Ultra 150 Trim Owners Manual
August 25, 2000 'Ferociously fast' are the first words that come to mind when describing Kawasaki's newest JetSki, but the Ultra 150 is about so much more. While explosive acceleration and eye-watering top speed are the most obvious virtues, it also handles with elegance, cuting rough water like a hot knife through butter and delivering the driest ride of any tandem watercraft ever. Nearly a decade of racing influence comes together in the Ultra 150 hull, which began with approximately the same dimensions as the 1100 ZXi, but had to be widened and lengthened to handle the increase in speed. The hull features a 22 degree constant deep-V deadrise, which is one of the sharpest in the industry and it stretches from the bow all the way to the pump intake.
There is no flattened speed pad along the underbelly to slap hard on the water in choppy conditions, and the center line rides in the water more often than on top. The benefits are better and more consistent pump hookup, softer reentry in rough water and more immediate response to steering inputs and weight shifts. The detriment is increased drag which lowers top speed, but Kawasaki solved this problem by piling on more brute horsepower.
Like the factory Team Kawasaki racecraft, the Ultra hull is comprised of hand-laid fiberglass, fortified with bulkheads as opposed to an inner liner. The result is lighter weight for increased speed with less structural flex. Drive System Despite a 145 horse stable under the seat, the Ultra 150 is not quite the industry's most powerful watercraft for 1999 — the 155 horsepower Yamaha XL1200 is. However, the Kawasaki is only a two-passenger, 133 pounds lighter and easily the fastest. In designing the all-new 1200cc, three cylinder, 145 horsepower two stroke, Kawasaki engineers slanted the cylinders 45 degrees inside the hull.
The intake manifold is also angled back 45 degrees to create a downdraft effect for the heavy drinking, constant velocity carburetors. To ensure optimum ignition timing, the Kawasaki Throttle Responsive Ignition Control (K-TRIC) sends information to the igniter by telling it not only what engine speed is, but also how far open the throttle is. The igniter computer notes both engine rpms and throttle position before setting the ignition advance. In simple terms, this means when you punch it, the engine is smart enough to awaken all 145 horses before the rpms even begin to rise. A variable speed oil pump also self adjusts in response to engine speed. The result is more power under a greater variety of operating conditions with reduced oil consumption and less exhaust smoke. To transmit the Ultra 150's awesome power to the water, a new mixed-flow jet pump is placed low in the hull to provide maximum 'hook-up' and acceleration.
This highly-efficient design provides for the best possible water-flow while keeping physical dimensions and weight to a minimum. Features — Not Gadgets Overlooking the dual mirrors, which are all but useless on high-performance models, Kawasaki stocked the Ultra 150 with real-world appointments and spared the bells and whistles that merely swell the equipment list at the expense of the price tag. Starting from the stern, there is a padded, recessed boarding step that makes getting that first knee onboard less of a chore in deep water. The seat is soft, comfortable and stepped slightly in the stern, which would appear to help hold the operator in place. However, once you are able to fully appreciate the seat-of-the-pants acceleration that this monster delivers, you will wish for a more butt-gripping, back-supporting saddle to back you up. Gauges are typical of those on other high-performance models without any notable extras. However, the arrangement is practical and the ones you need to see while running, such as the speedometer, are large, bright and easy to read, even in direct sunlight.
The digital instrumentation panel is located just forward of the helm and includes displays for time of day, fuel and oil levels, speed, rpm, engine hours, miles traveled, trim position and warning lights for low fuel, oil and voltage. Visual engine temperature and exhaust temperature alarms are also standard. Stowage compartments consist of a glove box forward of the seat and a removable bin in the traditional bow location. A hydraulic lifting cylinder helps to raise the hatch cover.
Like the ZXi models it succeeds at the top of the Kawasaki line, the Ultra 150 has a waterproof keyed-ignition switch, electric trim and an adjustable throttle limiter that can be used to temporarily turn the monster into a mouse. One of the few nit-picks we had with the Ultra is that the kill switch is located too close to the trim button. This created a few hair-raising incidents when it was hit by accident at high speed.
