KawasakiTrax Community
General Category => General Discussion => Topic started by: sxrsist on January 23, 2017, 08:15:21 AM
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MY 4/6 CYLINDERS ARE JUST A BIT TO SCORED, MAKING 100 PSI ON ONE SIDE AND 110 PSI ON OTHER. ITS JUST A BAG OF GARBAGE DOWN LOW AND HAVE TO COAX TO GET GOING.RACES ARE IN 6 DAYS AND I HAVE A NICE SET OF REGULAR INVADER CYLINDERS I COULD USE.I ASSUME THE DUAL PLUG HEADS WOULD BOLT RIGHT ON ALSO? WOULD THE BE WORTH DOING ? IM SENDING OUT MY 4/6 TOP TO RENIK BUT BE TWO WEEKS. ALTHOUGH ONE INVADER CYLINDER HAS A BROKEN STUD IN IT. ANY IDEAS HOW TO REMOVE?OOPS! Didn't realize i was yelling
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Invader cylinders should work fine. I've not tried it but see no reason for it to not work?
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They will work, but expect a noticeable performance decrease.
I have a NOS 4/6 cylinder for sale if that helps.
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should work well....interesting to see the performance difference.....70 hp stock invader, plus 3 for dual pipes....1 or 2 for quad plug....77hp stock 4/6 as I recall.....
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They will work, but expect a noticeable performance decrease.
I have a NOS 4/6 cylinder for sale if that helps.
was going to buy yours till i found out i can renic the pair of mine for 425.00 fotr the pair. they say nikasil way touger then chrome thats my plan
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not sure the 4/6 heads will work as the firing of the plugs may make things worse. I would wait for the right parts and then go from there.
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4/6 heads will work fine on Invader jugs. Lots of Liquifire's running around with 4/6 heads
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should work well....interesting to see the performance difference.....70 hp stock invader, plus 3 for dual pipes....1 or 2 for quad plug....77hp stock 4/6 as I recall.....
My thoughts exactly. Only difference I can see is the extra two small transfer ports. And the 80 Ltd was 4/6. I bet would be a very small difference
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I was going to use 4/6 heads on an invader motor but I scored a 4/6 jug at Waconia, last piece I need for a 4/6 top end so if std invader pistons work that's the new plan....
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You will have to check and see if the ring gap crosses a port in the cylinder. Some of the aftermarket Invader pistons will work on a 4/6, some won't. Seems to be a difference in the production run of the pistons.
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the spi i got clear the 4/6 but just barely
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I have heard you may be better off with invader heads on 4/6 cylinders. Grind the transfer port webbing out in the top half of the crankcase. Very few engines have that web, including the 81 -82 LTD. I am not convinced that quad plugs is any real advantage.
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The weekend of the Waconia ride in with the Kawasaki R&D guys there and the discussion turned to quad plug engines. It turns out that the aviation market was a big part of the reason for the quad plug ignition, aka ultra lights. The quad plugs engines are much less likely to fail and fall out of the sky. Performance was part of the reason but not the main reason----if I heard correctly.
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The newer Arctic Cat 800 2-strokers have dual plug heads. It's the first newer sled I've saw with dual plug heads. There's gotta be some advantage to it...
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I think some modern aircraft have dual complete ignition systems, if 1 fails it still runs....dual plugs are intended to increase timing but maintain a smooth flame front as I recall.....very small gain imo
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All small air crafts must meet guild lines dual ignition the reasoning is if a coil or spark plug goes bad your engine still runs same for trail riding & racing, the dual spark is not the hottest spark but more dependable is what we were told
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https://www.snowtechmagazine.com/why-twin-spark-plugs/
Why Twin Spark Plugs?
Long-time Arctic Cat riders have correctly pointed out that the new Arctic Cat 800 and 1000 laydown 2-stroke engines are not the first Arctic Cat power plants featuring two spark plugs per cylinder. This feature was also found on some of the Kawasaki-built engines from the early to mid-1970s, but for very different reasons.
Thirty-plus years ago Arctic Cat used the technology to reduce fouling because of the inadequate magneto ignition systems used at the time. Today, ignition systems are far more powerful, and plug fouling is far less frequent and, for all practical purposes, a faded memory.
Improving the fuel efficiency and reducing the engine emissions was the catalyst behind Arctic Cat’s redevelopment of twin-plug technology for the release of the big bore engines in 2007. At lower rpm, there is less turbulence of the fuel/air mixture in engines like the 800 and 1000.
Less mixture turbulence in the combustion chamber results in incomplete burning of the mixture, which means less than ideal fuel economy. By using two spark plugs that fire simultaneously, engineers achieved more complete combustion at low rpm (there is minimal effect at higher rpm because of the greater mixture turbulence). The latest system also incorporates sequential firing, with all of the ignition’s spark energy going to the pair of plugs (and cylinder) that needs it.
Dual sparkplugs per cylinder were just one of the technologies Arctic Cat employed to reduce emissions and improve fuel economy. With tighter emission regulations now only two model years away, look for this trend to continue.
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All piston aircraft I have been around do have 2 complete ignition systems including the magneto and plugs. One pre-flight check with engine running is to switch from ignition-1 to ignnition-2 to be sure they both function properly, then switch to both for flight. There is a very noticeable loss of rpm and smoothness of the engine when running single ignition with one plug per cylinder.