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Oversize pilot jets and low popoff may prevent hesitation even if the main circuit is a little lean of peak power. This condition may work for freestylers but its very dangerous whenever full throttle is held for very long.

The bottom screws are for the low idle mixture only, I set those out of the water and rarely have to touch them again. Every rider should open their top screws and set them a little rich of peak power. Top ends will last a very long time if you do this.

Since we are squirting water out of a nozzle, more peak power equals more peak thrust. For impellers, forget Solas unless you can bend them. I have their large hub 9-15 that measures almost identical to their 12/18, both are too much load out of the box. The Hooker 9/15 is a safe bet most of...

For freestyle engines you can open the top screws until power falls off then slowly close them until its restored. A tachometer is very helpful for this. Usually, too lean will cause a hesitation and too rich will be down on power. Freestyle engines often require overly rich pilot jets so plugs...

If you go too flat your peak rpm stops rising and acceleration runs out unusually fast. Flatten the prop until the pipe hits with no lag, that's usually as good as it gets. Small engines really struggle getting on the pipe so that is what you want to work on. A racing ski can use a little...

The community is largely a bunch of fickle people who come and go very quickly. People tend to overcapitalize up front and want out fast as soon as their interest wane a little. All riding groups sooner or later completely vanish. You may be able to find employment or start a company that...

The single 44 61X case makes a little less acceleration than twin 44s on a 62T case.. Top rpm is the same as long as the prop is pitched down for best response. Getting the prop pitched correctly is huge by comparison.

How much does it weigh?

Most OEMs use the cheapest possible materials and have incredibly low assembly standards. Management loses no sleep making a customers life miserable. The 89 direct steer wasnt a bad idea, just very poorly implemented.

Update the turnplate and pole pad to shorter SXI parts and find any extended rideplate. Jet Dynamics will work but may need to be shimmed down a little. Hull extensions will also help a lot but may be difficult to find.

FWIW, I have a 62T 701 cylinder with sbn44s that needed much larger jets. 140 mains and 125 low.

It all depends on how big you are. If over 6' and 250 then leave it alone. Shorter/lighter riders need to get the center of gravity back a little. It sounds like your bars are too low for you.

Move the steering aft 6", that will soften the ride.

Start too big and work your way leaner, you may be suprised where it ends up. Set the final fuel mixture just rich of peak power and make 1/4 throttle fourcycle a little. 44s tune very easy and you can use gold springs with whatever N/S you want.

A stock 650 doesn.t have enough power. The hull is more difficult to ride than an SXR or Superjet and it has much less lateral grip. It is easy to update the power but it still wont turn very well at high speeds. The 650s pads were designed into the hull so it looks "even more" horrible when...

A "game" changer? Whats your game, I found tubbies good for turning at higher speeds and worse everywhere else.

Each carb has its own pump and return orifice, the pump side is ready to go out of the box.

The return does nothing but bleed any air back to the tank before it gets to the regulator side of the carb.. There needs to be some positive pressure at idle, people are overthinking it.

"B" pipes run around 7000rpm so 100hp would be a lot for a wet pipe. A dry pipe, especially one turning more rpm would easily make 100hp. A stock Superjet style exhaust would cap operating rpm under 7000 and HP under 80.

All of our engines will achieve high hp numbers with open exhaust and high rpm. A pipe will boost max torque and place it wherever you want.