SPRING 1996 THE KAWASAKI TECHNICAL MAGAZINE VOL. 9 …...Kawasaki’s first Uni-Trak system on a street bike appeared on the 1982 GPz 550. Its rocker arm system gave it a rising-rate,

SPRING 1996 THE KAWASAKI TECHNICAL MAGAZINE VOL. 9 NO. 1

How Far, How FastA Celebration of Kawasaki Technologyby Ray St. JohnSupervisor, TechnicalWriting

Kawasaki has come along way in 30 years in theUnited States. From anenthusiastic start in a dustyChicago warehouse to areal office in Gardena,Calif., then to a smallbuilding by the freeway inSanta Ana, and finally toour own building in Irvinewith regional offices inseveral cities around thecountry, Kawasaki hascome a long way. TheKawasaki corporate entity,the Kawasaki dealernetwork, K-Share, K-FAX,and all the other businessadvances remind us ofhow far we’ve come.Another reminder is thetechnology of theKawasaki product line.Technology has been ahallmark of Kawasakiproducts from thebeginning. Not just anytechnology, not tech fortech’s sake, but intelligentuse of the technologyappropriate to the product,the time, and themarketplace.

In the late sixties,Kawasaki gained itsreputation in the UnitedStates: a reputation forspeed and performance.The Al Samuri was a250cc, two-stroke twin,with advanced technologyfor its day. The enginebreathed through two

carburetors mounted oneach end of the engine, sothat rotary valves could bemounted on the crankshaftjust outside each crankchamber-a simplesolution to controlling two-stroke intake for betterpower and fuel mileage.Since then, Kawasakirotary valve engines havewon major road races andmotocrosses all over theworld. The rotary valveengine gradually gave wayto the reed valve engineswe know today. Evensimpler and morepowerful than either oftheir predecessors, thepiston port and rotaryvalve, reed valve enginestoday rule the two-strokeracing world.

In 1968, few people

thought a S-cylinder, in-line two-stroke wasfeasible-especially if itwas air-cooled. Everyonethought the center cylinderwould overheat. Kawasakiproved them wrong with awhole series of two-stroke,air-cooled triples. Firstcame the 500cc H-l, thenthe incredible 750cc H-2,followed by a string of250cc, 350cc, and 400ccmachines, all performersfrom the word go. Thetrick to beat the heat wasto make the side fins on thecenter cylinder deeperthan on the inner sides ofthe two outer cylinders.This asymmetrical finningworked like a charm.Overheating was never aproblem for Kawasaki’striples.

But overheating can bea big problem for a smalltwo-stroke racing engine.A steel sleeve in a castaluminum cylinder goespart of the way towardsthe solution, but theinvention of theElectrofusion process(combined later withliquid cooling) in 1979went the rest of the way.The ideal cylinder surfaceretains lubrication and hasgood wear characteristicswhile carrying awayexcess heat: Electrofusionis a micro-thin coating ofultra-hard metals on theinner surface of thealuminum cylindercasting. This coatingsupplies the needed wearcharacteristics and retainslubricant to cut piston

Electrofusion is the process of treating the cylinder bore with a very thin, durable, and porouslayer of high-carbon steel and molydbdenum. Thin wires of these metals are alternately“exploded” at high voltage in the cylinder bore, causing particles of the exploded wires to fuse tothe cylinder.

SPRING 1996 2 K-TECH NEWS

wear. Because it is so thin,the coating quickly carriesaway damaging heat,reducing cylinderdistortion in the process.Electrofusion is applied byelectrically explodinglengths of wire in the boreof the cylinder casting.Each explosion deposits alittle bit of the coating.Different metals are usedconsecutively, applying thenow-familiar gray coating.

Other Kawasaki enginessolved other engineeringproblems. The original Z-lcylinder head casting wasso complex that it wasstudied by PorscheEngineering in Germany. Itwas said to be the mostcomplex die castaluminum part in mass-production, in anyindustry! The Z-l brokeother ground as well. Itwas the first mass-produced superbike enginewith dual overhead cams.The resulting combustionchamber shape and sparkplug location allowed it tomake a lot more of the

smoothest power over awider range than had everbeen seen in a motorcycle.And the Z-l was priced sojust about anyone couldafford it: $1,995 in 1973!

