It wasn’t too long ago when The Watercraft Journal took the RIVA Racing Stage III kit-equipped ’18 Sea-Doo RXT-X 300 to task. The day provided allowed us plenty of time to flog the machine that very clearly was exceeding the factory spec of 300-horsepower, as well as far surpassing the machine’s 68mph maximum speed – as we regularly ticked the clock at 83 miles per hour. In our assessment, the Stage III kit was what one needed to turn the already riveting RXT-X into a doomsday device.
But of course, the heavily-modified Sea-Doo was far more than most folks would want. It simply was a monster. And, considering the added $3,600 required over the cost of the near-$16,000 MSRP of the Sea-Doo itself, and you were looking down the barrel of almost $20,000. That alone would deter quite a few folks, be them speed demons or not. So what if we told you that such an equipped Sea-Doo could be yours for nearly $5,000 off? You’d think we were crazy or the vehicle itself was in question. Well, prepare to be surprised:
Such an equipped ’18 Sea-Doo recently went up for sale on the Greenhulk.net Facebook group. The seller, listing the ski for $15,900, wrote: “For sale: 2018 RXT-X 300 Stage III RIVA complete kit! Kit was installed at RIVA and lake tuned by RIVA Racing on their test lake. All receipts. Always used in fresh water. Only 30 hours on ski and cleaned after every use. Ski runs great and comes with additional attachments including gas can and cooler. Garage kept and runs 83mph on 93 octane all day. Very fast and reliable. Message me for info!” [We added the hyperlinks in case you were in fact interested. Go ahead and click ’em. -Ed.]
Boy, if there was chatter about a soon-to-be-coming Sea-Doo it was the long-rumored “Spark X” (or “R,” whichever). Fans of the Rec-Lite runabout were all aflutter with the idea of a performance-tuned, race-bred Spark, so much so that folks went to speculating that a turbocharged version was nigh because “there’s a turbo ACE engine in the Ski-Doos, man. They’ve already got it! It’s happening.” Well, it didn’t happen, man. But that’s not to say that Sea-Doo wasn’t listening. [Hint: They’re always listening. -Ed.]
With that being said, Sea-Doo smartly put their huge Accessories division to work and placed them in close contact with RIVA Racing, who has since worked to expand the parts and accessories catalog to include a few non-warranty-voiding performance parts that’ll quickly hop up your Spark while keeping you kosher with your dealership. And what are they? First is RIVA’s aggressive Top Loader Intake Grate providing better traction and out-of-the-hole acceleration. Next comes the Pump Seal Kit, which rightly reduces cavitation and prop spin.
The penultimate item are RIVA’s Pro-Series Sponsons that are direct replacements to the factory sponsons, yet whose blades feature four levels of adjustment to tune your Spark’s handling prowess. And finally, Sea-Doo will offer a 140mm Stainless Steel Wear Ring also from RIVA Racing. This of course, replaces the plastic (consumable) wear ring, and too reduces cavitation and improves pump efficiency.
Once again, these items are uniquely selected to improve performance while retaining your Sea-Doo Spark’s factory warranty. Details pertaining to installation and the like should be addressed to your respective dealership.
The San Diego BayFair is a much-anticipated event that draws thousands of spectators and boat enthusiasts every year. With its infamous “Sunny San Diego” weather, combined with the beautiful venue that is Mission Bay Park, the BayFair creates an exciting atmosphere for families, retired boat racers, and the rich and famous.
This year, however, the BayFair was turned upside-down as jet ski trailers, toy haulers, and RV’s began filling their hot pits Friday afternoon. Launch dock personnel stood dumbfounded as 30 racers overtook their small-scale ramp with UTV’s, ATV’s, and beach totes. SuperJets and SXR’s were dwarfed by the 32-foot H1 Unlimited Hydroplane boats as they were craned onto the water just mere meters away from each other. And the crowds watched in awe and cheered as jet ski racing made an all-awaited comeback to BayFair for the first time in 6 years!
Hosted by the highly-recognized graphics company IPD Graphics, the exhibition was a great success, despite being given very little time to plan the event. “After we got off the phone with them, we all looked at each other wondering how we were going to pull off an event like this with such short notice,” mentions Ally Emig, Web Manager for IPD Graphics. ”But we rallied our forces, made some phone calls, and before we knew it, we had 20 racers confirmed, and the list continued to grow!”
