Im old school, give me a carb on an engine! just my opinion have a blessed day folks

Very informative and helpful. Thanks Ed.

Your videos are smooth. You have mowing looking cool. Fonzy cool.

Thanks for the info it's very helpful. Your videos are always so informative.

wondering why someone thumbs down on this one. seems like a lot of good info.

Great video Ed

Very informative!

Problem around here is lack of skill at local mower shop's ability to repair EFI engines...

He EFI lawn mower motors that the company i work for has had in the past do not last as many hours as carbureted motors do.

I saw your new zxt please put some type of latches on the hose for bagger we take them on and off all the time due to clogging and over filling the bagger all the time plus taking it off for the lawns we dont bag,have clamps on my ferris bagger pain in the butt compared to my exmark

This is so good

Best coments , Thanks

Will the O2 sensor on the 37hp Briggs efi on wright zk if its bad will it make it run like one cylinder and hard to or not start up on cold in the morning

On my new ( purchased on 28 August 2023 / now 15.6 hours ) ZXT 72 61G8 / sn: 161469LF : I just had my dealership: D & J Equipment, Inc in Longwood, FL, upgrade my mower to the Wright part #72410104 " Tweel Wheel Rear Tires." 🤠 OH YEA

when it comes to lawn mowers the decision is tough and equally right on carb vs efi. either way you go in a lawn mower, will work great. Car or boat the answer is efi. I have a Kawasaki carb and Kohler carb engines that work great. 22hp Kohler carb engine in are Deere 130 has been around 6 year mowing 2.5 acres and never once gave a problem. And after a year of use the engine oil still looks clean.

Can you switch from an Briggs efi 37hp to a carb Kawasaki fx850 on the wright stander ZK

I just want to know which one is more reliable. I really dont care if it's not efficient bc you're paying either way. Either you're paying for a fix and wasting time or paying a bit more and working more hours

I had my cub cadet riding efi riding mower in the shop 4 times last year. Still dying out...now being told the efi's are "nothing but problems...they clog easily...backfiring..but shouldn't. " Modulator and governor spring already replaced. Only 3 1/2 years old. 46inch deck. Very disappointed and still no solutions...limited repair services for efi too.

The more electronic the more problems to trouble shoot & the more things that can go wrong when it rains; the more time trouble shooting = 0 work being done = 0 $💸 & more repair bills 💸💳 for being in the dealer’s repair shop, waiting on parts!!

My ZK 52” has a Kohler efi 860. Currently in shop for 2nd time. First time @ 518 hrs severe engine knock. Dealer, Interstate Supplies & Service couldn’t find problem. Was told no engine runs perfectly. Now 693 hrs knock is worse. Told dealer to keep it until they find the problem. I do all maintenance at required times. Change filter with every oil change. Thoughts?

Quick question for you it’s a little bit off topic but whenever I step on my 2020 stander x it makes a noise in the gas tank I figured it is the magnet rattling back-and-forth with the gas is there anyway to prevent this or fix it?

Are there any longevity benefits of an EFI engine vs. a carbureted engine in terms of mechanical wear from a more precise air/fuel ratio or do the carbureted engines, when working correctly, burn clean enough to keep fuel contamination manageable for the oil?

I have retrofit X2 Kohler 740 closed-loop EFI propane engines on some older mowers of mine. Is there a reason I don’t hardly see these on any other mowers, including Wright mowers? I’ve had nothing but good luck out of them and was wondering why they’re not popular with manufacturers. They’ve been reliable and efficient so far (both have at least 2000 hrs on them). Thanks, I’m just trying to figure out new mowers to purchase.

Great video. Thoughts on the fx1000 efi?

Imo the best engine out this days as far as commerial wise is the Briggs and Stratton EFI Vanguard with the Oil Guard system. I have several different brands of mower/machines and that B&S oil guard is a fantastic idea they did for the commerial gear.

Thoughts on mowers that use an non tubular frame? c channel frame or an I beam front end? Seems to be ways of using less steel and keeping price low at the cost of some durability.

Do you know what RPM vanguard 37 hp EFI should be with no load?

i wonder why manufactures dont use the smaller 19hp efi engines on the smaller mowers if the benefit is that much fuel savings? they should have that option at least...and liquid cooling on 18-40hp engines with efi...its supposed to be better so why not make it?

I would disagree with one point, the closed loop EFI engines(Kohler & Vanguard) get noticeably better fuel economy than open loop(Kawasaki) in my observations. Now the difference in fuel economy could be due to other factors, but I think it’s far more than a coincidence. Just my opinion, but I think Vanguard is the best EFI engine, for that matter, I think Vanguard are the best mower engines period.

