Sea-Doo Sportster LT/LE/LE DI Specs and Review [Video]

The Sportster LT/LE/LE DI series inherited its hull and top deck from their 14-foot predecessor but enjoyed more powerful engine packages. The LT had a twin Rotax 717, the LE had a twin-carb Rotax 947, while the LE DI enjoyed a single fuel-injected Rotax 947 DI engine.

In this post, we’ll review these high-performance Sea-Doo runabouts one by one.

Sportster LT Review

Manufactured from 2001 through 2003, the Sea-Doo Sportster LT was the twin-engine successor of the 1995-2000 Sportster.

Both of these models were built on the very first Sea-Doo jet boat hull, featuring 20-degree deep-V architecture.

This platform measured 14.5 feet in length and had a beam of 7 feet 1 inch.

Many exciting Sea-Doo jet boats were built on this platform like the early Speedster, Sportster, and Challenger.

Each of these utilized the same open-plan top deck, but the latter housed a port-side rear-facing observer seat, which was carried over to the Sportster LT as well.

Designed with high bolsters and two-tone upholstery, this seat was completed with a bench seat for three and a basic bow seat.

The transom was fitted with a narrow integrated swim platform, ski tow eye, and grab handles.

Other standard features included cup holders, non-slip grab handles, navigation lights, cleats, eyelets, a built-in cooler, and a retractable ski pylon.

Owners appreciated the deck drain system, which was intended to keep the fiberglass-lined floor dry.

To the greatest regret of many buyers, the Bimini top and mooring cover came as an option.

The minimalist helm utilized a tiny windshield, steering wheel, shift/throttle levers, and a dashboard.

Inspired by Sea-Doo PWCs, this small dash housed a switch panel and some analog gauges like a speedometer, fuel gauge, and two tachometers.

You could find plenty of built-in storage units under the floor, seats, and into the helm console.

In terms of capacities, the Sportster LT could carry 22 gallons of fuel, 4 people, and some gear, up to 715 pounds.

Under the hood, you could find a twin Rotax 717 engine package, matched with two axial-flow, single-stage Bombardier jet pumps.

These 2-stroke, twin-cylinder, 718cc, rotary-valve, single-carb Rotax marine engines delivered a combined 166hp. (Markated as 170hp.)

The claimed weight of the Sportster LT was 1,235 pounds dry and about 1,400 pounds fully loaded.

Figuring the weight of a matching trailer and some gear, the estimated trailering weight averaged around 2,000 pounds.

Thanks to its lightweight construction, she had a power-to-weight ratio of .11 hp/lb.

This raw power ensured an aggressive attitude, thrilling acceleration, and a top speed in the high 50s.

Combined with its jet-ski-like riding experience, her performance made the LT attractive for young adrenaline junkies.

This model could also pull a skier or wakeboarder with ease and promised very quick restarts.

Sporster LE Review

Marketed from 2001 through 2003, the Sportster LE was the single-engine variant of the top-of-the-line LT.

They shared the same body and features, but the LE came standard with a single Rotax 947 engine.

This 2-stroke, 951cc, twin-cylinder power mill featured many advanced technologies like Rotax Variable Exhaust Valves (RAVE), reed intake valves, and dual Minuni BN 46-42 carburetors.

According to the operator’s manual, the claimed output of the dual-carb Rotax 947 was 127hp, but was advertised as 130hp.

Due to its lower hp ratings and single propulsion system, the Sportster LT had a noticeably slower hole-shot acceleration than the twin-engine model.

Also, her top speed was only about 50mph on GPS.

Due to its relatively low engine power, the LE was not recommended for tow sports.

Sporster LE DI Review

The 2004-2006 Sportster LE DI was the fuel-injected successor of the proven carbureted LE.

As the name suggests, her Rotax 947 DI engine featured a direct fuel injection system (DI) instead of carburetors.

This more advanced power source delivered the same 127hp (130hp as advertised), but offered a smoother operation and zero “carb work.”

In return, it was much harder to troubleshoot than its carbed variant.

Unlike the engine, the rest of the boat was carried over unchanged from the previous model year.

Hence, the LE and LE DI offered the same comfort and performance.

Problems

Even though the Sea-Doo Sportster LT and LE series had a large fan base, there were disadvantages.

The three most common complaints against these boats were their low comfort level, inadequate rough water performance, and low engine reliability.

