Clearly overshadowed by the highly publicized unveiling of the SX-X 160 fixed-steering standup, few noticed that buried within a hospitality tent at the Jet Ski World Cup in Pattaya, Thailand, Kawasaki Motors quietly rolled out not just its refreshed 2025 STX 160 and STX 160X JetSkis, but a handful of its heavily revamped 2026 STX models.

To the untrained eye, the two 2025 models would look almost indistinguishable from current offerings found languishing on dealer floors right this minute. Only upon closer examination did onlookers discover each STX unit featured a redesigned hood, superior latch design and new splash-shielding hood shroud.

To most, these changes wouldn’t seem like much to write home about, but these are significant. In 2020 and 2022, Kawasaki needed to address an ongoing problem with water intruding beneath the forward lip of the hood. In worst case scenarios, hoods had been known to blow free by heavy bow splashing, some pieces even hitting the rider.

These minor changes (in addition to tossing in some rather sunny colorways; Sunbeam Red/Crystal White and Sunrise Yellow/Crystal White, and Metallic Bluish Gray/Pearl Neon Yellow) aim to resolve any ongoing concerns of the STX’s hood design and security, as well as point a little bit of limelight toward Kawasaki’s Recreational runabout offerings.

These two units – the STX 160 an 160X – remain the two most “bare bones” runabout offerings from Kawasaki. Both feature manual reverse levers, traditional paddle-wheel speedometers, and cruise control (but only on the 160X). As of right now, no announcement has been made regarding 2025 MSRP pricing but hope that they stay the same.

Without any official word announcing these changes given to the media, The Watercraft Journal was only made aware of these models thanks to our friends at Watercraft Zone who was alerted by an eagle-eyed attendee at the World Cup weekend. With a little digging, Watercraft Zone was able to provide WCJ with the images you see here.

Of course, we’re burying the bigger announcement: amid the two 2025 STX 160 models were a handful of 2026 models displaying some rather significant design changes to the STX models that are sure to disrupt the marketplace. Much of the changes bring key design cues and features from the full-sized Ultras down to the Recreation segment.

For starters, Kawasaki reshuffles its STX lineup: The base 160 remains as-is; the 160X gains the full-color 7-inch TFT screen, cruise control, electronic trim control and KSRD braking system; and an all-new 160LX-S carries over everything the 160X has and adds a rear-facing camera, extended rear deck (with multi-mount rails), side-mounted cleats and a revised bow guard with integrated accent lights.

The new bow cladding is a substantial bit of molding, fully encapsulating the front of the STX in painted and raw black plastics. Designed to dramatically deflect bowspray and give the STX some much needed bow rise (in addition to the inclusion of electric trim), this together with the new deck extension promises to add considerable weight to the LX-S and LX models.

Speaking of which, the STX 160LX receives everything listed above as well as some other key features from its Ultra sibling: namely, the wind-deflecting meter visor, two-speaker Jetsounds audio system and LXury seat. Lastly, Kawasaki brings back the STX-R but as the STX 160R. Coated in all-too-familiar Lime Green and Ebony coloring, the 160R leaves much to be desired.

Using the identical 1,498cc four-cylinder, dual overhead cammed 4-stroke engine and 148mm axial flow jet pump as all other STX models, the 160R even retains the same one-piece sponsons. It also keeps the heavy front fairings, visibility lamps and rearward-facing camera. It’s sole distinguishing features are the shortened two-seat saddle (instead of a 3-seater) and motocross-inspired handlebar.

The decision to withhold these revisions from the greater public is confounding, particularly considering how important these next-generation Kawasaki STX 160 models are to Kawasaki. Kawasaki ceded considerable ground to Sea-Doo and Yamaha over the past 15 years [ie. coming late to market with an onboard braking/reverse system and being slow to innovate cost Kawasaki precious market share –Ed].

Raising its STX line with better engine management, the color dash and brakes will certainly help keep Kawasaki competitive. Although mainly topical, these changes do push the STX models back into contention with Yamaha’s VX and Sea-Doo GTI offerings. Kawasaki is pouring on the luxury features and digital amenities, which will mainly appeal to older, more leisurely buyers – but for a cost.

And that’s the rub. If priced far afield of these models (like Kawasaki has done with its Ultra lineup), any hope for competition is gone. Kawasaki’s internal policy has been to present itself as a “premier brand,” pricing its products far, far outside of the realm of being competitive with Sea-Doo and Yamaha. With such a diminished dealer network, it’s a gambit that Kawasaki cannot afford to lose.

