Yamaha just did something revolutionary. No, it didn’t make a faster PWC, a more maneuverable PWC, or even a PWC with some new whiz-bang technology. Instead, the company just made a PWC easier and cheaper to own by trotting out a certified pre-owned program for used models. Yup, that same used machine you were searching Craigslist for now just may be found at your local Yamaha dealer…with a warranty to boot.

Why? Why not. The certified pre-owned concept has worked great for car manufacturers. And judging by the numbers, it could work just as great in the personal watercraft market. According to Yamaha’s research, there are well over 100,000 used personal watercraft sold a year. That dwarfs new model sales. And the vast majority of those sales — 90% — are private-party transactions that a dealer has no part of. Yamaha’s desire is to tap into this market, bring more customers into their dealer’s showrooms, possibly upsell a few of them into a new machine, generate a lot of business for their used models, and build a relationship for the future with a lot of new customers.

The biggest advantage of the CPO program to the consumer is simple peace of mind. Rather than taking their best guess at how a pre-owned watercraft was maintained, or how it will run once they fork over the cash, consumers buying a CPO craft will get a 12-month warranty, backed by Yamaha and with service at a Yamaha dealership. There’s also the fact that a CPO craft has undergone a 35-point inspection by the dealership’s service department. Someone probably far more knowledgable about the workings of a personal watercraft engine has gone through the craft and deemed it ready for sale. A customer will also know the engine has less than 200 hours on it, and though it should be obvious, that the craft is less than six years old.

A customer can also qualify for special financing deals, purchase even more warranty coverage, or if they’re really savvy, find a craft with an even longer warranty on it. According to Yamaha, craft previously sold with an extended warranty will maintain what’s left of that coverage in addition to the 12-month warranty for being a CPO unit. Example? If a craft was sold at a boat show with an extended warranty deal and still has 24 months remaining on that warranty, that CPO craft would be covered for 36 months.

Think you’ll pay more for a CPO model? Not necessarily. Prices on the used market vary widely, so it’s hard to say. Yamaha dealers do pay a fee to certify a craft, and that fee will certainly be passed on to consumers, but it’s pretty minimal. And given that, for the fee, the boat gets an inspection by a dealer and a year’s warranty, I’d say a lot of people would find it a sound investment.

When I talked to Yamaha Marketing Manager Bryan Seti, he likened the CPO program to having a new, entry-level unit for dealers to sell. Can’t afford an $8,000 VX? Good news, you can find a less expensive option that still carries a warranty.

That’s peace of mind you don’t find on Craigslist.

Anyone who has ever hung off the back of an old-school standup PWC knows the power of the thrust exiting a PWC’s jet pump. What once knocked our shorts off (or caused us to sing in a slightly higher octave) is the same blast of water that now propels modern runabouts past the 65 mph mark. Or, in the case of the JetLev, FlyBoard, or Jetovator, what could be used to propel you not just across the water, but up into the air as well.

Yup, hang onto your shorts. This trio of high flyers is ready to send you skyward using the same water-jet propulsion that pushes your favorite PWC. The JetLev ($99,500) was first on the scene. It  looks like the backpack used in the old TV show Lost In Space, but let’s face it…at that price it’s far from a toy for the masses.

The FlyBoard was next on the scene, and lowered the price substantially, all the way to $6,500. This contraption is kind of like a jet-propelled wakeboard.

The Jetovator? It’s the bicycle or sport bike of the bunch, putting you in a saddle and letting you rocket across the water, or wheelie skyward. Price? About $9,000.

While the JetLev uses an unmanned, PWC-like vehicle to follow it around and provide the boost, the FlyBoard and Jetovator trim a lot of that cost by using what many PWC enthusiasts already own — their Jet Ski, Sea-Doo, or WaveRunner. In each case the rider removes the jet pump assembly and bolts in place a U-shaped tube that redirects thrust into a hose (typically 40′ long) that is linked to the gadget attached to the person in flight. The obvious advantage is that you can ride your PWC for its intended purpose one minute, and then switch it to rocketman mode the next. The switch is relatively simple, and won’t tax anyone’s mechanical skills.