One thing I do know is Efi engines sure start better in cold weather.

Does efi tend to start a little easier?

You seem to know your shit, good job explaining.

The guys that dont trust efi must drive a truck that is at least 35 years old. My 07 and 09 fords ran 250k miles with almost no repairs. My carbureted vehicles always needed this or that. My 86 chevy k20 pickup is like a 2500hd of today. It has a 5.7L v8 that gets 12 to16 mpg and has 160hp and 260lbs torque. A 1987 5.7L v8 had PRIMITAVE fuel injection system and made 205hp and 310lbs of torque.... modern day F150 with a 2.7L turbo v6 makes double the power and has a flat torque curve thats 100lbs higher than my 5.7L and gets 25mpg unloaded.... ppl buy an efi of current technology, theres no reason to use a gas guzzling carburetor. If you arent running EFI you better be like me and running a diesel mower with mechanical injection system

Volvo invented that in 1977 called lambasom the oxygen sensor in the tail pipe and a computer monitor the fuel ratio 😀 yes I was a volvo dealer then🙂

You've done a poor job of explaining the differences in closed-loop versus open-loop EFI. There is a significant fuel savings in a closed-loop versus open-loop fuel injected mower engine. You made mention of higher operating temperatures negating the efficiency of closed-loop fuel injecting, when in reality you must reach full operating engine temperature for the oxygen sensor to perform as designed. I think people should have accurate information based on actual technology, not opinion. QUOTE: The Electronic Fuel Injection (EFI) system is a complete engine fuel and ignition management design. The system includes the following principal components: • Fuel Pump • Fuel Filter • Fuel Rail • Fuel Line(s) • Fuel Pressure Regulator • Fuel Injectors • Throttle Body/Intake Manifold • Engine Control Unit (ECU) • Ignition Coils • Engine (Oil) Temperature Sensor • Throttle Position Sensor (TPS) • Speed Sensor • Oxygen Sensor • Wire Harness Assembly & Affiliated Wiring, • Malfunction Indicator Light (MIL) Operation The EFI system is designed to provide peak engine performance with optimum fuel efficiency and lowest possible emissions. The ignition and injection functions are electronically controlled, monitored and continually corrected during operation to maintain the theoretical ideal or “stoichiometric” air/fuel ratio of 14.7:1. The central component of the system is the Motronic™ Engine Control Unit (ECU) which manages system operation, determining the best combination of fuel mixture and ignition timing for the current operating conditions. An electric fuel pump is used to move fuel from the tank through the fuel line and in-line fuel filter. A fuel pressure regulator maintains a system operating pressure of 39 psi and returns any excess fuel to the tank. At the engine, fuel is fed through the fuel rail and into the injectors, which inject it into the intake ports. The ECU controls the amount of fuel by varying the length of time that the injectors are “on.” This can range from 1.5-8.0 milliseconds depending on fuel requirements. The controlled injection of the fuel occurs each crankshaft revolution, or twice for each 4- stroke cycle. One-half the total amount of fuel needed for one firing of a cylinder is injected during each injection. When the intake valve opens, the fuel/air mixture is drawn into the combustion chamber, ignited, and burned. The ECU controls the amount of fuel being injected and the ignition timing by monitoring the primary sensor signals for engine temperature, speed (RPM), and throttle position (load). These primary signals are compared to preprogrammed “maps” in the ECU computer chip, and the ECU adjusts the fuel delivery to match the mapped values. After the engine reached operating temperature, an exhaust gas oxygen sensor provides feedback to the ECU based upon the amount of unused oxygen in the exhaust, indicating whether the fuel mixture being delivered is rich or lean. Based upon this feedback, the ECU further adjusts fuel input to re-establish the ideal air/fuel ratio. This operating mode is referred to as “closed loop” operation. The EFI system operates “closed loop” when all three of the following conditions are met: a. The oil temperature is greater than 35°C (86°F). b. The oxygen sensor has warmed sufficiently to provide a signal (minimum 375°C, 709°F). c. Engine operation is at a steady state (not starting, warming up, accelerating, etc.). During “closed loop” operation the ECU has the ability to readjust temporary and learned adaptive controls, providing compensation for changes in overall engine condition and operating environment, so it will be able to maintain the ideal air/fuel ratio of 14.7:1. The system requires a minimum engine oil temperature greater than 55°C (130°F) to properly adapt. These adaptive values are maintained as long as the ECU is “powered up” by the battery. During certain operating periods such as cold starts, warm up, acceleration, etc., an air/fuel ratio richer than 14.7:1 is required and the system operates in an “open loop” mode. In “open loop” operation the oxygen sensor output is not used, and the controlling adjustments are based on the primary sensor signals and programmed maps only.