The Watercraft Journal By The Numbers: February 2015

March 2, 2015

Admittedly, it’s been a few months since we’ve last published an edition of “By The Numbers,” not for a lack of wanting to but the belief that frankly, we didn’t need to. Throughout the past four months, as the core of the personal watercraft industry settled in for a blistery and bone-chilling winter here in the States, both we at The Watercraft Journal and PWC enthusiasts throughout the globe central to and below the equator have been kicking into high gear, making the most out of their temperate riding season.

And its to our friends in Australia, New Zealand and South Africa that we salute for not only providing us with some absolutely incredible content, but for buoying our already industry-leading readership even higher than ever before. At the conclusion of the first month of 2015, we were amazed to discover that our January readership had eclipsed that of July of 2014. Let that sink in for a minute. We had more readers reading our daily articles in the middle of January than we did in the height of the US riding season last year.

Oh, and this was no fluke. With less days in this month than the previous, our February readership has surpassed January’s and only continues to increase with each day. As the only personal watercraft magazine to offer a diet of professionally-written, intelligent and engaging content every single weekday, Monday-through-Friday, and to do so completely subscription-free, we are the only outlet that PWC enthusiasts read daily. That’s a fact. So if you’re a company looking to introduce your brand to more readers, more diehard PWC enthusiasts, there is unequivocally no better choice than The Watercraft Journal.

Your Morning Routine
We’ve said it before and it’s never been more true, but each morning – between 7:30am-10am – sees the biggest spike in readership for The Watercraft Journal. Of course, we welcome bumps during lunch and after dinner, but without a doubt, we see the majority of our readers in the morning. So what does that mean? It means that like your morning cup of coffee or weeding through the overnight emails, we’re the first thing people check when they sit down to begin their day. Marketers climb over each other to gain that level of habitual exposure, and we’ve got it coming to our magazine everyday, Monday through Friday.

News articles published in January: 23
Feature articles published in January: 13
Total feature word count: 10,661 words

News articles published in February: 17
Feature articles published in February: 19
Total feature word count: 12,350 words*

*When this number is translated to print publication standards equals a 122-page magazine. Please note that this number does not include an average of two uniquely-written news articles published daily.

Your Industry Resource
“Your reviews helped me buy the Dragon goggles when I was looking to get goggles,” one loyal reader wrote. “[When] I was looking into gloves…out of no where your review came out [on the JetPilot gloves] and I bought mine and my fiancé’s set right there!” And this account is only one of several testimonies we have attesting to the impact our reviews, interviews, shop tours and technical articles have made on our industry. We’ve helped sell skis just by mentioning them. As a resource, people look to us for insight and input.

January
Total number unique readers: 14,680*
Total number of articles read: 31,727
Percentage of new readers: 67.6%

February
Total number unique readers: 14,834*
Total number of articles read: 34,372
Percentage of new readers: 64.6%

*This number is considered equal to an individual sale of a single copy of a magazine.

Your Friends Like Us
Chances are, you’ve either visited our Facebook page, liked one of our posts or shared one of our daily pictures. We love our social media friends, and are the first to thank those who follow us, share and like our posts and leave comments on our Facebook, Twitter, Instagram, YouTube, and weekly newsletters. Without all of you, we wouldn’t be where we are today – the single-most popular personal watercraft magazine in the United States of America, and soon to be all of the industry worldwide.

February Facebook readers: 12,462
February Facebook weekly reach: 16,038
Top Five countries: United States, France, Canada, Australia, United Kingdom

We’re Ready for 2015, Are you?
Even if you’ve just glanced over this article, you should’ve gathered two major points: 1) we have more readers than any other publication within the shores of North America, be it a digital outlet or printed periodical; and 2) we see more engagement, more response and more interest in our content than any of the above. Again, if you are a company looking to introduce your products or services to a dynamic and active audience, you will not find a better advantage than to advertise with The Watercraft Journal.

Vicious Rumors and Vile Gossip: Sea-Doo Gains Boost and Displacement For 2016 [Updated]

Kevin Shaw

March 2, 2015

To all who were witness to it, Jean-Baptiste Botti’s performance at the 2014 IJSBA World Finals was nothing short of masterful, comparable to an accomplished violinist beautifully performing Bach’s “Adagio” before a reverenced amphitheater. The Frenchman’s black-and-red Rotax Racing RXP-X never once faltered, consistently outpacing its Pro Open Runabout challengers, the whine of the centrifugal supercharger whistling over the cacophony of pursuing turbos.

