Add any articles that you all may want to of find interesting ..............
here is an article i read today on the whole 1999 seadoo line up -- if you have a 99, here was the line up
...
August 25th 2000.
By Joel Johnson
...
Sea-Doo 1999
Sea-Doo adds a two-seater with Rotax Fuel Injection to its watercraft line
You cynics out there can pass the 1999 Sea-Doo lineup off as more of the same-old, same-old. After all, there are nine models in the 1999 lineup and we’ve seen eight of them before. On top of that, the only new model in the lineup — the GSX RFI — isn’t really all that new since it runs on the three-year-old GS platform and uses the same fuel injection system that debuted on the 1998 GTX RFI.
But forget about brand new, never-seen-before technology for a moment, and consider the 1999 Sea-Doo lineup from a long-range perspective. Since all nine models in the lineup now include the revolutionary D-Sea-Bil sound reduction system, Sea-Doo now boasts the quietest lineup of personal watercraft ever assembled. In fact, Sea-Doo engineers estimate the individual models are anywhere between 10 to 30 percent quieter than last year’s models, and who knows how much quieter than models from three or four years ago.
Consider, too, that Sea-Doo now has a second model with electronic fuel injection and has improved the fuel economy and reduced emissions throughout its lineup by fine-tuning the carburetion and calibrating the jetting on all the various models. It may not be a large, dramatic one, but it is another step toward meeting and exceeding the stricter EPA standards that are coming up.
So scoff all you want and say the new Sea-Doo lineup is only more of the same. There’s more change here than meets the eye.
A Quiet Revolution
Sea-Doo deserves a great deal of credit and praise for the inclusion of the D-Sea-Bil system on all of its boats this year. From a public relations standpoint alone, the D-Sea-Bil system helps everyone involved in the market from consumers to Sea-Doo’s competitors because it addresses the major complaint from the public at large against personal watercraft — noise levels.
The system does it by borrowing a variety of different techniques and technologies from the automotive industry to reduce the sound level on all of the models in Sea-Doo’s lineup.
Although not all models will get the same amount of noise reduction, each will offer significant improvements over last year. There are a number of reasons for the variance, but one of the biggest is that available space in the engine compartments has limited the number of Hemholtz Resonators Sea-Doo can fit in the different models, and the Hemholtz Resonators are at the heart of the D-Sea-Bil system.
These resonators are designed to suppress specific low frequency sounds and look something like the pipe area on a pipe organ, with different length tubes attached to the exhaust pipe into which sound waves pass. The waves bounce off the back of the tubes and then cancel out incoming waves, thereby suppressing much of the noise at those specific frequencies. On the GTX models, Sea-Doo has been able to squeeze two lower four-chamber resonators into the footwells, which in turn offer the greatest reduction in sound. (On the GSX models, they’ve only been able to squeeze one four-tube resonator, while on the GS and the GTi, they have only one three-tube resonator.
Other aspects of the total system have been easier to transfer to each model, however, including the insulation and casing on the mufflers and the various composite parts used in the engine. For 1999, the casing has changed some — the material is a new rubberized plastic and the casing is split vertically rather than horizontally for easier assembly. Still, combined with the rerouting of the exhaust outlet through the pump cavity, a change that was made on all of Sea-Doo’s boats last year, the casings and insulation alone would offer a significant drop in sound levels compared to past models.
GSX RFI
Considering Sea-Doo’s past pattern of mixing various power plants and hulls, the introduction of the GSX RFI really comes as no surprise. Pretty much everyone familiar with the way Sea-Doo develops its product line knew that the RFI system would eventually find its way onto the GS platform, not to mention the rest of the lineup.
Like the three-seater GTX RFI, the GSX RFI will be something of a tweener, not quite as powerful as the GTX Limited, but with better fuel economy and throttle response and cleaner emissions than either the Limited or Standard GSX models. Those are the result of the RFI electronic fuel injection system, essentially the same system that debuted on last GTX RFI.
Like the D-Sea-Bil system, Sea-Doo’s RFI system has public relations benefits because of its reduced emissions. Sea-Doo claims its RFI (Rotax Fuel Injection) system reduces hydrocarbon emissions on its 800 Series Rotax twin by up to 25 percent compared to the same engine with standard carburetion, as well as a 15 percent improvement in fuel consumption. The system is semi-direct, meaning that the fuel is injected through a low pressure nozzle into an inlet manifold near the cylinder transfer port as opposed to directly into the cylinder on direct injection systems. Once inside the inlet manifold, the fuel is sucked into the cylinders when the transfer port is open. The semi-direct method allows Sea-Doo to use the same air induction and oil injection components found on the rest of its engines, which in turn has kept the cost of the system down.
For the average consumer, a more important benefit will be the improved fuel economy, estimated at up to 15 percent better than 800 series engine with standard carburetion. The system supplies a more constant and precise supply of fuel to the engine than a traditional carburetion system, which in turn has reduced fuel consumption as well as the amount of raw fuel in the exhaust, the main cause of hydrocarbon emissions the EPA is trying to eliminate.
