S P R I N G 2 0 0 0 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 3 , N O . 1

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

W650

INSIDEFeature W650 . . . . . . . . . . . . . . . . . . 2Regional Update . . . . . . . . . . . . . . . . . 4News Kawasaki and MMI . . . . . . . . 3

Mail Distribution. . . . . . . . . . . 5Tech Tips Mule 2510 . . . . . . . . . . . . . . 6

ZG1200 Voyager . . . . . . . . . . 7OSHA Inspector . . . . . . . . . . . 7Toll Free Assistance . . . . . . . . . 7ZX-12R Oil Level . . . . . . . . . . 8Model Oil Filters . . . . . . . . . . . 8Crank Bearings . . . . . . . . . . . 9Carburetor Heater . . . . . . . . . 9Zero Oil Pressure . . . . . . . . . . 9Prairie Headlight . . . . . . . . . 10Windshield Cracking . . . . . . . 10Tool Corner . . . . . . . . . . . . . 11A&P Oddities . . . . . . . . . . . . 11ZX-12R Spark Plug . . . . . . . 11Diesel Mule Engines . . . . . . . 11

W650

by John GriffinInstructionalDesigner/Instructor

W650Kawasaki has turned

back the time machineagain to come up with theall-new W650. It is a realhead-turner, in fact,besides the ZX-12R, it isprobably the most visitedKawasaki product at themotorcycle shows. Theride is as good as thelooks with strong powerfrom idle to the 7,750 rpmred line, a pleasingexhaust note, easy han-dling, and a comfortableupright seating position.

EngineThe air-cooled 675cc

vertical twin features fourvalves per cylinder and asingle gear-drivencamshaft. The engine is awet sump design, so thereare no separate oil tanks.Both pistons rise and falltogether with the 360°design crankshaft,although they fire onopposite rotations. Theresult is a power pulseevery 360° of crankshaftrotation.

A counter-rotating bal-ancer shaft drives off theleft end of the crankshaftwith a scissor gear forquiet operation. It swingsa single counterweightpositioned between thecylinders for minimalvibration.

Contemporary technol-

ogy includes the K-TRICsystem, rare-earth mag-nets, and oil jet lubrica-tion. The K-TRIC systemties a throttle sensor to theignition to vary timingwith throttle settings aswell as engine RPM forbetter response and fueleconomy. Lightweightneodymium magnets inthe flywheel let the enginerev quicker. Both connect-ing rods have an oil jet tospray and cool the bottomof the pistons, which isimportant with the air-cooled engine.

Bevel Gear-Driven CamshaftThe most unique fea-

ture of the W650 engine isthe hypoid, bevel gears

SPRING 2000 K-TECH NEWS

Cover Story

K-TECH NewsVol. 13, No.1Spring 2000

K-TECH News Staff

PublisherKawasaki Tech Services

Publications ManagerDon Church

Executive EditorGary Herzog

Editor-in-ChiefGregg Thompson

Communications EditorJohn Griffin

Regional EditorsPiscataway/Grand Rapids

Fred DeHart

Atlanta/TulsaWalter Rainwater

Irvine/TacomaChris Viningre

ContributorsDavid Behlings, Tom Dahl,Alex Dell, Nate DePauw,Mary Joseph, Chris Reo,

Rick Roddewig, Ray St. John

Graphics/Production

Graphic ArtGregg Thompson

PhotographyJohn Griffin

ProductionHolland Marketing Services

©2000 Kawasaki Motors Corp., U.S.A.All rights reserved.

Published by Kawasaki

All suggestions become the property ofKMC. Sending a service suggestion givesKawasaki permission to publish and/or

use it without further consideration.Specifications subject to change without notice.

2

Much more than just style

The All-New W650

Cont’d - page 12

3SPRING 2000 K-TECH NEWS

News

by Tom Dahl and Chris ReoK-Tech Specialist ChiefInstructors

January 1997 markedthe premiere of Motor-cycle Mechanics Insti-

tute’s K-Tech Specialistprogram, led by TomDahl, Chief Instructor atthe Phoenix campus. TheK-Tech Specialist programis a six-week elective,which is fully endorsedand equipped byKawasaki Motors Corp. Itis an entry-level coursebased on factory pro-grams offered to dealer-ship employees by themanufacturer. As ofAugust 1999, the programis also offered at MMI’sOrlando campus, and ledby Instructor Chris Reo.