Yes, Botti bested a field populated by runabouts built by some of the best minds and technicians in the sport, and to add insult to injury, did so on a RXP-X employing impressively standard equipment. According to a report by Vasilis Moraitis, the factory Rotax runabout rode on a slightly modified and lightened RXP-X hull assisted by a pneumatic trim tab and drop nozzle system. Likewise, the hood and seat were also lightened but maintained much of the factory appearance.

Jean-Baptiste Botti piloted an impressively stock RXP-X to world domination at the 2014 IJSBA World Finals. Only recently did The Watercraft Journal learn that Botti’s Rotax Racing craft was the template for future X-Series Performance craft.

Beneath the hood, the modifications were kept equally as minimal: Rotax Racing’s engineer Franco Dettori described the engine as built around a Rotax stroker crank slinging forged steel rods and lightweight pistons, increasing the factory displacement to 1,600cc, a note which Moraitis extrapolates in late 2014 as being “the future of the OEM boats.”

Equally, the cylinder head is also a Rotax Racing unit featuring lightened exhaust valves. A Rotax Racing camshaft received a custom grind, with modified ignition timing and bumping machined rocker arms. Mated to the high-flow head is a Rotax intake manifold, fed by large 60-pound injectors and a massive 61mm throttle body. Most important to the package is the factory watercooled centrifugal blower housing a 140mm supercharger wheel. Together, the engine produced an impressive 420 brake horsepower.

2016rxtx — In addition to the newly re-motivated RXP-X, it is expected for other X-Series Performance craft, like the full-sized RXT-X to receive the same powertrain upgrade.

Backing the race craft’s powertrain is a new 18-vane set-back 159mm pump with an adjustable pump cone and Rotax reduction steering nozzle. All of this equated a final result of 84.5 miles per hour top speed clocked a few days before the World Finals’ main event. The combination proved an unmitigated success naturally, and performed under the hardest conditions imaginable but more importantly, as The Watercraft Journal was recently informed, Botti’s craft was purportedly a “trial by fire” test mule for the new engine and pump arrangement that would eventually become the template for Sea-Doo’s 2016 Performance line.

Our sources affirmed the change citing the addition several new powertrain part numbers as well the replacement of several other SKUs, particularly for the RXP-X. Likewise, sponsored X-Team racers have been reportedly alerted to “hang on to their current units” as the new engine and pump components will be issued according to their consignment programs.

Although the images presented are merely renderings of existing 2015 models in Maldives Blue-and-Manta Green livery found on current GTIs, its actualization isn’t too far of a stretch of the imagination.

As described, Sea-Doo is expected to challenge Yamaha’s SVHO and closing in on Kawasaki’s Ultra 310X with a revised Rotax-powered X-Series of Performance craft. Rather than leapfrogging in technology from the current 1503 SC 4-tec SOHC to a larger displacement derivative of the Spark’s ACE 900 as we had hoped, Sea-Doo will likely opt for the safer alternative, employing tactics proven by Rotax Racing’s latest foray with Botti.

By offering a revised intake manifold and cylinder head, and increasing overall engine displacement to 1.6 liters (from 1,494cc), fuel injectors (from 48 to 60lbs.) and throttle body size, the supercharger housing and wheel (from 137mm to 140mm), as well as a revised intercooler similar to Botti’s set up, Sea-Doo could safely and effectively offer the world’s first 360-horsepower personal watercraft.

Alas, this is an unlikely scenario; it is doubtful BRP will unload both barrels at once by offering a Rotax Racing cylinder head and intake on a showroom stock vehicle (at least, for now). Rather, we anticipate that wiser minds are sure to prevail, likely reserving the new X-Series Sea-Doos to a more manageable 315 ponies – just enough to eke past Kawasaki as the King of the Horsepower Hill.

As we’ve stated previously, Sea-Doo is never one to sit idly by allowing their competitors to jockey too far ahead. And from all that we’ve received over these past three days, we have a lot to anticipate from one of the most daring companies in our industry.

2016rxpx1 — Lastly, the new X-Series are rumored to receive a reworked 160mm multi-vane set-back pump. Whether the design will exactly follow the aftermarket Easy Rider 159mm unit Botti used to propel him to victory remains unseen. The advent of an added 50-plus-horsepower does justify a intake grate design, but there has been no verification on this point.