Another side benefit is a smoother powerband, though that won’t come into play as much with the GSX RFI as it did GTX RFI since it can’t be used as tow vehicle in most states. The only difference between the RFI system that was introduced a year ago and this year’s version is that the 1999 models will use a new chip that improves performance at high altitude (above 6,000 feet) and cleaned up the bottom end performance a bit. The changes, however, are minor and probably wouldn’t be noticed by the average consumer. The safe mode operation has also been modified some, but again that’s a change that few will notice.
As you probably guessed, the two cylinder 782cc RAVE (Rotax Adjustable Valve Exhaust) engine is the same engine found on the GTX RFI. The engine, which is rated at 105 horsepower to more accurately reflect the power output from a year ago, has a bore x stroke of 82 x 74mm and a compression ratio of 5.9:1. It also features an adjustable valve exhaust, which allows the engine to self-adjust the exhaust port openings in each cylinder to optimize performance at various RPM levels, based on the compression within the cylinders. At slower speeds, the valves open only partially, but as the RPMs and the compression within each cylinder increase, the valves open more, increasing the fuel and air velocity. The spent gases then exit through a water-injected performance pipe.
Power is transferred to the water through the Bombardier Formula Jet Pump, essentially the same pump found throughout most of the Sea-Doo lineup. It also comes standard with a stainless steel impeller.
The hull and deck should look familiar to Sea-Doo fans, considering they essentially are the same as the ones that have been used on the GS line for the last several years. The GSX RFI will be available in two color schemes, Aztec Red and Ice White or Yellow, Black and White.
No matter what the color, however, the ride and feel will be the same because the craft will use the same multi-straked, semi-V fiberglass hull found on the rest of the GS. The hull is 106 inches long, 45.6 inches wide and 37 inches high and features a 20 degree deadrise, with two lifting strakes on either side of the keel. Two spray deflectors have also been incorporated into the hull design in the bow. The GSX RFI will also come with hooked sponsons.
The fiberglass deck comes with a stepped seat and a large storage area in front of the handlebars. The instrumentation, which is all positioned in a pod on the storage hatch, includes a standard analog speedometer and LCD tachometer, fuel gauge, VTS gauge, and an info center that includes a clock, chronometer, trip meter, current speed, peak speed, average speed and maintenance information. It also uses Sea-Doo’s Digital Electronic Security System, which uses a programmable chip in the lanyard specific for your boat.
Other features include fiberglass reinforced bumpers, bow and stern rings, temporary docking loops located on the handlebar post, deck pads, rear grab handle and seat strap, and rear boarding platform.
The fuel capacity is 15 gallons. The oil tank holds 1.6 gallons.
GTX RFI
This is the model that started it all and it returns for 1999 with only a few minor changes. Like the GSX RFI, its electronic fuel injection uses a new chip that improves high altitude performance and cleans up the bottom end, and the safe mode has been made less drastic.
Otherwise, everything else is the same as it was last year. The craft will again be powered by the same two cylinder 782cc RAVE engine with electronic fuel injection, essentially the same engine as the GSX RFI.
Power is transferred to the water through the Bombardier Formula Jet Pump, essentially the same pump found throughout most of the Sea-Doo lineup, with a stainless steel impeller pitched at 16/24 degrees. It includes a forward/neutral/reverse system that is activated by a lever located on the left side of the console, allowing you to use it in tandem with the throttle, a big bonus when towing skiers.
The hull and deck are identical to last year. The 123 x 46.9 inch, full-V multi-chine hull is made with fiberglass and features hooked sponsons on either side of the hull. The GTX RFI looks like last year’s version, including the unique “Champagne and Ice White” color scheme and the fake mahogany finish on the glove box.
The two-part seat is angled in the driver area and offers well-positioned handholds for the passenger. The craft also features tilt steering (it moves from 30.5 inches to 33 inches).
Standard features include analog speedometer and tachometer and an LCD multi-function gauge that includes fuel and oil gauge, hour meter, low fuel, oil, voltage and overheat warnings, compass, trip meter and clock, air and water temperature, average and peak speed and various maintenance information. The gauges are recessed in the hood, in front of the handlebars. The craft also features dual mirrors and a true tow rope hook.
Like all of Sea-Doo’s models, the GTX RFI features Sea-Doo’s Digital Electronic Security System, which uses a lanyard fitted with a computer chip encoded with a specific code for your boat.
There’s plenty of on-board storage — 26 gallons in all — including a standard compartment in the bow with two twist-off watertight containers, a storage cooler underneath the back part of the seat and the smaller glove box on the console. The fuel tank holds 15 gallons, with three gallons in reserve. (The reserve comes on automatically because of the RFI.) The oil reservoir is 1.6 gallons.
Sea-Doo GSX Limited
Except for the addition of the D-Sea-Bil sound reduction system, the GSX Limited returns for a third season with only a few changes, the biggest of which is D-Sea-Bil system, but also includes a slight change to the electronic tuning and carburetion which has improved fuel consumption.
