Gallery: Introducing Ligier Sport’s Rotax-Powered JS900

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October 28, 2014

As 2014 spools down and the financial reports trickle in, the news is unilaterally good: sales of new personal watercraft are up and by a significant margin. According to a recent report by Powersports Business, that number is upwards to 30 percent. With a swathe of new products, improved powertrains and new accessories and features, 2014 was a fantastic year for new PWC. But what ever happened to the ski that started it all, the standup jet ski?

Currently, Yamaha is the lone survivor producing a minimum 500 SuperJets a year. The solitary ski still employs Yamaha’s 701cc two-cylinder, two-stroke and is available for purchase only after a customer produces a racer’s registration card (or IJSBA number). The once Hydrospace has traded hands again from Benelli to Belassi, and despite a full lineup of skis and full-sized runabouts, none are available for commercial purchase in the United States.

A veritable vacuum of suitable production standup jet skis has sparked aftermarket hull makers to step up and fill the hole in the marketplace. Companies like Bullett, Trinity, RRP, Krash Industries and others have taken up the baton and ran with it. But many don’t offer complete, ready-to-ride skis, and those that do are priced well over $20,000 for a single unit. Of course, accounting for the level of technology, CNC’ed billet components, carbon fiber, Kevlar and other expensive materials, such a hefty asking price begins to make sense.

This leaves a significant gap for an affordable and accessible standup remaining wide open. And that is where Ligier Sport comes in frame. The new ski stand up built in collaboration with Ligier Automobiles (a brand of Driveplanet Group, a leader in European light and heavy quadricycle vehicles) and developed by Francois-Noel Boulliau, the Ligier JS900 is what might be needed to get people standing back up on the water.

Built in Vichy, France, the JS 900 is designed drawing from the best of each OE brand and the leading race-bred aftermarket ski, with a heavy emphasis on meeting and exceeding the expectation of the consumer. After conducting considerable research and analysis of the market, Ligier Sport greenlit the prototype with some necessary attributes in mind, namely is had to be both fun for the novice to ride, and competitive for the hardcore racer.

To accomplish this, the Ligier JS900 rides on a polyester fiber parabolic hull (88.2-inches long, 29.5-inches wide, tapering to 25.9-inches at the rear) helping drop the weight without losing strength. Powering the ski is Rotax’s widely-praised dual-overhead camshaft, three-cylinder, ACE 900cc four-stroke. Yes, that’s the very same plant found in the Sea-Doo Spark.

Wringing out at a max RPM of 8,870, the ACE comes already reprogrammed to the tune of an impressive 110-horsepower, exceeding the Spark’s available 60- or 90-horsepower output options. Unlike the Spark, the JS900 uses an “open circuit” engine cooling loop. Out back is a 144mm diameter Solas Pro pump housing a stainless steel, three-blade impeller. Using this and the compact-yet-potent ACE engine, helps the JS900 weigh in just under 300-pounds (297-pounds dry).

A five-gallon tank and lightweight aftermarket RRP handlepole, bars and steering (used on this prototype shown) assists in making the JS900 a worthy candidate for the buoy course curves and tight turns. Likewise, the low weight assists in the JS900’s high acceleration, while the combination of the Solas pump and three-cylinder Rotax ACE 900cc four-stroke provides the Ligier ski with an easy-to-use temperament. The hull has been reviewed as being both stable and effective in the waves and rough water.

The Watercraft Journal spoke with spokesman Julien Bastien who explained, “The potential of the Ligier JS is huge, it’s economical for recreational using, but also is very promising for a competition development. Today, the production of the Ligier JS is possible for small amounts and we are discussing our ability for mass production.”

Bastien continued, “Some of the best ski stand-up riders in the [world] like Kevin Reiterer, Morgan Poret, Raphael Maurin, Axel Courtois tested this model during the final round of the 2014 Freegun Jetcross Tour in Vichy last August, and everyone was very satisfied and surprised with the potential of the Ligier JS.”

Currently, the standup market in Europe is edging out American interest (according to conversations with aftermarket hull designers, engine builders and riders). If the Ligier JS is well received overseas, the likelihood of it coming to domestic shores is very possible. Unfortunately, like Belassi, qualifying for commercial sales requires meeting certain safety specifications, which are both costly and time consuming. Were the JS900 to be sold in a limited sphere similar to the SuperJet, we might see the Rotax-powered ski sooner than later.

