-Doo probably didn’t intend it as a birthday gift, but putting me on a ski on that water, riding a route I’ve only ever watched from shore — that’s exactly what it was.
How It Works
BRP GO! turns your phone into the brain of the operation — but the 10.25″ display is where you actually interact with it. Your phone lives in a dedicated waterproof compartment, plugged in via USB, while everything you’d normally reach for — navigation, group tracking, Navionics nautical charts, POIs, ride recording, and more depending on model — runs on the screen in front of you. Bluetooth handles music pairing independently, but for the full BRP GO! experience, the USB connection is what ties it all together. And that waterproof compartment earns its keep even without BRP GO! — anyone who’s ever wanted their phone accessible and protected on the water will appreciate it regardless.
The Screen
The first thing worth saying about the 10.25″ display is the one thing I didn’t expect to be the headline: you can actually read it in full Arizona sun. Anyone who has squinted at a phone screen or a laptop on the water knows that sinking feeling when the glare wins. This screen doesn’t have that problem. Metrics — speed, RPM, VTS, water temperature — are crisp and clear, and the customizable center gauge (compass, fuel consumption, distance to empty, water depth depending on model) is genuinely readable at a glance.
The second thing worth saying is that despite being a touchscreen, you don’t really have to touch it much. Sea-Doo built robust handlebar controls that handle most functions — switching applets, adjusting volume, activating launch control — without ever taking your hands off the bars. This matters more than it sounds. Wet fingers and touchscreens are not friends. The handlebar controls made that point moot almost every time it would have been an issue.
The App
The interface is intuitive enough, though my honest advice to anyone setting this up for the first time is the same advice I’d give about learning any new piece of equipment: set aside time to just play with it. Explore the menus, find where everything lives, push buttons without a destination in mind. Trying to learn it while also riding and navigating a new body of water — which is exactly what I did — works, but it’s not the most efficient path.
One genuine quirk worth knowing: the routing is point-to-point in the most literal sense. Set a destination and the navigation arrow points you there in a straight line, directly over land, docks, and anything else that happens to be in between. Zoom out, read the water, and plan your actual route accordingly. It’s not a flaw, just a behavior to understand before you rely on it.
Group tracking worked exactly as advertised. Seeing the other riders as dots on the map was genuinely useful, even when I was too busy learning the controls to pay close attention. When I wasn’t sure which side of a cove the group had gathered on, one glance at the screen answered the question.
On privacy: location sharing in BRP GO! is entirely opt-in and strictly limited to your group. Only riders you’ve manually added can see your position, and only when you’ve chosen to share it. Nobody outside your group can see you, and nobody can add themselves without your knowledge. Ride data, if you choose to save it, is stored in the app for your own review — that “if you choose” is worth emphasizing. Nothing is automatic.
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Offline Capability — Better Than You’d Expect
Here’s something worth knowing before you head somewhere remote: losing cell service doesn’t mean losing BRP GO!. As long as you’ve downloaded the maps for your riding area in advance, the app keeps working — navigation, POIs, nautical charts, ride recording, and your own position all remain available. The app relies on your phone’s own GPS rather than cellular connectivity, so signal loss doesn’t take navigation with it.
The one exception is friend tracking. Location sharing between riders requires a live data connection, so when someone loses signal their icon goes grey and stops updating until they’re back in range. Everything else keeps going.
The ski’s built-in GPS is always running in the background — think of it as your safety net. It’s basic, no frills, but it’s 100% offline and always available. If you downloaded your maps before heading out, you likely won’t need it — BRP GO! will keep navigating without cell service. But if you’re the spontaneous type who didn’t pre-download maps for the area, or you wander outside your downloaded coverage, losing cell service means losing BRP GO! navigation. That’s when the built-in GPS earns its place. It’s not an either/or choice you have to make at the dock — it’s a backup that’s always there when you need it.