With the growing anticipation as 2018 World Finals approaches, many racers saw this as an opportunity to get some much-needed practice time under their belts. The 2-day event included a closed course “Australian-pursuit” format positioned directly in front of the beach on East Vacation Island in front of the Hydroplane course, and a dual slalom course placed in front of the reserved RV parking on Fiesta Island.
“This event brought PWC racing in front of a crowd that we don’t get unless we piggy-back with such an event,” says racer Joe Gesicki from Long Beach, CA. “Lots of people walked through our pits and stopped to ask questions and to tell us how much they enjoyed watching us bangin’ bars out there!”
JC Racing owner and fellow racer Jason Carlton agreed that the exhibition was a great way to highlight the sport. “It was awesome! Between being on the water with million-dollar hydros, to turning the front straight corner and seeing thousands of people packed on the sand cheering for you, to kids shouting “Do a backflip!” at the slalom course, it was so much fun! I hope we left a lasting impression on the youth that stand-ups are cool, and that we are here to grow the sport!”
The event was certainly low-key compared to other races that these premier riders are used to, but all of them benefited from the stress-free, but professional race environment. “This was one of the best events I have ever been to,” mentions Jim Marcich, who’s son Reese Marcich raced in the 800cc class. “Having boats and jet skis racing together on the same day makes for a great event. Having only two ski classes made it easy; no rushing around and having to worry about multiple motos that are back-to-back.”
“One thing that was super nice and if you can keep it this way going forward was the cost!” mentions Angie Carlton. Racers paid a one-time weekend APBA membership fee of $50 for the whole weekend. “It was nice that it didn’t run $200 for a person to race the whole week and we could race multiple classes if we wanted.”
Overall, the exhibition was a great achievement, and a great stepping stone on being invited back next year. “I worked side-by-side with the BayFair staff and they were blown away at how professional and friendly the jetskiers and their staff were. The only comment I could come up with to describe my racers was “Racing is their world; it’s in their blood!” The staff laughed, and wished us luck on being invited next year.
IPD Athlete Jon Phan is also hopeful about coming back, saying, “I wanted to personally say thank you to Casey Mauldin, Ally Emig, Riff Del Prado, and the entire IPD Graphics team for putting in the hard work and producing one of the most memorable and enjoyable watercraft racing event this year. To be able to race beach-side in Mission Bay San Diego, with thousands of spectators, was amazing. Coupled with the action-packed H1 Hydroplane boat racing throughout the weekend, it was a sight to be seen. The entire IPD Graphics team managed the races so smooth and efficiently, that it really allowed the rest of the watercraft competitors like myself to concentrate on racing and enjoy the entire weekend festivities onsite!”
Whaaat? You read that right. There is a fully-functioning (well, not really. The cannons don’t fire) replica of the USS New Jersey battleship powered by a “120 horsepower Sea-Doo” powertrain still sitting on a trailer somewhere in Upper Pittsgrove Township, NJ that’s up for sale for the weirdly-specific price of $19,900.
The Iowa-class battleship famously shelled targets on Guam and Okinawa, and continued to serve in the Korean War and was “briefly reactivated in 1968 and sent to Vietnam to support US troops before returning to the mothball fleet in 1969.” Amazingly enough, she was reactivated once again, modernized to carry missiles and recommissioned during the Lebanese Civil War.
So yeah, if you love American naval history as much as the builder of this one-of-none replica, check out the for sale advertisement description here:
If you’ve always wanted to pilot a battleship but aren’t willing to work your way up through the ranks, here is the solution. This twenty foot long jet driven replica of the battleship New Jersey is a unique alternative to the real thing.
Somewhere in between a toy boat that belongs in the bathtub and a full-size battleship is this unique replica. Based on the real battleship “New Jersey”, this replica is 20 feet long and 56 inches wide. It is powered by a 120 horsepower Sea Doo jet drive and set up for a two man crew-which we assume to be the amount of people that can actually fit in the boat.
Loaded with Cameras, GPS, 4,000 watt generator and even 2 working water cannons that can shot up to 60ft! The top folds back and hold two people inside comfortable.
Built over a 2yr period to build and completed in 2010. A rare unique boat and took first place at the Nights in Venice boat parade. It draws a lot of attention!
