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Set the bottom screw out of the water, just close it until the engine races and open it until it slows down, no telling where it will end up. The top screw supplements the main jet so open it until full throttle power reduces and then close just until it peaks. You want to be a little rich of...

My experience, the smaller 86-90 carbs are too small. The 91-96 carbs are not. Jetting for the 38 will be 78 for the pilots and 140-150 mains. The 40 will need 80-82 pilot and 150-160 mains. The pilots are very sensitive and popoff changes affect their output noticeably. The main jets have a...

OEMs started doing that after 1996 because they had to tune carbs leaner for the EPA. PWCs will run with a lean carb tune but wont respond very well.

I like primers when they actually work. I have to replace them more often than I do spark plugs anymore.

People are paying unusually high prices for everything right now. Be patient.

650 Superjets have good throttle response but are slow after that. Back in 1993 I had both and the Yamaha had to be ported before it would go as fast as a limited 650sx . I can say the 650sx suffers a lot more than a Superjet does with larger riders. If you are much over 160lbs the 650sx needs...

You will most likely have to install a 750-800 engine with a pipe in order to get enough power. You can use a large hub 750-800 impeller by having it modified to fit a 650 pump and installing a 750ss/xi driveshaft. A 750sx E-box can be mounted cleanly over the battery. To do it right, you are...

It was common to adapt an aftermarket Kawasaki 650 manifold to a 62T case. My experience is big singles start going lean after a couple of seconds at full throttle. A single 46 is about as good as a pair of 44s except dual 44s are more consistent in their full throttle jetting.

No hood no worries, this ski will still float!!

I think having good dimensions of bottoms would help riders find what they want a little quicker. On the subjective side, everyone knows how a Superjet rides so that can be used as a baseline. The biggest difference would be riders having to convert numbers into what they want, or even better...

Its too bad we cannot get good pictures or other tech info on hull bottoms. I guess MFGs dont have enough sizes and shapes to sell so they have to make whatever's in stock look cool and sell it that way . At the same time we need customers who know what they are looking for and that takes too...

Factory pipe used the small hole for the first couple of years of 701 pipes.

Modified 44s or stock 46s are big for a 62t case.

Ill take some pictures along the way. I should have it on the water before fall.

The whole reason we use a pump and regulator is so the jetting stays as consistent as possible under varying head pressure from the tank. We always need a little pressure at idle, too much can cause problems with oversized carbs and/or low popoff. That is what tuning the return jet size is...

Somebody will want it, new riders really seem to like those things. Im overhauling a Jammer and installing a 144 pump and 701 engine so it will have the same "go" as a Superjet.

What impeller do you have? It is impossible to get rid of your power lag if the pump is overloading the engine. This is a common problem by the way! As far as the carb goes, get the pop-off between 25-30 psi and leave it. Get pilots in every size from 120-130 and a 160, 170, and 180 main...

A high or even no rev limit will lower the life of nearly everything by a lot. It is possible that you got poorly made parts that failed sooner than expected. Manufactures sell everything be it good or bad. Rust is another thing that can happen with a little carelessness from an owner that...

$275+$180 for overhaul parts is cheap??

Look at the bearings carefully. Its the thin retainer material that fails and that metal goes through the top of the engine. A little rust grinds through the retainers very quickly. High rpm also overloads these thin retainers and cause premature failure. You got the retail end of a bad tune...