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Gallery: 2014 Grand Tour to Benefit Leader Dogs For The Blind

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Karen Kinsella

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October 27, 2014

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Technically, it’s a vacation

For a few days each August, a group of dedicated PWC riders and support crew embark on a journey of 350 miles in three days, from Mackinaw City to Holland, Michigan. Known formally as The Grand Tour to Benefit Leader Dogs for the Blind, the money raised by each participant helps support the privately-funded organization. Leader Dogs trains guide dogs and the clients they serve all over the USA and the world. Tour participants come from as far away as West Virginia and Florida.

The experience is one every rider wishes for…mostly. Lake Michigan can dole out big, generous, forgiving rollers or four-foot hard chop that pounds both human and watercraft. Rain and cold make it hard to hold the handlebars. Then there was 2012’s ride, which included the worst Day Two in 17 years: 40-50 degree water, 5-12 foot waves, the gray so dense that the water and sky blended.

Michael LaBelle, Grand Tour Event Organizer, and leader of the on-water portion of the tour, recalls, “I torpedoed my ski and was thrown off. When I surfaced, another rider pulled alongside me. As I tried to get aboard, we were both thrown into the lake by another wave. We tried again and again, and eventually flipped over. Now, we were both exhausted. A third rider lassoed my ski, and I managed to get back on. I’d been in the water long enough for someone to tell me I looked bluer than my Yamaha.”

Then there was 2014, with three days on Lake Michigan so calm riders were commenting they’d never seen clouds reflected on the water.

After a ride like 2012 or other similar years, why would anyone do it again? “I didn’t really know why we were raising money for Leader Dogs,” says Tim “Digger” Dryer. “Then I was introduced to a client, who told me the story of how her dog guides her to and from her job, and as far as Chicago via Amtrak. Her story brought tears to my eyes. That’s when I realized maybe I am making a difference in someone’s life. But the Grand Tour is more than just fundraising. I now have ‘family’ members from all over, and I look forward to our reunion each year.”

Day One started at dawn, bringing checklists and a short trip on foot. Our little parade makes its way toward Mackinaw City Marina, hauling dry bags and life jackets. The sun brightens as we idle out. We turned left and raced toward the Mighty Mac Bridge, slapping wet handprints on the bridge pier, tagging it to signal the start of three unforgettable days.

Our first stop was Cross Village, a gut-check after about 30 miles of riding, but no one was supposed to notice. For newbies, riding through the straits of Mackinaw can be an eye-opening glimpse of the 320 miles to come.

We arrived in Charlevoix for lunch and fuel. Riding the channel two-by-two showed we are polite and an organized group event. People on the walkway above wave, point, and take pictures. A few find us and asked what we’re doing, becoming googly-eyed at the answer, occasionally making a donation.

Thirsty skis and hungry humans well-fed, we headed on to Traverse City. Our amazing Land Support Crew had facilitated our hotel check-in with our luggage is waiting. Other than carrying all that gear, Land Support seems like a nice way to do the Tour—in air-conditioned comfort of a vehicle with an (hopefully) empty double trailer. Land Support tracked everything. Every gallon of gas was recorded, who is where and when, even pizza toppings are documented. It’s why the tour runs so smoothly. Land Support does a lot of heavy lifting, waiting and sometimes, worrying.

“Back when we didn’t have great cell phone or radio coverage, we waited at Leland more than three hours during heavy rain and rough water. Words can’t describe the pit in my stomach while making sandwiches and waiting,” says Jonathan Dennis, Grand Tour Event Organizer and leader of the Land Support crew. “But this is like an anniversary, a reunion. No matter how I feel, I have to do it. I chose Land Support because it takes many pieces to complete a puzzle. I’m grateful to be one of the pieces.”

Day Two begins with us riding 150 miles from Traverse City to Ludington. “When I asked someone for a donation, they told me to have a ‘nice, relaxing vacation’ and I laughed and thought of 2012,” says Mary Lynn Graham. She and husband Jim are veteran tour riders, but were taken aback at the size of Day Two. “I was worried about getting back on my ski if I fell off! But hearing a Leader Dog client talk of their experience makes me glad I keep choosing this challenge,” Jim says.

Just past our first fuel stop at Leland, we started to see massive sand dunes. It’s easy to forget why we are here, and simply enjoy the sights. Sleeping Bear Dunes National Lakeshore runs about 50 miles, almost to Frankfort, our fuel and lunch stop. Soon we are on our way to Ludington, and another overnight.

