Patent Publication Number: US-2013247808-A1

Title: Personal Watercraft

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 11/855,248, filed Sep. 14, 2007, titled “Product Development and Management Methodologies” which is a continuation-in-part of U.S. Pat. No. 7,507,128, filed Apr. 2, 2007, titled “Power System for Watercraft” which is a continuation-in-part of U.S. Pat. No. 7,426,896 filed Jun. 5, 2006 titled “Prone Operator Position Personal Watercraft”, the contents of which are each expressly incorporated herein. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates generally to the field of watercrafts and, more particularly, to jet-powered personal watercraft (PWC). Specifically, a preferred embodiment of the present invention relates to jet-powered personal watercraft constructed for operation by an operator in a prone position. The present invention thus relates to a personal watercraft of the type that can be termed prone operator position jet-powered watercraft. The present invention also relates in general to the field of product development. More particularly, the present invention relates to development and distribution of engine driven personal use vehicles, such as personal watercraft, bicycles, engine powered two wheel vehicles, and the like. Specifically, a preferred embodiment of the present invention relates to a system of developing a product to comply with the requirements of a third party distribution network. 
     2. Discussion of the Related Art 
     Historically, it was known in the prior art to provide a jet-powered personal watercraft of the type generally hereunder consideration. A conventional personal watercraft is typically understood as a watercraft constructed to support one operator and possibly as many as two passengers. Typically, the operator is oriented in a standing or seated position. For example, a personal watercraft constructed to support a passenger in addition to an operator generally requires a configuration wherein the passenger and the operator are positioned in a seated orientation. Providing a personal watercraft where the operator is supported in a prone position provides a personal watercraft that is uniquely controllable and operable, thereby overcoming what may be perceived as the tedium associated with conventional personal watercraft. 
     Another drawback of conventional personal watercraft is the relative size thereof. A majority of such watercraft are constructed to support an operator and/or passengers at a position above a surface of the water of the operating environment. Such operation requires the personal watercraft be constructed of sufficient size to provide a buoyant force equal to the weight of the personal watercraft, as well as the weight of the operator and/or passengers. Accordingly, such conventional personal watercrafts are relatively bulky. The size of such devices complicates non-operating transportation of the watercraft. 
     Another drawback of known personal watercraft systems is the relatively monolithic construction of such devices. Such devices commonly include a plurality of components, including an engine disposed within a one-piece waterproof hull. Frequently removing components from within the hull is a time consuming and laborious process. Furthermore, servicing of the components of the personal watercraft requires either removal of the component directly therefrom or transportation of the entirety of the personal watercraft. Such transportation is commonly facilitated via a trailer, which is configured to directly support the personal watercraft. That is, such watercraft is substantially non-shippable. The relatively unitary construction of such assemblies prevents convenient and economical transportation of the personal watercraft for servicing and the like. Such devices are commonly locally serviced due in part to the inconvenient transportation of the device or components thereof. 
     Therefore, it would be desirable to design a personal watercraft constructed to support an operator in a prone position, which is separable and therefore easily transportable. It is further desirable to provide a watercraft power system that is removable, compact and lightweight to allow separate transport of the watercraft and power system and yet powerful and robust. 
     Another aspect of the present invention relates in general to the field of product development. More particularly, the present invention relates to development and distribution of engine driven personal use vehicles, such as personal watercraft, bicycles, engine powered two wheel vehicles, and the like. Specifically, a preferred embodiment of the present invention relates to a system of developing a product to comply with the requirements of a third party distribution network. 
     Historically, it was known in the prior art to develop a product that is maximized for manufacturing productivity as well as product robustness. It is further well established to develop a product based upon manufacturing cost as well as material consumption. After development of the intended product, a distribution modality is commonly determined and selected as a cost consideration as to how to efficiently communicate the product to the consumer. Although general consumer goods such as shoes and computers can be readily communicated to the consumer via common carriers such as UPS or Federal Express, other products, as determined by their composition, size, and configuration, are commonly refused to be transported by these delivery systems. Engine powered devices, because of their size, weight, shape, and inclusion of combustible materials, are one type of such a product. 
     Distribution of engine powered devices is commonly effectuated by contact carriers who distribute the manufactured and fully assembled products from the original equipment manufacturer (OEM) to a number of depot or dealer locations. This distribution modality can be readily observed every day in the transportation of cars and/or other engine powered devices via contract carrier and the proliferation of dealerships associated with specific OEMs. These dealers and contract carriers often operate independently of the OEM. Efficient operation of such a system requires relatively constant and generally uninterruptible communication between the OEM and the participants of the distribution chain. 
     Product development generally includes the configuration of a product and assignment of a distribution modality after the product has been designed. That is, the OEM will select the distribution modality as a function of who will be willing to distribute the product to a consumer.  FIG. 21  shows such a system  1000 . After a products&#39; conception  1200 , the OEM determines a manufacturing protocol  1400 . Such a protocol determination generally includes the selection and assignment of which components and assemblies the OEM can itself manufacture, and which components and assemblies the OEM will contract with others to provide. Upon acquisition of all of the necessary product configuration and construction systems, the OEM assesses and selects a distribution modality  1800 . The process of selecting a distribution modality generally includes consideration of: a) whether the OEM should internally control the distribution network or contract with third parties that provide such services, b) which carriers are willing to distribute the product, c) the relative cost associated with those parties who are willing to transport the product, and d) where and by whom the product will be displayed to the public, etc. Commonly, when the product cannot simply be transported by common carrier, selection  1800  results in a selection between just a few contract service providers. 
     Having determined the product configuration and manufacture protocol  1400  and selected a distribution modality  1800 , system  1000  produces and distributes the conceived product in accordance with the decisions related to the product manufacture protocol  1400  and the decisions related to product distribution  1800 . The existing business development methodology for the sales and service of motorized vehicles has traditionally followed this paradigm. 
     As an example, personal watercraft OEMs incorporate an intermediary or a dealer between the OEM and the end user or customer. The dealer channel is used by the OEM to inform and make the sale of product and accessories to the end user, take the necessary steps to prepare the product for delivery to the customer (dealer prep), effect delivery of the product to the customer, provide warranty service of the product, provide recall service, if necessary, and provide ongoing service to the customer. The dealer may also provide a market in used product. The dealer channel provides a convenient means for an OEM to easily inform and make the sale of product to individual customers distributed across large geographical territories. The dealer is also generally responsible for unloading product from the commercial carrier, make final preparations of the product for consumer use such as adding fuel and/or oil, making, installing, or servicing battery systems, and otherwise transporting the product for consumer delivery. The design of such products relies on point of sale personnel, or a local dealer, to accomplish these and other tasks. The size, weight, and configuration of the product often required some form of material handling equipment or multiple individuals to be involved in the unloading of the product from the commercial carrier or transporter. The end user generally could not accept receipt of such products at their ship-to address. 
     The dealership product supply protocol also separates the OEM from inventory and specific product control and performance feedback. If a product suffers an “infant mortality” while under warranty, the dealer channel commonly performs warranty repairs for the customer and charges the OEM for such services. In return for these and other services, the OEM generally provides a discount from list price on products, accessories, and service parts to the dealer. These discounts account for a portion of the revenue stream associated with operation of the dealership. In essence, the dealership network is partially supported by the OEM. Due to the requirements of engine driven products discussed above, the dealer network distribution channel has become the common business model for all motorized watercraft OEMs. 
     The dealership distribution network presents several additional drawbacks to the distribution of OEM products. The dealership network requires the placement of a third party, i.e., the dealer, between the OEM and the consumer. The dealer is frequently less motivated and/or not as well equipped as the OEM to achieve high levels of customer satisfaction. That is, if the OEM&#39;s product fails too often, the dealer may simply switch brands to maintain the vitality of the dealership. Such product shifting directly affects the success of the OEM&#39;s products and the OEM underlying business. The dealer channel also necessitates a number of additional resources to recruit and train dealers, establishing dealership order processing and accounts receivable systems, service training for dealership personnel, part ordering and logistics systems, provisions of service manuals and specialized service equipment, warranty tracking systems and dealer motivational expenses. 
     As alluded to above, dealership loyalty and/or solidarity is also an issue. Dealerships frequently carry a wide range of motorized products from multiple OEMs. The sales personnel associated with such multiple brand dealerships often lack an intimate knowledge of any one brand carried by the dealership. Such dealerships also generally lack the capacity to carry each and every product produced by each OEM. As such, such dealerships may not have on hand a specific product of customer interest as it would be implausible and impractical to have showrooms large enough and be financially liquid enough to cover the cost associated with stocking each product produced by each OEM. Such cross-brand product dealerships also often lack the ability to maintained service personnel skilled in servicing each individual product offered by multiple OEMs. 
     OEM distribution that relies on the dealership distribution model is also susceptible to unscrupulous dealership transactions. For example, if a field failure occurs under warranty, the OEM is at the mercy of accurate reporting from the dealership to determine root causes and confirmation that the failure is covered by an applicable warranty. Such occurrences can unnecessarily increase the OEMs operating expenses. 
