I'm alittle confused when you say "Clutching is Horrible". From what I have read,and heard the power is immediate,and it throttle responce is eccelent. So what would after-market clutching do to make this better??? just curious.

Or, are you saying you believe the "lack" of topend is do to clutching?? I think Kawi had to choke the topend down with PIPE,and CDI. cause they couldn't do it with gearing. JMO.





BIggerisbetter.

 

Dirt wheels isnt exactly a good place to compare bikes.

 

HEY Kevin how did you learn so much about autos, did you go to colledge and if so which one

 

You might wan to give John Force a call.....he will probably go LOTS faster in 1/4 mile with a Chain (it would have to be pretty large though [img]i/expressions/face-icon-small-smile.gif[/img] ). I suppose you are shifting faster than a CVT?

 

Riznaptor...have you rebuilt your Rappy tranny yet?

 

April-Fools

 

Probally the best reply about any of the whos-whos faster arguments. Given the proper environment the most suitable quad will shine.

 

Big Black,

April-Fools[/quote]


I agree, it's a horrible trick that Kawasaki has pulled on the competition!


Just kidding, as long as we all ride and have fun, who cares?

 

I've got a 400 Scrambler that is clutched correctly. If any of you could ride the Scram, you would quickly realize what an auto should feel like. The Scram shoots out like its been shot out of a slingshot with the front wheels coming about a foot off the ground and staying there. The 700 is clutched similar to a stock 500 Scrambler. Instant engagement means the front-end is going to come up every time. A little stall added will let the RPM's build up and give you a little tire spin and a much better launch instead of pulling a huge wheelie every time, plus with the RPM's already up you will be in the peak power range much quicker. If you have to feather the throttle on an auto to keep the front-end down, then you've just lost the huge advantage that an auto can give. The impression I kept getting with the 700 all day was that they've put a stall converter from a 6-cylinder firebird into a Z-06 Corvette. On a machine with this kind of torque, you want low engagement, not instant engagement.

To really get one of these to run, we're going to need a set of pipes that work in the mid and top range and then the clutching will have to be dialed in with a tach to compensate for where the power is made. When they are dialed in right, I think the performance difference is going to be huge.

 

I also had a trail modded Scrambler 400 2X4 with aftermarket clutching. It was greased lightning out of the hole but the belt tranny seamed to waste some power closer to top end. Not sure why but quads I'd blow away up to 40MPH or so would seam to keep even about then, not losing any more ground.

The Kawasaki is losing power in the tranny, losing power in the shaft drive, and pushing a lot more weight then a Rartor. If it stayed within 2-3 quad lengths then it was doing great. Kawi built a nice set up with the KFX.
An earlier post mentioned 8 HP gained with a pipe? Not likely. 4 strokes are hard to build big power with and it takes tons of dough. The KFX is basically the same cc as a Raptor, and uses 2 pistons half the size of the raptors. Twins can make more power then singles, but not in the RPM range the KFX is runnin.
Quoting "The KFX isn't a killer of anything" is probably true.
Still an impressive and different package. Lots to choose from these days. Buy what you want and have fun.