Kawasaki NInja 250 R (250R) 2008 Service Manual Repair Guide Download
Are you a lucky owner of a Kawasaki Ninja 250R and now is broken and it needs repair oe maintenance ? This Official PDF Workshop Service Manual Download is the sollution and is absolutely needed if you want to save a lot of $$$.
Engine Top End
Engine Lubrication System
This Kawasaki Service Manual has been produced by the manufacturer, so it offers the most accurate information available for your motorbyke including high quality photos and step by step instructions. You can’t find a more useful source of fix information and is written by the manufacturer especially byke model and needs, this manual becomes the most helpful source for you as a customer. All the information is well organized and helps you find in a very short time the information needed in order to succeed this guarantees that your repair will be done perfectly right.
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Printable Pages: YES
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BUY FROM US AND I GUARANTEE YOU’LL BE A SATISFIED CUSTOMER AND CONTACT US IF YOU HAVE ANY QUESTIONS.THANK YOU
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1970-72 OLDSMOBILE ADS: CUTLASS 442 DELTA 88 98 TORONADO VISTA CRUISER W30 RALLYE 350 HURST OLDS1970-72 Oldsmobile Ads and brochure pages along with some factory photos, a couple of factory sponsored drag cars, and a few magazine photos from these years where you will notice the Michigan plates dated 70-72. As with our 64-69 Olds ad video I can now spot at least two ads that were mistakenly left out: A variant of the blue 71 Vista Cruiser and an alternate red 72 Cutlass S from Ebony magazine. Regretfully some ads or pictures are lost or overlooked in shuffle from the photography to the uploading.
The closing shots shows John Beltz who was Oldsmobile's chief engineer in 1964 and one of the prime movers of the Toronado project. Beltz was promoted to Oldsmobile general manager in 1969 when Harold N. Metzel retired. Beltz passed away in 1972 from cancer. According to legend John Beltz and his staff led Oldsmobile through undoubtedly its best years and the Oldsmobiles from 1949 to 72 define Olds as the Rocket division of GM.
Beltz is posing with some experimental Olds engines mostly different 455 versions that never saw production.
Here are descriptions of these engines not neccesarily in the order of appearance:
1. The 0W-43 all aluminum 455 with 4 valve per cylinders, four overhead cam Weber engine. With a redline of just under 8,500rpm it was originally conceived for CAN AM racing. At 3,000rpm it put out 300hp and at 6,000rpm registered over 600hp. The top output recorded for this engine in the Lansing dyno facility was 700 real hp at 6,800rpm. Tests were run with both carbueration and fuel injection. The block was cast from Reynolds 356 alloy and fitted with pressed-in dry steel cylinder liners for the Forged-True 12.20to 1 pistons. Billet steel connecting rods by Carillo was used along with a forged steel crank. The engine weighed in at 50 pounds lighter than the production 455 motor! It was developed at the same time as the ZL-1 Chevy 427 motor.
2. The W-43 4 valve per cylinder 455 developed by JOHN BELTZ , LLOYD GILL , JOE JONES AND FRANK BALL. Rated at 500-550hp with a single Rochester Quadrajet on an aluminum manifold. Constructed with both cast iron heads and block and with aluminum-alloy block and heads 75 pounds lighter than the conventional 455 production engine. Engine featured four valves per cylinder with narrowed angles for a super efficient combustion chamber design, central spark plugs and could easily be adapted for chain for gear driven overhead camshafts. 455 engine had 4.625inch cylinder centers, a 4.125 bore and 4.250 stroke. Making use of the 3inch main bearings and 2.50 inch rod journals, the engine was fitted with a specially prepared cast crank fitted with SAE-1140 forged steel rods, forged 10.20-to-1 pistons which rode on Morraine 400 bearings. Four bolt main block boasted 2 additional 5/8inch drain holes. Four valve heads featured 1.750inch intake valves (SAE-8640 steel) with 22 degree stems and 1.375 exhaust (214-N stainless steel) with 15 degree stems, special Stellite seats, bronze alloy guides, o ring plug tubes, 14mm spark plugs, 3/8 inch pushrods and aluminum rocker arms. (Of all the experimental Olds engines, this one came the closest to production and there are photos of this engine in street gear. Ive read magazine articles from the early 70s citing these engines and the sadness of the Olds engineers of that time of how they would never be released.)
3. 455 dual turbocharged CAN AM ROCKET CHALLENGE. 659hp @ 6250rpm. 554lbs torque @ 6,250 rpm. Alloy block with 4 bolt mains. Forged steel crankshaft. Forged True pistons with 8.5 to 1 compression. 3inch main journals. 2.499inch rod journals. Carillo billet steel rods. alloy heads. 2inch intake valves. 1.625inch exhaust valves. Crower roller camshaft with 555inch lift and 320 degrees duration. Dual TRW-375-E-10 turbochargers with boost Wastegate 10and 1/2psi. Lucas fuel injection. Olds alloy intake.
Competed with big block Chevy Mclarens and Porsche Panzers in CAN AM racing circa 68-69.
So Olds was trying to bring four valve per cylinder engines into the market in the early 70s long before the 1988 QUAD 4 and the Cadillac Northstar V8 of the early 90s that trickled back into an Aurora V8. I can even remember reading about the QUAD 4 in the late 80s and the magazine articles mentioning these engines from the early 70s citing that the QUAD 4 was not the first 4 valve per cylinder Olds engine.