Tired of being outran and outgunned by your buddies on the lake? Looking to get that upper hand on the competition and claim that top podium spot? Or how about just wanting to peel the skin back on your face? There’s no easier (and cheaper) way that with the MaptunerX ECU tuning system. Whether you’re riding a Sea-Doo, Yamaha or Kawasaki, MaptunerX can do it all, and within minutes!
Best of all, now you can benefit from the improved performance delivered by MaptunerX for 10-percent off of the normal asking price when you go to the Greenhulk PWC Performance Store and type in the coupon code “greenhulk”. That’s right! Shave off some bucks and go faster all with Greenhulk.net! Check out what Greenhulk’s own Jerry Gaddis had to say:
Share your MapTunerX Power with Friends! MaptunerX delivers instant plug-in horsepower for Yamaha, Sea-Doo & Kawasaki! There is no limit to the number of vehicles or tunes you can reflash with the MaptunerX – all that is needed is an additional tuning license for each additional ski!
“Yeah, that’s all great, but how is it in the rough stuff?” came the reply. I had spent nearly an hour walking one of The Watercraft Journal’s readers through the highs and lows, the newfangled features and available accessories for the latest Sea-Doo’s hull design, addressing every question he could throw at me. It was exhausting. But apparently, all of that didn’t matter. Gathering a little more insight about his riding style, it was easy to tell that he had no interest in racing, little experience in open ocean conditions, and frankly lacked the physical ability to weather either. “It’s great for what you’re looking for,” I replied.
The hard part was understanding that my interviewer didn’t know exactly how to phrase the question that he had in his mind. “How is it in chop?” is a vague query because it doesn’t reflect the intended use of the machine. What attributes are you specifically looking for? What characteristics are you looking to avoid? Most people can’t answer these because they haven’t put enough thought into it – so a salesperson truly worth their salt is going to need to pose these questions in order to direct the customer towards a ski with the hull design that’s best suited to their wants.
Defining Terms
First, “rough water” and “chop” must be defined. Beginning with the latter, “chop,” by definition, is a “swift, short, cutting blow.” Often this water condition is 1-2 foot (from crest to trough), sharply cresting, crosshatching waves, most commonly brought on by wind or severe boat traffic. “Rough water,” typically, implies conditions far larger than “chop.” Rough water, for at least the purposes of this essay, is erratic, seemingly patternless waves exceeding 3-foot – although not solely restricted by height as large swells or “rollers” can be smooth – usually heavily influenced by prevailing weather systems.
Finally, in discussing the “rough water hull” behavior, I break down characteristics in to three categories: Tracking, Handling and Comfort. It’s important to understand the specificity of these three as they are uniquely different and, while a particular hull design can excel at one, that same hull design can fail at another. So let’s discuss each of these individually. First, here are some basic definitions of the terms that will be used in this essay:
Tracking: This is the watercraft’s ability to maintain a straight, consistent line despite water currents, surface conditions, and/or wave patterns; the watercraft’s ability to maintain side-to-side and front-to-rear balance in crossing through and/or over these conditions; and how well the watercraft can maintain plane or planing speed throughout these conditions.
Handling: This is the watercraft’s ability to execute a turn or maneuver despite water currents, surface conditions, and/or wave patterns; the watercraft’s ability to maintain side-to-side and front-to-rear balance while executing a turn or maneuver throughout these conditions; and how well the watercraft can maintain plane or planing speed while executing a turn or maneuver in these conditions.
Comfort: The watercraft’s ability to perform the aforementioned with the least amount of duress, energy or physical input from the rider despite water currents, surface conditions, and/or wave patterns; and the watercraft’s ability to absorb and/or deflect impact, reverberation and shock throughout these conditions.
Hull Design for All Shapes And Purposes
Moreover, it’s important to understand hull design, at least to a cursory degree, for the purposes of this essay as well as future discussions on the matter – either found here at The Watercraft Journal, in online debate or in conversation. At their core, hulls are designed to either displace water or ride on top of it (ie. “planing”), giving us planing hulls and displacement hulls.
Most naval architects (boat designers and builders) will agree on four major types of hulls design: flat-bottomed hulls, round-bottom hulls, V-shaped hulls, and multi-hulls (ie. pontoons or catamarans). Because nobody has properly executed a multi-hulled PWC, we’re going to leave that one out and focus on the prior three hull design types.
Flat-bottom hulls: These are characteristically very stable, great for fishing and other uses on calm, small bodies of water, but are the roughest riding in choppy waters.