The GSX Limited will also feature a new electronic choke, which should make starting a snap for even the most technically challenged.
The only other change worth mentioning is the rerouting of the water in the cooling system. When the GSX Limited was first introduced in 1997, the water-cooling was routed in the typical Sea-Doo fashion, meaning it started at the pipe and then made its way through the engine and finished at the head. In 1998, the routing was reversed to help prevent detonation, but Sea-Doo has changed the routing back to the original pattern this year because it was able to defeat detonation electronically.
Otherwise, the craft is identical to last year’s version. It’s powered by a 130 horsepower 951cc Rotax twin engine which features a bore and stroke of 88mm x 78.2mm and uses an electronically-controlled adjustable valve exhaust system which uses the engine’s rpm level to determine whether the exhaust valve should open or not. The system is also designed to open the exhaust valve sooner (5500 or 5400 rpms vs. 5600 rpms) under full-throttle acceleration.
Power is transferred to the water through a Bombardier Formula jet pump designed specifically for this engine. The pump has one of the largest diameters (155.5mm) on the market and uses bronze alloy stator veins and a replaceable urethane wear ring, though the shape has remained fairly similar to the Sea-Doo’s standard pumps. The impeller is a 16/21 degree, progressive swirl design made of stainless steel.
The color scheme is similar to last year’s model, with a predominately red (Sea-Doo calls it Viper Red) color scheme and black accents.
The deck and hull design, however, are the same as what debuted on the original GSX three years ago. The multi-straked, semi-V fiberglass hull is same found on the GSX RFI, with the exception of a slight difference in the intake area to accomodate the Limited’s larger pump.
The deck is identical except for the difference in color and includes the same features and instrumentation, including the Digital Electronic Security System.
Sea-Doo XP Limited
The XP Limited is back after what was a fairly successful debut. Like the GSX Limited, it features the D-Sea-Bil sound reduction system and has improved tuning and carburetion, the electronic choke and the standard cooling water routing.
Otherwise, little has changed. Power will again be supplied by the same 130 horsepower, 951cc Rotax Twin, the same engine found on the GSX Limited and the GTX Limited, and transferred to the water through large diameter Bombardier Formula jet pump featuring bronze alloy stator vanes and a replaceable urethane wear ring. It also uses a 13/21 degree, progressive swirl impeller made of stainless steel and an electronically adjustable nozzle.
The semi-V, hyperbolic hull is also back. The fiberglass hull incorporates multiple angles on the deadrise, with a main angle in the bow of 22 degrees, and features a cathedral-type bow area formed by two concave pockets on either side of the keel, an integrated spray deflector and two lifting strakes. The strakes feature three notches or steps on either side of the intake area, which in theory are intended to increase top speed by reducing the wetted surface while underway. There are also two “stabilizer pads”, concave pockets shaped like long teardrops, on the back outside corners of the hull just inside the sponsons to reduce slipping and sliding.
From above, the hull and deck have a distinctly hourglass shape, with the widest parts of the hull just below the handlebars and again toward the back area of the hull. The curve occurs mainly at the bond line and allows the water to flow off the hull without catching the chine and handrail, reducing lift on the handrail and allowing you to lean the boat over more easily.
The seat features Direct Action Suspension, which cushions the ride dramatically. A wide, rear boarding platform sits behind the suspended back half of the seat, with a hatch that accesses the back part of the engine compartment. The main engine compartment is accessed by lifting the cowling off the front part of the boat, a maneuver that can be very difficult on the water.
The deck is the same as last year’s version. There is a pod just in front of the handlebars that contains a standard analog fuel gauge (with low oil level light), speedometer, tachometer and trim gauge. There is a smallish storage area in the bow. The footwells are full padded. Fuel capacity remains at 13.8 gallon, with 1.0 gallons in reserve. Oil capacity is 4.4 quarts.
GTX Limited
Technically, the Sea-Doo GTX Limited was a new model a year ago, but there was so much familiar about it — the classic GTX hull and deck and the 951 engine — that it was easy to forget that fact.
It returns for 1999 with an even more familiar feel, mainly because so little has changed. It will be quieter, thanks to the D-Sea-Bil system, and it will also have improved fuel consumption, thanks to the same improved tuning and carburetion found on the other Limiteds. It should also be easier to start with electronic choke and the water routing will go back to the standard Rotax pattern.
Everything else will be essentially the same from a year ago.
The engine, a 130 horsepower, 951cc twin, is the same one found on the GSX Limited and XP Limited and power is transferred to the water by a large diameter Bombardier Formula jet pump that features bronze alloy stator vanes and a replaceable urethane wear ring. The impeller is stainless steel.
The deck and hull are back, as well as the basic Aztec Red and Colorado Pearl color scheme. However, except for the colors, the deck is identical to that found on the GTX RFI, including the same gauge package and towing accoutrements like mirrors, skin tow cleat and spotter footholds.