     The dealership distribution model also suffers from untimely product manufacture-to-use intervals. That is, unsold dealership products may have defects that have not been recognized by the OEM because the products remain unused in the dealership&#39;s inventory. The time lag between initial manufacture and recognition of the defect increases the product pool that must be repaired or otherwise corrected. A recall initiated by the OEM to effect a product modification would have to cover both purchased product and the unsold inventory. 
     The dealership also complicates the stream of information with respect to feedback from the end user. Generally, a consumer who has a product issue or comment reports this feed back to the point of sale, i.e. the dealership. Accordingly, consumer feedback may not be accurately communicated to the OEM and may be filtered or otherwise discarded by the dealership. OEMs frequently require a warranty card or other product registration system such that the OEM is knowledgeable about the identity of end consumers and warranty responsibilities. The cost associated with maintaining such systems is not negligible and further increases the per unit operating expense experienced by the OEM. 
     Understandably, engine driven products could be communicated directly to a consumer but only with considerable additional expense. That is, the OEM would become financially responsible for supporting the personnel and equipment necessary for such a transaction. When many purchasers would only require a few actual machines, a wide market area must be penetrated to maintain the viability of the underlying OEM. Distributing the product would generally require transportation vehicles, such as trucks, and personnel physically able to deliver the purchased products. Although this would be an obvious variant to avoid a dealership network, the cost associated with maintaining such a system renders it impractical to start-up providers. 
     Accordingly, it is also desired to provide alternate systems and methods of developing a product and communicating that product to a consumer. 
     SUMMARY OF THE INVENTION 
     By way of summary, the present invention is directed to a personal watercraft constructed to support an operator in a prone position that overcomes the aforementioned drawbacks. The personal watercraft system includes a housing for supporting a water jet engine system. The housing has a pickle fork shaped hull for operation enjoyment. A pair of sponsons is removably attachable to the housing to facilitate breakdown of the watercraft system assembly into more easily transportable components. Within the water jet engine system, a water jacket or sleeve surrounds the engine. A support or cowling is attached to the top of the housing to support a torso area of an operator and a seal is disposed between the cowling/support and the housing for sealing the interface therebetween and absorbing operator impacts with the support. A steering mechanism is connected to the personal watercraft system for allowing an operator to control the direction of travel of the personal watercraft system. The steering mechanism is located below the support for preventing inadvertent operator contact therewith. The system provides for greater operator comfort and enjoyment of operation of the personal watercraft. 
     Therefore, according to one aspect of the present invention, a personal watercraft having a body with a topside and a pickle fork shaped underside is disclosed. A cover is movably connected to the topside of the body and a plurality of floats are removably connected to the body. The personal watercraft includes a sleeve surrounding a water jet engine for cooling the water jet engine and a steering mechanism for directing a water jet. 
     According to another aspect of the present invention, a watercraft apparatus is disclosed, which includes a housing for enclosing an engine. The watercraft apparatus has a water jet for propelling the watercraft and a panel for supporting a chest area of an operator. The apparatus includes a gasket for sealingly attaching the panel to the housing and for allowing deflection of the panel relative to the housing. 
     According to another aspect of the present invention, a personal marine system having an enclosure for engaging a water surface is disclosed. The system includes an engine disposed in the enclosure and an engine for propelling the personal marine system. The system preferably includes a sleeve/membrane positionable between the engine and the enclosure for forming a water jacket about the engine. 
     According to another aspect of the present invention, the present invention is directed to a versatile and reduced profile watercraft power system that overcomes the aforementioned drawbacks. The personal watercraft power system includes a housing for supporting a water jet pump and engine system. The housing is constructed to support the power system and to removably engage a watercraft. An engine and a centrifugal pump are enclosed in the housing and operatively connected by an endless drive, such as a belt. A crankshaft of the engine is generally aligned and offset for a pump shaft of the centrifugal pump. An impeller is connected to the pump shaft and is constructed in rotate in plane generally aligned, and preferably offset, from a plane of a water surface. The orientation of the engine and the centrifugal pump provides a watercraft power system that has a reduced profile and is particularly applicable for watercraft constructed to support an operator in a prone position. The housing is constructed to removably engage a number of watercraft configurations and provides a watercraft power system that is easily serviceable, highly versatile and dynamic. 
     Therefore, according to another aspect of the invention, a watercraft power system having an engine, a centrifugal pump, and an endless drive is disclosed. A housing is constructed to removably engage a hull of a watercraft and is positioned about the engine and the centrifugal pump. The housing has a first opening for being positioned about an inlet of the centrifugal pump and a second opening for being positioned about a discharge of the centrifugal pump such that the power system can be operatively connected to a watercraft by simply positioning the housing in a hull of a watercraft. 
     Another aspect of the invention discloses a watercraft power pod having an engine, a pump, and an endless drive. The engine has a piston positioned in a cylinder and connected to a crankshaft. The pump has a centrifugal impeller connected to a pump shaft oriented generally parallel to, and offset from, the crankshaft. The endless drive connects the crankshaft to the pump shaft and is generally aligned and offset from a plane of rotation of the impeller. Such an orientation provides a compact, low-profile watercraft power system. 
     A further aspect of the invention discloses a removable watercraft power system having a centrifugal pump, an engine, and an endless drive. The pump includes an impeller that is generally aligned with a water surface and the engine includes a cylinder that is generally aligned with the impeller. The endless drive is connected between the engine and the centrifugal pump and is generally aligned and offset from the cylinder and the impeller. A pump shaft is connected to the impeller and the endless drive and extends in a crossing direction relative to the impeller. A crankshaft is connected to the engine and the endless drive and extends in a crossing direction relative to the cylinder and is offset from the pump shaft. Such a construction provides a watercraft power system that is configured to conveniently power a variety of watercraft configurations. 
     Another aspect of the invention is directed to development and management of engine driven products that overcomes one or more of the above mentioned drawbacks. An effect of the present invention is the ability to communicate such products directly to a consumer or end user without the involvement or establishment of a contract carrier, a dealership, or dealer network. A further aspect of the invention is to provide an engine driven apparatus that can be efficiently communicated between an original equipment manufacturer (OEM) and an end user. As understood herein, an engine driven apparatus, product, or device generally includes personal use vehicles and specifically engine driven recreational vehicles such as personal watercraft and wheeled products, such as two-wheeled products like dirt bikes, and four wheelers. Although specifically directed to engine driven devices, it is also appreciated that the present invention is equally applicable to other consumer products such as bicycles, lawnmowers, all terrain vehicles, exercise equipment, etc. 
     Another aspect of the invention is to provide an engine driven apparatus that is ruggedized and reliable, thereby decreasing down time and operating costs. Another aspect of the invention is to provide an apparatus that has one or more of the characteristics discussed above but which is relatively simple to manufacture and assemble using a minimum of equipment. A further aspect of the invention is to provide an engine driven apparatus that can be easily broken down into constituent parts that can be configured for transportation by a common carrier. 
     In accordance with another aspect of the invention, these advantages are achieved by a method of developing a product that includes conceiving a general idea of a desired product. A commercial distribution network is selected for disseminating the desired product. The general idea of the desired product is then altered to satisfy requirements of the commercial distribution network. Such a method develops a product that can be efficiently and expeditiously manufactured, distributed, and serviced by an original equipment manufacturer. 
     Another aspect of the invention discloses a method of providing an engine driven product. The method includes manufacturing of an engine driven product in accordance with receipt of an order from an end user of the engine driven product. Shipment of the engine driven product is scheduled to be shipped to the end user via a common carrier. The engine driven product is constructed for separation into a power component(s) and a frame component(s). The power component(s) and the frame component(s) are separately packaged into packages that satisfy shipping requirements of the common carrier. The separately packaged power and frame components are shipped directly to the end user via the common carrier. Such a method allows the original equipment manufacturer to avoid the cost and effort associated with maintaining a dedicated distribution system. 
     A further aspect of the invention discloses a method of managing a product that includes manufacturing an engineered engine driven recreational device. The engine driven recreational device is sold directly to a consumer. The engine driven recreational device is delivered directly from a manufacturer to the consumer and is serviced by personnel that are common to the manufacture of the engine driven recreation device. Such a system enables the personnel most intimate with a machine&#39;s manufacture to service the machine after sale. 
     The invention discloses a number of methods that have one or more of the characteristics discussed above but which is relatively simple to setup and operate. Such methods provide means for producing and managing product development, distribution, maintenance, and monitoring from inception to consumption of the device. That is, the original equipment manufacturer can efficiently monitor and maintain the product from cradle to grave. Furthermore, such methods facilitate the direct communication of goods and services between the manufacturer of the goods with the end user of the goods thereby allowing the original equipment manufacturer to control public interaction with the entity associated with the product. 
     These and other aspects of the present invention will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following description, while indicating preferred embodiments of the present invention, is given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the present invention without departing from the spirit thereof, and the invention includes all such modifications. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       A clear conception of the advantages and features constituting the present invention, and of the construction and operation of typical mechanisms provided with the present invention, will become more readily apparent by referring to the exemplary, and therefore non-limiting, embodiments illustrated in the drawings accompanying and forming a part of this specification, wherein like reference numerals designate the same elements in the several views, and in which: 
         FIG. 1  shows a perspective view of a personal watercraft according to the present invention. 
