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Kevin Shaw: An Ace That You Can Keep

Kevin Shaw
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Kevin Shaw: An Ace That You Can Keep

[All of this was written days before Yamaha effectively “broke the internet” with its retro ’27 WaveBlaster; and for what it’s worth, is all but completely wish fulfillment for guys like me and Greg Gaddis of Greenhulk who’ve been proselyting an industry-wide course correction back to smaller PWC since 2021 – and the others who’ve parroted my talking points since then. Admittedly, it would be impossible to compose this without mentioning the new ‘Blaster, but for this editorial, I’ll remain single-tracked. –K]

I was a kid when Kenny Rogers hit his peak of popularity. The venerable country star had come into the limelight both on his own with hits like “Lucille” and “She Believes in Me,” and in the occasional guest-starring duet like he and Dolly Parton’s “Islands in The Stream.” Quickly thereafter, Rogers appeared in leading man roles like “Lonesome Dove” and “Six Pack,” which all had accompanying hit songs (“Love Will Turn You Around” is a personal favorite). But of course, Rogers earned his place in the annals of country stardom with “The Gambler.”

To those old farts like me who know, the takeaway from the venerable tale of a down-on-his-luck professional gambler passing on his pearls of wisdom to younger player is that one needs to learn that timing is everything and when the occasion arrives, it’s OK to “leave a little on the table.” It’s this turn-of-phrase that has been haunting my thoughts since the recent reveal of the 2027 Sea-Doo Spark X.

Let’s back up. Many of you know that in addition to The Watercraft Journal, a large portion of my day-to-day business is operating Mopar Connection Magazine, a digital publication not unlike this one, but focused on classic and modern Dodge and Plymouth muscle cars. And if you are just as interested in this same topic, you would be equally if not somewhat familiar with the drama concerning Dodge’s ill-fated electric Charger Daytona and the recent Hail Mary pass of the 2027 Dodge Charger Super Bee.

To be completely transparent, the electric Charger was a direct response to crushing fines levied by the previous administration’s EPA against Dodge’s use of supercharged Hemi V8’s. Cancelling the Challenger and converting the Charger to electric was peak sacrilege for us enthusiasts, and was the catalyst for then President of Dodge, Tim Kuniskis to resign from his role. And alas, the electric Charger failed miserably; appealing to few if any, and receiving some of the worst reviews of any car in the past quarter century.

In an effort to right the ship, Kuniskis was lured back from retirement, given the role of CEO of Ram Trucks and an overseer role over Stellantis’ North American brands. Almost immediately, the Charger was fitted with Dodge’s 550-horsepower turbocharged inline-6, the Hurricane. Earlier this month (as of this writing), the Charger Super Bee was revealed with 600-horsepower and significant upgrades to both drivetrain and suspension, making the car a genuine performer both on the street as well as the track. Sounds good, right?

Well, sorta. Enthusiasts begged, pleaded and supplicated Dodge for a V8. Even rumors of a 5.2L (318 cubic inch) V8 were satisfactory enough to appease most Mopar-lovers – even if it wasn’t a Hemi. But no, the Super Bee received a cheekily-branded Hurricane dubbed the “Six Pack.” And while yes, 600-ponies is nothing to sneeze at, and the mid-11 second quarter mile times were legit, the car still lacked a V8, and that was the only damned thing people wanted from Dodge. Was it so stinkin’ hard to just give the people what they’re asking for?

This was the scenario playing in my head as I sat in the media presentation for Sea-Doo earlier this week. There I was staring blankly at a drab bluish-gray and charcoal black 3-up Spark. No unique graphics. No garish 1990’s colors. No MX-style handlebars or bolstered single-seat. No rip snortin’ 1630 spitting out 130-horsepower. The video clip showed two middle-aged women dressing up as pirates and frolicking in the surf. My eyes glazed over. The tiniest of “X”s hid beneath the lower quarter’s “Spark” call-out decals.

“What are you guys afraid of?” I bluntly queried James Heintz is Director of Global Product Strategy for Sea-Doo. James knows me. He knows I lack any sort of filter or semblance of social grace. He smirked, “We had to leave a little on the table.” $#&%!, I thought to myself. He can hear Kenny Rogers talking to me too. Had my inner monologue gotten loud enough for others to hear? James nodded at the large flat screen television displaying a Spark X at speed. “That hull was ready back in 2024. We wanted to time what got rolled out and when.”

I suppose I’m a bit of a Veruca Salt in that regard. (“But I want it now!“) The Spark X features an entirely redesigned hull, but also a heavily redesigned pump stator and venturi for increased thrust and better launches. I erroneously couldn’t see past the lacking 1630 when a completely re-engineered 1-liter 1000 ACE was purposefully developed for this exact machine. Sea-Doo made 110-horsepower the engine’s standard when it was the peak output of the outgoing Spark’s 900 ACE. As James hinted, “there’s a lot left on the table.

For years, I had expected Sea-Doo to lay it all out there, and they had no such plans to do so. “Go all the way or don’t do it at all,” I would preach on YouTube. Well, that’s not what one would call “playing the long game” and that’s what I think Sea-Doo is after here. They want something new to roll out every couple of years. And if a subdued Spark X that’s missing a few bits and pieces at the jump is that strategy, maybe I should trust it. Maybe timing is the key. It’s almost as if the ghost of that old card player continues to whisper in my ear, “Here’s an ace for you to keep…”

Go Get Wet,
Kevin

Vicious Rumors & Vile Gossip: Get Hyped! Kawasaki May Launch The Gnarliest SX-R Ever

Kevin Shaw
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Vicious Rumors & Vile Gossip: Get Hyped! Kawasaki May Launch The Gnarliest SX-R Ever

Amid all of the noise made by Yamaha’s internet-breaking 2027 Wave Blaster reveal as well as that of the Spark X and Spark X Trixx by Sea-Doo (albeit far less industry-shaking), the last remaining manufacturer, Kawasaki has yet to unveil their entries for the new year. Kawasaki is indeed planning some major moves for 2027 – we’ve revealed as much (please see the video attached below). But what we’ve speculated could be paralleled – or even overshadowed – by a very unexpected move.

