DOUBLE TRACK TEST!
THE NEW PARILLA OK BY IAME THE LATEST KZ10C BY TM FOR 2016
N. 175 JANUARY 2016 € 5.00
PHOTO: D. PASTANELLA
W W W.V R O O M K A RT.C O M
INTERNATIONAL
KARTING
HOMOLOGATION SPECIAL
THE PREVIEW OF THE NEW ENGINES, CARBS, ACCESSORIES AND SILENCERS
WINTER CUP BUILD UP
HOW TO DRIVE ON THE RENOVATED SOUTH GARDA TRACK IN LONATO
TECHNICAL SIDE
COMBUSTION CHAMBER (PART TWO)
ELECTRIC KART
WHY ELECTRIC TRACTION GOES WELL WITH KART TECHNOLOGY
FULL STEAM AHEAD!
THE NEW HOMOLOGATION ENGINES HAVE STIRRED MUCH INTEREST ALSO THANKS TO A GREATER RESPONSE. COULD THIS BE THE RIGHT TIME FOR THE CIK DIRECT DRIVE CLASSES TO BRING KARTING DRIVERS BACK TO RACING? AWAITING CONFIRMATION VROOM PRESENTS THE NEW ENGINES, AND YOU CAN READ ABOUT THE TRACK TEST ON THE NEW PARILLA OK ENGINES AND THE NEW TM KZ10C.
LL A E H E SP A M I -F FA 5 K CI OF 201 A CI
L
editoriale DOUBLE TRACK TEST!
THE NEW PARILLA OK BY IAME THE LATEST KZ10C BY TM FOR 2016
N. 175 JANUARY 2016 € 5.00
PHOTO: D. PASTANELLA
W W W.V R O O M K A RT.C O M
DI GIULIANO CIUCCI GIULIANI
INTERNATIONAL
KARTING
HOMOLOGATION SPECIAL
THE PREVIEW OF THE NEW ENGINES, CARBS, ACCESSORIES AND SILENCERS
WINTER CUP BUILD UP
HOW TO DRIVE ON THE RENOVATED SOUTH GARDA TRACK IN LONATO
TECHNICAL SIDE
COMBUSTION CHAMBER (PART TWO)
ELECTRIC KART
WHY ELECTRIC TRACTION GOES WELL WITH KART TECHNOLOGY
Anticipazioni, discussioni, test in pista e poi le tanto attese omologazioni che ufficializzano l' entrata dei nuovi motori Original Karting per la stagione 2016. Ci siamo! Inizia così una nuova era per il karting. Dopo un periodo tra i più difficili e grigi mai vissuti ora ci si attende la svolta. Le aspettative sono promettenti, il nuovo motore è sicuramente più prestazionale del KF (anche grazie al minor peso) e quindi agonisticamente più accattivante. Nel misto il propulsore OK è impressionante tanto da accodarsi al KZ. Così anche il pilota tornerà protagonista per domare la belva.
FULL STEAM AHEAD!
THE NEW HOMOLOGATION ENGINES HAVE STIRRED MUCH INTEREST ALSO THANKS TO A GREATER RESPONSE. COULD THIS BE THE RIGHT TIME FOR THE CIK DIRECT DRIVE CLASSES TO BRING KARTING DRIVERS BACK TO RACING? AWAITING CONFIRMATION VROOM PRESENTS THE NEW ENGINES, AND YOU CAN READ ABOUT THE TRACK TEST ON THE NEW PARILLA OK ENGINES AND THE NEW TM KZ10C.
L LL IA EC HA E SP A F I AM K- F 5 CI OF 201
E in attesa di vivere questa nuova avventura anche Vroom si è dato da fare, e non sapete quanto, per cercare di offrirvi l' ennesimo
FINALMENTE È OK!
numero speciale. Sebbene i responsabili di un po' tutte le aziende interessate a questa tornata di omologhe fossero particolarmente impegnati e per niente predisposti a lasciare trapelare le caratteristiche delle nuove creature prima dell' ispezione da parte dei commissari Cik e dell' approvazione con tanto di timbro, alla fine dopo una continua pressione un po' tutti hanno aperto ad una collaborazione, permettendoci così di accaparrarci un po' tutte le
schede dei nuovi motori e di alcuni accessori. Ma in questo numero siamo andati oltre. Assistere in esclusiva mondiale all' ispezione Cik in occasione della piombatura dei motori alla Vortex è una soddisfazione non da poco. Come pure gestire due test in pista con 2 nuovi motori: a Lonato abbiamo verificato lo Iame OK e a Val Vibrata abbiamo messo a confronto il nuovo e il vecchio Tm KZ10, grazie alla sempre preziosa disponibilità di Franco Galiffa. Entrambi su Crg. Tra le tante ª distrazioniº n on ci siamo dimenticati del nuovo tracciato del South Garda di Lonato. Un' evoluzione che si sposa perfettamente con il potenziale offerto dai nuovi motori. Così abbiamo misurato la pista fiore all' occhiello per il nostro movimento, ma ancora ci sarà da parlarne perché anche i piloti la dovranno metabolizzare. Insomma un numero prezioso e ricco così da poter soddisfare voi appassionati meglio predisposti a leggere in questo periodo di festività e di pausa agonistica. Dulcis in fundo, da questo numero troverete all' interno un calendario da appendere. A partire dal primo trimestre 2016 e così a seguire per i prossimi Vroom di Febbraio, Marzo e Aprile. Tranquilli, oltre al calendario vi offriremo ancora tanta roba, come sempre d' altronde. Buona lettura e buon divertimento in pista.
3
FROM
48 60 TO
CONTENTS JANUARY 2016
HOMOLOGATION 2016 NEW HOMOLOGATION 2016
HERE ARE THE NEW ENGINES THIS TIME WE’RE NOT JUST TALKING ABOUT THE ENGINES FOR THE OK CLASS, THAT ARE DEBUTING ALSO THIS FORTHCOMING SEASON, BUT ABOUT ALL KARTING ENGINES, INCLUDING THE KZ GEAR CLASS, THAT HAVE BEEN HOMOLOGATED THIS WINTER, AS USUAL EVERY THREE YEARS, TOGETHER WITH RELATIVE COMPONENTS SUCH AS CARBURETTORS AND MUFFLERS. REPORT: MAURIZIO VOLTINI
e have often written about, in the previous issues of Vroom, how the forthcoming season sees the debut of official new engines for the direct OK classes. However, this isn’t going to be the only innovation in the motoring field: in fact, in 2016 there is going to be a session of homologations for all components for karting engines and engines too – we intend the ones destined for the KZ gear classes – and all components made for them, such as carburettors and mufflers (both induction and exhaust) including ignition. This is an appointment for these elements that has to be kept every three years and draws the interest of several manufacturers and karting fans too Don’t forget that this time, engines have been homologated that can be used (at least according to regulations) from 2016 to 2024 included, so, in all for nine years, we underline that from out point of view for two classes, that is, OK direct drive (supported by the OK-Junior) and the KZ gear classes. However, not all the manufacturers have necessarily programmed the manufacturing of an engine for both classes. In any case, as for regulatory reasons some technical choices have been standardised, for example, reed induction and water-cooling and also some typical characteristics concerning measurements; furthermore for the “senior” OK engines there is a single exhaust valve that only acts on the central port and not on the boosters. We can however, see over the following pages in detail which are the engines that have already been homologated and we are showing you the first pictures of the same including technical data concerned. First of all here is a list of the engines and components that have sent in form to be homologated, on writing this article the homologation procedure is still going on for some.
HOMOLOGATION 2016 OK ENGINES Lenzo LKE LKJ1 e LK1 Parilla Reedster 4 TecniEngines TE T90 e T101 TM S-Junior e S-Senior Rexon Ballerina Vortex DDJ e DDS
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KZ ENGINES DEA FB-R7 e FB-R5 Lenzo LKE LZ1 Maxter MXS-2 Modena Engines MKZ Parilla Screamer 2 Ryger-Engine 125 Revo SGM SR216X TM KZ 10 C Vortex RKZ
CARBURETTORS HHC Cube OK-J e OK Ibea F3, F4 e F5 Tillotson HW-43 e HC-112
IGNITION PVL 684 Tecno 747 T
INDUCTION MUFFLERS KG Nitro 23 e 30 Righetti Ridolfi Active 23 e 30
EXHAUST MUFFLER Elto Racing OVS/2 e TD/2
48 VROOM INTERNATIONAL MAGAZINE
VROOM INTERNATIONAL MAGAZINE 49
This time we’re not just talking about the engines for OK class, that are debuting also this forthcoming season, but about all karting engines, including KZ, as well as carbs and silencers
NEWS
40 62
16 MONDOKART CLOSE UP 26 Alonso in kart 40 Logan Sargeant 84 Electric karts Part II 28 SPECIAL CIK-FIA Hall of Fame 1964-2015 36 CIK-FIA GALA 2015 Prize Giving Award ceremony 44 HOW TO DRIVE New South Garda Karting in Lonato
94
62 HOMOLOGATION 2016 CIK inspection at Vortex 94 LEGENDARY KARTS Glenn Davidson Replicas 98 2016 INTERNATIONAL RACING CALENDAR
TECHNICAL SIDE 48 NEW HOMOLOGATION 2016 Engines, carbs, accessories, silencers
88
TRACK TEST 66 TM KZ10C vs KZ10b 74 OK Parilla engines 88 TECHNICAL SIDE Combustion chamber Part II
RACE REPORT 80 CLUB100 SPRINT SERIES RD.11 VROOM INTERNATIONAL MAGAZINE 5
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REST OF THE WORLD CLOSE UP US OPEN LAS VEGAS GARAGE HOW TO CHANGE BRAKE PADS TECHNICAL POST
BELGIAN COMET
• NEW KF 2016: WILL THEY BE POPULAR?
• LOOKING TO A "TOP" KZ CLASS SPECIAL OUTDOOR VS INDOOR
At the first round of the continental KFJ championship held in Portugal, Kenny Roosens sets the pace. The Belgian now deservedly leads the provisional standings that will award the European crown.
ON THE TECHNICAL SIDE
TILLOTSON CARB MAINTENANCE
CONTRIBUTORS TO THIS ISSUE G.Davidson, G.Mellis, D.Paolicelli, D.Pastanella, A.Roache, C.Simpson, S.Suardi
N. 171 SEPTEMBER 2015 € 5.00
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N. 170
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ON THE TECHNICAL SIDE ROTAX MAINTENANCE
INTERNATIONAL
KZ-LE MANS KF-LA CONCA
Who will be the new number 1?
AUGUST 2015 € 5.00
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INTERNATIONAL
KARTING
FROM KART TO F1
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SURVEYS RESULTS
SPECIAL COLUMNS Maurizio Voltini
FOCUS NEW CIK ENGINES FOR 2016 WHAT WE THINK
TALKING TO JOHN SURTEES
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KARTING
FITNESS GYM PROGRAMME FOR FORÉ Camponeschi-Tony Kart/Vortex (KZ) and Johansson-Energy/Tm (KZ2) in gearbox, HanleyMad Croc/Tm (KF) and Lundgaard-Tony Kart/ Vortex (KFJ) in direct-drive, are Kings of Europe.
Two meetings, four classes, four new champions: Genk (Belgium) and Kristianstad (Sweden) the settings of the final round awarding the continental crowns.
TRACK TEST
COMPARING DIFFUSERS ON TM 125 KZ10B
SPECIAL • FORMULA E • ENDURANCE - 24H LE MANS
TALKING TO OELSINGER & VOGLSAM, BRP-ROTAX / ALEX IRLANDO CLOSE UP XPS
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ONE ON ONE
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• RALF SCHUMACHER • JEAN-MARIE VERGNE
DOUBLE TRACK TEST!
THE NEW PARILLA OK BY IAME THE LATEST KZ10C BY TM FOR 2016
© Copyright 2000 – all rights reserved. N. 175 JANUARY 2016 € 5.00
duction wholly or in part of texts and graphic material and translations of the same is forbidden unless prior authorisation has been given by publisher. All reports and illustrations received as contributions by the publisher will not be returned even if these are not published, and the magazine assumes no responsibility for their safety, even in case of rare examples. Neither dvoes the magazine assume any responsibility for articles published therein or any errors contained. All articles published are without patent right; furthermore articles bearing a registered trade mark will be used at contributors risk.
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INTERNATIONAL
ALEX IRLANDO TAKES THE FIRST EVER ROTAX GRAND FINALS TITLE TO ITALY WITH A DOMINANT PERFORMANCE IN SENIOR MAX
LEGENDARY KARTS GLENN DAVIDSON REPLICAS – ROSSI’S 1997 CRG HERON
N. 173
KARTING
KARTING
DOMINATOR
KAROL BASZ ON KOSMIC/VORTEX DOMINATES THE KF WORLD CHAMPIONSHIP AT LA CONCA; THE FIRST TIME EVER THAT A POLISH DRIVER, AND KOSMIC GAIN THE WORLD TITLE. IN KFJ, SARGEANT TAKES THE TITLE BACK TO THE USA AFTER 37 YEARS. PHOTO: D. PASTANELLA - WAFEPROJECT
ROTAX INTERNATIONAL OPEN THE LAST ROTAX GRAND FINALS SPOTS AWARDED IN ADRIA
WINTER CUP BUILD UP
FOCUS
HOW TO DRIVE ON THE RENOVATED SOUTH GARDA TRACK IN LONATO
INTERNATIONAL
CIK-FIA WORLD CHAMPIONSHIP
HOMOLOGATION SPECIAL
THE PREVIEW OF THE NEW ENGINES, CARBS, ACCESSORIES AND SILENCERS
FOCUS HOW TO GET TO GRIPS WITH OK ENGINES
NOVEMBER 2015 € 5.00
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FOCUS NEW ENGINES - THE CIK SPEAKS OUT
KARTING
ITALY RULES!
BRIT ATTACK Martono (KFJ) and Joyner (KF) grab the win at PFI, but despite the quality of the on-track action, the event was hardly a success. Too many problems afflict the sport, starting from ever-feeble grids. But dwindling numbers, now also at the highest level – both in directdrive and gearbox classes - is only the tip of the iceberg.
INTERNATIONAL
CELEBRITY OF THE MONTH
RUBENS BARRICHELLO
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WE TAKE A LOOK AT SODI RTX ELECTRIC KART
TECHNICAL SIDE
COMBUSTION CHAMBER (PART TWO)
ELECTRIC KART
WHY ELECTRIC TRACTION GOES WELL WITH KART TECHNOLOGY
CLOSE UP
SINTER OUTBRAKING COMPETITION
WWW.VROOMKART.COM
FULL STEAM AHEAD!
THE NEW HOMOLOGATION ENGINES HAVE STIRRED MUCH INTEREST ALSO THANKS TO A GREATER RESPONSE. COULD THIS BE THE RIGHT TIME FOR THE CIK DIRECT DRIVE CLASSES TO BRING KARTING DRIVERS BACK TO RACING? AWAITING CONFIRMATION VROOM PRESENTS THE NEW ENGINES, AND YOU CAN READ ABOUT THE TRACK TEST ON THE NEW PARILLA OK ENGINES AND THE NEW TM KZ10C.
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DETAILS BY TONY KART
BSS FRONT BRAKE
HIGH QUALITY PERFORMANCE The new BSS is a single-piece machined caliper, featuring 4 pistons of 22 mm diameter, with stroke recovery. For immediate braking response and control. TONY KART by OTK KART GROUP
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22/10/2015 14:51:13
VROOM ALL THIS AND MUCH MORE
Magazine, Web, Digital version, Multimedia, news from the world and much more... WWW.VROOMKART.COM
DISCOVER VROOM’S WORLD ITALIA Follow us www.vroomkart.it www.forum.vroomkart.it/ www.bazardelkart.it
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10 VROOM INTERNATIONAL MAGAZINE
GALLERY
MOMENTS
there are flashes or some that leave a markin a kart driver’s life, a pilot’a life is dictated by instants, moments that make the difference between joy and disappointment Photos: D. Pastanella
VROOM INTERNATIONAL MAGAZINE 11
PHOTO: D. PASTANELLA PHOTO: D. PASTANELLA
VOLTINI BETWEEN TWO OK ENGINES, HE SEEMS TO BE LOOKING TO THE FUTUREOF OUR SPORT: COULD IT BE THE REFLECTION THE GREAT 100 CC ERA Photos: D. Paolicelli
12 VROOM INTERNATIONAL MAGAZINE
GALLERY
VROOM INTERNATIONAL MAGAZINE 13
GALLERY
v
14 VROOM INTERNATIONAL MAGAZINE
SHARING Whether it be a strip of asphalt that separates us from our rivals or a mother’s hug before a start, emotions come alive only if they are shared Photos: D. Pastanella v
VROOM INTERNATIONAL MAGAZINE 15
mondokart NEWS & PREVIEWS
2015 World Karting Champions honoured in Paris The winners of the 2015
FIA Championships were honoured in a glittering FIA Prize-Giving ceremony at the famed Lido theatre in Paris. Photo FIA-DDPI In the shadow of the Arc de Triomphe, the most significant triumphs of the motor sport year took centre stage at the iconic home of cabaret on the Champs-Elysées. While the gala evening was naturally somewhat restrained in light of the shocking events in Paris in November, the evening was still a celebratory and quintessentially French affair,.
CIK-FIA World Karting Champions Karol Basz (KF), Jorrit Pex (KZ) and 14 year-old Logan Sargeant (KF-Junior) received their awards; one of the biggest reactions of the night was saved for Sargeant when he told the crowd of the eight long years that had gone into his World Championship. At the head of the list of Champions sits 2015 FIA Formula One World Champion, Lewis Hamilton who in accepting the Drivers’ Championship trophy for the third time took his place among the legends of the sport. Hamilton’s 2015 triumph writes his name in the history books alongside iconic names such as Sir Jack Brabham, Sir Jackie Stewart, Niki Lauda, Nelson Piquet and his boyhood hero, Ayrton Senna. On his way to the title, the Briton
16 VROOM INTERNATIONAL MAGAZINE
climbed to third on the lists of both all-time wins and pole positions, and matched the record for the highest number of podiums in a season. “It’s pretty much impossible to put into words what it means to be a three-time world champion,” said Hamilton. “It is a dream, it’s an incredible feeling and I’m very proud of my family for everything they did to get me here today. I remember how hard my dad and my mum worked to make sacrifices for me. It’s been a long, long journey – I’ve been racing for 22 years. This year, winning the race in Austin and sealing the championship there was one of the most special races – there’s a huge sense of pride in what I have achieved.” As well as F1 and Karting protagonists, all other FIA champions were also awarded. A number of special Formula One awards were presented to those achieving excellence at the pinnacle of the sport and to the winners in the other FIA championships. Among others, Sébastien Ogier (FIA World Rally Champion); former F1 Red Bull driver Mark Webber, Brendon Hartley and Timo Bernhard (FIA World Endurance Champion); José Maria Lopez (FIA World Touring Car Champion); Petter Solberg (FIA World Rallycross Champion); Nelson Piquet Jr. (FIA Formula E Champion) Champion teams were also honoured during the gala: Mercedes-AMG Petronas (F1), Volkswagen Motorsport (WRC), Porsche (WEC), Citroen (WTCC) and Peugeot-Hansen (World RX), displaying their victorious cars on the Lido stage.
JOEL JOHANSSON KZ2 CIK-FIA EUROPEAN CHAMP. WINNER CIK-FIA INT. SUPER CUP 2ND SEAN BABINGTON SUPER SHIFTER X30 WORLD FINAL WINNER
ECLIPSE KZ AND STORM MINI WINNING STARS OF 2015
ENERGY POWER www.energycorse.com
MATTIA MICHELOTTO 60 MINI WSK MASTER SERIES 2ND WSK NIGHT EDITION WINNER WSK FINAL CUP WINNER BRIDGESTONE CUP WINNER TROFEO INDUSTRIE WINNER CAMPIONATO ITALIANO ACI KARTING WINNER MINI ROK ROK CUP ITALIA 2ND ROK CUP INT. FINAL WINNER
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mondokart NEWS & PREVIEWS
CAMPONESCHI AT CRG, FORÉ WITH RIGHETTI The end of 2015 provided some great rumours and, finally, a few bombshells. Two of the most successful drivers of the international karting scene, very well established in their respective teams, decided to part ways and move on with their careers. Flavio Camponeschi announced already in November his decision to leave Tony Kart, with which he had won the World KF2 Championship in 2008, the world title in KF1 four years later, the runner-up title in the KZ World Championship last year, and the KZ European crown the past season. Little did everyone know that the 25-year-old Roman driver was going to make the move to the All-Blacks… On the other hand, and possibly as a result of it, five-time World Champion Davide Foré had to find a new team after his contract with Crg came to an end. In 2016, he will wear the yellow-blue colours of Gold Kart by Righetti Ridolfi. This is what Camponeschi has to say: “A new experience is about to start but I am motivated and also excited for my debut with CRG. I left a great team after 8 years at high levels on a top class brand, but I found a place at a very strong squad like CRG, which is a great opportunity for my future. CRG has been my first objective for the continuation of my career and I managed to reach a very satisfactory agreement with the President Giancarlo Tinini. I did not have any doubt I would have found highly qualified technical personnel at CRG, but I was happy to see first hand their complete availability and this is a great premise for my forthcoming sporting commitments.”
