AFT carb claims aren't realistic.
No way they can get anywhere near a 70% reduction as long as they're are sending the fuel charge thru the crankcase and cylinder port on it's way to the combustion chamber. That means unburned fuel is still escaping out the exhaust port during the "overlap" period, which is the base problem that DFI resolves. If this worked, they'd have it certified by an independent lab. They won't even get close. What they've probably done is selected some particular situation, probably at an elevated rpm, when they briefly see a 70% reduction. But at low speeds and idle, where the problem is the worst, it would still be terrible. As far as retrofitting DFI goes, forget it. Way too expensive. New cylinder head, new fuel pump, injector rail, a complex computer replacing a cheap one, the intake manifold has to be modified to connect directly to the airbox (carbs would be removed), an altered oil injection arrangement, data pickups need to added, all sorts of wiring, etc. Way too expensive. PWC's depreciate very fast. No way somebody is gonna put this kind of money into a used machine unless it's strictly for racing. And there's no volume there.
It looks like Kawasaki expects owners to have problems with Ficht injectors (choose "Kawasaki" by brand, then "1100STXDI", then scroll down to instruments):
watercraft.com |
