S U M M E R 1 9 9 8 T H E K AWA S A K I T E C H N I C A L M A G A Z I N E V O L . 1 1 , N O . 2

INSIDEFeature Kawasaki ATVs . . . . . . . . 2

1999 Green Bikes . . . . . 6Regional Update . . . . . . . . . . . . . 4News Parts Electronically . . . . . 3

Parts Coordinator . . . . . . 5Key Codes . . . . . . . . . . . 5Service Contest . . . . . . . . 5

Tech Tips Batteries . . . . . . . . . . . . 7Mule Torque . . . . . . . . . . 8KAF620 Camshafts . . . . . 81100 Carbs . . . . . . . . . . 9ZX-9R Valves . . . . . . . . . 9KX125/250 Seat . . . . . 101100 Starting. . . . . . . . 10Vulcan Carbon Build-Up. 11Prairie 400 Cooling. . . . 11

1999KAWASAKIALL-TERRAINVEHICLES ON TARGET

1999KAWASAKIALL-TERRAINVEHICLES ON TARGET

ROUTE LIST ❑ SERVICE ❑ PARTS ❑ SALESP L E A S E R E T U R N T O S E R V I C E L I B R A R Y

Kawasaki has takenanother giant step in thegrowing ATV marketwith thoroughly updatedPrairie® 400 models andthe all new Prairie 3004x4 and Prairie 300.These new models usethe Prairie 400 platformwith the easy-to-use con-tinuously variable trans-mission mated to an eco-nomical air-cooledBayou® 300-based motor.

Kawasaki workedovertime building theATVs which customerswant. There are distinctequipment level differ-ences between the pre-mium 4x4 models, the

economical 2x4 models,and even between thePrairie 400 and 300models. The premium4x4 models come withspeedometers (digital onthe 400 and analog on the300) and composite racks.All the Prairies have newcreature comforts like a12V DC cigarette lighterstyle outlet near the han-dlebars, molded pinaccessory connector inthe rear, and an easier touse automotive style shiftpattern.

Prairie 400 4x4 and Prairie400

The '99 Prairie 400models are better innearly every respect.They have 3 more horse-power and more torque

thanks to a flat top pistonbumping compressionfrom 9.2:1 to 10.2:1 and afreer flowing muffler.New crankcases house a1.1-lb. lighter crankshaftthat quickens throttleresponse and improvesacceleration. A newtransmission eliminatesthe need for the extensiveshifting linkage byreplacing the shift drumwith a cam plate to con-trol the shift forks. Theshift lever links to thecases with one short shiftrod instead of two.

A new KawasakiAutomatic Power-DriveSystem (KAPS) yields awider drive ratio spreadand has fewer movingparts to make it lighterand more compact. It also

runs cooler for longer beltlife and more durability.

CVT Ratio Spread1998 .92 ~ 4.16:11999 .81 ~ 4.2:1

Mechanics in wet andmuddy areas will behappy to see improvedsealing and protection forthe rear drum brake. Therear drum cover is nowthicker steel and has aguard under it. Specialseals and O-rings helpprevent leakage and anew steel labyrinth platehelps prevent damagethat causes leakage.

The King-of-the-HillPrairie 400 4x4 gets a newdigital meter and its ownunique look with aggres-sive cat-eye headlightsand front grill treatment.The digital meter featuresa speedometer, odometer,twin trip meters, clock,hour meter, and a

SUMMER 1998 K-TECH NEWS

Cover Story

2

Cont’d on page 12

by John GriffinInstructionalDesigner/Instructor

KVF400 4x4The flagship '99 Prairie 400 4x4 has more power, better handling, and new features including its ownfront grille treatment.

Kawasaki Takes Aim at ATVs

This new CVT system in all '99Prairie models yields a widergear ratio for more pullingpower, quicker acceleration,and higher top speed.

3SUMMER 1998 K-TECH NEWS

News

K-TECH News

Vol. 11, No. 2Summer 1998

K-TECH News Staff

PublisherKawasaki Tech Services

Publications ManagerDon Church

Executive EditorGary Herzog

Editor-in-ChiefGregg Thompson

Communications EditorJohn Griffin

Regional Editors

Piscataway/Grand RapidsFred DeHart

Atlanta/DallasWalter Rainwater

Irvine/TacomaRobert Taylor

ContributorsDave Behlings, Carlos Johnston,

Craig Martin, Keith Pestotnik,Charles Yim, Steve Rice

Graphics/Production

Graphic ArtGregg Thompson

PhotographyDave Corey

ProductionHolland Marketing Services

©1998 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.