Firstly, The Watercraft Journal speculated that Kawasaki would be releasing a new entry based upon the current SX-R 160 hull and powertrain; no, not the failed SX-X 160 concept but a new X-2. This new JetSki would be similar in proportions to the newly revealed WaveBlaster given the current SX-R dimensions (104.5-inches long, 30.1-inches wide, 551.3-pounds), and would wield a entirely redesigned deck with fixed steering and a slightly longer single seat with a slight “kick up” at the rear.

The presence of side view mirrors and long seat on a watercraft using a bow-mounted fuel cap was the initial giveaway. Some felt there were other “tells” given the shape and shadows cast upon the ski covers, but all of our inside-industry intel speaks of a singular new unit using “as much of the buffalo as possible” so to speak. [The “buffalo” in question being the current SX-R’s hull, 1.5L powerplant, 6.1-gallon fuel cell and jet drive. – Ed.] And in the parlance of that once great television salesman, Billy Mays, “But wait, there’s more!”

Fans of Kawasaki’s JetSkis noted that there was no SX-R 160 offered for 2026. It simply vanished from dealer order forms and the official website. Some speculated that the lapse was due to existing overstock and wanting to clear inventories. Others wisely noted that in 2024 and throughout 2025, corporate had invested heavily into a pilot racing program producing “four race hulls that were heavily modified in order to meet the Kawasaki standards,” according to Vasilis Moraitis’ JetSkiWorld.gr.

These hulls were piloted by Jimmy Wilson and Jon Phan earning two world titles in different classes. However, Kawasaki inexplicably opted out of issuing any official press release celebrating the achievement. Rather, the uniquely crafted ski later appeared on both Rival PWC as well as Kawasaki of Poland’s official websites as the “Hyperion” – a $45,000 USD custom carbon fiber racecraft requiring a sacrificial SX-R 1500 to offer up its internals. Not exactly what one might think as being “market competitive.”

This odd sequence of events has many believing that in addition to the revitalized X-2, Kawasaki will reveal a far more aggressive second-generation SX-R 4-stroke standup, but in hand-laid fiberglass, not carbon fiber. Moraitis reports that the SX-R “will be equipped with the electronic fly-by-wire throttle as being used on the STX-160X” which is very possible but it leaves one big potential piece of the puzzle still left on the table: the long anticipated marinized application of the naturally-aspirated H2 engine.

OK, technically the “H2” is only available as being supercharged. Rather, we should just say “the DOHC 998cc 4-cylinder.” As it is, the 1-liter produces between 190-to-203 horsepower in the ZX-10R Ninja at 11,000rpm. Fully dressed, the 1-liter comes in at a scant 120-pounds – a a considerable different compared to the 20-year-old 1.5L, which tips the scales at 200-pounds. Detuned and limited to 8,250rpm will have the 998cc producing an estimated 165-horsepower safely at the crank. Not what you’d call working hard.

Calculating with the thrust numbers from a stock pump from the existing SX-R 160, this combination could very well place a skilled standup rider deep within the mid-60’s on pump 91-octane fuel. Heck, such a JetSki would ensure Kawasaki’s dominance of nearly every amateur and professional Ski class worldwide. And frankly, the introduction of the 1-liter 4-stroke could blow open the doors for all Kawasakis having access to the brand’s most power-per-pound powerhouse.

OK, OK so how likely is this? Admittedly, a revised hull is the most probable path forward and the new engine being a little further off on the horizon, but we’ve been happily surprised before. Then again, the 998cc has already been disseminated throughout the superbike, motorcycle and side-by-side lines making PWC just a stone’s throw away. Production may still remain in VK Composites’ lap or be taken “in house” to Kawasaki’s Juárez, Mexico facility. The jury is still out on that one.

Nevertheless, for the seasoned standup rider, a more aggressive, sharper carving SX-R is a dream not unlike Yamaha’s Wave Blaster, and just as attainable. The hard part is already done. The hull has been proven on the race course. The molds have already been made. Even the parts needed to build it are sitting on the shelf. All that is left is the will and the market demand. If you think you’re exactly who this is meant for, get loud. Get loud now. Let Kawasaki know how badly this is needed.

AJSA Macon Championship Shows Watercross Becoming More Than a Race

Jessica Waters
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AJSA Macon Championship Shows Watercross Becoming More Than a Race

The 2026 watercross season is continuing to evolve, and one of the more encouraging developments this year has been the effort to make race weekends about more than simply putting racers on the water.

Across different series and promoters, there’s been a noticeable push toward building actual events—working with host cities, giving racers and their families reasons to stick around, creating things for spectators to do and, perhaps most importantly, recognizing that a successful race weekend should benefit the community hosting it.

That matters.

Watercross has spent a long time being a sport that largely serves the people already inside it. If we want to become a spectator sport, that has to change. A race needs to become an event people want to attend, an event that introduces new fans to the racers, the personalities and eventually the brands that make up the sport.

Macon, Georgia, is a good example of that transition.

AJSA Heads to Macon for Southern Summer Series Championship

The American Jet Sport Association heads to Sandy Beach Park in Macon this weekend, August 28–30, for the Southern Summer Series Championship Weekend.

And while there is plenty of racing on the schedule, AJSA has clearly made an effort to build something bigger around it.

The organization has partnered with Visit Macon, actively encouraging racers, crews and spectators to spend some time experiencing the city rather than simply arriving for the races and leaving when the final checkered flag falls.

That includes promoting Macon’s music history, downtown restaurants and businesses, the Tubman Museum, Ocmulgee Mounds National Historical Park, Lake Tobesofkee and the Ocmulgee River as part of the race-weekend experience.

In other words: the race brings people to Macon, but AJSA is making a point of telling them why they should actually stay in Macon.

That relationship works both ways. The race gets a city invested in promoting the event, while the city gets racers, families and spectators spending money locally and experiencing what it has to offer.

And AJSA has filled out the weekend itself, too.

Friday includes practice from 1:00 to 5:00 p.m., followed by a racer party at Central Georgia Powersports from 5:30 to 7:30. Central Georgia Powersports is providing BBQ and pizza for the racers and opening its showroom for the evening.

Food trucks will be operating throughout Saturday and Sunday, giving spectators and race families another reason to hang around the venue rather than treating the race as an eight-hour block of motos.

Sunday morning even includes a service from Triple Cross Ministries before the racing begins, open to racers, crews, families, spectators and the public.

And once the racing is finished, AJSA will hold its Southern Summer Series Championship Awards Ceremony, with a BBQ dinner catered by Just-A-Smokin.

