Lately I've been looking into this. I went ahead and dropped the head out since everything has to be taken off anyway to be frame swapped and have been trying to see what can be done for power. Porting is a definate must. After inspecting the head best that can be w/out splitting it, I believe a huge increase could be made there pretty easily. Much more so than an exhaust. Cams are a must too. Especially exhaust and intake if ported.
Somebody else may have already noticed this but if you compare correct aerodynamic to the "pockets" on the head you'll notice that the design actually is restricting airflow due to the difference in velocity of the flow, especially out the exhaust chamber. I'm not sure what could be done to fix this other than trying to shave off excess material.
Secondly is an idea I've been throwing around since I first saw how the KFX's intake and EFI setup was done. I used it in comparison to a Dale's and some of the great ideas the R&D guys on those sites have made for them that I think will benefit a KFX quite alot. It's deriven from a past idea and modified for this application. I can't get started on it until next week though due to frameswap and that I can't take the quad back home until the dealer reassembles in full and has running to test it. Then it'll come back and apart to work on these projects. I've stayed away from actually doing many projects and instead learned from some great people, studied every manual/book I could find, and talked w/machinests, engine builders, etc. I have done basic work on some machines and given a few successful shots at porting recently and want to see what can be done to wake up a KFX. In the coming weeks I hope to have dyno graphs up w/the increase over stock and whether it works or not. Until then we'll see what the pro builders come up with as I believe this quad has enormous power potential after seeing the stock head/intake setup.
Lets just say the secret is something that I'm sure others have thought of or are already working on. We'll see what happens. If it doesn't work then I'll flatout say it. But if the dyno shows a good increase then it'll be a go. Nothing will be claimed until I have a dyno graph to prove/deny the hopes.
Somebody else may have already noticed this but if you compare correct aerodynamic to the "pockets" on the head you'll notice that the design actually is restricting airflow due to the difference in velocity of the flow, especially out the exhaust chamber. I'm not sure what could be done to fix this other than trying to shave off excess material.
Secondly is an idea I've been throwing around since I first saw how the KFX's intake and EFI setup was done. I used it in comparison to a Dale's and some of the great ideas the R&D guys on those sites have made for them that I think will benefit a KFX quite alot. It's deriven from a past idea and modified for this application. I can't get started on it until next week though due to frameswap and that I can't take the quad back home until the dealer reassembles in full and has running to test it. Then it'll come back and apart to work on these projects. I've stayed away from actually doing many projects and instead learned from some great people, studied every manual/book I could find, and talked w/machinests, engine builders, etc. I have done basic work on some machines and given a few successful shots at porting recently and want to see what can be done to wake up a KFX. In the coming weeks I hope to have dyno graphs up w/the increase over stock and whether it works or not. Until then we'll see what the pro builders come up with as I believe this quad has enormous power potential after seeing the stock head/intake setup.
Lets just say the secret is something that I'm sure others have thought of or are already working on. We'll see what happens. If it doesn't work then I'll flatout say it. But if the dyno shows a good increase then it'll be a go. Nothing will be claimed until I have a dyno graph to prove/deny the hopes.