Kawasaki’s latestengines go even further.The dual overhead camsare still there, but nowthey’re pushing four valvesper cylinder instead of two.The hemisphericalcombustion chamber hasgiven way to the pent-roofchamber, but the aim is stillthe same: lots of usablereal-world horsepower.Today, air cooling hasmoved aside for liquidcooling. At modest poweroutputs, air cooling canhandle the heat generatedthat doesn’t get used tomake power. Whenengines are making thekind of power the ZX-6Rmakes, they need liquidcooling to handle the heat.Liquid cooling also helpsengines to run cleaner,helping to meet exhaustemissions requirements.The water jackets around

the cylinder andcombustion chambermuffle the noise a bit, sotoday’s engines run quieterthan yesterday's. Thecurved radiator hasreplaced the flat radiatoron those models that needthe ultimate in cooling areaand good streamlining,too. Obviously a Vulcandoesn’t need a curvedradiator, but the Ninjas putits advantages to good use.

Engines aren’t the onlyplace Kawasaki technologyhas advanced over theyears. Look at suspension.Kawasaki’s first Uni-Traksystem on a street bikeappeared on the 1982 GPz550. Its rocker arm systemgave it a rising-rate,progressive action thatcould handle the corners,as well as a rough roadunder a big load: comfortand handling, all in onelight-weight, centralized,stylish package. Uni-Trakis the norm today, not theexception, on Kawasaki’sstreet offerings-even theVulcan 800 has it. Today’sUni-Trak system has therocker arm under theswingarm, keeping thecenter of mass lower.Springing and dampingrates can be adjustable, andeither progressive or linear,whatever the designerwants or the market needs.The best part of the Uni-Trak system is itsversatility.

The front suspensionhas not been forgotteneither. Thirty years ago,hydraulic forks were a bigdeal. Today we haveupside down forks,cartridge forks, forks withreplaceable bushings, forkswith all kinds ofadjustments, and they look

Continued on page 12

K-TECH News

Vol. 9 No. 1Spring 1996

K-TECH News Staff

PublisherKawasaki Tech Services

Publications ManagerDon Church

Executive EditorGary Herzog

Editor-in-ChiefGregg Thompson

Regional Editors

North and EastFred DeHart

Central and SouthWalter Rainwater

WestRobert Taylor

ContributorsShannon Beeson, David Behlings, JoeHeim, Kenny Osberg, Keith Pestotnik,David Pyle, Mary Sola, Ray St. John

Graphics/Production

Graphic ArtGregg Thompson

PhotographyDave Corey, Rich Cox, Kevin Wing

Copy EditorPat Shibata

ProductionHolland Marketing Services

©1996 Kawasaki Motors Corp., U.S.A.All rights reserved.

Published by KawasakiAll suggestions become the property of KMC.Sending a service suggestion gives Kawasaki

permission to publish and/or use itwithout further consideration.

Specifications subject to change without notice.


NORTH & EASTIn the years 1969

through 1972, two-strokemotorcycles ruled thestreet. Kawasaki’s 500cc H1and 750cc triples were kingof the hill. The Harleycontingent was shockedbecause high school kids onKawasaki A7 350cc twins,Suzuki X6 Hustlers andYamaha Big BearScramblers beat them fromevery stop light. Then camethe 1973 Kawasaki Z-l andnothing has been the same.Four cylinders, doubleoverhead cams and as fastas the 750cc triple H2.

I was working in aKawasaki dealership at thetime and the owner sent meto a service seminar on theZ-l -it was a requirementthat each dealership have amechanic that had been tothe Z-l seminar before hereceived the bulk of hisorder.

One of the first Z-1s Itook out of the cratewouldn’t shift out of firstgear into second. That’show I learned aboutKawasaki’s automaticneutral finder! The ballbearings under the fourthgear sliders in thetransmission were stuck inplace because of congealedsoap used in the deburringprocess. A few frantic callsto Kawasaki’s RegionalService Department inAvenel, N.J., solved theproblem. I will alwaysremember that Z-l -it was

frame number 19.In late 1973, I was

fortunate enough to behired by Kawasaki Motors,East Region as the warrantycoordinator. It was myresponsibility to process, byhand, all the regionalwarranty claims andforward them to corporateheadquarters in Santa Ana,Calif.

The Regional ServiceDepartments were muchlarger in the early 1970s.We had a service manager,two service trainers, aservice technician,warranty coordinator and aservice secretary.

In late 1974 and early1975, Kawasaki centralizedall of their warrantyprocessing directly throughcorporate headquarters inCalifornia. I was asked tostay on as one of the servicetrainers in the East Regionand was happy to do so.Our training engines at thetime were two-stroketriples, the Z-l and the newKZ400.

The early 1970s were thebeginning of everything wetake for granted today inmotorcycling. Disc brakesthat work, electricalsystems that allow us toride after dark withoutrunning out of ourheadlight beam,suspensions that work andengines that start at thepush of a button.

