There’s nothing like screaming across the water on a lighting fast supercharged personal watercraft. The power, speed and agility of these muscle machines is unrivaled by their naturally aspirated counterparts. Purchasing a supercharged ski opens up a new world of possibilities, but also presents many challenges for veteran and first-time buyers alike.
Dealerships are eager to make a sale, and aren’t always upfront about the true ownership costs of today’s high-powered supercharged skis. Supercharged offerings from all three major brands boast competitive horsepower, displacement and capacity, but also differ in key ways. What all supercharged skis have in common is the need for high-quality, high-octane premium gasoline.
There is no secret shortcut when it comes to fueling up a supercharged PWC. The Kawasaki Ultra 310 requires a minimum AKI octane rating of 90, while the Yamaha 1.8L SVHO engine and the Sea-Doo/Rotax 1630 ACE 300 engine require a minimum AKI rating of 91. According to AAA, the national average cost of premium fuel (as of this writing) was $5.64 per gallon, meaning it would cost $119 to fuel up the new 21.1-gallon gas tank found on the 2022 Kawasaki Ultra 310.
When you own a supercharged ski, you must learn to plan ahead. Many marinas and remote fueling stations lack premium fuel. That means you must carefully plan your route, and either bring your own auxiliary gas tank (like the Long Hauler Auxiliary Fuel System) or limit your distance accordingly. A rule of thumb is to consume a third of your fuel on the way to your destination, a third on the way back, and keep a final third as a reserve in the event of an emergency.
If you plan to ride at slower speeds for longer distances and don’t want to deal with the issue of sourcing premium fuel, a naturally aspirated ski is your best bet. While octane boosting fuel additives are available from a variety of major brands, it is always best to utilize fresh premium gas from the pump whenever possible. This author owns both a naturally aspirated and supercharged ski, which allows for an endless combination of possibilities.
Sometimes situations arise where there is nothing but lower octane fuel available. While not always ideal, octane boosting additives can raise gasoline’s AKI rating by 1-2 points, thereby protecting your high-performance ski from detonation and knocking. Choose a product that contains MMT, a chemical that has been used in the United States for decades to boost octane levels in gasoline.
Another thing that all supercharged skis have in common is a hefty price tag. The current state of affairs in the global economy and supply chain has driven acquisition costs to new heights. Be prepared to spend upwards of $24,000 out the door without a trailer. You are looking at base MSRP plus tax, title, registration, document/dealer fees, freight, preparation, and destination, not to mention material/commodity surcharge fees.
Flagship offerings from all three major brands are priced competitively. The 2022 Yamaha FX SVHO Limited is priced at $19,099, while the Kawasaki Ultra 310LX has the highest base price of $19,999. The 2022 Sea-Doo GTX Limited 300 is the most affordable option, with a base MSRP of at $18,299. High or equally-equipped naturally aspirated skis cost (on average) about $5,000 less than their supercharged brethren.
Besides increased fuel costs, supercharged skis typically require more maintenance and upkeep than naturally aspirated ones. The Kawasaki Ultra 310, for example, requires supercharger drive belts and tensioner pulleys as regular maintenance items. Many Sea-Doo models (pre-ACE 300) require their superchargers to be rebuilt every 100 – 200 hours, while Yamaha superchargers have been known to require regular clutch replacements.
If a supercharger fails due to a worn bearing, shaft, clutch, or impeller, it could cause further damage to your engine. That is why all scheduled and preventative maintenance, along with regular pre and post-ride checks of all components are necessary. If you feel overwhelmed by the level of attention that supercharged skis require, you are better off sticking to naturally aspirated offerings.
Since supercharged skis include many additional components not found on naturally aspirated skis, maintaining and servicing these components can translate into to an increased maintenance cost over time. Ensure that you are prepared to assume financial responsibility for the higher costs of maintaining a supercharged ski before making a purchase.
If you are not mechanically inclined or simply don’t have the time to perform your own service and repairs, you might want to consider purchasing an extended warranty. This will give you peace of mind that your ski’s critical components will be protected from premature failure or defects in craftsmanship.