Round-bottom hulls: These are characteristically “displacement-style” hulls designed to move smoothly through the water with little effort (ex: canoe, kayak). Round-bottomed hulls are less stable and can capsize more easily.
V-shaped hulls: These are characteristically “planing hulls” and are most commonly used for powerboats and PWC. V-shaped hulls are designed to plane on top of the water at higher speeds and provide a smoother ride through choppy water. V-hulls have a greater surface area (ie. resistance) thereby requiring more power to move.
Each of these have their respective pros and cons, and PWC hull designers try to combine the best features of each by creating a semi-displacement, modified V-shaped hull. This means that most begin with a sharp V-shaped bow and taper into a flatter, less aggressive hull by midships, ending with a near-flat hull in the rear. Altering these angles or “deadrise” greatly affects the behavior of the craft. As an example, take into consideration Sea-Doo’s GTI with its 16-degree deadrise versus Kawasaki’s Ultra platform and its 22.5-degree deadrise:
Flat-bottomed hulls are prone to “slap” or pound itself over waves – particularly at speed – and due to the minimal surface area, are typically “looser” or harder to control; requiring constant steering correction by the rider. GTI’s are marketed as being “loose” and “playful,” allowing the rider to freely “spin-out” on demand and generally goof-off far more than the Ultra. The Kawasaki’s aggressively-shaped keel only slightly tapers towards the transom. This gives the craft a faster rate to plane, a superior ability to maintain plane regardless of conditions, and a greater rate of deflecting shock or impact from waves.
The solution to maintaining the balance of a flat-bottomed hull while retaining the tracking and handling of a V-shaped hull has been found by reducing the deadrise and adding strakes to provide compensating lift. While chines can generate some lift, they are primarily used to manipulate how the hull will behave in a turn. As the vertical hull lines angle steeply inward toward the keel, the craft will behave accordingly. SBT Inc.’s Rachel Tuhro wrote, “If this angle is soft and rounded, the craft will roll intuitively into a turn with a nice inside lean, but sacrifice a little stability. If this angle is sharp and severe, the hull will be more stable but not roll as easily into a turn.”
So Whose Got What Hull Design?
A recent conversation with a reader was particularly revelatory, he complained, “The [Yamaha] GP1800 handled terribly in the chop. It beat me up. I couldn’t take it anymore. So I bought a [2018 Sea-Doo] RXT-X 300.” Curious, I asked what he meant. I queried, “Did the GP1800 behave erratically?” “No,” he replied. “Did you ever feel like it was unpredictable?” He said he didn’t understand. I asked, “Did the ski feel like it was darting or hunting in one direction or the other?” “No,” he replied again. Then I stopped and asked, “Did it feel like you were being rattled and shaken apart?” Wasting not one second, he replied, “Exactly.”
I explained that first, he was talking about comfort not handling, and the discomfort he felt was because the GP1800 was extraordinarily lightweight, it’s minimalist insulation and NanoXcel2 hull and deck material offering very little in absorption. He came to realize that were the GP1800 a poor handling runabout, there would be no way possible for racers to pilot GP1800s to wins in offshore, endurance and closed course racing several times a month. Like the stiff springs and shocks and super-sticky tires of a racecar, the stripped-down, no-nonsense GP1800 couldn’t offer the insulated ride he was wanting.
Sea-Doo’s new ST3 prominently features flat hull surfaces running from sharply-angled chines that blend into large, flat-bottomed shelves flanking the craft. This is what gives the new full-sized runabout its exemplary stability, particularly while at rest (making the advent of the Fish Pro 155 all the more appropriate). These flat surfaces also account for the Sea-Doo’s tendency to turn flat, with little inside lean. It is also the widest hull Sea-Doo has produced, and wider hulls have greater surface in contact with the water, and therefore experience more resistance.
Conversely, a hull lacking these flat surfaces or sharp chines won’t react as abruptly to waves and usually rides much more softly — it also won’t “snap roll” in a turn like a hard-chine hull will (best exemplified by the RXP-X’s T3 hull). Yamaha’s current GP1800 and new 2019 FX platform, which shares a great deal of design DNA with the former, features round or “soft” chines, a shape that naturally generates lift (quicker to plane) and less resistance, letting the craft intuitively roll into a turn, providing the rider with a predictable inside lean. This may come at the cost of being as stable as say a stationary ST3.