Is there more innovationto come? I’m betting thereis! That’s why I’m stillhere!w

Fred DeHart201 Circle Drive N. #107Piscataway, NJ 08854(201) 469-1221

SOUTH & CENTRALI have enjoyed more

than 24 years at Kawasakias a service instructor. Myfirst year with Kawasakiwas in Avenel, N.J. Afterthe first year I moved toAtlanta. I have always beena service instructor. Myother responsibilitiesthrough the years werewarranty coordinator,customer service, and theHot Line. Of course, thewarranty and customerservice were done inAtlanta, long before theseservices were consolidatedto California.

I have seen the companygrow and have seen theintroduction of many newexciting models. When Ijoined Kawasaki in 1972,the latest and hottest modelwas the H2-750 triple. Itwas the fastest of a longline of two-strokemotorcycles that gaveKawasaki its image as“King of performance.”

I remember hearingrumors about T103—thatwas the project name forthe legendary KawasakiZ-l. The Z-l elevatedKawasaki to a level all itsown in the industry withspeed, beauty, power, andunmatched reliability.

Kawasaki was knownonly as a motorcyclecompany. In 1972, peoplewere surprised when westarted selling a “boat”known as the Jet Ski. Itstarted slowly, but over a

period of about 10 yearsKawasaki created thepersonal watercraftindustry.

In 1974, Kawasakiopened a manufacturingplant in Lincoln, Neb. Itwas the first of severalmanufacturing plants in thestates.

Kawasaki continues toexplore areas of newproduct designs such as theMULE. The basic MULEdesign evolved fromchanges to an ATV, and itsproject name was Pony.

As I look back over theyears, I have seen Kawasakigrow and prosper. I amproud to be a part of it. Iam anxious to see what thenext 30 years will bring. w

Walter Rainwater6110 Boat Rock Blvd. S.W.Atlanta, GA 30378(404) 349-2000

WESTI would like to take this

time to say hello andintroduce myself to all ofthe technicians in the WestRegion. My name is RobTaylor and I look forwardto learning all of yournames in the upcomingtraining year.

My main responsibilityat Kawasaki is in the areaof training and techniciandevelopment. I am a firmbeliever that a well-trainedand up-to-date technicianis a must for the new breedof motorcycle, ATV and Jet


Ski products, and I amdedicated to providing thatservice to you!

I am very excited aboutthe new direction andcommitment that we aremaking at Kawasaki, andlook forward to providingyou with the best factorytraining and supportavailable. This summer wewill be re-organizing andupgrading all of ourcourses, so be prepared forsomething new on thetraining horizon.

There are a limitednumber of classes stillavailable in this trainingseason; the last class in theWest Region is FuelSystems to be held onApril 12. If you need acopy of the trainingschedule (TR96-0l), youmay obtain one by callingK-FAX (714) 460-5663 andordering documentnumber 1305.w

Robert Taylor9950 Jeronimo RoadIrvine, CA 92718(714) 770-0400

New Phone System InConsumer Services

Over the last several we feel will help us givemonths, we have been better service to ourmaking some changes in customers. We now usethe way we handle in- the same telephone systemcoming telephone calls in the Hot Line uses exceptConsumer Services which for the pop-up screen

feature. Incoming calls arerouted to the first availableConsumer Analyst.

Most importantly,Consumer Services nowhas a direct line just forcustomers. They no longerhave to go through theswitchboard to reach ouragents. The new number is(7l4) 460-5688, withassistance available from8:30 a.m. to 4:30 p.m.Pacific Time. Please useour new number whenreferring customers toKawasaki. Also, yourcustomers will have anopportunity to leave amessage if all the analystsare on line, and they can’t(or don’t want to) wait forthe next available person.Any customer who doesleave a message willreceive a return call within24 hours, usually sooner.We think theseimprovements in ourphone system will result inbetter, faster service forour customers.w–May Sola, ConsumerServices Assistant Manager

Micro-KOpen Your Mail!

by David PyleParts Publications Specialist

Every month we sendyour dealership anenvelope containing newand revised microfichethat are very important toyou. One recent mailingcontained a revisedmicrofiche card for theKX250-K3 that includedsome changes that werevery time sensitive. In

other words, you neededthe new fiche card in yourdeck ASAP! I made a fewcalls to dealers to see ifthey had received theircopy, and was surprised tofind that the dealers Icalled had received themicrofiche envelopeseveral days before buthad not filed them yet. Inaddition, they had theenvelopes from the

previous two months’mailings sitting next totheir microfichereader...unopened!

We know that as adealer you receive largequantities of mail fromKawasaki as well as otherOEMs and countlessaftermarket companies.With that in mind, wehave tried to design anenvelope that is clearlymarked and different fromthe rest of the mail youreceive. The envelope thatwe use has a lime greenand fire cracker red stripeacross the front along witha red “Micro-K” and largebold black letters that state

"PRIORITY HANDLING!CURRENT MICROFICHEENCLOSED." We’ve triedto make it easy to spot ifyou’re looking for it, andhard to overlook if you’renot.

