WARNING THIS MODIFICATION CAN VOID MANUFACTURE WARRANTY.

REMEMBER TO DISCONNECT BATTERY

READ WARNING LABEL ON R&D INSTRUCTIONS

These instruction pertain to the 07 250X model as the 08 250X models have changes that effect the instillation and parts needed to complete the Kit.

Lets start this off with a simple explanation of an issue I am experiencing. My Ultra motor is showing symptoms of excessive blow by from the pistons. This issue is showing evidence of carbon and gas contaminate in the oil source.

The root of this issue can be traced back to my 15F when I put under a Vortec Super Charged load. It was not as severe as I am experiencing with my Ultra but still it was a small issue.

I personally have had a long drawn out journey in trying to figure out why my oil management has been such a issue. This high level of gas contamination is rising the oil to a level that is being blown out the motor and into the I/C.

The best that I had found was that lowering the oil level aided in prolonging this effect from happening but before long the oil level would once again rise with gas saturation. It’s this gas that thinned my oil and again would blow out the motor through the catch can. Several times I had to clean my intercooler. Several times I had to change my oil and filter. I tried to work every angle I could find about oil, PVC systems, Catch cans, and modifying stock parts but nothing change the effect of the problem.

All my efforts led me to believe one common conclusion. The volume of vapor passing through the engine seems to be obstructed and causing rased crank case pressure. This obstructed volume could possibly cause back pressure on the piston and the rings may not operate to its full potential.. Without the rings expanding and seating to the cylinder wall, they cannot do as they were designed to do. I believe it could basically come down to lack of adequate ventilation of the crank case were the blow by accumulates. This accumulations of blow by contaminates can settle into the oil.

So this is what I have been working on and have found to be true.

First Kawi diagram is of the 15F case. Notice how the breather can has two entry points from the case but only one exit. Notice the pink circle area. This case vent sits higher then the lower breather point. A higher breather point reduces the effects of oil being pushed out the lower breather point.

This higher breather section is not on the 250 because the SC covers that area. The lack of this higher breather point is now demanding that all the case pressure be pushed down into the oil reservoir breather and possibly pushing the oil out.

Second diagram red number two is the port that on the 250 has a plug in it. See second diagram and look at the #5, it shows a plug that plugs the side ventilation port. These diagrams are correct but the Ultra 250 X Service manual shows different and is in fact wrong. Page 6-32. What is correct is page 4-15 Breather Case Removal.

Notice on the third diagram I put a red tube with grey filler to show the missing higher breather tube. The blue arrow on all three diagrams are the only case vent in the entire crank case on the 250 platform.

The pic above shows how the green ventilation box allows vapor or blow by to exhaust up the pink tube into the valve cover, from there it travels across to the blue tube into the red catch can on a 250 Motor. Oil would collect in the can and drain down the light blue tube while gas vapors would travel out the yellow tube to be burned by the motor. Good idea but that ain’t whats happening.

What seems to be the issue is excessive crank case pressures. This excess seems to not allow the rings to seat properly. This excess blow by is caring alot of gas, carbon and heat into the case area. All this ventilation is supported by only one little port from the case that my pinky cant even fit into. So with a low breather point close to oil level and high amounts of blow by from the pistons you run the chance of oil being pushed out the engine. This poor ventilation is trapping the blow by contamination in the motor to be collected by the oil moving around. Without the high ventilation point the motor is restricting and obstructing the expel of those gases therefor enabling it to becoming a liquid again.

Ok enough of what seems to be the problem and lets talk about what is the closes thing to a complete fix.

Talking with Bill Chapin it was clear I was on to the issue but far off as to a fix. It comes down to relieving the crank case pressure in a matter that will capture vapor before it can cool and condensate in the motor thus becoming a destructive element of the oil. Crank case pressure is caused from normal blow-by past the pistons.

A pic of the kit.

A pic of the 2007 breather box opened up. Notice the poor quality of the contents. This is the collection point with only one way out up to the valve cover. Heavy content drain back into my oil pan.When the motor is under load this single port is the only relief for the crank case.

A pic of the breather box with the R&D Mod install. Two additional breather points added to the case along with extra volume to reduce breather case pressure. This extra volume and additional exit points allow for much lower crank case pressure because of the greater evacuating ability of the new breather case.

This unit has the optional second line installed into the breather case, see pic below. This secondary line is completely optional  and not needed on stock motors. I chose to install the second line because I opted to install the R&D Pulley Kit. This second line allows for additional ventilation which is recommended for S/C pulley modifications.

Theses two lines run back to the new separator can that attachés in conjunction with the OEM catch can. Also notice the 4 missing bolts in the ventilation case? These are the only ones you need to remove to get the breather off the crank case. This will minimize the chance for dropping bolts but you still wanna tuck a towel under your work area as bolts easily role under the motor and become a huge pain to fish out.