Still, these latter two are a two-person job. The actual thrust delivered is controlled by a rider that stays aboard the PWC and controls throttle. FlyBoard offers an optional throttle-by-wire kit that puts all the controls in the hands of the person up in the air. Jetovator indicated it is doing likewise, although the control has not yet hit the market. Still, even with the throttle-by-wire kits, both manufacturers suggest someone stay aboard the PWC…just to be on the safe side. All manufacturers also require a combination safety/instructional course before flying.

What do you think, does flying above the water appeal to you? And for boat owners in general, how do you feel about potentially sharing the waterways with this modern squadron of flyboys?

There’s been some rumblings within the PWC community of late regarding the banning of personal watercraft from three, frequently visited western lakes designated as national parks — Powell, Mead, and Mohave. And like most stories, much of what you read is true…and much of what you read isn’t.

Yes, it’s true that the National Park Service is banning PWC from these lakes, but the ban is on older models only — carbureted two-strokes that don’t meet 2006 emissions standards. Any four-stroke model, as well as two-strokes that feature direct injection, are still allowed to use their craft on the lakes just as before, as they meet the requirements. Again, that’s worth restating, as plenty of people seem to be missing it — four-stroke models, as well as fuel-injected two-strokes — can continue to be enjoyed on Lakes Powell, Mead, and Mohave just as before. Any suggestion to the contrary is a fallacy.

Yet another truth is that, while the ban may seem like a new reaction and threat to personal watercraft usage, in reality it’s one we’ve known about for a full decade. The ban on Powell has been scheduled to go into effect on January 1, 2013 since all the way back in 2003. That’s when the NPS actually first declared that PWC must meet the coming ’06 emissions standards. The agency immediately, however, added a caveat. Implementation of the ban would be delayed till January ’13 to lessen the impact on PWC owners who use these areas and give them time to take the appropriate steps.

To me, that sounds like the NPS gave enthusiasts holding onto their aging models a decade-long heads-up to upgrade to a modern four-stroke PWC…something manufacturers have been trying to figure out how to do for years.

But are those models really worthy of a ban? There remains much debate about just how much pollution is caused by a two-stroke personal watercraft engine. Critics paint a dire picture of Exxon Valdez proportions, supporters note plenty of faulty science being used to support the claims. It’s an argument we didn’t win a decade ago, and with four-strokes now firmly entrenched, one that nobody seems really willing to revisit now. What really stirs the pot for PWC supporters, however, is that two-stroke outboards — craft that also fail to meet those same emissions standards — have thus far been allowed to stay.

That’s discouraging for many in the PWC community, especially the American Watercraft Association’s Chris Manthos. In a recent interview, Manthos noted that his predecessors at the AWA put up their best fight at the time, but had limited resources. He also notes the PWC community, and in some ways the entire powersports community, failed to stand together as one united force in support. Think he’s got a point, or at least want to make sure it’s a fairer fight the next time around? Join the American Watercraft Association (www.awahq.org). If you’re a PWC enthusiast, these are the guys defending your right to ride, and they could certainly use the support.

I probably skew more toward the environmental side than a lot of my counterparts in the industry. I think there’s a lot that can be done to clean up the water, the air, and the planet in general, and I think we should all be willing to make some sacrifices to get the job done. But I’m also all for fairness, and making rational decisions based on sound information. And so far I’m not convinced that PWC were anything but the easiest kid to pick on at the playground.

Several years back, WaterTop Unlimited (now Look Marketing) head Tim McKercher brought side-by-side drag racing to the PWC market, reasoning it would be an innovative new twist on a sport typically dominated by closed-course, motocross-style competition. While not a runaway hit, it proved successful, enticing everyone from the Average Joe to hardcore speed freak to give it a try. For the former group, drag racing was just a fun way to battle your buddy without any real fear of collisions or injury; for the latter, a chance to go head-to-head on heavily modified craft. It’s the event’s Speed Alley, however, that brought with it the true promise of crazy speed. Solo runs against the radar gun were an amazing test of both man and machine, and encouraged a whole new crew of speed freaks to truly push the limits of today’s personal watercraft.