Throughout MMI’s 33week Motorcycle Techni-cian Program (MTP), stu-dents learn general motor-cycle repair procedures ona variety of brands andmodels. Upon successfulcompletion of the MTP,students have the optionof attending brand spe-cific elective programs tosharpen their skills andcontinue their educationwith a particular productline. Students attendingthe K-Tech Specialist pro-gram are trained usingKawasaki’s procedures,

including the KIC and K-SHARE programs to sim-ulate the dealershipatmosphere.

The first four weeks ofthe program focus on cur-rent model year motorcy-cle products. Studentsreceive instruction andperform hands-on work-stations for an assortmentof procedures. Beforereceiving a certificate, stu-dents will be able to cor-

rectly perform: shim over,shim under, and screwand lock nut valve adjust-ments; v-twin engine R&Rand rebuild; carburetorservice; brake service;coolant service; safetyinspections; and variouselectrical tests. Addition-ally, students participatein the Team Green coursewhich is similar to coursescurrently offered to deal-ership technicians in thefield. At the end of thissection, students will beable to correctly perform:front fork and rear shockrebuild and set-up; KIPSvalve system timing; anda two stroke leak down

test.The fifth week of the

program introduces thestudent to Kawasaki’sATV and Mule products.During this week, stu-dents learn: unit assemblyand preparation for retailsale; rear differentialremoval and replacement;and CVT system diagno-sis and repair. The CVTsystem workstationrequires the student to

correctly remove, rebuild,measure and determineall wear points in the unit.

The sixth week of theprogram introduces thestudent to Kawasaki’swatercraft line. Upon suc-cessful completion of thecourse, students will beable to correctly removeand rebuild an engine andpump. Some of the morebasic procedures include:assembly and preparation;carburetor service; electri-cal testing, including trimsystems; cooling and bilgesystem diagnosis andrepair.

Throughout the pro-

Kawasaki and MMI Join Forces Need Trained Technicians?

MMI has been training tech-

nicians since 1973. We place

great emphasis on assisting grad-

uates to find the right job, while

also assisting dealerships to find

the right technician. We graduate

approximately 250 entry level

technicians per year. Due to our

scheduling, graduation occurs

every six weeks. Dealers who are

interested in hiring our grads

may call the Phoenix campus at

(800) 869-9644, ext. 1320 or

1362, or the Orlando campus at

(800) 342-9253, ext. 1105. An

employment advisor will place an

ad in our job opening list which is

given to each upcoming graduate

as well as any past grad looking

for a job. Your ads should tell as

much as possible about the shop;

size, location (large or small

town), recreation in the area,

cost of living—anything to

attract attention and interest.

While most young grads return to

their hometowns, an informative

listing may get their attention.

When a student is interested, the

advisor will send you a resume

and transcripts, giving you a call

to let you know as much infor-

mation as we can about the tech.

If you are interested, we will

have the student call for a phone

interview.—Mary Joseph,

Director, Employment ServicesCont’d - page 5

4SPRING 2000 K-TECH NEWS

Regional

THREAD SEALANTS DO’S AND DONT’SThread sealants are

used in the assembly ofengine and drive traincomponents on allKawasaki products. Fas-teners with sealant aremore difficult to removethan fasteners withoutsealant. If air tools areused, fasteners withsealant can be damagedor broken, adding time tothe repair. Even if the fas-tener does not break, thebolt or screw can beruined, raising the cost ofthe job and possibly caus-ing a parts delay.

If you know a fastenerhas sealant applied, heat itbefore you put a wrenchor driver on it. The heatloosens the sealant andwon’t damage the fas-tener. Careful use of apropane torch will workon most bolts. If a torchmight cause cosmeticdamage, heat an oldscrewdriver or socket andtouch it to the head of thefastener. The heat willtransfer to the fastenerand soften the sealant.

Torx head bolts onKawasaki differentialsand limited slip differen-tials are particularly hard

to remove. If you do notheat these bolts and thenuse an air wrench, youwill strip the head of thesebolts. They’ll be difficultto remove and won’t bereusable.

If you are not familiarwith your repair, checkthe shop manual’sexploded parts view atthe beginning of each sec-tion. This shows whichfasteners require sealantand the proper torque touse during assembly. Ifsealant is indicated, usecaution when looseningthe fastener and applyheat as needed.