[Update 9/6/15 – Recently, sources reemphasized the likelihood of an “all new” Rotax powerplant, very similar to our initial predictions of a larger displacement ACE-inspired engine. Aftermarket performance parts manufacturers have reported needing to make “extensive changes” to their current Rotax 1.5L parts to accommodate the new engine. Increased displacement and a minimum of over 300-horsepower are still expected, but the addition of a new dual overhead camshaft cylinder head radically improves the future Sea-Doo’s longevity as a performance leader. – Ed]

Seven Deadly Questions With PWCOffshore’s Lauren Theroux

Mark Gerner

February 27, 2015

PWCOffshore.com racing team #58 pit crew member Lauren Theroux of Orange County, CA has become a fixture on the PWCOffshore.com racing pit crew for years. Ms. Theroux was selected for inclusion into the #58 pit crew team by KC Heidler and Mark Gerner. Lauren’s laser focus and attention to detail regarding every facet of the team’s efficiency in the pits was no surprise to pit team leader Mike Arnold and the rest of the team. What’s more, Lauren is the first known woman pit crew team member on a formal PWC pit crew team.

Fastidious in her approach and always flanked by Steve Rasmussen of Mobile Motorcycle Mechanics Inc., Lauren is setting the standard for women in the crews. PWCOffshore.com founder Mark Gerner said, “Lauren meets our standards in every way and we are proud to call her a member of our team. She is an invaluable member of our team and we have grown to rely on her eye for detail and passion for doing everything right.” We had the opportunity to spend some time speaking with Lauren regarding her experiences with the PWCOffshore.com racing pit crew team.

PWCOffshore: So how did you connect with the PWCOffshore.com racing pit crew?
Lauren Theroux: I was invited to join PWCOffshore.com by Aaron Cress, at first i thought he was kidding or that they needed me for score keeping or something along the lines of what most would consider a good female job. Aaron assured me they just really needed someone who could float duties. Uncapping jugs, runway up keep, basically helping where needed. I was excited and nervous – how would a team of men take a girl joining their team? I didn’t want to be seen has someone they would have to watch over and pick up the slack.

PWCOffshore: What if any challenges did you experience as a member of the pit crew?
LT: The first year was a bit nerve wracking, I really wanted to make a difference for the team and step up to the plate of what was expected. I must have because the Mark Hahn 2015 will be my third Hahn. I wanted to be considered a part of the team so I really wanted to make sure I was pulling my weight and go above and beyond for the team. Everyone was super supportive of my presence. But a main challenge I had to maneuver the first year was getting “the guys” to believe I really knew what I was talking about, whether it was what tool was needed, where someone should be at the time of the pit instead of somewhere else, or just trying something I had suggested.

Mostly they listened to my concerns and suggestions but definitely with some reserves. The huge ice breaker was when we needed to do an emergency pump swap mid-race and between Aaron Cress and Steve Rasmussen working on two skis I knew the tool box best, lying on their backs on the ground they need the correct tools in their hands and quickly to get it done efficiently I think everyone watching was quite impressed to see me manage the situation, it was probably the fastest pump swap ever with only three people.

PWCOffshore: You are the first known female member of a professional PWC pit crew team and PWCOffshore.com’s pit crew, how did it happen and how was the transition into the team?
LT: I was shocked to learn I was the first female in an official pit crew. Women are determined, focused and organized, not that men aren’t but I would think more teams would have utilized a woman’s resources on teams like this. I was fortunate and feel privilege to be invited to join PWCOffshore team, it is something I look forward to all year to be apart of these offshore and endurance races. I have Aaron Cress to thank for suggesting me to the team and making it all happen.

PWCOffshore: What role do you play within the pit crew and how do you train?
LT: My job on the pit crew is diverse, my primary roles are to set up our pit and runway, also to support our main fueler and secondary fueler, I uncap their quick fill system fuel jugs and take over our primary fuelers quick fill so he can return to the rear of the boat for the procedure of returning our boat and racer to the water. While taking over primary fuel jug I also spot for our secondary fueler, watching his back and assisting in safely and properly getting him and his jug out of the way. Oftentimes he has remaining fuel in his jug, so the risk of spills and his safety are high it’s my job to make sure he can return to fuel safely. Between pit stops I maintain our runway, this is a key to a successful race as many who have raced the Hahn know, your runway can make or break the race. It is vital to have a very specific and well maintained runway.