None of those things replaces the racing. That’s the point.

They make the racing part of a weekend.

On the competition side, Macon is the championship finale for the Southern Summer Series, with a four-moto format scheduled for Saturday and Sunday.

The weekend also features AJSA’s PRO/AM 300 SuperCourse, a hybrid-style format that combines elements of closed-course and endurance racing. Racers will tackle a larger, more technical course in four 20-minute motos—two Saturday and two Sunday—with a $1,000 overall purse.

There is additional money on the line in Pro Ski 1050, with a $2,000 purse, while Freestyle carries a $400 purse.

AJSA is also attempting something new with Sport Spec. Ten registered Sport Spec racers unlock a $1,000 cash purse, with the purse growing by $75 for every racer above the initial ten.

So yes, there is plenty to race for in Macon.

But there is also something else happening here that may ultimately be just as important.

The sport needs to stop thinking of a race as the product.

The event is the product.

The racing is what gives people a reason to come. The racers are what gives them someone to care about. The community, entertainment, food, local businesses and everything surrounding the competition are what can turn a race fan into a spectator—and eventually turn a spectator into someone who follows a racer, buys the brands they use and travels to the next event to see them again.

That’s the transition watercross needs to make.

Macon may not be the finished product.

But it is a pretty good step in the right direction.

Get a Lock On Your Transportation Rigging With Strapinno

Jessica Waters
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Get a Lock On Your Transportation Rigging With Strapinno

 

If you’ve ever used a Strapinno retractable ratchet strap, you probably already appreciate the obvious part — the strap retracts when you’re finished with it, so there’s no loose webbing to wind up and no tangled mess to deal with.

But there’s another little feature that may be easy to overlook.

These things lock.

Strapinno’s retractable ratchet straps use a locking position that keeps the webbing from pulling back out once you’ve set the strap to the desired length. From there, the ratchet handle can be cranked back and forth to tighten the load.

And yes, that sounds like something you would expect from a ratchet strap. But seeing the mechanism in action makes the design a little more interesting.

For Strapinno’s Dual Lock transom straps, the system is designed specifically for securing boats and personal watercraft on trailers. The stainless-steel version uses a 1 7/8-inch-wide, 4-foot polyester webbing strap with a 550-pound Working Load Limit and 1,650-pound breaking strength per strap. The straps also retract back into their housings when released, keeping everything contained when they’re not being used.

The basic operation is straightforward. Pull the webbing out while the handle is in the release position, attach the hook to the desired anchor point, move the handle into the locked position, and then ratchet the strap tight. When it’s time to unload, return the handle to the release position and the webbing retracts back into the housing.

It’s not exactly the sort of feature that demands a 20-minute tutorial.

But sometimes it’s the little details that make a piece of equipment easier to live with.

And apparently, even after looking at these things for a while, there are still features worth discovering.

ShoreDocker Turns Difficult Shores Into Easy Launches

Jessica Waters
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ShoreDocker Turns Difficult Shores Into Easy Launches

The Roll-N-Go PWC ramp offers dry, waterside storage where docks, lifts and trailers may not fit the shoreline—or the way owners ride.

Picture two PWC owners arriving home on the same perfect fall afternoon.

Bob has waterfront property, but that does not necessarily mean he can build a dock. His shoreline did not qualify for one under the rules governing his lake—and even if it had, a permanent dock would have meant plans, permits, expense and a construction crew hauling materials through a carefully maintained yard.

So Bob backs his truck toward the PWC trailer. He is working alone, which means getting out, checking the alignment and trying again. Eventually, the coupler drops onto the ball and he begins the quarter-mile drive to the neighborhood boat ramp.

The distance is short. The route is not. Twelve turns, one pothole-pocked road and 15 minutes later, Bob reaches the ramp—and finds three other riders ahead of him. One is still preparing a ski in the launch lane. Another is trying to get a truck out of the way. The neighbors’ children are swimming beside the launch.

Bob will eventually reach the water. He may even squeeze in 30 minutes of riding before dusk. Then he must perform the entire boat-ramp rumba in reverse.

Sam arrives home at the same time. He changes shoes, grabs his PFD and walks down to the shoreline.

It is not a showroom-perfect path. There are muddy patches, brush and enough uneven ground to explain why no one wants to tow a trailer down it. Carrying the sections of his ShoreDocker Roll-N-Go ramp to the water required some work when he installed it, but that was a seasonal job—not the opening act of every ride.

The water has receded since summer. Nearby, another property owner is wrestling with a tethered floating dock—a heavy wooden platform connected to shore by a gangway and secured with lines to keep it from drifting away. It rises and falls with the lake, but it cannot follow a retreating shoreline on its own. After the latest drawdown, the owner must move the platform farther out, reposition the gangway and secure it all over again.

Sam adjusted his smaller roller-ramp system closer to the water the previous week.

Now he uncovers the PWC, lowers it into the lake and waves to Bob as the truck passes on its way to the launch.

The difference between them is not the distance to the water. It is what each must do to cross the last 30 feet.

Where does your PWC actually live?

PWC buyers spend plenty of time comparing horsepower, hull designs, storage capacity and electronics. Where the machine will live between rides can become an afterthought.

For waterfront owners, however, the property itself may make that decision.

A fixed or floating dock provides access to the water, but it does not necessarily store a PWC above it. A drive-on port or mechanical lift can provide dry storage, although it generally needs a suitable dock, seawall or other structure for support. A trailer removes the PWC from the water and transports it, but it also requires a tow vehicle and a usable route between the storage location and launch.

Then there are the improvised solutions common on lakes throughout the country: wooden floating platforms tethered to shoreline trees, makeshift gangways and ramps assembled to solve the peculiar problems of one piece of property. They may work, but moving them as the water shifts is usually manual labor rather than a design feature.

ShoreDocker’s Roll-N-Go Premium PWC ramp takes a different approach. Its 11-foot aluminum track uses 12 polyurethane rollers and a keel roller to bring the machine completely out of the water at the shoreline. A 1,100-pound winch and 25-foot strap handle retrieval, while the rail width adjusts from 11 to 14 inches.

At $999, it occupies a distinct place between a trailer-dependent routine and construction of permanent waterfront infrastructure.

When the shore makes the decision

The most compelling case for a shore ramp may not be its price. It may be the places where other options simply do not fit.

