Aldo, I don't know what kind of piston rings the Kawasaki uses so it may or may not be the same as Honda. With Honda OHV engines the top ring (compression ring) is chrome plated, but on the older versions of the engines, the oil rings were cast iron and were not plated. As a result, the oil rings wore very much faster than the compression rings. Those OHV Honda engines can be literally smoking up the whole street, while giving perfect compression test results. Very wisely, some years ago (I don't know how many) Honda began fitting at least some of those engines with chrome plated steel rail oil rings, which can last about as long as the compression rings. The middle (oil scraper) rings are still not plated, but were always a lot more durable than the cast iron oil rings.
If your engine is not burning oil, and it is running well, there is no real reason to worry about the compression pressures.
I cannot find a specification in the workshop manual for length of starter cord, or the number of turns to be wound onto the reel, or the amount of reserve movement remaining in the spring when the cord is fully extended. It seems you are probably supposed to do what you are doing, and see how much rope it can wind onto the reel. However there are several diameters of cord available, so this can easily work out badly for the starter spring. Remember to ensure the spring has at least a full turn of extra rotation available before it coil-binds, after the cord is fully run out. When I follow Honda's procedure I find there is 1.5 turns of extra rotation capacity. Not leaving enough extra will overload the spring and result in it not lasting very long.