The sheer thrill of a supercharged ski makes most riders look right past the increased maintenance and ownership costs. If you don’t have a need for face numbing power and acceleration, you will be perfectly happy on a more affordable naturally aspirated ski. Consider what you want to get out of your ski and make a purchase that fits both your riding style and budget.
It’s that time of year when everyone is getting their jet skis prepped and ready for summer. Greenhulk Performance Parts has a good selection of oil change kits and other oil change related products to keep your personal watercraft maintained and operating smoothly.
The Hydro-Turf Oil Extractor makes it easy to change the oil on your 4-stroke PWC, sport boat, and other recreational vehicles. It holds 6 liters of fluid, and the container has a handle for easy transport.
Two XPS 4T 5W-40 Synthetic Blend Oil Change Kits are on offer. One of them is for the ROTAX 1500 CC or more engine and the other is for the ROTAX 900 ACE engine. Both include oil, filter, O-rings, and washer. They have everything you need to save time and money. Sea-Doo XPS 4T 5W-40 Synthetic Jet Pump Oil and regular XPS Jet Pump Oil are available as well.
Both come in 6-ounce sizes. If you only need to restock your oil, they have a warm weather synthetic blend for any BRP vehicle with a 4-stroke engine. Sea-Doo has a new 4-stroke summer grade recommended for all supercharged and non-supercharged engines.
For the Yamaha WaveRunner rider, a couple of Yamalube Watercraft Oil change kits are available. One kit is for 4-cylinder 1.8L only engines and the other is for non-1.8L engines. The kits include four and three quarts of oil respectively, Genuine Yamaha oil filter, and the necessary drain gasket.
And do not forget to use coupon code “greenhulk” at checkout to save 10% off of your purchase. Greenhulk Performance Parts reminds us that they cannot ship oil or liquids of any kind overseas.
There are some certain safety items that are required to have by the United States Coast Guard and most local water law-enforcement. The number one thing you must have is a life preserver (life jacket). This by far is the most important thing while riding. If you want some more information about life preservers check out this full length video from The Watercraft Journal.
It is also required to keep a fire extinguisher, tow rope, signaling device (typically this can be a whistle), and the key to the watercraft, which is also your engine cut-off lanyard. This is the bare minimum needed to get out on the water. However, here at The Watercraft Journal we encourage you to keep a few more things that can make a ride easier and more enjoyable.
Some other things you might want to consider is an anchor and anchor line/rope (along with docking lines and a tow rope in case you must rescue somebody). We have found that Sand Docker Anchors makes one of the best and easiest-to-use anchors on the market today. If you’re interested in purchasing one, use the discount code “pwcjournal” on their website for 10-percent off.
Sun protection is a very important when out on the water. Frankly, two of the most important things you can bring with you are eye protection and sunscreen. Eye protection will not only keep bugs and water out, but it can reduce the strain on the eyes from the reflection of the water. Windrider, a longtime supporter of WCJ has an excellent selection of sun protection apparel everything from shirts, hats, and so much more.
Our favorite product from them are their sunglasses because they not only have a great fit but they also float and are not bulky like other floating sunglasses on the market. Some other things to consider are a dry bag. Also, it is good to keep a waterproof floating box to store things such as your cell phone keys and wallet along with your boating license if required by your state.
Another item is a quality first aid kit. Now a full-blown paramedic kit may not be necessary but a general first aid/survival kit (in a waterproof box or container) is a good idea to consider. These can be found at any sporting goods store. The one shown in the picture is a simple first aid kit but will save your ride by making you comfortable in the event you have to use it.
For those that ride in saltwater flushing is a “must.” Like what is shown above in the photo, items such as a flush connection, a salt solvent/flush, the mixing bottle, a garden hose and a 5-gallon bucket. Obviously, you won’t be keeping these in your watercraft, but you may want to consider stowing in a trailer storage box.