Land Support awaited us at the dock, ready to help fuel up for Day Three. Roy Saul, Mark Hastings, and Jonathan ran the pumps. Kelly Hastings did the math while Audra Schuessler takes our money.

“I chose Land Support because I don’t have the thrill-seeking need my husband does, but I still get to spend the day with everyone,” said Audra. The Schuessler’s are a Grand Tour family, as Dad “Farmer” Bob and daughters Erin and Liz all ride. “I was looking for an organized ride and it sounded slightly over the top,” Bob said. “The people make Grand Tour special, whether it’s someone new or those we see every year. We all have the same goal in mind. The bonus is we have made great friends.” Even John, the youngest Schuessler, got into it, helping Land Support, and riding with Dad for a while.

Day Three presented 94 miles to conquer, but today our “family reunion” came to a close. After a fuel stop at White Lake, the pace sped up as we see the red lighthouse at the channel to Lake Macatawa, at Holland. We rode side-by-side again, and then came together to ride the last mile together. No one wins Grand Tour, except Leader Dogs and clients.

The Holland Lions Club provided a lunchtime feast as we trailer-up, celebrating with hugs and high fives. Hours later, we were in a banquet room, learning from Leader Dog client Jeff and his dog Gracie; remembering with misty eyes why we were there. Beyond water and weather, vacation days, gathering donations, gas money, fun surprises, packing and unpacking; is the purpose and pride of being a Grand Tour participant.

Join our family: Ride with us, become part of our Land Support Crew, or make a donation to the Grand Tour to Benefit Leader Dogs for the Blind. Next year’s Grand Tour is scheduled for August 6-8, 2015. Plan to be in Holland, Michigan, August 5th at 8am for the ride to Mackinaw City.

And for fun, here are some amazing fast facts: Over 17 years, more than 108,000 water miles and 25,000 land miles. Average of more than 1,000 gallons of watercraft fuel pumped over three days. 8,400 pounds of luggage, coolers, and gear hauled in and out of trucks over three days. Over 17 years, more than 100 people have ridden the Grand Tour, some veterans have ridden every year, every mile. Most important, more than $280,000 raised for Leader Dogs for the Blind.

Additional images courtesy of Thomas Russo

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Video: Jumping Waves on a E85 Turbo Sea-Doo Spark

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Kevin Shaw

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October 27, 2014

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We’ve got a confluence of three very distinct subjects in what could be a very entertaining or disastrous combination; aftermarket performance tuner Crispmods.com got their hands on a 2014 Sea-Doo Spark and thought they’d go a little haywire with the little runabout. Beginning with a 60-horsepower 3-up model with one of the available vinyl decal kit from SCS Unlimited, Crispmods.com proceeded to go nuts.

The first addition to the Spark was converting the 900cc Rotax ACE plant from a mild-mannered 60-horsepower naturally-aspirated 3-cylinder to a heavy-breathing, turbocharged plant. The turbo conversion kit from V-Tech Tuned is no stranger to the pages of The Watercraft Journal, and has shown real results from enthusiasts across the globe. Processing all of that extra boost is a Rotax Racing jet pump.

But the biggest addition to the combination is a special Crispmods’ ECU tune allowing for the use of E85 fuel. Many might cringe at this, but what E85 does is burn cooler, permitting tuners to ramp up the boost levels. While burning corn fuel might dissuade some, engine builders are learning to love the organic fuel for its responsiveness to power-adders, and hopefully this video will help you fence-sitters to change your mind too.

Now, this rearward view of this aptly modded Spark is fun, it did make us cringe every time the PolyTec hull landed a tad too hard. The open ExcoSkel design was never meant to handle a beating like what is being shown, so again, if you’re looking at recreating this combination, remember your 405-pound Spark wasn’t meant to do what you’ve got in mind.

McGraw Service Contracts Offer More Protection Than OE Warranty

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Kevin Shaw

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October 24, 2014

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Sure, when a pair of new Kawasaki JS550s was a few grand you didn’t put much thought into heaving them into the back of your pickup truck and heading down to the lake with a cooler and a couple of friends. But today’s personal watercraft are a lot closer to owning a small boat than a pair of waterscooters, and need to be treated as such.

