How often should a Kawasaki 550 jet ski be modified?
In fact even among racers, 550 modifieds with lots of bottom end power, and just reasonable top end, are always more desirable. Besides, the high rpm 550 engines used by the sponsored pro racers will typically get a new crankshaft every 25-30 operating hours. No recreational rider can afford that.
Are there any performance problems with a Kawasaki 550?
The next biggest performance problem is the lack of peak water speed ability compared to all other crafts. Making good increases in the acceleration and peak speed of a 550, without hurting reliability, is not difficult.
What kind of manifold does a Kawasaki 550 jet ski use?
Both Hammer kits yielded the best low end and mid-range power using the Coffman “Climax” pipe (fits on ’86-’93 550 manifolds). If you intend to use a 440 style manifold/pipe combo, we recommend only the Coffman “Classic” pipe and manifold. The Coffman systems have been designed specifically for the 550.
How often does a Kawasaki 550 reed engine need to be changed?
Besides, the high rpm 550 engines used by the sponsored pro racers will typically get a new crankshaft every 25-30 operating hours. No recreational rider can afford that. DESIGN WEAKNESSES – The 550 reed engine has a few inherent design weaknesses.
In fact even among racers, 550 modifieds with lots of bottom end power, and just reasonable top end, are always more desirable. Besides, the high rpm 550 engines used by the sponsored pro racers will typically get a new crankshaft every 25-30 operating hours. No recreational rider can afford that.
Are there any problems with a Kawasaki Jet Ski?
Kawasaki Jet skis are know to have issues with their round body carbs. They are difficult to tune and give many people many issues. The Jet ski Carb for the 550 Jet Ski is a Mikuni 38 mm Carburetor. The main problem comes from their setup. Standard Carbs have a only a high and a low needle for idle adjustments and high RPM.
The next biggest performance problem is the lack of peak water speed ability compared to all other crafts. Making good increases in the acceleration and peak speed of a 550, without hurting reliability, is not difficult.
Both Hammer kits yielded the best low end and mid-range power using the Coffman “Climax” pipe (fits on ’86-’93 550 manifolds). If you intend to use a 440 style manifold/pipe combo, we recommend only the Coffman “Classic” pipe and manifold. The Coffman systems have been designed specifically for the 550.