PWCOffshore: What do you see in your future with pit crewing and PWCOffshore?
LT: I consider PWCOffshore a family – for years to come we will be supporting each other and continuing the tradition of PWC endurance racing together. Every year our team looks forward to the Hahn and every offshore race for year. In 2015, I was invited to help keep times on the score boat for the Dana Point to Oceanside race, I hope to do more of that, as well as the Hahn.

PWCOffshore: Are you and the PWCOffshore pit crew ready for the Hahn?
LT: We are ready, we are prepared. We take numerous steps to be at the top of our game and our focus to be mutual and set in stone.

PWCOffshore: You have quite a history with racing and race related vehicles, how did you get so involved in racing and so knowledgeable on the technical component of race vehicles?
LT: Growing up my father was very involved in the car industry. That brought many races into our lives. He is also an avid off-road motorcycle rider, my dad having been blessed with two daughters, wanted to share his passion so he got me involved.

When Stephen and I met in 2010, of course he’s a motorcycle mechanic, it all came together from there. I was soon wrenching on bikes and running the paperwork end of his business and that is how I came to meet Aaron. Being a woman in a man’s business you either stare blankly during conversations or you become involved and get your hands dirty. The mechanics of motorcycles, ATVs and PWC fascinates me, so I forced the boys to teach me and involve me in the industry.

Videos: It’s a Spark in a Swimming Pool. ‘Nuff Said

Kevin Shaw

February 26, 2015

Hey! Remember doing this with your old 550? We do. In fact, considering that the JS550 is what? 30-years-old, it’s pretty impressive that we still have new watercraft that actually fit in swimming pools given the way skis keep getting bigger and bigger over the years.

We spotted this first little clip over on Adriano Oda’s Facebook wall. Clearly meant to be just a pair of friends having a little bit of fun hamming it up on camera, stating in a very poorly Google-translated prose, “The sea was very angry, so we will stay in the pool.”

The second video of famous street-freestyle rider Aaron Colton nearly launching a wildly wrapped Spark around a buddy’s pool is also good for a laugh (although, admittedly stupidly dangerous), but also speaks to just the sheer amount of good ol’ fashioned fun the Spark offers.

We loved the Sea-Doo Spark enough to give it the 2015 Watercraft of The Year award late last year. But some will ask, is it the a “perfect” PWC? No, and deeming any one ski “perfect” is almost an inescapable trap of subjectivity. But is it double its 400-plus-pounds weight in stupid fun? Yes, yes it is. And that’s why it won (although its bargain price and huge sales numbers helped).

The little thing is a ton of fun, and we’ll never back down from that statement.

Post by Adriano Oda.

Now For Something Completely Different: Redbull’s 2015 Riverland Dinghy Derby

Kevin Shaw

February 26, 2015

Australians have a way of making normal, good ol’ American redneck fun look like a legitimate sport. Take for example hauling over 55mph on a flat-bottomed aluminum fishing dinghy through a densely wooded marsh rife with poisonous snakes, toothy crocodiles and razor-sharp driftwood? Sounds like a suicide mission, right? Well, it’s been a source of endless smiles for southern Australians charging the local rivers around Renmark.

Yet, it wasn’t until 1981 when the Riverland Dinghy Derby actually gelled into an actual competition. Sure, it was a bet between two mates to see who was the fastest, but since that day, the Derby has become one of the premier events in South Australia, attracting competitors from as far away as Western Australia. This year – sponsored by Redbull (y’know the guys who still won’t touch jet ski racing with a 10-foot pole) – the Derby welcomed over 60 boats who competed over 62 miles of creeks, rivers and…well, rocks.

Something like aquatic rally racing, the Derby is a spectacle to witness and therefore such a smash hit. Spectators line the swampy waterfront to watch these high horsepower skiffs slide and drift around tree stumps and sandbars at top speed with only a navigator and pilot on board. No seats, no seatbelts, no nada. This year was particularly special as JetPilot’s own Kyle Pfitzner and Ryleigh Pfitzner paired up to take the win. Yeah, we know. This ain’t PWC racing. But we think we might’ve finally seen a solid use for the Alumaski.

Sunshine Coast Jet Sports Club To Present 2015 OZ Surf Slam

Kevin Shaw

February 25, 2015

We’re only weeks away from one of the most anticipated freeride events of the year – the 2015 OZ Surf Slam – and already the tension is mounting. As part of the 2015 IFWA World Tour, the OZ Surf Slam (not to be confused with the annual Blowsion Surf Slam happening every September in Pacific City, Oregon), the event has drawn the “attention of some of the world’s best riders including Pierre Maixent, Mark Gomez, Bruno Jacob, Jake Bright, Mick Anthony, Mitchell Young, Nick Barton, and Brandon Lawlor to name a few,” event promoter Jason Barry wrote.