The Solo Run
After lunch, the plan changed. I needed to be back at the hotel by 5 p.m. (newspaper deadlines don’t disappear just because you’re 2,000 miles from home and on a business trip with your sideline job) and the afternoon ride north through Topock Gorge to the California border and back was going to run long. So I switched to the FishPro Trophy and headed north with the Sea-Doo crew to a midpoint. Then I continued alone to the Topock Bridge, turned around, and found my own way back.
The FishPro Trophy runs two systems simultaneously — BRP GO! on the 10.25″ touchscreen handling navigation and group tracking, and a dedicated Garmin fish finder on its own display. Before I left the crew at the midpoint, they set the Garmin’s shallow water alarm to sound at four feet. In water shallow enough that I could see the bottom rising up beneath me and watch fish dart underneath the hull, that alarm was not a gimmick. BRP GO! told me where I was going. The Garmin told me how much water I had under me to get there. Between the two, I had everything I needed.
That stretch of water — narrow in places, shallow in others, unfamiliar throughout — is exactly where the connectivity package stopped being a feature set and started being useful. The navigation arrow pointed the way. The group tracking dots showed me where everyone was so I could find them, wave, and keep moving. The map got me back to the hotel launch without incident.
The Bottom Line
Sea-Doo’s connected lineup isn’t trying to turn a PWC into a smartphone. It’s trying to solve a real problem — riders who need navigation, music, and group awareness are already reaching for their phones on the water, and that’s a worse solution than what’s now built into the display.
For touring riders, the GTX Limited’s route planning and fuel consumption tracking reduce the cognitive load of a long day on the water. For fishing, the FishPro Trophy’s Navionics integration and waypoint system do real work in exactly the environments where you’d want them. For wake and group riding, tracking your friends on the map is exactly as useful as it sounds. For the performance crowd, launch control activation and ride statistics on the RXT-X and RXP-X are accessible and clear rather than buried.
Is there a learning curve? Yes. Is the touchscreen perfect in all conditions? No. But the handlebar controls compensate for most of the touchscreen’s real-world limitations, the screen visibility is legitimately impressive, and the offline capability is stronger than most people will assume going in.
There’s more to BRP GO! than one afternoon on the water could cover, but I rode most of the afternoon on an unfamiliar lake, through a gorge I’d never seen, alone.
Sometimes the most useful performance upgrades aren’t brand-new parts—they’re the ones riders have been quietly refining and passing around for years.
This week, the team at GreenHulk PWC Performance spotlighted one of those tried-and-true setups: upgrading a 2012–2018 Yamaha FX Cruiser or FX SVHO with a newer 2019+ ride plate.
It’s not a complicated mod. But according to GreenHulk, it’s one that consistently delivers.
One of the biggest takeaways from GreenHulk’s tech tip is how straightforward this upgrade actually is.
Despite being designed for the updated 2019+ FX platform, the newer ride plate bolts directly onto 2012–2018 hulls without modification. The hull design remained close enough that fitment isn’t an issue—something the performance community has been taking advantage of more and more.
The go-to choice here is the updated plate from RIVA Racing, which builds on Yamaha’s later design with a more performance-focused approach.
What Changes on the Water
According to GreenHulk, the difference comes down to how the ski behaves at speed.
Riders making the switch can expect:
Improved straight-line stability
Reduced porpoising at higher speeds
Better hookup in chop and through turns
Increased top-end potential, especially on modified skis
It’s the kind of upgrade that doesn’t necessarily feel dramatic in one moment—but adds up over the course of a ride, especially when conditions aren’t perfectly flat.
There is one notable difference when installing the newer plate: the speed sensor.
Older FX models rely on a paddle wheel mounted in the ride plate, while the 2019+ design eliminates that provision entirely.
GreenHulk’s take? That’s actually a benefit.
Paddle wheel sensors are widely known for inconsistent readings, particularly at speed. The recommended move is to switch to a GPS-based system—something many riders were already doing anyway. Systems like those from CandooPro have become a common pairing with this setup.
A Small Change That Unlocks Bigger Gains
What makes this upgrade stand out—and why GreenHulk chose to highlight it—is how well it complements other performance modifications.
On a stock ski, it sharpens handling and improves overall feel. On a modified setup, it helps translate added power into usable speed and control.