Some waterfront homes have a paved or graded route all the way to the lake. Many do not. The final stretch may include trees, flower beds, retaining walls, steps, mud, loose rock or a grade no sensible owner would attempt with a truck and trailer.

Even when a tow vehicle could theoretically reach the water, repeatedly driving over the property may create ruts, erosion and a permanent path through land the owner would prefer to leave undisturbed.

A modular ramp can be carried to places a trailer cannot reach. Once installed, it remains at the point of use: no hitching, towing, waiting or backing down a public launch for every ride.

That difference becomes even more important on shorelines where the water itself refuses to remain in one place.

Reservoir levels may change with drought, rainfall, flood-control operations or power generation. Rivers rise and fall. Seasonal drawdowns can expose long stretches of lakebed between a permitted dock location and the new waterline.

Lake Hartwell, a U.S. Army Corps of Engineers reservoir on the Georgia-South Carolina border, offers one example. Its shoreline plan warns that a dock permit does not guarantee continual use during drought, high water or siltation. The Corps even has a term for temporarily relocating docks during low-water periods: “chasing water.”

The details vary from one waterbody to another, but the underlying problem is universal. A waterfront structure is useful only while it can still reach the water.

ShoreDocker offers 30-inch and 8-foot extensions for its PWC ramp. Although its product description also mentions extensions for boats longer than 16 feet—far beyond the length of a production PWC—the more relevant application for PWC owners is extending the track across shallow water or a receding shoreline.

Portability does not mean the system will reposition itself. Moving any ramp across wet, steep or uneven terrain requires planning and physical work. The advantage is that the Roll-N-Go was designed as a modular shore system, rather than as a heavy floating deck that happens to be movable with enough rope, muscle and determination.

Dry storage at the point of use

Leaving a PWC in the water introduces its own maintenance problems. Marine growth, corrosion, fouling and prolonged exposure can add cleaning and maintenance, particularly in salt or brackish environments.

A shore ramp brings the machine completely above the waterline without sending it back to a garage or storage yard after every use. That makes the hull, intake and other components readily accessible for rinsing, inspection and routine maintenance.

It also simplifies the beginning of off-season preparation. The PWC still needs to be winterized according to its manufacturer’s instructions, and the ramp may need to be removed in freezing climates, but the machine is already dry and accessible when that work begins.

While stored outside, the PWC should still be protected from sunlight, precipitation and debris with a properly fitted, breathable cover. Theft protection deserves consideration as well. A marine-grade cable or chain can secure the craft through an approved attachment point to a suitable fixed anchor, while an alarm, camera or concealed GPS tracker can provide additional layers of security.

Those precautions apply to almost any PWC stored outdoors, whether it sits on a trailer, lift, port or shore ramp.

Changing when the work happens

A ShoreDocker ramp does not eliminate every bit of effort involved in owning a PWC. It must be assembled, carried or moved into position, anchored and adjusted as conditions change. Its rollers, winch, strap and hardware need periodic inspection. ShoreDocker recommends removal when freezing temperatures, moving ice, flooding or severe weather could damage or displace the system.

What it can eliminate is repeating the same work every time someone wants to ride.

Instead of connecting the trailer, driving to a launch, waiting in line and reversing the process after every outing, the owner performs much of the physical setup once and leaves the PWC waiting at the water’s edge.

That can change how the machine gets used. A ride no longer needs to justify an hour of preparation and retrieval. Thirty minutes before dinner becomes worth taking. The calm water at sunrise is accessible without waking the neighborhood with a tow vehicle. An unexpectedly beautiful afternoon can become time on the water instead of time in line at the ramp.

The last 30 feet may be rocky, muddy, steep, wooded or constantly changing. For many waterfront PWC owners, those few yards are the most complicated part of reaching the water.

ShoreDocker’s solution is to make them part of the launch.

Proper setup matters. The rollers should remain aligned, clean and free-turning, with the craft supported as the system was designed to carry it. Cracked, seized or unevenly worn rollers should be replaced. Owners uncertain about the support requirements of a particular hull should consult ShoreDocker and the PWC manufacturer or dealer.

The ramp also needs appropriate support and anchoring for the shoreline beneath it. Sand, rock, mud and changing grades each create different installation demands, and local rules may govern equipment placed along a managed or publicly owned shoreline. Portable does not automatically mean permit-exempt; owners should check with the lake, river or shoreline authority before installing any structure beyond their private property line.

IJSBA Announces New Management for World Finals Venue, Proposes Awards Changes

Jessica Waters
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IJSBA Announces New Management for World Finals Venue, Proposes Awards Changes

The 2026 Short Block Technologies World Finals are still headed for Lake Havasu City, but the venue will have a new name when the world’s largest PWC racing event arrives in October.

IJSBA announced Saturday that the property formerly known as Crazy Horse Campgrounds is now Red Rock Waterside, following a change in ownership. The 2026 SBT World Finals will remain at the same location, 1534 Beachcomber Blvd., from October 3 through 11.

According to IJSBA, Red Rock Waterside is an entirely new entity with new ownership, staff and plans for the property. More information about the new hosts and their plans is expected to be released in the coming weeks.

For this year’s World Finals, however, IJSBA is asking racers and attendees to make a good first impression.

The organization emphasized that Red Rock Waterside’s rules and policies will apply to everyone attending the event, including gate and security procedures. IJSBA is also asking the racing community to treat the property with care and avoid unnecessary impact to existing infrastructure as the new owners begin making improvements.

The message is essentially simple: World Finals attendees are guests, and IJSBA wants the new hosts to see the PWC racing community as guests they want to invite back.

“Start spreading the word: The 2026 SBT World Finals are held at Red Rock Waterside,” IJSBA said.

World Finals Awards Schedule May Change

IJSBA also announced another potential change to this year’s World Finals program, asking the racing community for feedback on a proposed new awards schedule.

Rather than holding the first awards ceremony on Friday as in previous years, IJSBA is planning to move it to Thursday. That would leave Friday evening open for attendees to experience Lake Havasu City’s restaurants and nightlife, as well as evening workshops being offered by trade show participants.

The bigger change could come on Sunday.

Lake Havasu City business owner and race director Brian “Bubba” Smith has proposed turning the traditional Sunday awards ceremony into a closing-ceremonies event beneath the London Bridge. The location, in the city’s English Village area, would provide a different setting for the final awards, including the Pro classes, with support from local businesses.