Hold on Tight When my turn finally came to ride the Ultra 150, it had already transformed one journalist into a 60 mph ball of white water and limbs and would go on to toss two more willful souls, including yours truly, before the weekend was over. It's not that the new JetSki has unpredictable handling, it's just that it turns so fast and accelerates into the 60 mph range so rapidly that there is a learning curve involved in managing its uncommon ferocity. The sharp, deep-V hull cruises with a natural, soothing lean, much like a Sea-Doo, but it's not prone to sliding out unless the trim happens to be positioned all the way up. On the buoy course, it performed admirably and almost equally as well whether banking into turns or kept upright. However, it did seem easier to master in the seated position with weight centered. On my first run of the slalom course, I leaned into every turn and had a fantastic run going until I separated from the Kawasaki and flew high over the final turn, with no recollection of my dismount.
On the second run, I remained firmly planted in an upright position and managed a third place finish among an esteemed group of watercraft journalists. Chemistry study guide answer key. Another shining attribute of the new Jet Ski proved to be rough-water performance.
The first sprint in a stiff chop gave clear evidence that it was developed and tested in the tumultuous Pacific surf off southern California. Following in the footsteps of the ZXi models, the Ultra 150 rides soft and remarkably dry in cresting seas, but stays hooked up better and cuts through wave peaks as opposed to launching off them. If you're into hang time, the ZXi would be a better choice, but if offshore racing lights your burner, the Ultra 150 could be compared to a flame thrower in a class of candlesticks.
On calm water, the competition will be closer behind, but perhaps still not pose a threat. The prototype we tested lit up several radar run readings in excess of 65 mph, and that should be enough to clip the latest Doo, ha, ris and Shark. As often is the case, there is a price to be paid for excellence, and what the Ultra 150 gives up for speed is dual passenger stability and comfort. Saddled with the maximum capacity of 330 pounds, it is fairly stable and can be ridden without porpoising with some effort. However, if we compare it to runabouts like the Yamaha GP line or Tigershark TSR, which are more stable, comfortable for two, and resist porpoising under greater loads, the Kawasaki seems principally suited for solo enthusiasts. Another question that lingers is how three riders were thrown so quickly that two of us don't even remember leaving the seat. Is it possible that the hull has some edges that can catch and turn the craft in rare instances?
Only time and further testing will tell. For now though, when it comes to top speed and solo rider performance, one thing is for sure, the Kawasaki Jet Ski Ultra 150 has raised the bar and set new standards that future high-performance craft will be judged against. Kawasaki Ultra 150: Specifications Engine type: 2-stroke 3-cylinder Displacement: 1176cc Horsepower: 145 Carburetion: Triple CDCV40 with single fuel pump Fuel Capacity: 15.3 gallons Overall length: 113.6 Overall width: 44.3 Overall height: 40.6 Dry weight: 613.
I have 99' Ultra 150 and the trim goes down and back up to neutral but if I try to go above neutral it will not allow me to. I have replaced the Trim module, Trim Motor, Trim Cable all with no success. Does it even go above neutral or am I missing something? Do I need to replace a fuse or adjust something? I would need some instruction to make the changes being kinda new to the ski world.
If need be I can post the Owners manual for the 99' and can only find the 03-05 service manual. Owners Manual: Service Manual(password: cheese): Thanks in Advance! You should have come here first! The Ultra 150 trim doesn't go above neutral. What you have to do to make it ride better is: A) Adjust the trim cable as short as it will go. B) Cut the end of the trim cable off and adjust it as short as it will go, giving more UP travel.
Ultra 150 Trim Owners Manual Pdf
C) Make a new bracket that goes from the cable to the nozzle. Move the hole for the trim cable back to get more UP. I moved mine 3/4', which is the amount of travel the trim gives you.
My Down is now Neutral, and my Neutral is way UP. It makes it a fun boat to ride, now!