The elusive 100-mph mark fell early on, when Puerto Rico’s Julio Rivera first recorded triple digits, chalking up a 100.5 mph run at the RIVA Racing Spring Nationals in 2009. The most recent record was established the  weekend of November 3-4, when Joseph Mastrapa, from Palmetto Bay, Florida, posted a 101.7 mph peak speed.

Trust me, that’s fast…crazy fast. Several years ago I did a story with RIVA where I sped across the water at 72 mph. Truth be told, the speed actually felt pretty comfortable. But adding 30 more miles per hour? No thanks. Make one wrong move, tip your weight slightly in the wrong direction, and you’d be flung like a rag doll. At those speeds, water isn’t soft and cushy…it’s hard and unforgiving. Guys like Rivera and Mastrapa have nerves of steel, as well as some pretty impressive engine and hull-building skills between them and their teams.

Strangely, I believe Guinness still recognizes the world record on a PWC as 87.5 mph, a mark set by Outback Steakhouse co-franchisee Forrest Smith (who, incidentally, used RIVA to help him modify a Yamaha GP1200R for the challenge). Why hasn’t the record book recognized guys like Rivera and Mastrapa? Word is there’s a lot of paperwork and money involved, something that no one has bothered to mess with in the last few years.

That may soon change. Current HydroDrag promoter Mike Young hopes to find a sponsor that would bring Guinness representatives to the event next November. If he succeeds, the renowned record book will certainly have a new name amongst its pages.

Here’s a look at Mastrapa’s record-breaking run…

Everything’s “extreme” nowadays. Guys on motocross bikes hurl themselves through the air, guys on snowmobiles backflip them like it’s no big deal, and yeah, guys even jump from the edge of space for kicks. Where do PWC fit into this mix? If you ask the mainstream media, they’re probably clueless. After a promising start, PWC racing and freestyle have both faded somewhat into the background. Sure, the sport still exists, but good luck finding it on ESPN…not even the “Ocho.”

Still, I continue to be amazed at what the best PWC freestyle riders can come up with. I think the surf if their natural playground, and where they perform their best, jaw-dropping moves. But the video below shows that some pretty wild stuff continues to be seen on flat water as well. It’s footage of Slovenia’s Roc Florjancic at the IJSBA 2012 World Finals in Lake Havasu City, Arizona, and he definitely proves that freestyle has come a long ways since the days of headstands, tailspins, and dare I say it, pirouettes in the tray. (Yup, that’s where we used to toss the handlepole up, spin ourselves around once…and then catch that handlepole as it came back down. Impressive, I know.) Now, backflips are the move of choice. In one sequence, Roc strings together about seven of them, tossing in some helicopter spins to boot.

How do guys like Florjancic pull off these moves? Talent, mostly, but yes they do have a little help from their equipment. Their standup skis are a little shorter than the norm, the handlepoles anchored way out on the nose, the horsepower within is incredible, and their centered gas tanks hold just about enough gas to get through their routine. The key ingredient, however, is the steering nozzle. As well as side to side, riders can also pivot them upwards via a handlebar-mounted lever. That allows riders to force all that substantial thrust upwards, which in turn forces the stern of their ski downwards. Add in a good pull on the handlebars, and you’ve got the makings of a backflip.

So no, don’t expect to pull this off on your stock Jet Ski or SuperJet. But man, watch this, and tell me you wouldn’t like to try…

Wow, go out for an early-morning bike ride and you come home to a seeming explosion in emails, voice mails, and texts. Or at least you do when the news concerns Sea-Doo exiting the sport boat (i.e. jet boat) business.

Yes, as unlikely as it may sound, that’s what BRP announced this morning, less than two weeks from its 2013 dealer meeting. The reason? BRP’s blaming it on the “continued global sales decline in the marine industry, particularly the drop in sales of sport boats since the financial crisis.”

“This is a difficult but necessary decision for BRP,” explained José Boisjoli, president and CEO. “We worked hard to grow our sport boat business through a serious sales decline that began in 2007. But now, we must focus our research and development resources and capital investments in areas of our business that offer greater growth potential.”