Use the proper sealantand torque while assem-bling. Remove excesssealant from the outsideof the hardware. Only thesealant on the threads isdoing the job and excesssealant chips off. If thesechips are in the engine oil,they can block the oilpickup screen or small oilpassages that lubricaterocker arms, cam bear-ings, and tappets. Thiscould lead to disastrousresults.

Use sealant only whencalled for in the shopmanual, use the rightamount, clean up excess,and remove sealed fasten-ers carefully. Avoid trou-ble, do it right the firsttime!

Fred DeHart201 Circle Drive N. #107

Piscataway, NJ 08854(732) 469-1221

KIC TIPSThe more you use

KIC, the more you real-ize it helps with morethan part numbers, ser-vice bulletins and flatrates. Here’s an exam-ple of how valuableKIC can be to a techni-cian reassembling anengine, where manywashers, spacers andshims look alike. It istoo easy to get them inthe wrong place andend up with a problem.

Let’s use the KLF300engine family forexample. Because of adelay, you forgot whereall the shims and wash-ers go—KIC can help.In the parts descrip-tion, KIC lists dimen-sions of the washers,shims, and spacerswith inside and outsidediameter, and thick-ness. Use your verniercaliper to measure thedimensions of yourwasher.

Open KIC in yourcomputer, and thenselect the model youare working on. Thefirst menu to pop up isthe options menu.Click on “Search forParts.” This gives you

the “Model/PartSearch” menu. Type theword “washer” in theupper right “Descrip-tion” column. KIC listsevery washer used onthis model. A few areshown as “plain” hard-ware with no dimen-sions.

Scroll through thelist until you find amatch for the size ofyour washer. Click onthat part number andthe “Selected Parts andDiagrams” menu willpop up with the partnumber and the area(s)where it is used, suchas transmission, frame,or hub. If you areworking on the trans-mission, click on thatselection. KIC will goto that page and showthe proper place(s) forthat part.

KIC is the quickestplace to find this infor-mation. The microfichehas it, but you mustcheck each washerindividually. The ser-vice manuals have pic-tures but no dimen-sions or part numbers.With KIC, there areonly six mouse clicksand typing one word.

If you have a specialKIC TIP, contact me sowe can share it witheveryone.

Walter Rainwater6110 Boat Rock Blvd. S.W.

Atlanta, GA 30378(404) 349-2000

PISCATAWAY/GRAND RAPIDS

ATLANTA/TULSA

WELCOME SERVICE INSTRUCTORI would like to say hello

and introduce myself. I’mChris Viningre. I’ve been inthe motorcycle industry for25 years, most of it in service.

I started in the motorcy-cle business in the mid-’70sattending a motorcyclerepair school in Port Author,Texas. My dream was to

work on motorcycles andrace them, as well. Upongraduation, I took a job inConroe, Texas, a small townjust north of Houston.

In 1986, I saw an adver-tisement looking for motor-cycle mechanics to teachothers how to work onthem. This sounded likefun, since I occasionallyspoke in a friend’s commu-nity college small engineclass, about working in amotorcycle dealership. Ialways enjoyed doing thatclass, so teaching every daysounded exciting. I becamean Instructor at the Motor-cycle Mechanics Institute

(MMI) in Phoenix.I was promoted to a

Senior Instructor working inthe MMI Career andAdvance departments. Itaught almost 2000 studentswhile there. I still enjoy vis-iting dealerships and seeingex-students working in theindustry. In 1992, I returnedto Conroe, Texas to care formy father. I returned to thedealership where I got mystart and later opened myown shop specializing in hi-performance.

I have always beeninvolved in racing and havegreat respect for a well-tuned engine. I participated

in drag racing as a rider andtuner with two first placewins, two years in a row. Ialso tuned a dirt track bikethat helped me betterunderstand suspension.Later, I got involved in roadracing by starting an AMA883 class race team. InMarch 2000, I came toKawasaki and found a placeto pass on everything I havelearned in my career to oth-ers. I look forward to meet-ing you at a Kawasaki ser-vice school soon.�

Chris Viningre9950 Jeronimo Road

Irvine, CA 92618(949) 770-0400

5SPRING 2000 K-TECH NEWS

News

IRVINE/TACOMA

gram students have theopportunity to completeall of Kawasaki’s Back tothe Basics books andreceive the correspondingcertificate. The K-TechSpecialist program is acomplete, well-roundededucation for the entry-level technician enteringthe Kawasaki dealer net-work. For the dealership,it helps to reduce timespent training the newtechnician, which in turnincreases time spent mak-ing a profit.