With the recent intro-duction of KIC (KawasakiInformation Center) andthe continuing popularityof other Electronic PartsCatalogs (EPCs), nearlyevery Kawasaki dealercan look up parts elec-tronically.

Although KIC containsinformation not availableon other EPCs, it is stillessentially a tool forselling and ordering allKawasaki parts. It hasvalue-added features suchas service bulletins, war-ranty flat rate codes, andsales literature to extendits usefulness to otherareas of a dealership.

KIC was neverintended to completelyreplace a Micro-K deck.As you know, we havecontinually added infor-mation to the microfichemaking them a criticalarchive of information, inaddition to an up-to-dateworking tool at the partscounter. In fact, Micro-K is

still the quickest methodfor Kawasaki to send youmodel informationbecause production leadtime is short and the sub-scription service providesa mailing every month.

Microfiche provide abackup to paper servicebulletins and Assembly &Preparation sheets, forexample, and are still veryinexpensive and effective.We strongly advise every

dealership to maintain at

least one Micro-K sub-

scription!

KIC is one piece inKMC’s overall strategy ofproviding informationelectronically. KMC’sElectronic DocumentDistribution System(EDD) is another piece inour overall plan that willbe introduced soon.Remember, we will not goback in time to convert allold service manuals andother materials into elec-tronic documents.

I hope this provides abetter understanding ofKIC and the role it plays.One thing we are strivingto avoid is KIC “spilling

over” onto two CDs. Thisis another reason to limitinformation and cau-tiously consider enhance-ments.�

Micro-K vs. Electronic Parts Catalogsby Don ChurchManager, Service Trainingand Communications

KIC Training CD

Watch your mail closely inmid-July, because you will receivea new multimedia training tool onCD-ROM, “Getting the Most out ofKIC.” It will be sent to all K-Sharedealers at no charge. The CD wasdesigned to run on the sameMicron computer you use for K-Share or a similarly capable PC.

This training can help anyemployee in your store to use KICquickly and effectively. For thosewho have used KIC for a while, itwill take their knowledge to thenext level.

The training consists of demon-strations, detailed explanations,and quizzes to test student under-standing. There is an extremelyhandy Index that can be used as areference to review specific KICfeatures. There is also a GuidedTour with an overview of all thefeatures of KIC.

A final quiz at the end of theprogram allows the students to testtheir overall understanding of KIC.Students can send their completedquiz to Kawasaki to receive a cer-tificate of completion for theirefforts.�

KIC VS. MICRO-K

Distribution 6 times a year 12 times a year

Available Service Bulletins Current 10 years All

Available Sales Literature Current 3 years None

Assembly & Prep. Sheets None Most models

4SUMMER 1998 K-TECH NEWS

Regional

Record Key Codes on K-Share

You can record the keycodes of your Kawasakiproducts in one of fourdealer memo fields onyour K-Share VIP (VehicleInformation Processing)screen. In this way, youwill always have the keycode available.

To set up a dealermemo field for key codes,do the following:

•-Double click the K-Share

icon to open the K-Share

screen

•-Double click on the VIP

icon.

•-Click on Registered or

Not Registr units. This

brings up the VIP screen.

The dealer memo fields are

positioned just to the right

of the “Prod Type” field.

•-Go to the top of the screen

and click on Options

•-Click on “Dealer Memo

Field Maintenance.”

•-Choose one of the four

dealer memo fields and

type “KEY CODE.”

•-Click OK.

The dealer memo fieldyou picked will now havethe heading “KEYCODE.”

Now record key codesfor your completeKawasaki inventory intothis field. This may take awhile, but the time andexpense of even one lostkey set will pay for it. Asyou receive new productfrom Kawasaki, continueto record the key codes inthis memo field. Now ifyou or your customer everneed a key made, the keycode will be available.

Remember, code booksand cutting equipmentcan be obtained by callingCurtis Industries at (800)555-2878.

Fred DeHart201 Circle Drive N. #107

Piscataway, NJ 08854(908) 469-1221

Wal✩Mart Goes to School

As you probably haveheard, Wal✩Mart is pur-chasing many KawasakiMules for use in theCourtesy Patrol of their

parking lots. They areusing the KAF620 andKAF300 models at variouslocations. In the future,they will continue toreplace their present vehi-cles with Mules.