Now this is just an overview of some of the things to keep. From this list the rider can subtract add and modify depending on the machine you own and type of riding they do. Somethings not mentioned above are things like fenders, food and water. (That is, depending on the length of ride.) Tool kit in case of a minor mechanical failure. Especially on those longer rides and offshore. A personal locating device, dye packs. Attached below will be videos from the watercraft journal that give move detail about different things you can bring depending on your machine and your riding style.
A quote from screenwriter C. Robert Cargill seems sadly poignant: “Not all destinies are fair […] We get the lives we choose, even when we don’t.” The world of professional personal watercraft racing was rocked Saturday night as word spread that Eric “The Eagle” Francis had passed away tragically during the MG (Marie-Galante) Race in Saint-Louis, Guadeloupe earlier that day.
After confirming the news, WCJ issued the following statement: “All of us at The Watercraft Journal are heartsick to learn of the passing of world champion racer, Eric “The Eagle” Francis while competing in Guadalupe this weekend. Eric was one of the hardest-charging racers today, a loving husband to Sophie and a dedicated father, as well as a good friend to so, so many in our sport. Godspeed, Eric.”
As of now, details are slim. The five-time world champion had arrived in Guadalupe with his wife, Sophie and daughter earlier that week. Water conditions were deemed as “moderate” for Saturday. After not checking in for the final stage of the event, a search party was sent. Eric’s undamaged Kawasaki Ultra 310X JetSki was located with Eric found unresponsive a short distance away.
Eric had piloted Kawasaki Ultras as a privateer to global success for half a dozen years before joining the Broward Motorsports Racing Team. In a career wrought with big wins and heated rivalries, Francis bolted into the limelight with a handful of national and world P1 AquaX championships and several visits to Guadalupe for its challenging offshore races.
On the water, Francis was ferocious, determined to prove his mettle. Off the water, Francis was approachable, friendly and welcoming – and slipped effortlessly into the role of a loving husband and father in recent years. In the news’ wake, major racing bodies like ProWatercross, P1 AquaX and the IJSBA have shared their condolences online as well as hundreds of friends and fans.
We may have lost Eric, but The Eagle gained his wings.
Update: Dennis Mack has launched a GoFundMe to raise funds for Eric’s widow, Sophie and their two daughters. Click HERE to donate. A second GoFundMe created by Michelle Petro was launched later, which can be viewed HERE.
A little over half a year ago, The Watercraft Journal – the world’s most popular PWC magazine – teamed up with the premier brand for boating and sailing apparel, Windrider to custom-design what we believe is the single-best riding jersey possible: the WCJ Long Sleeve Riding Jersey.
Made using Helios material proven to provide UPF 50+ protection from the sun, stellar stain resistance and most importantly, superior water wicking and breathability, each jersey features durable mesh lining the inside length of the torso all the way down the sleeve to the elbow. That means this shirt provides awesome ventilation to regulate body temperature even while wearing a life vest!
Currently available in a subdued Sunset Red pattern, WCJ Long Sleeve Riding Jersey isn’t as gaudy or flashy as other riding shirt patterns out there.
Adorned with the WCJ logo across the chest and at the base of the neck in back, each jersey is cut slightly larger than typical shirts including a longer cut torso. That means your jersey won’t ride up your lower back while you’re riding at speed for no unsightly sunburns! (See the size chart below.)
Priced at $50.00 USD each, the WCJ jersey is more affordable than other riding shirts and with a shorter turnaround. So equip yourself with the best riding jersey on the market by visiting The Watercraft Journal store HERE.
We’ve told you a little bit about Radinn Electric Jetboards, now let’s delve into them a little deeper and into their latest line of jet boards. Radinn revamped and upgraded the jetboards for 2022, giving the rider the ability to completely customize their surfing experience.
This is great news for Radinn riders. With Radinn using a detachable modular system for their electric boards, you can own multiple boards without having to buy a jetpack for every board. Now, let’s dive in, starting with the Freeride X-Sport.
This is Radinn’s most durable board. It is built using ultra-resistant hull technology, the kind that wind surf boards and white-water kayaks are made of. It’s also reinforced with fiberglass. If you want to take on rough conditions, the X-Sport is for you! This is the board for the person who is a little rough on equipment and likes to try uncharted waters.