Top Tech AwardEach K-Tech Specialist

class has a Top Techaward available to onestudent. This award hasvery strict criteria thatmust be met in order for a

student to qualify. Whenasked how the K-Techprogram helped him withhis position at DDSMotorsports in Utica, N.Y.,Top Tech award recipientFrank Hollenbeck replied,"There was so much theprogram offered that itwould be difficult to pinpoint one particular taskwhich helped me themost. The whole coursehelped me to become abetter technician; every-thing from the in-depthsuspension to learning theKIC and K-SHARE pro-grams." Tom strongly sug-gests enrolling in MMI’sK-Tech Specialist programfor anyone interested inpursuing a career in theKawasaki dealernetwork.�

Kawasaki and MMI Join Forces -con’td

Mail DistributionIs there a monster lurking at your dealership, desiring to pull you down

into mediocrity? If the people at your dealership do not receive and/or read

the critical mail sent to them, the monster is on the loose.

Kawasaki sends out a wealth of information including microfiche, KIC and

K-Share CDs, service, sales,

and parts bulletins and more.

The information could be sent

by USPS, UPS, or even elec-

tronically. It takes a well

thought out administrative plan

to make sure the right people get what they need when they need it. We real-

ize you are especially busy right now, so a good system is essential. The busier

you are, the more important good communication becomes.

Kill the monster. Train key people to open and distribute the mail to the

proper departments. Copy special bulletins such as RECALLs and FDMs, then

distribute a copy to each of the Sales, Service, and Parts departments immedi-

ately. Discuss important communications in weekly staff meetings.

Establish a system where each department head must initial and return a

circulation sheet signifying they saw and read this important mail. Department

heads need to do the same thing for their employees.�–John Griffin

Regional -con’td

by Alex DellProduct Support Specialist

There have been anumber of calls to the hot-line regarding KAF620-Aand KAF920-A Mule2510s with a poppingnoise coming from thefront drivetrain in 4WDonly. If you have a unitwith similar symptoms,here is an explanation ofthe reason and likelycauses:

This 4WD system wasnever intended to be a“full-time” 4 Wheel Drive.It is designed with thefront and rear wheelsgeared differently (turningat slightly differentspeeds) in order to pro-

vide a light steering feeland maintain steering sta-bility off road. The frontwheels turn at a faster ratethan the rear wheels. It isnot physically possible forthe front and rear wheelsto turn at the same speedwhile in 4WD mode. Thisis not a problem on looseterrain. The tires can eas-ily slip enough to accom-modate these differentratios. But if the unit isused on a hard dry sur-face (such as pavement) in4wd, the tires can’t slip aseasily. This puts lots ofpressure on the transmis-sion as it tries to turn attwo different speeds at thesame time.

The bevel gear case for

the front drive has a camdamper, which can absorbsome of this pressure by“winding up,” but if bothsets of wheels continue toturn at the same speed,something has to give. Ifeverything in the trans-mission is in good shapeand all the shifter cablesare adjusted correctly,what finally gives is thetires do slip. But if one ofthe shifter cables is out ofadjustment, or if an inter-nal shifter is worn ordamaged, that shifter canrelease the pressure bypopping out and backinto engagement before tireslippage occurs. This isthe loud popping noiseyour customer is hearing.It usually happens pre-dictably at regular dis-tance intervals and onlyon pavement or hard-packed dirt.

The most commoncause of this problem is animproperly adjusted shiftcables (or the arms on thetransmission shaft that thecables attach to). The fol-lowing are a few things tocheck if you have anaffected unit.

1. With 4WD engaged, trypushing the 2WD/4WD

lever (the one mountedon the transmission shiftshaft) toward the cableholder. If there is move-ment, either the cableneeds adjusting, or thelever is on the wrongspline. There should be nomovement of the armwhen pushed toward thecable holder. The shopmanual shows the correctlocation for the armunder the heading2WD/4WD Shift Mecha-nism Installation.

2. Similarly, check the For-ward / Reverse cable andlever. Follow precisely theprocedure in the ServiceManual.

3. Check the HI/LOW cableand lever, making sure itshifts fully into both gearpositions.

3. Adjust the tire pressuresto the correct values. Ifnon-standard tires havebeen installed, adjust thepressures to ensure thatthe circumference of allthe tires are the same, (orthat the fronts are slightlysmaller).