Kawasaki recently helda Mule Familiarizationclass in Atlanta for someemployees of Wal✩Mart.This was not the usualtechnical class with hands-on training. These atten-dees, including NationalManager David Jones, aredistrict and divisionalmanagers and supervi-sors. They are responsiblefor the upkeep and main-tenance on Mules in theirarea. They learned of thecapabilities and limits ofthe Mules. The mostimportant reason for theclass was to familiarizethem with routine anddaily maintenance sched-ules. They don’t want anydowntime, so preventivemaintenance is vital.

Many Wal✩Marts donot have any service capa-bilities. None of themhave trained personnel orparts for Mules. This is theperfect opportunity forKawasaki dealers to con-

tact their local Wal✩Martmanager or supervisorand work out a deal toservice their Mules. Good

business is where you

find it.

Walter Rainwater6110 Boat Rock Blvd. S.W.

Atlanta, GA 30378(404) 349-2000

A Great Year

We just completed ourannual training meetinghere at KMC to review the’97/’98 training year. Andwhat a year it was! In fact,it was the best trainingseason on record. A totalof 1497 students attendedclasses in Irvine, Atlanta,Piscataway, Grand Rapids,Dallas, and Tacoma aswell as our Service Update’98 and K-Share/KICclasses across the nation.

In the West region, stu-dent attendance increasedby 64 percent! This ispartly due to the greatattendance at our newtraining center at BatesTechnical College inTacoma, Wash. We haveresponded by adding even

PISCATAWAY/GRAND RAPIDS

ATLANTA/DALLAS

IRVINE/TACOMA

5SUMMER 1998 K-TECH NEWS

News

Hi, I’m DavidBehlings, the new PartsData Coordinator. Ibegan this job inFebruary and I feel com-fortable answering yourparts data questionsbecause of my nine yearsas a technician at a topKawasaki Ichiban dealer-

ship. I have spent mylast nine years here atKMC, first as a shoptechnician and later as aHot Line representative.This Kawasaki back-ground helps me to pro-duce microfiche, partscatalogs, and updateKIC.

The KIC programkeeps me especiallybusy. KMC has to beproud of coming outwith an electronic partscatalog that had 1063models, in its first issue!Managing and updatingall of that data every twomonths is a sizable job,and of course, there are

occasional errors. If you find errors on

KIC, please print out thatpage, write an explana-tion of the problem, thenmail or fax it to me. Ifyou find microficheproblems, it is alsohelpful to use KIC toprint out the page so youcan identify the error.This seems to be the bestmethod to communicateparts data problems. Ifyou need quicker help,just call.�

David Behlings9950 Jeronimo Rd.Irvine, CA 92618

(949) 770-0400, ext. 2573Fax, (949) 460-5629

more motorcycles, JetSki® watercraft, and Muleutility vehicles at Bates.

The Police motorcyclecourse has been expandedinto specialty classes thatinclude Engine Service,Chassis Service, FuelSystem Service, andElectrical System Serviceon the KZ1000-P motor-cycle. These classes will bescheduled back to back sostudents can attend themall or just individually.Classes will be held acrossthe nation during theupcoming year. To reg-ister, call (949) 770-0400ext. 2452.

We also support pri-vate and public education.Last year we donated 44units to schools across thenation including motorcy-cles, Jet Ski watercraft,and Mule utility vehicles.These schools are a greatresource for entry-leveltechnicians.

This year brings evenmore classes as the 1999model year offers sometotally new units. We willalso be at the same citiesfor our Service Update ’99class. These popularclasses fill up quickly, sosign up early!�

Rob Taylor9950 Jeronimo Road

Irvine, CA 92618(949) 770-0400

Regional News -cont’d Welcome PartsData Coordinator

The NewKawasaki

ServiceContest isComing

The upcoming issue of

K-Tech News will

have Part One of the

new Kawasaki Service

Contest. This is your

chance to show your

knowledge and win

awards.

Write Down Those Key Codesby Carlos JohnstonService Support Coordinator, Latin America

As you may know, Curtis Industries offers Kawasaki key-cutting equipment.

This eliminates the need for expensive locksmiths or lock sets, unless you don’t

know the key code. Kawasaki does not presently track any key codes in our com-

puter or stamp key codes anywhere on the vehicle or locks.