In other words, it’s not just about going faster—it’s about making the ski easier to ride fast.
There’s no shortage of new parts and big claims in the performance world. But every so often, a reminder like this cuts through the noise.
As GreenHulk pointed out, this is one of those upgrades that’s already been vetted by the community—simple to install, widely understood, and consistently effective.
For riders still on a 2012–2018 Yamaha FX platform, it’s a straightforward way to bring older hardware a little closer to modern performance.
There’s a moment every rider knows — the approach to a dock, a quick tie-off at a marina, or that split-second decision to secure your ski before stepping away.
It’s rarely dramatic. But it’s always important.
And more often than not, it’s where traditional dock lines start to feel… outdated.
At first glance, they’re simple: a 36-inch dock line with looped ends.
But the difference shows up the second you use them.
Instead of wrestling with slack, knots, or rigid rope, the 3/8-inch marine-grade bungee core gives just enough stretch to absorb shock from wakes, boat movement, or shifting water. The result is a line that works with the motion of your watercraft, not against it.
It’s the same concept riders have already experienced with Sand Gator’s anchor systems — just adapted for docks, marinas, and quick stops.
No Metal. No Clatter. No Cringe
One of the more overlooked details is also one of the most important: there are no metal components anywhere on the line.
No hooks. No snaps. No swivels.
That means no accidental dings against fiberglass, no chipped paint, and no cringe-inducing “clink” when something swings the wrong way.
Just soft, durable connection points that do their job without leaving a mark.
Designed to Take a Beating
Dock lines live a hard life — sun exposure, saltwater, repeated tension, and constant use.
Sand Gator builds these with a 1-inch tubular nylon webbing and a proprietary stretch core designed to hold up under exactly those conditions. They’re made to resist UV damage, shrug off wear, and keep performing long after traditional lines start to stiffen or fray.
And because they’re sold as a 2-pack, you’ve got what you need right out of the box — whether that’s securing both ends of a PWC or keeping a backup ready to go.
Made in the USA
For a lot of riders, “Made in the USA” isn’t just a label — it’s a decision.
Sand Gator leans into that with these dock lines, building them domestically with an emphasis on durability and consistency. It’s the same approach that’s helped their anchors gain traction with riders who want gear they don’t have to second-guess.
In a category full of generic options, that difference stands out.
A Small Upgrade That Changes the Experience
Dock lines aren’t the kind of gear people get excited about — until they use a better one.
Then it clicks.
Faster tie-offs. Less hassle. Fewer worries about damage. And a setup that just feels more dialed-in, whether you’re stopping for a few minutes or settling in for the afternoon.
The Sand Gator 36-inch Bungee Dock Lines aren’t trying to reinvent the PWC lifestyle; they just make one of its most common moments a whole lot easier.
As one company pushes toward certification, electric PWCs are starting to carve out a space of their own.
Electric PWCs have spent years living in the same category: almost ready.
Not quite production. Not quite widespread. Not quite something the average rider expects to see at the ramp on a Saturday morning.
They show up as concepts. Sleek renderings. Maybe a prototype or two. Promises about performance, range, and a quieter future on the water. And then, more often than not, they disappear before ever reaching the point where any of it has to hold up in the real world.
Because this isn’t about unveiling something new. It’s about proving something works.
But that space between “idea” and “real product” is starting to narrow: Certification is where that shift becomes visible, and that’s what makes what ROXEN is doing right now a little different.
The step beyond conception
ROXEN is currently working through certification under the EU Recreational Craft Directive (RCD), a process that—while not particularly flashy—is one of the most important hurdles any new watercraft has to clear in Europe.
Unlike the U.S. market, where compliance is handled through a mix of federal standards and manufacturer certification, the EU system places a formal approval step between concept and commercial availability.
Certification is what separates an idea from a product.
It means meeting standards for safety, construction, and performance. It means the craft can legally operate across European waterways. And maybe most importantly, it means the company behind it is preparing for something beyond prototypes and early demos.
It’s the part of the process most people never see—and where a lot of projects quietly stall out.