Adding to the confusion is that at least one early story seemed to indicate that the brand was also exiting the PWC business. Don’t worry, that’s not the case. BRP appears committed to the Sea-Doo watercraft brand. Apparently they weren’t even doing that bad in the boating market, with decent sales for 2012 and low inventories. The catch, however, is that it sounds like they weren’t really making very much money in the process. Given the company’s success with its ATV line and Can-Am Spyder two-wheels-in-the-front, one-in-the-back motorcycle, at least one theory making the rounds is that the company is simply choosing to concentrate on what contributes best to the bottom line. This line of thinking would make financial sense if persistent rumors that BRP may soon go public turn out to be true.

Boisjoli confirmed that BRP had looked for a buyer for its boat line and Benton, Illinois manufacturing facility, but the effort had thus far proved unsuccessful. ”Consequently, we decided not to resume production of the upcoming model year due to seasonal production planning requirements.”

Like many, I’m sorry to see Sea-Doo exit the jet boat business but the “global sales decline” line concerns me slightly, especially if it gives the impression that the industry is suffering. Yamaha, in fact, is doing very well with their jet boat line. The company currently has the best sellers in both the 21′ and 24′ ranges, beating out many established sterndrive manufacturers. There’s also the news that Sea Ray will soon be offering jet propulsion as a power choice in several runabouts. The PWC industry is also seeing its first real growth in many years.

It’s a tough day for the industry, for sure…but I don’t think it’s indicative of what’s to come.

Labor Day weekend may have signaled the end of summer for many, but it doesn’t have to be the end of your riding season. In fact, in many ways the next two months (or more in some areas of the country) offer some of the absolute best riding you’ll find. The simple reason? Waterways are substantially quieter, as are waterfront restaurants, popular beaches, and anywhere else you may have felt crowded out of during the summer. It would be a shame to miss this wonderful time of the year by stowing your craft prematurely.

The catch, of course, is that as the waters get quieter, the weather is getting colder. Go out ill prepared and your ride may not only be less fun, but downright dangerous. Body temperature can easily drop when submerged in cold water or exposed to the elements without protection. Fail to bring that body temperature back to normal and hypothermia can quickly set in. Looking for signs? Shivering, high blood pressure, faster-than-normal heart rate, and rapid breathing are all symptoms of mild hypothermia; lowered body temperature and more violent shivering signal it has progressed to a moderate stage. Severe hypothermia is typified by heart rate, respiratory rate, and blood pressure all decreasing.

Serious stuff certainly, but results that can be avoided with the proper gear. Start with a wetsuit, ideally a john/jacket combo.
Most are rated by a specified temperature range, typically related to the thickness of the neoprene. Three millimeters is usually the turning point. Buy less and you’ll get flexibility but sacrifice warmth. Buy more and you get increased warmth but sacrifice a little freedom of movement. Better suits use varying thicknesses in combination to combine the two goals. Remember, a wetsuit isn’t intended to keep you dry. It works by allowing a thin layer of water in, trapping it between your skin and the neoprene rubber, and then warming that water with body heat. Looking to layer on more protection? Try adding a neoprene touring coat, or one of the popular “float coat” PFD jackets.

Don’t forget your extremities. Yup, just like your Mom told you as a child, a lot of heat is lost though the head, hands, and feet, the latter of which are especially vulnerable as they may often be resting in the water. Neoprene gloves and booties are common pieces of PWC gear. Supplement them in really cool weather with a hat, ear covers, or neoprene hood.

Think a dry suit is your best choice? It is for really cold weather, but keep in mind a drysuit won’t breathe in the least. Should you build up too much heat from exertion or from an outside temp that’s not quite cold enough, you’ll sweat and that sweat may quickly cause a chill. If you do go the drysuit route, use ski or snowboard-style long underwear below, as it’s built to wick away sweat.

A lot to think about? Absolutely. But consider the alternative…

Get together some people who have been riding personal watercraft for a lot of years (yeah, Patrick Butler, I’m talking about guys like you), and it’s almost inevitable that the subject of the coolest, or the most influential PWC ever will arise. Coming up with a definitive answer is next to impossible, akin to asking a parent to name their favorite child. Different craft appeal to different people for different reasons. It goes without saying that if you’re into touring you’re likely not going to pick a performance two-seater and vice versa.