         FIG. 2  is an elevation view of a cross-section of the personal watercraft shown in  FIG. 1 . 
         FIG. 3  is an elevation view of a cross-section of the personal watercraft shown in  FIG. 2  taken along line  3 - 3 . 
         FIG. 4  is a perspective view of a strap assembly for use with the personal watercraft shown in  FIG. 1 . 
         FIG. 5  is a perspective view of the personal watercraft shown in  FIG. 1  with the sponsons removed from the watercraft and the strap assembly attached thereto. 
         FIG. 6  is an elevation view of a personal watercraft power system according to another embodiment of the present invention. 
         FIG. 7  is an elevation view of the power system shown in  FIG. 6  with the housing removed from the power system. 
         FIG. 8  is a top plan view of the power system shown in  FIG. 7 . 
         FIG. 8   a  a cross-sectional elevation views of a jet pump portion of the power system shown in  FIG. 8 . 
         FIG. 9  is an elevation view of the power system shown in  FIG. 7  from a side generally opposite the view shown in  FIG. 7 . 
         FIG. 9   a  is a cross-sectional elevation view of an exhaust valve of the power system shown in  FIG. 9 . 
         FIGS. 10-13   c  show a watercraft similar to the watercraft shown in  FIG. 1  equipped with a power system similar to that shown in  FIG. 6 . 
         FIGS. 14-18  show the power system shown in  FIG. 6  and various exemplary watercraft configurations achievable with the disclosed watercraft power system. 
         FIG. 19  illustrates a process of developing a product according to the present invention. 
         FIG. 20  illustrates a process of managing a product developed according to the process of  FIG. 19 . 
         FIG. 21  illustrates a prior art process of product development. 
     
    
    
     In describing the preferred embodiments of the invention that are illustrated in the drawings, specific terminology will be resorted to for the sake of clarity. However, it is not intended that the invention be limited to the specific terms so selected and it is to be understood that each specific term includes all technical equivalents that operate in a similar manner to accomplish a similar purpose. For example, the word connected or terms similar thereto are often used. They are not limited to direct connection but include connection through other elements where such connection is recognized as being equivalent by those skilled in the art. 
     For example, an engine driven product is discussed herein as an example of a product that is not transportable via common carrier due to package requirements imposed by the common carrier. That is, the weight and combustible fluids commonly associated with internal combustion engines generally requires that products so equipped be shipped via independent or contract carriers who have negotiated the risk associated with such products. Understandably, other products, whose end use configuration prohibits common carrier transportation, can be reconfigured and/or alternatively constructed to allow OEM management of the product directly with a consumer. Such alternative configurations and products are recognized as being equivalents of the claimed invention. 
     DESCRIPTION OF PREFERRED EMBODIMENTS 
     The present invention and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments described in detail in the following description. 
     1. System Overview 
     The above-mentioned requirements of operability and transportability are mutually contradicting and cannot be satisfied simultaneously in the case of conventional personal watercraft. However, it is rendered possible to simultaneously satisfy these requirements to a certain extent by employing a separable component hull in consideration of the fact that a user operates the personal watercraft in a prone position. 
     Personal watercraft systems and watercraft power systems are described herein. The personal watercraft systems preferably include a housing for supporting a water jet engine system. The housing preferably has a pickle fork shaped hull for operation enjoyment. A pair of sponsons is removably attachable to the housing to facilitate breakdown of the watercraft system assembly into more easily transportable components. The water jet engine system has a water jacket about the engine. A cowling with a support is attached to the housing to support a torso area of an operator. A seal is disposed between the cowling and the housing for sealing the interface therebetween and absorbing impacts. A steering mechanism is connected to the personal watercraft system for allowing an operator to control the personal watercraft systems direction of travel. The steering mechanism is located below the hull and cowling for preventing inadvertent operator contact therewith. The systems provide advantages in greater operator comfort and enjoyment from operation of personal watercraft. 
     The personal watercraft power systems include a housing for supporting a water jet pump and engine system. The housing is constructed to support the power system and removably engage a watercraft. An engine and a centrifugal pump are enclosed in the housing and operatively connected by an endless drive, such as a belt. A crankshaft of the engine is generally aligned and offset for a pump shaft of the centrifugal pump. An impeller is connected to the pump shaft and is constructed in rotate in plane generally aligned, and preferably offset, from a plane of a water surface. The orientation of the engine and the centrifugal pump provides a watercraft power system that has a reduced profile and is particularly applicable for watercraft constructed to support an operator in a prone position. The housing is constructed to removably engage a number of watercraft configurations and provides a watercraft power system that is easily serviceable, highly versatile and dynamic. 
     Therefore, one embodiment of the present invention includes a personal watercraft having a body with a topside and a pickle fork shaped underside. A cover or cowling is movably connected to the topside of the body and a plurality of floats is removably connected to the body. The personal watercraft includes a sleeve/membrane surrounding a water jet engine for cooling the water jet engine and a steering mechanism for directing a water jet. 
     A further embodiment of the invention includes a watercraft apparatus that has a housing for enclosing an engine. The watercraft apparatus has a water jet for propelling the watercraft and a panel for supporting a chest area of an operator. The apparatus includes a gasket for sealingly attaching the panel to the housing and for allowing deflection of the panel relative to the housing. 
     Another embodiment of the invention includes a personal marine system having an enclosure for engaging a water surface is disclosed. The system includes an engine disposed in the enclosure and a water jet powered by the engine for propelling the personal marine system. The system includes a sleeve positionable between the engine and the enclosure for forming a water jacket about the engine. 
     Another embodiment of the invention includes a watercraft power system having an engine, a centrifugal pump having an inlet and a discharge, and an endless drive for operatively connecting the centrifugal pump to the engine. A housing is constructed for removably engaging a hull of a watercraft and positioned about the engine and the centrifugal pump. The housing has a first opening for being positioned about the inlet and a second opening for being positioned about the discharge such that the power system can be operatively connected to a watercraft by simply positioning the housing in a hull of a watercraft. 
     Another embodiment of the invention includes a watercraft power pod having an engine, a pump, and an endless drive. The engine has a piston positioned in a cylinder and connected to a crankshaft. The pump has a centrifugal impeller connected to a pump shaft oriented generally parallel to, and offset from, the crankshaft. The endless drive connects the crankshaft to the pump shaft and is generally aligned and offset from a plane of rotation of the impeller. Such an orientation provides a compact, low-profile watercraft power system. 
     A further embodiment of the invention includes a removable watercraft power system having a centrifugal pump, an engine, and an endless drive. The pump includes an impeller that is generally aligned with a water surface and the engine includes a cylinder that is generally aligned with the impeller. The endless drive is connected between the engine and the centrifugal pump and is generally aligned and offset from the cylinder and the impeller. A pump shaft is connected to the impeller and the endless drive and extends in a crossing direction relative to the impeller. A crankshaft is connected to the engine and the endless drive and extends in a crossing direction relative to the cylinder and is offset from the pump shaft. Such a construction provides a watercraft power system that snuggly fits within a number of watercraft configurations. 
     A further embodiment of the invention discloses a method of developing a product according to one embodiment that includes conceiving a general idea of a desired product. A commercial distribution network is selected for disseminating the desired product. The general idea of the desired product is altered to satisfy requirements of the commercial distribution network. 
     Another embodiment includes a method of providing an engine driven product. The method includes manufacturing of an engine driven product in accordance with receipt of an order from an end user of the engine driven product. The engine driven product is scheduled to be shipped to the end user via a common carrier. The engine driven product is constructed for separation into a power component(s) and a frame component(s). The power component(s) and the frame component(s) are separately packaged into packages that satisfy shipping requirements of the common carrier. The separately packaged power and frame components are shipped directly to the end user via the common carrier. 
     A method of managing a product according to a further embodiment includes manufacturing an engineered engine driven recreational device. The engine driven recreational device is sold directly to a consumer. The engine driven recreational device is delivered directly from a manufacturer to the consumer and is serviced by personnel that are common to the manufacture of the engine driven recreation device. 
     In sum, the inventive method is beneficial because it involves equipment specifically designed to be easy to package and ship to the end-user. The end user can then assemble and use with minor adjustments such as the addition of oil, gas, and battery power. This equipment is also easy to disassemble so that it may be packed and shipped back to the OEM for maintenance or repair. It is also then easy for the consumer to reassemble it once it is received back from the OEM. 
     An additional benefit from using the inventive method is that the OEM can increase its profit margin substantially because it has eliminated the middleman, i.e., the dealership. Alternatively, the OEM can reduce the price of the product because there is no dealer middleman. Of course, the OEM could do both reduce price and increase profit relative to OEMs that are forced to work with dealerships. 
     2. Detailed Description of Preferred Embodiments 
       FIG. 1  shows a watercraft apparatus, preferably a personal marine system, such as a personal watercraft  10  according to the present invention. Personal watercraft  10  includes a body, for example, a housing, enclosure, or hull assembly  12  constructed to allow flotation and planning of personal watercraft  10  upon a water surface. Hull assembly  12  includes a plane, e.g., surface or topside  14  having a panel, such as a cover or cowling  16  including a preferably padded seat  17  pivotably connected thereto. Seat  17  is constructed and configured to engage a torso, e.g., an operator torso or a chest area during operation of the personal watercraft  10 . A bottom surface or bottom side  18  of body or hull assembly  12  is constructed to engage a water surface such that, during operation of personal watercraft  10 , a bottom side  18  of personal watercraft  10  planes across a surface of the operating environment, e.g., a lake. 