Barry continued, “This will see the event extended from a two day event as originally posted to include Thursday the 19th in addition to Friday 20th and Saturday 21st of March,” which is really exciting. Of course, The Watercraft Journal will be there to provide our tens of thousands of monthly readers a full recap and photo gallery thanks to our own exceptionally talented Andrew Donovan. But there’s a catch: the OZ Surf Slam is still in need of sponsorship help.

Events like these aren’t cheap and drumming up enough prize money and goodies for the winners can be equally costly. Below is an invitation to all you manufacturers, builders and other core companies who want to continue to see this sport blossom to reach out and help support Barry and his organization.

Here’s the original press release:

To Whom it May Concern,

After exceeding all expectations in 2014, the Sunshine Coast Jet Sports Club is proud to announce that the Surf Slam is back!!

I am also proud to announce that the event has gone International with the inclusion of the first round of the IFWA’s World Tour.

2015 will see the event returning to the highly successful Alex Surf Club in the heart of the Sunshine Coast. This venue makes for a smooth event, where the riders can park their car and walk to their accommodation, the event site, the after party, food and refreshments and the sponsors had an elevated grassed platform to display and promote their product.

We appreciate your time and consideration of the attached sponsorship proposal. We hope to finalize the sponsorship list by the 2nd of March at 10am.

If you would like to discuss the proposal any further or if you have any questions please contact me without hesitation.

Regards
Jason Barry

Gallery: Jetski Junkies’ Grand Bahama Expedition Part II (Video)

Kev Hemingway

February 25, 2015

Previously, the Jetski Junkies’ Bahama Ride Crew had endured a 10 hour, 127-mile open ocean ride from Boynton Beach, Florida to Grand Lucaya, Grand Bahama Island. You can read about that here. Three days later, seven jet skis and 10 riders, which included our female solo rider, Linda Cobelo and with no chase boat, set out to find Fox Town, Little Abaco Island some 90-plus miles from where we were staying in Grand Lucaya.

Everyone checked the weather reports and other than some overcast we were a “go.” We set out at 8am Wednesday morning into the Tongue of the Ocean, riding due east along the barren shoreline of Grand Bahama Island. The beaches were much more beautiful the further east we rode, and we passed only two settlements along the way. We saw dolphins, stingrays and of course sharks, correction: big sharks in shallow water off the beaches. We also came upon what looked like an oil/fuel refilling station approximately 500 yards offshore almost to the end of Grand Bahama Island.

The waters at this point were calm with a light rise and fall, so we were able to move right along. We came into McLean’s Town, the last settlement on Grand Bahama Island, pulling into a resort inside the passage for some directions. The locals told us of fuel in McLean’s Town but not on the water. We would need to shuffle cans back and forth. All of us had plenty of fuel to continue on to Fox Town so we decided to push on through the cut. The cut runs between McLean’s Town Cay and Big Harbour Cay and is a very shallow and obstacle-filled pass that dumps you out into The Little Bahama Bank.

The Little Bahama Bank is the shallow crystal clear sound that separates Grand Bahama Island from the Abaco Islands. As we exited the cut we were pinned at WOT and sitting on the edge of our seats praying not to run aground. As luck would have it, all of us cleared the pass and moved on to deeper water. From here we took a route northeast looking for the entrance to Big Cave Cay, one of the many small uninhabited cays spanning from the northeast tip of Grand Bahama Island to the Southwest tip of Little Abaco.

As we turned into our course, the wind kicked up a bit and light rain began coming down making it hard to see and slowing our progress. We soon found ourselves in shallow sandbars. Realizing we needed an alternative route, Vince Cobelo located the entrance to the channel that led into Big Cave Cay (called “cross rocks”), so we headed south a bit and out and around the sandbars until the cross rocks were visible at which point we were able to follow the way point in a near straight line.

Soon we were running along the western shore of Big Cave Cay and dialing in on a perfect deserted beach for a much needed pit stop. By this time, the rain had stopped and the skies were looking beautiful all around us. It was just a little past noon and we still had a good 30 miles to go to reach Fox Town. Derek Bowles set us up for a group picture and afterwards Andy Hodgen verified our navigation from Big Cave Cay up and around West End Cay putting us in the Outer Islands of the Bahamas. All was good until we rounded West End Cay.