18 VROOM INTERNATIONAL MAGAZINE
1
BEN HANLEY 1st CIK-FIA EUROPEAN CHAMPIONSHIP (KF)
2015 INTERNATIONAL TITLES BEN HANLEY
1st CIK-FIA EUROPEAN CHAMPIONSHIP (KF) 3rd CIK-FIA EUROPEAN CHAMPIONSHIP (KZ) 5th CIK-FIA WORLD CHAMPIONSHIP (KF) 6th CIK-FIA WORLD CHAMPIONSHIP (KZ)
SENA SAKAGUCHI
1st JAPANESE CHAMPIONSHIP (KF)
MAX HESSE
2nd GERMAN CHAMPIONSHIP (KFJ)
CROCPROMOTION SRL - Via Lombardia, 6 - 25025 Manerbio, Brescia Italy - info@crocpromotion.com - office@crocpromotion.com +39 331 3079519
mondokart NEWS & PREVIEWS
FWT CONFIRMS DAN WHELDON AMBASSADOR AWARD FOR 2016 With the 2016 Florida Winter Tour season only a whisker away, the Dan Wheldon Ambassador Award was confirmed again in 2016. Awarded by Race Tech Development’s Mike Maurini, the 2016 Dan Wheldon Ambassador Award will once again honour a deserving recipient, one that will be inspired to adopt the personal attributes that made Dan an outstanding father, racer, friend and a strong and positive image for the karting community.
SODI LINE-UP 2016 Sodikart, the French manufacturer and one of the protagonist of the 2015 season, has announced the line-up of its factory team that will competing in the 2016 KZ world championships. Drivers Anthony Abbasse and Bas Lammers have been confirmed for the 2016 season and will be racing in the WSK events, the European Championship and the World Championship in the gearbox category. And just like in 2015, the Sodi duo is set to have victory in sight. The 2015 season was an excellent year for Sodi. With 3 drivers in the top 5 of the KZ World Championships, the victory of the X30 International Final, the win at one round in the European KZ Championships, and the runner-up spot in the Senior X30 at the Europe Challenge – as well as several podiums at the national level in France, New Zealand, England, Chile, France, Middle East – Sodi is looking forward to an even more successful racing season. These results confirm the dedication and determination of everyone in the team, as well as the indisputable quality of Sodi chassis. The Abbasse/Lammers duo will also be directly involved in the development process of the material with on-going test sessions throughout the season. The experience and professionalism of both drivers, the quality of the equipment and the expertise of Sodi Racing Team, are bound to bring top results in the 2016 international season.
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Developed by former Florida Winter Tour owner and promoter Bill Wright, the award will be presented to a Florida Winter Tour participant who best represents karting with a highly competitive spirit, a helpful and positive attitude, and a professional image. Although drivers are the most visible part of any series, success in karting requires a group of individuals including drivers, parents, tuners, mechanics, coaches, team managers, business owners, importers, track owners and even event promoters. “I am really excited to announce that the Dan Wheldon Ambassador Award will handed out agian in 2016,” said Mike Maurini, who took over the program in 2015. “Dan was a great friend of mine, our family and the karting community, and I am happy to be able to carry on the tradition for another season.” “The list of award winners include Jim Russell Jr., Alan Rudolph, Jorge Arellano and Ben Cooper. I can’t wait to see who will be the recipient in 2016.” With the award given out during the final Sunday of the Sofina Foods Florida Winter Tour, the award recipient will have his/her name engraved on a plaque and placed on a perpetual trophy that will be displayed at FWT events, and will receive a framed certificate and a copy of the Michael Voorhees photo book “DAN WHELDON LION HEART” created by Michael and Dan for Dan’s parents and fans.
mondokart NEWS & PREVIEWS
SKUSA racing schedule 2016 With the SuperNationals XIX at the Las Vegas Convention Center in the books, SKUSA' s staff is totally focused on putting the finishing touches on the upcoming 2016 season. The 2016 schedule of the Fikse Wheels Pro Tour is a carbon copy of the 2015 program, as SKUSA aims to produce date equity and consistency. The seventh edition of the SpringNationals will take racers back to the Phoenix Kart Racing Association facility as the month turns over from April to May. Announced at the 2015 race, the SummerNationals will also return to the popular New Castle Motorsports Park facility in late July. The 2016 program concludes in Las Vegas once again, as SuperNationals XX returns to the Las Vegas Convention Center for the 20th anniversary of this great event. ª It' s not easy finding venues that can hold over 230 drivers and their transport vehicles these days, so our options become limited due to the success of the Pro Tour, but that' s a great problem to have,º offered Tom Kutscher, SKUSA President. ª We' ll be returning to Phoenix for several reasons. The track is one of our key 2016 Racing Schedule partners, they' ve supported SKUSA for many years, and SKUSA Fikse Wheels Pro Tour the facility provides us with what we need in terms of April 29-May 1 SpringNationals - Phoenix, AZ July 22-24 SummerNationals - New Castle, IN paddock space and a challenging racetrack. The team November 16-20 SuperNationals - Las Vegas, NV at PKRA worked their butts off to present a great looking California ProKart Challenge facility for this year' s SpringNationals on the CBS Sports February 5-6 Buttonwillow Raceway Park ± Buttonwillow, CA Network, and we' ll work with them again to take it to the March 4-5 Willow Springs International Motorsports Park ± Rosamond, CA April 1-2 Monterey Bay Karters Track ± Monterey, CA next level in April.º June 3-4 Simraceway Performance Karting Center ± Sonoma, CA August 26-27 Santa Maria Kart Track ± Santa Maria, CA September 24-25 Streets of Lancaster Grand Prix ± Lancaster, CA Texas ProKart Challenge April 9-10 Oklahoma Motorsports Park ± Norman, OK May 15-14 Gulf Coast Karters ± Katy, TX June 11-12 North Texas Karters ± Denton, TX July 9-10 Dallas Karting Complex ± Caddo Mills, TX August 18-20 Championship Weekend ± location TBA Can-Am Karting Challenge (tracks to be defined) May 20-22: Round 1 & 2 July 8-10: Round 3 & 4 September 9-11: Round 5 (finale weekend)
The 2016 SKUSA class structure will see an evolution as well, to better represent the evolving levels of participation and the continued development of Superkarts! USA' s internal ladder system. The TaG Cadet category will have a few modifications, including the new name of ` Mini Swift.' A new ` Micro Swift' category will be added, and will be offered in the California ProKart Challenge series in place of the TaG Cadet Rookie class. This category will be open to drivers between the ages of 7 and 9 years of age and will use the IAME Mini Swift engine with an exhaust restrictor to limit performance. Unlike the TaG Cadet Rookie class, this will now be a fully stand-alone class in both the ProKart Challenge and the Pro Tour series. In addition, the SKUSA classes of TaG Junior, TaG Senior and TaG Master will now be renamed to follow their spec engine program. SKUSA will now offer X30 Junior, X30 Senior, and X30 Master. Along with the plans for the 2016 Fikse Wheels Pro Tour, SKUSA is happy to confirm its schedule for their flagship regional programs, including the California ProKart Challenge. Six different facilities on six weekends will make up the California PKC championship for next season. The Santa Maria Kart Track is another facility returning to the California ProKart Challenge calendar, scheduled for Round Five in August. The series closes out once again at the popular Streets of Lancaster Grand Prix in September.
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mondokart NEWS & PREVIEWS
CAMPLESE: 2015 ASIA-PACIFIC KZ CHAMPION The CIK-FIA Asia-Pacific KZ Championship, held over a single round on 13th December at the Kartodromo de Coloane in Macau, saw a brilliant performance by European drivers, and particularly Italy' s Lorenzo Camplese, against the large Australian and Asian delegations that joined in the competition. Photos CIK-AAMC
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Despite the not so busy KZ paddock, with fewer entries than expected, all drivers put on a fantastic show with plenty of on-track battles throughout the racing weekend, while a dozen other categories and more than 140 drivers completed the programme. The four European drivers in the 2015 CIK-FIA Asia-Pacific KZ Championship quickly asserted themselves by dictating the pace already from qualifying. Camplese (Parolin/ TM) grabbed the pole position over Dutchman Marijn Kremers (Ricciardo Kart/ Parilla) and Frenchman Hubert Petit (TB Kart/Modena Engines), while the other Italian Francesco Celenta (Parolin/TM) stopped 4th fastest lap ahead of Australian Darren Burke (CRG/Maxter). There was drama at the start of the first heat with the retirement of Camplese on the first lap due to a problematic carburetion. Kremers took advantage to clinch the victory, followed by Petit and Celenta, with Australians Joshua Fife (CRG/TM) 4th and Cody Gillis (CRG/Maxter) 5th. Camplese made amends by winning the second heat ahead of Kremers, Celenta, Burke and Gillis, Petit dropping down to 8th after a penalty. Kremers found himself in the lead after the heats, Celenta 2nd, Petit 3rd, Gillis 4th and Jonathan Mangos (CRG/TM) 5th. Starting from 7th on the prefinal grid, Camplese showed all his potential by moving up to 1st in just 12 laps to take the win with and the fastest lap, 2ยบ 5 ahead of his team-mate Celenta and Kremers, Petit and Fife. Camplese then dominated the final pulling a gap at the lights. Kremers tried to keep close, but from lap 7 on the leader increased the pace taking the win by over 6ยบ . Despite finishing 2nd at the flag after stopping the fastest lap, Kremers was demoted to 6th due to his misplaced front fairing. Celenta inherited 2nd after having the better of Petit at the end of the race. Burke closed in 4th ahead of Fife.
www.righettiridolfi.com - info@righettiridolfi.com
the star of 2016.
ACTIVE NOISE FILTER. The new noise filter ACTIVE has finally been launched. Six years of experience on the track with NOX airbox and hundreds of feedbacks from the best engine-tuners, allowed us to improve the world's best noise filter. Some technical info: the inlet pipes are positioned one above the other. This allows the best compromise between the right inside flow of the air box and an exterior position which lowers the interference of the air flow caused by the front spoiler. The noise filter is placed at a 35-degree angle to leave more space to driver's legs. Thanks to a small steel tie, the rubber connection allows to fix the carburator very close to the body filter. The front fixing system is really handy and now you can fix the filter easily with a springs system. Rubber bands are not used anymore. The new Active airbox for KZ and OK classes will be available for sale after 15th January 2016.
via S. Quirico, 9 - 37060 Sona (VR) - ITALY - T. +39 045.6080950 - F. +39 045.6080633
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A L O N S O
I N
K A R T
ALONSO STILL A WINNER
Formula 1 drivers are much maligned these days, accused of being devoid of any personality and shunning any real connection with the fans. Take the F1 drivers race day parade as an example, when the vast majority of drivers are too preoccupied amongst themselves to wave or even acknowledge the fans and Marshals trackside, which after all is the whole point of the exercise! However, glimpses of personality and hope may be appearing for F1 fans from some drivers over the last few race weekends of the year, first we had Alonso relaxing in the chair photo and the Photoshop variations that went viral on the web, followed by the Button and Alonso mock pose on the podium after their retirements in Brazil. Two-time F1 World Champion Fernando Alonso took the opportunity to jump on the Sodi SWS RX7 for some fun track time during a visit to the Dubai Kartdrome. A night to remember for the many drivers present!
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STORY & PHOTOS G.MELLIS
AWAY FROM F1 CIRCUIT Then we had Daniel Ricciardo’s impromptu dance session topped by the ever upbeat and increasingly affable Sebastian Vettel, when he elected to sing happy birthday to his Race Engineer at 300kmh while hitting every apex around the Yas Marine circuit during one of the sessions at the Abu Dhabi Grand Prix, a gesture that surely gained him thousands of new fans (including me). So you would think that given the torrid, horrible and totally demoralising season that former world champion Fernando Alonso has had to endure at the other end of the grid this year that the last thing FA would be interested in would be grass roots motorsport. But nothing could be further from the truth, for less than 24 hours after yet another lack lustre race in the season finale, where Nando felt aggrieved by inconsistent officiating and an undeserved penalty, F1 superstar Fernando Alonso turns up at the ‘Dubai Kartdrome’, for one of the circuits regular Sodi World Series (SWS) races, first to present the trophies to the winning junior drivers on the podium, and then, to the absolute astonishment and delight of all the other competitors, enters and competes in the senior SWS races. Alonso, an occasional visitor to the Dubai Kartdrome, had previously competed in the circuit’s prestigious endurance and leisure (but highly competitive) karting events, where he
has driven, without any fuss, airs or graces, and has always willingly posed for photographs and happily signed autographs for the young kart drivers who aspire to follow in his tyre treads. So on Monday night, in a search for the close wheel to wheel racing action that has been missing from his F1 season, the McLaren F1 driver swapped the troublesome Honda F1 RA615H Hybrid power-plant for another Honda engine, this time the ultra-reliable GX390 powering the equally robust Sodi SWS RX7 kart before quietly and effectively going about his business. He was soon on the pace, qualifying second fastest, but despite his F1 world champion status, the races proved that both track and seat time are paramount in any racing vehicle and with the spotlight on Fernando throughout, he could only manage 4th and a 5th in the races, still credible, but he did go on to show his prowess by setting the fastest lap of the entire SWS season in the final race. Forget the results, as Fernando proved that you don’t have to be on the podium to be a ‘real winner’, for in an absolutely epic demonstration of his character, stature and love of all things motorsport he unselfishly put aside all the disappointments and frustrations of Honda’s F1 unreliability, the semantics and political bickering at McLaren, the “will he / won’t he” race in 2016 speculation, to give his fellow
competitors and junior drivers a night they will always remember, creating countless opportunities for them to retell “when I raced with Alonso” stories. Dubai Kartdrome Assistant Circuit Manager, David Bright commented on Facebook “It was great to see people’s facial expressions last night at SWS Race night, when they realised Fernando Alonso would not only be doing podium presentations, but racing himself! Hats off to the guy… less than 24hrs after finishing the final Formula 1 race on the calendar, he enters an SWS kart race!” David went on to highlight Fernando’s demeanour, saying, “He is one of the most down to earth people you’d meet. He doesn’t want any special treatment and just wants to drive and have fun! The guy is a legend and true racer. A motorsport role model and a credit to the sport!” Let’s hope the rest of the F1 grid takes note… motorsport fans and the general public need (and want) to see the human side of the drivers and not just a helmet flashing by at speed. So if you want to race karts and have a chance to get up close, and maybe, just maybe, race against a F1 world champion, get down to the Dubai Kartdrome and sign up to race in the Dubai SWS series. Fernando, you are a class act! More of the same please.
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SPECIAL CIK-FIA HALL OF FAME 1964-2015
CIK-FIA titles awarded
2015
KZ World Champion Jorrit Pex (Crg/Tm) KF World Champion Karol Basz (Kosmic/Vortex) KFJ World Champion Logan Sargeant (FA Kart/Vortex) KZ European Champion Flavio Camponeschi (Tony Kart/Vortex) KZ2 European Champion Joel Johansson (Energy/Tm) International Super Cup for KZ2 Champion 1° Thomas Laurent (Tony Kart/Vortex) KF European Champion Ben Hanley (Mad Croc/Tm) KFJ European ChampionChristian Champion Lundgaard (Tony Kart/Vortex) 28 VROOM INTERNATIONAL MAGAZINE
OTK gimme five! THE GROUP BASED IN PREVALLE GRABS FIVE OUT OF EIGHT TITLES UP FOR GRABS IN THE 2015 SEASON, ALSO IMPROVING ON THE BRILLIANT FOUR CLAIMED IN 2014. GIANT RIVAL CRG CAN ONLY REJOICE FOR THE KZ WORLD TITLE CONQUERED AFTER A SEASON BELOW EXPECTATIONS. ENERGY LEAVES A MARK IN KZ2, THE CATEGORY HISTORICALLY MOST FAVOURABLE TO PANIGADA’S TEAM, WHILE ARMANDO FILINI CONFIRMS TO BE THE MOST SUCCESSFUL TEAM MANAGER ON A DEBUT, THIS TIME WITH MAD CROC. REPORT S.MURTAS / PHOTOS D.PASTANELLA
TONY KART/VORTEX, BUT THERE’S MORE... If the OTK group usually gets identified with the super successful Tony Kart/Vortex combination, the last few seasons have shown the value of the other brands of the group led by Roberto Robazzi. The double world title in the direct drive categories in 2014 with FA Kart chassis looked like a rare combination of technical performance and immense talent of team (RFM) and drivers (Norris and Ahmed). But 2015 proved the 2014 exploit was not by chance! The KFJ World Championship dominated by RFM (second consecutive for the English team) and its top driver, American Logan Sargeant (the second US driver in history to grab a world crown!), was paired by the world KF title going to eternal seconds Karol Basz and Kosmic. A historic achievement, both for the Polish driver, who managed to win the most prestigious title after many disappointments - a talent never really fully expressed with heavy results, and coming from the transition to the Kosmic Racing from Tony Kart Racing Team at the beginning of the season and for Kosmic, strongly present in the international scene for over a decade but never quite as successful (2012 KF3 World Cup was the only joy in CIK-FIA competitions).
