| Kawasaki Jet ski Ultra 300X Test | |
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Kawasaki Jet ski Ultra 300X
Since Kawasaki celebrates its 37th anniversary in the personal watercraft business this year, everyone believed that the Green Team was going to release the most talked about fourstroke stand-up. Though, the Akashi factory put the market research on the table and decided to come stronger during this current economic crisis by presenting the most powerful muscle craft in the personal water scene. Power matters and Kawasaki was always ahead in terms of overall true performance and is the only manufacturer that has won more titles than anyone else in the Pro Runabout Open at the World Finals. The Ultra X hull was proven to be unbeatable especially under rough water conditions and this was the reason that made Kawasaki keep the outer shape of this hull and provide a meaner and more powerful engine having as a main scope to increase the acceleration, overall performance and in addition to provide a new package of electronics than people require for recreational reasons. Kawasaki’s top-shelf performer, the Ultra 300X has been thoroughly redesigned for 2011, from nose to jet pump and everything in between. There is more power and thrust, along with loads of engine strengthening to handle all that power and help ensure typical Kawasaki reliability. There is new technology in the form of an all-new and high-tech supercharger and Kawasaki’s Electronic Throttle Valve system. This race-derived hull has been extensively updated to provide the sort of top-tier handling hard-core enthusiasts expect. Power and thrust are key ingredients in the Ultra 300X package, and the thoroughly “massaged”, 1,498cc inline-four DOHC engine supports that recipe like no other power plant in the entire watercraft world. Engine wise
Stronger and more advanced internal engine parts assist power production and help maintain the high level of reliability you come to expect. Revised pistons, team with a pumped-up valve train that includes stronger, hardened- nickel valves with thicker stems, a beefier cam chain and reworked exhaust camshaft with revised lobe profiles and increased durability. According to Kawasaki the new pistons sit on the bore a few millimetres though, it uses the same type of piston rings. Cylinder temperature has been increased on the new 300X with smaller water jackets on the cylinder and by controlling oil temperature with a thermostat. Stronger crankcases help harness this entire extra horsepower, while an advanced and more efficient oil cooler helps minimize temperatures when the action gets really hot upstairs by sandwiching oil between two cooling jackets instead as the ones before. The thermostat ensures that the oil temperature is kept to the desirable level providing greater reliability under any operating environment (hot or cold weather conditions).
Reinforced hull and deckPerhaps the most stunning of all these performance- and comfort-related advancements, is the fact that the new Ultra 300X weighs nearly 40 pounds less than a 2010 Ultra 260X. The hull thickness was reduced slightly throughout and combined with the special reinforcements in the inside bow area, the result is a lighter, stronger, manoeuvrable and more stable hull. Additionally, the new deck may look exactly the same as its predecessor however; it has been reinforced in several locations too. The hull cleaning system has been replaced with a two-circuit design (one for the engine and one for the intercooler), each with a dedicated flushing port for easier maintenance. Revised styling through the use of more radically edged contours and new front nose trim, results in a more aggressive look up front. It is the first time that Kawasaki has installed a trim on the Ultra hull and this was because customer research showed the demand for it. The all new ETC, is the 300X’s Electronic Trim Control system, which controls the nozzle angle of the revised 160mm jet pump to adjust the hull attitude to suit different water conditions and riding styles. The system has a plus-orminus range of eight degrees, and works with the revised hull design to allow quicker turning characteristics. On the water
Increased comfort means that longer, further rides are easier than ever which is a good thing for the recreational user. With nearly 21 gallons of fuel capacity – the most in its class – the 300X allows plenty of range for long-distance rides. A convenient storage bin with 54gallons of capacity hides under the front cowl, and a dual drink holder keeps refreshments just a reach away. Overall, the combined storage capacity is an industry leading 60gallons so bringing extra gear along is never an issue. The Ultra 300X’s cockpit didn’t escape the designers’ efforts either. An all-new high-visibility instrument panel has been fitted, which features an all-LCD info screen and visor that is not only futuristic but wildly informative. The highly legible LCD display houses the riding-mode displays along with a range of other functions, including clock, time, trip and hour metre, digital or bar-graph tachometer, water and air temperature gauges, speedometer and maxspeed functions. You will always know what is happening when aboard the 300X. Riding the 300X is a unique experience because you realise immediately that it is not a beast but a muscle craft which can accelerate quickly but at the same time in a very smooth controllable manner. The new engine provides a much better low end rpm of useful power which enables you to accelerate from one buoy to the other very fast but without upsetting the handling. Everything is done in a very smooth manner so the rider gets the maximum satisfaction out of it. In other words, the new electronic package is really worth it. Top speed is something that everybody is interested in so the new Kawasaki hits the 67mph barrier faster and easier than anyone would expect. Top speed is limited by an electronic governor and the funny thing is that you can actually feel it because it holds the crafts potential. The craft we rode was brought to us by KMC (Kawasaki USA) although, British rider Russell Marmon let us ride his unrestricted 300X. The unrestricted craft is more linear from bottom to mid range rpm and keeps spreading its horsepower potential until it reaches the top speed of 72mph, according to Russell who tested it prior to competing in the Mark Hahn 300 Endurance race. As for the updated hull, you feel it is much lighter (or it’s the engine efficiency that gives you this feeling) and certainly more nimble and easier to control on a tight buoyed course. Sum it upThe 4-stroke Ultra is in its fifth year and this particular version is a lot better than previous models. It is faster from one buoy to another, it is equipped with new electronic systems and most of all it performs under any weather or water conditions. Its price had gone up but you cannot get absolute performance without paying for it. If you are looking for a fast ride, in any conditions, Kawasaki has the answer. SpecEngine
Hull and components
Price: £14,499 inc VAT Words: Vasilis Moraitis |
Kawasaki enhanced the overall design of the 1500cc Supercharged engine, reinforced the hull and transformed the Ultra in such a way that it remains in top of the muscle craft class.
