Sometimes the best deals are the simplest ones.

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

A lot of promising-looking water never makes it past the “that would be awesome to ride” stage.

You find it on a map, zoom in, see the coves, the shoreline, the big open basin—and then somewhere in the fine print it turns into the usual reality check: no wake zones everywhere, seasonal restrictions, or the dreaded “no PWC” rule that quietly ends the conversation before it starts.

So when a place like Green River Lake in Kentucky actually clears that first hurdle, it stands out immediately.

This is a roughly 8,000-acre reservoir tucked into central Kentucky, sitting in that interesting middle ground between Nashville and Lexington. Big enough to matter on a ski, but still framed by wooded shoreline, quiet arms, and state park infrastructure that feels built for actual use—not just signage. And more importantly for our purposes: personal watercraft are allowed.

That alone moves it from “nice looking lake on a map” into “worth seriously considering for a weekend run.”

Because once that box is checked, the rest starts to matter in a different way.

Launch access. Water layout. How quickly you can get from a ramp to open space. Whether the lake gives you room to explore or just funnels everyone into the same shared corridor.

Green River Lake checks enough of those boxes to make you stop thinking about it as a static body of water and start thinking about it as a rideable system—ramps, routes, coves, return lines.

It also has something that tends to matter more the longer you ride: flexibility.

You’re not locked into a single loop. You’re not stuck circling a crowded main basin. You’ve got enough shoreline and branching water to break the day into sections—fast stretches, slower exploration, and the kind of drift time that usually ends up being the part you remember most.

The state park side of it only reinforces that idea. Camping, shoreline access, and multiple ways to stage a day on the water mean it’s not just a “launch, ride, leave” location—it’s a place you can actually base out of.

It’s a rare case where the map looks good, the rules don’t immediately disqualify it, and the only real next step is putting it on the trailer rotation and seeing what it actually feels like at water level. Green River Lake has definitely earned a spot on this editor’s own “worth a closer look” list for this summer.

Spend five minutes on the water in Fort Lauderdale and you’ll figure it out fast—this isn’t a one-condition riding area.

One direction leads you to calm, social sandbars packed with tied-up skis, music, and floating coolers. The other points straight toward open ocean, inlet chop, and boat wakes stacking on top of each other like a washing machine.

According to a recent guide from Broward Motorsports Fort Lauderdale, choosing the right PWC for 2026 isn’t about specs—it’s about where your weekends actually happen.

Sandbar Days vs. Inlet Runs

That split defines everything.

If your idea of a perfect ride is anchoring up at the sandbar, stability becomes king. You want something that sits flat in the water, carries gear without complaint, and keeps everyone comfortable when the engine’s off.

That’s where models like the Sea-Doo GTX and GTI SE shine—built around storage, seating, and a more relaxed riding experience.

But point your bow toward the Hillsboro Inlet, and the equation changes fast.

Out there, weight, hull design, and tracking matter more than cupholders. Larger platforms like the Yamaha FX series or Kawasaki Ultra lineup are designed to stay planted, cutting through heavy chop instead of skipping across it.

Same city. Completely different demands.

Not Everyone Wants to Cruise

Of course, not every rider is looking for a floating lounge or a long-distance cruiser.

There’s a growing lane for riders who want something more active—something you ride, not just steer.

That’s where machines like the Yamaha JetBlaster Pro come into play. Lightweight, playful, and built for rider input, it’s the kind of ski that turns even messy water into something to work with instead of something to avoid.

It’s not the easiest ride in rough inlet conditions—but that’s kind of the point.

The Rise of Something In Between

One of the more interesting shifts for 2026 is the emergence of crossover platforms.

Yamaha’s new CrossWave is a good example—blurring the line between traditional PWC and small boat with a four-passenger layout and open, modular deck space.

For families or social groups, it changes the conversation entirely. Instead of choosing between agility and space, riders are starting to expect both.

The Reality of South Florida Riding

No matter what you choose, one thing doesn’t change: South Florida is hard on equipment.

Saltwater, UV exposure, and constant humidity mean maintenance isn’t optional—it’s part of the ride. Flushing after every outing, rinsing thoroughly, and protecting surfaces isn’t just good practice—it’s survival for your machine.