ROXEN, at least for now, is still moving forward.
Building for Production, Not Just Attention
That direction shows up in the company’s latest moves.
Recent hires include an industrialisation manager with a background in electronics and lean manufacturing, alongside a marketing lead who previously helped build the brand at X Shore—one of the more recognizable names in electric marine.
That combination matters.
It’s one thing to design an electric PWC that works. It’s another to figure out how to build it consistently, bring it to market, and actually reach riders. These are the kinds of hires that suggest ROXEN is thinking beyond the prototype phase.
The Numbers Look Compelling — On Paper
Like most electric platforms, ROXEN leans into the operational cost advantage.
The company estimates running costs at around €1.10 per hour (about $1.20 USD), compared to roughly €25 per hour (around $27 USD) for a comparable gas-powered watercraft. Over the course of a season, that’s the kind of gap that’s hard to ignore. But numbers like that don’t tell the whole story.
Upfront cost, charging infrastructure, and ride duration still shape the real-world experience. And while performance differences are narrowing, traditional gas-powered PWCs still hold the advantage in top speed and extended ride time.
Even ROXEN acknowledges that.
For a lot of riders, those differences aren’t minor details—they’re the point.
The sound, the responsiveness, the feel of a gas-powered watercraft is part of the experience. It’s not something that needs to be “fixed” – and it’s not something electric is trying to replicate.
That’s where the conversation around electric PWCs tends to get stuck.
It’s often framed as a direct replacement. One versus the other. Which one wins.
But that comparison misses what’s actually happening.
A Market That’s Starting to Split
Electric watercraft aren’t replacing gas. They’re carving out their own space.
Gas still defines the core of the sport—performance riding, racing, freestyle. The areas where sound, power, and tradition carry weight.
Electric, on the other hand, is starting to make sense somewhere else entirely.
Noise-restricted waterways
Urban and residential areas
Rental fleets and first-time riders
Regions with tighter environmental regulations
These are places where gas-powered PWCs face increasing limitations—and where electric doesn’t just compete, it fits.
That’s where certification becomes more than a checkbox. It becomes access.
Different Machines for Different Days
Comparing electric and gas-powered watercraft as direct competitors is a bit like comparing a Harley-Davidson and a Schwinn. They’re both technically “bikes,” but they’re built for completely different experiences—and rarely compete for the same rider.
Some riders will always gravitate toward the loud, aggressive, high-performance side of the sport.
Others may be looking for something quieter. Simpler. Easier to live with day to day.
And over time, some will probably end up with both.
What ROXEN Is Really Chasing
ROXEN isn’t trying to outdo the most powerful machines on the market.
It’s aiming for something more practical—and in some ways, more attainable.
A watercraft that’s inexpensive to run. Low on maintenance. Usable in places where traditional PWCs may not be welcome. And now, potentially, one that meets the regulatory requirements to actually operate in those environments.
That’s a different kind of goal. But it’s one that reflects where part of the market is already heading.
The Water Is Changing — Just Not All at Once
Electric watercraft have been “almost here” for years.
What ROXEN is working toward is something more grounded: proving that an electric PWC can move beyond the concept phase and into something riders can actually use.
That doesn’t mean the end of gas-powered machines. Not even close.
But it does suggest the future of personal watercraft may not be about one replacing the other.
Instead, it may be about a wider range of options—each built for a different kind of ride, and a different kind of rider.
And in that kind of market, there’s room for more than one way to get out on the water.
For a lot of personal watercraft owners, the routine is simple: ride, tie up, walk away.
And for just as many, that’s where the problems start.
Leaving a ski sitting in the water full-time might feel convenient, but it comes with a quiet list of trade-offs—algae buildup along the hull, added wear from constant water exposure, and the ongoing hassle of climbing on and off from a floating dock that never quite sits the same way twice. Over time, even small annoyances like that start to add up, affecting not just maintenance, but how often you actually want to ride.
That’s the gap Shore Docker has been working to close.