Ultimately, Kawasaki’s decision to reveal this year’s redesign with zero media is dumbfounding. Moreover, the decision feels almost self-sabotaging. Placing the primary focus on a ever-so-slightly tweaked standup – the SX-X 160 – over the upgrading of its STX lineup is equally confusing. We at WCJ are wholly baffled by this strategy and can only hope to come to understanding it in the coming months.

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During an International Distributor Meeting held at the WGP#1 Waterjet World Series in Thailand Friday morning, December 13th, 2024, where Kawasaki Motors’ President and CEO, Hiroshi Ito unveiled Kawasaki’s latest entry to its JetSki lineup, the 2025 SX-X 160.

Among the other models previewed by Ito, the SX-X 160 was significant particularly given the setting. The WGP#1 Waterjet World Series has risen over the decades to become the world’s premier personal watercraft racing event, far exceeding the IJSBA World Finals.

Drawing heavily from the brand’s short-lived X-2 that first debuted in Japan during the mid-1980’s, the SX-X 160 employs all of the high performance prowess of the existing SX-R 160 standup, but “makes it more approachable” by featuring a fixed handlebar steering.

Per a press release issued by Kawasaki’s media division, “Kawasaki was a pioneer in the powersports industry creating the first JetSki and built a completely new style of water-based leisure activity,” Ito commented. “Kawasaki intends to expand our PWC business supported by a robust model line-up, expanded marketing campaigns, and our continuation of strong sales programs.”

First introduced in late 2017, the revised 4-stroke 1,498cc four-cylinder powered standup SX-R 160 was a significant departure from the SX-R 800 retired back in 2012. Notably heavier at 551-pounds and longer at 104.5-inches (8-foot, 9-inches), the SX-R was first teased as a “standabout.”

Thankfully, it didn’t take long for racers to find the right combination of aftermarket parts to get the SX-R 160 winning class series. Initial sales were strong, but as the shine began to dim, SX-R 160 sales steadied to 300-plus units annually; far, far below expectations.

With hopes of rekindling the standup fervor of the late 1980’s paused, Kawasaki recognized that the skills required to ride such a powerful ski might be outside of the general public and began prototyping a fixed-steering unit as far back as 2018.

It was during a press dinner in 2019 that Project Manager Minuro Kanamori teased “What do you think about a new X2?” Although not warmly received, Kanamori wasn’t swayed. Aftermarket outfitter Unlimited PWC had been selling a conversion kit within a year of the SX-R’s reveal with measured success.

The X-2 remains a regional favorite for Japanese enthusiasts and those pockets of jet ski racing across the Pacific. Stateside, Yamaha’s WaveBlaster and Sea-Doo’s HX remain far more popular. Whether the 2025 SX-X 160 will resonate with Americans remains unseen.

What Kawasaki is offering is something very different than Sea-Doo’s Spark or Yamaha’s Jet Blaster. The SX-X 160 remains identical in length, width and heft as the SX-R 160 and even retains its open tray deck, making it a standup not a single-seat sit-down like its X-2 predecessor.

Older riders who remember riding the X-2 will find the SX-X a totally different experience. The low slung posture of the X-2 had riders on their knees in the corners and bent far over the bars while standing erect. The SX-X 160 appears to elevate the rider with a far taller neck.

The official release video published by Kawasaki USA features both Kanamori and his daughter, Moe. Both are lean athletes and in Moe’s case, very petite. This is only mentioned to give viewers a sense of scale. Riders can expect to be crouching deeper if they’re taller than Kanamori’s 5’9″ stature.

Mechanically, do not expect any performative differences. The naturally-aspirated 1.5L will remain untouched, as will the 148mm axial-flow jet pump, and 6.1-gallon fuel cell. The SX-X is crafted from existing parts. Even the aluminum steering neck looks awfully similar to those used on the 310R. Spy photos reveal no added pockets for storage or notable features.

Currently, the SX-R 160 stand-up retails for an excruciatingly overpriced $11,999 (when compared to similarly priced runabouts from its competitors). It is The Watercraft Journal’s estimation that the SX-X 160 will carry an MSRP either identical to or slightly above the SX-R 160 (official pricing has yet to be announced).

It’s expected that racers and those reminiscent of prior X-2 JetSkis to surge early sales, but how the SX-X 160 will be received by youthful riders remains unseen. Although the SX-X can be towed by most automobiles, its yet-to-be-unveiled asking price could make or break its youth buyer appeal.

If priced aggressively the SX-X 160 could be a smash hit with first time and youth buyers, igniting a resurgence in recreational standup and general PWC sales. Yet, such a move requires boldness and selling an 8-year-old standup for $12,000 is anything but. Even shirking from reusing the X-2 name is evidence of Kawasaki’s diminished fortitude.