The bottom line is: Ifyour new microfiche issitting in your IN basket oron your parts counter andyou’re using the old onesinstead, you could beordering the wrong partsand running into otherproblems. Be sure to openthose envelopes as soon asthey get there; you neverknow, there may be asurprise inside someday!w


Product labels and Replacement ID Numbersby Don ChurchManager, Service Trainingand Communications

This is an article thatstarted out simple enough,but it quickly grew inproportion. Originally, Ijust wanted to explain whysome product labels arenot available; but then thesubject of hull and framereplacement came up andwhat should be done aboutputting new ID numberson them. So, here we go.

Labels Not Available asSpare Parts

l Jet Ski watercraft: U.S.Coast Guard Exemptionlabel.

l Street LegalMotorcycles: VehicleEmission Control,Motorcycle NoiseEmission Control, andCompliance withFederal Motor VehicleSafety Standardsinformation labels.

None of the above labelsare available as spare partsbecause their purpose is toverify that the vehiclemeets all requiredgovernment standards atthe time of manufacture.The latter two labels evenhave the vehicle’s VINprinted on them, and arepreprinted by themanufacturing controlsgroup for application tothat specific vehicle.

All of these labels are formanufacturers to indicatethat their products are legalwhen they roll off theassembly line. There is noway Kawasaki can supply

these labels as spare partsbecause Kawasaki cannotensure that they would beinstalled on the exactvehicle for which theywere intended, nor couldKawasaki ensure that thevehicle is completely stockand not modified.

ID Numbers forReplacement Frames andHulls

As you know,replacement frames andhulls are available as spareparts, and they do notcome with ID numbers. Itis very important that youor the registered owner ofthe vehicle obtaininstructions from the stateagency responsible forregistrations. Get theseinstructions in writing.

For a replacementmotorcycle frame, yourstate may or may not issuea new VIN. The state mayrequest that the VIN be

stamped on thereplacement frame by thestate highway patrol orother state agency, or itmight be OK for the dealerto do it. Just follow thewritten instructions fromyour state. Also, be sure toprovide the owner withthorough documentationsuch as a detailed repairorder and sales receipt forthe replacement frame.

Replacement hulls maynot be handled by yourstate in the same manner asreplacement motorcycleframes. This, of course, issomething you will need toinvestigate. What youshould know is thatKawasaki can providereplacement HIN plates forJet Ski watercraft. If thestate assigns their own newHIN, Kawasaki will not beable to make these plates;the only plates we canmake are copies of originalplates. If the state doesallow the original HIN to

U.S. COAST GUARD EXEMPTION

FEDERAL MOTOR VEHICLE SAFETY STANDARDS COMPLIANCE

be used on the replacementhull, call Kawasaki’sConsumer ServicesDepartment. We will askfor copies of the writteninstructions from the stateand the owner’s currentregistration showing theHIN, plus the old HINplates removed from thedamaged hull. KMM willmake replacement HINplates (specify one or two).Provide us with the nameof someone in your storeand KMM will send theplates directly to thatperson.

Because the regulationsvary so much from state tostate, we suggest that youdo a little research now. Ifyou know what steps tofollow, you can be veryhelpful in getting yourcustomer back in action asquickly as possible. Don’twait until the customer isready to pick up thevehicle, because thesethings take time.w

VEHICLE EMISSION CONTROL

NOISE EMISSION CONTROL


Clutch leafSpring forConcours andVoyagerby Gregg ThompsonProduct Support Supervisor

We’ve had someproblems in the past on ourConcours and Voyager XIImotorcycles with a smallleaf spring that is located inthe clutch hub. For reasonsnot known to us, thisspring has had a tendencyto break. In itself, thespring breaking seems tohave no effect on thevehicle. The broken piecesare trapped inside theclutch hub with nowhere togo, and the loss of thespring’s function is notnoticeable to the operator.However, a piece of thespring will eventually fallbetween two clutch platesand cause the clutch to slip.That’s when the customerbrings the bike to you.

In the past you had achoice of either assemblingthe clutch without thespring or putting a newone, just like the old one,

back in it. Repeat failures ofthis spring have beencommon, so replacing ithas not always worked outwell. We are not certainwhat the purpose of thisspring is, but we believe itserves as a damper toprevent rattling noiseswhen the clutch isdisengaged.

Recently, this spring wasreplaced with a newly

changed to go with thenew springs.

