![]() So, it is worth considering adding this tool to your race budget. This is an added expense, but if you are serious enough about your racing, you are probably already planning on getting your suspension revalved and purchasing an aftermarket exhaust, race gas, and more. It can be found on the Kawasaki website and ordered through your local dealer. To do this custom mapping on your own, you would need to buy the accessory KX FI Calibration Kit, which retails for $699.95. This is called the Chavez Map which has been around for a couple years now. I wouldn’t say it was huge, but it helped with mid rpm torque and seemed to make the power even longer into the upper rpm range. The Kawasaki technicians created a custom map that uses the ignition settings of the white coupler and the fuel mapping of the black coupler, which made for a noticeable improvement in the overall power and was accomplished by increasing the midrange torque, which helped it continue to make power further into the highest of rpm. Each had improvements, but they also had some drawbacks. I tested all three and found improvements in certain areas with the white and black couplers. This is the same system as what comes on the KX450. Green is standard, white is aggressive, and black is mellow. These are changed via a coupler located on the right side just by the steering stem. There are three different preprogrammed settings available. The FI mapping runs right great from the get-go. The engine revs far enough that shifting to third gear is not needed until you have exited the corner and down the straight a bit. Maintaining the correct gear is also important, meaning second gear will be used in most corners and will not give you that lugability like the Yamaha. The power delivery is definitely better if you keep the rpm up and although the green bike doesn’t have that Yamaha mid range meat, it still pulls strong. They achieved this higher rpm mainly by adding stiffer valve springs along with new camshaft timing. I like that this engine can rev to 14,500 and you can feel that on the track when riding! The 2022 KX250′s engine characteristics are the same to the 2021 package with that great over-rev because of the increased rev limit they achieved in 2021. The bike sounds like it wasnt to catch, but doesnt.Even though the 2022 KX250 engine has been unchanged, Kawasaki is still one of the top three 250 four stroke engines in my opinion. Im hoping someone can suggest something i havent tried yet. ![]() ![]() The decompressor on the exhaust cam is functioning properly. The cam gears do not appear to have rotated on the shaft while they were sitting in a box over the duration of the rebuild. The flywheel key is not sheared - i just put it together. Fuel screw is 1.5 out & the slide height on the air box side is. The carb’s jetting is the same as it was before teardown. I reset the TPS resistance according to the service manual - this didnt make a difference. Leakdown test is showing zero leakage past the valves and 10% leak through the piston.Ĭylinder is replated from powerseal and was matched with a new piston. 2mm on the exhaust which is hotcams’ spec for their cams. Even tried rotating a tooth both directions to be sure. ![]() sounds like a valve timing issue.but the cams are correct. Gets gas, gets spark, every few kicks it blows flames out of the exhaust. Just finished building this bike and cannot get it to start. Looking for some experienced help because im out of ideas.
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