KAWA FR541V - top end bobbins (rocker assembly)

[KrashnKraka]

Hello fellow small engine enthusiasts.

My query seeks more of opinion or feedback on similar experience.
I am full bottle on how to go about repairs if necessary.

This engine has better than 200 hours up with regular general
servicing and cleaning of airways, stator face and engine body.
As noisy in the top end as these alloy V-Twins are the change
in rattle vocals was noticable recently when the machine
running at walk speed (travelling, deck disengaged) gave a jerk
as the engine dropped a cylinder off.
Investigation shows one fixing bolt for one rocker set lying
in the tappet cover, in company with the rocker arm.
The arm was twisted out of shape with the adjustment collet
displaced.
Both pushrods remained in their relative engine cathedrals,
one dislocated from it's rocker and slightly bent, the other
bent twice, each bend at the extents of the rod.
Workshop repairs were made with that cylinder made functional.
The motor now runs fine, power wise and vibration free, however
considerable amounts of burnt oil are apparent from time to
time and there is a discernable small end rattle on idle speeds.

In making good the cylinder operation the other rocker fixing
bolt was checked for tight and reseated anyway.
My question is... is it an expected general service item to remove
covers and valve assembly in checking this bolt for tight?
And, if not... then how is it this fixing design is used in expectation
the bolt will remain as it was fitted at factory?
Is this a Kawasaki thing or is the design widely used in the
newer small engine?

.... apologies for the detail

KK

 

[motoman]

KK, If I follow I would comment on experiende with the Briggs top end . They used locktite on valve top end parts ( blue, I think). Did you see any some places ,but not in the failed part?

 

[KrashnKraka]

KK, If I follow I would comment on experiende with the Briggs top end . They used locktite on valve top end parts ( blue, I think). Did you see any some places ,but not in the failed part?

Threadlock AND torque wrench install would be the bare minimum requirement I would think.
NO, not a sign of anything more than a torque wrench install at factory.

KK

 

[KrashnKraka]

Re: KAWA FR541V - top end bobbins (rocker assembly)--news today

Hello fellow small engine enthusiasts.

My query seeks more of opinion or feedback on similar experience.
I am full bottle on how to go about repairs if necessary.

This engine has better than 200 hours up with regular general
servicing and cleaning of airways, stator face and engine body.
As noisy in the top end as these alloy V-Twins are the change
in rattle vocals was noticable recently when the machine
running at walk speed (travelling, deck disengaged) gave a jerk
as the engine dropped a cylinder off.
Investigation shows one fixing bolt for one rocker set lying
in the tappet cover, in company with the rocker arm.
The arm was twisted out of shape with the adjustment collet
displaced.
Both pushrods remained in their relative engine cathedrals,
one dislocated from it's rocker and slightly bent, the other
bent twice, each bend at the extents of the rod.
Workshop repairs were made with that cylinder made functional.
The motor now runs fine, power wise and vibration free, however
considerable amounts of burnt oil are apparent from time to
time and there is a discernable small end rattle on idle speeds.

In making good the cylinder operation the other rocker fixing
bolt was checked for tight and reseated anyway.
My question is... is it an expected general service item to remove
covers and valve assembly in checking this bolt for tight?
And, if not... then how is it this fixing design is used in expectation
the bolt will remain as it was fitted at factory?
Is this a Kawasaki thing or is the design widely used in the
newer small engine?

.... apologies for the detail

KK

In giving my post a bump I bring this news to the table.

In less than 5 engine hours maybe 3 mowing the other
cylinder lost power. Investigation shows the exhaust
valve rocker set to have repeated the fault detailed in my post.

The construction used is junk. Period.

I strongly advise those whose engines (any brand) use this construcrion:

http://tinypic.com/r/r1mrly/8

...to immmediately get that bolt locked down.
I used this method:

http://tinypic.com/r/zo6omg/8
http://tinypic.com/r/2gwho53/8

...however even a HT set screw and star washer is an improvement
over the manufactured design. Add threadlock(Locktite609).

And believe this... the bolts in place have a smear of what
appears to be silastic, yes SILASTIC(!!!!), on the last thread.
Now "planned plant obsolesence" allowed for there is "cheap", then
there is "cheap and nasty".
This construction surpasses all levels to reflect STUPIDITY!

According to the website these engines are USA built...another
reason I went with the purchase of the mower.
Now one has to wonder if the plant hires out of the simian enclosure
at the local (Maryland) zoo!

The engine is operational again, burning oil like the bejesus the
service life of this engine is done... well before due.
I am sure Kawasaki and their 'agents' are well aware of the problem.
I am also sure I am not the only one Ripped Off!

Wright walked away from Kawasaki. Time to join the stampede?

KK

 

[motoman]

Hmm...you have painted what I have experienced from Briggs...It is discouraging to hear your experience with Kaw as I am prepared to stampede TO Kaw if my babied Intek ever fails (again).
Yikes,a star washer is almost useless IMO , except for ground lugs. I did visit my local Kaw dealer and discuss the valve train wherein he advised there are problems with pushed guides on the so-called commercial engines, another bit I did not need to hear. A Kaw engine which cannot live well @ 3000 rpm is depressing in view of the "corporation's" products including the 300 hp , supercharged 60 inch bike. But it is a long way to the assembly line which produced your engine. It sounds irrelevant to many readers , but quality systems can make or break a mass produced product. I think Briggs did not control the head alloy of the one cylinder which failed on my Intek. Consumer risk for price point product. Got any oil and surface temps you have taken?

 

[KrashnKraka]

Hmm...you have painted what I have experienced from Briggs...It is discouraging to hear your experience with Kaw as I am prepared to stampede TO Kaw if my babied Intek ever fails (again).
Yikes,a star washer is almost useless IMO , except for ground lugs. I did visit my local Kaw dealer and discuss the valve train wherein he advised there are problems with pushed guides on the so-called commercial engines, another bit I did not need to hear. A Kaw engine which cannot live well @ 3000 rpm is depressing in view of the "corporation's" products including the 300 hp , supercharged 60 inch bike. But it is a long way to the assembly line which produced your engine. It sounds irrelevant to many readers , but quality systems can make or break a mass produced product. I think Briggs did not control the head alloy of the one cylinder which failed on my Intek. Consumer risk for price point product. Got any oil and surface temps you have taken?

Not happy to hear that about valve collets, another area one
could go cheap on and blame failure on poor oils, overheating....etc.

You have touched on the point of my going public with what
I found. I would be very surprised other manufacturers are not
going down the same road in cutting manufacture cost.
Like...
It takes 500ms for a monkey to wipe some silastic on a thread.
It took me an hour to build my keeper tabs, a day to think about it.
Fitting the idea in Maryland would turn 500ms into maybe 5min and
require skill training.

Oil and surface temps?
I will now, on my new engine... thanks to a post I read here on
the topic. My experience with aircooled is limited to 60HP Duetz
engines. Never owned a Volkswaggan... never did the Woodstock
scene neither.... heh heh

KK