IJSBA says the proposed schedule would result in a few more classes being presented during Sunday’s ceremony while making Thursday’s awards shorter.

The organization is now asking racers and attendees whether they support moving the first awards from Friday to Thursday, and whether those awards should remain at the World Finals venue or also be held at the London Bridge location.

Feedback can be sent directly to IJSBA at [email protected].

With the 2026 SBT World Finals now less than two months away, it appears this year’s event will bring more than a new venue name. IJSBA is also looking to introduce some new ideas to the World Finals program — and is asking the racing community to weigh in before October.

Read the full press releases below:

2026 SBT World Finals Same Place, New Name: Red Rock Waterside

IJSBA is pleased to announce that the venue formerly known as Crazy Horse Campgrounds has new ownership and a new name to go with it!  The 2026 Short Block Technologies World Finals will be held October 3 through 11 at Red Rock Waterside: 1534 Beachcomber Blvd in Lake Havasu City, Arizona.  Red Rock Waterside is an all new entity, all new staff, and all new plans.  They plan some exciting directions for the venue to make it one of the most spectacular places to be anywhere in the city and to become the crown jewel of the island.

We will have more to release about our new hosts and their plans for the future over the next couple of weeks.  In the meantime, there are some things we are asking the PWC Racing Community to take note of.  Red Rock Waterside was part of a rapid mid year transition and all the parties involved graciously have agreed that IJSBA’s existing agreement for 2026 is not a subject of contention.  The racing community, which has been coming to this venue for decades, has been very vocal in the last couple of years about wanting to see upgrades to grounds where we hold the largest watercraft event in the world.  Red Rock Waterside plans to make exactly those upgrades.  This, of course, will not happen overnight.

Please spread the word so that everyone can come to the SBT World Finals, this year, with their “A Game.”  The ownership and staff are all completely new from gate security all the way to executive management.  This means attendees are making first impressions and we want these impressions to be great ones to forge a relationship going forward.  It would be difficult to get this much space and infrastructure, and especially, as much waterfront anywhere in Lake Havasu City for as much time as necessary to operate an event of the scale of World Finals.  We would like to be invited back.  Help us help you by ensuring the following standards are met:

  1. Please be prepared to give full and complete respect to the Red Rock Waterside staff especially the gate and security crews who will be encountering us and the way we operate for the first time ever and have no understanding, nor should they, of how “it used to be done.”  They will have rules, policies, and best practices in place designed to ensure the safety of their guests and staff and to ensure a peaceful environment for everyone staying there.  Their rules are our rules and it does not matter who you are with, who is at the race site waiting for you, or anything like that- we will follow all rules as we are guests.  We understand that by the time you get to World Finals, you have spent a lot of money, time is short, stakes are high, and there is a sense of urgency many times of the day.  Regardless, we must have the decorum and professionalism that showcases the caliber of persons in our sport and shows the respect and stewardship expected of guests.
  2. As we are guests of this property, we are expected to care for it and mitigate our impact to the degree we would expect if others were guests of ours.  Please avoid taking on a thought that says “they are redoing this property anyway so it is ok to be a little rough since they are going to rebuild it.”   We will be evaluated for future opportunities based on our impact on the park.  Being mindful of cement pads, water pipes and spigots, and other infrastructure that may be aging as this helps reduce the need for repairs during the event.  The less impact we bring, the more likely we are to be invited to be guests in the future.  This is especially the case if major investment is put into the grounds.  If you want to race in a world class venue then we you need to demonstrate you will bring world class stewardship.
  3. Be a problem solver not a problem maker.  Credentials and passes are always required.  There will be a lot of learning this year.  If a Red Rock Waterside staff is unsure about a protocol then lets show them we are patient until it gets worked out and that their staff are our guides and the gatekeepers for the rules as well as the information gatherers about whether we are worthy of inviting back.  If there is an obstacle then work with their parameters and expectations until we overcome the obstacle and get things resolved.  Please spread the word that we are going to show our new hosts that we are the greatest, most friendly people who set the gold standard for meeting expectations of respect.
  4. Most of all, start spreading the word: The 2026 SBT World Finals are held at Red Rock Waterside.  Please use this name when referring to the event.

Thanks to everyone for sharing this message and we will see you all in less than two months!!!!

IJSBA Announces SBT World Finals Closing Ceremonies And Adjustments To Awards Ceremony Schedule

The 2026 Short Block Technologies World Finals are just around the corner, happening October 3-11 at Red Rock Waterside* in Lake Havasu City, Arizona.   Normally, we have two awards ceremonies which take place on Friday and Sunday and cover all completed classes.  Lake Havasu City local business owner and race director, Brian “Bubba” Smith came up with some really good ideas for the 2026 SBT World Finals/Second Round WGP1 Word Series that IJSBA intends to implement.

First, he has conceived reimagining the Sunday final awards as a closing ceremonies event which takes place under the London Bridge.  For those of you who are new to this, there is a whole English Village there wish restaurants and other attractions.  This creates a very special display and gathering for all of the award recipients for the final classes including the Pro Classes.  This has the support of many local businesses which Bubba has orchestrated to make a new concept of how the final awards are presented.

Second, IJSBA is planning to hold the first awards on Thursday instead of the traditional Friday.  This will add a couple of classes to the Sunday awards but will make the Thursday awards a bit shorter.  Moreso, this will allow attendees to enjoy a Friday night to experience the Lake Havasu nightlight and dining scene as well as some of the evening workshops that will be held from trade show participants.  Normally, there are no free evenings due to awards being on Friday, the Freestyle Night Show being on Saturday and awards being on Sunday.

A lot of changes will be coming to World Finals along with new faces taking up leadership roles for segments of the event.  New ideas are needed and we believe this is an exciting and welcomed change to the World Finas program.

So, we are asking you to comment on whether you support moving the Friday awards to Thursday and whether you believe it is best to have these awards at the venue or at the location under the bridge where the Sunday closing ceremonies and awards will be held.  Please share your opinion by emailing IJSBA at [email protected].  We look forward to seeing you in less than sixty days.

*used to be Crazy Horse.  Same location and new name!!!