It is critical to record the key code every time you have a chance to and make

sure the customer is aware of this information. I recommend you record the key

code on the A&P checklist, your K-Share VIP screen (see Fred DeHart’s article in

this issue), the Owners Manual during PDI , and on the sales contract at the time

of sale. It’s also a good idea to always record key codes on repair orders when

customers bring vehicles in for service.

You’ll be the hero if a customer loses his keys and you not only have a key

cutter but you’ve also taken the time to record his key code. And if you lose the

customer’s key while a bike is in for service, having a key cutter and the cus-

tomer’s key code will save you much embarrassment and trouble.

The KEY is for you to faithfully record your customer’s key codes. Call Curtis

Industries [(800) 555-2878] for information on key-cutting equipment.�

Tech Tips

6SUMMER 1998 K-TECH NEWS

The KX125 and KX250are the big news for 1999with more power, lessweight, and improvedhandling. The KX60received a new connectingrod with an improved bigend bearing and silver-plated thrust washers toenhance durability. Therest of the green bike line-up is unchanged exceptfor attractive new graphicsand colors, especially theKDX models.

EngineKawasaki Throttle

Responsive IgnitionControl (K-TRIC) is nowon two KX models. TheKX125 and KX250 have

new Keihin PWK-S“shorty” carburetors witha throttle position sensorconnecting to the ignition.Ignition timing varies withdifferent throttle settingsand engine RPM for betterengine response and morepower, especially from 0to 1/3 throttle. The carbu-retors are called “shorty”because the body is actu-ally shorter, like the worksbikes, with the main jet,slide, and needle 12mmcloser to the intake port toenhance throttle responseand top-end.

The KX125 has newport timing for more top-end power and revisedintake and scavengingpathways to add torque. Anew KIPS valve dramati-cally boosts power frombottom to top because itsits closer to the pistonand fits tighter in thecylinder to prevent blow-by. A deeper cover for theKIPS valve allows thevalve to open easier. Thevalve actually displacesenough air space that itgenerates air pressuretrying to resist it opening.

Both models sharechanges to lighten theengines and reducerotating weight, helpingthem rev quicker. Excessmetal was carved from thekickstart, primary, clutch,and transmission gearsand a magnesium outerclutch cover drops some

weight. The engine side ofthe new airbox is angledto speed airflow aroundthe shock to the carburetorand a stiffer boot doesn’tcollapse under high rpm,saving top-end power.

The already potentKX250 motor features afew internal changes witha taller first gear ratio andmore flywheel effect (from4.5 kg-cm2 to 4.9 kg-cm2)to more than offset thelighter rotating masshelping to tame the beast!

ChassisThe ’99 bikes are more

nimble, respondingquicker to rider inputwithout losing stability.The frames are lighterwith a flatter seat layout,allowing riders to movefreely and sit closer to thesteering stem which dra-matically quickenssteering. The main framesection on both bikes usethinner wall tubing andthe top tubes are angleddown more to allow alower fuel tank and flatterseat. A square section alu-minum subframe reducesweight.

The KX125 gets its own

unique frame in ’99. Inyears past, the KX125 andKX250 shared the samegeometry and main framedimensions (other thanengine mounts). The ’99KX125 steering head ispulled back 15mm and theswingarm is 10mm shorterfor quick response andbetter traction. The KX250uses the same successfulgeometry as in ’98. Bothbikes have a lighter andstronger swingarm. TheKX125 also gets impres-sive U-shaped DID rimsthat resist heavy mudbuildup.

The front forks on bothmachines use new rubberbottoming dampers andlonger bottoming cones toreduce bottoming andmetal-to-metal impacts.The outer fork tubes aresmaller at the upper clamp(from 54mm to 52mm),and both the inner andouter tubes are strongerwith more overlap forbetter action, especially on“slap down” landings.Several fork internals arenow aluminum instead ofsteel to reduce unsprungweight. New front axleclamps hold a lighter one-

by John GriffinInstructionalDesigner/Instructor

The new Keihin PWK S“shorty” carburetors feature athrottle position sensor tied tothe ignition, the power jetsystem, and a shorter bodywith the slide, needle, andmain jet 12mm closer to theintake port.

1999 Green Bikes

7SUMMER 1998 K-TECH NEWS

Tech Tips

piece axle with threadsonly beyond the clampingarea that requires a newassembly procedure.