Take it anywhere and if you hit a debris patch, chances are, the board will be okay. The X-Sport is the only jet board in the G3 line that has a quad fin set up. Ride it as a twin fin to get a little looser on the water. Use the quad set up for more control. The X-Sport can reach speeds up to 35 mph. It has a starting price of $9,345.
Check out the Freeride for an all-round board made for all the water conditions. This is the premium all-purpose model designed to build your skill set. It has the stability you need to get started and is responsive enough for you to make some nice turns.
The hull is designed to cut through choppy waters and the jet is directed down, which creates added thrust when you are turning. The Freeride is available in white or black with a twin fin setup. The white is called the Urban Rebel, and the black is called the Element. This board starts at $11,245.
The third board in the G3 line is the top of the line Carve, available in sleek Phantom Black and a stylish white and blue Tarifa model. These are high performance boards and are super responsive. Get your carve on and throw huge sprays with powerful cutbacks. You can also ride rail to rail on this board. The Carve is loose and lightweight making it great for riding waves. Drop in, set your rail, and fly down the line looking for a section to hit to get some air.
The Carve has an LTD Hull Tech design, which is more susceptible to dings than the other boards. Though it is comprised of several layers of fiberglass, carbon fiber, resin, paint, and varnish it does require more care than the other two models. This is the board to purchase when you want to take your riding to the next level. It has a base price of $13,495.
When you decide to purchase a Radinn jet board, click the configure button, choose your board, whether you want standard or pro performance, a standard or extended range battery. Pro performance gives you more speed and extended range allows you to ride longer.
All Radinn boards have FCS fin boxes and come with a set of FCS-II Standard Fins. You can always buy different models of FCS fins at your local surf shop or online. The boards are equipped with a powerful G3 Jet located at the back of the board and powered by a lithium-ion battery pack. Download the compatible Radinn app to activate your board.
The app is rich in content like tutorials, and it contains all the settings for the operation of your jetboard. It also tracks your rides with GPS so you can see how fast and how far you rode. The app is a must have to activate batteries and jetpacks. Once you’re activated you can upgrade performance settings, get firmware updates, customize your jetpack speed, and a whole lot more!
The battery is tops in the motorized surfing market, giving you almost an hour of ride time with their extended range battery. All of the boards are controlled with a Wireless Hand Controller using Bluetooth 5.0 technology. The controller features a stepless trigger giving smooth and precise throttle control. Give it a squeeze and go!
Radinn’s product page is loaded with accessories and upgrades to give you the full Radinn experience. There are two jetpacks to choose from. The standard jetpack is recommended for beginners while the Jetpack G3 Pro is for the advanced rider who wants higher speeds. The line up also includes four different chargers, including a couple of speed chargers. The chargers are available in US, EU, and Universal.
If you’re looking to upgrade to more speed and acceleration, two Powerpacks and an upgraded nozzle are available. Grab a boardbag to protect your investment. These bags are durable and spacious, and come with wheels making them easy to drag through airport when taking a surf trip.
Add a set of foot straps to stay locked in when ripping and jumping wakes. For the beginner, Radinn offers a Starter Strap that loops around the nose of your board to give you some extra help when learning to pop up. This is similar to what Bethany Hamilton uses to pull herself up on her surfboards.
Every complete jet board comes with a neoprene accessory case. The case includes a Wireless Hand Remote and Charger, an ankle leash with a built-in kill switch, a pair of FCS Fins II, rinse bottle, and a product manual. This is all you need to start making new waves with a Radinn Jetboard!
Most high school seniors spend hours watching from gymnasium bleachers as each student is called by name to walk across a stage. Somerset Island Prep decided to change the paradigm and shake things up- Key West style (I’m not talking about Fantasy Fest or 6 toed cats).
Florida boasts more personal watercraft per capita than any region on Earth, so it made perfect sense when Somerset Island Prep school in Key West decided to hold their commencement ceremony via personal watercraft.
Key West is a relatively small island, measuring in at just eight square miles. Closer to Cuba than Miami, Key West is home to around 25,000 full-time residents. Its not surprising, then, that this small charter high school had a graduating class of only 15 students.
