change is good
As far as our R&D goes, we never stop testing the boats. We're always testing new products, always trying new things on the boats, always trying to make them better.
All R&D is personally conducted by our founder and owner, Steve Stajkowski. He does the design changes and testing. We go out and GPS, we flowmeter the fuel, we decibel read versus rpms. If it's something on the exterior of the hull we want to go out and try to rip it off. In essence, we're trying to see if we can destroy that product by abusing it. The majority of our pictures and videos are us testing the boats, trying to beat the product up, put it to the test before we ever consider releasing it to the public. Once it has passed my battery of tests we send the boat to Alaska and Craig Compeau pushes it to the limit in the Alaskan wilderness. After he has tested it, I fly up and then we both test it. Once we both give it the thumbs up it's ready to be added to the boat and released to the consumer.
research & development
Aluminum boats flex. You want that flexibility.
If you build it too strong it will crack. If you don't build it strong enough it will crack. Put 1000 pounds of weight in a boat and then you go through the waves. It's going to flex. After years of that type of use it will fester cracks. Something has to give if it's not built properly. Over the years I had seen that skip welding was a common practice in the aluminum boat industry. 90% of the time if there was a failure in the structure of the boat it would be a crack at either the start or stop of a weld.
Why have a continuous weld?
Through our R&D testing we discovered it just made more sense for us to have a continuous weld. It would never give an opportunity to start a crack in the support system of the structure. ALL the hull stiffener bracing box runners are full-length welded in the boat. Typically all the other manufacturers in the aluminum boat industry are still skip welding boats, and they are still having warranty claims. You cannot guarantee an aluminum hull for life with skip welds. They will come back. With the solid weld, you can make that guarantee It didn't make any sense to deal with warranty work when it came to the cracking of hulls. It is more time consuming and there is an increase to the cost to build boats with continuous welds, but we know when our boats reach our customer they have a jet boat with a hull that won't quit on them.
From the drawing board
From the beginning of the design phase of the SJX, we have used CAD systems to help us optimize metal usage as well as design custom extrusions to make the boat, not only stronger but more user –friendly. We have nine exclusive extrusions for our boats that no other manufacturer has: from grab rails to bumpers, to receiver sockets, hull stiffeners, and hatch channel and others. We designed them and they are exclusively available on SJX boats
The majority of our customers are boaters who have been on the water for a while and want to be able to get their boat to places they never been able to before. Imagine the SJX is a lighter weight nimble four-wheel-drive vehicle. If you have a super duty truck Cummings diesel you can plow through it'll get where it needs to go, but it can't turn around. That's the problem with most boats. The big boat will blast through those waves. A lighter nimble boat will ride on top. If you hit a rock with a bigger heavier boat the rock is not going anywhere resulting in a destroyed boat. A lighter weight boat will tend to deflect off of those rocks with a lot less damage or no damage at all.
This balance is the whole idea of the SJX: its size, lightweight, full UHMW bottom, and the right power plant to get that perfectly balanced boat the ideal power to weight ratio to give you the maneuverability and performance to get you where you need to go.