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SPECIAL CIK-FIA HALL OF FAME 1964-2015 WORLD CHAMPIONSHIP (100/135/125 direct drive) 1964 1965 1966 1967 1968 1969 1970 1971 1972 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1988 1989 1989 1990 1990 1991 1991 1992 1992 1993 1993 1994 1994 1995 1995 1996 1996 1997 1997 1998 1998 1999 1999 2000 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2013 2014 2014 2015 2015
GUIDO SALA (I) GUIDO SALA (I) SUSANNA RAGANELLI (I) EDGARDO ROSSI (CH) THOMAS NILSSON (S) FRANÇOIS GOLDSTEIN (B) FRANÇOIS GOLDSTEIN (B) FRANÇOIS GOLDSTEIN (B) FRANÇOIS GOLDSTEIN (B) TERRY FULLERTON (GB) RICCARDO PATRESE (I) FRANÇOIS GOLDSTEIN (B) FELICE ROVELLI (I) FELICE ROVELLI (I) LAKE SPEED (USA) PETER KOENE (NL) PETER DE BRUIJN (NL) MIKE WILSON (GB) FK MIKE WILSON (GB) FK MIKE WILSON (GB) FK JORN HAASE (DK) FK MIKE WILSON (GB) FK AUGUSTO RIBAS (BR) FK GIAMPIERO SIMONI (I) FK MIKE WILSON (GB) FK EMMANUEL COLLARD (F) SUPER 100 MIKE WILSON (GB) FK GERT MUNKHOLM (DK) SUPER 100 JAN MAGNUSSEN (DK) FK DANILO ROSSI (I) FA JARNO TRULLI (I) FK ALESSANDRO MANETTI (I) FA DANILO ROSSI (I) FK NICOLA GIANNIBERTI (I) FA NICOLA GIANNIBERTI (I) FSA DAVID TERRIEN (F) FA ALESSANDRO MANETTI (I) FSA MARCO BARINDELLI (I) FA MASSIMILIANO ORSINI (I) FSA GASTAO FRAGUAS (BR) FA JOHNNY MISLIJEVIC (S) FSA J.CHRISTOPHE RAVIER (F) FA DANILO ROSSI (I) FSA JAMES COURTNEY (AUS) FA DAVIDE FORÈ (I) FSA RUBEN CARRAPATOSO (BR) FA DANILO ROSSI (I) FSA FRANCK PERERA (F) FA DAVIDE FORÈ (I) FSA COLIN BROWN (GB) FA VITANTONIO LIUZZI (I) FSA GIEDO VAN DER GARDE (NL) FSA WADE G. CUNNINGHAM (NZ) FA DAVIDE FORÈ (I) FA OLIVER OAKES (GB) FA DAVIDE FORÈ (I) FA MARCO ARDIGÒ (I) KF1 MARCO ARDIGÒ (I) KF1 ARNAUD KOZLINSKI (F) SKF NYCK DE VRIES (NL) KF2 NYCK DE VRIES (NL) KF1 FLAVIO CAMPONESCHI (I) KF1 TOM JOYNER (GB) KF ALESSIO LORANDI (I) KF JUNIOR LANDO NORRIS (GB) KF ENAAM AHMED (GB) KF JUNIOR KAROL BASZ (POL) KF LOGAN SARGEANT (USA) KF JUNIOR
Tecno/Parilla Tecno/BM Tecno/Parilla Birel/Parilla Robardie/BM Robardie/Parilla Robardie/Parilla Taifun/Parilla Taifun/Parilla Birel/Komet Birel/Komet BM/BM BM/BM BM/BM Birel/Parilla Dap/Dap Swiss Hutless/Parilla Birel/Komet Birel/Komet Birel/Komet Kalì Kart/Komet Kalì Kart/Komet Birel/Komet Pcr/Pcr Crg/Komet Crg/Rotax Crg/Komet Pcr/Atomik Crg/Rotax Crg/Rotax All Kart/Parilla Tony Kart/Rotax Crg/Rotax Tony Kart/Rotax Haase/Rotax Sodi/Rotax Crg/Rotax Haase/Rotax Swiss Hutless/Italsistem Tony Kart/Italsistem Tony Kart/Vortex Tony Kart/Vortex Crg/Crg Tony Kart/Vortex Tony Kart/Vortex Tony Kart/Vortex Crg/Crg Tony Kart/Vortex Tony Kart/Vortex Top Kart/Parilla Crg/Maxter Crg/Maxter Crg/Maxter Tony Kart/Vortex Gillard/Parilla Tony Kart/Vortex Tony Kart/Vortex Tony Kart/Vortex Crg/Maxter Zanardi/Parilla Zanardi/Parilla Tony Kart/Vortex Zanardi/Tm Tony Kart/Parilla FA Kart/Vortex FA Kart/Vortex Kosmic/Vortex FA Kart/Vortex
“U18” WORLD CHAMPIONSHIP 2010
JAKE DENNIS (GB)
Top Kart/Wke
2011
MATTHEW GRAHAM (GB)
Zanardi/Wke
2012
HENRY EASTHOPE (GB)
2013/15 NON DISPUTED
Sodi/Wke ---------------------
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WORLD CHAMPIONSHIP 125cc with GEARBOX (FC/KZ) 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001/2002 2013 2014 2015
GIANNI MAZZOLA (I) GABRIELE TARQUINI (I) PIER MARIO CANTONI (I) FABRIZIO GIOVANARDI (I) ALESSANDRO PICCINI (I) PETER RYDELL (S) GIANLUCA GIORGI (I) ALESSANDRO PICCINI (I) ALESSANDRO PICCINI (I) DANILO ROSSI (I) ALESSANDRO PICCINI (I) JARNO TRULLI (I) GIANLUCA BEGGIO (I) GIANLUCA BEGGIO (I) GIANLUCA BEGGIO (I) GIANLUCA BEGGIO (I) FRANCESCO LAUDATO (I) GIANLUCA BEGGIO (I) NON DISPUTED MAX VERSTAPPEN (NL) KZ MARCO ARDIGÒ (I) KZ JORRIT PEX (NL) KZ
Birel/Balen Kalì Kart/Balen Kalì Kart/Balen Tony Kart/Pavesi Dap/Pavesi All Kart/Pavesi Kalì Kart/Kalì Kart Birel/Pavesi Birel/Pavesi Crg/Pavesi Kalì Kart/Pavesi Tony Kart/Pavesi Biesse/Tm Biesse/Tm Birel/Tm Birel/Tm Birel/Tm Birel/Tm --------------------Crg/Tm Tony Kart/Vortex Crg/Tm
WORLD CUPS 125cc with GEARBOX (S-ICC/KZ1/KZ2) 2003 2004 2005 2006 2007 2008 2009 2010 2011 2011 2012 2012 2013/15
ROBERT DIRKS (NL) S-ICC ENNIO GANDOLFI (I) S-ICC FRANCESCO LAUDATO (I) S-ICC DAVIDE FORE’ (I) S-ICC JONATHAN THONON (B) KZ1 JONATHAN THONON (B) KZ1 JONATHAN THONON (B) KZ1 BAS LAMMERS (NL) KZ1 JONATHAN THONON (B) KZ1 JOEY HANSSEN (NL) KZ2 BAS LAMMERS (NL) KZ1 JORDON LENNOX-LAMB (GB) KZ2 KZ2 - NON DISPUTED
Birel/Tm Birel/Tm Birel/Tm Tony Kart/Vortex Crg/Maxter Crg/Maxter Crg/Maxter Intrepid/Tm Crg/Maxter Lenzo/Tm Praga/Parilla Crg/Maxter ---------------------
MANUFACTURERS MANUFACTURERS
1990/2006 1964/2015 ENGINES
ROTAX TM VORTEX IAME MAXTER PAVESI ITALSISTEM
CHASSIS
CRG TONY KART BIREL
37 33 28 18 13 13 11 37 36 28
MANUFACTURERS
2007/2015 ENGINES
TM VORTEX IAME MAXTER
CHASSIS
TONY KART CRG INTREPID ZANARDI ENERGY FA KART MARANELLO DR KOSMIC ART GRAND PRIX BIREL LENZO MAD CROC PCR PRAGA SODIKART TOP KART
32 25 10 10 21 15 10 9 8 6 4 2 2 1 1 1 1 1 1 1 1
CHASSIS
CRG TONY KART BIREL SWISS HUTLESS ALL KART INTREPID TECNO KART ENERGY ZANARDI BIESSE FA KART HAASE MARANELLO PCR TOP KART BM DAP GILLARD SODI TECNO DINO MACH 1 MIKE 1 ROBARDIE TAIFUN DR KOSMIC MARI SIRIO ZIP ART GRAND PRIX BARLOTTI BRM FULLERTON GOLD IHLE ITALSISTEM MAD CROC LANDIA LENZO MERLIN PRAGA TRULLI YAMAHA
ENGINES
IMPRESSIVE NUMBERS With two consecutive double world crowns in the direct drive categories, Vortex total 16 world titles (direct drive alone) from the 90s to date, becoming by far the most successful manufacturer of the modern era of this competition - the original world championship of karting. World championship success coupled by glory in the European. If the RFM troop is not quite in shape in the continental competition, the ` private' driver from Denmark Christian Lungaard rises to the challenge to bring the third consecutive European KFJ title to OTK. Thanks to this title, and those of Flavio Camponeschi in the European KZ championship (where he beats team-mate and 2014 World KZ Champion Marco Ardigò) and Frenchman Thomas Laurent in the International Super Cup for KZ2, Tony Kart breaks the 60 CIK-FIA titles mark increasing the advantage on the third most successful chassis manufacturer ever, the historic Birel from Lissone.
IAME TM VORTEX ROTAX MAXTER PAVESI ITALSISTEM BM PCR BMC BALEN DAP DINO ATOMIK COMER KALÌ-KART KZH SIRIO YAMAHA BMB FOX MORBIDELLI MS-CZ TITAN XTR
73 61 55 12 11 11 11 10 9 5 6 5 5 5 5 4 4 4 4 4 3 3 3 3 3 2 2 2 2 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 76 65 53 46 23 23 11 7 7 4 3 3 3 2 2 2 2 2 2 1 1 1 1 1 1
PHOTO KSP
CRG, THE TITLE THAT SAVES THE SEASON Little glory in the season for the All Blacks, with set-up problems on Bridgestone tires, and a performance gap that becomes even more evident against that of the Tony Kart duo Ardigò-Camponeschi, who dominate far and wide. Then, in the most important race of the season, the KZ World Championship, the team form Lonato gets a better idea of how to get the most out of its equipment and shows to have found the right approach from the very beginning, taking two drivers on the podium. The competition is certainly not there to watch, particularly Ardigò. The Tony Kart standard bearer is protagonist of a nail-biting final and only an accidental contact with Pex affect a well-deserved podium. CRG is back in shape at the last minute, this performance bodes well for the 2016 season, as it takes home the most coveted crown of all, the KZ World Championship. With the win in Le Mans, CRG matches Birel' s 7 world titles in the category historically dominated by the Lissone-based factory. A truly outstanding milestone!
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SPECIAL CIK-FIA HALL OF FAME 1964-2015
PHOTO KSP
EUROPEAN CHAMPIONSHIP 100cc (FK/FSA/FA) 1982 1983 1984 1985 1986 1987 1988 1988 1989 1989 1990 1990 1991 1991 1992 1992 1993 1993 1994 1994 1995 1995 1996 1996 1997 1997 1998 1998 1999 1999 2000 2000 2001 2002 2003 2004 2005 2006
PETER DE BRUIJN (NL) FK MIKE WILSON (GB) FK MIKE WILSON (GB) FK STEFAN FRIETSCH (D) FK YVAN MULLER (F) FK ALESSANDRO ZANARDI (I) FK FEDERICO GEMMO (I) FK GERT MUNKHOLM (DK) SUPER 100 MARC GOOSSENS (B) FK JOS VERSTAPPEN (NL) SUPER 100 MARTIJN KOENE (NL) FK FABIANO BELLETTI (I) FA MASSIMILIANO ORSINI (I) FSA ALESSANDRO MANETTI (I) FA GIANLUCA BEGGIO (I) FK DANIELE PARRILLA (I) FA NICOLA GIANNIBERTI (I) FSA GUY DE NIES (B) FA JARNO TRULLI (I) FSA DAVIDE FORÈ (I) FA MASSIMILIANO ORSINI (I) FSA GIORGIO PANTANO (I) FA JONNY MISLIJEVIC (S) FSA GIORGIO PANTANO (I) FA JENSON BUTTON (GB) FSA ANTONIO GARCIA (E) FA DAVIDE FORÈ (I) FSA CESAR CAMPANICO (P) FA GIUSEPPE PALMIERI (I) FSA JULIEN PONCELET (F) FA MARIO SIEGERS (NL) FSA LEWIS HAMILTON (GB) FA CARLO VAN DAM (NL) FA DAVID HEMKEMEYER (D) FA BAS LAMMERS (NL) FA NICK DE BRUIJN (NL) FA MARCO ARDIGÒ (I) FA MARCO ARDIGÒ (I) FA
Tecno Kart/Parilla Birel/Parilla Birel/Parilla Kalì Kart/Komet Kalì Kart/Komet Kalì Kart/Komet Tecno Kart/Komet Pcr/Pcr Tecno Kart/Komet Swiss Hutless/Rotax Swiss Hutless/Rotax All Kart/Parilla Tony Kart/Rotax Tony Kart/Rotax Kalì Kart/Rotax Mari/Italsistem Haase/Rotax Tecno Kart/Rotax Tony Kart/Rotax Tony Kart/Rotax Swiss Hutless/Italsistem Crg/Rotax Tony Kart/Vortex Crg/Crg Tecno Kart/Rotax Mari/Italsistem Tony Kart/Vortex Crg/Crg Swiss Hutless/Italsistem Swiss Hutless/Italsistem Trulli/Vortex Crg/Parilla Gillard/Parilla Mach1/Kzh Swiss Hutless/Vortex Gillard/Parilla Tony Kart/Vortex Tony Kart/Vortex
EUROPEAN CHAMPIONSHIP 125cc (KF1/SKF/KF) 2007 2008 2009 2010/2012 2013 2014 2015
TM HIGHER AND HIGHER
MARCO ARDIGÒ (I) KF1 MARCO ARDIGÒ (I) KF1 AARO VAINIO (FIN) SKF NON DISPUTED MAX VERSTAPPEN (NL) KF CALLUM ILOTT (GB) KF BEN HANLEY (GB) KF
Tony Kart/Vortex Tony Kart/Vortex Maranello/Maxter ------------------Crg/Tm Zanardi/Parilla Mad Croc/Tm
The 2015 season was not all about OTK, as TM had its fair share of success. With as many as three titles in the season - on three different frames, in three different categories - TM total 65 CIK-FIA titles getting closer and closer to the giant Iame (steady at the top with 76). As a highlight, the World Championship won by Dutchman Jorrit Pex, also this time helped by family friend Jos Verstappen (curiously Pex takes a last lap win over fellow CRG driver De Conto, the latter on Maxter engine). Then the two European titles, one in KZ2 with Energy and Johansson, at last on the top step of the podium after few missed opportunities (with Energy boasting its seventh European gearbox title out of a total of 10!), and one in KF with Ben Hanley and Mad Croc, the Finnish brand at its debut season in Karting. To note that six (Basz, Hanley, Johansson, Laurent, Lundgaard, Sargeant) out of the eight champions were at their first CIK-FIA title ± Camponeschi (KF2 European Champion in 2008 and KF1 World Champion in 2012) and Pex (2012 KZ1 European Champion) the exceptions.
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EUROPEAN CHAMPIONSHIP 100cc (JICA) 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
GIANLUCA MALANDRUCCO (I) BAS LEINDERS (B) JORDI SURALLES (E) MASSIMO DEL COL (I) MASSIMILIANO RUSSOMANDO (I) PHILIP CLOOSTERMANS (B) WILLEMJAN KEIJZER (NL) MARINO SPINOZZI (I) NELSON VAN DER POL (NL) FRANK PEREIRA (F) REINHARD KOFLER (A) MICHAEL AMMERMULLER (D) SEBASTIAN VETTEL (D) SEBASTIEN BUÉMI (CH) NICHOLAS RISITANO (I) STEFANO COLETTI (MC) MICHAEL CHRISTENSEN (DK) MIGUEL MONRAS (E)
Crg/Parilla Tecno Kart/Rotax Crg/Parilla Tony Kart/Parilla Mike1/Parilla Birel/Parilla Haase/Titan Tony Kart/Vortex Tony Kart/Vortex Tony Kart/Vortex Tony Kart/Vortex Tony Kart/Vortex Tony Kart/Vortex Crg/Maxter Birel/Tm Birel/Parilla Gillard/Parilla Maranello/Parilla
EUROPEAN CHAMPIONSHIP 125cc (KF3/KFJ) 2007 2008 2009 2010 2011 2012 2013 2014 2015
JACK HARVEY (GB) KF3 AARO VAINIO (FIN) KF3 NYCK DE VRIES (NL) KF3 ALEXANDER ALBON (GB) KF3 GEORGE RUSSELL (GB) KF3 GEORGE RUSSELL (GB) KF3 LANDO NORRIS (GB) KF JUNIOR ENAAM AHMED (GB) KF JUNIOR CHRISTIAN LUNDGAARD (DK) KFJ
Maranello/Xtr Maranello/Maxter Zanardi/Parilla Intrepid/Tm Intrepid/Tm Intrepid/Tm FA Kart/Vortex FA Kart/Vortex Tony Kart/Vortex
EUROPEAN CHAMPIONSHIP 100cc (F.EUROPE/ICA) 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
TERRY FULLERTON (GB) F.EUROPE JEAN-PIERRE KNOPS (B) F.EUROPE CATHY MULLER (F) F.EUROPE TONI ZOESERL (A) F.EUROPE PETER DE BRUIJN (NL) ICA JOSEF BERTZEN (D) ICA STEFANO MODENA (I) ICA STEFANO MODENA (I) ICA JUKKA VIRTANEN (FIN) ICA LINUS LUNDBERG (S) ICA MICHAEL SCHUMACHER (D) ICA MARTIJN KOENE (NL) ICA JOS VERSTAPPEN (NL) ICA EDDY COUBARD (F) ICA DANIELE PARRILLA (I) ICA OLIVER FIORUCCI (F) ICA ARNAUD SARRAZIN (F) ICA NARCIS CALLENS (B) ICA ARNAUD LECONTE (F) ICA LUDOVIC VEVE (F) ICA ALESSANDRO BALZAN (I) ICA JULIEN PONCELET (F) ICA STEFANO FABI (I) ICA JULIEN MENARD (F) ICA JEAN PHILIPPE GUIGNET (F) ICA JONATHAN THONON (B) ICA NICOLA BOCCHI (I) ICA KEVIN ESTRE (F) ICA JAMES CALADO (GB) ICA NICOLA NOLÈ (I) ICA
2007 2008 2009 2010 2011 2012 2013/15
WILL STEVENS (GB) FLAVIO CAMPONESCHI (I) JORDAN CHAMBERLAIN (GB) NICOLAJ MOLLER-MADSEN (DK) SAMI LUKA (B) BEN BARNICOAT (GB) NON DISPUTED
Zip/Parilla Birel/Parilla Swiss Hutless/Parilla Birel/Parilla Tecno Kart/Parilla Zip/Parilla Dap/Dap Dap/Dap Birel/Parilla Dino/Dino Kalì Kart/Parilla Tony Kart/Rotax Swiss Hutless/Rotax Dino/Rotax Birel/Rotax Merlin/Atomik Tecno Kart/Rotax Biesse/Fox Tecno Kart/Rotax Biesse/Rotax Top Kart/Comer Crg/Crg Top Kart/Comer Tony Kart/Vortex Tony Kart/Vortex Crg/Maxter Crg/Maxter Sodi/Tm Tony Kart/Vortex Crg/Tm
EUROPEAN CHAMPIONSHIP 125cc (KF2) Tony Kart/Vortex Tony Kart/Vortex Tony Kart/Tm Energy/Tm Energy/Tm ART Grand Prix/Parilla ---------------------
VROOM INTERNATIONAL MAGAZINE 33
SPECIAL CIK-FIA HALL OF FAME 1964-2015
PHOTO KSP
EUROPEAN CHAMPIONSHIP 125cc with GEARBOX (FC/FC-2/S-ICC/ICC)
DIFFICULT TIMES FOR ITALIANS If the Karting market continues to be dominated by the Italian manufacturers, not only for the production of winning chassis and engines but also of accessories, the same can' t be said about Italian drivers, as they struggle to return to the limelight of the sport. The driver from Rome Flavio Camponeschi is the only bulwark of Italian colours in a season completely dominated by Northern Europeans. Paolo De Conto and Marco Ardigò did fly the Italian flag high during (almost) all the KZ World Championship final, but had to concede in the very last lap. In KF and KF Junior little trace has remained of the small group of Italians, and the hope is that the new OK and OK Junior engines will conquer a larger number of Italians and convince them to compete in CIK classes both at national level and abroad.