Above: Images courtesy of Jonatan Holmelius’ Facebook post

Again, we will see how the market responds to this entry. Had it been christened the X-2 and listed with a disruptive price of $7,500 – $8,000 this announcement may have struck the ground harder. Unfortunately, this has all of the hallmarks of another very safe move that won’t advance Kawasaki’s market share much further.

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This year marks a decade of The Watercraft Journal awarding an annual Watercraft of The Year. This award has been both envied and lauded by OE (original equipment) manufacturers over the past ten years, with placards, decals and even presenting the title in official literature and marketing. To say that earning this accolade is a “big deal” is akin to calling The Grand Canyon “a pretty big hole in the ground.”

Ranking which models get admitted as contenders for the title is rather simple: each unit is weighed against a scale evaluating excellence in four categories: Innovation, Design, Execution and Affect or “the IDEA score.” These categories evaluate a personal watercraft’s achievements in Innovation; overall Design; the final Execution of the production vehicle; and finally, the model’s lasting Affect on the marketplace and/or industry.

A couple of years ago, we noticed that our judging routinely resulted in ties. So we increased the total possible points to 80 (up from our previous 40-point scale) to widen the gap between each contender. Moreover, we make it a point to only include units that receive a mass production run. Limited run, hand-built units don’t qualify. Neither do any machines that we don’t get to personally review ourselves. How can we rate something we haven’t ridden?

Finally, we kept our pool of judges far, far tighter this year; namely this author; Greg Gaddis of Greenhulk.net, and Billy Duplessis, who fans of The Watercraft Journal IRL podcast will recognize as regular guests and co-hosts. No one single judge was able to impose any personal biases. Rather, the The Watercraft Journal’s Watercraft of The Year award focuses strictly on recognizing excellence where demonstrated.

2024 Watercraft of The Year 2nd Runner-Up: 2024 Sea-Doo GTR-X 300
Innovation: 15; Design: 16; Execution: 17; Affect: 13; Total: 61 points

Under the auspice of full admission, the 2024 Sea-Doo GTR-X 300 was exactly tied in points with its full-sized sibling, the 2024 RXT-X 325. And being tied, the decision to award the GTR-X 300 the podium position came down to it being this author’s personal favorite entry for 2024. So, if you would like to argue this executive decision, we suggest typing out a strongly worded rebuttal on your laptop computer and hitting yourself in the face with it.

The existence of the GTR-X 300 is heavily credited (although erroneously so) with a diehard Sea-Doo enthusiast who transplanted a 1630 ACE 300 powertrain into a GTR 215 over two years ago, proving that the Polytec 2 hull could handily withstand the torsional forces produced by the supercharged 3-cylinder. The Polytec 2 hull was first introduced in 2020, and features fiberglass stringers for added rigidity and strength.

The result has been a durable, lightweight and repairable alternative to Sea-Doo’s CM-Tech injection-molded fiberglass material that is also scratch resistant and frankly, rides surprisingly well in a variety of conditions. Designed for the mid-sized “Recreational” segment, the Polytec 2 GTI hull is a semi-displacement style that offers predictable tracking in moderate chop, a gentle roll-in on corners and enough looseness to remain playful.

Yet, the pairing of this hull with the race-ready 1630 ACE 300 and RXP-X top deck – giving the rider the most aggressive Ergolock-R seating arrangement available – makes for a super-sporty machine that will pull hard out of the hole, but won’t reach RXP-X 325 speeds. The hull is intentionally limited in this way. Rather, the GTR-X 300 beckons the rider to whip the tail out, powerslide on its outermost rail, and just have fun.

What draws so much praise to the GTR-X 300 is its embodiment of a bygone spirit. First of all, at 130.6-inches long and a 902-pound curb weight, the GTR-X 300 is almost identical in size and weight to the 2008-2009 RXT-X 255, which was 130.3-inches long and an estimated 890-pounds curb weight. For those who remember these once-full-sized machines, you’ll recall how much fun these were in most all conditions.

In an age of bloated, oversized runabouts burdened with too much techno-hullabaloo, the 2024 GTR-X 300 is immensely refreshing. Yes, you can get the BRP Premium Audio/Tech Package, heated hand grips and all sorts of LinQ accessories through Sea-Doo’s Parts & Accessories Department, but we implore you not to. This machine was meant to be a stripped-down, zero-frills/all-thrills throwback to better times when PWC weren’t mini-barges.