4. Check the front wheelsfor toe-in. The service

Tech Tips

6SPRING 2000 K-TECH NEWS

Mule 2510Popping Noise in 4WD?

7SPRING 2000 K-TECH NEWS

Tech Tips

ZG1200VoyagerJumping Outof Gearby Gregg ThompsonProduct Support Supervisor

It is possible to misas-semble a ZG1200 Voyagertransmission so that it willshift normally through allthe gears, but won’t stayin 2nd gear. We’ve heard

of this happening when adealer has just recentlydone some work on atransmission. Shortly afterthe customer takes deliv-ery of the bike, it beginsjumping out of 2nd gear.We’ve also heard of a fewthat actually came fromthe factory with the sameproblem.

The problem stemsfrom the fact that 2nd gearon the output shaft canactually be installed back-wards; yet everything willappear to be correct, andit will shift normally onthe bench. The dog slotsin the gear are slightly off-set to one side. This slightoffset is easy to overlookwhen installing the gearon the shaft. If installedbackwards, the offset isjust enough to cause it tojump out of gear.

The offset results in ashallow “dish” (3mm

deep) on one side of thegear, and a deeper dish(5mm) on the other. Thegear should be installedwith the deeper (5mm)dish facing away from theslider and toward the ballbearing (see the drawing).All this information is inthe service manual.�

manual says it should be0-20mm. Our experienceis that less is better thanmore. We recommend youadjust the toe-in to 10mmor less.

5. If all external adjust-ments are correct and theproblem still exists, beginyour internal inspectionwith the cam damperassembly inside the BevelGear Case. There may bea loose nut reducing thespring tension.

Follow these inspectiontips in the order shownand test the unit after eachchange, they are num-bered in order of most-to-least likely causes.

If none of the abovesuggestions helps, youmight want to give theHotline a call.

Note: This model was notdesigned as a full-time 4WDvehicle. Instruct your cus-tomers to use the 4WD modeonly when poor traction con-ditions require it. Theowner’s manual also statesthat the 4WD mode is not tobe used on paved surfaces.Tell your customers thatusing 4WD only whenconditions make it neces-sary will result in less wearand tear on the drivetrain,longer tire life and better fueleconomy.�

Mule 2510The OSHA Inspector Is Hereby David Behlings

We want to give you one lessthing to worry about when hearingthe words "the OSHA inspector ishere." As you may remember, lastyear we released a Materials DataSafety Sheets (MSDS) CD-ROM. If youwould prefer a binder with papersheets in addition to your CD-ROM, anew version is now available. We justupdated the MSDS paper materialswith close to 100 revisions and over100 additional products.

MSDS Supplies:MSDS pages only: No ChargeMSDS pages in a bright 3" yellowbinder with index and tabs $25.00MSDS CD-ROM: $10.00 for additionalCDs

For MSDS materials: Phone (949) 770-0400 Ext. 2452, Fax (949) 460-5629 Attn: MSDS

Toll Free Accessory Assistanceby Rick Roddewig

Did you know the KawasakiAccessories department has a (dealeronly) toll free number for assistanceand information on accessories? It’s1(877) 422-2457, or you mightremember it more easily as 1-877 4ACC HLP. Some of the things youmight call for could include:

Missing or incomplete instructionsMissing parts in a kitFitment questions or problemsObtaining individual replacementparts for an assembly or kit

If your problem requires it, youcan be referred to an accessories tech-nician who has experience in thedesign, testing and installation of thataccessory. By calling them you notonly get your questions answered, butyou give them valuable feedback ontheir product.

Remember that this is a dealeronly number. Please don’t give it toyour customers.�

Deep Offset

ShallowOffset

Popping Noise

8SPRING 2000 K-TECH NEWS

Tech Tips

ZX-12R Oil LevelInspectionby Gregg ThompsonProduct Support Supervisor

Be aware of this: Thenew ZX-12R can fool youinto adding too much oilduring an oil change ifyou’re not careful. On thismodel the Oil LevelGauge (or sight glass) islocated in a small cylinderthat is bolted to thecrankcase below theclutch cover, instead of inthe clutch cover like onmost Kawasaki 4-strokeengines. This cylinder hastwo small passages in it,which allow the oil to

flow into the gauge fromthe crankcase.