34 VROOM INTERNATIONAL MAGAZINE
1974 1975 1976 1977 1978 1979 1979 1980 1980 1981 1981 1982 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1996 1997 1997 1998 1998 1999 1999 2000 2000 2001 2001 2002 2002 2003 2003 2004 2004 2005 2005 2006 2006
AAD VAN DAALEN (NL) FC BEN VAN VELZEN (NL) FC GIANFRANCO BARONI (I) FC GIANFRANCO BARONI (I) FC GIANFRANCO BARONI (I) FC GIANCARLO VANARIA (I) FC JAN SVANEBY (S) FC-2 FRANK LEUZE (D) FC MILAN SIMAK (CZ) FC-2 GIANFRANCO BARONI (I) FC GIANFRANCO BARONI (I) FC-2 ALESSANDRO PICCINI (I) FC MARIO BERTUZZI (I) ICC PIER MARIO CANTONI (I) ICC RICCARDO FRANCHINI (I) ICC PIETRO SASSI (I) ICC LAMBERTO DI FERDINANDO (I) ICC PAOLO PULLIERO (I) ICC VINCENZO SAITTA (I) ICC GIANLUCA PAGLICCI (I) ICC WALTER VAN LENT (NL) ICC ROBERTO MONTAGNANI (I) ICC STEFANO RODANO (I) ICC STEFANO MARCOLIN (I) ICC VINCENZO AZZOLINA (I) ICC PAOLO GAGLIARDINI (I) ICC ALESSANDRO PICCINI (I) FC STEFAN HAAK (D) ICC GIANLUCA BEGGIO (I) FC FILIPPO FLENGHI (I) ICC GIANLUCA BEGGIO (I) FC VALERIO SAPERE (I) ICC RONNIE QUINTARELLI (I) FC CLAUDE MONTEIRO (F) ICC FRANCESCO LAUDATO (I) FC VALERIO SAPERE (I) ICC ALESSANDRO PICCINI (I) FC ALESSANDRO SFERRELLA (I) ICC FRANCESCO LAUDATO (I) S-ICC ROBERT DIRKS (NL) ICC ALESSANDRO MANETTI (I) S-ICC MANUEL COZZAGLIO (I) ICC FRANCESCO LAUDATO (I) S-ICC RICCARDO VAN DER ENDE (NL) ICC FRANCESCO LAUDATO (I) S-ICC ERIK JANIS (CZ) ICC ROBERTO TONINELLI (I) S-ICC ERNST BEHRENS (D) ICC
Landia/Yamaha Mach1/Yamaha All Kart/BMC All Kart/BMC All Kart/BMC Kalì Kart/Pavesi Kalì Kart/Rotax Mach 1/KZH Simak/MS-CZ Birel/BMC Birel/Rotax All Kart/Morbidelli All Kart/Rotax All Kart/Pavesi Kalì Kart/Pavesi Birel/Pavesi Kalì Kart/Pavesi Kalì Kart/Pavesi Kalì Kart/Pavesi Kalì Kart/Kalì Kart All Kart/Tm Tony Kart/Tm Kalì Kart/Tm Kalì Kart/Tm Gold/Pavesi Birel/Tm Crg/Pavesi Crg/Tm Birel/Tm Birel/Tm Birel/Tm Birel/Tm Tony Kart/Vortex Birel/Tm Birel/Tm Crg/Pavesi Crg/Tm Top Kart/Pavesi Birel/Tm Birel/Pavesi Crg/Pavesi Birel/Pavesi Birel/Tm Energy/Tm Birel/Tm Birel/Pavesi Brm/Tm Energy/Tm
EUROPEAN CHAMPIONSHIP 125cc with GEARBOX (KZ1/KZ/KZ2) 2007 2007 2008 2008 2009 2009 2010 2010 2011 2011 2012 2012 2013 2013 2014 2014 2015 2015
ALESSANDRO MANETTI (I) KZ1 THOMAS KNOPPER (NL) KZ2 JONATHAN THONON (B) KZ1 TONY LAVANANT (F) KZ2 BAS LAMMERS (NL) KZ1 ANGELO LOMBARDO (I) KZ2 BAS LAMMERS (NL) KZ1 PAOLO DE CONTO (I) KZ2 PAOLO DE CONTO (I) KZ1 FABIAN FEDERER (I) KZ2 JORRIT PEX (NL) KZ1 SIMAS JUODVIRSIS (LT) KZ2 MAX VERSTAPPEN (NL) KZ EMIL ANTONSEN (N) KZ2 RICK DREEZEN (B) KZ ANDREA DALÉ (I) KZ2 FLAVIO CAMPONESCHI (I) KZ JOEL JOHANSSON (S) KZ2
Intrepid/Tm Pcr/Tm Crg/Maxter Energy/Tm Intrepid/Tm Tony Kart/Vortex Intrepid/Tm Energy/Tm Energy/Tm Crg/Tm Crg/Tm Energy/Tm Crg/Tm Dr/Tm Zanardi/Parilla Crg/Maxter Tony Kart/Vortex Energy/Tm
INTERNATIONAL SUPER CUPS 2013
DORIAN BOCCOLACCI (F) KZ2
Energy/Tm
2013
KAROL BASZ (PL) KF
Tony Kart/Vortex
2013
LANDO NORRIS (GB) KF JUNIOR
FA Kart/Vortex
2014
RYAN VAN DER BURGT (NL) KZ2
Dr/Tm
2015
THOMAS LAURENT (F) KZ2
Tony Kart/Vortex
WORLD CUP 100cc (100 JUNIOR) 1968 1969 1970 1971 1972 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997/2006
AMEDEO PACITTO (I) D.CARLSSON (S) ALAN LANE (GB) MARC WOUTERS (B) DEREK BLISS (GB) ALAIN PROST (F) FELICE ROVELLI (I) ADRIAN WEPFER (CH) ANDREA DE CESARIS (I) PAOLO BANDINELLI (I) STEFANO MODENA (I) THOMAS GLAUSER (CH) BERND SCHNEIDER (D) MICHEL VACIRCA (NL) ROMEO DEILA (I) FRANK VAN EGLEM (NL) ANDREA GILARDI (I) ANDREA GILARDI (I) FABRIZIO DE SIMONE (I) JAN MAGNUSSEN (DK) GIANLUCA MALANDRUCCO (I) JAN MAGNUSSEN (DK) JÉRÉMIE DUFOUR (F) SÉBASTIEN PHILIPPE (F) BRUNO BALOCCO (I) ENNIO GANDOLFI (I) GIORGIO PANTANO (I) JAMES COURTNEY (AUS) FERNANDO ALONSO (E) NON DISPUTED
2007 2008 2009 2009 2010 2010 2011 2011 2012 2012 2013/15
MICHAEL RYALL (GB) KF2 OLIVER ROWLAND (I) KF2 DAVID DA LUZ (P) KF2 GIULIANO NICETA (I) KF3 KF2 - NON DISPUTED ALEXANDER ALBON (GB) KF3 LORIS SPINELLI (I) KF2 CHARLES LECLERC (MCO) KF3 FELICE TIENE (I) KF2 LUCA CORBERI (I) KF3 KF/KFJ - NON DISPUTED
1991 1991 1992 1992 1993 1993 1994 1994 1995 1995 1996 1996 1997 1997 1998 1998 1999 1999 2000 2000 2001 2002 2003/2005 2006
DONNY CREVELS (NL) FK DARRELL SMITH (AUS) FA DANILO ROSSI (I) FK ALBERT PEDEMONTE (I) FA NICOLA GIANNIBERTI (I) FK PAOLO MORO (I) FA JARNO TRULLI (I) FSA LUCA CASAZZA (I) FA JARNO TRULLI (I) FSA DANIEL WHELDON (GB) FA MASSIMILIANO ORSINI (I) FSA MILOS PAVLOVIC (I) FA KAZUSHI SANO (J) FSA KOSUKE MATSUURA (J) FA TAKAO MATSUYA (J) FSA FA - NON DISPUTED VITANTONIO LIUZZI (I) FSA JULIEN PONCELET (F) FA DAVIDE FORÈ (I) FSA LEWIS HAMILTON (GB) FA NON DISPUTED JEROME D’AMBROSIO (B) FA NON DISPUTED ARNAUD KOZLINSKI (F) FA
2007 2008 2009 2010 2011/15
MARCO ARDIGÒ (I) KF1 DAVIDE FORÈ (I) KF1 YANNICK DE BRABANDER (B) SKF OLIVER ROWLAND (GB) SKF NON DISPUTED
Tecno/BM Ihle/Parilla Barlotti/Komet Taifun/Parilla Zip/Komet Birel/Parilla Birel/Parilla BM/BM Sirio/Sirio Sirio/Sirio Birel/Parilla Birel/Parilla Birel/Parilla All Kart/Pcr Birel/Pcr Tecno Kart/Parilla Birel/Pcr Birel/Pcr Birel/Parilla Tony Kart/Rotax Crg/Parilla Tony Kart/Rotax Dino/Dino Sodi/Dino Mike 1/Parilla Kalì Kart/Parilla Crg/Rotax Tony Kart/Vortex Mike 1/Parilla ---------------------
WORLD CUP 125cc (KF2/KF3) Birel/Tm Tony Kart/Vortex Zanardi/Parilla Tony Kart/Vortex --------------------Intrepid/Tm Tony Kart/Vortex Intrepid/Tm Crg/Bmb Kosmic/Vortex ---------------------
WORLD CUP 100cc (FK/FSA/FA) Tecno Kart/Rotax Pcr/Pcr Crg/Rotax Kalì Kart/Rotax Haase/Rotax Kalì Kart/Italsistem Tony Kart/Rotax Crg/Rotax Tony Kart/Rotax Fullerton/Rotax Swiss Hutless/Italsistem Birel/Rotax Italsistem/Italsistem Biesse/Rotax Yamaha/Rotax --------------------Crg/Crg Swiss Hutless/Italsistem Tony Kart/Vortex Crg/Parilla --------------------Birel/Tm --------------------Intrepid/Tm
WORLD CUP 125cc (KF1/SKF) Tony Kart/Vortex Maranello/Maxter Intrepid/Tm Zanardi/Parilla ---------------------
C I K - F I A
2 0 1 5
P R I Z E
G I V I N G
LOW KEY 2015 CIK GALA
THE PRESTIGIOUS MARRIOTT HOTEL IN PARIS, CHOSEN FOR THE CIK-FIA 2015 SEASON AWARDS CEREMONY, MARKED THE OFFICIAL END OF THE KF ERA. A SOMEWHAT HISTORIC OCCASION, WITH THE TRANSITION TO THE NEW OK ENGINE STILL TO DECRYPT, AND TO PROMOTE! 36 VROOM INTERNATIONAL MAGAZINE
One of those circumstances in which the karting industry was supposed to be at its best, or so you would have thought ... because in Paris the atmosphere was far from buzzing, almost routine-like to say the least, something that clashed with the importance of the change taking place. Where was the excitement for the new era, finally at the green lights? Where was the enthusiasm for an engine that should bring young people back into CIK racing at regional and national level? Hard to say… Perhaps, the problematic relationship between the CIK-FIA and WSK,
remarked by CIK President Abdullah Al Khalifa in his opening statement, have distracted everyone’s attention - including the CIK Championship promoter and organizer of the gala from the importance of this year’s Prize Giving Award, and possibly its true protagonist. The much-awaited OK engine, which will see its racing initiation in a little over a month after four years of development, was one of the missing stars, along with most representatives of the manufacturing companies. At the CIK-FIA gala we met Erica Robazzi representing OTK/Vortex, while the representatives of the top
G
A W A R D
C E R E M O N Y Left, Mad Croc Team Manager Armando Filini collecting the award for Ben Hanley, KF European Champion, from the British CIK delegate for the MSA Russell Anderson. Below, the KZ World Championship podium winners with CIK vice President Kees van de Grint. Bottom, group photo of all the winners with the CIK vice President (fifth from left), CIK President and WSK President.
VROOM INTERNATIONAL MAGAZINE 37
CIK-FIA 2015 PRIZE GIVING AWARD CEREMONY THE WINNERS
The award ceremony was introduced by the opening speeches of Luca de Donno, President of WSK Promotion, Jean Todt, FIA President, and Sheikh Abdulla bin Isa Al Khalifa, President of the CIK. Acting as master of ceremonies, expert Ken Walker, who delighted the 150 guests with his impeccable British style. Highlight of the evening, the funny exchange with the KZ World Champion Jorrit Pex, asked to comment on the million-dollar question: “the last lap overtake on De Conto was the result of your skill or a mistake of your opponent?” Dutchman’s embarrassment apart, and an explanation of crossing race lines enriched with some colorful Italian expression, the audience appreciated and warmly applauded the three drivers on the World Championship podium. Besides the 2015 champions, PF International was awarded Event of the Year, Frederic Billet of the KSP agency for the Best Photograph of the Year, and Oscar Sala for Birel’s outstanding contribution to Karting. Below, the complete list of winners: Jorrit Pex (KZ World Champion); Paolo De Conto (KZ vice World Champion); Arnaud Kozlinski (3rd in KZ World Championship) Karol Basz (KF World Champion); Jordon Lennox-Lamb (KF vice World Champion); Nicklas Nielsen (3rd in KF World Championship) Logan Sargeant (KFJ World Champion) – collecting the award Erica Robazzi (OTK); Clement Novalak (KFJ vice World Champion); Cajo Collet (3rd in KFJ World Championship) Thomas Laurent (International Super Cup KZ2 Champion) Flavio Camponeschi (KZ European Champion) – collecting the award Erica Robazzi (OTK) Joel Johansson (KZ2 European Champion) Ben Hanley (KF European Champion) – collecting the award Armando Filini (Mad Croc) Christian Lundgaard (KFJ European Champion) Marta Garcia (Academy Trophy Champion); Xavier Lloveras (Academy Trophy vice Champion); Alejandro Lahoz (3rd in Academy Trophy) Lorenzo Camplese (Asia-Pacific KZ Champion) – not present Haruyuki Takahashi (Asia-Pacific KF Champion) Adam Kout (Superkart Champion) Osca Sala (outstanding contribution to Karting) – collecting the award Jordon LennoxLamb (Birel ART) PF International (evento dell’anno) – collecting the award Clare Mills (TVKC) Frederic Billet - KSP (Photograph of the year)
38 VROOM INTERNATIONAL MAGAZINE
manufacters such as Iame and Tm, as well as Birel ART and CRG, did not take part at the event. Absences that seemed somehow out of tune with the importance of the event, which saw the participation of the CIK-FIA highest representatives - president, vice president and secretary – and exclusively of the FIA president Jean Todt, who held the opening speech and took part in the routine photoshoot session with the protagonists of the season. Are manufacturers trying to send a sign to the international federation, perhaps in contrast with the new course inaugurated by the OK engine? Or is it just an unfortunate coincidence? The fact of the matter is that the situation did not offer a pretty image of our sport, especially at a time of transition in which we should all push
in the same direction to make sure that the new engine gets the necessary promotion. Similar absence of representatives of Ferrari, Mercedes and so on at the FIA Gala seems somewhat unthinkable... Same goes for the absent winners except for the European KF Champion Ben Hanley busy with Pirelli tests in the UAE - in particular the World KFJ Champion Logan Sargeant, already awarded by the FIA a few weeks earlier, and the European KZ Champion Flavio Camponeschi. A stronger presence of manufacturers and protagonists of the season would have been appropriate, also to strengthen the image of the sport in the eyes of those who look at karting from the outside and too often find it hard to take it seriously.
W W W W. M O D E N A - E N G I N E S.IT
MKZ SIMPLE, POWERFUL, INNOVATIVE. AVAILABLE FOR ENTRY LEVEL OR RACING VERSION
“STAY H U NG RY, STAY FOOLISH” S TE VE J OB S
40 VROOM INTERNATIONAL MAGAZINE
IN PALESTRA CON DAVIDE FORÉ
close up
Logan Sargeant BORN TO WIN He gets his first kart at 5 to drive at weekend’s and after 9 years, he gets the world title. Logan Sargeant was awesome, majestic performance at La Conca, Italy, on 27th September 2015 when he became the first World Champion from the USA in 37 years after the historic title grabbed by Lake Speed. Report S.Murtas / Photos D.Pastanella
Not many would have gambled on Sargeant on
feeling with the track on which Logan has always
the eve of the race at La Conca. After a mind-
done well, as shown at the WSK Championship
blowing start to the season, with the win at the
Cup earlier in the season. And the World Cham-
WSK Champions Cup and the runner-up spot
pionship free practice soon revealed how well
in the WSK Super Master Series, the American
he likes the Italian track. Sargeant got closer
hardly stood out in the CIK European Cham-
and closer to his team-mate Watt and ended up
pionships… tyre issues in the opening round
stopping the second fastest lap in qualifying. In
in Portimao, Portugal, and a few mistakes in the
hindsight, free practice was a clear sign of what
second at PF International (GB) persuaded him
was to come, but before the heats it was difficult
to skip the third and final round in Kristianstad,
to predict Sargeant would have been so consi-
Sweden, managing just 3 points overall.
stent throughout the weekend as to take home
And yet the tide turned in Italy, also thanks to the
the final win in such dominant fashion.
VROOM INTERNATIONAL MAGAZINE 41
the following year in TaG Cadet. 2015 is a glorious year! The third season in KFJ is by all means the last call for success in the junior ranks, and Logan means business from the onset. Second at the season opener, the Lonato Winter Cup, is soon followed by the title in the WSK Champions Cup and the runner-up spot by a few points in the WSK Master Series, which seem to pave the way for the blasting performance at the World Championship. Seeing from the outside, it looks as if this was part of plan from the outset, but Logan is not quite as convinced.
A first taste of a go-kart back in 2006, at the Homestead Speedway in Miami, and a racing resume that dates back to 2008, with Logan aged 7. Two third places, at the Rotax Max Challenge USA and Florida Winter Tour, Micro Max category, in two of the most challenging series in the USA. The following year, Logan strikes the jackpot with two titles, at the Florida Winter Tour and Rotax USA Grand Nationals, as his career starts getting the attention of international talent scouts. Two more seasons of US racing crowned by the prestigious win at the SKUSA SuperNationals XV in TaG Cadet, with the first taste of international racing to wrap up the season. In fact in 2011, still aged 10, Logan experiences international glory for the first time at the Rok International Cup in Lonato, grabbing a truly astonishing win in Mini Rok. But the young American is only at the beginning, because he understands to have a natural talent and in 2012 decides to move to Europe, the international karting hotspot, and follow his dream to become a Formula 1 driver. “It was quite tough to move to Switzerland when I was so young, away from friends and to a completely different culture. Thankfully my parents have always supported me 100% and big part of my success is due to them. The win in La Conca was truly emotional, and straight after the victory I gave them a really big hug… it means a lot to me, and to them!” The move to Europe, then. At his international
42 VROOM INTERNATIONAL MAGAZINE
debut season, Logan pulls off an incredible win at the classic Margutti Trophy, one of the early season must, grabbing the win in 60 Mini. The season continues on a high with the third place in the super competitive WSK Euro Series, and two top-10 results in the WSK Master Series and WSK Final Cup, which followed 2nd and 3rd places on home soil at the FWT. The season ended as it started, with a majestic win in the classic Trofeo delle Industrie. And from Ward Racing, the same team that saw
“I never felt this was something I was destined to do. We kind of stumbled into karting by chance, my father got me a kart when I was 5, I happened to like it, and I kept progressing as I went along. It really started as a hobby, and ended up becoming a professional thing, but it sort of followed its natural course.” There is something quite extraordinary in this result, because the sense of pride for taking the CIK-FIA World Championship crown back to the USA after 37 years since Lake Speed on Birel/Parilla in 1978 is still very strong in Logan.
It really started as a hobby, and ended up becoming a professional thing… it sort of followed its natural course
his older brother Dalton racing in Europe for a few seasons, Logan moved to RFM, and to a different category – KF Junior – in 2013. Quite an uphill transition, to be fair, as the American tried to feel his way through piling up a series of mid grid results at the CIK European Championship and WSK series, the only gratification being the 2nd place at the SKUSA SuperNationals in Las Vegas at the end of the season, title won again
Differently to Speed, Sargent’s world title is in the junior class, but that has little importance, because the driver in force with RFM team has been protagonist at international level for the last few seasons, growing consistently in the British team, supported by mentor Gary Catt and Infinity Sports Management. And Sargeant’s astounding result confirmed yet again the value of this collaboration, and its suc-
CLOSE UP LOGAN SARGEANT
cessful formula. Team, material and driver all contribute to a perfectly fine-tuned mechanism tested time and time again that granted RFM the third world title in two years. How did it all come together in La Conca, you might ask? Sargeant proved his talent and maturity, making no mistakes, by a sort of soft domination, a success built lap after lap with consistency, determination and concentration, backed by a competitive, well set up kart, but not an overly superior one. After an inspirational free practice, Sargeant missed pole by a mere 3 hundredths. With four wins and a 4th place Logan was on prefinal 1 pole start. Despite not being the fastest on track, the American driver dominated by and large, taking over 1” win at the flag. And the final was more of the same! Sargeant kept the lead at turn one, and despite some pressure from Novalak and Collet in the first few laps, from lap 6 on he built up over 1” lead that he kept all the way to the chequered flag. Everything seemed extremely easy, but in reality it wasn’t, because Sargeant put in a perfect race, not a single mistake, which proved that he is ready to move to a different category. “I was feeling very confident throughout the entire weekend in La Conca. I was fast all week and after winning the prefinal I knew I had a big shot at the title. I knew I had a perfect ally in the track, by far one of my favourites, and in my team and mechanic… together with my coach Gary they have been a great support.”
KARTING CAREER (TOP-10 RESULTS) DOB 31/12/2000
POB Florida (USA)
2015
CIK-FIA World Championship - KFJ (P.1) WSK Champions Cup – KFJ (P.1 – 150 pts) WSK Night Edition – KFJ (P.1) WSK Super Master Series – KFJ (P.2 – 275 pts) Lonato Winter Cup – KFJ (P.2) SKUSA SuperNationals XIX - TaG Senior (P.4) WSK Final Cup – KF (P.5)
2014
CIK-FIA European Championship – KFJ (P.6 - 44 pts) SKUSA SuperNationals XVIII - TaG Junior (P.1) Trofeo Andrea Margutti – KFJ (P.7) WSK Super Master Series – KFJ (P.9 - 86 pts)
2013
SKUSA SuperNats XVII - TaG Junior (P.2)
2012
But those expecting Logan to follow the latest trends and jump straight to single-seaters, are going to be disappointed. “I will carry on with Karting for at least another season, moving up to OK class, and trying to make a bit more experience in the Senior ranks before moving to Formula racing. Obviously my dream is to become a Formula 1 driver, I look up to Hamilton, Vettel and Schumacher, but I want to keep focused on the next season. We want to take things step-by-step, we are a long way away from Formula 1…”
WSK Euro Series - 60 Mini (P.3 - 61 pts) WSK Master Series - 60 Mini (P.9 - 35 pts) WSK Final Cup - 60 Mini (P.9) Trofeo Andrea Margutti - 60 Mini (P.1) Trofeo delle Industrie - 60 Mini (P.1) Florida Winter Tour - TaG Cadet (P.2 - 945 pts) Florida Winter Tour - Mini Max (P.3 - 873 pts) Italian Championship - 60 Mini (P.4 - 111 pts)
2011
ROK Cup International Final - Mini Rok (P.1) SKUSA SuperNationals XV - TaG Cadet (P.1) SKUSA Pro Tour - TaG Cadet (P.10 – 365 pts) South Florida RMAX Challenge - Mini Max (P.1 – 594 pts)
2010
Florida Winter Tour - Mini Max (P.9 – 614 pts)
2009
Florida Winter Tour - Micro Max (P.1 – 1120 pts) Rotax Grand Nationals USA - Micro Max (P.1)
2008
Rotax Max Challenge USA - Micro Max (P.3 – 697 pts) Florida Winter Tour - Micro Max (P.3 - 405 pts)
VROOM INTERNATIONAL MAGAZINE 43
NEW SOUTH GARDA KARTING CIRCUIT IN LONATO
Waiting for
Winter THE TRACK IN LONATO HAS BEEN RENOVATED; IT IS LONGER, NOW 1,190 METRES. AWAITING ITS FIRST REAL OFFICIAL DEBUT WITH THE WINTER CUP IN FEBRUARY, LET’S TAKE A LOOK AND SEE HOW TO TACKLE THE OLD PARTS THAT HAVE BEEN REDONE WITH NEW ASPHALT.
