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Its difficult for a manufacturer to make hulls light weight when their customers are so apt launch them as high in the air as possible off ocean waves. A strict flatwater carbon hull and hood should be under 50lbs.

Set it to open just before your ears start ringing! Although some (most) riders try to make their ears bleed. After having the experience, I would use only the restrictor and throw the FCV in the garbage.

You can't get meaningful information from another boat unless its an identical one running right next to yours. Become okay with the idea of having to find the best setting all by yourself. Its not difficult just make sure the top screw is slightly rich of best power.

An 85mm nozzle will make more thrust unless the load is already too light with the smaller one.

If it has an OEM style gasket put the outlet on the exhaust side. I no gasket is used then place the outlet on the carb side.

Thats a difficult question to get answered. It wouldnt make much sense to do this since they already have a low draw battery powered system that just needed a modification to the trigger.

Why don't you tune the carbs rich of peak power then lean from there?

All the twins will need a decent pipe which takes up a lot of room. A laydown pipe may fit at the expense of fuel capacity and a muffler. Picture a 63m or 65u with the extra cylinder pushed to the rear against a shortened driveshaft. Then make an adapter from the front outlet of the exhaust...

X2s are the most difficult to find room for much of anything. I think the small Yamaha triple would fit and work well but making it happen is beyond the ability of most people.

The pump load is ever increasing with rpm, it can hold the engine at any rpm you set it to. In order to get good power response the pump must be set on the light side, a few rpm beyond max power. If the pump holds at or below max power the throttle response will be slow. The effect is that rpm...

It wont rev any higher because of the pipe, not the carbs. I did a test installing different cases/ carbs under the same cylinder and pipe. Would you have guessed that a stock single 44 on a 650 case would turn the same rpm 6900 and top speed as a 760 case with a pair of 44s? It certainly did...

You do NOT want anything to do with a scupper unless you are 100% sure of staying on top of the ski. The typical AM hull will go under fast if it gets upside down with a scupper installed. Keep the charging system and install a pump for regular use.

A little negative pressure in the hull may make those leaky scuppers close better. If you look close the hood and hull sides move slightly when the throttle is opened.

Its mostly the inlet pressure drop at low speeds. The effect is trying to suck more water through a small straw. Water boils at atmospheric so we need as much inlet flow as possible.

You will probably get more cavitation at low speeds, it may be okay once your moving in smooth water. Just like a 550 with a 750 pump or an FX1 with a larger pump.

Dont feel too bad, your engine will be a lot better off once you get the carbs tuned.

How much?

Humanity would need some benevolent alien to rule everything we do in order to rid us of corruption. I was able to watch an old company change from "good ole boy" management to a strict affirmative action team. Both are equally corrupt but the old system was a lot more fun if the boss liked you!

If the impeller was a better shape it could provide more thrust for a given amount of torque at a certain rpm. This could provide better acceleration and a higher top speed. I have recorded higher thrust levels at low speeds with all concordes and swirl type large hub impellers but never...

If it turned more rpm it could make more thrust and go faster. Our two stroke engines with a tuned pipe cant turn more rpm without changing the pipes length so there is more compromise. The new Superjet cant be made much more powerful unless there was a simple factory governor that could be...