     At least one float or sponson  20 ,  22  is removably attached to hull assembly  12 . Preferably, a pair of sponsons  20 ,  22  form a first protrusion  24  and a second protrusion  26  on bottom side  18  of personal watercraft  10 . As such, sponsons  20 ,  22  cooperatively form a unique shape  28  of bottom side  18 . Preferably, this shape forms a generally V-shaped or a “pickle fork” shaped underside  23  of hull assembly  12 . Sponsons  20 ,  22  are watertight and adjust the buoyancy of personal watercraft  10 . Sponsons  20 ,  22  are preferably constructed with a lightweight waterproof construction to resist impact deterioration and water penetration thereof Preferably, sponsons  20 ,  22  and hull assembly  12  are constructed of a thermoformed ABS sheet material with weatherable cap, thereby providing a lightweight and robust construction. A flotation foam is disposed within the thermoformed ABS material of sponsons  20 ,  22 , thereby providing a lightweight sponson construction that is sufficiently rigid to withstand impacts thereof. Furthermore, pickle fork shape  28  provides user control and operation of personal watercraft  10  that is foreign to known personal watercraft. Furthermore, protrusions  24 ,  26  reduce operator impact associated with operation over rough water, such as wakes and/or waves. Pickle fork shape  28  formed by removable sponsons  20 ,  22  stabilizes operation of the personal watercraft  10  and provides a unique personal watercraft experience. 
     Seat  17  is preferably formed from a closed foam  30 , which provides a first suspension feature  32  of the present invention. That is, seat  17  is constructed to absorb some of the impact associated with operator separation therefrom. Seat  17  is elevated a variable distance  34  above an upper surface  36  of sponsons  20 ,  22 . A pad  38  is attached to upper surface  36  of each sponson  20 ,  22  and is configured to engage an operator&#39;s knees and shins or elbows and forearms providing for variable prone operator orientations. 
     A maneuvering system or steering mechanism  40  passes through hull assembly  12  proximate a forward portion  42  thereof A control, e.g., a handle, or handlebar  44  is connected to personal watercraft  10  within distance  34  between topside  14  of hull assembly  12  and upper surface  36  of sponsons  20 ,  22 . Handlebar  44  is offset from topside  14  of hull assembly  12 . A throttle control  46  is preferably connected to handlebar  44  and is constructed to control an operating speed of an engine of personal watercraft  10 . Rotation of handlebar  44  about a pivot  48  controls a direction of discharge of water from a water jet pump of personal watercraft  10  and thereby controls the direction of travel of personal watercraft  10  similar to a motorcycle and/or bicycle steering control. An operator can comfortably rest his or her chest upon seat  17  with their arms extended forward over sponsons  20 ,  22  and engaged with steering mechanism  40 . As such, an operator can non-strenuously control the speed and direction of the operation of personal watercraft  10 . 
     An optional pendant  50  is connected to personal watercraft  10  and extends above topside  14  thereof. A flag  52  is attached proximate an end  54  of optional pendant  50 , thereby enhancing the visibility of personal watercraft  10  when operated upon a water surface. Hull assembly  12  also includes an optional storage compartment  56  pivotably connected thereto. Optional storage compartment  56  is pivotably connected to the hull assembly such that users thereof can conveniently store other recreational accessories, such as sunglasses and/or sunscreen. Storage compartment  56  is also constructed to retain an optional strap that is further discussed with respect to  FIG. 4 . Storage compartment  56  sealingly engages hull assembly  12  such that items stored therein remain dry during operational use of personal watercraft  10 . Alternatively, it is appreciated that storage compartment  56  be formed in one or both of sponsons  20 ,  22 . 
       FIG. 2  shows a cross-section of personal watercraft  10  exposing an engine compartment  58  formed by hull assembly  12 . An engine  60  is disposed within engine compartment  58  and a plurality of engine mounts  62 ,  64  secure engine  60  thereto. Engine  60  includes a crankcase  66  having a crankshaft  68  that extends therefrom and is operably connected to a water jet pump that is described further with respect to  FIG. 3 . Preferably, engine  60  is a two-cycle engine, although other engine configurations, such as a four-cycle engine, would perform equally as well. Understandably, modification to the engine will affect the weight, and therefore the transportability, of personal watercraft  10 . A fluid reservoir  70  includes a fill neck  72 , which sealingly passes through hull assembly  12 , thereby allowing an operator to fill fluid reservoir  70  without removing any components of personal watercraft  10  other than a reservoir cap  74 . 
     Understandably, depending on the configuration of engine  60 , fluid reservoir  70  is configured to contain oil, fuel, or an oil/fuel mixture. Where fluid reservoir  70  contains one of oil or fuel, an additional fluid reservoir is provided for the alternate fluid. Understandably, if fluid reservoir  70  is constructed to contain fuel, engine  60  can be constructed to include an oil reservoir within crankcase  66  or, alternatively, the additional fluid reservoir previously disclosed can be provided. Preferably, personal watercraft  10  includes separate and removable engine fluid reservoirs as shown in  FIG. 3 . Still referring to  FIG. 2 , engine  60  is fluidly connected to an expansion chamber  76 , which communicates combustion byproducts from engine  60  to atmosphere. A spark plug  78  is connected to an ignition control system  80 , which is connected to a battery  82 . Such a configuration facilitates electronic starting of engine  60 . Alternatively, personal watercraft  10  could be equipped with a pull start. 
     A sleeve  84  snugly surrounds engine  60 , and is constructed to have cooling water passed therebetween forming a watertight area or a water jacket  86  about engine  60 . Preferably, sleeve  84  is lightweight and pliable, thereby allowing the weight of engine  60  to be reduced by removing the cooling function structure commonly associated therewith. More preferably, sleeve  84  is formed of a thermoplastic material formed around engine  60 . Commonly such engines include a water jacket that is integrally formed in the engine or a plurality of fins that extend from the engine and are constructed to dissipate operational heat therefrom. Although such constructions provide a relatively robust engine, such constructions also substantially increase the weight of the watercraft. Referring back to  FIG. 2 , cooling water is circulated through water jacket  86  from an operating environment and returned thereto, thereby allowing the cooling fluid to be removed from personal watercraft  10  during non-operation. That is, engine  60  is constructed without integral cooling fins or a closed loop cooling system thereby providing a comparatively lightweight engine powered water jet powered personal watercraft. Understandably, the spacing between engine  60  and sleeve  84  is determined to provide adequate water-cooling of engine  60  without requiring excessive water flow through personal watercraft  10 . 
     A securing means or pin  88 ,  90  is secured to each of sponsons  20 ,  22  and is removably engaged with personal watercraft  10 . The head portion  92  of each pin  88 ,  90  passes through an opening  94  formed in hull assembly  12 , extends into engine compartment  58 , and is secured thereat. Understandably, any of the nut, hole and roll or cotter pin, or associated threaded engagement removably secures pins  88 ,  90  to hull assembly  12 . Preferably, pins  88 ,  90  are toollessly attached and removed from personal watercraft  10 . Head portions  92  extend through hull assembly  12  fore or aft of engine mounts  62 ,  64  such that an operator can conveniently and expeditiously remove sponsons  20 ,  22  from personal watercraft  10  when so desired. 
     Proximate topside  14  of personal watercraft  10 , a deflector, e.g., gasket or seal  96  is disposed between seat  17  and cowling  16  and hull assembly  12 . This seals a joint  97  therebetween. Seal  96  is deformable and/or deflectable such that, during operation of personal watercraft  10 , seat  17  deflects in a direction, indicated by arrow  98 , responsive to operator impacts therewith. Another deflector, e.g., seal  100  engages sponsons  20 ,  22  and functions substantially similar to seal  96 . That is, seal  100  both seals the connection between hull assembly  12  and sponsons  20 ,  22  and absorbs a portion of the shock associated with operator impact with seat  17 . Accordingly, in conjunction with first suspension feature  32 , seals  96 ,  100  of personal watercraft  10  are constructed to provide a second suspension feature  101  for further reducing any operational impacts that may be communicated to an operator. 
