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Kawasaki KX250F Big Bore

By 2011, the goal is even faster and more ridable KX250F. Stronger side of the equation are a lot of engine changes, all of whom were last absolute KX corner to corner Screamer. The big news is the addition of digital fuel injection (DFI ®), which not only help create more and use the incredible power, but also makes setup much easier proposition. System, basically like the one built in 2011 KX450F, adjusts automatically to suit track and climate conditions, and offers a fuel line measurement and feedback, even when the going gets rough, such as when landing a jump or go through the whoops. Simple and efficient system DFI includes compact and lightweight Electronic Control Unit (ECU), gas 43mm body, lightweight aluminum fuel pump and ultra fine atomizing injector. Set at 45-degree angle for best midrange power, fuel injector precisely metered directly into the intake area for smooth power delivery and very accurate motor response of the rpm range. The injector 250Fs runs really more fuel than 450Fs unit 250F engine for greater speed and air flow through the system is actually larger than the 2010 models through the carburetor setup.


Kawasaki KX250F Craigslist

Designed specifically for motocross, light KX250Fs DFI system requires no battery, the engine can be started within three rotations of crankshaft using only the electricity generated through the first shock of the kick starter. Whats more, an optional ECU Setup Tool allows racers to choose from several different data driven cards, or fine-tuning custom map that changes the fuel injection and ignition timing to suit different tracks and conditions. The tool can be used as a data logger, recording up to six hours of data, including engine rpm, the throttle opening, coolant and air temperature, time of ignition, fuel adjustments, gear and state of the system voltage. Youll Find More significant changes further downstream, such as higher compression now 13.5:1 vs. 13.2:1 change the cylinder and changes in the top of the bridge Box Exclusive video below. Intake camshaft is now the highest valve lift, the intake valve spring is stronger to cope with further stress. The crankshafts rotational inertia is slightly modified to better suit the new hardware features, but a little more spark plug design and offers a new coil hotter and longer spark improves combustion performance. Transmission and final-drive ratio has been slightly modified to match the newfound engine response, and change the trading system allows you to unlock the speed very easily and smoothly. There 10% more air cleaner channel output for better ventilation and exhaust side, a longer head pipe gives the engine touch more low end power and a larger volume muffler assembly reduces noise in accordance with 94 dB AMA Pro Racing border maintain optimum performance on top.


Kawasaki KX250F Exhaust

Chassis is massaged every bit as good engine, with new Yoshikawa Saki Fork Special Feature (SFF) to lead the list of changes. Unlike traditional fork design, where each fork leg, and by sources and humidity, SFF leaves in spring and damping functions for better performance, 25 percent less friction, less weight and easier adjustability. Right leg is our side of the equation, incorporating a larger main spring / rod assembly of conventional forks, plus a small amount of oil for lubrication. Spring preload adjustment is now blue anodized adjustment cap on the right feet. Left foot handle damping duties, with only their cartridge damper assembly and fork oil inside the pipe. Compression and rebound damping are adjustable to fork tube. In addition to naturally reduce friction design SFF are KX250Fs Inner tubes Fork titanium nitride coated to reduce friction. Lower friction and better overall fork action is key to the new Forks performance, and they are qualities you'll appreciate the first time you run a pay-infested corner speed. Fork offset has been reduced with a full millimeter to facilitate the operation and quicker steering response.