And that’s really the throughline here.

It’s Not About the “Best” Ski

There isn’t one.

There’s just the right ski for the way you ride.

Fort Lauderdale makes that clearer than almost anywhere else. One weekend might be spent anchored in waist-deep water with friends. The next could have you pushing through inlet chop just to get outside.

Same rider. Same city. Completely different needs.

And that’s why guides like this matter—not because they tell you what to buy, but because they remind you to be honest about how you actually ride.

There’s a quiet shift happening in the performance PWC world—and it’s not coming from the engines.

A post from GreenHulk PWC Performance Store is putting a spotlight on what it sees as the next bottleneck in the latest Kawasaki Ultra 310 models: fuel delivery. Alongside that claim, the retailer is pointing to a solution—a higher-capacity fuel pump upgrade from Kawi Performance designed to address inconsistent fuel supply under boost.

That’s a bold claim, especially when you’re talking about one of the most powerful production watercraft on the market. But it also points to something bigger: modern PWCs aren’t running out of engine—they’re starting to run into the limits of the systems that support them.

At the center of the discussion is fuel supply under boost. Supercharged engines rely on a steady, consistent flow of fuel to maintain safe air-to-fuel ratios, especially under heavy load and high RPM. When that supply falls short, even momentarily, the consequences can escalate quickly. Lean conditions introduce excess heat, increase the risk of detonation, and in worst-case scenarios, can lead to serious engine damage.

That’s the concern being raised here. As riders begin to push the Ultra 310 platform further—with added boost, airflow modifications, and tuning—the factory fuel system may not always keep pace.

It’s not a new concept in performance tuning. More power almost always demands more support. But what’s notable is how quickly that conversation has shifted into the current generation of machines. Not long ago, discussions around “weak points” were tied to older platforms and well-documented issues. Today, it’s less about fixing known flaws—and more about identifying the next bottleneck as performance ceilings continue to rise.

In this case, that bottleneck appears to be fuel volume and pressure stability under sustained demand.

GreenHulk’s solution is a higher-capacity fuel pump and upgraded supporting components designed to maintain consistent delivery across the powerband. While positioned as a performance upgrade, it’s just as much about reliability—ensuring the engine receives what it needs when it needs it.

For stock riders, this likely isn’t something that demands immediate attention. But for those stepping into the world of modifications, it’s a reminder of how tightly balanced modern engines have become.

The power is already there.

The question now is whether everything around it can keep up.

Read the full release below:

GreenHulk PWC Performance Store
Your fuel system is the limiting factor on the 2022 and newer Kawasaki Ultra 310. Not the engine. The Kawi Performance Kawasaki 2022+ Ultra 310 Fuel Pump Mod Kit is designed to correct one of the most common and dangerous issues on these skis, inconsistent fuel supply under boost.

The factory fuel pump simply cannot keep up with the demands of a supercharged engine, especially once you begin adding performance upgrades. When fuel delivery falls short, the engine runs lean. Lean conditions create excessive heat, detonation, and can quickly lead to serious engine damage or complete failure.This kit is built to eliminate that problem entirely.

At the core is a high flow DW fuel pump rated at 165 liters per hour at 40 PSI. This provides a substantial increase in fuel volume compared to stock, ensuring the engine receives consistent fuel supply even under heavy load and high RPM.
The system is paired with an oversized fuel pressure regulator that stabilizes fuel pressure and maintains proper delivery across the entire powerband. This is critical for keeping air to fuel ratios safe and consistent when the engine is under boost.

The upgraded fuel pump housing directly replaces the factory components and is engineered to support the larger pump. It includes an extended fuel level float arm to maintain accurate fuel readings, along with an upgraded fuel filter to improve flow and long term reliability.

Every component in this kit is designed with durability and performance in mind. The result is a fuel system that can properly support both stock and modified setups without the risk of starvation.

This is not just a performance upgrade. It is a reliability upgrade and a form of insurance for your engine.

If you are running a modified Ultra 310 or plan to increase boost, RPM, or airflow in any way, this upgrade becomes essential. It ensures your fuel system can match the demands of your engine so you can ride hard without worrying about running lean.