Family and friends watched from the shore, while grads strapped on lifejackets under their gowns, and boarded watercraft just steps away from Key West’s famous Mallory Square. Videos released on Twitter and YouTube show graduates zipping around the harbor enroute to accept diplomas from the school principal, who was also on a personal watercraft.
How did this wacky tradition start? The school conducted its first watercraft-based commencement a few years ago at the start of the COVID-19 pandemic. Social distancing and masking rules were in place, and the school decided to implement a creative solution to a problem that high schools across the county faced.
While the COVID-19 pandemic and its draconian mandates are largely behind us, the tradition stuck. Now this small school of 80 students holds all of its annual commencement ceremonies out on the water. Personal watercraft fans will all agree that if given the choice between being stuck in a high school gymnasium or enjoying a nice afternoon by the water- they would take the latter.
“This final ceremony for our seniors represents the same theme that has played out throughout the entirety of their time at Island Prep: that no barrier is too large to overcome and that through creativity and hard work we can overcome any challenge,” Principal Tom Rompella said in a statement issued by the school and reprinted by the Miami Herald.
In addition to our 825 miles of sandy beaches, 7,700 lakes, 11,000 miles of rivers, and 2,276 miles of coastal shoreline, Florida can also boast that its home to the country’s first- but hopefully not the last- personal watercraft graduation.
The Crazy Horse campground once again hosted racers and spectators for the JetJam rounds 6 and 7 in the racing tour. Dubbed the “Race for Cure,” this event donated proceeds to the local Cancer Association of Havasu, having raised $1200 to the cause. With over 150 pre-registered racers, and 27 classes to choose from, the weekend was guaranteed to be action-packed, and HOT!
Homegrown Havasu native Kyle Cameron (#40) battled his way to the lead in the Vintage X2 650 Limited class, finishing 1-1 on Saturday with eight other racers on the line. “It was fun racing this weekend! And a very tight group in the class made for awesome motos!” Kyle is currently 6th in the series points standings.
Palmdale’s own Jim Alamillo (#222) had a spectacular weekend of racing, sweeping his class with 1-1 finishes on Saturday’s Runabout N/A Stock, and 1-1 finishes in Runabout 1100 Stock on Sunday. With the likes of Renee Hill, Adam Jenner, and Wayde Bloedorn knocking on his door, Jim is really going to need to have consistent motos as he currently holds the top spot in series points.
Currently leading the series points in Junior Ski 13-15 Lites is Maddix Haynes (#555) aboard his Yamaha SuperJet. “Saturday was a little rough with a ski mishap during practice, but luckily I was able to use Mason Hayne’s ski to help get me through the day. And with some help from Taylor Curtis, I was able to get my ski fixed for Sunday’s race! Thanks TC Freeride!”
Despite ski issues, Maddix took 2-2 on Saturday, following with a 1-1 on Sunday. Did we mention he is also points leader in Ski Am Lites? This kid is a force to be reckoned with!
Havasu local David Zipperian (#508) is dominating the stock class this season, as he currently stands as points leader in both Ski Master Stock and Ski Am Vet Stock on his GoFast-built SXR1500. With a rough run at May’s Huntington Beach race that sent him to the hospital with bruised ribs, David was glad to be back on the water and racing again.
“Most of all I’m thankful to be healthy and had no setbacks. It’s much more fun to go to the podium than the hospital!” David cleaned house both days with 1-1 in Ski Master Stock, and 3-1 and 1-2 in Ski Am Vet Stock.
With a little bit of a break from racing for the next few months, racers will continue their training programs and spin laps at their local watering holes until we head to Lake Elsinore in August for the next round of Best of the West racing series!
2022 has been a stellar year for Sea-Doo despite headaches and issues stemming from supply chain issues. The organization has currently earned four awards and it’s only July. The Sea-Doo Switch picked up three top industry accolades for its unique design and innovation. The Switch received the 2022 Silver Edison Innovation , an IF Design Award, and a Red Dot Design Award.