       FIG. 3  shows a cross-section of personal watercraft  10  taken along line  3 - 3  shown in  FIG. 2 . A water jet engine or engine powered water jet  99  is connected to hull assembly  12 . Personal watercraft  10  includes a water jet, e.g., a jet pump assembly  102  having a shaft  104  and an impeller  106  connected to the shaft. Shaft  104  extends through a wall  108  of a tunnel  110  of jet pump assembly or barrel  102 . Preferably, shaft  104  and impeller  106  are formed of a fiber glass, a fiber wrapped, or a molded plastic material. An end  112  of shaft  104  is operatively connected to crankshaft  68  of engine  60 . During rotation of impeller  106 , water is drawn through a grate  114  positioned over an inlet  116  of tunnel  110 . Grate  114  prevents debris or other materials from entering tunnel  110  and interfering with the operation of impeller  106 . Water is drawn through inlet  116  by impeller  106 , passes through a venturi section  118  of jet pump assembly  102 , and into and through a steerable nozzle  120  that is pivotably connected to jet pump assembly  102 . Nozzle  120  is operatively connected to steering mechanism  40  such that operator manipulation of handlebar  44  results in movement of steerable nozzle  120 , to direct the direction of a water jet or discharge, indicated by arrow  122 , from nozzle  120 . The direction of discharge  122  controls the direction of travel of the personal watercraft  10 . Accordingly, an operator positioned upon seat  17  can easily and efficiently control the direction and speed of travel of personal watercraft  10  via manipulation of handlebar  44  and throttle control  46 . 
     An oil tank or oil reservoir  124  is disposed within hull assembly  12  and includes a fill neck  126 , which extends therethrough. A gas or fuel tank  128  is also disposed within housing or hull assembly  12 , and also includes a fill neck  130  that extends therethrough. Oil reservoir  124  and fuel tank  128  each include a level indicator  132 ,  134 , respectively, such as a sight tube, to indicate the fluid level contained therein. Additionally, it is further understood that hull assembly  12  includes an optional transparent portion (not shown) such that the level of oil reservoir  124  and fuel tank  128  can be assessed without disassembly or movement of any components of personal watercraft  10 . Oil reservoir  124  and fuel tank  128  are operatively connected to engine  60  via a mixing valve assembly  136 . Understandably, for those engine constructions wherein engine oil is contained within a reservoir of crankcase  66 , mixing of engine oil with fuel is unnecessary. Mixing valve assembly  136  fluidly isolates oil reservoir  124 , fuel tank  128 , and engine  60  when valve assembly  136  is oriented in a “closed” position. Such a construction allows oil reservoir  124  and fuel tank  128  to be removed from personal watercraft  10  without emptying the reservoir and tank via separation of connection line  138 . Accordingly, for servicing of personal watercraft  10 , sponsons  20  and  22  along with the cowling  16  and seat  17  can be removed from the body or power pod  12 , as well as oil reservoir  124  and fuel tank  128 , thereby providing a comparatively lightweight subassembly, which can be conveniently shipped for servicing thereof. 
     Proximate the venturi section  118  of jet pump assembly  102 ; a fluid line  140  fluidly connects a water flow through jet pump assembly  102  with water jacket  86 . Alternatively, an optional pump  142  could be connected to fluid line  140  and constructed to extend through body or hull assembly  12 , thereby fluidly connecting with the water jacket  86  of the operating environment. Accordingly, during non-operation of the personal watercraft  10 , the engine cooling fluid is completely removed from personal watercraft  10 , thereby reducing the non-operating transportation weight of personal watercraft  10 . 
     3. In Use and Operation 
     Due to the compact construction of personal watercraft  10 , the removable nature of sponsons  20 ,  22 , and drainable engine cooling system, personal watercraft  10  is envisioned to be easily and conveniently transported by a single operator. That is, personal watercraft  10  preferably weighs less than approximately  80  pounds, and can be easily transported by a single operator. Furthermore, the removal of oil reservoir  124 , fuel tank  128 , cowling  16 , and seat  17  facilitates even further weight reduction of the transportable portions of personal watercraft  10 . That is, where an operator is incapable of individually transporting the approximately 80-pound assembly, the oil reservoir and the fuel tank can be removed therefrom and transported via a second user. The removable nature of the engine fluid containers also facilitates convenient shipping of personal watercraft  10  for remote servicing or more than portage transportation of personal watercraft  10 . 
     As shown in  FIG. 4 , the present invention includes an optional removable strap  144  constructed to engage personal watercraft  10 . Strap  144  has a first end  146  with a loop  148  formed thereat and a second end  150  having a separable loop  152  formed thereat. A snap clip assembly  154  separates loop  152  such that it can be positioned around handlebar  44  of personal watercraft  10 . Loop  148  is constructed to slidably engage nozzle  120 . A pair of shoulder straps  156 ,  158  extend between loop  148  and separable loop  152  and are constructed to engage an operator&#39;s shoulders such that, during non-operation of personal watercraft  10 , an operator can simply transport the personal watercraft  10  in a backpack-type manner. Alternatively, it is also envisioned that sponsons  20 ,  22  or hull assembly  12  be equipped with associated wheel assemblies at an aft portion thereof such that an operator can simply transport the personal watercraft  10  in a manner substantially similar to rollable luggage. 
     As shown in  FIG. 5 , strap  144  facilitates expedient and efficient transportation of personal watercraft  10 . First end  146  of strap  144  is positioned about nozzle  120  of water jet  99 . Shoulder straps  156 ,  158  extend therefrom and are constructed to engage an operator  160 . Second end  150  of strap  144  removably engages handlebar  44  via snap clip assembly  154 . As shown in  FIG. 5 , the sponsons have been removed from personal watercraft  10 , thereby reducing the load operator  160  is required to transport. Understandably, other operators may be able to transport personal watercraft  10  with the sponsons connected thereto. 
     In one embodiment, the hull assembly  12  may be made from a frame that is preferably constructed of hollow tubes formed in triangular configurations. The tubes are preferably made of aluminum, titanium, or some other rigid, strong and lightweight material. Such a tubular space frame is known in the Formula One racecar arena as well as in the construction of Bucatti motorcycles. Instead of a tubular frame, the frame may be made out of a honeycomb material. The frame may be also covered or skinned with fiberglass, rolled aluminum, or some other strong and lightweight material. In one embodiment, the tubular frame may actually protrude out from the skin and be visible to the eye. 
     In another embodiment, the water jet may include a barrel that encompasses the pump. The barrel may be inside the hull assembly or mounted under the space frame to the outside bottom portion of the space frame so that it is not actually inside the hull. Such a barrel may be mounted with fastening straps or bands directly to the hull assembly. 
     4. Alternative Embodiment 
       FIGS. 6-9  show an alternative embodiment of the invention. As shown in  FIG. 6 , a watercraft power pod or power system  200  includes a body or housing  202  constructed to enclose the propulsion generating components or systems of a watercraft. Understandably, watercraft constructed for use with power system  200  could have any of a number of forms including a prone position watercraft such as watercraft  10 , other personal watercraft such as those constructed to support an operator in a seated or standing position, or other watercraft such as inflatable or solid form rafts, etc. As such power system  200  provides a highly versatile watercraft power system. 
     Housing  202  is preferably constructed to removably engage a housing or hull  203  of a watercraft such that the propulsion generating system can be removed from the watercraft while contained in housing  202 . A bottom surface  205  of housing  202  is constructed to be generally aligned with the planning surface of hull  203  thereby providing a relatively continuous planning surface of a watercraft equipped with power system  200 . 
     Power system  200  includes an engine  204  and a propulsion means or pump such as a centrifugal pump assembly  206 . Engine  204  includes a block  208  having a head  210  connected thereto. A crankcase  212  is connected to block  208  generally opposite head  210 . A crankshaft  214  extends from crankcase  212  and has a pulley  216  connected thereto such that operation of engine  204  rotates crankshaft  214  and pulley  216 . An endless drive, such as a belt  218  extends between pulley  216  and a pump pulley  220  operatively connected to a pump shaft  222 . Pump shaft  222  is connected to a centrifugal impeller ( 264  shown in  FIG. 8 ) generally disposed between an inlet  224  and an outlet, discharge, or discharge nozzle  226  of pump assembly  206 . 
     A first opening  228  is formed through housing  202  proximate inlet  224  such that housing  202  is sealingly connected about inlet  224 . A screen or weed grate  230  is positioned over inlet  224  and is constructed to prevent the passage of weeds or other debris into inlet  224  of pump assembly  206 . An optional channel  207  can be formed in bottom surface  205  of housing  202  to assist in the directing of water passing over bottom surface  205  to inlet  224 . A second opening  232  is formed in housing  202  proximate discharge nozzle  226  and is sealingly connected thereabout. First opening  228  and second opening  232  are constructed to sealingly engage pump assembly  206  so that water from the operating environment cannot enter the cavity between housing  202  and engine  204  and pump assembly  206  from between the engagement of housing  202  and pump assembly  206 . Housing  202  may also include an optional cover  233  sealingly connected to housing  202  and constructed to allow operator access to engine  204  and pump assembly  206 . 
     A number of passages  234 ,  236 ,  238  are formed through housing  202  and are constructed to operatively connect power system  200  to fluid sources and control systems of a watercraft. That is, passages  234 ,  236 ,  238  are constructed to for example fluidly connect engine  204 , via a number of connection lines  235 ,  237 ,  239  with an oil system, such as oil reservoir  124 , a fuel tank, such as fuel tank  128 , and a combustion gas source, such as atmosphere. It is appreciated that these connection lines can be any of a number of connection conduits including for example rigid pipes or flexible hoses and that the connection lines include a quick coupler constructed to allow tool-less connection of power system  200  to a watercraft and the control and fluid systems supported thereon. It is further appreciated that the number of connection lines may vary depending on the construction of the engine. 
