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It has been a frequent question since 1994 when, then Bombardier, introduced their first Sea-Doo a
boat, the Speedster. The twin engined, twin direct drive water jet propelled machine was a new type of fun, and the family could come along too! Along with the new machine came some new mechanical layouts that differ from the standard PWC.
Most often PPG hears “Why won’t my boat go straight?” or “it really pulls to the left!” or to the right….
Well, it’s usually one or two things, sometimes as many as three elements that need to be addressed.
We’re showing a simple way, using a calibrated straight edge, to assure that the steering nozzles themselves are aligned. The steering nozzles, well, they steer, they are what ultimately what steers the boat by pushing the transom to one side or the other.
1. – This should be the first aspect to be inspected. Using the straight edge it should have contact in four places at the steering nozzles. If not, align by adjusting the connecting rod between the two nozzles, or have a certified Sea-Doo dealer do this for you. Once your nozzles are aligned, ensure your nozzles and steering wheel are straight. If they are not there are two adjustment points for the actual steering cable; one at the steering nozzle end and one at the steering wheel end. Before adjusting these points be sure to consult a official BRP/Sea-Doo Shop Manual or better yet, have a BRP certified technician do the adjustment.
2. – Propulsion system inspection, It is very difficult for most operators to *never* have a small stone, shell, or even a piece of floating hardwood (stick or twig) to not get processed through the rapidly spinning impellers due to the strong suction of the pumps intakes themselves (refer to our last Dr. Doo article).
A slight ding in an impeller can be the reason for the boat to start pulling one way or the other, even though they are at the same RPM’s and the throttles are perfectly synchronized.
Some shops say this can be done accurately without being in the water with said unit….it can’t. The reason is that the two individual pumps have to have INDENTICAL pump loads for this to work. Now when the impellers and impeller wear-rings are in new condition it is much more feasible for all things to be equal within the pump assemblies.
Once the alignment is complete, considering that the jet pumps and the impellers are in good matching shape, it is time to synchronize the throttles. This is best left to a certified Sea-Doo technician also. Patience and training make the whole process much easier, and it doesn’t cost a lot for it to be done correctly.
So when the local BRP dealer is telling you these things have to be *right*, for it to steer correctly, and keep the throttles aligned, they are telling it to you…straight.
Hopefully this has helped shed some light on what can be an aggravating issue.
No matter where your boating takes you, Florida, California, Minnesota, New York, Texas, Ontario, where ever, Long may you run, Dr. Doo
Glen Perry of Perry Performance Group provides this installment of Doctor Doo and is a fitting author as he has earned his PHD in Doo care as a 35+ year veteran of the powersports industry with the last 20 specializing in Sea-Doo product. Perry is also the creator of the popular Sea-Doo forum sea-doo.net