The GTX Limited also runs on the same 123 x 46.9 inch, full-V, multi-chine hull with the same standard features, storage and fuel capacity.
GTi
The GTi returns for another year certain to be again overlooked in the lineup, which is a shame because it continues to be one of the more versatile and under-rated watercraft on the market.
Other than a flashier color scheme (it’s metallic purple instead of green this year), the inclusion of the D-Sea-Bil system and slightly better fuel consumption, it comes back unchanged for 1999, which is fine in our book.
It is powered by a surprisingly peppy 85 horsepower, 718cc Rotax Twin with a bore and stroke of 82mm x 68mm and a compression ratio of 6.2:1. As with most of the Rotax engines, it features rotary valve induction and variable rate oil injection. Fuel and air are mixed with a single Mikuni BN 40-38 carburetor. Power is transferred to the water through Bombardier’s standard Formula Jet pump with stainless steel impeller.
Except for the purple color scheme, the deck and hull are identical to those found on the GTX RFI and GTX Limited, including all the key towing features such as the tow hook, mirrors and forward/neutral/reverse system.
GTS
If the GTS seems like it has been around forever, that because it has. It returns for a ninth season with only a modest color change, the D-Sea-Bil sound reduction system and improved tuning and carburetion. Otherwise, this is essentially the same craft that’s been around since the mid-90s.
But like the GTi, the GTS is a vastly under-rated watercraft. Because of its relatively small size — its hull is four inches shorter than Sea-Doo’s other three-seaters and it weighs over 100 pounds less — and decent power, it is a surprisingly good tow vehicle, as well as a fairly comfortable long distance cruiser.
It’s powered by the same 718cc, 85 horsepower twin that powers the GTi and uses the same Bombardier Formula jet pump. It’s fiberglass hull, however, is based on the original GT hull, one of the first three-seater designs on the market. It’s been updated over the years, though it uses the same basic full-V design with a 16.5 degree deadrise and hooked sponsons.
The deck is also different from the rest of Sea-Doo’s three-seaters, with a lower seat and riding position, but it’s surprisingly roomy. It features forward/neutral and reverse system, though it’s activated by a pull-out lever on the console. Standard features are fairly sparse, with an analog fuel gauge and low oil level light the only standard instrumentation, though a speedometer and tachometer are available as options. Mirrors are also optional. It does, however, come with the Digital Electronic Security System.
Storage space is decent (8.1 gallons total), as are the fuel capacity (12.5 gallons) and oil reservoir (6.4 quart
SPX
The return of the SPX is a pleasant surprise as many observers believed 1998 would be the last year this now-classic model would be included in the Sea-Doo lineup.
Enjoy this classic while you can. Fans of this craft will be happy to hear that there were few changes. The only one is the inclusion of the D-Sea-Bil system, though it will probably be noticed least on this craft because Sea-Doo was unable to fit any of the Hemholtz Resonators onto the craft.
However, what will attract consumers to this craft is the familiar, starting with the hull, which first appeared in 1994. Constructed of blown fiberglass, it features a modified-V design with a 21 degree deadrise and single lifting strakes on either side of the flattened keel. It also features hooked sponsons designed for aggressive handling.
The SPX remains one of the more compact designs on the market, though it’s specs (100″ x 41.5″ and 350 lbs.) are somewhat deceiving because it has a fairly large feel on the water. It’s relatively light weight also gives it a terrific power-to-weight ratio.
Its 110 horsepower, 782cc Rotax engine is entering it fourth full season and returns unchanged from a year ago. The engine, which uses the same basic design as the RFI models, but two Mikuni BN 40-38 carburetors provide fuel to the engine. The pump is the standard Bombardier Formula jet pump with variable trim.
The deck and riding area return pretty much unchanged from past years. There is large storage area in front of the handlebars, with two watertight containers. The instrumentation, which is all positioned in a pod on the storage hatch, includes a standard analog fuel gauge with low oil light and trim gauge. Sea-Doo’s Digital Electronic Security System is also standard and uses a computer chip on the lanyard that is programmed specifically to your craft. Without the proper lanyard, the craft cannot be started.
Other features include fiberglass reinforced bumpers, bow and stern rings, temporary docking loops located on the handlebar post, deck pads, rear grab handle and seat strap, and rear boarding platform.
The fuel capacity is 9.0 gallons. The oil tank holds 4.8 quarts
GS
It’s pretty amazing to think that this craft is now Sea-Doo’s price point model. It returns with only minor changes for 1999, with the exception of the D-Sea-Bel sound reduction system. The most noticeable is the Red and White color scheme, which replaces the Blue/Yellow/White of the past couple of years.
The GS will again be powered by the tried-and-true 85 horsepower, 718cc Rotax Twin, the same engine that powers the GTi and GTS. It’s deck and hull are the same as those found on the GSX RFI and GSX Limited, though without the standard mirrors or instrumentation.
quite long but you probably only read the ski (s) that you have, :cheers:.......................
here is an article i read today on the whole 1999 seadoo line up -- if you have a 99, here was the line up
...