     If engine  204  is a two-cycle engine, oil may be mixed with gas prior to delivery of the mixture to the engine. Alternatively, oil and fuel may be separately delivered to the engine and mixed thereat or proximate thereto. If engine  204  is a four cycle engine, no oil may be required to be communicated to the engine  204  through housing  202 . It is appreciated that each of these engine types and configuration have their own respective advantages and engine  204  may be provided in any of these configuration depending upon a user&#39;s preference. Regardless of which engine configuration is selected, housing  202  is constructed to sealingly enclose engine  204  and pump assembly  206  such that the combined engine and pump assembly can be removed from a watercraft, such as watercraft  10 , or from a hull of a watercraft. It is appreciated that any fluids required for operation of engine  204 , regardless of the operational nature of the engine, be communicated to the engine via the appropriate size and number of connection lines  235 ,  237 ,  239 . It is also appreciated that other connections may be required between housing  202  and a watercraft equipped therewith. For example, throttle controls, including associated wires and cables, whether mechanical or electrical, may be communicated through housing  202  to allow remote operation and control of the operation of engine  204  and pump assembly  206 . 
     It is further appreciated that the shape of housing  202  shown in  FIG. 6  is merely exemplary and other housing shapes are envisioned. That is, housing  202  is envisioned to be constructed to be removably secured to a watercraft and constructed such that power system  200  powers the watercraft when the power system is connected thereto. 
     Referring to  FIG. 7 , power system  200  is shown removed from housing  202 . Power system  200  includes a first gasket assembly  240  positioned proximate inlet  224  of pump assembly  206 . Gasket assembly  240  is constructed to sealingly connect housing  202  about inlet  224 . Another gasket assembly  242  is positioned proximate nozzle  226  and is constructed to sealingly engage housing  202 . Such a configuration isolates the interior of housing  202  from the operating environment thereby reducing the potential of water from the operating environment infiltrating housing  202 . 
     An axis  244  of crankshaft  214  is generally perpendicular to an axis  246  of an engine cylinder of engine  204 . Understandably, it is appreciated that preferably a piston is positioned in the engine cylinder and that engine  204  may include one or more such piston and cylinder associations. An axis  248  of pump shaft  222  is oriented generally parallel to crankshaft axis  244 . Such a configuration generally aligns crankshaft pulley  216  and pump pulley  220  such that belt  218  is operationally supported therebetween. Engine cylinder axis  246  is generally aligned with a watercraft propulsion direction, indicated by arrow  254 , or a water planning surface, whereas crankshaft  214  and pump shaft  222  are oriented in generally crossing directions with propulsion direction  254 . Such a construction allows power system  200  to maintain a relatively low profile with respect to a planning elevation of a watercraft equipped with power system  200 . 
     Referring now to  FIGS. 8 and 8   a , belt  218  operatively extends between crankshaft pulley  216  and pump pulley  220 . A tensioner  252  is positioned in a space  255 , generally between crankshaft pulley  216  and pump pulley  220 . Tensioner  252  is constructed to adjustably engage belt  218  to provide a desired tension to the belt  218 . Such a construction ensures efficient communication of engine power to pump assembly  206  and provides a cost effective replaceable component in the event of obstruction enters inlet  224  which would interfere with the operation of a centrifugal impeller  264  of pump assembly  206 . Although it is desired to precisely align crankshaft pulley  216  and pump pulley  220  for operative engagement with belt  218 , belt  218  will tolerate a less than exact alignment of pulleys  216 ,  220 . Furthermore, the flexible nature of belt  218  allows engine  204  and pump assembly  206  to be operatively coupled throughout  360  degrees of rotation of engine  204  relative to pump assembly  206 . Such an orientation further enhances the versatile nature of power system  200 . It is further appreciated that as disclosed herein, pump assembly  206  is centrifugal in nature in that, during operation of impeller  264 , the discharge of the impeller acts in a direction away from a center axis of the impeller. A compact and efficient watercraft according to the present invention could utilize a centripetal-based pump, or a pump configured to direct a propulsion stream toward a center axis of the pump. Such a configuration would orient a water inlet at a periphery of the impeller rotation and a discharge more aligned with an axis of rotation of the impeller. Accordingly, power system  200  is operable with both centripetal and centrifugal type pump assemblies. 
     Pump assembly  206  includes a pump housing  260  having a fluid path  262  formed therein. Centrifugal impeller  264  is operatively connected to pump shaft  222  and disposed in fluid path  262 . Operation of engine  204  rotates crankshaft pulley  216  which drives belt  218  and pump pulley  220 . Rotation of pump pulley  220  rotates centrifugal impeller  264  within fluid path  262  and directs a propulsion discharge, indicated by arrow  266 , which is directed through nozzle  226 . Translation of nozzle  226  in directions, indicated by arrow  268  about a pivot pin  270  provides a lateral or directional thrust to a watercraft equipped with power system  200 . It is further appreciated that pump assembly  206  be provided with a dump bucket to provide reverse propulsion to a watercraft equipped therewith. Understandably, such an option may not be required on all watercraft types, such as watercraft  10 , where the weight of the watercraft allows convenient and non-strained movement of the watercraft. Furthermore, as compared to an axial flow pump commonly employed in personal watercraft power systems, centrifugal impeller  264  enhances the profile of power system  200  such that the power system is particularly useful for watercraft constructed to support an operator in a prone position, such as watercraft  10 . The orientation of power system  200  further provides an inboard power system with a center of gravity that is closer to a water surface and positionable closer to a bow of a watercraft than many personal watercraft and most outboard power equipped watercraft. 
     As shown in  FIG. 9 , engine  204  includes an air intake  272  having a snorkel  274  and an adjustable throttle  276 . Snorkel  274  prevents intake  272  from drawing water which may be present between housing  202  and engine  204  into the combustion system of engine  204 . Throttle  276  allows engine  204  to operate at variable speeds to provide variable speed operation of a watercraft equipped with power system  200 . An exhaust manifold  278  is connected to engine  204  and is constructed to communicate engine exhaust gases through housing  202  to an operating environment. A valve  280  is disposed in the exhaust flow path and is constructed to limit water penetration into the watercraft via the exhaust system. 
     As shown in  FIG. 9   a , valve  280  includes a movable seal member  282  that is biased to a closed position by a spring  284 . A body  286  of valve  280  includes a seat  288  formed on an interior surface  290  thereof. Spring  284  biases seal member  282  against seat  288  of interior surface  290  to fluidly isolate an engine side  292  of valve  280  from an atmosphere side  294  of valve  280 . During operation of engine  204 , as exhaust pressure overcomes the back pressure associated with spring  284  and atmospheric pressure, seal member  282  moves away from seat  288  and allows engine exhaust to vent to atmosphere. Such a construction allows accurate calibration of the engine exhaust back pressure as well as reducing the penetration of operating environment water into power system  200 . It is appreciated that the exhaust gas may be discharged above or below a water surface. As stated above with respect to  FIG. 7 , although engine  204  is shown as a carburetion control engine having an adjustable throttle, it is appreciated that engine  204  can be configured to operate according to an electronic fuel injection paradigm for those watercraft equipped with such systems. It is further appreciated that engine  204  can be configured as either a two-cycle or a four-cycle engine as determined by user preference and/or watercraft performance requirements. 
     As previously discussed with respect to  FIG. 7 , the generally horizontal orientation of engine  204  in addition to the centrifugal operating nature of pump assembly  206 , power system  200  provides a watercraft power system having a relatively shallow draft construction.  FIGS. 10-13  show an exemplary incorporation of power system  200  into a watercraft  400 . As shown in  FIGS. 12 and 13   a - c , a pair of removable sponsons  402  is constructed to removably engage a housing  404  of watercraft  400  via a number of connections  406 . Connections  406  having a generally dove-tailed shape to allow sponsons  402  to be efficiently removed from housing  404  of watercraft  400 . 
     An optional handle  407  and wheel assembly  408  are connectable to watercraft  400  to assist in the simply and efficient transportation of watercraft  400  when removed from a water operating environment. A removable pin  409  secures wheel assembly  408  to watercraft  400  such that the wheels can quickly and easily be removed from the watercraft when portage is not required.  FIG. 13   c  shows an exploded view of the assembly of watercraft  400  with handle  407  and wheel assembly  408  removed from housing  404  of watercraft  400 . 
       FIG. 14  shows power system  200  removed from a watercraft and  FIGS. 15-18  show various watercraft configurations that can be achieved with power system  200 .  FIG. 15  shows a personal watercraft  410  generally similar to watercraft  10 ,  FIG. 16  shows a watercraft  412  having a stand-up operating orientation,  FIG. 17  shows a multi-person watercraft  414  such as an inflatable raft or the like, and  FIG. 18  shows a watercraft  416  having a kayak configuration. Although, power system  200  is particularly applicable for use with those watercraft, such as watercraft  10 , constructed to support an operator in a prone position, as housing  202  provides a movable container for power system  200 , power system  200  can be quickly and efficiently exchanged between watercraft regardless of the specific construction or type of the watercraft. Such a construction provides a versatile, robust and compact watercraft power system. 
