I was ten-years-old when my father buckled a life vest around me and handed me the lanyard to his red-and-silver Kawasaki JS550. Lightweight and low to the ground, I was certain that my adolescent self would be a natural at the "dirt bike of the sea" but was quickly disappointed again and again as I toppled over, rushing my mouth and nostrils with a blast of lake water, and left to bob patiently as the ski idled around me in a 20-foot circle. My father, Kerry, and brother, Cameron, on the other hand, seemed to master the nimble Jet Ski seemingly without much effort, something that buried deep under my skin and remained there, festering, for twenty more years.

Nearly ten years ago, when I was 21 years old, my brother put me on his JS750 while he tested out his new Yamaha SuperJet. Immediately, I was reminded of that earlier memory putting around Lake Perris, California, resting on my knees, the rubberized foam mat rubbing them raw. Incensed, I was resolute to spend the better part of the day upright and dry, not the other way around. As Cameron cut hard circles around me, I was unsteadily cruising at half throttle, finally getting a feel for the larger stand-up, learning its nuances, finding my footing, and braving each roller and wake as they came.

(Above) Not much has changed since the SX-R’s introduction in 2003, which is a good thing. It says a lot when a PWC can survive untouched – save for colors and “bold new graphics” for five years.

Today, I'm standing knee deep on the hallowed grounds of Body Beach, a rather uninspiring cove of desert beach just south of Lake Havasu, Arizona's London Bridge Resort. For decades, Body Beach has been the haven of freestyle riders, the training grounds for hardcore buoy course racers, and the testing facility for aftermarket and OEMs alike. And here I am with Kawasaki's latest Jet Ski, the 800 SX-R, realizing that I'm about to embarrass myself like a 16 year old with his brand-new driver's license taking his father's stolen Corvette for a lap around Laguna Seca.

Nearly 36 years old, the basic design of the Kawasaki Jet Ski really hasn't changed all that much. A series of progressive hull designs have given us this latest iteration, as I'm sure there will be more in the future. The overall dimensions of the ski have swollen, providing riders more room in the tray (a good thing) as well as extra weight to wrestle through turns and over chop (a not-so-good thing). I suppose one cannot have its cake and eat it too.

Thankfully, to better motivate the larger JS800, Kawasaki has provided its "compact and powerful 781cc two-stroke twin-cylinder engine. Fed by a pair of 40mm Mikuni carburetors, this powerplant churns out 699 pounds of thrust - the most power ever offered in a production Kawasaki stand-up." (As stated by the manufacturer's official press release.)

While the 781 does provide plenty of snappy throttle response at the top-end, I was more impressed with the carburetors' ability to deliver smooth, bottom-end acceleration (especially with somebody my build), something nearly unheard of for two-stroke powerbands. Six months earlier, I had the opportunity to ride an '08 Yamaha SuperJet and immediately noticed the inherent differences in both skis' DNA.

(Above) The SX-R’s wide tray and contoured hull design allows even the most novice rider to turn and maneuver with confidence, something lacking in previous models and in the competition.

The SuperJet's shorter hull and integrated front sponsons give the ski a bit of a tipsy feeling. That, combined with the Yamaha's lightning-fast throttle response and unplanted tail contribute to the ski's loose overall feel. The SX-R, on the other hand, couldn't be more opposite. The long, wide hull helps even the most novice rider feel comfortable and stable. The throttle is substantially more subdued, permitting easy get-ups and gradual acceleration into curves. As much as the SuperJet's characteristics hint of "freestyle" inspiration, the SX-R's attributes speak "buoy-course."

The SX-R, of course, is a two-stroke, which will continue to aggravate those living in California and other states where legislators have outlawed the sale of two-stroke PWC. In an effort to sooth environmentalists and panicky politicians looking to keep themselves in office, Kawasaki made great efforts to address many of the ill-famed two-stroke's most noted faults: 1) Noise. The SX-R features a water-jacketed exhaust pipe to help suppress noise. The water jacket also boosts its reliability by reducing underhood temperatures. 2) Exhaust. Kawasaki uses a waterproof Capacitor Discharge Ignition (CDI) ignition system (with a digital advance), which, combined with aggressive exhaust port timing and the large-diameter exhaust pipe, helps provide a leaner burn and cleaner emissions.

As for my day at Body Beach, the SX-R proved itself as a fantastic ski all around, for both novice and pro. Even early morning temperatures required minimal choke to get the motor to fire and run smoothly. Aesthetically, the JS800 hasn't changed since its introduction in 2003 - save for the typical BNGs (bold new graphics) and paint, but that is of little concern. But, of course, Kawasaki sells every single SX-R it builds year after year - a real testament to the stand-up's lasting appeal.

2009 Kawasaki 800 SX-R

List Price: $6,699

Curb Weight: 396.9 lb.

Length: 90.6 in.

Width: 28.7 in.

Height: 28.9 in.

Engine: 781cc inline 2-cyinder, 2-stroke

Horsepower: 80 hp

Thrust: 699lbs.

(Below) Getting up on a stand-up used to be an ordeal, especially to those who remember trying to learn on the early generation 440s and 550s. The stability and fluid throttle response of the 2009 SX-R helps alleviate all of those previous concerns.

Special thanks to:

Kawasaki Motor Corp.

Slippery

Troy Lee Designs

UGP