August 25th 2000.
By Joel Johnson
...
Sea-Doo 1999
Sea-Doo adds a two-seater with Rotax Fuel Injection to its watercraft line
You cynics out there can pass the 1999 Sea-Doo lineup off as more of the same-old, same-old. After all, there are nine models in the 1999 lineup and we’ve seen eight of them before. On top of that, the only new model in the lineup — the GSX RFI — isn’t really all that new since it runs on the three-year-old GS platform and uses the same fuel injection system that debuted on the 1998 GTX RFI.
But forget about brand new, never-seen-before technology for a moment, and consider the 1999 Sea-Doo lineup from a long-range perspective. Since all nine models in the lineup now include the revolutionary D-Sea-Bil sound reduction system, Sea-Doo now boasts the quietest lineup of personal watercraft ever assembled. In fact, Sea-Doo engineers estimate the individual models are anywhere between 10 to 30 percent quieter than last year’s models, and who knows how much quieter than models from three or four years ago.
Consider, too, that Sea-Doo now has a second model with electronic fuel injection and has improved the fuel economy and reduced emissions throughout its lineup by fine-tuning the carburetion and calibrating the jetting on all the various models. It may not be a large, dramatic one, but it is another step toward meeting and exceeding the stricter EPA standards that are coming up.
So scoff all you want and say the new Sea-Doo lineup is only more of the same. There’s more change here than meets the eye.
A Quiet Revolution
Sea-Doo deserves a great deal of credit and praise for the inclusion of the D-Sea-Bil system on all of its boats this year. From a public relations standpoint alone, the D-Sea-Bil system helps everyone involved in the market from consumers to Sea-Doo’s competitors because it addresses the major complaint from the public at large against personal watercraft — noise levels.
The system does it by borrowing a variety of different techniques and technologies from the automotive industry to reduce the sound level on all of the models in Sea-Doo’s lineup.
Although not all models will get the same amount of noise reduction, each will offer significant improvements over last year. There are a number of reasons for the variance, but one of the biggest is that available space in the engine compartments has limited the number of Hemholtz Resonators Sea-Doo can fit in the different models, and the Hemholtz Resonators are at the heart of the D-Sea-Bil system.
These resonators are designed to suppress specific low frequency sounds and look something like the pipe area on a pipe organ, with different length tubes attached to the exhaust pipe into which sound waves pass. The waves bounce off the back of the tubes and then cancel out incoming waves, thereby suppressing much of the noise at those specific frequencies. On the GTX models, Sea-Doo has been able to squeeze two lower four-chamber resonators into the footwells, which in turn offer the greatest reduction in sound. (On the GSX models, they’ve only been able to squeeze one four-tube resonator, while on the GS and the GTi, they have only one three-tube resonator.
Other aspects of the total system have been easier to transfer to each model, however, including the insulation and casing on the mufflers and the various composite parts used in the engine. For 1999, the casing has changed some — the material is a new rubberized plastic and the casing is split vertically rather than horizontally for easier assembly. Still, combined with the rerouting of the exhaust outlet through the pump cavity, a change that was made on all of Sea-Doo’s boats last year, the casings and insulation alone would offer a significant drop in sound levels compared to past models.
GSX RFI
Considering Sea-Doo’s past pattern of mixing various power plants and hulls, the introduction of the GSX RFI really comes as no surprise. Pretty much everyone familiar with the way Sea-Doo develops its product line knew that the RFI system would eventually find its way onto the GS platform, not to mention the rest of the lineup.
Like the three-seater GTX RFI, the GSX RFI will be something of a tweener, not quite as powerful as the GTX Limited, but with better fuel economy and throttle response and cleaner emissions than either the Limited or Standard GSX models. Those are the result of the RFI electronic fuel injection system, essentially the same system that debuted on last GTX RFI.
Like the D-Sea-Bil system, Sea-Doo’s RFI system has public relations benefits because of its reduced emissions. Sea-Doo claims its RFI (Rotax Fuel Injection) system reduces hydrocarbon emissions on its 800 Series Rotax twin by up to 25 percent compared to the same engine with standard carburetion, as well as a 15 percent improvement in fuel consumption. The system is semi-direct, meaning that the fuel is injected through a low pressure nozzle into an inlet manifold near the cylinder transfer port as opposed to directly into the cylinder on direct injection systems. Once inside the inlet manifold, the fuel is sucked into the cylinders when the transfer port is open. The semi-direct method allows Sea-Doo to use the same air induction and oil injection components found on the rest of its engines, which in turn has kept the cost of the system down.
For the average consumer, a more important benefit will be the improved fuel economy, estimated at up to 15 percent better than 800 series engine with standard carburetion. The system supplies a more constant and precise supply of fuel to the engine than a traditional carburetion system, which in turn has reduced fuel consumption as well as the amount of raw fuel in the exhaust, the main cause of hydrocarbon emissions the EPA is trying to eliminate.
