Exactly the failing point of this machine. Same as the Brute 750. Mule, Teryx 750-800. But do you know why they don’t eat motors. CLEARANCE!!!! .004xinbore. KRX is BAD!!!! .0015ximch If bore. Kawasaki is doing this intentionally to stop windage do the intake. I know how this company thinks I’ve dealt with the professional race program before the japs shut it down in 2015. MANY years in a row everybody out west got the podium short course, loors, BTD, Baja 250-500, whatever. when they did my own tune and cvt setups. Imagine a Teryx 750 and 800 being Undefeated. Because this is the crap that I do for a living I analyze every possible aspect I know the exact flow rate of the Oem pump assembly when it begins to inhibit performance. (That’s next project for rebel-boy to solve with basic math)
as someone who has done the fuel rail mod, i can 100 % say there isnt any difference in the stock and the center dump. the fuel pump sends a singular amount of pressure to the fuel rail as a cosntant, the only thing is both fuel injectors are never open at the same time during operation. these engines run a 180* timing offset, when the 1st injector opens and closes, there are about 90* of engine rotation that occurs between the injectors firing. with the fuel pump supplying pressure the whole time it has plenty of time to refill and pressurize the rail between duty cycles. IMOP the reason #2 melts down is because of external heat soaking back into the cylinder. #1 has a side that is open to "fresh air" while #2 is sandwiched between #1 and the header, with the muffler kind of behind it. kind of the same principle of #1 being cooler on a v-twin. sorry for the long winded thought, but this is just what i was thinking.... btw Im fixing to start my roll cage, so be ready for the messages with questions coming lol
@@RyanMcdonald-y9e this is some great insight. And it’s a good theory about the heat soak. I hadn’t really thought about it that way. I agree the injectors are never open at the same time but the fuel pump surprisingly (or not) was able to keep up even with them both open. I’ll be ready for the questions!
i run the mbrp exhaust on mine, it seems to run a little cooler, also less heat soaking into the cab. but I would recommend giving vforcejohn a call for a tune tho. in my opinion I wouldnt deal with the dynojet pv3, but I did just have a bad experience with mine.
@@jordansranch heat. it’s the tune. Plain and simple. Heat burns off emissions. Kawasaki barely passes emission testing the way it is and the fact that they already built the KRX header to insert another catalyst inside of it. Which is the way euro 6 emissions are on the 2026 yes 26 KRX with the newest 21175-2093-2094 ecu. It’s not even released just yet and I know everything about it. Far more restricted than the 1482-1958 ecu configuration now.
Kaw just covered my 2020 including new rear axles, 6 weeks at the dealer, they were in no hurry, still dont know for sure if the jump out of high is fixed going to Coalmont, Tn this weekend to see how it works.
BRAVO!!! Congratulations for figuring things out by using your brain, and a little bit of basic common sense. I have been telling everybody this all along. It’s just a hoax. Your fuel pump can only supply to the rail what the line is flowing/supplying to the rail (which has never been changed) nor upgraded and if you do an absolute flow test without the injectors in there you’re going to see absolutely no change versus the factory braille. Rail and line is also the same size rail Polaris turbo. It’s easily capable to flow enough for 235-240 motor hp at 3 bar. Or 43 psi. the HUGE problem is the fuel pump because the fuel filter gets clogged as well as the upper hidden fuel filter. FOR THISE USING ROLLOVER VALVES. they block the pump 70% faster than a sealed pressurized system. Think of a balloon. How much dirt does a balloon get on the inside of it if you carried around on the trail for a year straight. ZERO!!!! now let it breathe in and out every time you hit a bump. rollover valve = fuel tank DIRT VACUUM. It is just a simple as that. I have fixed thousands of people who got suckered. Same as you have with Bogus mods. But you’re starting to see the light. Every VFORCEJOHN customer can relay this exact information to what I have told them. I’ve built 5/8 line and rail setups. Zero injector flow improvement vs stock. Injectors flow 52-55% duty cycle stock. Dynojet 59.5-62. VFJ 68-73% duty cycle or a max PU/ms@11.5milliseconds per pulse. I have made full tkinter python calc GUI apps for all this. It’d blow people’s minds how far I’ve gone. There are more BS parts for the krx1000 versus anything I have ever dealt with KAWASAKI wise I have the complete fix. TUNE! FUEL! CLUTCH! AND IT ALL COST LESS THAN 400.00 total. ADD 35s and you are DONE! Whenever your ready to fix that junk you have for a real tune to see REAL gains. Let me know. I’ll send an ecu. If you don’t see gains. SMASH it with a hammer on camera and cost me 1200.00. That’s how confident I am. I’ve done all this already. And if you want to analyze the Dynojet tune. I will send it to you in unlocked binary form. Go ahead and Disassemble it in Ghidra. Which is a USA government NSA program to trace all flow of functions of Binary files. DJ It’s even a corrupt dead end file. Thanks for using your brain. Double High 5 from me.