The problem is thatwhile the engine is beingfilled with oil, an air bub-ble can get trapped in thegauge. With the bikeupright or on the side-stand, this air bubble can-

not escape no matter howmuch oil is put in theengine. The air bubblegives the appearance thatthe engine is not quite fullyet. Experienced techni-cians have been known toput a quart or more toomuch oil in the engine

while diligently checkingthe oil level in the sightglass.

We suggest you put therecommended quantity ofoil (or slightly less) in theengine, run it (and eventip the bike to the rightone time), and then checkthe oil level after givingthe cool oil a minute todrain down. Be aware thatoverfilling this enginewith oil can significantlyreduce the power output!The greater the over-fill,the greater the power loss.If after running theengine, you cannot see thetop of the oil in the gauge,you should drain some oilout until you can see theoil level.�

2000 Kawasaki Model Oil FiltersThis list was created using KIC. To find the same information, look up a particular model’s oil filter. Go to the "View Part Information"

screen, and then click on "Where used on any model." It will list each model that the part fits. If you click on one of the models listed, itwill show that model’s parts diagram with the part highlighted.

You can print your list of models by going to the Menu bar, clicking on "File," then scroll down to "Print Pop Up Window" and stop."To the Printer" should pop up. Click on it to send the list to the printer. Try this on part number 16097-1063 (it is used on 72models).�—by David Behlings, Parts Data Coordinator

Sight Gauge

9SPRING 2000 K-TECH NEWS

Tech Tips

CarburetorHeater "Grease"by Gregg ThompsonProduct Support Supervisor

Some Kawasaki vehi-cles come equipped witha coolant-type carburetorwarmer. These carburetorwarmers have a T-shapedfitting that is installed inthe carburetor body.Warm engine coolant isroute through this fittingto heat the carburetor. Onthe KAF620-A, B and CMule carburetors, anadditional fitting called a“holder” is used. It is analuminum block,which mounts to thecarburetor body andsimply provides aplace to install the“T” fitting.

A special heat-con-ductive compound isused on these fittingsto help transfer heat

to the carburetor body. Onthe Mule engines, thecompound is used onboth the “T” fitting andthe “holder.” This com-pound appears to be justwhite grease, but it’s morethan that. Common greasewill not do the same job.Unfortunately we do notpublish this part numberon the parts microficheanywhere. The part num-ber is 92137-1002. Ordersome for your shop now.Then write down the P/Nsomeplace where you’ll beable to find it the nexttime you need to ordersome.�

Crank Bearings—Order Them Allby Nate DePauwOrder Services Coordinator

When replacing acrankshaft, you mustachieve the correct journaltolerances as indicated inthe service manual. Sinceyou probably don’t stockcranks, cases, rods, or newtwo piece plain bearings(bushings), you have twooptions.

1. Wait for the parts toarrive, then order the cor-rect plain bearings as indi-cated by the chart in theservice manual. This addsdown time to the repair.

2. Order each color bushingin sufficient quantities atthe same time you orderthe crankshaft and/orengine cases. This makescertain you have the cor-rect size when assembling

the motor.Option one takes too

long for good customerservice. Option two is eas-ier and quicker, but youdon’t want to get stuckwith extra parts.Kawasaki has a specialreturn policy for this exactcircumstance.

Go ahead and order allthe different bushingsneeded to complete thejob and return the otherbushings (in unopened,resalable condition).Kawasaki waives the nor-mal part return handlingcharge of 15% in consider-ation. When filing yourRequest for Credit, eitherthrough K-Share or paperform, type in the dealercomment section “Bush-ing return,” then submit itto Kawasaki.

Tip – Before this repairwatch the video, KawasakiServicing and SelectingPlain Bearings.�

Zero Oil Pressure?Several years ago, we ran an article about strange oil pressure problems on EN450/500s and EX500s. For reasons we’re not sure of, the

engines would sometimes have zero oil pressure after the engine oil had been drained and refilled for an engine repair or just an oil change.

In fact, this would sometimes happen on the first start-up during the pre-delivery service. There have been a number of theories about why this

happens, but the most likely is that the oil pump has lost it’s prime and can’t draw the oil up the pick up tube.