       FIGS. 19-20  show a product development system  500  and a product management system  600  associated with the development and management of engine powered systems such as those shown in  FIGS. 1-18 . The systems include features that are not necessarily mutually exclusive and that are configured to facilitate development and management of a product between an OEM and a consumer without intermediary participants. 
     Referring to  FIG. 19 , product development system  500  begins with a general idea of a desired product or general product conception  502 . Product conception  502  generally includes considerations of consumers&#39; wants, needs, and desires as well as manufacturing capabilities and abilities. For engine driven devices, and particularly engine driven recreation devices, product conception  502  generally includes consideration of engine system types and components, frame systems, and control systems and/or other operating/subsystem assemblies associated with the production of engine driven devices. The product configuration and construction is assessed ( 504 ) to ensure manufacturing capabilities and abilities. Having generalized the product configuration and construction ( 504 ), product development process  500  assesses available product distribution modalities ( 506 ). That is, process  500  selects a commercial distribution network desired to communicate, transport, deliver, or otherwise disseminate the desired product. The available distribution modalities ( 506 ) are reviewed and assessed to determine ( 508 ) whether a direct OEM to user product stream can be supported. Preferably, the review and assessment of the distribution modalities includes consideration of carrier acceptable parcel size, parcel weight, and parcel shape. 
     If product development system  500  does not support a direct OEM-user product stream ( 508 ), the development system  500  returns ( 510 ) to reassess the product distribution modalities ( 506 ). Once an OEM-user product stream is developed ( 512 ), product development system  500  determines whether the product configuration and/or construction ( 504 ) is common carrier compliant ( 514 ). That is, product development system ( 500 ) checks that the product configuration and construction ( 504 ) produces a product, or collection of assemblies, which form a product that satisfy common carrier parcel requirements. In other words, the commercial distribution network specifies a type of product and parcel configuration that is transportable. For example, product development system ( 500 ) ensures that the size, weight, configuration, packaging, and composition are compliant with common carrier parcel delivery protocols. Commonly, these protocols include specification on the types of products that can be transported via common carrier, the sealed containment of any fluids or fluid containing systems, and the weight and shape of individual parcels such that they can be handled by a single individual. Preferably, each of the parcels associated with a desired product do not exceed a weight of approximately 150 pounds or 70 kg, a length of 108 inches or 2.70 meters, have a combined length of girth of approximately 165 inches or 4.19 meters, a width of approximately 35 inches or 0.889 meters, or a height of approximately 24 inches or 0.610 meters. Preferably, each parcel does not weight more than approximately 70 pounds or 31.5 kg, has a length that is approximately 62 inches or 1.575 meters, a width that is approximately 27 inches or 0.686 meters, and a height of approximately 18 inches or 0.457 meters. Understandably, a total number of parcels associated with any given product will depend, at least in part, on the cumulative shape and size of the desired product as well as the desired dimensions of the individualized parcels. 
     In the event that product configuration and construction ( 504 ) is not common carrier parcel compliant ( 516 ), product development system ( 500 ) returns to assessment of the product configuration and construction ( 504 ). The return to product configuration and construction ( 504 ) necessarily requires the reconfiguration or reconstruction of product assemblies or subassemblies. Preferably, product configuration and construction ( 504 ) includes configuring the desired product to be broken down into a number of constituent parts such that the individual constituent parts can be individually packaged or otherwise configured to satisfy the common carrier parcel compliance ( 514 ). Such a protocol may alter the general idea of the desired product to satisfy requirements of the commercial distribution network. That is, the desired product may be configured to be broken down into a number of constituent parts, which may include one or more of an engine system, a frame system, and a control system. 
     Once product configuration and construction ( 504 ) has satisfied the common carrier parcel compliance ( 518 ), product development system ( 500 ) allows the OEM to proceed to product production ( 520 ) and produce a product which can then be shipped directly from the OEM to a consumer via a common carrier ( 522 ). Such a configuration also allows the desired product to be returned directly to the manufacturer or OEM from an end user via the same commercial common carrier distribution network. That is, the engine driven device, or systems thereof, can be isolated and segregated by the end user and returned directly to the OEM for servicing or other repair. Accordingly, product development system ( 500 ) is configured such that the desired product is maintained by an OEM for the life of the desired product from cradle to grave. 
     The cradle to grave OEM management of a developed product is shown in  FIG. 20 . The desired product is configured to be maintained by an original equipment manufacturer for the entire life of the desired product. Product management system  600  is particularly suited for providing an engine driven product and begins with the acquisition of customer order ( 602 ). Order acquisition ( 602 ) could be configured to be acquired by any of a number of modalities, e.g., including telephone, regular postal mail, e-mail, or in Internet-based order portals. For those OEMs that manufacture engine driven products, system  600  allows the OEM to receive an order directly from an end user of the engine driven product. For such engine-powered device OEMs, customer order ( 602 ) generally includes scheduling shipping of the engine driven product to the end user or customer via a common carrier. The OEM acquires, assembles, or otherwise manufacturers the components necessary for product production ( 604 ) based on customer order ( 602 ). Product management system ( 600 ) includes products that may require constructing the engine driven product for separation or segregation into a power component(s) and a frame or hull component(s). The separated components are then separately packaged into packages that satisfy shipping requirements of the common carrier ( 608 ). Accordingly, the product produced is generally associated with common carrier compliant packaging requirements ( 608 ). The appropriately packaged product can then be shipped to a customer or end user directly from the OEM ( 610 ). 
     Upon receipt of the product, customer assembly ( 612 ) of the constituent parts or assemblies is required for customer use ( 614 ) and enjoyment of the product. Consumer use and enjoyment of the product is generally continuous ( 618 ) until the occurrence of a warranty issue or requirement for other repair or maintenance ( 616 ). Upon such an occurrence ( 620 ), the product configuration and construction allows for customer disassembly ( 622 ), customer repackaging of the relevant product portions with the common carrier compliant packaging ( 624 ), and return of the product to the OEM ( 626 ) via a common carrier. That is, the desired product is configured to be returned directly to a manufacturer from an end user via the commercial distribution network. Upon receipt of the customer device, the OEM performs the necessary or requested repair ( 628 ) and may optionally collect additional information with respect to product performance, use, and consumption. Having completed the requested service or repair ( 632 ), the OEM returns the repaired portions of the product to the customer ( 630 ) via the common carrier distribution stream for continued consumer use. Accordingly, product management system ( 600 ) allows an OEM to manage assembly, distribution and servicing of an engine driven product at OEM common locations. Configuring each of the power and/or frame components of the product to be able to be broken down into a number of smaller assemblies allows individual assemblies of the product to be communicated independently between the OEM and the customer. Furthermore, configuring the packaging to be reusable for return of one or more of the components of the product limits customer and OEM expense associated with exchanging product portions which require servicing or exchange. Furthermore, the direct exchange of product between OEM and consumer allows servicing of the product with the same personnel that manufacture or otherwise engineer the engine driven recreational device. 
     Specific embodiments of the present invention will now be further described by the following, non-limiting examples which will serve to illustrate various features of significance. The examples are intended merely to facilitate an understanding of ways in which the present invention may be practiced and to further enable those of skill in the art to practice the present invention. Accordingly, the examples should not be construed as limiting the scope of the present invention. 
     As an example, traditional personal watercrafts often include an engine and a power system that are supported in a hull. Although the nature of the manufacture of such traditional devices renders the systems generally separable, the systems of the apparatus are generally constructed to be separated only by highly skilled service personnel. Having chosen a distribution system that enables a direct OEM to consumer product stream, a product constructed in accordance with the disclosure above, satisfies common carrier protocol and can be assembled by an end user of the product. The personal watercrafts disclosed therein are engine driven, configured to be broken down into a number of manageable components, and constructed to support an operator in a prone position. Understandably, these are but one example of the applicability of a product development and management system according to the present invention. 
     Preferably, the product is small and lightweight such that it can be easily shipped directly to the end user using common shipping methods such as UPS and Federal Express. It is preferably easily unloaded and transported by a single individual to its final use destination. The product has a simplified construction that includes a number of parts, such that the product can be broken down into constituent parts. Additionally, the breakdown and assembly of the product requires only a common mechanical aptitude without the need of any specialized skills or tools. 
     The personal watercraft disclosed above include a number of connectable systems that are constructed to be communicated from the OEM to the consumer. Preferably, the hull, each sponson, the engine, the control system such as the throttle and steering control systems, and the jet assembly of the watercraft disclosed therein are fully removable and are constructed to accommodate the common carrier parcel specifications as disclosed above. That is, although more than one of the assemblies discussed above may be constructed to collectively satisfy the common carrier specifications, each assembly or system can be individually shipped should such a need arise. Preferably, understandably, the packaging schedule of the components of the assembly is intended such that each package can approach the tolerances specified by the common carrier thereby reducing the total number of parcels associated with any given system or assembly. 
     The ability of the watercraft product to be easily broken down into constituent parts renders the product suitable for servicing or other repair through a return to depot or OEM business method. The partial disassembly of the product includes separation of the primary power train module which reasonably includes the most common field failure elements such as the engine, its associated sub-systems, such as electrical and exhaust systems, the jet pump propulsion system, and the steering mechanism. For communication of the repairable elements between the OEM and the consumer via common carrier, features of the in-use configuration of the product may need to be removable from the product to satisfy common carrier requirements. 