That’s where a service contract can offer valuable protection. As part of the McGraw Powersports Group, Western Service Contract Corporation is one of the nation’s largest providers of motorcycle and personal watercraft service contracts.

Service contracts provide additional protection on top of the manufacturer’s warranty – for as long (or even longer) than you’ll own your new PWC. That’s right! While the average owner of a new PWC will keep their ski up to snuff for an average of five years, Western offers service contracts lasting up to SEVEN YEARS (84 months)! Longer protection against the expense of a mechanical breakdown.

And this is impressively comprehensive coverage against engine, jet pump, electric, instrumentation, and seals and gasket failure. Basically, if it can go wrong on a watercraft, you’re protected. It’s that stinkin’ simple.

Oh yeah, and since you can’t really go anywhere without your trailer, coverage for that is included too, along with pick-up and delivery service for a covered failure on the water. Yup, our friends at McGraw Powersports have thought of everything (hey, they’ve been doing this for nearly 40 years).

But here’s the kicker: these awesome service contracts are only available through your powersports dealerships. So next time you’re in looking at the latest models, stop by the F&I office to see if they partner with McGraw Powersports. Your dealer can tell you more about service contracts and other available protection like Roadside Assistance.

And The Watercraft Journal has just learned that McGraw Powersports is re-designing its website to include a Dealership Locator – so it will be easier than ever to find a dealer offering this great coverage. Look for the new website later this year.

Yamaha WaveRunners Launches New 2015 Mobile Apps

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Kevin Shaw

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October 23, 2014

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Oh modern technology! Where would we be without you? (Probably talking to people in person or actually on the phone, and the US Postal Service wouldn’t be the dilapidated dinosaur it is today.) With most of us living with heavy duty information processors linked via high speed WiFi in our front pockets, the world’s information has never been so readily accessible.

Understanding how small the world has gotten these days, Yamaha WaveRunners has made learning everything there is to know about their industry-leading personal watercraft and jet boats all that more easy. Now through your smartphone or tablet, you can download Yamaha’s newly launched 2015 mobile apps for iOS and Android platforms.

The new mobile apps allow you to browse hundreds of images of all 2015 products in all color combinations, view all of the countless product features, new innovations and technologies, compare the new Yamaha models to competing brands, watch Yamaha’s high-quality videos, share any number of these items with your friends and family through your preferred social media application, follow Yamaha on Twitter and Facebook, and stay on top of the latest sales promotional offers.

Feel free to download the apps for free by simply clicking any of the links below, with versions specific for each product line, and optimized for all of your devices:

iOS
Yamaha WaveRunners for iPhone
Yamaha Boats for iPhone
Yamaha WaveRunners for iPad
Yamaha Boats for iPad

Android
Yamaha WaveRunners for Droid phone
Yamaha Boats for Droid phone
Yamaha WaveRunners for Droid Tablet
Yamaha Boats for Droid Tablet

DTV Shredder Goes Freeriding With Travis Pastrana, Mark Gomez & Zack Bright (Gallery)

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Kevin Shaw

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October 23, 2014

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Last month, The Watercraft Journal introduced many of you to the wonders of the DTV Shredder, possibly the coolest non-PWC to have graced our digital pages. The DTV Shredder (Dual Tracked Vehicle) is very similar to a traditional standup jet ski with its fixed handlebars but the steering is imputed through a mechanically-articulated board similar to a skateboard or surfboard. Only the acceleration is imputed through a traditional throttle and brake.

Already gaining interest and popularity as yet another grassroots invention of an entrepreneurial inventor, the DTV Shredder recently caught the eye of Nitro Circus’ Travis Pastrana who really wanted to see how the Shredder worked. Welcoming the Shredder crew and few hand-selected motocross and jet ski freeriders to “Pastranaland,” this group of athletes put the machine through the paces.

Of course, as freeriders are wont to do, globe trotter Zack Bright was first to successfully execute a full backflip and land on terra firma with the DTV Shredder. The exploits of these daring doers will likely air on an upcoming episode of “Nitro Circus” – but for now, enjoy some awesome spoiler shots and this note published on the DTV Shredder Facebook page:

Good Morning Shredder Family,

As we move closer to launching in the US through a large distribution chain (We can’t release this information yet, but we are moving towards a launch) we have some exciting news to share with everybody.