Since that article was written, this phenomenon has occurred on other models, such as VN750s, ZX-6R and even the new ZX-12R. It’s always

the same story, the engine has been drained of all oil and refilled, and on restart the oil light won’t go out! Luckily a quick fix has been found

that usually solves the problem immediately. Simply loosen the spin-on oil filter enough so that there is no pressure on the gasket. Start the

engine and be ready to tighten the filter as soon as oil flows. It will come gushing from the filter. If oil doesn’t flow within a few seconds, it’s

not going to, but this trick almost always works.�—Gregg Thompson

10SPRING 2000 K-TECH NEWS

Tech Tips

WindshieldCrackingby Alex DellProduct Support Specialist

We have been receivingan increasing number ofreports of cracks in OEMwindshields. The cracksgenerally originate at themounting holes and radi-

ate outwards. There are afew possible explanationsfor this phenomenon. Thefirst and most obviouspossibility is that the fas-teners were simply over-tightened creating toomuch pressure and rigid-ity at the mounting points.The hardware for our fair-ing-mounted windshieldsis designed to hold with-out being tightened likeconventional hardware.“Snug” is good enough.

A second and less obvi-ous possible cause is that aconventional thread-lock-ing agent was applied tothe mounting fasteners onassembly. The chemicals in

those products will reactwith the plastic and causecracking…every time!

And finally the mostlikely explanation is thatthe screen is being cleanedwith aerosol cleaners orconventional polishes. Thechemicals used in theseproducts can also reactwith the plastic to causecracking at the mountingholes (or other places onthe windshield). In some

cases, products that canreact with these wind-shields actually state thatthey are safe to use onplastics. Be sure to advisecustomers that theyshould only clean theirwindshields with purewater or a mild soapywater solution.

Note: For the same reason,never use conventional lock-ing agents on fairing mount-ing screws either. KawasakiAccessories carries a ThreeBond thread locker for plas-tics (part number 1401),which can be used to lockfairing and windshieldscrews without causing theplastic to crack.�

Melted Prairie Headlight ShellsIn the Fall ’98 issue of K-Tech News we ran an article about possible

headlight high beam problems on the KVF300A/B and the KVF400C/DPrairie ATVs. A problem inside the handlebar switch may cause the highbeam not to operate. Since then we have discovered that the same problemin the handlebar switch can also result in a different symptom. The high andlow beams can come on at the same time resulting in melted headlightshells. If you run into a unit with melted headlight shells (probably both),inspect the handlebar switch as follows:

1. Remove the 2 switch case screws.

2. Open the case and inspect the stationary headlight switch contact plate.It’s the one with the 5 red wires soldered to it. The contact plate may berotated out of its normal position, resulting in both beams making con-tact at the same time. If the contact plate has rotated, its (gold colored)retainer will be bent out of position as well.

3. Bend the retainer back to its correct shape: straight, with 90˚ angles ateach end. Remove the retainer to straighten it. Push the switch contactplate back into position and install the reshaped retainer plate.

4. Untwist the wire bundle that goes to the upper switch case before installing the retainer. This will provide more slack in the wires to prevent bending the retaineragain.

5. Install the switch assembly back onto the handlebars. Be careful not to pinch the untwisted wires! Test the headlights.�—Ed.

Retainer

Stationary Switch Plate

90o Angles

ZX-12R Spark Plug Replacement

Diesel Mule Engines AvailableKawasaki now has

KAF950-A1 diesel Muleengine assemblies availablefrom the parts department.As you can imagine, theseengines are not cheap(diesel engines never are).But they have been madeavailable for customers topurchase.

Do not order one of theseengines for warranty repairs.They are not intended forthat purpose, and you couldend up stuck with the (very large) bill. For major engine repairs under warrantyalways consult the Hotline.

These engine assemblies are very complete. They come with exhaust and intakemanifolds, the complete fuel injection system, the starter motor, and the alternatorand belt. The part number is 59341-1051.�—Ed.

11SPRING 2000 K-TECH NEWS

Tech Tips

We’ve had a few peo-ple call the hotline andask the question, “Canyou replace the sparkplugs on a ZX-12R with-out pulling the engine?”Yes, you can. You justneed to have a spark plugsocket, the correct lengthextension and nimble fin-gers. There are a bunch ofwire connectors on theleft side of the cylinderhead and the fast idlecable on the right sidethat should be discon-nected to make room.Remove the rubber coverfrom on top of the stickcoils and disconnect andremove the stick coils.

