The service that keeps a 300-horsepower watercraft from becoming a very expensive lesson. Rebuilt on interval, verified with BUDS, bench-tested before it goes back in.
The blunt version: when a supercharger lets go, the debris doesn't politely stay in the supercharger. On the older ceramic-washer Sea-Doo units, failed clutch washers shatter and feed fragments through the intake tract — and a rebuild that would have been routine becomes an engine job with a comma in it. That failure mode is why the 100-hour interval existed, and why "it feels fine" is not an inspection.
Modern units run longer intervals with metal components, but "longer" is not "forever" — bearings, seals, and clutch systems on a machine that lives at wide-open throttle in Texas heat still wear on schedule. We pull the real hours and service history with BUDS diagnostics, tell you where your unit actually stands, and rebuild it before the math turns against you.
It's the highest-stakes interval in the watercraft program, and the one we're most stubborn about. If you just bought a used supercharged machine with "unknown history" — that history is knowable. Let us read it before the season does.
Platform notes: the Sea-Doo 260/300-class RXP-X and RXT-X are the volume kings of this service — glorious machines that reward interval discipline and punish neglect. The Kawasaki Ultra 310 runs a stout Eaton-style blower with its own service rhythm. Both leave here with boost verified, not assumed.
Chasing more than stock? Rebuild time is upgrade time — impeller wheels, intercooler service, and the supporting mods conversation, sourced through RIVA Racing and installed with the same interval honesty. Fair warning: we spec upgrades the cooling and fuel systems can support, and we'll say so when they can't.
Legacy units with ceramic clutch washers: every 100 hours or 2 years, non-negotiable. Later units with updated components run longer — commonly quoted around 200 hours — but heat, salt, and wide-open habits shorten real-world margins. We read your unit's actual hours with BUDS and give you the honest number for your machine, not the forum's.
Down on top speed, a whine or rattle that wasn't there, boost inconsistency, or metallic debris at oil service. But the honest answer is that the worst failures give little warning — which is why this is interval work, not symptom work. If you're seeing symptoms, stop riding it and bring it in.
Assume the rebuild is due until proven otherwise. We pull the hour history with BUDS, inspect the unit, and either document that it's healthy or rebuild it and start the clock fresh. It's the single best first investment in an unknown-history machine — and cheaper than the alternative discovery method.
With parts in stock — typically two to four shop days including the bench test and tank run. Winter is the smart window: the rebuild happens during storage season and costs you zero water days. In-season rebuilds get prioritized so a July interval doesn't eat August.
Yes — rebuild time is the efficient moment for impeller and boost upgrades, and we source proven kits through RIVA Racing. We'll also tell you the truth about supporting mods: more boost without fuel and cooling support is how race-day stories start. Built right, an upgraded unit is both faster and durable.
Tell us the machine and the hours (or let us pull them). We'll give you the honest interval answer and a rebuild that restarts the clock properly.
(713) 555-0182