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It is very difficult to provide a simple answer to a complex question. Read a couple of twostroke tuning books and try to apply what you learn into effectively turning a water pump. I think you will find high HP setups very challenging to work with.

That is the problem with "extreme" pipes, they tend to be an extreme PIA to utilize. How about a simple, shallow taper, light weight, and cheap pipe that just very well with many combos. It would still make decent dyno # in overrev.

Yep, we need good BMEP for 3000rpm, not astronomical numbers for 300.

Ive done that. Stock pumps with Concords would pull 600lbs no matter how powerful the engine was. This was done with the ski strapped to an open trailer and sunk up to the hood. A local shop reported 800lbs static on big sitdowns. It takes some forward movement to get head pressure and reduce...

This is where everything falls apart because peak HP does not rise as fast as displacement. Consumers dont understand that it takes a big pump to make more thrust "efficiently". This requires more power at lower RPM where HP# are low. Getting more thrust with less HP is counter intuitive but...

It is most profitable to create a narrative and sell the image. Uninformed consumers ultimately spend much more while trying to achieve an image. "Don't concern yourself with details, just buy my product". How else could so many custom carbs be sold?

Still some work to be done with sizing pumps to the application. It's a tough sell because it requires major modifications. I haven't met many skiers that would take on that project.

Pump load squares with rpm. Piped two strokes struggle with this because of their narrow power range so concessions must be made. Few customers can understand why a 100hp engine can make more thrust than a 120 hp unit.

We should dyno the pump first. Then we can make the engine match the load.

Make sure to clean the driveshaft tunnel before reassembly. Put some pipe sealant between the stainless and aluminum parts or else they will become one.

There is no trusted independent third party willing to do testing for nothing. Buyers aren't interested enough to send their expensive engines to be tested. Whatever a seller says can never be trusted. Funny how 63hp Blasters went just as fast as 73hp models.

Pay attention to the wind. I know one guy that broke down close to shore and ended up at the other side of the lake.

And making it at 6500rpm! Hey marketing agency, how do we sell more pipes?

There is a few open source low draw cdi ignitions on the web. I will try to adapt one when I get more time.

At the end of the day, empirical testing is all that matters. I have been bewildered more than once when working with different applications.

I would raise the pilots and power tune the top screw. Do not drop the mains until the top screws are closed.

It is the same as PAG oil used in air conditioning systems. It mixes with alcolol and nitro better than castor and burns with little residue. Klotz should be more clear about the best applications for their products. They probably sell a lot of kl200 to mistaken consumers.

Klotz kl200 is glycol, it will mix with gas but is mainly for alcohol. Their kl100 is 80% kl200 and 20% castor. All their other products are for gasoline only. Glycol based oil has no corrosion protection making it a very poor choice for watercraft.

I may not have a clue but I do have many observations over the past 25 years. I would not use tcw3 in a modified sitdown or a racing standup because of ring sticking over time although mixing at 4% will usually prevent that. Corrosion protection of tcw3 is very good, most old pwc engines are...

All the common TCW3 oil is adequate for stand ups that are not racing.