Last week we did a 5 day long Shredder shoot with Nitro Circus at Travis Pastrana’s personal playground, Pastranaland. We had 3 of the worlds top freestyle jet skiers Zack Bright, Mark Gomez and Ryan Solomon put the Shredders through it’s paces from right out of the box to racing on Pastrana’s track. We chose to work with Jetski riders because of the similarities in riding style. A standup ski is the closest comparison to riding a Shredder and these guys took to the Shredders like Ducks to Water. After a week of riding, the Shredders are Nitro Circus Approved and ready to be beat on.

We also brought down a souped up version of the Shredder to see what tricks might be possible. We started off in the foam pit but quickly moved to mulch. The pictures speak for themselves, you can do almost any jetski, MotoCross or board tricks on the Shredder and they’re capable of flying through the air.

The bar has now been set and we can’t wait to see what other athletes are able to create.

We’ll be releasing the official video from the event over the coming weeks so stay tuned for the launch.

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Cutting Corners: 2015 Sea-Doo RXP-X 260 (Video)

By

Justin Stannard

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October 22, 2014

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Speechless. Well, more appropriately, wordless.

For several hours following our testing of Sea-Doo’s 2015 RXP-X 260, a blinking cursor and blank screen defied us to find the words to adequately describe the adrenaline-soaked bliss of piloting this untamed beast of a personal watercraft down the Colorado River running along to Lake Havasu, Arizona. Though any attempts to truly capture the thrill of such a ride in words is all but futile, we’ll start with something poignant and eloquent to best describe Sea-Doo’s premier race-bred two-seater: Badass.

Honestly, no other word could come close to feeling the 260-horsepower kick of the supercharged, external intercooled, 1494cc Rotax 4-TEC engine screaming to 70 mph while holding on with white knuckles and gritted teeth after executing the perfect high-speed turn. You’d just have to feel it to truly understand. But, we’ll do our best.

Big changes for 2015 include the brilliant Sunburst Yellow and red hightlights for the RXP-X (and the whole X-Series, for that matter) and the new ball-and-socked DESS lanyard.

Let’s start off with the RXP-X’s unique ergonomics and controls, which are where the X-Series’ exclusive race-inspired features really stand out from the rest of Sea-Doo’s performance lineup. Upon initially nestling into the saddle, riders will experience what Sea-Doo has coined as the Ergolock system – a combination of ergonomic elements designed to increase rider control while minimizing upper body fatigue during tight cornering.

Most noticeable of these elements is the narrow race seat with knee-grabbing bolsters extending up into the “tank” (reminiscent of road racing motorcycles) and angled footwell inserts, which allow a rider to grab the tank with their legs, plant their feet, and really “lock in” for additional control and confidence in tight corners and rough water. A set of highly customizable X-Handlebars with Adjustable Ergonomic Steering (A.E.S.) complete the Ergolock system, offering simple adjustment of handlebar height (tilt), width, and grip/trigger angle to accommodate most any rider.

Sea-Doo X-Steering system continues to offer some of the most adjustable and customizable steering arrangements in a stock PWC.

We fell in love with the comfort and fit of the RXP-X right off the bat. Even our six-foot-one-inch test rider felt comfortable on the bolstered seat during cruising, and raved that the Ergolock system promoted more confidence, control, and general “at-oneness” with the Sea-Doo during tight corners, high speed runs and aggressive maneuvering.

Rounding out the X-Series package are bright, race-inspired graphics and sponsor decals (new for 2015), a unique gauge cluster featuring (among 29 other functions) real-time supercharger boost readings, and rear sponsons that can be adjusted for three levels of traction and lateral stability: Freeride (for a loose, playful feel), Sport, and Race (the lowest and most aggressive setting). Small horizontal winglets on each sponson are said to improve lean angles during turning.

The RXP-X continued its reign over the closed course this year with James Bushell winning a World Championship in Pro Runabout GP and Jean Baptiste Botti another Championship in Pro Runabout Open.

Once on the water, the 2015 RXP-X really showed us what it’s made of. Though riders have the option of three different engine performance modes – including the soft-yet-confident Touring mode, fuel-sipping ECO mode, and hold-onto-your-butts Sport mode – it was difficult to use anything but Sport mode after a single wide-open blast across the lake.