So far we have not heardof any breakage problemswith the new style springs,but it still presents a littleproblem for us. Since thenew springs require adifferent clutch nut, the oldpart number does notsubstitute to the new oneand the parts microfiche forolder noncurrent models

do not show the new parts.Anyone ordering off thefiche for an older modelwill be using the old partnumber which is no longeravailable and has noautomatic substitution. Thenewly styled spring (P/N39130-1071) will work inany of these older models,but the new nut (P/N92015-1929) must be usedwith it.w

styled one, which isactually two springsstacked one on top of theother. These new stylesprings require a newclutch nut as well. Thedepth of the machinedshoulder on the nut is

HERE IS A LIST OF THE MODELS THAT USE THIS LEAF SPRING IN THE CLUTCH:* ZG1OOO-A1/L through Present (Concours)* ZG1200-B6/L through Present (Voyager XII)* ZL1O0O-A1/L (Eliminator)* ZL900-A1/L, A2/L (Eliminator)* ZR11OO-A2/L (Zephyr)

An Effective Way to Find Hull Leaksby Kenny OsbergProduct Support Specialist

If you’ve ever had trouble finding hull leaks in apersonal watercraft, I have an idea that will make it a loteasier. First of all, the only really effective way of finding ahull leak is to fill the hull with water and watch for it toleak out. The problem is that if the leak is not real fast, itcan be hard spotting it and finding the exact location ofthe leak. You can make it easier by dyeing the water withKool Aid™ (don’t add the sugar). On a white hull, it’s a loteasier to find a trickle of red water.

You might find water leaking out of cable fittings,

rivets, exhaust outlet, drain plug fitting, bolt holes, waterpipe fittings or the driveshaft tube. With all of these, exceptthe driveshaft tube, you will probably fix the leak from theoutside. However, if water is leaking through (not around)the driveshaft tube, the repair must be done from theinside. Any time water leaks out through the driveshafttube, either the driveshaft bearing seal or holder isleaking, or the front of the tube is not properly sealed tothe bulkhead. If the driveshaft tube is not sealed to thebulkhead, remove the driveshaft and bearing holder andseal it with epoxy putty (such as Kawasaki Hull RepairKit, P/N W61080-001).w


Mysterious Rich-Running Jet Skisby Keith PestotnikSenior Product QualityEngineer

We have recentlydiscovered a strange littleproblem on a few (veryfew at this point) Kawasakiwatercraft. The units inquestion had intermittentbut nagging problems withrich running at partialthrottle openings, and acylinder wouldoccasionally flood withfuel. There are a number ofthings that can cause rich-running symptoms, but theinconsistent nature of theproblem in these few casesmade them very hard tofind.

The defect that wasdiscovered was in thecarburetor. With thesesymptoms, mosttechnicians wouldn’t wastetoo much time getting tothe carbs, but this

particular defect was stillnot easy to find. What wasfound in these cases was adefective fuel regulatordiaphragm. Thesediaphragms were found tohave two of the thin rubbermembranes rivotedtogether instead of one.

It’s not obvious evenwhen disassembled

because the membranestend to stick together andthe black paint that isadded after the carb isassembled hides the edges.These double diaphragmsdidn’t look or feel muchdifferent from a normalone.

This same diaphragmpart number has been used

in our watercraftcarburetors for 10 years.We’ve only seen a few ofthese double diaphragms,so we don’t know howcommon it is; but wesuggest you keep it inmind in case you everwork on a Jet Skiwatercraft withintermittent rich running.w

DIAPHRAGM WITH TWORUBBER MEMBRANES

REGULATOR COVER GASKET

750 and 900 ZXiSpeedometer Sensorsby Joe Heim electrical system that areQuality Assurance Engineer not filtered out before

reaching the speedometerWe had an sensor.

unexpectedly high number An in-line voltageof failed speedometer regulator (P/N 21066-sensors on both 750 and 3713) has been added to900 ZXis in 1995. In late 1996 units on theaddition, it seems that production line. This zip tie. regulator is not used onsome units will go through regulator will protect the In the future, if the the 1100 ZXi. The new 1100more than one sensor in a speedometer sensor by speedometer sensor fails has a similar voltageriding season, while most filtering out any abnormal on any 1995 or early 1996 regulator incorporated intounits never experience the voltage surges. It is 750 or 900 ZXi, you should the speedometer assembly.problem at all. An installed in series between install one of these Note: This article doesinvestigation has revealed the speedometer sensor regulators along with the not constitute warrantythat these sensors are harness and the main new sensor to prevent a authorization. Normalfailing as a result of harness, and is secured to repeat failure. warranty policies andvoltage spikes in the the main harness with a This in-line voltage procedures apply.w


HULL

REPAINTING—

Take aPicture

First!by Gregg ThompsonProduct Support Supervisor

Last year, with thecolored hulls on the 900ZXi, we had an unusuallyhigh incidence of hullpaint problems. This waspartly because we hadmore actual paint failureson these hulls than normal,

have been forgetting totake pictures of the hullsbefore sending them off tobe painted. Let me be realclear about this: Not takinga picture of the paint failurebefore having it repairedcould jeopardize your gettingreimbursed for the work!There are times when wemust have a picture of thefailure. If you don’t haveone.... well, don’t putyourself in that situation.Take a good picture ofevery paint failure (morethan one if needed to showall the affected areas),clearly mark it with theHIN number, date, workorder or log number, etc.,and file it.