The Edison Award is one of the highest accolades a company can receive when it comes to innovation and being a successful business. The IF Design Award is known worldwide as one of the most prestigious awards given to a company for its creativity and innovation in product design. The Red Dot Design Award nominates products for their design or innovation.
The Sea-Doo Switch exemplifies the creativity and innovation of Sea-Doo with its configurable tiles and the ability to add or remove seating. The craft has almost 100 different configurations.
As Sea-Doo continues to push the boundaries of design and innovation, we expect more big things to come to and from the organization. BRP, Sea-Doo’s parent company, has been earning awards for design and innovation since 2005 and are not showing any signs of slowing down.
Oftentimes these stories begin with me begrudgingly agreeing to host a ride. Not so much this time, although getting to the point of actually executing it was entirely different. The whole notion of the “Dam Tennessee Ride” came out of me trial testing our “Long Hauler” Auxiliary Fuel System Kit on the then-new 2020 Kawasaki STX 160LX over two years ago.
Having already pushed the STX over 180 miles on a single trip using the tank system, I thought a more grueling test was pertinent so I launched well before daybreak and successfully traveled 443 miles on a single day. Doing so required keeping the naturally-aspirated Kawasaki pinned wide open for most of the day. Yet, after 12 hours, pushing the ski to near-empty at half way, we came back home victorious.
This feat got the conversation going. “When are you going to do that ride again?” folks would ask. I hadn’t really planned a “return trip” but was up for it. After a hurricane in Louisiana and restricted travel bans, an impromptu date was scheduled, February 25th, 2022. Then the rains came. Tennessee’s Cumberland River valley swelled nearly a dozen feet and the river churned frothy and littered with debris.
Even the TVA (Tennessee Valley Authority) took the extra measure of padlocking the gates to the launch ramps. “Sorry guys,” I stated in an Instagram video. “The ride ain’t happening.” Many asked to push it back a month, which I obliged. Unfortunately, temperatures were still struggling to raise above 50-degrees and the planned date of Friday, March 25th looked to be a chilly one.
The half dozen enough to join me were equally as daring as they were bonkers. Chris Stone drove down from Illinois with his Ultra 310X. Chris had our auxiliary fuel kit equipped and a spare jerry can, giving him at a very best well over 36 gallons of capacity. BJ Doolittle had come up from Texas with his heavily modified RXT-X but was struggling to get a problematic iBR module to operate correctly.
Dean Adler, who had joined me on our previous Panhandle ride, came down from Michigan with his GTX 230 and handmade rack holding three Jaz Racing fuel jugs. Doug Meyung drove down from Kentucky with his new ’22 GP1800R HO without his snowboarding pants. He donned every scrap of clothing he had with him, but by the end of the day, his exposed legs were deep purple.
RJ Whitford drove in from Minnesota with his GTX Limited 300 exemplifying the Boy Scout’s motto of “Be Prepared.” RJ’s Sea-Doo was chocked to the gills with every tool and spare item you could’ve needed on such a journey. I, of course, was aboard The Watercraft Journal’s ’21 RXP-X 300 equipped with twin Sure Can gas cans heavily strapped to a LinQ-equipped Kool PWC Stuff rack.
Leaving at 6:30am didn’t happen, as Dean and BJ fought to get the iBR motor to work. Burning precious daylight, Dean wished BJ the best and raced down the ramp. Wanting to make up time, we raced down the Cumberland towards Nashville’s downtown riverfront. The skyscrapers crept into view above the cliff faces and soon sped past and as approached Rock Harbor Marina.
Filling up here was necessary as the more optimal stop, Clarksville Marina some 30 miles down river, wouldn’t open its doors for another two hours. Stopping before the lock meant we could run faster and try to catch up a few minutes. The automated pump generously splashed 93 octane with a swipe of the credit card. This would be the last premium grade fuel we would find all day.
Northwest of Nashville is Ashland City, marked by high-stretching cliffs and rolling hillsides. It wasn’t long before Clarksville Lock & Dam came into view. A few tugs of the alarm chain failed to beckon the lock master, so I got on the phone (thank goodness I had some cellular signal) and asked him to open the gates. Amazed to see five PWC in 40-degree weather loaded to the gills, he opened up.