A lighter rear shockhas high- and low-speedcompression dampingadjustability. The ’98models had just a low-speed adjuster. High-speed compression con-trols quick shock move-ments like hitting a “curb”bump or slamming ontoflat ground after a largejump. Low-speed com-pression controls slowershock movements likewhen landing smoothlyon the downside of adouble jump or squattingunder acceleration.

Every detail has beenconsidered. The grips aresofter and have a flat pat-tern on the palm side. Therear axle adjuster bolts are10mm instead of 8mm. Anew clutch cable is easierto adjust and routed foreasier clutch pull. Newrear brake pads have athicker backing plate andceramic coating to controlheat and eliminatewarping. The Uni-Traklinkage bearings arerevised to be lighter andeasier to reassemble.Kawasaki thought of it all,so you wouldn’t haveto.�

Over the past fewyears, we have noticedthat dealers are replacingbatteries in vehicles at anever-increasing rate. Tomake matters worse, itseems that the newer tech-nology batteries, especiallyMaintenance Free, are theones being replaced mostfrequently.

In trying to figure outwhat is behind this trend,we ran across a littleknown fact about chargingdead batteries. If the bat-tery is discharged and thesurface voltage is below11.5V, the battery mayneed to be “shocked” backto life with a high voltagecharge (up to 25V) forabout 10 minutes. Thencontinue charging at thenormal rate of about 1/10the ampere-hour rating ofthe battery until fullycharged.

This quick high-voltagecharge is needed to get theplates to begin receivingthe charge. Once theybegin receiving the chargethey will continue tocharge at the slower rateuntil full. Be aware that ifthe high-rate charge iscontinued for much longerthan 10 minutes, the bat-tery could overheat and bedamaged. Some batterychargers are equippedwith a setting to give a

short high-voltage bumpstart for deadbatteries. Ifyour shopdoesn’t havea chargerequippedwith this fea-ture, youshould lookinto getting one.

For your information, ifyour charger has theability, Maintenance Freebatteries can be charged ata slightly higher rate (15vto 16v) than conventionalbatteries (about 14.5v).

So back to the originalquestion, why theapparent increase in bat-teries that need replacing?We believe that one majorcause is that the newertechnology batteries areless tolerant than olderstyle batteries of inade-quate pre-deliverycharging and heavy dis-charging during storage.

Regarding inadequatepre-delivery charging,there is a common miscon-ception that the vehiclewill charge a new batteryto its full capacity. Nottrue! New batteries haveonly about an 80% chargewhen first serviced withacid and must be put on acharger for about 3-5hours of charging at thenormal 1/10 the ratedampere-hour capacitybefore being installed inthe vehicle. If this is not

done and the battery isinstalled in the vehiclewithout a full charge, itwill never be any betterthan the day it wasinstalled in the vehicle.Even if the battery isremoved and put on acharger at a later date, itwill never reach its fullpotential. Obviously, a bat-tery with reduced poten-tial is more likely to failthan a fully charged one.

Regarding dischargingduring storage, newerstyle higher capacity bat-teries use thinner insula-tors between the positiveand negative plates. Whenthe battery sits in a dis-charged state, damage canoccur to these insulators.Though newer technologybatteries discharge instorage at a slower ratethan older technology bat-teries, once dischargedthey are less likely toreturn to their fullcapacity.

Remember, batteriesthat become damaged as aresult of improper storageare not covered by war-ranty.�

Where Have All the Batteries Gone?by Gregg ThompsonProduct Support Supervisor

by Dave BehlingsParts Data Coordinator

As some of you mayhave noticed, there arenow two camshafts listedon the microfiche for theKAF620 - A, B and C (2500series Mule Utility

Vehicles). The old-stylecamshaft (part number49118-2080) has a nylongear and is used in allvehicles up to the end ofA4, B4, and C4 produc-

tion. The new KAF650 A5,B5, and C5 models willhave the new camshaft(part number 12044-2239)which uses a steel gear.

The new camshaft with

the steel gear will fit inolder engines but is notcompatible with the oldcrankshaft pinion gear.The new camshaft must beused with the new piniongear (part number 59051-2112) which must bepressed onto the crank-shaft. The crankshaft mustbe removed from theengine to press the oldgear off and a new oneon.�

8SUMMER 1998 K-TECH NEWS

Tech Tips

All the 1998 and laterKAF620 Mule™ UtilityVehicles come with a newair filter in the inlet tractfor the torque convertercover. As in previousyears, these models drawair for the engine and thetorque converter throughthe top rear tube of the cabframe. But in the past, airfor the torque converterwent unfiltered straightinto the converter cover.