IHRA and Great Lakes Watercross Head Into a Busy Late-Summer Stretch

Jessica Waters
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IHRA and Great Lakes Watercross Head Into a Busy Late-Summer Stretch
Troy Fisher Photography

Today we’re focusing on IHRA and Great Lakes Watercross — but first, a note on IHRA itself.

After weeks of confusion, rumors and questions swirling around the organization as a whole — including its struggles across its other divisions, from cars to powerboats and beyond — we’re going to bring the focus back to watercraft and, more importantly, the races that are actually on the calendar.

Because at its core, that’s the whole point of PWC racing.

You need a venue, a starting line, some organization, and a few attaboys for doing well. Whether that attaboy is a pat on the back, a trophy or a share of an $8,000 purse, the basic idea is the same.

Everything beyond that is details.

And while details matter, boats on the water matter more.

So let’s get to the racing.

Great Lakes Watercross Heads to Manitowoc for Championship Weekend

Before we get to the IHRA-sanctioned Battle of Williamsburg or the inaugural IHRA World Cup in Lake Havasu, there’s a championship to settle.

Great Lakes Watercross heads to Manitowoc, Wisconsin, this weekend for its 2026 Championship Weekend, with the season finale taking place August 22–23 at Red Arrow Park on the shores of Lake Michigan.

The Manitowoc event represents the conclusion of the 2026 Great Lakes Watercross series, bringing the season’s final championship battles to the Wisconsin waterfront.

For anyone making the trip, there’s plenty to do when the racing isn’t happening.

Manitowoc’s Wisconsin Maritime Museum offers a look at Great Lakes maritime history and the opportunity to tour the USS Cobia, while the historic S.S. Badger can be seen making its way in and out of the harbor. Lincoln Park Zoo provides a free family-friendly stop, and the seven-mile Mariners Trail connects Manitowoc and Two Rivers along the Lake Michigan shoreline.

And then there’s Cedar Crest Ice Cream.

The company’s factory and parlor are located right in Manitowoc, making a stop to see Bernice the Big Cow — and sample some of the factory’s rotating flavors — a pretty appropriate way to celebrate a championship weekend.

But while Manitowoc settles the Great Lakes Watercross championship, GLWC isn’t quite done with 2026.

The organization will be back on the road a couple of weeks later for an event that has become something considerably bigger than a typical regional race.

The Battle of Williamsburg

Last year, Great Lakes Watercross announced that it would take its racing outside the Great Lakes region in 2026, partnering with the City of Williamsburg, Virginia, to create the Battle at Williamsburg at Jamestown Beach.

What began as a GLWC event has since evolved into a much broader collaboration.

The event is scheduled for September 4–6 at Jamestown Beach Event Park, just minutes from Busch Gardens Williamsburg. In addition to racing, the event will also feature vendor areas, food and merchandise, family activities and, naturally, plenty of opportunities to turn a race weekend into a Labor Day vacation.

The timing also puts Williamsburg in an interesting position on the racing calendar.

The Great Lakes Watercross championship will already have been decided in Manitowoc, but GLWC racers still have another opportunity to compete against a national field.

And IHRA, which serves as the sanctioning body for the Battle of Williamsburg, is getting ready for its next major event.

A little more than a week after Williamsburg, IHRA heads west.

IHRA World Cup Comes to Lake Havasu

From Williamsburg, the racing heads to one of the most recognizable names in personal watercraft — Lake Havasu City, Arizona.

The inaugural Monster Energy IHRA World Cup is scheduled for September 15–20 at Lake Havasu State Park, bringing competitors from across the United States and multiple countries together for what IHRA is positioning as a major international event.

The scale of the event is considerably different from a traditional race weekend.

IHRA has announced a guaranteed $80,000 racer payout, with every class eligible for prize money, awards and additional prizes. That includes the professional divisions, but also amateur, junior, veteran and vintage competitors.

That’s worth noting.

The World Cup isn’t being positioned as an event exclusively for the biggest names or fastest machines. IHRA is making a point of emphasizing that every racer and every class has a chance to leave Havasu with something to show for the trip.

The racing schedule begins with tech inspection and practice on September 15, with amateur racing beginning Wednesday, September 16. The professional classes will be added to the schedule as the week progresses, with IHRA planning to release the complete daily schedule on August 25.

The competition will include Closed Course, Endurance and Freestyle disciplines, along with amateur, veteran and professional divisions.

But the World Cup is being built as more than a race.

Monster Energy will have an on-site activation and sampling presence, while the Fan Zone and Vendor Village will feature a wide range of personal watercraft and action-sports brands. Traxxas will bring its sales semi and an RC test track to the pits, and Freestyle Motocross demonstrations are scheduled for Saturday and Sunday.

There’s also a Monster Energy Pit Party, live entertainment and a Sunday night awards banquet at London Bridge Resort, followed by an official after-party at Kokomo’s that will include a freestyle show in the pool.

For racers, registration is already open, and IHRA has also been pushing information for newcomers who may not be familiar with the class structure. The organization has published its rulebook and class specifications, while racers who need camping can choose from full-hookup RV sites, cabins and tent camping through Arizona State Parks. Racers without a need for hookups can also camp directly in the pit area.

The complete daily race schedule is expected August 25.

For Great Lakes Watercross and IHRA, the next few weeks represent a particularly busy stretch on the calendar.

Great Lakes Watercross will crown its 2026 champions in Manitowoc this weekend, followed by the Battle of Williamsburg over Labor Day weekend. IHRA then takes the show west to Lake Havasu for its inaugural World Cup.

And after that, IHRA takes the show to Lake Havasu for an entirely new kind of event — one with international competitors, a substantial guaranteed purse and an ambitious entertainment lineup built around the racing.

For all the noise surrounding sanctioning organizations, schedules and championships, that’s ultimately the part worth watching.

The boats are going to be on the water.

Video: FuelTech Shows FTManager Users What to Expect From Vision

Jessica Waters
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Video: FuelTech Shows FTManager Users What to Expect From Vision
New Vision software interface

On July 16, we covered FuelTech‘s release of its new Vision Software 2.24 – which was made available as a free download for FT700 users. Now, as the PWC world settles into the new software, some users may have a pretty reasonable question: “Am I even going to know what I’m looking at?”

FuelTech recently posted a video aimed directly at those users.

FTManager software interface

The video walks through the similarities between the previous FTManager software and the new Vision FT software, showing where many of the familiar functions can be found in the new interface.