REPORT: MAURIZIO VOLTINI – PICS: DOMENICO PAOLICELLI
This is the second time that the track in Brescia has important changes,
has been laid on the whole track. The new base has been made by
this time, when we can say it’s the third generation”, the track in Lonato
an Italian firm using Elf compounds different to the previous asphalt
has been extended, from 1,010 metres to 1,190, now englobing a bit
and should guarantee better grip even when the track hasn’t been
of the paddock (the part where the old parc fermè was). A new turn has
used much, thus limiting the differences that one could find before
been made here that connects the two straights, while the two turns
on racing days and “free” days. Among the changes, they have also
that a close to each other, which were once near the pit exit have been
made turns 2-3 cm higher on the external side to give more of a sort
changed into an “S” that is much faster.
of “border effect”.
Later, however, you will find a more detailed description of how to tac-
Looking at the track, the feeling we had was that the changes were
kle these turns and all the others on the renewed track, also because,
positive; now the track is more “airy” and open, not so “wrapped up”
don’t forget that together with the changes in planimetry, new asphalt
on itself. This impression has been confirmed by the drivers who ha-
44 VROOM INTERNATIONAL MAGAZINE
SOME HAVE LIKED IT MORE SOME LESS, BUT THE GENERAL OPINION OF THE NEW CONFIGURATION OF THE TRACK IN LONATO IS POSITIVE. HOWEVER, IT HAS BEEN EVIDENCED THAT NOW THERE IS NO PART THAT IS REALLY DIFFICULT TO COVER, ONE THAT “MAKES THE DIFFERENCE” LIKE THE OLD SO-CALLED “CHIOCCIOLA”, TWISTS AND TURNES THAT ARE NO LONGER THERE. ve already raced there, also drive is smoother, and for this reason the
host international events like the well-known Winter Cup, which, on
100cc drivers (meaning drivers of the direct drive classes) have appre-
February 21st will be the official opening of the renovated track. Then
ciated the changes very much more than the 125cc drivers, that is, the
we will really be able to say if the changes applied have made the track
gear class. A nostalgic feeling remains because a rather characteristic
more interesting and exciting for international events: one thing sure
part has been eliminated, the one called “chiocciola” spiral turns, Then
though, it has increased the drivers’ curiosity on how it will be to drive
again, already with the first renovation they did away with two turns,
on a third generation track in Lonato; this too is a reason why we are
the ones just after the starting grids that used to require important
going to tell you how to tackle the track with the help of two skilled
acceleration, so as to give time for the big turn that has never been very
drivers like Felice Tiene and Davide Foré, one has lapped with the new
convincing, especially from a safety point.
OK engines and the other with the KZ.
Nevertheless, it had to be extended otherwise it was impossible to
VROOM INTERNATIONAL MAGAZINE 45
NEW SOUTH GARDA KARTING CIRCUIT IN LONATO New “S” turns After the finishing line there’s the so-called “big turn” that you prepare first following a fast path to the left (1) with which you can tackle the apex to the right better (2). «I continue to drive in full throttle along the big turn – says Tiene – and you can feel that there is more grip. However, it isn’t as easy to cover as it was before, because with the new OK engines you arrive faster than with the KF». You can see that, in fact, the big turn is made up of two sections of turns to the right, with the second (3) which is only a connection to the following straight towards the turn that once used to start at the so-called “chiocciola” (4). «The first part of the track is practically identical – says Foré – and you always drop a gear like you used to before. And the braking point that takes you to the “chiocciola” is the same, only now you let the kart go towards the external side of this turn that you cover in fourth». A turn that goes into the new part along a small “swerve” in the next straight (5). «You have to be careful at that little curb on the left on exit, because it makes you jump», adds Forè. The new entry to the pits is along this straight too (6) and this leads to the first important braking point to then head for the new turn (7) that is covered in second gear. The flow here is parabolic “opening” and above all there’s an uphill height difference 110 cm from entry to exit, but this isn’t a problem for both drivers: «It takes a bit at first to find the right curb point and the right path, but once you have found them there aren’t any other problems», says Foré. The turn that connects the old part of the track to the new is more demanding (8) and it starts with a sequence of three turns to the left followed by one to the right, with lots of swerves in between (9). «Here TODAY I try to build up speed, then open out a bit to close in again between ADDRESS the first and second turn to the left», says Tiene. Foré confirms it and SOUTH GARDA KARTING adds: «Where you put the wheels in the first part is very important, you via Monti Slossaroli take it in third or fourth gear depending on your ratio setting. the first 25017 Lonato (BS), Italy left turn doesn’t close much and invites you to dare, but immediately tel. +39.342.5640590 after it closes a lot and has to be taken in two cycles and it’s easy to mail: info@suothgardakarting.it jeopardize the second part. » This is important because you slip in gears web: www.southgardakarting.it in progression, so as not to reach the new “S” (10) that in fact is very much like the one that existed in the first generation of the track in Lonato. Here Tiene confirms that you have to bear in mind how to tackle the S, that is, without going too YESTERDAY far to the left before the second right turn (11), so that you don’t find yourself too close at this one. In fact, now this part is much faster compared to the two close turns that were here before, and this affects the braking point: «here braking is now softer, and it is also better to anticipate is a little because if you arrive too fast it is harder to tackle the second turn», added Foré, just to explain the S is covered in fourth gear but it could be better, at some points, entry could be in third. Then the acceleration that takes you to a series of final turns is now much shorter than before, so much so that it is difficult to arrive and put in fifth gear. Furthermore, it has been widened to the left and this changes entry to final turn one (12). «So you can have a wider path that allows you to accelerate earlier on exit», says Tiene. Foré has felt the difference too: «Over this turn the way you brake while travelling round has changed a bit. At first I thought I was always short… » then there are the other two final turns (13 and 14) with continuous gear changes, second and third, both increasing and decreasing revs, before you get to the starting straight (15). This part hasn’t been touched, it’s the same except for new asphalt, therefore «you have more grip: you tackle these turns as you did before, but there is more grip on exit and this enables you to accelerate a bit earlier on», says Tiene. 46 VROOM INTERNATIONAL MAGAZINE
1 2
3
4 5
6
7 8
9
10 11
12
13 14
15 VROOM INTERNATIONAL MAGAZINE 47
NEW HOMOLOGATION 2016
HERE ARE THE THIS TIME WE’RE NOT JUST TALKING ABOUT THE ENGINES FOR THE OK CLASS, THAT ARE DEBUTING ALSO THIS FORTHCOMING SEASON, BUT ABOUT ALL KARTING ENGINES, INCLUDING THE KZ GEAR CLASS, THAT HAVE BEEN HOMOLOGATED THIS WINTER, AS USUAL EVERY THREE YEARS, TOGETHER WITH RELATIVE COMPONENTS SUCH AS CARBURETTORS AND MUFFLERS. REPORT: MAURIZIO VOLTINI
e have often written about, in the previous issues of Vroom, how the forthcoming season sees the debut of official new engines for the direct OK classes. However, this isn’t going to be the only innovation in the motoring field: in fact, in 2016 there is going to be a session of homologations for all components for karting engines and engines too – we intend the ones destined for the KZ gear classes – and all components made for them, such as carburettors and mufflers (both induction and exhaust) including ignition. This is an appointment for these elements that has to be kept every three years and draws the interest of several manufacturers and karting fans too Don’t forget that this time, engines have been homologated that can be used (at least according to regulations) from 2016 to 2024 included, so, in all for nine years, we underline that from out point of view for two classes, that is, OK direct drive (supported by the OK-Junior) and the KZ gear classes. However, not all the manufacturers have necessarily programmed the manufacturing of an engine for both classes. In any case, as for regulatory reasons some technical choices have been standardised, for example, reed induction and water-cooling and also some typical characteristics concerning measurements; furthermore for the “senior” OK engines there is a single exhaust valve that only acts on the central port and not on the boosters. We can however, see over the following pages in detail which are the engines that have already been homologated and we are showing you the first pictures of the same including technical data concerned. First of all here is a list of the engines and components that have sent in form to be homologated, on writing this article the homologation procedure is still going on for some.
48 VROOM INTERNATIONAL MAGAZINE
HOMOLOGATION 2016 OK ENGINES Lenzo LKE LKJ1 e LK1 Parilla Reedster 4 TecniEngines TE T90 e T101 TM S-Junior e S-Senior Rexon Ballerina Vortex DDJ e DDS
KZ ENGINES DEA FB-R7 e FB-R5 Lenzo LKE LZ1 Maxter MXS-2 Modena Engines MKZ Parilla Screamer 2 Ryger-Engine 125 Revo SGM SR216X TM KZ 10 C Vortex RKZ
CARBURETTORS HHC Cube OK-J e OK Ibea F3, F4 e F5 Tillotson HW-43 e HC-112
IGNITION PVL 684 Tecno 747 T
INDUCTION MUFFLERS KG Nitro 23 e 30 Righetti Ridolfi Active 23 e 30
EXHAUST MUFFLER Elto Racing OVS/2 e TD/2
NEW ENGINES
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NEW HOMOLOGATION 2016
ENGINES
VORTEX DDJ AND DDS AND VORTEX RKZ
MANUFACURER BRAND MODEL CIK HOMOLOGATION CLASS DISPLACEMENT BORE X STROKE CONROD LENGTH N. OF TRANSFERS N. OF PORTS IGNITION MIXTURE COST VARIOUS DETAILS
OTK KART GROUP Vortex DDS 18/M/24 OK 124.96 cmᶾ 54.05 x 54.00 mm 104 mm 5/5 3 PVL 5% not available Not available
OTK KART GROUP Vortex DDJ 17/M/24 OK Junior 124.96 cmᶾ 54.05 x 54.00 mm 102 mm 5/5 3 PVL 5% not available Not available
OTK KART GROUP Vortex RKZ 19/M/24 KZ 124.84 cmᶾ 54.00 x 54.40 mm 115 mm 5/3 3 PVL 4% not available Not available
Vortex
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Vortex DDJ and DDS and Vortex RKZ The manufacturer from Pavia has homologated engines for both classes, and in both cases there are some interesting characteristics. For example, engines like the OK, both the senior and the junior (respectively named DDS and DDJ), mount a floating pinion but in particular they have maintained the water pump housing: they are usually supplied to work with the one on the axle, but, if you like you can also mount the pump “inboard” on the engine. Always connected with cooling, you can see that the there is an exit duct on the head up in central position (before it was more lateral): a choice aimed to balance the thermal stress in that area. As for the gear class 125, denominated RKZ, the most important characteristic is that there is a wide air passage in the area between the casing and the gear box, obviously with improved cooling. There is also an added inlet for directing even more air to that air.
S JUNIOR/SENIOR AND KZ10C
MANUFACTURER MODEL CIK HOMOLOGATION CLASS DISPLACEMENT BORE X STROKE CONROD LENGTH N. OF TRANSFERS EXHAUST PORTS WEIGHT IGNITION FUEL MIX PRICE VARIOUS DETAILS
TM Racing S Junior 31-M-24 OK Junior 124.36 cc 53.95 x 54.40 mm 104 mm 5 3 9.1 kg PVL homologated 4% 2,000 euro + VAT Not available
TM Racing S Senior 30-M-24 OK Senior 124.36 cc 53.95 x 54.40 mm 104 mm 5 3 9.2 kg PVL homologated 4% 2,000 euro + VAT Not available.
TM Racing KZ10C 32-M-24 KZ 124.66 cc 54.00 x 54.43 mm 109,8 mm 5 3 17.7 kg PVL homologated 4% 3,330 euro + VAT Standard or complete version
TM
RACING
S Junior/Senior and KZ10C In the 125 with gears TM is a reference point, so the new KZ10c is much awaited, so much so that we tested it in preview (see pag.52). Also aesthetically you can see that there are some differences, for example, in the cap on the cylinder head or the one on the clutch side (the latter now has a black circumferential
protection and a fin or two) but obviously, what counts more are the differences in internal machining. The cylinder too has been changed, in the transfers, and the cylinder head is different in how it has been made too: now the dome is much bigger and is hit more directly by the cooling liquid. This engine is supplied in two versions: standard and “special” where the internal surfaces have been finished directly on site. Don’t forget that the Factory in Pesaro has also homologated two versions junior and senior of the OK direct drive engines. These engines are very compact also because everything that was considered superfluous has been removed, and also because the balancing countershaft is on the rear. You can see that the reed induction faces upwards, and then the other difference for the OK “senior” with the valve on the exhaust.
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NEW HOMOLOGATION 2016
ENGINES
Iame Parilla Reedster 4 and Parilla Screamer 2 PARILLA REEDSTER 4 AND PARILLA SCREAMER 2
MANUFACTURER MODEL CIK HOMOLOGATION CLASS DISPLACEMENT BORE X STROKE CONROD LENGTH NUMBER OF TRANSFERS EXHAUST PORTS WEIGHT IGNITION FUEL MIX COST VARIOUS DETAILS
IAME Spa Reedster 4 20/M/24 OK 125 cc 53.89x54.40 mm 104 mm 5 3 Not available homologated According to regulations Not available
IAME Spa Reedster 4 Junior 21/M/24 OKJ 125 cc 53.89x54,40 mm 104 mm 5 3 Not available homologated According to regulations Not available
IAME Spa Screamer 2 22/M/24 KZ-KZ2 125 cc 54.00x54.40 mm 110 mm 5 3 Not available homologated 4.5% Not available
Iame re-launches the topic on engines with their latest generation of the Reedster and the Screamer, the name tells it all, it identifies these direct drive engines with reed induction and the ones for the gear class, as usual under the historical brand name Parilla. The 125 for KZ stands out for its secondary elements in black and there are no particular innovations in appearance: then again it has always had a vertical cylinder so there hasn’t been any need to follow the latest trend as far as this is concerned. The internal part has been improved though, to increase power and torque at all revs. As for the direct drive OK classes, these stand out for their blue finishing on cylinder head and other details too. Being a new type of engine, the only possible reference is the previous KF, compare to which they have improved acceleration towards high revs, so as to make the most of the 1,000 revs allowed by the limiter that in regulations has gone up from 15,000 to 16.000 rpm. The differences between the OK-Junior and the senior, basically, not only concern the valve on the exhaust but also the induction inlet.
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Maxter Maxter MXS 2 The CRG engine brand presents quite an important evolution of their previous MXS model destined for the gear classes for this homologation. If aesthetically you can see the black finishing on some elements, the Maxter MXS 2 has been improved a lot internally, and not just for what concerns the cylinder and transfer ducts. So we fid that the
MAXTER MXS 2
MANUFACTURER MODEL CIK HOMOLOGATION CLASS DISPLACEMENT BORE AND STROKE CONROD LENGTH N. OF TRANSFER DUCTS N. OF PORTS WEIGHT IGNITION FUEL MIXTURE COST VARIOUS DETAILS
CRG SpA Maxter MXS 2 13-M-24 KZ1/KZ2 125 cc 54,00 x 54,44 mm 113 mm 5 3 19.5 kg with engine plate and petrol pump PVL 4.00% Not available Longer connecting rod
connecting rod is longer from 110 to 113 cm, and at the same time some details have been improved, for example the gear control. Also the exhaust unit is different to the previous model.
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NEW HOMOLOGATION 2016
ENGINES
Aspa Modena Engines MKZ Entirely black in colour, this is the only visible characteristic of the new Modena Engines MKZ for gear classes. It’s an engine that doesn’t present any particular new structural innovation – then again it was already innovative three years ago… - but there have been a series of improvements in details, both in the transfers and the reed pack, of which there are more configurations provided, even divergent. Well, a normal evolution, but very efficient. Notice a small but very interesting detail: you can not only screw on the two usual logos with the winged goddess, but also two proper covers for protecting the cylinder in a more elegant and refined way when the environmental temperature is very low, different to some “hand made” solutions that one tends to see during winter.
54 VROOM INTERNATIONAL MAGAZINE
MODENA ENGINES MKZ
MANUFACTURER MODEL CIK HOMOLOGATION CLASS DISPLACEMENT BORE AND STROKE CONROD LENGTH N. OF TRANSFERS N. OF PORTS WEIGHT IGNITION FUEL MIXTURE PRICE VARIOUS DETAILS
Aspa Modena Engines MKZ 37-M-24 KZ 124,66 cc 54.00 x 54.43 mm 106 mm 5 3 Not available. Homologated Not available. Not available. Not available.
SGM SEVERI RACING
SGM SR216X Compared to the previous GA210, the new SGM SR 216X, to begin with, has a new cylinder that, besides being “upright”, despite the exterior being the same has several differences concerning the transfers and sizes. In this engine that is more compact and the pistons s new with piston crown at zero degrees and consequently the combustion chamber, and also the drive shaft has 7 bores for a renewed balance with aluminium, copper and tungsten. Primary transmission s new and the base now has 8 fastenings to the lower plate instead of 6, to help maintain stiffness. Induction is by means of a reed pack with 4 carbon petals (6 optional) and the size of the exhaust is new. Last but not least, there is an opening provided between the timing case, gears and clutch unit, to shape an added air flow for thermal exchange, lowering the temperature significantly. All this has brought the Severis (Paolo and Andrea) to say that this is the most powerful and complete engine that they have ever made, with great power at low revs without lowering high revs (on the contrary, increasing this too).
SGM SR216X
MANUFACTURER MODEL CIK HOMOLOGATION CLASS DISPLACEMENT BORE X STROKE CONROD LENGTH N. OF TRANSFERS N. OF EXHAUST PORTS WEIGHT IGNITION MIXYURE COST VARIOUS DETAILS
Severi Racing Kart SGM SR216X 29-M-24 KZ1/KZ2 125 cc 54.08 x 54.40 mm 113 mm 5 3 17.7 kg (19.1 kg with oil, plate, etc) Selettra / PVL 4% 3,470 euro + VAT (Racing version complete) Air passage between casing and gear box
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NEW HOMOLOGATION 2016
ENGINES
TE T90 AND T101
MANUFACTURER MODEL CIK HOMOLOGATION CLASS DISPLACEMENT BORE X STROKE CONROD LENGTH N. OF TRANSFERS N. OF EXHAUST PORTS WEIGHT IGNITION FUEL MIX. PRICE VARIOUS DETAILS
TecniEngines T90 - T101 26/M/24 - 25/M/24 OKJ – OK 125 cc 54 x 54 mm 102 mm 5 3 8.3 kg PVL 4% 1940 € - 1990 € + VAT (indicative) 10° cylinder tilt
TE T90 and T101 The coming of the OK classes has enabled the manufacturers of TecniEngines to make their entry. The factory situated in Castelletto di Branduzzo, near Pavia, not far from the track, is managed by Giovanni Gallini (pilot) and presents two versions of their direct drive: the T90 for the junior and the T101 for the senior. In this case too, the main difference is the presence of a valve on the exhaust, even if unified according to regulations; in this case it has a metal body that acts as a drive lung. Mechanically speaking, these engines stand out for the cylinder having a 10° back tilt compared to vertical axis, or in general for being really very close fitting, thanks to the lateral layout of the counterbalance shaft.
TecniEngines 56 VROOM INTERNATIONAL MAGAZINE
CARBURETTORS
Tillotson HW-43A and HC-112A
Parallel to the engines, the OK classes the homologation of specific carburettors and Tillotson is the first in line with its two proposals for the two classes junior and senior, with the HW-43A and HC-112A. Like the engines, also the Tillotson mounted to feed them are made with simplicity, basic manufacturing, with no extras except for what is necessary to make the engine work well. Obviously, according to regulations, the Tillotson HW-43A has a new 20mm diffuser, while the HC-112A is 24 mm. the latter is an evolution of the HC-102A and has been made with mechanical machining on numerically controlled machines and then anodised; they are both “end products� of continuous tests that have brought about improved power (also at average revs) and improved response to acceleration. In detail we can also see the logo Tillotson that has been added (a triple diamond) on the throttle and the adjustment screws, which also have the letters H and L to HW-43A AND HC-112A
MANUFACTURER MODEL CIK HOMOLOGATION CLASS DIFFUSER DIAMETER INLET DIAMETER COST
Tillotson Racing HW-43A 23-C-24 OK-J 20 mm 26 mm not available
Tillotson Racing HC-112A 24-C-24 OK 24 mm 28 mm not available
make it easier to understand which one works at High and at Low revs.