Locking through took little time and we were back on our way. Again, because Clarksville Marina was closed, we hoped to reach Lake Barkley Marina another 80 miles up into Kentucky. The goal was not to replicate my previous 440 miles but reach Land Between The Lakes and double back, totaling roughly 380 miles. Calculating the mpg of our other riders, I knew already that wasn’t going to happen.
Things weren’t going smoothly at all, and we were only a quarter of the way done. Hitting the wake of a passing barge too aggressively, I lost a GoPro camera with some irreplaceable footage. The mount for my phone broke, but the lanyard held on (unlike that of the GoPro), forcing me to put the phone back inside the glovebox. We splashed in our reserve tanks passing Palmyra and Cumberland City.
Almost exactly at where the Cumberland opens into the mouth of Lake Barkley, the Sea-Doo speed control seemed to fail – if only for a second or two. The throttle cut out, sending me into the bars, and the slowly crept back up. Throwing up my hand, I circled the group so I could double check the RXP-X. Seemingly self-healed, I waived us forward but not before RJ waved me over.
“Hey, Kevin. Chris is out of gas,” he cautioned. “How bad?” I asked. RJ shook his head. Chris was just slowly creeping up on the rest of us, and none of us had extra fuel left to share. I pulled out the phone. No signal. The Garmin GPS that I carried was nowhere near as sophisticated as other GPS trackers most folks use, but did manage to materialize small blue icons everywhere a marina was located.
At first glance, the prognosis was grim. Then scrolling outward on the screen a small blue dot appeared east of us nearly two miles inland. Curious, I tried to zoom in on the marker. It read Bumpis Mills Marina. “Guys,” I hollered. “There’s a marina less than two miles east. Let’s see if they’re open.” RJ suddenly lit up, “Yeah, I think I saw a sign for it a little ways back.” Sure enough, inlets from the river fed into a small lake and into a delta where Bumpis Mills sat.
The lone attendant stood on the deck of a sturdy 20×20 shed tethered to a floating dock. “It’s a little cold outside for you boys, ain’t it?” he laughed. Doug, who was suffering from the cold worse than all of us nodded a “yes.” A single gas pump read 89 octane. At this point, none of us cared. We splashed in what octane boosters and additives we had on hand and poured in enough fuel to get us to Lake Barkley Marina, our halfway point.
“Barkley’s about 25-30 miles north. But the wind is up, so it’s gonna get bumpy,” our friendly dockmaster cautioned. He had joked that he hadn’t planned on coming in to work that morning, but remembered he needed to pick up some receipts. So our arrival when he was present was almost synchronicity. We thanked him for being open, the heat of his office and the gas and went on our way. And true to his word, the lake conditions we “up.”
Lake Barkley is the eastern half of the Land Between the Lakes (the western half being the Tennessee River). For the most part, Barkley is a sporadic route of shallows and sand bars with a deep barge route cutting a serpentine through it (carved originally by the Cumberland and Tennessee rivers). Following the buoys is a bit of a game as they seem to zigzag – particularly when going 45-50 miles per hour.
The RXP-X 300 with a set of RIVA Pro Series sponsons fared rather well sluicing through the turbulence, but the others were being hammered. Stopping to regather our group, I realized we had nearly overshot the entrance to Cave Pond and the Lake Barkley Recreational Park, where the marina was. Jetting in we found the marina at last, passing a few bewildered fishermen along the way.
Two teenage boys stood awestruck at the modern 4-strokes pulling into the dock. Like the other before, the only available fuel was 89 octane, so additives were generously blended in. Each of us took the time to top off jerry cans and auxiliary tanks as the return route was non-stop to Clarksville, over 100 miles east. Explaining our route to the attendants made us sound like Apollo astronauts. One of the boys exclaimed, “Boy! I’ve never been to Nashville, even by car!”