For anyone accustomed to FTManager, the basic organization should look surprisingly familiar. Fuel and ignition tables are still there, along with other functions, sensor calibrations and engine settings. Fuel maps, closed-loop fuel control and other compensations carry over as well, while functions such as idle control remain in the new software.

FuelTech’s video shows that while the interface has changed, the tools themselves haven’t suddenly disappeared.

The point of the video isn’t to teach you how to tune an engine. Instead, it’s a quick tour designed to answer a more basic question for existing FTManager users: Where did everything go?

If you’ve been putting off the move to Vision because the new interface looks unfamiliar, FuelTech’s latest walkthrough may make the transition seem considerably less intimidating.

You can watch the full video below, and you can also revisit our original coverage of the Vision software release from July 16.

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Gallery: Introducing the 2027 Sea-Doo Lineup

Kevin Shaw
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Gallery: Introducing the 2027 Sea-Doo Lineup

Brand strategy is the name of the game for Sea-Doo in 2027 and the moves make far greater sense when viewed at a 30,000-foot altitude. Simultaneously, there are changes made here that will speak to a potential future far beyond that of what can be presently observed to the lay reader. But first, let’s give a little context:

Personal watercraft sales are currently in a precipitous decline since 2023, which recorded – per the NMMA’s reporting – a peak new unit sales of roughly 84,000 machines. This number in itself is questionable given that it includes a large portion of delayed and incomplete production units postponed due to supply chain constraints throughout 2022, which recorded a total of 71,700 new unit sales (down 12% from 2021).

Nevertheless, sales across North America (and globally) have continued to slide downward towards a projected 56,700 total for 2026. Not what one would call “good news.” Yet, not all is lost. Powersports always has its enthusiast core to rely upon and 2023 welcomed several exciting offerings that spiked faltering sales; including the introduction of Sea-Doo’s wicked 325 ACE engine for 2024 that certainly spiked people’s interests.

To say that big horsepower numbers “brings all of the boys to the yard” is an understatement. Bragging rights is the butter to this hobby’s bread, and it seems that no matter the economic landscape, a significant bump in power output inevitably pumps up sales like throwing a chunk of magnesium into an open campfire. And yes, that is precisely what Sea-Doo is planning for 2027.

Not only is the venerable supercharged ACE 1630 being cranked up to an almost unfathomable 350-production-horsepower, but BRP is rolling out an entirely new 1-liter ACE engine for the entire Spark family – along with a completely resculpted hull and redesigned jet pump; new pumps (mainly stators and venturis), ride plates and intake grates for some of if not the entire fleet.

Sea-Doo is pulling out all of the stops in an effort to flood the market with better accelerating, harder-hitting and frankly, far more thrilling watercraft than seen in the last decade.

Where to Begin? How About The Wrong Foot
Predictions are tough to make – at least if you want to be taken seriously. We had hard confirmation of a new Polytech hull. We also knew that 1. Dealers were told that all of the 325 models needed to be sold ASAP; and 2. That the ST3 hull was due to be replaced both because of BRP’s seemingly predictable 9-year cycle and secondly, due to its growing number of warranty claims (albeit many are due to older units being abused by 2nd and 3rd generation owners).

So when Joshua Dowling of Watercraft Zone announced that the 325 would be usurped by a fantastical 350-horsepower ACE, we readily shot that notion down. Alas, his sources proved correct and we’re gladly dining on a hefty slice of humble pie. Credit where credit is due. The power bump is built upon no whim either. Rather, Rotax had this goal in mind from the jump but opted to ease into the king’s throne rather than storm it. Well, if you can call a 0-to-60mph time of 3.1-seconds “easing into it.”

Internally, the 350 ACE receives an improved connecting rod with beefier rod bolts. A revised compressor wheel – increasing in diameter from 72.5mm to 75.5mm – ups both air volume and boost output, not unlike some current aftermarket wheels have done.

Consequently, some ECU tuning has been made to properly calibrate the ACE’s efficacy and up the max revolutions to a dizzying 8,500rpm. Externally, nothing has changed (well, except for the GTX Limited, which did have IDF and no longer does.) The compressor housing remains the same as do all other engine components – gone is the 325. Now is the day of the 350.

Now with the new 350-ponies, here are some better means to use it; namely, a redesigned stator with repitched vanes for reduced cavitation and increased thrust (no official thrust output numbers have been released); a redesigned ride plate that pitches the nose upward and a redesigned intake grate for improved traction and pump ingestion. Horsepower doesn’t mean much if you can’t put it to the asphalt, and this new pump arrangement will do that in the water.

Initial word is that the new stator will be carried throughout the entire Sea-Doo lineup but will retain the same impeller housing meaning no change to the wear ring or pump diameter itself. Simultaneously, the new ride plate is expected to be applied to all ST3-based machines (confirmation pending). We’re still waiting to hear back regarding which machines get the new intake grate, whether it’s only the 350 ACE models or all ST3-hulled machines. Hang tight on that one.

Building Upon a Legacy
Heralding the launch of the new 350 ACE, Sea-Doo partnered with the Senna estate to develop an exclusive one-year-only RXP-X Senna 350, honoring the legacy and values of the three-time Formula 1 world champion Ayrton Senna and featuring the all-new 350 hp engine. The limited-edition RXP-X Senna 350 will only see 1,991 units produced and sold worldwide. Sea-Doo inexplicably failed to mark each unit with a unique serial number; rather, each gets a plaque on the dashpad, reading “1 of 1991.” If you want to know which of the 1,991 RXP-X’s that you got, you’ll have to check the HIN number.

Senna edition RXP-X’s come in a halting Racing Yellow and Amazon Green livery with hand-painted fairings featuring large black “350” callouts. Details abound with Ayrton Senna signatures on the rear mat and dashpad-mounted plaque; a large “Senna” logo on the rear boarding deck; and Senna’s F1 championship years sprinkled throughout the ski.

All Senna editions come with Sea-Doo’s most premium DSP sound package, 10.25” full color dashboard, additional rear passenger seat and a signature ski cover. Although uniquely crafted for the super fan, the Senna-edition is no faster or better performing than the standard issue RXP-X 350.