Still, I’m not afraid to weigh in on the subject. After all, I’ve been riding PWC since 1977. My first craft was a 1976 Kawasaki Jet Ski JS400, a woefully underpowered machine but to a teenager obsessed with all things water, one of the coolest toys I could ever imagine. And though I still personally veer more towards a sharp-handling performance model, I can also appreciate the benefits of a cushy cruiser or a bargain-priced introductory model. I’ve also had the good fortune to ride nearly every single model ever made. Heck, come to think of it, maybe I have rode every single model every made.

So which is the coolest, a craft that even today continues to influence the industry? For me the answer is easy — the 1993 – 1996 Yamaha WaveBlaster.

In an era of sitdown craft that provided little challenge and typically featured a strange, outside lean to hook up in a turn, here was a machine that thrilled like a stand-up and cornered like a motorcycle. It was the stand-up guy’s sitdown, but as it turns out, it was also so much more. WaveBlasters appealed to motocross riders, slalom water skiers, even guys that seemed more comfortable on a “sea couch” but found that an aggressive handling sitdown had its appeal. Credit the WaveBlaster for showing that an inside lean was not only cool, but the way a craft should turn. There’s little doubt it influenced the Sea-Doo HX, and second-generation Sea-Doo XP years later. Even now, I can feel its DNA in craft like Yamaha’s FZR and Sea-Doo’s new RXP-X, even Kawasaki’s Ultra 300X.

Looking for a used craft to add to your fleet? Check out a ‘Blaster, or the slightly more big-guy friendly WaveBlaster II. Or, next time you’re around some old-timers, ask them for their opinions. Heck, maybe they might even offer you a ride. Even today, WaveBlasters remain one of the most popular used models, with a dedicated fan base.

That’s the definition of a truly influential boat…as well as one that is just really, really cool.

This post is about accidents. I’ll pause while the industry as a whole utters a collective groan. It’s not a popular subject when you’re trying to sell personal watercraft, and certainly not a popular one when the mainstream media has already raked you over the coals for a portion of the summer. But it’s a subject that needs to be addressed, not only to understand the cause, but also to learn what we can do to keep all boaters safer in the future.

My inbox has been a little fuller than usual this summer, as people have been quick to forward news stories that gained national attention. The stories themselves have had a higher profile because of the people involved in them. The stepson of popular recording artist Usher left brain dead after a family friend, piloting a PWC, runs into him. A one-time Space Shuttle pilot killed riding a PWC after a son, aboard another PWC, collides with him. Horrible stories all, and ones that have prompted media outlets to latch onto every detail.

What I find irresponsible, however, is that while the majority of the stories are quick to imply that PWC are somehow more dangerous than other boats, most also omit one inconvenient truth. And that is all of these tragedies, and others just like them, were avoidable. They were caused by operator error, and with all due respect to the dead and those living with the memory, irresponsible operation. The drivers of these PWC got too close to a child on a tube, too close to a person on another craft, and a horrible, tragic accident followed.

PWC are a popular form of recreation. But they’re not a toy, they’re a motor vehicle. And when you take the controls of one, you assume a certain level of responsibility. Would you drive up close to another car at high speed and swerve away at the last minute? Of course not. So why do we see an irresponsible few trying to roost a friend on the water? Would you turn the controls of your sports car over to your 12-year-old and tell him to have a good time? Of course not. So why do we see parents who think nothing of letting a child take a PWC across the lake? Sure, these incidents are in the minority. There are thousands of responsible operators who pilot their craft safely every day of the year. But they’re not the ones who get noticed. It’s that minority who catch our attention, and sadly, increase our chances of being hurt.

And you don’t just find them riding PWC. You encounter them almost every day, at the helm of everything from a car to a bike or skateboard.

It’s time to take responsibility. Don’t be so quick to blame the PWC that was involved in an accident. Blame the person at the controls who made a mistake, a poor decision, and is now living with the consequences. Don’t be so quick to label a PWC as dangerous. Label the person who’s operating it in a dangerous fashion, and then take action to stop them.

According to the U.S. Coast Guard, the primary contributing factors to the majority of accidents are not vehicle-related, but instead excessive speed, improper lookout, operator inattention, and operator inexperience. Those aren’t problems related to any certain vehicle. They’re all problems related to the person at the controls.

Take responsibility…for everyone’s sake.