Here is a pic of the vent can addition shown as demo on the Intercooler.

This following pic is a side shot of the location of the crank case ventilation can. The pink “B” is the item you are looking for under the exhaust system.

Notice the routing of the installed can and tubbing over the S/C

As you can see from the above pic, I  removed my exhaust system. Seems hard but it was pretty simple after getting into it. Instead of completely removing the manifold I opted to flip it up and over the top of the motor. This install can also been done without removing the exhaust. I have done several by just removing the SC air intake tube. Just be sure you add towels under work to avoid dropped items from rolling under motor.

I will admit that I opted for a easy way out of removing one bolt that proved to be difficult. See pic below. I can assure you that this damn bolt will never give me and issue again. lol

Really though there is a tool that will help get to this difficult one but I chose this option about two in the morning when I noticed a paddle bit laying on the floor. At the moment it seemed like a perfect idea. Ahhh dont kid yourself, Im not a bucher. I did this to show exactly were the bolt is hidden and rough location.

Breather case mod installed.

Once I had the breather kit installed onto the side of the motor, I ran the two tubes up around the charger and into the top collector can.

Notice the two tubes coming into the extra can heading down between the charger and the exhaust manifold.

So now I must get into some of the out comes of my testing to date.

Install was a bit of a chore. Not bad but does take some time to do it correctly and completely. I opted to re-use my exhaust gaskets along with a thin layer of 1211 Threebond. No problems with them at all. I will warn and strongly stress the importance of using towels in the bottom of engine to avoid dropping bolts that role under the motor. TRUST ME.!

1-Testing has shown a gain of 40 RPM max. What was noticeable was the rapid climbing in RPM’s. As if the motor was not lagging or taking as long to reach max RPM. Bill refers to this as relieving crank Case pressure which allows the piston to move freely.

2-Testing has shown an dramatic drop of gas in oil. Oil sample is still waiting for results but definitely a drop in smell and oil levels are not rising as they were without the kit.

3-Oil regurgitation has stopped. This is now keeping the gunk out of my I/C

4-Oil changes have been dramatically dropped. Still in race application I am changing way before needed but that is standard procedure in most race engines.

5-Water is being removed from the crank case as it is found when draining the piggy back tank. See photo below. This photo shows 140cc of gas and gas combination pored from my piggy tank after running 25 gals of fuel during the 07 APBA National. “Extremely hard Racing”.

Now before I can say that this resolves all issue pertaining to oil an gas, I must add a factor that seems to be a probable factor in a non-successful result. I strongly recommend that a proper Leak-Down and Comp Test be completed as to eliminate blow by issues caused by a complete ring failure. No amount of kit can handle the effects of a complete ring failure. So please find a way to ensure that all other issue are not a factor in the performance of this new kit.

For those who assume its a band aid to a ring issue. Please keep in mind that every engine has blow-by and this amount is expected to be greater in blown motors. The issue is the lack of case ventilation so even if a better set of rings were installed the issue of rising crank pressure will be a issue. R&D has given us the instruction to post here as the instruction I give are not all that complete but more of an overview.

See link below for a copy of the R&D instructions on this kit.

rd-casevent-mod.doc

UPDATE For 2008

For 2008 Kawi did a change on the ventilation system that seems to working well on stock set up. See Kawi Diagram below to see the change in the vent routing.

Kawasaki opted to remove the vent box and straight line the vent path to the valve cover. They also opted to increase the size of the case port to a larger diameter. First pic below is the 07 port, second pic is the 08 port.

This change has made using the R&D vent kit a bit more work and money.

So I did some testing and found that in stock form the additional venting was not as important but when adding boost the stock ventilation was not adequate.

So I opted to go and install a 07 stock breather case along with the R&D Ventilation Kit to my 08.

Stock parts needed.

92192-3778 =  $4.64

92005-3741=  $7.18

14091-3761=  $41.14

92071-3839=  $2.97

92066-1035=  $5.10

32099-3848=  $57.06

Total stock cost of roughly $120.00

These items along with the R&D kit will consist of every part needed to include the bolts. The only mod you will need to do is drill out the breather case box with a UNI style bit to 7/8. See pic below.

Here is the the oversize hole in the vent case to fit the larger case port.

Once you get it all clean off then install the stock grommet into hole. It will fit extremely loose in the opening.

At this point you can install the back half into position one the port case of the motor. Use a small amount of silicone around the rubber grommet to help with sealing. Now you can install the R&D spacer and front cover of the Vent box. Its not that easy but can be done. With this set up on my 08 with Pulley kit I have found that the vent system from R&D works even better as the case port is larger and the vent system is working in conjunction with the extra case ventilation.

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