While the 1503 HO Rotax 4-TEC engine falls some fifty-plus horses short of Kawasaki’s 310-horsepower Ultra runabouts, you’d never know it. The instant we clamped down the fly-by-wire (or, Intelligent Throttle Control as Sea-Doo calls it) throttle trigger, the ’P-X leapt forward from standstill with an unbridled ferocity, dealing an immediate kick in the shorts and then pulling and pulling…and pulling. Before we knew it, the nearly 900-pound two-seater was dancing across the smooth water at a GPS speedometer-confirmed 70 mph.

Although the RXP-X offers Touring and ECO modes, we couldn’t tear ourselves away from the iTC’s Sport mode. It’s what this ski was meant for.

A quick programming of the high-performance electronic Variable Trim System (VTS) allowed us to start in the trim-down position for fast planing and acceleration, then give a quick double-tap on the fly to move the jet to a trim-up position for high-speed stability. Conversely, one could opt to set the VTS for a quick transition to trim down in anticipation of hard cornering, as well.

Now, going really fast in a straight line is all good and fun. But where the RXP-X truly shines is in the corners, as it should. To be honest, the 2015 RXP-X is hands-down some of the most fun we’ve ever had on a bone-stock personal watercraft; we’ve tested highly customized race skis that don’t behave this well.

Although the new coloring might be a little too polarizing for some, Sea-Doo is continuing the more conservative black-and-red livery as an optional color combination as well.

What’s great about the 2015 RXP-X is that, when approaching a turn, all that is required of the average rider is to sit down, lock the knees into the tank, turn the handlebars while leaning in, and hold on for dear life. Every time we cranked into a turn at high speed expecting the pump to offload or the tail end to spin out, we were rewarded instead with the Sea-Doo digging its nose into the apex, riding the rails and spitting us out the other end with a fistful of throttle and the whine of the supercharger boosting us back up to speed. With the sponsons lowered to the Sport position, we nearly granted ourselves a surprise ejection on more than one occasion.

With cross wakes and a bit of mid-afternoon wind-induced chop, we had concerns that the agile, closed-course tuning of the RXP-X would prove inadequate when handling chop at top speeds. We can’t say anything for rough seas or churning race conditions, but for mild chop and a mess of boat wakes at 50-plus-mph speeds, Sea-Doo’s deep-V, multi-stage T³ hull and stabilizing trim tabs worked in concert to keep the craft tracking straight and level through it all.

With explosive acceleration and truly exceptional buoy-cutting prowess, the 2015 Sea-Doo RXP-X 260 is, in our opinion, truly badass.

Not once did the watercraft catch an edge and dangerously pull in an opposite direction or behave unpredictably in rough water. This was most surprising (and impressive) to our test rider with extensive experience on Sea-Doo’s venerable GTI hull which, though agile and fantastic overall, lacks rough water stability and can potentially buck unwary riders overboard.

When not destroying the buoy course or sucking its 15.9-gallon fuel capacity on wide-open runs, the RXP-X is mild mannered, brandishing many of the same options as the rest of the higher-end Sea-Doo lineup, including the exclusive iBR (intelligent Brake & Reverse) system, and a new ball-and-socket-style RF DESS (Radio Frequency Digitally Encoded Security System) lanyard key that automatically boots up the watercraft’s systems for quick starts as soon as the key is inserted.

You won’t find conservative colorways, standard retractable mooring cleats or cruise control (though both are an option), or waterproof sound systems with the RXP-X. But, if you want to feel what it’s like to ride a race-ready powerhouse of pure excitement and adrenaline, you’ve come to the right place.

For more information on the 2015 RXP-X 260 and the entire line of new Sea-Doo watercraft click HERE.

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Video: Will You Take PWIA’s Safe Rider Pledge?

By

Kevin Shaw

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October 21, 2014

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You might think that the summer riding season is over, but to many, it’s only the beginning of the fall riding season! That being said, it’s never too late to make the Personal Watercraft Industry Association’s “Safe Rider Pledge.” Taking this pledge certifies that you recognize the need and will always wear a life vest when riding a PWC. You’d be surprised how many people today fail to ride with the proper safety equipment, and the PWIA is looking to put a stop to it.

According to the U.S. Coast Guard, 82-percent of all fatalities by drowning in 2013 were caused by persons not wearing a life jacket. That’s a disturbing number, folks. Besides operating a vehicle intoxicated, drowning due to not wearing a life jacket is one of the easiest to avoid fatalities possible. Keep that in mind the next time you or someone you know decides to pass on wearing a life jacket!