Another side benefit is a smoother powerband, though that won’t come into play as much with the GSX RFI as it did GTX RFI since it can’t be used as tow vehicle in most states. The only difference between the RFI system that was introduced a year ago and this year’s version is that the 1999 models will use a new chip that improves performance at high altitude (above 6,000 feet) and cleaned up the bottom end performance a bit. The changes, however, are minor and probably wouldn’t be noticed by the average consumer. The safe mode operation has also been modified some, but again that’s a change that few will notice.
As you probably guessed, the two cylinder 782cc RAVE (Rotax Adjustable Valve Exhaust) engine is the same engine found on the GTX RFI. The engine, which is rated at 105 horsepower to more accurately reflect the power output from a year ago, has a bore x stroke of 82 x 74mm and a compression ratio of 5.9:1. It also features an adjustable valve exhaust, which allows the engine to self-adjust the exhaust port openings in each cylinder to optimize performance at various RPM levels, based on the compression within the cylinders. At slower speeds, the valves open only partially, but as the RPMs and the compression within each cylinder increase, the valves open more, increasing the fuel and air velocity. The spent gases then exit through a water-injected performance pipe.
Power is transferred to the water through the Bombardier Formula Jet Pump, essentially the same pump found throughout most of the Sea-Doo lineup. It also comes standard with a stainless steel impeller.
The hull and deck should look familiar to Sea-Doo fans, considering they essentially are the same as the ones that have been used on the GS line for the last several years. The GSX RFI will be available in two color schemes, Aztec Red and Ice White or Yellow, Black and White.
No matter what the color, however, the ride and feel will be the same because the craft will use the same multi-straked, semi-V fiberglass hull found on the rest of the GS. The hull is 106 inches long, 45.6 inches wide and 37 inches high and features a 20 degree deadrise, with two lifting strakes on either side of the keel. Two spray deflectors have also been incorporated into the hull design in the bow. The GSX RFI will also come with hooked sponsons.
The fiberglass deck comes with a stepped seat and a large storage area in front of the handlebars. The instrumentation, which is all positioned in a pod on the storage hatch, includes a standard analog speedometer and LCD tachometer, fuel gauge, VTS gauge, and an info center that includes a clock, chronometer, trip meter, current speed, peak speed, average speed and maintenance information. It also uses Sea-Doo’s Digital Electronic Security System, which uses a programmable chip in the lanyard specific for your boat.
Other features include fiberglass reinforced bumpers, bow and stern rings, temporary docking loops located on the handlebar post, deck pads, rear grab handle and seat strap, and rear boarding platform.
The fuel capacity is 15 gallons. The oil tank holds 1.6 gallons.
GTX RFI
This is the model that started it all and it returns for 1999 with only a few minor changes. Like the GSX RFI, its electronic fuel injection uses a new chip that improves high altitude performance and cleans up the bottom end, and the safe mode has been made less drastic.
Otherwise, everything else is the same as it was last year. The craft will again be powered by the same two cylinder 782cc RAVE engine with electronic fuel injection, essentially the same engine as the GSX RFI.
Power is transferred to the water through the Bombardier Formula Jet Pump, essentially the same pump found throughout most of the Sea-Doo lineup, with a stainless steel impeller pitched at 16/24 degrees. It includes a forward/neutral/reverse system that is activated by a lever located on the left side of the console, allowing you to use it in tandem with the throttle, a big bonus when towing skiers.
The hull and deck are identical to last year. The 123 x 46.9 inch, full-V multi-chine hull is made with fiberglass and features hooked sponsons on either side of the hull. The GTX RFI looks like last year’s version, including the unique “Champagne and Ice White” color scheme and the fake mahogany finish on the glove box.
The two-part seat is angled in the driver area and offers well-positioned handholds for the passenger. The craft also features tilt steering (it moves from 30.5 inches to 33 inches).
Standard features include analog speedometer and tachometer and an LCD multi-function gauge that includes fuel and oil gauge, hour meter, low fuel, oil, voltage and overheat warnings, compass, trip meter and clock, air and water temperature, average and peak speed and various maintenance information. The gauges are recessed in the hood, in front of the handlebars. The craft also features dual mirrors and a true tow rope hook.
Like all of Sea-Doo’s models, the GTX RFI features Sea-Doo’s Digital Electronic Security System, which uses a lanyard fitted with a computer chip encoded with a specific code for your boat.
There’s plenty of on-board storage — 26 gallons in all — including a standard compartment in the bow with two twist-off watertight containers, a storage cooler underneath the back part of the seat and the smaller glove box on the console. The fuel tank holds 15 gallons, with three gallons in reserve. (The reserve comes on automatically because of the RFI.) The oil reservoir is 1.6 gallons.
Sea-Doo GSX Limited
Except for the addition of the D-Sea-Bil sound reduction system, the GSX Limited returns for a third season with only a few changes, the biggest of which is D-Sea-Bil system, but also includes a slight change to the electronic tuning and carburetion which has improved fuel consumption.