Sea-Doo has generated plenty of buzz over the past couple years for its Intelligent Brake and Reverse (iBR) system. The Clif Notes version for those unfamiliar with the technology? iBR uses a modified reverse bucket, linked to a handlebar-mounted lever. Squeeze that lever and the craft’s computer brain interrupts thrust for a fraction of a second while the bucket deploys, then reapplies thrust, which is redirected forward via the bucket and provides stopping power. The pull comes from the stern and the computer limits the extent of the force, meaning the bow won’t dive and you won’t get launched over the handlebars. What you will do is stop up to 100′ shorter than if you were to simply let off the throttle alone. A rider can even feather the extent of the response, much like they would feather their car brakes when approaching a traffic light to avoid a jerky stop.

The technology is undeniably cool, but has opened up some debate amongst the brand’s competitors. They argue that iBR gives riders a false sense of security, and that an existing technology — off-throttle steering — actually provides superior collision avoidance.

Jet propulsion has many benefits, but one negative is that directional control stops when a rider releases the throttle, as no thrust is exiting the steering nozzle. Off-throttle steering uses sensors to recognize when a rider abruptly releases the throttle in conjunction with a full-lock turn in either direction, the typical sign of a panicked rider trying to avoid a collision. The system then increases thrust slightly, just enough to provide some movement in the direction the driver has attempted to steer. It’s a system that has been almost universally adopted by all manufacturers, as while it may not always avoid a collision, it can certainly lessen one.

One manufacturer released a YouTube video shortly after iBR was introduced, showing riders with iBR essentially mowing down a float they were trying to avoid. The same video showed a rider using off-throttle steering avoiding the float all together. Certainly the video made a very valid point — in some situations, off-throttle steering was the better alternative, as it provided an avoidance maneuver away from an object, whereas brakes essentially just slowed the rider in a straight line. But the video also used a short stopping distance that, in my opinion, unfairly tipped the scales. I made the point at the time that if we couldn’t expect a car to stop in such a short distance at the speeds in question, with all the friction afforded by brakes and tires on pavement, how could we expect a boat or PWC to do any better? The video in question has since been removed from YouTube.

The debate, however, lives on, and there’s a good chance you’ll hear it if you’re shopping between brands. My take? Both systems are good, and both have their faults as well. Off-throttle steering will in fact begin a collision-avoidance turn, but it’s response is relatively tame. At close quarters, it will likely lessen a collision, not avoid it. A skilled driver who stays on the throttle and cranks a turn may in fact fare the best in such a situation. Still, lessening an impact is a good thing, especially for beginners who will likely release the throttle when panicked. A glancing blow is certainly better than a head-on collision.

The system does, however, have its occasional problems. I’ve noted in previous reviews that sometimes the off-throttle “push” can come on unexpectedly. It happened to me once riding up on a group of stopped riders at a press event. As I steered toward them and released the throttle, the OTS system actually activated, surging me forward toward the group. I was at fault for coming in too fast and too close, certainly, but it’s something to watch out for.

With iBR, I like being able to rapidly slow if necessary, without trying to hook into a turn that could potentially put me into a worse situation. It’s intuitive in a panic, and it works relatively well. I also like the side benefits the system brings to the table. A Sea-Doo can start in a neutral mode rather than surge forward, and be shifted easily between reverse and forward without ever taking your eyes off the water or hands off the handlebars. It’s fantastic in tight quarters like a marina, restaurant dock or launch ramp.

But again, it’s not perfect. You still need some stopping distance, and that path is relatively straight. If something pops up quickly and unexpectedly at short distance, chances are you may hit it if relying on brakes alone. You will, however, be decelerating rapidly, rather than simply coasting in with no thrust.

Ultimately, the key is to simply spend time learning about your craft and its capabilities, and how best to use them. Brakes are appropriate for some situations, off-throttle steering for others, and a combination of the two, or neither, in yet others. That kind of awareness only comes with time in the saddle. While learning, take comfort in the fact that all the manufacturers have given you systems to keep you safer. But remember, the ultimate responsibility for avoiding a problem is up to you…

…and sometimes that takes good old-fashioned seamanship, responsibility, and an understanding of the rules of the road.