Filtration isn’t actuallyneeded in most applica-tions because, at the top ofthe cab frame, the air isnormally clean enough forthe needs of the torqueconverter. However, inextremely dusty condi-

tions, large amounts ofdust will reach the inletand be drawn into thetorque converter cover.Dirt is very hard on anymoving part and thetorque converters and beltare no exception.

This new torque con-verter air cleaner can beinstalled on older models(at the customer’sexpense) with just a verysmall modification. The aircleaner housing is

mounted to a frame tubeusing a steel bracket. Onehole must be drilledthrough the frame tube toaccept the mounting bolt.The filter assembly itselfwill serve as a template fordrilling the hole. Simplyassemble and install it anddrill the hole where thebracket is. The filter andhousing and all the partsneeded to install it on anolder KAF620 are nowlisted as Optional Parts on

the microfiche for the A1-A3, B1-B3 and C1-C3.

If you have customersusing their pre-1998 2500Series Mule UVs in dustyconditions, you should letthem know about this newTorque Converter filterand recommend that theypurchase one. Don’t forgetthat once you’ve installedone of these on an olderunit, that vehicle now hasanother maintenance itemto remember.�

KAF620Camshafts

P/N 49118-2080(Nylon Gear)

P/N 59051-2112(Pinion)

P/N 59051-2340(Pinion)

P/N 12044-2239(Steel Gear)

Air Filtersfor Mule™TorqueConvertersby Gregg ThompsonProduct Support Supervisor

Drill hole forthis bolt

9SUMMER 1998 K-TECH NEWS

Tech Tips

The 1998 JT1100-B1(STX) and JH1100-A3(ZXi) are the firstKawasaki personal water-craft to come equippedwith CV (ConstantVelocity) style carburetors.These carburetors do nothave the traditional (Highand Low Speed) mixturescrews that we are used toseeing on Jet Ski®Watercraft carburetors.

The lack of theseadjustable mixture screwsmay be viewed as a badthing by mechanics andcustomers who are accus-tomed to tinkering with

them to get the carbure-tors “just right” for condi-tions. But the truth is, withthe exception of high alti-tude usage, these carbure-tors should not need anytinkering.

One of the benefits ofCV carburetors is that theytend to compensate forconditions (temperature,humidity and modest alti-tude changes) automati-cally. Since the slide israised by the pressure dif-ference between theambient air (in the engine

compartment) and theintake manifold, the slidedoesn’t move until there isa sufficient drop in mani-fold pressure to draw fuelfrom the jets. The slidemovement is slowed justenough to prevent a leanbog but not enough for theoperator to perceive anydelay in response.

Unfortunately, we havehad some early complaintsof a throttle hesitationright off idle. These com-plaints typically comefrom customers who want

to stab the throttle fromidle to wide open andhave the engine respondinstantly. We feel that ifthe throttle is opened justa little slower than“instantaneously” thevehicle will respondwithout hesitation.However, if you have athrottle hesitation com-plaint, we suggest youremove the pilot screwplug and clean the pilotpassage and adjust thescrew. If the problem per-sists, give the TechnicalHotline a call.

If you have customerswho regularly use theirPWC at altitudes above5000 ft, you might want toorder and install theseoptional jets to gain thebest possible performanceup there:

Pilot Jet#32 P/N 16158-3723Main Jet#160 P/N 92063-3722�

CVCarburetors1100Watercraftby Gregg ThompsonProduct Support Supervisor

The service manual forthe 1998 ZX900-C1 saysthat in order to remove thecamshafts you must firstpull the engine. Thismeans the engine wouldhave to be removed to doa valve adjustment! Thatwouldn’t make most cus-tomers very happy, wouldit?

The reason the servicemanual gives this proce-dure is because the timingmarks for the cams are onthe outside of thesprockets. The sprocketsare so close to the framethat it is difficult to see themarks clearly. By justpeering in between theframe and the engine, it isdifficult to be certain thecams are timed correctly.

There is room, however,to slide a small mirror inthere so the marks can beseen easily. Or while youhave the cams out to

change the valveshims, you canscribe timingmarks on the

backside of thesprockets where

they can be seeneasily without amirror. Please don’t

pull the engine to do avalve adjustment on a1998 ZX-9R!