Let’s drill into the details and talk about each in detail.

Designed to be high-performance jet boats, these models lacked many convenience features, like deck carpets, an audio system, a swim ladder, and a wraparound windshield.

Except for the last one, the rest could be retrofitted from aftermarket sources.

Due to their lightweight construction and shallow deadrise, these 14-footer Sea-Doos were also prone to heavy bouncing on the chop.

On top of that, their powertrain required a lot of attention and maintenance.

The carbureted engine variants were easier to fix but broke down more often.

In contrast, the 947 DI engine was somewhat more reliable, but in case of a malfunction, it was much harder to fix.

The troubleshooting process required a diagnostic scanner and considerable technical skills.

Unlike their carbed versions, the fuel-injected 947 DI was much more sensitive to fuel pressure and purity.

As a rule of thumb, each of these engines was paired with a Sea-Doo Bombardier Formula jet pump designed with a carbon ring seal around the driveshaft.

This ring was prone to breaking or wearing out, resulting in a water leak.

Specs Charts

For a better comparison, we’ve listed the key specs of the Sea-Doo Sportster LT, LE, and LE DI:

(All models, LT, LE, LE DI)

Dimensions and Capacities

Overall Length	14’ 6”
Beam	7’ 1”
Overall Length on Trailer	16’ 5”
Overall Height	3’ 6”
Overall Height on Trailer	4’ 11”
Draft	12”
Dead Rise	20°
Dry Weight	1235 lb.
Load limit	4 passengers or 715 lb.
Oil Injection Reservoir	2.3 gal.
Fuel Capacity	22 gal.
Hull Material	Composite (fiberglass)

Engines

Model	Sportster LT	Sportster LE	Sportster LE DI
Number of Engines	2	1	1
Type	Rotax 717	Rotax 947	Rotax 947 DI
Induction type	Rotary Valve	Reed Valve	Reed Valve
Carburetion	Carbureted	Carbureted	Fuel-injected
Carburetors	1 x Mikuni BN 40-38	2 x Mikuni BN 46-42	–
Lubrication	Oil Injection	Oil Injection	Oil Injection
Engine Stroke	2-stroke	2-stroke	2-stroke
Number of Cylinders	2 (each engine)	2	2
Displacement	718cc	951cc	951cc
Performance (combined)	166hp	127hp	127hp

Propulsion System

Propulsion System	Bombardier Formula Jet Pump
Number of Pumps	1 (LE),  2 (LT)
Type	Axial flow, single stage
Pivoting angle of direction (nozzle)	~ 26°
Transmission	Direct Drive
Minimum required water level for jet pump(s)	3 ft.

These specifications are for informational purposes only. For further information, please refer to the operator’s manual.

Takeaways

The Sea-Doo Sportster LT, LE, and LE DI were the more powerful successors of the very first 14-foot Sportster.

These models were the same except for their engine packages.

The top-of-the-line LT came standard with a twin Rotax 717 that delivered a whopping 170hp out of the box.

Her dual propulsion architecture was capable of extreme acceleration and thrilling tricks.

In contrast, the LE and LE DI had a single Rotax 947 paired with a single jet pump.

The engine of the LE version housed two Mikuni carburetors while the LE DI had a fuel-injected variant.

Each of these was rated at 127hp but advertised as 130hp.

Besides their amazing power, these boats were known for a nimble attitude and sportcar-like riding experience.

Despite their age, many of these boats are still kept alive by Sea-Doo enthusiasts. This is no surprise since these kinds of high-performance 2-stroke jet boats are no longer manufactured.

If you are considering buying a 2-stroke Sea-Doo Sportster, think twice before pulling the trigger on one.

These vintage pocket rockets require a lot of maintenance and wrenching. But even with proper care, they tend to be much less reliable than their 4-stroke successors.

It’s also good to know that dealerships and independent service shops typically don’t work on these aged vessels.

If you want a Sportster at all costs, you may want to steer clear of the LE DI.

Her fuel-injected engine is very hard to troubleshoot and repair, even for an experienced mechanic.

In contrast, the carbed variants of the base LE and the LT are easier to fix, but in return, they require a lot of carb work.

If you are looking for something more reliable, you may want to consider a 4-stroke relative like a Speedster 4-TEC, Speedster 150, or Speedster 200.