For more than 15 years, the company behind ShoreDocker ramp systems has focused on a different approach to storage—one that keeps your PWC out of the water entirely, without the cost or complexity of a full dock or lift setup. Instead of tying off and stepping away, riders can bring their ski straight onto shore, winch it up, and store it dry, stable, and ready for the next ride.
At the center of that idea is ShoreDocker’s modular ramp design, including systems like the Roll-N-Go Premium PWC ramp. Built from aluminum, stainless steel, and hot-dipped galvanized components, the setup is designed to be both durable and adaptable, capable of handling a wide range of shoreline conditions without locking owners into a permanent installation. And the jet ski shore ramps are compatible with most makes and models.
And that flexibility matters more than most riders realize.
Not every shoreline is the same. Some are rocky, some are sandy, and others change dramatically with water levels throughout the season. Traditional docks and lifts can struggle to keep up with those variations, often requiring more space, more cost, or more commitment than casual or residential riders want to take on.
ShoreDocker’s approach leans the other direction. The modular aluminum systems are designed to be assembled, adjusted, and even removed as needed, making them especially appealing for riders who want control over their setup without committing to something permanent.
From a day-to-day standpoint, the difference is immediate.
Instead of leaving your ski floating, exposed to the elements, you’re pulling it completely out of the water after each ride. That means easier cleaning, simpler fueling, and more accessible maintenance—all without leaning over a dock or working around unstable footing. It also means your PWC spends less time sitting in conditions that can slowly wear down finishes and components.
It’s not a complicated change. But it’s one that reshapes the ownership experience in a way many riders don’t think about until they’ve tried it.
Right now, ShoreDocker is offering $100 off its premium ramp systems — a good time to make the switch if you’ve been on the fence heading into the season. Additionally, ShoreDocker has optional 8’ and 30″ extensions to increase the length of the ramp and an adjustable 11″ – 14” width can accommodate even the largest jet skis.
The change itself isn’t complicated. Pull your ski out after every ride. Clean it on solid ground. Do your maintenance without leaning over a dock or working around water you didn’t plan on. Start your next ride from a machine that’s been sitting dry and ready instead of floating since last weekend.
It’s a small shift in routine. But talk to anyone who’s made it and they’ll tell you it’s one of those things you wonder why you waited on.
When Dustin Farthing talks about growing personal watercraft racing, he doesn’t just mean faster lap times and deeper fields. He means sponsors on the rig. He means trailers people can actually buy. He means a race weekend that looks, feels, and functions like a professional motorsports event from the moment the haulers roll in.
Farthing Racing’s newly announced partnership with Jason Dietsch Trailer Sales is the latest proof that the vision is more than talk.
Beginning immediately, fans and competitors will see the Jason Dietsch Trailers unit on full display at every IHRA event — a purpose-built custom rig that is a rolling display — part sponsor activation, part mobile dealership — giving racers, teams, and fans a ground-level look at what Jason Dietsch brings to the table in custom and production trailer builds.
It also brings something the PWC racing world has been working to attract for years: a major industry partner whose core business isn’t PWC-specific.
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That distinction matters. Racing has always had endemic sponsors — the jet ski manufacturers, aftermarket parts suppliers, and industry insiders who show up because they’re already in the water. Those relationships are essential. But the path back to national sport status — the kind of recognition IHRA’s platform is designed to support — runs through the brands that don’t already have a reason to be there. When a company like Jason Dietsch Trailer Sales, which serves the broader motorsports, commercial, and recreational trailer market, sees value in PWC racing, it signals something real is happening.
Farthing has been one of the most decorated names in the sport for decades, accumulating world championships and building a team that operates at a level that justifies that kind of attention. But his role in the current era goes beyond the starting line. As a driving force behind the IHRA Professional Watercraft Series, he’s been working to build the commercial infrastructure — the sponsorships, the professionalism, the ecosystem — that sustained growth requires.
“This is exactly the type of partnership that elevates the entire sport,” Farthing said in the announcement. “Jason Dietsch Trailers represents quality, reliability, and performance — values that align perfectly with what we’re building at Farthing Racing and across IHRA.”