Note: For other tipsabout camshaft installa-tion on this model, seethe article on page 11 ofthe Winter 1997 issue ofK-Tech News.�

ZX-9R ValveAdjustmentby Gregg ThompsonProduct Support Supervisor

10SUMMER 1998 K-TECH NEWS

Tech Tips

No Gap Here

We have had somereports of 1998 JH1100-A3and JT1100B1 Jet Ski®watercraft with hardstarting problems. Ofcourse, whenever hardstarting is a problem, thefirst thing we suggest is toverify the engine condi-tion by performing a com-pression test. A sharpengine should have 120-125psi. Even a new enginecould have a compressionproblem so don’t overlookthis important check.Beyond that we do havesome more specific sug-gestions that can help withthe ’98 1100s.

We inspected some car-buretor sets from vehicleswith starting problemsand every one of themhad improperly assembledchoke valves. The chokevalves were not centeredproperly in the throttlebore and would not closeall the way.

The choke plate screws

are installed and thenstaked at the factory, butthey can be loosenedenough to move the chokeplates (about one turn). Todo this, use a new #2Philips screw driver (toavoid damaging thescrews) and loosen thescrews on all three chokeplates just enough thatyou’re able to move theplates. Close the choke allthe way to center theplates in the carburetorbore and tighten all thechoke plate screws whileholding the choke closedtightly.

Because of play in thelinkage, the choke platefarthest from the cablearm will not quite closetightly but this is accept-able.

Make sure the chokeknob stays all the way outwhen you let go of it.Tighten the friction nut ifneeded.

Also, the pilot screwsshould be removed, thepassages cleaned, and thescrews reinstalled andadjusted approximately 1-3/4 turns out.

If stubborn hardstarting persists, call thehotline. We have someother parts coming thatcan help.�

’98 JH/JT1100 HardStartingby Gregg Thompson,Product Support Supervisorand Charles Yim,Product Quality Engineer

by Gregg Thompson,Product Support Supervisorand Craig Martin,Technical SupportTechnician

We’ve run across somecases where expert riderson KX125s and 250s havehad the seat pop loose atthe front mount whenjumping. Apparently

when sitting down on thetake off of big jumps, therider’s weight hitting theseat can flex it enough topull the front mounting

slot off the retainingwasher. Of course, the seatstays in place because ofthe rear mounts, but beingloose at the front can besomething of a distractionto the rider.

If you know of someonewho has experienced thisproblem or is a fast enoughrider that you think hemight experience it in thefuture, we have a sugges-tion. You can replace theretaining washer on thefuel tank with a larger(fender) washer that hasbeen modified to fit themounting slot in the seatbase. Simply take a largewasher that has a 6mm or1/4 inch I.D. and grind

parallel flats on each sideto produce a long narrowwasher that is the samewidth as the originalwasher.�

Front SeatMountModificationon KX125and 250

Discard old washer

11SUMMER 1998 K-TECH NEWS

Tech Tips

by Gregg Thompson,Product Support Supervisorand Steve Rice,Product Support Specialist

As with all big V-Twinmotorcycle engines, ourVulcan™ 800 and 1500models have lots ofbottom-end torque. Thattorque along with apleasant low RPM exhaustnote, encourages the cus-tomer to lug the engine alittle (or a lot). Besides,most Vulcan owners aren’tin any big hurry to getwhere they’re going

anyway. As a result, many

Vulcan engines don’t seeredline very often. Somenever do. This riding styleis pretty easy on the drive-train and tires and such,but it does have one draw-back—carbon build-up inthe cylinders. Sometimescustomers will begin expe-riencing problems fromcarbon in the engine atsurprisingly low mileage.

The two most commonsymptoms of this are pooridling or low-speed powerfrom carbon on the valves,

and an abnormal knockingnoise from carbon build-up on the piston and com-bustion chamber. Also,depending on what gaso-line the customer is using,detonation can result fromexcessive carbon in thecombustion chambers.

Disassembling theengine to remedy thisproblem is a little tooexpensive to be doingevery few thousand miles,especially considering it’snot covered by warranty.However, there are somechemicals available in the

aftermarket which canreduce the amount ofcarbon in the combustionchambers. The KawasakiAccessories department iscurrently testing a gasolineadditive for this very pur-pose.