@@VFORCEJOHN thank you John! This is great info and definitely agree there are tons of bogus mods for these. I’ve never had a rollover valve and won’t ever either for the reasons you said. Keeping the fuel filter clean keeps these engines happy. Many want to ditch the stock filter when it gets dirty and go with the Teryx “high flow” one. There’s no need if you keep the stock one clean plus the stock is a better filter. The filter on my machine is the original at 1800 miles it still supplied more than enough fuel. I’m gonna change it soon but it’s still clean probably because I don’t have the rollover. I would love to test your tune for a video and get rid of the dynojet. I’ve heard a ton of good things about your tune. I will send you an email. Let’s make it happen!
I'm not an expert by any means but you only tested the flow of the injectors and not the distance the fuel has to travel and the timing of the valves. Is it possible that the some of the fuel for the number 2 cylinder is left in the rail when the valve closes. Like I said, I don't know and thought it might be a legitimate question. No hate on my part, love your content and will continue to subscribe.
@@toddschutz5371 we ran the stock setup at max capacity. Stock fuel pump running and both injectors open. The fuel is traveling the same path as it would be running except instead of it getting shot into the intake plenum it was collected. The only way fuel is left in the rail is if the injector doesn’t open or there’s not enough pressure. if the valve is closed then the fuel would be sprayed into the intake plenum still. The timing of the injector opening is in the tune so it’s possible that that is where it’s running lean on some machines. Good question though!
@rebelsoffroad I truly appreciate your response, like I said I'm not an expert in any way, shape or form. I was just trying to understand more since I have a 2021 KRX Tail Edition and am planning some mods. Thanks for the response. Love your content.
@rebelsoffroad off the subject question for you. I live in WV and my rig is street legal. Any suggestions on a street tire that is good wearing and good in the snow. 32x15?
as long as the fuel pump is doing its job, correct pressure and flow, it does not matter where the inlet is
I agree
Exactly the failing point of this machine. Same as the Brute 750. Mule, Teryx 750-800. But do you know why they don’t eat motors. CLEARANCE!!!! .004xinbore. KRX is BAD!!!! .0015ximch If bore.
Kawasaki is doing this intentionally to stop windage do the intake.
I know how this company thinks I’ve dealt with the professional race program before the japs shut it down in 2015. MANY years in a row everybody out west got the podium short course, loors, BTD, Baja 250-500, whatever. when they did my own tune and cvt setups. Imagine a Teryx 750 and 800 being Undefeated. Because this is the crap that I do for a living I analyze every possible aspect
I know the exact flow rate of the Oem pump assembly when it begins to inhibit performance. (That’s next project for rebel-boy to solve with basic math)
If they remake myth busters your the guy great video
@@whiterhinooutdoors4572 thank you!
@@rebelsoffroad I was gonna buy one them thanks
as someone who has done the fuel rail mod, i can 100 % say there isnt any difference in the stock and the center dump. the fuel pump sends a singular amount of pressure to the fuel rail as a cosntant, the only thing is both fuel injectors are never open at the same time during operation. these engines run a 180* timing offset, when the 1st injector opens and closes, there are about 90* of engine rotation that occurs between the injectors firing. with the fuel pump supplying pressure the whole time it has plenty of time to refill and pressurize the rail between duty cycles. IMOP the reason #2 melts down is because of external heat soaking back into the cylinder. #1 has a side that is open to "fresh air" while #2 is sandwiched between #1 and the header, with the muffler kind of behind it. kind of the same principle of #1 being cooler on a v-twin. sorry for the long winded thought, but this is just what i was thinking.... btw Im fixing to start my roll cage, so be ready for the messages with questions coming lol
@@RyanMcdonald-y9e this is some great insight. And it’s a good theory about the heat soak. I hadn’t really thought about it that way. I agree the injectors are never open at the same time but the fuel pump surprisingly (or not) was able to keep up even with them both open. I’ll be ready for the questions!
@RyanMcdonald-y9e so then do think running an after market exhaust will help cool it down because it won’t build as much heat or am I wrong on that?
i run the mbrp exhaust on mine, it seems to run a little cooler, also less heat soaking into the cab. but I would recommend giving vforcejohn a call for a tune tho. in my opinion I wouldnt deal with the dynojet pv3, but I did just have a bad experience with mine.
@@jordansranch heat. it’s the tune. Plain and simple. Heat burns off emissions. Kawasaki barely passes emission testing the way it is and the fact that they already built the KRX header to insert another catalyst inside of it. Which is the way euro 6 emissions are on the 2026 yes 26 KRX with the newest 21175-2093-2094 ecu. It’s not even released just yet and I know everything about it. Far more restricted than the 1482-1958 ecu configuration now.