He’s not wrong about the alignment. Anyone who’s worked a race weekend knows that the logistics conversation starts long before the ski hits the water. Tow vehicles, trailer configuration, pit layout, fuel and equipment access — the infrastructure side of racing is unglamorous and absolutely non-negotiable. A partner who specializes in that space and brings it into the tent of PWC racing isn’t just adding a logo to a hull. They’re helping get teams and equipment safely across the country every weekend — and in a sport built around constant travel, transport matters almost as much as horsepower.
Jason Dietsch Trailer Sales operates out of locations in Ohio and Mississippi with nationwide delivery, and carries inventory ranging from stock units to full custom builds designed for motorsports use. Farthing Racing is encouraging competitors and fans to stop by at IHRA events to explore available inventory — and is offering IHRA-specific pricing for anyone who mentions the team.
“This is how we grow,” Farthing added. “Strong partnerships, real value for racers, and a shared vision for where this sport is going.”
The full press release is below.
FARTHING RACING ANNOUNCES NEW PARTNERSHIP WITH JASON DIETSCH TRAILERS
Expanding the Future of PWC Racing Through Strategic Industry Alignment
Farthing Racing is proud to officially announce a new sponsorship and partnership with Jason Dietsch Trailer Sales, marking another major step forward in the continued growth and professionalism of personal watercraft racing under the IHRA platform.
This partnership brings one of the most respected names in the race trailer industry directly into the heart of the PWC racing connecting teams, and fans with high-quality, purpose-built transport solutions designed for motorsports at the highest level.
Beginning immediately, fans and competitors will be able to see the all-new Jason Dietsch Trailers unit on full display, traveling with Farthing Racing and being pulled behind the Newell coach at every IHRA event across the country. This rolling showcase will give racers and teams a firsthand look at the craftsmanship, innovation, and inventory Jason Dietsch Trailers has to offer.
“This is exactly the type of partnership that elevates the entire sport,” said Dustin Farthing. “Jason Dietsch Trailers represents quality, reliability, and performance, values that align perfectly with what we’re building at Farthing Racing and across IHRA. Bringing partners like this into our space not only benefits our team but creates real opportunities for racers and the industry as a whole.”
Attendees are encouraged to stop by throughout the race weekends to:
* Check out the latest trailer builds and custom options
* Explore available inventory ready for immediate purchase
* Connect directly with the Jason Dietsch team
This collaboration represents more than just a sponsorship, it’s another major step in building a stronger commercial ecosystem within personal watercraft racing. By aligning with industry-leading brands, Farthing Racing continues to open doors for new sponsors, elevate the experience for racers, and drive long-term growth across the sport.
“This is how we grow,” Farthing added. “Strong partnerships, real value for racers, and a shared vision for where this sport is going.”
Farthing Racing is one of the most successful and recognized teams in personal watercraft racing, backed by decades of championship performance and industry leadership. With a focus on innovation, professionalism, and growth, Farthing Racing continues to lead the evolution of the sport both on and off the water.
About Jason Dietsch Trailer Sales
Jason Dietsch Trailer Sales is a premier trailer dealership offering a wide range of high-quality trailers, custom builds, and inventory designed for motorsports, commercial, and recreational use. Known for exceptional service and industry expertise, they continue to set the standard in trailer solutions nationwide and Jason also own the United Trailer brand.
Check out their entire inventory and let Jason know Farthing Racing sent you for an IHRA special pricing. They have locations in Ohio and Mississippi with delivery nationwide.
If you’ve spent any time in PWC forums or Facebook groups, you’ve seen it. Someone posts a question about a stubborn flywheel and within minutes the replies roll in: hit it with a hammer. John Zigler of WatCon has a message for those well-meaning advisors — please stop.
Zigler, whose YouTube channel Watercraft Talk has become one of the most trusted technical resources in the PWC community, recently posted a straightforward walkthrough on pulling a flywheel from a two-stroke engine — the right way. The technique applies across a wide range of machines including Kawasaki 440, 550 and 650 models, Yamaha 650, 701 and 750s, and many Sea-Doo applications as well.