Fits 2022 and newer Ultra 310 models, 2020 and newer STX 160, and 2023 and newer Ultra 160.

That’s a question that comes up more often than most riders want to admit.

A fresh impeller upgrade is supposed to improve performance—but depending on how it’s selected, it can just as easily move a ski out of its optimal RPM range and quietly reduce real-world performance.

It’s a tuning problem Impros addresses from a position few shops still occupy. Led by Glenn Perry, whose background spans decades at Scat Track, OEM development work, and race support, the company operates less like a simple parts supplier and more like a hands-on impeller service shop. Every job—whether repair, repitch, or balance—is rooted in how a pump actually loads and wears in real water conditions, not just how it looks on a spec sheet.

That perspective comes through clearly in how the business operates day to day—repair-heavy, application-specific, and built around real-world wear patterns like cavitation damage, debris impact, and pitch drift over time rather than theory alone.

And that’s where most assumptions in impeller tuning start to break down.

The assumption that drives most tuning mistakes

At the core of it all is a simple belief: if the engine is making more power, the impeller should automatically “grab harder.”

On paper, that makes sense. In practice, it’s where performance often gets unintentionally lost.

An impeller isn’t just a speed component—it’s a load device. It dictates how quickly the engine accelerates, where it sits in its powerband, and how efficiently that power is converted into thrust through the pump.

When pitch is pushed too far in the aggressive direction for a given setup, the results are usually predictable:

• RPM falls below the engine’s optimal range
• Acceleration feels heavier instead of stronger
• Cavitation increases under load or in chop
• Top speed may plateau—or even decline

What feels like a stronger setup on paper can quietly become a less usable one on the water.

Stock impellers aren’t the weak link anymore

It’s worth putting this into perspective: modern OEM impellers are not the limitation they once were.

Manufacturers design them to perform across a wide operating envelope with a careful balance of efficiency, durability, and broad usability.

For a completely stock ski, that often means the factory impeller is already very close to a well-matched setup.

Which is why aftermarket changes don’t guarantee improvement. If the baseline is already well-optimized, the margin for gain becomes narrow—and highly sensitive to small mismatches in pitch and application.

Where “custom” actually starts to matter

The equation changes once the engine is no longer stock.

Porting, ECU tuning, intake and exhaust modifications—all of them shift how the engine breathes and where it wants to operate in the RPM range.

This is where impeller tuning stops being about peak numbers and starts being about alignment.

Alignment between:

• Engine load
• Peak power RPM band
• Hull behavior under acceleration
• Real-world water conditions and riding style

At that point, the goal is no longer simply “faster.” It’s making sure the engine is operating where it actually produces usable power consistently.

Why Impros sits in the tuning space, not just the parts space

This is where Impros separates itself from a typical aftermarket parts mindset.

Rather than treating impellers as universal upgrades, the focus is application-based tuning—matching pitch and configuration to the full combination in front of them.

That includes repitching existing impellers and building recommendations around how a ski is actually used, not just what parts are installed.

In practical terms, that approach prevents one of the most common mistakes in performance tuning: over-propping a ski in search of aggression, only to lose usable RPM and efficiency in the process.

It’s also a philosophy rooted in experience—Glenn Perry’s background at Scat Track, OEM development work, and decades of repair and race support all feeding into a single point of reference: what actually survives and performs in the water over time.

The part riders often discover the hard way

The most counterintuitive part of impeller tuning is that “more” is not always more.

A ski that is slightly under-pitched but holds clean RPM, recovers instantly after chop or landings, and maintains consistent hook-up often feels faster in real-world riding than a setup that is aggressively pitched but constantly working against its own powerband.

Speed numbers on calm water don’t always reflect how a ski behaves when conditions get messy—or when the rider is actually using it dynamically.

At its core, impeller tuning isn’t about chasing the most aggressive setup possible.

It’s about finding the point where the engine, pump, and water stop fighting each other.

And once that balance is right, performance stops feeling theoretical—and starts feeling immediate, repeatable, and usable in the conditions that actually matter.