The GSX Limited will also feature a new electronic choke, which should make starting a snap for even the most technically challenged.
The only other change worth mentioning is the rerouting of the water in the cooling system. When the GSX Limited was first introduced in 1997, the water-cooling was routed in the typical Sea-Doo fashion, meaning it started at the pipe and then made its way through the engine and finished at the head. In 1998, the routing was reversed to help prevent detonation, but Sea-Doo has changed the routing back to the original pattern this year because it was able to defeat detonation electronically.
Otherwise, the craft is identical to last year’s version. It’s powered by a 130 horsepower 951cc Rotax twin engine which features a bore and stroke of 88mm x 78.2mm and uses an electronically-controlled adjustable valve exhaust system which uses the engine’s rpm level to determine whether the exhaust valve should open or not. The system is also designed to open the exhaust valve sooner (5500 or 5400 rpms vs. 5600 rpms) under full-throttle acceleration.
Power is transferred to the water through a Bombardier Formula jet pump designed specifically for this engine. The pump has one of the largest diameters (155.5mm) on the market and uses bronze alloy stator veins and a replaceable urethane wear ring, though the shape has remained fairly similar to the Sea-Doo’s standard pumps. The impeller is a 16/21 degree, progressive swirl design made of stainless steel.
The color scheme is similar to last year’s model, with a predominately red (Sea-Doo calls it Viper Red) color scheme and black accents.
The deck and hull design, however, are the same as what debuted on the original GSX three years ago. The multi-straked, semi-V fiberglass hull is same found on the GSX RFI, with the exception of a slight difference in the intake area to accomodate the Limited’s larger pump.
The deck is identical except for the difference in color and includes the same features and instrumentation, including the Digital Electronic Security System.
Sea-Doo XP Limited
The XP Limited is back after what was a fairly successful debut. Like the GSX Limited, it features the D-Sea-Bil sound reduction system and has improved tuning and carburetion, the electronic choke and the standard cooling water routing.
Otherwise, little has changed. Power will again be supplied by the same 130 horsepower, 951cc Rotax Twin, the same engine found on the GSX Limited and the GTX Limited, and transferred to the water through large diameter Bombardier Formula jet pump featuring bronze alloy stator vanes and a replaceable urethane wear ring. It also uses a 13/21 degree, progressive swirl impeller made of stainless steel and an electronically adjustable nozzle.
The semi-V, hyperbolic hull is also back. The fiberglass hull incorporates multiple angles on the deadrise, with a main angle in the bow of 22 degrees, and features a cathedral-type bow area formed by two concave pockets on either side of the keel, an integrated spray deflector and two lifting strakes. The strakes feature three notches or steps on either side of the intake area, which in theory are intended to increase top speed by reducing the wetted surface while underway. There are also two “stabilizer pads”, concave pockets shaped like long teardrops, on the back outside corners of the hull just inside the sponsons to reduce slipping and sliding.
From above, the hull and deck have a distinctly hourglass shape, with the widest parts of the hull just below the handlebars and again toward the back area of the hull. The curve occurs mainly at the bond line and allows the water to flow off the hull without catching the chine and handrail, reducing lift on the handrail and allowing you to lean the boat over more easily.
The seat features Direct Action Suspension, which cushions the ride dramatically. A wide, rear boarding platform sits behind the suspended back half of the seat, with a hatch that accesses the back part of the engine compartment. The main engine compartment is accessed by lifting the cowling off the front part of the boat, a maneuver that can be very difficult on the water.
The deck is the same as last year’s version. There is a pod just in front of the handlebars that contains a standard analog fuel gauge (with low oil level light), speedometer, tachometer and trim gauge. There is a smallish storage area in the bow. The footwells are full padded. Fuel capacity remains at 13.8 gallon, with 1.0 gallons in reserve. Oil capacity is 4.4 quarts.
GTX Limited
Technically, the Sea-Doo GTX Limited was a new model a year ago, but there was so much familiar about it — the classic GTX hull and deck and the 951 engine — that it was easy to forget that fact.
It returns for 1999 with an even more familiar feel, mainly because so little has changed. It will be quieter, thanks to the D-Sea-Bil system, and it will also have improved fuel consumption, thanks to the same improved tuning and carburetion found on the other Limiteds. It should also be easier to start with electronic choke and the water routing will go back to the standard Rotax pattern.
Everything else will be essentially the same from a year ago.
The engine, a 130 horsepower, 951cc twin, is the same one found on the GSX Limited and XP Limited and power is transferred to the water by a large diameter Bombardier Formula jet pump that features bronze alloy stator vanes and a replaceable urethane wear ring. The impeller is stainless steel.
The deck and hull are back, as well as the basic Aztec Red and Colorado Pearl color scheme. However, except for the colors, the deck is identical to that found on the GTX RFI, including the same gauge package and towing accoutrements like mirrors, skin tow cleat and spotter footholds.