The hammer advice, Zigler explains, damages flywheel magnets and sends shock through components that don’t need the abuse. His solution is a quality puller — he’s been using the same heavy-duty Lyle harmonic balancer puller for roughly 40 years — proper technique, and patience.
The key steps he walks through: apply anti-seize to the puller threads, make sure your bolts don’t go in far enough to contact the stator coil, and take the time to square your puller to the crankshaft before loading any tension. That last part, he admits, is tedious. But it’s the step most people skip and the one that makes everything else work.
If the flywheel doesn’t pop — and sometimes they really don’t want to — Zigler recommends loading the puller, applying a little heat to the very center hub with a torch, and then just leaving it. Overnight if necessary. More than once he’s come in the next morning to find it sitting on the bench.
“Be patient,” he says, “but please, please, please stop hitting things with hammers.”
Zigler’s WatCon operation at watcon.com is a long-running resource for PWC parts, service and technical guidance, and his YouTube channel is a genuine treasure trove for anyone who turns their own wrenches. If you haven’t spent time there lately, the flywheel video is a good place to start.
A couple weeks ago, we told y’all about Broward’s first freebies of the season, when they rolled out a Scarab deal bundled with free Sea-Doo Sparks. It was a pretty aggressive way to kick off spring—and a clear sign they weren’t planning to ease into the riding season.
Now, they’re keeping that momentum going—but shifting the focus squarely onto personal watercraft buyers.
For the month of May, Broward Motorsports is running a promotion that doesn’t require a decoder ring: purchase any new personal watercraft — Sea-Doo, Yamaha, or Kawasaki — and they’ll throw in a free single trailer.
That’s it.
No complicated tiers, no rebate math, no “up to” language buried in the fine print. Just a clean incentive that hits right where a lot of new buyers feel it most.
Here’s why it matters: getting the ski is only half the equation. Getting it to the ramp reliably is the other half — and a trailer is one of those purchases that’s easy to put off until you’re sitting in your driveway wondering how you’re getting to the lake. Broward’s May promotion makes sure that question’s answered before you even leave the showroom.
The deal is running through May 31st at all eight Broward Motorsports locations across Florida, in-store only. It can be combined with current manufacturer offers, though not with other active Broward promotions. Standard fees and restrictions apply — see Broward Motorsports for details — but the bigger picture is worth noting: Broward is leaning hard into value-add promotions right now, doing it in a way that lowers the barrier to getting on the water.
And if this is what they’re doing in early May, it’s probably safe to say they’re not done yet
The lightest ski in Sea-Doo’s lineup just got a serious upgrade option — and it tops out at 63 mph.
MAPTUN is a Swedish performance tuning company with a long track record in the Sea-Doo space, and the REV3 designation matters — this isn’t a first-generation experiment. Earlier versions of the kit taught them real lessons about heat management, installation complexity, and long-term durability in a saltwater and freshwater environment. The third revision reflects all of that, with redesigned components aimed at a cleaner install and improved longevity. Black powder-coated hardware throughout gives the finished product a look that’s closer to factory performance than anything cobbled together in a garage.
The ECU side of the equation is where this kit separates itself from a basic bolt-on. MAPTUN integrates the REV3 with their Maptuner system, which handles ECU flashing, engine monitoring, data logging, and fault code management. Running a turbo on a stock map isn’t just inefficient — it’s a recipe for detonation and premature wear. Having a purpose-built tune that was developed alongside the hardware, rather than retrofitted after the fact, is a genuine advantage and a sign of a mature product. MAPTUN also recommends pairing the kit with a Solas 13/18 impeller, which properly loads the pump under boost and keeps the engine in its intended power band rather than spinning free.
It’s worth noting that a build like this still requires mechanical confidence or a competent shop — turbocharging any engine involves enough variables that cutting corners on installation tends to show up quickly and expensively. But for the right rider, the REV3 kit represents a well-thought-out path from entry-level fun to legitimate performance, without abandoning the qualities that made the Spark worth building on in the first place.