Finally, the balance of vehicle weight and horsepower (power-to-weight ratio) plays a final component. Obviously, overall vehicle weight plays a central part in the watercraft’s displacement, as a heavier craft or one with a prominent deadrise will have a great (or deeper) draw. “Draw” is how much of the hull is physically in the water while at plane, and for many watercraft, this alone can delineate what makes a craft smooth and predictable in the rough, or jarring and unpredictable. A heavy, deeply-keeled hull will ride smoother and more comfortably, but will require more power to reach plane. A lighter-weight hull with less deadrise will reach plane far easier, but typically telegraphs more vibrations to the rider.
Currently, all Rec-Lite watercraft (Sea-Doo Spark and Yamaha EX) lack the weight and deep-V hull to track, handle or cushion a rider over aggressive seas. The added weight and subtle deadrise of the GTI, VX and even STX-15F provide improved rough water tracking and handling, but will still communicate turbulence concurrent to their particular weights and designs. Sea-Doo’s new ST3 hull (RXT, GTX, Wake Pro, Fish Pro) offer extraordinary stability while stationary and at cruising speeds, and excellent comfort at all times, but at the cost of predictable tracking and handling in tumultuous seas.
In chop, the hull design of Yamaha’s GP1800 gives it a ability to track and handle that is unmatched, but as noted, is intentionally light on insulation. The new 2019 FX platform shares much of its design and rough water talents with the GP, but manages to distribute and deflect vibrations far better, providing a smoother, more insulated feel. Finally, Kawasaki’s Ultra retains the industry’s most aggressive deadrise and the heftiest weight, giving the craft both incredible rough water comfort (ie. insulation) as well as instinctual handling and proven tracking. This all comes at a cost, and the 310-horsepower Kawasaki’s fuel consumption while getting the craft to plane is substantial.
So what of our curious reader at the beginning? Investigating deeper, he wasn’t so concerned with how well he could execute a hairpin turn around a buoy in bathtub-like water, but rather, how well the craft would soak up the bumps and jostles while he passed a busy stretch of lake. In other words, he needed a hull design more biased towards comfort. For the dissatisfied Yamaha owner, he too was looking for greater insulation while somehow retaining his supremacy at owning one of the quickest skis amid his friends. Racers and hot doggers will happily choose a hull design that gives up the cushy, insulated feel for greater handling and tracking prowess. Remember that when you start looking into purchasing a new watercraft. What are you really looking for? C’mon, be honest.
The early to mid-2000’s had a craze for 4-seater personal watercraft and the Sea-Doo LRV was one of them. They were big, heavy, and had a relatively huge payload capacity. Weighing in dry at 952 pounds, you could pile on an additional 745 pounds worth of passengers and luggage. It was not light by any means.
Additionally, it was powered by a Rotax 947, 2-stroke engine. By today’s standards of larger displacements and forced induction, the original engine was lacking in the power to weight ratio department.
It’s not hard to see why these 4-seater watercraft eventually went extinct. They took away from the light, powerful, and downright playful nature that are expected from personal watercraft.
This does not stop some owners who evidently still have a love for their old LRV’s. Take for example this LRV converted over to more modern 4-stroke technology with a Rotax supercharged engine swap.
The build was completed by Lacey Power Sports (LPS) for one of their customers. The customer requested a top speed of at least 70 MPH so LPS decided to modify the 2006 RXP donor engine and transform it into a Rotax ACE 300.
The supercharger was modified, the engine received new fuel injectors, titanium valve retainers, and an ECU reflash as well as a modified intake manifold.
All of this provided the much needed top speed guarantee for this heavy ski. We are told the customer has been riding it for quite some time now and that they are happy with the build.
Earlier this month, The Watercraft Journal published a full-length report of a 3-day trip we made to Chattanooga, Tennessee. The riverfront city has an amazingly rich history that predates America’s Revolutionary War, marks the westward expansion of settlers, was a central focal point of the bloody Civil War, and was central to the expansion of the American railway system which later gave way to the Transcontinental Railroad. Today, Chattanooga is much more than its history but yet retains strong ties to its roots, remains impressively unmolested in its natural beauty and is, for our review, one of the best riding locations we’ve found in the United States in recent years.