Filling out the PWIA pledge takes only a minute, but it also has the possibility of earning you some awesome gifts, including a $50 Amazon gift card! Sure winning stuff is a great motivator, but really, you should fill this out because you believe in what the PWIA is trying to accomplish. We did, so should you!

Post by Personal Watercraft Industry Association.

Video: RIVA Racing Spins Yamaha SVHO to 9,000RPM, Makes 375HP On Pump Gas

By

Kevin Shaw

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October 21, 2014

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There’s all sorts of junk out there professing to increase horsepower, from fuel additives to air filters. We’re not exactly sure where or how they’re able to substantiate their claims, but there’s no shortage of hucksters promising increased performance if only you’ll fork over your hard-earned cash.

The big difference between those who claim to make power and those who actually do is evidence. RIVA Racing‘s parts make power, and that claim is backed by hours and hours and hours of testing, both on the water and in the dyno room. So when Mark Sheffield from RIVA’s Research & Development department made us wise to a certain dyno session, we were all ears.

The coconut telegraph was already buzzing that Yamaha’s Super Vortex High Output 1,812cc four-cylinder 4-stroke was a power-maker, but to what degree remained somewhat of a trade secret. (We’ve received “unofficial” results that the SVHO in factory trim makes anywhere between 258 and 264 horsepower.)

While impressive, the real question is what is the SVHO capable of. For that, Scheffield has the answer, “Our target RPM with the [RIVA] Stage 2 SVHO kits is 8,300 for the FZ models, and 8,400 for the FX models.” Yet, for this particular test, the RIVA research crew wondered what the SVHO could do at 9,000 RPM…and did so using pump gas!

Scheffield cautioned, “Please keep in mind we DO NOT recommend running this engine package up to 9,000 RPM. Our goal was basically to see what this engine is capable of at high RPM.” Of course, the SVHO required some assistance in getting to 9,000 RPM; the parts that were used on this engine included a RIVA/Vi-Pec V88R3 ECU, a Power Cooler (intercooler) with HKS blow off valve, a RIVA Intake Manifold Upgrade Kit, a RIVA Pro Series SVHO Engine Cooling Kit and Free Flow Exhaust.

But the only internal change to the SVHO engine was RIVA’s Valve Spring Kit (spring retainers) to keep the valves from floating at such high RPMs. Below is the video with the dyno sheet beneath it. Scheffield concluded, “Although we were able to make these dyno pulls on pump gas, RIVA highly recommends using a higher octane fuel if you exceed 8600RPM and 18lbs of boost.”

2015 Pro Watercross Tour Loses Colonial Beach, Virginia Stop

By

Kevin Shaw

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October 20, 2014

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Sorry to start your week with some bad news, but regulars of the Pro Watercross Tour will be sad to learn that fan and racer-favorite, Colonial Beach, Virginia, will be missing from 2015’s National Tour. The location of the Liberty Cup, Colonial Beach has historically played a significant part in the year-long points race, with the shoreline location providing a perfect backdrop as the nation’s best contend for National Championships.

Unfortunately, money was the “driving factor” for the Colonial Beach Chamber of Commerce’s decision to discontinue hosting the Pro Watercross National Tour race. According to an interview with Chamber President Carey Geddes by local outlet The Journal, “during the first three years of the event, the chamber lost roughly $7,000 per year – in 2014, the group lost $9,000.”

“The deciding factor involved reduced contributions from the town by $2,000, NSWC Federal Credit Union pulling their sponsorship and many corporate sponsors cutting their contributions in half. Geddes said those moves left the Chamber with a $7,000 shortfall.”

Geddes concluded, “We took everything into account – the loss of $7,000 in funding, the additional monies that would be required to have the corporate challenge, money to repay damages done to the rental cottage. We couldn’t stack the $7,000 loss on top of the $9,000 lost.”

Recently, the Pro Watercross had started billing the town an additional $1,250 fee, making the Chamber’s contribution for the weekend event $9,000 a year. This next year marked the third in the standing contract with Handler and the Pro Watercross Tour, and the Chamber exercised its option to cancel the deal. According to The Journal, Handler told Geddes that “if the Chamber did not have a decision and a $5,000 check for [Pro Watercross] by October 1, they would move the Liberty Cup portion to Tennessee.”

Of course, that deadline has since passed, and no word has been released regarding announcing a Tennessee venue as the new site for the Liberty Cup. Look to The Watercraft Journal for more updates regarding the Pro Watercross Tour as they come.