The GTX Limited also runs on the same 123 x 46.9 inch, full-V, multi-chine hull with the same standard features, storage and fuel capacity.
GTi
The GTi returns for another year certain to be again overlooked in the lineup, which is a shame because it continues to be one of the more versatile and under-rated watercraft on the market.
Other than a flashier color scheme (it’s metallic purple instead of green this year), the inclusion of the D-Sea-Bil system and slightly better fuel consumption, it comes back unchanged for 1999, which is fine in our book.
It is powered by a surprisingly peppy 85 horsepower, 718cc Rotax Twin with a bore and stroke of 82mm x 68mm and a compression ratio of 6.2:1. As with most of the Rotax engines, it features rotary valve induction and variable rate oil injection. Fuel and air are mixed with a single Mikuni BN 40-38 carburetor. Power is transferred to the water through Bombardier’s standard Formula Jet pump with stainless steel impeller.
Except for the purple color scheme, the deck and hull are identical to those found on the GTX RFI and GTX Limited, including all the key towing features such as the tow hook, mirrors and forward/neutral/reverse system.
GTS
If the GTS seems like it has been around forever, that because it has. It returns for a ninth season with only a modest color change, the D-Sea-Bil sound reduction system and improved tuning and carburetion. Otherwise, this is essentially the same craft that’s been around since the mid-90s.
But like the GTi, the GTS is a vastly under-rated watercraft. Because of its relatively small size — its hull is four inches shorter than Sea-Doo’s other three-seaters and it weighs over 100 pounds less — and decent power, it is a surprisingly good tow vehicle, as well as a fairly comfortable long distance cruiser.
It’s powered by the same 718cc, 85 horsepower twin that powers the GTi and uses the same Bombardier Formula jet pump. It’s fiberglass hull, however, is based on the original GT hull, one of the first three-seater designs on the market. It’s been updated over the years, though it uses the same basic full-V design with a 16.5 degree deadrise and hooked sponsons.
The deck is also different from the rest of Sea-Doo’s three-seaters, with a lower seat and riding position, but it’s surprisingly roomy. It features forward/neutral and reverse system, though it’s activated by a pull-out lever on the console. Standard features are fairly sparse, with an analog fuel gauge and low oil level light the only standard instrumentation, though a speedometer and tachometer are available as options. Mirrors are also optional. It does, however, come with the Digital Electronic Security System.
Storage space is decent (8.1 gallons total), as are the fuel capacity (12.5 gallons) and oil reservoir (6.4 quart
SPX
The return of the SPX is a pleasant surprise as many observers believed 1998 would be the last year this now-classic model would be included in the Sea-Doo lineup.
Enjoy this classic while you can. Fans of this craft will be happy to hear that there were few changes. The only one is the inclusion of the D-Sea-Bil system, though it will probably be noticed least on this craft because Sea-Doo was unable to fit any of the Hemholtz Resonators onto the craft.
However, what will attract consumers to this craft is the familiar, starting with the hull, which first appeared in 1994. Constructed of blown fiberglass, it features a modified-V design with a 21 degree deadrise and single lifting strakes on either side of the flattened keel. It also features hooked sponsons designed for aggressive handling.
The SPX remains one of the more compact designs on the market, though it’s specs (100″ x 41.5″ and 350 lbs.) are somewhat deceiving because it has a fairly large feel on the water. It’s relatively light weight also gives it a terrific power-to-weight ratio.
Its 110 horsepower, 782cc Rotax engine is entering it fourth full season and returns unchanged from a year ago. The engine, which uses the same basic design as the RFI models, but two Mikuni BN 40-38 carburetors provide fuel to the engine. The pump is the standard Bombardier Formula jet pump with variable trim.
The deck and riding area return pretty much unchanged from past years. There is large storage area in front of the handlebars, with two watertight containers. The instrumentation, which is all positioned in a pod on the storage hatch, includes a standard analog fuel gauge with low oil light and trim gauge. Sea-Doo’s Digital Electronic Security System is also standard and uses a computer chip on the lanyard that is programmed specifically to your craft. Without the proper lanyard, the craft cannot be started.
Other features include fiberglass reinforced bumpers, bow and stern rings, temporary docking loops located on the handlebar post, deck pads, rear grab handle and seat strap, and rear boarding platform.
The fuel capacity is 9.0 gallons. The oil tank holds 4.8 quarts
GS
It’s pretty amazing to think that this craft is now Sea-Doo’s price point model. It returns with only minor changes for 1999, with the exception of the D-Sea-Bel sound reduction system. The most noticeable is the Red and White color scheme, which replaces the Blue/Yellow/White of the past couple of years.
The GS will again be powered by the tried-and-true 85 horsepower, 718cc Rotax Twin, the same engine that powers the GTi and GTS. It’s deck and hull are the same as those found on the GSX RFI and GSX Limited, though without the standard mirrors or instrumentation.
quite long but you probably only read the ski (s) that you have, :cheers:.......................