When you call forauthorization, or any timein the future, someonecould ask to see thatpicture.w

KX Cylinders KLF400Air IntakeSnorkel Kits

by David BehlingsProduct Support Specialist

and partly because it was having the hulls paintedmuch more obvious to the without calling us first.customer when some paint This shouldn’t present anydid come off. problems if you know that

This increase in paint your painter’s price is OKfailures has resulted in with us, and you follow allsome of you becoming so the other rules pertaining tofamiliar with the whole hull repairs.process that you’ve been The problem is dealers

We have received anumber of phone callsfrom concerned dealersabout what they thoughtwas "missingelectrofusion" on KXcylinders. Most of the callshave been regardingKX125s and involved whatthe dealers describe as dullgray areas around theports (especially theexhaust port bridge) thatlooked like theelectrofusion coating hadcome off.

I’ve had a few of thesecylinders sent in forinspection and most ofthem had no missing

electrofusion. Instead,there are areas aroundsome of the ports that areslightly low and thereforenot polished by the ring.These low spots appear asdull gray areas usually onor above or below theexhaust port bridge. Thetruth is these spots arecommon and notsignificant to theperformance of thecylinder.

like the rest of the cylinder.On the cylinders weinspected, these low spotswere so slight that theydisappeared from viewwith only very lighthoning.

It looks to us like thefactory does some clean upwork around the ports ofthe casting before theelectrofusion coating isadded. The resultingslightly lower spot in thecylinder surface does notget polished by the ring

If you have a cylinderthat you are concernedabout, we suggest you runa ball hone through itlightly and then inspect it.Any areas with missingelectrofusion will show upclearly against a cleancross-hatched cylinderwall.w

Just a reminder: Wehave air intake snorkelkits for KLF400-Blthrough B3 in stock.These kits are priced veryreasonably and willupdate an older unit tothe 1996 model system. Ifyou have customers whohave trouble keeping dirtout of their engines (useddaily in dusty conditionson a farm, for example)you should recommendthey purchase one ofthese kits.

For more informationabout the kit, see thearticle on pg. 8 of the Fall1995 issue of K-TechNews. The Kit P/N is99995-1350. -Ed.


New Fuels:OxygenatesandReformulationby Shannon BeesonProduct Support Specialist

Over the past severalyears, two new variationsof conventional gasolinehave begun to be the norm,rather than the exception,at gas stations across theUnited States. These newblends of gasoline areoxygenated fuel andreformulated gasoline(RFG). As with most thingsthat are new, there areseveral misconceptionsabout these fuels and theeffect that they have on thevehicles.

Oxygenated fuel issimply conventionalgasoline with an oxygenbearing compound added.The addition of thisoxygenate reduces theamount of hazardouscarbon monoxide (CO)emissions from vehicleexhaust by 10-30%.Originally, oxygenatedfuels were found only inlarger urban areas, mainlyin the wintertime due tohigher levels of COemissions during coldweather; but now they arebecoming common in areasacross the United States allduring the year.

In the United States, themost common oxygenatesare ethanol (grain alcohol)and methyl tertiary butylether (MTBE); andalthough other oxygenatesare available, they have yetto become widely used.Laws controlling the use of

oxygenates allow that (byvolume) up to 10% ethanolor up to 15% MTBE to beadded to gasoline. At theselevels, oxygenated fuelshave not shown anyevidence of causingabnormal deterioration inmost fuel systems.However, on some olderfuel systems, certain rubberparts have shown signs ofswelling when oxygenatedfuels have been used.When this problem isencountered, these parts

metals in the fuel system.Additionally, today’s fuelscontain more aromatichydrocarbons and “lightend” components to boostoctane, but thesecomponents also evaporateout of the fuel more easily,causing the fuel to becomestale and unusable morequickly.