Once the coils are outof the way, drop thespark plug socket downthe hole. Then put theextension down the holeand push it into thesocket and the socketonto the plug. Whenyou’ve unscrewed theplug, lift the extensionhigh enough to grab thetop of the socket andseparate them. If youdrop the socket, you’llhave to fish it back outwith the extension. It’s alittle tricky but doable.

By the way, sparkplug inspection is notrequired at the firstservice.� —Ed.

Incorrect SpecialTool Part Number

The ZR1100-C3 service manual(P/N 99924-1196-02) lists anincorrect part number for the forkcylinder holder required to disassem-ble the front fork. The service man-ual lists P/N 57001-1297, whichsupersedes to 57001-1396. The cor-rect part number for the cylinderholder is 57001-1406.

New Tool for the ZX-12R

A one-piece piston holder is nowavailable for the ZX1200-A1. Theholder (P/N 57001-1459) is placedunder the pistons during cylinderinstallation.�—Rob Taylor

CornerTool

Maybe you havenoticed that Assemblyand Preparation instruc-tions sometimes includeitems for markets otherthan the U.S. The A&PManuals and Sheets thatwe get here are used allover the world. Theymust contain everythingneeded to assemble andprepare the model nomatter where in theworld it is being sold.For instance, on page 23

of the MULE 2510 DieselA&P (99931-1362-01),there are installationinstructions for a reverselight under the rear ofthe bed. The Americanmarket model does nothave this feature, onlythe model for Europe.Differences like this areoften due to varyinggovernment regulations.

Another A&P note:The ZX-12R A&P man-ual lists the fuel octanerequirement as 95. Thisis the Research OctaneNumber. It equates to 90octane on the AntiknockIndex, which is the num-ber you see on pumps inthe U.S.�—Ray St. John

A&P Oddities ZX-12R Spark Plug Replacement

Cover

12SPRING 2000 K-TECH NEWS

driving the camshaft.There is no cam chain,tensioner, or guides. A setof hypoid bevel gears(with curved teeth) on thecrankshaft turn a pro-peller shaft running verti-cally up the right side ofthe cylinder. Another pairof hypoid bevel gears con-nect the propeller shaft tothe camshaft. The com-plete assembly is oiled bythe engine’s lubricationsystem.

Service NewsA valve clearance

inspection is requiredevery 7500 miles. It is notinspected at the first 600mile service. To adjust theclearance just slide therocker arms over (like onthe ZX-11) and replace theshim which rests on the

spring retainer. The shimsare the same size as thecurrent ZX-6, 6R, 7R, 9R,and KLX300R.

Servicing the bevelgear cam drive systemshould be unnecessaryunless major componentsare replaced. As usual,shims are used to spacethe gears riding on thehorizontal shafts forproper heel and toeengagement. The news isthat the vertical shaft runsin a telescoping case with

adjustable gear cases so itstwo gears have no shimsbut are adjusted bythreading the desired gearcase in or out. Theamount of rotation isstrictly limited since toomuch adjustment willdamage the gears.

If a repair has beenmade and there is exces-sive gear whine or gearlash noise it should bereadjusted. Note: gearwhine reduces (and gearlash increases) as theengine warms up, socheck this setting onlywith a warm engine.

ChassisThe chassis is fairly

standard with the excep-

tion of a square tube back-bone for added rigidity.The swingarm uses niceoval tubing with block-type chain adjusters likethe race bikes. The short57-inch wheelbase and a

wide handlebar make thismotorcycle a surprisinglyresponsive handler. A big300mm semi-floating discwith a twin-piston caliperoffer braking capabilitiesfrom this decade.

Standard featuresinclude a center stand anda backup kick start lever.An electronic speedome-ter is driven off the coun-tershaft sprocket nut. Ithas an LCD odometer,trip meter, and clock. Anelectronic tachometer isincluded in the gaugepanel.

The W650 is a rollingstyling exercise with asurprise. The surprise ishow much fun the bike isto ride. How well it runs,handles, sounds, and ingeneral puts a smile onyour face. It attracts atten-tion wherever it goes. Inthis day of hyperbikes,there is still room for abike that is fun to ride anddoes it all with style andgrace.�

W650 -Cont’d

The gear lash of the bevel gear cam drive systemcan be altered by adjusting the upper or lower (pic-tured) gear case.

Valve Clearance

Intake 0.08 – 0.13mm

Exhaust 0.14 – 0.19mm