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A fixed steer Superjet will be much better than an X2 for this type of riding since the engine and rider position is farther aft. You will need to chop 8-12 inches off the rear (depending on your size) and move the pump forward to make an X2 easy to flip. A full length hull with the rider...

Move the steering aft. Make a box that allows the steering stem to be moved aft at least 6 inches. Get rid of the stock mechanism and use a cable. This will greatly reduce spray in your face and make the landings softer The X2 is too long for a flip but will roll easily. Filling the front is...

MSD knew what they were doing when it came to protecting future sales. I have soaked one in methylene chloride to melt away the exterior. The material is almost as resilient as it’s electrical components. There is no way to get to the electronics without also destroying them. OEM boxes are easy...

The only advantage is that they weigh less than a lead battery for a given amount of power. If weight reduction is a huge priority then use a lithium battery. Also put yourself on a diet while you're at it. Saving 4lbs on a 400lb ski is probably a waste of money.

Remember the OEM small pin manifolds can accommodate 44s while the big pin manifolds only up to 40s. Mikuni 38s will work best on the smaller runner big pin manifolds.

This is like junior high school.

What’s wrong with keihin carbs?

I’m not sure if this is the Morrissey crowd.

Yes but with some machine work. The crank is the only part worth keeping provided it has no corrosion. A perfect crank is worth $1000. Otherwise the 650 engine has no performance value.

Prices are beginning to ease. They spiked up during COVID. Be as patient as you can afford to be. Old Superjets are usually overpriced. That 90 model will need, at minimum, a 701 cyl and impeller to run about as good as a newer one. Its 34 year old crank is likely rusty, maybe not, stranger...

You cant bet that a standup has never been sunk and put away wet without seeing the engine in pieces. So buying the last twostroke Superjet is now iffy. All running Superjets carry a several thousand dollar premium over their parts value. I always budget a new OEM crank and fresh bore/pistons...

This has become the problem with old Superjets. They are worth more as a running ski than all their parts would sell for. Their advantage it that is the easiest to ride and they make the most thrust. You can still find old Kawasakis sitting in the weeds that are cheap enough to build on. Just...

All old skis should be considered just a pile of parts. Familiarize yourself with what various parts cost. 440-550 share the same hull and are not great without a 650-750 -800 drive line adapted. It can be done but its a lot of work. Most 650-750-800 parts interchange so its easy to make old 650...

All Keihin CDK-CDK2 carbs have an O-ring on the needle valve body that always dries up. All carbs that have been used for a few years will need this O-ring replaced even if everything else is perfect. I have found common metric O-rings to be a little fat but will go in with some lube.

A stock 1991-1996 carb and intake flows enough for stock ported 650s. Any carb mod beyond that should be a pair of SBN44s. Any of the Keihins work great if you can find a manifold. Oversized singles tend to burn pistons during long full throttle runs.

The X2 should pull almost as well if your rpm is over 6500.

Probably not for me either.

People are easier to kick when they’re down.

If the tank doesn't vent, pressure will rise to the fuels vapor pressure at its current temperature. It may rise to 3 psi on a hot day.

It needs a larger pump to go with that engine.