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NEW HOMOLOGATION 2016
INDUCTION MUFFLERS Active 23 and 30 From a selection of over 50 prototypes they have made an Active air induction muffler, which has been presented for both classes OK and KZ and according to norm, respectively with 23 mm and 30 kk bores. They have been manufactured according to feedback that has been obtained over the years from engine tuners and manufacturers and it has been made not only with the sole aim of improving performance, but also for reducing weight. As for filters, they have kept the “cartridge” used for the previous NOX models, while the absolute innovation is the rubber connector with a wide diameter and studied to draw the filter case closet to the carburettor, and at the same time preventing
the
transmission from vibrating. Among other particularity there is the front spring joint system, the layout
ACTIVE 23 AND 30
MANUFACTURER MODEL CIK HOMOLOGATION CATEGORY MOUTH DIAMETER WEIGHT COST
Righetti Ridolfi SpA Active 23 27-SA-24 OK and OK-J 23 mm 0.970 kg not available
of overlaid induction tubes (that gives more room for the driver’s legs) and the rain cap, the latter is presented in the same color as the filter. To start with it’s red an black, but there are also other colours; also available you have the small chromed horns.
Righetti Ridolfi 58 VROOM INTERNATIONAL MAGAZINE
Righetti Ridolfi SpA Active 30 28-SA-24 KZ 30 mm 0.970 kg not available
KG Nitro 23 and 30
Whether you want to call them induction mufflers or air filters, they do have in fact, both functions (and they are both tested during homologation) and with the new homologation KG presents the Nitro in two variants 23 and 30, respectively for direct drive engines and for the gear classes (according to regulations). What identifies them is the duct section, in millimetres, while the other common manufacturing characteristics have a filtering element that is capable of withholding up to 95%of powders (compared to the minimum 85% requested by regulations) with a very small drop in pressure. Development has been studied both in collaboration with engine manufacturers and on a pulsating flow bench that is very close to the actual
NITRO 23 AND 30
MANUFACTURER MODEL CIK HOMOLOGATION CATEGORY MOUTH DIAMETER WEIGHT COST
KG sas Nitro 23 7-SA-24 OK and OK-J 23 mm not available 89 euro + VAT
KG sas Nitro 30 8-SA-24 KZ 30 mm not available 89 euro + VAT
working conditions of an engine. At the moment the only colours available for these filters is glittered Silver as in the picture, and the box also contains the specific transparent rainproof protection, studied to help facilitate assembly and is technically elegant too.
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NEW HOMOLOGATION 2016
PVL 684
As far as ignition is concerned there is no innovation from PVL for what concerns the 125cc classes: the model 458 homologated in 2009is
IGNITION / EXHAUST MUFFLER
684
MANUFACTURER MODEL CIK HOMOLOGATION CATEGORY SENSE OF ROTATION COST
684 9-A-24 OK clockwise not available
PVL Probosch-Vogt-Loos Gmbh 684 684 10-A-24 11-A-24 OK-Junior OK clockwise anticlockwise not available not available
684 12-A-24 OK-Junior anticlockwise not available
still valid for these engines, valid until 2018. In-
by two the new ignitions made by the factory in Ca-
stead, ignitions for the model 684 for engines used in
dolzburg is the sense of rotation: besides the traditional
OK classes have new homologation. To tell the truth,
one, anticlockwise (to be mounted on the left of the en-
under the number 684 you have four types, each with
gine) you also have the ones anticlockwise for engines
it’s own homologation: what makes the difference is,
that have the opposite sense of rotation or (as for the
first of all, la setting of the rev limiter – and hence with
new Rexon) mount the rotor on the right. To conclude,
respectively two blue or green bobbins – that is set at
among the PVL innovations you also have the new “cap”
14,000 rpm for the OK-Junior is at 16,000 rpm for the
for low profile spark plugs, which has been made ex-
“normal” OK, what is often called “senior” (even if this
tra resistant to heat and vibrations and combined with
denomination isn’t official). To conclude, what multiplies
7mm diameter cables.
OVS 2 and TD 2 Besides making exhaust systems, only one type that the Cik has imposed for OK classes, Elto Racing has homologated two types of mufflers for gear class categories (where, instead each manufacturer makes their own “expansion”). Likewise the models that will take over from the OVS and TD mufflers in version “2” are rispectively oval and
Elto
60 VROOM INTERNATIONAL MAGAZINE
round. The manufacturing concept is however the same, with elements made of sheet iron instead of rock wool to act as acoustic insulation ment.
ele-
OVS 2 AND TD 2
MANUFACTURER MODEL CIK HOMOLOGATION CATEGORY SIZE MOUTH DIAMETER Diameter exit Weight Cost
Elto Racing OVS 2 38-EX-24 KZ not available not available not available not available not available
Elto Racing TD 2 39-EX-24 KZ not available not available not available not available not available
www.uniprolaptimer.com
SPECIFICHE TECNICHE Ampiezza di misurazione: 0 - 5 bar (72,5 psi) Risoluzione: < 0,0002 bar (0,0029 psi) Precisione standard: < ± 0,01 bar (0,145 psi) Dispersione d’aria: 0.8 cm3 (0,05 pollici3) Temperatura: da -40 a +115° C (da -40 a 239° F) Risoluzione: 0,02° C (0,036° F) Precisione: < ± 0,5° C (0,9° F) da 0 a 60° C (da 32 a 140° F) Precisione: < ± 1,5° C (2,7° F) da 60 a 115° C (da 140 a 239° F) Unità di misurazione: bar, mbar, psi, HPa, Torr Unità della temperatura: Celsius / Fahrenheit Memoria: 20 set di pneumatici con relativa temperatura dell’asfalto Dimensioni: 72,5 x 104,3 x 19,0 mm (2,85” x 4,11” x 0,75”) Display: 128 x 128 pixel, 4 toni di grigio Materiale: alluminio anodizzato
Un
UniTire o r IR ip
UniTire, il nuovo misuratore di pressione dei pneumatici della Unipro concentra tante soluzioni originali mai viste prima in questo tipo di strumento. L’utilizzo di un cavo flessibile al posto del classico tubo tra il manometro e il misuratore consente la massima precisione di misurazione. Con questo ingegnoso sistema, l’UniTire mette fine al problema della dispersione d’aria che si verifica con gli strumenti tradizionali. Inoltre, il sensore di pressione dell’aria è posto direttamente nel manometro. Lo strumento è appositamente studiato per facilitare l’accesso alla valvola del pneumatico, mentre il manometro è stato dotato di due valvole per rilasciare aria. Il design ergonomico consente di maneggiare lo strumento indifferentemente con entrambe le mani. La modalità ‘stealth’ consente di tenere segrete le proprie impostazioni evitando di dover nascondere il manometro agli occhi indiscreti dei concorrenti! L’UniTire rileva da 0 a 5 bars.
HOMOLOGATION 2016
INSPECTION!
L
ast month, engine manufacturers (and accessories) were very busy: the homologation procedures for 2016 were drawing to an end, with what was the last operation where they “touch up” for the last time the articles made because after this it’s handed over to the Cik-Fia to validate homologations and put their stamp on the homologation form. However, before this final phase, which is basically only bureaucratic, there’s another phase that is much more “material” so to speak: test and check up for the engines made. The technical representatives of the sports authorities go directly to the various factories to check that everything has been carried out according to regulating norms. Obviously starting from respecting the minimum number of engines required for homologation (50 mounted for each class), but it doesn’t end here. Let’s see what happens during this visit, for us it’s an opportunity that has been kindly given to us by the technical delegates involved and OTK-Vortex.
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NO, WE’RE NOT TALKING ABOUT AN UNEXPECTED INSPECTION, THE TYPE CARRIED OUT BY POLICE, BUT A NORMAL INSPECTION THAT IS USUALLY CARRIED OUT AT FACTORIES WHEN THERE ARE CIK-FIA HOMOLOGATIONS. FOR THE VERY FIRST TIME, VROOM HAS BEEN ABLE TO ASSIST AT VORTEX AND SEE WHAT ACTUALLY HAPPENS ON THESE OCCASIONS. REPORT: MAURIZIO VOLTINI
ONE INSPECTOR AND TWO DELEGATES We’re not talking about the latest police series seen on TV, but Cik-Fia representatives who are welcomed on a foggy day, early in December at the engine manufacturing factory in Pavia. In fact, there are three people in charge of controlling things on behalf of the sports authorities: besides Marcello Somera, who is here to represent Aci/ Csai, there is Giuseppe Rubino in the role of technical delegates and in particular Hans Jürgen Dangers as official Cik-Fia inspector. Their job is quite
articulate: for example, the first thing to check is that the person who has applied can be officially considered as “manufacturer”, and then they must check the regulamentary parameters. This is a phase that is anything but trivial or something to be taken for granted, if you consider that it is due to this point that one of the applicants for homologation have seen their request refused. Going back to the engines, so those in charge must check that there is the minimum number of engines requested on form: 50 engines for each class foreseen, subdivided in OK, OK-Junior and KZ classes (there are also 25 mufflers included with the latter) and Vortex has homologated all
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HOMOLOGATION 2016
three. Then you check that the homologation form
“bosses” at Vortex and OTK, are present personal-
(engine fiche) has been filled in properly and in
ly – they are quite sure of their job, they’ve done
particular that everything corresponds to the same
everything possible to abide by what the Federation
engines. For this reason, they choose two engines
has requested to make the best engines possible,
of each type and these will undergo a real technical
and all considered it’s for this reason too that they
test, after which they will be “sealed”: one is left for
agreed to have us there with them. Nevertheless,
the manufacturer and the other is taken to a Cik-
there is always a bit of tension in the air, because
Fia deposit and they will be the reference for future
when you come to it there’s always a bit of doubt
issues.
and fear that something could go wrong: error in
METICULOUS CONTROL
64 VROOM INTERNATIONAL MAGAZINE
typing information on form, minor misunderstandings or wrong interpretation of a certain norm (we
The technical test of each singe component is as
all know that regulations aren’t always written out
meticulous as possible: everything is measured
clearly), or simply the point where the measurement
and weighed, because if there are any “defects” it’s
have to be taken isn’t perfectly squared. There’s
best to find out immediately and not when it is too
always a chance that there might be something
late when a race is over. Obviously, Giovanni Co-
wrong round the corner even for those who always
rona (with his son) and Roberto Robazzi – the two
try to do things in the best of ways.
ALL ALIGNED ALL THE ENGINES NECESSARY TO BE “COUNTED” FOR THE HOMOLOGATION ARE PLACED ON THE BENCH AT VORTEX, PRESENT ON THE SITE IN SOMERA THERE IS ROBAZZI AND CORONA: THERE ARE 50 UNITS MINIMUM PER MODE, BETWEEN OK, OK-JUNIOR AND KZ
For this reason the technical delegates are the
ve found Roberto Gamba, Luciano Pieri, Pa-
As far as we know, only once things didn’t go
first to be very meticulous during the first test
squale Belmonte or Alessandro Mazzanti with
as expected, at the homologation at the end
carried out on these engines, so that if there
Somera on these visits. The important thing to
of 2015, it seems that things weren’t perfect
are any flaws they will show (and get solved)
underline is that for Italian manufacturers the
immediately at the control. Once the engines
immediately, and everything corresponds per-
inspector comes from another country (and vi-
have been sealed, the Cik-Fia representatives
fectly. Also for this reason that it takes about
ce versa in other countries); the reason for this
can say goodbye and go away knowing that
half a day to carry out an inspection. While we
is easy to see.
they have carried out their job in the best of
are on about it, don’t forget that in Italy there
ways and all this is for the benefit of customers
are other TD (besides Rubino) that help on the-
SEALED AND FAREWELL
se visits, so as to allow as many as possible
In the end, if no problems impossible to solve
ne they buy is “conform” to norms. Obviously, if
to gain confidence with the new OK engines
immediately are found, as we said, the two “re-
instead you go to a tuner, this is another thing
too. So, depending on the area, we could ha-
ference” engines are sealed with official lead.
altogether…
who will have absolute certainty that the engi-
VROOM INTERNATIONAL MAGAZINE 65
track test
TM KZ10C
“C” as “thrust” THERE IS NO CONNECTION GRAMMATICALLY, BUT TECHNICALLY SPEAKING THERE IS: THE TM THAT HAS BEEN RECENTLY HOMOLOGATED STANDS OUT FOR ITS GREAT PROGRESSION FROM LOW REVS THAT REVERBERATES ON EXCELLENT GEAR SHIFT REPORT: M. VOLTINI PICS: D. PAOLICELLI
66 VROOM INTERNATIONAL MAGAZINE
vs
KZ10B
VROOM INTERNATIONAL MAGAZINE 67
track test
TM KZ10C
As we have written several times now, the innovation for the 2016 engine homologation is represented by the arrival of the OK direct drive class. This though, shouldn' t let us forget or underestimate the fact that the gearbox KZ classes have new engines too. Or rather, there are even more (10 compared to 6) and anyway apart from the question of quantity, there' s also quality: it is in fact evident how the karting market, if we don' t consider the single-make series, is leaning towards the gearbox categories. So, we just couldn' t have ignored this class, in our winter columns, therefore we managed to try one of the most awaited out of the 125cc type KZ engine for ourselves on the track. We' re talking about the TM that has been recently put on the market by the factory in Pesaro for the forthcoming seasons, the new KZ10c. Thanks to engine tuner, Franco Califfa' s kindness and that of driver Daniele Delli Compagni, we were able to carry out a direct comparison with the previous model, the KZ10b, on the track at Val Vibrata. Let' s take a look and see what we find out from the results of our tests.
vs
KZ10B
DIRECT COMPARISON It' s only right (or should be) to compare two engines directly, so we went to the track with the kart already set up properly and didn' t change anything else. The first series of laps was just to check that everything was ok, not just set up but also, and especially carburetion, then we did a few laps of real comparison starting with the KZ10b. We could say the ª older modelº , but we actually use a practically new engine and tuned for
DRIVER
DANIELE DELLI COMPAGNI 33 year-old from Basciano, Teramo, Italy Daniele is one of Galiffa' s most reliable drivers, besides having taken 7th at the KZ World Championship in 2012, he has also grabbed second place for Abruzzo in the Italian team championship.
THE NEW C VERSION OF THE TM KZ10 HAS IMPROVED PULL AND PROGRESSION COMPARED TO THE B 68 VROOM INTERNATIONAL MAGAZINE
racing, this is just to do away with any doubts on having used a ª wornº model. We immediately noticed that the track was a bit too ª greenº (almost ª frozenº as the drivers said earlier on in the test) despite the fact that we had other kart drivers from the Galiffa group on the track with us (namely Carmelo Scoglio and Giulio Civita), but then again, we weren' t there to stop a time also because a more suitable comparison had already been made earlier by Delli Compagni.
Visibly the latest TM (the KZ10c, below) stands out from the previous one (the KZ10b, on the left) for the cylinder head not so “geometric” and for its shell on the clutch side that also has a black conferential cap, besides having one or two more fins in the casing.
Therefore, this visit to the track was mainly to confirm what the initial sensations were and to test the new TM for ourselves. Obviously the KZ10b was taken with “normal” set up and in fact in the panorama of the gear classes this is really a “reference” engine - and then to see in which area the latest KZ10c is better or not.
PROMPT RESPONSE Compared to the 2015 engine that we have described, the one made for 2016 was really brand new, and it was run in before using it properly. It’s a KZ10c “set up by the factory”, that is, and it’s worth saying, with some extra care with internal finishing compared to the standard one. While mounting it, compared to the KZ10b you notice a change that is not really as evident as the external changes (for example the cylinder head is different and there is more finning /ribbing): in fact, the supports that connect the engine to the connection plate to the chassis is slightly different and the entire body of the engine slightly lifted towards the front. This makes the position of the carburettor slightly
higher. This is no problem, however, because we only had to adjust the height of the air filter support. Obviously, what was more interesting was the difference found in drive. The new C version has, in fact, a more substantial response and progression at low revs compared to the B, and it allows you to exit from turns with more determination (if you don’t have traction issues, of course) especially
from slow turns that tend to make the engine “sit”. This is the real difference between the two TM versions, because on accelerating or in other situations there have been no differences found, except for the fact that due to the extra pull compared to the previous version, the C “arrives earlier” at top revs even at the end of the straight.
VROOM INTERNATIONAL MAGAZINE 69
track test
TM KZ10C
vs
KZ10B
THANKS TO DANIELE DELLI COMPAGNI AND FRANCO GALIFFAâ&#x20AC;&#x2122;S COLLABORATION WE WERE ABLE TO TEST THE TWO LATEST ENGINES MADE BY TM FOR GEAR CLASSES ON A MILD DECEMBER DAY ON THE TRACK AT VAL VIBRATA. 70 VROOM INTERNATIONAL MAGAZINE
THE NEW TM KZ10C IS SUPPLIED BY THE FACTORY IN PESARO IN A STANDARD VERSION OR A “SPECIAL” VERSION, WITH INTERNAL DUCTS SLIGHTLY FINISHED OFF
TECHNICAL FORM CHASSIS
CRG Black Wheel
TRACK FRONT/REAR CHASSIS HEIGHT FRONT/REAR
125.5/139.5 CM
SUPPLEMENTARY BARS HUBS RIMS TOE-IN CAMPER CASTER RATIO
High/low None
WHAT A CHANGE!
After the drop in speed that corresponds to increasing gears, prompt pick up at lower revs STANDARD ALUMINIUM helps kart response during gear change, also in DOUGLAS LW MAGNESIUM this case the engine is very reactive. Not only: As OPEN 2 MM we easily noted once we had the CRG_TM that OPEN BELOW 4 MM had been driven till then by Delli Compagni, the LOADED 1° FROM STANDARD same gears help in some situations. It is almost 18/26 not necessary to lift up to help gear change that “enters” with incredible smoothness and immediacy. Furthermore, the engine seems to be the same, doesn’t even realise that you have gone up a gear, and because thrust remains more or less the same, which confirms what we have previously said about pull at low revs too. We add the fact that we didn’t miss a gear change not even when we dropped gears and from this you can see why the TM KZ10c really seduced us, not only from a thermal point but also from its mechanical aspect.
VROOM INTERNATIONAL MAGAZINE 71
track test
TM KZ10C
vs
KZ10B
HIGHER AT LOWER
Big turn box
Finishing straight
The impressions the drivers got during the test in Lonato are subjective and they have also been confirmed by mathematical data obtained with Unipro telemetry. The relative screen shows two graphs, the lower one shows speed on the various parts of the track: the ones that have been highlighted are the points where you can easily see how speed of the new TM KZ10c (red line) is higher than the one of KZ10b (green line) especially out of the turns where the engine has to work more. Later the differences almost cancel each other, but in the meanwhile, more time has been gained. The graph at the top, which shows revs confirms the other sensation that
1st bend curva
2nd hairpin
the drivers’ had during the test, that is, after the gear shift (obviously we’re talking about accelerations) the engine is nearly always ahead in terms of revs. Allow us to underline one aspect concerning these lines: Don’t look at minimum revs reached after changing gear, because sometimes it can be misleading, as the same change might have been anticipated. It’s obvious that, as the gear ratio haven’t been changed, if you go up a gear 100 revs beforehand you will have them also after you have changed gears . But also in these cases, you can see how the engine doesn’t suffer from such early changes, thus proving to be less demanding in terms of making the most of the gears.