The wind was blowing strong from the northeast putting waves right in our face and with an added twist of having to navigate coral rock barriers like a mine field all the way into Fox Town. Once in the mine field, Ken Roseman took the lead and with perfect precision, carved the team a path through the coral rocks all the way to the fuel dock. You would only know the Fox Town fuel dock or Ronald’s Rentals if you had done your research and looked at what little pictures are out there.

A small restaurant named the Valley Restaurant sits on the bluff with a raggedy dock attached and fuel pumps up across the street near the local market. As the Team neared the docks, the locals came out in droves, yelling and pointing with excitement. The dock attendants met us with ice cold beers at the fuel dock and quickly got us off the skis, fueled and heading to the restaurant for some much needed eats. The settlement is much of what you would picture of old Bahamas, a very slow and simple way of life, not much going on.

The restaurant would scare most tourists but Judy took amazing care of us and, I kid you not, produced the best burger I’ve ever had. A pool table kept a few of us busy while Andy made sure to leave our mark in Fox Town forever with a Picasso style drawing of the JJ logo. We sat with the locals on Ronald’s deck overlooking the aqua blue waters surrounding us and answered question after question until we realized it was after 3pm and we needed to go nearly 90 miles back to Grand Lucaya.

With that said, we mounted the skis and pushed off the dock while Ken and Andy gave the locals a little show while soaking them all with spray from the skis all in good fun. We rallied and decided to take the shortest path home, which at that moment was straight down the middle of the North Sound. Approximately 40 miles into the trek we could see storms building on three sides of us. Of course, the choppy conditions in the North Sound kept us from being able to really move along fast but we kept on pushing forward.

We were halfway to the Lucayan Waterway, and directly between Great Sal Cay and Grand Bahama Island when the storm hit us. The rain fell in sheets, reducing our visibility to 5-feet at best as the winds kicked up to 30mph (or worse) causing growing waves directly in our face. Everyone came together and we rode tightly within view on a new course due south in an attempt to get to land. We were 10 miles offshore and the pace was slow. Shortly after our course change, thunder and lightning began to crash overhead.

We could see the strikes ahead of us hitting the water but we had no choice other than push on towards land. The only GPS working at this point was my trusty battery-operated Garmin 76cx. We did have our VHF radios though, and those were working fine. The conditions worsened and waves got much larger. I could not see at all so I stopped. My GPS was still working but I got turned around and I didn’t trust it. I told everyone to stay put while I tried to get a read on the GPS, but it was no use because my gut told me one thing and the GPS said the opposite.

As I approached the team, Donna and Leslee both were shouting and pointing to what looked like trees in the distance. It was extremely difficult to tell due to the heavy rains but at this point, it seemed like a sign so we went for it. And as luck would have it, it was land. A beautiful sandy beach where we were able to stop and wait out the storm. It is hard to remember how long we were there but the conditions finally settled down and we headed back out.

The GPS was back in business so we rounded the tip of what we thought was a peninsula. Our plan was to run the shoreline of the island as close as you could get without smashing into rocks or hitting bottom. No sooner did we make that turn did that storm just pop right back up. Vince and I stopped and the others did also, but Derek and Donna kept on. We lost visibility again, so Mike radioed them to come back and hold tight. Again we took shelter near shore and we made the decision that we would wait it out here even if overnight.

What was funny after the fact, is we believed we were on Grand Bahama Island, a peninsula that jetted out from the island, but later we discovered that was not the case. Finally, after some time, the storm passed and the skies ahead of us cleared giving a view of a distant shoreline. We collectively made the decision to stay close to shore; however, we couldn’t stay too close due to the shallow nature of the North Sound. So the decision was made that I would run out front and all would follow in single file as best as they could.

With the storm gone, the waters smoothed and became very clear. I was able to see the depth easily making for leading the team through the shallow rock-filled waters much better. We were nearing the Lucayan Waterway when we got one last bashing from Mother Nature, hitting us with rain and wind again.

Once in the Lucayan Waterway, we were ghosts running at wide-open, cutting through the Grand Bahama Island then out into the Atlantic one last time before cutting in to Port Lucaya Channel. This brought us back to the Flamingo Bay Resort & Marina around 8pm that evening. We were met by rest of our crew who stayed back, the Harbor master and hotel staff thankful for our save arrival back at the marina.