We snacked, used their immaculate bathroom and soaked in a little heat inside the store before heading back out. Heading east meant riding against the current and into a headwind, which spelled rougher conditions and worse fuel consumption. I assured everyone that we had just under 90 miles until Clarksville, which all of us could make. It was 1pm by now and frankly, I wanted to get off of the water by 5pm, so I asked to up our pace back to 50-55mph. That wouldn’t happen.
Lake Barkley wasn’t going to let us off easily. Everybody was taking a beating. My GPS mount being the final of my three to snap off. Thankfully, a daisy chain of zipties and quick reflexes caught it before breaking free. With my offshore experience I knew two things: speed reduced the beating as the ski will pound over the tops of the crests, and riding on your feet would reduce the impact on your spine. I encouraged all to follow suit, but I still pulled far ahead.
Reaching the mouth of the Cumberland, the water calmed as the treeline blocked much of the headwind. We regathered again and journeyed up the winding path towards Clarksville. Like clockwork, whenever the river veered due east, the water whipped into a frenzy and the poundings would resume. And as it twisted north or south, the water will calm. In one of these rough patches, Chris would lose one of his GoPro 10’s into the river. Gone was more footage.
Although all of us (but Doug on his Yamaha) were being pinged by our low fuel alarms, none of us wanted to stop to splash in our reserves prior to reaching Clarksville. As the shoreline began to increasingly populate with homes and businesses, the bridges crossing the river flew overhead as the mouth of the marina came into view. The RXP-X was down to a single bar, so to be expected, but Chris’ Ultra was well into the fuel cell, having drained the auxiliary tank again.
Clarksville Marina was newly refurbished and the paint still smells fresh. And once again, all that was available was 89 octane, so in came the fuel additives. Octane boost is a little bit like snake oil, promising far more than it actually delivers – trying to compensate for the protective qualities that leaded fuel once provided. The main concern wasn’t fuel mileage but preventing detonation, as our supercharged skis don’t respond well to low quality, low octane fuel.
Idling out of Clarksville, a few fishermen watched in curiosity as a half dozen watercraft pulled into the river. This was our last scheduled fuel stop for the day with a little over 90 miles left until Old Hickory Lock & Dam. Barge traffic all but ebbed, leaving us a pretty unbroken path to downtown Nashville, around the bend toward Opry Mills and alongside the General Jackson paddle boat, all fun landmarks for tourists to see.
I had used up most of my patience and frankly, was ready to be back on solid ground. We had a few spats with rough water, a constant blast of cold air and just waaay too much fuel burned. I’m not complaining, but all of us were ready for the day to be over. None of us had ever ridden a ski completely dry of fuel (which is terribly detrimental to the in-tank fuel pump) and we hoped this wouldn’t be the day – but things were getting close.
Constantly conferring with the GPS, the dam appeared on the tiny screen to be “just around the corner” but corner after the corner, the dam still remained out of sight. The Sea-Doo was down to one fuel bar and my digitally-set clip of 60mph wasn’t helping my consumption any. Dean Adler on his GTX was just as low. Doug was sitting pretty with plenty of fuel, of course, but Chris’ Ultra was deep into the factory tank with his auxiliary already dry.
Zero bars left… This was a first for Dean and I and something we didn’t want to see much longer. We were finally rounding the last corner, and the dam had materialized. RJ had stopped and splashed in a few gallons from his backup cans unbeknownst to me. With the ramp in sight, I squeezed the throttle a little tighter and coasted the rest of the way until the bow made a gentle thump against the muddy bank.
A final glance at the Garmin had the total trip at 341 miles at just under 11 hours. What cost us our goal of 400 miles was our average moving speed, which per the GPS, read 44mph. While each of us burned fuel differently, the RXP-X fared an average of 4.4mpg, which wasn’t great (but nowhere as bad as others). Nobody suffered an injury – besides Doug’s frostbitten legs – and no ski experienced a mechanical failure.
Rides like these are my favorite kind of experience. They push you to ride through unfavorable elements, extreme conditions and your own pain and exhaustion. They are truly endurance rides. Most ride casually, for fun and socializing, and that’s great. But when it comes to a rider’s ride I’ll take another Dam Tennessee Ride any day of the week.