Kawasaki’s new power plant was redesigned and manufactured in Japan while KMC-USA was responsible for the hull and pump setting and also carried out the overall endurance testing. The important news for 2011 is the use of an all-new supercharger, one that is two steps beyond the abilities of the roots-type unit fitted –the Ogura one- to previous X-model Jet Ski watercraft. Root-type superchargers are known as fixed-displacement units, which produce large quantities of boost at all rpm levels, even right off idle, for a flat torque curve and usable, step-free power across the rev range. The new Eaton Twin Vortices Series (TVS) roots supercharger features a twin four-lobe rotor and offers a significant performance increase over the already impressive previous unit. Where the standard roots unit delivered compressed air in waves, the new Eaton TVS unit offers continuous delivery for more power and smoother power. Boost pressure has been significantly increased, from 11.0psi to 17.0psi. Supercharger efficiency is also up too, nearly 30 percent, while mechanical losses have been reduced to just 10 percent. A liquid-cooled intercooler helps keep the compressed intake charge cool, which stops power-robbing heat from sapping the systems efficiency.
Controlling all this substantial power is made easier via the 300X’s array of futuristic electronics, which include a highly advanced fuel injection system controlled by a high-tech Electronic Control Unit (ECU), the “brain” of the entire system. The ECU not only commands the injectors and throttle bodies to route a precise amount of fuel/air mixture into the combustion chambers with help from the all-new Electronic Throttle Valve (ETV) system (which converts throttle lever inputs into electronic signals that are then passed on to the throttle body), it also allows a host of other technologies. These include a range of varied riding “modes” such as Fuel Economy Assistance mode (for maximum economy during slower going), one-touch 5mph mode (for use in no-wake zones), the 300X’s handy Electronic Cruise Control system (for steady cruising speeds when touring) and the Smart Learning Operation (SLO) mode, which allows newer riders to become familiar with the handling and response of this Jet Ski at a more relaxed pace. The setup also includes a digital dash display called the Economical Riding Indicator that shows the rider when riding conditions are most efficient (such as at planing speed, where hull resistance is minimal). According to Kanamori when riding the 300X at WOT (Wide Open Throttle) will result at an increased fuel consumption compared to 260X. On the other hand fuel efficiently gets better at cruise control or at mid speed because the Eaton Supercharger is more effective.
A redesigned impeller (with a pitch of 15/22) was used in order to enhance the overall performance of the craft, while the addition of horizontal guide “vanes” on the propulsion grate improves stability and hookup during acceleration. Larger horsepower usually raises the issues to the driveline that Kawasaki (and other manufacturers) experienced under racing conditions. As a result, an even stronger engine coupling assembly was designed and was presented initially at the 2010 World Finals on the Factory Kawasaki STX-R. It all adds up to the most advanced watercraft power plant in the industry.
Hard to believe, but the revised ergonomics improve comfort significantly over the already plush 260X. The handlebar remains ‘five-way’ adjustable to fit a range of riders and riding styles, with grips positioned nearly an inch wider to accommodate the all-new handlebar switch assembly. The wider bar allows even better manoeuvrability and is more comfortable, especially on longer rides or during sport riding since you can apply more force more easily. Also, it provides better leverage during sport riding. The two-piece seat offers plenty of room for three people, while a new slightly narrower seat (at the front) makes it easier for riders who prefer to ride standing. A redesigned reverse lever on the left side of the craft features a more ergonomic design with lighter operation. The traction pads are made by Hydro-Turf and provide very good grip in any conditions.