We traveled nearly 167 miles of Atlantic Ocean in 10 hours of moving time in one day through a tropical depression. It is a story I look forward to sharing with my grand children and of course, all of you. The entire expedition was comprised of seven PWC, two chase boats, and 18 persons traveling over seven days, six nights and racking up a total of 440 miles of open ocean riding from Boynton Beach, FL to Fox Town, Little Abaco Bahamas and back.

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Videos: What a Difference a Turbo Makes; 310R vs. FZR SVHO

Kevin Shaw

February 24, 2015

In case you weren’t aware, we’re living in the middle of a horsepower war. Kawasaki was first to come out of the gate swinging, punching out 250 ponies back in 2007. Next was 260 and a square 300 horsepower in 2011. In 2014, Team Green dove into the 300’s 1,496cc supercharged engine and dramatically improved internal oiling capacity, opening up water journals and dropping intake charge temperatures via a new composite air intake and separate intercooler water passage. The result was an added 10-horsepower as well as greater efficiency.

Likewise, 2014 was a big year for Yamaha with the introduction of the Super Vortex High Output performance package. Similarly, Yamaha greatly improved their SHO plant by increasing cooling capacity, redesigning lightweight pistons, increasing the supercharger’s volume and upping boost pressures. Dropping internal temperatures, increasing boost upped the newly coined Yamaha to a dyno tested 260 ponies. Not exactly the sky-high output of the Kawasaki, but well enough to get the jump on the brand’s rival, Sea-Doo.

When compared side-by-side, the two are impressively (although not altogether equally) matched. Below we’re going to show the difference aftermarket parts make on some already impressively-powered PWC. In our first video, the 310R has already been modded with a reflashed ECU and a few “other goodies” primarily consisting of a prop, intake grate, ride plate, etc. from R&D Racing. The FZR, on the other hand is complete stock. As per JayJayPie’s own description, “If you pause the video at 35.5 seconds, you will see how far behind the FZR is (as it should be).”

A short while later, the SVHO has been radically improved. Now equipped with a R&D Turbo Package, the 310R with its R2 reflash a stock supercharger is handily beaten. Although both skis “pretty much have the same upgrades” (again, a prop, intake grate, ride plate, etc. all from R&D), the FZR pulls away from the green-and-black 310R. Filmed on California’s Modesto Reservoir, the FZR topped out at 85.4mph, well ahead of the tweaked Kawasaki. JayJayPie does admit that, “I said in the video that my 310R had the turbo as well. [I] didn’t mean to say that. However, an R&D Turbo will be installed in the near future!

Kawasaki Ultra 310LX: Learner-Friendly, Enthusiast-Approved

Kev Hemingway

February 24, 2015

As a long range jet skier there are definite things in a PWC that I look for. Reliability, stability, the overall ride, the power, the fuel economy, the storage, the comfort and then after all that, the looks of the ski. Most of the riding that my family and Jet Ski Club do are overnight 200–to-300 mile weekend warrior tours on a monthly basis.

Most of the time, my wife and or children join us on these rides so seating comfort, stability and storage space becomes of serious importance when you are carrying gear, food, snorkeling equipment, etc. for overnight stays by PWC only. Fuel range is another issue so having a ski that can keep up with pack but not run out of gas in 20 miles is huge factor. The Kawasaki Ultra 310LX series hits all the must-haves and here’s why:

From the long stable body and it’s massive deep V-hull to it’s array of options and ridiculous amount of storage to the modes of operation and amazingly stunning looks, this ski could make anyone a better rider. This JetSki was built out of the box to cover the largest demographic as well as any PWC rider, from recreational riding one weekend to racing the next, to short heart pounding drag racing and carving up a buoy race track, to long-range endurance races and riding to multi-day touring and offshore expeditions, to just playing around with family and friends, wake boarding, tubing, knee boarding, etc.

The Kawasaki Ultra 310LX meets another check mark for me. This past Summer our daughter, Lexi, turned 14 and became legal age in our state to operate a boat (and PWC) on her own. Of course, the first requirement was her boating license, which she obtained along with picture ID. Now, Lexi is no newbie to PWC as both her and our younger son have been riding with us and the club for years now and of course, in private waters have been able to ride themselves (which of course has made it much easier for our daughter’s transition into now riding on her own with the club).