Keep your eyes openfor this new product; andin the mean time, if youhave a customer whoseVulcan motorcycle seemsto be suffering fromcarbon build-up in theengine, call the TechnicalHotline. We may be ableto help.�

Carbon Build-Up in Vulcan™ Engines

Prairie® 400Cooling SystemAir Bleeding

by Keith PestotnikSenior Product QualityEngineer

Whenever servicing thecooling system on anymodel (’97-’99) KVF400, itis a good idea to elevatethe front of the vehiclewhen adding coolant. Theshapes of the radiatorhoses are such that theytend to trap air. Simplyopening the bleeder bolton the cylinder headcannot bleed this air out.By raising the front of thevehicle about 10 inches,any air trapped in thehoses can flow into theradiator where it will be

replaced by the coolantyou add. This procedure isparticularly importantwhen the system is beingrefilled after having beendrained and during pre-delivery service of new

vehicles. If enough air remains in

the cooling system, over-heating may resultbecause the coolant levelinside the radiator is lowerthan the fan switch located

just below the pressurecap. If the coolant level isbelow the switch, theswitch cannot sense thecoolant temperature andwon’t turn the fan onwhen needed.�

warning icon for coolanttemperature. It also hasnew lightweight alu-minum rims, rear hubs,rack support frames, andfront skid plate. To keepthe price down, the 2x4model still comes withsteel components and nospeedometer.

Prairie 300 4x4 and Prairie300

The new Prairie 300sshoot to the top of theirclass with a strong motor,sturdy and comfortablechassis and unmatchedcapabilities. They featurea version of the Bayou300 motor that pumpsout one-and-a-half more

horsepower for an 8%increase. New enginecases hold a strengthenedBayou® crankshaft with a3mm larger right-handmain journal (from 30mmto 33mm). The cylindertilts forward an addi-tional 5˚ (from 20˚ to 25˚)to increase ground clear-

ance. New cam timinghas longer duration andmore lift to create thepower gain. The '99KAPS system has settingsto match the 300’s powerdelivery.

An oil cooler improvescooling ability andincreases oil capacityfrom 2400cc to 3100cc. Aspin-on cartridge-type oilfilter is easy to replace.To increase airflow andaid cooling the frontgrille has no mesh screen.The grille also has pre-fabricated mounts so anaccessory winch can bebolted right in.

A battery-poweredDC-CDI ignition systemimproves low speed per-formance. A new regu-lator/rectifier boostscapacity to 30 amps (from25 amps) to strengthenthe charging system. Anelectric carburetor heaterprevents icing in cold,damp conditions. Snorkelair intakes for the airbox

and CVT capture cleanerand drier air.

The 300s are fun toride with new suspensionsettings taking advantageof the 300s' lighterweight. They also get thejob done with a class-leading rack capacity of242 pounds and towingcapacity of 1100 pounds.The proven ergonomics,full-sized feel, andnimble handling makethe new Prairie 300s themost comfortable, best-performing machines intheir class.�

Cover Story

12SUMMER 1998 K-TECH NEWS

Kawasaki ATVsCont’d from page 2

The Other'99 ATVs

Bayou® 400This model now features a

dual element air filter just like thePrairie models with yellow "hairy"foam on the outside. Grease isnow applied on both ends of thefilter to keep dirt out. A newmetal guard protects the rear pro-peller shaft boot. A molded pinconnector instead of bullet con-nectors allows easier accessoryhookups.

Bayou 300 and Bayou 3004x4

These models also have thegreased dual element air filter,rear propeller shaft boot pro-tector, and molded pin accessoryconnector. They also feature amore durable 30 ampregulator/rectifier (from 25 amp)with waterproof connectors.

Lakota™ 300The Lakota receives the new

30 amp regulator/rectifier andmolded pin accessory connector.

Mojave™ 250The Mojave, like the complete

ATV lineup, gets a new frontfender with a molded-in sectionfor the ATV usage warning label.

Bayou 220This model also receives the

new air filter and molded pinaccessory connector. It receivedthe propeller shaft boot protectorduring 1998.

The Prairie 400 4x4 digitalmeter includes a speedometer,odometer, twin trip meters,clock, hour meter, and even awarning icon for coolant tem-perature.

This cutaway of the Prairie 300 4x4 shows the pumped up versionof the Bayou 300 motor mated with KAPS on the Prairie 400 plat-form. Note the accessory plug near the handlebars and the new oilcooler.

The rear brake drum sealsbetter, is stronger, and hasmore protection to fight leaks.