Any news on the trans being covered by Kaw?
@@cathywachter8165 not yet! Still waiting on the dealer to get to it
Kaw just covered my 2020 including new rear axles, 6 weeks at the dealer, they were in no hurry, still dont know for sure if the jump out of high is fixed going to Coalmont, Tn this weekend to see how it works.
@@larrygaal4808 awesome! Kawasaki sure seams to stand behind their product
BRAVO!!! Congratulations for figuring things out by using your brain, and a little bit of basic common sense.
I have been telling everybody this all along. It’s just a hoax.
Your fuel pump can only supply to the rail what the line is flowing/supplying to the rail (which has never been changed) nor upgraded and if you do an absolute flow test without the injectors in there you’re going to see absolutely no change versus the factory braille.
Rail and line is also the same size rail Polaris turbo. It’s easily capable to flow enough for 235-240 motor hp at 3 bar. Or 43 psi.
the HUGE problem is the fuel pump because the fuel filter gets clogged as well as the upper hidden fuel filter. FOR THISE USING ROLLOVER VALVES. they block the pump 70% faster than a sealed pressurized system. Think of a balloon. How much dirt does a balloon get on the inside of it if you carried around on the trail for a year straight. ZERO!!!! now let it breathe in and out every time you hit a bump. rollover valve = fuel tank DIRT VACUUM.
It is just a simple as that. I have fixed thousands of people who got suckered. Same as you have with Bogus mods. But you’re starting to see the light.
Every VFORCEJOHN customer can relay this exact information to what I have told them. I’ve built 5/8 line and rail setups. Zero injector flow improvement vs stock.
Injectors flow 52-55% duty cycle stock. Dynojet 59.5-62. VFJ 68-73% duty cycle or a max PU/ms@11.5milliseconds per pulse. I have made full tkinter python calc GUI apps for all this. It’d blow people’s minds how far I’ve gone.
There are more BS parts for the krx1000 versus anything I have ever dealt with KAWASAKI wise
I have the complete fix.
TUNE! FUEL! CLUTCH! AND IT ALL COST LESS THAN 400.00 total. ADD 35s and you are DONE!
Whenever your ready to fix that junk you have for a real tune to see REAL gains. Let me know. I’ll send an ecu. If you don’t see gains. SMASH it with a hammer on camera and cost me 1200.00. That’s how confident I am. I’ve done all this already.
And if you want to analyze the Dynojet tune. I will send it to you in unlocked binary form. Go ahead and Disassemble it in Ghidra. Which is a USA government NSA program to trace all flow of functions of Binary files. DJ It’s even a corrupt dead end file.
Thanks for using your brain. Double High 5 from me.
@@VFORCEJOHN thank you John! This is great info and definitely agree there are tons of bogus mods for these.
I’ve never had a rollover valve and won’t ever either for the reasons you said. Keeping the fuel filter clean keeps these engines happy. Many want to ditch the stock filter when it gets dirty and go with the Teryx “high flow” one. There’s no need if you keep the stock one clean plus the stock is a better filter. The filter on my machine is the original at 1800 miles it still supplied more than enough fuel. I’m gonna change it soon but it’s still clean probably because I don’t have the rollover.
I would love to test your tune for a video and get rid of the dynojet. I’ve heard a ton of good things about your tune. I will send you an email. Let’s make it happen!
I'm not an expert by any means but you only tested the flow of the injectors and not the distance the fuel has to travel and the timing of the valves. Is it possible that the some of the fuel for the number 2 cylinder is left in the rail when the valve closes. Like I said, I don't know and thought it might be a legitimate question. No hate on my part, love your content and will continue to subscribe.
@@toddschutz5371 we ran the stock setup at max capacity. Stock fuel pump running and both injectors open. The fuel is traveling the same path as it would be running except instead of it getting shot into the intake plenum it was collected. The only way fuel is left in the rail is if the injector doesn’t open or there’s not enough pressure. if the valve is closed then the fuel would be sprayed into the intake plenum still. The timing of the injector opening is in the tune so it’s possible that that is where it’s running lean on some machines. Good question though!
@rebelsoffroad I truly appreciate your response, like I said I'm not an expert in any way, shape or form. I was just trying to understand more since I have a 2021 KRX Tail Edition and am planning some mods. Thanks for the response. Love your content.
@@toddschutz5371 no worries! I’m glad to help and really appreciate the conversation 🤘🏻 thank you!
@rebelsoffroad Hey bud, nothing that I questioned was meant to be disrespectful, thanks for the info, much love from my side.
@rebelsoffroad off the subject question for you. I live in WV and my rig is street legal. Any suggestions on a street tire that is good wearing and good in the snow. 32x15?