2024 Watercraft of The Year 1st Runner-Up: 2024 Yamaha FX Cruiser High Output 1.9L WaveRunner
Innovation: 18; Design: 17; Execution: 17; Affect: 13; Total: 65 points

Admittedly, this entry is one that we would’ve liked to have seen placed higher on the scoreboard. The 2024 Yamaha FX Cruiser High Output 1.9L WaveRunner introduces a redesigned powerplant to the market; a slightly larger displacement naturally-aspirated 1.9L High Output that produces 200-horsepower. The Watercraft Journal relied on Greenhulk Garage’s Greg Gaddis for greater insight into the new engine upon its reveal:

“The crankshaft, connecting rods, oil pan, pickup, oil pump, oil cooler, and PTO cover are the only components carrying over to the new engine [from the outgoing 1.8L]. Being that the connecting rods and crankshaft are carryover parts, Yamaha increased displacement by changing to 88 millimeter pistons (2 millimeters larger) that feature a flatter, more shallow dome which increase compression to 11.2:1 over the previous 11:1 ratio.”

Gaddis continued, “The 1.9L has an all new block and cylinder head casting. Drastic changes were made to the casting for revised water jacketing and coolant passages with the intent to keep the cylinder head cool while keeping block and oil temperatures higher. […] The new intake manifold features a larger plenum, longer runners, 10 percent larger throttle body, and a larger flame arrestor. The throttle body is [now] 65 millimeters.”

Regular guest host to The Watercraft Journal IRL podcast, Billy Duplessis was one of the first to get his hands on the High Output 1.9-equipped FX Cruisers and provided invaluable feedback. Duplessis emphasized that the HO was “no slouch”, reaching a GPS-confirmed 63 miles per hour while traversing the glassy trails of the Mississippi bayou. Equally, the larger 7-inch, full color touchscreen dashboard was highly visible and easy to navigate.

Welcome fixes to digital programming bugs that plagued previous years – like the wholly inaccurate fuel gauge and mileage counter that zeros out trip mileage and miles-to-empty – were gratefully resolved. In fact, apart from Yamaha continuing to use egg shell-soft automotive grade paint on its SMC-fiberglass hulls, few if any complaints were levied at the 2024 FX Cruiser. Comfortable, accommodating and quick were all common descriptors.

Unfortunately, the introduction of the 1.9 High Output was overshadowed by the lack of an updated SVHO engine – particularly in light of a radical new powerplant offered by Yamaha’s competition. Were the FX’s hull finally protected with a more durable coating, or a 300-plus-horsepower 1.9-liter SVHO unveiled, Yamaha could’ve given this year’s winner a tighter race to the top spot.

2024 Watercraft of The Year: 2024 Sea-Doo RXP-X 325
Innovation: 18; Design: 16; Execution: 17; Affect: 19; Total: 70 points

To anybody with a modicum of familiarity with the industry as a whole, this year’s selection of The Watercraft Journal’s Watercraft of The Year should come as no surprise. To put things mildly, the 2024 Sea-Doo RXP-X 325 broke people’s brains. An added 25-horsepower over the preceding model was enough to draw in the speed freaks of every ilk, but the innovations found beneath the bench seat sent the aftermarket reeling.

At the time of its unveiling, it’s important to emphasize that few understood the significance of what changes BRP had made to the supercharged ACE engine. Certainly the promise of greater horsepower was alluring (it always is) but how the new 1630 ACE 325 achieved said increased 25-ponies was far, far more compelling than the number itself.

The engine was nearly entirely new – thicker bosses cast into the cylinder block, additional piston oiling jets, stronger connecting rod hardware, wholly redesigned DLC coated pistons, larger air induction, a factory-equipped BOV and a wholly re-imagined supercharger design. In fact, it’s not a supercharger at all, states Rotax’s Project Manager Norbert Schofbanker, but a compressor.

An all-new planetary gear spools up a smaller, more aggressive impeller to 100,000 rpm – or one-and-a-quarter times faster than the previous 300 ACE engine. This brings 1630 ACE 325’s new peak redline to 8,250rpm (250rpm above the previous 300 ACE’s redline). Not only is the impeller spinning over twice as fast, but generates boost more efficiently and nearly 40% cooler than the previous model.

Backed by full-fat race equipment like forged rocker arms, rocker shaft and heavy duty springs and tapered retainers, and a BOSCH engine control module, the new RXP-X explodes with a blistering 3.4-second 0-to-60mph time – two tenths of a second faster than the previous RXP-X 300. While the consumer model still adopts USCG speed restrictions, uncorked units are currently breaching 80mph.

This model sent waves through the performance industry, putting engine tuners and builders on their ear. A race to safely “crack” the BOSCH ECU was all that filled chat groups; many found backdoor exploits, others worked hand-in-hand with Rotax to safely untether the 325’s potential. And so they have. Today, even slightly modded units are reaching Pro Open/GP speeds from less than a decade ago. And with that, the 2024 Sea-Doo RXP-X 325 earned its place as the 2024 Watercraft of The Year.