     That is, the engine driven product can include a removable fuel tank and a removable oil reservoir. 
     Preferably, product components such as the fuel tank, the battery, and/or an engine oil system are constructed to be easily removed from the watercraft. Additionally, other bulky items, that may collectively exceed common carrier size and shape restrictions, and which would not normally fail, such as flotation chambers and covers, are also constructed to be simply and efficiently removed from the product. The fuel tank and battery are easily removable to comply with hazardous material shipping restrictions. Preferably, an end user provides the consumable materials, such as fuel, a battery, and oil, which are barred from transport by the common carrier. Incorporation of an electronic fuel injection (EFI) system mitigates the requirement to drain a reservoir commonly associated with a carbureted engine. The EFI system and draining of a carburetion system ensures no fuel is contained in a product power system during transport. Such simplistic operations ensure that the consumer shipped portion of the product complies with common carrier parcel requirements as well as federal and state hazardous material shipping regulations. 
     For those engine-powered products provided with a crankcase constructed to contain a volume of operating oil, the engine crankcase is constructed to remain sealed during shipment. Alternatively, the product could also be provided with a removable oil reservoir. Such a configuration would allow the OEM to deliver the product directly to the consumer without hydrocarbon materials or with common carrier pre-approved hydrocarbon containing systems. Upon receipt, the consumer independently acquired and introduces the fuel and oil to the systems of the product. In the event that the product requires repair or other servicing, the user simply removes that portion of the product which requires service and returns it to the OEM. However, the consumable products associated with engine operation are retained by the user and are not shipped via common carrier except for that embodiment wherein the engine system includes a sealed oil containing crankcase. 
     The product shipping cartons or containers are also designed and constructed to facilitate multi-directional direct OEM/consumer product shipment. That is, the containers are utilized for both direct shipment of the product from the OEM to the customer and return shipment of portions of the product from the customer to the OEM and/or repair depot. Preferably, the packaging is configured to be reusable for return of one of a frame component and a power component directly to the original equipment manufacturer. A power train carton is further constructed to ensure the configuration of the power train system upon shipment. That is, the size and shape of the carton is configured to prevent the power train module or drive portion of the product from being packaged with the fuel tank and/or battery attached. Designing and constructing the product and respective systems to support a common carrier return to depot or OEM business method avoids the dealership distribution network as well as the expense associated with internally forming and managing an OEM specific distribution network. The systems also avoid the expense and complication associated with maintaining an amicable relationship with independent contract carriers. 
     The direct OEM/customer product stream allows the OEM to directly control the service and product delivered to the consuming public. The OEM maintained repair systems can be staffed by highly skilled technicians who are intimately familiar with the entirety of the OEM product line. The system alleviates the needs to constantly train dealership service technicians and provide them with the often costly service manuals, specialized service tools, diagnostic equipment, parts ordering support, and logistics systems since all of these resources would be OEM maintained. OEMs operating according to the disclosed systems also reduce the effects of online and telephonic help systems as the OEM&#39;s personnel maintain the in-field product. 
     An OEM supported and operated repair function staffed with OEM trained and highly experienced technicians, equipped with the specialized tools and equipment needed, and supported by the OEM parts inventories improves both a Mean Time to Diagnose (MTTD) and a Mean Time to Repair (MTTR) as compared to conventional dealership service methods. That is, the personnel responsible for trouble-shooting a product can often be instrumental in product design and development or closely associated or even closely located with personnel responsible for such functions. By implementing an OEM repair strategy, the MTTR can be measured in days thereby greatly enhancing the customer experience as well as the customer confidence in the OEM. In addition, the profit potential of the OEM would increase by the reduction in cost associated with establishing and maintaining a dealer service channel and the increased margins on parts and labor which now flow directly to the OEM. 
     The OEM management of repair and customer communications also enhances efficient product assessment. Infant mortality failures of in-field product can be quickly and easily identified because the inventory lag associated with the dealership network is avoided. The OEM can also readily diagnose and analyze warranty costs. Field failures can be quickly identified and product corrective actions can be quickly implemented thereby reducing exposure associated with warranty failure and diagnosis lags. OEM control of repair systems also affords the OEM the benefit of access to near immediate end user consumer information. Accurate records of specific failures and failure rates greatly assist continued product improvement and development. Cost margins on parts and labor normally flowing to dealerships would now flow directly to the OEM providing additional profit potential. Warranty service costs can also be easily tracked and accounted. 
     The direct return to OEM service method is complimented by a direct Internet enabled sales method to completely eliminate intermediaries between the OEM and the end user. The complete control of customer satisfaction is controlled directly by the OEM. The OEM trained sales assistants are in direct contact with the potential customer ensuring accurate and timely answers to queries and fostering the OEM/end user relationship. Information from other users or previous consumers can also be easily available on-line to provide real world feedback on the OEM and OEM products. The on-line direct interaction of the OEM and consumer ensure correct and timely ordering and ensures accurate shipping dates and times which further enhance customer confidence. 
     The ease with which the product can be manufactured, packaged, delivered, user assembled and operated uniquely positions the OEM of the engine driven apparatus to interact directly with a consumer throughout the useful life of the product. That is, the system is configured to allow the OEM to manage the product and the interaction between the consumer and the OEM from product conception to consumption, i.e. the products useful life or from cradle to grave. 
     The OEM/consumer direct product network reduces start-up expenses associated with new market entrants. For instance, a new company or new product could be rapidly launched throughout a large geographic territory without experiencing the delay to recruit, train and equip a dealership network. A national or international launch could be supported by a single web site and a single or limited number of OEM supported facilities or locations. The OEM can also easily control the trade-in and used equipment markets. Those OEM substantial enough to do so may also provide financial support for product purchases and the like. The OEM supported repair systems can also offer a final disposal and/or recycling service to the customer. Such services further enhance and diversify the OEM revenue streams. Accordingly, rather than being strapped with the hindrances of a dealership network, an OEM operating according to the present invention would readily appreciate the product and revenue performance associated with the direct communication of goods and services between the OEM and the end use consumer. 
     The watercraft and power systems aspects disclosed herein provide a uniquely configured vehicle system that can be efficiently manufactured, delivered, and serviced. The construction of the watercraft such that the watercraft can be broken down into respective systems provides a watercraft system that can be conveniently transported via common carrier as the combustible fuel materials and containers can be quickly and efficiently removed from the watercraft system. Alternatively, the crankcase of the power system has a sealed construction such that the power pod can be transported by common carrier without fear of fluid leakage. Not only can a manufacturer of such a system efficiently distribute product, but customers can conveniently return entire products, or only portions thereof, to the original equipment manufacturer (OEM) for service or repair. Accordingly, the OEM can avoid the capital expenditure associated with forming a distribution network, as well as efficiently maintain the integrity of the parts and services associated with any repairs. Such a distribution and service paradigm allows the OEM to also monitor product performance and mortality as well as direct control of warranty servicing or the like. Even though others, particularly in the computer device arena, have somewhat similar distribution and service network systems, those systems are generally inapplicable to engine powered devices. That is, whereas computers can be conveniently shipped via common carrier, the inclusion of combustible fluids in engine powered devices, generally prevents such a network in the area of engine powered vehicles. 
     Generally, such systems are manufactured by an OEM, distributed by a carrier system frequently associated solely with the OEM, and sold and serviced by a number of remotely located distribution locations or associated franchises. Maintaining such a business model requires considerable initial investment and continued cooperation between the respective participants in the stream of product. A watercraft or power system according to the present invention can be manufactured and maintained by an OEM whereas known systems are ill-configured and constructed for such distribution and maintenance. By tailoring the product to satisfy the business operating paradigm, considerations, such as product packaging can be addressed and considered during product production to satisfy the return to OEM feature of the product. 
     In addition to the disclosed inventive apparatus, the inventive method is beneficial because it involves equipment specifically designed to be easy to package and ship to the end-user. The end user can then assemble and use with minor adjustments such as the addition of oil, gas, and battery power. This equipment is also easy to disassemble so that it may be packed and shipped back to the OEM for maintenance or repair. It is also then easy for the consumer to reassemble it once it is received back from the OEM. 
     An additional benefit from using the inventive method is that the OEM can increase its profit margin substantially because it has eliminated the middleman, i.e., the dealership. Alternatively, the OEM can reduce the price of the product because there is no dealer middleman. Of course, the OEM could do both reduce price and increase profit relative to OEMs that are forced to work with dealerships. 
     Although the best mode contemplated by the inventor of carrying out the present invention is disclosed above, practice of the present invention is not limited thereto. The present invention has been described in terms of the preferred embodiment, and it is recognized that equivalents, alternatives, and modifications, aside from those expressly stated, are possible and within the scope of the impending claims. That is, it will be manifest that various additions, modifications and rearrangements of the features of the present invention may be made without deviating from the spirit and scope of the underlying inventive concept. It is intended that the appended claims cover all such additions, modifications and rearrangements. Expedient embodiments of the present invention are differentiated by the appended claims.