Search results

Make sure you have good thrust and a trim nozzle first. Then move the bottom half forward 2 inches at a time. Your height and weight will determine how far to go. Chop the nose once you can almost make the backflip.

Assemble the case and measure the bore. If its too loose the bearings will slide and slowly eat up the case. If it is too tight there is a chance that the bearings can overheat. An offset can cause an overload failure.

At one time I cut them on a drill press with a rotary file. Just mark the edge and go slow.

Avoid Klotz KL-100 and KL-200. These are glycol based made for alcohol and will partially mix with water. Not good for corrosion protection which is a big problem with PWC.

Without a doubt, I use an 85mm nozzle as standard with 144 pumps. I plan to make a custom nozzle that is expandable to 90mm. But first I want to do a 155 conversion.

Pump tuning is the most time consuming and nerdy part of the game. It takes a lot of testing, measuring, and blade bending to get it just right. I consider a stock 13-17 concord to be the standard prop these days. Too much for a 701-760 and not enough for a bb stroker. Borrow one of those and...

It depends a lot on how you use the throttle and what you expect response wise. Most riders fan the throttle and need the pipe to come on early. A shorter pipe may take an extra 1/4-1/2 second to work, then riders complain about no low end. If you are ok with a little more lag then use the dry...

Vanes are better with the larger 650 nozzles. Removing them is a waste of time.

Tunes pipes need some internal pressure in order to work well. I know its counter intuitive, more restriction equals more power until the pistons melt. Where do you restrict flow to get the required pressure? Its best to do it at the stinger connected a larger hose connected to a can. This...

Its not about being wet or dry, its all about tuned length. An "B" pipe works at lower rpm than any common dry pipe. Smaller engines get especially sluggish with short pipes. The pros use big engines with custom pipes.

A stock exhaust will benefit from a free flowing exhaust. A tuned pipe will not. Having too much pressure with a tuned pipe causes pistons to melt before any power is lost. When it comes to measuring back pressure its the peak pressure pulse that matters not the average. The stinger controls the...

A programable T/L ignition just adds to that "crisp" feel that you you think your dry pipe provides.

61X cylinders are more forgiving because almost nobody cares to tune their pumps. High port cyls are so much more critical to pump load and overall tune that few riders can make them run well. Not many riders want to buy a tach and and spend time tuning props and nozzles.

On a standup, the rider is part of the center of gravity. Bigger/taller riders move the CG aft. The rideplate length is the only easy way to compensate for various riders or types of riding. I have found D-cuts make the ski turn quicker at slow speeds and keep the nose up. Its great for smaller...

It is easy to melt pistons with pump gas and an ignition advance plate. Its a great mod as long as you never hold it WFO for more than a few seconds. People who get away with it are jetted rich of peak.

I should have said only the S/N hulls were poorly made.

The stock dual carb cover is fine. Stock screens may offer some choking on big carbs but thats not always a bad thing.

The power impulses from the engine are in frequency with the pump at idle. This has to do with the driveshaft and coupler flexing between the engine and prop. Thats why its important to tighten the prop correctly.

You need to understand that on a watercraft, net power equals net thrust. This happens at high rpm. Making an engine bigger wont give the same seat of the pants boost that it does for something on wheels.

We found out, 15 years ago that stock rod 5mil strokers arent that great.