Below is the latest episode of “Long Haul,” The Watercraft Journal’s bi-monthly YouTube show – and frankly put, it’s one of our favorites. Even though we captured some of the most stunning footage we’ve managed to put on film yet, the gorgeous vistas and mirror-flat water still cannot properly represent how breathtaking this stretch of the Tennessee River is in person. So please, make sure to watch this video below, give it a “Like” and even share it with your friends for a little inspiration to get out on the water before the seasons change (actually, this ride is particularly impressive as the Fall foliage changes, so maybe plan it for an October ride).
Social media can be a dangerous thing, especially when you get caught up in watching what other people are up to. It can be a dangerous cycle of disheartening self-reflection, self-derogation and worse when you’re constantly bombarded with updates from friends, neighbors and complete strangers living a life that looks far too exciting for any normal person to be living. And that’s exactly the point. No normal persona lives a life so persistently carefree, so rife full of beautiful people, gorgeous locations and yadda, yadda, yadda. Seriously. It’s bogus, all meant to prey upon your insecurities and feed off of your envy.
So when we see social media accounts for “Keeping Up With The Lanes” – a lovely little family traveling the world in search of adventure, we immediately called “Foul!” That’s right, this is a business, ladies and gentlemen. People and accounts like these are categorized by marketers as “lifestyle” niches or pages. They present a world that is otherwise unattainable, but looks oh so appealing. And thus with their latest video, “Summer 2018 – Gold Coast, Australia” we’re entreated to a video recapping the Lanes’ summer vacation trip to Australia taking in all the sights and sounds and galavanting around via Sea-Doo Spark. Yes, it’s a lot of fun to watch, but don’t let it get you down. It’s on the Internet after all. And we both know you can’t trust anything you read online. (wink, wink)
As all of the newest personal watercraft models come rolling out from the three OE’s, the world’s biggest manufacturer of towable personal watercraft trailers Cargo Wave LLC., has just announced its newest addition to the Cargo Wave catalog of products: the Pro Mod II. A totally new design with a bunch of smart features incorporated into it, the Pro Mod II is geared up to be the biggest thing in towable accessories for PWC. Check it out!
Cargo Wave LLC’s president Paul Thomas announced: As the President of Cargo Wave LLC, I would like to introduce the newly re-tooled production design of Cargo Wave Pro Mod II. It incorporates 5 years of development to bring the best product possible based on consumer feedback and manufacturing capabilities.
The Pro Mod ll starts with an increase in hull thickness to .27O, over Lf 4″ of hull strength, and a return to UV coated ABS vacuum formed material. Assembly also returns to two part epoxy bonding as well as SS hardware throughout. Best of all the Pro Mod ll provides two hatch cover openings, giving full cargo access throughout it’s 9′ length.
Another engineering marvel, the Cargo Wave LLC Heavy Duty Towing Arm is also re-designed. lt’s flexibility in corners and holding stiffness in emergency braking provides an ultimate connection between you, your machine, and the Cargo Wave. The HD Towing Arm is the key to the performance of the Pro Mod ll, keeping it exactly where it needs to be in all conditions. The Towing Arm now comes with the most simplistic connections available, three lanyarded pins and keys! The Cargo Wave’s capacity based on Towing Arm strength exceeds all previous models, it truly is PWC’s Ultimate Towable Accessory!
A new seal is introduced with the twin hatches providing a full watertight seal. Both hatches will be hinged and lockable. The Pro Mod II’s floor panel thankfull to it’s ABS properties, will be epoxy bonded also, enabling it to withstand flexing of the CW hull in rough water.
All these refinements provide a Personal Water Craft Ultimate Accessory, opening so many new avenues of recreation for it’s owners…The Cargo Wave Pro Mod ll.
Nuts and Bolts… Production of the Pro Mod ll is planned for a early spring 2019 launch. Pre-orders are available now for dealerships wanting to expand their PWC customer base, getting back many sales lost to larger boats due to the capacity restraints of PWC. Now their new customer can bring all their gear for a day, weekend, or extended trip with them on a more efficient watercraft and, lets face it, a much more fun way to travel on the water!
Dealership minded retail pricing has been set as Cargo Wave LLC heads forward to a new chapter to provide the Cargo Wave Pro Mod ll throughout the US and Canada. interested dealers & customers are urged to contact Cargo Wave LLC through it’s website, cargowave.net or email [email protected].
Join the Cargo Wave Family and enjoy The Optimum Towable PWC Accessory, Cargo Wave Pro Mod ll! Paul Thomas / Cargo Wave LLC