ADDRESSI GALIFFA KART VIA ARRIGO BOITO 12 64016 SANT’EGIDIO ALLA VIBRATA, TERAMO, ITALY TEL. 0861-841691 - CELL. 348-3362927 WWW.GALIFFAKART.IT INFO@GALIFFAKART.IT 72 VROOM INTERNATIONAL MAGAZINE
1st hairpin
ADDRESS TM RACING SPA VIA FANO 6 - 61122 PESARO (PU), ITALY TEL. +39.0721.25113 FAX +39.0721.401808 WEB: WWW.TMRACING.IT MAIL: INFO@TMRACING.IT
MAX VERSTAPPEN 2013 EUROPEAN & WORLD CHAMPION
MAx VerstAppen
HIGH-TECH LIQUID TECHNOLOGY WWW.XERAMIC.COM Xeramic-kart-Verstappen-advert-Vroom-210x285-02-2014.indd 1
23-01-2014 09:54:25
T R A C K
T E S T
O K
Testing in Lonato INTENSE TESTING HAS BEEN CARRIED OUT BY IAME ON ITS NEW DIRECT DRIVE PARILLA REEDSTER ENGINES AT THE TRACK IN LONATO, AND THE ENGINES PROVED TO BE FASTER THAN THE KF, BUT ABOVE ALL THEY ARE EVEN STRONGER THAN EXPECTED REPORT: MAURIZIO VOLTINI ± PICTURES: DOMENICO PAOLICELLI
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P A R I L L A
E N G I N E S
IAME SPA VIA LISBONA 15 - 24040 ZINGONIA, BERGAMO (I) TEL. +30.035.883022 FAX +39.035.885744 WEB: WWW.IAME.IT MAIL: INFO@IAME.IT
VROOM INTERNATIONAL MAGAZINE 75
T R A C K
W
e are getting
can read in other columns of this issue
closer and closer
of Vroom, the track in Lonato, that is
to the direct drive
hosting this event has been renovated,
OK events, the
now longer and new asphalt has been
ones that will
laid. So, many teams will be making
take over from KF classes as from 2016,
the most of this occasion also to try out
the same events we have frequently
the new circuit. Among them there is
mentioned in our columns. Obviously,
Iame and CRG – to whom it officially
manufacturers have been carrying out
supplies the engines – that have carried
tests on the track, as soon as the weather
out several tests with their driver Felice
permitted, to see the engine’s response
Tiene. We tagged along for this test
and adjust response accordingly – luckily
and tried to see how these new engines
this past December the weather has been
“work”, obviously, for some things are
T E S T
O K
DOUBLE DISCOVERY
Left, team of pilots, mechanics and engineers (including those from Iame and Tillotson) in Lonato to try the renovated track and the new OK Parilla engines.
very mild. Don’t forget that the new OK
seen on face value, in general so to speak
classes not only mount engines that have
(for all OK engines) while for others, say
been simplified, but also minimum weight
the Parilla Reedster, that is, the engines
is notably less (145 kg for the OK and 140
made by Iame for the direct drive classes
kg for the Ok-Junior) and there are no
with reed induction, will be seen in more
manually controlled front brakes.
detail.
Furthermore, one of the typical early races of the season is the Winter Cup,
I LIGHT UP IN BLUE
and as you can read in other columns of
The first thing that hits you when you
this issue of Vroom, the track in Lonato
look at these engines, the new Parilla,
where this event is to be hosted has been
is the brilliant blue coloured cylinder
renovated, it’s longer and new asphalt
head, this goes with the colour used
has been laid.
for the exhaust valve cap, with part
Furthermore, one of the early races of
of the reed pack and last but not least
the season is the Winter Cup, and as you
with some of the Tillotson carburettors
76 VROOM INTERNATIONAL MAGAZINE
P A R I L L A
E N G I N E S
WITH DECOMPRESSOR
In the pictures of the new Parilla Reedster, in 4 you can see it has been finished off in blue on the cylinder head and behind the spark plug there is a decompressor to make push start easier. You can also see the new 24 mm diameter Tillotson carburettor made especially for the OK classes.
VROOM INTERNATIONAL MAGAZINE 77
T R A C K
PUSH LIKE 100 TO START, TIENE PREFERS TO “JUMP IN” AFTER THE ENGINE STARTS. IN THE OTHER PICTURE YOU CAN SEE BOTH THE “SENIOR” AND THE “JUNIOR” MODEL: THE SECOND HASN’T GOT A VALVE ON THE EXHAUST; THE CHOKE AND COIL ARE DIFFERENT TOO.
78 VROOM INTERNATIONAL MAGAZINE
T E S T
O K
used for the test. Also the latter are the
closer fitting layout of all the elements,
latest elements that have been recently
to show how simple these new engines
homologated and, developed especially
are. It looks as if it is half way between
to be used with engines like the OK
the previous KF and the old water-cooled
engines. Obviously, you can also see
100 cc.
the decompressor valve nipple on the cylinder head near the spark plug, this
PUSH START
too is blue. From a more technical point
Like the 100cc, however, it doesn’t end
though, you can see that there has been
here: in fact they start with a pus start,
more attention dedicated to cooling:
Tiene prefers to use the old system with
besides more fins both at the bottom of
rear wheels lifted for the first few meters
the cylinder and in the timing case (also
to give the engine a more determined
nearly next to the pinion), we notice the
impulse. Then driving along the track
decision to let the cooling water out
continues in an evocative way, bringing
backwards in the centre, something that
back memories for us: longer braking
balances the thermal aspects better.
points with the risk of just blocking the
We can’t help but see a more linear and
rear wheels, immediate corner entry,
P A R I L L A
E N G I N E S
THE DRIVER
Felice Tiene 24 YEAR-OLD – FROM SAN GIUSEPPE VESUVIANO, NAPLES (I)
NOW LIVING IN BRESCIA, THE DRIVER FROM NAPLES COUNTS AMONG HIS BEST WINS THE ASIA PACIFIC CHAMPIONSHIP 2009 AND THE WORLD CUP 2012, ALWAYS WITH THE KF. THIS YEAR HE IS CRG’S OFFICIAL DRIVER AND WILL BE COMPETING IN ALL THE MOST IMPORTANT EVENTS ON SCHEDULE, WORLD CHAMPIONSHIP INCLUDED.
engine response is more direct and in
comparison with the KF. «Compared
particular a beautiful “roar” from high
to this the KF was boring – says Tiene –
revs at the end of the straight. It’s a bit
and even if elements like the muffler or
too early yet to say if the idea that has
the valve allowed you to get improved
brought the OK engines into being is
performance, now these things are
sufficient to make up for the disasters
compensated for by the reduced weight
caused by the KF, but as a start things
and other things. It’s mainly the 1,000
look good.
revs extra on rev limiter (16,000 instead
Tiene too seems to agree: «At first,
of 15,000 rpm, author’s note) that make
before trying these new karts, I was
the difference. In fact, they make the OK
rather pessimistic. Not having front
engine faster at the end of the straight
brakes really didn’t quite convince
and you do feel the effect more. Then
me, it seemed like taking a step back.
they allow you to mount a bigger ratio
But,as soon as I tried them I was happy
so where the engine is running in low
and changed my mind, my doubts
revs along the track its reaction is more
disappeared. These OK are great to
immediate». Can you tell us something
at least ours, are strong. We had some
drive, really exciting, a bit like the “old
more specific on these new Parilla
doubts, it looked as though those
school” like back in the days of the 100
engines? «For the time being, I can only
extra 1,000 revs might have given us
ICA», he says despite the fact that his
say that I like them. »
some problems, but they didn’t. The
experience with the 100 cc was “limited”
Also engineer Andrea Boscaglia
Parilla Reedster have proved to be
to the Junior class. What about problems
agrees that it is too early to “judge”
sturdy, and we can say that we have
with the start? «In the end I manage to
Iame engines and compare them with
tested them to the limit to see if there
get it going all by myself too, but it’s
the others: we will see over the early
were any difficulties or problems, we
hard. If it doesn’t start immediately or at
races, or at least when there is a direct
weren’t prudent even with carburetion
least within the third try, I can’t do it…».
competition on the track. However,
and even there, there were no
there is something about which the
problems or inconveniences». Well,
Iame manager seems to be more
already this seems to be an excellent
reassured and satisfied: «These engines,
start for this new category.
A THOUSAND REVS MAKE THE DIFFERENCE Obviously, we ask Felice to make a small
VROOM INTERNATIONAL MAGAZINE 79
RACE
CLUB100 SPRINT SERIES RND.11, BUCKMORE PARK (UK) 22nd NOVEMBER
Dramatic finale at Buckmore Club100 crowned new Premier & Lightweight Sprint champions in a tense finale that fizzled rather than sizzled with drama in the two remaining head to head battles. Â REPORT C.SIMPSON / PHOTOS A.ROACHE
80 VROOM INTERNATIONAL MAGAZINE
In the morning Premier Class there was a period after Anwar Beroual Smith broke his chain at the start of Heat 2 and more so after a lap or so when he fell off in the Pre Final, with reigning champion Ian Blake running in 2nd, where it looked like the title might come down to a winner take all final race but no sooner had Anwar set about a fast lap time to
secure a front row grid slot than Blake realised he should have changed his kart in the pre final warm up. Heâ&#x20AC;&#x2122;d slip back to 8th, finished 7th and failed to score enough points to keep the championship going into a last race. Anwar Beroual Smith was champion in his rookie season in the class. The good news for the final was the
Left, from top to bottom: Premier class top-5 with Anwar Beroual-Smith taking the crown by 15 point over Blake; Elliott leads Premier final with Beroual-Smith (12) and Brown (19) on the outside; James Small tops the Clubman class standings.
treat of a thrilling duel for 3rd in the championship between Pre Final ‘lights to flag’ winner Steve Brown, Jay Elliott, continuing his storming second half of the season, and Matt Brooks, who ended the season with most wins. They went head to head for the race win with Steve Bartlett. It broke Brooks’ way in the closing stages to release him to a 6th final win of the season ahead of Bartlett. Matt’s win still left him short of Jay Elliott’s 4th place in the final standings as Jay was 4th on the road behind Brown. Steve’s 3rd place left him only 7points behind runner-up Blake. Anwar Beroual Smith was the only driver to top 2000 points in a championship that looked so long like a two horse race with Blake, and 2015 will probably be remembered as such but the top 5 were only covered by 30points after 22 scoring finals. A classic season? It won’t be remembered that way but that might be unfair. Late into the afternoon darkness, Daniel Healey won the other head to head, one of the most hotly contested championships in many seasons, Lightweight Class had whittled itself down from 5 to 2 drivers at the previous round but ended in it’s first anti climax with the failure of runner up Alexander Ready to score a 4th place in the Pre A Final to keep the title battle going into a deciding race. Which is not to stay Dan is not fully deserving of his crown after a superb run of wins and podiums even if a nervous Dan was pretty anonymous for once. Ready had broken a trackrod at the start of a Pre A Final that would need restarting. It forced him into a kart change which in turn sent him to the back of the grid but that made a tough job near impossible in a race won by early season championship leader Adam White on his way to 6th in the
VROOM INTERNATIONAL MAGAZINE 81
RACE
CLUB100 SPRINT SERIES
HEAVYWEIGHT AND LIGHTWEIGHT TOP-5 WITH JONATHAN ELLIOT AND DANIEL HEALEY MAKING IT TO THE TOP IN THE RESPECTIVE CLASS
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CLUBMAN SPRINT CHAMPIONSHIP P 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
N. 2 1 19 14 15 20 10 25 8 16 26 6 18 17 3 7 11 28 12 27
ENTRANT James Small Russell Endean Danny Hurlock Oliver Knights Tyler Mays Rhianna Purcocks David Longman Edward Barrs Andrew Cowell Daniel Truman Justin Buck Mike Bodnar Keith Mizen Stuart Osborn Myles Sharman James Haslehurst Stephen Townsend Paul Crawford Adam Nakar Harry Landy
Points 2034 2020 1976 1937 1927 1908 1897 1885 1882 1880 1847 1818 1810 1804 1801 1776 1767 1381 1361 958
HEAVYWEIGHT CHAMPIONSHIP P 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
N. 51 39 32 56 61 57 25 21 31 11 53 8 9 38 28 26 58 14 12 15
ENTRANT Jonathan Elliott Darrell Lowe Stephen Docker James Hattersley Josh Pettitt Tim Hill Julian Clist Simon Lloyd Daniel French Mike Townley Martin Gurnett Eric Mignon Stuart Kirk Michael Ballinger Paul Williams Mark Turner Lennie Wood Roger Davis Ben Daly Roger Mullen
Points 2047 1946 1944 1934 1929 1921 1906 1902 1889 1884 1868 1837 1824 1814 1798 1738 1723 1696 1677 1672
LIGHTWEIGHT CHAMPIONSHIP P 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
N. 30 69 39 19 33 60 11 21 29 37 52 3 6 1 65 14 9 7 72 35
ENTRANT Daniel Healey Alexander Ready Sean Brierley Harry Neale Thom King Adam White Adrian Richardson Harrison Darvill Ben Atkinson Pietro Pagano Christopher Powell Luke Hornsby Frankie Hedges Nik Hoyle Freddie Fincham Dimitri Zaporozhets Alexander Lammin William Hemsley Jacob Heyne-Ford Greg Aaron
Points 2026 2022 1971 1964 1960 1952 1881 1856 1849 1814 1810 1765 1765 1764 1747 1743 1734 1684 1630 1626
PREMIER CHAMPIONSHIP P 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
N. 12 1 19 9 10 6 3 8 5 18 17 25 23 22 13 4 7 16 30 32
ENTRANT Anwar Beroual-Smith Ian Blake Steve Brown Jay Elliott Matt Brooks Darren Teal Parmveer Nijjar Jonathan Lisseter Scott Martin Ray Norris Stephen Hicks Frederick Gallagher Steven Bartlett Lee Clackett Stuart Martin Peter O'Connor Jack Harding Tom Dix Chris Hanson Callum McGregor
Points 2000 1985 1978 1974 1970 1914 1912 1905 1879 1867 1842 1839 1752 1600 1583 1390 1269 1169 1153 1116
The provisional 2016 calendar has already been announced. With 11 rounds starting on 27-28th February at Buckmore Park and closing on 12-13 November at the same circuit, the 2016 Club100 Sprint Championship looks more exciting than ever!
final standings ahead of pole man Thom King, Ben Yarwood and Sean Brierley, the latter probably doing enough to see Sean home in 3rd in the championship. To his very great credit Alex Ready put the disappointment behind him and went out and won from grid 3 in the A Final with only Alex Lammin able to mount a sustained challenge to him, and Ben Yarwood 3rd. Ready had passed pole man Chris Powell and Harry Neale on the way and Neale himself had been chasing 3rd place in the championship with Sean Brierley and Thom King. Neale’s chances of 3rd had been lost in Pre A Final but his 4th place was enough to see off King for 4th in final standings. The 2015 Lightweight championship will be remembered as one of the best in recent memory dominated by the top 6 drivers amongst a very good field. In Heavyweight Class runner up Darrell Lowe got the monkey off his back with a hard fought first win of the season in the A Final that put Darrell back above Stephen Docker by just 2 points at
the end of the day after Stephen’s 4th place in the Pre A Final had dropped him to 3rd. Star of the show was young James Hattersley who had come into the last round mathematically in range of 3rd place in the championship but realistically looking to secure 5th place. Quietly finding his feet in September at Lydd he still left there 10th in the table but has outscored everyone over the last 4 rounds of the season. It culminated with a first win, a flag to flag win, in the Pre A Final and 2nd in the main final to take 4th overall after a quiet day for Josh Pettitt. Josh, so long the only driver to consistently challenge the champion Jonathan Elliott over the season had to settle for a still very fine 5th place in the final standings. Russell Endean finished his Clubman Class season with an emphatic double win in both the Pre Final and the trophy Final. If only he’d kept the season alive at the last round at Rye House. Or if only he had not missed Red Lodge. In truth the biggest ‘if only’ was the form of champion James Small, who followed Endean home in each final here. The championship top 5 played out predictably, Small already champion, Endean runner up, Danny Hurlock missed out on the podium in the trophy final to David Longman but was assured of 3rd place in the standings coming in. Oliver Knights did indeed turn up and after missing 3 rounds still clinched 4th ahead Tyler Mays.
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electric karts
PART 2
KART AND ELECTRIC BESIDES MERELY POLITICAL QUESTIONS, THERE ARE ALSO A FEW TECHNICAL ONES THAT ENABLE KARTS AND ELECTRIC TRACTION TO LIVE VERY WELL TOGETHER ALSO IN THE RACING FIELD. report: Maurizio Voltini
I
n last month' s issue of Vroom we saw that there are several political, economical and we could say even ª moralº and ª tacticalº for promoting a racing class with electric karts. But it doesn' t end here, and this already should make us think.
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2
GO WELL TOGETHER All in all the electric engines are compact and this is good, making it easier to mount them on the karts. And if they aren’t powerful enough, it’s easy to mount two…
The
thing is that even from a technical point electric traction manages to “marry” brilliantly with karting, both as vehicles and type of competition. This because the typical characteristics of a kart race right from the start, the race doesn’t last long and the fact that it is held on a small “track”, are the ones that allow you to make the most out of the advantages of electric drive ( like in acceleration) without having to put up with disadvantages (such as autonomy limit). However, let’s take a closer look at the various aspects.
SUITABLE FOR KARTS
Although here we have different logic, we have already seen from rental karts that electric traction is suitable for karting: for example, one of the main reasons for passing from combustion engines to electric engines on indoor tracks is the noise and exhaust gas, annoying factors in a closed environment, is easily noticeable. However, we must add that none of those who use these engines have ever complained about passing from one type
of engine to the other: electric karts have been found to be just as enjoyable as the ones with pistons! While, as far as manager of indoor tracks are concerned, having to carry out less maintenance and being simpler it has been a favourable move, not to mention running costs, which is cheaper. In cases where real races are concerned, things are a bit different but there are several advantages. What makes the electric engines particularly suitable for karting circuits is, for example, acceleration (electric engines have remarkable start torque) that to start with can be expressed by brief accelerations. Obviously, we’re talking about “real karting circuits” and certainly not some mini-automobile circuits, the ones where you are left with half a minute in full throttle, which, among other things have already denaturalised karting with today’s direct drive engines. Furthermore, one of the real problems concerning electric traction concerns the autonomy of a kart. However, this is a limit that where kart races are concerned disappears completely: a 10-12 lap race would be perfect and wouldn’t need any science fiction, or however exasperated solution from batteries. Just think you can
VROOM INTERNATIONAL MAGAZINE 85
electric karts have great satisfaction using normal batteries that are mounted on today' s cars, the sort of things that can also be found in supermarkets for reasonable a price. Then between tests, heats, prefinal and the race you' d have time to recharge the accumulators, or in extreme cases there would be time to change them with a second pack already charged.
PERFECT FOR AMATEURS TOO
Moreover, things don' t end here. An electric engine has no vibrations no need to check counterbalancing shafts or other things, and it allows you to make chassis that are perfectly symmetric and hence with a superlative drive. . Furthermore, no technical mistakes are made and the running cost of electric karts is very low (just the cost of tyres). Obviously it is more difficult to make electric karts and in particular less intuitive compared to ª thermalº karts, and now basically speaking drivers would have to learn one or two formulas and new technical competencies. It' s for this very season that we at Vroom want to start a series of columns that help to understand which are the specific problems concerning electric karts and how to solve them in the best of ways. All this has been developed not only thinking of those who want to make an electric kart ª a proper oneº , but also for those who might have an old kart in the cellar with the engine ª blockedº duet to breakages or lack of spare parts. Well now the old chassis can be brought back to life by adding an electric engine. And without having to spend enormous sums of money if you can make do with what you find, even from a scrap yard. In fact, a leading business in the field of fork-lifts such as ª Lindeº has shown, you can get a well-performing kart with the same elements used for the ª forkliftsº (you can find some interesting videos on this topic on You Tube, look up ª Lin-
e Le c
tric
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PART 2
de electric kartº ) and this means that we too can do the same with the ones found in scrap yards without having too many problems. There are also some that have made an electric kart with starters for trucks!
VARIOUS FUTURE
Well, there are really lots of technical possibilities for making an electric kart, and not all of them mean using the latest and most expensive components Furthermore, it is absolutely possible to make an electric kart both direct drive and with gears, going back to the original and traditional karting from this point. But not only, you could even do without the single rear axle and put an engine each side, getting working logics that act as an electronic differential gear or they even make drive round turns easier. On the country, it would even be possible to mount an engine for each wheel to make a kart with integral traction! Not to mention the possibility of combining the two types thermal and electric in a hybrid system like the Prototypes for the World Endurance and so many other automobiles. Can you imagine a hybrid kart with a 60cc engine that works like a 125cc? For all the reasons we have given, we feel that confirming the creation of a racing class for electric karts should be set up as from now without further delays, whether due to a question of image, or because it would create a parallel sector that would widen the range of use for karting and would also help systems and all those working in this field. It' s easy to see how you would also be able to race on tracks that have problems concerning sound, and problems concerning some town circuits could be easily overcome. We think that all this would be of great benefit for the whole karting field, even the one that works with petrol.
PROS AND CONS With the new technology being so different compared to the one for engine with pistons, electric traction obviously presents sensible advantages but also some difficulties. Among the latter, there is cost, initial cost is more expensive, weight is more and there is some difficulty in technical development. You must, in fact, from the start combine the various elements correctly, especially for what concerns tension and necessary amperes. Among the advantages, we have ecology; there is less pollution, cheaper to run and more linearity in kart layout.
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TECHNICAL SIDE COMBUSTION CHAMBER (PART 2)
FI RE !!! 88 VROOM INTERNATIONAL MAGAZINE
ILLUSTRAZIONE: EVAN DECIREN
Part two on the internal shape of the cylinder head and how it affects engine delivery, especially for what quish REPORT: SIMONE SUARDI band This time we are going to look a bit deeper into the matter, talking about parameters that affect the “pattern” or change inside the same combustion chamber, i.e., squish band height and width and how to define the “shape” of the hemispherical part. We will overlook the truncated cone chambers be eaper to make on a large scale: something that for us always looking to one horsepower more, is of no interest at all.