To many unfamiliar with Formula One racing, the co-branding of this Sea-Doo and a legacy race car driver who died in 1994 might be a curiosity but trust us when we say the strategy is sound. Senna is a legend globally and to local Brazilians, a hometown hero. Together, this package has all of the signs of an aggressive effort to dominate the burgeoning marketplace and capture the hearts and minds of Brazilian consumers.

Just So Damn Overdue
We had publicly bemoaned Sea-Doo’s almost incompetent unveiling of the redesigned 2024 Spark. Buried deep below the 325 ACE reveal, the decade-old Spark – the very same unit that saved Sea-Doo in 2014 and altered the course of PWC for years to come – was scarcely ballyhooed at the model year press release. Smooth and seemingly staid in muted tones, the new Spark felt like an afterthought to many who rightly envisioned its true worth.

As it turned out, Sea-Doo’s engineers had similar sentiments and had changes and improvements hidden in the wings that brand strategists kept at bay. Of those were the fabled “Spark X” that will finally see the light of day. In late 2022, we were made aware of a prototype sporting a 130-horsepower 1630, but the engine’s increased weight proved discouraging to the Spark’s goal of remaining lightweight. (Yet felt it necessary to add IDF to the X, ironically.)

Instead, the Spark X capitalizes on Rotax’s newly redesigned 1000 ACE 3-cylinder. While maintaining nearly indistinguishable external features from its 899cc predecessor, the 1-liter enjoys a cornucopia of improvements: static cylinder compression is upped to a staggering 12.5:1; a wholly redesigned cylinder head provides superior quench, hotter combustion, increased intake ports, better exhaust scavenging, under piston oiling, a redesigned intake manifold and superior oil windage – all adding up to a 110-horsepower output.

Rotax assures that there’s still “plenty left on the table” for the new 1000 ACE, so don’t think this is the “bleeding edge” for the new motor. Future Spark X’s pushing the envelope further are on the horizon. As the new powerplant replaces the outgoing 900 ACE, all standard Sparks will receive the new engine with the same 60 and 90 horsepower outputs. As the X reaches speeds of 55mph at 8500rpm, lesser equipped Sparks will continue to perform around 48-49mph at slightly over 7250rpm (that’s an increase of 15% total top speed over the previous generation).

A completely redesigned pump introduces the consumable plastic wear ring to the Spark for the first time; repitched vanes for the stator and a venturi with cast-in vanes are new as well. And yes, all Sparks will receive this setup. Of course, the big surprise was a wholly redesigned Polytech hull. Realigned lifting strakes, an increased bowline and a rounder outside chine not only allows for quicker acceleration and better top speed, but a more aggressive inside lean in corners and all of this while maintaining its playfulness and agility.

Speaking of which, Sea-Doo has also “plussed” the popular Trixx by making it a tier above the X; namely, all Spark Trixx units will be made standard with the 110-horsepower tune, regardless if it’s sold as a 1-up or 3-up Trixx.

Although a bit of a missed opportunity, the Spark X comes foolishly in either 2- or 3-up configurations leaving a sporty single-seat off of the table. Likewise, it’s only available in a drab blue and charcoal black colorway. Not exactly the kind of eye-catching style that first put the Spark in the limelight.

Yet seemingly intentional, Sea-Doo offers the Trixx in Blue Mist and Coral Red (as well as last year’s Gulfstream Blue and Orange Crush) to better lure in enthusiasts seeking more fanciful colors. But what is significant about these colorations is the advent of colored Polytech. Yes! It is indeed possible for Sea-Doo to produce polymer panels in brilliant colors. This not only opens the door for future applications and color combinations but for colored hulls, effectively removing a common complaint from the table.

Every Base is Covered
And with that, the core of the 2027 lineup is complete. Again, all units both great and small enjoy improvements to the pump stator as others gain that and a reshaped ride plate. As of this writing, official domestic MSRP pricing for the Spark X starts at $10,849 (2-up) and Spark X Trixx begins as a 1-up for $11,549. The bare-bones Spark (2-up) starts at $7,099. The base GTI is priced at $12,299 as the GTI SE starts at $13,499. The base 170HP GTX comes in at $18,149 and peaks with the GTX Limited 350 at $23,849. The Explorer Pro starts at $20,449. The base Wake is priced at $15,949 while the Wake Pro carried a price tag of $20,149.

The Fish Pro Sport is $18,449 while the Fish Pro Trophy costs $22,949. (Notice that the Scout is no longer available. Poor guy, we kinda liked him.) The 2027 GTR is $15,999 while the GTR-X 300 is $20,099. The RXT-X 350 fetches $23,599 while the RXP-X 350 will cost you another $100 at $22,699. No word yet on the Senna Edition RXP-X save that out of a total 1991 units to be built, 500 are en route to Brazil as of this writing and another 100 to Australia.

And as for colorways, here’s what’s new: Spark X is sold in Deep Black and Blue Mist as the Trixx is sold Blue Mist and Coral Blast. Of course, the RXP-X 350 Senna Edition is only available in Racing Yellow and Amazon Green. As for both the RXP-X 350 and RXT-X 350 your options are Solar Orange or Gulfstream Blue. The top tier GTX Limited 350 gains a fetching Mineral Blue along with its Pearl White option; and by the grace of the good and holy God above, Sea-Doo ditched the heinous “Sand” coloring on the Wake models for Manta Green and Teal Blue.

RIVA Adds New Bolt Tee Colors

Jessica Waters
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RIVA Adds New Bolt Tee Colors

RIVA has added a couple of new color combinations to its popular Bolt Tee, giving riders a few more ways to show off the company’s Full Speed lightning-bolt look.

The men’s Bolt Tee is now available in Black/Yellow on Green and Blue/Green on Black, joining the existing Black/Gray colorway. The shirts are made from 100% cotton and are designed for everyday comfort and durability. They’re priced at $24.95 and are available in sizes S through 2X, although not every size is currently available in every color.

RIVA also offers a women’s fitted version of the Bolt Tee in Pink/Yellow on Blue, Black/Gray, and Blue/Yellow on Mauve. The women’s shirts are also 100% cotton, priced at $24.95, and available in sizes S through 2X, with availability varying by color.

If you like the Bolt design, RIVA has another option to complete the look with the Hydro OG Hat. The five-panel snapback features the RIVA logo and is available in Stone, Navy, Blue/Gray, Gator, and Olive Green.

The Bolt Tee and other RIVA apparel are available through the RIVA website.

 

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