Our daughter has now ridden on her own the last two club tours and here is where the Kawasaki 310X comes in: The Ultra has a “SLO” key for for beginners, ECO mode for fuel efficiency and then rip-your-arms-off mode (for lack of a better term). Lexi was able to start in the Learning mode, which still allows the rider to go 48mph but with a slower low and middle range allowing smooth acceleration and time for the new rider to get the feel of the JetSki, its options and where everything is located.

Once comfortable, the rider can switch to the regular keys, but still have the option of ECO mode. ECO mode opens up the ski but still keeps everything smooth and caps the top speed just a little below 60mph, while keeping your fuel usage to a more efficient rate. Once Lexi was comfortable utilizing Learning Mode, she was able to easily make the change to ECO mode and now is riding what I believe to be Kawasaki’s most versatile JetSki like a pro. Not to mention, she absolutely loves the JetSound audio system, but that’s another story that she can tell.

Video: Gain Some First-Hand Experience at Flatwater Friday

Philip Clemmons

February 23, 2015

Every year in January, over Martin Luther King weekend, the Daytona Freeride takes place in sunny Daytona Beach, Florida. This event has become one of the most popular and recognized event in the PWC freeride community. This event was founded as a surf event, but in recent years, there has been another segment that has been rapidly growing. That segment has become known as “Flatwater Friday”.

Several years ago, (at least as far back as 2010), a few guys decided to take a short trip over to Lake Dias in nearby Deland for a quick tuning session. This started out as a relatively small group of guys, with big motors and short, light carbon hulls. For the most part, these boats were considered “Flatwater only”. They ran total-loss ignitions, short poles, and were setup with massive power. They were tough to ride in the surf, and the exposed ignitions were not “salt friendly” without some extra care. This made the freshwater lake a great testing/tuning spot.

When word got out, several people either wanted to watch, or potentially ride these monster machines (they were far less common than they are now). Several guys ended up at the lake, and were allowed demo rides on these new machines. Some where there for the motors, and some to see how these newer hulls rode. Tim Berkstresser with Superfreak Skis was one of the first to have some skis out there, most noticeably the -4.3 carbon freaks of Josh Rosa and Lucas Vasconcelos. These guys were very generous with test rides, and exposed a lot of riders to the aftermarket hull/big engine experience. Sunk/hydrolocked skis were common with inexperienced riders demoing these skis, and the guys would get them running and send the next guy out. It was true jet ski comradery at its best.

This event was loads of fun, and gave people the “try before you buy” opportunity. It has continued to grow each year. The following year, Superfreak was present once again, and the guys from Xscream were on scene debuting the new “Kong” hulls. This was there first in-house carbon competition hull, and several people showed up to check them out and take a test ride. They also had various engine configurations for people to try. With the support of Xscream, Superfreak, and recently Thrust Innovations, this impromptu event has grown to be an integral part of the Daytona Freeride.

Fast forward to the last few years; this event has exploded in popularity. For the last 2-or-3 years, so many people have been in attendance that parking has been an issue at the ramp. Hundreds have been in attendance at any one time. Almost all major manufactures have a part in this, and have some demo equipment on site and available for test rides. Hull manufactures that have participated in recent years include, but are not limited to, Superfreak, Xscream, Rickter, EME, Hurricane Industries, and Rage Composite Works. Engine packages from Xscream, Thrust/Dasa, and True Performance Engineering have all been available for demo.

In addition to the demo side, there has been an impromptu thrash session with several professional freestyle riders. Jason Stoyer, Daniel Martin, Michael Ratti, Pat Bogart, Chris Anyzeski, Jeremy Parr, Jason Hurt (AKA “Tricky”), Peter Waldron, Jace Forest, Rick Roy, Ryan Doberstein, and Johnny Leftly are just a few that have shown up and thrown down! Local law enforcement came by last year to investigate all the cars, and stayed most of the day videoing and talking to the riders. They even sent their buddies by on the next shift to watch the “crazy, insane stuff” that we do. It was a great interaction, and they enjoyed the show. It was great to make some friends with the local guys and have them support us in what we do.

If you are in search of a new hull and/or powerplant, and need a demo ride, consider making it out to Flatwater Friday. Most all hull and engine manufactures will have something there for you to check out. It’s a great time with a great group of guys. It is done on Friday to have minimal impact on the event at the beach. Consequently, if its a poor surf day, attendance at the lake thrives. More guys are willing to come out and watch or test some skis out if the surf is poor.

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