During the mid-1980s,oxygenated fuels weremistakenly blamed forcausing vehicles to vaporlock in hot weather. This.

must be replaced withnewer, more fuel-tolerant,parts

Another concern is long-term storage of vehicleswith oxygenated fuels andits effect on some fuelsystem materials. For themost part, fuel containingoxygenates should bedrained from the fuelsystem if the vehicle isgoing to be stored for along time. Not only maythese fuels attack somerubbers and plastics, overtime they generally tend toabsorb water into theoxygenate-which willpromote corrosion of

problem was actually morerelated to the previouslymentioned aromatichydrocarbons and “lightend” components.Refineries began addingthese new compounds togasoline to maintain theoctane as the lead, whichhad previously providedthe octane, was beinglegislated out of the fuel.Fortunately, since theseevaporative emissions areundesirable and a healthhazard, laws have beenpassed to limit the amountof these compounds thatcan evaporate from fuel.This effort has also

eliminated the hot weathervapor locking problemsthat were encountered inthe 1980s from using thesefuels.

It should be noted thatthese evaporativeemissions are related to theability of the fuel tovaporize. A fuel’s tendencyto vaporize decreases asthe temperature decreases,and since only vaporizedfuel burns, an enginewithout vaporized fuel willnot start. Therefore, to aidin cold weather starting,fuel suppliers mix specialblends of fuel for winter-time use. These winterfuels are more volatile andvaporize more easily, butare much more likely tocause vapor locking if theyare used in hot weather.Conversely, if a summerfuel is used in coldweather, the unit will bemore difficult to start ormay not start at all. Thesesituations often occur if acustomer stores units withfuel in them or fuels theirunits out of personalstorage tanks that have fuelblended for use in adifferent season.

Although vapor lockingis no longer a problemrelated to this fuel, someidle and running problemsmay be related to the use ofoxygenated fuel. It ispossible some units thatare carbureting very leanon conventional gasolinemay develop an unstableidle or die at idle whenrunning on oxygenatedfuel. This is a result ofoxygenated fuel runningleaner than conventionalfuel, and can be overcomeby adjusting the pilotair/fuel mixture tocompensate for theadditional leanness of thefuel. Also, since more of an


oxygenated fuel is requiredto make the same amountof power as a conventionalfuel, a fuel mileagedecrease of up to 2% can beexpected when comparedto an equivalentconventional fuel. This isnegligible considering thatvariations betweensummer and winter fuelscombined with personaldriving habits can affectmileage from 10% to 15%.

The other new term thatis often heard when talkingabout fuel is reformulatedgasoline (RFG). All RFGsare oxygenated fuels, butnot all oxygenated fuels areRFGs. RFGs are simplyoxygenated fuels thatfollow guidelines alteringor limiting the amounts ofcertain ingredients in orderto lower the amount ofvehicle NOx emissions, themain ingredient of smog,and also minimize engineand fuel system deposits.At present, RFGs have notexhibited any additionalproblems that had notalready been encounteredin other oxygenated fuelsand the same precautionsshould be taken whenusing an RFG.

Although oxygenatedfuels and RFGs have beenblamed for a wide range ofproblems, for the most partthese fuels are responsiblefor only a few minorrunning problems (buthave been a great benefit tothe environment). Giventhe results that have beenseen so far, one can expectto see much morewidespread use of thesefuels in the future. A basicunderstanding andfamiliarity with these fuelswill dispel many of themyths that have beenspread about these fuels inthe past.w

Proper Useof lowRange onMULE™ 4x4sby Gregg ThompsonProduct Support Supervisor

Most of you alreadyknow that Kawasaki’s FourWheel Drive MULES

(KAF540-C MULE 2010and KAF620-A MULE2510) come with aHigh/Low rangesubtransmission.Unfortunately, somedealership personnel, andeven more customers, arenot aware of a seriousproblem that can resultfrom improper use of thisdual-range subtrans-mission.

Due to the automatictorque converter primarydrive system, these MULES

will do most heavy jobs(towing, hauling and hillclimbing) in either High orLow range. While thevehicle is in High rangeand doing heavy work, thetorque converters maintainlow overall gearing by notshifting through theirnormal range ofmovement. In otherwords, the torqueconverters try tocompensate for thehigh gearing whenunder heavy loads.The problem is thisresults in acceleratedwear on the torqueconverter drive systemcomponents.

When the driveconverter first beginsto apply pressure tothe belt as engine RPMrises, the heavilyloaded vehicle (with

the subtrans in High range)resists movement and thedriven converter resistsshifting. At that point, theload may be great enoughto cause belt slippage andexcessive heat. As thevehicle begins to gainspeed, the belt slippagestops but the heavy loadprevents the torqueconverters from upshifting;so the belt runs in a verysmall area of the driveconverter sheaves,resulting in extraordinarywear. As the convertersheaves wear, the beltbecomes even more proneto slippage, compoundingthe problem. The belt anddrive converter will suffer

ABNORMAL WEAR

the most from theseconditions, but the drivenconverter may alsoexperience abnormal wear.