Squish is probably one of the simplest things that oc-
other two identifiable movements in an engine occur mainly during
cur inside an internal combustion
the induction phase, they are swirl
engine, but at the same time its
(long rotating movement with
importance is taken for granted.
the axis parallel compared to the
What is the squish? As most of you
cylinder’s) and tumble (rotating
will know, it’s one of the three ma-
motion with axis at a right angle
cro-turbulence movements, so to
compared to the cylinder’s).
speak that starts when the piston
Here too a picture is worth a thou-
is close to top dead centre, due to
sand words.
Swirl movement inside the cylinder, more common in diesel engines, and tumble, more characteristic of 2-stroke and 4-stroke engines. Obviously in 2-stroke engines the movement is in the opposite direction, seeing that the engine breathes through the transfer ducts and not from the valves in the cylinder head [Font: Wikipedia].
the difference in volume available for the fluid between the different areas of the combustion chamber. On the outskirts of which, don’t forget, there’s a squish band very close to the piston crown: this small space allows the fresh load to converge towards the centre, where the volume available is much greater. Just for news sake and to be more complete, the
HOW IT HELPS TURBULENCE Back to us, now it should be clear that, if squish occurs close to TDC and the
TOE-IN TOWARDS THE CENTRE OF THE FRESH LOAD FOR A SQUISH EFFECT
start of combustion of 2-stroke racing engines is usually between 10 and
Generally speaking we can say that, in a high performing 2-stroke engine, the transfer ports tend to give the fresh load mostly a tumble movement, and sometimes with a slight “swirling” component, if the ducts especially the secondary ones tend to turn slightly on themselves. Maybe, we will take a closer look at this next time.
30° BTDC, this phenomena must have some sort of interaction with combustion. We could say, something
temporal duration it would mean that above
more than “some interaction”, because
certain revs we’d have an exhaust port
turbulence has a key role, in fact, it’s thanks
opening when combustion is yet to finish,
to turbulence if the angular duration of
for the simple fact that on increasing revs
combustion is more or less constant. I’ll try
the strokes get faster, so the piston covers
to explain this concept better, because it
more space in the same time. It would mean
is very important indeed to have it clear in
having absurd limits on maximum rotation
your mind.
speed like in diesel engines, even for different reasons.
If the start of combustion was the same for all revs, say 20° BTDC, and if we overlook
Obviously this is not the real situation
the ignition delay in ignition (from when
because, as speed increases, so does
the spark occurs to when the process of
turbulence inside the cylinder, and this
ignition actually starts there’s a space of
makes combustion go faster and faster,
time, as if there were a sort of “chemical
which on first approximation and, we can
inertia”), if combustion had a constant
say that it has a constant angular duration.
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TECHNICAL SIDE COMBUSTION CHAMBER (PART 2)
That is, if it always started at 20° before TDC, it would always end; for example 40° after TDC.
The important thing to bear in mind, in our case and not only, is that
Why? It’s easy, turbulence tends to make flame
it’s better to have more turbulence. With the due exceptions, like in
front more jagged, that is, increasing the surface:
the extreme case where it isn’t strong enough to wipe away the start
as we already said in part one, published in last
of combustion.
month, combustion is nothing else but an ensemble of oxidisation reactions and, as we learn from
Well, why is ther so much turbulence in the chamber? Easy: with
chemistry, if the contact surface increases, in this
the lowest squish clearance possible, compatible with the engine’s
case fresh load and burnt gasses, reaction speed
power at high rpm. This is a rule I have always given myself, with
increases too.
some restrictions/problems to bear in mind. First of all, you might get excessive increase of compression ratio that would take us beyond regulations, if there is a limit (as often happens in the case of karting), or enough to get knock. The latter could arise when a cylinder head has been designed wrong (in my opinion wrong) for having a high compression ratio and at the same time a high squish band. Practically speaking, the chamber would look very “flat”, which is the opposite of what one usually looks to, that is the most compact geometry possible. For a modest change in squish band, that does however have a certain impact on engine response, I would exclude this danger. At least, it has never happened to me, also because if just the increase
LAMINAR FLAME FRONT, LEFT, COMPARISON WITH A FLAME FRONT WHOSE SURFACE INCREASES WITH TURBULENCE.
of compression ratio was such to bring about knock conditions, Iit makes me think that greater turbulence tends to remove the danger of knock. Obviously, this is if we work with the already existing components, where we can’t decide for ourselves which compression ratio coupled with a well-defined squish height to use. Secondly, squish height must not be less than the lengthening that the connecting rod undergoes on release, that is the only instant when the 2-stroke connecting rod can go in traction. It may seem a silly thing, but we have an engine with many revs at high, like the old
90 VROOM INTERNATIONAL MAGAZINE
the piston crown. As for the width, the best thing to do is consider the percentage of the surface of the head that is taken up by the squish band. The expression is very easy:
Where D is bore and d the diameter of the central hemispherical portion. As a result, in most cases, we should get a value that goes between 40 and 50%, with extremes that can go from 36-38% as minimum value and up to a maximum of 55%. Generally speaking, if you remain in the low part of this range you’d get an 100cc direct drive karting engines, the piston crown might go and “kiss”, not
engine that is better at high revs with a
too lightly either, the cylinder head.… with obvious consequences. If you are
flatter torque curve and good over-rev,
in a critical situation you realise because, after working for a certain number
vice versa around 50% it helps torque
of hours, instead of finding the usual “heart shape” on the cylinder head left
at average revs and over the maximum
by the carbon residues, you might find a perfectly round shape, with a clean
power speed, the power curve tend to fall
circular external crown near the squish band. Well, that is the signal that we
more suddenly. We can say that the range
really oughtn’t to go any further and that we have pushed your luck sufficiently.
of use, in this case, narrows down.
Let’s play safe and increase squish 5 hundredths. As for squish band tilt, in 98% of engines it is parallel to the piston and, in fact, this
BEST AS LOW AS POSSIBLE
condition is the best compromise. There
Now we have seen why it’s best to have low squish; so if you are looking to
are particular cases, for example direct
an engine that flows best out of rev, or to having half a horsepower more
drive engines, where maximum power
than maximum power, touching the squish band (higher) is the wrong way to
revs is relatively low (11000÷13000 rpm),
go about it, because the blanket is so short it’s not worth it. A simple rule to
but the engine can still pick up for several
bear in mind is the one according to which squish band in a high performing
thousand revs. In these cases, to let the
engine should be more or less equal to 1 hundredth for each millimetre of
power curve drop slower and hence
bore, that is, for 54 mm stroke it should be equal to 0.54 mm. Use this as a
increase maximum speed obtainable,
reference point, it is valid for most applications, and not necessarily two stroke,
which usually means go faster, you could
but don’t take it as a dogma, because it depends on the conditions on the
make the squish band divergent, that
track, from fuel used to all the other things. Finally, it is possile to state that you
is, squish clearance slightly increases
could often find the optimum around the above-mentioned point, which, in
towards the centre. Talking of degree of
my view, is far from being higher than 1 mm like we often see used, where the
tilt compared to the piston crown, which
good effect of squish, in terms of emphasizing turbulence, starts to go to hell.
is what interests us, I personally would consider as maximum limit 2° or just over. Obviously all this isn’t free, because you
Among “other things” that affect optimum
pay somewhat at average-low speed.
height is the shape of the same band, in terms of width/thickness compared to
We could even think of doing the opposite, that is, make the band
Combustion chamber that has typical knock marks on the squish band caused by high compression ratio and high temperatures.
converging: well, to be honest, do it at your own risk. Limits are more tight, I wouldn’t go over convergence degree allowed, also because there is more risk
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TECHNICAL SIDE COMBUSTION CHAMBER (PART 2)
SQUISH
how to measure it IT WOULD BE RIGHT TO TALK ABOUT THE“SQUISH BAND” GENERALLY SPEAKING, WE SAY “MY SQUISH IS AT 0.7 MM”…BUT WHAT DOES THIS ACTUALLY MEAN? AND, WHICH IS THE RIGHT WAY TO MEASURE IT? Probably everyone knows,by “squish band ” or, more simply “squish”, we mean the distance between the piston crown and TDC and the frail part of the combustion chamber. The lower this value is the more intense turbulence generated is. There are two ways of measuring it correctly and both are valid, and both based on the use of a 1mm tin wire, maximum 1.20mm. Experience tells me that having a bigger diameter, you risk having values that aren’t reliable, higher than what they actually are, especially if we measure values around 0,40 mm. The most “reliable” method is cutting a piece of tin wire more or less the same length as the bore and stick it with a piece of cellotape to the centre of the piston, closing it all and then measure. If you want to be even more scrupulous you can use two crossed wires. If you are in a hurry, and you can’t (or don’t want to) take off the head, cut a long piece of tin wire, bend the end at 90° and thread it through the spark plug bore, being careful to feel it touching the cylinder wall. Be careful, here the tin wire must stay on the axis of the piston pin, to prevent the wire from bending when the piston presses down on it and falsefies the result quite a bit. Then do the same thing for the other too, to make sure that the squish band is the same, the head is on a straight surface! Repeat measurements several times from both sides, better to do it more times than less, just like it’s better to use a micrometer rather than a gauge, yes, only because you avoid squashing the tin wire further when you are measuring. If you do use a gauge, be very careful, do so delicately. Sometimes I hear people asking how many times have you got to press the tin wire with the piston, however, the answer is obvious: the number of times necessary in order to get the right measure! Often three or four drive shaft turns, at that point we should feel the piston touching the tin wire, but there mustn’t be any extra pressure. From my point of view, one method isn’t better than another, I myself prefer the second way, you have to be a bit more careful as to where and how the tin wire is placed, but it is quicker and you don’t have to remove the cylinder head every time. The fewer things you do, the fewer mistakes you risk making. 92 VROOM INTERNATIONAL MAGAZINE
HOW TO DESIGN A CHAMBER
AT THIS POINT, I THINK IT IS POINTLESS TO UNDERLINE THAT THE LOWER THE SQUISH BAND IS THE MORE RELEVANT THE EFFECT OF THE CHANGES SO FAR MENTIONED ARE. WOULD YOU BELIEVE IT? We’re slowly getting there, there is just one more thing, spend a few words the geometry of the hemispheric section. Yes, a few words, because just talking about it, no matter what engine we want to apply the changes to, and Strange “mushroom” shape that considering the hundreds of variants was very popular years ago. possible, you just don’t know with Does it really work? Well, if there aren’t any certainty (unless trial and error) if about now, probably, one shape is better than another. there’s a reason! [Font: unknown] My advice is to simplify, especially if we have a computer in front of us and are about to design a new combustion chamber. Define the target values for compression ratio, squish band height and surface. Having done this, if you want to define the geometry of the hemispheric part, trace an arc with a 90° fixed angle, it must be tangent to the top of the chamber (spark plug level). Make our cad parametric and then change the height of the “roof”, hence the distance of the spark plug from the piston, to get the CR target value automatically, the parameter to change, the arc of the hemispheric part, which is the only degree of freedom we have left. I think that it’s the best way to start, because we get the simplest combustion chamber shape… and one that more often than not, being a rational and compact shape is also very efficient. Having done this, we can play as we like with the various parameters, using multiple radiuses, undercuts and so on, always having a fixed compression ratio, so that we can see the effects for ourselves. Don’t forget that “more difficult” not necessarily corresponds to “better performing”. Go and look up the dimension of the dome of the Aprilia RSA 125, it represents perfectly what I was saying earlier: squish band parallel to the piston, just one constant radius just under 8 mm, the area around the spark plug is flat and no undercuts. Simplicity made like a combustion chamber. of knock precisely at the point of minimum flow section, so at the corner of the band, that, make sure, must be a sharp edge. It is probably the only detail of an engine (if not in the world) where you can look to this, but it is very important that, when making changes or more important when designing there must not be no bevel or union radius because the aim of the corner is to emphasize turbulence originating from the squish effect. So, if you haven’t got a numerically controlled machine in your garage, as I think, and you have to have your piston head made externally, off the site, you should mark clearly on a design that, that corner must not be changed. At last we have come to the end (eureka!); I hope I have given you a few hints and something else to think about: some curiosity to be experimented, preparation and dedication are the only ways to success. Well, my dear Vroom readers, we shall meet again with the next article that, at the moment I don’t know what it will be about, I have to think a while! If you have any doubts or any specific questions to ask, write to Vroom, who knows maybe the suggestion for our next article could come directly from you. Thank you guys!
LEGENDARY KARTS GLENN DAVIDSON REPLICAS
INFO FILE
DRIVER: MICHAEL SCHUMACHER KART: TONY KART MITOX RACE: WORLD FSA CHAMPIONSHIP - 2001 TYPE: REPLICA
94 VROOM INTERNATIONAL MAGAZINE
LEGEND
THIS TIME, OUR MASTER OF REPLICAS GLENN DAVIDSON PAYS TRIBUTE TO THE KART OF THE MOST SUCCESSFUL F1 DRIVER OF ALL TIME, THE TONY KART MITOX OF 7-TIME WORLD CHAMPION MICHAEL SCHUMACHER. NOT ONE OF THE MODELS HE USED IN THE ‘80S BEFORE BECOMING SCHUMY THOUGH… BECAUSE GLENN PUT HIS CRAFT INTO RECREATING THE KART MICHAEL RACED WITH AT THE WORLD KARTING CHAMPIONSHIP IN 2001, WHEN ALREADY A GLOBAL STAR AND WELL INTO HIS LEGEND.
FOREVER
VROOM INTERNATIONAL MAGAZINE 95
LEGENDARY KARTS GLENN DAVIDSON REPLICAS IN 2001, THEN REIGNING FORMULA 1 WORLD CHAMPION MICHAEL SCHUMACHER SHOWED HIS LOVE FOR KARTING BY ENTERING THE LAST ROUND OF THE WORLD CHAMPIONSHIPS AT HIS HOME TRACK IN KERPEN. I, LIKE MANY OTHERS, WAS STUNNED BY HIS PASSION FOR THE SPORT AND HIS ABILITY TO BE BACK COMPETITIVELY ON A KART PUTTING HIS REPUTATION ON THE LINE AGAINST THE BEST KARTERS IN THE WORLD. THE EVENT WAS FILLED WITH MIXED WEATHER CONDITIONS MAKING IT EVEN TRICKIER, AND IN RACE 2 MICHAEL SHOWED HIS KARTING TALENT WAS INTACT BY FINISHING IN 2ND POSITION.
His comeback in a World Karting Championship at the peak of his F1 career was what truly inspired me to build this replica. After seeing a photo from the event, of which I later created an illustration and made several copies that I sent to Michael, I decided it was time to start the project.
NEIL MCKERNAN WAS A HUGE HELP IN OBTAINING BITS FROM ITALY, AND WAS A BIG PART IN SOURCING THE MITOX PLASTICS WITH THE GENUINE FACTORY STICKER KIT. MARTIJN KOENE HAS BEEN A BIG SUPPORTER OF MY PROJECTS, AND ONCE AGAIN CAME THROUGH WITH THE VORTEX ENGINE AND EXHAUST, AS WELL AS THE RIMS, AIR BOX AND MOST AMAZINGLY THE SEAT.
TO START WITH, I MANAGED TO FIND A TONY KART MITOX, BUT LIKE MOST KARTS I HAVE PURCHASED PREVIOUSLY, IT WAS IN VERY POOR CONDITION WITH LOTS OF NON-GENUINE PARTS AND IN NEED OF A GOOD CLEAN. I HAD THIS PROJECT IN MIND FOR A LONG TIME BEFORE ACTUALLY WORKING ON IT, SO I BEGUN COLLECTING PARTS WELL BEFORE I EVEN HAD THE KART.Â
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THE SEAT MARTIJN KOENE PROVIDED ME WITH IS ACTUALLY A GENUINE USED TILLETT SEAT OF MICHAEL HIMSELF, SO HAVING SOMETHING THAT THE 7-TIME F1 WORLD CHAMPION USED BRINGS EXTRA VALUE TO THE PROJECT. SO A BIG THANK YOU MUST GO OUT TO STEVE TILLETT WHO HELPED WITH REFERENCE PICS AND TALKED ME THROUGH RECOVERING THE SEAT TO MAKE IT IDENTICAL TO HOW IT WAS WHEN MICHAEL USED IT.
TO COMPETE AT THE EVENT MICHAEL HAD TO LOSE WEIGHT TO AVOID CARRYING MORE THAN HIS COMPETITORS, AND ALSO REDUCED THE OVERALL KART WEIGHT BY USING A CARBON FIBRE SEAT, FLOOR TRAY AND RADIATOR COVER. I AM SO FOND OF THIS LEGENDARY MODEL THAT I MADE A SECOND SET OF PLASTICS WITH THE TONY KART MITOX BLUE LINED STICKER KIT AS I LIKED BOTH DESIGNS AND THINK THEY ARE SOME OF THE BEST LOOKING TONY KART' S EVER.
The publicity Michael brought to karting was amazing and proves his love for the sport is eternal. This wasn’t the first time Michael had challenged the then current day karters, as he also competed against them at the indoor Bercy event and the Monaco Kart Cup back in 1996. Having the confidence and selfbelief to compete against the biggest names in the sport brings a lot of respect from fans and competitors alike.
I hope this kart goes some way to sharing the appreciation we all have for one of the greatest drivers ever, who while conquering the world of Formula 1 still had a passion like no other for the sport where it all began
STAY TUNED FOR MORE OF GLENN DAVIDSON' S LEGENDARY KARTS VROOM INTERNATIONAL MAGAZINE 97
2016 INTERNATIONAL CALENDAR January 17 FWT ROK Cup USA Round Rnd.1, Homestead (USA) 24 FWT Rotax MAX Challenge Rnd.1, Homestead (USA) 24 Rotax Invitational Race, Sepang (MYS) February 14 Rotax Winter Cup, Valencia (ESP) 14 FWT ROK Cup USA Rnd.2, Ocala (USA) 21 21st Lonato Winter Cup, Lonato (ITA) 21 FWT Rotax MAX Challenge Rnd.2, Ocala (USA) 28 Asia Rotax Max Challenge Rnd. 1, Sepang (MYS) March 13 27th Andrea Margutti Trophy, Lonato (ITA) 13 FWT ROK Cup USA Rnd.3, Palm Beach (USA) 20 FWT Rotax MAX Challenge Rnd.3, Palm Beach (USA) April 03 Rotax Euro Challenge Rnd.1, Genk (BEL) 03 Asia Rotax Max Challenge Rnd. 2, Elite (MYS) 24 CIK European Championship for KZ & KZ2 / CIK Karting Academy Trophy, Round 1, Essay (FRA) 24 US Open Rnd.1, NOLA Motorsports (USA) May 01 Asia Rotax Max Challenge Rnd. 3, Elite or Shah Alam (MYS) 15 CIK European Championship for OK & OKJ Round 1 / CIK European Championship for KZ Round 2, Zuera (ESP) 15 Rotax Euro Challenge Rnd.2, Castelletto (ITA) 22 X30 Euro Series Rnd.1, Castelletto (ITA) 29 Asia Rotax Max Challenge Rnd. 4, Sepang (MYS) June 7 CIK European Championship for OK & OKJ / CIK European Championship for KZ2 Round 2, Adria (ITA) 98 VROOM INTERNATIONAL MAGAZINE
26 CIK European Championship for OK & OKJ Round 3 / CIK Karting Academy Trophy Round 2, Portimao (POR) 26 US Open Rnd.2, Miller Motorsports (USA) July 17 X30 Euro Series Rnd.2, Zuera (ESP) 24 Rotax Euro Challenge Rnd.3, Zuera (ESP) 31 CIK European Championship for KZ & KZ2 Round 3 / CIK European Championship for OK & OKJ Round 4, Genk (BEL) August 06 US Rotax MAX Challenge Grand Nationals, Sonoma (USA) 07 Asia Rotax Max Challenge Rnd. 5, Shah Alam (MYS) 28 Rotax Euro Challenge Rnd.4, Salbris (FRA) September 04 CIK World Championship for KZ / CIK International Super Cup for KZ2 / CIK Karting Academy Trophy Round 3, Kristianstad (SWE) 04 Asia Rotax Max Challenge Rnd. 6, Sepang (MYS) October 09 Rotax International Open, Adria (ITA) 22 17th Rotax Max Challenge Grand Finals, Sarno (ITA) 22 Rok Cup International Final, Lonato (ITA) 30 Trofeo delle Industrie, Lonato (ITA) November 05 US Open Rnd.3, Las Vegas (USA) 20 CIK World Championship for OK & OKJ, Sakhir (BHR) 20 Xeramic Rotax Open, Sepang (MYS)
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