When the vehicle isbeing used in High Rangeunder heavy loadconditions, the driveconverter will be worn atthe innermost (smallestdiameter) part of thesheaves and the drivenconverter will be worn atthe outermost (largestdiameter) part of thesheaves. If you see thiskind of wear, you can bepretty certain how it wascaused.

Be sure you educate allyour dealership personnelas well as all your FourWheel Drive MULEcustomers about theproper usage of theHigh/Low range selectoron these models.

By the way, these sameconditions can be createdif the vehicle is drivenfrequently with theemergency brake onpartially. If the customerinsists that they don’t doheavy work in High range,you should talk to themabout emergency brakeusage and inspect theemergency brake to makesure it releasescompletely.w


How Far,How Fast

Continued from page 3

good, too. Air adjustableKawasaki forks appearedin the early eighties, andtoday’s ZX-7RR forks areincredibly adjustable: 13-way rebound damping, 28-way compressiondamping, infinitelyadjustable spring preload,even adjustable rake!Today’s suspensionsystems handle and ridebetter than yesterday’s,and they are more reliableand durable in the bargain.

The frame hasprogressed, too. In the olddays, small diameter steeltubes wound from thesteering head to the swingarm pivot, loaded withbrackets and hidden awayunder the fuel tank. That’sbeen replaced by smoothlypressed aluminum beamsarching gracefully acrossthe motorcycle’s flanks,rigid, strong, and light—and still loaded withbrackets (you gotta mountthe electrics somewhere).The design of the modernaluminum perimeter frameallows it to be stronger, yetlighter, than aconventional frame,though it can be a bit moreexpensive. This is whyKawasakis that do notneed the ultimate inhandling prowess don’thave aluminum perimeterframes.

Brakes have changedincredibly over the years.Drum brakes were just finein 1969, but today’sconditions and marketsdemand disks: hydraulic

disks, stainless steel disks.Kawasaki’s first diskbrakes in 1972 were good...then. We started out with asingle piston calipergripping a solid stainlesssteel disk. We still havesingle piston calipers today(where they make the mostsense), but we also havedouble piston calipers,double opposed pistoncalipers with semi- andfull-floating drilled andslotted disks, and evenquadruple- and six-pistonopposed calipers. There’sjust no stopping the marchof brake technology.

Other chassis parts havechanged as well. Radialtires in the nineties wearlonger and handle betterthan anything offered inthe sixties. Anything! AnO-ring or X-ring chain willlast as long as the average

shaft drive did 30 yearsago. And they’ll carrytwice as much powerdoing it.

So much has happenedin 30 years of motorcyclingthat we haven’t even hadtime to mention watercraft:stand up boats; sit-downboats; 300cc singles; 400cc,44Occ, 55Occ, 65Occ, 75Occtwins; triples to 1100cc;one-person craft, tworiders, three! Twenty-sixhorsepower to 120. Theprogress is stunning. Andit isn’t over yet!

Here are some otherthings we haven’t talkedabout: CDI (magneto andDC powered), TCBI,computer-aided design,digital ignition, electronicfuel injection, shaft drive,cast wheels, CB radios,halogen headlights, dual-foam seats, gear driven

1100 ZXi Engine

The best part of the Uni-Traksystem is its versatility.Springing and damping ratescan be adjustable, and eitherprogressive or linear.

engine balancers, doublewishbone frontsuspension, push-to-cancelturn signals, detachablesub-frames, positivecrankcase ventilation,wind tunnel designedfairings, Kawasaki CleanAir System (air injection),CV carburetors, Superlube,electric fuel pumps,limited slip frontdifferentials, four-speakerstereo systems, automaticcam chain tensioners,positive neutral finder, thefirst ever U.S. factory for aJapanese motor company,hydraulic valve lashadjusters, varied pitchimpellers, dual-modedifferential, rev limiters,Kawasaki Ram Air System,semi-downdraft carbs,hollow camshafts,Kawasaki IntegratedPowervalve System (KIPS),cruise control, air shocks,quad-link rear suspension,anti-lock braking system(ABS), Injectolube,straight-pull spokes,automatic nozzle trim,accelerator pumps, liquid-to-air and liquid-to-liquidoil coolers, and manyothers we can’t think ofand have even forgottenaltogether. How many didyou recognize?

Kawasaki technology,the technology behind theproduct, is the result of thecontinuing efforts ofeveryone in the Kawasakifamily: from the engineerswho design it, to thedealers who sell it, to thecustomers who demand it.Congratulations!w


Documents

SPRING 1996 THE KAWASAKI TECHNICAL MAGAZINE VOL. 9 …...Kawasaki’s first Uni-Trak system on a street bike appeared on the 1982 GPz 550. Its rocker arm system gave it a rising-rate,